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SEP 1 8 1975
BEFORE IT DISAPPEARS— Kindergarten students in Newport
News, Va., get their first close-up look at a railroad locomotive at Ft.
Eustis, Va., before the mighty iron horse disappears from their fu-
ture. Sergeant John A. Dinkins, locomotive engineer with the First
Rail Detachment at the Army Transportation Center, shows these
four youngsters how to blow the engine horn. Later, while another
100 of their peers rode the train behind, he showed them how to
drive the locomotive around the Ft. Eustis track. The children are
from the Title I education program for underprivileged children con-
ducted at Newsone Park Elementary School. Ft. Eustis is the only
Army installation in the United States where military rail personnel
actually operate a railroad. Throughout the year, when possible as
part of normal operations, First Rail gives students of the Virginia
Peninsula railroad tours of the Army post.
SEPTEMBER 1975
Vol VI
No. 9
craDLOo
The Official Magazine of
MILITARY TRAFFIC MANAGEMENT COMMAND
MG H. R. Del Mar, USA
Commander, MTMC
BG George M. Wentsch, USAF
Vice Commander
CAPT C. M. Smith, SC, USN
Deputy Commander
COL R. A. Cramer, Jr., USA
Chief of Staff
* * •
BG Orvil C. Metheny, USA
Commander, Western Area
BG Franklin ). Glunn, USA
Commander, Eastern Area
Richard K. Hutson
Director, Transportation
Engineering Agency
* * *
MAJ Richard O. Hahn, USA
Public Affairs Officer
Patricia A. Thomasson
Editor
Robert M. Price
Assistant Editor
Larry Krogh
Eastern Area Editor
Samuel H. Oakley
Western Area Editor
* * •
Office of Public Affairs
Graphics Support
Director of Communications-
Electronics
Photographic Support
• * •
FEATURES
AROUND THE WORLD IN 175 DAYS
Harold L. Craven 2
A SPECIAL REPORT
Translog Staff 14
SERVICE THAT REALLY MOVES
Lieutenant Colonel Bennett E. Greenfield, USA 15
AHEAD OF HIS TIME
Michel Scott 17
THE LIVING STONES
Debbie Dunstan 20
DEPARTMENTS
TO's Hotline 9
TRANSLOG is published monthly by the Military Traffic Management Command [MTMC], a single-manager
transportation agency under the Secretary of the Army. Its purpose is to provide timely and authoritative in-
formation on policies, plans, operations and technical developments in the Defense Transportation field.
Readers are encouraged to submit articles, featurettes, photographs and art work. Opinions expressed by
contributors do not necessarily reflect the official viewpoint of the Department of the Army or MTMC
Address contributions and correspondence to: Editor, TRANSLOG, MTMC, Washington, DC. 20315. Army
distribution is based on requirements submitted on DA Form 12-5 to U.S. Army AG Publications Center,
2800 Eastern Boulevard, Baltimore, Md. 21220. Individual subscriptions: $9.85 annually to domestic or
APO addresses, $12.35 to foreign addresses through the Superintendent of Documents, Government Print-
ing Office, Washington, DC. 20402 Single copy 90c. Unless otherwise indicated, material may be reprinted
provided credit is given to TRANSLOG and the author. Use of funds for this publication approved by Head-
quarters, Department of the Army, 10 November 1972.
1
Around the World in 1 75 Days
by Harold L. Craven
This article was reprinted courtesy
of AIRMAN magazine, where it
first appeared.
Translog
o,
•
N THE MORNING of April 6, 1924, the
World Flight Squadron of the Army Air Service
set out from Seattle, Washington, to attempt
the first around-the-world flight. There were
eight aviators — each with a rabbit's foot as a
good luck charm — and four open-cockpit bi-
planes. None of the specially-built Douglas
World Cruiser airplanes carried parachutes or
life preservers.
The aviators had attempted to depart on the
previous day, but the flight commander, Maj.
Frederick L. Martin, had damaged the propell-
er and one pontoon of the flagship Seattle on
his takeoff run. After a day's delay for repairs
a new start had been made and the Seattle,
Chicago and New Orleans were airborne. The
Boston, too heavily loaded to get off the water,
was delayed 40 minutes while its occupants
discarded their rifles, extra boots, personal ef-
fects, and other cargo.
As the Seattle, Chicago, and New Orleans
headed toward Prince Rupert, British Colum-
bia, 1st Lt. Leslie P. Arnold, flying as mechanic
in the Chicago, began recording his impress-
ions in a huge notebook:
"As I look down on Lake Washington and
Seattle and see them growing smaller and
smaller behind us, I keep wondering what the
people in the streets are thinking... I wonder
how many of us will get all the way around...
"Visibility is only fair this morning, but
above the haze that half veils the earth the sum-
mit of Rainier stands out as clear as crystal.
No wonder the Indians call it Tahuma, the
mountain that is God. I saw Lowell (1st Lt.
Lowell P. Smith, Chicago's pilot ) glance back
over his shoulder at it several times, and I'm
sure the memory of its grandeur will inspire us
all the way around the world. This undertaking
somehow makes you feel the presence of the
Ruler of the Universe as you have never felt it
before. "
Enroute to Prince Rupert the airmen en-
countered rain, sleet, hail, fog, and snow. On
one occasion they came out of a fog bank at
wave-top height and narrowly missed an excur-
sion boat. When the three planes reached
Prince Rupert in a driving snowstorm the Chi-
cago and New Orleans landed without damage.
Major Martin, temporarily blinded by the snow,
sideslipped the Seattle into the water from a
height of 30 feet, breaking the outer struts and
snapping three vertical wires. Martin's mech-
anic, Staff Sergeant Alva L. Harvey, climbed
out of the cockpit with a cry of disgust and
tossed his "lucky" rabbit's foot into the water.
A few minutes later all six men went ashore
where they were met, according to Arnold's
diary, by the mayor who "stood there in the
snow looking like Santa Claus."
"Gentlemen," said the mayor, "you have ar-
rived on the worst day in ten years."
The Boston, carrying 1st Lt. Leigh Wade,
pilot, and Staff Sergeant Henry H. Ogden,
mechanic, landed at Prince Rupert 35 minutes
behind the others. On the morning of April 10,
after the Seattle had been repaired at a local
shipyard, the world fliers took off in the rain
for Sitka, Alaska. They reached Seward three
days later.
Trouble continued to plague the Seattle. On
April 15 the other planes flew to Chignik, with-
out incident, but Martin and Harvey were
forced down at Kanatak due to an oil leak.
The crews of the Chicago, Boston, and New
Orleans rested one day at Chignik, then pro-
ceeded to Dutch Harbor where the Boston's en-
gine was changed and the aviators awaited the
arrival of their flagship. Dutch Harbor was one
of several locations along the route where sup-
ply depots had been established for the World
Flight Squadron. Because several nations were
attempting to be first to make an around the
world flight, elaborate preparations had been
made to assure the success of the American
attempt. British, French, Italian, and Port-
uguese pilots had already entered the race.
Back at Kanatak the ill-fated Seattle was de-
layed by maintenance and weather until April
25, then flown to Chignik. Enroute from Chig-
nik to Dutch Harbor, the Seattle was
demolished. Martin flew it into a mountain top
in a heavy fog. Martin crawled out of the
wreckage with minor face injuries. Harvey sur-
vived the crash without a scratch.
Gathering together as many items as they
could carry, including emergency rations, the
two men headed south on foot. Fog and snow
blended into a white confusion that resulted
in their arrival back at the wreckage two hours
later. The first night they slept in the baggage
compartment, cold, crowded and uncomfort-
able, then they built a snow shelter. After wait-
ing two days for the fog to lift they set out in
spite of it on a trek to the coast. On May 5
they reached an uninhabited cabin and found
a small cache of food. They rested there until
September 1975
Above right: One of the four world
cruisers and Cutter "Haida" at
Atka, Alaska, May 5, 1924. Top:
Commandant De Lavergne, French
Air Attache (left ), starting on 5400
mile transcontinental flight with
Lieutenant Gish piloting. Above:
Captain St. Clair Streett, Logistics
officer who set up advanced supply
bases for the historic flight.
May 10, then traveled 25 miles, on foot and by
canoe, to Port Moller where they radioed
Washington.
A week earlier, on orders from Maj. Gen.
Mason M. Patrick, Chief of Air Service, the Chi-
cago, Boston, and New Orleans had resumed
the flight under command of Lieutenant
Smith. They flew to Atka, where they were
weathered in for six days, then pushed on to
Attu.
From Attu the airmen flew to an American
ship anchored near Soviet-controlled Koman-
dorski Island and took on fuel for their flight
to Japan's Kurile Islands. Because weather
conditions made immediate continuation of
the flight impracticable the fliers decided to re-
main alongside the ship overnight. Russian
authorities boarded the ship to determine their
mission, then sent a radio message to the Sov-
iet government asking permission to invite the
Americans ashore. Next morning, as the world
fliers prepared to continue their flight, an
answer was received, requesting their immed-
iate departure.
Plagued by snowstorms and fog the airmen
flew to the Kurile Islands where hundreds of
Japanese civilians greeted them. At Hitokappu
a delegation of children surrounded them and
Translog
sang the American and Japanese national an-
thems.
Dense fog prevented their departure until
May 22 when they took off for Minato, Japan.
They replaced engines on all the planes at
Kasumigaura and were guests of honor at nu-
merous official functions between May 7 and
June 4. In Tokyo Col. L. E. Broome, advance
officer for Maj. Stuart MacLaren, British world
flier, informed the Americans that MacLaren
had crashed in Burma. He had survived the
crash without injury to himself, but his air-
plane was beyond repair. Despite the fact that
the English pilot was a competitor, Lieutenant
Smith, on his own initiative, made
arrangements for the U.S Navy to transport a
replacement aircraft to him.
The Japanese showered the Americans with
flowers, paintings, and other gifts. On one oc-
casion special tribute was paid to the pilots but
not to their assistants. Smith promptly asked
that the others be accorded equal honors, ex-
plaining that the mechanics were as import-
ant as the pilots.
"This was mighty decent of Lowell," Arnold
wrote in his diary, "and we all appreciated it,
but none more so than Ogden who had been a
sergeant up to now. Lowell cabled Washington
and asked General Patrick to make Hank a
lieutenant like the rest of us. So from here on
we were all lieutenants."
On June 4 the New Orleans and Boston
crossed the China Sea to Shanghai in fair wea-
ther. It was the first entire day of good flying
weather the world fliers had encountered. The
Chicago, having had difficulty taking off, fol-
lowed on June 5 under less favorable condi-
tions. In Shanghai the Americans dined on
shark fins, hundred-year-old eggs, and bird's
nest soup as guests of Chinese aviation lead-
ers.
While flying from Shanghai to Tchinkoen Bay
the aviators met the French world flier, Capt.
Peltier D'Oisy, who was flying a replacement
airplane, having lost his original in a crash
near Shanghai. D'Oisy terminated his world
flight attempt in Japan a few days later.
Enroute from Amoy to Hong Kong on June
8 the Americans flew through a small typhoon.
On June 10 they continued to Haiphong in per-
fect weather. There they learned that two Port-
uguese aviators, also trying to fly around the
world, had crashed in Burma, but were now
continuing their flight in an airplane they had
obtained from the British Royal Air Force.
The Chicago was forced down between Hai-
phong and Tourane, its Liberty engine damag-
ed beyond repair as a result of a water leak. The
Boston and New Orleans waited at Tourane
while a Navy destroyer rushed a new engine to
the Chicago. When the planes were reunited
the World Flight Squadron moved on to Kam-
ponsong Bay, French Indo China, then to Bang-
kok, Siam, and Tavoy, Burma.
While making takeoff runs at Tavoy on June
20 the Chicago got into the air safely, but the
Boston and the New Orleans were damaged by
rough seas. The Boston continued its flight to
Rangoon despite broken vertical wires, but the
crew of the New Orleans, 1st Lt. Erik Nelson,
pilot, and 2nd Lt. John Harding Jr., mainten-
ance officer, elected to remain behind and
make repairs. They rejoined the others later at
Rangoon.
On the morning of June 25 the three Ameri-
can planes passed over the British world flyer,
MacLaren, between Rangoon and Akyab. Mac-
Laren had taken refuge in a protected harbor
to await the passing of the typhoon season. He
had decided to take no unnecessary chances
with the airplane delivered to him by the
American Navy.
September 1975
Translog
Anxious to get out of the typhoon belt as
quickly as possible, the American aviators left
Akyab in a heavy rainstorm on June 26 and
passed through a number of small storms be-
fore reaching Chittagon, Burma, at 9:40 a.m.
They refueled alongside the destroyer Preston
and departed at noon for Calcutta, India, the
approximate half-way mark on their global
flight.
At Calcutta wheels were substituted for
floats, engines were changed, and wings were
replaced. Before the planes departed for Alla-
habad, Associated Press reporter Linton Wells
hid in the Boston's cargo compartment. When
Smith discovered the stowaway at Allahabad
he put him to work carrying gasoline cans,
then cabled General Patrick for permission to
take him along as an extra passenger. No ans-
wer was received, so on the theory that silence
gives consent, Wells was allowed to share
Ogden's cockpit on the flight to Umballa on
July 2. How much further Wells journeyed with
the world fliers was not disclosed in Lieuten-
ant Smith's official report to General Patrick
following the flight. For that matter, Smith neg-
lected to mention that Wells had ever been a-
board the Boston.
The world fliers arrived at Karachi, on India's
western border, on Independence Day. Engines
were changed there and three days later the
flight continued along the rugged coastline to
Chahbar and Bandar Abbas in Persia. On July
8 they landed at Baghdad in Mesopotamia.
They followed the Euphrates River to Allepo,
Syria, on July 9, then reached Constantinople,
Turkey, on the following day. After three days
rest they moved on to Bucharest, Rumania;
Budapest, Hungary; and Vienna, Austria.
On the morning of July 14, Bastile Day in
France, the fliers set out for Paris, hoping to
get there in time to join the holiday
celebrations. Thirty minutes out of Vienna they
encountered rain and low hanging clouds.
Top left: Major F. L. Martin and Sergeant
Alva Harvey just after their arrival at Port
Moller after being lost for ten days, when
their plane crashed on the flight. Bottom
left: President Coolidge (third from left ),
Secretary of War Weeks (immediate right
of Coolidge ) and the round-the-world fli-
ers in front of the "Chicago" at Boiling
Field. Top: The planes try their water
wings at Seward, Alaska. Left: The chris-
tening at Seattle, Washington.
September 1975
Flying below the clouds they followed the Dan-
ube past Linz, Austria, then took a winding
course through mountain passes past Munich,
Germany, and finally landed at a small flying
field at Strasbourg, France. The planes were
refueled quickly and put back on a heading to-
ward Paris.
The Americans had looked forward to their
visit to Paris as an opportunity to see the city
and have a good time. They arrived in Paris tired
and sleepy, wanting nothing more than a good
night of rest. Instead they attended recept-
ions, met countless officials, participated in a
radio broadcast, gave press interviews, and
signed hundreds of autographs. Finally, when
it appeared they could go to bed, an assist-
ant cabinet member insisted on taking them to
the Folies Bergeres. After falling asleep several
times during the performance they gave up and
went to their hotel. There one of the aviators
put this notice on his door:
PLEASE DO NOT WAKE US UNTIL NINE TO-
MORROW MORNING UNLESS THE HOTEL IS
ON FIRE, AND NOT THEN UNLESS THE FIRE-
MEN HAVE GIVEN UP ALL HOPE.
On July 15 the airmen put a wreath on the
Tomb of the Unknown Soldier, dined with Gen-
eral John J. Pershing, and met Olympic dele-
gates and athletes from all over the world.
They were offered the Legion of Honor by
France's President Doumergue. Because they
had not received special consent from Cong-
ress to accept foreign decorations they de-
clined with thanks, and President Doumergue
gave them autographed pictures of himself in-
stead.
The three American airplanes arrived at Lon-
don on July 16, escorted by a Pathe News cam-
era plane and a large French passenger air-
craft. There Britain's First Lord of the
Admiralty, in recognition of the assistance the
world fliers had given the English aviator Mac-
Con tinued on page 13
President Coolidge and First
Lieutenant Lowell P. Smith,
Chicago's Pilot.
Translog
PERSONAL PROPERTY
ALLOCATION OF TONNAGE TO CARRIERS UNDER CF/AC
Carriers under Common Financial /Administration Control (CF/AC) will be
treated as individual carriers on the Traffic Distribution Record (TDR). Tonnage
awarded to one carrier under CF/AC will not - repeat - will not be charged to other
carriers in the same CF/AC group. (Interim change to DOD 4500. 34R 181, DTG
281220Z Jul 75.)
REPORT ON CARRIER PERFORMANCE
Many of you are continuing to forward DD Form 1781 (Report on Carrier
Performance) to HQ, MTMC ADP Operations Division, ATTN: Production and
Quality Control, Washington, D.C. 20315. Interim Change 162 to the PPTMR, dated
28 January 1975, changed the procedures for handling the DD Form 1781 and
MTMC- PPM message, 061235Z May 75, further clarified the procedure. There is no
longer a requirement for you or members to mail a copy of DD Form 1781 to HQ
MTMC. Please ensure that members are counseled accordingly.
CARRIER NOTIFICATION OF SHIPMENT REFUSAL.
Information received from the field indicates that some agents will, on
occasion, arbitrarily refuse shipments without the carrier's knowledge. This can
create a situation where punitive action is taken against a carrier as a result of a
continuous pattern of refusals without the carrier having prior knowledge of the
existence of the problem. When a pattern of refusals develops with an agent, you
are strongly urged to call or write the home office of the carrier and factually
outline the problem. If refusals continue, then punitive action may be in order.
September 1975 9
OKINAWA TRIAL
You are reminded that Codes 4 or 5 shipments between CONUS and Okinawa
will be made in accordance with the special instructions mailed to all ITOs in
CONUS and Okinawa on October 23, 1974. Further, remember that Codes 4 or 5
rates in the MTMC Rate Printout will not be used for shipments between CONUS
and Okinawa during the Okinawa Trial period. Only manual rate tenders are
applicable. This information was contained in MTMC-PPC message 061728Z
December 1974.
PASSENGER
MEAL TICKET RATES INCREASED
Maximum meal ticket rates were increased effective July 1 and the separate
rates previously authorized for meals obtained on carrier equipment and in rest-
aurants will no longer apply. The increased maximum rates will be $2.50, $4.00
and $5.50 for morning, noon and evening meals, respectively, and will be appli-
cable wherever meals are obtained. The increases will be reflected in Joint Travel
Regulations, Volume I, Change 269, and in a forthcoming amendment to Para-
graph 317010 of the MTMR.
CANCELLATION CHARGES GOING UP
Effective September 2, cancellation charges for most charter buses will be
increased from $25 to $50. The minimum notification to avoid this charge will be
seven hours instead of three. Some carriers will assess the full charges that would
have been applicable to the charter movement unless notified 72 hours prior to dis-
patch time.
USE GTRs FOR TRANSPORT OF HUMAN REMAINS
To enhance the dignity and respect accorded the deceased, paragraph 30901 5 of
the MTMR has been revised to eliminate the GBL connotation of the movement of
human remains as cargo. Always use GTRs when procuring transportation for
human remains.
PROPER COUNSELING CAN REDUCE TELEPHONE CALLS
There has been an increase in the number of collect telephone calls from in-
dividuals and group leaders moving within the transportation system to the HQ
MTMC Staff Duty Officer when no assistance was really required. Chapter 304012
of the MTMR (AR 55-355) provides guidance to the origin transportation officer
1q Translog
with respect to counseling the group leader or individual prior to commencement
of travel and provides specific actions to be taken in the event of unusual delays.
Advise travelers that they should call HQ MTMC to report delays in transportation
schedules only in these instances:
a. When carriers fail to provide suitable alternate transportation;
b. When delays will affect supplemental transportation;
c. When delays will adversely impact on mission accomplishment.
FREIGHT
REQUESTS FOR NEW SPLCs AND SCACs
Paragraph 214016 of the MTMR prescribes that Standard Point Location Codes
(SPLCs) and Standard Carrier Alpha Codes (SCACs) will be shown on the GBL as
published in the SPLC and SCAC Directories. That same paragraph also requires
that requests for additions, revisions, or deletions to the published codes will be
forwarded to the Commander, MTMC, ATTN: MTMC-SYC, Washington, D.C.
20315. When you request the assignment of a SPLC, information must be
submitted as required in Item 7 (A through E) of the SPLC Directory. A sample
copy of the SPLC Assignment Request form is furnished at the end of the Directory
for your convenience. When requesting the assignment of a SCAC, the carrier's full
corporate name, address, and operating certificate number (ICC, PUC, FMC, or
FAA number, as appropriate) will be furnished. Your strict compliance with these
requirements will expedite development and publication of the requested code.
PROPER DESCRIPTIONS OF SHIPMENTS
Primarily as a result of oversight, incomplete or incorrect descriptions of ship-
ments keep showing up on GBLs resulting in increased transportation costs. Para-
graph 211004 of the MTMR emphasizes the necessity for determining the proper
description of shipments. You should take whatever action is necessary to
minimize this problem.
SYSTEMS
ADDRESS INDICATOR GROUP ESTABLISHED
Address Indicator Group (AIG) 7516 was established by MTMC-SYM message
282011Z July 1975 to expedite the dissemination of interim changes and to provide
guidance relating to MILSTAMP application. Thanks to the AIG, messages may
now be sent directly to over 700 MILSTAMP addressees throughout the world
without recourse to the time consuming process involved in repeated retrans-
mittals through subordinate headquarters to the user level.
September 1975 11
INTERNATIONAL
SHIPMENT OF POVs TO ITALY
You should advise all military and civilian personnel assigned to Rome, Italy,
APO 09794 or areas south of Rome, and authorized the shipment of a POV, that
KF1 , Naples, is the proper port of discharge for such POVs. For members sta-
tioned in Italy north of Rome, the POVs should be loaded /manifested for discharge
at KF3, Leghorn.
Vehicle registration and the issuance of license plates for POV owners stationed
north of Rome is accomplished at the US military headquarters (Aviano, Vicenza or
Leghorn) having jurisdiction over the area where the member is stationed. This
same service is performed at Naples for members stationed in Rome and south of
Rome with the exception of the USAF base at San Vito Dei Normanni (Brindisi)
which takes care of members stationed in that area.
For all personnel, the initial customs clearance is performed at the port of initial
discharge in Italy and later the Italian vehicle permit (trittico) is obtained at the
member's duty station.
TRANSPORTATION ENGINEERING
LOADING ASSISTANCE AVAILABLE
Responsible loading personnel are requested to notify LTC Ingman or Mr.
Harden, HQ MTMC, MTMC-SA, AUTOVON 289-1771/1777, when questions
concerning structural integrity of cargo cannot be ascertained locally. A request
for help may prevent disaster. Recently, a shipment of loaded weapons system
containers was severely damaged because it was improperly stacked aboard ship.
The container legs were designed to collapse and cushion the contents against
shock if the container were dropped. This design precluded stacking of the con-
tainers for ocean movement and warnings to this effect were noted on trans-
portability drawings. Unfortunately, these warnings were not marked on the
containers. They were stacked two-high and collapsed under the loads imposed
during transit. If you or your loading personnel will be alert to possible stacking
limitations and direct questions to the persons named above, similar catastrophies
can be prevented. If additional markings are needed, action will be taken to have
developers and/or shippers comply.
12 Translog
Around the World
Continued from page 8
Laren, offered to put the British fleet at Lieu-
tenant Smith's disposal for patrolling the North
Atlantic. The U.S. Navy, however, had already
been delegated that duty.
At Brough, England, engines were changed
again and wheel landing gears were replaced
with floats. The three planes flew to Kirkwall,
Orkney Islands, through rain and fog on July
30.
On August 2 the World Flight Squadron de-
parted for Iceland. Ten minutes after takeoff
they encountered a fog bank too high to climb
over and too close to the water to fly under. The
pilots flew into it in close formation, hoping to
maintain visual contact with one another. The
New Orleans got caught in the propwash of one
of the other planes and fell into a spin. Its pilot,
Lieutenant Nelson, made a recovery and came
out in the clear a few feet above the water. He
continued his flight to Homafjord, Iceland, un-
hampered by fog.
The Chicago and Boston crews, meanwhile,
had returned to Kirkwall with word of the New
Orleans disappearance, and surface vessels
were dispatched to search for Nelson and his
companion.
On August 3, after learning that the New
Orleans had reached Iceland safely, the crews
of the Chicago and the Boston again departed
Kirkwall. Ninety minutes later the Boston lost
its oil pressure and Lieutenant Wade landed
roughly, nearly wrapping the left pontoon
around the lower wing. Smith and Arnold
buzzed the crippled plane but Wade and Ogden
waved them off. The Chicago crew headed full
throttle for the destroyer Billingsby, 100 miles
away near the Faroe Islands. A message
dropped on the Billingsby was relayed by radio
to other ships, and soon several vessels were
on their way to the crippled airplane.
The British trawler Rugby-Ramsey got there
first, followed by the Billingsby and the Rich-
mond. In trying to haul the Boston aboard the
Richmond the lifting tackle gave way,
damaging the aiprlane beyond repair.
Italian world flier Locatelli joined the remain-
ing U.S. fliers on August 16 at Hornafjord. He
had made no advance preparation for crossing
the Atlantic, but was relying on supplies left
over by the Americans. According to an agree-
ment between the U.S. and Italian
governments, Locatelli was to remain one base
behind the Americans. At Lieutenant Smith's
request, however, General Patrick radioed per-
mission for the Italian to fly with, rather than
behind, the U.S. aviators. Enroute to Fredricks-
dal, Greenland, on August 18, Locatelli's fast
Dornier seaplane outdistanced the American
machines. At Fredricksdal the Americans learn-
ed that he had gone down in the Atlantic.
Locatelli was rescued later, but his plane was
a total loss.
The world fliers flew to Ivigtut, Greenland,
through rain and snow, on August 24, and to
Icy Tickle Bay, near Indian Harbor, Nova Scotia,
on the following day. There Wade and Ogden
rejoined the flight in a new airplane, the Boston
II that General Patrick had sent them so they
could continue the world flight with their fellow
officers.
After some difficulty with the Boston II the
airmen flew to Mere Point, Maine, on Septem-
ber 5, then to Boston on the following day.
There each received a huge silk American flag,
sabres, Paul Revere silver bowls, silver wings,
watches and flowers. New York rolled out its
best red carpet for the fliers on September 8
and on the following day President Coolidge
and his entire Cabinet were on hand to greet
them at Boiling Field near Washington, D.C.
On September 13, accompanied by a fleet
of escort planes, the World Flight Squadron
continued on its way to Seattle, official begin-
ning and ending point of the global flight. They
landed at 14 cities along the route and were
greeted as conquering heroes in each. Upon
landing at Seattle they were informed that an
elaborate reception, which would probably last
three days, awaited them.
From the time they first arrived back on the
American continent, the world fliers were de-
luged with congratulatory messages. Among
them was this one from General Patrick:
"There is one way in which we may well imi-
tate the great explorers and discoverers of the
past. Without exception these daring men, at
the end of their voyage or expedition, drew
apart, knelt in prayer, and thanked God for the
privilege which had been bestowed upon them.
All of us now, with bowed head and humble
heart, offer up our thanks to the all wise Creator
that this little band we sent into the West has
come back to us safely out of the East, having
been the first of all the generations of men to
circumnavigate this terrestrial sphere by air."
September 1975
13
rF YOU DEAL with international air shipments and foreign
flag air carriers, you need to know about the International Air
Transportation Fair Competition Practices Act of 1974. Re-
cently signed into law by President Ford, the Act contains a
provision which severely restricts the use of foreign flag air
carriers.
Guidelines for the implementation of this provision, Section
5 of the Act, have been published by Elmer B. Staats, U.S.
Comptroller General. According to Staats, Section 5 requires
that, in the absence of satisfactory proof of necessity, expend-
iture of appropriated funds for Government financed com-
mercial foreign air transportation by other than U.S. flag air
carriers (those holding certificates under section 401 of the
Federal Aviation Act of 1958) will be dissallowed.
U.S. flag air carriers must be used if the service provided by
them is available. Passenger or freight service by these car-
riers is considered available even though comparable service
by a foreign flag air carrier costs less, can be paid for in ex-
cess foreign currency, is preferred by the agency or traveler,
or is more convenient for the agency or traveler. U.S. flag air
carrier service will be considered "unavailable" only:
•when the traveler, while en route, has to wait six hours or
more to transfer to a U.S. flag carrier to proceed to the intend-
ed destination, or
Use Of Foreign Flag Air Carriers Restricted
•when any flight by a U.S. flag carrier is interrupted by a
stop anticipated to be six hours or more for refueling, re-
loading, repairs, etc., and no other flight by a U.S. flag carrier
is available during the six hour period, or
• when U.S. flag carrier service will take 12 or more hours
longer from the origin to the destination airports to accomp-
lish the agency's mission than would foreign flag service.
If any one or all of these situations occur and a traveler goes
by foreign flag air carrier, the Comptroller General will still
dissallow payment unless there is attached to the appropriate
voucher a certificate or memorandum adequately explaining
why U.S. flag service was not used.
International air freight forwarders engaged in foreign air
transportation may be used for Government financed move-
ments of property, but the rule stated in Section 5 still applies
to the use of underlying air carriers. In order for bills sub-
mitted by the air freight forwarders to be paid on presentation ,
carriers must submit with their bills a copy of the airway bill
or manifest showing the underlying air carriers used. If foreign
flag air carriers are among those listed, certificates or memor-
anda justifying their use must be included.
Translog
"OUR SERVICE WILL really
move you". That's not their offi-
cial motto, but it fits this most
unique unit to a T\ The move-
ment control battalion of the 2nd
Transportation Group is respon-
sible for whatever DOD traffic
moves into, thru, and out of the
Republic of Korea. They clear in
the mail from home... and they
take out the return mail; the PX,
clothing sales store and supply
rooms can thank the 25th for
getting their stock to them. The
transportation of the food eaten
at the mess hall, or taken home
from the commissary, was de-
livered by the 25th. And for any-
one stationed at one of the doz-
ens of air defense or radio-relay
mountain-top sites throughout
Korea, their water and fuel will
be there too... courtesy of the
Transportation Center.
The mission of this all-encom-
passing outfit is to perform total
traffic management service for
the Eighth U.S. Army, for U.S.
Force Korea, and for most other
DOD agencies requiring the
movement of passengers and
cargo. Included in their mission
is the planning, arranging and
monitoring of all logistical and
tactical convoys in the southern
half of the Republic.
The Headquarters of the 25th
is located in downtown Seoul,
adjacent to the country's histor-
ic and picturesque Main Railway
Station. The unit is one of the
very few U.S. activities situated
off the large Yongsan military
base in the city. Flying side by
side over the headquarters are
the flags of the United States,
the United Nations, and the Re-
public of Korea. This little piece
of real estate in the heart of the
six million populated capital city
is a familiar sight, not only to
the thousands upon thousands
SERVICE
THAT
REALLY
MOVES
LTC Bennett E. Greenfield, USA
of Koreans who pass by the
headquarters in their daily com-
muting, but to the countless US,
UN, and other 'foreigners' who
enter it's doors to do business
with the 25th.
The interface between the cus-
tomer and the 25th is at the
Transportation Movement Office
(TMO) level. The 14 field TMOs
are located throughout Korea,
from the DMZ in the north to the
Port of Pusan in the south. You
won't find them on a base or
military installation; look for the
nearest Korean National Railway
office, and close by will be
the TMO. These pint-size in-
stallation. Transportation Of-
fices are normally staffed by two
or three NCOs, whose office
doubles as their quarters, and
Transportation Movement Office
NCOIC inspecting one of the 364 rail
cars belonging to the Batallion.
September 1975
two or three Korean National
employees. As rail is the lowest
cost transport mode, this is the
way much of the 25th's cargo
moves. Not only are their mis-
sion and geographies diverse, so
is their property book. The unit
has it's own fleet of rail cars—
364 to be exact,— consisting of
POL tank cars, box cars, and
heavy-duty flat cars, with a re-
placement value of over $23 mil-
lion. The TMO manages all non-
unit transportation in it's geo-
graphic areas. In addition, it
must keep tabs on the rail cars
and CON EX containers that
transit thru. Over 5,400 CONEXs
are controlled by the 25th Trans-
portation Battalion through its
Military Container Control Acti-
vity, Korea.
Employing the full range of
transportation principles, the
unit provides transportation by
using its own rolling stock, by
committing the truck assets of
the 69th Transportation Battal-
ion (Medium Truck), or by con-
tracting with Korean trucking
firms. Contracted transportation
is normally used in the haul of
POL, potable water, reefer cargo,
and sea-van containers. About
58% of the cargo entering the
country is containerized, and the
25th takes it from the ship's hook
and follows it into the hands of
the consignees. The key words
are Asset Control. Every stick
of cargo, every container, must
be accounted for and 'REP-
SHIPPED' from origin to destin-
ation to insure that it gets to
where it is supposed to go in the
same amounts that were
shipped!!
In addition to their cargo oper-
ations, the 25th controls the
movement of all DOD sponsored
passengers in country. Whether
15
you're traveling by rail, bus, or
air in Korea, you've got. to go to
the 25th for your Transportation
Request (TR) and ticket. Inter-
country flights are also their bag.
All Eighth Army personnel are
port-called by the 25th. This is
handled by the unit's Passenger
Travel Office (PTO) located in
Seoul. In liaison with the Air
Force, and with Northwest
Orient Airlines (the only Ameri-
can-flag carrier serving Korea),
the PTO determines the most
cost favorable way for PCS/TDY
passengers to return to CON US
or to intra-theater areas. The Of-
in the freight business, receiv-
ing all in-bound shipments of
Army-sponsored air cargo, as
well as shipping, via MAC, all
out-bound air-designated
freight.
The multi-missioned 25th runs
the largest hold-baggage, facil-
ity in Korea. Located at 'Ascom
City' near Inchon, it's ware-
house receives all advanced-
shipped personal effects of PCS
soldiers, and insures that they
marry-up with the owner upon
his or her arrival.
During contingency exercises,
the 25th relocates many of its
side-by-side working
relationship highlights the
integrated defense team of the
two countries.
This impressive array of re-
sponsibilities is handled by only
74 US military and 71 Korean
National (KN) employees of
the 25th. The continuity of the
unit largely comes from its KNs.
Seven of the 71 have been with
the organization since the Kor-
ean War, and 24 have been mem-
bers of the Center for over 10
years. Providing cost effective
transportation is the continuing
goal of the unit. In pursuit of
fice cuts Transportation Re-
quests and Military Transporta-
tion Authorizations (MTA) for
personnel leaving country on
MAC (CAT B) or commercial
(CAT Z) flights. The extension
of the PTO is the 25th's Army/
Navy Air Traffic Coordinating
Office (ANATCO) at Osan Air
Base, 40 miles south of Seoul.
Collocated with the Air Force
at the Military Airlift Command
terminal, the ANATCO insures
the smooth, trouble-free exit
of all Army and Navy personnel
and their dependents from
Korea. Particular attention is de-
voted to arranging air transpor-
tation for emergency leave per-
sonnel, prisoners, and VIP
travelers. The ANATCO is also
16
Downtown Seoul Center Headquart-
ers, flying the US, UN, and Korean
flags.
people to an underground com-
mand post bunker and operates
the Eighth Army Combined
Traffic Center (CTC). Working
directly with its counterpart, the
Korean Army 303rd Transporta-
tion Movement Control Group,
the CTC controls all United Na-
tions Command/U.S. Forces,
Korea, logistical intra-country
movements. During the recent
"Focus Lens-FY 75" exercise,
the bunker was visited by Gen-
eral Richard G. Stilwell, Com-
mander-in-Chief, Pacific, who
lauded the unit for its important
role and pointed out that this
this, an intensified traffic man-
agement program from July thru
September of 1974 has resulted
in cost savings of over $300,000
in the unit's FY 75 budget. A
recent in-depth analysis of
container drayage has identified
an additional $91,000 savings.
Last fiscal year this small band
of movement control specialists
chalked-up traffic management
service for over 25,000 personnel
leaving Korea, 30,000 GIs mov-
ing within the Republic, and
more than 40 million (that's
right— 40 million) short ton-
miles of in-country cargo opera-
tions.
If it's Korea, and if it's trans-
portation, it's the 25th Transpor-
tation Center.
Translog
Captain John Ericsson
Ahead Of His Time
by Michel Scott
JOHN ERICSSON, DESIGNER of the ironclad
USS Monitor of Civil War fame, will be remembered
by generations of "men who go down to the sea in
ships."
Born in Sweden in 1803, Ericsson served in his
country's army, worked as a government surveyor,
and further occupied himself along lines related to
naval and marine construction before coming to the
United States aboard the steamer Great Western in
1839.
One of his inventions in Europe had been a flame
engine which used heat to drive a piston. It started
more quickly than a steam engine and used less
fuel. Another Ericsson invention, an engine employ-
ing a fireplace under a piston, was put into use at
Limehouse, England, in 1827.
Development of a more efficient, copper-tubed
boiler system for ships was the inventor's next pro-
ject. He also was responsible for building engines
low enough in ships so that they would not be put
out of action easily in event of an enemy attack.
John Ericsson's life had many challenging mo-
ments. On one occasion he was blamed for poorly
outfitting an arctic survey ship, and the ship's
master, a Captain Ross, punctuated his accusation
by sending the ship to the bottom. A writer corn-
September 1975
17
Right:
Above:
ship.
The U.S. MONITOR.
Officers on deck of the
merited that the sunken vessel would one day pro-
vide evidence to historians that the Eskimos had ad-
vanced ideas on the subject of steam navigation.
Moving into another area of propulsion, Ericsson
became a competitor of the great English locomo-
tive builder, Stephenson. With only seven weeks in
which to design and build a fast locomotive, he put
together an engine with a speed of 29.5 miles per
hour. Although Ericsson's locomotive "shot by its
competition like a projectile" during a race, it was
disqualified because it was less sturdy than its
competitor.
After moving to the United States, Ericsson began
development of a revolutionary "caloric" or air en-
gine for use in ship propulsion. The main selling
points were fuel economy and lack of smoke. The
engine's cylinders were so big that a man could sit
on one of them while they were going up and down.
A trial voyage of a sidewheel steamer fitted with
a caloric engine began on January 11, 1853. The
stated purpose of the trip was to "supply the defin-
itive answer to questions and speculations that had
been accumulating." The press accepted informa-
tion concerning the engine with little criticism, and
the public was set to watch a revolution in ship pro-
pulsion take place in the waters of New York Bay.
During a two and a half hour trial voyage the ship
traveled about seven miles and returned, and the
next morning's papers were filled with stories of
Ericsson's successful new ship. One paper stated
that "The age of steam is closed. The age of caloric
opens. Fulton and Watt belong to the past. Ericsson
is the great mechanical genius of the present and
the future."
But the bubble burst. Euphoria disappeared as
realities became more evident. The caloric engine
was inefficient despite the inventor's claims. In
February 1853 the ship, named the Ericsson, made
her first voyage to Washington, D.C. It was a round
trip of about 500 miles at a speed reported as aver-
aging 4.7 to 6.0 knots. The public was assured that
"she made no attempt to try her speed on the way
hither, that forming no part of the object of the
voyage." The ship was visited in Washington by
President Filmore, President-elect Pierce and dele-
gations from the Congress. Captain Ericsson con-
vinced the Secretary of the Navy that a large caloric
engine could be built that would attain a minimum
speed of 10 knots with a maximum coal consump-
tion of eight tons in 24 hours, and Congress was
asked for an appropriation of $500,000 to have Erics-
son build such a vessel. But the inventor's confi-
dence exceeded the actual potential of his creation,
and fortunately, the money was not appropriated.
When Ericsson at last admitted to himself that the
caloric engine would never be practical, he returned
to working with steam engines and the screw pro-
peller.
At this time Naval personnel were not happy with
steam as motive power, partly because the paddle
wheels then in use were easy to destroy in a naval
engagement. Ericsson's contributions to ship pro-
pulsion, incorporating both the screw propeller and
the engines installed below water-line, provided
greater protection as well as greater stability, and
the inventor enjoyed widespread fame.
While Ericsson's contributions to sea transpor-
tation were many, his lasting fame came from de-
velopment of the ironclad Monitor of Civil War re-
nown. The ship looked more like a submarine than
a 19th Century surface ship, and it included many
new and unfamiliar features. Even the ship's toilet,
installed below the water line, was unique, in that
it incorporated an air pump flushing device. In ord-
er to flush it the user first had to close the upper end
of the pipe, open the lower end, then activate the
force pump to drive out the water from the pipe, with
its contents. A ship's surgeon who omitted an es-
sential part of this ritual found himself suddenly
projected into the air at the end of a column of
sea water.
The success of Ericsson's Monitor proved to the
world that a new era of water travel had indeed ar-
rived, and that the day of wooden-hulled sailing
ships was over, at least as far as the world's navies
were concerned. The battle record of the Monitor
showed that she could turn circles around the Con-
federate ship Virginia, and that she was not affect-
ed by the latter's shots. The revolutionary use of a
revolving turret had far-reaching consequences and
led to the naval ship as we know it today.
Most of Ericsson's inventive genius was in the
area of propulsion, and full development of his ideas
could have made him one of the Nation's wealthiest
men. But he was an impatient man, primarily in-
terested in proving to himself that an idea was feas-
ible. Practical application was, in most cases, left
to others, along with the profits. It is a little-known
fact that John Ericsson's interests reached beyond
ships and locomotives to the study of solar radia-
tion and the moon. His work in solar radiation dates
from about 1864, and a published article by the in-
ventor included a drawing of the moon's surface,
with Earth hanging in the sky overhead. The draw-
ing was not too different from the photographs
brought back last year by the Apollo astronauts.
It is a safe assumption that if Ericsson were living
today he would be contributing to the sciences of
aeronautics and astronautics, perhaps working
toward a long voyage to several planets of our solar
system, for truly, he was a man ahead of his time.
THE
LIVING STONES
by Debbie Dunstan
maginean Egyptian pyramid. Picture the massive space it occupies;
the size, texture and weight of the stones. Think of the years of dedicated,
concerted effort put forth to arrive at the finished product, the people
involved, the initial agony and the final ecstasy. Visualize the basic
foundation and the placement of each individual stone.
Now focus on a different pyramid, one which is just as strong and
massive, yet is intangible. This pyramid is called, for the purpose of
identification, the American Ideal. Its foundation was laid back in 1772,
and the stones it is composed of are human lives, ideals, goals, phil-
osophies and feelings. These are the living stones - as constant as the
universe; as changing as the tide. Each stone alone represents only a
minute portion of the entire structure, yet is vital to the effectiveness of
the whole.
The Department of Defense (DOD) is part of this pyramid and, in turn,
has a pyramid structure within itself. The stones of this pyramid are
Translog
known as agencies, and the mortar which joins them together is a blend of
common goals, supported by policies and programs. Many of these
programs deal with overseas or foreign assistance. In this category, there
is a special type of program which is different from the rest. It is known as
Foreign Military Sales (FMS).
It is different because it is initiated at the Department of State level,
rather than the Department of Defense. It is also a very personal type of
cargo exchange, in which close contact is maintained between the State
Department personnel and the representative for the foreign government -
who could be an embassy attache, a freight forwarder, or a foreign
government purchasing mission.
If the State Department approves the sale, two avenues for filling the
purchase are open. Either a contract is made between the purchaser and
an individual manufacturing firm or the matter is turned over to the DOD.
In the case of the contract, all subsequent transactions and arrangements
are made by the foreign government through commercial channels. If the
DOD becomes involved, the first step taken is to decide which Military
Service can sufficiently satisfy the sales requirement.
One of the major factors to be considered by the military supplier is the
transportation aspect. If the purchasing contract stipulates transfer of
ownership at the point of origin (normally the US depot or contractor's
loading facility), then the transportation arrangements from this point are
the sole responsibility of the purchaser. If the terms of the contract
provide for transfer of ownership at the CONUS or overseas port, or along-
side or on board the ocean vessel at the CONUS port, then an appropriate
government agency— the Military Traffic Management Command (MTMC)
—becomes involved in the necessary transportation arrangements.
Usually, if the shipment requires MTMC involvement, is nonsensitive, and
weighs less than 10,000 lbs., the transportation arrangements are
handled by the shipper. However, if the shipment exceeds 10,000 lbs., or
requires a clearance due to the contractual terms or sensitivity of the
articles, an export release must be obtained from MTMC. This is
especially important when dealing with highly pilferable items, to assure
close coordination between the inland and ocean transportation aspects
of the shipment in order to facilitate arrival of the cargo at the port in
accordance with the berthing of the vessel.
Over the past decade, the number of the FMS shipments has been
steadily growing. This is in keeping with the foundation the "American
Ideal" pyramid was built upon. It contains many stones which represent
sincere involvement with various countries around the world; a bartering
system, so to speak, in which "one good turn deserves another." The
policy of "goodwill towards all men" is alive in all the pyramid stones - and
the FMS program is a tangible, working personification of just one of the
ideals contained in these "living" stones.
In Defense transportation
nearly everyone reads
TRANSLOG . . .
Translog is published monthly by the Military
Traffic Management Command, a single-
manager agency for Department of Defense
transportation functions under the Secretary of
the Army. Its purpose is to provide timely,
authoritative information on policies, plans,
operations and technical developments in the
defense transportation field.
SUPERINTENDENT
U.S. Government P
Washington, D.C.
OF DOCUMENTS
rinting Office
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