Following the conclusion of World War I it was difficult for the Manitowoc Shipbuilding Company to acquire contracts for the construction of new ships. To keep the shops busy and thousands of workers employed, the company made modifications to their shops to allow for locomotive and car repair. Charles West was a true business leader and approached railroad companies to gauge the potential acquisition of this new business line. A number of Chicago-based rail lines and lumber companies in northern Wisconsin and Minnesota were on board. With this new business opportunity, there was enough repair of locomotives and rolling stock to keep the Manitowoc Shipbuilding Company’s shops and employees busy for three years.

“They were out to get us at all costs. From my post in the wheelhouse, there were many close calls form Jap bombs that came hurling down on the carrier from the Jap planes. Two of three times it seemed as if I could almost reach out and touch some of the bombs as they dropped past our station”, recalled Manitowoc’s Edward Aschenbrenner of the sinking of the USS Lexington during World War II. Edward was 24 years old when he was a wheelmen on the U.S. aircraft carrier Lexington when it sank during Battle of the Coral Sea in 1942.

Construction on the Manitowoc Shipbuilding Company’s first World War II submarine, USS Peto, had gone well except for a snag it hit in the latter part of 1942.  In October 1942, a Manitowoc Shipbuilding Company employee was accused of wartime sabotage acts by the Federal Bureau of Investigation for a defect that was found on the USS Peto.