US Merchant Marine Veterans

Previous Congressional Acts to Prove Veteran Service

2012-02-03T18:30:00.004-05:00

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These Congressional Acts presented below provide incidents whereby veterans without official documentation could provide certified statements in lieu of lost or denied credentials necessary to prove service. This information provides precedence in allowing official testimony to prove service. Please note this information is offered solely to provide evidence to be used in support of HR 1288 "WW II Merchant Mariners Service Act."

Pensions Enacted by Congress for American Revolutionary War Veterans Pension records
are on microfilm at the National Archives in Washington DC. To rent these film, please contact the National Archieve Rental Program, P.O.Box 30, Annapolis Junction, MD 20701, or call 301-604-3699 to find out the participating library nearest you.

For more than a century before the beginning of the Revolutionary War, British colonies in North America provided pensions for disabled soldiers and sailors. During and after the Revolutionary War three principal types of pensions were provided by the U. S. Government for servicemen and their dependents: "Disability" or "invalid pensions" were awarded to servicemen for physical disabilities incurred in the line of duty; "service pensions," to veterans who served for specified periods of time; and "widows' pensions," to women whose husbands had been killed in the war or were veterans who had served for specified periods of time.

On August 26, 1776, the first pension legislation for the American colonies as a group was enacted. A resolution of the Continental Congress provided half pay for officers and enlisted men, including those on warships and armed vessels, who were disabled in the service of the United States and who were incapable of earning a living. The half pay was to continue for the duration of the disability.

On May 15, 1778, another resolution provided half pay for 7 years after the conclusion of the war to all military officers who remained in the Continental service to the end of' the war. Enlisted men who continued to serve for the duration of the conflict were each to receive a gratuity of $80 after the war under the terms of the same enactment. The first national pension legislation for widows was a Continental Congress resolution of August 24, 1780, which offered the prospect of half pay for 7 years to widows and orphans of officers who met the requirements included in the terms of the resolution of May 15, 1778. On October 21, 1780, the Continental Congress resolution of May 15, 1778, was amended to provide half pay for life to officers after the war; but on March 22, 1783, the half-pay-for-life provision was changed to 5 years' full pay.

Pension legislation during the Revolutionary War was designed to encourage enlistment and acceptance of commissions and to prevent desertion and resignation.
After the war, pensions became a form of reward for services rendered. Both during and after the Revolution, the States as well as the U. S. Government awarded pensions based on participation in the conflict. The records reproduced in this microfilm publication pertain only to pensions granted or paid pursuant to public and private acts of the U.S. Government. Public acts, under which the majority of such pensions were authorized, encompassed large classes of veterans or their dependents who met common eligibility requirements. Private acts concerned specific individuals whose special services or circumstances merited consideration, but who could not be awarded pensions under existing public acts.

On September 29, 1789 (1 Stat. 95), the First Congress of the United States passed an act which provided that invalid pensions previously paid by the States, pursuant to resolutions of' the Continental Congress, should be continued and paid for 1 year by the newly established Federal Government. Subsequent legislation often extended the time limit. An act of Congress approved March 23, 1792 (1 Stat. 243), permitted veterans not already receiving invalid pensions under resolutions of the Continental Congress to apply for them directly to the Federal Government. On April 10, 1806 (2 Stat. 376), the scope of earlier invalid-pension laws pertaining to Revolutionary War servicemen was extended to make veterans of State troops and militia service eligible for Federal pensions. The act superseded all previous Revolutionary War invalid-pension legislation.

Before 1818 national pension laws concerning veterans of the Revolution (with the exception of the Continental Congress resolution of May 15, 1778, granting half pay to officers for service alone) specified disability or death of a serviceman as the basis for a pension award. Not until March 18, 1818 (3 Stat. 410), did the U. S. Congress grant pensions to Revolutionary War veterans for service from which no disabilities resulted. Officers and enlisted men in need of assistance were eligible under the terms of the 1818 act if they had served in a Continental military organization or in the U. S. naval service (including the Marines) for 9 months or until the end of the war. Pensions granted under this act were to continue for life.

The service-pension act of 1818 resulted in a great number of applications, many of which were approved. Congress had to appropriate greater sums than ever before for Revolutionary War pension payments. Financial difficulties and charges that applicants were feigning poverty to obtain benefits under the terms of the act caused Congress to enact remedial legislation on May 1, 1820 (3 Stat. 569). The new law required every pensioner receiving payments under the 1818 act, and every would-be pensioner, to submit a certified schedule of his estate and Income to the Secretary of War. The Secretary was authorized to remove from the pension list the names of those persons who, in his opinion, were not in need of assistance. Within a few years the total of Revolutionary War service pensioners was reduced by several thousand. An act of Congress approved March 1, 1823 (3 Stat. 782), resulted in the restoration of pensions to many whose names had been removed under the terms of the 1820 legislation, but who subsequently proved their need for aid.

Congress passed another service-pension act on May 15, 1823 (4 Stat. 269), which granted full pay for life to surviving officers and enlisted men of the Revolutionary War who were eligible for benefits under the terms of the Continental Congress resolution of May 15, 1778, as amended.
The last and most liberal of the service-pension acts benefiting Revolutionary War veterans was passed on June 7, 1832 (4 Stat. 529), and extended to more persons the provisions of the law of May 15, 1828. The act provided that every officer or enlisted man who had served at least 2 years in the Continental Line or State troops, volunteers or militia, was eligible for a pension of full pay for life. Naval and marine officers and enlisted men were also included. Veterans who had served less than 2 years, but not less than 6 months, were eligible for pensions of less than full pay. Neither the act of 1832 nor the one of 1828 required applicants to demonstrate need. Under the act of 1832 money due from the last payment until the date of death of a pensioner could be collected by his widow or by his children.

The time limit for making claims under the Continental Congress resolution of August 24, 1780, which promised half-pay pensions to widows and orphans of some officers, expired in 1794. For many years thereafter, unless a private act of Congress was introduced on her behalf, a widow of a veteran was limited to receiving only that part of a pension that remained unpaid at the time of her husband's death. By an act of Congress approved July 4, 1836 (5 Stat. 128), some widows of Revolutionary War veterans were again permitted, as a class under public law, to apply for pensions. The act provided that the widow of any veteran who had performed service as specified in the pension act of June 7, 1832, was eligible to receive the pension that might have been allowed the veteran under the terms of that act, if the widow had married the veteran before the expiration of his last period of service. An act of July 7, !838 (5 Stat. 303), granted 5-year pensions to widows whose marriages had taken place before January 1. 1794. These pensions were continued by acts of March 3, 1843 (5 Stat. 647): June 17, 1844 (5 Star. 680); and February 2, 1848 (9 Stat. 210).

On July 29, 1848 (9 Slat. 265), Congress provided life pensions for widows of veterans who were married before January 2, 1800. All restrictions pertaining to the date of marriage were removed by acts of February 3, 1853 (10 Stat. 154), and February 28, 1855 (10 Stat. 616). On March 9, 1878 ( 20 Stat. 29), widows of Revolutionary War soldiers who had served for as few as 14 days, or were in any engagement, were declared eligible for life pensions.

During the Revolution and in the period between the conclusion of the war and the establishment of' the Federal Government, administration of the pension laws enacted by the Continental Congress was left largely to the individual States. The act of Congress approved September 29, 1789 (1 Stat. 95), which provided for the continuance of such pensions by the newly established Federal Government, stipulated only that they should be paid "under such regulations as the President. . . may direct." The act of Congress approved March 23, 1792(1 Stat. 244), which permitted the addition of new names to the existing list of Revolutionary War pensioners, specified that the Secretary of War was to administer its provisions. For most of the period between 1793 and 1819, Congress reserved to itself the power of final decision with respect to the allowance of claims. Thus an act of February 28, 1793 (1Stat. 325), required the Secretary of War to send lists of claims to the Congress for action. The service-pension act of March 18, 1818 (3 Stat. 410), gave the Secretary of War the authority to approve applications submitted under that law, and by an act of March 3, 1819 (3 Stat. 528), he was similarly empowered to place invalids on the pension list without prior Congressional approval.

Within the Office of the Secretary of War, pension matters were handled as early as 1810 by a unit called the Office of Military Bounty Lands and Pensions. Between 1810 and 1815 the unit was also referred to as the Section (or Branch) of' Military Bounty Lands and Pensions. In 1815 the Branch was divided into two units; a Pension Bureau and a Land Warrant Bureau; after 1816 the Pension Bureau was generally referred to as the Pension Office. Not until March 2, 1833 (4 Stat. 622), did Congress formally provide for the appointment of a Commissioner of Pensions to execute pension laws under the general direction of the Secretary of War. When an act of Congress provided for the establishment of the Department of the Interior on March 3, 1849 (9 Stat. 395), the Pension Office was transferred to it. On July 21, 1930, by Executive Order 5398, the Bureau of Pensions (formerly called the Pension Office) was consolidated with other agencies also serving veterans, and the Veterans Administration, an independent executive agency, was established.

Two pension acts pertaining to Revolutionary War servicemen were not initially administered by the Pension Office. Responsibility for executing the provisions of the act of May 15. 1828 (4 Stat. 270), was vested in the Secretary of the Treasury until authority was transferred to the War Department on March 3, 1835 (4 Stat. 779). The Secretary of the Treasury was also named to administer the act of June 7, 18321 (4 Stat. 530), but a Congressional resolution on June 28, 1832 (4 Stat. 605), relieved him of that function and transferred it to the Secretary of War.

Application procedures followed by would-be pensioners varied according to the acts under which benefits were sought. Generally the process required an applicant to appear before a court of record in the State of his or her residence t o describe under oath the service for which a pension was claimed. A widow of a veteran was required to provide information concerning the date and place of her marriage. The application statement or "declaration," as it was usually called, with such supporting papers as property schedules, marriage records, and affidavits of witnesses, was certified by the court and forwarded to the official, usually the Secretary of War or the Commissioner of Pensions, responsible for administering the specific act under which the claim was being made. An applicant was subsequently notified that his application had been approved, rejected, or put aside pending the submission of additional proof of eligibility. If an applicant was eligible, his name was placed on the pension list. Payments were usually made semiannually through pension agents of the Federal Government in the States. An applicant rejected under the terms of an earlier pension act often reapplied for benefits under later, more liberal laws.

The above information was taken verbatim from the American Revolution message board for genealogy.com. It was written and posted as message #3250 by Ed, a historian on the American Revolution.

Recognizing Coastwise Merchant Seamen of WW II

2012-02-02T14:48:00.002-05:00

ALTERNATIVE METHOD OF RECOGNITION FOR VETERANS STATUS TO MERCHANT MARINE SEAMEN OF WWII VIA HR 1288 “WW II MERCHANT MARINERS SERVICE ACT’ & SENATE COMPANION BILL

Executive Summary

Findings 1: PUBLIC LAWS 95-202 & 105-368 Provide veteran status to US Merchant Marine Seamen of WW II, providing they meet certain eligibility requirements.

Findings 2: USCG Information Sheet #77 (April 1992) identifies acceptable forms of documentation for eligibility meeting the requirements set forth in Public Laws 95-202 & 105-368.
a. Certificate of Discharge (Form 718A)
b. Continuous Discharge Books (ship’s deck/engine logbooks)
c. Company letters showing vessel names and dates of voyages

Findings 3: Some 30,000 coastwise seagoing tug and barge merchant seamen have been or will be denied recognition upon application because actions taken by government agencies (prior to P. L. 95-202) have removed required eligibility records from being available to the veteran.

Findings 4: Commandant USCG Order of 20 March, 1944 relieves masters of tugs, towboats and seagoing barges of the responsibility of submitting reports of seamen shipped or discharged on forms 718A. This action removes item (a) from the eligibility list in Findings 2.

Findings 5: USCG Information Sheet # 77 (April, 1992) further states “Deck logs were traditionally considered to be the property of the owners of the ships. After World War II, however, the deck and engine logbooks of vessels operated by the War Shipping Administration were turned over to that agency by the ship owners, and were destroyed during the 1970s”. This action effectively eliminates item (b) from the eligibility list in Findings 2.

Findings 6: Company letters showing vessel names and dates of voyages are highly suspect of ever existing due to the strict orders prohibiting even the discussion of ship/troop movement. Then consider item (c) of Findings 2 should be removed from the eligibility list. USCG Info Sheet # 77, page 2 refers.

Findings 7: Commandant, USCG Ltr 5739 Ltr of 09 Apr 2010 states, “The US Government did not issue mariner credentials to females during the World War II.” No action ever taken to correct this.

Findings 8: Excerpts from Pres. Roosevelt’s fireside Chat 23: On the Home Front (Oct. 12, 1942)

In order to keep stepping up our production, we have had to add millions of workers to the total labor force of the Nation. This presents a formidable problem in the mobilization of manpower.

In order to do this, we shall be compelled to use older men, and handicapped people, and more women, and even grown boys and girls, wherever possible and reasonable, to replace men of military age and fitness; to enable our high school students to take some time from their school year, (and) to use their summer vacations, to work somewhere in the war industries.

In some communities, employers dislike to employ women. In others they are reluctant to hire Negroes. In still others, older men are not wanted. We can no longer afford to indulge such prejudices or practices

Findings 9: Pensions Enacted by Congress for American Revolutionary War Veterans. Revolutionary War Pension and Bounty - Land - Warrant Application Files (National Archives Microfilm Publications Pamphlet Describing M804)

After the Revolutionary War many Acts of Congress were enacted to provide pensions to those veterans applying for support. Thousands of servicemen were without documented service and remained without any viable means to prove service. Excerpts from documents retained at the NARA provide: Application procedures followed by would-be pensioners varied according to the acts under which benefits were sought. Generally the process required an applicant to appear before a court of record in the State of his or her residence to describe under oath the service for which a pension was claimed. A widow of a veteran was required to provide information concerning the date and place of her marriage. The application statement or "declaration," as it was usually called, with such supporting papers as property schedules, marriage records, and affidavits of witnesses, was certified by the court and forwarded to the official, usually the Secretary of War or the Commissioner of Pensions, responsible for administering the specific act under which the claim was being made. Note: This illustration is solely to demonstrate that certified testimony was accepted as far back as the Revolutionary War pursuant to established laws thereby setting precedence to allow formal statements in lieu of lost or denied written official records. It is offered only for purposes to achieve recognition when other records are not available for use.

Whereas:(1)Public Laws 95-202 & 105-368 provide for veteran status to certain US Merchant Marine seamen during WW II (07 December, 1941 to 31 December, 1946) with the same benefits accorded all veterans as administrated by the Veterans Administration.(2)President Roosevelt’s speech of 12 Oct, 1942 establishes the nation’s plan of action and indicates we can no longer indulge such prejudices or practices; and puts in place the use of elderly and handicapped individuals, school children and women in an effort to support war efforts by replacing men of military age and fitness, and in stepping up our production of war materials for those on the front lines. (3)The several Acts enacted by congress for Revolutionary War veterans established the precedent of allowing a veteran to describe under oath the service for which a pension was claimed.

Whereas: HR 1288 provides for alternative records to be used in place of records lost, destroyed or denied of coastwise seamen affected. Without a companion bill introduced in the Senate there is little chance of this bill becoming law thereby unable to correct a travesty ongoing for almost 70 years. Although they served gallantly and with honor, actions taken against those that were elderly and disabled, school children and women by denying them official credentials then, is considered discrimination today

The following actions are recommended:

(1) Support HR 1288, WW II Merchant Mariners Service Act by adding additional cosponsors and get the bill out of committee and to the floor for a hearing, and

(2) Initiate immediate action in the Senate for a companion bill during the 112th congress.

HR 1288 "WW II Merchant Marine Service Act"

2011-06-19T18:44:00.005-04:00

Article in Local Newspaper. Daily Advance in Elizabeth City, NC 27909

A Camden County resident who served as a Merchant Mariner in World War II is continuing to press for his fellow seamen to receive veteran status from the federal government.

“We owe ’em,” Don Horton said Tuesday. “Those people stood up for us. They served our country well.

“We recognize veterans throughout history, in most cases,” Horton said. “These people were as much a veteran as anyone else. They did jobs that most people wouldn’t do.”

And Horton said women who served were “downright disregarded” and were told they would not be recognized for their service. “That was wrong. That was discrimination,” he said.

Horton is particularly seeking action honoring some 30,000 Merchant Mariners whom he said served along American coastlines during World War II. Asked how many he believes are still alive, he said, “Very, very few.”

Horton, 79, began his effort to honor the seamen after unsuccessfully trying to locate a photo in 2008 of a tugboat his late brother William Lee “Billy” Horton Jr. served on.

Billy Horton died when a German submarine sank the tugboat off the Virginia coast on March 31, 1942, after he had only been on the tugboat a few days. The brother, who was 17 at the time, had served with the Horton family on barges.

During Don Horton’s search for a picture, he found out about a law President Reagan signed in 1988, making Merchant Mariners of World War II eligible for benefits.

Horton submitted applications to the Maritime Administration on behalf of himself, his parents, William Lee Horton and Sadie Horton, his two brothers and his late sister, Doris Jean Dickerson. He received denials because of the lack of required paperwork.

In an attempt to simplify the process and help make obtaining benefits easier, U.S. Rep. G.K. Butterfield, D-N.C., introduced House Resolution 1288.

Other backers include U.S. Reps. Walter Jones, R-N.C., Mike McIntyre, D-N.C., and Jeff Fortenberry, R-Neb.

The resolution was referred to the House Committee on Veterans’ Affairs on March 31. The matter was referred to the Subcommittee on Disability Assistance and Memorial Affairs on April 15 and is awaiting action.

U.S. Sen. Kay Hagan, D-N.C., in a statement expressed the appreciation of the service by and the sacrifices of the Merchant Mariners.

“And I will work with my colleagues in the Senate to determine the appropriate way to recognize their service,” she said.

U.S. Sen. Richard Burr, R-N.C., also said in a statement that he is aware of the pending House legislation and that he is going to review the details once the text is sent to the Senate.

During World War II, many Merchant Mariners, using tugboats and barges, carried materials and supplies to the various defense plants, meaning they were assisting with wartime operations. Horton himself began working with his family on vessels when he was 10.

To qualify for veteran’s status, the National Maritime Office requires copies of official logbooks from each of the vessels Horton’s family served on, discharge papers from each port visited or company issued records and documentation on an official letterhead.

Horton has said such requirements are impossible to produce in some cases.

As an example, his mother and other women in the socially conservative 1940s did not receive federal government documentation as having even served in the Merchant Marines.

Additionally, deck and engine logbooks, which were considered the property of the ships’ owners, were destroyed in the 1970s because they were so voluminous and burdensome to try to maintain.

Also, some World War II period logbooks do not name ports visited by vessels because of security reasons.

Horton has said he has produced the following information to the government:

• His father’s Merchant Marine employment certificates, which are dated 1939.

• Letters to his mother from the Southern Transportation Co. apologizing for not issuing Billy Horton’s wages of $21.37 after his death.

• And discharge certificates from trips at sea for Horton’s brother Jack, 82 of Elizabeth City.

Other documents included postcards, payroll documents and seaman identification papers with photos.

Billy Horton’s casualty report was located and he is recognized as a veteran.

Don Horton also said he was later able to get the government to recognize his father as a veteran, based on shipping records he obtained from the National Archives and provided to officials.

House Resolution 1288, if approved, would say that:

• If an applicant lacks shipping or discharges forms, shipping logbooks or other official employment records, the Veterans Affairs secretary could still provide recognition. The secretary could do so based on Social Security records, along with testimony by the applicant or the primary next of kin showing the applicant served in World War II.

• If an applicant’s shipping or discharge form, ship logbook or other official employment record has been destroyed, the secretary could still accept other official documentation showing the applicant served in the war.

Comments forllowing publication of article.
My Intended message

Submitted by jdonhorton on June 19, 2011 - 3:20pm.

Capt. Rick Taylor is quite right in his quote,”What's deplorable is the fact that this requested recognition as veterans has languished for scores of years. Maybe, just maybe, there'll be a handful of live Merchant Marine Veterans who may benefit by this status when / if it is passed.” While Mr. Bill West provided a great article, it missed its intended mark.
The intent of the article was to draw attention the severity of non recognition as veterans for some merchant mariners that have been left to history and will not be recognized unless congressional action is taken. This action will not take place unless our members of the US Senate take action simultaneously with the House of Representatives to get a bill passed that will allow for alternative documentation to replace those that were destroyed/denied by government actions.
The article states the both of our Senators will wait until action is completed in the House and passed to them before they plan to take action. This is a political ploy to politely say they will do nothing. Their backs are turned. Statistics prove that the vast majority of bills introduced and passed to House subcommittees never reach the floor thereby never reaching the Senate. The Senators knew this all too well. It’s their game. This is particularly so for our two Senators when it involves the Merchant Marine.
There are currently about 40 cosponsors on the bill in the House and it will take about this many more before it reaches the House floor for a formal vote. It may take as much as 2 or 3 months to gain this many votes and if it reaches the floor and passed to the Senate, there will not be enough time in this congress to get it through the Senate, to the president and into a bill before congress dismisses for the term. This will cause the bill to start all over again and go through the same process. Both senators know this and have chosen to ignore taking action per their statements to Mr. West.
This brings us back to Capt. Taylor’s statement that “Maybe there’ll be a handful of live MM veterans who may benefit if it is passed. WE can’t afford to wait any longer. Else it will be all for history. No veteran will see this recognition.
When I called and asked Mr. West to assist me in getting the word out, my intent for the article was to bring attention to the citizens of North Carolina that concurrent action in both houses will be required if we are to see any benefits for these seamen while any are still with us. Estimates indicate that maybe there are about 300 to 500 seamen left from 30,000. Action must be now and the citizens of NC have told our Senators this through the many letters , resolutions & petitions from our NC Delegates, party leaders, county Commissioners and individual citizen. There have been at least two requests from a government or political leaders from each of the 100 counties in NC. Most have been unanswered. Either we must find a way to turn our Senators around and respond to our request or find a way to turn them out. North Carolina stands behind our veterans and we demand the same from our Senators.

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Too Little, Too Late

Submitted by williwaw on June 18, 2011 - 12:39am.

I think it's admirable that some folks (not too many) have refused to "give up the ghost" (albeit most WWII Merchant Mariners are just that - ghosts)....to get the well deserved recognition for their efforts in helping us win the war.

What's deplorable is the fact that this requested recognition as veterans has languished for scores of years. Maybe, just maybe, there'll be a handful of live Merchant Marine Veterans who may benefit by this status when / if it is passed.

I'm a civilian and for about 3/4 of my career I hauled the mundane Oil, LNG, wheat etc. Yet during Desert Storm I hauled >13,000 tons of bombs which we transferred to Navy ships while underway in the Red Sea. I got a nice document and medel or that. During the Iraq soiree, I hauled over $1Bn of rolling stock (m1 Abrams tanks, helicopters, Humvees, loaded tanker trailers) each trip to Kuwait and for that I also got a few more nice documents and a couple more medals.

Why this couldn't have come much sooner is a huge black eye for those who have not enthusiastically supported it.

Service Number serving War Dead Percent Ratio
*Merchant Marine* *243,000** *9,521* *3.90%* *1 in 26*
Marines 669,108 19,733 2.94% 1 in 34
Army 11,268,000 234,874 2.08% 1 in 48
Navy 4,183,466 36,958 0.88% 1 in 114
Coast Guard 242,093 574 0.24% 1 in 421

Respectfully,
Capt. Rick Taylor (Ret.)
Moyock, NC

Family Barge Life & The US Merchant Marine of WW II

2011-03-24T19:25:00.006-04:00

Wednesday, January 19th, 2011
By Don Horton

The United States Merchant Marine has been mostly viewed by the general population as large ships sailing across oceans and seas carrying exotic cargo from one country to another. Little information to what actually takes place within the service is known or understood by the public. Most citizens have little knowledge that our Merchant Marine was established before our US Navy or US Coast Guard. How many know that during our nation’s wars our merchant marine is looked upon by those in the know as the Fourth Arm of Defense?

Our Merchant Marine has proven itself time and again in every war we have encountered. History has consistently noted those brave seamen who crossed our oceans carrying our troops and war materials in every war and, often encountering enemy actions that have sent many of our brave souls to the bottom of our seas. Stories have been written about their heroic efforts to keep our shipping lanes open, often losing to the enemy even here on our own shores during World War II. At times we were losing our ships faster that could be built during WWII. The commanders of the German U-boats considered our East Coast a shooting gallery because of our lack of security or adherence to keeping our shoreline dark. The bright lights from the various amusement parks and residential areas along the coastal beaches provided the perfect backdrop for the German U-boats to pick our ships off at will.

The loss of shipping along our coastline during the first part of the war was so great that our own government had to step in and instruct our various public news outlets not to give out the number of ships lost for fear of having our seamen refrain from shipping out; thereby creating critical manpower shortages causing shipping delays and quite possibly placing our chances of winning that war in jeopardy. We were losing ships daily.

This great loss of these ships caused our nation to call upon another group of vessels that had generally been placed completely out of service. Our country had some 250-300 old wooden hulled barges that had been put out to pasture, so to speak. Most has long passed their effective 25 year life span. Some were built around the middle of the nineteenth century and their condition showed it too. Many barges began their life as sail schooners in the mid-1800s. There was a short-lived belief that sails would help propel the barges and give the tugboats towing them a little help. By the turn-of-the-century most had been dismasted and extra hatches were made in the hulls to carry more cargo.

There were some seventy companies that did business on the East Coast. During that time some 700 barges or schooners were recorded. Records indicate the first barge was built around 1856 and maybe the last around 1923. They ranged in sizes in tonnage from 600 to 2400 tons.

After the turn of the 20th century companies began to send the barges out into larger bodies of waters. Soon the coastwise trade for barges was where the money was. A tow of three barges could carry more payload of, say coal, than several locomotives could carrying 300 coal cars or 600 trucks carrying the same payload and at a fraction of the cost.

Shortly after the outbreak of WWII, it became apparent that we needed every possible source of commerce to keep our supplies lines opened; these barges were quickly called back into service even in their very old and primitive conditions. It was not uncommon to see twenty or thirty tugs and their barges moving cargo up and down the coast on any given day. As demand for commerce grew the barges began playing a larger role in the defense of our country. After all, no other mode of transportation could offer the benefits at lesser costs. They were by far the most economical means to move product around the country.

The German U-boats sank our ships faster than we could build them. Larger and faster ships were needed to keep our shipping lanes open and to keep our troops overseas supplied with badly needed materials and keep our shores free from the enemy. Every available means of moving war materials to our defense plants became a necessity, regardless of the risk.

These barges kept alive a tradition dating back before the birth of this nation. Our forefathers brought this lifestyle with them when they landed here to establish this country. Families were traditional on some of the barges. This emanated from the river barges that traveled the major tributaries of our nation for as long as this nation has existed. Our major source of commerce came by river throughout our country. Often the crew that manned some of these barges during the summer school breaks was comprised solely by families. Companies who owned these barges paid premium wages to those that were manned by families. It was believed families would remain on board more so than single seamen mainly because of the primitive living conditions generally found on most barges. Families tend to adapt more easily.

Barge seamen endured a life that was extremely primitive as most barges were without the average necessities found ashore. There was no electricity, running water or the usual bathroom conveniences. Heat came from a simple coal stove that was used for cooking as well. Light from kerosene lamps was the norm. This life was hard and it left its mark on you. With the ever presence of German U-boats, the young seamen matured fast. This was a far cry from a young man’s dream of sailing the 7 seas.

These coastwise barge seamen were a small, dedicated and mostly unknown group who served in the US Merchant Marine. They made little news but played a very important role during World War II, moving bulk cargo and war supplies to the various defense factories and power plants along the East Coast. Minimal news or entries in history were made as most gave little attention to them. They were considered by many as insignificant. Historians wrote limited information and they would only make news if something disastrous happened. Storms would cause sufficient damage and some would make the news if fatalities occurred. History has passed them by and carried their records along with it.

Coal was a major cargo that was loaded from railroad cars and dropped down large chutes that left all surfaces with a deep layer of black coal dust that made its way into all cracks and crevices aboard. You lived with this dust, as it was quite impossible to remove, even after a complete hose wash-down from the water available from over the side. A trip hauling cargo other than coal was received as a holiday. Barges in tow traveled at about 3 to 4 knots per hour. You were at the mercy of the storms when out to sea and many were lost to its elements. The constant threat of those German U-boats preying on any vessels traveling the East Coast corridor during WW II created continuous fear and anxiety for all aboard. Sleep at sea was almost non-existent o extremely limited.

Again, families answered the call to crew those old and dilapidated barges. Most seamen tended to steer away from those old hulks and go for the safer ships that had more modern conveniences most people were used to. Since the healthier and younger seamen steered clear of these barges that left older seamen and those less healthy. The families came forth again to play an important role in this war. They manned these vessels and did what was necessary. For the most part these seamen were much older than the crew of the oceangoing vessels. The captains and their wives were mostly in the 40-60 year old range. Many of the seamen were considerably older than the required draft age, as well; and often being disabled by missing a leg, arm or an eye. School age children manned the crew positions as well as any other seamen. They proved their mettle. These barges carried the bulk raw war materials to the ports to support the defense plants that built the finished war supplies and equipment for our troops overseas. The use of these barges freed our larger merchant fleet that was vitally needed to transport these supplies and equipment to the three continents where our troops were fighting and keeping our shores free from the enemy. This was not a small task.

At the start of the war, women tried repeatedly to join the US Merchant Marine. They were dealt a deathblow by the War Shipping Administrator (WSA), Adm. Emory S. Land who declared that there was no place in the Merchant Marine for women. By this order from the WSA, the US Coast Guard refused to document women who served. They served anyway and did what was asked of them and without any recognition for their work they served on these the barges as well as other vessels, mostly as cooks and messmen. They were paid salaries and Social Security taxes were taken from their wages.

Efforts to gain status as seamen by the women were met with stern denials from the Captains of the Port (COTP) stationed at the various coastal ports. I was present when the COTP of New York, (June, 1942) denied my mother and sister their official documentation as seamen. Instead he issued an official US Coast Guard Identification Card to my mother and told her my sister did not need one as she was below the age of 16. Children could move about freely through the security checkpoints on the docks if accompanied by a parent. He stated by order of the WSA, he was directed to deny official seaman’s papers to women upon application.

I expect that denial was expressed many times to other women as they attempted to gain official documentation for service in our merchant marine. With as many barges as there were, several hundred women and some teenage children were probably affected by that denial. To this day there has been no way for these women to gain their due recognition as seamen of the United States Merchant Marine and thus veterans of this nation. A CMDT, USCG Ltr 5730 of 09 Apr, 2010 states “The US Government did not issue mariner credentials to females during the World War II.”

A recent research, of 29 barges and tugs from that era brought forth 378 seamen who served on board during 1942-3. From that group there were 37 women who served aboard those vessels. That transmits to a ratio of almost 10% of the work force being women, if one could use this finding to be an approximate ratio of seamen who served on coastwise vessels. In today’s military service, where women are recognized openly, the ration is placed at 14%. This finding, if recognized, provides an astounding proportion of women serving during WW II in the merchant marine. They served and were never officially recognized as seamen and thus not veterans. That is WRONG. It needs to be corrected.
Other research has brought forth two additional actions that have discriminated against our seamen who served in the Merchant Marine during this war. The CMDT, USCG Order of 20 Mar 1944 relieved the masters of tugs and seagoing barges of the responsibility of issuing shipping and discharge papers to seamen shipped and the US Maritime Administration issued orders to destroy ship’s deck and engine logbooks in the 1970s.

In every war this nation has ever fought, women have served in one capacity or another. During WWII they manned the defense plants and worked side by side with the men and children. Recognition came only from some dramatic writing of display in newspapers. Rarely were any personal recognition afforded. Yet, they worked without complaint or dereliction from their assigned tasks. They kept the defense plants manned because they were the majority of able bodied people remaining. Stories and songs were written hailing their tremendous efforts put forth, but rarely any personal recognition. It can be stated, and has been written they earned their place in history for their significant input toward the defense of this country and no one can take that from them.

World War II brought about the advent of women in the military and again they proved themselves. They earned some of our country’s highest honors for their service. Another group of women served and have never been recognized. The women who served in the US Merchant Marine in WWII were denied their Official Mariner’s credentials and were unable to achieve what they most gallantly earned, veteran status. Those of us who hold this status perceive it as one of our most honored possessions.

On 22 July, 2010, US Representatives G. K. Butterfield, Walter Jones & Mike McIntyre of North Carolina introduced a bill in the House that may help these coastwise seamen, our women and others gain what has been denied them for more than 60 Years. The Bill, H.R. 5829 “WWII Merchant Mariners Service Act” was directing the Secretary of Defense to allow other forms of documentation be used to prove service in the Merchant Marine during WWII. Official Records have been withheld, destroyed and/or denied that have prevented as many as 30,000 coastwise merchant seamen from gaining their rightful place as veterans of our country. H.R. 5829 has since died in committee; however Representatives G.K. Butterfield, Walter Jones & Mike McIntyre recently announced plans to introduce a new similar bill in the 112th Congress about February 1st.

This bill will help some gain that recognition. A simple administrative legislation can correct a travesty that has gone unnoticed or ignored for such a long time. Costs associated with this bill have already been incorporated in P.L. 95-202. The soon to be proposed bill stands alone in helping these coastwise merchant seamen gain recognition as no other bill in congress has ever addressed the issue of gaining recognition for seamen who have been deprived of veteran’s status due to records being withheld, destroyed and/or denied. This needs to be corrected and soon. These seamen are leaving us at an alarming rate. If not now it will all be for history. We need to stand up and do what is right for these seamen. We must convince our members of congress they need to support this bill or other actions that will correct this unfortunate travesty.

The reason I am interested in gaining recognition for the men and women who manned the barges during WWII is that I was one of them and I know we are deserving and have been overlooked after giving so much for the war effort and Freedom. The tugboat Menomonee was sunk off the coast of Virginia on 31 Mar., 1942 at 37’ 34” N, 75” 25” by the German U-boat 754, with the loss of my brother, William Lee Horton, Jr. at the age of 17, while serving his country. WILL YOU HELP?
_____

Don Horton can be contacted at jdonhorton@embarqmail.com or 252 336 5553.

To contact your local representative, click here.

PHOTO: (1)) “Don Horton, age 12, 1944” (2) Mom & Dad, circa 1943 (3) Mom on “Cohasset” 1942

Letter Acknowledging Increase of #30,000 MM Seamen Affected

2011-01-16T19:57:00.006-05:00

Program in Maritime Studies
East Carolina University
Admiral Ernest M. Eller House • Greenville. NC 27858-4353
252.328-6097 office 252-328-6754 fax
EAST CAROLINA UNIVERSITY www.edu.edu/maritime

TO WHOM IT MAY CONCERN
11 January 2011

Dear Sirs;

This letter is being written to support acknowledgement of the key military logistics service performed during World War IT by America's barge and tugboat crews. As with the now recognized merchant marine and women's participants, those who served aboard the supply routes have been consigned to oblivion. The hardy men and women who crewed the many vessels that carried key supplies up and down our coasts have never been given credit for their efforts in winning the war.
It is difficult to document precisely how many served on these vessels over the four years between 1941 and 1945, in part, because the records were kept by civilian firms and many others were destroyed after the war. One estimate would place their numbers around 30,000 , few of whom are still alive. It is remarkable that, when the country was engaged in a worldwide struggle against totalitarianism, these people stepped forward and conducted logistical operations to support that struggle without thought of the future. The legacy is that the future has denied them recognition, precisely because they were not on the front lines.
In many ways, their service and treatment mirrors that of American Revolutionary War veterans who could not get pensions and recognition until over fifty years had passed since they fought, conveyed supplies to the front, and served as artisans in military shops. At a time when record keeping was poor, the Revolutionary War veterans were able to obtain credit for their service by swearing to their participation when paperwork was never created or had been lost. For World War Il,the paperwork was generated and then destroyed, and the veterans are still seeking recognition. Their paperwork, in large measure, simply did not survive and thus, they have not been credited with their service.
This is wrong. I urge you to support bills recognizing the service of these men and women who played a key role in moving supplies toward the front and along our coast. Without their efforts, our frontline personnel would have suffered shortages and the war may have taken longer. They are surely due more credit than has been given them.

Sincerely yours,

-.7~v ;?~1:

Lawrence E. Babits
George Washington Distinguished
Professor of History
Director Maritime Studies Program

RECOGNITION FOR MM COASTWISE SEAMEN OF WW II CONTINUES

2011-01-16T19:29:00.000-05:00

Alternative methods of recognition for veterans’ status to Merchant Marine seamen are required according to the following research.
Findings 1: PUBLIC LAWS 95-202 & 105-368 Provide veteran status to US Merchant Marine Seamen of WW II, providing they meet certain eligibility requirements.
Findings 2: USCG Information Sheet #77 (April 1992) identifies acceptable forms of documentation for eligibility meeting the requirements set forth in Public Laws 95-202 & 105-368.
a. Certificate of Discharge (Form 718A)
b. Continuous Discharge Books (ship’s deck/engine logbooks)
c. Company letters showing vessel names and dates of voyages

Findings 3: Some 30,000 coastwise seagoing tug and barge merchant seamen have been or will be denied recognition upon application because actions taken by government agencies (before inaction of P. L. 95-202) have removed required eligibility records from being available to the veteran.
Findings 4: Commandant USCG Order of 20 March, 1944 relieves masters of tugs, towboats and seagoing barges of the responsibility of submitting reports of seamen shipped or discharged on forms 718A. This action removes item (a) from the eligibility list in Findings 2.
Findings 5: USCG Information Sheet # 77 (April, 1992) further states “Deck logs were traditionally considered to be the property of the owners of the ships. After World War II, however, the deck and engine logbooks of vessels operated by the War Shipping Administration were turned over to that agency by the ship owners, and were destroyed during the 1970s”. This action effectively eliminates item (b) from the eligibility list in Findings 2.
Findings 6: Company letters showing vessel names and dates of voyages are highly suspect of ever existing due to the strict orders prohibiting even the discussion of ship/troop movement much less having written communication dealing with ship and troop movement. Then consider item (c) of Findings 2 should be removed from the eligibility list. USCG Info Sheet # 77, page 2 refers
Finds 7: A Commandant, USCG Ltr 5739 Ltr of 09 Apr 2010 states, “The US Government did not issue mariner credentials to females during the World War II.” No action has ever been taken to correct this.
Whereas: Public Laws 95-202 & 105-368 provide for veteran status to certain US Merchant Marine seamen during the timeframe of WW II (07 December, 1941 to 31 December, 1946) with the same benefits accorded all veterans as administrated by the Veterans Administration. These US Merchant Marine seamen were required to provide certain documentation to prove eligibility. However due to specific government actions, documentation required to prove eligibility have been removed from use, thus obtaining veteran status for some 30,000 US Merchant Seamen cannot be obtained unless alternative methods of recognition for veterans status be made available by the US Government, preferably by legislation. With the mortality rate at 850 per year, action should be swift less we lose the opportunity to bestow this recognition on the remaining few. The following actions are recommended:
1. Determine if DOD or DHS instructions can be amended to include alternate documents (listed below) that will replace documents that have been withheld, destroyed, denied or otherwise removed, resulting in the veteran attaining due recognition with all rights prescribed under P. 95-202. OR:
2. Initiate immediate legislative action to provide alternative methods of recognition (listed below) for veteran status to those seagoing coastwise tug and barge seamen of the US Merchant Marine of WW II that are being denied veteran status because of records not available to gain recognition. The Bill H.R. 5829 “WW II Merchant Mariners Service Act” was introduced in the 111th congress on 22 July, 2010 by Representatives G.K. Butterfield, D-NC, Walter Jones, R-NC and Mike McIntyre, D-NC.
3. Introduce alternative documentation to support veteran status of MM of WW II as follows:
A. Records held by Social Security Administration (SSA) denoting dates, wages earned and companies employed shall be utilized when shipping and discharge forms, ship’s logbooks or other official employment data are not available to determine veteran’s eligibility for veterans’ status.
B. Validated testimony from the individual or next-of-kin as to employment shall be considered in conjunction with records from the SSA to determine eligibility for veterans’ status. And
C. Other Official documentation offered by the individual shall be considered in place of records that have been destroyed or lost by those responsible for the control and maintenance of veterans’ records.
D. For the timeframe between 07 December, 1942 and 31 December, 1946, masters of seagoing vessels shall be recognized as agents of the United States authorized to document the hiring or discharge of a particular individual for services to the Armed Forces of the United States.
D. These replacement records shall satisfy all requirements for proof of service of active-duty service during the required timeframe of 07 December, 1941 and December 31, 1946 and proof of eligibility for veterans’ benefits.
Otherwise Stated, Documentation for eligibility should include:
(1) Casualty Information
(2) Deck/Engine logbooks
(3) Pay vouchers/stubs
(4) Personal certified statements of individual attesting to service
(5) Personal certified statements of Next-of Kin attesting to service of individual(s) concerned
(6) Personal letters revealing service or locations of individual’s services or vessels served aboard
(7) Reports of lost/found seaman’s documents
(8) Shipping/discharge certificates
(9) Social Security Administration records
(10) USCG Identification Cards
(11) Masters of seagoing vessels shall be recognized as agents of the United States authorized to document the hiring/discharge of a particular individual for services aboard vessels serving the Armed Forces of the United States.
With the 112th Congress beginning, a new bill will be introduced in the House of Representatives to replace HR 5829 by the time this hits the street. We need your help in getting the message across. Will you stand up and call your members of congress and ask them to support. We need the help.

Our Merchant Marine of World War II

2010-09-16T15:31:00.004-04:00

One of the least known secrets of World War II is the story of the men who served in the United States Merchant Marine. Today, however, we need to tell this story and make this secret more public for all to know. Our Merchant ships and men enabled America to provide desperately needed war materials, petroleum and related supplies to our troops and allies in the war against the Axis, leading to complete victory over Japan and Germany. However, with their essential cargoes, our nation’s ships became primary targets of German U-boats and Japanese Kamikaze attacks. Several thousands of men were killed or wounded, and over 700 ships were sunk. Losses of men and ships were so high newspapers were asked not to report casualty rates in fear that our young men would steer clear of our ships and create a shortage of volunteers and to prevent the enemy from knowing their success. That is why many Americans have never heard the story of courage and the critical role these seamen played in the victory of World War II. Along our Atlantic Seaboard it was a virtual shooting gallery for those German Submarine Wolf Packs. They were sinking our ships faster than we could build them.
There was an even lesser known group of seamen (Some 10,000) that served on coastwise tugs and barges. They carried the bulk war materials to the defense plants that produced the finished products used in the fighting and defense of our country on the three fronts overseas and keeping our shores free of the enemy. Aboard these tugs and barges another historical situation was taking place. Women were serving as crew and were doing so without the benefit of being recognized as officially documented Merchant Marine seamen. Three specific government actions have taken place that have withheld/destroyed/denied the records required to gain recognition as veterans for these seamen. Alternative methods of recognition are required to assist them. Today, however, the secret must be told and our nation’s gratitude must be expressed. These veterans need to be shown that our country appreciates their valiant service. To this end, I ask all citizens to contact their members of the US House of Representatives and ask them to add their names as co-sponsors to HR 5829, “WW II Merchant Mariners Service Act” introduced into the House by North Carolina Representatives G.K. Butterfield, Mike McIntyre and Walter Jones. We must also need to contact our Senators and request them to introduce a similar bill in the senate. Let us do the right thing and show our merchant seamen we haven’t forgotten them. Will you stand up and help these seamen? They did for us.

Women & the US Merchant Marine in WW II

2010-08-05T13:44:00.002-04:00

In every war this nation has ever fought, women have served in one capacity or another. During WW II they manned the defense plants here on shore and worked side by side with the men and children. Recognition came only from some dramatic writing or display in newspapers. Rarely were any personal recognition afforded. Yet, they worked without complaint or dereliction from their assigned duties. They kept the defense plants manned because they were the majority of able bodied people remaining. It can be stated, and has been written they earned their place in history for their significant input toward the defense of this country and no one can take that from them. World War II brought about the advent of women in the military and again they proved their worth. They earned some of our country’s highest honors for their service. Another group of women served and have never been recognized. The women who served in the US Merchant Marine in WW II were denied their official mariner credentials and were unable to achieve what they most gallantly earned, veteran status. A status held by all who have received it as one of their most revered possessions. To this day, with their recognition denied, no action has ever occurred that lead to their recognition.
At the start of WW II, women repeatedly tried to join the US Merchant Marine. They were dealt a deathblow by the War Shipping Administrator (WSA), Adm. Emory S. Land who stated that there was no place in the Merchant Marine for women. By this order of WSA, the US Coast Guard refused to document women who served. They served anyway and did what was asked of them and without any recognition for their work. They served on many of the barges as well as other vessels, mostly as cooks and messmen. They were paid salaries and Social Security taxes were taken from their wages.
Efforts to gain status as seamen by the women were met with stern denials from the various captains of port up and down the coast. I was present when the Captain of the Port of New York, (June, 1942) denied my mother and sister their official documentation as seamen. He stated that by order of the WSA he was directed to deny women seamen’s papers upon their request. Instead he issued an official US Coast Guard of Identification Card to my mother and told her my sister did not need one as she was below the age of 16. Children could move about freely through the security checkpoints on the docks as long as they were with one of their parents. A CMDT, USCG Ltr 5730 of 09 Apr, 2010 states “The US Government did not issue mariner credentials to females during the World War II.”
I expect that denial was told many times to other women as they attempted to gain official documentation to serve in the merchant marine. With as many barges as there were, many hundreds of women and some teenage children were affected by that denial. There has been no way for these women to gain their due recognition as seamen of the United States Merchant Marine and thus veterans of this nation. The statement above gives credit to the edict of WSA to deny women service.
Research has brought forth two additional actions that have discriminated against our women who served in the Merchant Marine during this war. The Commandant USCG order of 20 Mar 1944 that relieved the masters of tugs and seagoing barges of the responsibility of issuing shipping and discharge papers to seamen shipped and the US Maritime Administration orders to destroy ship’s deck and engine logbooks in the 1970s. Until now nothing has been done to correct these wrongdoings. These documents are required to prove service in order to gain veteran status under P.L. 95-202.
As you know the United States was a member of the fighting team of the United Nations that fought and won the greatest war in history by the greatest generation this nation has ever known. There were three major players who represented the US on that team: Our fighting forces overseas, the production army here at home and, the link between them – the Unites States Merchant Marine
On 23 July, 2010, US Representative G. K. Butterfield of North Carolina introduced a bill that may help our women and others gain what has been denied them for more than 60 years. This Bill, H.R. 5829 “WW II Merchant Mariners Service Act” is directing the Secretary of Defense to allow other forms of documentation be used to prove service in the Merchant Marine during WW II. Official Records have been withheld/destroyed that have prevented as many as 10,000 coastwise merchant seamen from gaining their rightful place as veterans of our country. This bill will help some gain that recognition. A simple administrative legislation can correct a travesty that has gone unnoticed or ignored for such a long time. Costs associated with this bill have already been incorporated in P.L 95-202. This bill stands alone in helping these seamen gain recognition as no other bill in congress has ever addressed the issue of gaining recognition for seamen who have been deprived of veteran’s status due to records being withheld/ destroyed. This needs to be done and soon. These seamen are leaving us at an alarming rate. If not now it will all be for history. We need to stand up and do what is right for these seamen.
Swift action must be taken very soon if we are going to utilize the 111th congress to get this out of committee. Please notify your respective member of congress and request they support this bill now. There is very little time left in this session and we must move swiftly. Together we can make a difference as these brave seamen did back during WW II. They stood up for us and in doing so they kept this country free. The very least we can do is repay them with the recognition they have most graciously deserve. Let’s stand up for them and make it possible for them to gain their rightful position as veterans. Will you help to make it happen? Request your member of congress vote for HR 5829.

Family Barge Life & The US Merchant Marine of WW II

2010-08-03T17:44:00.003-04:00

Family Barge Life and the U.S. Merchant Marine of WW II

There was a small, dedicated and almost unknown group of people that served in the US Merchant Marine on seagoing barges. They made little news but played a very important part during World War II, moving cargo and supplies to the various defense factories and power plants along the East Coast. Hardly any news or entries in history were made because most gave little attention to them. They were considered by many as insignificant. Historians wrote limited information and they would only make news if something disastrous happened. Storms would cause sufficient damage and some would make the news if fatalities occurred
Many barges began their life as sail schooners in the mid-1800s. There was a short-lived belief that sails would help propel the barges and give the tugboats towing them a little help. By the turn-of-the-century most had been dismasted and extra hatches were made in the hulls to carry more cargo.
Most companies owned both the tugs and barges, however, when it came time to make up the tow, it was generally made up of barges from various companies. It was more profitable to tow three or more barges owned by different companies than just tow one or two barges owned by the same company owning the tug.
During the lifespan of the barges (1855-1955) there were some seventy companies that did business on the East Coast. During that time around 700 barges or schooners were recorded. Records indicate the first barge was built around 1856 and the last built around 1923. They ranged in size from 600 to 2400 tons capacity.
Around the turn of the 20th century companies would send the barges out into larger bodies of waters. Soon the coast wide trade for barges was where the money was. A tow of three barges could carry more payload of, say coal, than several locomotives could carrying 300 cars or 600 trucks carrying the same payload and at a fraction of the cost.
By the early 1900s it was not uncommon to see twenty or thirty tugs and their barges moving cargo up and down the coast on any given day. Competition was fierce as companies forged forward building bigger tugs to tow bigger barges to carry larger payloads.
As tradition remained, the families continued to man many of the barges. Right after World War I was over, the trend moved toward larger vessels to carry the trade. Barges were heavily used on the East Coast; as it was the most profitable method of moving bulk cargo, mainly coal. When World War II came about there were about 250 barges remaining and they had left the scene by the 1950s.
The early 1920s brought about the end of barge construction. Seagoing barges had a limited lifespan. On the average, most large wooden vessels would begin to show age and neglect from rot and heavy wear and tear after the age of twenty. With their disabilities increasing, their maintenance decreased.
These barges kept alive a tradition that dates back beyond the birth of this nation. Our forefathers brought this tradition with them when they landed here to establish this nation. Large families were traditional on some of the barges. This emanated from the river barges that traveled the major tributaries of our nation for as long as this nation has existed. Our major source of commerce came by river throughout our country. Families were the entire crew that manned some of these barges. Companies who owned these barges paid premium wages to those that were manned by families. It was believed that families would remain on board more so than single seamen mainly because of the primitive living conditions generally found on most barges. Families tend to adapt more easily.
The barge people endured a life that was extremely primitive as almost all barges were without the average necessities found ashore. There was no electricity, running water or the usual bathroom conveniences. Heat came from a simple coal stove that was used for cooking as well. Light from kerosene lamps was the norm. It was a very hard life and it left its mark on you.
Barges usually carried coal that was loaded from large chutes that left all surfaces with a deep layer of black coal dust that made its way into all cracks and crevices aboard. You lived with this dust, as it was quite impossible to remove, even after a complete hose wash-down from the water that was available from over the side. A trip hauling cargo other than coal was received as a holiday. Barges in tow traveled at about 3 to 4 knots per hour. You were at the mercy of the storms when out to sea and many were lost to its elements; and later to those German U-boats that preyed on any vessels traveling the East Coast corridor.
As demand for commerce grew the barges were built larger to accommodate it. After all, no other mode of transportation could offer the benefits at lesser costs. They were by far the most economical means to move product around the country.
World War II came upon us and all of a sudden these old barges that had been placed in the bone yards or mud flats were called back into service. The German U-boats were sinking our ships faster than we could build them. Larger and faster ships were needed to keep our shipping lanes and to keep our troops overseas supplied with badly needed materials and keep our shores free from the enemy.
Again, families answer the call to man those old and dilapidated barges. Most seamen tended to steer away from those old hulks and go for the safer ships that had the modern conveniences most people were used to. Since the healthier and younger seamen steered clear of these barges that left older seamen and those less healthy. The families again began to play an important role in this war. They manned these vessels and did what was necessary. They moved the war materials to the ports to support the defense plants that built the war materials for our troops overseas. Our larger merchant fleet transported these materials to the three continents where our troops were fighting and keeping our shores free from the enemy.
At the start of the war, women tried repeatedly to join the US Merchant Marine. They were dealt a deathblow by the War Shipping Administrator (WSA), Adm. Emory S. Land who stated that there was no place in the Merchant Marine for women. By this order from the WSA, US Coast Guard refused to document women who served. They served anyway and did what was asked of them and without any recognition for their work they served on many of the barges as well as other vessels, mostly as cooks and messmen. They were paid salaries and Social Security taxes were taken from their wages.
Efforts to gain status as seamen by the women were met with stern denial from the various captains of port up and down the coast. I was present when the Captain of the Port of New York, (June, 1942) denied my mother and sister their official documentation as seamen. He stated that by order of the WSA he was instructed to deny women seamen’s papers upon their request. Instead he issued an official US Coast Guard Identification Card to my mother and told her my sister did not need one as she was below the age of 16. Children could move about freely through the security checkpoints on the docks as long as they were with one of their parents.
Research has brought forth two additional actions that have discriminated against our women who served in the Merchant Marine during this war. The CMDT, USCG Order of 20 Mar 1944 relieved the masters of tugs and seagoing barges of the responsibility of issuing shipping and discharge papers to seamen shipped and the US Maritime Administration orders to destroy ship’s deck and engine logbooks in the 1970s. These documents are required to prove service under P.L. 95-202.
I expect that denial was told many times to other women as they attempted to gain official documentation to serve in the merchant marine. With as many barges as there were, many hundreds of women and some teenage children were affected by that denial. To this day there has been no way for these women to gain their due recognition as seamen of the United States Merchant Marine and thus veterans of this nation. A CMDT, USCG Ltr 5730 of 09 Apr, 2010 states “The US Government did not issue mariner credentials to females during the World War II.”
In every war this nation has ever fought, women have served in one capacity or another. During WW II they manned the defense plants here and worked side by side with the men and children. Recognition came only from some dramatic writing or display in newspapers. Rarely were any personal recognition afforded. Yet, they worked without complaint or dereliction from their assigned tasks. They kept the defense plants manned because they were the majority of able bodied people remaining. Stories and songs were written hailing their tremendous efforts put forth, but hardly any personal recognition. It can be stated, and has been written they earned their place in history for their significant input toward the defense of this country and no one can take that from them. World War II brought about the advent of women in the military and again they proved their worth. They earned some of our country’s highest honors for their service. Another group of women served and have never been recognized. The women who served in the US Merchant Marine in WW II were denied their official credentials and were unable to achieve what they most gallantly earned, veteran status. A status held by all who have received it as one of their most revered possessions.
On 23 July, 2010, US Representative G. K. Butterfield of North Carolina introduced a bill that may help our women and others gain what has been denied them for more than 60 years. This Bill, H.R. 5829 “WW II Merchant Mariners Service Act” is directing the Secretary of Defense to allow other forms of documentation be used to prove service in the Merchant Marine during WW II. Official Records have been withheld/destroyed that have prevented as many as 10,000 seamen form gaining their rightful place as veterans of our country. This bill will help some gain that recognition. A simple administrative legislation can correct a travesty that has gone unnoticed or ignored for such a long time. Costs associated with this bill have already been incorporated in P.L 95-202. This bill stands alone in helping these seamen gain recognition as no other bill in congress has ever addressed the issue of gaining recognition for seamen who have been deprived of veteran’s status due to records being withheld/ destroyed. This needs to be done and soon. These seamen are leaving us at an alarming rate. If not now it will all be for history. We need to stand up and do what is right for these seamen. Call your House of Rep and tell him you want him to vote YES on BILL HR 5829.

2009-07-19T20:11:00.003-04:00

ALTERNATIVE METHODS of RECOGNITION as VETERAN STATUS for US MERCHANT MARINE SEAMEN of WW II
Reference A: USCG Reference Information Paper # 77 of April, 1992
Reference B: CMDT USCG Ltr MVP of 29 September, 1949. Subj: Barge Charles J. Hooper, foundering of

Expedient actions must be taken if we are to recognize the few remaining merchant seamen that have been denied their rightful dues under Public Law 95-202 granting them Veteran status. Some 10,000 merchant seamen are at risk of not being granted veteran status because of two specific actions taken by our government before the above law was enacted. These actions placed these seamen in a position where they are denied veteran status upon application because there are no records to support their claim. With their average age of 86 and leaving us at the rate of 850 per year, expediency is of the utmost importance, if we are to help any of these veterans while they are still alive.
Ref (A) identifies specific criteria required to gain eligibility for status as veterans under the above law. Acceptable forms of documentation to be: (1) Certificate of Discharge (Forms 718A) (2) Continuous Discharge Books (ship‘s deck logbooks) and (3) Company letters showing vessel names and dates of Voyages.
Ref (A) further identifies an action taken that removes item (2) from the list of acceptable documentation as the deck and engine logbooks of vessels operated by the War Shipping Administration were turned over to that agency by ship owners and were destroyed during the 1970s.
Ref (B) Identifies a second action, taken by the Commandant, USCG Order on March 20, 1944 that relieved the masters of tugs, towboats and seagoing barges of the responsibility of submitting reports of seamen shipped and discharged on form 718A, which removes a second, item (1) Certificate of Discharge form 718A from the list of acceptable documentation. (Note, this information has just been discovered and made public via the Privacy Act for the first time)
The third item of acceptable documentation, company letters and papers is highly questionable as ever existing due to the strict requirement of not allowing ship or trip movement to even be spoken; much less written or published. Remember the slogan “Loose lips sink ships”?
Now, since most acceptable forms of documentation have been placed out of reach for theses seamen, alternative methods must replace them. An administrative action can be put into place with little cost as all costs associated with these veterans are included within P.L. 95-202.
This effort is completely bi-partisan and should draw no complaint or discussion from any side. This is a simple straight forward solution and requires little or no research. Both actions are documented and certified by the National Maritime Center as one being part of US merchant seaman Capt. Jack O. Horton’s official personnel folder and the other an official USCG document. This is a simple correction to actions taken by the US Government that placed gaining eligibility to veteran’s status out of reach to some 10,000 seamen well overdue their recognition. We owe them and it is the right thing to do and, very soon, if we are to help anyone still with us.
The enclosed resolution is being offered as a way to achieve this goal. It has already been accepted by 52 counties here in North Carolina and they are requesting immediate action be taken by our federal legislature to provide the needed measures to get this done. Additional counties are forthcoming.
J. Don Horton
104 Riverview Ave, Camden NC 27921; 252 336 5553

Action must now be taken to have HR 1288 "WW II Merchant Mariners Service Act" passed in the house to support these seamen who have been denied their rights as veterans.

US Merchant Marine Veterans: An Alternate Method of Providing Recognition for Veteran Status

2009-04-12T14:55:00.003-04:00

US Merchant Marine Veterans: An Alternate Method of Providing Recognition for Veteran Status
Attention to all. A bill has been introduced into the House of Representatives. H.R. 5829 "WW II Merchant Mariner Service Act", (short title) that may give recognition to those that have had their reocords "LOST". In addition, this bill may help the women and others who served in the MM in WWII a chance to gain their long overdue status as veteran. What is needed is for all to come to their aid by getting in touch with your respective House of Representative and tell them you support this bill and want them to do the same. Are you up to the challange? Will you stand up and give these women and those who have had their records removed from their use a chance to be remembered as veterans? They did what was asked of them and now it is time we do the same.

PLease Note: No cost are associated with this bill as cost are covered in P.L.95-202. The same law that gave veterans' status to the Merchant Marine seamen who served during
WW II.

jdon

UPATEON July 23, 2010 a bill was introduced into the house that may help these seamen. Please notify your constituent representative to vote for HR 58 29, "WW II Merchant Mariners Service Act." In addition this bill will provide an avenue for women to be recognized as veterans. They were denied their official Seaman's documentation during WWII but they served anyway and they should be recognized for their service.

Assistance for US Merchant Marine Veterans of WW II

2009-02-20T13:45:00.003-05:00

TO: All Veterans Service Organizations,

As a former member of the US Merchant Marine and the USCG I am reaching out to all Veteran Service Organizations for help. I need assistance from VSOs that support the US Merchant Marine as a veteran. They were Americans that came from all walks of life, multiracial and varied ethnic groups, but they all served with pride and honor; with one thing in mind to serve their country in the best way they could. Partisan politics played no part in their desire to serve and should not play any part in correcting a wrong that has gone on for 60 years. Some of the chartered VSO seem to have forgotten their involvement. Where does your organization stand on this issue? As one veteran to another we are in need of help. We are calling upon you for assistance. Will you help?
We are attempting to gain recognition for some 10,000 Merchant Marine seamen that served on the East coast and probably just as many on the Gulf and West coasts. These merchant marine seamen served on seagoing tugs and barges carrying war materials up and down the East Coast on the Atlantic seaboard. Those seamen worked on obsolete barges, with below standard living conditions and rock bottom pay. These barges have long since been replaced with larger and more modern ships, placing them out of service, as well as the companies owning them, and; with records lost to history. Nevertheless they served and should be recognized, just as much so as the Filipino veterans who just received recognition through the last stimulus package via a 198 Million dollar grant. If we can help others we should be able to help our own.
Research has identified US Government Agency actions that have placed these seamen at high risk of not receiving their due recognition. Public Laws 95-202 and 105-368 gave these seamen US Veterans status for those serving between 07 Dec., 1941 and 31 Dec., 1946, provided they met certain service criteria. Trip discharges and entries in ship’s logbooks were the primary criteria for proof of service. On Mar. 20 of 1944, The CMDT, USCG issued an order to the Masters of tugs, towboats, and seagoing barges that relieved them of the responsibility of issuing shipping and discharge papers to seamen shipped. Additional research from the National Archives and Records Administration brought forth this report: “After WW II, the deck and engineering logbooks of vessels operated by the WSA were turned over to that agency by the ship owners, and were later destroyed, by the Maritime Administration, in the 1970s on the grounds that they were voluminous, costly to house and service, and very seldom used for research”. Without those discharges and ship’s logbooks it makes applying and obtaining a Form DD 214 near impossible. Additional info can be found at www.usmmv.blogspot.com.
Applications being mailed to gain recognition as veterans are repeatedly rejected by the National Maritime Center because they cannot find records (trip discharges and/or logbooks) that show service for the periods required and they accept little else. Alternate methods to prove employment must be provided in order for these seamen to become veterans. This can be accomplished through administrative legislation at no cost.
Will your organization commit to supporting an offering to congress of a proposal (at no cost) leading to legislation that will recognize these seamen and provide veterans’ status for those of the US Merchant Marine? Please send a message to your congressional contacts and request them to support this cause. You can reach me at jdonhorton@embarqmail.com.

Very Respectfully,

James D. Horton
104 Riverview Ave.
Camden NC 27921

PROPOSAL

Committee: ____________________ Principal Author: ___________________________

Bill No: __________ Delegation: _______________________________

Title: Alternative Methods of Recognition for Veteran Status to Merchant Marine Seamen of WW II
Be It Enacted by the one hundred & eleventh Congress of the United States
1 Preamble: Be it enacted by the Senate and House of Representatives of the United States of America 2 in congress assembled; Public Law 95-202 & 105-368 provided veteran status for members of the U.S. 3 Merchant Marine who served during WW II between 07 Dec, 1941 and 31 Dec, 1946 and who were 4 able to prove their service. Various actions by governmental personnel have destroyed or caused 5 these documents to be unavailable. These actions prohibit merchant marine veterans of WW II from 6 receiving the recognition and benefits of veteran’s status provided by these laws. Alternative 7 methods to prove service are required, as just compensation, for records lost by government actions.
8 SECTION 1: Records held by the Social Security Administration that denote dates, wages earned and 9 companies employed shall be utilized when USCG forms 718 (any date) or other official data such as 10 ship’s logbook, etc, are not available.
11 SECTION 2: Validated testimony from the veteran as to employment shall be allowed to determine 12 eligibility; and
13 SECTION 3: Other official documentation offered by the veteran, shall constitute replacement of 14 records that were destroyed or from other actions causing the required records to be unavailable 15 that were committed by those responsible for the control and maintenance of veteran records.
16 SECTION 4: For the timeframe between 07 December, 1941 and 31 December, 1946, masters of 17 seagoing vessels shall be recognized as agents of the United States authorized to document 18 crew members as it applies to the shipping and discharge of seaman for purposes of employment.
19 SECTION 5: These replacements records shall satisfy all requirements for eligibility of service during 20 the required timeframe 07 December, 1941 and 31 December, 1946.
21 SECTION 6: This bill will go into effect 91 days after passage.

Open letter to all Mariners

2009-01-25T18:12:00.007-05:00

I am having difficulty getting my family recognized for our services in the Merchant Marine due to lost records by various Agency actions, (USCG, Maritime Administration, VA and the NMC) Records (ship's logbooks) have been destroyed by the Maritime Administration in 1970 and orders were given to masters of tug, towboats and seagoing barges to cease issuing shipping and discharge documents in 1944 by the Commandant, USCG. These exact records are now required to determine eligibility for recognition and the National Maritime Center will not accept other documents such as Social Security Administration records, showing dates worked, companies employed and wages earned. The VA has repeatedly shown that records have gone missing, causing the veteran to lose benefits bestowed on them by Public Laws 95-202 & 105-368. Alternative methods of recognition must be presented to congress and passed into law so that veterans can get what they have earned. We have walked the walk, now congress has got to talk to talk. Below is a proposal that can be printed and passed to each of your senator and respective representative. I have to use a pdf format because I am not able to place in this thread as all data seems to be left side aligned. Please follow the tab. We need help to get this moving. Will you please help to have this proposal presented to the 111th Congress?

26 Jan, 2009
Congressman Bob Filner, Chairman, Committee on Veterans’ Affairs

Dear Chairman Filner,

The 111th Congress has begun and attention to the veteran must also begin. In the past others have called upon you to assist and now I ask. Veterans are being denied their due recognition because of lost records by Agency actions (the Maritime Administration and the USCG) and not through any fault of the veteran. Information is rampart in nationwide newspapers detailing the actions of the Veterans Administration destroying those records required to prove eligibility for benefits due the veteran. Those incidents have been ongoing ever since the government has maintained the control of such records.
Past actions of government agencies other that the VA (USCG and the Maritime Administration) have contributed to the “loss record syndrome” resulting in a veteran being declared ineligible for benefits. These actions have a particular impact on a small but qualified group of seaman of the Merchant Marine that I wish to bring to mind. The Commandant, USCG issued orders on Dec 20, 1944 to Masters of all tugs, towboats and seagoing barges relieving them of the responsibilities of issuing shipping and discharge papers to all seaman shipping on these vessels. After WWII, the deck and engineering logbooks of vessels operated by the WSA were turned over to that agency by the ship owners and were later destroyed by the Maritime Administration in the 1970s on the grounds that they were voluminous, costly to house and service, and very seldom sued for research. The NMC now uses those same documents to verify eligibility of service to grant veteran status. They will accept nothing else. These actions have caused countless veterans to be denied the VA benefits made available under PLS 95-202 & 105-308. Alternative methods to show eligibility must be provided to the veteran. This can only come about by action of congress that provides this avenue.
An example of this serious is illustrated by one family that had six members serving on these barge and all were denied the due recognition because no record existed to show employment on vessels under the control of the WSA. Their story is well documented on a website http://usmmv.blogspot.com/. If one family has been denied there eligibility due to no records existing to prove their employment, then there is a high probability that many other records have been lost due to the shortsightedness and downright disregard/negligence of government officials for mishandling them throughout the years.
Sponsorship of this proposed document will rectify this loss of records for those still living in a small way and reward them some of the benefits they earned in WW II. This action would give those that lost a loved one during that same time, some solace in knowing this nation has recognized their sacrifice. Cost for this proposal would be negligible as pay and benefits have already been approved under the above mentioned public laws. This proposal will, in a very small way, recognize them as a true veteran. A position highly honored throughout this nation. Pleas offer it to the 111th congress in whatever manner you prefer that will afford the veteran the best opportunity for favorable approval.

Very Respectfully

J. Don Horton

FAX TO: 202 225-2034

PROPOSED

Committee: ____________________ Principal Author: ___________________________

Bill No: __________ Delegation: _______________________________

Title: To Provide Alternative Methods of Recognition for Veteran Status

Be It Enacted by the one hundred & eleventh Congress of the United States

1 Preamble: Be it enacted by the Senate and House of Representatives of the United States of America

2 in congress assembled; Public Law 95-202 & 105-368 provided veteran status for members of the U.S.

3 Merchant Marine who served during WW II between 07 Dec, 1941 and 31 Dec, 1946 and who were

4 able to prove their service. Various actions by governmental personnel have destroyed or caused

5 these documents to be unavailable. These actions prohibit merchant marine veterans of WW II from

6 receiving the recognition and benefits of veteran’s status provided by these laws.Alternative

7 methods to prove their service are required to replace those that have been lost.

8 SECTION 1: Records held by the Social Security Administration that denote dates, wages earned and

9 companies employed shall be utilized when USCG forms 718 (any date) or other official data such as

10 ship’s logbook, etc, are not available.

11 SECTION 2: Validated testimony from the veteran as to employment shall be allowed to determine

12 eligibility; and

13 SECTION 3: Other official documentation offered by the veteran, shall constitute replacement of

14 records that were destroyed or from other actions causing the required records to be unavailable

15 that were committed by those responsible for the control and maintenance of veteran records.

16 SECTION 4: For the timeframe between 07 December, 1941 and 31 December, 1946, masters of

17 seagoing vessels shall be recognized as agents of the United States authorized to document

18 crew members as it applies to the shipping and discharge of seaman for purposes of employment.

19 SECTION 5: These replacements records shall satisfy all requirements for eligibility of service during

20 the required timeframe 07 December, 1941 and 31 December, 1946.

21 SECTION 6: This bill will go into effect 91 days after passage.

Authors Note:
On July 23, 2010 a bill HR 5829 "WW II Merchant Mariners Service Act" was introduced into the house. We are on the way. Please call/write your House Reps and tell them you want them to vote for this bill. We can do it if we try. We just need your help.

DOT open letter to Merchant Marine Veterans in 1988

2009-01-14T14:42:00.005-05:00

Thes letter was supposed to be sent to all Merchant Marine veterans of WW II. I didn't recieve one nor did any of the other four members of my family who served during that time. Research has shown that many others have not recieved one also. If you know of someone who servied does not have his for DD 214 or a family who has not recieved a form DD 1300 for those that were KIA during this time fram please get in tuchj with me and I will try to help. My email is jdonhorton@embarqmail.com
DOT open letter to MM veterans of 1988.pdf

Survivors from Barges towed by tug "MENOMINEE" sunk 0n 31 mar,1942

2009-01-08T17:03:00.003-05:00

Below is a list of survivors from the shelling and/or sinking of three barges and the tug MENOMINEE by the German U-boat 754 on 31 Mar,1942. Research indicates that these seamen may not have received their due recognition as stated in P. L.s 95-202 & 105-368. I would like to contact the next of kin to offer assistance in gaining their due recognition as WW II veterans of the US Merchant Marine , Can anyone help?

BARGE SURVIVOR LIST of 31 Mar 1942
Name : Ontario
Type: Barge
Tonnage: 490 tons
Completed: 1916 @ Chesapeake City MD
Owner: Southern Transportation Co. Inc, Philadelphia PA
Homeport: Philadelpnia. PA
Date of attack : 31 Mar, 1942 @ 0210
Nationality: American
Fate: Damaged by U-754 (Hans Oestermann)
Position: 37.34N, 75.25W - Grid CA 4997- See location on a map -
Complement: 3 (0 dead and 3 survivors).
Convoy: NO. Single tow traveled without was escort and unarmed
Route: Norfolk VA (30 Mar) - Stamford CT
Cargo: Lumber 410,000 board feet
Crew List: HIGGINS, R.E., (Master); EASTON, Jeton & ROGGONS, Onis R.

Name: Alleghaney
Type: Barge
Tonnage: 914 tons
Completed : 1917 @ Chesapeaake City, MD
Owner: Southern Transportation Co. Inc, Philadelphia, PA
Homeport: Philadelphia, PA
Date of attack : 31 Mar, 1942 @0208
Nationality: American
Fate: Sunk by U-754 (Hans Oestermann)
Position : 37.34N, 75.25W - Grid CA 4997- See location on a map
Complement: 3 (0 dead and 3 survivors).
Convoy : NO : Single tow and traveled without excort and unarmed
Route: Norfolk VA (30 Mar) - Stamford CT
Cargo: 1448 tons of coal
Crew List : ANTERON, L.M (Master); McQUAY, Archie; & FARRON, Donald Slagger

Name: Barnegat
Type: Barge
Tonnage: 914 tons
Completed: 1919 @ Elkton, MD
Owner: Southern Transportation Co. Inc, Philadelphia, PA
Homeport: Philadelphia, PA
Date of attack : 31 Mar. 1942 @0208
Nationality: American
Fate: Sunk by U-754 (Hans Oestermann)
Position: 37.34N, 75.25W - Grid CA 4997- See location on a map
Complement : 3 (0 dead and 3 survivors).
Convoy: NO, Single tow and traveled without escort and unarmed
Route : Norfolk VA (30 Mar) - Stamford CT
Cargo: 1511 Tons of coal
Crew List: POTTER, John M, (Master); HIGGINs, Ernest T.; & GOLDEN, Thadius

NOTES ON LOSS

At 02.08 hours on 31 Mar, 1942, the unarmed tug Menominee (Master Leslie F. Haynie) towing three barges at 5 knots, was attacked by U-754 with gunfire about 9.5 miles east-southeast of Metomkin Inlet, Virginia near the mouth of Chesapeake Bay. The U-boat was spotted coming from the port bow and fired three rounds at the tug from about 50 feet. One entered the cabin of the master through a window, destroyed the radio equipment and passed through the starboard bulkhead without exploding. The tug immediately cut loose the barges and tried to escape at 11 knots. The U-boat came along the port side of the barges and fired three or four rounds at each barge, then went up the starboard side and down to port side, again firing as it went. The tug was then chased by U-754 and sank immediately after being hit four times. Only seven (7) of a crew of five officers and thirteen (13) crewmen managed to leave the vessel, but only the master, the chief engineer & and one (1) seaman (William Lee Horton,Jr.) reached one of the two rafts and were later rescued by the American motor tanker Northern Sun, transferred to the US Coast Guard motorboat USS CG-4345 near Brown Shoal and landed at Lewes, Delaware. The U-boat then returned to the barges and fired about a dozen more shells, sinking the Allegheny and the Barnegat and damaged the Ontario, which stayed afloat on her load of lumber. The three crewmen from the latter barge had abandoned the vessel and were picked up one mile offshore by the US Coast Guard motor lifeboat USS CG-4063 from the Metomkin Inlet Lifeboat Station. In the meantime, the six men from the other two barges boarded the anchored Ontario and were taken off the by the same motorboat about eleven hours after the attack. All survivors were taken first to the US Coast Guard station at Metomkin Inlet, before going on to the Naval Operating Base at Norfolk, arriving on 1 April.
The Ontario was salvaged and towed to Philadelphia where the cargo of 410´000 board feet of lumber was discharged. Many shell fragments were found in the lumber.

Casualties from Tug "MENOMINEE sinking 03/31/42

2009-01-08T16:30:00.000-05:00

The Tug "MENOMINEE" was shelled and sunk by the German U-boat 754 on 31 Mar. 1942. The tow was located 9 miles off the coast of Virginia and 50 miles north of the mouth of the Chesapeake Bay. There was three survivors but one died on board the rescuing tanker MV Northern Sun. The remaining crew perished. The captain and chief engineer were the only two survivors. I am in search of the next of kin to determine if any of them received due recognition for their services under P.L. 95-202 & 105-368. Can anyone help?

LIST OF CASUALTIES
From
SS TUG MENOMINEE
Sunk by German U-boat (U-754)
March 31, 1942
N.B. All are listed as Missing as a Result of Enemy Action, unless otherwise noted.

BATEMAN, Johnnie Ordinary Seaman -

BENNETTE, Johnnie Mitchell ** Ordinary Seaman - Houston, TX
Brother: Mr. M. G. Bennett, 1902 Providence St., Houston
BRITT, John (Jasper) Fireman
Wife: Mrs. Mamie Britt, 1430 Queen Street, Portsmouth, VA
CASQUENTI, Vincente, Ordinary Seaman - Baltimore, MD
Casqueche, Vincente, Fireman. Daughter: Miss Ella Casqueche, 1216 Central Avenue, Baltimore, MD
COOK, Haywood, Fireman/Wiper - Jacksonville, FL
Wife: Mrs. Lucie Cook, RFD No. 1, Box 894, South Jacksonville
HAYNIE, William Toulson - Able Seaman - Reedville, VA
Mother: Mrs. Sue Haynie, Reedville, VA
HOPKINS, Frank Kitredge - Chief Mate - East Boston, MA
Wife: Mrs. Catherine Hopkins, 198 Brooks Street, E. Boston
HORTON, William Lee, Jr - Able Seaman - Elizabeth City, NC Died on board rescuing tanker.
Mother: Mrs. Sadie C. Horton, 701 Beach Street, Elizabeth City
LAWSON, George Alvin - Messman - Burgess Store, VA
Wife: Mrs. Glenwood Lawson, Burgess Store, VA
LAWSON, Isaiah - Cook - Burgess Store, VA
Wife: Mrs. Lucy Lawson, Burgess Store, VA
LOVITT, James - Fireman/Wiper - Norfolk, VA
Friend: Ella Steel, 721 Smith Street, Norfolk, VA
PAINTER, Edwin Douglas - Oiler - Harrisburg, VA
Wife: Mrs. Sarah Painter, 109 Franklin St., Harrisonburg, VA
U. S. Army Transport John L. Clem, entered NY Oct. 27, 1941 from the Canal Zone via South Carolina, employed as Oiler, Age 43, 41/2 years sea service, DOB 1898?
RILEY, Frank Lewis - Oiler - &n bsp;Glen Falls, NY
ROBERTSON, Henry - Fireman/Wiper - Philadelphia, PA
TOTEM, Cecil Virginius - 1st Engineer - Norfolk, VA
Tatem, Cecil Virginius.
Mother: Mrs. Jessie Tatem, 366 W. 13th Streeet, Norfolk
Tug Susan A. Moran, June 2, 1929 from Montreal, Canada, Oiler, 1 year exp., Age 19, DOB 1910, maybe was related to W. H. Tatem who was Chief Engineer on the tug, listed as having 20 year s experience, Moran Towing and Transportation Company.
TAYLOR, Robert Lee - Fireman/Wiper - Norfolk, VA
Wife: Mrs. Goldie Taylor, 528 Cumberland St., Norfolk, VA
TIMBS, John Lambert - 2nd Mate - Fairport, VA
NOK: Alice Estelle Timbs, Fairport, VA (relationship not stated)
Survivors
BATEMAN, Hershey R. Chief Engineer Unknown
HAYNIE, Leslie F. Captain Reedville, VA
Assuming that William was his son, then Mrs. Sue Haynie, Reedville, VA was probably Capt. Haynie’s wife.
** Name does not appear on confidential list of Crew for Menominee

An Alternate Method of Providing Recognition for Veteran Status

2009-01-01T16:58:00.001-05:00

Fellow Mariners: My previous posts have been to identify to you the history of some fellow merchant seaman and their way fo life on seaging barges. I have also attempted to share problems in gaining recognition for the sevices performed by a small but gallant group of people. Research has demonstrated that the barge people are not alone in having their records gone "missing". It is across the board and it looks like something has to be done so those that need these benefits may be able to obtain them through means other than what is now available. Just check the papers and read about the mess at the Veterans Administration regarding "lost" records. I am asking that you prepare something similar to what is below and forward it, along with a personal letter, to your members of congress, both House and Senate, and ask that they help those that have already helped us. We need those in congress to know there is a problem with records out there and there is little time left for it to be beneficial. The 111th congress is starting and there is attention being given to veteran's recordkkeeeping processes and now would be a great time to let them know that is has been ongoing for many years and no one has paid too much attention to it,except the veteran who has been denied recognition because "there are no records to prove employment for services during the timeframe required". Let's help them.

Update:
On 23 July, 2010 a bill was introduced into the house, HR 5829 "WW II Merchant Mariners Service Act". This bill will allow alternate documentation to be used in leau of docs that were destroyed/withheld by government actions. It will also allow our women who served in WW II an opportunity to be recognized for their service. This denial has been in force for over 60 years and no one has ever attempted to assist these women before. A travesty in itself.

US Merchant Marine in WWII - Barge Life

2008-12-29T13:11:00.003-05:00

U. S. Merchant Marine in WW II
BARGE LIFE

There was a small and almost unknown group of people that served in the U.S. Merchant Marine on seagoing barges. They made little news but played a very important part during World War II, moving cargo and supplies to the various defense factories and power plants along the East Coast. Hardly any news or entries in history were made because most gave little attention to them. They were considered by most as insignificant. Historians wrote limited information and they would only make news if something disastrous happened. Storms would cause sufficient damage and some would make the news if fatalities occurred. Most barges began their life as sail schooners in the mid 1800s. There was short lived support that sails would help propel the barges and give the tugboats towing them a little help. By the turn of the century most had been dismasted and more hatches were made in the hulls to carry additional cargo. Most companies owned both the tugs and barges, but when it came time to make up the tow, it was generally made up of barges from various companies. It was more profitable to tow three or more barges owned by different companies than just tow one or two barges owned by the same company owning the tug. During the lifespan of the barges (1855-1955) there were some seventy companies that did business on the Great Lakes and the East Coast. During that time around 700 barges or schooners were recorded. Records indicate the first barge was built around 1856 and the last built around 1923. They ranged in size from 600 to 2400 tons capacity. The turn of the century showed a change of interest toward the sail and a many companies left the business. With the advent of WW I, interest was renewed toward the seagoing barge. Records indicate about half of the fleet was built along that time. Wood was still the main material for the hull but the weather as well as the sea would take its toll on them. After WWI barges were heavily in use on the East Coast as it was the most profitable method of moving bulk cargo, mainly coal. When WW II came about there were approximately 250 barges remaining and they completely left the scene by the early 1950s.
The early 1920s brought about the last of the building for these barges. Seagoing barges had a limited lifespan. On the average, most large wooden vessel would begin to show age and neglect from rot and heavy wear and tear after the age of twenty. With their disabilities increasing, their maintenance decreased. When a barge was no longer useful, companies would simply take the barges up some lesser used river and abandon them. Some remained above water well into the 1970s, rotting and sitting on the bottom leaving only memories. I know, by some quirk of luck, the first barge I ever went aboard, the “Tuckahoe”, ended up the Pasquotank River, at my home town. She was brought up there about 1945 along with another barge and left to rot away. Some remains are still visible above water. As a youngster, we visited her often and removed some lumber to build a small scout hut in our back yard. My brother was scout leader of troop No. 153.
The barge people endured a life that bordered on poverty as almost all barges were without the average necessities found ashore. There was no electricity, running water or the usual bathroom conveniences. Heat came from a simple coal stove that was used for cooking as well. Light from kerosene lamps were the norm. Barges usually carried coal that was loaded from large chutes that left all surfaces with a deep layer of black coal dust that made its way into all cracks and crevices aboard. You lived with this dust as it was quite impossible to remove, even after a complete hose swash down from the water that was available from over the side. A trip hauling cargo other than coal was received as having a holiday. Often a family comprised the entire crew and some would be under age but worked using the social security number and often earlier than under 12. We were of that group; a single family working as the whole crew.
Barges in tow traveled at about 3 to 4 knots per hour. You were at the mercy of the storms when out to sea and many were lost to its elements. Barges were notorious for leaking especially after they passed the 20 year mark and low maintenance. During WWI, running up and down the East Coast, you were like sitting ducks and at the mercy of those German Wolf Packs that plied those waters. The East Coast had the highest fatality rate of any shipping lanes as a result of the heavy shipping traffic and limited protection. Barges had no protection whatsoever and were completely helpless when an attack occurred.
The barge people numbered about 10,000 during the WWII era and often were without the privilege of having been licensed by the U. S. Coast Guard as merchant seamen. Women served on these barges as cooks but the USCG refused to recognize them and they were not granted seamen’s papers. Early on, RADM Emory S. Land of the War Shipping Administration declared that women would not be allowed to work on ships during wartime and that became the law of the land as far as the captains of the port issuing seaman papers were concerned. My mother & sister were refused papers when they applied for them. An official USCG Identification Card was issued to my mother in place of official seamen's credentials and she sailed on that throughout the duration of the war and several years after until 1950 when she came ashore for the last time. I was present when the Captain of the Port in New York, NY refused her seaman papers and that is what she was told by him directly.
Recognition as veterans of the US Merchant Marine has become impossible for these barge people since company records have disappeared along with the companies some 50 years ago. Those records, such as deck and engineering logbooks that were maintained by the companies and turned over to the War Shipping Administration, were ordered destroyed in 1970 by the Maritime Administration because they were voluminous, costly to house and service and very seldom used for research. The Commandant of the USCG issued orders on 20 March, 1944 that “relieved the masters of tugs, towboats and seagoing barges the responsibility of preparing shipping and discharge documents”. These two actions by US Government Officials practically eliminated many veterans of the US Merchant Marine for gaining recognition as these are the same documents the National Maritime Center rely on to confer veteran status to the mariner. Their automatic denial reply states “the Coast Guard has no record or other evidence of service for the mariner in question”. With the continued loss of records being uncovered by the Inspector General at the Veterans Administration, this action seems to be across the board, leaving the veteran with little hope of ever getting benefits due them, without more legislation.
Six members of my family worked for several companies that have long since gone out of business and no records exist that we can find to assist us in proving our employment so the NMC will recognize us as veterans of WWII. Records exist at the Social Security Administration (SSA) but the NMC will not accept that as proof of service. Several other veterans have stated they are in the same situation. Included below are the companies that we worked for in hopes that some other mariner may recognize them and have some memory of their service that may be of help to me or; I can exchange my information to them in hope it can help them otherwise.
Southern Transportation Co., 16 S. Broad St. Philadelphia, PA; Soc Sec Employer ID #23-1107690; Southern Transportation Co., 29 Broadway, New York, NY; SSE ID #13-5403997: Cullen Transp. Co., 80 Broad St, New York, NY; SSE ID#13-5017994: Eastern Transp. Co., 1416 Munsey Bldg, Baltimore, MD; SSE ID #52-0300320: Wathan & CO, Agent for Various Barges, So End of Andre St, Baltimore, MD; SSE ID #52-0541398: P. Daugherty Co., Hearst Towers, Baltimore, MD; SSE ID #52-0296180:

Author's Note: on 05 Aug, 2010

There is a bill in Congress now. HR 5829 "WW II Merchant Mariners Service Act" that will help these seamen. WE need to get the word out and have our memebers of congress sponsor this bill.

Notice to Mariners of WW II

2008-12-28T14:05:00.000-05:00

NOTICE TO WW II MERCHANT MARINERS
IS YOUR FORM DD214 OR 1300 ACCURATE?
The DD Forms 214 & 1300 are widely regarded as two of the most important documents in the military as it provides a complete record of a veteran’s time and locations in the service, awards and medals earned, and other pertinent service info. The VA utilizes this document to secure veteran’s benefits and may be requested by employers should a person indicate he had served in the military. These documents should be complete and accurate. The data contained within these documents is essential for this document to reflect the honored status that it is intended for. The Department of Defense (DOD) has an automated system in place that provides this data for all veterans except the Merchant Marine veteran. DOD agencies have specific instructions in place to accurately complete either document. DOD Instruction 1336.1 and DOD Instruction 1300.18 provide specific instructions for Forms DD214 & DD1300 respectively. The National Maritime Center (NMC) does not utilize this system and relies on the human effort for accuracy and completeness of the forms they provide. Numerous errors and omissions are being encountered via the NMC method. The term NA (not applicable) is utilized where info is readily available. Mariners should review their document to ensure accuracy. All blocks should be filled with pertinent information. If the proper information is not stated, you should notify the NMC and request action be taken to ensure your document is corrected. You should also notify your local congressman of your action to insure compliance with DOD directives. The US Merchant Marine deserves the same treatment afforded to other veterans and this is not occurring. The NMC apparently does not adhere to DOD direction in this matter.
Does your DD 214 or DD 1300 form include complete and accurate data for the following items?
Date and place of entry into active duty and date and place of release of active duty
Home address at time of entry Home address after separation
Last duty assignment and rank
Military job specialty Military education
Decorations, medals, badges, citations, and campaign awards
Total creditable service Foreign Service credited
Separation information (type of separation, character of service, authority and reason for separation, separation and reenlistment eligibility codes) Multi-blocks for information
DD Form 1300 will contain additional data for casualty information. e.g. (killed in action)
Type Cause and circumstances
Status Duty status
Category Flight status
Date of casualty Body recovered
Place of casualty Remarks (should include specifics of casualty)
Race Sex
Interested persons. This block should include adult next of kin, & beneficiary for pay & insurance

Records are continually being lost by various governmental agencies that have responsibility to safeguard records of veterans that are necessary to prove eligibility for benefits of various degrees. More and more incidents of lost records from these agencies are being brought to the attention of the public. Yet no alternative solutions have been offered to replace these documents. These lost records only make the veterans’ position to gain recognition for service more and more difficult. The response from the NMC is usually the same when an application is returned. “There are no records to certify that you served aboard a merchant vessel during the timeframes allowed”. It is difficult to obtain records that have been destroyed, lost or from other actions that are not the fault of the veteran, but from the fault of those that have been given the responsibility to maintain and protect them. The NMC does not use the procedures set forth in specific DOD directives that are required other services. Requests for their implementing instructions for the Forms DD 214 & 1300 have gone unanswered.
Veterans, review your documents and, if they do not contain the correct information, send it back with a letter telling NMC they are letting you down and you want a corrected document. Tell them you want your document to resemble the documents enclosed as samples in the DOD Instructions DODI 1300.18 & 1336.1. Also send a copy of the documents to your representatives both in the House and Senate. You should ask your delegates to sponsor some sort of bill that will protect others from these same mistakes and provide alternate methods of proving their employment for those records that have been destroyed by those that were supposed to have protected them.

RECORDS OF TUGS & BARGE COMPANIES OF WWII

2008-12-16T19:33:00.000-05:00

Records of Tug & Barge Companies of WWII Era
________________________________________
I am trying to locate names and addresses of companies that owned tugs & barges that transported coal to various ports along the east coast during the WWII era. We usually loaded coal at Norfolk, VA and carried it up north to these ports: Baltimore, MD; Bangor, ME; Boston, MA; Fall River, MA; Hoboken, NJ; New Bedford, MA; New Haven, CT; New York, NY; Norfolk, VA; Palisades, NY; Perth Amboy, NJ; Philadelphia, PA; Portsmouth, NH; Providence, RI; Stamford, CT, Williamston, NC and others farther north. My family worked on these barges and I need to establish evidence of their employment on those barges. This data is required in filing our claims to gain recognition as US Merchant Marine Veterans of WWII. The barge companies have long since gone out of business and I am unable to locate employment records to support our claim. I have contacted the cities that we visited during the years from 1941 to 1947. We worked as a family during the summers between school. My dad was the captain, mom the cook and the boys were the crew. Dad was employed as captain year around. These barge companies and the companies loading and unloading the coal may have records that would identify the barge names as well as the captain's names, along with dates visiting the unloading piers. A list is enclosed with names of the barges and companies. The list includes an approximate time when we worked them. I would appreciate any help you can offer. Just the names and addresses of the companies unloading the coal would be a great help. Listed below are the names of barges and approximate years we were aboard. Efforts to gain formal information via the US Government Archives and other offices have proved to be of no help. The five members of my family collectively spent about 8 years in the hostile east coast waters during the 1942-1946 period the German submarine wolf pacts were spreading havoc on our Merchant Marine and I would truly like to have my family recognized for their efforts.

JD Horton of 104 Riverview Ave, Camden, NC 27921 Phone 252 336 5553

OWNER: SOUTHERN TRANSPORTATION CO. 16 S Broad St, PHIL. PA & Soc Sec Admin Employer ID 23-1107690 & 29 Broadway, New York, NY; SSA Employer ID # 13-5403997
Barges: TENNESSEE, (yrs 1941 & 43); COHASSET, (yrs 1941 & 42); CHELSEA, yrs (1942 & 43); PORTLAND, yr (1943 & 44)
OWNER: CULLEN TRANSPORTATION CO. 80 BROAD ST., NEW YORK, NY SSA Employer ID # 13-5017994
Barge: CULLEN #17, (yr 1945)
OWNER: P. DAUGHERTY CO. GAY & LOMBARD STS. BALTIMORE, MD; SSA Employer ID # 52-02961080
Barges: MARYLAND, (yr 1945); DELAWARE, (yr 1946); BALTIMORE, (yr 1947)
Name: William Lee Horton
Birth Date: 12/06/94
Death Date: 02/17/70
Seaman Z No.: Z 187260
Position: Captain

2008-12-16T17:24:00.003-05:00

LOSS OF VETERAN’ RECORDS STILL CONTINUES
Our American veterans are continually being denied recognition and benefits for their services due to lack of records to verify eligibility of service. More often than we care to believe it is not the fault of the veteran. Current regulations place the responsibility upon the veteran to prove eligibility of service. The veteran relies on the US Government processes to compile and maintain those records. Legislation is in place to insure those records are contained and protected but there have been too many veterans denied rights because records do not exist to prove their eligibility for benefits and recognition.

Oversight inspections at various agencies continually reveal discrepancies in the maintenance of records for our veterans in all military services including the merchant marine. A press release from the Department of Veterans Affairs (VA) dated 16 October, 2008 revealed the VA inspector general (IG) earlier this month found problems with documents improperly marked for disposal at benefits offices in 4 cities: St. Petersburg, Detroit, St. Louis and Waco. The VA began a separate inquiry that found nearly 500 documents improperly placed in shredder bins in about two thirds of the agency’s 57 benefits offices.

Generally the Inspector General conducts an inspection of their facilities just once every three years. In this incidence, one inspection brought forth a report that about 67% of one agency’s offices were discovered to be in the process of destroying pertinent official veterans’ records crucial to receiving benefits or recognition for services. This finding would suggest that potential for widespread loss of valuable veteran records is exceedingly high and could very well apply across all agencies. In this finding, considered that it occurred on only one day at 57 offices of one department, then it is conceivable that it could be happening at approximately 67% of all activities on 67% of all work days, and for 67% of all years that records have been required to be retained. This amounts to staggering numbers of records lost to the veteran when they need them for support of their request for service and recognition. We have let the veteran down, they deserve better and we are required to provide better than this on their behalf.
.
Again, this is just another incident of carelessness, by persons who have been given the responsibility of preserving records of our nation’s veterans. The destruction of those records would probably result in the veteran’s loss of eligibility of deserving benefits the way the system is currently viewed. Many veterans’ request for eligibility has been denied due to lack of records that verify their service. A large portion of those denied would have had no problem being certified had the proper authorities simply complied with existing requirements. In other cases those in authority had little foresight in how important service documents are when it comes to gaining recognition for the sacrifices the veteran has given to gain eligibility.

This has been a continuing problem confronting those who have served and have fully earned the right to be recognized for their service. There are many veterans who have been denied their due recognition simply because “there is no evidence in your records that attest to your eligibility for services” being written on their returned DD Form 2168s, request for discharge. A casual review of records having been made by a government employee and simply returned without benefit of knowledge of or not utilizing an existing automated system for maintaining accurate and complete records as they pertain to an individual’s service to our country, is simply not acceptable.
In addition to the ongoing discoveries by the VA IG, other past losses demonstrate the veteran is at a severe disadvantage in proving his eligibility for recognition and benefits:

(1) The GAO Audit, GAO-06-1010, Sept 2006, cited several deficiencies of the joint services in gathering, obtaining and reporting information relative to casualty information processing procedures. GAO recommended closer support of agencies and working with the Social Security Administration (SSA) and the (VA) to insure the veteran received the best service possible. Still, two years after, the loss of documents continues.

(2) During WW II similar situations occurred that made recognition for services near impossible for some veterans of the US Merchant Marine. On March 20, 1944, the Commandant of the US Coast Guard issued an order to relieve the masters of tugs, towboats and seagoing barges of the requirement for submitting reports of seaman shipped and discharged on the same form now required to prove his employment for eligibility.

(3) A search of the NARA in College Park, MD to retrieve information from ships’ logs for evidence of employment brought forth this report, “After World War II, the deck and engineering logbooks of vessels operated by the War Shipping Administration were turned over to that agency by the ship owners, and were later destroyed, by the Maritime Administration, in 1970 on the grounds that they were voluminous, costly to house and service, and very seldom used for research”.

There will always be incidents of human failure be it by inexperience, shortsightedness, disregard or inefficiency. Even with the various oversights in place to prevent mishaps, conditions will occur denying the veteran recognition for his service is action is not taken to improvise and adapt for the loss of documentation from the fault of others than the veteran. To date the officials who are responsible for the issuance of eligibility, maintain the responsibility for recognition is that of the veteran. However, without those documents that are being consistently destroyed by those who are responsible for their safekeeping, the veteran simply cannot prove his position. Measures must be taken to allow for these mishaps and allowances for other means of recognition must be accepted if the veteran is to gain his rightful and well earned recognition for services and benefits owed to him by our country. Restrictions on those requirements for eligibility must be relaxed and latitude for proof of eligibility must be offered by some means of substitution or other improvising.

The authors of Public Laws 95-202 and 105-368 had good intentions to right a wrong that was unjustly levied on those merchant seamen that served during World War II; but they were never privy to these serious errors that have been committed regarding the maintenance of those records that are now necessary to prove one’s eligibility. If so, provisions would have been made to rectify those thoughtless actions. Now those authors must be made aware of the problems to satisfy the criteria maintained by the National Maritime Center (NMC) in recognition of services. As far as can be determined, the NMC does not comply with the instructions specified within the DODI 1300.18. They rely on their own archaic record keeping and uninformed personnel to prepare the two most revered documents the services produce, DD 214 and DD 1300. There are systems in place that would supplement the required information in recommendations within the GAO report GAO 06-1010 if they were implemented. The SSA can provide necessary information regarding employment dates and names of employing companies for the veteran that will certify employment. The NMC should adopt the DODI 1300.18 as their implementing instruction for the Casualty Affairs Program, if they are not already required to do so. Additional improvising is necessary to replace the lost documentation conducted under the auspices of governmental dictate.

Many years passed before this country before recognized the Mariner for their heroic efforts that often came with a high price regarding the loss of life. They were scorned and condemned for their services, yet they kept on giving and kept the supplies and troops moving in spite of their heavy losses. In May, 1942, President Roosevelt stated, “The war is now five months old and we have had our answer. Two million men have been called to the colors. In far places and near, our soldiers, our sailors, our air pilots, the beleaguered men of the Merchant Marine, have shown the stuff of heroes. Everything we have asked of them they have delivered. Everything -- and more”. He also stated in “that without those heroic members of the Merchant Marine, we may have lost this war”. Finally, those mariners received their long overdue veteran’s recognition with Public Laws 105-368 and 95-20

Almost 16 million G.I.s came home after the end of WW II and they immediately received their due recognition. That same time about 250,000 merchant marine seamen came home and received nothing. It took another 50 years before they were officially recognized by law as veterans. Today less than 80,000 have received official recognition. I know from personal experience there are quite a few that have been denied because of lack of records and they need help getting documentation to prove their service existed. This bill will offer relief to some deserving individuals that did what was asked of them. We owe them for their extraordinary services and selfless sacrifices. Let’s pay them back by giving them some help in gaining their recognition. New legislation is necessary for the veteran to utilize alternate methods for gainin recognition. What do you think will help?

Update:
A Bill was introduced into the House on 23 July, 2010, "WW II Merchant Mariners Service Act" that may help these seamen. It will allow for other documentation to be used in place of docs that were withheld/destroyed by government actions. Also this will allow women for the first time to be recognized for their service as veterans. Women were denied their offical mariners documentation and had to sail without the proper docs to gain their veterans status. This will help. We need to get our congressmen in back of this to have them support this Bill.