Uss Maine Quotes

Salaar Sikandar nay pichlay aath saalon mai Imama Hashim kay liye her jazba mehsoos kiya tha. Hiqaarat,tazheek,pachtaawa,nafrat,mohabbat sab kuch......Magar aaj wahan bethay pehli baar ussay Imama Hashim say hasad horaha tha.Thi kiya woh......?Aik aurat.....Zara si aurat....Asmaan ki hoor nahi thi....Salaar Sikandar jesay aadmi kay saamnay kiya auqaat thi uss ki. Kiya mera jesa I.Q Level tha uss ka?Kiya meray jesi kamiyaabiyaan theen us ki?Kiya meray jesa kaam karsakti thi woh?Kiya meray jesa naam kama sakti thi?Kuch bhi nahi thi woh aur uss ko sab kuch plate mai rakh kar day diya aur main......Main jis ka I.Q Level 150+ hai mujhay saamnay ki cheezain dekhnay kay qaabil nahi rakha?Woh ab aankhon mai nami liye andheray mai wind screen say baahar dekhtay hue barbara raha tha."Mujhay bus iss qaabil kardiya kay main baahar nikloon aur duniya fatah kar loon.Woh duniya jis ki koi wuq'at hi nahi hai aur woh....woh...."Woh ruk gaya.Ussay Imama per ghussa araha tha.Aath saal pehlay ka waqt hota tu woh ussay "Bitch" kehta,tab Imama per ghussa anay per woh ussay yehi kaha karta tha magar aath saal kay baad aaj woh zabaan per uss kay liye gaali nahi la sakta tha.Woh Imama Hashim kay liye koi bura lafz nikalnay ki jurrat nahi kar sakta tha.Siraat-e-Mustaqeem per khud say bohat aagay khari uss aurat kay liye kaun zabaan say bura lag nikaal sakta tha?Apnay glasses utaar kar uss nay apni aankhain masleen.Uss kay andaaz mai shikast khoordagi thi."Pir-e-Kamil(S.A.W.W)......Siraat-e-Mustaqeem....Aath saal lagay thay,magar talash khatam hogayi thi.Jawab mil chuka tha.

Before 1975, if you knew the name Howard Sackler it was because he was the author behind the 1969 Broadway play The Great White Hope, which won Sackler the Tony and New York Drama Critics Circle award as the year’s Best Play as well as the Pulitzer Prize for Drama. A friend of film producer David Brown, Sackler accepted the offer to do a re-write on Jaws author Peter Benchley’s script for the film version of his novel. Sackler’s main contribution to the story was the back story that the shark fisherman, Quint, derived his hatred for sharks from having survived the sinking of the U.S.S. Indianapolis in July of 1945 (in the film, Quint errantly states the date as “June the 29th, 1945”).

During Bill Clinton’s presidency, the Palestinian terrorist Yasser Arafat was invited to spend more time in the White House than any other foreign leader—thirteen invitations.303 Clinton was dead set on helping the Israelis and Palestinians achieve a lasting peace. He pushed the Israelis to grant ever-greater concessions until the Israelis were willing to grant the Palestinians up to 98 percent of all the territory they requested. And what was the Palestinian response? They walked away from the bargaining table and launched the wave of suicide bombings and other terrorist attacks known as the Second Intifada. And what of Osama bin Laden? Even while America was granting concessions to Palestinians—and thereby theoretically easing the conditions that provided much of the pretext for Muslim terror—bin Laden was bombing U.S. embassies in Africa, almost sank the USS Cole in Yemen, and was well into the planning stages of the catastrophic attacks of September 11, 2001. After President George W. Bush ordered U.S. forces to invade Afghanistan and Iraq in 2001 and 2003, respectively, bringing American troops into direct ground combat with jihadists half a world away, many Americans quickly forgot the recent past and blamed American acts of self-defense for “inflaming” jihad. One of those Americans was Barack Obama. Soon after his election, Obama traveled to Cairo, Egypt, where he delivered a now-infamous speech that signaled America’s massive policy shifts. The United States pulled entirely out of Iraq despite the pleas of “all the major Iraqi parties.”304 In Egypt, the United States actually backed the Muslim Brotherhood government, going so far as agreeing to give it advanced F-16 fighters and M1 Abrams main battle tanks, even as the Muslim Brotherhood government was violating its peace treaty with Israel and persecuting Egypt’s ancient Coptic Christian community. The Obama administration continued supporting the Brotherhood, even when it stood aside and allowed jihadists to storm the American embassy, raising the black flag of jihad over an American diplomatic facility. In Libya, the United States persuaded its allies to come to the aid of a motley group of rebels, including jihadists. Then many of these same jihadists promptly turned their anger on the United States, attacking our diplomatic compound in Benghazi the afternoon and evening of September 11, 2012—killing the American ambassador and three more brave Americans. Compounding this disaster, the administration had steadfastly refused to reinforce the American security presence in spite of a deteriorating security situation, afraid that it would anger the local population. This naïve and foolish administration decision cost American lives.

Between 2003 and 2008, Iceland’s three main banks, Glitnir, Kaupthing and Landsbanki, borrowed over $140 billion, a figure equal to ten times the country’s GDP, dwarfing its central bank’s $2.5 billion reserves. A handful of entrepreneurs, egged on by their then government, embarked on an unprecedented international spending binge, buying everything from Danish department stores to West Ham Football Club, while a sizeable proportion of the rest of the adult population enthusiastically embraced the kind of cockamamie financial strategies usually only mooted in Nigerian spam emails – taking out loans in Japanese Yen, for example, or mortgaging their houses in Swiss francs. One minute the Icelanders were up to their waists in fish guts, the next they they were weighing up the options lists on their new Porsche Cayennes. The tales of un-Nordic excess are legion: Elton John was flown in to sing one song at a birthday party; private jets were booked like they were taxis; people thought nothing of spending £5,000 on bottles of single malt whisky, or £100,000 on hunting weekends in the English countryside. The chief executive of the London arm of Kaupthing hired the Natural History Museum for a party, with Tom Jones providing the entertainment, and, by all accounts, Reykjavik’s actual snow was augmented by a blizzard of the Colombian variety. The collapse of Lehman Brothers in late 2008 exposed Iceland’s debts which, at one point, were said to be around 850 per cent of GDP (compared with the US’s 350 per cent), and set off a chain reaction which resulted in the krona plummeting to almost half its value. By this stage Iceland’s banks were lending money to their own shareholders so that they could buy shares in . . . those very same Icelandic banks. I am no Paul Krugman, but even I can see that this was hardly a sustainable business model. The government didn’t have the money to cover its banks’ debts. It was forced to withdraw the krona from currency markets and accept loans totalling £4 billion from the IMF, and from other countries. Even the little Faroe Islands forked out £33 million, which must have been especially humiliating for the Icelanders. Interest rates peaked at 18 per cent. The stock market dropped 77 per cent; inflation hit 20 per cent; and the krona dropped 80 per cent. Depending who you listen to, the country’s total debt ended up somewhere between £13 billion and £63 billion, or, to put it another way, anything from £38,000 to £210,000 for each and every Icelander.

The US’s main clandestine objective in Mexico was to keep tabs on the country’s drug cartels. A

The best unplanned product plug for any brand in a Hindi movie must be the one for Black Dog whiskey in Shahenshah. To explain the lusty feelings he had on seeing ‘fair butterflies’ like Meenakshi Sheshadri, Amrish Puri intoned ‘Jis din main koi gori titli dekh leta hoon, mere khoon mein sainkro kaale kutte ek saath bhaunkne lagte hain. Uss din main Black Dog peeta hoon…’ Wow—what articulation of brand benefits. ========== Kitnay Aadmi Thay (Chaudhuri, Diptakirti)

When the USS Maine was sunk in the port of Havana in 1898,

Four Months of War in Cuba The Spanish-American War lasted less than four months for the United States; however for Cuba this was only a small part of their War of Independence from Spain, which went through many phases starting with the Ten Years’ War and lasted almost 20 years. The United States government originally was neutral, but became involved when the Spanish Governor forced thousands of Cubans into concentration camps. Americans joined the Cubans in their fight against the Spaniards after the USS Maine exploded and sank in Havana harbor. During those tumultuous years, 5,180 Cuban insurgents died in battle and over 40,000 died from various diseases such as Yellow Fever. Colon Cemetery in Havana is one of the great historical cemeteries of the world and was built just in time to receive the victims of the Cuban Wars of Independence.

American Casualties on the USS Maine Two hundred & Sixty Six American sailors were killed when the American battleship, USS Maine, exploded and sank in Havana harbor after a massive explosion of undetermined origin. The first Board of Inquiry regarding the incident stated that a mine placed on or near the hull had sunk the ship. Later studies determined that it was more likely heat from smoldering coal in the ship’s bunker that set off the explosion in an adjoining ammunition locker. In February 1898, the recovered bodies of the American sailors who died on the battleship were interred in the Colon Cemetery, in Havana. Nearly two years later they were exhumed and now 163 of the crew that were killed in 1898 are buried at Arlington National Cemetery, near the USS Maine Memorial. The beautiful monument shown is located in Central Park West in New York City.

On February 17, 1898, Captain William T. Sampson, USN was the President of the Board of Inquiry, investigating the explosion that sank the USS Maine. On March 26, 1898, he was given command of the Navy’s North Atlantic Squadron, with the temporary rank of Rear Admiral. Aboard the flagship USS New York, he sailed to Havana from Key West where he bombarded the city for several days, resulting in minor damage to the city. As part of his duties, he sealed Havana harbor and supervised the blockade of Cuba. At the time it was erroneously believed that the USS Maine was sunk by Spain. It was only recently that continuing investigation determined that the sinking was really caused by a bunker fire smoldering in the bituminous coal used for fuel. The fire heated the bulkhead separating the engine room from a magazine containing the powder bags used to fire the 10” guns. It was the resulting explosion, rather than Spanish mine that sank the USS Maine, killing 261 officers and crew out of the 355 men that manned the ship. It took over ten years before the USS Maine was refloated and towed out to sea, clearing the harbor. She was again sunk at a location, where she now rests 3,600 feet below the surface.

The original flagship for the company was the MS City of New York, commanded by Captain George T. Sullivan, On March 29, 1942, she was attacked off the coast of Cape Hatteras, North Carolina, by the German submarine U-160. The torpedo struck the MS City of New York at the waterline under the ship’s bridge, instantly disabling her. After allowing the survivors to get into lifeboats the submarine sunk the ship. Almost two days after the attack, a destroyer, the USS Roper, rescued 70 survivors, of which 69 survived. An additional 29 others were picked up by USS Acushnet, formerly a seagoing tugboat and revenue cutter, operated by the U.S. Coast Guard. All these survivors were taken to the Naval Base in Norfolk, Virginia. Almost two weeks later, on April 11, 1942, a U.S. Army bomber on its way to Europe spotted a lifeboat drifting in the Gulf Stream. The boat contained six passengers: four women, one man and a young girl plus thirteen crew members. Tragically two of the women died of exposure. The eleven survivors picked up by the U.S. Coast Guard Cutter CG-455 and were brought to Lewes, Delaware. The final count showed that seven passengers died as well as one armed guard and sixteen crewmen. Photo Caption: the MS City of New York Hot books by Captain Hank Bracker available at Amazon.com “Salty & Saucy Maine,” is a coming of age book that recounts Captain Hank Bracker’s formative years. “Salty & Saucy Maine – Sea Stories from Castine” tells many sea stories of Captain Hank’s years at Maine Maritime Academy and certainly demonstrates that life should be lived to the fullest! In 2020 it became the most talked about book Down East! “The Exciting Story of Cuba -Understanding Cuba’s Present by Knowing Its Past” ISBN-13: 978 1484809457. This multi-award winning history of Cuba is written in an easy-to-read style. Follow in the footsteps of the heroes, beautiful movie stars and sinister villains, who influenced the course of a country that is much bigger than its size! This book is on the shelf as a reference book at the American Embassy in Havana and most American Military and Maritime Academies.

Hai ek ladki, Jiska chaand sa noor Khona jissey nahin chahta tha main Dekho aaj usse bhi ho gaya hoon door..

Every cathouse downtown was a clean establishment, checked by Navy doctors once every two weeks. The girls were all attractive. Mostly from the States. That made visiting a cathouse a little more like being home, despite being in the middle of the Pacific.” For added security, every cathouse had a bouncer. Usually Hawaiian. Always size Triple-X. Their main job, beside the one implied by their title, was to sit or stand by the door and let sailors and Marines in as others left.

As the Val dive-bombers sought other targets in addition to the Nevada, they found the battleship Pennsylvania as it sat in Dry Dock No. 1 along with two destroyers, Cassin and Downes. The lone occupant of Dry Dock No. 2 nearby was the destroyer Shaw. Several attacking planes dropped 550-pound bombs on the Shaw. Two penetrated the main deck near the five-inch guns forward of the bridge. A third went clean through the bridge superstructure and ruptured fuel tanks, setting the front half of the Shaw ablaze. This fire caused the forward magazines to detonate just as they had on the Arizona. A huge explosion, second only to that on the Arizona, sent a mass of flames and mangled metal into the air. A great deal of it landed on the decks of the nearby Nevada, making it twice in less than an hour that the battleship had come under such an assault. Meanwhile, the Shaw broke in two. Finding Hospital Point not so hospitable, a tug pushed the Nevada off the beach and across the channel to a new resting spot aground on Waipio Peninsula across from Ford Island. As Robert Meyer observed, the battleship “kept its deck above water but not by much.” Meanwhile, the Arizona and the rest of the battleships strewn along Battleship Row were not going anywhere.1

Then, Japanese pilots found the range, and five bombs struck the ship. Three hit forward of Turret No. 1 and left the bow a mangled mess. One of these ignited a gasoline storage tank and started a blaze that might have proven as catastrophic as that on the Arizona but for the fact that as part of a regular ammunition rotation, the Nevada’s crew had yet to reload twenty-eight hundred bags of powder into its main magazines. The other two bombs exploded at the base of the main mast and smokestack, damaging the director stations on the foremast. Rather than risk the ship sinking and blocking the entrance channel, the senior officer afloat ordered the Nevada to beach near floating Dry Dock No. 2, adjacent to Hospital Point.

In the harbor beyond Kimmel’s window, a flotilla of motor launches and small boats spread out across the water like frenzied water spiders. They carried the wounded first to the hospital ship Solace and then, after its hastily enlarged trauma space overflowed, to the main medical facilities on Hospital Point and a triage area set up on 1010 Dock adjacent to the Argonne. Some of the wounded were carried aboard the Argonne, where the warrant officers’ mess was converted into an emergency operating room. By midmorning, personnel from the Argonne and other ships had also set up a field hospital at the nearby Officers’ Club. On Hospital Point, Naval Hospital Pearl Harbor was a state-of-the-art facility with about 250 beds, but the carnage quickly taxed it well beyond anything its staff had ever imagined. The first casualties arrived even as the second wave of attackers still pounded the harbor. As more poured in, ambulatory patients on the wards with far less critical conditions were discharged or evacuated to vacant outbuildings and hastily erected tents behind the hospital. Within three hours, the hospital received 546 casualties and 313 dead.

Few could dispute Esther Ross’s claim that the Arizona was a cutting-edge weapon of its day. The behemoth was built to project American power and counter any aggressor on the high seas. Battleships made completely of steel were themselves relatively new. America’s earliest were the Texas and the Maine, commissioned within a month of each other in 1895. Barely over three hundred feet in length and displacing only sixty-seven hundred tons, they in retrospect have been termed coastal defense battleships or, in the case of the Maine, a mere armored cruiser. The Maine blew up under mysterious circumstances in Havana Harbor, Cuba, in February 1898, and its sinking became a rallying cry during the subsequent Spanish-American War. Short-lived though the war was, it underscored the importance of a battleship Navy. In one storied episode, the two-year-old battleship Oregon raced from the Pacific coast of California all the way around Cape Horn and into the Atlantic to take part in the Battle of Santiago off Cuba. It was a bold display of sea power, but the roundabout nature of the voyage set thirty-nine-year-old Assistant Secretary of the Navy Theodore Roosevelt to thinking about the need for a canal across the Isthmus of Panama. By 1900, the United States Navy floated five battleships and had seven more under construction. Beginning with the Indiana (BB-1), commissioned at the end of 1895, they were each given the designation “BB” for battleship and a number, usually in chronological order from the date when their keels were laid down. Save for the anomaly of the Kearsarge (BB-5), all bore the names of states.

The prescient assistant secretary of the Navy was now president of the United States, and in December 1907, Theodore Roosevelt dispatched a fleet of sixteen battleships, painted white for peace and dubbed the Great White Fleet, on a multiyear voyage around the world to underscore America’s international interests and demonstrate its global reach. Most of these battleships were more than four hundred feet in length and displaced at least twice the tonnage of the Maine.

Early the following year, Arizona steamed from its home port at San Pedro to Hawaii to participate in Army-Navy Grand Joint Exercise No. 4. It was a mouthful of a name for a round of war games that simulated an attack on Oahu from “enemy” aircraft carriers lurking to the north. Near sunrise on February 7, 1932, the first strike of carrier planes caught Army Air Corps bases by surprise. A second wave achieved similar results after slow-to-respond Army pilots landed for refueling and breakfast. In the after-action critique, the Army protested that the Navy’s attack at daybreak on a Sunday morning, while technically permitted under the rules, was a dirty trick.8 A few weeks later, on March 2, Arizona entered Pearl Harbor for the first time. Pearl Harbor in the early 1930s was minuscule compared to the massive installation it would become just one decade later. Despite wide inner lochs—bays of water spreading out from the main channel—its entrance was historically shallow. Nineteenth-century visitors had anchored off Honolulu a few miles to the east instead. In 1887, Hawaii’s King Kalākaua granted the United States the exclusive right to establish a coaling and repair station in Pearl Harbor and improve the entrance as it saw fit. No facilities were built, but the United States annexed the Hawaiian Islands in 1898. When the American Navy built its first installations within months of annexation, they were at Honolulu, not Pearl Harbor, because of the difficult channel access. Finally, in 1908, Congress authorized dredging the channel entrance and constructing a dry dock, as well as adding accompanying shops and supply buildings. Naval Station Pearl Harbor was officially dedicated in August 1919. The Army and Navy jointly acquired Ford Island in the harbor’s center for shared airfield facilities that same year.9

The least senior men in each division served as mess cooks and set up tables and benches for each meal. They retrieved food from the main galley in pots and on platters, and it was passed around family-style. The place settings were heavy white porcelain plates and mugs and stainless-steel utensils. The senior rated man at each table was responsible for the conduct of the men at his table. It was quite permissible to ask for seconds if there was food left—usually a rarity—but anyone who attempted to help himself before all had been initially served was apt to get more than his hand slapped. Afterward, the mess cooks hauled everything back to the galley for washing to make it ready for the next meal.

The concussion from the main explosion, was intense—a force so large that, without discrimination, it blew officers and sailors off the decks of Arizona, Vestal, Nevada, Tennessee, and West Virginia. Arizona slammed down hard. Combined with the explosive force, it cut through the harbor’s water supply line that fed Ford Island, and created a ten-foot tidal wave that plowed into its banks.

The captain’s and admiral’s bridge—and those inside, were incinerated as the explosive fire enveloped the starboard director, shot over the sky control platform, wrapped itself around the port-side director, and then climbed the main mast and beyond, as it chased the acrid, black, mushroom cloud—and created the perfect fire storm.

As cadets, we constantly hammered, scraped and wire brushed rusting steel, before applying red lead paint. Most of the paint we used was Navy surplus or a concoction made up of fish oil, lampblack and china dryer. We found that by mixing all different color paints, we would wind up with a paint we called “Sh-t Grindle Brown.” Inventiveness was key as we repaired, replaced, and painted the State of Maine from stem to stern. This work, being in addition to our studies, consumed all of our time. How we managed to fit all of this into the time we had, is still a mystery. The conversion of the ship was labor intensive and expensive, but the U.S. Maritime Commission contributed to the Academy’s financial needs where possible. The mounting expenses remained a challenge but we didn’t give up. We never did finish the entire conversion prior to our first cruise, but one thing we managed to do was paint over the name “USS Comfort” and hand letter in her new name “State of Maine.” If you looked carefully, you could still see her previous name outlined by a welded bead, but this was a minor detail that would eventually be taken care of. Perhaps because of my experience with the letters on the front of “Richardson Hall,” the task of lettering her name and her new homeport on the stern became mine. Much of the ship’s superstructure was still covered with a sticky preservative made up of paint and crank case oil, which never really dried and indelibly got onto our working uniforms. However, from a distance, you couldn’t tell the difference and it looked all right, but more importantly it prevented further rusting. One bulkhead at a time, using a mixture of gasoline and paint remover, we scraped the gunk off and repainted it. The engineers had been busy rebuilding the pumps and generators, as well as repacking steam pipes with asbestos wrapping. We finally got the ship to where we could sail her to Portland under her own power. The twin Babcock and Wilcox heater-type boilers had to be repaired and re-bricked there. After this, we would continue on to the dry dock in Boston for additional work and the hull inspection that was required below the water line.

The USS Saint Louis and the USS Harvard arrived in Portsmouth, New Hampshire on July 10, 1898, carrying a total of 1,562 Spanish prisoners. Approximately 1,700 Spanish prisoners of war were eventually divided between POW camps in Annapolis, Maryland, and the Navy Yard near Portsmouth, New Hampshire, which is actually in Kittery, Maine. To guard them U.S. Marines were brought in from the Boston Navy Yard. The internment camp was known as Camp Long, which was named for Secretary of the Navy John Long. From July 11, 1898, to September 12, 1898, the stockade held 1,612 Spanish prisoners, including Admiral Pascual Cervera. After a time these prisoners were granted parole and allowed fifteen days of liberty, permitting them open access to Seavey’s Island in Kittery, Maine, as well as the Navy Yard, and the town of Portsmouth, New Hampshire. Despite the best efforts by both U.S. Navy and Spanish physicians, thirty-one prisoners died during their incarceration. On September 12, 1898, the prisoners were released and returned to Spain on the S/S City of Rome.

As cadets, we constantly hammered, scraped and wire brushed rusting steel, before applying red lead paint. Most of the paint we used was Navy surplus or a concoction made up of fish oil, lampblack and china dryer. We found that by mixing all different color paints, we would wind up with a paint we called “Shit Brindle Brown.” Inventiveness was key as we repaired, replaced, and painted the “TS State of Maine” from stem to stern. This work, being in addition to our studies, consumed all of our time. How we managed to fit all of this into the time we had, is still a mystery. The conversion of the ship was labor intensive and expensive, but the U.S. Maritime Commission contributed to the Academy’s financial needs where possible. The mounting expenses remained a challenge but we didn’t give up. We never did finish the entire conversion prior to our first cruise, but one thing we managed to do was paint over the name “USS Comfort” and hand letter in her new name “TS State of Maine.” If you looked carefully, you could still see her previous name outlined by a welded bead, but this was a minor detail that would eventually be taken care of. Perhaps because of my experience… the task of lettering her name and her new homeport on the stern became mine.

Since 1884 Bath Iron Works was incorporated by General Thomas W. Hyde who had served in the Union Army during the Civil War. At first the shipyard made iron hardware and windlasses for the wooden ships of the day but soon built warships for the United States Navy although it also started builting commercial vessels. The USS Machias a schooner rigged, steam driven, gunboat was one of two 190-foot (58 m) gunboats, first built by the company. It has been said that Chester Nimitz commanded the Machias during World War I, although this has not been substantiated. In 1892 the yard built their first commercial vessel, the 2,500-ton steel passenger steamer the SS City of Lowell. From these humble beginnings BIW became a major United States shipyard and has designed and built almost every type of naval vessel that the US Navy had or has, including the new stealth destroyers of the Zumwalt class. I first saw Bath Iron Works when I crossed the Kennebec River in 1952. I wrote about this in “Seawater One” describing how our bus crossed on the Carlton Lift Bridge and how I saw the USS Dealey (DE-1006) being built. During World War II, ships built at BIW were considered by Navy officers and sailors to be the toughest afloat, giving rise to the slogan "Bath-built is best-built." In 1995, BIW became a subsidiary of General Dynamics and at that time was the fifth-largest defense contractor in the world.

In 1898 the clouds of war between Spain and the United States accumulated over Cuba. President McKinley decided to deploy the battleship USS Maine to Havana, to insure the safety of Americans. As a backup, other ships were deployed to Key West and many other hot spots around the world involving Spain. Most Americans allied themselves with the Cuban people, and identified their movement with our American Revolutionary War. The arrival of the battleship Maine in Havana harbor with only 18 hours of advanced warning was contrary to diplomatic convention. At 9:40 p.m. on February 15, 1898, a massive explosion sank the ship while she was at anchor and took the lives of 268 sailors. Although the cause of the explosion was never proven to be sabotage, and was most likely caused by a smoldering fire in one of the ship’s coal bunkers, “Remember the Maine, To Hell with Spain!” became an American battle cry. What was termed “yellow journalism” had fired up the American public so much, that on April 11, 1898, President McKinley asked Congress for authority to send troops to Cuba to support the Cuban people in their revolt against Spain. The situation spun out of control when Spain declared war on the United States on April 23, 1898, and in turn, Washington declared war on Spain two days later.

When she arrived in Castine the USS Comfort was a tired, World War II vintage Hospital Ship. Her keel had been laid as a Maritime Commission C1-B hull, which was most frequently used in the construction of troop ships. Built by the Consolidated Steel Corporation in Wilmington, California, she was launched on March 18, 1943. As the USS Comfort (AH-6), a naval hospital ship, she served in the South Pacific during World War II, having a U.S. Navy crew and an Army medical staff. In 1945, the USS Comfort took part in the battle of Okinawa, and was struck by a kamikaze pilot, killing 28 of the ship’s personnel, including six nurses, and wounding 48 additional people. When she was decommissioned and struck from the Naval Vessel Register, her title was retained by the U.S. Army. Not being needed, she was taken up to the Hudson River Reserve Fleet near Bear Mountain in New York. In 1949 her title was returned to the Maritime Commission, who on August 24, 1953, assigned her to Maine Maritime Academy for use as a training ship.

May 5th 2018 was one of the first nice spring days the beautiful State of Maine had seen since being captured by the long nights and cold days of winter. Ursula, my wife of nearly 60 years and I were driving north on the picturesque winding coastal route and had just enjoyed the pleasant company of Beth Leonard and Gary Lawless at their interesting book store “Gulf of Maine” in Brunswick. I loved most of the sights I had seen that morning but nothing prepared us for what we saw next as we drove across the Kennebec River on the Sagadahoc Bridge. Ursula questioned me about the most mysterious looking vessel we had ever seen. Of course she expected a definitive answer from me, since I am considered a walking encyclopedia of anything nautical by many. Although I had read about this new ship, its sudden appearance caught me off guard. “What kind of ship is that?” Ursula asked as she looked downstream, at the newest and most interesting stealth guided missile destroyer on the planet. Although my glance to the right was for only a second, I was totally awed by the sight and felt that my idea of what a ship should look like relegated me to the ashbin of history where I would join the dinosaurs and flying pterosaurs of yesteryear. Although I am not privileged to know all of the details of this class of ship, what I do know is that the USS Zumwalt (DDG 1000) first underwent sea trials in 2015. The USS Michael Monsoor (DDG-1001) delivered to the Navy in April 2018, was the second ship this class of guided missile destroyers and the USS Lyndon B. Johnson (DDG-1002) now under construction, will be the third and final Zumwalt-class destroyer built for the United States Navy. It was originally expected that the cost of this class would be spread across 32 ships but as reality set in and costs overran estimates, the number was reduced to 24, then to 7 and finally to 3… bringing the cost-per-ship in at a whopping $7.5 billion. These guided missile destroyers are primarily designed to be multi-mission stealth ships with a focus on naval gunfire to support land attacks. They are however also quite capable for use in surface and anti-aircraft warfare. The three ship’s propulsion is similar and comes from two Rolls-Royce gas turbines, similar to aircraft jet engines, and Curtiss-Wright electrical generators. The twin propellers are driven by powerful electric motors. Once across the bridge the landscape once again became familiar and yet different. Over 60 years had passed since I was here as a Maine Maritime Academy cadet but some things don’t change in Maine. The scenery is still beautiful and the people are friendly, as long as you don’t step on their toes. Yes, in many ways things are still the same and most likely will stay the same for years to come. As for me I like New England especially Maine but it gets just a little too cold in the winter!

Let me ask you, Captain, what is the weakest word in the English language? You don’t know? You use it daily, and so do I, in conversation. But when I write, I avoid it like the plague. The weakest word in the English language is the word ‘very,’ V-E-R-Y. If ever you feel when writing that you would like to use the word ‘very,’ just don’t do it. Maybe that’s a little too strong. Evaluate its use. Put it to the test. Try substituting the word ‘damn’ for ‘very.’ Ordinarily ‘damn’ will improve the sentence immeasurably. “Let me illustrate. This is a fine day. Some would be inclined to say this is a very fine day. In speaking, I would say this is a damn fine day. But in writing, I would say this is a fine day, and let it go at that. And it is a fine day, isn’t it, Captain?” A cab arrived at the northwest gate, halted a moment by the gate guard, and then proceeded slowly up the gravel drive to the main entrance. “It is very”—with much emphasis—“nice to have met you, Captain.” And Mr. Woollcott was off.

President Theodore Roosevelt dispatched sixteen new Atlantic Fleet Battleships to sail around the world showing our colors and strength. In keeping with his motto to, “Speak Softly but Carry a Big Stick” the ships were all painted white with only the scroll work on the bow of each ship gilded. The Battleships of the “Great White Fleet,” first named the “Atlantic Fleet,” under the command of Rear Admiral Robley D. Evans, on the flagship the USS Connecticut, were accompanied by what was termed a “Torpedo Flotilla” and additional support ships. Leaving Hampton Roads on December 16, 1907, they sailed around South America to San Francisco, where two of the ships, the USS Maine and the USS Alabama were replaced by the USS Nebraska, and the USS Wisconsin. Because of poor health Rear Admiral Charles S. Sperry relieved Admiral Evans and on July 7, 1908 took the fleet to Hawaii, New Zealand, Australia, the Philippines, Japan Celon and arrived in Egypt on January 3, 1909. At the time the USS Connecticut, Illinois, Culgoa and the steel hulled schooner the USS Yankton, sailed to the island of Sicily to show America’s compassion by assisting in with the rescue operations after a severe earthquake. Crew members of the Illinois also recovered the bodies of the American consul and his wife who had been trapped in the ruins. On January 9, 1909, the fleet left Messina, Sicily and continued on to Naples and Gibraltar before returning to Hampton Roads, Virginia on February 22, 1909, where President Roosevelt reviewed the returning fleet one last time.

Vizeadmiral Karl Donitz, now the commander of Germany's submarine force, quickly dispatched five U-boats across the Atlantic to attack merchant shipping along the U.S. East Coast. His intention in Operation Paukenschlag (Drumbeat) was to have all five launch a simultaneous attack on shipping-from Nova Scotia to Cape Hatteras-on the morning of January 13, 1942. The U.S. Atlantic Fleet was as unprepared for the onslaught of the second Battle of the Atlantic as it had been in 1918. Unlike 1918, this time the results would be devastating. In the first six months of 1942, German torpedoes, mines, and U-boat deck gun shells sank nearly 400 American and allied merchant ships in U.S. waters from Maine to Panama. During that campaign, only nine U-boats went down.

The only cigarettes allowed in the Dominican Republic were those made from tobacco grown on Trujillo’s plantations and manufactured at his 1,600-man cigarette factory. Although Dominican tobacco is good when used in making cigars, the people wanted what they couldn’t have and that was American-made cigarettes, which were impossible to get on the island. It was also more profitable to raise sugarcane on the available land, so that also hampered the amount of tobacco grown. Noticing the bumboats around the stern, I shouted down to them, asking what they were selling. It turned out that they were buying and were willing to pay $50 per carton for the same American cigarettes that we only paid twenty-five cents a pack for. At that time we were allowed to keep the ship’s store open in port, so the arithmetic made sense. I quickly bought five cartons at $2.50 each, and started lowering them down in a bucket. Each time I lowered a carton of Lucky Strikes, $50.00 came back up. Not bad, and all went well, until I got to the fourth carton and the bucket came up empty. The scoundrel, on his bumboat, was heading back to the port with a carton that he didn’t pay for. There were still other vendors in boats looking to make a deal, but by now I couldn’t buy any more cigarettes because the ship’s storekeeper had figured out what was happening. Knowing that it would deplete the cigarettes left in the ship’s store, he dropped the wire screen closure. Okay, I knew what to do…. I went to the carpenter’s locker and carefully slit open my remaining carton and filled the empty carton with sawdust before resealing it again. Down went the carton and up came $50. With that, I closed up shop, knowing that the guys in the bumboats would figure out what had happened and would try to get even. I wound up with $200 and 10 packs of cigarettes, less my unforeseen expenses. Not a bad day’s work.

Damage to Curtiss resulted from an enemy aircraft colliding with the forward crane. The enemy plane burned on the boat deck. This occurred at 0905. Another bombing attack occurred at 0912. One bomb fell on the mooring buoy aft and two bombs fell alongside. Fragment damage from these three bombs was considerable. Another bomb struck the starboard side of the boat deck, passed through three decks, and exploded on the main deck causing considerable damage. These bombs were about 250 kilograms, measured about 12 inches in diameter, and carried about 130 pounds of TNT. They were released by dive-bombers from a height of about 300 to 400 feet. The widespread damage caused by fragments to the piping, electric wires, steam lines, and ammunition supply, etc. overshadowed entirely the structural damage which they caused. Even the after engine room was affected by fragments from the bomb hit. Many fires were started and these were difficult to extinguish due to smoldering cork insulation and poor lighting. Much of the fragment damage could have been prevented by use of some armor, which was forbidden in auxiliary vessels under the arms limitation treaties. Later designs provided two-inch splinter protection for sixty percent of the length, as well as splinter protection for gun, fire control, and ship control stations. The Navy Yard undertook repairs to Curtiss on two separate availabilities; the first was from 19 to 27 December. When replacement parts were received, Curtiss was in the Yard from 26 April to 28 May 1942. At that time final repairs were made. 9. U.S.S. HELM, DESTROYER (LAUNCHED IN 1937) We have seen how Helm got underway promptly and patrolled the waters for submarines

Raleigh was struck by a torpedo early in the attack. Like Utah, she occupied a berth usually used by an aircraft carrier. At 0756 the two torpedoes were dropped about 300 yards from the ship. One hit the ship below the eighty pound armor belt and another passed about twenty-five yards ahead of the ship. The one which hit the ship caused immediate flooding of the two forward boiler rooms and the forward engine room. General Quarters was sounded at once, and the anti-aircraft battery went into action promptly. Men not at the guns were ordered to jettison weights on the port side, especially those high up on the ship. About 0900 the ship received a bomb hit from a dive-bomber. This was dropped from about 800 feet and passed through three decks and out the side of the ship. It exploded clear of the vessel at frame 112 and caused damage typical of a near-miss. Luckily the compartment, which held 3,500 gallons of aviation gasoline, was left intact. The ship counterflooded, but the construction of the ship was not favorable to a great deal of counterflooding as loss of buoyancy was more important than list. Due to defective hatches the main deck had some free water surface, which, added to that produced by the damage, was almost fatal. The jettisoning of topside weights and the reduction of free surface by pumping water from the main deck saved the ship. It certainly would have been lost in a seaway, as it developed negative stability. This was gradually overcome, partly by lashing an available barge alongside. 80-G-32448 USS Raleigh after taking one torpedo hit amidships and one bomb hit aft.