SS Swiftstar

Last updated
History
Flag of the United States (1912-1959).svg United States
NameSwiftstar
OwnerSwiftsure Oil Transport Co.
Operator
  • Swiftsure Oil Transport Co. (February–August 1921)
  • C. D. Mallory & Co. (August 1921–1923)
Ordered12 April 1920
Builder Northwest Steel Co., Portland
CostUS$2,400,000.00
Yard number42
Laid down1920
Launched5 February 1921
Sponsored byMrs. Nelson Bowles
Commissioned26 February 1921
Maiden voyage6 March 1921
Homeport New York
Identification
FateDisappeared in July 1923
General characteristics
Type Tanker
Tonnage
Length464 ft 4 in (141.53 m)
Beam60 ft 2 in (18.34 m)
Draft26 ft 8 in (8.13 m) (loaded)
Depth27 ft 7 in (8.41 m)
Installed power662 Nhp, 3,200 ihp
Propulsion Hooven, Owens & Rentschler 3-cylinder triple expansion
Speed10+1⁄2 knots (12.1 mph; 19.4 km/h)

Swiftstar was a steam tanker built in 1920-1921 by Northwest Bridge & Iron Company of Portland for the Swiftsure Oil Transport Co., a subsidiary of the France & Canada Steamship Co., with intention of transporting oil from foreign ports to refineries along the Gulf and East Coasts of the United States. The ship had short but troubled history. In July 1923 after departing Colón the tanker went missing. Large oil slick, burnt remnants and several lifeboats bearing the ships's name were later found indicating the ship exploded. All 32 people on board were presumed lost.

Contents

Design and construction

On 14 August 1918 the Emergency Fleet Corporation (EFC) signed a contract with the Northwest Steel Co. to build ten vessels of approximately 8,800 deadweight. After realizing that there was no need for so many cargo vessels, but rather there existed a shortage of tankers, EFC rescinded its contractual obligations on six of the remaining ships on 15 September 1919. At the same time, Swiftsure Oil Transport Co. was looking to place an order to build seven oil carrying vessels of approximately 12,000 deadweight provided it could get financing from EFC to do that. As a result, on 12 April 1920 EFC, Swiftsure Oil Transport Co. and Northwest Steel Co. entered into agreement by which EFC would finance construction of seven tankers at a price of US$2,400,00.00 each, Swiftsure Oil Transport Co. would have to repay the borrowed funds to the Fleet Corporation over 12 years, and Northwest Steel Co. agreed to release EFC from all claims arising from the Fleet Corporation's decision to cancel the remaining six vessels. [2] Swiftstar was the third of these vessels and was laid down at the builder's shipyard in Portland (yard number 42) and launched on 5 February 1921, with Mrs. Nelson Bowles of Seattle serving as the sponsor. [3] [4] [1] The ship was shelter-deck type, had two main decks and was built on the Isherwood principle of longitudinal framing providing extra strength to the body of the vessel. The vessel was equipped with wireless of De Forest type and had electrical lights installed along the decks. The tanker had a cargo pump room located amidships, and had ten double main cargo tanks constructed throughout the vessel with a total capacity to carry approximately 75,000 barrels of oil.

As built, the ship was 464 feet 4 inches (141.53 m) long (between perpendiculars) and 60 feet 2 inches (18.34 m) abeam, and had a depth of 27 feet 7 inches (8.41 m). [5] Swiftstar was originally assessed at 8,207  GRT and 5,092  NRT and had deadweight of approximately 12,020. [6] [1] The vessel had a steel hull with double bottom extending under her forepeak and boiler room, and a single 662 Nhp (3,200 ihp) vertical triple expansion steam engine, with cylinders of 27+1⁄2-inch (70 cm), 46-inch (120 cm) and 78-inch (200 cm) diameter with a 51-inch (130 cm) stroke, that drove a single screw propeller and moved the ship at up to 10+1⁄2 knots (12.1 mph; 19.4 km/h). [6] The steam for the engine was supplied by three single-ended Scotch boilers fitted for oil.

Following the successful completion of the sea trials held on February 23 and 24, Swiftstar was turned over to the Fleet Corporation one day later and transferred to Swiftsure Oil Transport Co. per contract agreement on February 26. [7]

Operational history

After delivery to her owners the tanker departed Portland in ballast on 26 February 1921 for San Francisco and arrived there on March 1. [8] [9] After loading fuel and supplies, the vessel left San Francisco on March 6 in ballast heading to Tampico where she was to load a cargo of oil, and from there she were to proceed to New York. [10] The tanker was initially employed in carrying oil from Mexican ports of Tampico, Túxpan, Puerto Lobos and Tecomate to New York, however, in late spring 1921 a fight erupted between the owners of United States Mail Steamship Company headed by Charles and Francis R. Mayer and the USSB. Mayers were also at the helm of France & Canada Steamship Co., and 75% stockholders in Swiftsure Oil Transport Co. As Mayers became involved with US Mail Steamship Line affair in summer 1921, the bondholders of Swiftsure Oil Transport Co. took over the management of the company, and placed all seven tankers owned by the company under operation by C.D. Mallory & Co. [11] [12] Swiftstar was then assigned temporarily to carry oil from Mexico to the Gulf ports of Galveston and Port Arthur. In addition, towards the end of the year, she started making trips from Mexico to refining facilities of New England Oil Refining Company in Fall River. The tanker continued serving this route through the end of August 1922. Following a decline in the production of Mexican oilfields around that time, the tanker along with many other vessels, was instead rerouted to carry oil from Californian oilfields to Fall River. [13]

Grounding in 1922

Swiftstar passed through Panama Canal on her first trip on new route on 3 September 1922 bound for San Pedro, [14] and after taking on 10,132 tons (~70,000 barrels) of oil from the terminals of the Union Oil Company, departed for her return journey on 19 September 1922 under command of captain Kenney, who was replacing her usual commander, captain James P. Stevenson. [15] [16] The journey was largely uneventful, until the evening of October 10. At around 17:00 the ship was deemed to be approximately thirty miles south of Block Island. By about 18:00 heavy fog spread out through the area reducing visibility to about 300 yards. At about 20:43 while still travelling in fog the tanker suddenly ran aground on the southern side of Block Island. Distress calls were made and picked up by the local life-saving station, as well as in New York and Fall River. The fog finally dissipated around midnight and the crew could see themselves lying broadside to the beach no more than 50 yards away. At about 06:00 on October 11 tug Guardsman showed up at the scene, but was unable to render any assistance and returned to New London. As Swiftstar went hard on the beach, she injured her bottom with many holds being punctured and leaking. Several pumps became inoperable due to them being filled with sand, two boilers went extinguished, and the engine room was continuously leaking. Standard Oil tanker Eocene soon arrived and offered to tow the stricken vessel, but her offer was declined on the fears Swiftstar would break in tow and sink. By 11:00 the after-peak bulkhead finally gave in and the engine room got flooded very rapidly cutting off the dynamo and severing any means of communications. At around 15:00 submarine N-2 appeared in sight and by 16:15 it closed in to within 150 yards. Using lifeboats from minesweeper Chewink, N-2 was able to take off all 33 people on board the tanker in three trips. After abandoning the ship, the crew was taken by the submarine to New Harbor where they were safely landed two hours later. [17] [18] [19] [20]

After four days of work the vessel was finally dislodged from her position in the morning of October 15 by wrecking tug Resolute and towed to New London for temporary repairs. [21] After review, it was discovered that only three tanks were punctured during the grounding. The ship was then towed to the yard of Newport News Shipbuilding & Drydock Company in mid-November 1922, where repairs at a cost of US$171,500.00 were performed. [22] [23] The repairs were finished in early January 1923 and the tanker returned to her regular service soon thereafter, sailing for Tampico on 11 January 1923. [24]

Following her return to service, Swiftstar reentered intercoastal service carrying oil from California to Fall River for the rest of her career, while still making occasional trips to Mexico.

In June 1923 while en route from Providence to San Pedro, one of the sailors was arrested on board the tanker and put in chains after a wireless message was received identifying him as a suspect in murder and robbery committed in Rhode Island. [25]

Disappearance

Swiftstar cleared for her last voyage from San Pedro with a cargo of 11,400 tons of crude oil (~79,000 barrels) on 30 June 1923 bound for Fall River. The tanker was under command of captain Richard Hull and had a crew of thirty two men. The tanker passed through the Panama Canal on 13 July 1923 and took course to her final destination. [26] The tanker was expected at Fall River between July 23 and July 25, but she never arrived at that port, nor were any distress signals were received by any vessels along her expected route. On 22 July 1923, the schooner Albert H. Willis, on her way to the island of San Andrés to pick up a cargo of copra, sighted a wreckage close to the island shore. As the schooner closed in to investigate, the crew discovered a large number of splinters floating everywhere in the oil-covered sea, in addition to two wooden and one steel rudderless lifeboats. Each lifeboat had the name Swiftstar written on the stern. A lookout also spotted a floating box of approximately 8 feet long, 4 feet wide and 5 feet deep. It was picked up and hoisted on board the vessel, and on further examination it was deemed to be an icebox. Upon opening, it was discovered that the box contained a charred body of a man whose identity was impossible to establish. The body was buried on San Andrés island before the schooner continued on her voyage.

According to one theory advanced after the accident, a lightning strike was most likely responsible for the tragedy. As it struck the tanker amidships, it knocked out the dynamo thus preventing the vessel to send out a distress call. It also caused two adjacent tanks to explode breaking the ship in two with both halves sinking rapidly, and therefore preventing any fire or smoke developing that could have been observed by passing ships. Finally, the charred body probably belonged to a man who was killed by the lightning outright with his body being thrown into the icebox. [27]

One of the Swiftstar sailors, John Paquette, later showed up at Fall River aboard another tanker, SS Swifteagle. Apparently, he had been detained in Panama after attempting to smuggle a bottle of liquor into Canal Zone and as a result missed his ship and avoided the fate of the rest of the crew. [28]

Related Research Articles

SS <i>Emidio</i>

Hammac was a steam tank ship built in 1920–1921 by Bethlehem Shipbuilding Corporation of Alameda 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. Early in 1923 the vessel together with two other tankers was sold to General Petroleum Corporation and renamed Emidio. The tanker spent the vast majority of her career carrying oil along the West Coast of the United States as well as between West and East coast. In December 1941 she was shelled and damaged by the Japanese submarine I-17 and eventually wrecked with a loss of five crewmen.

Silvanus was a steam tanker built in 1920–1921 by the Southwestern Shipbuilding & Drydock Company of San Pedro for the Anglo-Saxon Petroleum Company with the intention of transporting oil and petroleum products between Dutch East Indies and various destinations in Europe and the Far East. The tanker was employed in this capacity through the first part of 1926. In April 1926 Silvanus collided with the tanker Thomas H. Wheeler in the Mississippi River, resulting in the explosion and death of 26 seamen. Silvanus was declared a total loss and sold at auction to the newly formed Petroleum Navigation Company of Texas. The tanker was rebuilt and renamed Papoose and started operating in March 1927. In March 1942, she was attacked by German U-boat U-124 off the coast of North Carolina. The ship drifted for several days and eventually sank in 200 feet (61 m) of water off Oregon Inlet.

SS <i>W. L. Steed</i>

W. L. Steed was a steam tanker built in 1917–1918 by Bethlehem Shipbuilding Corporation of Quincy for Pan American Petroleum and Transport Company, with intention of transporting oil and petroleum products between Mexican and Gulf ports and the Northeast of the United States. The ship was briefly requisitioned by the US Government during World War I but returned to commercial service in early 1919. The ship was named after William L. Steed, superintendent of the Mexican Petroleum Company of California.

SS <i>Montebello</i>

Montebello was a steam oil tanker built in 1920–1921 by the Southwestern Shipbuilding Co. of San Pedro for Union Oil Company with the intention of carrying oil and petroleum products along the West Coast of the United States and Canada as well as between the United States and Chile. In December 1941 the tanker was sunk on one of her regular trips by the Japanese submarine I-21.

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.

SS <i>Corvus</i> (1919)

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.

SS <i>President Harrison</i> Steam passenger-cargo ship built in 1919–1920

Wolverine State was a steam passenger-cargo ship built in 1919–1920 by New York Shipbuilding Company of Camden 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 ship was initially employed on the United States to India route until its cancellation in Spring 1922. After remodeling the vessel was briefly used by the Los Angeles Steamship Company on a run between Los Angeles and Honolulu as an emergency replacement for one of their burned out steamers. In April 1922 the steamer was renamed President Harrison. In 1923 she conducted several trips between California and the east coast of South America, before being sold together with several other ships of her class to the Dollar Steamship Company. The vessel was captured in 1941 by the Japanese after she was deliberately run aground to avoid the capture. After repairs, the ship was renamed Kachidoki Maru (勝鬨丸), put under control of NYK Line and entered the Japan to Taiwan route, but soon after was requisitioned by the Imperial Japanese Army. Under IJA control the ship sailed between Japan, Singapore and the Philippines carrying troops and military supplies. She was torpedoed and sunk on 12 September 1944 on one of her regular trips, while carrying 950 Allied prisoners of war of which 431 were killed.

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.

Byron D. Benson was a steam tanker built in 1920–1921 by Oscar Daniels Shipbuilding Co. of Tampa for Tide Water Oil Co., a subsidiary of Standard Oil, with intention of operating between New York and oil-producing ports of the southern United States and Mexico. The ship was named after Byron D. Benson, founder of Tide Water Pipe Co.

SS <i>Samuel Q. Brown</i> Steam tanker

Samuel Q. Brown was a steam tanker built in 1920–1921 by Merchant Shipbuilding Corporation of Chester for Tide Water Oil Co., a subsidiary of Standard Oil, with intention of operating between New York and the oil-producing ports of the southern United States and Mexico.

SS <i>Lightburne</i> 20th c. American tanker

Lightburne was a steam tanker built in 1918–1919 by Texas Steamship Company of Bath for The Texas Company, with intention of transporting oil and petroleum products between Mexican and Gulf ports and the Northeast of the United States. The ship was named after R. W. Lightburne, Jr., a Kansas City-based steamship agent who rendered valuable assistance to the United States Shipping Board during the war.

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.

SS <i>China Arrow</i> Steam tanker built in 1920

China Arrow was a steam tanker built in 1920 by Bethlehem Shipbuilding Corporation of Quincy for Standard Oil Co., with intention of transporting oil and petroleum products between United States and the Far East. During the first part of her career the tanker was used to carry oil and gasoline between United States and Asia, later becoming a coastal tanker serving the East Coast of the United States. The ship was torpedoed and sunk in February 1942 on one of her regular trips by German submarine U-103.

India Arrow was a steam tanker built in 1921 by Bethlehem Shipbuilding Corporation of Quincy for Standard Oil Co., with intention of transporting oil and petroleum products between the United States and the Far East. During the first eight years the tanker was chiefly employed in the Pacific trade, carrying cargo between Gulf ports and a variety of destinations in East Asia. In late 1920s the tanker was moved to serve intercoastal trade routes while still making occasional trips to Asia. In early 1930s she was permanently assigned to trade routes between the Gulf and the ports on the United States East Coast, where she remained for the rest of her career.

Lyman Stewart was a steam tanker built in 1914 by Union Iron Works Company of San Francisco for the Union Oil Company of California, with intention of transporting oil and petroleum products to ports along the West Coast of the United States and Canada. The ship was named after Lyman Stewart, the president of the Union Oil Co. In October 1922 the tanker collided with another steamer, SS Walter Luckenbach, and was beached to avoid sinking but was subsequently declared a total loss.

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.

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.

MV <i>J. A. Moffett Jr.</i>

J. A. Moffett Jr. was an oil tanker built in 1920–1921 by the Federal Shipbuilding Company of Kearney for the Standard Oil Company of New Jersey with the purpose of carrying oil and petroleum products. Originally built as a steamship, the vessel had her engines changed in 1927 converting her into a motor vessel. She was torpedoed in 1942, killing the captain, before being abandoned, towed and sold for scrap.

References

  1. 1 2 3 "Swiftstar (2221071)" . Miramar Ship Index . Retrieved 20 June 2019.
  2. ↑ "Congressional Record: Proceedings and Debates of the Fourth Session of the Sixty-Seventh Congress of the United States of America". Vol. LXIV, Part 2. Washington, DC: Government Printing Office. 1923. pp. 1618–1620. Retrieved 21 June 2019.{{cite magazine}}: Cite magazine requires |magazine= (help)
  3. ↑ "Swiftstar, 12,000 Ton Oil Tanker, Is Launched Here". The Oregon Daily Journal. 5 February 1921. p. 3. Retrieved 20 June 2019– via Newspapers.com. Lock-green.svg
  4. ↑ "Swiftstar Third Tanker Launched". The Oregon Daily Journal. 6 February 1921. p. 20. Retrieved 23 June 2019– via Newspapers.com. Lock-green.svg
  5. ↑ Merchant Vessels of the United States. Washington, DC: United States Government Printing Office. 1922–1923.
  6. 1 2 Lloyd's Register, Steamships and Motorships. London: Lloyd's Register. 1921–1922.
  7. ↑ "12,000 Ton Tanker To Be Given Trial Trip Today". The Oregon Daily Journal. 23 February 1921. p. 14. Retrieved 20 June 2019– via Newspapers.com. Lock-green.svg
  8. ↑ "All Along The Waterfront". The Oregon Daily Journal. 26 February 1921. p. 10. Retrieved 20 June 2019– via Newspapers.com. Lock-green.svg
  9. ↑ "Arrived at This Port". The San Francisco Examiner. 2 March 1921. p. 15.
  10. ↑ "Movements of Ocean Vessels". The Panama Canal Record. Vol. XIV, no. 32. 23 March 1921. p. 475.
  11. ↑ "Mail Ship Line Counsel Defies Bynum's Order". New York Tribune. 13 August 1921. p. 1. Retrieved 23 June 2019– via Newspapers.com. Lock-green.svg
  12. ↑ "Mail Ship Line Counsel Defies Bynum's Order (cont)". New York Tribune. 13 August 1921. p. 14. Retrieved 23 June 2019– via Newspapers.com. Lock-green.svg
  13. ↑ "Oil Shipments from California". Panama Canal Record. Vol. XVI, no. 13. 8 November 1922. p. 163.
  14. ↑ "Movements of Ocean Vessels". Panama Canal Record. Vol. XVI, no. 5. 13 September 1922. p. 74.
  15. ↑ "Departures". San Pedro News Pilot. 19 September 1922. p. 8.
  16. ↑ "Movements of Ocean Vessels". Panama Canal Record. Vol. XVI, no. 9. 11 October 1922. p. 117.
  17. ↑ "Stranding of Tanker Swiftstar". World Wide Wireless. Vol. 3. Radio Corporation of America. December 1922. pp. 4–7.
  18. ↑ "May Abandon Ship on Rocks". The North Adams Transcript. 11 October 1922. p. 1. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  19. ↑ "Tanker Swiftstar Is Doomed at Black Rock". The Boston Globe. 12 October 1922. p. 6. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  20. ↑ "Sub N-2 Plays Vital Part In Rescue Of 33". The Boston Globe. 13 October 1922. p. 5. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  21. ↑ "Maritime Miscellany". New York Herald. 16 October 1922. p. 11. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  22. ↑ "Marine News Notes". New York Herald. 10 November 1922. p. 22. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  23. ↑ "Another Big Repair Job For The Local Shipyard". Daily Press. 12 November 1922. p. 3. Retrieved 25 June 2019– via Newspapers.com. Lock-green.svg
  24. ↑ "Records And News Of The Waterfront". Daily Press. 11 January 1923. p. 9. Retrieved 25 June 2019– via Newspapers.com. Lock-green.svg
  25. ↑ "Long Arm of Law Reaches Out To Sea. Nabs Murderer". San Pedro Pilot. 28 June 1923. p. 1. Retrieved 27 June 2019– via California Digital Newspaper Collection. Lock-green.svg
  26. ↑ "Movements of Ocean Vessels". Panama Canal Record. Vol. XVI, no. 49. 18 July 1923. p. 645.
  27. ↑ "Lightning Bolt May Have Sunk Oil Tanker". The Boston Globe. 18 August 1923. p. 16. Retrieved 21 June 2019– via Newspapers.com. Lock-green.svg
  28. ↑ "Spree Keeps Paquette From Going To Davy Jones' Locker". The Boston Globe. 7 August 1923. p. 6. Retrieved 28 June 2019– via Newspapers.com. Lock-green.svg
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.