The Morning of Sunday, December 7, 1941 began as any
other Sunday morning in the Islands. I had the evening watch the
evening before and had turned in after 0030 (12:30am) and had
gotten up about 0745, as I had planned to go to Waikiki Beach and
do some swimming later in the day.
We had just completed nine weeks of practice bombing
operations with Navy carriers and with Marine and Army Air force
planes, so most everyone had some plans for relaxation and
recreation. In fact, we had begun a six-section watch, which
would give us the maximum time off between watches.
A Striker [Radioman trainee], Gross, was up and
preparing to catch the 0800 liberty boat to the Fleet Landing. It
being Sunday and holiday routine being observed, the rest of the
[radio] gang, with the exception of the men on watch, were
sleeping in late. Most of them had returned late from liberty in
Honolulu the night before.
Those sleeping in the compartment next to Main Radio
were: Mills, RM1/C; Jack Durham, Jerkovich, Hughes, and a new
man, "Carpenter," - all RM3/C; and Bunting, Chapman,
Truax, Veratto, Hill, and a man whom Chief Putman had nick-named
"Bolivar," all of whom were strikers [trainees]. In
Main Radio [on watch] were: Berry, RM1/C, Clarence Durham, RM3/C,
and France, a striker.
I was reaching over someone's cot to get my shaving
gear out of my locker, when the first terrific impact jarred the
ship. No one below had any idea what it could be, but most of the
men were soon awake and on their feet. This must have been about
0755, as the last time I had looked at my wrist watch, a few
minutes before it was 0750.
Berry, RM1/C, shouted something about a collision.
Everyone was wondering what was happening, when a second terrific
explosion shook the ship. After the second blast, the ship began
to list slightly to port; I believe several light bulbs were
broken.
We were soon on our way up the starboard ladder,
leading out of the compartment to the next deck above. We could
hear and feel the explosions of bombs dropping topside. There
also were men coming from Central Station, which was located on
the next platform deck below, which added to the congestion
already on the ladder. As we climbed up the ladder I thought of
what might happen if a bomb were to fall down the air trunk in
which the ladder was located. A fireman from below was attempting
to lower the battle grating at the top of the ladder, but he soon
was persuaded otherwise.
I soon reached the second deck and seconds later had
reached the main deck. This part of the main deck was located
under the superstructure and was known as the "air
castle." The ship's service store and soda fountain were
located directly across the passageway from the top of the
ladder.
Upon reaching the main deck, it sounded as though
"hell had broken loose." Additional explosions shook
the ship and what seemed to be a third large explosion occurred.
The ship immediately took a sharper list to port and
started to settle. Someone shouted: "so that's their answer,
the dirty yellow b_______s," no doubt referring to the
negotiations going on in Washington, D. C. By this time almost
everyone was aware of what was happening; we were being attacked
by Jap planes. By now most of the ships in the harbor had opened
fire on the attacking aircraft.
The ship started to settle more rapidly and listed
more sharply to port. We started for life jackets, which were
stowed against the starboard bulkhead of the "air
castle."
There were not many, however, and I did not get one.
Some men ran from under the protection of the
superstructure over the "air castle" to the open deck
aft, but the open decks were being heavily strafed; most of them
returned to the comparative safety of the "air castle."
I did not know how many were hit by the strafing when they ran to
the open deck. Several bullets also ricocheted down the ladders
from the decks above.
By this time the ship was settling very rapidly, and
the water was coming up the deck from the port side, carrying
with it floating debris and timber. The ship had been covered
with heavy timber to protect the decks during bombing operations.
I heard LtCdr. Winser, our Communication Officer, give the order
to abandon ship, which the bugler also sounded. The first torpedo
apparently put the general alarm out of commission.
We were still being heavily strafed, and the Captain's
ladder, which led from the "air castle" to the
Captain's cabin and the deck above was jammed with men, who were
hesitating because of the strafing. I slipped under the ladder
rail and made my way to the deck above.
I do not remember any life line being up as I went
over the side. I slid down the side of the ship - about forty
feet or so - to the bilge keel, where I stopped momentarily. My
legs were scratched quite badly from the barnacles on the side
and bottom of the ship, as I was wearing white shorts, the
uniform of the day at that time.
I thought about jumping into the water below, which
seemed to be sixty or seventy feet below where I had stopped, but
there appeared to be too many men and too much debris directly
below me. Some of the men tried to reach the pilings of the berth
by traveling hand over hand down the lines which secured the ship
to the pilings. Some of them were half way down the lines, when
the lines snapped and dropped the men, like flies, into the water
below.
About the same time a man came hurdling by me
screaming madly as he fell. I never noticed what finally happened
to him, but the life jacket he was wearing apparently saved him
from serious injury during his descent, as he scraped the bottom
of the ship on the way down.
I started to work my way aft on the bilge keel while
the ship was settling rapidly. I pulled off my shoes and, for
some reason, removed by wrist watch, which was hanging loosely on
my wrist, and threw them into the water. The ship had settled
considerably by this time. And the point where I stopped was then
only ten to fifteen feet above the water, so I decided to jump
the remainder of the distance.
Just before I jumped into the water, Lt. Hal Jones
approached from behind and asked me if I could swim. I replied in
the affirmative and jumped into the water and started swimming
toward the berth pilings. Lt. Jones called for me to help him, so
I returned and helped him to the berth pilings. As we approached
the pilings, a tall, blonde fireman, who had manned the Captain's
gig, threw me the small life ring from the gig's stern rail. The
life ring was of little use, but I thought of keeping it as a
souvenir. However, I thought it might be of use to someone, so I
returned it.
After we had climbed onto the berth pilings one of our
motor launches took us from there to a float, which was connected
by a "cat-walk" to Ford Island. En route to the float
we could see the gun crews of the U.S.S. Tangier, a seaplane
tender, firing at the attacking planes.
We were soon on the "beach" and took cover
in a trench that was being dug to lay sewer pipe. An ambulance
drove up, and a marine jumped out and advised us to take cover
and to get rid of our white clothing, or to rub dirt on them so
that we would make a poorer target for the attacking planes.
From our vantage point in the ditch observing the
battle, we saw the U.S.S. Monaghans, a destroyer, underway for
the open sea, suddenly dropped two "ash cans" and made
a hard right turn in an attempt to ram the enemy midget
submarine. The explosions from the "ash cans" blew mud,
water, etc. eighty or ninety feet into the air.
About this time high-level Jap bombers flew over from
the south to north at an altitude of about 20,000 feet, in a
V-formation. Our anti-aircraft batteries did not touch them.
There was a broken cloud ceiling, which afforded
perfect conditions for an air attack such as this. The high-level
bombers appeared to be white or silver in color, while the dive
bombers and torpedo planes appeared to be darker in color. I saw
a Jap plane disintegrate in mid-air and pieces of fuselage
flutter to earth like leaves, after being hit by AA batteries
from one of our ships.
One plane, which had been hit by AA fire from the
U.S.S. Curtiss, which was anchored in West Lock Channel, caught
fire, banked sharply, and crashed into one of the cranes of the
Curtiss. This was evidently a last effort by the doomed pilot to
destroy the ship.
The U.S.S. Raleigh, a light cruiser, which was berthed
directly forward of the Utah, took a bomb hit on the port side.
She rolled and pitched like a cork for a few seconds. She soon
was level again and still firing what appeared to be every gun
she had, including several batteries of "1 point1's"
which were our equivalent to the British "pom-pom"
guns. There were occasional cheers from our men at incidents in
our favor.
During this time, the U.S.S. Arizona was hit and
exploded with such force that I thought for a moment the fuel
tanks by Submarine Base had been hit.
We later took cover under a building for a few
minutes, then spent several minutes inside the same building.
This afforded very little protection other than that of a
psychological nature. During this time I remember seeing Ed
Gertz, EM3/C, covered with oil. His voice was all that was
recognizable.
A truck came for us after we emerged from the building
and took us toward the center of Ford Island, where some
corrugated steel warehouses were located. One man was in
considerable pain from what appeared to be a broken ankle and had
to be helped on and off the truck. During our trip on the truck I
can remember seeing the U.S.S. Nevada beached with part of her
Bridge on fire.
After we had entered the warehouse, the second phase
of the attack began. Dive bombers were doing their damage again.
They seemed to work in pairs, bombing and strafing the ships and
Air Station. We broke out some "tin hats" we had found
in some of the crates and passed them around. A bomb hit between
the building we were in and the adjacent building and blew
concrete and rocks into the air, which broke through parts of the
building we were in. The planes continued strafing, and some of
the bullets came through the overhead and hit the
"deck" just a few feet from me. This is the closest I
came to being hit from strafing that I remember.
After this phase of the attack was over we went to the
main building of the warehouse complex. Where we helped break out
50 caliber ammunition. Some of us obtained 30.06 rifles. I had a
bandolier of 30 caliber ammunition but no rifle, so I gave the
ammunition to a Marine who was taking "pot" shots at
the attacking planes.
We were ordered to spread out around a frame of a
building that was under construction, in order to minimize the
possibility of additional casualties in the event of further
bombing and strafing by the enemy. We made breastworks from bags
of cement, which were being used in the construction of the
building. We were given blankets, which were greatly appreciated,
as we were none too warm following our "swim."
Two photographers from Ford Island gave me some of
their socks to protect my feet, which were quite sore by this
time. Some of the civilian employees from the Air Station brought
around some paint thinner and rags and helped us get the oil off
our hands and faces.
The crew of the U.S.S. California was called back
aboard ship after having abandoned ship earlier.
A "duck" amphibious plane} took off - the
first of our planes we saw in the air following the attack.
Some of the men received soda pop that was passed out,
as the water had been turned off. It was rumored that the water
supply had been poisoned
We signed several musters while at this location in
order to obtain an idea of whom had survived the ships sinking.
After leaving here I was passing a cook's barracks,
when one of them called me over and gave me some trousers and
shoes, which, although several sizes too large, were greatly
appreciated.
We then went over to the front of the Administration
Building, which contained the Ship's Service store, movie
theater, etc. While there we were mustered again.
Shortly after I met Jerkovich and Mills, who told me I
could get some dungarees and shoes at the ship's service store.
I went in and received a pair of dungarees from a fellow from the
Utah. I found a belt and a pair of tennis shoes, so I had almost
a complete outfit of clothing.
Nearby there was a "shell shock" case. He
was lying on a table, and a lady, still wearing an evening gown
was caring for him. He was whimpering like a little baby.
All the Utah survivors in the group were then taken to
a barracks on the second deck. On the way we passed a room where
the women and children were. Another room was filled with
casualties.
Shortly after our arrival at the bunk cubicle,
Commander Warris, our Executive Officer, arrived and took charge.
We were taken by motor launch to the U.S.S. Argonne, then the
flagship of Commander Base Force. Comdr. Warris was still wearing
civilian clothing and stood next to the Coxwain of the motor
launch as we crossed the channel. There was a machine gun mounted
in the motor launch, and several men had rifles. It took several
trips to ferry all the group of Utah survivors to the Argonne.
For a while after our arrival aboard the Argonne we
sat on deck and talked.
That evening I managed to take a shower, using my
discarded underwear as a towel. While in the shower room I met a
radio striker from the Argonne, who took me to the radio shack,
where I was put on watch for that night.
Soon afterward we had chow, the first I had eaten
since Saturday evening. That evening we were issued gas masks.
Occasionally, all men topside would be called to
attention, in respect for the bodies which were being landed on
the dock close by.
That evening, after dark, most of the radio gang from
the Utah, with other survivors, helped unload 5-inch ammunition
from the Argonne. After that Jerkovich, Mills and several others
from the radio gang, and I sat around the mess hall, drinking
coffee and exchanging ideas about our experiences of the attack.
We finally turned in about 11pm. I had a bare bunk and
only my gas mask for a pillow. I had been given a blanket, but
someone had taken it from the bunk during my absence.
I had just started to doze off when firing commenced
topside. Everyone in the sleeping compartment rushed to the mess
deck. The only lighting on the mess deck was from the blue battle
lights.
Shortly after the firing commenced a bullet struck the
bulkhead, came all the way through, and hit a man close by, who
fell to the deck. It was several minutes before a pharmacist mate
arrived. The wounded man was taken to the sick bay where he died
a few minutes later. It was later learned that the firing was a
result of unidentified planes coming in to land at Ford Island.
The planes were later identified as aircraft from the carrier
U.S.S. Enterprise. We heard that three of the planes had been
shot down or crashed. We learned later that the man killed on the
mess deck was a yeoman striker from the Utah.
[Ed. Note: The Deck Log of the USS ARGONNE confirms
that the man killed was Pallas Brown, Sea1.c from the USS Utah. Another man,
Leonard Price, Sea1/c, also from the USS Utah wounded in the upper left
arm. He was transferred to the Naval Hospital. Ironically, both had
survived the sinking of the Utah earlier in the day. A third man, V. W.
NANCE, Sea1/c, USS Nevada was found lying on the 1010 Dock near the north east
end having been wounded in the left shoulder with a machine gun bullet.
NANCE was given first aid treatment on the ARGONNE and transferred to the Naval
Hospital for treatment. Source: Deck Log, USS ARGONNE, National Archives of the
U. S.]
I finally got back to sleep for what seemed like
minutes, when I was awakened for a midwatch in the radio shack. I
was already dressed, so I just walked topside to the radio shack.
On the way I could see the fire from the U.S.S. Arizona burning
and a fireboat and tugs standing alongside, pouring water on her.
The drizzle that had started earlier that evening was still
falling.
I relieved a circuit watch for about two hours until
Galley, CRM, learned that I had handled ammunition until late and
let me turn in again. The two hours on watch were rather
uncomfortable, as the cuts and scratches on my legs were becoming
quite sore. The next day we just sat around and talked, remaining
near the radio shack for most of the day.
That night [December 8th,]
I had the midwatch again. The weather was the same as it was the
previous night - low ceiling, with a light drizzle. The Arizona
still burned. I had a radiotelephone watch with the U.S.S.
California and Com 14 [Commandant 14th
Naval District,] on Ford Island and relieved Jerkovich, who had
the evening watch. The [radio] set shorted out occasionally from
the drizzle. I had an extra French type handset, which I used
when the regular phones and microphone failed to work. Most of
the watch was taken up with routine testing.
Near Dawn the Enterprise's planes began to take off
from Ford Island. I was given a message to that effect and passed
it on to the Officer-of-the-Deck. Just about dawn I could see
Enterprise standing out. Several destroyers preceded her,
sweeping the channel with searchlights and sound gear for
periscopes or for submerged submarines. The California was being
pumped out but was still settling. Later she had to be flooded to
keep from capsizing.
Admiral Calhoun, then Commander Base Force, was on the
bridge about sunrise to look things over. I was relieved about
0600, went below for chow, then turned in on the same bare bunk,
with my gas mask for a pillow.
The next thing I knew a striker from the radio shack
was awakening me and told me I was wanted in the Communication
Office. He also wanted Gross, whom he located shortly thereafter.
We were led to the Communication Office, where an
Ensign told Gross and me that we were going to the U. S. S.
Castor with Gutreaux, a Chief Radioman from that ship. Truax and
several others from the Utah radio gang were topside as we left
the Argonne and bade us goodbye and wished us luck.
We caught a ride in a passing motor launch to the
U.S.S. Castor, which was tied up at the Submarine Base. Shortly
after reporting aboard, Gross and I were issued new bags of
clothing.
See Note 1.
1. Cliff Hill, a Radioman striker, mentioned on the
first page, is now reported as one of the
"non-recoverables," whose remains are believed to still
be aboard the Utah.
{Warren Upton may be contacted via e-mail at: <warrenu5ATcomcast.net>
