PRELUDE TO WAR:

"Iceland" -- This was the Neutrality Patrol prior to Dec 7th. Taken Nov 1941. A crewman chipping ice from our rigging. Cold job.

WW II really started in June 1919 with the signing of the Peace Treaty with Germany at Versailles, and a similar treaty of St. Germain, with the Austria-Hungary.  No one recognized, what they were doing, would have disastrous consequences within 20 years.  They were just relieved to have concluded a long and very bloody war.

Germany was disarmed, cut in size and the Rhineland occupied by Allied troops. The map of Europe was redrawn.  Many new countries were created. None had a homogenous population.  Each country harbored long standing grievances against its neighbors, as well as between the people within their borders (i.e.- the Sudeten Germans).  Large reparations were demanded from the losers. 

Japan gained mandates over many island groups in the Pacific, which the WW II Allies had to re-conquer.  Some of these that figured prominently in our Navy Ops during WW II, were the Marshalls, Marianas, and the Carolines. 

Within a year, the disaffected Germans started forming a political party, that later became the National Socialist Workers Party (the start of the Nazi party).  By Oct. 1922, Mussolini's Fascists marched on Rome and seized power.  Jan.1923, France and Belgium occupied the Ruhr, in an attempt to get Germany to pay reparations ($33B), in 1923 dollars (a truly staggering sum).  Jan.1924, in China, Chiang Kai-shek started to conquer the country.  By April l927, Shanghai fell and he "controlled" the country.  In 1934-35 the Chinese Communists took their "Long March".

Oct. 23, 1929, stocks on the NY Stock Exchange collapsed and within a few months, a decade long world-wide depression set in.  This led to financial failures in most major countries.

April 1930, the London Naval Treaty between the US and England. Japan was signed.  It provided for ratio of warships tonnage (5-5-3).  The US and England got the "5" and Japan the "3".  No new BB's until 1937, and also limited the new construction of cruisers, destroyers and subs. Italy and France, who would have gotten the ratio of "2.5" each, refused to sign.  May 30, the Japanese PM, Inuki, was out, as he supported the London Treaty.  The "hawks" started their climb to power, as they felt the Treaty put Japan in an inferior position.

Sept 1931, Japan manufactured an excuse to invade and conquer China's province of Manchuria (the Mukden Incidents).  The League of Nations dithered and Japan's rule was not challenged.  Manchuria was re-named Manchukuo, with a puppet "emperor".  Jan 1932, Japan attacked Shanghai and by March had conquered the city and the surrounding area.

March 4, 1932, the national election in Germany was inconclusive, Field Marshall Von Hindenburg beat Hitler, but the Nazi's made big gains.  Jan 1933, Hitler became Chancellor of Germany.  Feb 27, the Reichstag burned and the Nazi's consolidated their power.  In March, Japan left the League.  In Oct., Germany followed. 

August 1934, Hindenburg died and Hitler proclaimed himself "FUEHRER" and Chancellor.  In March of 1935, Germany started to rearm in earnest, created a new Air Force and started the "Draft."  April, the U.S. Congress passed the "Neutrality Act", which forbid help to countries at war and denied protection to U.S. citizens, who entered a "war zone."

In June 1935, Anglo-German Naval Agreement signed.  This gave Germany the OK to build a German fleet, up to 35% of the British Fleet and authorized Germany to build "U" boats.  Oct -Italy invaded Ethiopia.  Haile Selassie made a personal appeal to the League. The League again dithered.

By May of 1936, Italy had conquered the country.  July,  the Spanish Civil War started.  Germany and Italy arm and help Franco.  Russia helped the "loyalists."  This war gave Germany and Italy lots of good training for the Luftwaffe and a good try-out for German weapons.  October, Hitler re-occupied the Rhineland.  England and France failed to act.  Hitler won by default.  In November, Germany and Japan signed the "Anti-Comintern Pact" against Russia.  Italy signed on later, forming the AXIS. 

In 1937, events started to roll rapidly towards War, but few people were aware of the grave situation that was developing in Europe and in the Far East.  In January, Hitler formally rejected all of the Versailles Treaty.  In May, Neville Chamberlain became the British Prime Minister.  July--Japan used the Marco Polo Bridge incident, in Peking as the pretext to launch an all out attack on China.  December, Japanese troops captured Nanking, and out of control troops committed serious atrocities against the civilian population.  The  US gunboat, PANAY, was sunk in China, by Japanese planes on Dec 12.  In the US, Isolationist policies were still in effect and popular.  Many politicians (i.e. Senators Borah, La Follette, Nye, Col. Lindbergh) still espoused "Isolationism."  THE STAGE FOR WW II IS NOW SET!

1938--Events started to roll faster.  In March, with no protests from the "Allies", Hitler marched in and annexed Austria.  In May, Hitler turned his attention towards Czechoslovakia, with  3 million Sudeten Germans.  By September, there was a full blown crisis.  Chamberlain flew to Munich to see Hitler.  England, France and the Czechs mobilized their armed forces. On the 29th, Chamberlain and Daladier (French Prime Minister) accepted the German demands.  Chamberlain flew back to London and proclaimed "Peace in our Time."  The world breathed a sigh of relief.  War had been adverted, at least for now.  Everyone, except Hitler, went back to their routine.  In October, Hitler sent German troops into the Sudentenland, unopposed, and annexed it.  Czechoslovakia was broken up.  Poland jumped in to take the Teschen area (population-mostly Polish extraction).  November, Japan announced, "The New Order for East Asia."  "Japan is #1, the rest of the world, takes what is left." Nov 9-10, Germany Nazis conducted  the infamous "Kristall Nacht", against the Jews, an ominous omen of things to come.

1939--THE FATEFUL YEAR

The WILKES and NICHOLSON, along with 22 other cans of the same class and design, were authorized, in the years of 1937-1939.  We got the OK for our ship in 1939. Early in the year, Hitler gobbled up the rest of Czechoslovakia.  England and France did nothing.  Germany moved into Lithuania.  April, Italy attacked Albania and botched the job.  Hitler, emboldened, moved on Danzig (the Free City, on the Baltic).  In May, England finally woke up and started conscription for the Army.  May-Aug, Russia and Japan armies fought on the border of Outer Mongolia-a draw.  June and July, British and French tried to sign a treaty with Russia-no luck.  July, Poland gave the British 2 "Enigma", German coding machines, used to break the German Codes. THIS WAS A VITAL MOVE AND ITS IMPORTANCE IS OFTEN OVERLOOKED.  Aug 15, British reinforced Egypt in the Suez area with Indian troops.  19th, Germany sent 14 "U" boats to stations in the Atlantic.  The pocket battleships, GRAF SPEE and the DEUTSCHLAND went on patrol.

Events ran fast towards WAR.  Aug 21, Germany and Russia agreed on an economic treaty.  Aug 23-24, the infamous Soviet-German Non-Aggression Pact was signed in Moscow.  The ROAD TO WAR was now straight.  England gave assurances to Poland.

Sept l, Germany attacked Poland, with 53 divisions (BLITZKRIEG).  2nd, the US "sold" 50 old "4 pipers" to England for long term leases on bases. 3rd, the British Empire and France declared war on Germany.  The die was now cast for the next 6 years.  The British liner, ATHENIA, was torpedoed and sunk off Ireland, with heavy loss of life, including 28 Americans.  The "U" boats didn't waste any time.  27th, Poland quit.  30th, President Roosevelt set up the preliminary work on the Atom Bomb. Then came the period of the "Phony War", when Germany consolidated its gains and regrouped. 

Nov 1- 0800-The keel was laid in dry-dock #2, Charleston Navy Shipyard, Boston, for the USS WILKES and NICHOLSON.  30th - Russia invaded Finland.

Ed Note: Between 1937-1939, 24 destroyers, from the BENSON (DD 421) to the INGRAHAM (DD 444), authorized.

1940

Finland and Russia concluded an Armistice March 11. The "Phony War" ended, on April 9, when Germany invaded Norway. The Germans attacked in the Low Countries on May 10. Another BLITZKRIEG, Allied forces were pushed back on all fronts.  May 26-June 3 British evacuated Dunkirk and saved 338,226 troops, but no equipment.  31st -USS WILKES,  USS NICHOLSON were christened and launched, without fanfare.  June 4-8, British evacuated 24,500 troops from Norway. June 10, Pres. Roosevelt signed a $1.3B Navy construction bill. 10th-Italy entered the war. 11th, Paris fell.  22nd, France surrendered.  Hitler now controlled all of Europe that mattered. 

July 3, British attacked a large portion of the French fleet, which was in Mers-el-Kebir, badly damaging or sinking the French ships.  However, 1 BB and 5 cans escaped to Toulon, France.  18th, due to Japanese pressure, the British closed the Burma Road to China, cutting off her land outlet to India.  19th, Pres. Roosevelt signed the "2 Ocean Navy" bill, for 1.32M tons of new ships, 35 BB's, 20 CV's, 88 cruisers and 15,000 Navy planes. 25th, The US stopped export of oil and metals to countries outside of the Americas and British Empire.  Japan, having no oil and limited natural resources, felt threatened and turned its attention to the Dutch East Indies and Malaysia (oil and rubber).  THIS CAST THE DIE IN OUR RELATIONS WITH JAPAN. 

July 25, the air war started over England (the Battle of Britain).  Aug-British upgraded their cryptosystems but are still working on "Enigma." Sept 13, Italians started the North African campaign from Libya into Egypt.  Axis master plan was to seize the Suez Canal and Mid-East oil. Sept 16, the US Congress, after much debate and a narrow win, passed the Selective Service Bill, for the draft of 21-35 year old men.  In the House, there was a ONE vote margin. In the summer of  l940 students at major universities (i.e. Columbia), staged violent student protests against the draft and Lend-Lease.  Sept - the "blitz" on London started and the city burned.  Then other major English cities were attacked.  Nov.- German subs picked up their activities and the Battle of the Atlantic heated up.  Nov 18-the first successful operation of airborne radar was made, by the British. 

Ed Note:  In 1940, 12 BRISTOL Class destroyers, from the BRISTOL (DD 453) to HOBSON (DD 464), authorized, (56 more authorized later).  24 Fletcher class authorized, from the FLETCHER (DD 445) to the LEUTZE (DD 481), (additional 97 authorized later).     

1941

Jan-the US started the Liberty Ship building program.  Feb 12, General Rommel arrived in North Africa to head up the Africa Korps.  April 6, Germany invaded Yugoslavia and then Greece.  7th-The US opened the base in Bermuda, and then started  the US "Neutrality Patrol."  13th- Russia and Japan signed a 5 year "Neutrality Agreement".  14th-Yugoslavia surrendered. 22-24 - British forces evacuated Greece.  APRIL 22--USS WILKES (DD 441) and USS NICHOLSON (DD 442) were commissioned at the Boston Shipyard. 

May 1-- Iraqi troops attacked British posts.  Throughout 1940-41, German surface raiders were active throughout the world.  The British caught and sank/captured them one by one. 19th-Italian troops surrendered in East Africa-the first major Allied success on the ground. 20th- US merchant ship, ROBIN MOOR sunk by a "U" boat.  21st- German paratroopers landed on Crete. 27th- German super battleship, BISMARCK sunk by British Fleet, a coordinated effort by both Naval air and surface forces, the first major naval victory.  28th-June 1- British forces evacuated Crete.

June 1-- First British escort carrier entered into service, advances in radar started to help in anti-sub warfare.  8th- British and Free French forces invaded Syria to keep the Axis out-successful.  22nd - OPERATION BARBAROSSA--Germany invaded Russia with very heavy ground and air attacks.  Russian troops caught by surprise-retreated.  28th-US Congress passed a $10.4B appropriation bill for the Army. 

July-- British started more air raids over Germany.  10th- US Congress OK'd $4.77B for the Army and $3.23B for the Navy and to build Liberty ships.  30th--Japanese planes bombed US river gunboat- TUTUILA (PR 4), in China.  Japan said it was "sorry."

Aug. lst-- US forbade the export of oil and avgas except to the British Empire and the Americas.  This hit Japan hard, as she had only limited stocks of oil products on hand.  This pushed Japan further towards war. 2nd- US started Lend-Lease to Russia.  9-12--Pres. Roosevelt and PM Churchill met in Placentia Bay, Newfoundland and promulgated the "Atlantic Charter." 25th -British and Russian forces moved into Iran to secure the oil fields.

Sept-- 4th- USS GREER (DD 145) attacked by "U" boats in the North Atlantic, but not hit.   It had been working with British aircraft.  17th-US Navy started escorting some Halifax- UK convoys and most Halifax - Iceland convoys. Congress approved additional $5.98B in Lend-Lease.  24th- German "U" boats entered the Mediterranean and eventually sunk the British BB- BARHAM and CV- ARK ROYAL. 

Oct-- "U" boats were very active -80 operational, 100 in training..   16th- U 568 torpedoed the USS KEARNY (DD 432) in a convoy battle-survived.  18th- German Army were at gates of Moscow-high water mark. 25th- British BB's PRINCE of WALES and REPULSE were sent to the Far East Fleet.  31st- USS REUBEN JAMES (DD 245) sunk by a "U" boat while escorting convoy HX 156, 100 lost. 

Nov--6th- Congress OK'd $1B-Lend-Lease to Russia.  German raider, ODENWALD, captured off Brazil, by USS OMAHA (CL 4), in the American Security Zone.   13th- Congress passed by a small margin, a bill to start arming US merchant ships, and to man with Armed Guard Navy men.  29th-  Japan's government decided on WAR, with the US and British.

Dec--1st- Emperor Hirohito gave his approval for the war.  Japan's Navy became active in SE Asia.  7th- PEARL HARBOR.-  followed by attacks on Malaya, Hong Kong, Luzon the same day.  9th- Jap planes sank the British BB's-PRINCE of WALES and REPULSE in the South China Sea.  Japs occupied Bangkok, Thailand, Tarawa and the next day, Makin Is.  10th- Guam was captured. 11th- Germany and Italy declared war on the US. 22-23- Wake Is. fell.  23rd- Jap landed in Borneo, Burma.  25th- Hong Kong captured.

Since June, the Russian Army suffered severe losses, estimated to be 5M casualties, 3M prisoners, 20,000 tanks, 30,000 guns, but they continue to battle the invading Germans on all fronts. 

STRATEGY

BUILD-UP

The Axis armed forces were preparing for war, while the various Allies didn't see the coming threat/disaster.  Eventually the British Empire and the US perceived the coming war and started to rebuild their armed forces-barely in time. 

OVER-RUN

In the initial days of Sept 1939,Germany and Russia overran Poland.  Then in the winter/spring of l940, the period of the "Phony War." April -German invaded Denmark and Norway.  May 10, 1940-German invaded the Low Countries.    British evacuated Dunkirk May 26-June 4.  June 22, France surrendered.  Hitler was poised to invade England.  Air war-Battle of Britain -1940-41.  Sept 1941, Hitler invaded Russia-huge gains.  High water mark, gates of Leningrad, Moscow, Stalingrad, Caucasus.  By the Fall of  1941, Germany controlled, from the Channel, eastward to half of European Russia, Norway, the Balkans and most of North Africa, except Egypt.

When Japan entered the war, they in turn, over-ran all of South East Asia, the Philippines, westward to Malaysia, Burma, eastern India, most of New Guinea, and threatened Australia. 

CONTAINMENT

British held on to Malta and the Suez Canal/Egypt, (after several see-saw campaigns).  Russia saved Leningrad, Moscow, Stalingrad.  Hitler failed to make the Channel crossing.  The US used England as a huge staging area for future operations. 

In the Pacific -- June 2-7, l942-the Battle of Midway stopped the Japanese eastern push.  This was probably the turning point in the Pacific War. Oct --The Allies held Port Moresby, New Guinea.  March 2-4, 1943-Battle of the Bismarck Sea, blunted the Jap advance in New Guinea and towards Australia.

COUNTER-OFFENSIVE

This didn't happen over night.  In the Pacific, first, General MacArthur concentrated on securing Australia and building up our Army and Navy strength in the area.. Then the offensive started Aug 7, 1942, with the Marine landings on Guadalcanal.  After a long, bitter fight on land, sea and in the air, we were successful, with the final Jap evacuated, Feb 8, 1943.   The Aussie/American campaign from Port Moresby, over the Owen Stanley Mountains and the capture of Buna, New Guinea, Jan 1943, commenced our long road to the Home Islands.  The formation of fast carrier Task Forces, carried the fight to the enemy. 

In Europe, with the gradual build up of Allied air power and ever increasing air raids on the Continent (especially German cities), from British air fields, the Allies cut deeply into Germany's war effort..  The effect of "Lend-Lease" in getting war materials to England and Russia.  The tremendous war effort by the American People and the industrial capacity to turn out the ships, planes, tanks, etc. needed  to WIN, turned the tide and we went on the offensive.. 

On the Eastern Front-- The Russian Army's counter-offensives, after taking millions of casualties and loss of most of their tanks and artillery, was another key factor. 

All this led up to the Allied landings in French North Africa (Torch), Nov 1942; in Sicily (Husky), July 1943; in Italy (Baytown), in Sept 1943; Normandy (Overlord) in June 1944; Southern France (Dragoon/Anvil), in Aug 1944 and final victory in Europe, May 8,1945 (VE).

In the Pacific-the "Island Hopping", the Philippines, the capture of  Iwo Jima and Okinawa, the fast carrier task forces,  the threatening of the Home Islands, 2 Atom bombs. Then FINAL VICTORY--Aug 15,1945-(V-J DAY). 

COMMISSIONING,  TRIALS AND SHAKEDOWN

The USS  CHARLES E. WILKES (DD 441) was the third ship to take the name of Rear Admiral Charles E. Wilkes, USN, to sea.  The first WILKES was a torpedo boat #35, laid down in 1899, 261 tons, 25 kts, in commission from Sept 12,1902 until Nov 14, 1913.  The second: DD 67 was in commission from Nov 11, 1916 until June 5, 1922. It was 1100 tons, 29.58 kts, complement - 99, built by William Cramp & sons, Phila. She was sponsored by Miss Carrie  McIver Wilkes. It took part in WW I.  It was part of the screen of the first troop convoy from NY to St. Nazaire, France, and did troop ship convoy duty out of Queenstown, Ireland.  Later, she was a picket ship for the first transatlantic flight, flown by US Navy NC-type aircraft.  She was turned over to the Coast Guard in 1926 - 1934 and used in the "Rum Patrol" to intercept smugglers along the Atlantic coast.  She was struck from the Navy List in 1934, under the provisions of the London Naval Arms Limitation Agreement.  The fourth WILKES, TAGS-33, an oceanographic vessel, was laid down in 1968 and commissioned in July 1969.  She was sponsored by the great-great grand-daughter of RADM Wilkes.  She remains active today conducting oceanographic missions, collecting, processing, and evaluating acoustic, hydrographic and meteorological data.

RADM  Wilkes was born April 3, 1798, in NYC.  Between 1815 and 1817, he served on merchant ships.  He was appointed midshipman Jan 1, 1818. There was no USNA then. He served his initial training on the INDEPENDENCE, later on the GUERRIERE.  Then to the FRANKLIN and later commanded an American merchant ship, OCAIN. From 1826 to 1830, he was at home, awaiting orders.  April 1830, he was back at sea, serving in the Mediterranean and Pacific area.  He was then appointed Chief of the Division of Charts and Instruments, the forerunner of the Navy Naval Observatory and Hydrographic Office. He was scientifically oriented and had previously charted the Georges Bank.

Near the end of the 1830's the US maritime interests and ships had been an increasing factor in world trade.  The clippers and whalers from New England were already sailing the globe.  Congress and the Navy thought it was time to send out an expedition to explore and survey, although they were short of money to properly fund the enterprise.  The Navy picked Wilkes for the job.

On Aug 18, 1838, then Lt. Wilkes sailed from NYC on his historic voyage of exploration and discovery.  He was 39 years old, with 20 years of Naval service.  He was a junior lieutenant on the seniority list (38 out of 40).  His "fleet" consisted of 5 wooden hull sailing ships, with 490 Navy and civilian men. Some of the more noted civilians were James Dana, geologist, Joseph Couthouy, conchologist (shells) and Titian Peale, naturalist.  His flagship was the VINCENNES (780 tons).  The PEACOCK (100 feet long)was a sloop of war-with most guns removed.  Its CO was Lt. William Hudson.  The smaller ships were: the PORPOISE a 224 ton brig and the RELIEF, a stores ship; 2 speedy pilot schooners: SEAGULL (110 tons) and FLYING FISH (96 tons).

They all sailed South, stopping in Rio de Janeiro Nov 21, 1838, for repairs and supplies.  Then South, rounding the "Horn" and going through Tierra Del Fuego.  All along the way, his scientists explored, took samples, specimens, drew charts, maps, and likenesses of the new and strange creatures they saw. 

Then up the west coast of South America, losing the SEA GULL with all hands en route to Callao, Peru.  Wilkes decided to send the RELIEF home, with all the collectibles.  All the scientists were transferred to the flagship.  They then proceeded due West, arriving in Tahiti Sept 1839 and Samoa in Oct.  En route they explored and charted numerous islands.  Some places they were welcomed, in others, the natives were unfriendly and a fight ensued. There is a Wilkes beach on Wake Is.

Then to Australia, arriving in Sydney, Nov 1839, where the 4 ships were overhauled for the trip to Antarctica, which was still undiscovered.  The ships left Dec 26, 1839 and on Jan 13, 1840, sighted icebergs at 6l degrees S.  On the 16th, they sighted land, but pack ice kept them from landing.  Wilkes then sailed West for 1500 miles, sighting land along the way, charting as he went.  This area is now known as "WILKES LAND" in his  honor. 

Feb 21, 1840, he turned his ships North toward Sydney, where they were again repaired.  Then to the Fiji Islands, where they stayed 3 months, exploring, charting and collecting.  Then to the Hawaiian group, for more exploring, collecting, etc..  Then to the Oregon Territories, where the PEACOCK ran aground and was lost, but the crew rescued.  They worked their way south along the coast, charting, and collecting, etc. along the way, to San Francisco  Then back to the Hawaiian Islands for more exploring, charting.  Then westward again to the Marshalls and Gilberts, continuing to the Philippines, Singapore, working all the time, at every new place they visited.  Then around the Cape of Good Hope, arriving in NYC June 10, 1842.

They got a luke-warm welcome by the public and a cold one from the Navy brass.  A long Courts Martial ensued.  Wilkes was sentenced to a public reprimand by the SecNav.

The result of his explorations, his expedition surveyed 280 islands, including Tarawa, where his charts were used in WW II; mapped 800 miles of the west coast of the US; charted 1500 miles of Antarctica; collected over 4000 animal specimens, including 2,000 previously unknown species; 50,000 plants (many unknown); plus 2500 artifacts from the native populations encountered. Their work lead to the founding of the present day, SMITHSONIAN. He spent almost the next 19 years working and evaluating the data his expedition had collected.  He made Commander in 1843 and 4 stripes in 1855. 

Wilkes remained on active duty, until the Civil War, where he was again engaged in a controversial affair.  His ship (SAN JACINTO) intercepted the British steamer, TRENT, and removed 2 confederate agents, Mason and Slidell, on their way to England and France to represent the Confederacy.  This action almost brought England into our Civil War.  Later in the War, he had other sea commands, and was promoted to Commodore Aug 1862.  In Sept, he commanded the West India Squadron and promoted to Acting Rear Admiral.  He got into a dispute with SecNav, Gideon Welles, and wrote an "unwise" letter to him (over the TRENT Affair). Wilkes was subjected to another Courts Martial.  April 26, 1864, he was found guilty and suspended for one year.  Aug 6, 1866, he was promoted to Rear Admiral and retired.

He died Feb 8, 1877, age 78, in Washington, DC. 

His was the "ERA OF WOODEN SHIPS AND IRON MEN."

(Ed. Note):  In the plaza in front of the Naval Memorial, in Washington, DC, there is a bronze plaque depicting Wilkes and his around the world expedition--A Signal Honor.

THE SHIP

The WILKES was one of 96 destroyers of the class of ships that have been variously named: LIVERMORE/BENSON/ BRISTOL/ BUCHANAN/GLEAVES, or a combination of these names.  Jane's Fighting Ships calls us: the BENSON/BUCHANAN Class.  Some authorities named us the BENSON/LIVERMORE, (class l and class 2).  We were in class 2.(round stacks).

16 were war losses: LANSDALE (426), GWIN (433), MEREDITH (434), MONSSEN (436), INGRAHAM (444), BRISTOL (453), EMMONS (457), LAFFEY (459), CORRY (463), AARON WARD (483), DUNCAN (485), BARTON (599), GLENNON (620), MADDOX (622), BEATTY (640), TURNER (648).  The SHUBRICK (639) was severely damaged and scrapped.   We all can recall operating with many of these ships and the INGRAHAM was in our Division.  The BRISTOL had been the flagship of our Squadron Commander, (CDS 13)

12 were converted into high speed minesweepers (DMS).  4 were made into high-speed minelayers (DM). 

They were built in various shipyards around the country.  Contracts were let from 1937 to 2/10/41.   Our contract was let in 1939, along with the 3 other original ships in our Division, (WILKES, NICHOLSON, SWANSON, INGRAHAM).  The shipyards that built the ships were:  Boston Navy Yard (12); Charleston Navy Yard -(SC)- (8); Philadelphia Navy Yard (2);; Norfolk Navy Yard (2); Puget Sound Navy Yard (2); Bath Iron Works (8); Federal SB & DD (Kearney, NJ (26); Bethlehem (Quincy) (8); Bethlelem, San Fran (9); Bethlelem, Staten Is (5); Bethlelem, San Pedro (4); Seattle-Tacoma (Seattle) (10).

The average cost, per ship-delivered- was $8,814,00.  This is compared to the approximately $1.1B, the cost of the ARLEIGH BURKE (DDG  51). 

The specifications of our class were:  341 feet (at the waterline), 348 1/4 feet overall; beam-36 1/4 feet; mean draft- 10 feet, 4 inches; 1630 tons - normal displacement; later with additions-about 1700 tons, 2000 tons-full load; normal complement 239. 

Machinery:  2 shaft geared turbines (General Electric), 50,000 shaft horsepower; 4 boilers-high pressure-Babcock and Wilcox - 37 knots (we could do better). 

Originally the ships had 5, 5" 38 caliber guns, but the ships proved top heavy and gun # 3 was removed, and 2 sets of twin 40MM AA guns substituted.  We also had 10, 21" torpedo tubes in 2 mounts, 2 depth charge racks, 2 depth charge projectors (K guns) (later 6), 12 - 50 caliber machine guns (later replaced by 4 - 20mm mounts).  Due to instability problems, some ships lost 5 torpedo tubes and others like the SWANSON, lost both mounts and got quad 40MM AA guns.  The additional AA guns were needed against the suiciders.  We kept our 2 mounts throughout the war.

The keel for the WILKES was laid in Dry-dock #2, in the Boston Navy Yard on Nov 1,1939.  As reported in an "Action message from: NYD BOSTON, to the BUREAU OF CONSTRUCTION (Wash), info OPNAV, the laying was performed "without ceremony at 0800."  The keel for a sister ship, the U. S. S. NICHOLSON, was laid concurrently in the same dry-dock.  Unforeseeable, at the time, these 2 ships were destined to operate together in the Atlantic, Mediterranean, and Pacific Oceans for nearly five long and very eventful years, of wartime service.

CHRISTENING

Since it is the usual practice to have the nearest female relative of the person honored, to do the christening, the Navy invited Mrs. Bessie Wilkes Styer to do the Honors.  She was the grand daughter of Admiral Charles Wilkes.  The WILKES was christened and launched on May 31, 1940.  The christening was accompanied by the traditional naval ceremonies, including the "wetting down" with a bottle of champagne. Further construction and fitting out continued in the Boston Navy Yard, and the skeleton crew of "Plank Owners" arrived over a period of about a year, to oversee the installation on board of the boilers, turbines, and ordinance, and to organize the wartime complement of spare parts, stores, and supplies. 

INVITATION:

The Commandant, Boston Navy Yard

requests the honour of your presence

at the christening ceremonies of the

U. S. S. Nicholson

Sponsor, Mrs S. A. Bathrick

and of the

U. S. S. Wilkes

Sponsor, Mrs. Henry D. Styer

at the Navy Yard, Boston, Massachusetts

on Friday afternoon, the thirty-first of May

nineteen hundred and forty

at three o'clock

      R.S.V.P                                   No cameras allowed

The following is the transcript of the actual event:

1. Invocation.

2. The WILKES and NICHOLSON are the 69th and 70th vessels to be built at the Boston Navy Yard since its establishment in 1800.

With members of his crew and a detachment of Marines standing at attention on the spic-and-span deck, Lieut. Commander J. D. Kelsey read the Navy Department orders placing him in command of the WILKES, after Capt Ronan C. Grady, Captain of the Yard, recited the commissioning order from the Bureau of Operations.

Officers of the WILKES (DD 441)--On Commissioning Day

Lieutenant Commander John D. Kelsey, U.S.N.-Commanding

Lieutenant Edward J. Burke, U.S.N.- Executive Officer

Lieutenant Frederick Wolsieffer, U.S.N.- Gunnery Officer

Lieutenant (jg) William A.Smyth, U.S.N. - Engineering Officer

Lieutenant (jg) Robert Hinckley, Jr, U.S.N. - First Lieutenant

Ensign Overton D. Hughlett, U.S.N. - Communications

Ensign John Lohm, U.S.N. - Assistant Engineer

Ensign Paul F. Meehan, U.S.N.R. - Assistant Gunnery

COMMISSIONING

On the 21st of April, the crew moved aboard.  On the 22nd of April 1941, at 1400, an honor guard of Marines stood by and all the officers and men of the WILKES stood at attention, as the Captain of the Yard, read the orders that made the ship, a commissioned vessel in the United States Navy.  The colors were run up, to the accompaniment of a Marine bugler. The commission pennant was run up to the head of the mainmast, where it fluttered lightly in the soft spring breeze.  We had officially joined the UNITED STATES NAVY, a very select company of ships and men.

 Lieutenant Commander John D. Kelsey read his orders, that made him the Commanding Officer of the WILKES.  After being congratulated by the Captain of the Yard, the very first watch on the WILKES was set.

Now the serious work of getting our ship into condition to join the fleet as a full fledged destroyer began in earnest.  The Yard was finishing up their last minute work.   The crew loaded stores, ammo, spare parts and learned the operation of the machinery in their particular part of the ship.  Dock trials were held.  June was spent making speed runs inside Cape Cod, and calibrating the ship's compass and radio equipment and making sure that all equipment worked properly. When she tied up at the yard, the crew would go on liberty, as they knew that serious work lie ahead and pleasure would have to wait.   

July 1941

All hands bade a sad farewell to Boston, the "W" headed South. This was our first of a great many journeys to come. After an uneventful trip, she arrived at Hamilton, Bermuda.  We gave liberty and everyone enjoyed the splendid island.   Just so the reader, might think we only had liberty on our minds, the WILKES, during this period, was escorting the new BB's- NORTH CAROLINA (BB 55) and the WASHINGTON (BB 56), on their shakedown cruise in the Caribbean.  The "U" boats' presence made it necessary to have DD escorts at all times.  It was also good practice for us, for our upcoming assignments. Both the "W" and the BB's completed their shakedown and we left the Bermuda area Sept 9.

Sept 1941

September, the 11th, the "W" was again in Boston, but not for long.  The SC Radar  was installed in the Yard. The radar was a new piece of gear for us.  Not many ships in the fleet had this new type of equipment. On the 25th, we went to Guantanamo Bay, Cuba, for 4 days of intensive training-more gunnery. Then back to Hampton Roads, arriving on Oct 5.  Then for the rest of Oct, in Gravesend Bay, NY, Casco Bay and Providence, RI, for gunnery exercises and other training.  On the way to Casco Bay, the "W" picked up her first sound contact.  We made repeated runs and depth charges were dropped.  It was a "black fish".

NOVEMBER 1941

On Nov 5 we arrived in Argentia, Newfoundland, escorting the YUKON (AF 9) and on the way picked up the SALINAS (AO 19), which had taken 2 torpedo hits.  We escorted the SALINAS to safety at Cape Sable, Nova Scotia. We then went out to rescue the DUPONT (DD 152), who had been patrolling off Argentia.  She had run into some "U" boats and had run low on fuel.  We escorted her to harbor. Nov 28, we were the escort of convoy HX 162, from Cape Sable to Iceland.  This was one of the first US escorted convoys to that island.

DECEMBER 1941

During some of these convoy trips, prior to Dec 7, we sighted several torpedo wakes, but none of our ships were hit.   On this trip PEARL HARBOR happened.  We got word on the "Fox skeds" at 1800, local time. On the 8th, we arrived in Reykjavik, Iceland.  We saw the KEARNY, which had been torpedoed on Oct 16, still alongside the VULCAN (AR 5). The British battleship, RODNEY was also there, probably looking for the German pocket battleship.  We also went alongside the VULCAN for supplies, etc.  The scenery in Iceland was terrific.  For the rest of Dec, we escorted various convoys from Argentia to Hvalfjordur and Reykjavik. The weather during this time, was very bad, snow, high winds and very high seas.  The ship got quite a bit of damage to the bulkheads, ladders, nothing serious.  With the ship rolling and pitching, the crew had a hard time eating and the cooks a tough time cooking.  On the 19th, off Greenland, we got a sound contact, dropped depth charges-no results.  The storm, all the way back to Argentia, was terrific, and on the way we picked up a stray merchant ship.  We arrived Argentia on the 21st, refueled and got mail, and then to Boston, arriving Dec 24, for fuel, re-supply and R&R, through the HOLIDAYS.

1942- A NEW YEAR - FIRST FULL YEAR OF THE WAR

Jan 1, we left Boston for Casco Bay for training. On the 4th-we hit a large whale, there was blood everywhere.  It damaged our starboard screw.  The ship had a vibration at higher speeds. Then on the 5th, we left Casco with the MADISON (DD 425), ROPER (DD 147) and STURTEVANT (DD 240), arriving in Argentia on the 7th.  Then on the 10th, the 4 cans left, escorting convoy HX 169 to Great Britain. We had about 35 ships in the convoy, speed 9 knots.  Along the way, the escorts had sound contacts:  The STURTEVANT on the 13th, JACOB JONES (DD 130), on the 13th and 14th. They dropped depth charges-no results.  14th- We got sea damage to our radio antenna for the TBS.  The technician had to climb the mast to repair it.  The seas were still running high.   We were relieved by British escorts on the 18th, and the 4 DD's left for Londonderry. The WILKES was the first US warship in the harbor in WW  II, arriving on the 21st. The ship got fuel and much needed supplies. We noticed several old 4 stack destroyers, we had sold England, were based there.  The crew got liberty and enjoyed themselves, in a new port.  However, it was short-lived, as on the 25th, we were again escorting another W/B convoy, ON-59, after relieving the British escorts.  On the 26th, we got a sound contact-dropped depth charges-no result.  The MADISON also got a contact-dropped charges-no result.  We hung around trying to pick up the contact again-no luck and we rejoined the convoy.   We all arrived safely in Argentia." 

Feb 1942

THE GROUNDING-A FATEFUL JOURNEY

We were back in Boston on Feb 8 and went into dry-dock for repairs.  We got a new screw.  The 15th of Feb was a Sunday.  We had been moored at pier #6, West, Navy Yard, Boston, alongside the USS KNIGHT (DD633).  0800- we got underway, escorting a USSR, icebreaker, KRASIN. The TRUXTON (DD 229), followed later, as it was delayed in the Navy Yard.  1500, the KRASIN left the formation.  We picked up the POLLUX (AKS 2) outside of Casco Bay. 0830, on the l6th, the TRUXTON joined up. Our course was 094 degrees true, at 15.5 knots. 0810, Seal Island lighthouse sighted bearing 032 degrees. 0950 sighted Cape Sable lighthouse-bearing 028 degrees true.  At noon course was changed to 069 degrees true.  We were patrolling on the starboard side of the POLLUX and the TRUXTON on the port, using zigzag plan #26, which was a very normal plan to use.   

Cast of Players in the Tragedy:

The POLLUX (AKS 2) was a general stores and issue ship, which was commissioned May 8, 1941, in the Brooklyn Navy Yard. It was a converted merchant ship, formerly the COMET, a C2F type, 9722 tons dead weight, 459 feet long.  Her CO was, CDR Hugh Turney, USN, USNA class of 1920. He had an engineering background and this was his first command.  The ship16 officers, 233 enlisted men, plus 74 passengers, many destined for the PRAIRIE.  It had no radar.

The TRUXTON was a WW I type, 4 piper destroyer. It's CO was LCDR Ralph Hickox, 39 years  old, USNA class of 1927.  The XO/Navigator was Lt. Arthur Newman, age 31, USNA class of 1934.  The ship had no radar, but did have sound equipment and all ships had TBS. 

The WILKES had 10 officers, 2 rather new, and 180 enlisted men.  The CO was CDR John Kelsey, age 40, USNA class of 1923.  ComDesDiv 26--CDR Walter W. Webb, age 47, USNA class of 1916, veteran of WW I.  Lt. William Smyth, USNA class of 1934, a qualified Navy pilot, was the engineering officer and senior watch officer. He was the OOD with the mid-watch on the fateful night. Lt. Arthur Barrett, Jr., USNA class of 1930, was XO and Navigator.  Lt. Frederick Wolsieffer, USNA class of 1932, was the gunnery officer.  He didn't stand deck watches, just watches in the director.  Ens. Overton Huglett was the communication officer, ass't gunnery officer and OOD.  Ens. Warren Winslow was the First Lt., assistant damage control officer, and had just started standing OOD watches.  Ens. Henry Quekemeyer, USNA class of 1942.  He was the JOOD on the mid-watch.  The OOD's (underway) were standing one watch in three.  Commodore Webb was the officer-in-charge (OTC). 

The WILKES had been into Argentia, Newfoundland 8 times previous to this trip.  We had  many other convoy assignments.  We had SC radar, which had been installed at the Boston Navy Yard, at the end of December 1941.  The radar, which was supposed to be the latest model, (it wasn't).  Radar was still in it infancy of development.  The SC radar was not designed for surface search but primarily for air search.  The SG radar, for surface searches, had not been developed yet.  Our radarmen had not gone through radar school, and the officers had either no or very limited training in the use of the SC radar.  By directive, it's use was limited to 30 minutes each hour.

The following are excerpts from the WILKES log:

Feb 17th-1315, the weather gets progressively worse, visibility reduced to 2 miles in heavy snow.  1415, visibility cut to 1 mile in heavy snow.  The formation steered course 069 degrees true, most of the time at 15.5 knots, then at 1600, speed reduced to 15 knots.  At 2000, the base course is changed to 047 degrees. 

Feb 18.  We are still on base course 047 degrees true, 15 knots. 0010, took RDF bearing on Cape Race-no results. 0130, exchanged calls with the POLLUX.  0205, took RDF bearing on Cape Race - no results.  0355, changed course to 070 degrees true.  Lt. William Smyth was the OOD, for the midwatch.

0400 -0800 watch:  Operating radar to verify position of POLLUX.  Navigator on the bridge.  0403, took RDF bearings on Cape Race-no results. 0405, Captain reported on the bridge.  Radar reported objects bearing 190 degrees true, distance 3500 yards, and 340 degrees T distance 12,000 yards. 0409, depth of 15 fathoms reported. 0410, all engines back emergency astern; ship grounded off Southwest corner of Lawn Head, Newfoundland.  0415, POLLUX sighted aground about 1000 yards to Eastward.  0421, dropped port anchor with 30 fathoms of chain.  0430, got word that forward holes were flooded.  0432, backed all engines in an attempt to back clear.  Engines intermittently backed until ship backed clear.  0445, started shifting all movable gear from forward-aft.  Commenced pumping overboard fuel oil in forward tanks.  0520, walked out port anchor chain to 90 fathoms, stopped it on deck and unshackled it.  0709, backed clear.  When clear, stood over to a position off the POLLUX, and lay to, standing by to render any assistance possible. 

0800-1200-Lying to off POLLUX, as before.  0830, OBABASHIAN, L., AS, USN, fractured his knee cap, when he slipped on oily deck, during the performance of his duty.  1045, sighted friendly patrol plane.  1152, POLLUX started to breakup.  1157, standing in toward POLLUX, on various course and various speeds.  Captain at Conn, Navigator on bridge.  Magazines

A-404-M, A-405-M, A-406-M, and A-407-M are flooded.

1200-1600  Steaming at various courses and speeds standing in towards the POLLUX.  1210, Put out a buoyed messenger to float down to POLLUX.  It missed the bow.  1325, released 2 life rafts to float down to the POLLUX.  Current had shifted and they drifted pass the stern.  Continued attempts to float life rafts to the POLLUX.  1445, sighted USS BRANT (ARS 32) standing towards the WILKES.  1530, Secured from attempts to float down life rafts to POLLUX, who seems to be getting men ashore.  1540, departed Lawn Head for Argentia.

Feb 19, 0411, moored alongside the USS PRAIRIE at Argentia, at Marginal Wharf.  Feb 21-1405, diver's boat from PRAIRIE alongside; diver inspecting bottom forward.  HMS HEPICATA, which had been alongside, got underway.  1605, diver secured and boat underway.  1615, HERBERT (DD 160) underway from port side.  Ensign H. White and Ens. S. Winship left ship for duty on  the BENSON (DD 421).  Feb 23- DUPONT moored alongside.  Feb 24- Commander John Kelsey temporarily relieved of command of the USS WILKES by LCDR Robert S. Purvis Jr.  He had been CO of the GEORGE E. BADGER.  Commander W. W. Webb, CDS 26 also temporarily relieved of his command.  1515, underway for Boston Navy Yard, in company with the DUPONT.  They gradually increased their speed to 20 knots, as the WILKES was able to stand the strain of a higher speed. 

Feb 25-0212, sighted ice floe bearing 244 degrees T, distance 1000 yards. All engines stopped.  Then we got underway again, at various courses and speeds to avoid the ice. 0615, stopped again due to heavy ice, then resumed at 1/3 ahead (5 knots).  By 0815, we were out of the heavy ice and by 0828, we were clear of the ice and able go at 21 knots.  1640, we were moored to pier #4, Boston Navy Yard.  1725. Lt. Frederick Wolsieffer, relieves LCDR Purvis as temporary CO.  Repairs start almost at once." 

OFFICERS ON BOARD 31 March 1942:

Webb, W.W. Commander  reported for duty 9 Aug '41    ComDesDiv 26

Kelsey, J. D.  Commander      "          "     "    22 Apr '41   Commanding Officer

Barrett, A. J.   Lt                                 1 Aug '41    XO/Navigator

Wolsieffer, F   Lt                                  22 Apr. '41  Gunnery officer

Smyth, W.A.   Lt                                    22 Apr  '41  Engineering Officer

Hughlett, O.D. Lt(jg)                               22 Apr. '41  Communications Officer

Trombetta, A. Lt(jg)                                23 Nov '41   Medical Officer

Winslow, W.   Ens   USNR                            28 Apr '41   1st Lt

Whiting, J.R. III   Ens   USNR                      22 Oct '41   Ass't Engineering Officer

Quekemeyer. H. B. Ens                               3 Jan '42    Torpedo

The following are excerpts from Commander Webb's (CDD 26) report to CinC dated 19 Feb 1942:

"On 12 Feb, I received orders to depart Boston on 15 Feb, to proceed to Casco Bay with my Division Flagship,  WILKES, in company with TRUXTON and meet the POLLUX there and convoy her to Base Roger (Argentia).  WILKES got underway on time, TRUXTON was held up in Navy Yard.  I gave TRUXTON orders to join me as soon as possible and gave him an estimated course that we would follow.

POLLUX was met on schedule by WILKES at point "A" at 1600 on 15 Feb and course 094 degree T set for point Baker.  TRUXTON joined at 0800 on 16 Feb.  She was given information regarding zigzag plan, course and speed and ordered to patrol on port bow of POLLUX.  WILKES then began patrolling on starboard bow.  Fixes on 16 Feb were obtained on shore navigational marks and noon position (lat 43 degrees-16' - 45"  N and Long. 65 degrees -12' - 30" W) showed speed made good to be 10.4 knots per hour.  A continuation of this speed would have meant that the unit would have reached Base Roger (Argentia) late on 18 Feb.  Basic orders required arrival by 1200 18 Feb.  Past experience has shown that in the weather prevailing in the vicinity of Newfoundland, allowances must be made for forced slowing down.  For that reason POLLUX was asked if she could make an extra knot.  She replied she could make 16 knots, whereupon at 0950, 16 Feb, she was ordered to make 14 knots, an increase of 1 knot per hour.  This would give unit a speed of advance of 12.  Astronomical fixes were obtained by the Navigator on the evening of 16 Feb and morning of 17 Feb.  He reported to me that speed made good was 12 knots and his plot showed course made good 071 degrees ( a set southward).  No further astronomical fixes were obtained. 

At 1114, Feb 16 received message from POLLUX to which I replied.  At 1610, sent message to POLLUX to change course at 2000.  WILKES noon position (DR from morning fix) was Lat 44 degrees -54' - 30" N , Long 59 degrees - 00' - 00" W)

The course proposed by POLLUX would have led base track of unit about 9 miles from Burin Island (left side of Placentia Bay).  I decided to change the course to 047 degrees T at 2000 instead, since such course would lead up the middle of the entrance, (about 19 miles from Burin Island), would not entail a change of course at night in restricted waters, and would throw off any trailing submarines.  Several submarines had been reported in this general area, the day before.  This was another consideration in not slowing.  It was felt prudent to get through the submarine area without delay.  WILKES, 2000, 17 Feb DR position was Lat. 45 degrees - 29' -  30" N,  Long 56 degrees- 46' - 00"W).

Informed TRUXTON of proposed change of course.  Also sent 2 messages to TRUXTON on TBS (voice) as follows:

(a) At 1700 "One (the prescribed call for WILKES) is conforming to movements of the big ship."  This was to inform TRUXTON that WILKES had ceases patrolling and was conforming to zigzag plan being used by POLLUX.  POLLUX used zigzag plan 26 for entire trip.  This plan carried vessel a maximum of 1 1/2 miles either side of base course. 

(b) At 2130 "Take any convenient position."  Visibility was poor and I had understood that TRUXTON'S radar could only be used in the ahead position, hence wished to give her an opportunity to use it as she best could, either by trailing POLLUX or by steaming well clear of POLLUX'S zigzags. 

At 2106, Feb 17th WILKES crossed 100 fathom curve and at 2114, the 50 fathom (a fathom is 6 feet).  Ship was on right leg of zigzag (course 087 T).  There were RDF bearings on Cape Race and Sable Island, between 1923 and 1947.  (Ed Note:  RDF bearings are unreliable at long distances and under poor atmospheric conditions. However it was the best system available at that time.  In order to get a "good" RDF fix, you need 3 stations (triangulation).  One should be about 330-030 degrees relative.  Cape Race and Sable Island were at a great distance.)

Since the 3 bearings from Cape Race were so divergent, it was assumed that the middle one was the nearest to being correct, especially since it showed a position close to WILKES, DR position (as verified by soundings), which we had no reason to believe wrong.  The radio operator stated that the one from Sable Island was very "mushy" and not a good one. Hence it was not considered reliable enough to base a fix on.  No other RDF bearings could be obtained during the night because of static.  The Division Commander, the CO and the Navigator studied the position, course, soundings and bearings and agreed that the course of 047 degrees true was a safe one.  Coast Pilot indicated no currents except in vicinity of Cape Race and in Cabot Strait between Cape North and Cape Ray, neither of which were near us.  I realize that a destroyer "sails" with the wind to a certain extent, but since the destroyers were keeping station on a heavily laden cargo vessel, which is not so effected, I believed the wind effect on the unit as a whole would be little if any.  Besides the destroyers had left port full of oil less than 3 days before.  This conviction was further strengthened when the Navigator informed me that drift ice had crossed ahead of us from port to starboard, thus leading me to believe that there was a South Easterly current, which would offset any wind effect from the SE and as shown previously, the ship did experience a southerly set between evening of the 16th and morning of the 17th.  However, the unit was set about 24 miles to the North Westward as an examination of all data will show, between the time of the last astronomical fix and the time of the grounding - a period of about 22 hours.  Wind had been light from the NNW until afternoon of 17 Feb, when it shifted to SE and blew force 1  and 2 until 1500, then force 4 until 1800, then force 5 to 7 and increasing to 8 *about the time WILKES grounded, at which time it hauled to the SW quadrant.

(Ed Note:* Force 8 on the Beaufort wind scale -wind speed-34-40 knots ("Fresh Gale")

I told the navigator that if by any chance the sounding should shoal unexpectedly, to notify the POLLUX and TRUXTON at once.   Although I had given the POLLUX (on whom the 2 destroyers were keeping position) permission to change course at any time for navigational reasons, I naturally felt responsible for her safely and that of the destroyers.

I made an inspection of the chart and sounding about midnight and was convinced that the course was being made good.

On 18 Feb about 0400 the navigator informed me (I was in my cabin just below the bridge, fully dressed) that he believed the ship was to the left of the course, that soundings of 32 fathoms had been obtained on the fathometer and that the Radar showed "pips" on bearing 340 degrees True.  I told him to notify POLLUX and TRUXTON.  I followed him to the chart house where I examined the chart, then told the CO to signal POLLUX which he attempted to do but received no reply.  I then tried to call TRUXTON on TBS, but received no answer.  While I was still calling TRUXTON, I heard someone sing out "something dead ahead".  A fathometer reading about that instant showed 15 fathoms, while the radar showed an object about 2700 yards bearing about 007 degrees True.  Previously the OOD stated that radar readings had been erratic.  He further states that never at any time did the radar show contacts closer than 27 degrees to left of base course.  I now believe that conditions may been due to ice effect.  Previous to the grounding, great faith had been placed in the radar.  It had given excellent results on the previous convoy trip to North Ireland and had assisted the ship greatly in picking up the difficult entrance to Londonderry.  

The CO immediately went emergency full speed astern but the ship went aground a few seconds later at 0410 on the SW corner of Lawn Head (At 46 degrees - 53' - 25" N; Long. 55 degrees - 29' W.  WILKES had been making 15 knots.  Struck beach on course 070 degrees T.  General signal was immediately made by searchlight "Emergency stop" in order to warn the other vessels.  I broadcast on TBS "WILKES aground, don't know which side" hoping that the TBS receiver on the TRUXTON was working, even though she might not be able to reply.  This frequently happens, especially in the older destroyers.  I then called radio room and told them to broadcast "WILKES aground" on the distress frequency (500kcs) believing this to be the quickest and shortest method of informing the 2 vessels that there was danger near, since neither had acknowledged the searchlight, blinker, or TBS signals.

A short time later saw a searchlight around the point on WILKES starboard hand.  An exchange of signals identified ship as POLLUX aground.

Kept trying to call TRUXTON on TBS without success.

Sent message to Commander TF 4 "WILKES and POLLUX aground entrance Placentia Bay west side"  exact position was not then known.  The radio room informed me that  due to icing of the antennae, they could not send the message direct, but had relayed it through TRUXTON.  I then assumed TRUXTON was all right and sent her a message "stand by us, if possible.  Believe we are near Ferryland Point."  A short time later received message from TRUXTON "we are on rocks, Dog tanks holed.  Both props useless and rudder out of whack. Am abandoning ship.", but did not give her position.  At 1217 intercepted message which led me to believe that TRUXTON on was in St. Lawrence Harbor.  This proved to be incorrect. 

At about 0700 WILKES backed clear of beach.  The CO did a splendid job in getting the ship out of a difficult situation.

As complete an examination as could be made, showed the WILKES to be holed forward of about frame 45 and that some compartments on the second level were flooded. 

I directed WILKES to lie off and assist POLLUX as necessary.  Asked POLLUX what we could do to assist.  He replied at 0902 "We have 5 men ashore trying to establish rescue. Believe there is nothing that you can do.  Suggest you proceed to port and do what you can to hasten help."  I did not leave and at 1005 received message from POLLUX "We will not abandon ship yet, but please stand by to try to float life rafts to us."  The sea was so rough it was considered impossible to send a boat to POLLUX and it was decided to try to float life rafts to her.  Effort was made for about 3 1/2 hours without success. 

At 1100, a plane was sighted who signaled that help would arrive in 2 hours.  Relayed this to POLLUX.  At 1300, the GEORGE E. BADGER arrived.

At about 1150 bow of POLLUX broke off and she seemed to ride more easily.  Crew was seen abandoning ship in a boatswain's chair swung on a line from bridge to shore. 

It was then decided to proceed to Base Roger with WILKES, since it was felt necessary to reach port while favorable winds prevailed due to WILKES' weakened condition.  WILKES proceeded at 1540 leaving GEORGE E. BADGER in charge. 

A lookout was kept for TRUXTON but she was not seen.  However the BRANT and other vessels were seen in the location where it was believed TRUXTON to be.  WILKES arrived Base Roger and secured to PRAIRIE at 0411, Feb 19. 

The WILKES and TRUXTON ended up on opposite sides of the POLLUX from those on which they were stationed.  WILKES found herself aground to port of POLLUX and TRUXTON to starboard.

No messages were received from POLLUX or TRUXTON from sunset until ships had grounded.

The conduct of the CO, officers and crew of the WILKES was exemplary during this emergency.  There was no confusion and no hesitation in giving and carrying out orders."

                                    W.W. WEBB

EPILOGUE:

It was a true disaster.  Two ships were lost (POLLUX and TRUXTON) and the WILKES was badly damaged, but lived to fight another day.  But the main loss was the heavy loss of life.  TRUXTON lost 8 officers, including the CO, XO, and 102 enlisted men- a total of 110.  There were 46 survivors, including 3 officers, all Ensigns.  The POLLUX-140 crew survived (including 15 ship's officers, including the CO, XO, and Navigator and 6 officer passengers).  92 of the crew and passengers were lost, plus one ship's officer.

On the POLLUX and TRUXTON there were many acts of pure heroism and performance way above the normal call of duty.  Without these unselfish acts, many more would have died.  Those that survived, owed much to those who didn't. In a few minutes they were thrown from a secure ship, into a life and death struggle.  None of these men had every faced such a situation.

The heavy seas, icy and steep cliffs, the high winds, and freezing temperatures, made rescue of the 2 crews extremely difficult.  The WILKES tried to help, but nothing worked due to the adverse weather conditions.  After extraordinary efforts, with both ships rapidly breaking up from the heavy pounding from the high surf, they finally got a line ashore, with luck and heroism, saved some of the crew members.

About 0800, the people of St. Lawrence (NF) on the SE corner of Burin Peninsula heard about the TRUXTON wrecked in Chamber's Cove.  They set off to see if they could help.  They came-men, women, horses, with ropes and sleds and anything they thought would be of help or use.  About 1300 the people of Lawn heard about another ship (POLLUX) aground on Lawn's Point, which was a good 10 miles away and over high hills.  They too came on foot with everything they thought could be used.  Once the local people of St. Lawrence and Lawn got to the scene, they were key in the survival of the men, who had reached shore.  Their contribution cannot be fully appreciated.  It was wonderful and done without any thought of reward.  Good deeds are rewards in themselves.  Without their help, very few of the men would have survived.  There were many acts of bravery by the men and women of Newfoundland. 

On arrival in Argentia, the Commodore reported to Rear Admiral Arthur L. Bristol, who was based in Argentia (on the PRAIRIE).  He was Commander Support Force, Atlantic Fleet.  The Admiral convened a Board of Inquiry on Feb 20 (2 days after the accident).  Captain Gail Morgan,USN was the Presiding Officer.  The officers from the WILKES: CDR. Webb (CDD 26), CDR. Kelsey (CO) were defendants.  Lt. Barrett, Navigator, Lt. Smyth, OOD, were named as "interested parties."  Several other officers were called to testify as were 19 enlisted men, mainly those on watch. 

From the POLLUX, they also questioned: CDR. Turney, CO; Lt(jg) Grindley, Navigator; Lt(jg) Bradley, OOD; and Lt(jg) Bollinger.  They questioned 2 of the 3 surviving officers from the TRUXTON (they weren't able to shed any light on the situation). Navigation records, etc. of the POLLUX and TRUXTON were lost and therefore it was impossible reconstruct their navigational fixes and ships' track.

2 other officers (navigators) testified as expert witnesses, regarding navigation, etc.  Cdr. Johnson, testified in his opinion the WILKES, at 2200, Feb 17, was actually 5 1/2 miles west of the plotted position and the DRT position was 2 miles North of that position.

The TBS message, CDD 26 sent to the POLLUX at 1600, on the 17th "at 2000 change course to 047 degrees T, without orders.  This course should lead you 5 miles off Latine Point*  If necessary to change course later for navigational reasons, do so and notify me of change".  This message bedeviled both the POLLUX and WILKES officers during the hearings.

* Latine Point is on the north side of Argentia Bay.

The Board finished it's inquiry on 3/19/42 and recommended that disciplinary actions (General Courts Martial) be take against: Webb, Kelsey, Turney, Barrett, Smyth, and Grindley.  They found the POLLUX'S navigator, Lt Grindley, had to share the responsibility for the grounding, even though there was no evidence to support this finding. They also found that many officers and men of the POLLUX and TRUXTON showed extraordinary valor and should receive medals and letters of commendations (which they did receive).

All interested parties were transferred back to Boston.  Commodore Webb's General Courts Martial started June 23, in Boston.  After extensive testimony, substantially the same as at the Board of Inquiry, except to testimony that our SC radar was inaccurate, per Radar Bulletin #1 (which we hadn't received).  It also turned out that our SC radar was an obsolete model, even though it was installed in Boston Navy Yard Dec 1941.(approx. 2 months prior the grounding).  Our people had no prior knowledge of this fact.  The court refused to admit this vital information into evidence.

On July 3rd, he was found guilty and sentenced to lose 25 numbers in his grade.  It also recommended clemency from Admiral King (no such luck).

July 13, another General Courts martial was convened to try Captain Kelsey.  This court had different members from the Commodore's.  This was also after the collision with the DAVILA, on April 8.  The testimony was similar to Commodore's Webb's trial.  A LCDR Parmenter testified that in his expert opinion, the current was far greater than those outlined in HO 93 & 99, Sailing Directions for Nova Scotia and Newfoundland.  The Commodore did his very best to help the Captain, but to no avail. 

On Aug 3, 1942, the Court found him guilty and sentenced him to lose 50 numbers in his grade (Commander). This was double the sentence to the Commodore. It also recommended clemency to Admiral King-no luck with him either. 

It appeared that CinC, Admiral King was unhappy with the "inadequate sentences" of the Court Martial.  In his transmittal to SecNav Frank Knox, he recommended "administrative actions" against the officers: CDR Turney, Lt. Barrett, Lt. Smyth, Lt(jg) Grindley.  Per order of the SecNav, without a trial or hearing, these officers were "frozen" in rank, for the duration of the war.  Lt. Grindley was discharged from the Navy.  He was the only reserve officer involved.

Commodore Walter W. Webb eventually made Captain.  He received the Bronze Star and 2 foreign decorations and retired Jan l, 1947.  He died April 1977, age 82.

Captain John Kelsey became XO on a transport, and later CO of an APA. He received the Legion of Merit and 2 Navy Unit Commendations.  After the war, he became the first CO of the USS ROANOKE (CL 145).  He retired as Rear Admiral July 1, l953, and died in 1992, age 90. 

Arthur Barrett stayed in the Navy and received the Bronze Star.  He retired as Rear Admiral.  He died May 1978, age 71.

Overton Huglett, became a Captain. He died Dec 23, 1958- Age 42.

William Smyth went back into Navy aviation.   He retired as Commander in 1956.

Hugh Turney- CO of the POLLUX, went into Amphibious Operations and retired as Rear Admiral June 1952.  He died Nov 1955, age 55. 

Lt (jg) Grindley returned to the Merchant Marine and was captain of merchant ships, later in the war.

Within 3 days after the grounding the Navy ordered a light ship with a radio beacon to Argentia.  They also negotiated with the Free French to re-activate the Gallantry Head light and RDF station.

The Navy didn't announce the accident until Feb 25, a week later.  President Roosevelt expressed his gratitude to the people of St. Lawrence for their wonderful help in rescuing the survivors.  Unfortunately he omitted the acknowledgment to the people of Lawn for their help.  However that omission was corrected, when on June 6, 1942, a new hospital was built and dedicated to the people of  St. Lawrence and Lawn, who helped with the rescue.

In the summer of 1992 (for the 50th anniversary of the grounding and the heroic efforts of the people of Lawn and St. Lawrence) members of the crew of the WILKES, POLLUX and TRUXTON and their families made a visit to the scene, to again give their heartfelt thanks and gratitude to the people of Newfoundland.  Those who attended reported a wonderful get-to-gether and something they will always remember.

(Editor Note:  When I was on the WILKES, I had the opportunity to read the  transcripts of the various hearings, Courts Martial, etc.  I was struck with the honesty and integrity of the officers who testified.  They didn't try to shirk their duty, or to try to pass their responsibility off to others.

Both the Commodore and Captain Kelsey accepted their roles in this tragic accident.  I have always felt that there was enough blame to go around.  While the area around Newfoundland and Nova Scotia had been explored, traversed by ships for over 300 years, the charts being used in the early years of the war were not accurate.  The practice of routing ships to make landfall in darkness, where the probability of very adverse weather was very high (almost a certainty), made no sense.  There were no reliable aids, to bad weather/night time, navigation in the area.  The existing RDF stations were too far away. The Free French, one fairly nearby, had gone off the air but the WILKES, had no knowledge of that.  In my opinion, RDF was a rather crude and unreliable method of determining one's position, but the best available then.  The WILKES received an obsolete model of the SC radar, less than  2 months prior.  The Commodore and CO thought  the ship had the latest equipment-not so.  50+ years later it is all academic.

Cassie Brown wrote a book on the grounding- "Standing into Danger".  Most libraries would have a copy.  It is worth reading.)

April 1942----MORE MISFORTUNE

The Boston Navy Yard did a fine job in repairing the ship.  She was good as new again.  Captain Kelsey was again in command.  On April l, we joined TF 21 and conducted post repair sea trials, calibrated the degaussing, and attaining 36.8 kts, on a full power run.  We then got 3 days additional availability in the Yard. On April 6, 1942, we were ordered to Newport, RI to escort the USS AUGUSTA (CA 31) to Casco Bay, Me. 

On the 8th, about 0045, both ships were east of Boston and north of Race Point, course 0000 degrees T, speed 17 1/2 knots, zigzagging.  Coming South on almost the opposite course, was a convoy of 5 merchant ships, in 3 columns, speed 9 1/2 knots, course 193 degrees T.  They were escorted by 2 British destroyers.  All ships were darkened.  The convoy was approaching us from about 013 degrees T. 

The following are excerpts from Commander J. D. Kelsey's, CO of the WILKES, report of  9 April  to Commander-in-Chief, U.S. Atlantic Fleet. 

"It is reported that at about 0113 (plus 4 time), Wednesday, 8 April, while en route Newport, RI to Casco Bay, Me, this vessel was in collision with the SS DAVILA in about latitude 42-41 N and longitude 69-59 W. 

This vessel was struck at frame 76, As a result of the collision, Compartment Bl-l (#1 fire room), blower room B1-2, and water tanks B-6-W, B-8-W were bilged and flooded to water line.  

The SS DAVILA, of British registry (Lloyds number 22339) is an oil engine propelled tanker of 8053 gross and 4768 net tons.  Her owner, according to Lloyd's Register of Shipping, 1941-2, is the Anglo-Saxon Petroleum CO, Ltd.  The extent of the damages suffered by the DAVILA is not know.  However, she was able to proceed to New York.  At the time of the collision, she was one of a convoy of 5 ships escorted by one or more British war vessels.  The WILKES had no information regarding the presence of a convoy in the area.

There was only one minor casualty among personnel of the WILKES."

                                    s/s J. D. Kelsey, Commander, USN

After the collision an investigation was started.  The following are excerpts from Capt. Kelsey's statement:

" The situation that had produced 2 constant bearings, the CO immediately directed that course be change to 055 T, then corrected to 070 T. After the ship had steadied on course for an appreciable interval, and the danger of collision appeared to have passed, speed was reduced to 15 knots, with the purpose of closing the Augusta.  The CO stepped to the starboard wing of the bridge to check that all was clear on that side and then went to the forward part of the pilot house.   Upon taking position in front of the binnacle, he almost immediately sighted the dark indistinct mass of a darkened vessel on the port bow.

The engines were stopped at once and running lights turned on.  Then as the course of the other vessel was seen to be converging and a collision imminent, the engines were backed "emergency full astern", one blast sounded on the whistle and the rudder put hard right.  Less than a minute later the ships hit.  In the interval, collision quarters were sounded and the other vessel turned on her running lights.  The foregoing series of actions were taken either in rapid succession or simultaneously.  It is not believed that any action could have been take by either or both vessels subsequent to sighting that would have avoided collision.

The SS DAVILA rammed this vessel at frame 76 port at almost right angles to the keel line.  Her stem penetrated the main deck for a distance of about 12 feet.  The raked bow of the DAVILA made it appear that penetration was even greater.  At the impact the ship  healed badly to starboard and settled rapidly as # 1 fire room filled.  It was feared that the keel might be cut through and according the DAVILA was hailed and asked to keep her bow up into the WILKES.  This she apparently endeavored to do but she soon eased away and drifted aft, striking the port bulwark at about frame 120.  The crew was directed to fall in at abandon ship stations while extent of damage was determined. 

The repair party and engineer force took immediate steps to localize and control damage.  Inspection revealed that the forward and after bulkheads of #1 fire room were tight, except for some buckling on the port side of bulkhead 86, in good condition.  This bulkhead was shored up to enable it to withstand the pressure incident to the return to port.  Although #2 boiler in #1 fire room was steaming at the time of collision, the watch had secured the fires and the forward engine bled down all steam pressure from the boiler in answering the emergency back bell.  The port main cable run was cut through, killing general lighting and power forward.  Jumpers were rigged for essential circuits. Fortunately the gyro compass and steering control circuits were intact.  Battle lighting forward was restored.  At 0310 when all shoring up was completed, the ship proceed to Boston at 4 knots, using the port engine.  Later the starboard engine, which had salted up badly when forward feed bottom was ruptured, was cleared of salt and put in operation.  One small cable fire on 24" searchlight cable occurred at about 0400 and was promptly extinguished and circuit de-energized. 

HMS VANOC, which had been escorting the convoy of which the DAVILA formed a part, appeared on the scene shortly after the collision and stood by, offering assistance and acting as ASW patrol.  The DAVILA stood by until directed to proceed by VANOC.  Some difficulty was experienced informing the AUGUSTA of the collision.  She came to the scene and stood by until 0300, when having provided for our escort to Boston, she proceed to Base Sail (Casco Bay).  At 0544, PC-471 arrived from Boston and acted as escort  to return to port.  At 0720 the MACLEISH (DD 220)  and at 0820 USCG BIBB joined the formation relieving the VANOC which at 0912 proceeded to Boston.  1615 ship arrived at the Navy Yard Boston.  All these vessels gave or offered every assistance required.

The water tender in charge of watch in #1 fire room at time of collision suffered a cut on his forehead, requiring 3 stitches.  No other personnel casualties.  2 men stepped from bridge to forecastle of DAVILA were carried to NY by that vessel and have since returned to duty.

The Commanding Officer feels that the highly efficient efforts of the First Lt. Ensign Warren Winslow, USNR and of the Engineering Officer, Lt. William A. Smyth, USN, in localizing and controlling damage were outstanding.  Hatfield, Walter M.  BMkr 1/c, in charge of the #1 fire room, despite of being hurled across the fire room from the port side and receiving a cut on the forehead, shut down the quick closing valve in fuel supply line to burner manifold of #1 boiler and then ordered his men, who were still at their station to abandon, the fire room.  These performances are considered noteworthy among many examples of efficiency and coolness and prompt action by ship's personnel."

                              J. D. Kelsey

There was another Court of Inquiry and based on its investigation, the WILKES was absolved.  Again our SC radar proved unreliable.  The radar bearings on the DAVILA proved to be inaccurate at another critical time.  When the CO ordered the change of course and speed to the right, if the radar bearings were accurate, no collision would have happened.  Also the mate on watch on the DAVILA did the wrong thing.  He ordered an increase in speed and left rudder.  Just the opposite (back down and right rudder) would have been the correct maneuver.  If he had just maintaining his course and speed, it would have been close, but would have missed.

The owners of the DAVILA sued the US Government for their damages.  Some years later, the US Admiralty Court, found them to be at fault and they lost.

The Boston Navy Yard  repaired us, as good as new again.  We had a permanent 3 degree list to port, as a lasting reminder of this collision.  You could pick us out in a nest of cans.  Coming back from liberty in a boat (not ours), the coxswain would ask "What ship is the WILKES?"  We could point it out -easily.  That always puzzled them,.  "The one with the port list."

June 1942

We were in the Yard until June 4th, when we left for post repair sea trials.  On the 10th-we went out with PC-455 to compensate our magnetic compass and RDF.  11th- Commander W. K. Philips (CDD 26) detached for temporary duty. The next day we were back to sea again, going to Casco Bay for AA gunnery and ASW training. Our FD (fire control) radar was not reliable.  19th- we fired on sleeves and then we ordered to investigate a sub sighting-no luck.  Some of the training time was lost, due to foggy weather. 22nd- SWANSON  and we practiced with the sub S-4.  23rd- we did more AA firing, along with the SWANSON, also both ships made practice torpedo runs on each other.  Later in the day, we joined convoy BX26, as part of the escort (Boston to Portland).  Early on the 24th, we and the SWANSON were detached and at 0700 our lookout "saw" a periscope, we searched but no sub found.  Then both ships went to Casco Bay  area for more AA firing.  27th- We got underway with the BUCK (DD- 420) and the SCHENCK (DD-159) for more AA practice.  Then on the 28th, we went to New York with the BUCK and SWANSON, arriving on the 30th, mooring alongside the BUCK in the Brooklyn Shipyard.

JULY 1942

1st-We left with a large convoy of troop ships (SC-17), escorted by  TEXAS (BB-35), 2 CL (PHILADELPHIA (CL-41), (ComCruLant), (SOPA),13 DD's, including DesDiv 17, plus the TRIPPE (DD-403), along with the BUCK, SWANSON, NICHOLSON, INGRAHAM destined for Little Placentia Harbor, Newfoundland.  On the way we ran into some bad weather (nothing new) and the USNAT SIBONEY and MS AORANGI straggled. The NICHOLSON and we were ordered to find them-no problem. After arriving, on the 4th, we refueled from the CHICOPEE (AO 34) did some escort and ASW patrol duty. On the 5th- 0540 we and the NICHOLSON, under orders from CTF 24, convoyed the CHEMUNG (AO-30) and the TARAZED (AF13) back to Norfolk, arriving on the 8th.  We did a quick turn around for NY, arriving on the 9th, at the Brooklyn Navy Yard, mooring alongside the QUICK (DD- 490), where we remained until July 13. 

13th-We are still with TF 21, and at 0320, we got underway with TU 21.5.2,  a 9 ship convoy, AS-4, for Trinidad, with ships of US, British, Norwegian, Dutch registry.  The other escorts are:  LIVERMORE (DD 429), CDS 21 (ComScreen), KEARNY, MAYO (DD 422),GLEAVES (DD 423).  14th-0130, we got a sonar contact-charges dropped-no luck, 1700, periscope "sighted" -dropped charges-no luck. 1800, 2 unidentified merchant ships sighted, GLEAVES sent to investigate-friendly. On the 16th, 0630, another ship contact-KEARNY checked it out-friendly.  1144, the SS FAIRPORT, second ship in the first column of the convoy was torpedoed and sank . The KEARNY, which had been torpedoed itself, made depth charge attacks-no result.  She picked up 23 survivors from the FAIRPORT. 1357, we had a sonar contact-dropped charges-no result.  On the 17th-we picked up a strong RDF (U-boat) signal and the convoy made an emergency turn to the port.  The MAYO was ordered to check out ahead of the convoy. 0634, we had a good sound contact and dropped 9 depth charges-no results. 0835, last ship in the convoy fired 2 shots astern, we had sonar contact, but no charges dropped.  1328, more sonar contacts-charges dropped-no luck. 1600, we had another good contact and dropped charges in a modified depth charge attack.  1603, a large amount of air came up and then, what appeared to be a bow of a submarine broke the surface, in the center of our attack. It paused and then rolled over and disappeared. A large amount of oil, dark liquid, and other debris came to the surface. Lat 22-10' N, Long 61-12'W).  1614, we made a deep depth charge attack in the same area and more air came to the surface.  The whole area was covered by a dark brown liquid and oil. We continued our sound search-no further contacts.  We felt we had sunk a "U" boat-our second.  Later the KEARNY was detached and left for NYC. 

On the 18th, the OMAHA (CL 4), JUNEAU (CL 119) and SOMERS (DD 381) joined the convoy.  19th- The DAVIS (DD 395) joined up.  On the 20th,1500, the LIVERMORE, MAYO, GLEAVES and WILKES left the convoy for Trinidad.  LIVERMORE (CDS 21) was the guide-line of bearing-22 kts.  On the way, on the 21st, our group sighted  the SS CAMUZANDO, of Spanish Registry, which had been torpedoed and only the bow was floating.  We screened the LIVERMORE while she picked up its survivors. The GLEAVES remained behind to protect the salvagers of the torpedoed ship. The rest of the "cans" put into Port of Spain at 1100 for  quick refueling, alongside the MARION CHILLCOTT. We also got water, depth charges and a lot of fresh fruit, which was greatly appreciated by the crew.  The LIVERMORE and we left again at 1724, at 23 kts. for Norfolk, with gunnery drills on the way.  We arrived on the 25th,1452, tied up at Pier 5, NOB.  The next day, the LIVERMORE and we left, escorting the ARKANSAS (BB 33) to NY.  We arrived NY on the 27th, and moored Pier 4, NSD, Brooklyn. The next day we left with the ROE (DD 418), escorting the TEXAS (BB 35) to Norfolk.  During this trip, our SG(surface search) radar was a problem, but we were able to repair it ourselves.  29th-1000, we had a sonar contact, dropped charges-no luck..  1338, ROE and we moored, NOB, Norfolk. 30th-LIVERMORE, EBERLE, ROE, and we get underway for training exercises.  We tow the ROE, they tow us.  Also AA firing at towed targets. 

Aug 1942

We got 2 days rest-moored Pier 5, NOB, with the EBERLE alongside.  On the 3rd we were underway with CTG 21.6.2, ERICISSON (DD 440), EBERLE, ROE, escorting the INDIANA (BB 58).  The BB fired its main batteries and conducted exercises.  We ran at 25-30 kts and on the 4th- 1700, back to Norfolk for fuel, then right back out to the INDIANA.  On the 5th, we conducted torpedo exercises--ERICISSON and WILKES vs ROE and EBERLE. We left Norfolk for NY, arriving 1600, Pier D, Navy shipyard, Brooklyn.

New York was now our Home Port and Home Shipyard, instead of Boston.  Our boilers needed repair, so we got a short availability in the Brooklyn Navy Yard (until the 13th).  The 13th, we got underway (0800), to New London, for training.  We started out at 25 kts, but our engines problems forced us to return to the Yard, where we moored alongside the MERVINE (DD 489). 18th-underway to NSD, Brooklyn to take on stores, moored alongside the EDISON.  0419- On the 19th we left NY, along with 8 other "cans", TF 37, the NEW YORK,   PHILADELPHIA (CL 41) (ComCruDiv 8), escorted  troop transports and supply ships en route to Halifax, Iceland and Glasgow, Scotland. The cans were: BUCK (CDS 13), LUDLOW, WOOLSEY, INGRAHAM, BRISTOL, EDISON, on the inner screen, and WILKES (CDD 26), SWANSON, NICHOLSON, on the outer screen.  We were escorting the USAT SIBONEY, (Convoy Commodore), CHEMUNG (Convoy Vice-Commodore), MV REINA del PACIFICO, SS WINCHESTER CASTLE, USS POLARIS (AF11), among others in the convoy. 

On the way, the CO decided to upgrade our "Boarding Bill" and "Prize Crew Bill", in case we had a chance to board a "U" boat. The members received training in the "what and how.".  On the 21st, we arrived in Halifax, after an uneventful trip.  1 section got liberty. We refueled.    0600, the next day, we  left for Scotland. Added to the convoy was-SS LETIIIA, SS STRATLEMORE, SS AWATEA.  1900, the SWANSON had a sonar contact, dropped charges-no results. 1950, convoy changed course to 110T, speed 14.5 kts. About 2230, the INGRAHAM, a can in our Division, was involved in a collision, with the CHEMUNG.  She was inside the convoy, when it happened.  There were also 2 other ships, SS AWATEA and  the BUCK  involved.  The INGRAHAM * blew up almost immediately and sank. Our bridge watch saw the red flash and  heard the detonation.  Only 11 crew and 1 officer survived.  Over 200 men were lost.  Several of our former shipmates and close friends were lost and it cast a pall over the ship, for quite sometime.  The BUCK had serious damage to her stern, with some men trapped below deck.  The CHEMUNG, AWATEA and  BUCK had to return to Halifax.

23rd- 0745, we had a sonar contact-no luck.  0830, resumed station ahead of the convoy, during the night, our station was on the port side of the inner screen. 24th-0312, we had radar contact, which we investigated-nothing. 1000-NICHOLSON had sonar contact-dropped charges-no result,  1330, COLE  (DD 155) joined the convoy. 2250, we had a sonar contact-no charges dropped.  25th -0425, we had a sonar contact-no charges dropped.   1628, LUDLOW had a good sonar contact-dropped charges- no luck.  1915, COLE got a good sonar contact and we worked with her-no luck.  26th- 0200, weather clear, so we were able to see the total eclipse of the moon.  During the day, the COLE, LUDLOW, EDISON had one or more sonar contacts-no results.  27-28th-foggy and heavy weather,0730, SWANSON had radar contact with friendly aircraft.  29th-3 British DD's came and left with the ships for Iceland.  1330, PHILDELPHIA spotted an empty life raft and sunk it with gunfire. 2330, WOOLSEY had a sonar contact-no results.

On the 30th, we spotted a floating mine.  We fired our 40MM and 20MM guns at it.  We hit it, but it didn't explode. A short time later, both the EDISON and WOOLSEY sunk mines.  2045, the NICHOLSON and COLE left the convoy for Londonderry. 2130, we entered the Firth of Clyde.  31st-0430,  we took on fuel from the CORONDA and then moored D-4, Greenock.

 After losing the INGRAHAM, we had an uneventful trip to Greenock, Scotland, which is in Strathclyde on the Firth of Clyde. The crew liked Scotland, a new liberty port.    It was a very pretty area, except it rained a lot.  The people were very friendly and hospitable. The booze was good, plentiful, especially the Scotch whiskey.  They said that John J. Jamison whiskey, still had boxing gloves in every bottle. The Scotch people appreciated the help the "Yanks" were giving them. While in port, we all got a well deserved rest. We also exercised the Boarding Party and they did some commando training.  We got a lot of our maintenance work done.  With the rough seas, on the crossing, not much could be done to keep the ship looking good.

Sept 1942

On the 5th, 2000,  we left Greenock, with TF 37--the NEW YORK,  PHILADELPHIA, WOOLSEY, EDISON, SWANSON escorting the USAT SIBONEY (troop ship). On the 6th-the NICHOLSON and LUDLOW joined us. On the 8th, The PHILADELPHIA, WOOLSEY, EDISON left the convoy for the US.  On the 11th, the SWANSON refueled from the NEW YORK and when she finished, she got a line fouled in the starboard screw.  We dropped back to screen her and she was able to clear the problem within 2 hours.  Then we both rejoined the convoy.   12th -we passed an empty merchant ship life raft-sunk it.  1345, we got a sonar contact-no luck.  14th- the NEW YORK with the NICHOLSON and LUDLOW left the convoy for Norfolk. We arrived in NY, after an uneventful, but  rough trip, on the 15th.  We moored Pier C, Brooklyn Shipyard- 0830.    We had 2 days of R & R in NY and the ship got some needed repairs. l7th-underway 0800-for Gravesend Bay for ammo. We then went to Casco Bay, for training.  We calibrated our radars, magnetic compass, and RDF, did gunnery training with the TAYLOR (DD 468) and DORAN (DD 634). Did ASW exercises with the S- 65, and conducted shore bombardment on Seal Island.  Worked with DesDiv 25 and 26 in tactical exercises, did night firing, with the tug KALMIA (ATO 23) towing the sled.  We did AA firing at sleeves, did torpedo firing with the SWANSON, each firing 1 practice fish.   We  trained until the 30th, when we and ComDesRon 13, in the BRISTOL, with the EDISON, WOOLSEY, LUDLOW, MURPHY, SWANSON went to Norfolk, arriving on Oct 2nd.

*  Editor's Note:  In preparing the book, we thought more detail in the Loss of the INGRAHAM, with the names of our former shipmates, who were lost, would be appropriate.

On Aug 22, TF 37, escorting a E/B convoy, AT-20, left Halifax, NS.  The convoy consisted of 10 troop ships bound for Scotland.  The screen, of 9 DD's, was commanded by Capt. J. B. Hefferman, CDS 13, in the BUCK.  The old BB, NEW YORK and the light cruiser PHILADELPHIA were providing the heavy ship protection.  About 1730, the troopship LETITA reported a surface radar contact inside the convoy.  The screen commander ordered the SWANSON to check it out.  She searched for over an hour, along with the INGRAHAM.  One of the cans reported a sonar contact, which was probably fish (whale).  With 2 cans looking for  phantoms, the screen had to be realigned and the remaining cans had to make a shift in their screening stations.  By 2200, fog complicated matters, visibility was reduced to almost zero.  A short time later, the CTF instructed the BUCK to close on the LETITA and escort her to her proper station 1000 yards from the Philadelphia's starboard beam.  The BUCK had to cut through the column of ships to approach the LETITA.  The troop transport AWATAE hit the BUCK's starboard quarter, inflicting serious damage.  A 300 pound K gun depth charge was dislodged and exploded under the BUCK's stern, compounding the severe damage. 

The INGRAHAM was ordered to check out the BUCK-ATAWAE collision.  She too had to cut through the convoy.  A few moments later, the Navy tanker, CHEMUNG (Commander J. J. Twomey, CO), hit the INGRAHAM.  The DD rolled over, exploded and quickly sank.  Only 11 men and one officer survived.  The CO, Commander W. M. Haynsworth, and the rest of the crew died.  The CHEMUNG was badly damaged and several of its crew severely injured.

By about 0500 the next morning, the BUCK had cut away most of its damaged fantail.  The CHEMUNG took her under tow.  The BUCK had 7 killed and many hurt.  CTF ordered the damaged ships: BUCK, CHEMUNG, AWATEA back to Halifax. with the BRISTOL  as escort.  All arrived safely, were repaired and returned to duty.  The remaining ships completed their trip to Scotland, uneventfully.

After this disaster, commanders were very reluctant to send cans into convoys, especially during low visibility or at night.  A hard way to learn a “lesson”.

In reviewing the Archive's list of our crew, we found the following men (12) were transferred to the INGRAHAM, in Charleston, SC on June 30, 1941.  Michael C. Hufnagel, Henry C. Kemmer**, William J. Lorett, Stephen Lydon**, William H. McCleary**, Andrew J. McQuillan**, Robert A. Meier, Milner J. Nelson, Roger M. Payne, Gennaro Rotella, Ralph Sabatelli, Lawrence G. Wickles**, all S 2/c.

**Plank Owners