Smokes and Suds

Smokes and Suds

By: Garland Davis

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I Never trust a fighting man who doesn’t smoke or drink.”… Admiral William Frederick (Bull) Halsey Jr.

I started smoking, surreptitiously, at about twelve or thirteen. It was shortly after my Dad died. I wouldn’t even have taken the chance while he was living. Growing up in a state where tobacco was king, where everyone smoked, cigarettes and cigars were easy to come by. Everyone would sell them to a kid. You just had to say they were for your Mom or Dad if anyone asked. When I could afford cigarettes, I bought them. When I couldn’t, I bummed them or did without. Looking back, that would have been a good time to quit. I thought the Maverick brothers on the TV series were cool with their cigars, so I started smoking cigars also. In those days you could buy a decent cigar for ten cents and a good one for a quarter.

I smoked until boot camp, where I was presented with another great time to quit smoking. The Company Commander got pissed off and turned off the smoking lamp for the entire company for about six weeks because the Battalion Commander found a cigarette butt adrift. I, unlike some of my fellow victims, obeyed the rules and didn’t smoke during this period. After the six-week hiatus, the only thing that I can equate that first smoke to is an orgasm.

In those days, cigarettes cost about two bucks a carton at the Exchange. A payday trip to the Exchange to get cigarettes, cigars and toiletries always saw the essentials in stock. We all ran into the perpetual bum, the guy who never had his own smokes. I never wanted to be that guy and always made sure that I had a stock of smokes on hand.

On my first ship, I learned that “Sea Stores”, non-tax paid cigarettes, only sold when outside the three-mile limit, were less than a buck a carton. Now this was a smoker’s heaven. I served in an Ocean Going Tug that was too small to have a store. It was also slow, with a top speed of twelve knots, and much slower when burdened with a tow. I learned to buy a large stock of smokes before leaving port. I remember one extended mission where everyone ran out of smokes. We pulled into Singapore and for some time afterward, we were all smoking English Cigarettes.

I smoked throughout my Navy career. In 1985, I was presented with another opportunity to stop smoking. I had stomach ulcers and it became necessary for surgery. The Doc’s decided to remove one-third of my stomach and a portion of the small intestine. In preparation for the surgery, I had a consultation with the anesthesiologist. He told me that the gas they used during surgery was an insult to the lungs and sometimes people died and it was always people who smoked that died. This was said while the whole time he was smoking a cigar. I quit smoking for a week before the surgery and for about two months afterward. Having coffee one morning and my wife’s cigarettes were on the table. Took one and lit it without even thinking, like I had done thousands of times before.

I smoked for another eleven years after that. Finally decided that the time to quit had arrived. Smoked my last cigarette on Christmas Eve 1996. No patches, no therapy, no hypnotism, just quit.

My first experience with drinking occurred when I was about fourteen. The juvenile delinquents that I palled around with and I found a quart jar of clear liquid under a bush in the woods. Of course, we knew that it was moonshine whiskey. This was bootleg country. Just about everyone I knew had a relative that was or had been a bootlegger. We decided to drink the stuff. Of course we were all lying about how many times we had drank white likker in the past. I recall taking a sip and thought the top of my head was coming off. But of course, I said, “Damn that’s good.” We each had a sip and all proclaimed how good it was. We hid it for later, but could never find it again. I always suspected that one of my cohorts took it.

I was about fifteen when my uncle gave me a six pack of Pabst’s Blue Ribbon beer. I learned that beer was something that I could enjoy drinking. In those days, the age to purchase beer, in North Carolina, was eighteen. Twenty-one for whisky or other spirits. I quickly learned which of the small country stores in the county never bothered with identification. I remember one farmer/store operator who proclaimed his policy of, “If a boy is old enough to tote the money in here, far as I’m concerned, he’s old enough to tote the beer outta here.”

I arrived in San Diego at seventeen, and of course, there was no drinking until twenty-one. The naval authorities and the state of California took the no drinking thing seriously. I saw a long dry spell before me.

The next year while stationed at Lemoore California, someone left a half fifth of vodka in the dayroom of the cooks barracks. A fellow cook and I drank it, with grape kool ade, the only thing available. That was the first time I got sick from drinking. I remember the purple water in the toilet. I haven’t been able to drink grape kool aid or grape soda in the fifty years since. No problem drinking Vodka.

The following year I was assigned into an ammunition ship in Port Chicago, Ca. When I reported, the ship was in the yards in San Francisco. Expected the California rules would keep me dry, but my shipmate Ike introduced me to some dives in the questionable neighborhoods of Frisco where no one seemed to give a damn how old you were. After we left the yards and moved to the Ammunition Depot at Concord, I learned that there was a club on base where underage sailors could drink beer in undress blues.

After taking on an ammunition load and enduring REFTRA we departed the Bay Area for Hawaii and the Far East. During our stop in Hawaii, I learned that the EM Club just required underage personnel (the age in Hawaii was twenty at the time) to sign a log acknowledging that you understood the drinking age. Then they sold you booze. No problem, unless you got into trouble or got drunk. Then they used your signature in the book against you. After Hawaii came Guam and then Japan, the PI, and Hong Kong.

After leaving The ammo ship, I went to CS “B” school in San Diego. I was barely twenty. I had recently made second class. I sewed a hash mark on my liberty blues. This was in the days when many third class cooks were sporting two and three hash marks. I would go into a bar, put my left arm on the bar and order. Worked. San Diego wasn’t so dry after all.

After San Diego, I was ordered to the Navy Commissary Store, Yokohama, Japan. For the remainder of my naval career in the Far East and Hawaii, I drank when I could. Unlike many of my shipmates and friends, I could always take it or leave it. I quit, for a while, about a year and a half ago for health reasons until I read a study that found evidence that an ingredient in hops may be beneficial to persons suffering from Parkinson’s disease. Yea, let’s hear it for hops!

Many of my FaceBook friends ask why I always share Bud Light posts. I have been asked if I own stock in Anheuser Busch. The truth is: I have a born again sister who has categorized me as a drunken sinner. I do it to irritate her.

To follow Tales of an Asia Sailor and get e-mail notifications of new posts, click on the three white lines in the red rectangle above, then click on the follow button.

A native of North Carolina, Garland Davis has lived in Hawaii since 1987. He always had a penchant for writing but did not seriously pursue it until recently. He is a graduate of Hawaii Pacific University, where he majored in Business Management. Garland is a thirty-year Navy retiree and service-connected Disabled Veteran.

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Kyphotic and aged

Kyphotic and aged

By Garland Davis

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As I neared the old sailor, he stood kyphotic

and showed his age and many years before the mast.

Perhaps he saw my dress blues and the jaunty

white hat as I walked toward with a seaman’s roll.

 

Over pizza and beer, discomfort ran in background

mode while we talked of ships and wars, beers and

girls, laughed at the stories and cried for those

shipmates who had already gone on before us.

 

But by midnights approach everything said and

nothing said as we stood, unease swelled to dread.

As separation and departure approached, my stride

beside his shuffle, left no more a print than his.

 

We reached the Old Sailor’s Home and turned to

say our farewells. We hugged on the street, the

thin weight of his nearness against my chest.

As though warned, I tried not to look back.

 

See ya next time Dad.

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ULITHI

ULITHI …

Its existence kept secret throughout the war, the US naval base at Ulithi was for a time the world’s largest naval facility.

In March 1945, 15 battleships, 29 carriers, 23 cruisers, 106 destroyers, and a train of oilers and supply ships sailed from “a Pacific base.” What was this base? The mightiest force of naval Power ever assembled must have required a tremendous supporting establishment. Ulithi, the biggest and most active naval base in the world was indeed tremendous but it was unknown. Few civilians had heard of it at all. By the time security released the name, the remarkable base of Ulithi was a ghost. The war had moved on to the Japanese homeland, and the press was not printing ancient history about Ulithi.

Ulithi is 360 miles southwest of Guam, 850 miles east of the Philippines, 1300 miles South of Tokyo. It is a typical volcanic atoll with coral, white sand, and palm trees. The reef runs roughly twenty miles north and south by ten miles across enclosing a vast anchorage with an average depth of 80 to 100 feet – the only suitable anchorage within 800 miles. Three dozen little islands rise slightly above the sea, the largest only half a square mile in area.

The U.S. Navy arrived in September 1944 and found resident about 400 natives and three Japanese soldiers. The natives on the four largest islands were moved to smaller Fassarai, and every inch of these four was quickly put to use. Asor had room for a headquarters: port director, radio station, an evaporator (rain is the only freshwater supply), tents, small boat pier, cemetery. Sorlen was set up as a shop for maintaining and repairing the 105 LCVPs and 45 LCMs that became beasts of all work in the absence of small boats. Mogmog was assigned to recreation. The big island, Falalop, was just wide enough for a 3500-foot airstrip for handling the R4Ds (Douglas DC-3s) and R5C Commandos, which would presently fly in from Guam 1269 passengers, 4565 sacks of mail and 262,251 pounds of air freight a week. This took care of a few services – but where were they going to put the naval base?

Enter “the secret weapon,” as Admiral Nimitz called Service Squadron Ten. Commodore Worrall R. Carter survived Pearl Harbor to devise the miraculous mobile service force that made it possible for the Navy to move toward Japan in great jumps instead of taking the slow and costly alternative of capturing a whole series of islands on which to build a string of land bases.

Within a month of the occupation of Ulithi, a whole floating base was in operation. Six thousand ship fitters, artificers, welders, carpenters, and electricians arrived aboard repair ships, destroyer tenders, floating dry docks. USS AJAX had an air-conditioned optical shop, a supply of base metals from which she could make any alloy to form any part needed. Many refrigerator and supply ships belonged to three-ship teams: the ship at Ulithi had cleaned out and relieved sister ship No. 2 which was on the way back to a rear base for more supplies while No. 3 was on the way out to relieve No. 1. Over half the ships were not self-propelled but were towed in. They then served as warehouses for a whole system of transports which unloaded stores on them for distribution. This kind of chain went all the way back to the United States. The paper and magazines showed England sinking under the stockpile of troops and material collected for the invasion of Normandy.

The Okinawa landings were not so well documented but they involved more men, ships, and supplies-including 600,000 gallons of fuel oil, 1500 freight cars of ammunition, and enough food to provide every person in Vermont and Wyoming with three meals a day for fifteen days. The smaller ships needed a multitude of services, the ice cream barge made 500 gallons a shift, and the USS ABATAN, which looked like a big tanker, really distilled fresh water and baked bread and pies. Fleet oilers sortied from Ulithi to refuel the combat ships a short distance from the strike areas. They added men, mail, and medical supplies, and began to take orders for spare parts.

When Leyte Gulf was secured, the floating base moved on, and Ulithi which had had a temporary population the size of Dallas and had been the master of half the world for seven months shrank to little more than a tanker depot. Once again, it became a quiet, lonely atoll.

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Ulithi Atoll

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Ulithi Atoll

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US Navy 1944 berthing chart for the Northern Anchorage of the Ulithi Lagoon, Caroline Islands

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Ships of the 3rd fleet Ulithi December 1944

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Ships of the 3rd fleet Ulithi December 1944

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Ships of the 5th fleet Ulithi

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Ulithi January 1945

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Murderer’s Row the carriers Wasp (CV 18), Yorktown (CV 10), Hornet (CV 12), and Hancock (CV 19) anchored in Ulithi Atoll Dec 1944

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Ulithi Anchorage

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Ulithi Anchorage

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Murderer’s Row the carriers Wasp (CV 18), Yorktown (CV 10), Hornet (CV 12), and

Hancock (CV 19) anchored in Ulithi Atoll Dec 1944

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Murderer’s Row

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USS North Carolina at Ulithi

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Ulithi Anchorage

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Ulithi Anchorage

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USS South Dakota Ulithi

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USS South Dakota Ulithi

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R&R on Mog-Mog Island in Ulithi Atoll

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Mog-Mog liberty c 1944

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Mog-Mog liberty c 1944

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Mog-Mog liberty c 1944

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Mog-Mog liberty c 1944

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Mog-Mog O-club

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Mog-Mog liberty

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Mog-Mog baseball

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Mog-Mog beach

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Mog-Mog beach liberty

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Ulithi R&R

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Ulithi R&R

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Mail call Ulithi c 1944

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Mog-Mog liberty

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Mog-Mog liberty

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Ulithi

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Officers of Bombing Squadron (VB) 4 pictured with an SB2C Helldiver on the

flight deck of the carrier Essex (CV 9) at Ulithi Atoll.

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F6F-5N Hellcat aircraft of VMF(N)-541, MAG-45, are on the ground at Falalop Island, Ulithi Atoll 1945

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R4D Aircraft Used as a Projection Room for Movies, Ulithi, 1944

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Corsair at Ulithi Atoll strip

More photos of R&R conditions on the islands of the Ulithi Atoll.

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and even more photos of color LIFE on and around the Ulithi Atoll.

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Not all was fun and games at Ulithi …

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Burning oil tanker, believed to be the USS Mississinewa after it was hit by a Japanese suicide submarine (kaiten) in Ulithi lagoon, 20 November 1944

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“You just go to get drunk…”

“You just go to get drunk…”

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By Garland Davis

The words in the title were said to me by a neighbor in 2016 before I left Honolulu for the Westpac’rs reunion in Branson. And yes, we did have a “few” drinks. But it wasn’t all about drinking beer (there were moonshine and other potables.) There was also reconnecting with our shipmates and myriad sea stories all “no shitters” told and laughed about, often into the wee hours of the night.

There were fundraising activities that raised money to support the Fisher house foundation which provides housing for families of wounded service men and women. We collected and donated $4,500 to that fine organization. The following letter was received from Fisher House in acknowledgment of our contribution:

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7/12/2017 1:00:40 PM

Kathryn McAllister

Asia Sailor Westpac’rs Association

Dear Friends:

You are an essential part of making it possible for us to honor and serve our nation’s heroes—and we simply could not fulfill our mission without your support. Thank you for your organization’s gift of $4,500.00.

For more than 25 years, the Fisher House program has been committed to providing “a home away from home” for military and veterans’ families while their loved ones receive vital medical care far from where they live. Because of your support, up to 970 families can call Fisher House home on any given night.

Thanks to your generosity, we continue to expand the network of Fisher Houses. As of spring 2017, there are 72 Fisher Houses in operation and several more under construction. Looking to the future, we are committed to constructing Fisher Houses in communities where they are needed most. Our current priority is to build at VA hospitals around the country, ensuring care for our veterans now, and for decades to come.

We know that there are many organizations deserving of your support, and feel an immense responsibility to be good stewards of the gift you have entrusted to us. In 2016, the Foundation received its 13th consecutive 4-star rating from Charity Navigator, as well as an A+ rating from CharityWatch.

Your support has touched the lives of so many brave men, women, and children facing a medical crisis. To hear more stories about Fisher House families, please visit www.fisherhouse.org.

Thank you for joining us in our mission.

Sincerely,

David A. Coker

President

Fisher House Foundation

111 Rockville Pike, Suite 420

Rockville, MD 20850-5168

Tel: 301-294-8560

Fax: 301-294-8562

info@fisherhouse.org

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The Asia Sailor Westpac’rs also lends support to the poorest students of the Wat Sa School – Pak Ohanan, Nakhon Si Thamarat, Thailand. Our shipmate and fellow Asia Sailor, Lee Thayer, a retired STGC, and his wife Rrayada, live near the Wat Sa school and yearly dispense collected funds to the poorest among the students and buy needed items to support the teachers of the school. These funds allow the students to purchase and maintain the required school uniforms and to buy needed school supplies.

At the 2017 reunion, we raised $1,650, $350 of which was raised by our resident Airdale, Warren Barker with his Brown Shoe Bloody Mary Bar, another $1,100 was received from members who prefer to remain anonymous and Lee added $250 to bring the total to $3000 for the year.

The following are photos of Lee, Rrayada and some of the students and parents at the 2017 hand over of funds.

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I would like to thank my shipmates for their generosity and express my pride in the Asia Sailor Westpac’rs Association. And a heartfelt Bravo Zulu to Lee Thayer who even wears long pants once a year for the “Handover Ceremony.” It is an honor to call him Shipmate!

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The key players in the Westpac’rs Association’s success are Dave and Kathy McAllister. They live in Branson and have taken on the task of making arrangements and coordinating the annual reunions. They deserve a hearty Bravo Zulu for all they do. A pair of great shipmates.

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But the majority of the credit goes to the one hundred plus attendees of the reunion and their participation in the events that made it possible for the Association to contribute to Fisher House and the Wat Sa School.

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Shipmates

Shipmates

By Garland Davis

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A sailor leaves the Navy and retires to the promised “better life. No longer arbitrary bedtimes and waking times, no more sweepers, eight o’clock reports and no more fucking midwatches. Some who know him are jealous and others are pleased, but those of us who preceded him wonder if he knows what he is leaving behind. We already have learned that there is a different world and there is no other world that can compare with the Navy.

I’m sure we have all heard the old joke that says a good shipmate is one who will go ashore when his buddy has the duty, get a blowjob, come back and give it to him. That’s carrying camaraderie a bit far, but there may be some truth there in this new more diverse Navy of the twenty first century.

But all joking aside after the lifetime of special friendships and the camaraderie one experiences as the member of a ship’s crew one will find himself longing for those ships, those experiences, and above-all, those shipmates. There is a special fellowship among sailors that doesn’t exist among our sister services.

After we shuck the uniform for the last time and store it in a foot locker or a seabag in the far reaches of the attic, even if we throw them away, we wear them in our imagination every minute and every breath of our remaining life.

Even if we rise to a prominent position in this new life, in the background there is still pride in knowing that in our hearts, we are a Seaman, a Petty Officer, a Chief Petty Officer, or a Captain. That is the identity that lives within us.

When we “retire”, we are not just leaving a job behind, we are leaving an entire way of life behind and we strive to rekindle the friendships and the camaraderie we once knew. A cursory check of Facebook groups and Navy websites finds numerous ship and Navy reunions around the country. Sailors searching for that which was once the core of their lives.

Sure, we have countless civilian acquaintances (friends), but we haven’t shared the same experiences with them that formed our relationships with our shipmates.

A civilian friend will take offense if you don’t contact them for a long period while a shipmate will greet you as if the years haven’t passed and will pick up the conversation you were last having just where you left off.

A civilian friend will become uncomfortable if you cry. A shipmate will understand and cry with you.

A civilian friend will borrow from you and conveniently forget the debt. A shipmate will return whatever is borrowed as quickly as possible.

A civilian friend knows little about you and isn’t interested unless you can benefit him. A shipmate knows your dog’s name, your kids, and could write a book with direct quotes from you.

A civilian friend will leave you behind if that is what the crowd is doing. A shipmate will stand with you regardless of what the crowd does.

A civilian friend will reluctantly bail you out of jail. A shipmate will be sitting right there beside you, exclaiming, “That was fucking awesome Dude!”

A civilian friend has shared a few experiences with you. A shipmate has shared a lifetime of experiences that no civilian could ever dream of…

A civilian friend will take your drink away when he believes you have had too much to drink. A shipmate will look as you stumble around and say, “Sit down and drink the rest of that before you spill it.” Then he’ll carry you back and put you safely to bed.

Those of you who served at sea and at war in the Navy, I consider shipmates. It is an honor to be one of you and I am humbled to be in your company.

If you have a chance, go to a ship’s or unit reunion and relive the camaraderie of your time at sea.

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Life in a Steel Pipe

Life in a Steel Pipe


by Bob ‘Dex’ Armstrong

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My daughter said, “Dad, it looks like all you did was have fun…” I guess it looks that way to folks who never did what we did for a living. Most people have no idea what life was like inside one of those steel monsters. People always ask… “When you were underwater, could you see out?” They have the idea that submarine duty is like riding a glass bottom boat in Tarpon Springs, Florida… We just enjoyed life and watched fish go scooting by.

Walt Disney caused folks to think like that. In his rendition of the Jules Verne version of submarine service, his boat had a big glass window… Folks sat in big, overstuffed red velvet chairs, smoked imported tobacco, drank sherry, and watched the crew go out some magic hatch and play grab-ass all over the ocean floor. That boys and girls, is pure, unadulterated bullshit… Strictly 20,000 Leagues of Grade A horse manure.

You can’t see out… It’s hot… It stinks… You’re cooped up in less moving around room than you have in your garage. You share your living space with very active, one-inch long, multi-legged wildlife and 80 two-legged critters.

Without stupid activity, life could become unacceptably boring. There were times when life was so uneventful, you could actually hear your toenails growing.

So we did nutty stuff. We spent hours thinking up stupid stuff to do. It was either that, or a trip to the loony bin. When you lived in the North Atlantic, the only circus that came to town was the one you created in your head. We had to manufacture any fun we had.

For example… Only boat sailors will think this is funny… Why? Because they did it. If any submariner tells you he never pulled this one… He’s lying.

When you got some JG or fresh ‘out of the cabbage patch’ lieutenant standing the diving watch… You waited. You waited until he had trimmed the boat. Then by twos and threes, you made your way to the forward room… You waited some more. Then all of you moved by ones… Twos… Until all of you were in the after room. The boat would take on weird angles… The diving officer compensated… The trim manifold operator laughed as he responded to instructions…

“Pump 500 lbs. aft… No, forward… Wait… Make that after trim… Forward trim… Belay my last… Make that zero bubble! More dive on the stern planes… What the hell’s going on? What’s happening??? Boat’s really acting weird…”

It never took long for the COB to get a handle on what was going on.

There was another outbreak of crew lunacy on Requin… Most possibly the best… At the very least, the most memorable.

If you visit the Requin in Pittsburgh, Pennsylvania, she’s sitting out in the river in front of Three Rivers Stadium. If you go through the boat, you will find a little aluminum fish dangling over the control room chart table… Hanging down on a bead chain with the legend ‘ODIN’ die-stamped in the aluminum.

They’ve got tour guides… Non-qual wanna-be fellows who make up answers for John Q. Public to cover what they have not the slightest clue about. There are as many stories about that little fish as there are tour guides.

Here is the straight dope. I was there… I was one of the idiots involved in it and had a front row seat in the “I will shoot the next Viking” major ass chewing.

Stuart was the primary instigator… A major player and father of that aluminum fish. I am not ratting on a fellow shipmate… Far from it. At reunions, Stuart is a celebrity… He starred in a video, signs autographs and I am told, will contract to father children for anyone wishing to have a certified diesel boat maniac in their family tree. Knowing Stu, it would probably fall out of the tree and land on its head. Stuart deserves the credit line on this one.

It was winter… Up north, cold as a witches’ tit… We had rigged in all the brass monkeys. Before we singled up and took in the brow, we got this film, The Vikings. Great flick. Some other boat in SUBRON SIX gave it up, as I recall, because we got orders that didn’t allow time for a movie run.

We showed it the first time, the second day out… Good movie. We then saw it six or seven times in a row. Weird story… If you haven’t seen it, rent the video. Kirk Douglas, Tony Curtis, Ernest Borgnine, and I think Curtis’ wife at the time… Some good lookin’ blonde.

The Vikings were a ratty-ass looking bunch. They did a lot of drinking… Fondled a lot of blonde, blue-eyed women and went to sea on a regular basis. It sounded familiar…

One night, someone announced that we, the crew of the Requin, had to be the spiritual descendents of the Vikings. WHAM!! In that instant, we all became Vikings. Everyone spoke in Scandinavian, Minnesotan, Inger Stevens dialect.

“Ja Sven, you see da cheef? He’s da beeg fella wit da beeg moudt!”

Everybody got into it. The skipper became Ragnar… The exec, Einar… We turned our foul weather jackets inside-out so the brown, hairy looking fake fur stuff was on the outside. We made cardboard horns and stapled them to both sides of our watch caps. When we passed each other going fore and aft, we banged our chests and yelled, “O-O-O-DIN!” (Taken from what they did to greet each other in the film).

In the movie, this old crone, old wrinkled wise woman, gives Tony Curtis this fish made from a ‘falling star’ i.e. meteorite… It was magnetic and was considered to be major magic because it always returned to point north. With this fish always pointing north, the film had Viking ships cutting through pea soup fog and running back and forth between Norway and England like a cross-town bus. Stu went down in the pump room and built us an aluminum fish and die stamped “ODIN” on it.

He hung it from the MC box over the control room chart table… It dangled and swung back and forth. Every time some clown from the after battery would pass through the control room, he would give it a little ‘start swinging’ tap. This eventually drove the Chief of the Boat stark raving nuts! He would foam at the mouth… Get red… Veins would pop out of his neck… Words like, “God save us from these unruly children” and “In the Old Navy, the old man would rake your useless butts over the coals.”

Why did ODIN stay where he was? Simple… The skipper liked it.

As time passed and we became more and more ‘Viking’, the exec put on his “Enough is enough” voice and announced over the 21MC that the crew of Requin had just gotten out of the Viking business… All stop… Don’t answer anymore Viking bells… Over… El stoppo.

Ten minutes later, some idiot tapped into the 21MC and whispered,

“ODIN LIVES… O-O-O-DIN…”

The exec lit us up like a Christmas tree. From then on, we looked around for officers before giving each other the silent Odin salute.

When we came in and the exec opened his vertical uniform locker and removed his ‘hit the beach’ hat, it had grown a pair of cardboard horns. It had to be a miracle because the COB used everything but truth serum to get the rats to rat on whoever did it. I think the Chief finally recognized that the leadership of Requin may have pissed Odin off.

All the exec said was,

“You sonuvabitches never comprehend when the game’s over and it’s time to pick up your toys and put them away!”

He was a deep thinker… We had no idea what in the hell the man was trying to communicate… We knew if he was really serious, he wouldn’t be standing topside talking to the OD of the USS Grampus wearing a hat with cardboard horns attached to it.

Life was uneventful so we fought boredom any way we could. Most of the time submarine sailors won.

Forty years later, a group of late middle age bastards stood in the control room and watched Stu, the originator, replace ‘ODIN’… And we yelled, “O-O-O-DIN…” and banged our chests. We were young again and someone in the crew’s mess yelled,

“Jeezus, the idiots are at it again!!”

 

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Crabs or Crotch Crickets

Crabs or Crotch Crickets

By Garland Davis

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A scourge of the Asia sailor was a little bug called crabs or crotch crickets. To the Corpsman, they were known as pubic lice. They are usually spread through sex, because they like to live in pubic hair. Pubic lice move easily from one person’s hairs to another person’s hairs when their genitals touch or are very close to each other. Sometimes they’re spread through other kinds of close, personal contact. You can get pubic lice where other types of coarse hair — like eyelashes, eyebrows, chest hair, armpits, beards, and mustaches — touch places on someone’s body where crabs are. Sometimes pubic lice are spread by using an infected person’s clothes, towels, or bed.

I knew an Electrician’s Mate who swore they could climb bunk chains and high-line from one bunk to another. He came to the galley and took a couple of the disks cut from the large number ten cans and constructed a pair of miniature rat guards from them. When asked what they were, he replied. “Crab guards, Beck has crotch crickets.” He installed them on the bunk chains

I remember a sailor from another ship long ago who had an extremely hairy torso and had crabs from his neck to his ankles. The Doc told me he was afraid he would have to shave his body if the cream didn’t work.

I was in one ship that only had two large berthing compartments for the two hundred forty man crew. I went to sick bay very upset because I had the crabs. Doc told me, “On this ship you either have the crabs, are getting over the crabs, or are catching the crabs,.” I probably had them a half dozen time while I was in that ship.

Crabs don’t spread through quick, casual touching, like handshakes or hugs. And it’s EXTREMELY rare to get crabs from a toilet seat — crabs don’t live very long when they’re away from a human body, and they can’t hang onto smooth surfaces. So if you had or have the crabs chances are you were doing what good Asia Sailors do when ashore.

There is a lot of stuff at the drugstore that the sailor can buy to treat the bugs. If you have them in your eyebrows see the Doc. Those need special treatment.

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BTW! Launder all towels and bedding. Notify anyone you have been doing the horizontal tango with so they can treat themselves at the same time you do, otherwise the little bugs will come to visit again.

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It’s a Hell of a Task…

It’s a Hell of a Task…

Sean Patrick Hughes

“We don’t write books or make movies about the men and women who drive ships any more. But maybe we should.

There’s nothing quite like it. There’s no peace like the peace you step into when you walk out onto the bridge wing to see a million stars, brighter than you’ve ever seen poking holes in the pitch black sky. And the only sound is the slow crash of the bow as it plunges through the rolling sea, casting off that eerie green glow. The smell of burnt coffee and the taste of Copenhagen seep into you as you wedge yourself in next to the empty captain’s chair to keep your eyes on the horizon for a while because you’ve got a thousand miles behind you and a thousand more to go on enroute to places unknown.

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That’s the beauty when it’s slow. And quiet.

When it’s not, it’s frantic. It’s living geometry. It’s the constant math of your speed and your heading and how long you have until your next decision. Because when you’re moving that unforgiving monster, wrong decisions are expensive. You only get to make them once. You’ve got one eye on the channel, one eye on the traffic, one eye on the aircrafts landing on you and one eye on the bottom of wherever you are. Because if you don’t keep enough space between you and anything else or enough water under you, it’s all over for someone. You’re standing on 9,000 tons of steel and machinery plowing through the water with the force of a couple hundred tractor trailers. Mastering it is the height of man’s mastery over physics.

It’s a hell of a task.

But that’s not the hardest part. The hardest part is the life. It’s living, forever, stuck one foot in two worlds. Bored or stressed. Nothing in between. It’s coming off the bridge of the ship at 7Am after five hours of watch and walking into the blinding light of the wardroom to eat and start your day. Because the ship and your team don’t care that you were up all night driving. The shaft is still turning and the war is still going. So you try to gut your way until noon and the fatigue starts to shut you down whether you like it or not. Then you grab what sleep you can, hope that nothing your team runs breaks and get ready to do it again on the mid-watch.

Six on, eighteen off. Six on. Twelve off. The days blur together. You talk on the radio in your sleep. And you run drills so often you can still remember the cadence of your tasking fifteen years later as you sit down to write a blog post about it.

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I did three deployments in the ten years I served on active duty as a surface warfare officer in the Navy. Two attached to SEAL Team One. And one, on an Arleigh Burke class guided missile destroyer, the same class of ship as the USS Fitzgerald that collided with a Philippine flagged container ship off the coast of Japan a few days ago. Nothing about the two war time deployments I did in special operations took out of me what normal life on board that ship did. It’s gritty, brutal, thankless work. And it’s done by people who aren’t looking to cash in on a career of motivational speaking or book signing when they get done.

It’s done by hard men and women, often times with nowhere else in the world to turn.

It’s done by sailors.

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I don’t have any idea what happened on the USS Fitzgerald when it collided with that massive merchant. But I have a pretty good idea what happened before it. And what happened after. Someone somewhere was putting up with a pace and a level of personal sacrifice few will ever know just to do the job of a sailor. And someone was running towards the rushing water and flooding compartments instead of away from them. Because they knew that’s the only way to keep the old girl afloat. And that was their duty. Above all.

Ship. Shipmate. Self. The unfair code of the sailor.

Every time a ship of war pulls back into the harbor, it’s a celebration of the iron men and women who bring her in. It’s a damn hard life. Harder than you can imagine. The Fightin Fitz pulled in seven souls light this time. Honor them like fallen heroes. Because that’s exactly what they are.”

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The Purple Heart

The Purple Heart

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U.S. Senator Susan Collins and Senator Joe Manchin III have announced their joint resolution in support of Purple Heart Day on August 7 passed the United States Senate unanimously.

“The Purple Heart is our National symbol of military sacrifice. It is only fitting that there should be a national day of recognition, granting the American public the opportunity to honor all Purple Heart recipients – both those who are living, and those who are no longer with us. MOPH deeply thanks Senator Susan Collins for her steadfast leadership in making National Purple Heart Recognition Day a reality,” said Hershel Gober, the National Commander of the Military Order of the Purple Heart.

The Purple Heart is awarded in the name of the President of the United States to any member of the Armed Forces of the United States who, while serving under competent authority in any capacity with one of the U.S. Armed Services after April 5, 1917, has been wounded or killed. Specific examples of services which warrant the Purple Heart include any action against an enemy of the United States; any action with an opposing armed force of a foreign country in which the Armed Forces of the United States are or have been engaged; while serving with friendly foreign forces engaged in an armed conflict against an opposing armed force in which the United States is not a belligerent party; as a result of an act of any such enemy of opposing armed forces; or as the result of an act of any hostile foreign force. After March 28, 1973, it may be awarded as a result of an international terrorist attack against the United States or a foreign nation friendly to the United States, recognized as such an attack by the Secretary of the Army, or jointly by the Secretaries of the separate armed services concerned if persons from more than one service are wounded in the attack. After March 28, 1973, it may be awarded as a result of military operations while serving outside the territory of the United States as part of a peacekeeping force.

The Purple Heart differs from most other decorations in that an individual is not “recommended” for the decoration; rather he or she is entitled to it upon meeting specific criteria. A Purple Heart is awarded for the first wound suffered under conditions indicated above, but for each subsequent award an oak leaf cluster or 5/16 inch star is worn in lieu of another medal. Not more than one award will be made for more than one wound or injury received at the same instant.

A “wound” is defined as an injury to any part of the body from an outside force or agent sustained under one or more of the conditions listed above. A physical lesion is not required; however, the wound for which the award is made must have required treatment by a medical officer and records of medical treatment for wounds or injuries received in action must have been made a matter of official record. When contemplating an award of this decoration, the key issue that commanders must take into consideration is the degree to which the enemy caused the injury. The fact that the proposed recipient was participating in direct or indirect combat operations is a necessary prerequisite, but is not sole justification for award. The Purple Heart is not awarded for non-combat injuries.

Enemy-related injuries which justify the award of the Purple Heart include: injury caused by enemy bullet, shrapnel, or other projectile created by enemy action; injury caused by enemy placed landmine, naval mine, or trap; injury caused by enemy released chemical, biological, or nuclear agent; injury caused by vehicle or aircraft accident resulting from enemy fire; and, concussion injuries caused as a result of enemy generated explosions.

Injuries or wounds which do not qualify for award of the Purple Heart include frostbite or trench foot injuries; heat stroke; food poisoning not caused by enemy agents; chemical, biological, or nuclear agents not released by the enemy; battle fatigue; disease not directly caused by enemy agents; accidents, to include explosive, aircraft, vehicular, and other accidental wounding not related to or caused by enemy action; self-inflicted wounds (e.g., a soldier accidentally or intentionally fires their own gun and the bullet strikes his or her leg), except when in the heat of battle, and not involving gross negligence; post-traumatic stress disorders; and jump injuries not caused by enemy action.

It is not intended that such a strict interpretation of the requirement for the wound or injury to be caused by direct result of hostile action be taken that it would preclude the award being made to deserving personnel. Commanders must also take into consideration the circumstances surrounding an injury, even if it appears to meet the criteria. In the case of an individual injured while making a parachute landing from an aircraft that had been brought down by enemy fire; or, an individual injured as a result of a vehicle accident caused by enemy fire, the decision will be made in favor of the individual and the award will be made. As well, individuals wounded or killed as a result of “friendly fire” in the “heat of battle” will be awarded the Purple Heart as long as the “friendly” projectile or agent was released with the full intent of inflicting damage or destroying enemy troops or equipment. Individuals injured as a result of their own negligence, such as by driving or walking through an unauthorized area known to have been mined or placed off limits or searching for or picking up unexploded munitions as war souvenirs, will not be awarded the Purple Heart as they clearly were not injured as a result of enemy action, but rather by their own negligence.

From 1942 to 1997, civilians serving or closely affiliated with the armed forces—as government employees, Red Cross workers, war correspondents, and the like—were eligible to receive the Purple Heart. Among the earliest civilians to receive the award were nine firefighters of the Honolulu Fire Department killed or wounded while fighting fires at Hickam Field during the attack on Pearl Harbor.About 100 men and women received the award, the most famous being newspaperman Ernie Pyle who was awarded a Purple Heart posthumously by the Army after being killed by Japanese machine gun fire in the Pacific Theater, near the end of World War II. Before his death, Pyle had seen and experienced combat in the European Theater, while accompanying and writing about infantrymen for the folks back home.

The most recent Purple Hearts presented to civilians occurred after the terrorist attacks at Khobar Towers, Saudi Arabia, in 1996—for their injuries, about 40 U.S. civil service employees received the award.

However, in 1997, at the urging of the Military Order of the Purple Heart, Congress passed legislation prohibiting future awards of the Purple Heart to civilians. Today, the Purple Heart is reserved for men and women in uniform. Civilian employees of the U.S. Department of Defense who are killed or wounded as a result of hostile action may receive the new Defense of Freedom Medal. This award was created shortly after the terrorist attacks of September 11, 2001.

Animals are generally not eligible for the Purple Heart; however, there have been rare instances when animals holding military rank were honored with the award. An example includes the horse Sergeant Reckless during the Korean War.

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The Purple Heart award is a heart-shaped medal within a gold border, 1  3⁄8 inches (35 mm) wide, containing a profile of General George Washington. Above the heart appears a shield of the coat of arms of George Washington (a white shield with two red bars and three red stars in chief) between sprays of green leaves. The reverse consists of a raised bronze heart with the words FOR MILITARY MERIT below the coat of arms and leaves.

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The ribbon is 1 and  3⁄8 inches (35 mm) wide and consists of the following stripes:  1⁄8 inch (3 mm) white 67101; 1  1⁄8 inches (29 mm) purple 67115; and  1⁄8 inch (3 mm) white 67101.

The “History” section of the November 2009 edition of National Geographic estimated the number of Purple Hearts given. Above the estimates, the text reads, “Any tally of Purple Hearts is an estimate. Awards are often given during conflict; records aren’t always exact” (page 33).[1] The estimates are as follows:

· World War I: 320,518

· World War II: 1,076,245

· Korean War: 118,650

· Vietnam War: 351,794

· Persian Gulf War: 607

· Afghanistan War: 7,027 (as of June 5, 2010)

· Iraq War: 35,321 (as of June 5, 2010)

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Seven Destroyers Lost at Honda Point

Seven Destroyers Lost at Honda Point

By: Garland Davis

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During the early years of the Viet Nam War, a U.S. destroyer, USS Frank Knox ran aground on Pratas Reef in the South China Sea. This was attributed to poor navigation and training.

A few years ago, a Pearl Harbor based Guided Missile Cruiser grounded on a reef near the entrance to Pearl harbor. An investigation attributed the incident to poor training and poor navigation practices.

Not very long ago a U.S. Navy Minesweeper was grounded on a reef in the Philippine Islands and was lost when the vessel had to be dismantled. The grounding was attributed to navigational errors and over dependence on electronic navigational technology.

Earlier this year, two patrol boats were surrendered to Iranian forces, again, poor training and navigational errors resulted in the boats crossing into Iranian waters.

As any seafarer knows, navigation is an exact science. It is also unforgiving. Poor training, laxity, and inattention to detail will bite you in the ass every time.

These were all incidents that resulted in a single ship being damaged or lost. The greatest peacetime loss of U.S. Navy ships happened at Honda Point, California (now known as Pedernales Point). The area is extremely treacherous for central California mariners. It features a series of rocky outcroppings collectively known as Woodbury Rocks. One is named Destroyer Rock on navigational charts.

Fourteen ships of Destroyer Squadron 11 (DESRON 11) were steaming south from San Francisco to San Diego in the late summer of 1923. The squadron was led by Commodore Edward H. Watson, on the flagship destroyer USS Delphy. All were Clemson-class destroyers, less than five years old. The ships turned east to course 095, supposedly heading into the Santa Barbara Channel, at 21:00. The ships were navigating by dead reckoning, estimating positions from their course and speed, as measured by propeller revolutions per minute. At that time radio navigation aids were new and not completely trusted. The USS Delphy was equipped with a radio navigation receiver, but her navigator and captain ignored its indicated bearings, believing them to be erroneous. No effort was made to take soundings of water depths due to the necessity of slowing the ships down to take the measurements. The ships were performing an exercise that simulated wartime conditions, hence the decision was made not to slow down. In this case, the dead reckoning was wrong, and the mistakes were fatal. Despite the heavy fog, Commodore Watson ordered all ships to travel in close formation and, turning too soon, went aground. Six others followed and sank. Two ships whose captains disobeyed the close-formation order survived, although they also hit the rocks.[4]

Earlier the same day, the mail steamship SS Cuba ran aground nearby. Some attributed these incidents in the Santa Barbara Channel to unusual currents caused by the Tokyo earthquake of the previous week.

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The fourteen Clemson-class destroyers of Destroyer Squadron Eleven were to follow the flagship USS Delphy in column formation from San Francisco, through the Santa Barbara Channel, and finally to San Diego. Destroyer Squadron Eleven was on a twenty-four-hour exercise from northern California to southern California. The flagship was responsible for navigation. As the USS Delphy steamed along the coastline, poor visibility meant the navigators had to go by the age-old technique of dead reckoning. They had to estimate their position based on their speed and heading. The navigators aboard USS Delphy did have radio direction finding (RDF) equipment, which picked up signals from a station at Point Arguello, but RDF was new and the bearings obtained were dismissed as unreliable. Based solely on dead reckoning, Captain Watson ordered the fleet to turn east into the Santa Barbara Channel. However, Delphy was actually several miles northeast of where they thought they were, and the error caused the ships to run aground on Honda Point

The main cause of the navigational errors experienced by the crew of the USS Delphy can be attributed to the earthquake in Japan and the underestimation of the resulting ocean conditions. On September 1, 1923, seven days before the disaster, the Great Kanto Earthquake occurred in Japan. As a result of this earthquake, unusually large swells and strong currents arose off the coast of California and remained for a number of days.[] Before Destroyer Squadron Eleven even reached Honda Point, a number of ships had encountered navigational problems as a result of the unusual currents.

As DESRON 11 began their exercise run down the California coast, they made their way through these swells and currents. While the squadron was traveling through these swells and currents, their estimations of speed and bearing used for dead reckoning were being affected. The navigator aboard the lead ship USS Delphy did not take into account the effects of the strong currents and large swells in their estimations. Since the navigators in the lead ship USS Delphy did not account for the current and swells in their estimations, the entire squadron was off course and positioned near the treacherous coastline of Honda Point instead of the open ocean of the Santa Barbara Channel. Coupled with darkness and thick fog, the swells and currents caused by the earthquake in Japan made accurate navigation nearly impossible for the USS Delphy. The geography of Honda Point, which is completely exposed to wind and waves, created an extremely deadly environment once the unusually strong swells and currents were added to the coastline.

Once the error in navigation occurred, the weather conditions and ocean conditions sealed the fate of the squadron. The weather surrounding Honda Point at the time of the disaster was windy and foggy while the geography of the area and the earthquake in Japan created strong counter-currents and swells that forced the ships into the rocks once they entered the area

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The lost ships were:

  • USS Delphy(DD-261) was the flagship in the column. She ran aground on the shore at 20 knots (37 km/h). After running aground, she sounded her siren. The siren alerted some of the later ships in the column, helping them avoid the tragedy. Three men died. Eugene Doorman, a State Department expert on Japan, who survived, was aboard as a guest of Captain Watson, whom he had met in Japan.
  • USS P. Lee(DD-310) was following a few hundred yards behind. She saw the Delphy suddenly stop, and turned to port (left) in response. As a result, she ran aground on the coast.
  • USS Young(DD-312) made no move to turn. She tore her hull open on submerged rocks, and the inrush of water capsized her onto her starboard side. Twenty men died.
  • USS Woodbury(DD-309) turned to starboard but struck an offshore rock.
  • USS Nicholas(DD-311) turned to port and also hit a rock.
  • USS Fuller(DD-297) struck next to the Woodbury.
  • USS Chauncey(DD-296) made an attempt to rescue sailors from the capsized Young. She ran aground.

Light damage was recorded by:

  • USS Farragut(DD-300) ran aground, but was able to extricate herself and was not lost.
  • USS Somers(DD-301) was lightly damaged.

The remaining five ships avoided the rocks:

  • USS Percival(DD-298)
  • USS Kennedy(DD-306)
  • USS Paul Hamilton(DD-307)
  • USS Stoddert(DD-302)
  • USS Thompson(DD-05)
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