ruptured. The after living compartments and after storerooms are
completely wrecked or gone, and all stores and clothing from these parts
of the ship are gone or ruined. About forty-five members of the crew,
including the chief petty officers, lost practically everything but the
clothes they had on.
At the time of the explosion there were a number of men in the after
compartments. How they managed to escape is beyond explanation.
The officers and crew behaved splendidly. There was no excitement. The
men went to their stations quietly and remained there all night, except
when called away to handle lines.
[Sidenote: Efficiency of officers and men.]
The work of the executive officer, Lieutenant J. W. McClaran, and of the
engineer officer, Lieutenant J. A. Saunders, is deserving of especial
commendation. These two officers inspected magazines and spaces below
decks and superintended shoring of bulkheads and restaying of masts.
Lieutenant (Junior Grade) R. M. Parkinson did excellent work in getting
an improvised radio set into commission. W. J. Murphy, chief electrician
(radio), and F. R. Fisher, chief machinist's mate, are specifically
mentioned in the commanding officer's report for their cool and
efficient work.
Twenty-two enlisted men are mentioned by name as conspicuous for their
coolness and leadership.
[Sidenote: Luck in favor of the submarine.]
From the statement of all the officers it is evident that luck favored
the submarine. The destroyer probably would have escaped being hit had
not the torpedo broached twice and turned decidedly to the left both
times--in other words, failed to function properly.
[Sidenote: The results of the explosion.]
The equivalent of 850 pounds of T. N. T. is estimated to have exploded
in and upon the _Cassin's_ fantail; this includes the charges of the
torpedo and of both depth mines. No. 4 gun, blown overboard, left the
ship to port, although that was the side which the torpedo hit. The gun
went over at a point well forward of her mount. The mass of the
wreckage, however, went to starboard. Explosion of the depth charges,
rather than that of the torpedo outward or in throwback, supposedly
effected this. About five seconds elapsed between the torpedo's
detonation and those of the mines. They probably went off close
together, for accounts vary as to whether there were in all two or
three explosions.
[Sidenote: The bulkhead buckles.]
Of the two after doors, that to port threatened to carry away soon after
the seas began to pound in. The main mass of the wreckage which dropped
off did so upward of an hour after the explosions. It was at this time
that the bulkhead began to buckle and the port door and dogging weaken.
It was shored with mattresses under the personal direction of the
executive. Up to this time and until the seas began to crumple the
bulkhead completely, there was only a few inches of water in the two P.
O. compartments; and even when the _Cassin_ reached Queenstown, hardly
more than three feet. None of the compartments directly under these
three on the deck below--handling room, magazine, and oil tanks--were
injured at all. The tanks were farthest aft, and were pumped out after
docking.
[Sidenote: Freaks of flying metal.]
One piece of metal entered the wash room and before coming to rest
completely circled it without touching a man who was standing in the
center of the compartment. Another stray piece tore a six-inch hole in
one of the stacks.
The destroyer within signal distance at the time of the attack was the
U. S. S. _Porter_. It is believed that she saw the explosion, at least
of the two depth charges, and thinking that the _Cassin_ was attacking a
submarine, started off scouting before a signal could be sent and after
the radio was out of commission.
[Sidenote: The _Alcedo's_ last voyage.]
[Sidenote: Low visibility hides convoy.]
At 4 p. m., November 4, 1917, the U. S. S. _Alcedo_ proceeded to sea
from Quiberon Bay on escort duty to take convoy through the war zone.
Following the northbound convoy for Brest, when north of Belle Ile
formation was taken with the _Alcedo_ on the starboard flank. At 5.45 p.
m. the _Alcedo_ took departure from Point Poulins Light. Darkness had
fallen and owing to a haze visibility was poor, at times the convoy not
being visible. About 11.30 visibility was such that the convoy was seen
on the port bow of the _Alcedo_, the nearest ship, according to the
commanding officer's estimate, being about 1,200 yards distant. Having
written his night order, the commanding officer left the bridge and
turned in.
The following is his report of the torpedoing:
[Sidenote: "Submarine, Captain."]
[Sidenote: Attempts to avoid the torpedo.]
At or about 1.45 a. m., November 5, while sleeping in emergency cabin,
immediately under upper bridge, I was awakened by a commotion and
immediately received a report from some man unknown, "Submarine,
captain." I jumped out of bed and went to the upper bridge, and the
officer of the deck, Lieutenant Paul, stated he had sounded "general
quarters," had seen submarine on surface about 300 yards on port bow,
and submarine had fired a torpedo, which was approaching. I took station
on port wing of upper bridge and saw torpedo approaching about 200 feet
distant. Lieutenant Paul had put the rudder full right before I arrived
on bridge, hoping to avoid the torpedo. The ship answered slowly to her
helm, however, and before any other action could be taken the torpedo I
saw struck the ship's side immediately under the port forward chain
plates, the detonation occurring instantly. I was thrown down and for a
few seconds dazed by falling debris and water.
[Sidenote: Submarine alarm sounded on siren.]
Upon regaining my feet I sounded the submarine alarm on the siren, to
call all hands if they had not heard the general alarm gong, and to
direct the attention of the convoy and other escorting vessels. Called
to the forward guns' crews to see if at stations, but by this time
realized that gallant forecastle was practically awash. The foremast had
fallen, carrying away radio aerial. I called out to abandon ship.
I then left the upper bridge and went into the chart house to obtain
ship's position from the chart, but, as there was no light, could not
see. I then went out of the chart house and met the navigator,
Lieutenant Leonard, and asked him if he had sent any radio, and he
replied "No." I then directed him and accompanied him to the main deck
and told him to take charge of cutting away forward dories and life
rafts.
I then proceeded along starboard gangway and found a man lying face down
in gangway. I stooped and rolled him over and spoke to him, but received
no reply and was unable to learn his identity, owing to the darkness. It
is my opinion that this man was dead.
[Sidenote: Dories and life rafts are cut away.]
I then continued to the after end of ship, took station on aftergun
platform. I then realized that the ship was filling rapidly and her
bulwarks amidships were level with the water. I directed the after
dories and life rafts to be cut away and thrown overboard and ordered
the men in the immediate vicinity to jump over the side, intending to
follow them.
[Sidenote: The ship sinks--Captain reaches a whaleboat.]
Before I could jump, however, the ship listed heavily to port, plunging
by the head, and sunk, carrying me down with the suction. I experienced
no difficulty, however, in getting clear, and when I came to the surface
I swam a few yards to a life raft, to which were clinging three men. We
climbed on board this raft and upon looking around observed Doyle, chief
boatswain's mate, and one other man in the whaleboat. We paddled to the
whaleboat and embarked from the life raft.
[Sidenote: Rescuing men from the water.]
The whaleboat was about half full of water, and we immediately started
bailing and then to rescue men from wreckage, and quickly filled the
whaleboat to more than its maximum capacity, so that no others could be
taken aboard. We then picked up two overturned dories which were nested
together, separated them and righted them, only to find that their
sterns had been broken. We then located another nest of dories, which
were separated and righted and found to be seaworthy. Transferred some
men from the whaleboat into these dories and proceeded to pick up other
men from wreckage. During this time cries were heard from two men in the
water some distance away who were holding on to wreckage and calling for
assistance. It is believed that these men were Ernest M. Harrison, mess
attendant, and John Winne, jr., seaman. As soon as the dories were
available we proceeded to where they were last seen, but could find no
trace of them.
[Sidenote: Submarine of _U-27_ type approaches.]
About this time, which was probably an hour after the ship sank, a
German submarine approached the scene of torpedoing and lay to near some
of the dories and life rafts. She was in the light condition, and from
my observation of her I am of the opinion that she was of the _U-27-31_
type. This has been confirmed by having a number of men and officers
check the silhouette book. The submarine was probably 100 yards distant
from my whaleboat, and I heard no remarks from anyone on the submarine,
although I observed three persons standing on top of conning tower.
After laying on surface about half an hour the submarine steered off and
submerged.
[Sidenote: Boats leave scene of disaster.]
I then proceeded with the whaleboat and two dories searching through the
wreckage to make sure that no survivors were left in the water. No other
people being seen, at 4.30 a. m. we started away from the scene of
disaster.
The _Alcedo_ was sunk, as near as I can estimate, 75 miles west true of
north end of Belle Ile. The torpedo struck ship at 1.46 by the officer
of the deck's watch, and the same watch stopped at 1.54 a. m., November
5, this showing that the ship remained afloat eight minutes.
[Sidenote: A French torpedo boat rescues the Captain's party.]
The flare of Penmark Light was visible, and I headed for it and
ascertained the course by Polaris to be approximately northeast. We
rowed until 1.15, when Penmark Lighthouse was sighted. Continued rowing
until 5.15 p. m. when Penmark Lighthouse was distant about 2 1/2 miles.
We were then picked up by French torpedo boat _275_, and upon going on
board I requested the commanding officer to radio immediately to Brest
reporting the fact of torpedoing and that 3 officers and 40 men were
proceeding to Brest. The French gave all assistance possible for the
comfort of the survivors. We arrived at Brest about 11 p. m. Those
requiring medical attention were sent to the hospital and the others
were sent off to the _Panther_ to be quartered.
[Sidenote: Crews of two other dories safe.]
Upon arrival at Brest I was informed that two other dories containing
Lieutenant H. R. Leonard, Lieutenant H. A. Peterson, Passed Assistant
Surgeon Paul O. M. Andreae, and 25 men had landed at Pen March Point.
This was my first intimation that these officers and men had been saved,
as they had not been seen by any of my party at the scene of torpedoing.
[Sidenote: The destroyer _Jacob Jones_ is torpedoed.]
At 4.21 p. m. on December 6, 1917, in latitude 49.23 north, longitude
6.13 west, clear weather, smooth sea, speed 13 knots zigzagging, the U.
S. S. _Jacob Jones_ was struck on the starboard side by a torpedo from
an enemy submarine. The ship was one of six of an escorting group which
were returning independently from off Brest to Queenstown. All other
ships of the group were out of sight ahead.
[Sidenote: Attempts to avoid the torpedo.]
I was in the chart house and heard some one call out "Torpedo!" I jumped
at once to the bridge, and on the way up saw the torpedo about 800 yards
from the ship approaching from about one point abaft the starboard beam
headed for a point about midships, making a perfectly straight surface
run (alternately broaching and submerging to apparently 4 or 5 feet), at
an estimated speed of at least 40 knots. No periscope was sighted. When
I reached the bridge I found that the officer of the deck had already
put the rudder hard left and rung up emergency speed on the engine-room
telegraph. The ship had already begun to swing to the left. I personally
rang up emergency speed again and then turned to watch the torpedo. The
executive officer, Lieutenant Norman Scott, left the chart house just
ahead of me, saw the torpedo immediately on getting outside the door,
and estimates that the torpedo when he sighted it was 1,000 yards away,
approaching from one point, or slightly less, abaft the beam and making
exceedingly high speed.
[Sidenote: Lieutenant Kalk acts promptly.]
After seeing the torpedo and realizing the straight run, line of
approach, and high speed it was making, I was convinced that it was
impossible to maneuver to avoid it. Lieutenant (Junior Grade) S. F. Kalk
was officer of the deck at the time, and I consider that he took correct
and especially prompt measures in maneuvering to avoid the torpedo.
Lieutenant Kalk was a very able officer, calm and collected in
emergency. He had been attached to the ship for about two months and had
shown especial aptitude. His action in this emergency entirely justified
my confidence in him. I deeply regret to state that he was lost as a
result of the torpedoing of the ship, dying of exposure on one of the
rafts.
[Sidenote: Torpedo strikes fuel-oil tank below water line.]
The torpedo broached and jumped clear of the water at a short distance
from the ship, submerged about 50 or 60 feet from the ship, and struck
approximately three feet below the water line in the fuel-oil tank
between the auxiliary room and the after crew space. The ship settled
aft immediately after being torpedoed to a point at which the deck just
forward of the after deck house was awash, and then more gradually until
the deck abreast the engine-room hatch was awash. A man on watch in the
engine room, D. R. Carter, oiler, attempted to close the water-tight
door between the auxiliary room and the engine room, but was unable to
do so against the pressure of water from the auxiliary room.
[Sidenote: Effects of the explosion.]
The deck over the forward part of the after crew space and over the
fuel-oil tank just forward of it was blown clear for a space
athwartships of about 20 feet from starboard to port, and the auxiliary
room wrecked. The starboard after torpedo tube was blown into the air.
No fuel oil ignited and, apparently, no ammunition exploded. The depth
charges in the chutes aft were set on ready and exploded after the stern
sank. It was impossible to get to them to set them on safe as they were
under water. Immediately the ship was torpedoed, Lieutenant J. K.
Richards, the gunnery officer, rushed aft to attempt to set the charges
on "safe," but was unable to get further aft than the after deck house.
[Sidenote: Impossible to use radio.]
As soon as the torpedo struck I attempted to send out an "S. O. S."
message by radio, but the mainmast was carried away, antennae falling,
and all electric power had failed. I then tried to have the gun-sight
lighting batteries connected up in an effort to send out a low-power
message with them, but it was at once evident that this would not be
practicable before the ship sank. There was no other vessel in sight,
and it was therefore impossible to get through a distress signal of any
kind.
[Sidenote: Confidential publications are weighted and thrown overboard.]
Immediately after the ship was torpedoed every effort was made to get
rafts and boats launched. Also the circular life belts from the bridge
and several splinter mats from the outside of the bridge were cut adrift
and afterwards proved very useful in holding men up until they could be
got to the rafts. Weighted confidential publications were thrown over
the side. There was no time to destroy other confidential matter, but it
went down with the ship.
[Sidenote: Men jump overboard.]
The ship sank about 4.29 p. m. (about eight minutes after being
torpedoed). As I saw her settling rapidly, I ran along the deck and
ordered everybody I saw to jump overboard. At this time most of those
not killed by the explosion had got clear of the ship and were on rafts
or wreckage. Some, however, were swimming and a few appeared to be about
a ship's length astern of the ship, at some distance from the rafts,
probably having jumped overboard very soon after the ship was struck.
[Sidenote: The ship sinks stern first. Depth charges explode.]
Before the ship sank two shots were fired from No. 4 gun with the hope
of attracting attention of some nearby ship. As the ship began sinking
I jumped overboard. The ship sank stern first and twisted slowly through
nearly 180 degrees as she swung upright. From this nearly vertical
position, bow in the air to about the forward funnel, she went straight
down. Before the ship reached the vertical position the depth charges
exploded, and I believe them to have caused the death of a number of
men. They also partially paralyzed, stunned, or dazed a number of
others, including Lieutenant Kalk and myself and several men, some of
whom are still disabled but recovering.
[Sidenote: Rafts and boats float.]
Immediate efforts were made to get all survivors on the rafts and then
get rafts and boats together. Three rafts were launched before the ship
sank and one floated off when she sank. The motor dory, hull undamaged
but engine out of commission, also floated off, and the punt and wherry
also floated clear. The punt was wrecked beyond usefulness, and the
wherry was damaged and leaking badly, but was of considerable use in
getting men to the rafts. The whaleboat was launched but capsized soon
afterwards, having been damaged by the explosion of the depth charges.
The motor sailor did not float clear, but went down with the ship.
[Sidenote: Submarine appears and picks up one man.]
About 15 or 20 minutes after the ship sank the submarine appeared on the
surface about two or three miles to the westward of the rafts, and
gradually approached until about 800 to 1,000 yards from the ship, where
it stopped and was seen to pick up one unidentified man from the water.
The submarine then submerged and was not seen again.
[Sidenote: The captain's boat steers for the Scillys.]
I was picked up by the motor dory and at once began to make arrangements
to try to reach the Scillys in that boat in order to get assistance to
those on the rafts. All the survivors then in sight were collected and I
gave orders to Lieutenant Richards to keep them together. Lieutenant
Scott, the navigating officer, had fixed the ship's position a few
minutes before the explosion and both he and I knew accurately the
course to be steered. I kept Lieutenant Scott to assist me and four men
who were in good condition in the boat to man the oars, the engine being
out of commission. With the exception of some emergency rations and half
a bucket of water, all provisions, including medical kit, were taken
from the dory and left on the rafts. There was no apparatus of any kind
which could be used for night signaling.
[Sidenote: Survivors are picked up.]
After a very trying trip during which it was necessary to steer by stars
and by the direction of the wind, the dory was picked up about 1 p. m.,
December 7, by a small patrol vessel about 6 miles south of St. Marys.
Commander Randal, R. N. R., Senior Naval Officer, Scilly Isles, informed
me that the other survivors had been rescued.
One small raft (which had been separated from the others from the
first) was picked up by the S. S. _Catalina_ at 8 p. m., December 6.
After a most trying experience through the night, the remaining
survivors were picked up by H. M. S. _Camellia_, at 8.30 a. m., December
7.
[Sidenote: The number lost.]
I deeply regret to state that out of a total of 7 officers and 103 men
on board at the time of the torpedoing, 2 officers and 64 men died in
the performance of duty.
The behavior of officers and men under the exceptionally hard conditions
is worthy of the highest praise.
[Sidenote: Lieutenant Scott's valuable services.]
Lieutenant Norman Scott, executive officer, accomplished a great deal
toward getting boats and rafts in the water, turning off steam from the
fireroom to the engine room, getting life belts and splinter mats from
the bridge into the water, in person firing signal guns, encouraging and
assisting the men, and in general doing everything possible in the short
time available. He was of invaluable assistance during the trip in the
dory.
[Sidenote: Calmness and efficiency of other officers.]
Lieutenant J. K. Richards was left in charge of all the rafts, and his
coolness and cheerfulness under exceedingly hard conditions was highly
commendable and undoubtedly served to put heart into the men to stand
the strain.
Lieutenant (Junior Grade) S. F. Kalk, during the early part of the
evening, but already in a weakened condition, swam from one raft to
another in the effort to equalize weight on the rafts. The men who were
on the raft with him state, in their own words, that "He was game to the
last."
Lieutenant (Junior Grade) N. N. Gates was calm and efficient in the
performance of duty.
[Sidenote: Men recommended for commendation.]
During the night, Charlesworth, C., boatswain's mate first class,
removed parts of his own clothing (when all realized that their lives
depended on keeping warm) to try to keep alive men more thinly clad than
himself. This sacrifice shows his caliber and I recommend that he be
commended for his action.
At the risk of almost certain death, Burger, P. J., seaman second class,
remained in the motor sailer and endeavored to get it clear for floating
from the ship. While he did not succeed in accomplishing this work
(which would undoubtedly have saved 20 or 30 lives) I desire to call
attention to his sticking to duty until the very last, and recommend him
as being most worthy of commendation. He was drawn under the water with
the boat, but later came to the surface and was rescued.
Kelly, L. J., chief electrician, and Chase, H. U., quartermaster third
class, remained on board until the last, greatly endangering their lives
thereby, to cut adrift splinter mats and life preservers. Kelly's
stamina and spirit were especially valuable during the motor dory's
trip.
Gibson, H. L., chief boatswain's mate, and Meier, E., water tender, were
of great assistance to the men on their rafts in advising and cheering
them up under most adverse conditions.
The foregoing report is made from my own observations and after
questioning all surviving officers and men.
* * * * *
The American naval authorities early recognized that the swift
destroyers were the most effective instruments for hunting down German
submarines, and the most efficient guardians for the loaded troop and
food ships crossing the Atlantic. Life on board one of these swift and
powerful boats is described in the following narrative.[1]
* * * * *
FOOTNOTE:
[1] Transcriber's Note: This narrative will be found in Vol. III of this
series.
* * * * *
Transcriber's Notes:
Obvious punctuation errors repaired.
Page 18, double word "being" removed (without being able) Original
read: (without being being able)
Page 33, word "with" was originally italicised. These italics were
removed. (_Nerissa_, with _Moorsom_ and _Morris_)
Page 39, "squaddron" changed to "squadron" (his magnificent squadron)
Page 59, "I" inserted into text (men than I could)
Page 86, "Fregicourt" changed to "Fregicourt" (Rancourt, and Fregicourt)
Page 143, "Candian" changed to "Canadian" (Canadian lines and had)
Page 151, "Hobenzollerns" changed to "Hohenzollerns" (upon the
Hohenzollerns)
Page 158, "frome" changed to "from" (came from the sentries)
Page 178, "Meopotamia" changed to "Mesopotamia" (empire--Mesopotamia,
Syria)
Page 238, "Wheras" changed to "Whereas" (_Whereas_, The Imperial German)
Page 267, "dramtically" changed to "dramatically" (was dramatically
tense)
Page 294, "Consulor" changed to "Consular" (to American Consular)
Page 346, "depots" changed to "depots" to match rest of article (and
depots north of)