HARBOR CLEARANCE UNIT ONE
01 FEB 66 - 01 JAN 67
OPNAV REPORT 5750-1
CHAPTER
III. LESSONS, CONCLUSIONS, and RECOMMENDATIONS
HCU-1/EBM/gth
5750
Ser: 208
17 June 1967
From: Commanding Officer, Harbor Clearance Unit ONE
To: Chief of Naval Operations
Subj: Command History
Ref: (a) OPNAVINST 5750.12
(b) CINCPACFLT INST 5750.2
Encl: (1) Harbor Clearance Unit ONE Command History
1. In accordance with references (a) and (b), the Harbor Clearance Unit ONE Command History is hereby submitted as enclosure (1).
E. B. MASCH
By direction
Copy to:
CINCPACFLT
01 FEB 66 Commissioning of Unit
24 FEB 66 Refloating of Merchant Vessel SEA RAVEN
21 MAR 66 Da Nang River Bridge Clearance
11 MAY 66 Salvage of arms/ammo from VC Trawler at An Thoi
20 JUN 66 Raising of sunken hulk PAUL BERT at My Tho
21 JUN 66 Salvage (refloating) of VC ammo-laden trawler
05 JUL 66 Refloating of sunken VNN Barge at Saigon to clear dry-dock approach
23 JUL 66 Recovery of sunken U.S. Army helicopters and body of one pilot
25 JUL 66 Installation of mooring buoys for RAG Boats at Nha Be
23 JUL 66 Search/recovery of sweep gear for MSB-22
25 AUG 66 HCU-1 Diver BMC VILLASENOR set record dive while testing Advance Dive System Equipment
10 AUG 66 Recovery of wreckage of U.S. Air Force F-100 at Ben Hoa
14 AUG 66 Refloating/salvage of four (4) sunken craft, Kinh Te Canal
23 AUG - BATON ROUGE VICTORY SALVOPS
09 DEC 66
21 SEP 66 Raising VNN Monitor 6502 Long Tau River
28 SEP 66 Underwater damage repairs to MSB 54 & 52
12 OCT 66 Patching, dewatering, and readying for tow the CLARKSBURG VICTORY
18 OCT 66 Body recovery from U. S. Air Force crash
01 NOV 66 Raising of MSB-54 sunk by mine, Long Tau
06 NOV 66 Underwater hull search for mines of 30 ships at Vung Tau, RVN
06 NOV 66 Repair of collision damage to SS ALBION VICTORY
08 NOV 66 Raised helicopter at Nha Be
15 NOV 66 PCF -77 salvage survey in hostile area
19 NOV 66 Cleared fouled propeller of USS JENNINGS COUNTY
01 JAN 67 River clearance of sunken wreck at Da Nang Harbor
A. Command Organization and Relations:
1. The primary mission of Harbor Clearance Unit ONE (HCU-1) is to provide a highly mobile Harbor and River Clearance and Salvage capability. A secondary capability will be maintained to augment U.S. Pacific Fleet Salvage Forces in the Western Pacific area in operations involving grounding and strandings. The basic idea of the Harbor Clearance Unit is not new, for several clearance units were organized and extremely active during World War II. Clearance of harbors at Bizerte, Naples, Cherbourg, Manila and Subic Bay are typical examples of some of the major salvage operations accomplished by these highly versatile groups, Harbor Clearance Unit ONE is more capable, however, than its World War II predecessors for it is superior in salvage capabilities and staying power through its wide selection and availability of lift craft, diving/salvage tender craft, salvage machinery, repair shops, and selected experienced salvage personnel.
2. With the homeport of HCU-1 established as Subic Bay, Republic of the Philippines, the Unit is positioned and maintained reasonably close to the Southeast Asia combat theater and those ports and rivers of military value that may reasonably be expected to receive battle damage of various degrees from both enemy and friendly force actions. Accordingly, HCU-1 is dedicated primarily to the restoration of key selected seaports and rivers to navigable condition following their loss or diminished use through combat action in the form of battle-damaged and sunken vessels, deliberate scuttlings, damaged or demolished piers, quays, docks, bridges, and on occasion the restoration of harbor/river facilities following storm damage. Additionally, although not indicated in the command name, Harbor clearance Unit One will be capable on short notice to join and augment Seventh Fleet Salvage vessels in major off-shore efforts and on occasion, as in harbor clearance, operate semi-independently for prolonged periods without logistic support.
3. Harbor Clearance Unit ONE is under the direct operational control of Commander Service Force, Pacific Fleet. It is under the administrative control of Commander Service Group THREE. Units deployed to Vietnam are temporarily under the operational control of Commander U.S. Naval Forces, Vietnam.
4. The Harbor Clearance Unit ONE Command Organization structure may at first appear a bit complex for it consists of a Headquarters Group, five (5) Harbor Clearance Teams, four (4) Light Lift Craft, and one (1) YDT. All of these teams, LLC's, and the YDT have officers-in-charge, and in actuality can and will become at times physically independent from the Unit.
5. LCDR Harry E. BOLSTER, USN, is the Commanding Officer, Harbor Clearance Unit ONE. Under the direction of his Executive Officer and Senior Salvage Officer, LT B. L. DELANOY, is the Headquarters Group consisting of three (3) officers (one of which will be a Naval architect) and selected enlisted administrative ratings. The Headquarters Group administers the entire command and provides operational and technical leadership from its officers embarked in the YDT.
a. The YDT is the converted ex-YFNB-12. It has been extensively rebuilt to serve as the Harbor Clearance Unit ONE support base tender. Two officers and 38 enlisted men are assigned and have living/messing facilities on board. These officers and men participate in salvage operations as assigned and when not so engaged, they will provide the maintenance support of the craft as well as all the salvage equipment stowed on board.
b. Harbor Clearance teams ONE, TWO, THREE, FOUR and FIVE comprise the primary field teams. Each consists of 2 officers and approximately 20 selected enlisted ratings. These crews provide maintenance support for the four Heavy Lift Craft (HLC) and the respective salvage and diving equipment assigned to it. These Heavy Lift Craft were leased from England and have a lift capability of 750 tons. As the occasion warrants, additional personnel, Light Lift Craft, and miscellaneous small craft are assigned to a team to augment it and increase it's capability while engaged in salvage tasks. The personnel of these teams are extensively engaged in improving their salvage skills by continuous training on wrecks in the Subic/Manila area when not engaged in regular salvage operations.
c. Four (4) Light Lift Craft (LLC) are assigned and manned with one officer and approximately 16 enlisted ratings, each. Each LLC carries two sets of beach gear reeved and ready at all times with installed fittings for a third set as needed. In addition, a set of sheer legs for lifting are rigged over the bow of each, with one LLC having a lift capacity of 20 tons and the other three 25 tons. Each craft has facilities for berthing and messing for the crews and has extensive diving compressors/jetting pumps permanently installed. When not engaged in salvage, the crews conduct maintenance on their craft and such machinery and equipment as embarked.
d. An extensive array of small craft ranging from a 64-foot diving boat, Medium Landing Crafts (LCM's), 35-foot ARS work boats, 10 man rubber IBS's, and Boston Whalers with outboard motors are assigned to the command. These boats, along with a motor pool, are normally maintained by the YDT and assigned as needed by the Headquarters Group.
6. All members of Harbor Clearance Unit ONE may anticipate rotation and service under combat conditions in the forward areas of conflict in the Southeast Asian area and, in addition, all may anticipate a challenging and unique tour of duty in this new and extremely important unit of the Service Force Pacific. Tours are normally accompanied tours for all personnel, single or married, assigned, and dependents are assigned housing at Subic Bay. This minimum two-year tour for all is necessary to establish a level of proficiency in the sophisticated field of ship salvage.
B. Operations and Activities:
The following is a chronological discussion of the salvage operations and historical activities of Harbor Clearance Unit ONE since its commission on 1 February 1966.
1. On 24 February 1966 the Merchant Vessel SEA RAVEN of Panamanian registry went aground at Chu Lai, South Vietnam only 24 days after commissioning of the Unit. Nevertheless, LT B.L. DELANOY, accompanied by several divers of the Unit, proceeded immediately to the scene and commenced salvage operations in company with the USS BOLSTER and USS RECLAIMER; salvage operations were quite successful.
2. On 5 April 1966 LT Albert KOHL, LTJG J.R. HAMILTON, and nine divers from the Unit proceeded from Subic Bay to Da Nang, South Vietnam to clear two spans of the Da Nang River Bridge which were sunk in the river. In 1964 a monsoon had caused extensive damage to the bridge causing two steel spans to be completely washed off their pilings. They went to the bottom where they rested for two years. The bridge was temporarily repaired but eventual construction of a new bridge required removal of the two spans under water. The Harbor Clearance Unit ONE detail utilized over 700 pounds of high explosives to remove the two spans which consisted of 40 tons of steel and 140 tons of reinforced concrete. The operation was brought to a successful completion despite Vietnamese political unrest and condition Yellow Alert over a period of 12 days.
3. On 11-12 May 1966, Harbor Clearance Team ONE, under the direction of officer-in-charge LT J.C. NAQUIN, and Light Lift Craft ONE, (LLC-1), officer-in-charge LT E.B. MASCH, arrived at An Thoi, South Vietnam, and encountered hostile fire while attempting to moor alongside a severely damaged and aground trawler which had been beached by U.S. Air Force and U.S. Coast Guard fire. Air strikes were called in to pacify the Viet Cong; Harbor Clearance Unit ONE forces then worked straight through for the next 36 hours recovering ammunition and intelligence data. The wreck was later destroyed by the USS BRISTER. For this salvage operation, LT NAQUIN and LT MASCH were awarded the Republic of Vietnam Cross of Gallantry.
4. On 20 May 1966 Harbor Clearance Team ONE arrived at My Tho, South Vietnam, embarked in Light Lift Craft ONE (LLC-1). Their presence was required on the scene to remove a wreck of approximately 520 tons displacement on the bottom of the Mekong River. This removal was necessary for the establishment of Task Force 116, River Patrol Force, (Operation Game Warden). Later information proved the wreck to be "PAUL BERT" believed sunk by bombing in early 1945. On 4 June 1966 Harbor Clearance Team THREE, officer-in-charge LT R.H. GIEBNER, and his assistant, WO-1 Bill SAVAGE, arrived to supplement Harbor Clearance Team ONE's efforts. On 14 June 1966 the job was completed, six days ahead of schedule.
5. On 21 June 1966 Harbor Clearance Team ONE, officer-in-charge LT John C. NAQUIN, was embarked in Light Lift Craft ONE (LLC-1), officer-in-charge LT Edward B. MASCH, which arrived at Vinh Binh Province, with LT J.J. GOODWIN, Harbor Clearance Unit ONE's Naval Architect, aboard. A communist steel hulled trawler, infiltrating arms into Vinh Binh Province, was taken under fire by a U.S. Coast Guard Cutter. The trawler grounded and the crew abandoned ship. The vessel housing caught fire and started taking on water. Harbor Clearance Unit ONE forces patched the wreck and dewatered it. By afternoon the vessel was towed off the beach by Light Lift Craft ONE (LLC-1), and later taken to Saigon, where it was displayed at the Vietnamese Naval Shipyard.
6. The first instance of tragedy, especially in a new command, is never welcome. But unfortunately, on the 20th of June 1966, Warrant Officer William R. SAVAGE, assistant officer-in-charge of Harbor Clearance Team THREE, was accidentally killed in Saigon when he was investigating mooring lines on Heavy Lift Craft ONE. A freak accident by nature, a bitt on the pier broke and flew up and struck him during the pursuit of his duties.
7. After the three previous jobs were completed, Harbor Clearance Teams ONE and THREE were relieved by Harbor Clearance Team FOUR, officer-in-charge LTJG Anthony GREENE, with his assistant officer-in-charge, WO-1 Don GABLE. Light Lift Craft ONE was redesignated as Light Lift Craft TWO and LT MASCH and his crew were relieved by LTJG Thomas HERSCHBACH and his crew. Their first job was refloating a sunken Vietnamese barge in Saigon. This was done with mud as the main obstacle. On the 23rd of July, Harbor Clearance Team FOUR also recovered two downed helicopters including the body of one pilot. The same month they also installed a set of mooring buoys at Nha Be, south of Saigon, for the River Advisory Group. Included at the same time was the recovery of the sweep gear for Mine Sweep Boat (MSB-22) near Saigon.
8. Getting away from the South Vietnam scene, we also find Harbor Clearance Unit ONE quite active in the United States. One officer and six divers were aboard the USS APACHE, a fleet tug, testing out a new advanced deep diving system designed by Ocean Systems Inc., off San Clemente Island. Chief Boatswain's Mate Richard VILLASENOR set a new world record for the deepest swimmer dive and the deepest personnel transfer capsule dive over the proposed Sealab III site. These endeavors were significant steps to U.S. Navy ocean engineering. Harbor Clearance Unit ONE will go into the deep submergence field in the very near future. And for this reason the Unit has recently been assigned a Submarine Medical Officer, Commander Paul LINAWEAVER, (MC), USN.
9. Harbor Clearance Team FOUR and Light Lift Craft TWO were meanwhile still quite busy on two different projects. One was the recovery of a crashed U.S. Air Force F-100 at Ben Hoa, South Vietnam, and the refloating and salvaging of four small sunken barges in the Kin Te Canal.
10. But the somewhat quiet existence of Harbor Clearance Unit ONE was to end on the 23rd of August. On that day the SS BATON ROUGE VICTORY was transiting the Long Tau River to Saigon with a full load of cargo consisting of tractors, automobiles, mail, and general cargo. The ship struck a mine at approximately 0900 which blew a 35' x 45' hole in the port side of the engine room and No. 3 hold. The ship flooded instantly, but the master managed to run it aground avoiding the blocking of the ever-important channel. Seven men lost their lives in the explosion.
LT DELANOY and Harbor Clearance Team FOUR were the first on the scene and quickly evaluated the situation. Meanwhile, the rest of Harbor Clearance Unit ONE was immediately deployed from Subic Bay for South Vietnam. At the site of the mining, deck cargo was quickly off-loaded but the ship couldn't be held in the moor because of strong tide and current and consequently became quite lively. LT DELANOY decided at this point to take the ship down the river to Vung Tau where salvage operations could be safely held rather than stay in a hostile area and risk blocking the much traveled channel as well.
The transit of the river went well and the BATON ROUGE VICTORY was run aground in Vung Tau Harbor. On the scene was Harbor Clearance Unit ONE en masse: The YDT-11, all four Harbor Clearance Teams, and two Light Lift Craft. The entire command was present except for one Light Lift Craft left back at Subic Bay for upkeep, repair and liaison.
Round-the-clock efforts were utilized in the operation of salvaging the BATON ROUGE VICTORY. A huge patch, weighing approximately ten tons, the maximum that could be handled by the available crane, was manufactured aboard the YDT-11 and installed in mid-September on the side of the ship, covering the large hole. The ship was then pumped out but, unfortunately, on the 22nd of the same month, the patch collapsed under the weight of the outside sea water and was rendered useless. However, four of the seven bodies of the men killed in the engine room were recovered through this effort.
Not to be discouraged, however, the Unit had a larger, stronger, and better patch built at Subic Bay. When completed, it weighed at over 50 tons and had a price tag of over $50,000. It arrived at the scene on the 22nd of November, was put in place, and the ship was again dewatered. The remaining three bodies were recovered and sixteen bulldozers were able to be recovered from the No. 3 hold after dewatering. The patch itself was the largest ever constructed in the annals of ship salvage. It was so constructed that it contained ballast tanks that could be flooded or dewatered so the patch itself could be floated or sunk as required on the job.
On the 9th of December the BATON ROUGE VICTORY was towed out of Vung Tau Harbor. However, on the 10th she suffered a collision with the SS EVER FORTUNE. One of the wires holding the huge patch to the vessel parted, the patch began to work loose in the heavy seas, and consequently, the hold and engine room flooded - once again. The vessel was again towed into Vung Tau Harbor where it was reanchored by Harbor Clearance Unit ONE forces. On the 30th of December it was again taken under tow - flooded and without a patch - and arrived safely at Singapore for repair or survey. All in all, BATON ROUGE VICTORY salvage operations took in the period from August 23rd, 1966, until December 30th, 1966. $500,000 worth of tractors were saved by the dewatering.
11. During the salvage operations of the BATON ROUGE VICTORY several small jobs, but nevertheless quite noteworthy, came up. On approximately the 25th of September a South Vietnamese Monitor sank next to the pier at Vinh Long on the Mekong River. Harbor Clearance Team TWO, officer-in-charge LT Orlin A. KOHL, arrived at the scene with Heavy Lift Craft TWO and a landing craft. Having been towed up the river from Vung Tau, the craft was berthed at the pier and salvage and diving operations commenced. After five days of work with diving operations exceedingly hampered by strong tides and current, the Monitor (70 tons) was brought to the surface using a "bow lift". This method is best described as running wires down to the wreck on the bottom, making them fast and taking a strain on them from the Lift Craft topside by means of "beach gear", which is nothing more than an elaborate block and tackle system. (It utilizes a 12 fold purchase and the wreck is brought up to the surface like an elevator.) The Monitor, once on the surface, was pumped out, cleaned up, and turned back over to the Vietnamese not too much worse for the experience. Harbor Clearance Team TWO also raised a small Army barge in the Vung Tau Harbor only to find that it had 94 rounds of live mortar ammunition left aboard which had previously been reported as lost. And at the same time, YDT-11 personnel (Harbor Clearance Unit ONE's Salvage Tender) changed screws and afforded underwater repairs to two Minesweeper boats which were involved in keeping Long Tau River clear at all times from mines.
12. On the 12th of October, 1966, during it's transit of Vung Tau Harbor, the SS CLARKSBURG VICTORY ran over a submerged wreck. The ship sustained a 37' gash under the port side of it's engine room and immediately flooded. There were no casualties. Harbor Clearance Teams ONE and THREE went immediately to the scene, patched and pumped the vessel, and in five days she was ready for tow.
13. Simultaneously with the SS CLARKSBURG VICTORY salvage operation, a U.S. Army Mohawk Aircraft crashed in the Kien Hoa Province. Boatswain's Mate Second Class William AICHELE and Shipfitter Second Class John N. KANTIRAKIS were sent to the scene, recovering a body and various wreckage.
14. On October 28th , 1966, the SS ALBION VICTORY was involved in a collision with another vessel in the Vung Tau Harbor. All the damage was above the water line, thus, the vessel was in no immediate danger. Harbor Clearance Unit ONE personnel from the Salvage Tender YDT-11, officer-in-charge, LT R.R. WARREN, were immediately dispatched to the scene and worked straight through until the job was completed.
15. On November 1st, 1966, the MSB-54, a small mine sweeping boat, was patrolling in the Long Tau River (the main channel into Saigon) searching for mines when it was sunk by an enemy mine. Harbor Clearance Team TWO was immediately dispatched to the scene with Heavy Lift Craft TWO and Light Lift Craft TWO. Utilizing the latter, the wreck was raised and taken to the Vietnamese Shipyard at Saigon.
16. Meanwhile back down the channel at Vung Tau, the Salvage Tender (YDT-11) was repairing damaged propellors on another minesweeping boat.
17. There never seemed to be time for a breather, because on the 7th of November the Unit received word that merchant ships in Vung Tau Harbor had underwent possible mining. Hull inspections of these ships commenced and 14 vessels were inspected.
18. Large job or small, Harbor Clearance Unit ONE seemed to be in on all, irregardless of size. On November 14th, 1966, a Navy "Swift Boat" struck and hung up on a wreck in Vung Tau Harbor. LT R.R. WARREN and a group of Salvage Tender personnel were dispatched to the scene and rendered aid.
19. On the mouth of the Bassac River in the Delta, the USS JENNINGS COUNTY (LST-846), a landing ship tank, had her stern anchor wrapped up around the port screw. Part of Harbor Clearance Team TWO, with LTJG J.R. HAMILTON in charge, was dispatched to the scene and removed the wire.
20. All the Unit's achievements did not lie in Vietnam. Hard work was also very much in evidence in supply and logistics matters. LT John D. MORRIS III, (SC), was not only busy with the normal supply matters of a new command, but was also retrofitting the Emergency Ships' Salvage Warehouse at Subic Bay.
21. On the 21st of October 1966, Harbor Clearance Team ONE was dispatched to Da Nang, South Vietnam, where it rendezvoused with Light Lift Craft THREE, officer-in-charge LT Ronald S. LASTAITI and assistant officer-in-charge LTJG S.G. SPRUILL. Their job there was to remove the hull of a 170 foot sunken merchant vessel from the Harbor. At the time of this writing, 1 January 1967, the job was going well along its way to completion. In less than a years time Harbor Clearance Unit ONE has made itself known throughout South Vietnam and the Pacific Fleet in its numerous salvage accomplishments.
III. LESSONS, CONCLUSIONS, AND RECOMMENDATIONS
At the time of this writing, much will be gained in the way of lessons learned, conclusions, and recommendations. Nevertheless, although Harbor Clearance Unit ONE is less than a year old, a great deal has been learned, mostly in the line of ships salvage. Because of the numerous types of jobs and their vast complexity, much has been learned in regards to ship's salvage and general salvage diving. Also, the beginning of a command on a "shoestring" on 1 February 1966 to the vast salvage organization it is today has no doubt provided all with new ideas to employ in the future. Harbor Clearance Unit ONE has proven its worth as an important asset to the Pacific Fleet in support of the U.S. effort in the Republic of Vietnam.
(1.)
R 070732Z MAR 66
FM CTF 73
TO USS RECLAIMER
USS BOLSTER
INFO COMSEVENFLT
COMSERVPAC
HCU-1
BT
UNCLAS E F T O
SEA RAVEN SALVOPS
1. ONCE AGAIN THE TECHNICAL PROFICIENCY OF OUR HIGHLY SKILLED SALVAGE FORCES HAS BEEN DEMONSTRATED UNDER DIFFICULT SHIP HANDLING CONDITIONS. YOUR SUCCESSFUL SALVAGE OF SS SEA RAVEN NOTED WITH PRIDE. WELL DONE.
BT
(2.)
R 150452Z APR 66
FM COMNAVSUPPACT DANANG
TO RUMFA/HCU-1
INFO ZEN2/CTF SEVEN THREE
ZEN2/COMSERVPAC
ZEN2/COMSEVENHFLT
BT
UNCLAS E F T O
1. THE PROFESSIONAL ENERGETIC APPROACH TO THE DANAG RIVER BRIDGE CLEARANCE TASKS TAKEN BY OFFICERS AND MEN OF HCU-1 HAS CONTRIBUTED SIGNIFICANTLY TO THE EFFORT OF IMPROVING THE TRANSPORTATION ROUTES WHICH ARE VITAL TO THE EXPEDITIOUS MOVEMENT OF CARGO IN VIETNAM. PROMPT RESPONSE DESPITE INCONVIENCES CAUSED BY LOCAL UNREST WAS TYPICAL OF CAN-DO SPIRIT NOTED THROUGHOUT THE STAY. A MUCH DESERVED WELL DONE AND BEST WISHES IN YOUR FUTURE TASKS.
RADM WESCHLER.
BT
(4.1)
HCU-1/HEB/geh
1650
15 May 1966
From: Commanding Officer, Harbor Clearance Unit ONE
To: LT Orlin A. KOHL, USN 603928/6002
LTJG John R. Hamilton, Jr., USNR, 680036/1105
BOS'N. W-1 Donnie E. GABLE, Jr., 696716/7132
QM1(DV) William G. HARRIS, USN, 281 44 44
DC1(DV) Ray W. WELLS, USN, 349 78 85
SF1(DV) James P. QUINN,USN, 463 84 65
SF1(DV) Charles J. SMITH, USN, 459 74 55
BM2(DV) William F. AICHELE, USN, 520 46 07
HM2(DV) Bruce A. FIELD, USN, 519 21 54
SFM2(DV) David J. DECEMBER, USN, 533 61 98
EN3(DV) Vance D. TRIPP, USN, 596 31 56
GMG2(DV) Robert W. FAULKNER, USN, 491 33 92
Subj: Letter of commendation
Encl: (1) COMSERVPAC ltr ser 90/2828 of 2 May 1966
1. "Delivered with congratulations."
2. Commanding Officer, Harbor Clearance Unit ONE, delivers enclosure (1) with great pride, and notes with pleasure the professional manner in which you performed during this operation. You are commended on your performance. Again "Well Done"!
3. A copy of this letter will accompany your next fitness report or evaluation sheet, as appropriate, and shall be made a permanent part of your service record.
H.E. BOLSTER
(4.1)
HCU-1/HEB/geh
1650
15 May 1966
From: Commanding Officer, Harbor Clearance Unit ONE
To: LT Orlin A. KOHL, USN 603928/6002
LTJG John R. Hamilton, Jr., USNR, 680036/1105
BOS'N. W-1 Donnie E. GABLE, Jr., 696716/7132
QM1(DV) William G. HARRIS, USN, 281 44 44
DC1(DV) Ray W. WELLS, USN, 349 78 85
SF1(DV) James P. QUINN,USN, 463 84 65
SF1(DV) Charles J. SMITH, USN, 459 74 55
BM2(DV) William F. AICHELE, USN, 520 46 07
HM2(DV) Bruce A. FIELD, USN, 519 21 54
SFM2(DV) David J. DECEMBER, USN, 533 61 98
EN3(DV) Vance D. TRIPP, USN, 596 31 56
GMG2(DV) Robert W. FAULKNER, USN, 491 33 92
Subj: Letter of commendation
Encl: (1) COMSERVPAC ltr ser 90/2828 of 2 May 1966
1. "Delivered with congratulations."
2. Commanding Officer, Harbor Clearance Unit ONE, delivers enclosure (1) with great pride, and notes with pleasure the professional manner in which you performed during this operation. You are commended on your performance. Again "Well Done"!
3. A copy of this letter will accompany your next fitness report or evaluation sheet, as appropriate, and shall be made a permanent part of your service record.
H.E. BOLSTER
COMMANDER
U.S. NAVAL FORCES, VIETNAM
APO San Francisco 96309
FF5-16/3:ht
11000
Ser: 769
25 June 1966
SPEEDLETTER - AIR MAIL
From: Commander, U.S. Naval Forces, Vietnam
To: Commander, Service Force, U.S. Pacific Fleet
SUBMERGED WRECK REMOVAL, MEKONG RIVER (MY THO); REPORT OF
1. THE PURPOSE OF THIS SPDLTR IS TO SUMMARIZE DETAILS OF A WRECK REMOVAL OPERATION CONDUCTED BY USN SALVAGE UNITS AT MY THO, DINH-TUONG PROVINCE, VIETNAM, FROM 20 MAY TO 14 JUNE 1966.
2. THE ESTABLISHMENT OF A CTF 116 RIVER PATROL FORCE (GAME WARDEN) BASE AT MY THO NECESSITATED REMOVAL OF A WRECK OF APPROX 520 TONS DISPLACEMENT LOCATED ON THE BOTTOM OF THE MEKONG RIVER AT SITE WHERE PONTOON FLOATING PIER FACILITIES WERE TO BE SITUATED (XS 498443). ALTHOUGH POSITIVE IDENTIFICATION WAS NOT POSSIBLE, LOCAL INFO SUBSTANTIATED BY NAME PLATE DATA INDICATES FRENCH CARGO VESSEL "PAULBERT" BELIEVED SUNK BY BOMBING EARLY 1945.
3. WITH PERMISSION FROM THE PROVINCE CHIEF OF DINH-TUONG, DIRECTOR OF THE VIETNAMESE BUREAU OF NAVIGATION, GUN PUBLIC WORKS DEPARTMENT, AND THE LOCAL MY THO DISTRICT CHIEF, U.S. NAVY SALVAGE UNITS WERE AUTHORIZED TO LIFT WRECK FROM XS 498443 AND MOVE IT ACROSS NORTHERN BRANCH OF MEKONG RIVER TO POSITION NORTHWEST TIP CU LONG RONG ISLAND (XS 49404400).
4. ON 20 MAY 1966 HARBOR CLEARANCE TEAM ONE ARRIVED MY THO EMBARKED IN LIGHT LIFT CRAFT ONE (LLC-1).
5. PROJECT WAS PLANNED IN TWO PHASES, FIRST PREPARATORY PHASE WAS TO REMOVE MUD AND SAND FROM INSIDE OF HULK USING AIR LIFTS, THEN TO TUNNEL UNDER HULK AND PASS MESSENGERS FOR SUBSEQUENT REEVING OF HEAVY LIFT WIRES, SECOND PHASE WAS TO EFFECT ACTUAL LIFT AND MOVEMENT OF HULK, HEAVY LIFT CRAFT (ALC-1 AND ALC-2) WERE TOWED FROM SUBIC BAY DIRECTLY TO MY THO.
6. PRIOR TO POSITIONING ALC's IN LIFTING POSITION ALONGSIDE WRECK, IT WAS NECESSARY TO REMOVE SMALL RAMSHACKLE STEEL PIER (OF APPARENT WORLD WAR II VINTAGE) WHICH EXTENDED FROM RIVER EDGE ALMOST TO INBOARD EDGE OF WRECK. THE PIER, WHICH WAS VALUELESS EXCEPT FOR SCRAP, WAS REMOVED ALMOST INTACT AND DELIVERED TO LOCAL AUTHORITIES UPON COMPLETION OF JOB. TWELVE WIRES (2 7/8 IN DIAMETER) WERE PASSED THROUGH TUNNELS UNDER WRECK AND WERE MADE FAST ON ALC's. TIME SAVED BECAUSE LIGHT WEIGHT OF WRECK ENABLED LIFTING WITHOUT PARBUCKLING.
7. AT FIRST HIGH TIDE ON 11 JUNE WRECK WAS LIFTED ON FIRST ATTEMPT AND MOVED APPROX HALF WAY TO DISPOSAL SITE ACROSS RIVER DESIGNATED BY "SUB DIVISION OF WRECKED SHIP SALVAGE" OF VIETNAMESE MINISTRY OF TRANSPORTATION.
8. IN SEQUENCE WITH TIDAL MOVEMENTS NEXT THREE DAYS, HULK WAS LIFTED AND MOVED TO FINAL DISPOSAL SITE (XS 49404400) WELL CLEAR OF SHIP CHANNEL. JOB COMPLETED ON 14 JUNE 1966, SIX DAYS AHEAD OF SCHEDULE.
9. A DAY MARKER WITH TWO BLACK SPHERICAL SHAPES ONE METER APART WAS INSTALLED ON EXPOSED PORTION OF WRECK.
10. THE FOLLOWING DATA WAS OBTAINED FROM WRECK:
11. PRE-LIFT ESTIMATED FACTOR OF SAFETY FOR LIFT WIRES WAS 3.3. THIS BASED ON ESTIMATED WEIGHT OF 520 TONS AND WITH CONSERVATIVE 30% REDUCTION IN ALLOWABLE LIFT WIRE STRENGTH DUE TO STRESS CONCENTRATION INDUCED BY WIRES PASSING AROUND SHARP DECK EDGE OF WRECK. SUBSEQUENTLY-DETERMINED ACTUAL WEIGHT OF 440 TONS EQUATES TO AN ACTUAL FACTOR OF SAFETY OF 4.0.
12. OUTSTANDING PERFORMANCE AND TECHNICAL SKILL DISPLAYED BY OFFICERS AND MEN OF HCT-1, HCT-3
"The Vietnam Era"
--- COMMAND HISTORY provided by Dave Peterson ---
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Sunday, 1/13/08
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