Clemson -class destroyer
The Clemson-class destroyers were a group of 156 flush-deck destroyers constructed for the United States Navy between 1918 and 1922, forming the largest class of destroyers built by the U.S. up to that time.[1][2] Evolving from the earlier Wickes class, they featured enhanced fuel capacity—increased by 35% to about 425 tons of oil—for greater operational range of up to 4,900 nautical miles at 15 knots, along with larger rudders for improved handling in rough seas.[3][2][4] These vessels displaced 1,190 tons standard and 1,308 tons at full load, measured 314 feet 5 inches (95.8 m) in length with a beam of 30 feet 10 inches (9.4 m), and were propelled by four Thornycroft or Yarrow boilers feeding two Curtis or Parsons geared steam turbines that delivered 27,000 shaft horsepower, enabling a maximum speed of 35 knots.[1][2] Armament consisted of four single 4-inch (102 mm)/50-caliber guns in open mounts, twelve 21-inch (533 mm) torpedo tubes arranged in four triple above-water mounts, one or two 3-inch (76 mm)/23-caliber anti-aircraft guns, and provisions for depth charges to support anti-submarine warfare.[1][2][5] Most Clemson-class ships entered service after the Armistice of World War I in November 1918, limiting their involvement in that conflict to a handful of late commissions that participated in post-war occupations and patrols in European waters.[1] During the interwar years, they formed the backbone of the U.S. Pacific Fleet's destroyer force, conducting training exercises, fleet maneuvers, and occasional diplomatic missions, though many suffered from boiler issues and were placed in reserve or reduced commission by the 1930s.[3] A tragic peacetime event occurred on September 8, 1923, when seven ships of Destroyer Squadron 11 ran aground at Honda Point, California, due to navigational errors amid heavy fog and strong currents, resulting in 23 deaths and marking the U.S. Navy's worst such disaster.[6] In World War II, approximately 100 surviving Clemson ships were reactivated, modernized with updated radar, sonar, and anti-aircraft batteries, and repurposed for convoy escort duties, anti-submarine patrols, and minesweeping in both the Atlantic and Pacific theaters.[1] Many underwent conversions to high-speed transports (APD) capable of carrying 144 troops and landing craft, supporting amphibious operations such as those in the Solomon Islands and Normandy.[2] Under the Lend-Lease program, 50 were transferred to the Royal Navy and Royal Canadian Navy for Atlantic convoy protection against U-boats, where they helped sink several German submarines.[3] The class saw 20 losses during the war, including sinkings in major battles like the Java Sea and USS Reuben James, the first U.S. Navy ship sunk in World War II in the Atlantic on 31 October 1941, with the ships collectively earning more than 150 battle stars for combat service.[7][8] One unique case was USS Stewart (DD-224), scuttled during the Battle of the Java Sea in February 1942 but later salvaged and commissioned by the Imperial Japanese Navy as Patrol Boat No. 102 until it was recaptured by U.S. forces in 1945.[9] By war's end, most remaining Clemson vessels were decommissioned and scrapped, though a few served into the early Cold War era with Allied navies.[2]Development
Origins and requirements
The Naval Act of 1916, often referred to as the "big navy" legislation, initiated a major expansion of the United States Navy, authorizing the construction of numerous warships, including a proportionate number of destroyers to support a balanced fleet capable of projecting power across both the Atlantic and Pacific Oceans.[10] This program, driven by pre-war strategic concerns over naval parity with European powers, gained urgency with America's entry into World War I in April 1917, prompting an emergency reorientation toward anti-submarine warfare (ASW) to counter German U-boat threats to Allied shipping. Secretary of the Navy Josephus Daniels, recognizing the submarine menace, issued orders on 21 July 1917 to suspend capital ship construction and prioritize destroyers and other ASW vessels, leading to a construction boom that saw over 270 flush-deck destroyers laid down between 1917 and 1919.[11][12] The Clemson class, consisting of 156 flush-deck destroyers authorized under wartime emergency programs as an extension of the Wickes-class design, were primarily laid down after the Armistice of 11 November 1918, specifically to bolster convoy escort capabilities with enhanced provisions for depth charges and other ASW equipment.[13] These vessels were intended to provide massed screening for merchant convoys and fleet operations, addressing the ongoing need for rapid-response escorts even after the war's end, with requirements emphasizing speed, endurance, and anti-submarine armament to protect transatlantic supply lines. The General Board of the United States Navy played a pivotal role in defining these specifications, advocating for standardized designs that could be produced quickly by multiple shipyards while maintaining tactical flexibility for escort duties.[14][15] Despite post-war demobilization and severe budget cuts in 1919–1921, construction of the Clemson class proceeded to completion by 1922, influenced by the Washington Naval Treaty signed in February 1922, which, while limiting capital ship tonnage, permitted the finishing of existing destroyer programs to maintain naval balance without exceeding overall fleet ratios.[16] The treaty's emphasis on arms limitation amid economic pressures ultimately halted further destroyer expansions but ensured the Clemson ships entered service, forming the backbone of the U.S. Navy's surface force during the interwar period.[4]Design evolution
The Clemson-class destroyers evolved from the preceding Wickes class as a response to operational shortcomings identified during World War I anti-submarine warfare, particularly in fuel endurance for extended patrols. Essentially a repeat of the Wickes design, the Clemson variant incorporated minor hull modifications, such as the addition of wing tanks on either side to increase fuel oil capacity by approximately 35 percent to 375 tons, enhancing range to 2,500 nautical miles at 20 knots compared to the Wickes' 2,000 nautical miles at the same speed.[3][17][18] Engineering decisions focused on machinery tweaks to improve efficiency without major redesigns, allowing for continued mass production. The class adopted four Yarrow or White-Forster boilers operating at 300 psi with saturated steam, paired with geared steam turbines (Curtis, Parsons, or Westinghouse) delivering 27,000 shaft horsepower, similar to the Wickes class, enabling a top speed of around 35 knots while prioritizing reliability for fleet escort duties.[19][17][20] The design standardized the flush-deck configuration with four smokestacks, known as "four-pipers," to facilitate rapid construction across multiple shipyards and meet urgent wartime demands. This evolution resulted in 156 Clemson-class ships completed, building on the 111 Wickes-class vessels; production authorization under wartime programs, resulting in 156 Clemson-class ships completed, reflecting the U.S. Navy's push for numerical superiority in destroyer forces.[1][3][17]Characteristics
Dimensions and propulsion
The Clemson-class destroyers measured 314 feet 5 inches (95.8 m) in length overall, with a beam of 30 feet 10 inches (9.4 m) and a draft of 9 feet 10 inches (3.0 m).[2] These dimensions provided a slender hull form optimized for high speed, evolving from the similar Wickes-class design with slight refinements for improved fuel storage. Standard displacement was 1,190 tons, increasing to 1,308 tons at full load, reflecting the class's compact yet capable structure for escort and patrol duties.[2] Propulsion was powered by four oil-fired boilers—typically Yarrow, though Normand or White-Forster types were used depending on the shipyard—supplying steam to two geared turbines (Curtis, Parsons, or Westinghouse variants) connected to twin propeller shafts.[17] This arrangement delivered 27,000 shaft horsepower, achieving a designed maximum speed of 35 knots under optimal conditions.[2] The class's design emphasized stability as a platform for armament in rough seas, with hull proportions and weight distribution yielding a positive metacentric height to resist rolling; however, the narrow beam and elevated fuel tanks occasionally posed challenges in heavy weather.[4]Armament and sensors
The Clemson-class destroyers were equipped with a main battery consisting of four single 4-inch (102 mm)/50 caliber Mark 9 guns, positioned fore and aft to provide balanced offensive capability against surface targets.[1] These low-angle guns were the standard for U.S. Navy flush-deck destroyers of the era, emphasizing torpedo boat destruction in line with their design for fleet screening and anti-submarine roles. A single 3-inch (76 mm)/23 caliber Mark 12 anti-aircraft gun was also fitted amidships to offer limited defense against early aerial threats.[1] Torpedo armament comprised twelve 21-inch (533 mm) tubes arranged in four triple above-water launchers, allowing for salvo fire against enemy warships; a total of twelve Mark 8 torpedoes were carried, with no reloads.[1] This configuration reflected the class's origins in World War I convoy protection requirements, where torpedo attacks were anticipated against submarines and surface raiders. Ammunition stowage supported sustained operations, with approximately 4,610 rounds available for the 4-inch guns.[4] For anti-submarine warfare, the original fitout included two stern depth charge racks capable of holding 12 depth charges, supplemented by one Y-gun for projection; this modest loadout was intended for initial engagements pending fleet support.[4] The class's emphasis on anti-submarine duties is evident in these provisions, though early depth charge technology limited effectiveness against submerged threats. Sensors and fire control were rudimentary by later standards, relying on the Mark I stereoscopic rangefinder and basic optical directors for gunnery without radar integration.[21] Target acquisition depended on visual spotting and manual plotting, with no electronic aids until World War II modifications.Construction
Shipbuilding contracts
The Clemson-class destroyers were produced under contracts distributed across 14 U.S. Navy yards and private shipbuilding firms to accelerate wartime output, drawing on the modular design of the preceding Wickes-class for efficient assembly. A total of 156 vessels were completed by major contractors such as Bethlehem Steel's Fore River and Squantum yards, Newport News Shipbuilding, New York Shipbuilding Corporation, William Cramp & Sons, Bath Iron Works, and Union Iron Works, alongside naval facilities including Mare Island Navy Yard and Norfolk Navy Yard.[4][22] Keels for the class were laid down between April 1918 and September 1920, with launches spanning September 1919 to 1922 and commissions from December 1919 to August 1922, ensuring none saw combat in World War I despite the program's origins in 1917 emergency funding.[17][1] The average cost per ship was approximately $900,000 in 1919 dollars for hull and machinery, reflecting economies of scale in mass production; for instance, USS Broome (DD-210) was contracted at $892,802.[17] Following the Armistice, only six contracts (for DD-200 through DD-205) were canceled due to economic constraints, while the remaining hulls were finished to preserve shipyard employment and naval readiness.[17] Postwar production encountered challenges from rapid demobilization, including labor shortages as skilled workers returned to civilian life and material allocations shifted away from military priorities toward peacetime reconstruction.[23] Construction was distributed as follows: Newport News Shipbuilding (26 ships), William Cramp & Sons (36), Bethlehem Fore River (36), Bethlehem Squantum (18), Bath Iron Works (15), New York Shipbuilding (27), Union Iron Works (12), Norfolk Navy Yard (9), Mare Island Navy Yard (7), and others for the remainder.Ships in class
The Clemson-class destroyers were named primarily after distinguished American naval officers, heroes, and significant places or battles in U.S. history, following the Navy's tradition for destroyer nomenclature during the World War I era. The lead ship, USS Clemson (DD-186), honored Midshipman Henry A. Clemson, who died in 1846 during the Mexican–American War. Hull numbers for the class ranged from DD-186 to DD-341, encompassing a total of 156 vessels commissioned between 1919 and 1922.[2] Of these, 50 ships incorporated long-hull modifications, which extended the forecastle slightly to accommodate additional fuel bunkers, providing minor improvements in operational range over the standard short-hull design—approximately 35% greater endurance compared to the preceding Wickes class.[24] Construction was distributed across multiple U.S. shipyards to meet wartime production demands, with major builders including Newport News Shipbuilding, William Cramp & Sons, Bethlehem Steel (Fore River and Squantum yards), Bath Iron Works, and the New York Shipbuilding Corporation. Launch and commissioning dates varied by builder, generally spanning 1918–1921 for launches and 1919–1922 for commissions, while final dispositions included scrapping under naval treaties in the 1930s, transfers to foreign navies or the U.S. Coast Guard, conversions to auxiliary roles, or striking from the Naval Vessel Register post-World War II. The following table summarizes key details for selected ships, representing the diversity of builders and fates across the class (full enumeration available in naval records):| Hull No. | Name | Builder | Laid Down | Launched | Commissioned | Fate |
|---|---|---|---|---|---|---|
| DD-186 | Clemson | Newport News Shipbuilding | 11 May 1918 | 5 Sep 1918 | 29 Dec 1919 | Converted to seaplane tender (AVP-17); stricken 1946, scrapped 1947.[25][26] |
| DD-187 | Dahlgren | Newport News Shipbuilding | 8 Jun 1918 | 20 Nov 1918 | 6 Jan 1920 | Converted to minesweeper (AM-26); stricken 1944, scrapped 1946.[27][28] |
| DD-188 | Goldsborough | Newport News Shipbuilding | 8 Jun 1918 | 20 Nov 1918 | 26 Jan 1920 | Transferred to Coast Guard (CG-20); returned and scrapped 1936.[29][30] |
| DD-189 | Semmes | Newport News Shipbuilding | 10 Jun 1918 | 21 Dec 1918 | 21 Feb 1920 | Converted to experimental ship (AG-24); stricken 1946, scrapped 1947.[31][32] |
| DD-206 | Chandler | William Cramp & Sons | 19 Aug 1918 | 19 Mar 1919 | 9 Oct 1919 | Converted to DMS-9, then AG-108; scrapped 1947.[33][34] |
| DD-223 | McCormick | William Cramp & Sons | 11 Aug 1919 | 14 Feb 1920 | 30 Aug 1920 | Transferred to Britain (HMS Heartsease); scrapped 1947.[35][36] |
| DD-258 | Aulick | Bethlehem Steel (Squantum) | 3 Dec 1918 | 11 Apr 1919 | 26 Jul 1919 | Transferred to Britain (HMS Burnham); sunk 1942.[37][38] |
| DD-341 | Decatur | Mare Island Navy Yard | 15 Sep 1920 | 29 Oct 1921 | 9 Aug 1922 | Decommissioned 1946; scrapped 1947.[39][40] |