“We live, my dear soul, in an age of trial. What will be the consequence, I know not.”-John Adams, 1774.

The hardest thing in the world, and
maybe the most important thing of all in writing and teaching history, is to convey the fun­damental truth that nothing ever had to happen the way it happened. The tendency when one teaches and writes history is that this followed this, and that followed that; therefore that’s the way it was preordained. But it never, ever was. The Founding Fathers did not know what was going to happen next, what the outcome of this very dangerous path they were taking-to stage a revolution against the most powerful nation in the world-was going to mean for the country and for themselves.

John Adams’s marvelous wife Abigail wrote back: “You cannot, I know, nor do I wish to see you an inac­tive spectator. We have too many high-sounding words and too few actions to correspond with them.”

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October 9th, 1873

First meeting of the U. S. Naval Institute

Enterprise Launching

The Big “E”

By Captain Vincent P. de Poix, U. S. Navy, published in the June 1962 issue of Proceedings magazine:

From an operational standpoint, the ability of Enterprise to accelerate and decelerate merits first mention. In both cases our capability exceeds any conventional aircraft carrier. This capability is of tremendous benefit when carrying out our primary function of air operations in that we can turn into the wind at a later time with assurance that we can produce the requisite 35 knots of wind over the deck for launching or recovering aircraft.
During periods of light wind in particular since she can accelerate at such a tremendous rate- it is possible to steam down wind or along our intended course for longer periods and still turn into wind and be up to speed at the time appointed for aircraft operations.
We can decelerate very rapidly at the end of a launch or recovery in order to take our helicopters aboard if this course of action is preferable to turning out of the wind. The helicopters are subject to definite wind limitations which are le s than the relative wind over the deck which we require during fixed wing air operations. Recovering our helicopters rapidly means time saved in reassuming our intended track.
Our superior ability to accelerate and decelerate can also extricate us from tight spots in a hurry if necessary. This increases the safety of operation of the nuclear carrier as well as that of other ships which may be involved in a potential collision.
Enterprise is equipped with eight of the most powerful nuclear reactors now supplying power for propulsion. These reactors, operating on four shafts and arranged in pairs, can develop over 200,000 shaft horsepower. In fact, on trials, Ente1prise developed more horsepower than any ship in history.
It almost goes without saying that the high speed we can maintain continuously for long periods of time is not only a tactical but a strategic advantage. Among the tactical advantages are those of the ASW protection inherent in the ability to steam at high speed without necessary regard for depletion of fuel on board. Strategic advantages accrue in several ways. One is that the nuclear carrier can proceed at high speed to any trouble spot to which it may be directed and arrive considerably a head of any other carrier. And on arrival, the nuclear carrier can be ready to execute any assigned task without a needed pause for refueling at sea from tankers.
Much has been said about the fact that Enterprise makes no smoke. The greatest booster of this advantage are the pilots who land aboard, seconded closely, of course, by those charged with topside cleanliness and upkeep. This unobscured visibility and decreased turbulence in landing also increase safety. Our early operations point this out, since we have already had over 3,000 landings aboard Enterprise with no accidents or near accidents. Another “no smoke” factor involves aircraft cleanliness. Airplanes aboard Enterprise are not affected by corrosion caused by stack gas components.
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The U.S. Marine Corps Band gave its first concert in Washington D.C. on August 21, 1800. The following article, published in the April 1923 issue of Proceedings, gives a brief history of the Marine Corps Band.

HOW THE MARINE BAND STARTED

BY MAJOR EDWIN N. McCLELLAN, U. S. MARINE CORPS MARINE CORPS HISTORIAN

So many and varying accounts have been given of the first organization of the Marine Band of Washington, that it is time that the real, and interesting, true story should be told.

The Marine Band did not just happen into being, nor were its beginnings in an Act of Congress. There always have been “Musics” in the Marine Corps-from its birthday on November 10, 1775, to date-but it was not until 18oo that the Marine Band had its inception; and like every one of the Marine bands playing today, it was first composed of volunteer musicians from the line.

At the end of the Revolution in 1783, the American people looked upon the soldier, sailor, or Marine, as a man out of a job. He was; and until July 11, 1798–when Congress authorized the Marine Corps-the only Marines were those serving in the State Navies, and a few serving on board the frigates of the “New Navy” in 1797·

William Ward Burrows, a native of South Carolina, but a Philadelphian by adoption, was the first Commandant of the Marine Corps. He was a lawyer, an organizer, and according to Washington Irving, “a gentleman of accomplished mind and polished manner.” Of him the editor of Poulson’s American Daily Advertiser, wrote in 1805, “his services in nursing the infant corps over which he presided, so useful to our naval enterprizes, ought to be particularly commended by a grateful country.” At first “Major Commandant,” and later “Lieutenant­Colonel Commandant,” it was he who fathered the Marine Band. Read the rest of this entry »

The Navy’s first hydrofoil patrol craft was launched on this day 50 years ago, in 1962. Published in the September, 1963 issue of Proceedings, the following article describes the mechanics of the USS High Point, and the reactions from the people who witnessed the launch of the revolutionary craft.

USS High Point (PCH-1)

By Charles H. Nelson, Jr. Chief Journalist, U.S. Navy

She took off quickly, flew quietly, and landed smoothly. Thus the first public “flight” of the Navy’s revolutionary hydrofoil patrol craft High Point was described just a few short weeks ago. The High Point is a unique blend of aerodynamics and hydrodynamics, carrying within her 115-foot length-overall hull the newest hopes of the Navy’s antisubmarine warfare program.

Rear Admiral Ralph K. James, U. S. Navy, (ex-Chief, Bureau of Ships) in testimony before a special investigative subcommittee of the science and astronautics committee of the House of Representatives, explained in these words the mission of the High Point: “This ship shows tremendous promise for antisubmarine warfare where we need speed as never before. The modern submarine is capable of operating at tremendous pace when submerged. To close within kill range before it outruns sonar range is an increasingly tough task. Ideally, two hydrofoil patrol craft will operate together in a “grasshopper” or “leapfrog” technique. One will move slowly through the water in the displacement position listening for submarines … the other will fly ahead, then settle into the water and listen while its partner flies in turn. When the listener gets a submarine on its sonar, it will signal its partner to guide it to the target to track it down and drop a homing torpedo for the kill.”

This is the “grasshopper” technique as it is presently envisioned to be used by the High Point when she joins the Fleet. Frequent tests on the waters of Puget Sound have proven the ship’s capability to rise quickly to her foils, to fly silently, and to lower smoothly to her hull or cruising position.

The actual flight of the High Point creates an almost eerie feeling in observers. Although the vessel has a displacement of 110 tons, she rises almost effortlessly out of the water into the “flying” position. Her flight at speeds over 40 knots is so silent that the true speed is deceptive. She seems to glide through the water, the only sounds being the dripping of the water from her hull and the faint whine of her turbines. Read the rest of this entry »

Fort Severn, 1845, as Naval School: (1) Officers' Quarters, (2) "The Abbey," (3) Mess hall, kitchen, and recitation hall, (4) "Apollo Row," (5) "Rowdy Row," (6) "Brandywine Cottage," (7) "Gas House," (8) Superintendent's house, (9) Gate house, (10) Row of poplar trees, (11) Superintendent's and Professors' offices, (12) Old mulberry tree, (13) Fort Severn, (14) Site of practice battery

The Naval Academy was established at Annapolis, Maryland on August 15, 1845, on the former site of Fort Severn. The following article was published in the October, 1935 issue of Proceedings, which was dedicated to celebrating the 90th anniversary of the Naval Academy. It describes the obstacles that had to be overcome to establish the first organized naval school, and the standards that the first midshipmen were held to. After 167 years, the campus has grown, but the basic values instilled in the men and women of the Naval Academy are still the same.

THE FOUNDING OF THE NAVAL ACADEMY BY BANCROFT AND BUCHANAN

By HENRY FRANCIS STURDY

THERE HAD BEEN much opposition in the Navy to any attempt to educate midshipmen ashore. It was felt that only by practical experience aboard ship could the youngster, fresh from home, be properly trained for his work as an officer afloat. Though several suggestions for an organized naval school had been made since the permanent establishment of the Navy in 1794, nothing had been accomplished and the only educational facilities available for the midshipmen up to the War of 1812 had been the instruction of the chaplains who had no special qualifications for such work, except a supposedly liberal education. During the War of 1812 provision had been made for a schoolmaster on each of the 74′s, which were not completed till after the war, but the small pay, cramped quarters, sometimes shared with their pupils, and a very inferior position aboard ship did not draw men of ability. With the increase of pay to $1,200, in 1835, for duty at sea or at a navy yard, some eminent men began to be drawn into the Service as professors of mathematics. They still, up to September, 1842, had to mess with their pupils, however, and continued to suffer constant interruption of their school work aboard ship.

Beginning with the twenties three unorganized governmental schools had come into existence at the navy yards at Norfolk, New York, and Boston, for those midshipmen on waiting orders between cruises. The instruction was very irregular, the midshipmen attending or not as they pleased, and discipline, apparently, did not exist. Such lack of education and restraint helped to give rise among the young officers to both intemperance and financial irresponsibility. The early age at which some of the midshipmen entered the Navy, Farragut entering it when only nine, made them peculiarly susceptible to such adverse conditions. Some private nautical schools had come into existence at an earlier date and some of the younger officers had even attended college, one midshipman, indeed, going to West Point. A fourth school established by the government in 1839, at the Naval Asylum in Philadelphia, was really the forerunner of the Naval Academy, for it was on account of their proficiency of attainments at the Naval Asylum School that Professors Chauvenet and Lockwood, Lieutenant Ward, and Passed Midshipman Marcy were selected to be members of the faculty at the permanent naval school to be organized at Fort Severn, Annapolis, by Secretary Bancroft. Read the rest of this entry »

The crew of the USS Nautilus stand quarters for muster as she enters New York harbor on her return from England after making the trans-polar voyage under the arctic ice.

On August 12, 1958, the USS Nautilus arrived in Portland, England, after completing the first submerged under ice cruise from  Pacific to  Atlantic oceans. This cruise earned the Nautilus the Presidential Unit Citation, becoming the first ship to receive the award in peace time. The following article, published in the November 1955 issue of Proceedings, gives an account of the training the crew of the Nautilus went through before launching the first nuclear powered submarine, and making the historic under-ice cruise.

Map showing the route of the Nautilus under the Arctic sea ice.

“SCHOOL OF THE BOAT” FOR THE NAUTILUS

By LIEUTENANT COMMANDER DEAN L. AXENE, U. S. Navy

THE Nautilus had been long a-building. During the greater part of her design, development and construction, she had been much in the public eye; the subject of many articles, both technical and visionary. During the past year the “labor pains” had begun in earnest and the “birth” of the first nuclear powered ship was fast approaching.

This article will be neither technical nor visionary, but will attempt to re-create the pre-commissioning story of the Nautilus as her crew saw it.

The author first became involved with the Nautilus and nuclear propulsion in October of 1953, about four months before the ship was launched. The story since that date is told first hand. The story prior to that date­and many years of hard work by many, many people went into it-is of necessity not first hand. However, mine was the job of Executive Officer on the Nautilus. This job has been a broadening one, with liberal and technical educations included, and it has permitted me to meet and learn to know most of the principals in the story of the Nautilus which follows. Read the rest of this entry »

A Japanese view of the Battle of Savo Island (from USNI Proceedings vol 83/No 12/Whole No658)

In continuation of its policy to present Both Sides of the War, the Naval Institute is pleased to offer its members a compete account of the Battle of Savo Island from the Japanese point of view. Students of World War II naval history will find certain points clarified by Captain Ohmae’s narrative that have hitherto been ambiguous. This disastrous blow by the Japanese cost an Australian and three American cruiser and reduced Allied naval strength to such an extent as to endanger our first counter-offensive of the war in the Pacific, the invasion of Guadalcanal.

THE BATTLE OF SAVO ISLAND

By CAPTAIN TOSHIKAZU OHMAE, former Imperial Japanese Navy

Edited by ROGER PINEAU

BY APRIL, 1942, the Japanese Navy had accomplished all of its missions originally scheduled for the opening phase of the Pacific War. Since December 7, 1941, it had severely crippled the United States fleet in Hawaii, supported landings, invasions, and seizures of southern areas rich in resources sorely needed by Japan, and had gained control of the sea lanes of the central and western Pacific. And all of these objectives were achieved at far less cost than had been anticipated.

Japanese staff studies for the planning of second-phase operations were initiated as early as January, 1942. By February plans had been worked out and developed between Navy Section of Imperial General Headquarters in Tokyo and Combined Fleet. Members of both staffs were so enthusiastic over the early successes that they were now firmly in favor of going ahead with plans for further conquest, before the United States had a chance to recover. Read the rest of this entry »