This resulted in loss of cooling water to the lubricating system of the forced-draft blowers. This casualty apparently resulted when electrical faults appeared in the five-inch system which had locked circuit breakers. It is clearly evident that considerable effort was expended on the myriad details of maintenance, and that such efforts paid dividends.
It was kept in operation, however, by frequent changes of the watch. Operating personnel wore plenty of clothing for heat insulation. Tests showed other circuits to be shorted also.
The explosion also ruptured the air lines to the forward guns Damage-control organization and training. The success of damage-control measures indicates thorough preparation both in material readiness and training of personnel.
Despite the radical reduction in fighting efficiency, this ship continued in action, engaged an enemy battleship, and sank an enemy destroyer the following morning. This record is impressive, and is a tribute to the skill of her personnel.
Fires, slight flooding, necessary shoring of bulkheads, removal of injured personnel, and necessary pumping and rigging of emergency electrical leads were all handled in a highly commendable fashion which showed the direct result of constant instruction and vigilant training.
An obvious lesson is the danger of opening scuttles for visual observation of damaged spaces below. Sounding tubes or air escapes should be utilized for this purpose, where installed. Air-test fittings can always be used.
Under no circumstances should any hatch be opened where there is even a slight possibility of the space below being flooded. This was a noteworthy achievement, and was made possible by the prompt and effective damage-control measures taken by the crew. This could have occurred easily had the engineering force been less vigilant. The remarkable, persistent, and skillful efforts of her entire crew not only saved her, but also most of her cargo, sorely needed at that time Minor fires caused by exploding 20 mm.
As the fire main was ruptured, a jumper was rigged between two risers on either side of the break, thus putting the magazine sprinkling system back in operation. It was gratifying to note the skill with which the repair parties operated. The damage-control party upon immediate investigation ascertained that there had been serious damage from the explosion, and repotted small scattered fires which were quickly brought under control.
It was realized by the damage-control party that electrical power in the after part of the ship could cause serious fires due to broken leads, and steps were taken to secure all electrical power in the damaged area. Inasmuch as power was required by the submersible pumps in case of flooding and for welding and cutting equipment in the damaged compartments, portable electric leads from the power casualty system were rigged, and were available almost immediately.
This fire was put out with foam, as there was no water pressure available. There were two subsequent fires in the same compartment that were extinguished by the same means. Compartment B-4 was not damaged, and the generator located there kept running. Under the leadership of the assistant engineer officer, the rigging of emergency power cables was commenced at once. The repair party immediately began shoring the forward bulkhead located in compartment B The work of repair parties in evaluating and repairing damage and in the extinguishing of fires was outstanding.
Before the hit was received speed was 15 knots. Just as the hit was received speed was increased to 25 knots for evasive purposes, but the port engine slowed momentarily until the plant could be cross-connected and both engines shifted to steaming on the forward fireroom. The after fireroom was properly secured by the watch, and all action incident to the cross-connecting of the plant was carried out, despite rising water and escaping steam in the fireroom.
The fireroom was flooded to a depth of approximately 12 feet. An exterior temporary patch of boiler plate, held in place by a turnbolt in the center of the plate and padded with mattresses and pillows was put into place. After this the fireroom was pumped dry, using three submersible pumps in addition to the main drain. No further difficulty was experienced with flooding. Damage-control measures were instituted immediately. Mattresses backed with heavy shoring were used to block off the hole and the leakage was completely stopped.
A wire strap was taken around one of the blades of the useless screw and secured to the deck. This prevented the screw from turning and banging against the ship's side while the ship was underway.
Further repairs were made later by ship's force, who welded a temporary patch on the hole in the engine room. An immediate inspection was made of the watertight integrity throughout the undamaged portion of the ship. C and R soundings were instituted immediately. The damaged area was inspected for possible points of weakness, and to see if the ship showed signs of breaking in two.
Watches were posted adjacent to spaces where the damage was centered for the purpose of detecting fires and any breaking noises. The forward bulkhead of B-4 was shored across its entire width to take care of any undue pressure that might be exerted while under tow. All handy billies were rigged and suction taken over the side because fire-main pressure was lost. Cans of aerofoam were distributed to the handy billies to take care of any possible fire. There were only three survivors in the forward repair party and two of these were disabled.
All light and power were lost forward. The damage amidships prevented the after repair party from getting forward to assist in the control of flooding.
The forward repair locker was destroyed, although damage-control equipment was distributed throughout the ship. The continuing attack. Magazine sprinkling.
As a precautionary measure, it probably would have been sufficient to sprinkle the magazines for a period just long enough to obtain an adequate cooling effect. The forward hold and the small-arms magazines flooded because of leakage from the forward magazines.
Free surface in these compartments contributed to the loss of metacentric height. No failures were experienced except in cases where lines were actually severed. The general electrical power failure caused all other telephones to go dead. Personnel protection.
Insofar as possible they should also lie clear of doors and hatches. Those so equipped escaped serious burns. He stated that he can now move without undue difficulty with his life jacket on. The value of the kapok jacket as protection against fragments has been pointed out before It is believed that all hands of this vessel have learned their lesson He had come out of the galley to witness the action, and had failed to put on a life jacket which previously had been furnished him The collar of a jacket would probably have prevented passage of a fragment which was the direct cause of his death.
All were hit. None had his life jacket on. All Rights Reserved. Legal Notices and Privacy Policy Version 3. Richard Pekelney Webmaster. NavPers May, Chief of Staff. Inherent resistance to damage. Open doors, hatches, and valves.
The athwartship passage on the first platform level was flooded to the waterline because the watertight door leading from the damaged laundry space was left open. Routine air testing is for the purpose of detecting deficiencies in watertight integrity and should reveal such defects as these.
They normally perform their work at sea in a controlled climate, but are often called upon, to work in machinery spaces and flight decks in various sea states and weather conditions. They may work in noisy environments on some assignments. People in this rating work closely with others, usually supervise and teach others and often do physical work. Great Lakes, IL -- 8 weeks.
Security Clearance Requirement: None. Must have normal color perception. Note: Advancement promotion opportunity and career progression are directly linked to a rating's manning level i.
Note: Sea tours and shore tours for sailors that have completed four sea tours will be 36 months at sea followed by 36 months ashore until retirement. Much of the above information courtesy of the Navy Personnel Command. Actively scan device characteristics for identification.
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