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"Officer of the Deck! Enginerooms request permission to blow tubes!" "Permission
not granted! 'Tell the enginerooms we have very little relative wind across the
deck, but thefship will change course at0530 to 'obtain a favorable wind for
blowing tubes one last time prior to entering San Diego." e
DECK LOG - ROUGH REMARKS SHEET
UNITED srnzs saw ' I 5 e , 1955
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Well, that iust about wraps up this last mid, as longand tiring as the others, but
wtih an increasing element of anticipation as first San. Clemente and then the
mountains 'behind San Diego appeared on the radar scopes. The watch is restless
and men below in an' ,uneasy sleep. Channel fever isfin theair, that old Navy.
ailment which never has a cure until the mooring lines are doubled up, thef brow
across and the men evaporated into- the charms of liberty ashore. The boatswain
mates will be on deck at first light for their fresh fwater washdown, and the
2 ll Eli
' on Q
- .Q .-
bridge will be so crowded by the estimated 'time of first land sighting that the
00D will probably have to move his watchto the foc'sle. Awaiting us ahead in
San Diego are the beloved families and sweethearts that we have only been able
to visualize during thelastsix months by worn letters and wrinkled. photos. Yes,
by 1000 this morning, the- HAMNER, tired, worn' andfsomewhat shaky, will be
resting 'peacefully along Pier ai-'1 at the Naval Repair ,Facility with her comple-
ment, scattering rapidly .toevery state in thefunion.Most will' retufrn to prepare
the HAMNER for her next cruise, but aa goodly number of them. will have crossed
the quarterdeck for -the last time,,taking Qwitha .them,l'mem,ories,flbothf sweet and
bitter, ofa cruise thatbrought'twolhu,ndredTitwentyimen, ,,'g basicallygunknown to
each other, together for six. full longfyfmonths.Starting-jWilhffthe firstvcruise, prepf-
Sfafivns ef LoneBeach.s,NHve'vsSh'vv4fd s an 1 a
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2-3 Vard Overhaul 32-33 Map of the crurse
4-5 Shrlos llrstory 34 The Greyhounds are off
6 Underway Tralnrng-Seattle 35 Polhfwogs in Revolt
7 Get Ready Get Set C0! 36 Beware! Polhfwogs
'S , , 37-39 The lnrtratlon
98 Ouffgfsg, Cavfafff 40-41 sum, my rsfan
10.11 373670 ffm 20014 42-45 General Quarters U
12-13 The Ch1efPetly 0fI7b6fS 426 47 iff? 'q"Sf'a"a
14-15 Declr Force 49 MANUS
15 5" GU""efS M3793 50 Equator Crossfng
17 3" Gunners hlates 51.59 MPM,
18 Ere Control Technrbrans 6-0 4,7 0p6,,a,,b,,S
19 Sonarmen and T0fDfPff0"2ff"1 61 We Salute wrth Reverence
20 Raqafmen 62-64 Replenrshment at Sea
21 ffadfomen 65 Shes a Feeder
22 Srgnalmen and Quartermasters 55,5 7 7,,,,-,gSUb,,,a,,7,e Wa,fa,e
23 Us and WWPNS 68 Cleanlng the Ballers
24-25 B0'!ef'f7e" 69 hlonrng the Shafts
26'-27 Machinist Mates 70,73 HONGKUNG
28 Sh1Qoh'tters and Auxilrammen 74,75 7,76 Ago
29 Electnoran and IC men 75, 77 -
30 Commissary and Stewards
31 0h7Slfs and Sfls
ny of the
Church, Ma1l8 Pay Calls
80-81 MANIL4, Phrlrloprne lslands
' 82-83 Holiday Routine
84-85 The Homeward Stretch
86-88 Roster of Pers
onnel RECEIV D
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The best place to start this story is where some of us first saw the HAM-
NER. She was a sad "fighting lady" straddling some fifty keel blocks at the bottom
of drydock 45:2 in Long Beach Naval Shipyard with only the bridge, funnels, and
mast structure showing above the drydock's high ocean retaining walls. Her
exterior was amassed with scaffolding, power, steam and water lines, pieces of
machinery, large and small tool boxes and various slow moving workmen with an
assortment of numbered and colored tin hats. ln her decks, gaping holes aired
the main engineering spaces at their worst moments with the machinery opened
up for either inspection or maintenance-and the remainder of the spaces covered
with grime, greasy rags, tools, chain hoists, and even dirtier members of the black
gang. Above decks the roar from dozens of chipping hammers, scaling guns, crawl-
ers, etc. drowned out all conversation and maintained the noise level not only
intolerable but, at times, unbearable. Mount 33 was off to the shop for repairs as
was the torpedo mount, and the mast, like mother hubbard's cupboard, was bare
for the lack of electronic gear. The bottom had just been sand blasted and primed,
and by the smell alone it was easy to detect that thenew anti-fouling plastic coat
was being applied. One of the big bronze propellers was still in the shop having
the nicks and chips of the last two years ground out, and 210 fathoms of M"
anchor chain lay in neat rows on the drydock floor shining of new black paint
and awaiting replacement in confines of the dark chain locker. To us, the
HAMNER looked more a cold, miserable, unkempt ghost than the warm, taut,
clean ship we had expected to see, but we knew it was to be our job, making no
mistake about it, to bring the HAMNER into condition again for her Septem-
ber deployment to WestPac.
lf our first view of the HAMNER was shocking, the following sights of the
crew and it's conditions were no better. The living compartments were in sham-
bles. Cables and ventilation tubes reduced the available space in each hatch, and
in place of the usual steel ladders, a wooden ladder could be found if one was to
be found at all. Bunks were for the most part down and littered about the com-
partments, and the steel lockers, many of them torn open or warped, were in bad
condition. Bulkheads were in sad need of paint, any kind, and the decks either
had the remanents of six coats of grey or had long since been worn down to bare
metal. The crew had to ride buses to all their meals with the HAMNER'S
mess hall and galley out of commission. Laundry service wasn't bad, but with
heavy work going on all the time, the men wore the oldest and most worn clothing
they owned with the hat, for the most part, an unheard of item. Where yard
painting was going on, any personal gear left out generally received enough paint
to make it's owner quite distressed and angry. The HAMNER, sitting high and
dry, became an oven on those hot May days in Long Beach. I
Of the crew, half came slowly trickling in from boot camp or other duty stations,
all new to the ways of the HAMNER and not able to be of much assistance
at this time. Those of the old crew were basically tired. The ship had, in February,
rust completed an eight month tour of WestPac, and the old timers were not the
least bit inspired or enthralled with the thought of working long hours patching
up the HAMNER for another tour come September. Leave and liberty came
first with these men, especially for those who were married. Each had family
relations which needed to be patched up or strengthened more than did the
HAMNER. Fortunately for most, this could be taken care of just by having the
man of the house HOME!!! The situation wasn't made any better by having the
HAMNER spend three of the six months allowed stateside at Long Beach,
some 100 miles from the home port of San Diego. However, the undeniable fact
that the HAMNER could have undergone overhaul in San Francisco or Bremer-
ton kept the married men from complaining more. For the bachelors, Long Beach
was much better than San Diego simply because there existed here a lower boy-
grrl ratio, and San Francisco, WOW, if we could have gotten there!!!!! At any rate,
married or single, old or new, at 1100 each Friday, the HAMNER became
almost completely devoid of personnel, having only enough for the weekend cold
iron and sentry watches plus one duty officer. ln athletics, the HAMNER'S
Sta! V050 again in softball games, pistol matches and the biweekly meeting ofthe
wardroom officers on the golfing green.
Slowly, the weeks of the yard and ship's company work began to show progress.
The ship was floated off the keel blocks May 17th and moved dead stick along-
side the CHANDLER at Pier Two. By now, most of the exterior of the ship had
been entirely chipped, primed and grey painted by the gunnery and operations
personnel. Below decks, as fast as the crew could mask off a compartment, the
yard painter sprayed everything and anything in it. We all had plenty of oppor-
tunity to observe the efficiency of the yard workers, reaching it's peak at 1645
each day for the crossing of the gangway movement, so the less said about this
the better. Dock trials came on the 27th with the HAMNER passing all tests
for being able to steam while tied up alongside the pier. By this time the crew
was messing aboard again, and the living compartments were beginning to look
much better. On Tuesday, lune 4th, the ship went out for engineering trials with
a dense fog limiting the speed to 15 knots. The final electronics trials were run
on the 11th, and by the following Monday the ship was finished with the shipyard
-no more money-no more time. Somewhat bewildered in just what had or had
not been accomplished in the yards, how long we could expect the repaired equip-
ment to operate and the momentous amount of work still to be done, an unsteady
crew took the HAMNER out on her own.
The HAMNER didn't get out of sight of the pier before the evaporators
started giving trouble, serious trouble that was to plague us for many months and
become a subject dear to each man. During the first week out of the yard, the
HAMNER ran sonar calibrations at sea, finished up her topside painting while
anchored in the outer Long Beach Harbor with no liberty and loaded ammunition
at Seal Beach before sailing from Long Beach first west, directly in the trough of
the seas to stabilize our shaky sea legs, then south, the direction we wanted to
go in the first place and finally east, to make up for our going west, to arrive at
buoy 25, San Diego Harbor in time for 1300 liberty call, Friday, 21 June. Home
' ' 1 ' "S-1. -'4-S-..
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Before progressing further with the story of this cruise, let us
reminisce of the origin of the name "HAlVlNER" on the navy's roll
of honor, the birth and construction of destroyer hull :QE718 and
the ensuing eleven years since commissioning.
Working rapidly during the passing months of World War ll, naval
architects and designers sought to blueprint for shipyard production
a new type of destroyer which would incorporate many recent battle
proven features considered vitalto the rapidly modernizing navy
and still maintain the high speed-low weight-medium range charac-
teristics of the typical destroyer. The end result became the Geary
Class, 2250 ton, long hull destroyer, and, to be built in accordance
with these plans, the keel of hull il:718, authorized in luly 1942,
was finally laid in April 1945.
While these first keel beams were being laid, far across the Pa-
cific off the coast of Okinawa a weary sleepless destroyer waited at
General Quarters for another life and death struggle with the kami-
kaze aircraft which had been plaguing the fleet with a suicidial reign
of terror and fiery death. From the forward director a young hag-
gard gunnery officer, Lieutenant Henry Rawlings HAMNER, fixed his
gaze on the fast approaching, bomb laden kamikaze aircraft bent on
sinking his ship. As the planes closed within range he directed the
battery fire and kept track of each plane as one by one almost all
dropped out, disappeared or exploded before the roar of the five
inch and 4Omm,' the orange-red streaming tracers and the rapid
exploding of shells. However, there was one plane which, no matter
how many guns Lt. HAMNER brought to bear on, refused to go down,
coming in, badly damaged, through the dense clouds of smoke and
flak toward the vague silhouette of the director and crashing - - -
To commemorate Lt. HAMNER'S valiant efforts to defend his ship
and to perpetuate his name on the rolls of the Fleet, hull 54718,
under construction at the Federal Ship Building and Dry Dock Com-
pany at Port Newark, New lersey, was officially titled USS HAMNER
in his honor and launched on 24 November 1945. Commissioned
on 12 July 1946, the HAMNER was ordered to duty with the Pacific
Fleet in December after her shakedown cruise at Guantanamo Bay,
Cuba and post commissioning repairs at Brooklyn Naval Shipyard.
The next eleven years of full activity passed as indicated in the
WestPac Cruises Operating Yard Overhauls
.an 47-Sep 47 Oct 47-Feb 48 Mar 48-lun 48 Bremerton
Nov 48-lun 49 lul 48-Nov 48 Dec 49-Mar 50 Mare Island
.iul 50-Mar 51 Sep 49-Nov 49 lul 51-Aug 51 Long Beach
Oct 51-May 52 Apr 50-Jun 50 lun 52-Sep 52 Long Beach
tan 53-Aug 53
Apr 54-Sep 54
Jlun 55-Dec 55
Jul 56-Feb 57
Apr 51-Jun 51
Oct 52-Dec 52
Oct 53-Mar 54
Sept 53 Long Beach
Sep 54-Jan 55 Long Beach
Mar 57-lun 57 Long Beach
lan 56-lun 56
HAMNER ports like Yokosuka, Kobe, Sasebo, Hong Kong,
Kaohsiung, Keelung, Buckner Bay, Midway, Guam and
Subic Bay are old stuff with most in the schedule at sometime
during the six to eight month tour of the Western Pacific. Other
ports such as Manila, Shanghai, Nagasaki and Atami were made
only on a few cruises. During the first tours, the HAMNER
operated mainly out of Tsingtao, China prior to the closing of
the Bamboo Curtain, and since the commencement of Korean
hostilities a two to four week tour of picket patrol duty in the
rough shallow waters of the Straits of Taiwan has been a thorn
in every destroyer's schedule. Only on the eighth cruise did the
HAMNER have the opportunity to dip below the equator to visit
Australia for a taste ot her excellent ports and beautiful women.
Untried to date by the HAMNER are the fine ports of Europe and
South America which only a cruise to the Mediterrean or around
the Horn will allow the HAMNER to chalk up. Unforseeable as yet,
these opportunities may still be over the horizon in the dawn of
cruises to come.
As for combat, the HAMNER, of course, missed the big war, but
she was "on the way" with the rest of DESDIV lll at the first call
during the outbreak of the Korean War. Defeat and tragedy filled
the air on her arrival as she assisted in the evacuation of Yondok
and the defense of Pohang. With the turning of the tide of battle
in September, the HAMNER assisted in the landing at lnchon and
watched the rapid progress of the Eighth Army into North Korea.
Shocked and stunned at the sudden reversal of fortunes during
the tragic winter of 1951-52, the HAMNER participated in the
evacuation from Hungnam the core of our ground forces and their
valuable equipment from the grip ofa tightly closing trap. During
her succeeding fourth and fifth cruises the HAMNER, up to the
cessation of hostilities on 27 July 1953, spent much time on the
Bombline giving fire support to forces ashore or screening larger
bombardment ships as they roamed up and down the Korean
coastline. For her part in various combat missions, occupations,
or other maneuvers, the HAMNER has been awarded the China
Service Medal, the Navy Occupation Medal with Asiatic Clasp, the
Korean Service Medal and five combat stars, the World War ll
Victory Medal, the National Defense Service Medal, the United
Nations Service Medal and the Korean Presidential Unit Citation.
From her record it is easy to see that HAMNER spends most of
her time at sea. To elaborate, 45fK, of her time is spent enroute
to, from or in the Western Pacific area with the SEVENTH Fleet,
and 10'K, more can be attributed to other cruises, such as the
1949 NROTC summer cruise to Panama via the Galapagos Islands
or to overnight operating near San Diego. For the crew, time in
port but still away from liberty, sweethearts and families in San
Diego must be counted as an additional 12fK, for shipyard over-
hauls and 1O'K, for duty days spent swinging around a buoy. The
summation indicates that, through the eleven commissioned years,
the crews of the HAMNER have averaged only twenty days out of
each hundred on liberty in the home port of San Diego.
With the advent ofthe jet airplane and taster, more maneuvera-
ble submarines, newer, better, more expensive and generally
heavier equipment is installed at every bi-annual yard overhaul.
Since commissioning, the radars have been completely replaced,
the 40mm mounts uprooted and three inch fifties put in their
places, a new fire control system added, better sonar equipment
installed, the old single posted mast gone in favor of the tripod,
better messing facilities added and many other alterations effected
in the effort to keep the destroyer navy abreast of the times.
So this was the HAMNER as we met her, in the middle of her
fifth full overhaul and in the last quarter of her eleventh year of
naval service. Some citizens remark that in view of modern sci-
entific advances, the HAMNER is too old for effective battle serv-
ice. True, the newer Forrest Sherman class destroyers will eventu-
ally take the place of the HAMNER and her 2250 ton sisters, but
not until well into the next decade. Until then, the backbone of
the destroyer navy will continue to be ships like the HAMNER. As
Dunkirk, Midway, the Battle of the Atlantic, and Hungnam have
all proved, a scientifically modern navy on paper or in construc-
tion can never, in battle, substitute for ships in existence, present
at the scene, and manned by men with the training, the will and
the courage to fight them with every means available. This is the
reason the HAMNER is currently in commission and the answer
to why we are aboard her!
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AND SEATTLE SEA FAIR
During July 1957 the HAMNER spent three weeks in what is
known as underway training to bring the training level of her battle
organization up to Pacific Fleet standards. Gunnery, ClC, damage
control, and ASW teams were sent to various shore schools during
the first week for basic indoctrination and practice while the Fleet
Training Group observers thoroughly checked over the ship's ad-
ministrative and material condition. The next two weeks were filled
with shore bombardment at San Clemente Island, surface and air
gunnery exercises, single and dual ship ASW attacks, tactical ma-
neuvers and numerous engineering and damage control casualty
drills, each made all the more difficult by two outbreaks of the flu
striking down roughly twenty men each time. With the final battle
problem on Saturday, the 27th ending our training, we had barely
one week of upkeep before starting out on our trip to the Seattle
Leaving San Diego on Saturday, 2 August, the HAMNER pro-
ceeded in company with the USS LOS ANGELES CA 123 and the
seven other ships of DESRON 11 along the Pacific Coast toward
the Straits of Jaun de Fuca and Seattle. Off Astoria, Oregon, the
HAMNER fired twelve salvos at one of two taget LSlL's with one
possible hit and then watched from the sidelines as the LOS AN-
GELES and DESDIV 112 sank the two LSlL's. Arriving in Seattle on
Wednesday under disappointingly cloudy skies but with good view
of the beautiful Northwest woodlands the squadron paraded in
column past the waterfront to mark our entry into the city's annual
SEA FAIR. Mooring at Pier 91, five days of early liberty gave us
ample opportunity to participate in the street dances, dinners,
cocktail parties and Sea Fair Balls, to venture out for sightseeing
and to take in the famed annual Gold Cup speedboat races on Lake
Washington. While we were out seeing Seattle, the Seattlites in-
spected the fleet units which were open each day for general visiting.
Even with the good liberty .we still had plenty of problems aboard.
To mention a few, the Commodore held a personnel inspection on
Friday, an electric flash, caused by a poor high powered cable
connection, imposed partial temporary blindness to five of our men,
and the air ejector condenser for the main evaporators had to be
completely retubed before leavingport. The ships left Seattle be-
hind early Monday morning, 11 August, well satisfied with their
visit, slowed down enough for air defense exercises in the cloudy
weather off San Francisco and then set sights for 1300 liberty call
Thursday in San Diego.
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Once back in San Diego with only a short month before deployment,
things went into a furor. We had a pre-deployment inspection by COM-
CRUDESPAC to determine if the HAMNER was ready for deployment Cas
if this was in questionlip the necessary instructions for operations in
WESTPAC came through the mails for careful routing and accounting,
two days of Hunter Killer exercises were conducted, a dependents cruise
slipped in at the last minute, and our last two weeks in San Diego were
spent alongside the tender, USS PRAIRIE AD-15, in a rush of much
needed maintenance instead of alongside a pier for much desired liberty.
The evaporator's erratic performance, making water hours necessary for
most of the summer, remained our number one unsolved problem
throughout the availability.
Topside, everything had to be painted over or lashed down in
preparation for the long voyage ahead, and, in the Supply Department,
hair turned grey as problems of obtaining the necessary food supplies,
general stores, and spare parts complicated with each passing day.
Only late on Saturday, 14 September, with the ship resting alongside
Pier itil, did the activity taper off for a last respite before the Western
Pacific cruise began. Mostly bachelors had the duty the last day, Sunday,
15 September, with mixed emotions prevailing. They would miss San
Diegog the life overseas was predicted to be hard, but thoughts of coming
liberties in Australia, Japan and Hong Kong upheld the uneasy feeling
of "let's get going."
. I , M
ET snr, Go!!
ln our homes throughout the San Diego area, the approaching of
the departure date was marked with increasing anxiety. Though the
HAMNER's preparations consumed a greater portion of the time with
each passing day, the bachelors had to take up the slackg we married
men were not about to sacrifice any of the precious little time left with
our families. Affairs of the family had to be put in order and stabilized
for the next six months. Our wives, the homemakers and the sources of
our basic happiness, needed comforting and consoling to the lonely
months ahead and for the role each must play as single head of the
family in providing the children with love, discipline, assistance, affec-
tion and, above all, the happy times normally enjoyed with both parents
during Thanksgiving, the Christmas season, Valentine's Day and the all
important birthday parties. A deep empty feeling settled in as the bags
were packed this last time with the additional clothing and uniforms
normally kept at home. With the break of dawn comes the last quiet
breakfast, a light peck on the cheeks of the children for the most part
still asleep, the slow drive to the Naval Station, a final lingering kiss
with the wife without whom life is going to be an empty six months
and the inevitable sad walk down the pier and across the quarterbeck.
There can be no looking back now, and tears will do no good. The time
is at handy we have a job to do. Let's get it done!
UUNDERWAY, SHIFT COLORS!"
"Captain! !! This is the Officer of the Deck speaking, Sir. Signal in
the air-x-ray Romeo tack Three Charlie Four tack Zero Eight Zero,
Station One Choir Boy. Our station will be number five. I intend to
come right to one five zero at twenty knots upon execution." How the
captain, upon hearing the OOD bellow this information through the voice
tube to his sea cabin, can snap immediately out of an uneasy sleep to
focus this situation in his mind, make a thorough evaluation and issue
correct orders during the thirty seconds before the signal is executed,
will probably remain a mystery to those who will never be a command-
ing officer. However, Captain Teeter did this every single underway night
for 26 months without error, not an easy thing to accomplish while dis-
playing confidence in his lesser experienced officers.
Commander Phillip' Hitchcock TEETER, our first Captain of this cruise,
is a hefty man of medium height and a former All-American during
his football and baseball days at the University of Minnesota while he
studied for his Bachelor of Arts in Business Administration and a
Bachelor of Science in Mechanical Engineering, specializing in steam
power. Born 31 May, 1919, in Corvallis, Oregon but living many of his
ensuing years in Minneapolis, Minnesota, the Captain presently resides
at 5667 Raymar Avenue, San Diego, with his wife, Anita Swendseen,
and their five children: James Steven, 8, John Robert, 7, William Jeffery,
5, and the 3-year-old twins, Catherine Lee and Charles Stewart. Though
educated to be a professional engineer, presently registered as such
in the State of Minnesota, Commander TEETER's plans were altered
somewhat by the growing war clouds of 1941. Entering the Navy in
July of that year, the Captain's career from his "green" ensign days
followed as briefly described below.
FROM: TO: STATION: DUTY:
JULY 41 SEPT 41 Georgia Tech Univ. Student Officer
SEPT 41 SEPT 43 USS SMITH DD378 Engineering!Damage
OCT 43 NOV 44 USS BENNION DD662 EngineeringfDamage
V Control Officer
OCT 44 JUNE 45 University of Michigan Post grad study-
JULY 45 JUNE 46 D.C. School, NavBase, Instructor
JULY 46 JUNE 47 General Line School, Post Graduate Study
JULY 47 DEC 48 USS GOODRICH DD831 Executive Officer
JAN 49 JAN 51 NavBase, Guantanamo Aide to Commander
FEB 51 JULY 52 USS HAWMAN DE416 Commanding Officer
AUG 52 SEPT 55 O.N.l. Washington, D.C. Office in Charge
JUNE 42 LTJG OCT 45 LCDR OCT 42 Santa Cruz
APR 43 LT MAR 52 CDR NOV 44 Surigao Straits
5 Being a solid veteran of the destroyer Navy and having earned the
Navy Cross for extinguishing the rampaging fire caused by a near fatal
kamikaze suicide plane crash into the bridge of the SMITH during the
Battle of Santa Cruz, Captain Teeter came aboard the HAMNER at
Haohsiung in October, 1955 well prepared for his tour as Commanding
Officer. The Captain established, during his 26 months aboard a "benevo-
lent dictatorship' in maintaining close account of events at hand while
upholding, as only a good captain can, an atmosphere of cheerfulness
and ease in the wardroom. Taking the HAMNER through the first 2M
months of this cruise, Captain Teeter left our new commanding officer a
first rate team with which to assist his "breaking in" to the ways of the
HAMNER. Yes, it was a TEETER-trained OOD who brought the HAMNER
alongside the TICONDEROGA in the twilight morning darkness of .7 De-
cember to transfer Commander Teeter by highline for the first leg of
his long journey home.
"Goodbye, my Captain, thank you for the pleasure of serving under
AND THE SECOND
Instead of receiving a captain new to the ways of a destroyer, the HAMNER'S crew was delighted
to discover that Commander Robert Richard DUPZYK was also a salted veteran of the destroyer
navy. ln fact,'the Captain was almost blown off the destroyer ZELLARS in April,Yl5,during the Okinawan
Campaign when a kamikaze plane crashed below the second mount and exploded its torpedo in the
scullery to demolish everything below the bridge between the first mount and the forward fireroom.
The Captain, recently accustomed to the formalities of carrier and staff duties, brought with him,
for better or worse, a little more "regulation" than had been known on the HAMNER during the
previous few years. His determination and careful guidance obtained for the HAMNER the tremendous
results of the second Yokosuka availability, and his willingness to let the 00D's handle most of
the various tactical maneuvers, even the one that almost hit the WILTSIE, inspires great confidence
in these officers.
To our Captain Dupzyk, the U.S. Navy is HIS navy, and the past 24 years of devoted service have
borne this out well. Born 17 March, 1917, in Broderick, California, the Captain left Sacramento
Junior College in September, 1934, to start his naval career in San Diego as a boot recruit. After two
years of enlisted service he was sent to the Naval Academy, he was commissioned in 1940. He has
skippered PT Boats, the MARSH IDE-6991, and THE SULLIVANS CDD-5379, served as Navigator of
the CLEVELAND CCL-555 and the battleship MISSISSIPPI, and served as exec in the STRINGHAM
CAPD-65 and the ZELLARS CDD-7775. Yes, he is a little more "regulation," keeps a tauter ship,
demands more of officers and men. He is "all navy," tremendously enthusiastic about the HAMNER,
proud to be shipmates with the officers and men of the HAMNER.
How well the ship will fare in the ensuing months is hidden in the unforeseeable future, but if
trends can be used as a guide, the Captain and the HAMNER will continue to mark up "E's" and
acknowledge "Well Done's." Being assigned to a ship moored to a pier makes the'Captain restless,
even though it allows plenty of time with his wife, Viola JoAnne, and their two children, David
Patrick, 6, and Diane Elizabeth, 5, at their Coronado, California, home. For our Captain, the roll of a
ship is his stabilizer, and the operations of the Navy, destroyer or otherwise, are his life.
55 xx.u,.,xX-,,s..g X-...N NOX- -nw--xxxvxxxxexxx--NA I I
LCDR R. G. WALLACE LT H. E. KARBACH, IR. fMCl LTIG G. W. BAUMANN, IR. LTIG D. A. GOITSCHALK LTJG R. M. IONES
Executive Officer Q57 Squadron Medical Officer Operations CUM GUIIIIBW EHEIHCGTIHH
LTIG E. L. SIKOROVSKY LTIG C. F. IDE LTIG R. G. BETHEL ENS W. D. HIATTT ENS C. E. WILLIAMS
Supply Operations 12151-CIC l' First Lieutenant Damage Control Assistant Communications
Electronics 13157 - MPA l2l
Missing from Pictures:
LCDR I. CASTRO, Executive Officer lll
LTJG D. T. WOLFE, Navigator MMD
ENS D. I. PAINO, CIC Officer Q21
ENS T. CAMERON, JR., ASW Officer
ENS G. L. BEIERLING, IR. ENS C. I. DAVIS, lll
Assistant First Lieutenant Main Propulsion Assistant l2l
A cup of strong coffee, a hearty sandwich and the warmth of a foul
weather jacket all prime the sleepy O4-08 Officer of the Deck for his
chilly hours on the bridge. Careful reading of the captain's night orders
under the chart table's dim red light provides the relieving OOD with
his basic orders before stepping out on the darkened bridge to adjust
his eyes to the night. After memorizing the cruising information and
viewing carefully the ship formation both visually and by radar, the
exchange of "I relieve you, sir" and "I stand relieved" sends the weary
OOD below and leaves the new OOD charged with the safety and proper
operation of the HAMNER for the next four hours, the four hours that
will unfold, with the break of dawn, the events of a new day. How well
the HAMNER will do in the day's operations depends heavily on the
foresight and preparations of this OOD and those who follow.
Though it seems that we are always on the bridge while underway,
watch standing is only one of the many and varied duties of the officers
of the HAMNER. Trained specifically for administraton and more gener-
ally in all the phases of HAMNER operations, each officer can expect his
three years aboard to support a wide variance in duties assigned. He
may be assigned to the gunnery department for one year, the engineering
department the next and the last year may find him in operations. ln
each job as either department head or division officer he is the man
who handles the administration, coordinates the efforts of his men for
most effective maintenance and training, and compromises the differ-
ences between them and the other sections of the ship. Gathering
around the wardroom table, the officers are frequently in conference as
the captain's policies are dictated, the overall training schedules for the
ship are formulated, conflicting personnel and materials of the divisions
and departments are compromised or a new "volunteer" is selected for
the position of wardroom mess treasurer.
On the light side of life, 'the HAMNER's wardroom is one of the
happiest in the Fleet. There is no contesting the superiority of the food
served during the meal hours or available at any hour for snacks, and
we all carry about ten extra pounds in attestment to this fact. Most of
the wardroom officers prefer to go ashore together, sometimes in small
groups and sometimes enforce. The jolliest times for everybody are those
in which nine to ten of us gather in the club for a few rounds, with
the dice deciding who pays. There have been evenings when the entire
group, after going separate ways earlier, have gathered in the wardroom
for a boisterous celebration to cap a good liberty. In Hong Kong we set
all kinds of records for going broke, with most officers buying three
times over their previously set limits.
Most of us in the HAMNER's wardroom are reserve officers determined
to give the Navy and our country three excellent years of service before
returning to civilian ranks. Serving aboard the HAMNER provides us an
excellent background in leadership and administration which will be
invaluable in our future professions. The regular officers find the rugged
three years aboard the HAMNER the best experience they can gain toward
a well rounded ,naval career. Both types of officers know the HAMNER
is their ship and their trust for the three-year tour of duty, and each
officer strives to take with him from the HAMNER, when his tour is
done, the satisfaction of a job "WELL DONE."
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Ackemvmu, Roc oAvis, Mivic PUFFENBERGER, Bivic FLANAGAN, GMC LAKE. RMC
EGNOSKI HMC JONES, MMC KIMMEY, csc iosEPHsoN, atc RAMsEY, Frc
P E T T Y BENNER, MMC BELL, BTC COURTNEY, BTC
Once the sailor has commenced a second tour with the Navy and sews
on that first rating badge, his primary aim is to attain the position of
Chief Petty Officer as soon as possible. ln some of the open rates this
goal can be realized in a few short years, but in other rates where the
supply greatly overbalances demand, this achievement may be the final
attainment of a full twenty years of service. Whatever be the case,
stepping into chief's quarters and exchanging the dungarees for the
khaki brings the enlisted men into a new world, one of increased respon-
sibilities and of highly anticipated privileges.
Down through history the Chief Petty Officer or the Senior Petty
Officer has been known as the "Backbone of the Navy." Having absorbed
a vast practical knowledge of his specific technical field, the chief or
leading petty officer is the basic leader of the Navy's working men. The
Chief Petty Officer does not relay orders from his officers to his men,
but instead he receives his basic orders from his division officer, analyzes
them thoroughly for complete understanding, formulates his own orders
and issues them with a positive attitude that leaves the men no doubt
as to who is boss! The ability, attitude and temperament displayed by
the chief in issuing his orders, supervising the progress and inspecting
the results are the governing factors controlling the attitude toward and
the energy put forth by his men to accomplish any job. Make no mistake
about it, the men work for the chief, and woe be it to the man who
crosses his chief. Every request chit submitted, for leave, early liberty,
standby, special pay, etc., must go through the chief with his veto
virtually assuring negative response further up the chain of command.
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He is the man who assigns the good duties and the bad, who administers
the training and decides when the individual is ready for advancement
and in whose "pocket" the coveted liberty cards are kept, "lost" some-
times for days when the chief is angry.
"Tread lightly and carefully while entering chief's quarters, lad, for
the chiefs do not like the privacy of their quarters violated without good
cause." Chief's quarters, a most secluded area aboard the HAMNER,.is
one of the well deserved rewards accompanying the position of Chief
Petty Officer in recognition of their responsibilities and highly technical
skills. The chiefs here enjoy, away from the bustling activities of the
crew, the relative privacy of their own mess, recreation area, berthlng
compartment, pantry and head. For the chiefs, there is no waiting in the
chow line for an unselected portion of the meal to be placed on a tray.
Instead, the chiefs are served their meals, the choice of that offered in
the mess hall, on plates in the quiet atmosphere of their quarters, and
each knows that if he should miss a meal or not particularly feel like
eating, there is always food in the pantry icebox to satisfy his offuhours
appetite. After having made 0600 reveille for many years, the privilege
of sleeping in till 0700 is taken with so much enjoyment that occa-
sionally a chief may even miss quarters. Yes, the chiefs getfirsticrack
at the movies coming aboard and of the new magazines received in the
mails, and no man, who has time in the Navy, will ever contest the
chiefs for these privileges. For he knows that some day, some how,
he'll make Chief Petty Officer, and then those privileges will be his.
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THE DECK FORCE
FIRST DIVISION DECK-Front Row: MALONE, WICKS, IENKINS,
W. R., JOHNSON, V. H., BERRY, J. R.: Back Row: PACK, CROM-
WELL, SMITH, LTJG BETHEL, WALLROFF, NELSON, E. E., BERRY,
M. W.: Missing: SAADI, LUNSFORD, FUENTES, PUFFENBURGER.
From swab down in the morn till well after 1600 sweepers, we of
the deck gang, undermanned as usual, can be found working the
sides, cleaning or painting weather deck areas or, during foul weather,
blocking every inside passageway with our scrubbing and painting.
Topped by our two boisterous but very effective leaders, the Boatswain's
Mates of the HAMNER fight the continuous, often despairing, seldom
encouraging battle to preserve and keep shipshape the exterior areas,
the,crowded heads, and the equipment-packed passageways. To ease
our never ending need for more men, almost every seaman apprentice
reporting aboard fresh out of boot camp can look forward to a manda-
tory tour of duty with us to orient him rapidly to the rigors of destroyer
life before he is considered eligible to strike for other rates.
We are the "Turn To" gang on this ship, make no mistake about it.
It is we who ride the spinning anchor buoy while struggling to link up,
crawl out the mooring lines to tie on rat guards, and spend days
suspended over the sides in the dinky boatswain chairs or from swing-
ing stages. Whenever there is a refueling or transfer at sea to be
accomplished, the deck gang does the rigging, handles the greater
share of the inhauling, and receives, on occasion, the soaking black
slimy oil spray from an overflowing oil trunk or parted fuel hose. Upon
sighting our next port of call, little time is left for daydreaming of
liberty ashore, the "Boats" keep us keenly aware of more timely tasks
at hand such as a complete fresh water washdown of the ship, rigging
of awnings, laying out of mooring lines, assembling the accommodation
ladder and preparing the motor whale boat for its various duties in
port. The clutter of paint cans, uncleaned brushes, soiled rags, and
worn canvas about the paint locker in port or underway and the figures
of tired men, paint brush or chipping hammer in hand, at random
about the decks indicate we're busy, and as the other one hundred
and seventy HAMNERites start their eternal complaining about the
blocked-off passageways, secured heads, or roped-off deck areas, you
KNOW the deck force is turning to! Keeping the HAMNER's appearance
squared away is OUR job, and we give it our best!
We also draw our share of the watches varying at sea from the
various lookout stations, all either under the torrid tropical sun, in
the face of heavy winds, torrents of rain and bow salt water spray or
SECOND DIVISION DECK-Front Row: FOWLER, R. H., RITCH
DUFFY, SWALLOW, FLOYD, F., RO0TS:iSecond Row: ROBINSON
MEBUS, TAUL, ENS BEIERLING, SUMNER: Back Row: ROSENFIELD
BELL, S., BADAYOS, McCOgMICK, CALDWELL, MAKIQ Mlsslng
COX, I. E., CHEVEZ, SIMS, F WLER, C. S., JENKINS, D. L.
during the frigid black nights of the Taiwan Patrol, to the more shel-
tered duties as boatswains mate of the watch, helmsman, lee helms-
man, messenger, and phone talker. After a tiring day's work on mport
duty days, there is no escaping, no matter how much we try, the long,
uneventful, lonely, sleepy bow or stern sentry watches. However, regard-
less of how long, tiring, tedious or repetitious our duty may be, we
Boatswain Mates boast with great pride that our rate, senior in the
Navy, was pulling its load in our Navy long before most of the other
rates were conceived and will continue to do so long after they have
expired. For there is no ship, sail, oil or atomic powered, Man 0' War
or merchant, that will ever put to and stay at sea without us.
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FIVE INCH GUNNER'S MATES-Front Row: FULMER, C. R., RUSSEL, 0'NEIL, SAUION,
WILSON, I. F., MILLER, R.: Back Row: FLANAGAN, MARTIN, PURDY, BAIN, WARD, H. H.,
RYAN,- LTIG GOTTSCHALKQ Missing: POOLE.
FIVE INCH GUNNER'S MATES
Three primary design factors, concentration of fire power forward
for aggressive sea action, accuracy for providing close-in fire support for
troops ashore and rapid defensive fire against oncoming aircraft at
either high or low elevations are all combined into the HAMNER's three
5"f38 mounts which we of the five inch gun gang so meticulously
guard. Experience has proven that our guns will provide reliable fire in
actual battle for the accomplishment of these missions only if the pre-
ceding days, months and even years have shown careful cleaning,
lubricating, protective oiling and constant performance checks by the
assigned gunner's mates. ln accord to these standards, we can boast
freely that our guns of the HAMNER's main battery are ready! !
We're not seen much topside except for chipping and painting of
the exterior of the mounts, cleaning and oiling the bores, or greasing
up the bare metal portions of the barrels. Most of our work takes place
inside the mounts or handling rooms where no salt, grit or dirt can
be toleratedg the hundreds of fittings, gears and cams, the chain hoists
and the various motors must be kept thoroughly lubricated, and areas
of bare metal such as the recoil and slide assemblies, loading trays,
breech block and breech areas are maintained smooth, shiny and cov-
ered with a thin protective layer of oil. Whenever a casualty develops,
it must be expeditiously repaired, and we are constantly probing to
find advancing stages of future trouble. On days of scheduled firings,
we take our guns through complete pre-firing checks to minimize the
possibiliies of a casualty during the actual firing runs, and immediately
after General Quarters, its turn to to erase the corrosive or damaging
potential of residue powder, burnt-off oil and general soot which seems
to appear from everywhere during the shock of firing. Overall, our one
main peacetime objective is to get that big white "E" painted on the
side of the mount and keep it there! ! !
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THREE INCH GUNNERS' MATES-Front Row GIBBS IDDINGS
MALTBIE, HUNSBURGER5 Back Row: LTJG GOTTSCHALK RENKEN
BOWEN, WAGES, FLANAGAN.
THREE INCH GUNNER'S MATES
While gazing at those lumbering well sheltered five inch mounts, don't forget us up here in the
open, fast slewing, rapid firing 3"f50 mounts. Maybe the bigger guns have more range, but during
the last minute to few seconds before an attacking aircraft is overhead, the period that counts, our
three inch guns can put out twice to three times as many rounds with as good or better accuracy
to triple the HAMNER's short range fire power. ln maintaining our guns in top condition and striving
for our "E," we of the three inch gun gang have two big problems. The first problem is the constant
infiltration of salt air and spray into every corner and barely accessible area of the mount, resulting
in hundreds of rust spots, despite the canvas covers normally kept over the guns while at sea. The
second is the relative delicateness of the loader mechanism, installed over the basic single fire
guns to convert them to rapid fire antiaircraft weapons, in comparison to the loader of the simpler,
shorter range and out dated 40mm guns which the 3"f50s replaced.
Facing these problems squarely, rolling up shirt sleeves in warm weather and zipping up foul
weather jackets during the cold, armed with a pot of red lead, another ot grey and a third of
grease, dangling four or five wipe rags from dungaree pockets, as needed, and hiding for our use
only wire and paint brushes "borrowed" from other sections of the ship, we repeatedly tackle our
job to check the onrush of salt corrosion and repair the material casualties which threaten to leave
our guns inoperative at the very time we will need them.
FIRE CONTROL TECHNICIANS- Front Row: HOVER, O. A., BALDWIN, CROWDERQ Back FT 4, --T
Row: RAMSEY, STEWART, C. E., MAIENKNECHT, KAIN, JOHNSON, C. N., ENS CAMERON.
Hardly anybody had ever beard of a Fire Control Technician in the
Fleet twenty years ago or dreamed of their forthcoming widespread use.
However, with the advent of fast moving, highly maneuverable aircraft
and the necessity of firing at surface or land targets obscured from
vision by fog, haze or darkness, control of gun laying passed, for the
most part, to us FTs manning gun directors and plotting rooms equipped
with automatic or semi-automatic tracking equipment. This equipment,
housing numerous electronic and mechanical computers, leads the aim
of the guns ahead of the target enough to compensate for the relative
motion between the HAMNER and its target, the target's elevation, the
projectile trajectory, the propelling force of the powder and the amount
of gun barrel erosion caused by past firings and will keep the guns
pointed at the correct position in space despite the perpetual rolling
and pitching of the ship. Highly skilled, electronically inclined men
such as we are vital in operating and maintaining the complicated
radars, consoles, computers, stable elements, servo-mechanism, ampli-
dynes, etc., any of which can develop a casualty at the most inoppor-
tune time to disrupt an otherwise perfect target acquisition and gun
laying solution. On the first indication of such a casualty with the ship
at General Quarters, we have to determine immediately which compo-
nent the casualty is in, open it up, locate the faulty parts among the
maze of wires, tubes, resistors and capacitors, race to the tube or
spare parts locker for the replacement, install the part and check the
equipment for proper operation, all in a manner of minutes. To be able
to do this takes many hours of on the job training probing through the
various components to become familiar with each part, its function and
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the possible resulting system or component casualty based upon its
failure. Normally we run daily performance checks to detect improper
operating levels or telling signs of forthcoming failures and make what-
ever repairs or adjustments deemed necessary. For, whenever General
Quarters is sounded, we will not accept anything but peak performance
from the fire control systems so necessary to the accomplishment of
the HAMNER's mission, whether it be striking for the "E" or an actual
war engagement, ,
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ff SDNARMEN Front Row GRIGGS HOVER A D HODGE
EWU? ,A Back Row:-wnno, T. 'M., REEVES, ENS. DAMERONZ
Closing the WILTSIE with a relative speed of over fifty knots on a
Except for occasional maintenance to the hedge hog projectors and
the depth charge racks, we sonarmen have little affinity for the fresh
ocean breeze topside. Our preference, quite naturally, is to remain within
the confines of our kingdom, the sonar shack, where, in addition to our
acoustic-electronic equipment by which submarine detection and attack
is possible, we maintain an ample supply of magazines, books, candies,
cookies, peanuts, etc., plenty of hot coffee, a mattress for off hours
snoozing, various varieties of shoe shining materials, and, best of all,
a unique amount of privacy from the bustling activity topside. During
operations with the Seventh Fleet it is our beam to beam search sweeps
by either echo ranging or hydrophone listening which provide the
HAMNER with its first warning of impending actual or practice subma-
rine attack, and, during the contact portions of these operations, the
accurate use of additional depth determining and solution generating
equipment makes a rapid succession of attacks not only possible but
commonplace. Having operating knowledge of our equipments and being
proficient in visual or audio differentiation between the peculiar traits
of old wake, water inversion layers, schools of fish and the first telltale
traces of a submarine compose only half of our job with the other
involving maintenance of our equipments, whether for normal cleaning
or for complicated rewiring. Having worked well as a team through many
ASW exercises, we feel strongly that, regardless of how close the scrutiny
or terse the comments across the conference tables, over foaming beer-
steins at the club or wherever ASW maneuvers are discussed, the
HAMNER's ASW reputation, thanks to us, will always remain amongst
clear hot tropical day, just -north of the equator, we torpedomen were
offered the slim opportunity of staking out of HAMNER's first claim for
an "E" during this competitive year. For the past few years, the results
of our shoots had been sadly disappointing despite the countless hours
spent carefully lubricating the torpedoes and tubes, chipping and paint-
ing the mount and director, aligning the computers and aiming devices,
testing out the propelling motors, recharging the compressed air and
running through many practice dry runs. While we waited nervously on
the mount and director, keeping the WILTSIE lined up in the sights
and applying the proper range, and bearing corrections, the bridge
suddenly made a radical maneuver to gain a better firing position,
settled on a course and gave us permission to fire. The torpedo burst out
in a cloud of compressed air, settled perfectly into the water and
except for the wisp of air trailing on the surface well behind it,
withdrew from our view. Long seconds passed while we waited, with
crossed fingers, for the announced results. "Hit, directly below my 422
stack" was passed excitedly over the pri-tae. WE DID IT! WE DID IT!
Finally, after years of famine, we've obtained our just reward. '
NV' 4 ul
TORPEDOMEN-Front Row: MANN, C. A., DECOUD, DIEHLg Back Row: Q 9
BUSHART, ENS CAMERON, DUCHARME, GRAGEg Missing: KETTERINGHAM.
RADARMEN-Back Row: ACKERMAN HENDRICKS POE CLARK JENNINGS
PURDY, Front Row. RUDE, GODWIN, MACDOUGALL, GONZALES, Missing. GLUCK.
"Interrogative flash brown" is the call in quest of hot fresh coffee by the sleepy
back sore radarman sitting before his PPI searching for traces of a contact that will
inject some "life" into his watch. Hot coffee seems to be the universal Navy stimulant
to long, repetitious, ever occurring watches, and the veteran radarman knows well that
the effectiveness of the stimulant is directly proportional to the "flash brown".fre-
quency. In our CIC CCombat information Centerj, the home of the radar gang, it is
always dark, as we find it necessary to turn off all lighting, the clear plastic status
boards and maneuvering tables excepted, to facilitate continuous search on the green
fluorescent PPI scopes of the air and surface search radars. With the lights dim we
ask, "How can anybody keep from becoming sleepy"g so bring on the coffee! I!
Combat's mission is to provide the Captain, through the Officer of the Deck, with
the necessary information of all tactical events external to but directlyconcerning the
HAMNER. Steaming in formation with other ships, we must be alert to pick off tactical
signals "in the air" whether coming in by flag hoist, signal light or voice radio, break
the meaning of the signal, rapidly work out the maneuvering board problem and send
course and speed solutions to the OOD on the bridge FAST before he starts bellowing
down the voice tube. As the HAMNER maneuvers combat must send up timely infor-
mation concerning course adjustments, the guide's range and bearing when on station,
the exact time for returning to base course and speed to avoid overshooting station, etc.
As the OOD is keenly concerned with collision possibilities, he demands to be informed
of the ranges and bearings to and the courses, speeds and CPA's of every surface
contact and will send back a terse rebuttal for every wrong piece of data submitted.
Surveillance of aircraft is done around the clock, and while at General Quarters it is
we who distinguish friendly from unfriendly aircraft, advise the OOD and Gunnery
Officer of firing sectors and gun warning conditions and provide the gun directors
with initial range, bearing and elevation from which to begin their target acquisition.
Whenever continuous navigation must be done, whether entering or leaving port, steer-
ing in restricted waters or patrolling an assigned offshore station, combat plots radar
fixes on charts over the same DRT table used for plotting ASW, ECM and SAR tracks.
While doing all this we also bear with and contribute to the squealing intermittent
dialogue of the various Cl voice radio circuits which we use to pass contact and raid
reports, secondary tactical information and administrative traffic between the CIC's
of the accompanying ships to eliminate undue traffic on bridge tactical radio circuits.
RADIOMEN- Back Row: LAKE, BENNETT, WERNER, MCBRIDE, ENS
WILLIAMS: Front Row: LOUVIER, HARBERT, BOSS, HELMS, L. I.
To be able to convert the buzz of dots and dashes thumping into our ears onto a neat printed
message in the typewriter before us is one of the many tricks of the radioman's trade. Of course,
trying to accomplish this trick successfully while the second man of the watch, the messenger,
is out routing the message board and the bridge is hollering over the squawk box for adjustments
to their voice radio circuits is another story, generally of frustration and anguish. lt is on our
shoulders that the maintenance of radio communications with the ships in company and the naval
communications stations ashore rests, and it is within the crowded radio central, containing
sixteen receivers, four transmitters, two teletypes, typewriter tables and work desk areas, patch
and antenna coupler panels, status boards, drawers for spares, tools and the various communica-
tion publications, bins for current messages and boxes upon boxes upon boxes of back message
files, that the communication activity of the HAMNER is centered. ln fact, radio central is so
crowded that we've overflowed in to the adjacent radar transmitterlroom, and we are eyeing
temptingly the fire control radar room across the passagewey. Except for inport periods, all voice
communications are administered from the remote control units of either the bridge or CIC. Our
headaches arise from maintaining these voice circuits at peak performance on the proper frequen-
cles despite the fact that we aren't using them, from keying out by Morse code our administrative
messages over the CW circuits, and from watching the ship-shore teletype "Fox-skeds" for all mes-
sages concerning the HAMNER whether they be operational immediate encrypted schedules changes
or routine telegrams from families at home rendering to any one of our crew news of good
fortune, complicated domestic problems or distressing sorrow. Every message coming to or leaving
the HAMNER must be written up in a smooth multicopy form for dogged routing to the various
concerned officers, sometimes the most difficult of people to locate. Though reduced in strength
during the latter part of the cruise from eight men to five by two schools and Boss' broken leg,
we were never found lacking in endurance to satisfactorily maintain our important communica-
tions guard at all times!
,E if 55.-
SIGNALMEN AND QUARTERMASTERS-Front Row: DOUGLAS,
HOUSTON, CHAPMAN, DAY: Second Row: THOMPSON, HIGH-
STREET, CAGLE, FULLMER, V. C., JACKSON, Missing: CHALLINOR.
SIGNALMEN AND QUARTERMASTERS
Knowing well the multi-colored signal flags flapping tauntingly in the
breeze, the flashing of red, white, amber or violet signal lights, the casual
interchange of semaphore during alongside replenishments, the violent
cursing evolving from vain efforts to train optical telescopes or nancy
gear adequately with the HAMNER pitching and swinging radically, the
beautiful golden tans resulting from shirtless days under a warm sun,
the coarse faces hardened from cutting winds, slashing rains and sting-
ing salt spray, the tense and strained eyes alert to detect the minute
differences in dot and dash and the stiff, unresponding hands or nearly
frozen feet in the bitter cold winter nights, we signalmen lay hearty
claim to being the most colorful gang aboard the HAMNER. From swab
down at the first light of dawn until the darkest hour of the following
morn, we of the signal gang are always ready to respond to the sighting
of visual signals and try to head off the peace shattering roar, "Signals! !"
or "On your light! !" from a disturbed OOD. Underway we're always under
the close scrutiny of the Captain and the OOD, but in port the bridge
becomes our sole territory, high above the bustling activity of the rest
of the ship, where we can pipe relaxing music into the tactical radio
speakers, bring the coffee pot, books, and magazines and spare mat-
tresses out and relax in an almost civilian atmosphere while carrying
out our bridge maintenance and normal comm guard duties.
Don't overlook the four of us here in the Quartermaster gang who,
in addition to our normal underway duty of maintaining an accurate
log of the ship's movements and activities, supplement the signalmen
during shorthanded night watches or during inport duty days with our
additional knowledge of visual signaling techniques. lt is we who assist
the navigator with his visual fixes or celestial sightings, and the hundreds
of navigation charts required for the HAMNER's travels are kept up
to date by diligent and meticulous entries of every correction, addition
or deletion as promulgated by the various Notice to Mariners, Monthly
information Bulletin and other hydrographic publications.
N f- Mffjm
ELECTRONIC TECHNICIANS-Front Row: MILLER, COCKE: Back
Row: FLETCHER, HOWERTON, BROWN, Missing: EDMUNDSON.
ET 1 V my
YOMEN AND PERSONNEL MEN
From our small 8x12 foot filing cabinet and desk crammed office and seemingly lost under the stacks
of incoming and outgoing mail, the multitudes of untyped correspondence, the score of thick volumes
containing the thousands of Navy directives, instructions and notices, the uncounted pamphlets and publi-
cations dealing with everything from enlisted men's schools to wardroom etiquette, stacks of personnel
records requiring entries, the tape recordings, crumpled shorthand sheets and fine legal papers of the
various courts martials, the transfer orders, the special request chits, etc., etc., etc., we yeomen and
personnel men utter our cry for recognition. For in manning our typewriters, smooth talking ourselves
out of squeeze situations arising from the demands of the various officers and, based upon our scanning
knowledge of the many Navy instructions, pulling solutions out of the clear blue sky to the various leave,
transfer, schooling, etc., problems of the multitudes of ship's company constantly beating down the path
to and through our door, we of the ship's office KNOW that the timely and efficient accomplishment of
the HAMNER's administrative paper work, the leg work associated thereto, and many of the minor decisions
rest solely with our initiative, endurance, and above all, PATIENCE! WOW, enough said!!
The duty ET of our Electronics Technicians gang may only be a crumpled dozing figure on the work-
bench or the hard rubber deck matting of the ET shop, but the loud buzz of the JX circuit, indicating that
the RDS and RMs are having electronic troubles, snaps him quickly to his feet to answer the cry for an ET.
We ETs pride ourselves at being the only highly skilled technicians aboard able to cope with and especially
keyed to the needs of the HAMNER's radio and search radar equipment, whether it be a quick job of
replacing fuses or a major repair to a transmitter or radar that everybody from the Captain on down
must have for use ASAP. Unlike fire control gear, our communication or search radar equipment must
be in use 24 hours daily, and we know repairs have to be initiated immediately and completed as soon
as possible without regard to our own requirements of sleep, cleanliness, or, occasionally, even food
though the repair period may drag out for hours or days, It is while underway and during those fateful
and unpredictable periods when electronics casualties seem to multiply one after another that lull periods
find the ET shop a dark "sleepy hallow" where grizzly fatigued fully clothed ETs, a foul weather jacket
for a pillow, grab those few precious winks of sleep before the JX buzz announces more trouble.
X aagx PNFYN
if w it
I YEOMAN AND PERSONNELMEN-Front Row: FOSS, WILSON, I. F.: Back
Row: WEBB, R. W., GERKEN, DE SORMIER, STANEKQ Missing: CHAPOOSE.
FORWARD FIREROOM-Front Row: THEBO, SESSIONS, MENDIOLA, DVORAK, RUDD.
Back Row: BELL, M. B., CLOWER, MAXEY, E. F., SZAFRANIEC, BOHN, STEWART, J. C.,
FRANKLIN, FUQUA, ALLEN, 1. H. Missing: HENDRICKSON.
Have you ever felt the suffocating heat in the HAMNER'S central passageway,
spent hours wiping a thin coat of carbon off all topside areas, noticed foot
prints of oil across the Boatswain's freshly swabbed decks or been a victim to
the grimy sprinkle of black soot falling lazily from the after stack while standing
on the quarterdeck in dress whites awaiting -a liberty boat? lf your answer is
anything short of a vivid "AFFlRlVlATlVE," you aren't a veteran of the HAMNER.
With a devious smile and a mischievous gleam in our eyes, we BT's host the
uncontested honor of providing HAMNERites with these readily available, highly
unpopular services in conjunction with our duties of steaming any to all of the
HANlNER's four powerful 850"F, 600 psi "M" type boilers which with their
associated pumps and piping fill the two spaces known as the forward and
after firerooms. Every watt of power used aboard the HAMNER, excepting that
generated by the seldom used diesels, originates in the combustion of pressure
sprayed fuel oil with supercharged air inside our insulation brick lined fireboxes
to produce high temperature steam by heating the longitudinal rows of water
filled generating tubes to well over 10000 Fahrenheit. Using little of this steam
ourselves, we send it through large well insulated steam lines to the Machinist's
Mates in the enginerooms for their use and further distribution. We've produced
the steam to complete our job, what they do with it now is their business.
Regardless of the ship's general watch rotation, underway we BT's are always
on one in three, For eight hours daily we live by our boilers regulating the water
level in the water drum, cutting in or out additional burners, changing sprayer
tips and varying the fuel oil pressure to tightly
control the volume of steam generated and, by
watching the color of exhaust gases through the
periscope above the economizers, controlling the
intake air pressure to insure efficient combustion
and "clear stacks." In port there is normally one
boiler due for interior cleaning of firesides, water-
sides, or both to keep half our crew busy on an
around the clock schedule. For the other half there
are always cuts to be taken on leaking steam or
water valves, gaskets to be renewed, insulation
patched up, scrub brushes for taking off the fuel
oil spillage from the boiler fronts and slippery deck
plates, and plenty of paint brushes for applying
blue tinted white paint over our yellow stained
bulkheads. We're used to being HOT and HUMID,
and the day has not passed yet that our hands,
arms and faces are not stained with the oil and
soot of our boilers. Our dungarees, when pur-
chased, were regulation, but, with the passage of
time and close association with the fuel oil and
combusion soot, our dungarees shirts are general-
ly discarded in favor of worn discolored "T" shirts,
the pants become black, the shoes oil soaked, and
the hats turned down, frayed, stained and greyed.
We make some of the thickest, blackets coffee
ever brewed and for certain untold reasons, left-
overs such as pies, roast beef, bread, etc., seem-
ingly misplaced from the galley, normally make
their last appearance in our firerooms. Having all
of the ship's water tanks padding the sides of
our firerooms and conveniently spaced with depth
testing spigots provides assurance that we boiler-
men will never be thirsty during water hours!
AFTER FiREnooM-from Row: HELMS w. H., ESPINOZA, MOLES, GREENE, CAMPBELL
.l. M. Back Row: COURTNEY, LYONS, RANDT, JENKINS, H. S., MACREADY, ALLEN, J. R.,
KANAE, GUPTILL, JOSEPHSON. Missing: NU'lTALL, PIKE, PHILLIPS. .. ,. ..
We Machinist's Mates are the men who channel the surging, poten-
tially explosive steam through nozzles against speedily revolving blades
of the steam turbines, draw this soon expended steam swifty out of the
turbines by condensing it violently in a 1200F, 29" mercury vacuum,
then scrub the new feed water free of any entraped air and recharge it
to 850 psi prior to sending it back to the boilers for re-use. lt is the
rapid turbine rotation which harnesses the restless steam energy to
propel the HAMNER through the seas, provide electricity for all it's
internal power requirements and sustain pressures for lube oil to thirsty
bearings, reduction gears, etc. and for fuel and feed water to generate
more steam. Living eight to twelve hours daily in the hot, moisture
laden atmosphere of our enginerooms, maintained as such by imperfect
turbine, pump and piping insulation and the vapors from many steam
FORWARD ENGINERDOM-Front Row: SPIVEY, FRINK,
HENSON, H. E., HOLUB. Back Row: FOX, CAMPBELL,
L. G., BOENZLI, RANDALL, DAVIS, R. P. Missing:
WEBB, 1. W., FARMER.
leaks, renders us habitual consumers of large amounts of water and
salt tablets, and our drowsy appearance on watch stems from hours of
warding off tempting sleep while blankly staring toward the seldom
varying pressure and temperature gauges spotting the throttle boards
and the evaporator shell fronts. The motions of spinning the main
throttle wheels in answer to bells of a new speed or the hourly routine
of recording readings from the many gauges about the enginerooms do
little to puncture this shield of slugginess, but let there be a marked
change to the main steam, feed water, auxiliary exhaust or condenser
vacuum pressures, a sudden drop in the de-aerating tank level, over-
heating in one of the main spring or turbine bearings or an accelerating
whine from inside a turbine. Wowl, then things really hop! For if the
cause of the casualty is not found and corrected in a matter of seconds,
,fa-1.5 E ...'!,!i . frm " - " "" "
AFTER ENGINEROOM, Front Row: WILSON, C. N.: DEBENEDETTI, DAVIS, P. P.: Mc-
CARTNEY, MANN, I. D. Back Row: BENNER, DURBIN, FISHER, FLOYD, R. T., WEBB,
R. W., DEANDA: Missing: GUNN.
we may lose the electrical load, have to slow, stop or lock the propeller
shaft, or, in the worst instance, be a victim of a violent steam explosion
engulfing the entire watch with a scorching suffocating fog!
Despite the ever present element of danger, there are plenty of ad-
vantages in belonging with the Machinist gang. The senior officers very
seldom tour through our spaces to scrutinize us and our equipmentp the
uniform of the day lasts only so long as it is convenient, and it's
damned comfortable in the enginerooms when the HAMNER plows
the cold winter waters. Like the BTs we never lack for anything to eat
or fresh water to drink, and boiling water for coffee can be had for a
quick twist of the de-aerating tank test valve. Our attestation to learning
a civilian trade combining the characteristics of the plumber, the ma-
chinist and the janitor is based on the infinite number of valves we
repair, our honing of turbine shafts and replacing of pump bearings
and our endless scrubbing of bulkheads, pipe insulation, deck plates and
oily bilges. The ultimate aim of the career Machinist Mate is to attain
the position of Chief of the Watch, the key billet in the control of the
engineering plant. With this watch stationed around the clock while
underway, the Chief of the Watch is the man who determines how much
super-heat can be safely carried, which unusual conditions warrant being
brought to the attention, of the Chief Engineer and upon the occurrence
of an unannounced casualty, which isolation steps shall be taken im-
mediately to prevent further damage. During the four hours each indi-
vidual chief or first class petty officer has the watch: the safety and
proper operation of the HAMNER's engineering plant rest solely with
SHIPFITTERS-Front Row: ENS. HIATT, HEARNE, BROADWATER,
MacNEAL, JONES. Back Row: DAVIS, M. A., HAWN, HOMFELD,
SAFFORD. Missing: MOREN.
AUXILIARY MEN-Front Row: HELMS, W. H., RAU, CAPORALI.
Back Row: NELSON, L. A., JENKINS, H. S., HENSON, A. E.,
BERGMAN, CAIN, JONES.
HIPFITTERS AND AUXILIARY MEN
Want some special work done such as welding a shelf bracket, fabri-
cating a much needed bulletin board, repairing a badly worn chair or
punching a hole through a bulkhead? If this be your problem, then
neatly fill out a ship's force work request, have it approved by your de-
partment head and turn it into the Repair Gang for ACTION! We guar-
antee your "pet" project will receive weighty consideration while it is
filed amongst the backlog of other work requests after being assigned
a priority ranging anywhere from Rush-Rush Cto be accomplished within
three weeksj to Temporarily Deferred Cnever happenj.
We do not like to be sarcastic when referring to your requests, but
you must realize that we, too, have a mammoth job in taking care of
our assigned spaces, equipment and material. Don't ever develop a
complacent attitude that all the intermingled steam and fresh water
systems carrying services throughout the ship just "happen" to remain
in good working condition or, when using a fire hose, the fact that the
water spouts out under a good pressure head is "natural." If we let
one duct of the intricate ventilation system stop supplying air, there is
always plenty of howling, and when the turbo generators suddenly fail,
immediate response is expected from the diesel generators to bring the
lights back on. Maintaining the above requires plenty of man-hours, but
this isn't all by any means! The BTs and MMs always have plenty of
work to be mounted on the lathe or drill press, and while at sea, in
addition to our normal damage control watches, we supplement them in
the firerooms and enginerooms where personnel shortages arise. How
about General Quarters? Here you find the key damage control party
billets occupied by our personnel whether it be for fire-fighting, flood
arresting or emergency repairs, and all of the bulky damage control
equipment has to be maintained and properly stowed by us during off
GQ hours. We can't overlook ABC warfare for it most certainly isn't
going to overlook us. No one enjoys struggling into the tight, oil im-
pregnated protective clothing of the monitoring and decontamination
teams, and for how many hours during this cruise have you watched us
installing the vast washdown piping system stretching from bow to stern,
side to side, and main deck to bridge only to witness, not nearly as dis-
couraged as we, the dismal results of the first full scale test? Yes, as
with the BMs cleaning and painting, our job of repairing and fitting out
the HAMNER is NEVER DONE!
Gite le?-Zi 1
diff, X Q ME,DC.,EN
ELECTRICIANS AND IC MEN-Front Row:
MAXEY, B. G., LAFLEUR, DAVISON, LAW-
SON, TIDWELL, DAFOE. Back Row: ENS.
HlATl', MARTINDALE. ATCHLEY, LARSON,
MCCAUSLAND, TRAWCZYNSKI, COLE, WARR,
JONES. Missing: RAMOS.
ll ? ls?
With many compartment lights flickering dimly or completely blacked out after an afternoon
of gunnery firing exercises, we electricians, armed by past experience with repair kits and spare
bulbs, are busy men as we pass from compartment to compartment replacing damaged or shattered
bulbs and testing for possible power shorts. Yes, though we are only responsible for cleaning one
compartment, our electrical shop, the job of maintaining the HAMNER's far flung lighting system,
its portable or permanently installed blowers steering, pump, drive or fan motors, the degaussing
coils, the numerous distribution panels and the assorted cabling leads us to every compartment in
the ship. Saddled continuously with two routine guards as the duty electrician for emergency repairs
and the power panel-distribution board watch for whichever of the two 450 kilowatt main ship's
service and two 100 kilowatt emergency diesel generators is currently carrying the load, we take
gratifying pleasure in performing our additional movie operator duties which highlight limited audi-
ence "premiering," after taps and behind the dogged hatch of the electrical shop, of each new movie
boarding the HAMNER.
Though there are only three of us, we IC men cater to the needs of two of the HAMNER's most
important systems. The first is the vast internal communications system ranging from the IMC
which regulates shipboard life to the various sound powered circuits over which vital battle
information will flow even though the ship has lost all electrical power. Our second system is the
complicated, delicate and temperamental master gyro system which, through compass repeaters and
radars, provides the HAMNER with it's sense of direction. '
ELECTRICIANS AND IC MEN
COMMISSARYMEN-Front Row: KEOWN, FOWLER, C. E., DOJAQUEZ, STEWARDS-Fl'0l1fR0W1 PEREZ, TUBUN, MANIBUSAN. Back Row:
HO0VER: Back Row: KIMMEY, HAVENS, BREWER, PHILLIPS, W. C., TOWNSEND. NATINU, BAUUADIA-
LTIG SIKOROVSKY. Missing: JAMES.
COOKS AND STEWARDS
As the air fills with the aroma of rolls fresh out of the oven, pies on the pantry shelf, spices and season-
ing of our special soup brewed in the deep kettle and sirloins sizzling on the grill, we cooks apply the finish-
ing touches to our chief product, "dinner for the crew," Offering the men of the HAMNER three square
meals daily keeps our galley lights burning from one dawn to the next while we meticulously assemble
the ingredients for a meat loaf, an en casserole,soup or pizza pie, thoughtfully insert cheese into soon to be
baked potatoes, trim off excess fat from steaks and chops and carefully measure out the precise amounts
of sugar, flour, lard, etc. for those tasty cinamon rolls and butterfingers. We are pridefully aware of the
HAMNER's reputation for being the best feeding ship in the Pacific Fleet, and nothing, not even the rolling
and pitching in heavy seas or sweltering tropical heat can deter us from our mission to sustain the men
of the HAMNER as the healthiest in the Fleet. .
From the sleepy captain's morning cup of coffee at first light
till the mid-watch 0OD's huge "dagwood" sandwich, the results of
our attentive service can be felt in the warm contentment of our
N--" wardroom officers. Supervised carefully by two unexcelled first
class stewards who continually send out strawberry short cake,
peaches over ice cream sundaes, or the world's best apple pie
. to a wardroom table flanked by officers already stuffed with
tender steak, buttered baked potatoes and shrimp salad, we
four strikers put forth our utmost to serve the meals, keep the
l X QM wardroom and the various staterooms shipshape, watch care-
Qlxxx cs p
fully for laundry, dry cleaning, and magazines, including the
-f valued monthly issue of "Playboy", and provide nightly tasty
snacks in the pantry ice box. One day amid our sumptuous
service will convince any visitor that the HAMNER, thanks to us,
has a top-notch wardroom.
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STOREKEEPERS, DISBURSING CLERKS AND SHIPSERVICEMEN-Front Row: IVORY,
STEWART, J., BAPTISTA, BORJA. Back Row: NELSON, BRENNING, JANTZ, STOKES,
MANCUSO. Missing: LUZ.
AND SHIP SERVICEMEN
Ever looked for a particular spare part in the maze called the engineering, ordnance or elec-
tronics storerooms, had need to refer to the volumes of catologs listing all objects purchaseable in
the naval supply system, or search for the instructions which will allow regular, shipping over,
commuted rations, mustering out, per diem, or travel allowance pay? Only when hopelessly lost
amongst these problems can one become fully aware of the magnitude of work we handle in the
Supply Office. Everything concerning Navy finances such as paying the crew, stocking spare parts,
consumable stores or food, tracking out or cancelling outstanding requisitions, surveying unusable
but still accountable title "B" equipage and balancing a tight budget are all part of our daily deeds
in keeping our portion ofthe Fleet, the HAMNER, stocked and ready for sea.
We of the ship service men's rate are dedicated to the task of making life a little more
comfortable for the crew members of the HAMNER. Ranging in duties from washing all clothing
twice a week and handling the ship's store with it's low priced cigarettes, candies, watches and
various other commodities to replenishing the coke machine, shearing off each sailors hair ear-to-ear
or tailoring his clothing, we are always ready to undertake a new trade if higher morale or better
comfort for the crew will result.
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THE GREYHDUNDS ARE OFF AND RUNNING
RADM WOOD, Commander Cruiser-Destroyer Force, U.S. Pacific Fleet
personally returned our salute rendered to his flagship upon passing that
Monday morning of 16 September, 1957, his band played the traditional
"Anchors Aweigh" for our send off, and before long Point Loma was
lost from view in the haze created by the hot September sun. Steaming
west the destroyers of DESDIV 111 joined with the USS TICONDEROGA
CVA-14 for a week of air operations enroute to the Hawaiian Islands.
With physical relation between the continental U.S. severed for the next
six months, we could now devote our full time to the problems of the
HANINER and the fulfillment of her operations schedule. Problem
number one, of course, was water. Even before land was out of sight
tight water hours were imposed, but still the consumption overbalanced
production. No amount of complaining by ship's complement or inspec-
tions and repairs of minor leaks by the engineers had any effect. Mean-
while in the mess hall, ship's office undertook the annual checking of
service records with each of the ship's company also allowed to review
his own record for possible descrepancies he might find. At the same
time, each man filled out PIO sheets informing the home town public
of our voyage to WESTPAC, drew up his emergency data forms and
marked a questionnaire concerning this year's cruise book.
With first light Saturday, 21 September, the island of Muloki appeared
on our port hand marking the start of our transit through the Hawaiian
islands, and the HAMNER on signal, took station astern of the USS
HASSAYAMPA A0-145 for scheduled replenishment, For an extra two
hours, as Diamond Head, Waikiki, and Pearl Harbor slipped by our star-
board beam some five to ten miles distant, the HAMNER remained
alongside the tanker taking on a full load of potable and distilled water
to ease our critical situation. While the rest of the division refueled,
the captain obtained permission to stop for swim call, so that, even
though we didn't set foot on the Hawaiian Islands, at least we did
swim in the "waters off Waikiki By evening the division was steaming
south at 23 knots for rendezvous with King Neptune at the equator
and the Hibiscus Festival at Suva, Fiji Islands.
POLLYWOGS IN REVOLT
The pollywogs rose up in revolt as early as Friday, 20 September while the ship
was still east of the Hawaiian Islands and some twenty degrees north of the
equator. They had to revolt to get in their share of the hell raising before the
shellbacks lowered the boom on Tuesday. Of course, as the shellbacks out-
numbered the pollywogs,quite different from last cruise's six to one pollywog
predominance, and were infinitely better organized, they had little trouble
checking the pollywogs' sporadic outbursts. Water fights ruled the ship during
the succeeding four days with the highest peak being reached on Sunday when
the pollywogs gained control of the forecastle held their own against all comers
for forty-five minutes, managed to steal an attacking shellback's hose and
consistently slipped past the shellback barrier to cut off their water supply. An
hour later a, bigger and better fight broke out on the starboard side during part
of which the engineering officer was trapped into the proceedings and managed
to give a good account of himself by cutting off the pollywogs' water and chasing
them aft with a broom. The many pollywogs who succumbed were liberally soaked
with their own hoses, and the fight finally ceased when all participants became
too tired to continue. Though it looked as if the shellbacks still held control,
any onlooker couldn't help but notice that one had lost his pants and that they
were flying from the fore truck. After a long wait, a shellback finally hung in
At 1300 Sunday, the Shellbacks promulgated the pollywog watch
list and included therein the names of the personnel forming the
choirs for singing at the various messes during meal times and the
prescribed uniforms to be worn by pollywogs for the different oc-
casions. The two hour watches onthe forecastle, atop mount 52
and on the pilot house commenced immediately with special
initiation "care" the reward of any pollywog who failed to announce
the first sighting of Davy Jones on the high seas. The choirs fared
poorly during their first performances as the "Ako" Bethel Quartet
was turned away thumbs down by the crew, thechiefs tossed out
the George Beierling Quartet after the fifteenth verse of "Lloyd
George" and Ackerman's Sextet of monotones was dismissed very
cooly from the wardroom.
On Monday afternoon Davy Jones boarded the ship through the
weather hawse pipe to announce the arrival of King Neptune the
following day. Six specially selected pollywogs received from Davy
lones their summonses to appear before the court of King Neptune,
and all pollywogs were duly warned to prepare their own defenses.
The shellbacks distributed the remaining summonses after Davy
left, and from the absurdity of the trumped up charges, it was
obvious that no defense, on the high seas or in the landlubber's
world, would be adequate protection from conviction. Rapidly the
rumor swept the ship that those pollywogs with red marks on their
summones were marked for "special treatment." Realizing that
time was running short, the pollywogs made one last unsuccessful
attempt to "get" their two special targets, Mr. Wallace and Mr.
Paino. At 1930 that night, a curfew was placed on all pollywogs,
and they watched with sadistic curiosity as paddles made from old
fires hoses began to appear. A few pollywogs dared to break this
curfew, and . . . Now, the revoiting was overg the day of judgment
was at hand.
THE ROYAL PARTY
KING NEPTUNE Davis, R. E.
DAVEY JONES Flanagan QUEEN Ryan ROYAL JUDGE urgcauaanaik
novAL BABY Phillips, w. L. Rovrnoocfon Egnoski TRIAL COUNSEL Bona
Rown BARBER faui now-it NURSE smith DEFENSE COUNSEL Allen, 1. H.
ROYAL SHERIFF Puffenburgef ROYAL CRAB McCausland RED DEVILS Lcdr Wallace
ROYAL MASCOT Ackerman
0530 the morning of 24 September found each pollywog crawling out
of his bunk to face the inevitable. Breakfast of steak and eggs was
served to the shellbacks by assigned pollywog mess cooks while the
pollywogs themselves feasted on a selection of rare and unusual beans
all mixed in one big pot and burned just enough to ruin the flavor.
For record purposes the HAMNER crossed the Equator at 0550, but this
alone wouldn't change the pollywogs status any. By 0830 the pollywogs,
clutching their summonses as the most prized possession and dressed in
the prescribed uniforms, were assembled on the forecastle by brightly
costumed and paddle bearing shellbacks to await the arrival of King
Neptune and his retinue through the weather hawse pipe. After ex-
changing greetings with the Captain, Neptunus Rex and his Royal Party
inspected briefly the slimy kowtowing pollywogs who were desirous of
entering his kingdom. The Trusty Shellbacks assured proper rendering
of reverence by liberal applications of rotten eggs, gentian violet, a few
volts from an electric shocker and an occasional paddle for those who
had the audacity to "wise off." Minutes later the word was received that
King Neptune and his court were ready to pass judgement on the slimy
pollywogs. lt was now or never if pollywogs wished to become Trusty
Starting on his fateful journey the slimy pollywog stepped just aft of'
the port spray shield, dropped on his hands and knees, was soaked
liberally with salt water and crawled the first gauntlet of fifteen paddlers
to the admidship's passage. Here two red devils with battery powered
shockers induced the pollywog to stand up before the Royal Court, con-
sisting of the Royal Judge, a garrulous trial counsel, and a speechless
defense counsel. While the shockers were touched continuously during
the pollywog's period before the court, the judge read the charges, asked
for a plea, then freely interpreted each plea as guilty, marked the
pollywog for identification with a liberal amount of gentian violet and
ordered him to sing a tune of the court's choosing before sending him
aft. From the court it was a long hands and knees passage through a
gauntlet of twenty paddlers to the entrance of the Royal Garbage Chute
in which the previous two day's leftovers lay. Crawling through insured
the sliminess of the pollywog, and a quick bath in the coffin enhanced
it even more. Given a medical check up and administered ample gentian
violet by the Royal Doctor assisted by the Royal Nurse, the exhausted
pollywog was directed by the Crab and his electric claw to kiss the belly
of the Royal Baby, suck liberally from his nippled bottle, and kowtow
subjectedly before King Neptune for final approval or disapproval. If
it pleased King Neptune, the dazed pollywog was passed onto the last
phase of the initiation, but to be scorned by him automatically sent the
rejected pollywog to the stockade for "tar and feathering" and a period
of time shackled in chains before King Neptune would again consider
his case. The Royal Barber, with his chair situated high on a salt water
tank, was the last to take his toll, clipping off the landlubber's long
hair. Then, with a shove, the pollywog found himself submerged in salt
water and being dunked by two husky shellbacks shouting, "What are
you? What are you?" Only when the gasping pollywog uttered, "l'm
a SHELLBACK" did the dunking stop, and he was dropped out of the
tank onto the deck a full fledged shellback exhausted, throat tasting
vile, hair completely disarranged, clothing ruined, and his buttocks and
knees slightly worse for wear. Shortly thereafter, a shower with plenty
of scrubbing and a clean set of clothing left the new shellback re-
freshed and feeling better stimulated for the long cruise ahead.
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SUVA, FIJI ISLANDS
Negotiating the narrow channel between coral reefs while standing into Suva Harbor,
Viti Levu, Fiji Islands exalted the feeling of entering onto the scene of a W. Somerset
Maugham story of'the South Pacific. The view from the King's Wharf inland gave every
appearance of the much slower pace of life one could expect in this potentially unbearable
but, thankfully, wind and cloud cooled climate. Men and women of all ages sat for hours
on the wharf watching the ships, probably with amazement of the white man's initiative, as
we had side cleaners over, were loading provisions and had commenced the fourteen hour
fueling operation within minutes after mooring. Except for some of the newer houses,
paved streets, "modern" stores, English made cars and the presence of the British liner
ORSOVA, the survey ship COOK and the destroyers of DESDIV 111, whose grey hulks
against the dense green landscape bordered by deep blue skies and seas appeared even
more out of place than the well known "bull in a china shop," progress as we know it
had not touched the half Fijian, half Indian populace of Suva. The heart of the city is
Princess Street, a mile long two lane passage paralleling the waterfront from Suva's bus
terminal, where 24-hour service is extended when and if the buses are loaded, past the
Grand Pacific Hotel, the secluded retreat of Suva's well to do. As the distance from Princess
Street increases, the surrounding scene draws deeper into the past, with groupings of
grass huts composing Fijian Villages becoming quite common within four miles.
The Hibiscus Festival, the object of our rush to Suva, was in its final day upon our
arrival. The men of the HAMNER viewed the large float parade down Princess Street, ob-
served the final judging of the Hibiscus Queen and participated in street dancing, the
bazaar near the botanical gardens and the Festival Dance held in the City Hall while the
officers in their dress whites attended till five AM two formal balls at the Suvan Yacht Club
and the Grand Pacific Hotel. ln Suva there were no eating establishments to speak of,
and what drink, both hard and soft, that could be found was in small milk bars. By 0100
Sunday, everything was closed up tight for the weekend, so many men spent Sunday,
after some bargaining with drivers, on relatively inexpensive tours of the Suvan area, pre-
ferring quite naturally to ride rather than to walk. Out in the harbor, the annual regatta
was .run with boats of every class and description entered. The participants of the whaleboat
centipede race, the last event, started a general row at the end of the regatta by throwing
yellow dye and trying to board each other's boats. As usual, the American sailors had to
get into the fun somehow, and the HAMNER gleefully contributed two firehoses to the
melee. Everybody, the crowd included, had a tremendous time with no bad after effects.
The remainder of Sunday was spent either watching the movie on the fantail or buying
souvenir coral, leis, cloth, sailboats and knives. For the most part we were thankful for
the two-day visit in Suva, but were now anxiously looking forward to the next port of
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"General Quarters! General Quarters! All hands man your battle stations." As
this call is sounded over the IMC, the normal activities on the HAMNER come to a
halt with each man proceeding immediately to his assigned station in the ship's
battle organization. ln the scurry of preparation, life jackets and helmets are put on,
trouser legs are tucked in, sleeves and collars buttoned, sound powered phones
circuits tested, train, elevation and other associated motors lit off as the mounts and
directors are paced through complete workouts, watertight doors, scuttles, fresh
water lines, drains and flushing systems all secured in setting material condition
zebra, unnecessary ventilation and lighting switched oft, main plant split and the
other ship service generator brought onto the line. Within a few hurried minutes the
HAMNER is transformed from the normal cruising condition to the highest state of
readiness, manned and ready at General Quarters.
Though every station is vital to the successful completion of the HAMNER's
varied missions, there are virtually no training exercises which require
anything more than token activity by all of the HAMNER's personnel. Once
the scramble of coming to General Quarters is completed, a good share of
the crew make themselves comfortable on their stations and resign themselves
to long periods of waiting- and waiting- and waiting. While gunnery shoots
are going on topside, personnel in the main spaces or damage control parties
are only passively concerned, and, conversely, casualty exercises below decks
interest the director and gun mount personnel very little. Even when a
group of stations are directly concerned with the training exercise at hand,
only the control stations, bridge, CIC, main control and D.C. control will per-
form actively during most of the exercise. For example, in gunnery shoots
the bridge and CIC are quite active in positioning the ship and tractor aircraft
for firing and in overall control of the exerciseg the director crews are busy
only when they have an aircraft to track, but the gun crews are totally un-
employed until the long awaited firing run commences. Alert station petty
officers put portions of this dead time to good use by conducting opera-
tional or loading drills, lecturing on casualty control procedures and safety
precautions and training each man to perform 'all the duties of that station.
However, after months in WestPac with the same crew, all this appears
Except for the casualty control exercises of the engineers
all General Quarters evolutions are based on gunnery exer-
cises. We weren't able to set any accuracy records nor
were we responsible for sinking any target sleds during our
surface gunnery operations on 13 November and 1 January
off Japan, on 17 March southwest of Pearl Harbor and 'on
4 February while conducting combined operations with five
Chinese Nationalist patrol craft in the Formosa Straits. The
torpedomen made two "shots" this cruise, on 18 and 19
October just south of Manus, with the first diving erratically
to the bottom and the second our "hit" on the WILTSIE.
Target acquisition exercises were conducted on 20 Septem-
ber with AD's from the TICONDEROGA, 4 October with Aus-
tralian World War ll Spitfires, and 7 and 10 March with
slow easily detectable radar patrol planes from Guam. ln
these exercises the ship performed excellently, but, lacking
services of jet aircraft, no opportunities were available to
test our acquisition systems and teams under more probable
- The roar of mount 52 discharging a shell timed to burst
5,000 yards off either bow announced General Quarters
for air shoots on 25 and 30 September and 1 October.
Eighty seconds later the guns and directors were manned,
breeches loaded, barrels aimed and the firing commenced
with a few of the VT projectiles triggered off by the target
shell's burst smoke. In the business of shooting down air-
craft towed sleeves, the main battery director and its five
inch mounts chalked up three on 13 November with mount
32 making it four. Suspecting a significant though small
misalignment in the after director, all gun combinations
were used and 300 rounds fired with no hits on 15 No-
vember to confirm this. Careful alignment in December was
rewarded- on New Year's Day when the after director-mount
34 combination fired off the exercise's first five rounds for
four good bursts, the second of which clipped off the only
sleeve the tractor was able to stream.
The primary training objective of the engineering department during periods of Gen-
eral Quarters is CASUALTY CONTROL. The gunnery department does the actual fighting
against the enemy, but the engineers are the men who keep the basic gunnery platform
afloat, moving, and alive with energy. The hours at GQ are spent practicing procedures to
be followed in securing a boiler, splitting or cross connecting the main plant, isolating
and bypassing ruptured steam, feed water, oil, or firemains, combating class
and "C" fires, arresting flooding, shoring up weakened structural members and rigging
emergency power cables to vital stations. As much realism as possible is injected.into the
almost totally simulated atomic attack drills by energizing the salt water washdown
system, donning protective clothing and monitoring the ship with radiac meters. By the
middle of the cruise, the performance of the Damage Control parties was high enough
to obtain excellent scores on almost all graded exercises and place the engineering depart-
ment one step closer to the big red
Twas a bleak, somewhat cold Sunday the sixth of October, follow-
ing a week of rough stormy weather in transit, that the HAMNER
steamed up Port Phillip Bay, slowed just off Port Melbourne long
enough to pick up a pilot and then crawled up the Melbourne chan-
nel to berth 21 at the South Wharf. Out on the pier, things were
anything but bleak as a hundred young ladies of Melbourne were
on hand to meet the men of DesDiv lll. Liberty commenced within
the hour, and, with a fast exchange of dollars to Australian pounds,
those of us who rated liberty headed off to see what Melbourne had
lf one was after a good strong drink, and who wasn't, he either
met someone who had a friend who knew somebody serving the
local spirits in a speak easy method or he wound up staring long-
ingly at the closed portals of well polished and equally stocked pub-
lic bars. For most of the personnel, seeing Melbourne on this dismal
Sunday consisted of roaming the downtown area until a date with
a young lady was arranged, an invitation to tea with one of Mel-
bourne's gracious families was accepted, or a jolly citizen took the
sailor on a motorized tour of the city. lf the sailor didn't fall into
one of the above, for the Aussies were out to please, then he de-
served to remain cold until returning to the ship for a hot shower.
Even this was a treat, however, as for the first time since San
Diego the ship had ample fresh water for thoroughly relaxing
Back on the ship, three thousand visitors pounced on board, over
half of them youngstersbent on taking souvenirs home from the
HAMNER Pens, pencils, writing paper, cigarettes, white hats, etc.
disappeared, but the chincher was the loss of the Captain's cigars
and the Commodore's pen and ink set, resulting in an all ship's
message requiring visitors under 16 years to be accompanied by a
responsible adult. From this point on, visiting during the six days
was a credit to the Australian populace, and many a young lover was
able to show his lady fair the wonders of the HAMNER during the
afternoons and to spend an inexpensive evening with her at the
movies on the fantail.
From Monday on, nobody had any problems with the City of Mel-
bourne. If you didn't date, it was simply because you didn't want
to, and finding drink in this fair city after the legal closing hours
couldn't be classified as a problem to the American sailor. Places
like Australian Hotel, 406 Scots Hotel, Club Brazil, HMAS Lonsdale,
The White Ensign Club, Tracaderos, Leggets and the Red Tulip are
still vivid memories to us all. Though the days remained for the
most part cloudy, rainy, and chilly, the sun broke through enough
to bring some cheer and to enable the sailors of the HAMNER to
view Melbourne in all it's splendor. The hallow of last year's
Olympics still consecrated Melbourne's large athletic stadiums, the
memorial shrine with it's ever burning torch stood as a grim re-
minder of Australia's costly part of both World Wars. These and
many other famous or picturesque scenes provided ample oppor-
tunity for the HAMNER'S camera bugs to record their visit. The
prices in Melbourne were found to be slightly higher than in the
states excepting taxis where all found it much more convenient to
calculate distances by "bobs" or schillings instead of miles. The
food was as good as the beer was strong, and toy kangaroos and
boomerangs were by far the most popular items for souvenir hunters.
On the more serious side, the men of the HAMNER, looked upon
rightfully as direct representatives of the United States, were called
upon to answer for the Little Rock, Arkansas school integration in-
cident, the Russian completion of the Intercontinental Ballistic
Missile and Russia launching of the first man made earth satellite,
easily seen each clear or partly clear night during our stay in Mel-
bourne. Of these, it is hoped that we of the HAMNER fulfilled our
country's expectations of us.
Alas, Saturday the twelfth had to come. On the night before,
goodbye parties were thrown throughout the city, and the expiration
of liberty at 2400 was one of the more sorrowful scenes in the
HAMNER'S history. A few of us left our hearts in Melbourne, and all
will long remember the good times that fine city provided us. The
only bad portion of a good liberty is the end, thus, with twice the
number of well wishers on the pier at Melbourne than at San Diego,
the HAMNER backed'down, made an end for end turn, and steamed
slowly out the channel to face the choppy waters and rainy skies of
Port Phillip Bay, leaving behind Melbourne to fade slowly, like a
pleasant dream, into the misty past.
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An unexplained rapid depletion of fresh or boiler feed water while the ship is at
sea can only be combatted by WATER HOURS, and the Chief Engineer had no alternative
but to use this method time and time again from the day the HAMNER left Long
Beach until its arrival in Yokosuka. Coming into port late Friday low on water 'meant a
weekend of water hours for the bachelors and the duty section necessarily living
aboard. Granted, destroyer living is basically uncomfortable, but when it becomes
necessary to shift into liberty whites and catch a boat ashore for the express purpose
of taking a refreshing, much needed shower, that is something!
The basic problem was centered around the simple fact that, though enough
water was being distilled, huge amounts of boiler feed water were being lost somewhere
in the closed circuit between the condensers, the feed pumps and the boilers. The
obvious first step was to find this leak, but nobody could! Facing this problem
squarely, many solutions were offered and tried, but by the last night in the States
the quantity of feed water was still so low that only with the good graces of the
USS HECTOR AR-6 and 11,000 gallons of her distilled feed water was the HAMNER
able to steam out of San Diego and on to WESTPAC.
As events brought out, we needed every drop of that water just to make Hawaii,
much less Suva, our first scheduled stop. The engineers were frantic in attempts to
discover the leak, and the crew very scornful of their inability to do so. Every inch
of fresh or feed water piping was inspected, steam tostandby equipment sealed off
tiglitly and the water in the bilges kept to strict accounting in futile efforts to cut
down the rate of water loss. Noting that the water loss was higher forward, the star-
board shaft was stopped and the forward plant secured and completely sealed off
except for the evaporators. The rate of water loss did not drop, it skyrocketed! With
the engineers thoroughly discouraged, frustrated and bewildered, the HAMNER took on
the full load of water from the HASSAYAMPA off Oahu, turned south for the Equator
and resignedly let events happen as they would.
Luckily, nothing more serious developed. The HAMNER eased across the Equator
to Suva with no bad consequences, and water hourswere lifted during the cooler,
stormier days enroute to Melbourne. ln distilling enough water to leave Melbourne,
the trouble was emphasized again, and it took another gift, this time 5,000 gallons
from the CHEVALIER, to ease the alarming situation. After leaving Melbourne, tight
water hours Cyes, it was even cut off in Chief's quarters for a whilej remained in force
for the eight days to Manus with the familiar "Now fresh water will be turned on in
the forward crew's head for 30 minutes" twice daily, sending hordes of men pell mell
to this small head with hopes of spending a few precious minutes near a basin half
full of WATER. Salt water showers rigged on the fantail kept dirt and grime from
accumulating, but never gave the user the clean feeling a fresh water shower provides.
Drinking water, just plain DRINKING WATER, was available only during meal hours,
and the turmoil that arose when the water supply to the coke machine salted up, WOW!
'After Manus, there were some rain squalls to allow fresh water showers by simply
stripping down on the main deck, and the HAMNER had only two short three-day steps
to Yokosuka, each small enough that the reserve water in the ship's tanks would last
regardless of the performance of the evaporators. By now we were convinced that the
evaporators themselves were the source of the problem, consuming almost as much
water as they were supposedly making. In Yokosuka the USS DIXIE AD-14 treated our
problem with great concern and lent us able assistance for thorough cleaning and
minor adjustments. For the remainder of the cruise luck went with us. The engineers
watched carefully the water production and consumption: the crew continued to practice
water economy and water hours were avoided entirely. No one was quite sure just
wlatmsolved the problem or whether it was even solved, but the HAMNER now had
The first sights of Manus were viewed with reverent silence while the
HAMNER slipped over the sandy shelf entrance into Seealder Harbor,
Manus, Admiralty Islands at first light, Sunday, 20 October. History
books had told the younger generation and old timers from personal
experience could well reminisce when, in the wide, shallow, light blue
waters of this natural harbor during August and September of 1944,
over a thousand U. S.- ships, from LST's to carriers and battleships,
gathered under the unmerciful tropical sun in final preparation for the
Philippine Invasion. Except for now rusted hulks of a few LCVP's, LCM's
and one LST, there was little else now in the harbor, a scant two degrees
south of the Equator, to remind us of that huge staging of ships, troops
and equipment. The land areas from the sandy beaches inward, with
the exception of the Los Negroes Naval Station maintained by the Aus-
tralians, were entirely recaptured by the dense, thriving tropical vegeta-
tion. Mooring at the station's only pier for fuel, we had 24 hours to
see what there was of Manus.
The damp, heavy feeling in the air at 0700 warned one and all of
the hot, unrelenting day that was to follow. Bad news came out at
Quarters, There was not enough beer on the island for the desires of
the four ships, therefore the low men on the totem pole, this time
second class and below, had to do without. Having resigned themselves
to this, most of the men either played football or went on foot tours of
the station, taking care to stay on the coral roads, as rumors circulated
that the island was active with alligators. The natural place to spend
the early afternoon was at the beach for a "cooling" swim in the
85-degree water, and it was here a WOMAN was sighted. In Manus, that
is something! For the thousand white and negro men at Manus, there
are only fifteen closely guarded wives and not one single unmarried
female! Though knowing there was no beer to be had, a few men decided
that fruit juice would be better than nothing at all. Ambling over to
the EM club, Io and behold, what did they find? BEER!! With the serving
hours between 1100 and 1200 only, these few HAMNERites wasted no
time lining up on the table enough bottles for the whole afternoon.
Liberty expired for the low men on the totem pole at 1800 and for
chiefs and first class at 2400. Staying inside the ship during the early eve-
ning hours was out of the question, so movies, buying souvenirs from the
natives on the pier, or just watching the night filled out our only day in
Manus. Most of the officers spent the day as guests of three Australian
Pacific Island Regiment officers, who had anticipated the HAMNER's
arrival more than we. In exchange for fiction books, prized pictures of
young ladies, food rifled from the wardroom pantry and a couple of
dollars each these three officers gave a continuous party from 1000 till
2300 to erase at least for one day, all shipboard problems. By 0900
the next morning the HAMNER had cleared Seealder Harbor and steadied
on course north for Guam. Manus was nice but T00 DAMNED HOT!!!
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EQUATOR CROSSING-SWEATING IT OUT
Steaming north from Manus the crew had only one desire: to get
across the Equator, in and out of Guam and on the way to Japan as
soon as possible. There could be no mistaking that the following five
days were going to be anything but muggy, hot and miserable. Destroyers
like our HAMNER, constructed of highly conductive steel and generating
millions of extra calories for the main engines, have, after weight, space,
fuel, propulsion, and firepower requirements have been satisfied, just
enough installed habitability features to keep the crew alive and on
duty when in tropical waters. Scheduled drills are performed, watches
effective, essential jobs completed, and even some topside maintenance
undertaken, but for the most part normal maintenance, clerical work,
and secondary training fall by the wayside through the exhausting day-
During the second crossing of the Equator, the days were, for the
most part, cloudy, with the only wind being that caused by the ship's
relative movement. Torrents of rain occasionally drenched the ship to
provide a short but refreshing break in the day's heat cycle. The expres-
sion of reluctance, despair and anguish written on the face of the
oncoming watch stander as he gazed down into, momentarily before
entering, the hellish atmosphere of the main spaces, portrayed well the
misery of the tropics. On the lower level of the after engineroom the
high density of steam equipment maintained temperatures at 1400F,
and the necessity of cooling 35 and 456 spring bearings below seizing
temperatures with a spray of salt water held the humidity of IOOCMJ.
The watch lasted out the four long hours soaked in sweat, devoid of
energy and breathing with difficulty in the water laden atmosphere.
Once off watch the engineers tried sleeping in their bunks, but experi-
ence soon proved that resting in the hot, odious, inadequately ventilated
compartment only sapped away what little strength remained. There-
after, in any available topside area with shade and a breeze, the engi-
neers, along with men from other divisions, could be found sprawled
out, shoes off and shirts unbuttoned, escaping from the heat.
ln other sections of the ship the heat took its toll in a multitude of
ways. Officers could generate no enthusiasm for administration. The
tempers of uncomfortable yeomen, personnelmen, storekeepers, disburs-
ing clerks and radiomen rose as the heat played havoc with their eyes
to increase the number of typing and other clerical errors. Cooks and
stewards sweltered over hot stoves and ovens producing meals which,
however good they may have been, many men could not muster up
the appetite to eat. The listless bridge watch baked in the torrid atmos-
phere while CIC teams oscillated between sleep and blank bleary fixation
during routine watches. The busy coke machine gobbled up hundreds
of nickels trying to quench the thirst of our crew, and when water
hours were in effect, WOW!
The cooler evening's first respite was found topside on the windward
side of the ship. Here, prior to movie call or the 20-24 .watch, many
men, clad in shorts, a loosely draped shirt and a pair of sandals, gathered
in the vicinity of an inport deck light and a small record player to
write letters, read, play cards, sleep or gaze in deep and dreamy thought
into the clear bright star-lit tropical night.
Moving carefully between many small and varied Japanese fishing craft, the HAMNER
eased into Tokyo Bay and bent left to enter Yokosuka Cove. Located here at Fleet Activities,
Yokosuka, formerly the main station for the largest Japanese Imperial Naval Base during
World War II, is the most extensive combination repair, supply and recreation facility avail-
able to the Fleet in WestPac. Entering the cove Captain Teeter, with the skill of an expert,
maneuvered the HAMNER through a tight 180 degree turn to moor her snugly alongside the
USS DIXIE AD14, a ship that would soon impress the HAMNER highly with her "par excel-
Ience" in repairs and other services. Within two hours, the HAMNER dropped in readiness
from a fully operative destroyer to merely cold iron and sentry watches in anticipation 'of a
forthcoming two weeks of repair and upkeep. By 1700 the first liberty parties were in
launches destined for the fleet and base landings and eagerly looking forward to the first
mingling in Japanese society. As normal for sailors, most of them headed for the nearest
establishments where thirst could be satisfied. For many, these were the respective officer,
petty officer or non-rated club on or near the base while others tried some of the local bars
and night clubs. Eighty-yen taxis were plentiful, drinks were reasonable and spirits were
high that first night in Japan.
As the men came back to face the sober, bleak, foggy Monday morning, the HAMNER let
it be known that the primary reason for the stay in Yokosuka was her upkeep and much
needed voyage repairs, and, if conflict arose between liberty of the crew and the work
aboard, the work came first. For the deck hands, it would take two weeks working every day,
Sundays included, from Quarters till after dark to scrub, scrape the rust off, touch up with
red lead and paint the exterior of the ship. Down with the black gang, Benner's group had
45 and F56 main spring bearings, wiped the previous week while crossing the equator, to
be honed, Josephson had firesides on 4953 boiler to be cleaned, Bell had watersides on 42,
and Davis had a tremendous scaling job to be done on those damned evaps. To these were
added the normal tender or shipboard repair jobs and the maintainence of the ship's interior
spaces so neglected while in the tropics. Fearing a possible bent starboard shaft and
damaged sonar dome, the HAMNER put out to sea on Friday, 1 November to enable
Japanese vibration and sonar experts to make thorough tests and observations. The results
necessitied shifting the HAMNER into drydock Af5 the following Tuesday for repairs to the
sonar dome. While the HAMNER sat on the keel blocks, observers could not fail to notice
the remarkable progress in upkeep due to the concentrated efforts of the HANINER'S leading
petty officers and the men working under them. By the last day of our availability, Sunday,
10 November, having had good weather for our topside work and excellent services from the
DIXIE and the repair facility, the HAMNER, with no qualifications, was in the best shape we,
who had come aboard in Long Beach, had ever seen her. With fingers crossed for the evaps,
the HAMNER was ready for the next thirty days at sea.
In early December while enroute to Yokosuka for a one day visit before our scheduled
availability in Subic Bay, serious pitting was discovered on a superheater header in 42
boiler. The latest operations schedule did not provide for another avalability in Yokosuka
until March, but hasty messages sent throughout the week between various top commands
resulted in the decision to effect, in Yokosuka, immediate repairs to this otherwise unsafe
boiler. Thus, on arriving in Yokosuka on 13 December, the HAMNER went to cold iron to
commence boiler repair operation while the rest of the division steamed on the following
day to the hot, humid confines of Subic Bay for their availability. Our repairs took nineteen
glorious winter days, including Chrstmas and New Year Eve, to complete, and, with so many
points favoring Yokosuka over Subic Bay, i.e., the ship's store facilities, the various clubs,
the women, the weather and the repair services, nary a tear was shed in regret for the
With regard to ship's maintainence, it was this boiler casualty, however serious that was
solely responsible for the HAMNER obtaining its best availability in many years. By making
maximum use of this boiler repair time and the fact that the HAMNER was the only com-
batant ship in Yokosuka for availability, many shipalts and major repairs, which ordinarily
would have remained for the next yard overhaul, were effected. To mention a few, a new
bridge windshield structure was installed, fireroom deck plates galvanized, alterations made
to the galley and wardroom pantry and weather leaks to the wardroom area welded up. The
many openings into the ship, left by watertight doors sent to the shops for repairs and
holes made in various bulkheads to facilitate welding, kept all interior space COLD, twenty-
four hours a day, but the celebration at the Christmas Eve ship's party expressed well the
appreciation of the HAMNER'S crew for this "golden"opportunity for repairs and liberty at
Yokosuka. Upon departing from Yokosuka on New Year's Day, the HAMNER was again the
sharpest destroyer in the Pacific Fleet and manned by a well invigorated crew. Well done,
Yokosuka, well done!
In Japan sightseeing trips are well rewarding for those who take the
trouble to go. During the first availability in Yokosuka, .the Chaplain
was able to arrange, through the channels of special services, tours' to
Tokyo and Hakone National Park for very reasonable prices. The first
tour left Yokosuka shortly after Quarters, and during the 40-mile trip
to Tokyo we had ample opportunity to view Japanese daily life first hand.
For miles along city streets we saw hundreds of small shops already
engaged in the daily business of selling their product, fish, meat, vege-
tables, rice, candies, pastries, clothing, china or household goods, from
early morn until six or ten o'clock at night. Most of the children were
in school, while the remainder either helped in the shops or played in
the side streets. Everywhere, in the shops, factory yards, warehouses,
offices and commercial vehicles, there always appeared to be an over-
abundance of people working on each job leading to an overall efficiency
that could be considered grossly below standards acceptable in America.
The combination, in Japan, of overpopulation and a very limited economy,
something not readily visualized in the United States because of our
abnormally high prosperity, encourages and even demands that each
shop proprietor, factory foreman or office manager, rather than use
labor saving machinery, hire as many people as possible at low wages
to maintain the restless population gainfully employed and to spread
the limited wealth of the country as far as possible.
By 1100 the tour bus was in the modern section of Tokyo, where
large department stores, hotels, office buildings and theaters could be
seen as a prime example of the last half century of Western influence.
The first stop was at the Memorial Art Gallery, the shrine of Emperor
Mutsuhito, where in the history of Japan during the period of his rule
is portrayed in sequence by numerous paintings. From here we toured
past many Japanese government buildings enroute to our lunch stop,
the famous Suehiro, claimed by the Japanese to be known the world
over for its excellent steaks. However, once there, most of us were
finally convinced that the Japanese dish of Sukiyaki would be more
fitting for our visit to Japan. Appetites enhanced by the delicious aroma
of thin slices of beef cooked with green and white onions noodles, leaves
of various greens, soy bean cakes, mushrooms and plenty of soy bean
oil were somewhat checked when the beautiful young hostesses fone for
every four of usb cracked a raw egg into the small bowl at each place
and beckoned us to dip the hot meat and vegetables into the egg prior
to eating. Fidgeting with chopsticks to gain a basic amount of control,
we closed our eyes, dipped the first portion into the raw egg and
tasted it for the pleasant surprise that the stuff wasn't bad after all.
Combining the above with rice, tea and sake completed the meal to the
point where a "siesta" was in order. However, the guide had other plans,
and into the bus we went for another trek across Tokyo, this time to
the Kokusai Theater for a three-hour continuous performance of "Aki No
Odori" fAutumn Danceb with two hundred and thirty girls in the cast.
The performance unfolded before us that afternoon was outstanding and
would easily stand up with or before any given in America's famed RCA
Music Hall. The colorful costumes, the many and varied lights, the
revolving and elevating platforms, combined with the massiveness of
the entire performance, left us awed and filled with a new outlook on a
heretofore unthought of part of Japanese culture.
As all good things must end, so did this day, and with darkness
rapidly closing in, our bus started the long journey back to Yokosuka,
dropping those of us who desired off on Ginza Street for some addi-
tional touring of downtown Tokyo in the throng of its evening activity.
Ginza Street was as brightly lit as any Broadway in the States, with
many cars and trucks passing back and forth to the pedestrian's peril.
Though American influence and ideas pervaded everything, there was
not another American encountered during the whole evening. Walking
along the many back streets and alleys the bustle of motorcycle trucks,
of cabs and rickshaws, of bicycled caterers balancing dinner bowls on
trays and of people conversing or working in the middle of the street,
all increased our awareness of the overcrowded conditions. The activity
of fish and vegetable markets now at the height of their daily business,
of heavy construction crews working under floodlights and of the thou-
sands of workers hurrying toward their homes, only intensified our appre-
ciation of the industry and determination of these people. Yes, Japan
was different than we had first visualized it to be, much different.
Pausing in shadowed darkness beside one of the black moats of the
Imperial Palace grounds while looking onto the skyline of the busy city,
a silent prayer, offered in peaceful thought and earnest desire, expressed
that evening our hope that these two countries, Japan and the United
States, will never again have to settle their differences in the manner
used 12 to 16 years ago.
I ,512 wk
As the first tour acquainted us with Tokyo, the Japanese government,
some of the favorite Japanese foods and a bit of their theatre art, so
the second tour served to increase our familiarity with the Japanese
landscape from its crowded cities, past its sandy beaches, through the
cultivated lowlands and into its forested mountains, with a little more
insight to the Japanese way of living in each of these areas. Leaving
the streets of Yokosuka behind to bask in the early morning sun, the
tour bus weaved in and out of narrow tunnels in traversing the lowland
hills between Yokosuka and the ocean beaches of Zushi. Here we viewed
some artistic and modern beach houses probably belonging to or used
by the more well-to-do from the larger cities of Yokohama and Tokyo
to the north. As the tour continued, the low nearby mountains gradually
gave way to a flat rich plain subdivided into small plots being worked
diligently by many peasants, a curious sight for HAMNER sailors accus-
tomed to the wide open methods of farming in the States. Soon the
flat plain became cluttered with homes and shops to announce another
heretofore unseen city. However, the crowded, ill paved streets with many
varied open air shops, the men, some dressed in business suits and
others barefoot and clad only in trousers, the children in their blue
school uniforms and the women, dressed in either western skirts and
sweaters or a tight fitting kimono and carrying babies strapped across
their backs, were all the samehere as we had become accustomed to
in other cities. The guide stopped for a tour of an old Japanese palace
with its crumbling walls, shallow moats and arched bridges, but these
massive structures appeared cold and uninteresting when compared to
the lively activity of children playing baseball on the palace grounds.
The walls, moats and arched bridges served only as a reminder of a
grim Japanese past, but in the children happily playing in the fore-
ground, there was the future of Japan.
Leaving the city of Hiratsuka behind, the bus raced along the shore-
line toward the nearby Hakone mountains. The guide forewarned that
the overcast clouds would soon blot out our almost perfect view of
Mt. Fuji so, stopping the bus, we walked out on the sandy beaches to
take our pictures. The nearby shouts of fishermen straining to beach a
large net commanded our attention for the next few minutes as we
watched the net hauled ashore, the fish sorted into baskets for market-
ing, small boys scamper about vying for the remaining odd types of
fish that would normally be thrown back into the sea, and the net recast
by the agile fishermen hoping for more good catches that day.
Soon we were in the mountain pass leading to Hakone Park, climbing
along the side of the ridge on a road that normally would be deemed
unusable in the States. Though the traffic had been light out on the
plain, it seemed now that half of the people in Japan were on a holiday
trying to traverse this small, two-lane winding road to or from the park,
while the other half of the population was busy breaking up or repairing
the road and throwing up detours or bottling up traffic with one-lane
congestion. Traveling on roads such as these is a give and take propo-
sition-give absolutely nothing and take everything you can! Many
times we had to close our eyes as the driver skimmed by other cars or
inched around a tight corner overlooking steep drops down the moun-
tain. These scenes from the road were breathtaking, both in the beauty
of the forests and mountains and in the harrowing experience of getting
to the top of the ridge safely.
We should have displayed more confidence in our driver as he drove
the bus easily to the top and down the other side to the shoreline of
Lake Ashi. Stopping at the Hakone Hotel for our noon meal, we had
an hour's rest while looking out over the lake and to the mountains
beyond. By now a stiff cool autumn breeze had chilled our thin tropical
blood and the grey skies appended a somewhat dismal aspect: to the
beautiful view of the lake afforded from the hotel. f-
The Hakone Shinto Shrine was the next sight for the camera bugs
to photo. Here in the cool darkness of tall trees, bright red arch gate-
ways pointed the way up a long series of stairs to the shrine before
which thousands of Japanese pilgrims each year pay ancestral homage.
With the afternoon fast fading, the bus started the return trip over the
ridge and down the mountains. One last stop was made at the Fujiya
Hotel, built along western architectural lines some fifty years ago, to
see the large gardens, spacious rooms and tile baths. Then, having had
our fill of touring for the day, we settled back as comfortably as possible
for the long trip back in the evening darkness, well satisfied that much
about Japan had been discovered and assimilated this day.
Whatever is said about Yokosuka, its attributes, traits and peculi-
arities, there can be no denying the basic fact that it offers to the
lonely, the curious or the temptation seeking sailor some of the best,
the most interesting and by far the safest liberties he will ever
have. lVlany of the HAlVlNER'S complement, for various reasons,
spend the greater portion of their Yokosuka liberty hours in the
respective Officer, GPO, Petty Officer, or ElVl Clubs which in them-
selves, because of their abundance of space, excellent and wide
variety of service and low prices, are the Orient's best servicemen's
clubs, matching any in the states. However, liberty spent in this
manner does not help visiting sailor to mingle in Japanese society,
to observe the customs and habits and to sample for his own curi-
osity the Japanese way of life. To do this, he must enter the busy
stream of activity outside the gates of Fleet Activities and learn for
From the sailor's standpoint, Yokosuka can roughly be divided
into two totally unequal areas. The first, located immediately out-
side the Fleet Activities gates, is the well known Souvenier Alley dis-
trict, that special area, typical of any port, tailored to the desires
of the liberty starved sailor with pay in his pockets. ln Yokosuka,
Souvenier Alley is a world of it's own. Here, lining the twenty foot
wide pavement for three solid blocks is a unique, fantastic collection
of bizaare clubs and bars each advertised in a verbal manner or by
written signs which will amuse, shock or embarrass the unexpectant
sailor. Flanking these clubs on all sides striving for a position in
the first sweep of the sailor's eye are a multitude of souvenier,
jewelry, tattooing, clothing and you name it shops wherein buying
is certain to be the cheapest both in quality and cost. Here, how-
ever, with a sharp eye, a show of determination to argue prices to
despair and the ability to take everything with a grain of salt,
bargains for some excellent gifts or souvenirs of Japan can be made.
Entering into one of the many bars for a refreshing drink, the total
absence of lavish decorations is immediately noticed, and floor
shows, suiting all tastes, will be found only in the larger clubs.
Papasan, the bar owner, or one of his assistants, in bringing the
first drink, an expensive one at that, normally asks if the sailor
would like the charming company of a lovely Japanese girl, known
and respected at ALL social levels in Japan as a hostess, to help
entertain him during his stay. Of course the sailor must pay for the
young lady's drinks Cactualb and offer a nominal sum for her com-
panionship, but in turn she will gracefully dance with him, sit and
listen to his troubles or amuse him with jokes, tricks or the iabber-
ing of her unstable English. lf the first evenings pass well between
the sailor and his hostess, the relationship may well expand affec-
tionately and inexpensively by further dates with the young lady
becoming his girlsan or babysan as storied on the next page.
The second area of Yokosuka the sailor becomes acquainted with
is the actual city itself with it's two hundred fifty thousand small,
busy people, enough that all the Fleet personnel in port at any one
time can be absorbed in the multitude almost without notice. Walk-
ing alone on one of the main streets during the afternoon and
evening hours, the sailor is greeted pleasantly by the shop owners
or assistants continuing diligently with their work, evidently knowing
the sailor is rarely interested in purchasing the displayed wares,
usually completely out of place aboard ship or at home in the
states. With space at a premium each shop is seen to have its entire
stock of merchandise displayed and generally open to the ill effects
of the weather. The homes in most cases are located directly behind
and are an integral part of the shop, and a small opening in the
shop's back panel invites a curious look into the grass matted main
room where the family members during the cold winter evenings sit
around a low table near the hibachi sipping their hot tea. ln con-
versing with various bi-lingual citizens it is apparent that the
Japanese people normally take no less than every tenth day off
from work with most of the shop owners, watching carefully their
share of the economic market, closing up shop only on the New
Year's holidays. As most people live close to their work, a holiday
is normally celebrated by trips to other parts of Japan to provide
variety to an otherwise unchanging existence. Continuing on his
yourney the sailor becomes aware that by 2200 most of the shops
have closed, the streets lights dimmed, and the people retired to the
secluded -security of their homes to bring silence upon the city and
end for him another fascinating tour of Yokosuka.
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No matter how much we try, the story of Japan from a sailor's
viewpoint cannot be complete unless something is said about his
favorite "Babysan." William Hume, another navy man of a few years
back, used the nickname "Babysan' in his book of that title as the
singular name for any one of the lovely Japanese girls who, since
the end of the war, have tendered such loving care and -affection to
their "Boysan" American servicemen that many of the men have
attempted various ways of remaining in Japan or have taken home
a bride. Every bachelor aboard the HANINER who didn't date her at
one time or another during this cruise will hear so much about her
from those who did or through legend that he will eagerly look for-
ward to meeting her, if possible, on the next cruise. While the
married brethern remained aboard the HAMNER or longingly remi-
nisced of San Diego loved ones over a beer at the club, the bache-
lors, those of them who were lucky enough to know Babysan, were
off the ship at liberty call, bearing gifts of flowers, candies, soaps,
shampoos, etc., to make a call on Babysan.
Babysan lives in a typical Japanese home, generally of one, two
or three rooms, with paneled doors and windows, very thin walls
and a two inch grass matting floor. Upon entering, the sparkle of
Babysan's smile assures the sailor, her Boysan, that he is welocme
as he replaces his jumper and shoes with the more comfortable
kimono and slippers. While the Boysan sips his first cup of hot
soothing tea in the serene atmosphere of Babysan's home, she slips
out to the local market area to bring home, neatly wrapped in news-
papers, the fish, meat and fresh vegetables for the evening meal.
Placing herself opposite her Boysan at the low table, Babysan, with
a minimum of motion withdraws the necessary dishes from her
small cabinets and prepares over the hibachi a noodle, fish, pork,
rice, onion and greens dinner that will tempt any appetite. Manipu-
lating his chopsticks with growing confidence, the Boysan partakes
liberally of Babysan's unusual but exquisite dinner, thankful to be
dining in the quiet comfort of Babysan's home rather than in the
noisy mess hall aboard ship. Having an after-dinner smoke with a
cup of tea or sake applies the final touch to this perfect repast while
Babysan silently, almost without notice, places away the commodi-
ties of the meal.
From this point on the evening hours may pass in quiet discussion
of the two countries and in learning of new words from each other's
languagesg the sailor and Babysan may decide to go to a movie on
the base or in town, or they may step into one of the many night
clubs for dancing and visiting with friends. Whatever the choice,
after six months of the year in San Diego enduring the disadvantages
of it's high boy-girl ratio, an evening with Babysan is a dream
"With luck we'll be right here in Yokosuka again next Christmas."
These were the opening words of Captain Dupzyk's small speech at
the ship's party as the crew applauded their new commanding offi-
cer during the celebration of that evening. Yes, every man of the
crew, whether he had the duty this Christmas Eve or not, knew just
how lucky it was to be spending the Christmas holidays in the more
wintery climate of Yokosuka rather than south in Subic Bay with
the rest of the division or at sea somewhere between here and
there. The HAMNER would be in WestPac again next Christmas, and
if it could be in Yokosuka, so much the better. Up to now the
weather had been clear though very cold, and the crew, working
hard to obtain the maximum benefits from this unexpected avail-
ability, was well primed for a good ship's party. With Broadwater,
NlE1 taking care of the arrangements at the P0 club, the remem-
brances of last year's terrific party here in Yokosuka brought on
wholehearted response of the crew. Those bachelors who now had
Japanese girl friends invited them to join in the festival fun and
add their sparkle to the Christmas celebration. Dinner was started
at 1900 with over 145 HANlNERites and 40 Japanese young ladies
filling up all the tables and then some. To provide a more leisurely
pace to the meal, a Japanese band played popular dance music
between each course to allow the dancers among us to step into
the lime light, and after dinner a floor show featuring Elvis Presley
type rock and roll kept the mellow mood of the party flowing. With
the finale of the floor show, the lights remained dim for another
couple hours of dancing while the other two thirds of the men
settled down to some serious drinking, boisterous talking, laughing,
back slapping or laudation of fellow shipmates' merits. As the
spirits continued to rise, some of the more wary cautiously picked
out the few who were a little too high in good spirits and gently
started them back to the snug confines of the happy "H." Before
long, the Christmas cheer won over most of the officers for liberal
distribution of 48s and finally the big target, the executive officer,
for overnight liberty for the entire crew. As the groups started
drifting out shortly before midnight, some in mellow peacefulness
and others with a bang, a few incidents, such as a decorative win-
dow suddenly "falling" out of it's frame, added a last minute tang
to this perfect ship's party. Since the captain had cancelled reveille
himself, the men didn't give much thought to what hour they came
back the next morning, so long as they got back, and upon return-
ing, whatever the hour, the Happy "H" appeared more a home this
Christmas morning than ever before. .
To supplement holiday routine on Christmas Day, the skies were
clear and the weather crisp. Many men attended the various Christ-
mas services at the base chapel, and the Christmas dinner aboard
flowed with such abundance of turkey, hot rolls, sweet potatoes,
fruit cakes, pumpkin pies and candies that there was no need for
another meal that day. Those of us who had presents from home
opened them with curious anticipation and a sincere appreciation
of loved ones at home who remembered. Eventually, everyone who
could go ashore went out sightseeing or visiting to complete the
enjoyment of this, the best Christmas in WestPac that anybody
aboard could remember.
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Air Operations didnt mean much to the crew except that the HAMNER chased an
aircraft carrier all over the ocean while participating in these operations For the carrier
the USS TICONDEROGA CVA14 during 1223 November and 5 7 January it meant a dawn to
dusk schedule of catapult take offs and arrested landings spaced at intervals dependent
upon the endurance of the aircraft aloft. To keep up with the high speed carriers when
assigned the day's plane guard rescue destroyer duty required all boilers on the line, the
only time during the WestPac tour that this was done. The day's duty also necessitated that
the HAMNER hold a position on the port quarter of the carrier, and maintain two onboard
rescue stations fully manned, the first being the forecastle station standing by in the for-
ward fan room and the second the life boat recovery station grouped in the crew's lounge.
Signalmen, shipfitters, coxswains, swimmers and tenders all composed the teams which
would have to extricate a pilot from the floating wreckage of his aircraft or rescue him
from the cold sea, upon a minute's notice. The proficiency of these teams was never taxed
by an actual crash rescue operation, thank the Good Lord, and, though air operations re-
mained very boring for all hands excepting bridge personnel, the .HAMNER was entirely
satisfied to tag along behind the carrier with each pilot catapulting off, performing his as-
signed training misson and making his controlled crash on the flight deck, all in complete
safety. Our only burning question was why, with so many jet aircraft taking off into distant
skies, weren't any of these made available for our much needed intercept and target ac-
quisition exercies? The HAMNER's part of this modern fleet too!! lsn't she?
Inside the ship plenty of work was completed. Outside, nothing! The fast speeds churned
up large bow waves, and high velocity relative winds carried sheet after sheet of salt water
over the HAMNER's fast corroding topside areas. The OOD had the protection of his bridge
canvas, but the lookouts, keeping careful track of the planes in the landing pattern, the
srgnalmen, busy at their bags answering Fox-trot Corpen or Speed hoists, and the life-
buoy watch all just became wetter and wetter as the day progressed.
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Can the United States Seventh Fleet remain at sea for extended periods during times of
unusual tension and unrest in the Far East? Can the Fleet step into any area of the Western
Pacific, thoroughly accomplish the assigned mission and withdraw when ordered even
though access to every port in the area and supplies therein have been denied the Fleet by
unfriendly or cautious neutral powers? YES, the Fleet can and, for the most part, does just
that even when Pacific areas are calm to emphasize it's independence of Far Eastern ports.
Replenishment at sea is the way this is' realized with provision ships and tankers bringing
their supplies, a good share thereof, all the way from the United States.
During periods at sea with carrier attack forces, HUK groups or amphibious convoys, the
HAIVINER was refueled ten times, took on provisions and general stores twice and loaded
ammunition once. Her best test of replenishment procedures came on 9 December when,
in a few short morning hours, the destroyers of DesDiv Ill, the cruiser LOS ANGELES and
the TICONDEROGA all took on fuel from the TALUGA A062, provisions from the GRAFFIAS
AF29 and ammunition from the MAUNA KEA AE22 without incident and in accordance with
what the Navy calls "standard operating procedures."
Replenishment in rough seas is handled slightly different than our normal calm sea
operations. The OOD must keep the ship further out to allow for uncontrolled yawing,
winchmen on the tanker must be attentive to keeping fuel hoses higher out of the water
to prevent parting and subsequent splattering of oil over the topsides of both shipsg life
jacketed personnel can expect to be thoroughly soaked, some of incoming provisions will be
lost to the sea, and, for the people riding the highline, standby for a dunking! The after
fueling rig on the ROANOKE became so battered during one stormy operation that it had to
'be secured,Frnd the HAMNER finished up fueling by shifting ahead to bring the forward
ose over at.
ln December, the HAMNER accomplished it's first refueling from the port side of an
angle deck carrier, coming alongside wide and then closing the gap slowly to leave the
projecting angle deck area hanging over the after part of the ship. Station keeping toler-
ances are smaller this way, and there is always the remote possibility that a casualty af-
fecting one of the shafts will cause this big monster to clip off parts of the stacks, the mast,
and bridge areas. However, the efficiency of the fleet is greatly enhancd by reducing the
total time necessary for an aircraft carrier to refuel it's accompanying destroyers, making
possible the refueling of twice as many ships during any specific interval.
Give the boatswain's mates notice of the type replenishment, the time and to which side,
and they'll take care of the preparations. During the previous night the engineers will have
deballasted, filled up the admidship tanks, and evened up the refueling forward and aft to
minimize refueling time. The HAMNER is normally in standby station 500 yards astern of
the tanker when the replenishment detail is set, and every man of the crew, unless he has
a specific station elsewhere, is expected to turn topside, strap on a life jacket and take his
turn at hauling in on the lines or striking the stores below. With Romeo close up to indicate
the replenishing ship is ready, the OOD starts the HAMNER in at five or more knots greater
than replenishment speed, drops off the extra turns just before the bow passes the replenish-
ment ship's stern and, taking care that the HAMNER will not be caught in the other ship's
propeller suction, brings her smartly alongside 60 to 100 feet distant. Once the fueling
hoses are lashed in position at the fueling trunks and the various provisions, if any, are
struck below, replenishment operations are just a matter of tending the distance line to
assist the OOD's station keeping while waiting for the HAMNER to have it's drink, sounding
the tanks to determine when full, replacing the hose caps without splashing too much fuel
about the decks and easing the span wires and accompanying messengers back to the re-
plenishing ship. With the last line about to be cleared, the OOD rings up five additional
knots and eases five to ten degrees off replenishment course to have the HAMNER "step
out" smartly from alongside.
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Probably the most important role of the destroyer today is in anti-
submarine warfare. Most certainly it was so during both World Wars'
"Battle of the,Atlantic" when only the construction of large numbers of
destroyer type vessels finally checked the rampage of unrestricted sub-
marine warfare threatening to sever sea supply lines to our Allies and
eventually summed up the downfall of the submarine. Having sufficient
well equipped destroyers or escort type vessels in a convoy screen virtu-
ally assured detection, urgent but thorough attacks and the destruction
or at least the "holding down" of an attacking submarine until it was
no longer a menace to the convoy.
During the latter part of the Second World War, an alternate school
of ASW thought gave birth to the Hunter-Killer task group consisting of
destroyers accompanying an aircraft carrier which operated special ASW
search and attack aircraft from its decks. This task group, using the
position of reported submarine sightings and contacts or even the SOS
signals of sinking ships, would search for submarines in the most prob-
able areas, and, if contact with a submarine was made, conduct un-
relenting attacks by both the aircraft and the destroyers until either the
submarine was positively destroyed or contact was hopelessly lost.
Operating in such a task group 24 November to 3 December with the
USS PRINCETON CVS 37 and destroyers of DesDiv's'111 and 253, the
HAMNER was detached three times with other destroyers to close upon
submarine contacts discovered by the carrier's fixed wing S2F aircraft
and helicopters some miles distant. In each instance the HAMNER
located the submarine first and conducted with the other destroyers
repeated and successful simulated attacks while the aircraft circled low
and the helicopters hovered over the water nearby, concurring our
contact and making their own attacks when possible. While still attached
to the Hunter-Killer group, the HAMNER participated in barrier screen-
ing exercises of ships leaving Buckner Bay, Okinawa on 27 November
and transiting the straits between two islands north of Luzon on 3 De-
cember. Hunter-Killer duties were again modified somewhat by convoy
screening 27-29 November with each OOD and CIC team of the HAMNER
arguing out the various weaves and zigzag tactics and becoming quite
familiar with the art of "boomeranging."
During Operation STRONG BACK, 23 February to 3 March, the HAMNER
undertook its full share of convoy tactics while escorting the amphibious
movement group from Buckner Bay, Okinawa to Dingalan Bay, Luzon,
and of barrier patrol duties in blockading exercise submarines from the
defenseless amphibious ships landing the 'tinvasion" forces on the
beaches at Dingalan. Effecting screen reorientations along with formation
course changes during the black moonless nights, with radar silence
imposed, caused some moments of anxiety, and, occasionally, for safety's
sake, it was necessary to "peek" for a few seconds with the radar to
ascertain the formation situation. It may have been in the wee sleepy
hours of the morning, during the busy afternoon or at evening movie
call that the ASW General Quarters alarm sounded to send the various
bridge, CIC and sonar teams to their stations. If sonar did not hold
acoustic contact with the submarine, it was up to the bridge and CIC to
maneuver the HAMNER into the vicinity of the ship or aircraft reporting
the contact. Once contact was positively attained and the surface bearing
clear, sonar took the conn to take the HAMNER in for the attack. When
the simulated hedge hog and depth charge firings were completed, CIC
directed the initial turn after firing and conned the ship out to where
sonar contact with the submarine could be regained. With submarine
contact again positive and the range sufficient to neutralize the sub-
marine's erratic evasive maneuvers, the conn was transferred back to
sonar to conduct another attack. During the interval succeeding each
attack in which the HAMNER did not have submarine contact, a second
destroyer normally held contact and conducted its attack, ln this manner
the two destroyers maintained continuous contact with the submarine
and conducted attack after attack, many more than the normal wartime
ammunition allowance could ever sustain.
Gambling on the basis of two consecutive hours of perfect ASW
attacks with the'BLUEGlLL SSK 282 in the choppy seas of the bleak
Sunday, 1 December, the HAMNER announced its intentions of conduc-
tion graded ASW single ship attacks during the third hour and went on
to chalk up an excellent score for the first half of the ASW "E." Through
a misunderstanding, the HAMNER was only credited with one-quarter
of the "E" in dual ship attacks with the CHANDLER during combined
operations with Chinese Nationalist destroyers off Taiwan, 24 January,
and it took another round ,of duals with the CATFISH SS 393 and the
WILTSIE in the rough seas and evening darkness of 3 March to put
together the whole "E," bringing to a close our anti-submarine warfare
training for the fiscal year.
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lET'S HONE THAT SHAFT, LADS
At random times during the cruise but generally while in tropical
waters, the HAMNER suffered considerable anxiety with the main
spring bearings of the starboard shaft. The big trouble makers were
bearings number 'live and six, both on the lower level of the after
engineroom, and, to combat the excessive temperatures of these
bearings, wet rags had to be wrapped aroundthe bearing housings
and a continuous cooling spray of salt water applied. The problem
was thought to be solved during our first Yokosuka availability when
these two bearings, having been inspected and found partially wiped,
were honed smooth by the Machinist's Mates. However, two months
later during the trip from our "overhaul" and Christmas holidays in
Yokosuka to Hong Kong and while the ship was slowing down from
30 knots during a test to determine the sonar figure of merit, num-
ber five bearing abruptly overheated and wiped, this time much
more seriously than before. Immediately the Machinist Mates un-
bolted the housing and hoisted off the upper casing. As feared, the
bearing was badly wiped, but not to such an extent that it couldn't
be repaired by patient scraping and honing to effect the necessary
smooth surfaces on the hard shaft steel and the softer bearing
babbitt. From 1000 on the morning of 2 lanuary until well into
the midwatch that night, the honing process went on while a strong
western wind whipped up rough seas. As long as the port propellor
was moving the ship at 10 knots, the rolling and pitching was mod-
erate. When, during various half hour periods from the beginning of
the midwatch on, the port shaft had to be stopped while the star-
board shaft was tested and retested, the rolling became violent,
forcing the sleepless crew to hang on tightly to their bunks. lt
wasn't until 0600, with the starboard shaft turning normally, the
repaired bearing at operating temperature and the ship's company
in deep sleep that the Machinist's Mates, exhausted from their all
night vigil of watchstanding and bearing repair, could climb into
their bunks and sleep through the rainy, rough 3rd of January, 1958,
while the HAMNER sped on to Hong Kong.
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HONG KONG: The view of Hong Kong from Victoria Peak displaying the City of Victoria in the
bottom foreground with Kowloon across the bay. The mountains beyond are all a part of the New
Territories with' none of the lands of China proper visible in this picture. Most merchantmen
Wow!!! That is about the best summation of Hong Kong we can utter after one
week in this colorful, thriving, densely populated, keenly competitive open port reputed
properly as the "Pearl of the Orient." How many dollars the HAMNER sailors poured
into the merchant system of this busy metropolis will never be computed, but a good
estimate would be from one to two paydays per man. Many pounds of suits, coats,
shoes, silver, ivory, silks, teakwood, etc. arrived aboard the HAMNER during that week
to be stored in every available and many times supposedly unavailable space until our
arrival back in the states. But, hold up! we're way ahead of our story.
After leaving Japan early New Year's Day, conducting gunnery exercises for mount
34's first sleeve in two years, making emergency underway repairs to the burnt out
number five spring bearing and.performing plane guard duties for the TICONDEROGA
with the rest of the division after our 5 January rendezvous, sunrise Wednesday, 8
January gave light to our first views of the rugged Chinese, mainland. During the next
three hours, the HAMNER closed upon the steep, barren, rocky, brown mountains and
weaved through multitudes of cluttered, high stern, purple sail, wooden fishing junks
while entering the straits separating Hong Kong Island from the mainland. There was
no ,need to call the crew to quartersg the anticipation of Hong Kong and early liberty
brought them eagerly on deck in dress whites. We watched with curiousity as slowly the
barrenness of the mountains gave way to dots of single dwellings,then huddled groups,
and finally tall apartment buildings as the ships eased around the last bend into
the harbor and broke sharply and impressively their call sign flags from the yardarms.
Before us, the magnificant sight ofthe "Pearl of the Orient" unraveled under a bright
but soon to be clouded out sun. On our port hand were the shipyards, the slum ridden
commercial-residential areas, the many colorful apartment houses and the tall modern
business buildings' of downtown Victoria all directly under the scrutiny of many choice
British homes spotting the famed Victoria Peak. Ahead, at anchor, lay some forty odd
commercial vessels of various nations unloading to or loading from hundreds of sam-
pans and junks transient cargoes valued into the millions of dollars to account for the
colony's main single source of livelihood. Off the starboard bow spread the mainland
city of Kowloon with it's wharves, multitudes of warehouses, the runway of Hong Kong's
TaiTak airport, more of the impressive apartment houses, the always present refugee
slum areas and with the New Territories accounting for all the lands beyond visible to
the eye. Linking the starboard anchor chain to buoy B4, the HAMNER slipped into the
mini-mum state of readiness allowable to US ships in Hong Kong in order to reap
maximum benefits from the next seven days of early liberty. With rain clouds rapidly
covering overhead, British boarding officials arrived supposedly as the first to greet us,
but everyone knew Mary Soo slipped in ahead to bargain for the contract of painting
the HAMNER's sides in exchange for the general mess leftovers.
The f!!S'f Thing to do in Hong Kong was obviously to buy something. For months we
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anchor rn the bay to the left to load or unload cargoes while the HAMNER and the other warships
W moored rn the bay to the right, having closer access to the sea.
had been hearing from the saltier souls aboard of the tremendous savings available on
purchases of almost everything in Hong Kong, and now, here was the opportunity to
find out if these tales were true. First stop for many was the Navy Purchasing Display
Room to look over the items available at a reduced cost through various merchants.
From here to Mohan's, Willie McGee's, Fenwick's, Johnson Co., Lee Chong Tai's, Yong
and Co., Tung Sun and Co., etc. for the first measurements on that one or those two,
three, four, or five tailor made suits. Next, dress shoes from How Koo Shoes Co., Mac-
Kintosh's Ltd., Jamson's, etc. gobbled up more of our dollars. Then there were always
cashmere sweaters at British Textiles, Harilea's or James S. Lee, bicycles Cyes, that's
rightl at the Hop Hing Cycle Co., lvoryware at the Hang On Ivory Factory, leather goods
at Ham Long's, linens at the Tan Embroidery Co. or Sim Manufacturing Go., and general
gifts at Bangkok Jewels, Bonnie's or the Dynasty Salon. The suits and shoes had to be
ordered the first day or two to allow plenty of time for proper fittings, but the numer-
ous other itmes could be chosen at leisure during the remainder of our stay. ln many
instances only in the large resulting savings could be found the reason whether valid
or not, for our purchases, and so, with some bewilderment and much satisfaction, the
HAMNER men went thoroughly broke saving money in Hong Kong.
However, Hong Kong wasn't there just for the daytime spending of money, it also
boasted an adequate night life and some very excellent tours. Good meals, with or
without floor shows, could be found at the Cafe de Paris, the Parisian Grill, Savoy
Lounge, the Peninsula Hotel, Tkachenko Restaurant, the Diamond Horseshoe, Flying
Angel Grotto, Glousester Lounge, etc. and women, dancing and drinking readily avail-
able in any of Hong Kong's five hundred assorted taverns and night clubs such as the
China Night, the Hollywood, the Arizona, and Lan Yuen's. Here again the only limit
to our amusement was the growing shortage of money. Many men made the scenic
one day circuit tour of Hong Kong lsland,and almost everybody tried the steep cable
car ascent, at times sixty degrees in slope, to Victoria Peak for the magnificent view of
Victoria below, Kowloon across the vessel laden bay and the brown barren mountains
of the New Territories beyond. Wednesday 15 January brought to an end our stay in
Hong Kong with an administrative inspection and a growing concern over the approach-
ing typhoon Ophelia, raging one thousand miles to the east, the only disruptions to an
otherwise perfect week. Manned with a completely broke but thoroughly invigorated
crew, the HAMNER slipped the anchor chain from the buoy, rang up the bells and
slowly made her way out of the harbor. Leaving Hong Kong to go back to the rigors of
underway navy life can be considered similar to the sudden awakening from a vivid
enjoyable dream to stare at the cold realities of our world. We had had our "night" in
the "Pearl of the Orient," and, now arising with the new "day," we had to immediately
undertake our next assignment-The Taiwan Patrol.
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THE AGONY or
What seems only a few minutes after climbing into his bunk earlier
that evening and slipping intorblissful sleep, a rough shake on the
shoulder, the flicker of a flashlight in the eye and a cheery, sharp,
haughty, "Wake up, Mate, it's time for the midwatch," all by the
messenger of the 20-24'watch suddenly jar the pleasantly disposed
sailor back into the hard realities of destroyer life. Resisting the almost
overwhelming desire to turn over and return directly to Mr. Sandman's
world again, the oncoming midwatch stander crawls out of the rack,
fumbles around in the dark or dim reddish lit compartment for his
clothes, adjusts them with a minimum amount of care and staggers,
with eyes still out of focus and mind still partially asleep, reluctantly
through the various dimly lit compartments and passageways to his
assigned station. There, anxiously awaiting him with gleaming eyes and
a smiling face is the soon to be relieved 20-24 watch stander, a
despised man in the eyes of the midwatch because of his cheerfulness
at this forsaken hour of the night. Somewhere in the far reaches of
another world of thought, the 20-24 watch rattles off the ship's in-
formation to the still dazed "mid" who, though he is only aware of
portions of the ship's situation, realizes the inevitable and relieves the
Sometimes the midwatch stander will find events occurring during
his watch which will sharpen his senses and keep his mind stimulated
during the next four hours. The ship may be engaged in difficult ma-
neuvers or there may be signaling, tactical, radio or other drills falling
at random during the watch. Occasionally, emergency repairs in the
engineering department do pass a mid in a flash. However, if the
watch is as uneventful as the greater share are, then itproceeds to be
four hours of mental agony with time seeming to drag-and dragj-
and drag. During the first hour time generally passes well as there -is
conversation with fellow watch standers, coffee, black, strong and bit-
ter, to be drunk and "midrats," due out of the galley at 2400, .finally
arriving near 0100. During the second hour, the scene detenorates
rapidly with conversation ceasing as there is nothing more to say,
feet becoming sore from standing in one area too long and the. stimu-
lating effect of the coffee declining in potency. With little going OH,
thoughts of home, of beautiful women and of the next port of call may
enter the inactive mind and withdraw it from duties at hand just when
a new order is given to the helm, a light appears on the horizonpthe
0lC sends out an immediate execute signal, a radar blip of a ship 3
mile ahead appears on the scope, the auxiliary exhaust steam preSSUf9
drops radically, a small lighted fishing boat suddenly shows up directly
ahead or before an unsuspecting checkman rapidly develops a "low
water in the boiler The watch stander must be constantly alert to
prevent his mind from wandering, and he normally finds this a very
difficult thing to do. This oscillation between the boring realities of
duty and the complacence of a dream world is the 'agony of the mid-
watch ",and by the time the hands of the clock have moved into the
damnable third hour, this agony has reached it's peak. No matter how
much coffee is consumed, sleep threatens all even though only for a
brief few seconds, and the shocking realization that sleep is imminent
causes the midwatch stander to walk around, beat his head with his
hands, blink the eyes rapidly, sing, whistle or hum quietly, anything to
keep mentally above that thin dividing line between being attentive on
duty and asleep on watch. ln every mind almost blank from the fear
of going to sleep, the predominate thought is "lf I can just make it
through this watch. Two more hours! Two more long miserable hours!"
The magical 0345 appears so far distant that it might as well be at
infinity. Never is there any change in the surface visual picture, the
radar sweep goes round and round and round, temperatures and pres-
sure readings in the enginerooms never vary, and the water level in
the boiler just goes up and down, up and down as the ship rolls from
side to side.
Finally, after an unbelievably long interval, time drifts into the
fourth hour with 0345 still distant but at least now foreseeable. By 0315
the scene begins to change for the better. Messengers are dispatched
to wake the reliefs, logs are put in order, and the rising anticipation of
the forthcoming relief finally dissipates the gloom of sleepiness and
creates a new feeling of cheerfulness. At 0345 the dazed, sleepy,
grunting figure of the relief appears and reluctantly assumes the watch
after the radiant midwatch stander has rapidly passed on all the
necessary information. With a light heart, the relieved midwatch quickly
makes his way back to his compartment, strips off his clothing and
crawls into his bunk and under the blankets for three solid hours of
good old Navy "sacktime 'I Chalk up another mid!
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C-.Q WSP PATROL
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ln keeping with America's present policy of maintaining the status
quo between the armed forces of the mainland and the lsland of
Taiwan, the destroyers of DesDiv lll were assigned, after our fabu-
lous Hong Kong visit, a three and one half week tour of duty as the
surface unit of the Taiwan Patrol Force. While underway on this
patrol, necessity dictated that a constant high state of readiness be
maintained to enable the HAIVINER to cope with any unexpected situ-
ation developing due to our close proximity to the China mainland.
To this end condition three was set with it's four on and eight off
watches, and material condition Yoke had the ship clamped tight
while she cautiously navigated our assigned patrol station in the
shallow coastal waters of the Taiwan Straits. Messcooks, stewards,
ship's servicemen, FTs, yeomen, storekeepers and even the gunnery
department CPOs supplemented the watch bill to keep the forward
director and one of the five inch mounts continually manned during
the constant electronic and visual search for the first indications
of expanding war clouds on the western horizon. At times the
weather on any individual four to six day patrol was ROUGH with
whistling winds and pounding seas, but, though this weather kept
everything upended for us, it also acted as a deterrent to most of
the surface and air contacts we expected to encounter. With the
coming of calm, almostunruffled seas, hundreds of purple canvassed
junks appeared from mainland havens stringing fishing nets thou-
sands of yards between them with only small black poles to an-
nounce to even the most vigilant OOD a few seconds warning of the
presence of nets below. With the junks working together as fleets
of 50 to 150 and covering, at times, the entire area of the patrol,
the HAMNER could only thread her way through the maze of assort-
ed junks, hoping not too many of the fishing nets were churned up
or wrapped around the shafts and propellers to remain there until
our next drydocking.
CIC is the activity center for the patrol. To the weary radarman,
appearing tranced from hours of uneventful scope watching and the
constant jabber of Chinese over the voice radio circuits, a small
blip amid the green grass of his PPI is the first indication of an air
or surface contact, generally friendly patrol planes or merchantmen
who readily identify themselves. When, however, the contact con-
tinues to close the HAIVINER without disclosing his identity, the
ship springs from a standby to a ready status. With the alarm from
combat, blankets, books, and cards go asunder, limbs, stiff from
sitting or sleeping on the cold, wind chilled steel decks, stretched
and arched and hoist, train and elevation motors started as the
mount captain brings his twin tives to the ready alert and the di-
rector wheels to face the oncoming stranger. With good luck to
our being, every contact on our patrols was eventually classified as
friendly, but we well knew there could never be any rash assuming
the next contact as such. This contact might easily be the one to
spark an explosion resulting in a serious international incident.
Keeping this fixed in mind, as the director and mount settled back
into standby, combat doggedly continued the search, recorded any
unusual electronic emissions and half hourly fixed our position on
the patrol track. Next door in radio, the communications gang and
the crypto board quietly maintained our only contact with the more
friendly world to the east.
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After patrol, even Kaohsiung, a sprawling, dusty, heavily populated, highly militarized,
but shabbily constructed city of three hundred thiry thousand people, including many refu-
gees from the Chinese mainland, was welcomed despite the continuous communications
guard, the 24 hours a day air defense ship duties, the restrictions on liberty to 50fK, ashore
between the hours of 1730 to 2330 on weekdays and 1430 to 2330 Saturdays or Sundays
and the general lack of recreation facilities, sightseeing tours and points of interest. The few
of us who went ashore, no more than fifty per day, made maximum use of the few bars and
nightclubs, were carted around by rickshaw drivers and bargained for a few items overlooked
in Hong Kong. The women-don't worry about that, we found them, taking great delight in
the simple fact that, though few in number, they were prettier than the young ladies of
Kaohsiung harbor, very shallow and generally cluttered with bumboats, junks, and small
freighters, must be entered via a sea wall and a narrow 150 foot slit between protruding,
heavily fortified rises, two of a scattered few that jut up at random to break the continuity
of the highly cultivated, rich, moist plain surrounding Kaohsiung. Upon entering port, we
generally moored alongside the station tanker, USS PASSUMPSIC A0 107 for fuel and mail
before jockeying into our berthing position between buoys 9 and 10, barely 15 feet farther
apart than the length of the HAMNER itself. Five times in three weeks the HAMNER navi-
gated in and out of this harbor, twice to operate with the Chinese Navy in combined exer-
cises. ln the gunnery, tactical, ASW communications, etc. exercises with the Chinese, we
must salute the Chinese for being able to conduct these exercises with any degree of effi-
ciency when all orders were given in a foreign language, English. By comparison, just how
well could the US Navy do Chinese exercises using the Chinese language . . . ???
On Saturday, 1 February, 22 HAMNERites boarded a bus in Kaohsiung, loaded in it two
garbage cans full of ice, beer, and soft drinks and headed across the flat plain toward the
mountain country to the northeast with the beer cans rattling angrily. Beerstops to and
from the mountains were dictated by majority rule but limited effectively by the quantity
we had, and the hike in the mountains was considered a refreshing respite to the crampness
aboard ship though it was longer than anticipated, steep, and muddy with occasional tor-
rents of rain. Enroute, our eyes gazed over miles of rich farmlands with barefoot, stooped,
meticulously hard working peasants Cmen, women, and all the children tooth striving to eke
out the maximum produce from the small individual plots to feed themselves and their
overcrowded country. Both in the field and on the
road, for lack of powered machinery or vehicles,
the heavily yoked, drousy, indifferent, slowly mov-
ing caribou prodded along by patient herdsmen
are truly the work beast of the Orient. ln passing
through the dusty, unkempt cities and villages of
Taiwan, we unescapably observed. as in Hong
Kong, Japan, the Philippines, and Fiji, the gross
devaluation of labor relative to material due to
the scarcity and high cost of the latter. Taiwan
lacks the industry, the trade, and the consumer
market to keep it's huge surplus of men Crumored
an existence of a four to one of men to womenb
profitably employed. The existence of a large mili-
tary extablishment eases the situation somewhat,
but, appearing stagnant from eight years waiting
for an 'invasion and seriously limited in money
and availablelmaterials to strengthen defenses and
perform public works, it can only act as a static
deterrent, not a dynamic solution, to the surplus
population problem. Viewing this intricate situation
can only enhance our appreciation of the present
standard of living at home.
W W. sw, ., W -W .Cf we-E 0
CHURCH CALL, MAIL CALL
AND PAYDAY FOR THE CREW
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THEN l TOLDTHE STUPID BOOT TO STAND mmt BOUT wma!
Church calls on the HAMNER were few and far between during
underwayoperations as services were dependent on either the Protes-
tant squadron chaplain, normally on the CHEVALIER or upon a Catholic
priest lifted over by helicopter from an accompanying carrier. Due to
the rarity of either event, our own lay leaders filled in with Catholic
rosary services and Protestant bible studies on Sundays and weekday
evenings, but the lack of attendance at these meetings forebode the
need for more frequent chaplain services.
With the word "Mail Call" passed immediately upon leaving from
alongside a replenishment ship, everyone looked for letters from home
backed up by recent newspapers and magazines to bring them up to
date on events in the States. Feeling very personal about his own letters,
each man slipped off by himself to read their contents and meditate
over the full meaning of each written line. For those who received no
mail a feeling of uneasiness and concern settled in, countered only in
part by a half hearted, self assured "better luck next time."
Every bit of work except watches stops when "Payday for the Crew" is
passed. With paychit in hand each man eagerly waits for receipt of his
half month's pay which will provide him with a firm basis for having a
good liberty in the next port or buying the souvenirs that must be
taken home. How many days this pay will last is anybody's guess and
nobody's worry, for one thing is certain in this Navy, there will always
be another payday.
MANILA REPUBLIC OF
The sharp crack of a firing squad volley echoing over the quieted city of
Manila on 30 December 1896 carried with it two hopes for the spirit of independ-
ence of the Philippine people. The first was that of the ruling Spanish authorities
gambling on the execution of a prominent liberal Philippine leader to thoroughly
quench this new spirit. The second was the fervent prayer of Dr. Jose Rizal,
painter, poet, scientist and educator, that in his death this spirit of freedom, then
only smouldering and barely noticeable, would burst into violent flames consum-
mating only in full independence to his beloved Philippines. To the memory of
this great patriot, the Philippine people constructed, during somewhat more
favorable years under the rule of the United States of America, a memorial to
symbolize their continuing efforts for complete freedom. On 4 luly 1946, a short
distance to the west of this memorial, the proud but worn stars and stripes were
hauled down in the peaceful stillness of that morning, and a new equally proud
flag of the Republic of the Philippine unraveled smoothly into the breeze to realize
the cherished independence dreams of Rizal and his countrymen.Onthe surround-
ing parade grounds thousands of Philippine statesmen, soldiers and citizens
looked on with practical foresight to the difficult years of self rule ahead, and
miles to the west, the Island of Corregidor, the symbol of Philippine-American
cooperation during the Second World War, solemnly witnessed this birth of a new
nation, it's own.
Arriving in this same Manila some years after independence, it is not sur-
prising to find some of the best features of both past ruling countries, Spain and
the United States, deeply ingrained in the culture and civilization of the present
Republic of the Philippines. Though the people are basically Malayan, brown,
small in stature and extremely agile, migration from other countries and inter-
breeding have had their effect. The Roman Catholic Church, a basic Spanish intro-
duction, remains predominant throughout the islands. The older buildings and
churches bear out the past Latin architecture while the newer government build-
ings and private business establishments are fashioned after US counterparts
modified in each case to suit the more tropical climate. The effects of the
American businessman, both in the new establishments built by his funds and
the sale of his products, is clearly evident, and the gayer spirit of hit tunes, the
movies, and the soda fountain are as eminent here as in the US.
So this was the Manila the HAMNER came to as she slipped by the dark
silhouette of Corregidor at first light, 11 February, and moored alongside the
USS BRYCE CANYON AD-36 to commence a nine day well needed availability.
After the cloudy, choppy, weather of the Taiwan Patrol, the bright sunny days of
Manila were a welcomed chance to perform a backlog of topside maintenance
despite the sunburns received and the stuffiness inside the ship. This availability
was saved from being a great disappointment simply because the HAMNER, before
arriving, had resigned itself to receiving little outside assistance. The shifting of
the BRYCE CANYON, a small tender short of materials in anticipation of her return
to CCNUS, away from the repair facility at Subic Bay to Manila, where no shore
repair assistance was available, to serve as headquarters for the Operation
STRONG BACK-Public information Staff forewarned the destroyers of DESDIV lll
of a poor availability. Withsan overwhelming amount of work to be done the
engineers, boatswain mates and signalmen knew that their stay in Manila would
be mostly work and little liberty. For those who were able to obtain good liberty,
A 1 Exit ENTERI
ss, X lvllGUEL ,J
I T l
there was ample time tor viewing the old city ot Manila with it's crumbling walls
and historic buildings, the spacious parks around the Rizal Memorial and the
independence stadium, the various federal and city governmental buildings and
the miles of crowded, old and poorly constructed residential-commercial areas
stretching out to the north and east of the Pasig River and to the south paralleling
Dewey Boulevard. Many men made tours to the presidential mansion in Quezon
City, to the newer University of Santo Tomas where captured Americans were
imprisoned by the lapanese during the war and to the national cemetery in
which are found the memorials to the first three presidents of this young country.
Others passed a leisurely afternoon "touring" the San Miguel Brewery or viewed
the large float parade down Dewey Boulevard on Saturday and the presidential
review of Manila's many ROTC units on Sunday. Night life normally started at
USO activities or in the cool lounges of the Manila Hotel and passed on to other
night clubs, dancing establishments, etc. so long as there was money to pay the
high costs. For a few, a comprehensive inexpensive walk through the National
Exposition Grounds served to increase the limited knowledge Americans usually
possess of the Philippines and it's internal problems during the first years of
During Sunday, 16 February, thirty HAMNERites toured by bus to Baguio, the
summer capital of the Philippines, 125 miles to the north of Manila, for four
days of rest and recreation in this 5,000 foot high paradise of pine trees and
refreshingly cool breezes. Whether the four days passed in sleeping and soaking
up much missed beer or out sightseeing in the exciting countryside, each man
made the best of his R and R and came back to the rigors of the HAMNER's ship-
board life better fit to handle his share. On Thursday, 20 February, the HAMNER
joined the underway fleet gain, heading to Subic to refuel and then to Okinawa for
OPERATION STRONGBACK. Throughout the ship, a new feeling of unrest arose.
ln leaving Manila the HAMNER became a short timer in WESTPAC with only 32
days of steaming and a weekend in Guam before San Diego!
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The story of the cruise can't be completed without something said of the most favored period of
shipboard 'life - HOLIDAY ROUTINE. Though the material condition of the HAMNER is constantly
cared for during the everyday working hours and the various watches combine their efforts to fulfill
operational commitments, it is the brief all important hours of holiday routine that strengthened and
upheld the morale of the crew during the long weaks at sea. Unfortunately for morale and otherwise,
over half of the holiday routine periods were cancelled due to replenishment operations, General Quar-
ters and preparations for entering or brief trips in and out of ports. During the days in which holiday
routine actually went as scheduled, the men who were lucky enough to be off watch had no trouble
resting, recreating -where possible in the limited space aboard or doing work of a personal nature, all
with the effect of withdrawing weary minds from the ever present navy duties which threatened by
continual application to dull the initiative and response of the HANlNER's crew.
For the men who were still tired from late work or the previous night's mid watch, a refreshing
shower was followed by some good navy sack time. Other men lounged in their bunks, the only fifteen
square feet aboard the HAIVINER that belong solely to the individual man, reading the most recent
magazines or newspapers from home or the latest pocket book in circulation about the ship. ln some
compartments men grouped around a small record player to enjoy a few hours of good music while
resting in bunks, on locker tops or-on the deck reading, writing letters, playing cards or day dreaming.
Others, desiring to be alone, hunted out the more solitary corners of the ship in which to meditate on
subjects for thought or to concentrate on that long delayed letter home. For the card sharps, the mess
tables were ideal for long smokey sessions of bridge Cfour or five handedj, gin, hearts or acey ducey,
and the excellent messhall lighting provided the more ambitious of the crew the opportunity to work
on correspondence courses toward a high school diploma or future college credits: However, both the
card games and correspondence course work stopped abruptly when the rest of the crew decided it
was time for a matinee. ln came the movie projector, down came the wide cinemascope screen and
off went the lights as the messhall rapidly filled to its usual overflowing crowd. The movies were for
the most part good, but at sea ANY movie drew a capacity crowd even if it was so poor the crew
could only obtain enjoyment by injecting choice comments ,during the worst scenes. Thus, the periods
of holiday routine went, all too few but by far the most enjoyable portions of underway navy life.
an ff' f 4 has
Yes, on leaving Manila the HANINER was on the homeward stretch, a long one but the last one.
First came Operation STRONG BACK in which almost all Seventh Fleet units plus additional amphibi-
ous forces from the States participated. For the crew it was nine days of escorting the convoy-to
Dingalan Bay, chasing unseen submarines and long dull periods at General Quarters, the latter being
interesting only at night with the intermittent dropping of flares by attacking aircraft. By Nlonday
evening, 3 llllarch, everything had changed. The HANlNER's portion of Operation STRONG BACK was
completed and the ASW "E" cinched, leaving the HAIVINER, with rough seas swelling from the north,
a straight 093, speed 18 shot for Guam, the last but brief stop of the WESTPAC tour and the first of
the homeward itinerary.
The weekend in Guam was not intended as a rest stop for the HANINER, but merely as a place to
effect the change from a WESTPAC Seventh Fleet destroyer to one reporting back to COIVICRUDESPAC.
All of the operation orders, instructions and notices for WESTPAC were accounted for, registered and
mailed to Yokosuka, and the WESTPAC crystals and body armor were transferred to our replacements,
DESDIV 131. Nlore PIO forms were filled out by the crew announcing the return to CONUS to the
various hometown newspapers, and already preparations were being made for the next cruise as scores
of school requests went into the mails. The deck gang went over immediately upon mooring to square
away the sides prior to ClNCPACFLT's inspection at Pearl Harbor, the engineers wasted no time in
shifting to cold iron to effect as many pre-voyage repairs as possible during this short weekend
availabilityg the signalmen, cursing their luck, started to scrape off the five gallons of shellac spilled
down the starboard superstructure during a heavy roll at sea, and a sixty hand working party spent
all afternoon hauling aboard pallet loads of general stores, one truck load of ammunition and a second
loaded with provisions. Saturday found the operations department engrossed in two 3 hour, graded
communications exercises and the chief and first class petty officers, starting with 38 dollars from
the Welfare and Recreation Fund, kicking off a rip-roaring party with a lively finale late that evening
when the pickup assigned to the ship, in bringing home the last stragglers, suddenly steered itself
off the road and into an immovable post.
Eastward the HAMNER headed on 10 March, leaving the trials of WESTPAC, with Guam, far
behind. Three days later a calm, with slight breezes and smooth seas, beckoned the annual full
power run with a surprising good score despite an almost critical undiscovered feed water leak.
A delay in refueling at Midway caused the HAMNER and CHANDLER to remain overnight at this
"sand dune of the Gooney Birds" for an evening of relaxation in the various clubs. Hawaii came
and went so fast hardly anybody had a chance to enjoy it, but by then the "desig USA" flying
from the yardarm expressed fully our more immediate desires to get on to San Diego.
Enroute from Guam to San Diego a few of us were kept thoroughly busy taking inventories,
typing transfer and leave orders, preparing requisitions for send off, shaping up monthly and
quarterly reports, where possible, and performing all the following month's work that could be
done at this time. The remainder of the crew, short on work Cdown to an eight hour dayj, found
the hours drifting by more slowly with each passing day. The maintenance crews could not work
on equipment still in operation, and the twenty knot speed of advance churned up just enough
salt water spray to preclude much needed topside painting. After the short or restricted liberties
of WESTPAC, all looked forward earnestly to the early liberty prevailing during the first month
while alongside Pier 1, and, recovering from the shocking surprise that the one quarter aboard
restriction would actually be enforced, the men gradually resigned themselves to being happy with
normal one in three liberty in view of the dimmer prospcts of port and starboard should fifty per-
cent of the crew be on leave or at school at the same time.
After six months on the other side, the men could not escape wondering just what things
actually would be like back in the States. From the latest magazines and newspapers received
sporadically through the mails, it was apparent that the country was trying unsuccessfully to
shake off the effects of a hard winter, the long advancing prosperity of the country was being
grimly checked by what some called "temporary recession" and others "depression," the much
desired, long awaited federal pay bill was before Congress with a good chance of passing, and
a new baseball season was about to open with the West Coast for the first time included in the
Major Leagues. ln San Diego the '58 model cars would be common on the streets and the women
"sacked" in the new bag style dresses sweeping the fashion world. At home the little ones who
were barely crawling and only able to utter "dada" six months ago would now be running and
yelling all over the household. Yes, all these changes and many others as yet unknown would have
to be accepted for what they were, for there could be no bringing back the months that had
passed. Knowing that they could not change the home situation while still underway, the men
resigned themselves to patient waiting...wondering...hoping...
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DUPZYK, Robert R., CDR CSD, 441 Country Club Lane, Coronado,
TEETER, Phillip H., CDR CSD, 5667 Raymar Ave., San Diego 20,
CASTRO, James, LCDR CSD, 3433 Wisteria Dr., San Diego, Calif.
WALLACE, Robert G., LCDR CSD, Pacific Reserve Fleet, Bremerton,
KARBACK, Hylmer E., Jr., LT CPD, New Braunfels, Texas.
BAUMANN, George W., LTJG CSD, 606 S. Porter St., Saginaw,
BETHEL, Robert G., LTJG CPD, 1018 W. Washington St., San Diego
GOTTSCHALK, Donald A., LTJG CSD, 14536 Faust Ave., Detroit 23,
IDE, Clifford F., me CPD, 2190 oak Knoll Ave., san Marino, Calif.
Jonas, Richard M., me Csp, 615 zna sf., Gulfport, Miss.
SIKOROVSKY, Edmond L., LTJG CPD, 18203 Van Aken Blvd., Shaker
Heights, Cleveland 22, Ohio.
WOLFE, Duane T., LTJG CPD, Unknown.
BEIERLING, George L., Jr., ENS CPD, 28 Rose St., Farmingdale,
Long Island, New York. ,
CAMERON, Thomas S., Jr., ENS CPD, 3576 6th Ave., San Diego,
DAVIS, Charles J., Ill, ENS CND, 10541 Hoyne Ave., Chicago 43, Ill.
HIATT, William D., ENS CPD, 331 Darbyshire Dr., Wilmington, Ohio.
PAINO, ENS CSD, Boston, Mass.
WILLIAMS, Charles E., ENS CPD, 4557 Marlborough, San Diego 16,
ACKERMAN, Richard B., RDC CPD, 9507 Hemlock St., Fontana,
ALLEN, James R., FN CSD, 705 S. Iowa, LaPorte, Texas.
ALLEN, John H., BTFN CSD, 705 S. Iowa, LaPorte, Texas.
ATCHLEY, Robert L., lC3 CSD, 2141 Mississippi Ave., Knoxville,
BADAYOS, Stanley, SN CPD, Lot E. Makaha, Waianae, Oahu, T.H.
BRAIN, Dailey R., GM3 CSD, Rte. lil, Box 11, Benton, Ark.
BALAJADI, Joaquin G., SD1 CSD, Sinajana, Guam, M. I.
BALDWIN, Norman L., FT3 CSD, 2376 Worden St., San Diego, Calif
BAPTISTA, Hugh L., SN CPD, Route 2, Concord, Tenn.
BELL, Maury B., BTC CSD, 505 S. Main St., Pasadena, Texas.
BELL, Samuel, SN CSD, 3204 Willow St., New Orleans, La.
BENNER, Martin W., MMC CSD, 164 Eagle St., Utica, N. Y.
BENNETT, Mark L., RM3 CSD, 7741 Paddington Road, Normandy
BERGMAN, Richard J., MR3 CSD, 8992 Dearborn Ave., South Gate,
BERRY, Jerry R., SN CPD, 2006 E. Grand, Marshall, Texas.
BERRY, Michael W., SN CPD, 1703 W. 110th Pl., Los Angeles, Calif.
BOENZLI, Eugene, FN CPD, R.F.D. Rt. 2, Box 1A, Crannell, Calif.
BOHN, Roger L., FN CPD, 274 E. 27th S., Salt Lake City, Utah.
BOSS, John E., RM3 CPD, Rt. ifl, Mulvane,'Kans.
BORJA, Jose C., SK1 CSD, 2555 Dyer Dr., San Diego 19, Calif.
BOWEN, Thadie L., GM3 CND, 330 E. Figueroa, S. C.
BRENCNING, Robert E., SKSN CPD, 349 Cooper Road, Santa Barbara,
BREWER, Bobby'J., CS3 CSD, 308 E. Balfour Ave., Asheboro, N. C
BROILDWATER, Robert J., ME1 CSD, 2-43 Shiaini-Cho, Yokosuka
TER OF CRUISE PERSONNEL
BROWN, Floyd G., ETR3 CPD, 223 S. Willow St., Nowata, Okla.
BUSHART. Richard H., TM2 CSD, RFD ifl, Douglasville, Texas.
CAGLE, Earl W., SN CPD, 406 Buchanan St., Taft, Calif.
CAIN, Dennis J., FA CPD, RR if4, Owatonna, Minn.
CALDWELL, Donald F., SN CSD, 3984 Cleveland, San Diego, Calif.
CAMPBELL, James M., BT3 CSD, Hishland, Kansas.
CAMPBELL, Larry G., FN CPD, 438 Tavutt Ave., Tacoma, Wash.
CAPORALI, Joseph F., MRFN CPD, Canton, Ohio.
CHALLINOR, Jerome D., QMC CSD, Flag Administrative Unit, COM-
FLEETAIR Japan, care FPO, San Francisco, Calif.
CHAPMAN, Kenneth R., SM3 CSD, 504 S. 46th Ave., Tulsa, Okla.
CHAPOOSE, Lester M., SN CPD, R. 451, Roosevelt, Utah.
CHAVEZ, Eugene, SN, CPD, 1241 W. Buena Vista, Barstow, Calif.
CLARK, Richard M., GM3 CSD, 216 Cherry St., Reading, Mich.
CLOWER, John H., BT3 CSD, Branson, Colorado.
COCKE, Thomas W., ETN3 CPD, 231 Sycamore, Jacksonville, Texas
COLE, Johnny R., EMFA CPD, RR ilfl, Box 147, Dyer, Ind.
COURTNEY, Royce F., BTC CSD, 710 S. Holly St., Columbia, S. C.
COX, James E., SA CPD, 18974 Santa Maria Ave., -Castro Valley,
CRACE, Phillip J., TM1
CROMWELL, Howard S., SN CPD, 11110 Antwerp St., Los Angeles,
CROWDER, Vertis M., FT3 CSD, R. il, Box 126, Livingston, La.
DAFOE, Robert G., EMFN CPD, R. 1753, Mason, Mich.
DAVIS, Paul P., FA CPD, 1828 Ferguson Dr., Montebello, Calif.
DAVIS, Raymond P., MMC CSD, 1199 Coral St., El Cajon, Calif.
DAVIS, Marion A., FP2 CPD, Rt. iil, Box 329, Aberdeen, Wash.
DAVISON, Darwin D., EM3 CSD, 1370 Crestview, San Bernardino
DAY, Charles E., QM3 CSD, 646 Peardale Lane, Longview, Wash.
DEANDA, Trinidad C., MM1 CSD, P.O. Box 621, Dixon, Calif.
DECOUD, Ingram J., SN CPD, 2207 W. 24th St., Los Angeles, Calif
DEBENEDETTI, John D., FN CPD, 5045 University Ave., San Diego
DE SORMIER, Jerome T., YN3 CPD, 9072 Hickorywood, Rte. 4'-T5
DIEHL, Frank H., SN CPD, 819 10th Ave., San Mateo, Calif.
DOJAQUEZ, Jim R., CS2 CSD, 1810 Broadway, San Diego, Calif.
DOUGLAS, Robert J., SM3 CSD, Rt. ifl, Williamsburg, Ky.
DU CHARME, Lloyd D., TM2 CSD, Prairie du Chien, Wisc.
DUFFY, Earl E., SN CSD, 4522 Jackson Blvd., Chicago, Ill.
DURBIN, James C., MM3 CSD, General Delivery, Calhoun, Ky.
DVORAK, Glenn D., FN CPD, 3428 S. Seneca, Wichita, Kans.
EDMUNDSON, John A., ET1 CSD
EGNOSKI, Ralph, HMC CSD, 490 Punhogua St., Oshkosh, Wisc.
ESPINOZA, Augustine C., FA CPD, 421 E. Hopkins, San Marcos, Tex
FARMER, Donald R., FA CPD, 1108 S. 4th, Kelso, Wash.
FISHER, Robert J., FN CPD, 112 Princeton St., Santa Cruz, Calif.
FLANtAGrlfN, Edwin F., GMC CSD, 562 Elm Ave., Imperial Beach
a i .
FLETLW-IER, Eugene A., ET2 CSD, 1407 N. Stevens St., Rhinelander
FLOYD, Frank, SN CPD, RFD 3, Box 146, Edinburg, Texas.
FLOYD, Ralph T., FN CPD, 705 W. Park St., Honesdale, Penn.
FOSS, Cecil E., YN2 CND, 550 Val Vista, Sheridan, Wyo.
FOWLER, Carl E., CS2 CPD, 2266 2nd Ave., San Diego, Calif.
FOWLER, Calvin S., BM2 CSD, 2158 3rd Ave., San Diego, Calif.
FOWLER, Russell H., SN CPD, Rte. ilfl, La Grand, Ore.
FOX, Gilbert E., MMFN C5D, P.O. Box 1851, Fort Myers, Fla.
FRANKLIN, Charles G., BT3 CSD, 203 Parson Ave., Endicott, N. Y.
FRINK, Norman H., MMFN CPD, 2123 E. 92nd, Tacoma, Wash.
FUENTES, Daniel R., SN CPD, 1741 Main St., Santa Clara, Calif.
FULLMER, Vincent C., QM3 CSD, 1531 Union, San Diego, Calif.
FULMER, charles R., SN CSD, Rt. iT2, Box 357, Gardendale, Ala.
FUQUA, Billy L., BT3 CSD, Rte. 32, Wingo, Ky.
GASKEY, Archie L., SN CSD, RR 32, Box 173, Davenport, Iowa.
GERKEN, Robert P., SN CPD, 7015 Rindge Ave., Playa Del Ray, Cal.
GIBBS, Freddie J., SN CPD, 2810 Sanchez Rd., Albuquerque, N. M.
GLUCK, Gilbert R., RD3 CSD
GODWIN, Phillip E., RD2 CSD, 4217 Winchester Ave., Odessa, Texas
GONZALES, Richard V., RD2 CSD, 340 Terry Court St., San Antonio,
GREENE, John E., FA CSD, 514 N. Fraser St., Georgetown, S. C.
GRIGGS, Jerry W., S03 CSD, 1213 Poplar St., Belpre, Ohio.
GUNN, Walter H., MMFA CPD, P.O. ilf12, Cutler, Calif.
GUPTILL, Gary L., FN CPD, 345 N. 2nd St., Corvallis. Ore.
HARBERT, Henry E., SA CPD, 440 S. 13th St., Chowchilla, Calif.
HAVENS, Milton L., SN CSD, Bryce Rt., Clarendon, Texas.
HAWN, Melvin D., FA CPD, Box 997, Anchorage, Alaska.
HEARNE, Franklin R., DCFN CSD, 405 E. 4th St., Kannapolis, N. C.
HELMS, Louis J., SN CPD, 1155 Blewett Ave., San Jose, Calif.
HELMS, William H., Jr., FN CPD, 1155 Blewett, San Jose, Calif.
HENDRICKS, David C., RDSN CPD, 509 Kroger St., Ottumwa, Iowa.
HENDRICKSON, Anthony M., FA CPD, 3610 W. 63rd, Chicago, Ill.
HENSON, Arnold E., FN CPD, Route 2, Summertown, Tenn.
HENSON, Harlan E., MMT CSD, Route Z, Summertown, Tenn.
HIGHSTREET, Thomas J., QM3 CPD
HODGE, Phillip W., SO3 CSD, Magnolia, Texas.
HOLUB, John A., FN CPD, 32 Cedar Ave., Blairsville, Penn.
HOMFELD, David L., FN CPD, Muskegon, Mich. -
HOOVER, Donald D., SN CPD, 8008 Tennessee, Roytown 33, Mo.
HOUSTON, Buddie R., SN CSD, 3045 Keats St., San Diego, Calif.
HOVER, Alvin D., S03 CPD, Pomona, Los Angeles, Calif.
HOVER, Oral A., FT2 CSD, 878 E. Third St., Pomona, Calif.
HOWERTON, Jon R., ET3 CPD, 1920 Charnelton St., Eugene, Ore.
HUNSBERGER, Joe K., GM3 CSD, 8108 13th St., Tampa, Fla.
HURST, Job B., QMC A
IDDINGS, Jerry W., SN CPD, 116-C Manly Ave., Greensboro, N. C.
IVORY, Bobby D., SN CSD, 1001 Bell St., Alton, Ill.
JACKSON, Clifton G., QM3 CSD, 742 E. 141st St., Hawthorn, Calif.
JAMES, Robert L., CS1 CSD
JANTZ, Donald H., SN CSD, 1667 Cass St., Fort Wayne, Ind.
JENKINS, Don L., FA CND
JENKINS, Harold S., BTFN CSD, Rural Route 412, Washta, Iowa.
JENKINS, Walter R., SN CSD, 410 W. Lee St., Mebane, N. C.
JENNIIINES, Ralph L., RD3 CSD, 205 Williams Ave., North Platte
JOHNSON, Charles N., FT3 CSD, Box 183, London, Ky.
JOHNSON, Virgil H., SN CPD, 549 Douglas St., Rosseville, Calif.
JONES, Delmer G., MMC CSD, P. O. Box 172, Bonita, Calif.
JOSEFEHSON, Carl R., BTC CSD, 385 Carlos St., San Diego, 2
KAIN, David A., FT2, CSD, 620 N. Michigan St., Plymouth, Ind.
KANAE, Jonathan K., FA, CPD, Box 545, Nanakuli, Oahu, T.H.
KEOWN, George E., CS2, CSD, P.O. Box 291, Leadwood, Mo.
KETTERINGHAM, Leo H. Jr., TM1, CSD
KIOUS, Cecil P., SN CPD, P.O. Box 48, Smithboro, III.
KlMIVl:EY,f Eugene G., CSC, CSD, 3837 Boundary St., San Diego 4
a I .
LAFLEUR, Kenneth R., ICFN, CND,'Danvers, Essex, Mass.
LAKE, Johnie M., RMC, CPD, 910 E. 12th St., Odessa, Texas
LARSON, John S. Jr., ICFN, CPD, 111 South Latall St., Boise, Idaho
LAWSON, Tommy H., EMFN, CPD, Route if-t2, Canton, Ga.
LOUVIER, Paul J., SN, CPD, 5508 Ave. RIA, Galveston, Tevas
LUNSFORD, Jake C., BM3, CSD, 202 S. Jeferson St., Lexington, Va
LUZ, Manuel M. Jr., SA, CSD, 258 Hope St., Fall River, Mass.
LYONS, LeRoy F., BT3, 1880 W. 9th, Upland, Calif.
MacDOUGAL, John B., SN, CSD, 735-No. Dinwiddie St., Arlington
MacNEAL, Charles B. Jr., FN, CSD, 51 N. 63 St., Philadelphia 39
MacREADY, Irby J., FN, CPD, 2213 No. 35th Ave., Birmingham, Ala
MAIENKNECHT, Stanley B., FT1, CPD, RFD stil, Sardis, Ohio
MAKI, Richard A., SN, CPD, P.O. Box 53, Poulsbo, Wash.
MALTBIE, Clifford L., SN, CPD, Gen. Del., Boise City, Okla.
MALONE, William R., SA, CPD, Rt. 4, Box 460M, Ojai, Calif.
MANCUSO, Delmon L., DK3, CSD, 6651 Ethel Ave., No. Hollywood
MANIBUSAN, Herberto F., SA, CSD, Toto Village, Agana, Guam, M.l
MANN, Carl A., TMSN, CSD, 2018 Conimerce St., Little Rock, Ark
MANN, Jesse D., FA, CPD, 401 Dawn Ave., Danville, Ill.
MARTIIN, Alvin "C", GM2, CSD, 3921M Wallingford Ave., Seattle 3
MARTINDALE, Eugene E., EM2, CSD, 1508 South 8th, East Orem
MAXEY, Billy G., EMFN, CPD, Rt. 1, Lone Wolf, Okla.
MAXEY, Elmer F., FN, CND, Rt. 1, Lone Wolf, Okla.
McBRIDE, Clare A., RM3, CPD, Sandusky, Mich.
McCARTNEY, Gaylord G., MM2, CPD, 6289 Francis St., Lincoln, Neb
McCAUSLAND, Vernon L., EM1, CSD, 1521 South First Ave., Yakima
McCORMICK, Michael M., SN, CPD, 947W Nolta St., Ontario, Calif
MEBUS, Lawrence A., SN, CPD, 4836 N. Haight Ave., Portland, Ore
MENDIOLA, Antonio M., FA, CPD, San Antonio, Barrigada, Guam
MILLER Roger, GMSN, CSD, 5 Brookdale, San Francisco, Calif.
MILLER, William H. Jr., SN, CPD, 33356 Kelly Rd., Fraser, Mich.
MOLES, Carles L., FA, CPD, Rt. 412, Bardstown, Tenn.
MOREN, Carl L., FN, CSD
NATINO, W. O., TM, CSD, Republic of Philippines
NELSON, Elvin E., SN, CPD, Route i7f2, Algood, Tenn.
NELSON, Leon A., EN3, CSD, 9945 Woodside Ave., Detroit, Mich.
NUTTALL, Larry D., FA, CPD, 442 W. 5th So., Provo, Utah
O'NEIL, Jerry D., SN, CPD, 112 West 4th St., Winslow, Ariz.
PACK, Jerry W., SA, CPD, 1718 Merced Ave., EI Monte, Calif.
PEREZ, Gabriel, SD1, CSD, 6535 Acorn St., San Diego, Calif.
PHILLIPS, Lucian R., BT2, CPD
PHILLIPS, William C., SN, CSD, P.O. Box 41, Bisla, Calif.
PIKE, George E. Jr., FN, CPD, Sayre, Ala.
POE, Frederic C., RD2, CND, 20 Rosshire Ct., Pontiac, Mich.
POOLE, James H., GM1, CSD, 7 Cooper St., Lanett, Ala.
PUFFENBERGER, Fred H., BMC, CSD, 7419 La Jolla Blvd., La Jolla,
PURDY, Richard C., GM3, CSD, Oaklandon, Ind.
RAMOS, Hilario M., FN, CSD, 17 Bugallon St., San Carlos, Pan-
RANDALL, Robert C., MM3, CSD, 89 N.W. 1st St., Ontario, Ore.
RANDT, Rowland N., BT3, CSD, Rt. 2, Box 125, Winlock, Wash.
RAMSEY, Kenneth E., FTC, CSD, 7542 Mohawk St., La Mesa, Calif
RAU, Jack E., EN1, CSD, 547 East 88th St., Seattle, Wash.
REEVSS, Donald L., SO2, CSD, 13030 S.W. Walnut St., Tiganrd 23
RENKEN, John H. Jr., GM2, CND, 1136 Raleigh, St. Paul 8, Minn
RITCH, Jack R., SN, CSD, Rt. 4452, Kemp, Texas
ROBINSON, Robert W., SN, CPD, P.O. Box 696, Escondido, Calif.
ROOTS, Ralph H. Jr., SN, CPD, P.O. Box 51, Grass Valley, Calif.
ROSENFIELD, E. C., SN, CPD, Gales Creek, Ore.
RUDE, Earl W., RD2, CPD, 2630 Friedell, San Diego, Calif.
RUDD, John D., FN, CSD, Box 858, Fairfield, Calif.
RUSSELL, Bruce T., SN, CPD, Fort Gordon, Ga.
RYAN, Paul D., GM1, CSD, 7054 46 Ave., Kenosha, Wisc.
SAADI, Frederick H., SN, CPD, 4527 58th St., San Diego, Calif.
SAFFORD, George O., FPFN, CPD, 99 Bush Court, Stratford, Conn
SAUJON, E. J., GM2, CSD, 222 Cadet St., Biloxi, Miss.
SESSIONS, Hal L., BT2, CPD, P.O. Box 9, Murrells Inlet, S.C.
SIMS, Frederick A., SN, CBD, 1548 Carpenter, Memphis 8, Tenn.
SMITH, Dean W., GM2, CSD, 1546 Yale Ave., Fresno, Calif.
SPIVEY, Orrie D., MM3, CSD, 126 Hickory St., Cookeville, Tenn.
STANEK, David M., PN3, CPD, Rt. 5452, Gerald, Mo.
STEWART, Charles E. Jr., FT2, CSD, 19492 Brick Road, South Bend
STEWART, James, SH2, CSD, 715 San Juan Pl., San Diego 8, Calif.
STEWART, John C., BT3, CSD, Rt. 1, Box 23, Wetmore, Colo.
STOKES, James D., SH1, CSD, 4819-No. Ave. No., Birmingham, Ala
SUMNER, Lawrence D. Jr., SN, CPD, 5559-33 N.E., Seattle 5, Wash
SWALLOW, John W., SN, CPD, 1223 14th St., Bismarck, N.D.
SZAFRANIEC, Edward F., FA, CPD, 107 Harrison Ave., Canonsburg,
TAUL, Robert E., BM1, CSD, 217 E. 14th St., Long Beach, Calif.
THEBO, David M., FN, CSD, Box 96, Bearcreek, Wisc.
THOMPSON, James G., SN, CSD, RFD 33, Decatur, Texas
TIDWELL, Merlin R., EM3, CSD, Wadley, Ala.
TRAWCZYNSKI, Ronald, EMFN, CPD, 8088 Prospect, Warren, Mich.
TOWNSEND, Robert C., TN, CSD, 6709 Palmer R.D., S.E.., Wash-
ington 22, D.C.
TUBON, Tomas P., TN, CSD, 47 Maramba St,, Tayug, Pangasinan,
WAGES, Coolidge O., GM2, CPD, 2521 Kelley Ave., San Pablo, Calif.
WALLROFF, Herbert J., SN, CPD, Paiarburg, Iowa
WARD, Turner M., SO2, CSD, 1309 So. Waverly Dr., Dallas, Texas
WARD, Henry H., GM1
WARR, Jay W., EM1, CSD, P.O. Box 281, Tooele, Utah
WEBB, Raymond W., SN, CSD, 75 East Isabella St., Lebanon, Ore.
WEBB, J. W., MM3, CSD, Route 1, Baxley, Ga.
WERNER, Ronald J., RM3, CPD, Offerle, Kan.
WICKS, Evert G., SN, CPD, 9641 Oak Ave., Orangevale, Calif.
WILSON, Charles N., MM2, CSD, Route 4, Manchester, Tenn.
WILSON, Jack F., SN, CPD, Star Route Box 100, Port Arthur, Texas
STATUS PRIOR EQUATOR INITIATION 24 SEPTEMBER 1957
CN! Never initiated
CRUISE BOOK STAFF
EDITOR, PHOTOGRAPHER, and WRITER ...
SALES MANAGER . .. . .
....LTJG. CLIFFORD F. IDE
......RALPH EGNOSKI, HMC
...VERNON L. MCCAUSLAND, EM1
. . . .THOMAS W. COCKE, ET3
... .THE JACK DAVIDSON PUBLISHING C0.
235 Broadway, San Diego 12, Calif.
, . fr!
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. and so the cruise slowly, drew by, day by day, week by week and month by.month under the
gaze of a sweltering sun,' in the chill of biting winds, with the continuous rolling rn disturbed seas,
with elated feelings of satisfaction crossed by .gloomy periodsof depression and our long periods at
sea spaced thankfully by a fewthoroughly enioyable liberties in foreign Ia-nds.
'Our cruise didn't go, easy, and only the foolhardy, amongst' us expected -rt to do-so.,The opera-
tionsof -a destroyer,so complicated in its' mechanism, crowded in its living conditions, varied rn
the duties ofjits personnel and limited inthe number of personnel and expendable material allowed,
will neverevolvesmoothly without harsh words and bitter feelings appearing among -the crew,
both officers and men alike. Now, all the clouds of WestPac and Seventh Fleet operations, -both
the fgw delighffultredggalld,l1Um8 l'0US.dlSm3l grey, are far ,distant overt a fading. westerng horizon,
and our interestis, toward the -as yet unseen horizon to the east, Will it be bright to our much
deserved .delightjor Vwillthere be greygclouds from which weshould take warning? Whrle we have
been gone, much 1 has happened: we and our loved ones have grown a little older, become a little
wiseirfand have changed .unknowingly-inj our views and habits. Wondering. iust-what adlustments
willhave to be made, for better or 'for -worse, checks witha degree of uncertainty our otherwise
unrestricted feelingofffha-ppinessq Howeve'r,'weno longer haveto wait, lonely, suspended In doubt
and living witha, loved ones'-only in' dreams. We've-done. our iob, finished up over there, and now,
ready or unot, WE'RE 'COMING-lHQME.i-A. , 1 s 4 Q l ' . ' ' 5
'fGood'morniing, , , C to relieve you,fSir. Donlt forget to finish writing your log." , '
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