Document text
Forms to be Filled out for Each Interview
FORM A
Circumstances of Interview
STATE New York
NAME OF WORKER Swenson
ADDRESS
1 9 1939
FOLKLORE
NEW YORK
DATE June 5, 1939
SUBJECT Folklore of Communications, Marine Radio Operators
1. Date and time of interview
2. Place of interview
3. Name and address of informant
George F. Gaynor (Ekcerpts from diary, continued)
4. Name and address of person, if any, who put you in
touch with informant.
5. Name and address of person, if any, accompanying you
6. Description of room, house, surroundings, etc.
(Use as many additional sheets as necessary, for any of the forms,
each bearing the proper headint and the number to which the mAterial
refers.)
FORM C
Text of Interview (Unedited)
FOLKLORE
NEW YORK
STATE New York
NAEE OF .iORKER Swenson
ADDRESS
DATE June 5, 1939
SUBJECT Folklore of Communications, Marine Radio Operators
On February 2, 1925, I enlisted in the U. S. Coast Guard
as radioman 3rd class, for a period of one year, at the Barge
Office, located at the Battery, Y. Y. C. I was assigned to duty
aboard the Cutter, Mojave, at Stapleton, Staten Island. The fol-
lowing morning before I had any chance to get acquainted with my
shipmates, I received orders to proceed immediately by train to
the Naval Procedure Communication School, recently established at
The Coast Guard Academy, New London, Conn.
With the home port at Base 2, Staten Island, the Mojave
cruised along the New York and Jersey coasts patrolling the sea,
on the lookout for rumships or derelicts reported by radio to be in
our vicinity. The radio operators maintained an alert watch on the
distress frequency "600" meters, rpady to pass the information up
the tube to the bridge, where the officer on watch would change the
course of the ship to go to the aid of those men who go dawn to the
sea in ships.
The radio room was both comfortable and efficient. At night
all the operators would congregate in the radio shack to indulge in
lengthy discussions, of anything and everything concerning world affairs.
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After 8 o'clock most of the lights were turned off below decks,
consequently the shack was always a welcome gathering place for both
officers and men coming on, or going off watch, stopping to chat
for a few minutes before turning in, or continuing on to their various
posts throughout the ship.
The radio apparatus consisted of a 1-gi Arc transmitter, a
v -KW quenched spark transmitter, and a regulation navy type number
"1420" receiver completed the equipment. The Mojave's call letters
were "NIXB".
It soon became apparent to officers and men alike, that the _
Coast Guard under the supervision of the Treasury Dept. at Washington,
was going to be held responsible in seeing that the 18th Amendment WAS
enforced at sea, preventing the landing of contraband cargos of liquor
on American coasts.
Rum -row was indeed a busy place. The large ships with cargos
of contraband, were anchored just outside the 12 -mile limit, all along
the Atlantic coast. Schooners of all sizes and descriptions, sails
flapping in the wind, would contact the steamers at night. After re-
ceiving a cargo, they would hover near the international limit until
dark, then high-powered motor boats without any running lights would
endeavor to make contact, take on a load and make a dash for shore at
such high speed, it was more often than not impossible for the cutters
with an average speed of 12 knots or less, to overhaul them or even
make them heave -to by resorting to gunfire.
Yhile cruising along our area, during one of our patrol
periods, the Mojave came within hailing distance of a Belgium steamer,
unloading a cargo of contraband aboard a Swedish schooner several miles
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beyond the international 12 -mile limit. According to international
law, it was illegal for two ships to exchange cargo on the high seas.
In this case however, the law did not apply, because of the fact that
both ships were of foreign registry. If one of those ships had been
under American registry the captain would have been in the law in
placing both ships under arrest. The situation was a delicate one
and vexed the captain because he could do nothing about it. The
captain paced up and dawn the deck on the bridge angry and annoyed
at his apparent helplessness. Suddenly he stopped, gave an order
to the officer on watch and within a few minutes the ship was
maneuvered closer to the rum ships. He said, "If you don't cut
loose in five minutes, I'll run you dawn." This Was simply a
bluff, but with that, the Mojave steamed away a short distance.
Orders were passed along to the deck force and gun crew. Every
effort was made to make the captain's bluff look effective. Collision
mats were secured over the sides, the Gun crew swung the 3 -inch
gun around, the deck force rushed around with hawsers, while another
force of men withside-arms and grappling hooks stood by as if they
were going to be ready for any kind of action. Then signals were
exchanged between the engine room and the bridge. The Mojave swung
about, heading directly for a point in between both ships at full
speed, as the men on board continued unloading, paying no attention
vhatever to the cutter bearing dawn on them at full speed. The
captains ruse had failed badly. In a gruff tone he ordered the ship
about on another course, then stalked angrily off the bridge to his
cabin, where for the next few hours he buried himself in the contents
of various books on international law.
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One day while on duty, Commander Wheeler storde into the
shack and said, "Get in touch with patrol boat CG -176, and tell the
skipper to proceed to the Mojave's position immediately." "Aye, Aye,
sir," I replied, =itched on the phone transmitter and called the
patrol boat for 15 minutes at intervals without success. The
Commander again entered the shack and on finding out the boat had
not been contacted, he became angry. Muttering in an undertone
the Commander said something to the effect that perhaps the operators
were in sympathy with the bootleggers. That remark sort of rubbed
me the wrong way too, and as he turned on his heel and left the shack,
grabbed the mike and in a loud tone of voice that could be easily
heard out on deck, I called the CG -176 again. The men out on deck
hearing the CG -176 being called and several of them knowing the
boat was tied up astern of our own ship, the rapidly climbed up the
ladder and informed of the fact. I have often wondered if the Com-
mander's face was red when he found that out!
The Coast Guard blockade had become much too effective to
suit the aims of the wet fleet, consequently it was not long before the
war
rum runners began to take reprisals on the dry fleet. Real/was
declared, cutters were crippled, men kidnapped, officials threatened
in sabotage campaigns. Guard ships received orders to shoot to kill
if necessary. The smugglers had retreated to a position about 30 miles
out, riding at anchor most of the time, unable to land a case of liquor.
Then the rum armada began to make use of carrier pigeons, in an effort
to establish a line of communication with points ashore. The reprisals
resorted to be rum runners at sea and their confederates ashore became
serious and reached large proportions. Coast Guardsmen were being
waylaid and beaten on their way back to ship or station. The recruiting
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offices were finding it difficult to enlist desirablemen for this
hazardous work, and at this time the service was badly in/Bed of
personnel for vacancies and recently organized units.
In spite of careful guarding of Coast Guard vessels,
acts of sabotage were committed. The destroyer Jewett was damaged to
the extent of thousands of dollars. A small piece of steel 1d been
most cleverly inserted in the Jewett's steam turbine, and was not
discovered until the machinery began to misbehave while on patrol at sea.
Explosions on our own ships were frequently the work of spies and often
resulted in casualties. One of the destroyers at New London was even
scuttled at her dock. The sea -cocks were opened and before the ship's
ship
force were aware of what happened, the/began to settle from the rapid
inflow of water. The crew stood waist deep in the hold trying to
close the sea -cocks, while other destroyers alongside secured lined
aboard to help prevent the ship from sinking. The campaign of the
dry forces was to attempt to starve the wets away. Without means of
oftaining supplies and water, they could not remain on the row indefinitely.
On Sunday, May 10, a thick pea -soup fog enveloped both sides
on rum row. Bells could be heard jangling every few minutes from
ships that were anchored, and at regular intervals, long blasts of
steam whistles, indicated some ships were underway. The fog was
an advantage to the wets. During the day reports were received that
150 cases were landed on Long Island at the town of Easthampton.
The fog hung on through the following day, while the rum smugglers
drew in near shore to make contacts. The dry fleet doubled vigilance
as pilots of liners reported S wets off Sandy Hook, although there
wasn't much that could be done until the fog lifted. It was apparent
to all that the outlaws must move soon, as reports indicated their
supplies and water were low.
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Night after night, under cover of darkness, the Mojave with
darkened ship patroled the area of activity. The rum ships also moved
about without lights and the danger of collision was imminent. On the
bridge the officers listened intently for the purr of the high powered
motor on the rum boat. Once this sound had been detedted, the gun
crew jumped to their stations, a whistle would come through the
communication tube in the shack, the order from the bridge would be
"Man the searchlight". The second operator dashed out of the shack,
up a ladder to the hurricane bridge, turned on the huge beam, directing
it towards the sound of the motor. In a moment the enemy is brought
into the glare of the rays from the light, and under full speed is making
a gallant dash for shore with his cargo. Likewise under forced draft
the Mojave follows in pursuit. The enemy boat leads us in a zig-zag
course, making it difficult to keep the boat in the radius of the light.
All that can be seen is the wake from the propeller. Shells from the
3 -inch gun in flashing bursts explode ahead, astern and on either side.
The men aboard the rum ship certainly have courage to run that guantlet
of fire. Each time the gun is fired, the ship quivers and there is too
much vibration from the excessive speed. The wind scream.s by the operator
manning the light and his eyes fill with water, but the chase goes on
and on, with the rum ship getting closer to shore all the time. Perhaps
we will lose him, but no, his motor is now shut off, the red and green
running lights are turned on, an indication that he is hove -to, ready
to be boarded. The captain signals the engine room and the Mojave is
slowed dawn, while the captain hails the rum ship and orders the master
to come alongside, only to find that during the chase the outlaws had
thrown all of their cargo overboard. With all the evidence gone, they
could only be held for violations of navigation.
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THE SINKING OF THE S-51
Just before dark on the evening of Friday, September
25, 1925, while walking across the bridge over the Thames River,
on my way back to the ship, I stopped to watch the sister ship
of the ill-fated S-51, heading for the Submarine Base. Reporting
back to the ship I took over the watch, and shortly after 11 o'clock
while listening to the various ships sending traffic, snapped to
attention as I intercepted a message from the steamship "City of
Rome", stating she had been in collision with and sank the Sub S-51;
three survivors aboard and proceeding to Boston. Reports were garbled,
and it wasn't until the next day that facts and times were corrected.
The Mojave MRS soon underway and proceeding to the scene of the dis-
aster, arriving at daybreak. There Was little that could be done
except to stand by while the navy forces took charge of the situation.
Naval tenders and derrick ships Monarch and Century were ordered to the
scene, as well as the Tug Triton with navy divers aboard. The Crilley
and two range boats arrived and the USS Camden was placed in charge of
operations. Soon the salvage daip Falcon and the Subs S-1, S-3, S-49
and S-10 with the tender Chewink joined the scene of the disaster. The
only visible evidence of the tragedy was a patch of oil on the water.
The SS City of Rome running from Savannah to Boston, rammed
and sank the S-51 with 33 men aboard at about 10:24 o'clock Friday
night, 20 miles east of Block Island. The captain of the Gity of
Rome said he was in his cabin writing the log. He came on deck,
saw a white light off starboard. He watched it for a moment, when
suddenly a red light flashed from the submarine, meaning she was
going to cross the bow. The captain ordered the wheel hard to port,
engines reversed and whistled sounded as warning. It was too late.
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Forty -five seconds later we crashed. In 15 seconds more the submarine
had sunk. Life lines and buoys were thrown overboard, and the three
survivors picked up. The captain stood by until 11:45. Although there
were seven men said to have been tossed into the sea from the conning
tower of the sub, only three were saved. The others sank before aid
could reach them. The navy rescue ships worked like torjans trying to
reach the men far below the surface trapped in the hull of the doomed
submarine before the supply of oxyigen was exhausted. All efforts were
in vain.
On the night of October 25, 1925, I was standing the four to
midnight trick, while outside the wind howled, and I felt grateful for
the warmth and comfort of the radio shack with the ship alongside the
dock. At 10:30 I copied the weather, which reported storm warnings
being displayed from Eastport, lijaine to Cape Eatteras, attended by
winds of gale force. Carefully tuning the receiver on the distress
frequency, I listened closely during the silent periods, for any weak
signals. At 11:05 the air became tense as the SS Commonwealth sent out
a "CO, stating the ship was disabled 40 miles off Point Judith. The
cain connecting one of the side propellers on the 5,980 ton ship had
broken, anchors had been put out, but with a high wind and heavy sea,
the ship was in a precarious position with 150 passengers aboard, and
immediate assistance was requested. Immediately answering the operator
on the Commonwealth, I told him to stand by while this information was
passed on to the captain. Within the hour the Mojave Was underway
standing out to sea under forced draft. The coast stations had cleared
the air and I resumed communication with the Cbmmonwealth.
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On reaching the open sea the Mojave was struck by the full
force of the gale as she sped on towards the aid of the stricken vessel.
I asked the operator how the passengers were taking it. He replied,
"They are all huddled in the lounge cabin forward, nervous but quiet."
Through the remaining hours of the night we kept the transmitters going
exchanging words of cheer and instructions. At the break of dawn, the
Mojave drew up near the Commonwealth. She WAS rising and falling in a
heavy sea, little activity was observed about the decks. With in-
structions from the captain, I radioed the Commonwealth, asking if they
cared to lower a boat. The master replied, "No, not in this sea." The
responsibility was ours from now on. Our captain didn't want to run
the risk of losing a boat's crew either, so an attempt was made to
shoot a line to the distressed vessel by means of an air gun. The
Mojave WAS maneouvered as close as possible, and as she steamed by,
the gun was fired. But the wind was too strong and the missile and
twine was carried far beyond the length of the ship before it could
be grasped by the members of the crew. Each succeeding attempt met
with the same fate, while every man aboard held his breath in suspense,
hoping the missile would catch somewhere on the other ship. All the
while the Mojave was being swept by heavy seas, and compared to the
size of the other vessel, looked like a bobbing cork. After many
failures, the cord from the gun finally caught on a piece of the
Commonwealth's superstructure, members of the crew rushed along the
slippery deck to make it fast. Next a small hawser was connected to
the end of the twine, when this had been hauled aboard through the
water to the other vessel, a larger hawser was paid out. This
procedure was continued until the crew of the Commonwealth had taken
aboard one end of our ten -inch hawser, many hours were consumed accomplishing
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this much. The ends were now made fast in readiness to tow the
Commonwealth to New Port, but we were still held up. Ordinarily
ships anchors can be lowered or hoisted in a comparatively short
time by means of the donkey engine on deck manned by the ships
power. As the power was all shut down on the Commonwealth, it was
necessary for the crew to hoist the anchors
up considerable time. The job was long and
was late in the afternoon before the Mojave
by hand, and this took
tedious, conseouently it
received the sipial to
go ahead. The Mojave had to proceed at a very slow rate of speed
due to the heavy seas and the danger of the tow line breaking from
the strain. All went well, and the following morning the Common-
wealth was turned loose in the harbor of New Port, safe and sound
with all passengers. For the service rendered by the Mojave the
steamship officials, to show their appreciation, presented the
officers and crew with a letter of commendation for the display
of splendid seamanship under adverse circumstances, and a complete
set of ships silverware.
On February 1, 1926, my enlistment expired and I received
an honorable discharge for one years service. Bidding the radio
gang goodbye, I stepped down the gang plank, patted the steel hull
of the ship that now seemed to have become a part of me. Now that I
was leaving the old girl, I realized that I felt quite some affection
for her.
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Our skipper was afflicted with a mania for bad weather.
When a storm warning was copied indicating bad weather along the coast,
he would read it and exclaim, "That's fine. head right out to sea."
While all the other ships of the squadron had taken heed and sought
shelter, the Diligence tossed and pitched in the teeth of the gale
riding it out. When walls of green water swept over the ship, old
man Dunne would jump up and down in the pilot house in childish glee.
One night after I had turned in my bunk, a wave struck the ship broad-
side, followed by two more in rapid succession. The ship keeled over
and seemed as though it would capsize. Jumping from my bunk to the
deck below I made a dash up the ladder for the port, by this time the
Diligence had regained an even keel again.
In the pilot house supposedly made fast to the bulkhead was
a weather worn looking cuspidor, containing a quantity of liquids and
solids, deposited there by the skipper, mates and bos'n. Day or night,
at frequent intervals, the silence was shattered by the ker-plunk
as a stream of tobaBco juice made a bulls -eye in the ever filling
receptacle. Thus one afternoon while on patrol, wallowing in a heavy
sea, I stood braced in the doorway of the shack watching this in-
teresting spectacle. The vessel had reached the limit of its territory
and was due to be turned about. As the wheel was put over the ship
slipped into the trough of the sea and keeled over on one side. Every
loose object rolled or slid across the deck. The cuspidor however,
still holding my interest, shot up from the deck and hit the Chief
Bosin square in the face, as the cuspidor fell to the deck rolling
along at crazy angles towards the bulkhead, the bos'n's face was a
sight to behold. As he gasped for breath, a long streaky brown
mass slowly dripped to the deck.
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The following excerpts were taken from letters written by
George F. Gaynor to his wife, while acting as radio operator on the
Cable Ship Relay,:
Cable Ship RELAY at Sea, October 2, 1930
Just sent a report into New York stating we were going into
Vineyard Haven for supplies and remain there until the weather abates.
After leaving Tebo we had proceeded to Nantucket where one end of
the cable was picked up and buoyed. As the French Cable Co. wanted
to wait til Sunday when message traffic was at a minimum before attempting
to repair it, we then proceeded to Cape Cod to lay a new shore end.
This was accomplished without any difficulty, when the ship was headed
again for Nantucket a fog closed in on us lasting for three days, dur-
ing this time I was kept busy supplying the skipper with radio bearings.
At last the fog cleared and the cable was picked up tested and repaired.
These tests indicated there was another break twenty miles away. This
too was repaired only to find that another break had occurred fifty
miles south of our position. ork was being done on this section
yesterday but after the cable was hooked it broke three times in
succession. Heavy weather set in this morning. The captain decided to
run for shelter and at the same time obtain supplies as the grub is
getting low. When the cable is hooked on the cablegrounds the crew
keeps working all through the night, the idea is to get as much work
done as possible while the good weather lasts. Every night I copy the
peess and baseball scores for the boys and they appreciate this.
You should have heard the skipper in a rage this afternoon
when he was ready to go ashore. The launch was lowered, and the captain
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noticed there wasn't any lamps, life belts, or any equipment in it.
He called the mate down for it and then after the launch was started,
the engine began to belch smoke and miss fire. It was a three or
four mile run to shore and when about half way in the engine went
dead. The old man had to man an oar with the quartermaster the rest
of the way in. If the wind had not been astern of them the tide
would have carried the boat up along the beach somewhere. I watched
the entire spectable through the glasses. When the old man was
ready to return to the ship he had to hire a fishing boat to taw
the launch back. To get the fishing boat, he had to locate the min-
ister of the town who happened to be the owner.
The wind has died down a bit and the sky is clear. The moon
and stars are very bright, but the air is very cold. I can see the
lighthouse beam flashing from West Chop on one side, andother flashing
lights along the coast.
When the ship left Vinyard Haven last Friday, we ran into a
gale of wind and it sure was a corker. The captain's room, washbowl,
wardrobe, etc. was demolished. Loose gear was washed overboard or
kept ;wishing around the deck. One man had his finger caught in be-
tween a port when it slammed shut. Ward innured his ribs as he tried
to brace himself when the resulting lurch threw him against the point
of the loud speaker in the shack.
All day long the grappling hooks were out dragging for
lengths of cable that had been stored on the ocean floor. The deck
force is standing by as the remaining pieces are hauled aboard over
the cable drum.
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The name of the vicinity where we were hove -to, is known to
sailors as "Hell -Hole". Guess the old man on the bridge, must have
seen Satan himself. During the storm I managed to take several
pictures. The best one was a snap of the Chief Engineer coming
down the ladder from the bridge, just as a big wave was coming over.
A mess boy running along the deck saw the wave too and grabbed the
Chief by the neck to save himself. They were both washed along the
deck until the chief managed to get his arm around the rail. he
are now moving along at a good clip and the sea is much calmer.
The stars are out and except for rolling a bit the weather is good.
Alone in the shack, I was sitting here looking out through
the port thinking haw uncanny and weird it seems out here. The water
underneath, the sky overhead, and the swish as the ship cuts through
the domain of Neptune and Davy Jones Locker. then all of a sudden
I was startled by the soft thud of a small white object on the deck
at my feet. It was a flying fish who had been attracted by the light
in the shack.
C. S. RELAY OFF CAPE MALA DECEMBER 7th:
The old battlewagon was underway all night. At eight
this morning arrived at our position off Cape Mala about 18 miles
off shore. Since our arrival there has been a strong north wind
and heavy sea, consequently have been unable to proceed with the
dragging. The cable in question was laid in 1882, so aged, there
is likely to be difficulty in bringing it up without breaking.
I kept moving from one side of the ship to the other all day to keep
out of the wet. Seas have been sweeping over first one side than the
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other, as the ship continued to awing about on the windward side.
Late this afternoon took my daily bucket bath, ironed some shirts
and a pair of trousers. After supper, washed some soiled ekixixxxx
clothes and am now in the clear until it is time to listen for the
weather report from Frisco. I may sleep on deck tonight, providing
there is a dry spot to be found. This afternoon I had just finished
pressing my trousers and laid them on my bunk for a moment when the
ship rolled over and water poured in through the port. Drenching trousers
and everything else in the cabin. If I leave the port open there is
the advantage of a little fresh air, with of course the risk of a wet-
ting. On the other hand, if it is kept closed, the heat is unbearable.
You would laugh if you could see how clothes are ironed on
the little table in my cabin. It is about three feet wide by the same
long, because of such close quarters everything is pressed in sections.
Nhile engaged in this occupation I usually strip dawn to my under-
pants beacuse of the heat.
At sundown tonight a gray haze enveloped the two peaks
astern. The sky was a shade of light blue, the horizon a deep orange
pnd the sea dark blue as the shadows began to creek over it. The ship
rolled from side to side in a gentle swell. The floodlights were
turned on, making the foredeck bright as day, the crew standing at
their posts stripped to the waist wearing nothing but a pair of trousers
rolled up to the knees. At the bow the captain stands watching the
cable, at times shouting orders to the bridge, such as "Hard aport",
"A half starboard", "now steady". The electrician in the testing room
patiently studies the wheatstone bridge. The grinding and groaning of
the old cable engine as it pays in and out the cable. The second cook
sitting outside the galley on an upturned bucket, peeling potatoez
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for the morrow. The automatic clock on the bridge chimes out six
bells, the quartermaster strikes six bells on the ships bells,
and it is repeated once again in the engine room where a piece of
iron is used to strike the bells. Then the watch is relieved and
life goes on and on in this little world all by itself out on the
de(, blue sea.