The Men and Women of                                    29 March 1945

                                    Basalt Rock Company,

                                    Napa, California

                                    The USS CURRENT, built in your yard, was one of four salvage

                                    vessels which made a 1,000 mile run into Japanese controlled waters

                                    and towed two disabled American warships to safety. Since both

                                    warships were without power, one of them swinging wildly because

                                    of damaged steering gear, the tow was extremely difficult. Despite

                                    this and the fact that the salvage vessels were forced to operate at

                                    very slow speed through submarine infested waters and to weather

                                    several squalls, the mission was successfully completed. You are to

                                    be commended for providing the Navy with such an efficient

                                    salvage vessel as the CURRENT.

SALVAGE REPORT

Conducted by USS CURRENT (ARS-22)

On  M/V BEAVERBANK

11 July 1959 through 2 August 1959

Location: English Harbor

Fanning Island

                                                                                                                                                                                                              Distribution:

                                                                                                                                                                                                              Indman 3ND (Original)

                                                                                                                                                                                                              CINCPACFLT

                                                                                                                                                                                                              COMSERVPAC

                                                                                                                                                                                                              BUSHIPS

                                                                                                                                                                                                              PACFLT ARS

U.S.S. CURRENT (ARS-22)

c/o Fleet Post Office

San Francisco, California

                                                                                                                                                                                                               ARS22/HRM:ki

                                                                                                                                                                                                               9940

                                                                                                                                                                                                               Ser: 247

                                                                                                                                                                                                               AUG 25, 1959

        From:     Commanding Officer, USS Current (ARS-22)

        To:          Industrial Manager THIRD Naval District

        Via:        Commander Service Force, U.S. Pacific Fleet

        Subj: Salvage Operations conducted on the M/V BEAVERBANK; report of

        Ref: (a) COMSERVPAC INST 4740.2B dtd 24 April 1959

                 (b) BUSHIPS INST 4740.1 dtd 24 April 1953

        Encl:(1) Correspondence relative to the USS CURRENT sailing to Fanning Island

                 (2) Diagram showing the location of the M/V BEAVERBANK  

                 (3) Analysis of the factors and calculations used in re-floating of M/V BEAVERBANK

                 (4)Situation Reports, (1) through (12)

                 (5) Bottom contour diagram, ascertained from the fathometer tracing

                 (6) Diagram showing the sea currents at the immediate scene of the stranding

                 (7) Photographs

                 (8) USS CURRENT message 250627Z and M/V BEAVERBANK message 250655Z

                 (9) USS CURRENT message 290930Z

                (10) CTG 333.1 message 300100Z

                (11) USS CURRENT message 291820Z

                (12) M/V BEAVERBANK and Salvage Officer, MR. ANDERSON

                        statements of the BEAVERBANK seaworthiness

                (13) Cross sectional diagram and deck plan of the M/V BEAVERBANK

                (14) Soundings of the area surrounding the BEAVERBANK as made by

                        the Royal Navy echo sounding gear

                (15) Diagrams showing the beach gear and other restraint gear used in

                        re-floating the M/V BEAVERBANK

                (16) List of materials expended during the salvage operation on BEAVERBANK

                (17) Total diesel fuel, lube oil and gasoline expended

                (18) Statement of total pay and subsistence of all personnel attached

                        to USS Current during the salvage operation

                (19) Tide Table for the Fanning Island area

                (20) Structural damage incurred by the M/V BEAVERBANK incidental to re-floating

                (21) Damage and repairs necessary to the USS Current and her equipment

                        resulting directly from the salvage operation on M/V BEAVERBANK

1. In accordance with the provisions of reference (a) and (b) the following report of salvage operations conducted by the USS CURRENT (ARS-22) on the M/V BEAVERBANK is herewith submitted.

2. As directed by ComServPac message 112135Z of July, CURRENT, with Force Salvage Officer, CDR F. W. LAESSLE, USN embarked, departed Pearl Harbor at 1300W 11 July for Fanning Island to conduct salvage operations on the M/V BEAVERBANK reported aground at English Harbor entrance. CURRENT arrived at Fanning Islands at 0600W 15 July 1959 and effected rendezvous with CTG 333.1 then embarked in the Royal Fleet Auxiliary FORT BEAUHARNOIS.

3. At 0815W CTG 333.1, CDR P. B. STUART, DSC, RN, Officer in charge Salvage Operations for Admiralty, boarded CURRENT for the purpose of conveying all information concerning the salvage operations to date. At 1015W a conference was held on board the BEAVERBANK with the Master, Bank Line Superintendent and Lloyds Representative, and CTG 333.1 present. The BEAVERBANK Master, Captain LORAINS, was present but did not take part in the conversation. The following information was obtained as a result of the two meetings:

a. M/V BEAVERBANK went aground on a shallow coral reef or shelf off the north side of the channel entrance to English Harbor Lagoon on the afternoon of 5 July 1959 during the latter part of the flood tide. The actual position of the stranding was 3º  51’ 23” N , 159º  22’ 07” W. At the time of the stranding, the BEAVERBANK was in the normal process of loading Copra, which is accomplished while the ship drifts northwest with the sea currents and reverses position to the southeast of the harbor entrance between boats. During the course of turning to take position to the southeast of the channel entrance, the BEAVERBANK struck the coral reef with the after part of the vessel. Before she could free herself, the tide changed and the ebbing currents caused the BEAVERBANK to rotate approximately 180º and rest in her stranded position.

b. Captain LORAINS signed a salvage agreement with the Commanding Officer of the RFA FORT BEAUHARNOIS, in behalf of the Admiralty, on Lloyd open form “no cure - no pay” basis. This salvage agreement was in effect throughout the salvage operations. Captain LORAINS had answered several questions for Bank Line Superintendent and Lloyds Representative and would answer no further questions at the scene.

c. Statistical Data:

              (1) Name of the vessel M/V BEAVERBANK

              (2) Owner and Operator Bank Line

              (3) Official registry Belfast Ireland, #185536

              (4) Name of the Master Captain R. A. LORAINS

              (5) Principal dimensions Length - 425’ 0”  Beam - 59' 0''

              (6) Special persons at scene CTG 333.1 CDR P.B. STUART, RN

                    Lloyds Representative, Captain ANDERSON

                    Bank Line Superintendent, Captain BULLMAN

d. The Master of the BEAVERBANK caused 2280 tons of Coconut oil and diesel fuel to be pumped off the ship during the first efforts to free the vessel from the reef with limited restraint and no other assistance on hand. It is believed that this lightening permitted the BEAVERBANK to move shoreward approximately the breadth of the vessel.

e. The calculated draft prior to grounding was 24’ 0” forward, 26’ 7” aft and after grounding the draft was 15’ 0” forward, 19’ 6” aft thus producing a grounding reaction (@ 48.3 tons per inch immersion) of about 4000 tons. The BEAVERBANK was ballasted with about 3300 tons of salt water (to replace liquids removed) in order to hold the vessel in the stranded position.

f. Restraint gear, prior to arrival of CURRENT, was improvised with anchors, chain and wire as available. Deck purchases, three (3) in number, were rigged form the boom lift gear from the BEAVERBANK and the FORT BEAUHARNOIS. This restraint gear in effect when CURRENT arrived was as indicated in page 1 of enclosure (15) except that #3 had parted and #5 anchor was not holding. Copra was being sacked in the holds and off-loaded to the beach at the rate of 100 tons per day.

g. BEAVERBANK had very little loading left to accomplish just prior to grounding. The cargo of the BEAVERBANK was basically Coconut meal (in bags), Copra (bulk) and coconut oil. The cargo consisted of the following quantities:

             (1) Coconut oil -------------------- 2500 tons

             (2) Copra and coconut meal --- 5400 tons

             (3) Bunker diesel oil ------------  520 tons

             (4) Fresh water -------------------- 91 tons

4. Tidal currents, winds, navigational aids and other factors affecting ship handling encountered during the course of the salvage operations.

a. The tides were observed to be approximately forty five (45) minutes later than indicated in the tide tables for that area. Slack water is approximately one (1) hour in length. The currents, during both flood and ebb tides, run at 5 or 6 knots from approximately 1000 yards form the channel.

b. There is a very predominate sea current of about 2 knots setting northwesterly. This sea current is constant at all times. In as much as maneuvering to pass beach gear and/or tow wires was necessary in very shallow water it was determined to be prudent to use the LCM’s to hold the CURRENT against this current for passing the wires to the BEAVERBANK.

c. During the entire operation the wind was from about 150 º (T) at 10 to 15 knots. The seas were moderate with the exception of two days of heavy swells.

d. The absence of navigational lights and other aids, strong sea currents and the extremely deep water precluded anchoring at anytime during the operation. The engineering plant was operated on a two (2) engine combination, except for close in maneuvering, in order to conserve fuel and cut progressive maintenance.

5. Daily sequence of events. (15 July through 29 July)

                                        0600 Arrived Fanning Islands

                                        0815 CTG 333.1 boarded CURRENT

1015 CURRENT salvage party left ship for M/V BEAVERBANK (The party consists of CDR LAESSLE, CO CURRENT, Salvage Officer and the Bosn plus 4 senior enlisted PO’s).

1100 Bosn and enlisted persons returned to CURRENT and commenced breaking out one set beach gear for rigging on the port bow of BEAVERBANK.

                                        1230 CO CURRENT and Salvage Officer returned to ship.

1330 Bosn and six (6) hand working party returned to BEAVERBANK. CURRENT breaking out two (2) six inch salvage pumps for the deep tanks in BEAVERBANK to aid in the pumping off the ballast.

1904 CURRENT laid beach gear, #3 - enclosure (15), and proceeded to safe deep water to transfer the pumps to the LCM for delivery to BEAVERBANK. Commenced breaking out beach gear to rig on the LCM for planting Thursday AM.

2130 Working party returned to CURRENT - Four (4) men left on board to stand by the gear as required.

                                                     2200 CURRENT stood out of the harbor entrance area for night steaming.

                                                      0600 Returned to harbor.

0630 Working party left the ship for the BEAVERBANK. Commenced rigging the LCM for laying a set of beach gear on the port quarter, #7 - enclosure (15). Commenced rigging a set of beach gear to be laid by CURRENT on the port bow of BEAVERBANK.

1932 CURRENT laid beach bear off the port bow of BEAVERBANK, #2 - enclosure (15). Anchor crown buoy sank.

2147 The working party returned to the CURRENT leaving four (4) men aboard  BEAVERBANK to be available as necessary. CURRENT boat left ship to spend the night in the lagoon.

                                                     2200 CURRENT stood out of the harbor entrance for night steaming.

                                                     0600 Returned to harbor

0700 Working party left ship for BEAVERBANK. Salvage pumps to have more suction pipe added and another test run.

0830 Commenced rigging the LCM for laying a set of beach gear on the port quarter of  BEAVERBANK.

1130 LCM laid beach gear on the port quarter of  BEAVERBANK, #8 - enclosure (15), crown buoy never appeared after the gear was planted.

1240 Commenced approach on BEAVERBANK. LCM’S standing by to assist CURRENT to maintain station while in close.

1430 Main tow wire attached to BEAVERBANK starboard anchor chain. Streamed wire to 1650 feet and anchor chain to five (5) fathoms. Wire secured commenced building up speed for a maximum effort.

1800 Started to slow in preparation for releasing the two wire. Pull attempt unsuccessful.

1920 CURRENT main tow wire free of BEAVERBANK. Steamed into deep water for recovery.

2040 Working party returned to CURRENT with four (4) men left on board BEAVERBANK to assist as necessary with our gear.

                                        2100 CURRENT stood out of the harbor for night steaming.

Note: The preparations on board BEAVERBANK for the pull attempt listed in the analysis for flotation, enclosure (3).

                                        0615 Returned to harbor

0630 Working party left for the BEAVERBANK. Commenced rigging a set of beach gear for CURRENT to plant on the port quarter of BEAVERRBANK.

                                        0945 Commenced the approach for the beach gear pass.

                                        1020 Laid beach gear on the port quarter of BEAVERBANK #9 enclosure(15)

                                        1045 #2 - enclosure (15), beach gear parted.

1111 Commenced approach to pass main tow wire to BEAVERBANK for stern pull attempt.

                                        1206 Main tow wire made fast commenced streaming to 1750 feet.

1224 Tow wire streamed to 1750 feet, secured to a carpenter stopper, commenced building up speed.

                                        1241 Set speed at 95 RPM.

                                        1810 Commenced building up for a maximum effort.

1838 Commenced reducing speed in order to unhook tow wire. Pull attempt unsuccessful.

                                        1905 Commenced heaving in on main tow wire.

1922 Main tow wire cast free of BEAVERBANK. Moved into deep water in order to retrieve tow wire.

2030 Working party returned to the CURRENT. Four (4) men left on board BEAVERBANK to assist as might be required during the night.

                                        2100 CURRENT stood out of harbor for night steaming.

                                        0630 Ship returned to harbor

                                        0730 Working party left for the BEAVERBANK.

0900 CURRENT divers departed for the BEAVERBANK to buoy the parted beach gear wires, conduct an underwater survey of the BEAVERBANK and surrounding area to determine the exact points

the hull makes contact with the bottom. Any major obstructions on

the bottom that might hinder or obstruct the BEAVERBANK in

any way during re-floatation. Conduct underwater hull inspection of

BEAVERBANK to determine if she had suffered any damage

while aground.

1530 CURRENT divers returned to CURRENT having completed the underwater inspection of BEAVERBANK and the surrounding bottom area. The inspection revealed no obstructions in the way of retraction and no damage to underwater area of the hull that was visible including the rudder and propeller. The contact points of the hull to the bottom was marked on both port and starboard sides of BEAVERBANK to aid in the calculations being made in preparation for the next attempt.

1855 Working party returned to the ship. Hoisted the workboat. CURRENT stood out of the harbor for night steaming. Four (4) men left on BEAVERBANK to assist as necessary during the night.

                                                    0630 Returned to the Harbor.

                                                     0700 Working party to the BEAVERBANK.

0730 Four (4) LCM’s with CURRENT personnel streamed the BEAVERBANK port bower anchor to 100 fathoms of the anchor chain. The chain now leads about 35 degrees abaft the beam as indicated in enclosure (15).

1000 Divers located and buoyed the BEAVERBANK stern 1-1/2 inch wire that parted before. Purpose is to retrieve this anchor for replanting as another beach gear.

1330 LCM with CURRENT personnel retrieved the bitter end of the 1-1/2 inch wire to pass to CURRENT.

1444 CURRENT made the approach to retrieve the wire. In the attempt to retrieve the anchor it became fouled with beach gear #8, enclosure (15) and had to be cut loose. It was decided that further attempt to retrieve this anchor would end in the loss of the effect of this set of beach gear.

1608 CURRENT diving party left the ship to buoy the bitter end of 1 inch wire to the anchor that had parted prior to arrival of CURRENT. This anchor was to be used to improvise a set of beach gear for the bow of BEAVERBANK. After locating the wire it was decided that its location was such that an attempt to recover would end in fouling with the gear already in place on the bow. At this time the decision was made to recover the 2 ton anchor off the quarter and put with it in tandem an old fashioned anchor available on BEAVERBANK.

                                                     1650 Diving party returned to CURRENT.

1745 The working party returned from BEAVERBANK leaving four (4) men on board as security and to assist as necessary.

1800 CDR LAESSLE and CO CURRENT boarded BEAVERBANK to confer with Captain ANDERSON relative to the dry cargo removal. It was found that the days calculations revealed that only 150 tons were removed during the day and the decision was made to delay the pull attempt until Thursday AM high tide. This pull attempt would be contingent upon satisfactory rate of cargo removal.

1930 CDR LAESSLE and CO CURRENT returned to CURRENT and stood our of the harbor for night steaming.

                                        0630 Returned to harbor.

0730 The working party left the CURRENT for BEAVERBANK. The first task was to haul in the 2 ton anchor and provide that and the old fashioned anchor for BEAVERBANK to CURRENT for the purpose of planting the improvised beach gear. Commenced rigging the 1-5/8 inch wire for this beach gear.

1230 LCM delivered the two anchors from BEAVERBANK for the beach gear plant. This set of beach gear is rigged as follows: two (2) pieces of 1-5/8 inch wire with a 90’ shot of beach gear chain in the center. The wire is attached to the two (2) ton anchor with the old fashioned anchor in tandem with a 50’ shot of 1-1/2 inch chain between the anchors.

1547 Commenced the approach to pass the beach gear wire to the BEAVERBANK. CURRENT was set down too fast for the LCM to hold and the manila messenger parted with almost 600’ of the 1-5/8 inch wire streamed. CURRENT steamed to deep water and recovered the beach gear wire, re-rigged for another pass.

1741 Re-rigging completed commenced the approach to pass the wire to BEAVERBANK. In the passing of the wire and due to the currents the messenger became fouled with the set of beach gear, #3 enclosure (15), and had to be cleared by divers. The currents at this point were very strong caused by the 8 to 10 foot swells.

1913 Planted the tandem beach gear, #4 enclosure (15), this gear set taut fast and held very well as reported by personnel on board BEAVERBANK. Commenced breaking out 2 six inch salvage pumps to be installed in the after deep tanks on BEAVERBANK to assure maximum dewatering effect those two areas.

2258 Transferred 2 six inch salvage pumps to the BEAVERBANK. CURRENT Bosn and the working party left on board BEAVERBANK to complete the rigging of the pumps and to set taut on all beach gear deck tackle.

                                        2315 CURRENT stood out of harbor for night steaming.

                                        0645 Returned to harbor.

0730 Workboat with CDR LAESSLE left for the BEAVERBANK. The complete working party already on board. Commenced breaking out 2 six inch salvage pumps to be sent to BEAVERBANK to be used as emergency standby pumps in case of a casualty to the ones in use during dewatering operations.

0945 Diving party left the ship to renew all lashings to the crown buoys for the beach gear anchors. 3/8 inch wire will be used for this purpose.

                                        1322 Diving party returned to CURRENT having completed the task assigned.

                                        1620 Transferred the 2 six inch pumps to BEAVERBANK.

1800 CDR LAESSLE returned to CURRENT, CURRENT Bosn and the working party remained, all salvage pumps have been operationally tested in place and work satisfactorily. Hoisted the workboat on board.

                                        1900 CURRENT stood out of the harbor for night steaming.

                                         Note: The total restraint in effect is as indicated in enclosure (15).

                                        0620 Returned to the harbor.

0700 CDR LAESSLE, DCC, EN1 (to operate the salvage pumps) and additional working party left the ship for the BEAVERBANK.

0730 Commenced de-ballasting BEAVERBANK in preparation for morning pull attempt. Re-floating calculations and analysis is as indicated in enclosure (3).

                                        0850 Began approach on BEAVERBANK to pass main tow wire for stern pull.

                                        0927 One bow beach gear parted.

0935 Main tow wire made fast to BEAVERBANK (stern) commenced streaming the tow wire to 1750 feet. Commenced building up speed at 0947.

                                        0954 Second beach gear on the bow parted.

1013 Reduced speed to increase scope on the main tow wire. Increased wire to 1850 feet and put on carpenter stopper. Commenced increasing speed.

1025 Speed 9.3 knots (95 RPM) BEAVERBANK stern commenced moving to seaward.

1030 BEAVERBANK afloat. The remaining beach gear and anchor chain held until BEAVERBANK clear of the coral shelf maintaining a steady strain has BEAVERBANK stern heading on course 210 degrees true, a safe course to deep water.

1037 All beach gear wires clear of BEAVERBANK having been cut with a torch. BEAVERBANK in the process of taking in her anchor. Crown buoys for anchors #6 and #7 disappeared during retraction. Haul in wires, all buoyed, wire out in deep water and buoys sank.

1050 BEAVERBANK port anchor hawsed. CURRENT proceeding into deep water cautiously, maintaining a good even strain on the wire and in a direction of southwesterly so BEAVERBANK will not run aground in the shallow water on the southeastern side of the channel.

1133 In deep water commenced the shift of the tow point to the bow using a slip pendant installed prior pull attempt for shifting when necessary.

1208 Tow point shifted to the bow of BEAVERBANK and CURRENT now has BEAVERBANK in tow on 1100 feet of 2” man tow wire and 500’ of 1/5/8 inch pendant.

1340 CURRENT diving party left for BEAVERBANK to conduct an inspection on the hull, propellers, rudders and main sea chests.

1610 RFA FORT BEAUHARNOIS returned from Christmas Islands - CTG 333.1 transferred from BEAVERBANK to FORT BEAUHARNOIS.

1630 CDR LAESSLE, divers and the BEAVERBANK working party returned to the ship. There was no major damage found by the divers and BEAVERBANK will conduct their engineering trials while CURRENT has her in tow.

2145 Master BEAVERBANK reported that the engineering trials were satisfactory and she was able to steam independently. CURRENT tow wire cast free of BEAVERBANK. Retrieved the tow wire and steamed off English Harbor for the remainder of the night.

                                        0700 Returned to the harbor.

                                        0730 Commenced rigging bow recovery of the ground tackle.

                                        1030 Commenced approach for recovery of anchor #2 enclosure (15).

1100 Crown wire on board and recovery commenced. Sent diver to locate and buoy the bitter ends of the wires - #1 enclosure (15) and the wire for the anchor that was not attached during the pulls. Both bitter ends were located and buoyed for later recovery.

1815 Ells anchor, 600’ 1-5/8 wire and the beach gear chain recovered. The outboard 600’ 1-5/8 wire was badly frayed from the break and coral bottom, wire dumped overboard in deep water.

In the process of retrieving this anchor two crown buoys sunk. The two that sunk were for anchors #3 and #4 enclosure (15). The wire for anchor #4 was carried into deep water prior to release from BEAVERBANK.

2030 Ells anchor stowed in the forward salvage hold. CURRENT stood out of the harbor for night steaming.

                                                      0730 Returned to the harbor.

0800 Commenced ground tackle recovery operations. The 3/8” wire to the 1-5/8 inch wire parted. Sent the diving party to locate the wire again.

1124 Passed the messenger to pickup the 1-5/8 inch wire for recovery of anchor #3 enclosure (15) over the stern. Commenced recovery of the ground tackle by the 1-5/8 inch wire vice the crown wire as it disappeared.

1515 Anchor in sight but fouled with a bite of 1-/2 inch wire over the flukes. A study of the layout and the statement of BOS’N HARRIS, of the FORT BEAUHARNOIS, this wire belongs to anchor #1 enclosure (15). The 1-5/8 inch wire was put to a stopper and held while efforts were shifted to the recovery of anchor #1. From the free end it was impossible to move and it was assumed to have been interwoven in the coral growth. After having recovered approximately 100’ of the wire towards the anchor the wire parted at a depth of 250 feet.

Shifted operations back to the beach gear ells anchor. The anchor, 600’ 1-5/8 inch wire and the 90’ beach gear chain recovered. The outboard 600’ shot of 1-5/8 inch wire was badly frayed, over 75%, so was disposed over the side in deep water.

2030 Retrieving operations completed, CURRENT stood out of the harbor for night steaming.

0730 Returned to harbor. Harbor seas 6 to 8 feet.

0800 Commenced rigging beach gear purchase to be used for beach gear ground tackle over the bow.

0900 Harbor seas subsiding with the winds from 130 º (T) seas from 155 º (T) 4 to 6 feet.

1125 Commenced recovery of the bower anchor from the BEAVERBANK over the bow. With the 1” wire to the capstan and made fast backed easily to deep water because CURRENT being set into dangerous water.

1315 BEAVERBANK bower anchor above the water and on the fwd roller. Commenced the shift to the fwd boom.

1355 Anchor suspended on the forward boom and stopped off at the main deck.

1430 Transferred the BEAVERBANK bower anchor to the LCM FFT to the BEAVERBANK with the remaining portion of the wire attached.

1535 Approached and passed messenger to the crown buoy for anchor #9 enclosure (15).

1548 Commenced heaving in on the crown wire.

1725 Ells anchor stopped off at the deck edge.

1815 Completed disconnection of the 1-5/8 inch wire from the anchor and commenced hauling on board.

1930 Completed hauling the 1-5/8 inch wire and beach gear chain on board. The end 600’ of wire was unlayed and frayed for most of its length.

2010 Ells anchor secured on deck. CURRENT stood out to sea for night steaming.

0700 Returned to harbor. Commenced rigging the diving boat for the purpose of searching for ground tackle haul-in wires submerged on crown buoys.

0800 Diving boat left ship. Commenced stowage of the ground tackle in the fwd salvage hold.

1100 Diving party located an anchor, estimated 3-1/2 or 4 ton patent type bower anchor. Visibility excellent and diver can see approximately 100 feet. Due to location of the anchor, mid channel and close in, arranged for a LCM and CURRENT personnel to lift the anchor and bring to CURRENT.

1830 An unidentified bower type anchor of approximately 4 tons hoisted from the water after having been lifted from the channel and brought to the CURRENT in deep water. A search was made of the anchor for markings but none was found. The sea growth indicated that the anchor had been on the bottom for a minimum of 12 to 15 years. In the course of chipping, the corrosion was found to be 3/8 inch and slightly more in some spots.

1930 CURRENT stood out of the harbor for night steaming.

0645 Returned to port and made preparations for transfer of the anchor to the LCM. Diving party departed to make a final search effort for ground tackle.

0745 Transferred the anchor and 350’ of 1-1/2 inch wire to the LCM for further transfer to the FORT BEAUHARNOIS. Continued to re-stow the ground tackle and miscellaneous items.

1030 Diving party returned to the ship. No ground tackle haul-in wires, submerged crown buoys or crown wires could be located. Total gear still remaining on the bottom as follows:

                    Three (3) Ells anchors.

                    One (1) shot, 90 feet, beach gear chain.

                    Three (3) pieces, 600 feet, 1-5/8 inch beach gear wire.

Five anchors and wires of various sizes belonging to the BEAVERBANK and the FORT BEAUHARNOIS still remain on the bottom. None of the anchors planted prior arrival of CURRENT was buoyed or marked when planted. All ground tackle planted by CURRENT was marked by buoys and the wires, at the BEAVERBANK, were marked with 50 gallon oil drums, just prior to the last pull attempt. The wires were released in deep water and the marker buoys disappeared at that time. It is assumed that the depth of the water and the weight of the wire for that depth caused the buoys to sink.

1230 Received notification, enclosure (12) that our services were no longer required and that

the BEAVERBANK was capable of steaming to Honolulu on her own power with her

normal cargo capacity not curtailed.

Proceeded to WHALER ANCHORAGE and inspected the first part of the submarine telephone cable, 750 yards, for the Cable and Wireless Station. The request for this inspection was made by Mr. BARTLETT, Manager. The inspection revealed a maker buoy (cable laying) secured directly to the cable. The marker buoy was cut free and no other items were noticed. The Cable Station Engineer was in the boat during the inspection. Information was received that the interference cleared up after the maker buoy was cut free.

1500 Commander F. W. LAESSLE, USN, Force Salvage Officer, departed for the FORT

BEAUHARNOIS and Christmas Island to take RAF Shuttle Flight to PEARL.

 

1530 Departed for Pearl Harbor

 

6. Communications.

a. CTG 333.1 activated a salvage voice circuit on 3 megacycles prior arrival CURRENT. This circuit was used as a means of communications between units participating in the salvage operations during the entire period.

b. the portable salvage radio equipment, AN/SRC-11Y and AN/PRC-9, was used as a means of communications between CURRENT, the salvage workboat and/or the BEAVERBANK. This equipment provided a clear reliable means of communications. This equipment will be invaluable to ARS types for salvage operations.

c. Hotel Romeo reception was satisfactory during the salvage operations and the special weather messages were both timely and representative of the weather encountered.

     H. R. MINARD

     Enclosure (1) Part 1 of 2

            Theo. H. Davies & Co. Ltd

            Founded 1845

            Merchandising. Transportation. Insurance. Sugar Factors

            Steamship Department

            Steamship Agents and Brokers Honolulu 2, T.H.

            DAVIES BUILDING

            Agents for Lloyds 10 July, 1959

            Cable Address “DRACOSTEAM”

            Phone 56991

            To:       Commander - SERVICE FORCE PACIFIC

            Info:     C. in C. Pacific

                        Commander - Hawaiian Sea Frontier

                        U. S. N. Supervisor of Salvage - New York

                        Commander - U. S. Coast Guard 14^th District

1. The British ship “BEAVERBANK”, of 5690 Tons gross, and 8983 deadweight, length 449’ 6”, breadth 59’ 4”, into summer draught of 26’ 03 3/4”, owned by the BANK Line, of Glasgow, Scotland, Great Britain, has been reported to us, as Agents for Lloyds of London, by London Salvage Association, as being presently aground in English Harbor, Fanning Island.

2. London Salvage request information as to availability of salvage tugs at this port, if required.

3. Survey of local commercial tug owners shows the following status at this date - Young Brother - No tugs available in the immediate future. Isleways, Ltd. - No tugs available in the immediate future.

4. We would therefore hereby request that the good offices of the U. S. navy in respect to towing assistance be made available for use by subject vessel if so required.

5. It is understood that such deposits of monies as may be required by your Authorities will be deposited by us when called upon and any waivers of indemnity will be duly executed by us as so required.

            THEO. H. DAVIES & CO. LTD.

            as Lloyds Agents

            /s/ E. C. David Hassall

                Manager, Steamship Department

    Enclosure 1 Part 2 of 2

            U. S. NAVAL DISPATCH

            From:      COMSERVPAC Classification Precedence * -112130Z- * PLAIN PRIORITY

            Action:    CINCPACFLT

            Info:        BUSHIPS INDUSTRIAL MANAGER AT 3^RD ND / COMHAWSEAFRON /

                            USS CURRENT / ACNB / CCGD14TH / CNO

COMSERVPAC IN RECEIPT OF LETTER DATED 10 JULY FROM THEO H. DAVIES AND CO LTD HONOLULU AS LLOYDS AGENTS STATING BRITISH SHIP BEAVERBANK AGROUND IN ENGLISH HARBOR CMM FANNING ISLAND AND REQUESTING U.S. NAVY SALVAGE ASSISTANCE BE MADE AVAILABLE IF REQUIRED X NO LOCAL COMMERCIAL TUGS AVAILABLE FOR SALVAGE ASSISTANCE X LETTER STATES MONIES AS MAY BE REQUIRED WILL BE DEPOSITED AND WAIVERS OF INDEMNITY WILL BE EXECUTED AS REQUIRED X IF CONFIRMING REQUEST FOR ASSISTANCE IS RECEIVED AND UNODIR PLAN SAIL ARS FROM PEARL WITH CDR LAESSLE STAFF COMSERVPAC ST EMBARKED AS OINC SALVAGE X ACNB 060945Z AND 070058Z PASEP PERTINENT

               11 JULY 1959

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

            From:     COMSERVPAC Classification Precedence PLAIN OPERATIONAL

            Action:   USS CURRENT PRIORITY

            Info:        BUSHIPS INDUSTRIAL MANAGER AT 3ND COMHASWEAFRON

                          AUSTRALIAN COMMONWEALTH NAVAL BOARD CNO CINCPACFLT

          ---112153Z---

WHEN READY FOR SEA 11 JULY WITH CDR LAESSLE EMBARKED PROCEED FANNING ISLAND AND RENDER SALVAGE ASSISTANCE SS BEAVERBANK AGROUND IN ENGLISH HARBOR X CDR LAESSLE DESIGNATED OFFICER IN CHARGE SALVAGE X MAKE SITREPS ACD COMSERVPAC INSTRUCTIONS 4740.2A X MAKE MOVREPS

Date

11 JULY 1959

_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

      From:     COMSERVPAC Classification Precedence PLAIN PRIORITY

      Action:   CINCPACFLT

      Info:       BUSHIPS /  INDUSTRIAL MANAGER AR 3^RD NAVAL DISTRICT /

                     COMHAWSEAFRON  /  USS CURRENT /  ACNB /  CCGD14TH /  CNO /

---1200027Z---

 REQUEST FOR ASSISTANCE CONFIRMED X COMSERVPAC 112130Z CURRENT DEPT PEARL           112300Z

   Date

11 JULY 1959

Enclosure 2 is a map - to be scanned

Enclosure (3) Part 1 of 2

           Drafts prior to grounding F 24’-0” A 26’-7”

           Coconut oil deep tanks 2500 T

           Diesel oil 600 T

           Dry cargo (Copra and bagged meal) 5400 T

           Total 8500 T

           Liquid removed by Master prior arrival assistance with limited restraint by anchors 2280 T

           Remaining 6220 T

          13, 14 July ballasted in near afloat, condition and restraints put out 2700 T

          Coconut oil remaining 600 T

          Total 9520 T

      Soundings at low water F 17’-0” A 25’-0”

     Calculated drafts after removal F 14’-4” A 22’-1”

     Cargo consisting 2500 T Ballast, 600 T coco. oil, 872 T copra

     Riseage F 2’-8” A 2”-11”

    Prior grounding Dm = 25 Ft

    Present soundings Dm = 21 Ft

    Differential = 4 Ft

    Or at 50 T/in reaction = 2400 T

    Removals: By Master prior to assist 2280 T dry cargo unloaded & jettisoned 872 T

    Coconut oil remaining (mixed with ballast) 600 T

    Removed 3752 T

    Less Reaction 2400 T

    Available for riseage 1352 T

    Riseage 2 Ft 3”

    Actually 600 T ballast should be added because of retarded pump action or 12” riseage not available.

Enclosure (3) Part 2 of 2

Additional work undertaken other than unloading consisted hooking up two sets of beach gear seaward from bow and two sets from stern. Other restraint consisted of 2 ships patent anchors forward and 3 aft, with heavy purchase rigged on 3 of the latter 5. Two six inch pumps were rigged to fwd and after deep tanks to hasten de-ballasting. Tow wire of CURRENT was connected to bow.

Bow pull was considered most desirable because it was believed easier to lighten ship forward, a bow pull would have less resistance to seaward move by its shape, there were less tidal current effects forward and the stern vitals would have less chance of bottom damage.

First attempt was made on 17 July and resulted in a pivoting action of stern to seaward and the bow shoreward of about 30 degrees by 18 July. Ship bodily moved shoreward slightly. Complete retraction was not successful, it is believed, mainly because of the heavy broad side swell was considered the most severe in this area for years. Secondarily, ship’s pumps were too slow in de-ballasting to expeditiously reduce ground reaction before ship was pushed shoreward again. Time permitting, additional beach gear would have been desirable. Furthermore, the large inertia effect created by ship in motion and sharp fall off the bottom, reduced the effectiveness of existing beach gear. Lastly, the location of the pivot point was not known until this attempt was made. It was found to be just aft of the stack or about one third of a ship length from stern. With pivot point so located, the bow restraint was subjected to twice the load imposed on stern. Furthermore, the swell effect was greater forward because of shallower water and the swell butted-up from aft to forward.

Accordingly, objectives for next attempt were: one, to accomplish further and ample unloading to eliminate pivot point or move it forward by obtaining flotation as nearly parallel to bottom slope on declivity as possible and favoring de-ballasting from aft to forward; two, to increase de-ballasting rate by adding two more six inch pumps to provide one pump per tank and allow complete dewatering of ship in about 5 hours; three, attempt to double the beach gear restraint, by adding the remaining two sets of CURRENT beach gear and jury rigging of smaller anchors to give equivalent holding power, to utilize various heavy purchase blocks removed from BEAVERBANK, FORT BEAU and CURRENT, and to obtain certain purchase equipment by air shipment from Pearl; four, to pull from stern since first attempt definitely indicated BEAVERBANK tended to and actually did move that way, because bottom survey revealed no obstructions in this direction and since swell effect was less on stern and ebb tide would aid in stern movement seaward; five, to allow for increased draft due to list, not count on tidal lift and to ballast everything possible to give enough holding to ensure maximum cargo unloading beyond that calculated as necessary.

This meant flooding number 2 and 3 hold if necessary in the event heavy swells interfered with desired unloading. Ballasting aft was discarded because its effect would be to lift bow prematurely and cause further shoreward bow grounding.

Second Attempt Calculations (At low tide)

Applying moments to change trim as result of unloading cargo to give desired flotation and place ship in desired trim to suit bottom declivity on to a 9 foot drag determined by soundings, 1800 tons of cargo removal was required.

Soundings F 11’- 9” A 20’-9”

Calculated drafts with 1800T cargo and ballast off F 10’-10” A 18’-9”

Riseage F 1’- 9” A 2’-0”

On grounding: Dm = 25 Ft

Present soundings: Dm = 16 Ft

Aground 9 Ft

Or at 50 T/in gives 5400 T

Less first attempt removed 3750 T

Gives reaction of 1650 T

Therefore 1800 tons adequate but results in only 150 tons riseage or 3 inches.

Actual cargo unloaded 2400 T

Ballasted 3600 T

Total removable 7000 T

With actual cargo removed 2400 Tons

Less reaction 1650 Tons

Riseage 750 Tons or 15 Inches

Present soundings: F 11’-9” A 20’-9”

Calculated drafts for 2400 ton unloading F 9’-4” A 18’-9”

Riseage F 2’-5” A 2’-0”

Enclosure (4)

            U.S. NAVAL DISPATCH Classification Precedence

             From:         USS CURRENT PLAIN PRIORITY

             Action:       COMSERVPAC

             Info:           CINCPACFLT  /  BUSHIPS  /  INDMAN 3 ND  /  ACNB  /  CCGD 14 ND /

                               USS GRAPPLE /  COMHAWEAFRON

            160900Z

SITREP ONE X ALFA STATUS TO DATE X MV BEAVERBANK GROUNDED 5 JULY STBD SIDE TO BEACH HEADING APPROX 319T NORTH SIDE ENGLISH HARBOR POSITION 3-51-23N 159-22-07W X MEAN DRAFT PRIOR GROUNDING 25 FT 6 IN X APPROX 2500T COCO OIL OFF-LOADED WITHOUT RESTRAINT PRIOR ARRIVAL RFA BEAUHARMOIS RESULTING SHIP MOVEMENT SHIP BREADTH SHOREWARD X PRESENT MEAN DRAFT 19 FT 6 IN X SHIP NOW BALLASTED 330 TONS AND RESTRAINED 5 ANCHORS WITH HEAVY PURCHASE RIGGED TO TWO X 5000 TONS DRY COPRA BEING OFF-LOADED 100T PER DAY X OFF-LOADING ARRGTS SATISFACTORY X SHIP RIDING WELL EXCEPT OCCASIONAL HEAVY SWELL EFFECT X NOT REPT NOT TAKING WATER X 8 DEGREE PORT LIST RESULT STBD SIDE UP ON LEDGE X NO OBSTRUCTION TO PORT MOVEMENT AND BOTTOM BELOW PORT BILGE X SOFT CORAL BOTTOM X 5 KNOT SCOURING TIDAL CURRENT THROUGH CHANNEL ENTRANCE X BRAVO ORGANIZATIONAL PLAN X SNO FANNING CDR STUART DESIGNATED OINC RN OPERATIONS X LLOYDS REP CAPTAIN ANDERSON AND BANK LINE SUPERINTENDANT CAPTAIN BULLMAN ADVISORY TO CAPT LORAINE MASTER BEAVERBANK X CURRENT AND FLEET SALVAGE OFFICER AT DISPOSAL SNO AND LLOYDS REP FOR ADVISORY AND SPECIFIC ASSISTANCE REQUESTED X UNDERSTAND RN NOT LLOYDS HAD ENGAGED USN SERVICES PER DIEM BASIS X CHARLIE COURSE ACTION PLANNED AND BEING EXECUTED X CURRENT LAID ONE SET BEACH AND WILL CONNECT TOW WIRE BROAD PORT BOW X INSTALLING TWO 6 INCH PUMPS EXPEDITE DEBALLASTING X FIRST ATTEMPT REFLOAT TO COMMENCE 16 JULY X IF REFLOAT SUCCESSFUL BASED SATISFACTORY CONDTITION PROPELLERS CMM RUDDERS AND MACHINERY NOW INTACT CURRENT WILL RECOVER GEAR AND BEAVERBANK PROCEED HONOLULU FOR LLOYD INSPECTION X POSSIBILITY BEAVERBANK MAY REQUIRE TOW BY CURRENT X LAESSLE SENDS

        16 JULY 1959

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

                U.S. NAVAL DISPATCH Classification Precedence

                From:      USS CURRENT PLAIN PRIORITY

                Action:    COMSERVPAC

                Info:        CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

                                USS GRAPPLE / COMHAWEAFRON

               170810Z

SITREP TWO X DUE HEAVY SWELL AND DESIRABILITY INCREASING RESTRAINT CMM FLOTATION ATTEMPT DEFERRED X SHIP YET FULLY BALLASTED AND DRY CARGO REMOVAL STOPPED X ONE BEAVERBANK ANCHOR CABLE PARTED AND NOTICEABLE SHIP MOVEMENT SHOREWARD FWD AND SEAWARD AFT X SLIGHT PIVOTING NO POUNDING X CURRENT LAID TWO SETS BEACH GEAR AND COMPLETED RIGGING 2 SIX INCH PUMPS FOR DE-BALLASTING X BASED INDICATIONS SWELLS SUBSIDING PLAN RE-FLOAT ATTEMPT PM 17 JULY AFTER LAYING ONE MORE SET BEACH GEAR AND CONNECTING TOW WIRE FORWARD X DRY CARGO OFF-LOADING TO RESUME AM AND DE-BALLASTING TO SUIT ARRIVAL HIGH TIDE X HOLDING AND PULLING ARRANGEMENT CONSISTS 2 BEAVERBANK ANCHORS 2 CURRENT BEACH GEAR PORT QTR AND 2 BEAVERBANK ANCHORS 2 CURRENT BEACH GEAR AND TOW WIRE PORT BOW X LAESSLE SENDS

16 JULY 1959

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

180804Z

SITREP THREE X RETRACTION UNSUCCESSFUL X BEAVERBANK PIVOTED AMIDSHIPS BOW TO SHORE STERN TO SEA TOTAL MOTION 25 DEGREES AND CONTINUING TO PIVOT SLOWLY X STRAIN BEING MAINTAINED BEACH GEAR X PRESENT PLANS COLON CONTINUE OFF-LOAD DRY CARGO CMM PUMP 600 TONS REMAINING BALLAST CMM CURRENT TO LAY ADDITIONAL SET BEACH GEAR TO STERN AND ATTEMPT STERN PULL PM 18 JULY X REQUIREMENT ADDITIONAL TUG NOT YET APPARENT X LAESSLE SENDS

17 JULY 1959

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

190921Z

SITREP FOUR X 2 SETS BEACH GEAR LAID ON STERN X TWO BOW WIRES PARTED X TODAYS PULL ATTEMPT UNSUCCESSFUL X BEAVERBANK PIVOTED TOTAL 28 DEGREES FROM ORIGINAL POSITION X PRESENT PLAN COLON CONTINUE OFF-LOAD DRY CARGO PAREN 4000 TON PAREN EXTENT WHERE DE-BALLASTING WILL GIVE PROPER TRIM FOR STERN PULL HIGH TIDE 21 JULY CMM RETRIEVE 2 SETS BEACH GEAR AND RE-RIG OFF BOW X SEA CURRENTS AND DEPTH OF WATER PRECLUDES SAFE ANCHORING CURRENT X ALL BEACH GEAR PLANTED IN APPROX 300 FEET WATER ON STEEP SLOPE X WIND AND SEA MODERATE EXCEPT FOR SWELLS PREVIOUSLY REPORTED X LAESSLE SENDS

18 JULY 1959

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

200730Z

SITREP FIVE X DIVERS CONDUCTED SURVEY CONDITION HULL AND NATURE BOTTOM CONTOUR PERMIT DETERMINATION MOST DESIRABLE TRIM FOR FLOTATION X SURVEY FAVORABLE WITH NO OBSTRUCTIONS TO SEAWARD CMM NO HULL OR PROP DAMAGE NOTED X RESET ALL BEACH GEAR PURCHASE X RELOCATED 6 INCH PUMP FORWARD TO HASTEN DE-BALLASTING X LOCATED AND BUOYED PARTED BOW BEACH GEAR X PRESENTLY PLANNING STERN PULL 22 JULY X TIME REQUIRED PERMIT OFF-LOAD APPROX 1800 TONS DRY CARGO FOR FLOTATION AND PROPER TRIM CMM RECONNECTING 2 SETS BOW BEACH GEAR AND REPLANTING AVAILABLE SHIPS ANCHORS X NEW SUBJECT X SNO FANNING ADVISES XMAS ISLAND PLANS MAIL AIR DROP 21 JULY X LAESSLE SENDS

19 JULY 1959

- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

210755Z

SITREP SIX X BEAVERBANK OFF-LOADED APPROX 900T DRY CARGO X TWO BOW BEACH GEAR RECONNECTED X ADJUSTING ALL REMAINING GROUND TACKLE FOR 22 JULY PULL X FORT BEAUHARNOIS DEPARTED 1600 FOR XMAS X RETURNS PM 24 JULY X SNO FANNING REMAINS X LAESSLE SENDS

20 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

220658Z

SITREP SEVEN X DRY CARGO OFF-LOAD PROGRESSING BUT SLOWED DUE LACK OF LABOR X BEAVERBANK BOWER ANCHOR RE-LAID TO 100 FATHOMS CHAIN X SLIGHT MOVEMENT NOTICEABLE X ADDED BALLAST TO COMPENSATE FOR CARGO REMOVED X PLAN LAY ONE MORE SET BEACH GEAR ON BOW WITH MISC ANCHORS PRIOR PULL X LAESSLE SENDS

21 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

230900Z

SITREP EIGHT X ONE ADDITIONAL SET BEACH GEAR WITH TWO MISC ANCHORS IN TANDEM LAID ON BOW BEAVERBANK X TOTAL RESTRAINT 5 SETS FWD AND 5 AFT X ANTICIPATE TOTAL OF 1800 TONS DRY CARGO OFF-LOADED AM 23 JULY X RIGGED 2 SIX INCH PUMPS IN AFTER DEEP TANK TO ASSIST DE-BALLASTING X MODERATE SWELLS COMMENCED LATE AFTERNOON ACCOMPANIED BY SLIGHT SHIP MOVEMENT X NO NOTICEABLE INCREASE IN INTENSITY BY NIGHTFALL X COMPENSATING BALLAST ADDED CMM NEW TOTAL 3100 TONS X ALL BEACH GEAR HOLDING WITH MODERATE STRAIN X PULL ATTEMPT 24 OR 25 JULY EARLIEST TO PERMIT SAFE MARGIN OFF-LOADING X LAESSLE SENDS

22 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

240600Z

SITREP NINE X RIGGED TWO STANDBY 6 INCH PUMPS IN DEEP TANKS X CONT OFF-LOAD DRY CARGO CMM TOTAL 2400 TONS BY AM FRIDAY X MODERATE SWELLS THROUGHOUT DAY CMM SHIP LIVELY BUT NO MOVEMENT SHOREWARD X ALL BOTTOMS BALLASTED 3500 TONS CMM NO 2 HOLD PREPARED FOR FLOODING IF REQD X WEATHER PERMITTING INTEND PULL ATTEMPT STARTING AM 24 JULY X LAESSLE SENDS

23 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

242100Z

SITREP TEN X BEAVERBANK FLOATED 242230Z X WILL ADVISE DESIRES OWNERS AFTER SURVEY HULL AND MACHINERY X LAESSLE SENDS

24 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

250901Z

SITREP ELEVEN X DIVERS INSPECTION AND SLOW SPEED ENGINEERING TRIALS HELD BEAVERBANK WHILE UNDER TOW X UNDERWATER INSPECTION REVEALED SLIGHT BOTTOM INDENTATION PORT SIDE AMIDSHIP AND 100 FEET STBD BILGE KEEL BENT DOWNWARD X RUDDER AND PROP UNTOUCHED X BEAVERBANK 6 KNOT TRIAL SAT X CURRENT RELEASED VOICE CONTACT BY MASTER AND SNO FANNING 250815Z CMM TOW WIRE DISCONNECTED X MSG VERIFICATION TO FOLLOW X BEAVERBANK CURRENTLY ENGAGED OTHER TRIALS TOWARD OPEN SEAS REMAINDER NIGHT X CURRENT REMAINING IN SIGHT AND MAINTAINING RADIO GUARD X BEAVERBANK INTENDS RETURN FANNING IN MORNING AND RESUME ON-LOADING APPROX 500 TONS CARGO REQUIRING ABOUT 3 DAYS CMM THEN PROCEED HONOLULU X UNODIR CURRENT WILL COMMENCE BEACH GEAR RECOVERY IN MORNING CMM ESTIMATE 5 DAYS COMPLETE X ENVISION DIFFICULTY X WILL RETURN FIRST AVAILABLE TRANSPORTATION X LAESSLE SENDS

24 JULY 1959

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U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / BUSHIPS / INDMAN 3 ND / ACNB / CCGD 14 ND /

USS GRAPPLE / COMHAWEAFRON

260915Z

SITREP TWELVE X ONE BEACH GEAR GROUND TACKLE RECOVERED X TO AVOID LOST TIME IN RECOVERY AND LOADING BEAVERBANK INTEND LEAVE SALVAGE GEAR REMAINING ON BEAVERBANK FOR DELIVERY HONOLULU CMM WILL ADVISE ETA X UNODIR THIS FINAL SITREP SALVAGE BEAVERBANK X WILL ADVISE WHEN RECOVERY EFFORTS COMPLETED X LAESSLE SENDS

25 JULY 1959

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Enclosure (5) diagram - to be scanned

Enclosure (6) diagram - to be scanned

Enclosure (7) nineteen b&w photos - to be scanned

Enclosure (8)

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN ROUTINE

Action: MV BEAVERBANK / CTG 333.1

250627Z

CURRENT REQUESTS OFFICIAL MESSAGE VERIFYING OPERATIONAL CAPABILITIES OF BEAVERBANK PRIOR TO CASTING OFF TOW WIRE AFTER COMPLETION OF ENGINEERING TRIALS

25 JULY 1959

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From: BEAVERBANK

Action: USS CURRENT

250655Z

ENGINE TRIALS SATISFACTORY STOP READY TO SLIP STOP SIGNED MASTER

Enclosure (9)

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN PRIORITY

Action: COMSERVPAC

Info: CINCPACFLT / INDMAN 3 ND / CCGD 14 ND / USS GRAPPLE / BUSHIPS /

COMHAWEAFRON

290930Z

THREE OUT OF SIX ELLS ANCHORS CMM BEAVERBANK SECOND BOWER AND ONE UNIDENTIFIED 4 TON ANCHOR RECOVERED X HAULING WIRE 2 OTHER ANCHORS SEVERED DEEP WATER X REMAINDER 3 ELLS AND 4 MISCELLANEOUS ANCHORS CANNOT BE LOCATED AND HAULING WIRES BELIEVED DRAGGED INTO DEEP WATER X CURRENT WILL MAKE FINAL SEARCH ATTEMPT 29 JULY X CTG 333.1 IN AGREEMENT ALL EFFORTS RECOVERY ANCHORS EXHAUSTED X LLOYDS CERTIFICATE BEAVEBANK SEAWORTHINESS PROMISED AM 29 JULY CMM RECEIPT AND UNODIR CURRENT TO DEPART PEARL X FORT BEAUHARNOIS CMM LCMS AND BEAVERBANK INTEND DEPART PM 29 JULY X REQUEST TRANSPORTATION BE ARRANGED BEAVERBANK ARRIVAL HONOLULU PICK-UP CURRENT SALVAGE GEAR CMM ESTIMATE 3-2 1/2 TON TRUCKS OR ONE LOW BED REQD X THOS DAVIES COMPANY WILL HAVE ETA X LAESSLE SENDS

29 JULY 1959

Enclosure (10)

U.S. NAVAL DISPATCH

Classification Precedence

From: CTG 333.1 PLAIN ROUTINE

Action: USS CURRENT

Info: CAPTAIN GRAPPLE SQUADRON / FORT BEAUHARNOIS / RNO XMAS

300100Z

YOU ARE RELEASED FROM OBLIGATION TO STAND BY MV BEAVERBANK FROM 291700Z.

2. REQUEST YOU SAIL FROM FANNING TO PEARL HARBOR PM 29 JULY ON COMPLETION OF TODAY'S OPERATIONS

3. REQUEST YOU SIGNAL YOUR ACTUAL TIME OF ARRIVAL PEARL TO CTG 333.1

29 JULY 1959

Enclosure (11)

U.S. NAVAL DISPATCH

Classification Precedence

From: USS CURRENT PLAIN ROUTINE

Action: CTG 333.1

291820Z

RECOVERED THREE CURRENT ELLS ANCHORS CMM BEAVERBANK BOWER ANCHOR CMM AND UNIDENTIFIED PATENT ANCHOR X UNABLE TO LOCATE THREE OTHER ELLS ANCHORS CMM THREE BOWER ANCHORS CMM ONE PATENT AND ONE OLD FASHIONED ANCHOR X THE BEACH AREA OUT TO A DEPTH OF 75 FEET WAS THOROUGHLY SEARCHED BY SCUBA DIVERS AND NO MORE WIRES OR ANCHORS SIGHTED X APPROX POSITION OF ANCHORS AS FOLLOWS COLON 3 PT 5 TON BOWER ANCHORS 3 DEG 51 MIN 23 PT 7 SEC N 159 DEG 22 MIN 18 PT 5 SEC W CMM 3 DEG 51 MIN 17 SEC N 159 DEG 22 MIN 13 SEC W AND ONE DRUG SEAWARD ABOUT 300 YARDS O APPROX BEARING 240 FROM ESTIMATED POSIT 3 DEG 51 MIN 14 SEC N 159 DEG 22 MIN 06 SEC W ONE PATENT AND ONE OLD FASHIONED PAREN EACH ABOUT ONE POINT FIVE TONS PATENT LAID IN TANDEM AT 3 DEG 51 MIN 19 SEC N 159 DEG 22 MIN 16 PT 5 SEC W X ALL ANCHORS LYING IN WATER DEPTH UPWARD OF 800 FEET

29 JULY 1959

Enclosure (12) Part 1 of 2

M. V. BEAVERBANK (COPY)

I, the undersigned, Murdoch John Anderson, Salvage Officer, of United Salvage Pty. Ltd., Melbourne, Australia, hereby certify that, for and on behalf of The London Salvage Association and Underwriters, I have this day surveyed the Motor Vessel “Beaverbank” of Belfast, Official No. 185536, in consequence of her having stranded at English Harbor, Fanning Island, and having been subsequently re-floated.

From the survey I have been able to make, I believe that the said vessel can proceed to sea, and is fit to carry dry and perishable cargo.

Signed: Murdoch J. Anderson

Dated at Fanning Island this 29^th day of July 1959

Enclosure (12) Part 2 of 2

All Communications to be addressed to the Company. Cable address, Bankline,

London

THE BANK LINE LIMITED

Registered Office, 102, Hope Street, Glasgow

_______________________

COPY. M/V “BEAVERBANK”

LONDON OFFICE

21, Bury Street DOCK

London, E. C. 3.

PORT Fanning Island

No.__________________ 29^th July 1959

The Master

S/S “Fort Beauharnois”,

Fanning Island.

Dear Sir,

As from 0700 (7.0 am) today the M/V “Beaverbank” is in no further need of assistance and can proceed independently.

Thanking you for your services rendered us,

Yours faithfully,

R.A. Lorains

Master.

M/V “Beaverbank”

Acknowledged Receipt,

Master.

S/S “Fort Beauharnois”.

Enclosure (13) ship diagram - to be scanned

Enclosure (14) map - to be scanned

Enclosure (15) Part 1 of 4 anchor diagram - to be scanned

Enclosure (15) Part 2 of 4

Description of restraint gear indicated in Part 1 which was planted prior to the arrival of the CURRENT.

1. A 3 1/2 ton anchor to 200 fathoms of 1 1/4 inch wire.

2. The BEAVERBANK port bower anchor hauled out to 45 fathoms of her anchor chain.

3. A 3 1/2 ton anchor to 1 inch wire. (This gear parted prior to arrival of CURRENT)

4. A 3 1/2 ton anchor to 45 feet of 1 1/2 inch chain to 100 fathoms of 1 1/2 inch wire

5. A 2600 pound anchor to 8 inch manila hawser

6. A 2 ton anchor to 45 feet of 2 1/2 inch chain to 200 fathoms of 1 inch wire

7. A 3 1/2 ton anchor to 45 feet chain and 90 fathoms of 1-5/8 inch wire

NOTE: The deck purchases were made up of the deck winch lift gear from the FORT BEAUHARNOIS

Enclosure (15) Part 3 of 4 Anchor diagram - to be scanned

Enclosure (15) Part 4 of 4

Description of restraint gear indicated in Part 3 which was effective for the final successful pull.

1. A 3 1/2 ton anchor to 200 fathoms of 1 1/4 inch wire.

2. Ells anchor to 2 - 600 ft. lengths of 1-5/8 inch wire.

3. Rigged the same as number 2.

4. A 2 ton patent type anchor with an old fashioned anchor in tandem, 50’ of 1 1/4 inch chain between. Both anchors attached to 2 - 600 ft. lengths of CURRENT 1-5/8 inch beach gear wire.

5. The BEAVERBANK port bower anchor relocated our to 100 fathoms of her anchor chain.

6. Ells anchor to 2 - 600 ft. lengths of 1-5/8 inch wire.

7. Ells anchor to one 600 ft. length and on 300 ft. length of 1-5/8 inch wire.

8. Rigged same as 7.

9. Rigged same as 2 and 3.

10. A 3-1/2 ton anchor to 45 ft. chain and 90 fathoms of 1-5/8 inch wire.

NOTE: Six (6) beach gear deck purchases from CURRENT were placed on BEAVERBANK providing purchases to all anchor haul-in wires except number 1.

Enclosure (16)

MATERIAL EXPENDED ON  SALVAGE OPERATION  M/V BEAVERBANK

Item  Stock Number  Description  Unit  Quantity  Unit Price  Total Cost

1.  S6-A-1582-500 Anchor, Ells                                   Ea 3 @ $770.00 = $2,310.00

2.  G4010-285-5361 Chain, 2 1/4 inch So (15 Fathoms)          1 @ 542.00 = 542.00

3.  G4010-286-7709 Wire rope, 1 5/8” Galv. HGPS       6000 Ft. @ .92 = 5,520.00

4.  G4010-286-7709 Wire rope, 5/8”  Galv. HGPS         1800 Ft. @ .92 = 1,656.00

5.  G4010-286-7694 Wire rope, 5/8”   HGPS                  7200 Ft. @ .21 = 1,512.00

6.  G2050-574-7963 Balloons, float                                    Ea 48 @ 14.10 = 676.80

7.  G4030-233-9580 Clips, wire rope 1 5/8”                           Ea 28 @ 2.00 = 56.00

8.  G4030-243-4447 Clips, wire rope 1 1/2”                           Ea 17 @ 1.70 = 28.90

9.  G4030-243-4446 Clips, wire rope 1 1/4”                           Ea 35 @ 1.00 = 35.00

10.  G4030-243-4441 Clips, wire rope 5/8”                                Ea 21 @ .40 = 8.40

11.  G4020-184-9803 Rope, fiber, manila 6”  Coil                  4 @ 164.00 = 656.00

12.  G4020-184-9805 Rope, fiber, manila 5”  Coil                  2 @ 214.00 = 428.00

13.  G4020-184-9807 Rope, fiber, manila 4”  Coil                  4 @ 152.00 = 608.00

14.  G4020-231-9010 Rope, fiber, manila 2”  Coil                    3 @ 57.00 = 171.00

15.  G4020-231-9008 Rope, fiber, manila Thread Coil             3 @ 34.00 = 102.00

16.  G4020-231-9007 Rope, fiber, manila Thread Coil               3 @ 23.50 = 70.50

17.  G4020-231-9004 Rope, fiber, manila  Thread Coil               2 @20.50 = 41.00

18.  G4030-372-6231 Shackles, plate, large                        Ea 5 @ 35.00 = 175.00

19.  G4030-372-6232 Shackles, plate, small                      Ea 14 @ 28.50 = 399.00

20.  G4030-169-9998 Shackles, connecting screw pin             Ea 8 @ 4.00 = 32.00

21.  G4030-290-1388 Shackles, connecting                            Ea 12 @ 1.20 = 14.40

22.  G4030-377-5677 Bridles, carpenter stopper  1 5/8"  Ea 4 @ 458.00 = 1,832.00

23.  Z1095-158-4219 Shot line and spindle                           Ea 20 @ 6.20 = 124.00

24.  G4030-266-0078 Thimbles, wire rope,  1 5/8"                 Ea 30 @ 2.70 = 81.00

25.  G7240-222-3088 Cans, gasoline 5 Gal.                               Ea 5 @ 2.70 =15.50

26.  G5120-224-1390 Bars, crow, 60 Inch                                   Ea 2 @ 3.10 = 6.20

27.  G5120-251-4489 Hammer, sledge,  10 Pound                     Ea 2 @ 3.40 = 6.80

28.  G7240-177-6154 Nozzles, gasoline can,  16 Inch                Ea 2 @ 1.25 = 2.50

                                                                                                                      _______

                                                                                               TOTAL      $ 17,110.00

Enclosure (17)

The following items of diesel fuel, lubricating oil and gasoline were used incidental to the salvage operations conducted on the M/V BEAVERBANK by the USS CURRENT during the period of 11 July through 2 august 1959:

ITEM TOTAL AMOUNT COST PER UNIT TOTAL COST

EXPENDED OF ISSUE

____________________________________________________________________________

Diesel Fuel    39,410 gals.                       @ $3.78 bbl. =  $3545.64

Lube Oil 1,330 gals.                                 @ .33 gal.     =      438.90

Gasoline 240 gals.                                    @ .11 gal.     =        26.40

                                                                                           ________

                                            TOTAL COST                       $4,010.94

Enclosure (18)

The following is a statement of the cost of subsistence and pay of the Officers and crew members attached to the USS CURRENT for the period of the salvage operations on the M/V BEAVERBANK during the period of 11 July through 2 August 1959:

    Subsistence:       $2,262,23

    Pay:                    13,086.79

                               ________

         Total:          $15,349.02

Enclosure (19)

              WED 15 0044 1.3    WED 22 0205 0.5   0714 0.2  0724 1.4  1246 0.5  1445 2.4  2143 0.9   1940 2.4                                                             

              THU 16      0158 1.2 

              THU 23 0239 0.5  0805 0.2  0817 1.4

              0805 0.2

              0817  1.4

1536 2.6 1334 0.7

2241 0.7 2105 2.2

FRI 17 0305 1.2 FRI 24 0315 0.5

0854 0.1 0916 1.5

1621 2.7 1427 0.9

2329 0.6 2050 2.0

SAT 18 0404 1.2 SAT 25 0352 0.5

0943 0.1 1020 1.6

1704 2.8 1536 1.1

2127 1.7

SUN 19 0012 0.5

0458 1.2 SUN 26 0432 0.5

1029 0.2 1133 1.7

1746 2.8 1709 1.2

2208 1.5

MON 20 0051 0.5

0548 1.2 MON 27 0515 0.6

1114 0.2 1243 1.8

1825 2.7 1902 1.2

2303 1.4

TUE 21 0129 0.5

0636 1.3 TUE 28 0602 0.5

1159 0.4 1343 2.0

1903 2.6 2040 1.1

NOTE: These figures were taken from "Tide Tables for Central Pacific Ocean and Indian Ocean"; however, by observation, slack water occurred approximately 50 minutes later than above listed times.

Enclosure (20)

1. Forecastle head, starboard side. Three forward roller fairleads strained. Paint cracked on seating. Rollers working.

2. Forecastle head, starboard side. Holes burned in 5 stiffening brackets to roller fairleads to take wires to lead  blocks for ground tackle.

3. Forecastle head. No. 1 port derrick crutch stanchion to straighten.

4. Timber deck sheathing on weather deck scored throughout. Not heavily.

5. Port weather deck alleyway. Cargo oil discharge pipe to after deep tanks dented.

6. Forecastle head. Windlass subjected to heavy strain in hauling ground tackle at times. No visual or apparent damage.

7. Poop. Warping winch subjected to heavy strain at times. Has burnt out on one occasion, but has been repaired on board. May need checking and testing.

8. Poop. After port quarter panama lead carried away. Panama lead seating fractured at waterway. Three roller fairleads strained, and seating fractured at waterway. Rails from aft to docking bridge port side carried away. Docking bridge stanchions and scupper pipes from docking bridge carried away. (Port Quarter). Oil fuel pipeline from docking bridge to crew’s galley stove carried away.

9. Boat deck. Electric cable conduit to samson post lights on both port and starboard after boat deck samson posts crushed flat. Caused by strops for ground tackle purchase blocks.

10. Boat deck. Floodlight port side under bridge washed over side by seas whilst aground.

11. Underwater. Divers report states that starboard shell plating port side in vicinity No’s 4 and/or 5 D.B. reveals large shallow indentation in area of garboard strake.

12. Underwater. Divers report states that starboard bilge keel is bent downward at a distance of approx. 50 feet from its forward end.

Divers inspection was carried out under difficult swell conditions which prevented a detailed inspection.

The foregoing is visual damage only and does not take into account any latent damage which may have been caused by stranding and is not apparent at this time.

27 July, 1959

Enclosure (21)

Damage sustained by the USS CURRENT and/or her equipment resulting directly from the salvage operations on the M/V BEAVERBANK during the period of 11 July through 2 August 1959:

a. 30’ Salvage motor work boat

  (1) Bent bow ramp door

  (2) Bow ramp door fenders broken off

  (3) Coxswain towing fairlead post broken off

b. Splice for main 2” towing hawser badly strained and needs renewal.

c. Splices for the 1-5/8 inch beach gear wire used in the salvage operations. (Total 36 splices)