Nearly 90 minutes after the bomb hit, Birmingham was ordered to fall out of formation and assume command of the firefighting operations. Birmingham maneuvered aft on Princeton's port side. The two ships were built to the same hull design, so Birmingham was not so heavily battered as Irwin. Coming in from the weather side also allowed Birmingham better control. But things did not go smoothly for long.

Subscribe Today

• Did you enjoy our article?
• Read more in World War II magazine
• Subscribe online and save nearly 40%!!!
 

Reno failed in her attempt to position her bow between Princeton and Birmingham. She was not able to hold her own and disengaged from the firefighting operations when the fire had abated considerably.

Birmingham moved forward on Princeton's port side, the ships smashing into each other in the incessant swells. It was sickening to watch; it seemed as though the two ships were attempting to destroy each other.

To be effective, Birmingham had to stay in direct contact so firefighters could move from ship to ship. To stay in physical contact, Birmingham deliberately crowded Princeton. Princeton's anti-torpedo blisters on both sides below her waterline amidships effectively limited the approach of any supporting ships to the bow or stern areas.

After an extended all-night shift belowdecks making repairs in the after engine room of Birmingham, I was relieved from duty. I went above with Vernon Trevethan and George Thompson. No longer serving under general quarters, we were off duty and sightseeing.

George, Vernon and I headed for the open bridge above the starboard flying bridge. We wanted to observe the firefighting efforts on Princeton but still stay out of the way. Clearly, Birmingham's starboard side and Princeton's port side were severely damaged by the grinding impacts that ensued during Birmingham's attempt to maneuver to the advantage of the firefighters aboard both ships.

Damaged by the constant collisions between the two vessels, a hatch door was ripped from Princeton's hull, exposing the interior of what appeared to be a companionway. Today the memory of what I saw scares me. Then, however, I was only 23 and not easily intimidated by potential danger. What I saw was a row of bombs standing upright. If memory has not failed me, those bombs were in the neighborhood of 5 feet tall and 12 inches in diameter. Firefighters on Birmingham were directing streams of water onto those bombs, causing them to sizzle like a hot frying pan when water is sprinkled onto its surface. This effort by Birmingham's crew to cool down the bombs with fire hoses was desperately hampered because of the narrow quarters and the constant rolling of the ships. The bombs were hissing and generating clouds of steam. My buddies and I watched this activity from our vantage point less than 20 feet away from the nearest bomb. Birmingham's skipper, Captain Thomas Inglis, was just below us on the flying bridge, directing the entire operation. The grim expression on his face indicated his deep concern at the stress of the situation.

Three hours and seven minutes after Princeton was hit, the destroyer Morrison came alongside starboard amidships. In short order, a jeep and an aircraft-towing tractor fell from Princeton's deck onto Morrison's bridge. Fifteen minutes after coming alongside, Morrison became wedged between Princeton's No. 2 and No. 3 stacks. As a result, Morrison's mast bent and eventually broke.

At around 1:32 p.m., Birmingham sounded general quarters as she pulled clear of Princeton due to threats of air and submarine attacks. Fires and smoke were still observed pouring out of Princeton. While clearing Princeton, Birmingham moved to the carrier's starboard side, and from Birmingham's deck we could see Morrison in her predicament. Morrison looked so ludicrous with her mast bent 90 degrees at its base that it provoked uncontrollable laughter from Birmingham's crew. My companions and I left for our respective battle stations.

Help HistoryNet by bookmarking to