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| USS Yancey, laden with ice but apparently undamaged, arrives at Naval Station Norfolk (Virginian Pilot) |
On January 21, 1970, the Norfolk Virginian Pilot noted poor weather in the Hampton Roads area. Small craft warnings had been posted since 5pm the day before, and “snow that gave the Tidewater area 1 inch of snow should be on its way to the Northeast.” Weather for the 21st and 22nd would be fair and cold with the temperature dropping to 17 (F). Northerly winds were predicted. It was a severe backdrop for a catastrophic event.[i] USS Yancey (AKA 93), scheduled for impending deployment to the Mediterranean, completed a day’s amphibious refresher training on the 20th and anchored three miles north of the Little Creek Amphibious Base and 1¼ miles west of the south trestle of the Chesapeake Bay Bridge Tunnel. The ship’s commanding officer, Captain Dean R. Johnson, noted that because of extreme cold and high wind conditions, “a full anchor watch was set on the forecastle, and steam was at the throttles.” One anchor was underfoot, and one of two boilers was on line. Yancey had but one propeller and one rudder, making maneuvering difficult under the best conditions. Early on the morning of the 21st, strong, gusty, unexpected winds from 35 to 50 knots caused the anchor to drag. Efforts to put another anchor down were unsuccessful and the 26-year-old ship moved inexorably toward the bridge’s south span stern first. Despite efforts by a Coast Guard tug, it came alongside the trestle, starboard side to. At 1:37am and again at 3:30am, the ship struck and went through the trestle. In so doing, Yancey sustained a four-by-six foot gash in the starboard quarter. A 400-foot gap was created in the roadway. Access to the Eastern Shore of Virginia, a major route for commercial vehicles, vacationers, and commuters who worked in South Hampton Roads, was abruptly gone.[ii] In a statement made just after the collision, the commanding officer noted that the situation developed with such celerity that there was no time to react and that he had done soul searching to consider how he might have reacted differently.
Navy leadership acted swiftly in two areas: the first was to determine how the mishap occurred. In this regard, a service spokesman announced that Rear Admiral Philip S. McManus had appointed Captain J.F. Riley to investigate the circumstances of the incident and submit through the chain of command such findings of fact, conclusions, and recommendations that were warranted. Completion of the investigation might take a month. Of equal, if not greater, importance was relieving the inconvenience and economic distress to Eastern Shore residents and commercial users.[iii] The Navy announced that a regular helicopter shuttle service would operate between the Amphibious Base at Little Creek and Cape Charles. Later in the operation, the Navy initiated a regular sea lift using Landing Craft Utility (LCU craft) with a capacity of 100 passengers between the inactive Kiptopeke Ferry dock and Little Creek (with supplemental bus transportation to gate 2 of the Naval Station on Hampton Boulevard). Subsequently, an airlift using a C 131 Samaritan aircraft, carrying 44 passengers, operated between the Naval Air Station at Norfolk and Melfa, on the shore.[iv] The air transportation function was ultimately assumed by the Commonwealth of Virginia.[v] Concurrently, Chesapeake Bay Bridge Tunnel leaders estimated that restoration of the span would require 3 to 5 weeks.
Navy and civilian authorities worked in tandem to relieve immediate needs and restore normal operations. The Bay Bridge Tunnel District management, with the assistance of Navy divers, surveyed the crash site to locate wrecked trestle debris, although initial efforts were hindered by bitter cold winds and frigid sea water temperature.[vi] They located the span debris by January 29, 1970.[vii] In a providential step, the Bridge Tunnel staff had stockpiled five 75-foot sections of roadway. This meant that Tidewater Construction Company of Norfolk, whose employees would execute the restoration, could work around the clock and not be hindered by materials shortage.[viii] The trestle area was declared off limits to all but essential workers.[ix] Restoration proceeded apace, and had it not been for extremely high winds, heavy seas, and bitter cold weather, the work would have been completed on March 1, 1970. Two days after that deadline, it was reported that the bridge would open on the 5th. The Norfolk Ledger-Star reported that after the scheduled opening, traffic flow returned to normal levels.[x] Additionally, aboard USS Yancey, Captain Johnson was relieved on March 2 because the administrative proceedings in the mishap had not been completed and the ship was scheduled to leave for Europe on March 16. The change of command was considered administrative, not punitive.[xi]
Closure and restoration of the bridge tunnel played out amid an outpouring of comment from users. Among those immediately affected—aside from commuters—were commercial trucking firms, whose employees used the route to avoid a time-consuming, expensive North-South inland detour.[xii] In particular, one firm’s president complained that his business was down by 40%. Cape Charles and Northampton County’s political leaders issued a strongly worded statement attributing the accident solely to incompetence of the Navy.[xiii] Eastern Shore business people and citizens even criticized Governor Linwood Holton, demanding that he issue an emergency declaration, the only way the Navy would give more support. Holton, a former Navy officer, visited the repair site with Navy officials and praised the service for support to shore citizens. He opined that every feasible step to restore the span rapidly was being taken. He observed that employees of Tidewater Construction were working around the clock, noting that he and his staff would monitor the situation carefully.[xiv]
Concurrently with reopening the bridge-tunnel, additional matters required action. On February 18, 1970, the investigating officer recommended that Captain Johnson be issued a Letter of Reprimand and if the sanction were upheld, it would effectively end his career. The recommendation was concurred with as it worked its way up the chain of command. The captain unsuccessfully appealed the action, then appealing to the Secretary of the Navy.[xv] He contended in an 11-page letter that his career should not be jeopardized by a single event. The review process was excruciatingly slow, and on June 30, 1971, Secretary of the Navy John Chafee set aside the Letter of Reprimand, substituting a Letter of Admonition, noting the “mitigating effect” of the captain’s otherwise unblemished record. He also noted that there was inadequate advance warning of the storm, that the Yancey’s anchor had been judged defective 22 years earlier and that 6 other ships dragged anchor that night.[xvi] The harshness of the unexpected storm and danger presented to other ships in Hampton Roads was a factor noted in contemporaneous news accounts.[xvii] In the end, as noted in a Virginian Pilot editorial, the punishment for Captain Johnson was in accordance with the tradition that with authority comes accountability.[xviii] Yancey’s career ended somewhat prior to Secretary Chafee’s action in the former commanding officer’s service. The ship entered the Norfolk Naval Shipyard for preparation for decommissioning. One day short of the one-year anniversary of the events of that terrible storm, Yancey was removed from service. While a major challenge for those affected by the bridge-tunnel’s closure, the negative consequences of USS Yancey’s accident were mitigated by the resourcefulness of the bridge tunnel staff in setting aside additional span sections, along with the devotion of those who carried out the restoration under adverse conditions.[xvix]
Navy and civilian authorities worked in tandem to relieve immediate needs and restore normal operations. The Bay Bridge Tunnel District management, with the assistance of Navy divers, surveyed the crash site to locate wrecked trestle debris, although initial efforts were hindered by bitter cold winds and frigid sea water temperature.[vi] They located the span debris by January 29, 1970.[vii] In a providential step, the Bridge Tunnel staff had stockpiled five 75-foot sections of roadway. This meant that Tidewater Construction Company of Norfolk, whose employees would execute the restoration, could work around the clock and not be hindered by materials shortage.[viii] The trestle area was declared off limits to all but essential workers.[ix] Restoration proceeded apace, and had it not been for extremely high winds, heavy seas, and bitter cold weather, the work would have been completed on March 1, 1970. Two days after that deadline, it was reported that the bridge would open on the 5th. The Norfolk Ledger-Star reported that after the scheduled opening, traffic flow returned to normal levels.[x] Additionally, aboard USS Yancey, Captain Johnson was relieved on March 2 because the administrative proceedings in the mishap had not been completed and the ship was scheduled to leave for Europe on March 16. The change of command was considered administrative, not punitive.[xi]
Closure and restoration of the bridge tunnel played out amid an outpouring of comment from users. Among those immediately affected—aside from commuters—were commercial trucking firms, whose employees used the route to avoid a time-consuming, expensive North-South inland detour.[xii] In particular, one firm’s president complained that his business was down by 40%. Cape Charles and Northampton County’s political leaders issued a strongly worded statement attributing the accident solely to incompetence of the Navy.[xiii] Eastern Shore business people and citizens even criticized Governor Linwood Holton, demanding that he issue an emergency declaration, the only way the Navy would give more support. Holton, a former Navy officer, visited the repair site with Navy officials and praised the service for support to shore citizens. He opined that every feasible step to restore the span rapidly was being taken. He observed that employees of Tidewater Construction were working around the clock, noting that he and his staff would monitor the situation carefully.[xiv]
Concurrently with reopening the bridge-tunnel, additional matters required action. On February 18, 1970, the investigating officer recommended that Captain Johnson be issued a Letter of Reprimand and if the sanction were upheld, it would effectively end his career. The recommendation was concurred with as it worked its way up the chain of command. The captain unsuccessfully appealed the action, then appealing to the Secretary of the Navy.[xv] He contended in an 11-page letter that his career should not be jeopardized by a single event. The review process was excruciatingly slow, and on June 30, 1971, Secretary of the Navy John Chafee set aside the Letter of Reprimand, substituting a Letter of Admonition, noting the “mitigating effect” of the captain’s otherwise unblemished record. He also noted that there was inadequate advance warning of the storm, that the Yancey’s anchor had been judged defective 22 years earlier and that 6 other ships dragged anchor that night.[xvi] The harshness of the unexpected storm and danger presented to other ships in Hampton Roads was a factor noted in contemporaneous news accounts.[xvii] In the end, as noted in a Virginian Pilot editorial, the punishment for Captain Johnson was in accordance with the tradition that with authority comes accountability.[xviii] Yancey’s career ended somewhat prior to Secretary Chafee’s action in the former commanding officer’s service. The ship entered the Norfolk Naval Shipyard for preparation for decommissioning. One day short of the one-year anniversary of the events of that terrible storm, Yancey was removed from service. While a major challenge for those affected by the bridge-tunnel’s closure, the negative consequences of USS Yancey’s accident were mitigated by the resourcefulness of the bridge tunnel staff in setting aside additional span sections, along with the devotion of those who carried out the restoration under adverse conditions.[xvix]
Note: The author wishes to thank Troy Valos at the Sargeant Memorial Collection, Slover Library, Norfolk, VA, for assistance locating the images in this article.
Notes:
[i] “Snow to move on” Norfolk, Virginian Pilot, January 21,1970, p. B7.
[ii] “Navy Ship Cuts 400 foot Gap in the South Span,” Norfolk Virginian Pilot, Ken Wheeler, January 22, 1970, pp. A 1-6, “Eastern Shore also feels the bump,” Norfolk Virginian Pilot, James A. Harper, p. A1; “Yancey 4th vessel to strike the bridge,” Norfolk Virginian Pilot, January 22, 1970, p. A6. One incident occurred in 1966, and 2 in 1967. One involved a Navy Ship, USS Churchill County (LST 583). The others involved unpowered barges, one of which was under tow and the other anchored. Each involved winds from the North and Northwest.
[iii] Closing Doors Jar Orphaned Delmarva,” Norfolk Virginian Pilot, Cliff Hubbard, January 23, 1970, p. A1. It was reported that a motel owner in Cape Charles had to lay off all 24 employees, and the manager of a Virginia Employment Commission office in Exmore noted a marked increase in applications for unemployment compensation. Norfolk Virginian Pilot, p. A 1.
[iv] “Air Sea Shuttle to Start,” Norfolk Virginian Pilot, Ken Wheeler, February 7, 1970, p. B1.
[v] “Virginia to Assume Shore Flights,” Norfolk, Virginian Pilot, February 10, 1970, p. B1.
[vi] “Weather hampers bay span probe,” Norfolk Virginian Pilot, January 25, 1970, p. B1.
[vii] “Divers find sections,” Norfolk Virginian Pilot, January 27th, 1970. P. B1..
[viii] “Slab stockpile speeds up span repairs,” Norfolk Virginian Pilot, January 23rd, 1970, p.A1.
[ix] “Trestle area Off Limits,” Norfolk Virginian Pilot, January 27, 1970, p. B1.
[x] “Bay crossing notes healthy traffic rise,” Norfolk Virginian Pilot, October 22, 1970, p. C3.
[xi] “Reassignment for Skipper,” Norfolk Virginian Pilot, March 3, 1970, p. B1.
[xii] “Truckers ask compensation,” Norfolk Virginian Pilot, January 29, 1970, p. C1.
[xiii] “Shore Group raps Holton,” Norfolk Ledger Star, Richard C. Bayer, February 3, 1970, p. B1.
[xiv] “Holton Inspects Bay Span, Navy praised for service,” Norfolk Virginian Pilot, February 8, 1970, Shirley Bolinga, p. A1
[xv] “Yancey’s skipper fights reprimand,” Norfolk Virginian Pilot, May 1, 1970, p. C8.
[xvi] “Skipper’s punishment lessened,”Norfolk Virginian Pilot, June 30, 1971, p. B11.
[xvii] “Wind that blew the Yancey down,” Norfolk Virginian Pilot, March 14, 1970, p. B1.
[xviii] “ In the Wooden Ship Tradition,” Editorial, Norfolk Virginian Pilot, March 10, 1970.
Notes:
[i] “Snow to move on” Norfolk, Virginian Pilot, January 21,1970, p. B7.
[ii] “Navy Ship Cuts 400 foot Gap in the South Span,” Norfolk Virginian Pilot, Ken Wheeler, January 22, 1970, pp. A 1-6, “Eastern Shore also feels the bump,” Norfolk Virginian Pilot, James A. Harper, p. A1; “Yancey 4th vessel to strike the bridge,” Norfolk Virginian Pilot, January 22, 1970, p. A6. One incident occurred in 1966, and 2 in 1967. One involved a Navy Ship, USS Churchill County (LST 583). The others involved unpowered barges, one of which was under tow and the other anchored. Each involved winds from the North and Northwest.
[iii] Closing Doors Jar Orphaned Delmarva,” Norfolk Virginian Pilot, Cliff Hubbard, January 23, 1970, p. A1. It was reported that a motel owner in Cape Charles had to lay off all 24 employees, and the manager of a Virginia Employment Commission office in Exmore noted a marked increase in applications for unemployment compensation. Norfolk Virginian Pilot, p. A 1.
[iv] “Air Sea Shuttle to Start,” Norfolk Virginian Pilot, Ken Wheeler, February 7, 1970, p. B1.
[v] “Virginia to Assume Shore Flights,” Norfolk, Virginian Pilot, February 10, 1970, p. B1.
[vi] “Weather hampers bay span probe,” Norfolk Virginian Pilot, January 25, 1970, p. B1.
[vii] “Divers find sections,” Norfolk Virginian Pilot, January 27th, 1970. P. B1..
[viii] “Slab stockpile speeds up span repairs,” Norfolk Virginian Pilot, January 23rd, 1970, p.A1.
[ix] “Trestle area Off Limits,” Norfolk Virginian Pilot, January 27, 1970, p. B1.
[x] “Bay crossing notes healthy traffic rise,” Norfolk Virginian Pilot, October 22, 1970, p. C3.
[xi] “Reassignment for Skipper,” Norfolk Virginian Pilot, March 3, 1970, p. B1.
[xii] “Truckers ask compensation,” Norfolk Virginian Pilot, January 29, 1970, p. C1.
[xiii] “Shore Group raps Holton,” Norfolk Ledger Star, Richard C. Bayer, February 3, 1970, p. B1.
[xiv] “Holton Inspects Bay Span, Navy praised for service,” Norfolk Virginian Pilot, February 8, 1970, Shirley Bolinga, p. A1
[xv] “Yancey’s skipper fights reprimand,” Norfolk Virginian Pilot, May 1, 1970, p. C8.
[xvi] “Skipper’s punishment lessened,”Norfolk Virginian Pilot, June 30, 1971, p. B11.
[xvii] “Wind that blew the Yancey down,” Norfolk Virginian Pilot, March 14, 1970, p. B1.
[xviii] “ In the Wooden Ship Tradition,” Editorial, Norfolk Virginian Pilot, March 10, 1970.
[xvix] “Chesapeake Bay Heroes,” Editorial, March 4, 1970, p. A10.
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