AFTER THE WAR
Japanese Subs Captured

Since 10/10/02

by Paul Wittmer, Motor Machinist Mate on USS Tinosa

Paul Wittmer served as a member of the US crew who brought the I-401 to Pearl Harbor from Japan after the war. He also made war patrols on the USS Tinosa (SS-283) and later served on the USS Grouper (SS-214).

http://www.geocities.com/usstinosa283/Wittmer.html
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Time and circumstances dictated a different adventure for those who left the Tinosa after the 10th patrol. We missed the experiences of the 11th run into the Sea of Japan, through the mine fields, but fate had us slated to visit strange lands, and be among strange people on board the most unusual submarines of their time.

The Tinosa pulled into Guam after a short 10th patrol and some of us rotated Into the relief crews on board the USS Proteus. Pace of life was different, more work; boats were being refitted around the clock using three shifts whenever possible. On occasion we were permitted a day at camp Dealy, but we had to work for the privilege. After a few months we heard about some new bombs that were dropped on Japan. Within a week the news came that the Japanese capitulated There was great excitement throughout the harbor that lasted for days. We, on board the Proteus loaded stores and made ready for sea ... in a hurry.

For the next few weeks at Guam and other places many ships were homeward bound with men who had accumulated enough points to be processed for discharge. They were going home, and those in the regular Navy, like myself, were staying.

The third fleet sailed North and the Proteus, was among this armada. That sight alone was most impressive. We anchored in Tokyo Bay in line with the battleship Missouri and Mount Fujiyama. On the evening before the official signing of the surrender documents (on board the Missouri), we, on the Proteus were privileged to witness the sun setting directly behind Mount Fujiyama with the battleship Missouri in the foreground. A grand and fitting finale.

About this time, three of the largest submarines in the world, the I-14, the I-400 and the I-401 were encouraged, with the assistance of armed prize crews, to put into Tokyo Bay. Eventually they would tie up alongside the tender Proteus, complete with their Japanese crews and pets. The prize crews were selected from the available men in the relief crews and would be assigned to each of the three I boats. Some of the former Tinosa men that I can recall as prize crewmen were Warner Cross, Don Pierson, Herb Citrin, Clyde Gallardy, Steve Hovanic, and myself.

The I-401 was boarded at sea by the Segundo. One of these two large boats had to be encouraged and boarded at the entrance to the bay because the Japanese balked at bringing their boat into Tokyo Bay, not their home port. I remember this well, because I was one of the boarding party. We received an urgent message about the refusal of this I-boat to enter the bay and on board the Proteus assignments and orders were issued hurriedly. We were to don our undress blues with watch caps and board a destroyer. That destroyer poured the coals on and it was the fastest trip I had ever experienced on board, any Naval vessel. Battle stations were called and all guns were trained on the Japanese submarine. We were loaded into motor whaleboats and boarded at the stern. We went below and made our way through the boat, stationing ourselves at various points. Hoping all the time that no one on the destroyer got excited and started shooting. This show of force convinced the Japs that we were intent on bringing the boat into Tokyo Bay. Engines were started and we got underway. At first all three boats were moored or anchored off the Proteus, later the Jap boats were brought alongside the tender. No planes, torpedoes or ammo was on board when we boarded. There was a rumor the captain had committed suicide but this is not confirmed.

Our assignments were to learn how to operate these monstrous boats. All of us had gone through the qualification ritual on board the American boats, so we had an understanding of how to go about tracing systems, making sketches and learning enough to operate the equipment. These boats were vastly different from American fleet type submarines. The cross connected piping systems gave us fits, because we could pump virtually any liquid with any pump by means of the various manifolds connecting all systems. We had fuel oil in the drinking water and on one occasion, very rapidly pumped hundreds of gallons of engine room bilges into one of the sleeping compartments, using the largest pump on board. I recall one of the Americans was sleeping in this compartment, heard the noise of water, awoke to see his sea bag floating by his eyes.

The language and markings used on the various valves and controls at first was confusing. Interpreter's descriptions did not make sense and did not help us to any great extent. We learned, often the hard way, what each control, valve or lever meant.

The I-400 and the I-401 were the largest of the three boats. Each one carried three aircraft within a sealed hanger on the main deck Launching equipment as well as a recovery crane were part of the system. It had been said that these vessels were designed to bomb the Panama Canal as one of their missions ... never carried out this task. The displacement was 5,500 tons and they drew about 27 or 29 feet of water, (as much as a battleship) and required the assistance of tugs to come into port. There were two torpedo rooms forward with 4 tubes in each room. The forward rooms were upper and lower. There were no tubes aft. The main section of the boat was built on the principle of two hulls side by side, port and starboard, with all the usual compartments and doors connecting all rooms both fore and aft as well as port and starboard. All the doors were round not elongated as on board American boats. There were four main engines, about 3,000 horsepower each, alongside each other in the two main engine rooms. These were coupled through reduction gears and clutches to the two main shafts and were capable of driving these boats at 23 knots on the surface. We tested them. There were two auxiliary engines with generators forward of the starboard engine room.

The Japanese normally carried a crew in excess of 180 men, probably over 200 on each of the larger boats. The exodus of Americans leaving the Pacific left us with an allotment of 40 men assigned to each of these boats. At first we directed the Japanese crewmen to clean up the boats and apply new paint as required, which was practically everywhere. We learned all we could from the original crews and eventually they too were released to go to their homes.

We made trial runs with our 40 man crew and became more familiar with the operation of these boats. We were getting more confident all the time. Orders were received to go to Sasebo in Southern Japan. This we did through quite a storm. The boat rode remarkably smooth even in rough seas due primarily to the double hull construction. This was a requirement for launching aircraft. I recall the engine room watches had to be set at 6 hours on duty with 2 hours off during this three day storm period. The normal watch for engineering personnel was set at 6 hours on with 6 hours off duty. I also recall the waves washing over the engine exhausts during the storm, causing the main engine cylinder pressure relief valves to pop. With these large diesels it sounded like 40mm guns going off in the engine rooms.

At Sasebo, we tied up alongside the tender Euralie. It was at this Naval Base where we saw a variety of Japanese fleet type submarines of the I class. One of these boats was the 1-58 commanded by, Mochitsura Hashimoto, IJN. This is mentioned because the I-58 by an incredible series of circumstances was the boat that sank the USS Indianapolls. It was the Indianapolis that carried the atom bomb on a record breaking run from California to Pearl and then on to Tinian for subsequent loading on the B-29 bomber Enola Gay.

The Japanese captain Hashimoto, in his early WW II days was torpedo officer on board the I-24. On Saturday night, Dec. 6, 1941, the 1-24 surfaced off Waikiki, with 27 other Japanese submarines 5 of which were engaged in launching midget submarines, the 1-24 launched her midget. Eventually Hashimoto commanded the 1-58 and after several patrols he placed his boat at a crossroads of Allied traffic. After the Indianapolis completed it's bomb transport mission it took a path which ran into the I-58's area. On July 16th both ships left different ports (the same day). These two vessels were to meet on July 30, 1945 and the outcome was disastrous for the Indianapolis and 1200 men.

The details and history of the sinking of the Indianapolis is vividly described in the book: "Abandon Ship" by Richard F. Newcomb, published by Henry Holt and Co., N.Y. 1958, 1959. Also see "Submarines of WW II", London: Arms and Armour Press 1977, this book is by Erminio Bagnasco and has many illustrations, photos and diagrams.

The typical fleet type Japanese boat was of the I-58 class. It was about 355 feet overall and displaced 2,140 tons. With a cruising speed of 14 knots and a maximum of 17 knots on the surface She carried 19 torpedoes with 6 tubes forward. The torpedoes were oxygen fueled and wakeless. They had a speed of 48 knots at 5500 meters and at 42 knots the range was nearly 5 miles. This was a 24" diameter fish with a 1,210 pound explosive. The original construction had a hanger for an airplane but later variants were constructed to allow room on deck for kaiten torpedoes. The kaiten torpedo was manned and steered by the underwater counterpart of the kamkaze pilot. None of these were used against the Indianapolis.

This boat was described as having many noisy rats that would knaw through the rice sacks and scurry about the vessel.

While in Japan we had occasions to go ashore on liberty parties; however at the time there wasn't much point. The cities were in rubble, still digging out dead bodies and the countryside smelled pretty badly, especially as you got close to a village. Much of our time was spent close to the tender or the Naval bases.

It was winter at Sasebo and cold with overcast days. We were glad to leave for warmer places. We sailed to Guam in a group,...three Ex Japanese Submarines with a rescue vessel along for company. By this time we were able to drive the boats and control them pretty good with our American crews.

We tied up at Guam sometime in November or December and did not stay too long. I think it was less than a week or so. We rapidly wore out our welcome with our recently acquired habits of collecting souvenirs from the wrong places...items such as a Jeep were stowed in the hanger with our motor launch and sailboat. I remember they would not let us sail until we gave up the water cooler. There was no way to hide the taste of brackish oily water without chilling. Christmas was celebrated early at Guam as is customary when sailing prior to a holiday. We left for points Eastward.

On the way we made a stop at an Island called Eniwetok. We know that the I-14 had some sort of a problem with one of their main engines enroute. The rescue vessel's motor whaleboat transferred a vibration damper at sea from the I-401 to the I-14. I recall proceeding at reduced speed for awhile. Eventually we made it to Pearl Harbor.

It was after dark when we sailed into Pearl. All three boats in line running on engines. We were the second boat with the I-400 directly behind us. The Squadron Commander, H. Cassidy, was in the lead boat all ready for the fanfare, news reporters, bands and greetings that were prepared. Then our starboard main engine started to pound, we had to shut down and fast ... but there was that 1-400 right behind us. I remember this because I was in charge of the starboard engine room. Getting word to the bridge was something else and convincing the O.D. that I had to shut down was another. Finally the bridge signaled to shift to batteries. This was done with an increase in the screw RPM's ... and the I-401 merrily sailed right past the I-14. Naturally the Squadron C.O. had a few choice words to say over the radios we carried. The I-401 was first to dock with the I-14 tied up alongside and the I-400 outboard. This was more convenient; now we could get our Jeep onto the dock easier. Our main engine had lost one of the very large nuts used to hold the crank bearing together. Two of us cut through about 3" of steel with a hand hacksaw within the crankcase to remove the bent crankbolt and have another made.

These boats remained tied up at Pearl for a few months, awaiting disposition. Finally their fates were sealed by a military tribunal ... take them out and sink them.

The concept of large, relatively high speed submarines had been demonstrated. The concept of an additional rudder, topside was noted, (probably a first for a submarine). A relatively thick coating, over 1/2" of a soft material had been applied to all the topside hull, hanger and conning tower surfaces. Later it was found that this material effectively reduced the amplitude of radar images of a searching vessel.

The internal design arrangement of the various systems, equipment and tanks was different when compared to the standards of an American fleet type boat. The hulls were of a riveted construction. Tools, such as chain hoists and wrenches bent or broke at the hands of the American crews. In some respects the machinery was crude but effective. Voice tubes connected the conning tower and control room to various compartments. The high pressure air compressors were very good pieces of equipment. High pressure air flasks were installed within the pressure hull and the fresh water tanks were outside the pressure hull, next to the fuel oil tanks. The torpedo tubes were substantially larger in diameter, (about 24") than the American fish. The topside armament was Most impressive for a submarine. When these boats were first boarded by Americans, the rodents (pet rats) were tame enough to eat out of your hands or would tolerate petting. Garbage was seldom dumped, (probably never on patrol) ... it just piled up. The Japanese must have had serious shortages of paint. Much of the internal equipment was coated with rust. As a matter of fact, during the clean up process we had to show the Japanese how to use a paint brush rather than apply paint with a crumpled rag. Probably a shortage of brushes also.

Each crewman carried his belongings in a sea chest made of wood with rope handles. These chests were stored in the sleeping compartments such as the after room. The galley was equipped with large electric kettles mounted on gimbals for cooking the rice, etc. There may have been a range also but I do not recall. There was no sit down mess area as we knew it. There was a table outside the galley which usually had a fish and a tin of something (perhaps octopus) for snacks. When one of the Japanese wanted a bite to eat he would cut off a piece of fish and munch on it ... maggots and all. We built a long wooden table against a bulkhead in the galley area. A long bench, somewhat like a picnic bench was attached to the mess table. This was on board the 1-401, I do not know what the others did on their respective boats. The officers quarters were quite elaborate, with much use of varnished wood paneling and trim. Like something out of Jules Verne.

These boats were gas fumigated at least two times during the cleaning up process and this caused some problems. The creatures would die within the (paper) insulation behind the wooden panels in places like the radio room, etc. Also they would clog the bilge strainers. The stench was pervasive and stayed with us all the time we were aboard. Even on liberty at Pearl, we didn't detect it, but by our odor, waitresses immediately noticed that we were off the I boats. (Talk about the Charley Brown comic strip character known as "Pigpen"!). That stench must have got into our skins.

The sanitary facilities (toilets in particular) were unique. These were Eastern type throughout the boat. They took some getting used to because quite unlike Western facilities these units required a squatting position, (no seats), some what like a slit trench. Due to the plumbing and valves these units were raised off the deck by about 20" or so. (There was absolutely no chance to do any reading). Each unit was equipped with a stone crock, mounted on the bulkhead, with a supply of water for washing. The crock was only big enough for one hand! There was no paper until we introduced it. When using the facility you were obliged to step up and firmly plant both feet astride the footpads. Assuming and maintaining the proper position on board a rolling and pitching ship at sea was solved by the Japanese designers. They installed a convenient hand rail at each facility, secured to the bulkhead.

There were no shower facilities on board any of these boats. Bucket baths or a water hose on deck was utilized when we were denied use of submarine tender or shore based facilities. We had complaints while at the dock at Guam, about the naked men taking a bath out in the open on the main decks of those Japanese Subs.

There was a period of time back at Yokuska when the Proteus and the relief crews had to relieve the Marines at the Naval Base. The Marines had been there three days, later on we found out why they were anxious to be relieved. We were armed with carbines, some food and water and were put ashore on the sub base to stand watch at the piers and buildings. The only thing we noted on the piers were the rats. They sounded like buffalos running on a dark night. We arranged to stay in an office building and slept on top of some desks. We found some nice straw mats to put on the desks first. It became quite apparent we were not to get any rest, something kept biting us about the body. The place was infested with fleas ... (the mats were suspect.) Late the next day ... back to the tender ... we were relieved. The first thing after leaving the launch and on the deck of the Proteus, we were fumigated by the trusty corpsmen. Well that did it, it made the little buggers real angry ... so by the time each man got below and to his locker to get ready for a shower he was practically stripped. Can you picture a bunch of naked men picking fleas off one another, like something you would see at the zoo. The regular ships company did not appreciate this at all.

While the Proteus was at anchor near the Yokuska Naval Base, an old coal fired, steam driven tug boat was acquired. An old time Navy Chief was put incharge of the engine room and fire box. The machinery was brass and polished to sparkle. The tug was a small harbor tug with a tall stack... sort of unusual looking. It was dubbed, "Gruesome Eva" and this name was painted on the vessel. The tug was used for ferry service and for liberty parties to some of the more distant cities. A former Tinosa man, was assigned to this tug, and he had earlier decided to change from seaman to fireman, he liked the idea of working on engines. His job was to stoke the firebox under supervision of the old Chief. I remember him remarking that the coals had to lay just right in that firebox in order to suit the Chief.

There were other small boats that were acquired and used for various and sundry errands in and about the harbor. A crew had been assigned to round up the small two man submarines and tow them all back to the sub base ... many sunk on the way, others sunk at the piers. These two man boats were being assembled in some of the caverns hewed out of the mountains in and around the sub base. Actually these hills were honeycombed with underground caverns and tunnels.

Unlike some of the prize crews that took over the German boats after WW II, we did not dive these vessels. We had our hands full keeping them afloat and operating with our 40 man crews.

For me, this was the most interesting time of my six years in the Navy. It was different! Later I went to New London and served on board the USS Grouper which did school boat duty as well as other things. The last six months, I transferred to the Sub School Staff and taught submarine escape at the tank. It was the cleanest job on the base.

I have a particular fondness for the Submarine Service and a great respect for the men who are part of it; most especially those who sailed with me and I call them Shipmates.

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