TRIP TO PASCAGOULA 29 OCTOBER 1977

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP05S00620R000401160001-9
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 151
• Document Creation Date: December 22, 2016
• Document Release Date: July 31, 2009
• Sequence Number: 1
• Content Type: MISC

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STAT
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JOHN HANCOCK (DD-981) CHRISTENING CEREMONY
29 October 1977
Platform Listing
Mr. and Mrs. Oliver Turner
Rear Admiral and Mrs. Edward J. Otth
Special Assistant for Shipbuilding
NAVSEA
Captain and Mrs. William McGarrah
Supervisor of Shipbuilding
Pascagoula, Mississippi
Captain and Mrs. Richard Camacho
Deputy Supervisor of Shipbuilding
Pascagoula, Mississippi
Commander and Mrs. James A. Schroeder
Contracts Officer
Supervisor of Shipbuilding
Pascagoula, Mississippi
Rear Admiral Thomas Kinnebrew
Deputy Commander
Naval Surface Force, Atlantic Fleet
Captain and Mrs. Raymond Harbrecht
Commanding Officer
Fleet Introduction Team/Spruance Class
Mr. and Mrs. Leonard Erb
President of Ingalls Shipbuilding
Mr. and Mrs. J. J. Williams
Vice President of Ingalls Shipbuilding
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Mr. Jerry St. Pea
Vice President of Ingalls Shipbuilding
Mr. and Mrs. Frank Perry
Vice President of Ingalls Shipbuilding
Mr. and Mrs. George Howell
Vice President of Ingalls Shipbuilding
Mr. and Mrs. Mark Farnum
Director of DD Program
Ingalls Shipbuilding
Reverend and Mrs. Robert L. Kates
Pastor, First United Methodist Church
Pascagoula, Mississippi
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CDR SAT to a CEMOG
Arr txP Pont' t listening a OMCIAL FAIL r
Jai HMCCCK (DD - L3 ChI-i;StwzdzV
October 29r 1977
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STAT
STAT
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I CDR BATAGLU CHDWF
f ICXJL ?A
Pb 2
The E$'ePmt SSobert LF te$c Pastor, ?).rat United Ie isz ~ t51 `p z ca oti
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List of
OFFICIAL PARTY
JOHN HANCOCK (DD 981) Christening
tober 29, 1977
NAVY - WASHINGTON
Admiral Stansfield Turner USN, The Director of Central Intelligence
Mrs. Stansfield Turner Sponsor STAT
Mrs. Oliver S. Turner Matron of Honor & Mother STAT
of ADM Turner
Mr. Oliver S. Turner, Father of ADM Turner
Special
Aide to ADM Turner STAT
* Mr. Herb Hetu. Assistant to ADM Turner for Public Affairs
Appointment secretary to ADM Tu-rner STAT
* Special Std ecuri -to ADM Turner
* Commander Charles C. Battaglia, .-..TIS.N., ,.D.irector, `Community Relations,
Office of Chief of Inform=ation
NAVY - NAVSEA/SUPSHIPS
Rear Admiral Edward J. Otth, USN, Special Assistant for Shipbuilding,
Naval Sea Systems Command
Mrs. Otth (Marilyn)
Captain William E. McGarrah, USN, Supervisor of Shipbuilding, U.S. Navy,
Pascagoula
Mrs. McGarrah (Betty)
aptain Richard G. Camacho, USN, Deputy Supervisor of Shipbuilding
.s. Camacho (?)
immander James A. Schroeder, USN, Contracts Officer, Office of the
Supervisor
Mrs. Schroeder (Mary)
* Lieutenant Commander Robert J. Amend, USN, Administrative Officer, Office
of the Supervisor
* Mrs. Amend (Carol)
NAVY - FLEET/SPRUANCE
Rear Admiral Thomas R. Kinnebrew, USN, Deputy Commander, Naval Surface
Force, U.S. Atlantic Fleet
Captain Raymond A. Harbrecht, USN, Commanding Officer, Fleet Introduction
Team/SPRUANCE Class
Mrs. Harbracht (Barbara)
INGALLS SHIPBUILDING
Mr. Leonard Erb, President of Ingalls Shipbuilding and Vice-President of
Litton Industrial
Mrs. Erb (Yvonne)
Mr. John J. Williams, Vice-President Programs Management, Ingalls
Mrs. Williams (?)
Mr. Jerry St Pe, Vice-President Public and Industrial Relations, Ingalls
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INGALLS SHIPBUILDING (cont)
Mr. Frank Perry, Vice-President Nuclear Power, Ingalls
(M.rs. Perry (Marg)
~, George Howell, Vice-President and General Counsel, Ingalls
~_zs. Howell (Joan)
Mr. Mark.Farnum, Director, DD Program, Ingalls
Mrs. Farnum (Betty)
* Mr. A.C. Weeks, Director,. Public Relations/Special Projects., Ingallp
* Reserved Guests Seating, Front Row
- P T DM-&-M- s-.--_J . L l nyd Ahhott (P4--F
Mr. & Mrs. Gary Knight
Mr. & Mrs. William T. Moore, Jr-
STAT
STAT
.(.Moore-McCormick Lines) STAT
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JOHN HANCOCK (DD-981) CHRISTENING CERRIONY
29 October 1977
Platform Listing
Admiral and Mrs. Stansfield Turner
Mr. and Mrs. Oliver Turner
Rear Admiral and Mrs. Edward J. Otth
Special Assistant for Shipbuilding
NAVSEA.
Captain and Mrs. William McGarrah
Supervisor of Shipbuilding
Pascagoula, Mississippi
Captain and Mrs. Richard Camacho
Deputy Supervisor of Shipbuilding
Pascagoula, Mississippi
Commander and Mrs. James A. Schroeder
Contracts Officer
Supervisor of Shipbuilding
Pascagoula, Mississippi
Rear Admiral Thomas Kinnebrew
Deputy Commander
Naval Surface Force, Atlantic Fleet
Captain and Mrs. Raymond Harbrecht
Commanding Officer,
Fleet Introduction Team/Spruance Class
Mir. and Mrs. Leonard Erb
President of Ingalls Shipbuilding
Mr. and Mrs. J. J. Williams
Vice President of Ingalls Shipbuilding
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Mr. Jerry St. Pea
Vice President of Ingalls Shipbuilding
Mr. and Mrs. Frank Perry
Vice President of Ingalls Shipbuilding
Mr. and Mrs. George Howell
Vice President of Ingalls Shipbuilding
Mr. and Mrs. Mark Farnum
Director of DD Program
Ingalls Shipbuilding
Reverend and Mrs. Robert L. Kates
Pastor, First United Methodist Church
Pascagoula, Mississippi
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Next 5 Page(s) In Document Denied
Iq
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28 October 1977
SCHEDULE FOR PASCAGOULA TRIP
Saturday, 29 October
0800 Depart Quarters 'D'
0820 Arrive WNA
0830 Depart WNA (2 hr., 50 min. flight)
1020 Arrive Jackson City Airport
1030 Enroute shipyard and LaFont Inn
Party to Shipyard
Party ' to ' LaFont ' Inn
Mrs. Turner
Mr. f Mrs. Turner
STAT
DCI Security
Herb Hetu
CDR Battagalia
1045-1120 Driving tour of shipyard
1120-1200 Tour DAVID R. RAY
1200 (A) DCI change to full dress on board DAVID R. RAY
(B) .Remainder of party en route shipyard from LaFont Inn
1210 DCI en route launch site
1215 Both parties arrive launch site
1230 Ceremony commences -
1315- Ceremony concludes
1330 Reception at LaFont Inn
1415 Luncheon
1530 Depart LaFont Inn
1545 Depart Pascagoula (3 hr. flight)
1945 Arrive 11ni1A
2005 Arrive Quarters 'D'
STAT
STAT
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TENTATIVE SCHEDULE FOR PASCAGOULA TRIP
SATURDAY, 29 October
0730 Depart Quarters 'D'
0750 Arrive WNA
0800 Depart WNA (30-35 minute flight)
0835 Arrive Charlottesville
0845 Depart Charlottesville (3 hr., 10 min. flight)
1055 Arrive Jackson City Airport
1100 Enroute shipyard and LaFont Inn
Party to Shipyard
DCI Security
Party to LaFont Inn
Mrs. Turner
Mr. & Mrs. Turner
Herb Hetu
CDR Battagalia
1115-1140 Driving tour of shipyard
1140-1200 Tour DAVID R. RAY
1200 (A) DCI change to full dress on board DAVID R. RAY
(B) Remainder of party enroute shipyard from LaFont Inn
1210 DCI enroute launch site
1215 Both parties arrive launch site
1230 Ceremony commences
1315 Ceremony concludes
1330 Reception at LaFont Inn
1415 Luncheon
1530 Depart LaFont Inn
1545 Depart Pascagoula (2 hr., 30 min. flight)
1915 Arrive Charlottesville
1925 Depart Charlottesville
2000 Arrive WNA
2020 Arrive Quarters 'D'
STAT
STAT
STAT
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From
Subject Pascagoula Trip
30 Sep 77
1. With Pascagoula's proposed time for the ceremony of 1230, the
schedule lays out as follows:
0500 - Depart Quarters D
0515 - Depart WNA (30-35 minute flight)
0$45 - Arrive Charlottesville
0950 - Depart Charlotesville (3 hour, 10 minute flight)
1100 - Arrive Pascagoula (Jackson County Airport)
1115 - Arrive La Font Inn
1145 - Meet Shipyard and Ceremony Principals
1200 - Motor to Shipyard
1215 - Arrive Shipyard
1230 - Ceremony
1315 - Ceremony concludes, return to La Font Inn
1330 - Reception
1415 - Lunch .' .
1530 - Depart La Font Inn
1545 - Depart Pascagoula (2.:.hours, 30 minute flight)
1915 - Arrive Charlottesville
1120 - Depart Charlottesville
1750 - Arrive WNA
The 0700 departure from Quarters D is awfully early for the morning after
the Navy Ball. I recommend we ask Pascagoula ~~ w much of a perturbation
it would be to have the ceremony at 1330 and rack off the whole schedule
OK at 1230 & 0700 Departure
Try for 1330
2. The Gulfstream I can carry 12 passengers, 8 in forward compartment
and 4 in the VIP section (2 chairs and two on the couch). I'm not sure
where you, Mrs. Turner and the senior Turner's might be the most comfortable,
I'm afraid the couch in the VIP section might get uncomfortable on a long
flight. The four of you might prefer to sit around the two tables in the
forward section.
Either way that leaves 8 other seats. Recommend:
Herb Hetu
Charlie Battaglia
DCI Security
STAT
STAT
STAT
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C
That would mean we could take up to three additional people. You mentioned
inviting some "Agency people"?
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1 September 1977
MEMORANDUM FOR: THE RECORD
SUBJECT: Information Concerning Christening
of JOHN HANCOCK, 22 October 1977
1. I have received two phone calls from individuals
volunteering to assist with details, and requesting information
in connection with the christening of JOHN HANCOCK.
a. Commander Charles (Charlie) Battaglia (695-
6915), currently stationed in CHINFO. CDR Battaglia is in the
Community Relations Division and works on all ship christenings
and commissionings. He effects liaison with the shipyard,
will arrange a Navy aircraft for the christening party, and
has volunteered to assist in any other way. He informs me
that it is not the practice in Pascagoula to schedule any
events the night before the christening. The President of
the shipyard is a retired Navy Captain by the name of
Leonard Erb. Public Relations Director is Skeeter Weeks,
[phone].
b. The second call came from CWO Hal Finister
in the office of Captain William McGarrah, Supervisor of
Shipbuilding, Conversion and Repair, Pascagoula, Mississippi
39567, [phone]/4 or 769-0275. CWO Finister is the
project officer in the shipyard and has offered all assistance
possible. He says the sponsor is entitled to travel and per
diem but the maid or matron of honor is not. Finister requested
the following information and materials as soon as possible to
assist in preparations:
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1. Name of the maid or matron of honor. //vie G
2. Religious preference of sponsor. ~S .
3. Black and white glossy photograph of
sponsor and maid or matron of honor.
4,-Photograph and biography of Admiral
\5.
Turner.
Admiral and Mrs. Turner's guest list
with addresses (no limit on the number).
6.el arrangements and special require-
ments, if any.
as primary project officer for arrangements and
A el
have given both Battaglia and Finister the names of
myself as focal point for any details concerning public affairs.
Herbert E. Hetu
cc'-Ka
Mrs. Turner
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STAT
STAT
STAT
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The Director asked that you ad Vice Admiral James Wilson (at
Pensacola) and Commander doesn't know what the Commander's
first name really is) who is the prospective Commanding Officer of the
David Ray at Pascagoula, as invitees to the ceremony on the 29th.
The Director also asked that you find out who is the #2 Admiral in
Pensacola and let the DCI know if he should invite that Admiral.
He also said to make sure that Captain Robert Scott, who lives somewhere
in Florida, was one of those printed in the 32 print-out.
The Director also said that he asked you yesterday to see if there is
a time change between here and Pascagoula, and that if there is, perhaps
he might not have to leave so early. HOWEVER, the DCI said that he would
like to see if he could get a half-hour tour of the shipyard. If he can, then
he might leave as early as now planned (or almost as early) if he has the
extra hour.
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RADM JEREMIAH DENTON
SPECIAL ASSISTANT TO
CHIEF NAVAL EDUCATION AND TRAINING
PENSACOLA, FLORIDA 32508
STAT
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MEMORANDUM FOR: 0 1, Ii-
FORM Inl USE PREVIOUS
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 STIAT F - --- - -- I
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? ? CENTRAL INTELLIGENCE t. :Y
OFFZCE OF THE DIRECTOR
Dear Captain McGarrah,
Would you please add the attached
names to the list of invitees for the
christening ceremony on the 22nd.
Look forward to meeting you on
the 22nd.
STAT
LCDR, U.S. Navy
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Vice Admiral James B. Wilson, U.S. Navy
Chief of Naval Education and Training
Naval Air Station
Pensacola, Florida 32508
Rear Admiral Tyler F. Dedman, U.S. Navy
Deputy Chief of Naval Education and Training
Naval Air Station
Pensacola, FL 32508
Commander Edward B. Baker, Jr. , U. S. Navy
Prospective Commanding Officer
USS DAVID R. RAY (DD-971)
Pre-Commissioning Training
U.S. Naval Station
San Diego, - California 92135
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uu-iuh OF THE DIRECTOR
TO: J~
FROM:
SUBJECT:
REMARKS:
STAT
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CENTRAL INTELLIGENCE AGENCY
Q~' R6 y- o~s3
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AFL.
PLEASE CALL ----~- PHONE NO.
CODE/EXT.
o WILL CALL AGAIN 0 IS WAITING TO SEE YOU
o RETURNED YOUR CALL WISHES AN APPOINTMENT
MESSAGE --- -_--
STANDARD FORM 63
REVISED AUGUST 1967
&K b
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-~, UCl SCHLUULINU 11 LM
DATE RECEIVED: 1 September 1977 DATE OF EVENT:Saturday, 2^ Oct 1,7
1.
INFORMATION REGARDING THE APPOINTMENT:
a.
Source:
Tel: Ltr Fm: The Hon. W. Graham Claytor
b.
Type of event:
Principal Speaker
c.
Special occasion:
Christening of JOHN HANCOCK (DD-981)
d.
Date/Time:
1100 hours/Saturday, 22 October 1977
e.".Location:
Ingalls Shipyard., Pascagoul-a, Miss.
f. Significant info:
Mrs. Turner has been asked to sponsor the new ship.
3. RECOMMENDATIONS:
c-harlii1e Regret Remarks
EA
l Vn (?' ' ? ~ \ 0.vL -\ La ke-
k' - - C_ ti.. : s k,e S -
4. DCI DECISION:
a. SCHEDULE NO SEE ME
b. ADDITIONAL ATTENDEES
c. PASS TO: DDCI D/DCI/IC D/DCI/NI OTHER
5. AIDE FINAL ACTION:
STAT
STAT
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 1_ ~_. 1, ll..lL-Lf1 I ,i 11_
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THE SECRETARY OF THE NAVY
30 August 1977
Admiral Stanfield Turner, USN
Director, Central Intelligence Agency
CIA Headquarters
Langley, Virginia 20505
. . It is my great pleasure today to ask Mrs. Turner
to sponsor one of our new-ships, JCM HANCOCK (DD-981),
which is scheduled to be christened at Ingalls Ship-
yard, Pascagoula, Mississippi, on Saturday, 22 October
1977, with the ceremony scheduled to begin at 1100.
Enclosed is a copy of my letter to Pat. It is
my sincere hope that she will be able to-accept this
invitation, and that you will join her and act as-princi-
pal speaker at the ceremony. With that in mind, on
behalf of the Navy,.At._.is my great pleasure to invite
you to participate in the ceremony as principal speaker.
I look forward to hearing%-from you.
With best wishes,
W. Graham Claytor, Jr.
Enclosure
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THE SECRETARY OF THE NAVY
WASHINGTON
30 August 1977
?l s . Stansfield Turner
.Quarters "G"
Washington Navy- Yard
Washington, D. C. 20374
It is my great pleasure to invite you, on behalf
of the Navy, to act as sponsor for the guided missile
destroyer JOHN HANCOCK (DD-981), which will be christened
at Ingalls Shipyard in-Pascagoula, Mississippi, on Satur-
day, 22 October 1977. The ceremony is scheduled to begin
at 11:00 a.m.
- JOHN HANOOCK will be one of the principal ships
in our Nation's surface Navy of the future, and I can
think. of no one who would be a more appropriate and
gracious sponsor than you..-
With a view toward-making this a family affair for
the Turners, I am :tiriting- to your husbandto invite him
to be the.principal speaker at the-ceremony.
Should you be-able to accept my invitation to act
as -.sponsor.,. the Supervisor-of .. Shipbuilding.-at- Pascagoula,
Captain William McGtarrah, will provide you additional
details regarding the event. In. the meantime, I have,
enclosed a. brochure that explains some of the traditions
associated with-sponsoring ships of the U. S. Navy.
I look. forward to hearing from you.
With best wishes,
Enclosure
W. Graham Claytor, Jr.
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AD.'IIRAL STANSFIELD TURNER
.Pat and I certainly want to thank .you for the lovely
relived the event with lots of pleasure.
-Aga in,thanks for this further part in what will always
Erb
Mr:. -Leonard
President
Ingalls Shipbuilding
P. 'O. Box 149
STANSFIELD TURNER
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"albums of photos of JOHN HANCOCK's christening. We have
memorable day-for both of us. All the best. .
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71
We were indeed honored to welcome you to Ingalls
and have you participate in the christening of
JOHN HANCOCK (DD-981).
A photograph album of the ceremony is enclosed,
sent as a memento of the event.
Sincerely,
Admiral Stansfield Turner
Director of Central Intelligence Agency
Washington, D. C. 20505
13 FEB1978
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C
7//-/,/ _y,
THE SECRETARY OF THE NAVY
November 14, 1977
Admiral Stansfield Turner, USN
Director
Central Intelligence Agency
Washington, D.C. 20505
Thanks so much for your note. It was
really great to have Pat christen the JOHN.
HANCOCK and I only regret that I.could not
be there for this fine occasion.
It was great to get a chance to be
with you both on Saturday at a game that
was great to watch and turned out well,
too.
With warmest good wishes,
W. Graham Claytor, Jr.
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MEMORANDUM FOR:
0,5T,. j,,,2
-mod i,fi
ti
dl.
l
FORM
5-75 IVI EDITIONSIOUS
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C
ID LITTON INDUSTRIES
Litton
November 4, 1977
STAT
Office of the Director of Central Intelligence
Old Executive Office Building
Room 347
Washington, D. C. 20505
Congratulations on the fourth stripe!
I've enclosed four prints of a really charming photo of the
Admiral, his wife and mother taken at last Saturday's Hancock
christening. (The guy in the dark glasses is Len Erb, presi-
dent of Ingalls.)
I'm pleased that the trip went well for you and the rest of
the Admiral's party.
It was good to meet you. If I can be of service, give a call.
Robert S. Knapp, Manager
Regional Public Relations
RSK/cc
STAT
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The D' -~-)r of Central intelligence
Washington. D.C. 20505
Dear Jim,
Last Saturday could not have been a more
stellar day for my Patricia. Her christening
of JOHN HANCOCK in Pascagoula was indeed a high-
light for both of us of all my days in the Navy.
The reading and delivery of your personal letter
to her at the luncheon following the ceremony
was most touching and very appreciated by both
of us.
We are deeply grateful to you.
Admiral James L. Holloway III, USN
Chief of Naval Operations
Department of the Navy
Washington, D.C. 20350
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The D,---for of Central Intelligence
7 November 1977
Dear Charlie,
Just wanted to say how great it was to
see you again and how much both Pat and I
appreciated all your preparatory work for the
christening last Saturday. Everything went
absolutely smoothly and it was a stellar day
for both of us. I am certainly grateful for
your continued friendship and support.
Many thanks and all the best.
CDR Charles C. Battaglia,-USN
Office of Information (01-32)
Navy Department
Washington, D.C. 20350
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The LC' or of Central intelligence
.
Washington. D.C. 20505
Dear Graham,
Pat and I are still riding on the euphoria
of last Saturday's christening of JOHN HANCOCK
in Pascagoula. May I, from the bottom of my
heart, express my gratitude to you for giving
both of us a day that will. be as memorable as
any in the annals of my Naval career.
Let me say that Pat wound up and did lethal
damage to that champagne bottle, and as a con-
sequence JOHN HANCOCK is well christened.
Again, my very deep thanks and all the best.
STANSFIELD TURNER
The Honorable W. Graham Claytor, Jr.
The Secretary of the Navy
Washington, D.C. 20350
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DEPARTMENT OF THE NAVY
OFFICE OF INFORMATION
WASHINGTON. D. C. 20350
IN REPLY REFER TO
OI-32/CCB:kr
7`Z `77
Admiral Stansfield Turner
Director, Central Intelligence
CIA Headquarters
Langley, VA 20505
Dear Admiral,
I cannot remember when I have had more fun escorting for
a ship ceremony. An absolute delight! I was thoroughly
impressed by the coehesiveness of your immediate staff,
however, I had forgotten how your adherence to partici-
patory management generates such a condition. I secretly
wished that I had something to offer you on a full time
basis to be a part of that team.
Nonetheless, I was sincere in my offer to assist you in
other ways. Musical units, original Navy art and SECNAV
guest cruises (for your nominees) are some of the functions
within my area of responsibility.
I have told not to hesitate to ask when the occasion
or need arises. Not only that but I have improved my
tennis to the point whereby I am now prepared to seek
revenge at anytime for a devastating. defeat once suffered
at---the hand of a former President. of the Naval War College.
Thank you for a memorable day!
Very respectfully,
TTAGLIA
Commander, U.S. Navy
Director
Community Relations Division
STAT
STAT
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The D, _.br of Central Intelligence
Washington. D. C. 20305
3 November 1977
Dear Len,
Thanks so much for making last Saturday such a
gorgeous day for Pat and me. Pat is still on cloud
nine -- it was a dream come true for her. She
cherishes the plaque and reconstructed champagne
bottle the Shipyard gave her. Beats me how you put
that bottle back together after the blow she gave it.
Would you please give my thanks to Jerry St. P6a
for everything he did, especially setting up that
press. conference on such short notice, and to Scooter
Weeks for making all those extra arrangements at the
luncheon for my personal guests.
The tour of the Shipyard was fascinating for me
and very enlightening as to the capabilities of a
truly modern shipyard.
Again, thanks for everything, and all the best.
Yours,
Mr. Leonard Erb
President, Ingalls Shipbuilding
Division
P.O. Box 149
Pascagoula, Mississippi 39567
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The D nor of Central Inteili`ence C
Washington. D. C. 20S0S
3 November 1977
Dear Bill,
Patricia and I so enjoyed our short stay at
Pascagoula last Saturday. It was the thrill of a
lifetime, especially for her. I want you to know
how very much both of us appreciate all that you
and your staff did in making the arrangements
for such a splendid day.
Again, many thanks, and all the best.
STANSFIELD TURNER
Captain William E. McGarrah, USN
Supervisor of Shipbuilding,
Conversion and Repair
United-States Navy
Pascagoula, Mississippi 39567
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The[),-" r of Central Intelligence
Washington. D,C.20505
3 November 1977
Dear Ted,
It was such a treat to see you and Winn last
Saturday. I certainly appreciate you and your
crew taking time from your busy schedule in
commissioning and sailing the DAVID R. RAY to
San Diego, to show us around. She's a beautiful,
modern ship and I know you and your crew will serve
her well.
Again, many thanks, and all the best.
STANSFIELD TURNER
Commander Edward B. Baker, Jr., USN
Prospective Commanding Officer
USS DAVID R. RAY (DD-971)
Pre-Commissioning Training, USNS
San Diego, California 92135
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J The Director of Central Intelligence
Dear Ed,
How nice to hear from you, both from John Williams and
from your note which was delivered to me after the ceremony
last Saturday. I had hoped very much that we'd have a chance
to visit while Pat and I were down at the shipyard, but cer-
tainly understand the greater importance of the christening
which you were attending. We have a couple of grandsons and
know just what it means to be with them on important occasions.
We could not have had a more delightful time than at the
christening of JOHN HANCOCK. Len Erb and everybody in your
organization were simply splendid to us and every detail was
organized magnificently.
Thanks for your words of support. I'm enjoying the job
and hopeful that I can do something of value. Again, thanks
for your thoughtfulness and all the best.
Mr. Edwin B. Robbins
Ingalls Shipbuilding
P. 0. Box 149
Pascagoula, Mississippi 39567
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MR. RONALD REEVES
STAT
Dear Mrs. Turner: 2 November 1977
Enclosed please find, covers from the recent christening of
JOHN HANCOCK (DD 981), of which I'd like to ask if you'd be so
kind as to autograph for my collection.
And, I am taking the liberty of enclosing two from this event,
plus one of the covers which..was done for the keel laying that I
hope, will be a nice addition to your scrapbook.
I will also be doing me for the commissioning, and would be
more than glad to send you a few at any address you can give me,
or through your husband's office. They will feature the ships
crest (insignia) as the basis with appropriate wording.
An addressed envelope is also enclosed for the return of
the finished covers.
Thank you, in advance for your consideration. I am
Sincerely,
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STAT
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INGALLS SHIPBUILDING
Litton
Admiral Stansfield Turner, USN
Director of U. S. Central Intelligence Agency
Dear Stan,
I regret that I cannot be present on your and Mrs. Turner's visit
to Ingalls and to Pascagoula for the Christening ceremony. It
would be a pleasure for my wife, Ellen, and me to welcome you both
and to have the opportunity to say hello.
Unfortunately, for some time we have had a commitment to attend
another Christening, that of our Granddaughter Jenny in Montgomery,
Alabama.
We like what we read about you in the news media. We particularly
enjoyed the "60 Minutes" segment. Keep up the good work.
Best personal regards from both Ellen and me to you both. Have a
.pleasant visit.
Edwin B. Robbins
'47
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/-io -07
October 13, 1977
Thank you'so much for the kind invitation to attend
the Christening of the John Hancock DD-981 and reception follow-
ing at Pascagoula on October 29. Congratulations on your.being
sponsor Pat.
Unfortunately, Eda.had surgery performed on her foot
and the recuperation period has lasted much longer than we
expected. Actually, we only canceled out the AMP Reunion at
the last moment.
May you have a beautiful day for the affair. Our
regrets that we cannot be with you.
Kindest personal regards.
Sincerely,
Admiral Stansfield Turner, U.S. Navy
Director of Control Intelligence
Central Intelligence Agency
Washington, D. C. 20505
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STAT
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SUPERVISOR OF SHIPBUILDING.
CONVERSION AND REPAIR
U. S. NAVY
PASCAGOULA. MISSISSIPPI
39567
In your letter of 26 September 1977 you inquired about a
place to freshen up after your arrival in Pascagoula for the
JOHN HANCOCK (DD 981) christening ceremony.
Prior to the christening ceremony the official party
and platform guests will assemble at the LaFont Inn in
Pascagoula at approximately 1145. Ingalls will have a room
reserved next to the assembly area in order that personnel
arriving that morning will have a place to freshen up.
If there is anything we can do to make your trip more
pleasant, please let us know. We are looking forward to
seeing you and Mrs. Turner on 29 October.
Sincerely,
-&I-f /J& .
W. E. McGARRAH
Captain USN
Admiral Stansfield Turner, USN
The Director of Central Intelligence
Washington, DC 20505
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-i7--IZ>-y~)
THE SECRETARY OF THE NAVY
WASHINGTON
October 12, 1977
Admiral Stansfield Turner, USN.
Director of Central Intelligence
Central Intelligence Agency
Washington, D.C. 20305
Dear A &H r., Turner;
I am pleased that.you can accept. my invitation
to serve as the principal speaker at the christening
ceremony of the destroyer JOHN HANCOCK (DD 981), at
the Ingalls Shipbuilding-Division of Litton Indus-
tries, Pascagoula, Mississippi on October 29th, 1977.
JOHN HANCOCK (DD 981) is the fifth ship of the
Fleet to be named in honor of John Hancock, President
of the Continental Congress from May 25, 1775 to Octo-
ber 29, 1777. As holder of this office, Mr. Hancock,
as you know, was the first signer of the Declaration
of Independence.
We are honored and pleased that Pat and your
mother, Mrs. Wilhelmina Turner, will serve as
sponsor and matron of honor, respectively, thus
making the ceremony a "family affair" as JOHN HANCOCK
prepares to take that first important step toward
joining the Fleet.
W. Graham Claytor, Jr
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The C, or of Central Intelligence C
Washington. D. C 20505
30 September 1977
Dear Captain McGarrah,
The information requested by CWO Finister
of your office in a phone call to Herb Hetu,
my Assistant for Public Affairs, is attached.
The matron of honor will be my mother, Mrs. Oliver S.
Turner
My office will forward a black and
white photograph of her shortly.
Both Mrs. Turner and I look forward to
meeting you on the 22nd of October.
Thanks again.
Captain William McGarrah, USN
Supervisor of Shipbuilding,
Conversion and Repair
Pascagoula, Mississippi 39567
Enclosure a/s
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STAT
STAT
STAT
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The D;)r of Central intelligence
26 September 1977
Dear Captain McGarrah,
Many thanks for your letter to me and your letter
to my wife on the christening of JOHN HANCOCK. We are
both excited at the. prospect and look forward to being
with you on the 29th.
My office will be in touch with you as to the
precise time of our arrival and the composition of our
party. The only requirement I have in mind that would
be of help to us would be someplace to freshen up
between the plane ride and the ceremony. If there's a
suitable place at the shipyard, I would appreciate
your arranging it. If that doesn't seem satisfactory,'
please rent us a motel room somewhere nearby.
Again thanks, and look forward to seeing you on
Captain W. E. McGarrah
Supervisor of Shipbuilding,
Conversion and Repair
U.S. Navy
Pascagoula, Mississippi 39567
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Next 1 Page(s) In Document Denied
Iq
STAT
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SUPERVISOR OF SHIPBUILDING
CONVERSION AND REPAIR
U. S. NAVY
PASCAGOULA, MISSISSIPPI
39587
Admiral Stansfield Turner, USN
Director of CIA
Washington, DC 2050S
Dear Admiral Turner:
I was delighted to learn that you have accepted the
invitation of the Secretary of the Navy to speak at the
christening of JOHN HANCOCK (DD 981).
The christening is scheduled. to commence at 12:30 p.m.
on 29 October 1977 at Ingalls West Bank shipyard. A reception
and luncheon is planned at the LaFont Inn after the christening.
I am enclosing a program of a previous Spruance Class
Destroyer christening to give you an idea of the procedures
that will be followed in the christening of JOHN HANCOCK. I
regret that the christening program for JOHN HANCOCK is not
yet complete. Also, I have enclosed information concerning
the Spruance Class Destroyers, and a map of the City of
Pascagoula for your convenience.
If there is any way that I can be of help to you in
making your arrangements, please call me at 601/769-0242.
We are looking forward to seeing you.
W. E. McGARRAI-I
Captain USN
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The L.. ,:for of Central intelligence
8 September 1977
The Honorable W. Graham Claytor, Jr.
The Secretary of the Navy
Washington, D. C. 20350
Dear Graham, _
My most sincere thanks for your thoughtfulness
in inviting Pat to christen the JOHN HANCOCK. She
is thrilled at the prospect, as am I. We are both
very indebted to you.
I will, of course, be most pleased to be the
principal speaker at the.ceremony. We are both
looking forward immensely to participating in the
ceremony with all its color and tradition.
Again, my sincere thanks.
STANSFIELD TURNER
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STAT
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THE SECRETARY OF THE NAVY
30 August 1977
Admiral Stansfield Turner, USN
Director, Central Intelligence Agency
CIA Headquarters
Langley, Virginia 20505
It is my great pleasure today to ask Mrs. Turner
to sponsor one of our new ships, JCHN HANtXJCK (DD-981),
which is scheduled to be christened at Ingalls Ship-
yard, Pascagoula, Mississippi, on Saturday, 22 October
1977, with the ceremony scheduled to begin at 1100.
Enclosed is a copy of my letter to Pat. It is
my sincere hope that she will be able to accept,this
invitation, and that you will join her and act as princi-
pal speaker at the ceremony. With that in mind, on
behalf of the Navy, it is my great pleasure to invite
you to participate in the ceremony as principal speaker.
I look forward to hearing from you.
With best wishes,
W. Graham Claytor, Jr.
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THE SECRETARY OF THE NAVY
WASHINGTON
Mrs. Stansf ield Turner
Quarters "G"
Washington Navy Yard
Washington, D. C.. 20374
associated with sponsoring ships of the U. S. Navy.
Captain William McGarrah, will-provide you additional
details regarding the event. In the meantime, I have
enclosed a brochure that explains some of the traditions
as sponsor, the Supervisor of Shipbuilding at Pascagoula,-
With a view toward making this. a family affair for
the Turners, I am writing to yourhusband to invite him
to be the principal speaker at the ceremony..
Should you be able to-accept-my invitation to act
gracious sponsor than you.
at 11:00 a.m.
J N HANCOCK will be one of the principal ships
..in our Nation's surface Navy of-the--future, and I can
think. of no one who would be a mare--appropriate and,
destroyer JOHN HANCOCK (DD-981), which will be christened
at Ingalls Shipyard in Pascagoula, Mississippi, on Satur-
day, 22 October 1977.' The ceremony is scheduled to begin
It is my great pleasure to invite you, on behalf
of the Navy to act as sponsor for the guided missile
I look forward to hearing from you.
With best wishes,
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NINETEENTH IN A 30-SHIP SERIES
JOHN HANCOCK
(DD-981)
JOHN HANCOCK (DD-931) is the nineteenth in a series of 30
SPRUANCE-Class multi-mission destroyers designed and being produced
for the U. S. Navy by Ingalls Shipbuilding division of Litton Industries in
Pascagoula, Mississippi,
The SPRUANCE-Class destroyers are the result of the most ambi-
tious peacetime naval program ever conceived for surface combatant ships.
They are the outgrowth of U. S. Defense Department planning, begun in
the middle 1960's, to counter both the growing obsolescence of the Navy's
200-plus aging World War II destroyer fleet and the posing threat of the
ambitious submarine construction program of the Soviet Union.
In awarding the destroyer development, design and construction con-
tract to Ingalls Shipbuilding in 1970, the Navy's prime goal was to make
a major breakthrough in the use of new technology and industrial cre-
ativity. Today, these new destroyers, as designed and being produced by
Ingalls, incorporate that industrial technology and creativity. Significant
new characteristics of the destroyers not heretofore found in previous
ships of the class include reduction in crew manning through automation
without loss of effectiveness; increased ship availability through attention
to built-in reliability; improved fault isolation and modular repair; and
a design which permits ease of future modernization.
To carry out the primary mission of detecting and tracking hostile
submarines, the SPRUANCE-Class destroyer is equipped with the most
advanced surface ship sonar operational in the Navy today. This subma-
rine surveillance gear, a long-range hearing device, is located in a large
bulbous dome below the waterline of the ship's bow. The equipment is
designed to detect, identify and to track multiple targets.
While designed primarily for submarine tracking and anti-submarine
warfare, the destroyers are also multi-missioned, being capable of oper-
ating with equal effectiveness alone or in large carrier task forces. They
can bombard enemy shore positions, support amphibious assaults, escort
military and merchant ship convoys, perform surveillance and trailing of
hostile surface ships, establish blockades and undertake search and res-
cue missions.
The new destroyers are large ships, capable of carrying a formidable
array of weapons and electronic equipment at high speeds over a long
range. At 563 feet in length, a beam of 55 feet, draft of 29 feet and a
displacement of nearly 8,000 tons fully loaded, they are almost twice as
large as destroyers now in the fleet.
Present armament on the ship consists of two 5-inch 54-caliber guns,
an ASROC (Anti-submarine Rocket) launching group and torpedo tubes.
The ships are capable of carrying either two multi-purpose UH-2 heli-
copters or one SH-3D helicopter.
The SPRUANCE destroyers are the first major U. S. Navy combat
ships to be powered by gas turbine engines. Four marine jet engines, de-
veloping more than 20,000 horsepower each, drive the ship at speeds
in excess of 30 knots.
Two controllable, reversible pitch propellers and twin rudders com-
bined with the gas turbine engines give the SPRUANCE ships great
speed, flexibility and maneuverability. The effectiveness of these destroy-
ers against submarines will be far greater, particularly at high speeds, than
that of any previous U. S. Navy destroyer.
The first eight ships of this advance combat-class have been delivered
to the Navy with the ninth joining the Fleet next week. Of the remain-
ing 21 ships in the series, ten have been launched and are in outfitting
while the rest are in various stages of ship integration, module erection or
steel fabrication.
AN INGALLS FIRST: TWO DESTROYERS IN THE GULF AT SAME TIME MANNED BY SEPARATE INGALLS TRIAL CREWS
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PROGRAM
PRESENTATION OF COLORS
NAVAL JUNIOR ROTC COLOR GUARD
Pascagoula High School
THE NATIONAL ANTHEM
NAVY BAND NEW ORLEANS
Eighth Naval District
INVOCATION
THE REVEREND ROBERT L. KATES
Pastor, First United Methodist Church, Pascagoula
WELCOME AND REMARKS
MR. LEONARD ERB
Vice President,' Litton Industries and
President, Ingalls Shipbuilding Division
REMARKS
CAPTAIN WILLIAM E. MCGARRAH, USN
Supervisor of Shipbuilding, Conversion and Repair,
U. S. Navy, Pascagoula
REAR ADMIRAL EDWARD J. OTTH, USN
Special Assistant for Shipbuilding
Naval Sea Systems Command
ADDRESS
ADMIRAL STANSFIELD TURNER, USN
Director of Central Intelligence
CHRISTENING OF JOHN HANCOCK (DD-981)
MRS. STANSFIELD TURNER
Sponsor
MRS. OLIVER S. TURNER
Matron of Honor
Sponsor
MRS. STANSFIELD TURNER
ADMIRAL STANSFIELD TURNER
Principal Speaker
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t 3 ,* ro. a. .S t r~ s. xq~? 3Nx~^ "tm of ip~ e:.
t~pY , ti ssionR,destroye bem christens today;
?t '8~ tw 1~ R 1'f t~ ~l;' ? ~j a 4 r
_jj
ADD 981 nafiied ins ho jq ;ofthe
r~~t x kf~ x~~ ,i rr
?~ me io r.y state John Hanc g 737 x
~t~ hgntals f~ Annej i a~alrlistory~ d~ tify
.~~., r`,,f. SSh(3 ~`t 'yaF~ .r' p~t ~~S t!d ~r kkf"i '
t rs 'G nairnia 1 durme `C fip i tee
dp r d the cons ru wand fitting u f . e
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i
~vnian~
im~nediate t~~i de the stem z
# wont Jnm, 4lra 90 &a
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do CaAd
and
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to attend/Ire dxeten,~V /a,
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LAUNCHING/CHRISTENING CEREMONY
In this second significant ceremony, the recently constructed ship is solemnly dedicated, named,
and committed to the sea. There are many variations in launching programs, even as to whether
it is known as a launching or christening, or both. The desires of the shipbuilder and of the Navy
as well as existing circumstances will determine its final form. It should be noted that the designa-
tion of U.S. Ship (USS) is not properly used with the ship's name at this point for she has not yet
been accepted into naval service.
Invitation
The following example of a launching invitation is typical:
The Commander, Portsmouth Naval Shipyard,
requests the honor of your presence
at the launching of the submarine
DEEP FISH (SS-999)
on Saturday, the twenty-first of July
nineteen hundred and seventy'
at half past ten o'clock
at Portsmouth, New Hampshire
Mrs. Robert Thomas Williams, Sponsor
R.s.v.p 2
I Indication of the year is optional.
2 Unless space for guests is at a premium, "R.S.V.P." for the ceremony itself is generally unnecessary. Usually,
the above. invitation, without the "R.S.V.P.," will be mailed with a smaller card on which is engraved an invitation
to a reception. The iollo%ving format is suitable:
The Commander
Portsmouth Naval Shipyard
cordially invites you to a reception
in honor of the sponsor
Mrs. Robert Thomas Williams
at the Commissioned Officers' Mess
immediately following the launching ceremony
R.S.V.P.
235-1893
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Program
The following elements constitute most launching programs, although the sequence of events
and participants can be altered:
Program
The National Anthem-------------------------------
Welcome------------------------------------------
Introduction of the speaker--------------------------
Address-------------------------------------------
Invocation-----------------------------------------
Introduction of the sponsor (and matrons of honor) -__-_
Christening----------------------------------------
Shipyard official.
District commandant.
Principal speaker.
Chaplain.
Shipyard official or district
commandant.
Sponsor
A common variation and elaboration of these parts is found in the ensuing example:
Program
Attention sounded----------------------------------
Opening remarks--------------------------- ------
Address on the ship's namesake and history of former
ships of the name.
Attention sounded----------------------------------
Introduction of the sponsor, matron of honor, and repre-
sentative of the society of sponsors.
Presentation of gift from Navy yard employees' -------
Attention sounc'ed__-__--_ ..- _.. -----___--_______..----
Invocation-----------------------------------------
Christening----------------------------------------
Anchors Aweigh------------------------------------
Star-Spangled Banner-------------------------------
District commandant.
Guest speaker..
District commandant or other
speaker.
Chaplain.
Sponsor.
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STAT
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PODIU14 SCHEDULE
CHRIST MIG PROGR4I4 FOR
CONOLLY (DD-979)
Saturday, June 25,1977
Ingalls Shipbuilding division of Litton Ind.
HONORS TO S IATOR MATHIAS
Corry Station Volunteer Band, Naval Technical Training Center, Pensacola
PRESE=TATION OF COLORS (1 minute)
Pascagu-ula Riga School NJROTC Color Guard
(Introduced by Mr. Jerry St. Pe')
NATIONAL ANT (2 minutes)
Corry Station Volunteer Band
IE.EiOCATION (2 minutes)
The Reverend Harold 0. Martin
Rector, St. John's Episcopal Church, Pascagor'.a, Ms.
(Introduced by Mr. St. Pe')
WELCOME AND 10,1 RKS (7 minutes)
Mr. Leonard Erb
Vice President, Litton Industries and President, Ingalls S imuildirg div.
(Introduced by Mr. St. Pe')
}th 1ARKS (5 minutes) -
Captain William E. McGarrah, USN
Supervisor of. Shipbuilding, Conversion and Repair, U.S. Nary
(Introduced by Mr. Erb)
REMAE3CS (5 minutes)
.Rear Admiral James W. Montgomery, USN
Deputy Commander for. Plans, Programs and Financial Manageent/Comptroller
Naval_ Sea Systems Command
(Introduced by Captain McGa_rrah)
Rr 'L4RKS AND liTRODUCTTION OF PRThCIPAL SPA } (5 minutes)
Mr. Togo D. West, Jr.
General Counsel of the Navy
(Introduced by Mr. Erb)
ADDRESS (10-12 minutes)
The Honorable Charles I?IcC. Mathias, Jr.
United States Senator from Maryland
INTRODUCTION OF SPONSOR AND MATRON OF HONOR (3 minutes)
Mrs. George H. Hughey, Sponsor
I-Uss Ann Hu hey, Maid of Honor
(by Mr .. Erb) -
PROC'.I/'D TO CHRTgTE2IING PLATFORM
Mrs. Hughey I?ir. West
Miss Hughey RAI I Montgomery
Mr. Erb Capt. McGarrah
Senator Mathias Mr. R. L. Conolly, Jr.
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 SUPERVISOR OF SHIPBUILDING
CONVERSION AND REPAIR
U. S. NAVY
PASCAGOULA. MISSISSIPPI
39567
12SEP1977
Admiral Stansfield Turner, USN
Director of CIA
Washington, DC 20505
12
I was delighted to learn that you have accepted the
invitation of the Secretary of the Navy to speak at the
christening of JOHN HANCOCK (DD 981).
The christening is scheduled to commence at 12:30 p.m.
on 29 October 1977 at Ingalls West Bank shipyard. A reception
and luncheon is planned at the LaFont Inn after the christening.
I am enclosing a program of a previous Spruance Class
Destroyer christening to give you an idea of the procedures
that will be followed in the christening of JOHN HANCOCK. I
regret that the christening program for JOHN HANCOCK is not
yet complete. Also, I have enclosed information concerning
the Spruance Class Destroyers, and a map of the City of
Pascagoula for your convenience.
If there is any way that I can be of help to you in
making your arrangements, please call me at 601/769-0242.
We are looking forward to seeing you.
Sincerely,
W. E. McGARRAH
Captain USN
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Time Schedule of Overall Events for
The Christening of CONOLLY (DD-979)
West Bank Facility
Ingalls Shipbuilding, Pascagoula, MS
Saturday, June 25, 1977
Tn.TE
10:15 a.m.
10:35 a.m.
10:50 a.m.
11:00 a.m.
Official Party assembles at LaFont Inn,
Banquet Room #175, Highway 90 East, Pascagoula.
Official Party departs for ceremony site,
West Bank Facility.
Official Party arrives ceremony site and take
places on speaker's platform under tent.
Program begins (See Podium Schedule attached)
* Honors to Senator Mathias
* Presentation of Colors
* National Are them
* Invocation - -
* Speeches
* Introduction of sponsor and maid of Honor
* Remarks by Sponsor and Maid of Honor
11:45 a.m. Sponsor, Maid of Honor and Speakers walk to
bow of DD-979 via special platform for christen-ri
of ship.
11:50 a.m. Sponsor christens CONOLLY on bow of ship
with champagne.
12-Noon Official Party departs ceremony for reception
and luncneon at LaFont Inn, Hi&?way 90, PascagouJ
12:15 p.m.' Reception - La-Font Inn.
1:00 P.M. Sponsor's luncheon - LaFont Inn.
2:30 p-m. End of Schedule.
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Schedile and Scenario
Reception and Luncheon for Sponsor and Official Party
CONOLLY (DD-9'()) Christening
Saturday, June 25., 1977, LaFont Inn
12:15 p.n.
Upon arrival at LaFont from christening ceremonies
Sponsor, Maid of Honor and Official Party proceed
to canopy covered patio-poolside for cocktails and
informal reception.
1:00 p.m. Sponsor, Maid of Honor and Official- Party proceed
to dining room off patio for buffet luncheon.
1:45 p.m.
Upon completion of luncheon and following the
serving of champagne, toasts are offered by:
1) Ingalls President to Sponsor
2) RAIiI Montgomery -to Maid of Honor
. 3)
Senator Fria thias in horror of Admiral Conolly
and namesake -ship.
Following toasts, gifts and letters are presented
to Sponsor by:
i)- President of Ingalls
2) NavSea Representative
3) Supervisor of Shipbuilding
4) Presentations and remarks by others
who may desire
5) Response by Sponsor and Richard L. Conolly, Jr
2:15 p.m. - Conclusion of luncheon with remarks from
Ingalls President.
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J%q jjV S
US"
A rM M 3
-0UUT
THE
VERSATILE SPRUANCE-CLASS DESTROYERS
DESIGNED TO DETER WAR INTO 21ST CEN,rTURY -
-United States Seepower in-thee Seventies ib s on o~ h
m u
yn
y
s wit -
. -
Spruance_-`a new class of Navy destroyer developed to maintain America's
stre-.._;th on the world's seas and deter war into the 21st Century.
Designed primarily for submarine tracking and antisubmarine uar-
fare, the advanced.-destroyers will cope with present and future threats
from nuclear attack'and missile-1aunching.submerines.
These destroyers; are versatile and multi-mission, end: will operate
with equal effectiveness eloneLor in large-carrier task forces. They can
bombard enemy shore positions, support amphibious assaults, escort mili-
tery'and.merchant ship convoys, perform surveillance and trailing of
hostile surface ships as well as submarines, establish blockades and
undertake search and rescue operations.
Tl-:Is new destroyer fleet was designed and is being produced by
installation of the extensive electronics systems to its logistics
Ingalls Shipbuilding division of Litton Industries in Pascagoula, Miss.,
under a multi-year contract. The program cells for the initial production
of as'meny as.30.ships. Ingalls has the total responsibility for pro-
ducing these-ne-,?i vessels - from design, procurement, integration and
supports
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Ingalls. designed the
lowest possible. cost
destroyers to meet Navy mission requirements-
during-the the operating life of_ the ships. In
finalizing the design, : Ingalls used computers to analyze -many different
ships on paper with varying combinations of hulls, propulsion systems..
and other characteristics prior to selecting the best combination.
The destroyer, as designed, is a large ship, capable of carrying
e formidable array of weapons and electronic equipment at high speeds
.of 29 feet and a displacement of 7,800 tons fully loaded, the Spruce::. e-
class destroyer is almost twice as large as the latest destroyers. to be
built for the fleet - the Forrest Sherman-class,. produced between 1955.
and 1959. The Sherman-class ships have a maximum lenc:h of 425 feet and
over a long range.. At 563 feet d'-inches long, a beam of 55 feet, draft
a displacement of 4,050 tons..
Along with their size, the Spruance destroyers will-have high speed
combat ships
in the U. S. Navy to. be powered with four marine'gas turbine engines.
combined with.maneuverability. They will be the first major
These turbines, which are derived from jet aircraft engine technology,
will produce more than 20,000 horsepower each to drive the ship at speeds
in excess of 30 knots. The gas turbine engines are more compact end
lighter than steam turbines, are easier to maintain and automate, are more
quickly repaired or replaced, end can be started cold in only a few min-
utes rather than the hour or more needed for steam plants..
The ship has twin screws, twin rudders and staggered twin
pulsion spaces, each containing two gas turbine engines.
The destroyer.
have controllable, reversible pitch twin propellers, giving the ships a
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high degree of. maneuverability. Besides controlling direction of the ?~-
ship; the pitch. of the propellers can -be tuned to-achieve maximum eff ici-
eney for long-range. cruising, or for maximum silence during 'antisubmarine
warfare missions. During normal operations the destroyer may cruise on
two engines, going to three and then to four for greeter speeds-
The effectiveness of these destroyers against submarines will be
far greater, particularly at high speeds, than that of present U. S. Navy.
destroyers. For detecting enemy submarines, the Spruence has the most
advanced surface ship sonar operational in the Navy today, and ship ... .._-'
silencing techniques have been stressed throughout the design and con-
-
struction of the ships to enhance the submarine detection capability. -
4 _1 -
The efficient hull design minimizes roll and pitch to assure the
highest possible accuracy of the weapon and detection systems while also
reducing resistance and drag to provide fuel savings at high speeds.
In addition to the shape and propulsion of the ship, there are
other factors. involved in operating efficiency and reducing the life
cycle costs of the destroyers. One of the 'most important considerations
-in Ingalls' design was the size of the crew. Tnrough use of automation
end advanced technology in the propulsion, armament and electronic sys-
tems, and the use of supporting equipment requiring minimum maintenance,
the crew size has been reduced to about 250 officers and enlisted men,
less than 80 percent of the crew required for modern cembet -ships of simi-
lar site end lesser capability.. The reduction in personnel, elone,.is ex-
pected to save the Navy more than a billion dollars at today's prices
during the life of these new destroyers.
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Other savings will result from the. reliability and
.ability of the-electronic- systems,.a consideration 3",_n the
maintenance
opintain-.?:
earliest phased
togistics Systems .personnel planned
the location and'spacing of the electronic
-of ship design.. Ingalls` Integrated
accessibility, as well as operating efficiency.
-grpup also determined skill levels
spare part requirements, and
This support
necessary to. maintain the equipment,
components where lower costs may be realized
by replacing rather than repairing parts.
Although ships are
destroyers are designed t
electronics systems
equipment for longest life and
built for a .life .cycle.. of some,30 years,; the new
be up-dated with new. weapons,en_d.supporting
at the lowest-possible
available through changing technology:
cost. as. this. equipment .becomes
Weapons and electronic. spaces eboard:the Spruance. were punned:.?
with adequate margins for the additional weight, space, and power--that
more systems,or more advanced electronics may require in the future. The
?size and displacement of the:idestroyers, as well as the over-all ship
deign, are planned so the ship will maintain its stability and design
efficiency -,.hen more or larger systems are added.
In addition to eliminating the necessity for extensive structural
changes to the ship, other design features allow. replacement of equipment
in the ship at the least cost with the least time out of service.
The weapons and electronics in the Spruance-class destroyers are
placed eboard?ship as-an entire system after they have been thoroughly
tested'on land. All the electronic equipment for one system is placed
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together in the same compartment aboard ship, entirely integrated, with
incomplete.- ? - _ .
only the connections to remote equipment and power sources remaining
For modernization, the entire system
can be easily disconnected
from external equipment in the same manner, and replaced with e 'newer
system in much less time than normally required." The replacement system
can be assembled, tested and programmed, and crew members trained in its
which is to receive the new equipment, is still at see. The ship will
operation, while the electronic system is still on land, and the ship,
need to be out of service only.for the time it takes to actually install
the equipment.
November 1973
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Biography
Leonard Erb
Vice President
Litton Industries, Inc.
Leonard Erb is a corporate vice president of Litton
Industries, group executive for the company's Marine Group, and
president of the Ingalls Shipbuilding Division.
A U.S. Naval Academy graduate of the.class of 1942, Mr.
Erb served as a commander of three submarines -- both
conventional and nuclear -- and of a destroyer during his Navy
career.
He joined Litton in 1964 as a member of program management
at the Guidance and Control Systems Division. Mr. Erb was
promoted in 1973 to vice president of business development at
the highly successful division.
In August 1974, he was named president of the Amecom
Division, which is a major designer and manufacturer of
electronic countermeasures systems, radio navigation systems and
radio communications products. Mr. Erb assumed his present
responsibilities in May 1975.
A native of New Berlinville, Pennsylvania, he holds a
master's degree in electrical engineering from Massachusetts
Institute of Technology and is a graduate of Valley Forge
Military Academy.
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ADMIRAL H. E. SHEAR
TO BE GIVEN AT
THE COMMISSIONING OF THE
DD 973 - JOHN YOUNG
ON
7 FEBRUARY 1976
AT
PASCAGOULA, MISSISSIPPI
15 Minutes
250 Audience
Speech to be given at 1100
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IT IS A DOUBLE HUNUK r'UK ME '1'U tat; tihk',Z .IU YL~tCl11.1rti1Liiv 1dIS
SPLENDID CEREMONY. FIRST, I AM HONORED TO HAVE MY WIFE AND DAUGHTER
CHRISTEN THE NAVY'S NEWEST DESTROYER. A CHRISTENING IS THE OFFICIAL BIRTH
OF A SHIP, AND WE ARE INDEED PROUD PARENTS. SECOND, I ALWAYS WELCOME THE
OPPORTUNITY TO GET AWAY FROM WASHINGTON, TO VISIT NAVY SHIPS OF THE FUTURE,
AND PAY TRIBUTE TO AN AMERICAN NAVAL HERO.
THIS BICENTENNIAL YEAR WILL SEE MANY TRIBUTES TO HEROES OF THE
AMERICAN REVOLUTION, BUT NONE IS MORE APPROPRIATE THAN THE NAMING OF THIS
PROUD SHIP FOR A MAN WHO GAVE HIS LIFE IN THE CAUSE OF FREEDOM.
CAPTAIN JOHN YOUNG WAS A MAN BORN TO THE SEA AND COMMITTED TO WINNING
HIS COUNTRY'S FREEDOM. BORN IN NEW YORK HE FIRST WENT TO SEA AS A YOUNG
MAN AND WAS MASTER OF HIS OWN SHIP BY THE TIME HE WAS IN HIS EARLY 30'S.
THE FIRST SHOTS OF CONCORD AND LEXINGTON HAD BARELY STOPPED ECHOING
BEFORE JOHN YOUNG APPLIED FOR SERVICE IN THE YET TO BE BORN AMERICAN NAVY.
AFTER THE BRITISH CAPTURED LONG ISLAND, HE WAS FORCED TO MOVE TO
PHILADELPHIA, THE FOCAL POINT OF THE AMERICAN EXPERIENCE. THERE HE RE-
CEIVED HIS FIRST COMMAND, THE SMALL SLOOP INDEPENDENCE, AND IN HER WON A
REPUTATION AS A MAN CAPABLE OF FINDING VICTORY WHERE NO ONE ELSE COULD.
DURING THE BLEAK WINTER OF 1776 IT WAS JOHN YOUNG WHO CAPTURED AND
SENT DESPERATELY NEEDED BLANKETS AND GUNPOWDER TO GEORGE WASHINGTON'S
ARMY ON CHRISTMAS DAY. THAT VERY NIGHT WASHINGTON EMBARKED HIS ARMY ON
BOATS AND CROSSED THE DELAWARE TO FIGHT AND WIN THE CRITICAL BATTLE OF
TRENTON.
BUT JOHN YOUNG WON HIS TRUE HONORS AS THE COMMANDING OFFICER OF THE
FIRST SARATOGA. ON HIS FIRST WAR CRUISE, HE CAPTURED FOUR HEAVILY ARMED
MERCHANT SHIPS IN TWO DAYS OF PITCHED BATTLE. AT ONE TIME DURING THE
BATTLE HE SIMULTANEOUSLY ENGAGED A LETTER-OF-MARQUE SHIP AND TWO BRIGS,
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CAPTURING THE SHIP AND UNE Ur- THE BRIGS. tub .7r+KV1l.7:. 0YHLVL'4 L) LNEARLY THE
ENTIRE COURSE OF THE REVOLUTION BEFORE THE SARATOGA AND JOHN YOUNG WERE
LOST IN HEAVY SEAS DURING YET ANOTHER BATTLE.
THIS IS THE SECOND SHIP TO CARRY THE NAME OF THIS HEROIC REVOLUTIONARY
WAR CAPTAIN. THE FIRST JOHN YOUNG WAS A WORLD WAR I, FLUSH DECK DESTROYER,
WHICH WAS PART OF THE NAVY'S LARGEST SHIPBUILDING PROGRAM PRIOR TO WORLD
WAR II.
TODAY, THE.NAVY IS COMMITTED TO ANOTHER MAJOR SHIPBUILDING PROGRAM.
IT IS A PROGRAM WHICH IS AS CRITICAL TO THE DEFENSE OF AMERICA BEGINNING
HER THIRD CENTURY AS JOHN YOUNG'S VALIANT SERVICE WAS TO AMERICA BEGINNING
HER FIRST CENTURY. IN EIGHT SHORT YEARS SINCE 1968, OUR NAVY HAS BEEN
REDUCED FROM MORE THAN 900 TO LESS THAN 500 SHIPS. WE ARE COMMITTED TO A
TITANIC STRUGGLE TO BUILD A BALANCED MODERN FLEET OF THE FUTURE, WITHIN A
LIMITED BUDGET AT A TIME OF HIGH INFLATION RATES.
200 YEARS AGO THE THREAT THAT JOHN YOUNG FACED WAS BORNE ON THE WIND
BY BILLOWED SAILS. IT CARRIED NINE POUND SHOT, A SHARP SABER AND A
MARKSMAN'S KEEN EYE. TODAY THE THREAT OUR NAVY FACES COMES FROM ABOVE AND
BELOW, AS WELL AS ON THE SEA. THE THREAT IS NUCLEAR POWERED, SUPERSONIC
AND MEASURED IN MEGATONS.
IN HIS DAY JOHN YOUNG FACED THE LARGEST, MOST POWERFUL FLEET IN THE
WORLD. TODAY, THE U. S. NAVY FACES A SOVIET FLEET WHOSE LEADERS ARE
COMMITTED TO CREATING A NAVY "SECOND TO NONE." THE SOVIET UNION IS
DEDICATED TO BECOMING A WORLD RANGING MARITIME POWER - AND IS EXPENDING
THE ENERGY AND MONEY NECESSARY TO ACCOMPLISH THIS.
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SINCE 1970 THE SOVIETS HAVE PRODUCED MORE STEEL EACH YEAR THAN THE
U. S. WITH THE EXCEPTION OF 1973, AND IT TAKES FIRST-RATE STEEL -
THOUSANDS OF TONS OF IT - TO PRODUCE FINE WARSHIPS. THERE ARE RECENT
CLAIMS THAT THE SOVIETS CAN PRODUCE MORE SUBMARINES ANNUALLY IN ONE
SHIPYARD THAN THE U. S. CAN IN ALL ITS YARDS PUT TOGETHER.
IN 10 YEARS FROM 1962 TO 1972 THEY PRODUCED NEARLY A THOUSAND FINE
CAPITAL NAVY SHIPS - MORE THAN THREE TIMES THE-NUMBER THAT THE UNITED
STATES PRODUCED. SINCE 1965 THEY HAVE PRODUCED THREE NEW CLASSES OF
CRUISER AND FOUR NEW CLASSES OF DESTROYER. THERE ARE INDICATIONS THAT
THE KEEL FOR THE THIRD SOVIET AIRCRAFT CARRIER HAS BEEN LAID.
BUT, THE BACKBONE OF THE SOVIET NAVAL THREAT IS THEIR SUBMARINE FLEET.
THE SOVIET UNION HAS THE LARGEST SUBMARINE FLEET IN THE WORLD, CONSISTING
OF SOME 325 SHIPS - 130 OF WHICH ARE NUCLEAR POWERED. THEIR LATEST NUCLEAR
BALLISTIC MISSILE SUBMARINE CARRIES MISSILES WITH NEARLY TWICE THE RANGE
CAPABILITY OF THE SSBN'S THE UNITED STATES HAS AT SEA TODAY.
THEY HAVE NEARLY 250 ATTACK SUBMARINES - 70 OF WHICH ARE NUCLEAR
POWERED. SOME OF THESE ARE CONSIDERED TO BE THE FASTEST SUBMARINES IN THE
WORLD. TODAY THEY BUILD 3 NUCLEAR SUBMARINES FOR EACH ONE WE BUILD, AND
MAKE NO MISTAKE THESE ARE FIRST RATE, BLUE WATER, NUCLEAR SHIPS.
THE SOVIETS HAVE THOUSANDS OF NAVAL ENGINEERS POURING THEIR'COMBINED
ENERGIES INTO HULL DESIGN, INCREASED SPEED, NOISE REDUCTION AND SOPHISTI-
CATED ELECTRONICS. THE RESULTS ARE INDEED IMPRESSIVE.
TO MEET THIS EXPANDING THREAT, THE U. S. NAVY NEEDS NEW,
SOPHISTICATED, POWERFUL WARSHIPS - LIKE THE JOHN YOUNG.
3
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THIS PKUUU SHlY WILL tu'L '1'HH ilTH SFKUANUE CLASS Ur:J'1'KUYEK. SHE IS A
NEW BREED OF SHIP, DESIGNED FROM KEEL TO MAST AS AN ANTI-SUBMARINE
WARSHIP. HER SONARS WILL BE THE MOST ADVANCED AVAILABLE - ABLE TO LOCATE,
TRACK AND IDENTIFY MULTIPLE TARGETS SIMULTANEOUSLY, THEN FEED THIS
INFORMATION DIRECTLY INTO A DIGITAL COMPUTER PROVIDING HER CREW MORE
INFORMATION, MORE QUICKLY AND MORE ACCURATELY THAN EVER BEFORE.
SHE WILL BE ABLE TO GO FROM COLD IRON TO FULL POWER IN TWELVE
SYSTEM FOR TRULY ROUND THE CLOCK, ALL WEATHER OPERATIONS.
ON SEVERAL OCCASIONS, CAPTAIN JOHN YOUNG STOOD ALONE AND WON AGAINST
THE BEST THE BRITISH FLEET COULD THROW AGAINST HIM. THIS PROUD SHIP -
LIKE HER NAMESAKE - MAY BE CALLED ON TO STAND AGAINST SUPERIOR ODDS. SHE
WILL BE UP TO THE TASK - BUT SHE CANNOT THWART THE THREAT ALONE.
WE MUST STRIVE TO BUILD A READY, MODERN FLEET OF NEW AND MORE CAPABLE
WARSHIPS LIKE THE JOHN YOUNG - DESIGNED SPECIFICALLY TO COUNTER THE THREAT
OF THE 80'S. WE MUST ALSO BUILD INTO THEM BETTER RELIABILITY AND
MAINTAINABILITY SO THEY CAN STAND THE TEST ALONE - WHERE TWO STOOD BEFORE.
THE MEN AND WOMEN HERE AT INGALLS SHIPYARD HAVE BEEN ENTRUSTED WITH
BUILDING A SIGNIFICANT PORTION OF AMERICA'S NAVAL FLEET OF TOMORROW. THIS
IS A HEAVY RESPONSIBILITY, FOR SOON INGALLS-BUILT SHIPS - PROUD U. S. NAVY
SHIPS - WILL BE FLYING THE STARS AND STRIPES ON EVERY OCEAN OF THE WORLD.
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TWO CENTURIES AGO OUR NAVY WAS BORN FROM TWO CONVERTED SLOOPS.
DEDICATED MEN AND WOMEN MET AND MASTERED THE CHALLENGE OF CREATING A
NATION AND PROTECTING IT. AS WE STAND HERE TODAY MAY WE RESOLVE TO
DEDICATE OURSELVES ONCE AGAIN TO BUILDING A DEFENSE CAPABLE OF
PROTECTING AMERICA'S FREEDOM FOR THE NEXT TWO CENTURIES.
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SPEECii
Corg.r.?essrnen 7:`l'iac.l Cochran
Christening of CARON DD-970
Pascagoula, Mississippi
1100 - Saturday, August 9, 1975
I feel genuinely honored to be here with all of you today to celebrate
the christening of this new ship. The last time I was. here we observed the
groundbreaking for the new West Bmik facilities which lau).iched not just a
ship but a new era of shipbuilding capability ?fcr Mississippi arid our nation.
We referred to it then as the "Shipyard of the Future."
The future is now, and as I was pleased then to be a part of. the
effort to make this new yard a reality, I am doubly pleased now to be a,
part ,of this ceremony which honors the shipbuilders and the brave man for
whom this fine ship is named, Wayne M. Caron.
Hospital Corpsman Thin! Class Wayne Caron was a brave wan, a man of
strength and spirit and compassion. There are maorr men today who are living
because of the care rendered to them by Corpsman Caron. Warne Caron d: ec3.
J.n Vietman on July 28, 1968, while trying to save the lives of Merl WO X .Ed.
by enemy fire in a rice paddy in Qhaang Nam Province.
His actions, which earned him the Con,:, Congressional Medal of honor, ire
a vivid reminder that genuine concern .for others: is not dead. I was very
much impressed by the description of events that immediately preceded his
death, and 1 would like to share them with you as they ,.,.re written i.ti. his
Medal of Honor Citation:
"While on a sweep through an open rice field Petty Office?_ Caron's
unit stax';;ed .receiving enemy small arms fire.. -Upon seeing two Marine ca: l.~:wl ci,-:
fall, he i.i^.wed.iatel.y ran forward to rend:.>r first aid., but found that tj.ey were
dead. At this i,ime, the platoon. was taken under intense small as and aut.o.-
ma Lis vc u~!. '~ > f:i -ere., sus ts,..inin j additional casualtics. A:.: he uo\ a to ,i
J ?n ~'j Y'tn (71 ... ..`c!: ,. l 1.i .. v i. t 1?'=_.. h:; t in I the e _?7.'lll by P"t e y J ire. A-3 ..t1h'1Z1`T^
of 1,i--
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Marines.. He rendered medical assistance to the first Marine who was
grievously wounded, and was undoubtedly instrumental in saving the man's
life ... (he) then ran toward the second Marine, but was again hit by
enemy fire, this time in the leg. Nonetheless, he crawled th.e?remaining
distance and provided aid for this severely wounded man. He started, to make
his way to yet another injured. comrade when he was again struck by small-arms
fire. Courageously and with unbelievable determination, he continued his
attempt to reach the third Marine until he himself was killed by an enemy
rocket round."
War is hell, and it sometimes is hardest on people of mercy like
Wayne Caron. His family suffered a tragic loss, but. I lmow they are proud
of his gallant actions. All of us, as Americans, should not only take pride
in his courageous actions, but should also acknowledge the debt that we owe
him and others lice him. It is with honor, and humility, that I take part
in this ceremony which ensures that his name lives even'though he has died.
Some people may think it ironic that one of the most modern and
powerful destroyers in the world should be named.for a 'man of mercy., but I
don't find it incongruous at. all. Our- country wants pea.ce'; none of us lusts
for war and destruction. But peace.d.oes not come easily. In order to assure
peace in our own land, we must be prepared to pay the.price.-that it demands.
That.price is steep, not only in terms of our financial, natural, and manrpor:or
resources, but also in . terms of lives and grief. Long after 'the bills have
been.paid and.tfie accounting ledgers are closed, wemust.continuc to remember
and be grateful for the sacrifices. made by others to .ensure that we ca,,;n contini.uo
our peaceful lives.
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A strong and modern Navy is indispensable in our efforts to achieve
and maintain peace. Our present difficulties in defining our proper role
in world affairs convince me that a strong Navy is indeed vital to our
nation's security.
This destroyer, the USS MIUON, represents, too, the vitality of the
modern Navy's shipbuilding program. Along with other members of the Spruance
class, it will provide an unprecedented anti-submarine capability, as well as
a capability to perform many of the more traditional duties of destroyers.
This modern anti-submarine capability is growing in importance as the
Russian Ballistic Missile Submarine Fleet grows. With the United States as
well as the Soviets moving toward putting more warheads beneath the surface,
it becomes extremely important,-that we be able to track and destroy enemy
submarines before they can unleash their potential nuclear destruction. r~n our
cities and the people who live there.
The USS CARON and other. Sprua.nce class destroyers will. meet that
challenge, I feel. The list of firsts and bests that outfit the ship -
from the high speeds and maneuverability provided by its gas turbine engines,
to the revolutionary computer-directed underwater fire control systems - make
it'a ship worthy to carry the name of Wayne Caron..
But the USS CARON represents yet another tradition - a Mississippi
tradition -.that of the shipbuilders of Pascagoula. Ships have been built
here for more than. 250 years, starting with wooden--planked and pitch-sealed
boats for the Royal French Navy. The years since then have brought the
enormous evolution of sailing chips and then the modern technology that has
placed. Ingalls shipbuilding, and Litton Industries, in the forefront of
developing shipbuilding techniques have made possible ships such as this.
As a former Navy man, I Lake p~:id.e in oa?r. State ability to help meet the need:
of 01:--
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 The 21,000 workers at Ingalls, the family of Corpsman Caron, and.
every,American all have a right to be proud of this proud ship. But we also
luWv a duty, to remember war means death and destruction. We must never
forget those people who .have died to help keep us -free. And we must always
remember that even though war is hell, it is better than slavery. In this
year leading up to the Bicentennial, this is a good time to reflect on the
Revolutionary War slogan, "Live free or Die." We are all free today and
hopefully will be tomorrow because of ships like this and men like Wayne
Caron.
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CHRISTENING OF U.S.S. MOOSXBRUGER (DD 980)
ON 20 AUGUST 1977
REMARKS BY ADMIRAL ARLEIGH BURKE
INTRODUCTIONS
IT IS A GREAT HONOR FOR THIS OLD DESTROYER SAILOR
TO BE PRESENT TODAY ON THE OCCASION OF CHRISTENING ONE
OF OUR FINEST AND NEWEST DESTROYERS WITH THE NAME OF
A GALLANT AND HARD FIGHTING NAVAL OFFICER AND MY OWN
ESTEEMED CLASSMATE.
A NATION CAN PAY NO GREATER TRIBUTE TO A COURAGEOUS
MAN WHO HAS WON THE RESPECT AND ADMIRATION OF HIS PEERS
AND HIS COUNTRYMEN THAN TO PERPETUATE HIS BATTLE DEEDS
BY ASSIGNING HIS NAME TO A MAN-O-WAR.
IT IS~ WITH GREAT PRIDE AND DEEP EMOTION THAT I WOULD
LIKE TO PAY TRIBUTE TO VICE ADMIRAL MOOSEBRUGER, FOR I SPEAK
ON BEHALF OF ALL OUR CLASSMATES. OUR FRIENDSHIPS BEGAN
WHEN WE ENTERED THE NAVAL ACADEMY TOGETHER 58 YEARS AGO.
THERE ARE NO CLOSER FRIENDSHIPS THAN THOSE FORMED WHEN MEN
ARE YOUNG AND WHICH ARE INTENSIFIED BY LIFE-TIME SERVICE
TOGETHER IN THE CHERISHED BUT DEMANDING NAVY.
FREDDIE MOOSEBRUGER HAD A LONG AND DISTINGUISHED
CAREER BUT IT CAN BE SUMMARIZED BY HIS MAGNIFICENT ACTIONS
IN THE SUPERB BATTLE OF VELA GULF AT ABOUT MIDNIGHT on 6-7
AUGUST, 1943. FREDDIE WAS COMMANDER DESTROYERS OF THE SLOT -
COM-DES-SLOT - WE CALLED IT. HE HAD SIX WELL TRAINED, HEAVILY
ARMED DESTROYERS UNDER HIS COMMAND - ALL EAGER FOR ACTION.
HIS ORDERS WERE TO SWEEP THE GULF BETWEEN KOLOMBANGABA AND
VELLA - LAVBELLA. ISLANDS, FROM WHERE THE JAPANESE WERE EXPECTED
TO REINFORCE AND RESUPPLY THEIR HARD PRESSED GARRISONS ON
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KOLOMBANGARA.
ON THIS CLEAR, DARK, HOT AUGUST NIGHT, ACCORDING TO
PLAN, FREDDIE SKILLFULLY MANEUVERED HIS FORCE NEAR THE COAST
OF KOLOMBANGABA AND WAITED, JUST A FEW MINUTES BEFORE MIDNIGHT,
FOUR FAST JAPANESE DESTROYERS SHOWED UP ON THE RADAR SCREEN.
THE MOMENT FOR ACTION AT LAST. HE IMMEDIATELY CLOSED HIS
DIVISION TO 6000 YARDS AND LAUNCHED 24 TORPEDOES. BY
MIDNIGHT THREE ENEMY DESTROYERS WERE ON THE WAY DOWN.
THE FOURTH ONLY, ESCAPED TO THE NORTH.
THE BATTLE WAS A CLASSIC SUCCESS. IT PROVED - ONCE
AGAIN - THAT KNOWLEDGEABLE, WELL TRAINED MEN, MANNING HEAVILY
ARMED, FAST SHIPS AND COMMANDED BY VALIANT; SKILLFUL COMMANDERS
CAN INFLICT DISASTROUS DEFEATS EVEN ON A DETERMINED, COMBAT-
EXPERIENCED ENEMY. FREDDIE MOOSEBRUGER DEMONSTRATED THAT
NIGHT THE QUALITIES TO WHICH ALL NAVAL OFFICERS ASPIRE - AND
WHICH WILL CONTINUE TO BE AN INSPIRATION TO HIS SUCESSORS.
ADMIRAL MOOSEBRUGER HAS ADDED AN ILLUSTRIOUS CHAPTER
TO THE HISTORY OF OUR GLORIOUS COUNTRY. SINCE THAT FAMOUS
BATTLE 34 YEARS AGO, THERE HAVE BEEN TREMENDOUS CHANGES IN
TECHNOLOGY - AND IT IS NOT LIKELY THAT A SIMILAR BATTLE WITH
SIMILAR WEAPONS WILL EVER BE FOUGHT AGAIN BUT BATTLES IN
I I..
THE FUTURE WILL BE WON AS THEY ALWAYS BEEN THROUGHOUT
HISTORY - BY COURAGEOUS MEN WITH GOOD EQUIPMENT WHICH THEY
KNOW HOW TO USE.
NOT ONLY ARE WE NOW LIVING IN AN ERA OF RAPID CHANGES
IN EQUIPMENT, TECHNIQUES AND SPEED OF ACTION AND REACTION,
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BUT IT IS ALSO A TROUBLESOME ERA WITH ARMED CONFLICT IN MANY
AREAS OF THE WORLD. NATIONS FACE SERIOUS PROBLEMS WHICH THEY
MUST PREPARE THEMSELVES TO MEET - OR FACE EXTINCTION.
THESE RAPID CHANGES HAVE INCREASED THE VALUE OF THE
USE OF TIME. I AM CONCERNED ABOUT THE LENGTH OF TIME IT TAKES
TO GET THINGS DONE. THE TIME TO MAKE A DECISION - THE TIME TO
MAKE A STUDY - THE TIME TO BUILD A SHIP - THE TIME TO CREATE
A FLEET - THE TIME TO TRAIN MEN. WE NEED TO RECOGNIZE THIS
IMPORTANT FACTOR LEST WE FIND OURSELVES TO LATE WITH TOO
LITTLE.
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WHAT'S NEW
AT
INGALLS SHIPBUILDING?
MAY, 1976
INGALLS SHIPBUILDING
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WHAT'S NEW ...
In The DD 963 Class Destroyer Program?
DD 963, SPRUANCE, completed shock tests successfully, March 7-8, 1976
DD 964, PAUL F. FOSTER
? Keel Laid February 6, 1973
? Launched February 22, 1974
? Commissioned February 21, 1976
DD 965, KINKAID, has successfully completed contractor's trial
? 12 DD's have been floated off - presently being outfitted at East Bank
? 26 DD's in pre-fabricaion
? 21 DD keels laid to date
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WHAT'S NEW ...
In The LHA General Purpose Amphibious Assault Ship Program?
? LHA 1, TARAWA, Completed: Acceptance Trial - March 5, 1976
Scheduled For Delivery - May, 1976
? LHA 2, SAIPAN, Boiler/Turbine tests scheduled for April
? LHA 3, BELLEAU WOOD, will be floated off September 18, 1976
(During January a record amount of steel was erected on LHA -
1700 tons, 21 units)
? LHA 4 NASSAU, keel laid - August 1.3, 1973
? LHA 5, DA NANG, keel will be laid in 1976
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WHAT'S NEW ...
In The Iranian Destroyer Program?
IIN DD 993 Contract - Four modified DD 963's for Imperial Iranian Navy
- NAVSEC is completing contract plans and specifications
- Long lead procurement contract has been initiated at Ingalls Shipbuilding
- Ingalls Shipbuilding is supporting NAVSEC with technical studies and
document review effort
? Major differences between IIN DD 993 and DD 963 SPRUANCE class
destroyers:
- Modified combat system
- Increased sand/dust filtration for engine intakes
- Increased air conditioning capability
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WHAT'S NEW ...
In The AEGIS Destroyer Program?
? DDG 47 - Modification of DD 963 Class Destroyer to add Aegis Combat System
- NAVSEC is completing preliminary design for ships
- Budget authorization requested - first ship in FY 1977 budget
- Ingalls Shipbuilding is supporting effort with technical studies, e.g.:
Arrangements
Fluid System
Trade-Off Studies
? Major Features:
- Spy-1 Radar
- 1 Mark 26 Launcher
- 1 Mark 10 Launcher
- Integrated Aegis Combat System
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WHAT'S NEW ...
In Submarine Overhaul?
? USS SHARK (SSN 591) - In pre-delivery testing
? USS TINOSA (SSN 606) - Undergoing overhaul
- One of the first submarines to receive new advanced sonar system
- Ingalls Shipbuilding - One of the first yards to install specialized sonar
system
? USS GATO (SSN 615) - Planning underway for 1977 overhaul
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DD 963 Launching Sequence
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 ? 1430 Ton Full Load Displacement
? 35 KT Flank Speed at Full Load (40 KT Option)
? 2000 NM Range at 20 KT
? 630 NM Range at Flank Speed
? Multi-mission - SSW / ASW /AAW
? Gas Turbine Propulsion
? Steel Hull - Aluminum Superstructure
? Full Load Displacement, 620 Tons
? 40 KT Flank Speed
? 3000 NM Range at 15 Knots
? AAW/SSW Mission Capability
? CODOG Engineering Plant
Combination Diesel, or Gas Turbine
? Twin Shaft, CRP Propellers
? Waterjet Propulsion Option
? All Aluminum Construction
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WHAT'S NEW ...
At Ingalls Shipbuilding?
DD 963 Class Destroyers - well along in production
First LHA - acceptance trials completed - ready for delivery
Iranian DD 993 program has been initiated
Studies of DDG 47 (AEGIS) underway
Submarine overhaul work is accelerating
Preliminary studies of Patrol Boats, Corvettes, Frigates in process
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PO BOX 149, PASCAGOULA, MS. 39567 U.S.A.
PHONE [phone] OR.3715,
TELEX 589-951, TWX 510-990-3051
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CR INGALLS SHIPBUILDING
tion
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THE SECRETARY OF THE NAVY
WASHINGTON
30 August 1977
Mrs. Stanfield Turner
.Quarters "G"
Washington Navy Yard
Washington, D. C. 20374
Dear Pat:
It is my great pleasure to invite you, on behalf
of the Navy, to act as sponsor for the guided missile
destroyer JOHN HANOOCK.(DD-981), which will be christened
at Ingalls Shipyard in Pascagoula, Mississippi, on Satur-
day, 22 October 1977. The ceremony is scheduled to begin
at 11:00 a.m.
JOHN HANCOCK will be one of the principal ships
in our Nation's surface Navy of the-future, and I can,
think. of no one who would be a more appropriate and
gracious sponsor than you..
With a view toward making this a family affair for
the Turners, I am writing to your husband to invite him
to be the principal speaker at the ceremony.
Should you be able to accept my invitation to act
as sponsor, the Supervisor of Shipbuilding at Pascagoula,
Captain William McGarrah, will provide you additional
details regarding the-event. In the meantime, I have
enclosed a brochure that explains some of the traditions
associated with sponsoring ships of the U. S. Navy.
I look forward to hearing from you.
With best wishes,
L~4s'/t 1-,~`f
~t:Z 7
W. Graham Claytor, Jr.
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Ships of the United States Navy
Christening, Launching
and Commissioning
Second Edition
Naval History Division
Department of the Navy
Washington, D.C., 1975
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Illustration Credits
Cover: Painting by Newland Van Powell. Courtesy, the Bruce Gallery, Memphis.
Page 2: (Upper left; lower right.) Courtesy, General Dynamics Corporation.
Page 4: Courtesy, Ingalls Shipbuilding Corporation.
Page 6: Courtesy, The Old Print Shop, New York City.
All other illustrations are official U.S. Navy photographs.
For sale by the Superintendent of Documents, U.S. Government Printing Office
Washington, D.C., 20402 - Price 45 cents
STOCK NUMBER 008-046-00081-6
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Ships of the United States Navy
Christening, Launching
and Commissioning
prepared by
John C. Reilly Jr.
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Keel Laying
(Clockwise from upper left) The first hull assembly of Wichita (AOR-1) rests on the building ways;
the keel of Memphis (SSN-691) is authenticated with a welder's torch; the first hull ring of a nu-
clear submarine is ready for laying in place; and the keel of Nimitz (CVAN-68) is authenticated
with a hammer and steel punch.
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Foreword
Christening, launching, and commissioning are bench marks of abiding
importance in the history of a United States Navy ship. One sees in these
closely related events a striking parallel to the human experience of those
Americans, young and not so young, who man the ships for our nation's
defense on the oceans of the world. If launching may be likened to birth,
and christening the endowment of individuality, then at commissioning the
ship is at the threshold of a productive and rewarding maturity.
Ancient seafaring peoples, rimming the Mediterranean, launched their
ships with rituals having religious overtones. These practices, varying in
form as nations and cultures evolved through the centuries, have carried
over to the present christening and launching ceremonies. In contrast,
formal commissioning ceremonies for new ships would seem to be of more
recent origin.
This small publication supersedes one, now out of print, prepared
under the direction of my able predecessor, Rear Admiral E. M. Eller. It
presents a brief resume of the historical background and significance of
christening, launching, and commissioning. Hopefully, it will prove both
informative and interesting to a wide audience including the sponsors, the
shipbuilders, and the officers and men of the United States Navy.
E. B. HOOPER
Vice Admiral, USN (Ret)
Director of Naval History
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Mrs. Gerald Ford christens the nuclear submarine Dace (SSN-607), 18 August 1962.
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CHRISTENING AND LAUNCHING
"In the name of the United States I christen
thee ," proclaims the
sponsor while she shatters the ceremonial bottle
of champagne against the gleaming bow of a
new ship towering above her. As if the sponsor's
very words have injected a spark of life, the ship
begins to move slowly from the security of the
building way to the water environment where
she will play her destined role for the defense
of the United States. It is uniquely fitting that
this dramatic moment during the launching of
a naval vessel be placed in the hands of a
woman.
When a woman accepts the Secretary of the
Navy's invitation to sponsor a new ship, she has
agreed to stand as the central figure in an event
with a heritage reaching backward into the dim
recesses of recorded history. Just as the passage
of years has witnessed momentous changes in
ships, so also has the christening-launching cere-
monial form we know today evolved from earlier
practices. Nevertheless, the tradition, meaning,
and spiritual overtones remain ever constant.
The vastness, power, and unpredictability of
the sea must certainly have awed the first sailors
to venture far from shore. Instinctively, they
would seek divine protection for themselves and
their craft. A Babylonian narrative dating from
the third millenium B.C., describes the comple-
tion of a ship:
Openings to the water I stopped;
I searched for cracks and the wanting parts
I fixed;
Three sari of bitumen I poured over the
outside;
To the gods I caused oxen to be sacrificed.
Egyptians, Greeks, and Romans called on
their gods to protect seamen. The favor of the
British ship-of-the-line Prince of Wales slides into the water in 1794.
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monarch of the seas-Poseidon in Greek my-
thology, the Roman Neptune-was evoked. Ship
launching participants in ancient Greece
wreathed their heads with olive branches, drank
wine to honor the gods, and poured water on
the new vessel as a symbol of blessing. Shrines
were carried on board Greek and Roman ships,
and this practice extended into the Middle Ages.
The shrine was usually placed at the quarter-
deck; on a modern United States Navy ship, the
quarterdeck area still has a special ceremonial
significance.
Different peoples and cultures shaped the re-
ligious ceremonies surrounding a ship launch-
ing. Jews and Christians alike customarily used
wine and water as they called upon God to
safeguard them at sea. Intercession of the saints
and the blessing of the church were asked by
Christians. Ship launchings in the Ottoman Em-
pire were accompanied by prayers to Allah, the
sacrifice of sheep, and appropriate feasting. The
Vikings are said to have offered human sacrifice
to appease the angry gods of the northern seas.
Chaplain Henry Teonge of Britain's Royal
?a ??@ // I I I 11.1 I I
6 9/ t I W i t l i l f//:
.- 14
Navy left an interesting account of a warship
launch, a "briganteen of 23 oars," by the Knights
of Malta in 1675:
Two fryers and an attendent went into the
vessel, and kneeling down prayed halfe an
houre, and layd their hands on every mast,
and other places of the vessel, and sprinkled
her all over with holy water. Then they
came out and hoysted a pendent to signify
she was a man of war; then at once thrust
her into the water.
While the liturgical aspects of ship christen-
ings continued in Catholic countries, the Refor-
mation seems, for a time, to have put a stop to
them in Protestant Europe. By the seventeenth
century, for example, English launchings were
secular affairs. The christening party for the
launch of the 64 gun ship-of-the-line Prince
Royal in 1610 included the Prince of Wales and
famed naval constructor Phineas Pett, who was
master shipwright at the Woolwich yard. Pett
described the proceedings:
The noble Prince . . . accompanied with
the Lord Admiral and the great lords, were
The launch of ship-of-the-line Washington from a covered shipway at Portsmouth Navy Yard on 1
October 1814 is shown in this print, by an unknown artist.
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Sloop-of-war John Adams awaits her christening at Norfolk, 16 November 1830.
on the poop, where the standing great gilt
cup was ready filled with wine to name the
ship so soon as she had been afloat, accord-
ing to ancient custom and ceremony per-
formed -at such times, and heaving the
standing cup overboard. His Highness then
standing upon the poop with a selected com-
pany only, besides the trumpeters, with a
great deal of expression of princely joy, and
with the ceremony of drinking in the stand-
ing cup, threw all the wine forwards to-
wards the Half-deck, and solemnly calling
her by name of the Prince Royal, the trum-
pets sounding the while, with many gra-
cious words to me, gave the standing cup
into my hands.
The "standing cup" was a large loving cup
fashioned of precious metal. When the ship be-
gan to slide down the ways, the presiding offi-
cial took a ceremonial sip of wine from the cup,
and poured the rest on the deck or over the
bow. Usually the cup was thrown overboard
and belonged to the lucky retriever. As navies
grew larger and launchings more frequent,
economy dictated that the costly cup be caught
in a net for reuse at other launchings. Late in
seventeenth-century Britain, the "standing cup"
ceremony was replaced by the practice of break-
ing a bottle across the bow.
Sponsors of English warships were custom-
arily members of the royal family, senior naval
officers, or Admiralty officials. A few civilians
were invited to sponsor Royal Navy ships dur-
ing the nineteenth century, and women became
sponsors for the first time. In 1875, a religious
element was returned to naval christenings by
Princess Alexandra, wife of the Prince of Wales,
when she introduced an Anglican choral service
in the launching ceremony for battleship Alex-
andra. The usage continues with the singing of
Psalm 107 with its special meaning to mariners:
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They that go down to the sea in ships;
That do business in great waters;
These see the works of the Lord, and His
wonders in the deep.
French ship launchings and christenings in
the eighteenth and early nineteenth centuries
were accompanied by unique rites closely re-
sembling marriage and baptismal ceremonies.
A godfather for the new ship presented a god-
mother with a bouquet of flowers as both said
the ship's name. No bottle was broken, but a
priest pronounced the vessel named and blessed
it with holy water.
American ceremonial practices for christening
and launching quite naturally had their roots in
Europe. Descriptions of launching Revolution-
ary War naval vessels are not plentiful, but a
local newspaper detailed the launch of Con-
tinental frigate Raleigh at Portsmouth, New
Hampshire, in May 1776:
On Tuesday the 21st inst. the Continental
Frigate of thirty-two guns, built at this
place, . . . was Launched amidst the accla-
mation of many thousand spectators. She is
esteemed by all those who are judges that
have seen her, to be one of the compleatest
ships ever built in America. The unwearied
diligence and care of the three Master-
Builders ... and the good order and indus-
try of the Carpenters, deserve particular
notice; scarcely a single instance of a per-
son's being in liquor, or any difference
among the men in the yard during the time
of her building, every man with pleasure
exerting himself to the utmost; and altho'
the greatest care was taken that only the
best of timber was used, and the work per-
form'd in a most masterly manner, the
whole time from her raising to the day she
launched did not exceed sixty working
days, and what afforded a most pleasing
view (which was manifest in the counte-
nances of the Spectators) this noble fabrick
was compleatly to her anchors in the main
channel, in less than six minutes from the
time she run, without the least hurt; and
what is truly remarkable, not a single per-
son met with the least accident in launch-
ing, tho' near five hundred men were
A Navy ship may occasionally have more than
one sponsor. Two granddaughters of Admiral
Albert Gleaves christened destroyer Gleaves
(DD-423) on 9 December 1939.
employed in and about her when run off.
It was customary for the builders to celebrate
a ship launching. Rhode Island authorities,
charged with overseeing construction of frigates
Warren and Providence, voted the sum of fifty
dollars to the master builder of each yard "to
be expended in providing an entertainment
for the carpenters that worked on the ships."
Five pounds was spent for lime juice for the
launching festivities of frigate Delaware at Phila-
delphia, suggesting that the "entertainment"
included a potent punch with lime juice as an
ingredient.
No mention of christening a Continental
Navy ship during the American Revolution has
come to light. The first ships of the Continental
Navy, Alfred, Cabot, Andrew Doria, and Colum-
bus, were former merchantmen and their names
were assigned during conversion and outfitting.
Later, when Congress authorized the construc-
tion of thirteen frigates, no names were assigned
until after four had launched.
The first description we have of an American
warship christening is that of Constitution, fa-
mous "Old Ironsides," at Boston, 21 October
1797. Her sponsor, Captain James Sever, USN,
stood on the weather deck at the bow. "At fif-
teen minutes after twelve she commenced a
movement into. the water with such steadiness,
majesty and exactness as to fill every heart with
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They that go down to the sea in ships;
That do business in great waters;
These see the works of the Lord, and His
wonders in the deep.
French ship launchings and christenings in
the eighteenth and early nineteenth centuries
were accompanied by unique rites closely re-
sembling marriage and baptismal ceremonies.
A godfather for the new ship presented a god-
mother with a bouquet of flowers as both said
the ship's name. No bottle was broken, but a
priest pronounced the vessel named and blessed
it with holy water.
American ceremonial practices for christening
and launching quite naturally had their roots in
Europe. Descriptions of launching Revolution-
ary War naval vessels are not plentiful, but a
local newspaper detailed the launch of Con-
tinental frigate Raleigh at Portsmouth, New
Hampshire, in May 1776:
On Tuesday the 21st inst. the Continental
Frigate of thirty-two guns, built at this
place, . . . was Launched amidst the accla-
mation of many thousand spectators. She is
esteemed by all those who are judges that
have seen her, to be one of the compleatest
ships ever built in America. The unwearied
diligence and care of the three Master-
Builders ... and the good order and indus-
try of the Carpenters, deserve particular
notice; scarcely a single instance of a per-
son's being in liquor, or any difference
among the men in the yard during the time
of her building, every man with pleasure
exerting himself to the utmost; and altho'
the greatest care was taken that only the
best of timber was used, and the work per-
form'd in a most masterly manner, the
whole time from her raising to the day she
launched did not exceed sixty working
days, and what afforded a most pleasing
view (which was manifest in the counte-
nances of the Spectators) this noble fabrick
was compleatly to her anchors in the main
channel, in less than six minutes from the
time she run, without the least hurt; and
what is truly remarkable, not a single per-
son met with the least accident in launch-
ing, tho' near five hundred men were
A Navy ship may occasionally have more than
one sponsor. Two granddaughters of Admiral
Albert Gleaves christened destroyer Gleaves
(DD-423) on 9 December 1939.
employed in and about her when run off.
It was customary for the builders to celebrate
a ship launching. Rhode Island authorities,
charged with overseeing construction of frigates
Warren and Providence, voted the sum of fifty
dollars to the master builder of each yard "to
be expended in providing an entertainment
for the carpenters that worked on the ships."
Five pounds was spent for lime juice for the
launching festivities of frigate Delaware at Phila-
delphia, suggesting that the "entertainment"
included a potent punch with lime juice as an
ingredient.
No mention of christening a Continental
Navy ship during the American Revolution has
come to light. The first ships of the Continental
Navy, Alfred, Cabot, Andrew Doria, and Colum-
bus, were former merchantmen and their names
were assigned during conversion and outfitting.
Later, when Congress authorized the construc-
tion of thirteen frigates, no names were assigned
until after four had launched.
The first description we have of an American
warship christening is that of Constitution, fa-
mous "Old Ironsides," at Boston, 21 October
1797. Her sponsor, Captain James Sever, USN,
stood on the weather deck at the bow. "At fif-
teen minutes after twelve she commenced a
movement into. the water with such steadiness,
majesty and exactness as to fill every heart with
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Nuclear-powered Polaris submarine Ulysses S. Grant (SSBN-631) is launched on 2 November 1963.
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Navy Benjamin P. Tracy wet the bow of Maine,
the Navy's first steel battleship, with champagne
at the New York Navy Yard, 18 November 1890.
The effects of national prohibition on alco-
holic beverages were reflected to some extent in
ship christenings. Cruisers Pensacola and Hous-
ton, for example, were christened with water; the
submarine V-6 with cider. However, battleship
California appropriately received her name with
California wine in 1919. Champagne returned,
but for the occasion only, in 1922 for the launch
of light cruiser Trenton.
Rigid naval airships -Los Angeles, Shenan-
doah, Akron, and Macon, built during the 1920s
and early 1930s, were carried on the Naval Ves-
sel Register, and formally commissioned.
The earliest First Lady to act as sponsor was
Mrs. Calvin Coolidge who christened dirigible
Los Angeles. When Mrs. Herbert Hoover chris-
tened Akron in 1931, the customary bottle was
not used. Instead, the First Lady pulled a cord
which opened a hatch in the airship's towering
nose to release a flock of pigeons.
Thousands of ships of every description, the
concerted effort of mobilized American indus-
try, came off the ways during World War II to
be molded into the mightiest navy the world had
ever seen. The historic christening-launching
ceremonies continued, but travel restrictions,
other wartime considerations, and sheer num-
bers dictated that such occasions be less elabo-
rate than those in the years before the nation
was engaged in desperate worldwide combat.
The actual physical process of launching a
Side-launching of Connole (DE-1056) at Westwego, Louisiana, 20 July 1968.
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new ship from her building site to the water in- Missile frigate Halsey (DLG-23) fits out at San
volves three principal methods. Oldest, most Francisco, 1962.
familiar, and most widely used is the "end-on"
launch in which the vessel slides, usually stern
first, down an inclined shipway. The "side
launch," whereby the ship enters the water
broadside, came into nineteenth-century use on
inland waters, rivers, and lakes, and was given
the World War II building
major im
etus b
y
p
7W
program. Another method involves ships built
in basins or graving docks. When ready, ships
constructed in this manner are floated by admit-
ting water into the dock.
Fitting Out and Commissioning
Christening and launching are the inseparable
elements which endow a ship hull with her iden-
tity. Yet, just as many developmental milestones
must be passed before one takes his place in
society, so too must the newly-launched vessel
pass such milestones before she is completed and
considered ready to be designated a commis-
sioned ship of the United States Navy. The en-
gineering plant, weapon and electronic systems,
galley, and multitudinous other equipment re-
quired to transform the new hull into an operat-
ing and habitable warship are installed and
tested. The prospective commanding officer,
ship's officers, the petty officers, and seamen who
will form the crew report for training and in-
tensive familiarization with their new ship.
Crew and ship must function in total unison if
full potential and maximum effectiveness are to
be realized. The most modern naval vessel em-
bodying every advantage of advanced technology
is only as good as those who man her.
Prior to commissioning, the new ship under-
goes sea trials during which deficiencies needing
correction are uncovered. The preparation and
readiness time between christening-launching
and commissioning may be as much as three
years for a nuclear-powered aircraft carrier to as
brief as twenty days for a World War II landing
ship. Monitor, of Civil War fame, was commis-
sioned less than three weeks after launch.
Commissioning in the early United States
Navy under sail was attended by no ceremony.
An officer designated to command a new ship
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received orders similar to those isued to Captain
Thomas Truxtun in 1798:
Sir, I have it in command from the presi-
dent of the United States, to direct you to
repair with all due speed on board the ship
Constellation lying at Baltimore.
It is required that no Time be lost in car-
rying the Ship into deep water, taking on
board her Cannon, Ammunition, Water,
Provisions & Stores of every kind-complet-
ing what work is yet to be done shipping
her Complement of Seamen and Marines,
and preparing her in every respect for
Sea ... It is the President's express Orders,
that you employ the most vigorous Exer-
tions, to accomplish these several Objects
and to put your Ship as speedily as possible
in a situation to sail at the shortest notice.
Captain Truxtun's orders reveal that a pro-
spective commanding officer had responsibility
for overseeing construction details, outfitting
the ship, and recruiting his crew. When a cap-
tain of this period in our history determined
that his new ship was ready to take to sea, he
mustered the crew on deck, read his orders,
broke the national ensign and distinctive com-
missioning pennant, caused the watch to be set,
and the first entry to be made in the log. Thus,
the ship was placed in commission.
Commissionings were not public affairs and,
unlike christening-launching ceremonies, no
accounts of them are to be found in contempo-
rary newspapers. The first specific references to
commissioning located in naval records is a letter
of 6 November 1863 from Secretary of the Navy
Gideon Welles to all navy yards and stations. The
Secretary directed: "Hereafter the command-
ants of navy yards and stations will inform the
Department, by special report of the date when
each vessel preparing for sea service at their
Frigate United States flies her commissioning pennant at the mainmast head.
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Guided-missile destroyer Robison (DDG-12) is placed in commission, 9 December 1961.
respective commands, is placed in commission."
Subsequently, various editions of Navy Regu-
lations mentioned the act of putting a ship in
commission, but details of a commissioning cere-
mony were not prescribed. Through custom and
usage, however, a fairly standard practice
emerged, the essentials of which are outlined in
current Navy Regulations.
Officers and crew members of the new ship
are assembled on the quarterdeck or other suit-
able area. Formal transfer of the ship to the
prospective commanding officer is done by the
Naval District Commandant or his representa-
tive. The transferring officer reads the commis-
sioning directive, the national anthem is played,
the ensign is hoisted, and commissioning pen-
nant broken. The prospective commanding
officer reads his orders, assumes command, and
the first watch is set.*
In recent years, commissionings have come to
be public occasions more than heretofore had
been the practice. Guests, including the ship's
sponsor, are frequently invited to attend, and a
prominent individual may deliver a commis-
sioning address. On 3 May 1975, more than
twenty thousand people witnessed the commis-
sioning of U.S.S. Nimitz (CVAN-68) at Norfolk,
Virginia. The carrier's sponsor, daughter of the
late Fleet Admiral Chester W. Nimitz, was in-
troduced, and the President of the United States
was the principal speaker.
Whether for a massive nuclear aircraft car-
rier, destroyer, submarine, or amphibious type,
the brief but impressive commissioning cere-
mony completes the cycle from christening and
launching to full status as a ship of the United
States Navy. Now, regardless of size and mission,
the vessel and her crew stand ready to take their
place in America's historic heritage of the sea.
* Craft assigned to Naval Districts and shore bases for local
use, such as harbor tugs and floating drydocks, are not usually
placed "in commission" but are in an "in service" status.
They do fly the national ensign, but not a commissioning
pennant.
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LAUNCHING OF THE PHILADELPHIA SSN 690
PROGRAM
? NATIONAL ANTHEM
U.S. Coast Guard Band
? INVOCATION
The Reverend John O'Brian
Indianapolis, Indiana
? WELCOME
Joseph D. Pierce
General Manager, Electric Boat Division
Vice President, General Dynamics
? REMARKS
David S. Lewis
Chairman of the Board
General Dynamics
? INTRODUCTION OF
SECRETARY OF THE NAVY
J. WILLIAM MIDDENDORF, II
Mr. Lewis
? INTRODUCTION OF
PRINCIPAL SPEAKER
Mr. Middendorf
? ADDRESS
The Honorable Hugh Scott
United States Senator from Pennsylvania
? INTRODUCTION OF ADMIRAL RICKOVER
Mr. Lewis
? INTRODUCTION OF SPONSOR
Admiral H.G. Rickover, USN
Director, Naval Nuclear Propulsion
Program
? CHRISTENING
Mrs. Hugh Scott
Representative schedules of events for christening and commissioning ceremonies.
U. S. S. ROBISON (DDG-12)
Commissioning Ceremony
Band Selections
Boston Naval Base Band
Ensign, Jack and Commission Pennant are hoisted as the band
plays the National Anthem. The ship is now in commission.
Invocation
Commander James J. Cullinan, CHC, USNR
Welcoming Remarks
Rear Admiral William A. Brockett, USN
Commander, Boston Naval Shipyard
Introduction of
Rear Admiral Carl F. Espe, USN
Commandant, First Naval District
Rear Admiral William A. Brockett, USN
Remarks and Introduction of
Rear Admiral Paul D. Stroop, USN
Chief, Bureau of Naval Weapons
Rear Admiral Carl F. Espe, USN
Address
Rear Admiral Paul D. Stroop, USN
Reading of Navy Department Orders to Commission
USS ROBISON (DDG?12)
Rear Admiral Carl F. Espe, USN
Reading of Commanding Officer's Orders
Commander Donald Vance Cox, USN
Commanding Officer Assumes Command
*
First Watch is set by Executive Officer
Lieutenant Commander William F. Regan
Commanding Officer gives the order for the personal flag
of Commandant of the First Naval District to be broken at the truck.
Ruffles and Flourishes. Admiral's March:
Remarks
Commander Donald Vance Cox, USN
Benediction
Lieutenant John C. Frederickson, CHC, USNR
Band Selections
Boston Naval Base Band
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 I II L ,,l L
Among her FIRSTS for the U.S. Navy:
First warship to use gas turbines for main propulsion
First warship to use gas turbines for electric generators
First warship to emphasize habitability requirements
First warship with all-digital fire control
First destroyer-type ship with an automated engineering plant
First warship to provide air conditioning at 71 -deg effective temperature
First ship to have integrated, remote control over-the-side torpedo system
First ship for which contractor procured 90 percent of mission equipment
First vessel with warranty/guarantee clause covering proof of design performance
First vessel designed by a contractor and subject to performance proof tests
First warship for which contractor is responsible for crew training
First modern warship with contractor-developed computer software
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Reprinted From
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 Approved For Release 2009/07/31 : CIA-RDP05S00620R000401160001-9
Drunso~g_,neO-
United States Seapower in the Sev-
enties is synonymous with Spru-
ance-the new Navy destroyer devel-
oped to maintain America's strength
on the world's seas and deter war into
the 21st Century. Designed primarily
for submarine tracking and anti-sub-
marine warfare, the advanced de-
stroyer will cope with present and fu-
ture threats from nuclear attack and
missile-launching submarines.
The new destroyer is versatile and
multi-mission, and will operate with
equal effectiveness alone or in large
carrier task forces. It can bombard
enemy shore positions, support am-
phibious assaults, escort military and
merchant ship convoys, perform sur-
veillance and trailing of hostile surface
ships as well as submarines, establish
blockades and undertake search and
rescue operations.
This new destroyer, the first of an
initial fleet of 30, was designed and
a ntac U.
produced by Ingalls Shipbuilding divi-
sion of Litton Industries in Pasca-
goula, Miss. Ingalls has the total re-
sponsibility for producing this new
fleet-from design, procurement, in-
tegration and installation of the exten-
sive electronics systems to logistics
support. `
Ingalls designed the destroyers to
meet Navy mission requirements at the
lowest possible cost during the operat-
ing life of the ships. In finalizing the
design, Ingalls used computers to ana-
lyze - many different ships on paper
with varying combinations of. hulls,
propulsion systems and other charac-
teristics prior to selecting the best
combination.
The new destroyer is a large ship,
capable of carrying a formidable array
of weapons and electronic equipment
at high speeds over a long range. At
563 ft 4 in. long, a beam of 55 ft, draft
of 29 ft and a displacement of 7800
enca s strength U
tons fully loaded, Spruance is almost
twice as large as the latest destroyers
to be built for the fleet-the Forrest
Sherman-class, produced between
1955 and 1959. The Sherman-class
ships have a maximum length of 425 ft
and a displacement of 4050 tons.
Along with its size, the Spruance
has high speed combined with maneu-
verability. It is the first major combat
ship in the U.S. Navy to be powered
with four marine gas turbine engines.
These turbines, which are derived
from jet aircraft engine technology,
produce more than 20,000 horsepower
each to drive the ship at speeds in ex-
cess of 30 knots. The gas turbine en-
gines are more compact and lighter
than steam turbines, are easier to
maintain and automate, are more
quickly repaired or replaced, and can
be started cold in only a few minutes
rather than the hour or more needed
for steam plants.
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 on the high seas
The ship has twin screws, twin rud-
ders and staggered twin main propul-
sion spaces, each containing two gas
turbine engines. It has controllable,
reversible pitch twin propellers, giving
the ship a high degree of maneuvera-
bility. Besides controlling direction of
the ship, the pitch of the propellers
can be' tuned to achieve maximum ef-
ficiency for long-range cruising, or for
maximum silence during anti-subma-
rine warfare missions. During normal
operations the destroyer cruises on
two engines, going to three and then to
four for greater speeds.
The effectiveness of Spruance
against submarines will be far greater,
particularly at high speeds, than that
of present U.S. Navy destroyers. For
detecting enemy submarines, Sprii-
ance has the most advanced surface
ship sonar operational in the Navy to-
day, and ship silencing techniques
have been stressed throughout the de-
ships of similar size and lesser ca-
pability: The reduction in personnel,
alone, is expected to save the Navy
more than a billion dollars during the
life of this class of new destroyers.
Other savings will result from the
reliability and maintainability, of the
electronic systems, a consideration in
the earliest phases of ship design.In-
galls' Integrated Logistics Systems
personnel planned the location and
spacing of the electronic equipment
for longest life and maintenance 'ac-
cessibility, as well as operating effi-
ciency. This support group also deter-
mined skill levels necessary to main-
tain the equipment, spare part re-
quirements, and components where
lower costs may be realized by replac-
ing rather than repairing parts.
Although ships are built for a life
cycle of 'some 30 years, the new de-
stroyers are designed to be up-dated
with. new weapons and supporting
electronics systems at the,lowest possi-
ble cost as this equipment becomes
available through new technology.
Weapons and electronic spaces
aboard the Spruance were planned
with adequate margins for-the addi-
tional weight, space, and power-that
more systems or more advanced elec-
tronics may require in the future. The
size and displacement. of the destroy-
ers, as well as the over-all ship design,
are planned so the ship will maintain
its stability and design efficiency when
more or larger systems are added.'
In' addition to eliminating the ne-
cessity for extensive structural
changes to the ship; other design 'fea-
tures allow replacement of equipment
sign and construction of the ships, to in the ship at the least cost. with the
enhance the submarine detection ca- least time out of service.
pability. The weapons and electronics in the
The efficient hull design mini- Spruance-class destroyers are placed
mizes roll and pitch .to assure ..the, . aboard ship as an entire, system after
highest possible accuracy of the weap, they have been thoroughly tested on
ons and detection systems while also
reducing resistance and drag to pro-
land. All the electronic equipment for
one system is placed together in the
vide fuel savings at high speeds. same compartment aboard ship,' en-
In addition to the shape and 'pro- tirely integrated, with only the connec-
pulsion of the ship, there are others' tions to remote equipment and power
factors involved in operating efficiency _ sources remaining incomplete.
and reducing the life cycle costs of the . For modernization, the entire sys-
destroyers. One of the most important tem can be easily disconnected from
considerations in Ingalls' design was external equipment in the same man-
the size of the crew. Through use of ner, and replaced with, a newer system
automation and advanced technology 'in much less time than normally-
re-in the propulsion, armament and elec- quired. The replacement system can
tronic systems, and the use of support- be assembled, tested and' pro-
ing equipment requiring minimum 'grammed, and crew members trained
maintenance, the crew size has been in its operation, while the electronic
reduced to about 250 officers and en- system is still on land, and the ship,
listed men, less than 80 percent of the which is to receive the new equipment,
crew required for modern combat is still at sea.
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Litton had total responsibility for DD-963 j
USS SPNUAREE [0D-963]
The DD-963 is unlike any destroyer
ever to fly the United States flag-big-
ger, more powerful, more sophisti-
cated and built for rapid, economical
future modernization. Unlike previous
Navy shipbuilding contracts, Spru-
ance was not built to meet detailed
specifications already generated by
the Navy. Ingalls has total responsibil-
ity for the shipbuilding program, and
has worked closely with the Navy from
the earliest stages of concept and de-
sign in producing a ship that meets all
the requirements demanded of a new
class of modern, naval combat ships.
With total responsibility for the
Rosenblatt had important
role in DD-963 program
M. Rosenblatt & Son, Inc. (MR&S), naval architects and marine engi-
neers with offices in New York City, Washington, San Francisco and San
Diego, played a significant part in the DD-963 program. During the pro-
posal and contract definition phases, MR&S was Litton's principalnaval
architectural consultant. During the development and production phases
of the program, MR&S provided major design support, handling a signifi-
cant portion of the detail design work.
The firm's participation in the program began in July 1967, prior to the
issuance of the Request for Proposal (RFP) for competition for the con-
tract definition phase. Many concepts that formed the basis of the suc-
cessful Litton proposal for the DD-963 class destroyer were developed
during this phase of the program, with significant support from MR&S.
During the contract definition phase competition, Rosenblatt played a
major role in the development of the conceptual design'of the gas turbine
destroyer that became the prototype of the concept later adopted for
the preliminary allocated base line configuration.
During the contract definition phase, Litton assembled, at Culver City,
California, a team of highly qualified naval architects, engineers, systems
analysts and other experts. MR&S was assigned the primary responsibil-
ity for naval architecture, under Litton guidance, and played a leading
part in the development of the DD-963 general arrangement, hull sys-
tems including the adoption of the sing le-arm.davit for boat handling, and
other significant hull features.
After the award of the design and procurement contract to Litton,
Rosenblatt participated in the system design development and led the
development of system requirements as well as many engineering
change proposals such as one involving a change in ship size.
The detail design phase of the program found MR&S participating on a
larger scale in the design effort. Work included development of compos-
ites for all ship systems in Modules 1 (hull, fwd) and 3 (hull, aft), and the
detail design of air conditioning and ventilation systems, steam heating,
steam drains, air conditioning chilled water piping, wireways and lighting
in these modules; also, major work on degaussing system wireways, and
equipment and machinery foundations.
program Ingalls has developed or sub-
contracted virtually all of the elec-
tronic and mechanical equipment to
go aboard the ships. This is a depar-
ture from traditional Naval construc-
tion programs in which there is a large
amount. of Government-furnished
equipment.
With nearly 30 percent of the total
cost of each ship related to its elec-
tronic systems, their procurement, in-
tegration, testing and installation is
one of the-most vital parts of the over-
all shipbuilding program. To insure
the reliability of the electronic sys-
tems, Ingalls/Litton constructed sev-
eral new, innovative facilities. In
Southern California, Litton built a
Command and Control Shore Station
for initial testing of the destroyers'
computer hardware and developing
the computer programs.
At the shipyard in Pascagoula, Mis-
sissippi, the company constructed a
Land-Based Test Facility that is hand-
ling the final testing of electronics for
the destroyers. Here the components
of each system are assembled in the
exact configurations in which they will
go aboard ship. Once the components
have been integrated into the system
and met the requirements of a rigid
test procedure with simulated combat
conditions, they remain assembled on
a steel platen to be installed aboard
ship as one unit.
All the command and control sys-
tems, including computers and dis-
plays, gun and missile firing control
systems, surveillance systems, exterior
communications and electronic navi-
gation systems, are tested in Litton's
Land-Based Test Facility. Operating
at peak capacity, the facility can con-
currently test complete electronic sys-
tems for three ships.
Litton's Data Systems division is re-
sponsible for the integration and test-
ing of the shipboard electronics as
well as the design of certain key sys-
tems, under a subcontract to Ingalls.
Under the DD-963 contract, Ingalls
also provides comprehensive logistic
support including engineering the reli-
ability and maintainability of ship-
board equipment, preparation of
maintenance manuals, specifying
spare part requirements, determining
the size of the crew, and training these
4
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class concept, design and construction
officers and enlisted men. technical milestones relating primarily tems aboard ship. There are a total of
In measuring the progress on the to the propulsion system and com- 14 milestones to measure the entire
DD-963 program, the Navy and Con- puter software programs that make up DD-963 program, and all have been
gress were aided by a series of major the most innovative and critical sys- met.
VV F UN
ASSOCIATED
AMPLIFIER LOUDSPEAKER RADIO SET
UHF CHANNEL
SELECTOR
LOUDSPEAKER AMPLIFIER SECURE EXTENSION
TELEPHONE
VIEW OF THE BRIDGE aboard the DD-963. Ship's control console is at left in photograph
5
COMMAND
COMMUNICATIONS
CONTROL
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 Approved For Release 2009/07/31: CIA-RDP05SO062OR000401160001-9
USS SPRURR E [0D-963]
CENTRAL COMMAND/CONTROL STATION monitors and controls both engine rooms and auxiliary equipment from one central location
Gas turbine amain propulsion gives great
The commissioning of the Spruance paied to a low-speed diesel engine in-
represents an historic milestone in the, stallation of the same power, the en-
Navy's long and proud history. For` tire gas turbine takes up about the
with the Spruance the Navy is going to same space as one cylinder: The gas
sea with its first all-gas-turbine-pow- turbines weigh less than 40 percent of
ered combat ship, the forerunner of another propulsion plant of equal
several fleets of combat ships powered power.
by gas turbines that will play an ever- The gas turbines require a bare
increasing role in maintaining free- minimum of auxiliaries, and their
dom on the seas. simplicity offers wide-spread advan-
This first of 30 DD-963 destroyers tages in maintenance and ease of au-
has four General Electric LM2500 tomated operation. Simple controls,
marine gas turbine power plants-for which are more rapidly adapted to au-
main propulsion, basically the same tomation throughout the ship, allow
engine used in the C-SA and DC-10. the; Spruance to operate with a total
Three additional gas turbines, built by complement of approximately 250 of-
Detroit Diesel Allison division of Gen- ficers and enlisted men. The engineer-
eral Motors, drive generators for the ing! department of the Spruance has
ship's electrical power. approximately 54 officers and men,
In.deciding on the use of gas tur- while a steam plant would require
bines to power all the Spruance class more than 100. For this ship, the nor-
ships, Ingalls considered the many ad- mal underway engineering watch sec-
vantages of these jet aircraft engines tion will consist of five men. The same
that have been successfully applied to size ship, run on steam, requires 18.
shipboard use. Compared with steam Survivability was one of the main
or diesel installations, the gas turbines considerations in the design and con-
offer great; savings in space and struction of the Spruance. With the
weight. An entire gas turbine propul- elimination of much of the auxiliary
Sion, engine takes up less space than equipment, such as pumps, blowers,
the main condenser of a steam plant vacuum arrangements, tubing and
of equal horsepower. And when com- piping, made possible.by the use of
gas turbines, the propulsion system is
much less vulnerable than steam
plants to -shock and battle damage. In
the event of damage to the few propul-
sion auxiliaries that do exist, practi-
cally all are designed to be replaced by
the ship's crew with a modular on-
board spare.
Additionally, the engine rooms and
auxiliary machinery spaces. on the
Spruance are located to provide the
maximum degree of survivability. The
propulsion for each shaft is separated
by two auxiliary machinery spaces
,providing three watertight bulkheads
between each plant. For the same pro-
tection, the three ship. service gas tur-
bine generator sets, along with their
waste heat boilers, are located in each
engine room and a third generator is
located as far aft as possible, with an-
other three bulkheads separating it
from the aft engine room.
The four gas turbines produce more
than 20,000 horsepower each to drive
the ship at speeds in excess of 30
knots. They are designed to operate on
either Navy distillate fuel, Navy diesel
or JP-5, with each engine room being
served by a complete and independent
fuel oil service system.
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ENGINE ENCLOSURE
savings in space and weight
Two turbines are located side by
side in each engine room.. The ship
normally cruises with two engines op-
erating, one powering each shaft from
each engine room. Since the gas tur-
bines are all unidirectional and rotate
clockwise, the turbines in the star-
board engine room are reversed to
provide inboard shaft rotation. The
high-speed stage of the reduction gear
is mirror-imaged to accommodate the
location of the engines, but the gear-
ing itself is.not changed.
The main engine room provides
complete interchangeability of all
main engines. Each turbine is con-
tained in a noise-reducing, airtight en-
closure, which provides engine cool-
ing, sound silencing, lighting, and
rapid fire-extinguishing capability.
Each of the four modules is 26 ft 6 in.
long, 9 ft wide and 9 ft 6 in. high.
Reduction gear assemblies for
main propulsion, supplied by West-
inghouse Electric, are locked train,
double reduction assemblies. Clutches
connect the gas turbines to the high-
speed elements of the reduction gear.
The clutches are forced synchron-
ized/positive engagement and locking
type. The reduction gear/clutch has
the capability- to transmit the full
torque of either of two gas turbines in-
dependently, or of both engines simul-
taneously. It can also smoothly trans-
fer from one gas turbine per reduction
gear to the other engine, or from one-
engine operation to two-engine opera-
tion without affecting ship speed. The
reduction gear has a full power torque
output of 1,281,000 ft-lb.
The reduction gear also supports
the controllable-reversible pitch pro-
pellers (CRP) oil distribution box, and
the gear shaft provides a path through
the gear for hydraulic oil and ship si-
lencing air lines. The gear includes
drives for main lube oil and propeller
backup hydraulic pumps.
The intake duct system for the pro-
pulsion engines is constructed to pro-
vide an efficient air flow free of water
or salt, and to provide anti-ice protec-
tion. The inlet system includes a high-
hat inlet, moisture separators, intake
louvers, blow-in doors, cooling ducts,
cooling air fans, cooling duct silencers
and main duct silencers. The exhaust
duct system is constructed to dis-
charge the exhaust gases so they are
not reingested into the inlet and do
not overheat equipment on the mast.
The CRP propeller provides opera-
tion from full speed ahead to full
speed astern, for crash stopping and
for maneuvering the ship at low
speeds. The CRP system includes the
hub and blades, shaft tubes, oil distri-
bution box, hydraulic oil power mod-
ule and associated tanks and lines.
Each propeller has five blades and
measures 17 feet in diameter overall.
For electrical power the three
identical gas turbine generator sets
are each rated at 2000 kw. The gas
turbine engine and gear box portion of
the generator set is mounted inside an
acoustical enclosure. Each generator
set has its own independent lubricat-
ing oil and seawater cooling system,
and the gas turbine and gearbox have
a common synthetic lube oil system,
which is seawater cooled. The exhaust
gases from all three generator sets are
routed through : waste-heat boilers,
which are rated at 12,000 lb/hr.
The waste-heat boilers , generate
auxiliary steam for bulk and special
heating requirements such as the
ASROC launcher deicer, fuel oil heat-
ers, distilling. plants, hot water heat-
ers, laundry and galley. There is suffi-
cient steam so that vital services can
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WASTE HEAT
BOILER
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U55 SPRUAIILE [DD-963]
EACH GAS TURBINE is housed in airtight acoustical chamber that has sufficient accessibility for
normal maintenance and minor repairs
be provided from one boiler, and all
additional steam required is provided
with two units operating.
During ship construction two pro-.
pulsion gas turbines and one reduc-
tion gear are mounted on a common
bed plate to facilitate installation and
noise isolation. Most of the installa-
tion and alignment work is done in an
erection shop where access and gen-
eral working conditions are much bet-
ter than aboard ship, significantly im-
proving the efficiency and accuracy of
the work. The bedplate is moved to
the ship with the reduction gear and
gas turbines installed and completely
aligned.
Optical sightings are shot to define
the propulsion shafting centerlines af-
ter both of the engine room bed plates
are landed on the ship and after con-
struction nears completion as to weld-
ing and total weight. The shaft struts
and the stern tubes are then bored and
the lineshaft bearings are installed.
The bedplates are aligned to the shaft-
ing and secured on temporary chocks.
The internals required by the CRP
propeller and the air system are then
installed, followed by the propeller
and finally by the oil distribution
boxes. After launching, the alignment
of the entire propulsion system is veri-
fied and final chocks are installed un-
der, the lineshaft bearings and the
common bedplates.
The port engine room is positioned
approximately amidships, and the
port shaft is just over 276 ft long.
There are seven elements to the shaft.
The starboard shaft is about 178 ft
long and has four elements. Each
shaft has three water-lubricated bear-
ing's, while the port shaft has four line
shaft bearings and the starboard shaft
has one.
The gas turbine generator sets are
supplied as modular units, with the
gas turbine, reduction gear and gener-
ator all pre-aligned by the vendor,
Stewart & Stevenson Services Inc.,
and mounted on a common baseplate.
All seven gas turbines supply com-
pressor bleed air to a common mani-
fold. The DD-963 uses an integrated
bleed air system to supply air for a vari-
ety,of uses including starting the main
engines and ship service generators;
anti-icing in the main engine and gen-
erator inlets; silencing air for the ship
and propellers, and for monitoring the
engine.
USN's quietest surface ship. The
DD-963 is one of the quietest Naval
surface ships in the United States
fleet. In addition to silencing of indi-
vidual components, other provisions
made to reduce airborne (deck and en-
gine room) and structureborne noise,
include silencers, insulation, acoustic
enclosures, careful design and selec-
tion of valves and piping, flexible con-
nections and resilient mounts.
The power system of the ship is de-
signed for ease of maintenance. In-
spection ports are provided on the en-
gines and the reduction gear. Vibra-
tion is constantly monitored and peri-
odic inspections compare perform-
ance. For extensive maintenance or re-
placement, the power turbine and gas
generator may be separated, and the
engines removed through the intake
ducting. A three-rail system is pro-
vided to guide the gas generator or
power turbine through the intake
duct. The placement of the turbine
generator units is also designed for
easy access and removal.
The DD-963 ship control system
was designed and integrated with the
ship's propulsion, auxiliary, steering
and electric plant systems by Ingalls,
and the Guidance and Control Sys-
tems division of Litton Industries. The
major components of the system in-
clude the ship control console, propul-
sion and auxiliary machinery control
equipment, electric plant control
equipment, propulsion local operating
equipment, and propulsion and auxil-
iary machinery information system
equipment.
The basic command and control is
provided by a single lever for each
shaft, which controls the pitch of the
propeller and the speed of the shaft
from either the ship control console on
the bridge, the bridge wings, or the
central control station. Manual con-
trol of pitch and shaft speed can also
be controlled separately at the central
control station or in the individual en-
gine rooms.
The central control station electron-
ically monitors and controls equip-
ment in both engine rooms. It also
provides monitoring and control over
auxiliary machinery, overtorque con-
trol, automatic and manual starting
and stopping, and automatic control
of mode changes in the engine room.
The different modes under which the
engine room may operate include the
secure mode when no engines are op-
erating, the split plant when one en-
gine in each engine room is operating,
and the full power mode when both
gas turbines are operating.
The central control- station also in-
cludes the electric plant control equip-
ment, which provides automatic and
manual generator paralleling, alarm
systems, interlocks, safety features
and parameter readouts for the three
ship service turbine generators.
The ship control console on the
bridge, which allows direct control of
speed and propeller pitch, also pro-
vides the control and instrumentation
for remote control of the hydraulic
steering gear system.
The data acquisition system re-
ceives information from sensors, pro-
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Suppliers and equipment
cesses the information and provides
display information at control con-
soles and when required, logs this in-
formation on a digital printer.
Information that is displayed on
several consoles is transmitted over a
party line, which permits 128 status
and alarm displays to be updated four
times a second. This information is
also sent to the computer for data
print-outs and automated fault find-
ing.
More than 300 parameters on the
power turbines, electrical generators
and auxiliaries are sent to the com-
puter. Each console has a set of
switches that can address any parame-
ter sent to the computer. The value of
the parameter addressed is shown on a
digital display located above the ad-
dressing switches and is updated once
per second.
A data logger can be operator-re-
quested to print out the data on pa-
rameters stored in the computer. This
can be done for a single parameter, a
grouping of parameters such as those
associated with one of the power tur-
bines, or all parameters. An all-pa-
rameter print-out requires less than 10
seconds.
Alarms are printed out automati-
cally when parameters exceed prede-
termined tolerances. The reset of the
alarms is printed when the parameter
returns to normal. Changes of ship
speed and machinery configuration
that affect ship speed are automati-
cally printed out.
An automatic calibration program
is provided for each rack. When a
printed circuit card is removed and
placed in the special calibration slot,
the computer senses which slot the
card came from and provides lights
that tell the operator whether an ad-
justment is high, low or correct. This
minimizes adjustment time when a
card replacement is necessary.
The computer looks at information
received to determine if there are any
faults, and if necessary the computer
initiates test signals. When the com-
puter determines which card has
failed, a signal is sent that lights a
lamp on the card.
The propulsion controls have un-
dergone extensive testing under actual
operating conditions, using propul-
sion turbines, reduction gear and
shafting with a water brake for shaft
loading. Shipyard designed and built
simulators were used to test the inte-
grated system at dockside.
AAI, torpedo doors
Acurex, shaft torsionmeter
Aeroquip, flexible hose and fittings
Aircraft Appliance & Equipment
(Canada), fuel oil coalescer, JP-5
transfer filter/separator
American Metal Bearing, line shaft
bearings, stern tube and strut
bearings
American Standard, F-O service
heater, F-O transfer heater, L-O
purifier heater
Aqua-Chem, distilling plant
Bird-Johnson, CRP propeller, CRP
hydraulic and servo box
Blackmer Pump, bilge pump, F-O
transfer pump, JP-5 service and
transfer pumps
Borg Warner, air conditioning plant,
refrigeration plant
Carver Pump, close-coupled cent.
pump, IR suppression booster pump,
turbine generator SW booster
Chesapeake Instrument, underwater
speed log sensor and display
equipment
Condenser Service, waste heater
boiler, ASROC launcher
heater and cooler
Collins Radio, communications
equipment
Controlex, ventilation systems,
whistle pull
Consolidated Controls, pressure
transducers, pressure and
temperature instruments
Davie Shipbuilding (Canada),
sonar dome structure
Dielectric, ship service air dryer
Dominion Aluminum Fabricating
(Canada), hangar door and
machinery
Environmental Elements, sound
control systems for main
propulsion units
Everpure, bromine system
Fire Control Engineering,
AFFF proportioner
Frigitemp Marine/Rudman & Scofield,
engineering, manufacture, procure-
ment and installation of total
joiner work package
Garrett Mfg. (Canada), package
conveyor
General Air Dryer, ship service air
dryer
General Electric (Ohio), main
propulsion gas turbine
modules
General Electric (Salem, VA),
a-c controllers
General Electric (Syracuse), sonar
cabinets, transducer, cables
and staves
General Electro Dynamics, closed
circuit TV system
Goodrich, B.F., sonar dome window
Gaylord Industries, galley ventilators
Hamilton Standard, moisture
separator
Honeywell, ASROC handling system,
ASROC launch group MK1 6, torpedo
handling system, torpedo tubes
MK32, recorder/reproducer,
weapons control system MK1 16
Huhn Seal (Canada), bulkhead &
stern tube seals
Hughes Aircraft, digital display
systems
Hydraulic Research, filter elements
and lube oil strainers
Ingersoll-Rand, ship service air
compressor, H-P air compressor
Industrial Acoustics, reduction gear
enclosure, turbine exhaust
silencers
International Paint, tank coatings
ITT Avionics, aircraft navigation
beacon systems
ITT Gilfillan, satellite
navigation systems
ITT Grinnell, pipe hangars,
sway braces
Jared, steering gear, sewage
treatment plant
Joy Mfg., enclosure cooling fan
Kahn, H-P air dryer
KPM, dumbwaiters
Lake Shore Engineering, anchor
windlass, boat handling system
Lidgerwood Mfg., capstan
Loeffler, Joseph M., fog and watch
bells, signalling gongs, valves
and deck drains
Louis Allis, degaussing power
supply and control equipment,
sonar power supply
Menasco, strike down lift system
Motala (Sweden), inboard and
outboard propulsion shafting
Nelson Electric, switchboards
Northrup, Omega navigation
receivers
Pemco, quick-disconnect hose
fittings
Pennwalt, F-O purifier, L-O purifier
Philadelphia Gear, main propulsion
clutches, turning gears,
generator drives
Philadelphia Resins, poured chock
applications for sonar dome to hull,
aux. machinery units, ASROC
magazine, main engine alignment
and assembly fixture, radar
foundations, ammo tracks
Schjelddahl, G.T., bulkhead mounted
kingpost, retractable kingpost
Simplex Industries, honeycomb panels
Sperry Marine, gyrocompass
Stewart & Stevenson, main
distribution switchboards,
ship service generators
Teledyne inet, converters
Thermx-Changer, L-O cooler
Unidynamics, elevators
Univac Div., Sperry Rand,
electronic computer systems
Varo, converter
Warren Pump: chilled water, L-O
service, F-O service and
waste drain pumps
Westinghouse, main reduction gears
Worthington, seawater pump
York Div., Borg-Warner, fan
coil unit heaters
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00 OPM10H E1 ADD-M]
Most "people conscious" and worksaving
To the delight of sailors everywhere,
the chipper and the paint brush for
ship upkeep are nearly obsolete. Since
the days of the Monitor and Merri-'
mac, sailors the world over have spent
endless hours tediously chipping,
sanding and repainting their rusting
ironclads. No more.
The Spruance has almost elimi-
nated that tiresome task as well as
other unpleasant chores, such as pol-
ishing bright work (brass fittings and
rails). It had to. With a large ship
manned by a relatively small crew,
there was little time for the mundane
work of constant maintenance.
Worksavers aboard this new ship
include a rustproof aluminum super-
structure, vinyl fabrics bonded to
lightweight aluminum honeycomb in-
terior bulkhead structures that can be
wiped clean with a damp cloth, vinyl
We or fireproof carpeting on. most
decks, new sealants between partitions
and the deck to eliminate rust and
odors from scrub water, and tough
protective paints that resist rust, cor-
rosion and wear. Brass plates, fittings
and rails that require almost contin-
uous care are taboo. Unlike HMS
Pinafore, there is no need for a sailor
on these destroyers to "polish up the
handle on the big front door".
In making this the most people-con-
scious ship in the fleet, Ingalls Ship-
building has toppled one Naval tradi-
tion after another. Gone are the bat-
tleship grey and bilge-water green
paints, standard G.I. metal furniture,
green felt table cloths, foot lockers,
head-knocking doorways, narrow
bunks, uncomfortable living and
working spaces, and hot stainless steel
food trays that turn ice cream into in-
stant mush.
The ship is alive with bright,
cheerful colors on flame-retardant
and smoke-resistant fabrics. Three-
tier enlisted men bunks built of a rigid
aluminum honeycomb' structure, are
equipped with, foam mattresses,,pil-
lows, curtains, reading lights and indi-
vidual ventilation. They are separated
by ' clothes closets for hanging the
Navy's new uniforms and grouped .to
assure _ the greatest privacy, comfort
and convenience.
The living, dining and recreation
quarters feature decorator-coordi-
nated colors in solids, plaids and
stripes of gold, brown, orange, red,
blue, white and green. The curtains,
upholstery, carpeting and other
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ship in the U.S. Navy
fabrics are lightweight, colorful and
selected for low maintenance and
safety. While some walls and furniture
have wood and leather tones, substi-
tutes have been made for these na-
tural materials to reduce fire hazards.
For added comfort, all living spaces
and interior work areas are air condi-
tioned. The berthing and dining
rooms have been located in the center
of the ship to reduce the discomfort of
roll and pitch motions during heavy
seas.
Separate dining facilities are
available for officers, chief petty offi-
cers, first class petty officers and other
crewmen. Food will be served in
molded plastic aqua and tan trays that
reduce noise in the galley and scullery
and will not conduct heat. The ship
has several recreation areas, an exer-
cise gym, library, post office, hobby
shop, store, medical, dental and hos-
pital facilities, vending machines for
hot and cold snacks and closed-circuit
television for communications, train-
ing and entertainment.
. Even a basketball player would
hardly have to bend his head; this ship
was built with the tall man in mind,
with most doorways having 6 ft 5 in.
clearance.
In working the ship, crewman can
use elevators both fore and aft for
moving dry stores and munitions be-
tween decks. Small pallet trucks will
handle the cargo's horizontal move-
ment. Torpedoes will be hauled be-
tween decks with a hydraulic lift sys-
tem and loaded into launchers, tubes
and the helicopter by semi-automatic
handling equipment.
OFFICERS' LIVING QUARTERS.
These two-man rooms have modular desk and locker wall units. As are
all living spaces and interior work areas, these are air conditioned and
feature decorator-coordinated colors in solids, plaids and stripes of
gold, brown, orange, red, blue, green and white, selected for low main-
tenance and safety
Automation will improve the ship's
efficiency and reduce the number of
sailor watch stations. Computers will
continually monitor the ship's per-
formance looking for possible fires
and checking on fuel consumption,
speed, course, temperatures, elec-
tronic and electrical system and
countless other measurements to warn
crew members of danger or abnormal
operations.
The ship will have a cooler, cleaner,
quieter, and more compact engine
room. The switch to gas turbine en-
gines eliminated the need for large
boilers, condensate and feed pumps
and extensive hot steam piping. Dis-
pensing with this equipment has in-
creased the space, reduced the upkeep
and made the sailor's life aboard ship
a great deal more pleasant.
CREW'S DINING AREA?
.,
Although covered with protective wrappings in this photo, this area fea.
tures wood grain plastic table tops. Booths will have color coordinated
seat cushions, in addition to the colorful, stackable individual chairs.
Food will be served on molded plastic trays that reduce noise and will
not conduct heat .
CREW'S LIVING QUARTERS
These were designed to be functional, comfortable and attractive. They are painted in pastel colors, and the modular triple-decker berths feature indi-
vidual, adjustable air conditioning outlets and lighting. Note lockers for hanging Navy's new uniforms . . .,
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quence; others can occur in parallel.
The weapons control panel located
in the ship's combat information cen-
ter (CIC) is the fire control central
monitoring station. The panel is
manned by the ASW officer, whose
actions are monitored at supervisory
consoles both in the CIC and on the
bridge.
Lighted indicators on the panel in-
dicate the status of the firing se-
quence. The indicators glow red when
an event is still in process, and turn
green when the event has been com-
pleted. A "green board" indicates that
the weapon can be safely fired without
danger to the destroyer and with con-
fidence that it will strike the target.
Variety of systems. ASW weapons
aboard Spruance include the ASROC
launching system, which is a long-
range weapon and an improved ver-
sion of launchers currently in use on
other Navy ships. The most significant
improvement is the weapon handling
and stowage system, which provides
fully automatic launcher reloading in
approximately one-fifth the time re-
quired by current systems. An addi-
tional feature is the capability to auto-
matically transfer weapons from the
weather deck to the magazine during
underway replenishment.
Other weapons include the two tor-
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PLOTTING BOARD in Combat Information Center (CIC), above; view at left shows bulbous sonar
dome and knife-edge bow, symbolizing monumental menace to subs
uss sPnunncE [00-963]
Heart of ASW capability is
The primary mission of the DD-963
is anti-submarine warfare, and the
heart of the ASW system aboard
Spruance is the underwater fire con-
trol system. This system, developed by
Honeywell's Marine Systems Division
in West Covina, Calif., translates tar-
get range, bearing and depth informa-
tion provided to the ship's central
computer into signals that control the
weapon launch mechanism-either
anti-submarine rockets (ASROC) or
torpedo tubes-and transmit informa-
tion to the weapons that will enable
them to reach their targets.
Basic target information is supplied
by the ship's AN/SQS -53 sonar,
which is able to detect and track un-
derwater targets while they are a con-
siderable distance from the destroyer.
This target information is processed
by the central computer to predict the
targets' movements, and sent electron-
ically to the underwater fire control
system.
The fire control process is highly
automated. However, it was deliber-
ately designed so that the process is
under the continuous surveillance and
management of the ASW attack team.
Controls and interlocks insure that fir-
ing of weapons cannot proceed unless
certain events take place. Certain
steps of the process must occur in se-
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SURVEILLANCE EQUIPMENT in DD-963's Combat Information Center
in operation during sea trials
STARBOARD TORPEDO ROOM. Torpedoes are loaded mechanically
and launched through sliding door in ship's side
computerized fire control system
pedo tube mounts, each with three
barrels, which are located on either
side of the ship to combat the close
range submarine threat. By locating
the torpedo tubes inside the ship, they
have all-weather capability. The tor-
pedo system, has fully remote firing
that increases reaction time, and re-
duces the required manning in the tor-
pedo room.
Torpedoes are also delivered by
ASW helicopters. The ships are de-
signed to carry either two UH-2 or one
SH-3D helicopters. In support of these
operations the Spruance is equipped
with a helicopter hangar and support-
ing shops to maintain and repair the
aircraft. The ship has handling and
stowage equipment specifically de-
signed for the torpedoes that will be
carried aboard. The system provides
mechanized delivery from stowage to
the torpedo .tubes, and to the helicop-
ter landing deck, quickly and safely
even during unfavorable sea condi-
tions.
The Spruance is also equipped with
two 5-in/54-caliber guns of new de-
sign. This Mark 45 lightweight gun,
which is aimed and fired electroni-
cally, is a new weapon. It is fully auto-
matic, weighs one-third as much as
comparable gun mounts in the fleet
and requires one-third of the number
of men to operate. The weapon re-
quires no personnel in the turret dur-
ing firing, as the entire operation is
controlled from a remote station be-
low decks. The Spruance-class de-
stroyer is one of the first ships in the
Navy to use this new gun.
An important component of the
Spruance's ASW capability-subma-
rine surveillance gear-is located in a
large bulbous dome below the water-
line of the ship's bow. This long-range
hearing device, a key element of the
ship's tactical data system, is the most
advanced surface ship sonar opera-
tional in the Navy today. It is designed
to detect, identify and track multiple
targets.
With its higher power and improved
signal processing, it has several advan-
tages over more conventional systems,
including longer range, greater depth
penetration, and the ability to more
rapidly search large ocean areas for
enemy submarines. The multi-mission
destroyer is the Navy's first major.
combatant ship to have sonar linked
directly to digital computers, thus in-
creasing the swift, accurate processing
of target information.
Other sensing equipment aboard
Spruance includes the weapons fire
control system, which electronically
aims and fires the ship's weapons, the
surface and air search radars, and the
electronic detection and tracking sys-
tems.
. These systems use five general-pur-
pose, high-performance, digital com-
puters for high reliability and fast pro-
cessing. Connected to these computers
are digital display systems to visually
portray the information gathered by
the radar and other sensors to crew
members and command staff.
The tactical data system can assess
a potential threat, assign and control
various weapons, and automatically
perform other combat functions for an
individual ship or the entire fleet. An
important part of this procedure is the
anti-submarine-warfare weapons con-
trol system, which will process, store
and display target data, and automati-
cally control several of the ship's anti-
submarine-warfare weapons.
For their global operations, the de-
stroyers are capable of navigation by
satellites. Using data transmitted con-
tinuously from the Navy Navigation
.Satellite System, a shipboard com-
puter system can automatically solve
worldwide navigation and position-
fixing problems to an extremely accu-
rate degree 24 hours a day regardless
of the weather. It can also update the
output and check the accuracy of
other ship navigation equipment.
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USS SPRUAUEE [DD-963]
History of the destroyer: From armed
One hundred and eleven years ago, a
small steam launch, with one torpedo
.lashed to its side,. destroyed the iron-
clad, cannon-armed confederate ram,
Albemarle, in the mouth of the Roan-
oke River. The Union commander, LT
William Cushing, lost 12 of his 14 vol-
unteer crew but the daring foray dis-
rupted the Southern plans for an at-
tack on the blockading Northern fleet.
The incident created great interest
in Naval circles but it was not for 'an-
other three decades that the military ef-
fectiveness of the ram-and-run vessels
was proven: Directly in 1895 when
Japanese torpedo boats sank 14,000
tons of Chinese shipping, including
four warships, at Weihaiwei; indi-
rectly in 1898, by the American Navy's
fear of four Spanish torpedo boats in
Havana Harbor.
Fortunately for the United States,
the Spanish ships were in such poor
shape that they never attacked: But
the Navy, realizing that a quick sortie
of these manned missiles could break
the blockade, started construction of
the first real destroyer:USS Bain-
bridge. Commissioned. in 1902, she
was a squat 590-tonner (full load dis-
placement) designed for defense. She
was 250 feet long, powered by recipro-
cating engines and armed with 4-in.
guns and two torpedo tubes. She was
built to operate primarily in sheltered
waters, could maneuver rapidly and
had a speed of 28 knots.
Within a few years, destroyers had
become an integral part of the fleet:
The Cushing from Herreshoff Manu-
facturing Company in Bristol, R.I.;
the 400-ton Lawrence from the Fore
River Shipbuilding Company (now the
Quincy division of General Dynamics)
and the 700-ton Flusser from Bath.
During. -these years, however, the
major advances in destroyers. were
made by the British. In those days,
England's naval strategy was keyed to
the possibility of war with France. His
Majesty's warships could blockade
French ports but the slow and cum-
bersome battleships and cruisers
would be easy targets' for the danger-
ous little torpedo boats. The first Brit-
ish destroyers were defensive: "Glori-
fied picket boats to serve as tenders to
flagships." .
This narrow concept was changed
by Rear Admiral Roger Keyes. As the
result of his experience in China dur-
ing the Boxer Rebellion,' he'was con-
vinced that destroyers could be a pow-
erful new offensive weapon that could
revolutionize naval warfare.
USS ZEILIN (DD-313) of World War I vintage was known as the old four stacker. Fifty of these
were traded to England in 1941 for U.S. bases in West Indies
USS DICKSON (DD-708) was built by Federal SB & DD Co., commissioned in 1945. This Sumner
class ship had full load displacement of 3320 tons, length of 376.5 ft
During a fleet exercise in the British'
Channel, Keyes hid his five destroyers
in Milford Haven. Under cover of
darkness, the ' small 'vessels ap-
proached the cruiser screen until each
was 500 yards abeam of a capital ship.
Then they turned 'to attack. Despite
gale conditions, "the surprise was
complete and dramatic. ..in . weather
conditions, considered impossible for
small boats."
During World War I, flotillas 'of de-
stroyers teamed to convoy merchant-
men and to attack enemy warships.
The. Keyes tactic: "Turn to meet the
eney, race in, force him to turn way
at least, torpedo him if possible."
Meantime, the U.S. Navy slowly im-
proved and enlarged its destroyers. By
1915, the basic ships were long, nar-
row, "seagoing greyhounds",, with
four rakishly tilted stacks and flush
decks. In World War I, they became
three-dimensional weapons: 4-in.
guns and 12 torpedo tubes for surface
combat; anti-aircraft guns to ward off
air attacks; depth charges and Y guns
for -anti-submarine warfare. Sub-
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steam launch to "seagoing greyhound"
USS NICHOLAS (DD-449) was destroyer of Fletcher class completed by Bath iron Works in'
1942. She had full load displacement of 2500 tons, length of 376.5 ft
USS SPRUANCE (DD-963) represents a quantum jump in U.S. Navy's ASW capability. With full
load displacement of 7800 tons, she is twice as large as any previous DD
hunting was done with unsophisti-
cated tactics and weapons and tri-
umphs were achieved through trial
and error.
The small warships were crowded,
scarcely habitable and extremely un-
comfortable but they created strong
loyalties among officers and crew. In
both the American and British navies,
destroyermen were the elite.
By the end of the first world con-
flict, the U.S. had 242 destroyers, but,
under the Naval Disarmament Treaty
of 1922, half of these were either
scrapped or decommissioned. No new
American destroyers were built in the
1920s but, by 1935, with rumblings of
European conflict and the need to cre-
ate jobs, the U.S. had launched 35
new ships: 1395 tons, 5-in. guns, 40-
mm anti-aircraft weapons and 16 tor-
pedo tubes.
By World War II, the four-stackers
were obsolete but important. Fifty of
them were traded to the British in re-
turn for bases in the West Indies. And
one old-timer, the USS Ward, had the
distinction of firing the first American
shot of the conflict: At a small Japa-
nese submarine in the channel of
Pearl Harbor on December 5, 1941.
Unfortunately, its report went un-
heeded.
In 1941, the 50 American destroyers
helped save Great Britain. In the Win-
ter, German submarines sank over
100 ships-per month. By Spring, after
the U.S. destroyers had begun to con-
voy merchant fleets, the losses from U-
boats fell below the replacement level
and most of the needed supplies
reached their destinations.
Throughout World War II, the pri-
mary mission of destroyers was still to
protect merchant vessels and to sup-
port capital ships during surface en-
gagements. But the destroyers per-
formed heroically in warfare against
overwhelming odds. Typically, at
Guadacanal, four U.S. destroyers, in-
cluding one again named USS Cush-
ing, attacked the 31,000 ton battle-
wagon Hei. Their gunshots and torpe-
does bounced off the steelsheathed
hull of the battleship but managed to
do enough damage to create confusion
and force the Japanese to abandon
their attempt to seize their target: The
vital Henderson Airfield.
By this time, the standard destroyer
was the Fletcher class: 2100 tons, 376
ft long and bristling with guns, AA,
depth charges and torpedo tubes.
At Okinawa, they bore the full
brunt of the Kamikaza attacks. While
screening the landing force, 88 de-
stroyers and 30 excort vessels were
sunk or damaged. The Laffey (DD-
724) was attacked by 22 Japanese
planes. Her crew shot down nine, but
eight others crashed the ship in sui-
cide dives.
Korean War duty found destroyers
once again carrying out widely varied
assignments. With no enemy subma-
rines and very few aircraft to contend
with, the destroyers' chief roles were
found in providing an indispensable
screen for carrier task force air opera-
tions, gun-fire support for ground
forces and the shore bombardment of
trains, truck convoys and artillery in-
stallations.
Today, with their high speed, heavy
armament and sophisticated elec-
tronic equipment to detect and track
submarines, DDs can operate with
greater versatility and speed than any
other warships. The account for more
than half of all U.S. military vessels.
But their role remains little changed
from that of a century ago: "to seek
out the enemy and attack." END
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Opinion
Ingalls/Litton deserves hearty "well done" for the DD-963
This Special Issue devoted to the USS Spruance
and the subsequent ships of the DD-963 Class is the
first we have ever published in which the feature
editorial section is dedicated entirely to a U.S. Navy
fighting- ship. The last time we had a :special com-
memorative number on a ship was the September
1952 issue that was devoted entirely to the SS United
States.
Several unusual factors made this issue possible.
As the DD-963 is the first U.S. Navy ship designed
by the contractor, and for which the contractor
procured 90 percent of the mission equipment in lieu
of having it furnished by the government, Ingalls
Shipbuilding division of Litton Industries was able to
supply us-with Navy approval-with a wealth of in-
formation about this vessel. We are indebted in par-
ticular: to Mr. Jerry St. Pe, director of public
relations for Ingalls in Pascagoula, Mississippi, and
to Robert S. Knapp, manager of regional public
relations in New York City.
Perhaps the most important quality in un-
dertaking a project so immense as the design and
production of a new fleet of advanced destroyers is
experience. And Ingalls has the experience that
comes with 37 years of building a greater variety of
Naval ships than most shipyards in the 'world. The
Pascagoula yard built two of the largest and most
modern DDs now in commission-the !USS Morton
(DD-948) and USS Parsons (DD-949)-both of the
Forrest Sherman Class, which were delivered to the
Navy in 1958.
Ingalls' experience includes other types of Navy
combat ships and auxiliaries. Nuclear-powered sub-
marines, troop transports, escort aircraft carriers;
tank landing ships, dock landing ships, net layers,
Polaris submarine tenders and amphibious tran-
sports have all sailed from Pascagoula. I,
Some two dozen classes of destroyers have
preceded the Spruance into the Navy Fleet. At the
turn of the century the Navy designed 'a ship with
superior firepower and speed to counter the growing
threat from swift enemy torpedo boats. This was the
USS Bainbridge (DD-1), commissioned in 1902. as
the Navy's first true destroyer.
This progenitor of today's advanced, multi
mission DD-963 Class was the first command of Ad-
miral Raymond A. Spruance. She was 250 ft long,
with a full-load displacement of 590 tons and
powered by reciprocating engines. She carried
several deck guns, but her amain weapon was the tor-
pedo. Small, light and fast, she was built to operate
in sheltered waters rather than on the open seas.
As other missions and technology developed, par-
ticularly the destroyer's role against enemy sub
marines, destroyers grew in size, sophisticatiod4nd"
capability. Today, in Spruance, the Ba n'brcdge'sf 250
-17
ft has grown to 564 ft,` while the displacemen
t s i
creased to 7800 tons , And the reciprocating ngine
which have evolved through coal-fired steam tur=
bines and then oil-burning . steam turbine`s, are nowW
gas turbine, engines-the first application ofd these
jet-aircraftderived "power :plants on a major, U S
Navy combat ship
The Spruance s main mission', is Estill tofighttor
pedo-carrying ships. SBut in additi~on,~ enemy ships.
are now carrying missiles and supersonic alir raft.
And the`torpedo carryin g -slips that traveled one they
surface during the "~,Bacnb"ridge sad"aye pare now
sophisticated,nuclear powered,'submarines th?at;
have to be found before they cans&b~e. attacked.
In designing and ,constructing the DD 963 rl~ass
destroyers, Ingalls/Litton took into consideration the
rapid pace of technologicaladvaneement5in war are.
Design features ermitless c-, ti modernization and
conversion. These destroyers can beupdated waitht
new and more ? effective sub' systems and weapons
during their operational life, at~'minim~urri~ cost,~and
with minimum time out of service
Incorporated,, into the design of the' D`D X963 are
systems that reduce water and airpollution-An e~lec
tromechanical sewage treatment systemprocesses
wastes by separating and incinerating solids and
chemically treating liquids hese new drovers
also reduce ,oil, by collecting waste~ "lubri
cants and oil in shipboard storage, tanks' of l'aterk
discharge in port And; the uniqu design features of
the gas turbine engines operat ng of Na y !la,
fuel reduce the~soot in the stacks and black smoke.
emitted to the atmosphere while in operation
Each ship of therDD 963 Class swill beman~ned e,
a crew Hof about~250 off cersand enlisted
t
men=some 80 percent of that required afor a con-
ventional destroyer Hof similar size and lesser
k"I
capability. This ". reduction Hinz crews size comes from
increased' automation, better man-machine mat, n,
and careful planning'for each crew ass gnment.
Every feature` of the Spruance Class dsstttroyer is
"mission oriented "These ships, built to engage, in
anti-submarine `warfare, anti Aarfare, surface-two-
-ll
surface warfare and electronic warfare will be the
backbone of the U S avy s destroyer fleet dur n9'
the 1970s and beyond 'W
We are proud to publish this Speciral Com-
memorative Issue as a ktribute to the SUSS Spruanfce,
the "Navy's Sea Systems Command and the~Inlgalls
Shipbuilding division of~Litton Industries? ., .
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26 October 1977
Christening of USS John Hancock
Saturday, 29 October 1977
Pascagoula, Mississippi
Remarks
Admiral Stansfield Turner, U.S. Navy
Director of Central Intelligence
It is a great pleasure for Mrs. Turner and me to be here
today. For me it is a happy opportunity to visit this extraordinary
shipyard and to be surrounded by the sights and sounds of the
Navy again. What could warm the heart of a sailor more?
For Mrs. Turner it is a rare opportunity to experience
something few Navy wives can experience, yet, in so doing she
can represent the deep commitment in the Navy which all Navy
wives share.
For both of us it is a profound honor to help inject the
spark-of-life in this ship which, for much of the rest of our
lifetime, will sail the high seas, flying the colors of our
cherished nation, protecting those American ideals for which
our ancestors risked so much.
How appropriate that this revolutionary new class of ships
should count in its numbers one carrying the name of John .Hancock.
Few men in our history contributed more personally to both our
maritime heritage and our very existence as a nation.
John Hancock, a simple and poor boy, grew up in Boston as
an apprentice in his uncle Thomas' vast mercantile firm.
Earning his uncle's admiration and trust during many years of
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honest, hard work, he became manager and subsequently inherited
the Hancock interests.
As the merchant prince of Boston and second wealthiest man
in the Colonies, Hancock's business interests were worldwide,..
Ships were the means by which he conducted his business. And, it
was with his ships that Hancock first began to assert his and his
fellow colonists' rights.
The Boston Packet, a 160 ton ship launched in 1763, "solely
for the London Trade" as Hancock put it, was the first ship to
venture out of Boston Harbor without the stamped clearance which
would permit her to clear customs on arrival in England.
In 1766, the Hancock;`brigantine, Harrison, brought the long
awaited news that the Stamp Act had been repealed by Parliament.
The Liberty in June of 1766 was seized by the British at
Boston on a technicality, setting off riots against the British, and
demonstrations of popular support for Hancock in Boston and
surrounding communities. Their action and the subsequent impounding
of 3 other ships by the British led to the famous Boston Tea Party.
Hancock was instrumental in the planning and execution of this
act of outright defiance to George III.
Propelled by public acclaim to the Presidency of the First and
Second Provincial Congresses of Massachusetts, Hancock went on to
represent that State at the Second Continental Congress in Philadelphia.
As chairman of its Maritime Committee he signed the Captain's
commission and order to command the Providence of John Paul Jones.
As President of the Congress, to which he was quickly elected,
Hancock devoted his full energies for over two years to the work
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of establishing the new republic. His mercantile enterprises came to
a standstill; his home occupied by the British; his possessions taken;
his fortune used to support the emerging new government before it
had funds of its own. There was no doubt what John Hancock was
willing to sacrifice for American independence.
There was also no doubt where he stood. When the Declaration
of Independence was drafted, John Hancock was its first signer and,
for nearly a month, its only signer. His signature was written
larger than the large copper-plate script he normally used on
personal letters. Tradition has it that after signing the
Declaration of Independence, Hancock threw down his pen and said,
"There. John Bull can read my name without glasses, and may now
double the reward for my head. That is my defiance!"
Hancock had placed himself beyond any leniency of the crown
should the rebellion fail - and there were no assurances that it
would not fail. This was August second; by mid-September the
British had pushed the Continental Army off Long Island and had
taken New York.
Just as with John Hancock the man, there will be no doubt
where his namesake, the United States Ship John Hancock stands.
We all hope that it will never be necessary to use this, or any
ship, in battle. But, should there be no alternative, the
John Hancock will not be found wanting. Her design concept as
well as the manner in which she has been built are revolutionary.
She represents the finest technology and shipbuilding skill
available in the world today.
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n r'
As the Soviet Union continues to make up for economic and
political weaknesses through increased military strength; and as
developing nations come to appreciate the importance of the sea
in the balance of regional as well as world power; the competition
for control of the sea will grow. The United States is in many
ways an island, separated from friends and vital interests by
broad expanses of ocean. We cannot permit any nation to exercise
exclusive control of:the.seas, either by threat or fiat.
Our peace and the peace of the world depend on the continued ability
of all nations to communicate with one another by means of the
ocean's pathways, to trade freely, and to develop those economic
and cultural interdependencies on which understanding and lasting
peace can be built.
The John Hancock, which we christen here today, and ships
like her, represent our Navy of tomorrow. We shall be depending
on them until after the year 2000 - a formidable responsibility
when one reflects that building a ship today for the year 2000 is
the same as building one back in 1947 to meet the nedds of today.
Nonetheless, the John Hancock has been built to serve the nation's
interests as we can forsee them today and, as those interests change,
to be updated at the lowest possible cost and in less time than is
normally required.
I wish this ship and all those who will serve in her, luck and
success. And I charge them to always have the courage of the man
after whom this ship is named; to never let there be a doubt where
this nation stands and for what it stands; and to do so whatever
the personal sacrifice.
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In the words of Mr. Hancock, "Let us convince our enemies
that, as we are entered into the present contest for the defense
of our liberties, so we are resolved, with the firmest reliance
on Heaven for the justice of our cause, never to relinquish it...
If we do but remain firm - if we are not dismayed at the little
shocks of fortune, and are determined at all hazards, that we
will be free, - I am persuaded under the gracious smiles of
Providence, assisted by our own strenuous endeavors, we shall...
succeed..."
Thank you.
,. --- - Approved For Release 2009/07/31 : CIA-RDP05SO062OR000401160001-9