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It Has Often Been Said That Studying the Depths of the Sea Is Like Hovering In
It has often been said that studying the depths of the sea is like hovering in a balloon high above an unknown land which is hidden by clouds, for it is a peculiarity of oceanic research that direct observations of the abyss are impracticable. Instead of the complete picture which vision gives, we have to rely upon a patiently put together mosaic representation of the discoveries made from time to time by sinking instruments and appliances into the deep. (Murray & Hjort, 1912: 22) Figure 1: Portrait of the H.M.S. Challenger. Prologue: Simple Beginnings In 1872, the H.M.S Challenger began its five- year journey that would stretch across every ocean on the planet but the Arctic. Challenger was funded for a single reason; to examine the mysterious workings of the ocean below its surface, previously unexplored. Under steam power, it travelled over 100,000 km and compiled 50 volumes of data and observations on water depth, temperature and conditions, as well as collecting samples of the seafloor, water, and organisms. The devices used to collect this data, while primitive by today’s standards and somewhat imprecise, were effective at giving humanity its first in-depth look into the inner workings of the ocean. By lowering a measured rope attached to a 200 kg weight off the edge of the ship, scientists estimated the depth of the ocean. A single reading could take up to 80 minutes for the weight to reach bottom. Taking a depth measurement also necessitated that the Challenger stop moving, and accurate mapping required a precise knowledge of where the ship was in the world, using navigational tools such as sextants. -
Miles Down! Oceanography Through History
MILES DOWN! OCEANOGRAPHY THROUGH HISTORY The history of oceanography is an international story of invention, individual adventure, and exploration that remains little-known. This exhibition presents an historical overview, using timelines, text, photographs, and profiles of oceanographic expeditions and individual scientists from around the world. Image: Colette Kerry From water’s edge, the oceans are as mysterious as the stars. In the 21st century, deep-sea exploration – like space exploration - is no longer a fantastic idea, but a fact of scientific life. How did we move below the surface to study the depths of the sea? This exhibition tells the story of curious humans posing questions about the oceans and developing the tools and technology to move miles down to explore the sea. The oceans that cover 71% of the world’s surface hide complex worlds within their depths. How ocean waters behave, what creatures inhabit the seas, what lies on the ocean floors, what makes up seawater: these are the questions that underlie the scientific study of the oceans - the science of oceanography. Oceanography is the scientific study of the oceans as complex, interrelated systems. It is a mixed science that combines many different approaches to understanding the watery portion of our planet. Physics explores the physical properties of the oceans, the currents and waves. It’s a study of matter and energy and the relation between them. Chemistry is concerned with the properties, composition, and structure of substances in the oceans and the changes they undergo when they combine or react. The geology of the seafloor explores the earth’s history, composition, structure and processes. -
AH197804.Pdf
P "I MAGAZINE OF THE U.S. NAVY -55th YEAR OF PUBLICATION APRIL 1978 NUMBER 735 Features 4 DEPUTYCOMPTROLLER TALKS PAY An Interview with RADMJames R. Ahern 8 MUGS AWAY! Darts have taken over in Sigonella 13 FIRST AMERICAN ARTIST IN ANTARCTICA The works of Arthur E. Beaumont Page 22 22 QUIET PROFESSIONALISM IN A SEA OF HASTE A busy weekend in a naval hospital's emergency room 28 A LOOK AT DIEGO GARCIA Construction and life at the IndianOcean base 32 TO ALL SAILORSWHEREVER YE MAY BE Certificates document one's Navy travels 38 RIVERINE VETS Reservists go over lessons learned in war 44 FOR THE NAVY BUFF More lore on life in the Navy Departments 2 Currents 17 Bearings Pane 28 27 MCPON 36 Grains of Salt 48 BuoyMail Covers Front: One of the works of Navy Combat Artist Arthur E. Beaumont, jirst American artist to execute paintings in Antarctica. See page 13. Left: Gunner's Mate Seaman David Jutz greases the gun barrel chase of one of the two five- inch gun mounts on the destroyer USS Hull (DD 945). Chiefof Naval Operations: Admiral James L. Holloway Ill Staff:LT Bill Ray Chief of Information: Rear Admiral David M. Cooney JOC Dan Guzman Dir. Print Media Div. (NIRA): Lieutenant John Alexander DM1 Ed Markharn Editor: JohnEditor: F. Coleman JOIAtchison Jerry News Editor: Joanne E. Dumene JOI (SS) Pete Sundberg ProductionEditor: Lieutenant ZakemJeff PH 1 TerryMitchell Layout Editor: E. L. Fast JO2 Davida Matthews Art Editor: Michael Tuffli J02 Dan Wheeler Research Editor: Catherine D. FellowsEdwardJenkins Elaine McNeil Page 38 President’s Pay Commission Makes Final Recommendations 0 The President’s Commission on Military Compensation recently decided on its final recommendations to President Carter for the reform of the military pay and benefits system. -
December 2003
December 2003 THE JERSEYMAN To our United States Armed Forces From the volunteers of USS NEW JERSEY (BB-62) Happy Holidays, Happy New Year, and Thank You for your service God Bless America 2 THE JERSEYMAN DECEMBER 2003 HISTORY OF U.S.S. NEW JERSEY ... “TYPHOON COBRA,” DECEMBER 18, 1944 - Thousands of US sailors serving aboard the 130 plus ships of Task Force 38, rode out a terrible storm on December 18, 1944, and it is sadly remembered today as “Typhoon Cobra.” This storm resulted in 3 capsized destroyers, the loss of 790 men, the total destruction of 146 badly needed combat aircraft, and brought crippling dam- age to many ships. Especially hard hit were the CVL’s (Light Aircraft Carriers,) and CVE’s (Escort Carriers.) At the time, USS NEW JERSEY (BB-62) was serving as fleet flagship for Task Force 38, and was under the command of Admiral William “Bull” Halsey. Today, as The Jerseyman commemorates this tragic World War 2 event, we are privileged to include stories of the storm as it was experienced by many of the sailors who were there. During our typhoon research, we were also fortunate to have had contact with Mr. Richard A. Strand, brother of lost USS SPENCE crewman Robert L. Strand. Mr. Strand has compiled an extensive amount of material about his brother’s ship. He graciously shared this information with The Jerseyman, and for many years, has offered his efforts at no cost, to the families of USS SPENCE crewmen. Along with the USS SPENCE’s history, his research contains many operating charts for the ship, and an excerpt from the Presidential Unit Citation (PUC), that USS SPENCE had received as part of Arleigh Burke’s famous “Little Beaver” Destroyer Squadron (DesRon) 23. -
Introduction EXPLORATION and SACRIFICE: the CULTURAL
Introduction EXPLORATION AND SACRIFICE: THE CULTURAL LOGIC OF ARCTIC DISCOVERY Russell A. POTTER Reprinted from The Quest for the Northwest Passage: British Narratives of Arctic Exploration, 1576-1874, edited by Frédéric Regard, © 2013 Pickering & Chatto. The Northwest Passage in nineteenth-century Britain, 1818-1874 Although this collective work can certainly be read as a self-contained book, it may also be considered as a sequel to our first volume, also edited by Frederic Regard, The Quest for the Northwest Passage: Knowledge, Nation, Empire, 1576-1806, published in 2012 by Pickering and Chatto. That volume, dealing with early discovery missions and eighteenth-century innovations (overland expeditions, conducted mainly by men working for the Hudson’s Bay Company), was more historical, insisting in particular on the role of the Northwest Passage in Britain’s imperial project and colonial discourse. As its title indicates, this second volume deals massively with the nineteenth century. This was the period during which the Northwest Passage was finally discovered, and – perhaps more importantly – the period during which the quest reached an unprecedented level of intensity in Britain. In Sir John Barrow’s – the powerful Second Secretary to the Admiralty’s – view of Britain’s military, commercial and spiritual leadership in the world, the Arctic remained indeed the only geographical discovery worthy of the Earth’s most powerful nation. But the Passage had also come to feature an inaccessible ideal, Arctic landscapes and seascapes typifying sublime nature, in particular since Mary Shelley’s novel Frankenstein (1818). And yet, for all the attention lavished on the myth created by Sir John Franklin’s overland expeditions (1819-1822, 1825-18271) and above all by the one which would cost him his life (1845-1847), very little research has been carried out on the extraordinary Arctic frenzy with which the British Admiralty was seized between 1818, in the wake of the end of the Napoleonic wars, and 1859, which may be considered as the year the quest was ended. -
Eric L. Mills H.M.S. CHALLENGER, HALIFAX, and the REVEREND
529 THE DALHOUSIE REVIEW Eric L. Mills H.M.S. CHALLENGER, HALIFAX, AND THE REVEREND DR. HONEYMAN I The arrival of the British corvette Challenger in Halifax on May 9, 18 7~l. was not particularly unusual in itself. But the men on board and the purpose of the voyage were unusual, because the ship as she docked brought oceanography for the first time to Nova Scotia, and in fact was establishing that branch of science as a global, coherent discipline. The arrival of Challenger at Halifax was nearly an accident. At its previous stop, Bermuda, the ship's captain, G.S. Nares, had been warned that his next port of call, New York, was offering high wages and that he could expect many desertions. 1 Course was changed; the United States coast passed b y the port side, and Challenger steamed slowly into the early spring of Halifax Harbour. We reached Halifax on the morning of the 9th. The weather was very fine and perfectly still, w :i th a light mist, and as we steamed up the bay there was a most extraordinary and bewildering display of mirage. The sea and the land and the sky were hopelessly confused; all the objects along the shore drawn up out of all proportion, the white cottages standing out like pillars and light-house!:, and all the low rocky islands loo king as if they were crowned with battlements and towers. Low, hazy islands which had no place on the chart bounded the horizon, and faded away while one was looking at them. -
Shokaku Class, Zuikaku, Soryu, Hiryu
ENGLISH TRANSLATION OF KOJINSHA No.6 ‘WARSHIPS OF THE IMPERIAL JAPANESE NAVY’ SHOKAKU CLASS SORYU HIRYU UNRYU CLASS TAIHO Translators: - Sander Kingsepp Hiroyuki Yamanouchi Yutaka Iwasaki Katsuhiro Uchida Quinn Bracken Translation produced by Allan Parry CONTACT: - [email protected] Special thanks to my good friend Sander Kingsepp for his commitment, support and invaluable translation and editing skills. Thanks also to Jon Parshall for his work on the drafting of this translation. CONTENTS Pages 2 – 68. Translation of Kojinsha publication. Page 69. APPENDIX 1. IJN TAIHO: Tabular Record of Movement" reprinted by permission of the Author, Colonel Robert D. Hackett, USAF (Ret). Copyright 1997-2001. Page 73. APPENDIX 2. IJN aircraft mentioned in the text. By Sander Kingsepp. Page 2. SHOKAKU CLASS The origin of the ships names. Sho-kaku translates as 'Flying Crane'. During the Pacific War, this powerful aircraft carrier and her name became famous throughout the conflict. However, SHOKAKU was actually the third ship given this name which literally means "the crane which floats in the sky" - an appropriate name for an aircraft perhaps, but hardly for the carrier herself! Zui-kaku. In Japan, the crane ('kaku') has been regarded as a lucky bird since ancient times. 'Zui' actually means 'very lucky' or 'auspicious'. ZUIKAKU participated in all major battles except for Midway, being the most active of all IJN carriers. Page 3. 23 August 1941. A near beam photo of SHOKAKU taken at Yokosuka, two weeks after her completion on 8 August. This is one of the few pictures showing her entire length from this side, which was almost 260m. -
Downloaded from Brill.Com10/02/2021 05:58:33AM Via Free Access 62 with Andersen
chapter 3 A Short Human History of the Ocean Floor Håkon With Andersen 1 Introduction It could be argued that representations are the key to understanding human actions. It is our inner picture of the sea floor that makes things happen – what- ever picture that is. The more so since the ocean floor is not directly accessible to us in any way – we depend on representations. So let us start this human history of the ocean floor reminding ourselves that our object of study is not direct accessible and that our impressions of the sea floor is always mediated in one way or another: by different technologies, by science or by literature or cultural traditions. Science came to play an important role in overtaking earlier guesswork and anecdotes about the sea floor. But even scientific views were changing. It suf- fices to remember the ridicule Alfred Wegener (1880–1930) was subjected to with his theory of continental drift from 1912. Not to mention the fascinating story of the cartographer Marie Tharp (1920–2003) and her detailed drawings of the ocean floor that finally contributed to the breakthrough of plate tectonics in the late 1960s and restored Wegener’s ideas. The representations developed afterwards combined with all sort of technological devices have made the ocean floor a place for a great variety of claims and hunt for resources. In this chapter, I will try to establish something that could be called a human history of the sea floor. A place so inaccessible requires other means and ways to figure out the relation between humans and the deep sea. -
Navy and Coast Guard Ships Associated with Service in Vietnam and Exposure to Herbicide Agents
Navy and Coast Guard Ships Associated with Service in Vietnam and Exposure to Herbicide Agents Background This ships list is intended to provide VA regional offices with a resource for determining whether a particular US Navy or Coast Guard Veteran of the Vietnam era is eligible for the presumption of Agent Orange herbicide exposure based on operations of the Veteran’s ship. According to 38 CFR § 3.307(a)(6)(iii), eligibility for the presumption of Agent Orange exposure requires that a Veteran’s military service involved “duty or visitation in the Republic of Vietnam” between January 9, 1962 and May 7, 1975. This includes service within the country of Vietnam itself or aboard a ship that operated on the inland waterways of Vietnam. However, this does not include service aboard a large ocean- going ship that operated only on the offshore waters of Vietnam, unless evidence shows that a Veteran went ashore. Inland waterways include rivers, canals, estuaries, and deltas. They do not include open deep-water bays and harbors such as those at Da Nang Harbor, Qui Nhon Bay Harbor, Nha Trang Harbor, Cam Ranh Bay Harbor, Vung Tau Harbor, or Ganh Rai Bay. These are considered to be part of the offshore waters of Vietnam because of their deep-water anchorage capabilities and open access to the South China Sea. In order to promote consistent application of the term “inland waterways”, VA has determined that Ganh Rai Bay and Qui Nhon Bay Harbor are no longer considered to be inland waterways, but rather are considered open water bays. -
The Atlantic Ocean DAVID ARMITAGE* There Was a Time Before Atlantic
The Atlantic Ocean DAVID ARMITAGE* There was a time before Atlantic history. 200 million years ago, in the early Jurassic, no waters formed either barriers or bridges among what are now the Americas, Europe and Africa. These land-masses formed a single supercontinent of Pangea until tectonic shifts gradually pushed them apart. The movement continues to this day, as the Atlantic basin expands at about the same rate that the Pacific’s contracts: roughly two centimetres a year. The Atlantic Ocean, at an average of about 4000 kilometres wide and 4 kilometres deep, is not as broad or profound as the Pacific, the Earth’s largest ocean by far, although its multi-continental shoreline is greater than that of the Pacific and Indian Oceans combined.1 The Atlantic is now but a suburb of the world ocean. Despite the best efforts of international organizations to demarcate it precisely,2 the Atlantic is inextricably part of world history, over geological time as well as on a human scale. There was Atlantic history long before there were Atlantic historians. There were histories around the Atlantic, along its shores and within its coastal waters. There were histories in the Atlantic, on its islands and over its open seas. And there were histories across the Atlantic, beginning with the Norse voyages in the eleventh century and then becoming repeatable and regular in both directions from the early sixteenth century onwards, long after the Indian and Pacific Oceans had become so widely navigable.3 For almost five centuries, these memories and experiences comprised the history of many Atlantics—north and south, eastern and western; Amerindian and African;4 enslaved and * Forthcoming in David Armitage, Alison Bashford and Sujit Sivasundaram, eds., Oceanic Histories (Cambridge, 2017). -
USS BRADLEY ASSOCIATION NEWSLETTER Vol
USS BRADLEY ASSOCIATION NEWSLETTER Vol. 2 – No. 3 Spring 2003 Bruce Gottsch (71-75) – Newsletter Editor USS BRADLEY ASSOCIATION REUNION, October 7-10, 2004, Hanalei Hotel Headquarters, San Diego, California. Be There! You need to be registered with the association to receive reunion mailings. E-mail/call me at: [email protected] or (845) 634-3993 HAVE YOU RECEIVED YOUR REUNION MAILING? EVERY REGISTERED MEMBER SHOULD HAVE RECEIVED A MAILING FROM ML&RS, EXPLAINING PROGRESS TO DATE AND INSTRUCTING EVERYONE TO COMPLETE THE QUESTIONNAIRE. ML&RS WILL PUBLISH A BOOK: SENTIMENTAL JOURNAL BASED UPON THE DATA RECEIVED FROM ALL OF US. IT WILL BE AVAILABLE AT THE REUNION. USS BRADLEY’S HERO NAMESAKE USS BRADLEY was the second ship of the Garcia Class of frigates. Her keel was laid on 17 January 1963 at the San Francisco Yard of the Bethlehem Steel Company. She was launched on 26 March 1964 and place in commission on 15 May 1965. She was the first ship of the Navy to bear the name of Captain Willis W. Bradley, Jr., USN. Willis Winter Bradley, Jr. was born in Ransomville, New York, on June 28, 1884, son of Willis Winter and Sarah Anne (Johnson) Bradley. He attended the Archibald Business College and Curtis Commerce College in Minneapolis, Minnesota, and Hamlin University (Preparatory Department), in St. Paul, Minnesota, before his appointment to the U.S. Naval Academy, Maryland, from North Dakota in 1903. As a Midshipman he was a member of the Crew for three years, its Captain in 1906. He was graduated on September 12, 1906, with the first section of the Class of 1907; served the two years at sea then required by law, on the USS VIRGINIA; and was commissioned Ensign in the U.S. -
GUADALCANAL—PACIFIC HINGE-PIN RILE Events Moved Towards a Clash at the Southern End of the Key Island Chain, Similar Moves At
CHAPTER 5 GUADALCANAL—PACIFIC HINGE-PIN RILE events moved towards a clash at the southern end of the key W island chain, similar moves at the northern end—in the Bismarc k Archipelago and New Guinea—laid the future 's foundations there. The Japanese stronghold at Rabaul, with the subsidiary bases at Lae, Salamaua , Gasmata, Kavieng, Finschhafen, Buka, Faisi, Lorengau and Kieta, were a constant and growing threat to Allied communications and to Australia's northern defences . At this period Rabaul, headquarters of 8th Base Force , which was responsible for the defence of the area, was the only majo r Japanese command of land-based air forces maintaining heavy and con- tinuous air action against the enemy . Here the 25th Air Flotilla, under the command of Rear-Admiral Yamada, concentrated its full strength agains t Port Moresby in frequent attacks, usually with heavy formations of 27 o r more bombers escorted by an equal number of Zero fighters .' The expansion of existing Allied aerodrome facilities was considere d the best method of countering this threat . To an extent the Japanese were at a disadvantage in that Truk, their nearest base to Rabaul, was sea - separated from them by some 700 miles, and their home bases were mor e than three times that distance away . All supplies and reinforcements , including fighter aircraft, were of necessity seaborne, and replacement s took from two to three weeks . Australia could reinforce New Guinea more rapidly, and her seaborne communications (Townsville to Milne Bay o r Moresby approximately 600 miles) could be under good air protectio n after the provision of suitable airfields .