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C-L11-1/NY10 (C = Confidential, L11-1 = Casualties and salvage, NY10 = Navy Yard 10, which was Pearl Harbor) CONFIDENTIAL
REPORT OF THE REPAIR & SALVAGE OF NAVAL VESSELS DAMAGED AT PEARL HARBOR, T. H. ON DECEMBER 7, 1941.(Hawaii was a U.S. territory and not yet a state in 1941)
Submitted To THE COMMANDANT, NAVY YARD, PEARL HARBOR, T. H.
By: The Salvage Officer CAPTAIN H. N. WALLIN,. U.S. NAVY
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CONFIDENTIAL July 13, 1942.
1. In accordance with your instructions, and upon termination of my assignment as Salvage Officer, I am submitting below a report covering the salvage operations and repair work on naval vessels damaged in the Japanese sneak air raid on Pearl Harbor on 7 December, 1941. This report is in the nature of a resumé of the whole project, and does not include extensive details as these have been covered in separate reports otherwise submitted. This report, I believe, will be of value as a historical record of the Pearl Harbor salvage project. 2. The work has been of two kinds: first; the work involving repairs to damaged vessels which were not sunk, although in some cases seriously flooded; and second, work involving the raising, floating, and repairing of vessels which were sunk. In the first classification are the PENNSYLVANIA, MARYLAND, TENNESSEE, HELENA, HONOLULU, RALEIGH, VESTAL and CURTISS. In the second classification are the SHAW, CASSIN, DOWNES, YFD-2, NEVADA, CALIFORNIA, WEST VIRGINIA, OGLALA, ARIZONA, OKLAHOMA, and UTAH. 3. EARLY ESTIMATES OF THE JOB: At the beginning of the project it seemed very doubtful whether any of the vessels which were sunk could be returned to effective service, or whether some of them could even be refloated. As the work got underway, however, the raising of the ships, reconditioning their machinery, and repairing them proceeded, far more satisfactorily and expeditiously than anticipated by even the most rabid optimists,-- of whom there were few if any. The statement made by the Secretary of the Navy regarding losses at Pearl Harbor, and the statement which the President made in his fire-side chat on 24 February, 1942, seemed overly optimistic at those times, but these were accepted as the directive for salvage work, and the fact is that the promises contained in those statements have been considerably exceeded. The Secretary listed the SHAW, CASSIN and DOWNES as total losses, whereas the SHAW has now returned to active service as a first line destroyer, and a large part (about 50%) of the machinery, auxiliaries, and structure of the CASSIN and DOWNES are being reinstalled in new hull structures at Mare Island. Also, the OGLALA was listed as a total loss whereas she is now in drydock in relatively good shape, and a start has been made in reconditioning her for active service as a mine layer.
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4. One great lesson learned is that the real damage in such cases usually turns out to be relatively much less than estimated by the casual eye. The eye seems to take note of things that are wrong,-- emphasizing the superficial evidence,--and is prone to pass by the many things still intact which may be found only after careful inspection. Also, in time of calamity or great adversity the human mind is impressed more by the desparateness of a situation, rather than by its hopefulness. 5. VESSELS WHICH WERE DAMAGED BUT NOT SUNK: Ships which were damaged but not sunk as a result of the Japanese air raid are listed below, together with a few of the salient facts regarding the damage sustained and the repairs accomplished. It will be noted that most of the repair work was performed by the Navy Yard, Pearl Harbor. However, a large amount of urgent repair work was performed by ships themselves, by other ships, by repair vessels and tenders, etc.,-- indicating the splendid spirit of co-operation and assistance which prevailed. 6. USS PENNSYLVANIA: The PENNSYLVANIA was in Drydock #l and was struck by one five-hundred pound fragmentation bomb at frame 83 starboard, about eight feet in from the side of the ship. This bomb hit the base of #9 - 5"/51 gun but did not pass entirely through the upper deck; its explosion caused considerable structural damage and many personnel casualties. 7. One bomb struck near the side of the drydock and its fragments punctured the gasoline lines on the starboard side and made numerous holes through the shell plating between the main deck and upper deck. 8. The bow of the PENNSYLVANIA was subjected to intense heat from the oil fire in the dock caused by bomb hits on the CASSIN and DOWNES. There was no damage except burning off of the paint. 9. The Yard repaired all damage to the PENNSYLVANIA including installation of a replacement 5"/51 gun, which was transferred from the WEST VIRGINIA. All work was completed by 20 December, 1941. 10. USS MARYLAND: The MARYLAND was moored at Berth F-5 inboard of the OKLAHOMA and was struck by two bombs forward, one probably of the 15" armor piercing projectile type. Fortunately both of them had a low order of detonation. The first bomb struck on the forecastle close to the center line at frame 13, and exploded on impact. This bomb caused fragment damage and forced the forecastle deck downward somewhat. 11. A second bomb entered the port side at the 22 foot water level (below the water line) at about frame 10. This bomb
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exploded after it had passed approximately 20 feet downward and aft. This hit caused flooding of a considerable volume within the ship which put the bow down about five feet. 12. A drydock for the MARYLAND was not immediately available at the Yard and the Forces Afloat endeavored to effect the necessary repairs without docking. The Yard took over the job and constructed a small caisson to fit over the hole through the port side to permit repairing it. When adequate pumping facilities were available it was possible to gain control of the flooding, and this permitted temporary bottom repairs to be satisfactorily completed on 20 December, 1941. 13. USS TENNESSEE; The TENNESSEE at Berth F-6 was struck by two bombs, both probably of the 15" armor piercing projectile type. One bomb struck the center line gun of Turret II. The splinters from this explosion damaged the other guns to some extent and caused minor damage to surrounding structure. 14. The second bomb passed through the forward starboard corner of the top of Turret III. The bomb failed to explode but caused some damage to the catapult and interior equipment of the turret including a rammer. 15. The TENNESSEE was moored inboard of the WEST VIRGINIA and was squeezed hard up against the forward quay as the WEST VIRGINIA settled. In order to release the TENNESSEE it was necessary to remove about half of the re-inforced concrete of the quay. 16. This vessel suffered its major damage from the oil fire on the water surrounding the stern of the ship, which was near the bow of the ARIZONA. The heat was so intense that hull plating was warped and fires were started which burned out the officers' quarters aft. 17. The Yard forces patched up the damage to Turret III and made the vessel seaworthy in way of heat damage by welding up sprung seams and loose rivets and blanking air ports. The repair ship MEDUSA assisted. All work was completed by 20 December, 1941. 18. USS HELENA: While moored at the Navy Yard, port side to in Berth B-2 inboard of the OGLALA, the HELENA was struck by one aerial torpedo at about frame 74, starboard, at the turn of the bilge. The explosion opened the side of the vessel in way of the #1 engine room and #2 boiler room. 19. The HELENA was docked in Drydock #2 on 10 December, 1941,-- the first vessel to occupy that dock. Temporary repairs were made to the hull and to various piping systems, electric
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wiring, etc., to insure satisfactory operation on half power. The HELENA was undocked on 21 December, 1941, and sailed for Mare Island on 5 January, 1942, and is now in full service. 20. USS HONOLULU: The HONOLULU was moored port side to in Berth 21 and suffered damage from a near-miss of (about) a 500 pound bomb. The bomb struck the pier and passed through the concrete surfacing of same, then continued downward towards the ship and exploded about twenty feet from the ship's side. The explosion caused an in-buckle five or six feet deep centering at about frame 40 and extending over a fore and aft length of slightly more than forty feet. This damage centered at the second platform deck. Although the shell of the ship was not seriously opened up the flooding was extensive on account of the rupture of a magazine sea-flood. The inflow of water spread through a number of compartments including the handling room of Turret II. 21. The HONOLULU was placed in #1 Drydock on 13 December, 1941, and was undocked on 2 January, 1942. Permanent repairs were made to the hull, to magazines, electric wiring, etc., and all work was completed on 12 January, 1942. 22. USS RALEIGH: The RALEIGH was moored at Berth F-12, and was struck by one aerial torpedo at about frame 55 port side just below the armor belt. This damage resulted in the flooding of the forward boiler room and forward engine room up to the main deck. 23. The ship was also struck by a bomb (probably 15" projectile type) at frame 121 upper deck, port side, about six feet from the centerline. This bomb passed through several decks and went out the port side of the ship about one foot above the second platform. The bomb exploded in the water and caused some near-miss damage to the hull. 24. The extensive flooding of the RALEIGH endangered its stability. The ship's personnel remedied this situation by scuttling top-side weights. 25. The RALEIGH was placed in Drydock #1 on 3 January, 1942, and was undocked on 6 February, 1942. Permanent repairs were made to the underwater hull and to the interior portions of the ship. The RALEIGH, was completed on 14 February, 1942, and was sent to Mare Island for replacement of machinery parts. The ship has been returned to full service. 26. USS VESTAL: The VESTAL was moored alongside the ARIZONA at Berth 1-7, but got underway following the explosion of the ARIZONA'S forward magazines. Due to the damage to the water-
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tight integrity of the VESTAL as a result of two bomb hits, she was beached on Aiea Shoal. 27. The VESTAL was struck by two bombs, probably 15" armor piercing projectile type. The first bomb struck on the starboard side of the forecastle at frame 43 about eight feet from the centerline. This bomb passed through several decks and exploded in metal storeroom A-14. The explosion ruptured the lower platfrom deck, but did not cause flooding. 28. The other bomb struck the main deck on the port side at frame 110 about seventeen feet from the centerline. It passed through several decks and out through the inner and outer bottoms of the ship, possibly exploding some distance below the bottom plating. This damage permitted serious flooding aft and resulted in the trim by the stern of about ten feet. The free water in the ship caused a list of about seven degrees to port. VESTAL personnel undertook temporary repairs to their own vessel and were highly successful in this work. In order to make permanent repairs the VESTAL was placed in Drydock #1 on 7 February, 1942, and work was completed by the Yard on 18 February, 1942. 26. USS CURTISS: The CURTISS was moored at Berth Xray 22 and. was struck by one bomb, probably the 15" armor piercing projectile type. This bomb struck the boat deck on the starboard side at frame 71 and passed through several decks and exploded, on the main deck in the forward part of the hangar. The damage from this hit was extensive. The ship's radio installation was badly damaged. 30. Also, one enemy plane which was hit by A.A. fire crashed into the starboard crane of the CURTISS, causing considerable damage. 31. The Yard undertook repairs to the CURTISS at two different periods, first from 19 December to 27 December, 1941, and upon receipt of replacement materials the ship returned to the Yard and all repairs were completed between 26 April and 28 May, 1942. 32. VESSELS WHICH WERE DAMAGED AND SUNK OR PARTIALLY SUNK: The ships listed below were all badly damaged and were sunk or partially sunk. All of these vessels required a large amount of attention before they could be floated, and also a great amount of repair work in the Navy Yard thereafter. A general description of the damages sustained and work involved are indicated below. 33. USS SHAW & FLOATING DRYDOCK YFD-2: The SHAW was in the floating drydock YPD-2, and was struck by three aircraft
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bombs of 200 - 300 pounds. The first two passed through several top-side platforms and decks and exploded in the crew's mess room below the main deck. A third bomb passed through the bridge area and exploded in the wardroom pantry. The explosion of these bombs probably ruptured the forward fuel tanks and scattered burning oil throughout that portion of the ship. The heat from the oil fire caused the forward magazines to blow up, and this wrecked the hull of the ship as far back as frame 65. 34. The floating drydock, YFD-2, was struck by five bombs, four of which affected watertight integrity. In the salvage work it was found that watertight compartments were pierced by 155 fragments, all of which were patched by welding. The SHAW'S oil fire spread throughout the drydock and did considerable damage. The drydock sank and rested on the bottom at an angle of about fifteen degrees and remained submerged until 9 January, 1942. Repairs were made which permitted placing of the drydock in use again on 26 January, 1942, and final repairs were completed by 15 May, 1942. 35. On 13 December, 1941, the intact part of the SHAW (everything aft of frame 60) was towed clear of the drydock and was docked on the Marine Railway on 19 December, 1941. Preliminary repairs were made and measurements were taken for the installation of a false bow which was manufactured by the Yard and installed at a subsequent docking of the SHAW on the floating drydock on 26 January, 1942. Incidentally, it should be noted that the floating drydock had in the meantime been repaired and restored to limited use and that the SHAW was the first vessel to be docked thereon. The SHAW was undocked. on 4 February, 1942, and all work necessary for her self-propulsion trip to Mare Island was completed on 9 February, 1942. She is now in full service as a first line destroyer. 36. SMALL TUG SOTOYOMO: On the floating drydock with the SHAW was the small tug SOTOYOMO which was badly burned, and appeared to be a total loss. However, restoration work has gone ahead on her by the Pearl Harbor Repair and Salvage Unit (Destroyer Repair Units I and II). The tug will be ready for duty in the near future, upon arrival of a few replacements of machinery parts. 37. USS CASSIN & USS DOWNES: The CASSIN and the DOWNES were in Drydock #l abreast of each other forward of the PENNSYLVANIA. The CASSIN was struck by one small incendiary bomb (about 100 pound) at about frame 135 near the port side deck edge. The bomb passed entirely through the ship and into the drydock, exploding between the CASSIN and the DOWNES. This riddled the side of the DOWNES in way of oil tanks and ignited the oil.
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38. Another incendiary bomb exploded between the two vessels at about frame 60, and a third bomb struck the director platform of the DOWNES and exploded in the chart house. These various explosions opened oil tanks which fed the fire already started. The heat of the fire caused the detonation of some five inch ammunition on the DOWNES and later caused the detonation of the warheads in Torpedo Tube III, causing very severe damage to the ship. The oil in intact tanks was brought up to the flash point and resulted in many severe oil tank explosions, still further increasing the fire. 39. Eventually, due to explosions and precautionary flooding of the dock, the CASSIN fell over onto the DOWNES and suffered considerable top-side damage and serious wrinkling of the hull structure. The DOWNES remained upright on the blocks but suffered extensive fire damage both inside and outside. 40. The salvage work on the CASSIN and DOWNES consisted of making temporary repairs to gain sufficient floatability to right the CASSIN and to permit removing both vessels from Drydock #l. The Pearl harbor Repair and Salvage Unit (Destroyer Repair Units I and II) were assigned to this work and made excellent progress in patching up hundreds of fragment holes as well as large openings in both ships. In the case of the DOWNES they removed practically all of the main machinery and put the same in a state of preservation. 41. The CASSIN was righted on 5 February, 1942. After further temporary repairs to the port bilge on which the vessel had been resting she was floated and removed from the drydock on 18 February, 1942. The DOWNES was floated and removed from Drydock #1 on 6 February, 1942. 42. There was a wide difference of opinion among officers in this area as to the proper disposition of the CASSIN and DOWNES. Some felt that they should be towed to sea and sunk in order to avoid the work required to repair them or to cut them up for scrap. There were others who felt that they would never be satisfactory as reconditioned vessels unless almost entirely rebuilt. It was my opinion and recommendation that in view of the generally good condition of the main and auxiliary machinery and fittings the vessels be reconditioned for limited service as escort or patrol vessels. Finally the Department ordered that new hulls be constructed at Mare Island and that Pearl Harbor ship to that Yard all useful hull parts, machinery, fittings, etc. This program is being carried out and will result in saving in the neighborhood of 50% of the value of each of these vessels as first line destroyers. 43. USS NEVADA: The NEVADA was moored astern of the ARIZONA at Berth F-8, and got underway in order to get clear of
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the serious oil fire on the ARIZONA. Prior to getting underway she had been struck by one torpedo and while in the channel she was heavily attacked by bombers and was finally run on the beach at the channel entrance across from the Naval Hospital to prevent sinking (This is not entirely correct - a bomb had passed through NEVADA's forecastle deck and wrecked the gear used to drop her anchor. She was beached as she had no method to drop anchor as well as fears of sinking). 44. The underwater damage to the NEVADA consisted of one torpedo hit on the port side at frame 40; one bomb hit on the forecastle at frame 13 starboard, which passed through the shell below the water line; and one bomb which passed through the forecastle and out the bottom at frame 6. Both bombs exploded shortly after passing through the ship and caused very extensive damage to the hull and consequent flooding. Other bomb hits on the NEVADA were as follows: (a) One on the forecastle deck at about frame 25 which exploded on the second deck and caused considerable wreckage, and a serious fire which prevented adequate damage control procedure. (b) Probably a second bomb in the same area, as the amount of wreckage and fragmentation seemed excessive for one bomb. (c) One bomb which struck the port A.A. director and passed through the port navigating bridge and into casemate VI and exploded on the upper deck. This bomb wrecked the uptake and started fires which burned out the foremast structure. (d) One bomb struck the boat deck at about frame 80 nearly at the center line and detonated on impact. It blew a hole through the boat deck about six feet by twelve feet and damaged the galley below very extensively. Fragments from this bomb scattered, over the whole boat deck causing some damage and killing a large number of men at the guns. 45. The NEVADA was floated on 12 February, 1942, and placed in Drydock #2 on 14 February, 1942. Permanent repairs were made to all underwater damage and the vessel was undocked on 15 March, 1942. The main and auxiliary machinery was overhauled and put into condition and all Yard work was completed on 22 April, 1942, after which the NEVADA sailed for Puget Sound under her own power. 46. USS CALIFORNIA: The CALIFORNIA was moored at Berth F-3 and was struck by two torpedoes on the port side, one at frame 53 and the other at frame 103. One large bomb near-miss opened a large triangular hole in the port side between frames 9 and 15.
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Another bomb near-miss on the starboard side at frame 50 caused minor damage. A third bomb passed through the upper deck on the starboard side abreast the foremast. This bomb exploded on the second deck and caused extensive damage, fire, and personnel losses. 47. The underwater damage to the CALIFORNIA was barely sufficient to cause her to sink at her berth and she stayed afloat for about three days, but continued to settle in the mud until the water level was up to the boat deck on the port side. The refloating of the CALIFORNIA appeared to be unpromising on account of the great depth of water over the quarter deck, coupled with the fact that the mud bottom lacked sufficient strength to permit utilisation of a sheet piling cofferdam entirely around the ship. It was finally decided to shut off the water from the quarter deck openings by building a fence-type cofferdam around the deck edge of the quarter deck, and thereafter to endeavor to pump the vessel out without fitting any patches over the torpedo holes. This scheme of salvage proved emminently successful and the CALIFORNIA was floated on 24 March, 1942, and placed in Drydock #2 on 9 April, 1942. 48. The Yard made permanent repairs to all of the underwater damage except some of the bottom plates in way of the torpedo hits. The ship was undocked on 7 June, 1942, and is being reconditioned for return to the Navy Yard, Puget Sound under her own power, sometime during the month of August. 49. USS WEST VIRGINIA: The WEST VIRGINIA was moored outboard of the TENNESSEE at Berth F-6. She was very seriously damaged by probably as many as six torpedoes and two large bombs. It is somewhat difficult to determine whether the extensive damage in way of the armor belt in the midship area resulted from torpedoes or bomb near-misses, but there are imprints of four torpedoes on the armor belt itself, and this indicates six torpedo hits in all. The damage suffered by the WEST VIRGINIA was as follows: (a) One torpedo hit on the armor belt at frame 46. (b) A second torpedo hit on the armor belt at frame 70. (c) A third torpedo hit (or possibly a bomb near-miss) on the armor belt at frame 81. (d) A fourth torpedo hit (or possibly a bomb near-miss) on the armor belt at frame 94. (d) A fifth torpedo hit above the armor belt at frame 58. The air flask of this torpedo was found inside the ship on the second deck. It caused the collapse of the second deck (armored) in this area.
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(f) A sixth torpedo hit in way of the steering gear room. It knocked off the rudder and damaged it almost beyond repair. (g) A large bomb hit which passed through the foretop and continued down through to the second deck. Inasmuch as an unexploded 15" shell-type bomb was found on the second deck in this area it is possible that this bomb did not explode. (h) A second bomb hit of the same type on the top of Turret III. This bomb passed through the top plate but did not explode. (i) Slight damage to the shell on the starboard, side due to contact with the TENNESSEE which was squeezed against the quay as the WEST VIRGINIA heeled over and settled on che bottom. 50. These torpedo hits wrecked the port side of the ship in the midship area, and likewise the structure inside the ship within about twenty-five feet of the side. There also was very extensive damage through the ship from oil fires caused by explosions and by the spread of fire from the ARIZONA which was moored a few yards astern. 51. The vessel rested on the bottoin with a list to port of about three degrees. The port side of the main deck was slightly under water. Before she was raised the visible damage to the WEST VIRGINIA appeared to be so extensive as to make questionable the value of the ship, if it were assumed that she could be raised. The underwater survey by divers showed that the floating of the WEST VIRGINIA would very likely be most difficult. The first plan was to drive a sheet piling cofferdam entirely around the ship to expose the underwater damage to permit temporary repairs for floating. This was found to be impracticable because the porosity of the coral bottom did not permit pumping down of the cofferdam further than about 30 feet. The final scheme of salvage was to set two large cofferdam patches, one from frame 43 to 52 and the other from frame 61½ to 97½. The patches were installed in sections of about thirteen feet long and fifty foet deep; the ends of these cofferdam patches were sealed by underwater concreting. 52. No patch was put over the damage in way of the steering gear room, but instead watertight doors and hatches were used to close off the flooding within the ship in that area to a minimum. 53. This scheme of salvage of the WEST VIRGINIA proved highly satisfactory. The ship was floated on 17 May, 1942, and placed in Drydock #l on 9 June, 1942, the mean draft having been
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reduced to just over thirty-three feet by removing from the ship all ammunition, most of the oil, and a large part of the stores and provisions. When the drydock was pumped down the very extensive damage to the hull and to the steering gear were revealed, but even so, in proportion to the large amount of ship not seriously damaged it was apparent that the WEST VIRGINIA could be reconditioned for service within a reasonable amount of time and work. Reconditioning of the main and auxiliary machinery was undertaken without delay, paralleling similar work on the CALIFORNIA. 54. The time required for making the WEST VIRGINIA seaworthy for return to the mainland under her own power depends upon the amount of fleet work the Yard is required to handle, especially repairs to battle damage. Assuming that the work can be continued on the WEST VIRGINIA at a fair rate and that essential materials will be forthcoming within a reasonable time it looks probable that the ship should be ready to leave the Yard before 1 December, 1942. (This did not happen until April 30, 1943) 55. USS OGLALA: The OGLALA was berthed in Berth B-2 in the Navy Yard, port side to, outboard of the HELENA. An aerial torpedo passed under the OGLALA and struck the HELENA. The pressure wave from this explosion pushed in the port bilge area of the OGLALA at about frame 75 and permitted slow flooding of the vessel. Seeing that the OGLALA might capsize and foul the HELENA the Commander Mine Force (Rear-Admiral Furlong) ordered that she be towed clear of the HELENA. The OGLALA capsized against the dock astern of the HELENA (Berth B-3) about two hours after having been damaged. 56. Although the OGLALA was not regarded as a very valuable ship it was desired that she be moved as soon as possible in order to recover the use of the berth which she fouled. Several schemes of salvage were studied in order to get the OGLALA clear of the berth. After one try and several different studies it was finally decided that the most satisfactory method was to right the snip first and then to raise her by building a deck edge cofferdam entirely around her as on the quarter deck of the CALIFORNIA. The righting of the ship was accomplished primarily by the attachment of ten submarine salvage pontoons on the weather decks of the ship. Chains from these pontoons girdled the ship completely and were secured to stoppers on the starboard side which was slightly above the water. 57. Righting and raising of the OGLALA was accomplished as planned, but not without considerable difficulty. The principal difficulty was deficient stability on account of the heavy deck load of cofferdam and the fact that free water surface in the ship could not be well controlled. Another difficulty arose a few days before drydocking when the fuel oil on the surface of the water
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within the cofferdam was set afire during refueling of a gasoline pump. The fire could very well have been fatal to the cofferdam but fortunately quick action of the Yard Fire Department and fire parties from neighboring ships (especially the ORTOLAN) succeeded in getting the fire under control before serious damage was done. 58. The OGLALA was placed in Drydock #2 on 3 July, 1942 and work has been started toward reconditioning this vessel as a mine layer in accordance with the directive received from the Bureau of Ships. Although the OGLALA is of limited value as a combatant ship, her hull and machinery are but little damaged and she can be restored to service within a reasonable time and cost,--whereas she was at one time considered a complete loss. 59. SALVAGE WORK YET TO BE COMPLETED: In addition to the salvage and repair work which has been completed at Pearl Harbor there are three vessels on which considerable work has been and is being done, but which have not yet been salvaged. The situation regarding these three ships, the ARIZONA, OKLAHOMA and UTAH is as follows: 60. USS ARIZONA: The ARIZONA was moored at Berth F-7 when the attack occurred. She was struck by one torpedo (inspection by Navy divers during the war found no damage consistent with a torpedo, however, a near-miss by one of the high-altitude armor-piercing bombs did occur in about the area the torpedo explosion was described) and a number of bombs as follows: (a) One torpedo hit at about frame 35 on the port side. (b) One medium sized bomb on the face plate of Turret IV. This glanced off and exploded in the Captain's quarters below. (c) One medium sized bomb at frame 85 on the boat gallery of the upper deck. (d) One medium sized bomb (or large) at frame 96 on the port side quarter deck. (e) One large bomb just forward of the stack on the boat deck. (f) One large bomb (1000 - 2000 pound) went down the stack. (g) One bomb on the boat deck by 5" A.A. gun #4. (h) One large bomb about frame 73 on port side of the boat deck. (I) One large bomb (probably the 15" armor piercing shell type) on the forecastle by Turret II. It is believed that this bomb penetrated to the black
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powder magazines, which in turn set off the main battery magazines and destroyed practically the whole ship's structure forward. 61. A careful survey has been made of the ARIZONA by divers, both outside and Inside insofar as possible, and it is found that the structure of the ship forward, of about frame 78 is completely wrecked. The two forward turrets and the conning tower have dropped vertically between eighteen and twenty feet, indicat-ing collapse of the supporting structure or buckling of the hull. 62. It is possible that the ship aft of frame 78 could be floated after severing it from, the forward structure, but the value of this half would not be very much as compared to the work involved and the drydock capacity which would have to be used to utilize it. It is not practicable to employ a sheet piling cofferdam entirely around the ship to shut off the water on account of the porosity of the coral bottom which limits the difference in water level inside and out to a maximum of about 30 feet. It is clear to me that the work of raising or removing any considerable part of the ARIZONA should be deferred until after the war. In the meantime the topside structure is being razed so as to remove wreckage from view. A temporary battleship berth has been constructed outboard of the ARIZONA. In addition to the removal of wreckage on the ARIZONA, about half of the main battery ammunition of Turrets III and IV has been removed, and it is expected to continue with this work, possibly extending the work to the 5" ammunition aft. 63. Work has also been carried on towards the removing of the Turrets III and IV for utilization elsewhere, possibly by the Army. The six fourteen inch guns have been already removed and are stored at Waipio Point. Although the water level on the quarter deck is above the barbette on Turret IV it seems entirely practicable to remove the turret complete, including the lower roller path and as much of the stool as is wanted. 64. There are supposed to be nearly nine hundred bodies in the ARIZONA. 65. USS OKLAHOMA: The OKLAHOMA was moored, at Berth F-5 outboard of the MARYLAND, and was probably struck by four aerial torpedoes at frames 38, 49, 64, and 94. These locations have been determined by divers and may not be entirely accurate because the damage is mostly buried in mud. The OKLAHOMA capsized outboard (to port) and came to rest after rotating through an angle of 150 degrees. The masts, cranes, smokestack, turrets, and all upper structure, are buried in the mud. 66. The salvaging of the OKLAHOMA seems to be entirely practicable and plans have been developed to start the work of
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righting her very soon. Essentially the plan consists of: (a) Utilizing about 20 submarine salvage pontoons attached to the high structure now buried in the mud. (b) Employing air pressure to reduce the water level within the ship about 25 feet. (c) Rigging of about twenty hauling winches on Ford Island to exert a turning moment on wires attached to the starboard side blister, the wires to run over a leverage strut built on the ship's bottom. 67. After the vessel is righted it is planned to raise her by installation of a fence-type cofferdam entirely around the deck edge as in the case of the OGLALA. The time required to float the vessel depends upon many indeterminables, but it is now expected that she should be floated within eight or nine months. 68. There are supposed to be about 400 bodies still in the OKLAHOMA. 69. USS UTAH: The UTAH (not a combatant ship) was moored at Berth F-ll on the west side of Ford Island and was probably struck by three torpedoes (A survey after she was pulled more upright revealed only two hits) on the port side at frames 58, 70, and 80. These locations have been determined only approximately by preliminary diving operations. The present mud line hides most of the damage. 70. The UTAH capsized outboard and rotated through an angle of about 165 degrees. Some salvage of material has been done on the UTAH mostly having to do with the recovering of 5" A.A. ammunition, A.A. guns, small arms, etc. It is expected that the UTAH can be righted and raised in the same manner as planned for the OKLAHOMA, and it is expected that the work toward righting her will proceed immediately following the righting of the OKLAHOMA. 71. REMOVAL OF VALUABLE MATERIAL AND EQUIPMENT FROM DISABLED SHIPS: Immediately following the air raid steps were taken to remove as much valuable material and equipment from disabled ships as possible, and to issue same to the other ships of the fleet as required. This work was handled primarily by the Forces Afloat, and in many cases with the assistance of the Navy Yard. An Ordnance Salvage Group was organized to remove valuable ordnance equipment and instruments on board, such as fire control instruments, range finders, etc. Also, anti-aircraft guns were removed in all cases where they could not be operated and were installed on other vessels or in the newly organized land batteries which were set up in the Navy Yard and at various Army posts.
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Ammunition, especially anti-aircraft ammunition was removed from disabled ships and reissued in all cases where same had not been damaged or submerged. 72. RECOVERY AND RECONDITIONING OF MATERIAL FROM SHIPS WHICH WERE RAISED: In all cases of ships which were raised efforts were made to give prompt attention to the recovery of valuable material and equipment which had been submerged, in salt water for comparatively long periods of time. It was found that metallic materials were in excellent condition and could be readily reclaimed. Fabrics, particularly clothing, were in bad shape either due to oil soaking or rot. However, the clothing in storerooms which was tightly packed was in fairly good shape and was laundered under contract and issued out for working clothes to enlisted men engaged in the salvage work. Canned goods appeared to be intact, but there was usually some corrosion of the cans. It was the recommendation of an agent of the Department of Agriculture that the canned goods be dumped. 73. So far as restoring the ships to service was concerned we were primarily interested in reconditioning main and auxiliary machinery, essential equipment, etc. The following paragraphs describe the general situation with respect to these materials on all vessels. Also, there are included below several paragraphs regarding salvage problems which were common to all vessels which had been, submerged. 74. SALVAGE OF MACHINERY: It was soon learned that items of machinery which had been submerged but not otherwise damaged could be reconditioned for service, quite readily. Mechanical machinery was not affected by submersion except by corrosion following exposure to the air. It was the practice to have working forces available shortly after unwatering of mechanical machinery to give it a good bath of a proprietary corrosion preventative called "Tectyl". In the case of pumps, turbines, etc., a generous quantity of "Tectyl" was forced into them and circulated. The fuel oil coating which covered practically everything on ships which were raised was helpful in preventing quick corrosion of air-exposed mechanical machinery. Generally speaking all submerged mechanical machinery has been susceptible to 100% reconditioning for service. 75. MAIN PROPULSION MACHINERY: The turbine installation of the NEVADA proved the practicability of reconditioning main drive turbines without question. The steam ends of the main drive machinery of the CALIFORNIA and WEST VIRGINIA should present no difficulty. It is expected that the reciprocating machinery of the OGLALA will likewise be put into service without difficulty. 76. ELECTRIC PROPULSION MACHINERY: In the case of the electric drive battleships it was the earlier concensus of opinion
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that the Hooded electric drive machinery would be wholly ruined and could not be reconditioned within any reasonable time. The Bureau of Ships decided that the only safe procedure in the case of electric drive would be to rewind all main generators and motors completely and to replace all laminated iron. The Bureau contracted with the General Electric Company to send a working force to Pearl Harbor to proceed with this work. Progress on the CALIFORNIA has been most promising and it is expected that the vessel should be ready to proceed under her own power on two motors by the latter part of August. The controlling job will not be the main motors but the return of the direct current motors which were sent to the West Coast for reconditioning. Similar work on the WEST VIRGINIA is now underway and it seems certain that the vessel can proceed under her own power on four screws by the time the structural and steering gear repairs have been completed. 77. ELECTRIC MOTORS AND GENERATORS: The first estimate of the situation was that electric motors and generators which had been submerged in salt water for long periods might not be susceptible to reconditioning. However, we soon found that corrosion of the parts while still submerged was practically negligible, and that the generators and motors could be washed, dried out, and put into service without rewinding if they had not been subjected to deep submergence. The generators and motors of the CASSIN, DOWNES and NEVADA, and some of those of the higher decks on the CALIFORNIA and WEST VIRGINIA have been reconditioned for service without rewinding. In the case of deep submergence, however, it has been found that rewinding is necessary. 78. ELECTRIC WIRING: Experience with electric wiring is that modern wiring is capable of being dried, out and reconditioned for service,-- but that there would remain some question as to whether short-circuits or leakage might not develop later under certain conditions. In order to eliminate such hazards the decision was reached to renew all vital wiring. 79. INSTRUMENTS, GAUGES, ETC: It was formerly believed that all electrical instruments, pressure gauges, etc., submerged in salt water would be entirely ruined, but it was soon found that these can be reconditioned and restored to use. The reconditioning work usually involves the replacement of delicate parts but such replacements are a very small part of the cost of a new gauge or instrument. 80. FUEL OIL COATING THROUGHOUT THE SHIPS: All ships which were submerged were coated throughly in every nook and cranny with fuel oil. This flooding of the ships with fuel oil caused a terrible mess and destroyed many articles which would have withstood salt water submersion for a reasonable period of time. Fuel oil contamination creates working conditions which are the ultimate in unsatisfactoriness. In the case of the first vessels unwatered
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it was the idea to clean off fuel oil from the bulkheads, decks, etc., as the ship was unwatered. This was found to be of questionable advantage because the presence of oil in the other parts of the ship usually re-coated the cleaned areas. Further, the removal of the oil by steam induced corrosion. On the latter vessels the oil was left except on walking surfaces and was chipped off with the paint after it had dried considerably. 81. SALVAGE EQUIPMENT: On 7 December there was a great lack of suitable salvage equipment to tackle any sizeable job. Pumping capacity consisted primarily of ships' submersible pumps and the pumps installed on tugs, mine sweepers, etc. It is clear now that if a few ten or twelve inch salvage pumps had been available for quick installation on the CALIFORNIA that ship could have been prevented from sinking. 82. The expeditious shipment of salvage pumps, hose, air compressors, etc., was arranged for by the Navy Department, and they were available in sufficient quantity in due time. An original deficiency was the shortage of weight handling appliances such as derricks and barges. Work on the CALIFORNIA and WEST VIRGINIA was delayed until suitable crawler cranes had been received. These were installed on lighters and were ideal for handling cofferdam sections, pumps, air compressors, removal of weights, etc. 83. TOXIC GAS HAZARD: It is not unusual in salvage work to encounter toxic gases which are generated in polluted water held stagnant under considerable pressure. This condition was experienced in all of the ships which were unwatered. The presence of gas was recognized on the NEVADA but was not considered dangerous until water from a closed flooded compartment was released into a trunk as the air test fitting was unscrewed. Sewer gas (H2S) was given off in large volume and caused one officer and five men of the NEVADA complement to be overcome. The officer (Lieutenant Clarkson) and one man (Chief Machinist Mate DeVries) failed to recover. 84. Thereafter very careful tests were conducted, by a gas detecting unit headed by Lieutenant Commander CM. Parker, (MC) USN, who is a specialist in the study of industrial gas hazards. Unless compartments were found on test to be sufficiently clear of gas and not lacking in oxygen the salvage personnel were required to wear rescue breathing apparatus or similar protection. As a result of the precautions taken there were no further casualties to salvage or ship's personnel in any of the salvage work. 85. VENTILATION: In order to combat the gas hazard it was necessary to install a large amount of temporary ventilation, particularly exhaust. Large exhaust blowers were placed on the weather decks and were, wherever practicable, connected up to the
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ship's vent ducts. This permitted ventilation of all parts of the ship with a minimum of temporary vent leads. Most of the ship's vent systems had been flooded with oil and water, and it was necessary to break joints at low spots in order to permit removal of residual oil. 86. RECOVERY OF BODIES: There were supposed to be approximately 46 bodies on the CALIFORNIA and 70 bodies on the WEST VIRGINIA. Careful arrangements were made to recover these bodies as the water level was reduced. The general scheme was to float them into large heavy canvas bags in order to reduce the amount of handling. These bags were securely tied so that the bodies could be removed from the ship without emitting disagreeable odors. 87. Personnel from the Mobile Hospital Unit at Aiea were available to handle removal of bodies. Actually the number of bodies found and removed was 32 on the CALIFORNIA, and 66 on the WEST VIRGINIA. On the CALIFORNIA many parts of bodies were also found in the vicinity of the bomb explosion. The location of the bodies below decks would indicate that men who were trapped below had congregated in trunks or under closed hatches, no doubt looking for an exit. On the WEST VIRGINIA evidence was found to indicate that three of the men had lived until 23 December, 1941. 88. PERSONAL EFFECTS ON THE SHIPS: In accordance with instructions issued, by the Commander-in-Chief, Pacific Fleet great care was exercised to guard personal effects and confidential material. The Commanding Officer of the ships was charged with this responsibility and made arrangements to insure that the contents of lockers be systematically inventoried and that all valuables be tagged with the name of the owner to insure return of the seme to the owner or dependents. Similarily all confidential literature and equipment was turned in to the appropriate offices. 89. Printed matter exposed to fuel oil was entirely illegible but some that was partially protected from fuel oil by tight doors of safes, confidential lockers, etc., were legible. 90. DIVING OPERATIONS: The amount and the quality of diving work performed in the salvage of vessels at Pearl Harbor was of the highest order. Personnel engaged in the diving work are entitled to great credit for their excellent handling of the work as evidenced by the results obtained. The work performed by divers in the installation of large cofferdam patches on the WEST VIRGINIA was a feat which amazed persons who saw the work when revealed in drydock. Similar work performed by the ORTOLAN divers in rigging the submarine salvage pontoons for righting of the OGLALA was an outstanding piece of work.
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91. The divers of the Salvage Division were drawn from numerous sources. A few of them from the various ships themselves, six from the Navy Yard civilian group, six from the Pacific Bridge Company, twenty-two from the Pearl Harbor Repair and Salvage Unit (Destroyer Repair Units I and II), fifteen from the ORTOLAN, eighteen from the WIDGEON, and eight from the Sub Base, etc. There were plenty of divers available to handle all requirements. The work consisted of numerous specialities, such as inspection and removal of underwater damage outside, taking measurements for patches, installing and attaching patches with hook bolts, closing and opening watertight doors and hatches within the ship as required, making interior inspections of damage, operating valves and pumps to utilize ship's piping systems on compressed air, removal of submerged guns, recovery of confidential matter, etc. 92. In all of the salvage work to date there have been approximately 3,000 dives totalling about 9,000 diving hours. The division of diving work among various ships on which major salvage work has been done is approximately as follows:
93. It Is noteworthy that all of this diving, some of it hazardous, had been done without a single casualty. 94. COST OF THE SALVAGE JOBS: The cost of the salvage of the NEVADA, CALIFORNIA, WEST VIRGINIA and OGLALA, was extraordinarily low. The number of men engaged in the work other than officers and enlisted personnel of the Navy was few. The civilian workmen of the Navy Yard performed services and Contractor's men were employed, in considerable numbers on some of the vessels. Considerable quantities of salvage material were purchased by the Yard and by the Department. Practically all of this equipment is still available and a considerable quantity has been issued for use by rescue and salvage vessels, advanced bases, etc. A rough approximation of the total cost of the salvage work on the above vessels (not including repairs) is as follows:
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95. ASSISTANCE RENDERED BY SHIPS' PERSONNEL: Shortly after the December 7th., air raid the survivors of the vessels which were sunk were mostly reallocated to other vessels of the fleet which had urgent shortages. Except for the NEVADA only a few key men were retained to wait for the raising of the ships, and as a result the officers and crews of the CALIFORNIA and WEST VIRGINIA were composed, in large part of recruits. The crew of the OGLALA was drawn from personnel of a ship which had been lost. On the battleships a crew of approximately six hundred men was required to handle satisfactorily the large amount of work assigned to them. This work consisted primarily of removal of wreckage, debris, stores, ammunition, provisions, etc., as well as cleaning the ship, maintaining fire watches, etc. This kind of work is completely unattractive as each of the vessels concerned was a complete mess due to the presence of fuel oil everywhere, toxic gases, etc. Yet it should be said to the credit of the officers and men that in each case they tackled the job with the most commendable spirit of hard work, perseverence and loyalty. 96. WORK OF THE ORTOLAN AND WIDGEON: The officers and crews of the ORTOLAN and WIDGEON rendered valuable assistance in salvage work. The WIDGEON was assigned to the NEVADA to furnish power for that vessel and for the operation of salvage equipment, such as air compressors and blowers. Also, the fifteen qualified divers of the WIDGEON were used for nearly all of the diving work necessary for the salvage of the NEVADA. 97. The ORTOLAN was assigned to assist with the salvage work on the OGLALA and was invaluable in diving work, rigging of pontoons, installation of patch, etc. 98. WORK OF THE PACIFIC BRIDGE COMPANY: The Navy was indeed fortunate in having available at Pearl Harbor the facilities and personnel of the Pacific Bridge Company. The assistance rendered by this company in the salvage of vessels has been invaluable, and has been done in an exemplary spirit of co-operation, good will, and efficiency. The major items of work performed by the Pacific Bridge Company were the design, construction and installation of the fence-type cofferdams on the CALIFORNIA and OGLALA; also, the design, construction, and installation of the cofferdam patches on the WEST VIRGINIA; also, assistance in raising the floating drydock YFD-2, especially in designing and installing a large patch on its bottom. 99. PEARL HARBOR HEROISM: In connection with studying salvage procedures on various vessels, I had occasion to read carefully written statements submitted by various officers and men attached to the ships which were sunk. The heroic conduct of naval personnel as revealed in these individual statements is cause for pride and shows conclusively that American youth has not gone soft, but is ever ready to risk himself in action against the enemy or to save his shipmate.
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100. Many lives were saved on disabled and sinking ships by the daring action of officers and men. Although not strictly in the field of heroism, mention should be made of the persistence and sacrifice of many civilians and enlisted men who worked continuously for over twenty-four hours without relief in cutting holes to release trapped men through the bottoms of overturned ships. By this means about thirty men were saved from the OKLAHOMA and one from the UTAH. 101. Strictly speaking, salvage work at Pearl Harbor began immediately following the air raid,-- not only the salvaging of ships but the salvaging of men and property as well. All personnel in this area (officers from the Navy Yard, civilians, and Forces Afloat) co-operated to the greatest possible extent to rescue men, to remove the injured, to fight raging oil fires, to prevent ships from capsizing as they were flooded, to keep anti-aircraft batteries manned and furnished with ammunition, etc. Urgent repairs on damaged ships were started immediately by the ships themselves, by assisting ships, by repair ships and tenders, and by the Navy Yard. The repair ship MEDUSA rendered outstanding service. 102. Mention should be made of the various Yardcraft tugs, etc., and Base Force minesweepers and tugs which were most active during, and following the raid in going to the assistance of the NEVADA, RALEIGH, CALIFORNIA and other ships. They operated under the most adverse conditions accepting hazards of fire from burning oil on the water, explosions from ships alongside, etc. All small craft fought the raging oil fires on the water. Even the lowly garbage lighter YG-17 was on this job and won commendation for its persistent and effective, work. 103. Regarding the conduct of naval personnel at Pearl Harbor, it should not be overlooked that all hands responded to the call to action in heroic manner, and that their labors during and immediately following the raid produced results well-nigh superhuman. 104. ORGANIZATION OF BASE FORCE SALVAGE: Immediately following the air raid a salvage organization was set up by the Base Force, and all strictly salvage activities were cleared through this organization. It was composed primarily of officers on duty in the Base Force and of other officers specifically assigned. Most of these officers came from ships which had been sunk in the harbor, particularly from the USS UTAH, which had operated under the Base Force. The head of this organization came directly under Rear-Admiral W. C. Calhoun, USN, (now Vice-Admiral), then Commander Base Force, who took a first hand interest in the salvage work. The Salvage Officer in charge was Captain J. M. Steele, USN, formerly Commanding Officer of the UTAH. He was assisted by Lieutenant Commander R. E. Thayer, USN, and Lieutenant Commander J. H. Rodgers, USN, of the Base Force Staff. At the time of the air raid Commander Lebbeus Curtis, CC-V(S), USNR, was passing through Honolulu enroute
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to the Red Sea to handle salvage work in that area, but was retained at Pearl Harbor as Technical Assistant to Captain Steele. 105. The Material Officers of the various Type and Force Commands, and numerous officers of the Navy Yard were active in salvage, work, particularly Lieutenant Commander Herbert J. Pfingstag, USN, of the Planning Division. 106. The Base Force salvage organization continued until January 9, 1942, at which time the salvage work and the salvage organization were taken over by the Navy Yard. Commendable progress had been made in recovery of valuable materials (mostly ordnance) from damaged vessels, in getting damaged ships repaired, in laying out plans for salvage of a number of ships. 106. ORGANIZATION OP THE SALVAGE DIVISION OF THE NAVY YARD PEAML HARBOR: Inasmuch as the salvage of vessels in the harbor was determined to be primarily a Navy Yard function, it was agreed that the salvage work be taken over by the Yard on 9 January, 1942. This transfer of the work from the Base Force to the Navy Yard was almost concurrent with my reporting for duty in connection with salvage matters. There had been a request to the Department for the assignment of an officer of my specialized training to be the Salvage Officer of the yard but this request could not be complied with immediately. Following some discussion of the situation with Navy Yard officials I proposed to Commander Battle force (Vice-Admiral Pye) on 5 January, 1942, that I be permitted to volunteer for the job as additional duty. 107. Orders were issued to me on 6 January, 1942, and on 7 January, 1942, I reported to Commander Base Force and to the Commandant of the Navy Yard, Pearl Harbor, for temporary additional duty. My duties on the staff of Commander Battle force had involved me in salvage work, constantly since 7 December, 1941, so that the new arrangement only extended the scope of this work and put me in direct charge of all salvage activities at Pearl Harbor. 108. The salvage function was set up in the Yard as a separate Division under the Manager, Captain C. S. Gillette, USN. The work of the Salvage Division has been carried, on as a coordinate division of the Industrial Department, although differing considerably from the other divisions,-- not only on account of its special function but also in having enlisted personnel under its jurisdiction and few, if any, civilian personnel. 109. OFFICERS ASSIGNED TO THE SALVAGE DIVISION: In order that the names of the officers directly engaged in salvage work at Pearl Harbor over a considerable period of time may be made a matter of record, I am listing them below: (1) Captain J. M. Steele, USN, former Commanding Officer
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of the UTAH; Salvage Officer from December 7, 1941, to January 9, 1942. (2) Captain H. N. Wallin, USN, former Material Officer of the Battle force; Salvage Officer from January 9, 1942, to date. (3) Commander, Lebbeus Curtis, CC-V(S), USNR, Technical Assistant to the Salvage Officer from 7 December, 1941, to 14 February, 1942, at which time he was transferred to Mobile Salvage, Service Force. (4) Lieutenant Commander S.S. Isquith, USN, in charge of services, transportation, and material for salvage from December 7, 1941, to date. (5) Lieutenant Commander F. C. Stelter, Jr., USN, Ordnance Salvage Officer from December 7, 1941, to February 27, 1942. (6) Lieutenant Commander J. H. fiodgers, USN, attached to Staff Commander Service Force, assisted in various design studies. (7) Lieutenant Commander J. A. McNally, USN, Planning Assistant and later Machinery Assistant on all work, especially on the CALIFORNIA, from January 12 to June 6, 1942. (8) Lieutenant Commander K. F. Home, USN, from December 21, 1941 to April 19, 1942, in charge of the Pearl Harbor Repair and Salvage Unit (Destroyer Repair Units I & II) which assisted on several ships, particularly on the CASSIN and DOWNES. (9) Lieutenant Commander C. W. Rhodes, E-V(S), USNR, Machinery Assistant on the CALIFORNIA and WEST VIRGINIA from March 10 to July 3, 1942. (10) Lieutenant Commander E. C. Genereaux, Jr., D-V(S), USNR, Salvage Assistant on WEST VIRGINIA on preliminary work and then assigned to the Production Division to assist in removal of the USS PLUNGER from the Marine Railway; assigned from December 11, 1941 to June 10, 1942. (11) Lieutenant Commander H. C. Jones, USN Salvage Personnel Officer from December 7, 1941 to March 6, 1942.
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(12) Lieutenant W. L. Painter, CEC-V(S), USNR, Salvage Assistant on YFD-2, CALIFORNIA and WEST VIRGINIA from December 18, 1941, to June 18, 1942. (13) Lieutenant H. E. Haynes, USN (Ret.), in general charge of all diving operations, diving personnel and diving equipment from January 10, 1942. to date. (14) Lieutenant M. L. McClung, DE-V(S), USNR, Salvage Assistant on the OGLALA from January 25, 1942, to July 6, 1942. (15) Lieutenant L. P. Morris, D-V(G), USNR, Salvage Planning Officer from January 18, 1942, to date. (16) Lieutenant G. M. Ankers, E-V(S), USNR, Salvage Assistant on the NEVADA and assisted with the survey of the ARIZONA. Assigned from December 11, 1941, to June 10, 1942. Also on the PRESIDENT TAYLOR project. (17) Lieutenant F. E. Lindstrom, D-V(G), USNR, Salvage Assistant on the OGLALA and OKLAHOMA from February 17, 1942, to date; also, on the PRESIDENT TAYLOR project. (18) Lieutenant J. W. Darroch, D-V(G), USNR, Planning Assistant and later Salvage Assistant on the WEST VIRGINIA from January 13 to June 9, 1942. (19) Lieutenant J. W. Greely, D-V(G), USNR, Salvage Assistant on the CALIFORNIA, OGLALA and OKLAHOMA, from January 18, 1942, to date. (20) Lieutenant E. H. Liedstrand, CC-V(S), USNR, Salvage Assistant on the WEST VIRGINIA and OGLALA from January 18, 1942, to date. (21) Lieutenant W. M. Bjork, D-V(G), USNR, Salvage Assistant on the CALIFORNIA, WEST VIRGINIA and OGLALA from January 18, 1942, to date; was also on the PRESIDENT TAYLOR project. (22) Lieutenant W. D. Baker, D-M, USNR, Office Assistant from December 7, 1941, to date. (23) Lieutenant (jg) E. D. Beauchamp-Nobbs, CC-V(S), USNR, Salvage Assistant on the NEVADA and ARIZONA, from January 18, 1942, to June 16, 1942; was also on the PRESIDENT TAYLOR project.
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(24) Carpenter W. A. .Malian, USN, Salvage Assistant on the NEVADA and CALIFORNIA from December 11, 1941, to March 26, 1942. (25) Carpenter E. L. Urbaniak, USN, Salvage Assistant on the ARIZONA from May 2, 1942, to date. (26) Gunner R. G. Manthei, USN, Salvage Ordnance Assistant from December 7, 1941, to date. (27) Boatswain A. Calhoun, USN, officer supervisor of divers from January 10, 1942, to date. (28) Machinist S. A. Semanskl, USN, assistant for services, transportation and material from December 7, 1941, to date. 110. ACKNOWLEDGEMENT OF ASSISTANCE AND SUPPORT: A large number of other officers were involved directly in the various phases of salvage work and contributed much to the success of the work. Great credit is due the officers and crews of the vessels which were salvaged, and to the enlisted men assigned to the salvage organization. Officer and civilian personnel of the Navy Yard contributed in many ways to the progress and success of salvage work, especially the Design Section which performed many studies essential to success. 111. I acknowledge with gratitude the continuous interest and active support of the Commandant of the Navy Yard, Rear-Admiral William R. Furlong, USN, and of many officers of the Forces Afloat, especially the following: (1) Admiral C. W, Nimitz, USN, Commander-in-Chief of the United States Pacific Fleet. (2) Vice-Admiral W. S. Pye, USN, Commander Battle Force and formerly noting Commander-in-Chief of the United States Pacific Fleet. (3) Vice-Admiral W. L. Calhoun, USN, Commander Base Force, and later Commander Service Force of the United States Pacific Fleet. (4) Captain H. C. Train, USN, Chief of Staff Battle Force, and Assistant Chief of Staff, United States Pacific Fleet. 112. The salvage work thus far completed at Pearl Harbor has been successful well beyond the most optimistic anticipations. The work has been carried on as a co-operative endeavor to which many persons have contributed their support, their ideas, and hard
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work. The various important steps taken and the decisions made have usually followed a meeting of the minds of several persons. I am pleased to make grateful acknowledgement of this fact, and to express the conviction that this important work has throughout been directed and controlled by the One Kind which governs all things well.
H. N. WALLIN cc:
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SOURCE:
National Archives & Records Administration, San Bruno California Branch
Record Group 181, Pearl Harbor Naval Shipyard General Correspondence files 1940-1945
Transcribed by RESEARCHER @ LARGE. Formatting & Comments Copyright R@L.
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