A torpedoed US Navy ship escaped the Pacific in reverse, using coconut logs. Its sunken bow has just been found
More than 80 years ago, the crew of the USS New Orleans, having been hit by a Japanese torpedo and losing scores of sailors, performed hasty repairs with coconut logs, before an 1,800-mile voyage across the Pacific in reverse.
The front of the ship, or the bow, had sunk to the sea floor. But over the weekend, the Nautilus Live expedition from the Ocean Exploration Trust located it in 675 meters (2,214 feet) of water in Iron Bottom Sound in the Solomon Islands.
Using remotely operated underwater vehicles, scientists and historians observed 'details in the ship's structure, painting, and anchor to positively identify the wreckage as New Orleans,' the expedition's website said.
On November 30, 1942, New Orleans was struck on its portside bow during the Battle of Tassafaronga, off Guadalcanal island, according to an official Navy report of the incident.
The torpedo's explosion ignited ammunition in the New Orleans' forward ammunition magazine, severing the first 20% of the 588-foot warship and killing more than 180 of its 900 crew members, records state.
The crew worked to close off bulkheads to prevent flooding in the rest of the ship, and it limped into the harbor on the island of Tulagi, where sailors went into the jungle to get repair supplies.
'Camouflaging their ship from air attack, the crew jury-rigged a bow of coconut logs,' a US Navy account states.
With that makeshift bow, the ship steamed – in reverse – some 1,800 miles across the Pacific to Australia for sturdier repairs, according to an account from the National World War II Museum in Louisiana.
Retired US Navy Capt. Carl Schuster described to CNN the remarkable skill involved in sailing a warship backwards for that extended distance.
''Difficult' does not adequately describe the challenge,' Schuster said.
While a ship's bow is designed to cut through waves, the stern is not, meaning wave action lifts and drops the stern with each trough, he said.
When the stern rises, rudders lose bite in the water, making steering more difficult, Schuster said.
And losing the front portion of the ship changes the ship's center of maneuverability, or its 'pivot point,' he said.
'That affects how the ship responds to sea and wind effects and changes the ship's response to rudder and propellor actions,' he said.
The New Orleans' officers would have had to learn – on the go – a whole new set of actions and commands to keep it stable and moving in the right direction, he said.
The ingenuity and adaptiveness that saved the New Orleans at the Battle of Tassafaronga enabled it to be a force later in the war.
After making it across the Pacific from Australia to the US naval yard at Puget Sound, Washington state – facing the right way this time – the New Orleans undertook permanent repairs. It later participated in actions across the Pacific, including the decisive battles of Saipan and Okinawa, which led to the US gaining airfields that enabled the final blows to be made on Imperial Japan.
The ship was awarded 17 battle stars for its actions in the Pacific, tying it for the third most such decorations in the Pacific theater, according to the World War II Museum.
The New Orleans' bow was found during the 21-day Maritime Archaeology of Guadalcanal expedition of Iron Bottom Sound by Nautilus Live, a cooperative effort among NOAA Ocean Exploration, the Ocean Exploration Cooperative Institute, the University of New Hampshire and the Naval History and Heritage Command.
Iron Bottom Sound was called Savo Sound before World War II, but Allied sailors gave it its current moniker for the huge numbers of warships that sank in battle there.
According to the expedition, five major naval battles were fought there between August and December 1942, resulting in the loss of more than 20,000 lives, 111 naval vessels and 1,450 planes on all sides.
Before the expedition, 'fewer than 100 of these US, Japanese, Australian, and New Zealand military ships and planes have been located,' it says on its website.
The expedition began on July 2 and continues until July 23. Its continuing searches are being live streamed at nautiluslive.org.
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Finally, the unexpected re-tasking of the two LCACs after their first personnel transport missions the night of May 1 was found to be a causal issue in the crash, with shortfalls in communication, expertise, and proper risk assessment all contributing to the disastrous outcome. 'Leadership failing to recognize the accumulated risk is a natural product of the system structure,' investigators wrote. 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Carter, the Fleet Forces Command spokesman, said the 90-day review was completed in June, and follow-on questions and commentary for Naval Beach Group Two, the parent unit of Assault Craft Unit 4, 'are currently being reviewed.' The implementation status of the 42 recommendations to come from the report, covering improvements to training, instruction on the rules of the road at sea, watchbills, and LCAC manning, are unclear. Leadership of Assault Craft Unit 4 'have addressed cultural and operational issues through afloat cultural workshops, training critiques, and safety procedure reviews and initiatives,' Carter said. The investigation called for a host of administrative and disciplinary actions, including administrative action for the commanding officers of the Wasp for failure to execute LCAC briefings by the book and the New York for failure to institute the correct watch bill. The leaders for the LCAC units were also faulted for failures of oversight and for re-tasking the landing craft in violation of policy. No senior officers appear to have lost their jobs over the disaster, though. The commanding officers of both amphibious assault ships transitioned out in standard passage of command ceremonies in January. The commander of Assault Craft Unit 4 retired in May. The navigators for LC70 and LC84 and a craftmaster with LC70 were recommended for discipline or administrative action due to dereliction of duty, and the crewmembers of both crafts were cited for not wearing seatbelts or helmets as required. Carter said all personnel actions had been completed and the Navy would not comment further on personnel matters. The source close to the investigation suggested that the collision of the LCACs could be grounds for another 'CR moment,' referring to the Navy's comprehensive review. But, they said, with individual mishaps and investigations that take months to complete, it's hard to keep attention on the problems. 'End result is that people forget and move on,' the source said. 'Nobody connects the dots.'
