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VOYAGE BY LIFEBOAT
SS Esso Harrisburg
Four loaded lifeboats left the sides of the sinking Esso Harrisburg on the night of July 6, 1944, off the Venezuelan coast. Patrol planes sighted three; their occupants were picked up the following day by a Royal Netherlands naval vessel and a U. S. submarine chaser. The other boat — after four nights and four days of sailing — landed on a Colombian beach.
The Esso Harrisburg had just come from the Pacific war zone when she loaded at Cartagena her last cargo — crude oil for New York. In addition to her merchant crew of 44 officers and men she carried a U. S. Navy armed guard of 28, including the officer in charge. The vessel was armed with a 3-inch gun forward, a 4-inch stern gun, and eight 20-millimeter machine guns — four amidships and four aft.
Under half moonlight conditions of visibility and in rough seas, at about 7:25 p.m., Able Seaman Bennie A. Baker sighted a wake about 400 yards off the star board bow. It was observed to be that of a submarine close to the surface. The Esso Harrisburg maneuvered so that the underwater enemy was brought astern.
Suddenly a torpedo struck in way of the rudder and propeller, causing the engine to stop at once. The order to abandon ship came at 7:40 p.m., ten minutes after the first torpedo exploded. Between 7:30 and 8 p.m., another torpedo hit in way of the starboard
bunker compartment and a third crashed into the starboard side at No. 6 tank.
Master Went Down with His Ship
True to the traditions of the sea, the heroic captain was the last to leave the ship. After nothing more could be done for the stricken tanker and her crew, he was seen jumping over the side. The master of the vessel disappeared in oil-covered water and was not seen again.
Three other members of the merchant crew and four of the U. S. Navy armed guard were also lost.
The Esso Harrisburg went down without bursting into flames, but not silently. Her guns continued firing until she began to settle by the stern and all hope was gone.
The SS Esso Harrisburg was built in 1942 by the Bethlehem-Sparrows Point Shipyard, Inc., at Sparrows Point, Md. She was a sistership of the Esso Annapolis (second vessel so named) , the Esso Hartford, and the Dartmouth.
A single-screw vessel of 16,585 deadweight tons ca pacity on international summer draft of 30 feet,1/2 inch, the Esso Harrisburg had an overall length of 501 feet, 7 3/4 inches, a length between perpendiculars of 487 feet, 6 inches, a moulded breadth of 68 feet, and a depth moulded of 37 feet. With a cargo carrying capacity of 131,136 barrels, she had an assigned pumping rate of 6,000 barrels an hour.
Her turbine engine, supplied with steam by two water-tube boilers, developed 7,700 shaft horsepower and gave her a classification certified speed of 15 knots.
The Esso Harrisburg was delivered to the Standard Oil Company of New Jersey on September 30, 1942. at Baltimore, Maryland. Under the command of Catain Harry B. Darling, with Chief Engineer Reginald S. Patten in charge of the engineroom, the vessel made her maiden voyage from Baltimore to Baytown, where she loaded her first cargo, 121,943 barrels of Navy Diesel oil for delivery to New York. Taking departure from Baltimore on October 14, she arrived at Baytown on the 24th. The rest of the year she ran coast wise between Texas and New York.
The Esso Harrisburg's big year was 1943; she delivered 1,409,927 barrels, or 59,216,934 gallons, of fuel and crude oils, making three trips to Casablanca, one to Glasgow, three to the Canal Zone, four to New York, and one each to Norfolk, Philadelphia, and Wilmington. Loading ports for these trips were Aruba, Curacao, and Las Piedras.
In her last year of service, the Esso Harrisburg sailed from Balboa, Canal Zone, on January 16 and arrived at Aruba for her first 1944 cargo on Januany 18. Under the command of Captain Ernest C. Kelson, with Chief Engineer Patten again in charge of her engine department, the tanker loaded 102,254 barrels of special Navy fuel for Milne Bay, thus becoming a link in the vital chain of ships carrying fuel and supplies to our fighting fleet. She arrived at Milne Bay, New Guinea, on March 3, four days before United States forces landed near Talasea, New Britain.
Discharge was made to the famous USS Victoria (formerly and at present the SS George G. Henry), and also to the Typhoon, once an Italian ship, which had for a short time been operated by the Standard Oil Company of New Jersey. The Esso Pittsburgh and the Esso Bayonne were also in Milne Bay at that time.
The Esso Harrisburg returned to Aruba, via the Panama Canal, and loaded 101,742 barrels of special Navy fuel which she delivered to Nukualofa, on Tongatabu in the Friendly Islands. She was back at Aruba again on May 15 and her final Pacific mission
began on May 16, when she sailed with 98,688 barrels of special Navy fuel for Espiritu Santo. Returning from this trip and loading at Cartagena for New York, she sailed on her last voyage.
The transportation record of the Esso Harrisburg, excluding the cargo lost by enemy action, was in summary as follows:
Her masters were Captains Harry B. Darling and Ernest C. Kelson.
In charge of her engineroom were Chief Engineers Earl Williams, Laughton D. Angel, and Reginald S. Patten.
Although the Esso Harrisburg had a relatively short life — 21 months and 5 days — she played an important part in the battle of supply during a period of the war when great military and naval campaigns were leading to victory. At the time the Esso Harrisburg was lost, a U. S. Navy carrier task force had recently bombed Iwo Jima and other islands in the Bonins; soon afterward, on July 9, the decisive capture of Saipan was completed. On the same day, General Montgomery captured the key position of Caen, in
Normandy, and on July 13 General Omar Bradley's forces began their attack on St. Lo. Thus the service of the Esso Harrisburg lasted beyond the most critical phases of World War II.
Traveling Alone When Attacked
Traveling alone with a cargo of 113,342 barrels of Colombian crude oil in her tanks, the Esso Harrisburg was attacked without warning at about 7:30 p.m. on July 6, 1944.
Owing to the death of Captain Kelson, the war loss story of the Esso Harrisburg was told in a joint statement signed by Chief Mate Aksel Selvik, Chief Engineer Reginald S. Patten, First Assistant Engineer Huey W. Davis, Radio Operator Winthrop C. Andersen, and Able Seamen Bennie A. Baker, Edmund C. Lally, and Joseph L. Richard.
"From the time of sailing, until the attack," the report stated, "the weather was cloudy and hazy, with rough seas and a northeasterly wind, Force about 5.
"After leaving port, the Esso Harrisburg proceeded on various courses according to routing instructions. At night all lights were blacked out. About 7:25 p.m. on July 6, Bennie A. Baker, A.B., sighted a wake approximately 400 yards off the Esso Harrisburg's starboard side, running parallel to the vessel; the ship's position was about Latitude 14° North, Longitude 71° West, and her speed was 13 1/2 knots.
"Captain Ernest C. Kelson was on the bridge. The others on watch in the deck department were Chief Mate Aksel Selvik on the bridge, Able Seaman Robert C. Henter at lookout on the port wing of the bridge, Able Seaman Bennie A. Baker on the starboard side of the monkey bridge, Able Seaman Edmund C. Lally at the wheel, and Ordinary Seaman Gustavo Torres, who had been on the starboard wing of the bridge, but at the time was below calling the 8 to 12 watch.
Weather Bad, Sea Rough
"In addition to the merchant crew members, six of the U. S. Navy armed guard were at the guns and eight were on lookout duty — 4 amidships on the monkey bridge and 4 on the after gun platform. There was no one standing on the foc'sle head because of the bad weather; the sea was breaking over the bow."
In a separate statement subscribed to by Chief Engineer Patten and Radio Operator Andersen, Chief Mate Selvik described the situation in these words:
"At approximately 7:30 p.m. July 6, 1944, while we were sailing alone, the Esso Harrisburg was struck by a torpedo which hit directly under her stern. The engine stopped immediately and all of the lights went out, but the vessel did not settle to any great
extent. At the time the first torpedo struck, I was on the bridge with the captain. There was a rough sea and the wind was about Force 5 out of the northeast."
Able Seaman Baker stated:
"On July 6, 1944, about 7:35 p.m., I was on the monkey bridge amidships with Navy gunner Dallas R. Ramsey and another gunner, when we sighted the submarine's wake on the starboard beam."
Returning to the joint report:
"Able Seaman Baker reported the wake to the bridge. A strong smell of oil, such as is produced by a Diesel engine, was also noticed. The captain im mediately gave the order to turn hard left. The general alarm was sounded and the crew took their
respective stations.
"About one minute after straightening the ship, i.e., about 7:30 p.m.. the first torpedo struck aft in way of the rudder and propeller, causing the engine to stop at once. The tanker's guns were then put into action, aiming in the general direction where the submarine seemed to be located. The stern gun, however, had been put out of commission by the explosion. Simultaneously, radio messages announcing the attack and the ship's position and giving war call signals were sent out, but no reply was received. The
messages were continuously repeated until Radio Operator Andersen abandoned the ship. The Esso Harrisburg kept her headway for about 10 minutes, swaying to port. In the meantime, the crew had been ordered to their boat stations."
First Assistant Engineer Davis, in an account of his experience on the vessel which he subsequently wrote for this history, stated:
"When I came up to the boat deck, I saw a gray submarine, about half submerged, aft on the star board side."
"Lower Away"
In the words of Able Seaman Baker:
"I went down to the boat deck where the captain gave me orders to blow one long blast on my whistle — the signal to 'Lower away'. The chief mate preceded me into No. 2 lifeboat and we both tried to get Captain Kelson to go with us, but he felt the ship was not going to sink. I went down the lifelines and became tangled in them. I had to climb up again and once more asked Captain Kelson to get into the life boat, but he remained on the Esso Harrisburg."
Chief Mate Selvik continued:
"Our vessel was equipped with four lifeboats and five square rafts. The four lifeboats got away from the side of the ship; the two midship rafts were tripped. With others of the crew, I got clear of the Esso Harrisburg.
"When we left the side of the ship, the Esso Harrisburg was on an even keel. About 7:40 p.m., while I was in the lifeboat, about 200 feet astern of the Esso Harrisburg, a second torpedo hit in the cross bunkers on the starboard side, directly forward of the break of the poop. The tanker settled a little by the stern, but still had no list. Again, at about 7:55 p.m., while No. 2 boat was still astern of the Esso Harrisburg, a third torpedo struck in way of No. 6 tank, on the starboard side. The vessel sank by the stern within a minute.
In the Lifeboats
"At dawn the following day, lifeboats Nos. 1, 2, and 3 got together and distributed the men evenly in each boat. Lifeboat No. 4, in charge of Third Mate John C. With regard to No. 2 boat, in charge of Chief Mate Selvik, Able Seaman Baker said:
"We rowed around the ship and picked up four men near the stern; they were Navy gunner Bennie A. Del Paggio, Sic, Crew Messmen Simon Cortez Linares and John Mclntyre, and Petty Officers' Messman Stanley M. Repel. Later we towed six fellows on a raft; I do not recall their names. During the night, we passed two empty life rafts."
The occupants of No. 2 lifeboat, when it finally set out toward the Colombian coast, were Chief Matt Aksel Selvik, Deck Cadet Midshipman James A. Atkinson, Able Seamen Bennie A. Baker and Patrick J. Moore, Oilers Walter J. Jamrog and Calvin P. Lee,
Storekeeper Harold Andersen, Fireman-Watertender John W. Gallagher, Wipers Frederick E. Baker and Edward A. Martin, Messmen John Mclntyre, Stanley M. Repel, and Simon Cortez Linares, Utilityman Hilman W. Brown, and U. S. Navy gunner Bennie A. Del Paggio.
The story of boat No. 2 was told in an interview for this history, in March, 1945, by Captain Selvik. who, as chief mate, was in charge of this lifeboat:
"We sailed for four days off the Colombian coast. We did not suffer any hardships. Late on July 10 we sighted Santa Marta; first we could see the mountain and late that afternoon were able to make outthe village. We tried to maneuver to it, but saw a squall coming and decided to beach the boat and get out. We had a Peruvian with us, Messman Linares, who spoke in Spanish to some natives; they informed us that there were telephones in a neigh boring village.
Safe Ashore
"Finding that to get there we had to cross a river, with no means of doing so, we signaled by flashlight to people on the other side. One of them came over and led us across a sand bar in the otherwise deep river. Then they took us to the police station at Dibulla, Colombia, where Linares talked to the police.
They put us up in the schoolhouse that night and fed us fried mutton, eggs, potatoes, coffee, and rum.
"The next day one of the merchants in the town offered to supply us with food, clothing, etc., and also arranged to take us all to Santa Marta in a huge canoe which was used for carrying freight. However, about noon a U. S. Navy blimp was sighted close to the shore and we attracted its attention with parachute flares. It circled several times and the commander talked to us through a loud speaker svstem. He asked us what ship we were from, how long we had been ashore, and how many of us there were.
We answered as best we could with signs and he told us he would prepare to land.
"There was a dried-up swamp nearby to which he directed us and after circling many times he came close enough so that one of his officers was able to drop down to the ground. This officer told us the blimp was going to take all of us, but after four men had climbed in while the rest held on to the blimp's ground lines, the commander said he could not take any more; the rest of us would have to make our way to Santa Marta as best we could.
Landed at Barranquilla in a Revolution
"Eleven of us, therefore, left in the canoe about 6 p.m. on July 11. Santa Marta was about 60 miles away and we arrived there the next morning at about 7 o'clock. The British Consul took care of us and while we were waiting near the harbor master's office, the same blimp came over and saw us on the dock. The commander told me that a PT boat would pick us up that day. We were taken to the police station and to the mayor of the city, answered questions concerning our ship, and were then given clothes, after which the British Consul told us where we could make purchases on credit. The PT boat arrived about 1 p.m. on the 12th and took us to
Barranquilla, where we found ourselves in the midst of a revolution! As the city had been declared out of bounds for Americans, we were lodged in an American air base for the night. The next day, July 13, we boarded a Catalina and landed at Cristobal, Canal
Zone."
Steward Marcelino S. Tirado, in an interview for this history, told the following story:
"The first torpedo struck in the ice box space and blew the meat all over the stern of the ship. It was getting dark. The Navy gunners at No. 4 20-mm. gun amidships started shooting and the lieutenant in charge ordered No. 1 20-mm. gun, where my position was, to fire also, aiming our gun in the direction out lined by the tracer bullets from No. 4. The Navy gunners and some of the crew assigned to the guns, including Able Seaman Joseph L. Richard and I, continued firing for a short time because there was still some light and the naval officer thought it might be possible to score a hit. A few minutes later, however, the second and third torpedoes hit the tanker.
"Captain Kelson had instructed Junior Assistant Purser Charles R. Stahmer to hold No. 1 lifeboat for us and since it was already in the water when the cease fire order was given, Captain Kelson told us to jump overboard. The last I saw of him, he was standing on the bow of the Esso Harrisburg.
Rescue by Destroyer and Subchaser
"We had been in No. 1 boat for two days when the Netherlands destroyer Queen Wilhelmina picked us up. She had rescued the men in No. 3 lifeboat on the previous day. The destroyer took us to Aruba."
The men in No. 4 boat and those on No. 1 raft, who were rescued by U. S. submarine chaser 1299, were also landed at Aruba.
Third Assistant Engineer James A. Mitchell and Fireman-Watertender James Lyon, Jr., received medical treatment at Aruba for injuries sustained when the Esso Harrisburg was torpedoed; Fireman-Watertender Lyon was hospitalized.
Captain Ernest C. Kelson joined the Company as a third mate on February 10, 1919. He was promoted to chief mate on March 25, 1920 and to master on May 10, 1926.
Chief Engineer Reginald S. Patten entered the Company's service as a third assistant engineer on December 30, 1924. He was promoted to first assistant engineer on January 17, 1929 and to chief engineer on February 10, 1936.
Nine officers and men of the Esso Harrisburg" s crew on July 6, 1944 were survivors of other tankers previously lost or damaged during the war: Second Mate Willis M. Hayden, Jr. (third mate, Franklin K. Lane, June 8, 1942) ; Chief Engineer Reginald S. Patten (R. W. Gallagher, July 13, 1942) ; Third Assistant Engineer James A. Mitchell (oiler, Esso Nashville, March 21, 1942) ; Steward Marcelino S. Tirado (J. A. Moffett, Jr., July 8, 1942) ; Able Seaman Daniel J. Bradley (Esso Manhattan, March 29, 1943) ; Oiler
Walter J. Jamrog (John Worthington, May 27, 1943) ; Storekeeper Harold Andersen (fireman-watertender, Esso Manhattan, March 29, 1943) ; and Wiper Frederick E. Baker (H. H. Rogers, February 21, 1943 and Esso Manhattan, March 29, 1943) .
Merchant Crew Lost on the "Esso Harrisburg" — July 6, 1944:
Merchant Crew Survivors
U. S. Navy Armed Guard Lost on the "Esso Harrisburg"
U. S. Navy Armed Guard Survivors of the "Esso Harrisburg"
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