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During the Second World War, the Allied Powers
employed a system of cargo vessels and naval escorts
to transport goods and personnel through out the
world. It is estimated 718 routes were designated and
at least 27,832 individual convoys involving 366,984 ship
movements were used. (38&39) One of the special and
highly critical activities were the CU series of fast ( 14
knot ) Trans-Atlantic troopship and oil tanker convoys.
(40) Inaugurated in 1943 to deliver badly needed
petroleum products, particularly aviation gasoline to
the U.K., by wars end an additional 945,261 army
personnel were transported to the European Theater of
Operations under this routing. An efficient
arrangement, sailing intervals were synchronized to
depart about every nine days with a crossing time of 11
days. Return trips to New York operated under the UC
banner. Heavily escorted, only four ships were sunk in
convoy and two damaged between 1943 and 1945.
5,362 vessels sailed in 154 convoys. (41) Convoy CU 49
shall now closely be examined.
The convoy designation CU was a routing between the
Southwestern Caribbean island of Curacao ( 171 sq. mi.
) and the United Kingdom. A part of the Kingdom of the
Netherlands, which included neighboring Aruba 69.15
miles to the Northwest, Curacao is home to a stable
political climate, natural deepwater harbor and an
extensive oil related ( refining ) industry. This vital
significance placed the region into a position of
supreme importance. Beginning in February of 1942, to
augment the Netherlands Military, local colonial
volunteer corps ( native conscripts ) and coast artillery,
the United States Army was deployed to begin defense
of the area. (61&62) Force 1291 ( Curacao ) and Force
1280 ( Aruba ) totaled over 2,300 troops. (62) A month
earlier, the 59th Bombardment Squadron ( Light ), flying
Douglas A-20A Havoc light bombers, was already
actively engaged in the fight, being the first unit to set
foot in the “ Netherlands West Indies “. (63,64&12G) At
this time, the submarine menace in the Western area of
the Caribbean Sea Frontier was at its peak. (64) Within
an eight month period in 1942, U-boats sank 173
merchant vessels in the region. (65) This point was “
driven home “ as at least nine U-boats ( numbers 67, 69,
130, 156, 163, 217, 502, 539 and 615 ) were reported
operating in the immediate waters off the two islands
during the war. (66 & Femern related.) Over the next
two years, several air squadrons and ground units were
exchanged. By the time of the sailing of this convoy,
the enemy threat had been highly diminished,
however, the 253rd Coast Artillery Regiment ( Puerto
Rico National Guard ) was primarily responsible for
protection of the region. Headquarters, Service,
Maintenance, Anti-aircraft ( 40 and 90 mm ), Weapons,
Searchlight and 155 mm howitzer detachments
provided security. (62&67)
(67)
Under the jurisdiction of Commander ALL Forces ArubaCuracao at Fort Amsterdam, Willemstad, Curacao, “
Netherlands Antilles “, Rear Admiral Frank Edmund
Beatty, U.S.N. # 9673, ( 1894 – 1976 ), the mission of this
advanced base was to protect the refineries and
conduct anti-submarine operations. With the report for
Sunday, November 5, 1944 missing, the war diary for the
month of November, 1944 expresses surface and air
operations for the district. (46) Camp Parera, usably
completed in January of 1943, housed 650 U.S. Naval
personnel. Facilities included recreational,
administration, shop and a 25 bed hospital, all with
essential utilities and road system. Hato Field, ( United
States Army Air Forces station code D551 with 27
reported aircraft accidents between 1943 and 1944. ),
with a supplemental radio station, storage and more
administration buildings, could house an additional 620
naval forces. (60,59&58) This was home to VPB-92 (
Patrol Bombing Squadron Ninety-Two of Fleet Air Wing
Eleven ) from July 9, 1944 until November 29, 1944,
when, complying with secret dispatch 271437 from the
Commander Caribbean Sea Frontier, eight “ Catalina’s
“ were rotated to San Juan, Puerto Rico. Retaining two
PBY-5A’s and three crews here, Lieutenant
Commander Robert A. Proctor, U.S.N.R. # 79053,
commanding, supervised the movement over the next
two days. A replacement squadron ( VPB-147 ) was
enroute to complete the transfer. From life in the
tropics, the squadron was bound for the detrimental
flying conditions of Naval Air Station Quonset Point, R.I.
By January 18, 1945 the approaches to New York
harbor were being safe guarded by all of VPB-92.
A smaller naval presence was felt on Aruba. Four
buildings, two Quonset huts and commercial concerns
aided over shipping control from that island. (58)
Dakota Field ( U.S.A.A.F. station code D556 with 12
reported aircraft accidents between 1942 and 1945. )
and Camp Saveneta were military bases here. (60&59)
Two steam tank ships, the Markay and Paoli had
departed Caribbean waters in November of 1944 and
were destined for the Hudson River assembly
anchorage and sailing with convoy CU 49.
Beginning as early as November 1, 1944, empty “
inbound “ vessels made themselves available for
loading of cargo at various port facilities. The most
common date was November 25th with twelve arrivals.
Sometimes delayed by repairs while in port, ( 19 days –
S.S. Raphael Semmes – boiler trouble ), most were
loaded in a timely and efficient manner. When
possible, concerns or modifications as noted by the
commanders of the U.S. Naval Armed Guard or “
Masters “ of each vessel would be addressed. Perhaps
the most critical incident involved the refusal of the
merchant crew to assist U.S. Navy personnel aboard
the S.S. Cape Nome in the defense of their ship as
noted in files (42B,42C&42D). The commander of the
U.S. Naval Armed Guard, as noted below with over 14
years of experience, made the observation on the
latest voyage from Cherbourg, France and dated his
report November 17, 1944.
While undergoing availability awaiting forming up of
the convoy, the U.S.S. Gandy ( DE 764 – “ BUG 64 “ )
received two “ new “ officers on board. Lieutenant
James A. Bickel, U.S.N.R. # 119091, reported on board
as First Lieutenant on November 22, 1944. This likely
occurred at Pier D, berth 4 at the Brooklyn Navy Yard
the day before Thanksgiving. Three days later, here, or
at two possible other locations, Lieutenant ( j.g. ) Alfred
W. Hesse, Jr., U.S.N.R. # 362640, came aboard for 36
days of temporary duty. Before moving to the 36th
Street Pier, the U.S.S. Gandy replaced her ammunition
at the Rear Admiral Ralph Earle Depot on Sandy Hook
Bay. Leonardo Pier, within Middletown Township, N.J.,
accommodated this transfer. (34)
Calling BOwling green 9-6220 to confirm directions to
the Office of Port Director, Commodore Frederick
George Reinicke, U.S.N. # 7586, ( Retired as a Captain
on June 1, 1939 – 1888 – 1969 ), of the Third Naval
District at number 17 Battery Place in New York City,
commanding officers of U.S.S. and H.M.S. vessels,
masters of merchant vessels, members of
communications departments ( radio & signal ), armed
guard ( gunnery ) officers for 38 total ships along with
representatives of the U.S. naval escorts were advised
to report for a pre-sailing conference on November 30,
1944. Rooms 340 and 1425 were occupied for this
purpose beginning at 1300 hours. During these briefings,
instructions were given for standard and straggler
routing, radio usage and details of other important,
confidential memorandums as provided by Lieutenant
Commander William A. Pedrick, U.S.N.R. # 27953, of the
Convoy & Routing Section. Captain “ CHIEF “ Oliver
Lodwick Wolfard, U.S.N. # 7613, ( 1888 – 1945 ), was
assigned convoy commodore with his flagship as the
S.S. White Falcon. (P) His assignment to this duty was
dated November 15, 1944. Entering the service on July
5, 1907 with an appointment to the U.S. Naval
Academy at Annapolis, MD. from the state of Nevada,
he graduated in 1911 with a relative standing of 14th
out of 194. Early in his career, he was an ensign aboard
the U.S.S. Minnesota ( BB-22 ), a lieutenant junior grade
on the U.S.S. Machias ( PG-5 ) and an instructor at
Lehigh University. (51) Completing 16 years and six
months of sea service, Captain Wolfard had retired on
July 1, 1939. Presently, a temporary residence was
maintained at New York City’s Downtown Athletic
Club, 18 West Street @ WHitehall 4-2800. U.S. naval
personnel aboard his flagship consisted of an
additional commissioned officer and five enlisted men.
The U.S. Navy designated that operation orders would
use “ secret “ code book publications MERchant
SIGnalS Vol. III, Confidential Admiralty Merchant
Shipping Instructions 1/44 ( Pink Guard Book ),
Communications Instructions for Merchant Ships 42 and
the latest Broadcast to Allied Merchant Ships with
General Recoding Table SP 2272 ( #’s 33 & 34 ), Special
Incon Pad SP 2406 ( # 759 ) along with One Ship Pad SP
2413, code word SIX XRAY DOG THREE for general call,
route positions GT through GZ as check points, the
latest convoy and routing information as provided by
the FX-37 section from the Navy Department in
Washington, D.C. and internal “ oversize “ worksheets.
(24) (44) (45) Any emergency communications would
be broadcast via 2410 KCS voice.
Admiral Jonas Howard Ingram, U.S.N. # 6587, ( 1886 –
1952 ), Commander in Chief of the United States
Atlantic Fleet, strategically, was using Operation Plan
number 1-44, with his office care of the Fleet Post Office
New York, N.Y. (P) Also in New York, the British Routing
Liaison Officer was Captain Harold Auten, R.N.R., ( 1891
– 1964 ).
New York City’s Belvedere Observatory, located in
Central Park, reported a trace of snow and a mean
temperature of 33 degrees for Friday, December 1,
1944. (1) (42) Under these conditions, at multiple piers
through out the metropolitan area, including the U.S.
Navy’s South Brooklyn Fleet Supply Base, various ships
made preparations for getting under way. Beginning at
0500 hours, radio operators listened for the departure
signal “ NNNN “ ( NEGAT NEGAT NEGAT NEGAT ) on NAH
( Navy Radio New York ) 462 KCS. On Pier 12 at Staten
Island, N.Y., having hoisted the convoy flag R for
, along with pennant position number
ROGER,
51 Left and her harbor clearance ( sortie ) recognition
signal of AIO ( AFIRM INT OPTION ), the S.S. White Falcon
cast off at 0840 hours. Shore connections were broken
for services including steam, electricity, telephone and
waters fresh, fire and flushing. Anchors were secured
and special sea details were set. The Fleet
Administrative Officer ( Officer in Charge – Navy Yard –
New York ) was Captain Hugh McCulloh Branham,
U.S.N. # 7565, ( Retired on July 1, 1936 as a
Commander. ). Nearby, at Pier 10, the U.S.S. ( U.S.M.C.
Lieutenant General John Archer ) Lejeune ( AP 74 )
completed embarkation of U.S. Army troops at 0040
hours. (9A) It took 6 hours and 32 minutes to receive 420
officers and 4,182 enlisted personnel. Underway and “
free “ of tugboat assistance at 0942 hours, she cleared
the anti-submarine net at 1003 hours, running 30
minutes late. By 1356 hours, she was on time at the
convoy formation point. On the North side of the 36th
Street Pier, the U.S.S. Garfield Thomas ( DE 193 – “ BUG
93 “ ) was dealing with an unsettled master
gyrocompass. Troubles were repaired by 0640 hours.
Yesterday, Ensign Luther Lefler, U.S.N. # 396341, had
reported on board as Assistant Engineering Officer. Still
within the Bush Terminal, on the 35th Street Pier, the
U.S.S. Wingfield ( DE 194 – “ BUG 94 “ ), in addition to 28
barrels of oil, received “ treats “ on board. Fifty boxes of
jelly rolls, 50 boxes of cakes and 50 gallons of fresh milk
made an appearance. Directed and supported by the
New York Task Group 02.3 of the Eastern Sea Frontier, (
Vice Admiral Herbert Fairfax Leary, U.S.N. # 5059 – 1885
– 1957 – Federal Office Building at number 90 Church
Street, New York 7, N.Y. @ REctor 2-9100. (P) ), and
operating under the authority of orders from the Tenth
Fleet, convoy CU 49 began to depart from Upper New
York Bay to pass through the Ambrose ( ship ) Channel
with the S.S. Midnight being the last ship out the gate.
(12A-E) (12F) Caution had to be used, as in places
outside of the channel, the depth of the water was less
than eight feet deep. As a local naval defense force,
Group 02.3 was occupied with picket patrol, antisubmarine, minesweeping & disposal, net & boom,
rescue and coast guard operations. (24A) The eight
naval escorts had departed from the vicinity of
Gowanus Bay via the Bay Ridge Channel in advance
of the convoy beginning at 0802 hours. At the N.A.S.
Lakehurst, N.J., three lighter than air ships ( K-class
blimps, numbers 42, 81 and 98 ) of the U.S. Navy’s ZP-12
Squadron were scheduled for patrol and escort duty
today. (2&3) Part of Fleet Airship Wing One - U.S.
Atlantic Fleet - Task Group 02.8, Lieutenant
Commander Herbert Stinson Graves, U.S.N. # 81080,
had assumed command on October 3, 1944. The
squadron was also known as BLIMPRON ( Blimp
Squadron ) TWELVE. Six craft were available for service
and the airships were using “ ANECDOTE “ in their call
sign radio usage. All flights were cancelled because of
high winds. The hourly average was 28 knots, with gusts
up to 47 knots. Flying did occur, however. One
operational flight of 2.2 hours from VPB-126 ( Patrol
Bombing Squadron One Hundred Twenty-Six ), using a
Lockheed PV-1 Ventura patrol bomber from N.A.S. New
York ( Floyd Bennett Field - Brooklyn ), contacted,
escorted and swept the night track for the convoy. (4)
Twelve total aircraft were assigned to this squadron
and Lieutenant Commander William Harvey Munson,
U.S.N. # 79199, ( 1915 – 1995 ), was in command since
August 7, 1944. (P) As the U.S.S. Cates ( DE 763 – “ BUG
63 “ ) was navigating Lower New York Bay, her master
gyrocompass was secured due to mechanical failure
for 18 minutes. Standard magnetic compass number
3936 was consulted as backup. Aboard the battle
tested major flagship the U.S.S. Mayo ( DD 422 – “ BUG
22 “ – Thirteenth Destroyer Division – Seventh Destroyer
Squadron ), Captain “ BOSS “ Harold Haskell Connelley,
U.S.N. # 57972, tactical commander of Task Group 21.6
since 1420 hours on October 9, 1944, whose doctrine
was “ Decisive success can only be had by a vigorous
offensive. “, after departing Point Zebra ( ZED ) – 25.4
nautical miles due East of Point Pleasant, N.J. at 1340
hours, formed the convoy into nine columns of 36
merchant ships. (13) (P) Taking about 52 minutes to
complete this arrangement, the distance between
columns was 1,000 yards with 600 yards between each
ship in their particular column. The DEPARTURE
SCHEDULE ( 12F ) of pennant numbers and columns was
maintained until the Boston section joined up. At that
point, the convoy was re-arranged to continue on to
the break up point as noted ( 24D ). Also, Ensign Sidney
Carl Brantley, U.S.N. # 396300, as instructor for this round
trip voyage, began teaching on the use of LOngRange Radio Aid to Navigation. ( For the return trip, he
was aboard the U.S.S. Gandy. ) Extensive use of Navy
Type “ SL “ surface search radar ( micro wave )
equipment with a range of 13 nautical miles was
implemented. Supersonic sound gear was turned on
too. Steering East by North ¾’s East, the seven destroyer
escorts assumed assigned screening stations. (5) Two
vessels, the M.V. Rosemont and the M.V. Rangitiki
returned to New York after suffering mechanical issues.
At 2024 hours, a surface radar contact was identified as
an anchored bombing target by the U.S.S. Gandy. At
2115 hours, the U.S.S. Wingfield passed ( the same ? )
an anchored freighter to port. Today, within the waters
of the Third Naval District, three confidential fisherman
observers were on watch. Tomorrow, four craft would
be on duty. Further North-East, the First Naval District’s
Boston Headquarters office reported an average of 131
vigilant lookouts on the ocean during the first two days
the convoy operated.
( U.S. Office of War Information poster Pr32.5015:60 –
1943 by Henry Koerner ( 1915 – 1991 ). )
Commandant of the U.S. Navy’s First Naval District, up
in the Bay State of Massachusetts, was Rear Admiral
Felix Xerxes Gygax, U.S.N. # 6499, ( 1884 – 1977 ).
Located within the North Station Office Building at 150
Causeway Street, Boston 14, was his office. Here, along
with the Eastern Sea Frontier’s Northern ( Task ) Group (
02.1 ) and the Office of the Port Director, ( Captain
MacGillivray Milne, U.S.N. # 735 ( Retired on June 30,
1939 – 1882 – 1959 )), operations were managed. The
pre-sailing conference for the Boston section was held
on December 1, 1944 beginning at 0900 hours in the
Naval Routing Office. Captain Rufus King, U.S.N. # 6361
( Retired on June 30, 1936 as a Commander. ), served
as Convoy Control Officer. Serial number B-21 governed
the convoy’s movements from Boston. Commander
George P. Lord, U.S.N.R. # 65392, acted as the District
Routing Officer. For the month of December, an
incomplete and partial sampling of activity hints at the
busyness of the region. (38) Within the Boston Navy
Yard, progress was underway too. (13A) Captain Henry
Tucker Read, U.S.N. # 58650, was detached from
commanding officer of Task Force 63 on November 27,
1944 to become Fleet Administrative Officer with his
headquarters in building 200. About the time the New
York section was passing the sound locating, White
flashing, whistle buoy B, approaching the rendezvous
point for the convoy, still 3.5 nautical miles away, ( Point
ZED, buoy A @ 40 degrees 4 minutes 50 seconds NORTH
and 73 degrees 31 minutes 45 seconds WEST ), the U.S.S.
Rinehart ( DE 196 – “ BUG 96 “ ) was on the move too
within the South Boston Annex. With tug boat ( s )
assistance and the guidance of a yard pilot, she shifted
berths from Pier Four East to the South Jetty in 15
minutes. (38A) Pursuant to various orders, four personnel
transfers were made today. Of note, Ensign Eugene J.
Durgin, U.S.N.R. # 362705, reported on board for service
as the Assistant Communication Officer. It is interesting
to observe, three days earlier, this vessel, in company
with the government type class 4 coastal and harbor
defense submarine U.S.S. S-14 ( SS-119 “ NIMZ “ – 1921 –
Lieutenant Robert F. Conrad, U.S.N.R. # 96658 ), the
Edsall Class Destroyer Escort U.S.S. Herbert C. Jones ( DE
137 “ NYWC “ – 1943 – Escort Division Nine – Lieutenant
Commander Rufus Albertson Soule, III, U.S.N.R. # 71081
– commanding since December 7, 1943. ) and the
Admirable Class Minesweeper U.S.S. Invade ( AM 254 “
NGOX “ – 1944 – Mine Division 39 – Mine Squadron 13 –
Service Squadron 5 – Service Force Atlantic Fleet –
Lieutenant William Joseph Flynn, Jr., U.S.N.R. # 96013 )
had conducted Anti Submarine Warfare training
exercises in area M1, Casco Bay, ME. for 4 hours and 53
minutes. (13C) This was just less than 21 nautical miles
away from Long Island, ME. As a side note, having
been commissioned on September 18, 1944 and
completing her shakedown inspection on November
23, 1944 at the Frontier Base Little Creek, VA., the U.S.S.
Invade and her crew of 8 officers ( Three lieutenants,
one lieutenant junior grade and four ensigns. ) and 101
enlisted men finished two days of training in the region
before returning to Convoy Escort Pier 21 – Berth 211 in
Norfolk, VA. on December 1, 1944. At this point, her
assignment became one of towing targets for aerial
bombardment East of the Currituck Beach Light House.
At night, she acted as an anchored aid to navigation
21 nautical miles off the North Carolina coast. Yet at
Pier Four, still in Boston, the 156’6” long and 1,076 ton
self propelled fuel oil barge U.S.S. YO-136 ( “ NGSL “ –
1942 ) came along the starboard side of the U.S.S.
Roche ( DE 197 – “ BUG 97 “ ). Receiving 25,150 gallons
of diesel fuel, her adjusted displacement of water (
draft ) after servicing became 131 inches or 10’11”. (
Upon completion of the voyage at Plymouth, her draft
was 10’6”, gaining 5” of draft due to the “ loss “ of
weight by fuel consumption. ). Two off setting personnel
moves were made also. Like her sister ship, prior to
being deployed on this convoy, the U.S.S. Roche was
engaged in training exercises. On November 28, 1944,
in Operation Area 15 off Montauk, N.Y., she and the
U.S.S. Mayo simulated “ creeping “ depth charge
attacks against the U.S.S. S-20 ( SS-125 “ NINJ “ – 1922 –
Lieutenant Commander Richard Edward Robb, U.S.N. #
82767, who, likely was commanding from December 1,
1943. ) for 5 hours and 49 minutes. (13D) Once
maneuvers were completed, the Holland Class
submarine returned to New London, CT. thirty-three
nautical miles away. The two escorts went to their
separate points of departure in preparation for duty in
this convoy.
December 2, 1944 found VPB-206 “ BLUE 57 “ ( N.A.S.
Quonset Point, R.I. ) and their Martin Mariner PBM-3S’s
on air reconnaissance from first light to dark. (6) This
patrol bombing squadron operated with ten aircraft.
Commanded by Lieutenant Commander William
George Logan, Jr., U.S.N. # 79531, ( 1915 – 2012 ), since
May 31, 1944, three operational flights were conducted
today. Light intermittent rain and snow with a
moderate sea was reported. It is noted that “
Lieutenant “ W.G. Logan, Jr. was the 47th officer
received into the squadron on December 15, 1942 after
having had entered the service on March 7, 1941. “
Topcats “ of Scouting Squadron VS-31, based at N.A.S.
Squantum ( Point ) - Quincy, MA., provided sea control
for the outbound Boston section who was using call sign
“ 6XO3 “. (7) Having an authorized complement of 14
Douglas SBD-5 Dauntless scout plane / dive bombers,
22 officers and 29 enlisted men, the unit was
commanded by Lieutenant Commander Paul
Theodore Weber, U.S.N. # 81710, ( 1916 – 1967 ) since
February 19, 1944. (8) Two planes of escort “ BLUE 63 “
flew for 130 minutes each after taking off at 0840 hours.
The relief flight of two planes departed at 1206 hours,
however, snow in the patrol area forced an early return
46 minutes later. All three fixed wing aircraft squadrons
previously mentioned were part of Task Force 26.2 –
Fleet Air Wing Nine. Despite poor weather, Blimp
Squadron Eleven ( ZP-11 ), moored at N.A.S. South
Weymouth, MA., had two type K craft patrolling in the
Massachusetts Bay. A part of the Northern Air Group
02.1.3, Lieutenant Commander John F. Pear, U.S.N.R. #
80436, in command since October 31, 1944, “ oversaw
“ eight non-rigid airships and authorized the attached
war diary. (24B) The almanac for Boston for today,
December 2, 1944, indicated high water at 0123 hours.
A waning gibbous moon ( 92 % illumination ) was due
to set at 1021 hours. Sunrise was at 0754 hours with a
mean temperature of 23 degrees. Daylight would be 9
hours and 17 minutes long today. (56) The division of
three merchant ( troop ) ships and two destroyer
escorts passed the Boston Light Ship ( point of
departure ) at 0853 hours. Standing out to sea, the
U.S.S. Rinehart was flagship in company with the U.S.S.
Roche. Less than an hour latter, in the vicinity of Position
CHARLIE at 42.23 NORTH and 70.42 WEST, convoy CU 49
B formed three ships abreast, interval 1,000 yards with
the two escorts in station. ( # 11 = Santa Paula, # 21 =
Marine Wolf, # 31 = Santa Rosa. ) With speed of
advance of 15.2 knots, the group made for “ BOMP “,
the main rendezvous point 338 nautical miles away.
Aboard the S.S. Santa Rosa was the vice commodore
of the entire convoy, Commander “ LUCK “ Louis Peter
Wenzell, U.S.N. # 7834, ( 1888 – 1955 ). Entering the
Naval Academy from Pennsylvania on July 27, 1908, he
earned a relative standing of 52nd out of 158 and
graduated in 1912. (P) Coaching the 1912 – 1913 Naval
Academy basketball team to a 9 & 0 record, he later
was an ensign on the U.S.S. Louisiana ( BB-19 ). (51) He
had retired on June 30, 1933 as a Lieutenant
Commander with 15 years and four months of sea
service. His assignment to duty in this convoy was
dated November 9, 1944. A temporary residence was
maintained in New York City at 125 E. 63rd St. @ REgent
7-0669. Acting as the chief Communications Officer for
the entire convoy, Lieutenant Frank P. Spezzano,
U.S.N.R. # 281967, was placed aboard the vice
commodore’s flagship on November 30, 1944. Liaison
personnel consisted of a Radioman Third Class, four
Signalmen, Second Class and a Steward’s Mate
Second Class. During the First Watch, the U.S.S. Roche
lost use of her radar for an hour. Back with the main
column, at 2203 hours, as observed by the U.S.S.
Wingfield, a radar and visual contact nine miles to port
was cleared.
As the Boston section made its way toward the
scheduled rendezvous position of “ BOMP “ with the
main group near 41 degrees 40 minutes North latitude
and 63 degrees 25 minutes West longitude ( 179
nautical miles from Halifax, Nova Scotia at bearing 173
degrees from ) the S.S. Santa Paula broke down at 0513
hours Sunday morning, the third of December. Water in
the fuel oil was discovered. With the seas becoming
rough and rain squalls reducing visibility to 3,000 yards,
the U.S.S. Roche stood by until repairs were completed
and each then rejoined both closing columns some 35
nautical miles distant. While in transit, the U.S.S. Roche
suffered temporary causalities to her number two main
engine and steering control. Most of the remainder of
the day was spent maneuvering with cautious and safe
approaches to facilitate the meeting of both sections.
Aboard the U.S.S. Gandy, a test of the motor for the
whaleboat was taken during the Forenoon Watch.
While this was taking place, earlier in the morning at
0605 hours, 257 nautical miles away in the Gulf of
Maine, disaster struck. Thirty-Three nautical miles South
by East from Bar Harbor, ME., the unescorted Canadian
steam merchant Cornwallis, ( 5,458 GRT – “ VGBY” –
1921 – Vancouver, B.C. ), was sunk with a starboard list
by torpedo. Enroute to St. John, N.B. from Barbados
with a cargo of bagged sugar and barrels of molasses,
43 souls were lost with five surviving. Kapitanleutnant zur
See Hans Hilbig, ( 1917 – 2004 – CREW 36 ), and his type
, of the 33.
IX C-40 U-1230,
Unterseebootsflottille took to the bottom with what
proved to be evasive, withdrawal actions SOUTHEAST
by SOUTH bound ( bearing 147.8 degrees ) at about 7
knots per hour. (P) Unknowingly, he likely followed this
convoy for a short time and because of weather further
out to sea, search alerts being implemented against
him and the convoy’s speed, missed contact. (24C) (
On the main page of the website, file # 38 ( very large
& slow to download ) has a detailed accounting of this
action. )
By late afternoon a typical early winter Atlantic Force
Eight Fresh Gale was raging. (9) Slammed by 35 knot
North Easterly winds and 22 foot waves with
considerable airborne spray, it was not until 1530 hours
that the convoy was pronounced joined and
complete. (43) Heavy weather conditions were
reported the next three days. Several vessels suffered
storm damage including the U.S.S. Rinehart whose
sound gear was disabled. The sound dome and
projector head were separated away from the ship.
Also, the S.S. Exceller, in company with the U.S.S.
Wingfield, ran ahead of the convoy about 20 nautical
miles to investigate damage to a forward ventilator to
an ammunition magazine and life raft aboard the 6,535
ton freighter. Coming to a stop to repair and test an
engine on the merchantman, ( troop transport carrying
466 army passengers ), all repairs were effected. At this
point, it was discovered the destroyer escort had lost
over side 48 rounds of hedgehog ammunition when
two ready service boxes were carried away. The
number one gun shield, yoke and sight were bent,
twisted and cracked. Holes were ripped in the
forecastle deck for a distance of eight feet. Floater
nets, life lines and stanchions were washed away. The
door to the battery room was torn open with internal
flooding occurring. Damage Control parties under the
command of ( First ) Lieutenant Harry Boyle Donley,
U.S.N.R. # 150638, ( 1911 – 2004 ), effected repairs within
two and one half hours. ( On September 6, 1945,
Lieutenant Donley with other officers and the U.S.S.
Wingfield supervised Rear Admiral Shoichi Kamata, (
1892 – 1986 ), (49) and the Imperial Japanese Navy’s
compliance of the surrender terms for Maloelap Atoll,
Marshall Islands ( 3.7838 sq. mi. (48) ) at Taroa
Anchorage. ) Aboard the transports many a trooper
began to get sea sick, effectively silencing many
except for groans of misery. (44) (13B) Gun watches
were secured due to the rolling and heavy seas. At one
point, H.M.S. Patroller ( D 07 / CVE 44 ), with her aircraft
laden deck, reported making only 4.9 nautical miles in
one hour. With both sections now intact, 37 merchant
ships, oilers, troop transports and 10 escorts composed
convoy CU 49. The mercantile portion of the convoy
was formed as: 4-4-4-5-4-4-4-4-4. (24D) On board the
S.T.K. Esso Hartford, “ Master “ Svenson assumed the
duties of Rear Commodore for the entire convoy. With
all ordnance, engineering, communications and
equipment performing satisfactory, the convoy, without
further remark, set a war cruising condition of readiness,
carried out sea routines and observed captain’s night
orders, including darkening of ships. Daily inspections of
mess and berthing spaces, munitions magazines ( with
temperatures ) and smokeless powder samples were all
taken with reports being written. Weekly tests of
magazine flood cocks and sprinkling systems were
conducted. General and chemical alarms were tested
including the use of whistles and sirens. Running lights
were examined. At night and in foul weather, BLUE
stern lights were in use to aid in navigation. Vessels that
brought up the rear of each column did not illuminate
their lights. This prevented the enemy from “ seeing “
the convoy from behind. Degaussing systems were
secured to take a daily ground test and then reenergized. As an average, the U.S.S. Mayo, as flagship,
went to general quarters for dawn alert 59 minutes
before sunrise. Sunset alarms were called also. On the
whole for the convoy, the following drills and exercises
were executed: (39)
Aside from the major flagship, protection of the convoy
was now entrusted to the destroyer escorts. (25&26)
Detailed to this assignment was the entire Escort
Division number 55 commanded by Commander “ BUG
55 “ Robert Power Walker, U.S.N. # 71484. His flagship
was the U.S.S. Eisner ( DE 192 – “ BUG 92 “ ) with his
pennant being hoisted permanently on February 15,
1944. However, the deck log with the list of officers does
not list him for the month of December. ( Mention is
made later as the Senior Officer Present Afloat at
Cardiff. The Muster Roll did confirm a staff allowance of
four enlisted personnel consisting of a Radioman
second class, Signalman third class, Steward’s Mate first
class and Yeoman third class for flag 55. ) One half of
Escort Division number 35 completed this important
mission. Commander “ BUG 35 “ John R. Litchfield,
U.S.N.R. # 17445, and the U.S.S. Cates assumed those
flagship responsibilities on July 5, 1944. With the deck
log list of officers missing, I cannot confirm his
whereabouts for this movement. (27) By Monday,
December 4, 1944, semi-permanent anti-submarine
screening stations were in place. (28) Minor changes
were made, as necessary, to permit live firing exercises,
assist stragglers and transfer mail or personnel. (29) Gun
watches were reset as the sea became calmer and
conditions normal. The “ BOSS “, Captain Connelley,
warned the convoy that to much unnecessary noise
was being made on the radio circuits. Smoke on the
horizon sighted at 0910 hours proved to be a
merchantman of the Irish Free State. By late morning,
heavy fog was encountered dropping visibility to 2,000
yards. At 1610 hours, the U.S.S. Rinehart left station to
investigate an oil slick for 55 minutes. It was thought the
source was a ruptured fuel tank coming from the U.S.S.
Gandy. Examination showed no ill effects from
yesterday’s brutal storm. Earlier, leaving station number
seven at 1505 hours, the U.S.S. Garfield Thomas located
the S.S. Exhibitor at position number 92 within the
convoy. Having difficulty securing lines, Chief
Pharmacist’s Mate John A. Cake, U.S.N.R. # 650 51 40,
was transferred via breeches buoy to diagnose an
illness. (43) Prescribing treatment, this valuable medical
specialist and Chief Petty Officer, who was promoted
at the very beginning of this voyage, returned on
board and by 1840 hours the two vessels were clear on
stations. At 1103 hours on December 5, 1944, the
Medical Officer for EsCORTDiv 35, Lieutenant ( jg )
Arthur B. Watts, Medical Corps, U.S.N.R. # 115967, was
transferred from the U.S.S. Earl K. Olsen ( DE 765 – “ BUG
65 “ ) to the S.S. Golden Fleece. ( Six days later, after
completion of his temporary additional duty and being
part of the Irish Sea section, the doctor was retrieved. )
During the Middle Watch on December 6, 1944, the
U.S.S. Wingfield reported her starboard 24” light
disabled. Later, at 0810 hours, she stood by and
patrolled the starboard bow area of the S.S. Midnight
who had dropped out of the convoy with engine
trouble for 50 minutes. During the Afternoon Watch,
portions of mercantile convoy held a firing exercise. This
took place after being cancelled a day earlier. Column
one directed their test fire to port, away from the
convoy. The weather was clear and sunny with an air
temperature of just over 70 degrees. At 1823 hours
instructions were received from the Commander in
Chief Western Approaches to deviate from the
assigned course. From point GW, the convoy route was
altered to point GA at 45 degrees North latitude and 22
degrees West longitude. This was done to avoid an
unfavorable submarine situation. With points GX and
GY being abandoned, a track South of the intended
route of about 243 nautical miles was taken towards
point GZ. Light rain squalls popped up at 2300 hours,
later, becoming clear and mild at 67 degrees. On
December 7, 1944 a friendly surface contact was
reported at 0756 hours. At the very beginning of the
Forenoon Watch aboard the U.S.S. Roche, all electrical
power was lost while shifting service generator usage.
This caused a steering casualty for eight minutes.
General Quarters were maintained for 11 minutes.
Shortly thereafter, mail and movie transfers ( exchanges
) occurred. The U.S.S. Mayo was able to pass, in quick
succession ( in under an hour ), packets to the U.S.S.
Rinehart, the U.S.S. Wingfield and the U.S.S. Roche.
Within 67 minutes, the U.S.S. Wingfield then handed on
mail to the U.S.S. Thornhill ( DE 195 – “ BUG 95 “ ), the
U.S.S. Eisner and the U.S.S. Garfield Thomas. The U.S.S.
Rinehart passed mail on to the U.S.S. Gandy, the U.S.S.
Cates and the U.S.S. Earl K. Olsen. Again, this was
completed in a timely fashion of 58 minutes. The U.S.S.
Roche then located three vessels within the convoy
including the commodore’s flagship S.S. White Falcon,
the U.S.S. Lejeune and the H.M.S. Patroller to complete
the passing of mail in only 34 minutes. ( Within the Blue
photograph section, look for the U.S.S. Rinehart
receiving such a transfer. ) ( Three days later, another
exchange took place between the U.S.S. Mayo and
the U.S.S. Cates. ) Aboard the troop transport U.S.S.
Lejeune, each of the army enlisted personnel relished
receiving a distribution of five packages of cigarettes.
Today, being the third “ anniversary “ of “ the day of
infamy “, the U.S.S. Wingfield held a “ Pearl Harbor “
bond drive selling over $ 1,000.00 worth of war bonds.
Far from home and in the middle of the Atlantic Ocean
the fight was being taken to the enemy !
Answering a sick call within the convoy, the U.S.S.
Garfield Thomas again left station number seven to
come along side the S.S. Exhibitor. Received on board,
the ( same ? ) merchant seaman ( from December the
fourth ? ) was administered treatment and returned to
service in 19 minutes during the Forenoon Watch.
Toward the end of the Afternoon Watch, the Swedish
Orient Line Motor Ship Skogaland ( 3,244 GRT – “ SEAT “
– 1941 – Gothenburg, Sverige ) was identified starboard
of the convoy. This refrigerated fruit cargo vessel,
having a length of 385.2’, was moving Southbound at
12 knots. (55) During the First Dog Watch, later on the
seventh, the U.S.S. Garfield Thomas had a steering
casualty in the pilot house. The nut securing the steering
wheel to the shaft became unscrewed disengaging
control. After steering assumed direction for seven
minutes until repairs were completed.
With the course alternation, the convoy skirted about
319 nautical miles North of the Azore Islands. Settled in
1432 and a possession of neutral Portugal, nine widely
separated volcanic islands with 906 square miles of
land mass enabled military bases to be established and
leased to the British Empire in 1943. (45) Taking
advantage of these arrangements, several facilities
served multiple and valuable purposes to support the
war effort. The Royal Navy’s Mediterranean Fleet (
Gibraltar and Mediterranean Approaches ) had a
depot / stores / headquarters base ship at Horta, Faial
Island. After being hit by an acoustic torpedo on
November 18, 1943, fired from the type IX C U-515,
, ( Kapitanleutnant zur See Werner
Henke – 1909 – 1944 – CREW 33 – 10.
Unterseebootsflottille ) and heavily damaged, H.M.S.
Chanticleer ( U 05 ), a Sloop of the Modified Black
Swan class commanded by Lieutenant Commander
Robert Henry Bristowe, D.S.O., R.N., ( 1906 – 1978 ), was
eventually towed to Horta. (29A) (14) (P) Declared a
total loss and hulked, she was renamed twice ( H.M.S.
Hesperides and H.M.S. Lusitania ) and served in this
altered capacity. Three air squadrons took instruction
and procedure from R.A.F. Coastal Command’s
Number 247 Group with Air Officer Commanding ( Air
Vice Marshal ) Sir Geoffrey Rhodes Bromet ( 1891 – 1983
) in overall command. (10) (P) R.A.F. station Lagens
Field, on Terceira Island, was commanded by Wing
Commander – War Substantive ( Air Commodore ) R.C.
Mead ( # 26115 – 1909 – 1973 ). Long range general
reconnaissance and anti-submarine warfare was
conducted by number 220 squadron ( ZZ ) ( R.A.F. ).
Additionally, convoy / vessel escort, meteorological
and air sea rescue search flights were conducted.
Presently, Boeing B-17G ( Fortress III ) heavy bombers
were being replaced by Consolidated B-24H & J (
Liberator III ) heavy bombers. (15) Wing Commander
B.O. Dias ( # 39185 ) assumed command of the
squadron on December 4, 1944 with an authorized
strength of 15 aircraft. Crew strength totaled 20 and
overall, 92 officers and 144 N.C.O.’s were available for
service. Ground staff included three officers and 192
other ranks. Both units were subject to comprehensive
training programs. For the entire month of December
1944, the squadron carried out 52 sorties with a total of
just over 489 operational flying hours. It is likely the
squadron flew air coverage for the convoy on
December 7, 1944 only. In addition, a night searchlight
training program was being instituted by the U.S.
Atlantic Fleet – Air Force ( Fleet Air Wing Nine ) at N. A.
F. Lagens Field. Patrol Bombing Squadron VPB-114, at
this time, consisted of eight Consolidated PB4Y-1 ( B-24 )
aircraft. (15A) Lieutenant Commander Donald Carlyle
Higgins, U.S.N. # 77537, ( 1914 – 1990 ), had charge of
55 officers and 119 enlisted men since August 26, 1944.
No operational flights occurred between November 20,
1944 and December 12, 1944 as tour completion and
crew rotation / replacement was taking place. The
balance of the squadron, four aircraft with 16 officers
and 30 enlisted men, would not arrive from Dunkeswell,
England ( FPO NY # 804 ) until February 14, 1945. The
third squadron was a composite unit. Coinciding with a
command change, number 269 squadron ( HK ) ( R.A.F.
) celebrated its eighth organizational anniversary on
December 7, 1944. Wing Commander G.A.B. Cooper
was welcomed by at least 35 officers, 39 N.C.O’s and
102 other ranks. (P) A mixture of maritime patrol, the
squadron conducted air sea rescue, meteorological
and target towing missions. On rare occasion, the
squadron was called upon to use its previous renowned
experience in U-boat hunting and vessel escort. This
variety of service required the usage of the following
aircraft:
Lockheed Hudson III A ( light bomber / reconnaissance
aircraft )
Supermarine Spitfire MK VB ( fighter aircraft )
Miles Aircraft M.25 Martinet ( target tug aircraft )
Supermarine Walrus I ( metal hull amphibious biplane )
Vickers Warwick ASR MARK I ( multipurpose aircraft )
(16)
The complexity of this situation resulted in huge
serviceability difficulties. Combined with poor weather
and inadequate maintenance facilities, the grounding
of aircraft was very common in early December. South
East of the airfield is Praia Bay. Any correspondence
directed to Fleet Post Office 815 New York would come
to Headquarters U.S. Naval Forces – Azores. On
December 6, 1944 Commander Joseph Abraham
Jaap, U.S.N. # 71355, ( 1908 – 1997 ), assumed
command of this busy station. (P) During the 12 days
that convoy CU 49 operated, 49 vessel movements
were recorded within this region. This activity, large and
small, including re-fueling at sea and salvage
operations, typifies the diligent endeavors of many !
(30)
Light mist was reported on Friday morning, December
8, 1944, for 105 minutes.
Aboard the U.S.S. Wingfield, during the Afternoon
Watch on December 9, 1944, her TBS series of radio
transmitting and receiving equipments ( very high
frequency – low power ) were out of service for 90
minutes to make necessary repairs. At the same time,
while enroute to point GZ, a second diversion to avoid
another convoy took place. Instructions were received
at 1335 hours to advance to point GB at 46 degrees 01
minutes North latitude and 19 degrees 30 minutes West
longitude. At a range of 40 miles, a radar contact by
the U.S.S. Rinehart was identified as a friendly aircraft at
1605 hours. One hour and thirty five minutes later, a
friendly surface radar contact was made by the U.S.S.
Eisner. The U.S.S. Thornhill placed her Pitometer Log in
operation at 1830 hours.
Three hundred and seventy one nautical miles due
West of the Aran Islands, on the West coast of Ireland,
the H.M.S. Celandine ( K 75 ), a Flower class Corvette
under the command of T/A/ Lieutenant Commander
Dennis Charles Hayes, R.N.V.R., was engaged in an
extended weather reporting capacity. Either part of
the Liverpool Escort Pool or an “ Unallocated “ vessel of
the Western Approaches Command, manned by a
Devonport Crew, she departed her “ accounting base
“ of Londonderry, Northern Ireland on November 29,
1944.
Nearing the home waters around Great Britain under
gale warnings, the convoy’s approach from the South
West was proceeding and being protected under “
Operation CE “. Corrected to 5 P.M. on December 11,
1944, as provided by the naval staff of the Operations
Division of the Admiralty, the following TOP SECRET ( declassified ) “ Pink List “ indicates major vessel ( including
Submarine Command and the Reserve Fleet )
placement and status for the entire world:
Note the major binder containing 128 pages of “ Pink
List “ material on the main ( front ) web page. (31)
It seemed likely the following ESCORT GROUPS were
highly involved with patrol activities: First, Second, Third,
Fourth, Sixth, Fourteenth, Nineteenth, Twenty-First,
Twenty-Fifth and Twenty-Sixth.
Twenty minutes before the breakup point was reached
on Sunday, December 10, 1944, the U.S.S. Garfield
Thomas had a major casualty to the diesel engine
supplying power to the ship’s service generator. Lack of
lubricating oil suction caused a loss of all electrical
power aboard. Again, losing steering, emergency
controls were implemented. For seven minutes, all
operations were dark until power was restored. At a
point 433 nautical miles South West of County
Cornwall’s Lizard Point coastline, the convoy split into
two sections at 1500 hours. Any vessel with destinations
in France, on the South coast of England, or the greater
London area became the English Channel group ( Task
Group 21.6.1 calling “ 6XK3 “ ). Forming into three
columns, 14 merchant ships, the U.S.S. Cates and four
additional escorts made for the South route. The other
group, having re-organized into six columns of 23
merchant ships total was known as the Irish Sea section.
The U.S.S. Mayo continued North East with the main flag
and the four other escorts. (31A) (32) Sixty-five minutes
before the break-up, it was discovered one u-boat was
operating in the South Irish Sea just over four nautical
miles West of Strumble Head, Pembrokeshire, Wales.
Despite exaggerated claims of success during his
career, Kapitanleutnant zur See Rolf Thomsen, ( 1915 –
2003 – CREW 36 ), and his type VII C U-1202,
, of the 11. Unterseebootsflottille not only
sank the independent, unescorted S.S. Dan Beard, (
7,176 GRT – “ KKUK “ – 1943 – San Francisco, CA. - 29 lost
& 38 survivors ), but, evaded detection and survived
the war. (P) within file 32A. Word of this attack did not
reach both sections of the convoy until nearly 31 hours
later. ( Post war analysis indicated that on December
11, 1944, the Irish Sea section was in great danger of
detection. U-1202’s withdrawal South West bound from
off the coast of County Cork, Ireland, placed the
inbound group of 28 vessels within 34.12 nautical miles
of each other ! This was easily within range of “ Die Spur
des Lowen’s “ underwater hydrophone listening
devices. ) Coincidentally, the U.S.S. Roche, as a part of
the English Channel group, manned battle stations for
21 minutes on the First Dog Watch as a drill today.
Now, under the protection of the Royal Navy’s Fleet Air
Arm, Naval Air Squadron numbers 838 (Lieutenant
Commander P. Snow, R.N. ) and 842 (Lieutenant
Commander ( A ) L.A. Edwards, R.N. ) afforded the
English Channel group with 24 hour air coverage. Flying
under Air Officer Commanding ( Air Vice Marshal )
Frank Linden Hopps ( # 07160 – 1894 – 1976 ) and
operating from R.A.F. Coastal Command’s Number 16 (
Reconnaissance ) Group at Thorney Island in West
Sussex, a mixture of “ Leigh Light “ equipped Vickers
Wellington medium bombers, Consolidated B-24
Liberator heavy bombers and Fairey Swordfish torpedo
aircraft patrolled for the inbound convoy. (11) (P) Also,
in addition to Motor Torpedo Boats and support vessels,
the following surface craft were specifically positioned
within various sections of the English Channel to render
assistance, conduct extensive, coordinated antisubmarine searches, provide coastal convoy defense
and drive off annoying Kriegsmarine Schnellboot “ Eboat “ attacks:
(17 – 18 – 19)
Bearing for The Solent, at 0418 hours on Monday,
December 11, 1944, the U.S.S. Wingfield lost control of
steering due to a power failure through loss of load of
the number one service generator. Using emergency
power, by shifting to the number three unit, command
was regained within five minutes. (12) At 1128 hours, she
reported an underwater sound contact ( off the
starboard bow at 2,000 yards ) with loud and clear
echoes about 43 nautical miles West South West from
the Isles of Scilly’s Bishop Rock. Within three minutes
battle stations were manned and an urgent attack
opened. With the convoy and section guide U.S.S.
Lejeune using emergency turns to clear the area, four
approaches were made. First, was a shallow pattern,
followed by a magnetic grouping of depth charges.
Number three run was a full dropping and finally, 24
Hedgehogs as a Coup de grace. Twenty Nine Mark 8
depth charges were used in the first three attacks.
During the excitement 60 rounds of 20 mm HET were
accidently fired. At the end of the fourth attack, a
coupling pin sheered off jamming the rudder hard over
right. Now, being disabled, the sound gear failing to
train ( including FXR ) and initial shock wave sound
concussions producing engine room flooding, the U.S.S.
Thornhill came up to assist. By 1230 hours, general
quarters were secured and contact was totally
abandoned with the opinion it was a non sub
, of
classification, likely a wreck. U-333,
the 3. Unterseebootsflottille, a schnorkel equipped type
VII C u-boat, under the command of Kapitanleutnant
zur See Hans Fiedler, ( 1914 – 1944 – CREW 36 ), WAS
sunk in the immediate vicinity on July 31, 1944 with the
loss of all hands at a depth of about 84 meters ( 276’ ).
(21) (33) (P) With potential danger still at hand,
additional emergency turning drills were conducted, all
the while avoiding minefields. Also, the section
implemented ( and secured from ) outline number 17
of the 1940 Zig Zag Plans on that busy Afternoon
Watch. It was not until 1750 hours that the U.S.S.
Wingfield was fully operational again. Eddystone
Lighthouse was sighted at 2007 hours, distance 17
nautical miles and shortly thereafter, the ammunition
ship M.V. Bantam was detached from the group. (22) It
is believed the H.M.S. Pickle ( J 293 ), an Algerine class
minesweeper of the NORE Command – Harwich Area
of the Seventh Minesweeping Flotilla and commanded
by Commander Malcolm Hilary Brown, D.S.C., R.N., (
1905 – 1984 ), while in Plymouth undergoing a refit and
repairs, may have escorted the important Dutch vessel
to port. (23) The U.S.S. Rinehart assisted in this exchange
also. Eventually, M.V. Bantam achieved her final
destination of ( Kingston upon ) Hull, Region of Yorkshire
and the Humber, England, U.K. on December 27, 1944.
The following morning, Tuesday, at 0208 hours, while
acting as picket in advance of the section, an
explosion rocked the forward engine room of the U.S.S.
Rinehart. The number one diesel engine suffered a
crank case failure. Called to general quarters, no fire or
casualties were reported. Using an Aldis signaling lamp
from aboard the now advance picket ship U.S.S.
Wingfield, a ship was diverted from the convoy course
forcing the section to come to a full stop to avoid a
collision at 0421 hours. At 0545 hours, the U.S.S. Thornhill
and two merchant ships, the S.T.K. Turkey Island and the
twice re-assigned S.S. Exminster who was carrying 5,164
tons of ammunition, were detached near the flashing (
every five seconds ) Red can buoy H2 at 50 degrees 23
minutes 18 seconds NORTH and 1 degree 41 minutes 42
seconds WEST and made a dash to France in three
hours. ( Having made arrangements for local harbor
pilots and acting on authority of Commander Licon B.
Ard, U.S.N.R. # 8221, commander of Task Group 125.2 –
U.S. Naval Advanced Base, Cherbourg, France, the
U.S.S. Thornhill passed out of the breakwater at 0912
hours making for Plymouth, England. ) (33A) At 0710
hours, once again, emergency signaling was used to
turn aside traffic. The London section of five tankers was
delivered to local control by 1048 hours. At that point,
in the vicinity of bell buoy ZEBRA at 50 degrees 28
minutes 30 seconds NORTH and 0 degrees 57 minutes
48 seconds WEST, the U.S.S. Wingfield and the U.S.S.
Rinehart proceeded independently to Plymouth,
England. The main Solent group headed by the U.S.S.
Cates and the U.S.S. Roche layed to in Portsmouth
Harbor at 0905 hours. Each then were ordered to
Plymouth after local control began. The U.S.S. Lejeune
tied up her starboard side to berth number 104 of the
Southern Railway Dock in Southampton at 1458 hours.
This was on the River Test within the Western Docks
complex. (53) Disembarking all of the army personnel
would take 11 hours and 35 minutes. With time zone
adjustments and a count of “ revolutions “, it is
estimated she travelled 3,632.5 nautical miles during
this convoy. Reviewing the fuel consumption reports,
errors are apparent rendering it inaccurate. Drills and
exercises included abandon ship, general quarters and
fire. All ship’s personnel are noted. (33B) By 1820 hours
the U.S.S. Thornhill had returned from France and was
anchored in Cawsand Bay with her port anchor in four
fathoms ( 24’ ) of water with a sand bottom. At 2012
hours, on December 12, 1944, with all five escorts of the
English Channel section together and swinging to the
flood tide, it was determined their duties involving
convoy CU 49 were now complete. (25) It should be
acknowledged, at some point during the day, the
following Portsmouth Command vessels were attacking
a suspected u-boat contact: H.M.S. Spragge and F.F.L.
L’Escarmouche, with H.M.S. Hargood in support and
F.F.L. La Surprise continuing on patrol. This was a
probable wreck 44 nautical miles bearing 212 degrees
43 minutes ( SW by S ) from Portsmouth ( South East
England ). Upon arrival within The Solent, the S.S. Cape
Nome was eventually ordered to Antwerp, Belgium.
Meanwhile, the Irish Sea section enjoyed relatively “
smooth “ sailing. Heavy swells caused what turned out
to be two phantom radar contacts. Reacting, the
flagship, the U.S.S. Mayo, had the section execute four
emergency turns as a precaution. This took place on
December 10, 1944 between the hours of 1809 and
1838. Forty minutes later, a hospital ship was sighted in
the distance through rain squalls. At 2050 hours, the
U.S.S. Garfield Thomas was assigned to screen the S.S.
Midnight, straggling astern. Her deck cargo had broken
loose, gotten adrift and needed re-securing. Just over
10 hours lapsed before both vessels rejoined the
column safely, although, the merchant ship was now
plagued with engine trouble into port. Air escort of at
least two aircraft was noted on Monday, the eleventh.
The S.S. Santa Rosa recognized both a PBY and a B-24.
At 1317 hours, the U.S.S. Gandy proceeded to
investigate a sound contact. Going to general quarters
at 1323 hours, the section then executed two
emergency turns. The contact was classified as non
sub. South Saint George’s Channel, near the entrance
to the Irish Sea, was entered at 1645 hours. One hour
and fifteen minutes later, the Bristol Channel section ( “
6XH3 “ ) was detached for destinations including
Milford Haven and Barry Roads. Being Great Britain’s
largest inlet at about 69 nautical miles long, the
channel deterred submarines somewhat with an
average depth of only 135 feet deep. (46) With this
relative safety, the U.S.S. Eisner was able to maintain
flagship of two columns of 16 merchantmen at 000
degrees four thousand yards in front of the convoy
guide. At five thousand yards distant each from the
guide, the U.S.S. Earl K. Olsen was positioned at 315
degrees ( port ) and the U.S.S. Garfield Thomas at 45
degrees ( starboard ) for the run into the “ Severn Sea “.
On Tuesday, December 12, 1944, individual destination
dispersals were able to begin for local control. Aboard
the vice commodore’s flagship, at 0258 hours, the S.S.
Santa Rosa dropped anchor at Swansea, County West
Glamorgan, Wales in the United Kingdom. The U.S.S.
Eisner, flagship for Escort Division 55, struck a
submerged object with the starboard screw shearing
off a portion of two blades at 0506 hours. She moored
to within the half tide basin and intermediate lock area
of the Bute East Dock, Cardiff, River Taff, Wales at 0554
hours. The U.S.S. Earl K. Olsen moored next to the
flagship 54 minutes later. On the Afternoon Watch,
special sea details were set to change berths within the
Bute East Dock complex, which was opened in 1855.
(54) By 1513 hours both movements were secured and
fresh water was being received from shore appliances.
The U.S.S. Garfield Thomas moored to Queen
Alexandra’s Dock ( 1907 ) at 0802 hours. Again, a shift
of berths was needed. Eventually, she made fast within
the Bute East Docks too. By 2134 hours five lines were
out, having her port side being placed to the starboard
side of H.M.C.S. Huron ( G 24 ). Commanded by
Lieutenant Commander Harold Victor William Groos,
R.C.N., ( seniority from May 1, 1936 ), this Tribal Class
Destroyer of the Eighth Destroyer Flotilla, based at the
Royal Canadian Navy Depot in Greenock, was
undergoing a refit and repairs in Cardiff.
Continuing with the final breakup, the remaining nine
vessels, headed by the aircraft carrier H.M.S. Patroller,
acting as the new convoy commodore, passed
abeam to port ( range 12 nautical miles ) the
dangerous coastal feature at Tuskar Rock Lighthouse,
Ireland at 1915 hours on December 11, 1944. This radio
beacon station ( E.I.K. and dashes ) operated at 318.5
kc/s @ 941.9 M. Normal, clear weather sounded at four
and thirty-four minutes past the hour. When fog was
present, commencing at four minutes past the hour,
tones continued every six minutes. Maneuvers,
including emergency turns, were made to avoid
narrow channel traffic, all the while on the look out for
floating objects. The Liverpool Bay ( Mersey ) section ( “
6XE3 “ ), headed by the U.S.S. Mayo, formed one
column of five merchant ships at 0604 hours on
December 12, 1944 for their run to terminus. At the
same time, the U.S.S. Gandy now calling “ 6XQ3 “ with
her two charges, had to navigate in the vicinity of just
East of Dublin, Ireland. Having been diverted from
Heysham ( England ), the S.T.K. Kernstown’s final
destination was altered to Belfast. She was detached
at 1135 hours to proceed alone to that Northern Irish
port city with her cargo of 120,290 barrels of 100 octane
aviation gasoline. At this point, both the U.S.S. Gandy
and H.M.S. Patroller made speed ( up to 18.5 knots ) for
the Firth of Clyde and Little Cumbrae Island, Scotland.
At 1443 hours, H.M.S. Patroller advanced by her self
towards Greenock Bank Anchorage. Officially, she “
logged “ 3,303.9 nautical miles for the voyage.
However, passing through five time zones and “ losing “
5 hours, another 63.69 or so nautical miles would need
to be added in. The escort carrier made fast to berth C2 at 1642 hours. Eventually, she made her way to berth
number ten at the King George V Dock in Glasgow two
days later. Ministry of Defence records indicate for the
fourth quarter of 1944, 890 total personnel were on
board ( 144 officers and 746 ratings / others ? ) at some
point. (57) This number is likely inflated due to
temporary attachments or “ in transit “ passage
movements, with the operating allowance probably
being a much lower figure. For this convoy, ten officers,
two WRENS, twenty civilians, twenty-four children and
one rating joined the ship:
Within Loch Long and approaching buoy HOW 3, the
U.S.S. Gandy drew along side the harbor duty oiler “ El
Ciervo “ ( 5,841 GRT – “ GFKD “ – 1923 – London ) at
1713 hours. (26) Taking on 51,998 gallons of diesel oil in
234 minutes ( 3’54” ), the U.S.S. Gandy then proceeded
to buoy DOG 4 in Greenock Bay, dropped her port
anchor at 2205 hours and set in port watches. The U.S.S.
Mayo had declared CU 49 completed a little earlier at
1419 hours while being moored at the Vittoria Dock,
Birkenhead, England. (35) At 1730 hours, nine members
of that crew left the ship on temporary duty for the U.S.
Navy Shore Patrol, Liverpool.
By all appearances, this convoy was routine and mostly
uneventful. The Task Group ( 21.6 ) commander,
Captain Connelley, in his post convoy action report (
serial 008 ), remarked “ discipline was excellent despite
heavy weather. “ ( The officers are gratefully
recognized. ) (40) (40A) Confirming that assessment,
Commodore Wolfard reported on his form “ D “ an
average speed of 13.13 knots and excellent station
keeping. Signaling was very good except the rear ships
were slow to answer hoists. This was due in part to
awkward flag hoisting arrangements on his flagship.
Weather moderated somewhat and the air
temperature average for the crossing was 55.20
degrees. The SST ( sea surface temperature ) averaged
59.83 degrees. The biggest concern was that initial
sailing destinations were altered while enroute. These
orders ( 291848A ) from the Admiralty’s Convoy and
Routing ( British Routing Officer Commander Lanphier )
were dated November 30, 1944. This necessitated the
rearrangement of the convoy on December 9, 1944
while approaching the dangerous waters around the
United Kingdom. As the convoy commodore, Captain
Wolfard stated “ The reshuffle is quite a tangle, but, I will
try to group in a convenient arrangement. “ Twentynine changes were made affecting 78 % of the convoy
before the break off point was reached. Definite
hazards arose while moving vessels from station to
station. Captain Connelley observed that the net
effect of this confusion was that both commodores
ended up sailing in the Irish Sea section, leaving the
English Channel group without supervision.
Improvement was suggested to simplify the process by
arranging ships in formation according to destination at
the port of departure, keep alterations to a minimum
and send any changes as early as possible.
Having reviewed actual copies of Vessel Performance
and Cargo Reports ( above ) for this convoy, in
addition to cargo and troops delivered, huge volumes
of mail ( 218 tons ) were enroute to cheer the
upcoming holidays. With four reports missing, at the
very minimum, this convoy transferred 623,208,320
pounds of commodities. It is estimated 1,930,967 barrels
of refined petroleum related products were delivered
by this one convoy alone ! Those oil by-products would
aid significantly in the “ drive “ across Europe. That
would have kept one infantry division on the move for
over 16 years… (40B) Three of these oilers, the S.T.K.
Grand River, the S.T.K. Paoli and the S.T.K. Yellow
Tavern, successfully completed their first crossings of the
Atlantic Ocean. In transit to Plymouth, from Brooklyn,
the U.S.S. Cates expended 48,602 gallons of diesel fuel.
Likewise, from Boston, the U.S.S. Roche consumed
48,572 gallons. While routine maintenance was
scheduled and performed on mechanical equipment,
failure was common place. Engines, generators and
steering components required emergency repairs.
Those afflicted with minor issues included the S.S.
Marine Wolf, S.S. Santa Rosa, S.S. White Falcon and
H.M.S. Patroller. Catholic and Protestant church
services were held on both Sundays while the convoy
was in transit. Being a war time footing, discipline was
extremely strict as evidenced by the U.S. Navy Deck
Courts. (41) The sick bays occasioned visits, prompting
medical care throughout the voyage. (42) Also, the
newly arrived incoming troops to England, which
totaled 22,879, including nurses, were quickly
introduced to the harsh realities of war. (42A) For the
week ending December 13, 1944, as reported by the
War Cabinet, V-2 long range rocket and V-1 flying
bomb attacks totaled 78 incidents. The resulting civilian
casualties were 65 fatalities, 119 wounded and
moderate damage to homes, country buildings and
factories. The Armed Guard of the United States Navy
and their valuable, supreme and important service is
especially noticed ! (42B,42C&42D)
Inspired by my father’s passage aboard the U.S.S.
Lejeune in this convoy, this website is dedicated to the
“ Greatest Generation “ ever. (52) Technician 4th grade
Gail E. Keever, ( 1924 – 1992 * Group photograph = top
row, third from right. ), was a member of the U.S. Army’s
Specialized Training Program. Dad was issued number
36 725 075 and was in the service from 25 January 1943
to 10 February 1946. A second class 37 mm anti-tank
gunner of the 69th Mechanized Cavalry
Reconnaissance Troop, he was detailed to guard Major
General Emil F. Reinhardt, ( 1888 – 1969 – U.S.M.A. class
of 1910 # 4931 ranked number 79 of 83. (50) ),
commander of the famed 69th Infantry Division ( Army
Post Office # 417 – New York ). (36) (36A) (36B) (P)
Dated December 15, 1944, the 69th Infantry Division’s
total troop strength was listed as 13,757. Without the
contribution of office clerks, farmers, mechanics,
shipbuilders, refiners, manufacturers, stevedores and
anyone else connected, this convoy would have never
sailed. This reading is a small tribute and Thank-you ! to
those who were participants in any way and to their
surviving family members. “ Gratitude makes sense of
our past, brings peace for today and creates vision for
tomorrow. “ (47)
Within the previous text, specific mention was made
about vessels and squadrons. While no losses were
reported from within this convoy, other “ victories “ did
occur during the war. Those details are recognized: (37)
This undertaking was very time consuming and
expensive, a small price to pay on my part to
acknowledge and honor those who served. I have
attempted to be as accurate and detailed as possible.
Try as I did, I regret not “ cracking “ the secret
communication codes and locating individual army
unit designations. Sadly, many records have been
destroyed and I trust this study offers some small insight.
Please, be so kind as to advise me of any errors,
omissions or enhancements. I apologize for the
confusion of my “ numbering “ system. The first draft
was well organized. Over the years, as my content
grew, I lost control somewhat. At the very least, I have
tried to recognize and credit my resources without
infringing on copyrights. Unless noted, all photographs,
emblems and etc. will be “ praised “ within the
acknowledgements section. The majority of the data
was collected from fold3 military records ( subscription
service ), the Imperial War Museum – U.K. ( note
acknowledgements ), Britannic Majesty’s Government (
and citizens ), and the National Archives in both the
United Kingdom ( note acknowledgements ) and the
United States ( declassification numbers 968133 (
general ), 927605 ( U.S.N. Deck Logs ), NND 917533,
NND 917535 and 775064 ( N.Y. Port Director related ),
NND 897529 ( Record Group 178 – Form 7802 related ),
NND 927605 and 803052 ( U.S.S. Lejeune related ) ),
NND 750161 ( U.S. Naval Armed Guard reports ).
Kenneth Wynn’s two volume U-boat Operations were
highly valuable. Supplemental usage is noted. A very
grateful Thank-you to all ! Also, Breeha R. Mack of
Prince George’s County Maryland is a thief – do not
trust or hire ! This work is respectively dedicated to
ancestry and submitted to posterity.
Within the previous reading, I just barely exposed the
contents of this material. Hundreds of very interesting
supplemental stories exist about the people, places,
vessels and squadrons that were mentioned within the
text. Please, continue learning about these adventures
!
mck June 5, 2015