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VICTORY IN ACTION
SS Esso Rochester
The narrow escapes of the Esso Rochester from Japanese suicide planes in the Leyte battle area and the splitse-cond marksmanship of her U. S. Navy gunners in destroying a Tap dive bomber became known to Company officials when the vessel entered New York harbor in unpub-licized triumph on December 31, 1944. She was commanded by Captain Frank Pharr and her engineroom was in charge of Chief Engineer Everett Brown. High on her stack were painted the symbols of victory in action.
A few months later, when Navy censors approved publication of the story as written for The Ships' Bulletin, it was released to the press by the War Shipping Administration and on April 10, 1945, the name of the Esso Rochester and her prowess in combat were brought to the attention of the American people.
Carrying out a fueling mission in a convoy taking troops and supplies to General Douglas MacArthur's forces locked in battle on the island of Leyte, the Esso Rochester was off the Leyte beachhead for about a week w^ile engaged in discharging her fuel cargo to U. S. Navy destroyers, oilers, and other vessels. Each day the Japanese made three or more air raids. On one occasion, kamikaze planes attacked naval and merchant vessels within a few hundred yards of the Esso Rochester, in plain sight of her officers and crew, as her anti-aircraft guns joined those of other ships in sending up a heavy barrage.
Armed Guard Aided by Ship's Crew
It was on November 19, 1944, during the night of her departure in a returning convoy, that an enemy plane, hit by the fire of escort vessels, fell into the sea close to the Esso Rochester. On the morning of November 21 r her armed guard brought down a Jap dive bomber while it was heading straight in her direction. This plane also crashed and sank near the Esso tanker.
The Navy armed guard of the Esso Rochester, who aimed and fired her 3-inch gun and 20-millimeter antiaircraft guns during the action, were assisted by members of the ship's crew, in accordance with the request of the War Shipping .Administration that merchant marine personnel familiarize themselves with the weapons on merchant vessels. Captain Pharr complied strictly with this request.
After the Jap bomber was brought down by her armed guard, the Esso Rochester was authorized by the escort commander to take credit for the kill. Hence, on the ship's stack, were painted two stencils - the black silhouette of a two-motored dive bomber, and, below it, in red and white, the rising sun flag of Japan - adding another score to the American merchant fleet's record of enemy planes destroyed.
On November 1, 1944, about two weeks after American forces landed on the island of Leyte, and not long after the great naval battle for Leyte Gulf, the Esso Rochester, which had arrived at Hollandia with 114,-175 barrels of Navy fuel oil, was awaiting an opportunity to discharge cargo when Captain Pharr received orders to join an important convoy of troop transports, landing craft, and supply ships for the reinforcement of our invasion army fighting for the conquest of Leyte.
Greeted by Jap Planes
Captain Pharr, in an interview for this history, told the following story:
"We arrived at Hollandia with a full cargo of Navy fuel. I had instructions to discharge the fuel there. Another tanker had orders to sail in a convoy for Leyte, but the Esso Rochester was ordered to go in her stead. There were 40 LST's, carrying about 500 soldiers each, and 12 Liberty ships carrying troops. There were also some LCIs. The distance from Hollandia to Leyte beachhead is about 1,200 miles, but the convoy was slow; we arrived on November 12.
"We were met at Leyte by about 40 or 50 Japanese planes, which bombed and machine gunned the landing soldiers and attacked vessels in the harbor. They set three Liberty ships afire."
Chief Mate Edwin C. Geick, who was later assigned as master in the service of War Emergency Tankers, Inc., told of incidents at Leyte in an interview for this history:
Incidents at Leyte
"Early on November 12 it was still very dark as the Esso Rochester entered Leyte Bay. At about 4:20 a.m. we heard Japanese planes. We were then inside of Dinagat Island. The LSTs opened up with their 40-millimeter guns at about 4:30 a.m. The sky was lighted beautifully by luminous shells and the tracer fire of anti-aircraft batteries ashore. The searchlights were turned on only once.
"We signaled the communications ship for orders. Soon afterward one of the Japanese planes dropped bombs on the airport and then dived on a Liberty ship which was carrying troops. It started a fire on board, forward of the bridge and down the hatch, and destroyed a good deal of the cargo. There were heavy casualties. On the afternoon of that day they were still radioing requests for doctors, pharmacists' mates, and others to go aboard and care for the wounded. The captain of the vessel and many of the crew were killed. During the week there were several calls for volunteers to man the ship.
"Shortly after the Liberty troopship was hit we saw a Jap plane shot down. It fell in flames and burst upon hitting the water, about 700 yards from the Esso Rochester.
"As daylight came we received orders to go alongside a Liberty tanker and transfer part of our cargo. To do this it was necessary to retrace our course and go around the lighthouse. We had to take soundings and proceed with the utmost caution. When the next air raid alert was sounded, about 9 a.m., we saw the Liberty tanker with two destroyers bunkering at her sides.
"Suddenly a Jap bomber attacked these vessels and we opened fire with our 3-inch gun. Our gun crew claimed that we put a few shells into the enemy plane, which swerved and dived into an LST. Shortly afterward the raiding planes were either driven off or destroyed.
"The Esso Rochester went alongside the Liberty tanker when the two destroyers left and we were discharging cargo when we received another alert. There were several other raids that day. Very few enemy planes survived."
To continue Captain Pharr's account:
"We were off the Leyte beachhead for six days. The Japanese made three raids a day - one at night, one in the early morning, and another during daylight hours. On some days there were four attacks. In the night and early morning raids some of the enemy planes got away, but in the daylight raids they were all destroyed.
"In Honor of Suicide Flyers"
"In practically all cases the attacking enemy aircraft were kamikaze squadrons. We heard a broadcast in English from a Japanese radio station. It was reporting a banquet given in honor of suicide fliers about to depart. Speeches were made lauding them for the service they had done for their country and for the new and greater service they were going to perform. They were told that it was their duty to land their planes on American ships. According to reports we heard from naval officers, inspection of Jap planes brought down ashore showed that they did not have enough gasoline for a return trip."
Between November 12 and 19, in Leyte Bay, the Esso Rochester fueled fifteen naval vessels: the USS Caribou, ex Nathaniel Palmer (IX 114), USS Nan-tahala (AO 60), USS Arethusa (IX 135); the destroyers USS Cony ngham (DD 371), USS Coghlan (DD 606), USS Hopewell (DD 681), USS Dashiell (DD 659), USS Cony (DD 508), USS Sigonrney (DD 643), USS Edwards (DD 619), and USS Ludlow (DD 438) ; the destroyer escorts USS Neuendorf (DE 200) and USS Thomason (DE 203); the transport destroyer USS Goldsborough (APD 32); and the Australian destroyer HMAS Warramunea.
"On the night of November 19," Captain Pharr continued, "the Esso Rochester joined a convoy that left the harbor at 8 p.m. There was cloudy weather and rain. When we were about fifteen miles out we heard the humming of a plane above us. It was heading in toward the shore. Soon afterward we heard it again; it was coming for the convoy. When we first saw the plane it was diving toward the Esso Rochester. Our armed guard gave strict obedience to their orders that merchant ships must not fire their guns at night - as the tracer bullets would indicate the ship's position. But our escorts, with their radar-controlled anti-aircraft guns, hit the oncoming bomber in the nick of time. It crashed into the sea about 100 feet short of our stern.
"On the morning of November 21, at about 10 a.m., we met a task force made up of about four large carriers, with escorting destroyers and patrol ships. The task force circled the convoy and traveled with us for a short time. They were making about 20 knots to our 10. The naval vessels circled us again before heading back toward the position where we met them.
"Soon afterward a Japanese bomber suddenly appeared, as if from nowhere, and headed for one of the carriers, which immediately started firing, as did our escorts, whereupon the enemy bomber turned and headed back toward the convoy. It passed over about nine LSTs, which were firing at it as it came straight for the Esso Rochester.
The End of a Kamikaze Attack
"We were also firing at the dive bomber. A shell from our 3-inch gun hit the plane but did not stop it. A few seconds later, one of our 20-millimeter antiaircraft guns hit the plane's starboard motor, which burst into flames. The bomber plummeted down and fell into the sea, exploding about 100 feet off our port bow. The flames were extinguished by the water. A life raft floated up, but the men did not come to the surface. The plane sank immediately.
"There were 27 men in the gun crew of the Esso Rochester; they were commanded by Lieutenant John B. Fisher, USNR. We had a 3-inch gun forward, a 4-inch aft, and eight 20-millimeter anti-aircraft guns-four on the bridge and four aft. It was one of the 20-millimeter guns on the starboard wing of the bridge which brought down the enemy plane."
Returning to Chief Mate Geick's interview:
"I was on the bridge when the Jap bomber was shot down. When I first saw the enemy plane it was flying the length of the convoy after dropping a bomb which missed the leading LST. Then it headed for the task force carriers. The task force opened up with everything they had and the air was full of flak, but the Jap finally disappeared in the clouds. Planes from the carriers apparently did not see him in time to make a kill.
"Suddenly the enemy bomber appeared again and passed over the escort commander's destroyer, which opened fire on it. As it approached the Esso Rochester we started firing. Members of our merchant crew assisted the U. S. Navy armed guard at the gun stations. Oilers Le Roy W. Huntington and Richard L. Runyan were loaders at the 3-inch gun; Storekeeper Andrew E. Wiener assisted at the after 20-millimeter gun on the port side of the bridge; Wiper Andrew Baiko was at the after 20-millimeter gun on the starboard side of the bridge; and Wiper William H. Rief - I believe, with two messmen - assisted at the guns aft.
"One of the 3-inch shells hit the plane, but did not stop it. A 20-millimeter gun on the starboard side of the bridge scored a direct hit on the Jap's starboard motor, which stopped and burst into flames. The bomber lost altitude and then darted down. Passing close ahead of the Esso Rochester, from starboard to port, it plunged into the sea, exploding as it hit the water. The force of the explosion threw debris and parts of the plane onto the ship's foc'sle head. A few seconds after the plane sank, I saw wreckage come to the surface, but no one saw any of the Japanese fliers."
The letter from the Navy Department to the Company confirming the kill is here quoted as part of the war annals' of the United States Navy and the American Merchant Marine:
NAVY DEPARTMENT
Executive Office of the Secretary Office of Public Relations Washington 25, D. C.
February 16, 1945
Mr. M. G. Gamble Assistant General Manager Standard Oil Company Marine Department
30 Rockefeller Plaza
New York 20, N. Y.
Dear Mr. Gamble:
The Navy Department takes great pleasure in confirming the report of the destruction of a Japanese airplane by the Esso Rochester on 21 November, 1944.
The attacking enemy plane was a twin-engined medium bomber known as "Sally". The Japanese aircraft had already dropped a bomb near one of the LSTs in the convoy. The Esso Rochester opened fire with its three-inch gun; as the "Sally" came closer, the 20-mm. guns went into action. The first burst caught the bomber squarely and the starboard engine burst into flame. Seconds later the plane struck the water and sank almost instantaneously.
Sincerely, Harold B. Say Commander,
USNR Officer in Charge
Review Section
The SS Esso Rochester was built in 1943 by the Sun Shipbuilding & Dry Dock Company at Chester, Penna. She is a sistership of the Esso Richmond (second vessel so named), Esso Buffalo, and the second Esso Columbia, which became the Navy oiler USS Atascosa (AO 66).
A single-screw vessel of 18,604 deadweight tons capacity on international summer draft of 30 feet, 4 1/2 inches, the Esso Rochester has an overall length of 547 feet, 234 inches, a length between perpendiculars of 521 feet, a moulded breadth of 70 feet, and a depth moulded of 40 feet. With a cargo carrying capacity of 153,704 barrels, she has an assigned pumping rate of 8,000 barrels an hour.
Two water-tube boilers provide steam for her turbine engine, which develops 9,020 shaft horsepower and gives her a classification certified speed of 15.5 knots.
Delivered on January 29, 1943, the Esso Rochester was in wartime service two years and seven months. In that time she made thirty-one voyages and transported more than 3,640,000 barrels of petroleum products; she also carried on her decks nearly 200 tons of war equipment.
Leaving Chester, Penna., February 2, 1943 on her first voyage, she was commanded by Captain Pharr - master of the Esso Aruba when that vessel was torpedoed on August 28, 1942 - and her engineroom was in charge of Chief Engineer Thor O. Sandin. Her first cargo, 131,623 barrels of heating oil, was loaded at Baytown, Texas, and discharged at New York. After her second voyage, with a Texas City cargo of heating oil delivered at New York, the Esso Rochester loaded twelve P-38 fighter planes and a large quantity of gas tanks. Sailing on March 11, she proceeded to Aruba and lifted 114,487 barrels of special Navy fuel oil for Casablanca, where the vessel arrived on April 2, 1943. By Navy orders, a moderate amount of her oil cargo was retained in the tanks for fueling escort ships on the return leg of the voyage.
More Fueling at Sea Operations
In mid-Atlantic the Esso Rochester replenished the bunkers of four destroyers - the USS Mervine (DD 489), USS Quick (DD 490), USS Cowie (DD 632), and USS Knight (DD 633). The efficiency of this fueling at sea was praised in messages of congratulation from the commanding officers of the destroyers.
During the rest of the year the Esso Rochester made eight coastwise voyages and tour across the Atlantic. Of the four transatlantic cargoes, consisting of fuel oil from Caribbean ports and New York, one was delivered at Freetown, June 22-24, one at Avonmouth, July 24-28, and two at Glasgow, September 8-14 and . October 24-25. After the second delivery at Glasgow, the Esso tanker went to Liverpool and unloaded, October 26-29, twelve P-38 fighter planes for the U. S. Army.
At that time, the bombing of German war industry plants - Regensburg, August 17; Schweinfurt, October 14 - by B17s was being carried out on an increasing scale, and the losses of Allied bombers necessitated greater protection by long range fighter craft. As General H. H. Arnold stated in his January 4, 1944 report to the Secretary of War, concerning bombing operations in the fall of 1943:
"The ecjuipment of our escort fighter aircraft with extra long-range disposable fuel tanks now enables them to give our bombers continuous cover to and from targets formerly out of tactical range."
Thus the Esso Rochester^ when she arrived at Liverpool on October 26, w^as one of the American tankers that carried on their spar decks the P-38 (Lightning) fighter planes which were becoming of decisive importance as escorts protecting American bombers over Germany.
In 1944 the Esso Rochester made four coastwise and four long voyages. On the latter, she crossed the Atlantic from Curacao to Dakar and was then ordered to fueling missions in the Pacific. Loading a cargo of 105,019 barrels of fuel oil at Curacao, she sailed on March 30 and delivered it at Wellington, New Zealand, April 23. With her next cargo, taken on at Aruha, she arrived on June 16 at Milne Bay, New Guinea.
In the New Guinea campaign, American forces, making a westward advance of more than 400 miles, had landed at Hollandia and Aitape on April 22, and by April 30 the Japanese airfields were captured. The airfields at Biak were in American use by June 22. Thus Milne Bay, where the Esso Rochester arrived on June 16, was a main base of supply for operations against Hollandia, Aitape, and Biak. At Milne Bay, the Standard Oil Company of New Jersey tanker delivered 114,349 barrels of special Navy fuel oil.
On her next voyage the Esso Rochester, after stopping at Melbourne, Australia, for bunkers, provisions, and repairs, went to Abadan in the Persian Gulf and loaded 113,767 barrels of fuel oil, with which she arrived at Langemak Bay, September 1, and at Hum-boldt Bay, New Guinea, September 3.
The tanker's adventurous voyage to Leyte began when she sailed from Curacao on October 3, 1944, with 114,175 barrels of Navy fuel oil. After going through the Panama Canal she made departure from Balboa on October 7 and on November 1 she arrived at Hollandia.
On her return from Leyte, the Esso Rochester, reaching New York December 31, 1944, had on board 111,691 barrels of Navy fuel oil from Curacao.
From then until the end of the war the vessel made eight voyages. One cargo of Venezuelan crude oil went from Caripito to Halifax and two of special Navy fuel from San Pedro to San Diego. From Curacao and San Pedro she carried five cargoes of special Navy fuel across the Pacific - three to Ulithi, one to Pearl Harbor, and one to Okinawa.
The Esso Rochester's petroleum carrying record during the war was in summary as follows:
As an extra contribution to the war effort, a lifeboat from the Esso Rochester was loaned to the American Merchant Marine Library Association, in May, 1945, to arouse public interest in its drive for books to be distributed for the use of officers and men on American merchant vessels. Many of the Association's ship libraries had been lost on ships sunk by the enemy and there was an unprecedented need for hundreds of thousands of volumes for our greatly increased merchant marine personnel.
The lifeboat, with its full equipment and its sail raised, was "commissioned" on May 21, 1945 in Atlas Court, at the entrance to the International Building, Fifth Avenue and 50th Street, New York City. Appropriate ceremonies were held by officials of the American Merchant Marine Library Association and the Standard Oil Company (N. J.) Marine Department. A Coast Guard bugler sounded "assembly".
In the New York Times, on May 22, appeared the following article:
LIFEBOAT TO BE BOX FOR SEAMEN'S BOOKS
In a ceremony in the Atlas Court of the International Building, 630 Fifth Avenue, a steel-gray lifeboat was dedicated yesterday as a receptacle for gifts to the spring book drive of the American Merchant Marine Library Association.
As high-ranking Army and Navy officers stood by to make the first donations, Commissioner Thomas M. Woodward of the United States Maritime Commission opened the campaign with an appeal for "good and interesting books."
"Commissioning" of the twenty-two foot craft for six days of land duty was witnessed by about 100 passers-by and honored guests, who included Vice Admiral Herbert F. Leary, Commander of the Eastern Sea Frontier; Maj. Gen. Thomas A. Terry, Commanding General, Second Service Command; Rear Admiral Stanley V. Parker, Commandant of the Coast Guard in the Third Naval District, and Rear Admiral Freeland A. Daubin, Commandant of the Navy Yard in Brooklyn.
Others were Mrs. George Emien Roosevelt, chairman of the drive; Mrs. Harold Irving Pratt; and Mrs. Julius Ochs Adier, who helped Mrs. Roosevelt in planning the campaign, and Bush-rod B. Howard, General Manager in Charge of Marine Operations for the Standard Oil Company of New Jersey, which lent the lifeboat to , the association.
More than 4,000 books were placed in the lifeboat, which was constantly inspected by a crowd of people. Captain Adolv Larson, who was in charge of the boat, answered questions and received the donated books. Assisting him were Captain August Bosch, Captain Johannes Boje, Boatswain Robert Blonz, and other representatives of the Marine Department.
The masters of the Esso Rochester during World War II were Captains Frank Pharr, Frank E. Wir-tanen, Kenneth L. Forbes, and George Rasmussen.
During the same period her engine department was in charge of Chief Engineers Thor O. Sandin, George B. Calundann, Everett Brown, and William M. Strang.
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