CARR Families and Friends,
This week we were extremely busy, actively executing our C-TOC mission. As those who follow us on Facebook know, we also got some good press this week for our Sailors (check out our Facebook page to see the articles). This weekly update will also be the first in a series containing some history about the Panama Canal.
Day 73 – Sunday, August 12th
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Last night we chased a go fast after the helicopter spotted it jettisoning packages over the side. We recovered 4 bales of marijuana before being ordered to shift our efforts and get the go-fast. We chased the go-fast for over 90 miles and the go fast was corralled toward Costa Rica where the narcotics smugglers were apprehended by Costa Rican authorities.
The chase lasted until about 0500 this morning, then we turned around and headed back to the debris field to see if we could find any more narcotics packages floating in the sea. After spending all day searching the area with the assistance of our helicopter, we had collected 81 bales (4134 lbs) of marijuana.
Great job to the entire team – Helicopter Detachment, Coast Guard LEDET, boat crew, CIC Team, and Bridge Team.
Day 74 – Monday, August 13th
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After two long days, we were up before dawn to prepare for an underway replenishment with USNS CHARLES DREW (T-AKE-10) – same class of vessel as SACAGAWEA. CHARLES DREW was transiting through the Caribbean enroute the Panama Canal after completing her deployment to the Persian Gulf with the USS ABRAHAM LINCOLN Carrier Strike Group.
As Conning Officer, ETC William Dowe did a great job bringing us smartly alongside just before sunrise and then maintaining station while we took on 86,933 gallons of Diesel Fuel Marine and 16,745 gallons of JP-5 for our helo. The evolution went smoothly, in part due to BM2 Ronaldo Clarke who served as the station 7 Rig Captain. His expertise and direction ensured the evolution was safe and successful – well done!
Once complete we headed back to our patrol area to continue our mission.
Day 75- Tuesday, August 14th
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As we continued to patrol, we came upon an unusual site – a fishing vessel and sailing vessel in close proximity. After approaching we immediately surveilled both vessels and attempted to establish communications – no response from the sail boat. I then sent our small boat over to investigate – it turns out that the batteries had died on the boat and they couldn’t use anything electrical including their bridge to bridge. The American sailing vessel was attempting to get the fishing vessel to charge their batteries; however, the fishing vessel did not have a proper battery charging station.
We brought the marine batteries back to CARR and charged them for a couple hours. Once the sailing vessel confirmed they could get their electrical gear online, we departed the area to continue our patrol. It is always great to be able to help out mariners in need.
As the afternoon progressed, we set up to receive an air drop of parts. The aircraft dropped low and paralleled our course, dropping a capsule attached to a parachute into the water – we then sent our small boat out to retrieve it. As a result of the parts drop, we were able to make multiple repairs – including repairs to our general announcing system (1MC). The temporary repairs made to our 1MC kept the equipment operating, but it is nice to have it working as designed. Great job to ET1 Carl Denker and ETC William Dowe
who quickly set to work installing the 1MC parts.
Just as we were recovering the air drop parts, our helo identified a suspect vessel to the north of us. We immediately picked up speed and proceeded to intercept another go-fast.
Day 76 – Wednesday, August 15th
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There wasn’t much of a chase, it turned out that the vessel had broken down and was easy pickings. CARR’s embarked LEDET conducted operations and recovered two personnel and 568 kg (1250 lbs) of Cocaine. This boat was not much bigger than two canoes – the risks the narcotics traffickers take to smuggle narcotics is incredulous.
Great job to LSSN Bilal Barnes who completed his Flight Deck Crewman, Flight Deck Observer and Master Helmsman qualifications this week. He has gone above and beyond to contribute outside his rating and his division.
Anytime we send our small boat out on a mission, we have our personnel on board in addition to the LEDET. BZ to EN3 Joseph Kruse who spent many hours on the boat this week while serving as CARR’s small boat engineer. His duties included monitoring the engine parameters and remaining ready to respond to any engineering casualty the boat may have. EN3 Kruse is also
assigned to our Food Service Division where he operates the plastic waste processing – an essential unit to support our environmental compliance.
Day 77 – Thursday, August 16th
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Congratulations to AT3 Lopez who was frocked to AT2 – good to see the paperwork got done and he is able to wear his new rank. He is doing great things with the det.
Auxiliaries Division undertook a significant job this week, overhauling two of our waste heat circulation pumps – including replacement of the mechanical seals. BZ to EN2 Hezekiah Crandall, EN3 Ryan Dahl, EN2 Joseph Lawhorn, EN3 Elvin Lugo, and EN3 Joshua Young who pulled double duty working into the late hours to complete the overhaul over 3 days. Great job A-gang!
Day 78 – Friday, August 17th
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This afternoon we rendezvoused with USS UNDERWOOD (FFG 36) [the oldest steel Frigate in our Navy.obviously CONSTITUTION is the oldest Frigate, and yes – FFGs hulls are steel.only the superstructure is aluminum] to transfer some parts.
Crisis in the scullery – the v-belt that drives CARR’s only Dishwashing machine shredded into pieces. At first it appeared that the spare belt we had would not fit; however, ENC David Boulter, EN2 Hezekiah Crandall, EN3 Ryan Dahl, and EN3 Joshua Young teamed up to repair the scullery by making adjustments to the mounting of the motor and installing the new v belt within a matter of hours.
Great job to IC1 Derek Hotop who installed three new cease-fire alarms and repaired one other one – restoring all alarms to operation.. He continues to work with IC3 Brent Edwards to make sure internal communications and alarms and monitoring circuits are in working order to keep their shipmates safe.
Day 79 – Saturday, August 18th
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This week DC3 Andrew Webb was recognized as the Engineer of the Week for his outstanding performance. He fabricated some parts using CARR’s lathe along with conducting some welding. He was awarded a $10 gift certificate to the ship’s store and a well deserved day off from division duty.
Nice job to SN Brett Sapp and PSSR Matthew Dherckers who worked diligently to keep the scullery running after the Scullery dish washer conveyer belt had broken. They had to use the deep sinks and wash galley items old school, ensuring the water was extremely hot for sanitation. Their efforts kept us off of paper plates – much appreciated!
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PANAMA CANAL – PART I
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Since I like reading about the history, especially when it is topical, I
brought THE PATH BETWEEN THE SEAS by David McCullough with me on deployment. Over the next few weeks I will include a bit about the history of the Panama Canal that I learned from that book and some other sources. By the way – THE PATH BETWEEN THE SEAS is a great read for you history buffs.
Plans to build a canal across the Isthmus of Panama date back to the time when Spanish explorers began to settle South America in the 1500’s. Despite their desire to link the oceans, they did not possess the technological means to construct such a canal. The invention of the steam shovel, development of hydrographics, and modern medicine were essential to facilitate such an undertaking.
Following the discovery of gold in California there was increased interest in spanning the isthmus to connect the Atlantic and Pacific Oceans. As an interim measure, the Panama Railway was constructed and commenced service in 1855, serving as a vital trade link between the Atlantic and Pacific. Although the railroad helped bridge the gap, a canal was still seen as the
ultimate solution. In 1855 the United States government commissioned William Kennish to conduct an initial survey of the isthmus. This effort was expanded in 1870 when the United States commissioned seven expeditions to conduct surveys of potential routes, including Colon to Panama City, Nicaragua via Lake Nicaragua, and Darien (the narrowest strip of land on the
Isthmus of Panama). As a result of these surveys, the United States preferred route was via Nicaragua (it was expected that this 181 mile route would involve the building of 10 locks).
Meanwhile in France, encouraged by their success in building the Suez Canal, entrepreneurs under the leadership of Ferdinand de Lesseps met in 1879 with representatives from 22 countries to discuss potential routes through the isthmus. The final decision of the group was to bridge the isthmus from Colon to Panama City with a canal built completely at sea level. Ferdinand de Lesseps believed that he could replicate his efforts at Suez and was strongly against any plan that would involve the building of locks. A company was established, the Compagnie Universelle du Canal Interoceanique, and funds were raised by issuing 600,000 shares at 500 francs each ($100).
On 20 January, 1882 the digging commenced in Panama (Panama was a province of the Republic of Colombia). The conditions in Panama were harsh and there were significant health risks (malaria and yellow fever) posed to the workers from the mosquito-infested Panamanian jungle. The fact that malaria (meaning bad air in Italian) and yellow fever were transmitted by mosquitoes would not be discovered for almost two decades. There were no treatments
for either disease; however, malaria could be prevented with regular doses of quinine. Quinine had its own risk In addition to the bitter taste, it could cause vomiting, headaches, or a ringing in the ears that could render the person deaf.
By October 1884 there were 19,243 personnel working on the canal. As a result of malaria and yellow fever, 1 out of every 5 people working on the project died (this included families as well). It was not uncommon to discover ghost ships anchored in Colon harbor whose entire crews had perished from yellow fever or malaria. As a result of the harsh conditions, some of the most technically astute and experienced workers returned to France. As the news of the deaths and limited progress being made, the
stock price back in France dropped: 364 francs in 1885, 282 francs in 1890.
In 1885 many were calling for abandonment of the sea-level canal plan because of constant setback, including the walls of the canal continuing to cave in. As the budget continued to rise and the stock price continued to plummet, the company needed more money to pay for the canal – the payment of interest on their outstanding debt also became burdensome. After failing to raise sufficient funds and refusal by the French government to support the endeavor, the Compagnie Universelle du Canal Interoceanique went out of business on 4 February, 1889. The venture had lasted more than a decade and was fraught with financial mismanagement and political corruption; it had expended approximately $287 million.
A second French company was created in 1894, the Compagnie Nouvelle du Canal de Panama, to continue the construction. A token workforce of only a few thousand was employed to comply with the terms of the agreement which also allowed operation of the Panama Railroad and to maintain the existing excavation and equipment in a condition for future sale.
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Jessica Meissner OMBUDSMAN
April Linton Co-OMBUDSMAN
Jackie Lease FRG President
Please join CARR along with our OMBUDSMAN and Family Readiness Group:
CARR
https://www.facebook.com/FFG52
OMBUDSMAN
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ombudsman/219688138070847?sk=wall
CARR Family Readiness Group
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Sailors Name
Department/Division
USS CARR (FFG 52)
FPO AE 09566-1506
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Until next Sunday, stay safe CARR Family and Friends!
CDR Patrick Kulakowski
Commanding Officer
USS CARR (FFG 52)
“Courage, Will, Determination!”
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