ENCLOSURE 13

DAILY LOG

17 JANUARY 1950

At 0910 Roger, 17 January 1950 ComCruLant received a request by telephone from CinC LantFlt Operations for information concerning a report that had been received that the U. S. S. MISSOURI (BB 63) was aground. Information was immediately obtained from the Norfolk Naval Base Port Director that the MISSOURI had requested assistance, and all available tugs had been dispatched to her aid. By this time (0925) it was determined that the MISSOURI was aground in 5 fathoms of water, 1.7 miles bearing 266 degrees true from Thimble Shoals Light, after attempting passage over a newly planted range. MISSOURI also reported that the mean draft was 36 ft. 3 inches prior to grounding and that no major damage had been noted. ComNavBase Norfolk sent Senior Pilot Treakle to report to the Commanding Officer of the MISSOURI to assist in the control of the tugs. The U. S. S. KIOWA was dispatched to furnish water for the MISSOURI's fire main. By 0930 voice radio communications had been established with the MISSOURI through the communication facilities of the FIFTH Naval District. By this time it was apparent the MISSOURI could not be pulled off by tugs alone and a salvage operation would be required. At 1130 ComCruLant conferred with ComServLant concerning possible salvage methods and assistance available. At 1300 U. S. S. CHEMUNG went alongside the MISSOURI to receive fuel. At 1500 ComNavBase was requested to locate and obtain services of the district Army dredge. At 1630 ComCruLant boarded the MISSOURI to take charge of the salvage operations. His party included the Chief of Staff, Assistant Chiefs of Staff for Operations and Material, and the Flag Lieutenant. At 1725 KITTIWAKE came alongside to relieve KIOWA and supply fire main pressure. This service was continued by ASR's without major interruption until MISSOURI was refloated. That evening the initial salvage plan was discussed in conference with the Commanding Officer of the MISSOURI, Senior Pilot Treakle, and the Commanding Officer of the U. S. S. KITTIWAKE. At this time the CHEMUNG was still removing fuel oil, the PAWCATUCK was standing by, ATF's KIOWA, ALSEA and PAPAGO were assisting, MOSOPELEA was enroute, HOIST was preparing to depart from New York, and the SALVAGER and WINDLASS, in New York, with heavy beaching gear, had been ordered to assist. Because of previous arrangements, made by the MISSOURI's Commanding Officer, a pull off attempt was again made at evening high tide with 14 tugs pulling full power. At 2025 as no movement had been obtained, the pulling effort was secured. At 2152 the AMPHION was ordered by ComServLant to report for operational control. The day closed with plans well under way for a major salvage effort.

18 JANUARY 1950

Early in the morning Colonel Derby, Army Engineer Corps, and Mr. Rice, Head of the Rivers and Harbors Dredging Section, came aboard to discuss dredging. The Army dredge COMBER arrived and commenced dredging about 0820. The KITTIWAKE buoyed the channel to be dredged astern of the MISSOURI. The CHEMUNG cast off, and the PAWCATUCK came alongside. At 1100 ComCruLant held a conference with CO MISSOURI, CO PAWCATUCK, CO KITTIWAKE, Mr. Rice and Mr. Harden of the COMBER. The plan decided upon was to dredge a channel in the sand 9 feet wide and 9 feet deep around the ship and an exit channel astern.. The channel astern was to be 150 feet wide and to a depth of 34 feet at mean low water. Estimated time of completion was the morning of 20 January. The KITTIWAKE was to lance and tunnel starting at frame 148 starboard side. At 1145 Captain Zabilsky, BuShips Salvage Officer and LCDR Lees from the Office of Supervisor of Salvage, THIRD Naval District, reported aboard. Mr. Peterson and Mr. Dexter of Merritt, Chapman and Scott Company came aboard and discussed salvage plans. At 1300 tug requirements were discussed with Senior Pilot Treakle and LCDR Boone. They were set at 2 YTB's on a 24 hour basis until 20 January. At 1700 Rear Admiral Wallin, ComNorvaNavShipYd, came aboard to discuss salvage operations. Points of discussion were methods, weights, stability, and other factors. The establishment of depth gauges was recommended. That night the COMBER completed dredging on the port side and commenced dredging the exit channel. The KITTIWAKE shifted to the port quarter and commenced underwater inspection and tunneling operations. Commanding Officer, KITTIWAKE reported that divers had found all propellers clear of the bottom and undamaged except for slight nicks.

19 JANUARY 1950

Fuel oil transfer to the PAWCATUCK was completed at 0600R. The JONQUIL USCG Cutter placed lighted buoys astern to mark the channel, and also a lighted range buoy ahead. The HOIST, SALVAGER, WINDLASS, AMPHION and CHANTICLEER reported for duty. At 0810 the COMBER reported they had dredged 28,277 cubic yards of sand in the previous 24 hours. Rear Admiral Wallin reported aboard. A conference was held with Mr. Rice and Mr. Harden and the COMBER commenced dredging on the starboard side. The JONQUIL placed a second lighted range buoy ahead. At 1400 CHANTICLEER commenced inspection and tunneling on the port side at frames 60 to 120. That afternoon LCDR Brown and LCDR Doyle of the Staff of ComCruLant reported aboard for duty. A conference was held concerning utilization of all tugs and assisting ships scheduled for a pull off attempt the morning of 20 January at high tide. The positions of tugs, order of taking position, assistance to be furnished, and communications were discussed in connection with the overall pull off plan. Both anchors, 300 fathoms of anchor chain, and boats and skids were unloaded. Corn Motor Torpedo Boat Squadron ONE reported to ComCruLant for operational control. At 2000 the KITTIWAKE shifted to the starboard quarter and resumed tunneling operations. In the evening the COMBER stopped dredging along the starboard side and commenced dredging in the exit channel astern.

20 JANUARY 1950

This day was marked by another unsuccessful pull off attempt. At 0600 the COMBER stopped dredging the exit channel. The tugs were positioned at 0630. Shortly thereafter the SALVAGER reported she was unable to rig their gear, and the WINDLASS reported a wire fouled, and that she would be unable to pull. At 1000 the pull was started. At 1030 an attempt was made to sally ship. This was tried again at 1100 and 1130. At 1145 the attempted pull was stopped and the tugs were cast off. The KITTIWAKE and CHANTICLEER came alongside to inspect and tunnel. Mr. L. E. Bozarth, Chief of the Operations Division, Army Engineers, Norfolk area; Mr. G. M. Parker, Chief of the Rivers and Harbors Branch; Mr. Rice and Mr. Harden came aboard to discuss the schedule of employment of the COMBER. At 1200 a conference was held with the Commanding Officer of the MISSOURI, Senior Pilot Treakle, and Mr. McFarland of the Naval Base concerning plans for operations, and services required for the next pull-off attempt. The results of the conference were incorporated with the major aspects of the salvage plan schedule, appendix (A). In addition a Time-Space diagram was prepared to clarify the movements of ships alongside and to utilize to the utmost the critical "alongside space" factor. This diagram is included in the Narrative. The morale problems of the MISSOURI were also discussed. At 1600 unloading of dry stores and fresh provisions was commenced. A staff planning conference was held at 1700. In the meantime the COMBER had resumed dredging on the port side. The SALVAGER was directed to unload gear, refuel, and proceed to Bayonne, New Jersey to obtain and bring back additional salvage equipment. ENS R. A. Litke reported for duty.

21 JANUARY 1950

In the early morning the unloading of stores and provisions was completed. It was estimated that 350 tons had been removed from the MISSOURI by this operation. The HOIST was ordered to proceed to the Naval Base to prepare beach gear. At 1500 a staff planning conference was held to determine the scheduling of the major aspects of the salvage plan. The LUISENO was directed to proceed from Newport, R. I. to Boston Naval Shipyard to tow pontoons to Hampton Roads. At 1600 the Norfolk Dredging Company dredge Washington arrived and took station on the starboard quarter. Washington commenced dredging at 1900 at frame 200 starboard, working aft around the counter.

22 JANUARY 1950

At 0600 the COMBER reported having dredged 49,137 cubic yards (20 loads) in the last 36 hours. A little clay and some boulders were found at 40 feet. At 0800 the Washington reported 3,000 cubic yards removed. This dredge was making a channel 42 to 45 feet deep on the sides of the MISSOURI. It was encountering small boulders which slowed progress

23 JANUARY 1950

As the day began the Washington was dredging directly astern, the COMBER was working in the exit channel, and the KITTIWAKE and CHANTICLEER were tunneling on the starboard and port sides respectively. At 0700 the KITTIWAKE cleared the starboard side, and the COMBER began dredging there. At 0800 ComCruLant departed for a press conference at CinCLantFlt Headquarters. At 1000 the CHANTICLEER moved forward to frame 105. The HOIST came alongside the port quarter to deliver beach gear. Immediately after delivery, rigging and placement of the gear on the deck of the MISSOURI was begun. At 1100 LCDR Leonard, Staff ComCruLant reported on board for duty. At 1130 the U. S. S. PETREL reported for duty. At 1200 the Washington was at frame 215 port side. At 1200 a Staff Watch was established on MISSOURI bridge in order to handle the many details of ship movements, logistics and rapid communications. This watch was put on a 24 hour basis on 24 January and continued until 1 February. LCDR Cottrell reported for duty at 1300. At 1330 members of the press came aboard for a conference. At 1600 the Washington had progressed to frame 210 port side. At 1700 the KITTIWAKE came alongside to port aft of the CHANTICLEER, but divers were not sent down, and the KITTIWAKE was ordered clear at 1730 so as not to impede the progress of the Washington. At 1700 ComCruLant held a conference with his salvage staff. Minor changes were made in the schedule for 24 January. At 2000 the COMBER reported total yardage removed to date as follows:

At 2030 CHANTICLEER reported that divers were in a tunnel into the keel at frame 105 on the port side. The Washington was making slow progress. She was at frame 189 at 2130 and frame 185 at 2330. As the day ended, the Commanding Officer of the CHANTICLEER reported divers could get under the keel at frame 100 to frame 90. This was confirmed by six divers. (Inspections were not made further forward).

24 JANUARY 1950

At 0200 the SALVAGER returned from Bayonne with beach gear and Salvage School personnel and moored at Pier 7 at the Naval Base. By 0400 the Washington had progressed to frame 180 on the port side, and at 0700 was at frame 169. At 0830 the KITTIWAKE reported completion of laying pontoon barge moorings. At 0900 the COMBER reported removal of 15,224 cubic yards of sand since the last report. At 0930 the PETREL came alongside to starboard to tunnel and investigate damage to three leaking ship's tanks. By 1045 the Washington was at frame 153. At 1100 a staff conference was held. Repair progress on the three damaged compartments (B-29-F, B-37-F and B-43-F) was reported. These tanks are located between frames 97 - 113 on the starboard side. At 1143 TRINGA reported for duty. At 1200 LUISENO arrived with the pontoon barges which were placed at their moorings off the starboard bow. At 1215 the MOSOPELEA came alongside the starboard quarter to unload beach gear. At 1230 Rear Admiral Dennison, Naval Aid to President Truman, came aboard for a conference with ComCruLant. Progress and plans were discussed. He departed at 1700. At 1330 the WINDLASS was underway for Pier 7. By 1530 the Washington had progressed to frame 142 on the port side. At 2130 a PETREL diver reported reaching a hole in the shell plating, starboard side frame 100. LCDR A. L. Larson reported for duty from NAD Crane, Indiana, to supervise pontoon operations.

25 JANUARY 1950

The day commenced with the Washington still dredging on the port side. The COMBER was in the exit channel hard at work. The PETREL was tunneling on the starboard side in the vicinity of the damaged tanks and the CHANTICLEER was working divers on the port bow. Early in the morning the CHANTICLEER cast off and anchored, and the TRINGA came alongside to port and commenced tunneling. At 0100 the Washington reached frame 116 on the port side, and was directed to shift to the starboard side at frame 205 and work forward. At 0900 the TRINGA cast off. At 0945 the COMBER reported dredging 10,698 cubic yards in the exit channel in the past 17 hours. At 0955 the PAWCATUCK came alongside to port to transfer 2,000 tons of fuel oil to the MISSOURI. At 1000 the Washington reached frame 180 on the starboard side and was stopped. A staff conference was held according to schedule at 1100. At 1330 the Washington recommenced dredging at frame 125 starboard after moving there from frame 180. At 1345 the PAWCATUCK cast off after completing the fuel oil transfer. At 1400 the HOIST commenced laying the forward mooring lines. This was completed at 1600. At 1425 the TRINGA was back alongside to port. At 1433 the KITTIWAKE came alongside to port aft of the TRINGA. By 1645 the Washington had reached frame 118. The regularly scheduled staff conference was held at 1700 and progress was discussed. At 1922 the Washington stopped at frame 112 starboard and shifted back to the starboard quarter where they resumed dredging at 2130 at frame 200. At 2150 the COMBER stopped dredging, but resumed again 10 minutes later. At 2030 a small boat patrol was established to keep unauthorized vessels at a safe distance from the operations being conducted in the vicinity of the MISSOURI. At 2340 the Engineer Officer of the MISSOURI reported compartments B-37 and B-29 each had one inch of oil remaining and that the oil in B-43 was being removed with two submersible pumps.

26 JANUARY 1950

As the day began, the KITTIWAKE was on the port quarter, TRINGA forward of the KITTIWAKE, and the PETREL on the starboard quarter. The Washington was working under the counter on the starboard side. Washington stopped dredging at 0508 but resumed at 0623. At 0620 the PETREL reported the pontoon messenger wire started by KITTIWAKE and CHANTICLEER had fouled and had a turn on the outboard starboard propeller. It was cleared at 0640. About this time KITTIWAKE diving operations were suspended because of the proximity of the Washington. At 0600 the COMBER reported total dredging to date as follows:

By 0755 the top of B-37 had been shored and pumping was continuing in B-43. At 1045 the passing of the pontoon messenger line under the ship was completed and the TRINGA and PETREL commenced working it forward. At 1100 the Washington was working 75 feet astern of the ship and 50 feet to either side of the center line. The OPPORTUNE arrived in the vicinity at this time. A staff conference was held at 1100 to discuss progress. LCDR Knowlton from Staff, ComServLant and LCDR Greenbacker and LCDR Weschler, Staff, ComCruLant, reported on board for duty. At 1207 YF 870 came alongside the starboard bow of the MISSOURI to unload GSK stores. This was completed at 1403. YW 119 came alongside to furnish water. ATF 97 also came alongside to discharge salvage gear. At 1430 a preliminary conference was held with tug captains. Through the afternoon and night the working forward of the pontoon cable went very slowly. At 1645 a survey of the area astern was completed by Army surveyors. CHANTICLEER came alongside to port and the KITTIWAKE to starboard to continue diving operations. At 1645 the Washington stopped dredging on port counter and moved aft into the exit channel. The usual staff progress conference was held at 1700. At 1819 the PETREL shifted to starboard, and the CHANTICLEER came alongside to port. As the day closed the TRINGA and PETREL were still trying to move the pontoon wire forward. During this period the Washington and COMBER continued dredging astern.

27 JANUARY 1950

About 0630 on the 27th the KITTIWAKE and CHANTICLEER got underway to clear the side forward for receiving ammunition barges alongside in order to discharge forward ammunition of the MISSOURI. For almost a week the weather had been excellent for the refloating operation but quite suddenly about 0715 the wind picked up and shifted, marking the passage of a cold front. Winds of 35 knots proved too much for the pontoon barges and the dredge Washington requiring their discontinuance of operations. Ammunition handling also was temporarily discontinued. Early in the day the CHANTICLEER, KITTIWAKE and PETREL had been engaged in diving and tunneling operations, and at 0757 the TRINGA was underway. At 1050 MISSOURI commenced breaking out 40MM and 20MM ammunition. At 1305 the TRINGA was back alongside the port quarter. At 1435 YW 119 connected water lines and resumed pumping. They had been disconnected since 1105. At 1530 ammunition unloading commenced (starboard side frame 60). At 1600 a conference was held with UDT representatives to discuss the use of demolition explosives for clearing sand from underneath MISSOURI. A decision was reached that such procedure would not be of any advantage. The afternoon progress conference was held at 1700. Progress was as follows:

At 2030 unloading 5 inch ammunition to port at frame 75 was commenced. At 2105 the offloading of 40MM and 20MM had been completed.

28 JANUARY 1950

At 0001 the TRINGA was alongside to port, and the KITTIWAKE to starboard. They were working on the pontoons and pontoon gear. Two lighters were alongside starboard bow off-loading ammunition. Unloading of ammunition was temporarily halted at 0300 due to large swells. It was resumed about 0900. RECOVERY arrived at 0700. At 0850 the HOIST commenced laying beach gear #5 and #6. When HOIST completed at 1000 the OPPORTUNE placed #4 and #7 sets. SALVAGER and WINDLASS were anchored astern well clear of MISSOURI preparatory to reaching assigned stations and planting anchors. CDR F. E. Wilson, Staff, ComServLant reported on board for duty and LCDR Knowlton was detached. At the 1100 staff conference, progress was reported as follows:

At 1200 the KITTIWAKE was alongside tunneling. The TRINGA was on the port quarter working on the pontoon chains, with the PETREL aiding on the starboard quarter. The progress of the chain was slow and attempts were made to see-saw it. It was also pulled from one side to the other with the aid of YTB's. This was unsuccessful due to, the strong current. At the 1700 staff conference progress was as follows:

At 1730 rigging of the after beach gear by the HOIST was completed. At 1900 a conference was held with the Commanding Officers and Master Divers of the TRINGA and PETREL to discuss methods to speed up the rigging of the pontoons. Operation Order 1-50 for the pull-off was completed (Appendix C).

29 JANUARY 1950

As the day began the COMBER was dredging astern. KITTIWAKE and TRINGA on the port side, and PETREL on the starboard side were engaged in diving operations and working the pontoon chains forward under the hull. At 0110 the wire used in working the chain under the ship parted. By 0200 the wire was spliced and work resumed, but progress continued to be slow. Ten pounds of air pressure was applied to the three damaged compartments, B-29-F, B-37-F, B-43-F. KITTIWAKE reported the tunneling progressing nicely at 0800. They had dug under the flat, port side, in toward the center line of the ship at frame 115 to a distance of 24 feet, and aft to frame 130 in to a distance of 30 feet, 5 to 10 feet deep, extending from frame 108 to 130. Total excavation was 424 cubic yards of sand. At 0900 forward ammunition unloading was completed. At this time the sea had moderated sufficiently and the Washington had resumed dredging. At 1100 KITTIWAKE and PETREL cast off. 1100 Progress Summary was as follows:

By 1200 the starboard side was clear, and at 1235 charge of TNT was fired 75 feet from the starboard beam. At 1245 the TRINGA cleared the port side, and the PETREL came alongside to starboard to furnish services. At 1325 a charge was fired on the port side. The ship settled between one half and one inch. At 1410 YC771 came alongside to starboard and unloading of the after ammunition commenced. At 1400 HOIST commenced laying Beach Gear sets #1 and #9. YO's came alongside port side to unload fuel. 1700 Progress Summary was as follows:

30 JANUARY 1950

At this point ammunition unloading was of prime importance and continued through the night. By 0300 all 16" projectiles and all 5" ammunition had been off-loaded. Off-loading of 16" powder then began. At this time fuel oil transfer was in progress. At 0725 YC723 came alongside with starboard anchor and chain.

At 0840 YD169 came alongside to starboard for removal of excess dunnage. At 1015 the Washington ceased dredging and was pulled clear of the exit channel. YTB's 140 and 363 aided the SALVAGER and WINDLASS in laying cables. At 1045 2 picket boats and one LCPL reported to ComCruLant for duty. By 1100 both anchors had been recovered by the MISSOURI and secured in order to add weight to the bow. At noon all ammunition had been off-loaded, and the barges were clear of the side. Amidships and after tide gauges were removed, preparations were almost complete for the coordination rehearsal scheduled for morning high tide 31 January. HOIST, MOSOPELEA, OPPORTUNE, KIOWA, PAPAGO, PAIUTE, TRINGA, PETREL, RECOVERY, CHANTICLEER, KITTIWAKE, SALVAGER, LUISENO, and ALSEA were all on station and in position for the rehearsal. LCDR Swarthout from NavBase, NorVa. reported for TAD as Liaison Officer. At 1425 fog set in and visibility dropped to 3/4 of a mile. A tug was sent to standby the pontoon barge moored on the starboard bow. The frontal passage occurred at 1510 and the wind shifted to 20 knots from the North and the fog cleared. This wind shift was desirable because a Northerly wind was necessary for a higher tide than predicted. About 1600 wires securing #1 set pontoons parted and pontoons broke loose. At 1700 a communication drill was held in preparation for the coordination rehearsal. Another drill was held at 2000. The 2000 Progress Summary was as follows:

At 2230 a press conference was held. The day ended with preparations practically complete for the coordination rehearsal. Ships were in position in accordance with OpPlan 1-50 except for the OPPORTUNE and RECOVERY which were alongside instead of being abeam.

31 JANUARY 1950

The day began quietly. The wind was still about 15 knots from the North, but by 0330 it had decreased to almost a dead calm and fog set in. The visibility decreased to about 1/8 mile. At 0420 the TRINGA and PETREL reported all divers up and the second set of pontoons rigged. #3 set was in position, but #1 set had not been rerigged due to interference with Beach Gear. These two ships were then repositioned clear of the Beach Gear. At 0445 all hands took stations for coordination rehearsal. (See Appendix B - Staff Station Bill) and put OpPlan 1-50 (Appendix C) in effect. At 0515 the pull was begun. Tide was .1 foot above predicted. The tugs went ahead and a maximum strain was taken on all Beach Gear. At 0730 the rehearsal ceased, and preparations were started for the day's work. The 0830 Progress Summary was as follows:

At 0830 the fog still persisted and YW119 and YTB252 ran aground, but they were quickly refloated. Diving, tunneling, and pontoon rigging continued throughout the day. The 1300 Progress Summary was as follows:

At 1600 NIPMUK reported. At 1645 3 destroyers were used to cause a wake. They were quite effective, in fact too much so. Number 1 set of pontoons were fouled by the wake created and the ships alongside received quite a jostling especially the RECOVERY, KITTIWAKE and OPPORTUNE. Prepared Plans One and Two (Appendices D and E) for pull off attempt. Another communication drill was held at 1700. The 2000 Progress Summary was as follows:

As the day ended preparations were about completed for another pull off attempt the morning of 1 February.

1 FEBRUARY 1950

The wind persisted from the North in the early morning, and indications were that there would be a good high tide. At 0230 the forward set of pontoons was rigged. Set #2 and #3 aft were also ready but set #1 was not ready. At 0420 bow twisting unit was in place. This unit consisted of the RECOVERY, OPPORTUNE and NIPMUK. This was a change over the day before. This new and much stronger unit was used on the bow to give a greater turning moment. At 0530 stations were manned for a pull off attempt and Plan One (Appendix D) was put into effect. The bow twisting unit proved very effective and the heading was changed to port and starboard and then brought back to the original bearing. Headings were changed as follows:

The tide was running 8 inches above predicted. At 0705 the HOIST and WINDLASS collided but damage was negligible. At 0709 a dispatch was sent to CinCLantFlt reporting MISSOURI for duty and announcing 7 fathoms of water under the keel. At 0730 the ship was turned and YTB's put alongside. The twisting unit became the towing unit. At 0800 executed Recovery Plan, ANNEX D to OpPlan 1-50 (Appendix C). At 0930 the MISSOURI hove to under constant attention of escorting tugs. The bow and #3 sets pontoons were unrigged, #2 set could not be unrigged because chains were around struts. These four pontoons and one of #1 set were recovered and towed to the Norfolk Naval Shipyard. The second pontoon of;,.1 set sank while MISSOURI was in exit channel. Immediate search was commenced for this missing pontoon, but it was not recovered until 10 February. At 1045 tugs again had the MISSOURI underway and headed for the Norfolk Naval Shipyard. At 1430 the MISSOURI was secured in dry-dock. No. 2 set of pontoons was removed while MISSOURI was in dock before pumping down.

APPENDIX (A)- Schedule for Salvage Plan.
APPENDIX (B)- Staff Station Bill.
APPENDIX (C)- Operation Order 1-50.
APPENDIX (D)- Plan I
APPENDIX (E)- Plan II

SCHEDULE FOR SALVAGE PLAN

I Major Aspects

II Detail Schedule

SUNDAY, 22 JANUARY

MONDAY, 23 JANUARY

TUESDAY, 24 JANUARY

WEDNESDAY, 25 JANUARY

THURSDAY, 26 JANUARY

FRIDAY, 27 JANUARY

SATURDAY, 28 JANUARY

SUNDAY, 29 JANUARY

MONDAY, 30 JANUARY

TUESDAY, 31 JANUARY

WEDNESDAY, 1 FEBRUARY

THURSDAY, 2 FEBRUARY

Operation Order
ComCruLant No. 1-50

TASK ORGANIZATION

Pulling and Towing Force, Rear Admiral Allan E. SMITH, USN.

Deputy Commander and Commander Norfolk Naval Shipyard,
Rear Admiral Homer N. WALLIN, USN.

1. Assumptions: MISSOURI is in all respects ready to be refloated and hauled to deep water. MISSOURI has no propulsive power and cannot use her rudders.

All of the tasks required to execute the basic refloating plan have been accomplished and all mobile units connected with the final pull off are secured in position in accordance with Annex A.

2. This force will (a) haul off and (b) tow the U. S. S. MISSOURI to deep water during any favorable tide conditions occurring after 30 January 1950 by

Operation Order
ComCruLant No. 1-50

b. Beach Gear Control Group - LCDR J. S. LEES, USN

(1) Take strain on all beach gear at minus 4 hours.
(2) Slack bow mooring lines and tie off at minus 4 hours.
(3) Cast loose bow mooring lines when ship starts moving.
(4) Control and slip beach gear in accordance with Contingency Plan Annex B.

Operation Order
ComCruLant No. 1-50

e. Pontoon Control Group - LCDR A. L. LARSON, USN

f. Channel Patrol Group - Senior Coast Guard Officer - CG ships as assigned

g. Wake Surge Group - Senior DD Officer - DDs as assigned

Create bow waves to agitate MISSOURI in accordance with Contingency Plan Annex B when directed at about plus 24 hours.

Operation Order
ComCruLant No. 1-50

4. Logistics

5. Communications in accordance with Annex C.
Commander Cruisers, Atlantic Fleet in MISSOURI
Maneuvering Control and Conn on 011 level.
Beach Gear Control on Turret 3.
Pontoon Control Center in PETREL.

Annexes:

A. - Ships' Position Plan
B. - Contingency Plan
C. - Communication Plan
D. - Recovery Plan
E. - Towing Plan

DISTRIBUTION:

Contingencies and action to be taken follow

1. a. Ship moves so slowly that Beach Gear can keep strain:

2. Ship moves less than shortest fleeting distance of beach gear then hangs up:

3. Ship moves to point where hauling effort on beach gear no longer effective, then hangs up:

4. Ship tends to pull out of channel:

5. Ship fails to move. Take action when directed in sequence as follows:

1. FACILITIES

2. CIRCUIT DESCRIPTIONS AND RADIO FREQUENCIES

3. PUBLIC ADDRESS SYSTEM

4. COMMUNICATIONS WITH MISSOURI IN EVENT OF POWER LOSS

5. CALL SIGNS

6. MISSOURI INTERNAL COMMUNICATION

7. CIRCUIT PROCEDURE AND DISCIPLINE

1. MISSOURI - Be prepared to buoy and make arrangements for later recovery of ship's anchors in case they have to be dropped or slipped for any emergency.

2. BEACH GEAR CONTROL GROUP.

3. PONTOON CONTROL GROUP

Supervise removal of pontoons from drydock and load on barges. Rigging and crane service at Shipyard. Arrange through ComServLant for towing to destination.

4. CHANNEL CONTROL GROUPS

Remove special range and channel marker buoys.

Task Organization

1. All ATF's and ARS's be ready in all respects to take station as shown in Annex "A" at 301200R.

2. Towing Group #2 will be stationed first, YTB's assisting. If beaching gear is slacked Group 2 ATF's will pass their tow line to MISSOURI with 2" towing pendant attached and then proceed to station. Order of ships ALSEA, MOSOPELEA and PAPAGO. If beaching gear is taut tow wires will be passed to MISSOURI by YTB's. Group 2 anchor when secured in position. Individual ships of group to be moored together after Towing Group #2 is in position and ready.

3. Towing Group #1 will pass their tow lines to the corresponding ship astern in following order LUISENO, PAIUTE, and KIOWA and proceed to station. When on station moor together and anchor group. Group #2 equalizes tow lines followed by Group #1.

4. After towing groups #1 and #2 are secured or when directed, OPPORTUNE and RECOVERY pass tow line with 2" towing pendant attached to MISSOURI, take station and anchor. ATA's anchor in vicinity as shown in Annex "A".

5. All ships will utilize all available power in pulling unless otherwise directed. The maximum effort is expected of all ships.

6. Pulling and Maneuvering units will be given directions either by unit names or by "Port" or "Starboard" followed by unit names. For coordination and reduction of voice communications, designated guides only will acknowledge orders addressed to the whole unit. Designated guides are as follows:

Port and starboard units will acknowledge orders addressed to them individually.

7. Maneuvering Group YTBs will be controlled from the Control and Conning Station. Pulling unit ships shall not give orders to YTBs except in emergencies.

8. The sequence of events listed in paragraph 9 below is for guidance only. All changes of speed and other maneuvers will be on direct order from Control except that bow YTBs will change speed as necessary to keep their bows against MISSOURI bow.

9. Sequence of towing operations will be as follows:

10. If the MISSOURI does not pull off with all towing ships going "ahead full" surging orders may be given. If surging is called for, the following procedure for towing groups #1 and #2 will be followed. Towing group #2 will continue "ahead full". Towing group #1 will stop and when tow wires have slacked, on order from the guide of Group #1, go "ahead full". This surging, alternately stopping and going ahead, will be continued until the order "Stop Surging" is given when Towing Group #1 will continue "ahead full".

11. If towing and surging are not sufficient to float the MISSOURI twisting maneuvers may be ordered. For this maneuver the bow YTBs will be ordered to alternately push the bow to starboard and port and attempt to twist the ship free. This procedure will be started by ordering bow tugs "starboard stop, port ahead full" and vice versa. Similar orders will be used with breast units.

12. On getting clear of exit channel MISSOURI will be anchored in berth bearing 135°T 925 yards from Old Point Comfort light.

13. After MISSOURI is anchored Pulling Unit Groups will cast off in following order:

Do not cast off a tow line until the receiving ship has reported ready to receive it.

14. Quarter unit ships will be end-for-ended to accompany MISSOURI to Naval Shipyard in order to insure keeping pontoons blown down.

15. Station assignments for towing MISSOURI from anchorage to Norfolk Naval Shipyard are as shown in Appendix 1.

PLAN I

Minus 2 Hours to Minus 1 Hour

1. This plan is to provide a twisting moment by utilizing 2 ARS type and 1 ATF type on tow line at bow and by manipulating beach gear. Control will be in conn. Units concerned are:

2. Plan sequence is as follows:

3. Be prepared to repeat above sequence when directed. Time intervals to be announced.

PLAN II

Minus 1 Hour

1. This Plan requires the UTMOST effort on the part of each man, ship and piece of equipment involved.

2. Plan sequence is as follows:

ENCLOSURE 14

COSTS

1. In computing the costs of refloating the U. S. S. MISSOURI, there are several factors which should be included in any statement of accounts; and which would not apply to the grounding of a merchant ship.

2. Below are listed the costs, as closely as can be ascertained. As indicated above, every item except the hiring of the Washington and the hiring of civilian tugs has a limitation of some kind. These cost figures have been compiled based on actual costs and estimates from representatives of Type Commanders, Norfolk Naval Shipyard, FIFTH Naval District, Naval Supply Center, and the U. S. Army Corps of Engineers.

3. COSTS WITHIN THE NAVY. These costs are those attributable to the pull-off operation but include only those over and above normal operating costs. The cost of equipment lost or destroyed as a result of the operation, or required especially for the operation, is included, but normal operational costs such as military pay, fuel, subsistence, etc., are not included.

4. COSTS WITHIN THE ARMED FORCES BUT OUTSIDE THE NAVY

5. COSTS OUTSIDE THE ARMED FORCES

9. It should be noted that the only costs paid to agencies outside the government are:

The MISSOURI did not make the training cruise scheduled at the time of her grounding, which resulted in a saving of $32,000.00 worth of fuel. This could be listed as an asset, but like other items mentioned, since it is, with two exceptions, all within government appropriations, the Navy will undoubtedly use the fuel saved for needed training in other commands.