A Prophesy From Nearly a Hundred Years Ago is Just as True Today 8

Everywhere you look these days, people are reacting to the senseless deaths of innocent people and wondering how we can stop the killing.

I think its a fair question. But I think we are not examining the root causes of what seems to be an increase in evil actions. Society has become very sophisticated since the days when the Europeans and others came to the shores of America. The vast country that lay before them was already inhabited, albeit with people who were not as organized and ready to repel the invaders. The resulting turmoil between natives and invaders was exacerbated by the conflict between the “Old Countries” that sought to take advantage of the new lands for their own purposes.

At one point, the invaders became the nation we are today.

The old ways of kings and queens were rejected and a representative form of government emerged. Laws were struck and revised and slowly the nation evolved as a new entity with a purpose and a culture of its own. Along the way, a man or a woman no longer had the day to day fear of attack from the forces of nature, other warring parties, or just people with bad purposes. Communities sprung up and men no longer had to carry their weapons openly to provide for individual liberties and security. Gunfights in the street diminished and new laws were created to govern behavior. The police would be the new protectors and ordinary people could just go about their business building the new country.

See the source image

But all of those circumstances were surrounded by one constant. We had moral codes. We had religion as a backbone to society and a family structure that held people and particularly children accountable. Schools had structure, business had rules, the police were respected if not feared, and the government was something that was there to help manage it all.

Well, that is the illusion anyway. Things always seem to look better in the rear view mirror.

I have been researching the early 1900’s for a book I am writing. Some of the articles I have been finding come from the Library of Congress’s Project called Chronicling America. The project entails digitally recording newspapers in their entirety from all over the country. This storehouse of information is free (so far) and shines a light on what the world was really like back in the day. Some of the stories about what really did happen back in the day. Killings by shooting, stabbing, poisoning and so on fill many of the pages. Violence all over the world is recorded in nearly every decade. Bank robbing’s, stickups, home invasions, and on and on. Frankly, the idea that violence is a new thing is as ludicrous as thinking that man has ever really had a peaceful period.

The main difference now is the way we are all connected electronically through the internet and cable.

Unless you live in a cave and have no connection (which means you aren’t able to read this) you are being influenced by someone’s opinion or interpretation of the facts as they occur. Somewhere today, large groups of young people who were disturbed enough to put down their video games, are gathering to protest something. Some believe that taking away everyone’s guns will make it a safer world. The less idealized may think that just regulating the guns is a good solution. Mind you, none of them is old enough to own a gun, but they somehow have the wisdom to know how to fix what has been an almost non stop problem since the day Cain picked up the first rock.

See the source image

The question of guns and weapons is not a new one.

In 1919, the first World War had just ended and the countries were still counting the cost of the carnage. New and powerful weapons had reached an industrial strength that no one could have imagined. Mass bombardments, gas, machine guns, airplane and even the deadly creature from the sea called a submarine. In the months and years that followed Armistice Day, nations began the struggle to contain the beasts they had unleashed. The British had been particularly hard hit by the submarine menace and determined to eradicate the foul little beast no matter the cost. Other nations who saw the boats as a great equalizer fought hard to prevent the Brits from having their way. The American’s saw the fledgling weapon as a tool of the future. Its a good thing they did. When the Japanese left the battleship fleet lying on the bottom of Pearl Harbor, it was American Submarines that helped to carry the war back to the enemy almost immediately. Imagine if the Brits had been successful in their quest.

This is an article from the time that was pretty prophetic

From “The Washington times. (Washington [D.C.]), 17 Jan. 1919”

I would suggest that we pay heed to those words of nearly a hundred years ago.

For all those willing to surrender the second amendment, how do you propose protecting the remaining amendments?

Or are you just going to rely on the good will of others?

#notme

Mister Mac

Floating Drydocks: A Noteworthy Innovation That Changed the Course of Two Wars 7

Floating Drydocks had been around for a long time before World War 2. But the scope of naval warfare during World War 2 and the Cold War that would follow would test the Navy’s ability to maintain vessels in faraway locations. This is part on of the story of docks like USS Los Alamos (AFDB 7) which serviced the Polaris and Poseidon Missile submarines of the Cold War.

Looking back on the years since the LA was placed out of commission, its easy to forget that for over thirty years she served on the front lines of a different kind of conflict. But it was a need identified and filled many years before that which made her ability to fill this new role possible. This is the story of the Floating Drydocks of World War II.

 

Advanced Base Sectional Dock Number 3

“The fleet of floating drydocks built by the Bureau of Yards and Docks during World War II was a significant and at times dramatic factor in the Navy’s success in waging global war.

It had long been recognized that in the event of another world war the fleet would be required to operate in remote waters, and that ships were going to suffer hard usage and serious battle damage. It was obvious that many crippled ships would be lost, or at least would be out of action for months while returning to home ports for repairs, unless mobile floating drydocks could be provided that could trail the fleet wherever it went. It was the Bureau’s responsibility to meet these requirements.

Floating drydocks have been used for overhaul and repair of ships for many years, and many ingenious designs have been devised from time to time. One of the most interesting was the Adamson dock, patented in 1816, which may be considered the prototype of some of the new mobile docks. The Navy apparently built several wooden sectional docks at various navy yards about 1850, but little is known of their history.

About 1900, two new steel floating drydocks were built for the Navy. The first of these, of 18,000 tons lifting capacity, was built in 1899-1902 at Sparrow’s Point, Md., and towed to the Naval Station a Algiers, La., where it was kept in intermittent service for many years. In 1940, it was towed via the Panama Canal to Pearl Harbor to supplement the inadequate docking facilities there. Since the dock was wider than the Canal locks, it was necessary to disassemble it at Cristobal and to reassemble it at Balboa. Although both the dock and the ship in it were damaged during the Japanese attack on Pearl Harbor on December 7, 1941, the dock was not lost, but was quickly repaired and subsequently performed invaluable service both in the salvaging of vessels damaged in that attack and in the support of the fleet in the Pacific.

The other dock, the Dewey, was a 16,000-ton dock, built in three sections, and capable of docking itself. It was constructed in 1903-1905, also at Sparrow’s Point, Md., and was towed via the Suez Canal to the Philippines. The saga of this voyage is an epic of ocean towing history. The Dewey was still in service at Olongapo when the Japanese invaded the Philippines early in 1942. [sic: Preliminary landings took place as early as 8 December, with the main landings following on the 21st. Manila was occupied on New Years Day. — HyperWar] It was scuttled by the American naval forces before they abandoned the station.

Neither of these docks was suitable for mobile operation. Between 1920 and 1930, the Bureau of Yards and Docks made numerous studies of various types of mobile docks of both unit and sectional types. In 1933, funds were finally obtained for one 2,200-ton dock, and the Bureau designed and built the ARD-1. This dock was of revolutionary design. It was a one-piece dock, ship-shaped in form, with a molded closed bow and a faired stern, and may be best described as U-shaped in both plan and cross-section. The stern was closed by a bottom-hinged flap gate, operated by hydraulic rams. This gate was lowered to permit entrance of a ship into the submerged dock and then closed. The dock was then raised by pumping water from the ballast compartments and also from the main basin. This dock was equipped with its own diesel-electric power plant, pumping plant, repair shops, and crew’s accommodations. It was the first drydock in any navy which was sufficiently self-sustaining to accompany a fleet into remote waters.

The ARD-1 was towed to Pearl Harbor, where it was used successfully throughout the war. Thirty docks of this type, somewhat larger and incorporating many improvements adopted as a result of operational experience with this experimental dock, were constructed and deployed throughout the world during the war.

Advance Base Sectional Dock in the South Pacific
View shows keel blocks and bilge blocks set to accommodate a ship.

 

In 1935, the Bureau obtained $10,000,000 for a similar one-piece mobile dock, to be capable of lifting any naval vessel afloat. Complete plans and specifications were prepared by the Bureau for this dock, which was to be 1,027 feet long, 165 feet beam, and 75 feet molded depth. Bids received for this huge drydock, designed as the ARD-3, appreciably exceeded the appropriation, and the project was abandoned when the additional funds needed for its execution were refused.

At the same time, plans were prepared for the ARD-2, an improved and enlarged model of the ARD-1. It was not until November 1940, however, that funds were obtained for its construction, and the project placed under contract. The ARD-2, and an additional dock, the ARD-5, were completed in the spring of 1942. Additional docks of this type were built in rapid succession and were delivered during 1943 and 1944 at an average rate of more than one a month.

Types of Floating Drydocks

The war program of floating drydocks included a wide variety of types to meet the varying service requirements for which they were designed. The principal categories were as follows:

  • ABSD — Advance Base Sectional Dock. Mobile, military, steel dock, either (a) of ten sections of 10,000 tons lifting capacity each, or (b) of seven sections of 8,000 tons lifting capacity, for battleships, carriers, cruisers, and large auxiliaries.
  • ARD — Auxiliary Repair Dock. Mobile, military, steel unit dock, ship-form hull, with a normal lifting capacity of 3,500 tons, for destroyers, submarines, and small auxiliaries.
  • ARDC — Auxiliary Repair Dock, Concrete. Mobile, military concrete trough type, unit dock with faired bow and stern, 2,800 tons lifting capacity.
  • AFD — Auxiliary Floating Dock. Mobile, military, steel trough type, unit dock, with faired bow and stern, of 1,000 tons lifting capacity.
  • AFDL — Auxiliary Floating Dock, Lengthened. Mobile, steel trough type, unit dock, similar to AFD’s, but lengthened and enlarged to provide 1,900 tons lifting capacity.
  • YFD — Yard Floating Dock. This category included a wide variety of types, designed generally for yard or harbor use, with services supplied from shore. Among the principal types were 400-ton concrete trough docks; 1,000-ton, 3,000-ton and 5,000-ton one-piece timber trough docks; sectional timber docks ranging from 7,000 to 20,000 tons lifting capacity; and three-piece self-docking steel sectional docks of 14,000 to 18,000 tons lifting capacity.

These classifications were modified in 1946 in order to make the standard nomenclature of floating drydocks consistent and more descriptive. Four class designations were established, as follows:

  • AFDB — Auxiliary Floating Drydock Big.30,000 tons and larger.
  • AFDM — Auxiliary Floating Drydock Medium.10,000 to 30,000 tons.
  • AFDL — Auxiliary Floating Drydock Little. Less than 10,000 tons.
  • AFDL(C) — Auxiliary Floating Drydock Little (Concrete).

Under this modification, the ABSD’s were redesignated AFDB’s; the ARD’s became AFDU’s; the RDC’s became AFDL(C)’s; the AFD’s became AFDL’s; and the YFD’s became AFDM’s.

Advance Base Sectional Dock

The problem of providing floating drydocks capable of moving to advanced operational areas in the wake of the fleet, of sustaining themselves in full operation without support from shore, and of sufficient size and lifting capacity to dock all capital ships had been under study by the Bureau for many years. The ARD-3 was one solution of this problem. It was recognized that a unit dock of this size possessed certain disadvantages. In required a special basin of huge size for its initial construction. It was necessary to retain this basin in reserve or provide an equivalent basin elsewhere, for the periodic docking of the hull, since it was not self-docking. The towing of a craft of this size presented an operational problem of unprecedented magnitude. Provision for stresses during storms at sea required heavy reinforcement of the dock. Concern was felt over the possibility of losing the unit dock from enemy action while en route.

Cruiser in an Advance Base Sectional Dock
Showing the ship secured in position so that it will be supported on the prepared blocking as the dock is unwatered.

 

Studies had been carried on concurrently by the Bureau on various types of sectional docks, which would be designed with faired hulls for ease of towing and with joint details which would permit rapid assembly in forward areas under adverse conditions. These schemes were not carried to a final conclusion, primarily because the requirements of the Bureau of Ships for the longitudinal strength and stiffness of the assembled dock could not be met by an practicable form of joint.

When war was declared, it was apparent at once that a number of mobile capital-ship floating drydocks would have to be constructed immediately. The project was authorized and funds made available early in 1942. Studies in connection with the preparation of plans and specifications led to the proposal of a sectional type of dock, with field-welded joints, designed for a strength materially below that previously specified by the Bureau of Ships. This reduction was accepted, and the sectional type adopted.

Unwatering an Advance Base Sectional Dock
Water is pumped out of the bottom pontoons and wingwall compartments to raise the ship out of the water.

These docks were of two different sizes. For battleships, carriers, and the largest auxiliaries, the larger docks, consisted of ten section, each 256 feet long and 80 feet wide, and with a nominal lifting capacity of 10,000 tons. When assembled to form the dock, these sections were placed transversely with 50-foot outrigger platforms at either end of the assembly, making the dock 927 feet long and 256 feet wide overall, with an effective length of 827 feet, a clear width inside wing walls of 133 feet, and a lifting capacity of 90,000 tons.

The smaller docks, intended for all except the largest battleships, carriers, and auxiliaries, consisted of seven sections, each 240 feet long and 101 feet wide, with a lifting capacity of 8,000 tons. The assembled dock had an effective length of 725 feet, an overall length of 825 feet, a width of 240 feet, a clear width inside wing walls of 120 feet, and a lifting capacity of 55,000 tons.

At maximum submergence the 10-section docks had a depth over the blocks of 46 feet, with a freeboard of almost 6 feet; the 7-section docks had a corresponding depth of 40 feet and and a freeboard of almost 5 feet.

For both sizes, the sections were faired fore and aft to a truncated bow and stern, and could be towed at a speed of 6 to 8 knots without excessive power. In the assembled docks, the flat bows and sterns formed interrupted berths alongside to which barges and vessels could be readily moored.


A Section of an Advance Base Sectional Dock in Tow
Wingwalls are down to reduce wind resistance. Repair equipment is stowed on deck.

The sections consisted of the bottom pontoon and two wing walls, which were hinged at the bottom so that they could be folded inboard for towing, the purpose being to reduce the presentation to the wind and to lower the center of gravity as compared to fixed standing wing walls.

Each bottom pontoon of the battleship dock was 28 feet deep and was subdivided by two watertight bulkheads running lengthwise and four watertight bulkheads athwart the section to form twelve water ballast compartments and a central buoyancy compartment, 36 feet by 80 feet. This buoyancy compartment contained two decks, the upper deck being used for crew’s quarters, and the lower deck, for the machinery compartment. The double bottom was subdivided to form fuel-oil and fresh water tanks. Access to the usable compartments was provided by passageways under the upper pontoon deck which connected to stair trunks in the wing walls.

The wing walls were 20 feet wide and 55 feet high, and were subdivided by a safety deck set 14 feet below the top deck to form dry compartments above and three water ballast compartments below. The dry compartments were completely utilized for shops, storage, and similar facilities. Quarters and galleys were in the dry compartments in the bottom pontoons.

Each section was equipped with two 525-h.p. diesel engines directly connected to 350-k.w. generators, and with pumps evaporators, compressors, and heating and ventilating apparatus. No propulsion machinery was provided.

The smaller docks were similar, except that the bottom pontoons were 231/2 feet deep and the wing walls were 18 feet wide and 49 feet high.

Each dock was equipped with two portal jib cranes having a lifting capacity of 15 tons at a radius of 85 feet, traveling on rails on the top deck of the wing walls. In the case of the smaller dock, the cranes were set back from the inner face of the wing walls to provide clearance for overhanging superstructures of carriers, and the outer rail was supported on steel framing erected on the outboard portion of the pontoon deck.

ABSD Construction

The 58 sections required for these docks were constructed by five contractors at six different sites, including four on the West Coast, one on the Gulf Coast, and one near Pittsburgh on the Ohio River. Generally, they were built in dry excavated basins which were flooded and opened to the harbor for launching. In one case, two basins in tandem were utilized to suit local site conditions, and the sections were locked down from the upper basin, in which they were built, to the lower basin, the water level of which was normally at tide level and was raised temporarily by pumping.

 

Picture:


Raising the Wingwalls of an Advance Base Sectional Dock with Hydraulic Jacks
Crews on top of wingwalls change position of the pins in the beams alternatively.

At one yard, the sections were built on inclined shipways and end-launched; at another, they were side-launched. These sections were built in from 8 to 14 months. Maximum possible use was made of prefabrication and pre-assembly methods.

ABSD Assembly. — Although the wing walls were generally erected initially in their upright position for ease of construction, it was necessary to lower them to the horizontal position for towing at sea. On arrival at the advance base where they were to be placed in service, the wing walls were first raised again to their normal position and the sections then aligned and connected.

An ingenious method was evolved for the raising of the wing walls, which was found to be quicker and more certain than the scheme originally contemplated of accomplishing the result by the buoyancy process. Each wing wall was jacked into position, using two jacking assemblies, each consisting of a long telescoping box strut and a 500-ton hydraulic jack. Closely spaced matching holes were provided in the outer and inner boxes of the strut through which pins were inserted to permit holding the load while the jacks were run back after reaching the limit of their travel. These devices were also designed to hold back the weight of the wing walls after they passed the balance point during the raising operation. Two 100-ton jacks opposing the main jacks were used for this purpose. After the wing walls were in the vertical position, they were bolted to the bottom pontoon around their entire perimeter, and all access connection between the wing wall and bottom pontoon were made watertight.

The sections of each dock were successively brought together and aligned by means of the matching pintles and gudgeons which had been provided for the purpose on the meeting faces of the sections. Heavy splice plates were then welded in position from section to section across the joints at the wing walls, at top and bottom, and on both the inside and the outside faces of the wing walls. The strength of these connections gave the assembled dock a resisting moment of about 500,000 foot-tons, or approximately one-fourth that of the largest prospective vessel to be docked.

The drydock cranes were carried on the pontoon deck of individual sections during tow, and were shifted to their operating position on the wing walls during assembly of the dock by immerging the partially assembled dock, bringing the section carrying the crane alongside, and aligning it so the rails on the pontoon deck were in line with those on the wing walls of the rest of the dock. The trim and alignment were adjusted during the transfer by a delicate control of water ballast.

The assembled docks were moored at anchorages in protected harbors where wave conditions, depth of water, and bottom holding power were satisfactory. The large docks required at least 80 feet depth for effective use. They were moored by 32 fifteen-ton anchors, 14 on both side and 2 at either end, with 150 fathoms scope of chain.

In actual operation, it was found that the effectiveness of these docks could be improved by providing auxiliary facilities in excess of those available on the dock itself. A considerable number of shop, storage, and personnel accommodation barges were provided for this purpose.

Special Problems

Special conditions of service involved many entirely new studies and developments for our floating drydocks. For instance, as the docks had to operate in outlying areas where ideal conditions for operation could not always be met, it was necessary to give the adequacy of their moorings special consideration. In the largest size docks, this involved wind-tunnel experiments which gave some surprising results and indicated that a rearrangement of the moorings as originally planned was desirable. Also, as the drydock operating crews were initially relatively inexperienced and docking of ships under advance base conditions had never been attempted to the extent contemplated, it was necessary to prepare complete operating manuals for the use and guidance of the crews. Damage control was also important, and damage-control manuals were prepared for all advance base docks, covering every possible contingency of weather an enemy action.

As advance base docks were commissioned and had regular Navy crews and as they operated in areas where they had to be self-sustaining to a large extent, it was necessary to develop allowance lists for each type of dock and outfit them in much the same manner as a ship. This necessitated the incorporation into the docks of special facilities for the handling, stowage, and issuance of great quantities of material and equipment.

Complete statistics have not been compiled of the total number of vessels of all kinds from the mightiest battleship and carriers to the humblest patrol craft that were salvaged, repaired, and overhauled in this armada of floating drydocks. Themost dramatic demonstration of the importance of the mobile drydocks was given during the long drawn-out naval support of the invasion of Okinawa, when the fleet was subjected for weeks to continual and desperate “Kamikaze” attacks by Japanese suicide-bombers. The fleet suffered great damage, but the ready availability of the mobile drydocks at nearby advance bases, and the yeoman service rendered by their own crews and the ship repair components at these bases, save many ships and minimized the time ships were out of action for repairs, to such an extent that these docks may well have represented the margin between success and failure.”

AFDB-1 with West Virginia (BB-48) high and dry in the dock

The AFDB’s served on for many years. You can read about some of their stories in the archives of theleansubmariner.com

Mister Mac

I love LA 3

Regular readers know that once upon a time when the world was still dark with fears from the Soviets, a little known base in Scotland served as a portable pier for our submarine fleet. Starting in 1960, units of the United States Fleet anchored in a small inlet called Holy Loch that was just up from Dunoon. The submarine tenders that rotated in and out for the next 31 years all toiled endlessly to support the ballistic missile submarines and occasional fast attacks.

The other major unit was the floating sectional drydock that was known

as the USS Los Alamos (AFDB 7).

You can search theleansubmariner by looking for articles about her and understand just how important this asset was and how amazing the technology was that allowed her to serve for the entire time Site One was open.

A chance for a new life for a venerable name

The LA has been decommissioned for nearly twenty seven years as a Naval Unit but a unique opportunity has emerged that would pay tribute to the city that gave its name to this unit.

LOS ALAMOS, N.M. (AP) – New Mexico’s congressional delegation says the U.S. Navy’s next nuclear submarine should be named “USS Los Alamos” in recognition of the community’s contributions.

The delegation sent a letter to Navy Secretary Richard Spencer on Monday citing the founding of Los Alamos National Laboratory, the once-secret federal installation that helped develop the atomic bomb.

The letter refers to the heritage, service and scientific achievements of the northern New Mexico community.

This year marks the 75th anniversary of the founding of the lab, one of the nation’s premier nuclear weapons research centers. Aside from its role in the Manhattan Project, work at Los Alamos provided the technical understanding in nuclear energy that led to the Naval Propulsion Program.

The naming effort also has the support of the U.S. Senate Armed Services Committee.

See the source image

Virginia Class Submarine

Of course I strongly support the efforts to bring back the name Los Alamos to the US Navy. My only hope is that in all the hubbub, the people who are pushing from the name don’t forget the mission the original LA performed. By providing remote dockings all of those years, she contributed so much to the nation’s defense.

Heritage means something to all of those who have served in the Navy.

This is one heritage that should not be forgotten.

Mister Mac

Post number 597… Submarine Number 597 4

An odd kind of submarine

USS Tullibee

USS Tullibee (This photo was probably taken shortly after her commissioning in 1960. The distinctive shark-fin domes are for the PUFFS sonar system).

 

Today’s post is about an odd numbered submarine that played a unique role in the development of the nuclear Navy, the USS Tulibee.  I am always reminded when I do stories about the nuclear submarine Navy that there has never been a point in my life that the United States did not have a nuclear submarine. I was born in the cradle of the Nuclear Navy (Pittsburgh not New London) in 1954 and had family members that worked at Bettis Atomic Energy from the very start.

From an article on Global Security.org

“In 1956 Admiral Arleigh Burke, then CNO, requested that the Committee on Undersea Warfare of the National Academy of Sciences study the effect of advanced technology on submarine warfare. The result of this study, dubbed “Project Nobska” was an increased emphasis on deeper-diving, ultraquiet designs utilizing long-range sonar. The USS Tullibee incorporated three design changes based on Project Nobska. First, it incorporated the first bow-mounted spherical sonar array. This required the second innovation, amidships, angled torpedo tubes. Thirdly, Tullibee was propelled by a very quiet turboelectric power plant.”

The Soviets were already developing boats that combined speed and diving ability. That ambition would remain one of their driving goals throughout the Cold War. Some of their later boats were rumored to seceded the diving capability of Allied Submarines by a significant amount. So Tullibee was an early recognition by American planners for the need for stronger ASW capability and operational improvements.

“Naval Reactors’ effort to develop a quiet nuclear propulsion plant began early — even before the sea trials of the Nautilus — with the hunter-killer submarine Tullibee (SSN 597). The purpose of the hunter-killer was to ambush enemy submarines. As the mission of the ship was seen in the early 1950s, speed was less important than silence. By substituting an electric-drive system for reduction gears, Rickover hoped to reduce noise. In this approach a generator ran an electric motor. Varying the speed of the motor would achieve the same result as the reduction gear, but there would be a penalty; the electric propulsion system would be larger and heavier than the components it replaced.

On 20 October 1954, the Department of Defense requested the Atomic Energy Commission to develop a small reactor for a small hunter-killer submarine. The ship was meant to be the first of a large class. The commission, wishing to broaden industrial participation in the program, assigned the project to Combustion Engineering, Incorporated. The S1C prototype achieved full power operation on 19 December 1959 at Windsor, Connecticut. Congress authorized the Tulibee in the 1958 shipbuilding program, Electric Boat launched the ship on 27 April 1960, and the navy commissioned her on November 9 of that year. The ship was not small; although her tonnage, beam, and draft were less than the Skipjack, her length was greater. By the time the Tullibee was in operation, she was about to be superseded by the Thresher class.”

SSN-597 USS Tullibee Patch

“Tullibee combined the ASW focus of the SSKs with the smallest nuclear reactor then feasible with an eye toward a relatively cheap, dedicated ASW asset that could be deployed in the numbers still considered necessary to fully populate the forward barriers. Compared to the 15,000 SHP S5W type reactor of a Skipjack, Tullibee had a 2500 SHP reactor and turbo-electric drive. She could barely make 20 knots, but she lacked the reduction gears whose loud tonals made prior SSNs so easy for SOSUS to detect at extreme range. She also continued the tradition established by the BQR-4 equipped SSKs by mounting a large, bow mounted, passive, low frequency array, the BQR-7. On Tullibee, the BQR-7 was wrapped around the first spherical active sonar, the BQS-6, and together they formed the first integrated sonar system, the BQQ-1.

Superficially, the Tullibee appeared to be one of the blind alleys into which technological evolution occasionally wandered. Nevertheless, the ship was important. To get good reception, her sonar was placed far forward, as far away from the ship’s self-generated noise as possible. Her torpedo tubes were moved aft into the midship section and were angled outward from the centerline—features that were incorporated in the Thresher submarines.8 Finally, electric drive worked well; the submarine was the quietest nuclear platform the Navy had.

As an ASW platform her performance was unmatched, but almost as soon as the decision to deploy Tullibee was made, a further decision was made to avoid specialized platforms and pursue instead a multipurpose SSN that best combined the speed of Skipjack and the ASW capability of Tullibee into one platform. This became the USS Thresher.”

The Tullibee had a good career lasting from the early sixties into the late 1980’s. She was superseded by a number of classes but the work done on her would impact most of those classes. Tactics leaned in those early days would help the newer boats to understand the opportunities that existed for modern nuclear submarine warfare.

Decommissioned and stricken from the Naval Vessel Register on 25 June 1988, ex-Tullibee entered the Navy’s Nuclear Powered Ship and Submarine Recycling Program on 5 January 1995. Recycling was completed on 1 April 1996. One of the fairwater planes from the Tullibee can be seen as part of a permanent art installation on the shore of Lake Washington in Seattle.

To all who built her and sailed on her, Brazo Zulu.

Mister Mac

 

Birth of the Boomers 2

Happy New Year from TLS

I have been doing a lot of research on my WW2 projects and came across a great source of information.

The Navy publishes a monthly magazine that dates back to the 1920’s under a variety of names including “All Hands Magazine”.

Now for something completely different

I was thinking about how submarines have changed and of course one of the real milestones in submarine operations was the creation of the Polaris Program. This is one of those game changing moments in many ways. While the boats were built using methods that dated to the Fleet Boats, the marriage of a new power and propulsion system and brand new form of weapon fundamentally changed submarine warfare as well as global warfare. While earlier systems had been developed to attack the enemy ships and territory (Regulas for instance) Polaris provided a multiple survivable weapon that would be difficult to detect.

From the Nautilus on, submarines had already proven their new stealth technology. No longer would boats be required to come to the surface (or near to the surface while snorkeling) on a regular basis. These new vessels became true submarines in the sense that they could operate for months at a time and perform all of their designated missions. These boats could provide enough air and water and habitability was greatly improved. Most importantly though, the purpose of the boat was more than adequately met. The 41 for Freedom boats would contribute greatly to the winning of the Cold War (at least the first one).

The USS George Washington SSBN 598 was commissioned on December 30, 1959. The January “All Hands Magazine” chronicled the development of the weapons systems and boats that would follow as the nation geared up for this newest phase of the Cold War. The engineering and production capabilities that were needed to accomplish these tasks stand as monuments to American ingenuity to this day.

Here is the link to the article.

http://www.navy.mil/ah_online/archpdf/ah196001.pdf

Enjoy the read

Mister Mac

 

The one thing you can’t stop 2

Today marks the end of yet another year.

The world has turned 365 more times in its journey and I feel fortunate to have had more good days than bad ones during that time. I find myself in a much better place today than I did a year ago and for that I am grateful.

Time has a way of creeping up on you.

Even if you take the best care of yourself, the elements and time itself play havoc with what we try to preserve. This is just as true of the things we have made as it is to the people that made them. This year saw the 75th Anniversary of many of the most notable naval battles of World War II. Midway, Coral Sea, the seven battles of Guadalcanal, and many other important actions all marked the turning point of the war in the Pacific.

The ships that fought those battles were legendary. Against enormous odds in most cases, the American’s fought back against the Imperial Japanese fleet and stopped their progress. In 1942, that meant that mostly pre-war vessels and their crews fought back in battles that could have spelled doom for many if we had lost.

We have some remarkable nautical memorials

One of my passions is going to visit and learn about the memorial ships around the country that have been preserved. While I favor the remaining battleships as my primary destinations, I will willingly spend hours and hours crawling through everything from destroyers to submarines and the occasional aircraft carrier. We are blessed as a nation that many such monuments still exist and I strongly support the efforts of the many men and women who have volunteered over the years to keep the memories alive.

    

The ones we didn’t save

Many of the ships I would have loved to have seen preserved were active in 1942. It should not come as a surprise that the USS San Francisco CA 38 would be on the very top of my list. She was unique and had a very storied history before and during the war. This New Orleans class cruiser was commissioned in 1934 and saw the beginning of the war in Pearl Harbor. She quickly showed her worth as the fast moving battles of the first year unfolded. But nothing will ever replace her glory in the night battle of November 13th near Guadalcanal. She was the flag ship for Admiral Callaghan and a small force of cruisers and destroyers that went up against two Japanese battleships.

Out gunned and out maneuvered, she led her brave force into action and paid a ferocious cost. At the height of the attack, she came under close fire from the 14 inch guns of the Hiei and Rear Admiral Callaghan, Captain Cassin Young, and much of the staff were killed in a blinding flash. But the well trained crew, under the leadership of Lieutenant Commander Bruce McCandless and Lieutenant Commander Herbert E. Schonland continued to fight the ship and saved her to fight another day. 77 sailors, including Rear Admiral Daniel J. Callaghan and Captain Cassin Young, had been killed. 105 had been wounded. Of seven missing, three were subsequently rescued. The ship had taken 45 hits. Structural damage was extensive, but not fatal. No hits had been received below the waterline. Twenty-two fires had been started and extinguished.

San Francisco was sent home for repairs. When she returned, she would fight and serve through many harsh battles. She was one of many ships targeted by the dreaded kamikaze weapons the Japanese had mustered. But the Frisco Maru would beat them all and was part of the victorious fleet that finally subdued the enemy.

A Remarkable Record

The night battle of November 13th resulted in four Medal of Honors being awarded. Lieutenant Commander Herbert E. Schonland, Lieutenant Commander Bruce McCandless, and Boatswain’s Mate 1st Class Reinhardt J. Keppler (posthumous). Admiral Callaghan was also awarded the Medal of Honor (posthumous). San Francisco was among the most decorated ships in US service during World War II.

Despite her many accolades, the country ended the war with a surplus of ships. The Cold War was just a short time away from its official start but the cost of maintaining such a large fleet was unacceptable. San Francisco was decommissioned in February of 1946 and in 1959 she was sold for scrap. So were nearly all of her surviving partners. The only physical memory of her now is the rescued bridge section that was saved when she was rebuilt after the horrific battle in 1942. It was a point of honor for the crews of the subsequent USS San Francisco (SSN 711) to visit and pay honor when the boat was in port in the city.

I would have given anything to be able to walk her decks and stand where so many brave men gave their all in a battle that was so notable. So I do understand why so many people do their best to preserve the vessels that have survived. I wish there was more money and more public commitment. But unfortunately, time continues to exact a price and the public is easily distracted. No matter how important a mission may have been, preservation almost always comes down to a few people who do the lion’s share of the work.

Patriots Point, Mount Pleasant SC

I ended 2017 at Patriot’s point with a fellow retired Chief Warrant Officer. He and I served on the submarine San Francisco in the beginning and we have watched her over the past 37 years. She of course is infamous for a sea mount collision that nearly cost the country a crew and vessel. The loss of our shipmate MM2/SS Joey Ashley still affects those who loved him and recognize his sacrifice with a solemnness earned with such a sacrifice. The 711 boat is undergoing a conversion to a new mission as a training ship and we are all filled with a bittersweet feeling of pride in her continued life but sadness in knowing she will no longer sail the oceans and face unseen enemies.

Time takes its toll on everything.

I had visited Patriot’s Point in Mount Pleasant five years ago and toured the ships and boat located there. The USS Clamagore is a treasured part of the collection of diesel boats on display around the country. Her history did not include service in the war, but she more than made up for that through her conversions to several classes of GUPPY boats and her service helped to pave the way for the submarine technology that would aid the coming nuclear fleet.

How a Docking Officer views the world

Seeing her this week was kind of shocking. I should tell you that one of my roles in the Navy was as a Docking Officer on a floating drydock that primarily docked submarines. Whenever I see any vessel, I often do a mental calculation of what I would have to do to create the “build” for that vessel. The build consists of the blocks topped with wood that the vessel would sit on once the water has been pumped down. It is incredibly important that the docking officer builds a safe crib that support the keel of the vessel in such a way that it will not be damaged.

Like most docking officers, I know that each ship and boat has a docking plan. That plan includes the exact location for each block to ensure maximum safety for the landed vessel. Even an inch or two off the mark could have an impact.

As we approached the submarine, the first thing that was noticeable was the exterior damage near the waterline. While I understand that the damage may not be indicative of the pressure hull, I also know that in order to safely dock a boat, any compromise in the plan would have some impact. I felt kind of sick to my stomach as I saw her tied up next to the pier and couldn’t help but wonder if this would be the last time I saw her. To be fair, the inside tells a great story and you can see the work so many have done over the years. But time is catching up to her.

Can’t we save them all?

I know there is a lot of passion around saving Clamagore. Four of the boats I served on are gone now and both of my surface commands have long since been torn down and scrapped (except for some parts of the USS Los Alamos that are still in use in a civilian yard). All of them served honorable and several made marks on Naval history that should have automatically made them eligible for some kind of living memorial (USS George Washington SSBN 598 and USS Halibut her dual roles as a Regulas Boat and her remarkable role as a Special Projects Boat)

But time and events were not in their favor. They remain alive in the stories that have been written and the hearts of those who sailed on them. There will never be boats like these again. There will never be mighty warships like the USS San Francisco CA 38. But her impact on the war she fought will live forever in the halls of United States Naval history.

A proper remembrance

In a cemetery in Mount Pleasant SC just up the road from Patriots Point is a marker in a small cemetery for one of my greatest heroes. Captain Cassin Young was a Commander on board the USS Vestal, a repair ship tied up next to the Arizona on December 7th. He was awarded the Medal of Honor that day and his story is remarkable. I will be telling it in detail later this year in a special way. His body is not there however. He was one of those killed on the bridge on the morning of November 13 on the bridge of the CA 38. He was buried at sea along with many others.

It is fitting for a sailor to be buried at sea after such a death. I can imagine the grief the family felt but how much worse it would be to see the burned and fragmented remains that would have had to have been shipped back those many thousands of miles. The family would have a loving memory of their sailor in his glory days.

The future

I do not know what will become of the Clamagore. I hope some solution comes soon. I have to admit that seeing her in such a condition makes me sad for those who have worked so hard to save her. But time marches on. It is the one element that has never been completely mitigated. It makes me wonder about the remainder of the boats and what it will take to preserve them properly. Where is the strategy? What is the plan? Would it make more sense to view each from a bigger picture? Resources are not unlimited but the elements and the weather have no limits.

Every boat tells a story. Every boat means so much to those who have given so much to save them from the scrap yard or reef. The sad reality is that not all of them will be able to be saved.

I am sure there are probably a few diesel boat sailors that will start a “I hate Mister Mac” campaign after this is published. I am sorry for that. This is not intended to say let’s kill this or any other boat memorial. I do not have that power or ability. But I do hope that there is a strategy to remember the boat in a way that is respectful and memorable. I also hope we have a good long discussion about the other boats that are either going through the same challenges or are about to.

If someone does come up with a strategy for stopping time, please let us all know what it is.

Some of us are more interested than others.

Mister Mac

Is Navy a color? 6

 

A colleague posted a story about two seven year old girls talking at a funeral.

One girl told the other her uncle was in the Navy.

The second little girl said that she thought navy was a color.

Is Navy a color?

In the eyes of a seven year old, maybe that is her only exposure to the word. In ages past, people were more aware of the connection between the color and the sailors that wore it. Schools taught children about the sacrifices of brave men and women around the world who had left their homes to protect them in faraway places. Churches had special services and prayers for deployed sailors and soldiers and children were encouraged to ask God for their protection. Moms and Dads would place stars in their windows when a son or daughter was deployed and more often than we would hope those stars would turn to gold.

What color is Navy?

It’s the blue of an ocean that sometimes chills your bones with freezing cold sprays in the winter as you challenge the sea. It’s the brown churning mess of a storm that tosses your ship or boat as it tests the shipbuilder’s skills. It’s the red sky in the evening that marks the sun’s passage beyond the horizon revealing the millions of star points in a darkened sky. It’s the grey sides of a sleek warship plowing its way through a harsh field of waves and it’s a black hull rising to the surface in a rush of bubbling water mixed with air.

But a seven year old can only see these things if the people around them choose to let them see them.

Navy will remain only a color as long as the schools partition the children from the realities of the world in the false hope of protecting them from the realities they will someday face.

Navy will have less meaning in a world with empty churches and even emptier morals and the empty promise of a progressive fantasy that has never succeeded in the history of mankind.

And Navy is an invisible concept in a country where Mom and Dad are so inwardly focused that they fail in their roles of teaching their children about the cost of freedom.

I don’t know what color duty, honor and country are either to some.

But in my mind, they are all the color of Navy.

Mister Mac

The Crew 5

The Crew

As I look back over the past forty five years, I keep wondering what it was about serving on submarines was the part of my life that had the most impact on my life. As I look around social media, it’s not too hard to see that I am not alone in that view. Don’t get me wrong. My marriage to Debbie and my parents were impactful and meaningful in many ways that transcend the service, but no other single thing has been as much of a driver as those days on board the boats I was a crew member of.

You can get a little tunnel vision looking back across all of those years and forget there were bad things. Not enough sleep, separation from the family and real world, stress that was off the charts surrounded by unbelievable boredom and sleeping on a foam mattress in a space the size of a coffin (if you were lucky). But there are the good memories that seem to overshadow most of those. When you are young and new to the game, it’s getting a signature on your qualification card. Not just an easy one but one of the really complicated ones that require an inordinate amount of knowledge and skill. With each succeeding signature, you come closer and closer to that goal. Not just the physical symbol of the dolphins, but knowing that you will be seen as a fully qualified member of the crew.

The current trend for many millennials is something called person branding. Personal branding is the practice of people marketing themselves and their careers as brands. While previous self-help management techniques were about self-improvement, the personal-branding concept suggests instead that success comes from self-packaging. Tom Peters, a management Guru, is thought to have been the first to use and discuss this concept in a 1997 article.

Personal branding is the ongoing process of establishing a prescribed image or impression in the mind of others about an individual, group, or organization.

Being a submariner has always been about personal branding but in a bigger way. The focus as you qualify is very inward. You are trying your best to learn the knowledge and become an expert in the skills that make a good submariner. From damage control to operating the ship’s systems, you must be able to contribute in every sense of the need when the ship is operating or when it is involved in a casualty (real of practice). And everyone on board is a member of the combat and casualty teams. You might be a phone talker or you might be the nozzle man on the hose preparing to fight the infamous deep fat fryer fire but you will play some role.

My first experience on an aircraft carrier as a Chief (I was teaching classes while the Nimitz was underway) was a real eye opener. A drill was announced over the PA system and I was trying to rush to my battle station. What stunned me is that not everyone was moving at the speed of light to get to where they should have been. Only designated “Flying Squads” of DC men were in motion. I cannot even imagine that happening on any submarine I ever served on.

But the inward focus gives way to a crew focus once you qualify as a submariner. You have about five minutes to gloat that you have achieved something many never do or could do. Then you start to focus on actually learning how your role is part of the crew’s success. You qualify increasingly more complicated roles on the boat and you learn that you are now expected to train the ones that will come behind you. It is stunning when I look back how quickly the transition from non-qual to subject matter expert comes. Not because you are that amazing of a person but out of necessity.

The first time I found myself “in charge” was when I learned what real challenges are. Even on submarines, there is a small team for nearly every task (with the exception of the Corpsman and sometimes the Ship’s Yeoman). All of the other divisions have work related to their equipment and division’s responsibility. Each of those divisions need leaders and when you suddenly find yourself in charge on that special day, you pray that your training and the coaching you have received will be enough.

The branding for a submarine is twofold. You want to come back to the surface every time you dive and if you have any pride at all, you want your boat to be known and remembered as being the best. To be the best, you must first outperform the enemies abilities but you must also consistently rise to the top among a group of submariners that already think they are the best crews; your Squadron Mates.

To get there, you drill. Drills mean getting more proficient and better able to manage the unlimited challenges presented by operating in the ocean’s depths. All of that means sacrifice. Since there is no place to hide, sleep deprivation and personal sacrifices become common place. Tempers can often flare and we are often pushed to the limit. But the ship’s that drill the hardest are the ones who are rewarded with the recognition of external teams and the personal satisfaction of knowing you can take almost anything the ocean can throw at you.

All of this binds you together as a crew. The longer you serve on a boat, the more your personal brand is overshadowed by the brand of the boat. If you are really lucky, this will last for the rest of your life.

I have been away from the Navy and submarines now for many years. But I still proudly display my dolphins as the single greatest achievement of my career. More than my rank, more than my awards, more than the letters and medals that came from those days. I will always be glad that when my nation needed me, I was lucky enough to volunteer twice and serve with the greatest crews I could have ever asked for. That certainly includes my non-submarine crews but I am eternally grateful to have earned my fish.

Mister Mac

 

Happy Birthday to my Navy Family – 242 Years Strong 5

This speech was delivered to the Pittsburgh Area Navy Ball on October 20, 2017. The Ball was sponsored by the Pittsburgh Council of the Navy League of the United States and the McKeesport Pittsburgh Chief Petty Officer’s Association

Happy Birthday to my Family

Life is full of celebrations. Births, graduations, achievements, weddings, anniversaries. October is a month of celebrations for the Navy family and Navy League members as we celebrate the Navy’s 242nd birthday, Oct.13, Navy Day and Theodore Roosevelt’s birthday, Oct. 27.

For the Navy League, We use these occasions to remember and rededicate ourselves to our missions in support of our sea service personnel and their families and to educate the public and Congress on the importance of our sea services in defending our nation and its prosperity.

Some of us were also blessed to be part of something which helped to define us as individuals while serving the greatest nation the world has ever known. Some of us have had the honor and privilege of wearing a uniform of the United States Navy.

I had a pretty good life growing up in the Mon Valley. From my earliest memories, I had been surrounded by the call of the sea and service in the Navy. A faded black and white picture of my Grandfather in his Dress Blues from World War 1 hung on the wall. I inherited the picture and that uniform along with my Dad’s and it is striking how similar they are to my first uniform. The sturdy wool has endured for over a hundred years and the infamous thirteen buttons are still standing guard. The piping of white is a bit faded now but the stars still stand out on that collar. Stars that represent a country and a family,

From the minute I entered Boot Camp, I knew that I was a part of a much larger family. We learned skills and traditions and came to understand that this new family had a purpose. We were there to protect America and her allies from those who want to harm us. President Theodore Roosevelt, who we honor tonight for his support of a strong Navy stated in his second annual message to Congress on 2 December 1902:

“A good Navy is not a provocation to war. It is the surest guaranty of peace.”

In the one hundred and fifteen years since he declared those words, we have seen that come true time and time again. When America has been best prepared to defend ourselves, we have enjoyed the fruits of that peace. But when America has lost its way and allowed its Navy family to shrink and not have the resources needed to be at the ready we have suffered setbacks.

One only has to look at Pearl Harbor to see the cost of underestimating the enemy. The loss of life and the ships that were sunk is a constant reminder to all Americans. As a member of the Navy family, I have openly cried when I heard taps played at the Arizona Memorial. The names on that wall are more than just etchings of a stone cutter. They are members of my Navy Family who gave their all.

75 Years ago, in a far off place called Guadalcanal, Marines, Army soldiers, Coast Guardsmen and Navy Men did the unexpected and pushed the Japanese back after a horrendous struggle. The Naval Battle of Guadalcanal will be remembered on November 12-13 as one of the greatest displays of heroism in our proud family history. An out gunned and out matched American fleet took enormous punishment and endured horrific losses, but in the end emerged victorious. From that night on, the Japanese forces were slowly but surely pushed all the way back to their homeland resulting in ultimate defeat.

Our Navy family played a critical role in that victory.

Yet even in the afterglow of victory, danger still existed. Admiral Chester Nimitz wrote in 1948

“Sir Walter Raleigh declared in the early 17th century that “whoever commands the sea, commands the trade; whosoever commands the trade of the world commands the riches of the world, and consequently the world itself.” This principle is as true today as when uttered, and its effect will continue as long as ships traverse the seas.

The United States possesses today control of the sea more absolute than was possessed by the British. Our interest in this control is not riches and power as such. It is first the assurance of our national security, and, second, the creation and perpetuation of that balance and stability among nations which will insure to each the right of self-determination under the framework of the United Nations Organization.”

All of this was tested in the Cold War. Korea, Vietnam, and a growing Soviet Fleet challenged our family to be able to respond. But respond they did, bringing the Soviet Union to its knees. That recognition for a strong Navy has never ended. Admiral Carlisle A. H. Trost wrote

“When a crisis confronts the nation, the first question often asked by policymakers is: ‘What naval forces are available and how fast can they be on station?’

In the most recent conflicts, it has been a combination of all of the Armed Services that have served so well in defending this country against new enemies. But the Navy has been there. You only need to look at the ribbons of many in this room tonight to see the ongoing sacrifice that many have made to ensure our freedom.

Yes, these are the members of my family. These are the men and women whom I have been proud to stand together with in both good times and bad. We are forever united in our shared sacrifices. We celebrate not just an organization, we celebrate the people who have been bonded together for a greater purpose. I can never forget that our family includes the wives and husbands and children who wait for them to return from their missions. Their sacrifices are a large part of why we are able to serve the nation so well.

My uniform long ago joined my Grandfathers and my Dad’s in that old trunk. The sword my men presented on the day of my commissioning hangs on the wall near a case of emblems that reflect my passage through the ordeals that made me a Navy family member. But when I look out and see the young faces of those who are about to enter their own journey and become part of my Navy family, I can almost feel the years slipping away. I can feel the deck shifting below my feet and smell the salt in the wind swept air. The chance for one last adventure makes my heart beat a little stronger.

The reality comes back when I remember that my ship has sailed. I know my time now will be spent doing what I can to support my family that will man the watch. For those of us who are now standing on the shore watching you sail into your own history, we rededicate ourselves to making sure you have the support you need. The right ships, the right equipment, the right training, and all that you need to make sure America stays strong in the face of relentless enemies around the globe. Doing less ensures our own failure. That is not acceptable. That is not America.

We must also remember those who have suffered in body, mind and spirit in the fight. As a family we must still offer them comfort, hope and support. That is a sacred trust. That is what real families do.

The world has turned over 88,330 times since Congress realized the need for a naval service. From a small band of patched together frigates to the mightiest force the world has ever seen, the United States Navy has one continuous thread: Brave men and women who were willing to face any challenge and challenge any foe.

This is the United States Navy.

I hope you will share with me today and every day the importance of our outstanding naval family, and remember always what the United States Navy stands for through its resonant motto:

“Not for Self but for Country”

Thank you for the honor of being allowed to share my family story.

Bob MacPherson

President, US Navy League Pittsburgh Council (AKA Mister Mac)

I grew into it 4

I grew into it.

When you are seventeen and the whole world is just outside of you front door, you can be a little anxious to get started. Some kids will go off to college, some will go to work in a factory or mill, and some kids find themselves drawn to something more adventurous. In my case, that was the military and more specifically, the Navy.

I convinced my parents to sign the permission slip and without much real thought on my part (other than the foreign ports I would hopefully see) I raised my right hand and said a bunch of words. At seventeen, I honestly had very little idea what the words meant or what I was obligating myself for. As we were lining up to say them at the Navy office, I seem to remember a serious feeling coming over the whole proceeding. Up until that moment, the kids that were in the room with me had been typical kids just kind of joking and being “brave”. Then we all said the words together…

“I… (state your name) do solemnly swear (or affirm) that I will support and defend the Constitution of the United States against all enemies, foreign and domestic; that I will bear true faith and allegiance to the same; and that I will obey the orders of the President of the United States and the orders of the Officers appointed over me according to regulations and the Uniform Code of Military Justice. So help me God.”

Yep. Seventeen years old and I just took an oath to support and defend a document I had barely read in school and understood even less. I was supposed to defend it against all enemies both foreign and domestic (whatever that meant) and I was going to obey the orders of a guy I have never met in person and a bunch of men and women who I had not yet met.

What was I thinking? I was only seventeen. I had only shot a gun a few times before and certainly had never shot at another human being. And orders? Holy cow, my Dad and I used to fight like two prize fighters over the stupidest stuff. Now I had to willingly follow the orders of some guy I hardly knew?

But I grew into it.

The Navy very wisely sent me off to boot camp where I met a large number of other bewildered young men. We marched, we got up at a certain time every day, and we learned about Navy stuff while starting to become men. We learned to look out for each other and give up some of our self. We learned about teamwork and sacrifice. We learned that there are consequences for bad behavior and we learned about authority.

On graduation day from Boot Camp, our parents and girlfriends came to see us march one last time. I was in the band and I still can’t remember a group of guys performing those songs with any more pride or talent. When the last note was finished and the announced that we were now US Navy sailors, there was a sense of completion and a sense of fear of the unknown ahead. What kind of sailor would I be? Would the task be more than I was able to complete? We had heard all the stories about brave men and ships being attacked by the enemy and to be honest I was not certain I would measure up.

But I grew into it.

The challenges would come faster and faster over the years. Technical schools, submarine school, the first of my five boats leading to becoming a Chief Petty Officer. But through it all, we learned our new roles and we were ready to do what we had agreed to do those many years ago in a small town Recruiters office someplace in America. We became the teachers and the mentors and the leaders who served this great nation in times of peace and war. Then the day came when our time was up and we had to relinquish the watch. A new generation would fill our billets and have to carry on the traditions. The nation would have to depend on them for protection. I wondered how they would do.

But you know what? They grew into it too. As the earth continues to turn and as freedom loving peoples still desire freedom, a strong Navy will always be needed. There will never be a shortage of enemies who would take that freedom away if they had the means.

I just pray as I look around the country now that enough young people will still be willing to raise their right hands and give themselves and the country a chance to grow into an even better place than when my generation were in charge. This modern Antifa movement is kind of frightening to me. Many of these kids are seventeen too and maybe aren’t sure what it means to attack your own country. There is a word for that: Treason

Mister Mac