Over to my brother:
The ultimate fear of any sailor, from the days of the earliest ocean voyages right up to the present day, is to be lost at sea. To have your ship sink out from under you and to be left alone on the wide ocean expanse is a fate dreaded by all who have ever departed from the security of terra firma. Such fears became a reality for the crew of USS Indianapolis a few minutes before midnight on the 29th of July 1945. The cruiser went down fast after being struck by two torpedoes from the Japanese submarine I-58. Out of a crew of 1,196 it is estimated that 800 – 850 managed to get off the ship before it slipped beneath the waves. Only twelve life rafts and six floater nets could be released in time—not enough to accommodate all of the survivors. Several hundred men were thus cast into the dark empty sea with just a life vest to keep themselves afloat.
At least they had a reasonable hope of quick rescue. Indianapolis
had just completed a high speed run from San Francisco to Tinian to deliver
parts of the atomic bombs that would eventually end the Second World War. At the time of its loss, Indianapolis was making a routine passage across the Philippine Sea
to Leyte where it was to join Task Force 95.
A year before the Philippine Sea had been the crossroads of opposing
fleets and the scene of two massive sea battles (The Battle of the Philippine
Sea and the Battle of Leyte Gulf), but at this late stage of the war the sea
was far to the rear of the combat zone.
The submarine that sunk Indianapolis
may well have been the only enemy combatant for miles around. Indianapolis
went down about 300 miles from the nearest land (Palau Islands), an easy day’s
sail for most ships. Furthermore, the
area was criss-crossed several times a day by aircraft conducting the routine
and administrative drudgery of rear area support tasks. If the survivors from Indianapolis could just get through the night they would surely be
rescued the following day.
Unfortunately, their situation was far darker than they even
imagined. Nobody was looking for
them! Indianapolis radiomen managed to get off two SOS signals before the
ship went under. But despite the fact a
distress signal was received by at least three stations, no action was taken to
either organize a rescue party or even to investigate. It seems the Japanese sent fake distress
calls so often in attempts to lure out American search vessels that SOS signals
were routinely ignored unless the ship’s identity could be confirmed by radio contact.
USS Indianapolis on 10 July 1945 off Mare Island after her final overhaul; photo courtesy of the National Archives and Records Administration |
Even worse a breakdown in the routine communications
procedure for tracking ships at sea meant that nobody noticed Indianapolis’ failure to arrive at Leyte
the morning of July 31st. The
movement of warships was obviously rather secretive so the Navy had established
a set of communication guidelines regarding departures and arrivals of
warships. Following protocol there had
been an announcement over the radio network when Indianapolis departed Guam, but no announcement would be made upon
her safe arrival at her destination. It
was typically up to the commander at a warship’s destination to take
appropriate action if a ship was overdue.
However, in the case of Indianapolis
on this particular cruise things had become confused. The operations officer for Task Force 95, to
whom Indianapolis was to report upon
arrival at Leyte, did not know to expect Indianapolis
because his staff had incorrectly decoded the message informing him of the
ship’s impending arrival. When Indianapolis failed to arrive as scheduled,
the Leyte port director assumed she had been diverted en route, as warships
often were, and took no action. In other
words, the Navy had lost a 10,000 ton ship.
The poor souls drifting in the Philippine Sea paid a heavy
price for the Navy’s failure to devise a communications scheme to keep track of
its ships. With little fresh water, food
or protection from the elements the survivors faced a horrific ordeal. Hopes for a rescue faded after the first full
day adrift. Several planes were spotted,
but try as they might they could not get the pilots’ attention. The day of their expected arrival in Leyte
came and went and still there was no sign of rescue. As the long days mounted their suffering
became ever more protracted. Even as the
tropical sun scorched them by day, the water gradually sapped their body heat
so that hypothermia eventually set in.
Dehydration took its predictable toll.
Some fell to prey to hallucinations or gulped seawater to quench their
overpowering thirst. The ship’s oil made
eyes sting and open wounds fester.
Although hypothermia and dehydration undoubtedly claimed
more victims, the killer that has become inextricably linked to the Indianapolis disaster is the shark. Big, aggressive oceanic whitetips, which had
probably been following the ship, started circling groups of survivors as soon
as the oil slick dissipated. After first
consuming those who had died of wounds the sharks then began attacking the
living. Woody Eugene James tells the
harrowing story:
The day wore
on and the sharks were around, hundreds of them. You’d hear guys scream, especially late in
the afternoon. Seemed like the sharks
were the worst late in the afternoon than they were during the day. Then they fed at night too. Everything would be quiet and then you’d hear
somebody scream and you knew a shark had got him.
It is impossible to know for sure exactly how many fell
victim to shark attack. Doug Stanton,
author of In Harm’s Way, considers
that as many as 200 were eaten. All told
880 men died as a result of the loss of Indianapolis,
around 500 of them having died in the water after abandoning ship. The survivors were finally spotted—completely
by chance—by a passing aircraft on August 2nd. The last man rescued, pulled from the sea the
following day, had been in the water for 112 hours and had drifted 124 miles.
USS Indianapolis survivors aboard the USS Bassett; photograph courtesy of Steve Butler |
There is in fact a double tragedy: the loss of the Indianapolis and the lost Indianapolis. Captain
Charles McVay was convicted for the first tragedy for having hazarded his ship
by failing to zigzag. It was a raw deal
to be sure, which was not corrected until 2001 when his name was cleared of any
wrongdoing. Regardless of whether his
actions contributed to the disaster or not, the heavy burden of responsibility
for the lives of 880 men under his command tore at McVay for the rest of his
life. Egged on by hate mail from victim’s
families, he committed suicide in 1968.
The Navy, on the other hand, never properly explained culpability for
the second tragedy—why 316 poor men drifted in the open sea for more than four
and a half days while nobody looked for them!
Stay tuned for a future post about the part one of my ancestors played in the rescue of USS Indianapolis survivors.
_______________
My brother, John, is writing a book about World War II. The sources he used for this post are:
“A
Survivor’s Story, In Woody’s Words.” ussindianapolis.org. Netwide Development (accessed June 24,
2014).
Morison, Samuel Elliot. Victory
In the Pacific 1945, History of the United States Naval Operations in World War
II, Vol XIV (Castle Books, 1960), p. 319 – 330.
Stanton, Doug. In
Harm’s Way—the Sinking of the USS Indianapolis and the Extraordinary Story of
its Survivors, (Henry Holt and Company, 2001).