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September  1975 


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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. 


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