Battle for Peleliu Island WWII: And the Stories of Three Survivors

 

Peleliu Battle map.  Map worldwartwoinspector.com.

 

The archipelago of Palau in the western Pacific Ocean is 550 miles (890 kilometers) east of the Philippines.  It consists of volcanic and coral islands and a large barrier reef which encircles nearly all of the archipelago.

After the defeat of Spain in the Spanish-American War (April 21 – August 13, 1898), Spain in 1899 sold Palau to Germany.  In 1914 control of Palau passed to Japan.  

Only two of the Palau islands, Peleliu and Angaur, would be occupied by the Americans in WWII.  Koror, the capital of Palau, on the island of Koror remained in Japanese control until the end of WWII.

Peleliu, a platform coralline island, 6.56 square miles, was the location of a brutal battle between the United States (US) Marine 1st Division, the US Army 81st Infantry Division, and Imperial Japanese forces during Operation Stalemate II (September 15 – November 27, 1944).  The Japanese had made the island into a defensive fortress.

[Operation Stalemate II.  The operation to secure the Palau islands was intended to stop the Japanese from attacking US Army General Douglas MacArthur’s western flank as he fought to liberate the Philippines from Japanese control.]

Other American units involved in the Peleliu battle were the 11th Marine Regiment, Artillery; 12th Antiaircraft Artillery Battalion; 1st Amphibian Tractor Battalion; 3rd Armored Amphibian Tractor Battalion; Underwater Demolition Teams (UDTs) 6 and 7; and the 4th, 5th, and 6th Marine War Dog Platoons.

 

US Marine War Dog Platoons. Marine rests on Peleliu in October 1944 with his dog.  Photograph dailymail.com.uk.

 

The fight for Peleliu was predicted to last a few days.  The island was declared secure after 74 days of fighting.

The invasion of Peleliu was an American victory with a exceedingly high casualty rate; US casualties totaled almost 1,800 killed in action (KIA) and over 8,000 wounded or missing.  Japanese losses were over 10,000 KIA.

 

THE BATTLE OF PELELIU.

Peleliu island was a maze of rocky ramparts, hills, crags, jungles, and caves.  The Japanese had built a strong defense of the island. There was a system of over 500 caves and tunnels which allowed Japanese soldiers to move undetected between areas of combat.

Important in the lead-up to the invasion was a plan using Navy UDTs, also known as “frogmen.”  

In an article by Toni L. Carrell, Ph.D., Chief Scientist and Principal Investigator, Ships of Exploration and Discovery Research, “… unless the amphibious craft could get over the reef; avoid the mines; navigate the concrete anti-boat obstacles, the coral heads, and boulders; and land on shore, it (the invasion) was doomed to failure. … UDT reconnaissance was integral to all planning.

 

Figure 3: Andy Anderson, GM1/c, of UDT7, with a J-13 mine at Peleliu. This type of ‘horned’ mine was particularly dangerous because it was so unstable.
From Carrell article. Andy Anderson, of UDT 7, with a J-13 mine at Peleliu. This type of “horned” mine was particularly dangerous because it was so unstable.  Photograph Navy Seal Museum.

 

In the run up to the Peleliu operation, UDT 10 scouted the invasion beaches in USS [United States Ship] Burrfish. The information gathered in August 1944 revealed an array of concrete tetrahedrons, a double row of wooden posts 75 yards from shore, barbed wire, horned mines and, importantly, in some areas the reef was awash with barely two feet of water at low tide. Three days before D-Day, UDTs 6 and 7 deployed along the invasion beaches to destroy obstacles, but more critically, to blast wide ramps into the coral for the amphibious craft. Not only was their mission dangerous and in broad daylight, naval fire support from offshore flew overhead and periodic sniper and machine gun fire from shore targeted the unarmed swimmers in the shallow lagoon. The night before the assault, UDTs crawled ashore to demolish rock cribs, posts, barbed wire, concrete cubes, and set buoys off the reef to mark the newly blasted passageways.”

Carrell also describes the amphibious assault plan to capture Peleliu, “The new plan involved five imaginary parallel lines offshore where various elements of the task force could stage with their ships and troops before the assault. Farthest out at 18,000 yards were the big ships and transports. Next came the LSTs (landing ship transports) carrying the troops in LVTs (landing vehicle tracked) in their cavernous holds. At 6,000 yards from shore, the LSTs opened their bow doors and the small LVTs (sometimes called amtracs) embarked. The fourth line was 4,000 yards from shore, still 30 minutes travel time to the beach. This was the rendezvous line for all of the assault waves to form groups opposite their designated beaches. The final line before the reef was at 2,000 yards and 15 minutes from shore, where the amtracs returned after carrying the assault waves to the beach and where the next groups of men and supplies transferred from small boats to the amtracs. When the troop-carrying amphibious fleet reached the last line at 1,000 yards, they were on their own to cross the reef and get to shore.

Stewarding the small fleet at each line were submarine chasers, patrol craft, and Higgins boats, hoisting signaling flags, forming up the waves, and in constant radio contact. Preceding the first waves of personnel were armored LVT(A)s (amphibian tanks) armed with machine guns and howitzers, to neutralize beach defenses and support the landings. LCI(G) (landing craft, infantry, gunboats) armed with rockets stood offshore at the 1,000-yard line and raked defensive positions and provided covering fire for the LVT(A)s. Overhead, naval gunfire pummeled the island and aircraft bombed and strafed. The landing was a complex maneuver requiring precise timing and coordination.”

After days of US heavy naval and aerial bombardment of Peleliu the 1st Marine Division began landing on the beaches of the island at 0830 (military time) on September 15, 1944.  The 1st Marine Regiment landed on beaches White 1 and 2; the 5th Marine Regiment landed on beaches Orange 1 and 2; and the 7th Marine Regiment landed on beach Orange 3.

 

LVTs move toward the invasion beaches on Peleliu on September 15, 1944.  Photographed from a USS Honolulu CL (Light Cruiser)-48 plane.  Photograph Wikimedia Commons.

 

The airfield on the southern part of Peleliu (see map at the start of this story) was captured within the first week.  Marine F4U Corsair fighter planes then used it to fly close air support missions.  They were “so close” to the action that pilots didn’t raise their landing gear while airborne; a military operational mission (also known as a sortie) could be flown in a matter of 30 minutes from take-off to landing.

The Umurbrogol Mountain and ridge lines were particularly dangerous for the Marines in combat; narrow valleys and peaks, sinkholes, steep coral hills, and straight drops down the ridges along with hard surfaces which prevented the digging of foxholes took their toll on men KIA and wounded.  This combat sector on Peleliu became known as “Bloody Nose Ridge.”

 

THE STORIES OF THREE MEN WHO SURVIVED THE BATTLE OF PELELIU.

Joe W. Clapper, 1st Marine Division. Oral History interview for the National Museum of the Pacific War in Fredericksburg, Texas, on August 28, 2010.  He was interviewed at the 1st Marine Division Association Reunion in San Antonio, Texas.

 

Joe Clapper oral history interview August 28, 2010, in San Antonio, Texas.  Photograph video frame from 2010 interview.

 

Joe Clapper and fellow US Marines circa 1944. Joe is kneeling, third from left. No  identification of other Marines in the photograph. Photograph National Museum of the Pacific War.

 

Joe W. Clapper was born March 22, 1924, in Jonesboro, Indiana.  His family would later move to Kalamazoo, Michigan.  After graduating from high school in June 1942, he enlisted in the US Marine Corps Reserve.

After training in San Diego and Camp Elliott, California, Joe sailed on a Liberty ship to Melbourne, Australia.  He was assigned to K Company, 3rd Battalion, 1st Marine Regiment, 1st Marine Division, as a replacement.

While in Melbourne Joe said the Marines had training exercises at the cricket grounds.  [Today it is the site of the Australian Open tennis tournament.]  He, as many WWII US service members commented, liked the friendly Australians.

From Melbourne the 1st Marines went to Goodenough Island off New Guinea.  Upon leaving Melbourne the stevedores were on strike, so the Marines had to load their own ships.

On December 26, 1943, the 1st Marines came ashore and saw action at Cape Gloucester, New Britain, as part of Operation Cartwheel (1943 – 1944).  An important objective of Cartwheel was to neutralize a major Japanese base at Rabaul, New Britain.

 

Operation Cartwheel (1943–1944) was a major Allied operation in the Pacific Theater of War in WWII.  Map Wikimedia Commons.

 

In April 1944 the 1st Marine Division left New Britain and went to Pavuvu Island in the Russell Islands to rest and train for the assault on Peleliu.  The Russell Islands are comprised of two small islands Pavuvu and Banika, as well as several islets, which are northwest of Guadalcanal and part of the Solomon Islands chain.

The Battle of Peleliu began on September 15, 1944.  Joe, in his interview, said reveille, the military wake up call, was at 1 am.  The ship served steak and eggs that morning.  And then began the transfer of the men from the larger ships (the process described earlier in this story) to the beaches.

When Joe landed on White beach in the first assault wave as Japanese machine gun fire raked the beach and sand was flying through the air,  he said, “It was like trying to run between raindrops.” 

Near the end of the first day of battle Joe’s life was saved by a young Marine.  It had been discovered that the Marine was 15 years old. The paperwork to send him back to the US had not been completed, so J. M. Morsy (exact name inaudible in the interview) from Harlan County, Kentucky, went on the Peleliu operation.  Joe called him “Junior.”  Junior had yelled at Joe, “look out Joe, a Jap.”  Joe said he turned to look after the warning and was looking into the rifle barrel of a Japanese soldier.  Junior killed the soldier.  Joe in  his interview was still very grateful that Junior, who should not have been there, had saved his life.

On the second day of the battle Joe saw a good friend of his die.  Fortune Orlando Rosenkrans, III, from Pennsylvania, nicknamed “Rosie,” was fatally shot in the chest, and the bullet “blew his lung out” his back.  Joe still carries that image of “Rosie” with him.

On that same day after “Rosie” died, Joe was hit by a bullet in the left upper chest area.  A US Navy Corpsman put a bandage on the wound, and Joe was evacuated to the beach and transferred to a hospital ship offshore.  Joe commented in his interview that the beach was “carpeted” with dead Marines.

Joe Clapper’s next battle would be the Battle of Okinawa (April 1 – June 22, 1945.)

By war’s end Joe received three Purple Hearts: one Purple Heart for his wound at Peleliu and two Purple Hearts for wounds received on Okinawa (one wounding from shrapnel, and then another wound from Japanese machine-gun fire.)

Joe Clapper passed away January 31, 2019.

 

John W. Bailey, Jr., US Navy Corpsman, 1st Marine Division.  Oral History interview for the National Museum of the Pacific War in Fredericksburg, Texas, on August 28, 2010.  He was interviewed at the 1st Marine Division Association Reunion in San Antonio, Texas.

 

John Bailey US Navy circa 1943. John was an active member of the Santa Paula, California, Veterans of Foreign Wars Post 2043. Photographs courtesy of the Bailey family.

 

John W. Bailey, Jr., was born May 31, 1925, in Goodson, Missouri. When he was nine years old the family moved to Santa Paula, California.  He wanted to join the US Navy after the surprise Japanese attack on Pearl Harbor, US Territory of Hawaii, on December 7, 1941, and at 17 1/2 years old John persuaded his father to sign the paperwork permitting him to enlist under the required age by the military.  In his interview John recalled his father saying to him at the time, “I feel just like I’m signing your death warrant.”

John enlisted in the US Navy on January 7, 1943.  He was selected for medical training as a US Navy Corpsman.  In September 1943 he shipped out from San Diego, California.  The ship docked at the island of New Caledonia, approximately 750 miles (1,210 kilometers) east of Australia, which was the location of a US Marine replacement battalion.  Later John and other replacements would sail to Australia where he was assigned to the 1st Marine Division.  [The US Marine Corps does not have a medical component and uses the medical resources of the US Navy.]

After the 1st Marine Division left New Britain they went to Pavuvu (as noted in the Joe Clapper story above).  Pavuvu with a large coconut plantation on the island had been deserted by the natives when the war began.  The Marines needed to construct island infrastructure and their own base.  But they fought another kind of enemy on the island — rats and land crabs.  John said it was difficult to sleep at night with rats and crabs running through the tents and over its inhabitants, sometimes nibbling on the ears of the Marines. The Marines had contests to see who could kill the most rats; the winner got a bottle of alcohol.  As the tale goes Marines would sometimes steal dead rats from each other to ensure a win.  In Marine language “Pavuvu” became a 6-letter bad word.  

The Marines did leave Pavuvu with a good memory; legendary comedian Bob Hope, representing the United Service Organizations (USO), put on a show for them in August 1944.  

 

US Marines entertained during the Bob Hope USO show on Pavuvu in August 1944. Photograph peleliuwater.blogspot.com.

 

The next stop for the 1st Marines was Peleliu on September 15, 1944. 

US Navy Corpsman John Bailey landed on White beach that day with the 1st Marine Regiment led by Marine Colonel Lewis Burwell “Chesty” Puller.

“Forty-five days and 1,000 nights” was John’s answer when asked how long he was on Peleliu.  He spoke of the Battle of Peleliu in what he called “the horror of all battles.”  The following are some of John’s memories of the battle:

John estimated that the temperature on the island could get as high as 115 – 120 degrees Fahrenheit.  Pre-landing bombing and further combat decimated most of the trees and foliage that could have provided some shade and cover and concealment when fighting.  

Dehydration was a significant issue.  Some metal barrels previously filled with gasoline had been brought ashore containing water that was undrinkable.  Sunburn and blisters were common in the hot and humid climate; men’s eyes would sometimes swell shut.

Patches of sharp coral could be deadly; some men died of flying shards of coral that flew through the air after the ground was hit with bombs and artillery barrages.

When not out with the Marines as a Corpsman, John worked with the Graves Registration Service units finding, identifying, and burying bodies in a temporary cemetery constructed on the island.  It became very important to him to be able to identify bodies so that the families of the dead Marines would know what happened to their loved ones.

John said they could not begin the gathering of the dead Marines for three to four days after the battle began because of the intense and constant fighting.  Bodies in that climate after two days could be unrecoverable due to decomposition.

And then there was the “SMELL” of the island because of American and Japanese dead bodies along with the island being used as what John called “one big toilet.”  Marine pilots told him they could “smell” the island flying over it.

John Bailey wrote a book, “Islands of Death, Islands of Victory,” published in 2002 based on his memories and experiences on Peleliu as well as other battle sites.  In the book he wrote:

“There was a saying:  A Marine who had served on Peleliu died and went to heaven.  When St. Peter opened the gate the Marine saluted and said, ‘Another Marine reporting sir, I have already served my time in Hell.’  Of such a place was Peleliu.”

After Peleliu the 1st Marine Division returned to Pavuvu and began to train for the Battle of Okinawa.

John Bailey passed away June 26, 2020.

 

William Taylor Stitt, Seabee, Construction Maintenance Battalion Unit #571.  Oral History interview for the National Museum of the Pacific War in Fredericksburg, Texas, on July 6, 2011.  He was interviewed at his home in San Antonio, Texas.

 

William Taylor Stitt oral history interview July 6, 2011, in San Antonio, Texas.  Photograph video frame from his 2011 interview.

 

WWII Seabee recruiting poster. Poster squadronposters.com.

 

[A brief history of the Seabees in WWII.  The nickname “Seabee” is based upon a heterograph of the first letters of the words Construction Battalion “C B.”  Two of its mottos are “We build, We Fight” and “Can Do.”

The US Navy Construction Battalion(s), better known as Seabees, were established in 1942 in response to a need in WWII to build and maintain bases and airfields, pave roadways, and they took on multiple other construction projects around the world in all theaters of war.  The work was varied and also involved constructing caskets and making crosses and Star of David grave markers for the temporary cemeteries.  During WWII they constructed over 400 bases.

These are but a very few of the locations the Seabees saw action during WWII:  (1) Galapagos Islands, Ecuador — outfitted a seaplane base,  (2) Morocco — constructed military facilities in Casablanca after landing with American forces during Operation Torch November 1942, (3) Normandy, France, June 6, 1944 — went ashore with the US Army Engineers to destroy barriers and obstacles put in place by the Germans, (4) assisted US General George S. Patton’s troops in crossing the Rhine River at Oppenheim, Germany, March 22, 1945 [One Seabee crew ferried Prime Minister Winston Churchill across the Rhine on an inspection tour.], (5) Guadalcanal, Solomon Islands — first Seabee crew to build under combat conditions when rebuilding a strategic airfield now called Henderson Field, and (6) Tinian Island, Mariana Islands — after the USS Indianapolis (CA-35) arrived at Tinian with the first atomic bomb later dropped on Hiroshima, Japan, on August 6, 1945, the Seabees helped unload the ship and store the components awaiting assembly; on the August 6 mission, the B-29 Superfortress Enola Gay took off from Tinian’s North Field built by the Seabees.

There was heroism, and a price paid by the Seabees in WWII.  The Seabees earned 33 Silver Stars and five Navy Crosses.  Eighteen officers and 272 enlisted men would be KIA.  And construction accidents resulted in more than 500 Seabee deaths.]

William Taylor Stitt, known as “Taylor,” was born June 26, 1915, in Williamsville, Illinois, a small town near Springfield, Illinois.  In August 1943 he would enlist in the Seabees.

After training in the US, Taylor was assigned to Construction Maintenance Battalion Unit #571.  They travelled from Gulfport, Mississippi, through the Panama Canal, and landed on Banika, Russell Islands.  They were based there until they left for Peleliu in September 1944.

With the bombing, strafing, and the pitched battle on Peleliu, the Seabees did not land until about five days after the fighting began. Then they set to work repairing airstrips, working on roads, repairing a battered Japanese administration building for use by the Marines, constructed ammunition storage huts, and worked on infrastructure to support the troops.

There were Japanese snipers on the island.  When driving a weapons carrier Taylor noticed a sniper bullet in the clock of the vehicle after he reached his destination.  

There were 16 huts of Seabee Construction Maintenance Battalion Unit 571 on the island.  They were still based on the island when WWII ended. Taylor was in Hut 1.

 

Hut 1. Back row, left to right: Harold A. Groh, George L. Henry, Wesley R. Stearman, Jr., William T. Stitt, Fred P. Brown, Jr., Robert G. Knapp. Middle row: Clarence G. Almquist, Edward J. Hurley, Emanuel L. Moore, Leonard A. Hulteen, Gerald D. Meeker. Front row: Russell E. Chaille, Ambrose J. Janedy, Patrick H. Jeffcoat, Edward G. Arnold, Jr., Vernon S. Swyers. Absent when picture taken was Hugh J. Burke.  Photograph history.navy.mil.

 

Taylor and his friend, Harold Groh (pictured above) from Mankato, Minnesota, would later “hitch” a ride after the war ended on the plane of a USO troop that put on a show on Peleliu.  Getting as far as Honolulu, Territory of Hawaii, and not finding another flight to the US, Taylor and Harold sailed back to California on the USS Missouri.

One last story.  On Peleliu Taylor encountered a Marine friend of his from Springfield.  His friend, George, told Taylor, “If I live through the war, I’m going to invent a coffee machine.”  In 1957 George R. Bunn founded the  Bunn-O-Matic Corporation.

Taylor Stitt passed away on February 14, 2012.

 

Artist Tom Lea as a combat correspondent on Peleliu with the 1st Marine Division in 1944 would paint an image expressing what he saw.  Tom called it the 2000 Yard Stare.

 

2000 Yard Stare by Tom Lea. Image Wikimedia Commons.

 

Eight Marines received the Medal of Honor in the Battle of Peleliu:

 

Peleliu is listed on the US National Register of Historic Places as the Peleliu Battlefield and has been designated a US National Historic Landmark.

 

 

 

Thank you to the families of Joe Clapper, John Bailey, and Taylor Stitt for their help in researching this story and for permission to use the photographs.  Their oral history interviews are in the Archives of the National Museum of the Pacific War.

 

The US Coast Guard in WWII: And MOH Recipient Douglas A. Munro

 

WWII US Coast Guard recruiting poster. Poster EveryCRSReport.com.

 

“Adaptability is synonymous with the operations of the United States Coast Guard. …. (the Coast Guard) sometimes lost its identity because it was grouped with the ‘Navy.’ …. recognition of the thousands upon thousands of Coast Guardsmen … is long overdue. …. I know of no instance wherein they did not acquit themselves in the highest traditions of their Service, or prove themselves worthy of their Service motto, ‘Semper Paratus’ — ‘Always Ready’.”  C. W. Nimitz, Fleet Admiral, USN

 

The United States Coast Guard (USCG) was established by the United States (US) Congress on January 28, 1915.  It became the fourth branch of the US military which then consisted of the US Army, the US Navy, and the US Marine Corps.  The new military branch combined the US Revenue Cutter Service founded August 4, 1790 (which is considered the birthday of the USCG), with the US Life-Saving Service founded in 1878.

On July 1, 1939, US President Franklin D. Roosevelt merged the US Lighthouse Service, founded in 1789, with the USCG as part of his Reorganization Plan No 11.

The early mission of the newly formed USCG was dedicated to the safety of life at sea and enforcing the nation’s maritime laws.  The mission, duties, and responsibilities of the USCG would greatly expand during WWII and took the USCG to locations around the world. The purview of the USCG was transferred from the Department of the Treasury to the Department of the Navy during WWII.

The book The U.S. Coast Guard in World War II by Malcolm F. Willoughby is a detailed account of the role of the USCG in WWII and its contribution to the war effort around the world.

These are a number of the roles, duties, and responsibilities of the US Coast Guard in WWII:

provided operational support for every major amphibious landing in the Pacific, Atlantic, and Mediterranean during the war, often landing troops under fire on invasion beaches

— supported combat missions 

— provided troop transport

— delivered thousands of tons of supplies to Allied military forces

— took part in convoy escort duty

— manned weather stations at sea collecting information for such operational planning as the Battle of the Atlantic 

— hunted enemy submarines

— saved lives carrying out air and sea rescue

— manned US Navy ships and aided Navy personnel at times when Navy manpower was limited

— guarded the US coastline and beaches with dog and horse patrols

— protected newly captured enemy beachheads while also searching for hidden enemy snipers.

 

Map of Greenland, the largest island in the world. Thule Air Base, noted on the northwest Greenland land mass, built in 1943 during WWII is still in use today. Map wikipedia.org.

 

[A Greenland WWII historical overview.  WWII began September 1, 1939, with the German attack on Poland.  On April 9, 1940, Germany invaded Denmark.  Greenland, a Danish colony, was subsequently under Nazi influence and posed a threat to Canada, Britain, and the US.  Germany was interested in Greenland’s cryolite mine (a mineral used to process aluminum) and sought to establish weather stations on Greenland to provide information for Germany’s North Atlantic and Arctic Ocean submarine campaign and to predict weather in the WWII European Theater. Germany would continue to try to establish weather stations on Greenland between 1942 and 1944.

From 1941 to 1945 the US established weather stations, radio stations and beacons, ports and depots, search-and-rescue stations, and extensive facilities for air and sea traffic in Greenland.  In WWII Greenland also played an important role in military planning for the routing of convoys and ships and as a stopping/refueling point for military aircraft flying between the US and England.

Meteorological intelligence was essentially a “weather war” between the Allies and Germany.]

 

The Buskoe Incident

The US had established a defensive treaty with Greenland before the surprise Japanese attack on Pearl Harbor, US Territory of Hawaii, on December 7, 1941.

Almost three months before the attack on Pearl Harbor the United States Coast Guard Cutter (USCGC) Northland (a fast, light coastal patrol boat) investigated a suspicious fishing vessel near the Greenland Franz Joseph Fjord on September 12, 1941.  The boat was identified as the Norwegian trawler Buskoe which was servicing a radio station in Greenland and controlled by German interests.  

The next day a Coast Guard landing party went ashore, found and captured the radio station, and seized papers that the Nazis were attempting to burn.  The papers, of considerable value to the Coast Guard, were confidential instructions addressing Hitler’s plans to establish radio stations in the far north.

The trawler and the Buskoe crew and those arrested at the radio station were taken to Boston, Massachusetts, for internment.

The Coast Guard was credited with “the first naval capture by the United States during the period of emergency”  before officially entering the war on December 8, 1941.

 

The USCG Cutter Muskeget

The United States Ship (USS) Muskeget (AG-48) was transferred to the USCG on June 30, 1942, for use as a weather ship the USCGC Muskeget (WAG-48).  Boston, Massachusetts, was her home port with a duty assignment to the North Atlantic Weather Patrol.  Weather ships gathered data on winds, temperatures, humidity, and pressure to make weather forecasts that supported Allied military operations.  It was dangerous duty.  A ship was at sea and cruising in a small radius with no naval protection for a month while evading enemy submarines and being caught in storms. 

 

USS Muskeget before conversion to weather ship USCGC Muskeget. Photograph en.wikipedia.org.

 

On August 24, 1942, Muskeget departed Boston on her second weather patrol to Weather Station No. 2 off the southern tip of Greenland. After issuing a weather report on September 9, 1942, the ship and its crew of 121 were not heard from again.

It later became known that German Navy submarine U-755 commanded by Kapitänleutnant Walter Göing fired two torpedoes at 2:54 pm on September 9, 1942, sinking the Muskeget.  He would claim the ship had been misidentified as a merchant cruiser.  The submarine surfaced after the initial sinking and found a life raft with survivors.  U-755 departed the area but returned hours later finding eight men and two life rafts tied together.  Göing would say he thought the survivors shouted they were from an American ship.  No survivors were rescued.

 

Kapitänleutnant Walter Göing, submarine Commander U-755. The submarine was sunk May 28, 1943, near Toulon, France, in the Mediterranean Sea by a British Lockheed Hudson (a light bomber/patrol aircraft). Photograph u-boat.net.

 

The USCGC Muskeget was the only weather ship lost in WWII.

 

The Normandy Invasion, June 6, 1944

One of the major roles the USCG played on D-Day, June 6, 1944, in the Allied invasion of Normandy, France, was rescuing troops in the water along the invasion beaches.

Operation Overlord planners for the June 6 invasion knew rescue craft would be needed for those troops on sinking invasion craft and those needing a water rescue after being wounded or falling into the English Channel during the battle.  Prior to the invasion 60 83-foot USCG cutters, patrolling along the East Coast of the US for enemy submarines, were transported to England piggy-back on freighters and modified for use as rescue craft.

The 60 cutters would be known as US Coast Guard Rescue Flotilla One [and the only flotilla]  and nicknamed the “Matchbook Fleet.” Thirty of the rescue craft were assigned to the American invasion beach sectors of Utah and Omaha, and the other 30 were off the British and Canadian beaches of Gold, Juno, and Sword.

The USCG cutters followed the first Allied landing wave to the beaches on June 6.  During the invasion they made 1,438 rescues from the English Channel.

A photograph taken by Coast Guard Chief Photographer’s Mate Robert R. Sargent on June 6, 1944, would come to represent the Normandy Invasion.  He took the photograph, titled “Into the Jaws of Death,” from his landing craft around 7:40 am at the American Omaha Beach sector “Easy Red.”

 

“Into the Jaws of Death” photograph. USCG Records, National Archives.

 

Fifteen Coast Guardsmen would lose their lives that day.

 

USCG Medal of Honor Recipient Douglas A. Munro

Douglas Albert Munro was born in Canada on October 11, 1919, to an American father and British mother.  The family moved to the small town of South Cle Elum in the State of Washington when he was a child.

Doug was attending the Central Washington College of Education when in the summer of 1939, aware that war might be imminent, he decided to enlist in the US Coast Guard.  Doug worked hard to gain weight to meet the minimum enlistment requirement.

Doug told his sister, Patricia, that he chose the Coast Guard because its primary mission was to save lives.  

While processing into the Coast Guard in Seattle, Washington, Munro met a fellow recruit, Raymond J. Evans, Jr.  They became very good friends and were assigned to the same ships except for one assignment.  Their shipmates gave them the nickname the “Gold Dust Twins.”  

 

Douglas Munro had achieved the rank of Signalman Third Class in this photo circa 1940. Photograph courtesy of the US Coast Guard.
Douglas Munro aboard a ship circa 1939 – 1942. Photograph courtesy of US Coast Guard.

 

It was at the Battle of Guadalcanal that Signalman First Class Douglas A. Munro lost his life on September 27, 1942.  

His bravery and sacrifice were recognized with the award of the Medal Of Honor (MOH).  The MOH Citation:

“For extraordinary heroism and conspicuous gallantry in action above and beyond the call of duty as Petty Officer in Charge of a group of 24 Higgins boats, engaged in the evacuation of a battalion of marines trapped by enemy Japanese forces at Point Cruz Guadalcanal, on 27 September 1942. After making preliminary plans for the evacuation of nearly 500 beleaguered marines, Munro, under constant strafing by enemy machine guns on the island, and at great risk of his life, daringly led 5 of his small craft toward the shore. As he closed the beach, he signaled the others to land, and then in order to draw the enemy’s fire and protect the heavily loaded boats, he valiantly placed his craft with its 2 small guns as a shield between the beachhead and the Japanese. When the perilous task of evacuation was nearly completed, Munro was killed by enemy fire, but his crew, 2 of whom were wounded, carried on until the last boat had loaded and cleared the beach. By his outstanding leadership, expert planning, and dauntless devotion to duty, he and his courageous comrades undoubtedly saved the lives of many who otherwise would have perished. He gallantly gave his life for his country.”

It was his friend Ray Evans who would hear Munro’s dying words. According to Evans, Doug asked, “Did they (the Marines) get off?” Evans said that he nodded in the affirmative to Munro’s question, and then he was gone.

Munro was weeks away from his 23rd birthday.  

Doug had achieved his purpose in joining the US Coast Guard in 1939.  He had saved lives.

Douglas Munro was buried in a temporary cemetery on Guadalcanal on the next day, September 28th.  US Marine Master Sergeant James Hurlbut in a letter to Doug’s father said Ray Evans had constructed the wooden cross marking his grave.

[Battle of Guadalcanal WWII brief historical overview.  The battle was fought August 7, 1942 — February 9, 1943.  

 

The Battle of Guadalcanal in the Pacific Ocean Solomon Islands. Guadalcanal bottom right on map. Map wikimedia.org.

 

The Allied victory marked the transition from defensive to offensive operations against the Empire of Japan in the Pacific Theater of Operations.]

The Medal of Honor was presented to Doug’s parents, James and Edith Munro, by President Franklin D. Roosevelt at the White House on May 24, 1943.

Edith Munro, at her insistence, joined the USCG Women’s Reserve (SPARS — an acronym for “Semper Paratus—Always Ready”) at the age of 48 to serve her country and to honor her son’s legacy.  She completed basic training with other Coast Guard recruits at her request and was commissioned a Lieutenant Junior Grade.

 

Official portrait of Edith Munro. Photograph naval history.org.

 

Douglas A. Munro’s remains were returned to the US in 1947 and interred in his hometown of Cle Elum, instead of Arlington National Cemetery, at his family’s request because they wanted to be able to visit his grave.  His parents would eventually be buried on either side of him at Laurel Hill Memorial Park.  Following her death in 1983, Edith was buried next to her son with full military honors. The Munro graves are designated a State of Washington Historical Site.

 

1939 USCG enlistment photo of Raymond J. Evans, Jr. Photograph wikipedia.org.

 

Raymond J. Evans, Jr. received the Navy Cross for his “extraordinary heroism” at Guadalcanal fighting alongside his good friend Doug Munro.  He remained in the USCG after WWII, received a commission, and retired in 1962 at the rank of Commander.  He died in 2013 at the age of 92.

Patricia Edith Munro, Doug’s sister, tried to join the USCG after Doug’s death but had the same problem her brother initially had when he tried to enlist; she couldn’t meet the minimum weight requirement.  But later in life her son Douglas Sheehan (named after her brother) joined the USCG and retired in the rank of Commander.

 

 

The U.S. Coast Guard in World War II by Malcolm F. Willoughby gives an comprehensive, in-depth account of the role of the USCG in WWII.

 

War Dogs Come in Different Sizes: The WWII Story of a Yorkshire Terrier Named Smoky

Smoky document

 

Smoky in a military helmet in New Guinea in 1944. Photograph John Aikin.

 

 

Information about Smoky from her Wikipedia page.

 

[The WWII New Guinea Campaign in the Pacific Theater of Operations lasted from January 1942 until August 1945.  In 1942 Japan invaded the Australian Territory of New Guinea (January 23) and the Territory of Papua (July 21) and overran western New Guinea, part of The Netherlands East Indies, in late March of that year. The Japanese occupation of New Guinea, north of Australia (see map below), was a strategic threat to the Allies and to Australia.]

On September 5, 1943, the Allies began an airborne operation to capture Nadzab, New Guinea.  It had an important airfield which became a major Allied air base in New Guinea.  The operation began with a parachute drop by the 503rd Parachute Infantry Regiment of the US Army and the Australian Army 2/4th Field Regiment.  An overland route to Nadzab was taken by the Australian 2/2nd Pioneer Battalion, 2/6th Field Company, and B Company Papuan Infantry Battalion.  After capturing and preparing the airfield an Allied transport plane landed the next day.

This story about Smoky and William “Bill” Wynne begins in New Guinea in 1944.  Smoky’s travels with Bill during the war took her from New Guinea, to Australia, to Biak Island, to the Philippines, Okinawa, and Korea.  When WWII ended Bill “smuggled” her back to the United States (US) (more on that later).

Follow Smoky and Bill’s WWII journey on the map below.

 

Map marking the journey of Smoky and Bill Wynne during WWII in the Pacific Theater of Operations. Map provided in Bill’s post-war memoir titled Yorkie Doodle Dandy.

 

Bill Wynne was drafted in 1943.  He trained with the US Army Air Force (USAAF) as a aerial photographer and attended mapping school.  Bill’s unit left for Australia on a Liberty ship in December 1943 and arrived in Brisbane, Australia, later that month.  On December 21, 1943, Bill with hundreds of other soldiers left Australia on the Steamship (SS) Contessa, an ironclad wooden ship, which transported them to New Guinea.  He was assigned to the aerial photography laboratory of the Fifth USAAF, 26th Photographic Reconnaissance (Photo Recon) Squadron, Hollandia Airfield Complex at Nadzab, New Guinea.  In April 1944 Bill was selected to fly combat as a aerial photographer.

[During WWII the 26th Photographic Reconnaissance Squadron moved from Australia to New Guinea; to Mokmer Airfield, Biak Island, The Netherlands East Indies; Lingayen Airfield, Luzon, Philippines; Kadena Airfield, Okinawa; and Kimpo Airfield, Korea.

Photo Recon planes, unescorted with no armament for protection, photographed Japanese military installations, coastal defenses, harbor facilities, and airfields to provide vital information for the planning of Allied operations.

Reconnaissance aircraft were nicknamed “Spies in the Sky.”]

In March 1944 Bill Wynne’s tentmate, Ed Downey, was driving on a primitive jungle road near Hollandia when his Jeep broke down.  As he worked under the hood he heard a strange noise coming from the surrounding jungle.  While investigating the sound he found a little dog scratching in the dirt at the bottom of a foxhole.  He brought the dog back to the base and gave her to Hollandia Airfield mechanic, Sergeant Dare.  When Bill visited Dare and saw the dog, he offered him two Australian pounds for the dog.  Dare replied Bill could have the dog for three Australian pounds.  Bill was debating with himself how he would care for the dog in that environment, and he left.  The next day Sergeant Dare, carrying the dog with him, went to the photo lab where Bill was working and offered to sell the tiny dog to Bill for two Australian pounds, the equivalent of $6.44 in US dollars at that time.  Dare said he needed the money to get back into a poker game.  This time Bill, an ardent dog lover, said yes.  Bill decided to call her Smoky.  And so began a lifelong “partnership” between Bill Wynne and a dog named Smoky.

Taking care of a dog during wartime and in a jungle environment like New Guinea was challenging.  After adopting Smoky, Bill would give her daily baths in his helmet to keep her free of ticks and other insects.  With no dog food to feed the dog, he discovered Smoky liked bacon, ham, eggs, and bully beef (canned hash).  

But many at the Hollandia base continued to wonder where the dog came from, and how did she get there.

Whenever Bill talked to Smoky, she got very excited.  He tried out several words and names to see how she responded; names/words such as Sport, Rover, Christmas all got her excited and turning in circles.  Bill started teaching her commands and tricks; she was very smart and learned quickly.  Bill and Smoky began putting on shows for people at the base.  He took the dog with him most everywhere, and they became a team.

In 1944 a military publication Yanks Down Under had a contest to select “The Best Mascot of the Southwest Pacific Area.”  Smoky won! This recognition would be very helpful later. 

In July Bill woke up with a 105 degree fever.  He was taken to the US 233rd Field Hospital in Nadzab.  He was diagnosed with dengue fever (a mosquito-borne tropical disease).  While in the hospital Bill’s friends smuggled Smoky in, and they presented Bill with the announcement of Smoky’s contest win.  A few nurses discovered Smoky; Smoky won them over, and they asked to take her on rounds to “cheer up” the patients.  But the hospital commanding officer had to give his permission.  [The commander was Dr. Charles W. Mayo. His family was one of the founders of the Mayo Clinic in Rochester, Minnesota.]  Dr. Mayo saw how the dog brought smiles to all who saw and interacted with her; her fame as the newly crowned “best mascot” was helpful also.  While Bill was hospitalized, the nurses would pick up Smoky (who was allowed to sleep in Bill’s bed) every morning to go on rounds and would return her to Bill’s bed at the end of the day. 

After Bill was discharged from the hospital, his squadron doctor, Dr. Beryl D. Rosenburg, offered him some recuperative leave in Brisbane — with Smoky, of course.

While in Brisbane, Bill was asked by Barbara Wood Smith, Assistant Field Director, with the American Red Cross to take Smoky to the US Navy 109th Fleet Hospital to visit the patients. This was the first hospital where they put on a planned show; they performed in eight wards that day to the delight of all the patients and hospital staff. Barbara also asked if Bill and Smoky would visit the patients at the Brisbane US Army 42nd General Hospital.  They performed in 12 wards there.  The little dog brought smiles and joy to her audiences of injured, wounded, homesick, and war-weary troops.  

In September 1944 Barbara Wood Smith wrote a thank you letter to Cpl. (Corporal) “Smoky” on American Red Cross stationery:

Dear Cpl. Smoky:

It has been several weeks now since you visited our hospital and I suspect that by now you and Bill are back at work.  You should certainly feel a nice warm glow of satisfaction at all the pleasure you brought to the patients here at our hospital.  They enjoyed your visit so much and are still talking about you.  Some of them are boys who have lain in bed for months and have gotten very tired of looking at nothing but four walls and other sailors.  We all know that laughter is something that helps people get better and you certainly administered enough of it here to improve the health of any number of our boys.

May we congratulate you for being that almost unheard of combination — a lady artiste without temperament! You entertained in eight wards that one afternoon and seemed just as full of energy and just as obliging at the end of your tour as at the beginning.  The boys particularly liked your “dead dog” act and the way you jumped up and streaked after Bill when he gave you the word.  We think that you’re a wonderful morale builder and we hope that you’ll have the opportunity to entertain a lot more boys later on, go back to Bill’s home in Cleveland and carry on the good work there.

There’s always a welcome for you here, where you and Bill will be pleasantly remembered.

Sincerely, and with thanks from all of us,

Barbara Wood Smith

Assistant Field Director

[American Red Cross letter dated September 19, 1944, © Smoky War Dog LLC]

After two weeks in Australia,  Bill returned to his squadron which had moved to Biak Island after its capture from the Japanese.

[The Battle of Biak (see location on map above, just north of New Guinea) May 27 – August 17, 1944, was an Allied victory and resulted in the capture of a strategic airfield from the Japanese.  The airfield was renamed Mokmer Airfield.  It was of vital importance as the Allies prepared for the invasion of the Philippines.]

On September 16, 1944, Bill accepted an assignment that would take him out of the photo lab and into the air flying with the 3rd Emergency Rescue Squadron looking for downed pilots.  On his first mission he flew in a Stinson L-5 Sentinel. The small plane crew was a pilot and a photographer. The aircraft sometimes flew 50 feet above the ground as they surveyed battle sites.  They found a crash site, circled it three times, saw that the plane had dived into the ground, and a tree had ripped off the cockpit.  Bill took photos as proof of the crash and that there were no survivors.

 

Stinson L-5 Sentinel. Photograph olive.drab.com.

 

When Bill returned from his first mission and the dangers of this type of flying were revealed to his friends, they asked Bill who would get Smoky if he never came back.

On Bill’s second and future missions he (and Smoky) flew in a PBY Catalina.  The usual Catalina crew was comprised of a pilot, co-pilot, navigator, engineer-mechanic, radio operator, and two medics.  Bill and Smoky were crew additions.  Bill explained that Smoky was a mascot and would bring them good luck; the crew had no problem with Smoky.  Smoky flew inside a canvas musette bag (a type of knapsack); she sometimes ran around the plane when there was no combat/rescue action.

 

PBY Catalina “flying boat” taking off in 1942. An amphibious aircraft used in reconnaissance, search and rescue, anti-submarine warfare, convoy escort, maritime patrol, and cargo transport.  On combat missions the crew called the aircraft “Cat” and “Dumbo” in an air-sea rescue. Photograph worldwarphotos.info.

 

In Bill Wynne’s memoir Yorkie Doodle Dandy written after WWII he recounted a mission that one could say is “luck” during wartime.  He and Smoky were already in the plane.  The mission was to rescue six downed men floating in a raft.  At the last minute a decision was made to send an extra medic instead of a photographer.  Bill would hear later that the aircraft and the men in the raft had disappeared. Bill counted his blessings.

As WWII progressed the next base for the 26th Photo Recon was the Philippines.  It was Smoky’s help here that Bill said she went from a pet companion to a war dog.

 

Smoky enters a 70 foot culvert running underneath an airstrip runway at Lingayen Gulf, Philippines, in January 1945. Photograph huffpost.com.

 

Communication lines needed to be strung under a runway at Lingayen Gulf, Philippines.  It was estimated that without this successful endeavor using Smoky to pull a line through the culvert it would have taken about 70 men digging for approximately three days to accomplish the job and would have shut down the airfield to Allied planes.  With daily air attacks by the Japanese the lives of many men could have been lost.  Smoky completed the job in about three minutes.

After WWII Bill Wynne recounted the story in an appearance on NBC-TV:

“I tied a string (tied to the wire) to Smoky’s collar and ran to the other end of the culvert . . . (Smoky) made a few steps in and then ran back. `Come, Smoky,’ I said,  and she started through again. When she was about 10 feet in, the string caught up and she looked over her shoulder as much as to say `what’s holding us up there?’ The string loosened from the snag and she came on again. By now the dust was rising from the shuffle of her paws as she crawled through the dirt and mold and I could no longer see her.  I called and pleaded, not knowing for certain whether she was coming or not. At last, about 20 feet away, I saw two little amber eyes and heard a faint whimpering sound . . . at 15 feet away, she broke into a run. We were so happy at Smoky’s success that we patted and praised her for a full five minutes.”
When his duties and time permitted Bill would take Smoky to hospitals to visit with the patients.  They would also put on shows for people living around the base and children’s groups wherever the 26th Photo Recon was based.

 

Smoky visits the US Army 120th General Hospital in Manila, Philippines, June 1945. Left to right: hospital patient, Smoky, American Red Cross worker Barbara Wood Smith (she wrote the letter to Smoky as posted earlier in this story), and Bill Wynne. Photograph huffpost.com.

 

The 26th Photo Recon Squadron moved on from the Philippines to Okinawa and then to Korea.  

On November 1, 1945, the squadron got orders to return to the US from Korea on the USS (United States Ship) General William H. Gordon.  One problem — the rumor (or truth?) was that US Army regulations stated no animals will go back to the US on a War Department ship.

Bill knew he couldn’t leave Smoky behind.  He devised a way to bring Smoky (hopefully undetected) aboard the ship in an oxygen carrying case.

 

Smoky hidden in an oxygen carrying case. Photograph William A. Wynne Photography Collection, Special Collections, Cleveland State University.

 

Smoky made it on board; she never barked, and the bag was not inspected.  Bill found a top bunk in a corner (the bunks were stacked five high).  The next morning, after 5,000 men had been loaded on the ship, there was an announcement that the man who brought a dog on-board needed to report to the troop office.  Bill did not respond to the announcement; he found out later that another man, his friend Randall with his dog Duke, had responded to the order. Randall was ordered to remove Duke from the ship.  But as luck would have it, as Randall was leaving the troop office a member of the ship’s crew approached him and said he would hide Duke in the hold of the ship; the sailor said he was already hiding two dogs and could fit in one more.  

On high tide the ship set sail for Washington state from Inchon Harbor, Korea.  At the start of the voyage the ship encountered rough seas, and Bill got very seasick.  Bill spent days sick in his bunk.  Men from the 26th would sneak Smoky to the upper deck for “potty” breaks; they would form a ring around her as they walked on the deck to keep her hidden.

Then came another announcement that men onboard who had brought dogs or monkeys on the ship needed to report to the ship’s office NOW.  Still feeling sick Bill made his way to the troop office and was surprised to see five other “guilty” men there.  

Bill retreated to his bunk and vowed to keep Smoky hidden.  But a US Navy officer looking for someone else discovered the dog.  The officer asked if the dog was registered to be on the ship. Bill said “no.”  An hour later he was called to report to the ship’s office.  Bill explained he was too sick to report earlier.  He showed pictures of Smoky entertaining the sick and wounded; the letter from the Red Cross thanking Bill and Smoky for helping the morale of patients in the hospital; and noted Smoky’s 1944 selection as “The Best Mascot of the Southwest Pacific Area.”  Bill was told he may have to pay a bond to bring the dog into the US and could be expected to pay up to $1,000 dollars to do so.  Bill said he would accept those terms.  Bill and the ship’s captain signed a document that cleared the ship of any responsibility for “one dog.”

 

“Declaration of Domestic Animal” document signed by Bill on November 4, 1945. US Army.

Smoky documentSmoky documentSmoky document

With Smoky officially recognized and out of hiding, Bill and Smoky put on some shows on the deck for the men.  Bill noticed that the ship’s captain and the troop commander would sometimes watch the show from the bridge and had smiles on their faces.  AND, everyday the sailors would bring Duke up from the hold to play with Smoky.

On November 13 the USS William H. Gordon docked in Seattle.  

Smoky and Bill’s story started to take on a life of its own after arriving in the US.  At one train stop on their way to Bill’s home in Ohio a man with the United Services Organization (USO) noticed Bill carrying Smoky.  After hearing their story someone called the Indianapolis Star.  The newspaper ran a story which was picked up by a wire service. 

Bill and Smoky arrived home in Cleveland, Ohio, on November 30, 1945.

Before leaving to go to war in 1943 Bill had given the love of his life, Margie Roberts, an engagement ring.  They were married September 28, 1946. 

A week after Bill arrived home the Cleveland Press asked to interview him.  On December 7, 1945, the paper ran a front page story headlined, “TINY DOG HOME FROM THE WAR.”  The New York Daily News, Chicago Tribune, Chicago Sun, and Herald America also published stories.

Smoky and Bill continued to entertain people after the war and performed at veterans’ hospitals, schools, orphanages, nursing homes, hospitals, and other organizations.  

From June to August 1946 Bill was hired by the Cleveland Zoo to be masters of ceremony for a traveling circus — with Smoky as one of the stars.  In October 1946 Bill and Margie went to Hollywood after hearing that then famous animal trainer, Rennie Renfro, was looking for an assistant to help him train dogs for motion pictures.  The job did not materialize, and they returned to Ohio where Bill took a job at the National Advisory Committee for Aeronautics (NACA) [NACA would become the National Aeronautics and Space Administration (NASA) in 1958.] as a member of a crew to test new de-icing equipment for aircraft.

In 1947 live television shows became popular.  One of the shows in Cleveland that Bill and Smoky became part of was a children’s show Castles in the Air.

In 1953 with a growing family Bill accepted a job with a Cleveland newspaper The Plain Dealer as a photographer; he would later become a writer/photographer (now called a photojournalist) and was associated with the paper for 31 years.  [Bill received many international, national, and local awards for his work as a photojournalist.  In 1973 Bill was a finalist for the Pulitzer Prize.]

When Bill returned home from work on February 21, 1957, he found Smoky in her bed; she had died in her sleep.  Bill said he was inconsolable.  Margie suggested they bury the little dog near “Our Tree.” [In 1940 on a bike ride though the Cleveland Metroparks System young Bill and Margie had carved their initials in a gray beech tree.] The next day, with their children, Bill and Margie found the tree, and with Smoky’s body in a shoebox they buried her. Their seven year old daughter, Susan, cried, “Daddy, Daddy, how is Smoky going to breathe?”  Bill, taken aback, told Susan that Smoky doesn’t need to breath anymore, she is in dog heaven. 

Josephine Robertson, a writer at The Plain Dealer, wrote an obituary for Smoky and told her wartime story.  The Wynne’s received a call from a local Cleveland woman after she read the obituary. Grace Guderian Heidenreich was a US Army nurse in New Guinea in early 1944.  Her fiancé, later her husband, had bought a Yorkshire Terrier for her from a veterinarian in Brisbane, Australia.  The dog was a Christmas holiday gift, so Grace named her “Christmas.” [“Christmas” was one of the words that got Smoky excited and turning in circles.]  When Grace attended a Bob Hope USO show in New Guinea, little “Christmas” disappeared.  She had photos of the dog to show Bill.  As the stories merged, Bill concluded that his little dog, found in a foxhole, was indeed one in the same.  How many Yorkshire Terriers in WWII were lost in the jungles of New Guinea?

Margie Wynne passed away in 2004.  They had raised nine children together.

In 2003 Bill was informed that a monument to honor Smoky would be placed near the beech tree in the Rocky River Reservation Metropolitan Park in Cleveland where Smoky was buried in 1947.  Bill searched for Smoky’s grave for hours and finally found the then fallen beech tree with its initials which led to finding the grave. Smoky’s remains were placed in a WWII .30 calibre ammunition case.  The monument marks Smoky’s grave and was unveiled on Veterans Day, November 11, 2005.  

 

The monument to Smoky and dogs of all wars in the Rocky River Reservation in Cleveland, Ohio. Photograph americacomesalive.com.

 

Bill said that Smoky taught him much more than he had taught her.

On April 19, 2021, Bill Wynne passed away at the age of 99.

 

Smoky is recognized as the first documented therapy dog.  Her work began in 1944 in New Guinea and continued through WWII.  After seeing the effect that Smoky had on people, Bill and Smoky continued their work after WWII.

This is a selected list of remembrances of Smoky over the years since WWII: 

— Ohio Veterinary Medicine Association “Animal Hall of Fame,” Columbus, Ohio, 1995.

— Hickam Air Force Base, Hawaii.  The successor to the WWII 26th Photographic Reconnaissance Squadron was the 26th Air Space Intelligence Squadron which displayed Smoky’s memorabilia in 2003.

— The Imperial War Museum , London, England.  From November 2006 – May 2007 an “Animals of War Exhibit” displayed Smoky’s war blanket.

— Australian Defense Force Trackers and War Dogs Association awarded Smoky the “War Dog Operational Medal” in 2010.

— The World War II Museum, New Orleans, Louisiana, displayed a bronze statue of Smoky in a helmet in 2010 as part of an exhibit to “Animals of War.”

— The People’s Dispensary for Sick Animals “Certificate of Bravery and Devotion,” England, 2011.

— Royal Brisbane and Women’s Hospital, Brisbane, Australia, 2012.

— Australian War Dog Museum, Sydney, Australia, 2014.  Awarded the Australian “War Dog Medal.”  The award was backdated as the first combat medal to be awarded to a dog.

— Papua New Guinea, 2015.

— The Australian Royal Society for the Prevention of Cruelty to Animals, “Purple Cross,” December 11, 2015.  The “Purple Cross” is a rare and high honor awarded to an animal war hero.  In 163 years, Smoky was only the tenth animal to receive this honor.

 

 

Dogs for Defense was a WWII program that many people may not be aware of at this point in time.  It was a military program started after the Japanese surprise attack on Pearl Harbor, US Territory of Hawaii, on December 7, 1941.  Pet owners were asked to donate their dogs to be used by the military for patrol and guard duties. For more information about this program see attached link Dogs for Defense.

For even more in-depth information and stories about Smoky, William A. Wynne’s book Yorkie Doodle Dandy (Or, The Other Woman Was A Real Dog) is a great book written by Smoky’s best friend.

Another wonderful book written in consultation with Bill Wynne is Smoky, the Dog That Saved My Life, The Bill Wynne Story by Nancy Roe Pimm.

The Unsung Heroes of the US Merchant Marine in WWII: And the Story of Convoy PQ-17

 

Life-Line of Freedom – the Merchant Marine poster. Artist: Paul Sample. National Archives.

 

 

The United States (US) Merchant Marine Act of 1936 stated, “It is necessary for the national defense… that the United States shall have a merchant marine of the best equipped and most suitable types of vessels sufficient to carry the greater portion of its commerce and serve as a naval or military auxiliary in time of war or national emergency…”

In the late 1930s with the US foreseeing an approaching involvement in WWII, President Franklin D. Roosevelt ordered US shipyards to build ships that would be needed in the conflict and established the US Maritime Service which was responsible for training merchant mariners and the men of the US Army Transport Service.

The Merchant Marine was a commercial, non-military fleet of ships that was effectively nationalized by the US government in WWII. The men of the Merchant Marine were civilian volunteers. 

The Merchant Marine ships had limited defensive capabilities. Guns, to provide a defense for the ships and crews, were placed onboard merchant ships and manned by the US Navy Armed Guard which was a special unit of Navy military personnel at that time.  

On March 11, 1941, President Roosevelt signed into law An Act to Promote the Defense of the United States, more commonly known as the Lend-Lease Act, which was a program through which the US sent food, oil and fuel, supplies, equipment, and war materiel to England, countries of the British Commonwealth, China, the Free French, other Allied nations, and the Soviet Union.  

On December 8, 1941, President Roosevelt declared war on Japan after the surprise attack December 7, 1941, on Pearl Harbor, Oahu, US Territory of Hawaii.  

The ships of the US Merchant Marine in WWII sailed around the world to deliver troops, supplies, food, aircraft, gasoline, oil, guns, shells, vehicles, tanks, bombs, ammunition, medicine, equipment, and needed materiel for war.  It played a critical, logistical role in the war. 

In addition to enemy warships, aircraft, and submarine attacks, the Merchant Marine vessels faced the perils of weather, icebergs, rough seas, mines, sharks, and in the Pacific Theater Japanese “kamikaze” attacks.

 

Battle of the Atlantic (September 3, 1939 – May 8, 1945).

After Italy joined the Axis countries on June 10, 1940, submarines of the Italian Royal Navy (Regia Marina) worked with Germany to interrupt and stop the Allied flow of supplies to areas of conflict.

The Allied forces of the US, Canada, Britain, Norway, and Brazil would fight against the warships, submarines, and aircraft of the German Navy (Kriegsmarine), the German Air Force (Luftwaffe), and the Italian Royal Navy. 

The most dangerous time during this campaign was from 1940 to the end of 1943 with resulting staggering losses of merchant vessels and other convoy ships.  

It was the longest military campaign of WWII.  

 

Ship Convoys.

The convoy system was intended to protect Allied merchant ships sailing during wartime.  Before the US entered WWII, convoys bound for British ports were escorted from convoy assembly points at Halifax and Sydney,  Nova Scotia, Canada, by the Royal Canadian Navy to a location in the mid-Atlantic Ocean where the British Royal Navy would meet and escort the convoy to its destination.  The US Navy provided convoy escorts after December 7, 1941. 

Merchant ships were grouped in the center of a convoy formation with warships, aircraft, and submarines surrounding and guarding the ships. During WWII there were over 300 convoy routes around the world.  Each convoy would have a two or three letter code indicating destination and convoy speed.  A convoy could only go as fast as the slowest ship in the convoy.  

 

The Arctic Convoys (August 1941 – May 1945). 

After Germany attacked Russia on June 22, 1941, the Soviet Union joined the Allies.  Joseph Stalin, the ruler of the Soviet Union, was in desperate need of military equipment and supplies to fight the Nazis.  The British began sending supplies and war materiel to the Soviet ports of Murmansk and Archangelsk.  The first convoy from England would arrive in Archangelsk on August 31, 1941.  Convoys to Russia would continue until the end of the war.

 

Allied Arctic Sea convoy routes WWII. Map dailymail.co.uk.

 

Three primary routes used to send supplies from the US to Russia in WWII. Map US Department of State November 28, 1945.

 

The shortest and fastest route for convoys to Russia was the Arctic Sea route.

 

Besides the dangers of Axis submarines, warships, and aircraft there were rough seas, frigid temperatures, icebergs, and ice sheets, and ice buildup on the ships. Ice buildup on ships could make the ships “top heavy” and prone to rolling over. Photograph dailymail.co.uk.

 

Also making the Arctic route dangerous was the German military occupation of Norway on April 9, 1940, which provided close proximity to Allied convoys in the Atlantic Ocean, Arctic Sea, and the Barents Sea.

 

Arctic Convoy PQ-17.

PQ-17 was the first combined Anglo-American naval operation of WWII under British command.

 

Convoy PQ-17 escort and merchant ships assembling at Hvalfjörður, Iceland. Photograph Naval History and Heritage Command.

 

Convoy PQ-17 under the command of British Commodore John Dowding set sail on June 27, 1942, from Hvalfjörður, Iceland, with a destination of Archangelsk, Russia.  

[One of the ships providing PQ-17 protection was an American destroyer the United States Ship (USS) Wichita.  Hollywood actor and US Navy Reserve Officer Douglas Fairbanks, Junior, was a member of the crew.]

 

A German Luftwaffe BV 138 reconnaissance plane photograph of PQ-17 on or about July 1, 1942. Photograph Naval History and Heritage Command.

 

A German submarine U-456 sighted and would follow convoy PQ-17 shortly after it left Iceland on June 27, 1942.

The first merchant ship, the Liberty ship Steamship (SS) Christopher Newport, was sunk on the morning of July 4 by a German torpedo bomber Heinkel HE 115.  On that same day, a US destroyer the USS Wainwright, part of the covering force for PQ-17, repulsed an attack on the convoy by German torpedo bombers.  On July 4 German torpedo bombers also sank the Liberty ship SS William Hooper.  

Back in London, England, on July 4, a decision was made that would decide the fate of PQ-17.

The First Sea Lord and Admiral of the Fleet Sir Alfred Dudley Pound was notified by Swedish intelligence that German ships including the battleship Tirpitz had left Norway to intercept Convoy PQ-17.  He consulted with Lieutenant Commander Norman Denning, an intelligence analyst with the Operational Intelligence Center for the Royal Navy, who did not detect any German ship movements at that time nor did he find any radio traffic, messages from the Norwegian Resistance, or any other threat to support the rumor of the sailing of the Tirpitz.  

Despite conflicting information about the Tirpitz, Admiral Pound ordered PQ-17 protection  ships to withdraw at high speed westward (to repulse the German ships?) and ordered the remaining ships in the convoy to “scatter” and make their own way to Russian ports.

Convoy PQ-17 was abandoned when the close and distant Allied convoy protection ships were ordered to detach from the convoy.  The merchant ships were left to plan their individual routes to Russia with ship compasses that were sometimes inaccurate in that part of the world.  It was summer in the Arctic; there was no place to “hide in the dark” because there was no darkness at that time of the year. And the ships had limited defensive capabilities.

The Germans, surprised at what happened, took advantage of every opportunity to sink the merchant vessels.  The Tirpitz did leave Norway on July 5 to intercept PQ-17 but returned to port that same day because German bombers and submarines had already been very successful in destroying the convoy.

 

PQ-17 ship losses. Map forum.worldofwarships.com.

 

Of the 35 merchant ships that left Iceland, only 11 would eventually reach a port in Russia.  One hundred and fifty-three merchant mariners were lost.

In addition to men and ships, it was reported that war materiel, equipment, and supplies lost included 200 aircraft, 3,300 trucks, 435 tanks, and other war supplies that could equip 50,000 men.  

Stalin was said to be angry and unable to understand how such a disaster could happen and questioned why convoy protection was removed.  This incident would drive a wedge of distrust between the Soviet Union and the Allies.

The Arctic supply route was halted temporarily as convoy plans were studied.  On September 2, 1942, Convoy PQ-18 left Loch Ewe, Scotland, and sailed with additional escort ships to provide protection.

 

Story of WWII Merchant Mariner Frank E. Scott. 

Frank Edward Scott.  Oral History Interview for the National Museum of the Pacific War in Fredericksburg, Texas, on October 25, 2010. He was interviewed in San Antonio, Texas.

 

Merchant mariner Frank E. Scott, circa 1943. Photograph courtesy  of the Frank Scott family.

 

Frank Scott was born in Pine Bluff, Arkansas, on May 9, 1925. He had two brothers, Dale and Quincy.  In 1936 his family moved to San Antonio, Texas.  He was playing touch football on December 7, 1941, when he heard about the surprise Japanese attack on Pearl Harbor.  

After graduating from Brackenridge High School in San Antonio in 1943 Frank went to the Merchant Marine Recruiting Office in the city to volunteer for service.  

Frank travelled to a Maritime Service base in St. Petersburg, Florida, for basic merchant seaman training in August 1943.  The training staff at the base found out he had taught swimming in San Antonio and asked him to stay on and teach survival swimming to recruits.  There was no pool at the school at the time so Frank taught new recruits survival skills in the Gulf of Mexico.  Two of the survival skills he taught were how to make a life jacket from trousers and how to jump off a tower into the water which simulated jumping from a ship.

January 3, 1944, the SS Washita.  Frank’s first assignment at sea was on the oil tanker SS Washita.  The tanker travelled in a convoy of about 200 ships to Swansea in Wales, England.  The convoy was not attacked, but at that time in the war the Atlantic route was less threatened by German submarines.  The Washita travelled back to the US, and Frank was discharged on February 2, 1944, upon fulfillment of his contract.      

[At this period of time in WWII troops and supplies were being stockpiled in England in preparation for the closely guarded secret of the Normandy, France, invasion planned for June of 1944.]

[The Merchant Marine being a non-military organization had different requirements regarding its crews.  A merchant seaman signed a contract to serve on a specific ship which may make one or more trips to various destinations.  Upon completion of the contract he had the choice to sign  another contact.  If he did not sign another contract within 30 days, he became eligible for the military draft.]

April 20, 1944, the Liberty ship SS Samuel Mcintyre.  After a visit with his family in San Antonio, Frank signed his second contract and sailed on a cargo ship the Liberty ship SS Samuel Mcintyre.  He would serve almost 9 months on this ship. The ship’s captain who Frank estimated to be around 65 years old was from Scotland and had been called back into service out of retirement. 

Job responsibilities and life aboard a merchant ship.

In his interview Frank spoke of his job and duties on a ship.

–  A  seaman’s duties included deck work, painting, standing watch, steering the ship, among other responsibilities.

–  Schedules for standing watch were midnight to 4 am, 4 am – 8 am, 8 am – 12 noon, and so forth.  One third of the crew would be on watch at any one time; a watch schedule was four hours on and eight hours off.  It was difficult to sleep between standing watch duties when traveling in the Northern Atlantic because of the long periods of daylight.

–  Tankers took about three days to unload, and cargo ships could take two to four weeks to unload.  When unloading in port, they may work for 24 hours straight. 

–  Weather was always a factor.  Storms could reek havoc on ships and convoys.

–  Crews could average around 40 – 50 merchant mariners and about 35 Navy Armed Guard.

–  Typical gun placements on merchant ships were five inch guns on the bow, eight inch long range guns on the stern, and a dozen or so anti-aircraft guns.  

–  Barrage balloons were sometimes used to deter German aircraft from attacking a ship.

–  When leaving the US the crew didn’t always know the ship’s destination.  If the destination was the Arctic or Northern Atlantic, cold weather gear and clothing was handed out after about 24 hours at sea.

–  If ships in a convoy were sunk, destroyers or dedicated rescue ships would pick up survivors, if possible.

Frank’s experiences on the SS Samuel Mcintyre.

Frank would sometimes take over steering the ship when a particular seaman got shaky or nervous in rough seas.  That seaman had survived the sinking of five ships.

On a voyage to Cardiff, England, the ship had a closely guarded P-51 Mustang fighter plane on the deck, along with tanks, and in preparation for the invasion of Normandy hundreds of full five gallon gas cans cabled to the deck.  

After the invasion of Normandy on June 6, 1944, the Samuel Mcintyre did “shuttle runs” from Cardiff to Omaha Beach with needed supplies and equipment.  

From July 15 – August 31, 1944, the Samuel Mcintyre was anchored off Omaha Beach with a loaded ship awaiting the Allied capture of Cherbourg, France. 

[As the Allies advanced towards Germany additional ports and supply lines were needed.  The focus was on the port of Antwerp, Belgium, and the Scheldt River.  Antwerp was captured by the British on September 4, 1944.  The West and East Scheldt Estuary were still held by the Germans.  The Battle of the Scheldt (October – November 1944) fought by Canadian, Polish, and British units resulted in an Allied victory on November 8.

 

Battle of the Scheldt October – November 1944. Map US Army.

 

After the Scheldt was swept for mines, the first convoy carrying Allied supplies unloaded in Antwerp on November 29, 1944.]

The SS Samuel McIntyre was one of the first ships to arrive in Antwerp.  Frank said it took about four weeks to unload the ship. While on watch he would sometimes see flares from German artillery being fired into Antwerp as the Germans were still in the area.

[Cine Rex, De Keyserlei 15, Antwerp, Belgium.  On December 16, 1944, (the first day of the Battle of the Bulge) a V-2 rocket was fired from the German SS Werfer Battery in Hellendoorn, The Netherlands. The rocket landed on the roof of the Cine Rex movie theater at 3:20 pm. Of the over 1,000 people inside, 567 people including 296 Allied servicemen were killed in the explosion.  It was the highest death toll in WWII from a single rocket.

The American movie The Plainsman was playing at the theater that day.]

The Samuel McIntyre left Antwerp and sailed back to the US in late December.  Frank was discharged January 11, 1945.

The Scott family Christmas card for 1944 celebrated the military service of the three Scott brothers and Quincy’s wife, Dottie.  They would all return home after WWII.

 

Left to right: Dale Scott, Frank Scott, and Quincy Scott with Dottie Scott in the foreground. Photograph courtesy of the Frank Scott family.

 

March 6, 1945, the SS Emile N. Vidal, one of the concrete ships of WWII.  Frank signed on the SS Emile N. Vidal in New Orleans, Louisiana.  He would have back-to-back sailings on this ship.  The ship would sail in the Caribbean Sea and the Gulf of Mexico to ports which included Cuba and Puerto Rico.  One of the supplies transported on this ship was sugar.

[The US government in WWII contracted with McCloskey and Company of Philadelphia, Pennsylvania, to construct 24 self-propelled concrete ships at a time when steel resources for shipbuilding were scarce.  The ships were built in Tampa, Florida, starting in July 1943 at the Hookers Point shipyard at a rate of one per month.  They were named after pioneers in the development and science of concrete.  

The government also contracted the building of concrete barges with companies in California.  The barges lacked engines to propel them and had to be towed.]

Merchant mariner Alfred “Al” G. Booth, a good friend of Frank’s from San Antonio, Texas, was also a crew member on this voyage. 

 

Merchant mariner Alfred G. Booth, circa 1943. Al had a twin brother, Walter, who was in the US Navy in WWII. Photograph courtesy of the Al Booth family.
Frank, on left, with Al Booth. When back in San Antonio between contracts Frank and Al would meet and exchange stories. Photograph courtesy of the Al Booth family.

 

Frank was discharged on April 9, 1945.

April 10, 1945, the SS Emile N. Vidal.  Frank and Al would sail a second time on this ship and were discharged May 21, 1945.

July 21,1945, the Liberty ship SS Beckley Seam.  Frank, Al, and another fellow San Antonio native, merchant mariner William McCollough, were members of the crew.

The Beckley Seam delivered coal to Savona, Italy, and was still in the Mediterranean Sea when it was announced that WWII had ended.

During Frank’s interview with the National Museum of the Pacific War he proudly showed me a photograph he had taken of the American flag on the SS Beckley Seam

 

Frank Scott’s photograph caption: STARS AND STRIPES ON THE US MERCHANT VESSEL “BECKLEY SEAM” SOMEWHERE IN THE MEDITERRANEAN SEA, AUGUST 1945.  We three were there.  Al Booth, Bill McCollough, and Frank Scott. Photograph courtesy of Frank Scott.

 

 

The US Merchant Marine did not have a centralized record-keeping system in WWII, and because of that, the estimates of merchant seamen losses vary significantly.  During WWII there were about 250,000 civilian merchant mariners.  A total estimate of merchant seamen and officers that went missing or were killed varies from 5,662 to over 9,000.  An estimated 12,000 men were wounded, and over 600 became prisoners of war.  

A total of 1,554 merchant ships were sunk in WWII according to the War Shipping Administration.  

Merchant seamen were not included in the postwar Servicemen’s Readjustment Act of 1944, also known as the GI Bill, nor did they qualify to receive other military benefits due to their civilian status. It wasn’t until 1988 that WWII merchant seamen were recognized officially as veterans.

 

 

 

Frank Scott commented during his interview that the 1943 movie Action in the Atlantic was close to his actual wartime experiences.

Frank Scott’s brother, Quincy, came home from WWII with his own war story while assigned to the US Navy destroyer USS Borie in the Atlantic.  On November 1, 1943, the Borie rammed German submarine U-405, which had surfaced.  The two ships were locked together with the bow of the Borie resting on the foredeck of the submarine.  Until the two ships were able to separate, the Borie and U-405 exchanged small arms fire at close range.  Both the Borie and U-405 would be lost in this incident.  Survivors of the Borie were rescued by the escort carrier USS Card.

Four WWII merchant mariners that went into acting after the war were James Garner, Peter Falk, Carroll O’Connor, and Jack Lord.

A very special thank you to Frank Scott’s wife, Helen, and to Al Booth’s wife, Maureen, for providing photographs and documents related to this story.

Thank you to the National Museum of the Pacific War in Fredericksburg, Texas, and museum archivist Chris McDougal for providing information related to this story.  The oral history interview of Frank Scott is in the museum archive.

The WWII Sinking of the USS Lexington in the Battle of the Coral Sea: And the Stories of Survivors

USS Lexington (CV-2) on October 14, 1941, leaving San Diego, California. Aircraft on the flight deck include TBD torpedo bombers, F2A fighters, and SBD scout bombers. National Archives, Washington, D.C.

 

The aircraft carrier United States Ship (USS) Lexington (CV-2), nicknamed  “Lady Lex,” was the fourth United States (US) Navy ship to be named after the American Revolutionary War 1775 Battle of Lexington. The ship was commissioned in 1928 and would serve until its sinking in the Battle of the Coral Sea (May 4 – 8, 1942).

On December 7, 1941, fighters, dive bombers, and torpedo bombers of the Imperial Japanese Navy (IJN), in a surprise attack, bombed Pearl Harbor and other US military installations on Oahu, then the US Territory of Hawaii. There were three US aircraft carriers in the Pacific Fleet at that time. The USS Lexington and the USS Enterprise were at sea ferrying aircraft to Midway Island and Wake Island, respectively.  The third aircraft carrier, USS Saratoga, was preparing to leave San Diego, California, following an overhaul at the Bremerton, Washington, Puget Sound Naval Yard.

The Lexington arrived back in Pearl Harbor on December 13.  The ship would return to sea to patrol the Pacific and take part in US naval operations as part of Task Force (TF) 11.

In April 1942 the Allied codebreakers at Pearl Harbor deciphered the Japanese naval operation code JN (Japanese Navy) – 25.  They had information that the Japanese were planning a major attack, Operation Mo, on Port Moresby, the capital of the Australian Territory of New Guinea. Gaining control of New Guinea would have isolated both Australia and New Zealand from their allies in the South Pacific.  

Admiral Chester W. Nimitz, Commander-in-Chief, US Pacific Fleet, ordered TF 17 to the Coral Sea to counter Japanese operations. The aircraft carriers USS Lexington and USS Yorktown were the two carriers in TF 17.  [The USS Yorktown (CV-5) was later sunk during the Battle of Midway June 4 – 7, 1942.  The USS Yorktown (CV-10) was commissioned April 15, 1943, and served in the Pacific through WWII.)

 

Coral Sea. Map Wikipedia.

 

The Battle of the Coral Sea.  It would be the first battle in history fought between aircraft carriers.

On May 3, 1942, the Japanese landed on the island of Tulagi (a first step of Operation Mo) in the then British Solomon Islands Protectorate.

On May 4 Vice Admiral Frank “Jack” Fletcher, upon getting an intelligence report of the landing, ordered aircraft from the Yorktown to attack the Japanese landing group. Japanese intelligence had not reported American ships in the area, and they were taken by surprise.  

IJN Fourth Fleet Admiral Shigeyoshi Inoue and Carrier Striking Force Vice Admiral Takeo Takagi began the search to find the Americans.  

With limited visibility in the area of operations, neither the Americans nor the Japanese were successful in immediately finding the opposing enemy carrier force. 

On May 7 the Japanese found and sunk the destroyer USS Sims and badly damaged the fleet oiler USS Neosho

Also on May 7 aircraft from the Lexington and Yorktown sunk the Japanese light aircraft carrier Shōhō.

American and Japanese naval forces became aware of the enemy fleet positions on May 8.  

Captain Frederick C. “Ted” Sherman, commanding officer of the Lexington, ordered “General Quarters” at 0552 hours (military time) that morning. Carriers on both sides started launching aircraft shortly after 0900 hours.  Two torpedoes hit the port side of the Lexington at 1120 hours to be followed by another two bombs.    

USS Lexington hit by two torpedoes and two bombs on May 8, 1942. Wikipedia Battle of the Coral Sea.

 

Torpedo and bomb damage resulted in a jammed hydraulic ship elevator, flooding in boiler rooms, and ruptured gasoline fuel storage tanks on the port side causing fires and explosions.  The fires could not be extinguished, and Captain Sherman ordered “abandon ship” at 1707 hours.  TF 17 destroyers and cruisers rescued sailors and marines abandoning the Lexington.

 

Sailors and marines evacuating the USS Lexington May 8, 1942. National Archives, Washington, D.C.
Explosion on the USS Lexington May 8, 1942, shortly after Captain Sherman left the ship. Note aircraft being blown off the deck. Destroyer USS Hammann ship’s bow is shown in far left of photograph rescuing the crew.  National Archives, Washington, D.C.
Explosions and fires on the USS Lexington May 8, 1942. National Archives, Washington D.C.

 

By 1830 hours 2,735 surviving sailors and marines had been evacuated from the Lexington.  Two hundred and sixteen men had been killed in action.  

Captain Sherman was the last man to leave the Lexington.

The destroyer USS Phelps was ordered to sink the Lexington for several reasons:  (1) the ship could not be saved, (2) the US Navy did not want the Lexington to become a trophy for the Japanese, and (3) the US Navy did not want it discovered that the ship had been lost — at least not at that time.

The Phelps fired torpedoes into the Lexington at 1841 hours.  It was reported that the hull was glowing “cherry red” from the fires.  The ship took about an hour to sink.  

There were losses of men and ships on both sides. But the Allies had blocked the Operation Mo Japanese drive into the Coral Sea to Port Moresby.  Admiral Shigeyoshi Inoue ordered the Japanese invasion force to return to port.

[The public would learn of the loss of the USS Lexington (CV-2) in June 1942.  The Fore River Ship and Engine Building Company in Quincy, Massachusetts, where the ship was originally built, was in the process of building a new ship to be named the USS Cabot.  The shipyard petitioned US Secretary of the Navy Frank Knox to change the name of the ship from Cabot to Lexington, and he agreed.  The (fifth) USS Lexington (CV-16) was commissioned on February 17, 1943, and would be assigned to the Pacific.  The Japanese several times would sight CV-16 and were confused thinking the ship had been sunk during the Battle of the Coral Sea. CV-16 got the nickname “The Blue Ghost.”]

 

Stories about the survivors of the sinking of the USS Lexington (CV-2) .

 

James A. Phinney III.  Oral History Interview for the National Museum of the Pacific War in Fredericksburg, Texas, on July 15, 2010.  He was interviewed at his home in San Antonio, Texas.

 

James A. Phinney III oral history interview July 15, 2010, in San Antonio, Texas.  Photograph video frame from 2010 interview.

 

Jim was born in Childress, Texas, on November 12, 1923, and was raised in Hugo, Oklahoma.  He graduated from high school in May 1941 and then joined the US Navy.  He was on his way to church on December 7, 1941, when he heard about the Japanese surprise attack at Pearl Harbor.

After training stateside Jim was assigned to the USS Lexington. While training in Pearl Harbor awaiting the arrival of the aircraft carrier that was out to sea, he recalled that he and his friends would run over to a nearby Dole Pineapple Company building to drink pineapple juice coming out of the drinking fountains.

Jim would board the Lexington in April 1942.  He was assigned as an electrician Seaman First Class.

On  May 8, 1942, Jim was on the flight deck checking electrical systems in the aircraft.  He caught sight of a plane flying off the port side of the ship that dropped something.  His first thought was that something fell off a plane and that “somebody has sure messed up.” It was actually a Japanese torpedo plane dropping the first torpedo to hit the Lexington

After hours of fighting off attacking Japanese airplanes and fighting fires, the crew was ordered to “abandon ship.”  

Jim related in his interview that there was a plan to evacuate the crew in groups.  He said his group had a period of time to wait until their turn to evacuate, so they went to the “ship’s service store soda fountain,” also known as the “Gedunk,” and ate ice cream.  [Ice cream in WWII was a great treat for the sailors and marines.  You will be reading about ice cream again later in this story.]

It was about 65 feet down from the flight deck to the water.  Before starting down the rope lines, Jim said they took the emergency life rafts out of the remaining aircraft (36 aircraft would be lost in the sinking), inflated the rafts, and threw them overboard.  After getting in the water, they swam to the rafts.  A cruiser was the first to try to rescue them off the raft without success.  The destroyer USS Hammann would later pick them up. He said the crew of the destroyer had to “scrub them down” because they were soaked in salt water and fuel oil.  [The Hammann would later be sunk at the Battle of Midway.]

On the way to Tonga [an archipelago of 169 islands in the South Pacific at that time a British Protectorate],  the rescued crew on the Hammann were transferred to the cruiser USS Portland.  From Tonga a troop ship took them to San Diego.

 

Tonga archipelago in South Pacific Ocean. Map WorldAtlas.com.

 

Jim’s next assignment would be on the aircraft carrier USS Enterprise.  

Having several shore assignments after the Enterprise, then First Class Petty Officer Electricians Mate James Phinney would be in Houston, Texas, when he heard WWII ended.

Jim, after being discharged from the US Navy, would use the Servicemen’s Readjustment Act of 1944 (also known as the GI Bill) to further his education.  After that he rejoined the US Navy and would retire as a Warrant Officer with over 20 years of service.

Jim passed away on September 9, 2015.

 

Julius Harry Frey.  Oral History Interview with the National Museum of the Pacific War, in Fredericksburg, Texas, on August 6, 2013. He was interviewed at his home in San Antonio, Texas.

 

Harry Frey. Photograph mynssa.nssa-nsca.org.

 

Harry was born in Laredo, Texas, on March 6, 1923.  When he was six weeks old the family moved to San Antonio, Texas.  He was 17 years old when he joined the US Navy in 1940 and had not graduated from high school.  [In 1946 after serving in WWII he would graduate from Breckenridge High School in San Antonio and continue his education.] 

Trained in the military as an Aviation Metalsmith, Harry’s first assignment was on the USS Lexington.  He was assigned to the pilot “ready room” keeping statistics on the aircraft.

The Lexington was two days at sea out from Pearl Harbor delivering aircraft to Midway Island when the ship’s captain announced that Pearl Harbor was attacked on December 7, 1941.  The ship returned to Pearl Harbor on December 13.  Harry remarked in his interview that the oil on the water was about two inches thick and difficult for smaller boats to even pass through it.

On May 8, 1942, Harry was standing on the landing at the Lexington emergency battery locker of the ship’s superstructure when the first torpedo hit the ship.  Aircraft were trying to land, others trying to take off, some planes landed and were shoved over the side, and others were sent to land on the USS Yorktown.

When Captain Sherman gave the order to “abandon ship” Harry reported to his muster station on the port side of the ship near the aft (stern) elevator. The area was just above the Gedunk.  While his group was waiting to evacuate, Harry remembered the ice cream.  

From Harry’s interview, “So, I rolled off the flight deck onto the next level. There was a big lock on the hatch going into the Gedunk.  Now there was a fire axe there, so I took the axe, and it took only one blow to knock off the lock.  I went in and took my helmet off, … , and I went behind the counter and loaded my helmet with pineapple ice cream.  …  Then I went out and I tossed it up to my buddy on the flight deck.” His buddy and others rolled off the flight deck, went into the Gedunk, and got more ice cream. He and his buddies got back up to the deck, and Harry continued, “So, when they came around to muster, everybody was up there eating ice cream.”

Harry would evacuate the Lexington using rope lines.  He was wearing a life jacket but took if off because it was difficult to swim. After about 30 minutes swimming he was picked up by the destroyer USS Morris.  Again from Harry’s interview, “Someone grabbed me and hauled me up on the deck.  I must have laid there for fifteen or twenty minutes … I looked, and I saw these ox-blood shiny shoes and the trouser had a sharp crease in them and this guy says, ‘I know this guy.  He is from our neighborhood back in San Antonio.’  He was a marine on the Morris.”

Harry and others rescued by the Morris were transferred to the cruiser USS Chester and transported to Tonga and then to San Diego.

After visiting his family in San Antonio Harry was assigned to the escort carrier USS Card. The Card provided protection for convoys in the Atlantic Ocean, searched for German submarines, and would see action in the North African Campaign (June 10, 1940 – May 13, 1943).  Harry’s next assignment was the aircraft carrier USS Bennington.  

Being on the shakedown cruise of both the Card and Bennington earned Harry what the US Navy calls a “Plank Owner” card for the two ships.

After WWII Harry used the GI Bill to get a degree from Trinity University in San Antonio and a master’s degree from Southwestern Oklahoma State University in Weatherford, Oklahoma.  

Harry did earn some credits from Sul Ross State College in Alpine, Texas.  He said he was into roping at that time and could take his horse with him. 

Harry Frey passed away on August 22, 2016.  On July 15, 2017, his and his wife’s ashes were “buried at sea” from the nuclear aircraft carrier USS Ronald Reagan with a 21 gun salute at the location in the Coral Sea where the USS Lexington (CV-2) sank in WWII.

 

Harry Frey’s burial at sea with a 21 gun salute on the USS Ronald Reagan July 15, 2017. US Navy.

 

 

[After my oral history colleague, Floyd Cox, and I interviewed Jim Phinney and Harry Frey, we realized they didn’t know each other while assigned to the Lexington nor that they both lived in San Antonio.  I asked their permission and passed on contact information to them.

Jim and Harry got together for hamburgers over lunch in San Antonio and talked about their experiences on the Lexington.

I forgot to ask if they had ice cream for dessert.]

 

The Patten brothers from Iowa.  

 

Seven Patten brothers assigned to the battleship USS Nevada. Photograph siouxcityjournal.com.

 

December 7, 1941, the battleship USS Nevada was berthed next to the battleship USS Arizona in Pearl Harbor.  Because of battleship arrival times at Pearl Harbor, the Arizona was berthed in the usual place of the Nevada.  

The Nevada was badly damaged during the surprise Japanese attack. All the brothers survived and were then assigned to the Lexington. The Patten brothers were all survivors of the sinking of the Lexington.

After the death of the five Sullivan brothers in the sinking of the light cruiser USS Juneau on November 13, 1942, during the Naval Battle of Guadalcanal, the Patten brothers served on different ships.

Floyd Patten, the boys’ father, received an age waiver during WWII to join the Navy.  Sadly he died of cancer in March 1945.  

The youngest Patten brother, Wayne, had the nickname “Patten pending” until he was old enough to join the Navy. 

The eight Patten brothers would all return home when WWII ended. 

 

Admiral Wags.  Commanding officer of the USS Lexington, Captain Sherman, had his dog Admiral Wags with him on the ship.  He was a cocker spaniel that according to the tale (not the tail) had his own muster station under the captain’s bed.

 

Picture of Admiral Wags and Captain Sherman. Photographs defensemedianetwork.com.

 

Captain Sherman was the last man off the Lexington and was able to rescue Admiral Wags.  Evacuated on different ships, they were reunited at Tonga.

Fanny Jessop Sherman, wife of Captain Sherman, wrote a children’s book about Admiral Wags published in 1943.

Admiral Wags passed away and was buried in the Shermans’ backyard with “full military honors” in 1949 at the age of 17.

 

 

Writer and WWII US Navy veteran Herman Wouk wrote two books about WWII The Winds of War and War and Remembrance that were made into two miniseries in the 1980s.  During the filming of War and Remembrance the USS Lexington (CV-16) [which at that time was designated AVT-16, training aircraft carrier] was used as a stand-in for both US Navy and IJN ships recreating battles in the Pacific.  

 

Staging on the flight deck of the USS Lexington (AVT-16) during the filming of War and Remembrance.  Photograph nara.getarchive.net.

 

The USS Lexington is now the USS Lexington Museum in Corpus Christi, Texas.

The book Stay the Rising Sun by Phil Keith has an extremely detailed  narrative of the sinking of the USS Lexington and the Battle of the Coral Sea. 

An article with more information on Admiral Wags can be found on the Defense Media Network website.

On March 4, 2018, Microsoft co-founder Paul Allen’s expedition crew of the Research Vessel (R/V) Petrel discovered the wreckage of the USS Lexington (CV-2) 76 years after being sunk in the Battle of the Coral Sea. 

Thank you to the National Museum of the Pacific War in Fredericksburg, Texas, and museum archivist Chris McDougal for providing information related to this story.  The oral history interviews of James Phinney and Julius Harry Frey are in the museum archive.  Jim Phinney’s oral history interview can be listened to online.

Thank you to Floyd Cox, my oral historian colleague, at the National  Museum of the Pacific War.  

Thank you to US Navy veteran and US Naval Academy graduate Clifford L. Deets (Lcdr, USN ret.) for providing information on Navy terminology and Navy life.

Thank you to historian Dr. Vernon L. Williams, Director of the East Anglia Air War Project, for his research assistance.

 

WWII 97th Infantry Division in Europe and the Pacific: And the Story of Private First Class Harold F. McDonald

 

Private First Class (Pfc.) Harold F. McDonald, US Army 97th Infantry Division, photograph “To my Family, Harold” circa 1943/1944.  Photograph courtesy of the McDonald Family.

 

Harold Franklin “Mac” McDonald was born July 24, 1923, on a farm in Menifee County, Kentucky, to parents Frank and Anna (née Bowling) McDonald.  He had three siblings.  His parents managed the Bowling farm during the Great Depression.  The main crop of the farm was tobacco.

Japanese Surprise Attack on Pearl Harbor, Oahu, Hawaii, December 7, 1941.

On December 7, 1941, Mac returned to the farm after rabbit hunting. He found his father pacing the floor.  Frank told his son the news.  It was particularly upsetting to Frank hearing of the sinking of the United States Ship (USS) Nevada; Frank was a sailor on the USS Nevada in WWI.

Sun Shipbuilding and Dry Dock Company, Chester, Pennsylvania.

Mac graduated from high school a term early and found a job as a machinist at Sun Shipbuilding.  

[At the beginning of WWII Sun Shipbuilding and Dry Dock Company was one of the largest shipyards in the United States (US).  During the war the company built tankers, escort carriers, hospital ships, and cargo ships for the US Maritime Commission.]

While working at Sun Shipbuilding, Mac tried to join the Merchant Marine and the US Navy.  He was rejected; he was color-blind.  When Mac heard he would soon be drafted,  he decided to return to Kentucky because he wanted to enter the military from his home state.  

Mac was a good worker at Sun Shipbuilding; he was promoted three times.  His supervisor offered him a military deferment to continue to work there.  Mac said no.  That was the first of two opportunities Mac had to not go to war.

Military Training.

Harold Franklin McDonald was inducted into the US Army on February 11, 1943.  Private (Pvt.) McDonald trained as a combat infantryman and was assigned as a gunner in a five-man mortar squad with the US Army 97th Infantry Division (ID).  He was promoted to Private First Class (Pfc.) on September 16, 1944.

Stateside training concluded in California.  During a training exercise in the surrounding hills around San Diego, California, a brush fire burned Mac’s hands, and he was hospitalized at nearby Camp Cook.  The burns became gangrenous.  A military physician told him that he could get a medical discharge.  That was Mac’s second opportunity to not go to war.  

Many of the 97th ID training exercises in California involved amphibious landings.  Mac said their “graduation” exercise was a full scale, live ammunition, amphibious beach landing on San Clemente Island off the coast of California with 500 pound bombs dropped. Many soldiers in the 97th ID thought they were going to be sent to the Pacific Theater of Operations (PTO).  The US Army 97th ID was sent (first) to the European Theater of Operations (ETO).  

[According to the history of the 97th ID, it was sent to Europe instead of the Pacific because of the high loss of US military during the Battle of the Bulge (December 16, 1944 – January 25, 1945.)]

By train from California to Camp Kilmer, New Jersey.

The 97th ID left California by train traveling the Santa Fe Railroad southern route through Texas.  The trip took about five days.  

[Camp Kilmer was one of the staging areas on the east coast for military units being sent to the European Theater.  Transport ships carrying military troops and supplies would depart New York City and cross the Atlantic Ocean to Europe.]

While waiting for a ship at Camp Kilmer, the troops could get a military pass to visit New York City.  One of the most famous and popular places to visit was Jack Dempsey’s Broadway Bar and Cocktail Lounge near Forty-Ninth Street.  [William Harrison “Jack” Dempsey was a US professional boxer who held the world heavyweight title from 1919 to 1926.] 

 

 

At Jack Dempsey’s Bar and Lounge in 1945, left to right: Staff Sergeant Charles Birkes, Private First Class Harold McDonald, and First Sergeant Jules Donoff.  Photograph courtesy of the McDonald Family.

 

The 97th ID sailed from New York City on February 19, 1945, on the Merchant Ship (MS) Sea Robin and docked at La Havre, France, on March 2, 1945.

In a 2011 oral history interview with the National Museum of the Pacific War in Fredericksburg, Texas, Colonel Harold F. McDonald, US Army Reserve (Retired), shared his experiences during WWII.

The European Theater of Operations (ETO).

Pfc. McDonald was now assigned to the 386th Infantry Regiment, Company C.

On March 29, 1945, the 97th ID was transported in 40 x 8 (40 men or 8 horses) boxcars from Rouen, France, through Maastricht, Netherlands, to the German border.  At the border the train engine was changed to the rear of the line of boxcars which were then pushed across a bridge into the area around Aachen, Germany.  As the men got off the train, they lined up in columns of two and marched toward the front lines. Mac remembers the sound of boots marching on snow, seeing dead bodies lying in a minefield, and observed the night sky lit up by artillery fire.

Mac’s company took up a defensive position across the Rhine River from Düsseldorf, Germany.  As the 97th ID position moved south along the Rhine at one time they were relieved by a US Army 101st Airborne unit. They watched the 101st add multiple telephone lines to prevent the loss of communication in the area.  Mac said they were “very impressed” with the 101st and learned the importance of redundancy.  Also, they noticed the “battle tested” 101st put their trench knives in their boots.  Mac said he and his company started to put their trench knives in their boots.

As Mac and his company advanced into Germany they encountered groups of displaced persons (DP) fleeing west, mostly Polish and Czech slave laborers who were forced to work in German armament factories.  [A DP is defined as a person outside the border of their home country when WWII ended.]

The 97th ID crossed the Sieg River in Germany on April 7, 1945, and joined the Battle for the Ruhr Pocket (April 1 – 18, 1945).  

[During the Battle for the Ruhr Pocket, Pfc. Joe R. Hastings of the 97th ID, 386th Infantry Regiment, Company C would distinguish himself in action when attacking an enemy position at Drabenderhöhe, Germany.  He would posthumously be awarded the Medal of Honor.  Mac knew him; they had played cards together.] 

After capturing a German town in the Ruhr and having some stand-down time,  Mac and another soldier “liberated” a German Opal and drove into the forested hills north of the town.  In the forest they were taken by surprise when German soldiers surrounded the car. Mac got out of the vehicle, started to put his hands up, saw a German soldier with his arms up in surrender, quickly reassessed the situation, put his hands down, took out his .45 calibre pistol, shot it into the air, and then aimed it at the Germans and said, “You are my prisoners.”  A German soldier handed his MP40 submachine gun (Allies called it a Schmeisser) to Mac in a gesture of surrender.  Mac fired  it into the air, and it jammed; the soldier took the submachine gun back from him, unjammed it, and handed it back to Mac.  A German major, in perfect English, said he would only surrender to an officer.  There being no US Army officer nearby, he decided to surrender to Pfc. Harold McDonald and asked to bury the German dead before they left the area.  The request was granted.  Pfc. McDonald ordered the Germans to line up in a column of two, and they marched out of the forest into the town where Mac’s unit was waiting for the surrendering Germans.  Mac said he and the German major talked during the march.  The major who was in charge of an artillery unit told Mac his last order was to use all of his ammunition, and then they could surrender.  

Mac said in his interview that “surrendering is an art” that may or may not be successful.

On April 25, 1945, during combat with the Germans in a partially wooded area just inside the Germany and Czechoslovakia border, a member of Mac’s unit, Pfc. John “Jack” Van Valkenberg, was shot in the abdomen by a German.  The company medic, Pfc. Charles Kuhlman, who was identifiable with a Red Cross on his helmet and on his medical bag, went into an open field to treat him.  Jack did not survive his wound.  Pfc. Kuhlman was walking back to the American line when he was shot in the back by a German.  He was within a few feet of Mac; Mac was looking at him.  Mac saw the fatal bullet exit through the medic’s field jacket pocket. The 97th called in an artillery attack on the wooded area and approximately 50 Germans surrendered.

The 97th ID had advanced into Czechoslovakia when on May 8, 1945, WWII officially ended in the ETO.  The division moved back in stages to Le Havre, France, and on June 16, 1945, set sail for Boston, Massachusetts.

The division was given a 30-day leave back in the US.

The Pacific Theater of Operations (PTO).

On September 1, 1945, the 97th ID departed Seattle, Washington, on the USS General John Pope for the Pacific Theater.  Mac said a band was playing the Glenn Miller song Sentimental Journey when the ship left.

On September 2, 1945, the Japanese officially surrendered to the Allies on the USS Missouri in Tokyo Bay, Japan.

The 97th ID arrived in Yokohama, Japan, on September 25, 1945.  The division would be part the post WWII Allied occupation force with an assignment to dispose of and confiscate Japanese military property.  Mac’s company was sent to Chichibu in the Saitama Prefecture on Honshu.  One of their duties was to guard the Asan gas dump and aviation fuel tanks and to insure all military factories in the area were closed.  They found a closed factory building where Japanese uniforms were made during the war.  However, the factory owner had moved the manufacturing equipment to a dormitory housing workers and set up a production line there.  The factory was closed a second time.

In February 1946 the 97th began sending troops back to the US.  Mac recalled taking a train from Chichibu to Tokyo, Japan.  While waiting for a ship returning Allied troops to the US, he played his first game of golf at the Tokyo Country Club.

Due to rough weather in the Pacific Ocean, Mac’s military transport ship returned to Los Angeles, California, instead of Seattle.  The ship arrived at night; there were no bands or welcoming crowds.  But Mac had survived the war.  He was 22 years old.

On March 31, 1946, the US Army 97th ID was inactivated in Yokohama.

[The last official shot of WWII in the ETO was credited to Pfc. Domenic Mozzetta of the 97th ID, 387th Infantry Regiment, Company B when before midnight on May 7, 1945, he shot at a German sniper near the town of Klenovice in Czechoslovakia.

During WWII the 97th ID had liberated a prisoner of war camp in Hoffnungstal, Germany; liberated (with the 90th ID) Flossenbürg concentration camp in Bavaria, Germany; and liberated Helmbrechts, Germany, concentration camp, a Flossenbürg sub-camp for women.

Counter-intelligence officers of the 97th ID in Japan would find $3 million dollars of silver bullion in Iida and $2.5 million dollars of stolen radium in the Osaka German consulate on October 26, 1945. In Karuizawa on October 31, 1945, the 97th ID counter-intelligence Special Agent Robie Macauley arrested 26 prominent Nazis who were hiding there.]

After WWII using the Servicemen’s Readjustment Act of 1944, also known as the GI Bill, Mac attended the South Dakota School of Mines and Technology and graduated with a Bachelor of Science Degree in Civil Engineering.  While in school he met a young lady, Sara (Sally) Yetter.  They were married in 1950 and had three children.

Many returning servicemen after WWII decided to stay in the US military either on active duty or in the reserves.  Mac joined the US Army Reserve.  In his civilian life, he had a successful career as a businessman and banker.  He retired from the US Army Reserve as a Colonel in 1978.

 

Retirement ceremony for US Army Colonel Harold F. McDonald in 1978. His wife is standing to his left.  Photograph courtesy of the McDonald Family.

 

Harold F. “Mac” McDonald passed away on June 14, 2012.  When I interviewed him in 2011 he had a final thought about the dropping of the atomic bombs on Japan that ended WWII.  When Mac arrived for occupation duty in 1945 he saw three rows of trenches dug along the shoreline around Yokohama.  During his time in Japan he observed the military capabilities of the Japanese and the spirit of the citizenry who would have fought to their death.  His belief was that many more Japanese and Allied lives, above the number of those lost in the dropping of the two atomic bombs, would have been lost if  the planned Allied invasion of Japan (Operation Downfall) had taken place.  

 

 

Thank you to Kathleen, Linda, and John, the children of Harold McDonald for their help in researching this story and for permission to use the photographs.

Harold F. McDonald’s full interview is in the archives of the National Museum of the Pacific War in Fredericksburg, Texas.  Thank you to museum archivist Chris McDougal for providing information related to this story.

Thank you to historian Dr. Vernon L. Williams, Director of the East Anglia Air War Project, for his research assistance.

Thank you to WWII historian and researcher Sue Moyer.

Thank you to historian G.L. Lamborn.