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73-569: 1939 1940 1941 1942 1943 1944 1945 Dorchester was a coastal passenger steamship requisitioned and operated by the War Shipping Administration (WSA) in January 1942 for wartime use as a troop ship allocated to United States Army requirements. The ship was operated for WSA by its agent Atlantic, Gulf & West Indies Steamship Lines (Agwilines). The ship was in convoy SG 19 from New York to Greenland transiting

146-569: A "retriever." This technique involved having a crewman, dressed in a special suit, jump overboard with a line tied around him. The retriever would then grab hold of a survivor and crewmen on board the cutter would then haul both men on deck. With the survivors suffering from hypothermia and therefore unable to climb aboard a rescuing vessel, the retriever method proved to be the only way to save lives. Three officers and nine enlisted men from Comanche acted as retrievers that night. A contemporary report noted: Three officers and nine enlisted men from

219-511: A 20-day availability, after which she proceeded to Argentia arriving on the 29th and at Gronne Dal on 3 June 1944. She spent the balance of 1944 on weather patrol on Weather Station 'Charlie' returning to Boston on 6 August 1944, for generator repairs. On returning to Greenland in September, 1944, she acted as escort for convoy SG-52. Again assuming weather patrol duties on Station 'Charlie' during October, November and December except when she went to

292-719: A close association between Greenland and the Coast Guard during the war. On 1 June 1941 she was assigned to the newly established South Greenland Patrol and was transferred to the Navy on 1 July 1941 where she operated under the control of CINCLANT (DESLANT) [Commander in Chief, Atlantic Fleet, Destroyer Command, Atlantic] and her homeport became Boston . She was used primarily for convoy escort to Greenland waters. On 27 March 1942 Comanche left Boston escorting Lightship No. 110 to Portland, Maine . There she engaged in anti-submarine exercises and on

365-464: A crew of 150 and 850 Army passengers aboard. The Coast Guard craft was about a mile away at the time of the explosion and immediately rushed to the scene, attempting to get the enemy submarine responsible. Instructions were then received by the escort commander to proceed to pick up survivors in the heavy seas. Numerous men were seen floating in their life jackets, but nearly all were dead. The cutter consequently concentrated on life boats and liferafts,

438-695: A practical level The Maritime Commission and the WSA worked closely together under the administration of Vice Admiral Emory S. Land at the head of each. Land described this relationship in his report to The President of WSA's progress through December 31, 1943: Under the Merchant Marine Act of 1936 , the United States Maritime Commission was established as an independent agency to direct and control all phases of overseas shipping and shipbuilding. It became apparent immediately when this Nation entered

511-460: A sound contact on the 11th, anchoring in Kungnat Bay the same day before proceeding to Gronne Dal. On the 15th, still escorting one section of convoy SG-30, she departed Gronne Dal and reached Ikateq on the 18th. On the 21st she searched Angmagssalik Fjord for a lost ship's motor boat which returned safely later the same day. Another missing motor boat was searched for on the 25th and was picked up by

584-507: A tank-farm site at Ivigtut, also construction site "C" at Kajartalik. She returned to Bluie West One on 28 April and remained there until 8 May 1942. While there details were arranged for the flight of six PBY's from Argentia to Iceland via Bluie West One, the Comanche taking communication guard of planes in the flight. On 8 May she proceeded to Ivigtut to guard the cryolite mines there, remaining until 20 May 1942. The rest of May, 1942, she

657-594: A total of 314 with a crew of 90 along the East coast between Miami and Boston. Propulsion was by a 3,000 horsepower, triple expansion steam engine supplied by four oil fired Scotch boilers with steam at 220 pounds pressure driving a single propeller for a speed of 13.5 knots (15.5 mph; 25.0 km/h). Passengers were provided three decks, two promenade decks and the boat deck, with four suites having private baths and thirty rooms with beds, ninety-eight with double berths and eight with single berths with most opening onto both

730-689: Is best remembered today for the actions of four of the Army officers among the military personnel being transported overseas for duty: the Four Chaplains who died because they gave up their life jackets to save others. These chaplains included Methodist minister George L. Fox, Reformed Church in America minister Clark V. Poling, Catholic Church priest John P. Washington and Rabbi Alexander B. Goode. Congress established February 3 as "Four Chaplains Day" to commemorate this act of heroism, and on July 14, 1960, created

803-619: The Chaplain's Medal for Heroism , presented posthumously to the next of kin of each of the chaplains by Secretary of the Army Wilber M. Brucker at Fort Myer , Virginia on January 18, 1961. In 1948 the U.S. Post Office issued a commemorative stamp in honor of the heroism and sacrifice of the chaplains. It was designed by Louis Schwimmer, the head of the Art Department of the New York branch of

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876-741: The Joint Chiefs of Staff . On February 7, 1942, the WSA was established by President Franklin Delano Roosevelt 's Executive Order No. 9054. February 7, 1942 as the U.S. had entered the war. The WSA was administratively split off from the United States Maritime Commission , established in 1936, which oversaw design and construction of merchant type vessels. Those included the production of Liberty ships and Victory ships among other types. The U.S. fleet expanded to some 3,500 dry cargo vessels and over 900 high speed tankers. On

949-487: The Labrador Sea when it was torpedoed by a German U-boat on February 3, 1943. The ship sank with loss of 674 of the 904 on board with one of the 230 survivors lost after rescue. The story of four Army chaplains, known as the " Four Chaplains " or the "Immortal Chaplains," who all gave away their life jackets to save others before they died, gained fame and led to many memorials. Dorchester , one of three identical ships,

1022-696: The Virginia Pilots Association . In 1984 the cutter was donated by the Virginia Pilot's Association to the Patriot's Point Development Authority /Museum, where she was used mostly as a barracks boat. The ship was badly damaged in Hurricane Hugo in Sept 1989 by banging up against sister museum ship USS Yorktown. In 1989 the museum was discussing the disposal of the cutter, but in 1991, when Patriot's Point

1095-463: The "loading, discharging and general control of the movement of these ships" WSA developed and enforced improved methods of utilizing ship capacity and avoiding inefficient use of ships by commerce and the military services. After the war, WSA vessels were used to carry home the huge number of armed personnel overseas, as part of Operation Magic Carpet . Over 3,500,000 men were brought home from overseas areas by December 1, 1945. On September 1, 1946,

1168-519: The 13th embarked ten Army enlisted personnel and two civilians and their gear, leaving Ivigtut with the USCGC ; North Star to escort Dorchester and SS Alcoa Pilot to Bluie East Two, where she arrived on the 17th. Here she took on more supplies for the Ice Cap Station and proceeding to Angmagssalik, three enlisted Army personnel departed while three Army officers came aboard. She departed on

1241-530: The 13th left Kungnat Bay, escorting eight freighters, two Army transports and Bear to St. John's. On the 19th she proceeded with Algonquin , Bear and USCGC  Mohawk to Argentia, arriving on the 20th and leaving same day for Boston where she arrived on 24 November 1942. On 29 January 1943, Comanche was underway with the USCGC  Tampa and USCGC  Escanaba , out of St. John's, Newfoundland , escorting convoy SG-19, consisting of Dorchester , SS Biscaya , and SS Lutz for Greenland. During

1314-597: The 13th, departing for St. John's on the 15th. On the 16th she was en route Greenland escorting, with the Northland, the SS Julius Thomsen , to Greenland. She anchored in Kungnat Bay on the 22nd after dropping a nine-charge pattern on a sound contact, bringing up an oil slick and air bubbles, although a search of enemy records after the war did not show any U-boat losses in this area at this time. Proceeding then to Gronne Dal, she remained there until 3 March 1944. During

1387-403: The 18th and proceeded down the east coast to an unnamed bay at 65° 03' N x 40° 18' W, which was to be the site of the Ice Cap Station. Arriving on the 18th the bay was named Comanche Bay in honor of the cutter Comanche . Five days were spent unloading supplies and on the 24th she left for Angmagssalik and Bluie East Two to get more supplies for the Ice Cap Station. Returning to Comanche Bay,

1460-404: The 23rd pilots S.T. Sorenson and Julius Carlson came on board to cruise through the inside passage of southern Greenland, taking soundings and making observations of uncharted areas. From 29 July 1942 to 7 August 1942, Comanche met incoming convoys and relieved their escorts. Then she took on fuel and stores for the Ice Cap Station which was to be established on the east coast of Greenland and on

1533-542: The 28th, as Modoc dropped hack with boiler trouble. Arriving Argentia on 1 December 1943, she departed on the 6th escorting a British tanker to St. John's where she remained until the 13th. Then she proceeded with Modoc and Tampa to escort the USAT Fairfax as convoy SG-37 sailed to Greenland. On 15 December she detached to investigate a distress message from Nevada in position 56° 35' N x 49° 10' W to which position Comanche proceeded at full speed. At 2100 Nevada

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1606-516: The 29th got underway with the Frederick Lee , escorting lightship No. 110 and the SS Omaha to Argentia , arriving there 4 April 1942. Next day she was escorting Omaha to Greenland, anchoring at Bluie West One . On the 15th she departed for Ivigtut . She remained there until the 28th when she then transported and assisted a survey party of Army personnel in the preliminary survey and selection of

1679-454: The 3 to 5 June, while the convoy unloaded and then proceeded to Narsarssuak, returning to Gronne Dal on 8 June 1943. On the 10th she began escorting two vessels to Bluie West Eight, breaking through heavy ice. She departed Bluie West Eight on 16 June 1943, for Gronne Dal, proceeding with difficulty through the ice, anchoring one day off Godthaab three days at Marrak Point. She escorted two vessels to Narsarassuak on 23 June and anchored with

1752-460: The 3rd she departed for Boston with three other escorts and the convoyed YD-2 , arriving on the 7th. Proceeding then to Casco Bay on the 23rd she remained there through the 29th undergoing intensive drills, returning to Boston until 1 February. On that day she departed with two other escorts for Fairfax reaching Argentia on the 4th and remaining there until the 9th. Then she departed for Halifax escorting SS Pollaland and returned to Argentia on

1825-456: The 7th and was underway on the 12th screening convoy SG-29 to Kungnat Bay which was reached on the 22nd. On the 24th she was escorting convoy GS-27 to Placentia Harbour , Newfoundland, arriving on the 30th. On 31 August she was again underway escorting a convoy to Sydney, Nova Scotia, and thence to St. John's. After an inspection on 8 September 1943, she began escorting convoy SG-30 with four other escorts to Greenland. En route she depth-charged

1898-620: The Army Command Base at Narsarsuaq in southern Greenland . SG-19 consisted of six ships: SS Dorchester , two merchant ships (SS Lutz and SS Biscaya ) that were leased by the United States from the Norwegian government-in-exile, and their escorts, the small United States Coast Guard cutters Comanche , Escanaba (both 165 feet), and Tampa (240 feet). During the early morning hours of February 3, 1943, at 12:55, Dorchester

1971-521: The Bluebird outside Angmagssalik entrance. Comanche remained in Angmagssalik Fjord until 18 October 1943. She then proceeded to Kungnat Bay, escorting three vessels in company with the Northland. On local escort duty until 25 October 1943, Comanche began escorting the 16 ship convoy GS-34 with seven other escorts on that date. Diverted three times by reported submarine action on their charted route,

2044-471: The Coast Guard cutter COMANCHE went over the side of their ship in the icy North Atlantic last February in a desperate attempt to rescue the survivors of a torpedoed U.S. transport. Ninety-three men were saved by the quick action of the volunteers under conditions extremely hostile to rescue operations. The COMANCHE was part of a convoy escort when the transport DORCHESTER was torpedoed at mid-night, February 3, 1943, and went down in less than twenty minutes with

2117-864: The Maritime Commission its shipbuilding agency. The WSA authority was extensive. In the same report to the President, Land describes the responsibility: The responsibility of the WSA under the Executive Order of February 7, 1942, extended to all phases of shipping including the purchase or requisition of vessels for its own use or the use of the Army, Navy, or other Government agencies; the repairing, arming, and degaussing of WSA controlled vessels and Allied vessels under lend-lease provision; conversion of vessels to troop transports, hospital ships, and for other special purposes; training and providing ship personnel, operating, loading, discharging and general control of

2190-482: The Post Office. This stamp was highly unusual, because until 2011, U.S. stamps were not normally issued in honor of someone other than a President of the United States until at least ten years after his or her death. The stamp went through three revisions before the final design was chosen. None of the names of the chaplains were included on the stamp, nor were their faiths (although the faiths had been listed on one of

2263-514: The WSA functions were returned to the Maritime Commission. USCGC Comanche (WPG-76) USCGC Comanche (WPG-76) was a United States Coast Guard cutter built by Pusey & Jones Corporation, Wilmington, Delaware , and launched 6 September 1934. She was commissioned on 1 December 1934. She was used extensively during World War II for convoy operations to Greenland and as a part of the Greenland Patrol . The cruising cutter Comanche ,

SS Dorchester - Misplaced Pages Continue

2336-447: The assignment was cancelled. Proceeding to NOB, Iceland on 20 June 1945, she was assigned to Air-Sea Rescue Station at 62° 45' N x 29° 00' W on 14 July 1945, returning to Iceland on 20 July 1945. She maintained the station again from 1 to 7 August and again from 16 to 23 August, during which patrol the war ended, and finally from 25 to 28 August 1945. From 9 September 1945 she was on four-hour standby air-sea rescue duty at Reykjavík for

2409-450: The assistance, on 23 October 1944, of the German prize Externsteine , which had been captured by USCGC  Eastwind and USCGC  Southwind , and acted as screen on 26 October 1944, for Storis , which was towing the disabled Northland . On 8 November she searched for the schooner Effie Morrison without results and also on the 13th for a lost plane, again without results. Comanche

2482-558: The bases that had been established on the west coast of Greenland and meeting incoming convoys. Her duties took her to the east coast of Greenland as far as Denmark Straits on 17 October 1942. On 19 October 1942 she left Kungnat Bay with USCGC  Mojave and Algonquin , escorting five freighters to Newfoundland , arriving at Argentia on the 24th. She arrived at St. John's on 3 November 1942, and along with three other escorts left St. John's, escorting five vessels to Greenland. She arrived Bluie West One on 11 November 1942, and on

2555-513: The convoy was sent to Cape Race . On 1 November she departed Argentia as escort for a convoy to Boston. On 14 November she proceeded to screen the USAT Nevada , which had slowed down with engine trouble. She moored at Boston on 5 November 1943, for availability until 27 November 1943. Departing Boston for Argentia on 27 November, she proceeded at best speed to overtake the USCGC  Modoc and USS  Kaweah , taking position as escort on

2628-401: The corridor and deck and all had "European style" telephones with receiver and transmitter in one handset. Public spaces included a dance pavilion and sun parlor in addition to the typical lounge and smoking rooms. Cargo of about 3,300 tons was all handled through side ports rather than deck hatches. Refrigerated spaces of 1,873 cubic feet (53.0 m) for provisions, including ice cream storage,

2701-574: The crew made a heroic efforts to save them, none of the three were recovered. The area was then box-searched for other survivors until the 19th, the Comanche being joined in the search by the cutters Storis, Modoc and Tampa. The Nevada sank on the 16th and Comanche reached Bluie West One on the 21st, delivering Fairfax and landing the 29 survivors of Nevada , proceeding to Gronne Dal on 24 December 1943. Departing Gronne Del on 25 December 1943, Comanche with three other escorts began screening convoy GS-39 which moored at St. John's on 1 January 1944. On

2774-551: The cutter took soundings and established two anchorages markers. On 21 September 1942 Comanche completed all operations and left Army personnel and civilians at the station, returning to Bluie East Two. On the 7th she left Bluie East Two, escorting Dorchester to Bluie West One, arriving on the 9th. From 11 September 1942 to 19 October, Comanche was engaged in local escort duty in Greenland, escorting with other Coast Guard vessels, various merchant vessels and Army transports between

2847-450: The cutter's officers and men went over the side with lines, which they used to hoist the survivors aboard the cutter. Every man who had made his way to a life boat or raft observed by the COMANCHE was taken aboard the cutter, which stayed on the scene throughout all the night and into the morning. In reporting the action, Lieut. Commander Ralph R. Curry, commanding officer of the cutter, named

2920-684: The earlier designs): instead, the words on the stamp were "These Immortal Chaplains...Interfaith in Action." Another phrase included in an earlier design that was not part of the final stamp was "died to save men of all faiths." By the omission of their names, the stamp commemorated the event, rather than the individuals per se , thus obfuscating the ten-year rule in the same way as later did stamps honoring Neil Armstrong in 1969 and Buzz Aldrin in 1994, both of whom were still alive. The American writer Jack Kerouac served on Dorchester , where he befriended an African-American cook named "Old Glory," who died when

2993-413: The early morning of 3 February 1943 the German submarine U-223 fired five torpedoes at the convoy. One of the first torpedoes struck and exploded against Dorchester , on her starboard side in the machinery spaces. The escort vessels' first indication of trouble came from the convoy at 0102 on that morning, when a white flash was observed to come from Dorchester , just abaft her smokestack. This flash

SS Dorchester - Misplaced Pages Continue

3066-550: The first being Chatham ( torpedoed and sunk August 27, 1942 ) and the last being Fairfax , was built for the Merchants and Miners Transportation Company by the Newport News Shipbuilding and Dry Dock Company . Keel laying was September 10, 1925 with launching on March 20, 1926, and delivery on July 17, 1926. The ship was designed for the coastwise trade with a capacity for 302 first class and 12 steerage passengers for

3139-677: The men who had gone overside repeatedly to rescue survivors of the disaster. The three officers were: Lt. Langford Anderson, USCGR, Ensign Robert W. Anderson, USCGR, and Ensign John W. Simmons, USCGR. The enlisted men were: Arthur E. Backer, Jr., Boatswain's Mate, First Class; Harry P. Billos, Electrician's Mate, Second Class; Richard N. Swanson, Store Keeper, Second Class; John P. Harrison, Coxswain; Harold G. Koreta, Seaman, First Class; John N. Gardner, Apprentice Seaman; James R. Gould, Apprentice Seaman; Thomas A. Vitale, Apprentice Seaman; and Charles W. David., Jr. , Mess Attendant, First Class." The Escanaba managed to rescue 132 survivors. The rest of

3212-615: The more notable WSA operated ships were large and fast troop transports able to sail largely without escort with WSA operated Argentina , Brazil , John Ericsson , Lurline , Mariposa , Monterey , and Uruguay being among those ships. In addition, the WSA worked closely with the British Ministry of War Transport through the Combined Shipping Adjustment Board in ensuring most efficient use of available ship hulls and cargo carrying capacity. Under

3285-436: The movement of these ships; administering and marine and war risk insurance laws and funds, and the control of terminal and port facilities, forwarding and related matters. Under that authority cargo hulls were allocated to either commerce, Army or Navy. Many of the Army's ships and Naval transports were allocated by WSA. WSA, through its agents, directly operated ships in support of the services and civilian requirements. Among

3358-435: The occupants of which apparently were all alive. The cutter hung a cargo net overside, in order that the men afloat on the life boats and rafts could climb aboard. However, it was soon discovered that the men were too weak to make their way up over the side of the ship. Despite a rapidly mounting wind and an increasingly heavy sea, the COMANCHE was so maneuvered as to get alongside every life boat or raft afloat. In each case

3431-494: The organizations and lack of decisive authority short of the President limited the board's effectiveness. An additional need was an effective routine interaction with the British Ministry of War Transport , already given management of British merchant shipping, for coordination of all Allied merchant shipping. Upon establishment of the WSA the Strategic Shipping Board continued in existence in a much diminished role under

3504-555: The passengers and crew of Dorchester , four officers, 98 crewmen, and 558 passengers (primarily Army personnel as well as 16 Coast Guardsmen), perished. The sinking gained international attention due to the loss of four U.S. Army chaplains who perished after voluntarily giving up their life jackets to other Dorchester survivors. Their courage, calm attitude, and sacrifice were later recognized by Congress. Comanche and Escanaba landed Dorchester survivors at Bluie West One on 14 February 1943. Comanche served as local escort during

3577-577: The remainder of March, Comanche broke ice Skov Fjord and engaged in local escort work. On the 14th she departed Gronne Dal to establish Weather Station 'Able' where she remained until relieved by Active on the 24th. Returning to Gronne Dal she remained moored there and at Narsarssauk until 22 April 1944, when she departed with Mohawk , escorting the SS Laramie to Boston. Encountering impassable ice she returned to Gronne Dal again, departing on 24 April for Boston. Comanche arrived Boston 2 May 1944, for

3650-590: The rest of February and late in March departed for Boston. During the month of April, Comanche was on availability at the Boston Navy Yard . After twenty days of training exercises at Casco Bay Comanche arrived at Argentia with Tampa and Mojave escorting two tugs towing sections of YD-25 . She departed Argentia for Boston on 6 May 1943, escorting three tugs to Boston, stopping for three days in Halifax while one of

3723-571: The rest of the month. Comanche then prepared for a return to her peacetime duties. After her war-time armament was removed, Comanche was transferred to her new homeport of Norfolk, Virginia. During the post-war demobilization mania and the consequent reduction in the number of personnel kept on active duty, there were not enough Coast Guardsmen to man every cutter in the fleet. The Coast Guard then began to determine which cutters would remain operational and which would be placed in reserve status or decommissioned altogether. On 23 April 1946, Comanche

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3796-476: The ship sank after the torpedo attack. Kerouac would have also been on the ship during the attack, but for a telegram he received from coach Lou Little , asking him to return to Columbia University to play football. 59°22′N 48°42′W  /  59.367°N 48.700°W  / 59.367; -48.700 War Shipping Administration A shortage of vessels further complicated by requirements to take vessels out of service for conversion and armament

3869-607: The third at Gronne Dal. Between 24 and 29 June she went to Godthaab bringing back 58 Eskimo dogs and other freight and anchoring at Kungnat Bay on 30 June 1943. On 1 July 1943, Comanche was underway from Gronne Dal with three escorts and a one vessel convoy to St. John's. Comanche proceeded directly to Boston, arriving on 9 July 1943, and remaining there until the 25th, after which she spent five days on training exercises in Casco Bay, returning to Boston on 30 July 1943. Leaving Boston on 1 August 1943, Comanche arrived at St. John's on

3942-422: The tugs was repaired. She then arrived at Boston on the 15th. Departing on the 17th for Casco Bay, Comanche on the 19th began escorting two tugs towing two more sections of YD-25 to Argentia, arriving on the 24th. Proceeding to St. John's on the 25th Comanche escorted two vessels as convoy SG-74 with the USCGC  Storis and USCGC  Active to Greenland on the 27th. She remained at Gronne Dal from

4015-513: The vicinity. At this time all lights left burning on Dorchester went out and it is believed she sank immediately after this at 0120. At 0226 instructions were received from the escort commander, aboard Tampa , for Comanche to proceed to the scene of the sinking and cooperate with Escanaba in the rescue of survivors. Upon arriving at the scene at 0302 Comanche passed through an oil slick in which numerous red life jacket lights were seen burning, but upon attempting to pick up some of these, it

4088-605: The war that a special agency to deal with the operational problems peculiar to war was necessary to supplement the Maritime Commission. That need brought about the creation of the War Shipping Administration on February 7, 1942, which took over from the Maritime Commission virtually all of the Commission's major statutory functions with the exception of shipbuilding. Thus WSA became the Government's ship operating agency and

4161-435: The water were so stiff from cold they could not even grasp the cargo nets on rescue vessels. The crew of Escanaba employed a new "retriever" rescue technique whereby swimmers clad in wet suits swam to victims in the water and secured a line to them so they could be hauled onto the ship. By this method, Escanaba saved 133 men (one died later) and Comanche saved 97 men of the 904 aboard Dorchester . The sinking of Dorchester

4234-489: Was torpedoed by German submarine  U-223 . The damage was severe, boiler power was lost, and there was inadequate steam to sound the full 6-whistle signal to abandon ship, and Dorchester sank by the bow in about 20 minutes. Loss of power prevented the crew from sending a radio distress signal, and no rockets or flares were launched to alert the escorts. A severe list prevented launch of some port side lifeboats, and some lifeboats capsized through overcrowding. Survivors in

4307-465: Was converted to a troopship by Agwilines in New York, and fitted with additional lifeboats and life rafts, as well as four 20 mm guns, a 3"/50 caliber gun fore, and a 4"/50 caliber gun aft. Dorchester entered service in February 1942, crewed by many of her former officers, including her master initially, and a contingent of Navy Armed Guards to man the guns and to handle communications. The ship

4380-401: Was discovered that the men in the jackets, close aboard, had already perished or had become unconscious and were unable to respond or act in any way. At 0345, forty survivors from a lifeboat were brought aboard Comanche as she screened Escanaba against submarine attack. Altogether Comanche rescued a total of 97 survivors, mostly through utilizing a new rescue technique involving the use of

4453-655: Was employed in ice-breaking activities in Sondre Stromfjord and then in towing the Raritan from Godthaab to Bluie West One. Arriving on the 28th she met the SS ; Dorchester in Tungliarfik Fjord and escorted the transport to Bluie West One, arriving there on 3 May 1942. On 6 June, she patrolled Weather Station "A" where she remained until 20 June 1942, being relieved by USCGC  Algonquin . From 25 June to 2 July she

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4526-533: Was followed by a clearly visible cloud of black smoke and the sound of an explosion. There followed immediately two blasts from the whistle of Dorchester and lights were seen to flash on in numerous spots on the ship. At 0104 the officer of the deck of Comanche , which was approximately 2500 yards on the port beam of Dorchester , sounded the general alarm and all stations were manned. At 0112, Comanche , in accordance with pre-arranged instructions, commenced maneuvering to intercept and destroy any enemy submarines in

4599-479: Was neither owned nor bareboat chartered by the Army and thus not officially designated a United States Army Transport (USAT). The allocation to Army requirements, transport of Army personnel and presence of the Army administrative staff under the Transport Commander in command of embarked troops, led some to assume the ship was an Army transport. On January 23, 1943, Dorchester left New York harbor, bound for

4672-482: Was of concern at the highest levels, including the President. Particular concern that available shipping would not be used effectively led to his establishment immediately on the nation's active entry into the war of the Strategic Shipping Board composed of the Chairman of the Maritime Commission, Army Chief of Staff , Chief of Naval Operations and Mr. Harry Hopkins reporting directly to the President. Differences between

4745-484: Was on airplane guard at the mouth of Tungliarfik Fjord being relieved by the USS ; Bear . From 4 July to 17 July 1942, she relieved Algonquin on Weather Station "A" and after repairs to her steering gear she returned to Bluie West One. On 22 July 1942 Captain C. C. von Paulsen, USCG, (Senior Officer Present Afloat, Greenland) and Ensign J. Starr, USCG, came on board Comanche and she proceeded to Julianehaab whence on

4818-458: Was on weather patrol on station 'Able' as 1944 closed. Comanche continued on weather patrol, patrolling Station No. 6, during January and February, 1945, relieved by Algonquin and USCGC  Tahoma . In March, 1945, she returned to the United States and after 30 days availability and ten days of training exercises at Casco Bay, arrived at Argentia on 29 May 1945. Here she was assigned to International Ice Patrol duty until 4 June 1945, when

4891-565: Was ordered to be placed "in commission, in reserve" status, with a reduced crew. She was activated for duty for six days in February 1947, during the ice season, but was then prepared for permanent decommissioning. Comanche was decommissioned on 29 July 1947 and placed in storage at the Coast Guard Yard in Curtis Bay, Maryland. She was then declared as "surplus to the needs of the Coast Guard" on 13 July 1948 and sold on 10 November 1948 to

4964-523: Was originally stationed at Stapleton, New York , which remained her homeport until 1940. She carried out the standard missions of the Coast Guard at that time, including law enforcement, search and rescue, and light ice-breaking on the Hudson River . Comanche made history in 1940 when she transported the first U.S. consul to Ivigtut , Greenland, on the invitation of the Danish government-in-exile, beginning

5037-450: Was provided to six compartments cooled by a 4-ton Brunswick compressor. A separate chilled pantry had 210 cubic feet (5.9 m) of storage. The ship was delivered by Merchants and Miners Transportation Company to the War Shipping Administration (WSA) at Baltimore on January 24, 1942, for operation by Atlantic, Gulf & West Indies Steamship Lines (Agwilines) as agent for WSA and allocated to United States Army requirements. Dorchester

5110-406: Was sighted through snow squalls, a darkened ship lying low in the water, apparently abandoned. The boat falls were hanging empty and no personnel could be seen aboard. Half an hour later a red flare was sighted and proved to be a lifeboat crowded with 29 men and a dog and they were taken aboard. Unfortunately three of these men were lost when they attempted to jump to Comanche's deck and although

5183-517: Was taken over by the State of South Carolina, the ship was still listed among its assets. She was later donated to the South Carolina Department of Natural Resources and sunk as to form Comanche Reef 12 miles out of Charleston in 1992. The Sentinel class cutters are all to be named after heroic Coast Guardsmen. Charles Walter David Jr. one of the heroic Comanche crewmen who dived into

5256-437: Was the fifth of six "165 foot(A)-class" cutters that were constructed based on a 1915 Tallapoosa/Ossipee design that included provisions for light ice-breaking and the first class that utilized geared turbine engines. Comanche was capable of breaking up to 2 foot of ice because of a reinforced belt at the waterline. Built by Pusey & Jones Corporation of Wilmington, Delaware, Comanche was commissioned on 1 December 1934 and

5329-436: Was the worst single loss of American personnel of any American convoy during World War II. Life jackets offered little protection from hypothermia , which killed most men in the water. Water temperature was 34 °F (1 °C) and air temperature was 36 °F (2 °C). When additional rescue ships arrived on February 4 "hundreds of dead bodies were seen floating on the water, kept up by their life jackets." Dorchester

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