Pearl Harbor NSY Command History, 1872-1958 by Pearl Harbor Naval Shipyard & IMF

-'~

..,jf'

COMMANDHISTORY

PEARL HARBORNAVAL SHIPYARD

Compiled by: Management Engineering Division Management Planning and Review Department July 1959

ENCLOSURES:

( 1) Number of Employees at the Navy Yard Pearl Harbor (Later the Pearl Harbor Naval Shipyard) at the End of December, Years 1924-1958 (2) Commandants of the Naval Station (3) Commandants, Fourteenth 1916-1941

Hawaii, 1899-1916

Naval District

and Navy Yard Pearl Harbor,

( 4) Managers, Navy Yard Pearl Harbor, 1921-1945 (5) Commandants, Navy Yard Pearl Harbor, 1941-1945 (6) Commanders, Pearl Harbor Naval Shipyard, (7) Historical

1945-1958

Items on Display

(8) Brief Biography, Rear Admiral Ernest C. Holtzworth,

USN

NARRATIVE SUMMARY

What is today the Pearl Harbor Naval Shipyard is the outgrowth of many years of :Peacetime development, plus the impetus of two world wars, principally World War II. The Pearl Harbor Naval Shipyard of today did not achieve independent status until 12 December 1941. The present Pearl Harbor Naval Shipyard under a Shipyard Commandercame into being on 1 December 1945 as a result of a general reorganization of the industrial facilities of the Bureau of Ships and the attempt to se:P8rate, insofar as possible, military from industrial capabilities. The history of the industrial facilities that now make up the Pearl Harbor Naval Shipyard is inextricably bound up in the development of the original Naval Station Honolulu (later known as the Naval Station Hawaii) and the Fourteenth Naval District. Ship repair facilities were originally under the Commanderof the Naval Station. Later, when the Fourteenth Naval District officially came into being, the Commandanthad the title of "Commandant, Fourteenth Naval District and Navy Yard Pearl Harbor." Although an attempt will be made in this commandhistory to separate the industrial development of the Pearl Harbor Naval Shipyard from that of the old Naval Station and the Fourteenth Naval District, it is recognized that some data now available in other sources will of necessity be repeated. HISTORICAL

NOTES

On 24 June 1872 Major General J. M. Schofield and Lieutenant Colonel B. S. Alexander received confidential instructions from the Secretary of War to visit Honolulu and inspect the defensive capabilities of Oahu. Their report was submitted on 8 May 1873 and recommended that the United States obtain a cession of Pearl Harbor from the Hawaiian Government, together with its shore for four or five miles back and ~uggested that this land might be deeded free of cost to the United States in return for allowing Hawaiian sugar to enter the United States duty free. It was not until a convention with King Kalakaua was concluded on 6 December 1884 and later proclaimed on 9 November 1887, however, that rights to Pearl Harbor were obtained. The following is quoted from this convention: "His Majesty grants to the United States the exclusive right to enter the harbor of Pearl River and to establish a coaling and repair station for the use of vessels of the United States and to that end the United states may improve the entrance to said harbor and do all other things needful to the purpose aforesaid." The British Government protested this convention and, although the convention still stood, no action appears to have been taken by the Government of the United States to develop Pearl Harbor until after annexation in 1898. Industrial facilities in Hawaii under the Commandantof the Naval Station Hawaii, and located principally at Honolulu, were commencedunder the first Commandantof the Naval Station Honolulu, Rear Admiral J. F. Merry.

The Appropriation Act approved 30 June 1902 provided

$150,000

3 March 1901 for the fiscal year ending to the Secretary of the Navy to enable

him to acquire land for a naval station and barbor and channel defense at Pearl Harbor. The Bureau of Equipment made an effort to obtain prices and options on the land recommended for naval use at Pearl Harbor but without success. The owners refusing to name what was considered to be a reasonable price, the Acting Commandant of the Naval Station Hawaii was directed to institute condemnation proceedings in June 1901 for about 800 acres of land in and about Pearl Harbor

necessary for a naval station. The condenmation. proceedings were commenced on 6 July 1901 under the Hawaiian Law of Eminent Domain. This date of ? July 1901 is consideredas the date of acquisition by the Government. The land occupied by the Pearl Harbor Naval Shipyard was included in the land acquired under this suit.

In 1902 the bar at the entrance to Pearl Harbor was dredged under the supervision of the War Department and in 1903 the Bureau of Equipment recommendedthe acquisitionof the southerntip of WaipioPeninsula as part of the land necessary for harbor and channel defense. The Act of 13 May 1908 authorized dredging an entrance Pearl Harbor and $l!.oo,ooo was made available for this year. This Act called for dredging a channel from the sea of sufficient depth and width to admit the largest

channel to purpose the first harbor to the ships. This

Act of 13 May 1908 also authorized the Navy Yard Pearl Harbor and the date is considered as the Shipyard's official birthday. This same Act made available $300,000 for machine shops, $300,000 for store houses

and $100,000 for immediate Yard development.

In furtherance, a board ordered to meet in July 1908 to report upon plans for Pearl Harbor. On 3 July 1908 the Chief Constructor of the Navy, W. L. Capps, arrived

was

to inspect the site of the Pearl Harbor Navy Yard. He recommended that no provision be made for shipbuilding as it could be done more advantageously on the M3.inland and that docks, machine shops and other facilities be determined strictly with reference a ship repair and outfitting yard.

to the necessities

The Act of 13 May 1908 also provided for the construction of a drydock at Pearl Harbor; with a limitof costof $2,000,000.The Secretary stated that this would build a dock only about 850 feet long and

that sufficient money ($3,500,000) be authorized to increase the length to 1,1l!.0 feet. It was his plan to divide this dock athwartshipsso that it would not only take the largestbattleship which might be built, but to arrange it so that a part, about half, recommended

could be filled and discharged independently of the rest of the dock. The Bureau of Yards and Docks then prepared plans for such a dock, 1191 feet in length, on which the lowest formal bid was $2,l!.22,900. Congress refused to obligatethis sum. New bids were asked for on a smaller dock with the same features, and the San Francisco Bridge Company was awarded the contract for a 620-foot dock for $1,760,000 exclusive of piles, if such were found necessary,and such accessories as caisson,pump house, etc. The contract was let on 17 June 1909 and

work commenced21 September 1909. The Secretary reported the dock was due for completion 22 November 1912.

in 1910 that

The Chief of the Bureau of Yards and Docks, in his annual report for 1909 recommended that Congress be again requested to increase the length of the Pearl Harbor drydock to take a ship 800 feet long abandoning the feature of the middle caisson to divide the dock into two parts. The Chief of. the Bureau of Yards and Docks further remarked that with the present contract, if piling were found necessary, the dock, to come wi thin the appropriation, would have to be shortened to less than 600 feet, and would then not take the new contract battle-

ships,

the ARKANSASand WYOMING.

The length of the drydock was finally cut to 589 feet, probably due to the piling found necessary. Then the Act of 24 June 1910 increased its limit of cost to $2i700,000. This allowed the plan to be altered to call for a dock 791'2 feet long and 110 feet wide. The Act of 22 August 1912 further increased the limit of cost to $3,486,500 and the plan was still further altered to call for a dock 1,008 feet long. The final contract price of the drydock, arrived at by a supplemental agreement, was $3,178,621.61. This agreement was of course made prior to the drydock's destruction. On 17 February 1913 the dock was wrecked by underground pressure. The dock had been pumped out and a report telephoned to the Commandant in Honolulu that it was satisfactory, when the bottom hove up, broke in pieces and pulled out the piling over which the bottom cement had been poured. The Secretary of the Navy, Josephus Daniels, called it "the naval disaster of the year." No work was done on this dock for the remainder of the calendar year 1913, pending investigation and final decision. The Navy Department employed Mr. Alfred Noble, a civil engineer of international reputation, to investigate the disaster and make recommendations. In his 1914 annual report, the Secretary said: "the enormity even of this innneasurable difficulty was not fully realized at first." Congress granted an additional million and a half to complete the dock, and finally, after apparently irreconcilable differences had been adjusted, an agreement was reached with the contractors and work resumed toward the end of November 1914. This the and time

supplemental agreement added $1,261,350 to the contract price dock, provided for a radically different system of construction, raised the total obligation for the drydock to $4,442,115.43. limit was extended to 30 June 1918.

of The

The drydock was completed in August 1919, 1,002 feet long, 138 feet wide at coping, and 32~ feet effective depth. On 21 August 1919, Mrs. Josephus Daniels pressed a button and water flowed into the new drydock.

In 1909 the Joint Board recommended that our main Naval Base in the Pacific

be at Pearl

Harbor.

The Act of 4 March 1911 authorized two floating cranes of 150 tons capacity each, one for Boston and one for Pearl Harbor, limit of cost being $660,000 for the two. Bids were opened on 3 June 1911 and the contract for the Pearl Harbor crane was awarded to the Wellman Seaver Morgan Companyof Cleveland, Ohio, for $334,522. The Boston crane cost only about $300,000. The pontoon of the Pearl Harbor crane was towed from thelvRinland to the Navy dock at Honolulu, where the contractor erected and prepared it for the Navy. After acceptance by the Navy, the foreman in charge of the assembly of the crane was hired by the Navy to run it. Qn 16 December 1911, the channel having been practically completed, the USS CALIFORNIA entered Pearl Harbor and anchored off the Navy Yard.. As she was the first large vessel to pass through the dredged channel, her trip was made a gala occasion, and many local dignitaries took passage. Exclusive of the drydock and channel, the following estimates for the fiscal year 1912 were submitted by the Bureau of Yards and Docks: Administration Building Power Plant Six Officers' Quarters Fresh Water System Foundry Forge Shop Shipfi tting and Sheetmetal Shop Copper Pipe and Plumber Shop Woodworking Shop Boiler Shop Waterfront Development Toward the Establishment of a Naval Hospital The Appropriation submitted, except

Act for 1912 authorized as follows:

all

50,000 250,000 69,000 23,000 75,000 50,000 60,000 50,000 70,000 70,000 100,000 75,000

the above items as

a. Combined Shipfitters, Sheetmetal and Boiler Shop $120,000 for one shop instead of $130,000 for two shops.

b. Pipe and Plumber Shop $30,000 instead of $50,000. c. This bill also provided that the total cost of the hospital should not exceed $300,000 including surgeons' quarters (not to exceed $21,000), nurses I! quarters (not to exceed $10,000), stables (not to exceed $5,000) and improvement of grounds (not to exceed $15,000). By the end Of the fiscal year 1912, the following completed at Pearl Harbor:

work had been

A 35-foot channel from the station

Six shop buildings

Power plant building

erected

to the sea; over

and ready to receive

4 miles.

machinery.

almost completed.

d. Storehouse, Administration Building, Marine barracks quarters, and six sets Navy Yard quarters Under contract.

e. Mains, conduits, roads, coaling station, development, actively underway.

and

and general yard

f. Plans being prepared for the hospital, lumber storehouse, paint and rigging loft, pattern Shop, other storehouses and latrine. The Bureau of Yards and Docks then submitted the following for entirely new work for the fiscal year 1913: Street ~ving Power Distribution Metal and Lumber Storehouse Paint and Rigging Loft Pattern Shop Storehouses Latrines Railroad Equipment

estimates

$25,000 75,000 25,000 25,000 60,000 100,000 10,000 45,000

The above estimates were appropriated by Congress without change. They do not include estimates for carrying on work already authorized, such as channel, drydock, floating crane, etc. The total appropriation for all Bureaus for Pearl Harbor for :"the fiscal year 1913 was $1,894,500 exclusive of upkeep. This includes the bulk of the authorizations for new construction in founding the naval operating base at Pearl Harbor. On 30 June 1913 the following

work at Pearl Harbor had been completed:

a. Six shop buildings, central house, and administration building.

Marine barracks

One hundred and fifty

and three

power plant,

large general

sets Marine officers.

(150) ton floating

quarters.

crane.

d. Work in progress under contract.

on six sets Navy Yard quarters,

e. Work in progress concrete wharf.

at Kuahua Island

and two more

on five magazines and

f. Work in progress on coaling station, ultimate capacity 200,000 tons, and fuel oil tanks, ultimate capacity 33,000 tons (5 tanks); also one 90,000 gallon gasoline tank. 5

store-

On 4 August1913the Commandantof the Naval Station and administrative personnel moved from the Old Naval Station to Pearl Harbor, the following buildings having been completed:

$ 52,585.32 87,865.56 179,689.70 13,880.00 79,699.00

Administration Building Eight Navy Yard Quarters Marine Barracks and Quarters Two Gunners' Quarters Five Magazine Buildings

The 15째-ton floating crane was completed in the fiscal year 1914, cost $334,522. The high power radio station at Pearl Harbor was also authorized in this fiscal year.'

The Appropriation Act for 1913-1914provided $200,000for improvement of the construction plant, and $300,000 for improvement of the engineering plant, being the first at Pearl Harbor.

money thus made available

for these Bureaus

The following work had been completed by the end of the fiscal :year 1916: Five industrial buildings, foundations for radio towers, Moanalua water system, ice-making and cold storage plant, temporary submarine base at Kuahua Island. During this fiscal year 1916 also the first section of the drydock was sunk into place, and the second of the necessary sixteen sections was made ready. The Chief. of the Bureau of Yards and Docks, F. R~ Harris, reported that progress was fully up to expectations. The Secretary's annual report for 1916 gave total investment figures for all shore stations, 35. The 10 highest are shown below: Founded New York Mare Island Norfolk Boston Washington Philadelphia Annapolis Portsmouth, New Hampshire Puget Sound HAWAII

1801 1854 1800 1800 1800 1868 1845 1800 1891 1899

Invested $30,807,907 21,108,155 19,931,566 16,540,694 15,670,359 13,844,659 11,950,890 11,337,338 10,645,931 10,209,755

On 30 June 1917 the drydock was 8~ completed, work having without interruption throughout the fiscal year.

proceeded

Plans were made in the fiscal year 1918 for a marine railway with a capacity of 2,000 tons costing$200,000. It was placed under

construction the next fiscal year (From SECNAV annual r.eport for 1918 and 1919). (The Construction Officer, Lieutenant Commander, J. L. McGuigan (CC), USN, on 17 }.Brch 1928 stated that 1300 tons is all he has ever put on it, and that 1300 tons is as much as he would

to put on it.) 6

care

In August 1919 the USS NEWYORKarrived in Pearl Harbor with Secretary Josephus Daniels, Chief of Bureau of Yards & Docks C. W. Parks, Rea.r Admiral J. S. McKean, and CommanderJ. G. Hilton (SC), as passengers. With the exception of the Secretary, these officers formed a "Special Board of Inspection of Naval Bases, etc., on the Pacific Coast." This board recommended, on 20 October 1919, that a

first-class

naval base, capable of taking care of the entire

U. S.

Fleet in time of war, should be immediately developed at Pearl Harbor, as a strategic necessity. Looking toward this end, the board made the following detailed recommendations:

Complete 1010' Wharf and lengthen 800 feet

Building

360' extension

$ 832,000

1000' pier south of drydock to ~chine

800,000

Shop

200,000

d. Extension to foundry e.

64,000

Build fleet supply storehouses of capacity replenishment of all ships of the Fleet

one 5,020,800

Extension to steel storage

250,000

g. Extension to power plant h. i.

235,000

Dredge and straighten entrance channel to 40', width 600', no curves less than 1000 yards radius

Dredge 1000' channel around Ford Island to

depth 40' and anchorage area north and west of Ford Island for 8 capital ships

Improve oil-handling

k. Continue fuel-oil 1.

tank storage

Necessary

Acquire fish ponds in vicinity of Kuahua Island and fill them in, connecting island with mainland

quay walls

for

tankers

3,112,500 35,000

facilities

Build another drydock similar to present but with minimum of 45' over the sill

3,187,500

2,000,000

one, 7,500,000 720,000

148,000

Acquire land for fuel oil storage and for removing O.R.&L from station waterfront.

p. Develop the whole of the waterfront

of Pearl Harbor and Ford Island and encourage national and territorial governments in development of Honolulu harbor. 7

The first docking

in the new drydock

took place

The Bureau of Yards and Docks, in its estimate 1922 asked for the following for Pearl Harbor:

1 October

for the Tiscal year

Waterfront development Machine Shop Shipfi tters Shop Storage facilities Other extensions Mine storage Other magazine extensions Submarine base extension

Development

progress

1919.

500,000 400,000 150,000 400,000 496,000 196,000 152,000 200,000 $2,494,000

in 1922:

2500 ton marine railway

finished.

b. Completed concrete building, with facilities for charging submarine batteries, at Submarine Base. c.

Completed

most

of Ford

Island construction.

d. Completed emergency erection of three timber frame buildings, by station labor, which were necessary because of the decommissioning of ships at Pearl Harbor.

Bids asked for connecting

Plans prePared

Development

the drydock

for additional

of waterfront

piers

at Merry

with

1010 Wharf.

at Submarine Point

Base.

commenced

Pan-

American P & T Company. h.

Substation

lfL"I!ras built by:,Yardlabor:.

New construction in 1923: Foundry, barracks, supply offices, 9th Division barracks. Development

progress

in 1923 was:

Let contract for

to $749,160. b.

and disbursing

quay wall and piers

at Pearl Harbor amounting

On 31 January 1923, a board for "Development of Navy Yard Plans"

was ordered.

This board

of:

consisted

Captain A. L. Willard Comdr. A. P. Fairfield

Captain F. L. Pinney Comdr. C. W. Fisher Comdr. H. D. Mel

Aide for Na~v,y. Yards Bureau of Navigation Bureau of Engineering Operations Operations Medicine & Surgery Medicine & Surgery Bureau of Ordnance Bureau of Construction Supplies & Accounts

(For Captain G. C. SChafer) Major Bennet Puryear Captain G. A. McKay Lieut.Comdr. M. A. Mitscher

Marine Corps Yards & Docks Bureau of Aeronautics

Captain Comdr. Captain Captain Comdr.

J. T.

Tompkins

R. M. Griswold E. C. Kalbfus A. W. Dunbar C. W. Smith

c. On 11 June 1923 the above board recommended extensive dredging and channel improvements in Oahu to create a naval base. The cost of this and other projects on Oahu they estimated to cost $42,528,200 which cost they recommended should be spread over 15 years, commencing with the fiscal year 1925. Quay walls and pier at First Street completed made for extension of First Street pier.

in 1925, and plans were

In 1927 extension of the First Street pier was underway

tQ be 80 ft.

wide, 248 ft. long, reinforced concrete dock supported and braced composite piles of wood and precast reinforced concrete. Development a,.

progress

in 1928 was as follows:

Improvements

made by Yard labor:

(1)

'\-las 'repatred.

Av.enue~

(2) Ballast (3) Marine (4) Addition

tanks, drydock railway to

Improvements

plant

was

of diesel

made under

(1) The extension

caisson

painted.

gas

(5) Construction commenced.

oil purification

plant was

contract:

to First

(2) Concrete chimneys plant and Submarine Base.

completed.

Street pier was completed.

were constructed

at the Navy Yard power

(3) Dredging of the harbor and channel by the United, Dredging Company and the Hawaiian Dredging Company continued throughout the year.

( 4) Four of the shop buildings

at the Navy Yard were painted.

(5) Fuel oil tanks at Navy Yard and water tank a1; Air Station were painted. Development progress

in 1929 was as follows:

Improvements made by Yard labor: (1) Timber fenders (2) Additional

for drydock pump-well.

D.C. feeders,

Substation

~l.

(3) Improvements to north road. (4) Improvements to railroad

tracks.

(5) Radio towers painted. (6) Gasoline steam shovel purchased. (7) Diesel oil purification

plant completed.

Improvements made under contract:

(1) A large number of buildings in Yard, fuel oil tanks, 150-ton floating crane and buildings at Old Naval Station Honolulu were painted. (2) Dredging of harbor and channel was completed by United Dredging Companyon 11 July, Hawaiian Dredging Companyon 25 November 1929. Development progress

in 1930 was as follows:

Improvements made by Yard labor: (1) Repairs to fuel and oil line to Pump House #77. (2) Railroad

ties

at coaling plant were replaced.

(3) Repairs to heating plant

to 1010 Wharf.

(4) Repairs to pier in Honolulu. (5) Constructed

new barge for pile driver.

(6) Two hundred ton hammerhead crane was handled and stored. (7) A new pistol at the rifle range.

range and toilet

facilities

were installed

b. Improvementsmade under contract: (1) Waterfront improvements were commenced on pier and quay wall at Navy Yard and pier extension and quay wall extension at Submarine Base. The Depression kept operations at Pearl Harbor to a minimum, but enough money was appropriated to expand moderately for such projects as waterfront development, harbor and channel improvements, fire protection system improvement, and erection of warehouses. The national government's "make work" program during this period resulted in the Repair Basin being started. On 1 November 1932 the Fourteenth Naval District was placed under the commandof the Commander-in-Chief, U. S. Fleet. The Commandantwas designated the responsible representative of the Navy for dealing with his district, with agencies of other federal departments, with the local populace and civil authorities, with bus iness and shipping interests, with the press, and in connection with visits by persons, vessels, or aircraft of foreign nationality. In 1936 dredging operations expanded, barracks construction started, and the Navy Yard's water supply system improved. About 2,000,000 cubic yards of, the harbor's bottom were dredged out during 1937, and work began on the concrete moorings alongside Ford Island that later came to be known as "Battleship Row." During this same year the massive radio towers at the Navy Yard were dismantleq and moved to a new location so the Yard would have room for expansion. During the period from 1930 through 1938, a senior CECofficer had the dual responsibility of being Public Works Officer of the Fourteenth Naval District and the Navy Yard. In his capacity as Public Works Officer of the Navy Yard, he was assistant to the Industrial Manager of the Yard and would have complete control over2all activities, including personnel assigned to his divisions. From 1939 on, the Public Works Officer assumed his triplicate function of Officer-in~Charge of all construction, and as a result became directly responsible to the Chief of the Bureau of Yards and Docks in this capacity. In 1940 things really began to pick up in the Navy Yard. The Navy Department was advertising throughout the Mainland for workers to work at this Navy Yard, and thousands seized the opportunity for travel and a home in tropical Hawaii. More than 4,000 workers arrived before July 1941.

Amongthe items approved by Congress in 1941 were two more drydocks, a new power plant, and over $1,000,000 worth of dredging and mooring facilities. Work began on underground storage facilities, housing for the newly recruited workers, and on hospital facilities. On 7 December 1941 starting at 0755 and ending a few hours later, the Japanese Navy with a task force of 33 ships, including 6 aircraft carriers with a total of 353 planes, launched its attack about 200 miles north of Oahu. The attack was carried out with perfect surprise and complete tactical success. This attack sank or damaged 18 of the 96 u. S. warships present in the harbor, and killed over 3,000 men. When the attack was over, the Navy Yard forces began picking up the pieces, with the attack's horrible results before their eyes. The

USS OKALAHOMA was overturned, and 1,102 bodies were encased forever in the sunken USSARIZONA. Many other ships were involved in this catastrophe; among them are the USS UTAH,USBCALIFORNIA,and USS WEST

VIRGINIA.

Rear Admiral W. R. Furlong was Commandantof the Navy Yard Pearl Harbor from 12 December 1941 through 1 December 1945. During this period the most pressing work to be done was the repair of as many ships as possible for the use of the U. B. Navy. Pearl Harbor became the center for defense and offense in the Pacific. The facilities of the Navy Yard went on a 24-hour basis, in blackouts and uncertainty. Horribly battered ships with dead men aboard came to the Yard from forward areas for major battle repai:t's. Men worked long, hard hours, with little sleep and little recreation. Battleships came up from the bottom of Pearl Harbor; new warships :from the Mainland shipyards came in for supplies and ammunition; repair records were broken as the work of keeping the Fleet "fit to fightll went into high gear. Civilian workers from the Mainland came by the thousands to Pearl Harbor during this period, and the Navy Yard grew to mammoth proportions both in personnel and in additional work, storage and housing facilities. One of the world's largest drydocks (Drydock No.4) was started; buildings mushroomed; new docks and berths were constructed; annexes were added to the Administration Building; barracks and temporary housing facilities filled every available piece of land around Pearl Harbor. The cities of Navy Housing Areas 1 and 2 and Civilian Housing Area 3 were built up, and by June 1943 employment at the Navy Yard had hit the 24,000 mark. The housing facilities for civilian workers were to be operated and managed by the Navy Yard for the benefit of both the Navy Yard and the Fourteenth Naval District. With the great influx of workers in 1942 and 1943, the Commandant of the Navy Yard felt that the only way to conserve housing for his civilian workers in the face '.ofa.il increase in the number of District civilian workers was to arbitrarily limit the number of accommodations for the civilian workers.

With the end of World War II, Pearl Harbor's pace slowed as workload declined. In December 1945 the official title of the Navy Yard Pearl Harbor was changed to Pearl Harbor Naval Shipyard. In February 1946 time clocks were installed in the Shipyard Administration Building for the first time to be used by employees working in the Administration Building. IBMtimecards were then used to record actual working hours during the day. In April 1946 Rear Admiral C. O. !Cell, Shipyard Commanderannounced a major reduction in Shipyard working force commencing 1 June 1946 because of the drastic reduction in the Federal budget for the fiscal year 1947, particularly that part affecting the Navy, and also because of anticipated reduction in workload. It was anticipated that the Shipyard's employment of 11,000 was expected to be reduced to 4,500 by 1 October 1~46. On 25 June 1946 Captain Louis Dreller officially succeeded Rear Admiral C. O. Kell as Commanderof the Pearl Harbor Naval Shipyard. Shortly therea.fter the new Shipyard Commanderwas promoted to Rear Admiral. The Shipyard Log, a Shipyard newspaper for employees, made its initial appearance on 16 January 1947 with William T. Snyder as editor and Earle E. Tennyson, assistant editor. One of the major developments in 1947, both from a safety and an efficiency angle, was the new method of loading hoppers for the supply of sand. The old method necessitated climbing onto the rig to dump the sand in hopper, while the new setup provides for putting the. former hopperfiller directly on top of the machine in place of the hopper. One of the most intricate and important jobs ever attempted by this Shipyard was undertaken in May 1947 to repair the damaged crankshaft of the USS KIRSTEN,without removing the part from the ship. Involved in the mechanics of the project were the machinists of Shop 38, the welders of Shop 11/26, and the welding engineers of the Shop Division. The job entailed the building-up and precision grinding of a crankpin on a large 35-foot crankshaft. Total success of this unique undertaking was in the utilization of proper means to mount the spray gun in order to build up the crankpin. In July 1947 the Bureau of Ships assigned the task of conducting a $10,000 research best method of securing radiographically Specifically, the project was an attempt making castings which will not leak when Shop 81/94 was assigned the responsibility experiments.

Pearl Harbor Naval Shipyard project to determine the s01;JIldbronze castings. to develop the best method of subjected to hydraulic tests. for conducting the

In September

1947 three congressmen of the Armed Services Committee inspected the Pearl Harbor Naval Base and Naval Shipyard. This Commit1iee was headed by Represen1iative W. S1ierling Cole (R., N.Y.); other congressmen were Representative W. E. Hess (R., Ohio) and Represen1iative F. Edward Herbert (D., La.) There were once three huge water towers standing behind the Administration Building. It was indeed a distinguished landmark of the Shipyard. Work was started in September 1947 to raze or dismantle one of these towers because the tank was no longer in use. Ceremonial

taking

over of several

vessels by the Filipino

Merchant

Marine was completedon 30 December 1947, with a brief program at Baker Dock 25. Hawaii Governor Ingram Stainback, the Philippine Consul, and high-ranking officials of the U. S. Army and Navy took part in the ceremony.

Withmajor emphasis placed on radar and electronic devices, the Electronics Shop was established and charged with the responsibility for maintenance and installation of electrical communications equipment throughout the Island, and with the upkeep of a great deal of navigational aid

equipment.

In March 1948 the first group of Pearl Harbor Naval Shipy~rd apprentices to compete for the new four-year scholorship provided by the Restaurant

Board was given college of admissions

entrance

at the University

examinations of Hawaii.

by Dr. Bruce White, dean

As a result

of this test

and a review by a special scholorship beard, Gordon S. E. Yuen was selectedas the first recipientof this four-year scholorship. This was the first time in the history of the Shipyard that a four-year scholorship was made available to Shipyard\apprentices.

A major development in improving drydocking operation took place in May 1948 when new four-wheel line carts were manufactured by Shop 17 as designedby officersof Production Department, and used for handling the lines necessary in drydockingvessels. Previously, lines were handled in two-wheeled carts which men balanced and pushed along over a difficult terrainpitted with manholes,valve boxes, cable and hose lines, and nearly everythingelse imaginablewhich could make their movement more difficult. The new line carts were made of metal so fabricatedthat lines may easily be paid out or taken up. Most important of all, the carts have four wheels so that balancingwas no longer necessary. In June 1948 when the Army found it necessary to turn to Shipyard for work on one of its ships, the FS 368, Shop 23/27 came through in the usual manner, forging huge shafts in fast time. Two of the big

repair

propeller

shafts were 20 feet long and each weighed

2,400 pounds.

The second "Minu1ie ManII flag to be granted by the Treasury Department in peacetime arrived in Hawaii in June 1948 and was presented to the

employees of the Pearl Harbor Naval Shipyard. Presentation was made by George Waterhouse, President of Bishop National Bank and also Territorial Chairman of the Treasury Department's Savings Bond Campaign. ~ coveted emblem was accepted for the Shipyarders by Rear Admiral Louis Dreller. The old YD-25 floating bridge crane which came to Pearl Harbor in 1913 was declared surplus and sold to Hughes Brothers, Inc., of NewYork because its usefulness was curtailed by modern equipment more efficiently designed to handle Shipyard tasks along the waterfront. With the power to lift 300,000 pounds, and to hoist her loads some 70 feet above the deck of her pontoon, the YD-25 had an exceedingly active life in Pearl Harbor, especially during the war years. To prepare the YD-25 for her Mainland trip, Captain H. N. Anderson, USN, retired, who represented the Hughes Brothers, Inc., came to Pearl Harbor to assume charge of work preparation and of the difficult trip back to New York via the Panama Canal. On 28 July 1948 Rear Admiral Louts Dreller was relieved by Rear Admiral Roy T. O~'J:'eyas(t~rlderof';the, Pear1HarborNaw.1Sntpyard.:Rear Admiral Dreller was transferred to Washington, D. C., to assume new duties as Chief of the Office of Industrial Survey under the Secretary of the Navy. With the safety of the employees of paramount interest to Shipyard management." a new type of "skid box" was designed and manufactured on a mass-production basis, and completed in record time by boilermakers of Shop 41. Loading and unloading materials aboard ships or handling them in the various shops had always been an important part of Shipyard work, and in some cases it had been dangerous: work. The new skid was specifically designed to eliminate the hazards created by the old, wooden types. Built of quarter-inch steel plates with welded reinforcements of channel and angle iron, the new skid: boxes can carry a greater load with safety. One of the largest single waterfront activities took place in July 1948 in the Repair Basin. This was the Inactivation Project. Personnel from several different shops were engaged in repairing and processing all types of craft, including yard tankers, inter-island reefers, tugs, and barges. In winning the National Safety Council's award for the fiscal year ending 30 June 1948, the Pearl Harbor Naval Shipyard reduced its accident frequency rate to a new low of 2.10 m~shaps per million manhours worked. The National Safety Council declared the Pearl Harbor Naval Shipyard to be the safest establishment operated by either Navy, Axmy, or by private industry. The award was made in Washington, D. C., to Rear Admiral R. T. Cowdrey,Sh~wa:rd(;CommaIideJ;, who accepted the plaque for the Shipyard.

major engineering project was undertaken during fiscal year 1949 to improve sanitation in and around Pearl Harbor. Much of the work was done in the vicinity of the DE Docks during the process of extending the sewer pipe from the shore to a point some two hundred feet out in deep water. The prime purpose of this job was to eliminate a sanitation hazard at the sewer opening. This project was undertaken as ,part of a program which poured some $4,000,000 of Navy funds into industrial improvement during the fiscal year.

On 10 November 1948 the civilian dispensary at Building 207 officially went out of business after six years of operation. This dispensary was activated early in 1942. During the peak of World War II, it was staffed by eight doctors, twenty-seven corpsmen and three civilians. With the closing of this civilian dispensary at BUilding 207 a Shipyard Dispensary was established and located in Building 140 at the corner of Seventh Street and Central Avenue. The Shipyard Motor Mail Service was established in the Administrative Department to speed the flow of information between shops and offices, and to provide a dependable messenger service. Prior to this Motor Mail Service, it was necessary for a fellow to waste his shoe leather by running around the Shipyard to deliver his requisitions, and call for his job orders, blueprints, and other correspondence. The last day of February 1949 marked a milestone in the Pearl Harbor Naval Shipyard, and more particularly in Shop 02; for on that day a man who had served the Navy faithfully for over forty years punched his time card for the last time. Eddie Mahaulu, a smallish man with the straightforward countenance of a true native islander, had taken :part in the rise and fall of railroading on Oahu and in Pearl Harbor. He had watched the gradual replacement of the steam engine by the diesel locomotive. Upon his retirement, and at an appropriate ceremony, all his friends gathered to hear Rear Admiral R. T. Cowdrey express the appreciation of the United States Navy for faithful services rendered. The coveted Safety Achievement Award presented annually by the Secretary of the Navy was again won by the Pearl Harbor Naval Shipyard. Presentation of the award (took place in May 1949) was made to Rear Admiral R. T. Cowdrey, Shipyard Commander, by Rear Admiral C. H. McMorris, Commandant of the Fourteenth Naval District, at an impressive ceremony witnessed by key military and civilian :personnel. Admiral Cowdrey, in accepting the award on behalf of the officers and employees of the Shipyard, expressed his pride in the safety achievements of Pearl Harbor. The first quarter of fiscal year 1950 greeted Shipyard employees with reduction-in-force (RIF) notices. In July 1949 Admiral Cowdrey announced that reduction-in-force was necessary because of the shortage

of supporting funds from the various Bureaus; he stated that grants from these Bureaus were not sufficient to carry out previously planned program. The announced RIF limited the Shipyard to a ceiling

of 3,867

employees.

In January 1950 the Assistant Secretary of the Navy, John T. Koehler, and his aide, Commander William M. Huey, Jr., visited the Pearl Harbor Naval Shipyard. Admiral Cowdrey personally conducted a tour to show them the Shipyard's industrial facilities. During January 1950 foundrymen of Shop 81 melted four tons of iron for big valve housings to complete one of the largest casting jobs of many months. Each of the four valve housings was cast in two parts, with three days being required to prepare the molds after the patterns and cores were completed. Although the finished housing weighed about 5,900 pounds, the foundrYmen must melt some 7,000 pounds of iron in order to have sufficient molten iron to do the jOb. During March 1950 new floodlights were installed by Shop 07 to illuminate the drydock and industrial areas. Judicious planning by Public Works engineers increased the efficiency of the completed lighting system by about 40% through the use of available APA material. The new lights were mounted on 22 poles, each 55 feet high with a 6,000 lumen street light mounted 20 feet above the street, and with six floodlights at the top. Three narrow-.beam lights covered the roadway and the area near the pole base; and three more powerful, wide. beam lights throw illumination to the dockside. All of the poles were fed by a 440-volt line, with transformers in each base, which resulted in firm voltage at each pole;and.saved on the excessive cost of large cable. An innovation in the Shipyard then was the addition of a

personnelstage on each pole, repair

enabling

workmen to focus,

relamp,

and

the lights easily.

The Shipyard' s productive workers did a commendable job on repair of the damaged rudder and replacement of the propeller on the Matson Lines freighter, SS HAWAIIAN WHOLESALER. The HAWAIIAN WHOLESALER difficulties began when a stiff wind forced it against the breakwater

in a Maui harbor

late in February

1950.

Propeller

and rudder

were so

and had to be brought back to Oahu behind a tugboat. Matson Lines considered the risk involved in the long tow to the home shipyard in California and elected to have the

badly

damaged

vessel repaired

that the ship was helpless

by Pearl

Harbor Naval Shipyard.

Navy Department

officials in Washington were consulted, and approval was given for Matson to buy government materials and pay for Shipyard labor and facilities. The big C-3 type ship arrived in Pearl Harbor and was

drydockedon 2 March 1950. Damage was appraised, and the Shipyard's productive machinerywas set in motion. Several ships assignedcrews to work on the second shift in order to expedite the HAWAIIAN WHOLESALER repair work. The ship left the drydock on 29 March 1950,

less than four weeks after

coming into Pearl Harbor for repair.

A subsequent freighter

event of interest was the arrival of the Isthmian SS

STEEL

SCIENrIST

in Pearl Harbor

in the first week

April 1950. The SS STEEL SCIENTIST attracted public attention when it burned out a boiler necessitating emergency repairs. Once again it was deemed more economical to have the work done by Pearl Harbor shipworkers rather than risk the long trip back to the West Coast. In April 1950 Rear Admiral Cowdrey announced with confidence that the Shipyard will be able to maintain the 3,500-man ceiling under which it will enter the fiscal year 1951 on 1 July through a full l2-month period without further reductions in the overall employment figure. He also announced the receipt of word that the ship overhaul schedule for fiscal year 1951 will provide Pearl Harbor with sufficient waterfront work to maintain present employment ceiling. With

the decline

and virtual

abandonment

of railroad

service

on the

Island of Oahu and in Pearl Harbor, production and transportation administrators were faced with the need for a fast, dependable substitute for the inactivated flatcars which had carried material and equipment about the harbor since their earliest days of operation. The logical solution to the problem was a shift to automotive vehicles. However, none of the local Navy activities possessed a truck capable of carrying the heavier loads that the railroad formerly handled. To meet the heavier requirements thrown on the Shipyard's automotive transportation activity, a new 75-ton double-hitch trailer was purchased from a Honolulu concern which fabricated the huge flat-bed in its downtown shop and mounted it on wheels and axles shipped from the Mainland. A unique operation occurred in the Shipyard as Production and Planning personnel planned and completed the drydocking of 28 utility craft in the Number Four Drydock. The unusual operation was adopted as the most convenient means of placing the oilers, cranes, and barges in inactivation storage and preventing accumulation of barnacles and other marine growth on the hulls. Shipyard workmen moved the unprecedented number of ships into the dock in only six hours. Number Four Drydock is one of the largest maintained by the Navy; and after it was emptied and the 28 closely packed ships were on the blocks, the drydock itself was also inactivated, subject to periodic inspection to prevent weathering damage, until it is needed again. Outstanding achievement in industrial safety of Pearl Harbor was again recognized by the Navy Department when Rear Admiral C. H. McMorris, Fourteenth Naval District Commandant, presented the Secretary of Navy's Certificate for Achievement in Safety to Rear Admiral R. T. Cowdrey, Shipyard Commander. The certificate was accompanied by a commendatory letter explaining that the record of this activity in accident prevention the past year was outstanding among naval installations. In accepting the recognition on behalf of. the Shipyard force, Rear Admiral Cowdrey announced that the past year's record is already threatened by the current safety score of no lost time injuries in the first five months of 1950. As of 1 June 1950, a total of 174 days had passed without serious injury to a Shipyard employee.

Good news came to the Shipyard in June 1950 when Rear Admiral Cowdrey upon his return from Washington announced that he had won authorization for a program to identify and restore and then preserve and stock large quantities of needed supplies, parts, and equipment which the Navy had on hand at the end of World War II. This work was done for the Naval Supply Center, Pearl Harbor. As a result of this program, 200 employees were added to the payrolls of this Shipyard under authorization of an employment ceiling increase raising the working

force from

3,500 up to 3,700 workers.

the Pearl Harbor

depression

This was the turningpoint of

as heavier

workload

confronted

Pearl

Harbor. Increasing

workloads in virtually

every productive

shop led to the

recall of many of the skilled craftsmen who were hit earlier in reductions-in-force. The rush of workers back into the Shipyard

necessitated

the opening of a special

Gate of Pearl Harbor Naval Base.

The

employment annex at the Main

importance of Pearl Harbor as a ship repair

yard was reaffirmed

upon the outbreakof Korean hostilitiesin September 1950. With the United States Pacific Fleet given a big job to do in the "protection" of Formosa and the assisting of the United Nations' militEl.ry operations against Communist aggression in Korea, the major role played by Pearl Harbor as a repair base and refueling and supply center was evident. The latest additionto the collectionof war mementoes which adorn the Pearl Harbor

area was mounted on the lawn at the southeast

end of the

Shipyard Administration Building. Identified by a bronze tablet which says simply, "Japanese Submarine Torpedo, Type 96, Modification2," the steel cylinder was located at the opposite end of the Administration Building from the German torpedo of World War I, another landmark

of the Administration President

Building's front lawn.

Harry S. Truman, making one of the most significant

the Nation' s history,

paused briefly

trips

at Pearl Harbor both before and

after high policy discussions with his Far Eastern Commander, General Douglas MacArthur. Movements of the official party were of necessity so rapid that few employees saw the President on his tour of the Shipyard on 13 October 1950. However, many Shipyarders and their

families enjoyed the warmth of the Pres ident I s smile as he toured the Island on Sunday, 15 October 1950, stopping at many scenic points. On 25 October

responsibilities J. S. Lillard, Acting

Shipyard

1950 Rear Admiral

R. T. Cowdrey turned

over his

at a formal change of command ceremony to Captain Shipyard Planning Officer. Captain Lillard was then Commander pending

arrival

of Rear Admiral

Wallace R. Dowd, who was expected to come from Washington,

D. C.,

assume command of Pea.rl Harbor Naval Shipyard. Rear Admiral Dowd arrived on the MSTS transport WILLIAM O. DARBY on 26 November 1950 and took up his duties in a formal ceremonyat the ShipyardAdministration Building

on Monday, 27 November 1950.

January January

1951 greeted the Shipyard with a workload twice as heavy as of the previous year. Twice as many men were engaged in

regular

overhauls of large ships. Many more were kept busy doing miscellaneous repairs and modifications on ships on restricted availability; an even greater number were in the shops repairing ship equipment which were removed from the vessels for more convenient handling. The need for more men to accomplish the heavy workload was evident. By March 1951 the Shipyard civilian employment level had passed the 7,000 mark for the first time since September 1946. One of the largest

interlocking

by the Public WorksI Shop 07.

concrete

piling

projects

was undertaken

A crew of 14 men (carpenters,

riggers,

and cement finishers) was assigned to the job to manufacture the pilings which vary from 26 to 32 feet in length and 3 to 5 tons in weight. The actual construction

work was done in the Baker Dock area.

Three phases were required in readying a piling. First, three sets of forms, 24 pilings in a set, were made to receive the concrete. After the rods and stirrups were tied, planks of lumber were placed to enclose the reinforcements for the pouring of oeme~t. Seoond, after the pouring of concrete was completed, the concrete was allowed to settle for 7 days before removing the lumber. Third, then followed a 2l-day period of curing underwater sprinklers, which prevent too rapid

drying.

retaining Pearl

These

pilings were constructed to be placed as a

wall under docks Mike 3 and Mike

Harbor Naval Shipyard

once again

of NavyAward record during the

won the Secretary

for Achievement in Safety for its remarkablesafety year 1950, reducing accidents to the lowest ever recorded in any naval shipyard.

frequency

and severity

During August 1951 Commander O. E. Loeser and his Field Advisory Group from the Office of Industrial Relations, Washington, D. C., visited the Pearl Harbor Naval Shipyard and other Fourteenth Naval District activities. This team of industrial relations specialists spent a week in the Hawaiian area discussing civilian personnel administration matters as applied to local conditions. Keeping

Shipyarders

busy

in Drydock

Number

Two during August

1951 was

the conversion program. Work on the USS BUGARAwas the first snorkel conversion job done at Pearl Harbor. The USS BUGARAwas converted to a modern design for the purpose of providinggreater speed beneath the sea and operatingdiesel engines while submerged. An old ghost ship came back to Pearl Harbor Naval Shipyard for a final visit in October 1951. It was the SS FORT DEARBORN,tanker built during World War II and victim of a storm which broke her back early in 1950. When the DEARBORN broke, some 400 miles northwest of Oahu, the crewmen who abandoned ship were never heard from again. Those who stuck with her were taken off

was towed to Pearl Harbor.

by rescue craft before the stern section

Early in March 1952 the Secretary of the Navy Dan A. Kimball, on an inspection of military bases in the Pacific, toured Pearl Harbor Naval Shipyard and pronounced it "shipshape." Mr. Kimball, accompanied by Rear AdmiralW. R. Bowd, Shipyard Commander, visited Shops 11, 31, and 38, drydocks, and the salvage yard. The British freighter SS LINARIA,formerly the Royal Navy Fleet air f,!.rmreJi8ir ship mE MORAY FIRTH,managedto make port here in Drydock Number Fwr following an accident in which one of her propeller blades snapped off. The ship's troubles started 1,000 miles out of Melbourne, Australia, when one of the four blades of the huge "screw" snapped off at the base, causing the vessel to proceed with a limp at greatly reduced speed. The lopsided propeller caused quite a bit of damage to the stern fittings of the LINARIA,and permission was received by the ship's master to proceed to Pearl Harbor, closest available facility capable of docking and repairing the big freighter. Mr. Charles R. Peck, Director of the Industrial Relations Office for the FieldActivities Division of the Bureau of Ships, was a visitor at the Shipyard during the first week of August 1952. Mr. Peck spent many hours at the Industrial Relations Department conferring with local personnel men on methods, policies, and problems. At about

the same time of Mr. Peck's

officers

and top civilian

a conference of Shipyard on the occasion of the visit of Rear Admiral Homer N. Wallin, USN, Chief of the Bureau of Ships, who spoke to the group. Rear Admiral Wallin also addressed members of the Joint Shop Committee Council at a later meeting.

supervisors

visit,

was held

On 8 August 1952 the civilian liner SS PRESIDENTWIISON borrowed Pearl Harbor IS Drydock Number Two to find out what in heaven I s name was causing an annoying tick, a squeak., and glu:mphety-glu:mph in her port side propeller shaft. She found out it was a loose port strut bushing. As usual Shipyarders repaired the shaft expeditiously. The first "pouring of concrete on the construction of an addition to Building 9 was done on 3 September 1952. Civilian contractors were employed to construct the addition to be occupied by Sp.op 67, Electronics Shop.

Three admirals were present at the opening sessions of the U. S. Naval Shipyarg.s' Tools and Tooling Standardization Committ"eemeeting at Pearl Harbor starting 3 November 1952. The three admirals were Rear Admiral Stuart S. Murray, Commandantof the Fourteenth Naval District; Rear Admiral H. E. Haven, Commanderof Puget Sound Naval Shipyard; and Rear Admiral W. R. Dowd, Pearl Harbor Shipyard Commander. This meeting brought nearly 40 representatives in the tool field to Pearl Harbor from the Bureau of Ships, Bureau of Supplies and Accounts, and other naval shipyards. It was the first such conference held at this Shipyard.

A major move during the second quarter of fiscal year 1953 was the eviction of the Sheetmetal Shop from Building 4A and the relocation of this shop to Building 72. Preparations for Shop 17'6 move began several months ago. Renovation of Building 72 was made by men and equipment from Shop 07, Shop 02, Shop 26, and Shop 06/99 in the process of laying foundation for machinery, installing utility and power lines, building offices and locker rooms, a die room, storage facilities and paint spray booths, and resurfacing floors. This was a move for the better. Where there were insufficient facilities in Building 4A, the new location, Building 72, for the Sheetmetal Shop will provide 58,000 square feet of floor space, in addition to 25,000 square feet of outs ide storage area adjacent to Building 72. Bes ides, Building 72 has all the facilities for streamlined sheetmetal production work which will/increase the efficiency of the shop. The move was made with a minimum interruption of production. On Friday" 21 November 1952, the Shipyard was host to about 125 visiting editors and staff members of industrial publioations when the 1952 Hawaii Industrial Editors' Conferenae met at the Shipyard ~ain1ng Division conferenoe room.. Rear Admiral Dowd opened the meeting and

spoke informally in good hmor. Joseph of the Hawaii Dowd's

Hawaiit s Delegate to Congress

R. Farrington delivered the principal address in the afternoon all-day conference. Mr. Dwight C. Steele, President of the Employers' Council, also gave a short talk after Rear Admiral opening remarks.

Overhaul work on the Fleet's huge AFDB's (Advance Floating Dock, Big) increased the Shipyard's workload considerably. By December 1952 work on nine sections of AFDB's was completed and 15 more sections were scheduled to come to Pearl Harbor for overhaul and mothballing. On 11 December 1952 President-elect Dwight D. Eisenhower made a dramatic and historic arrival at Pearl Harbor Naval Shipyard aboard the heavy cruiser USS HELENA. He was returning from a tour of Korea. He was greeted by high-ranking dignitaries of the armed services and by civilian officials when the HELENAdocked near the Receiving Station in the Shipyard. An honor guard, hula troupe and Navy band were on the dock for the occasion and gave the arrival ceremonies added flourish.

The New Year of 1953 greeted Shipyarders with the announcement that the Territory of Hawaii's 2% Compensation and Dividends tax will be deducted from the pay checks of all Shipyard workers. In the past, the payment of these taxes had been a legal obligation fulfilled only voluntarily by federal workers in Hawaii. An enabling act, passed by Congress on 17 July 1952, brought salaries paid to federal workers under the withholding provisions of the territorial tax law. On or about 9 January 1953 pressure gauges showed a leak somewhere in the miles of salt water piping stretching beneath the ground throughout the Shipyard. Some checking led to discovery of the exact spot,

and some bard digging confirmed the leak. A 12-inch salt water main was found cracked. The Shop 07 Public Works crew under Mr. Carl Howard promptly repaired the pipelines. Under the direction of the Shipyard Conservation Committee, the many collections of salvage and scrap articles were turned into sales amounting to more than $300,000 during the calendar year 1952. Among the items sold were many salvage boats: boats of varying sizes but all under 50 feet in length. Many of these were obtained from ships here for repair. They fell under the Conservation Program when surveys showed that repairs to the boats would be too costly to be worth. while.

Two naval shipyards were called upon by the Chief of Bureau of Ships to do special work in the field of submarine noise reduction. Pearl Harbor was one of them; Boston, the other. At Pearl Harbor this special work was known as the Submarine Noise Reduction Program. To carry out this program, the Shipyard bad a committee of experts and a plan of operation. This committee was under the chairmanship of LCDRL. R. Skidmore, an experienced and qualified naval officer. The special courses of instruction and indoctrination in submarine noise reduction were conducted by one of Hawaii's best known acoustical experts, Professor Iwao Miyake, who was on loan to the Shipyard from the University of Hawaii. Professor MiYake's courses consisted of lectures andpra.ctical demonstrations with sound equipment, recorders, and everything about noise from its origin to its elimination. The great battleship USS NEWJERSEY was a Visitor in the Shipyard during the last week of Maroh 1953. It was tied up at the 1010 Dook.

The offioers and men of the destroyer USS O'WNON were so pleased with the fine work done on their ship by Pearl Harbor workers in the major overhaul of the vessel that they sent an inVitation to all men who worked on the ship to come over for Sunday lunch, 29 March 1953. So nearly 300 delighted guests (including workers' families) toured the ship" had chow" met the skipper and crew" and saw the work done by Shipyard workers. Topping 1952's contributions, Shipyard civilian and military personnel gave $6" 198 to the American Red Cross during the annual membership drive in March 1953 to help the organization carryon its program of relief and assistance. The 1953 figure exceeded 1952's mark by $124; this increase was significant" for there were more employees on the rolls in 1952 than 1953. In April 1953 dynamite blasts were set off at Baker 4 Dock on one of the very few occasions that such explosions have been permitted in the Pearl Harbor Naval Shipyard. Men of Shop 07 made the controlled blasts, using special safety precautions" to do a job which normally would have required a week of concrete breaking work by jackhammers. Portions of Baker 4 Dock were blasted to prepare for installation of permanent

power outlets along the dock. All the men doing the dynamiting licensed by the Territory of Hawaii for such work.

were

The Main Gate of the Pearl Harbor Naval Shipyard took on a new look in April 1953. Special shelters and lights for the Marine guards were installed. Floodlights were also erected near the gate for better visibility. Included in the improvements was a communications system to provide speedy transmittal of information from the guards to the corporal of the guard.

In June 1953 two Canadian destroyers celebrated Coronation Day at the Pearl Harbor Naval Shipyard. They unfurled every flag on the ship, and U. S. Navy vessels in the vicinity did likewise--an honor bestowed whenever a foreign ship in an American Shipyard has a national celebration going on in the old country.

On 16 June 1953 the minesweeper USSDOYLEarrived at Pearl Harbor for a theatrical make-up. When the Shipyard finished applying the beauty paint, the USS DOYLEunofficially became the infamous destroyer minesweeper USS CAINE. The DOYlE's transformation into the CAINEwas done for the Columbia Motion Picture Companyto film the underway and in port sequences for the movie, "The Caine Mutiny." The first Shipyard winner of "Title X" Award was named in June 1953 by Secretary of Defense Charles E. Wilson who approved the granting of a $375 "Title X" Efficiency Award to Kong L. :Mau of the Shipyard Supply Department. This award was among the first 15 such awards granted by the Department of Defense since the "Title X" Efficiency Awards Law was passed by the 81st Congress.

A Shipyard

Notice of 17 June 1953 was issued announcing the anticipated reduction-in-force of 380 employees at Pearl Harbor. The Bureau of Ships had set the employment ceiling of Pearl Harbor Naval Shipyard at 7,150 for the months of JUly, August, and September of 1953. Upon reviewing the Shipyard's declining workload, the Shipyard Commander approved the necessary reduction-in-force. However, the Shipyard Commander informed Shipyarders that normal attrition (the loss of workers by normal processes of separation because of retirement, illness, transfer, and death) could account for approximately one-third to one-half of this reduction-in-force. In July 1953 six Pearl Harbor Credit Unions agreed to consolidate assets and office facilities into a central office in the Shipyard. This central office was tentatively located in Building 18, near the Shipyard cafeteria. Later an office manager was employed to manage the consolidated office. When it was determined that Building 18 was inadequate, this office was moved to Building 56 at the corner of Avenue' E and Seventh Streets. Final approval of the Oredi t Union merger by all Boards of Directors for the six Credit Unions took place in :May 1954.

Pearl

Harbor IS white collar workers received good news on Tuesday, News dispatches from Washington reported that a Senate-House Conference Committee had decided against changing the system of overseas living allowances for federal workers in Hawaii and other United states offshore areas. Consequently, the 20cf0cost-

28 July 1953.

of-living allowance, which had been taken out of Shipyarders I pay checks since 1 July 1953, was restored. Previously, the House had passed Section 640 of the Defense Appropriation Bill, which cut out the 20cf0allowance. Then when protests poured in from Hawaii and Alaska, the Senate deleted Section 640 from the Defense Bill and the problem went to the Senate-House Conference Committee for final decision. Another historical event took place in July 1953 when the old Fiscal Department went out of existence with the establishment of the new Comptroller Department. The Shipyard was assisted by experts from Bureau of Ships and the Navy Comptroller Office for the transition from appropriation accounting to the Navy Industrial Fund accounting system. Given some "working capital" by the Navy Department, the Shipyard is responsible to perform work for its customers, bill clients, and break even without increasing or decreasing the total amount of its capital fund in the long run. Concurrently, the Budget Division of MB&R Department was transferred to the Comptroller Department and took on the name of Budget and Statistics Division as a staff division to the Comptroller. Assistant Secretary of Defense for Manpower John A. Hanna paused briefly in Hawaii en route from the Far East to the continental United States. He arrived Tuesday, 1 September 1953; visited the Shipyard the following day; and held conferences with top military leaders in the Hawaiian area while here. On 1 September 1953 the Navy Directives System was installed in the Shipyard to streamline paperwork operations. Directives such as Shipyard notices, procedures, orders, and memoranda were consolidated in two classifications: instructions and notices. When the new system was installed, MB&R Department took the initial step to convert

Shipyard orders, procedures, notices, etc., to either instructions notices. Instructions are of a permanent nature; notices, on the other hand, are directives of "one-time" or brief duration.

The Secretary of the Navy Robert B. Anderson, during the last week of November 1953, stopped in Hawaii, enroute to other Pacific islands and to the Far East, to inspect naval installations. He was greeted at Pearl Harbor by Rear Admiral Stuart A. Murray, Commandantof the Fourteenth Naval District, and Rear Admiral Wallace R. Dowd, Shipyard Commander. While at Pearl Harbor, he met key civilian and military officials of the Shipyard at a brief ceremony on the lanai of the Administration Building.

At a brief presentation ceremony in front of the Administration Building on 29 December 1953, Rear Admiral Wallace R. Dowd, on behalf of the Shipyard, received the Secretary of the Navy Award for Achievement in Industrial Safety and the Secretary of the Navy Award for Motor Vehicle Safety. Rear Admiral Stuart S. Murray, Commandant of the Fourteenth Naval District, made the presentations. Rear Admiral Dowd in turn presented the Industrial Safety Award to Raymond Lee, Chairman of the Employees' Council, and the Motor Vehicle Safety Award to Master Mechanic George Carter of Shop 02.

4 January 1954, Rear Admiral W. D. Leggett, Chief of Bureau of Ships, arrived in Hawaii with an inspection party headed by Vice. Admiral R. F. Good, Deputy Chief of Naval Operations for Logistics. Rear Admiral Leggett met with the Shipyard management group on Monday afternoon. Accompanying Rear Admiral Leggett on his visit to the Shipyard were Captain H. P. Webster, Director for Field Activities in BUreau of Ships, and Captain L. V. Hons inger, Director of Ship Technical Division in Bureau of Ships. The party left Tuesday night, On Monday,

;

January 1954, far the Western Pacific to continue their inspection

of naval

installations.

A new project was underway

in January 1954 to give Pearl Harbor the best 28-gauge track in the United States. Deficiencies were noted by the Shipyard in the existing 28-gauge trackage, and the project of replacing approximately 4,000 feet of single rail was begun by the Public Works Department. The deficiencies in the tracks were largely due to the fact that the old rails were too light and soft to support a load of 72,000 pounds :per wheel which would roll or flatten the head of the rail. The old type rails also failed by web buckling and shearing off the railhead. The weak points of these old rails were the joints or points where the lengths of rail are jointed. When the crane wheels hit these joints, there was a hammer action or impact caused by the wheel hitting the end of the rails. This caused the ends of the rails to warp downward, eventually causing a dip in the track. According to the engineers who prepared this track design, the new rail does away with all these and other weaknesses. The chief difference in the new tracks being installed by Drydock Number Two is in the way they are being laid, in accordance with the most modern concept of crane track design. Keeping in step with the latest developments in their trade, the sandblasters and painters of Shop 71 in February 1954 applied the new vinyl shipbottom system on the Coast Guard cutter, the USS WINNEBAGO, and finished the first complete bottom job of this type at Pearl

Harbor. At a change Schuyler N. of the Pearl after a year

of command ceremony held on 23 March 1954, Captain Pyne relieved Rear Admiral Wallace R. Dowd as Commander Harbor Naval Shipyard. Captain Pyne came to the Shipyard and a half as Supervisor of Shipbuilding and Naval

Inspector of Ordnance at the New York Shipbuilding Corporation in Camden, New Jersey. His selection to the rank of Rear Admiral was approved by the President in July 1953. At special ceremonies held in front of the Administration Building on 20 May 1954, Captain Schuyler N. Pyne, Shipyard Commander, accepted the Secretary of Navy Awards for Achievement in Industrial Safety and for Motor Vehicle Safety from Rear Admiral Clarence E. Olsen, Commandant of the Fourteenth Naval District. Admiral Olsen, in making the presentation, gave the men in the shops a pat on the back for the fine safety record of the Shipyard. He noted that the Pearl Harbor Naval Shipyard was the only activity in the District to win both awards for successive years. In addition, the Shipyard is the only naval shipyard to hold the distinction of winning the Industrial Safety Award for eight successive years since the award was inaugurated in 1947.

On 1 June 1954 Secretary of Defense Charles E. Wilson, Undersecretary of the Navy Thomas S. Gates and their aides, accompanied by Admiral Felix B. Stump and Rear Admiral Clarence E. Olsen, visited the Shipyard. After meeting the military and civilian department heads and being briefed on the Shipyard by Captain Schuyler N. Pyne, they toured Shops 11/26 and 31, and completed their inspection trip by driving through the drydock area, and viewing Drydock Number Four.

A group of auditors from the NavyAudit Office, San Francisco, arrived on 15 June 1954 to conduct audits of the Shipyard and the Naval Ammunition Depot, Lualualei. Headed by C. Harry Dyer, Auditor-inCharge, the men spent approximately five weeks in this area. At 1000 on 1 July 1954 a two-star flag was broken at the Shipyard when Rear Admiral Schuyler N. Pyne received word from the Bureau of Personnel of his promotion. The ceremony was attended by a small group consisting of his wife and two daughters, and the heads of Shipyard departments. Mrs. Pyne pinned on the Rear Admiral's shoulder marks in a :private ceremony in the Shipyard Commander's office. Admiral Pyne' s selection for the rank of Rear Admiral was approved by the President on 24 July 1953. In July 1954 an On-Site Survey Team from the Naval Inspector General's Office in Washington, D. C., arrived in the Shipyard to' conduct a management-type survey. Under the commandof Rear Admiral L. C. L. Atkeson, Jr., the group of 22 men was divided into two parties. The first party called the Industrial Section arrived on 21 July 1954 and surveyed the industrial functions of the Shipyard as related to various departments particular~y the Production, Planning, Public Works, and Supply Departments. The second section of the Survey Team scheduled to spend 3 August 1954 in the Shipyard conducted surveys in such areas as transportation, medical, administrative, security, and industrial relations.

With the threat o:f decommissioning staring her in the :face, the Pearl Harbor-based cargo ship, the USS HEWELL (AKL-14), was given a chance to end her career as a Navy :fighting vessel, in :flying colors. In cooperation with Warner Brothers, the Navy had chosen the HEWELL to playa major role in the Warner Brothers 1 cinemascope production, "MI'.Roberts," starring Henry Fonda and William Powell. In August 1954 the Shipyard was awarded a contract :for designing and constructing two YRBM-l class submarine repair, messing and berthing barges. Word authorizing the pr oject was received :from the Bureau o:f Ships. (These barges are used as living quarters :for a ship's crew when their ship is undergoing repairs at the Shipyard.)

1 September 1954 was the o:f:ficialbirthdate o:f the Fourteenth Naval District Combined Charities Drive. Rear Admiral P,yne, Shipyard Commander and Chairman o:fthe Governing Committee :for this Drive, made the :first contribution at a kicko:f:fmeeting held in the Shipyard ca:feteria. The Combined Charities Drive was popular among all employees :for it eliminated the many individual charity drives previously held throughout the year. On Tuesday, 9 November 1954, the Shipyard Commander, accompanied by the Production O:f:ficer, other

department heads, and shop masters,

arrived on the scene (Repair Basin) to witness the keel-laying o:fthe :firstcompleted living barge. Ship:fitters,welders and planners :from Shop 11/26 were invited by Rear Admiral P,yneto attend the ceremony

as were the riggers,shipwrights,and representatives

o:f the weight-

handling group who were on hand to assist with the keel-laying. The barge project, the :firstbig new construction job since 1943, was started on or about 1 October 1954 with close teamwork among workers :from Shops 11/26, 64, 72 and 02.

On Wednesday, 10 November 1954, :former Pearl's Shipyard Commander Rear Admiral Roy T. Cowdrey arrived at Pearl Harbor :for an o:f:ficial visit. He visited the Shipyard and renewed acquaintances with his many militaryand civilian:friends. At a wind-up meeting o:f the Combined Charities Drive committee held in November 1954, Rear Admiral P,yne, Shipyard Commander, voiced his heart:felt thanks to the group and said, "this was the best-run drive I've

ever

tion

o:f $86,871.54

seen.

All

were

responsible

:for the

amazing

which is 340;, over the Yard's

When Pearl

Harbor Naval Shipyard

Industrial

Fund

on 1 December

began operating

1954,

system in :favor o:f a new and better

contribu'

under the new Navy

it discarded

commercial

total

quota."

an outdated

type.

:financial

Considered the system in the past

important improvement in the naval accounting 50 years, the NIF chartergranted seven and a half' million dollars

most

Project Cash as working capital :for this Shipyard. Under this new system, the working capital will pay :for all expenses and the customers will be billed, therebyreturning :funds to the working to be used again :for subsequent jobs. capital 28

On 13 December 1954 Vice Admiral M. C. Kanjitphol-Abhakorn,

Thailand Navy, visited the Pearl Harbor Naval Shipyard and toured Shops 11/26, 31, 51, and 64. He was greeted by the Shipyard Commander and department heads prior to being escorted on the tour by Captain J. K. McCue, Production Officer. Extensive improvements were completed in February 1955 blasting pit as the first step in a long-range program tion of the entire sandblasting operation. Completely remote control machines were installed. Also included

at the sandof modernizaautomatic in the.

improvements were larger storage facilities, simplified loading of hoppers, free-flow of materials through pit areas, newest tyPe commercial blasting nozzles, and new type of hard hat blasting hood. The automatic control units were specifically designed to reduce' accidents or hazards and to eliminate the pot-tender with consequent savings of manpower. The YRBM-2, the second completed barge, was launched on 28 March 1955 at the Repair Basin. The hammerhead crane lifted the barge and placed her in the harbor waters to be readied for her new occupants. While this barge was being launched on one side of the dock, Shipyarders were putting the finishing touches to the YRBM-l on the other side.

On Monday, 18 April 1955 the first session of the Advanced Supervisor Development Program course was opened 'by Commander Frank A. Spencer, Industrial Relations Officer. Honored guest was Mr. Ray A. Crosby, Head of the Training Division of the Office of Industrial Relations in Washington, D. C. Rear Admiral Pyne, Shipyard Commander, gave a brief talk on the value of the case system of training used in the new course, and said that it was patterned after the well-known Harvard course, given for the first time during the summer of 1954 on the Punahou campus. For the third time, motor vehicle drivers of Pearl Harbor Naval Shipyard won the Secretary of Navy Award for Motor Vehicle Accident Prevention. Rear Admiral Pyne, Shipyard Commander, accepted the award from Rear Admiral C. E. Olsen, Commandant of the Fourteenth Naval District, in May 1955 in a special presentation ceremony in front of the Administration Building. In presenting the award, the Commandant noted that the Shipyard's motor vehicle accident rate during 1954 was almost one-third better than the all-Navy average, the casualty rate equalled the all-Navy average, and the damage cost rate was less than half of that of the all-Navy average. In accordance with a Bureau of Ships instruction, an Occupation Analysis Division was added to the Shipyard's Industrial Relations Department on 1 July 1955. This new division was established to assist department heads in planning, developing and carrying out a comprehensive program of position classification and of wage administration.

As a result of a recommendation made by the On-Site Survey Party No.2 which conducted a survey of the Fourteenth Naval District during the period 21 July through 14 August 1954, the Shipyard Commander of Pearl and the Officer-in-Charge of Public Works Center mutually agreed to the transfer of the maintenance responsibility of the gamewell fire alarm system which became effective on 1 July 1955. In the transfer of this function, two electricians and the fire alarm system repair truck and equipment were transferred from the Shipyard to the Public Works Center. During

the period

from 1 September

Number Two was the bus iest

through

30 November 1955, Drydock

area in the Shipyard.

Three DDEf s

(JENKINS, WALKER,and TAYLOR)were drydocked for their regular overhaul. New habitability messing and living compartment facilities were installed on all three of these fighting ships. In addition, the JEMaNB and WALKERreceived considerable work on their electronics equipment; the TAYLORgot a new hull plating in the stern area. Pearl Harbor welcomed many distinguished visitors during October 1955. Dr. Elias Klein, a noted physicist from the Naval Research Laboratory in Washington, D. C., was on the last leg of a trip through the Far East. He came to the Shipyard to revise the sonar test facility for the measurement of more modern equipment for Shop 67. Thomas Gardner, Director of Wage and Classification Division, OIR, spent several days at Pearl Harbor in conferences with the Area Wage Board. Bernard Connors from the Overseas Activity Branch, Bureau of Ships, was on a regular visit to obtain first-hand information regarding naval activities and their problems at Pearl Harbor and other naval installations. Mr. Connors continued on his way to Guam, Subic Bay, and Japan after a few days at Pearl. George Koenig, Head of the Field Activities, Training Branch, Bureau of Ships, was on his way to visit naval installations in Japan and stopped at the Shipyard to visit the Bureau of Ships Management Office, Western Pacific Area. The Bureau of Ships Management Office, Western Pacific Area, was established by SECNAVNCfl'ICE5450 of 6 July 1955. Subsequently, BUPERS letter Serial 5185 of 27 July 1955 designated the Commander, Pearl Harbor Naval Shipyard, as Commanding Officer, Bureau of Ships Management Office, Western Pacific Area. The mission of this newly established Office is to: a. Assist the Chief, Bureau of Ships, in carrying out his assigned responsibilities for management control of designated shore-based activities of the operating forces in the Western Pacific area.

b . Conduct management surveys, and render management advice and assistance, as requested by the activities. c. Assist in the implementation and coordination of specific programs of administration and management including personnel utilization, organization studies, mobilization planning, reporting

methods

and forms control, accounting and fiscal procedures, industrial engineering studies, industrial hygiene and safety matters, design, and production planning and control.

In October 1955 a new method for sandblasting and spray painting vessels in drydock was tested on a caisson in Drydock Number Four and proved that it was more efficient, safer, and easier than the old method and consequently, it greatly increased production and cut the cost of the job considerably. The new method was developed through the Shipyard's Production and Control Committee. It eliminated regular staging and used small lighted gangways, lifting pads and forklift hangers. Since Pearl Harbor had available excellent cranes that are usually free during the second and third shifts, the adoption of the lighted gangways including the use of these facilities seemed the most practical. In this case, the men work on the second and third shifts and do not have to interrupt their work as they do in the daytime when sandblasting and spray painting get in the way of workers doing other jobs in their vicinity. Bad news came to the Shipyard in November 1955. Rear Admiral Pyne, Shipyard Commander, announced that a message had been received from the Bureau of Ships ordering a cut in the Shipyard force from the on board count of 5,796 to 5,600 by 31 December 1955. Rear Admiral Pyne explained that the anticipated reduction-in-force was consistent with the Defense Secretary's program to cut 68,000 employees from the Nation's defense rolls. Pearl Harbor had done it again in work improvement method~ It was the development of a new-type staging to speed up submarine work. It was done in a record time of two hours and twenty-five minutes. Under the old system of staging which used cumbersome wooden "A" frames and heavy planking, it couldn't be done in that short time. The improved method used prefabricated pipe sections of uniform height and construction for staging. This was done during the docking of the USS STICKLEBACK when it came into the Shipyard for regular overhaul in November 1955. The staging was constructed in such a manner that the maximum number of trades, ordnance machinists, shipfitters, machinists, sandblasters, painters, and other trades can accomplish their work in an efficient manner without requiring an adjustment of the staging or the installation of additional staging.

Secretaryof the Navy Charles S. Thomas honored the Shipyard with a visit during the first week of December 1955. After a briefing by Rear Admiral Pyne, Shipyard Commander, Secretary Thomas toured Shops 11/26 and 31 with stopovers at Shops 56 and 38. On his first Pacific tour since he became Secretary of the Navy in 1954, he and his party continued on to the Far East to visit Navy and Marine Corps installations.

The first week of January 1956 brought a distinguished visitor and a personal friend of Rear Admiral Pyne to the Shipyard. Vice Admiral E. L. Cochrane of Cambridge, Massachusetts, an ex-Chief of the Bureau of Ships, spent several days in Honolulu with his son, Lieutenant Commander E. L. Cochrane, Jr., Executive Officer on the destroyer USS O'BANNON which was in the Shipyard for restricted availability. In February 1956 a group of distinguished officers from Indonesia visited the Shipyard on their way back home from an unofficial visit to the United States and Hawaii. The group was headed by Rear Admiral Raden Subijakto, Chief of Staff (CNO), Republic of Indonesia Navy, and included Major Anton G. F. Rugebregt, Assistant to Chief of Staff, Naval Materiel; Major Abdul Saleh, Assistant to Chief of Staff, Naval Supply; and Captain Raden Srijono, Aide to Rear Admiral Subijakto.

As a result of SECNAV NOTICE 5450 of 14 November 1955 which established a Public Works Transportation Center in the Fourteenth Naval District, the Shipyard Transportation Shop's responsibilities were reduced and approximately48 Shipyarders were transferred to the District Public Works Transportation Center effective 1 April 1956.

In May 1956 the Shipyard received the good news that Pearl Harbor Naval Shipyard had won ~in the two Secretary of the Navy safety

awards for 1955. The award for Achievement in Industrial Safety was won by the Shipyard for eight consecutive years, and the award for Motor Vehicle Safety for four years. At the time the award announce-

ments were received,

President

Eisenhower's

swinginginto action throughout the Nation.

concentration

on accident

prevention

Job Safety Week was just

To assure the utmost

during this

special week,

the

Shipyard Commander made :personal safety inspection tours throughout the Shipyard. In June 1956 Rear Admiral C. E. Olsen, Commandant of

the Fourteenth

Naval District,

presented

the two

Secretary

awards for safety to Rear Admiral Pyne, who accepted behalf of the Shipyard. Rear Admiral

of the Navy

the awards on

William

H. Leahy assumed command of the Pearl Harbor Naval Shipyard on Saturday, 21 July 1956, in an impressive and colorful ceremony in front of the ShipyardAdministrationBuilding. The ceremony was highlightedby Rear Admiral Leahy Is remarks as he praisedthe Shipyard's supportof the Fleetand emphasized his belief in teamwork. Rear Admiral Leahy relieved Rear Admiral Schuyler N. Pyne, who was chosen by the Bureau

of Ships to head their Field Activities

Division.

The question of whether or not Shipyard employees take pride in their shops was answered on Sunday, 12 August 1956, for Shop 06/99 employees

when more than 300 Yarders and their families thronged through Building 68 for the first shop Open House in the Shipyard. Proud employees escorted their families into the sections where they worked, all sparkling with bright new paint, and transformed from drab areas There they explained in detail what their jobs into span clean ones. were and how they fitted into the whole shop picture.

In mid-August 1956 the Shipyard completed the last phase of the supply plan eliminating duplication of spare parts inventory in the Pearl Harbor area. This plan was put into effect to save the taxpayers $18,000,000 in inventory and about $377,000 in annual operating costs. With the arrival of the last truckload of Sand F cognizant material, the Shipyard became sole supplier of the Bureau of Ships controlled material in the Pearl Harbor area. This supply plan, first announced in March 1956, called for transferring certain categories of material to the Naval Supply Center. In return, the Shipyard was to receive other categories, including the Sand F material. The plan thus eliminated all duplicate stocks and reduced substantially the Navy's inventory investment. The S and F cognizant material, of paramount interest to the Shipyard, is BUSHIPS electronics equipment and special material largely used in ship repair work. On Monday, 24 September 1956, the new Material Liaison Branch, headed by Lieutenant H. C. Donley, was opened for business across the aisle from the Material Liaison and Equipment Section of Planning and Estimating Division. This big step forward in customer service was a joint venture of Supply and Planning Departments to get material as fast as possible to the shops to keep production rolling and customers happy. During the summer of 1956 a new method to handle waste oil more efficiently was developed using l5-ton radio-dispatched straddle trucks for transporting waste sludge oil tanks. Nine tanks, 13 feet 11 inches long and 4 feet 8 inches wide with a 1,500 gallon capacity, were modified to be handled by a 15-ton Ross straddle truck. The tanks were previously mounted on 24-ton Fruehauf full trailers. The improved method of hauling sludge oil requires only one employee instead of two required under the old method. Previously, the second employee was needed to hook and unhook the draw bar of the trailer to the pintle hook of the truck tractor. A change to

a familiar landmark in the Pearl Harbor area had been

underway during the fall of 1956.

One of the red-and-white water tanks between Building 167 and the Shipyard cafeteria disappeared shortly before Christmas of 1956, marking the passing of another milestone. The 161-foot tall structure was torn down piece by piece, to be shipped to Naval Station, Midway, and erected there for their fresh water system. The remaining water tank, on the side of the cafeteria, will be used for emergency fresh water purposes and as a port control office. The water tanks were built in 1925 to provide sufficient water pressure for the Shipyard's fresh water system. With a capacity for 380,000 gallons of water, the two tanks provided the necessary pressure but as the Yard grew, larger tanks were needed and two new water tanks with a much greater 6,000,000-gallon capacity were erected at Aliamanu in 1942. The newly erected tanks were formerly

fuel oil tanks located in the Shipyard and were dismantled in sections, cleaned and repainted for use as fresh water tanks. Until the start of the Korean conflict, Shop 03 had the responsibility of providing fresh water to the Navy activities and the housing areas in the Pearl Harbor area. Since October 1950, the responsibility was transferred to the Public Works ~nter, Fourteenth Naval District, and the water tanks came under Public Works Center's jurisdiction. In November 1956 distinguished Canadian officials met with Rear Admiral William H. Leahy, Shipyard Commander, and toured the Shipyard before leaving for New Zealand. They were Paul Martin, Canada's Minister of National Health and Welfare, and Arthur Menzies, Far Eastern Chief of the Canadian Department of External Affairs.

The fifth group of six Chinese Nationalist Naval Officers arrived in the Shipyard in mid-November 1956 for an eight-week training course. The officers in the group were Rear Admiral Tsing Wen Chen, Commodore Shien Teng Wang, Captain Teng Shan :Hau,Commander Chi Ci.un Chang,

Lieutenant

Comme.:nderMingKtlan, a:nd Lieute:nant Comma.:nder Yuh Kwan Liu.

During the first week

of Decem'ber 1956, Shipyarders

completed work on

42 ships: 12 'voyage repairs, 6 major overhauls, 8 restricted availabilities, and 16 technic.al availabilities. Typical of the voyage repa:i.rs completed during this particular week was on the 0 ':BADON. Her main steam and main feed valves had to be removed by Shop 56 and

were taken to Shop 31 where the machinists

worked ra'lmd the clock

making new special seats for the valves. The valves had to be tested in Shop 31 bef0re reinstallation 'by the pipefitters. Another voyage repair completed was on the FLENBER. Her bw damaged in a. eo11isicm,

she reeeived

a new section made by Shop 11 and welded in place by

Shop 26. Completing reg\l.la.r overhauls a:lIlring the week were the TImJ, DE:LJ:VER,McGINTY, tJTE, YO-120, and the '!FN-713. (Of the highest priori ty, voyage repairs are undertaken only to make a ship operable. Ships are scheduled for a regular overhaul about every two years at

which time heavy repairs

and major alterations

are made.

Restricted

availabilityis for specificwork to be done between overhauls. Technical availability is generally ship-to-shop work or other work which doesn I t require the presence of the ship.)

Pearl Harbor accomplished another first when a leak in the 'battery cooling system of the YSSBLACKFIN was repairedwith a plastic resin. The leak was detected two weeks before dock trials, scheduled for 31 January 1957. Detected by the loss of cooling water, the leak was traced

to a cell

in an inaccessible

cell with a new one meant cutting

place.

'fa replace

the damaged

a hole on the side of the submarine

of more than $3,000 but Lieutenant F. F. Manganaro, Ship for the BLACKFIN,s1aggested the idea of repairing the leak in place. Plugging the leak with a material inert to acid would not only save money but would also eliminatecongestionin a busy work at a cost

Superintendent area.

Not knowing with whatto repairthe leak, he took the problem

to the Shipyard

Industrial

Test

Laboratory.

The use of Polyester resin was decided as a suita'ble sealer. Mr. V. Hargrave of the Industrial Test La'boratory simulated

existing

the setup

on the BLACKFIN 'by using glass tubing so that the process

could be studied from the standpoint of applying the resin. After satisfactory results with the experiments, the laboratory method was applied to the BLACKFINwith the approval of the Repair Superintendent and the 'battery manufacturer t s representative. The defective cell was isolated, cleaned of all acid and dried. Polyester resin was then forced through the lines under pressure and was left in the defective cell for sometime. Excess resin was then blown out with dry nitrogen. Shops 51 and 56 accomplished the successful repair jOb.

The selection of Marshall Pereira, Master of Shop 17, as Federal Civil Servant of the Year was announced at a luncheon in January 1957 at Kewalo Inn by the Honolulu Federal Business Association. Federal Judge J. Frank McLaughlin presented him with a plaque and a certificate praising him as "a fine exam.ple of civil servant." At the Shipyard, Rear Admiral Leahy, Shipyard Commander, honored Mr. Pereira by proclaiming 8 February as Marshall Pereira Day- At this memorable day, Shipyarders extended their congratulations to Mr. Pereira at the Marshall Pereira Day luncheon held in the !arbor Room. Deeply moved by the tribute, Mr. Pereira expressed his thanks to his "teammates." Four officers of the Indonesian Navy arrived in February 1957 to observe operations at Pea.rl Harbor as part of a tour of United States naval ship repair facilities. They were Captain Sikun Pribadi, captain Lukman Singgih, Captain Iman Saridjan, and Lieutenant Hardja Somantri. On Wednesday 6 J.1arch 1957, twenty-one members of an On-Site Survey Team arrived at Pearl Harbor to make a management surV'ey in the Shipyard and at the Submarine Repair Facility. Representing the Naval Inspector General's Office in Washington, D. C., the group was headed by Rear Admiral Burton Davis. When the submarine USS WAHOO was drydocked on 26 March 1957 for engine replacement, Shi:pya.rders encountered one of the biggest and most important jobs since the end of World War II. The installation of the improved type main engines in the WAHOO required that the ship be lengthened by nine feet to accommodate the new engines. This was accomplished 'by cutting the ship into two sections in drydock, pulling them apart, and, inserting a new prefabricated nine-foot section. The idea of cutting apart the submarine and moving the stern was suggested by Chief carpenter Harold Tweed, Assistant Docking Officer. A new method was then developed by Design Division personnel after consultation wtth shop personnel and the Repair Superintendent. To retain the original strength of the ship, the new hull section must 'be built with extreme precision as it must match perfectly. An entirely new arrangement of the engine room was required. Electrical equipment must be modified to accept power from three instead of four generators. Precision engineering and the cooperation of many shops were responsible for the successful completion of this rather unusual project. 35

Introduction of several new processes for the repair of ships in drydocks resulted in large savings of materials and manpower. Through the use of mobile equipment and special work brows, the need for costly wood staging was reduced to a minimum. Construction of permanently assembled metal platforms for special application also helped cut costs by eliminating wood staging. A new method of connecting sanitary lines facilitated movement of equipment and workmen along the floors of' drydocks. Previously several lines were strung from the ship to dock drains, but now a lightweight plastic pipeline, running the entire length of the vessel, connects into a single drain. Another factor for keeping the dock floors and sides of vessels clear from interference items is a new method of venting submarine tanks. This new ventilation system consists of a single trunk line installed against the keel blocks, with feeder lines passing through natural

openings to the tanks to be vented. remote from the working dock floor.

Thus, a single large blower,

area, has replaced

seVeral

small units

on the

In April 1957 the innovation of self-service toolrooms as part of the Shipyard's Tool Control System met with popular acclaim fr.Otnmechanics and supervision. 'fhrough elimination of delays in drawing tools, the mechanics can get back to the job more expeditiously thereby saving thousands of manhours annually. Populari ty of this system on the part of mechanics stems from the fact that they are permitted to select their own tools. On or about

3 June

1957 the two-card

timekeeping

system was installed in Shop 11/26. This system was developed by a joint NAVCOMPI'-BUSHIPS panel and got its name from the procedure followed in recording attendance on one card and cost on another. This system is planned for all the shipyards in the Navy and will be installed in all shops as the needed IBM machinery becomes available. While Pearl Harbor took on an international flavor in mid-June 1957 with the visit of the British and Canadian warships, shipfitters and welders feverishly worked around the cloc::kto ready Her Majesty's ship WARRIOR for her long trip home to England. The pastel green-grey warship, the first British carrier to be seen in the Islands in many years, had her bow strengthened during her week's stay. The bow was damaged in rough weather when the WARRIOR was crossing the Atlantic for her trip to Christmas Island last winter. To prevent further ripping, she came into the Shipyard for voyage repairs and was docked at

Baker 17 across the way from Shop 17. Because of the WARRIOR' s short stay, Shop 11/26 worked at a stepped-uptempo to weld the beams and angles to give the ship's bow a stronger brace.

In July

1957 engineering

careers

Were virtually

handed to 18 Island

young men when they were selected for the Navy's Cooperative Engineering Program at the Pearl Harbor Naval Shipyard. They were the first group to train in the Shipyard under this new program. The 18 successful candidates competed with 259 other

candidates

from allover

the Territory who took a difficult Civil Service examination earlier in the year. Eighty-five passed the test and took another rigid screening exam from which the final 18 boys were selected. In August 1957 the Repair and Inspection Divisions moved from Building 211 to the Shipyard Administration Building. By physically locating the ship superintendents and progressmen in the Administration Building, the knowledge and experience of the.se specialists can be coordinated with the analysts and schedulers of the Production Analysis Division. The overall result should be more accurate analysis of workload, faster development of more realistic schedules, and the continuous avai lab ili ty of current progress and expenditure data on all ships assigned availabilities. During the summer of 1957 Captain T. W. Rogers, Production Officer, who is Deputy Chairman of the Fourteenth Naval District Navy Fund Raising Council, announced that four charity drives during the year will replace the once-a-year Combined Charities Drive. under a new Fund Raising Policy and Program set forth by President Eisenhower for the

federal service. This was a great disappointment to Shipyarders,

strongly

favor the once-a-year

who

drive.

On Tuesday, 17 September 1957, Rear Admiral W. R. Leahy, Shipyard Com:mander,announced to employee groups that an adjustment in the work force would be necessary because of a lighter workload. In making the announcement, Rear Admiral Leahy pointed out that the number of ships scheduled for overhaul in the Shipyard was reduced and the amount of money spent on the ships presently in the Shipyard for overhaul was cut. As a result, 278 employees received their reduction-in-force notices to be effective on 31 October 1957.

Pearl Harbor's famous landmark the hammerhead crane received a distinctive new look in November 1957. In a contest to dress up the appearance of the hammerhead crane, Alex Birch of Shop 38 won the prize with his suggestion or submission of the tapa print design. The painting of the brown and beige Polynesian print on the hammerhead crane housing was completed during the overhaul of the crane. Upon their

completion

of a 16-week course

in Shipyard

administration

andmanagement, the Chinese Officers

from Formosa presented Rear Admiral W. H. Leahy with a pennant as a token of their appreciation for the many kindnesses shown them by Shipyard personnel and for their opportunity to study at Pearl Harbor. An appropriate graduation ceremony was held in the Shipyard Commander's conference room on the

last

week

of December 1957.

The New Year of 1958 brought good news to 11 former Shipyard electricians who were affected by reduction-in-force several months ago. They were rehired under the Navy's Re-employmentPriority List. The need for more electricians cameaboutwhen Shop 51 tookon additional work. Fortunately, there were sufficient eligible electricians on the Navy's

Re-employment Priority List. During this period of extremely heavy workload, 37 electronics mechanics from Long Beach and San Francisco Shipyards arrived to give Pearl Harbor a helping hand because of the shortage of electronics mechanics locally. Three high-ranking officers from the Far East were visitors in the Shipyard on 16 January 1958. Enroute home from an extensive tour of Bureau of Ships activities on the Mainland, they spent two days observing Shipyard operations at Pearl Harbor. They were Commodore Ho Kung Chang, Director of Chinhae Naval Shipyard, Korea; Rear Admiral Hsien Teng Wang, Commanding Officer of the First Naval Shipyard in Taiwan; and Captain Norimsa :okada, Chief of Ships Section, Japanese Maritime Staff. They were officially welcomed by Rear Admiral W. H. Leahy at an indoctrination session.

During the first week of February 1958, the visiting ships of the Japanese and Canadian navies added international flavor to the already Cosmopoli tan port, while U. S. vessels, passing through, jammed the harbor for brief stopovers and voyage repairs. Waterfront work was

stepped up with the arrival

of the giant oil tanker PONGIATOtJLA and

the killer submarine BASHAW.They were scheduled for regular overhaul. Sister ships of the HASSAYAMPA, the PONCHATOULA, and the KAWISHIWI arrived during the week for their new homeport assignments at Pearl Harbor. The Matson freighter HAWAIIAN CRAFTSMAN came in for hull repairs and the Liberian ship WANDERER needed a new propeller and tail shaft. The Bureau of Ships Inspector General Rear Admiral the Shipyard in early February 1958 with his staff, N. W. Gamling and Commander J. M. Duke, to discuss problems on ship repair work.

L. MCKeevisited Captain quality control

Pulled free off a reef on a Kauai beech on 10 March 1958 by salvage ships assisted by the fleet tugs ~WAKONI and UTE, the LST CHITTENDEN COUNTYwas towed to Pearl Harbor by the tug UTE and drydocked in the Shipyard. The 328-foot LST was thoroughly inspected in Drydock Number Four by Shipyarders, and the extent of her damage was determined. Rear Admiral E. A. Solomons, Pacific Fleet Service Force Commander, praised all hands who contributed to winning the salvage battle of the CHITTENDENCOUNTY.

The USS SHANGRI-IA(CVA-38) enroute to the Western Pacific arrived at Pearl Harbor the third week of March 1958 for repairs to her damaged mirror landing system. This gave the Shipyard its first opportunity to work on the complicated equipment which uses mirrors to guide planes in for landing on attack carriers. Shop 38 Ordnance removed and unwired the equipment with rigging assistance from Shop 72, and installed a replacement on the SHANGRI-LA.

Along Bravo

1 there was stepped up activity on the USS GUDGEON, which made submarine history in February 1958 as the first submarine to circumnavigate the globe. During her restricted availability, her engines were removed, modified, and reinstalled.

The Shipyard's.mountingwor.kload.reached'.1ts peak in May 1958 and created a critical challenge for Production workers, particularly workers of Shops 38, 67, 56 and 51. The extensive activation overhauls on two lST's, IAFAYETTE COUNTYand SAN BERNARDINO COUNTY, tremendously increased the workload of Shop 36 Ordnance and Shop 67 Electronics. Bringing greetings and congratulations to the Pearl Harbor Naval Shipyard on Monday, 14 April 1958, in celebration of its 50th Anniversary were Governor W. Quinn; J. Ballard Atherton, President of the Chamber of Commerce for the business community; and Rear Admiral Neil S. Dietrich, Commandant, Fourteenth Naval District. Rear Admiral W. H. Leahy, Shipyard Commander, welcomed the guests and spoke briefly on the role of the Shipyard in the past and today. Governor Quinn unveiled the 50th Anniversary commemoration plaque embedded in the sidewalk in front of the Administration Building before a large number of guests and Shipyard employees. Rear Admiral R. K. James, Shipyard Commander at Long Beach, visited Pearl Harbor in early May 1958. He was enroute to Eniwetok proving grounds to witness Operation Hardtack. This was Rear Admiral James's first visit to the Shipyard since World War II and he was interested in all the Shipyard's new facilities. He toured the waterfront, shops, and Supply Department.

A large gathering

of Shipyard civilians, officers, and their wives, and dignitaries from the community and military circles witnessed the impressive ceremony held Thursday, 12 June 1958, in which Rear Admiral E. C. Holtzworth relieved Rear Admiral W. H. Leahy as Shipyard Commander. Rear Admiral Holtzworth also assumed two other duties as Industrial Manager, Fourteenth Naval District, and Commanding Officer of the Bureau of Ships Management Office, Western Pacific Area.

On Monday, 23 June 1958, Rear Admiral Edward A. Solomons relieved Rear Admiral Neil K. Dietrich as Commandant, Fourteenth Naval District, in a change-of-command ceremony in front of the Shipyard Administration Building. Rear Admiral Solomons, previously Commander of the Service Force, Pacific Fleet, also assumed command of the Hawaiian Sea Frontier and the U. S. Naval Base, Pearl Harbor. For the lOth time in the ll-year history of the award, Pearl Harbor Naval Shipyard won the Secretary of the Navy Award for Achievement in Safety. Rear Admiral E. A. Solomons, Commandant, Fourteenth Naval District, presented the award to Rear Admiral Holtzworth, Shipyard Commander, who accepted the award for the Shipyard. Because of the more stringent rules imposed on participating activities in 1957, only

five shipyards won the SECNAVAward. Rather than two separate awards for industrial and motor vehicle safety, the 1957 SECNAVAward covers achievements in all aspects of safety.

More than 50,000 people swarmed into Pearl Harbor on 1 and 2 August 1958 in celebration of the Shipyard's 50th Anniversary. The Open House began on Friday, 1 August, at 0900 with the dedication of the Shipyard Museum. David K. Bray dressed in white ceremonial robes pronounced the Hawaiian blessing asking God to bless the Shipyard, these Islands and the government. Rear Admiral A. G. Mumma,Chief of the Bureau of Ships, who arrived especially for the celebration, cut the ribbon, officially opening the museumto the public. The

gold-plated scissors with which Rear Admiral Mumma cut the ribbon were later presented to him. Rear Admiral Mumma. delivered the keynote address to about 600 officers, Yarders and guests at the 50th Anniversary Banquet at the Princess Kaiulani Meeting House on Saturday night. The banquet was the climax of a two-day celebration. Rear Admiral Mumma'sprincipal statements were: "Ninety-nine and sixtenths per oent of all the worldts goods travel in ships. Wemust proteot those ships. Wemust have a shipyard staffed with skilled and dedioated employees such as we have at :Pearl B'ar'bor 'beoause a shipyard maintained at a high level of effioienoy and produotion is vital to the Navy in the Pacific." On 15 August 1958 the LST' s IAFAYE'rl'E COUNl'Yand the SAN BERNARDINO COUNTYwere officially transferred to the Nationalist Government of the Republic of China. Rear Admiral E. A. Solomons, Fourteenth Naval District Commandant, officially turned over the ships to the Republic of China naval attache, Captain Tsen Tien Chieh, who arrived from Washington to accept custody of the ships. The formal ceremony was held on the LAFAYETTECOUN'l'Yat Bravo 23, and a reception was held following the ceremony, at the Commissioned Officers' Mess. The LST's were turned over to the Republic of China under the Mutual Defense Assistance Program. On Friday, 24 October 1958 the Shipyard's business-like industrial climate assumed a festive air as Pearl Harbor Naval Shipyard joined the rest of Hawaii in celebrating Aloha Week. Muumuus and Aloha shirts lifted the Shipyard from the humdrum of daily routine. Floral contests, Aloha Week pageants, and miniature luaus squeezed into 45 minutes emersed the Shipyard in a holiday mood. The newly constructed outdoor stage, decorated with a backdrop of Akaka Falls, was baptized with water, and dedicated in a simple, impressive ceremony by Reverand Abraham Akaka of the Kawaiahao Church. Rain kept the crowds from standing outdoors but brave souls watched the historic event from the Administration Building lanai and nearby buildings as Reverend Aka.ka. blessed the new outdoor stage with hOly water. The occasion marked another milestone in the 50th Anniversary of the Shipyard, Rear Admiral Holtzworth said, providing employees with a permanent stage for the future pageants and programs. The Shipyard Hawaiian Men's Choir sang during the dedication. So Aloha Week 1958 ended on a happy note. 40

By the end of October 1958 the Shipyard completed its $1,500,000 overhaul on the BLUEGILL,the third SSK-tyPe submarine to be overhauled in the Shipyard since February 1958. The overhaul was so extensive it looked as if the Shipyard could not complete it in the usual 4.-1/2 months. But everyone cooperated and the deadline was met. Several "firsts" .went into this overhaul. Improvements and successful testing of the AN/BIB spacer and antenna support (pressure barrier spacer) was a first-time job for Pearl Harbor. This resulted in better operation of the BIB equipment and greater water tight integrity of the system. Another first was the use of the Mare Island modification kit in installing special fittings on the BLUEGILL. Still another first in the overhaul was the use of plastic material to fill approximately 7,000 holes on the sub's wooden decks. The plastic can be used cold and is a great improvement over the old hot-tar ahd Thiokol methods. Another improvement was the replacement of existing expensive stainless steel battery exhaust fan ducts with a fiber glass

and resin battery vent duct system costing much less.

Shop 64. made

molds for the new ducts and Shop 17 manufactured them. The Commanding Officer and men of the BLUEGILL,upon leaving the Shipyard, voiced a good deal of satisfaction with what was done for them. On Monday, 3 November 1958, waterfront workers and Production Department officials extended the Shipyard's welcome to the USS KRAKEN as she pulled into 1010 Docks for a conversion job. The KRAKEN (SS370), an outmoded World War II fleet-tyPe submarine, brought to Pearl Harbor a big challenge in submarine work since the SABALO conversion in 1956. Ending 12 years' deactivation, the KRAKEN was assigned to Pearl Harbor for a year's work, reactivating, converting, and preparing the submarine for eventual loan to a foreign government under the Mutual Defense Assistance Program. By Thanksgiving, a noticeable change took place at the main Shipyard cafeteria. Flowers, coconut trees, and shrubbery had transformed the desolate area fronting the cafeteria into a cool, tropical setting, lending a cheerful atmosphere to the industrial scene. The beautified area extended about 180 feet from the Diamond Hea.d end of the cafeteria building to the snack bar at the corner of Seventh Street and Avenue D. The holiday season of 1958 brought good news to Shipyarders. "What better Christmas present can a shipyard get than a heavy workload'l" asked a pleased Production worker. With the KRAKENhere, the TUNNY and CARBONERO in the finishing stages, and the WAHOOin for eight weeks' restricted availability, the submarine workload was the highest the Shipyard had for a long time. The arrival of the RADFORD,FLETCHER, CARPENTER,and FINCH brought the destroyer-tyPe workload to four where up to the first of November 1958, it averaged two. The net result was a heavily loaded Shipyard the latter part of December 1958.

4.1

r:JUMBEROF EMPLOYEES AT THE NAVY YARD PEARL HARBOR (lATER THE PEARL HARBOR NAVAL SHIPYARD) AT END OF DECEMBER

YEAR

1924

1,125

1941

10,949

1925

1,080

1942

20,636

1926

1,870

1943

22,329*

1927

989

1944

20,961

1928

1,013

1945

15,183

1929

1,065

1946

6,195

1930

907

1947

6,084

1931

995

1948

6,354

1932

1,106

1949

3,807

1933

1,252

1950

6,202

1934

1,226

1951

7,386

1935

1,776

1952

7,601

1936

1,935

1953

6,126

1937

1,780

1954

6,012

1938

2,010

1955

5,776

1939

2,427

1956

5,304

1940

5,245

1957

4,589

1958

4,574

* Peak was in June Of

1943 when 24,910 were on board.

ENCLOSURE(1)

HISTORICAL ITEMS ON DISPIAY AT THE SHIPYARD MUSEUM SHOPS 11/26

Al'ID 23

1. Shipfi tter 's tools, layout mold and fabricated including forging>equipment and tools. 2. Sectional repairs.

structural

shapes and plates

fairwater,

used in laying out of ship

Scale model of IT.B-195 (YONAGUSKA) and steel mast construction

Welder I s and burner I s equipment, material

Pearl Harbor.

SHOP

06.

and test

panels.

Tool Testing Program exhibit.

SHOP07.

Shipyard layout.

SHOP36/38. Ordnance and engineering display of ship's components, pumps, valves, reducing gears, computers, elevating gear, etc. SHOP41. Scale model of superheat tool display. SHOP 17. items

Display

of ventilation

VALUE ENGINEERING.

Photographs

marine boiler, patterns

tube bending and

and shipboard

of developed

projects

fabricated and display

new products. SAFETYOFFICE.

Employee safety

equipment

display.

SHOP 64/81

1. Graving dock model and display of docked ship. Portable staging of a ship's mast. Scale model of a wooden tug (YTL) constructed at Pearl Harbor. Construction stages of small boats at Pearl Harbor.

2. Patterns,

core box, foundry casting

display.

SHOP51. Model electrical light and power and intercom systems, gyrocompass and instruments, optics and electroplating display. DESIGN

DIVISION,

SHOP72/74. upholstering SHOP 67.

Display

of sound reduction

apparatus

Display of rope and cable splicing, of shipboard requirements.

Amateur radio

station

and test

methods.

canvas and leather

KH6CUM.

ENCLOSURE (7)

REAR ADMIRALEREEST

C. HOLTZWORTR, U. S. NAVY

A native of Huntington, West Virginia, Admiral Holtzworth attended Virginia Polytechnic Institute, the U. S. Naval Academy (:BS, 1931), and Massachusetts Institute of 'l'echnology (MS, 1936). At the Naval Academy he played varsity basketball and varsity tennis, and commanded the First Battalion with rank of Midshipman Lieutenant Commanderin 1931. Twenty years later he was Singles and Doubles Tennis Champion for Air Force, Atlantic Fleet. His early

service included sea duty as Assistant Gunnery Off'icer of the cruiser OMAHA,and shore "duty, 1936-1939, at the Norfolk Navy Yard, where he assisted in the construction of nine destroyers, two minesweepers, a battleship, and the overhaul of several large aircra.:f't carriers. In September 1939 he reported as Design Superintendent of the Pearl Harbor Navy Yard, and after the Japanese attacked the Fleet there on 7 December 1941, he participated in the salvage of sunken vessels. From October 1942, throughout the remainder of the war period, his permanent assignment was in the :Bureau of Ships as Head, War Analysis Group and Off'icer in Charge of the Preliminary Design Section. During this period, however, he served numerous temporary additional assignments with CommanderAir Force, Pacific Fleet, and Commander in Chief, Pacific Fleet, for aviation advance base developments and War Analysis. At the end of the war he was assigned to the Naval Technical Mission to Japan, f9r Technical Intelligence. In Japan he obtained the design and performance data. relative to the Japanese super-battleships !AMATO and MUSASHI,and how they were sunk, and his report was the foundation of all published reports concerning those world's largest warships. He received a Letter of Commendation from the Secretary for services in connection with offensive and defensive ments during World War II.

of the Navy naval develop-

After the war, he commandedthe Naval Training Schools at Massachusetts Institute of Technology, and was Professor of Naval Construction and Head of the Graduate School course in Naval Construction and Engineering until June 1949. For three years he served as Ships Maintenance and Material Officer on the Staff' of CommanderAir Force, Atlantic, and in July 1952 reported as Shop Superintendent at the San Francisco Naval Shipyard. He later became Production Officer and Conversion Coordinator for the two and one-half year conversion of the USS BON HOMMERICHARD (CVA-31)

a $67,000,000

jOb.

He served as Fleet Maintenance Officer on the staff's of Commander Service Force, Pacific Fleet, and Command~r in Chief, Pacific Fleet, from November 1955 until June 1958, when he assumed the duties of Commander, Pearl Harbor Naval Shipyard.

ENCLOSURE(8)

He is a member of the Society of Naval Architects and Marine Engineers, the American Society of Naval Engineers, and the Society of Sigma. Xi. PERSONAL DATA Born: Parents: Wife: Children: Address: Education:

Huntington, West Virginia, 1/8/08 Arthur N. and Nettie Belle Hunt Holtzworth Lucy Ann Miller of Huntington, West Virginia Nancy Florence Hol tzworth and Mrs. Ann Ream 1017 - 11th Avenue, Huntington, West Virginia Virginia Polytechnic Institute, Blacksburg, Virginia (2 years); U. S. Naval Academy (BS, 1931); Massachusetts Institute of Technology, Cambridge, Massachusetts (MS, Naval Construction and Engineering, 1936).

PROMOTIONS Commissioned Ensign, 6/4/31; Promoted to Lieutenant (jg), 6/4/34; Lieutenant, 5/38; Lieutenant Commander, 10/41; Commander, 10/42; Captain, 3/1/50. Selection for the rank of Rear Admiral approved by the President on 7/26/57; d.r. 7/1/58. DECORATIONS SECNAV

AND MEDALS

Commendation

Ribbon

American Defense Service Medal, with star Asiatic-Pacific Campaign Medal, one o:peration star American Campaign Medal World War II Victory Medal Navy Occupation Service Medal, Asia Clasp National Defense Service Medal CITATION Letter of Commendation by Secretary of the Navy: nCommander Holtzworth, while serving in the Bureau of Ships throughout the greater part of the war as Assistant to the Head of Preliminary Design Section, was :personally responsible for the detailed and thorough analysis of, cases of war damage to U. S. Naval vessels, and for the initiation of steps to apply the lessons from such cases to ships in service. His :performance of duty in this position of great responsibility was marked by keen :perception, soundness of conclusions, zeal and industry well above the standards normally expected. . ." CHRONOLOOICALTRANSCRIPT Jun 1931 - May 1933 Jun 1933 - Jun 1936 Jul 1936 - Aug 1936 Sep 1936 - Jun 1939

OF SERVICE

USS OMAHA(Asst. Gunnery Officer) NIT, Cambridge, Mass. (Under Instruction) Chemical Warfare School Edgewood Arsenal, Md. Norfolk Navy Yard (Asst. Shop Supt.) (Docking Officer) (New Construction).

ENCLOSURE (8)

Sep 1939 - Jul 1942 Pearl Harbor Navy Yard (Design Supt. & Advance Plamling)

Aug1942 - Oct 1946 Bureau of Ships, Navy Department, Washington, D. C. (Head, War Analysis Group, later, Officer in Charge Preliminary Design Section) (TADwith CommanderAir Force, Pacific, CNOfor Advance Base Operations, CINCPACFLT,for War Analysis, Naval Technical Mission to Japan for Intelligence, 1945-1946)

Nov 1946 - Jun 1949 MIT, Cambridge, Massachusetts

(CO :NTS;Professor of Naval Construction) Norfolk Virginia Jul 1949 - Jun 1952 Staff, COMAnu..ABT, (Ships Maintenanoe & Material Officer) Jul 1952 San Francisco Naval Shipyard, California (Shop Supt.) (Repair Supt.) (Production Officer).

Nov 1955

Staffs

18 Apr 1958

(Fleet Maintenanoe Officer) Commander, Pearl Harbor Naval Shipyard (Territory of Hawaii)

COloSERVPACand CINCPACFLT

ENCLOSURE(8)

BIBLIOGRAPHY

Shipyard

LOG, issue

of3 July 1953.

Shipyard

LOG, issue

of 31 July

Brief

of the History

Navy" compiled

by Captain

1958.

of Pearl Harbor in Its Relation L. M. Stevens,

to the U. S.

USN, 1928.

Administrative History of the Fourteenth Naval District,

VolumeI.

Pearl Harbor Banner, issues of 7 January through 9 September 1946. Shipyard Log, issues

of 16 January 1947 through 19 December 1958