INVASION OF SICILY

1 JULY 1943 - 31 DECEMBER 1943

OPERATION HUSKY

The USS Swanson arrived at Bizerte, Tunisia on Friday 2 July 1943 and joined a large Naval armada of the U.S. Naval Forces gathering there for the invasion of Sicily. Task Force 86 under the command of Rear Admiral Conolly was scheduled to land the 3^rd Infantry Division and two Ranger Battalions of the U.S. Army on the beaches of Licata, Sicily. The warships in Task Force 86 were the light cruisers, Brooklyn and Birmingham and the destroyers: Swanson, Roe, Edison, Bristol, Woolsey, Buck, Wilkes, Nicholson and Ludlow. Plus a large number of Landing Ships for transporting troops, such as LSTs, LSIs and LCTs.

While anchored in Lac de Bizerte, in the early morning hours of 6 July, the German Air Force struck the shore installations. At 0419 the Swanson shot down a JU88, which was 1 of five attacking dive-bombers. The action is described in Commanding Officers Action Report as follows:

“Plane believed to have already dropped bombs, was picked up by shore based searchlights. Machine gun barrage from ships in Goule______?__ was seen to be falling below and astern of target. Plane was not under fire from five inch or other batteries firing controlled fire. An excellent solution was obtained, and fire using Mk.32 and Mk18-3 fuzzed projectiles in the ration of three to one in all guns. First tracer was seen to be on in elevation and deflection, and two bursts were observed extremely close to plane. Plane smoked and caught fire immediately and nosed over into a dive, and crashed in flames. Observers in the L.C.I. 217, which was anchored in Lac in close proximately of this vessel who witnessed the firing, are of the opinion that it was fire from this vessel which destroyed the plane.”

All four 5”/38 cal. guns were locked into Director control and went into rapid fire, expending 9 rounds in eight seconds. The plane speed was about 200 knots at a range of 3100 yards when shot down.

At 1000 hours on 7 July, the Swanson was underway from Bizerte to an area north and northwest of Bizerte to perform anti-submarine patrol.

During the late evening hours of 7 July and early morning hours of 8 July, the Western Task Force LCIs; A Canadian Convoy of the Eastern Task Force; Admiral Hall’s Dime Force; and Admiral Kirk’s Cent Force passed the Swanson heading into the Tunisian War Channel (a mine protected channel between Cape Serrat and Cape Bon), enroute to the marshalling area west of Gozo Island.

At dawn on 8 July, Admiral Conolly Task Force 86 commander had the JOSS Force up in Bizerte Roads in two convoys, a slow convoy and a medium speed convoy.

At approximately 0800, the Swanson joined the slow JOSS convoy consisting of LCTs steaming in seven columns. The JOSS Force followed after the CENT Force and entered the Tunisian War Channel.

On the 7^th and 8^th, the Swanson had been enjoying a calm sea with a moderate breeze. The LCTs and LCIs were riding easily through the sea on Thursday 8 July. Then at daybreak on Friday, the sky was red and lowering. The New Testament described the signs from Heaven:

“When it is evening, ye say,

It will be fair weather: for the sky is red.

And in the morning, It will be foul weather today:

for the sky is red and lowring”.

Matthew XVI, 2-3

By 0800 hours on the 9^th, the wind force increased to a brisk force and the sea became choppy. By 0900 hours the wind increased to force 5 and some even judged it at 6 or 7. Because the Swanson did not have a working Anemometer, the wind force was a matter of subjective judgement.

Due to the set and drift of the Task Force, caused by strong winds and heavy sea, the Commander Task Force 86 sent the Swanson at 1100, 1400 and 1700 hours to relay his orders to Commander Durgin in the USS Buck DD420 to alter convoy course one point to the North (11 degrees 15 minutes).

The Buck was leading the LCTs. The Swanson would go to full speed in the heavy sea, which gave the officers and men some appreciation of what the small LCTs were enduring. When the Swanson within 12” searchlight range, the orders were transmitted visually as radio silence was being observed. Then the Swanson would return to her assigned station in the screen.

The LCTs and LCIs were valiantly striving to maintain course, speed and station in the formation, while being tossed about mercilessly by the heavy sea and winds. The open LCTs were taking solid sea over them. Troops were being drenched and many were seasick.

The Swanson was pitching and rolling but the ship had been designed and built to travel in such foul weather, the LCTs were not. There was concern among the officers and men of the Swanson for the welfare of those men on board the LCTs. Such sea could lead to disaster for such craft, such as capsizing, or becoming involved in a collision.

In the marshalling area 5 miles west of Gozo Island, ships in the convoy had to break off from the convoy and maneuver to join their assigned Force. To maneuver in such weather was dangerous. A “SALUTE” to the Skippers of the LCTs and LCIs who carried out these maneuvers in a proper seamanship fashion, under extremely trying and unpleasant conditions.

At 1800 hours the weather and sea conditions had further deteriorated. Fortunately most of the ships made it through the marshalling area by 2100 hours without any serious incidents. At 2300 hours the wind and sea began to abate slightly and there was hope for continued improvement. The Western Task Force was now on its final approach to Sicily.

The moon set at 0023 hours on 10 July 1943 and it was a dark night. At 0200 hours the Swanson along with the Roe arrived in their assigned area off Red Beach at Licata, Sicily. The sea had become calm and the winds had died down.

The officers of the Swanson were aware that approximately 10 miles to the west, was Porto Empedocle an Italian motor torpedo boat base and a reported mine field. There existed a distinct possibility that Italian motor torpedo boats or German E-Boats would sortie to resist the landing and the Commanding officer of the Swanson who was the senior officer of the destroyers in that Fire Support area had been so advised.

The officers of the Swanson were unaware that a special force of 17 U.S. motor torpedo boats and the destroyer Ordronaux under the direct control of Commander Western Task Force, Admiral Hewitt, had been deployed to that sector to prevent a sortie by the Italian or German motor torpedo boats from that port. The Commander Task Force 86 (JOSS Force) was not in communication with the special force.

At approximately 0230 hours while waiting for the landing of troops to begin, the Swanson picked up two fast moving surface targets on her surface SG radar which appeared to be a hostile patrol or motor torpedo boats from PORTO EMPEDOCLE. The Swanson by dimmed blinker tube visual message ordered the Roe to take station astern of the Swanson and set off at full speed in pursuit of the unidentified craft. When the range closed to 1500 yards and the Swanson was about to open fire, the Roe apparently misjudging Swanson’s course and speed, appeared out of the darkness on the port bow coming in fast and rammed head on into the port side of #1 Fire room of the Swanson. Both ships were at full speed when the collision occurred. As a result of this collision the Swanson was heavily damaged. #1 Fire room was completely flooded with the main decks almost awash.

Due to the untiring efforts of the Engineers and the heroic efforts of several men who re-entered the flooded Fire room to swim underwater to seal the leaks and stop the flooding and the ship was saved, and power was partially restored by 0500 as twilight was breaking.

At 0513 the Swanson shot down a German fighter-bomber ME110. The plane was first picked up on SG-1 radar at five miles. The plank began a glide attack at 3000 feet altitude at 250 knots bearing 310 degrees relative. The Swanson had all four 5”/38 caliber guns locked into director control and was using F.D. radar for ranging. The Commanding officer Action Report stated:

“Ship damaged, proceeding at three knots in morning twilight. (Missing word) on target and tracking with sight control in elevation and tr(missing) range at approximately 7000 yards. Plane not definitely recognized as enemy until glide attack. First two shots were observed to explode within five feet of fuselage. Plane burst into flames instantly and crashed about 500 yards on starboard beam of ship”.

The Swanson expended 6 rounds of MK 32 5”/38 caliber ammunition in a continuous rapid fire in a three second period. The ship was using the new (secret) Proximity influenced Fuses.

By 0800 hours speed was increased to 9 knots, enroute to Malta for temporary repairs. While in the Naval Ship Yard at Malta German Bombers conducted air raids on Malta and the Naval installations. The Swanson was in a dry dock and escaped any damage.

The Swanson after receiving temporary repairs was underway and sailed for the Naval Ship Yard at Brooklyn for repairs and overhaul.

After the Sicily collision damage was repaired in the Brooklyn Navy Yard the Swanson departed some time in September 1943, making trips to Bayonne, N.J., Portland, Me., Norfolk, Va. and two trips to Casablanca French Morocco.

In mid November the Swanson began the second trip to Casablanca sailing from Norfolk, Virginia enroute to the Straits of Gibraltar as a unit of Task Force 63, with Commander Task Force embarked, and escorting Central Atlantic Convoy UGS 24.

At 0204 on 2 December the convoy began maneuvering into 3-column formation, preparing to enter the swept channel at the Straits of Gibraltar. At 0521 the Swanson and UGS 24 began entering the swept channel.

At 0850 Task Force 63 was relieved by British escort group as ocean escort for convoy UGS 24.

At 0913 the Swanson changed speed to 25 knots, proceeding on various courses and conforming to the swept channel enroute to Casablanca. CortDiv 7, USS Roe and Wilkes ordered to proceed independently to Casablanca.

At 1633 entered Casablanca swept channel and at 1838 moored port side to starboard side of USS Wilkes, in Bassin Del Pit, Casablanca, F.M.

On Tuesday 7 December 1943, the second anniversary of the Japanese infamous and dastardly sneak attack on Pearl Harbor finds the Swanson departing from Casablanca proceeding to join Task Force 53.

At 1845 Swanson took station on the port beam of the USS Wilkes, in a scouting line of ships from left to right were: Huse, Frost, Snowden, Otter, Stetter, Swanson, Wilkes, Keith, Ward, Moore, Tomich and Sloat, steaming on course 012 degrees true at 11 knots. Proceeding to rendezvous with Convoy GUS 23.

On Wednesday 8 December at 0751 sighted convoy GUS 23. The Swanson as directed by Commander Task Force took station bearing 0 degrees relative (dead ahead) of the convoy guide at 15,000 yards distance.

On Friday 10 December at 1730 at 1730 the Swanson was proceeding to render medical assistance to John W. Powell convoy ship #52. At 1815 received two Merchant marine seamen; Tipton, R.J. Knoxville, Tenn. Gastroenteritis, and Harvey, Ray, Ill., mild pneumonia.

At 1339 proceeding to render medical assistance to the SS George Davis. At 1424 received on board from SS George Davis: Parker, Lawrence StM1c, USNR for treatment of internal concussion. Parker was a survivor from the USS Buck DD420, which was sunk by a German submarine off Salerno, Italy on the night of 8-9 October 1943. She was hit in the bow bursting her hull plates and wrecking forward compartments. Four minutes after being hit the Buck plunged to the bottom. A depth charge explosion blasted men in the water causing internal injuries. Also received on board was Duer, Richard C. PhM1c for treatment for appendicitis.

At 1431 proceeding to go alongside John W. Powell to return Merchant marine seamen Harvey, Ray and Tipton, R.J. to their ship.

Sunday 12 December found the Swanson steaming independently at 19 knots enroute to Ponta Delgada, San Miguel, Azores, on a special assignment and to escort two ships back to convoy GUS 23.

At 0722 on 12 December 1943 the Swanson entered Polgada Harbor and proceeded to a fuel dock. . After refueling the Swanson was underway proceeding to rejoin convoy GUS 23, escorting SS Kaldfonn and SS Gulf GEM. At 1754 convoy GUS 23 in sight, the Swanson directed the two ships to proceed to their station in the convoy, and the Swanson took station on the starboard bow of the convoy.

On Saturday 25 December 1943 (Christmas Day) at 0050, saw the Swanson entering New York swept channel. At 0431 the ship anchored in Graves End Bay until 0809 at which time she got underway and proceeded to Pier C Berth 3 in Navy Yard Brooklyn, arriving there at 0930. It was a wonderful Christmas for the officers and men. Some would be able to be with their families and at least the others would have liberty in New York City.

CONCLUSION

The Swanson shot down two enemy planes in the Mediterranean and participated in the invasion of Sicily, however she was involved in an unfortunate collision off Licata, Sicily on D-day, resulting in severe damage to the Swanson. The prompt and correct action by the officers and men saved the ship to fight another day.

After being repaired in the Brooklyn Navy Yard, the Swanson made two trips to Casablanca and trips to Portland, Maine and Norfolk, Virginia.

By the end of 1943, the tide in the battle for the Atlantic was turning against our enemies. During 1943 the Germans lost over 200 U-Boats. In the period of May through December alone, the Germans lost 159 U-Boats.

At the beginning of May the Germans were operating 108 U-Boats, however during that month they lost 38 U-Boats and by August they were operating only 51 U-Boats. No longer did the U-Boat Captains and crews enjoy the “Happy days” of 1942. As a matter of fact U-Boat living could be “hazardous to your health” in 1943.

Improvements in Weapons systems and development of tactics were largely responsible for reeking destruction upon the U-Boats.

MEDALS FOR HEROIC ACTS

Commander E.L. Robertson, Jr. USN, The commanding officer of the Swanson recommended and they received medals for their actions during the early morning hours on 10 July 1943, which kept the Swanson afloat. Some of these men entered and re-entered the flooded dark #1 Fireroom to close valves, and shore up the bulkhead and stop the seawater from entering the #1 Fireroom. These men were:

John Urquhart CMM Silver Star

Oliver Mollett CMM Navy Marine Corp Medal

Julian J. Walilko Lt. Navy Marine Corp Medal

Lawrence C. Gore CWT Fleet Commendation Medal

U.S.S. SWANSON BULLETIN BOARD NOVEMBER 25,1943

MESSAGE FROM CAPTAIN ROBERTSON

In the past three months, the turnover of men on the Swanson has been even higher than usual, and has resulted in there being on board at the present time over fifty individuals who are not only new to this ship but have never sailed in any other. It is primarily to those people that I address these remarks, although the facts given below may be of interest to all hands.

Early in November 1941, the Swanson left Newfoundland for Iceland on her first convoy trip. It will be noted that this happened over a month before Pearl Harbor. Since that time, during a period of over two years, the Swanson has:

(a) Steamed far enough to circle the globe over five times.

(b) Burned over four million gallons of fuel oil.

(d) Been under fire from enemy aircraft, surface craft and shore batteries.

(e) Escorted over two dozen convoys, from which no ships have ever been lost.

(f) Kept her machinery, armament and other equipment in such a high state of operating efficiency that she has never failed to carry out sailing orders because of material deficiencies.

(g) Shot down two enemy aircraft.

(h) Trained and transferred to new construction, etc., enough men, most of whom have been petty officers, to man two new destroyers.

(i) Above all, and, in spite of hardships and inconvenience, been a happy ship. This has been strongly brought home to me by talking with men coming from other activities, by personal contact with men of the crew, by relatively low number of mast cases and court martial, by letters from officers and men who have been transferred and by ten years of personal experience in destroyers.

Such a record is, in my opinion, an enviable one; - one of which the officers and men of the Swanson may well be proud. It is only natural that those of us who have, during the past two years of war, shared the anxieties, strain and hard work together with satisfaction of solid achievement and the pleasure of relaxation in port should feel a common bond of affection and pride in this fine ship.

Life is not easy in any destroyer at sea. Long watches, cramped quarters and hard work are the rule, and many of the luxuries of home ashore are missing. Nevertheless, it is an indisputable fact that the men who have served for an appreciable length of time aboard the Swanson are proud of her and proud to have served aboard her. I sincerely hope that you new men already feel the same way.