Edgar Salo Keats was born in Chicago in 1915.
Let that sink in.
When he was minted, Eugene Ely had just four years before took off in a Curtiss pusher from a temporary platform erected over the bow of the light cruiser USS Birmingham— a first in U.S. Naval Aviation history. He was six years old when USS Langley (CV-1) joined the fleet.
By the time Keats graduated from Annapolis at the ripe old age of 20, the Navy had just commissioned their first ship designed from the keel up as an aircraft carrier, USS Ranger (CV-4). The future icons of Midway, USS Yorktown, and USS Enterprise, were still under construction at Newport News and had yet to be launched.
Keats earned his wings at Pensacola in 1938 and flew Dauntless dive bombers extensively. He was named skipper of Bombing 16 (VB-16) early in WWII but was soon appointed Air Officer for Commander Amphibious Force, Pacific, a role that put him in the driver’s seat for the air attack portion of amphibious landings at Tarawa, Saipan, Iwo Jima and Okinawa.
“I was part of the group that wrote the aviation portion of the amphibious course plans for the capture,” said Keats modestly on the occasion of his 100th birthday bash at Bancroft Hall. “You just don’t go out there with a lot of people. It takes a lot of planning, and everyone doing their part. I don’t claim that I was a hero. I flatter myself that I helped contribute some little bit to our victory.”
After the war, he went on to fly F9F Panthers and command the Air Group on USS Shangri-La before being appointed director of the Armament Division at NATC Patuxent. He continued to rise to the rank of rear admiral before he retired in 1958 after 23 years of active duty across two shooting wars.
After an active career in business once leaving the military, including over a decade spent at Westinghouse, Keats continued to weigh in on naval topics and was a frequent contributor to Naval History Book Reviews.
Keats, the oldest Annapolis alumni, died over the weekend while in hospice care. He was 104.
His oral history of the war is in the Library of Congress.
Happy New Year to one and all, hope yours gets off to a bang.
And also a happy 131st birthday to the man, the myth, the legend, John Cantius Garand, the ultimate New Year’s Baby
The Canadian-born engineer worked at Springfield Armory starting from 1919 (a century ago this year) until he retired in 1953, first on a number of full-auto light machine guns, then on his more famous semi-auto in its various forms.
Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all of their own, which sometimes takes them to the strangest places.- Christopher Eger
Warship Wednesday, Sept. 26, 2018: Sideroxylon lanuginosum, everlasting
Here we see the Mesquite-class buoy tender USCGC Ironwood (WAGL/WLB-297) in the summer of 1996 in Alaskan waters offloading equipment for maintenance on Eldred Rock Lighthouse. A product of WWII, she would over a half-century in U.S. maritime service and is, remarkably, still ticking in the Pacific Northwest.
In 1916 the Revenue Cutter Service and Lifesaving Service were merged to form the Coast Guard, to which the Bureau of Lighthouses was added on 1 July 1939 and as such all U.S. lighthouses, tenders, and lightships became USCG installations and ships. The thing is, the lighthouse and buoy tender fleet was a hodgepodge of antiquated single-use vessels to which the Bureau had been looking to replace with a new series of 177-foot lighthouse tenders modeled after the USLHT Juniper, the last vessel designed by the Bureau.
Taking these plans, the Coast Guard made some changes and produced a 180-foot/950-ton single-screw steel-hulled ship that incorporated some new features that the USLHS never needed (an ice-strengthened bow, search and rescue equipment and mission, allowance for armament, et.al). The first of these, USCGC Cactus (WAGL-270) was appropriated for $782,381 on 20 Jan 1941 and laid down at Marine Iron & Shipbuilding Corporation, Duluth, MN on 31 March.
Almost all of these hardy ships were built either at Marine or at Zenith Dredge Company very rapidly in three subclasses: the “A” or “Cactus” class, “B” or “Mesquite” class, and “C” or “Iris” class (with all named for trees and bushes). All ships of the three subclasses have the same general characteristics, but with slight differences, (e.g. the “A/Cactus” class tenders may be differentiated from the other two classes of 180-foot tenders by their unique “A” frame main boom support forward and their large 30,000 gal fuel tanks that allowed an economical 17,000nm cruising range on their gentle diesel suite.) The last to come off the ways was USCGC Woodbrush (WAGL-407) which commissioned 22 Sept. 1944. The building process entailed an average of 192,018 hours of labor per vessel.
Unlike the other 38 of the class that was built by contractors, the hero of our story, USCGC Ironwood, was laid down at the Coast Guard Yard at Curtis Bay, Maryland and commissioned 275 days later on 4 August 1943 for a cost of $1,388,227 (note the difference from Cactus, above). She was the only vessel in active U.S. service named for the Sideroxylon lanuginosum, aka gum bully or ironwood, a small tree native to the Sun Belt and Midwest. According to the USCG’s office, in service, her crew nicknamed her “Ironbush” and “Ironweed” for her small size.
Ironwood sailed for the War in the Pacific, arriving in Noumea, New Caledonia via Bora Bora and Pago Pago, in March 1944.
She spent the next nine months in a busy but routine operation of keeping the 3rd Fleet’s vast anchorages up to snuff. This meant tending anti-torpedo nets and mooring buoys, establishing the new-fangled LORAN network, carrying cargo, mail, and servicemembers from island to island, and towing barges as needed– all while looking out for the possibility of Japanese mines, periscopes, and floatplanes on the horizon. She even came to the assistance of the stranded Liberty Ship SS John Lind.
Coast Guard Historian’s Office:
On 26 March1944 Ironwood left Noumea to assist SS John Lind grounded on a reef at 22 28 S, 166 36 E. Ironwood’s attempts to pull the vessel off being unsuccessful, she removed 65 Navy and Marine Corps personnel from the vessel on the 28th and transported them to Noumea on the next day. She remained until 2 April 1944 when she proceeded with Navy tugs USS Sioux and YT-463 to remove the reefed ship. In tandem with the tugs they successfully re-floated John Lind on 6 April.
In January 1945, she sailed for Guadalcanal’s Cape Esperance in the Solomons. There, she moved assisted in the recovery of a Japanese midget submarine. The 78-foot, 47-ton, two-man Type A Ko-hyoteki boat, was found in 30 feet of water and the cutter spent two weeks in the recovery operation as detailed by Combined Fleets:
4 January 1945:
US Coast Guard cutter IRONWOOD (W-297) begins operations to raise an unidentified Japanese two-man midget submarine from about 30 feet of water off Cape Esperance. Divers, working from a small boat, use a water pressure hose and crowbars to clear a space under the bow and stern of the submarine. By 9 Jan, a 1.5” chain sling is rigged around the bow of the midget submarine.
19 January 1945:
After retiring to Gavutu for ten days, IRONWOOD again anchors off Cape Esperance. By now, divers have completed rigging the submarine for lifting, connecting the chain around its bow and stern with a chain bridal.
20 January 1945 :
IRONWOOD is positioned alongside the sunken midget submarine. She lowers the main hoist over the starboard side and hooks it to the chain bridal. The cutter then raises the midget submarine to the surface and secures it alongside. IRONWOOD then tows it to Hutchinson’s Creek, Florida Island, Solomons. The next day, IRONWOOD moves to a new anchorage where the midget submarine is transferred to an unidentified USN crane barge.
The identity of this 1945 salvaged midget submarine is unknown but is possibly HA-22 or HA-37. I can’t find out what happened to the craft but it was likely scrapped at some point. It is not one of the five Type A midgets preserved and on display currently (HA-8: Groton, Connecticut; HA-18: JMSDF Etajima Naval Base, Etajima, Japan; HA-19: Nimitz Museum, Fredericksburg, Texas; and HA-14/HA-21 at the Australian War Memorial, Canberra).
Ironwood went on to spend a solid year, from August 1945 to July 1946, in the Philippines reestablishing buoys and lighthouses and looking for pockets of Japanese holdouts.
Following her extended wartime service, she was stationed briefly in Monterey, California then returned to the South Pacific soon enough.
Between 19 November 1951 and 2 May 1954, Ironwood made four deployments to support Korean War operations, supplying and supporting radio stations in the region. As such, she was one of just 24 Coast Guard vessels that qualified for the Korean Service Medal.
In 1963, by that time stationed in Honolulu, she took some of the first scientists to return to the Marshall Islands after U.S. nuclear testing. As related by Capt. LeRoy Reinburg, Jr., U.S. Coast Guard-Retired, her skipper at the time, Ironwood spent almost two weeks inspecting radioactive and poorly charted Rongelap Atoll.
“In the course of our travels, we discovered nine uncharted islands and one large reef that bared at low tide. Dr. Held and I decided to assign names to these geographic features. The reef, appropriately, was named ‘Ironwood Reef,’” he noted.
During the mid-1960s, these boats were designated WLBs (buoy tenders) and saw all fixed armament landed in 1966, leaving them only their small arms lockers. If deployed for law enforcement missions or to war zones, 180s would be equipped with up to four Browning M2 .50-caliber heavy machine guns or a similar number of M60 7.62mm GPMGs. Lacking its naval piece, the 3-inch Gun Tub served as a lookout perch and occasional storage area for small items including crew bicycles when traveling between ports. Lockers for life jackets and exposure survival suits were later located on this deck, which is encircled by a tubular steel railing.
During the Vietnam conflict, four USCG 180s were dispatched to Southeast Asia to perform aids-to-navigation support and assist with harbor defense and maintenance– Basswood (WLB-388), Blackhaw (WLB-390) Planetree (WLB-307, and, of course, Ironwood, the latter of which deployed there in July 1967.
Vietnamese lighthouse service personnel were assigned to temporary duty on board as they worked to reactivate and automate Vietnamese lighthouses and establish new U.S.-sponsored lights. While deploying work crews, machine gun teams would have to stand by in case they came under fire from passing sampans or the shore as VC constantly shot out navigational lights and sank buoys. Her crew also provided services to the local populace such as MEDCAPS.
Sometime around this period she even clocked in on NASA support duties, helping with recovering boilerplate space capsules in the rush to the moon.
She conducted a number of rescues over the years:
*8 January 1959 Ironwood assisted thegrounded sampan Bellatrix at Molokai Beach, HI.
*6 January 1962 Ironwood rescued the crew of FV Hiroshima Maru aground at 21 17 N, 157 51 W.
*23-25 May 1963 the cutter escorted the disabled MV Dianna to Honolulu, HI.
*18 February 1969 Ironwood towed the disabled FV Widgeon from Augustine Island to Homer, AK.
*April 1969 escorted the distressed tanker Yukon, which was holed by a submerged object in Cook Inlet.
*29 April 1969 the crew fought a fire on the Shell Oil drilling platform in Cook Inlet.
*26 December 1969 she hoisted the disabled FV Arctic Fox on board at MacArthur Cove and carried her to Seward, AK
Ironwood was later given a one-year major renovation (MAJREN) in 1974, envisioned at the time to keep her in service for another 15 years. This involved removing her Cooper-Bessemer inline 8-cylinder engines and rebuilding them, new electrical wiring, piping, and sewage handling systems. She picked up a bow thruster, all-new crew spaces, new cranes, ship heaters, reefers, the works.
After her refit, she was put to work on the Alaska beat, stationed at Kodiak, in all spending the last 26 years of her Coast Guard career in Alaskan waters. During this time she escorted Soviet fishing trawlers out of U.S. waters, participated in Naval exercises, towed disabled fishing vessels to port, medevac’d injured mariners, searched for missing planes– you know, typical Coast Guard stuff.
Between 1979 and 1995, she earned six Coast Guard “E” ribbons. In 1981, she received the Coast Guard Unit Commendation. In both 1989 and 1999, she picked up Coast Guard Meritorious Unit Commendations for her duty in the frozen and dangerous Bering Sea, in particular assisting with the cleanup operations in Prince William Sound after the grounding of the Exxon Valdez.
At the time of her decommissioning, Ironwood was the second-oldest cutter in USCG service (only surpassed at the time by the medium endurance cutter Storis) and was the only remaining US vessel in service awarded the Korean Service Medal. Then, of course, there was her WWII service, nuke sniffing, assistance to the Space program and her Vietnam tour. She served 14 Commandants of the Coast Guard, 34 commanding officers and more than 1,200 crew members in the course of her half-million miles traveled.
But her story doesn’t end there. The old girl, after 57 years of active duty, she was to be transferred to Nigeria but instead, in 2002, was presented to the Tongue Point Seamanship Academy in Oregon which uses her as a floating classroom to train new mariners in an 18-month program to find seagoing careers.
In 2014, the center threw a 70th anniversary for Ironwood.
As for her sisterships, many have proven to be very long in the tooth:
*Balsam (WLB-62) was decommissioned 1975 and has been used as an Alaskan crab boat ever since. She is currently the F/V Baranof.
*Cactus (WLB-270) was seized in Kings County Washington as a derelict vessel in 2013 for dismantling.
*Cowslip (WLB-277), Firebush (WLB-393) and Sassafras (WLB-401) were transferred to Nigerian Navy 2002-2003 as NNS Nwamba, NNS Olepu and Obula respectively. All remain in service. Sedge (WLB-402) was also transferred for parts.
*Woodbine (WLB-289) was donated to be a training ship in Cleveland in 1972 and went on to be a fish processing boat in Alaska before being sold for scrap in 2012.
*Gentian (WLB-290) was transferred to Colombia as ARC San Andrés (PO-45) and is still active.
*Laurel (WLB-291) was sold at a GSA auction in 1999, ultimate fate unknown.
*Clover (WLB-292) and Evergreen (WLB-295) were decommissioned 1990 and sunk by the Navy as a targets.
*Sorrel (WLB-296) was decommissioned in 1996 and is used as SS Reliance operated by Sea Scout Ship #13 of Stockton, California, showing up in an episode of Dexter.
*Conifer (WLB-301) and Papaw (WLB-308) were decommissioned 2000 and 1999 respectively and was used for a number of years as F/V Hope and F/V Mersea, part of the disaster relief fleet of Friend Ships, but have since been removed from that organization.
*Madrona (WLB-302) transferred to El Salvador who used her as General Manuel José Arce and subsequently sunk her as a reef.
*Tupelo (WAGL/WLB-303) was decommissioned in 1975 and has spent the past 30 years as a Bering Sea fishing boat, FV Courageous.
*Mesquite (WLB-305) ran aground December 4, 1989 on a reef off the Keweenaw Peninsula in Lake Superior while in Coast Guard service and was scuttled for underwater diving preserve.
*Buttonwood (WLB-306) was decommissioned 2001 and transferred to the Dominican Republic’s Navy as Almirante Didiez Burgos, still active. USCGC Citrus (WMEC-300), also endures there as Almirante Juan Alejandro Acosta (C-456/P301)
*Sweetgum (WLB-309) was transferred in 2002 to Panama as SMN Independencia (P401).
*Basswood (WLB-388), Blackhaw (WLB-390) and Mallow (WLB-396) were scrapped in 2000.
*Bittersweet (WLB-389) was decommissioned and transferred to Estonian Border Guard, 5 September 1997 who used her until 2014– she is retained as a museum ship.
*Blackthorn (WLB-391) sank in 1980 in a collision near the Tampa Bay Sunshine Skyway Bridge, resulting in 23 crewmember fatalities. Raised, she was resunk as a reef.
*Bramble (WLB-392) was decommissioned 2003, and has been retained with a mixed degree of success as a museum ship in the Great Lakes.
*Hornbeam (WLB-394) was decommissioned 1999, and lost near Panama as M/V Rum Cay Grace in 2013.
*Iris (WLB-395) and Planetree (WLB-307) were decommissioned after helping with the Exxon Valdez oil spill in 1995 and 1999, repectviely, and sit in rusting quiet in the SBRF, Suisun Bay, CA mothballs fleet.
*Mariposa (WLB-397) was decommissioned in 2000 but has been retained by the Navy as a hulk until 2009 and has been spotted in the Seattle area since then.
*Redbud (WLB-398) was transferred to the Philippines as Kalinga (AG-89) in 1972.
*Sagebrush (WLB-399) was scuttled off St. Catherine’s Island, Georgia on 28 April 1988.
*Salvia (WLB-400) was decommissioned 1991 and used as a salvage operations training vessel for U.S. Navy at Little Creek.
*Spar (WLB-403) was decommed 1997 and sunk as a reef in 2004.
*Sundew (WLB-404) was decommissioned 2004, used as a museum for a while, then sold to private interests in 2010.
*Acacia (WLB-406), the last 180 in Coast Guard service, was decommissioned 2006 after 63 years of service and is now a museum in Manistee, Michigan.
*Woodrush (WLB-407) and Sweetbrier (WLB-405) were transferred to Ghana in 2001 where she still serves as GNS Anzone (P30) and GNS Bonsu (P31) respectively, which means “shark” and “whale” in the native lingo.
For interior pics, the LOC has a great series of images from the Planetree, a Mesquite subclass sister.
Displacement: 935 fl (1944); 1,026 fl (1966); 700 light (1966)
Length: 180-feet oa
Beam: 37 feet mb
Draft: 12 ft. max (1944); 14′ 7″ (1966)
Propulsion: 1 electric motor connected to 2 Westinghouse generators driven by 2 Cooper-Bessemer-type GND-8, 4-cycle diesels; single screw
Top speed: 13.0 kts sustained (1945); 11.9 kts sustained (1966). 28,000 gals diesel
Economic speed: 8.3 kts (1945); 8.5 kts (1966)
6 Officers, 74 men (1944);
5 Officers, 2 warrants, 41 men (1966)
Radar: Bk (1943); SLa-1 (1945), SPS-64(V) 1979
Sonar: WEA-2 (1945-66)
1-3″/50 (single), 4-20mm/80 (single), 2 depth charge tracks, 2 Mousetraps, 4 Y-guns
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If ever there was a lesson in why you should store your guns in good condition, here we see the Iowa-class battlewagon, USS New Jersey (BB-62), as she was put to pasture after her WWII service.
The Sailors are removing the muzzle seals from two of her forward turret’s 16″/50cal Mark 7 guns, while she was being reactivated at the Naval Supply Depot, Bayonne, Oct. 1950, for use in Korea.
New Jersey, of course, would go back into retirement following Korea, only to be recommissioned a third time for Vietnam, and a fourth in the 1980s to help the Reagan-era 600-ship Navy make weight.
On this day in 1950, the Netherlands formed a new infantry regiment specifically for overseas service. Taking its moniker from Aceh war hero Joannes Benedictus van Heutsz as the torch bearer for the old traditions of the KNIL– the 65,000-man Dutch Indies colonial army that was disbanded the same year after it left newly-independent Indonesia.
With the UN looking for forces to fight in Korea, the all-volunteer Regiment van Heutsz formed the bulk of the Nederlands Detachement Verenigde Naties (NDVN) and was soon shipped to the ROK. The initial battalion-sized force (636 officers and men) arrived at Pusan on November 23. Attached to the U.S. 38th Infantry Regiment (part of 2ID) they were armed and equipped in U.S. fashion and were engaging the Norks/Chinese by January 1951.
By the time the Dutch left Korea in 1954, a total of 5,322 volunteer soldiers from the Netherlands and Suriname rotated through the unit, suffering 768 casualties in total. They fought at Hill 325 and 340, in the Battles of Hoengseong and Wonju, and helped put down the Koje-do Island POW revolt. They were augmented by six Royal Netherlands Navy destroyers who worked the gun line offshore.
Commonly referred to just as the Dutch Battalion, they picked up both a ROK and U.S. Presidential Unit Citation. The Dutch government conferred 156 military merit medals for individual service while each of the battalion’s members received the UN Service Medal, Korean War Service Medal, and the Cross for Justice and Freedom of the Netherlands.
An air assault battalion today, Regiment van Heutsz’s lineage is carried by the 12th battalion of the 11 Luchtmobiele Brigade and has served in the former Yugoslavia and in Afghanistan.
Located at Hunter’s Point (San Francisco Naval Shipyard), the most recognizable vessel in the collection of cargo ships, light/escort carriers, and light cruisers is the USS Bataan (CVL-29) with her pennant number on her deck. Directly behind her should be The Mighty Moo, 12 battlestar-recipient USS Cowpens (CVL-25), which had been in mothballs since 1947. The bows on these cruisers-hulled light carriers are a dead ringer for the greyhounds they are moored among.
Among the escort carriers listed at San Francisco at the time were the Commencement Bay-class USS Rendova (CVE-114) who was completed too late for WWII but was home to F4U Corsairs of VMF-212 off Korea for 1,700 sorties as well as fellow classmates and Korean War vets USS Bairoko (CVE-115), USS Badoeng Strait (CVE-116), and USS Sicily (CVE-118).
Many of the escort carriers in U.S. inventory during the mid-to-late 1950s were reclassified as auxiliary aircraft ferries (ACV), helicopter carriers (CVHE), aviation cargo ships (AKV), or aircraft transport (AVT) with some administratively transferred to the Military Sea Transportation Service on paper before they were removed from Naval custody, although they were not given any modifications to operate as such.
Among the light cruisers at San Fran at the time were USS Astoria CL-90, Birmingham CL-62, Vincennes CL-64, Springfield CL-66, Topeka CL-67, Vicksburg CL-86, Duluth CL-87, Miami CL-89, Oklahoma City CL-91, Amsterdam CL-101, and Atlanta CL-104, a Cleveland-class light cruisers completed late in the war. Two anti-aircraft cruisers are also seen middle left of the photo. Moored on red lead row at Hunters Point in 1958 were USS Oakland (CL-95) and USS Tucson (CL-98).
By 1962, virtually the entire assemblage you see above (save for Atlanta, who went on to be destroyed in 1965 as a weapons effects test ship and Tuscon, which was a test hulk until 1971) was stricken from Navy List and subsequently sold for scrap, the days of 1945-era all-gun cruisers and abbreviated flattops in the rearview for a Navy that was increasingly all-jet and missile. Oakland’s mast and nameplate are preserved just a few miles from where this image was taken at the Port of Oakland’s shoreline park.
If you grew up watching anything war or military-related in the 1970s and 1980s, odds are, you saw diasporic Korean actor Soon-Tek Oh– several times. He was truly a gifted man of many faces:
Born in 1932 in Japanese-occupied Korea, he graduated with a degree in political science at Yonsei University in 1959, then flew to Los Angeles to study international relations at UCLA. By 1965 he was acting locally and soon moved into a series of TV and film roles, and somewhat sadly became typecast in roles that called for an “Asian in uniform” for many years, but always gave a good performance.
He was in Airwolf (as three different characters), MASH (as five different characters in both the ROK and DPRK armies), Magnum p.i as an NVA officer, Bond back-up Lt. Hip in The Man with the Golden Gun, Baa Baa Black Sheep as both Lt. Miragochi and the 20+ years older Col. Tokura, the list goes on.
One of my favorite roles was as IJN pilot Lt. Shimura in the sci-fi flick The Final Countdown, where the USS Nimitz gets zapped from 1980 to Dec. 6, 1941 outside of Pearl Harbor, and Shimura gets captured when he loses a fight in his Zero against a pair of Jolly Roger F14s (go figure)– but goes down fighting. (Also I am a sucker for carrier MARDETs and woodland camo, so there is that….)
Oh died earlier this month at age 85.