Destroyer Escort Sailors Association: Trim But Deadly, Vol III

TRIM . . .

but DEADLY

Volume III

TURNER PUBLISHING COMPANY

The Front Line of Military History Books

P.O. Box 3101

Paducah, Kentucky 42002-3101

(502)443-0121

Copyright © 1993. Turner Publishing Company. All rights reserved.

This book or any part thereof may not be reproduced without the written consent of the Publisher and the Destroyer Escort Sailors Association.

Destroyer Escort Sailors Association, Volume III was compiled using available information. The Publisher is not responsible for errors or omissions

Destroyer Escort Sailors Association Staff:

Samuel L. Saylor, President

Donald A. Glaser, Executive Administrator

John P. Cosgrove, National Representative

Library of Congress Catalog

Card Number: 86-51635

ISBN: 978-1-56311-052-8

Volume I and II also available. This book is a limited edition of which this copy is number _______.

Additional books may be purchased from Turner Publishing Company.

Opening page: Courtesy of artist John Charles Roach. Original painting may be viewed at the Destroyer-Escort Museum.

DESTROYER ESCORTS. . .

TABLE OF CONTENTS

Acknowledgements

Preface

Foreword

Ships’ Histories

Sea Stories

World War II

Significant Dates

British Destroyer Escorts

National Conventions and Keynote Speaker

DESA Report

DE Sculpture

DE Memorial

Veteran’s Biographies

Roster of Members

DESA, Vol. I-III Index

ACKNOWLEDGEMENTS

The publication of this third and final volume of Trim but Deadly will mark the completion of one of the more important goals of the Destroyer-Escort Association. Early on, when we first met with the officials of the Turner Publishing Company, we had no idea ibis project would be so successful. The response from our members and others with an interest in naval history has been magnificent.

Since the publication of Volume II of Trim but Deadly another goal of our Association has been successfully completed. Our Destroyer-Escort bronze sculpture is in place within the circle of honor at the Navy Memorial in Washington. D.C. It is there for all to see and to know that the Destroyer-Escort and the men who sailed them did make a difference during the time of their service to our country.

Since the inception of Volume I and continuing through the publication of Volume III, our Association was fortunate to have had the services and dedication from so many shipmates and friends. I wish I could list every name that contributed to the excellence of these volumes. Some names do stand out and I would be remiss if I did not publicly thank them for their efforts. To shipmate John Cosgrove, who was our Editor-in-Chief of the three volumes, I offer my sincere thanks for a job well done. He was our guiding hand in this project. To Don Glaser and his staff, who provides us a functional office through which our business is done, I also offer my sincere thanks. To the members of our Board, past and present, who have given me the guidance to sit at the head of our Association, you have my sincere thanks. To the members of the Destroyer-Escort Sailors Association who, as they always do, give me the help to get any job done, you have my deep appreciation and thanks. To artists, Mike Felish, Tom Freeman, Max Bullock, Crock’s Bill Rechin, Don Wilder and John Charles Roach for the beautiful and inspiring work they contributed to all three volumes. I thank them very much. Lastly, I wish to thank the professional staff of Turner Publishing Company for their efforts in seeing that the Destroyer-Escort Sailors Association’s three volumes of Trim but Deadly are a fitting tribute to the men and ships that served so well in WW II, Korea, Vietnam, and during the interludes between.

Samuel L. Saylor, President

Destroyer-Escort Sailors Association

PREFACE

It seems like only yesterday that we were reading final proofs on Trim but Deadly and looking forward to seeing in print the first definitive history of the Destroyer-Escort.

We knew then, if not a little before, that the 352-page book was not going to tell the whole story of the DE ship and sailor. At hand was a sufficient stack of photos and stories to fill another book.

Dave Turner, aware of this treasure, suggested that we get Volume Two underway while Volume One was printed and distributed. The story was duplicated as Volume Two was put to bed, which leads directly to the wrapping-up of Volume III. This may be the final volume by Turner Publishing Company but it would appear that the DE story will never be complete so long as a DE sailor is around to tell his story, show off his album of snapshots, display precious artifacts and memorabilia–tangible ties to his part in saving the world.

That’s right. When they were young, they saved the world. wrote Paul Donnelly, a writer of historical significance. History tells us that DE sailors in manning that 563 ship navy, played a major role in restoring peace to a war torn world. They were a special segment of those ordinary people–American’s WWII generation– who lived in an extraordinary time. So well said, Mr. Donnelly.

Destroyer-Escorts were tailor-made for WWII. Many went on to serve in Korea and Vietnam, and a few are operating today in service of foreign nations. What a tribute to the designers and builders! Having been built under wartime secrecy not very much was told about their unique and unequaled ability to combat submarines. Many naval experts decreed that DE’s were under-gunned and under-powered Destroyers–and obviously misnamed. The years have proven DE’s to be masterfully designed. They captured and/or destroyed German U-boats, helped to win the Battle of the Atlantic, and continued to assume unforeseen assignments and responsibilities, some as APD’s. in the Pacific operations.

Special categories and significant characteristics included: a short turning radius, hedgehogs, projectiles fired ahead of the ship, exploding only if they hit a solid object; the best sonar, and a ramming bow–a gigantic piece of steel built into the hull. Fleet doctrine for a sub on the surface was close and ram. In short, trim and deadly. These technical advances were superbly utilized and exercised by crews exhibiting skill, and a patriotic spirit similar to the exemplary standards set by our Founding Fathers.

As I write these words, I recall viewing the parade of Navy vessels marking the 40th anniversary of V-J Day aboard the USS Enterprise (CVN-65) in San Francisco Bay. Not a DD nor DE appeared nor ever mentioned. The story of tough little ships and brave men was sorely missing in that commemorative ceremony. Later in reporting this event for DESA News, I swore that so long as I could talk or write, the record of DE’s and the men who sailed them, would not be forgotten.

It is with much satisfaction now, as we put the finishing touches to this final volume, that we have firmly established a proper niche for the Destroyer-Escort in the annals of naval history.

John P. Cosgrove

USS Gendreau (DE-639)

FOREWORD

Rear Admiral Sheldon Kinney

The DE legacy is a story of an astonishingly able, mass-produced vessel that made a critical difference in the successful war at sea in WWII. Importantly, it is the story of the Navy and Coast Guard men who served in these ships, men heroic in combat, long-suffering in endless watches, capable of enduring cruel seas, cold, heat, boredom, waiting, watching, then suddenly rising to amazing capability in crisis.

As you turn page after page of these volumes, the story unfolds for the story of a ship is the individual stories of her men.

In that way I am honored to pen this Foreword responding to the request of John Cosgrove, who said make this your story. And so, since DEs were the most memorable part of 47 years in Navy uniform, this introduction reflects my DE experience as each of you have yours in the these volumes.

It was a thrilling moment when I experienced my first sight of a DE–USS Edsall (DE-129), leader of the class that bears her name. She stood on the building ways in February, 1943, at Orange, Texas, 75% complete. Among the earliest of this new breed she was the first to be build on the Gulf Coast. As the prospective executive officer and navigator, I felt most fortunate as I made my way through the empty compartments and worked from the bilges to the remarkable open bridge.

The very newness thrilled me. Leaving high school in 1935, Pasadena, CA, to enlist, I served as a seaman in the light cruiser Omaha, a signalman in the battleship New York, and made my three summer training cruises at the Naval Academy in ships of the same vintage, 1914-1922 construction. Upon graduation in February, 1941, I was assigned to USS Sturtevant (DD-240). Same story, an old four-piper. And here was new construction!

The yard in Orange was filled with what amounted to a production line of DE hulls. At very short intervals, launchings were to be quickly followed by keel layings in East, West, Gulf and Great Lakes building yards. This construction of almost 600 DEs, an armada of democracy, American-style, was to prove magnificent tribute to the genius of our shipbuilders. Once launched they were indeed trim, would they prove deadly?

And what of those who would man these new ships? The early commissionings enjoyed a level of experienced and trained personnel that as the war progressed would be steadily thinned. But the quality of men commissioning new DEs never was diluted. Moreover, once through shakedown and off to war the crews fulfilled their responsibilities with an astonishing competence as they rapidly formed a team of true men-o-warsmen.

The commanding officers of Navy DEs were 95% (at least) officers of the Naval Reserve. The ships benefited greatly from the NROTC graduates of the six original units–Harvard, Yale, Georgia Tech, Northwestern, California (Berkeley), Washington and from the Organized Reserve Battalions, American yachtsmen, particularly the New York Yacht Club were greatly in evidence. Often the route to these commands was through the converted yachts, SCs and PCs. The graduates of the newly formed midshipmen programs, V-7 provided a more junior group who in turn worked up to commands. You name the program, and America’s officer and enlisted could survive it, profit from it and serve with distinction.

Edsall was launched, commissioned, and we headed down through the cow-pastures on the narrow Sabine River to the sea. My admiration for our chief quartermaster at the wheel, steering a ship of unknown turning characteristics through a series of bends that rivalled a slalom course was unbounded. Up the Mississippi to New Orleans for provisions, ammunition and torpedoes we went, then off to Bermuda for shakedown. There we found ourselves in company with the first DEs from several East Coast building yards, going through the rigorous paces dictated by the shakedown group.

All we DE sailors are indebted to the unique system of education, training and management that prepared us and our ships to join the line of battle; the service schools that converted men from civilian life to competent motor machinist mates, gunners, quartermasters, radiomen, sonarmen, the entire spectrum of the DEs ship’s company. The Submarine Chaser Training Center (SCTC) in Miami, was referred to by the Royal Navy as the Yanks’ ASW University. Her incomparable Captain E.F. McDaniel led this school on Pier One that was the heart of SC, PC and DE training. The pre-commissioning details at the building yards protected our interests during construction and fitting out. The shakedown groups in both oceans provided a year’s experience in one month. All played vital roles that years later as Chief of Naval Education and Training, and Commandant of Midshipmen I would keep in mind.

Shakedown completed we received the usual availability –in the Boston Navy Yard for repairs and then undertook trials off Rockland, Maine, where BuShips established the speed and turning characteristics of a new class.

A radio dispatch then caused me first despair, then delight: "Lt. Kinney detached XO USS Edsall (despair) Report USS Edsall as CO" (delight). Command at sea! For a line officer, the goal.

The first DEs were commanded by career officers, most Naval Academy 1932. They were sent to the SCTC course then to the ASW Navy. Shortly after their DEs were commissioned and organized, they fleeted up to become Escort Squadron (CORTRON) commanders, relieved by their XO. For a lieutenant commissioned two and a half years, this was the chance of a lifetime. (The Coast Guard manned DEs with a much higher percentage of career personnel.)

Looking back, I wonder why no doubt entered my mind that perhaps the assignment was beyond me. The record was there: I had been first lieutenant and gunnery/torpedo officer and top OOD of a destroyer escorting British Convoys transatlantic in the months proceeding and after U.S. entry into the war. We did this with ancient sonar and excellent radars. (Years later in Korea and Vietnam sophisticated systems would cause me to smile at this thought.)

As I said at the change of command ceremony to my skipper the traditional I relieve you sir and he was piped over the side, it was a cocky 24 year old that took command.

Following the chief master at arms forward we passed the double rank of chiefs, quite seasoned. A quiet voice reached my ear with the words and a little child shall lead them. Excellent corrective therapy for the youngest DE commanding officer.

The months that followed can best be described by They also serve who only stand and wait. The earliest DEs were required for the training of others. Edsall ran daily raids into the Chesapeake with prospective DE crews training at Norfolk before proceeding to commissioning the new ships. The four-stacker Reuben James (DD-245), torpedoed on one of our pre-war convoy runs, was in the same division as my destroyer. We lasted only a few months longer. The grounding of the USS Reuben James (DE-153) in Key West moved Edsall to SCTC as a training ship. A prospective commanding officers course was being conducted at Miami. Every Monday we sailed with PCOs filling the forward crews living compartment, for a one-week mini-cruise. (The good fortune of a week’s leave to vacate bunks, was rotated among the crew). There were ASW exercises with S Boats at Key West, anchoring drills in the Dry Tortugas, a shoot-off Guantamano, and the high point, liberty in Havana.

While the routine was hardly rigorous, I had a score to settle in the Atlantic, and one in the Pacific, my brother a QM1/c having died on the bridge of the Arizona. But my periodic visits to Captain McDaniel were met with his usual (and correct) response that in this war what individuals wanted was secondary to the service needed for them.

It was a response to which I had grown quite familiar when, after Sturtevant was sunk, I attended the course at SCTC but was held on as a weapons instructor for six months. (Following the sinking, on the phone to BuPers I gave my choice of duty as PTs–the detailer thought I said PCs!)

In November, 1943, Captain McDaniel relented and had me assigned as PCO of the Kyne building in the San Pedro, Californi, area. My last days in Edsall were spent off Key West evaluating a new device called a Chemical Recorder. We found that at last a device far better than a stopwatch was available to predict the time to drop a depth charge pattern on a contact. It was later to prove so for me in attacking four German U-boats.

The crew gave me the perfect send-off, a request signed by every member (and with the pawprint of Josephine, Ship’s Catl/c) to be transferred to the new ship. After my watch, Edsall completed her duty as a teacher and went to war. What a fine band of shipmates.

Train to the West Coast meant a taxi ride across Chicago from one railroad station to the other system. It was there that the Navy intercepted and redirected me to New York. Kyne was delayed in construction. Proceed to Port Newark and commission Bronstein (DE-189). Skippers were in short supply.

On a dreary December, 1943, day, we commissioned in New York Navy Yard. New ship, new crew. Less experience this time. XO (now a respected Seattle surgeon) had skippered an SC, gunnery officer-armed guard. All others in the wardroom, first sea duty. Crew? Eleven regular Navy. Everyone else had learned their skill in Navy training after enlistment. Disaster? Far from it. On her first mission following shakedown, operating with a hunter/killer group Bronstein engaged four German U-boats, three in one night, in which three were sunk, and the fourth so badly damaged that while she managed to reach her base in France, she never fought again. Happily the crew of another escaped their sinking boat, and were welcomed aboard. The concentration was due to Operation Prussia in which the U-boat command attempted to stern the growing bridge of support preparing men, machines, and supplies for the D-day invasion. Unique? No. It was an action repeated in many types of combat by DE crews against enemy ships, aircraft, shore batteries in every theater of war by the exceptional men of the Destroyer-Escorts.

At the time, the ship received little recognition for, as history now reveals communication intelligence had broken the German codes but secrecy of this fact was vital. In 1953 the facts could be made public, and the men of Bronstein received the Presidential Unit Citation they had so quickly earned one month after shakedown.

With that award the Chief of Naval Operations, Admiral Robert B. Carney, characterized the engagements as The most concentrated and successful ASW action by a U.S. Navy ship against U-boats in WWII. It had special meaning for DEs, for as a commander on the staff of the CNO, in 1937 he had played the key role in establishing the operational requirement for an intermediate or second-line torpedo craft or patrol craft fulfilling somewhere between the subchaser and the modern destroyer. This led directly to the design of the DE. (We DE sailors might disagree with the term second-line.)

Because of the great endurance of the diesel powered DEs they were preferred in the hunter/killer groups over destroyers because the CVE carriers seldom had to fuel them. Usually a 1630 ton DD was included for a burst of speed. Yet in such a mix in March, 1944, it was Bronstein and Breeman (DE-104), both diesel/electric, that were ordered detached to proceed, taken aboard in lieu of ammunition and torpedoes, the gold of the Bank Polski (National Treasury of Poland) and carry this treasure across the Atlantic for safe-keeping in the vaults of the Federal Reserve Bank under Liberty Street in New York City.

The remainder of 1944 passed for us in routine fashion–hunter/killer operations, convoys to and through the Med, hours of dull routine interspersed with moments of sheer terror, the average life of a DE sailor. In September we survived a hurricane that sank a 1830-ton Destroyer.

And with the end of 1944 came the end of my DE commands. Ordered to the Staff of COMDESLANT as ASW officer for Destroyers and Destroyers-Escorts Atlantic, I reported to the flagship Yosemite in Casco Bay, Maine. Responsible duties, a good deal of ship-riding, conferring, helping out ships, but without that special satisfaction of serving in a major combatant (the smallest- but we were- engenders).

I can speak personally of our ships in the Atlantic and Mediterranean. My knowledge of DEs/ APDs in the Pacific is gained only second-hand– but what a record! As I read Admiral Morison’s volumes, books like Captain Chester’s A Sailors Odyssey, and listen to the tales of my fellow skippers of DECOs of WWII and my fellow sailors of DESA, one hears of the capability of the ships and the heroism of the crews. Words can’t do justice to the exploits of the England in sinking Japanese submarines, the courage of the DEs who committed suicide in attacking the Japanese main body that the CVE force might live, the terror experienced and the courage displayed by DEs in the face of kamikaze attacks during fleet and amphibious operations. I salute you.

And with the war’s end, the answer was in, TRIM and DEADLY.

As the demobilization took place my duties took me on visits to the Reserve Fleets, like Green Cove Springs, where both my DEs lay in nests, abandoned. But many continued in the Fleet, particularly radar pickets, Naval Reserve Training ships, and APDs. Some later served other navies and live to the present. During Korea, I visited Edsall in the Nationalist Chinese navy, and laterBrownstein/Jose Art gas of the navy of Uruguay. A last final sight, when our DE historian Dr. Martin Davis and I visited Uruguay and Brazil two years ago on DESA’s operation return, Bronstein/Artigas was being scrapped, having lived from 1943 to 1990. A remarkable life for a class of ships conceived as quickly built, short life, emergency man-o-war.

And to our DESA shipmates who served in classes built after the war, it was my privilege to observe that you carried on these proud traditions. With eleven commands at sea I watched you through the years, Skipper of 1630-ton DD, 2100-ton DD, Destroyer Leader, Fleet Oiler, Commander PHILBRON 12, Amphibious Force Sixth Fleet, Cruiser-Destroyer Flotilla II, Cruiser-Destroyers Seventh Fleet, and best of all, the 125 ships and 60,000 men of Cruiser/Destroyer Force Pacific Fleet. The DE experience paved the way.

Shipmates ... thank you for sharing my story. When this volume is printed I look forward to reading yours.

Fair winds and following seas,

Sheldon Kinney

Rear Admiral Retired

U.S. Navy

SHIPS’ HISTORIES

TRIM BUT DEADLY

VOLUME III

NOTE; The ships’ histories selected reflect for the most part eye-witness reports by DE sailors. These stories were not written, nor polished, by professional historians They describe scenes as the sailors saw and heard them. Bear in mind that some of these accounts were prepared from notes made years ago, others recently written from memory. These raw notes, with little or no editing, detail life in DEs during exciting times. They describe activities unique in annals of naval history. Some accounts may appear to differ from other stories, even by writers on the same ship. The published impressions reflect the views from different people and from different viewpoints. History is history.

DE CLASSIFICATION

by Robert J. Martin

In June of 1939 the construction of the Destroyer Escort was envisioned by Commander R.B. Carney, U.S. Navy, who proposed a design of an intermediate second line torpedo ship. Subsequently, in September the War Plans Division of the Bureau of Ships recommended that the plans be drawn for a destroyer escort vessel. Design studies were made and abandoned until January of 1941 when Admiral Stark, Commander in Chief of the U.S. Fleet, requested 50 escort vessels for convoy protection. The building actually began after the lend-lease law was passed on 11 March 1941 which stated, ... the President may, from time to time, when he deems it in the interest of national defense, authorize... the Secretary of the Navy, or the head of any other department or agency of the government... To manufacture in arsenals, factories and shipyards ... any defense the President deems vital to the defense of the United States.

Fifty U.S. Navy Four Stack Destroyers were lent to the Royal Navy which was authorized by President Franklin D. Roosevelt. The first of these new ships was laid down at Mare Island Navy Yard in Vallejo, Ca. on 28 February 1942. They were designed to meet British specifications. Some of the escorts were kept for the U.S. Navy with 1,005 ordered and 563 actually built. The remainder were cancelled during WWII with 78 being delivered to England and a few to France.

There were six classes of the Destroyer Escorts because of differences in the armament and powerplant configurations. These were the short hull Evarts class with 3″ guns and GMT-GM Tandem Diesel engines, the Buckley class with 3″ guns and TE-Turbo-Electric engines, the Cannon class with 3″ guns and DET-Diesel-Electric-Tandem engines, Edsall class with 3″ guns and FMR-Fairbanks-Morris Reduction gear engines, the Rudderow class with 5″ guns and TEV-Turbo-Electric drive, and the John C. Butler class with 5″ guns and WGT-Westinghouse Geared Turbine powerplant. There were 95 TE and ‘TEV" conversions to APDs.

EVARTS CLASS

The first Destroyer Escort for use by the U.S. Navy was the USS Brennan (DE-13), an Evarts class vessel. It was launched on 22 August 1942 at Mare Island Navy Ship Yard with Lt. Cmdr. H. A. Adams, Jr. commanding. There were 97 ships built of this class with 32 going to England before commissioning into the U.S. Navy. The General Motors Tandem Diesel (GMT) was also called the short hull DE. The Evarts class included DE 5-50, 256-265, 301-307, and 527-530.

This class proved to be unsuccessful and was stricken from the Naval records at the end of WWII.

BUCKLEY CLASS

There were 148 vessels built in the Buckley class, 46 going to lend-lease prior to commissioning into the U.S. Navy. They were long hull design with a length of 306′ compared to its predecessor, the Evarts class which was a short hull of 289′5″. The extra length was because of the needed room for the steam power plants producing 12,000 horsepower. The Turbine-Electric Drive caused the designation of TE class. The first built was the USS Reuben James (DE-153) at the Norfolk Navy Yard, commissioned on 1 April 1943 with Lt. Cmdr. F. D. Giambattista commanding. The Buckley class had a triple set of torpedo tubes mounted on the first superstructure deck amidships. It had a wide range of armament changes with a conversion of the 3″ to 5″ guns. Only 11 of the 40 ships slated for the change had this alteration.

Due to the need of more effective anti-aircraft defense, the secondary battery were changed during the war. DE 575-578 were completed with four single Army 40mm guns instead of the torpedo tubes. The guns were placed to the amidships location. Other ships had the change made during overhaul periods with two more 20mm guns added to the stern in tubes, totaling ten 20mm guns.

Fifty TEs were scheduled to be converted to High Speed Transports (APDs) in May of 1944. DE 668-673, being under construction, became APDs. There were 37 that were actually converted. The need for Radar Picket Ships saw five TEs used for this purpose and four others changed to Floating Power-Plants which had large cable reels installed amidships. They were used for supplying power to amphibious landing areas. The Buckley class included DE 53-54, 56-57, 59-60, 62-63, 65-66, 68-70, 153-161, 198-223, 575-578, 633-644, 665-667, 675-683, 693-705, and 789-800.

The Buckley class was used by the Navy after the war in active and reserve, being more successful than the Evarts class.

CANNON CLASS

There were 72 vessels built in the Cannon class of which 66 were commissioned by the U.S. Navy. DE 106-111 were built for Lend-Lease for France. The class looked like the Buckley class but had a reduced horsepower because of the Diesel-Electric-Drive (DET). The USS Levy (DE-162) was commissioned at the Federal Shipbuilding Co., Newark, NJ on 13 May 1943 with Cmdr. F. W. Schmidt commanding. Program cuts in 1943-44 cut the 252 ships which were initially to be built. Like the other DEs, anti-aircraft batteries were installed with the removal of the amidships torpedo tubes. The Cannon class included DE 112-113, 162-197, 739-750, and 763-771.

The Navy considered this class unsatisfactory, and they were sold rather than scrapped.

EDSALL CLASS

The first Destroyer Escort of this class to be launched was the USS Edsall (DE-129) on 10 April 1943 with Lt. Cmdr. E. C. Woodward commanding. It was built by the Consolidated Steel Co. in Orange, Tx. The Edsall class had 85 ships constructed by Consolidated Steel and Brown Shipbuilding of Houston, Tx. They had a similar appearance to the Buckley class with 3″ guns, 306′ length, high bridge superstructure, and Fairbanks-Morse Diesel engines (FMR). The only ship of this class to have 5″ to replace the 3″ guns was the USS Camp (DE-251). The most famous was probably the USS Pillsbury (DE-133) which participated in the 1944 capture of the German submarine U-505 in the Atlantic. The U.S. Coast Guard had 30 of the Edsall class during WWII with one lost, the USS Leopold (DE-319), having been torpedoed by a German U-boat off Iceland on 9 March 1944 with 28 survivors. The remainder were decommissioned after the war.

Similar to other DE classes, the triple torpedo tubes were replaced by anti-aircraft guns for the Edsall class. In 1944 several escorts mounted Army single 40mm guns amidships which were later substituted by power driven 40mm twin guns that were director controlled. For additional firepower, 20mm guns were also mounted on the stem. The Edsall class included DE 238-255, 316-338, and 382-401.

At the war’s conclusion, 81 FMRs were decommissioned and placed in the reserves. Four of them were recommissioned in 1950 for Korean War service. In 1954, 12 of the Edsall class were returned to the Navy being converted to Destroyer Escort Radar Picket Ships (DERs).

RUDDEROW CLASS

Seventy-two of this class were built with 22 commissioned as DEs. The remainder became APDs. The Rudderow class had turbine-electric-drive (TEV) and a long hull like the Buckley. It had two 5″/38 cal guns with an enclosed single mount and a new lower bridge superstructure. The USS DeLong (DE-684) was the first built of the class at the Bethlehem Steel Yard in Quincy, Mass. with Lt. Cmdr. R. C. Houston commanding. The Rudderow class included DE 224-225, 230-231, 579-589, and 706-709.

The TEVs served in the U.S. Navy reserve fleet after WWII with two being transferred to foreign navies in the 1960s.

JOHN C. BUTLER CLASS

There were 283 of the Butler class that were built with 83 completed during WWII. They had a similar appearance to the Rudderow class with 5″ guns and low bridge superstructure. The first ship of the class was the USS Edward H. Allen (DE-531) built by the Boston Navy Shipyard in Boston, Mass. and commissioned on 16 December 1943 with Lt. Cmdr. M. M. Sanford commanding. They were powered by Westinghouse-Geared Turbine engines (WGT). Early armament configuration included two 40mm twin guns plus the 20mm guns for the anti-aircraft battery. Six vessels had one quad 40mm gun aft and one twin 40mm gun forward with two twin 40mm guns amidships in the place of the torpedo tubes. Two ships were built with the quad 40mm gun aft, a twin 40mm gun forward, and no torpedo tubes or other guns. The most famous ship of the class was the USS Samuel B. Roberts (DE-413). It was lost during the battle off Samar in October of 1944. The Butler class included DE 339-372, 402-424, 438-450, 508-510, and 531-540.

There were four WGTs lost during WWII with 79 remaining on the Navy’s list. Six ships were kept active and the remainder placed in the Navy Reserve Fleet. Thirty-two of the Butler class were recommissioned for the Korean War.

EVARTS CLASS

General Information

Armament

3—3″/50 cal guns- Main Batters

1—twin 40mm gun (DE 13-18, 45) or 1.1″ gun (DE5-11, 19-44, 47-50, 236-265, 301-307, 527-530)

1—hedgehog

9—20mm single guns

2—depth charge racks

8—K gun projectors

BUCKLEY CLASS

General Information

Armament

3—3″/50 cal guns- Main Battery

1—twin 40mm gun or 1- 1.1″ gun

8—20mm guns

1—triple tropedo tube

1—hedgehog

2—depth charge tracks

8—K gun projectors

CANNON

General Information

Armament

3—3″/50 cal guns- Main Battery

1—40mm twin gun

1—triple torpedo tube

8—20mm guns

1—hedgehog

2—depth charge tracks

8—K gun projectors

EDSALL CLASS

Armament

3—3″/50 cal guns- Main Battery

1—twin 40mm gun

8—20 mm guns

1—triple torpedo tube

1 —hedgehog

2—depth charge tracks

8—K gun projector

RUDDEROW CLASS

General Information

Armament

2—5″/38 cal guns- Main Battery

2—twin 40mm guns

1—triple torpedo tube

10—20mm guns

1—hedgehog

2—depth charge tracks

8—K gun projectors

JOHN C.BUTLKR CLASS

General Information

Armament

2—5″/38 cal guns- Main Battery

2—twin 40mm guns

1—triple torpedo tube

10—20mm guns

l—hedgehog

2—depth charge tracks

8—K gun projectors

USS Mitchell (DE-43)

USS Durant (DE-389) at Guantanamo, Cuba in 1945.

DE-389 pulling in close to U-Boat 873. The picture was taken from USS Durant (DE-387)—its crew sent the boarding party to take-over the submarine.

DE-181

USS BAKER (DE-190)

Submitted by Constantine J. ‘Gus’ Forkiotis and Frank F. Fry

November 30, 1943:

Crew quarantined - Unit X Bldg 66-3, NTS DE 190 Group Norfolk, VA. As the crew names were formulated the individuals, with their specific rate, were sent to this barracks making up the ship’s compliment. Mailing address issued: USS Baker DE 190 C/O Fleet Post Office, New York.

December 22, 1943:

Crew was shipped from barracks by train to Brooklyn, NY. Reported aboard USS Baker DE-190 in Brooklyn Navy Yard, NY with crew directly from quarantined barracks in Norfolk, VA. Home port designated was Brooklyn, NY.

December 23, 1943:

Commissioned USS Baker DE-190 in Brooklyn, NY Navy Yard. Named for Aviation Ensign John Drayton Baker, USNR, who lost his life in the battle of the Coral Sea. Ensign Baker was born in Plainfield, New Jersey 31 May 1915. He enlisted in the Naval Reserve in 1941 and was appointed Naval Aviator 26 August 1941 and commissioned Ensign 18 September 1941. Ensign Baker was reported missing in action 7 May and officially declared dead 8 May 1943. He received the Navy Cross.

The Baker 190 was built by the Federal Ship Building and Drydock Company, Kearney, NJ. Displacement 1240 tons; length 306′; beams 36′10″; draft 11′ 8″; 3′ 3″; triple torpedo tubes; one 40 mm twin gun; 8-20 mm guns; 2 depth charge racks; 8″ K gun projectors. Compliment 15 officers with 201 men. Actually had as many as 212 men with some sleeping in hammocks in the forward compartment. Average cost of the Cannon Class was $3,500,000. The Baker 190 was launched 18 November 1943 and sponsored by Mrs. Margaret Baker, mother of Ensign Baker, 23 December 1943.

Commissioning:

(Milton and Dennisport, Mass. Harvard 1934; Veteran and survivor of the ill-fated Oklahoma at Pearl Harbor; stock broker)

January 2, 1944:

Started daily trial runs in Long Island Sound.

January 9, 1944:

Started for Bermuda and ‘shake down,’ scheduled four weeks. One day liberty in Bermuda. Good length of time to familiarize operation of equipment while getting to know each other.

February 7, 1944:

Back in Brooklyn Navy Yard, from Bermuda and shakedown.

February 13, 1944: We missed our scheduled operation to rendezvous with Task Group 21.16 with the Carrier USS Block Island (CVE-21) and DEs Bronstein 189, Thomas 102, Bostwick 103, Breeman 104, and the destroyer Corry (DD-463).

The Thomas, Bostwick and Bronstein, are known to have sunk two subs in one night on February 29, 1944. Identified at a later date as the U-709 and U-603. March, St. Patrick’s Day the Bronstein and Corry depth charged a third sub to surface. The sub, U-801 was subjected to heavy fire and rammed by the Corry.

We joined convoy, UGS-33, as part of the destroyer screen, Escort Div. 48. The other DEs were all Coast Guard manned and part of CortDiv 45 (Escort Division) under Taffey 60 (Task Force) and the New York section. Coast Guard DEs; USS Vance DE-387; USS Lansing DE-388; USS Durant DE-389; USS Calcaterra DE-390; USS Chambers DE-391; USS Merrill DE-392. The flag of Commodore E.J. Roland (USCG) was on the USS Vance 387. Off Norfolk the remainder of the convoy plus another division under Taffey 66 joined together to proceed across the Atlantic.

March 2, 1944: Arrived at Gibraltar where English ships took over the protection screen, and continuation into the Mediterranean. Our division then turned South headed for Casablanca for fuel and provisions.

Due to the fear of failure of the evaporators (making fresh water) and the severe weather, we were restricted from use of water being allowed one ‘bucket bath’ in the three weeks it took to get to Casablanca. The Captain thought they were not experienced enough to handle any emergency associated with the evaporators.

March 7, 1944: Liberty in Casablanca

Left Casablanca joining with other DEs of Task Force 66 and staged a midnight raid along the French Moroccan Coast to discourage assistance to the German U-boats suspected in that area. It was also suspected that landing parties were being put ashore in that area. The raid, made within the range of shore batteries, went off without mishap and the trip home followed.

March 8, 1944: Rendezvous with the convoy GUS-32 at Gibraltar homeward bound. Ninety six ships were picked up at Gibraltar and delivered to U.S. East Coast Ports.

March 24, 1944: Back in Brooklyn, NY. 72 hours leave. Part of the convoy escorted by Escort Div. 45 went on to Chesapeake Bay area.

April 4, 1944: In Casco Bay, Portland, ME. Had day liberty.

April 13, 1944: Second convoy, Task Force 60, assembled in Hampton Roads (Bay off Norfolk and Chesapeake Bay) began trip to North Africa and into the Mediterranean. Along the way we dropped off merchant ships at varying ports along the coast of North Africa. This was convoy UGS-39 Eastbound. We were on extra precaution since convoy ahead of us ran into some strafing attacks from German aircraft.

On April 20, 1944 convoy UGS-38 was attacked off the coast of Algiers by 21 JU-88s and HE- 11 1s. During this action the USS Lansdale (a destroyer) and the USS Paul Hamilton, a troopship with 500 soldiers, were sunk and three other merchant ships torpedoed.

The Bronstein DE-189 who with the Breeman DE-104 were in Dakar on March 20 loaded with 15 tons of gold ($68,000,000) from the Bank of Poland arriving in New York April 3, 1944. The Bronstein now joined our CortDiv 48.

April 30, 1944: In the Mediterranean; escorted ship into harbor of Oran and one into Mars El Kabur.

May 1, 1944: Escorted ship into Algiers.

May 2, 1944: Escorted into Bone and Carbone harbors.

May 3, 1944: Tied up at South Carriere, Goulet Du-Lac, Bizerte, Tunisia.

May 4, 1944: Liberty in Bizerte. Many Italian prisoners who were wearing Army sun tans with no insignia. Most happy prisoners. Multitude of them. No fear of attempting escape.

May 7, 1944: Two day liberty into Tunis. About 40 miles. Transportation was hitchhike ride on open Airforce truck, carrying five gallon gas cans. Some sailors spent time with Italian prisoners. Invited to their camp (tent city) at the outskirts of town. Ferryville. Food and bedding in town supplied by Red Cross.

May 11, 1944: Left Bizerte for the States. Task Force 60 Coast Guard Div 45 with USCG Bibb 31 as the Flag Ship, USN Div 48, escorting convoy GUS-39.

May 12, 1944: Bronstein 189 sank a mine with rifle fire.

May 14, 1944: Just north of Oran, Algeria a German Sub surfaced between the screen of Destroyer Escorts and the merchant ships. The sub was close enough that the large guns could not be depressed enough for use against the sub. Our men were firing hand guns and machine guns at the sub. Two merchant ships were torpedoed, the SS Waiden and SS Fort Fidler.

They closed off their compartments and survived into port, Oran. A request by our Captain Lockwood to the Bibb (command) to at least drop ‘embarrassing charge’ by all the DEs, was considered and confirmed. Aircraft and other vessels were called to the scene to search out the sub, but it was not confirmed whether the sub was sunk. Division 19, a Destroyer Div. was sent out to search for the submarine.

May 30, 1944: Back in Brooklyn Navy Yard.

June 5, 1944: Began 5 day leave

June 10, 1944: Left Brooklyn for Casco Bay, Portland, Maine.

June 20, 1944: Left Portland, Maine, training and availability.

June 22, 1944: Arrived in Norfolk, Virginia.

June 25, 1944: Left Norfolk, Virginia assigned to USS Card CVE-11, a converted aircraft carrier, with the other DEs of Escort Division 48, Task Group 22.10 operating as the screen seeking U-boats. The group included the Bronstein 189, Baker 190, Coffman 191, Thomas 102, Bostwick 103, Breeman 104.

The area of the search stretched to Hamilton, Bermuda; San Juan, Puerto Rico; Horta, Azores; and Reykajavic, Iceland.

July 5, 1944: The USS Baker DE-190 was in position two miles on the port beam of the USS Card. At seven minutes after seven in the evening the USS Baker made sound contact with underwater sound equipment (sonar) and fired off a pattern of Hedge Hogs. At the same time two depth charge attacks were delivered. At 19:31 hours U-233, a 1600 ton minelayer refueler type U-boat, one of Germany’s largest, broke the surface with her after torpedo room and after engine room ripped open and flooded. This was the sister ship of the U-234 which surrendered at Portsmouth, New Hampshire shortly after V-E Day with Luftwaffe generals and Jap Hara Kari victims aboard.

1907 - Upon receiving sound contact bearing 135 T distance 100 yards - Streamed Foxer gear - Sounded General Quarters - commenced making runs on sound contact. Lat. 42 39’N and Long. 58 47’W.

1912 - Dropped one full pattern Hedge Hogs and fired K guns.

1916 - Sound gear temporarily out of order. Jarred by explosions of depth charge.

1918 - Regained contact in the lower emergency sound hut, circled and headed towards contact and dropped another full pattern of depth charges and fired K guns.

1925 - Upon surfacing of the German submarine on the Starboard Quarter, the USS Baker opened fire with all batteries, expending a massive array of ammunition into the submarine with indications of positive and damaging hits. The Baker rode back and forth turning to each side of the ship would be able to fire their guns. This also allowed a short period of time for cooling of guns. Our youngest sailor on the 20mm gun on the stern fired single and short bursts keeping his gun the coolest.

The Submarine had lost steerage way while a continuous stream of fire was directed towards her conning tower. At this point her crew began abandoning their submarine. There were a few attempts of the German sailors to use their forward three inch gun. At least one was killed with a direct hit from our 20 mm gun fire.

Two torpedoes were fired and driven into the submarine’s hull causing the actual sinking. At this point the submarine burst into flames and continued smoldering, leaving a black, brown smoke.

My battle station was to man the phones transmitting communications from the Captain to the other ships in the division. Captain Hoffman wished to inform the Commodore, whose flag was aboard the USS Thomas DE-102, that we were going to ram the submarine.

A loud voice from the Commodore instructed that his order was to refrain from any ramming of the submarine. It was his intention to bring the submarine into port as a prize catch. At this time the USS Thomas was five miles from the scene, steaming towards the scene. This message was relayed to our Captain Hoffman.

The USS Baker returned to picking up survivors from the waters. The submarine, meantime was in flames, slowly sinking into the war. The USS Thomas on her full steam approach announced to the other ships that she was going to ram the submarine. She continued on her course towards the submarine but literally went over the edge of the deck of the submarine ripping open the bottom of the USS Thomas. The submarine had sunk too far into the waters to be capable of any degree of ramming.

1942 - Both ships resumed and continued picking up and rescuing survivors. A total of 69 survivors were rescued. All firing was now ceased.

1945 - The submarine, bright with flame and sending a continuous flow of smoke into the air; battered, wrecked, and beaten from the accuracy of the crews gunfire; leaving debris, oil, and part of her hull and conning tower drifting, was sunk. We rescued ten prisoners, two officers and eight enlisted men; suffering from wounds and exposure.

Captain Hoffman piped over the loudspeaker fair treatment for the prisoners, with immediate medical care as needed; according to the rules of Geneva Conference (Seeing those men in the water seemed to impress those of us on the stern helping them aboard as to how young they looked.)

2020 - Proceeded at standard speed on course 225 T - 225 1/2 P.G.C. 255 P.S.C. towards USS Card to discharge prisoners.

2117 - Drew alongside USS Card and took lines over from carrier and rigged breeches buoy and established communication.

2121 - First prisoner transferred to USS Card.

2139 - Completed transfer of prisoners to carrier. The two officers on board were not transferred due to severe enough injuries. Cut off all lines of USS Card; proceeded at full speed to take position on starboard side of guide. Took course 050 T — 050 1/2 P.G.C. 071 P.S.C. — To K and S.

2225 - Changed course B/C to 180T - 180 1/2 P.G.C., -207 PSC took station bearing 315 Rel from guide - distance 3000 yds, speed 8 K and S.

2214 - position 42 39′ N 58 47′ W’ Sunset - darkened weather decks.

Note - Submarine sank about 105 miles South East of Sable Island, longitude of Boston.

Resume of Activities with Submarine:

For fourteen minutes U-233 was engulfed in a hail of flying lead, depth charges set shallow, and torpedoes, but these latter had too short a run to allow detonation.

Her chief engineer was decapitated when he came up the after hatch to have a look. One torpedoman was disemboweled when a loose torpedo slid off its tray. The chief’s quarters was a shamble from the armor piercing shells.

The U-233 never got off a shot. Her crew abandoned the ship by two’s and threes as their boat, down by the stern and with the conning tower on fire, continued to take it. The war was over, 31 were captured, including the skipper, Oberlieutenant Hans Stein, who died the following day from shrapnel wounds.

July 7, 1944: Steaming full speed to Boston, Mass. to deliver prisoners; dry dock the Thomas 102 for repairs; and five day R and R. We rammed a whale bending the sound dome (which should have been raised under conditions of speed).

The forward compartment into which the sound dome is usually retracted was filling with water since the bent shaft of the sound dome could not be retracted. The compartment was sealed off and water tight.

July 10, 1944: In Boston, orders were changed; sound dome shaft was repaired; the commodore shifted his flag to our ship the USS Baker 190 since the repairs to the USS Thomas 102 would be longer than expected.

We were off to the Caribbean, with the carrier still on search duty.

Prior to our submarine contact our whole ship was restricted from any future liberty. It seems our ship had received some ice cream from the carrier during a fueling operation.

The Captain and the officers decided to keep the ice cream for themselves without sharing any with the crew members. Someone had taken a large portion of the ice cream under unauthorized status irritating the Captain to the ultimate degree. Signs were posted all over the ship stating no further liberty for anyone on this ship until such time as the culprits who took the ice cream owned up.

The ramming of the submarine by the Commodore after order us not to ram the submarine had infuriated our Captain leaving him very angry at the Commodore.

Now the Commodore is aboard our ship, using the Captain’s state room, forcing the Captain to use a small seacabin with a bunk and the Loran located outside the C.I.C. and on the wheel deck.

Between the ice cream situation, the ramming situation, and having to deal with the Commodore on a formal basis left our Captain in rather irritated state of emotion.

To top it off - the Commodore chided the Captain even more over the ice cream situation. There were comments as they must have been hungry enough to devour all that ice cream to its unfair to penalize the whole the whole crew for the few that did the stealing.

Eventually the Commodore instructed the Captain to remove the signs and inform the crew there would be liberty for all hands or he would override the Captain’s orders.

July 14, 1944: Passing through Mona Passage, Puerto Rico.

July 16, 1944: Submarine contact by carrier based airplane had to be aborted due to USS Card engine casualty and dead in the water for about six hours.

July 18, 1944: Entering San Juan, Puerto Rico.

July 24, 1944: Left Puerto Rico heading North East in the Atlantic.

August 16, 1944: In Horta, Azores for fuel. Few hours ashore near the pier.

August 17, 1944: Left Azores.

August 24, 1944: In New York Harbor - channel - degaussing. Testing of men from the fleet for attending V-12 officers training program. Our division had one opening. On to the Navy Yard for upkeep repairs.

September 8, 1944: Left New York for open spaces.

September 10, 1944: In Portland, Maine, Casco Bay, availability.

September 14, 1944: Left Portland 2300 hours due to impending hurricane, heading south. Barometric reading was 28.53, the ship recorded a roll of 62 degrees, we were off the coast of Long Island, New York about 0100 hours listening to the damage ashore in Connecticut (I was on duty).

During this time the small selzen motor that operates the rotor in the antenna on the mast stopped working. We were going to draw straws for the task but Donald Pappy Bryant, our electronic expert (and about 40 years old) decided he would be the one. Claimed it was too dangerous for us young ones. I still do not know how we could have made it up the mast and back. I also don’t know how we would have made out without radar while expected to travel in formation.

Also heard on the radio during this time that two destroyers were sunk in the storm off the coast of Norfolk attempting to make it into the Chesapeake Bay. One of the ships was the D.D. Warrington.

September 16, 1944: Arrived in Norfolk, Virginia - extreme weariness.

September 18, 1944: Left Norfolk, headed south for Bermuda to conduct exercises with Escort Div 48, USS Card, planes, and friendly submarines.

September 20, 1944: In Bermuda waters. Rough waters during the calm.

September 25, 1944: the Breeman suffered engine problems and headed for safe harbor.

October 15, 1944: Terrific gale force storm. Felt worse than recent hurricane. Broke off our starboard fin. Very different roll of ship to the starboard.

October 25, 1944: In Casablanca. Incident of having to use hoses on natives to get to lines to prepare for departure.

October 26, 1944: Left Casablanca headed to New York via Southern route.

November 5, 1944: In Brooklyn Navy Yard, NY.

November 13, 1944: Left for Bermuda. Spent more than one month in training and search for expected Nazi Submarine push.

December 31, 1944: New Year’s Eve arrived in New York after two day passage from Bermuda.

January 4, 1945: One section of Escort Division 48 including the Bronstein went to Casco Bay for training. Curtailed due to bad weather.

January 11, 1945: With USS Card off Nantucket Island and pilot qualification flights.

February 4, 1945: Baker 190 and Bronstein 189 escorted USS Card from Delaware Capes to Norfolk.

February 8, 1945: Escort Div 48 left Norfolk with carrier USS Bogue, where she was left at the Ambrose Light Ship, while the DEs continued to Casco Bay.

February 1945: The Baker and other DEs, Escort Division 48 operating with the converted flat top carrier USS Core CVE-13, Task Unit 22.2.1 screened the North Atlantic. The group encountered one of the worst storms off the coast of Iceland. The winds were of hurricane force and in this region are known as Iceland Loaf, known for their severity. The wind velocity was up to 95 knots with 35 foot waves pounding the DEs. Rolls of 70 degrees were recorded on several of the vessels.

Before it was over the Baker had sustained heavy, but not critical damage. Twelve Y frames forward on the portside were sprung from main deck level to the first platform. One expansion joint was cracked and both were leaking. Stanchions and life lines on both port and star board sides were swept away. The depth charge racks were bent and the sound gear smashed, but the ship rode it out and limped into Reytkajavik where minor repairs were made prior to yard overhaul in the States.

The DEs in the unit were USS Thomas 102; USS Bostwick 103; USS Bremen 104; USS Bronstein 189; USS Baker 190; USS Coffman 191. Storm was the loss, overboard, of one of Coffman 191. After the storm the seas were still quite treacherous. While on watch the sailor was returning with a pot of coffee from the galley. The search for him was unsuccessful.

There were a total of 12 DEs stretched across an area over 90 miles long looking for a weather reporting German submarine just south of Iceland. The storm was on February 20.

The USS Core, the Carrier, reported the winds at 116 knots at which point the anemometer blew away. The carrier was also ordered back to New York while the DEs were on orders to remain on station.

Note: During late March and early April an accumulation of four carriers with some 80 DEs stretched out across the North Atlantic half way between St. John’s, Newfoundland and Fayal in the Azores. The ships formed a North-South barrier designated Operation Teardrop, one of the largest hunter - killer forces assembled. Their duty was to intercept super - Schnorkels (Group SEEWOLF) which was proceeding across the Atlantic to invade America’s Eastern Sea Frontier.

Five of the known six submarines were sunk and the sixth surrendered shortly thereafter.

April 1, 1945: Tied up at Pier #90 in New York City. Next to infamous base on Pier #92 with the very cruel Captain and superior officers. You were told to salute a lady if you were confronted - the lady was the Captain’s wife. Captain’s Mast was to be feared for the slightest infraction. They would line up a group of sailors with no regard to rate, the width of a New York City Street, hand them a big broom and then proceed to have them sweep the city street. (Forkiotis was there awaiting transfer to the Baker - no luck had to train to New London.)

Every activity at this base was a form of punishment. It seems one was in error simply because you were ordered to this particular transfer base. The place was exposed by columnist Walter Winchel, who lost his lieutenant commander status in the U.S. Navy because of his revealing the goings on.)

April 4, 1945: Forkiotis reported aboard Baker 190 in New London. Many DEs in the harbor tied up abreast of each other.

April 14, 1945: We headed out to sea in search of a submarine off the coast of Norfolk, VA. The search lasted for 22 days and included DEs; DDs; PCs; SCs; and Blimps. The search lasted through May 4, for the Baker. The remaining ships continued their search for this submarine. This u-boat got two merchant ships and damaged a third within sight of the Virginia coast.

April 29-30, 1945: The Division was split into two groups. Three DEs worked North of the Norfolk Channel while the other three DEs worked South of the Channel. Bronstein, Breeman, and Baker were assigned to the Southern Group. The Northern Group made many attacks on a submarine that resulted in a B assessment.

May 5, 1945: While at sea we were informed of the impending end of the war in Europe. Orders were immediately issued for transfer of radar personnel and hospital core men, who were badly needed in the Pacific Theater.

We arrived in Brooklyn, New York whereby Forkiotis was transferred from the USS