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stations) and the talker who was supposed to pass
Peckham's message to Brown had a tendency to mumble badly. At the same time Peckham was attempting to alert Brown of the impending grounding, Morris again approached Brown and recommended coming right to avoid the shoal water. Captain Brown did not recall being informed of this, and made no reply to Morris. At this point Morris took a bearing on Thimble Shoals, and alarmed at the impending grounding Morris frantically returned to the captain waving his arms and shouting "Come right! There's shoal water ahead!" A disbelieving Captain Brown dismissed Morris' pleas by stating that it was his belief that the navigator did not know where they were. To verify Morris' claims of impending shoal water, Brown asked Commander Millet to check Morris's position. As a precautionary move, Brown then ordered Quartermaster Travis,
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567:, as well as Commander Peckham, Lieutenant Arnold, and other officers knew this was an incorrect assumption. It was at this point the first recommendation to turn right was made by Morris, the navigator; Brown declined because of his mistaken belief that the markers for the fish channel were actually the end of the acoustical range. A similar recommendation from Commander Peckham also went unheeded.
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785:, a roughly comparable tide would be required to free her, projected for 2 February. With time as a factor, Wallin took charge of the operation and put his plan into motion. With the assistance of Admiral Smith, Wallin was able to assemble a large salvage force which included submarine rescue ships, special salvage ships, divers, and pontoons to give
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confused looks, he promptly informed the men to "Go get yourselves informed", at which point both officers reported to the chart room on level eight. There they learned of the impending run through the acoustical range by looking at the chart with the buoys marking the range; despite this, both remained confused over aspects of the planned run.
1027:. As a result of his plea, he suffered the loss of 250 places on the list of captains awaiting ships. He spent the rest of his active duty time on shore duty. Four others were court-martialed, two were cleared of all charges, one received a letter of reprimand, and one was reduced on the promotion list.
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Around the same time, Lieutenant Arnold located a small buoy with orange-and-white stripes 1,000 yards (910 m) away. Initially this buoy was identified as one of the acoustical range markers as a result of the letter "B" painted on it, but this information was not properly relayed to the rest of
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was to pass had originally been marked with five buoys, but this number had been reduced to two buoys two days prior to the arrival of
Captain Brown. Morris was aware that three of the five buoys had been removed from the range, but had not received authorization to delete the non-existent buoys from
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was rapidly approaching the shoal water, and promptly told Morris "For God's sake watch it!" At the same time a discussion occurred on the eighth-level bridge as to whether it would be advisable for the battleship's speed to be increased to 15 knots. Morris and Millet differed in opinion on the
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was steaming for dangerous waters; however, the CIC crew did not report this information to the captain. Lieutenant John Carr, the officer on duty in the CIC at the time of the grounding, concluded that the radar equipment was likely not operating correctly. Carr later explained the decision not to
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had already run aground. Her hull had traveled approximately 2,500 feet (760 m), which was very nearly the entire length of the shoal, raising the battleship several feet out of the water, and her engines were shut down after the bay sand began to clog the battleship's intakes in engineering.
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crossed the danger bearing into the shoal water. At this time
Commander Peckham sent a message to Captain Brown stating "Ship heading into Danger shoals. Recommend you come right immediately!", but this message was relayed by "talkers" (men charged with relaying messages for officers to different
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that marked the entrance and exit from the range. The range itself was located precariously close to the "danger bearing"—the shoal area in which the safe 50–60 feet (15–18 m) of water that could accommodate a ship shoaled to only 10–20 feet (3.0–6.1 m). To make matters worse, the range
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in the aftermath of the grounding earned the engineers commendations for their quick reaction. Had the engines not been shut down so swiftly, more serious damage to the battleship may have occurred; as it was, the loss of the engines eliminated the electrical power aboard the ship and caused the
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s morning and forenoon officers of the watch, respectively, and informed them of the planned run through the acoustical range. As with
Commander Peckham, this was the first time that either of these two men had heard anything about the planned acoustical test run. When Captain Brown noted their
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and departed for the chart house. His arrival at the chart house caused Ensign E. R. Harris, who had been tracking the battleship's course on the chart, to move away from the table, resulting in the interruption of the plot. Around the same time
Captain Brown informed Commander Peckham that
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to proceed through a channel in which the United States Navy had strewn acoustic cables as part of an ongoing project that aimed to identify ships by their propeller signatures. The request was entirely optional, but as the captain was preoccupied with the details of the upcoming sortie to
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On 14 January, Captain Brown and his operations and navigating officers met to discuss the upcoming cruise to Cuba and the details surrounding this cruise, and also talk briefly about the acoustical test they were to run. The ship was to pass between two orange-and-white-striped
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center of gravity forward to a narrower part of the battleship, thereby reducing the friction at her widest point. During this time, the Bureau of Ships offered valuable technical and salvage advice to both the civilian and military participants in the salvage effort.
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had traversed the shoal nearly 2,500 feet, and to compound her problem she had run aground during an unusually high tide. To add insult to injury, she had become the butt of a number of bad jokes among the
American public, the Navy's rival service branches, and the
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idea; the former felt speed should be reduced five knots, and the latter felt that any steady speed held during the transition would be okay. Captain Brown therefore decided to increase speed to 15 knots, and the engine room replied by increasing power.
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s orders disagreed with this plan. He reasoned that if the Navy got her on to the shoal, then they should be responsible for getting her off the shoal. Ultimately, he won his case for a US Navy salvage effort, but he was explicitly informed by officials at
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needed to lose more weight. Changes included cutting the anchors and chains off the battleship—after they had been re-added at Wallin's request—and the inclusion of additional pontoons. A second attempt was tentatively scheduled for 1 February.
746:. In total the salvage team that Wallin commanded successfully resurrected 19 of the 21 ships initially declared total losses and helped to refit those ships to serve in the Second World War. Wallin initiated a five-point plan aimed at getting
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the Navy came under increasing attacks for being unneeded in an age when it was believed that the Army and Air Force could do the same jobs as the Marine Corps and Navy. This hostile disagreement between the services branches erupted into a
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s crew began offloading all non-essential items. Both 16-inch (406 mm) and 5-inch (127 mm) shells, powder, food, drink, and other materials were removed from the battleship and placed aboard barges. At the same time, the
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slid up on a shoal (or mud bar) and stuck to the ground. In a last-ditch effort to prevent the grounding, Peckham sent a message to Brown stating "Come right immediately! Twist ship!", but this effort was too little, too late;
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the crew. Mistakenly believing that this was the marker for the right side of the range, both
Captain Brown and the battleship's operations officer agreed to order the battleship to pass to the left of the marker. By then
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It was at this point that the first indication that something was dangerously amiss during the transit occurred. The executive officer, who passed through the chart room while preparing for the shift change, noticed that
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to supervise her return to deep water. Smith's supervision also extended to answering the nearly 10,000 letters sent to the Navy from concerned citizens offering advice on how to get the battleship back into deep water.
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At 8:10 am
Captain Brown ordered a course change to 060 degrees and informed the men that the conn for the battleship would remain on the eighth-level bridge until they cleared the course. This was unusual for
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Initially, high-ranking US Navy officials elected to contract a private salvage firm to free the battleship, but
Admiral Smith, at the time Commander, Cruisers, Atlantic, and the man who was responsible for issuing
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This order, if followed, would have resulted in the battleship making a hard right turn, while the engine room would have reversed the starboard engines and set the port engines to full, which would have aided
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the chart. Although informed of this during the conference, Captain Brown and
Commander Millett left the conference under the mistaken belief that there were still five buoys marking the acoustical range.
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By 8:30 am a request went out summoning all available tugs to the site of the grounding with the hope that they would be able to free the leviathan before any further damage occurred. An attempt made by
983:". Crewmen also hoisted battle flags and hoisted signal flags which read "Reporting for Duty". A Norfolk harbor pilot was responsible for issuing the engine and rudder orders to the battleship, while
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Approximately two minutes after departing for the chart room, Captain Brown reemerged on the open bridge and reassumed the conn of the battleship. He summoned Lieutenants Hatfield and Arnold,
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report the radar information by stating, "the standard practice on board ship did not call for radar advice to the bridge in the absence of specific requests." He also pointed out that the
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s total displacement to 57,000 tons; she drew 35 feet 9 inches (10.90 m) at her bow and 36 feet 9 inches (11.20 m) at her stern. At 7:49 am, near the
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found Captain William D. Brown and a handful of other naval officers guilty of negligence. Brown was moved down 250 places on the promotion list, effectively ending his naval career.
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back into deep water with sixteen tugboats. Before the tugs could lend any further assistance, the naval brass postponed the attempt, pending the outcome of further assessment.
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was finally freed with the assistance of 23 vessels. Five tug boats pulled alongside, six pulled astern, and three swung to the bow to facilitate movement. Additionally, two
122:. No one was injured, but the battleship remained stuck for over two weeks before being freed from the sand. The ship was so damaged that she had to return to port and enter
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to be maintained with the active fleet partly because of his fondness for the battleship and partly because the battleship had been christened by his daughter. As a result,
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was sailing for the danger line marking the separation between the deep water of the channel into the shallow water of the shoals. This was made apparent when a pair of
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to undergo repairs, which—apart from structural inspection—included replacement of some of her double-bottom plating that had buckled and ruptured three fuel tanks.
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emergency diesel generators to switch on. The generators were unable to operate long though, owing to the presence of sand in the condensers. (Stillwell, p. 150)
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460:. He ordered the battleship engines brought to two-thirds speed and order a course set for 053 on the recommendation of navigator, Lieutenant Commander Morris.
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on 10 December, just ahead of the completion of maintenance work on the battleship. On 23 December, Brown took the battleship out for a brief trip around the
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was repaired and returned to fleet. She stayed in commission throughout the Korean War, and—after the cease-fire agreement—was decommissioned into the
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s hull. The extreme force generated by the tugs caused several two-inch cables made from wire rope to break, and the failed attempt also revealed that
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261:
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and shelling beachheads for Allied Army and Marine Corps personnel involved in amphibious operations against the Imperial Japanese forces. After the
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Originally, the weight-reduction phase had included removing the anchors from the battleship, but Wallin ordered one to be reattached to help shift
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1994:
980:
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with the assembled collection of tug boats and salvage ships. It was thwarted by an anchor from a previous wreck that had become embedded in
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Channel Buoy 3, the pilot turned control of the battleship over to Captain Brown and departed for shore. The weather was clear and
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R. B. McCoy at the helm. Because of the better view afforded on the forward mast structure, the battleship was sailed through the
269:
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had to go aground her locale was perfect; she had grounded in protected waters and in an area abundant with salvage equipment.
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526:, as the conn was usually shifted to the fourth-level bridge during the transit at the point when a ship passed Fort Wool and
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s side railing. However, the damage was insignificant, and as the battleship slowly returned to the harbor, the band played "
284:
156:
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was involved in various training and flag waving exercises at home and abroad between World War II and the Korean War.
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1084:. When combined with the ongoing military drawdown of the armed services and the merger of the formerly independent
581:(CIC) crew members manning the battleship's navigational radar system noticed that the radar returns indicated that
2409:
2405:
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730:. Wallin was the Navy Yard Commandant at Norfolk, and as a captain he had been instrumental in repairing damage at
679:'s Atlantic fleet, who were quick to pounce upon the dreadnought's grounding as material for the naval publication
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2003:
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back into deep water. To better organize the salvage effort, Smith and a number of men on his staff moved aboard
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352:, and had not been to sea in a command capacity since World War II. Captain Brown formally assumed command of
1123:"; fallout from this incident ultimately compelled the United States Congress to hold hearings on the matter.
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sailed toward two red markers that Commander George Peckham believed marked the shoal water in the channel.
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was repaired and reentered service with the active fleet shortly afterward. She would go on to serve in the
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from the eighth level of the battleship's forward mast structure. At the time she had a full complement of
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on 6 January 1941, launched on 29 January 1944 and commissioned on 11 June. The ship was the third of the
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1037:, where she remained until the 1980s. Despite proof to the contrary, rumors continued to circulate that
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494:, Captain Brown turned control of the ship (known in naval terms as the "conn" of the ship) over to the
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began to move again, she suffered one last incident: while being towed off the shoal, she bumped into
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and returned to Norfolk on Christmas Eve. Her next scheduled departure was 17 January, at which time
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563:. Brown incorrectly identified these markers as the end of the acoustical range, but several of the
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from which Captain Brown conned the battleship during the grounding accident. This was taken after
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required with her own generators to relying on the submarine rescue ships for power and water.
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he gave the letter little attention and instead referred the matter to his operations officer,
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finally returned to the deep water at 7:09 am. Following her liberation from the muddy shoal,
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Between 1945 and 1950 the US fleet of battleships had been entirely decommissioned; however,
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1944:
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Thereafter, the ship was sometimes referred to as the "Muddy Mo," a takeoff on "Mighty Mo".
590:, a water depth-reading instrument, was out of order and had not been repaired in the yard.
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291:
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Truman, who refused to allow the battleship to be decommissioned, and against the advice of
240:
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s sailors on the day of the grounding met with failure, as did an initial attempt to pull
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and veteran of 30 years, Captain Brown had amassed a distinguished record commanding
159:
152:
1829:
Newell, Gordon; Smith, Allan E. (1969). "USS Missouri Has Gone Half a Mile Inland".
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She had come to rest on an almost even keel on the sandbar within plain sight of "
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2154:
1863:
Newell, Gordon; Smith, Allan E. (1969). "The Enemy Positions Are Pulverized".
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This would later be accomplished with the use of pontoons. (Stillwell, p. 153)
587:
530:. The initial course change to 060 was altered to 058 as a result of a strong
431:
140:
105:
1846:
Newell, Gordon; Smith, Allen E. (1969). "How Do You Move the RCA Building?".
1302:
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1072:, and this obsolescence extended past her time in World War II and into the
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as a result of the incident, pleaded guilty, and was relieved of command of
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345:
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Admiral Wallin, seen here c. 1951–1953, was singled out for command of the
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John R. Millett, who in turn referred the letter to the ship's navigator,
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With the departure of R. B. McCoy, Captain Brown assumed full command of
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by bringing her full engine power into the turn as well. (Newell, p. 77)
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s own navigator issued course orders for the battleship during the tow.
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for three months of scheduled maintenance. During this period Captain
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Use the combined power of the area's tugboats to pull the battleship,
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would soon run an acoustical range. This was the first time that the
634:, and the homes of a similar number of high-ranking officers of the
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occupied by 18 flag officers of the United States Navy stationed at
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marking the entrance to a shallow fishing channel appeared ahead of
151:, where she remained until being reactivated in 1984 as part of the
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was towed back to the naval yard where her incomplete sister ship
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231:
197:" designs planned in 1938 by the Preliminary Design Branch at the
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suffered permanent damage as a result of the grounding incident.
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additional buoyancy when the time came for the tugs to move her.
1884:. Annapolis, Maryland: Naval Institute Press. pp. 145–164.
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fuel. As the fuel was required to operate the generators aboard
397:
381:
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1867:
Mighty Mo: The USS Missouri: A Biography of the Last Battleship
1850:
Mighty Mo: The USS Missouri: A Biography of the Last Battleship
1833:
Mighty Mo: The USS Missouri: A Biography of the Last Battleship
1808:
Great Naval Disasters: U.S. Naval Accidents in the 20th Century
952:, and seven yard tugs helped keep the other vessels in place.
699:
that his career would ride on his ability to successfully get
1854:. Seattle, Washington: Superior Publishing Company. pp.
1837:. Seattle, Washington: Superior Publishing Company. pp.
1871:. Seattle, Washington: Superior Publishing Company. p.
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were also used to expedite the process. About the time that
865:, its absence resulted in a shift from supplying the power
760:
Remove as much sand as possible from around the battleship,
434:
and water, and her fuel tanks were 95% full, which brought
478:
s 1986 recommissioning, as is evidenced by the 20 mm
1858:–106. Library of Congress Catalogue Card Number 7287802.
609:, to alter course to 058, but this order came too late.
336:
was relieved by Captain William D. Brown. A graduate of
1841:–79. Library of Congress Catalogue Card Number 7287802.
1810:. Osceola, Wisconsin: MBI Publishing Company. pp.
1637:. Annapolis, Maryland: Naval Institute Press. pp.
781:
Because the grounding had occurred during an unusually
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Row", the historic homes along Dillingham Boulevard at
1634:
Battleships: United States Battleships in World War II
754:
Remove as much weight as possible from the battleship,
324:
In October 1949, amid increasing political scrutiny,
143:
before being decommissioned in 1954. She entered the
1875:. Library of Congress Catalogue Card Number 7287802.
2285:
2102:
538:too far to the right during the course correction.
86:
78:
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56:
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449:was now free to run through the acoustic channel.
371:On 13 January, Brown received a request from the
283:was spared this fate due to the influence of now-
507:had heard about a planned acoustical range run.
1146:This swift response from the engineers aboard
245:, while operating off Japan on 20 August 1945.
217:. The ship was christened at her launching by
2082:
2056:List of battleships of the United States Navy
1915:
766:Dredge the channel to provide deep water for
348:, but had never commanded a ship the size of
8:
482:gun located just to the right of the bridge.
270:instrument of surrender to the allied powers
29:
1882:Battleship Missouri: An Illustrated History
1711:Dictionary of American Naval Fighting Ships
1676:Dictionary of American Naval Fighting Ships
1253:Dictionary of American Naval Fighting Ships
884:On 31 January, an attempt was made to free
268:capitulated to Allied demands, signing the
2089:
2075:
2067:
1922:
1908:
1900:
28:
2097:Shipwrecks and maritime incidents in 1950
824:phase of Wallin's plan. Around this time
262:atomic bombings of Hiroshima and Nagasaki
1750:
1748:
1289:: Served in World War II and Korean War"
1007:had been removed from dry dock to allow
993:With an audience observing the process,
742:that had brought the United States into
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1080:which could carry nuclear ordnance and
1064:had fought against the Japanese in the
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649:Configuration for final successful pull
2444:United States Navy in the 20th century
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1338:"Mighty Mo anchors $ 500,000 donation"
912:The hull of the incomplete battleship
816:was joined by the civilian-run dredge
1796:Bonner, Kit; Bonner, Carolyn (1998).
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750:off the mud and back into the water:
7:
774:It would be later concluded that if
239:(at left) transferring personnel to
225:, then a United States senator from
18:1950 USS Missouri grounding incident
2429:1950 disasters in the United States
1880:Stillwell, Paul (1996). "Aground".
918:is floated out of drydock to allow
723:Commanding this salvage effort was
51:attempt to free her 21 January 1950
1720:Naval History and Heritage Command
1685:Naval History and Heritage Command
981:Nobody Knows the Trouble I've Seen
129:After the battleship was freed, a
104:occurred 17 January 1950 when the
25:
1631:Garzke; Dulin, Robert O. (1976).
1283:Stillwell, Paul (February 1999).
1068:she was rendered obsolete by the
1035:United States Navy reserve fleets
199:Bureau of Construction and Repair
2404:
2399:
1799:"Collision & Grounding: USS
213:-class ship commissioned by the
209:class, but the fourth and final
39:
1762:. ICPA newsletter. 23 June 2002
1336:Adamski, Mary (9 August 1998).
1066:Pacific Theatre of World War II
254:Pacific Theatre of World War II
1119:, the first of the so called "
812:intended path. On 22 January,
770:to reenter the shipping lanes.
320:Events leading to the accident
1:
1098:National Security Act of 1947
804:grounding and began to clear
800:, arrived at the site of the
1076:with the rise of long-range
922:to enter drydock for repairs
1756:"The Crack in Barbette III"
414:At 7:25 am 17 January 1950
201:. She was laid down at the
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2449:Non-combat naval accidents
2439:Maritime incidents in 1950
964:, wiping out a portion of
176:
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2025:
1990:
1940:
579:Combat Information Center
373:Naval Ordnance Laboratory
303:Chief of Naval Operations
145:Puget Sound Reserve Fleet
38:
736:7 December 1941 air raid
570:Around the same time in
258:Fast Carrier Task Forces
1096:in accordance with the
1092:into the newly created
155:plan put forth by then
90:Battleship hull damaged
2434:Iowa-class battleships
1600:Stillwell, pp. 152–153
1499:Stillwell, pp. 147–148
1478:Stillwell, p. 147
1466:Stillwell, pp. 146–147
1343:Honolulu Star-Bulletin
1086:Department of the Navy
923:
740:Imperial Japanese Navy
720:
650:
483:
330:Norfolk Naval Shipyard
246:
131:naval court of inquiry
45:Tugboats surround USS
1216:Naval Vessel Register
1185:Naval Vessel Register
1094:Department of Defense
911:
714:
648:
628:Naval Station Norfolk
466:
296:Secretary of the Navy
276:on 2 September 1945.
235:
149:Bremerton, Washington
118:while sailing out of
2204:Sep (unknown date):
1760:Richard A. Landgraff
1107:Secretary of Defense
390:Lieutenant Commander
289:Secretary of Defense
219:Mary Margaret Truman
179:USS Missouri (BB-63)
1317:on 19 December 2007
1181:"Wisconsin (BB 64)"
496:officer of the deck
69:Thimble Shoal Light
35:
1934:-class battleships
1781:Maritime quest.com
1435:Stillwell, p.. 146
1258:United States Navy
1221:United States Navy
1211:"Missouri (BB 63)"
1189:United States Navy
1105:in 1949 when then
1019:Captain Brown was
924:
721:
651:
636:United States Army
484:
252:was active in the
247:
215:United States Navy
203:Brooklyn Navy Yard
34:grounding incident
2416:
2415:
2064:
2063:
1999:-class battleship
1742:Stillwell, p. 157
1621:Stillwell, p. 156
1609:Stillwell, p. 154
1591:Stillwell, p. 152
1573:Stillwell, p. 151
1561:Stillwell, p. 150
1538:Stillwell, p. 153
1513:Stillwell, p. 148
1401:Stillwell, p. 145
1380:Bonner, pp. 24–32
1090:Department of War
853:began offloading
719:salvage operation
528:Old Point Comfort
505:executive officer
467:The tower aboard
418:set sail for the
392:Frank G. Morris.
334:Harold Page Smith
308:, Truman ordered
94:
93:
73:Old Point Comfort
16:(Redirected from
2461:
2454:1950 in Virginia
2408:
2403:
2387:
2376:
2366:
2363:Shepperton Ferry
2356:
2346:
2336:
2326:
2316:
2300:
2278:
2268:
2258:
2248:
2238:
2228:
2210:
2200:
2190:
2179:
2169:
2159:
2149:
2139:
2129:
2119:
2091:
2084:
2077:
2068:
2008:turret explosion
1995:Armament of the
1924:
1917:
1910:
1901:
1895:
1876:
1870:
1859:
1853:
1842:
1836:
1825:
1805:
1783:
1778:
1772:
1771:
1769:
1767:
1752:
1743:
1740:
1731:
1730:
1728:
1726:
1702:
1696:
1695:
1693:
1691:
1667:
1661:
1660:
1628:
1622:
1619:
1610:
1607:
1601:
1598:
1592:
1589:
1574:
1571:
1562:
1559:
1553:
1550:
1539:
1536:
1523:
1520:
1514:
1511:
1500:
1497:
1491:
1488:
1479:
1476:
1467:
1464:
1458:
1455:
1436:
1433:
1422:
1419:
1402:
1399:
1393:
1390:
1381:
1378:
1355:
1354:
1352:
1350:
1333:
1327:
1326:
1324:
1322:
1313:. Archived from
1294:American History
1280:
1274:
1273:
1271:
1269:
1264:on 17 March 2004
1260:. Archived from
1244:
1233:
1232:
1230:
1228:
1207:
1201:
1200:
1198:
1196:
1177:
1161:
1158:
1152:
1144:
1138:
1130:
1124:
1110:Louis A. Johnson
1070:aircraft carrier
1058:
988:
969:
893:
877:
858:
829:
809:
693:
664:
604:
575:
515:
476:
439:
306:Louis E. Denfeld
299:John L. Sullivan
256:, escorting the
43:
36:
21:
2469:
2468:
2464:
2463:
2462:
2460:
2459:
2458:
2419:
2418:
2417:
2412:
2390:
2379:
2369:
2359:
2349:
2339:
2333:Mary Luckenbach
2329:
2319:
2303:
2292:
2286:Other incidents
2281:
2271:
2261:
2251:
2241:
2231:
2213:
2203:
2193:
2182:
2172:
2162:
2152:
2142:
2132:
2122:
2111:
2098:
2095:
2065:
2060:
2047:
2021:
1986:
1936:
1928:
1898:
1892:
1879:
1862:
1845:
1828:
1822:
1795:
1791:
1786:
1779:
1775:
1765:
1763:
1754:
1753:
1746:
1741:
1734:
1724:
1722:
1716:Navy Department
1704:
1703:
1699:
1689:
1687:
1681:Navy Department
1669:
1668:
1664:
1649:
1630:
1629:
1625:
1620:
1613:
1608:
1604:
1599:
1595:
1590:
1577:
1572:
1565:
1560:
1556:
1551:
1542:
1537:
1526:
1521:
1517:
1512:
1503:
1498:
1494:
1489:
1482:
1477:
1470:
1465:
1461:
1456:
1439:
1434:
1425:
1420:
1405:
1400:
1396:
1391:
1384:
1379:
1358:
1348:
1346:
1335:
1334:
1330:
1320:
1318:
1282:
1281:
1277:
1267:
1265:
1246:
1245:
1236:
1226:
1224:
1209:
1208:
1204:
1194:
1192:
1191:. 20 March 2006
1179:
1178:
1174:
1170:
1165:
1164:
1159:
1155:
1145:
1141:
1131:
1127:
1059:
1055:
1050:
1021:court-martialed
1017:
986:
967:
938:salvage vessels
906:
891:
875:
856:
827:
807:
792:On 19 January,
728:Homer N. Wallin
691:
662:
656:
602:
573:
513:
486:At 8:05 am, as
474:
443:Elizabeth River
437:
412:
368:for maneuvers.
364:was to sail to
328:arrived at the
322:
266:Empire of Japan
223:Harry S. Truman
195:fast battleship
186:was one of the
181:
175:
60:17 January 1950
52:
50:
23:
22:
15:
12:
11:
5:
2467:
2465:
2457:
2456:
2451:
2446:
2441:
2436:
2431:
2421:
2420:
2414:
2413:
2395:
2392:
2391:
2389:
2388:
2380:Unknown date:
2377:
2367:
2357:
2347:
2337:
2327:
2317:
2301:
2289:
2287:
2283:
2282:
2280:
2279:
2272:Unknown date:
2269:
2259:
2249:
2239:
2229:
2211:
2201:
2191:
2180:
2170:
2160:
2150:
2140:
2130:
2120:
2108:
2106:
2100:
2099:
2096:
2094:
2093:
2086:
2079:
2071:
2062:
2061:
2059:
2058:
2052:
2049:
2048:
2046:
2045:
2036:
2026:
2023:
2022:
2020:
2019:
2010:
2001:
1991:
1988:
1987:
1985:
1984:
1977:
1970:
1963:
1956:
1949:
1941:
1938:
1937:
1929:
1927:
1926:
1919:
1912:
1904:
1897:
1896:
1890:
1877:
1860:
1843:
1826:
1820:
1792:
1790:
1787:
1785:
1784:
1773:
1744:
1732:
1697:
1662:
1647:
1623:
1611:
1602:
1593:
1575:
1563:
1554:
1540:
1524:
1515:
1501:
1492:
1480:
1468:
1459:
1437:
1423:
1403:
1394:
1382:
1356:
1328:
1275:
1234:
1223:. 19 July 2002
1202:
1171:
1169:
1166:
1163:
1162:
1153:
1139:
1125:
1052:
1051:
1049:
1046:
1016:
1013:
977:Anchors Aweigh
973:Missouri Waltz
926:On 1 February
905:
902:
772:
771:
764:
761:
758:
757:Lift the ship,
755:
655:
652:
565:quartermasters
428:Chesapeake Bay
420:Atlantic Ocean
411:
408:
401:through which
366:Guantánamo Bay
358:Virginia Capes
321:
318:
221:, daughter of
177:Main article:
174:
171:
164:Navy Secretary
120:Chesapeake Bay
92:
91:
88:
84:
83:
80:
76:
75:
66:
62:
61:
58:
54:
53:
44:
24:
14:
13:
10:
9:
6:
4:
3:
2:
2466:
2455:
2452:
2450:
2447:
2445:
2442:
2440:
2437:
2435:
2432:
2430:
2427:
2426:
2424:
2411:
2407:
2402:
2398:
2393:
2386:
2385:
2378:
2375:
2374:
2368:
2365:
2364:
2358:
2355:
2354:
2348:
2345:
2344:
2338:
2335:
2334:
2328:
2325:
2324:
2318:
2314:
2310:
2309:
2302:
2299:
2298:
2291:
2290:
2288:
2284:
2277:
2276:
2270:
2267:
2266:
2260:
2257:
2256:
2250:
2247:
2246:
2240:
2237:
2236:
2230:
2227:
2226:
2220:
2219:
2212:
2209:
2208:
2207:Breezin' Thru
2202:
2199:
2198:
2192:
2189:
2188:
2181:
2178:
2177:
2171:
2168:
2167:
2161:
2158:
2157:
2151:
2148:
2147:
2141:
2138:
2137:
2131:
2128:
2127:
2121:
2118:
2117:
2110:
2109:
2107:
2105:
2101:
2092:
2087:
2085:
2080:
2078:
2073:
2072:
2069:
2057:
2054:
2053:
2050:
2044:
2042:
2038:Followed by:
2037:
2035:
2033:
2029:Preceded by:
2028:
2027:
2024:
2018:
2016:
2011:
2009:
2007:
2002:
2000:
1998:
1993:
1992:
1989:
1983:
1982:
1978:
1976:
1975:
1971:
1969:
1968:
1964:
1962:
1961:
1957:
1955:
1954:
1950:
1948:
1947:
1943:
1942:
1939:
1935:
1933:
1925:
1920:
1918:
1913:
1911:
1906:
1905:
1902:
1893:
1891:1-55750-780-5
1887:
1883:
1878:
1874:
1869:
1868:
1861:
1857:
1852:
1851:
1844:
1840:
1835:
1834:
1827:
1823:
1821:0-7603-0594-3
1817:
1813:
1809:
1804:
1802:
1794:
1793:
1788:
1782:
1777:
1774:
1761:
1757:
1751:
1749:
1745:
1739:
1737:
1733:
1721:
1717:
1713:
1712:
1707:
1701:
1698:
1686:
1682:
1678:
1677:
1672:
1666:
1663:
1658:
1654:
1650:
1648:0-87021-099-8
1644:
1640:
1636:
1635:
1627:
1624:
1618:
1616:
1612:
1606:
1603:
1597:
1594:
1588:
1586:
1584:
1582:
1580:
1576:
1570:
1568:
1564:
1558:
1555:
1552:Newell, p. 80
1549:
1547:
1545:
1541:
1535:
1533:
1531:
1529:
1525:
1522:Newell, p. 78
1519:
1516:
1510:
1508:
1506:
1502:
1496:
1493:
1490:Newell, p. 77
1487:
1485:
1481:
1475:
1473:
1469:
1463:
1460:
1457:Newell, p. 72
1454:
1452:
1450:
1448:
1446:
1444:
1442:
1438:
1432:
1430:
1428:
1424:
1421:Newell, p. 71
1418:
1416:
1414:
1412:
1410:
1408:
1404:
1398:
1395:
1392:Newell, p. 11
1389:
1387:
1383:
1377:
1375:
1373:
1371:
1369:
1367:
1365:
1363:
1361:
1357:
1345:
1344:
1339:
1332:
1329:
1316:
1312:
1308:
1304:
1300:
1296:
1295:
1290:
1288:
1279:
1276:
1263:
1259:
1255:
1254:
1249:
1243:
1241:
1239:
1235:
1222:
1218:
1217:
1212:
1206:
1203:
1190:
1186:
1182:
1176:
1173:
1167:
1157:
1154:
1149:
1143:
1140:
1136:
1129:
1126:
1122:
1121:supercarriers
1118:
1117:
1116:United States
1111:
1108:
1104:
1099:
1095:
1091:
1087:
1083:
1079:
1075:
1071:
1067:
1063:
1057:
1054:
1047:
1045:
1042:
1040:
1036:
1032:
1028:
1026:
1022:
1014:
1012:
1010:
1006:
1005:
1000:
996:
991:
989:
982:
978:
974:
970:
963:
959:
955:
954:Kedge anchors
951:
950:
945:
944:
939:
936:
934:
929:
921:
917:
916:
910:
903:
901:
898:
894:
887:
882:
879:
870:
868:
864:
860:
852:
851:
846:
845:
841:
838:
836:
830:
823:
819:
815:
811:
803:
799:
795:
790:
788:
784:
779:
777:
769:
765:
762:
759:
756:
753:
752:
751:
749:
745:
741:
737:
733:
729:
726:
718:
713:
709:
706:
702:
698:
690:
684:
682:
678:
673:
669:
665:
653:
647:
643:
641:
638:stationed at
637:
633:
632:Hampton Roads
629:
625:
620:
615:
610:
608:
601:
596:
591:
589:
584:
580:
576:
568:
566:
562:
558:
554:
548:
545:
539:
537:
533:
532:ocean current
529:
525:
519:
516:
508:
506:
502:
497:
493:
489:
481:
477:
470:
465:
461:
459:
454:
452:
448:
444:
440:
433:
429:
425:
421:
417:
409:
407:
404:
399:
393:
391:
387:
383:
378:
374:
369:
367:
363:
359:
355:
351:
347:
343:
339:
335:
331:
327:
319:
317:
315:
311:
307:
304:
300:
297:
293:
292:Louis Johnson
290:
286:
282:
277:
275:
271:
267:
263:
259:
255:
251:
244:
243:
238:
234:
230:
228:
224:
220:
216:
212:
208:
204:
200:
196:
192:
190:
185:
180:
172:
170:
168:
165:
161:
160:Ronald Reagan
158:
154:
153:600-ship Navy
150:
146:
142:
138:
134:
132:
127:
126:for repairs.
125:
121:
117:
114:
113: (BB-63)
112:
107:
103:
101:
89:
85:
81:
77:
74:
70:
67:
63:
59:
55:
48:
42:
37:
33:
27:
19:
2383:
2372:
2362:
2352:
2342:
2332:
2322:
2312:
2307:
2296:
2274:
2264:
2254:
2244:
2234:
2224:
2217:
2205:
2196:
2186:
2175:
2165:
2155:
2145:
2135:
2125:
2115:
2040:
2032:South Dakota
2031:
2014:
2012:
2005:
1996:
1980:
1973:
1966:
1959:
1952:
1945:
1931:
1881:
1866:
1849:
1832:
1807:
1800:
1789:Bibliography
1776:
1764:. Retrieved
1759:
1723:. Retrieved
1709:
1700:
1688:. Retrieved
1674:
1665:
1633:
1626:
1605:
1596:
1557:
1518:
1495:
1462:
1397:
1347:. Retrieved
1341:
1331:
1319:. Retrieved
1315:the original
1292:
1286:
1278:
1266:. Retrieved
1262:the original
1251:
1225:. Retrieved
1214:
1205:
1193:. Retrieved
1184:
1175:
1156:
1147:
1142:
1134:
1128:
1115:
1103:war of words
1061:
1056:
1043:
1038:
1030:
1029:
1024:
1018:
1008:
1003:
998:
994:
992:
984:
965:
961:
957:
948:
942:
932:
927:
925:
919:
914:
896:
889:
885:
883:
873:
871:
866:
862:
854:
849:
843:
840:fleet oilers
834:
825:
817:
813:
805:
801:
793:
791:
786:
780:
775:
773:
767:
747:
744:World War II
732:Pearl Harbor
725:Rear Admiral
722:
716:
704:
700:
697:The Pentagon
688:
685:
680:
677:Soviet Union
671:
667:
660:
657:
618:
613:
612:At 8:17 am,
611:
599:
594:
592:
582:
571:
569:
560:
552:
549:
543:
540:
535:
523:
520:
511:
509:
500:
490:sailed past
487:
485:
480:Phalanx CIWS
472:
468:
457:
455:
450:
446:
435:
424:harbor pilot
415:
413:
402:
394:
376:
370:
361:
353:
349:
325:
323:
313:
309:
280:
278:
273:
249:
248:
241:
236:
210:
206:
188:
183:
182:
136:
135:
128:
110:
99:
97:
95:
46:
31:
26:
2297:Thermopylae
2187:Benevolence
2146:Sainte Anne
1268:15 December
1195:17 December
640:Fort Monroe
593:At 8:15 am
534:that swung
167:John Lehman
116:ran aground
2423:Categories
2176:Mayakovsky
2104:Shipwrecks
1953:New Jersey
1725:9 December
1706:"Windlass"
1690:9 December
1671:"Salvager"
1321:3 December
1248:"Missouri"
1227:3 December
1168:References
818:Washington
796:, an army
734:after the
588:fathometer
557:spar buoys
432:ammunition
346:destroyers
342:submarines
173:Background
141:Korean War
106:battleship
82:Negligence
2382:USS
2373:Etivebank
2353:Masterman
2313:grounding
2306:USS
2295:HMS
2265:Santagata
2235:Seniority
2223:USS
2216:USS
2185:USS
2126:Wing Hing
2116:Truculent
2114:HMS
2017:grounding
2013:1950 USS
1967:Wisconsin
1766:17 August
1303:1076-8866
1114:USS
1112:canceled
1060:Although
1015:Aftermath
850:Pawcatuck
783:high tide
681:Red Fleet
492:Fort Wool
410:Grounding
386:Commander
338:Annapolis
285:President
157:President
109:USS
102:grounding
49:during an
2370:15 Dec:
2360:29 Nov:
2350:11 Nov:
2340:27 Sep:
2330:25 Aug:
2320:24 Feb:
2308:Missouri
2304:17 Jan:
2293:15 Jan:
2275:Ypiranga
2262:23 Dec:
2255:I P Suhr
2242:26 Nov:
2214:12 Oct:
2197:La Place
2194:16 Sep:
2183:25 Aug:
2173:13 Aug:
2166:Fairwind
2163:23 Jun:
2153:19 Jun:
2143:15 Mar:
2123:12 Feb:
2112:12 Jan:
2015:Missouri
1981:Kentucky
1974:Illinois
1960:Missouri
1801:Missouri
1639:129, 134
1311:30148811
1287:Missouri
1148:Missouri
1135:Missouri
1074:Cold War
1062:Missouri
1039:Missouri
1031:Missouri
1025:Missouri
1009:Missouri
1004:Kentucky
999:Missouri
995:Missouri
985:Missouri
979:", and "
966:Windlass
962:Windlass
958:Missouri
949:Windlass
943:Salvager
928:Missouri
920:Missouri
915:Kentucky
897:Missouri
890:Missouri
886:Missouri
874:Missouri
867:Missouri
863:Missouri
855:Missouri
835:Cimarron
826:Missouri
822:dredging
806:Missouri
802:Missouri
787:Missouri
776:Missouri
768:Missouri
748:Missouri
717:Missouri
705:Missouri
701:Missouri
689:Missouri
672:Missouri
668:Missouri
661:Missouri
624:Admirals
619:Missouri
614:Missouri
607:helmsman
600:Missouri
595:Missouri
583:Missouri
572:Missouri
561:Missouri
553:Missouri
544:Missouri
536:Missouri
524:Missouri
512:Missouri
501:Missouri
488:Missouri
473:Missouri
469:Missouri
458:Missouri
451:Missouri
447:Missouri
436:Missouri
416:Missouri
403:Missouri
377:Missouri
375:for the
362:Missouri
354:Missouri
350:Missouri
326:Missouri
314:Missouri
310:Missouri
281:Missouri
274:Missouri
250:Missouri
237:Missouri
227:Missouri
184:Missouri
162:and his
137:Missouri
124:dry dock
111:Missouri
100:Missouri
65:Location
47:Missouri
32:Missouri
2343:Liberté
2323:Benledi
2252:1 Dec:
2232:7 Nov:
2136:Pioneer
2133:9 Mar:
2041:Montana
1657:2414211
1349:14 June
1078:bombers
904:Freeing
844:Chemung
820:in the
738:by the
654:Salvage
272:aboard
87:Outcome
71:, near
2384:Bugara
2245:Selnes
2225:Pledge
2218:Pirate
2156:Santos
1888:
1818:
1803:BB-63"
1655:
1645:
1309:
1301:
935:-class
837:-class
814:Comber
798:dredge
794:Comber
301:, and
191:-class
2043:class
2034:class
1812:24–33
1285:"USS
1082:ICBMs
1048:Notes
987:'
968:'
933:Gypsy
892:'
876:'
857:'
828:'
808:'
692:'
663:'
603:'
574:'
514:'
475:'
438:'
422:with
398:buoys
79:Cause
2410:1951
2397:1949
2006:Iowa
2004:USS
1997:Iowa
1946:Iowa
1932:Iowa
1886:ISBN
1816:ISBN
1768:2009
1727:2009
1692:2009
1653:OCLC
1643:ISBN
1351:2007
1323:2007
1307:OCLC
1299:ISSN
1270:2006
1229:2007
1197:2006
1088:and
975:", "
946:and
847:and
382:Cuba
344:and
264:the
242:Iowa
211:Iowa
207:Iowa
189:Iowa
98:USS
96:The
57:Date
30:USS
1873:106
577:s
147:in
2425::
2221:,
1856:80
1839:69
1814:.
1806:.
1758:.
1747:^
1735:^
1718:,
1714:.
1708:.
1683:,
1679:.
1673:.
1651:.
1641:.
1614:^
1578:^
1566:^
1543:^
1527:^
1504:^
1483:^
1471:^
1440:^
1426:^
1406:^
1385:^
1359:^
1340:.
1305:.
1297:.
1291:.
1256:.
1250:.
1237:^
1219:.
1213:.
1187:.
1183:.
940:,
810:s
683:.
642:.
605:s
294:,
229:.
169:.
2315:)
2311:(
2090:e
2083:t
2076:v
1923:e
1916:t
1909:v
1894:.
1824:.
1770:.
1729:.
1694:.
1659:.
1353:.
1325:.
1272:.
1231:.
1199:.
878:s
859:s
193:"
20:)
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