Category Archives: Korean War

Gilligan’s summer cruise

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It happened 75 years ago this month.

Official period caption: “Arrival of Northwest Naval Reserves on board USS Gilligan (DE 508) at Seattle, Washington, for training cruise to Acapulco, Mexico, 17 June 1950.” The men were to reactivate the tin can– laid up since 1946– and take her on a four-week training cruise to Mexico, and return.

80-G-421227

Named after a Marine Raider mortally wounded in action at Tulagi in August 1942, Gilligan was a John C. Butler-class destroyer escort built in New Jersey and commissioned less than two years later, sponsored by the namesake’s grieving mother.

By the second anniversary of PFC Gilligan’s passing, the ship named after him was serving in the Pacific, ultimately earning at least one battlestar during antiaircraft and antisubmarine screening efforts around Okinawa and in the Lingayen Gulf, surviving both a dud Japanese torpedo hit and a glancing blow from a kamikaze.

As noted by NHHC:

Gilligan detected an incoming Betty twin-engine bomber at 8 miles and finally sighted it at very low altitude at 1,000 yards, firing its nose gun at the ship. In a rarely recorded case of a sailor losing his nerve, a range finder operator jumped from his station down onto the main battery director, knocking it off target, preventing the 5-inch guns from getting off more than one round before the plane struck. The kamikaze flew directly into the muzzles of the No. 2 40-mm gun, killing 12 men and wounding 13, who stayed at their station firing until the very end. Despite a massive fireball, Gilligan’s crew was able to get the fires under control by 0715. Another kamikaze came in for an attack on Richard W. Suesens, who was searching for Gilligan crewmen who had been blown overboard. Despite her damage, Gilligan’s gunners joined in firing on the kamikaze, which was in a near-vertical dive. The kamikaze pilot was probably killed, but the plane’s momentum carried it down, and it clipped the aft 40-mm gun as it crashed into the sea close aboard, wounding 11.

Decommissioned in 1946 and laid up ultimately in Seattle, Gilligan recommissioned there on 15 June 1950 in response to the new war in Korea.

Northwest Naval Reserve Personnel on board USS Gilligan (DE 508) for a four-week training cruise to Acapulco, Mexico, and return, June-July 1950. Hospitalman James R. Piercey administers an anti-typhoid shot to warrant officer, Chief Electrician James H. Ross. 80-G-421217

Northwest Naval Reserve Personnel on board USS Gilligan (DE 508) for a four-week training cruise to Acapulco, Mexico, and return, June-July 1950. Seaman Richard L. Smith takes his turn at peeling the potatoes. 80-G-421216

Personnel from USS Charles E. Brannon (DE 446) and USS Gilligan (DE 508) on liberty while at Acapulco, Mexico, during a four-week training cruise of Northwest Naval Reserves to Mexico. FN Daniel T. O’Donnell and FN Glenn A. Scatterday consume soft drinks, 6-7 July 1950. 80-G-421219

Gilligan remained on the West Coast for the next nine years, conducting training cruises as the Cold War grew colder. Decommissioned on 31 March 1959, she was kept in mothballs “just in case” through Vietnam, then sold for scrapping in November 1973.

Gull Winged Angels

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It happened 80 years ago this month.

June 1945. A Marine F4U Corsair firing a salvo of eight five-inch forward-firing aircraft rockets, or FFARs, into an enemy crest of the mountain at Okinawa. Each 80-pound solid-fuel rocket, which preceded the famed Zuni, had a 45-pound HE warhead and a range of about a mile. “The terrific intensity is evident in the explosion of the rocket,” notes the original period caption of the photograph.

Official U.S. Navy Photograph, by Lieutenant David Douglas Duncan, USMCR, now in the collections of the National Archives 127-GW-520-126420

While the Corsair was a fierce dogfighter, earning an 11:1 kill ratio in the hands of U.S. Navy, Fleet Air Arm, RNZAF, and USMC aviators, their heavy use in troop support over the island earned them the nickname of the “Angels of Okinawa.”

A Vought F4U Corsair, of a U.S. Marine Corps fighter squadron, fires a salvo of eight five-inch rockets at a Japanese position in southern Okinawa, circa early June 1945. Photographed from the observer pod of a P-38 Lightning by Marine Corps combat photographer Lieutenant David Douglas Duncan, USMCR. The photo plane, only about 40-50 feet behind the F4U, was knocked out of control by the rocket blast and nearly crashed. U.S. Marine Corps Photograph. Catalog #: USMC 129356

FG-1D Corsair fighters of US Marine Corps squadron VMF-323 in flight over Okinawa, Japan, 10 June 1945 NARA

Although “obsolete” with the introduction of jet fighters, the rocket-carrying Corsair returned to the ground-support role with relish over the skies of Korea and Indochina in the 1950s.

Loading 5-inch rockets on F4U-4 Corsairs of VMF-323 aboard USS Badoeng Strait (CVE-116), off Korea, September 1950. USMC Photo A413601 National Archives Identifier 74237271

Black Sheep Squadron (VMF-214) – Korea. 1st MAW– The First Marine F4U Corsair fighter-bomber pilot to land at newly captured Kimpo Airfield was First Lieutenant John V. Banes, 18 September 1950. While flying off a carrier in close support of Marine infantrymen. Banes, hit while bombing the Communists, thanked his lucky stars and the ground troops for the ready, friendly airfield. The feeling was mutual with the troops on the ground. Marine Corps Photo A3725 by Cpl. R. J. Laitinen. National Archives Identifier 74242918, Local Identifier 127-GR-77-A3725

USS Philippine Sea (CV-47) ordnancemen loading rockets beneath the port wing of a Fighter Squadron 64 (VF-64) F4U-4B Corsair, during operations off the Korean coast, 21 May 1951. Note the different types of rocket warheads and details of carts used to transport the rockets. Official U.S. Navy Photograph, now in the collections of the National Archives. Catalog #: 80-G-439903

Ash Cans Away!

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Something once incredibly common, a staple then on its last legs.

75 years ago this week, the Gearing-class destroyers USS Epperson (DDE-719), center and USS Sarsfield (DD-837), at right, dropping depth charges during anti-submarine warfare exercises, 15 June 1950. Sarsfield has also fired her Mark 6 K-Gun depth charge projectors, making vertical smoke trails (aft of the ship) and impact splashes to port and starboard.

Official U.S. Navy Photograph, now in the collections of the National Archives. Catalog #: 80-G-415520

First fielded by the U.S. Navy in 1916, when it ordered 10,000 100-pound Mark 1 depth charges, the fleet would place orders for 43,466 “ash cans” during the Great War in seven varieties, with the largest being the mammoth 745-pound Mark IV.

This figure was swamped in WWII with orders for 622,128 depth charges of all types placed by the Navy Department between December 1941 and September 1945, with the 420-pound Mark VI being the most numerous (218,922 built). The last new conventional American DC was the Mark 16, a 435-pounder developed in 1946 that used an advanced acoustic fuse.

Post-WWII, rocket-propelled Hedgehog, Mousetrap, Squid, and Alfa/Alpha devices supplemented and then replaced the more traditional depth charge. Then came dedicated ASW homing torpedoes with the Mk 32 in 1950, followed by the Mk 43 and Mk 46, which helped bring the Rocket Assisted Torpedo (later ASROC) on-line in 1958.

While the 29-pound counter-frogman Mark 10 depth charge remained in limited service, and assorted tactical nuclear depth charges were kept as special weapons, the Navy was eager to remove its huge stocks of WWII-era charges from inventory by the late 1950s due to their high maintenance requirements and outright danger– just recall the final moments of the USS Reuben James.

When the Fleet Rehabilitation and Modernization (FRAM) program for updating the Navy’s WWII-era destroyers for the Cold War kicked off in 1958, depth charge racks and projectors were “unceremoniously removed.”

As recalled by Captain Eli Vinock, U. S. Navy (Retired), in the meeting about the program with CNO Adm. Arleigh A. Burke, probably the most renowned destroyerman to ever hold a rank in the fleet:

Depth charges were unceremoniously removed as a weapon system for destroyers that presentation. As the list of weapon systems (new and old) that would be ‘incorporated in destroyers was being presented. Admiral Burke interrupted at the mention of depth charges and said, “Who included those things?” There was an embarrassing pause. Without comment, I drew a line through “depth charges,” turned toward the admiral, and said, “Sir. depth charges have been removed.” Good,” he said, and that was that.

Send up the Kromuskit!

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It happened 80 years ago today.

Official period caption: “A gun crew of the 383rd Infantry Regiment, 96th Infantry Division, loads a shell into the new 57mm recoilless rifle to fire against Japanese pillboxes and caves on Okinawa, 10 June 1945.”

Photographer not credited. Photo Source: U.S. National Archives. Digitized by Signal Corps Archive. SC 208846

The M18 (T15E3) recoilless rifle seen above was new indeed.

Fielded in 1945, it was light, at “just” 44 pounds, and used the same tripod as the water-cooled Browning M1917 machine gun, or could be bipod-launched to save weight. It could be fired from the shoulder like the much smaller bazooka in a pinch. Later models used the M26 direct-fire sight.

Developed at the U.S. Army’s Infantry Section with cues from loaned British and captured German designs by two engineers, named Kroger and Musser, the gun was initially termed the “Kromuskit” after its daddies.

The Army ultimately fielded seven rounds for the cute little guy:

Three 5.3-pound 57mm shells for the M18 could be carried in the already fielded M6 rocket bag (designed for the 2.36-in bazooka rockets).

For use by airborne troops, it could be dropped in a M10 Paracrate complete with 14 rounds of ammo. The follow-on M12 Paracrate could carry 14 rounds of ammo as well as an M1917 tripod.

This “pocket artillery” was first used in combat in the Pacific in Okinawa, where its HE and WP shells proved particularly adept at handling dug-in pockets of Japanese.

It remained in use in Korea and with U.S. allies (and enemies, such as the unlicensed Communist Chinese Type 36) throughout the Cold War.

A GI with an M18 recoilless rifle in Korea – May 1951. While ineffective against T-34s, it was still a lifesaver firing 133-slug canister shot at incoming waves of Chinese “Volunteers” and in zapping lightly dug-in positions with HE and WP. LIFE Magazine Archives – Michael Rougier Photographer.

Austrian Tiroler Jägerbataillon with M18 recoilless rifle, circa late 1950s. Bestanddeelnr 254-4382

The M18 was replaced in American service by the larger and more effective M20 75mm, M67 90mm, and M40 105mm RRs, and those, by the 1980s, by more modern guided anti-tank weapons.

Warship Wednesday, April 30, 2025: Pride of Puget Sound

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Here at LSOZI, we take off every Wednesday for a look at the old steam/diesel navies of the 1833-1954 period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger

If you enjoy my always ad-free Warship Wednesday content, you can support it by buying me a cup of joe at https://buymeacoffee.com/lsozi As Henk says: “Warship Coffee – no sugar, just a pinch of salt!”

Warship Wednesday, April 30, 2025: Pride of Puget Sound

Official U.S. Navy Photograph, from the Naval History and Heritage Command collections. Catalog: L45-35.04.01

Above we see the Baltimore-class heavy cruiser USS Bremerton (CA-130) all aglow in Sydney, in town to celebrate the 17th anniversary of the historic Battle of the Coral Sea in December 1959. While she didn’t get any licks during WWII, Bremerton was nonetheless a “war baby,” commissioned some 80 years ago this week. And she did manage to get some serious combat time during another conflict.

The Baltimores

When the early shitstorm of 1939 World War II broke out, the U.S. Navy, realized that in the likely coming involvement with Germany in said war– and that country’s huge new 18,000-ton, 8x8inch gunned, 4.1-inches of armor Hipper-class super cruisers– it was outclassed in the big assed heavy cruiser department. When you add to the fire the fact that the Japanese had left all of the Washington and London Naval treaties behind and were building giant Mogami-class vessels (15,000 tons, 3.9 inches of armor), the writing was on the wall. That’s where the Baltimore class came in.

These 24 envisioned ships of the class looked like an Iowa-class battleship in miniature with three triple turrets, twin stacks, a high central bridge, and two masts– and they were (almost) as powerful. Sheathed in a hefty 6 inches of armor belt (and 3 inches of deck armor), they could take a beating if they had to.

They were fast, capable of over 30 knots, which meant they could keep pace with the fast new battlewagons they looked so much like, as well as the new fleet carriers that were on the drawing board.

Baltimore class ONI2 listing

While they were more heavily armored than Hipper and Mogami, they also had an extra 8-inch tube, mounting nine new model 8-inch/55 caliber guns, whereas the German and Japanese only had 155mm guns (though the Mogamis later picked up 10×8-inchers). A larger suite of AAA guns that included a dozen 5-inch/38 caliber guns in twin mounts and 70+ 40mm and 20mm guns rounded this out.

In short, these ships were deadly to incoming aircraft, could close to the shore as long as there were at least 27 feet of seawater for them to float in and hammer coastal beaches and emplacements for amphibious landings, then take out any enemy surface combatant short of a modern battleship in a one-on-one fight.

They were tough nuts to crack, and of the 14 hulls that took to the sea, none were lost in combat.

Meet Bremerton

Our subject is the first warship named for the Washington city home to Puget Sound Navy Yard, which dates back to 1891. As explained by the Puget Sound Navy Museum, the Navy held a war bond competition in 1943 between the workers at Puget and those at California’s Mare Island NSY with the winner earning the naming rights to a new heavy cruiser whose keel had been laid on 1 February (as Yard No. 449) at New York Shipbuilding Corps. in Camden, New Jersey.

Puget won the competition– with the yard’s workers pledging an amazing 15 percent of their wages for six months– and earned the right to send a delegate to the East Coast to sponsor the vessel. The worker sent had been with the yard since 1917. As detailed by the museum:

Betty McGowan, representing the Rigger and Shipwright Shop, was chosen to christen the cruiser in New Jersey on July 2, 1944. She broke the ceremonial bottle of champagne across the ship’s bow with a single swing. In Bremerton, residents marked the occasion with a baseball game, a flag raising ceremony, and the sale of more than $11,000 in war bonds.

Bremerton was commissioned on 29 April 1945, with her first of 15 skippers being Capt. (later RADM) John Boyd Mallard (USNA 1920) of Savannah, Georgia. Mallard had seen the elephant previously as skipper of the oiler USS Rapidan (AO 18), dodging U-boats in the Atlantic, and earned the Legion of Merit as commander of a task group of LSTs during the assaults on Lae and Finschhafen in September 1943.

USS Bremerton (CA-130) off Portland, Maine, 6 August 1945, just nine days before the Empire of Japan would signal that they were quitting the war. 80-G-332946

Bremerton’s WWII service was brief, with her Official War History encompassing a half-dozen short paragraphs. The new cruiser left Norfolk for her shakedown cruise in the waters off  Cuba on 29 May 1945.

Three weeks later, having wrapped up gunnery trials off Culebra Island, she sailed for Rio de Janeiro to serve as flagship for Admiral Jonas Ingram, Commander-in-Chief of the Atlantic Fleet, during his South American inspection tour. Bremerton returned to the States and engaged in early July, arriving at Boston Navy Yard on 18 July, then became part of TF 69 for experimental work at Casco Bay, Maine, until 2 October.

Spending the next five weeks in post-shakedown overhauls at Philadelphia, she cleared that port on 7 November for Guantanamo and, after passing inspection, sailed through the Panama Canal to join the Pacific Fleet on 29 November 1945 with orders to report to Shanghai via Pearl Harbor under the 7th Fleet for occupation duties.

Arriving at Inchon, Korea on 4 January 1946, she would spend the next 11 months in the Far East– earning an Occupation Medal and China Service Medal– before making for San Pedro, California.

Homeported there, Bremerton managed to get in a training cruise along the West Coast in 1947 before her discharge papers hit.

13 February 1948. “USS Bremerton (CA-130) (foreground) and USS Los Angeles (CA-135) are towed from the Nation’s largest drydock, at San Francisco Naval Shipyard, while being prepared for inactivation and addition to the Pacific Reserve Fleet. Constructed during the war, the 1100-foot drydock is capable of handling the largest ships afloat. Besides handling these two cruisers at one time, the huge dock has accommodated four attack transports in one operation. World’s largest crane at right.” Note that many other laid-up ships are in the area. Among them, on the right, are USS Rockwall (APA-230) and USS Bottineau (APA-235). NH 97453

Bremerton was placed out of commission, in reserve, at San Francisco on 9 April 1948, capping just under three years of service.

No less than nine of 14 Baltimore-class heavy cruisers were mothballed after WWII as the Navy’s budget nosedived. With each needing a 1,100+ member crew (not counting the Marine det), they had an almost prohibitive cost to keep them in service even if they were pierside. A deployment, requiring 2,250 tons of fuel oil and a trainload of provisions just to get started, could be better spent on a half-squadron of 3-4 destroyers that could make triple the port calls– and in more diverse locations.

The Baltimores were seen as quaint in the new Atomic Age, and, with a couple of battlewagons and newer heavy cruisers (of the Oregon City and Des Moines class) on tap for fire support missions should they ever be needed (and nobody thought they would), the six remaining class members on active service were mostly used as flagships and high-profile training vessels for midshipmen’s and reservist cruises.

War!

With the Soviet-backed North Korean Army rushing over the 38th Parallel to invade their neighbors to the south on 25 June 1950, the Navy rushed units from Japan to the embattled peninsula and things soon got very old school in a conflict heavy with minefields, amphibious landings and raids, and an active naval gunline just off shore.

This, naturally, led to a call for more naval fire support. Ultimately, 10 of 14 Baltimores (all except USS Boston, Canberra, Chicago, and Fall River) were in commission or reactivated for the Korean War.

Bremerton was pulled from mothballs at San Francisco and, after a short overhaul at Hunters Point and giving her crew some refresher training, she was bound for the gunline, arriving in theatre under 7th Fleet command on 7 May 1952.

USS Bremerton (CA-130) at Hunters Point Naval Shipyard, San Francisco, California, on 21 November 1951. She was recommissioned for Korean War service on 23 November after having been in reserve since April 1948. 80-G-436084

USS Bremerton (CA-130) underway on 14 February 1952. 80-G-439986

Same as the above, 80-G-439985

Her first tour off Korea, which wrapped up in September 1952, and she let her 8-inchers sing at Wonsan, Kojo, Chongjin, and Changjon Hang.

USS Bremerton (CA-130) loading ammunition at Mare Island Ammunition Depot. October 1952

USS Bremerton (CA-130) in San Diego harbor, California, circa 1951-52, with her crew manning the rails. NH 97454

After an overhaul, she returned to Korea in April 1953, remaining through November.

Forecastle of the heavy cruiser USS Bremerton (CA-130) in heavy seas, in 1953, likely during her second Korean tour. Note the awash gun tub forward.

On this second tour, she repeatedly dueled with Nork/ChiCom coastal artillery batteries.

From Korean War: Chronology of U.S. Pacific Fleet Operations: 

  • 5 May 1953: During a heavy gun strike in the Wonsan Harbor area, USS Bremerton (CA 130) was fired upon by 18 rounds of 76 to 105 mm shells. One near miss caused two minor personnel casualties and superficial top-side damage.
  • 24 May 1953: During a heavy gun strike in Wonsan Harbor, USS Bremerton (CA 130) received 10 rounds of well-directed enemy artillery fire. Although all shells landed close aboard, Bremerton escaped unscathed.
  • 14 June 1953: USS Bremerton (CA 130) received four rounds of 90 mm counterbattery fire while blasting the enemy shore gun positions on the Wonsan perimeter. The enemy fire was ineffective.
  • 19 June 1953: In Wonsan Harbor, USS Bremerton (CA 130) was the target for four rounds of 90 mm shore fire but was not hit.

USS Bremerton (CA-130) under fire from North Korean shore batteries, in 1953

Besides Bremerton, the Navy deployed no less than six Baltimores for escort missions and coastal bombardment in Korea.

Heavy cruisers USS Saint Paul (CA-73) and USS Bremerton (CA-130) and the light cruiser USS Manchester (CL-83) are underway off Korea. Saint Paul and Bremerton were deployed to Korea and the Western Pacific between April and September 1953.

While I cannot find how many shells our girl let fly off Korea, all told, the Navy expended over 414,000 rounds and 24,000 missions against shore targets between just May 1951 and March 1952. While most of those rounds (381,750) were from 5-inch guns, at least 22,538 came from 8-inch pipes on heavy cruisers, so distill from that what you will.

In all, Bremerton was authorized two (of a possible 10) Korean Service Medals (battle stars), with the breaks in dates often due to leaving the gun line to get more shells:

  • K8 – Korean Defense Summer-Fall 1952: 12-28 May 52, 11-26 Jun 52, 9 Jul-6 Aug 52, and 20 Aug-6 Sep 52.
  • K10 – Korea, Summer-Fall 1953: 1-30 May 53, 13 Jun-8 Jul 53, 23-27 Jul 53.

She also served in Korean waters post-cease fire on two stints, 26 Sep-8 Nov 53 and 8 Jun-27 Jul 54, the latter on a May-October West Pac cruise. On top of her two battle stars, she also earned a Republic of Korea Presidential Unit Citation, the United Nations Korea Service Medal, and the Republic of Korea War Service Medal.

USS Bremerton (CA-130) In Drydock Number 5 at Yokosuka Naval Base, Japan, in July 1954 during a West Pac deployment. Note her side armor, and men painting her hull. 80-G-644556

Cold War swan song

She would spend the first half of 1955 at Mare Island undergoing an overhaul and modernization. Her armament and fire control were updated. Importantly, she shipped her 40mm guns ashore for 10 twin 3″/50 (7.62 cm) Mark 33 Mounts and new Mk 56 FC radar fits.

April 1955. San Francisco. Port bow view of the heavy cruiser USS Bremerton (CA 130). Her original close-range armament of 20 mm and 40 mm guns has been replaced by twin 3-inch/50 Mark 26 guns controlled by Mark 56 directors, two of which may be seen abreast the forward superstructure. Her catapults have been removed, although the crane for handling aircraft remains for use with the boats now stowed in the former aircraft hangar under the quarterdeck. Note the Golden Gate Bridge in the background. Period caption: “The USS Bremerton, heavy cruiser, which will be berthed at Pier 46-B Saturday, April 21 and 22, will be open for public inspection from 1 to 4 p. m. each day, as a part of the civic observance of the 50th anniversary of the 1906 fire. The U. S. Navy played a vitally important role in bringing aid to the stricken city.” (Naval Historical Collection)

Then came a second post-Korea West Pac cruise, from July 1955 to February 1956, during which she earned a second China Service Medal for operations off Chinese-threatened Formosa/Taiwan.

Great period Kodachrome by of USS Bremerton by Charles W. Cushman showing the cruiser steaming into San Francisco Bay under the Golden Gate Bridge, 8 May 1956. Bloomington – University Archives P08766

Her third post-Korea West Pac deployment, from November 1956 to May 1957, saw her make port calls from Vancouver to Yokosuka to Manila, Hong Kong, and Melbourne, where her crew was on hand to support the XVI Olympiad.

USS Bremerton (CA-130) photographed on 4 November 1957 while at Puget Sound before heading to Bangor. 80-G-1027859

Same as the above 80-G-1027857

Same as the above 80-G-1027858

USS Bremerton (CA-130) at Pearl Harbor while en route to Asia, circa 1957. The original photograph bears the rubber-stamp date 3 December 1957. NH 97455

Around this time, the Navy decided to reconstruct Bremerton into an Albany-class guided missile cruiser.

This extensive (three-to-four year) SCB 172 conversion involved removing almost everything topside including all armament and superstructure, then installing a huge SPS-48 3D air search radar, a twin Mk 12 Talos launcher (with its magazine, Mk 77 missile fire-control system, and SPG-49 fire control radars), a twin Mk 11 Tartar launcher (along with its magazine, Mk 74 missile fire-control system, and SPG-51 fire control radars), a huge CIC and tall navigation bridge, a bow mounted sonar, a helicopter deck, etc. et. al.

Only three CAs (USS Albany, Chicago, and Columbus) completed the conversion, and it left them unrecognizable from their original form.

Two views of the U.S. Navy cruiser USS Chicago, as built and after her conversion to a guided missile cruiser. Upper view: USS Chicago (CA-136) as a Baltimore-class heavy cruiser off the Philadelphia Naval Shipyard, Pennsylvania (USA), on 7 May 1945. Between 1959 and 1964, Chicago was rebuilt at the San Francisco Naval Shipyard, California (USA), leaving virtually only the hull. The complete superstructure and armament were replaced. Lower view: USS Chicago (CG-11) as an Albany-class guided missile cruiser underway in the Pacific Ocean during exercise “Valiant Heritage” on 2 February 1976. NH 95867 and K-112891

However, as the Albany class conversion still required a massive nearly 1,300 man crew to run the 17,000 ton CG with 180 assorted missiles aboard, and the bean counters realized the new 8,000-ton Leahy-class DLGs (later re-rated as cruisers in 1975) could carry 80 missiles on a hull optimized to run with a 400-man crew, the choice was clear.

With that, Bremerton never did get that conversion, instead being used increasingly to hold the line in the Far East for the next couple of years.

She started 1958 at anchor in Long Beach, preparing for yet another Westpac deployment (from March to August) under TF 77 orders that would take her to the Philippines, Singapore, New Zealand, Hong Kong, and the like.

From her log:

She repeated another Westpac cruise from January to May 1959 and yet another abbreviated sortie from November 1959 to February 1960. It was on New Year’s Day 1960, while deployed, that her mournful log entry told her looming fate– that of an early (second) decommissioning at the ripe old age of 15, bound once again for mothballs.

Assigned to the Pacific Reserve Fleet, while moored at Naval Station Long Beach’s Pier 15, at 0900 on 29 July 1960, USS Bremerton was decommissioned and then towed to the reserve basin first at Mare Island and then, fittingly, at Puget Sound.

1960 Jane’s entry for the Baltimore class.

USS Bremerton (CA-130) and USS Baltimore (CA-68) lay up at the Puget Sound Naval Shipyard, early 1970s. Photograph by Melvin Fredeen of Seattle. This picture was likely taken shortly before the two cruisers were sold for scrap in 1973. At the right of the picture, one will note several civilians on the pier, next to the gangplank leading to USS Missouri (BB-63), which is moored just outside the frame. During the three decades the battleship spent laid up at Bremerton before her 1980s reactivation, she would often be opened to the public for walking tours of her weather decks, particularly of the spot where the surrender of Japan took place. Several other decommissioned ships are visible, including a destroyer, a carrier, and in the far background, a third Baltimore-class heavy cruiser out in Sinclair Inlet. NH89317

Bremerton languished for 13 years in mothballs, and, once the war in Vietnam had drawn down, was stricken from the Naval List on 1 October 1973. She was subsequently sold for scrap to the Zidell Explorations Corporation of Portland, Oregon, and broken up.

Epilogue

Several relics of the cruiser remain in the Kitsap area.

Her bell, presented to the city of Bremerton in 1974, is on display at the Norm Dicks Government Center building downtown.

Her anchor and part of her mast are also preserved in the region, with the hook at Hal’s Corner (guarded by 40mm guns from the old battlewagon USS West Virginia) and the yardarm at Miller-Woodlawn Memorial Park.

Both are often visited by Navy working parties to keep them in good shape.

The Navy recycled the name for an early Los Angeles-class hunter-killer, SSN-698, which was in commission from 1981 to 2021.

Los Angeles-class hunter-killer USS Bremerton (SSN-698) underway 1 February 1991. DN-ST-91-05712

A veterans’ group for the latter Bremerton, which also keeps CA-130’s memory alive, is active. 

x

Meminisse est ad Vivificandum – To Remember is to Keep Alive

***

 

Ships are more than steel

and wood

And heart of burning coal,

For those who sail upon

them know

That some ships have a

soul.

 

***

 

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Warship Wednesday, April 2, 2025: Jeezy Breezy, We Hit Em!

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Here at LSOZI, we take off every Wednesday for a look at the old steam/diesel navies of the 1833-1954 period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger

If you enjoy my always ad-free Warship Wednesday content, you can support it by buying me a cup of joe at https://buymeacoffee.com/lsozi As Henk says: “Warship Coffee – no sugar, just a pinch of salt!”

Warship Wednesday, April 2, 2025: Jeezy Breezy, We Hit Em!

Naval History and Heritage Command photo NH 90825

Above, we see the Balao-class fleet boat USS Charr (SS-328), off Mare Island Naval Shipyard, Mare Island, California, 16 September 1946, just after the war.

Although she got into the war late, only starting her first war patrol in December 1944, Charr has the distinction of sinking the last enemy cruiser sent to the bottom by a U.S. submarine, a feat accomplished after a four-day chase some 80 years ago this week.

The Balao Class

A member of the 180+-ship Balao class, she was one of the most mature U.S. Navy diesel designs of the World War Two era, constructed with knowledge gained from the earlier Gato class. Unlike those of many navies of the day, U.S. subs were “fleet” boats, capable of unsupported operations in deep water far from home. The Balao class was deeper diving (400 ft. test depth) than the Gato class (300 feet) due to the use of high-yield strength steel in the pressure hull.

Able to range 11,000 nautical miles on their reliable diesel engines, they could undertake 75-day patrols that could span the immensity of the Pacific. Carrying 24 (often unreliable) Mk14 Torpedoes, these subs often sank anything short of a 5,000-ton Maru or warship by surfacing and using their deck guns. They also served as the firetrucks of the fleet, rescuing downed naval aviators from right under the noses of Japanese warships.

Some 311 feet long overall, they were all-welded construction to facilitate rapid building. Best yet, they could be made for the bargain price of about $7 million in 1944 dollars (just $100 million when adjusted for today’s inflation) and completed from keel laying to commissioning in about nine months.

An amazing 121 Balaos were completed through five yards at the same time, with the following pennant numbers completed by each:

  • Cramp: SS-292, 293, 295-303, 425, 426 (12 boats)
  • Electric Boat: 308-313, 315, 317-331, 332-352 (42)
  • Manitowoc on the Great Lakes: 362-368, 370, 372-378 (15)
  • Mare Island on the West Coast: 304, 305, 307, 411-416 (9)
  • Portsmouth Navy Yard: 285-288, 291, 381-410, 417-424 (43)

We have covered a number of this class before, such as the sub-killing USS Greenfish, the UDT-10 carrying USS Burrfish, the rocket mail slinger USS Barbero, the carrier-slaying USS Archerfish, the long-serving USS Catfish, the U-boat scuttling USS Atule, Spain’s “30-one-and-only,” and the frogman Cadillac USS Perch —but don’t complain, they have lots of great stories

Meet Charr

Originally to be the first warship named after the Bocaccio, a type of West Coast rock fish, our subject was laid down, 26 August 1943, at Electric Boat in Groton. The powers that be swapped this tough to spell marine creature for the much easier Charr, a type of trout common to the Pacific Northwest, a month later.

As such, the future USS Charr- the only warship to carry the name-  was launched on 28 May 1944, sponsored by the wife of a no doubt upstanding citizen of Groton, and commissioned on 23 September 1944, her construction spanning a scant 394 days. At the time, EB was building them so fast that it was a dual commissioning ceremony– the first at New London- with sistership USS Boarfish (SS-327), who had been laid down just a fortnight before Charr.

Charr’s plank owner skipper was CDR Francis Dennis Boyle (USNA ’34). It was his first command, having gone out as a junior officer and XO on three previous war patrols on other fleet boats.

Sailing for the West Pac on 5 November to join the Big Show after six weeks of shakedowns, she arrived at Pearl Harbor via the Ditch in early December and spent Christmas of 1944 at Pearl Harbor.

She had a fairly green crew, with her wardroom averaging out to about two patrols per officer (although her two most junior ensigns were mustangs with 14 patrols between them). Meanwhile, her goat locker had a similar average with three of her chiefs counting zero patrols between them. Overall, only 43 of her 80 men aboard had earned their dolphins.

War!

On 30 December 1944, Charr was escorted out of Pearl Harbor along with the veteran boat, USS Batfish, to begin her first war patrol, ordered to roam the South China Sea by way of Saipan. Clearing that occupied former Japanese possession on 13 January 1945 with a full load of diesel oil and provisions topped off from the sub-tender USS Fulton, Charr made for her patrol area and spent the next several weeks fighting heavy seas while hiding from Japanese patrol aircraft.

Carr in the distinctive late-war fleet “gunboat submarine” configuration with forward and aft 5″/25s augmented with matching 40mm and 20mm mounts. Photo by Lt. Herb Hanson via Navsource.

She dodged a couple of floating mines and made a rendezvous at sea with her commissioning mate Boarfish on 27 January off Pulo Kambir, some 8,500 miles away from New London. Small world!

The next day, she was dispatched to close with the coast of Japanese-occupied French Indochina to search for downed fliers. Anchoring just 2,700 yards offshore, a landing team recovered the radioman of a downed aircraft in broad daylight on the 29th, then had to return after dark for the rest of the aircrew but found herself in the middle of Japanese convoy HI-88-B (Singapore to Moji).

From Charr’s patrol report:

While Boarfish was lucky enough to sink the Japanese tanker Enki Maru (6968 GRT) and force the tanker Daietsu Maru (6890 GRT) aground, Charr came away from the encounter empty-handed, never able to get close enough to make an attack. Transferring her navy radioman aboard her sistership, which was Fremantle-bound, Charr remained on fruitless patrol, working off and on with the fellow fleet boats USS Tuna and Blackfin.

On 21 February, while Boarfish’s crew was enjoying the bars and beaches of Western Australia, Charr crossed the equator and was ordered to go to the rescue of the imperiled Dutch T-class submarine HrMs Zwaardvisch (P 322), which she did on the 22nd. She would spend the next four days on a risky southbound passage to Lombok Strait on the surface.

Charr ended her 1st patrol at Fremantle on 3 March, having not fired any torpedoes, dodged over 20 enemy air contacts, and only fired her guns (20mm) at enemy mines. Despite the risky rescue of the downed Navy radioman, and boldly escorting Zwaardvisch back to safety, the patrol was not deemed by COMSUBPAC to be successful.

On the bright side, she ran 13,799 miles across 63 days on her first patrol with no casualties, and 75 of 80 men aboard had dolphins at the end of it. She was ready.

Second Patrol

Charr sailed out of Freemantle again on 27 March after refit, ordered, in part, to comb the Flores, Java, and South China Seas in coordination with USS Gabilan (SS-252) and Besugo (SS-321) while HM Submarine Spark was nearby but not attached. Charr celebrated Easter submerged on 1 April entering the Lombok Strait.

Soon, this Yankee wolfpack would sniff out one of the Empire’s last operational cruisers outside of Japan’s home waters.

The Nagara class light cruiser Isuzu had helped seize Hong Kong from the British and survived the Solomons and the hellfire of the Leyte Gulf, but her days had run out.

Nagara Class Light Cruiser Isuzu pictured on completion off Uraga on August 20th, 1923

Nagara Class Light Cruiser Isuzu pictured underway in Tokyo Bay on September 14th, 1944

Tasked with collecting isolated Japanese troops from Kupang and taking them to Sumbawa Island with an escort of a torpedo boat and two minesweepers, Boyle’s wolfpack (he was SOPA) sighted the little convoy off Paternoster Island at 1125 on 4 April but were forced to submerge due to Japanese air cover. Meanwhile, Gabilan sank a small Japanese vessel with gunfire in a surface action.

Besugo got close enough in the predawn of 5 April to fire six torpedoes at Isuzu and one, throat down, at her escorts, all of which missed.

The pursuit continued with RAAF Mosquitos of No. 87 Squadron and FRUMEL intercepts, pointing the way for B-25s of the Free Dutch No. 18 Squadron to attack the force on the morning of 6 April, dropping 60 500-pound bombs without result.

Meanwhile, Isuzu picked up her assigned marooned troops and deposited them that afternoon at Sumbawa, unharmed. A second attack by B-24s of the RAAF’s Nos. 21 and 24 Squadrons later that day left Isuzu limping and on manual steering.

It was in the afternoon of 6th April, between Sumbawa and Komodo islands is the Sape Strait, that Boyle’s wolfpack caught up to the Isuzu group again. Besugo fired another 11 torpedoes in two attacks and bagged the escorting Japanese minesweeper W 12 (630 tons) for her effort, then was forced back to Freemantle as she was out of fish. She surfaced and saw survivors in the water after the Japanese had moved on “but all refused to be picked up.”

At 0255 on 7 April, Charr made radar contact with Isuzu and her two remaining escorts at 14,700 yards, making their way out of Sumbawa’s Bima Bay. “Bingo, this may be the jackpot,” noted Boyle.

Radioing the contact to Gabilan, who was in the path of the Isuzu group, that submarine made an attack on the cruiser with five torpedoes, one of which hit below the bridge, causing flooding forward and cutting her speed to 10 knots.

Meanwhile, Charr moved in for the kill. From her patrol report:

Isuzu was the last of her class in Japanese service remaining and the final Axis cruiser sunk by an American submarine.

The next day, the wolfpack broke up, with Gabilan and Spark heading on their ways as Charr was detailed to complete a Special Mission (planting a minefield off Pulo Island) while sinking a 500-ton Japanese coaster on 10 April via gunfire. On the 13th, they received word of FDR’s death (“All hands are deeply saddened”), then on the 16th fired six torpedoes at two Japanese escorts in the Gulf of Siam without luck.

Stopping in at Subic Bay briefly on 20-24 April, she then headed to Formosa for lifeguard duty, saving USAAF Lt. Hugo Casciola, a Fifth Air Force P-51 pilot (likely of the 3rd Air Commando Group), on 6 May.

Ending her 56-day patrol at Subic on 21 May, Charr sailed 11,688 miles. Her patrol was deemed a success and a Submarine Combat Insignia was authorized, with Charr credited for 5,670 tons of Japanese shipping sunk.

Third Patrol

On 14 June 1945, Charr left Subic Bay for her 3rd war patrol, ordered to the Gulf of Siam, one of the few areas with a significant Japanese presence afloat, even if it was in the form of coastal traffic. By the end of the month, she formed an Allied wolfpack with HMS Selene (P 254) and Sea Scout (P 253), later joined by Supreme (P 252). They chased down a small Japanese convoy not worth the torpedoes to sink but could never get close enough to engage it with gunfire.

On 5 July at 0042 while on the surface alone, Charr’s lookouts spotted an incoming torpedo that only missed them by 25 yards, with Boyle noting “Evidence of the torpedo from its wake is unmistakable” as Charr left the area at flank speed.

With the three luckless British S-boats returning to Freemantle, Boyle, on 11 Jul,y inherited an all-American pack built around USS Hammerhead, Blower, and Bluefish. Four days later, Bluefish, birddogged by reports from Blower, who fired four torpedoes at a Japanese I-class submarine contact, found I-351 on the surface 100 miles out of Natuna Besar, Borneo with a cargo of 42 irreplaceable naval aircrewmen. Bluefish sent I-351 and 110 of her 113 crew and passengers to the bottom with a four-torpedo spread.

Charr ended her 43-day 3rd war patrol at Fremantle on 26 July. Although her group bagged a big Japanese sub, that was Bluefish’s kill, and, thus, the patrol was not deemed worthy of an SCI.

As WWII ended before Charr could begin a fourth patrol, she ended the conflict with just one battle star for her second patrol. She was then dispatched to Guam to join SUBRON5.

Fleet boats USS Sea Cat (SS-399), USS Redfish (SS-395), and USS Charr (SS-328) alongside a tender at Apra Harbor, Guam, in 1945. Photographed by John R. Huggard. NH 93824

Submarine Squadron 5 boats of the squadron nested together in 1945. Photographed by Lieutenant Herb Hanson. Ships are (from left to right): Segundo (SS-398), Sea Cat (SS-399), Blenny (SS-324), Blower (SS-325), Blueback (SS-326), and Charr (SS-328). NH 86621

Charr then returned to the West Coast on 27 January 1946, capping 15 months deployed out of CONUS. A refit at Mare Island and a new skipper followed.

USS Charr (SS-328) off the Mare Island Naval Shipyard, Mare Island, California, 16 September 1946. NH 90826

Cold War Snorkel Days

With the Navy rapidly demobilizing, there still had to be somebody on watch, especially with conflict boiling around the suddenly post-colonial West Pac, and Charr was one of several subs tasked with making what were termed simulated war patrols. One 115-day training patrol, departing San Francisco on the 4 October 1946, included visits to Pearl, Subic Bay, Shanghai, and Tsingtao China, as well as Yokosuka Japan, and was concluded at San Diego on 27 January 1947. A second one followed soon after.

She then fell into a quiet peacetime period of drilling naval reservists on two-week coastal deployments along the California and Mexican coasts with two dozen reservists aboard, serving as a training boat to the Submarine Training Facilities San Diego, participating in exercises, and earning a series of Battle Es including the Marjorie Sterrett Battleship Fund Prize in 1948, the first for a Pacific sub.

TBM-3E Avenger attack planes of VS-25 in flight over USS Charr (SS-328), 15 March 1950, under deployment to Fleet Air Wing Four, Whidbey Island. Note that she is still in her original configuration. 80-G-443900

On 10 July 1951, she entered Mare Island to be converted to a “Four-engine Fleet-type Snorkel” submarine, emerging four months later with a radically different topside appearance.

Caiman, SS-323 and Charr at Mare Island conversion to Guppy IA and Fleet Snork

USS Charr at Mare Island 9 Nov 1951

Would you look at that snorter! USS Charr at Mare Island 9 Nov 1951

Besides the obvious snorkel installation and sensor updates, the conversion gave her a new streamlined sail and removed her deck guns. She also sported a two-tone scheme.

USS Charr (SS-328) off the Mare Island Naval Shipyard, Mare Island, California, November 1951. Following conversion to “fleet-Snorkel” configuration. Note her experimental paint scheme. NH 90830

Same as above. NH 90828

Same as above. NH 90829

Same as above.

Then came the Korean War, which included a six-month war patrol (26 March -2 October 1952) in the region under the orders of Commander Naval Forces, Far East.

Sent to the West Pac again after the cease fire, she left San Diego on 13 June 1954.

USS Charr at speed

She visited Formosa, Taiwan, and met the 7th Fleet boss and the inaugural commander of the U.S. Taiwan Defense Command, VADM Alfred M. Pride, who appeared on hand with exiled Generallisimo Chiang Kei-Shek himself. The 67-year-old first president of the Republic of China toured Charr extensively and got underway briefly on 9 November. Most Americans forget today, but the U.S. had upwards of 20,000 troops deployed at any given time to Taiwan through 1979, when the USTDC was disbanded under the Carter administration.

General Chiang Kai Shek on board USS Charr (SS 328) at Keelung, Formosa. General Shek peers through the periscope as Commander Whitman, Commanding Officer of the submarine, looks on, November 9, 1954. 330-PS-7025 (USN 649238)

General Chiang Kai Shek on board USS Charr (SS 328) at Keelung, Formosa. General Shek with Vice Admiral Alfred H. Pride on the navigation bridge, November 9, 1954. 330-PS-7025 (USN 649236)

General Chiang Kai Shek on board USS Charr (SS 328) at Keelung, Formosa. General Shek with Vice Admiral Alfred H. Pride on the weather deck, November 9, 1954. 330-PS-7025 (USN 649237)

Then followed a decade of West Coast operations, ranging from Vancouver to Acapulco with naval reservists and participating in public events such as the Seattle Sea Fair and supporting Girl Scout Marine Ship 36 of Pasadena with tiger cruises.

She was in 12,000 feet of water off San Diego on 26 September 1961 when, while rigged for deep submergence, a main motor circulating water hose ruptured at 150 feet, flooding the Maneuvering Room, a situation saved after two ratings sealed themselves in the engine room and maintained power to rapidly bring the Charr to the surface. Living to fight another day, she was towed to San Francisco Naval Shipyard for repairs. John McGee, EM1, received the Navy Commendation Medal, while Douglass Webster, EM3, received a Letter of Commendation for their efforts to save their ship that day.

Operationally, she drilled in PACTRAEX and completed active West Pac deployments with Seventh Fleet in 1957, 1959, 1961, and 1963.

USS Tilefish, USS Razorback, and USS Charr moored in Vancouver in 1957. Note the difference in sail types

Balao-class submarine USS Charr (SS-328) in drydock at Yokosuka, Japan, 1963

USS Charr (SS-328) underway, 14 December 1963. USN 1094488

Same as above USN 1094493

USS Charr (SS-328) underway off San Diego, California, 8 January 1965. USN 1110922

Balao class, 1965 Janes, at which point the Navy still had a whopping 80 of these boats on hand

With U.S. involvement in Vietnam ramping up in 1965, Charr was deployed to those waters as a sideshow to SEATO Exercise Sea Horse and, along with a half-dozen other diesel boats, would soon be laying off the North Vietnam littoral on secret observation and lifeguard missions for Rolling Thunder air strikes.

It was during these support operations that Charr recovered CDR Jack H. Harris, commanding officer of VA-155, from the Gulf of Tonkin on 29 March.

Harris, flying from the USS Coral Sea, had ejected from his damaged A-4E Skyhawk (BuNo 150078) after an Alpha strike against North Vietnamese air search radar facilities on Bach Long Vi Island, which is located about 70 miles offshore roughly midway between Haiphong and the Chinese island of Hainan. He was the last pilot to be rescued CSAR style by a lifeguard submarine, almost 20 years to the date from Charr’s WWII lifeguard service. The waterlogged pilot remained on Charr for several days and was eventually high-lined to a destroyer for return to Coral Sea. Sadly, he died in the fire on Oriskany in 1966.

Charr almost got a second rescue from Coral Sea off Bach Long Vi Island as well.

As noted by EM3(SS) Sid Anderson of the old USS Charr Association:

CDR William N. Donnelly, CO of Fighter Squadron 154, flying F-8D BuNo 148642, had his controls shot out while in a dive-bombing run against an AAA site. He ejected while inverted at 450 knots and 1,000 feet altitude, landing about 4 miles from the island. On the night of March 30th, upon becoming aware that transmissions from CDR Donnelly’s emergency radio were being received, the USS Charr surfaced and conducted a grid search but was unsuccessful in finding him. Later that day, during the mid-watch (12 noon to 4 p.m.) CDR Donnelly was sighted floating in his survival raft by aircraft that were en route to another bombing raid. His location was about 14 miles from the Charr, which was submerged at the time. Once in receipt of this information, LCDR John M. Draddy, CO of the Charr, surfaced and proceeded to CDR Donnelly’s location. Upon arrival at the site, a fleet of Chinese junks were already there, with no sight of CDR Donnelly or his raft. With the belief that the junks had gotten to him first, LCDR Draddy quickly assembled an armed boarding party intending to rescue him. However, before any action was taken, LCDR Draddy received word that CDR Donnelly had already been picked up by a U.S. Air Force HU-16 amphibian, and the boarding party was dismissed. In his raft, CDR Donnelly had successfully evaded North Vietnamese patrol boats for some 45 hours.

Entering the twilight of her career, Charr would be redesignated an Auxiliary Submarine (SGSS) in July 1966, and make her seventh West Pac deployment from May to December 1967 that included SEATO Exercise Sea Dog and service as a “tame” Military Assistance Program submarine on loan to the navies of the Philippines, South Korea and China for use in ASW training.

She made her 7,000th dive on 20 July 1968. Not bad work considering most of her constructors were war-hires and “Rosies.”

Charr’s (SS-328) 7000th dive, 20 July 1968. (L to R): TMSN Don McClain (IC Electrician watch), HMC(SS) “Doc” Taft(standing by just in case), TM1(SS) Vince Solari (OOD/Diving Officer), LCDR Jim Callan (port lookout), CS1(SS) Jake Wade (Chief of the Watch), EN1(SS) Harley Rackley (trim manifold watch), EM2(SS) Lin Marvil (starboard lookout).    Photo by J.D. Decrevel EM2(SS), via Navsource.

Spending the rest of her career stateside, Charr was decommissioned on 28 June 1969 in a mass five-way ceremony with the old fleet boats Bream, Tunny, Bluegill, and Raton.

Bream (AGSS-243), Tunny (AGS-282), and Charr (AGSS-328), during the decommissioning ceremony at Mare Island on 28 June 1969. Photo courtesy of the Vallejo Naval and Historical Museum via Darryl L. Baker, via Navsource.

Charr continued “In Service, In Reserve” for another 18 months until 20 December 1971, at which time she was struck from the Navy List. She was sold to Nicolai Joffe, Beverly Hills, for $105,381 on 17 August 1972, then subsequently scrapped in Kearny. New Jersey

Charr earned an Armed Forces Expeditionary Medal for her Vietnam cruise, added to two for Korea, and her sole WWII battle star.

Epilogue

Little remains of Charr.

Her Cold War deck logs, WWII patrol reports, and war history are digitized in the National Archives. 

She had an active veteran’s group that was online until about 2020.

Post-WWII, Charr’s only wartime skipper CDR Boyle, who earned a Navy Cross for sinking Isuzu, did a stint at JPL then got heavily into guided missile research, rising to head White Sands in the late 1950s. He earned his surface warfare badge as commander of the USS Springfield (CLG-7) just after her conversion to a guided missile cruiser and then later broke his flag over Cruiser Destroyer Flotilla 7 as a rear admiral. He retired in 1968 and passed a decade later at age 68. His papers are in the Hoover Institution.

RADM Doyle, Charr’s WWII skipper

Her Vietnam-era skipper, LCDR John Draddy, the man who was ready to fight off a fleet of Chinese junks on the surface with Tommy guns and M1 Carbines to save a downed naval aviator, earned a Bronze Star for that cruise. He retired from the Navy as a captain, 29 years a submariner. He passed in 2005, aged 76, with a host of grandkids, and is buried at Arlington.

The P-51 pilot that Charr plucked from the drink off Formosa in May 1945, Hugo Casciola, survived the war and passed in Pennsylvania in 1976 at age 60. During WWII, U.S. submarines rescued no less than 504 downed airmen from all services.

It would be almost two decades after Chiang Kai-shek rode on Charr that the Republic of China obtained its first submarines, receiving the Balao-class ex-USS Tusk (SS-426) and Tench-class ex-USS Cutlass (SS-478) in 1973, recommissioning them as the “unarmed” training boats Hai Po and Hai Shih respectively. They were later augmented by a pair of Dutch-built SSKs.

Taiwan’s first Indigenous Defense Submarine (IDS), Hai Kun (SS-711), was launched last February at the CSBC shipyard in Kaohsiung. She is set to wrap up sea trials this month.

Taiwan IDS submarine, the future Hai Kun, departing for sea trials. CSBC picture.

Meminisse est ad Vivificandum – To Remember is to Keep Alive

 

***

 

Ships are more than steel
and wood
And heart of burning coal,
For those who sail upon
them know
That some ships have a
soul.

 

***

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Getting some range time with the Owen

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While in town for SHOT Show earlier this year, we had a chance to swing by and visit our old friends at Battlefield Vegas. They gratefully allowed us a chance to tour their vault and pick a few guns to profile and shoot.

 

Battlefield Vegas
Choices, choices…(Photo: Chris Eger/Guns.com)
Battlefield Vegas
You know us, we like the rare ones. 
Then we saw this baby, sandwiched between a Rattler and a UZI-SD. 
This beautiful Mk. 1 Owen may look a little funky because it is a little funky, but we just had to check it out. 
Keep in mind these were built for an all-up per-unit cost of about $30, so the furniture isn’t nice on this simple “toob” gun. In many respects, it was a forerunner of such simple modern SMGs as the Sterling and Beretta PMX. Note the charging handle is to the rear of the gun and comes super close to the face while reciprocating. 
Top fed with a 33-round 9mm magazine, it has a very peculiar feel to it.
The ejection port is on the bottom. 
One of the more curious aspects of the Owen is that the front sight post is off-center, canted to the right, as the top sight line is ruined by the magazine. 

More on how the range went, along with some background on the gun, in my column at Guns.com.

Warship Wednesday, March 5, 2025: Poster Child for the Donald Duck Navy

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Here at LSOZI, we take off every Wednesday for a look at the old steam/diesel navies of the 1833-1954 period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger

If you enjoy my always ad-free Warship Wednesday content, you can support it by buying me a cup of joe at https://buymeacoffee.com/lsozi

Warship Wednesday, March 5, 2025: Poster Child for the Donald Duck Navy

USN 479855

Above we see the PC-461-class 173-foot subchaser USS Chardon (PC-564) underway during fleet exercises on 9 May 1951. The humble gunboat survived an excruciating convoy across the Atlantic during WWII to serve on the beaches at Normandy only to take part in what was the last surface naval action in Europe during the conflict– some 80 years ago this week.

Along the way, she saved hundreds of Joes from perishing on the sea in a bit of a Christmas miracle.

The PC-461 Class

Designed to provide a beefy little sub-buster– similar to Britain’s corvettes and sloops– that could float in shallow enough water (10-foot draft) to perform coastal operations but still have enough sea-keeping abilities and range (4,800 nm at 12 knots) to escort cross-ocean convoys without needing the same anti-ship capabilities as found on patrol frigates and destroyer escorts, the Navy ordered some 400 small submarine chasers based on a modified design of one of the pre-war Experimental Small Craft program’s “X-boats” the diesel-powered USS PC-451.

USS PC-451 was designed in 1938 and commissioned on 12 August 1940. Some 173 feet long, the 270-ton steel hulled diesel-powered subchaser could carry two 3″/50 DP guns, six 20mm guns, two Mk 20 Mousetrap projectors, two depth charge racks, and two K-gun depth charge throwers, all while making nearly 19 knots and just requiring a 65-man crew.

The follow-on PC-461 went a bit heavier and, carrying twin 1,440 bhp diesel engines, could break 22 knots (when clean) and tote essentially the same armament, and ship out with QHA sonar (as well as small set SF or SO or SCR-517A radars after 1942).

PC-461 was laid down in July 1941– just five months before the attack on Pearl Harbor– and eventually, some 343 of her class would be constructed by March 1945 across 13 small shipyards, all non-traditional to the Navy.

Camouflage Measure 32, Design 12P drawing prepared by the Bureau of Ships for a camouflage scheme intended for application to 173-foot submarine chasers (labeled on the drawing as PC-578 class). This plan, approved by Captain Torvald A. Solberg, USN, is dated 19 July 1944. It shows the ship’s starboard side, exposed decks, and the superstructure ends. 19-N-73643

USS PC-483 is underway in a Navy Kodachrome. Note the ship’s camouflage pattern. 80-GK-00428_001

USS PC-546 underway off the U.S. East Coast, circa 1942. Interestingly, these ships carried a false stack, as the diesel exhaust was routed through the hull sides. 80-G-K-13278

USS PC-546 from the stern.

Another stern shot of the 546 boat, note her thin 23-foot beam, welded hull, and already thinning hull black applied in a rush, sloppy fashion.

USS PC-472 underway near Hampton Roads, Virginia, 31 August 1942. Note her armament layout including a 3″/50 forward, another aft, two 20mm Oerlikons on the bridge wings, two stern DC racks, and two K guns. NH 96481

The PC-461s were some of the smallest U.S. Navy ships to carry a legit sonar listening set.

Undergoing a course of instruction with Naval sonar equipment aboard the USS PC 592 are two Naval Reservists, Seaman First Class F.C. Semkin and Apprentice Seaman G.S. Jackson, Naval Base, SC. Accession #: L55-03

Depth Charges (probably Mk. 6 type) mounted on a “K-gun” projector, and on ready service holders, on the stern of a 173-foot submarine chaser (pc). Taken at the sub-chaser training center, Miami, Florida, 11 May 1942. Note depth charge racks in the background. 80-G-16048

Depth Charge explodes in the wake of a U.S. Navy submarine chaser (PC) during World War II. The photo was taken before April 1944. The 173s could carry as many as 30 depth charges, with a cumulative “throw” of some 5 tons of high explosives. 80-G-K-13753

Submarine chasers and crew. (PC-483, 461, 466), Key West. As the number of AAA guns expanded, crews would grow to as many as 80 officers and enlisted, against a planned complement of 65. 80-GK-00427_001

A motor whaleboat was carried amidships along with a small crane to launch and recover it.

USS PC-620 is seen in Key West in this LIFE Kodachrome. Note her whaleboat, crane, after 3″/50, and depth charges galore.

“Easy Does It!” Crewmen of A 173-foot submarine Chaser (PC) stowing their craft’s dory, after hoisting it from the water, circa 1942. Note Camouflage paint on the boat. The photo was received from the Third Naval District on 17 May 1943. 80-G-K-16426

The PC-461s ranged far and wide, seeing service in every theatre. Four (PC 566, PC 565, PC 624, and PC 619) claimed kills on German U-boats, two (PC 487 and PC 1135) with sinking Japanese fleet boats, three (PC 558, PC 626, and PC 477) with scratching German and Japanese midget subs, two (PC 545 and PC 627) with killing Italian torpedo boats, and two (PC 1129 and PC 1123) with stopping Japanese suicide boats.

“USS PC 565 shown a short time after sinking German U-boat, U-521, with a depth charge, only the Commanding Officer escaped. The vessel fell away from his feet as he climbed out of the conning tower, June 2, 1943.” 80-G-78408

When it comes to the butcher’s bill, six PC-461 class sisters were lost to a combination of enemy action and accidents during WWII while another 24 were seriously damaged.

Meet PC-564

Laid down on 25 January 1942 by the Consolidated Shipbuilding Co. in the Bronx (Morris Heights) PC-564 launched on 12 April and was commissioned on 2 July. In all, her construction spanned just 158 days, including the commissioning ceremony.

The Donald Duck Navy

Assigned to the Atlantic, our little subchaser spent the bulk of the next two years on unsung routine coastal patrol and escort duty, typically out of New York.

That is, after she passed out of shakedown and skills training at the U.S. Navy Subchaser School in Miami. It was there that her crew left a lasting impact on the school, with one of her crew, Signalman Jim Dickie, doodled a sort of fighting version of Donald Duck, complete with a depth charge Y-gun strapped to his back, a flag on his stern, listening gear, a “PC” brassard, and binos.

The combat duck insignia made it to PC-564′s crow’s-nest and the school personnel liked it so much it became the unofficial emblem of the SCTC.

The Donald Duck Navy insignia Mary Mclssac Collection. HistoryMiami. 2001-421-33N

In addition to dodging U-boats along the eastern sea frontier, the sea proved dangerous to our little patrol craft, with three men swept from her decks in the mountainous seas of Tropical Storm Seven off Cape Hatteras on 29/30 September 1943 while escorting a coastal convoy. SA Richard Tull (06508483) was never seen again while CBM John Black was amazingly tossed back on deck by a subsequent wave. The third man, RM Daniel Riley, was pulled from the cold embrace of the Atlantic by EM3 Norman Scaffe who wrapped a line around his waist and went after him, earning a well-deserved  Navy and Marine Corps Medal.

PC-564′s first skipper was Lt. Roland H. Cramer, USNR, who left the ship eight months later to commission a new sister, USS PC-1079, then left that ship six months later to command the destroyer escort USS Riddle (DE 185).

Her second skipper, Harvard-educated lawyer Lt. Alban “Stormy” Weber, USNR, likewise rotated out by June 1943 to command a tin can in the Pacific, leaving her to a third commander, NYC-born Lt. Seabury Marsh, USNR.

The Goofiest convoy

It was Marsh that pulled the short straw to join TF-67 in Convoy NY‑78, perhaps the most unusual Atlantic convoy of the war. As detailed in a past Warship Wednesday (Slow Going), NY-78 included 34 large (250 feet on average) NYC railway car barges specially modified into “Pickabacks” to make the voyage, which would be desperately needed to move ammo to the beaches on D-Day. Also, part of the convoy was two dozen tugs that would remain in Europe for Overlord and 11 other subchasers which were needed to work as control and support boats just off the surf line during the landings.

The pickaback convoy, Aug 1945 Popular Science

TF-67 wallowed 25 days from late March to mid-April on the 3,400nm trek from New York to Plymouth that averaged just under six knots! PC-564’s war diary for the period has her primarily chasing down loose barges, running ASW sonar lookouts, and acting as the convoy’s mail ship.

D-Day

The dozen 173-foot subchasers brought over in the convoy formed PC Squadron One and served as shepherds to the waves of LCIs headed to the beaches on D-Day, where PC-1261 was sunk off Utah Beach by a German coastal battery 58 minutes before H-Hour. Often while sidestepping German E-boats, midget subs, fire from shore batteries, mines, and aircraft, their war was one of up-close and sudden death.

Marsh would command PC-564 during the operation, leaving Portland Harbor, England at 0300 on 5 June, D-1, to function as the guide for Convoy Group 2 (O-2A), “riding herd” over the LCT flotillas in the convoy in the rough weather to the assembly area. On D-Day the next morning, she was assigned to function as a control vessel at Easy Red Sector, Omaha Beach, for Assault Group O-3, riding in with the 20th wave to the line of departure.

‘Easy Red Sector’, Omaha Beach – approx. 0700 on the 6th of June 1944. Men of Easy Company, the 2nd battalion, 16th Infantry Regiment, US Army 1st Division hide under Czech Hedgehogs while under fire during fighting during the Landing at Normandy.

The afternoon of 6 June saw PC-564 standing as part of the ASW/anti-E-boat screen off Omaha Beach, a role she maintained until 1800 on the 7th. Over that night, 12 enemy planes were reportedly shot down near her line.

Normandy Invasion, June 1944, USS Ancon (AGC-4), command ship for the Omaha Beach landings, stands offshore on 7 June 1944. USS PC-564 is in the foreground. 80-G-257287

On the evening of 7 June, she was ordered by USS Ancon (AGC-4), the command ship for Omaha Beach, to proceed to Easy White Beach to serve as a control vessel there, closing to the two-fathom curve where she experienced several enemy shells landing close-by. She would maintain her position off Easy White, directing incoming and outgoing vessel traffic, until dark on 12 June when she was dispatched to ASW/E-boat screen duties to T.G. 122.4 just offshore through the 17th.

Leopoldville

Marsh left PC-564 in late 1944, his place taken by Lt. James E Spencer, USNR.

When the troop transport HMTS Leopoldville, packed with men of the U.S. 66th (“Panther”) Infantry Division, was torpedoed just five miles short of her destination on Christmas Eve 1944, PC-564 was one of the ships that went to her immediate assistance. Spencer ordered her to close with the much larger ship in the darkness, and, throwing lines over, tied up as Leopoldville settled slowly into the water, taking men aboard until the dying troopship threatened to drag the subchaser to the bottom with her.

As detailed by the NHHC:

HMS Brilliant came alongside and rescued about 500 soldiers, while the other escorts pursued the submarine. The U.S. tug ATR-3 reached SS Leopoldville from Cherbourg in time to rescue 69 soldiers, and PC-564 and PT-461 also contributed to the rescue of a further 1,400 U.S. soldiers.

As recalled by Thomas Kay, a British DEMS gun layer on one of Leopoldville’s 3-inch HA gun that found himself in the frigid water unexpectedly:

When I hit the water the red light on my life jacket lit up and I kept on swimming as hard as I could go. I stopped once to look back, there was a crowd of men near and behind me. I saw the bows of the Leopoldville sticking up in the air and men dropping off her like flies. I turned away and kept on swimming hard for a while, then as I looked around me, I seemed to be quite alone.

I must have been in the water about 15 minutes or so, I really couldn’t tell, when a PT boat came alongside me. I later learnt it was the PC 564. It had a scrambling net hanging over the side and I grabbed hold of part of the net, but I could neither climb up or let go of the net I was so exhausted. I was rising and falling with the swell on the sea and the rise and fall of the ship. Two American sailors came down the net and somehow dragged me up it. I was so exhausted I collapsed in a heap on a canvas on the deck and one of the sailors said to me “don’t’ lie there buddy” and lifted the corner of the sheet up and I could see two or three dead bodies underneath in army gear.

They half carried me to a short steel ladder, took me down and put me in a bunk. I thought it was a sick bay at the time but later learned it was an officer’s cabin and I had been put in the bunk of Lt. Wesley Johnson, an officer on the ship.

The Granville Raid

With the war in Europe in its last act, just eight weeks before VE-Day, VADM Fredrich Huffmeier, late of the battleship Scharnhorst, was in charge of the isolated German garrison in the occupied Channel Islands, a command that would not capitulate until after the war. Looking to keep Allied forces tied down, he ordered Kpltn. Carl-Friedrich Mohr to sea with a motley force of 600 troops crammed into six minesweepers, three AAA barges (Artilleriefährprahms), three motor launches, and a tugboat with an aim to raid the French coast for sorely needed coal. With escapees from the POW camp at Granville providing intel, that harbor was chosen as the easy target.

Lt. Percy Sandel Jr, USNR, the 30-year-old son of Judge Percy Sandel of Monroe, Louisiana, was in command of PC-564 at the time. Our subchaser was the only American warship in Granville harbor crowded with Allied merchant ships other than the Royal Navy anti-submarine trawler HMT Pearl (T 22), which was armed with just a single old 4-inch gun and was set to escort British colliers back to Plymouth in the morning.

Asdic trawler HMT Pearl (ex-Dervish). She did not make contact with the German forces other than to fire star shells. IWM FL 17276

Things got squirrely just before midnight on 8/9 March 1945.

Per PC Patrol Craft of WWII, based on Sandel’s nine-page after-action report:

At 2315 hours, the radioman on PC-564, which was on patrol off Granville, picked up an alert for his ship. The radio station blurted out the positions of three radar contacts between the islands of Chausey and Jersey. After they tracked and identified them as German, they sent orders to the PC to intercept them. Percy Sandel, USNR, the Skipper of PC 564, rang General Quarters. The PC charged toward the contacts. After a series of radar and navigational plots to intercept the largest, the captain commanded, “All ahead two-thirds.”

At a range of 4,500 yards, Sandel ordered the crew on the three-inch gun to illuminate the targets. The night sky flashed to brilliance as PC 564 fired three star shells over the enemy ships. Fear raced through the men on the bridge as they stared at the sight of three German gunboats knowing that even one gunboat had them outgunned.

Seconds later, a star shell from the German ships burst over the PC.

The PC opened fire and after one round from the main gun it jammed. The German ships opened up with their larger guns, and their shells pounded the PC. A few minutes later a German 8.8 cm shell bored through the bridge of the PC and exploded. The blast, heat, and flying metal struck down all hands on the bridge, killing all but one person. As sailors raced to fight the fire another shell tore through the chart house. A third round splintered the ship’s boat. Then, German shells riddled the 40mm gun tub and crew. Motor Machinist’s Mate 2/C Elmer “Scrappie” Hoover tumbled from his post as pointer. Shrapnel had riddled his body and splintered many of his bones. His buddies lashed him to a bomb rack as the ship rolled in the heavy sea. Bodies sprawled about the deck and the bridge.

Because of the severe damage to the engine room, the steady roar of the PC’s diesel engines faded to silence. The Skipper ordered the men to standby to abandon ship. Sailors scurried about the deck twisting tourniquets, wrapping bandages, and shooting morphine into shivering men with legs and arms bloodied and dangling or blown away. Below decks, the engineers lit off the engines again. Under the direction of Lt Sandel and Lt. Russell Klinger, the ship plowed ahead for the shore. It ground onto the rocks of La Baie du Verger near Cancale. Larry Jordan, Seaman Ist Class, wrote, “‘I never knew that land could look so good in all my life, but boy! That was the most beautiful land that ever looked at!”

The shells of the German gunboats killed fourteen men. wounded eleven and left fourteen missing. Dazed survivors who heard only the last words of the captain, “abandon ship,” jumped into the frigid water. From there they watched as Sandel, steering by hand, beached the heavily damaged ship. German sailors on the E-boat scooped up some of the men, who had gone overboard, before the ship ran aground. Those PC sailors ended the war in a German prison camp. A small group of men swam or went hand over hand along a line from the beached PC to shore. Though unable to speak French, they raised help from a French doctor and fishermen who went to rescue and care for the men still on the grounded ship.

Sandel’s damage report:

  • Shell through the Pilothouse exploded inside causing extensive fire damage.
  • Mast Damaged by shrapnel
  • Hull and deck have extensive damage due to shell holes and shrapnel.
  • Shell through deck at base of Pilothouse
  • Minor damage to 40mm gun, tub full of holes
  • Depth Charge release gear inoperative
  • Steam lines broken, electric cables cut.
  • Shell exploded in small boat, boat cut in half
  • Starboard rudder missing
  • Port rudder badly damaged
  • Both props badly damaged
  • Starboard strut shaft missing

Casualties: 2 Officers and 12 men dead, 11 men wounded, 12 men missing out of a crew of 5 officers and 60 men. At least five of those lost are buried at the Brittany American Cemetery, Montjoie Saint Martin, France.

The Germans lost one ship during the raid, the 224-foot M1940-class large minesweeper M-412, which had run aground in shallow waters and evacuated, was scuttled in place.

Commander, U. S. Naval Forces, France, endorsed the fight of PC-564 against hopeless odds at Granville as “The PC 564 closed the enemy rapidly, engaged vigorously, and did her best to break up the attack. The resultant loss of life and injuries to personnel is to be regretted, but the courage of the Captain and his crew was of a high order.”

VADM Laurence DuBose, chief of staff and aide to the commander, Naval Forces Europe under ADM Harold Stark, in May 1945 further endorsed Sandel’s report from Granville by saying, “The Commanding Officer displayed courage in fortitude in bringing superior enemy force to action. This action delayed and shortened the enemy’s subsequent activities in Granville.”

Beached on the French coast at the Pierre de Herpin Lighthouse, PC-564 was later salvaged and towed to Amphibious Base Plymouth, England, where she was repaired by late April and returned under her own power to the states. After more extensive overhaul on the East Coast, in June 1945 she was assigned to the Commander, Submarine Force in New London, Connecticut to serve as an ASW asset for new boats.

Cold War

Postwar, PC-564 was dispatched to Pearl Harbor where she was placed in service as a Naval Reserve Training vessel and general district craft assigned to the 14th Naval District. While stationed there, she was named Chadron on 15 February 1956, one of 102 sisters who lasted long enough to earn a name.

She is likely named for the small maple syrup-rich Ohio town established in 1812, with a slim runner-up being Anthony Chardon, a French exile and American patriot in Philadelphia who hobnobbed with Thomas Jefferson– he provided the wallpaper for Monticello– and whose image is in the Navy’s collection.

Her time at Pearl was spent in a series of training evolutions for reservists and as a guard and exercise asset for COMSUBPAC’s boats, as detailed in this log entry from January 1957:

She was decommissioned and stricken from the Naval Vessel Register on 1 November 1962 at Honolulu, as directed by the CNO in 1561P43 and placed in the reserve fleet.

Picking up a Taegeukgi

Ex-Chadron was transferred to the Republic of Korea on 22 January 1964 at Guam as Seoraksan (PC 709), seen in Janes at the time as Sol Ak.

The ROKN had a long record with the 173s, with the country’s first naval purchase being ex-PC-823, commissioned as Baekdusan in 1950.

Ultimately, the U.S. Navy transferred another five PC-461s to the ROKN during the Korean War– no cash required!

Three were lost to assorted causes and the three remaining of these PCs were retired in the 1960s and replaced by Chadron and two sisters– ex-USS Winnemucca (PC 1145), and ex-USS Grosse Pointe (PC 1546)– again giving the South Koreans a three-pack of PC-461s on patrol into 1975, by which time they were replaced by a six-pack of larger (1500-ton, 306-foot) Rudderow-class destroyer escorts.

Notably while in ROKN service, Chadron/Seoraksan on 10 November 1964, she rescued the South Korean trawler Changseong-ho, which had been captured by a North Korean patrol boat. Then, on 12 April 1965, while patrolling the East Sea, rescued and towed the fishing boat Songjin-ho, which was drifting due to engine failure, a feat she repeated on 22 July 1968 with the drifting trawler Choi Chang-ho.

ROK 173-foot class via Jane’s 1974.

Epilogue

Little remains of our subject.

Of her skippers, Alban “Stormy” Weber retired as a rear admiral and passed in 2007. He joined with other PC-564 crewmembers including Lt. Wesley Johnson, whose bunk the rescued British gunner from Leopoldville used, to form the Patrol Craft Sailors Association in 1987. Once some 3,000 strong in 1998, it is increasingly sunsetting with the end of the Greatest Generation.

Weber was preceded by Seabury Marsh, PC-564‘s skipper on the slow-going NY-78 Convoy, and during Overlord, who passed in New York in 1973, aged 63. Likewise, Percy Sandel Jr., who commanded her during the one-sided battle at Granville, passed in Louisiana in 1994, aged 80. James Spencer, who commanded her for the Leopoldville rescue, faded into history. I cannot find where he was even decorated for his role in the debacle, one that was classified for decades.

The “disposable” PC-461 class, besides the U.S. and ROK navies, served under the flags of more than 20 other countries. They remained in service around the globe until the late 1980s when the last two in active, ex-USS Susanville (PC 1149) and ex-USS Hanford (PC 1142), were retired by Taiwan.

Some 40,000 bluejackets sailed on the PCs during the “Big Show” and immediately after. The chronicle of their war is the out-of-print 400-page PC Patrol Craft of World War II: A History of the Ships and Their Crews by William J. Veigele, a former PC sailor, first published in 1998.

It’s a good read if you can find it

Meminisse est ad Vivificandum – To Remember is to Keep Alive

***

 

Ships are more than steel

and wood

And heart of burning coal,

For those who sail upon

them know

That some ships have a

soul.

 

***

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Warship Wednesday, Feb. 5, 2025: Gallant Gussi

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Here at LSOZI, we take off every Wednesday for a look at the old steam/diesel navies of the 1833-1954 period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places.- Christopher Eger

If you enjoy my always ad-free Warship Wednesday content, you can support it by buying me a cup of joe at https://buymeacoffee.com/lsozi

Warship Wednesday, Feb. 5, 2025: Gallant Gussi

U.S. Navy National Museum of Naval Aviation photo No. 1996.253.7161.010

Above we see a Vought F4U-1D Corsair of Marine Fighting Squadron (Carrier Squadron) (VMF(CVS)) 512 as it prepares to catapult on deck qualifications from the brand new Commencement Bay-class escort carrier USS Gilbert Islands (CVE-107) during the flattop’s shakedown cruise off San Diego, on or about 6 March 1945.

Commissioned 80 years ago today, she was one of just six carriers earmarked to carry embarked dedicated all-Marine air groups during WWII, then would go on to continue to serve in a much different role into the Vietnam era.

The Commencement Bays

Of the 130 U.S./RN escort carriers– merchant ships hulls given a hangar, magazine, and flight deck– built during WWII, the late-war Commencement Bay class was by far the Cadillac of the design slope. Using lessons learned from the earlier Long Island, Avenger, Sangamon, Bogue, and Casablanca-class ships.

Like the hard-hitting Sangamon class, they were based on Maritime Commission T3 class tanker hulls (which they shared with the roomy replenishment oilers of the Chiwawa, Cimarron, and Ashtabula classes). From the keel up, these were made into flattops.

Pushing some 25,000 tons at full load, they could make 19 knots, which was faster than a lot of submarines looking to plug them. A decent suite of about 60 AAA guns spread across 5-inch, 40mm, and 20mm fittings could put as much flying lead in the air as a light cruiser of the day when enemy aircraft came calling.

Finally, they could carry a 30-40 aircraft airwing of single-engine fighter bombers and torpedo planes ready for a fight, or about twice that many planes if being used as a delivery ship.

Sounds good, right?

Of course, had the war run into 1946-47, the 33 planned vessels of the Commencement Bay class would have no doubt fought kamikazes, midget subs, and suicide boats tooth and nail just off the coast of the Japanese Home Islands.

However, the war ended in Sept. 1945 with only nine of the class barely in commission– most of those still on shake-down cruises. Just two, Block Island and Gilbert Islands, saw significant combat at Okinawa and Balikpapan, winning two and three battle stars, respectively. Kula Gulf and Cape Gloucester picked up a single battle star.

With the war over, some of the class, such as USS Rabaul and USS Tinian, though complete, were never commissioned and simply laid up in mothballs, never being brought to life. Four other ships were canceled before launching, just after the bomb on Nagasaki was dropped. In all, just 19 of the planned 33 were commissioned.

But we are getting ahead of ourselves.

Meet Gilbert Islands

Our subject is the only American warship named for the sprawling August 1942-December 1943 Gilbert Islands campaign– Operations Galvanic and Kourbash– that included the seizures of Tarawa and Makin and the hard-fought Battle of Tarawa.

The Battle of Tarawa (US code name Operation Galvanic) was one of the bloodiest of the Pacific T/O during WWII. Nearly 6,400 Japanese, Koreans, and Americans died in the fighting, mostly on and around the small island of Betio. Many have never been recovered.

Laid down on 29 November 1943 at Tacoma, by Todd-Pacific Shipyards, CVE-107 was initially to be named USS St. Andrews Bay-– for a bay on the Gulf Coast of Florida and a sound on the southern coast of Georgia– but this changed when she was set to be renamed Gilbert Islands on 26 April 1944. She launched on 20 July 1944 under the latter name, sponsored by Mrs. Edwin D. McCorries, wife of a surgeon captain at Puget Sound Navy Hospital. The carrier was the 57th Navy ship launched at Todd, and the third of her class of carriers christened there.

She was commissioned on 5 February 1945, her company numbering 66 officers and 755 enlisted, about half of which (27 officers, 350 men) had sailed for two weeks on USS Casablanca (CVE-55) in the Puget Sound area as part of a CVE Pre-Commissioning School, with the command and senior petty officers spent another five days at sea on sister USS Block Island.

USS Gilbert Islands from her commissioning booklet Feb 1945. Via Navsource

Her first skipper was Capt. Lester Kimme Rice, a regular Navy aviator (USNA ’24) with 20 years under his belt that included operations officer of PATWING7 (1941-42) and commanding the Barnegat-class seaplane tender USS Matagorda (AVP 22) during the worst days (1942-43) of the Battle of the Atlantic.

After commissioning, our new carrier spent a week in Tacoma fitting out, then another week steaming around assorted Naval bases in the Puget Sound area, taking on supplies, ammunition, aviation ordnance, and getting depermed and degaussed. Setting out of San Diego on 20 February– with a stop at San Francisco– she arrived there on the 27th.

Now we need an air group.

WWII Marine Carrier Groups

Without getting too far into the weeds here, Gen. Alexander Vandegrift, Commandant of the Marine Corps, successfully campaigned during discussions with the CNO during an August 1944 conference at Pearl Harbor, to get Marine aircraft squadrons on carriers– ideally on ships dedicated to air support over Marine beachheads.

On 21 October 1944, under Order No. 89-44, Marine Carrier Groups, Aircraft, Fleet Marine Force, Pacific (FMFPac) was established as a tactical command at MCAS Santa Barbara under Col. Albert D. Cooley.

Originally formed as Marine Base Defense Aircraft Group 48 (MBDAG-48) at Santa Barbara and Marine Aircraft Group 51 (MAG-51) at Mojave, by early November, they had 406 officers and 2,743 enlisted assigned, along with a motley collection of 63 aircraft in nine types.

Of note, the four new Corsair squadrons of MAG-51 (VMF-511, 512, 513, and 514) had previously been training on the East Coast as part of Project Danny for Crossbow strikes on German V-1/V-2 rocket launching sites in Europe using massive underwing 10.5-foot “Tiny Tim” rockets, a mission scrubbed before the Devils got a chance to clock in.

While about 15 percent of the Marine aviators in the command had combat experience in the Pacific, few had ever landed on a carrier, so the ramp-up had to be fast.

This led to four initial Marine Air Groups (eight planned), each ideally with an 18-plane fighter squadron and a 12-aircraft torpedo bomber squadron, designed for operation from escort carriers:

By the end of December– just 75 days after founding– the Marine Carrier Groups had tallied 17,218 hours across 13,257 flights in the desert, rising and landing in approximated carrier flight deck outlines, and the number of aircraft on hand rose over 150, concentrating on Corsairs and Avengers while personnel climbed over 3,700.

The first flattop to pick up a Marine Air Group (MCVG-1) was Block Island on 3 February 1945, which shipped out with a mix of 12 TBMs, 10 F4Us, 8 F6F Hellcat night fighters, and 2 F6F planes.

The second group would go tothe  Gilbert Islands. Accordingly, Lt.Col. William R. Campbell’s MCVG-2 — made up of VMF(CVS)-512 with 13 FG-1Ds and five F4U-1Ds, VMTB(CVS)-143 with 10 TBM-3s and two TBM-3Es, and CASD-2 with two F6F-5P photo recon Hellcats– would embark on our carrier on 6 March at San Diego. The group would remain aboard through the end of the war except for brief periods ashore while the carrier was in shipyard maintenance.

The Rocket Raiders of VMTB(CVS)-143, had been formed in September 1942 and logged five major combat tours, primarily from Henderson Field on Guadalcanal, before stateside carrier conversion training. VMF(CVS)-512, meanwhile, was newer, only formed in February 1944, and had never been overseas.

Vought F4U-1D Corsair VMF-512 White 11 Mad Cossack https://www.asisbiz.com/il2/Corsair/VMF512.html

VMF-512 Corsair on USS Gilbert Islands https://www.asisbiz.com/il2/Corsair/VMF512.html

Vought F4U-1D Corsair MCVG 2 VMF-512 EE54 CVE 107 USS Gilbert Islands May 1945-01. https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair VMF-512 White 27 landing Gilbert Islands https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair VMF-512 White 25 Gilbert Islands https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair VMF-512 White 23, Man O War, Gilbert Islands https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair VMF-512, White 21, Brooklyn Butcher https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair of VMF-512 USS Gilbert islands NNAM https://www.asisbiz.com/il2/Corsair/VMF512.html

F4U-1D Corsair MCVG 2 VMF-512 EE64 landing mishap CVE 107 USS Gilbert Islands Mar 1945 https://www.asisbiz.com/il2/Corsair/VMF512.html

Landing mishap with a VMF-512 Corsair on USS Gilbert Islands, via https://www.asisbiz.com/il2/Corsair/VMF512.html

Four other “Marine” carriers that made it into service would be:

  • USS Vella Gulf (CVE-111), MCVG-3: VMF(CVS)-513, VMTB(CVS)-234, and CASD-3
  • USS Cape Gloucester (CVE-109), MCVG-4: VMF(CVS)-351, VMTB(CVS)-132, and CASD-4
  • USS Salerno Bay (CVE-110) MCVG-5: VMF(CVS)-514, VMTB(CVS)-144, and CASD-5
  • USS Puget Sound (CVE-113), MCVG-6: VMF(CVS)-321, VMTB(CVS)-454, and CASD-6

Compare this to the 16 Navy Escort Carrier Air Groups (CVEGs) and 90 Escort Scouting Squadrons (VGS)/Composite Squadrons (VCs) that served on the Navy’s 70 other “baby flat-tops.”

War!

Following workups off California and Hawaii, on 25 May, the Gilbert Islands arrived off Okinawa as part of the Fifth Fleet and, joining Task Unit (TU) 52.1.1, sent up her first CAP and close air support strikes against Japanese targets.

Take a look at this hectic one-day air report, with MCVG-2 just going ham on targets of opportunity: 

It was during these operations that VMF-512’s Capt. Thomas Liggett bagged a twin-engine Mitsubishi Ki. 46 Dinah reconnaissance plane– the only aerial victory for MAG Two and Gilbert Islands during the war.

The carrier also lost her first pilot around this time.

From her War History: 

On 1 June, Gilbert Islands joined her sister Marine carrier Block Island in TU 32.1.3 under Third Fleet control, then got busy neutralizing enemy installations in the Sakishima Gunto area via liberal application of rockets, bombs, and .50 caliber rounds.

Goodyear FG 1D Corsair VMF-512 TBM Avengers FM Wildcats aboard 2nd Jun 1945

As detailed by her War History, just take a look at this 10-day period (including a three-day gap to run to Kerama Retto for more ordnance), keeping in mind that this was carried out by a group of just ~30 aircraft:

Sent to San Pedro Bay, Leyte, on 16 June for 10 days of rest, replenishment, and repairs, Gilbert Islands was then dispatched south as part of TG 78.4 along with Block Island to cover the landings of Australian and Free Dutch forces during Operation Oboe II at Balikpapan.

With the path cleared by UDT-18, 7th Division Australian troops come ashore from landing craft during a landing near Balikpapan oil fields in Borneo. Some 33,000-strong combined Australian and Royal Netherlands Indies amphibious forces (the largest ever amphibious assault by Australian forces)

It ended up being somewhat anti-climactic, although she did lose one of her F6F drivers, 1LT James Benjamin Crawford, to Japanese AAA fire.

Sent back to San Pedro Bay after the 4th of July– making sure to dip her pollywogs along the way– she spent the rest of the month there, briefly serving as the flag of Carrier Division 27.

During operations in the PI, her plane guard, the “Green Dragon” USS Lee Fox (APD-45), suffered a bow bender while transferring the ditched Capt. Leggett was back aboard on the morning of 25 July 1945.

Fox on Gilbert Islands. The crack-up carried away the carrier’s starboard boat boom and caused superficial damage, with no injuries on either ship.

Sailing to Ulithi Atoll at the end of July in company with the escort carrier USS Chenango, she attached to TG. 30.8, a third fleet service squadron, to provide them with air cover. It is with this group that on 10-15 August, Capt. Rice, as senior officer afloat, was given command of half the group, TU 30.8.2– the oilers USS Kankakee, Cahaba, Neosho, and Cache; the destroyer USS Wilkes and the escorts USS Willmart, Leray Wilson, Lyman, and William C. Miller; and four tugs, to get on the run from an approaching typhoon.

F4U-1D Corsair VMF-512 White 24 behind typhoon barrier, USS Gilbert Islands

USS Gilbert Islands (CVE-107) in rough seas, circa 1945 NNAM 1996.488.253.1578

Vectoring in a big box, heading north at first, then southeasterly, then south and west, “The maneuver was successful, no heavy weather was encountered, and no damage was sustained by any of the vessels.”

By the time the storm was gone, the war was over, and the message that Japan had surrendered unconditionally was received at 0850 on 15 August 1945.

She then performed occupational duty. Sent to Okinawa with Carrier Division 27, she once again had to go to sea to dodge an incoming typhoon.

Carrier Division 27 successfully weathering China Sea Typhoon. Taken by USS Salerno Bay (CVE 110). Ships shown are: USS Block Island (CVE 106); USS Siboney (CVE 112) and USS Gilbert Island (CVE 107). 80-G-354604

Carrier Division 27 successfully weathering China Sea Typhoon. Taken by USS Salerno Bay (CVE 110). The ships shown are: the USS Block Island (CVE 106) and USS Gilbert Island (CVE 107). Photographed October 1945. 80-G-354600

CarDiv27, Gilbert Islands included, then appeared off Japanese-occupied Formosa on 15 October to have their planes as a “show of force” over the island and covering the landings of the Chinese KMT 70th Army at Kiirun on 16-17 October. “Observation over Formosa indicated enemy activity was non-existent.” She nonetheless spent a week off the island until the 20th, firing over 18,000 rounds of 20mm and 40mm ammunition in AAA drills while her planes expended 16 bombs and 32 5-inch rockets.

Dispatched to Saipan, she arrived there on the 23rd, then, with stops at Pearl Harbor and San Diego along the way, arrived at Norfolk on 7 February 1946. Her war was over, and the Marine Carrier Groups disbanded. She would decommission on 21 May and then would be mothballed, first in Norfolk and then in Philadelphia.

Of her sisters, all survived the war, and 15 of 18 (excepting Block Island, Sicily, and Mindoro) were all laid up following the conflict.

In the course of her career during World War II, Gilbert Islands received three battle stars.

Cold War recall

With the Korean War kicking off in June 1950, following a round of inspection among the mothballed CVEs, Gilbert Islands were selected and recommissioned on 7 September 1951 at Philadelphia. She was not alone, as nine of her sisters were also reactivated.

Following six months of overhaul at Boston Naval Yard while her new crew was pieced together, her first assignment was to head back to the Pacific and, carrying a jam-packed load of USAF F-86E Sabre fighters to Yokoyama from 8 August to 22 October 1952, she arrived back with the Atlantic Fleet, based at NS Quonset Point, and would operate the big AF-2 Guardian ASW aircraft. 

AF Guardian on the deck of USS Gilbert Island (CVE-107) during ASW near Rhode Island, 1953-1954

Tasked with ASW carrier training duties, she carried VS-24’s AF-2Ws and AF-2Ss along with a flight of HRS-3s from HS-3 in January 1953, followed by four other short cruises with VS-31 (April-May 1953), VS-22 (June-July 1953), VS-39 (August 1953), and VS-36 (October-November 1953).

USS Gilbert Islands (CVE-107) moored off New York City on 10 November 1953, NH 106714

She would then get operational with VS-36 on orders for a short (10-week) Sixth Fleet deployment to the Med that ran from 5 January to 12 March 1954.

USS Gilbert Islands (CVE-107) and USS Hailey (DD-556) were underway at sea in 1954, likely during Sixth Fleet operations

USS Gilbert Islands (CVE-107) is underway at sea. Gilbert Islands, with assigned Air Anti-Submarine Squadron 36 (VS-36) and Helicopter Anti-Submarine Squadron 3 (HS-3), was deployed to the Mediterranean Sea from 5 January to 11 March 1954.

Then, as noted by DANFS, “She became the first of her class to have jets make touch-and-go landings on the flight deck while she had no way on, a dangerous experiment successfully conducted on 9 June 1954.”

Her service as a carrier was completed after two wars. Gilbert Islands left Rhode Island on 25 June for Boston and decommissioned there on 15 January 1955. At the time, just five of her sisters were still on active duty, and all would join her in mothballs by May 1957.

While laid up a second time, she was reclassified as Cargo Ship and Aircraft Ferry (AKV)-39 on 7 May 1959, and her name was struck from the Naval Vessel Register in June 1961. She would surely have been scrapped, the fate all 18 of her sisters met between 1960 and 1971.

But the Navy had one more mission for the old girl.

Conversion

Ex-Gibert Islands was towed to Brooklyn Navy Yard in August 1962 down the river from her berth with Reserve Group Bayonne for conversion, reclassified as a Major Communications Relay Ship (AGMR-1) on 1 June 1963.

This saw all her old aircraft handling gear removed, as was the rest of her WWII-era armament, replaced by four 3″/50 twin Mk 33s on sponsons. Her flight deck saw a hurricane bow added.

Then came the real changes– turning her topside into a floating antenna farm.

From AGMR-1.com: 

The flight deck was converted to an antenna array with two ​​​directional and two omnidirectional antennas. The aircraft hangar bay was converted into communication spaces although one aircraft elevator was retained to allow servicing of equipment and boat storage. In the communication spaces were installed 24 radio transmitters with low through ultra-high frequencies. To provide the necessary cooling of equipment in the communications spaces, three 120-ton air conditioning units were installed with 130 tons dedicated for the communications spaces. The remaining air conditioning tonnage was routed to the other interior spaces of the ship.

She was renamed USS Annapolis, the third warship on the NVR to carry the name after a SpanAm-era gunboat (PG-10) that remained in service until 1940 and a Tacoma-class frigate (PF-15) that remained in service until 1946. Fittingly, her new motto became “Vox Maris” (Voice of the Sea).

Commissioned at Brooklyn Navy Yard on 7 March 1964– capping 19 months of conversion– her skipper would be Capt. John Joseph Rowan (USNA 1942).

Annapolis commissioning, March 7, 1964, Brooklyn Navy Yard from her cruise book

Those attending the commissioning service included RADM Bernard Roeder, Director of Naval Communications, and the Mayor of Annapolis, Maryland, Joseph H. Griscom. The latter presented the ship with an ornate silver service.

AGMR-1 Annapolis Inclining Experiment. Note she has four twin 3″/50 radar-guided rapid-fire mounts installed in place of her old 40mm/20mm fittings. NARA 19nn-b1543-0004

USS Annapolis (AGMR-1) Underway at slow speed in New York Harbor, 12 June 1964, soon after completing conversion from USS Gilbert Islands (AKV-39, originally CVE-107). Staten Island ferryboats are in the left and center backgrounds. NH 106715

Following Operation Steel Pike, an 80-ship U.S.-Spanish exercise held in October 1964, Annapolis soon transferred to (officially) Long Beach the long way, via the Suez Canal and the Indian Ocean, and by September 1965 was off Vietnam.

She would spend the lion’s share of the next 48 months there, conducting relay operations on 19 communications patrols, averaging 270 days at sea per year. By December 1968, she had sent more than 1.5 million messages and steamed 150,000 miles as Annapolis.

She would typically intersperse her ~55-day patrols with short port calls around the West Pac, with individual crewmembers rotating out for home every 12-14 months.

As described by AGMR-1.com:

Annapolis, while on station off the coast of Vietnam did drop anchor every 10–15 days for a few hours outside Cam Ranh Bay to receive mail and transfer priority crew. During those brief stops, Navy swift boats would come alongside to receive much appreciated ice cream in 3-gallon containers that were prepared by the ships cooks the night before.

In a key event in Naval history, on 18 August 1966, while in Subic Bay, she used Syncom 3, the first geostationary communication satellite, to transmit the first documented ship-to-shore satellite radio message, a dispatch from Yankee Station off Vietnam back to Pacific Fleet Headquarters at Pearl.

The USS Annapolis

The USS Annapolis at Subic Bay, September 5, 1967, the former Gilbert Islands

Returning to Philadelphia on 1 October 1969 via Portuguese Angola, the Cape of Good Hope, Dakar, and Lisbon– including two months of operations with Sixth Fleet out of Naples, Annapolis decommissioned for a third and final time on 20 December 1969.

She was stricken from the Naval Vessel Register on 15 October 1976 and sold for scrap to the Union Minerals & Alloys Corp. on 19 December 1979.

Annapolis received a Meritorious Unit Commendation and eight battle stars for her service in the Vietnam War.

She was the last of her class in operation, and her relay role was key in the development of the Blue Ridge class LCC command ships (which entered service in 1970-71, effectively replacing her) and the later big deck LHA and LHD phibs.

Epilogue

Little remains of our subject. I cannot find where her bell endures, or a monument or marker exists to her.

The jeep carrier’s only WWII skipper, Les Rice, would continue to serve into the 1950s– earning the Legion of Merit as commander of the Essex-class fleet carrier USS Valley Forge (CV-45) during Korea– and lecture on the role of aircraft in ASW warfare, retiring from the Navy in 1958 as a rear admiral in the post of Commander Naval Air Bases First Naval District.

Rice as skipper of the Gilbert Islands, 1944. His first tour of duty was on the battleship USS Idaho in 1924. He capped a 34-year career following Korea.

Gilbert Islands’ deck logs are digitized in the National Archives, as are Annapolis’s.

VMTB-143 and VMF-512 also have many of their mission reports and logs in the National Archives.

The University of South Carolina has at least 19 films of the Marine Air Group Two aboard the carrier in 1945. 

Many of those films are mirrored elsewhere.

AGMR-1.com has a very detailed veterans’ page that includes digitized cruise books from 1964 through 1968.

Meanwhile, Gilbert Islands has Adam’s Planes, which have been dedicated to the ship and her squadrons. 

The Navy hasn’t reused the name “Gilbert Islands” for a second warship, although two USS Tarawas (CV-40 and LHA-1) and a USS Makin Island (LHD-8) were named after battles that occurred during the Gilberts campaign.

However, there has been a fourth USS Annapolis (SSN-760), a Los Angeles-class submarine commissioned in 1992 and currently part of the Guam-based SubRon15, although she is slated to decommission in FY27.

Meminisse est ad Vivificandum – To Remember is to Keep Alive

Ships are more than steel
and wood
And heart of burning coal,
For those who sail upon
them know
That some ships have a
soul.

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Meet the New ROK Blue Water TF

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The South Korean Navy, which started in 1946 with a few second-hand Japanese ships left over in their local waters at the end of WWII and a surplus 173-foot subchaser bought cheaply from the U.S., now feels they have enough large warships to found the Mobile Fleet Command, a blue water task force some 36 years in the making.

First recommended by Admiral Ahn Byung-tae, in 1995, the force will primarily be tasked to intercept North Korean missiles and consist (initially) of 10 advanced destroyers and four logistics support ships, while a poster for the group shows it built around a helicopter-equipped 19,000-ton Dokdo-class LPH and augmented with SSKs, UAVs, and MPAs. 

The moto video includes some of the first publicly released footage of the brand new Aegis destroyer King Jeongjo the Great (DDG 995), the 8,200-ton lead ship of the KDX-III class Batch II vessels:

The video description, mechanically translated.

The backbone of the ocean-going navy, the Mobile Fleet Command, was established on February 1, 2025. The Mobile Fleet Command is the core force for executing the maritime-based Korean three-axis system operations and will perform various open-sea operations such as supporting national policies through the protection of maritime traffic lanes and overseas dispatch, along with the ability to rapidly deploy to the forward seas. Towards a wider sea, towards the future! The Republic of Korea Navy will vigorously advance towards the Blue Ocean Navy. The power of the Navy! The future of the Republic of Korea!

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