SS Corvus (1919)

Last updated
Soviet steamer Karaganda Between March 1961 and 1963.jpg
Sister ship Karaganda (ex-Circinus). Photo dated between 18 March 1961 and 1 October 1963.

History
Flag of the United States.svg United States
Name
  • Corvus (1919–1930)
  • Flomar (1930–1945)
  • Uzbekistan (1945)
Namesake Corvus
Owner
Operator
Builder Columbia River Shipbuilding Company, Portland
Yard number33
Launched6 November 1919
Sponsored byMrs. M. E. Thorne
ChristenedFrances Smith
Completed21 November 1919
Commissioned26 November 1919
Maiden voyage26 November 1919
Homeport
Identification
FateScrapped, August 1946
General characteristics
Class and type Design 1013 Cargo ship
Tonnage
  • 5,749  GRT (1919–1930)
  • 5,551  GRT (1930–1945)
  • 3,550  NRT (1919–1930)
  • 3,422  NRT (1930–1945)
  • 8,640  DWT
Length410.0 ft (125.0 m)
Beam54.2 ft (16.5 m)
Depth27.5 ft (8.4 m)
Installed power582 Nhp, 2,800 ihp
Propulsion Llewellyn Iron Works 3-cylinder triple expansion
Speed11+1⁄2 knots (13.2 mph; 21.3 km/h)
Complement60 (1945)
Armament

Corvus was a steam cargo ship built in 1919 by Columbia River Shipbuilding Company of Portland for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The freighter was operated on international and domestic routes through 1944. Early in 1945 she was transferred to Soviet Union as part of lend-lease program and renamed Uzbekistan. After several months of operation, the freighter was rammed by another vessel on 31 May 1945 and was beached to avoid sinking. She was subsequently raised and towed to Portland where she was scrapped in 1946.

Contents

Design and construction

After the United States entered into World War I, a large shipbuilding program was undertaken to restore and enhance shipping capabilities both of the United States and their Allies. As part of this program, EFC placed orders with nation's shipyards for a large number of vessels of standard designs. Design 1013 cargo ship was a standard cargo freighter of approximately 8,800 tons deadweight designed by Skinner & Eddy Corp. and adopted by USSB.

West Hastan was part of the order for 14 vessels placed by USSB with Columbia River Shipbuilding Co. on 28 May 1918. [2] Soon after the end of hostilities, USSB started suspension and cancellation of contracts for ships ordered at war time prices. In April 1919 USSB cancelled or suspended construction of a large number of vessels being built at various shipyards around the country. [3] In July 1919 some of the contracts were briefly reinstated, including the one for West Hastan, however, it was permanently cancelled on 21 August 1919. [4] [2] Despite the cancellation, the Columbia River Shipbuilding Co. decided to finish two cancelled freighters, future Corvus and Circinus, and try to sell them privately. The vessel was laid down at the shipbuilder's South Portland yard and launched on 6 November 1919 (yard number 33), with Mrs. M. E. Thorne, aunt of Mrs. Smith, being the sponsor. [5] [6] As the ship slipped into the water, she was named Frances Smith in honor of the wife of Alfred F. Smith, owner of the Columbia River Shipbuilding Co. Shortly thereafter, the vessel was bought together with three more freighters of approximately the same size by the newly formed Green Star Steamship Co. and immediately renamed Corvus, after one of the constellations. [7]

The ship was shelter-deck type, had two main decks and had five main holds which allowed for the carriage of a variety of goods and merchandise. The vessel also possessed all the modern machinery for quick loading and unloading of cargo from five large hatches, including ten winches and a large number of derricks. She was also equipped with wireless apparatus, had submarine signal system installed and had electric lights installed along the decks.

As built, the ship was 410.0 feet (125.0 m) long (between perpendiculars) and 54.2 feet (16.5 m) abeam, a depth of 27.5 feet (8.4 m). [8] [9] Corvus was originally assessed at 5,749  GRT and 3,550  NRT and had deadweight of approximately 8,600. [9] The vessel had a steel hull with double bottom throughout with exception of her machine compartment, and a single 2,800 ihp triple expansion steam engine, with cylinders of 24+1⁄2-inch (62 cm), 41+1⁄2-inch (105 cm) and 72-inch (180 cm) diameter with a 48-inch (120 cm) stroke, that drove a single screw propeller and moved the ship at up to 11+1⁄2 knots (13.2 mph; 21.3 km/h). [9] [8] The steam for the engine was supplied by three single-ended Scotch marine boilers fitted for both coal and oil fuel.

The sea trials were held in the Columbia River on 21 November 1919 with the ship performing satisfactorily. Following their successful completion, Corvus was handed over to her owners next day. [10]

Operational history

Following delivery to the Green Star Steamship Co., the ship departed from the shipbuilder's yard on 26 November 1919 and after a short stop at the oil dock departed on her first trip in the morning of November 27 bound for Arica. [11] [12] The vessel reached Antofagasta on December 21 loaded a cargo of nitrates and from there proceeded to Europe via the Panama Canal. [13] [14] The ship eventually returned to the East Coast on 1 April 1920, successfully concluding her maiden voyage. [15]

Corvus continued tramp trading between the East Coast and ports of United Kingdom and Europe. She chiefly transported coal on her eastward journeys. For example, she carried about 7,000 tons of coal to Gibraltar and England in February and June 1921. [16] [17] In June 1921 Corvus, as she was leaving Baltimore on her way to England, came across Matson liner SS Buckeye State with fire raging in her fire room. Hoses were run from the freighter to the liner, and the fire was quickly subdued. [18] A shipping crisis that started in 1921 due to overabundance of tonnage and scarcity of cargo hit Green Star Steamship Co. very hard. After its organization it chose rapid expansion, acquiring close to forty vessels and incurring a large amount of debt. As business dried up, and many ships were forced to be either laid up or sit idle in ports, the company defaulted on its debt obligations, and after a two-year-long struggle to get help from USSB, it was forced into receivership and had to sell its assets. Corvus remained idle during this period of time, but eventually was sold to Planet Steamship Co. at the end of February 1923 together with several other vessels at the U.S. Marshal auction held in Baltimore for US$45,000. [19] [20]

Following the acquisition, Planet Steamship Co. decided to allocate Corvus and another freighter, SS Santa Cecilia, to intercoastal East to West Coast trade. Corvus was reconditioned in Baltimore and left the port on 25 April 1923 for her first voyage under new flag carrying 7,500 tons cargo of steel and general merchandise to West Coast ports. [21] [22] [23] On her return trip the ship carried 4,600 tons of lumber and general cargo to New York. The vessel remained in this coastal trade through the second half of 1924 at which point she was temporarily switched to South American service. After conducting two trips to Argentina with lumber, Corvus returned to her usual coast to coast trade route in 1925. She continued serving this route for the next several years, largely carrying steel and steel products and general cargo on her westward journeys being often chartered to Isthmian Line. On her eastward trips she carried lumber and general cargo from various ports of the Pacific Northwest. On one of such trips in March 1927 she broke and lost one of her propeller blades after striking a submerged object and had to be towed to San Francisco for repairs. [24] The repairs were done in five days and were accomplished without unloading the ship's cargo of 4,800,000 feet of lumber. [25] In September 1928 Corvus while on a trip from Rio de Janeiro to Baltimore with a cargo of manganese ore ran out of fuel while in the Caribbean Sea and was drifting helplessly until saved by US Navy minesweeper Grebe who brought her into Trinidad for refueling. [26] [27]

Calmar Steamship Corporation

In 1927 Bethlehem Steel founded Calmar Steamship Corp. as a whole subsidiary company to transport steel and steel products from the company's steel mills in Maryland and Pennsylvania to the West Coast costumers. Calmar transported exclusively Bethlehem's products westbound but served as a common carrier carrying lumber and other cargoes on their return voyages eastwards for a variety of shippers. [28]

In November 1929 it was reported that Calmar Steamship Corp. placed a bid in the amount of US$937,500 for five steamers operated by Planet Steamship Corp. with Corvus being valued at US$179,843 [29] Approximately two weeks later the sale went through and all five vessels were sold to Calmar increasing the size of their operational intercoastal fleet to eleven vessels. [30] [31] Following the sale all five new vessels were renamed according to Calmar Steamship established naming pattern, where the names of the ships consisted of two parts, the prefix corresponding to a state, city or facility operated by Bethlehem Steel, and the second part consisting of word "-mar", an abbreviation for Maryland. Under this naming tradition, Corvus became Flomar and was turned to her new owners after reconditioning and repairs were done. [32] [33] Flomar cleared out of Philadelphia on her first trip for Calmar Steamship carrying 7,700 tons of steel and other cargo on 25 January 1930, passed through the Panama Canal on February 4 and arrived in Los Angeles on February 17. [34] [35] [36] After unloading approximately 3,400 tons of cargo in California the steamer proceeded further north to unload the rest of her cargo and load lumber for her return trip. [37]

Flomar remained in the intercoastal service through the early part of 1941. For example, in March 1934 she delivered a variety of goods to California from the East Coast including canned goods, machinery and even several luxury automobiles. [38] In December 1932 she had to fight off a strong gale off Cape Meares resulting in her deck cargo shifting. The freighter managed to make the port even though she had a list of 22°. After restoring her load, the ship was able to continue her journey. [39]

In November 1934 during one of her usual trips from Los Angeles to Baltimore Flomar became disabled after losing her propeller about forty miles away from the Panama Canal. The vessel was towed into port for evaluation and repairs. After examination it was discovered that the vessel broke her tail shaft and was put into drydock for quick repairs. She was able to depart on December 10 and continue on to her destination. [40] [41]

On 18 September 1935 Flomar was proceeding down San Joaquin River for San Francisco. At the same time Quaker Line freighter SS Peter Kerr was moving up the river to Stockton. At about 01:30 when about seven miles southwest of Stockton, Peter Kerr suddenly lost control of her rudder after hitting a river bank and struck Flomar. The collision left Flomar with a hole in her No. 1 hold under the waterline and smashed port bow, however, the freighter was able to proceed to San Francisco under her own power where she was put in Hunter's Point drydock for repairs. Peter Kerr suffered damage to her bow and in addition had a couple of holes in her bow above the waterline. She continued on to Stockton to unload 800 tons of cargo there before also sailing for Oakland where she too was put into Moore's drydock for repairs and evaluation. [42] [43] [44] The cost of repair was estimated to be US$40,000 for Peter Kerr and US$50,000 for Flomar. [45] Both owners filed libel suits against each other, with Calmar Steamship asking for US$125,000 in damages, and Pacific Atlantic Co., owner of Peter Kerr, demanding US$75,000. [46] [47]

In December 1936 Flomar went aground in New York harbor near Sandy Hook as she was towed by tug H.W. Card. The freighter was refloated within several hours and was able to continue her trip. [48] [49]

Flomar remained on the same trade route through June 1940. For example, she brought in a large quantity of steel to Tacoma in 1939 to be used in bridge construction there and loaded a large cargo of lumber at various ports of the pacific Northwest for her return trip. [50] The freighter returned to East Coast on her last peace-time trip on 11 June 1941 and went into dock for maintenance and repairs. At the same time following the Emergency proclamation issued by President Roosevelt on 27 May 1941, the vessel together with many other ships were chartered by the Maritime Commission for Red Sea service, which would allow the vessels under US flag to carry matériel and supplies for British troops fighting in North Africa. Flomar loaded her cargo in New York but was delayed for several days due to a strike by seamen demanding increased payments for travel into a combat zone. [51] After the strike was settled Flomar sailed from New York on 9 July 1941 arriving in Port Sudan on August 31 via Cape Town and Aden. The freighter returned to Savannah on December 4 after picking up cargo in India and Ceylon.

On 20 December 1941 the ship was delivered to the War Shipping Administration (WSA) at Baltimore for operation under a United States Army Transportation Corps agreement by Calmar as the WSA operating agent. [52]

Flomar conducted one more voyage to the Red Sea area in 1942 departing Baltimore on 27 December 1941 and arriving at Suez on 3 March 1942. She again proceeded back via Colombo and Bombay reaching Baltimore on July 13. [note 3] On her third war-time trip the freighter sailed to Panama Canal as part of convoys NG-304 and GZ-4 and from there entered the Pacific and proceeded to South Africa. [53] [54] After unloading her cargo at Cape Town and Port Elizabeth in November 1942, the vessel proceeded on to Paramaribo. From there the ship sailed for New York as part of convoys TAG-30 and GN-30, reaching her destination on New Year's Day 1943. [55] [56]

Following her return, the freighter was made part of convoy UGS-5 and departed Newport News on 7 February 1943 for Morocco as part of support mission for Operation Torch. [57] The vessel unloaded her cargo in Fedala and then returned to United States via Gibraltar and England as part of convoys XK-3 and ON-181. [58] [59] During 1943 Flomar made two trips between United States, Canada and Liverpool carrying general cargo and war supplies as part of convoys SC-135 and HX-253. [60] [61] After returning to United States in October 1943 the ship was reassigned into coastwise service. She was mostly involved in short range missions plying trade between East Coast of the United States and various Cuban and Puerto-Rican ports, such as Guantanamo, Nuevitas as well as Curaçao, Aruba and Maracaibo. Flomar remained in this service through the second half of November 1944. She then was transferred to West Coast arriving in Astoria on New Year's Day 1945. There she was evaluated, purchased by WSA and transferred as part of lend-lease agreement to the USSR Far East Shipping Company on 10 January 1945. [52]

Far East Shipping Company

Following arrival on the West Coast Flomar was accepted by the Soviet Purchasing Commission, placed under Soviet registry as Uzbekistan and was transferred to Far East Shipping Company on 10 January 1945. [52] Subsequently, the vessel was put into dock for maintenance and repairs on January 29 and following their completion sailed to Petropavlovsk on February 3. The freighter arrived at Petropavlovsk on February 19 via Akutan coaling station where she was defensively armed and prepared for service. [1]

The ships sailing in the Pacific between the West Coast ports of the United States and Soviet Union usually traveled unescorted with ship information being provided to the US Navy prior to ships' arrival, although Soviet vessels sometimes broke this rule. Uzbekistan arrived unannounced on 31 May 1945 at Dutch Harbor from Petropavlovsk for coaling. After filling her bunkers, the freighter sailed out from port. As she was exiting the Iliuliuk Bay about 23:19, she was struck amidships by incoming steamer SS American Star on her port side. [62] The collision produced a large hole at her main deck level but also damaged the ship's hull below waterline around her boiler room resulting in rapid flooding of the vessel's engine room. Despite the flooding, the engines continued working and the captain of Uzbekistan decided to beach the ship to avoid sinking. The ship ran aground on Ulakta Head at about 23:27. Harbor tug Osamekin (YTB-191) was dispatched and stood by the stricken vessel assisting the survivors. [62]

An inspection of the vessel took place on June 1 and it was determined that the ship needs stabilization first before any attempt to refloat could be undertaken due to the freighter's position and sustained damage. All preparatory operations were finalized by June 6 and Uzbekistan was successfully refloated. [62] The freighter was then towed to Dutch Harbor where temporary repairs were done, and the vessel was able to depart for West Coast on June 30. [63] Uzbekistan arrived at Portland on July 10 and was immediately put into dock for evaluation. Due to the condition and age of the vessel, the Soviet Government returned the ship to the United States effective 11 August 1945. [1] [52] The ship remained berthed in Portland with Pacific Atlantic SS Co. and States SS Co. acting as WSA agents until sold to Dulien Steel Products, Inc. for $1,675.00, delivered 5 July 1946 for scrapping in August 1946. [5] [52] [64]

Footnotes

  1. ↑ From 20 December 1941 through 10 January 1945 Calmar operated the ship as the WSA agent.
  2. ↑ WSA controlled operation of all oceanic U.S. merchant ships under wartime regulations. The owning companies often continued to operate the vessels as agents for WSA.
  3. ↑ The Maritime Administration status card shows the ship redelivered 19 July 1942 until returning to WSA operation under a Transportation Corps agreement 25 August 1942.

Notes

  1. 1 2 3 Berezhnoi, Sergei S. (1994). Fleet of the USSR: Ships of Lend-Lease (in Russian). Saint-Petersburg: Velen'. pp. 295–296. ISBN   5-85817-006-4.
  2. 1 2 Roberts, Stephen S. "EFC Contracts Sorted by Shipbuilder and EFC Hull Number". Shipscribe.com. Retrieved 12 August 2020.
  3. ↑ "2 Million Tons Ship Work Ends". The San Francisco Examiner . 26 April 1919. p. 1. Retrieved 12 August 2020– via Newspapers.com. Lock-green.svg
  4. ↑ "Orders Ships At Portland". The Spokesman-Review . 31 July 1919. p. 14. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  5. 1 2 "Corvus (2219269)" . Miramar Ship Index . Retrieved 11 August 2020.
  6. ↑ "Steamer Launched Today". The Oregon Daily Journal . 6 November 1919. p. 18. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  7. ↑ "Shipping News: Portland". The San Francisco Examiner . 16 November 1919. p. 15. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  8. 1 2 Lloyd's Register, Steamships and Motorships. London: Lloyd's Register. 1920–1921.
  9. 1 2 3 Merchant Vessels of the United States. Washington, DC: United States Printing Office. 1919–1920.
  10. ↑ "Steamer Corvus Is Turned Over To New Owners". The Oregon Daily Journal . 22 November 1919. p. 16. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  11. ↑ "Corvus Goes to Oil Dock". The Oregon Daily Journal . 26 November 1919. p. 10. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  12. ↑ "Vessel On Trial Trip". The Oregon Daily Journal . 27 November 1919. p. 17. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  13. ↑ "Shipping News". New York Tribune . 23 December 1919. p. 20.
  14. ↑ "Shipping News". New York Tribune . 12 January 1920. p. 9.
  15. ↑ "Shipping News". New York Tribune . 2 April 1920. p. 21.
  16. ↑ "Activities in the Export and Bunker Trades". The Black Diamond. Vol. 66, no. 7. 12 February 1921. p. 193.
  17. ↑ "Activities in the Export and Bunker Trades". The Black Diamond. Vol. 66, no. 25. 18 June 1921. p. 686.
  18. ↑ "Ship Is Disabled; Eagle Tourists To Return To New York". The Brooklyn Daily Eagle . 13 June 1921. p. 1. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  19. ↑ "Police Boat Escorts, Too". The Baltimore Sun . 28 February 1923. p. 22. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  20. ↑ "News of the Ships and Shipping Men". The Philadelphia Inquirer . 9 March 1923. p. 26. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  21. ↑ "Planet Steamers Coming". The San Francisco Examiner . 21 March 1923. p. 22. Retrieved 11 August 2020– via Newspapers.com. Lock-green.svg
  22. ↑ "Sailed". The Baltimore Sun . 26 April 1923. p. 17.
  23. ↑ "Movements of Ocean Vessels". The Panama Canal Record. Vol. XVI, no. 41. 23 May 1923. p. 546.
  24. ↑ "Storm Sends Vessel To S. F. for Repairs". The San Francisco Examiner . 31 March 1927. p. 17. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  25. ↑ "Corvus Is Repaired". The San Francisco Examiner . 5 April 1927. p. 17. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  26. ↑ "Three Steamers In Trouble". The Baltimore Sun . 12 September 1928. p. 18. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  27. ↑ "Naval Mine Sweeper Saves Disabled Ship". The San Francisco Examiner . 11 September 1928. p. 9. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  28. ↑ Blume, Kenneth J. (2012). Historical Dictionary of the U.S. Maritime Industry. Lanham, Toronto, Plymouth U.K.: The Scarecrow Press, Inc. pp. 90–91. ISBN   978-0-8108-5634-9.
  29. ↑ "Wants To Buy Five Freighters". The Boston Globe . 29 November 1929. p. 15. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  30. ↑ "Calmar Buys Ships". Oakland Tribune . 13 December 1929. p. 62. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  31. ↑ "Local Port News And Ship Activity". The Baltimore Sun . 14 December 1929. p. 18. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  32. ↑ "Rename Ships". Oakland Tribune . 24 December 1929. p. 18. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  33. ↑ "Calmar Line Names Five New Steamers". News-Pilot. 27 December 1929. p. 13. Retrieved 15 August 2020– via Newspapers.com. Lock-green.svg
  34. ↑ "Cleared Yesterday". The Philadelphia Inquirer . 26 January 1930. p. 22.
  35. ↑ "Movements of Ocean Vessels". The Panama Canal Record. Vol. XXIII, no. 28. 12 February 1930. p. 384.
  36. ↑ "Arrivals and Departures". The Los Angeles Times . 18 February 1930. p. 19.
  37. ↑ "3 Ships In 3 Days For Swayne, Hoyt". News-Pilot. 14 February 1930. p. 13. Retrieved 16 August 2020– via Newspapers.com. Lock-green.svg
  38. ↑ "Steel Ship Brings Big General Cargo". News-Pilot. 2 March 1934. p. 5. Retrieved 17 August 2020– via Newspapers.com. Lock-green.svg
  39. ↑ "Battered Ship Is Safe In Port". The World. 3 January 1933. p. 1. Retrieved 17 August 2020– via Newspapers.com. Lock-green.svg
  40. ↑ "Ship Bound Here Loses Its Propeller". The Evening Sun . 27 November 1934. p. 1. Retrieved 17 August 2020– via Newspapers.com. Lock-green.svg
  41. ↑ "Local Port News And Ship Activity". The Baltimore Sun . 29 November 1934. p. 21. Retrieved 17 August 2020– via Newspapers.com. Lock-green.svg
  42. ↑ "Steamers Flomar, Peter Kerr Collide In North". News-Pilot. 18 September 1935. p. 1. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  43. ↑ "Two Freighters Collide In Deep River Channel". Oakland Tribune . 18 September 1935. p. 1. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  44. ↑ "Crews Safe As Vessels Collide". The San Francisco Examiner . 21 September 1935. p. 30. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  45. ↑ "Ship Repairs Cost $90,000". News-Pilot. 25 September 1935. p. 2. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  46. ↑ "Calmar Files $125,000 Libel Against Peter Kerr". The San Francisco Examiner . 9 October 1935. p. 25. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  47. ↑ "Files Counter Suit". Oakland Tribune . 9 October 1935. p. 27. Retrieved 18 August 2020– via Newspapers.com. Lock-green.svg
  48. ↑ "2 Freight Ships Run Aground In New York Harbor". Daily Press . 22 December 1936. p. 8. Retrieved 31 August 2020– via Newspapers.com. Lock-green.svg
  49. ↑ "Freighter Refloated, Another Goes Aground". Courier-Post . 22 December 1936. p. 24. Retrieved 31 August 2020– via Newspapers.com. Lock-green.svg
  50. ↑ "Steamer in Port". Corvallis Gazette-Times . 21 September 1939. p. 2. Retrieved 31 August 2020– via Newspapers.com. Lock-green.svg
  51. ↑ "Crews' Demand Threatens Ships On Red Sea Route". The Brooklyn Daily Eagle . 3 July 1941. p. 3. Retrieved 31 August 2020– via Newspapers.com. Lock-green.svg
  52. 1 2 3 4 5 Maritime Administration. "FLOMAR". Ship History Database Vessel Status Card. U.S. Department of Transportation, Maritime Administration. Retrieved 23 March 2021.
  53. ↑ "Convoy NG.304". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  54. ↑ "Convoy GZ.4". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 4 September 2020.
  55. ↑ "Convoy TAG.30". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  56. ↑ "Convoy GN.30". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  57. ↑ "Convoy UGS.5". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 5 September 2020.
  58. ↑ "Convoy XK.3". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  59. ↑ "Convoy ON.181". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  60. ↑ "Convoy SC.135". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  61. ↑ "Convoy HX.253". Arnold Hague Convoy Database. ConvoyWeb. Retrieved 11 September 2020.
  62. 1 2 3 War Diary - US Naval Operating Base, Dutch Harbor, Alaska and its satellite stations - compiled for the period 10 September 1941 through 31 December 1945 (Report). pp. 252–254.
  63. ↑ War Diary, Seventeenth Naval District, from 1 June 1945 through 30 June 1945 (Report). p. 6.
  64. ↑ "Maritime Notes". News-Pilot. 13 March 1946. p. 6. Retrieved 7 September 2020– via Newspapers.com. Lock-green.svg

Related Research Articles

SS <i>Eurana</i> (1915) American steam cargo ship, active 1916-1942

Eurana was a steam cargo ship built on speculation in 1915 by Union Iron Works of San Francisco. While under construction, the ship was acquired by Frank Duncan McPherson Strachan to operate in the Atlantic trade for his family's Strachan Shipping Company. The vessel made several trips between the Southeast of the United States and Europe before being sold to the Nafra Steamship Company in 1917. The freighter then entered the Mediterranean trade where she remained until September 1918 when she was requisitioned by the Emergency Fleet Corporation and transferred to the United States Navy to transport military supplies prior to the end of World War I, and as a troop transport after the war's end. In October 1919, the ship was returned to Nafra, which was then being reorganized to become the Green Star Steamship Company. In 1923, Eurana and twelve other ships passed to the Planet Steamship Company, newly formed to receive them from Green Star's bankruptcy. The ship remained principally engaged in the West Coast to East Coast trade for the next seven years. In 1930, together with several other vessels, Eurana was purchased by the Calmar Steamship Corporation, and renamed Alamar. The ship continued carrying various cargo between the East and West Coasts of the United States through 1941. On 27 May 1942, while en route from Hvalfjord to Murmansk carrying lend-lease war materiel to the Soviet Union during World War II as part of Arctic convoy PQ-16, she was fatally damaged by German aircraft bombs and was consequently scuttled by a British submarine to prevent her from becoming a menace to navigation.

Cotati was a steam cargo ship built in 1918–1919 by Moore Shipbuilding and Drydock Company of Oakland for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was briefly used for the first two years of her career to transport frozen meat between North and South America and Europe. The ship was subsequently laid up at the end of 1921 and remained part of the Reserve Fleet through the end of 1940. In January 1941 she was sold together with two other vessels to the New Zealand Shipping Co. and subsequently in 1942 was transferred to the Ministry of War Transport (MoWT) and renamed Empire Avocet. The ship was torpedoed and sunk by German submarine U-125 on 30 September 1942 on one of her regular wartime trips.

Sylvan Arrow was a steam tanker built in 1917–1918 by New York Shipbuilding Co. of Camden for Standard Oil Company, with intention of transporting oil and petroleum products between United States and ports in the Far East. The ship was briefly requisitioned by the US Government during World War I but returned to commercial service in early 1919.

Ozette was a steam cargo ship built in 1918–1919 by Seattle North Pacific Shipbuilding Company of Seattle for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was largely employed on the East Coast to Europe routes during her career before she was laid up in and eventually broken up for scrap in 1936.

West Cawthon was a steam cargo ship built in 1919 by Southwestern Shipbuilding Co. of San Pedro for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. Initially, the vessel was placed in the Pacific trade, but was soon acquired by the Green Star Steamship Co. and was put on the Gulf to the Mediterranean route. In 1923 Green Star Steamship Co. went bankrupt and vessel was bought back by USSB. The freighter then spent next two years serving the Mediterranean ports of Italy and Spain before being laid up late in 1924. In 1926 the vessel was bought by the American-South African Line and for the next fourteen years continuously sailed between the East Coast of the United States and South Africa. In 1940 she was sold to the Ministry of War Transport (MoWT) and renamed Empire Bison. The ship was torpedoed and sunk by German submarine U-124 on 1 November 1940 on one of her regular convoy trips.

Portmar was a United States-flagged merchant vessel that was constructed in response to World War I, operated by a succession of companies in the interwar period, then taken up for wartime shipping in World War II.

SS <i>West Kasson</i>

West Kasson was a steam cargo ship built in 1918–1919 by Long Beach Shipbuilding Company of Long Beach for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel initially operated on the round-the-world route from the West Coast of the United States via East Asia and Spain before being shifted to serve the Gulf to Europe and South America trade in 1922. In 1926 she was sold to the W. R. Grace and Company and renamed Cuzco. In her new role the ship operated chiefly between the ports of the Pacific Northwest and various Chilean and Peruvian ports. In 1940 the ship was again sold and transferred into Panamanian registry and renamed Carmona. The vessel continued sailing between South America and the United States and was torpedoed and sunk by the German submarine U-160 on one of her regular trips in July 1942.

SS <i>Chippewa</i> (1905) Former American cargo ship (1905–1928)

Chippewa was a steam cargo ship built in 1905 by William Cramp & Sons of Philadelphia for Clyde Steamship Company with intention of operating on their East Coast and West Indies routes.

West Niger was a steam cargo ship built in 1919–1920 by Southwestern Shipbuilding Company of San Pedro for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The freighter spent her entire career in the Pacific connecting the West Coast of the United States with the Chinese and Japanese ports in the Far East. Early in 1928, the ship, together with ten other vessels, was sold by the Shipping Board to the States Steamship Co. and subsequently renamed Nevada. In September 1932, the vessel, while on her regular trip to Japan, ran aground in foggy weather on Amatignak Island and subsequently broke into three parts and sank with the loss of thirty four out of thirty seven men.

SS <i>Wheatland Montana</i>

Wheatland Montana was a steam cargo ship built in 1919 by Skinner & Eddy of Seattle for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The freighter spent the majority of her career in the Pacific connecting the West Coast of the United States with the Chinese and Japanese ports in the Far East. Early in 1928 the ship together with six other vessels was sold by the Shipping Board to the Tacoma Oriental Steamship Co. and subsequently renamed Seattle. After her owner declared bankruptcy early in 1937, the freighter was sold to Matson Navigation Company and renamed Lihue. She was then mainly employed to transport sugar and canned fruit from the Hawaiian Islands to the ports on the East Coast of the United States. In February 1942 she was chartered to transport general cargo and war supplies to the Middle East but was torpedoed by U-161 in the Caribbean Sea on February 23, and eventually sank three days later while in tow without loss of life.

Cockaponset was a steam cargo ship built in 1918–1919 by Pacific Coast Shipbuilding Company of Bay Point for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was largely employed on the Gulf Coast of the United States to Europe route until 1930 when she was laid up. In late 1940 the ship together with 15 other vessels was acquired by the British government to alleviate significant shortage of tonnage due to an ongoing German U-boat campaign. In May 1941 the freighter was torpedoed and sunk on her first war trip to the United Kingdom.

SS <i>Cokesit</i>

Cokesit was a steam cargo ship built in 1918–1919 by Guy M. Standifer Construction Company of Vancouver for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was largely employed on the East Coast of the United States to Australia route until 1928 when she was laid up. In late 1937 the ship together with several other vessels was bid on and subsequently acquired next year by the Greek tramp operator John D. Chandris to carry cargo from Australia to Greece and United Kingdom. The freighter was also renamed Adelfoi Chandris. Following the surrender of France, the ship was interned in Dakar and passed into Vichy government hands in 1940 and renamed Saint Marin. Under the terms of Nevers Agreement she eventually was transferred to Italy and renamed Catania. In early August 1943 the vessel together with several other ships was bombed and damaged in Naples harbor by the Allied aircraft.

Olockson was a steam cargo ship built in 1918–1919 by Guy M. Standifer Construction Company of Vancouver for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. In March 1920, only on her second voyage, the vessel caught fire and had to be abandoned by the crew. The ship was subsequently towed to Baltimore where she was broken up in 1924.

Antinous was a Design 1015 ship steam cargo ship built in 1919–1920 by Guy M. Standifer Construction Company of Vancouver for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was chiefly employed on the Gulf to Europe routes throughout her career. In September 1942, while on a passage to British Guiana to load her cargo, she was torpedoed and sunk by German submarines operating at the time in the Caribbean.

Yaklok was a steam cargo ship built in 1918–1919 by Seattle North Pacific Shipbuilding Company of Seattle for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel made several trips to Europe during the first two years of her career before being laid up in mid-1921 and eventually being broken up for scrap in 1930.

William O'Brien was a steam cargo ship built in 1914–1915 by New York Shipbuilding Company of Camden for the Carpenter–O'Brien Lumber Company of Delaware. The vessel was extensively employed on East Coast to Europe routes during her career and foundered on one of her regular trips in April 1920.

Lake Frampton was a steam cargo ship built in 1918 by American Shipbuilding Company of Lorain for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was employed in coastal trade during her career and collided with another steamer, SS Comus, and sank in July 1920 on one of her regular trips with a loss of two men.

Milwaukee Bridge was a steam cargo ship built in 1918–1919 by Submarine Boat Company of Newark for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was first briefly employed on the East Coast to United Kingdom route in the first two years of her career before being laid up at the end of 1921. In 1927 she was acquired by Matson Navigation Company to operate between California and Hawaii and renamed Malama. On New Year's day 1942 while en route to New Zealand under U.S. Army operation with cargo of military supplies she was discovered by Japanese merchant raiders and was scuttled by her crew to prevent capture.

SS <i>West Pocasset</i> 20th century steam cargo ship

West Pocasset was a steam cargo ship built in 1919 by Northwest Steel Company of Portland for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The freighter was operated sparingly on the United States to Europe routes during the first two years of her career before being laid up. The ship was briefly reactivated in 1929 but was again laid up next year and remained idle for the next ten years. In January 1941 the freighter was sold together with four other vessels to the United States Line and was put under operation by its fully owned Panama-registered subsidiary to carry war matériel and supplies between Canada and United Kingdom and renamed Chepo. In early January 1942 while on one of her regular convoy trips, she was torpedoed and sunk by German submarine U-43 with the loss of seventeen men.

Haleakala was a steam cargo ship built in 1919 by Long Beach Shipbuilding Company of Long Beach for the United States Shipping Board (USSB) as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was first employed in the Pacific trade before being briefly laid up. She was reactivated in 1922 and entered the South American trade connecting the ports of Argentina and Brazil with a variety of ports in the Northeastern United States. In September 1926 while on one of her regular trips, she disappeared without a trace, possibly foundering in the hurricane with the loss of all hands.

This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.