Hobson DD- 464 - Historie

Hobson DD- 464 - Historie


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Hobson

(DD-464: dp. 1630, 1. 348'1 "b. 36'1"; dr. 15'S "; s. 38 k. tt., 5 dcp., 2 dct .; cl. Bristol)

Hobson (DD-464) ble lansert av Charleston Navy Yard, Charleston, S.C., 8. september 1941; sponset av fru R. P. Hobson, enke etter kontreadmiral Hobson, og bestilt 22. januar 1942, komdr. N. McFarlane i kommando.

Etter omfattende risting og opplæringsoperasjoner i Casco Bay, Maine, sluttet den nye ødeleggeren seg til veteranskipet Ranger i Norfolk og seilte 1. juli for å eskortere henne til Afrika. Med en livsviktig last på 72 fly fra P40 kom Ranger trygt via Trinidad, losset flyene og returnerte med Hobson 5. august 1942. Destroyeren gjennomførte deretter treningsøvelser utenfor Newport og Norfolk til 3. oktober, da hun dro fra Norfolk til Bermuda på eskorte.

Da de allierte forberedte seg på å lande i Nord -Afrika i et dristig amfibisk angrep over Atlanterhavet, sluttet Hobson seg til Center Attack Group. Hennes viktigste jobb var å skjerme og beskytte Ranger mens transportørens mobile luftstrøm støttet angrepet. I Hobson ns gruppe kom 25. oktober fra Bermuda, og kom fra Fedhala 8. november, og etter hvert som landingen fortsatte ga den uunnværlige luftstøtten. Rangers fly traff landbatterier, ubevegelig fransk slagskip Jean Bart, og hjalp senere til å snu angrepet fra franske skip på transportområdet. Hobson screenet Ranger til hun seilte 11. november for Norfolk å forlate de allierte, og hadde full kommando over angrepsområdet.

Da hun kom tilbake til Norfolk 27. november 1942, deltok ødeleggeren i øvelser i Casco Bay, og dampet senere med en konvoi til Canal Zone i desember. Skipet sluttet seg igjen til Ranger tidlig i 1943, og patruljegruppen mot ubåt seilte 8. januar for å patruljere det vestlige Atlanterhavet. Grupper som Ranger gjorde mye for å beskytte alliert sjøfart i Atlanterhavet mot U-båter og bidro sterkt til den eventuelle seieren i Europa. Typisk for Hobsons allsidige forestilling var redningen av en gruppe overlevende fra SS St. Margaret utenfor Bermuda 2. mars 1943.

I april ankom en Hobson og Ranger Argentia og begynte operasjoner ut av basen. Skipene ga luftdeksel til konvoier og antisubmaripatrulje, og i juli 1943 fikk de æren av å konvoiere HMS Queen Mary og frakte statsminister Churchill til Quebec -konferansen. Veteran -ødeleggeren ankom Boston 27. juli for å forberede seg på nye plikter.

Hobson seilte med Ranger og andre skip 5. august for å bli med i British Home Fleet ved Scapa Flow. Da hun ankom 19. august opererte hun under Royal Navy -ordre i nordlige farvann og hjalp til med å dekke viktige forsyningskonvoier til Russland. Mens hun var på Scapa Flow 21. september, ble hun inspisert av sekretær for marinen Knox og admiral Stark. Hobson fulgte Ranger på et vågalt raid 2. oktober 1943, da transportfly gjennomførte et ødeleggende angrep på tysk skipsfart i Bodo, Norge. Etter denne operasjonen fortsatte ødeleggeren å operere med Home Fleet. Hun screenet HMS Formidable under flyoperasjoner I november og etter at to konvoi -reiser til Island kom tilbake til Boston og USAs kontroll 3. desember 1943.

I løpet av de to første månedene av 1944 trente Hobson i Chesapeake Bay og opererte med transportører mellom østkysten og Bermuda. Hun begynte i eskortebæreren Bogue og andre ledsagere i Norfolk, med avreise 26. februar. Disse jeger-mordergruppene spilte en stor rolle i å kjøre tyske U-båter fra sjøfeltene, og dette cruise var intet unntak. Etter å ha patruljert i over 2 uker, oppdaget ødeleggerne en oljeflekker, tok sonarkontakt og startet angrep på dybdeladning på ettermiddagen 13. mars. Værmeldende ubåt U ~ 575 ble alvorlig skadet og ble tvunget til å dukke opp, hvoretter skudd fra Hobson og de andre skipene sank henne. Etter ytterligere feier mot ubåt så langt øst som Azorene, returnerte Hobson til Boston 2. april.

For en stund hadde de allierte bygd opp enorm styrke i England for den eventuelle invasjonen av Frankrike, og ødeleggeren bailed 21. april 1944 for å slutte seg til den enorme armadaen som skulle transportere og beskytte soldatene. Hun tilbrakte en måned på patrulje utenfor Northern Ire, og da hun ankom Plymouth 21. mai for de siste forberedelsene til invasjonen, tildelte kontreadmiral Moon's Utah Beach Assault Group, ankom Hobson utenfor Normandie med andre skip fra bombardementsgruppen 0140 6. juni og flammet unna tyske strandbatterier. I de tidlige timene slo Corry til en mine og sank, hvoretter Hob ~ on og Fitch skjøt mot tyske landstillinger mens de samtidig reddet overlevende fra vannet. Hobson fortsatte å låne kraftig brannstøtte til han kom tilbake til Plymouth senere den ettermiddagen.

Destroyeren var ikke lenge ute av kampen, men returnerte 8. juni for å skjerme angrepsområdet. Hun satte også fast radiofrekvenser for gliderbomber 9.-11. Juni og ga beskyttelse mot konnekt fra konvolutt. Da de allierte sårt trengte en god havn i Frankrike, dampet Hobson til Cherbourg 25. juni for å hjelpe til med bombardementet. Hun hørte på de store batteriene, screenet slagskipene Texas og Arkansas; og da slagskipene var faretruende, lagde Hobson og Plunkett dekkrøyk som gjorde at alle kunne trekke seg tilbake. Noen dager senere okkuperte de allierte Cherbourg.

Hobsons neste plikt tok henne til Middelhavet; hun ankom Mers el Kebir, Algerie, 11. juli, og utførte i en måned konvoioppgaver til og fra Taranto, Italia. Hun ble med i kontreadmiral Rodgers Delta Assault Force, og seilte fra Taranto 11. august for invasjonen av Sør -Frankrike. Tidlig 15. august fungerte hun som spotter for Nevadas foreløpige bombardement; og, da tropper stormet i land, ga direkte brannstøtte med sine egne batterier. Destroyeren ble værende i angrepsområdet til neste kveld, og ankom Palermo 17. august for å ta opp en konvoi i Middelhavet.

Etter hvert som den allierte offensiven i Europa tok fart, dampet Hobson som en konvoi -eskorte mellom Algerie, Italia og Frankrike og beskyttet viktige forsyninger og tropper. Hun seilte til USA 25. oktober 1944, og ankom Charleston via Bermuda 10. november Der gikk hun inn i Naval Shipyard og ble omgjort til destroyer-mine sweeper, og omklassifiserte DMS-26, 15. november 1944. Gjennom desember gjennomgikk hun forsøk og shakedown-opplæring utenfor Charleston og Norfolk.

Hobson seilte 4. januar 1945 via Panamakanalen for å slutte seg til marinestyrken som ble utplassert mot Japan i Stillehavet. Ved ankomst til Pearl Harbor 11. februar, gjennomgikk skipet ytterligere gruvekrigstrening før det seilte 24. februar for Eniwetok og en del i den siste og største av Stillehavets amfibieoperasjoner, Okinawa.

På seilas 19. mars med gruvegruppen ankom Hobson obson Okinawa i god tid før angrepstroppene for å feie landområdene, og ble ofte angrepet av japansk fly ~. Da angrepet begynte 1. april, tok skipet også patruljeoppgaver og sørget for nattbelysning i løpet av de første kritiske dagene av kampanjen. Da desperate fiendtlige selvmordsangrep ble slått tilbake med store tap, ble Hobson oppfordret 13. april til å ta opp en radarpakkestasjon der Mannert L. Abele hadde blitt senket i et kraftig angrep natten før. Hun fortsatte picket og feiende plikt til 16. april, da et nytt selvmordsangrep nærmet seg omtrent klokken 0900. Hobson sprutet en av angriperne, men en annen krasjet Pringle og forårsaket en voldsom eksplosjon. Bare minutter senere ble et annet fly skvettet like ved Hobsons styrbord, men bomben hennes eksploderte på hoveddekket og startet en stor brann. Skipet fremdeles skyte på kamikazer og gjenopprettet strømmen, bekjempet branner og hentet over 100 overlevende fra den sunkne Pringle. Etter angrepet forankret hun ved Kerma Retto, og returnerte til Ulithi 29. april og Pearl Harbor 16. mai. Hobson seilte deretter via San Diego og Canal Zone til Norfolk Naval Shipyard, hvor hun ankom 16. juni 1945 for reparasjoner.

Overgivelsen av Japan kom med at C fortsatt var under reparasjoner, og etter å ha fullført shakedown -opplæring, brukte hun februar 1946 på gruvefeier fra Yorktown, VA. Resten av året ble brukt på trening og beredskapsøvelser i Karibia og utenfor Norfolk. Fram til 1950 fortsatte skipet å operere utenfor østkysten og i karibiske farvann med amfibie- og gruvekrigsoperasjoner. På slutten av 1948 besøkte hun Argentina og Halifax for gruvedrift med kanadiske skip.

Med utbruddet av den koreanske konflikten i juni 1950 ble Hobsons treningsplan intensivert. Hun deltok i amfibiske øvelser utenfor North Carolina og i Puerto Rico 1950-51 og deltok i transportoperasjoner som flyvakt og screeningskip. I løpet av en slik rasjon, med carrier Wasp, dampet a i formasjon 700 miles vest for Azorene natten til 26. april 1952. Mens skipene snudde seg i vinden slik at Wasp kunne gjenopprette fly, krysset Hobson transportørens baug fra styrbord til havn og ble truffet midtskip. Kraften i kollisjonen rullet ødeleggeren-minesveiperen
over og delte henne i to. Rodman og Wasp reddet mange overlevende, men skipet og 176 av hennes mannskap gikk tapt, inkludert hennes kommandant, løytnant Comdr. W. J. Tierney. Dermed endte det med en tragedie den lange karrieren til et galant skip. Hobson mottok seks kampstjerner for andre verdenskrigstjeneste, og delte i presidentenhetens sitat tildelt skipene i Bogue antisubmarine task group i Atlanterhavet.


Hobson DD- 464 - Historie

Presidenten i USA gleder seg over å presentere PRESIDENTIAL UNIT CITATION for

For enestående prestasjoner i kamp mot fiendtlige ubåter i Atlanterhavsområdet fra 20. april 1943 til 3. juli 1944. Gjennomføre kraftig og vedvarende offensiv handling i en periode med tunge tyske undersjøiske konsentrasjoner som truet vår uavbrutte strøm av forsyninger til European Theatre of operasjoner, USS BOGUE, hennes ombordstigende fly og eskorte fulgte fiendens pakker ubarmhjertig, og ved urokkelig årvåkenhet, vedvarende aggressivitet og perfekt samarbeid mellom alle involverte enheter sank et bemerkelsesverdig antall fiendtlige U-båter. Det suverene lederskapet i BOGUE og den galante ånden til offiserene og mennene som kjempet mot flyene hennes og bemannet eskortefartøyene, bidro i stor grad til å tvinge fullstendig tilbaketrekning av fiendtlige ubåter fra forsyningsruter som er avgjørende for å opprettholde vår etablerte militære overherredømme. & Rdquo

USA sender Bogue, Lea, Greene, Belknap, Osmond Ingram, George E. Badger og VC-9 fra 20. april til 20. juni 1943.

USA sender Bogue, Osmond Ingram, George E. Badger, Clemson og VC-9 fra 12. juli til 23. august 1943.

USA sender Bogue, Osmond Ingram, George E. Badger, Clemson, Dupont og VC-19 fra 14. november til 29. desember 1943.

USA sender Bogue, Haverfield, Swenning, Willis, Hobson (til 25. mars), Janssen (til 7. april) og VC-95 fra 26. februar til 19. april 1944.

USA sender Bogue, Haverfield, Swenning, Willis, Janssen, F. W. Robinson og VC-69 fra 4. mai til 3. juli 1944.

/ s/ James Forrestal
Sekretær for marinen

Kilde: NARA Modern Military Records (NECTM). Textual Archives Services Division.


Hobson DD- 464 - Historie

De U.S.S. Hobson (DD-464), a Gleaves-klasse destroyer ble bygget på Charleston Navy Yard og tatt i bruk kort tid etter utbruddet av andre verdenskrig. Under krigen så hun handling i Nord-Afrika, det vestlige Atlanterhavet og på D-Day. Sent i 1944 ble hun konvertert til en destroyer-minesveiper og omklassifisert DMS-26. Etter denne konverteringen så hun kraftig handling i nærheten av Okinawa, hvor hun led betydelige tap og skader fra fiendens selvmordsangrep. Reparasjoner ble fullført etter andre verdenskrig og Hobson tiltrådte som ødelegger-gruveveier med Atlanterhavsflåten.

Natten til 26. april 1952 Hobson var et støtteskip for hangarskipet U.S.S. Veps (CV-18), som utførte flyoperasjoner 700 miles vest for Azorene (38 grader 27 minutter nord/41 grader 21 minutter vest). Det var på vei til å besøke 20 forskjellige havner i Middelhavet. De Veps begynte en sving i vinden for å forberede seg på gjenoppretting av fly. De Hobson nødvendig for å manøvrere for å opprettholde riktig posisjon i forhold til Veps. En tragisk feilberegning fant sted på Hobson bro den kvelden. De Hobson svingte porten i en manøver som krevde å krysse baugen på Veps, i stedet for å bare falle bak Veps og snu i transportørens våkne. De Hobson ble truffet midtskip av Veps. Kollisjonen kuttet Hobson i halvparten. Hun sank på mindre enn fem minutter. 176 av mannskapet hennes gikk tapt på sjøen, mange sov i køyene.

Innholdsfortegnelse:

  • Introduksjon
  • 176 omkomne
  • Skipsfeller som overlevde
  • Til minne om
  • Publiserte historier om USS Hobson
  • Lesernes kommentarer

176 omkomne:

[KWE -note: Anslagsvis 150 besetningsmedlemmer sov da kollisjonen skjedde og skipet sank i løpet av fire minutter, og derfor var dødeligheten så høy.]

  1. Allen, William Erby, 20, Columbia, TN
  2. Amico, Michael, 20, Detroit, MI
  3. Antley, Lawrence A., 19, Charleston, SC
  4. Arayes, George, 24, Brooklyn, NY
  5. Baker, David, 18, Elstead, NY
  6. Baker, Harold K., Dansville, NY
  7. Baker, Sam K., 25, Muskogee, OK
  8. Balzer, Andrew J., 21, Beaver Falls, PA
  9. Bass, Arthur J., 21, Mohawk, NY
  10. Becker, Efracio L., 26, Philadelphia, PA
  11. Behnke, Gary R., 19, Royal Oak, MI
  12. Bells, J.C., 27, Wesson, MS
  13. Berry, William J., 21, Spartanburg, SC
  14. Blackburn, Willie R., 25, Blanco, TX
  15. Bloomfield, Louis E., 20, Richmond, VA
  16. Bond, Alvin C., 20, Wichita Falls, TX
  17. Boney, Leroy, 20, Wilmington, NC
  18. Booker, Julian R., 21, Americus, GA
  19. Braunschweig, Wallace J., 21, Beaver Dam, WI
  20. Brennan, John J., 19, Southampton, NY
  21. Breuer, Buell C., 29, Rolla, MO
  22. Brobst, James H. Jr., 22, Allentown, PA
  23. Brooks, Joseph T., 39, Elberton, GA
  24. Brooks, Robert A., 19, Buffalo, NY
  25. Bryant, Clayton E., 18, Houston, TX
  26. Buckner, Earnest B., Alexander City, AL
  27. Burchett, Oscar L. Jr., 22, Nevis, MN
  28. Burr, Dwight L., 20, Wadesboro, NC
  29. Callahan, William T., 38, Zebulon, GA
  30. Carlson, Harold R. Jr., 17, Delavan, WI
  31. Carr, Patrick Eugene, 21, Galesburg, IL
  32. Chrobak, Casimir M., 29, Worchester, MA
  33. Clements, John J. & quotJack & quot Jr., 21, Audubon Park, NJ
  34. Cofer, John Monroe, 34, Cleveland, TN
  35. Cole, Paul L., 21, North Lewisburg, OH
  36. Comins, John P., 22, Reading, PA
  37. Cornell, Richard D., 21, Richmond, VA
  38. Costello, William H., 27, Winchester, MA
  39. Craver, Samuel D., 27, Rochester, NY
  40. Cropsey, Richard L., 23, New York, NY
  41. Crotts, Porter L. Jr., 24, Spindale, NC
  42. Culham, Merrill M., 19, Lansing, MI
  43. Cutler, Donald L., 19, Dover Plains, NY
  44. Davis, Basil, 21, Jacksonville, FL
  45. Davis, Jerry, 20, Kirksville, MO
  46. Degaglia, James D., 19, Norwalk, CT
  47. Deuel, Norman J., 19, Grand Ledge, MI
  48. Dingman, Frank A., 18, Alexandria Bay, NY
  49. Duke, Herman J. Jr., 22, Richmond, VA
  50. Dunst, Joseph, 20, Bronx, NY
  51. Earnst, Samuel P., 22, Brookville, OH
  52. Eisenbrey, Harry Y., 21, Edgely, PA
  53. Eisenach, Robert O., 22, Kenora, Ontario, Canada
  54. Ellis, Roland T., 23, Washington, DC
  55. Enfinger, Clevy, 21, Hilton, GA
  56. Erwin, Edward M., 27, Decatur, IL
  57. Fey, James R., 20, Hyattsville, MD
  58. Flannery, James A., 21, Cincinnati, OH
  59. Floyd, Boyd E., 34, Chadbourn, NC
  60. Gleason, James D., 19, Pittsfield, MA
  61. Gould, Theodore III, 23, Lutherville, MD
  62. Grammer, Adron F. Jr., 20, Hughes, AR
  63. Griffin, Roy S. Jr., 23, Lexington, KY
  64. Hannigan, Charles W., 19, Elysian, MN
  65. Hardy, Dow F., 21, Schenectady, NY
  66. Haugen, Harley J., 20, Ironton, MN
  67. Havens, Clifford E., 19, Ogdensburg, NY
  68. Henry, William O., 34, Prince George, VA
  69. Herman, Hugo C., 20, Ashley, ND
  70. Hess, Ned W., 19, Annville, PA
  71. Hogan, William J., 19, Port Huron, MI

Skipsfeller som overlevde:

[KWE Merk: Mannskapet på USS Wasp reddet 39 overlevende fra USS Hobson og mannskapet på USS Rodman reddet 22 overlevende.]

  1. Archer, Leland R., Point Pleasant, NJ
  2. Arnold, Joseph F., Libanon, PA
  3. Arsenault, Joseph H., Chelsea, MA
  4. Boller, Richard G., Unoin, New Jersey
  5. Brooks, Harold M., Detroit, MI
  6. Byers, Walter Ronald, Detroit, MI
  7. Camp, Carter Y., Charleston, SC
  8. Cardwell, Thomas G., Charleston, SC
  9. Carr, Richard K., Bristol, RI
  10. Cummings, Donald E., Aliquippa, PA
  11. Dahlke, Reinhold C. Jr., Buffalo, NY
  12. Denton, Cleo D., Mechanicsburg, PA
  13. Desrosiers, Albert, Fall River, MA
  14. Drury, Donald A., Lockport, NY
  15. Elliott, Edward W., Warszawa, WI
  16. Evans, James H., Steubenville, OH
  17. Gardner, Patrick E., Milwaukee, WI
  18. Hoefer, William A. Jr., Ocean Springs, MS
  19. Iseman, Paul E., Washington, DC
  20. Keleher, Lloyd F., Red Bank, NJ
  21. Kezer, Osman F. Jr., Cedarville, AR
  22. King, James H., Nashville, TN
  23. Lane, Donald D., Buchanan, NY
  24. Lankowski, Edwin I., Grand Rapids, MI
  25. LaQuiere, Arthur G., Charleston, SC
  26. Latter, James B. Jr., Winston Salem, NC
  27. Mahoney, Peter A., ​​Warwick, RI
  28. Mancuso, Paul J., Baltimore, MD
  29. Manning, Harry K., Charleston, SC
  30. McIntyre, James F., Fall River, MA
  31. Moore, Richard C. Sr. (Moore var ny på skipet og ikke oppført på den offisielle overlevelseslisten.)
  32. Moss, Ellwood S., Mastic Beach, NY
  33. Moss, Irwin I., Brooklyn, NY
  34. Murdock, Kenneth E., Onawa, IA
  35. Myers, Cecil E., Kankakee, IL
  36. Neagley, William C., Mechanicsburg, PA
  37. Nelson, Richard A., Waterville, ME
  38. Niskala, Ernest J. Jr., New York Mills, MN
  39. Noennich, Bertram B., Los Angeles, CA
  40. O'Connor, Francis W., Dorchester, MA
  41. Oliver, George T., Charleston, SC
  42. Oliveri, Vincent J., Lawrence, MA
  43. Maler, Ralph E., Gaffney, SC
  44. Parks, Raymond P., Winter Haven, FL
  45. Price, James B., Coaldale, PA
  46. Proffer, Iredell, Clarkton, MO
  47. Raps, Harry C., Port Washington, NY
  48. Rinck, Anthony J., Jacksonville, IL
  49. Ross, John S., Hillsboro, OH
  50. St. Martin, Jean J., Charleston, SC
  51. Sanford, David D., Starrucca, PA
  52. Sagmaskin, Marion A., Lincoln Park, MI
  53. Schmidt, Arthur H. Jr., Jackson Heights, NY
  54. Shiel, James L., Osage, WVa
  55. Stefanko, James A., Masontown, PA
  56. Stewart, John W. & quotJack & quot, Syracuse, NY
  57. Wycor, John J., Brooklyn, NY
  58. Wasilkowski, Raymond M., Carteret, NJ
  59. Weidner, Leroy R., Union City, PA
  60. White, Von Dale, Elkland, MO
  61. Williams, Frank B. Jr., Charleston, SC
  62. Wilson, Harrison J., Birmingham, AL

Til minne om

[KWE Merk: For å legge til et minnesmerke for din kjære som døde i forliset av USS Hobson, send Lynnita med tekst og fotografier eller e-post til Lynnita Brown, 111 E. Houghton St., Tuscola, IL 61953.]

Publiserte historier om USS Hobson

Minesveiper Hobson kuttet ned i kollisjon med bærer av James Donahue

Blant skrekkhistoriene innenfor årlige årganger til den amerikanske marinen er tapet av minesveiperen Hobson da den kom i kollisjon med hangarskipet Wasp i Nord-Atlanteren i 1952. Den 348 fot lange Hobson var ingen match for den massive veps, ble skåret i to og sank så fort at det tok 176 seilere til bunns med den.

Etter å ha overlevd aktive marinekamper i både det europeiske og stillehavets teatre under andre verdenskrig, inkludert et kamikaze -angrep, ble Hobson tildelt opplæringsoppgaver utenfor Atlanterhavskysten fram til koreakrigsutbruddet i 1950. Hun ble deretter tildelt Atlanterhavsflåten, gi støtte i amfibiske operasjoner og flyvakt for transportører.

The Hobson møtte hennes skjebne 26. april 1952, mens han var med Destroyer Rodman og ledsager Carrier Wasp på vei til Middelhavet. Rundt klokken 22.00 den kvelden var Vepsen i ferd med å gjenopprette fly fra en rutinemessig nattflygende operasjon mens Hobson og Rodman dampet rundt 1000 meter bak for å gjenopprette alle piloter som måtte måtte droppe.

Da vinden plutselig endret seg, snudde vepsen inn i den, men Hobson klarte ikke å motta svingesignalet og fortsatte å dampe fremover. Hun dampet følgelig tvers over den motgående baugen på bæreren og ble truffet midtskip på styrbord. Kollisjonen snudde Hobson på babord side og delte det skjebnesvangre skipet i to. Akterenden til minesveiperen svingte rundt og smalt inn i hvepsens baug og åpnet et gapende hull i bæreren.

Hobson sank i løpet av minutter og etterlot en stor oljeflekk rundt transportøren, som nå sto død i vannet. De fleste i Hobson ’s mannskapet lå under dekk, sov da ulykken skjedde, og hadde aldri en sjanse. Det var bare 80 overlevende i et mannskap på 236. Kommandanten døde også. De som klarte det, tok tak i redningsvester og flåter som ble kastet ut i oljeslipt vann fra Wasp og Rodman.

Vepsen var ikke i fare for å synke og haltet hjem etter ulykken. Hullet i styrbord baugen var 76 fot langt.

Det var en trist og uventet slutt for et galant skip. På oppdrag i 1942 tjenestegjorde Hobson i alle større amerikanske sjøaksjoner under den europeiske krigen og flyttet deretter til Stillehavet hvor hun overlevde seks blodige engasjementer i det teatret. Skipet mottok seks Battle Stars og en sitat fra Presidential Unit.

Lesernes kommentarer

[KWE Merk: For å legge til en kommentar, e-post Lynnita eller e-post til Lynnita Brown, 111 E. Houghton St., Tuscola, IL 61953.]

2002-2016 Koreakrigsopplærer. Alle rettigheter forbeholdt. Uautorisert bruk av materiale er forbudt.


Lost-at-sea-memorials.com

Som veteran fra Naval Aviation har jeg første gang vært vitne til farene ved hangarskipoperasjoner. Mens flyoperasjoner utføres, må aktivitetene over og under dekk på en transportør være nøye koordinert. Feil fører altfor ofte til alvorlige ulykker.

Denne nøye koordineringen av aktiviteter strekker seg utover hangarskipet selv, til støtteskipene som eskorterer transportøren. Når de settes fra et fly over, engasjerer disse støtteskipene seg konstant i en presis ballett for å forbli i riktig posisjon tett akter og til siden av transportøren for å støtte flystart og gjenopprettingsoperasjoner. Dette er ikke en lett oppgave. Bæreren jakter alltid på vinden ’ – endrer stadig kurs og hastighet for å holde tilstrekkelig vind som strømmer direkte ned på dekk. Støtteskipene har til oppgave å beholde riktig posisjon i forhold til transportøren, ofte om natten eller i dårlig vær og tung sjø.

De U.S.S. Hobson (DD-464) , a Gleaves-klasse destroyer ble bygget på Charleston Navy Yard og tatt i bruk kort tid etter utbruddet av andre verdenskrig. Under krigen så hun handling i Nord-Afrika, det vestlige Atlanterhavet og på D-Day. Sent i 1944 ble hun konvertert til en destroyer-minesveiper og omklassifisert DMS-26. Etter denne konverteringen så hun kraftig handling i nærheten av Okinawa, hvor hun led betydelige tap og skader fra fiendens selvmordsangrep. Reparasjoner ble fullført etter andre verdenskrig og Hobson tiltrådte som ødelegger-gruveveier med Atlanterhavsflåten.

Natten til 26. april 1952 Hobson var et støtteskip for hangarskipet U.S.S. Veps (CV-18), som utførte flyoperasjoner 700 miles vest for Azorene. De Veps begynte en sving i vinden for å forberede seg på gjenoppretting av fly. De Hobson nødvendig for å manøvrere for å opprettholde riktig posisjon i forhold til Veps. En tragisk feilberegning fant sted på Hobson bro den kvelden. De Hobson svingte porten i en manøver som krevde å krysse baugen på Veps, i stedet for å bare falle bak Veps og snu i transportørens våkne. De Hobson ble truffet midtskip av Veps. Kollisjonen kuttet Hobson i halvparten. Hun sank på mindre enn fem minutter. 176 av hennes mannskap gikk tapt på sjøen, mange sov i sine kummer.

Jeg har lest flere beretninger om hendelsene på broen til Hobson den kvelden og det beste som ble funnet i Kit Bonner bok, Final Voyages. En offisiell marineforespørsel la skylden på kommandanten i Hobson, Løytnantkommandant W.J. Tierney, som døde i ulykken. Det er nok å si at prosedyrer brøt ut den kvelden og at 176 menn betalte den ultimate prisen for en feilvurdering.

Regjeringer og deres militær bygger sjelden minnesmerker over de tapte i ulykker, og de ønsker ikke å henlede oppmerksomheten på slike hendelser. Innenfor det vakre Battery -området i Charleston, South Carolina, står imidlertid et monument for de som mistet seg i Hobson ulykke. Det ble bygget og betalt av “U.S.S. Hobson Memorial Society ” – en gruppe tidligere skipsfeller, familier og venner til de tapte mennene i Hobson. Den ene siden av monumentet beskriver kort hendelsene 26. april 1952. Den andre siden viser navnene på de tapte, og tidspunkt og dato for ulykken. Monumentet er enkelt som et kunstverk, men jeg synes øynene mine er tiltrukket av plattformen konstruert av steiner samlet fra de 38 hjemstatene til de som mistet til sjøs på bare fire minutter. Disse steinene, kanskje mer enn noe annet om minnesmerket, skaper et visuelt bilde i farger og antall omfang av tapet av liv den april natten. Sett ovenfra kan man nesten visualisere et lite skip som går i stykker på et stort hav, lever fra mange stater spredt på Atlanterhavsgulvet, som steinene på plattformen og en gutt fra Ohio ligger her, en annen fra Texas ligger der, og en fra California der, og på og på …

Skade på Veps viser volden ved kollisjonen. De Veps mistet nesten 90 fot av buen.

Jim Teresco ’s fine fotografier av

Tilleggsinformasjon om historien til U.S.S. Hobson finner du på følgende lenker:

49 svar på “U.S.S. Hobson Memorial ”

Cynthia Walther sa:

Min onkel, Frank Zwingman var en av mannskapet som mistet til sjøs da Hobson sank. Jeg er veldig takknemlig for å finne denne artikkelen og minnebildene. Tapet av min onkel har vært en av mine mødres største sorger i livet, det ble aldri diskutert i hjemmet vårt om de tragiske hendelsene den dagen fordi det var så vondt for henne, selv nå. Jeg håper å ta en tur til Charleston en dag for å se minnesmerket og se navnet til onkelen min.

Lucy Estep sa:

Tusen takk for Hobson -informasjonen. Min onkel, Arthur Bass, var også en som var tapt på sjøen, og det ble ikke snakket mye om heller.

Jeg jobber med en familiehistorisk bok gjennom bilder og ble begeistret over å komme over denne bloggen. Jeg lagret bildene av dedikasjonsheftet og vil bruke det i vår familiebok for hvert medlem av familien å dele.

Tusen takk for at du deler!

Michele Torrice sa:

Min navnebror og onkel, Michael Amico, gikk tapt til sjøs på USS Hobson en måned før jeg ble født. Mine besteforeldre, spesielt min kjære bestemor, kom seg aldri etter tapet av sønnen. Den dag i dag ser mammaenes øyne ut som en sorg som aldri vil forsvinne, og hun kan ikke engang snakke om ham eller hans altfor tidlige død, og faren min vil stille gråte og lyden av navnet hans. Tilbake i 1999 kjørte søsteren min og jeg, mens jeg ferierte på Myrtle Beach, ned til Charleston da vi ønsket å se minnesmerket og onkelen vår Michael's navn. Vi klarte ikke å finne minnesmerket, og ingen i Charleston, SC visste hva vi snakket om. Det var veldig trist at vi aldri fant minnesmerket, og at ingen kunne lede oss til det. Vi ble ledet til et luftfartøy som nå er et museum, og det var en hel seksjon dedikert til USS Hobson. Onkel Michael var så mye en del av våre liv, selv i døden vil vi aldri la ham bli glemt, og selv om han døde før jeg ble født, føler jeg at jeg har kjent ham hele livet … … det blir 59 år siden i år.

Chuck Arnold sa:

Hvor nøyaktig (breddegrad/lengdegrad) skjedde senkingen av “Hobson ”?

Chuck – Senkingen var 700 miles vest for Azorene (38 grader 27 minutter nord/41 grader 21 minutter vest) – Dan

Karl Wagner sa:

Min far, Horst Wagner var medlem av mannskapet og gikk ned med skipet. Jeg var 13 måneder gammel og broren min var ennå ikke født. Dette er første gang jeg virkelig har lest faktiske beretninger om det som skjedde den uheldige natten. Jeg fikk aldri sjansen til å kjenne faren min, selv om jeg har mange babybilder av ham som holder meg. Jeg lurer ofte på livet til de overlevende og vanskeligheten med å prøve å leve med det forferdelige minnet om hendelsene den natten. Jeg hadde muligheten for 7 år siden, mens jeg var på forretningsreise til Charleston for å besøke minnesmerket og se min fars navn og navnene på alle de andre som mistet til sjøs den kvelden. Jeg er ikke sikker på hva jeg vil si, eller hvilke spørsmål jeg kan stille, men jeg gleder meg over muligheten til å kommunisere med noen av de overlevende, eller til og med et av familiemedlemmene. Ulykken endret tydeligvis løpet av så mange liv, jeg vet at mine besteforeldre slet med tapet av sønnen, som ble født i Tyskland og kom til amerikaneren som et veldig lite barn og til slutt ga sitt liv for dette landet. Det har gått nesten 60 år, men jeg lurer fortsatt ofte på hvordan livet hadde vært hvis han aldri hadde dødd.

Laura Richards sa:

Min mor mistet sin fetter, David Baker den kvelden Hobson sank. Han var 19 år gammel. Så veldig trist. Jeg planlegger å besøke minnesmerket denne uken når jeg besøker Charleston.

Lori Gray Wisconsin sa:

Mine mødres eneste bror Harold Carlson Jr., var et besetningsmedlem og gikk ned med skipet. Han var bare 17 og var en så liten fyr at han knapt gikk opp i vekt. Besteforeldrene mine ble skilt, og bestefaren min signerte at han skulle bli med, vel vitende om at Junior som vi alltid kjente ham etter, ville finne en eller annen måte å bli med på. Min mor var bare 21 på den tiden, men hun kom aldri over tapet. Jeg ble født 10 år senere i 1962, så jeg møtte aldri Jr, men hørte så mange historier om ham at jeg føler at jeg kjente ham godt. Jeg har et brev skrevet til min bestemor fra en overlevende skipsvenninne Fred Kezer Jr., og et flott bilde av ham og skipet kaptein .. hvis bilder kunne snakke.
Jr har et smil om ansiktet og kapteinen ser ned på ham med et smil om munnen, jeg kan bare tenke meg hva han kan ha sagt.

Miki Behnke sa:

Min ektemanns bror var en av de som gikk tapt på Hobson den kvelden. Han hadde nettopp gått på vakt i henhold til informasjon familien fikk. Vi har sett minnesmerket i Charleston, og det var veldig rørende for oss.

Onkelen min, Robert Ortlip, var et besetningsmedlem i U.S.S. Hobson og gikk ned med skipet 26. april 1952. Vi har minneboken og navnet hans er oppført i boken.

patricia clanton sa:

Jeg bor i Charleston sentrum og har alltid gått forbi minnesmerket. I dag ønsket jeg å undersøke hva som egentlig hadde skjedd etter å ha sett det på nært hold. Hvis noen vil ha et bilde av deres kjære navn, vil jeg prøve å finne det for deg og sende det til deg på e -post. Jeg var trist da jeg stod foran den i dag og leste navn, aldre og byen hvor de kom fra. Min dypeste kondolanse til de som mistet sine nærmeste. Min e -postadresse er [email protected] Hvis du besøker Charleston, ligger det på Murray Blvd, på det som er kjent som batteriet samt White Point Gardens. Beste hilsner, Patricia

joseph h arsenault sa:

Jeg er medlem av mannskapet og setter pris på kommentarene og hjertet mitt, selv etter all denne tiden kommer det fortsatt en tåre i øynene mine når jeg tenker på det. hilsen joseph h. arsenault

Lauretta sa:

Jeg mistet onkelen min, Grady Patterson, på dette skipet. Min far lurte alltid på hva som egentlig skjedde. Jeg antar at vi aldri vil vite. Gud velsigne min onkel.

Lauretta Patterson sa:

Min onkel Grady Patterson gikk ned med dette skipet. Jeg visste aldri at det var et minnesmerke. Takk Gud for at jeg fant dette nettstedet. Faren min snakket mye om hendelsen. Det skjedde et år før jeg ble født. Hvis noen vet om noen Pattersons, vennligst gi meg beskjed. Takk skal du ha

Ronald E. Leonard sa:

MIN GODE VENN OG LEKEKamerat, KENNETH L.MULLINS, 18 Y/O VAR EN AV DE 178 SJELENE MISTET DEN DAGEN I DEN FORFERDELIGE Kollisjonen MED BÆRESPONNEN.
NÅ ER JEG NÆSTEN 80-MITT LIV OPP FOR FREM I HJERNET mitt som minner om hendelser som påvirker banen min gjennom de siste 60+årene. THANK YOU FOR THE OPPORTUNITY TO EXPRESS MY FEELINGS.

Colleen Alber sa:

My father, Francis W. O’Connor, was one of the survivors of the collision. He did not speak of it to me during my childhood, but I do know it was an incredibly painful memory that he carried with him everyday and every night of his life. It was not until this past decade that I began to hear small bits and pieces about the tragedy. My father would travel each year to Charleston to reunite with the other survivors. He passed away this May at the age of 81. May he rest in peace with the men, the friends, he thought of and missed dearly.

My girlfriend and I are driving from Philadelphia to Florida for vacation. My girlfriend mentioned that she would like to stop and sleep over in Charleston on our way back. I hope to see the memorial to honor my Uncle Bobby (Robert P. Ortlip) who I never met by visiting the memorial.

Thomas C. Robinson sa:

On that dreadful night I had a cousin that went down on the Hobson. When Cecil Ray Mauzy was in on leave before he went back, he gave me a white sailor’s cap, had his name on it. I kept it for years,I still had it when I got married, but somewhere I let it get away from me. I was 10 years old at the time of the accident, never seen him again, his body was never recovered. I believe he was 24. .. I think of you often, Cecil

Merritt Crawford sa:

Colleen Alber,I had the good fortune to meet your father on a plane right after a commemoration event in 2011. We stayed in touch every so often and I adored his friendship. After not being able to reach him for a while, I did some research and learned of his death and am deeply saddened. My heart goes out to you and your family. Frank did not speak much of the tradgedy to me but just the knowledge of it spurred me to look into and I have since visited the Yorktown, thinking of him every minute of the tour. He is most certainly missed dearly, even by someone who was only a friend for a short time.

Dear Colleen
I knew your father well,I Also was a survivor
I spoke to your father last April about attending
reunion but could not make it as planned. jeg hadde
attended many of the reunions and seen your father
many times over the years.I called him this Jan.
about attending this year and thats when I found
out he had passed this last May.I will miss him
this year at the memorial.
Arthur

Jerry Martin sa:

I don’t know what brought me to this site today, maybe it was a dream that had of my dad in the other night. He was Gerald L. Martin, and I was eight years old when he served aboard the Carrier WASP CV18 the night of the terrible accident with the Destroyer Hobson. In later years he would tell me about it. I found a list of the crew of the Hobson that were lost that night, and I will pray for them.

joanne comins rick sa:

i am the namesake for my uncle, john p comins, who was lost that night i was born a year later and never knew him, but he was always a part of my life growing up. every april from my earliest memories, we drove to charleston for the memorial services-my parents and grandparents the saturday night dinners, sometimes on the naval base staying at the fort sumter hotel and the sunday memorial services with full military honors, the navy band the guns salute the white crisp uniforms against the impossibly clear blue skies drenched in sunlight the speeches and the tears. we would look at the memorial and touch the names although its been 60 years now, it’s all still raw just beneath the surface. i’ve never learned about my uncle’s life aboard ship, or what he was doing before the ship sank. of that my grandparents and parents would not speak, even if they themselves ever knew. and now they’re gone, too. if anyone knows or has stories to share, i would love to hear.

My Uncle, David Baker was lost that night. My son took me to the memorial in SC to fulfill a lifelong wish. I was a young child when David died, his Navy photo was on my grandmothers dresser thru out her life. When I saw the monument I cried and tried to explain to my three grandchildren who this Uncle David was and about that tragic night. May the men & their families have peace knowing their stories live on thru us. Thank you for sharing Claudia Baker-Thompson

Denver A Norman sa:

I WAS FIVE YRS WHEN MY BROTHER WAS LOST AND ONE OF THE MANY WERE SLEEPING. His NAME IS Richard E Norman and would love to hear from all who may have know him. thanks
Denver A Norman

Ron Ross sa:

John S. Ross, my father was one of three radiomen on watch. He survived of course or I would not be here today. His story is a great one. He just passed away this past February at the age of 81. We miss him so very much it hurts. I’d hoped to spend many more days with him in our woodshop inventing things, but there apparently were other plans for him.
He did 4 years total in the Navy, got out and became a Chief Radio Tech for the Ohio State HP. Retired from there in 85, then him and Mom rode a motorcycle in all 50 States incl yes Hawaii when I was stationed there myself.
Love and miss you both.

Bob Morley sa:

My grandfather was aboard as well William Mansfield

I was a crew member of U.S.S. O’Hare DD 889, part of the task group. Our ship participated in the search and rescue. We had a passenger, a reporter for the Boston Globe aboard. He wrote a story and we transmitted it stateside the next day. Here is the taxt from the original typewritten document.

U.S.S. O’HARE (DD 889)
At Sea
280300Z April
Press Release by Lawrence Dame, Staff Writer, Boston Herald
In Mid Atlantic Aboard a U.S. Destroyer at Scene of Sinking, Sunday: –
The U.S. airplane carrier Wasp collided with and sank the destroyer minesweeper Hobson during maneuvers 485 miles southeast of Newfoundland at 10:30 mid-Atlantic time (8:30 Boston time) last night. So far as can be learned, 187 Hobson lives were lost as the sharp bow of the 40,000-ton flattop sliced her 2400-ton guardship in two. The twain of coffins, largely filled with men in bunks, plummeted immediately to a bottom nearly three miles down.Latest reports place 63 Hobson survivors including seven officers, out of a complement of about 250. A desperate 10-hour search in rough weather that developed into a howling northeast gale with rain and rotting visibility had to be called to a halt at 9:30 A.M. i dag. The Wasp, so badly damaged that she is proceeding through the storm stern-first at speeds as slow as eight knots in punishing waves, lost no men in the sudden crash.
The dangerous weather, fine yesterday during general exercises of a fleet bound for Europe from Norfolk, made it certain early today that no survivors not picked up in the gallant rescue efforts from the Wasp and a destroyer during the first two hours could remain alive. A naval board of inquiry on shore will be asked to determine the unexplained cause of the American Navy’s worst disaster since World War Two.
A helicopter and a group of destroyers rushed at all available speed from another maneuvering area 50 miles away made every possible attempt to find bodies in a tempestuous sea strewn with wreckage, empty life rafts, empty life jackets and an oil slick from the ill-fated craft’s tanks. Only one man, a dead chief petty officer, was picked up in the increasingly raging waters early this morning. The body, identified as that of H. D. Hopkins, address unlisted as yet, was transferred from one of the small boats the injred Wasp put overboard for rescues to the destroyer O’HARE early today.
Mute, pitiful testimony of the fact that tragedy struck without warning on a rolling sea under faint stars and a black sky came through the empty life preservers. Most of the Hobson’s men were trapped below decks, many in their bunks and many never at sea before, with a watch of about seven and possibly as many officers out of the 15 aboard on the alert. There could have been no frantic rushes up the steel ladders from the ship’s bowels. Several of the survivors are injured, a few critically, and are in the wallowing Wasp’s sick bay or on the destroyer Rodman, not to be reached because of heavy seas from my destroyer.
We received the alarm aboard the O’HARE, 50 miles from the death scene, which was at 42.20 north latitude and 44.15 west longitude, at just about 8:30 P.M. Boston time, after night plane maneuvers had barely reached an end. The planes that had located us in the darkness came from the recently recommissioned Wasp, dropped flares, and headed back for their ship’s haven. Several had not succeeded in making the flight deck before the crash occurred.
What they could not see, and what I saw in wonder when daylight came, were two bites out of the bow keel of the carrier visible at the waterline. The two, the front one larger than the other, extended for about 50 feet, or 17 structural frames along this line and the forward nip, perhaps 35 feet wide snapped off the keel 28 feet below.
While temporary repairs and shorings to strengthen the disfigured beak were being made from the interior, with skill that tested the ingenuity of the Wasp’s command and men to the utmost, the waves, often 25 feet high, forced the craft to turn round and proceed slowly backward. A long dockyard job, possible only in the states, will be necessary. More than 2000 men and many planes are aboard.
What I saw from the O’HARE, with Commdr. O.D. MacMillan as captain, is typical of the post-disater scene and attempted rescue activity. For 50 miles, there was nothing but obscurity cut by searchlights on the hustling destroyers sent to the rescue by Rear Admiral Chester C. Wood, with his flotilla command on the destroyer Stribling. He led the valiant destroyer effort.
Then we suddenly saw what appeared to be a circle of lights. Then debris, including oranges from the Hobson’s food lockers, shone under our persistent lights. Rescue crews lined the main weather decks of the destroyers. They held ropes, grapnels, hooks, life jackets, small lights and other rescue gear. Medical aides prepared sick bays in wardrooms and cooks heated broth for survivors.
Indicative of the self-sacrificing esprit de corps that spread through the entire fleet when disaster struck was the fact that 25 swimmers aboard the O’HARE volunteered to go into the perilous water before Skipper MacMillan said no. Unhappily, it was too late for them to do any good except to haul the stray, empty lifesaving gear and other floating relics including much clothing, aboard.
The Wasp, responsible for the safety of planes still in the dark sky which a few hours before a fleeting crescent moon had helped illuminate, put over all available rafts, jackets and boats before she got into a new receiving position for her winged wards. Many a flyer wondered why all the commotion on the surface from the sky, so contrary to the usual well-oiled night tactics.
The whole fleet, saddened by the loss of a sailor overboard from the same Hobson on Friday, during refueling tactics in a mean rolling sea, went in gloom over a disaster which many at first refused to believe ever could happen. Whatever did happen, and it is not safe to surmise since it may have been due to mechanical fault rather than human error, one thing seems clear. When struck by the mighty Wasp, the tiny mine sweeper which was acting as a guard for whatever planes might fail to land on the Wasp decks, must have rolled over in two parts. Her remnants, with men who could not have suffered agony for more than a few seconds, took the big bite out of the forward bow and keel. Then in rolling over, the smaller gulp was snatched. In coming up after pitching, the Wasp today clearly showed the far horizon where solid steel once plowed the water. No more careful scrutiny of wreckage and flotsam than that made for more than 10 arduous and dangerous hours in increasingly bad weather by the rescue screen of destroyers could be imagined. Yet its results were zero. Except to prove what many had feared in a murky dawn that hope must be abandoned despite a mild temperature of 64 in water and air. Too may men had gone down with their ship without a chance to know what happened. The 63 rescued, most of them picked up within two hours after the tragedy, were the pitifully small company of lucky ones. Even a few of these may not live.
By cruel irony of a fickle sea, today was the worst of the six-day voyage out of Norfolk. Destroyer crews took heavy punishment in great waves. It was hazardous indeed to pass on the weather decks next to the water. The single helicopter that mad its frail-seeming eggbeater trips low to and fro over the ocean could not be joined by heavier planes. Nobody wanted to risk any life on this fatal ground as Rear Admiral H.B. Jarrett, in command of the fleet, indicated. Before departure the first bird of the day, a tiny gull, hovered over the oil slick as though to land then darted away. Men of the Wasp, in craft ranging from whaleboats to the captain’s brassy gig, did more than mortals should have to accomplish to haul in the 63 survivors. They were aided nobly by the guard destroyer Rodman, assigned to the Wasp along with the Hobson, before the main rescue elements staged their futile arrival. At dawn the littered water was a penetrating 46 degrees. The wind was 14 knots, rose suddenly to 28, died down and then as quickly roared up to gale force of 40 miles an hour or better. The scene of tragedy, 615 miles west northwest of the Azores, is 2725 fathoms deep or 2.7 miles. It has been abandoned finally tonight, all hope vanished. The red-eyed vigil ended. Nearly exhausted destroyer men either staggered to bunks or reported for the few regular turns of duty a Sunday requires at sea.
What appeared to be a Portuguese square-rigger, bound home for Lisbon after a winter on the Grand Banks, was the only unofficial ship anywhere near the scene. She apparently plied on toward the Azores in blissful ignorance of Sabbath disaster. She would have no survivors. A memorial service which was to have been held in the fleet for what seemed so much of a tragedy on Friday the loss overboard from Hobson of J.J. O’Leary, address undetermined had to be postponed because of weather and the newer surprise today. The Hobson, listed by Jane’s as 2575 tons, 348 feet long, complement 250, was launched in 1941, September. The Wasp, listed at 33,000 but much heavier with load, is 888 feet and built in 1943. Hobson cost 15 million.

Phylis Ann Cutler Dye sa:

My brother, Donald L. Cutler, served on the USS Hobson and was one of the many who lost their lives that fateful day. I was almost 5 years old and to this day I still have memories of him and hear stories of how he “spoiled his little sister”. May God Bless all who were lost and those who miraculously survived. Takk skal du ha.

Charles Hatch sa:

I would like to speak to any family member of Jim McBride. My name is Charles Hatch. I live in Millsboro, Delaware. My telephone number is (302) 663- 0157 or you can email me at the above address

Chuck Lankowski sa:

My dad Edwin Lankowski was a survivor.

Michael R. Potts sa:

My Uncle Jack (Robert Jackson) Potts was also lost in the sinking of the Hobson. The memorial is located in the park at Battery Park, Charleston,SC. According to my aunt (Jacks sister) they still have memorial services every year at the end of April. Could check and find out for sure.

My PawPaw’s twin brother died on this ship. I always thought it would be cool to meet him. I hate he had to feel that type of pain. Rest well Mr.Eugene Buckner and Mr.Ernest Buckner. Together again after all those years. Love you both.rest well in Heaven.

Donny Shore sa:

My half brother Jack Shore lost his life that night on the Hobson. He died before I was born so my curiosity runs wild trying too gather info. Of him and those around him on that fateful night. If any of the survivors are still available for discussion or recognize my brother’s name, please contact me. 336-366-7332. Takk skal du ha.

Brian Charbonneau sa:

My dad Joseph P.Charbonneau was an electrition on the Wasp. That fateful night he manned one of the Wasps search light he is my hero. All those sailors and marines were hero’s as well. U served 10years active duty as a Sgt crew chief and doorgunner. On huey Helios.2000 flight hours. My dad Joseph P. Charbonneau is my hero to this day. R. S. Sgt B.D.Charbonneau usmc retired. 603-204-1355.

Fran Burns sa:

My uncle Teddy Gould from Maryland died in this tragic accident. I was not yet born but learn about him from my mom and his Gilman football trophy, a memorial fund at Princeton and a few sports photos. Please email if you knew him . [email protected]

Peggy Shore Money sa:

I am attempting to learn if there will be a Memorial Service in Charleston this year for the Hobson. If anyone sees this and has any information on the Memorial please send e-mail. Takk skal du ha.

William Shane Senseney sa:

Before I retired, in my younger years I was a color guard for this memorial two years in a row. As a Mineman this ship and it’s crew held a special placed to us Mineman. Two of our Mineman also died that night. I retired here in Charleston and would like to offer my services to any family members that would like to have a picture of a loved ones name. You can reach me at [email protected]

Judi Davis Barra sa:

My uncle, Richard A. Royce was aboard the USS Hobson and was one of the 176 that drowned when the ship went down. I never got to meet him as the collision occurred a year and a half before I was born. He was my mother’s brother.

James L Turner III sa:

I was nine months old and my mother was seven months pregnant when my father went down with the USS Hobson. I took my eldest son to the Charleston Memorial in 1984. It was an emotional torment for which I was not prepared. Even now, at the age of 67, I get sad thinking about how my father died.

I am writing a book on the history of the USS Hobson. My father served on the Hobson during WWII 1942-44. I would appreciate anything that anyone can share on the subject of the Hobson. I am in the research stage right now and would love to talk with anyone connected with the Hobson (including survivors). I know there are not too many survivors left. Family members of those who perished and those who survived. Family members from the WWII era etc. Pictures of the Hobson and her crew. Memorabilia from the Hobson and reunions in Charleston. I live in Charleston and feel a special connection to the Hobson. Takk skal du ha!

David O Whitten sa:

I have the newspaper article on the launching of HOBSON and the Launching Program. I can post them

Hei! I found a bible that belongs to a Chester J. Wilks Jr. if Miami who was onboard this ship. I would love to locate his family to give them this. Assistance is greatly appreciated.

tom keane sa:

A good friend of mine, Charles (“Jolly Cholly”) Mac Anulty, lost his life aboard the Hobson. He was 18 years old. His death was a real shock to the small town of Ventura, California

Daryll sa:

My grandfather was Arthur Schmidt, an electrician aboard the Hobson when it sunk. He was one of the survivors. If any of you remember him could you reach out? [email protected] . He passed when I was 11 and never got to ask him about his time in the navy.

Dave Lyle sa:

Zach Hagan McCord was from Greenwood, SC and a Clemson alumnus, Class of 󈧳. He is on our Scroll of Honor Memorial, located across the street from the east end of Memorial Stadium. If anyone knows anything else about him, please send it to me and I will add it to his profile on our Scroll of Honor Website. [email protected]

Martha Lubitz sa:

My father, Cecil Lubitz, was an ensign aboard the Hobson during the war.
He is 95 years old and in failing health.
I pulled up a picture of the Hobson by which my father was very much moved.
God bless the souls of the men who lost their lives in the terrible tragedy that sunk the Hobson!

Carolyn Bryant Lyde, MD sa:

11/30/2020
My half brother, (Clayton) Eddie Bryant was a 17 year old who lost his life on the Hobson, in 1952. I was born in 1958, and would very much like to connect with any of the survivors who may have known him.

Laurel Millette sa:

My grandfather was one of the few survivors – he was on leave that night. My understanding is the family preserved what remained – I believe my grandfather helped write the condolences.

I’m happy to put survivors in touch with my Aunt – not sure what she has but she is our family’s unofficial archivist.

My grandfather’s name was John Georges – i believe he was an officer. Such a heartbreaking loss.

Bruce Brews sa:

Robin Greene sa:

My father was one of the survivors. No matter how strong he wanted to have us see him to be when he told the story about that night, we all knew it had to bother him terribly. My dads name was John S Ross from Hillsboro, OH. Dad passed away in 2014. He was one of the kindest people you would ever meet. I loved him with all of my heart.


Sinking

With the outbreak of the Korean War in June 1950, Hobson‍ '​s schedule of training intensified. She took part in amphibious exercises off North Carolina and in Puerto Rico in 1950–51, and took part in carrier operations as a plane guard and screening ship.

During one such operation on the night of 26 April 1952, Hobson was steaming in formation with carrier Veps (CV-18) about 600 miles (1000 kilometers) west of the Azores at 38°27'N 41°21'WG. Veps needed to turn to recover aircraft. The carrier's escort vessels had two options, slow down and let Veps turn, or cross in front of the carrier. The Hobson's Commanding Officer, Lieutenant Commander W.J. Tierney and the ship's Officer of the Deck, Lieutenant William Hoefer, argued over which option was to be carried out. The Commanding Officer won, and decided to cross the bow. Lt. Hoefer announced on the deck "Prepare for collision!, Prepare for collision!" Hobson crossed the carrier's bow and was promptly struck amidships. The force of the collision rolled the destroyer-minesweeper over, breaking her in two. Rodman (DD-456) and Veps rescued many survivors, but the ship and 176 of her crew were lost, including Tierney. With no time to don lifejackets, some survivors were left treading water in the Atlantic Ocean for up to four hours.


Hobson DD- 464 - History

The USS Hobson off Charleston, South Carolina, March 4, 1942. She is painted in camouflage Measure 12 (Modified). This Photograph has been censorned to remove radar antenna her foremast and Mark 37 gun director.

USS Hobson (DD-464/DMS-26), a Gleaves-class destroyer, was the only ship of the United States Navy to be named for Richmond Pearson Hobson, who was awarded the Medal of Honor for actions during the Spanish-American War. He would later in his career attain the rank of Rear Admiral and go on to serve as a congressman from the state of Alabama.

Hobson (as DD-464) was launched at the Charleston Navy Yard, on 8 September 1941 sponsored by Mrs. R. P. Hobson, widow of Rear Admiral Hobson and commissioned on 22 January 1942, Commander R. N. McFarlane in command.

Expended cartridge cases and powder tanks from the ship’s 5″/38 guns litter the deck, after firing in support of the Normandy invasion off Utah Beach, June 6, 1944. This view was taken on the ship’s afterdeck, with mount 54 at right.

De USS Hobson was built in the Charleston ship yard in South Carolina and was launched for the first time on September 8, 1941. The Hobson fought in various battles during World War II, including the invasion of Normandy. Following World War II, the Hobson was involved in fairly peaceful endeavors until the start of the Korean War. In the early 1950’s the Hobson was involved in two military exercises off the coast of Puerto Rico and North Carolina.

De Hobson is most known not for its military endeavors, but for a tragic incident involving another American ship. On April, 26 1952 the Hobson encountered the event that would lead it to fame. During the night, while most of the crew was sleeping, the captain of the Hobson, confused due to the darkness, gave the order to change course several times, unknowingly leading her straight into the path of another ship. De USS Wasp, a carrier, collided with the much smaller destroyer-minesweeper, the Hobson, near the Azores Islands in the Atlantic. The force caused the Hobson to roll and split in half, tossing the crew into the ocean. The ship lay beneath a blanket of water, at the bottom of the ocean within a total of four minutes. Of the 176 crew members who lost their lives, 150 were estimated to be sleeping at the time of the collision never even given a chance at survival. Kapteinen påHobson, the most likely culprit of this disaster, went down with his ship. Following the crash, Vepscrewmembers, hastened to pull survivors from the wreckage. They managed to rescue 61 American military personnel from an eternal slumber at sea.

The sinking of the USS Hobson became one of the great tragedies of the Cold War. It led to the greatest amount of loss of American lives since World War II to that date. Americans realized that they were not always safe, and that dangers could be found in unexpected places. In the future, they had to become more prepared defensively.

Researched by Megan Overman
Volunteer for the Cold War Museum
Cosby High School


Hobson DD- 464 - History

USS Hobson , a 1630-ton Gleaves class destroyer, was built at the Charleston Navy Yard, South Carolina. Commissioned in January 1942, she escorted the carrier Ranger across the Atlantic in mid-year and participated with her in the November invasion of North Africa. Hobson continued as Ranger 's consort for most of 1943, taking part in the carrier strike on shipping off Norway in October. She served with anti-submarine task groups during the first months of 1944, helping to sink the German submarine U-575 on 13 March. In June and August, Hobson was part of the great armadas that supported the invasions of Normandy and Southern France. Convoy escort duties followed, lasting until November 1944, when she began conversion to a destroyer-minesweeper.

Redesignated DMS-26, Hobson steamed through the Panama Canal in January 1945 to join the war against Japan. Beginning in March, she participated in the invasion of Okinawa, providing minesweeping, patrol, radar picket and night illumination services. She was damaged by a suicide plane attack on 16 April and was later sent to the U.S. east coast for repairs, which lasted until after the Second World War ended.

Hobson remained on active duty with the Atlantic Fleet during the post-war years. When the Korean War's outbreak in late June 1950 intensified the ongoing tensions with the Soviet Union, her schedule became more vigorous, including participation in amphibious exercises and service as a fleet escort. On the night of 26 April 1952, while screening USS Wasp in the central Atlantic, the carrier collided with the much smaller destroyer minesweeper. In one of the great tragedies of the Cold War, USS Hobson was cut in two, sinking with 176 of her crew.

USS Hobson was named in honor of Rear Admiral Richmond P. Hobson, a Naval Constructor and hero of the Spanish-American War.

This page features our only views of USS Hobson , and a selected photograph of her christening.

If you want higher resolution reproductions than the digital images presented here, see: "How to Obtain Photographic Reproductions."

Click on the small photograph to prompt a larger view of the same image.

Off Charleston, South Carolina, 4 March 1942. She is painted in camouflage Measure 12 (Modified).
This photograph has been censored to remove radar antennas atop her foremast and Mark 37 gun director.

Offisielt amerikansk marinefotografi, fra samlingene til Naval Historical Center.

Online Image: 92KB 740 x 610 pixels

Off Charleston, South Carolina, 4 March 1942. She is painted in camouflage Measure 12 (Modified).
This photograph has been censored to remove radar antennas atop her foremast and Mark 37 gun director.

Offisielt amerikansk marinefotografi, fra samlingene til Naval Historical Center.

Online Image: 91KB 740 x 585 pixels

Underway in the Atlantic, circa late 1942.
She is painted in camouflage Measure 15.

Offisielt amerikansk marinefotografi, nå i samlingene til nasjonalarkivet.

Online Image: 87KB 740 x 615 pixels

Reproductions of this image may also be available through the National Archives photographic reproduction system.

Expended cartridge cases and powder tanks from the ship's 5"/38 guns litter the deck, after firing in support of the Normandy invasion off Utah Beach, 6 June 1944. View was taken on the ship's afterdeck, with mount 54 at right.

Courtesy of Rear Admiral Kenneth Loveland, USN.

Foto fra U.S. Naval Historical Center.

Online Image: 90KB 740 x 515 pixels

Damage to the carrier's bow from her 26 April 1952 collision with USS Hobson (DMS-26). Photographed in drydock at Bayonne, New Jersey.
Photograph released 19 May 1952.

Offisielt amerikansk marinefotografi, fra samlingene til Naval Historical Center.

Online Image: 110KB 740 x 610 pixels

Is christened by Mrs. Richmond P. Hobson, at the Charleston Navy Yard, South Carolina, 8 September 1941. Looking on are Bishop Albert S. Thomas and The Honorable Joseph W. Powell.

Offisielt amerikansk marinefotografi, fra samlingene til Naval Historical Center.

Online Image: 109KB 740 x 615 pixels

One of the ships seen in the following photograph is probably USS Hobson (DD-464):

Charleston Navy Yard, South Carolina

Destroyers fitting out and refitting alongside the Navy Yard piers in January 1942. These ships are (from left to right):
USS Tillman (DD-641), commissioned 9 June 1942
probably USS Beatty (DD-640), commissioned 7 May 1942
probably USS Hobson (DD-464), commissioned 22 January 1942
USS Anderson (DD-411)
USS Hammann (DD-412) and
USS Mustin (DD-413).
Note that the three incomplete ships at left are painted in Measure 12 camouflage, while those refitting (at right) wear Camouflage Measure 12 (Modified).
This image is cropped from Photo # 19-N-26590, which shows USS Morris (DD-417). Note (in the left foreground, atop her Mark 37 gun director) the bracket for the antenna of an FD radar.

Photograph from the Bureau of Ships Collection in the U.S. National Archives.

Online Image: 138KB 1200 x 510 pixels

Reproductions of this image may also be available through the National Arc

In addition to the images presented above, the National Archives appears to hold other views of USS Hobson (DD-464 and DMS-26). The following list features some of these images:

Bildene nedenfor er IKKE i Naval Historical Center sine samlinger.
IKKE prøv å skaffe dem ved hjelp av prosedyrene beskrevet på siden vår "Hvordan få tak i fotografiske reproduksjoner".

Reproduksjoner av disse bildene bør være tilgjengelige via National Archives fotografiske reproduksjonssystem for bilder som ikke er i besittelse av Naval Historical Center.


Richmond Pearson Hobson

Greensboro, Hale County, Richmond Pearson Hobson native Richmond Pearson Hobson (1870-1937) was a graduate of the United States Naval Academy and served in the Spanish-American War. He became famous for sinking the collier USS Merrimac in Cuba's Santiago Harbor, for which he was awarded the Congressional Medal of Honor. A champion of U.S. naval supremacy, Hobson also supported the Progressive Era ideals of Prohibition, improved education, and women's suffrage as a Democratic congressional representative from Alabama's Sixth District. Cadet Richmond P. Hobson on USS Chicago After graduation, Hobson served a two-year assignment as the assistant navigator aboard the cruiser USS Chicago. Thereafter, he spent four years continuing his naval education in Paris, France, at a French school of naval design. In 1893, Hobson was appointed Assistant Naval Constructor at the U.S. Navy's Bureau of Construction and Repair in Washington, D.C. In this capacity, he supervised the construction of new naval vessels across the nation he would later advocate for the removal of all woodwork on ships because it was such a fire hazard. Eager to promote a professional military education for young naval officers, he established a three-year postgraduate course at the Naval Academy for officers in the Construction Corps. When war was declared with Spain in April 1898, Hobson was serving as a lieutenant aboard the USS New York, the flagship of the North Atlantic Squadron, under the command of Admiral William T. Sampson. The United States had long been interested in the affairs of Cuba, which was in the midst of a struggle for independence from Spain that many in the United States supported. The U.S. Navy implemented a blockade of Cuba in an attempt to assist the insurgency. Spanish admiral Pasqual Cervera's Caribbean Squadron, however, penetrated the American blockade and anchored in Santiago Harbor. In order to remove the threat posed by the Spanish vessels, USS Merrimac Sampson and Hobson devised a plan to block the entrance to the harbor. On the morning of June 3, Hobson and his crew of seven attempted to sink the USS Merrimac in the entrance of the harbor to create an obstruction that would trap the Spanish ships. When Hobson guided the Merrimac into the narrow part of the harbor's entrance, it quickly came under fire from the Spanish fleet that disabled its steering. As the ship drifted out of Hobson's control, he tried to sink it by exploding the vessel's five torpedoes but succeeded in detonating only two. Når Merrimac finally sank, it had moved beyond the entrance to the harbor, leaving the channel open. The Spanish captured Hobson and his crew and held them as prisoners of war until July 6. Though Hobson and his crew failed to blockade the Santiago Harbor (the Spanish force would be soundly defeated while fleeing the harbor on July 3), they received a heroes' welcome for their courageous exploits upon their return to the United States. For two years after the Spanish-American War, Hobson salvaged sunken Spanish ships in Santiago Harbor and in Manila Bay in the Philippines, where he contracted a debilitating case of typhoid fever. In January 1903, Hobson resigned from the U.S. Navy after 18 years of active service. Now a civilian, Hobson embarked on a nationwide lecture tour, championing U.S. naval supremacy and a progressive agenda. Rep. Richmond and Grizelda Hobson On May 25, 1905, Hobson married Grizelda Hull, with whom he would have three children. In 1906, Hobson was elected a U.S. congressman from Alabama's Sixth District and would serve four terms between 1907 and 1915. Ideologically a progressive, he promoted the building of roads and schools in rural areas and expanding agricultural instruction in rural areas and government regulation of railroads. Hobson supported a graduated income tax and the direct election of senators, which eventually became the 16th and 17th Amendments to the U.S. Constitution, respectively. He also shepherded through Congress a bill that led to the establishment of the Office of the Chief of Naval Operations. This office assumed responsibilities for commanding and overseeing the Navy's resources and personnel. The Chief of Naval Operations served as the senior military officer in the Navy and also served as an advisor to the Secretary of the Navy. Hobson also took a progressive stance on women's suffrage, viewing it as a fundamental element in the evolution of humankind and arguing that allowing women to vote would broaden their views and thus make them well-informed citizens. Rep. Richmond P. Hobson, 1914 For nearly three decades, however, Hobson's most consuming cause became banning alcohol and narcotics. He approached prohibition as a moral crusade, believing that alcohol consumption impeded the proper, progressive course of human development and evolution by weakening intellectual capabilities. In 1908, he campaigned for a prohibition amendment in Alabama, which once passed made the state dry before the nation embraced the prohibition of alcohol. In 1919, Hobson authored Alcohol and the Human Race, in which he argued that alcohol was a cause of human degeneracy. After the passage of the 18th Amendment in 1919, Hobson turned his attention to launching a world-wide prohibition campaign and raising awareness on the evils of narcotics, particularly heroin. He helped organize the International Narcotic Education Association (1923) and the World Narcotic Defense Association (1927). Although his anti-narcotics campaign never gained the momentum that the American prohibition campaign had, Hobson presided at a meeting in Geneva, Switzerland, in 1931 at which 57 countries agreed to limit the production of opium.

Magnolia Grove He is buried in Arlington National Cemetery. In honor of Hobson's naval service, the Navy christened a destroyer the USS Hobson (DD-464) at the Charleston Navy Yard in South Carolina in September 1941. Thereafter, Alabamians began to commemorate their native son. In May 1942, a bronze bust of Hobson was unveiled at the state capitol in Montgomery. The following year, Magnolia Grove, his birthplace, was deeded to the state and dedicated as a state shrine. Two Alabama cities are named for Richmond Hobson: Hobson City, Calhoun County, and Hobson, Washington County.

Hobson, Richmond Pearson. Alcohol and the Human Race. New York: Fleming R. Revell Co., 1919.


Listen to June 7, 1944 (D+1) 5:30 pm NBC news radio broadcast describing USS Corry sinking. (NBC-affiliate radio station WEAF in New York City)

Admiralty Charts 2613 and F. 1014 G.S.G.S. No. 4250: Sheets 6E/3 and 6E/4
Booklet "M" (Annex "H") France, North Coast
Coastal silhouette from LA MADELEINE (442974) to HAMEAU DU NORD (390060)
I.S.T.D. February, 1944

In the same pre-dawn incident, before the scheduled naval shelling began, while proceeding to their bombardment stations the Corry og Fitch came under fire from German shore batteries. De Fitch returned fire, immediately followed by the Corry, making them the first two ships to fire on German-occupied France. Later, after the Corry was hit, for more than an hour the USS Fitch repeatedly fired on the Saint-Marcouf (Crisbecq) battery, which had scored the fatal salvo on the Corry amidships.



CORRY SURVIVORS THANK THE USS BUTLER


Див. також [ ред. | ред. код]

  1. ↑ До складу ескорту конвою RA 54A на різних етапах входили: лінкор «Енсон», авіаносець «Формідабл», важкі крейсери «Кент» і «Норфолк», легкі крейсери «Белфаст» і «Джамайка» есмінці: «Махратта», «Мілн» , «Маскітер», «Матчлес», «Онслоу», «Саумарез», «Весткотт», «Скорпіон», «Скодж», «Венус», «Савіджа», «Б», «Бр», «Б», «Б», «Б», «Бр» «Гобсон», радянські «Громкий», «Куйбишев», канадський «Хаїда», норвезький «Сторд» тральщики «Сігал», «Харрієр», «Бритомарт», «Джейсон», «Галсіон», корвет «Еглантін».
  2. ↑ До складу ескорту конвою JW 54A входили: 2 лінкори «Енсон» і «Тускалуса», важкий крейсер: «Кент», to легкі крейсери: «Джамайка», «Бермуда» есмінці: «Онслот», «Онслоу», «Обедіент» , «Орвелл», «Інконстант», «Імпалсів», «Хайда», «Гурон», «Ірокеу», «Вайтхолл», «Коррі», «Фітч», «Фітч», «Фірч» тральщик «Гусар».

Se videoen: Submarine ARA San Juan Simulation Implosion + Sinking. Similar to KRI Nanggala 402