coast guard celebrates 230th birthday · of my ship—my lovely wife, michalene—has decided that...

Visit our Web site at https://www.cgretirenw.org

Pacific currents newsletter“They Also Serve”

Volume XXI Issue III 1 september 2020

United States Coast Guard Retiree Council Northwest

Photo by: MK1 Jamie Thielen

By ADM K. L. Schultz, Commandant

Today [4 August] on the Coast G u a r d ’ s 2 3 0 t h birthday—a n d everyday—C o a s t G u a r d w o m e n and men f a c i l i t a t e

commerce in our ports and waterways; interdict illegal drugs at sea; patrol our coasts and protect our harbors and waterways; enforce laws and international treaties, and project sovereignty in the High Latitudes; and save lives. We remain “Always Ready.”

We operate on America’s maritime front lines, and have done so since Alexander Hamilton petitioned President George Washington to build a fleet of ten sea-going cutters in 1790. Our Service has once again faced unique challenges.

Through the COVID-19 global pandemic, the Coast Guard has answered the call, recalling Reservists as an essential element of our mission ready total workforce, providing members to support other agencies including the Department of Health and Human Services (HHS) and the Federal Emergency Management Agency (FEMA), assisting with the safe transit, mooring, and security of the USNS Comfort and USNS Mercy, and partnering with our fellow DHS agencies and municipal government officials to safely disembark over 250,000 cruise ship passengers from 76 vessels.

Throughout this extraordinary period, the dedication and

innovation of our Coast Guard active duty, reserve, civilian, auxiliarists, and the support of our families, have allowed us to overcome myriad challenges, best leverage resources, and mitigate risk to ensure the health and safety of our workforce while performing our statutory missions. We have appropriately prioritized operations that provide vital services to the American people in order to maintain national security, protect life and property, and enable the Marine Transportation System (MTS) which is responsible for $5.4 trillion of our Nation's annual economy. Fueled by the adaptability and teamwork of our

Photo by U S C G

Coast Guard Celebrates 230th Birthday

230 years Continued on page 2

Coast Guard Retiree Council Northwest Newsletter pacIfIc currents

Visit our Web site at https://www.cgretirenw.orgFall 2020

230 years Continued from page 1

dedicated workforce, our Service has continued to maximize readiness and deliver mission success across the globe against the backdrop of the world wide pandemic. These efforts have enabled the Coast Guard to successfully interdict over 40,000 kilograms of cocaine and nearly 30,000 pounds of marijuana, apprehend over 100 smugglers, and conduct numerous Living Marine Resource boardings since the beginning of the COVID-19 response. Additionally, the Coast Guard has responded to a 10% increase in Search and Rescue cases, and facilitated commerce and global maritime transportation from the Mississippi River to the Arctic Circle and beyond. Our Coast Guard remains Ready, Relevant, and Responsive to meet the needs of the Nation.

On this 230th birthday, as you stand the watch at sea, in the air, or ashore, I salute your dedication and resiliency as you continue to serve proudly as a member of our team – the World’s Best Coast Guard! As we have done since 1790, the Coast Guard stands the watch and remains “Always Ready.”

It is with a heavy heart I write this letter. After twenty years of active duty, followed by six years in the Auxiliary and twenty-three years with this newsletter, the captain of my ship—my lovely wife, Michalene—has decided that I’ll be retiring from my retirement so we can spend

more time together. (I suspect part of it might also be that my 70th birthday is in the rear view mirror; but we’ll go with her official reason.)

As I look back on my years with the 13th District, I realize I have a long history here despite transfers bouncing me across the nation. I was even born here! My first duty station was the Lightship Columbia River (WLV 604). I spent several years at Supply Depot Seattle and the District office there. I retired here!

I started my lifelong love for publishing books and printed materials with the CG. Even received photography and dark room lessons from the photo jounalist stationed with me at TRACEN Petaluma. Though in all honesty, after years of writing training materials, administrative instructions, and manuals for the CG, and still liking it, I guess it all was inevitable. I bought an Apple computer and published my first newsletter for NAFA in 1986. (I received the USCG Alex Haley award for that monthly newsletter in 1987.)

While reflecting on the humble beginnings of this newsletter I’m amazed at how much we’ve grown. Back in 1996, I met YNCS Ev Black and RADM Alfred P. Manning of the Retiree Council at a meeting in Portland and offered my help with their newsletter. At this time, Ev was producing the newsletter by himself: cut and paste (literally scissors and glue), eight pages in booklet format, black and white, and printed by the US Government Printing Office for about $12,000 annually. Ev and I put our heads together and gradually started making changes, starting with upgrading to digital assembly. When the Active USCG budget cut off all the funding to retiree councils nationwide, we decided to go for broke and make some bold changes. We rechristened the newsletter and went 100 percent digital, dropping production costs to zero.

Today, thanks to RADM Bert Kinghorn, LCDR Phillip Johnson, and other contributors, as well as USCG public affairs and the support and friendship

Farewell from the Editor of Dr. David S. Rosen (Historian, CG Pacific Area) we are able to deliver an expanded full-color newsletter averaging thirty to forty pages in length. Articles now range from news, happenings, history, book reviews, and humor, and include submissions by VA; TRICARE; active, reserve, retired, and Auxiliary members.

After a combined forty-nine years of USCG service, it is now time to savor my great-grandchildren and maybe even the rest of the family as well. Thank you to all my supporters and submitters over the years! I especially appreciate the guidance and skills of RADM Kinghorn, LCDR Johnson, and Commodore Dean Wimer (Auxiliary).

God bless all my shipmates,

Fair Winds and Following Seas!

CWO3, (F&S) (Retired)


Fall 2020Visit our Web site at https://www.cgretirenw.org

ROTC Continued on page 4

Pictured with the USCG Cutter James in the spring of 2019 (from left) are USCG Charleston Sector Nick Wong, Commander for Coast Guard Sector Charleston; Dennis

Bradford, Port Security Specialist Coast Guard Sector Charleston; Will Haynie, Mayor of Mount Pleasant; Anna

Dassing, Principal of Lucy Beckham High School; Claire Gatlin, Director of School Counciling, Lucy Beckham High School and

Dan Head, Senator Lindsey Graham’s Office-Lowcountry Regional Director.

Coast Guard JROTC programZach Giroux [email protected]

When Lucy Beckham High School (LBHS) opens its doors this fall, it will also be introducing a flagship

2020 Council LeadershipCWO3 (F&S) Patrick L. Wills – Editor EmeritusYNCM Patricia Stolle – SecretaryLCDR Phil Johnson – Co-chairRADM Bert Kinghorn – Co-chairLCDR Patricia Green - Retiree Council Liaison Officer with CG Base Seattle CWO Tony Espejo – Plank OwnerCAPT Dana Starkweather – Co-chair Emeritus

Coast Guard urges safe boating practices during

Labor Day holiday weekend5th Coast Guard District Public Affairs

The Coast Guard reminds mariners and beach goers to exercise caution and practice safe boating during the Labor Day holiday weekend, traditionally a time of increased boating traffic on waterways.

Mariners are reminded not operate vessels under the influence. In addition to decreasing the operator's ability to make sound judgments, the consumption of alcohol also negatively affects the ability of passengers to respond in the case of an emergency on the water.

The Coast Guard recommends the following safe practices:

• Never boat under the influence. Have a designated sober operator.

• It is against federal law to operate a vessel with .08% blood alcohol content or higher.

• Always wear a life jacket aboard a vessel.

• Make sure a friend or relative knows your float plan. A float plan states where you are going and when you will return. The Coast Guard app, available for Apple and Android devices, makes filing a float plan easy.

• Maintain a reliable means of communication such as a VHF radio and a fully charged cell phone.

• Listen for safety zones, safety bulletins and emergency broadcasts via VHF-FM channel 16.

• Label your paddle craft, like kayaks and canoes - write your name and a contact number with indelible ink or a labeling sticker in the event it gets lost.

• Bring water, sunblock, and required medication when heading out on your boating venture.

• Beachgoers are reminded to follow precautions regarding rip current dangers posted on beaches they visit, and not to swim on beaches after hours, or when a lifeguard isn't present.

• Watch the weather. The National Weather Service broadcasts marine weather forecasts regularly by radio or by checking the NWS website at www.nws.noaa.gov.

Beachgoers can assist the Coast Guard in unnecessary searches by labeling any inflatable floats they bring to the beach with their name and phone number, and to ensure they maintain control of it. The Coast Guard initiates searches when pool floats are found, which can take resources away from people who are in distress.

"Labor Day is dedicated to the contributions and achievements of American workers, and we want mariners and beach goers to safely enjoy this special day," said Lt. Cmdr. Dan Schrader, the public affairs officer for the Coast Guard’s mid-Atlantic region. "You can enjoy a holiday weekend safely on the water by wearing a life jacket, filing a float plan, labeling your watercraft, and never operating any boat or other watercraft while under the influence."



ROTC Continued on page 5

ROTC Continued from page 3

program among high schools statewide. The U.S. Coast Guard’s first Junior Reserve Officer Training Corps (JROTC) pilot program in South Carolina will be a classroom option at the new high school.

News of the scholastic first for the Charleston County School District came from a congressional undertaking spearheaded by S.C. District 1 U.S. Rep. Joe Cunningham and Majority Whip, S.C. District 6 Congressman James Clyburn. On July 8, an amendment to the Fiscal Year 2020 National Defense Authorization Act (NDAA) was passed that establishes Coast Guard JROTC programs in high schools across the country.

Following the amendment’s passing in June 2019, it was signed into law by President Donald Trump in December 2019. Once established, the LBHS program will be among the first nationwide.

The program’s precedent makes it so no high school in the country will have to go through the legislative process that LBHS Principal Anna Dassing and her staff experienced.

In the spring of 2017, Dassing was named principal of LBHS before the school was built. She took over programming for comprehensive projects, which included developing a JROTC program.

The only requirements in applying were an interest in leadership and willingness to understand. Students are expected to wear a uniform periodically, participate in physical training and uphold the mission and vision of LBHS. The program’s fitness portion will meet the physical education requirement for high school.

Dassing and peers considered partnering with Wando’s Air Force JROTC program but then decided to branch out on their own. They soon began considering the Coast Guard and Navy program options.

The fall of 2017 through the fall of 2018, LBHS explored the two programs and decided to go with the Coast Guard due to funding. The Navy is funded through the U.S. Department of Defense, which was

not accepting any new applications nationwide. Also, more than 300 applications were ahead of LBHS.

However, since the Coast Guard is authorized by the U.S. Department of Homeland Security, their JROTC program receives a different source of federal funding. Dassing was originally told that a Coast Guard JROTC wouldn’t be an option due to funding

complications. “I felt like we kept getting no after no after no and I don’t take no for an

answer generally,” she said.

In December 2018, LBHS staff visited the Federal Law Enforcement Training Center in North Charleston where Dassing met Coast Guard leadership

and began discussions. A month later they visited Al Keith-Camden High

School in North Carolina, one of only two Coast Guard JROTC programs in the U.S. with

the other in Miami.

Dassing recalls the Coast Guard leadership telling her, “Anna, it’s going to take an Act of Congress.” Her next course of action ultimately defined the fate of the project.

To make their case official, in February 2019 Dassing sent a letter to the Charleston County Legislative Delegation Office asking for assistance. It received an amazing response from both the House of Representatives and the Senate, but Dassing would need to find a legislator who would sponsor a bill and carry it through the legislative process.

“I told somebody I felt like I was asking 15 or 20 people to the prom and hoping that one person would be interested,” she said.

Dassing found just that in both Cunningham and Clyburn, who were original co-sponsors, as well as support from U.S. Sen. Lindsey Graham and U.S. Sen. Tim Scott.

“The Coast Guard JROTC program is designed to teach young people critical life skills like leadership, discipline and integrity that help them become better, more engaged citizens,” Cunningham said in a press statement. “These skills will serve them well in whatever path they follow after graduation. I am thrilled that Mount Pleasant high schoolers will be



ROTC Continued from page 4

among the first in the nation to have the opportunity to have this fulfilling experience.”

After meeting with local representatives at The Citadel’s JROTC camp in March 2019, that May legislation was drafted to amend the National Defense Authorization Act. “The ball just started rolling,” Dassing said.

In June 2019, Cunningham introduced a bill to the House of Representatives where it passed by two-thirds vote. Then in the Senate where it passed by simple majority.

“I am pleased that the Coast Guard has decided to establish a JROTC program at Lucy Beckham High School, which will allow these students to learn valuable leadership skills and important life lessons,” Clyburn said in a press statement. “I hope more schools across the country will take advantage of JROTC programs and the new allowance that enables this leadership training to occur earlier in their educational pursuits.”

In the fall of 2019, there was a legislative debate regarding the bill but it was ultimately signed by Trump in December. After receiving authorization, Lucy Beckham spent this spring solidifying plans and details for implementation.

Dassing admitted staff morale was positive about the program being put into action until it was put on pause by the global outbreak of COVID-19 in March.

“I was very, very nervous that we were going to lose it because of funding or something like that,” she said. “I was super relieved but also very proud and just excited that we were able to make it reality.”

Dassing prayed and proceeded to advertise the program to gauge students’ interest. So far about 50 students have signed up, which is approximately 5% of the 750 incoming ninth and 10th graders. The second year that number is expected to grow significantly with an addition of juniors and seniors to make a student body of approximately 1,400 in 2021-22.

The first class this fall will consist of freshman and sophomores transferring from Wando’s Air Force JROTC program. An introductory level and second level course will be taught.

The program will focus primarily on maritime safety, with an emphasis on leadership, service and how to protect and serve the country.

The curriculum will cover the following standards:

• History of the Coast Guard• Courtesies, drills, and ceremonies• Uniform, rank, rates• Code of conduct• Fundamentals of leadership and group

dynamics• Basic seamanship and watchstanding• Navigation rules• Nautical charts, compass, navigational

plotting• Radio procedures

In the future, LBHS is looking to offer subjects related to Homeland Security such as law enforcement, customs and port security. Dassing compared it to a pre-collegiate version of a Homeland Security major.

Dassing said the timing was impeccable because the Coast Guard just recently increased its presence in the Charleston area. Now, students will have the advantage of being instructed directly from local panelists. “Lucy Beckham is a natural fit because we are in a coastal community,” she said.

Dassing said the new school prides itself on its boldness and innovation. When students embark on the program this fall, whether it be in-person or online, they’ll be blazing their own trail − the Beckham way.

“It just took a lot of persistence and the stars aligning and the right people helping us out. It was truly a team effort,” she said.

U S Coast Guard Junior ROTC cadets pass in review.



Comanche Continued on page 7

Coast Guard reminds commercial fishermen of restricted bar crossing

requirementsCoast Guard PA Detachment Astoria

PORTLAND, Ore. — The Coast Guard is advising commercial fishermen they are required by law to notify Coast Guard watchstanders prior to crossing a bar between sunset and sunrise when bar restrictions are in place for recreational or uninspected passenger vessels of the same length.

Prior to crossing a restricted bar, commercial fisherman must notify the Coast Guard on VHF-FM channel 16 or 22A and provide their vessel name, position, number of people aboard, their destination and any vessel limitations. Then, after crossing, they are required to report a safe transit or otherwise.

"Since 2016, five commercial fishing vessels have capsized while crossing a restricted bar along the Oregon Coast, tragically resulting in the loss of life of 10 mariners," said Lt. Carl Eschler, investigations division, Coast Guard Marine Safety Unit Portland. "Had the Coast Guard been aware that these vessels were crossing the bar when these hazardous conditions were present, Coast Guard assets could have been on scene and ready to assist as needed to ensure a safe crossing of the bar. Contacting the Coast Guard prior to crossing a restricted bar between sunset and sunrise is more than just a good idea for commercial fishermen, it is a requirement."

Operators are also reminded that they shall ensure all persons on deck, or located in any open areas of the vessel, are wearing life jackets or immersion suits while crossing a restricted bar.

Life jackets or immersion suits are required to be readily accessible for all persons located in any

enclosed spaces of vessels when crossing a bar with restrictions in place. Life jackets are also required whenever a vessel is under tow or while being escorted across the bar by the Coast Guard.

Failure to comply with these requirements may result in a maximum civil penalty of $25,000.

Please click the following links for additional information:

Current bar conditions and restrictions

Particular information for each bar along the Oregon Coast

Mariners are urged to subscribe to receive the Local Notice to Mariners.

The 13th Coast Guard District Special Local Notice to Mariners is an annual publication containing important information to include web links, points of contact, phone numbers, and email addresses for various agencies and subject matter experts to assist in safe trip planning across the bar.

A Coast Guard 47-foot motor lifeboat crew trains at the Umpqua River near Winchester

Bay in this file photo. Contributed photo from USCG

USCGC Comanche (ATA-202, WATA-202, WMEC-202)

https://archive.hnsa.org/ships/comanche.htm

Comanche 2009

During WW II the U.S. Navy began to order large heavy duty ocean-going tugs, particularly for the purpose of towing naval vessels damaged and disabled in combat. Eighty-nine ATA tugs were built by end of the war. After commissioning in Texas, ATA-202 proceeded via the Panama Canal to the Pacific reporting for duty in support of the Okinawa campaign at Ulithi atoll. ATs (tugs) were almost indispensable at logistic anchorages and in support of invasions they performed noteworthy service. ATA-202 was awarded one battle star for



Comanche Continued from page 6

towing battle-damaged ships out of the line of fire to U.S. Navy facilities for repair. She returned to the United States in September, 1945. ATA-202 began duty in the 11th Naval District at San Diego towing various US Navy vessels and barges as needed. She was reassigned to the Atlantic Reserve Fleet's Texas Group in March 1946 and named USS Wampanoag on July 16, 1948. She was later laid up in the Atlantic Reserve Fleet.

In February of 1959, USS Wampanoag was loaned to the U.S. Coast Guard by the U.S. Navy. They commissioned ATA-202 as the USCG Cutter Comanche WATA-202 and later changed this to WMEC-202. On 1 June 1969, the Navy permanently transferred Comanche to the Coast Guard

Comanche was first home-ported in California USCG District 11 and later USCG District 12, where she was assigned to law enforcement and search and rescue patrols as well as the re-supply of remote light stations and lightships. She became a well known Coast Guard vessel along the Pacific coast, a standard bearer of the Coast Guard's motto Semper Paratus - "always ready", rendering assistance to numerous ships, fishing boats and recreational vessels and Federal law enforcement service.

Examples of Comanche's routine multi-purpose services' included towing the 523-foot tanker SS Cottonwood Creek to safety after it became disabled with fire in the engine room. During the same year she responded to a distress call from the Japanese freighter Kokoku Maru after the freighter collided with another vessel. One Japanese seaman was killed and the other 43 crewmen abandoned their ship and were rescued by the Comanche. She gave the first U.S.

"notice of a violation" ever given to a foreign fishing vessel on the Pacific Coast fisheries.

In 1967, Comanche was stationed at Corpus Christi, Texas, performing many of the same services it rendered in the Pacific. She also did piracy patrols off the coast of Cuba and South America, intercepting stolen boats. She returned to the west coast in 1969, home ported at Eureka, California until she was decommissioned on 30 January 1980.

After a decade of sitting idle on the Sacramento River in California, Comanche was acquired by Dave Howard of Toledo, Washington for private commercial tug service in the early 1990s and moved to the Puget Sound of Washington State. Comanche became one of the largest commercial tugs on the Puget Sound, towing a wide variety of commercial vessels from Mexico to Alaska.

On September 11, 2007, Comanche 202 Foundation was granted exempt status by the IRS and in October, vessel Comanche was donated to the Comanche 202 Foundation which is restoring the vessel through the work of volunteers, many of whom actively served on her in their younger days.

USCGC Comanche on 8 Apr 1978Type: ATA-170-class tug Built At: Gulfport Boiler & Welding Works, Port Arthur, Texas Commissioned: 8 December 1944Length: 143 feet Beam: 33 feet, 10 inches Displacement: 860 tons Draft: 13 feet, two inches Speed: 13 knots Propulsion: 2 - Cleveland V12-228A diesel-electric engines, 4-blade single screw. Complement: 7 officers, 42 enlisted Armament: one 3"/50 gun, two twin 40mm guns

Address for Correspondence: Comanche 202 Foundation 403 Garfield Street, S. Tacoma, WA 98444-3625 (253) 227-9678 Joe V. Peterson, Director of Operations Email: [email protected] http://www.76fsa.org/cgta/comanchee.htm

USCGC Comanche (WMEC-202) USCG Photo



Go Out Continued on page 9

“You Have To Go Out”by Randy W Kerr, SNGM, USCGC Jarvis

I saw it my first day in boot camp, blocked out in bold black letters over the barracks door. I smiled proudly and reveled in the macho dilettantism a young man can experience reading heroic words: You Have To Go Out, But You Don’t Have to Come Back. The unofficial motto of the Coast Guard. To me it bestowed a sense of purpose I had never felt in all my seventeen years. I had never gone out. For anything that mattered.

I had never gone out for football, although as a six foot one-hundred eighty pound teen-ager I was courted and belittled in turn by coaches who saw the raw material for boosting their win/ loss stats in every large boy that entered the school and who heaped scorn on those who refused to play their game. I had never gone out with girls because the ambivalence of puberty was easier to deal with than the possibility of rejection; and because in my small school personal rejection was public domain in a brief time. I was as sensitive to self-image as anyone but at the same time angry that image seemed more important than content. It’s a fact of our society that still troubles me.

No one asked me how I felt about a coach who would send in the same play three times in a row then blame the players when it was shoved down their throats as many times in succession. They only knew that I didn’t go out, and therefore couldn’t know anything. No one seemed to think that the best way to deal with people, male or female, was to first come to grips with one’s inner self. Everyone else got by wearing the right clothes, listening to the right music and saying the right things. I felt inadequate because everyone around me seemed so confident in their life plans, where they were going and what they wanted, while I wasn’t even sure where I was. You have to know where you are before you can plan to get somewhere don’t you? And what do you do when everyone else looks

distinctly like a sleek, perfectly conformal lemming and you feel like a rook in the way of the swarm? Do you run with the swarm, trying desperately to be what you know you’re not, or was there something else for me? Early on in my life my parents had given me a great gift, they taught me that no matter what it was you wanted to learn, somewhere in the world there was a book about it. I didn’t have a football letter, but I had a library card. Plato was right when he said the life unexamined wasn’t worth living. I examined my life. I examined life in general and Life in the America of Vietnam specifically. And from the imagined depths of my puddle of seventeen years wisdom I looked out on the world and I knew I had the answer. I decided the public school system was a mold our culture squeezes young minds into in order to fit them within the society that was inevitably created by using materials of the same dimension. There was no room for my round peg. I realized that I had to get off the assembly line because the person I had come to know within me would be jammed into a mold one way or the other. That wasn’t how I wanted to live. I quit school. The motivation to quit came not from defeat, but from despair. The despair came from the realization that my teachers and Councilors had no more idea what life was about than I, and they had no intention of trying to alter the mold to fit me. Questions were to be answered by students in school, sized according to the molds and checked for conformity. Variation was not tolerated in the administration of education.

A few months later I rolled through the gates of the Coast Guard’s Alameda Training Center, I had joined the Coast Guard instead of the Army because despite my boyhood games of war and glory I had watched the evening news and knew that war wasn’t all glory. The part that I secretly feared, that I had no control over, was the dying. I couldn’t die just yet. I hadn’t even worked out a plan of living. I didn’t have the guts to admit to anyone that I was scared of combat, scared of facing death. I didn’t want to know death; didn’t think I needed to know death. But I had a plan to hide my fear. I’d do just like my leaders did and state one objective to cover another. I would say if asked that I didn’t join the Army because I opposed the war in Vietnam. Please understand, I didn’t kid myself about high political morality and the depth of my understanding of the injustice of that war, the real determinate was a guy from my old school. The guy who used to awe me with his vast knowledge

Until you put up your life as collateralfor another life, you don’t know

what Lifesaving is About



Go Out Continued from page 8


of women, politics, and cars during whispered conferences in study hall; he an invincible senior, I a lowly frosh. He had planned a military career of glory and a return as bemedaled sun-bronzed hero, maybe wounded a little bit, nothing much. And the girls, well, the girls would hang on him like grapes on a vine. He came home in a bag. My desire for life outweighed all the revels of glory John Wayne had ever engendered in me.

So, I joined the Coast Guard. What could be safer than helping others? I finally had a Plan. With my seventeen years of accumulated wisdom and a safe haven helping others I could get things straight. In four-years I would be ready to start living my life. I’d have a Plan. I had lots of time, my life expectancy was nearly seventy-five years and after all, I was only seventeen.

Eighteen months later I was clinging desperately to an icy railing, braced against foam-filled winds that shrieked by at eighty miles an hour in the pitch blackness of an Aleutian night. Something had gone wrong with my Plan. This wasn’t the way it was supposed to work. If you went in the Army you got shot and died young. If you went in the Coast Guard you saved people from dying. You Have To Go Out, But You Don’t Have to Come Back. It was only a saying, like Liberty and Justice For All, right? I didn’t feel like a savior huddled in that black icy maelstrom. I felt numb with cold and fear and the realization that if our navigators careful figuring on set and drift was correct, I had but an hour to live. I had finally learned what it meant to Go Out. My ship, the newest, fastest, most powerful the Coast Guard had, a Hero-class High Endurance Cutter, was powerless, flooded, and being swept like any other piece of flotsam toward a beach that only qualified as a beach because its boulder-strewn margin separated a sheer cliff from a foaming demon called the Gulf of Alaska. You didn’t need to be a fully qualified naval architect, or to hold a master’s degree in Physics to understand what was going to happen when my fragile world met the cold unyielding rocks of Sedanka Island driven by those irresistible seas. Even a high school dropout could grasp the reality of that situation.

Twenty-three hours earlier I had been tucked into as advanced a life support system as my country could produce. I was confident that this storm would be like all others we had encountered, and bested, before. We had a Plan. We would ride anchor in Dutch Harbor, awaiting the storm’s passing.

Safe. Secure.

At three fifteen in the morning came the sound of ripping steel as rocky claws of reality curved deep into my man-made haven. I ran to my station in the compartment under our five-inch cannon. It’s ability to pump out a thousand pounds of explosive shells a minute impotent in the gale. Since I was a Gunners mate, my task was to go below to check the ammunition magazines in the bowels of the ship, they would be the first to show any damage. I knew what it meant when the heavy steel hatch popped up with a whoosh of compressed air as I opened it. We had water coming in. Down into the magazine, past rows of racked death. I caught a whiff of the sea. When I looked under the deck plates on the after end of the compartment there was water everywhere. I climbed down under the plates with a flashlight, crawling through numbing water toward a hissing turbulence in the distance. The thin steel cover that gave access to the fiberglass sonar dome which hung below our bow was leaking. Water shot out between the threaded studs on the bilge floor, and pieces of shredded cork gasket floated on the swirling water. Each time the ship heaved downward water surged in heartbeat-like gushes, driven by two thousand tons of pitching ship. I realized that the sonar dome was gone, the thin fiberglass shell wiped away, and that this quarter-inch plate and twenty-odd nuts were all that was plugging a thirty-four-inch hole in the bottom of the ship. I stared in horrified fascination at the sight of the metal bending and retreating under the pounding. This was real. This was no heady string of words.

This was death.

We of course had plans to deal with emergencies, and it wasn’t long until our damage control team had thick timbers wedged in place to support the plate, and we began to remove water with an electric pump so powerful that it could only run a few minutes before it sucked the bilge dry. We clawed our way off the rocky shoal we had hit and the ship staggered into a sheltered bay where we set to work on more lasting repairs. We all relaxed, isolated from the rest of the ship by concentration on our task, steel watertight doors, and discipline that told us to wait for the word. It came. They needed our pump elsewhere. Our engine room was flooding. Our heart. I wondered about the danger but pushed it away. We were the Coast Guard, the ones everyone else called on for




help. We always answered the call, we always went out, and we always came back, right?

Less than four hours later the engine room reported ready and we headed out to sea, turning south, to Honolulu and home. We had escaped and would have a great story to tell when we got back. Then the sea struck again. Our patched engine room suddenly began taking water faster than all the ship’s pumps combined could handle. As our bow knifed plow-like into ever-increasing seas I remembered my tattered copy of Robert Burns, tucked beneath my now long-cold bunk, and his thoughts on the plans of mice and men. We tried to turn back, to retrace our steps, but the seas had grown so that when we turned into the trough of the swells to come about we rolled fifty-eight degrees off vertical. We all knew a sixty-five-degree roll would push the ship past the point of no return, the “death roll”. We tried again. This time we rolled sixty-two degrees. Down in the magazine there was no crying out, no panic, but as the ship heeled farther and farther, as we clung grimly to structural members in the dim-light as the walls became floors and the thought of being trapped inside a sinking ship welled up inside us all, one man muttered out a loud “Jesus Baby, don’t give up now!” Three more times we tried and three more times we were forced to straighten out or go over. It was then I realized we couldn’t go back. You never can.

Less than thirty minutes later the engine room was flooded half-full, the water eight feet deep. The giant eighteen-cylinder diesels stilled. The powerful gas turbines we used to reach top speed were flooded with oil and debris and useless. The ship went black. The power for our largest pumps disappeared. Only a small emergency turbine generator tucked in the stern still operated and it had to power pumps, radar, an electric bow thruster that tried vainly to hold us in one spot, and the radios which were now crying out the call we were trained to answer: SOS. SOS. SOS.

The wind was a living entity, it gripped us, cackled with glee, and hurled the tops of the huge waves in a machine-gun staccato against our skin. The water in the engine room was now fifteen feet deep. The damage control team there dogged down the doors and waited. We were helpless.

But we wouldn’t sink. We still had enough dry compartments to hold us up, twisting and pitching out of control as wave after wave pounded us upon Neptune’s icy altar. Sinking would be quick, merciful. A man can only live three minutes in the cold Arctic seas until the heat is sucked out of him, like a match dropped into a tub of ice water. Our death would not be quick. Driven before wind and wave, with only a few gasoline-powered pumps pounding out a futile effort to hold back the flooding water, we headed for the rocks.

In the magazine, where the temporary patch had slowed the water to a manageable flow, we were now bailing with buckets. Passing the frigid water one bucket at a time up fifteen vertical feet, the slopping water showering those below on the ladders in a constant deluge of icy brine as the ship bucked and heaved, and then down a line of swaying men to the ship’s laundry where it was dumped into a sink, to return to the sea to flood back again through the gap between the sonar dome plate and the bilge floor. We were soon aided by a little pump designed for pumping oil from barrels. It wasn’t long until we began to realize that the bailing was futile, we could run the pump for twenty minutes each hour and keep up, and exhausted and dripping men began drifting off in ones and twos, smiling with distant gazes at the officer who told them to stay. We knew where we were, and we knew where we were headed. We had taken this ship from the builder’s yard in New Orleans just eleven months before, sailed her to Hawaii and ran weeks of endless drills learning how to handle her. We thought we knew her, and we all had grown to think of her as a part of us. She fed us, protected us, kept us warm and carried us where we needed to go. Thoughts of losing her ripped at something deep inside. It was only after I accepted the fact that she would die that night that I began to think about my own death. Then a petty officer came through the compartment I was sitting in, there were about ten silent men in the compartment, each wrapped in his own transparent bubble of shock. The petty officer was collecting volunteers to begin lowering the heavy life raft containers from their racks. Someone

USCGC Jarvis (WHEC 725) USCG Photo




asked how we were going to use the rafts since the wind would surely blow them away as soon as they were inflated. The petty officer just shrugged and replied that we weren’t going to use them, just lower them to the deck. A few guys laughed. A few stood up. “What’s the use?” Someone asked from a dark corner. We’re going to die anyway.

“You been goin’ ta die from the day you were born asshole,” the man snapped back. “You just now figuring that out? We might all get lucky and get washed over the side. At least that would be quick.”

He had it pegged. We were going to die anyway, and doing something was better than sitting in the damp dark room brooding about it. I stood up and pulled on my parka, I knew we didn’t have to come back.

We didn’t get washed over the side; we obviously didn’t smash into the rooks. Through our bridge crew’s skill at using the bow thruster and rudders to keep the ship angled to the wind and thereby “sailing” her, and plain dumb luck in that the wind eased some, we stayed off the rocks thirty precious minutes longer than estimated and the Japanese stern trawler Koyo Maru #3 took us in tow. We had a long haul ahead of us before we could make the ship seaworthy again, but after two weeks of round-the-clock effort tied to a pier in Dutch Harbor, we were ready to return to Honolulu under our own power. They asked for volunteers to take her back to our home port while the rest of the crew was flown ahead. I stayed.

We nursed our crippled ship back across eleven hundred miles of open ocean unaided, and when a tug boat appeared alongside to help us the last half mile, a deck seaman on the fantail, acting the emotion of us all, threw their messenger line back over the side.

The seventeen-year-old planner died that cold Alaskan night. The guy who had to have it all planned out just right before he started living learned something everyone should know but few seem to understand: Each day is a new life, each hour, each Laser Continued on page 12


From Capt Steven J Craig: Almost as soon as the book was published, I received the above story written by Randy Kerr from his widow Linda Kerr. It is a well-written story that relays his view of life before and after the ‘Jarvis’ event. It is hard to put down in words, your feelings when you finish the reading. Powerful and thought-provoking, you will further appreciate the efforts of the crewmembers who saved the ship and the impacts it must have had on their lives. Mr. Kerr passed away soon after the book had gone to press.

Coast Guard seeks public information after laser

strike hits Seattle boatcrew near Pt. Wells

13th District Public Affairs

USCG Station Seattle 45-foot Response Boat-Medium. USCG photo by PA1 Adam Eggers

SEATTLE — The Coast Guard is seeking information from the public in locating a suspect or suspects who pointed a blue laser light at a Station Seattle boatcrew conducting search and rescue operations Monday night near Point Wells.

heartbeat. You can only set a general course in your life, standby for the gales and shoals that come along and bail like hell when your world is holed. But to make what time you’ve got worthwhile,

You Have To Go Out.Because you never come back.



Laser Continued from page 11

The crew aboard a 45-foot Response Boat-Medium initially reported they were fit to complete their assigned search and reported no immediate injuries from the laser strike. However, several minutes later, multiple crew members reported experiencing pain and discomfort in their eyes as a result of the exposure.

Watchstanders at Coast Guard Sector Puget Sound received the initial report from the Station Seattle crew that a blue laser struck the response boat's cabin.

The laser strike reportedly came from the general vicinity of the Point Wells area.

“Laser incidents are incredibly dangerous, put the safety of our boatcrews in jeopardy and degrade our ability to navigate and respond to search and rescue,” said Lt. Alex Cropley, commanding officer of Station Seattle. “We ask the public to understand the dangers associated with playing with lasers and how they disrupt search and rescue assets from responding to mariners in distress.”

Laser pointers can cause danger to Coast Guard air and boatcrews due to glare, afterimage, flash blindness or temporary loss of night vision. If a laser is shined in the eyes of an aircrew member, Coast Guard flight rules dictate that the aircraft must abort its mission.

Aiming a laser pointer at an aircraft or vessel is a felony crime under 18 U.S. Code Section 111, which states whoever forcibly assaults, resists, opposes, impedes, intimidates, or interferes with any person - a U.S. government officer - (in this case, a Coast Guard member) engaged in performance of his/her official duties, is in violation of 18 U.S.C. Section 111.

Coast Guard Investigative Service agents are working with local law enforcement to investigate the incident. Anyone with information about the case is encouraged to contact investigators at 206-220-7170 and visit: https://www.uscg.mil/Units/Coast-Guard-Investigative-Service/.

For more information about laser safety and the affects of a laser incident, visit the Federal Aviation Administration’s Laser Safety Imitative webpage at: http://www.faa.gov/about/initiatives/lasers/

Hand held blue laser pointer

USCG Beach Patrols in WWII

By James H Humphrey

What was the reasons for the USCG horse patrols? The military felt high risk that the Germans would put, via subs, spies and those others to sabotage our military resources to help them win the war. The Coast Guard was given that task. While boats were great to perhaps capture a sub, they would of no use in running down the men put ashore, so, what better means to patrol and run them down but a mounted soldier, surprised that the Army was not given this task, they have an actual history of mounted soldiers. But, the Coast Guard was tasked. In fact they actually did find some that were put ashore, you can google this and find the history, interesting read. The horses and dogs did have to gain some experience of running in the sand, plus Coasties had to learn the same skills.

USCG Horse Patrols learning to run in the sand. USCG Photo

USCG Beach Patrol on the Pacific beaches. USCG Photo



Beach Patrols in D13 constituted, in many cases, USCG saliors trained at Training Center Port Townsend, Washington for foot,

horse and K-9 patrols. USCG Photo.

K-9 dogs and handlers leap ashore to follow-up sightings of possible saboteurs. USCG Photo

Horse and USCG patrol charge full tilt up the beach to check out a possible incident. USCG Photo

Coast Guardsman and his best friend, his K-9 companion, assertaining the conditions on his area of patrol. Note his use

of a Thompson M1 machine gun. Photo by USCG

This image (lower left) shows the Coast Guard Beach Patrol on duty in Virginia during World War II. starting off in June 1942. At its height, the Beach Patrol employed about 24,000 men aged 17 to 73, protecting 3,700 miles of coastline from potential enemy invasion. In CGD13 the Beach Patrol began in 1 Sept 1942 at Lake Ozette region covering just 26 miles of beach. One year later in March 1943 CGD13 patrols included 3,232 Coast Guardsmen in 36 patrol stations with 463 dogs and 117 handlers. The first mounted patrols started at Ocean Park, Washington in March 1943 with operations running six-hour patrols covering 20-30 miles. Beach Patrols were abolished on the 22 of July 1944 when most of the men were called away for sea duty following the Normandy invasion in June 1944. The Beach Patrol had three main objectives: to detect, observe and report offshore enemy vessels; to report enemy landing attempts; and to prevent people on land from communicating with the enemy at sea.

Coast Guardsmen would frequently be mounted on horses or accompanied by dogs, and were armed with radios, compasses, whistles, pistols and rifles. Horsemen worked in pairs, riding about 100 feet apart and covering a two-mile stretch of the coast quickly and efficiently. Known as ‘Sand Pounders’, their presence gave American citizens a much-needed sense of security at a time when the threat of German coastal invasion was very real.



USS also USCGC Unalga (WPG-53) during her 1919

trip to Alaska.By Linda Patterson

Frank Wilson Sheppard served as a Fireman aboard USS Unalga during her 1919 trip to Alaska. Recently, a relative, provided a set of splendid pictures.

To Linda and her family goes our deepest and sincere gratitude. Unfortunately there are not many mentions of Frank Wilson Sheppard, a Texan, in the logs:

• He joined Unalga at San Pedro, California, on 25 January 1919 as an USN 3rd class Fireman.

• He got a 10-day leave on 20 March 1919 and returned, eight hours late, on 31 March 1919; his absence was excused.

• He was promoted to 1st class Fireman at Unalaska on 1 June 1919.

• He left, along with many other men from USN and USNRF, at San Francisco, on 10 November 1919, when USS Unalga finally returned from her 1919 summer voyage.

Frank W Sheppard then returned home to Texas after the 1919 voyage and remained there for the rest of his life. He was very shaken by the flu epidemic and didn't like to talk about it. Being born in a very hot place without oceans, his 1919 voyage must have been quite an adventure to him!

USCGC Unalga (WPG-53) was launched in 1912, a Miami-class cutter, that served in the United States Revenue Cutter Service and later the U.S. Coast Guard and U.S. Navy. The early part of her career was spent patrolling the Pacific coast of the United States and the Bering Sea. In the spring of 1919, USS Unalga prepared to make her summer trip towards Alaska, for her Bering Sea Patrol duties. The US Coast Guard Cutter Unalga was still under the command of US Navy, even though World War I had already finished. This would be her last voyage with a crew from both USCG and USN until World War II. In 1946 Unalga was put in civilian service as Ulua in Marseille, France. On 28 August 1919 the Treasury resumed control of USCG vessels. She would be quite busy that year. "Normal" Bering Sea Patrol duties comprised checking vessel cargoes for

illegal fur trade, censusing cannery employees, giving medical assistance to the population and overall acting as representatives of US Government in those distant and cold lands.

The 1919 voyage was instead quite of a nightmare for the crewmen, and far worse for the native population. The Spanish flu, which had already ravaged around the world and created so much death and woe in 1918, didn't arrive in Alaska until the summer of 1919, due to remoteness of the region and scarce contacts with the rest of the world. The situation became critical during May and June, when entire villages were wiped out by influenza.

USS Unalga received first notice of the flu epidemic in Unalaska from USS Saturn on 26 May 1919. USS Unalga anchored in port on 27 May, found almost everyone sick, and began to feed and nurse the entire population. She departed Unalaska, things there being under control, on 17 June 1919 bound for Bristol Bay area, where reports indicated that the situation wasn't better. She remained in the region until 28 June, caring for the population of the entire area.

The picturesWe've done our best to identify and properly title the pictures. Many of them have no caption and no writing on their back, therefore placing them correctly in space and time has been a little tricky. We hope we have not made serious errors.

CGC Unalga Continued on page 15

Frank Wilson Sheppard, Fireman, 1918



CGC Unalga Continued from page 14

CGC Unalga Continued on page 17

4 July 1919 - A boxing match taking place at the docks - USS Unalga is the ship in the background. Unalga's Officers are

enjoying the show along with crewmembers. In his diary, Captain E.A. Coffin writes about boxing taking place. Also

Unalga logs mention "appropriate sports and pastimes" that day.

USS Unalga anchored in the background

USS Unalga anchored, front view

USS Unalga Speedy Boat Crews

Unalaska Harbor from USS Unalga deck

Washing down main deck. A daily duty

Another view from USS Unalga deck



CGC Unalga Continued from page 15

The Lighter Side of Sea Duty

A very nice picture of USS Unalga cruising through ice

USS Unalga Officers: Standing: Lieutenant Junior Grade Willie B. Huebner USNRF; Captain Eugene Auguste Coffin USCG; Captain Warner Keith Thompson USCG; Captain Theodore

Graham Lewton USCG; Lieutenant E. W. Scott USNRF (Dental Corps); Lieutenant Junior Grade Dr. F. H. Johnson USPHS.

Sitting: Lieutenant Carl E. Anderson USNRF; Senior Captain Frederick Gilbert Dodge USCG;

Lieutenant Gordon Whiting MacLane USCG.

SS Haller at Unalaska. Haller was a cannery tender Unalga met several times in Bristol Bay area. The two ships had a quite

close encounter on 12 September 1919.

USS Bear at Unalaska. Bear arrived at Unalaska on 3 June 1919 and immediately started helping Unalga in relief work.

She departed on 15 June 1919

USS Bear at Unalaska.


Coast Guard Completes Certification of New High-Speed Passenger

Ferries In Southcentral Louisiana

By 8th District Public Affairs

NEW ORLEANS – Coast Guard Marine Safety Unit Morgan City certified one of the final two high-speed passenger ferries recently constructed at shipyards in Southcentral Louisiana and bound for New York City, in July.

MSU Morgan City has been involved in certifying a total of 22 ferries built by the Metal Shark Boats and Gulf Craft shipyards in Franklin, Louisiana, over the course of the past three years. Each ferry is expected to transport more than 100,000 passengers per year.

The vessels are certified for transit to New York. Once there, final Coast Guard certification will be completed for passenger operations.

The latest vessel, The Tooth Ferry, was issued a Coast Guard Certificate of Inspection and set sail for New York Harbor. The final vessel, The Time Traveler, is scheduled to complete construction and certification this fall.

“Our local vessel inspectors, along with our technical plan reviewers at the Coast Guard Marine Safety Center in Washington, DC, have worked to ensure that operators and passengers can rely on these vessels being certified to high safety standards,” said Lt. Cmdr. Zach Robertson, prevention department head, MSU Morgan City. “The women and men of Coast Guard Marine Safety Unit Morgan City are highly qualified professionals who continue to work with local industry and port partners every day to ensure the safe and commercially vibrant use of the marine transportation system.”

MSU Morgan City comprises a staff of approximately 70 Coast Guard women and men. Marine inspectors from the unit regularly conduct new construction oversight on commercial vessels

between Freshwater City, and Gibson, Louisiana, and ensure they are built to stringent safety standards as well as maintain safety standards required by federal regulations.

The Tooth Ferry, seen here, is one of the commercial ferries that Coast Guard Marine Safety Unit Morgan City recently certified for transit to its delivery location in New York City, during summer 2020. The ferry is one of 22 that

MSU Morgan City certified after being constructed in Southcentral Louisiana shipyards.

(U.S. Coast Guard photo courtesy asset)

Visit our Web site at https://www.cgretirenw.orgfall 2020


Coast Guard welcomes new Atlantic Area CommanderBy 5th District Public Affairs

PORTSMOUTH, Va. — Vice Adm. Steven D. Poulin assumed duties as Coast Guard Atlantic Area Commander, Coast Guard Defense Force East Commander, and Director of DHS Joint Task Force-East during a change-of-command ceremony at Coast Guard Base Portsmouth, Virginia ,Wednesday 10 June 2020.

Poulin assumed command from Vice Adm. Scott A. Buschman who served as the Atlantic Area Commander since May 2018.

Before assuming the role of commander of Atlantic Area, Poulin served as the U.S. Southern Command’s Director of Operations, directing U.S. military operations across the Caribbean Basin plus Central and South America. Poulin’s other flag assignments include the Judge Advocate General and Chief Counsel of the Coast Guard, where he led a dedicated group of legal professionals and was responsible for the delivery of all legal services in support of the Coast Guard's missions, its units and its people. From June 2012 to April 2014, he served as the Director of Governmental and Public Affairs, where he was responsible for external engagement with Congress, the media and other intergovernmental entities.

Previously Poulin served as the Chief, Office of Maritime and International Law. From April 2009 to July 2010, he was the Commander of Coast Guard Sector Mobile, where he directed Coast Guard operations in Mississippi, Alabama, and the Florida Panhandle. He further served as the Incident Commander for Deepwater Horizon oil spill response operations in that same geographic area from April 2010 to September 2010. His previous operational tours include Deputy Commander, Coast Guard Sector Mobile; Deputy Commander, Coast Guard Group Galveston, Texas; and Law Enforcement Officer and Assistant Operations Officer at Coast Guard Group Mobile, Alabama. He was assigned as a Deck Watch Officer on the Coast Guard Cutter Dauntless.

Poulin also was a Special Adviser for Border and Transportation Security in the Office of Vice President Cheney, from 2005-2007. From 2003-2004, he was the Coast Guard’s liaison to the State Department’s Office of Oceans Affairs, where he served on U.S. delegations to myriad committees of the International Maritime Organization. He was the Legal Counsel for the Coast Guard’s Port Security Director from 2002-2003, where he helped negotiate, draft, and implement new port and maritime security requirements. From 1999-2001, he served as the Legislative Counsel in the Coast Guard’s Office of Congressional Affairs. He also served on the U.S. delegation to the Legal Committee of the IMO, from 1994-1996. From 1992-1994, he was assigned to the Coast Guard’s General Law Division.

He graduated from the U.S. Coast Guard Academy in 1984 with a Bachelor of Science in Management. He was awarded his Juris Doctor, magna cum laude, from the University of Miami School of Law in 1992. Other degrees include: Master of Law (Environmental Law), with highest honors, from the George Washington University Law School in 2002; Master of Strategic Studies from the U.S. Army War College in 2005; and Master of Public Administration from the University of South Alabama in 1989. His military decorations include the Defense Superior Service Medal, Legion of Merit (five awards), Meritorious Service Medal (four awards), Coast Guard Commendation Medal (three awards), and Coast Guard Achievement Medal.

Buschman is scheduled to relieve Vice Admiral Daniel B. Abel, as the U.S. Coast Guard Deputy Commandant for Operations in Washington, D.C.

Vice Adm. Steven Poulin, incoming commander of the Coast Guard Atlantic

Command, addresses the audience during his change-of-command ceremony in Portsmouth, Virginia, June 10, 2020. Poulin relieved Vice

Adm. Scott Buschman. U.S. Coast Guard photo by Petty Officer 1st Class Stephen Lehmann.



Orange Continued on page 20

Congress to finally consider adding four conditions to Agent

Orange listBy Nikki Wentling | Stars And Stripes

WASHINGTON – A measure to fast-track benefits to thousands of Vietnam War veterans was added to the annual defense budget this month, giving it an audience with Congress after years of effort.

The measure would approve benefits for Vietnam War veterans suffering form bladder cancer, hypothyroidism, hypertension and Parkinson’s-like symptoms – conditions thought to be caused by exposure to the chemical herbicide Agent Orange. The bill would add the diseases to the Department of Veterans Affairs presumptive list, which lowers the amount of proof veterans must provide in order to receive VA benefits.

Sen. Jon Tester, D-Mont., and Rep. Josh Harder, D-Calif., pushed to add the measure to the National Defense Authorization Act for fiscal 2021. The NDAA sets the Defense Department’s annual budget and includes a slew of policies for the Pentagon. It’s one of the only major bills that passes reliably through Congress each year, making it a desirable target for lawmakers to attach other measures.

“Justice is long overdue for our aging veterans currently dying from conditions resulting from their exposure to Agent Orange chemicals in Vietnam,” said Tester, the ranking Democrat on the Senate Veterans’ Affairs Committee. “The reality is that taking care of our veterans is the cost of war — and it must be paid.

Senate Minority Leader Chuck Schumer, D-N.Y., announced his support for the measure this month. At a news conference on Long Island with Vietnam Veterans of America, Schumer said, “They risked their lives for us in an awful war. Now, they got these

diseases because of exposure to Agent Orange. Are we going to back them up? And the answer finally is ‘yes.’”

Veterans have been waiting years for the VA to add the conditions, despite some scientific evidence linking them to Agent Orange exposure.

Jerry Edgin, a Marine corporal in Vietnam, went into the doctor for a checkup in 2013 and was diagnosed with bladder cancer. His wife, Martha, began to research whether there was a connection to his military service. Researching, documenting and applying to the VA quickly became her full-time job.

The couple was denied for benefits twice. The third time, they were approved – but not because of exposure to Agent Orange. The VA accepted a link between Jerry Edgin’s bladder cancer and his exposure to diesel engine fumes in Vietnam.

Through her years of research, Martha Edgin met a community of people online who were struggling. Two years ago, she contacted the VA, the Office of Management and Budget, congressional offices and anyone else she thought might know something about when — or whether — the condition would get approved as a presumptive.

On Thursday, Edgin said she was thankful the issue was receiving attention in Congress.

“The longer it’s put off, the fewer veterans and their families will be alive to receive any benefits,” Edgin said in a message. “I plead with lawmakers to do the right thing, as they have suffered long enough without our government providing them the help they deserve.”

In 2018, researchers with the National A c a d e m i e s of Sciences, Engineering and Medicine found for the first time that enough evidence exists to link hypertension to Agent Orange. Researchers also

U S Department of Veterans Affairs



Orange Continued from page 19

Code Continued on page 21

determined there was “suggestive” evidence linking Agent Orange exposure to hypothyroidism.

A 2016 report from the academies determined that there was “limited” or “suggestive” evidence linking Agent Orange to bladder cancer. That year, the academies also clarified that Parkinson-like symptoms should be considered as part of Parkinson’s disease, which is on the list of presumptive diseases.

VA Secretary Robert Wilkie indicated earlier this year that he wasn’t likely to make a decision about the conditions until the end of 2020, when results of two more scientific studies on the issue are expected to be published.

Seven national veterans groups wrote to President Donald Trump in February asking him to intervene and criticizing the VA for dragging its feet.

Previous efforts were made by former VA secretaries to add the conditions. Under former VA Secretary David Shulkin, the agency recommended in 2016 the addition of bladder cancer, hypothyroidism and Parkinson’s-like tremors to the presumptive list. Shulkin’s recommendation never made it past OMB. Lawmakers were told at the time that OMB was waiting on the results of more scientific studies.

OMB and Mick Mulvaney, its director at the time, objected to the recommendation. In addition to a lack of scientific evidence, OMB had concerns about the budget implications of expanding access to VA benefits to the thousands of veterans diagnosed with

the conditions, Military Times reported, citing emails between

Shulkin and OMB.

Harder, who helped get the measure into the NDAA, said it was a “national shame” that the conditions

weren’t already on the list.

“We have a real chance here to make this right after all this time,”

Harder said in a statement. “We have a strong chance to finally

get this done.”

Mrs. Friedman—the Coast Guard’s “Cryptologist-in-

Charge” and NSC namesakeDr. David S. Rosen, Historian, Coast Guard Pacific Area

Picture of Elizebeth Smith Friedman during her

distinguished career as codebreaker for the

Federal Government. (National Security Agency)

During Prohibition, the Cryptanalytic Unit of the United States Coast Guard deciphered 12,000 messages between rum-running craft and transmitters

Clare Elizabeth Smith before World War I



Code Continued from page 20


on American shores. Coded radio signals were intercepted from Vancouver and Mexico on the West Coast, from Newfoundland to The Bahamas on the East Coast, and from Cuba and British Honduras in the Gulf of Mexico. In the mid-1920s, the Service’s entire Cryptanalytic Unit consisted of a codebreaker and a clerk. The only tools available to that codebreaker, Mrs. Clare Elizebeth (spelled with an “e”) Smith Friedman, were a pencil and paper.

Elizebeth Friedman and husband William later in life after

years of valuable intelligence service for the nation. (Wikipedia)

In 1921 Elizebeth Friedman and husband William Mrs. Friedman began her career as analysts for the U.S. War Department. There she was involved in breaking codes used by enemies of the Allies in World War I. She met husband-to be at the laboratory, where he was working in genetics research, and they spent their early married years there.

It was the first dry New Year’s Eve due to the Volstead Act that initiated Prohibition. Later, New York’s mayor, Fiorello La Guardia, estimated he would need 250,000 police to patrol his bars and clubs with an additional 200,000 cops to keep the officers honest. Coast Guard assets and personnel stationed on America’s shores, lakes and inland waterways would perform the unenviable enforcement mission for a newly established Bureau of Prohibition.

Prohibition created an illegal multi-million dollar industry with mafias using the day’s advanced technology, including radio transmitters and advanced encryption machines. One smuggling firm,

Conexco, employed 60 to 70 vessels just outside the 12-mile limit. Mother ships would carry as many as 100,000 crates of liquor to be smuggled by speedboats to accomplices waiting on shore. By the mid-1920s, Coast Guard radio receivers had accumulated hundreds of coded messages from these rum runners and their clandestine shore stations.

In 1924, the service established the Coast Guard Office of Intelligence. Mrs. Friedman had retired from federal service to start a family, but the Coast Guard convinced her to return to decipher coded messages from the rum runners. In 1925, she received the badge of “Special Agent, U.S. Treasury,” since the Coast Guard was an agency within the Treasury Department. The press labeled Treasury Department analysts “T-Men,” because their work was often associated with the famed “G-Men” of the Federal Bureau of Investigation (FBI). When Friedman joined the Treasury Department, she became the Department’s, and the Coast Guard’s, first codebreaker.

In March 1929, Coast Guard cutters Wolcott and Dexter cornered a Canadian registered schooner named I’m Alone. The infamous rum runner had two 100-horsepower engines and a powerful radio transmitter with a range of 1,000 miles. In the

Rare and faded photo of a portable Coast Guard radio direction finder deployed on shore to locate rum runners.

(U.S. Coast Guard)





struggle to seize I’m Alone, Cutter Dexter sank the mother ship with one crew member dying and a number of others wounded by gunfire. The Canadian government sued for damages, however, Friedman had deciphered the rum runner’s coded messages. She proved the ship was in fact owned by two New York mobsters who imported whiskey from British Honduras, transferred it to smaller boats, and landed it in Louisiana.

By 1931, Friedman had trained T-Men to use new radio direction finders. They mounted them on Coast Guard radio detection trucks to track the rum runners’ pirate radio stations. She also persuaded the Treasury Department to give her a team of analysts. She interviewed and hired three men, then trained them in the latest codebreaking methods. In her new position as Cryptologist-in-Charge, the Treasury Department raised her salary from $30,000 to $45,000 in 2020 dollars. It was an unheard of salary for a woman at that time.

In 1933, Mrs. Friedman served as star witness in the trial of 23 members of the Conexco mafia, which Federal Director of Prohibition Amos Woodcock called “the most powerful international smuggling syndicate in existence.” For two years, Woodcock had spent precious resources pursuing over 100 gang members, including complicit deputy sheriffs and some of Al Capone’s men. The key evidence of the prosecutor were hundreds of deciphered messages sent between Conexco’s Caribbean suppliers in Belize, its New Orleans headquarters, shore stations in the Louisiana bayous, and 25 mother ships at sea. The messages were intercepted by the Coast Guard at Mobile, Alabama, and forwarded to Friedman for decoding. When the gang’s defense lawyer tried to impugn her ability, Friedman requested a blackboard and translated 25 random code letters into the message “Anchored in harbor, when and where are you sending fuel?” Based on what reporters called her “class in cryptology,” the head of the gang’s Gulf of Mexico operations and four henchmen were found guilty and sentenced to prison time.

Friedman assisted in countless other smuggling cases. Her success eventually led to celebrity status. In 1934, she consented to an interview on NBC Radio as a “First Lady of the Capital.” After that, a spate of press articles highlighted her vital role in

codebreaking. She detested the ensuing publicity as a distraction from her work and asked reporters to stop sensationalizing her role and credit the Coast Guard as a whole.

With the end of Prohibition, Friedman and her team focused on drug smuggling. Her codebreaking stopped the Shanghai “Green Gang” from smuggling opium into San Francisco and exposed a group of Chinese opium and gun smugglers in Canada. The San Francisco Chronicle reported her successes, while Readers Digest devoted five pages to her work. Detective Fiction Weekly printed a 14-page story about her exploits while Look magazine profiled her in an article on unusual female careers. The press coverage was focused on the “surprising” ability of a woman to decode complex messages.

In the late 1930s, the Treasury Department directed the Coast Guard to begin tracking the location of German ships. Friedman and her unit began research to unlock the secrets of the German’s complicated Enigma coding machine. Freidman’s team was the first group of Americans to learn the secrets of Enigma. The Coast Guard’s pre-war cryptological unit learned that German spy rings were gathering information about U.S. and British shipping routes as well as U.S. industrial output. Based on her team’s breaking the Enigma codes, Friedman’s Coast Guard unit supplied the U.S. Army and Navy, and the State Department, with vital intelligence. Today, these

Picture of the crew of the notorious foreign-flagged smuggler I’m alone whose case was foiled by

Friedman’s codebreaking work. (U.S. Coast Guard)





original declassified documents are stamped at the bottom, “CG Decryption.”

By contrast, the FBI had neither radio tracking stations nor codebreaking units. In 1938, after a Bureau spy fiasco, FBI director J. Edgar Hoover asked Mrs. Friedman to train FBI agents destined for South American assignments. In mid-1941, he took full credit when the Coast Guard deciphered messages between Nazi spies in New York and Latin America. When he naively revealed that German codes were cracked, he killed the goose that laid the golden egg—the Nazis quickly changed their codes. Hoover even produced a popular film about his heroic spy-catching efforts without mentioning the vital role played by Friedman or the Coast Guard.

Photo of famed FBI Director J. Edgar Hoover taken in 1940. (Wikipedia)

Meanwhile, there were strong anti-American fascist parties in Argentina, Brazil and Paraguay. Those countries had received 140,000 German emigrants after World War I and the crippling Versailles Peace Treaty. In Brazil, the fascist Green Shirts goose-stepped through Rio de Janaro and, in some areas, residents only spoke German. The chief of the Paraguayan police named his son Adolfo Hirohito and fascist parties grew strong in Chile and Bolivia. Argentine military and political leaders, like General Juan Peron, were openly pro-Nazi. A fascist takeover in that country would threaten U.S. security interests. Consequently, William “Wild Bill” Donovan, head of

the Office of Strategic Services (OSS), also requested Friedman establish a cryptology office for his organization.

Beginning in late 1941, Friedman trained a group of 23 Coast Guard codebreakers, including 12 Women’s Reservists or SPARs. This so-called Unit #387 cracked 8,500 clandestine transmissions from German Military Intelligence, which ran 65 overseas spy rings located in South America, North Africa and the Far East. The German Military Intelligence Office was eventually replaced by a zealous Nazi SS-run intelligence command. During the war, the SS had about 250 informers and spies in Latin America and 29 radio stations. Their leader was Johannes Becker, nicknamed “Sargo,” who was sent to Buenos Aires in late 1940.

Picture of Johannes “Sargo” Becker, Nazi spy and head of covert operations in South America whose secret messages were

decoded by Elizebeth Friedman and her cryptological unit. (National Security Agency)

During the 1940s, Friedman fed translated Nazi messages to the FBI and trained their agents in codebreaking. And, once again, FBI director Hoover usurped much of the credit for Friedman’s codebreaking work. In March 1942, Friedman’s unit cracked a Nazi spy ring that used a Swiss ship moored in Rio de Janaro. An FBI raid ensued with



Hero Continued on page 25

Code Continued from page 23 life to serving the security interests of the United States. During their careers as cryptanalysts for the Federal Government, Elizebeth and her husband William were financially strapped and overworked. The Friedmans suffered from chronic fatigue and William had to be hospitalized periodically due to work stress.

Headstone at Arlington National Cemetery marking the final resting place of Elizebeth Smith Friedman and her husband

William. (Find-a-Grave Memorial # 25154231—Elizabeth, # 2631—William )

Cryptanalyst and codebreaker Elizebeth Smith Friedman served the Coast Guard for nearly 20 years, playing a vital role in saving lives, enforcing laws, fighting fascists and establishing a robust intelligence capability within the service and Federal Government as a whole. This year, the Coast Guard announced that the service’s next “Legend”-Class National Security Cutter (WMSL-760) will be named in her honor.

Stories Of A Singing And A Hero

(For the 4th of July)

by Ray Copin, Captain, USCG (retired)

Many may wonder about coincidences. Why did this come to my attention at this moment in time? Why do I think about this or that now rather than yesterday? And on and on, Some people might think someone above is calling the shots or something like that. Others may just shrug. Things happen.

the premature arrest of enemy agents. With this and Hoover publicizing his alleged codebreaking prowess, the Nazis changed their secret codes and evacuated their leading spies. In March, Mrs. Friedman also learned from the codes that RMS Queen Mary, with 8,400 U.S. troops on board, was being tracked by U-Boats. German authorities had placed a bounty of 1,000,000 Reichsmarks on the famed ship, however, the Queen Mary evaded its hunters.

In early 1943, with Germany’s catastrophic defeat at the Battle of Stalingrad, the Nazis sent Sargo back to Buenos Aires with massive funding to empower fascist coups in Argentina, Brazil, Bolivia, Chile and Paraguay. He was accompanied by a radio expert codenamed “Luna” and a new version of the Enigma code. In Buenos Aires, General Peron was plotting a putsch with a group of high officers sympathetic to the Nazis. They occupied the Argentine p re s i d e nt i a l palace in June 1943 and installed a fascist leader. Meanwhile, Bolivia also suffered a fascist coup.

An Enigma coding machine similar to the ones used in the 1930s and 1940s by Nazis to encode their secret

messages. (Wikipedia)

Soon, Friedman with help from British counterparts, cracked the latest Enigma codes. Nazi agents in South America were sending Berlin top-secret details regarding American guns, bombs, depth charges and rockets. The Nazis changed their secret codes one last time, but Friedman’s Coast Guard unit soon deciphered the new Enigma messages. This time, the details were withheld from Hoover and the FBI. As a result, enemy radio stations were shut down and dozens of enemy agents arrested throughout Latin America. The Nazi SS spy ring was finally crushed marking yet another triumph in Freidman’s career.

Mrs. Elizebeth Friedman devoted much of her adult



Hero Continued from page 24

Recently, I found a small paperback booklet in my mailbox entitled “Wall Magic.” I saw it had been published by the Vietnam Veterans Memorial Fund. It turned out to a compilation of poignant stories by guide volunteers at the Vietnam Memorial Wall in Washington, D.C. honoring the too-many Americans lost in the Vietnam War. One story, titled “Spontaneous Song” grabbed my attention for several reasons. First, the ‘Spontaneous Song’ was our Star Spangled Banner. This grabbed me I think because of the turmoil in the country with Independence Day ‘round the corner. Secondly, the author of the short piece is a volunteer at the Vietnam Wall in Washington, D.C. who graduated from Kent State University in Ohio. Many would not know much about Kent State U if it had not been for the 1970 shootings there precipitated by Vietnam War actions. I will mention why the university caught my eye after telling about the ‘Song.’

It seems some 15 years ago, a boys choir of 35-40 from Liverpool, England touring the U.S. were at the “Wall” and would give a concert the next day at the National Cathedral. An adult chaperone asked the volunteer if they could sing the National Anthem. The volunteer asked, “Yours or ours?” “Yours” was the answer. The boys lined up, backs against the East Wall and sang “Oh, say can you see…” in heavy Liverpool accents. The rendition was beautiful with amplification provided by the granite wall making the spontaneous concert for those within hearing emotional and memorable.

Now, the hero. One name on the “Wall” is Jack Rittichier. Jack was a graduate of and star football player at Kent State U. He became an accomplished Search and Rescue Coast Guard helicopter pilot. In the mid 1960’s he volunteered along with a group of other experienced Coast Guard aviators to serve in Vietnam with the Air Force Aerospace Rescue Service. At that time, the Rescue Service was short of pilots requiring many of them to serve back-to-back tours in Southeast Asia. The program arranged for some USAF pilots to serve with the Coast Guard in the U.S. with the CG volunteers taking their places in Vietnam. (At different times two of those USAF pilots served under my command here in the U.S.).

In early June, 1968, Lieutenant Jack Rittichier was

commanding an Air Force HH-3E helicopter, a “Jolly Green Giant” attempting to recover a downed U.S. airman in jungle. During the attempted hoist, volumes of enemy fire brought the h e l i c o p t e r down killing all the crew and the d o w n e d airman.

Later a trophy was created at Kent State in honor of Jack which is presented annually to a University football player “displaying the characteristics of the hero for whom the trophy is named.” The Coast Guard Aviation Association helps perpetuate Jack’s memory by financially supporting the Jack Ritticier trophy program. Jack is remembered also on a Coast Guard Aviation Hall of Honor.

About 15 years ago, the same time frame as the English boys sang at the “Wall,” the remains of Jack were recovered and brought to the National Cemetery at Arlington, Virginia. I was present at Andrews Air Force Base when a Coast Guard aircraft and Jack’s escort from Hawaii brought the remains home for burial.

Those are my Fourth of July coincident remembrances for this year.

Honored On Panel 58w, Line 14 Of The WallLT Jack Columbus Rittichier, USCG



Coast Guard Cutter Healy suffers fire, propulsion

failure en route to ArcticCoast Guard Pacific Area Public Affairs

ALAMEDA, Calif. — The U.S. Coast Guard Cutter Healy (WAGB-20) suffered a fire in one of the ship’s main propulsion motors Aug. 24, 2020 while underway for operations in the Arctic.

No injuries were reported.

The Healy was 60 nautical miles off of Seward, Alaska, en route to the Arctic when an electrical fire was reported at 9:30 p.m. A fire team disconnected the affected motor, and the fire was confirmed extinguished by 9:56 p.m. The cause of the fire is currently unknown.

The propulsion motors are critical equipment that use the power generated by the ship’s main diesel engines to spin the shaft and propeller. This design protects the engines from variations in shaft speeds inherent to ice operations.

Due to the fire, Healy’s starboard propulsion motor and shaft are no longer operational, and the ship is transiting back to its homeport in Seattle for further inspection and repairs.

Prior to the fire, the Healy completed a 26-day patrol in support of Operation Arctic Shield, demonstrating U.S. presence and influence in the Bering Sea, along the U.S.-Russian Maritime Boundary Line, and in the Arctic.

On Aug. 15, the Healy was in Seward and embarked 11 scientists before departing on Aug. 18 to ensure national security and conduct science operations in the Arctic. As a result of the fire, all Arctic operations have been cancelled.

“I commend the crew of the Healy for their quick actions to safely combat the fire,” said Vice Adm. Linda Fagan, the Pacific Area commander. “This casualty, however, means that the United States is limited in icebreaking capability until the Healy can be repaired, and it highlights the nation’s critical need for Polar Security Cutters.”

In April 2019, the Navy and Coast Guard awarded a contract to VT Halter Marine, of Pascagoula, Mississippi, for the detail design and construction of

the Polar Security Cutter. The initial award includes non-recurring engineering, detail design and construction of the first Polar Security Cutter and has options for the construction of two additional hulls. Construction of the first Polar Security Cutter is scheduled to begin in early 2021 with delivery in 2024. The fiscal year 2021 President’s Budget requests full funding for the construction of the second Polar Security Cutter.

The Coast Guard Cutter Healy (WAGB 20) breaking ice. The WAGB, the Polar Icebreaker/Research Vessel was built by Avondale Industries in New Orleans. USCGC HEALY is named in commemoration of Captain Michael A. Healy, U. S. Revenue Marine. Captain Healy was most notable as the foremost seaman and navigator of his time in the Bering Sea and Alaskan Arctic regions while Commanding Officer of the

U. S. Revenue Cutter BEAR from 1886 to 1895. U.S. Coast Guard Photo



Mellon Continued on page 28

Coast Guard decommissions cutter Mellon after 52

years of serviceU.S. Coast Guard Pacific Area

SEATTLE — The Coast Guard decommissioned the Coast Guard Cutter Mellon (WHEC 717) during a ceremony Thursday 20 August 2020 held at Coast Guard Base Seattle and presided over by Rear Adm. Peter Gautier, the deputy commander of the Coast Guard Pacific Area.

Mellon was one of the USCG's two remaining 378-foot Hamilton-class high endurance cutters. The fleet of high endurance cutters is being replaced by 418-foot Legend-class national security cutters, which serve as the Coast Guard's primary long-range asset.

Commissioned in 1968, the Mellon was the third of twelve high endurance cutters built for long-range, high-endurance missions, including maritime security roles, drug interdiction, illegal immigrant interception and fisheries patrols.

“While Mellon’s service to the U.S. Coast Guard now ends, the ship will continue its legacy of good maritime governance after transfer to the Kingdom of Bahrain’s Royal Naval Force,” said Gautier. “I am incredibly confident in the Coast Guard’s future, because in Coast Guard Cutter Mellon’s crew and proud history, I see the attributes that have made

our Coast Guard 'Always Ready' for more than two centuries.”

Mellon's keel was laid July 25, 1966, at Avondale Shipyards in New Orleans. Mellon was launched Feb. 11, 1967, and commissioned Jan. 9, 1968. The cutter was named after Andrew W. Mellon, the 49th Secretary of the Treasury from 1921-1932.

Over the past 52 years of service, Mellon's crews conducted a wide range of diverse operations in all parts of the world. From 1969 through 1972, Mellon's crews participated in the Vietnam War, performing several naval gunfire support missions and patrolling Southeast Asian waters to prevent the smuggling of weapons into Vietnam. Mellon's participation in the Vietnam War earned the ship the Navy Meritorious Unit Commendation.

In the late-1970s and 1980s, the Mellon responded to numerous major search and rescue operations, including their assistance in the rescue of 510 passengers and crew members from the burning luxury liner Prinsendam in 1980.

In 1985, the Mellon entered the Fleet Renovation and Modernization program, a dry dock program designed to prolong high endurance cutters' service life. Mellon was recommissioned March 3, 1989.

Living up to the Mellon's motto "Primus Inter Pares," meaning first among equals, the cutter established several Coast Guard firsts, including the first of five Hamilton-class high endurance cutters to have a

Rear Adm. Peter Gautier, Coast Guard Pacific Area deputy commander, salutes the National Ensign during a modified decommissioning ceremony of USCGC Mellon [WHEC 717]

on in Seattle. The Mellon will eventually be transferred to the Kingdom of Bahrain. (U.S. Coast Guard photo by Petty Officer 2nd Class Steve Strohmaier).

The bell from USCGC Mellon [WHEC 717] sits on the pier before a decommissioning ceremony in Seattle. USCGC Mellon

was a High Endurance Cutter home-ported in Seattle (U.S. Coast Guard photo by

Petty Officer 2nd Class Steve Strohmaier)



Mellon Continued from page 27

Harpoon anti-ship missile system installed. Mellon was also the first, and only, Coast Guard cutter to test fire a Harpoon missile.

During Bering Sea patrols, Mellon conducted search and rescue operations and enforced laws and regulations that preserved vital Alaskan fisheries. In the Eastern Pacific, the Mellon's boarding teams interdicted illegal narcotics trafficked over the high seas.

During the cutter's last year of service, 20 officers and 160 enlisted crew members patrolled the Bering Sea and the Northern Pacific Ocean near Japan for more

Capt. Jonathan Musman, Commanding Officer aboard USCGC Mellon [WHEC 717] addresses the crew before issuing the order to decommission the vessel in Seattle. Captain Musman served as Chief of Cutter Forces Pacific Area Command in Alameda,

California, prior to his assignment aboard Mellon. (USCG photo by Petty Officer 3rd Class Michael Clark)

than a combined 230 days, collectively conducting 100 safety and fisheries boardings of U.S.-, Chinese-, Korean-, Japanese- and Russian-flagged fishing vessels and participating in five search-and-rescue cases.

"It has truly been an honor to serve as the final commanding officer for Coast Guard Cutter Mellon," said Capt. Jonathan Musman. "The officers, chiefs and crew for this final year have been truly remarkable and can hold their heads high as they operated Mellon with distinction across the North Pacific on three deployments serving our nation. The reliability of the cutter is a product of years and years of properly taking care of this beloved cutter. The legacy of Mellon has been those fantastic memories that have been made and the knowledge that has passed from one shipmate to another. The future generations of cuttermen were here this last deployment learning, teaching and making their shipboard memories, and they are ready to carry on and continue the Coast Guard's seagoing heritage."

Chief Warrant Officer Mark Climacosa holds the National Ensign of the decommissioned USCGC Mellon [WHEC 717]. It is customary that a decommissioned ship's National Ensign

be presented to the crew member with the most time in service. Climacosa had served for almost 22 years as of this date.

(USCG photo by Petty Officer 3rd Class Michael Clark)

USCGC Mellon (WHEC 717) and USCGC Jarvis (WHEC 725) working with USNS Ponchatoula (T-AO-148) during and

underway replenishment some time before Sept 1980. USCG Photo. date and place unknown.



Hawaii Continued on page 30

A Hawaiian Cutterman14th District Public Affairs

As often happens on January nights, bands of light rain swept over Honolulu Harbor, and the silhouette of the Coast Guard Cutter Walnut (WLB 205) pulled away from the pier at Coast Guard Base Honolulu but for the final time. The cutter's presence was given away only by its navigation lights. At the same time, behind it, the skyline of downtown Honolulu shone brightly with Aloha Tower illuminated red against the twinkling city lights.

On deck, the cutter's crew worked diligently under the experienced eye of Chief Warrant Officer Hari Colton, the deck force department head, as they prepared for the long voyage. The seagoing buoy tender is en route to the Coast Guard Yard in Baltimore for its midlife overhaul. In a couple

of months, the crew will bring the Coast Guard Cutter Juniper (WLB 201) to Hawaii, the Walnut's replacement.

It fitted for Colton to be a part of the Walnut's final voyage out of Honolulu. Twenty years ago, as young Petty Officer 3rd Class Colton, he was part of the pre-commissioning crew who brought the Walnut, then brand new, to the islands.

"This is a unique opportunity for me as I was her first third-class boatswain's mate and her last chief warrant officer here," said Colton. "She's had 20 years in Hawaii. I, too, have been 20 years in Hawaii. She's had 20 years at sea. I, too, have had 20 years at sea. It is a bit touching as her time in Hawaii is up, and my time in the Coast Guard is up as I'm retiring this summer."

Colton was born in Tahiti, French Polynesia, and grew up on the Hawaiian island of Molokai. After graduating from Molokai High, he decided to see more of the world and believed the best way to do it was joining an armed service. He naturally gravitated toward the Coast Guard.

"Growing up, I've always been on the water, and my father always had some boat," said Colton. "He was a captain in the Merchant Marine before World War II and a chief boatswain's mate during the war. His stories and adventures he's been through made me want to do the same thing he did."

Following in his father's footsteps, Colton chose to become a boatswain's mate. He spent most of his career on cutters and will soon receive his Master Cutterman certificate in recognition of over 20 years of sea-time.

"I am thankful to the Coast Guard for allowing me to do what I enjoy doing," he said. "There were two periods in my career where I gave shore duty a try, but thankfully there are people that do not like sea duty allowing for gaps in cutter billets which I jumped at the opportunity to fill and short toured out of both shore units to get back afloat."

As a chief petty officer, just before Colton was about to retire from the service in 2013, the Coast Guard offered him a position as a chief warrant officer. He said this opportunity was the best way to remain at sea, a passion his family understands despite the

Chief Warrant Officer Hari Colton, a buoy deck supervisor aboard the Coast Guard Cutter Walnut (WLB 205), boards the cutter prior to it departing from Honolulu for the final time, Jan. 14, 2019. The crew was traveling to Baltimore

for the cutter midlife overhaul. (U.S. Coast Guard photo by Petty Officer 3rd Class Matthew West/Released)



Hawaii Continued from page 29

time spent away from home. Though he did admit, it wasn't easy at times to be away from them.

"It's an understanding between my family and I," he said. "They know this is what I do and accepted that fact many years ago. I enjoy what I do so it balances just right. It is to the point now that if I'm in port for too long, I have this urge that tells me it's time to go back out to sea."

Colton served on the Walnut several times throughout his career, either as a full-time crew member or temporarily attached to the cutter. One of his favorite memories while aboard was in Kanton Atoll, Kiribati.

Back in 2011, the Walnut was on patrol off Samoa and, while returning to Hawaii, made a port call at the atoll. Colton is an avid surfer, and from previous trips, he knew there was good surf to be had here. He thought he spotted such a spot, and after the cutter was tied up, he and two shipmates geared up and made the arduous trek to the location. Despite sighting sharks, Colton and his shipmates were determined.

"I wasn't going to not surf after all the effort we went thru to get there, so I got in the water and splashed around," said Colton. "Once the coast was clear, we jumped in and got to the line up to surf knee high waves all the while conscious about what might be lurking below our feet. Totally worth it!"

To him, being able to surf at a place where only a handful of people have ever surfed before made the work aboard the cutter all worth it. This mentality tied to one of the lessons Colton has learned over his long career.

"Work hard, play hard," he said. "Do your best and make sure you have fun at what you do, if you don't, then you are doing something wrong."

Maintaining Hawaii's aids to navigation (ATON) is a full-

time job. Over the years, the crew of the Walnut has ensured the islands' maritime transportation system is safe for all

waterway users. While in the

yard the cutter will enter an extensive maintenance period and be re-homeported in Florida. Hawaii's replacement buoy tender is already there, finishing up the same program.

Much like the cutters, buoys, and other aids to navigation require routine maintenance to ensure they remain in working order. If left unattended, over time, they will become dirty, rusty, or shift position due to strong seas, storms, or occasional collisions.

In preparation for the cutter's departure to Baltimore, the crew doubled its efforts over the preceding year to ensure the 137 aids they are responsible for are in good condition. During the crew's time away from Hawaii, the Coast Guard 14th District Waterways Management Branch has developed contingencies should any significant ATON discrepancy arise.

The Coast Guard traces its ATON mission back to 1789 when Congress accepted control of the nation's lighthouses from the former colonies. Since that time, members like Colton strive to ensure our waters remain safe for mariners. To him, there is something special about the mission.

"I like that it is a job that requires good honest laborious work which employs thinking and common sense rigging practices," said Colton. "Every buoy evolution is different in the sense that you never know what kind of difficulties or challenges you will encounter. The more challenging it is, the better I enjoy the job."

The day after the Walnut departed Honolulu for the final time, Colton and the crew reset the Kawaihae Light Buoy Number 4 just off of the big island of Hawaii. The buoy shifted from its original location, and the team reset it as a final act of farewell to the area and mariners before the long journey to Baltimore.

While Colton has lived and worked in many places throughout his Coast Guard career, Hawaii will always be his favorite. "I've been stationed in Guam, Seattle, and San Francisco or Alameda and visited many other places in the U.S., but Hawaii is by far the best out of all of them," said Colton. "The best thing about Hawaii is the warm water and the surf. Nowhere else in the continental U.S. can you catch north, south, east, and west swells."



Lighthouse Continued on page 32

Legacy of Light: Oldest west coast light marks

‘The Rock’Written by Walter T. Ham IV

The 22-acre Alcatraz Island is visited by approximately 1,750,000 tourists a year. U.S. Coast Guard photo by

Petty Officer 2nd Class Barry Bena.

The Alcatraz Lighthouse not only guides mariners through the San Francisco Bay but also welcomes tourists to the island that used to house America’s most notorious inmates.

Lit in 1854, the Alcatraz Light was the first of seven west coast lighthouses built during the California Gold Rush.

The famous Alcatraz Lighthouse was the first of seven west coast lighthouses built during the California Gold Rush. U.S.

Coast Guard photo by Senior Chief Petty Officer Robert Sevon.

The original Alcatraz Light shined over the bay until it was damaged by an earthquake in 1906. It was replaced by the current 84-foot-tall light that shines

from 214-feet above sea level, the highest point on the island known as “The Rock.”

Located 1 ½ miles offshore, Alcatraz Island was first used for a fort and military prison before becoming the most famous and formidable federal penitentiary in the nation. The prison closed in 1963. Today, the National Park Service manages the island as a part of the Golden Gate National Recreation Area.

Alcatraz NPS Ranger John Cantwell said the lighthouse is one of the most popular tourist attractions on the 22-acre island.

“We get many lighthouse aficionados coming out to see the location of the first lighthouse on the west coast,” said Cantwell.

Cantwell said the scenic island has also been featured in 12 movies, among them the 1979 Clint Eastwood film “Escape from Alcatraz” and the 1996 Sean Connery and Nicholas Cage film “The Rock.”

NPS Spokesperson Shalini Gopie said approximately 1,750,000 tourists visit Alcatraz every year. Gopie added that there are many other attractions on the island, including guided tours and bird watching.

Petty Officer 1st Class John Sherwood, Petty Officer 2nd Class Geoffrey Cote, and Fireman Harley Satara from Aids

to Navigation Team San Francisco stand beside Alcatraz Lighthouse. U.S. Coast Guard photo by

Chief Petty Officer Marcelino Ortiz.

Members of Coast Guard Aids to Navigation Team (ANT) San Francisco keep the famous Bay Area light shining.

“Alcatraz Lighthouse is unique because it’s located in the center of San Francisco Bay, only accessible by boat,” said Chief Petty Officer Marcelino Ortiz, the officer-in-charge of the Yerba Buena Island, California-based ANT.



Lighthouse Continued from page 31

Off Limits Continued on page 33

According to Ortiz, the view from the top of the 124-step spiral staircase is worth the hike.

“The lighthouse has a 360-degree view of San Francisco and its neighboring cities, views of Golden Gate Bridge, a famous prison and a great tourist attraction,” said Ortiz, who is from Queens, New York.

Petty Officer 2nd Class Geoffrey Cote from Aids to Navigation Team San Francisco services the batteries on Alcatraz Light.

U.S. Coast Guard photo by Chief Petty Officer Marcelino Ortiz.

The U.S. Coast Guard maintains more than 48,000 lighthouses, beacons and buoys that mark more than 25,000 miles of navigable waterways.

This system of coastal, intracoastal and inland waterways, known as the Marine Transportation System, facilitates more than $4.6 trillion in economic activity a year.

The Coast Guard recently released its Maritime Commerce Strategic Outlook to chart the way ahead for its MTS missions.

From the Point Reyes Light in Marin County to the Point Sur Light to the south in Monterey County, ANT San Francisco covers 569 Aids to Navigation, including 13 lighthouses, 35 buoys and 521 fixed ATON.

Ortiz says maintaining the Alcatraz Light and his team’s other buoys and beacons gives him a sense of satisfaction and pride in knowing that they help to keep mariners safe.

“At the end of the work day, leaving Alcatraz and observing the main light watching properly gives the crew and myself peace of mind,” said Ortiz..

Coast Guard, Cape Disappointment State Park remind public that Coast

Guard property is off limits by 13th District Public Affairs

ASTORIA, Ore. — Coast Guard and Cape Disappointment State Park officials would like to remind park visitors that the Coast Guard property located in Ilwaco, Washington, is off limits to the public.

The trail from the Lewis and Clark Interpretive Center to the area known as Deadman’s Cove and the Cape Disappointment Lighthouse is off limits and closed to the public due to safety concerns. As its name implies, Deadman’s Cove is extremely dangerous. Several rescues have been conducted there by the Coast Guard in the past three years.

“We appreciate the public’s cooperation and understanding as to why we have to announce that this area is off limits,” said Lt. Jessica Shafer, the

U.S. Coast Guard Cutter George Cobb (WLM-564) maintains buoys near Alcatraz Island, the site of the first American west coast lighthouse. First lit in 1854, the original Alcatraz Light was replaced by the current light following an earthquake.

U.S. Coast Guard photo by PA2 Corey Mendenhall



Off Limits Continued from page 32

commanding officer of Coast Guard Station Cape Disappointment. “Our concerns are for the public’s safety and the maritime community we serve.”

The Coast Guard will install fencing along the property line between Cape Disappointment State Park and Station Cape Disappointment property. The station will begin exploring opportunities to have dedicated tours to the lighthouse.

Cape Disappointment State Park offers a variety of r e c r e a t i o n a l opportunities, i n c l u d i n g hiking trails, ocean beach access, a boat launch and the North Head Lighthouse.

The Lewis and Clark Interpretive Center remains closed due to COVID-19.

A 47-foot Motor Life Boat crew from U.S. Coast Guard Station Cape Disappointment in Ilwaco, Wash., passes beneath the Cape Disappointment Lighthouse while traversing the bar at the mouth of the Columbia River, March 10, 2015. The

lighthouse is the second structure planned for the location, after the supplies for the first structure were lost when the vessel

Oriole wrecked directly below the cape while attempting to cross the bar Sept. 18, 1853.

(U.S. Coast Guard photo by Chief Petty Officer David Mosley)

CG and Military Books I’ve read & recommend

CWO Patrick Wills, Editor

Books are not listed in any patricular order of quality. I found all of them as very enjoyable and readable.

1. The Sea’s Fury: Rescue at Point Serenity — by MK2 Michael Hazard

2. The Thousand Mile War — by Brian Garfield

3. All Present and Accounted For — by Capt Steven J Craig

4. The Boys in the Boat — by Daniel James Brown

5. Rogue Wave: The U S Coast Guard on and after 9/11 — by Chief Petty Officer P J Capelotti

6. Red Crew: Fighting the War on Drugs with Reagan’s Coast Guard — by Jim Howe

7. Rescue Warriors: The U S Coast Guard, America’s Forgotten Heroes — by David Helvarg

8. Wonderful Flying Machines: A History of U S Coast Guard Helicopters — by Barrett Thomas Beard

9. D-Day in the Pacific with the U S Coast Guard, The Story of Lucky 13 — by Ken Wiley

10. A Coast Guardsman’s History of the U S Coast Guard — by C Douglas Kroll

11. A Barque of Saviors: Eagle’s Passage from the Nazi Navy to the U S Coast Guard — by Russell Drumm

12. A Miracle at Attu: The Rescue of CG-1600 — Capt Bill Peterson

13. Deadliest Sea: The Untold Story Behind the Greatest Rescue in Coast Guard History — Kalee Thompson

14. The Finest Hours: The True Story of the U S Coast Guard’s Most Daring Sea Rescue — Michael J Tougias and Casey Sherman

15. Coast Guard Action in Vietnam: Stories of Those Who Served — CWO4 Paul C Scotti



Arctic Continued on page 35

Could the U.S. Win in the Arctic?

With continued thawing, the Arctic has the potential to be the site of the next “Cold War” between the United States and

Russia. At present, it is a war the United States would lose.

By Lieutenant Commander Jeff Janaro, U.S. Coast Guard

Throughout history, the most powerful nations have been those that controlled the seas. Strategically, control of the sea lanes is critical because it allows a state to control the flow of munitions, equipment, soldiers, and food to battle zones. Roughly 97 percent of the goods used by U.S. troops overseas are exported from the United States. In addition, U.S. shipyards, munition factories, and many other defense-specific industries rely on the import of raw materials.

Control of the Arctic sea lanes will be important because ships transiting via northern routes could reduce transit times and avoid traditionally dangerous choke points. Traveling from China to Europe via the Arctic, for example, could save up to 12 days when compared to more traditional sea routes. Control of the Arctic sea lanes depends on several factors, perhaps none more important that the ability of sovereign vessels to physically navigate the region. In the Arctic, this task falls to Coast Guard icebreakers. But as Senator Dan Sullivan (R-AK), a congressman intimately familiar with Arctic issues, has said, “The highways of the Arctic are paved by icebreakers. Russia has superhighways, and we have dirt roads with potholes.”

Russian Arctic Assets

Russia perceives its Arctic region as a key development driver in the 21st century. A large part of its strategy involves its fleet of icebreakers. Russia currently has 46 icebreakers, with 11 in various stages of production. Of the 46, 29 are owned and operated by the government, and 4 are heavy icebreakers, defined as having greater than 45,000 brake horse power. Of the 11 under construction, 7 are being built by the Russian government and 4 by private industry.

Russia’s Arctic shipbuilding efforts go beyond ships designed to break ice in support of search-and-rescue operations and to facilitate commerce. They also are building conventional warships with ice-strengthened hulls that would allow them to go where few other surface combatants can.

As of 2016, Russia had awarded a contract for two 374-foot Project 23550 Ice-class patrol ships, which have been likened to a polar “corvette,” meaning they are fast and outfitted with weapons. Russia’s Ministry of Defense claims the ships will have the warfighting capabilities of a Navy surface combatant, as well an icebreaker and tug, and that they have “no analogues in the world.” While other Arctic nations--including Norway, Denmark, and Canada--have vessels with similar icebreaking capability no other ships carry the same amount of armament as planned for on the Ice class.

Armament on the Ice class will include a medium-caliber deck gun and two payload bays on the stern capable of carrying containerized missile systems. The ships also will feature a flight deck and hangar for a Ka-27 antisubmarine or utility helicopter. The keel of the first of the two vessels, the Ivan Papanin, was laid in April 2017, and both ships are to be operational by 2023–24.

Construction of the Ice class is only part of Russia’s larger naval strategy and asset procurement plan for the region. Two 574-foot nuclear-powered icebreakers, the most powerful in the world, already have been launched, and a third is under construction. The even larger Leader-class nuclear-powered icebreakers and Project 10570 icebreakers will be capable of escorting ships through sea lanes in the Arctic that otherwise would be inaccessible.

U.S. Arctic Assets

Currently, the United States does not have sufficient naval and Coast Guard assets to operate in the Arctic. Further, Coast Guard officials and others have long warned that the United States does not have the equipment or infrastructure to respond to emergencies, enforce the U.S. exclusive economic zone, or achieve other national objectives in a more heavily traversed Arctic.

A 2011 study estimated the Coast Guard needs approximately six new icebreakers to meet U.S. demands for polar access. The United States currently has two operational icebreakers capable of Arctic engagement. One of the two operational breakers, CGC Healy, is not polar ice capable. A third, the Polar Sea, suffered an engine casualty in



Arctic Continued from page 34

2010, and the cost of repairs was deemed prohibitive. She now sits in Seattle, Washington, as a “donor” boat whose parts are stripped to support her sister ship, the Polar Star.

In a September 2015 visit to Alaska, then-President Barack Obama noted the need for more assets in the Arctic region and spoke of fast-tracking construction of a new Coast Guard icebreaker. The 2018 National Defense Authorization Act allows the military to build a new icebreaker for the Coast Guard, but lawmakers also said they do not want the Department of Defense (DoD) paying for any additional icebreakers once this one is built. Fortunately, on 23 April 2019, the Coast Guard-Navy Integrated Program Office for the Polar Security Cutter Program awarded a $745.9 million contract for the detail design and construction of the first heavy icebreaker. It is expected to enter service in 2024.

Some observers have suggested leasing an icebreaker from another country or one of the commercial ice-capable vessels privately owned in the United States as a short-term solution. A lease seems unlikely, though, as senior Coast Guard leaders have determined significant money would have to be invested in a commercially leased vessel to have it meet military standards. Coast Guard cutters do more than just break ice and need to be equipped to perform additional missions. Other analysts have suggested purchasing a vessel from a Finnish shipbuilder, but policy problems arise with the Jones Act and an “America First” ethos, making construction of a new icebreaker in a U.S. shipyard the most likely path.

DoD’s Arctic Strategy, updated in June 2019, calls for the evolution of Arctic infrastructure and capabilities consistent with changing conditions in that part of the world. However, the strategy uses projection of power in place of physical presence in the region. DoD has very few niche Arctic capabilities. Some large platforms include Arctic-specific design features, in particular nuclear attack submarines, but no surface combatants are ice-strengthened, so traversing the region on the surface will continue to be untenable for the foreseeable future. This lack of capability also affects the ability to send troop transports into the region, an important capability

given how inaccessible the Arctic is over land.

Until the United States appropriates significant funds for the Arctic, Russian will continue to outpace us in the region. The Arctic is still not a national security priority, and soon it will be obvious the United States has waited too long to compete.

Recommendations to Close the Gap

The Coast Guard is focused on the Polar Security Cutter Program and keeping the Polar Star running until the new hulls come online. With Congress’s recent commitment to fund an additional icebreaker, there is reason for optimism that by the early 2020s, the United States will have additional assets in the region. However, Congress must follow through and make a commitment to protecting U.S. interests in the region. As Coast Guard Rear Admiral Melvin Bouboulis has explained, “We understand that some folks think it just it goes and breaks ice, but we’ve purposely changed the name of that program to Polar Security Cutter because it is really the U.S. presence in the Arctic regions and preserving our national interest and security in those areas.”

While the U.S. government slowly pivots to the Arctic, diplomatic relations with the other Arctic nations should be strengthened. Despite strong rhetoric, Russia has been a cooperative partner in the region, demonstrating the Arctic is an area where nations can work together despite disagreements in other parts of the world. The United States’ continued involvement in Arctic governance bodies and international forums will facilitate these relationships and help keep the Arctic conflict free. Long-term peace and stability, however, will depend on strength in the form of more Arctic-capable Coast Guard and DoD forces.

Russia’s Arktika (nuclear powered) ice breaker is 44% longer than the USCGC Polar Sea (diesel powered) breaker. Further

Russia has 46 ice breakers with 15 under construction to America’s one polar breaker and 10 being discussed.

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