My office has been engaged in chronicling the history of NOAA Corps
and its ancestor organizations. In doing so, the theme of kinship of NOAA
Corps with the Naval community is encountered time and again. In particular,
our kinship with the Naval Meteorology and Oceanography Command is striking.
As such, on the occasion of the Change of Command and Relieving Ceremony
of the Naval Meteorology and Oceanography Command on board the USNS PATHFINDER
(T-AGS 60), it is appropriate to share an outstanding example of that kinship
and cooperation. The example that I have in mind is the saga of the USS
PATHFINDER (AGS-1), also known as the USC&GSS PATHFINDER (OSS 30.)
I directed my staff to compile personal histories, official accounts,
and non-official published accounts of the PATHFINDER (this was the second
C&GS ship of that name; and, the vessel on which I served my first
sea duty) for compilation into a volume which I could share with our fellow
officers, scientists, technicians, and vessel operators of the Naval Meteorology
and Oceanography Command (NMOC). This resulting compendium of PATHFINDER
lore is primarily directed towards the WWII exploits of the USS PATHFINDER,
but it also traces the career of the vessel through to its final decommissioning.
My wish is that the USNS PATHFINDER have as an illustrious career as
its namesake. May the name PATHFINDER always evoke images of cooperation
between our organizations, thoughts of perils shared and hard work accomplished
together, and a reminder of our similar heritage.
My congratulations are extended to Rear Admiral Paul G. Gaffney on
the assumption of command of NMOC. Likewise, I congratulate Rear
Admiral John E. Chubb for his conclusion of a successful tour of
duty as the outgoing Commanding Officer of NMOC and wish him well
in his retirement.
Rear Admiral Sigmund R. Petersen, NOAA
Director, NOAA Corps Operations
INTRODUCTION
he PATHFINDER has been a respected ship name within the United
States Coast and Geodetic Survey and today's National Oceanic
and Atmospheric Administration for close to a century. This name
was meant to convey the spirit of the vessel and its work.
The first PATHFINDER was built at Crescent Shipyard in Elizabethport,
New Jersey, and launched December 7, 1898. It was a three-deck steel
vessel with fifteen water-tight compartments, was 196 feet 3 inches
overall, 33 feet 6 inches beam, drew 13 feet when fully loaded,
and was powered by 4500 feet of canvas and a triple-expansion steam
engine capable of 1,173 horsepower. The vessel cruised between 11
and 13 knots. This vessel had been designed for operating in the
Aleutian Islands.
On June 1, 1899, the PATHFINDER sailed from the shipyard with a
Coast and Geodetic Survey officer in command and a crew of 65 Navy
enlisted personnel. The ship proceeded to the West Coast via the
Straits of Magellan and arrived in San Francisco on September 17
after many port calls along the way. Its first work was in the Hawaiian
Islands in the winter of 1899-1900. The 1900 and 1901 working seasons
were spent in the Aleutians, but because of the urgent need for
up-to-date charts in the recently acquired Philippine Islands, the
PATHFINDER was ordered to Manila following the 1901 field season.
The ship sailed directly to the Philippines from Dutch Harbor, Alaska,
which must have been quite a surprise to the crew. The first PATHFINDER
spent most of the next 40 years charting the waters of the Philippines
until it was finally lost as a result of a Japanese bombing raid
in late 1941. At that time, it was sailing under the name RESEARCH,
which it had been named after a period of inactivity in the 1930's.
The second PATHFINDER was under construction at Lake Washington
Shipyards in Seattle, Washington, at the outbreak of WWII. The keel
was laid on February 20, 1941, and the ship launched on January
11, 1942. Shortly after launching the ship was transferred to the
Navy for wartime use. The second PATHFINDER was 229 feet in overall
length, 39 feet in breadth, had a loaded draft of 15 feet, and displaced
1,900 tons when fully loaded. It was single screw, steam turbine
powered, and capable of generating 2000 shaft horsepower with a
maximum speed of 15 knots.
The PATHFINDER was commissioned on August 31, 1942, and served
in the Pacific war from Guadalcanal to Tokyo Bay. Following the
war, the vessel was returned to the United States Coast and Geodetic
Survey where it served until 1971 conducting surveys off Alaska,
Hawaii, and the West Coast of the United States. The following are
personal accounts and historical compilations of the illustrious
career of the second PATHFINDER.
* * * * * * * * * * * * *
RECOLLECTIONS OF CAPTAIN LORIN WOODCOCK, USC&GS
OF THE
WARTIME EXPERIENCES OF THE USS PATHFINDER
FORWARD
At the beginning of WWII, Lorin Woodcock was a young C&GS officer
with not quite a year's service. He joined the PATHFINDER at Funafuti
in the Ellice Islands and served on the ship throughout the remainder
of its first tour of duty in the South Pacific. Following the war,
he returned to the C&GS and retired in 1968.
NARRATIVE
THE U.S.S. PATHFINDER AND WORLD WAR II
"When World War II broke out, the PATHFINDER was still in a Lake Washington
shipyard, being constructed by the Coast Survey for survey duty in
Alaska. It immediately became apparent to the Navy that the war in
the Pacific would take place in very sketchily charted waters, and
that the PATHFINDER would be a very valuable asset to our Navy. So,
the Navy took her over right in the shipyard, fitted her with guns,
depth-charges, and a printing press for printing charts on the spot,
gave her a number AGS1, and sent her out to the South Pacific. She
had a Navy crew aboard, and her officer complement contained a nucleus
of men experienced in hydrographic surveying and chart construction,
who had been transferred to the Navy from the Coast Survey.
"After a brief training period in San Francisco Bay, the PATHFINDER
left the states, bound for the South Pacific. Her first job was
at Funafuti in the Ellice Islands. Our occupation forces had sneaked
in here under the noses of the Japs, and the PATHFINDER joined them
as unobtrusively as possible. Her highly secret mission was to find,
chart, buoy, and blast out if necessary, a deep water passage into
the lagoon, and lay out sufficient anchorages to repair damaged
ships and serve as a staging area for future invasions.
"In spite of bad weather and an inexperienced crew, the job was
done in the allotted time of four weeks, and the charts were printed
before the Japs had prepared any organized action on our foot-hold
there. The PATHFINDER sailed on then to Noumea, New Caledonia, arriving
there in January, 1943.
"On the second of February, she sailed again, this time to survey
Tulagi and Gavutu harbors in the Solomons. On the way to Guadalcanal
she formed a part of the escort for a convoy carrying supplies to
our hard-fighting Marines. With the convoy safely delivered, the
PATHFINDER sailed the few remaining miles to Tulagi Harbor and started
surveying operations. Her assigned task was a complete hydrographic
and wire-drag survey of Tulagi and Gavutu Harbors and approaches
for the purpose of charting any sunken wrecks and dangers to navigation,
and to enlarge the available anchorage area. This job was accomplished
very expeditiously under the most trying conditions. The field parties
spent as much as 11 hours a day in the field, and spent the nights
alternating between working on boat sheets and survey records, and
manning battle stations while from one to a half dozen Jap bombers
droned about overhead, spattering bombs here and there, sometimes
uncomfortably close.
"The next job was an inshore survey along the coast of Guadalcanal,
from Point Cruz to Berande Point. The job consisted of building
and locating beacons, hydrography and wire-drag. At this period
all supplies were landed on Guadalcanal by lighter, and the purpose
of the survey was to provide anchorages as close to shore as possible,
thereby expediting unloading operations. While engaged on this job,
the PATHFINDER participated in a surprise daylight air-raid by about
150 Jap planes. With half her crew out on field parties she accounted
for two dive-bombers, and after the action, rendered invaluable
medical aid to injured personnel from the AARON WARD, a destroyer
which took a bomb in her engine room during the action and later
sunk. During this action Captain Thomas was credited by his crew
with saving the ship. He turned the right way at the right time
and the bomb fell where the ship would have been.
"While this job was in progress the ship's drafting room turned
out a chart of Sandfly Passage, using existing hydrographic information
and aerial photographs. It's purpose was to provide a rapid escape
route for PT boats making their nightly attacks on the 'Tokyo Express.'
"With the completion of this job, the PATHFINDER returned south
to Espiritu Santo Island in the New Hebrides Islands, where survey
operations were carried on without the interference of enemy action.
An area off Bogaeio Island at the entrance to Segond Channel was
surveyed and charted, for the installation of a degaussing station.
An area in Segond Channel was wire-dragged for the location of a
floating cruiser drydock. An extensive inshore survey of Segond
Channel was made for the location of piers and docks. Turtle and
Pallikulo Bays were surveyed and charted to provide anchorage and
staging areas. A portion of Pallikulo Bay was dragged to 90 feet
for a floating battleship drydock. A portion of Undine Bay on the
north shore of Efate Island was surveyed to provide a closer approach
to the airfields by tankers. Fila Harbor on Efate was surveyed and
wire-dragged, to enlarge the safe anchorage area for units of the
fleet engaged in training activities.
"The next job was a two week's tour of duty in Sydney, Australia
for the purpose of rest, rehabilitation and recreation. Civilization
proved much too alluring for the accomplishment of the first purpose,
but the other two were accomplished with sufficient vigor and enthusiasm
to more than atone for the omission.
"The PATHFINDER then returned to the job, reported to the Commander
of Advanced Naval Bases, Solomons, and was assigned the task of
surveying the Russell Islands. This base was to become a tremendous
staging point for army equipment and troops, and was the biggest
single job undertaken by the PATHFINDER.
"In the middle of the Russell Islands job, the PATHFINDER was called
upon by Commander Third Amphibious Force for several emergency rush
jobs. The first of these was a survey of Manning Straits. It was
thought that Manning Straits would provide a good route for task
forces, and a detached party was sent to conduct the survey. Hathorn
Sound on Northern New Georgia was surveyed to provide anchorages
to serve the growing base and airfields. Vovobe Cove on Kolombangara
was completely charted. Rendova Harbor was charted to meet the needs
of the new base on Rendova Island. While engaged on this job, the
PATHFINDER was called upon to send a party immediately to
Cape Torokina, Bougainville. During the invasion there at least
one transport had run aground on an uncharted reef, and two others
had very narrowly escaped hitting reefs. The assigned mission was
to locate, buoy and chart all off-shore reefs. Operations were carried
on amidst falling bombs and shells, but eventually were concluded
with no serious misfortunes.
"Another detached party was sent on the invasion of Treasury Islands,
and made a complete survey of Blanche Harbor.
"Then finally back to the Russell Islands. That job was finally
completed and then the PATHFINDER made another trip to Sydney. However,
part of the crew and officers had to stay behind to participate
in the invasion of Green Islands. This party landed with the first
wave of troops and had started surveying before the shooting had
gotten well started. A complete chart of the lagoon and entrances
was made, and the rapid development of the base was thereby greatly
aided. This party also participated in a reconnaissance raid on
Green Islands, and determined minimum depths in the two entrance
channels prior to the actual invasion.
"The next job was in the form of another detached party to Emirau
Island in the St. Matthias Group. This party landed with the invasion
forces and gathered data for charts necessary for the development
of the base.
"Before the return of this party, the PATHFINDER had started a
survey of Seeadler Harbor in the Admiralty Islands. The entrances
and anchorage areas were wire-dragged, and a section of the harbor
was dragged to 90 feet for a floating battleship drydock. This base
eventually became the main staging area and supply point for the
Philippine invasion, and its development was materially speeded
when satisfactory charts became available. In the same area, Ponam
Island and approaches were surveyed, to make possible the servicing
of an air-strip to be built on Ponam Island.
"The PATHFINDER then returned to New Caledonia and commenced surveys
improving the existing charts of Havannah Passage leading to Noumea.
The wire-dragged channel was widened near it's beginning, and a
channel through Woodin Passage was wire-dragged, thus shortening
the route appreciably. A survey was made of Burai Bay, New Caledonia,
to determine it's feasibility as a staging area. Lifu-Uvea Passage
in the Loyalty Islands was surveyed to definitely determine its
safety for navigation, and Patteson Passage in the New Hebrides
was surveyed for the same reason. Finally, in October, 1944 the
PATHFINDER sailed for Pearl Harbor, and then on to San Francisco
for a much needed and well earned repair and overhaul period. During
this time all but one of the remaining Coast Survey officers were
detached, and he left after seeing her safely out to her working
grounds again."
"Author's note:
This history has been prepared very hastily and entirely from memory.
The facts as stated are true to the best of my memory. The ship
received several letters of commendation during her tour of duty
in the South Pacific, and copies are attached of the ones I have.
Prepared by Captain Lorin Woodcock."
* * * * * * * * * * * * *
RECOLLECTIONS OF
REAR ADMIRAL WILLIAM M. GIBSON, USC&GS
OF THE
WARTIME EXPERIENCES OF THE U.S.S. PATHFINDER
FORWARD
Rear Admiral William M. Gibson served as Navigation Officer and then
Executive Officer of the U.S.S. PATHFINDER. He then served as Executive
Officer of the U.S.S. OCEANOGRAPHER and ended the war in command of
the U.S.S. HYDROGRAPHER. He entered on duty with the commissioned
corps of the United States Coast and Geodetic Survey on September
2, 1924, and retired in 1958. Prior to WWII he served on numerous
ships and field parties of the Coast and Geodetic Survey on the East
Coast, West Coast, Alaska, and the Philippines. At the beginning of
WWII, he was Executive Officer on the USC&GSS PIONEER, a former
Navy minesweeper that had been loaned to the Survey following WWI.
In 1941, the PIONEER was operating in the Aleutians, but its field
season was shortened by one month as the Navy required the vessel
back in preparation for war.
NARRATIVE
"Three ships, the PIONEER, GUIDE, and DISCOVERER were decommissioned
after removal of all Coast & Geodetic Survey equipment. They were
turned over to Merrit, Chapman, and Scott for use in sweeping mines
in the Caribbean Sea. By this time war had been declared. There was
no time for any leave of absence except when officers were given continental
assignment. The Navy gave in lieu of the PIONEER a beautiful yacht
formerly owned by Mr. Fleishman and built in Sweden of Krupp steel.
They gave in lieu of the GUIDE a small yacht called the ANDRADITE.
"We worked like beavers getting the new PIONEER ready for Prince
William Sound in Alaska, and when ready the Navy took her back!
An officer came down to the dock at Treasure Island and took the
ship with a skeleton crew 'to do escort work from Panama north.'
"We had to get off the ship in a hurry and we were standing on
the dock as it left. A bar pilot that we knew struck up a conversation.
He had been taken into the Navy too. The refresher course at Treasure
Island was being given to college graduates who had been through
the 90 day courses back east. They were at Treasure Island for practical
courses before assignment to ships. Why didn't we tie in with the
school? They were desperate for instructors!
"We were transferred to the Navy by Presidential Order, but we
had to pass a physical examination at the 12th Naval District in
San Francisco. Two rows of doctors were sitting at desks and as
we walked by (in the raw) they all asked questions and made notes.
Of course we all passed! Commander Lyman Graham and Lt. Charles
Thomas were assigned to teach seamanship. I was assigned the Navigation
School and Lieuts. Chovan and Stohsner were assigned to the Post
Office. That lasted 3 months!
"Not having ever studied Navigation I had to go through Dutton's
Navigation ahead of the class! And I had to take the class of about
30 officers out on a tug boat to teach them to pilot. I was just
getting to like the work when my orders came along with the orders
for the others - all to go to Seattle for the commissioning of the
PATHFINDER and to serve thereon. The student officers liked my teaching
and asked the Captain of the school to keep me. In the meantime
I had driven to Seattle accompanied by the family. Orders canceling
my assignment to the PATHFINDER were issued and arrived at Treasure
Island a few days after I had left. So I suppose they canceled the
cancellation!
"They were cutting a large hole in the PATHFINDER's side to accommodate
a printing press. Other photolithographic equipment was installed
and the ship soon readied for sea trials. Two 3-inch AA guns were
installed on the bow and 20mm guns scattered about the ship. When
the ship put to sea, the plumbing did not work right. We were deluged
with water all the way to San Francisco from the toilets and the
propeller was singing refrains. The propeller was considered a submarine
hazard and arrangements made for dry docking. While in San Francisco
we got the service of Lt. Vincent of the Coast & Geodetic Survey
( who had been given a Navy commission) to work on the fathometers.
Navy technicians had no knowledge of Coast & Geodetic Survey
fathometers. [Vincent had been a Chief Radio Operator and electronic
technician on Coast & Geodetic Survey ships for many years.
He had been a co-inventor of the Radio Sonobuoy, originally used
by the C&GS with Radio-Acoustic Ranging Navigation.]
"At last the toilets had been vented; the fathometers performed
O.K.; and the propeller made reasonably quiet. We sailed out the
Golden Gate, past the picket boat that didn't like our bow wave,
and into the war. My leave that was canceled totaled 72 calendar
days. This was regarded as necessary to the country in time of war
and was an accumulation since 1938 when ordered to the New York
office to take charge. Perhaps some time I would get the leave back.
SHIP'S OFFICERS
1. Bascom Thomas, Commander USNR, Lawyer in civilian life, Commanding
Officer.
2. Harry A. Mason, Lieutenant Commander, Executive Officer, from
Merchant Marine, a strict disciplinarian.
3. William M. Gibson, Lieutenant Commander, USC&GS, Navigator
and Chief Survey Officer, Commissioned Corps of the U.S. Coast &
Geodetic Survey, President of Summary Court Martial.
4. James Walls, Chief Engineer, Lieutenant Commander USNR, Steamboat
Inspection Service, U.S. Coast Guard.
5. James E. Baker, Lieutenant, USNR, Asst. Chief Engineer, Civil
Service rating of Chief Engineer, U.S. Coast & Geodetic Survey.
6. Samuel N. Davis, Lieutenant, USNR, Asst. Engineer, U.S. Coast
& Geodetic Survey, Civil Service.
7. Evan Kackley, Lieutenant, Medical Corps, USNR.
8. Robert E. Glaze, Ensign, USNR, Engineer Officer.
9. William K. Herman, Lieutenant, USNR, Supply Officer.
10. Walter J. Chovan, Lieutenant, USC&GS, Wire Drag and Hydrography.
11. Edwin Hicks, Lieutenant, USC&GS, Tides, Currents, Hydrography.
12. Junius T. Jarman, Lieutenant, USC&GS, Cartography and Hydrography.
13. E.E. Stohsner, Lieutenant, USC&GS, Hydrography, Wire Drag.
14. Lorin Woodcock, Lieutenant (jg), USC&GS, Hydrography, Wire
Drag (joined ship after Funafuti.)
15. E.E. Anderson, Jr., Lieutenant (jg), Gunnery Officer, Hydrography,
Topography.
16. William B. Sears, Ensign, USNR, Hydrography.
17. William W. Thompson, Lieutenant (jg), Communications Officer.
18. Dan W. McMurphy, Ensign, USNR, Courts & Boards, Hydrography.
19. Breed Mounger, Lieutenant (jg), USNR, Hydrography.
20. Clarkson W. Pinkham, Ensign, USNR, Hydrography.
21. Raymond Dondero, Ensign, USNR, Engineer (joined after April
1.)
"Commander Bascom Thomas, a Naval Reserve Officer from Dallas,
Texas, was given command of the PATHFINDER when commissioned as
a Naval Ship in Lake Washington at Seattle. The ship had been altered
to conform to Navy Regulations during the construction. The Coast
& Geodetic Survey flag was run up and down immediately; and
the Navy Pennant run up.
"Each department head was responsible for his own work. The Navigator
was responsible for the charts and location of the entrance to the
harbors of the South Pacific and Honolulu. The Engineer Officer
(a Coast Guard Officer) was appointed from the Naval Reserve - Commander
Walls - and the Executive Officer was from the Merchant Marine.
"Five Coast & Geodetic Survey officers were transferred to
the Navy to serve under Navy Regulations for the duration of the
war. And various Naval Reserve Officers in lower ranks were assigned.
"Commander Bascom Thomas was an excellent Commanding Officer. Although
his knowledge of map making was deficient, his knowledge of Communications,
Naval Procedure, and Gunnery were excellent and he learned of the
map making as he progressed. He was firm, fair and dedicated.
"After 18 months were up he transferred his new Executive Officer
and Chief Survey Officer, and appointed Walter Chovan in his place.
Also he put Edgar Hicks in the plotting room and transferred Junius
Jarman to heavier duty. He had previously parted with his Coast
Guard Engineer and had put Sam Davis in that top spot. He had transferred
Ernst Stohsner to new construction; and Engineer James Davis had
been called home on account of the death of his wife. With his new
organization he was all set for another year of duty which he did
in commendable fashion. Details follow.
"The U.S.S. PATHFINDER zig zagged all the way to Pearl Harbor.
Everyone was wearing full regalia for war. When the Navigator was
taking star sights he found the regalia cumbersome to say the least.
A rendezvous was arranged for a PCS to meet us about 19 miles east
of Pearl Harbor. We never saw her and the captain wondered about
the navigation. We simply steamed on into Pearl Harbor without our
guide. Admiral Nimitz allowed one of the officers to telephone San
Francisco to check on the success of the operation on his son.
"The Staff wanted a reliable chart of Funafuti, Ellice Island.
The Fleet Transport that carried a regiment of Marines into the
atoll avoided many coral heads. Her draft was twenty feet and many
coral heads were reported. The Fleet Transport let the men off but
left hurriedly with only a part of the cargo unloaded.
"The PATHFINDER stopped for fuel at Christmas Island. A channel
had been dredged and we were the first ship to enter the harbor.
The Pilot assigned to the PATHFINDER got confused and was heading
for the beach when the Navigator spotted the real entrance in a
different position in time to save the ship.
"The cruise of the PATHFINDER to Funafuti crossing the Equator
was the occasion for celebrating. Neptune Rex came aboard. All hands
off duty joined in welcoming him aboard.
"A taste of the future was suddenly received about half way to
Funafuti. An unidentified hulk appeared. Later it was identified
as a cruiser. The cruiser had entombed in it 19 men. It had been
torpedoed but was going on her own steam.
"The last 5 days of the cruise were overcast and there was speculation
that the ship would miss the island. The Navy Pilot charts showed
a current of 2 knots flowing at a right angle to the course; that
was a possible set of 48 miles to the northwest. The speculation
increased as the time for arrival got near. The Navigator, to cover
his own apprehension, said to the Captain, "You come up to the bridge
at 1500 this afternoon and I will show you the 'conspicuous' tree
charted on the island." True to the words, the Captain arrived on
the bridge at 1500 in time to hear the lookout shout 'Land, Ho.
The Port Bow!'
"The entrance was at Le Buabua and the ship proceeded very gingerly
to anchorage about one half the distance to the main part of the
island. About 3 days later the sun was right to show the bottom
off the starboard quarter. Soundings showed the depth of 11 feet
and the PATHFINDER's draft was 14 feet.
"Captain Rickenbacker had been brought to Funafuti when he had
been rescued. Someone had immediately sent a case of Scotch whiskey
to him at Funafuti but Rickenbacker had left before the Scotch arrived.
Captain Good, Commandant of the Marine Corps, had sent his aide
out to the ship with one bottle to be used for medicinal purposes
on Christmas Eve, our first Christmas away from home.
"The PATHFINDER had been ordered to Funafuti in the Ellice Islands
to make charts, place beacons and buoys, lay out anchorages and
seaplane runways and find a deep water entrance to enable damaged
carriers or battleships and naval auxiliaries to enter. The time
limit was 3 weeks. It was the first or 'breaking in' job assigned
by Cincpac enroute to our south Pacific Area to report to ComSoPac.
"Because it was the first job there were certain apprehensions.
Funafuti had been charted about 1850 by a British vessel and later
used by whalers from New England. When looking for the Observation
Point used in the original survey, a native with bright red hair
stepped aside and saluted, saying 'me Forbes.' There had been a
deserter by the name of Forbes. This was his descendant.
"The ship's force welded superstructures on thoroughly drained
gasoline drums for channel and obstruction buoys for marking significant
coral heads. They also constructed a tall beacon of angle iron to
mount at a turning point of the channel. The beacon was placed on
two boats, catamaran fashion, and taken to the site.
"The deepest water in the entrances was found to lie in Te Ave
Fugea, a tortuous entrance at the southwest side. The channel was
blocked by a huge coral head with deep water on all sides. This
was a problem for the dynamite gang composed of 2 pharmacists, 2
seamen, and 2 officers. There was a great explosion that should
have notified the enemy 35 miles away of PATHFINDER activities.
The coral head went down to 30 feet and the spot was marked by white
water; a perfect landmark! The other entrance where the Troop Transport
crossed was recommended for dredging after the wire dragging showed
clearance of 19 feet.
"The location of the conspicuous tree, the beacon at the channel
turning point and a third PATHFINDER beacon in the vicinity of Te
Ave Fugea gave a plottable 3-point fix, but bearings on the same
points would not intersect in a point. There was something wrong!
After checking the field triangulation and finding nothing, the
culprit was finally run down. The British had constructed a perfect
projection and inadvertently turned it upside down for plotting.
In other words, the meridians inadvertently converged to the north
instead of to the south. This was in South Latitude. The position
of ships entering and anchoring in the atoll could be determined
by using our positions as shown on the chart, as long as they did
not stray outside of the area marked off for anchorages or use the
old chart.
"This all took time and the ship was perilously low on fuel. The
one and only ship to enter the atoll while the PATHFINDER was there
was the inter-island steamer called the USS CAMANGO. She had ample
fuel to get back to Pago Pago. She agreed to furnish the PATHFINDER
some fuel oil; and the PATHFINDER went alongside her for that purpose.
Unfortunately, the Captain of the USS CAMANGO turned off the fuel
going to the PATHFINDER almost immediately and took back suction
on the hose. Later the Engineer was doubtful if the ship was any
better off.
"The tidal note on the chart was carefully considered. The island
lay in South Latitude and East Longitude. We had to give the time
of tide in terms of Navy time and West Longitude. The exact time
used was given on the chart.
"The anchorages were laid out, the beacons accurately determined,
the markers placed on coral heads, the channels buoyed, and the
range for entering and leaving via Te Ave Fugea in place and the
tidal note was on the chart. The Commanding Officer tested the charts
by having the PATHFINDER run at 13 knots in and out of the channel
and through the atoll. His assumption was that if we had no confidence
in our charts, how would others? This test was made just 4 weeks
after starting the job - one week over.
"The PATHFINDER laid a course for Pago Pago for fuel, arriving
in the morning, refueling during the day and by evening the ship
was headed for Noumea. The sea was too rough to run the printing
press, so the charts were actually printed in the Great Roads of
Noumea, while reporting to Admiral Halsey's staff. A copy was sent
to the Hydrographic Office for review. They reprinted the chart
showing 30 feet as the depth of Te Ave Bue Bue. Fortunately their
error was caught at once and they recalled all the charts they had
issued on Funafuti. There were 4 charts of Funafuti, the entrances
and anchorages, and sea plane area.
"The ship cruised up the east side of New Caledonia to Espiritu
Santo where a large convoy was being formed. Enemy submarines were
reported as awaiting the convoy to the north and west of Espiritu
Santo, New Hebrides. So the convoy passed around the east side to
avoid the submarines. Twice the convoy with PATHFINDER in the escort
turned back to Espiritu Santo. Then word was received that a large
enemy task force with a battleship, cruisers and destroyers was
ahead.
"The Navy Code had been captured when the Japanese shot down a
plane, and the Japanese used the code to cover the evacuation of
troops from Guadalcanal.
"A most fortunate experience occurred when the convoy was to arrive
by daylight at Guadalcanal and it met another convoy going east
in the darkness. It was in this night that the New Zealand Corvette,
the KIWI, fought a Japanese submarine to the end, having forced
it on the beach and killed the Captain and other officers. A diver
found the Japanese Code on the wrecked submarine.
"Reporting for duty to the Commander of the Solomon Islands, the
ship was assigned the task of surveying and charting Tulagi Harbor
about fifteen miles from Guadalcanal. Tulagi Harbor was fairly large
and almost landlocked. There was a huge ammunition dump to the east
and the PATHFINDER anchored well inside the harbor - almost up to
the creek where the USS NIAGARA was moored with camouflage over
it to protect against bombing. The USS NIAGARA was supposed to provide
housing for the P.T. boat personnel. But due to the intense heat,
the P.T. boat personnel chose sleeping in the makeshift structures
at the P.T. Boat Base about a half mile to the south.
"The commander of the base at Tulagi ordered that no ship return
fire when the Japs bombed the base in the hope that they never saw
the ships and were concentrating their bombs on the base.
"A one kilometer base line was quickly measured and a weak expansion
made to locate such points as necessary for control. If there had
been any intention of more work to be done later, some additional
work would have been warranted to improve the accuracy of the base
line and the subsequent expansion.
"Later on orders were received to chart about 20 miles of the north
coast of Guadalcanal. Points had been cut in on the north coast
from Tulagi Harbor by observing over long distances on large targets.
Later again the OCEANOGRAPHER surveyed Indispensable Strait by using
the same control on a scale of 1/250,000. They extended the control
over that tremendous area.
"The ship's officers had never dreamed of so much expansion of
the one kilometer base line. It seemed like a hopeless undertaking
to select and measure another base line. There were no possible
places and time was pressing. Then there was the question always
in mind "Is this necessary to keep ships from going aground?" The
founding father of the Coast Survey would have answered the problem
differently, but in time of war, would he have?
"Shortly after the PATHFINDER's arrival we were initiated by the
Japanese bombers. One night in particular five bombs landed in the
harbor straddling the PATHFINDER. Discipline was broken and the
ship returned the fire against the high flying planes. One motor
torpedo boat was hit and the crews badly shaken up.
"In view of the frequency of the bombing, the PATHFINDER sought
a less conspicuous anchorage. Perhaps the Jap planes didn't see
the ship and only dropped bombs on the harbor in general. On another
night they bombed the ammunition dump to the east and set off explosions
and fires that lasted for several days. A Liberty Ship was unloading
ammunition with a group of stevedores that took to the jungles which
surrounded the base.
"About this time the Commander of the Solomon Islands asked for
a volunteer to locate Baruku Island on the map. The Task Force running
up the "Slot" each night laid their course 5 miles off the Island
and to their consternation found the island much closer than they
had thought. One officer accompanied by 2 men trained in Jiu Jitsu
went along, traveling on a Destroyer and LCT as far as the Russell
Islands, carrying a theodolite and a chronometer.
"They arrived at the Russell Islands headquarters during a bombing
raid which the island Commander watched outside his bomb
proof shelter. Arrangements were made for a motor torpedo boat to
take the party up to Baruku Island. Unfortunately, the officer in
charge of the motor torpedo boat was not the same officer, nor was
it the same boat, that had landed a Coast Watching party two weeks
before. At that time, the officer in charge had arranged that he
would be back with drinking water in about two weeks and that he
would signal his arrival with a long and two short flashes.
"When the survey party arrived off the part of the island where
it was thought the Coast Watchers had landed, the boat crew flashed
the regular ship to shore signal and waited for the answer that
never came. The motor torpedo boat cruised around the island flashing
the ship to shore signal in the belief that they had wrongly identified
the landing spot of the Coast Watchers. No answer came from the
beach. In desperation, the motor torpedo boat returned to the first
place opposite the beach and off a slight cove. A rubber boat was
put in the water with a theodolite and a chronometer in the custody
of the Chief Quartermaster. The officer started to shore with Bos'n
Mate rowing. When the party got within gunfire range, the officer
had the Chief Quartermaster call out in a loud voice, 'Navy men
from the USS PATHFINDER coming in.' It saved their lives! The Coast
Watchers were stationed along the beach with guns trained on the
small rubber raft waiting the signal to open fire. That was the
26th of March.
"One young Coast Watcher, not knowing the necessity for concentration,
talked incessantly of Lake Merritt and Oakland while the officer
was setting up the theodolite. [Bill Gibson was speaking of himself
as the officer setting up the theodolite in describing this episode
as he lived in Oakland, California, and ended up retiring to that
area.] Yes, there were Japs on the island too! They didn't move
around much. They hoped the Japs didn't either. They were out of
water and couldn't light a fire. They would have to be particularly
careful now that the Japs had seen our light.
"At any rate the observations were made and the party embarked
in their rubber raft in about 3 hours. The time was set during the
dark of the moon, and the moon was now rising and breaking through
the clouds. The observation party had taken a line on a tangent
between two points. They had observed three stars, one of which
was Dubhe in the constellation of the Dipper. For some reason, the
Dipper showing in 10 degrees south latitude was particularly comforting.
On the way back to the Russells, the P.T. Boat Skipper was very
conscious of the fluorescent wake of his boat. Airplanes could pick
up the wake and bomb them. The night before a Motor torpedo Boat
had opened fire on one of our planes when the plane dropped a bomb
near the boat.
"Upon arrival in the Russell Islands, it was found out that a motor
torpedo boat was to leave for Guadalcanal at 11 o'clock. This seemed
preferable transportation to the way the party had come by Destroyer
and LCT. The motor torpedo boat made 30 knots. Just at the time
of departure, General Patch and several of his staff came down to
the landing with the intention of riding down to Guadalcanal. He
asked the skipper about night running. The skipper launched into
a dissertation about danger from our planes, and told about the
necessity of firing on one of ours a few nights back. General Patch
exclaimed, "Was that you?" He then turned and walked away with his
staff! There was plenty of room on the boat going to Guadalcanal!
Another young skipper of another boat was being called on the 'carpet.'
He never divulged what he was going on the 'carpet' for, except
he said it was very serious. I surmised that it was he that fired
a torpedo at the flagship and sunk it when it strayed into the wrong
zone in the Invasion of Munda.
"At Lunga Point, Guadalcanal, a boat was ready to leave for Port
Purvis, so the party arrived there well ahead of schedule. There
it developed that the PATHFINDER was out, and while waiting on a
pier a Marine Officer by the name of Robert Earle [transferred from
the Coast and Geodetic Survey to the Marines at the beginning of
the war] invited the whole party (one officer and two men) to dinner.
The Chief Quartermaster declined because of his charge of caring
for the chronometer and guarding it against undue shocks.
"At 7:00 o'clock the PATHFINDER launch took them off to the ship,
and the officer and men tumbled into their bunks to get their first
sleep in three days. When they awoke, the staff had computed the
position of the observation point, and estimated the size of the
Island of Baruku from aerial photographs. The chronometer had lost
one second and the island was indicated to be several miles out
of position. At any rate, we never had any more complaints from
the Task Force about it being in the way while heading up the 'Slot'
for the nocturnal bombardment after the change of position.
"The work laid out for the PATHFINDER was nearing completion. The
ships could enter and leave Tulagi Harbor and Gavutu Harbor with
assurance. And the surveys had been made relative to a point left
in Port Purvis by the USS SUMNER. The anchorages were laid out in
circles in Tulagi Harbor and along the coast of Guadalcanal. The
coast of Guadalcanal was made [delineated] relative to the baseline
on Gavutu causeway. A light was put on top of Beacon 'B' which could
be turned on by notification of the Marine Detachment at Koli Point.
(The Marines preferred the light to be normally off, because planes
bombing Henderson Field would take a crack at any light and did.)
Large convoys coming to Guadalcanal by night had the light to judge
their distance off shore and along the shore.
"All that was left was a few soundings parallel to the coast in
Sealark Passage. The PATHFINDER was asked to report the date of
completion. The dispatch was simple enough. Apparently the headquarters
had another job for us! An earlier dispatch had told us to expect
air attacks in force. There was pressure to take off leaving the
last few lines undone. A similar situation had occurred at Tonga
Tabu when a battleship hit an uncharted rock just outside an area
surveyed by the USS SUMNER. With this in mind, leaving the site
before completion of the work was turned down.
"As the PATHFINDER steamed on line toward Lunga Point, a group
of transports was met running east with the lines trailing in the
water, and without lifeboats of any kind. They were making flank
speed. Also, the cruisers of the Task Force were seen cruising out
of Tulagi Harbor where they had been fueling.
"When the ship was opposite Lunga Point the USS AARON WARD was
queried. They replied 'air attack imminent' by signal light. Surprisingly
the destroyer secured from General Quarters just as the first bomb
was dropped from the high flying planes. It hit the AARON WARD in
the boiler room. The destroyer had been escorting a large LST containing,
among other passengers, one by name of John F. Kennedy. The AARON
WARD lay dead in the water and was putting the wounded in a boat
while the PATHFINDER maneuvered rapidly to avoid the dive bombers.
The Captain was on the flying bridge, the Navigator watching the
conn and the 20mm guns on the bridge deck. The 20mm guns were more
effective than the 3-inch AA guns.
"The PATHFINDER was maneuvering rapidly running figure eights.
When the enemy planes went into their dive, the PATHFINDER was changing
course so rapidly that the enemy planes missed their target and
in turn were raked with 20mm gun fire or 3-inch anti-aircraft fire.
The only trouble was the PATHFINDER, with rapidly changing course,
could not hit the planes. However, four Zeros hit the water - two
by direct hits and two with assists from some other ship. The planes
that missed leveled off and then tried to strafe the ship launches
which were in the water. One boat was holed by gunfire while the
personnel dived deep overboard. The Zeros then flew over Tulagi
and strafed the installations. As they completed their strafing
runs they flew directly over the P.T. Boat Tender, the USS NIAGARA.
The NIAGARA had removed its camouflage and had a man painting zeros
on her smokestack as they were shot down. He got up to 16 zeros
that had been shot down. The planes, not knowing NIAGARA was there,
ran into heavy gunfire right after strafing Tulagi Harbor. The next
day the NIAGARA, with about one dozen motor torpedo boats steamed
out of Tulagi Harbor for Espiritu Santo when one lone Japanese plane
at high level dropped a bomb on her. She sank almost immediately
not having any compartmentation. All of the crew were saved. They
transferred to the torpedo boats.
"In the meantime, when the attack broke off, the AARON WARD, which
was dead in the water, was taken in tow by a fleet tug. The intention
was to get the ship over to the place at Tulagi Harbor vacated by
the NIAGARA in the creek in the shoal water. The men were shoring
up the compartments when the ship suddenly went down taking 80 men
with it.
"The PATHFINDER steering engine and rudder had been damaged by
a near miss. The Commanding Officer left his post on the flying
bridge and took the wheel to guide the ship after the steering engine
went out. His great strength was sufficient to guide the ship to
an anchorage off the coast of Guadalcanal. As the ship approached
the anchorage a high flying plane appeared overhead coming out of
the sun. The ship opened up on it, but the plane was quickly identified
as friendly and the firing belayed. It was the only friendly plane
that we had observed during the day.
"At the time of the attack the AARON WARD lowered a launch with
19 men on it. When the firing stopped Lieutenant Lorin Woodcock
in the motor whaleboat, who had found the AARON WARD casualties
on the beach, brought them off to the PATHFINDER. They were immediately
taken to the sick bay where they took up all the operating tables
plus the CPO mess table. Lt. Evan Kackley and his 3 pharmacy mates
worked on them all night and saved many lives. And Lt. Sam Davis
and his engineer worked throughout the night on the steering engine
in the terrible heat of the poop deck. At dawn he pronounced the
ship operational. It was important to get operational as soon as
possible because of the danger of additional bombing or from submarine
activity.
"At 0700 the wounded and dead were put ashore when a truck showed
up to take them to MOB 8. The sounding line was picked up that had
been interrupted on the preceding day and the whole day spent on
finishing the work.
"On the following day the ship departed for Espiritu Santo but
had to return to Tulagi to pick up about 50 survivors of the sinking
of the large tanker. [This was the USS KANAWHA which was sunk while
attempting to leave Tulagi Harbor during the bombing raid of April
7.] The Task Force had just gotten fuel and left hurriedly from
Tulagi when the bombing of April 7th happened. They kept clear of
the enemy raid and did not seem to be seen by them. A New Zealand
corvette was sunk with the tanker.
"The following date the PATHFINDER dropped anchor in Pallikula
Bay, Espiritu Santo, just as Eleanor Roosevelt landed and a lone
Japanese bomber dropped a bomb. The long days of hard work in the
field under a blistering sun and sleepless nights at General Quarters
in the sporadic bombing was about all that the men could stand.
However, the quiet of Pallikula Bay tended to give new life to the
crew, except the work went on as usual.
"In June 1943 the report on the charting of Pallikula Bay to the
Commander-in-Chief, Pacific Fleet, contained the following: 'PATHFINDER
personnel have shown a high degree of loyalty and devotion to duty,
but continuous operation in advance areas is making itself manifest
--- added is the requirement of learning a new type of work for
which they had no previous training. They deserve a great deal of
credit.' Almost by return mail came commendations for the officers
and men for their part in the action and for the accuracy of information
and excellent workmanship of the charts from Admiral Nimitz. Admiral
Halsey added that the work of the PATHFINDER would play an important
part in the successful prosecution of the war, and ordered the ship
to Sydney, Australia, for ten days recreation and for some supplies
and equipment. [This would be the first of two trips to Sydney.]
"The ship force were tired but orders were received to survey and
chart Pallikula and Turtle Bay and approaches which was done in
about 2 weeks time. Then Commander Boak [J.E. Boak, Commanding Officer
U.S. Naval Advanced Base, Espiritu Santo] assigned the job of finding
an anchorage for a large floating dry dock. The ship revised the
chart of Espiritu Santo somewhat and then proceeded south to Undine
Bay. Being open to the sea, the PATHFINDER stationed a launch one
mile out to give warning of any attack. Here the wire drag kept
hanging on a mine which was charted and marked as a buoyed danger.
"After Undine Bay was charted the officers of the ship were invited
aboard a carrier to hear Admiral Halsey talk. He predicted that
we would meet again in Tokyo but we would not be able to tell one
street from another on account of the destruction! (We had not heard
of the atomic bomb at that time; perhaps Halsey had.)
"When in Sydney, Australia, some needed supplies were obtained
and a much needed radar installed. The officers and crew were wined
and dined by the Aussies. They were a very hospitable people. When
it came to leave we missed only 4 men, 3 of which were delivered
to us at the entrance buoy. One man was delivered to us at Guadalcanal.
Three charts of Tulagi and two of Guadalcanal were made and printed
and published on board the ship.
"In Noumea, charts were completed and printed on the ship's return
from Australia. ComSoPac did not seem aware that the OCEANOGRAPHER
had no camera or printing press and her first three months of surveys
were unprocessed and on a scale of 1/10,000. Furthermore, the ship
had been aground, had bent her propeller, and was in poor morale.
Consequently the PATHFINDER had to compile the surveys on a scale
of 1/40,000 for printing on a scale of 1/80,000 before returning
to the combat areas. Upon return to the combat area the PATHFINDER
surveys proceeded very efficiently and seven charts were published
in a period of one month.
"While charting the Russell Islands for Commander of Naval Activities,
Solomon Islands, orders were received from Commander Third Amphibious
Corps to chart Manning Strait (1,200 square miles,) Vovoke Cove
on Kolambangara, Hathorn Sound, and Rendova Harbor on New Georgia
Island. The surveys of the Russell Islands were for staging a great
Invasion Armada, while Manning Straits was useful in the naval battles.
"The PATHFINDER was escorted up the 'Slot' to the north end of
New Georgia Island which had been captured by the U.S. Marines in
the Battle of Munda, New Georgia. Lieutenant Schoene was in charge
of the survey party for the OCEANOGRAPHER during the invasion of
Munda. The ship [PATHFINDER] anchored in the middle of Hathorn Sound.
The officers and crew laid out a baseline and took astronomic sights
for a position. The whole survey was based on this hasty beginning
as there was no connection with any other place on New Georgia.
No dangers were found in the harbor but the ship was bombed frequently
by the Japs whose Coast Watchers saw the ship coming in and reported
it as a heavy cruiser. Probably the closest to a hit was obtained
on the PATHFINDER here, but it did not explode - a dud. The C.B.'s
were building an airfield and got the brunt of the bombing. The
ship went to General Quarters with each bombing.
"An officer was sent ashore to look for a Chaplain to hold services
on board. A Catholic was contacted who turned him down. Then a preacher
was invited out to the ship to hold services inasmuch as some thought
each night might be our last. The ship went to 'condition red' in
the middle of the service and all hands went to their stations.
The preacher tried twice more to hold services and each time it
was similarly interrupted. He stayed all night and the next morning
reported his watch missing! The Captain picked up his Bible and
it fell open at the right page - the 'watch' page. During the scrambling
when the alarm sounded the preacher had closed the Bible on his
watch.
"The C.B.'s worked day and night, and had to have lights on for
the night work. They turned off the lights when the first bomb dropped.
They remained dark for about 15 minutes and then the lights came
on. By that time the Jap bombers, turned around and heading for
their base at Kavieng, dropped more bombs which delayed the C.B.'s
another 15 minutes.
"One of our duties at Hathorn Sound was to find a place where a
tanker could be moored with easy access from the sea. While this
was being surveyed, Manning Strait was surveyed by a party on a
YMS with Lieutenant Jarman in charge. He had been watched closely
by a reconnaissance airplane and they had given the only code they
had at the moment, admittedly outdated. The plane signalled back,
'We know it is outdated!' but kept right on the contact.
"The Vovoke Cove, Kolambangara Island, was done in a matter of
hours by a wire drag to 30-feet swinging around an anchored end.
The cove was almost circular. The problem then was to get the ship
over to Rendova Harbor without going back around the long island
of New Georgia. We had not run into any mines in Kula Gulf although
we could have because the high speed destroyer that planted them
did so in the dark and didn't know exactly where they were. That
was during the Battle of Kula Gulf. The PATHFINDER was the first
ship in the Kula Gulf after the battle. We took the chance and navigated
the Blackett Strait between the islands, with a minesweeper proceeding
ahead of us. We made it around to the south side of New Georgia
in a portion of one day whereas the trip back the long way would
have taken taken about 3 days.
"The PATHFINDER anchored in Rendova Harbor with a sigh of relief.
That evening Lieutenant Woodcock and a crew of men were sent to
Empress Augusta Bay, Bougainville, on a destroyer which stopped
about a mile at sea for him and his men to come aboard. Two large
transports had gone aground on uncharted rocks in the unloading
area.
"Heretofore all the Task Forces bombarding the Japanese and supporting
the Bougainville offensive had to return to Tulagi Harbor for logistics.
By mooring a tanker in Hathorn Sound the destroyers and cruisers
could refuel before and after engagements without the long run down
to Tulagi. They could run lower on fuel than before and could even
chase the Japs right up to their base at Kavieng as did '30 Knot
Burke making 31 knots.' During the Battle of Bougainville, our ability
to hang on was made possible by refueling destroyers and cruisers
there.
"But my orders were in Rendova directing me to proceed to Guadalcanal
and report as Executive Officer to the OCEANOGRAPHER. It was with
sincere regret that I left the PATHFINDER - my home away from home
for the last eighteen months. By this time the PATHFINDER was a
smoothly functioning unit of the fleet and well-known and respected.
"Many personnel changes had been made in the past few months. Lt.
Comdr. James Baker had been detached in Tulagi to go home as his
wife had passed away and his young daughter was alone. Commander
Walls, Chief Engineer, had been detached and sent to new construction
from Espiritu Santo on our way to Sydney, Australia. That left the
PATHFINDER with one Engineer Officer, Lt. Comdr. Sam Davis, who
was eminently capable; and Lt. Comdr. Harry Mason, Executive Officer,
was ordered to the States about April 15th and I was promoted to
Executive Officer at that time. Upon our return from Australia,
Lt. Comdr. E.E. Stohsner was sent to new construction, so we lost
two Engineer Officers, 1 Executive Officer, and a Survey Officer
in a short period of time. The loss of Lt. Comdr. E.E. Stohsner
without replacement was especially critical. Commander Stohsner
was particularly trained in wire drag work and a long time friend.
That left the captain, Lt. Comdr. Walter Chovan, Lt. Hicks, Lt.
Jarman, and Lt. Woodcock as Survey Officer; and Naval Reserve Officers
Pickhan, Thompson, Glaze, McMurphy, Anderson (the gunnery officer,)
and Dondero (a recent acquisition.)
"Cdr. W.M. Gibson had navigated the PATHFINDER from Seattle to
San Francisco to Pearl Harbor, and Australia, and acted as Chief
Survey Officer for all the time and as Executive Officer the last
six months."
* * * * * * * * * * * * *
RECOLLECTIONS OF CAPTAIN JUNIUS T. JARMAN, USC&GS
OF THE
WARTIME EXPERIENCES OF THE USS PATHFINDER
FORWARD
Junius T. Jarman was a career officer with the United States Coast
and Geodetic Survey. He served as a civilian Junior Cartographic Engineer
in that organization from July 1, 1927, until April 30, 1930, when
he transferred to the Commissioned Officer Corps of the Coast and
Geodetic Survey. Prior to WWII he served on numerous C&GS ships
and field parties. By Executive Order he was transferred to the Navy
on March 2, 1942. Following the war he was transferred back to the
C&GS and served until retirement in 1964.
NARRATIVE
"My first Naval assignment was the temporary command of the YP-96
which operated in Puget Sound. In April 1942 I took this vessel to
the Tacoma Shipyard where it was overhauled and outfitted with Sound
Detection Gear. In May 1942, I was ordered to the U.S.S. EUCALYPTUS,
a net tender as Executive Officer. The first project that came to
this vessel was a plan to lay a Magnetic Submarine Detector Loop across
the mouth of Resurrection Bay, Alaska. The design and logistics were
handled by a Naval Officer temporarily assigned by Navy Personnel.
The actual laying and location of the cable was my job. The work was
completed in 8 days.
"My ship was in Kodiak, Alaska, preparing to lay the same type
of loop across the entrance to Kodiak Harbor when I received 'Urdet'
orders to report to the Hydrographic Office in Washington, D.C.
for two weeks instruction; then to the U.S.S. PATHFINDER in Seattle,
Washington. The PATHFINDER was a new USC&GS ship just completed
by the Lake Washington Shipyard. It was transferred to the Navy
in mid-1942. This ship was scheduled to operate in the South Pacific
as a Survey and Charting vessel. The Navy installed various types
of reproduction gear such as cameras, wirlers, etc.; a hole had
to be cut into the side of the ship to install a Harris Offset press
because it was too large to pass through the ship's companionways.
"My first assignment aboard the PATHFINDER was Chart Compilation
Officer, and then successively Navigation Officer, First Lieutenant,
and lastly as Executive Officer. In addition to the usual shipboard
duties, I planned, directed and executed hydrographic and wire drag
surveys. The work included astronomic azimuths, astronomic positions
and all other survey phases common to combined operations. The data
so produced were processed immediately and compiled into nautical
charts. Generally the charts came off the press about 6 to 8 days
after completion of the field work. They were then available to
all Naval and Allied shipping operating in the area.
"I was selected by the Commanding Officer of the PATHFINDER to
be the Officer-in-Charge of Advance Survey Parties at Manning Straits,
Blanche Harbor (Treasury Islands,) and Green Islands. These areas
were at or near the front lines, and survey information was needed
to facilitate combat operations.
"The Manning Straits survey was requested by Admiral Halsey, Commander
of the Third Fleet, as a result of the Battle of Savo Island. Prior
to that battle, a U.S. reconnaissance plane had spotted an enemy
Naval Task Force and noted its position. From the data available,
Intelligence estimated it would take this force, travelling at flank
speed, until at least 8 AM the following morning to reach Guadalcanal.
The American Task Force composed of the QUINCY, ASTORIA, VINCENNES,
plus the Australian cruiser CANBERRA moved behind Savo Island and
anchored. All hands except those on duty turned in for a good night's
rest before the expected battle the following morning. The enemy
task force arrived about 2 AM instead of the predicted time of 8
AM. The Japanese force knew the exact location of the American ships
which meant there was a Japanese Coast Watcher on either Savo Island
or Florida Island. The enemy fleet rounded Savo Island, turned on
their search lights and blew the American ships out of the water
before they knew what hit them. The enemy fleet did not tarry. They
rounded Savo Island at high speed and returned in the direction
from which they came.
"Because the arrival of the enemy fleet was about 6 hours earlier
than expected, Intelligence figured the Japanese must know of an
uncharted short cut. An inspection of area charts revealed Manning
Strait, although unsurveyed, might possibly be the short cut from
Truk to Guadalcanal. This was the thinking which caused the request
for the survey.
"The survey party, operating from a YMS, surveyed and charted a
passage through Manning Strait, there-to-fore not known to exist
and which was used successfully by our ships. The usual survey methods
could not be used because Choiseul Island on one side of the strait
was enemy occupied, and Intelligence was unsure about enemy presence
on Santa Isabel to the east. Using ingenious methods, an accurate
survey was made of the Strait without having to land. The survey
of some 600 square miles was completed in 10 days and the resulting
chart was ready for distribution in 8 days.
"I expected some trouble from Japanese planes while making this
survey, but nothing developed. Our Marines were making a diversionary
attack on Japanese installations on Choiseul Island while the main
American force was taking Treasury Islands, and later, Bougainville;
also our Air Force controlled the air space which probably explains
why we saw no enemy planes.
"One afternoon we did spend an anxious 15 minutes because of our
own planes. A Navy PBY was spotted flying high and escorted by 6
P-38's. As was customary, we turned our search light on the P-38's
and gave the recognition signal. The P-38's immediately left their
escort positions and flew at high speed to the West where they had
the sun at their backs. They then started what appeared to be a
strafing run on our vessel. All the while we were frantically signaling
the recognition signal, but they kept coming. Finally in desperation
we turned our search light on the PBY. Almost immediately, the P-38's
broke ranks and returned to their escort duties. This type of situation
was not unusual in the early days of the War. The Army desperately
needed pilots and they were sending them into combat before they
had thoroughly mastered the Morse code. The P-38's had voice contact
with the PBY and the Navy pilot called off the strafing run as soon
as our recognition was received.
"I no sooner returned to the PATHFINDER from surveying Manning
Strait when I was detached once more in charge of the advance survey
group to proceed to Blanche Harbor, Treasury Islands, to survey
the Harbor there and its approaches. Our forces were in control
of the Harbor, but the area was not secured. Japanese Forces still
held Choiseul Island and Bougainville which made it too dangerous
for a large ship such as the PATHFINDER to make this survey. The
small group with me, operating from a very small APC attracted very
little attention. We did endure several night bombing raids with
very little resulting damage. This survey was completed and the
resulting chart was ready for distribution in 12 days.
"After returning to the PATHFINDER from Blanche Harbor, I managed
to remain aboard over Xmas, but I was detached on January 15, 1944
to lead an Advanced Survey Party composed of 4 Officers and 17 men.
This group proceeded to Guadalcanal from Noumea, New Caledonia.
Upon arrival, we were attached to Naval Advance Base Unit 11. This
was something new and the name was abbreviated thus: NABU-11. It
was a group of men and officers trained and organized to land with
combat trooops and immediately begin functioning as a Naval Base.
I learned my group was a part of the attack force scheduled to take
Green Islands, a small coral atoll about 50 miles north of Bougainville
and opposite New Ireland.
"The survey of Green Islands was requested because the Commander
of the Third Fleet desired fighter plane protection for the bombers
engaged with daily activity over Rabaul, Kavienge and Bougainville.
The distance from the Russel Islands and Guadalcanal was too far
for fighter escorts to remain over the target area for the duration
of a raid because they did not have the necessary fuel capacity
even with wing tanks. The planned runway on Green Islands was also
to furnish fighter support for a scheduled attack on the Japanese
Base at Kavienge. Meanwhile, MacArthur's success in by-passing strongly
held bases on New Guinea, plus the heavy casualties to be expected
from attacking a strong base such as Kavienge, negated that attack.
The decision to negate the Kavienge attack came after our forces
had taken Green Islands. The Green Island fighter base, however,
was directly responsible for reducing casualties during the bombing
raids on the three nearby Japanese bases.
"Not much was known about Green Islands at this time except vessels
entering the lagoon at Nissan Atoll used the South Passage with
a reported depth of 18 feet, coral bottom. It was suspected the
atoll was being used by the Japanese as a Barge Station in the supply
lines to Rabaul and Bougainville. Our Air Force activity prevented
enemy surface vessels from supplying the bases of Kavienge, Rabaul
and Bougainville. The only way the Japanese could safely supply
these bases was to use submarines or barges which operated only
at night. During daylight hours the barges were hid at convenient
'way' stations such as the one at Green Islands.
"The suspicion the enemy were using Green Islands as a barge station
was verified by the findings of a reconnaissance force composed
of Officers and technicians from NABU-11, Officers from a Seabee
Unit, several Officers from an LST squadron, several Air Force Officers,
and about 300 New Zealand combat troops. Two Officers and 5 men
from my advance survey party were a part of this force. The reconnaissance
force landed on the atoll at mid-night on January 31, 1944, (D-15
days,) and departed 24 hours later at mid-night. The entire force
lost only 5 men killed and about 10 wounded during the 24 hour stay.
It was estimated the enemy force stationed on the atoll was not
over 500 men, most of them belonging to a Japanese Naval Supply
Corps. My group investigated Middle and South Channels into the
lagoon for least depth, ran a few exploratory lines in an east-west
direction across the lagoon, and ran several sounding lines, north-south
direction, along the shoreline to assist in locating LST landing
sites. We also obtained 24 hours of tidal data to assist in estimating
the tidal stage on 'D' day.
"'D' day for assaulting Nissan Atoll was February 15, 1944. Our
forces met with very little resistance on 'D' day and the atoll
was secure within a week. The estimate of 500 enemy troops was pretty
accurate; we found between 400 and 500 Japanese on the atoll. They
were true Japanese in that not one of them surrendered, and all
were killed.
"Pinapel Island, the next largest island in the Green Island group
was never searched thoroughly. It is possible some of the enemy
troops may have escaped to this island since it is separated from
Nissan Atoll by less than half a mile of water. My group spent one
day making a hydrographic survey of Pinapel Island Lagoon. This
island was not very important to the High Command in the Green Island
Caper. We did discover one side of the lagoon was shallow and offered
an excellent spot to beach a damaged or sinking vessel.
"My small group remained at Green Islands from 'D' day, February
15, 1944 to near the middle of March 1944. During this period, a
complete hydrographic survey was made of Nissan Atoll, all shoals
and channels were buoyed, two permanent tide stations were established,
and party members acted as Pilots in getting supply vessels through
South Channel. The commander of NABU-11 seemed to rely rather heavily
on my group for assistance in establishing the Naval Base. The base
demolition squad was turned over to me and I was told to use it
as I saw fit. I had this squad reduce all dangerous coral heads,
and pointed out high spots in the entrance channels that needed
reducing. Two members of NABU-11 were given instruction and training
in piloting supply vessels into Nissan Atoll through South Entrance
Channel. Another of the base unit was instructed in how to obtain
data from the tide staffs and interpret it.
"My party returned to the PATHFINDER on March 25, 1944. The ship
was at Noumea, New Caledonia. I learned the entire complement of
the PATHFINDER had enjoyed 10 days of rest and relaxation while
my party was struggling at Green Islands. I requested the same treatment
for my group and the ship's Commanding Officer turned me down which
I thought was most unfair.
"As a result of activities at Green Islands, I received a letter
of appreciation from the Commander of NABU-11 for the rapid survey
of Nissan and Pinapel Atolls plus the assistance rendered in establishing
the Naval Base. A letter of Commendation was also received for the
hydrographic and tidal data gathered on D-15 day, and used successfully
on D-day.
"The PATHFINDER surveyed Seadler Harbor, Admiralty Islands in the
spring and summer of 1944. This harbor was the main staging area
for the assault on the Philippines. Seadler Harbor is full of coral
heads which were located and buoyed. In August 1944, Lifu-Uvea Passage
was surveyed using the PATHFINDER as the sounding vessel. This extensive
passage was often used by ships heading for Noumea, New Caledonia
from Hawaii. Several new shoals were discovered, but none were a
danger to navigation. The survey was completed in less than three
weeks and the resulting chart became available in one week.
"In September 1944, the PATHFINDER received orders to return to
San Francisco for much needed repairs. Prior to the departure of
the ship from the South Pacific, the Commanding Officer reported
by letter to the various South Pacific Commanders on the ship's
activities for the two year period just ending.
"... Just before Xmas 1944, repairs and overhaul were complete
and the PATHFINDER departed San Francisco for the Central Pacific
with me as Executive Officer. The ship arrived at Guam late in January
and was assigned an anchorage in Guam Harbor. In about a week, an
assignment was received.
"Navigators on planes based at Saipan and making daily bombing
raids on Tokyo reported seeing discolored water about 300 miles
northwest of Guam. Almost immediately, orders were received to proceed
to the spot, investigate, and locate. We found the shoal to be rather
extensive in area, reasonably flat on top with a depth of 8 fathoms
over it. It was thought to be of volcanic origin. The weather was
inclement with very rough seas, and the Captain was having trouble
maintaining his position. Finally he moved over the shoal area and
anchored. Thereafter the PATHFINDER claimed the distinction of having
anchored closer to Tokyo than any other Navy ship. The spot was
named PATHFINDER shoal. A good location was obtained, using LORAN
'C', and astronomic sights with a dead reckoning position as a check.
"As a result of my survey work away from the PATHFINDER plus other
activities, I was awarded the Bronze Star Medal, and authorized
to wear the Combat 'V'...."
Oddly, Junius Jarman did not mention the Japanese bombing attack
of Tulagi on April 7, 1943, in the main body of his personal memoir.
However, in an Appendix he refers to a September 1961 Saturday
Evening Post article entitled "The Adventure That Made a President."
This article recounted the experiences of President John F. Kennedy
in the South Pacific during WWII. On April 7, 1943, then Lt. (j.g.)
Kennedy was a passenger on LST 449 on the last leg of a trip that
was destined to end with his taking command of a PT boat at Guadalcanal.
Both the PATHFINDER and LST 449 were attacked by Japanese dive-bombers.
The PATHFINDER shot down two Japanese planes. Jarman was in command
of the forward anti-aircraft guns on the PATHFINDER although he
took no credit for directing the kills. However, "During this raid,
I was on the PATHFINDER which was alongside the destroyer AARON
WARD, and just ahead of the LST 449. I happened to be looking back
at Kennedy's ship while four dive bombers were attacking it. There
were so many exploding bombs along with the resulting water spouts
that I could not see the LST." The AARON WARD was hit and put her
wounded over in small boats which the PATHFINDER picked up and cared
for overnight. In the Saturday Evening Post article, the
PATHFINDER is not named and is referred to as a minesweeper.
* * * * * * * * * * * * *
RECOLLECTIONS OF
COMMANDER ERNST E. STOHSNER, USC&GS
OF THE
WARTIME EXPERIENCES OF THE USS PATHFINDER
FORWARD
At the beginning of WWII, Lieutenant Ernst E. Stohsner was serving
on the USC&GSS PIONEER with Bill Gibson and Lorin Woodcock. Following
the return of the PIONEER to the Navy, Lt. Stohsner was assigned to
duty with the Navy on March 16, 1942, and reported to the Commandant
of the Twelfth Naval District and was assigned to Treasure Island
and performed minor duties until June 11, 1942, when he was assigned
to the PATHFINDER which was still under construction. Lt. Stohsner
subsequently spent the next fifteen months with the PATHFINDER and
then was attached to the USS BOWDITCH for the duration of the war.
Following the war, he retired on a medical disability as a Commander,
USC&GS, in 1947 after eighteen years of service.
NARRATIVE
June 15, 1942 to August 31, 1942
"Assigned to the Supervisor Shipbuilding, Lake Washington Shipyards,
Houghton, Washington, for duty in connection with the conversion,
outfitting, and transfer of the USS PATHFINDER. The PATHFINDER was
placed in full commission August 31, 1942. During this period my
duties were quite varied but all connected with outfitting this
vessel. The Supply Officer did not report until about the commissioning
date. I was detailed to substitute for him in the obtaining and
transferring of supplies and equipment. This entailed the preparation
of 'allowance lists' prior to requisitioning and procuring. As the
greater part of the necessary supplies and equipment was being transferred
from the Coiast and Geodetic Survey, my knowledge of its inventory
methods aided greatly in converting from one accounting system to
another.
August 31, 1942 to September 22, 1943
"On board USS PATHFINDER. The itinerary of the vessel during this
period follows: Upon commissioning, trial runs in Puget Sound, then
shakedown cruise to San Francisco, arriving end of September. After
several weeks additional conversion and repairs, sailed from the
States early in November. Arrived Funafuti Atoll, Ellice Islands,
early December, surveyed for, compiled, and printed anchorage charts
of this atoll. Arrived vicinity Guadalcanal, Solomon Islands, about
February first, proceeded with surveys necessary to compile and
print anchorage charts of selected sheltered areas off Florida and
Guadalcanal Islands. End of April proceeded to New Hebrides Islands
and continued similar operations at a number of existing and proposed
anchorages in this group. I was detached from this vessel at Espiritu
Santo Island, New Hebrides, on September 22, 1943. During this last
period the vessel spent two weeks in August at Sydney, Australia,
for repairs of the ship and recreation of the personnel.
"My survey duties during this period included everything in combined
operations with a large amount of wire drag and baseline measurement.
Training Navy personnel for survey work was a major and laborious
task. There were six Coast and Geodetic officers on board during
this time and I was fifth in rank. The planning and direction of
the survey work was therefore mostly done by the senior survey officers
and I served as a field officer. The experience in small boats and
ashore under the conditions of war filled out my previous experience
in the Coast and Geodetic Survey and proved valuable on my next
assignment. [Assignment to the USS BOWDITCH in assignments ranging
from Assistant Horizontal Control Officer to Senior Survey Officer,
as well as Officer-in-Charge of two detached mobile hydrographic
units which accompanied amphibious operations at Kwajalein.]
"My ship's duties from the time of commissioning until about the
first of May were First Division Officer, and my battle station
was the two forward 20mm anti-aircraft guns. I had attended a six
day course at the Anti-Aircraft Training Center, Point Montara,
California, early in November which covered the operation of this
gun. About the first of May I assumed the duties of Navigator and
my battle station was then Officer of the Deck. Additional duties
were Watch Officer and Educational Officer.
"One of the many unforgettable experiences during this period was
a heavy enemy air attack one afternoon early in April. The ship
was doing hydrography between Florida and Guadalcanal Islands at
the time. I had the wire drag out and was on the thirty-foot guide
launch about two miles east of the ship. Our first knowledge of
the actual attack was a geyser of water next to the PATHFINDER caused
by the near-miss of a dive bomber. A number of planes pealed out
of the sun at the same time attacking craft in the vicinity of the
PATHFINDER. One of these escaped fire from the ships and came directly
towards us and commenced strafing. All personnel topside dove over
the side. The recorder, dragmaster, and myself were at the plotting
table below and did not have time to get out. Six machine gun slugs
hit the launch up forward within a few feet of us. The PATHFINDER
escaped damage although two bombs hit close aboard. She was given
credit for shooting down two dive bombers.
"At the end of May the officers and men of the PATHFINDER were
commended for their excellent performance of duty in forward areas
by the Commander in Chief of the Pacific Fleet. Attention was called
to the excellent workmanship indicated in the charts produced on
board."
* * * * * * * * * * * * *
RECOLLECTIONS OF HENRY V. OHEIM,
LT.(J.G.), USNR
OF THE
WARTIME EXPERIENCES OF THE USS PATHFINDER
FORWARD
The following account was written as an official report to the Director
of the United States Coast and Geodetic Survey by Henry V. Oheim,
who in 1946 was a draftsman in the Baltimore Engineering Field Office
of the Coast and Geodetic Survey. Mr. Oheim had been a Naval Reserve
Officer assigned to the PATHFINDER in November, 1943, and remained
attached to the ship for the duration of the war. As such, he accompanied
the ship on its second wartime cruise and provided information concerning
its work in the latter stages of WWII and post-war work.
NARRATIVE
CRUISES OF THE SURVEY SHIP
PATHFINDER
November 7, 1943 to December 24, 1945
by
Lieutenant (j.g.) H. V. Oheim, USNR
FIRST CRUISE OF THE U.S.S. PATHFINDER
November 7, 1943 to October 21, 1944
"Bascom H. Thomas, Capt., USNR, Commanding
"Walter J. Chovan, Lieutenant Commander, U.S.C.& G.S.,
Executive Officer
"On November 7, 1943, the PATHFINDER was engaged in surveying the
waters of Rendova Island, one of the islands of the New Georgia
Group. The survey of Rendova consisted of triangulation, hydrography,
wire drag, beacon building and setting buoys. While engaged in this
survey, an advance party left the ship for the Bougainville invasion
to make a survey of Empress Augusta Bay. This party was under the
direction of Lieutenant E. E. Anderson, U.S.N.R. and Lieutenant
(j.g.) Lorin Woodcock, U.S.C.& G.S. The survey of Rendova was
finished in the latter part of November, 1943 and the ship got underway
for the Russell Islands where she was to chart the waters of Sunlight
Channel, Renard Sound, and various other bays of this group of islands.
During this survey, a second advance party left the ship bound for
the Treasury Islands to survey Blanche Harbor. The party was under
the direction of Lieutenant Commander Junius T. Jarman, U.S.C.&
G.S., Lieutenant C.W. Pinkham, USNR, and Ensign H.V. Oheim, U.S.N.R.
This survey was run by an APC and an LCVP. The PATHFINDER remained
in the Russell Islands until after Christmas of 1943 and then got
underway for Noumea, New Caledonia. During January, 1944, the ship
widened the wire drag area through the eastern portion of Havanna
Passage that was originally done by the OCEANOGRAPHER. At this time
a third advance party left the ship bound for the Green Islands
under the direction of Lieutenant Commander Junius T. Jarman, U.S.C.&
G.S., Lieutenant (j.g.) Lorin Woodcock, U.S.C.&G.S., and Lieutenant
(j.g.) William B. Sears, U.S.N.R. Lieutenant Commander Jarman received
the Bronze Star medal for his participation in this Survey. After
finishing the wire drag of Havanna Passage, the ship received orders
to proceed to Sydney, Australia, for ten days recreation.
"After the recreation in Sydney, the PATHFINDER returned to New
Caledonia where she received orders for another advance party, this
one bound for Emirau in the St. Mathias Islands. This party was
under the direction of Lieutenant Commander Walter J. Chovan, U.S.C.&
G.S.; Lieutenant C.W. Pinkham, USNR; Ensign C. W. Crawford, USNR;
and Ensign Henry V. Oheim, USNR. While this party was away from
the ship, the PATHFINDER proceeded to the Admiralty Islands to run
a survey of Seeadler Harbor.
"Upon the completion of the Emirau survey, and the Admiralty Island
survey, the ship proceeded to Purvis Bay, Tulagi, for minor repairs
and then proceeded to Noumea, New Caledonia. Once more survey operations
were begun and parties were sent out to survey Woodin Passage from
Havanna Passage to Amedee Lighthouse. Several other minor surveys
were completed on the northwest coast of New Caledonia. At this
time, the ship heard rumors that its days in the South Pacific were
numbered. After the completion of the New Caledonia surveys, the
ship moved over into the Loyalty Islands and surveyed the passage
between Lifu Island and Uvea Atoll.
"The survey of the Loyalty Islands was completed in September 1944,
and the ship moved up into the New Hebrides Islands and surveyed
the passage between Maewo and Pentecost Islands. It was here that
the rumors heard at New Caledonia became reality and the ship received
orders to San Francisco for repairs. The ship weighed anchor on
October 1, 1944, for the United States and finally arrived in San
Francisco on October 21, 1944.
SECOND CRUISE OF THE U.S.S. PATHFINDER
December 18, 1944 to December 24, 1945
"Bascom H. Thomas, Captain, USNR, Commanding
"Junius T. Jarman, Commander, U. S. C. & G. S., Executive Officer
"The PATHFINDER began its second cruise on December 18, 1944,
when she sailed from San Francisco Bay bound for Pearl Harbor, Oahu,
T.H. After a rough but uneventful trip, the PATHFINDER put into
Pearl Harbor on December 26, 1944, to await her next survey assignment.
During this time, the war had moved north of the Solomons and New
Guinea and west of the Caroline, Marshall, and Marianas Islands,
so the PATHFINDER knew that her next important operation would be
in the Western Pacific. While at Pearl Harbor, Captain Bascom H.
Thomas was relieved of command by Lieutenant Commander Francis L.
DuBois, USNR. On January 20, 1945, the ship got underway for Guam
via Eniwetok. After a brief stay at Guam, during which Commander
Junius T. Jarman, U.S.C.& G.S., was relieved as Executive Officer
by Lieutenant Lacon H. Carlock, USNR, we received orders to find
and locate a shoal that lay somewhere northwest of Saipan. After
several days of searching, the Soundman reported that he had made
contact with the shoal on the sonar equipment. Within a few minutes,
bottom was sighted and the fathometer recorded a depth of forty-five
feet in mid-ocean. Engines were stopped and the anchor was let go.
While the ship rode at anchor that night, the shoal was accurately
located by celestial and Loran fixes. The next morning launches
were put over and soundings were taken, thereby locating and establishing
the depth of water over "PATHFINDER REEF".
"When the ship returned to Guam, she received orders to report
to the Command at Ulithi in the Caroline Islands for further assignment.
It was finally learned that the next job was to be Casiguran Bay
and Sound on the northeast coast of Luzon in the Philippines. This
area was still in the hands of the Japanese. The PATHFINDER sailed
from Ulithi to Casiguran Bay via Leyte, accompanied by an escort
vessel and two submarine chasers. On March 13, 1945, a landing party
was put ashore to scout the beaches. They had the element of surprise
and the Japs went back into the hills leaving behind their machine
guns and ammunition. The next day, survey operations were started
and the triangulation signals were erected. The concrete monuments
that were set up by the U.S.C.& G.S. on Motiong and Dilalongan
Points in 1929 were found and served as a base line for the triangulation
scheme. After the control had been established, hydrography and
wire drag was started. It was during the wire drag operations that
the submarine chasers were put into use for dragging the large area
of the Sound.
"The survey of Casiguran Bay went very smoothly and such conditions
made working a pleasure. One afternoon, one of the officers in charge
of triangulation reported seeing a Japanese twin-engine bomber,
know as a "Betty", at the lower end of the Sound. That night, the
ship was attacked by two Japanese dive bombers. The first of the
planes made a bombing run, dropping two bombs about thirty yards
off the port bow. The second plane came in from the bow to make
a strafing run, but by this time the ship was at general quarters
and the guns were manned. The starboard three-inch gun opened fire
on the plane placing two bursts under the belly of the Jap causing
him to pull out of his dive smoking, and he took off over the mountains.
About three nights after the bombing incident, the ship was fired
on from the beach by machine guns but the fire was not returned
and the ship moved anchorage under the cover of darkness. The survey
was completed by the first of April and the chart was printed by
the fifth, so the ship got underway for Leyte and then to Ulithi.
"After a three weeks rest, the PATHFINDER received orders to Okinawa
to made a survey of the western side of the island. The trip from
Ulithi to Okinawa was very uneventful and it was one of the few
times that the PATHFINDER was ever escorted. The ship anchored in
Hagushi anchorage on May 1st and on May 4th moved up into Nago Wan
to begin a survey of Toguchi. On May 6th as the ship was coming
to anchor in the lee of Sesoko Island, two Kamikaze planes roared
out of the sky. The first plane crashed in the port side of the
20 mm. gun platform causing little damage to the ship but killing
one man. The ship immediately went to general quarters and the three
inch battery drove off the second plane which went over Ie Shima
and crashed an LST. For the next thirty days, the gunnery activity
of the PATHFINDER at night far exceeded the survey activity during
the day and the ship went to general quarters nearly one hundred
times during this period. It was soon decided that the ship would
be safer under the protection of the anti-aircraft batteries of
Hagushi anchorage so a party was established on the beach of Nago
Wan to run the survey from there.
"After several months of continuous survey, rumors were heard that
Japan was suing for peace. On August 10, 1945, this rumor became
a reality, ending the war in the Pacific. These orders were to proceed
to Yokosuka Naval Base in Tokyo Bay which was the last leg of a
long journey in the Pacific. The PATHFINDER sailed from Hagushi,
Okinawa on October 11, 1945, and arrived at Yokosuka on October
14, 1945. After running several minor surveys in the Tokyo Bay area,
the last of which was to sound the channel from Tokyo Bay to the
docks of Tokyo proper, the ship received orders to return to Seattle,
Washington for decommissioning and to be returned to the Coast and
Geodetic Survey. On December 5, 1945, the PATHFINDER sailed from
Tokyo Bay bound for Seattle, Washington, to be honorably discharged
from the United States Navy.
Respectfully submitted:
April 4, 1946
________________________________
Henry V. Oheim, Lieut.(j.g.)USNR
Engineering Draftsman, SP-6
Baltimore Field Office
Coast and Geodetic Survey
Respectfully forwarded to The Director - April 5, 1946
________________________________
Commander Fred. L. Peacock, C&GS
Officer in Charge
Baltimore Field Office
* * * * * * * * * * * * *
RECOLLECTIONS OF
ORDINARY SEAMAN ROBERT LINCOLN
OF
SERVICE ON THE USC&GSS PATHFINDER IN 1967
FORWARD
Mr. Roger Lincoln of Wasilla, Alaska, served on the USC&GSS PATHFINDER
during the summer of 1967 as a young man just out of high school.
His account details his experience as an ordinary seaman on the PATHFINDER
and his perspective on the work of the ship. His view of life on the
PATHFINDER during an Alaska field season would probably be shared
by the majority of those who served in the deck department of the
PATHFINDER for the duration of its post-war career as a survey vessel.
NARRATIVE
"During the summer of 1967 I took a job with the U.S. Coast and Geodetic
Survey. I needed a job for the summer until I was to go into the Marines
in October. I went to Anchorage and applied for any job I could get
for the summer with the civil service. Just as I got home I received
a call offering me a job as an ordinary seaman on the OSS PATHFINDER,
an oceanographic research ship, based in Kodiak. Later I found the
ship was affectionately known as the 'PIGFINDER.' I accepted the offer
of employment, flew to Kodiak the next day, and reported aboard the
ship. I was accompanied by five other new hires.
"As it was late in the evening the quartermaster gave us some blankets
and told us to find an empty bunk, known as a 'rack,' and get some
sleep until morning. About one in the morning I was suddenly awakened.
There was loud singing and shouting. Then there was the sound of
bodies bouncing off the bulkheads. It seems the crew was coming
back from a night in the town of Kodiak. They were for the most
part quite drunk. They introduced themselves to me and told me to
get a good night's sleep. Right!!
"The job was very physical in nature. The ship was recharting the
shoreline and ocean bottom off of Shelikof Strait, Kodiak and the
Aleutian Islands to update the charts due to the changes after the
1964 earthquake.
"Much of my job was loading and unloading equipment from the ship
to small boats for the scientists and surveyors. The rest of the
time was spent scrubbing decks and general ship maintenance.
"Most of the maintenance was chipping paint. Chipping paint seems
to be an ancient time consuming tradition of the sea. It's primary
purpose apparently is to keep sailors busy so they don't get bored.
First the paint is chipped away from any rust spots with a chipping
hammer and a wire brush. After that a coat of red colored rust inhibitor
known as 'red death' is applied. After that a coat of green called
'green death' is applied. After they are dry a coat of paint is
applied to match the color scheme of the vessel. As there seemed
to be an endless supply of paint it did no good to try to use it
all.
"Many times I went ashore to work as a porter for the scientific
crews. After the equipment was set up we could go beach combing.
We found hundreds of glass Japanese fishing floats. Sometimes we
found Russian ones. They were made of iron. I still have a few of
these floats.
"The bos'n was an old sailor named 'Chief Scott'. He was a kindly
old man and took a liking to those of us that worked hard and tried.
When weather was too bad to be above decks he would take us below
and give us practical seamanship lessons. He taught to tie knots
and to handle small boats. Of course he told us old sea stories.
We liked him and he liked us. It is unbelievable how many kinds
of knots he knew. After he accepted us it was OK to call him 'Scottie.'
"Another old bos'n told us how he was on a freighter in Manila
in the 1930's. He told us of tying up next to a small ship and looking
at it with disdain. He commented that he hoped he would never be
found working on a ship like that. It was the PATHFINDER. [The PATHFINDER
that Mr. Lincoln served on was not launched until 1942. The PATHFINDER
referred to was the old PATHFINDER which served in the Philippine
Islands for forty years before being lost due to hostile action
in WWII.]
"After a few weeks I was assigned as helmsman. This meant I was
to steer the ship. It was interesting because I was on the bridge
with the captain and other officers. I usually knew what was happening.
It takes some practice to learn to steer without wandering all over
the ocean. Once in the middle of the night I turned hard right to
avoid a large log floating dead ahead. Of course the ship heeled
over to starboard. Many of the crew were thrown out of their racks
and onto the deck. They expressed their extreme displeasure to me
the next morning. I then learned that it is best to go ahead and
ram a floating log rather than face the wrath of sailors who have
had their sleep disturbed.
"We hit a few storms off the Aleutians. The ship would roll way
over on its side and take green water over the bow. sometimes the
water would come over the flying bridge. The flying bridge is the
open bridge one deck above the command bridge. During extreme weather
everyone was required to stay inside. No one was allowed on deck
for fear of being swept overboard. Often times most of the crew
would be seasick. I only got seasick a little bit. Now I seem to
get seasick all the time.
"Sometimes the North Pacific was calm as a lake. It was very beautiful.
For a few days in the month of August the earth passed through a
meteor shower. At night from the flying bridge we could watch hundreds
of meteors burning through the sky. I've never seen anything like
it.
"Once a sailor fell overboard. The ship was stopped and we were
preparing to lower a skiff to take some supplies ashore. As he stepped
into the skiff the ship rolled and he fell into the water. The water
was about 34 degrees. He was paralyzed by the cold. He couldn't
call for help and he couldn't swim because of the cold shock. Fortunately
he was wearing a life jacket. He was pulled out of the water in
a short time and other than being cold he was OK. To this day I
believe in wearing a life jacket when I am around the water.
"The ship was tied up to the pier with a big 4 inch rope called
a hawser. The rope is too big to throw ashore so it must be pulled
ashore with a smaller rope called a heaving line. At the end of
the heaving line is a baseball sized knot called a monkey fist.
It is wrapped around a steel weight so it can be thrown ashore to
someone on the dock. The ship is then winched in by capstans mounted
on the deck. One sailor insisted on his right to throw the heaving
line ashore. He threw the monkey fist with all his strength. Unfortunately
he forgot about the motor launch just over his head. The monkey
fist hit the keel, bounced back, and knocked the sailor unconscious.
He never heard the end of it.
"It was interesting to visit some of the normally inaccessible
places ashore. One place was Karluk and its old Orthodox Church.
One of the older native women gave us a tour of the church. She
explained everything and told how the icons had been brought to
Alaska from old Russia. It was like stepping several hundred years
back in time. We visited old abandoned canneries. We went ashore
on Augustine Island and visited the volcano. I have been on the
Barren Islands and the Shumagin Islands.
"Often we saw seals and whales. We could feed the seals hot dogs
from small boats. The whales were impressive. Killer whales used
to come out of the water alongside our boats. The whales were longer
than our 16 foot boat. We were assured by the biologists that no
one had ever been known to have been attacked by a killer whale.
The usual retort was, "If someone has been attacked, who would know
about it?"
"We had fun with seagulls. They were everywhere. We used to take
two pieces of meat and tie them together with about three feet of
string. It was fun to watch the gulls fight over it. Another trick
was to pour tabasco sauce over a piece of meat and throw it to the
gulls. The gulls would squawk and beat their wings against the water
as they tried to drink.
"Sometimes we anchored at night in a secluded cove that was protected
from the wind. We dropped crab pots over the stern and in the morning
had fresh crab for breakfast.
"The cooks were Filipinos. All meals had rice and pineapple served
somewhere. I got so sick of rice and pineapple I swore I would never
eat them again. Even today when I eat rice and pineapple I remember
the PATHFINDER.
"Once I was on a small boat that got lost in the fog. We were charting
the ocean bottom. A sudden fog bank rolled in and we were not able
to see. We radioed the PATHFINDER and asked them if they could pick
us up on radar. They couldn't. They sounded the ships horn. We couldn't
hear. We began to worry. Being run down by a passing freighter was
a possibility. Another possibility was running on the rocks along
the coastline. After several hours the fog suddenly lifted and we
found we had drifted within a few hundred yards of the ship. It
felt really good to see it sitting there right in front of us.
"At the end of the summer I left the ship in Homer and returned
to Wasilla. The summer of 1967 was one of the most interesting I
have ever had."
* * * * * * * * * * * * *
RECOLLECTIONS OF
REAR ADMIRAL WILLIAM L. STUBBLEFIELD, NOAA
DEPUTY DIRECTOR, NOAA CORPS OPERATIONS
OF THE
THE LAST VOYAGE OF THE NOAA SHIP PATHFINDER
In July of 1971, I transferred my commission as a Lieutenant in the
Navy to NOAA Corps. Because I had spent over five years in the Navy,
I was allowed to leave the NOAA Corps training class early and report
to my first NOAA Ship, the PATHFINDER.
Getting to the PATHFINDER was quite an experience in itself as
I had to fly to Homer, Alaska, via Seattle and Anchorage. Landing
in Homer in mid-August, I was greeted by a fine Alaska summer day
as I stepped down the ladder from the small plane. Commander Sid
Miller, executive officer of the PATHFINDER and Lt.(j.g.) Bob Roush
were there to pick me up and drive me to the ship. We passed the
Salty Dawg Saloon, a well-known Homer landmark, and were soon at
the ship. Within a short time the PATHFINDER got underway for its
working grounds on the west side of Cook Inlet in the Kamishak Bay
area.
Upon arrival in the working grounds, I was assigned to the survey
launch of Officer-in-Charge, Lieutenant Don Nortrup. At eight o'clock
in the morning, amidst much hustle and bustle, the survey boats
were put over; and I commenced my first real day's work in NOAA.
We set out to work in one of the old wooden survey launches for
Outer Bruin Bay. As the tide was predicted to be favorable for running
shoreline, Lt. Nortrup headed for the shore. Within half an hour,
Lt. Nortrup taught me that one of the primary jobs of a NOAA survey
launch is to find rocks such that unsuspecting mariners do not find
them with disastrous consequences. The way that he taught me this
lesson was to have the survey launch run aground on a rock during
an ebbing tide (contrary to predictions.) As a consequence, I spent
my first day of hydrography hung up on the same rock that we had
just discovered. However, we did have plenty of time to get the
position of that rock. In the late afternoon the tide had risen
sufficiently for us to be pulled off the rock. Captain Herb Lippold,
commanding officer of the PATHFINDER, took the ship as close as
he safely could to our boat, then took a ship's boat and carried
a line to us from the ship. While passing the line to us, he passed
on the sad news that the PATHFINDER had been ordered back to Seattle
to be laid up and our survey season was ending. He returned to the
ship and commenced pulling us off the rock.
After a day or so of removing tide gauges, visual signals, and
electronic navigation shore stations, the ship got underway and
laid a course from Cook Inlet to Cape Spencer and the Inside Passage.
The PATHFINDER's reputation as a lucky ship proved unfounded when
crossing the Gulf of Alaska as we had an extremely rough transit.
As Captain Lippold said concerning that stretch of ocean, " I never
had a smooth crossing of the Gulf"; and even the PATHFINDER, on
