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USS Beaufort (ATS 2)

USS BEAUFORT was the second EDENTON - class Rescue and Salvage Ship. Named in honor of the American cities of Beaufort, North Carolina, and Beaufort, South Carolina, she was the fifth United States Navy vessel to bear the name. Decommissioned on March 8, 1996, the BEAUFORT was sold to South Korea on August 29, 1996, and was subsequently stricken from the Navy list on December 12, 1996. In South Korea, the ship entered naval service as PYONG TAEK.

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Crew List:

This section contains the names of sailors who served aboard USS BEAUFORT. It is no official listing but contains the names of sailors who submitted their information.

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USS BEAUFORT History:

USS BEAUFORT was built by Brooke Marine Limited at Lowestoft, England. The construction of the new vessel in the United Kingdom formed part of wider American and British defense procurement arrangements during the 1960s. Brooke Marine Limited at Lowestoft received orders for the three vessels of the EDENTON-class: USS EDENTON (ATS 1), BEAUFORT, and USS BRUNSWICK (ATS 3). The initial contract for the lead ship had been awarded on August 19, 1966, while BEAUFORT and BRUNSWICK were ordered on September 26, 1967. Two additional vessels of the same class were considered but were subsequently canceled on March 1, 1973.

BEAUFORT's keel was laid at the Brooke Marine shipyard on February 19, 1968. Construction continued throughout the year, and she was launched on December 20, 1968, sponsored by Mrs. Waldemar F. A. Wendt. Following launching, the ship remained at Lowestoft while her diesel propulsion machinery, electrical systems, towing installations, and specialized salvage equipment were completed. During 1971, she underwent inclining experiments, machinery trials, and final acceptance preparations. Builder's trials were conducted in the North Sea before the ship was delivered to the United States Navy.

BEAUFORT was delivered to the Navy at Norfolk Naval Shipyard, Portsmouth, Virginia, on January 5, 1972. She was commissioned there on January 22, 1972, with Lieutenant Commander Arthur Robert Erwin as her first commanding officer. The ship subsequently remained at Norfolk for final fitting-out, equipment adjustments, crew training, and preparations for her transfer to the Pacific Fleet. On April 5, 1972, BEAUFORT completed her fitting-out period at Norfolk Naval Shipyard. She shifted to Naval Operating Base Norfolk for deperming, a process intended to reduce the ship's permanent magnetic signature, and then proceeded to Little Creek, Virginia, to embark equipment and supplies for the voyage to Hawaii. The transfer would take her from the Atlantic coast through the Caribbean and Panama Canal before crossing the eastern Pacific to her new home port.

During the southward passage, BEAUFORT visited Beaufort, South Carolina, on April 14 and 15, 1972. She subsequently shifted to nearby Port Royal, where she remained from April 15 to April 17. These visits provided an opportunity for the newly commissioned vessel to call at one of the American communities associated with her name before beginning her first lengthy voyage. BEAUFORT transited the Panama Canal on April 24, 1972, entering the Pacific Ocean for the first time in commissioned service. She continued northward along the western coast of Central America and Mexico before arriving at San Diego, California, on May 3. After a five-day stay, she departed San Diego on May 8 for the final leg of the passage to Hawaii.

On May 15, 1972, BEAUFORT arrived at Pearl Harbor and joined Service Squadron Five, the Pacific Fleet organization responsible for providing logistical and technical support to naval units operating throughout the region. Pearl Harbor became her principal home port. The ship remained there until June 5, when she departed to begin shakedown training in the Hawaiian operating areas. The shakedown period provided an opportunity to evaluate her machinery, towing installations, diving equipment, communications, and shipboard procedures under operational conditions. Particular attention was given to the coordinated use of the ship's propulsion machinery and heavy towing gear, because salvage assignments frequently required precise maneuvering and controlled application of pulling force. The crew also practiced the deployment of divers, handling of salvage equipment, and emergency assistance procedures.

BEAUFORT completed shakedown training on June 23, 1972, and subsequently began a program of diving and salvage exercises. Final contract trials were undertaken during August, followed by additional salvage training and capability evaluations in September. These activities established the operational procedures necessary for the employment of the new class in the Pacific Fleet.

On October 13, 1972, BEAUFORT began a towing assignment involving the former guided-missile test ship USS OBSERVATION ISLAND (AG 154). The vessel had previously been used in the Navy's Polaris and Poseidon ballistic-missile development programs and was being moved between naval facilities following withdrawal from commissioned service. BEAUFORT towed the former test ship to San Francisco and subsequently returned to Hawaii, arriving at Pearl Harbor on November 15. Following the towing operation, BEAUFORT entered a post-shakedown availability at Pearl Harbor Naval Shipyard. The maintenance period was intended to correct deficiencies identified during trials and early operations and to complete adjustments to her specialized equipment. The work continued through the remainder of 1972 and into the opening months of 1973.

The availability ended on March 15, 1973, after which BEAUFORT resumed operations from Pearl Harbor. She conducted salvage training, diving exercises, and local towing assignments in preparation for her first deployment to the western Pacific. On May 16, 1973, she departed Hawaii, beginning a deployment that would take her to Micronesia, the Philippines, Vietnam, Cambodia, Hong Kong, and Japan. During the westward transit, BEAUFORT called at Midway Island and Guam before continuing toward the Philippines. She arrived at Subic Bay on June 8, 1973. Subic Bay was then one of the principal American naval bases in Southeast Asia, providing repair, supply, and operational support to vessels of the Seventh Fleet. The salvage ship conducted operations in and around the base during June while preparing for an assignment associated with the conclusion of direct American military involvement in the Vietnam War.

The Paris Peace Accords, signed on January 27, 1973, had established arrangements for ending American combat operations and withdrawing United States forces from Vietnam. Among the American obligations was the removal of naval mines laid in North Vietnamese waters during Operation Pocket Money in 1972. The subsequent mine-clearance effort was designated Operation End Sweep and involved American minesweepers, mine-countermeasures helicopters, and supporting naval units.

At the beginning of July 1973, BEAUFORT departed Subic Bay for waters off North Vietnam. Between July 8 and July 22, she served as a support vessel for the American mine-countermeasures force conducting Operation End Sweep in the approaches to Haiphong. Her assignment provided the force with towing, salvage, and emergency assistance capabilities during the removal of mines from an area that had been heavily affected by American naval operations during the preceding year. The mine-clearance operation formed an important element of the implementation of the Paris Peace Accords. American naval personnel were required to conduct technical operations in waters adjacent to a former enemy coastline while the political and military situation in Vietnam remained unsettled. BEAUFORT's role was logistical and technical rather than offensive, providing a means of responding to accidents or equipment failures during the clearance effort.

After completing her assignment off North Vietnam, BEAUFORT returned to Subic Bay late in July for a short upkeep period. She was then directed to Naha, Okinawa, where she was assigned to tow three pontoon barges to Ream, Cambodia. The movement was associated with American logistical activities in Southeast Asia during the final period of direct American military support for the Cambodian government. BEAUFORT departed Naha on August 1, 1973, with the three barges under tow. During the passage southward, she encountered severe weather off the coast of South Vietnam. The storm caused the loss of all three barges, which sank before they could be delivered to their destination. The salvage ship continued toward Cambodia, arriving at Ream on August 14.

At Ream, BEAUFORT took a Cambodian landing craft, infantry, under tow for transportation to the Philippines. The operation was conducted during the Cambodian Civil War, when the Cambodian government was engaged in fighting against communist forces. The landing craft was delivered to Subic Bay on August 19, completing the return passage from Cambodia.

On August 27, 1973, BEAUFORT departed Subic Bay for Hong Kong. Her intended visit was extended because of a storm affecting the area. She eventually departed the British colony on September 8 and proceeded toward the Philippines. During the approach to Subic Bay, BEAUFORT was called upon to assist the amphibious assault ship USS TRIPOLI (LPH 10). The salvage ship took TRIPOLI under tow and brought her into Subic Bay on September 10. The assignment represented one of BEAUFORT's early opportunities to provide towing assistance to a large commissioned American warship.

Later that month, another major salvage emergency developed in the South China Sea. During the early morning of September 25, 1973, the Military Sealift Command transport USNS SGT. JACK J. PENDLETON (T-AK 276) ran aground on a reef near Triton Island in the Paracel Islands. The transport was carrying military cargo and had become stranded in an area where navigation was complicated by reefs, restricted sea room, and rapidly changing weather. The grounding occurred in politically sensitive waters. The Paracel Islands were subject to competing territorial claims by China and the Vietnamese governments, while the United States was continuing the withdrawal of forces and equipment from Southeast Asia. The location of the casualty therefore complicated the salvage operation beyond the purely technical difficulties of refloating the stranded vessel.

BEAUFORT departed Subic Bay on September 25, 1973, to assist the transport. Other American warships also responded to the grounding, including USS COOK (DE 1083), which reached the area before BEAUFORT, and the guided-missile cruiser USS ENGLAND (DLG 22). Aircraft from the aircraft carrier USS HANCOCK (CVA 19) provided aerial photographs of the stranded transport, assisting the salvage force in assessing her position on the reef.

BEAUFORT arrived at the casualty site on September 27 and immediately began preparing for a refloating attempt. Initial salvage efforts concentrated on reducing the grounded vessel's displacement and applying towing force to withdraw her from the reef. PENDLETON's crew had already begun removing ballast water and redistributing fuel oil to alter the ship's trim and reduce the forces holding her aground. Approximately 1,523 tons of seawater ballast were discharged, and about 9,000 barrels of fuel oil were consolidated in the after tanks.

BEAUFORT installed two legs of beach gear, consisting of heavy anchors, wires, and hauling equipment, to provide additional pulling force. At high tide on September 27, the salvage ship undertook an initial retraction attempt. Approximately seventy-five tons of force were generated through the beach gear, while the grounded transport's own propeller contributed an estimated forty tons of thrust. The combined effort failed to move the ship. The operation was complicated by a current of approximately three knots running along the reef and across the intended direction of the pull. The steep gradient of the reef also restricted the angles at which effective towing force could be applied. These conditions made it difficult for BEAUFORT to maintain an effective pulling position and reduced the usefulness of some of the available salvage equipment.

Additional assistance was requested. USS RECLAIMER (ARS 42) and USS HITCHITI (ATF 103) were ordered to the area. The reinforced salvage force undertook further surveys of the grounded transport and examined ways of reducing the weight supported by the reef. Divers inspected the underwater hull, while other personnel concentrated on transferring cargo and altering the ship's loading condition. The salvage work required the removal of substantial quantities of cargo, including military equipment and ammunition. The cargo-handling operations were difficult because of the transport's position and the limited ability of smaller vessels to work safely alongside in the prevailing sea conditions. Several naval vessels assisted with the removal and transfer of material.

During the following days, the salvage force made additional attempts to free PENDLETON by combining towing force with the redistribution of cargo, fuel, and ballast. The ship's position changed as weight was removed, but the results were insufficient to permit refloating. The operations were repeatedly interrupted by deteriorating weather. Several typhoons affected the wider region, forcing the salvage force to suspend work and withdraw to safer waters. The interruptions increased the time available for the stranded vessel to suffer further damage from movement against the reef. As the salvage effort continued, hull surveys revealed increasing structural difficulties. The grounding had imposed substantial stresses on the transport, and the possibility of refloating her diminished as damage accumulated.

The salvage attempts ultimately failed to recover PENDLETON. The transport was declared a constructive total loss, and personnel and recoverable material were removed. BEAUFORT subsequently returned to Subic Bay, arriving on October 9, 1973. During the PENDLETON operation, command of BEAUFORT changed for the first time. On September 26, 1973, Lieutenant Commander Wirt Ross Fladd relieved Lieutenant Commander Arthur R. Erwin as commanding officer.

After completing the salvage assignment and subsequent maintenance at Subic Bay, BEAUFORT prepared to return to Hawaii. She departed the Philippines on October 24, 1973, and arrived at Sasebo, Japan, on October 29. Sasebo was an important American naval support facility on Kyushu, and its location made it a regular operating base for Seventh Fleet auxiliaries supporting vessels in Japanese and Korean waters. BEAUFORT remained at Sasebo until November 4, when she departed with two tank landing ships under tow for transportation back to the central Pacific. The passage provided another opportunity to employ her ocean towing equipment during an extended transit.

On November 28, 1973, BEAUFORT returned to Pearl Harbor, ending her first western Pacific deployment. The remainder of the year was devoted to post-deployment leave, upkeep, and preparations for a scheduled shipyard period.

On January 1, 1974, BEAUFORT entered Pearl Harbor Naval Shipyard for a restricted availability. The maintenance period continued until May 20 and involved repairs, inspections, and work required to maintain her specialized salvage and propulsion equipment. Following completion of the availability, she resumed local operations in Hawaiian waters. During the summer of 1974, BEAUFORT conducted training and support assignments from Pearl Harbor before being ordered northward for operations in Alaskan waters. On August 16, she departed Hawaii in company with the oceanographic survey ship USNS SILAS BENT (T-AGS 26).

SILAS BENT was employed in hydrographic and oceanographic survey work, collecting information relevant to navigation, submarine operations, and the understanding of ocean conditions. BEAUFORT accompanied the survey ship and remained associated with its operations in Alaskan waters until the middle of September. The deployment took the salvage vessel into colder northern waters and provided experience in operating well beyond the normal Hawaiian training areas. On September 18, 1974, BEAUFORT separated from SILAS BENT and proceeded toward the Pacific Northwest. She arrived at Bremerton, Washington, on September 25 and remained there until October 10.

On October 10, BEAUFORT departed Bremerton for Vancouver, British Columbia, arriving for a port visit that continued until October 17. The Canadian visit formed part of a series of movements along the Pacific Northwest coast. During the remainder of October, BEAUFORT visited Seattle, Washington; Astoria, Oregon; Longview, Washington; Portland, Oregon; and San Francisco, California. These visits took the ship through several major commercial and naval waterways and provided opportunities for the crew to operate in ports differing considerably from her normal Pacific Fleet bases. On November 4, 1974, BEAUFORT departed San Francisco for Hawaii. She returned to Pearl Harbor on November 10 and remained there through the end of the year.

During January 1975, BEAUFORT underwent another restricted availability. She resumed operations from Pearl Harbor on January 27, conducting type training, diving drills, and local towing exercises. The activities maintained the crew's proficiency in the handling of salvage equipment and in the procedures necessary for responding to emergencies involving other ships.

On June 30, 1975, BEAUFORT entered Dillingham Shipyard in Hawaii for a pre-deployment restricted availability. The shipyard period continued through most of July and August. She resumed local operations on August 23, undertaking final training and equipment checks before another western Pacific deployment.

BEAUFORT departed Pearl Harbor on September 8, 1975. She called at Guam from September 15 through September 19 before continuing toward the Philippines. On September 24, she arrived at Subic Bay and began a period of support operations in the Seventh Fleet area. During this deployment, BEAUFORT continued performing the duties for which she had been constructed: towing, diving support, recovery of submerged equipment, and emergency salvage assistance. Subic Bay provided access to American and allied vessels operating throughout Southeast Asia, while forward facilities in Japan, Korea, Taiwan, and Okinawa offered locations from which individual salvage assignments could be undertaken. On October 30, 1975, Lieutenant Commander Stephen Howard Fulton relieved Lieutenant Commander Fladd as commanding officer.

BEAUFORT continued operating from Subic Bay until November 18, when she departed for Japan. Between November 24 and December 4, 1975, BEAUFORT conducted salvage operations near Numazu, recovering amphibious equipment that had been swept into the sea during a storm. Numazu, situated on Suruga Bay, was associated with American military training activities in Japan. The operation required the use of the ship's lifting, diving, and recovery equipment in coastal waters. After completing the recovery work, BEAUFORT entered Sasebo on December 5 for a two-day period of upkeep. She departed again on December 7, bound for Chinhae, South Korea.

BEAUFORT arrived at Chinhae on December 9, 1975, and remained there until December 19. During this period, she supported salvage training conducted with the Republic of Korea Navy. The exercises provided opportunities for American and South Korean personnel to practice common procedures involving diving, towing, and the recovery of disabled or submerged vessels. The training took place during a period of continuing tension on the Korean Peninsula. Following the armistice of July 1953, American naval forces maintained a substantial presence in the region, and cooperation with the South Korean Navy remained an important part of United States security arrangements in Northeast Asia. On December 20, 1975, BEAUFORT returned to Sasebo, where she remained through the end of the year.

On January 3, 1976, BEAUFORT departed Sasebo for Taiwan. She visited Keelung and Tsoying before conducting five days of combined salvage training with the Republic of China Navy. The exercises involved the employment of towing and salvage procedures and contributed to the continuing technical cooperation between American and Taiwanese naval personnel. The visit took place while the United States maintained formal diplomatic relations with the Republic of China on Taiwan, although American policy toward China had changed significantly following President Richard Nixon's visit to the People's Republic of China in February 1972.

BEAUFORT completed the Taiwanese training period and departed for Subic Bay on January 17, 1976. She subsequently operated from the Philippine base until February 14, when she departed for Guam with a former American harbor tug under tow. The tow arrived at Apra Harbor, Guam, on February 22. Two days later, BEAUFORT departed Guam with the harbor tug TUSCUMBIA (YTB 762) under tow and proceeded toward Midway Island. BEAUFORT delivered TUSCUMBIA at Midway on March 6, 1976, and continued eastward toward Hawaii. She arrived at Pearl Harbor on March 9, completing the deployment.

Following her return, BEAUFORT began a period of post-deployment leave and upkeep. During the latter part of April and most of May, she underwent a restricted availability that included installation of additional firefighting equipment and modifications to her navigational lights. The firefighting improvements reflected the importance of emergency assistance among the ship's principal responsibilities. Salvage vessels were often required to approach damaged ships carrying fuel, ammunition, or other hazardous cargo, making the ability to direct large quantities of water or firefighting foam onto a casualty an essential capability.

BEAUFORT resumed operations from Pearl Harbor on May 27, 1976, undertaking local towing, diving, and salvage training. These activities continued until August 16, when the ship entered Dillingham Shipyard for a regular overhaul. The overhaul was considerably longer than her previous restricted availabilities. It continued through the remainder of 1976 and most of the first eight months of 1977. The work involved repairs, inspections, and refurbishment of the ship's engineering and specialized support systems. During the final three months of the overhaul, BEAUFORT occasionally put to sea to conduct machinery tests, trials, and equipment evaluations.

After May 24, 1977, additional repairs were undertaken at Pearl Harbor Naval Shipyard. The extended maintenance period was eventually completed, allowing the ship to begin the process of restoring operational readiness. During September 1977, BEAUFORT conducted refresher training in Hawaiian waters. The principal training period lasted from September 6 through September 25 and included exercises intended to restore proficiency in navigation, engineering, damage control, diving, towing, and the operation of salvage equipment. On September 30, 1977, Lieutenant Commander Richard Leo Lyons relieved Lieutenant Commander Fulton as commanding officer.

Following refresher training, BEAUFORT resumed normal Pacific Fleet support duties. Diving drills, towing exercises, and salvage training occupied the crew during October and the opening days of November. On November 7, 1977, BEAUFORT departed Pearl Harbor for another western Pacific deployment. She reached Apra Harbor, Guam, on November 18 and began a two-week period of special operations in the Mariana Islands area. On December 2, 1977, the ship interrupted these activities and proceeded to Buckner Bay, Okinawa, to avoid a typhoon threatening the region. BEAUFORT resumed the special operations on December 7 and continued them until December 14. She subsequently returned to Apra Harbor on December 15.

On December 22, 1977, BEAUFORT departed Guam for Korea. She reached Pusan on December 26 but departed again the following day for Chinhae. Between December 28 and December 31, she provided support services to the nuclear-powered attack submarine USS SWORDFISH (SSN 579). The assignment took place in South Korean waters, where American naval vessels regularly conducted training and other operations under the security arrangements between the United States and the Republic of Korea. After completing the assignment, BEAUFORT returned to Pusan, where she remained on January 1 and 2, 1978. She then proceeded to Japan, arriving at Sasebo on January 4 for a fifteen-day upkeep period.

On January 20, 1978, BEAUFORT departed Sasebo for Korea. She visited Chinhae from January 21 through January 23 before proceeding to Numazu, Japan, where she conducted salvage operations between January 26 and February 9. The Numazu assignment again involved the ship's recovery and underwater-working capabilities in Japanese coastal waters. After completing the work, BEAUFORT proceeded to Yokosuka, where she remained from February 10 through February 11.

BEAUFORT subsequently undertook the disposal of the former harbor tug TENSAW (YTM 418). She towed the vessel to sea for a sinking exercise, completing the assignment on February 17, 1978. Following the sinking exercise, BEAUFORT proceeded toward Hong Kong, where she made a four-day port visit. She then continued to Taiwan and participated in salvage exercises with units of the Republic of China Navy during the opening days of March. The joint exercises continued the program of technical cooperation established during previous visits. They also provided opportunities for the participating naval personnel to practice salvage procedures with equipment and ships belonging to different services.

BEAUFORT returned to Hong Kong on March 9, 1978, beginning an eleven-day port visit. She departed on March 20 and set course toward Subic Bay. During the passage toward the Philippines, BEAUFORT received orders diverting her to the Gulf of Thailand to conduct the recovery of an American F-14 Tomcat fighter aircraft that had crashed into the sea. Between March 25 and March 31, 1978, BEAUFORT conducted recovery operations in the Gulf of Thailand. The assignment involved searching for and recovering material from the submerged aircraft. The recovery of naval aircraft was an important responsibility of the Navy's salvage organization. Aircraft wreckage could contain equipment needed for accident investigations and, in the case of modern combat aircraft, sensitive military technology. The ability to locate and recover such material reduced the risk of losing equipment of technical or intelligence significance.

After completing the assignment, BEAUFORT proceeded to Singapore, arriving on April 1, 1978. She remained there for approximately one week, allowing the crew a period of liberty and upkeep before continuing the deployment. On April 9, 1978, BEAUFORT departed Singapore for surveillance duties in the Trust Territory of the Pacific Islands. The trust territory comprised several island groups administered by the United States under arrangements established after World War II. American naval forces periodically supported administrative, surveillance, and security responsibilities across the extensive area. The surveillance assignment continued until April 23, when BEAUFORT entered Apra Harbor, Guam, for a two-day visit. She departed Guam on April 26 and proceeded toward Hawaii. On May 5, 1978, BEAUFORT arrived at Pearl Harbor, completing another extended western Pacific deployment. She subsequently began approximately one month of post-deployment leave and upkeep.

On June 5, 1978, the ship resumed operations with a visit to Lahaina Roads, near Maui. There, she conducted a bow-lift exercise involving the former submarine USS BLUEGILL (SS 242), which had been withdrawn from active service and was being used for salvage training. The exercise was designed to test the ability to lift and manipulate a substantial submerged hull using the salvage ship's equipment. Work of this type required careful control of the lifting forces, ship position, and underwater rigging. BLUEGILL had been sunk off Lahaina in approximately 130 feet of water and was retained as an underwater training object. Similar salvage and diving exercises continued in Hawaiian and central Pacific waters during the remainder of 1978 and into the opening months of 1979.

At the end of January 1979, BEAUFORT entered Pearl Harbor Naval Shipyard for another restricted availability. The work was completed on March 11, after which she resumed local operations.

On April 1, 1979, BEAUFORT began preparations for another western Pacific deployment. She departed Pearl Harbor on April 24 and proceeded toward Guam, arriving at Apra Harbor on May 5. The salvage ship operated from Guam until May 27, when she departed for the Philippines. During the southward transit, she visited Legazpi on Luzon from June 1 through June 4. BEAUFORT arrived at Subic Bay on June 6, 1979, and began approximately four months of Seventh Fleet support operations. Her assignments included port visits, towing operations, diving training, and the recovery of equipment. Subic Bay remained a major center for American naval activity in Southeast Asia, although the political situation in the region had changed substantially since the end of the Vietnam War.

The establishment of the Socialist Republic of Vietnam, the reunification of Vietnam in 1976, and the continuing instability in Cambodia affected the strategic environment throughout Southeast Asia. American naval forces maintained regional deployments while supporting treaty commitments to allies and preserving the ability to respond to maritime emergencies. During the deployment, BEAUFORT conducted operations from several western Pacific ports continuing through the summer and early autumn. On September 29, 1979, BEAUFORT departed Yokosuka, Japan, for Hawaii. She returned to Pearl Harbor on October 10, ending the deployment.

Following a post-deployment standdown, BEAUFORT resumed local operations on November 13, 1979. She continued conducting salvage training, diving operations, and support assignments in Hawaiian waters during the remainder of the year. On February 1, 1980, Lieutenant Commander Robert Runkle Wells relieved Lieutenant Commander Lyons as commanding officer.

During the spring of 1980, BEAUFORT participated in a major salvage operation involving the Greek merchant vessel ANANGEL LIBERTY, which had run aground at French Frigate Shoals in the Northwestern Hawaiian Islands. ANANGEL LIBERTY was carrying a substantial cargo of bagged kaolin when she grounded on the coral reef in late April. The grounding occurred within a sensitive marine environment, and the possibility of damage to the reef and surrounding waters became an important consideration in planning the recovery. The United States Coast Guard assumed responsibility for coordinating the removal of the stranded vessel under the Federal Water Pollution Control Act. At the Coast Guard's request, the Navy organized a salvage response through Service Squadron Five at Pearl Harbor.

USS RECLAIMER, commanded by Lieutenant Commander Bruce C. Banks, was assigned as the initial on-scene salvage vessel. RECLAIMER proceeded from Pearl Harbor with a detachment from Harbor Clearance Unit One and began surveying the grounded merchant ship. The initial examination indicated that ANANGEL LIBERTY was resting on crushed coral along a considerable portion of her hull. Approximately 2,100 long tons of the ship's displacement were supported by the reef. Although the grounding was extensive, the hull had not initially sustained serious structural damage.

The salvage plan called for the installation of heavy beach gear astern of the merchant vessel, together with additional pulling arrangements intended to prevent the ship from being driven farther onto the reef. The Navy also directed that cargo be removed to reduce the weight of the grounded ship. The cargo consisted of kaolin packed in fifty-pound bags. Removing it was a labor-intensive operation because the bags had to be handled individually, loaded into cargo nets, and transferred over the side. The work continued around the clock while the salvage force prepared for successive pulling attempts at high tide.

On May 5, 1980, RECLAIMER, the civilian tug MANA, and the salvage personnel aboard ANANGEL LIBERTY attempted to refloat the ship using a combined pulling force of approximately 200 tons. The attempt was unsuccessful. Because further pulling force was required, Service Squadron Five dispatched BEAUFORT from Pearl Harbor. She arrived at French Frigate Shoals on the morning of May 6, 1980, under Lieutenant Commander Wells. BEAUFORT brought additional towing and salvage capabilities to the operation. Her equipment was incorporated into the existing pulling arrangements, increasing the force available to overcome the resistance of the reef. The recovery effort required close coordination between BEAUFORT, RECLAIMER, MANA, and the salvage personnel working aboard ANANGEL LIBERTY.

Further cargo was removed, and the salvage force adjusted its beach gear and towing arrangements. The work was complicated by the high loads imposed on wires, anchors, and fittings. Several components failed under strain during the operation and required replacement or adjustment. The reduction in the grounded vessel's displacement eventually allowed the combined pulling arrangements to move ANANGEL LIBERTY off the reef. Once afloat, the merchant ship proceeded under her own power to sheltered waters nearby, where an underwater inspection revealed no significant structural damage resulting from the grounding. On May 8, 1980, ANANGEL LIBERTY resumed her voyage toward Japan.

The recovery required the disposal of approximately 76,000 fifty-pound bags of cargo and a sustained effort by Navy and civilian salvage personnel. A subsequent examination of the grounding site indicated that the vessel's removal had not caused substantial additional damage to the reef environment. For BEAUFORT, the operation provided another opportunity to employ the combined towing and salvage capabilities for which the EDENTON-class had been designed. After completing the operation, BEAUFORT returned to Pearl Harbor and resumed her normal Pacific Fleet assignments.

During the remainder of the summer, she continued local towing, diving, and salvage training in Hawaiian waters. On August 25, 1980, BEAUFORT departed Hawaii for the western coast of the United States. She arrived at Oakland, California, on September 1 and remained there until September 7. The ship departed the San Francisco Bay area on September 8 and returned to Hawaii on September 15. The visit was followed almost immediately by preparations for another overseas deployment.

On September 20, 1980, BEAUFORT departed Pearl Harbor for the western Pacific. She reached Apra Harbor, Guam, on November 6 following a passage that included other operational commitments. The ship remained at Guam for nine days. After departing, she continued toward the Philippines while conducting surveillance operations in the Trust Territory of the Pacific Islands. On November 26, 1980, BEAUFORT arrived at Subic Bay. She remained there until November 30, when she departed for a voyage that included visits to Thailand and Singapore. The deployment took place during a period of increasing tension in Southeast Asia following the Vietnamese intervention in Cambodia in December 1978 and the subsequent conflict along the Vietnamese-Chinese border. American naval forces continued operating throughout the region while maintaining relations with Thailand, Singapore, and the Philippines.

BEAUFORT returned to Subic Bay on January 2, 1981, and resumed support operations from the naval base. During the following three months, the ship continued carrying out towing, salvage, and diving assignments in the western Pacific. On April 6, 1981, BEAUFORT departed Subic Bay for Hawaii. She called at Guam on April 12 and resumed the eastward passage the following day. BEAUFORT returned to Pearl Harbor on April 28, 1981, completing the deployment. She remained in port until June 8, when she resumed operations in Hawaiian waters.

On January 22, 1982, Lieutenant Commander Frederick Bruce Fisher assumed command of BEAUFORT, relieving Lieutenant Commander Wells. During Lieutenant Commander Fisher's command, BEAUFORT undertook additional ocean-towing and salvage assignments. Among these was the movement of the decommissioned fleet oiler USS ASHTABULA (AO 51) from Pearl Harbor to the San Francisco Bay area. ASHTABULA had entered service during World War II and subsequently supported American naval operations during the Korean War and Vietnam War. Following her final deployment to the western Pacific in 1982, she returned to Hawaii on August 5 and was decommissioned at Pearl Harbor on September 30. The inactive oiler was subsequently prepared for transfer to the National Defense Reserve Fleet at Suisun Bay, California. The movement required an ocean-going towing vessel because ASHTABULA could no longer proceed under her own power.

BEAUFORT undertook the approximately 2,000-mile tow from Pearl Harbor to San Francisco. The operation required the handling of a large inactive ship, including the establishment of suitable towing arrangements and careful control of speed and course during the extended Pacific passage. The towing assignment formed part of the Navy's wider program of withdrawing older auxiliaries from commissioned service and transferring them to reserve-fleet facilities. The transfer of ASHTABULA was particularly representative of the changes taking place as vessels constructed during World War II reached the end of their operational careers.

During Fisher's command, BEAUFORT also underwent a lengthy overhaul lasting approximately thirteen months. The work involved repairs and refurbishment necessary to maintain the ship's propulsion machinery, towing equipment, and specialized salvage capabilities. Following the maintenance period, the crew completed the training required to restore operational readiness.

The ship subsequently undertook a six-week deployment in the eastern Pacific and another extended deployment to the western Pacific. During the latter assignment, BEAUFORT participated in salvage operations involving two vessels of the Republic of Korea Navy. The Korean salvage assignments required the employment of American naval salvage personnel and equipment in cooperation with South Korean forces. Such operations formed part of the continuing technical and military relationship between the two navies and provided practical experience in combined recovery procedures. BEAUFORT received her second Meritorious Unit Commendation for the operation.

During 1983, BEAUFORT returned to Hawaiian waters and became involved in another substantial salvage operation. This assignment concerned the former submarine BLUEGILL, which had remained submerged off Lahaina since being deliberately sunk for salvage training in 1970. BLUEGILL had been used for underwater rescue and salvage exercises for approximately thirteen years. Her location in about 130 feet of water allowed divers and salvage personnel to practice operating on a submerged submarine hull under controlled conditions. By 1983, the Navy had decided to recover and dispose of the submarine. The operation required a combination of underwater repairs, buoyancy restoration, compressed air, pontoons, towing equipment, and surface support vessels.

BEAUFORT and her sister ship USS BRUNSWICK were assigned to the operation, designated Pacific Submarine Salvage Exercise 1983, or PACSUBSALVEX-83. The two salvage ships operated in close proximity to the submerged submarine, using their compressors, diving facilities, and salvage equipment to prepare the wreck for recovery. A support barge carrying additional air compressors also participated. Divers inspected BLUEGILL's hull and worked to restore the watertight integrity of compartments and ballast tanks. Numerous air hoses were attached to the submarine so that compressed air could be introduced into selected spaces to expel water and restore buoyancy.

The recovery was complicated by the age and condition of the hull. BLUEGILL had been exposed to seawater for many years, and the deterioration of fittings, seals, and internal structures made it difficult to prevent water from entering spaces that were being emptied. During the initial attempts, personnel discovered that water was entering the submarine at a rate estimated at approximately thirty tons per hour. The rate of flooding exceeded the ability of the existing compressed-air arrangements to maintain sufficient positive buoyancy. The salvage force suspended the lifting attempt and undertook additional underwater repairs. Divers located and patched leaks, while the salvage manifold was modified to permit the use of all available air compressors and the equipment aboard BRUNSWICK.

A revised lifting plan was then prepared. The procedure involved introducing compressed air into the submarine's ballast tanks and internal spaces in a controlled sequence while monitoring the changes in pressure and buoyancy. On November 3, 1983, the salvage force began another lifting attempt. During the afternoon, compressed air was introduced into the submarine's tanks, and calculations indicated that sufficient positive buoyancy was developing. As the operation continued, the stern began to rise. The aft pontoons eventually reached the surface, followed by the bow as additional ballast tanks were blown.

By nightfall, BLUEGILL had been raised to the surface after approximately thirteen years on the seabed. The recovery demonstrated the effectiveness of the combined lifting arrangements and the extensive preparatory work undertaken by the diving teams. During the following towing operation, BRUNSWICK began moving BLUEGILL toward shallower water. A vent associated with one of the submarine's main ballast tanks failed, allowing water to enter and causing the hull to settle by the stern.

Divers and salvage personnel attempted to restore buoyancy and repair the damage, but it became apparent that the submarine could not remain afloat without continued support from the additional air compressors aboard the accompanying barge. The towing and salvage arrangements became increasingly difficult to maintain safely. Personnel operating on the support barge were exposed to the risk of remaining attached to a vessel that was losing buoyancy and beginning to sink.

Lieutenant Commander Alan McLeod Nibbs Jr., who had assumed command of BEAUFORT on September 23, 1983, directed that the towing and air connections be released to protect the personnel involved. After the emergency disconnection, BLUEGILL sank by the stern. The former submarine disappeared beneath the surface within approximately eight minutes. The operation ended the effort to maintain BLUEGILL afloat following her recovery from the training site. The work provided extensive experience in large-scale submarine salvage, the use of multiple compressed-air systems, underwater repairs, and coordination between salvage vessels and support equipment. The participating units, including BEAUFORT and BRUNSWICK, received recognition for their work during the exercise.

During 1984, BEAUFORT became involved in the preparations for the movement of the inactive battleship USS MISSOURI (BB 63) from Puget Sound Naval Shipyard at Bremerton, Washington, to Long Beach Naval Shipyard, California. MISSOURI had been placed in reserve in 1955 and remained inactive for almost three decades. The Reagan administration's naval expansion program included the reactivation and modernization of the four IOWA-class battleships, and MISSOURI was selected to return to commissioned service with new missile systems, updated communications equipment, and other improvements. Because the battleship was not yet capable of making the voyage under her own power, the Navy organized a towing operation to move her to the shipyard where modernization would continue.

On May 1, 1984, BEAUFORT departed Pearl Harbor for Puget Sound in connection with the planned movement of MISSOURI. Preparations for the tow included removing unnecessary equipment, securing the battleship for an unpowered passage, and installing towing arrangements capable of handling a vessel displacing many tens of thousands of tons. On May 14, 1984, MISSOURI departed Bremerton under tow. During the initial movement through Puget Sound, USS EDENTON and the fleet tug USS QUAPAW (ATF 110) were involved in the towing arrangements.

BEAUFORT participated in the subsequent movement of the battleship through the Strait of Juan de Fuca and into the open Pacific. Historical accounts of the voyage identify BEAUFORT as the principal towing vessel for the open-ocean passage to Long Beach. The towing arrangements had to accommodate the battleship's considerable displacement and the possibility of adverse weather during the coastal passage. Emergency assistance was available from accompanying naval vessels. MISSOURI reached Long Beach on May 25, 1984, completing the eleven-day movement from Puget Sound. She subsequently entered the modernization program that culminated in her recommissioning on May 10, 1986.

Following the assignment, BEAUFORT returned to Pacific Fleet duties. Photographic records from the middle of the decade document her at Pearl Harbor and during operations in Hawaiian waters. Other photographs taken between approximately 1984 and 1988 show her at Yokosuka, Japan, and anchored off Pattaya Beach, Thailand, reflecting the geographical range of her western Pacific assignments. During this period, BEAUFORT also continued receiving maintenance at naval and commercial shipyards. Photographic material from approximately 1985 shows the ship preparing to enter drydock at Pearl Harbor.

On April 17, 1985, BEAUFORT was photographed underway in Hawaiian waters. The official Navy photograph documents her continuing operational service during the middle of the decade. The increasing complexity of American naval systems placed additional demands on salvage ships. Modern guided-missile combatants, aircraft carriers, and auxiliaries required specialized assistance following collisions, groundings, propulsion failures, or underwater damage. The original equipment of the EDENTON-class remained suitable for many of these assignments, although continued maintenance and modernization were necessary to preserve its effectiveness.

During 1986, BEAUFORT continued operating with the Pacific Fleet. Photographs dated January 1, 1986, document her in Hawaiian waters and entering Naval Station Pearl Harbor. On September 3, 1986, Lieutenant Commander Jan William Gripp relieved Lieutenant Commander Nibbs as commanding officer. During the latter part of the decade, BEAUFORT undertook further deployments to the western Pacific and Indian Ocean. The strategic environment was affected by the continuing Iran-Iraq War, which had expanded into attacks against oil tankers and other merchant shipping in the Persian Gulf.

The United States maintained naval forces in the region to protect American maritime interests and support freedom of navigation. The continuing presence of naval units also required salvage, towing, and emergency assistance capabilities, particularly in waters where mines, missiles, and attacks against merchant shipping posed significant risks. During 1987, BEAUFORT operated in waters associated with the American and multinational maritime presence in the Gulf of Oman. An official photograph dated October 1, 1987, shows BEAUFORT anchored in company with USS TRIPOLI and an unidentified minesweeper during a multinational patrol intended to safeguard shipping affected by the Iran-Iraq War.

The patrol took place during Operation Earnest Will, the American effort to escort reflagged Kuwaiti tankers through the Persian Gulf. The operation began in July 1987 and continued until September 1988. It involved American surface combatants, aircraft, mine-countermeasures assets, and supporting vessels operating throughout the Strait of Hormuz and adjacent waters. BEAUFORT's documented presence in the Gulf of Oman established her participation in maritime support activities associated with this period. Her salvage and towing capabilities provided a means of assisting damaged or disabled vessels operating in waters where the threat from mines and attacks against shipping was considerable.

During 1988, the Iran-Iraq War continued to affect maritime operations in the Persian Gulf. American naval forces maintained patrols and escort operations, and naval mine warfare remained an important concern. BEAUFORT continued serving within the Pacific Fleet's salvage organization, retaining the ability to support both routine naval operations and emergency responses. On April 14, 1989, Lieutenant Commander Kemp Louis Skudin assumed command of BEAUFORT, relieving Lieutenant Commander Gripp.

By the end of the 1980s, BEAUFORT was operating as a forward-deployed salvage and rescue ship with Sasebo, Japan, as her home port. Her assignment placed her under Commander, Surface Support Group, Western Pacific, within the Seventh Fleet support organization. The location allowed the ship to respond to salvage requirements throughout the western Pacific and, when directed, to undertake longer deployments toward the Indian Ocean and the Middle East.

The strategic situation changed rapidly during 1989 and 1990. Political developments in Eastern Europe and the Soviet Union signaled the approaching end of the Cold War, while tensions in the Middle East increasingly affected American military planning. On August 2, 1990, Iraqi forces invaded Kuwait, beginning the crisis that led to Operation Desert Shield. The United States organized a multinational coalition to prevent further Iraqi expansion and to compel Iraq to withdraw from Kuwait. American naval forces deployed to the Arabian Sea and Persian Gulf to enforce United Nations sanctions, protect maritime communications, and support the buildup of coalition military forces in Saudi Arabia. The rapid concentration of warships and support vessels created an additional requirement for salvage and emergency repair capabilities. Naval planners were concerned about the possibility of mines, missile attacks, collisions, groundings, and other casualties in waters where large concentrations of ships would be operating.

During the latter part of 1990, arrangements were made to deploy BEAUFORT from the western Pacific to the Middle East. Approval for the deployment was given in December, and the ship began preparing for an extended assignment in an operational environment considerably different from her normal peacetime support schedule. On January 3, 1991, BEAUFORT departed Sasebo for the Persian Gulf. The voyage was undertaken in advance of the multinational military campaign against Iraq and was intended to place a commissioned American salvage ship within reach of naval forces operating in the Gulf.

BEAUFORT entered the operational control of Commander, Middle East Force, on January 29, 1991. The following day, she transited the Strait of Hormuz, entering the Persian Gulf. The transit took place during a period of heightened military tension following the beginning of Operation Desert Storm on January 17. From January 31 through February 9, 1991, BEAUFORT remained moored at Abu Dhabi, United Arab Emirates. During this period, the ship maintained a high state of readiness while preparing for assignments farther north in the Gulf.

On February 10, 1991, BEAUFORT departed Abu Dhabi to join the amphibious advance force. The formation was preparing for possible operations against Iraqi positions along the Kuwaiti coast, where naval mines and coastal defenses represented significant hazards. On February 13, BEAUFORT conducted a damage assessment involving the fleet replenishment oiler USS KANSAS CITY (AOR 3), which had sustained collision damage. The damage included a hole in one of the ship's fuel tanks. The assessment was conducted in difficult sea conditions while the vessels were at anchor. After completing the assessment, BEAUFORT joined the amphibious advance force, which comprised approximately forty coalition vessels proceeding toward the northern Persian Gulf.

On February 15, 1991, BEAUFORT was positioned in the northern Gulf near the Dora oilfield, where auxiliary vessels were being held while awaiting operational assignments. The location placed her within reach of the naval forces preparing for possible amphibious operations near Kuwait. During February 16 and 17, BEAUFORT remained on station. Her personnel worked with the British repair and maintenance ship RFA DILIGENCE to establish arrangements for connecting American and British firefighting equipment. The cooperation was intended to improve the ability of the two ships to provide emergency assistance if a coalition vessel suffered fire or battle damage.

During the early morning of February 18, 1991, USS TRIPOLI, which was serving as flagship of the coalition mine-countermeasures force, struck an Iraqi moored contact mine while operating in the northern Persian Gulf near the Kuwaiti coast. The explosion occurred at approximately 4:36 a.m. local time and tore a large hole in TRIPOLI's starboard side below the waterline. Several compartments flooded, and the ship's crew began damage-control operations to prevent further water ingress and restore essential systems. BEAUFORT received reports of the mine strike at approximately 5:03 a.m. and immediately proceeded toward the damaged amphibious assault ship. A salvage officer and master diver were transferred ahead by helicopter to begin assessing the damage before the salvage vessel arrived.

BEAUFORT reached the vicinity of TRIPOLI at approximately 7:08 a.m. While preparing to assist, her crew received reports that the guided-missile cruiser USS PRINCETON (CG 59) had also struck an Iraqi mine some distance away. PRINCETON had been providing air-defense protection for the mine-countermeasures force. The underwater explosion caused serious structural damage, affected her propulsion and steering systems, and injured several crew members. Although the cruiser remained afloat and retained important combat capabilities, her damaged condition limited her ability to maneuver safely within the surrounding minefield.

BEAUFORT was directed toward PRINCETON because the cruiser's structural damage and reduced maneuverability presented an immediate salvage requirement. While proceeding toward PRINCETON, BEAUFORT encountered additional mines. Her crew sighted a moored mine only a few feet from the port bow and maneuvered to avoid it before marking and reporting its position. The mine-countermeasures ship USS AVENGER (MCM 1) subsequently warned BEAUFORT that she had entered an area containing a line of mines detected by sonar. BEAUFORT adjusted her course under direction from AVENGER before proceeding through the dangerous waters.

The minesweeper USS ADROIT (MSO 509) then took the lead in guiding BEAUFORT toward PRINCETON. The minesweeper used its mine-detection equipment to identify possible hazards and establish a navigable route through the area. BEAUFORT followed ADROIT for approximately ten miles, maneuvering around numerous contacts that might have represented mines. The route required repeated alterations of course and careful control of speed. At approximately 12:19 p.m., BEAUFORT reached a position about 2,000 yards from PRINCETON. The salvage ship dispatched a diving team by rubber boat to begin the underwater inspection. During the approach, the boat passed over another moored mine, which the crew marked with a smoke float so that BEAUFORT could avoid it.

The salvage personnel examined PRINCETON's underwater condition and assessed the damage to her hull and propulsion systems. The explosion had caused extensive deformation and structural damage, raising concerns about the cruiser's ability to withstand further stress from waves or towing forces. At approximately 4:00 p.m., BEAUFORT established a towing connection with PRINCETON. The damaged cruiser was then taken under tow, with ADROIT leading the formation through the minefield.

The towing operation required a series of sharp course alterations to avoid suspected mines identified by the minesweeper. Some turns exceeded ninety degrees, presenting considerable difficulties because the tow involved a large damaged cruiser with restricted steering capability. Throughout the night, BEAUFORT maintained the tow while ADROIT continued searching for mines and marking the available route. The formation eventually cleared the most dangerous portion of the minefield around dawn on February 19.

The movement was conducted under the continuing threat of Iraqi mines and possible coastal attacks. The damaged condition of PRINCETON also required careful monitoring because heavy seas could have increased the strain on her weakened hull. On February 19, 1991, at 5:45 p.m. local time, BEAUFORT transferred the tow of PRINCETON to the Dutch commercial salvage tug SMIT NEW YORK. The transfer allowed BEAUFORT to return toward the northern Gulf and remain available for further emergency assignments.

PRINCETON continued southward under tow. As weather along the intended route deteriorated, the cruiser's destination was changed from Dubai to Bahrain because of concern that heavy seas might cause further structural damage. During the early hours of February 21, PRINCETON was transferred from SMIT NEW YORK to harbor tugs at Bahrain and subsequently entered port for temporary repairs. She later proceeded to Dubai for more extensive work.

After handing over PRINCETON, BEAUFORT returned toward the auxiliary vessel holding area in the northern Gulf. On February 20, she encountered severe weather and received orders to return to TRIPOLI, whose damaged hull was being subjected to additional stress by the heavy seas. TRIPOLI had remained in the northern Gulf after the mine strike, with her crew continuing to control flooding and maintain essential systems. The change in sea conditions increased concern about the integrity of the damaged areas. BEAUFORT arrived near TRIPOLI during the early hours of February 21 and anchored approximately 1,000 yards away. The amphibious assault ship prepared arrangements that would allow her to be towed stern-first if necessary.

During February 22 and 23, BEAUFORT's diving personnel conducted further underwater inspections of TRIPOLI. The damage was recorded on video, and the surveys identified cracks extending aft from the original opening in the hull. The cracks were associated with the movement of damaged plating under the stresses imposed by the sea. To reduce the risk of their further propagation, salvage personnel used specialized cutting equipment to create stop holes at the ends of the cracks.

On February 23, 1991, at approximately 3:00 p.m., TRIPOLI began proceeding southward under her own power, with BEAUFORT accompanying her and remaining prepared to establish an emergency stern-first tow if required. AVENGER led the movement through the cleared channels. The formation advanced slowly because TRIPOLI's damaged hull required careful handling. Her ability to remain under her own power reduced the need for a direct tow, but BEAUFORT's presence ensured that assistance could be provided quickly if the situation deteriorated. On February 24, at approximately 10:00 p.m., BEAUFORT transferred responsibility for escort and emergency towing assistance to SMIT NEW YORK near latitude 27 degrees 30 minutes north. She then returned toward the northern Gulf.

During the early hours of February 25, BEAUFORT received limited supplies from the fleet oiler USS KALAMAZOO (AOR 6). Later that day, she anchored east of the Sims oilfield in company with other coalition vessels. BEAUFORT remained in the area through March 1, awaiting further assignments. The major ground offensive against Iraqi forces began on February 24 and ended with the coalition cease-fire announced at the end of February. Although large-scale combat operations were drawing to a close, mine-clearing activities and the recovery of equipment continued. The northern Gulf remained hazardous because of extensive Iraqi minefields, unexploded ordnance, and damaged military equipment.

On March 2, 1991, BEAUFORT proceeded southward for replenishment. The following day, she received seventeen pallets of supplies by vertical replenishment from USNS NIAGARA FALLS (T-AFS 3) and approximately 40,000 gallons of fuel from USNS PASSUMPSIC (T-AO 107). During the replenishment activities, BEAUFORT also recovered a decoy device that had been dropped during a vertical replenishment involving USS VALLEY FORGE (CG 50). After completing replenishment, she returned to the northern Gulf.

On March 4, BEAUFORT proceeded through a swept channel toward the battleship fire-support area off Kuwait. She anchored near the command ship USS LA SALLE (AGF 3) and the amphibious assault ship USS NEW ORLEANS (LPH 11). The formation was operating during the transition from combat operations to the clearance of mines, wreckage, and other hazards that prevented the safe reopening of Kuwaiti ports. On March 5, BEAUFORT encountered another period of heavy weather and used both anchors to maintain her position. She remained in the area during the following day.

On March 7, 1991, BEAUFORT transferred her master diver and another diver by helicopter to Ash Shuaybah, Kuwait, together with a three-inch salvage pump. The personnel were assigned to assist with salvage work ashore as coalition forces began restoring the port's operational capabilities. The divers returned to BEAUFORT on March 8. On March 9, the ship dispatched another diving team to the destroyer USS CARON (DD 970) to investigate suspected leakage involving the destroyer's controllable-pitch propeller system. Later that day, at approximately 4:30 p.m., BEAUFORT began guiding the civilian tug SCORPIO, which was towing a self-propelled minesweeping boat, through a swept channel toward Ash Shuaybah. BEAUFORT anchored approximately 1,500 yards offshore at about 7:00 p.m. The operation supported the continuing effort to reopen Kuwaiti port facilities and remove military hazards left by the Iraqi occupation.

On March 10, BEAUFORT sent personnel ashore to coordinate with the salvage organizations working at Ash Shuaybah and to deliver materials required for ongoing operations. At approximately 9:00 a.m., she departed the anchorage and guided the civilian tug BIG ORANGE VII out through the swept channel. She then received orders to recover the flight recorder from a United States Air Force C-130 aircraft that had crashed near Khafji, Saudi Arabia. On March 11, 1991, BEAUFORT anchored approximately four miles from the coast near the crash site. The shallow water and surf conditions prevented the ship from approaching closer.

A boat carrying divers proceeded toward the wreckage, which had previously been marked by an Air Force helicopter. The team located the aircraft remains and established contact with an Air Force liaison officer, but deteriorating weather prevented diving operations from continuing during the afternoon. On March 12, improved conditions allowed the diving team to resume work. BEAUFORT recovered the aircraft's flight recorder from the debris field. During the operation, the crew discovered a floating mine. Explosive ordnance disposal personnel embarked aboard BEAUFORT destroyed it using the ship's demolition equipment. The salvage ship subsequently departed the area at approximately 4:00 p.m. and proceeded toward Bahrain.

On March 14, 1991, BEAUFORT arrived alongside a pier at Bahrain at approximately 2:00 p.m. While in port, she loaded sidescan sonar and remotely operated underwater equipment required for further aircraft and ordnance recovery assignments. On March 17, she departed Bahrain to recover a Navy SH-60B Seahawk helicopter that had been lost in the Persian Gulf. BEAUFORT reached the recovery site at approximately 7:00 a.m. on March 18. Personnel used an acoustic receiver from a small boat to locate the helicopter's underwater locating beacon. Once the position had been established, BEAUFORT deployed a two-point mooring arrangement to hold the ship over the wreckage. Divers descended to approximately ninety feet and attached lifting equipment to the helicopter. The aircraft was recovered substantially intact and brought onto BEAUFORT's deck at approximately 7:00 p.m. Because of the helicopter's dimensions, the crew temporarily removed part of the ship's towing structure to provide sufficient clearance for the lift. BEAUFORT subsequently returned to Bahrain, where the recovered helicopter was offloaded on March 20.

Two days later, on March 22, 1991, BEAUFORT departed Bahrain for another specialized recovery assignment. This operation involved Tomahawk land-attack cruise missiles that had entered the water during the recent military campaign. The recovery was intended to obtain missile components for technical examination and analysis. The operation involved Navy salvage specialists and remotely operated underwater equipment supplied through the Supervisor of Salvage and Diving.

Between March 22 and April 7, BEAUFORT conducted the search and recovery operation in the Persian Gulf. The work required accurate positioning of the ship over submerged objects in water depths of approximately 180 to 230 feet. Strong underwater currents complicated the use of remotely operated equipment and required repeated adjustments to the mooring arrangements. The salvage team employed sidescan sonar, acoustic positioning equipment, and underwater vehicles to locate and examine the missiles. During the operation, BEAUFORT established seventeen precision two-point moorings and recovered three Tomahawk missiles. One recovery required deep air diving, while two required mixed-gas diving. The use of mixed-gas diving reflected the greater depth and duration of some tasks. Such procedures enabled divers to conduct work beyond the normal limits of conventional compressed-air diving while using suitable decompression arrangements.

BEAUFORT returned to Bahrain between April 8 and April 10, 1991, to offload the recovered missiles and associated equipment. On April 11, the salvage ship received another short-notice assignment involving PRINCETON, which remained under repair following the mine damage sustained in February. During machinery testing, PRINCETON had suffered a failure affecting one of her LM2500 gas turbines. BEAUFORT was ordered to transport a replacement engine and associated equipment to Dubai. She departed Bahrain on April 11 and delivered the engine and maintenance equipment at Mina Rashid, Dubai, on April 12. The shipment supported the continuing repair effort required to restore PRINCETON's full operational capabilities.

BEAUFORT remained at Dubai from April 13 through April 17 before departing for Bahrain on April 18. She returned on April 19 and replenished supplies. The following day, April 20, BEAUFORT departed Bahrain for Kuwait City, where preparations were under way for a ceremony marking the reopening of the port after the withdrawal of Iraqi forces. The restoration of Kuwaiti maritime facilities required extensive mine-clearance operations, removal of hazards, and repairs to infrastructure damaged during the occupation and subsequent military campaign. On April 21, BEAUFORT passed through a swept channel and participated in planning activities aboard the guided-missile destroyer USS KIDD (DDG 993).

On April 22, 1991, BEAUFORT participated in the port-opening ceremony at Kuwait City together with other American and multinational naval vessels. The ceremony marked an important stage in the restoration of maritime access to Kuwait following the conclusion of major combat operations. BEAUFORT departed the area on April 23 and returned toward Bahrain, again using cleared routes through waters that continued to contain mines and other hazards. On April 24, the ship was in Bahrain for a maintenance availability associated with the destroyer tender USS CAPE COD (AD 43). The availability provided an opportunity to undertake repairs and maintenance after several months of demanding operations.

During May 1991, BEAUFORT continued performing logistical, salvage, and support assignments in the Persian Gulf. The Navy's salvage organization was gradually shifting its emphasis from combat-related emergency assistance toward recovery, clearance, and the restoration of peacetime maritime activity. Additional American and civilian-crewed salvage assets arrived in the region during the period, allowing the support responsibilities previously concentrated on BEAUFORT to be redistributed. These included the ocean tug USNS SIOUX (T-ATF 171), which arrived with additional Navy diving and salvage personnel. On June 1, 1991, BEAUFORT departed the Persian Gulf area to begin her return voyage to Japan. She formally left the operational control of Commander, Middle East Force, on June 2. The deployment had lasted approximately five months and included both wartime and postwar salvage operations.

Her operations during the Gulf War were recognized through naval awards associated with the campaign. Qualified members of the crew received the Southwest Asia Service Medal and other applicable campaign and unit awards. After returning to the western Pacific, BEAUFORT resumed duties with the Seventh Fleet support organization based at Sasebo. On August 15, 1991, Lieutenant Commander John Sepulveda relieved Lieutenant Commander Skudin as commanding officer.

The end of the Gulf War coincided with a wider reorganization of American naval forces. The continuing reduction of the Soviet military threat, followed by the dissolution of the Soviet Union in December 1991, contributed to changes in American overseas basing arrangements and the planned reduction of naval force levels. These developments had a particularly important effect on American naval facilities in the Philippines. The eruption of Mount Pinatubo in June 1991 had severely damaged nearby Clark Air Base, while negotiations between the United States and the Philippine government over the continued use of American military bases were approaching a decisive stage. The Philippine Senate rejected a proposed agreement extending the American military presence in September 1991. The United States subsequently began preparing for the closure of Naval Station Subic Bay and the withdrawal of naval forces and support facilities from the Philippines.

During the opening months of 1992, BEAUFORT remained assigned to Seventh Fleet support duties while the Navy continued redistributing equipment and facilities throughout the western Pacific. On April 10, 1992, Lieutenant Commander Silas Oliver Thorne III assumed command, relieving Lieutenant Commander Sepulveda. His tenure was brief, and Lieutenant Commander Philip Gregory Beierl succeeded him on June 16, 1992. During the summer of 1992, BEAUFORT became involved in the logistical operations associated with the closure of Subic Bay. The withdrawal required the movement of ships, floating equipment, drydocks, ammunition, repair facilities, and other material that had supported American naval operations in the Philippines for decades.

On August 14, 1992, BEAUFORT was photographed at Naval Station Subic Bay in preparation for a towing assignment involving a floating drydock. Additional official photographs taken that day show the salvage ship towing the drydock away from the naval station while equipment and ordnance were being removed in preparation for the base's closure. Subic Bay had served the Seventh Fleet throughout the Vietnam War and the following decades, providing repair and logistical support to carriers, cruisers, destroyers, submarines, and auxiliary vessels. Its closure required the Navy to rely increasingly on Japanese bases, Guam, Singapore, and other facilities throughout the western Pacific.

The transfer of equipment from Subic Bay continued during the latter part of 1992. BEAUFORT's ocean-towing capabilities made her suitable for moving floating installations that could not proceed independently. During 1993, BEAUFORT continued serving in the western Pacific as the Navy adjusted to its revised basing arrangements. Sasebo remained her operating base, and her responsibilities continued to include salvage, diving, emergency towing, and support to American and allied vessels.

The continuing American military presence in Northeast Asia was shaped by concerns over North Korea's nuclear program and the need to maintain naval readiness in waters surrounding Japan and the Korean Peninsula. American naval units also supported regional exercises and cooperation with allied maritime forces.

During 1994, the Navy continued reviewing the future of its salvage and auxiliary fleet. The reduction in American force levels after the Cold War affected the number of commissioned repair and salvage vessels required for routine operations. On October 4, 1994, Lieutenant Commander Arthur L. Langston assumed command of BEAUFORT, becoming her final commanding officer during United States Navy service.

During 1995, BEAUFORT remained in commission while plans for her eventual withdrawal from American service were developed. The ship had by then been operating for more than two decades in the Pacific, and the Navy was preparing to transfer or retire several older auxiliary vessels. The EDENTON-class had been designed to provide a combination of salvage and ocean-towing capabilities unavailable in earlier single-purpose vessels. By the mid-1990s, however, the Navy was increasingly relying on specialized salvage organizations, civilian-crewed ocean tugs, and other logistical arrangements for many of these functions.

The decision to retire BEAUFORT was made as part of the wider restructuring of the Navy's auxiliary fleet. Her sister ships EDENTON and BRUNSWICK were also approaching the end of their commissioned careers. On March 8, 1996, BEAUFORT was decommissioned after more than twenty-four years of service with the United States Navy. BRUNSWICK was decommissioned on the same day, while EDENTON remained in commission until March 29.

The Navy disposed of BEAUFORT through the Security Assistance Program. On August 29, 1996, the ship was sold to the Republic of Korea, which intended to employ her as a salvage and rescue vessel. BEAUFORT was formally struck from the Naval Vessel Register on December 12, 1996, completing the administrative termination of her American naval service. Following transfer and preparation for service in South Korea, the former BEAUFORT was commissioned into the Republic of Korea Navy on April 1, 1997, as ROKS PYEONGTAEK.

On December 28, 2016, PYEONGTAEK was decommissioned during a ceremony at Jinhae, South Korea.

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