‘Did You Have a Friend on the Good Reuben James?’

by Bill Doughty

Woody Guthrie wrote “Sinking of the Reuben James” in 1942, a poetic ode to a mighty destroyer, the first American ship sunk in World War II.  

Guthrie’s song concludes with this verse, showcasing the resolve of the Navy and nation during the war:

Now tonight there are lights in our country so bright
In the farms and in the cities they're telling of the fight.
And now our mighty battleships will steam the bounding main
And remember the name of that good Reuben James.

The refrain: “What were their names, tell me, what were their names?  Did you have a friend on the good Reuben James?”

Guthrie’s song, about the sinking of the original USS Reuben James (DD 245) by a German submarine (just weeks before Imperial Japan’s attack of Oahu, Hawaii) was also performed by the Kingston Trio, the Highwaymen and Johnny Horton (of “Battle of New Orleans” and “Sink the Bismark” fame), among other performers.  

With the sinking of the destroyer Reuben James, the Navy lost 115 Sailors, with only 44 survivors.

That original USS Reuben James had been first commissioned in 1919 and served with the Atlantic Fleet.  The ship was decommissioned in 1931 but was recommissioned 13 months later to serve in the Atlantic, Pacific and Caribbean, before being assigned to fateful duty escorting war materials to Britain in WWII.

In song, film and books, USS Reuben James has captured the imagination of artists and the public.

It started with the ship’s namesake.  

James saves Decatur in an engraving by Alonzo Chappel, 1858.

Boatswain's Mate Reuben James was a hero aboard the American frigate Philadelphia in the Barbary Wars against piracy, putting his body in harm’s way to protect Lt. Stephen Decatur.  He served in the War of 1812 and aboard early frigates including USS Constitution and USS Constellation.  Taken prisoner, James was released after the war and went on to serve again with Captain Decatur, aboard the Guerriere.

When Woody Guthrie, who hated fascism in all forms, sang about mighty “battleships” steaming the bounding main, we can imagine not only the surface forces and actual battleships (BBs) but also the American submarines, air power and ground forces and other warfighters that came back with a vengeance to win peace and freedom 70-plus years ago.

“Back with a Vengeance” is the motto of the “world-famous” recently decommissioned guided-missile frigate USS Reuben James (FFG 57).  The latest of three ships to bear the proud name of the boatswain of two centuries ago, the frigate Reuben James made its own mark in the history books. 

Its first mission was Operation Earnest Will, in which the Navy provided protection to Kuwaiti oil tankers threatened by attack during the Iran-Iraq War.  The “Fightin’ 57” had a key role at the end of the Cold War, provided maritime security in the 80s and 90s, and deployed to provide extended support in Operations Enduring Freedom in Afghanistan and Iraqi Freedom in the 21st century.  

From its homeport of Pearl Harbor, Reuben James operated forward to build partnerships, trained with international navies including in RIMPAC, provided humanitarian assistance, interdicted drug smugglers, and protected fishing areas alongside the U.S. Coast Guard.

USS Reuben James has been featured in novels (and movies) including Tom Clancy’s “Red Storm Rising” and “Hunt for Red October.”

Nonfiction and fiction writers have included references to the original Reuben James destroyer and now decommissioned frigate in their works.  These include, “Blood on the Sea” by Robert Sinclair Parkin, “Chosin File” by Dale Dye, “The Malacca Conspiracy” by Don Brown, “Battle for the North Atlantic” by John R. Bruning, “The USS Reuben James,” by Harold Charles, “Shepherds of the Sea” by Robert F. Cross, “Ghosts of the USS Yorktown,” by Bruce Orr, “Turning the Tide” by Ed Offley, and “Linebakers of the Sea” by Ray Lubeski.

The older frigates are leaving the Navy as littoral combat ships (LCS) such as USS Freedom (LCS 1) with near shore capabilities, are now operating forward.  

Machinist’s Mate 2nd Class William Shammas, one of the crew members at the decommissioning ceremony at Joint Base Pearl Harbor-Hickam this past week, said he’s sorry to see the frigates retire from service.

USS Reuben James (FFG 57) CO Cmdr. Dan Valascho speaks at the July 18, 2013 decommissioning.

“The U.S. Navy’s real first ships were frigates,” Shammas said.  “The first one, and the oldest ship in the United States Navy is a frigate -- the USS Constitution,” he observed.

The Reuben James was the first guided-missile frigate homeported in Hawaii, and the last to be retired there, leaving 17 frigates operating in the Navy.  The crew is transferring to other ships on the waterfront; their ship will transfer to the inactive ships list, gone for now.

Perhaps someday another USS Reuben James will be called to sail the world’s oceans and “steam the bounding main” -- "back with a vengeance" to confront new threats from piracy, terrorism or fascism.http://www.public.navy.mil/surfor/FFG57/Pages/ourship.aspx#Namesake

Happy Birthday Navy: "Sea of Glory"

Review by Bill Doughty

Charles Wilkes captained Exploration Expedition 

Some historians say the United States Navy was "born again" during the War of 1812, which ended two hundred years ago this year, a war which brought great heroes such as David Porter, Stephen Decatur, William Bainbridge, Isaac Hull, Oliver Hazard Perry and Charles Stewart.

A young man who came of age at the end of the War of 1812, Charles Wilkes, was inspired by British naval hero James Cook and by the U.S. Navy heroes of 1812-1815 (especially Porter and Decatur) to join the Navy. Aboard his flagship, sloop-of-war Vincennes, Wilkes would lead the "Ex.Ex.," the nation's historic Exploring Expedition to Antarctica and around the globe.

But there was something wrong with Wilkes.

Nathaniel Philbrick, a favorite author of Navy Reads, examines Wilkes's psyche while presenting an epic telling of the adventure by six ships carrying sailors, scientists and surveyors. Philbrick's "Sea of Glory" (Viking Penguin Books, 2003) is another work of art about the sea.

As the Navy prepares to celebrate its birthday this week, "Sea of Glory" is a good way to reflect on the mind-boggling significance of Ex. Ex. to history and science. Wilkes and his team of explorers discovered Antarctica; explored of volcanoes in Hawaii; and surveyed Fiji, Pearl Harbor, the Columbia River, and swaths of the Pacific. They brought back unprecedented numbers of plant, animal and mineral species.

"By any measure, the achievements of the Expedition would be extraordinary. After four years at sea, after losing two ships and twenty-eight officers and men, the Expedition logged 87,000 miles, surveyed 280 Pacific islands, and created 180 charts – some of which were still used as late as World War II. The Expedition also mapped 800 miles of coastline in the Pacific Northwest and 1,500 miles of the icebound Antarctic coast. Just as important would be its contribution to the rise of science in America. The thousands of specimens and artifacts amassed by the Expedition's scientists would become the foundation of the collections of the Smithsonian Institution. Indeed, without the Ex. Ex.,  there might never have been a national museum in Washington, D.C. The U.S. Botanic Garden, the U.S. Hydrographic Office, and the Naval Observatory all owe their existence, in varying degrees to the Expedition."

Vincennes in Disappointment Bay, Antarctica

"Sea of Glory" is captivating for its description of hazardous life at sea, interactions with native populations, and the sunset of the age of discovery. It also shows how far America has evolved from the days of wooden ships, whaling and the trade of otter and seal skins, sandalwood and sea slugs. Yes, sea slugs.

The Wilkes expedition would influence Charles Darwin, Mark Twain, Herman Melville, and other writers and thinkers and spawn Civil War leaders, including the great William Reynolds (Wilkes's opposite and ultimate antagonist), who would claim the Midway Atoll/Islands for the United States, instrumental to the new steam-powered Navy. Surveys of the Pacific by Ex. Ex. would be used by the U.S. Navy in planning the invasion of Tarawa in WWII.

But what was wrong with Wilkes?

"Sea of Glory" is filled with strange happenstances of history, strange characters and warped personalities, none more warped than Wilkes himself, described as "arrogant," "insecure," "egotistical," "vain," "impulsive," "cruel," "duplicitous" and "manipulative" – stretched beyond his capabilities."

"The less control he felt, the more he became fixated on the issue of rank," Philbrick writes. Wilkes, in fact, was literally a self-promoter who thought he deserved the rank of Captain rather than Lieutenant, so he put on the epaulets and uniform of the senior rank during the expedition, an "audacious, even outrageous act, without precedent in the U.S. Navy."

Philbrick and RADM Richard Gurnon, USMS (ret.), former president of Mass. Maritime Academy.

It's no wonder Wilkes fell out of favor with a host of senior officers and Secretaries of the Navy, including SECNAV Gideon Welles.

As a leader, Wilkes believed in blind obedience, harsh discipline and public humiliation of subordinates. When envious or angry he turned to excessive and extreme violence. After the expedition, the Navy court-martialed Wilkes for excessive flogging of Sailors and Marines, among other charges, but he ultimately redeemed himself in the Civil War. He later devoted his life to his legacy while others dedicated themselves to the significant scientific discoveries of his expedition.

Philbrick notes that "science in America was forever changed by the Ex. Ex." However, because of a shift in focus from the Pacific to the American West, among other reasons, the Exploration Expedition has been obscured despite its influence.

"[Wilkes] had once dared to assume that if he should successfully complete his mission, a grateful nation would shower him with praise and recognition. He had fashioned out of disaster one of the largest, most sophisticated scientific and surveying enterprises the world had ever seen. He had found a new continent, charted hundreds of Pacific islands, collected tons of artifacts and specimens, and explored the Pacific Northwest and the Sulu Sea. And he had now returned to find that nobody in New York, Washington, or, it seemed, the entire nation apparently cared."

While attention in coming weeks will understandably be focused on Philbrick's terrific "In the Heart of the Sea: The Tragedy of the Whaleship Essex," readers interested in naval history are wise to include "Sea of Glory" or "The Last Stand" for Philbrick's good studies about leadership, life-and-death challenges and the depths of human nature.

To the Shores of Tripoli

Review by Bill Doughty

The War of 1812, in which the young U.S. Navy defeated the British Fleet, was preceded by a war against terrorists -- Barbary pirates and their sponsor states along the northern coast of Africa in and around what is now Libya.

To the Shores of Tripoli -- The Birth of the U.S. Navy and Marines by A.B.C. Whipple, is the account of the original United States war against Arab tyrants and introduces us to colorful characters such as President Thomas Jefferson, Commodore Edward Preble, Consul William Eaton, Marine Lieutenant Presley Neville O’Bannon and Navy Captain Stephen Decatur.

These main characters are revealed with all of their strengths and weaknesses in the context of political intrigue and, quite literally, personal battles.  The book describes two duels to the death.

Duels occurred frequently in the new U.S. Navy, whose officers were overzealous about rank and “honor.”  Two thirds as many naval officers were killed in duels as by enemy action in all U.S. naval engagements from 1798 until the Civil War.

The greater "duel," of course, was between freedom of the seas and piracy.  Credit is given to Thomas Jefferson for his commitment to end the tradition of paying tribute and ransom to pirates who preyed on American shipping, capturing and imprisoning sailors in the late 1700s and early 1800s.

Jefferson saw the dangers of trading arms for hostages.  He lobbied for more and better Navy ships.

Yet, Jefferson was criticized for not waging all out naval war on the pirates and their sponsors and for settling for peace treaties.

According to Whipple:

Such criticism overlooks both Jefferson’s determination to fight rather than pay off the Barbary powers, and the fact that it was Congress that denied his requests to declare war against them.

Naval hero Stephen Decatur fights pirates in Tripoli.

Still, President Jefferson was in office when the first major interaction of the Barbary War occurred 210 years ago this month -- Aug. 1, 1801 -- when Lt. Andrew Sterett led the sloop-of-war Enterprise against the 14-gun warship Tripoli, commanded by Adm. Rais Mahomet Rous, known for raiding American and other commercial shipping.

After Rous pretended surrender and then opened fire on the Enterprise twice, Sterett and his Marines, led by Lt. Enoch Lane, used precision firepower and seafaring prowess to utterly defeat the enemy -- 30 killed, 30 injured out of a crew of 80, with not even one injury to Sterett’s men.

In several examples, the author shows the power of discipline, training and readiness over laziness and political expediency.

The heart of Whipple’s book deals with several key events: the 500-mile march across the desert to Tripoli, a courageous attack on the fort at Derna, sea battles in the Mediterranean and gunboat assaults against pirates and tyrants.

Commodore Preble, mentor to a generation of heroes.

The author shows how the Navy and Marine Corps team developed and became stronger.

He also shows the importance of books in developing leaders.  Eaton was inspired after reading Plutarch’s Lives as a young man.  Preble, a mentor to a generation of U.S. naval heroes, whose flagship was USS Constitution, had more than 100 books in his cabin.

Today, USS Preble (DDG 88) is part of the USS Ronald Reagan (CVN 76) Carrier Strike Group.  Preble was one of the first U.S. Navy assets on the scene in Japan last March to provide rescue and relief support as part of Operation Tomodachi in the wake of the tragic earthquake and tsunami there.

After reading and enjoying Whipple’s To the Shores of Tripoli (written twenty years ago in 1991) I checked out Jefferson’s War by Joseph Wheelan (published in 2003), a book which examines the same period and, like Whipple’s work, is carefully researched and documented.

To comprehend the present and future, one should read to understand the past...

Washington’s Navy, Privateering & ’Rebels at Sea’

Review by Bill Doughty––

George Washington wasn’t just “father of our country.” He was also father of our Navy, according to “Rebels at Sea: Privateering in the American Revolution” by Eric Jay Dolin (W.W. Norton, 2022).

Washington first dismissed the idea of deploying a seagoing force, especially to face the great Royal Navy. But during a stalemate on land and after listening to advice from his officers, he saw a need for American vessels to capture munitions and other supplies from British ships. So Washington armed and commissioned the schooner Hannah and soon followed up with orders for two more vessels. His ships were not privately operated since sailors were paid from his army’s funds.

While there was a question whether he had authority from Congress, nevertheless Washington moved forward, according to Dolin. “On September 7 (1775), the Hannah set sail. Washington had launched his own navy.” His minuscule naval force joined hundreds of “privateers” operating outside of government control along the Atlantic Coast and beyond.

Early in “Rebels at Sea,” Dolin tells the story of the Machias Affair in Maine/Massachusetts, in which colonists clashed with British autocracy over trade, authoritarian rule, and even voting rights!

The Machias Affair, called by James Fenimore Cooper the “Lexington of the Sea,” was “a clarion signal that Massachusetts men and, more broadly, Americans were ready and able to fight at sea.”

“Privateers were armed vessels owned and outfitted by private individuals who had government permission to capture enemy ships in times of war. That permission came in the form of a letter of marque, a formal legal document issued by the government that gave the bearer the right to seize vessels belonging to belligerent nations and to claim those vessels and their cargoes, or prizes, as spoils of war. The proceeds from the auction of these prizes were in turn split between the men who crewed the privateers and the owners of the ship. Typically, governments used privateers to amplify their power on the seas, most notably when their navies were not large enough to effectively wage war. More specifically, by attacking the enemy’s maritime commerce and, when possible, its naval forces, privateers could inflict significant economic and military pain at no expense to the government that commissioned them. Privateers were like a cost-free navy. One late nineteenth-century historian dubbed them ‘the militia of the sea.’”

There’s no question the maritime militia and other sea fighters made a difference.

“By early 1776, the upstart Americans had made considerable progress in taking the fight to sea. Between state navies, Washington’s navy, privateers from the individual colonies, and the nascent Continental navy, the colonies were demonstrating their maritime creativity and potency. But one major feature of their maritime strategy was conspicuous in its absence: privateers commissioned by Congress.”

And as Britain cracked down further on the Colonies, it only made the Americans’ resolve stronger.

The British Parliament drove the Colonies to codifying privateering when Britain passed the Prohibitory Act in February 1776. Also known as the Act of Independency, Parliament’s act cut off trade, permitted British ships to seize colonial vessels, and allowed American sailors to be impressed –– kidnapped, conscripted, and forced into serving in the Royal Navy.

Within weeks, Congress was ready to order authorization and letters of marque to privateers. It did so April 3, 1776. Privateering, therefore, pushed the Colonies more in the direction of independency. “It was another tear in the gossamer fabric holding the colonies and Britain together,” Dolin writes.

“Congress had no alternative but to provide for the defense and security by authorizing the colonies to fit out privateers to cruise against the enemy,” Dolin writes. He provides a number of surprising anecdotes about people, unknown and well-known, who were involved in privateering.

We learn about black patriot James Forten, whose great-grandfather was brought to the Colonies as a slave and whose grandfather obtained freedom. Forten was one of only a few black families in Philadelphia, where some historians argue the U.S. Navy was born. (A drive to the Philadelphia airport today and a glance toward the East shows the evidence of Philadelphia as a big Navy port.)

Forten served aboard the 450-ton Pennsylvania privateer Royal Louis captained by Stephen Decatur Sr., father of Steven Decatur Jr., hero in the first Barbary War at the turn of the century and later in the War of 1812. Forten went on to become a successful business leader in Philadelphia as the city’s leading sailmaker, according to Dolin.

This book is packed with photos, vignettes, and colorful characters. Thomas Paine, author of the earthshaking “Common Sense,” had a near-death brush with privateering. For a short time Paine was a crew member of the Terrible, a British privateer captained by William Death. Great names.

Check out these names of the privateer ships mentioned in this book: Rattlesnake, Hibernia, Tyrannicide, Black Sloven, Active, Thorn, Revenge, Enterprize, Eaglet, Impromptu, and Grand Turk; sweet names like Betsey, Nancy, Diana, Patty, and Sally, and inspiring names like General Washington, Marquis de Lafayettes, Liberty, Union, Hope, Yankee Hero, Retaliation, and Independence.

Hundreds of privateers and their captains and crews risked a great deal to fight for liberty. “When the United States was only a tenuous idea, they stepped forward and risked their lives to help make it a reality,” Dolin says.

Portrait of John Barry by Gilbert Stuart, circa 1801. (White House, NHHC)

“For many young men, joining a privateer represented an opportunity for adventure and fortune and also, perhaps, a chance to escape stultifying manual labor.” Privateering proved a training ground for the new United States Navy. Consider the names of some crew members, backers, and captains of privateers: John Barry, Thomas Truxton, Silas Talbot, Henry Knox, David Porter (father of Commodore David Porter, of the War of 1812, and grandfather of Adm. David Dixon Porter, hero of the Civil War.)

In 1781, the Privateer Pilgrim captured the Duke of Gloucester with an impressive science library aboard. The great mathematician Nathaniel Bowditch then gained access to the resources to write “The New American Practical Navigator” (1802), known to sailors as “the Bowditch,” a landmark work explaining accurate nautical and navigational information for mariners.

Some powerful leaders backed the concept of privateers. They included John Adams, Thomas Jefferson, Benjamin Franklin (for a time), and, notoriously Benedict Arnold, who helped the British spearhead “the deadliest raid of all,” targeting American patriots at New London.

Some privateers became intertwined with the slave trade. Dolin calls it the “greatest blemish” of privateering.

HMS Jersey, used as a prison ship during the Revolutionary War. Painting by R.B. Skerrett from drawing by one of the prisoners held in captivity there. (NHHC)

Americans captured by the British for privateering usually found themselves in fetid and septic prison ships. Dolin calls the use of the floating prisons, especially the Jersey, “one of the most horrific and shameful chapters in the history of the Revolution.” Dolin's account of the foul and disgusting depravity in the prison ships rivals that of many historians’ descriptions of POW camps. Jersey, nicknamed “Hell Afloat,” held up to 1,200 prisoners, many of whom were mariners who'd served aboard privateers.

Eric Jay Dolin

Privateering, Dolin says, was not the same as piracy since it was federally endorsed. Nevertheless, opposition to the practice grew. “Part of the reason privateering was scorned was that many believed the practice undermined the republican ideals of the Revolution, which called for the sacrifice of private interests in the pursuit of liberty.”

Benjamin Franklin, who supported privateering early on, did an about-face after he saw rampant greed and lawlessness. Another strong opponent was William Whipple Jr., a “fervent patriot devote to the republican ideals of the Revolution, signer of the Declaration, and hero of the Battle of Saratoga.”

Whipple called privateering “the most baneful to society of any that ever a civilized people were engaged in.” Dolin writes about Whipple: “His main concern was that privateers were draining the Continental Navy of men, because so many chose privateering over naval service for financial reasons.”

Navy hero John Paul Jones agreed.

There was much less effectiveness in individual states’ navies or privateers compared with he power of a United naval force. Resources, including sailors, needed to be directed to the Continental Navy, according to Jones, Whipple, and others; the fledgling American navy struggled to survive, some frigates never making it to sea.

Dolin writes: “The American Revolution was the Navy’s first hour, but not its finest.”

“The Continental navy’s record in battle is not an enviable one. Twenty-eight vessels were captured or destroyed, and many others were out at sea, sold, returned to France, or burned to keep them from being taken but he enemy (as in the Penobscot Expedition). Only seven of the original thirteen frigates authorized by Congress actually made it to sea, and one of those survived long enough to witness the victory at Yorktown in 1781, a year in which the entire naval fleet was comprised of only nine vessels, with a total of 164 cannons. The Navy’s only truly large ship, the 74-gun America, took six years to build, and by the time it was ready to sail, in November 1782, the war was essentially over. Instead of fighting for the American cause, America was given to the French as gift. At war’s end just a few navy ships were left. These were sold, and the navy disbanded.”

Carving of Franklin at U.S. Naval Academy, circa early 1900s. (NHHC)

The (non-Navy) privateers, as the “militia of the sea,” were similar to the colonial concept of a non-Army armed citizenry: “A well regulated Militia, being necessary to the security of a free State…” per the Second Amendment. Whipple, Jones, and Franklin saw privateering as more harmful that good. Franklin called it an “abomination.”

Eventually, the new nation would evolve to see the need for unity in the maritime domain. This was especially true as platforms, armaments, logistics, strategies, training, and capabilities modernized.

But in the War of 1812 the Navy was still “puny,” in Dolin’s words. “Just a handful of frigates, sloops, and gunboats.”

So President Jefferson returned to privateering.

“Despite Jefferson’s dream of a privately waged war on the seas,” Dolin writes, “the U.S. Navy, small though it was, had some notable and heroic engagements that burnished its reputation, contributed much to America’s success, and won the respect of the British.”

Privateers proved successful again in those days of wooden boats, but their days were numbered.

Model of privateer Rattlesnake.Scale: 3/16”=1’, built by Raymond W. Stone of the Washington Ship Model Society. (NHHC)

A generation later, the concept of privateering became part of a seditious conspiracy as the Confederacy embraced the strategy. The Confederates’ attempts at privateering were ill-fated, however, as the United States Navy and Union itself in Washington, D.C., grew stronger. Washington's navy became Washington's Navy.

Individual states’ navies were not as strong as the centralized U.S. Navy. Dolin closes his book with this bottom line: “America now has the most powerful navy in the world.”

This review barely scrapes the surface of a book that puts the reader on blood-stained wooden decks, running with the wind, cutlass in hand. Accessible history. Highly recommended.

“Rebels at Sea” dedication: “To librarians everywhere who, through hard work and dedication, support writers, researchers, learners, and book lovers alike. This writer couldn’t have done it without you.”

Adm. James Stavridis (ret.) offers wholehearted endorsement: “Yet another maritime masterpiece by one of the top historians of the oceans! Rebels at Sea is a brilliant exposition of a little-understood and under-appreciated part of the American Revolution underway. Like his earlier works, it is full of fresh thinking and sharply observed anecdotes that both inform and delight. Eric Jay Dolin's books deserve a prominent place on every sailor's bookshelf.” Stavridis is author of "The Sailor's Bookshelf: Fifty Books to Know the Sea," reviewed earlier this year on Navy Reads.

Warfighting: 1775-1812-2012

Review by Bill Doughty

“On Friday, October 13, 1775, meeting in Philadelphia, the Continental Congress voted to fit out two sailing vessels, armed with ten carriage guns, as well as swivel guns, and manned by crews of eighty, and to send them out on a cruise of three months to intercept transports carrying munitions and stores to the British army in America.”  Thus begins a description of the birth of the United States Navy 237 years ago on the Naval History and Heritage Command website.

Over the next 37 years the fate of the Navy hung in the balance as Republicans, Federalists and independents either fought against or for a standing Navy.  Donald R. Hickey describes the politics, tactics and strategies in his 1989 detailed work, “The War of 1812: A Forgotten Conflict.”

It took a second war with Great Britain for the Navy to prove its worth.

Having to compete with privateers and fight for resources, the Navy languished in the decade prior to 1812 -- not yet a ready force, barely able to forward and not fully tested as a warfighting force with a clear vision.

In the early 1800s anti-Navy forces “had taken a heavy toll on the navy, but seventeen ships still survived in 1812,” writes Hickey.  “Seven were frigates.”  The were Constitution, President, United States, Constellation, Chesapeake, Congress and Essex.  “The frigates were the heart of the navy.”

“The nation also had the advantage of a rich maritime tradition.  Officers and men alike were excellent seamen and skilled marksmen with cannon and small arms.  Most of the officers had seen action in the Quasi-War (1798-1801) or the War with Tripoli (1801-1805).  Many of the men had fought in those wars, too, or had served on British warships.  The morale of the service was high, and the men were trained incessantly to perfect their skills.  In addition, the navy did not face the same logistical problems as the army.  The fleet was small, and once supplied a ship could remain at sea for months.”

The book provides a deeper look into the causes and effects of the war and takes in Canadian, American Indian and European perspectives.  It is dense and more heavy-handed than Daughan’s “1812: The Navy’s War,” a title on the CNO’s Professional Reading List.

Hickey, however, does provide interesting details of life for Sailors in 1812, when they were as likely to serve on lakes and rivers as on ocean-going vessels.

“The usual term of service for navy personnel was a year, and normally there was no bounty.  The pay ranged from $6 a month for boys and landsmen to $20 for sailmakers. Ordinary seamen earned $10, able-bodied seamen $12, and gunners $18.  Most could earn more on a merchantman and a lot more on a lucky privateer.  To compete, the navy began offering incentives on some stations as early as 1812, a practice that became almost universal by the end of the war.”

Hickey shows how the War of 1812 validated the Navy, stimulated peacetime defense spending and promoted nationalism as well as sectionalism, setting the stage for stronger states’ rights arguments in the south and the abolitionist movement in the north.

“The war had a dramatic impact on the American economy, too,” Hickey contends.  “For most Americans, the economic opportunities were greater before and after the war than during it.”

President James Madison

The War of 1812 marked a turning point for the nation and Navy.  New, more progressive army officers moved up the ranks.  “A number of navy officers also burned their names into the history books during the conflict,” Hickey writes.  “Among these were Perry, Macdonough, Hull, Bainbridge, Decatur and Stewart.”

National leaders now saw the need for warfighting readiness, including through a strong Navy.  

“President Madison echoed an old Federalist plea by calling for preparedness,” Hickey writes:

“Experience has taught us that a certain degree of preparation for war is not only indispensable to avert disasters in the onset, but affords also the best security for the continuance of peace.” -- President Madison.

Damn the Torpedoes...

Review by Bill Doughty

The Navy’s first four-star admiral began service as a preteen in the War of 1812.  He was a son of the South who fought for the North in the Civil War and later served as a pallbearer at President Lincoln’s funeral.  He commanded blue-water naval warships in brown-water littoral operations in the Mississippi river, reclaiming New Orleans and later winning at Mobile Bay, famously having himself lashed to the upper rigging to ensure command and control.

“...full speed ahead.”

It’s not till the final pages of Robert J. Schneller, Jr.’s Farragut: America’s First Admiral that Farragut’s hispanic ethnicity is discussed.

At the tender age of 12 Glasgow “David” Farragut sailed as a midshipman with his mentor Captain David Porter aboard the 32-gun frigate USS Essex, fighting in the War of 1812 to stop the British from interfering with commerce on the seas.

After a stormy passage around Cape Horn and a stop in Valparaiso, Chile, the Essex roved through the Galapagos Islands, capturing a dozen British whalers and earned Porter the distinction of commanding the first American warship in the Pacific.  During the voyage Farragut saw albatrosses, flying fish, seals, sea lions, redheaded lizards, iguanas, Galapagos terrapins and other exotic wildlife.  He also weathered fierce storms and choked down his share of worm- and weevil-ridden food.

Farragut served aboard, sailed with or commanded USS Vandalia, USS Boxer, USS Consellation, USS Erie, USS Pennsylvania, USS Saratoga and USS Hartford.  Ashore, he served as commandant of Mare Island Navy Yard.

Commodore Farragut aboard USS Hartford, 1864.

Schneller describes the admiral’s distinguished service in the Civil War, fighting against the Confederate Navy, despite his roots in the south -- born in Tennessee, a resident of Virginia.

Farragut achieved a hero’s status after the Civil War.  He was promoted as the nation’s first four-star admiral on the same day that Ulysses S. Grant became the nation’s first four-star general.

After his final promotion to admiral,  Farragut was assigned by Secretary of State William Seward as commander of the European Squadron, where his Hispanic heritage and Spanish fluency helped him succeed in building partnerships and promoting peace.

The author provides a CliffsNotes version of Farragut’s life, purposely focusing on the historical details of key battles and military strategy.  Farragut is revealed as a courageous leader unafraid to make bold decisions in the heat of battle but unwilling to fully adapt to new technologies of ironclad ships, rifled cannons and mechanical means of propulsion.

For those who wish to delve deeper into Farragut’s life, Schneller offers these suggestions:  Loyall Farragut’s The Life of David Glasgow Farragut, First Admiral of the United States Navy, Embodying His Journal and Letters, Alfred Thayer Mahan’s Admiral Farragut, and Charles Lee Lewis’s two-volume study, David Glasgow Farragut: Admiral in the Making / Our First Admiral.
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Today Adm. Mike Mullen turned over the reins as Chairman of the Joint Chiefs of Staff.  The former Chief of Naval Operations prior to Adm. Gary Roughead and now Adm. Jonathan Greenert, Mullen initiated the Navy Professional Reading Program.  

As a student and teacher of history, Mullen often invoked memories of naval heroes.  Six years ago at a dedication ceremony of the Commodore Uriah P. Levy Center and Jewish Chapel at the United States Naval Academy in Annapolis, Md., Mullen said:

“I believe in the power of our past to inspire and instruct, and I believe in the power of our convictions, which have sustained generations of leaders...

“We think of heroes like John Paul Jones, Stephen Decatur, David Glasgow Farragut; as well as Carl Brashear, Grace Hopper, and Jim Stockdale.     

“Their legacy is our tapestry, a uniquely American tapestry, sewn of many diverse faiths and beliefs, cultures and backgrounds, colors and creeds.  

“We recall those leaders not in terms of where they came from, but for what they left us.”

President Barack Obama offered remarks at Mullen’s change of responsibility ceremony held Sept. 30.  After reporting on the killing of al Qaeda leader and terrorist Anwar al-Awlaki, another achievement announced on the final day of Mullen’s watch, Obama said, “..if there’s a thread that runs through his illustrious career, it’s Mike’s sense of stewardship -- the understanding that, as leaders, our time at the helm is but a moment in the life of our nation; the humility, which says the institutions and people entrusted to our care look to us, yet they do not belong to us; and the sense of responsibility we have to pass them safer and stronger to those who follow.”

President Barack Obama, left, shares a moment with Navy Adm. Mike Mullen, outgoing chairman of the Joint Chiefs of Staff, during the Chairman of the Joint Chiefs of Staff change of responsibility ceremony on Joint Base Myer-Henderson Hall, Va., Sept. 30, 2011. Mullen was succeeded by Army Gen. Martin E. Dempsey, who became the18th chairman of the Joint Chiefs of Staff, during the ceremony. DOD photo by U.S. Air Force Tech. Sgt. Jacob N. Bailey

How Navy & Marines Reached the Moon 50 Years Ago

Glenn and Armstrong, survival training in Panama, 1963. NASA

Review by Bill Doughty

July 20, 1969: A Sailor (Neil Armstrong) became the first human to step on the moon. 

Earlier in the decade, another Sailor (Alan Shepard) was the first American to travel in space, and a Marine (John Glenn) was the first American to orbit Earth.

A United States president and vice president (both Navy veterans) along with a NASA administrator (a former Marine) provided key leadership so Americans could plant the American flag in the Sea of Tranquility fifty years ago this month.

That flag – once red, white and blue – is now bleached white by UV radiation, according to Douglas Brinkley in "American Moonshot: John F. Kennedy and the Great Space Race" (HarperCollins, 2019).

From War/Destruction to Peace/Discovery

Writing with a journalist/historian's touch, Brinkley shows how the influence of World War II – and the resultant Cold War – brought about the Space Race between the United States and the Soviet Union. It was a race that the Soviets proved to dominate – hare to tortoise – in the early 1960s.

"Space was America's Cold War Manifest Destiny," Brinkley writes, "and the Mercury astronauts wore its rough-and-ready trailblazers, following in the footsteps of Kennedy's own World War II Generation and almost two centuries of American adventurers before."

America's moonshot would not have happened in 1969 without JFK's drive.

John F. Kennedy, who had some health issues even as a young man, was at first rejected from service, but he used his father's influence to help him get into the Navy. 

"When the Japanese bombed Pearl Harbor on December 7, 1941 – 'a date that will live in infamy,' as President Roosevelt termed it – Jack and Joe Kennedy were already in uniform and ready for combat duty. They would never have to scrub off the taint of using their father's influence to avoid military service. Four days after Pearl Harbor, Nazi Germany and the Axis partners declared war on the United States. 'Industrial Mobilization' became an urgent catchphrase across the nation. Military bases were built on empty land. Factories were adapted to switch from manufacturing consumer goods to producing war matériel. Between 1940 and 1943, enlistment in the U.S. 
Armed Forces expanded from fewer than five hundred thousand to more than nine million. Mobilization efforts swelled in every direction, from far-flung Honolulu to the shipyards of Norfolk."

A young JFK.

JFK showed his profile in courage in the War in the Pacific, and was profoundly affected when his big brother, Joseph Jr., was killed on a combat mission. Joe's plane exploded in mid-air in what proved to be an unsuccessful bombing mission against a Nazi missile base.

Brinkley posits that Hitler's missile program laid the foundation for NASA's success, particularly with the help of former Nazi scientist Wernher von Braun. Kennedy was motivated and propelled by a combination of influences, including his father's drive, his brother's death, and a vision of the future for America and the world.

JFK, followed by LBJ and assisted by NASA administrator James Webb, a Marine major in WWII, presented the vision, the mission and the will to reach the Moon, despite other challenges and sea changes in the 60s – including the Cuban Missile Crisis, civil rights movement and Vietnam.

JFK's visionary leadership, combined with the hard work and creative innovation of an elite civilian-military team, the United States discovered a world of innovation in space, including communication, mapping and global positioning satellites; commercial air transport; and the microchip.

Navy veterans/leaders kept space closed to militarization and turned away from nuclear atmospheric testing and proposals to put nuclear weapons in space.

In Kennedy's challenge to go to the Moon, he said – with speechwriter Ted Sorensen's help in balancing optimism with humility – "we meet in an hour of change and challenge, in a decade of hope and fear, in an age of both knowledge and unforgettable ignorance. The greater our knowledge increases, the greater our ignorance unfolds."

Naval Propulsion Into Space

While the sea services were joined by the Army and Air Force and led by civilians in developing the space program, Brinkley reveals various naval ties – Navy and Marine Corps connections – to putting Americans into space:

CNO Adm. Arleigh Burke joins JFK and LBJ to observe the successful mission by Alan Shepard.

• Secretary of the Navy James Forrestal mentored Navy veteran-turned-politician JFK on "post-war national security imperatives," preparing him for his next roles in public service.
• On May 5, 1961 Chief of Naval Operations Admiral Arleigh Burke was with JFK and LBJ to observe news coverage Alan Shepard's successful flight into space.
• NASA Administrator James Webb was a major in the Marine Corps in WWII, tasked with running the U.S. radar system for the planned invasion of Japan, ultimately unnecessary after the bombing of Hiroshima and Nagasaki and Imperial Japan's surrender.
• The Naval Research Laboratory announced Sputnik's successful orbit of the Earth on Oct. 4, 1957.
• The Navy led development of the Vanguard satellite, which experienced fits and starts (though former Nazi Wernher von Braun, supported by Senator Barry Goldwater, favored the Army's satellite hardware and development – as well as militarization of space).
• Among the hundreds of U.S. Navy ships involved in the recovery of astronauts and development of the space program were USS Lake Champlain (CV-39), USS Decatur (DD-936), USS Intrepid (CV-11), USS Kearsarge (LHA-3), USS Noa (DD-841) and USS Randolph (CV-15). Navy helos, divers, tracking and personnel were also critical to the success of the program. (Check out the extensive list of recovery ships on NASA's history site.)
• Lt. Cmdr. Victor Prather, a Navy flight surgeon, lost his life testing the full-pressure Mark IV space suit. Other military veterans as well as civilians paid the ultimate price over the years as the space program developed.
• Shepard was a  Navy test pilot and "military aviation superstar" who had served aboard USS Cogswell (DD-651) during WWII and as a squadron operations officer aboard USS Orinsky (CV-34) during the Korean War. He was a leader among astronauts and became the oldest man to walk on the moon, at the age of 47.
• Naval aviator Neil Armstrong "had become one of the most respected jet pilots of the Korean War generation, part of an 'ace club' that also included John Glenn and Wally Schirra."
• Marine John Glenn distinguished himself in World War II and the Korean War. He became a close friend of both President Kennedy and younger brother Robert F. Kennedy. Glenn represented all astronauts at JFK's funeral. After leaving NASA he entered further public service, running for the United States Senate. Jacqueline Kennedy called on Glenn and asked him to comfort her children Caroline and John Jr.  after JFK was killed. Glenn would do the same for RFK's children in 1968 after Bobby Kennedy was murdered.
• Astronaut Scott Carpenter, a Navy test pilot who followed John Glenn into space, had served in the Korean War, flying "numerous reconnaissance and antisubmarine missions along both the Siberian and Chinese coasts."
• Astronaut Wally Schirra served aboard Navy cruiser USS Alaska (CB-1) during WWII. After the war he married the stepdaughter of Adm. James L. Holloway, Jr. (father of a future CNO).
• A big supporter of the Navy in Congress – U.S. Senator John C. Stennis (D-Mississippi) is quoted: "Whoever controls space controls the world." is the namesake for the aircraft carrier USS John C. Stennis (CVN-74).
• SECNAV Fred North, along with LBJ and SECDEF Robert McNamara, accompanied President Kennedy for a visit to Houston, Sept. 11-12, 1962.
• Although patriarchy and prejudice prevented qualified women (along with non-Christians and non-whites) from becoming astronauts in the early 60s, the Naval School of Aviation Medicine began testing women – seasoned pilots. Dr. William "Randy" Lovelace II, an aeromedical pioneer, "believed that women were better equipped psychologically for NASA space travel because they were, on average, shorter and smaller than men, needed less food and oxygen, and had better blood circulation and fewer cardiac problems." Unfortunately, when NASA and Congress learned about the initiative, the program was shut down, postponing and delaying fulfillment of the promise of equality.

President Kennedy visits Cape Canaveral Nov. 16, 1963.

Cape Kennedy, Vindications, Revelations

Shortly before JFK was killed in Dallas, Texas, he visited Cape Canaveral, Florida, Nov. 16, 1963. "The president's visit to Cape Canaveral had reinforced his faith in exactly what a gargantuan, well-funded, centralized government project could achieve in breakneck time."

Navy, led by USS Wasp (CV-18), recovers Gemini 9 capsule.

Within a week of Kennedy's assassination, LBJ proclaimed a new name for Cape Canaveral: Cape Kennedy.

Interestingly, Brinkley shows how Kennedy was wrong about his claim of a big missile gap with the Soviets, something he proclaimed in what would today be called "fake news." Kennedy made that claim in pointed attacks against President Eisenhower in the late 1950s.

In some ways Ike was vindicated by what Kennedy learned when he came into office (and what was then reported in the New York Times). Eisenhower had quietly kept pace in space in the 50s, deploying reconnaissance and missile-detection satellites.

"All JFK's taunts at Ike had been overdrawn. The fact were that when Eisenhower left the White House, the United States had one hundred sixty operational ICBMs to a paltry four R-7s in the Soviet arsenal. Kennedy now gladly accepted this reality. Later in 1961, Corona satellite intelligence indicated that Khrushchev, expectations aside, had only six ICBMs. Kennedy and Johnson's campaign swipes that Eisenhower and Nixon were the architects of a national security missile strategy of 'drift, delay, and dilution' had clearly been off base. Furthermore, America's three coastal launch sites (Cape Canaveral, Florida; Vandenberg Air Force Base, California; and Wallops Island, Virginia) were already operating around the clock to further spaceflight advancement. Each of these sites had technical facilities, a control center, and the most modern of launchpads. What Kennedy learned was that Eisenhower had actually done an able job of building up U.S. defenses. When Ike was inaugurated for his first term in 1953, the air force still used piston-driven bombers, and navy strategy focused on basing ships around the Pacific. By the time he handed the reins over to JFK, the United States had developed reconnaissance and communication satellite capabilities. And there were nuclear submarines – including the USS George Washington (SSBN-598) – deployed the very month Kennedy was elected and able to carry sixteen nuclear Polaris missiles. Five generations of rockets – starting with the early Vanguard, and then onward with ICBMs like Atlas and Titan – were born in the Eisenhower years. The army had teams designing heavy-launch Saturn rockets, while the air force, not to be outdone, had made headwind with its Space Launching System (SLS), experimenting with a myriad of launch configurations using solid-fuel boosters and hydrogen/oxygen upper states. The Strategic Air Command had more than fifteen hundred jet bombers capable of dropping hydrogen bombs on America's enemies."

Still, JFK was passionate about winning the Space Race for "global prestige" as he fought for peaceful exploration rather than exploitation – for discovery instead of dominance. Already in the 60s there were overtures of joint collaborative missions with the Soviets. But, "For Kennedy, much depended on the United States going to the moon, beating the Soviet Union, being first, winning the Cold War in the name of democracy and freedom, and planting the American Flag on the lunar surface."


Today, as we learned, that flag from 1969 is bleached white. But, rather than being a flag of surrender to the new frontier, perhaps it's a blank slate that could represent a renewable spirit of cooperation and collaboration, reflected in the words of a naval aviator: "one giant leap for mankind."

The American flag planted on the surface of the moon.

Bonus – The U.S. Navy recovers John Glenn: