In God We Trust
USS Kimberly DD521
[This article is reprinted verbatim from Volume 8, No. 2, "Sea Blade II", newsletter of the USS Toledo (CA-133) Association. It was provided to The Korean War Educator by Ken Crosby of Norfolk, VA.]
Mr. E.W. Balderson
43 Old Place
Sleaford
Lincolnshire
England
NG 34 7HR
Dear Ken [Crosby],
I am the President of the HMS Constance association based in the UK. We have around sixty or so members, all who served in the Royal Navy in the Destroyer HMS Constance between 1947 and 1951. The time served in this ship at that time was for a period of two and a half years, so we got to know each other very well. I joined her as a boy seaman in 1949 at Hong Kong, when I was just 17 years old.
As you know, in 1950 the Korean War started. We sailed from Hong Kong on a war footing to blockade the west coast of Korea and to provide escorts for British and American aircraft carriers. I started my search for former shipmates over five years ago, and now we meet on a regular basis twice each year. For those who cannot attend our reunions through illness or whatever, I send out two newsletters each year, one of which I have enclosed together with a copy drawing of myself as a young sailor drawn in Kure in 1951. This newsletter names the USS Toledo, which I understand you served in, and I hope you find of interest. You will find parts of this newsletter rather patriotic, so perhaps you will take this into account when reading it.
We remember the cruiser ‘Toledo’ very well during our stay in Korean waters, and some of our lads (now over 65 years of age) have small photographs of her in their albums. We recall the incident described in the newsletter very well--when we fired star shell at her during the early hours on one winter’s morning. I recall standing behind a 4.5-inch gun with a 4.5-inch shell in my arms, waiting to load it. I think it must have weighed as much as I did.
I am not sure if you were on board her at the time and remember this incident, or indeed, if you have formed a USS TOLEDO Association. If this does exist, we as an association will be delighted to swap stories of our time in the Navy, especially of this incident.
I understand that Stewart Skar has contacted you in the recent past and has telephoned me on several occasions from the U.S. I don’t know how he found your name and address, but I am indebted to him for taking the time and trouble to trace at least one ex-crew member of the USS TOLEDO. I am certain also that our members will be pleased to hear of this success and hope we can form some sort of relationship, especially if an association of the TOLEDO does exist.
Yours aye, Ernie Balderson, President
Do you recall the klaxons sounding for action stations at about 1 a.m. one morning during the early part of the Korean War when a very large radar contact was made. A coded signal had been made for this ship to identify herself and she replied wrongly with the same signal.
Now this proves that ‘Constance’ was not afraid to take on any opposition whatever its size when we lit her up like a Christmas tree with star-shell for all the world (including North Korea) to see.
This was the American heavy 8" cruiser ‘TOLEDO’ whose secondary armament was at least double our main armament. A few niceties I believe were exchanged (or otherwise) before steaming away on patrol. I am sure I will be corrected on this event very soon, maybe Bob Briggs (Lt Briggs gunnery officer at the time) will give us a more detailed account.
During the Korean War, the American Navy controlled the east coast, and the British the west coast. To break the monotony, there would be occasional visits of ships to either side; the destroyer’s role on the west coast was to escort the Aircraft carrier operating to give close support to the combat troops ashore and to carry out bombardments as required.
Destroyers also carried out independent patrols up as far as the Yalu River on the Chinese border. I served on HMS Cossack from September 1950 to March 1951, HMS Constance from March to August 1951, and then the flagship HMS Belfast until January 1953. It was while Yeoman of signals on HMS Constance, I had my most embarrassing moment of my service career, and felt partly responsible for a big "cock up."
HMS Constance was patrolling off the west coast of North Korea and the ship was blacked out, steaming without navigation lights. The radar picked up the presence of a large ship, also darkened. The presence of another ship was a complete mystery to Constance, who should have been informed of any other ships in the area. HMS Constance closed up at action stations and went to investigate the contact, taking up the most advantageous position for a night encounter. With all guns and torpedoes trained on the other ship, the Captain ordered the "challenge" to be made. The recognition signals were kept in a box on the side of the compass platform and could be illuminated by pressing a button that gave a very dim light under it. I supervised the making of the single letter challenge on the daylight-signaling projector, which gave a very bright light at night time.
There was no response from the darkened ship, despite the challenge being made several more times. The Constance now had a problem, as the next sequence of events should have been to open fire. The odds were that the ship was friendly or neutral, as neither the Koreans nor the Chinese had any large warships. Although the Chinese were supporting the North Koreans, we were not at war with them. But if we fired on one of their ships, it might have sparked off a war with dire consequences, and threatened our base at Hong Kong.
The Captain decided to compromise and fire starshell. The starshell revealed a large warship which looked like an overgrown American destroyer. Onboard Constance, everyone held their breath, expecting a broadside. When we did not get a reply to our initial challenge, I checked to make sure we had made the correct signal. I noticed that the recognition signals in the box should have changed at midnight, and now appeared to be out of date. The navigating officer, who was also the Signals Officer, was quire sure that we had made the right signal, but took the form out of the box to go and update it.
The Navigating Officer returned to the bridge and explained that, although the recognition signals were changed every four hours for the benefit of the major war vessels, three letter signals, the minor war vessel’s letters used were valid over a longer period. We had made the right signal. I was relieved that the signal had been made correctly, but was preoccupied watching the other ship and trying to identify her.
The wireless office called up to say that they had a signal from base that the ship was the USS Toledo. They had also been given a channel to communicate directly with the American ship. This was cold comfort when the ship challenged us with the same letter we had already made to her. Although we now knew the other ship was friendly, it did not appear that she knew we were. The letter being made to us was compromised, and just the ruse the enemy might try. To answer would have compromised the reply. The correct procedure was to make the reserve letter challenge, but the recognition signals had not been returned to the box, and in the darkness I could not find them.
I must say I was in a complete flap. The Captain was shouting, "Do something, Yoeman." I shouted to the signalman to make our international call sign, which was the standard procedure for two ships to exchange identities. By the time we had exchanged identities, the recognition signal had been found, and we made the second challenge and got the right answer.
The whole incident was a matter of seconds, but when waiting for a broadside, it seemed like an eternity. I don’t know what enquiries followed, but I guess there was quite a bit of embarrassment and I hope a lot of lessons were learned. - Charles Hill
[The USS Kimberly served in Korean waters as part of Task Force 95 and 77, the Fast Carrier Force.]
[Submitted to The Korean War Educator by Don Pribble of Danville, IL]
The keel of the USS Kimberly (DD521), a 2,050 ton destroyer of the Fletcher Class of 1940, was laid July 27, 1942, in the yards of the Bethlehem Steel Company, Mariners Harbor, Staten Island, New York, the ship having been authorized by an Act of Congress of July 19, 1940. The destroyer was launched February 4, 1943, at which time Miss Elsie Kimberly, of Bonita, California, daughter of the late Rear Admiral Lewis Ashfield Kimberly, christened the ship as the official sponsor.
The DD521 was named in memory of Rear Admiral Lewis Ashfield Kimberly, USN, who was born on April 22, 1830, at Troy, New York. Rear Admiral Kimberly was appointed midshipman December 8, 1846 and from 1847 to 1860 served in the African, Pacific, and East India Squadrons. During the Civil War, he served aboard the USS Potomac with squadrons blockading the West. He also took part in operations on the Mississippi River at Port Hudson, Grand Gulf, and Vicksburg. Admiral Kimberly was executive officer of the USS Hartford in the Battle of Mobile Bay and was commended for gallantry. From 1866 to 1889 he cruised in European, Atlantic, Pacific, and Far Eastern waters and, on June 10-11, 1871, he was in command of land forces in an attack on Korea. Rear Admiral Kimberly died on January 28, 1902, at West Newton, Massachusetts.
The USS Kimberly was placed in commission on May 22, 1943, with Commander Harry W. Smith, USN, as her first commanding officer. The Kimberly, with a brave and gallant name to live up to, entered upon an intensive shakedown period soon after commissioning, since the need was pressing for ships to perform escort and patrol duties in both Atlantic and Pacific waters.
With shakedown completed, the destroyer reported to the Navy Yard, New York, where the three forward 20 millimeter mounts were replaced by twin 40 millimeter anti-aircraft batteries as well as other operational gear being installed.
On September 10, 1943, the USS Kimberly, in company with the USS Bunker Hill, USS Erben, and USS Abbot, weighed anchor from the Naval Operating Base, Norfolk, Virginia, en route to the Pacific. She arrived at Pearl Harbor, Oahu, T.H., on October 3, 1943, and spent over a month conducting training exercises and maneuvers in Hawaiian waters.
On November 10, 1943, as a part of Task Force 52, the DD 521 departed from Pearl Harbor and set course for the Gilbert Islands, where the task force participated in the invasion of objectives there, beginning on November 20th. As a fighter-director ship, the Kimberly directed aircraft from the carriers to intercept the many daily plane raids from the Jap-held Marshall Islands to the northward. As an antisubmarine escort for the battleships and cruisers, she dropped depth charges on seven different occasions when her sound gear picked up possible enemy submarines. When the hoped for counterattack by the Japanese Fleet did not materialize, the Kimberly left the hallowed waters of Tarawa and Makin on December 5th, escorting five LST’s to Pearl Harbor.
Arriving at Pearl Harbor in time to receive welcome Christmas mail and packages, the ship was given a 12-day availability period, after which she was sent to the Bethlehem Steel Company’s shipyard in San Francisco, California, for repairs. She arrived at San Francisco on January 8, 1944, and after two weeks departed for Adak, Aleutian Islands, on the 22nd. The Kimberly arrived in Adak Harbor and reported to Commander North Pacific on January 30th, after which she was immediately ordered to report to Commander Task Force 94 at Attu for duty.
As a part of Task Force 94 under Rear Admiral Baker, the Kimberly left Attu on February 1, 1944, with the objective Paramushiro in the Jap-held Kurile Islands. She bombarded Suribachi Wan and Kurabi Saki on February 4, 1944.
The next eight months were spent in the Aleutians on antisubmarine patrols, training exercises, offensive sweeps, and bombardments of the Kurile chain. On March 4, 1944, Task Force 94 penetrated the Kurile Islands south of Shashuktan in search of an enemy convoy and remained within the Sea of Okhotsk for a period of 36 hours during low visibility. Under Rear Admiral Smith, in the CHESTER, the task force bombarded Matsuwa on June 13th and Paramushiro on June 26th. On July 28th six destroyers, of which number the Kimberly was included, made a sweep for enemy picket boats in the northern Kurile areas, but the results were negative. The task force got underway on August 1, 1944, for another bombardment of the Kuriles but retired before the bombarding operations were begun. Surprise was to be one of the prime factors in the operation and the force had been sighted at sea by a prowling Jap "Betty."
The Kimberly departed Adak on September 18, 1944, en route to San Francisco for a ten-day availability period at the Mare Island Navy Yard. With repairs completed, the destroyer left the San Francisco area on October 6th and proceeded to Pearl Harbor, arriving on the 12th.
On October 25, 1944, Commander J.D. Whitfield, USN, relieved Commander Harry W. Smith, USN, as commanding officer of the USS Kimberly.
The Kimberly next sailed for Manus, Admiralty Islands, where she dropped anchor on November 9, 1944. The following day she narrowly escaped serious damage when she shifted berths from within 1,000 yards of the USS Mt. Hood to another anchorage. Fifteen minutes later, the Mt. Hood, an ammunition ship, blew up – her only survivors being one officer and 13 enlisted men who were ashore at the time.
The Kimberly joined Task Unit 79.15.4, a supply convoy bound for Leyte Gulf, Philippine Islands, and screened by the units of Destroyer Squadron 49. This was the first time since August that the Kimberly had been with the squadron and, upon arrival in San Pedro Bay, Leyte, on November 18, 1944, fired her first shot at Japanese aircraft since a year previously in the Gilbert Islands operation.
On November 20th, the ship departed for Borgen Bay, Cape Gloucester, New Britain, where she remained for three weeks while troops in the area were evacuated in preparation for the Philippine landings on Luzon. Orders were received on December 10th to proceed to San Pedro Bay, Leyte Gulf, via Hollandia, and the DD 521 dropped anchor in Leyte Gulf six days later.
On December 19, 1944, eleven destroyers including the Kimberly left Leyte with a convoy of LST;s, LCI’s, and liberty ships as the First Mindoro Resupply Echelon, bound for Mangarin Bay. In the Sulu Sea, during the late evening of December 21st, the formation was attacked by Japanese single-engine suicide planes and two-engine bombers.
During the first attacks by the Kamikaze planes on December 21, 1944, the Kimberly had her first chance to really show that she wasn’t only a fighting ship in name, but also in action. For nearly two hours the attacking planes kept the destroyer fully occupied and the "521" narrowly missed damage several times when flaming planes fell into the water close by. She had another close cal when a jap bomber flew directly over her bridge with bomb bays open but was unable to release its bomb-load until it had passed beyond. Not an enemy plane escaped, and the Kimberly had chalked up one sure kill and was credited with several assists.
Though the DD 521 sustained no damage, the convoy did not escape unscathed. Throughout twilight and darkness of December 21st, many survivors of damaged ships were rescued from the water and, for bringing the "Might K" in close to an exploding LST and taking off her wounded personnel, Commander J.D. Whitfield, USN, the commanding officer, later received the Bronze Star Medal – as did Lieutenant (jg) Robert McIlroy, USNR; Chief Electrician’s mate Art Foster, USNR; and Fireman First Class H.F. McIntyre, USN, for their part in the rescue operations.
During the following day more suicide attempts were made, but the accuracy of the Kimberly’s anti-aircraft fire and the shooting of the air cover of U.S. P38’s were so effective that each plane was knocked down before it reached its objective. That night the Japs continued their air attacks after the unloaded ships had begun their voyage back toward Leyte Gulf, but no further damage was sustained by the formation.
After a week of rest and resupply, the Kimberly turned her guns in the direction of Lingayen Gulf. With the pre-invasion bombardment group, composed of such veteran battleships as the USS California, USS New Mexico, USS Idaho, USS Pennsylvania, and the cruisers USS Columbia, USS Louisville, HMAS Australia, and HMAS Shropeshire, the Kimberly set out for Luzon on January 2, 1945, as a part of Task Unit 77.2.1. Two days later, not far from the scene of the attack of two weeks before, the formation was subjected to repeated enemy Kamikaze attacks which were pressed home with great persistence. Many Jap planes were sent into the sea in flames, but some scored hits on the USS Ommaney Bay, USS Manila Bay, USS Louisville, and HMAS Arunta. Again the Kimberly came through unharmed and her blazing guns had added another sure kill to her credit.
When the bombardment forces arrived off Lingayen Gulf and before the sun had risen, the Kimberly suffered her first casualty of the war. An enemy plane, flying close to the water and seeing the 521 silhouetted in its sights against the first streaks of dawn, strafed the bridge area and wounded 13 officers and men. However, only one man was seriously injured and the ship’s fighting efficiency was not impaired.
The entire day of January 6th, 1945, was spent warding off Kamikaze attacks. In the early afternoon the Japanese increased their tempo until one attack followed another with hardly a moment’s interval between. The combined fire of the task group was effective, often bringing down smoking and flaming aircraft into the Gulf. Once, while separated from the formation to lower a boat and rescue the survivors of damaged ships, the Kimberly brought down two planes before they could reach the other ships. The work of the doctor and the pharmacist’s mates bordered on the heroic as they administered to the overload of patients, giving plasma and morphine, bandaging wounds, and making the men comfortable.
As darkness came on, the task group retired to seaward and prepared for the next day’s scheduled bombardments. Throughout January 7th, the DD 521 destroyed specified targets on the beaches and supported the underwater demolition teams by knocking out enemy machine gun emplacements when they fired upon the swimmers clearing the shallow waters. That night the Kimberly remained in the Gulf when the formation retired to sea. Throughout a long six hours, the destroyer kept up a constant bombardment to harass the enemy troops – hitting railroad centers, road intersections, and starting fires in supply dumps and storage warehouses.
When the task force reentered the Gulf as the sun rose on January 8th, the Kimberly again joined in the stepped-up bombardment until at the end of the day she was out of ammunition. The mission of the bombardment group had been well accomplished and the next day the troops landed with little opposition.
Again the Kimberly’s commanding officer was rewarded. This time he received a Gold Star in lieu of a second Bronze Star Medal. This award was for the rescue of survivors of damaged ships from the water, for enemy aircraft shot down, and for supporting the underwater demolition teams in their work.
For the remainder of the month, the ship acted as a part of a task group in the South China Sea, prepared to intercept any possible counterattack envisioned by what remained of the humbled Imperial Japanese Fleet.
During February 1945, the Kimberly stood by in Leyte Gulf, where the crew enjoyed several days of rest and relaxation, and began preparations for the Okinawa campaign which was next on the schedule of operations.
On March 21, 1945, the Kimberly was underway with Task Group 51.5 and the fist light of the early morning of March 26th revealed the destroyer on a radar picket station a few miles from Kerama Retto, the scene of the first landings in the Ryukyus. The outline of the Okinawa hills could be seen on the hazy blue horizon. Suddenly two Jap planes came out of the clouds, one (a "Val"), directing its attack on the Kimberly. The DD 521’s guns opened up and repeatedly hit the suicider until he was trailing flames and smoke. The Captain maneuvered the ship violently, but still the crazed pilot was able to crash on top of one of the gun mounts aft. Immediately flames and explosions enveloped the after part of the ship, but quick action on the part of the repair parties brought the fires under control. However, the Kimberly had suffered considerable damage. Everything in the vicinity of the hit was demolished, including three vitally needed guns. Nine men were killed, 18 were found missing, and 33 were wounded in action. The heroic and courageous performance of the men at the guns into which the Kamikaze crashed will never be forgotten by any of those who saw the action.
Emergency repairs were made during the remainder of the day and then the DD 521 reported to the Task Force Commander ready for duty. She remained in the area until April 1, 1945, when, with her tired, exhausted men, she headed for Mare Island Navy Yard, California, for a complete overhaul and repair of battle damage.
With her availability period completed on June 26th, the Kimberly spent the next month undergoing refresher training – first at San Diego, California, and then at Pearl Harbor. During her overhaul period the destroyer had her after torpedo tube mount removed and in its place quadruple 40 millimeter batteries were installed. These new guns, with a new director system amidships, proved a great advantage for increased effectiveness of anti-aircraft fire. In her shore bombardment practices, the Kimberly was given a "superior" rating.
Upon leaving Pearl Harbor on August 10, 1945, the Kimberly was assigned to the Third Fleet, Task Force 38, under the command of Admiral William F. Halsey, USN, and reported to Commander Task Group 38.4 on August 28, some 100 miles off Tokyo Bay. The destroyer entered Tokyo Bay on September 4th and two days later was underway for sea again, escorting the USS Missouri.
The Kimberly arrived at Pearl Harbor on September 20, 1945, where she was ordered to proceed to Wilmington, Delaware, for the 1945 Navy Day ceremonies after which she was to further proceed to her "reserve" base, as yet unassigned.
The USS Kimberly’s first commanding officer, Commander Harry W. Smith, USN, was awarded the Commendation Ribbon for his actions as commanding officer of the DD 521 when she was a part of the task force which participated in the first bombardment of Paramushiro, Kurile Islands, on February 4, 1944.
The USS Kimberly steamed 140,000 miles, operating in the Atlantic Ocean, Caribbean Sea, Pacific Ocean, Bering Sea, Sea of Okhotsk, Bisbarck Sea, Sulu Sea, Mindanao Sea, South China Sea, Philippine Sea, and East China Sea. Her ports of call were: Brooklyn, NY; San Juan, Puerto Rico; Guantanamo Bay, Cuba; Casco Bay, Maine; Boston, Massachusetts; Norfolk, Virginia; Panama City, Panama; San Diego, California; Pearl harbor, Oahu, T.H.; Makin Lagoon and Tarawa, Gilbert Islands; San Francisco, California; Kulak Bay, Adak, Alaska; Massacre Bay, Attu, Alaska; Great Sitkin, Alaska; Dutch Harbor, Alaska; Kiska, Alaska; Vallejo, California; Tanua, Admiralty Islands; Hollandia, New Guinea; Cape Gloucester, New Britain; Lingayen, Luzon, Philippine Islands; Mindoro, P.I.; Kerama Retto, Ryukyus Islands; Ulithi Atoll, Western Carolines; Eniwetok Atoll, Marshall Islands; Iwo Jima, Volcano Islands; Tokyo Bay, Japn; and Guam, Marianas.
By Directive dated January 1947, the USS Kimberly (DD521) was to be placed out of commission, in reserve, attached to the U.S. Atlantic Reserve Fleet.
* * *
The USS Kimberly (DD 521) earned four (4) battle stars on the Asiatic-Pacific Area Service Ribbon for participating in the following operations:
The Kimberly also earned the Navy Occupation Service Medal, Pacific, for her activities in that area during the periods of September 2-8 and September 19-20, 1945.
[KWE Note: This brief overview was written by Michael Cole.]
Reactivation of the Kimberly started early in 1951, and she was re-commissioned at Charleston on 8 February 1951. After fitting out in Charleston and Norfolk, the Kimberly commenced her shakedown training at Guantanamo Bay in April with side trips to Kingston, Jamaica and St. Thomas, Virgin Islands.
During July, 1951, the Kimberly joined Task Force 81 in the Atlantic and completed three weeks of advanced Hunter/Killer training with a liberty visit to Syndy, Nova Scotia.
From August to the end of November 1951, the Kimberly underwent extensive modernization at the New York Naval Shipyard. After Christmas Leave in Norfolk, she departed for refresher training in Guantanamo Bay in January 1952. Returning to her home port of Norfolk, the KIMBERLY operated with local carrier and submarine units until May 15, when she sailed with her Division for the Far East.
As part of Task Force 95, the United Nations Blockading Force, the Kimberly joined American, British, Canadian, Australian, New Zealand and South Korean units in patrolling both the east and west coasts of embattled Korea. Along the rugged shores north of the 38 Parallel, taut watches strained eyed for glint of sunlight on enemy artillery barrels or the dark shape of a submerged mine, while the main battery roared forth over 800 rounds of death and destruction at the Communist installations.
In quieter moments, the Kimberly directed United Nation aircraft to targets of opportunity, and watched for their safe return. In all her operations, the Kimberly helped deny the use of the sea to the North Korean and Chinese Communist forces.
All hands remained on the alert from the very first day when a Russian-built MiG encircled the ship with its silver vapor trail.
With a high speed and sweep to the Korean East Coast, the Kimberly rejoined her division as part of Task Force 77, the Fast Carrier Force. Orders to detached duty with the Battleship Iowa interrupted carrier screening. During this period, the Kimberly protected the Iowa and the embarked Chief of Naval Operations on the much-publicized Wonsan bombardment.
The Kimberly operated with Task Forces 95 and 77 in the Yellow and Japan Seas for 35 straight days at sea. Made independent of shore bases by the modern techniques of sea transfers, the Kimberly received fuel, food, ammunition, mail and personnel from both men-of-war and auxiliaries. For small cargoes, the busy helicopter has become the angel of the fleet.
After a short upkeep period in Sasebo, the Kimberly steamed into the Yellow Sea to join the HMS Ocean. Planes from the British Carrier carried the war to the Korean West Coast, and provided the Kimberly anti-aircraft battery with daily practices. Some men were fortunate enough to be transferred to the Ocean for a day’s visit, while all hands enjoyed the mail from home delivered by the carrier’s "Whirlybird."
[This information was submitted to The Korean War Educator by Kimberly veteran Don Pribble, Danville, IL.]
Cho Do, West Coast Task Force 95 - 24 June thru 10 July
Sea of Japan, East Coast Task Force 77 - 12 June thru 16 July
Paeychong Do, Shore bombardment w/ TE 95.12.1
Plane guard for HMS Ocean, TG 95
Yokosuka, Japan - 20 thru 31 Aug
Tokyo Bay, Anti-submarine warfare - 3 Sep
Takao, Formosa - 18 Sep
Hong Kong, China - 19 thru 22 Sep
Formosa Straits Patrol - 24 Sep thru 3 Oct
Kaoshsuing, Formosa - 3 thru 6 Oct
Subic Bay, Philippine Islands - 7 thru 17 Oct
Singapore, China - 21 thru 23 Oct
Equator - 25 Oct
Columbo, Ceylon - 27 thru 29 Oct\
Ras Tanura, Saudi Arabia - 3 thru 5 Nov
Aden, Saudi Arabia – East Africa - 9, 10 Nov
Suez Canal - 14 Nov
Naples, Italy - 17 thru 22 Nov
Genoa, Italy - 23 thru 26 Nov
Cannes, France - 26 thru 29 Nov
Gibraltar - 1, 2 Dec
Norfolk, VA - 11 Dec
[This information was submitted to The Korean War Educator by Kimberly veteran Don Pribble, Danville, IL.]
Subject: Hong Kong Visit, Information Concerning
1. Purpose: The purpose of this memorandum is to publish the information now held concerning Hong Kong. Its scope is to cover security, liberty, shore patrol, venders, recreation, amusement and miscellaneous general information.
2. Security: Following special security regulations will apply for the duration of the KIMBERLY’s stay in Hong Kong:
a. Ship’s Security: The following watches will be stood at all times:
No boats or sampans will be allowed to tie up alongside the ship, excepting those disembarking passengers and the garbage boats.
Sentries shall be constantly alert to prevent merchants and vendors from coming aboard at unauthorized places. They shall also be alert for attempted sabotage or pilferage. The Master-At-Arms force shall constantly patrol the ship to prevent any unauthorized people from coming aboard and to insure the merchants allowed aboard remain on the fantail.
A fire hose shall be rigged on the forecastle and fantail to ward off persistent venders and merchants.
b. External Security: All hands are instructed not to discuss the following in the presence of foreign nationals or at any time ashore:
3. Liberty: Liberty will be granted to two-thirds of the ship commencing at 1100 daily and expiring on the pier (Blakes Pier) at 2400 for all non-rated men. Liberty for all rated men will expire at 0200 on the pier. Officers shore leave and CPO liberty will expire on board at 0745.
Liberty is restricted to Hong Kong and Kowloon; however everyone must leave Kowloon by sunset. This precautionary measure is necessary due to the close proximity of the Communist Chinese border. Anyone crossing the border would probably be making a one-way trip.
Uniform for liberty will be undress whites with neckerchief except for officers and chief petty officer, whose uniform will be Service Dress Khaki with coat (after 1800). Dress whites for Officers and Chiefs is optional except it will be mandatory at social events or any occasion where prescribed by Commodore Hong Kong. The uniform of the day aboard ship will be undress whites for the crew and wash khaki with ties for all others. Dungarees will be worn for work which may be ruinous to whites and under no circumstances after 1600. Wearing of civilian clothes by officers is encouraged. A coat and tie must be worn. Slacks and Aloha shirts are not permitted.
4. Shore Patrol: The Shore Patrol shall consist of the following:
The Shore Patrol shall be landed one half hour before liberty commences daily, and shall report to Royal Navy Provost Marshall Headquarters, HMC TAMAR (Wellington Barracks) for instructions and stationing.
The uniform for shore patrol will be:
Shore Patrol assignments will be made prior to arrival in port. Orders will be picked up at the ship’s office by the shore patrol officer at 1000 daily.
The following merchants and venders have been reliable in the past. They are listed for information only and no recommendations are made.
6. Out of Bounds Areas: Certain areas in Hong Kong are "out of bounds". A man from the USS BOYD was found dead in an "out of bounds" hotel room a few months ago. Other men have been victims of pickpockets, poisoning, and beatings in those areas. The "out of bounds" areas are:
For safety do not go ashore alone. Always go in pairs or in larger groups. Do not ride in rickshaws after dark and do not ride in sampans alone when "under the weather."
7. Diseases: Venereal Diseases are very prevalent. The venereal disease rate is extremely high among prostitutes and street walkers. Gonorrhea and Chancroid are the frequent venereal disease encountered, but cases of Syphilis, Lymphogrnumloma, Venereum and Granuloma Inguinele are not uncommon. Personnel should be fully informed of the danger of venereal disease prior to going on liberty. Abstinence is stressed. All accepted measures of prophylaxis are available to liberty parties. Further facilities are on board ship at the pro head for returning liberty parties.
Tuberculosis is very prevalent in the civilian population. Because of crowded conditions and lack of adequate medical facilities for these cases, the mortality rate is very high. Amoebic and Bacillary dysentery are common.
8. Etiquette and Conduct Ashore:
9. A list of venders and merchants permitted on board will be posted at the quarter deck after arrival.
10. Cancellation: Having served its purpose, this memorandum will be cancelled on departure from Hong Kong.
[signed] E.E. Ball, LT, USNR
[This information was submitted to The Korean War Educator by Don Pribble, Danville, IL.]
Sunrise: 0705 Brooklyn, New York
Sunset: 1629 Thursday
6 December 1951
Following daily routine at Sea as set forth in Ship’s Order No. 39 with the following modifications.
NOTE 1: Ship will commence loading ammunition immediately on arrival at Earle, New Jersey. All hands will participate. Ammunition will be loaded continuously until completion. Crew will eat dinner by Sections, commences with Section I, when announced over the speaker system.
T.O. MC Whorter, LCDR, USN, Executive Officer
[Information submitted to The Korean War Educator by Don Pribble, Danville, IL.]
Sunrise: Friday
Sunset: 24 October 1952
[Information submitted to The Korean War Educator by Don Pribble, Danville, IL]
You have had an opportunity to witness first hand the problems involved in recovering a man who falls overboard. For over a year we have drilled to meet an emergency of this nature, twice we have existed through the period under the Guantanamo Bay Training Group and twice we received a mark of "good" from them.
This morning we got a mark of "satisfactory" for the results obtained (the man was recovered alive), but for the procedure of handling the boat after the recovery we got the lowest "unsat" known to mankind. More through dumb luck and superstition rather than through science and skill the man was recovered and brought aboard. He was nearly drowned IN THE BOAT! The seamanship demonstrated this morning was appalling. In a dead flat calm sea, a boat fall was over run, tumbled, and snarled so as to require a half hour’s work to clear. The whale boat was sunk because the boat plugs were not inserted!
Fortunately the forward fall was hooked on before the boat sank completely, but as a result, the forward hoisting pad is unsafe, the stern post is cracked, several ribs are broken, the rudder, engine cover, and much boat gear was lost; the boat engine and electrical equipment was damaged by salt water and the battery destroyed.
Even more ridiculous, two of our own men were thrown into the water, and a third received a cut eye. No one on deck thought to throw the men a line until they had drifted aft nearly abreast of the crew’s head. There were plenty of life jackets thrown to them. In fact, the two men probably drifted aft deliberately because every time they stuck their head above water someone would hit it with a life jacket – remember they were wearing life jackets and would have been perfectly safe if they had had something to hang on to.
The errors of today should be obvious to everyone. In the heat of a real emergency and in a desire to save the man in the water, personnel forgot everything they know so well and rushed off half-cocked in all directions, reducing to complete disorganization and confusion something that should and must be routine and well ordered.
I tried hard to find some indication of a seaman aboard during the fiasco and thought I had spotted one when the bow hook cut the mousing on the forward fall with a jack knife, but later I discovered that he had to borrow that "badge" of a seaman from the boat engineer.
For the next six months we will be faced with casualties and emergencies far graver than "man overboard." I have every confidence in the knowledge and ability of you all to do a splendid job, but in order to do your job properly, excitement, too many people giving orders, screaming and shouting must be eliminated.
The ship has received many "well done" messages today and the Division Commander and Commanding Officer of the JARVIS have both asked that I thank you all for saving the man and more specifically to congratulate the man who heard, spotted, and recovered the man. To these, I wish to add my thanks and congratulations to you all for a marvelous recovery. It will be of interest to you to know that from the time the man was first sighted until he was more or less safely in our boat was only four minutes. That is outstanding time in any man’s Navy – I doubt if a helicopter could have equaled it.
Combat plotted the first report accurately and we found the man where they said he would be and after finding him the boat got him in outstanding time.
You have all helped save a man’s life today and you can be proud to have done so. This overrides all other considerations of damage to the boat and loss of some odd pieces of boat gear.
Congratulations and well done!
O.B. PARKER, Captain
[KWE Note: The following information came from the USS Bowfin Submarine Museum & Park website.]
During the Korean Conflict, once again U.S. Navy submarines were among the first U.S. forces to counterattack the enemy. Fleet boats screened naval surface forces that provided tactical air support, surveyed Soviet and Korean mine fields and engaged in special forces raids. Submarines performed photo reconnaissance of potential amphibious landing sites on the Korean peninsula in support of the landing at Inchon. Submarines reconnoitered Soviet shipping. Additionally, they neutralized maritime forces in the Formosa Straits and patrolled the Sea of Okhotsk."
From: 100 Years of the U.S. Navy Submarine Force - A Century of Achievements, Naval Submarine League
During World War II, U.S. submarines carried troops that were landed on Japanese-held Makin Island, and raiders were put ashore for a foray on the mainland of Japan. Yet this type of operation was looked upon with indulgent amusement by many top officials.
After completing seven successful war patrols in the Pacific during World War II, Perch led a quiet post-war period. But in January 1948 the submarine was picked to under-go a face-lift and re-designated a submarine transport. Some six months later Perch emerged from the Mare Island Naval Shipyard as a troop-carrier. However, this once sleek and trim diesel submarine now possessed a huge bulbous projection on its afterdeck and soon became the laughing stock of the fleet. Often it was called "The Pregnant Perch" and sailors conjured up unprintable theories how the submarine got that way. The bulbous projection was a hangar deck capable of carrying a small-motor launch.
Perch received her test in September 1950. The submarine had been picked to participate in a daring raid on the northeast coast of Korea west of Tanchon. For this operation, Perch transported sixty highly trained British Royal Marine Commandos under Lieutenant Colonel P. M. Drysdale through a known mined area and put them ashore under the cover of darkness. Their target: a train tunnel on the north-south supply line. Heavily loaded with explosives, the Commandos proceeded quickly to their predetermined objective and scurried up the sides of the railroad embankment. Pressure charges were laid under the tracks and set to go off when the next train passed through the tunnel. Despite caution, enemy patrols discovered the Commandos and heavy gunfire broke out. This action was heard by the Perch off shore. This prompted a young Naval surgeon, in the submarine's wardroom, to lay out his surgical equipment and set up an operating table. He would be ready, if needed! Perch's crew waited anxiously at their battle-stations while the submarine maneuvered quietly around the mined bay under a clear moonlight sky. The submarine was attempting to avoid enemy patrol boats that had been alerted by the gunfire ashore. The entire area became a virtual hornets nest of activity. The Commandos doggedly completed their mission successfully and now prepared to fight their way to the beach. The Perch waited anxiously. Finally the Commandos reached the submarine and climbed wearily aboard. However, during the fierce gunfire one of their comrades, P.R. Jones, had been fatally injured--the only U.N. casualty of the raid.
Later, while Perch was laying to in the Sea of Japan, a solemn ceremony was held on her afterdeck. On a stretcher covered by the British Union Jack rested the body of Commando Jones. Around the body stood Jones' comrades, their jaws working nervously and their eyes avoiding each other. Their officer-in-charge read a brief burial-at-sea service and the body was committed to the deep. Eight Commando riflemen fired three volleys in a salute to their fallen comrade and two American destroyers each paid their respects with a full 21-gun salute.
As a result of this successful raid, the Perch crew and officers were awarded the Submarine Combat Insignia. The USS Pickerel (SS-524) was the only other submarine to be awarded this insignia during the Korean War. Pickerel's award came from an operation involving United Nations personnel in a similar commando raid.
Following is a list of U.S. submarines known to have participated in the Korean War, in order by hull number:
Information on patrols obtained from: Christley, J. L., United States Naval Submarine Force Information Book - 1999, Graphic Enterprises of Marblehead, Marblehead, MA, 1999. Further information from: Naval History Division, Department of the Navy, Dictionary of American Naval Fighting Ships, Washington. This list is not necessarily complete.
[KWE Note: This analysis was written by Lieutenant Commander Gregory M. Billy and was submitted to the US War College by Commander Billy in 1994. Since the use of submarines during the Korean War is a little-researched subject, the KWE understands the historical significance of Commander Billy's research. All credit to this work goes to Commander Billy.]
Click HERE to view the analysis as a PDF file.
[KWE Note: The following information is from a publication by Mr. Richard S. Pope, former HM1 aboard the USS Bennington on 26 May 1954, written in October of 1992. He granted permission for it to be entered to the KWE website for historical purposes. Richard S. Pope was involved in matters related to biomedical research and nursing education. He holds a doctoral degree in nursing and an advanced degree in physiology. At the time of the explosion on the USS Bennington, he was the corpsman in charge of the operating room. As such, he had little knowledge of what had happened except that the operating room had no physician but had scores of casualties, both living and dead, some of who were literally still burning. A further note: The entire article was typed by former SK3 Joseph L. Pires (USS Bennington CVS-20) and submitted for the Bennington website with the permission of Richard S. Pope.]
It is hoped that this effort will provide an understanding of the totality of the events, which happened within minutes or less, throughout the ship. It is also hoped that this effort will serve as a small memorial to those shipmates who lost their lives, as well as to the many shipmates who put care for others above their own needs.
Those of you who were present will understand the odors, sounds and jots of memory which bring the searing events back into consciousness and remove us from ongoing events even forty years after. Hopefully this information will help those who survive do so in a bit more peace and will provide a small honor to those who no longer are with us except in our memories. - Richard S. Pope, Portland, Oregon
This effort is dedicated to the memory and honor of shipmates.
On May 26, 1954 the USS Bennington suffered an explosion which claimed the lives of over 100 men and officers. This was the second worst ship disaster not involving enemy action at the time. This incident followed an active period of duty during the end of the Second World War and prior to action during the Korean and Vietnam periods. The greatest loss of life occurred during the explosion.
These memoirs are a tribute to those men who lost their lives and to those who suffered and continue to suffer as a result. Few medals were issued after the explosion, but there were many unwritten and unrecognized heroes who conducted their duties with honor, saved lives and helped their shipmates in a dangerous environment without considering their own safety. I hope that some of the courageous actions will be evident in the following.
A brief note about how these memories were obtained is in order. I wrote to as many of the crew of the Bennington as I could find names and addresses for. Those who were able responded with their own thoughts and memories. Some were unable to put words to paper but I was able to listen to their verbal memories. This is then only a sampling of the men who served on the Bennington at the time. It is, I believe, a fair sampling of what happened. However, there are definite gaps. No pilot responded and no other officer responded. This may be because of the source of my names rather than any suggestion that officers were disinclined to respond. It was difficult after forty years to obtain the names and current addresses of more than a sampling of the crew. However, this explosion caused the largest number of casualties aboard a US naval ship where there was no enemy action and when only a single ship was involved.
The USS Bennington was laid down during World War II as a CV or fast carrier. She was constructed at the Navy Yard in New York in 1944. World War II action included support of the landings on Iwo Jima, attacks against the islands of Japan including factories and shipping facilities of Tokyo and Yokosuka. She also provided support for the landings on Okinawa. After the war she was decommissioned in April of 1946 in the Atlantic Fleet.
The Bennington was re-commissioned in November 1952 following extensive modernization. After this modernization she was reclassified as a CVA or attack carrier and began her shakedown training in February 1953. During this activity an explosion occurred on 27 April 1953 in the forward fireroom which cost eleven lives. Following a two-week period for repairs, the Bennington took part in NATO exercises and made a Mediterranean cruise.
During April 1954 the Bennington again began qualification trials during which a second and much more extensive explosion or series of explosions occurred. The second explosion on 26 May 1954 turned out to be a far worse accident and caused over two hundred casualties. Extensive repairs were required at Brooklyn Navy Yard. At the time of these repairs the Bennington was further modernized and she was designated as a CVS or anti-sub carrier and moved to the Pacific Fleet. Various actions involving threats to the islands of Quemoy and Matsu, the Laotian crisis, Gulf of Tonkin and support during the Vietnamese War were provided until she was again decommissioned in January 1970 to be mothballed. During the twenty-six year life of the Bennington, she was directly involved in two periods of enemy action. She had duty in both the Atlantic and Pacific Fleets and she saw duty as a CV-20, CVA-20 and a CVS-20. Only the two explosions (27 April 1953 and 26 May 1954) marred her service.
The purpose of this memoir is to detail the explosion of May 26, 1954 in order to get a better understanding of what happened. This will also serve to commemorate the men if the USS Bennington.
This day started out early as the ship was undergoing flight trials; Ppanes and crews were already busy at work before 0600 hours. The ships log gives a concise and all too precise glimpse of the events of that morning. The first evidence of trouble was noted at 0610 hours as a report of smoke. At 0611 hours there was a notation of two or three explosions. By 0725 hours the bridge was notified that the sickbay had been moved to the hanger deck because the available beds had been filled. By 1025 hours the first helicopters from Quonset Point had landed to pick up the most seriously injured. Five tugs had come along side to assist in berthing at Quonset Point by 1207 hours. Mooring was completed at 1233 hours and ambulances were loaded along side by 1233 hours. The casualty report at 1545 hours listed 201 injured and 89 dead men and officers. This number would rise as more definite reports became available and as the most severely injured succumbed. The force and extent of the explosions can be measured by the large number of deaths and injured, and by the fact that the sickbay had been filled and had been moved in an hour and fifteen minutes. Such numbers however do not give the human feelings of this event, which to a large extent was over in less than ten hours.
On the 26th of May 1954 the aircraft carrier, USS Bennington CVA-20 was steaming off the Atlantic coast for carrier qualifications. This cruise was interrupted by a violent explosion or series of explosions, which claimed over 200 officers and men as casualties. The ship suffered massive damage in the forward third with sheets of flame and a series of explosions. Nearly one hundred men lost their lives within seconds of the explosion and over one hundred others were seriously injured. All survivors were left with a searing memory.
That Wednesday morning had started early. By 0600 hours, preparations to launch aircraft had been completed and aircraft had begun the procedure for launching. Most of the ships crew who were not directly involved in the launch activity were in the process of waking. At 0611 hours with the propulsion system in use on the flight deck there was a violent explosion which involved the forward third of the ship.
Those corpsmen who had the night duty were beginning to start their day by 0600. The sick bay was located in the stern area below the hanger deck. We thus did not hear any of the explosions. We did hear an announcement for "General Quarters", and we thought that this announcement was stated to be a drill. Within seconds after the corpsmen had begun to dash to their general quarters stations we were aware that this was in fact not a drill.
My first encounter with a hero occurred as the announcement over the speakers was advising that the "General Quarters was no drill". I had no reason to quarrel with that assessment. A black shipmate started down the ladder to the sickbay. He had no clothes on. He pleaded for us to go and help his buddy. These were his last words. He died in my arms and I realized that his clothes had literally been burned off his body. In my mind he was a hero. Whether he ever received a medal I can't say. He was not easy to identify.
A bosonmate remembers that he was half-awake in his bunk below the hanger deck and "felt the ship shuttering and a dull explosion echoed through the passageways". In his shorts he made his way up a ladder to the second deck and by feeling his way in the dark went up another ladder where he found several shipmates. They helped each other up another ladder and to the fresh air when there was another explosion. A shipmate gave him a pair of dungarees. The second explosion twisted the ladder, which they had just used "like a pretzel". A third explosion occurred while these men began their work in the aftermath, work that included finding injured, transporting them to the hanger deck where the corpsmen had set up the aid station and searching for bodies.
A fireman, also a hero, had just started out of his bunk when the first explosion occurred. The compartment quickly filled with smoke so the men here formed a chain and started for the hanger deck. The second explosion killed the two men just in front of him. The third explosion "brought him to his senses". He made it to his station for damage control, passing through compartments, which were on fire. "Rockets, bombs and bodies were in the passageways". They found the forward mess hall filled with two feet of water and two casualties, one man on a table and the other face down in the water. They carried the first man out and came back for the second. The second man walked on his own after being turned. "I was scared". All of the men in the catapult room had been killed. "Fires were all around".
The general quarters alarm found a cook preparing breakfast. He started for his general quarters station on the telephone for "Repair 5". Before plugging in his phones the first explosion hit. The second explosion caught him on the ladder and threw him to the upper deck. The third explosion found him looking down into the space below which he had just exited and which was now filled with smoke and dust. He got back to his station and plugged the phone in and found the repair parties aft of his station all checked in but only one station forward of his had checked in and this was manned by a single person. He learned that his Repair Party Officer was dead. On the phone he had made contact with a Damage Control Unit which was trapped. All members of this crew died before help could reach them. The cook's wife is "still waiting for the telegram which was later sent to let her know he was ok".
At about 0530 hours a pantry man noted smoke coming from the galley. This was located on the third deck amidships. The cooks also noted smoke but no fire. The escape route for these men was through a hatch, which was blown, shut as they approached and became red-hot. One survivor recalls that an "extraordinarily brave man" who searched among all the dead to find him still alive helped him. He was evacuated by helicopter to Newport Rhode Island Naval Hospital and finally recovered and returned to active duty.
Not all efforts to rescue shipmates were successful. There was no doubt that in many cases friends were already beyond help. In some cases the efforts to help were not to succeed. One frantic effort to disengage a shipmate from entangled metal and machinery ended in watching the friend slowly drown as water filled the space where he was trapped. His knowing that he was nearing his final moments and his encouragement to those trying to help typified the spirit of the men of the Bennington.
The number of explosions heard by various persons varies. Officers on the bridge recalled hearing two explosions. Some individuals in the area of the worst damage recalled three explosions, while one heard no explosion but saw a wall of flame. Certainly some of the differences relate to location. Where one was at the time determined what was heard as well as the chances of injury or death. We heard no explosions in the sick bay, probably because of the location. It appears from the memories that there was a series of explosions, that these were of varying intensities, and that some at least were confined to small areas. With hatches closed there would be a dampening of sound transmission.
Casual inspection of the damage to the ship following our return to dry dock in New York gave startling evidence of the tremendous forces which were unleashed by the explosions. There was no evidence of harm on the flight deck or on the hanger deck, but in the forward third of the ship one saw structural I-beams twisted. Ladders were torn and twisted. Paint was burned; bulkheads were pushed out in bubbles and all the spaces were covered with greasy soot. Burned rubble was strewn about.
An obvious question was what caused these explosions. As a corpsman I was not in a position to know exactly what happened to cause this accident. I have put my personal observations and other explanations together to try to make sense of the causation. It appeared that there had been a slow leak in one of the catapults. A hydraulic fluid operated the catapults, which was supposed to be safe from fire or explosion. However the timing of the first explosion makes it appear that at some level in the ship the hydraulic fumes were in a vaporized state and had reached a concentration which permitted it to explode and burst into flame when a seaman awoke and lit his first cigarette. The flames spread rapidly throughout the spaces, which had accumulated the leaking hydraulic vapors. These flames must have been extremely hot as suggested by the rapidity of doors reaching a "hot" temperature. The initial flames consisted of the burning of the vaporized hydraulic fluid and lasted only seconds. Other material then began to burn.
The explosion on the Bennington which cost the lives of 104 officers and men and caused serious injury to over 139 others was the second worse disaster aboard a Naval vessel which did not involve enemy action. The worst accident at this time was the collision of the carrier Wasp and the destroyer Hobson in 1952.
Hundreds of men showed exceptional heroism and devotion to their shipmates. The Secretary of the Navy awarded medals to 178 of the crew on 22 April 1955. Probably many more men deserved such recognition. The vignettes of memories which I have received and have tried to collate in this memorial, pay tribute to the extraordinary concern for fellow shipmates. Over and over there was the plea to "help my buddy". The first injured man to arrive in the sick bay uttered these words as he died in my arms. I will never know who he was since he was not recognizable, but his family should know that he was a remarkable and brave person.
I dedicate this information to the memory of those that died and hope that it will ease the pain of those injured. In addition, I hope that this memoir will help in some small way to ease the continued pain of the last forty years of those of us who survived. While we each believe that we did not do enough, we each did more than thought possible. Finally, perhaps we can smell the roses again free of the odor of that day in May.
Finally, I believe that there was more than one hero that day. Just as Captain Raborn stated, "There were countless acts of individual heroism."
At 2111 hours, fifteen hours after the explosion, the first official dispatch to the Secretary of the Navy from the USS BENNINGTON listed persons as having died in the explosion. The following lists were compiled from the official Court of Inquiry and were complete as of the early part of June 1954. Others surely died at later dates but are not listed here. Many other shipmates carry scars as a result of the explosion and the loss of shipmates.
(The same listing of casualties provided the following individuals as injured.)
The final number of casualties as notes in the official history of ships state that there was a total of 304 casualties (103 dead and 201 injured). The above list was compiled from the official Court of Inquiry and documents dated through 6 June 1954 indicates a total of 139 injured and a total of 104 dead, or 234 casualties. There were undoubtedly some that died at a later date and are not reflected as such in this accounting.
Awards were made to 178 shipmates for individual heroism. The Secretary of the Navy (Charles S. Thomas) made these presentations on 22 April 1955. Contrary to what is believed by a few, there was no "unit citation" awarded, according to information provided by the Deputy Director of Naval History.
Some of my recollections of the disaster sent to R.S. Pope.
On May 26, 1954, at approximately 6:00 A.M. I was heading back to my locker from 'chow hall' on board the USS Bennington CVA 20, when a tremendous explosion threw me off my feet and into the bulkhead.
On my way down, a huge ball of fire came pouring through the hatch in front of me. As I tried to get up, someone grabbed me and said, 'Let's get out of here.' As I recall, it was at that time that sirens and bells were going off and a voice announcing 'General Quarters'. When that happened, we were dodging men running in the opposite direction that we were going. It was then, as I recall, they announced fire in the forward compartments - belay General Quarters, Then, there was a second explosion [not as forceful as the first], followed by a smaller blast.
Since I was connected to the air group on board, I was heading for my station with the planes. When I arrived, we were directed to go to the shops on the hanger deck. On my way, they began announcing for volunteers to help remove and search for wounded and deceased personnel. Many of the men were equipped with air packs and ropes tied around them to form a human chain as they went in to the smoke filled areas.
I know that a letter of commendation, to me, seems insufficient for the efforts put forth by these men.
The experience of being a part of this disaster, has left me with memories that will never be erased. The dead and wounded, the stench of burning flesh, the mutilation of bodies. Even after 46 years, I can still picture the faces of the men I helped carry -- some alive, some deceased.
The pilot that was attached to my squadron and the officer I recognized as a person who was from my neighborhood in growing up. Not to mention the men I recognized from the ship. A fellow, known to me as 'Tiny' (because he was so big) was a few bodies away from where I helped place someone. Looking at him, I thought he had false teeth that had melted over his lips and jaw. I never thought otherwise until a doctor said that possibly the skin had burned away to reveal the teeth and jaw bone. Whatever the case, the scene is well imbedded in my memory. It is most difficult to explain all this to people who have never experienced tragedy such as what happened on the Bennington.
Somehow, I happened to be on the outside catwalk and realized that from below, ammunition and bombs or shells were being jettisoned. I guess it was then, my fears escalated. We were or could have been a floating time bomb. It wasn't until much later, after we docked, I was able to go to my bunk and realize how lucky I had been. My blankets and sheets were scorched--all the nap on the blanket had been burned off. Had I not been knocked down by the first blast, I probably would have suffered burns to my face and upper body since my bunk was about chin level from the deck. I did lose the hairs on my hands and my shirt was covered with burn holes along with blood and black from handling the less fortunate men.
Credit should be given to the Coast Guard for their help in removing some of the wounded. The memory of the elderly women and men of the Salvation Army who came aboard to serve coffee and donuts is still very vivid in my mind. Also, the phone company setting up phones so we could make that one call.
Over the years, I have had occasion to 'bump' into some old Navy people that were involved on the 'outside'. In particular, a fellow who was stationed at Quonset Point and was called out to help when we docked. He told me he couldn't believe that we were able to make it the way the ship was smoking and the bow down so low. Apparently, they had flooded the forward compartments.
Another fellow, a school friend, was on destroyer duty nearby and was ordered to assist and escort us through all the little civilian boats that were getting to close for their safety. I also talked with the officer in charge of the investigation after the explosion. He didn't give me much information, except he did not feel that a cigarette lighter was the cause.
As I had mentioned to you in our phone conversation, I have arranged to have a memorial service on the 46th anniversary of this tragedy. My hope is to bring some peace of mind from all these bad memories. Also to give thanks that for some unknown reason, you and I have become the 'survivors' (along with others) that must see fit to keep this sad incident a part of history. Thanks again, Dick, for being there and writing the story. Someday, maybe we can see each other again. Take care and good luck with all your ventures.
Sincerely,
Jim Phillips
Warminster, PA
Several years ago, while visiting Washington, DC, I happened upon the Navy Memorial. I was thrilled with their movie "At Sea", about an Aircraft carrier on a training cruise. It brought back many cherished memories, both good and bad, of my 18 months of service on the CVA-20 USS Bennington. Upon returning home I "surfed the web" and found the U.S. Navy Memorial Foundation web page on the Internet. It contained a brief history of all USN ships including the Bennington. As I scanned the information I was stunned and greatly saddened to learn that my ship had been sold to India for scrap. It was the first time I had any real news of her since my discharge in 1955.
Just today, an old friend sent me the Bennington Web Page containing your story of the 1954 explosion. I was amazed to know something like the Bennington web page even existed. Thank you for keeping our ship alive in this manner. It means a great deal to me, as I'm sure it does to many other crew members who served on her.
I was a Lithographer 3/c and at the time of the blast was just waking up in the X division bunk room. Miraculously, up until several days before the explosion most printers, including me, slept in the print shop. we had it pretty good down there. In exchange for freshly printed liberty passes of all colors, head of the line chow passes, personal stationary, business cards and every other form of printed matter, we had plenty of food along with other niceties and courtesy's that made our lives more comfortable. I think we called it "comshaw". One fortunate (as it turned out) day, after a surprise inspection by the captain, we were forced to give up our print shop retreat and go back to sleeping in X division bunks. The print shop was located forward, almost directly behind the catapult room (where the explosions originated) and next to the brig. I don't believe anyone down there could have survived. I see several Marines on your list of the dead and I believe at least one, if not both, may have been on guard duty in the brig. Only that timely inspection visit by Captain Raborn's group kept about four additional names from your list.
Several days later, 5 June, 1954, while on leave at my home in New Jersey, I wrote a letter describing my experiences on that horrible day to a friend, Paul Ivins, RM3 who was serving on the USS Sarasota. I kept a copy of that letter all these years and will gladly fax it to you if you like. Just send me your number. I also have a scrapbook which contains glue stained copies of newspaper accounts of the accident along with photos and other memorabilia of my time on CVA 20. Included are actual photos of Marilyn Monroe when she visited the Bennington while filming "The Seven Year Itch" in New York. I could also add a very interesting story about my crew's barge turning over in New York Harbor during ammunition unloading. We spilled tons of live shells into Gravesend bay. It made headlines and was an ongoing story for many days in the New York press. I kept a very low profile for quite a while after that.
I stayed on with the ship as a "fire watch", during her repair and conversion time at the Brooklyn Navy Yard. My only duties were to weigh the fire extinguishers in X division twice a month: there were exactly two of them. This allowed plenty of time for daily trips into the "City". Remember, in better days we used to print (and of course still possessed) liberty passes of every color. I was finally discharged at the Brooklyn Navy Yard on March 15, 1955 ten months after, as a New York newspaper headlined: the "Big Blast on the Big Ben". Aside from my old Radioman friend Paul writing me about a Bennington reunion that had occurred somewhere, that was the last time I ever saw, or even heard of, "Big Ben" until my visit to the Navy Memorial in 1998.
Following my discharge I attended the Wharton School at the University of Pennsylvania on the GI Bill. I graduated in 1960 and later formed my own printing equipment company. At 69 years of age I am still active in my business but looking forward to having more time to contact old friends and doing things like this in the future. It was a mini reunion with an old friend, Walt Bantle MM3, that prompted him to remember seeing your web page and sending it to me.
Thanks again.
Sincerely,
William W. Kirk
Winter Park, FL
I am proud to be a contributor to the history of a glorious warship. My name is Jim Howell, 79 years of age. I remember vividly that day the carrier Bennington's catapult exploded. I was a patient at the Newport Naval Hospital. I was an AT3, and had been transferred to that hospital several weeks prior to the explosion. At the time I was ambulatory, and when the word got to us of the situation, many wards had to be made ready for the casualties. Anyone who could walk, even with crutches, as I was, was ordered to assist by carrying the stretchers from the helicopters into the hospital. It was a very emotional job, but everyone that I saw was up to the task.
I'm not sure how many men we carried in that day, but it was significant. I believe we filled up at least three wards. Most of the men I saw were close to death. Their skin was just hanging off of their bodies from the terrible burns. Some died within hours, some several days later, and a few lucky ones survived. They were put on stretchers that could be turned over from time to time to allow their bodies to be exposed to the air. I felt so sorry for those brave men. They were in such pain. I believe some of them wanted to die, rather than live. For the rest of my life, I will never forget that day. May God have mercy on their souls
Jim Howell
Bethany, OK
About two years ago I exchanged e-mails with the two of you concerning my memories of the May 26, 1954 disaster aboard USS Bennington. You were kind to include my story under Time Lines/Crew Stories. Just recently I heard from two people who read my letter which you had placed on the Bennington web site. One was a former shipmate in Attack Squadron Forty-Two (VA-42), Carrier Air Group Six (CAG-6) which was aboard Bennington on that fateful day in 1954; the other was a school teacher from Aiken, South Carolina whose father was one of the officer/pilots killed as a result of the explosions. It's interesting how my website letter has brought these two people to me, giving us the opportunity to exchange thoughts and memories of a former day.
Hearing from these two folks at a time so far removed from the disaster caused me to write another little article which I have called "The Rest of the Story". In it I summarized my memory of the accident and related the apparent cause of the explosions which I received from my former shipmate; a cause that I had previously been unaware of. Here is a copy of my article written July 11, 2006. Thanks for bringing us together.
May 26, 1954 began as any ordinary day aboard a United States Navy aircraft carrier, but it didn't end that way. On that fateful day the USS Bennington (CVA-20), underway and launching sorties in peace time off Nantucket Island, exploded several times killing over 100 officers and men and injuring over 200 others, many severely. Bennington was in the process of carrier qualifying additional pilots in preparation for a six months cruise to the Mediterranean Sea where she would become a part of the United States Navy Sixth Fleet in its continuing post World War II peace-keeping mission of Operation Big Stick.
Two officer/pilots and two stewards mates from our squadron, Attack Squadron Forty-Two (VA-42), Carrier Air Group Six (CAG-6) (home port NAS Oceana, VA) were among the dead. My best friend, Frank J. Lelle, Parachute Rigger First Class (PR-1) was among the severely injured.
In about 2000 I wrote a chapter in my memories booklet titled "Tragedy Aboard USS Bennington (CVA-20)" recounting the events of that day as I remembered them and then thought no more about it. On about May 26, 2004 our son, Philip and I were surfing the web during a Brookings, South Dakota family outing when we came across the Bennington web site. It became immediately clear that this date marked the 50th anniversary of the 1954 Bennington disaster. We communicated with the Bennington's Historian and webmaster listed in the ship's site and they accepted my memories piece and included it under "Time Line/ Crew Stories" section of the site.
Nothing further happened until June of this year when I received a letter dated June 19 from Earle R. (Rich) Andrews of New Port Richey, Florida (I do not remember Rich) who had seen my letter on the Bennington site and wrote that he too was assigned to VA-42 during 1954 and was also on the Bennington on that fateful day. We exchanged some memorabilia by U.S. mail.
On July 10 I received an e-mail from a Mrs. Gail E. Wilkinson, Aiken, South Carolina informing me she, too, had read my letter on the Bennington website. Mrs. Wilkinson's father, LTJG Charles Edward Hopper was one of the officer/pilots killed by the explosions in 1954. (I think LTJG Hopper was in another squadron because I did not know him.) Mrs. Wilkinson is seeking information about her father and his death on the Bennington to pass along to her children. I have sent her what little additional I know about the tragedy. As Paul Harvey would say, "Now, the rest of the story!"
In our exchange, Rich Andrews sent me an article, "The Bennington Disaster" authored by Retired Navy Commander John J. Dougherty. Dougherty's article seems to have cleared up a lingering question - what caused this terrible tragedy? Dougherty's article appearing on pages 23-24 in the May 1984 magazine Shipmate reports in part:
"Hydraulic catapults had had a recent history of 'dieseling' during retract, as does a high compression gasoline engine after ignition-off when using too-low-octane fuel. Internal pressures, in accordance with diesel theory, rose to an estimated 5000 psi. The most recent such accident had been in USS Leyte (CV-32) at NSY Boston, with a loss of some 33 ........... "It was the port catapult's one inch diameter accumulator relief plug that probably blew under that over-pressure, vaporizing a stream of hydraulic fluid into her forward officer's country air circulation and conditioning system, as deep as fifth deck" ........ which stream ignited causing a series of at least three explosions resulting in the deaths, injuries and destruction which followed."
A couple years ago John Gillardo, an ex Marine and part-time employee of the Blood Center of Iowa and I were exchanging "sea stories" and I mentioned the Bennington incident. John said he was a member of the Marine Detachment on shakedown on Bennington after she had been repaired in late 1954. Bennington had been refitted with steam catapults. I believe all carrier catapults are now powered with steam. And, now you know the rest of the story.
Don Hauser
Des Moines, Iowa
Babel, Lynus Arthur
General Orders: Commander Air Atlantic
Serial 05/14242 - August 10, 1953
The President of the United States of America takes pleasure in presenting the Navy and Marine Corps Medal to Boilerman Second Class Lynus Arthur Babel (NSN: 2746686), United States Navy, for heroism while serving in U.S.S. Bennington (CVA-20), on 27 April 1953 as Petty Officer in Charge of the Watch of Number One Fire Room. Boilerman Second Class Babel displayed exceptionally fine judgment, determination and efficiency above and beyond that normally expected during a major material casualty to the Number Two Boiler. The U.S.S. Bennington, while operating off the coast of Guantanamo, Cuba, on 27 April 1953, sustained a major boiler casualty in the Number One Fire Room which resulted in his duty station becoming completely filled with steam. He, as the sole survivor of the Fire Room, displayed unusually fine judgment, and outstanding determination and efficiency under adverse conditions by attempting to re-enter the damaged fire room through the escape trunk, but when unable to do so because of the extreme heat, proceeded immediately to and secured the remote control steam valves, thus isolating Number One Boiler. His perseverance and devotion to duty at this critical time, and his complete disregard for personal safety, was totally responsible for preventing and reducing personnel casualties and serious material damage to the engineering plant of his ship. His actions were in keeping with the highest traditions of the United States Naval Service.
The U.S.S. Hobson (DD-464), a Gleaves-class destroyer was built at the Charleston Navy Yard and commissioned shortly after the outbreak of WWII. During the war she saw action in North Africa, the western Atlantic, and at D-Day. Late in 1944 she was converted to a destroyer-minesweeper and reclassified DMS-26. After this conversion she saw heavy action near Okinawa, where she suffered significant casualties and damage from enemy suicide attacks. Repairs were completed after World War II and the Hobson took up duty as a destroyer-minesweeper with the Atlantic Fleet.
On the night of April 26, 1952 the Hobson was a support ship for the aircraft carrier U.S.S. Wasp (CV-18), which was conducting flight operations 700 miles west of the Azores (38 degrees 27 minutes north/41 degrees 21 minutes west). It was on its way to visit 20 different Mediterranean ports. The Wasp began a turn into the wind to prepare for aircraft recovery. The Hobson needed to maneuver to maintain its correct position in reference to the Wasp. A tragic miscalculation took place on the Hobson bridge that night. The Hobson turned port in a maneuver that required crossing the bow of the Wasp, instead of simply falling behind the Wasp and turning in the carrier’s wake. The Hobson was struck amidship by the Wasp. The collision cut the Hobson in half. She sank in less than five minutes. 176 of her crew were lost at sea, many asleep in their berthing compartments.
[KWE Note: The crew of the USS Wasp rescued 39 survivors from the USS Hobson and the crew of the USS Rodman rescued 22 survivors.]
Among the horror stories within the annuals of the U.S. Navy is the loss of the minesweeper Hobson when it came in collision with the aircraft carrier Wasp in the North Atlantic in 1952. The 348-foot-long Hobson was no match for the massive Wasp, was sliced in two, and sank so fast it took 176 sailors to the bottom with it.
After surviving active naval battles in both the European and Pacific Theaters of World War II, including a kamikaze attack, the Hobson was assigned to training duties off the Atlantic Coast until the Korean War outbreak in 1950. She was then assigned to the Atlantic Fleet, providing support in amphibious operations and plane guard for carriers.
The Hobson met her fate on April 26, 1952, while with the sestroyer Rodman and accompanying the carrier Wasp on route to the Mediterranean. At about 10 p.m. that night the Wasp was recovering planes from a routine night flying operation while the Hobson and Rodman were steaming about 1000 yards behind to recover any pilots who might have to ditch.
When the wind suddenly changed, the Wasp turned into it, but the Hobson failed to receive the turning signal and continued steaming forward. She consequently steamed right across the oncoming bow of the carrier and was struck amidships on the starboard side. The collision turned the Hobson over on its port side and split the ill-fated ship in two. The stern of the minesweeper swung around and slammed into the Wasp’s bow, opening a gaping hole in the carrier.
The Hobson sank within minutes, leaving a big oil slick around the carrier, which now was standing dead in the water. Most of the Hobson’s crew was below deck, asleep when the accident happened, and never had a chance. There were only 80 survivors out o a crew of 236. The commanding officer also died. Those who made it grabbed life jackets and rafts thrown out into the oil-slicked waters from the Wasp and Rodman.
The Wasp was in no danger of sinking and limped home after the crash. The hole in her starboard bow was 76-feet long.
It was a sad and unexpected end for a gallant ship. Commissioned in 1942, the Hobson served in every major US Naval action of the European War and then moved to the Pacific where she survived six bloody engagements in that theater. The ship received six Battle Stars and a Presidential Unit citation.