June 12, 1942 A Night at the Beach

Much has been written about the eight central characters in this story. These individuals have been described by contemporary and subsequent sources alike, as Saboteurs, Nazis and Spies. Certainly to call them such, fed into the political expectations of the day. Yet their country had chosen them for this mission based on unique qualifications, separate and apart from whatever devotion they felt for the fatherland, or the Nazi party. It may be that these guys deserve every evil name that’s been heaped on them. Or maybe they were just eight guys who got caught up between two nations at war. It’s an interesting story. You decide.

The German submarine U-202 commanded by Hans Linder came to the surface on the night of June 12 at Amagansett, New York, near Montauk Point. An inflatable emerged from the hatch and rowed to shore at what is now Atlantic Ave beach, in Long Island. Four figures stepped onto the beach wearing German military uniforms.  If they’d been captured at this point every one of them wanted to be treated as enemy combatants, instead of spies.

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This was “Operation Pastorius”, a mission was to sabotage American economic targets and damage defense production. Targets included hydroelectric plants, train bridges and factories. The four had nearly $175,000 in cash, some good liquor and enough explosives to last them two years or more.

German plans began to unravel as they buried their uniforms and explosives in the sand.  21-year old Coast Guardsman John Cullen was a “sand pounder”.  Armed only with a flashlight and a flare gun, Cullen had the unglamorous duty of patrolling the beaches, looking for suspicious activity.

It was “so foggy that I couldn’t see my shoes” Cullen said, when a solitary figure came out of the dunes.  He was George John Davis he said, a fisherman run ashore.  But something seemed wrong and Cullen’s suspicions were heightened, when another figure came out of the darkness.  This one was shouting something in German, when “Davis” spun around and shouted, “You damn fool!  Go back to the others!”

With standing orders to kill anyone who confronted them during the landing, Davis hissed, “Do you have a mother? A father?  Well, I wouldn’t want to have to kill you.”

It was Cullen’s lucky day.  “Davis’” real name was Georg John Dasch.  He was no Nazi. He’d been a waiter and dishwasher before the war, who’d come to the attention of the German High Command because he had lived for a time, in the United States.   “Forget about this, take this money, and go have a good time” he said, handing over a wad of bills.   $260 richer, John Cullen sprinted two miles directly to the Coast guard station.

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Seaman John Cullen, left, received the Legion of Merit from Rear Adm. Stanley V. Parker for his service in WW2

Before long the beach was swarming with Coast Guardsmen. A dawn broke it was easy to see something heavy had been dragged, across the sand. Within minutes boxes were found containing Nazi uniforms.

Four days later, U-584 deposited a second team of four at Ponte Vedra Beach, Florida, south of Jacksonville. As with the first, this second group had lived and worked in the United States, and were fluent in English.  Two of the eight were US citizens.

Georg Dasch had a secret.  He had no intention of carrying out his mission.  He summoned Ernst Peter Burger to an upper-level hotel room.  Gesturing toward an open window Dasch said  “You and I are going to have a talk, and if we disagree, only one of us will walk out that door—the other will fly out this window.”

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Burger turned out to be a naturalized US citizen who’d spent 17 months in a concentration camp.  He hated the Nazis as much as Dasch. Then and there, the two of them decided to defect.

Dasch tested the waters. Convinced the FBI was infiltrated with Nazi agents, he telephoned the New York field office.  Put on hold with the call transferred several times, Dasch was horrified to have the agent who finally listened to him, quietly hang up the phone.  Had he reached a German mole?  Had the call been traced?

Dasch had no way of knowing, he’d been transferred to the ‘nut desk’.  The FBI thought he was a clown.

Finally, Dasch went to the FBI office in Washington DC, only to be treated like a nut job.  Until he dumped $84,000 cash on Assistant Director D.M. Ladd’s desk, a sum equivalent to about a million dollars, today.  Dasch was interrogated for hours, and happily gave up everything he knew.  Targets, German war production, he spilled it all, even a handkerchief with the names of local contacts, written in invisible ink.  He couldn’t have been a very good spy, though.  He forgot how to reveal the names.

All eight were in custody, within two weeks.

J. Edgar Hoover announced the German plot on June 27, but his version had little resemblance to that of Dasch and Burger.  As with the brief he had given President Roosevelt, Hoover praised the magnificent work of FBI detectives and the Sherlock Holmes-like powers of deduction which led Assistant Director Ladd to that $84,000.  Dasch and Burger’s role in the investigation was conveniently left out, as was the fact that the money had all but bounced Mr. Ladd off the head.

Neither Dasch nor Burger expected to be thrown in a cell, but agents assured them it was a formality.  Meanwhile, a credulous and adoring media speculated on how Hoover’s FBI had done it all.  Did America have spies inside the Gestapo?  German High Command?  Were they seriously that good?

Attorneys for the defense wanted a civilian trial, but President Roosevelt wrote to Attorney General Francis Biddle: “Surely they are as guilty as it is possible to be and it seems to me that the death penalty is almost obligatory”. The case went all the way to the Supreme Court, where the decision “Ex parte Quirin” became and remains precedent to this day, for the way unlawful combatants are tried.  All eight would appear before a military tribunal.

Whether any of the eight were the menace they were made out to be, remains unclear.  German High Command had selected all eight based on past connections with the United States, and ordering them to attack what they may have regarded as their adopted country.  Several were arrested in gambling establishments, others in houses of prostitution.  One had resumed a relationship with an old girlfriend and the pair was planning to marry.  Not the behavior patterns you might expect from “Nazi saboteurs”.

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The trial was held before a closed-door military tribunal in the Department of Justice building in Washington, the first such trial since the Civil War. All eight defendants were found guilty and sentenced to death.  It was only on reading trial transcripts, that Roosevelt learned the rest of the story.  The President commuted Burger’s sentence to life and Dasch’s to 30 years, based on their cooperation with the prosecution. The other six were executed by electric chair on August 8, in alphabetical order.

Bodies of the six men executed are transported by ambulance, under armed guard.

After the war, Burger and Dasch’s trial transcripts were released to the public, over the strenuous objections of J. Edgar Hoover.  In 1948, President Harry S. Truman bowed to political pressure, granting the men executive clemency and deporting them both to the American zone of occupied Germany.  The pair found themselves men without a country hated as spies in America, and traitors in Germany.

The reader may decide, whether Hoover and Roosevelt operated from base and venal political motives, or whether the pair was playing 4-D chess.  Be that as it may, Hitler rebuked Admiral Canaris, and seems to have bought into Hoover’s version of FBI invincibility.  There would be no further missions of this type, save for one in November 1944, when two spies were landed on the coast of Maine to gather information on the Manhattan project.

Georg Dasch campaigned for the rest of his life, to be allowed to return to what he described as his adopted country.  Ernst Burger died in Germany in 1975, Dasch in 1992.  The pardon Hoover promised both men over a half-century earlier, never materialized.

Neither Dasch nor Burger could have dreamed of what they would become, in the popular imagination.

June 11, 1775 The Battle of Machias

Called by some the “Lexington of the Sea”, the little-known episode was the first naval battle of the American Revolution.

In the Passamaquoddy tongue, “Machias” roughly translates into “bad little falls”, after the river that runs through the place. Five hours and 15 minutes drive-time from Boston, Machias Maine sports a campus for the University of Maine, a municipal airport and, even today, a year-round population barely exceeding 2,000.

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Machias-area residents who discussed downtown revitalization Tuesday evening said the Bad Little falls was the town’s most distinctive element. (KATHERINE CASSIDY PHOTO)

Not necessarily a place where you’d expect the first naval combat of the American Revolution.

In 1775, the modern state of Maine was still part of Massachusetts. Machias itself, a small fishing village on the “Down East” New England coast, was a thorn in the British side since the earliest days of the Revolution.   A local pilot intentionally grounded the coastal patrol schooner HMS Halifax that February, in Machias Bay.  The place also served as a base from which privateers preyed on British merchant shipping.

In April, a British foray from the occupied city of Boston had culminated in the Battle at Lexington Green.  While the King’s troops held the ground in the wake of the early morning skirmish, the decision of the afternoon’s battle at nearby Concord was quite different.  The colonial’s response to the column of “Regulars” was that of a swarming beehive, resulting in a Patriot victory and a British retreat under fire, all the way back to Boston.

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Boston was all but an island in those days, connected to the mainland only be a narrow “neck” of land.  A Patriot force some 20,000 strong took positions in the days and weeks that followed, blocking the city and trapping four regiments of British troops (about 4,000 men) inside of the city.

For General Thomas Gage, in charge of all those troops, the best hope for resupply was by water.

British Royal Navy Admiral Samuel Graves wanted the guns from the wreck of the Halifax, concerned they would otherwise fall into rebel hands.  Gage wanted lumber, with which to build barracks.  So it was that the wealthy merchant and Tory loyalist Ichabod Jones was enlisted to help, blissfully unaware of the dim view in which his activities were held by fellow colonials.

Jones arrived at Machias on June 2 aboard the merchant ships Unity and Polly, under guard of the armed schooner HMS Margaretta, commanded by Midshipman James Moore.  They had come to trade food for lumber but the townspeople were split, and voted against doing business with Jones.  This provoked a threat from the Margaretta, which moved into range to bombard the town.  The action resulted in a second vote and the trade was approved, but Jones’ response was ham-fisted.   The merchant would only do business, with those who had voted with him in the first place.

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HMS Margaretta

Local militia leader Colonel Benjamin Foster conceived a plan to seize the merchant, and saw his opportunity on June 11, when Jones and Moore were in church.  They almost had the pair too, but Jones saw some twenty men approaching, and fled for the woods.  Moore was able to get back to the Margaretta, but events soon spun out of control.

Colonel Foster and his brother, a man with the delightful name of Wooden Foster, seized the Unity.  A group of thirty began to construct breastworks to serve as protection, while others commandeered the coastal packet Falmouth.   There was gong to be a fight.

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A group of Machias men approached Margaretta from the land and demanded her surrender, but Moore lifted anchor and sailed off in attempt to recover the Polly.  A turn of his stern through a brisk wind resulted in a boom and gaff breaking away from the mainsail, crippling the vessel’s navigability. Unity gave chase followed by Falmouth.

Musket fire was exchanged from both sides and hand grenades were thrown onto the decks of the Unity.   Soon, the Margaretta was boarded from both sides, the fighting hand to hand.

Called by some the “Lexington of the Sea”, the little-known episode was the first naval battle of the American Revolution and ended in victory for the Patriot side.  Four Royal Navy seamen were killed outright and another ten wounded including Moore himself, who received a musket ball to the chest and died the following day.

Patriot losses amounted to ten killed and another three wounded.

HMS Margaretta served out the remainder of the Revolution as the renamed Machias Liberty.  British payback came on October 18 when Falmouth Massachusetts, the modern-site of Falmouth Maine and not to be confused with either of the modern-day towns of  Falmouth Massachusetts, or Falmouth Maine, was burned to the ground.

British forces attempted a second assault on Machias, with an amphibious landing of 1,000 troops over the 13th – 14th of August, 1777.  The attempt was beaten back by local militia and their Passamaquoddy and Penobscot allies, with both sides claiming victory.  The nearby village of Castine would be occupied in 1779 as would Machias itself during the War of 1812.  On both occasions, captured territories were re-dubbed the Crown Colony of “New Ireland”, a refuge for Loyalists and a base for future military operations.

The Crown Colonies of New Ireland survived for four years in the first instance and eight months in the second.  The failed Penobscot expedition of 1779 to retake the colony would result in the most catastrophic defeat suffered by American Naval forces until the Japanese attack on Pearl Harbor 162 years later, but that must be a story for another day.

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Britain defending New Ireland from the Penobscot Expedition by Dominic Serres

June 10, 1944 Ghost Village

Down this road, on a summer day in 1944. . . The soldiers came. Nobody lives here now. They stayed only a few hours. When they had gone, the community which had lived for a thousand years. . . was dead”.

It was D+4 in the invasion of Normandy. The 2nd SS Panzer Division (“Das Reich”) had orders to stop the Allied advance. They were passing through the Limousin region in west central France when SS-Sturmbannführer Adolf Diekmann received word that Waffen-SS officer Helmut Kämpfe was being held captive, by French Resistance forces in the village of Oradour-sur-Vayres.

June 10, 1944 Oradour-sur-Glane

Forget for a moment the idiocy of our age and incontinent use of the term, “Nazi”. The people who committed the atrocity at Oradour-sur-Glane are like unto beasts and not to compared with anyone, from the modern world. May it come to pass that we never see their kind, again.

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Diekmann’s battalion sealed off the nearby village of Oradour-sur-Glane, unaware they had confused the place with another village. Everyone in the town was ordered to assemble in the village square to have identity papers examined. The entire population of the village was there plus another 6, unfortunates caught riding their bicycles in the wrong place, at the wrong time.

Women and children were locked in a village church while German soldiers looted the town. The men were taken to a nearby barn where machine guns were already set up.

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The Germans aimed for the legs when they opened fire, intending to inflict as much pain as possible. Five escaped in the confusion before the SS lit the barn on fire. 190 men were burned alive.

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Nazi soldiers then lit an incendiary device in the church and gunned down 247 women and 205 children, as they tried to escape.

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642 inhabitants of Oradour-sur-Glane age one week to 90 years, were murdered in just a few hours. The village was razed to the ground.

After the war a new village was built on a nearby location, and given the same name. President Charles de Gaulle ordered the original site to remain as is; a memorial to the cruelty of collective punishment and the savagery committed in countless places, by the Waffen-SS: the French towns of Tulle, Ascq, Maillé, Robert-Espagne, and Clermont-en-Argonne; the Polish villages Michniów, Wanaty and Krasowo-Częstki, Warsaw; the Soviet village of Kortelisy; the Lithuanian village of Pirčiupiai; the Czechoslovakian villages of Ležáky and Lidice; the Greek towns of Kalavryta and Distomo; the Dutch town of Putten; the Yugoslavian towns of Kragujevac and Kraljevo, and the village of Dražgoše, in what is now Slovenia; the Norwegian village of Telavåg; the Italian villages of Sant’Anna di Stazzema and Marzabotto. And on, and on, and on.

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In 1999, French President Jacques Chirac dedicated a memorial museum, the “Centre de la mémoire d’Oradour”. The village stands today as the Nazis left it, 78 years ago today.

It may be the most forlorn place on earth.

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The story was featured in the 1974 British television series “The World at War”, narrated by Sir Laurence Olivier. The first and final episodes of the program began with these words:

Down this road, on a summer day in 1944. . . The soldiers came. Nobody lives here now. They stayed only a few hours. When they had gone, the community which had lived for a thousand years. . . was dead. This is Oradour-sur-Glane, in France. The day the soldiers came, the people were gathered together. The men were taken to garages and barns, the women and children were led down this road . . . and they were driven. . . into this church. Here, they heard the firing as their men were shot. Then. . . they were killed too. A few weeks later, many of those who had done the killing were themselves dead, in battle. They never rebuilt Oradour. Its ruins are a memorial. Its martyrdom stands for thousands upon thousands of other martyrdoms in Poland, in Russia, in Burma, in China, in a World at War”.

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June 9, 721 Odo the Great

In history as in life, time and place is everything.  Today, “Odo the Great” is all but forgotten. We remember Charles “The Hammer” Martel as the savior of western civilization, as well we should. And yet, we need not forget the man who made it possible, who gave Martel time to gather the strength, to forge the fighting force which gave life to such an unlikely outcome. 1,301 years ago, today.


In AD732, a Frankish military force led by Charles Martel, the illegitimate son of Pippin II of Herstal, met a vastly superior invading army of the Umayyad Caliphate, led by Abd Ar-Rahman al Ghafiqi.

The Islamic Caliphate had recently defeated two of the most powerful militaries of the era.  The Sassanid empire in modern day Iran had been destroyed altogether, as was the greater part of the Byzantine Empire including Armenia, North Africa and Syria.

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As the Caliphate grew in strength, European civilization faced a period of reduced trade, declining population and political disintegration characterized by a constellation of small kingships evolving and squabbling for suzerainty over the common people.

The “Banu Umayya”, the second of four major dynasties established following the death of Muhammad 100 years earlier, was already one of the largest, most powerful empires in history. Should the Frankish defenders fail, no force remained sufficient to prevent a united caliphate stretching from the Atlantic coast of Spain to the Indian sub-continent, from Sub-Saharan Africa to the North Sea.

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With no cavalry of his own, Charles faced a two-to-one disadvantage in the face of a combined Islamic force of infantry and horse soldiers.  History offers few instances of medieval armies withstanding the charge of cavalry, yet Charles had anticipated this moment. He had trained his men, they were ready.

The story is familiar.   Charles “The Hammer” Martel met the invader at a spot between the villages of Tours, and Poitiers.  Despite all odds the Frankish force and their Aquitanian allies emerged victorious from the Battle of Tours, also known as the Battle of Poitiers. Western civilization would remain free to make its way into an uncertain future.

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Forgotten in this narrative is the story of the man who made it all possible.

Twenty years earlier, a combined force of 1,700 Arab and North African horsemen, the Berbers, landed on the Iberian Peninsula led by Tariq Ibn Ziyad.  Within ten years the Emir of Córdoba ruled over most of what we now know as Portugal and Spain, save for the fringes of the Pyrenean mountains and the highlands along the northwest coastline.

In AD721, Al-Samh ibn Malik al-Khawlani, wali (governor) of Muslim Spain, built a strong army from the Umayyad territories of Al-Andalus and invaded the semi-independent duchy of Aquitaine, a principality ostensibly part of the Frankish kingdom but for all intents and purposes ruled as an independent territory.

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Duke Odo, I

Duke Odo of Aquitaine left his home in Toulouse in search of help from the Frankish statesman and military leader, Charles Martel.  This was a time (718 – 732) of warring kingdoms and duchies, a consolidation of power in which Martel preferred not to step up on behalf of his southern rival but to wait, and see what happened. Odo, Duke of Aquitaine, was on his own.

At this time, Toulouse was the largest and most important city in Aquitaine.  Believing Odo to have fled before their advance, the forces of al-Andalus laid siege to the city, secure in the belief that their only threat lay before them.  For three months, Odo gathered Aquitanian, Gascon and Frankish troops about him, as his city held on.

Overconfident, the besieging army had failed to fortify its outer perimeter, or to scout the surrounding countryside.  On June 9 with Toulouse on the verge of collapse, the armies of Duke Odo fell on the Muslim rear as defenders poured from the city gates, an avenging army.    Sources report Duke Odo’s forces numbered some 300,000, though the number is almost certainly exaggerated.

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Caught at rest without weapons or amour, the surprise was complete.  Some 350,000 Umayyad troops are said to have been cut down as they fled, but again, the number is probably inflated.  Al-Samh himself was mortally wounded, and later died in Narbonne.

Be that as it may, the battle of Toulouse was an unmitigated disaster for the Arab side.  Some historians believe that this day in 721 did more to check the Muslim advance into western Europe, than did the later battle at Tours.  For 450 years,  Arab chroniclers at Al-Andalus described the battle as Balat al Shuhada (‘the path of the martyrs’), while Tours was remembered as a relatively minor skirmish.

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One of those to escape with his life was a young Abd Ar-Rahman al Ghafiqi.  Eleven years later in 732, the now – governor of Al-Andalus would once again cross the Pyrenees, this time at the head of a massive army of his own.  Al Ghafiqi’s legions laid waste to Navarre and Gascony, first destroying Auch, and then Bordeaux.  Duke Odo “The Great” was destroyed at the River Garonne and the table set for the all-important decision of Tours.

In history as in life, time and place is everything.  Today, “Odo the Great” is all but forgotten. We remember Charles “The Hammer” Martel as the savior of western civilization, as well we should. And yet, we need not forget the man who made it possible, who gave Martel time to gather the strength, to forge the fighting force which gave life to such an unlikely outcome. 1,301 years ago, today.

June 8, 1959 Rocket Mail

1,200 letters were packed into a rocket fuselage in July 1934 and fired between Harris Island in the Hebrides and Scarp island in Scotland, a distance of some 1,600 meters (1 mile). The first rocket blew up so they gathered all the letters they could find, and packed them into a second. That one also exploded.

To talk about Rocket Mail sounds like we’re speaking of the early free webmail services, something like Hotmail or a few others.  Not that we ever delivered the mail on real rockets.

Yes we did. Well, sort of.

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In the early 19th century, expanding western settlement meant that a letter sent to California could one of several routes. Earlier stagecoach passages were replaced by steamship routes traveling around South America, or by overland transfer across the Isthmus of Panama or the Isthmus of Tehuantepec, in Mexico. By mid-century the rapid dissemination of information was becoming ever more important, even as the simmering tensions which would bring the nation to Civil War proved such a system, inadequate.

The Central Overland California & Pike’s Peak Express Company, better known as the Pony Express, was the short-lived effort to speed up the process. Between April 1860 and October ’61, continuous horse-and-rider relays carried letters the 2,000-mile distance from St. Joseph Missouri to Sacramento, California.

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Individual riders covered 75 – 100 miles at a time, on somewhere between five and ten horses.  The Pony Express compressed the standard 24-day schedule for overland delivery to ten days, but the system was a financial disaster.  Little more than an expensive stopgap before the first transcontinental telegraph system.

Throughout post-war reconstruction and on toward the turn of the century, individuals living in more remote precincts had to pick up the mail at sometimes-distant post offices. Either that or they had to pay private carriers.

The Post Office began experiments with Rural Free Delivery (RFD) as early as 1890, but the system was slow to catch on. Georgia Congressman Thomas Watson pushed RFD legislation through the Congress in 1893, making the practice mandatory. Implementation was slow and RFD wouldn’t be fully adopted until 1902, but elected officials were quick to implement this new way to reach out to voters.

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The first mail carried through the air arrived by hot air balloon on January 7, 1785, a letter written by Loyalist William Franklin to his son William Temple Franklin, at that time serving a diplomatic role in Paris with his grandfather, the United States’ one-time and first postmaster, Benjamin Franklin.

The first (unofficial) mail delivery by aircraft took place on February 17, 1911, when Fred Wiseman flew three letters between Petaluma and Santa Rosa, California. Comprehensive airmail rules were adopted by the Universal Postal Union in 1929. Since then, airmail was often marked “Par avion”: “By airplane”.

Section 92 of the 1873 Postal Laws and Regulations book states that carriers would deliver “as frequently as the public convenience may require.” What exactly constitutes “Public Convenience” was open to interpretation but, in some cities, business districts received between three and five daily deliveries and twice a day to residential areas.

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In 1950, the Postmaster General ordered residential deliveries reduced to once a day and, by the early 1990s, businesses had learned to live with the same.  There was little to be improved upon in this happy state of affairs.  Unless of course you’re receiving your mail, by rocket.

The concept is older than you might think.  German novelist Heinrich von Kleist (1777 – 1811) was the first to bring up the idea in 1810, calculating that a network of batteries could relay a letter from Berlin to Breslau, a distance of 180 miles, in half a day. Such a system was attempted using Congreve rockets in 19th century Tonga, but proved unreliable. By 1929, American ambassador to Germany Jacob Gould Schurman was discussing the finer points of transatlantic rocket mail delivery, with a German reporter.

A 1936 experiment with rocket-powered mail delivery between New York and New Jersey ended with 50-pounds of mail, stranded on the ice of frozen Greenwood Lake.

From India to the United Kingdom, the 1930s were a time for experimentation with rocket-propelled mail delivery. 1,200 letters were packed into a rocket fuselage in July 1934 and fired between Harris Island in the Hebrides and Scarp island in Scotland, a distance of some 1,600 meters (1 mile). The first rocket blew up so they gathered all the letters they could find, and packed them into a second. That one also exploded.

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As a piece of technology, the rockets’ origins are both simple and ancient. A rocket quite simply is a vessel, powered by stored propellant such as gunpowder, kerosene, or liquid hydrogen & oxygen. A missile is a vehicle propelled by rockets whose purpose it is, to deliver a payload.

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Regulus Cruise Missile

In 1959, the diesel-electric submarine USS Barbero officially became a branch location of the United States Post Office, for purposes of “delivering” mail to Naval Station Mayport, in Jacksonville, Florida. The nuclear warhead was removed from a Regulus Cruise missile and two Post Office-approved containers installed.  3,000 letters and postcards were inserted, addressed to President Eisenhower, Postmaster General Arthur Summerfield and other dignitaries.

On June 8, the 13,685-pound, 32-foot cruise missile launched from the decks of USS Barbero, two Aerojet-General 33,000 lb solid-propellant boosters giving way to the turbojet engine which would guide the missile onto its target.   Twenty-two minutes later the missile struck, the Regulus opened and the mail forwarded to the Jacksonville post office for sorting and routing.

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Postmaster Summerfield was effusive, proclaiming the “historic significance to the peoples of the entire world”.  “Before man reaches the moon”, he exclaimed, “mail will be delivered within hours from New York to California, to Britain, to India or Australia by guided missiles. We stand on the threshold of rocket mail.”

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Arthur Summerfield’s golden future of missile mail was never meant to be.  Despite the postmaster’s enthusiasm, the system was Way too expensive.  The Defense Department saw the first and only mail delivery by intercontinental ballistic missile in history as more of a demonstration of the weapon system’s capabilities.  In any case, aircraft were  delivering airmail by this time, in less than a day.

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The Regulus was superseded by the Polaris missile in 1964, the year in which Barbero ended her nuclear strategic deterrent patrols. She was struck from the Naval Registry that July, and suffered the humiliating fate of becoming target vessel, sunk by the nuclear submarine USS Swordfish off the coast of Pearl Harbor on October 7.

USS Barbero is gone but that US mail container lives on, at the Submarine Force Museum in Groton Connecticut. Launched from a Balao-class sub June 8, 1959, sixty-three years ago today.

A Trivial Matter: The first post office established in colonial America began in a bar and the home of one Richard Fairbanks, whose tavern was known for the sale of “stronge waters”. At one time the Postmaster General was in line of succession for the Presidency. Today Postmaster General Louis DeJoy is the third-highest paid employee in the federal government earning $303,260, ahead of Vice President Kamala Harris with a base salary of $261,400 and behind President Joe Biden with a presidential salary of $400,000. Dr. Anthony Fauci was the highest paid employee in the federal government in 2019 at $417,608, more than six times the average American household income for the same year.

June 7, 1942 To Alaska

Construction began in March as trains moved hundreds of pieces of construction equipment to Dawson Creek, the last stop on the Northern Alberta Railway. At the other end, 10,670 American troops arrived in Alaska that spring to begin what officers called “the biggest and hardest job since the Panama Canal.”

In 1865, Western Union contemplated plans to install telegraph wires from the US to Siberia, sparking discussions of an road to the Alaskan interior. The proliferation of automobiles in the 1920s caused the idea to pick up steam but the project was a hard sell, for Canadian authorities. Such a road would necessarily pass through Canadian territory while the government believed the project would have little impact, benefiting no more than a few thousand people in the Yukon.

In the days following the surprise attack on Pearl Harbor, Guam and Wake Island fell to Imperial Japanese forces , making it clear that parts of the Pacific coast were vulnerable.

Priorities were changing for both the United States, and Canada.

The Alaska Territory was particularly exposed. Situated only 750 miles from the nearest Japanese base, the Aleutian Island chain had but 12 medium bombers, 20 pursuit planes, and fewer than 22,000 troops in the entire territory, an area four times the size of Texas.

Surviving-AK-blog-1

Colonel Simon Bolivar Buckner Jr., son of the Confederate commander who famously received Ulysses S. Grant’s “Unconditional Surrender” ultimatum at Fort Donelson (“I propose to move immediately, upon your works”), was in charge of the Alaska Defense Command.  Buckner made his made point, succinctly. “If the Japanese come here, I can’t defend Alaska. I don’t have the resources.”

The Army approved construction of the Alaska Highway in February 1942, the project receiving the blessings of Congress and President Roosevelt within the week. Canada agreed to allow the project, provided that the United States pay the full cost, and the roadway and other facilities be turned over to Canadian authorities at the end of the war.

Construction began in March as trains moved hundreds of pieces of construction equipment to Dawson Creek, the last stop on the Northern Alberta Railway. At the other end, 10,670 American troops arrived in Alaska that spring to begin what officers called “the biggest and hardest job since the Panama Canal.”

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Dawson Creek, 1942

In-between lay over 1,500 miles of unmapped, hostile, wilderness.

The project received a new sense of urgency on June 7, when a Japanese force of 1,140 took control of Attu Island and murdering Charles Jones, a ham radio operator and weather reporter from Ohio. Japanese forces took 45 Aleuts into captivity along with Jones’ wife, Etta.  Adding to the urgency was the fact that the Alaskan winter permits no more than an eight-month construction window.  That period was already well underway.

Construction began at both ends and the middle at once, with nothing but the most rudimentary engineering sketches. A route through the Rocky Mountains had yet to be identified.

06162017_HighwayRadios of the age didn’t work across the Rockies, and the mail was erratic.  The only passenger service available was run by the Yukon Southern airline, a run which locals called the “Yukon Seldom”.  For construction battalions at Dawson Creek, Delta Junction and Whitehorse, it was faster to talk to each other through military officials in Washington, DC.

Moving men to assigned locations was one thing.  Transporting 11,000 pieces of heavy equipment, to say nothing of supplies needed by man and machine, was quite another.

alcan-hwyTent pegs were useless in the permafrost, while the body heat of sleeping soldiers meant waking up in mud. Partially thawed lakes meant that supply planes could use neither pontoon nor ski, as Black flies swarmed the troops by day.  Hungry bears raided camps at night, looking for food.

Engines had to run around the clock, as it was impossible to restart them in the cold. Engineers waded up to their chests building pontoons across freezing lakes, battling mosquitoes in the mud and the moss laden arctic bog. Ground which had been frozen for thousands of years was scraped bare and exposed to sunlight, creating a deadly layer of muddy quicksand in which bulldozers sank in what seemed like stable roadbed.

Alaska Highway Black Soldiers

That October, Refines Sims Jr. of Philadelphia, with the all-black 97th Engineers, was driving a bulldozer 20 miles east of the Alaska-Yukon line when the trees in front of him toppled to the ground. Sims slammed his machine into reverse as a second bulldozer came into view, driven by Kennedy, Texas Private Alfred Jalufka. North had met south, and the two men jumped off their machines, grinning. Their triumphant handshake was photographed by a fellow soldier and published in newspapers across the country, becoming an unintended first step toward desegregating the US military.

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A gathering at Soldier’s Summit on November 21, 1942 celebrated “completion” of the route, though the “highway” remained impassable for most vehicles, until 1943.

Alaska-Hwy-historyNPR ran an interview about this story back in the eighties, in which an Inupiaq elder was recounting his memories. He had grown up in a world as it existed for hundreds of years, without so much as an idea of internal combustion. He spoke of the day that he first heard the sound of an engine, and went out to see a giant bulldozer making its way over the permafrost. The bulldozer was being driven by a black operator, probably one of the 97th Engineers Battalion soldiers.  The old man’s comment, as best I can remember it, was a classic. “It turned out”, he said, “that the first white person I ever saw, was a black man”.

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A Trivial Matter: “There were many timber bridges built by civilian workers on the Alaska Highway, the Kiskatinaw Bridge is the only one still in use. It is also one of the most unusual, curving nine degrees along its 162.5 metre (534 foot) length”. Hat Tip http://www.alcanhighway.org