ENCLOSURE 3

ENCLOSURE 4

SHIPS AND FACILITIES

I Ships

1. U. S. Army dredge COMBER was obtained through the Norfolk District U. S. Army Engineers. The COMBER was engaged in a routine channel maintenance job in Baltimore and upon official request by COMCRULANT was dispatched to the scene immediately by Army orders, arriving at 0820, 18 January. Through the same offices, services of necessary survey parties were obtained to provide accurate information on the results of dredging operations both alongside the ship and in the exit channel. These surveys were valuable in charting the progress of dredging and influenced our daily operations materially.

2. The commercial hydraulic dredge WASHINGTON was obtained by contract arranged through FIFTH Naval District Public Works Offices with the Norfolk Dredging Company. The WASHINGTON arrived on the scene at 1600, 21 January.

3. Ships obtained from COMSERVLANT are summarized as follows:

a. AMPHION (AR13) - Reported at 1900 Tuesday, 17 January, was anchored in the area and utilized for logistic purposes, repairs, and supplies. AMPHION also served as a boat pool to service and house boats and boat's crews. The AMPHION (AR13) is a large fleet repair ship capable of general overhaul and repair work for heavy combatant ships. This ship was especially helpful in fitting the three damaged double bottoms with covers to pressurize those tanks and blow them out and the considerable shoring of adjacent compartments that was necessary. Since these were fuel oil bottoms this was dirty work.

ARS's are rescue salvage ships of some 1,360 tons displacement especially rigged for laying beach gear. They are particularly maneuverable for towing work being twin shaft vessels and developing 3,000 brake h. p.

ATF's are fleet tugs of some 1,280 tons displacement. They are single screw craft developing 3,000 brake h. p. They are also fitted with powerful pumps and other salvage equipment. These were released to COMSERVLANT when not needed.

The CHEMUNG and PAWCATUCK are fleet oilers of some 23,000 tons full load displacement. Their cargo capacity exceeds six million gallons.

ARSD's are salvage vessels designed primarily for lifting. They have winches capable of producing 150 tons and can utilize this power either vertically by flooding and then pumping out, or horizontally by pulling against heavy beach gear anchors which are a part of the regular equipment. These ARSD's have a standard displacement of 816 tons.

ASR's are submarine rescue vessels of some 1,780 tons displacement with single screw and developing 3,000 brake h. p. They are equipped with powerful pumps, heavy air compressors, high pressure hoses with lances, and special submarine rescue chambers in addition to all the necessary equipment for tending divers.

5. Ships obtained from COMNAVBASENORVA included ATA's (1500 h. p. auxiliary tugs) and YTB's (900 h. p. diesel harbor tugs) in numbers as required for general service, at least two YTBs' remaining at the scene of salvage at all times. In addition, yard oil barges and water barges were available on call for off-loading and on-loading fluids. Ammunition barges and floating crane service were also provided on call for off-loading ammunition.

6. COMDESLANT was requested to and did provide three destroyers to be used if necessary as a unit for making bow waves on the occasion of any pull-off attempt. Although never employed, it became apparent from rehearsals conducted on Tuesday, 31 January, that their effect might be quite valuable and they were retained on a standby basis with plan already outlined for the task when directed. Due to the probability of carrying away some towing lines, and damage to ships lashed together the destroyers were scheduled to make their first run at 10 minutes past high water, so that casualties would not prevent the initial full coordinated pull. The MISSOURI was refloated before the time scheduled for the destroyers' run.

7. These ships were employed in detail as outlined in the Daily Log - Enclosure 13.

II Facilities

8. Immediately after COMCRULANT went aboard the MISSOURI, 17 January, the ship's Communications Officer was instructed to establish routing and handling procedures for staff communications traffic. Two voice circuits, FIFTH Naval District Tug and the Fleet Common Primary were available and used to the greatest extent possible. The Fleet Common Primary circuit terminal in the FIFTH Naval District Headquarters was manned by staff personnel on 17 January with telephone relay service to the staff duty officer ashore immediately available. The circuit was later restricted to use for salvage operations and its use facilitated voice traffic to a very great extent. On 19 January, COMCRULANT staff Communications Officer took control of communications in MISSOURI and introduced refinements in distribution procedures to speed up the delivery of messages. On 22 January a duplex RATT system was established between MISSOURI and the FIFTH Naval District which further increased the facility with which messages could be sent and received. On 23 January a separate flag communications office was established in Flag Plot. In order to maintain continuity of files, all messages originated by the staff in MISSOURI were sent to COMCRULANT Administration for information.

9. Another very important service rendered to MISSOURI was the furnishing of fire main pressure by ships alongside. Due to clogged injections MISSOURI was unable to obtain sufficient suction to utilize main generator condensers and provide adequate fire main and flushing pressure. Additional pressure was first furnished by KIOWA about noon 17 January. At about 1700 that date, KITTIWAKE, because of more powerful pumps, took over the chore. A SR's continued this service with only minor interruptions until MISSOURI was refloated. Security measures against fire were always ready at hand and some fire drills were held.

11. Through the FIFTH Naval District, the services of the Coast Guard were obtained for patrolling the adjacent main ship channel when needed, and for placing buoys to be used as ranges for the dredged channel. Also through the FIFTH Naval District, liaison was obtained with the Public Works Department, Coast and Geodetic Survey and Fort Monroe, all of whom provided accurate tidal data on an hourly basis in the second week.

ENCLOSURE 5

BEACH GEAR

1. When it became apparent that the MISSOURI could not be refloated by the use of tugs alone, it was decided to assemble, in the Norfolk area, sufficient sets of Beach Gear to accomplish the task. Based on initial calculations it was determined that by providing for additional buoyancy through use of "Structural" Submarine Rescue Pontoons and the removal of weights such as fuel, ammunition, anchors, water and stores, nine (9) sets of Beach Gear used in conjunction with available tugs could generate sufficient line pull to overcome the ground reaction remaining on the planned date for removal from the strand. Each set of gear laid was standard except for the second anchor and consisted of:

2. By 18 January 1950 a survey of qualified personnel, the MISSOURI's deck plan, and sets of Beach Gear available in the stranding or other immediate areas had been made. This study showed that in the Norfolk vicinity thirteen sets were available; seven (7) sets on Atlantic Fleet Tugs and six (6) on the HOIST. A reserve of twelve (12) sets at the salvage pool, maintained by the Bureau of Ships in ready storage at the Naval Supply Depot in Bayonne, N. J. could also be obtained. The personnel check revealed that, while a limited number of persons qualified to rig, plant and operate Beach Gear with safety were available, they were insufficient, not fully qualified for the task at hand or were required on the vessel to which assigned. Accordingly LCDR J. S. LEES from the office of "Supervisor of Salvage U. S. N." RM1811, 17 Battery Place, N. Y. C. was assigned T. A. D. on the Staff, and designated as "Beach Gear Control Officer". Two officers and seven enlisted personnel were received from the U. S. Naval School (Salvage) to assist. Layout of the MISSOURI deck plan was predicated on the following considerations:

As soon as each gear was laid its station crew was instructed as to the part their gear was expected to play. the tons line pull their set would generate, casualties that might be anticipated and the most expeditious and safest method for releasing and casting overboard the wires when the MISSOURI refloated. SALVAGER and WINDLASS, rigged as shown on appendix (E), moved into assigned position on 28 January. Their 2" wires were run by the YTB 365 on the 29th. These two inch wires were ATF towing hawsers obtained from ComServLant especially for this operation inasmuch as it was desirable that the two vessels be clear of the Beach Gear wires during the hauling operation and at least 400 yards from the MISSOURI in order to provide a good catenary. The 10,000 pound anchors used in the stern moorings of these vessels were "Danforth type" and loaned to the Navy by the Danforth Anchor Co. of Buffalo, N. Y. especially for this operation.

4. The planning and rigging phases were completed on the 30th without insurmountable difficulties and the final layout was as envisaged in the original salvage plan.

5. The operational phase commenced in the early morning of the 31st when a Coordination Rehearsal was held and an attempt to "Pull Off" was made. During the rehearsal some material but no mental failures were observed. The material deficiencies were:

All deficiencies were corrected that date. Stopper releasing and casualty drill held and all was in readiness for "Pull Off". Lessons were learned and confidence gained from the rehearsal run and as a result of this it was felt that a very effective force was ready for application.

UNITED STATES ATLANTIC FLEET
U. S. S. MISSOURI

23 January 1950

EXECUTIVE OFFICER'S NOTICE 5-50:

To: All Hands

Subj: Beach Gear Stations.

1. The following station assignments are made for scheduled PULLOFF. No changes of below assigned personnel will be made except by order of the First Lieutenant.

2. Station numbers of beach gear commence at frame 23 starboard and run clockwise. The 51-54JY will be tied together and used as the special circuit for telephone communications to the beach gear stations. The 1JV circuit will be for direct communications with CONN and beach gear stations.

Copy to:
ComCruLant
LCDR J. S. LEES (10)

ENCLOSURE 6

DREDGING

1. The tasks for the COMBER were assigned as follows:

2. The tasks for the Washington were assigned as follows:

3. The requirement for the dredged exit channel was reduced to 35 feet as the operation progressed.

4. Summaries of the COMBER's and Washington's operations are included as appendices (A) and (B) respectively. Appendix (C) is a chart of the soundings in the exit channel just prior to the pull off.

APPENDIX (A) - Tabular Summary of the Operations of the U. S. Army Dredge COMBER.
APPENDIX (B) - Tabular Summary of the Operations of the Norfolk Dredging Company's Dredge Washington.
APPENDIX (C) - Chart of Soundings in Exit Channel.