VOL 10 NO 3

AUTUMN 1999

INSIDE:

Branson Report Page 2

Treasurer’s Report Page 2

Annual Directors’ Meeting Page 3

Membership Meeting Page 4

Branson’s Genesis Page 6

Shepherd of the Hills Page 6

College of the Ozarks Page 6

List of Attendees Page 7

Photos of Attendees Page 8

Harry Rea & Andrea Doria Page 13

Wartime Voyage # 5 Page 16

Wartime Voyage # 6 Page 16

Merchant Marine Career Page 18

Two Memoirs Page 19

The Capitol & Kids Page 19

Space, Time, and Change Page 20

Capt Duffy Speech Page 21

Mariner Befriends Enemy Page 23

Jollys & 50 State Capitols Page 23

Letters Page 24

Finding Robert W. Service Page 27

Going and Returning Page 28

Last CW Message Page 29

Member Info Change Form Page 30

Silent Keys Page 31

GIRA 1999 REUNION IN BRANSON A HIT

The 1999 GIRA convention in Branson, Missouri, was a delightful experience by any standards. Counting Gallups Islanders, spouses, friends, and relatives, at least 200 gathered in the Ozark mecca to celebrate our glorious past, happy present, and hopeful future. The weather cooperated with autumn’s opening act, deciduous trees beginning their annual colorful show. And shows are Branson’s forte. Almost too much of a good thing. There were a number of good restaurants and theaters within easy walking distance of our Radisson hotel headquarters.

As always we were torn between indulging ourselves by savoring the ubiquitous places of interest and interesting entertainments and hanging close to the hospitality rooms to visit with old comrades. There’s never enough time.

Bob and Virginia Mitchell, with Buddy and Jo Diebold of Branson Music Tours, did a magnificent job bringing all the details together and making it happen.

At the business meeting a motion to approve the present GIRA leadership to carry on for another year was passed unanimously.

Also settled by acclimation was our return to Boston for 2000, the 60th anniversary of the Gallups Island Radio School’s founding. And then in 2001 with our rabbits’ feet, we’ll head for Las Vegas. The Branson Music Tours will again handle the Las Vegas arrangements, which will be scheduled during the week when rates are better.

The year saw the closure of the nation’s few remaining CW stations (KFS, KPH, WCC and WNU). While the planet’s atmosphere has far more electromagnetic radiation being emitted than ever, the once ubiquitous (music to our ears) CW signals are no more. Perhaps all that we sent out through the antennas of ships and aircraft are still moving through the infinity of space at 186,282 miles per second. It’s demoralizing to no longer be needed.

Ed Wilder has an idea incubating for regions Seven and Nine to sponsor a regional gathering at Laughlin, Nevada,

in the spring of 2000. More information to follow.

Happy holidays and a great new millennium.

BRANSON GIRA CONVENTION 1999

**Platoon R-19 had the biggest turnout with eight members: Beaton, Ferguson, Jorgenson, Kesler, Lemma, Sloan, Ward, and Wilder.

Platoon R-15 was a close second with six members: Beaulieu, Brown, Hegge, Hucke, Schultz, and Warner.

Platoon R-07 had four members: Bouchard, Buckles, Clough, and Surina.

Platoon R-01 had three members: Bakula, Calderwood, and Miller

Platoon R-72 had three members: Geiselman, Graber and Guntner

**Don Runmark R-13 has done an excellent job collecting group pictures of Islanders, and had them displayed in the hospitality room. Many of the photos had the members identified with names, confirming the person in the front row of R-19 that I always pointed out as me, really was. Apparently some platoons didn’t have “official” group photographs made. If you have photos of your platoon, contact Don. With current technology, it’s easy to have excellent copies made.

**Delmar Davis R-105 of nearby Macks Creek, MO, showed off his Gallups Island uniforms at the General Meeting on Saturday. He saved his non-dress blues and whites (with big collars and 13 buttons) and the dress blue. They all still fit, something most of us wish we could claim. Delmar has a restored 1943 jeep (shown in the Spring 1999 Spark Gap) in which he participates in all the area parades.

**Dr. Sam Hucke, R-15, of just-down-the-road in Fayetteville, did a show and tell with a combination fish spear and paddle obtained in New Guinea during WWII. He also had a portable Japanese radio transmitter of the same vintage.

**Ray King briefed the group on next year’s GIRA convention in Braintree, MA, celebrating the 60th anniversary of Gallups Island Radio School’s founding. It’s likely one of the last GIRA gatherings (near) where it all began, so we look forward to seeing you at the Y2K home coming.

GALLUPS ISLAND RADIO ASSOCIATION

TREASURER’S REPORT

INCOME AND EXPENSES

JANUARY 1, 1999 - SEPTEMBER 23, 1999

INCOME:

Donations $2,185.00

Dues $10,485.00

Interest on Checking Account $73.00

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TOTAL INCOME $12,743.00

EXPENSES:

Branson Reunion $100.00

Copying & Printing $392.00

Gallups Islander Mailing $185.00

Gallups Islander Printing $58.00

Legal Fee $25.00

Lapel Pins $1,404.00

Office Supplies $361.00

Online Service $220.00

Postage $1,228.00

President Expense $152.00

Sec/Treas Expense $500.00

Sec/Treas Stipend $1,200.00

Spark Gap Editor's Fee $400.00

Spark Gap/Ward $3,607.00

Telephone $141.00

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Total Expenses $9,873.00

Total Income $12,743.00

Total Expenses $9,873.00

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Net Income $2,870.00

Balance as of 1 Jan 99 $16,681.12

Net Income $2,870.00

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Balance as of 24 Sep 99 $19,551.12

GALLUPS ISLAND RADIO ASSOCIATION, INC.

ANNUAL DIRECTORS’ MEETING

OCTOBER 2,1999

Present at this meeting were: Bud Guntner, Ray King, Homer Gibson, Ed Wilder, John Sloan, Gene Harp, Jack Warner, Joe Graber, Verne Hegge, Lacy Williams, J J Ward, Bill Wittkowski,,Bud Fogleman, John Dziekan, Don Runmark, Keith Wallace and Buddy Diebold.

Our President, Bud Guntner, called the meeting to order at 8:10 A.M. Bud welcomed everyone to the meeting and after introducing the newly elected Regional Directors, he explained that the new directors would begin their term on January 1, 2000.

Ray King gave a report on the progress he has been making in preparing for the reunion 2000, to be held in Boston. Bud explained that the year 2000 will be the 60th anniversary of Gallups Island Radio School and that the Association has made new lapel pins commemorating that. These pins will be distributed to the membership in early 2000. Bud also explained that we are working on having new hats made for the membership, also commemorating the 60th anniversary.

Discussion was held about the various memorabilia about Gallups Island, concerning, what to do with the collection. Several ideas were presented: The U. S. Navy Museum in Quincy, MA; the museum at Kings Point and Ray King said that there is already a whole room full of stuff , including plaques which used to be erected on the Island, depicting what building had been in that location originally. Nothing was really decided upon.

Discussion was held about the location for the reunion in 2001. After considerable discussion, it was motioned and seconded that we hold the 2001 reunion in Las Vegas. The motion carried, then Buddy Diebold gave a presentation on what his organization could provide for the reunion in Las Vegas.

Bud reported that we are working on a new Roster and reminded all those present of the importance of providing the Secretary with any changes in address, area code, zip code, telephone number, silent keys, etc. by making the changes on the dues remittance form, which is sent out to each member, and mailing the entire form back to the Secretary. He also proposed that the dues remittance form be printed in each issue of the "Spark Gap" from now on, so that any changes that occur during the year, can be sent in right away, to keep the records current as possible.

Bud asked for nominations for the office of president. Gene Harp nominated Ray King for President. Ray King declined the nomination, stating that he was too occupied with the preparation of the 2001 reunion. Gene then withdrew the nomination.

Jack Warner then made a motion to nominate the current slate of officers for another two year term. The motion was seconded, and a vote taken, which was unanimous in favor of keeping the current slate of officers.

Bud then adjourned the meeting at 9:40 A.M.

GALLUPS ISLAND RADIO ASSOCIATION, INC.

ANNUAL MEMBERSHIP MEETING

OCTOBER 2,1999

President, Bud Guntner, called the meeting to order at 10:10 A.M. Bud welcomed everyone to the meeting and then introduced the newly elected Regional Directors, mentioning that eight of the ten were present:

Region One Bill Anderson R-72

Region Two John Dziekan R-108

Region Three Bud Fogleman R-80

Region Four Bill Yount R-77

Region Five Bill Wittkowski R-35

Region Six Lacy Williams R-98

Region Seven J J Ward R-19

Region Eight Gene Harp R-91

Region Nine Ed Wilder R-19

Region Ten Don Runmark R-13

The next order of business was a report by Vice President, Ray King, on the Reunion 2000, to be held at Boston. Ray reported that he has been actively working on setting-up the reunion; he has already contracted with the Sheraton Braintree Hotel; set the date of the reunion: August 10th - 13th, 2000; contacted the bus companies for the tours, etc. Ray explained why the Braintree Hotel was selected again, instead of a downtown Boston hotel. The hotels in downtown Boston, capable of accommodating a group of our size, are getting $300 and $400 per night for rooms, which of course is out of the question. Ray also explained why the reunion is set for August instead of September or October; by having the reunion in August, he was able to negotiate the same room rate that we had at Sheraton Braintree in ‘97, namely $89 per night (plus tax). If we wanted to be there in September or October, the best rate they would offer was $129 per night (plus tax). The reason being that from September on the foliage attracts a lot of people to the region and hence the higher rates for rooms.

It takes a lot of pre-planning to put on one of these reunions and have it be a success. Ray has already begun the pre-planning and making good progress. Some of the tours that he is working on include: Lexington/Concord; Gallups Island; Plymouth Plantation (a reenactment of the original Plymouth Colony which is very well done and very interesting); the Kennedy Library/Museum, etc. There are many things to do and see in the Boston area. Ray is going to have events starting on Thursday and run through Friday and Saturday. The reason we are going back to Boston in 2000 is because 2000 marks the 60th Anniversary of Gallups Island Radio School.

Bud then explained that the Association has had a new lapel pin made in commemoration of our 60^th Anniversary. These pins will be distributed to the membership along with the Dues Notices, early in 2000. The Association is also working on obtaining new hats for our 60th Anniversary.

Buddy Diebold from Branson Music Tours, Inc., gave a brief rundown of what his organization could do for our group in 2001, when we have our reunion in Las Vegas, in case we want him to arrange the reunion at that time. It was suggested that airfare would be lower if we did not travel on the weekend. A motion was made that we have the reunion during the week, instead of on the weekend. A vote was taken and passed, by majority vote, that the Las Vegas reunion would be held during the weekdays.

…continued on page 5

Membership Meeting …continued from page 4

Doctor Sam Hucke made a motion that Letters of Commendation be issued to Tom Cruse, former Editor of the "Spark Gap", for his many years as editor, and to Jim Kinkel for all the work that he did in rounding-up the Alumni of Gallups Island Radio School, resulting in the membership that we enjoy today. The vote was unanimous.

Bud reminded everyone to make any necessary changes to the information Homer will include in the Dues Remittance Form, and asked everyone to send the form back to Homer, along with the dues.

(editor’s note: A copy of the form is included in this issue of Spark Gap on page 22).

Please make sure that we have your correct address! many fellows move and fail to notify the Secretary, resulting in additional expense; we pay to send it out and we have to pay when it is returned! Also you don't get your publications and other mailings.

Please make sure that your area code is correct, since a lot of area codes have been changed. We keep your phone numbers confidential, so don't hesitate to provide us with your number, even if it is non-listed. Also make sure that your zip code is accurate and includes the four digits at the end of the zip code. If you have an e-mail address, please include that also. If you know of any members that have become Silent Keys, please advise Homer of that information. Also, report whether or not the widow of the Silent Key would like to continue receiving the publications.

This information is very important to keep our records up to date. As we are preparing to print a new Roster and would prefer to print the correct information on each of our members. The only way we can do that is if YOU provide us with the correct information!!

The next order of business was the election of the officers of the Association. Bud explained that at the Directors Meeting earlier, when he requested nominations from the floor for candidates for President, a motion was made to reelect the current slate of officers to another two year term. The motion was seconded and a vote taken, which was unanimous. The officers of the Association will remain:

Bud Guntner, President

Ray King, Vice President

Homer Gibson, Secretary/Treasurer

Ken Palmer mentioned that it is now possible to have training time included on your DD-214. He has the necessary form, if anyone wishes. Write to him and he will send you one.

Ken Palmer

12750 Williston Road

East Aurora, NV 14052-9626

Delmar Davis was present in full officer's uniform and displayed even his sailor uniforms, which his mother had preserved for him in her cedar chest.

George Cushman made an announcement about the Project Liberty Ship calendars, which are available from Tom Gibson, W3DJ. It is an 18 month calendar, and there are 18 very nice photos of Liberty ships and Victory ships. Cost $15.00.

There being no further business to be conducted, Bud adjourned the meeting at 11:10 A.M.

BRANSON’S GENESIS

By JJ

Branson claims to be a place the novel, Shepherd of the Hills, built. The source says The Shepherd of the Hills, first published in 1907 and based somewhat loosely on the area’s history, is claimed to be the fourth most widely read book ever, after the Bible, the Koran, and Gone with the Wind. There was no New York Times best seller lists back then, but the novel reportedly sold a million copies the first six months after its first printing. Initially from nearby then from ever increasing distances, people came to visit the area of the book’s setting. Later the lakes formed by dammed rivers increased the influx. The tourists naturally sought nightly entertainment, which the locals tried to provide, including the 40-year run of the play Shepherd of the Hills. The first Theater, built by the local Presley family, is still going strong. As the crowds grew, promoters booked some traveling Nashville groups. Inasmuch as the people (audiences) were already there, Nashville promoters came to Branson to build theaters and provide shows to fill them. Branson now has more theater seats than Broadway and is still growing.

Approaching Branson on route 65 from the south, visitors see signs that suggest taking routes 165 and 265 for traffic avoidance. Regrettably most people don’t, assuming it’s to bypass the city. Actually you can get to a lot of places in Branson while avoiding the virtually constant traffic snarl on the main thoroughfare, 76 Street. Much of the time walking is almost as fast as driving along 76. There seems to be little hope for relief inasmuch as the single lane (each way) street has businesses pressing it on both sides. Drivers are considerate about letting vehicles onto 76, wherein, if they had to await a break in the traffic, they might run out of gas. It’s better to take buses to the shows at night. They can muscle their way through to special, close-in parking areas.

THE NOVEL, SHEPHERD OF THE HILLS

By JJ

Harold Bell Wright made an extended visit to the Ozarks about the turn of the last century and based his story, however loosely, upon actual people and events. It is written in the dialect of that era which takes some getting used to even by a quintessential Appalachian hillbilly such as I. Belief in ghosts, called hants, was widespread. “Ary” was constantly used and meant “any” or “none”. “‘Thout” was “without”. Sammy, the female protagonist, says, “ain’t no use to worry ‘bout the choppin’ ‘til the dogs has treed the coon.“

One’s “lover” didn’t mean what it does today. Then a lover was a beau and most were not forward enough to even hold hands. “’Law I ‘low it won’t,’ Mrs. Mathews ejaculated”. People were ejaculating constantly which then meant “exclaimed” or “declared.” It continues to be the dictionary’s third definition. The novel still uses the original dialog which clearly shows how language constantly changes.

Shepherd of the Hills is a formula story that more than once resorts to deus ex mechina (providential interference) and there are a number of highly unlikely occurrences requiring a lot of “suspension of disbelief.”

Their fear that the area’s innocent, pastoral lifestyle would be banished by the coming of the railroad proved unfounded. It turned out to be the automobile instead.

Shepherd of the Hills remains a good, straightforward story of that place in time, providing a remarkable insight into what our forebears were reading a century ago.

It is available locally (Branson) at Walmart and other sources for less then eight dollars or by mail from: Shepherd of the Hills Historical Society, HCR1 Box 770, Branson, MO 65616

COLLEGE OF THE OZARKS

The College of the Ozarks is a tuition-free institution wherein all the students, generally of modest means, are required to work for at least 16 hours per week. Among other things, they operate remarkably good restaurant. There’s a similar college in Kentucky called Berea. Recently they rejected students’ “demands” to be permitted to have automobiles with the response: “If you can afford a vehicle, you can afford to go to a tuition-required institution of higher learning.”

Some 151 GIRA members, their spouses, and friends registered for the 1999 GIRA reunion in Branson. Five cancelled for health reasons or other conflictions. We missed Jim and Rose Jolly,

Ernie Clifford, and the Louis Pilchers. Those attending included:

Virginia and Bob Mitchell R-34

Ted and Lola Bakula R-01

Jack and Grace Bandazian R-69

Bill and Terry Banks R-117

Coleman and Ethel Barker

William and Emma Barker R-63

The Truman Barks

The Darrow Beatons R-19

Bill and Catherine Beaulieu R-15

John and Virginia Berens R-32

Bob and Frances Bouchard R-07

Robert and Jean Brainard R-110

Marvin Brown R-15

Nelson and Zelda Buckles R-07

David Calderwood R-01

Harry and Esther Carlson R-77

The William Clarks

Otts and Anita Claus R-33

Ernie Cline (Cancelled)

Robert and Elaine Clough R-07

The Mel Comptons

Mr. & Mrs. Bill Cowger R-46

George and Iris Cushman R-15

Myron and Mary Cutler R112

Ray and Rosetta Doerhoff R-17

John and Rose Dziekan R-108

Evelyn Ventola and Jim Ferguson R-19

Fran Fitzgerald

Bud and Catherine Fogleman R-80

Bill and Eloise Gay R-100

Patrick and Barbara Geiselman R-72

Robert and Bobbie George R-110

Gene and Delores Gercken R-71

Homer and Dotty Gibson R-51

Mr. And Mrs. Joe Gilmaker R-95

Joseph and Virginia Graber R-72

Bud and Arby Guntner R-72

Gene and Barbara Harp R-91

Verne and Veda Hegge R-15

Floyd and Natalie Hill R-62

The Al Hoyts R-40

Dr. Sam Hucke R-15

Jim and Rose Jolly (cancelled)

Ray and Ruth Jorgenson R-19

Jack and Kit Kesler (platoon leader) R-19

Ray and Jane King (GIRA VP) R-103

Norbert and Irene Kucala R-22

James and Lois Layman R-99

Armand and Rosa Lemma R-19

Roscoe and Shirley Maricle R-05

Clarke and Virginia Martin R-105

Robert and Josephine Mayhew R-61

Mr. and Mrs. C. Miller R-01

Walter and Vivian Miller R-14

Chuck & Dolores Munyan R-03

Arvid & Mary Lou Nelson R-20

Paul & Dorothy Ozbun R-65

Ken & Ann Palmer R-98

Louis & Juanita Pilcher R-08

The Robert Pollitts R-14

Normal & Shirley Reiter R-49

Selig and Ruth Resnick R-54

Jushua & Earlene Roles R-95

Walter & Jan Rudat R-49

Don & Dee Runmark R-13

Lee & Maxine Schultz R-15

John & Betty Jane Sloan R-19

John & Elaine Surina R-07

Charles & Esther Thomas R-112

Robert & Bess Thornton R-57

Keith & Marilyn Wallace R-119

John JJ & Carol (Zimmerman) Ward R-19

Frank & Pat Warmack R-97

Jack & Helen Warner R-08

Ed & Dolores Wilder R-19

Lacy & Wilma Williams R-93

Deloy & Patrico Wilson R-93

Bill & Opal Wittkowski R-35

HARRY REA AND THE ANDREA DORIA

By Chet Klingensmith R-88

The band was playing “Arrivaderci, Roma” in the ballroom of the Italian ship Andrea Doria at 2300 on July 25, 1956. At that moment, second Radio Officer Harry E. Rea (R-056) was drinking a coke with Third Radio Officer Sorano in the radio shack of the USNS Pvt. William H. Thomas, a Navy troop transport en route from Barcelona, Spain to New York.

Thirty minutes later at 2330, an SOS blared on 500 KCS, and Harry joined in copying the position that SS Andrea Doria was sending. It had just been struck by the Swedish liner Stockholm some 45 miles south of Nantucket. Having worked from March 1952 to 1956 at the ITT-Mackay Radio station “WSL” on Long Island, Harry immediately recognized the ships involved by their call signs. When Harry ran with the message to the bridge they discovered their position was only 14 miles away. Captain John S. Shea ordered a change of course in the heavy fog and set out to help in what would prove to be the greatest sea rescue in history.

The luxury liner Ile de France, out-bound from New York, also received the SOS and promptly reversed course. The Ile de France’s captain, Raoul de Beauden, would soon perform brilliantly in rescuing 753 passengers, many half-naked, from the doomed Andrea Doria. Captain de Beauden had an urgent request from the Andrea Doria for lifeboats because a severe list to starboard prevented their lowering any of the lifeboats on the ship’s port side.

The William Thomas soon had the Andrea Doria in sight and within a mile dropped anchor and launched lifeboats. The Ile de France arrived about an hour later, hove to within 500 feet, turned on all lights and lowered lifeboats. The crew began rescue operations with remarkable speed and skill.

Harry recalls the first message he sent to the Andrea Doria was that the William Thomas had the damaged vessel on its radar screed from five miles away. The Andrea Doria responded urgently: “You hurry! You hurry!” In a short time, Rea explained, they had lifeboats in the water picking up survivors. The toughest part was lowering passengers from the Doria’s main deck

into the lifeboats. Although the Stockholm’s bow was badly damaged, it was in no danger of sinking and actually rescued more than 400 survivors.

A newspaper story quoted Rea, “Some people panicked! Some were jumping from the ship into the water and others were dropping their children into the water below.” The Chief Engineer of the doomed Italian ship with a skeleton crew spent frantic hours in the engine room manning the pumps. Their heroic efforts kept the stricken ship afloat long enough to rescue so many survivors.

Since Harry Rea had more experience than either Chief Radio Officer George Callas or Third Radio Officer Sorano, it was agreed that Harry should handle the radio traffic, which he did from 2345 until 1000 the next morning. Third Radio Officer

Sorano boarded one of the lifeboats equipped with a radio with the plan of radioing information from the scene. However, he became too busy helping to retrieve survivors off the Jacob’s ladder into the lifeboat. That was until he urged a remarkably large lady he was helping to “let go.” She did, and the momentum caused both to fall backward into the lifeboat, and Sorano broke his arm when he hit the Gunwale.

There are as many gripping stories as there were passengers on the Andrea Doria. One involves a then well known Hollywood actress Ruth Roman returning to the U.S. with her three year-old son, Richard. He was strapped to an officer cadet who climbed down the Jacob’s ladder and handed him to a lifeboat crewman. The boatman then said, “no more room,” as the lifeboat pulled away. Ms. Roman clung to the Jacob’s ladder for about ten minutes until another lifeboat arrived which took her to the Ile de France. The previous boat had taken her son to Harry’s ship, The Pvt. William Thomas. Later, when the ship arrived at Brooklyn Army Base pier with its survivors, newsman Walter Cronkite was there with a film crew to record Ms. Roman’s reuniting with her son. (Although some newspaper reported that Ruth Roman’s son was on the Stockholm, both Harry and another Pvt. William Thomas crewman, Ernest Melby, attest that he was rescued by the Pvt. William Thomas and delivered to Ms. Roman at Brooklyn Army Base pier. Harry explained that some of the Stockholm lifeboats delivered

…continued on page 14

Andrea Doria …continued from page 13

survivors to the Pvt. William Thomas which might have caused the confusion. Ruth Roman might have seen the name Stockholm on the lifeboat that took her son).

The wife of Dr. T.S. Peterson of New Jersey was trapped in her crushed cabin and all attempts to set her free failed. All her husband could do was give her morphine to ease her pain. The Pvt. William Thomas sent over A hydraulic jack, but it was inadequate to free her. It now rests with her in the deep water south of Nantucket.

When Maria Dooner, the two and a half year-old daughter of passenger Lillian Dooner, fell into the ocean, Mrs. Dooner dived in and was able to save her. Fifty-one others, many of them women and children, were not so fortunate. Five drowned, some died of their injuries after the rescue, 26 died on C deck, and on other

decks. A few crew members of the Stockholm were killed in the collision.

Dr. and Mrs. De Sandro dropped their four year-old daughter from the deck onto a lifeboat causing a severe injury to the child’s head. The lifeboat took her to the Stockholm where the ship’s doctor ordered her flown by helicopter to Brighton Marine Hospital in Boston. Taken to the Ile de France, the De Sandros had no idea where she was. It was only by chance that the Italian born child, without identification, was re-united with her parents eighteen hours before succumbing to her injuries.

A more fortunate survivor was three year-old Anthony Grillo whom his mother, Angela, had the courage to drop into a stretched-out blanket. He was taken to the Ile de France where his mother found him several hours later. Nearly 20 years passed before Anthony Grillo met a fellow employee at ADT Security and in conversation found he was a survivor also. What are the odds? Anthony attended the 40-year survivor’ reunion at King’s Point. (Check out Anthony’s web site at http://WWW.Andreadoria.org).

Ray Maurstad was the Radio Officer on the tanker SS Robert E. Hopkins outbound from Fall River, MA, to Texas. It was the fourth ship on the scene. “I believe good, fast communications were

responsible for saving the lives of 1,655 passengers and crew. We picked up the last survivor hanging onto the stern for dear life, stark naked, shouting for help.” Ray is also a graduate of Gallups Island Radio School.

One of Harry’s radio messages at 0740 of the morning after the collision read, “No communication with Andrea Doria. Has 45-degree starboard list. Large gash below starboard bridge wing. List increasing. Seaworthiness nil. Last report Captain and 11 crew still on board. No passengers.” His ship, USNS Pvt. William H. Thomas, had rescued 158 survivors, and it was a point in Harry’s 37-year career as a sea-going Radio Officer that he will never forget. He handled a tremendous volume of radio traffic in that event.

Giving his opinion of the cause of this tragedy, Harry said, “On early RADAR screens, ghosts would appear when you got near a target (usually a ship). At close range they would smear all around the screen no matter how the mileage was set. That may be why the Andrea Doria apparently picked up the wrong image and turned in front of the Stockholm. Harry admired the selflessness and courage of all the men who worked throughout the night and into the morning ferrying the lifeboats back and forth. Their lives were in great danger since they were right up against a ship that could suddenly sink any minute taking them down with her.

Harry Rea was born in Blawnox, PA, near Pittsburgh. Two years into WWII he took an early “graduation” from Aspinwall High School to attend the U.S. Maritime Service Radio School at Gallups Island in Boston Harbor. He graduated March 15, 1944, in Class R-56. Harry’s first ship, the tanker SS Oscar Strauss out of Marcus Hook, PA, joined a convoy bound for Gibraltar. He watched as a Gallups Island classmate aboard a cargo ship with a cargo ship with a deck loaded with Aviation Gas was blown up by a torpedo from a German U-boat just seven days out. Now retired, Harry lives in Destin, Florida.

For comments on the Andrea Doria, see page 15

Andrea Doria …continued from page 14

Author’s footnote: Harry and I were high school classmates, and his example influenced me to also join the Maritime Service. I graduated from Gallups in class R-88 in March 1945. The War in the Pacific was still raging. I was on my second trip to the Philippines as 2nd Radio Officer on the T-2 tanker SS Fort Fetterman when the Enola Gay dropped the A-bomb that ended WWII.

I soon left the sea to start college but, after six months, was grabbed for 18 months service in the U.S. Army. It would be another year before Merchant Marine duty counted as “service” and decades before veteran status.

Editor’s note: The Andrea Doria is still taking lives. The liner lies at 240 feet below sea level, near the limit of SCUBA (Self Contained Underwater Breathing Apparatus) divers’ equipment. The waters off Nantucket are bone-chilling cold, and there are strong currents often kicking up sediment that can severely restrict visibility. Spaghetti-like wiring within, and lost trawler nets covering the outside sometimes trap or cause divers to become disoriented. Last summer (1998) three divers were lost and more are expected this year as the total approaches a dozen. The close-in sunken vessel is a magnet for wreck divers, most of whom are well experienced. The 700-foot long Doria was built in 1953 at the cost of $30 million. It boasted 22 watertight compartments and, like the Titanic, was touted as being unsinkable. It took 11 hours to sink but had the good fortune of being close in with a number of rescue ships in the vicinity. Only 47 of the 1,600 passengers and crew perished.

(The Andrea Doria website reports that it was 54 individuals who perished, not a great disparity).

Checkout the website:

http://www.Andreadoria.org and its many links. You can also search for more links by typing “Andrea Doria” into the search field.

A ship in port is safe,

but that’s not what ships are for.

Grace M. Hopper

ANTI-TORPEDO SCHEME FAILS

In July 1943 convoy from New York to Oran in North Africa, the SS Robert Rowan and a second

Liberty ship, positioned at opposite rear corners, were equipped with experimental anti-torpedo cables. The three-inch cable, filled with explosives and held outboard 15 to 20 feet, completely encircled the ship. The theory was that when torpedoes, whose propulsion mechanisms put out a specific impulse, approached, the cable would be caused to explode and destroy them. None were fired at the two Liberties so equipped and it remained unclear if the device would actually work.

However, when the convoy reached Gibraltar and the SS Robert Rowan reversed engines to “set” the anchor, the encircling cable became wrapped around the propeller. Thus the ship was “hoisted on its own petard” so to speak. Fortunately one of the ship’s mates was a skillful diver and after numerous dives managed to get the explosive cable untangled safely. Another hopeful idea had backfired.

Regrettably I somehow misplaced the card of the GIRA radio officer on the SS Robert Rowan who gave me the story and am unable to credit him. JJ

Did you know …

The nautical term “Starboard” has no reference to stars at all, and few sailors know why this word designates the right side of a ship. The word has its origin back in the early ships of the Norse and other Teutonic people, when ships, though driven by sails, were steered, not by rudders from the rear, but by a paddle board (bord) over the right side. It was a "steering board." In Old English, steorbord; hence, "starboard."

Larbord. The first element, lar, is often assumed to have been a corruption of “lade” (for “load”), thus making “larboard” the side of the ship for loading. The assumption is logical, but cannot actually be proven.

(Thanks to Chet Klingensmith)

WARTIME VOYAGE NUMBER FIVE

by Bill Devoe R-19

Returning safely from Murmansk on the SS Joyce Kilmer, we arrived in Baltimore June 5, 1944, and were scheduled to sail again in two weeks. With our cargo of mines, artillery shells, and other explosives, we sailed down Chesapeake Bay to Hampton Roads for the convoy conference. Most of the crew from the last voyage, including the Captain, opted for the Maritime Service R&R program on Long Island so except for me the Kilmer had a new complement. I thought the ship was lucky so decided to sign on again. Captain Hiram Gallop proved to be as good a mariner as Captain Wilson had been.

At the convoy conference the Kilmer was designated as a RDF ship. I was given the frequencies and instructions to contact the commodore and escorts if necessary.

Early June 1944 was D-day. A few days afterwards our armies liberated Monte Cassino and Rome. Our cargo was for the Italian campaign, but our port of discharge would come via BAMS after we reached the Mediterranean.

In good weather the convoy moved along at about 9 knots. After three quiet days the activity began. Depth charges exploded ahead and on both sides of the convoy. I stood the RDF watch in the chart room keeping an eye on the assistant operators on duty. One evening about 1800, I picked up a definite homing signal. With racing heart I gave the bearings to both the commodore and the escorts in plain language. That night saw a lot of depth charge activity. In the morning one of the corvettes dashed by the Kilmer and blinked that a submarine had been contacted and put down making me really feel good.

The wolf packs pressed and caused the convoy to make frequent course changes. No ships were torpedoed during the crossing. Our many course changes got us around the waiting U-boats making a grand picture from our protecting aircraft. At the Strait of Gibraltar we formed up in two columns and passed the “Rock” without incident. After Tunis we broke away from the convoy making way for Siracusa, Sicily. Our forces had taken Sicily before the Italians surrendered and then declared war on Germany.

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WARTIME VOYAGE NUMBER SIX

by Bill Devoe, R-019

New York - Trinidad - New York

After returning from Italy on the Liberty SS Joyce Kilmer and following three weeks ashore in NYC and in nearby Tenafly, NJ, I was ready for another go at the sea.

The SS Henry D. Whiton, KDRM, built just after WWI, was a turbine powered freighter owned by the Union Sulfur Company of Texas. She was oil fired and state of the art when launched, however, old age had left its mark, and when I boarded her in NYC in September 1944, she looked wrinkled and weary. Her yacht-like lines and extended stern counter were deceiving. The rusty vessel wasn’t fast at all.

The radio room and my cabin were one and the same with the battery room next door. Both were situated on the boat deck. The transmitter was an old Mackay and the receiver a Drake with plug-in coils that worked well enough. The crew were a cheerful lot and made me feel welcome right away.

We departed from New York in a very slow convoy of five or six knots and worked our way, without incidence other than breakdowns, through the Bahamas to the Windward Passage where we parted from the two escorts. Our destination was Port of Spain, Trinidad.

The Whiton was in a bad way. She leaked badly. Her auxiliary pumps were almost as big as her turbines and for good reason. So many leaks from so many seams kept the pumps struggling just to keep her afloat. We kept breaking down for short periods of time and working frantically to fix the problems, usually bypassing a ruptured pipe. We would fall out of the convoy, drift for a time, then struggle to catch up.

This was so common an occurrence that we hardly took notice until one afternoon off Margarita Island (Venezuela) we shut down and drifted for hours. Suddenly the general alarm sounded for a U-boat surfaced about a mile away on our port side. We expected to be sunk by a torpedo or gunfire. Our dummy gun forward was made of wood and not much of a deterrence. The U-boat just sat there, and after about 30 minutes, submerged. Our Captain wisely decided not to

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Voyage Five …continued from page 16

Our armies moving relentlessly up the Italian peninsula were liberating Rome as we arrived in Sicily. We anchored in the circular harbor of Siracusa for several days with all restricted to ship. We took turns with the binoculars watching the local girls, brought out by balmy spring air, washing clothes. I continued watches as if we were at sea. Finally a BAMS message instructed us to proceed independently to Civitavecchia, the port city of Rome. We pulled up the hook and sailed through the straits of Messina. Without changing course the ship pulled into a whirlpool which caused us to do a slow 360-degree spin before emerging from the far edge. Spectacular!

That evening I saw Stromboli. According to British Admiralty Chart 172, Stromboli was formed by a single volcanic cone, 3,135 feet high and still active; by night the reddish reflection of the crater can nearly always be seen. The northwest side of the mountain descends steeply to the coast and is barren; the northeast side is verdant and cultivated. I was so impressed by the sight of my first volcano at a distance of 18 miles that I made a sketch of it, and copied the above description from the British Admiralty chart into my diary.

Our next stop was a brief one in Naples. After the pilot came aboard, we anchored inside the breakwater. The Captain and Armed Guard officer went ashore, returning the same day with information of floating mines so we didn’t depart until the next morning when visibility was good. Arrival at Civitavecchia was the following morning. We picked up the pilot, and proceeded past the breakwater then swung around heading for a nearby stone pier. Our speed was excessive and with engine going full astern we continued with tremendous inertia towards the stone breakwater that we had just come around. We bore down on several PT air rescue boats tied up along the breakwater. When their crews saw us heading toward them at great speed, they burst into frantic action and pulled two of the craft out of harm’s way. The Kilmer, shuddering from engine full astern, kept moving at about 3 knots, and crunched the bow into the stone pier. Our forward energy was dissipated in the crumbling stem and bow. We lost the carpenter shop and the paint

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Voyage Six …continued from page 16

report the incident for we certainly would have been sunk had I broken radio silence.

Evidently, after studying us, the U-boat decided not to waste ammunition or a torpedo and concluded, correctly, that left afloat we would be a bigger detriment to the U.S. war effort. This was our happy thought as we finally got under way again after 20 hours.

We went through the Dragon’s Mouth, and sailed into the harbor at Port of Spain, Trinidad. The U-boat sighting was reported to shore authorities.

We tied up to a bauxite wharf and began loading the next day. Bauxite is a reddish ore used in the smelting of aluminum. Although it is a mined ore and lumpy, there also was a fine powder that covered the ship. It permeated everything; our food, clothing, hair, and bunks. Shore leave was uneventful. Trinidad was British and not romantic or beautiful at all. Although a busy port at the time, it holds no memories for me.

Our departure was routine, and we sailed independently across the Caribbean. I saw many patches of the sargasso seaweed and Portuguese man-o-wars (graceful black seabirds). I collected a bucket of the seaweed and found it teaming with tiny crabs.

Each morning the crew would gather up the flying fish that had landed on deck and take them to the cook. They were fresh and tasty, but small, and it required quite a few to make a meal. I was one of the few who ate any mainly because I helped gather them.

This was a most peaceful voyage through calm seas, blue skies, and soothing trade winds. I had completely recovered from the stormy north Atlantic and nerve-wracking enemy action by the time we came back through the Windward Passage.

I remember sighting San Salvador Island in the Bahamas, believed to be Columbus’s first landfall in 1492. I also remember that tropical QRN (static) wiped out most signals on 500 kcs.

When we picked up our pilot at Ambrose I had no inclination to leave the Whiton and so after being paid off, I signed on for another voyage.

Voyage Five …continued from page 17

locker but otherwise no serious damage. Civitavecchia had been bombed heavily and was deserted. Its steep hillside was covered with

ruined homes and torn up streets. Rubble was everywhere. At a RR station, also in ruins, I found and liberated a large brass telegraph key which unfortunately was lost later when the Wm. D. Byron sank, but that’s another story.

One day the Armed Guard Officer invited me to go with him to Rome. He had obtained a weapons carrier full of gasoline so off we went on a most interesting trip. We visited the Vatican, saw the Catacombs and the Apian Way. While outside the Vatican, a Cardinal came along and my Catholic friend instructed me to kneel with him and kiss the Cardinal’s ring. Unfortunately I’ve forgotten this Italian Cardinal’s name. Our stay in Rome lasted two days and nights. I was invited to spend the nights with a large, happy Italian family who treated me as a liberating hero and insisted that I must be Italian. One of the evening meals was Pasta Fazull, a delicious pasta and bean soup.

My most memorable experience was visiting the Sistine Chapel and gazing up at Michelangelo’s frescoes. He had done all this work lying on his back on scaffolding. The paintings seemed to have sunlight coming from the same direction, creating shadows. It looked so real that I looked for a window, but of course, there was none.

The sculptures by Michaelangelo were still hidden from the Germans so only a few in Saint Peter’s Basilica were on display. Rome was a very interesting experience. We patched up the Kilmer’s bow while unloading, and departed in late July for New York. Our only stop was for ballast in Oran, Algeria, unimpressive except for the squalor. Most of the native men wore fezes and the people seemed to like the heat, humidity, and dirty air. My return to the ship was the best part of the visit.

Our convoy to New York had lots of air cover and encountered no U-boat attacks. The escorts did a fine job shepherding us across. We arrived at Ambrose Light and tied up at a Brooklyn pier. Captain Gallop endorsed my FCC license as “very satisfactory”. I bid adieu to the Kilmer for the last time at the end of August, 1944 for three weeks ashore.

MY MERCHANT MARINE CAREER

By John V. Brucker, R-050

I was sworn into the Maritime Service April 26th, 1943 in Pittsburgh, Pennsylvania. I arrived at Hoffman Island, New York for Basic Training on May 4th. In July I entered Radio School at Huntington, Long Island. After two months there, I went to Gallups Island, Massachusetts to complete radio training in February 1944.

I boarded the Liberty Ship, the SS John Vining on March 15th as a radio officer. I stayed on this ship for almost two years, completing six trips across the Atlantic and one across the Pacific. My final voyage was on the Liberty ship, SS David Lubin for a trip to Venice, Italy, then back to New Orleans where I disembarked for the last time on April 17th, 1946.

For me, personally, the two years at sea was an exciting adventure and learning experience that will always be remembered. Fortunately, I have no thrilling war tales to tell. Although I knew submarines were about by the depth charges dropped by our convoy escorts, I never saw a ship damaged or sunk by the enemy. On one trip I was assigned to help pass ammunition for an Armed Guard anti-aircraft gun, but never saw nor heard an enemy plane.

When the war ended we were permitted to use the radio transmitter to send routine messages. During the war only distress signals could be sent. When the ban on transmitter use was lifted, I was on the key frequently with ship’s business, relaying messages between ships and shore stations including personal messages to the folks at home.

I was made to feel important on a few occasions. These were the times when we were either fog bound or hidden from the sun and stars by cloud formations. Under these conditions sextants were of little use. Especially when making a landfall I would be asked to use the Direction Finder located in the chart room. Obtaining two or more bearings that intersected on a map gave us the ship’s position.

Afterwards the Captain would sometimes thank me, and offer to buy me a cup of coffee, a pleasant gesture although it was free anyway.

TWO REMARKABLE MEMOIRS

by JJ

Francis (Frank) McCourt’s books: Angela’s Ashes and ‘TIS (as in “It Is”) tells about his growing up in Ireland during the Thirties then returning to New York at age 19 after WWII. McCourt says that growing up poor anywhere is tough, and growing up poor in Ireland is worse, but growing up poor and Catholic in Ireland is the worst of all. I thought growing up poor in West Virginia during the depression was rough, but we were affluent compared to their situation. Angela was McCourt’s mother and the title Angela’s Ashes remains unclear since she was very much alive at the end of the book. But it all came together in ‘TIS.

McCourt was born in New York but his father foolishly returned to Ireland during the depression which was boom times here in comparison to Ireland. They seemed to have tea every five minutes although it’s unclear how they got it inasmuch as even bread was a sometimes thing. When his aunt came for them during their mother’s hospitalization for pneumonia, to her instructions to, “pack your clothes” they said, “they’re on us.” They had no blankets or quilts but only some old coats for covers in their flea-infested bed.

McCourt returned to New York at age 19 on the freighter Irish Oak which he claimed carried 14 passengers with one canceling making the passenger list an unlucky thirteen. This seems unlikely inasmuch as twelve passengers on freighters (without a doctor) was the limit by international agreement (I think). At any rate 14 seems an unlikely number.

Told well, his experiences on this side were just as interesting as in Ireland. Both books aren’t without their ration of baloney, however. He made a big thing about going to college without graduating from high school. As an Army veteran (Korean War duty in Germany) on the GI Bill at the time, he was among thousands who went to college without High School diplomas. Like most stories they require a considerable Suspension of Disbelief.

THE CAPITOL AND ‘THE KIDS’

MY FIRST SEVENTY-FIVE YEARS IN WASHINGTON

by our own Stan Jennings

The Capitol and the Kids is an intriguing memoir that we can identify with even more than Frank McCourts books. The multi-talented Jennings graduated from high school during the waning years of the great depression as war clouds formed over Europe. In the heyday of the newspapers and radio, he worked as an artist, writer, cartoonist, and photographer for several of Washington’s newspapers, US News and World Report, fifteen years for The National Geographic, and finally formed his own publication company. Apparently he is also clairvoyant. Just as I was about to call and order an autographed copy of his memoirs, it arrived in the mail. Putting all else aside, I plopped down on the front porch and read the first 38 pages before going into the house and had devoured it within two days.

Jennings writes from his birth on an Indiana farm to Washington where his father got a job in the national offices of the Public Health Services. The family moved frequently about the Washington and northern Virginia areas, with a number of trips back to Indiana. Stanley attended numerous schools in both locations. He photographed and drew sketches of the entire Washington parade from foreign dignitaries, national leaders, the politicians, actors, performers, sports figures, and the elite of the 4th estate during the apex of the newspaper and radio era. Contrasts: a glamour shot of Ingrid Bergman, another unglamorous shot of her hungrily dragging on a cigarette.

In addition to Stanley’s memories of growing up in Washington, the book is filled with memorabilia of the Thirties, Forties, Fifties, and to the present including major papers headlines of world-shaking events of an historic era.

His memoir is filled with pictures, cartoons, drawings, comics, anecdotes, and insides stories of the famous, infamous, and wannabes of arguably the most dynamic period in our history. Many of the drawings, photographs, and comic strips done by Stanley for the major publications of that era are included. The Capitol and the Kids is obviously a spoof of “The Captain and the Kids

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