Melbourne–Evans Collision

The ''Melbourne''–''Evans'' collision was a collision between the light aircraft carrier of the Royal Australian Navy (RAN) and the destroyer of the United States Navy (USN). On 3 June 1969, the two ships were participating in SEATO exercise Sea Spirit in the South China Sea. Around 3:00 am, when ordered to a new escort station, ''Evans'' sailed under ''Melbourne''s bow, where she was cut in two. Seventy-four of ''Evans''s crew were killed.

A joint RAN–USN board of inquiry was held to establish the events of the collision and the responsibility of those involved. This inquiry, which was believed by the Australians to be biased against them, found that both ships were at fault for the collision. Four officers (the captains of ''Melbourne'' and ''Evans'', and the two junior officers in control of ''Evans'' at the time of the collision) were court-martialled based on the results of the inquiry; while the three USN officers were found guilty, the RAN officer was cleared of wrongdoing.

Ships

HMAS ''Melbourne'' was the lead ship of the ''Majestic'' class of aircraft carriers. She was laid down for the Royal Navy on 15 April 1943, but construction was stopped at the end of the Second World War. She was sold to the Royal Australian Navy (RAN) in 1948, along with sister ship , but was heavily upgraded while construction was completed and did not enter service until the end of 1955. In 1964, ''Melbourne'' was involved in a collision with the Australian destroyer , sinking the smaller ship and killing 81 of her crew and one civilian dockyard worker.

USS ''Frank E. Evans'' was an . She was laid down on 21 April 1944, and commissioned into the United States Navy (USN) on 3 February 1945.Naval History Department, ''History of USS Frank E. Evans (DD-754)''. She served in the Second World War, the Korean War, and the Vietnam War, and had earned eleven battle stars.

File:HMAS Melbourne (R21) leads USS Bennington (CVS-20) and HMS Ark Royal (R09) during the SEATO exercise Sea Devil in 1962.jpg, HMAS ''Melbourne''

File:USS Frank E. Evans (DD-754) at sea, April 1963.jpg, USS ''Frank E. Evans''

Lead up

''Melbourne''s commanding officer during SEATO's Sea Spirit exercise was Captain John Phillip Stevenson.Frame, ''Pacific Partners'', p. 126. Rear Admiral John Crabb, the Flag Officer Commanding Australian Fleet, was also embarked on the carrier. During Sea Spirit, ''Melbourne'' was assigned five escorts: the US destroyers ''Frank E. Evans'', and , and the frigates HMNZS ''Blackpool'' and . Stevenson held a dinner for the five escort captains at the start of the exercise, during which he recounted the events of the ''Melbourne''–''Voyager'' collision, emphasised the need for caution when operating near the carrier, and provided written instructions on how to avoid such a situation developing again.Hall, ''HMAS Melbourne'', p. 175. Additionally, during the lead-up to the exercise, Crabb had strongly warned that all repositioning manoeuvres performed by the escorts had to commence with a turn away from ''Melbourne''.

Despite these warnings, a near-miss occurred in the early hours of 31 May when ''Larson'' turned towards the carrier after being ordered to the plane guard station.Hall, ''HMAS Melbourne'', p. 176. Subsequent action narrowly prevented a collision. The escorts were again warned about the dangers of operating near the carrier and informed of Stevenson's expectations, while the minimum distance between carrier and escorts was increased from .

Collision

On the night of 2–3 June 1969, ''Melbourne'' and her escorts were involved in antisubmarine training exercises.Hills, ''Muddied Waters'' In preparation for launching a Grumman S-2 Tracker aircraft, Stevenson ordered ''Evans'' to the plane guard station, reminded the destroyer of ''Melbourne''s course, and instructed the carrier's navigation lights to be brought to full brilliance.Smith & Lancaster, ''USS Frank E. Evans'', p. 1. This was the fourth time that ''Evans'' had been asked to assume this station that night, and the previous three manoeuvres had been without incident.

''Evans'' was positioned on ''Melbourne''s port bow, but began the manoeuvre by turning starboard, towards the carrier. A radio message was sent from ''Melbourne'' to ''Evans''s bridge and combat information centre, warning the destroyer that she was on a collision course, which ''Evans'' acknowledged.Hall, ''HMAS Melbourne'', p. 178. Seeing the destroyer take no action and on a course to place herself under ''Melbourne''s bow, Stevenson ordered the carrier hard to port, signalling the turn by both radio and siren blasts. At approximately the same time, ''Evans'' turned hard to starboard to avoid the approaching carrier.Sherbo, ''Death of a Destroyer''. It is uncertain which ship began to manoeuvre first, but each ship's bridge crew claimed that they were informed of the other ship's turn after they commenced their own. After having narrowly passed in front of ''Melbourne'', the turns quickly placed ''Evans'' back in the carrier's path. ''Melbourne'' hit ''Evans'' amidships at 3:15 am, cutting the destroyer in two.Frame, ''Pacific Partners'', p. 127.

''Melbourne'' stopped immediately after the collision and deployed her boats, liferafts and lifebuoys, before carefully maneuvering alongside the stern section of ''Evans''. Sailors from both ships used mooring lines to lash the stern to ''Melbourne'', allowing the carrier to evacuate the survivors in that section. ''Evans''s severed bow section sank quickly; the majority of those killed were believed to have been trapped within. Members of ''Melbourne''s crew dived into the water to rescue overboard survivors close to the carrier, while the carrier's boats and helicopters collected those farther out. Clothing, blankets and beer were provided to survivors from the carrier's stores, some RAN sailors offered their own uniforms, and the ship's band was instructed to set up on the flight deck to entertain and distract the USN personnel.Smith & Lancaster, ''USS Frank E. Evans'', p. 2. All of the survivors were located within twelve minutes of the collision and rescued before half an hour had passed, although the search continued for fifteen more hours.

Seventy-four of the 273 crew on ''Evans'' were killed. It was later learned that ''Evans''s commanding officer, Commander Albert S. McLemore, was asleep in his quarters at the time of the incident, and charge of the vessel was held by lieutenants Ronald Ramsey and James Hopson; the former had failed the qualification exam to stand watch, while the latter was at sea for the first time.Hall, ''HMAS Melbourne'', p. 200.

Post-collision events

Following the evacuation of ''Evans''s stern, the section was cast off while the carrier moved away to avoid damage, but against expectations it failed to sink.Hall, ''HMAS Melbourne'', p. 185. The stern was recovered and towed by fleet tug to Subic Bay, Philippines, arriving there on 9 June. After being stripped for parts, the hulk was decommissioned on 1 July, and was later sunk when used for target practice.

''Melbourne'' travelled to Singapore, arriving on 6 June, where she received temporary repairs to her bow.Bastock, ''Australia's Ships of War'', p. 312. The carrier departed on 27 June and arrived in Sydney on 9 July, where she remained until November docked at Cockatoo Island Dockyard for repairs and installation of the new bow.

817 Squadron RAN, which was responsible for the Westland Wessex helicopters embarked on ''Melbourne'' at the time of the collision, later received a USN Meritorious Unit Commendation for its rescue efforts. Five other decorations were presented to Australian personnel in relation to the rescue of ''Evans''s crew: one George Medal, one Member of the Order of the British Empire (MBE), one Air Force Cross, and two British Empire Medals. Fifteen additional commendations for gallantry were awarded by the Australian Naval Board.

Joint board of inquiry

A joint RAN–USN board of inquiry was established to investigate the incident, following the passing of special regulations allowing the presence of Australian personnel at a US inquiry. The board was in session for over 100 hours between 9 June and 14 July, with 79 witnesses interviewed: 48 USN, 28 RAN, and three from other navies.

The board was made up of six officers. The RAN representatives were Rear Admiral David Stevenson (no relation to ''Melbourne''s Captain Stevenson), Captain Ken Shards, and Captain John Davidson.Jo Stevenson, ''In The Wake'', p. 56. The USN officers were captains S. L. Rusk and C. B. Anderson. Presiding over the board was USN Rear Admiral Jerome King, a posting that was controversial as he was the commanding officer of both the forces involved in Sea Spirit and the fleet unit to which ''Evans'' normally belonged, and was seen during the inquiry to be biased against Captain Stevenson and other RAN personnel. King's attitude, performance, and conflict of interest were criticised by the Australians present at the inquiry and the press, and his handling of the inquiry was seen as detrimental to Australia–United States relations.

Despite admissions by members of the USN, given privately to personnel in other navies, that the incident was entirely the fault of ''Evans'', significant attempts were made to reduce the US destroyer's culpability and place at least partial blame for the incident on ''Melbourne''.Frame, ''Pacific Partners'', p. 128. At the beginning of the inquiry, King banned one of the RAN legal advisers from attending, even as an observer.Stevenson, ''In The Wake'', p. 71. He regularly intervened for American witnesses but failed to do so on similar matters for the Australians.Stevenson, ''In The Wake'', p. 85. Testimony on the collision and the subsequent rescue operation was to be given separately, and although requests by American personnel to give both sets of testimony at the same time in order to return to their duties were regularly granted, the same request made by Stevenson was denied by King.Stevenson, ''In The Wake'', p. 95. Testimony of members of the RAN had to be given under oath, and witnesses faced intense questioning from King, despite the same conditions not applying to USN personnel.Stevenson, ''In The Wake'', p. 163. There was also a heavy focus on the adequacy of ''Melbourne''s navigational lighting.Stevenson, ''In The Wake'', p. 136. Mentions of the near miss with ''Larson'' were interrupted with the instruction that those details could be recounted at a later time, but the matter was never raised by the board.

The unanimous decision of the board was that although ''Evans'' was partially at fault for the collision, ''Melbourne'' had contributed by not taking evasive action sooner, even though doing this would have been a direct contravention of international sea regulations, which stated that in the lead-up to a collision the larger ship was required to maintain course and speed. The report was inconsistent in several areas with the evidence given at the inquiry, including the falsity that ''Melbourne''s navigational lights took significant time to come to full brilliance. Several facts were also edited out of the transcripts of the inquiry.

Courts-martial

Stevenson

Stevenson was informed on 29 July of the result, although not the details, and was told that a court-martial charging him for his role in the incident might be required.Stevenson, ''In The Wake'', p. 174. Two charges of negligence—for failing to explicitly instruct ''Evans'' to change course to avoid collision and for failing to set ''Melbourne''s engines to full astern—were laid on 15 August, with the court-martial held from 20 to 25 August. Evidence presented during the hearing showed that going full astern would have made no difference to the collision, and on the matter of the failing-to-instruct charge the presiding judge advocate concluded that reasonable warning had been given to the destroyer and asked, "What was tevensonsupposed to do—turn his guns on them?". Of the evidence and testimony given at the court-martial, nothing suggested that Stevenson had done anything wrong; instead it was claimed that he had done everything reasonable to avoid collision, and had done it correctly.Stevenson, ''In The Wake'', p. 191.

The reasons for the court-martial given by historians vary. One reason suggested was that it was to appease the USN, which had court-martialled three officers from ''Evans'' and had threatened to prevent US ships from operating as part of Australian-led forces if no action was taken against Stevenson. The other view is that the court-martial was used in an attempt to clear Stevenson's name and to allow the RAN to distance itself from the findings of the joint board of inquiry.

Stevenson's defence submitted that there was "no case to answer", resulting in the dropping of both charges, and the verdict of "honourably acquitted".Frame, ''Pacific Partners'', p. 129. Despite the findings, Stevenson's next posting was as chief of staff to a minor flag officer; seen by him as a demotion in all but name. The posting had been decided upon before the court-martial and was announced while Stevenson was out of the country for the courts-martial of ''Evans''s officers; he did not learn about it until his return to Australia. Following the events—publicly considered to be another scapegoating of a commanding officer of ''Melbourne'' (the first enquiry into the ''Melbourne''-''Voyager'' collision had laid significant blame on Captain John Robertson, the ship's commanding officer at the time)—Stevenson requested retirement, as he did not wish to serve under people he no longer respected.Frame, ''Pacific Partners'', pp. 130–131. This retirement was initially denied, but was later permitted.

McLemore, Ramsey and Hopson

Commander Albert S. McLemore and lieutenants Hopson and Ramsey also faced courts-martial for their contributions to the collision. Hopson and Ramsey both pleaded guilty to charges of dereliction of duty and negligence, and had their positions in the promotion list moved down.Frame, ''No Pleasure Cruise'', p. 244. McLemore, who pleaded not guilty to the charges against him, was found guilty of dereliction of duty and negligently hazarding his ship.Frame, ''Pacific Partners'', p. 130. The formal reprimand effectively ended his naval career.

In 1999, McLemore publicly accepted that the collision was his responsibility, as he had left two inexperienced officers with the con of his ship.

Aftermath

A training film, ''I Relieve You, Sir'', was developed by the USN for junior watchkeeping officers. Based on the events of the collision, the film demonstrates the responsibility junior watchkeeping officers hold, and the potential consequences of failing to do their job.

Unlike other naval casualties during the Vietnam War, the names of the 74 ''Evans'' crew killed are not inscribed on the Vietnam Veterans Memorial.Prados, ''A Forgotten Tragedy''. Despite operating in Vietnamese waters immediately before deployment to Sea Spirit, and being scheduled to return to activities supporting the war effort after the exercise, it was determined that as Sea Spirit was not directly linked with US operations in Vietnam, and the exercise took place outside the geographical limit for the conflict as defined by the outer edge of Market Time operations, the crew was ineligible for inclusion on the wall. Exceptions to the geographic limit rule have been made for other personnel killed as part of the conflict but not in Vietnam itself; for example those involved in operations in Laos, and those dying in transit to or from Vietnam. However, an act of Congress specifically permitting the inclusion of their names on the memorial is required: legislation to have those killed in the ''Melbourne''–''Evans'' collision has been introduced on several occasions, but has so far failed to gather sufficient support.

A memorial to the collision is located in Niobrara, Nebraska, United States. The memorial specifically commemorates the three Sage brothers, all of whom were aboard ''Evans'' and were killed in the collision. They were the first group of siblings permitted to serve on the same ship since the Second World War, a result of the policy introduced when the five Sullivan brothers were killed following the sinking of . Collision survivors and family members of ''Evans'' personnel have held annual reunions to memorialise the accident. Australian sailors who served on ''Melbourne'' often attend.

A second memorial was erected on the grounds of Warren Cemetery in Gurnee, Illinois. On a large tablet, it lists the names of all 74 crew members killed aboard the ''Frank E. Evans''. A smaller tablet has the names of the three crew members from Illinois inscribed on the back, and it is one of the sites where an annual memorial service takes place on June 3 every year. Survivors and family members typically attend, along with members of the public and local officials.

''Frank E. Evans'' embarked on her last voyage from Long Beach, California, in March, 1969. The names of her 74 crew killed are inscribed under a flagpole at Long Beach Shoreline Marina.

In December 2012, Stevenson announced that his son had received a letter from the Australian minister for defence, Stephen Smith, saying that he was "not treated fairly" by the government of the day and by the RAN. It also said, "Your father was a distinguished naval officer who served his country with honour in peace and war ... Should your father have continued his naval career, the Chief of Navy advises me that he would undoubtedly have been competitive for flag rank."Official apology for HMAS Melbourne captain
Peter Lloyd and Hayden Cooper, Australian Broadcasting Corporation's PM and ABC News Online, 6 December 2012, accessed 7 December 2012. Stevenson also said that he was supported throughout his ordeal by his wife, who had died just five months before the letter arrived.

In March 2014, retired RAN officer David Ferry, in writing about the ''Melbourne''-''Voyager'' collision, included a section on related ''Melbourne''-''Evans'' experience and some aspects of its joint board of inquiry.

In September 2014 American journalist Louise Esola published ''American Boys: The True Story of the Lost 74 of the Vietnam War'', which chronicles the lives of the 74 men killed on the USS ''Frank E. Evans'' and the efforts by survivors and families to have the men memorialized on the Vietnam Veterans Memorial in Washington, D.C.

File:USSFEE memorial full.jpg, alt=USS Frank E. Evans memorial - full memorial, Full memorial, ''USS Frank E. Evans'' memorial located in Warren Cemetery, Gurnee, Illinois
File:USFEE memorial large tablet.jpg, alt=Large tablet including all 74 names of crew members killed , Large tablet, ''USS Frank E. Evans'' memorial located in Warren Cemetery, Gurnee, Illinois
File:USFEE memorial small tablet front.jpg, alt=USS Frank E. Evans memorial - small tablet, Small tablet front, ''USS Frank E. Evans'' memorial located in Warren Cemetery, Gurnee, Illinois
File:USFEE memorial small tablet back.jpg, alt=USS Frank E. Evans memorial - small tablet back with Illinois sailors, Small tablet back including names of sailors from Illinois, ''USS Frank E. Evans'' memorial located in Warren Cemetery, Gurnee, Illinois

Citations

References

Books

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* (Author Jo Stevenson was the wife of Captain John Phillip Stevenson, the commanding officer of ''Melbourne'' at the time of the collision)

Newspaper and journal articles

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Websites

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External links

''I Relieve You Sir''
– the training documentary produced by the United States Navy in 1975, based on the incident.


– transcript of an ABC '' 7.30 Report'' story on the 30th anniversary of the collision, aired 6 February 1999.
* – Nebraska State Historical Society webpage for the three Sage brothers killed in the collision.

USS ''Frank E. Evans'' DD 754 – The Photos
includes ship's crew stories.

{{DEFAULTSORT:Melbourne-Evans collision
Non-combat naval accidents of the United States
Maritime incidents in 1969
June 1969 in the United States
1969 disasters in Australia
Shipwrecks in the South China Sea
History of the Royal Australian Navy
United States Navy in the 20th century
Australia–United States military relations
Events that led to courts-martial
1969 in military history
International maritime incidents
June 1969 in Australia