Scuttlebutt june 2013

Message froM the Chair

Dear Friends Members,

This has been a busy spring for the Friends. In April, the Friends Board hosted a luncheon for former crew members during their Annual Reunion. Over 20 former crew members, their spouses, children, grandchildren and even some great grandchildren were in attendance. In all, over 150 guests were served. Being able to mix and mingle with the crew and listen to their stories was such an honor.

The Board is moving forward on a number of fronts including developing a long-range plan to insure that the Friends will be able to continue to support the Battleship’s programs well into the future. Those programs include increasing the use of technologies to improve the visitors’ experience, developing learning programs based on S.T.E.M (Science, Technology, Engineering and Math) and the planned overnight camping program.

One of the newest initiatives the Friends are working on is a volunteer docent training program. As part of our fundraising efforts, the Friends are developing this program in conjunction with the ship’s staff so that we may offer paid tours to groups who want a personal tour of the ship. As part of the program the Friends will be looking for volunteers to go through a training program to learn the skills necessary to give informed tours of the ship. The program will consist of both classroom and hands on training. More information will be available as the details of the program are worked out. If you are interested in participating please email [email protected] for an application.

The Friends board has also applied for several grants to fund projects at the ship. These include improvements to safety, grounds improvements and other items that are not part of the ship’s normal operating budget. Recently a water garden was completed near the picnic deck outside the canteen. We also just received a grant to plant trees around the picnic shelter in Battleship Park. The Friends continue to seek out available sources of funding to enhance the visitors’ experience on the Showboat.

Let me conclude by thanking all of our Friends members for your continued support of the Battleship North Carolina. The Battleship receives no federal or state funding to operate the ship; operating expenses are covered by admissions, Showboat Shop sales, and rentals. Anything up and above that must come from the generous support of Friends members and donations. Without the generous support of our members many of the fine programs and exhibits you have come to enjoy would not be possible.

I hope to see you at one of the upcoming events onboard. Be sure to check this month’s Calendar of Events to plan your next visit.

Regards,

Frank GlosslFrank Glossl, ChairmanFriends of the Battleship North Carolina

June 2013 Vol. 3

sighting a “lack of suitable targets”.During the time of the “Task Force

Strikes” campaign, 21Apr- 24Apr44, the North Carolina was called to support operations in “Western New Guinea”. This was the second prong of the offensive. Here she earned her ninth battlestar in supporting operations which would later lead to the recapture of the Phillipines.

The tenth battlestar earned by the North Carolina came in June of 1944. Her participation in what would later be called, “The Marianas Turkey Shoot”, played a pivotal role in eliminating the Japanese ability to wage even a defensive action against allied fleets. After Action Reports of over 40 pages detail the action on 19Jun44. One excerpt is included here.

“During morning stand-to on 19Jun44, the ships of task group 58.7, to which this ship was assigned, made radar contact with numerous bogies, a few of which were shot down by the CAP. During the early forenoon other bogie contacts frequently were made and lost.”

10:02 Alabama reported bogies at a distance of 125 miles.10:04 North Carolina makes radar contact on a large group

of bogies at 115 miles. 10:46 Sky 4 picked up an emeny plane of the group being

tracked at 21,000 yds. (about 12 miles)10:49 Sky 2 and 4 picked up a “Judy” making a run on the

New Jersey. New Jersey gunfire forced this plane to turn away after which it flew close to the water on North Carolina’s port side, the bearing at first being fouled by two destroyers. Sky 2 and 4 held fire until the range was clear and then opened fire. At 3,000 yards, by which time all the port 40mm quads were also firing on this target, a 5” burst was seen to hit, after which the plane burst into flames and crashed.

20Jun44 The Japanese realized the importance of the

By early 1944, it had been decided by the US Joint Chiefs of Staff, that the US would pursue a two-pronged offensive against Japanese forces. While these two efforts were to be mutually supporting, they would also act independently, keeping the Japanese guessing as to where the next blow would land. It landed in the central Pacific in an area containing The Marianas, Truk, Ulithi Atoll, and Ponape. This eighth battlestar is known as the “Task Force Strikes”.

On 21Feb44 the task force consisting of Bunker Hill, Monterey, Cowpens, North Carolina, Iowa, Massachussetts, Minneapolis, New Orleans, Baltimore, and multiple destroyers received an anticipated night action in which all aircraft were repelled without incident. It should be noted that during this time frame one After Action Report actually has the words “He learned” handwritten on the side of it. This is in reference to the recommendations that had been made by officers to modify operating procedures during night attacks. After being put in place these changes proved to be very effective.

On 30Apr44, during a large assault by carrier-based aircraft on the Japanese base at Truk, Lieutenant John A. Burns, piloting an OS2U Kingfisher from the North Carolina, landed his plane in choppy seas to effect the rescue of downed American aviators. After extracting 10 men from the water, and with no chance of taking off, Lt. Burns taxied his Kingfisher out to sea where all were rescued by the submarine USS Tang (SS-306). After taking all the men aboard, the Tang then sank the Kingfisher to avoid it being captured by the enemy. Lt. Burns earned the Navy Cross for his heroism.

On 1May44 the North Carolina participated in the bombardmaent of Ponape, a large island with an excellent harbor, an airfield under construction, and a seaplane base. The purpose of this bombardment was to eliminate the Japanese ability to launch counter air strikes versus friendly forces during air operations. After 70 minutes of bombardment the operation was considered a success and the task force withdrew

Battlestars of the Battleship north CarolinaBy Daryl MillarD

June 2013 Scuttlebutt page 2continued on Page 3

Truk rescue

Guns firing!

Marianas to the overall war effort and dispatched a task force including the battleships Yamato and Musashi, the largest battlehips ever constructed by any navy. The American fleet

headed west in anticipation of a surface engagement with the combined might of the Japanese navy that never happened. The Japanese fleet is presumed to have retired the field because their destroyers were low on fuel and their tankers had been sunk by American pilots.

The crew then got a much needed rest during a refit at Puget Sound Navy Yard. During this time there were quite a few weddings and lots of visits home. They never knew they were about to sail into one of the most devastating and non-combatant forms of destruction.

Next issue we will explore the Typhoon and the road to Iwo Jima.

June 2013 Scuttlebutt page 3

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20mm on the bow

Shooting down a “Judy”

roll Call

Please join in welcoming our new and renewing Friends. Darrell and Mary AdamsRichard and Berit AdamsDoug AndersonCurtis and Randi BeckVickie M. BellBarry BormanJeffrey and Cynthia BoyettDave and Beth BrauerMartin and Marcela BugariniDonald and Shirley BurkallDean and Kimberly ButtsH. Royster ChambleeDavid CignottiLarry and Fran ClarkLawrence ClarkGlenn and Tammy CradicWilliam and George-Ann CrockerDave and Carol DerryAlfred Dillard and Julia CloudPeter and Sarah DillerJack and Suznne DurhamRandall Egsegian and Penny HatchFreddie EllisFrank and Nancie GiacaloneMichael and Michele GiddensFrank and Ann GlosslFred J. and Eatta HallGary and Rhonda HallScott and Joy HamrickCamille HanosekRonald HasbrouckAl HunterCapt. Wilbur and Carroll JonesScott and Monica Kochik

Chester and Peggy KrossDawn MarieJames McLaurin Jr.James and Caden MerrittKerry and Shari MilesJeremy and Krista MohrmannImran MustrafaHarry Myers and Delma Heine John NicholsonHeather and Justin ParkerJames and Mary Jean PetermanRonald and Carolyn PhelpsVernon and Gloria PorterfieldBrian and Jennifer PrevatteKen and Fern RabinowitzDavid RawlinsDick and Pat RennoRonnie and Becky RhodesShawn and Molly RobertsShane and Lisa ScribnerRandy SearsE.A. ShandsRobert ShelbyBen SidlofskyPaul and Wendy SidlofskyJim SmithMichael and Tamora SneedChristopher UptonAlicia VasilowStephen and Cheryl WarrenPridgen WatkinsGary and Rhonda WhaleyJohn and Ellen Wofford


In the popular imagination, naval chaplains and military chaplaincy in general are pretty much relegated to a few instances, collective recollections such as the sacrifice of The Four Chaplains during World War II who gave their life jackets to others on a sinking transport or to the loveable character of Fr. Mulchahey in the M*A*S*H movie and television series. Naval chaplains tend not to be conspicuous by nature. Although a commissioned officer in every sense, the chaplain’s unique vocation does not lend itself to association with things military. On the contrary, the role of the chaplain often requires a special, personal and confidential relationship with those he serves without parallel in the armed forces. The value of a spiritual life and a message of hope have been cherished in the United States naval services in war and peace, at sea and ashore from the time of the Continental Navy, the Marine Corps and the Revenue Service to the present.

The Royal Navy served as the model for many of the practices adopted during and after the American Revolution. Many of those veterans served under the crown at one time or another and found that the ordering and command of ships, the articles of war with their severe penalties, were altogether appropriate in the young republic. The issue of serving the spiritual needs of all hands, especially preaching of an appropriate acquiescence to rightful authority and acknowledgement of the inevitability of danger and hardship, had been the stock and trade of clergymen on His Majesties ships for centuries. These clergy were often the second or third sons of the gentry, unlikely to come into a living on their own and were ill-suited for the army or the law. Many were natural scientists or of a philosophical or spiritual bent and often university graduates and considered ideally suited to act as teachers to ship boys and midshipmen in all knowledge that was not strictly nautical. Royal Navy chaplains were responsible for leading prayers, sermonizing, comforting the sick and dying and performing such rituals as burial at sea. Often an admiral or ship’s captain was the chaplain’s patron. Such chaplains followed their patrons from one posting to another like a valet or steward might.

In the U.S. Navy as early as 1799, chaplains were engaged to serve at sea and perform the same duties as above with the implied status of officers but not commissioned as such. They too were sought as teachers to ship’s boys and tutors to midshipmen. On Sunday “rig church” was ordered amidships. This meant little more than an awning was spread and all hands appearing in their best or at least clean uniforms or other decent clothing. Attendance was mandatory in the early days as all hands were assumed to be God fearing if not professing Christians. In later years attendance became voluntary as the country became more

religiously diverse. The chaplain often referred to as “Padre” by all ranks read a service from the Episcopal Book of Common Prayer (by default as no other service book had been authorized), recited psalms and lead the singing of a few commonly known hymns. His preaching was erudite and profound or simple and a brief message depending on the captain’s preference.

The ship-of-the-line North Carolina joined the fleet in 1826. Her huge size and complement of nearly 800 officers and men entitled her to one of the handful of salaried chaplains. The names of all the chaplains who served during the ship’s commission are in files in the National Archives. One chaplain, Rev. James Grieve, is named in the diary of a shipmate, Adam Sullivan, who was serving as a teacher. Sullivan happened also to be a Roman Catholic Jesuit priest, the first known to have served in the U.S. Navy. His diary speaks of a warm and collegial relationship with his fellow clergyman and all ranks. It is assumed that Sullivan was able to minister to such Catholics as there might have been on board during their cruises together. The bias against Catholics that existed in the Royal Navy did not exist here.

There were no chapels on board nor even a space specifically designated for any sacred purposes. A chaplain shared a cabin with perhaps two other officers. He might

have a locker in which to store his private library, hymnals and service books as the navy developed them. He wore a distinctive black uniform without the lace or brass buttons that identified an officer. His pay rate was less than an officer’s and his credentials to preach the Gospel required the sanction of one of the main line denominations. This arrangement proved to be controversial as none of the more evangelical, less liturgical churches whose inspired

the naVal Chaplain Corp and the

North caroliNa in two CenturiesBy Mike Hosick

Church on Deck

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June 2013 Scuttlebutt page 5continued on Page 6

preachers rose from the ranks of the believers and were not seminary trained were in evidence at sea. By the 1850s non-creedal and non-confessional denominations, such as the Baptists and others represented the majority of the general population in the United States. The controversy over the appropriate nature of divine services in the U.S. Navy has never been resolved and continues to be a hot issue among some. At no time however a ship’s company was denied the right to evangelize or conduct Bible study or worship among themselves.

Chaplains were commissioned to minister to a ship’s company which was presumed to be Christian even though this was far from the case in the 19th century Navy. Seamen of all ratings were not only foreign born but a mix of all the seafaring nations of the world at which United States warships might call. Every race and religion was evident below decks. It was only after 1842 that all U.S Navy personnel at sea or ashore were required to be native born or naturalized citizens.

In the four decades between the decommissioning of the ship-of–the- line North Carolina in 1866 and the commissioning of the Armored Cruiser (ACR-12) North Carolina in 1908 naval vessels changed. They became coal burning, steel hulled vessels serving as instruments of

international relations. ACR-12 was designated a capital ship based on her tonnage, offensive strength, cost, and manpower which entitled her to a chaplain. The ship’s muster log identifies all the crewmen by name and rating but the officers only by rank.

The evidence of a chaplain is plainly illustrated in the official photos taken in 1910 when the ACR-12 was sent to Havana, Cuba to recover the bodies of the sailors killed in the 1898 destruction of the Battleship Maine. The memorial service performed on the main deck clearly shows an appropriately uniformed chaplain conducting the service. How he might have figured in the daily lives of the 800 men on board in this pre-World War I period can only be guessed. We do know that in those years the status of chaplaincy was greatly improved by the U.S. Navy as were the materials issued to them for their ministry on board and ashore. New service books and hymnals were widely available as were Bibles provided by denominations. Chapels were built at government expense at many of the major naval bases and shore stations. Catholic Priests and Jewish Rabbis were engaged and special provisions made for their needs.

During World War I the Armored Cruiser’s principle duty was escorting troopships to and from France through submarine infested waters. On either passage it can be assumed that the naval chaplain boosted morale, encouraged the fearful, the anxious, and the physically and emotionally shattered. America had not been involved in a lengthy foreign conflict since the Mexican War. Our navy had never before been made up of citizen sailor recruits who knew nothing of the sea, had never been away from home or been in harm’s way. Many pressing concerns of a welfare sort arose from families concerns for the physical, spiritual and moral well-being of their sons. Chaplains communicated with families and coordinated some social services through the Red Cross, the Salvation Army and local pastors and patriotic committees in these matters.

The end of World War I and subsequent naval disarmament brought forth a radical decline in the scope of the navy chaplain. Reservists were discharged and seasoned veterans retired from the service and not replaced. The pacifist and anti-war sentiment prevailing during the twenties, at times, endangered the chaplaincy entirely. Many citizens argued that the government had no business spending the taxpayer’s money on such clearly religious purposes. If chaplains were to be tolerated at all, they should be supported by the denominations they represented. Others argued that Jesus’ message of peace and reconciliation were inconsistent with the military establishment altogether.

By the 1930s it was clear to most that the U.S. Navy was no longer equipped to handle the global demands weighing upon it. An entirely new fleet of ultra modern warships and auxiliaries were developed and built. North Carolina (BB-55) was the first of the new battlewagons and was provided with speed, firepower, communications and comforts unimagined in earlier ships of the name. The naval chaplaincy also expanded vastly. Clergymen were actively recruited from many religious denominations with nearly three thousand chaplains serving in the war that inevitably came.

Unlike older times, a newly-minted navy chaplain in World War II did not get his “apprenticeship training” on the job from a seasoned veteran who was retiring. The new chaplains were required to meet the same physical requirements as other officers. They were formally indoctrinated and trained at the Chaplains School at Norfolk Naval Base along with enlisted men with a newly created specialist rating.

BB-55 was commissioned April 9, 1941. One of her plank-owners (original crew) was the chaplain, Commander Francis Albert. His congregation was the complement of 1800 officers and men who guided the new battlewagon out of the Brooklyn Navy Yard, through the Panama Canal to Pearl Harbor and into the war zone in the South Pacific. His church, so to speak, was an area on the second deck amidships adjacent to the bakery and mess.

F. Muller view of ACR-12




On Sundays, a portable collapsible altar was assembled with a hand painted triptych affixed. There was a wooden box, the Portable Service Kit, containing a cross, chalice, altar cloth and other sacred objects. Tables were removed from the mess area and their benches were lined up church style. A lectern, flowers and cloth backdrops gave a church-like atmosphere. The Naval Church Pennant was raised above the national standard and Church Call was sounded by the bugler. In fine weather and safe surroundings all this was moved to the main deck. Services were conducted from the Song and Service Book, homilies were brief and attendance rose and fell in relation to the proximity of the war zone.

The chaplains were generally well thought of by all hands. They provided a sympathetic ear, gave comfort to the lonely and fearful, counseled the otherwise troubled and managed the ship’s extensive lending library. Just like any man onboard, the chaplain had a duty station under general quarters which was the forward dressing station (Wardroom). As a noncombatant by naval custom and the Geneva Convention chaplains could not take up arms even in their own defense. (The popularity of the war time song “Praise the Lord and Pass the Ammunition” not withstanding.) The natural instinct of the chaplain was to be in the thick of the action ministering to the fallen and to preserve life. It

made heroes out of many of them. Fr. Joseph T. O’Callahan, a chaplain on the ill-fated aircraft carrier Franklin, was awarded the Medal of Honor. 93 other decorations were awarded for gallantry and valor. The Chaplain Corps suffered 24 fatalities from all causes in World War II.

Chaplains Albert, Wuebbens, Redman, Klass and Driscoll were the five chaplains who served on BB-55. They did so in very altered circumstances from their predecessors on the earlier ships named North Carolina. Virtually the entire time of the Battleship’s active service, the nation was on a war footing or at war. For her there were no leisurely Mediterranean or tropical cruises in the interest of showing the flag or good will. In fact, the Battleship never really had a home port where traditionally the dependents throughout history clustered in informal community with the common concern: When will they be home? It is unlikely that the chaplains ever had many chances to meet the spouses and family of crewmen with whom they sometimes corresponded. Many of the welfare duties common to the military clergy were now handled by the Red Cross, Salvation Army, YMCA, USO and social service agencies. The Battleship’s chaplains, like all U.S. Navy chaplains at sea or at shore stations, were responsible for boosting morale with a message of hope and the rightness of the cause that demanded that everyone make sacrifices unselfishly even if it meant with yours or your loved ones life.

After the war most of the Naval Reserve chaplains returned to their parishes, congregations or to school. The men of BB-55 returned to home and family as mature men no longer boys They too resumed their lives, all of them richer for the experience.

About the Altarpiece:Three piece hinged triptych. Oil based medium paint applied in a very thin layer directly over

the gold leaf. Scenes of the Last Supper in the center panel and biblical quotations on either side. Inscribed “Painted by Ethel Parson Paullin/June 1941” on center panel, lower right.

Commissioned by The Citizens Committee for the Army and Navy, Inc.

Presentation of the Ship’s BibleChaplain Albert on the right and Capt. Hustvedt on the left

april 2013 Scuttlebutt page 7

2 Punts: Two 14 foot. These were square-ended, flat-bottomed row boats used when painting and cleaning the hull.

Within months after the United States entered WWII, the Navy issued a “strip ship” order, which in essence was the removal of all things aboard ship that were considered unnecessary hazards during battle and certainly included anything that would burn. As all of the boats were constructed of wood, they were considered items that burned too easily, added unnecessary weight to the ship, and took up a lot of valuable space for more important materials

such as ammunition. Under the “strip ship” order, all of the boats were removed from the ship except for the two Motor Whaleboats. One of the two remaining whaleboats was turned into the captain’s “gig”.

Although there were two whaleboats on the ship during the war, the one on display is not original to the ship. Very few of these boats survive today, even though the Navy built thousands of them. The whaleboat on display was saved from a marina in California back in 2003 and was acquired by the Navy at that time. The Navy offered it to the Battleship North Carolina on permanent loan under the condition that the Battleship restores it, which the Friends of the Battleship readily agreed to fund.

Restoration work began immediately after the boat arrived in 2005. The Cape Fear Community College Engine Shop reworked the 4 cylinder diesel, 25 horsepower Buda engine, and the Welding Shop constructed the custom-made cradle the boat sits on. Using original drawings from the Navy Museum, the North Carolina Maritime Museum Boat Shop in Beaufort, NC totally restored the interior and the hull.

In September 2006 the totally restored whaleboat was lifted onto the ship using a barge crane and placed in its present location as part of the public tour.

Although the whaleboat could be used as a lifeboat, its primary use was as a daily utility vessel transporting and picking up personnel, supplies, mail and similar duties while the ship was in port.

Usually there were three people who manned the boat: the coxswain, the engineer, and the bow man, all of which were qualified swimmers.

The coxswain was in charge of the boat. He gave orders to the crew and passengers, and he also always made sure the boat was in good condition and ready to go.

The engineer was a motor machinist’s mate. He actually piloted the boat with orders from the coxswain. He was also responsible for making sure the engine and related

WHaleBoat is NoW sHipsHape

The 26 foot whaleboat, located one level above the main deck on the port side, is all spruced up again after Friends’ members sponsored a project to give the hull a new paint job. This evidently was the 3rd paint job for the boat since it was delivered to the ship in 2006.

Friend’s members Michael Zalob, Brian Huddle, David Rawlins, Doug Rowe (friend of David), and Mike Wortham spent all day Friday, March 29 scraping, priming and painting to get the job done. Except for some small detail work, they managed to do it all in one day.

Before the war, the North Carolina would have had 15 boats of various types aboard.

5 Motor Launches: Three 50 foot (155-190 people) and two 40 foot (27-37 people). These boats were large, open, sturdy boats used for heavy duty work. Some were even fitted for placing a light gun in the bow.

4 Motor Boats: Three 40 foot and one 35 foot. These were used as officer boats and for dispatch service. The 35 foot boat was the captain’s “gig”.

2 Sailing Whaleboats: Two 30 foot (30-40 people). These boats were outfitted with 12 double banked oars for rowing. They were designed especially for sailing and were also designated as lifeboats.

2 Motor Whaleboats: Two 26 foot (18-24 people). These boats were double-ended, diesel-powered boats, convenient for a variety of light duties. They could be hooded and serve as an officer boat if necessary.

friends proJeCts and opportunities

Arrival of the Whaleboat, September 2006

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The finishsed Whaleboat, May 2013

equipment was in good running order as well as making sure the boat was clean and safe.

The bow man helped with the boat handling, which included the various lines and boat hook for securing the boat to the ship.

Some interesting facts about the whaleboat are:Length: 26 feetBeam: 7 feet 5 inchesDraft: 30 inchesDisplacement: 8,850 poundsSpeed: 7 knots with full loadFuel capacity: 28 gallonsRange: 110 nautical miles at full power and full loadEngine: Buda, 4 cylinder diesel, 25 horsepower, 1,430 rpmCapacity: (18 – 24 people), but 22 persons based on an

average of 165 pounds each, including clothing and life jackets.

Special thanks go to Chris Vargo and the ship’s Maintenance Department for their excellent support and assistance with the project. Also a special thanks to Mary Ames Booker in archives

for excellent research materials about the boat.


2013Calendar of eVents

July 4 - 17th Annual Battleship Blast (Thurs.)

July 13 - Battleship 101

July 13 - Legacy Series: Under the Sea with Submarine USS North Carolina

August 10 - Battleship 101

August 10 - Legacy Series: Blue & Gray North Carolina

September 28 - Battleship Alive!

October 12 - Hidden Battleship

October 29 - Batty Battleship’s Halloween Bash (Tues.)

December 7 - Battleship Alive!

All events take place on Saturday unless otherwise noted.

Be sure to check the Battleship website for complete details about all of these events.

Documents

Scuttlebutt june 2013