Seventy-five years ago, the destroyer USS Roper sank the Nazi submarine U-85 with all hands going to a watery grave. This was not an unusual occurrence. During World War II the Nazis lost 629 U-boats to a number of hostile acts, from being depth-charged by ships to hitting mines to being bombed while pierside at a port.
But in 2003, U-85 briefly hit the news when its Enigma machine was “retrieved” by some divers. Eventually the Naval Historical Center managed to arrange the machine’s donation to a North Carolina museum, but it highlighted a problem. The Navy also got a public-relations black eye over a recovered Brewster F3A. The Navy didn’t like having to hand over the plane – even if it was a Corsair In Name Only.
As part of the 2004 defense authorization bill signed by then-President George W. Bush the “Sunken Military Craft Act” became the law of the land. The rules are intended to ensure that sunken wrecks of American military vessels (or aircraft) aren’t tampered with.
The law does that by setting up very steep civil penalties — we’re talking a $100,000 for each violation. What is a violation? Well, according to the text available at the website of the Naval History and Heritage Command, engaging or attempting to engage in, “any activity directed at a sunken military craft that disturbs, removes, or injures any sunken military craft.”
Oh, and they consider each day a separate violation – those penalties will be adding up. Furthermore, the provisions also state that “vessel used to violate this title shall be liable in rem for a penalty under this section for such violation.”
Or in other words, your boat is subject to confiscation.
And if you think you’re gonna be safe by looting something like U-85… think again. Any foreign government can ask the Navy to protect their wrecks off our shores. So, looting a foreign warship wreck can get you in just as much hot water as if you’d looted one from the United States Navy.
All is not lost for would-be looters. According to the law, there is an eight-year statute of limitations. But given that you face huge civil penalties, it’s better to ask permission. Or better yet, leave the wreck alone.
As the towers fell and the nation reeled on Sept. 11, 2001, a team of New York Air National Guardsmen at the Northeast Air Defense Sector (NADS) in rural Rome, New York were tasked with searching for missing plans and scrambling fighters in response to the attacks.
Since renamed the Eastern Air Defense Sector, Air Guardsmen there were at the center of the military’s air response on that day. On duty for a NORAD training exercise, Vigilant Guardian, they now have a unique view on the events of Sept. 11, 2001, thanks to their roles in the response.
New York Air National Guard Maj. Jeremy Powell was a 31-year-old tech sergeant taking part in Exercise Vigilant Guardian when 9/11 occurred. He was the first military person to learn about the hijackings after taking the initial call from the Federal Aviation Administration’s Boston center. Master Sgt. Stacia Rountree was a 23-year-old senior airman working as an identification technician. Vigilant Guardian was her first major NORAD exercise.
Like every other American, Powell and Rountree remember that day vividly. Here are eight things they recall about the day that you might not know.
After Sept. 11, 2001, this is what the NEADS operation floor looked like. Above the Q-93 (the large green radar scope) is the NORAD contingency suite that was installed immediately after 9/11 to provide radar data of the entire country.
(Master Sgt. Stacia Rountree, Eastern Air Defense Sector)
It was not a drill
It took some time for NEADS to realize 9/11 was a real-world scenario and not part of the exercise. Once they did, there was even more confusion trying to find the missing planes, which always seemed to be a step ahead of them.
“We were treating all the information we got as real-time, not understanding that it was coming to us late,” said Rountree, who basically became a liaison between the FAA and the military for the rest of that day.
“We were trying to figure out departure destination, how many people were on board, how big the aircraft actually was, and factoring all of that stuff in. That way the [F-15 and F-16] fighters, when they got airborne, would know that they had the right plane in sight,” she said.
“I stayed on the phone for 12-14 hours, just calling all the bases and asking how quick the fighters could get armed, get airborne, and if they could go to a certain location,” Powell said.
There was little time between FAA call and the first crash
Just 10 minutes elapsed between the time Powell took the first call to NEADS about the hijackings to when the first plane, American Airlines Flight 11, hit the North Tower — not enough time to get fighters into the air.
According to the 9/11 Commission’s report, the call from the FAA’s Boston center came into NEADS at 8:37 a.m.
“8:46 is when I scrambled the first fighters [from Otis Air National Guard Base, Massachusetts], and then 8:53 they were airborne,” Powell said.
But it was too late to help American 11, which hit the World Trade Center’s North Tower at 8:47 a.m.
There were several more reports of hijackings over the day
By the time the day was over, Rountree said there were probably 19 or 20 planes that she and the other ID techs had investigating as possible hijackings. Only the initial four — American 11, United Airlines Flight 175, American Airlines Flight 77 and United Airlines Flight 93 — were the real deal.
At one point, there were reports that American 11 was still airborne. Air traffic controllers likely confused it with American 77, which was somewhere over Washington, D.C. air-space.
Rountree said she tried to contact the FAA’s Washington Center to get a position on it, while Langley Air Force Base fighters were trying to get to the capital.
New York Air National Guard Maj. Jeremy Powell, a tech sergeant on 9/11, was asked to play himself in the Paul Greengrass film “United 93” about the passengers who kept the fourth hijacked plane from reaching its destination in Washington, D.C. Powell, pictured here in a screen grab from the film, said he believed the movie was as spot-on as you could get, as far as what happened at NEADS was concerned.
“It was probably only a couple of minutes, but to me, it seemed like a lifetime. Then we got the reports that the plane hit the Pentagon,” Rountree remembered. “I was actively trying to find that plane, and I felt that we may have had some time. We didn’t.”
Fighter pilots were ready to make the ultimate sacrifice
The fighters were meant only to shadow potentially hijacked planes, but Rountree said there was discussion of those pilots making the ultimate sacrifice.
“In case their weapons were out, and if we would have had to use force, they were discussing whether or not those guys would have to go kamikaze,” she said, meaning some pilots were considering risking their own lives by using their planes to stop hijacked jetliners. “It was scary, when you thought about the possibility of them having to do that.”
There was a moment of hope for Flight 93
While all of the crashes were shocking, Rountree said that, for her, United 93 was the saddest. They had been trying to find the plane on radar and had called the FAA to get an updated position.
“They said, ‘It’s down,’ and we were thinking it landed,” Rountree remembered. But when they asked for landing confirmation, the info was clarified — it crashed. “For us, you had that glimmer of hope, and then… .”
NEADS was evacuated September 12
The day after 9/11, NEADS was evacuated because there was an unknown plane up at the time, and no one was supposed to be airborne.
“There were fighters coming back from air patrol over NYC … so our commander had them go supersonic over to where we were so they could figure out what it was. They thought it was heading toward us,” Rountree said.
It turned out to be a harmless floatplane, and it was forced to land.
9/11 changed the role of the air defense sectors
“Back then, the primary focus was that we were looking out at people coming to attack us from the outside,” Powell said. “We weren’t really focused on the inside.”
“Nobody thought that somebody would go ahead and utilize planes that were in the U.S. to do something, so our radar coverage was indicative of that,” Rountree explained. “Now, our coverage has definitely increased. It’s night and day versus then.”
The sector now has new and evolving technology.
“Our computer systems are bigger and better. … You should see all of the radars that are now hooked up. Everything the FAA sees, we see. We are much more actively involved in the identification of all aircraft in the United States,” Powell said.
Before 9/11, Rountree said they couldn’t always get in touch with critical personnel at the FAA centers. Now they can.
“We really didn’t have to talk to the various Air Traffic Control Center supervisors. Now, we have instant lines with everybody,” she said.
The military has been monitoring the skies over the U.S. ever since.
“A lot of people didn’t even realize that we were probably there, or what we even do, which could be a good thing,” Powell said. “It reinforces the idea that somebody’s always watching you, especially in the sky. The FAA’s there — that is their airspace — but the military is, too.”
There are moments in history that are nothing short of monumental, but they aren’t broadly celebrated or acknowledged. Juneteenth is one of those days.
You may have heard the word Juneteenth at some point in your life but have no idea what it’s about. It’s a turning point in our country that isn’t emphasized in history books, so it’s easy to skate past the day with little care. But it’s time we give the respect it deserves.
Here’s the story about Juneteenth, and why we all should know it.
Remember learning about when President Lincoln signed the Emancipation Proclamation abolishing slavery during the Civil War? The executive order went into effect on January 1, 1863, but it wasn’t an immediate victory. It would take two and a half more years before the news that slavery had ended would reach remote Texas.
Up to this point, black people (who were captured and brought to America) were viewed and treated as property and animals, not humans with rights. Their purpose was that of free labor for farming, working as servants and basically doing whatever their owners commanded. Many people saw slavery as immoral and wanted to end it. Confederates didn’t agree that the federal government had the right to do so, which was a major factor in them separating from the Union. Subsequently, the Civil War began.
In 1865, the Confederate states were defeated.
Two months after the Civil War ended, General Gordon Granger announced federal order in Galveston, Texas, the last Confederate state holding onto their human property. Granger declared that all previously enslaved people were free, and he was backed by Union troops to enforce the decree.
This climax of freedom took place on June 19, 1865, therefore, Juneteenth. It is the annual celebration of African Americans being released from the last shred of slavery in this country. Some communities hold gatherings, parades and festivals in commemoration.
The happenings of June 19 were major progress, not just for black Americans, but for our nation! It was a beginning step toward equality and to be treated as people and not property.
Our country explodes in celebration recognizing July 4, 1776 (Independence Day). But black people were still enslaved. Juneteenth is the African American day of freedom. To acknowledge it is to say, this happened, and it is a day we honor, value and will make noise about in celebration together.
Changes are happening as Americans of varying nationalities are screaming in the streets that Black Lives Matter and demanding social justice. Recognizing Juneteenth is a part of that package.
Nike, New York Times, Target, Lyft, JCPenney and many other companies are making Juneteenth an annual paid holiday. They encourage employees to use this time to reflect on the many injustices black people have faced in America, and to connect to the community.
While 47 of the states acknowledge Juneteenth in some capacity (North Dakota, South Dakota and Alaska do not), Texas, Virginia, New York and Pennsylvania are the only ones recognizing it as an official paid holiday for state employees.
While Juneteenth is not yet a national holiday, the significance of this time is starting to catch hold. While many white Americans are acknowledging the pattern of struggle that African Americans still face daily, we have long strides to make.
Recognizing the ending of slavery as a nation is a good start! Happy Juneteenth!
The sailing frigate USS Constitution (ex-IX 21) was re-floated on July 23 in an event overshadowed by the commissioning of the nuclear-powered aircraft carrier USS Gerald R. Ford (CVN 78).
The ship has been around for 220 years. But here are a few things you may not have known about this ship.
1. Paul Revere provided some crucial materials for the ship’s construction
According to the Copper Development Association, Paul Revere, best known for his midnight ride prior to the Battles of Lexington and Concord, provided a number of copper bolts and a copper bell for USS Constitution.
2. The Constitution had a hull number
In 1941, the Constitution was given the hull number IX 21, along with a number of other vessels. According to Samuel Eliot Morison’s History of United States Naval Operations in World War II, the list included the prize USS Reina Mercedes (IX 25), the sloop USS Constellation (IX 20), the cruiser USS Olympia (IX 40), and the training carriers USS Wolverine (IX 64) and USS Sable (IX 81).
The hull number was rescinded in 1975 at the suggestion of the ship’s commanding officer, Tyrone G. Martin, who instituted a number of traditions that carry on to this day.
3. She is the only survivor of her class
Of the first six frigates, the Constitution is the only survivor. Sister ship USS Constellation was thought to have been converted to a sloop and preserved in Baltimore, but later research determined the Navy had scrapped the original vessel. The frigates USS Chesapeake and USS President were captured by the British. USS United States was captured by the Confederates, but eventually scuttled and scrapped.
Witnesses reported seeing the 24 crates containing what has been called the “Eighth Wonder of the World” at a railroad station at Königsberg, Prussia in 1943. They had earlier been seen in the courtyard of Königsberg Castle.
They were never seen again.
Inside the crates, was an all-amber room that was built by Prussia’s Frederick I between 1701-1706 and later given by Frederick’s son, Frederick William I, to Peter the Great of Russia. The chamber, when assembled, was completely enclosed with amber panels backed with gold leaf and mirrors and garnished with mosaics, nymphs, cupids and angels, inlays, landscapes, and miniatures — all in amber.
Its construction nearly broke the Prussian economy when it was built, and its worth today, if it were ever found, is estimated to be near $200 million.
Peter accepted Frederick Wilhelm’s gift, something, he said in a letter, he had “dreamed of for a long time.” The Amber Room was disassembled and moved to Russia, but nothing was done about reassembling it there — largely because no one was able to figure out how the badly-marked pieces went together — until the woman who would become Catherine the Great ascended the Russian throne in 1767.
Catherine, who originally came from the amber-mining region near the Black Sea, added another 900 pounds of amber to the room and implemented the work done by an Italian sculptor who had worked on the reassembly problem. She also added large windows to the room and had it assembled at her Tsarskoye Selo palace.
The completed room was said to come alive in candlelight.
The room languished in the St. Petersburg — later Leningrad — Palace until June 1941, when Germany invaded Russia. Ten weeks after the invasion, Germany laid siege to Leningrad. As the siege continued, Russians in the city struggled to save what historic treasure they could, including the Amber Room. Because of the fragility of the amber and the resulting difficulty in removing and storing it, a false room was built inside the Amber Room that hid it from view. But when the Nazis took the palace in September, they discovered the room, disassembled it, and stored it in crates. Those crates were then moved to Königsberg, again reassembled, and displayed in the town’s castle, the former home of the Teutonic Knights.
As the war wound down, Königsberg became the target of frequent Allied bombing raids and the room was again disassembled, loaded in crates, and stored in the castle’s cellar. The crates containing the Amber Room were seen in the castle’s courtyard in January 1945 and later at the railroad depot in Königsberg.
From there, they disappeared.
Since the war, searches have all been unsuccessful in locating any trace of the missing crates and their contents. Numerous theories as to what happened to the famous Amber Room have also been broadcast — all unsubstantiated.
As recently as 2008, radar scans detected a large amount of metal believed to be too dense to be copper in an abandoned copper mine in Deutschneudorf, Saxony that some people, including Hans-Peter Haustein, mayor of Deutschneudorf, claim is the burial site of the Amber Room. Others believe the Amber Room was hidden 2,000 feet down in a salt mine near Gottingen, Germany that has since been flooded. Still other researchers have speculated that the Amber Room was loaded aboard the German liner Wilhelm Gustoloff, which was being used to move refugees across the Baltic Sea, and went down with the ship when it was sunk in January 1945.
Or — perhaps the most likely of all — it was simply destroyed during the Royal Air Force bombing raids in early 1945.
Fortunately, the curious can still get a glimpse of the room’s splendor.
A copy of the room has been created based on black and white photos that were taken of it. Russian President Vladimir Putin dedicated the room at a celebration of the 300-year anniversary of the city of Saint Petersburg in 2003. That copy is currently on display at the Tsarskoye Selo Palace.
Throughout history, bridges have been one of the most targeted structures on the battlefield, as opposing forces do everything in their power to blow them up and cut off incoming supply lines.
After a bridge is destroyed, a new one needs to be established, or occupying forces can risk losing their resupply sources permanently.
In World War II, Japanese, Italians, and German armies used explosive motorboats as a technique to take down allied bridges. Enemy troops in scuba gear would point these motorboats in the direction of the bridge’s supporting structures and bail out right before the vessel strikes and detonates.
The explosive motorboats in action. (Images via Giphy)Because of the effectiveness of the explosive motorboats, allied forces needed to create a portable bridge that could be quickly set up and could handle the massive stress of getting blown up.
The resolution came from an unlikely source — the mind of a British civil servant named Donald Bailey.
While returning home after working at an experimental bridge, an idea popped into Bailey’s mind. He began sketching out the new architectural idea on the back of an envelope — something that later became the “Bailey Bridge.”
This new creation could support large armored tanks across 200 feet of water and set up quickly just by using some wrenches and a few engineers.
“The Bailey bridge is a very fabricated bridge, and it can be broken down into parts, trucked to a site, and then reassembled in a big hurry,” military historian William Atwater explains.
After being successfully set up under fire during the Battle of Monte Cassino in Italy, President Dwight D. Eisenhower reportedly claimed the bridge was one of the pieces of equipment that most contributed to the victory in Europe.
Check out Lightning War 1941’s video below to see how this quickly fabricated bridge helped change the course of the war.
Minutes after Tate Jolly arrived at the diplomatic post in Benghazi, Libya, a mortar hit the compound where an ambassador and another American had been killed and dozens more were trapped.
The Marine gunnery sergeant was one of only two U.S. troops with a small task force that rushed to respond to what quickly became clear was a coordinated attack on the U.S. State Department facility.
It was a remarkable mission. The closest military backup was hours away, which later led to fierce debate about how U.S. troops should be postured to protect Americans and diplomatic posts overseas.
“There was no one even remotely close to being able to go and get them in North Africa,” a source familiar with the operation planning said. “The nearest airplanes were hours away and the nearest ground troops a day away or further.”
The source spoke under the condition of anonymity to talk freely about the Sept. 11, 2012, incident, which remains a topic of controversy in Washington seven years later.
The scene was chaotic when the team arrived, and they quickly tried to restore order. There were nearly 30 panicked people who needed to be evacuated quickly, but the compound was under fire from multiple sides.
“Unfortunately, it was not a whole lot of offense; it was a whole lot of just holding guys off as long as they could to try and get out,” the person familiar with the mission said.
Jolly, who declined a request for an interview, would ultimately be awarded the Navy Cross for his heroism there. The soldier with him, Master Sgt. David Halbruner, received the Army‘s Distinguished Service Cross. The valor awards are exceeded only by the Medal of Honor.
Little has been known about the Jolly’s actions in Benghazi. There was no public ceremony when he received his valor award and, until recently, his name has not been publicly tied to the mission in media reports.
His hometown paper in North Carolina,the Wilkes Journal-Patriot, recently reported that the 36-year-old who’d graduated from high school about 90 miles north of Charlotte was the Marine who’d gone above and beyond to save other Americans. Jolly recently retired as a master sergeant.
According to testimony, public documents and the person familiar with his actions, Jolly was calm in the face of deadly chaos. He and Halbruner are credited with saving numerous lives that day.
With a rifle strapped to his back amid an onslaught of mortars and machine-gun fire, Jolly tended to the wounded, at one point throwing a man onto his back and shuffling him down a ladder amid a barrage of enemy fire. He helped some get back into the fight and provided vital care to others with life-threatening injuries.
Here’s how then-Gunnery Sgt. Jolly helped get other Americans to safety during a situation that caused a years-long political firestorm thousands of miles away in Washington, D.C.
A Delta Force Marine
Jolly, an infantry assault Marine, was assigned to a Delta Force detachment in Libya at the time of the Benghazi attack. It’s rare, though not unheard of, for Marines to join the elite Army special-operations teams.
The Marine had deployed to Iraq twice before joining the secretive counterterrorism force, spending about five years carrying out clandestine missions before the Benghazi attack and another five after, according to information about his career obtained by Military.com.
He racked up more than a dozen total deployments with Delta Force.
The Navy Cross Jolly received for his actions in Benghazi was his fourth valor award. He has two Bronze Stars with combat “V” devices — one of which he earned for undisclosed reasons during his time with Delta Force, and a second from a 2004-2005 deployment to Ramadi, Iraq.
Jolly also earned a Navy Commendation Medal with combat distinguishing device and a Purple Heart for injuries sustained during that deployment.
(Senior Airman Dennis Sloan)
According to his award citations, Jolly repeatedly braved enemy fire in Ramadi to help take out an enemy sniper who had ambushed a government center. He received the Navy Commendation Medal for risking his life to destroy roadside bombs when an explosive ordnance disposal team couldn’t reach his unit.
On the 11th anniversary of the 9/11 attacks, Jolly was about 600 miles away from Benghazi in Tripoli — roughly the same distance between Chicago and Washington, D.C. Since Jolly and Halbruner were some of the only troops in-country, the operation was coordinated not by U.S. Africa Command, but the CIA.
Team Tripoli, made up of Jolly, Halbruner and five others, arrived in Benghazi at about 1:30 a.m. That was about four hours after the attack began, and two since Ambassador Christopher J. Stevens had last been seen alive.
The team was led by Glen Doherty, a Global Response Staff (GRS) security officer and former Navy SEAL, who was later killed. He was Team Tripoli’s medic.
The plan, according to the person familiar with the mission, was to leave the airport and head to the hospital, where they believed Stevens was being treated. When they found out Stevens had died, the first ambassador to be killed in the line of duty since 1979, the team headed to the consulate to bolster the diplomatic security personnel and GRS, a group of private military contractors who were fending off the attackers.
“It could’ve gone really, really bad,” said the source familiar with the mission. “It could’ve become 30 American hostages in North Africa. There were seven shooters going in to protect people who don’t shoot for a living.”
By the time they arrived, Sean Smith, a State Department foreign service officer, had also died. It was still dark, just after 5 a.m., according to a congressional timeline of the attack. Within minutes, the first mortar hit.
The attacks continued, with one witness estimating there were as many as 100 insurgents spotted surrounding their location in 20- or 30-man groups. It was a skilled enemy, one of the troops there later told members of Congress.
“It’s not easy … to shoot inside the city and get something on the target within two shots — that’s difficult,” the witness testified. “I would say they were definitely a trained mortar team or had been trained to do something similar to that.
“I was kind of surprised,” the service member added. “… It was unusual.”
They were there a matter of hours, but at times witnesses said the team feared they wouldn’t make it out alive. It began to “rain down on us,” one of them told lawmakers.
”I really believe that this attack was planned,” the witness said. “The accuracy with which the mortars hit us was too good for any regular revolutionaries.”
In total, six 81-millimeter mortars assaulted the annex within a minute and 13 seconds, a congressional report on the attack states. Doherty and Tyrone Woods, another former SEAL with the GRS, didn’t survive.
Dave Ubben, a State Department security agent, and Mark “Oz” Geist, another GRS member, were badly hurt. The men were defending the compound from the rooftop, determined to make it look like they had a lot more firepower than they actually did.
“There was a lot of shooting, a lot of indirect fire and explosions,” the source with knowledge of the response said. “It was just guys being really aggressive and doing a good job at making it seem like their element was bigger than it was, like they were less hurt than they were.”
Ubben — who’d testified before a federal court in 2017 that he took shrapnel to his head, nearly lost his leg, and had a grapefruit-sized piece of his arm taken off — was losing blood fast. Geist also had a serious arm injury that needed immediate attention.
Jolly and Halbruner were determined to save them. Amid the fight, they were tying tourniquets to the men’s bodies.
Ubben is alive because Jolly helped move him from the rooftop to a building where diplomatic personnel were hunkered down. Gregory Hicks, who became the acting chief of mission after Stevens died, later described how the gunny did it during a congressional hearing.
Ambassador Christopher J. Stevens.
“One guy … full of combat gear climbed up [to the roof], strapped David Ubben, who is a large man, to his back and carried him down the ladder, saved him,” Hicks said.
Jolly and Halbruner also went back out to the rooftop to recover the bodies of the fallen.
“They didn’t know whether any more mortars were going to come in. The accuracy was terribly precise,” Hicks said. “… They climbed up on the roof, and they carried Glen’s body and Tyrone’s body down.”
It was for Jolly’s “valorous actions, dedication to duty and willingness to place himself in harm’s way” to save numerous unarmed Americans’ lives that he earned the Navy Cross, according to his citation.
Bracing for the worst
That attack was traumatic for many of the civilians trapped inside one of the buildings, according to the person with knowledge of the operation. They’d lost their ambassador and another colleague, and they had no experience being caught in a life-and-death combat situation.
Once Jolly and Halbruner brought the injured men in from off the rooftop, the diplomatic staff helped treat their wounds, according to the source familiar with the situation. It gave them a mission as the onslaught continued outside.
As the sun came up, the remaining team members worried that terrorists would overtake the facility. First believed to be the work of the Benghazi-based Ansar al-Sharia group, the attack was coordinated by several networks in the region, including al-Qaida affiliates.
Throughout the night, the Americans had the advantage of night vision, the person familiar with the mission said. In the daylight, it could quickly become an even playing field.
Surprisingly though, it got quieter. They gathered inside one of the buildings and formed an evacuation plan to move the diplomatic staff to the airport and eventually out of Benghazi.
“[They had to talk about] things like, ‘What happens if they came under attack on the way out? Do you know where to go if you are separated from the group or are being shot at?'” according to the person familiar with the plans.
They prepared for the worst: that as the convoy left the compound, they’d be ambushed, everyone would panic, and the terrorists would take hostages. But they made it to the airport without issue and, by 7:31 a.m., the first plane with survivors took off for Tripoli.
“Who would’ve thought seven people could go into Benghazi and get more than 25 people out? Especially without traditional military support?” the person familiar with the mission said. “… But you can do a lot if you’re determined and have no other choice.”
The Defense Department and former Secretary of State Hillary Clinton later faced a host of criticism over their response to the attack. Critics called it too slow — a congressional investigation finding that despite President Barack Obama and former Defense Secretary Leon Panetta clearly ordering the military to deploy response forces, none were sent until almost eight hours after the attacks began.
President Obama and Secretary Clinton honor the Benghazi attack victims at the Transfer of Remains Ceremony held at Andrews Air Force Base on Sept. 14, 2012.
(State Department photo)
Former Joint Chiefs Chairman Gen. Martin Dempsey was asked to explain why he hadn’t dispatched F-16 Fighting Falcon fighter jets from Italy. He told lawmakers it would’ve been “the wrong tool for the job.”
The Marine Corps, the nation’s go-to crisis-response force, has been particularly responsive in the aftermath of the attack. Since there aren’t enough amphibious ships to stage Marines everywhere they’d like to be at sea, they’ve set up land-based crisis-response forces built to respond to emergencies quickly. Those units include up to 2,200 personnel, along with aircraft and logistics capabilities.
Those units are now based in Europe, the Middle East and Central America. Those assigned to Africa and the Middle East have fielded several State Department requests to evacuate embassy personnel or shore up security when intelligence has indicated a high risk for attack.
The Marine Corps and State Department have also bolstered the number of embassy guards placed at diplomatic posts around the world, standing up dozens of new detachments that previously did not have military personnel.
It was a tragedy to see a U.S. ambassador and three other Americans killed in Benghazi but, sadly, it sometimes takes an awful situation to get the attention of those in charge of policy, the person familiar with the response said.
“It was a bad situation, but a lot of priorities changed after this tragedy that would otherwise never have gotten fixed.”
This article originally appeared on Military.com. Follow @militarydotcom on Twitter.
In the 1970s, BP oil pipeline workers came across a curious item about 12 miles southwest of Cruden Bay, Aberdeenshire sitting about 86 meters under the surface- an old German U-Boat. In fact, one of the last U-Boats ever sunk in WWII. Unlike so many of its fellow subs, however, this one’s demise came about owing to a sequence of events all stemming from someone flushing the toilet incorrectly… So what exactly happened here?
U-1206, a Type VIIC submarine, was officially ordered on April 2, 1942 and ultimately launched on December 30, 1943. About a year and a half later, On April 6, 1945, the shiny new craft with its crew of 50 men departed from Kristiansand, Norway on its first non-training patrol machine.
Pertinent to the topic at hand is that while most submarines at the time used a storage tank to stow the product of flushing on board toilets and other waste water, with stereotypical German engineering efficiency, U-boat designers went the other way and decided to eject the waste directly into the ocean.
On the plus side, this saved valuable space within the submarine while also reducing weight. The downside, of course, was that ejecting anything into the ocean required greater pressure inside than out. As a result, U-boats had long required that, in order to use the toilets, the ship would have to be near the surface
Of course, being so close to or on the surface is generally to be avoided when on patrol if a sub captain wants to see his ship not blown up. This resulted in crewmen who needed to purge their orifices while submerged needing to do so in containers, which would then be stored appropriately until the sub needed to surface and the offending substances could be ditched over board.
As you can imagine, this didn’t exactly improve the already less than ideal smell of the air within the sub while it was plodding away down under. But there was nothing much that could be done about this…
That is, until some unknown German engineers designed a high pressure evacuation system. As to how this system worked, in a nutshell, the contents of the toilet were piped into an airlock of sorts. Once the offending matter found its way into said airlock, this would be sealed and subsequently pressurized, at which point a valve could be opened which would eject the fecal matter and fluids into the sea.
This all brings us to eight days into the patrol mission, on April 14, 1945.
Now, before we get into this, it should be noted that there are two versions of the story of what happened next- one version is stated by literally every single source we could find discussing this event on the interwebs, as well as repeated on the show QI and found in countless books on the subject. As for the other version, if you dig a little deeper, thanks to the good people at the Deutsches U-Boot Museum Archive, you can actually find the official account from 27 year old Captain Karl-Adolf Schlitt, who, minus a couple letters in his last name, couldn’t have been more aptly named for what was about to occur.
All this said, in both cases, the root cause of the sub’s sinking were the same- improper use of the toilet’s flushing mechanism.
That caveat out of the way, as the vessel was cruising along at around 70 meters below the surface and about eight miles from Peterhead, Aberdeenshire, Scotland, the popular version states that Captain Schlitt had need of evacuating his bowels and so, no doubt with dignity befitting a man of his stature and rank, did his business in the toilet. That done, he was now left to try to flush the thing.
Unable to figure out the complicated contraption, Captain Schlitt called in help from the “W.C. Waste Disposal Unit Manager”- literally the only guy on board officially trained in how to flush the toilet, apparently also known among the crew as (translated), “the shit-man”.
Unfortunately for the men that would soon die as a result, for whatever reason the crewman who was supposed to know how to flush the toilet made a mistake and turned the wrong valve…
That’s the popular version to which we could not find any primary document to support it, despite it being widely parroted. As for the official version, Captain Schlitt himself claimed, “In April 1945 U-1206 was in the North Sea off Britain. On board the diesel engines were faulty. We could not charge our batteries by the snorkel any more. In order to get the diesels working again we had put down about 8-10 miles from the British coast at 70mts, unseen by British patrols… I was in the engine room, when at the front of the boat there was a water leak. What I have learned is that a mechanic had tried to repair the forward WC’s outboard vent. I would say – although I do not have any proof – that the outer vent indicator either gave false readings or none at all.”
As to why said mechanic was attempting to work on the toilet’s outboard vent while deeply submerged, that’s every bit as much of a mystery as to why an engineer trained in how to properly flush the toilet would have screwed it up so badly in the Captain Schlitt pooping version of the story.
Of course, it is always possible that the good Captain made up his version of things to avoid personal embarrassment and perhaps the other version came from crew members giving a very different account, but we could not locate any crew member’s version of events to verify that.
Whichever story is true, the result in either case was the contents of the toilet, if any, and the ocean outside shooting like a jet stream into the submarine.
Things were about to get a whole lot worse.
You see, as alluded to in Captain Schlitt’s account, the U-1206 was a diesel electric sub, featuring twin Germaniawerft F46 four-stroke engines, which charged a bank of batteries which, in turn, powered two electric motors capable of producing 750 horsepower combined. The problem was that the batteries were directly below the toilet area. According to Captain Schlitt, when the water rushed in, “…the batteries were covered with seawater. Chlorine gas started to fill the boat.”
As this was all happening, Captain Schlitt ordered the vessel to be surfaced. He then states, “The engineer who was in the control room at the time managed to make the boat buoyant and surfaced, despite severe flooding.”
So here they were, diesel engines down for maintenance, batteries soaking in seawater, having taken on a significant amount of said water, chlorine gas filling the ship, and on the surface just off the coast of enemy territory.
The nightmare for Captain Schlitt was about to get worse. As he noted in his account of events, “We were then incapable of diving or moving. At this point, British planes and patrols discovered us…”
With few options available, Captain Schlitt ordered various valves on the U-1206 be opened in order for it to fill with water, after which the crew abandoned the sub, with it shortly thereafter sinking.
The crew made their way to the Scottish coast on rubber rafts, but things didn’t go well here either. Schlitt states, “In the attempt to negotiate the steep coast in heavy seas, three crew members tragically died. Several men were taken onboard a British sloop. The dead were Hans Berkhauer, Karl Koren, and Emil Kupper.”
Ultimately 10 crewmen did make it shore, but just like their surviving compatriots at sea, were promptly captured.
In the aftermath, thankfully for just about everyone, just 16 days later, on April 30, 1945, Hitler bravely, and with no regard for his own personal safety, infiltrated the Führerbunker and single handedly managed to rid the world of one of the most notorious individuals of all time by putting a bullet through his own brain. About a week after that, Germany finally surrendered.
As for what happened to Captain Schlitt after, this isn’t clear, other than he appears to have lived to the ripe old age of 90, dying on April 7, 2009.
The practice of calling the toilet the “head” was originally a maritime euphemism. This came from the fact that, classically, the toilet on a marine vessel, or at least where everyone would relieve themselves, was at the front of the ship (the head). This was so that water from the sea that splashed up on the front of the boat would wash the waste away. The first known documented occurrence of the term used to describe a toilet area was from 1708 by Woodes Rogers, Governor of the Bahamas, in his work “Cruising Voyage Around the World.”
Despite toilet paper having been around since at least the 6th century AD (initially in China), it wouldn’t be until the late 19th century when toilet paper would first be introduced in America and England and it wasn’t until the 1900s, around the same time the indoor toilet became common, that toilet paper would catch on with the masses. So what did people use for wiping before toilet paper? This depended greatly on region, personal preference, and wealth. Rich people often used hemp, lace, or wool. The 16th century French writer Francois Rabelais, in his work Gargantua and Pantagruel, recommended using “the neck of a goose, that is well downed”.
The goose is kind of getting the crappy end of that deal. *crickets* Poor people would poop in rivers and clean off with water, rags, wood shavings, leaves, hay, rocks, sand, moss, sea weed, apple husks, seashells, ferns, and pretty much whatever else was at hand and cheap/free. For seaman, the common thing was to use old frayed anchor cables. The Inuit’s and other peoples living in frigid regions tended to go with clumps of snow to wipe with, which, other than the coldness factor, is actually one of the better options it seems compared to many other of the aforementioned methods.Going back a ways in history, we know the Ancient Roman’s favorite wiping item, including in public restrooms, was a sponge on a stick that would sit in salt water and be placed back in the salt water when done… waiting for the next person…
Back to America, one extremely popular wiping item for a time was corn cobs and, later, Sears and Roebucks, Farmers Almanac, and other catalogs became popular. The Farmers Almanac even came with a hole in it so it could be easily hung in bathrooms for just this purpose… reading and wiping material in one, and no doubt boosting their sales when said magazine needed replaced!Around 1857, Joseph Gayetty came up with the first commercially available toilet paper in the United States. His paper “The greatest necessity of the age! Gayetty’s medicated paper for the water-closet” was sold in packages of flat sheets that were moistened and soaked with aloe. Gayetty’s toilet paper sold for about 50 cents a pack ( today), with 500 sheets in that package. Despite its comfort and superiority at cleaning, this wasn’t terribly popular, presumably because up to this point most people got their wiping materials for free from whatever was at hand, and humans hate change and newfangled innovations.
Around 1867, brothers Edward, Clarence, and Thomas Scott, who sold products from a push cart, started making and selling toilet paper as well. They did a bit better than Gayetty; their original toilet paper was much cheaper as it was not coated with aloe and moistened, but was just rolls of somewhat soft paper (often with splinters).As the indoor flushable toilet started to become popular, so did toilet paper. This is not surprising considering there was nothing really to grab in an indoor bathroom to wipe with, unlike outdoors where nature is at your disposal. The age old Farmers Almanac and similar such catalogs also were not well suited for this purpose because their pages tended to clog up the pipes in indoor plumbing.Even once it became popular, wiping with toilet paper still doesn’t appear to have been painless until surprisingly recently.
The aforementioned splinter problem seems to have been somewhat common until a few decades into the 20th century. In the 1930s, this changed with such companies as Northern Tissue boasting a “splinter free” toilet tissue.As for today, toilet paper is still extremely popular, though wet wipes, similar to Gayetty’s, have made a major come back in recent years, much to the chagrin of sewer workers the world over.Much like our forebears who shunned Gayetty’s innovation, vastly superior toilet seat add-on bidet systems that take 10 minutes to install and cost only around , literally paying for themselves in drastic reduction of toilet paper usage relatively quickly and providing significantly better cleaning, are still largely shunned for some reason.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
The Naval History and Heritage Command (NHHC) held a commemoration ceremony for the 100th anniversary of the first combat firing of the naval railway gun, Sept. 6, 2018.
The ceremony took place at Admiral Willard Park at the Washington Navy Yard where on display is a naval railway gun still mounted on a railway carriage.
Master Chief Yeoman Nathaniel Colding, senior enlisted leader at NHHC, was the master of ceremonies for the event and shared the history of the naval railway gun with the guests in attendance.
Upon entering World War I in April 1917, the Navy was already developing long-range artillery primarily to counter the German army’s heavy guns capable of bombarding the English Channel ports used by the Allies.
The Navy’s initial idea was to employ several 14-inch 50-caliber Mark IV naval rifles, with a complete train of equipment for each gun, on railway mountings behind British lines in France. However, changing military conditions prevented British authorities from stating definitively at which port these batteries were to be debarked.
The Navy ultimately offered the guns to General John J. Pershing, commander of the American Expeditionary Force, who readily accepted them.
“In the summer of 1918, five U.S. naval railway guns made the journey across the Atlantic Ocean for use in France during the First World War,” said Colding. “Although they were assigned to the First Army’s Railway Artillery Reserve, the guns operated as independent units under the command of Rear Admiral Charles P. Plunkett. In early September 1918, Battery Number 2 went into action with a bombardment of a German-occupied railroad hub more than 20 miles away.”
Retired Rear Adm. Sam Cox, director of NHHC, was the guest speaker for the commemoration ceremony and spoke about why this event is important for us to remember today.
British 12-inch howitzers on top-carriage traversing mounts.
“The U.S. Navy was able to provide a quick solution using guns that were normally intended for battleships,” said Cox. “The key point of the U.S. Navy’s participation in the war was that although we only lost about 430 Sailors during the entire course of the war, we were able to get two million U.S. Army troops to France a lot faster than the Germans ever thought was possible. The Navy did this without any losses to U-boats, ending a war that at that point was the bloodiest in human history.”
While the naval railway guns were in operation, the crew had no support from the Army should the Germans unit advance on them and they were expected to “fight alone.” They did not have to face that fate, however; the Germans were in retreat throughout their period of service.
“The increased use and effectiveness of aircraft, particularly bombers, with their greater flexibility and mobility, meant that the naval railway battery would not be a mainstay in future wars,” said Conrad. “Nonetheless, its development and deployment highlights the U.S. Navy’s ability to think innovatively and create and deploy new and effective programs quickly. That skill is transferable and is a hallmark of the U.S. Navy in the twentieth century.”
Although the naval railway guns operated well behind the front lines and were not subject to the constant bombardment received by more forward positions, the U.S. naval railway batteries were hardly immune from enemy fire. Many of the units took counter-fire from German artillery. German observation planes flew above their positions during the day, and bomber aircraft were active at night. The units lost only one Sailor to enemy fire and other battery personnel were wounded.
French 370 mm railway howitzer of World War I.
According to Dennis Conrad, Ph.D., a historian at NHHC, 530 officers and men made up the Naval Railway Guns command. The unit was subdivided into six groups, one for each battery and these groups were further subdivided into crews: a train crew, a construction crew and a gun crew.
The Naval History and Heritage Command, located at the Washington Navy Yard, is responsible for the preservation, analysis, and dissemination of U.S. naval history and heritage. It provides the knowledge foundation for the Navy by maintaining historically relevant resources and products that reflect the Navy’s unique and enduring contributions through our nation’s history, and supports the fleet by assisting with and delivering professional research, analysis, and interpretive services. NHHC is composed of many activities including the Navy Department Library, the Navy Operational Archives, the Navy art and artifact collections, underwater archeology, Navy histories, ten museums, USS Constitution repair facility and the historic ship Nautilus.
The president of the United States never technically takes a day off. Even when they’re ostensibly “on vacation” they are still very much the leader of the country and have many duties to fulfill on a daily basis. For example, even while on vacation, they need to continue to have things like intelligence and national security briefings and other such meetings so that if an emergency does suddenly come up, they can react quickly in an informed way. Because of this, the president, in addition to never technically being able to have a full day off while on vacation, doesn’t get sick days either.
Of course, the president is not only human but also generally speaking a quite old human, and thus they get ill, occasionally seriously. So what happens then? This is where the 25th Amendment potentially comes into effect.
In a nutshell, among other things, it provides that if the president ever gets so ill that they cannot physically perform necessary presidential duties anymore, their vice president can become the “Acting President” on their behalf until they’re able to resume their duties. So, in a way, this is a mechanism for the president to take a sick day if they want it and whenever they want it.
It’s also noteworthy that even if the president does not wish to relinquish the office during a time when they are “unable to discharge the powers and duties of his office”, the 25th Amendment provides a mechanism for the vice president to simply take the office from the president until such time as the president is once again able to resume duties.
(Amusingly, it’s not fully clear here what the scope of this section of the 25th Amendment is. For example, while the president is sleeping, and thus in an unconscious state, they are most definitely “unable to discharge the powers and duties of [the] office” until someone wakes them up. So technically the vice president and certain others could get together on any given night and temporarily make the vice president acting president until such time as the president wakes up and no doubt sends off the appropriate document to declare that they are, in fact, fit for duty, with Congress no doubt concurring at that point… Or, if I were president and my VP did that, I’d probably just take that rare opportunity to roll back over and sleep in for once, then maybe around noon have a leisurely breakfast before finally sending off the appropriate letter that I’m back in business.)
In the end, this latter rule allowing the vice president to forcibly take over is probably for the best as United States presidents are generally loath to give up the office, even temporarily. Despite many, many presidents having serious health issues and occasionally being incapacitated during their time in office (generally largely kept from the public eye at the time), only two have actually used this power in the over half a century since the 25th Amendment was ratified.
Breaking the trend, the first president to make use of the 25th Amendment was Ronald Reagan on July 13, 1985 when he temporarily officially bestowed the powers of the office onto Vice President George Bush while Reagan underwent surgery for colon cancer. Bush reportedly spent a whole 8 hours being president before Reagan decided he’d recovered enough from his surgery to start being president again.
A thing to note is that prior to handing off the powers of the presidency to Bush at 11:28AM, Reagan spent his morning as he normally did, going about presidential duties, and subsequently spent most of the evening after he became president again at 7:22PM catching up on everything he’d missed during the day. So not really much of a sick day.
The only other president to bestow the powers of the presidency on their vice president was George W. Bush in 2002 and later in 2007, each time so that he could have a colonoscopy. On each occasion, Vice President Dick Cheney was acting president for a little over 2 hours at which point Bush resumed his duties. Or to put it another way, during his 8 years in office, Bush technically had four hours of official time off, most of which he spent with a camera up his butt… (It’s good to be the president?)
This lack of leave taken for ill health is a surprising fact given, as previously alluded to, the large percentage of presidents who have suffered through various serious illnesses during their time in office.
Most infamously, Woodrow Wilson had a massive stroke in 1919 resulting in the temporary loss of use of the left side of his body, as well as him becoming blind in the left eye and with diminished vision in his right. What his cognitive state was at this time isn’t fully known, as this was all kept from the public by his wife, Edith, and his physician, Dr. Cary Grayson.
So how was he able to run the country in this state? Well, he wasn’t really. His wife took over handling what information was passed to him and what issues she simply delegated out for other people to handle. She also barred any direct access to the president for several weeks after the stroke, with the lone exception being that Dr. Grayson was allowed to attend him (and we’re speculating nurses, though this is never mentioned anywhere we could find).
As Edith herself would later write,
So began my stewardship, I studied every paper, sent from the different Secretaries or Senators, and tried to digest and present in tabloid form the things that, despite my vigilance, had to go to the President. I, myself, never made a single decision regarding the disposition of public affairs. The only decision that was mine was what was important and what was not, and the very important decision of when to present matters to my husband.
That said, it is thought by many historians that her claim that she never made direct presidential decisions herself is at best stretching the truth and at worst a blatant lie. That’s not to mention completely controlling the information that went to the president and what tasks (and to whom) were delegated out is questionable for a person not elected to office to do, even for a day, let alone an extended period.
While Wilson did recover somewhat over the next year and a half or so of his presidency, in the interim there was much question over whether he was actually still mentally and physically fit enough to continue on as president. Despite this and certain very pressing and far reaching matters being decided, like whether the United States should join the League of Nations, he refused to give up his position- a key point discussed when the 25th Amendment was being drafted a few decades later.
While other presidents had before and after Wilson suffered from various ailments, most notable to the development of the 25th Amendment was Dwight D. Eisenhower. While in office, he suffered a severe heart attack and then a subsequent stroke. He also had to have surgery to remove about ten inches of his small intestine as a result of complications owing to Crohn’s disease.
During these times, he did attempt to take sick days by having Attorney General Herbert Brownell Jr write up a document passing off some of the powers and duties of the president to Vice President Richard Nixon. Other presidents had more or less done similar things before when necessary, but always in secret, so as not to publicly reveal their medical issues. Eisenhower was essentially bucking the trend of keeping it secret and trying to set a precedent to make the whole thing official.
And, indeed, from a practical standpoint, Nixon and Eisenhower’s cabinet did take over his duties when he was incapacitated. It also could be interpreted that Article II, Section 1, Clause 6 of the U.S. Constitution did allow for such when the president was unable “to discharge the powers and duties of the… office”.
The matter finally came to a head with a president most considered the picture of robust, youthful, health — John F. Kennedy.
It turns out, Kennedy essentially needed his own pharmacy and team of doctors to keep him functioning semi-normally throughout his presidency — a fact only quite recently made publicly known.
The medical issues Kennedy suffered from were many and serious (some of which may in turn have been caused by the extensive medication he regularly took). First up was a potentially life threatening problem in Addison’s disease, where the adrenal glands don’t produce enough of certain essential hormones.
Next he suffered from osteoporosis resulting in three fractured vertebrae in his back. He also suffered from irritable bowel syndrome that saw him dealing with severe abdominal pain and occasional dangerous bouts of diarrhea. Then there was his hypothyroidism. And, just for fun, likely because of some of the medications he was on, he seemed particularly prone to infections.
Notably, many of these medications could potentially effect mood and his decision making ability. But without some of them, Kennedy would have been crippled by pain. Even with them, as Kennedy’s political advisor, Dave Powers, once noted, Kennedy always traveled “with crutches”. Further, when he was out of the public eye, he walked
gritting his teeth…but then when he came into the room where the crowd was gathered, he was erect and smiling, looking as fit and healthy as the light-heavyweight champion of the world. Then after he finished his speech and answered questions from the floor and shook hands with everyone, we would help him into the car and he would lean back on the seat and close his eyes in pain.
Kennedy’s many maladies were not, however, what helped spur the creation of the 25th Amendment, though may have been had they been widely known. Rather, it was when Kennedy was shot that everything finally came to a head, with the question being asked, “What would have happened had Kennedy lived, but been in a brain-dead state?”
As previously noted, while one could interpret Article II, Section 1, Clause 6 of the Constitution in such a way as to provide for the vice president to take over almost immediately in such cases, the wording wasn’t concrete enough on this or for many other such scenarios in which the vice president might need to become Acting President. It wasn’t even clear in these cases if the vice president did take over if the original president should get the job back if they were once again fit for office later during the allotted term.
This ambiguity is a major issue if, say, a nuclear strike was launched against the United States in the interim from when the president was no longer fit for office and when the government finally got around to deciding the vice president should indeed take over.
Thus, about a year and a half after Kennedy’s assassination, in July of 1965, congress sent the 25th Amendment out to the states to ratify, which it finally was on February 10, 1967, clarifying what should be done in many of these scenarios.
So to sum up, the president is not given any allotment of sick days, but the 25th Amendment does provide them a mechanism to take such if they feel like they’re unable to perform the duties of the office. But, for reasons like that it’s not politically couth for the president to show any weakness, only two presidents in history have ever done this since it became an option- both of whom were having something done to their colon at the time…
For the rest, when they were medically incapacitated, they seem to generally try to hide this from the public whenever possible and to delegate tasks and rearrange their work schedule as best they could to take a little time off. And, where they couldn’t do such, they simply muscled through the rest of their duties.
It’s noteworthy that before the ratification of the 25th Amendment, the office of the vice president was vacant for various reasons about 1/5th of the history of the United States up to that point. Nobody much concerned themselves with this until more recent history when the vice president more or less became the “deputy president”. Since then, and thanks to the 25th Amendment clarifying such, the office of Vice President is obviously meticulously kept filled.
As noted, even when a president is “on vacation” they’re still expected to work and most modern presidents have typically travelled with an entourage of hundreds, including military advisers and even the press to ensure they’re remain briefed and aware of any relevant information they may need. To quote Nancy Reagan about the matter, “presidents don’t get vacations — they just get a change of scenery”.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter
During the Cold War, the U.S. government was hell-bent on one upping the commies in any way possible. In the process, they came up with a number of outlandish plans, such as that time they proposed nuking the moon, interestingly enough a project a young Carl Sagan worked on. There were also many more down to Earth projects like the development of what would become the internet in order to ensure ease of sharing information among the nation’s scientists. This brings us to a project that unfortunately went into history’s dustbin — the U.S. Army’s plan to build a massive military installation on the moon.
Known as Project Horizon, the impetus for the plan came when the Soviets set their sites on the moon. As noted in the Project Horizon report, “The Soviet Union in propaganda broadcasts has announced the 50th anniversary of the present government (1967) will be celebrated by Soviet citizens on the moon.”
U.S. National Space policy intelligence thought this was a little optimistic, but still felt that the Soviets could probably do it by 1968. Military brass deemed this a potential disaster for the United States for several reasons.
Concept art from NASA showing astronauts entering a lunar outpost.
To begin with, if the Soviets got to the moon first, they could potentially build their own military base there which they could use for a variety of secret projects safely away from the United States’ prying eyes. In the extreme, they could potentially launch nuclear attacks on the U.S. with impunity from that base.
Naturally, a military installation completely out of reach of your enemies both terrified and tantalized military officials.
Next up, if the Soviets landed on the moon first, they could try to claim the entire moon for themselves. If they did that, any move by the U.S. to reach the moon could potentially be considered an aggressive act, effectively making the moon off limits to the United States unless willing to risk war back home.
This was deemed to be a potential disaster as the moon, with its low gravity, was seen as a needed hub for launching deep space missions, as well as a better position to map and observe space from than Earth.
Beyond the practical, this would also see the Soviets not just claiming the international prestige of an accomplishment like landing and building a facility on the moon, but also countless other discoveries and advancements after, as they used the moon for scientific discovery and to more easily launch missions beyond.
Of course, the Soviets might do none of these things and allow the U.S. to use the moon as they pleased. But this wasn’t a guarantee. As noted in the Project Horizon report, “Clearly the US would not be in a position to exercise an option between peaceful and military applications unless we are first. In short, the establishment of the initial lunar outpost is the first definitive step in exercising our options.”
The threat of having the moon be in Soviet hands simply would not stand. As Vice President Lyndon B. Johnson would famously state in 1964, “I do not believe that this generation of Americans is willing to resign itself to going to bed each night by the light of a Communist moon.”
Thus, long before Kennedy would make his famous May 25, 1961 declaration before Congress that the U.S. “should commit itself to achieving the goal, before this decade is out, of landing a man on the Moon and returning him safely to the Earth”, military brass in the U.S. were dead-set on not just man stepping foot on the moon, but building a military installation there and sticking around permanently.
And so it was that in March of 1959, Chief of Army Ordnance Major General John Hinrichs was tasked by Chief of Research and Development Lieutenant General Arthur G Trudeau with developing a detailed plan on what was needed to make such a moon base happen. A strict guideline of the plan was that it had to be realistic and, towards that end, the core elements of the plan had to use components and equipment either already developed or close to being completed.
To facilitate the outline for the project, Major General John B. Medaris stated, “We grabbed every specialist we could get our hands on in the Army.”
The resulting report published on June 9, 1959 went into an incredible amount of detail, right down to how the carbon dioxide would be scrubbed from the air at the base.
So what did they come up with?
To begin with, it was deemed the transport side could be accomplished using nothing more than Saturn 1 and Saturn 2 rockets. Specifically, 61 Saturn 1s and 88 Saturn 2s would transport around a total of 490,000 lbs of cargo to the moon. An alternative plan was to use these rockets to launch much of the cargo to a space station in high Earth orbit. These larger sections would then be ferried over to the moon using a dedicated ship that would go back and forth from the Earth to the moon.
The potential advantage here was that for the Saturn rockets to get equipment to the moon, they were limited to about 6000 pounds per trip on average. But if only transporting something to orbit, they could do much greater payloads, meaning fewer rockets needed. The problem, of course, was that this version of the plan required the development of a ferrying rocket and an orbiting space station, which made it the less desirable option. Again, a strict guideline for the project was that the core of the plan had to use existing or near existing equipment and technology in order to expedite the project and get to the moon before the Soviets.
Whichever method was used, once everything was on the moon, a pair of astronauts would be sent to inspect everything and figure out if anything needed replaced. The duration of this first moon landing by man was slated to be a 1-3 month stay.
Next up, whatever replacement items that needed to be sent would be delivered, and then once all that was set, a construction crew would be sent to complete the base. The general plan there was to use explosives and a specially designed space bulldozer/backhoe to create trenches to put the pre-built units into. Once in place, they would simply be attached together and buried in order to provide added protection from meteorites and potential attacks, among other benefits.
As for the features of this base, this included redundant nuclear reactors for power, as well as the potential to augment this with solar power for further redundancy. Various scientific laboratories would also be included, as well as a recreation room, hospital unit, housing quarters, and a section made for growing food in a sustainable way. This food would augment frozen and dehydrated foods supplied from Earth.
The base would also have extensive radio equipment to facilitate the moon functioning as a communications hub for the U.S. military back on Earth that could not be touched by any nation on Earth at the time. On a similar note, it would also function as a relay for deep space communications to and from Earth.
Beyond the core base itself, a moon truck capable of transporting the astronauts and equipment around was proposed, as well as placing bomb shelters all around the base for astronauts to hide in if needed. Water, oxygen, and hydrogen would ultimately be provided from the ice on the moon itself, not only sustaining the astronauts but potentially providing any needed fuel for rockets, again to help facilitate missions beyond the moon and transport back home to Earth.
Of course, being a military installation, it was deemed necessary for the 12 astronauts that were to be stationed at the base at all times to be able to defend themselves against attack. Thus, for their personal sidearms, a general design for a space-gun was presented, more or less being a sort of shotgun modified to work in space and be held and fired by someone in a bulky suit.
The astronauts would also be given many Claymore like devices to be stationed around the base’s perimeter or where deemed needed. These could be fired remotely and more or less just sent a hail of buckshot at high speed wherever they were pointed.
Thanks to the lesser gravity and lack of tangible atmosphere, both of these weapons would have incredible range, if perhaps not the most accurate things in the world.
Artist concept of a lunar colony.
But who needs accuracy when you have nuclear weapons? Yes, the astronauts would be equipped with those too, including the then under development Davey Crockett nuclear gun. Granted, thanks to the lack of atmosphere, the weapon wouldn’t be nearly as destructive as it would be on Earth, but the ionizing radiation kill zone was still around 300-500 meters.
Another huge advantage of the Davey Crockett on the moon was that the range was much greater, reducing the risk to the people firing it, and the whole contraption would only weigh a little over 30-40 pounds thanks to the moon’s lesser gravity, making it easier for the astronauts to cart around than on Earth.
Of course, being a space base, Project Horizon creators naturally included a death ray in its design. This was to be a weapon designed to focus a huge amount of sun rays and ionizing radiation onto approaching enemy targets. Alternatively, another death ray concept was to build a device that would shoot ionizing radiation at enemy soldiers or ships.
As for space suits, according to the Project Creators, despite being several years before the character would make his debut in the comics, they decided an Iron Man like suit was the way to go, rather than fabric based as NASA would choose. To quote the report,
For sustained operation on the lunar surface a body conformation suit having a substantial outer metal surface is considered a necessity for several reasons: (1) uncertainty that fabrics and elastomers can sustain sufficient pressure differential without unacceptable leakage; (2) meteoroid protection; (3) provides a highly reflective surface; (4) durability against abrasive lunar surface; (5) cleansing and sterilization… It should be borne in mind that while movement and dexterity are severe problems in suit design, the earth weight of the suit can be allowed to be relatively substantial. For example, if a man and his lunar suit weigh 300 pounds on earth, they will only weigh 50 pounds on the moon.
Along with death rays, nuclear guns, and badass space suits, no self respecting moon base could be governed by anything as quaint as a simply named committee or the like. No, Project Horizon also proposed creating a “Unified Space Command” to manage all facets of the base and its operation, along with further exploration in space, including potentially a fleet of space ships needed to achieve whatever objectives were deemed appropriate once the base was established.
As to the cost of this whole project, the report stated,
The total cost of the eight and one-half year program presented in this study is estimated to be six billion dollars (*about billion in 2019 dollars*). This is an average of approximately 0 million per year. These figured are a valid appraisal, and, while preliminary, they represent the best estimates of experienced, non-commercial, agencies of the government. Substantial funding is undeniably required for the establishment of a U. S. lunar outpost; however, the implications of the future importance of such an operation should be compared to the fact that the average annual funding required for Project HORIZON would be less than two percent of the current annual defense budget.
Of course, the reality is that the entire Apollo program ended up costing a little over billion, so this billion estimate likely would have ballooned to much greater levels had the base actually been built. That said, even massively more expensive, given the number of years, this would have still represented a relatively small portion of the United States’ annual defense budget, as noted.
Sadly, considering the initial plan was explicitly to make this a peaceful installation unless war broke out, meant mostly for scientific discovery, and considering what such a moon base would have meant for the direction of future space exploration, neither President Dwight D. Eisenhower, nor the American public had much interest in even going to the moon at all, let alone building a base there.
NASA conceptual illustration of a lunar base.
Yes, contrary to popular belief, the Greatest Generation was pretty non-enthusiastic about the whole space thing. In fact, even after Kennedy would make his famous speech before Congress and then at Rice University, a Gallup poll showed almost two-thirds of Americans were against the plan to land a man on the moon, generally seeing it as a waste of taxpayer dollars. Sentiments did not greatly improve from there.
But Kennedy was having none of it, as outlined in his September 12, 1962 speech at Rice University:
We set sail on this new sea because there is new knowledge to be gained, and new rights to be won, and they must be won and used for the progress of all people. For space science, like nuclear science and all technology, has no conscience of its own. Whether it will become a force for good or ill depends on man, and only if the United States occupies a position of preeminence can we help decide whether this new ocean will be a sea of peace or a new terrifying theater of war… But why, some say, the Moon? Why choose this as our goal? And they may well ask, why climb the highest mountain? Why, 35 years ago, fly the Atlantic? We choose to go to the Moon in this decade and do the other things, not because they are easy, but because they are hard; because that goal will serve to organize and measure the best of our energies and skills, because that challenge is one that we are willing to accept, one we are unwilling to postpone, and one we intend to win…
As for the U.S., as the initial glow of the accomplishment of putting a man on the moon rapidly wore off, and with public support almost nonexistent for further missions to the moon, it was deemed that taxpayer dollars would be much better spent for more down to Earth activities like spending approximately SEVEN TIMES the Apollo program’s entire cost sending older taxpayer’s children off to kill and be killed in Vietnam… a slightly less inspiring way to counter the communists. Thus, efforts towards the moon and beyond were mostly curtailed, with what limited funds were available for space activities largely shifted to the space shuttle program and more obviously practical missions closer to home, a move the Soviets quickly copied as well unfortunately.
A little talked about facet of Kennedy’s goal for landing on the moon was actually to have the Soviets and the U.S. join together in the effort. As Kennedy would state in the aforementioned Rice speech, “I… say that space can be explored and mastered without feeding the fires of war, without repeating the mistakes that man has made in extending his writ around this globe of ours. There is no strife, no prejudice, no national conflict in outer space as yet. Its hazards are hostile to us all. Its conquest deserves the best of all mankind, and its opportunity for peaceful cooperation may never come again.”
Unfortunately, each time Kennedy proposed for the U.S. and Soviets join efforts towards this unifying goal, which seemingly would have seen the Cold War become a lot less hot, the Soviets declined. That said, for whatever it’s worth, according to Sergei Khrushchev, the son of then Soviet Premiere Nikita Khrushchev, while his father initial thought it unwise to allow the U.S. such intimate knowledge of their rocket technology, he supposedly eventually changed his mind and had decided to push for accepting Kennedy’s proposal. Said Sergei, “He thought that if the Americans wanted to get our technology and create defenses against it, they would do that anyway. Maybe we could get (technology) in the bargain that would be better for us…”
Sergei also claimed that his father also saw the benefit of better relations between the U.S. and the Soviet Union as a way to facilitate a massive cutback in military spending that was a huge drain on Soviet resources.
Sergei would further note that Kennedy’s assassination stopped plans to accept the offer, and the Johnson administration’s similar offer was rejected owing to Khrushchev not trusting or having the same respect for Johnson as he had developed for Kennedy.
Whatever the truth of that, thanks to declassified documents after the fall of the Soviet Union, we know that the Soviets were, in fact, originally not just planning to put a human on the moon, but also planning on building a base there as well. Called Zvezda, the planned Soviet moon installation was quite similar to the one outlined in Project Horizon, except instead of digging trenches, this base would simply be placed on the surface and then, if needs be, buried, but if not, the base was to be a large mobile platform to use to explore the moon.
This article originally appeared on Today I Found Out. Follow @TodayIFoundOut on Twitter.
A team of sailors and scientists from the United State, Great Britain and France searched for the wreckage of Revolutionary War ship Bonhomme Richard in early September in the frigid waters off the coast of England.
Underwater archaeologists from the Naval History and Heritage Command, Navy divers from Mobile Diving and Salvage Unit 2, sailors from Naval Oceanography Mine Warfare Center, sailors from the French Mine Clearance Dive Unit and members from Global Foundation for Ocean Exploration embarked on the Military Sealift Command rescue and salvage ship USNS Grasp (T-ARS 51) to survey a late 18th or early 19th century-shipwreck in the North Sea.
The site is interesting to researchers since it’s considered a region of the sea where the final battle of John Paul Jones’ famous warship Bonhomme Richard went down. While some evidence from the site suggests the wreck researchers found could be Jones’s ship, other information suggests it sank much later.
“The site has potential to be from the late 18th to early 19th century,” said George Schwarz, an underwater archaeologist from NHHC. “Although the site has some intriguing features, including a buried wooden hull, well-preserved organic artifacts and large concentrations of concreted iron objects, we also have later material on site such as sections of 19th century iron chain.”
Different Navy units surveyed areas around the shipwreck site using various pieces of equipment. NHHC used a magnetometer towed behind a rigid hull inflatable boat to map possible concentrations of iron along a predetermined grid over the site. NOMWC used unmanned underwater vehicles to survey other areas of the site and MCDU used a towed side scan sonar. MDSU 2 accompanied the mission and provided logistical and small boat support.
“The teams worked well together to collect seafloor and sub-seafloor features in and around the wreck,” said Schwarz. “These new data sets will aid considerably in the interpretation of the site, and we’re looking forward to future collaboration with project partners.”
Both NHHC and NOMWC often had to trade off using the RHI, but MCDU had their own and surveyed the site whenever weather and sea conditions allowed. The many hours they spent out on the water allowed them time to reflect on their mission and their part in it.
Acknowledging Bonhomme Richard was given to Jones and the U.S. Navy by France, one of the participating French scuba divers explained he’s glad to be a part of the survey mission.
The identity of the shipwreck under investigation is currently unknown but future surveys of the site are in the works. In addition to the wreck site surveyed, the teams conducted remote-sensing operations over an additional 2 square nautical miles, expanding the previously surveyed areas.
During the Revolutionary War, the French crown loaned Bonhomme Richard to the United States. Commanded by John Paul Jones, Bonhomme Richard’s crew was an early example of sailor toughness. The ship and her squadron were ordered to the United Kingdom to cruise for prizes off the coasts of Ireland, Scotland and England.
About a month into her mission Sept. 23, 1779, she encountered a convoy of merchant ships underway from Flamborough Head, which immediately turned back once they caught sight of Jones and his ships. Jones pursued and around 6:30 p.m. engaged HMS Serapis, which had been covering the retreat. More than three hours later, Bonhomme Richard emerged victorious-but mortally wounded. Jones shifted his colors to Serapis, the wounded were transferred over and her riggings were repaired. Bonhomme Richard sank somewhere in the North Sea.
Her logs were not updated in her final hours and so her resting place remains a mystery.
The Naval History and Heritage Command, located at the Washington Navy Yard, is responsible for the preservation, analysis and dissemination of U.S. naval history and heritage. It provides the knowledge foundation for the Navy by maintaining historically relevant resources and products that reflect the Navy’s unique and enduring contributions through our nation’s history, and supports the fleet by assisting with and delivering professional research, analysis and interpretive services. The command is composed of many activities including the Navy Department Library, the Navy Operational Archives, the Navy art and artifact collections, underwater archeology, Navy histories, ten museums, USS Constitution repair facility and the historic ship Nautilus.
The U.S. Army Truck, 1/4-ton, 4×4, Command Reconnaissance, better known as the jeep, was the primary light wheeled transport vehicle of the U.S. military during WWII. President Eisenhower called it, “one of the three decisive weapons the U.S. had during WWII.” By the end of the war, nearly 650,000 Jeeps had been produced. They saw use across the globe from Africa, to Europe and Asia. After the war, many jeeps were sold to or given to locals, or simply left behind rather than having to be transported back to the states. In the Philippines, hundreds of jeeps made their way into the hands of locals.
Reportedly, the Philippines saw a huge black market for surplus jeeps after WWII. Regardless of how they were left behind, the local Filipinos saw the jeep as a rugged, dependable and adaptable vehicle. These qualities made it perfect for the post-war Filipinos who were still recovering from years of Japanese occupation. Many Filipinos lost their mode of transportation, be it car, horse or bicycle, during the war.
The Filipinos stripped the military jeeps down and rebuilt them to suit their needs. The soft-top utilitarian trucks were given metal roofs for shade from the tropical sun, painted with vibrant colors, and adorned with chrome-plated ornaments. The decoration of the jeeps helped to return some element of beauty to the country’s capital, Manila. Known as the Pearl of the Orient, the city saw heavy fighting and suffered a great deal of damage during WWII.
The backs of the jeeps were also altered. The two side-by-side rear seats were replaced with parallel benches in order to accommodate more passengers. Over time, the vehicles were lengthened and given a longer wheelbase to increase their passenger capacity. The stretched jeeps became a popular form of public transportation and started to operate on regular routes like buses. Operating like jitneys, the jeeps became known as jeepneys.
Through the second half of the 20th century, the jeepney became a cultural icon of the Philippines. It was used by school children and adults alike and served as a major form of public transportation across the country, and especially in Manila. Fares were posted on the jeepney itself and people could hop on and off at their leisure. Passengers hanging on to the back or riding on top of a full jeepney was a common sight. Jeepneys are also heavily decorated and even themed by their drivers.
The heavy use of and increased demand for the jeepney quickly stretched the supply of WWII-surplus jeeps. Modern jeepneys are produced and maintained with imported parts, generally from Japan or South Korea. However, the stretched jeep appearance is maintained from the original jeepneys.
Seeing the widespread use of the jeepneys, the Philippine government began to regulate them. Drivers must now obtain a special jeepney license, routes are prescribed, and fares are fixed. However, private jeepneys still operate outside of this governmental oversight.
Though indigenous to the Philippines, the jeepney has been exported. Nearby Papua New Guinea determined that importing new buses and vans for their public transportation would be too expensive. The cheap and reliable jeepneys were suggested as a more affordable alternative to conventional vehicles. In 2004, 4,000 jeepneys were exported from the Philippines to Papua New Guinea.
Today, there are many threats that could lead to the removal of the old jeepneys. Increased restrictions and regulations on emissions have led to many builders abandoning jeepney production for other products or going bankrupt entirely. Modern mini-buses and ride-sharing services also cut into the traditional jeepney passenger market. Despite these factors, the jeepney continues to drive the roads of the Philippines and carry on the legacy of the WWII jeep.