Warship Wednesday 22 October 2025: Good in a Pinch
Here at LSOZI, we take a break every Wednesday to explore the old steam/diesel navies of the 1833-1954 period, profiling 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
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Warship Wednesday 22 October 2025: Good in a Pinch
Photo provided courtesy of QM2 Robert C. Granger, USCGR, via MCPOCG R. Jay Lloyd, USCG (Ret.), USCG Historian’s Office
Above we see the USCG-manned Tacoma-class patrol frigate USS Annapolis (PF-15) later in her career, circa late 1945, as noted by the weather balloon shack on the quarterdeck.
A veteran of the Battle of the Atlantic during WWII, she was dispatched to the Pacific once that quieted down and, slated to wear a Red Banner in Stalin’s war against the Empire of Japan, was recalled at the last minute– just in time to save the day for an Alaskan port.
The Tacomas
One of the most generic convoy escorts ever designed was the River-class frigates of the Royal Navy and its sister Australian and Canadian services. Sturdy 301-foot/1,800-ton vessels, some 151 were built between May 1941 and April 1945.
Canadian River-class frigate HMCS Waskesiu (K330) with a bone in her mouth, 1944. Kodachrome via LAC
River Class – Booklet of General Plans, 1941, profile
Carrying a few QF 4″/40s, a suite of light AAA guns, and a huge array of ASW weapons with as many as 150 depth charges, they could make 20 knots and had extremely long range, pushing 7,000nm at a 15-knot cruising speed.
In a reverse Lend-Lease, two Canadian Vickers-built Rivers were transferred to the U.S. Navy in 1942: the planned HMS Adur (K296) and HMS Annan, which became the patrol gunboats —later patrol frigates —USS Asheville (PG-101/PF-1) and USS Natchez (PG-102/PF-2). Built at Montreal, Asheville, and Natchez were completed with standard U.S. armament and sensors, including three 3″/50s, two 40mm mounts, Oerlikons, and SC-5 and SG radar. Everything else, including the power plant, was British.
USS Asheville (PF-1) plans
With that, the New York naval architecture firm of Gibbs & Cox took the River class frigate plans and tweaked them gently to become the Tacoma-class frigates. Some 2,200 tons at full load, these 303-foot ships used two small tube express boilers and two J. Hendy Iron Works VTE engines on twin screws to cough up 5,500shp, good for just over 20 knots with a 9,500nm range at 12 knots. Standard armament was a carbon copy of Asheville/Natchez: three 3″/50s, two twin 40mm mounts, nine Oerlikons, two stern depth charge racks, eight Y-gun depth charge throwers, a 24-cell Hedgehog Mk 10 ASWRL, and 100 ash cans. Radar was upgraded to the SA and SL series, while the hull-mounted sonar was a QGA set.
USS Albuquerque 1943 (PF-7), Tacoma class patrol frigate 200414-G-G0000-0003
These could be built at non-traditional commercial yards under Maritime Commission (MC Type T. S2-S2-AQ1) contracts, using an all-welded hull rather than the riveted hull of the British/Canadian Rivers. Many of these would be constructed on the Great Lakes, including by ASBC in Ohio (13 ships), Froemming (4), Walter Butler (12), Globe (8), and Leathem Smith (8) in Wisconsin. On the East Coast, Walsh-Kaiser in Rhode Island made 21, while on the West Coast, Kaiser Cargo and Consolidated Steel in California produced a combined 30 ships.
Using compartmentalized construction, they went together fast. No less than nine Tacomas were built in less than five months, 16 were built in less than six months, and 11 others were built in less than seven months. These times stack up well to the original River class built in British yards, where the best time recorded was 7.5 months. In Canada, the fastest time was just over 5 months.
The Tacomas cost about $2.3 million apiece, compared to $3.5 million for a Cannon-class destroyer escort, or $6 million for a Fletcher-class destroyer, in 1944 dollars.
Meet Annapolis
Our subject was the second Navy warship to carry the name of the Maryland location of the Naval Academy, with the first being the leader of a class of composite steel gunboats, PG-10, which had a lifespan that included service from 1897 through 1940.
Laid down as Hull 842, Maritime Commission No. 1481, at American Shipping Company, Lorain, on 20 May 1943 as PF-15, the second Annapolis was side launched into Lake Erie on Saturday, 16 October 1943, sponsored by Mrs. Belva Grace McCready.
The future USS Annapolis is preparing for launch with her glad rags flying.
The future USS Annapolis (PF-15) was launched at the American Shipbuilding Company shipyard, Lorain, Ohio, on 16 October 1943. NH 66293
The future USS Annapolis (PF-15) just after launch on 16 October 1943. NH 66190
Annapolis was then floated down the Mississippi River to Port Houston Iron Works in Houston, Texas, where she was completed. The Navy commissioned Annapolis at Galveston’s Pier 19 on 4 December 1944, her construction running just over 18 months.
Her plank owner skipper was a regular, CDR Montegue Frederick Garfield, USCG, who was one very interesting character.
Garfield had been born Henry Frederick Garcia at Morro Castle, Puerto Rico, in 1903, the son of Major Enrique Garcia of the Army’s QM Corps. He graduated, ironically, from the USNA at Annapolis in 1924 but, like his father, opted for a career in the Army, becoming a red leg in the field artillery. In 1928, at the height of the Army’s peacetime budget-cutting efforts, he opted to get his sea legs back and accepted an ensign’s commission in the USCG, becoming the service’s first Hispanic-American officer.
Henry Frederick Garcia/Garfield
After service on numerous CG destroyers on the East Coast during the tail end of Prohibition, he was assigned as engineering officer aboard USCGC Shoshone in the Pacific, which supported the doomed Earhart circumnavigation and the later search for the missing aviatrix. He then commanded USCGC Morris in Alaska in 1939, proving key in the evacuation of the fishing village of Perryville during the Mount Veniaminof eruption, then later saved the shipwrecked crew of the exploration schooner Pandora.
During the first part of WWII, Garcia served as XO of Base Charleston, where he participated in the seizure of the interned Italian cargo vessel Villaperosa, then served in Baltimore with the MSTS until being made Assistant Captain of the Port of Los Angeles, where he legally changed his name to Garfield.
Convoy runs
The newly commissioned Annapolis departed for a shakedown cruise to Bermuda on 13 December 1944 and arrived at Norfolk, Virginia, in early February 1945 after workups with the DD/DDE Task Group for post-shakedown availability.
Along the way, she came across the 9,830-ton Texaco oil tanker SS New York in the dark, which almost ended badly.
From her war diary:
Annapolis. USS J. Franklin Bell (APA 16) is on the left. Photo courtesy of QM2 Robert C. Granger, USCGR, via MCPOCG R. Jay Lloyd, USCG (Ret.) 200415-G-G0000-0010
Our frigate then made her first trans-Atlantic escort-of-convoy crossing, with U.S. to Gibraltar-bound UGS.75, leaving Hampton Roads on 17 February. Annapolis rode shotgun with five other escorts–USS Nelson (DD-623), Livermore (DD-429), Andres (DE-45), John M. Bermingham (DE-530), and Chase (DE-158)— over 55 merchant ships, arriving safely at Oran, Algeria, on 5 March 1945. She returned to New York with East-West Convoy GUS.89 on 30 March 1945.
After two weeks’ availability, Annapolis departed on exercises on 13 April 1945. She then left on her second escort-of-convoy crossing, with UGS.88 (the five escorts of CortDiv 42, along with 41 merchants) arriving at Gibraltar on 7 May 1945. Among the escorts she sailed with on this milk run, Annapolis had her ASBC-built sister USS Bangor (PF-16) alongside.
She was anchored at Mers el Kebir, Algeria, with Bangor, on 9 May 1945, and there received the news that Germany had surrendered while waiting to head back to the U.S. with Convoy GUS 90. On the ride back, Garcia/Garfield became commander of CortDiv 42.
At the same time, CDR Garcia/Garfield’s little brother, CDR (future RADM) Edmund Ernest García (USNA ’27), was commander of 58th Escort Division in the Atlantic Fleet, having earned a Bronze Star in fighting the destroyer escort USS Sloat (DE-245) across the Tunisian Coast in the face of Luftwaffe air attacks and seen action in the invasions of Africa, Sicily, and France.
Small world!
Annapolis and Bangor returned to Philadelphia from the ETO on 2 June 1945. After two weeks’ availability, they departed Philadelphia on 16 June 1945, bound for the west coast, as the Pacific War was still on. After passing through the Panama Canal– where they conducted ASW training for the new construction submarines of Subron3 for a month– they shifted station to Puget Sound Navy Yard outside Seattle to remove sensitive gear and refit for further service, with an all-new crew.
It seemed the sisters were slated to fly a red flag.
Russia-bound (?)
Annapolis and Bangor were to be the last two of 30 Tacomas transferred to the Soviet Navy at Cold Bay, Alaska, as part of Project Hula. They were to have the Russian pennant numbers EK-23 and EK-24, respectively.
On 1 September, Annapolis took on five officers and 25 enlisted from the Red Navy, under the command of CDR VN Milhailav, from Seattle, and left with Bangor steaming in tandem for Cold Bay.
It was while underway from Seattle to Cold Bay that the twins received, almost back to back, the announcement of the formal surrender of Japan on 2 September, followed by the news that the U.S. had suspended all further transfers of ships to the Russkis.
Annapolis and Bangor arrived at Cold Bay on 7 September, where they landed their Soviets and instead took aboard American personnel (five officers and 117 enlisted) requiring transportation to Kodiak, arriving on that far northern island on 9 September. Thus, Bangor and Annapolis were the only two frigates scheduled for transfer under Project Hula not delivered, with 28 sisters going on to serve with the Russians up until the eve of the Korean War.
Right place at the right time
Leaving Kodiak bound for Cold Harbor on 10 September, Annapolis received a distress call from the disabled fishing boat Sanak, which she found the next day and towed to Chignik Bay.
Arriving back at Cold Bay on the 12th, over the next two days, she took aboard U.S. personnel (nine officers and 155 men), then hauled them back to Kodiak alongside Bangor and the 110-foot SC-497 class submarine chaser, USS SC-1055, which had also been scheduled to be given to the Russians but was retained at the last minute. After landing those men, the three humble escorts were ordered to Seattle, with a stop at Ketchikan.
It was there on 22 September that the recently arrived frigates came to the aid of the Canadian-flagged Grand Trunk Pacific Railway liner SS Prince George (3,372 GRT), which had caught fire while tied up at Ketchikan’s Heckman Municipal Pier.
The liner Prince George had been built for GTPR in England in 1910. The 307-foot coaster was capable of carrying 236 passengers and light cargo at 18 knots and had been on the Vancouver to Southeast Alaskan run for 35 years, with a break in the Great War as a 200-bed hospital ship. (Walter E Frost – City of Vancouver Archives)
Notably, HMC Prince George was the first Great War Commonwealth hospital ship, converted at Esquimalt in 1914.
Smoke billows from the liner SS Prince George in Tongass Narrows on 22 September 1945. Ketchikan Museums: Tongass Historical Society Collection, THS 72.1.3.1
With Garcia/Garfield the senior officer present, he directed the frigates intermittently alongside the blazing Prince George using all available firefighting gear and saving 50 men stranded aboard the liner. To avoid having the stricken ship capsize at the dock, Annapolis effected a dead stick tow and beached the vessel on the shallow shores off Gravina Island to allow her to burn out quietly.
Look at all those depth charges. Official caption: “Smoking disaster at a Coast Guard base in Ketchikan, Alaska, the Coast Guard-manned frigate Annapolis maneuvers to tow the blazing liner Prince George downstream and away from the town. The ill-fated liner now lies, a blackened hulk, on nearby Gravina Island; only one of over 100 crew members has lost.” USCG photo. National Archives Identifier 205580274, Local Identifier 26-G-4818.
The fire raged for days, only dying out when the superstructure collapsed. Maritime Museum of British Columbia 010.036.0003j
Declared a total loss, the wreck was refloated and towed to Seattle for scrapping in 1949. Maritime Museum of British Columbia 010.036.0035
Their job done, Annapolis, Bangor, and SC-1055 shipped down from Ketchikan the next day via the inland passage through the Seymour Narrows, with Garcia/Garfield in charge of the small task force, arriving at Indian Head Ammo Depot outside of Seattle on the 25th. Annapolis then entered Puget Sound Navy Yard the next day for availability. Of note, the surplus SC-1055 was transferred to the Coast Guard as USCGC Air Sheldrake (WAVR 461) for continued service.
It was while at Puget Sound that Annapolis was refitted as a Weather and Plane Guard ship, landing much of her ASW gear and adding a weather balloon shack aft.
On 5 January 1946, she arrived at San Francisco then assumed Weather Station “E” until 5 April 1946.
Annapolis departed San Francisco on 16 April 1946, bound for Seattle, where she was decommissioned on 29 May 1946, her Coast Guard crew, mostly reservists enlisted for the duration, exiting Navy service.
Transfer, effected
With the Navy having no appetite for these slow little frigates at a time when they were mothballing brand new destroyers and DEs by the dozens, both Annapolis and Bangor were soon sold as surplus to Mexico. Annapolis became ARM General Vicente Guerrero, later ARM Rio Usumacinta, while Bangor was renamed ARM General José María Morelos, and later ARM Golfo de Tehuantepec. They were joined by Tacoma-class sisters ex-USS Hutchinson (as ARM California) and ex-Gladwyne (ARM Papaloapan), and, rated as “fragatas,” were all stationed on the Mexican Pacific Coast.
Annapolis in Mexican service
Jane’s 1960 listing of the four Mexican Navy Tacomas.
The four sisters remained in Mexican service until scrapped in 1964.
Epilogue
Little of PF-15 remains. Her war diaries are digitized in the National Archives.
As for Garcia/Garfield, after leaving Annapolis, he was made skipper of the famed USCGC Campbell (WPG-32), then was head of personnel for the Coast Guard’s Eighth District in New Orleans. He finished his career as a captain in 1956 after five years as the Chief of Intelligence of the 12th USCG District in San Francisco, then moved to San Diego and got into real estate. In all, he spent 35 years in uniform between the USNA, the Army, and the USCG. Capt. Garfield died 26 June 1966, and was buried in Section A-H, Site 52, in Fort Rosecrans National Cemetery, just west of San Diego.
His father, Maj. Garcia, was buried in Arlington National Cemetery in 1932 and was joined by his brother, Edmund, after the retired admiral died in 1971.
The Navy recycled the name for a third Annapolis, giving it to the reconfigured jeep carrier ex-USS Gilbert Islands (CVE-107) when that WWII/Korean War vet was reclassified as a Major Communications Relay Ship (AGMR-1) on 1 June 1963. That floating antennae farm was disposed of in 1979.
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
A fourth USS Annapolis, a Los Angeles-class submarine (SSN-760), was commissioned in 1992 and is currently part of the Guam-based SubRon15, although she is slated to decommission in FY27.
ROCKINGHAM, Western Australia (March 10, 2024) – U.S. Navy Sailors assigned to the Los Angeles-class fast-attack submarine USS Annapolis (SSN 760) and HMAS Stirling Port Services crewmembers prepare the submarine to moor alongside Diamantina Pier at Fleet Base West in Rockingham, Western Australia, March 10, 2024.
Meminisse est ad Vivificandum – To Remember is to Keep Alive
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