New Page 1

• Home •
• Tortuga Assoc •
• By-laws •
• Officers •
• Newsletter •
• Bulletin Board •
• Chaplins Corner •
• Crew List A-C •
• CrewList D-G •
• CrewList M-T •
• Crew List U-Z •
• Plank Owners •
• Memorials •
• In memory •
• Comprehensive History •
• Tortuga 46 •
• Presidents Award •

"GRAY SHIP DOWN"

The Helm Wheel came from the USS Tortuga LSD-26. It was mounted on the
bulkhead of Officers Wardroom on the LSD-46 on her commissioning date.
The in-cased Homeward Bound Pennant and the Plaque below it were donated to the
LSD-46 by CDR. Nelson C, Walton, Commanding Officer of the LSD-26, 1960-62. CDR.
Walton was given the Ship's Crest by his crew members when he left the LSD-26.
The Crest is mounted on a piece of teakwood taken up
from the decks of the "Battleship Wisconsin"

The decommissioned amphibious warship Tortuga, which survived combat action at Korean beachheads and later as "mother" ship for Navy raider boats in Vietnam, lists badly at pier 13 on the 32nd Street Naval Station after taking on water. The 475-foot-long ship recently had been used as a target vessel in exercises off Point Mugu. A Navy spokesman said that either a repair patch failed to hold or a leak developed in the port stern section of the ship, the apparent victim, of a crippling U.S. missile hit. The ship was being used off shore as a target by the Pacific Missile Test Center The ship was pumped dry and patched and again towed to the practice target site. She was fired on again and sustained more damage.

BEGINNING OF SALVAGE REPORT The following is a condensed version of a 250 page
Official U S Navy Salvage Report.

Crowley Marine Services, Inc. Seattle, Washington.

Crowley Marine Services is the company that was contracted to salvage the Tortuga after she was blown aground on San Miguel Island in 1987.

The Tortuga went aground on 15 December 1987 at 120"18'45"W, 34"01'10"N in the Channel Islands of Southern California. She broke away from her mooring when she encountered violent storms and was blown aground on San Miguel Island. "Wind and Swell Conditions" Winds up to "70 knots" and southerly swells up to six feet characterized conditions at the work site for the Divers & Salvage crews The superstructure was removed and hauled away by barges and dumped in deep water. The remains of the Tortuga were towed out to deep water and the ship was scuttled...

TIME LINE

15 Dec. 1987 Tortuga grounding at San Miguel Island. 2/3 Feb. 1988 Wreck-site salvage survey and environmental assessment. 6/9 June 1988 Mobilization of contractor vessels commences. 26 June 1998 Contract vessels arrive at Port Hueneme. 27 June 1988 Operations at wreck-site commence. 6 July 1988 Fleet Divers arrive at San Miguel Island. 10 July 1988 First barge load of scrap steel departs from, San Miguel Island. 20 July 1988 Fleet Divers depart from work site. 16 August 1988 Tests of patched/plumbed tanks completed. 17 August 1988 Fifth and final barge load of scrap steel departs from San Miguel Island. 18/19 August 1988 Rigging for pull on bow of Tortuga. 19 August 1988 Navajo commences loading of salvage gear. 20 August 1988 Tortuga fore section removed from strand by contract salvage vessel and towed to scuttle site. 20 August 1988 Navajo released and demobilized. 21 August 1988 "Scuttling" of Tortuga fore section at sea. 21/22 August 1988 Contract vessels released from job. 23 August 1988 Mission concludes; all remaining assets and Navy Command van demobilized.

THE GROUNDING

The ex-USS TORTUGA (LSD 26) went aground on 15 December 1987 at Cardwell Point, on the Southeast corner of San Miguel Island off the coast of Southern California. The ship, carrying neither personnel nor cargo, was being towed from Port Hueneme to an area west of St. Nicholas Island where it was to be used for an operational Tomahawk missile exercise.

The grounding occurred during a storm with winds blowing east-southeast to 50 knots and seas in excess of 20 feet. Impact of the grounding caused a 100-foot section of the stern to break off and fall free from the 355-foot fore section, which had been holed in numerous places and was impaled on a large boulder.

Storm winds reached at least fifty knots with of seas over 6 m (20'). Original plans called for sinking the hulk, but because of the inclement weather this was not possible before it went aground. The vessel came to rest on a rock and sand shore approximately 1,500 m west of Cardwell Point on the South shore of the island, at 120 deg. 18'45" W; 34.° deg. 01' 10 " N. It lies within the boundaries of Channel Island National Park, Channel Islands National Marine Sanctuary, California Channel Islands International Biosphere Reserve, and San Miguel Island State Ecological Reserve.

BREAKING THE STRAND

At 1215 on 20 August, wires to the wreck were tightened and TORTUGA soon began to move. By 1330 the bow of TORTUGA had swung out from the beach and was afloat in 20 to 25 feet of water with the stern still aground. At 146 the vessel was completely free of strand and floating. Power for the pull was supplied entirely by the salvage vessel's two after winches. All four forward anchors held in place throughout the pull. Maximum pulling force was estimated to be approximately 180 tons or 160 LT.

TOWING TO SEA AND SCUTTLING

A 2400-HP SPARTAN-class tug was at the scene when TORTUGA was freed from the strand and immediately secured a towing line to the relocated vessel. Aboard TORTUGA were four salvage personnel, who cut the two wires connecting the wreck to the salvage vessel. The towing phase of the operation got underway at once, while the "ARCTIC SALVOR" remained at the site long enough to pull in wires, pick up the four anchors and remove kelp. The at-sea dump site for TORTUGA was approximately 20 miles from San Miguel Island. It had been hoped that the tow and subsequent sinking of the wreck at the dumpsite could be accomplished the same day, 20 August, before dark. Daylight was needed for this final phase of the salvage operation to ensure safe removal of the four people aboard the wreck and to provide adequate light for photographic documentation. However, timing was such that the vessels arrived at the site at 2200, well after dark and simply circled the area at slow speed until daylight, 21 August. The well being of the personnel aboard TORTUGA had been attended to with supplies of food, blankets, lights, life jackets, and survival suits.

On the morning of 21 August, the helicopter arrived at 0814 and began lifting the compressors off the wreckage, completing the equipment liftoff. At 0850a rubber Zodiac was dispatched from the ARCTIC SALVOR to come alongside the wreck. Two person's left TORTUGA at this time and two remained aboard, one positioned at the bow and the other at the stern. At 0910, lines from the tug to the TORTUGA were released, moving rapidly toward the middle of the vessel, the two remaining salvage personnel opened the valves to let the air bleed off from the tanks. As soon as all valves were open the final two sailors boarded the Zodiac and pulled away from the wreck. At 0925 21 August 1988 the ex USS TORTUGA (LSD 26) disappeared below the surface of the Pacific Ocean Forever.

Summary of Events

· 15 Dec 1987 TORTUGA grounding at San Miguel Island

· 2/3 Feb 1988 Wreck-site salvage survey and environmental assessment

· 6/9 Jun 1988 Mobilization of contractor vessels commences

· 26 Jun 1988 Contract vessels arrive at Port Hueneme

· 27 Jun 1988 Operations at wreck site commence

· 6 Jul 1988 Fleet divers arrive at San Miguel Island

· 10 Jul 1988 First bargeload of scrap steel departs from San Miguel Island

· 20 Jul 1988 Fleet divers depart from work site

· 16 Aug 1988 Tests of patched/plumbed tanks completed

· 17 Aug 1988 Fifth and final bargeload of scrap steel departs from San Miguel Island

· 18/19 Aug 1988 Rigging for pull on bow of TORTUGA

· 19 Aug 1988 NAVAJO commences loading of salvage gear

· 20 Aug 1988 TORTUGA fore section removed from strand by contract salvage vessel and towed to scuttle site

· 20 Aug 1988 NAVAJO released and demobilized

· 21 Aug 1988 Scuttling of TORTUGA fore section at sea

· 21/22 Aug 1988 Contract vessels released from job

· 23 Aug 1988 Mission concludes; all remaining assets and Navy Command van demobilized

Tortuga shown with "Superstructure" removed
& minus part of her stern.

This is next to the last photo of the Tortuga that was taken, minutes later
@ 0925 on August 24, 1988, the USS TORTUGA (LSD 26) disappeared
below the surface of the Pacific Ocean Forever

NOTE: The Stern section of the Tortuga remains on San Miguel today and is only accessible when conditions are ideal.

Ian Williams (A Park Ranger for the US Government) has visited the wreck site and has been contacted regarding the removal of small sections of the stern section. Mr. Williams has indicated that is very dangerous to get close to the remains, but he has physically touched part as the stern section as a gesture in honor of all those who served aboard her. He plans to revisit the site when tide, swell and wind conditions are ideal which is not very often.

A very detailed salvage report of the USS Tortuga LSD-26 can be found at the following web site - www.governmentattic.org/2docs/SUPSALV-Report_Ex-Tortuga_1989.pdf - US Navy Salvage Report: EX-TORTUGA (LSD 26) Salvage Report, 14 Sep 1989

An image of Tortuga 26 as she sits at the bottom of San Miguel Passage (More to come)

This report also mentioned the presence of hazardous materials found aboard

5·1.2 AIRBORNE CONTAMINANTS.

In keeping with standard practice when TORTUGA was built, asbestos was used for lagging of various piping, in ceiling tiles, and in bulkhead insulation. In addition, airborne contaminants included dust, smoke from small fires and burning operations, and paint and metal fumes from burning through World War II-vintage paint containing lead and chromate.

The arrival of Navy divers at the scene focused additional attention early-on in the project

on the need for greater personnel protective measures, particularly as they applied to the

asbestos hazard. Occupational safety specialists from SIMA, San Diego, and from the

salvage contractor's own safety office performed independent surveys and provided

recommendations on how to improve the safety of personnel working on the wreck. As a

result, each person visiting or working aboard TORTUGA was issued a half-mask respirator

with combination filter cartridges designed for protection against asbestos, dust, and metal

fumes. Burners working directly with the asbestos-insulated pipes were fully suited in Tyvek

impervious coveralls, boot covers, hoods, full-face respirators, and gloves, with all joints

taped. A change room was established so that contaminated clothing was not worn off the

vessel. Used coveralls were taken to the ARCTIC SALVOR, soaked overnight in a strong

detergent solution, then washed and reissued to workers. A decontamination area was also

established on the stern of the salvage vessel, providing a place for wash-down as workers

returned to the SALVOR, thus ensuring that no contaminants were tracked into the berthing spaces.

Wherever asbestos was encountered, the vessel was hosed down thoroughly several times

each day. Hard-to-reach places were wet down with buckets of soapy water. The practice

of keeping asbestos wet greatly reduces the release of particles into the air. Small incisions

were made in pipe lagging where cuts were planned and a pressurized water sprayer was

used to soak the asbestos, which was then removed and placed in a plastic bag for disposal.

Open ends of asbestos were well sealed with plastic vis queen. Once cut, sections of

asbestos-wrapped pipe were placed in plastic with the ends and seams taped. All

asbestos-contaminated materials were placed in two designated compartments, one each on

the port and starboard sides. At the conclusion of the burning phase, these compartments

were sealed shut and the plastic-wrapped asbestos inside was allowed to sink with

TORTUGA when it was scuttled.

These procedures evolved gradually and sporadically as the scope of the problem became

more defined. The U.S. Navy Ship Salvage Safety Manual, S0400-AA-SAF-010, dated 22

NOV 88, had not yet been issued to provide guidance. For these reasons, the complexities

of setting up a U.S. Navy diving station became too hard and the tasks of recovering lost

buoyancy was turned over to the contractor.

Constructed at the Charlestown Navy Yard, Boston, MA- used asbestos on the Tortuga (LSD-26).

Ships Repaired by Western MacArthur

Provided below is a listing of the Ship Repair Yard that Western MacArthur repaired using products that contained asbestos.

Bethlehem Steel Shipbuilding - San Francisco, CA Tortuga 1950

Triple A Machine Shop-Pier 64 - San Francisco, CA Tortuga 1960’s at least twice

1964 & 1967

Working conditions 1964-1968

AAA Machine Yard, San Francisco, CA in early 1967 overhauled the desalinization and turbo generator equipment in both pump rooms. This required removing all the protective asbestos insulation. The insulation was replaced after overhauling was completed. The yard personnel used no respirators or protective clothing. Ship’s engineering personnel were present and routinely exposed to the work.
AAA Machine Yard, San Francisco, CA in early 1967 replaced the hot water heat exchanger and steam regulator in the Starboard Pump Room. This required removing/installing asbestos insulation. No respirators or protective clothing was used by the “yard birds”. Ship’s engineering personnel were present and routinely exposed to the work.
The 300 KW DC turbo generators had the rotor/armature turned and cleaned by AAA Machine Yard, San Francisco, CA in early 1967. All the brushes were replaced. This piece of equipment was known for its high dB level during operation. The noise level substantially increased after overhaul. Personal hearing protection equipment was not available for use. The equipment had no noise reduction/suppression material applied.
AAA Machine Yard, San Francisco, CA in early 1967 replaced the hot water in the ship’s galley. This required removing/installing asbestos insulation. No respirators or protective clothing was used by the “yard birds”. Ship’s engineering personnel were present and routinely exposed to the work.
The ship’s engineering spaces were noisy environments during operation. Personal hearing protection equipment was not available for use.
Engineering personnel were expected to maintain their assigned workspaces. This required using various pneumatic de-scaling equipment like the needle gun, chisel, hammer, and electric sander. This was used to remove old lead/chromate paint, scale, and rust on steel surfaces (i.e. bulkheads, hull, etc.) High level of noise and exposure to lead/chromate dust. Only eye protection was used. Sometimes we used cloth to cover our nose and mouths. No personal protective equipment like respirators, protective clothing, or hearing protection was made available to ship engineering personnel.
Asbestos snow/dust was commonly found in the engineering spaces. Insulation repairs were made routinely performed by engineering personnel without any respirators or protective clothing.

8. Exposure to the herbicide (Agent Orange) by ship personnel has been well documented. (Ship personnel routinely spent liberty (i.e. Vung Tau), went ashore on assignments, and personnel assigned to Task Force 116, River Patrol Squadron 512, PAVC DIV 107, Army 145th Aviation Detachment, and to Navy Task Force "Sea Wolf.") We were ashore (in country) in all of the Four Corps areas of Vietnam. Most of our time was in the” III Corps area, which received the heaviest concentration of spraying of Agent Orange”.

http://www.lewispublishing.com/map1.htm

http://www.usvetdsp.com/agentorange.htm

CREDITS

1. Armand J, DiBella

2. Bill Arnold

3. Bob Kellough

4. Charles R. Westbrook

5. Clay Harrold, CDR, USN

6. Dan Worden

7. Dave Waldron

8. Dick Devoe

9. Dick Knott (author of “Fire From The Sky”)