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EAST OF EDEN
SS E. G. Seubert
Next to the last of the Esso tankers lost by enemy action was the E. G. Seubert. She was torpedoed on a dark night in February,
1944, in the Gulf of Aden, while proceeding from Abadan and Hormuz in a convoy bound for the Mediterranean.
As her, crew and armed guard were abandoning the rapidly sinking vessel,-and later, after she sank when survivors were swimming in oil covered water to reach life rafts two incidents occurred which were memorable examples of heroic conduct.
One of these deeds of courage and devotion to duty was performed by the ship's clerk, the other by her captain. Both of them survived the disaster, but each, in accordance with his responsibility, maintained an ancient and honorable tradition of the sea.
Saved Dog's Life, Dog Saved His
The first incident was so deeply human that a plain recital of what happened has elements of drama as old as the annals of seafaring, yet forever new.
No story could be more simple and its action lasted only a few minutes. But in that short time it tells the adventures of an injured man whose loyalty to his dog, in the face of danger threatening his own survival, caused his instant decision to take the animal with
him when he jumped overboard thus deliberately accepting a handicap to the swimming he knew would he difficult and painful.
He determined to keep the dog's leash wrapped around his wrist as they swam in water thickly covered with fuel oil. Fear assailed him when oil got in his eyes and ears; he realized he could not see a lifeboat or raft and was unable to hear the sound of voices.
The dog paddled desperately ahead and he followed as best he could, not knowing the direction in which they were going. The uncertainty of rescue created terrible suspense as his injured leg made swimming more and more di?icult.
Suddenly, his brave kindness to the animal was rewarded by the saving of his own life. How a turn of fate led to the rescue of dog and man reads like fiction and provides the classic happy ending.
As if this moving episode were not sufficient cause to remember the sinking of the E. G. Seubert, the other act of heroism, which also had an exceedingly fortunate outcome, capped the climax.
The master of the vessel, who did everything he could to save her, did not know that the sea was flooding the engineroom and that the tanker would soon take a sharp list to port and sink.
He ordered his men to lower the lifeboats, but he was still standing on the bridge when his ship went down.
The E. G. Seuberl sailed from Abadan, famous refinery at the head of the Persian Gulf, on February 6, 1944, with a full cargo of about 79,000 barrels of Admiralty fuel needed for naval operations in the Mediterranean and consigned to a North African port.
Allied troops had landed near Anzio, Italy, on January 22 to establish a beachhead and disrupt communications in the rear of German forces in the Cassino area.
With a merchant crew of 43 officers and men and a U. S. Navy armed guard of 27, the E. G. Seuberl had a total complement of 70. She was commanded by Captain Ivar Boklund and her engineroom was in charge of Chief Engineer Paul Christ. The armed
guard was commanded by Ensign Elden F. Bowers. USNR.
On February 9 the vessel arrived at Hormuz Island anchorage in Clarence Strait, between the Persian Gulf and the Gulf of Oman. The convoy she joined, comprising 21 ships, left Hormuz on the 16th, escorted by a British destroyer and two corvettes. The E. G.
Seuberfs position in the formation was No. 2-1.
Signs of Trouble
The voyage was without incident until the afternoon of February 20, when signs of trouble were seen. Over a wide area the sea was littered with packing cases marked "Naafi Stores, Suez". ("Naafi" being the abbreviation for Navy, Army, and Air Force Institute
British counterpart at the American U. S. O., or United Service Organization). On the night of the 21st the sounds of exploding depth charges were heard.
On February 23, 1944, at about 3:30 a.m., the E. G. Seubert was approximately in Latitude 13°50' North. Longitude 48°49 East or about 200 miles east by north of Aden and l5 miles from Ras al Kalb on the Arabian coast to the northwest when the vessel was struck by a torpedo. She was hit on the port side in way of No. 10 main tank and the adjoining cofferdam and cross bunker; No. 10 was the aftermost cargo tank and the cross bunker was next to the engineroom.
About three seconds after the attack on the E. G. Seubert, a British flag tanker, astern and to starboard of her, was torpedoed and about two hours later a Norwegian tanker in the same convoy was hit. The survivors of the Norwegian vessel were picked up by the Australian corvette HMAS Tamworth.
Standing watch on the bridge of the E. G. Seubert was Second Mate Roger A. Steward, with Able Seaman Matthew J. Lissman as foc'sle lookout and Able Seaman Joseph W. Nadeau at the wheel. Ordinary Seaman Frank Simone had lookout duty aft, on the
port side of the poop deck. In the engineroom were Second Assistant Engineer Walter W. Werner. Oiler Thomas G. Higgins, and Fireman Willie B. Boatwright. Radio Operator Leif C. Eriksen was on watch in the radio room.
Three members oi the armed guard were at the forward gun, another was communications lookout atop the wheelhouse, and two were stationed at the after gun.
At the time of the attack, the E. G. Seuberl was running at a speed of approximately 9 knots.
To quote the statement of Second Mate Steward, which was approved by Captain Boklund and Chief Engineer Christ:
When the E. G. Seubert was struck by a torpedo from an enemy submarine, I was on the bridge. About 25 minutes later Captain Boklund instructed me to trim the ship, which had taken a list.
I went alt and noticed that No. 4 lifeboat, port side, had been demolished by the force of the explosion; I ordered the men around No. 3 boat, starboard side, to hold it for further orders.
"l attempted to trim the vessel but was unable to do so, owing to the excessive smoke and oil. The smoke I attributed to a fire between decks. While returning to No. 3 lifeboat I realized that the ship was settling by the stern.
Ship Sank in About 12 Minutes
We waited about three minutes and then decided that the vessel would soon go down and we had better get clear, particularly in view of the [act that I had with me about 33 men. The E. G. Seubert sank about 12 minutes after she was hit and about one minute
after No. 3 lifeboat was launched. Our boat was in good condition and nothing happened to it or to any of its occupants."
In a joint statement, Chief Engineer Christ, Second Mate Steward, Second Assistant Engineer Werner, Radio Operator Eriksen, Seamen Nadeau and Simone, and Fireman Boatwright reported as follows:
"Immediately after the torpedo struck, the general alarnt was sounded. All hands turned out on deck. On instructions from the bridge the engine was stopped by Second Assistant Engineer Werner, who, with the assistance of Oiler Higgins and Fireman
Boatwright, closed the boiler valves and the steam valves to the fuel oil and circulating pumps.
"At the time of the explosion a huge flash was seen on the port side between the cross bunker and No. 10 tank and the vessel took a slight list to port. Oil spouted high in the air and fell on the after decks. A fire started on the port side aft and Chief Engineer
Christ gave the order to open the steam smothering valves.
"A rope net was thrown over the starboard side and several life rafts were released. No. 4 lifeboat was destroyed by the explosion; No. 2 boat was jammed while being lowered; No. 1 boat was lowered, but could not get away because it was held by the falls. No. 3 lifeboat, with 33 men, in charge of Second Mate Steward, was launched and left the vessel.
"The rest of the ship's crew and the U. S. Navy gun crew remained aboard the ship. Suddenly, about 12 minutes after she was torpedoed, the E. G. Seubert's list to port increased severely and she sank rapidly by the stern, as a result of which all hands still on
deck were washed overboard."
To quote the statement of Chief Engineer Christ:
"I was asleep in my bunk and awakened with the thought that we had been in a collision. Without dressing, I ran out to open the engineroom door and saw Second Assistant Engineer Werner coming out. He told me we had been torpedoed and that the
engineroom and fireroom were filling with water. He had just stopped the engine in response to a telegraph signal from the bridge and was going to get First Assistant Engineer Charles L. Bell, who was already out of his bunk. They went around closing line stops
as per instructions. I looked again at the engineroom. As it was flooding rapidly, I started to go to my station at No. 1 lifeboat, accompanied by Pumpman George J. Tridone and Boatswain Ralph N. Blanchard. We assisted in lowering No. 3 boat, which was fully loaded, and then went forward.
"Until I told Captain Boklund that the engineroom was being flooded, he had hoped that the ship would not sink. He went up on the bridge after ordering the boatswain, the pumpman, and me to lower No. 1 lifeboat, in which there were a few men, including
Ship's Clerk Harold L. Myers.
Thrown into the Sea
"Boatswain Blanchard, who had climbed under the boat to release the life net, shouted that the ship was sinking fast. By that time I was holding on to the gunwale of the boat with both hands.
"Suddenly the ship listed violently. The lifeboat turned completely over, tossing me and the other men into the water. The boat, with the falls still attached, was dragged down by the ship. I saw a life raft holding several men, swam toward it, and was rescued.
"Captain Boklund was on the bridge when the E. G. Seubert went down.
"The survivors were picked up by two escort vessels the corvettes HMAS Tamworth and HMIS Orissa. We were landed at Aden about 10 a.m. on February 24."
Ship's Clerk Harold L. Myers, in an interview for this history, related his unusual and dramatic experience.
A Man and His Dog
"While asleep in my room amidships," he said.
"I was awakened by a terrific crash. The impact of the explosion threw me from my bunk to the deck. Parts of the heavy wooden bulkhead of the room fell around me.
"I heard my dog whimper. He was a fine example of the Persian deerhound; I had acquired him in Abadan. I pushed my way through broken pieces of wood and found the dog wedged in between the screen door and the bulkhead. After getting him loose, I
put on my life jacket and tried to open the screen door. It was difficult but I somehow managed to do it. The door had been supporting part of the bulkhead, which fell on me; sharp splinters cut my legs. Freeing myself, I buckled on the dog's collar and leash, picked him up, and carried him to the bridge.
"Captain Boklund told me to run up a red lantern on the halyard, but we couldn't find any matches and were unable to set a signal to warn other ships in the convoy.
"When the captain directed me to help lower No. 1 lifeboat, I put my dog in the boat and assisted other crew members at the falls.
"The ship was sinking fast. The lifeboat was a couple of feet from the water when the vessel gave a terrible lurch and Bos'n Blanchard yelled, 'There she goes!'
Swam for Their Lives
"I took a flying leap and gripped a man rope. The lifeboat came up toward me and I dropped into it. As it was then impossible to get the boat clear of the falls, I grabbed the dog's leash and pulled him over board with me to avoid going down when the ship sank.
"As the dog and I swam for our lives, he went ahead of me and I followed as best I could with the leash wrapped around my wrist. Swimming was difficult in the layer of oil, several inches thick, which covered the sea for a considerable distance.
Injured and Blinded by Oil
"When I went under, the fuel oil filled my eyes and ears. I tried unsuccessfully to wipe it from my eyes: more oil, running down from my forehead, practicallv blinded me. I knew I could not see a lifeboat or raft or hear voices that might be calling. My leg hurt badly. I
did not know where I was going or whether there was any chance of rescue. My feeling of suspense, mingled with determination, fear, and hope, was indescribable. Somehow, sympathy for my dog and the desire to save him helped me to carry on.
"I had no idea whether the dog could see or hear any better than I could. The night was clear but very dark. He may have heard men talking on one of the life rafts which, unknown to me, we had neared to within a few yards.
Safe
"In any event, some one on the raft heard the dog panting and gasping when we were only a few feet away and pulled him aboard. I felt the leash tighten and instinctively shouted for help. The next instant I was hauled up on the raft.
"We rescued other survivors. It was not long before I found I could not bend my legs; one of them was badly swollen.
"When we were put ashore at Aden I went to a hospital where I stayed for nine days, receiving fine medical attention. After that I was sent to an Army camp for a month, until repatriated on a troopship, the Solomon Juneau, which sailed on March 30. Mean while, my dog had been treated at the hospital for two weeks. I was permitted to take him with me on the transport and on arrival in New York, on May 11, after a voyage of 18,000 miles, I sent him to my mother in St. Louis. Feeling that he had saved my life, I did
not want him to go to sea again during the war."
To return to the report of Second Mate Steward:
"When No. 3 lifeboat was about 200 yards from the vessel, the E. G. Seubert sank by the stern. About five minutes after the vessel's disappearance we rowed into the area of the sinking and remained in the vicinity, making a thorough search until we were
rescued.
Corvettes Pick Up Survivors
"About two hours after the torpedoing, the Aus tralian corvette HMAS Tamworth came alongside and took us aboard. She also picked up some of the men on the rafts. The corvette HMIS Orissa rescued others and left for Aden at about 5:30 a.m., on the 23rd. The Tamworth continued the search for survivors until early afternoon, when hope was abandoned. There were 64 survivors 40 of the ship's crew and 24 of the armed guard."
As will be seen from the following paragraphs of Captain Boklund's report, he made no reference to the fact that he was on the bridge when the ship sank:
"The E. G. Seubert, immediately after she was torpedoed, did not appear to be in a sinking condition and my first concern was to stand by and save the vessel. I tried to have the fire extinguished by using the smothering and fire lines. While this was being done I discussed with Ensign Bowers the best method of disposing of the ammunition stores in the event that the fire could not readily be controlled.
"In the course of about 10 minutes after the torpedoing and after I had ordered the net thrown over the starboard side and the lifeboats lowered, the E. G. Seubert, suddenly and without warning, took a sharp list to port and sank rapidly by the stern, washing all hands then remaining on deck over board."
To return to the joint report submitted by Chief Engineer Christ and others:
"The second mate, Mr. Steward, in No. 3 lifeboat, picked up about 6 men from the water; the men who were washed overboard made their way to life rafts and were later rescued by the British escorting corvettes, which also took aboard the men in the second
mate's lifeboat.
Three of Ship's Crew and Three Gunners Lost
"When all hands were counted it was found that Chief Mate John G. M. Humsjo, Steward John P. Millar, and Boatswain Ralph N. Blanchard were missing and presumably lost. The following were injured: Captain Ivar Boklund, First Assistant Engineer Charles L. Bell, Ship's Clerk Harold L. Myers, and Ordinary Seaman Andrew W. Haraksin.
"All the injured requiring medical attention were taken to the British Royal Air Force Hospital in Aden.
"Three members of the U. S. Navy armed guard were lost the commanding officer, Ensign Elden F. Bowers, USNR, and two signalmen. Some of the sur vivors of the gun crew were injured."
During the crew's stay at Aden the men other than those hospitalized were furnished accommodations in the Allied Army Barracks at Bir Fadhl until March 30, when arrangements were made through the United States Consul for the repatriation of 39 members of the crew aboard the American flag steamship Solomon Juneau, which left Aden March 30 and arrived in New York on May 11. First Assistant Engineer Charles L. Bell, who remained in the hospital for further treatment, sailed for home April 26 aboard the SS Theodore Sedgewick, which reached New York on May 30.
The SS E. G. Seubert, ex F. H. Wickett, ex E. L. Doheny, Third, was built in 1918 by the New York Shipbuilding Corporation at Camden, New Jersey. A sistership of the R. G. Stewart and F. W. Abrams, she was one of the Pan American Petroleum and Transport Company ships acquired by the Standard Oil Company of New Jersey on April 30, 1932.
A single-screw vessel of 14,560 deadweight tons capacity on international summer draft of 29 feet, 5 3/4 inches, the E. G. Seubert had an overall length of 485 feet, a length between perpendiculars of 468 feet, a moulded breadth of 62 feet, 6 inches, and a depth moulded of 39 feet, li inches. With a cargo carrying capacity of 102,055 barrels, she had an as signed pumping rate of 3,500 barrels an hour.
Her quadruple expansion engine, supplied with steam by 3 Scotch boilers, developed 3,200 indicated horsepower and gave her a classification certified speed of 10.1 knots.
On September 3, 1939, the E. G. Seubert was on her way from Baton Rouge to Baltimore with a mixed cargo of 101,790 barrels, chiefly Mid-Continent crude. Except for three and a half months in 1940 when the vessel was tied up in the Patuxent River, she ran between Gulf of Mexico and Atlantic coast ports for more than two years with one loading each at Aruba and Caripito.
In October, 1941, she began new schedules which took her mainly from Caribbean ports to South America but included a few trips from the Gulf of Mexico to United States Atlantic coast ports.
On August 9, 1942, the E. G. Seubert left New York on her first Atlantic crossing of the war with a cargo of Pool gas oil for Liverpool. She was commanded by Captain Walter F. Andrews and her engineroom was in charge of Chief Engineer John J. Harty.
Following this voyage the tanker loaded at Texas City for New York and thereafter made 5 trans atlantic voyages, taking 4 cargoes to England and Scotland and one to Algiers.
In a letter dated September 7, 1942, Captain Walter F. Andrews reported as follows:
"On loaded passage from New York to the United Kingdom on August 31, 1942, depth charges were used several times in the vicinity of the E. G. Seubert, causing an oil slick to appear in the vessel's wake. This occurred during a submarine attack. Several
ships in the convoy were sunk."
Fueled Many Ships at Sea
In addition to delivering cargoes of petroleum products and vitally needed aircraft and plane parts, the E. G. Seubert's contribution to the winning of the war included fueling escorts at sea. She performed this operation ten times on one voyage and on an other occasion supplied two British corvettes with 400 barrels of fuel oil. At that time she was transporting about 300 tons of deck cargo, consisting of fighter planes and their spare parts.
Sailing from New York on October 22, 1943, with a cargo of special Navy fuel oil for Algiers, she pro cecded to Abadan and took two cargoes of Diesel and furnace oil to Bombay. It was on her return from Bombay that she went to Abadan and loaded Admiralty fuel before sailing. February 6,. 1944, on her last voyage.
The transportation record of the E. G. Seubert, from September 3, 1939 to January 6, 1944 when she finished discharging at Bombay was in summary as follows:
The wartime masters of the E. G. Seubert were Captains John B. Petterson, Ralph E. Thomas, Alfred Christianson, Henry S. Westmoreland, Frank Pharr, Walter F. Andrews, Alexander J. Zafiros, Leslie D. Cushman, Ingvald Henriksen, and Ivar Boklund.
During the same period her engineroom was in charge of Chief Engineers Charles J. Fox, Andreas Larsen, John J. Harty, William L. Nauglnon. Alvah B. Strout, and Paul Christ.
Captain Ivar Boklund joined the Company as a third mate on February 23, 1926. He was promoted to chief mate on August 3, 1933 and has had continuous service as master since October 16, 1940.
Chief Engineer Paul Christ entered the Company's employ as a junior engineer on April 14, 1920. He has had continuous service as a licensed officer since January 19, 1922 and was promoted to chief engineer on February 1, 1934.
Two rescued members of the crew of the E. G. Seubert when she was lost were survivors of other tankers damaged by enemy action. Ship's Clerk Harold L. Myers was on the Esso Bolivar when she was shelled and torpedoed 30 miles off Guantanamo Bay at 2:30 a.m. March 8, 1942 with the loss of her master, chief mate, and five other members of the crew. Able Seaman Peter Uzarewich was a member of the crew of the Esso Manhattan when that vessel left New York on the morning of March 29, 1943 bound for Curacao. When about 25 miles outside Ambrose Channel at noontime she was severely dam aged by what appears to have been an underwater explosion.
Merchant Crew Lost on the "E. G. Seubert" February 23, 1944
Merchant Crew Survivors of the "E. G. Seubert" February 23, 1944
U. S. Navy Armed Guard Lost on the "E. G. Seubert" February 23, 1944
U. S. Navy Armed Guard survivors of the "E. G. Seubert" February 23, 1944
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