St. Anthony, NF

On 8 Feb 1952, the 373d Trans Major Port was assigned to the Corps of Engineers for the purpose of planning, phasing and controlling the discharge of all cargo destined for Operation SUNAC (Support and Supply for North Atlantic Construction).

Since the operations encompassed an area too large for effective centralized command, Sub-Ports were organized as of 11 March 1952 and the duties connected therewith delegated to Sub-Port Commanders. The Provisional Sub-Port Gypsy, later changed to Sub-Port Pine Tree, and hereinafter referred to as same, was given the task of six Pine Tree sites extending from St. Anthony, Nfld. to Frobisher, Baffin Island, and was under the command of Lt. Col. James C Sherman.

Due to the nature of the operations assigned to Pine Tree, with respect to the shipping season for individual sites, it was decided to further break down the Sub-Port into two Task Teams with identical organizational structures. (Chart #1, attached). The operational dates and responsibilities for sites were to be as follows:

Task Team #1 (Det. #4)

Task Team #2 (Det. #5)

The above teams (Dets. 4 & 5) were to work these sites consecutively and simultaneously with operations commencing at each site on or about the above dates.

Task Team #1 was officially created on 29 March 1952 and the following assignments were effective as of that date:

There were present for duty this date, 19 EM from the 4^th Prov. Terminal Section and 12 EM of Det. #1, 24^th Sig Service Bn, Increment #4. From the former, personnel were selected to augment Task Team One Headquarters.

During April, five officers joined and were assigned by Major Maguire as follows:

The units, detachments and/or increments assigned to Task Team One were as follows:

The actual mission of the Task Team was to plan, phase and control the discharge of all Cargo from the Cargo Vessel to the beach and the transportation from that point to the final Storage Area. In order to keep abreast of the current cargo status, liaison was established between Sub-Port Pine Tree and the civilian contractor Fraser-Brace-Terminal Contractors, through the Atlantic District Engineers.

Conferences between members of the Sub Port Pine Tree and Corps of Engineers, Chief of Transportation, US Navy (ComPhibGrup #4) and MSTS established the following responsibilities:

The actual consist of Naval vessels making up the Task Team were:

On 16 May 1952, the first element of Task Team One departed Camp Kilmer for Norfolk, Va (HRPOE). This group consisted of six drivers and four vehicles to be loaded aboard LST 601. The LST departed Norfolk on 20 May for Harmon AFB, Nfld., to pick up 1 officer and 35 EM of the 973^rd Eng Const. Bn.

During the last week at Camp Kilmer we were joined by the following officers:

At 2115 hours, 23 May 1952, Task Team One officially departed Camp Kilmer for Shelton, NJ where, at 2200 hours, the personnel entrained for Norfolk, Va.

At 1100 hours, 24 May, Task Team One arrived at Norfolk and was driven to HRPE. At 1315 hours, we boarded the USS Latimer, located at Pier Two. Already on board were all unit and/or detachments with the exception of the 973^d Const. Bn Incr. Major Maguire assumed command of all troops and each Unit CO reported his unit and strength status.

The Latimer and Donner were scheduled to sail on Sunday, 25 May, but due to the difficulties encountered in receiving our Cargo and Troop Supplies, sailing was delayed until Monday, 26 May. The cargo picture was particularly bad since little effort had been made by HRPE to assemble cargo force-marked into any semblance of order. Major White and Captains Kisch and Dailey were assigned the detail of scanning the entire port area for any and all items belonging to those units of TF #1. Cargo was found in every conceivable place in HRPE, including piles already under tarps. Further, there was no way to circumvent the channels through which the movement of any article of cargo had to pass. As a result, many hours and much labor were wasted in unnecessary documentation to move cargo from an area far removed from Pier Two directly to shipside. Cooperation of Port Personnel left much to be desired. Captain Hunter, having been appointed as Supply Officer, was on the job at HRPE since 19 May and had received very little assistance from port personnel in getting what cargo was missing shipped to the port.

On 26 May, the day of our sailing, two events characteristic of HRPE activities with regard to Operation Sunac occurred. One – Lt. Byrd of the 557^th T Hvy Trk Co, was sent to Ft. Eustis to pick up 4 Marmite cans, 2 each for the two Task Teams concerned. Four cans had been procured from Fort Monroe through the efforts of Col. Sherman, Sub-Port Commander, but these had been erroneously loaded on the SS William Ford Nichols by TOD, HRPE. By time error was discovered. Marmite Cans were buried under tons of cargo and were to be returned from Goose Bay, the said ships destination. Two – 35 minutes before sailing time, 3 field safes and Acetyline and Oxygen in Tanks were delivered to shipside, through the efforts of Sub-Port Officers. The latter had been located by Major White the previous night and the former were delivered to HRPE only an hour and a half prior to loading.

Task Team One sailed from HRPE at 1315 hours, 26 May 1952.

Administrative procedures were set up as follows:

1^st Lt. B Kessler, having been assigned as Administrative Officer for Task Team, established liaison between Task Team and Naval Officers concerned with Housekeeping, Messing and other Facilities in order to relieve respective Commanding Officers of those petty details. Pay for Army personnel was disbursed by Naval Officer responsible on 31 May 1952.

Lighterage, messing and other details incident to the operation were resolved by Major Maguire and the Captain of the Latimer, Captain Allen, after several conferences.

On 27 May, Major Maguire held the first meeting for all Task Team Officers, Key Non-Coms, and Naval Officers of the Beachmasters Unit assigned to Task Team, during which he acquainted them with the overall operation and recommended their reading the Operation Sunac publication (Army). Subsequent meetings, conferences and training periods were held for the benefit of personnel involved in the Administration and/or Supervisory control of the operation.

Task Team One arrived at our first site on 1 June at 1430 hours. At 1600 hours a Beach Reconnaissance Party departed the Latimer and arrived at St. Anthony Wharf at 1615 hours. There was no official of either the Army or the Contractor to meet us and about a half hour later, a Mr. Smith of FBTC joined us and assisted somewhat in informing us of conditions, areas available, etc. Lt. Anderson, CE, Resident Engineer, met us about an hour later and confirmed much of what Mr. Smith had told us and adding, in confirmation, that our arrival was "unexpected" inasmuch as they had received no prior advice re our departure or ETA at St. Anthony. At 1930 hours, Major Maguire and Lt. Kessler met with Dr. Thomas, acting head of the Grenfell Mission, at the latters home and were joined by Messrs. McNeill and Pomerey, members of the United Church Board of Trustees, and Lt. Anderson. (Minutes of the meeting) Major Maguire had requested the use of an area belong to the church as a Motor Pool area and an emergency meeting had been held with the Board approving his request but stating that rental discussion would be deferred until full membership could meet and discuss same, since only a quorum had been present to approve the Major’s request. The Major then declined the use of this area on the grounds that he could not, by word or deed, enter into any agreement which would incur the transfer of funds from any agency to any other agency since he was unauthorized to do so. He did, however, offer certain services of the Task Team equipment, to wit, the maintenance of all roads used by Army, the "dressing up" of Motor Pool Area, etc., in return for free and clear usage of requested area. With Dr. Thomas and Lt. Anderson as disinterested witnesses, these offers were accepted in lieu of any cash payment and the use of the Motor Pool area requested was granted.

It was decided to commence discharging the fleet vessels on the following day at 0600 hours, 2 June. The LST 601 launched one causeway which was beached adjacent to the mission pier. Discharging of Army equipment commenced at around 1000 hours and was completed at about 1400 hours.

Since no preparations whatsoever had been made for our arrival, discharging of Army vehicles was hampered by the poor beach area (20 feet or so) available to us. During actual discharging, Contractor was dumping fill around causeway so as to offer some hard ground for vehicles. Numerous stoppages were encountered due to vehicles bogging down in soft dirt or having to manipulate a rather steep embankment before getting on roadway. Cutting away of this slight, but deterring obstacle, was suggested by Army and denied by Town Council. However, by filling in constantly, vehicles finally were able to make sufficient headway and little more difficulty was encountered.

The road net, itself, however, offered the most difficulty encountered for the next few days. The road had not been prepared, which was in itself contrary to reports received while Task Team One was still in Kilmer, and heavy vehicles were constantly bogging down. This necessitated constant and continuous maintenance during the entire operation and only through the efforts of Task Team personnel were roads kept in such condition as to permit heavy vehicles to traverse same.

A Dukw Wallow was chosen immediately after all areas, such as Motor Pool, Storage, Administration, etc., had been chosen and the UDU teams of the Beach Master group set about clearing same. Permission for use of Dukw Wallow had to be requested from Town Council, as was practically everything else, and the area referred to as Pateyville was approved for such use.

On 3 Jun, the Milton H Smith arrived with 3833 L/T and 7717 M/T Cargo. Discharging commenced at 1753 hours.

On 5 June, the Dukw were discharged from the Donner and came ashore without incident. Dukw Wallow was still under last stages of construction using fill and still clearing boulders from intended line of departure and arrival.

Inclement weather played particular havoc with the roads and operations were at a standstill due to mud and fog much of the time. Dukw operations, particularly were hampered due to the long haul necessitated by the Cargo Ship being anchored in the bight. The approximate distance was 2 ½ miles and the winds etc. made the use of the Dukw especially hazardous.

Unloading operations were suspended from 082000 to 090815 hours due to violent rain storm and high winds.

During all discharge operations, the storage area was constantly being enlarged and improved by the use of fill and bulldozers. It was due to the concentrated efforts of the Contractor and the Engineer Battalion Detachment that operations were never slowed down due to areas being unavailable. They managed to keep ahead of the cargo at all times although this necessitated working 24 hours with dump trucks and dozers.

The Tanker Wacissa, which held Diesel and Gasoline Fuel for Army use, filled the Army Tank Truck once and this turned out to be contaminated Gas and Diesel. Pier Cranes, service by this fuel, stalled for a period of about 2 hours until tanks had been drained and refilled. It later developed that contamination was due to presence of Salt Water in the tanks and all this fuel was lost for any use.

On 6 June, the AKL 398 (Red Bud) arrived and was discharged. Cargo included 2 bulldozers for contractor and these were taken aboard the Latimer for re-loading onto LCU. Discharging was completed and totals read: 36 L/T and 75 M/T.

LeTourneau tractors, used to haul the 22-ton low bed trailers, were a constant source of difficulty. Not only did they encounter continued difficulty in traveling over the muddy road and bogging down, necessitating a bulldozer to tow them out, but the hilly and bumpy road caused severe breakage of the tow-eyes. Mechanical breakdowns far surpassed the expectations of the manufacturer and this was ascertained to be due to faulty assemblage at point of origin. Mr. Livingston, civilian Corps of Engineers employee, was on the job constantly assisting Army personnel in the maintenance and repair of LeTourneaus.

Since Dukw operations had been negligible due to inclemency and high winds, Dukw were being utilized throughout to haul cargo from pier to storage area, a distance of about 2 ½ miles. Duke operations were also hampered somewhat by Town Councils refusal to allow blasting necessary to clear wallow.

On 10 June 1952, General Whitcomb and Col. Dolen, Water Division, visited Task Team One and commented approvingly on operations. This was their only visit during our entire stay in St. Anthony and subsequent message from Admiral Huffman indicated that their opinion of operation was more than favorable. Term actually applied was "Superior".

SS Smith completed at 130400R.

SS Smith departed St. Anthony 150600R.

During the day between cargo vessels, all available personnel were assigned for road details. This was in effect only one day and upon advice of Lt. Anderson, Commanding 973^d Eng Const Det. Only 50 men per day were used to augment his own personnel in maintenance operations for road, motor pool, and storage area. This number, three days later, was reduced to twenty.

On 17 June, the Arctic Sealer, a chartered Vessel, arrived with 46 L/T and 58 M/T Cargo. This was discharged on the same day and completed 171830R. This was the only vessel discharged at pier.

During delays of actual discharging operations, beach parties were organized and Army-Navy cooperation afforded many the opportunity of beer parties, etc.

SS William Bevan arrived at 1330 hours, 19 June, with 3063 L/T and 3823 M/T cargo. Discharging commenced at 1837R. Difficulty encountered on Bevan consisted entirely of broken paper bags used for the packing of sand and gravel. It developed, from written report of Captain Chamberlain, Master, that a violent rainstorm, taking place at loading terminal, Claremont, caused this damage to cargo but could have been avoided had Stevedores heeded his warning and request to close all hatches. Palletized bags were discharged easily with the use of folk lift in the holds but many bags were damaged and total damage was estimated at 53%. Contractor supplied empty barrels with heads cut out to enable discharge of loose sand and gravel which had to be shoveled.

Backloading of Army equipment commenced even during the cargo discharging operations were still in progress.

SS Wm Bevan was completed on 26 June at 0500 Queen time (Queen time is four hours earlier than Zebra time and replaced Roger time, five hours earlier than Zebra, at 200200R).

Backloading of LCU 854, last craft to be backloaded, was accomplished at 2215Q on 27 Jun 1952.

Task Team One departed N-26 (St. Anthony) for N-28 (Hopedale) at 0800Q, 1 July 1952.

Total Tonnage Discharged at N-26 was: 6978 L/T; 11,474 M/T.

Total Operational Delays due to fog, rain, etc. was: approx. 46 hours.

Additional detail by Bernard Kessler

Regarding the Navy's LCT 854 - I first met the vessel and skipper, a Chief Petty Officer, in Greenland. He came along side to take some creosote logs off the cargo ship to which I'd been assigned and I proceeded to damage his antenna. He was irritated. I suggested he come alongside with the antenna outboard, to avoid any chance of damage. The next time he came he did just that and again we knocked his antenna down. Quite an encounter. He was livid.

When we met again in St. Anthony, we laughed together. Seems his vessel was a last minute emergency replacement for another LCT that went out of service and he was loaded aboard his carrier vessel without being fully rationed. He explained all this and then I told him I had the key to the warehouse and all I needed from him was a properly completed requisition and I'd give him what he needed - and wanted. The cost was a full blown dinner for the Major and Sgt. Siemers and myself aboard the 854. It was quite a feast. We parted very good friends but he kept his antenna outboard at the dock.