The Cruise
Part 1
Our destroyer squadron was busily making preparations to get underway from our homeport, Newport, Rhode Island, to cross the Atlantic and join the Sixth Fleet in the Mediterranean Sea. It was February, 1967, and it was still snowing at the destroyer piers in Newport. Standing watch on the open quarterdeck was a painful experience, as we were exposed to the most penetrating gusts of freezing wind that I had ever felt. It seemed as if the wind drove needles of ice into us, regardless of how much covering we heaped upon ourselves.
We were really anxious just to get out of freezing Newport and into the Atlantic. The ports of the Med were even more enticing than the plain old Atlantic Ocean, as we were slated to visit Istanbul, Athens, and Naples, before transiting the Suez Canal and spending several weeks in the Middle East with its exotic ports, along with a side trip to Kenya. After that excursion, we would return to the Med for more conventional ports, including Cannes, Barcelona, Valencia and some others we’ll discuss later. And you never knew what sort of events would transpire while you were over there that would change things all around.
There would be six destroyers proceeding together for the crossing, but I’ll introduce them gradually so it won’t feel so overwhelming to hear all the names at once. I was aboard USS CHARLES H. ROAN (DD-853), a destroyer that had been commissioned shortly after World War II had ended. The ship was named for a Marine from Claude, Texas, who had saved the lives of four comrades on Peleiu Island in the Pacific while fighting the Japanese in World War II. He had already been wounded by one grenade, and when a second one was thrown into the foxhole where he and his fellow Marines were deployed, he covered it with his body. He gave up his own life to save the others. He had just celebrated his 21st birthday a month before. He was awarded the Congressional Medal of Honor.
Destroyer hulls and propulsion machinery last about 30 years - at the point when I reported aboard the ROAN in 1965, she almost 20 years old so she was doing just fine with respect to staying in one piece and with moving through the water. But the steady march forward in the technology of weapons and electronics makes a ship obsolete before she hits her 15th birthday. ROAN had been modernized for guns, radars, sonar, and radios in 1961, four years before I came aboard.
Here are some photos of the ROAN: http://www.usscharleshroan.org/photos.htm
All of our sister ships were also in Newport, so the plan was that we would get underway independently and rendezvous out in the open ocean after we had cleared the harbor. I took my Sea and Anchor Detail station, which was on the bridge to serve as Navigator. Working with two Quartermasters who were taking visual bearings on various landmarks from our port and starboard bridge wings, I plotted our position on the chart in the pilothouse and recommended the course to steer to the Officer of the Deck so we could safely traverse the channel going out of port.
I really liked navigating, visually by lighthouses, church steeples, and radio towers, using radar by finding points of land, and celestially using a sextant with the sun, moon, and stars. It was so intriguing to think that you could be out in the middle of the ocean, where you couldn’t see a single land reference - nothing but water all the way to the horizon - and still figure out exactly where you were.
On a destroyer, navigating is just a part-time or collateral duty because there are so few officers aboard that you can’t spend all your time in just that one aspect of ship operations. My full-time billet was Combat Information Center Officer. CIC is where the positions of ships, submarines, and aircraft were maintained and watched. I spent a lot of time in CIC, and got to know the Radarmen and Sonarmen pretty well.
I did some radar navigation in CIC to go along with my visual navigation on the bridge, and taught myself flashing light up on the signal bridge as well. I liked everything we did, which included handling the ship in formation or independently, working maneuvering boards in CIC to determine a course to station when operating in formation with other ships, as well as going to station by ‘seaman’s eye’ when on the bridge.
And there are even more important aspects such as gunnery, as the ship carried two twin-mount five-inch guns. And a modern anti-submarine missile launcher as well, along with old-fashioned torpedoes. In my opinion, there’s nothing to compare this to in civilian life, so it’s difficult to explain.
Well, I’m getting sidetracked by going on and on about navigation and other shipboard duties, and you’re probably saying you wish I would get on with the voyage itself already. We cleared the harbor and proceeded to the rendezvous point so we could meet up with the rest of our squadron. The first ship we sighted was USS FORREST SHERMAN (DD-931), our squadron flagship. The flagship was ridden by the squadron commander, with rank of Commodore, which is one step below a Rear Admiral. This makes him a big shot, but with aspirations to be an even bigger shot. Sometimes that causes discomfort to those who are not big shots.
The FORREST SHERMAN was the newest ship in the squadron, as she had been built in 1955, while the other five of us were all World War II vintage. She was named for a naval aviator who eventually commanded aircraft carriers in World War II and was involved in preparing plans and the coordinating campaigns to bring about the capitulation of the Gilberts, Marshalls, Mariana, Western Carolines, Iwo Jima, and Okinawa, and our final attacks on Japan.
We traded flashing light signals with the SHERMAN and took our pre-assigned station astern of her. We would be proceeding in a column formation, with the flagship leading the column. The ships would spaced at 500 yard intervals. SHERMAN was steering directly east, which was a good direction for starting our trans-Atlantic journey, going a leisurely 10 knots while we waited for the other four ships to join up.
When we were clear of the harbor, we secured the Special Sea and Anchor Detail, so I could go down to my stateroom to rest a little. The seas were getting choppy, but at least the winds were nothing like those needle-like blasts we felt while standing watches on our open quarterdeck back in Newport. We were rolling about twenty degrees to port and starboard (that’s to our left side and to our right, with the roll angle measured from vertical). The sun was bright and the air was clear but the rolling was starting to be a little disconcerting.