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Lost Legends:As a USS Cimarron (AO-22) Public Affairs Officer (PAO), I'm reserching the backstory about fast fleet oiler innovations during the Interwar Period. During 2005 (Dec 6-26), I began doing a social network analysis while editing selected Wikipedia articles honoring the USA's Midwest Mariners.
Knowledge management organizational learning thinkLets "hatched" from picking i4CQuest-keywords: [USS Cimarron Iowa Missouri Wisconsin Sea Control Navy Leadership Laboratory Leahy USNA 1921 1939]
>> The first CVE was USS Long Island (CVE-1), converted from a Maritime Commission freighter. Due to a shortage of merchant ships, four escort carriers were built on Cimarron-class fleet oiler hulls.
These four, USS Sangamon (CVE-26), USS Suwanee (CVE-27), USS Chenanago (CVE-28), and USS Santee (CVE-29), were so successful in anti-submarine work and in covering amphibious operations that, after participating in the landings in North Africa, they were deployed to the Pacific.<< Land, Winning the War with Ships, 145; Levine, "Politics," 80.
Although Admiral Land claims responsibility for getting the words "ships and aircraft" written into the PWA Bill (though he does concede the help of Admiral Parsons, chief of the Bureau of Yards and Docks, and the chief clerk of the Naval Appropriations Committee), it appears that the idea to define public works to include shipbuilding for the navy originated with Parsons in November 1932. Since Land's book was written twenty-five years after the fact, it is likely that he did not feel it necessary to elaborate further (Huske, "Memorandum for Chief Constructor," Land Ms).
Cimarron, First of the Fast TankersTwo weeks after the construction contracts for the twelve national defense tankers subsidized by the maritime commission were formally signed, Adm. William Leahy wrote the commission to advise that the Navy Department wanted to acquire the first of these tankers immediately upon its completion.1 Leahy intended to include the cost of four large auxiliaries authorized, but not yet funded, in his budget estimates for the coming year (FY 1939), and it is clear that he intended to acquire one of the subsidized oilers as soon as possible.2
Four days after Leahy's letter, the House of Representatives, finally awakening to the growing unrest in Europe and now concerned with the need to strengthen America's defenses, passed its version of the annual naval bill for FY 1939.3 Exceeding all previous peacetime appropriations for the navy, this legislation would provide Leahy with the funds needed to procure the auxiliaries authorized but not funded in the previous year, including the oiler so desperately wanted by Leahy.
Construction of the twelve national defense tankers ordered by the maritime commission began on 25 April 1938.4 On that date the keel for the first of these vessels, Cimarron, was laid at the Chester yards of the Sun Shipbuilding and Dry Dock Company. The following day, President Roosevelt signed the Naval Appropriation Act for FY 1939, allocating $140 million for new ship construction.5 By then, both houses of Congress were nearing agreement on a billion dollar naval expansion bill, which would become known as the Second Vinson Act. UNREP Combat Logistic Support emerges as an integral component of operational planning
Although the broadside method was successfully used throughout the war, the need for both ships to steam within close proximity to one another made fueling in rough weather extremely hazardous. Collisions occurred even in relatively calm seas. Once in a while one ship would sidewipe the other as happened while the Kaskaskia was fueling the Yorktown (CV-10). To overcome this problem, a new fueling rig was suggested by one of the Cimarron's officers, which would permit ships to maintain a greater degree of separation, as much as 180 feet, while fuel was transferred.8
Various configurations of the new arrangement were extensively tested by the Kaskaskia during a two-week period in December 1944.9 With the Hart (DD-594) serving as the receiving ship, the two vessels perfected the new rig while refueling some fifty times under all conditions of sea and weather. Handling of the heavy fuel hose was made easier by using a 7/8-inch span wire rigged between the two ships. Wheeled trolleys supporting the hose cradles ran along the span, thereby relieving some of the weight on the saddle whips.
The new rig, called the "Elwood method" after its originator, enabled ships engaged in fueling to remain separated by 60 to 180 feet. Later designated as the "wire-span method," it allowed greater speed through the water while fueling, provided for easier station keeping, and made maneuvering easier. This was a great operational improvement since fueling operations no longer had to be conducted into the wind, as had formerly been the case during most operations, and fueling became less dangerous in rough weather.
Also see: Failure Mode and Effects Analysis (FMEA) ... Fifth Freedom
i4CQuest-Keywords: (AO-22) Interwar American Innovations Admiral Leahy
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