REPORT OF THE LOSS OF THE U.S.S. "HECTOR".
On July 8th, at 3:40 p.m., the HECTOR left Yard and proceeded to the C & O Coal Pier
at Newport News, arriving there at 6.04 alongside #6 Pier; on our way down, crew
prepared ship for receiving coal. 9.45 pm commenced loading coal; 4.45 am stopped
loading cargo on account of break down of coaling plant; 6.00 pm resumed loading cargo. At
1.45 am July 10, finished loading and at 2.50 finished trimming. Amount of coal
taken on board 7080 tons; coal on hand 156; total cargo 7236 tons. Bunker taken on
622 tons; bunker on hand 86 tons; total bunker on board 708 tons. Draft 27 07 forward; 27.00
aft; 27 03.3 mean. 5.55 am cast off from dock and anchored in stream at 6.25 am July
10, 1919. Secured ship for sea and at 1.10 pm got underway and proceeded to sea on
duty assigned. Passing Virginia Beach buoy abeam at 6.18 pm, set course 165 psc and set
p.1 at zero. Continued various courses and distances to Charleston light vessel,
arriving inside of the light and anchoring in 7 fathoms of water at 2.45 pm July
12. 3.15 tug SEBAGO came alongside with 52 Marines for transportation to San Domingo, via
Guantanamo Bay. 3. 33 pm, got underway and proceeded on duty assigned. 3.44 pm Charleston
light vessel abeam, set course 149 psc- 151 true for Watling Island light. Weather
fair, with moderate N x E breeze and a moderate swell from the East. During the 4 to
8 pm watch, wind increasing in force to a fresh E x N breeze and choppy sea; shipping
spray on port bow. During the 8 to midnight watch wind hauled to the East with same
force and sea increasing and barometer dropping slowly; squally at times. Shipping large
quantity of water on after main deck. Commenced to get uneasy about hatch battens,
as they were in poor condition, and repairs had been requested at Norfolk and approved, but as the winches had to be overhauled, in removing drums from frames, the hatches
had to be lowered, and the hatch battens could not be renewed as the vessel had orders
to sail at noon on the 8th, and the winches were not finished until the morning of
the 8th. At 2.15 am July Thea., observed fire aft; had fire quarters and found that
a blue light on life buoy had been struck by sea and water entered light, causing
it to light and break; extinguished same. During the last 12 to 4 am watch July 13,
the weather became overcast and gloomy, clouds coming from the North and wind increasing
to moderate and fresh gale for EYE, and very squally. Ship still shipping much water
aft on main deck. 4 to 8 am July 13: - 6.30 wind shifted suddenly to E x N, blowing
10 causing a very heavy cross sea; emptied #1 starboard topside tank as ship had listed
about 3 degrees. 8.00 Hove to on a course of SE. 8 to 12 am July 13: - 8.15 #2 boiler
fusible plug carried away; 70 lbs steam; sent passengers and seamen below; slowed
engines down; wind hauled to NE with a force of 12, causing a very foaming heavy sea
and carrying the crests of waves over the ship, making it impossible to see the foremast;
carried away all canvas, boat covers and rails on forecastle. Shipping heavy sea
on both sides, and in doubt whether weight of hatches will hold the seas
Page #2---Loss of HECTOR.
seas
from entering #'s 3,4 and 5 holds, as battens are old and gone in places. All electric
circuits shorted; no current forward on account of broken conduit. 12 to 4 pm July
13: - 1.30 Fusible plug in boiler #4 carried away; 60 lbs of steam; all hands working
to make steam. Rigged sea anchor in forecastle but impossible to rig same out on account
of heavy seas; water entering holds through port and starboard #'s 7, 8 9 and 10
hatches; battens gone; wireless carried away, mess tables and benches washed overboard; cowls of poop ventilators carried away. Deck on lower bridge leaking badly, flooding
store-rooms and Officers quarters amidships; much water in cabin, coming through
doors and deck. 9.00 am, T. Christ, Carpenter, while going from Starboard to port
side entered starboard side engine room door, and a sea was shipped that tore the ice box
away and carried it against the door the Carpenter was entering, and closed on the
lower part of his left leg, causing a compound fracture and a knee bruise; he was
placed in First Assistant Engineer's room and tourniquet applied to stop flowing of blood,
and bandaged up; weather very thick. 12 to 4: - Wind NE, force 12; very thick and
very heavy seas; shipping much water but most on starboard side; ship listing about
3 degrees. Raining torrents with crests of waves blowing over bridge and ship. 3.00 Wind
hauled to E x N with same force; shifted helmsman to pilot house, being impossible
to stay on upper bridge. Painted dodger on bridge rail blown in strips. At 3.30,
barometer reading 28.30, force of wind strongest. Ship was noticed to tremble latterly, and
it appeared that she was very badly strained and weaking on account of water in the
#'s 3, 4 and 5 holds. Attempted many times to put canvas around #7 hatch but as soon
as the canvas was out on and lashed, a sea would carry it away and lift the hatch about
6 or 8 inches. 4.00 Barometer rising. At 5pm, Chief Engineer Mercer and Coalpasser
McDermott were hit on the heads by falling checkplate or door liner, and their skulls
were fractured; first air administered by Sergeant U.S.M.C. 4.40 pm July 13, wind shifted
to East, force 12; very heavy weather blinding spray and rain; impossible to stand
against it; ship trembling at times. No lights on ship; unable to set the oil lights
on account of the strong wind and spray. About 5.30, saw that the seas were lifting
the starboard hatches at times; very seldom were the port ones lifted. 8 to 12 pm
July 13: - 9.00 Wind shifted to SSE and S with same force. Keeping ship's head as
close to the wind as she would go with hard over left rudder and engines ahead. Sea remaining
on bow, ship rolling very heavily; greatest roll recorded 48 degrees starboard and
25 degrees port; the vessel had a list of about 8 degrees starboard. 12 to 4 am July
14: - 12.30 Succeeded in hauling ship's head to a west course, attempting to make Charleston
light vessel in the hope of bringing the ship to anchor near the light vessel, as
the ship was settling down as more water entered the holds. 3.00 am, wind shifted
to SSW easing in force to 10, with blinding spray and rain; much water entering holds.
4 to 8 am July 14: - 5.50 Wind hauled to SW and easing
Page #3---Loss of Hector.
easing
to force 9. Estimated our position by DR, etc., at 6 am to be 45 miles S 1/2 E of
Charleston Light vessel. Took sounding and obtained 22 fathoms, which corresponded
with that shown on chart. Attempted once more to place canvas on hatches, all attempts
failing on account of shipping heavy seas, and hatches raising at this time the water
and coal dust would run out as the ship rolled to starboard. 6.00 Headed for Charleston
light on a 350 degree psc course. True course allowing for a leeway and current N
1/2 W, making from 4 to 5 miles and hour, and succeeding in raising 120 lbs steam on
the tow reaming boilers. 8 to 12 am July 14: - 8.30 cast lead, bottom 18 fms., f.n.g.s.n.;
this compared with chart sounding and course and estimated speed. Rigged up aerial
to send out calls for help under much difficulty, as the seas were coming over our
lee rail much heavier, and we did not expect the ship to last very long. Barometer
rising and wind decreasing in force but seas remaining as high as before.
8.45 Took cast of lead ------ 17 fms, sand, brk.sh.
9.00 " " " " ------ 17 " " "
9.30 " " " " ------ 15 ", fine s and brk.sh., blk.specks
10.00 " " " " ------ 14 " " " " "
10.30 " " " " ------ 13 " " " " "
11.00 " " " " ------ 14 "
12.00 " " " " ------ 12 "
12.40 " " " " ------ 12 "
Provisioning boats and preparing boats to be lowered; preparing motor sailer to take
off injured first; ship sinking slowly. Got into wireless communication to 7.30;
sent out S.O.S. signals. 11.00 #9 hatch cover port forward corner was found to have
been bent up about 3 inches by seas. 12 to 4 pm July 14: _ 12.45 sighted tug and a schooner
bearing about NE; hoisted distress signals; Ensign #3 inverted a fore-truck and international
NC at starboard yard arm. 1.30 cast lead, 9 fathoms; hauled ship's head to East; shipped enormous seas on starboard main deck which was impossible for the ship
to stand the strain an account of the amount of water in the holds, and was forced
to head NNW to save the vessel, using engines to bring head back. 2.00 Cast lead,
6 fathoms, and immediately reversed both engines. 2.05 Ship touched. 2.07 Ship struck bottom
and sheared shell plating and deck corrugating up about one foot. 2.30 Shell plates,
starboard side and deck plates parted; dropped both anchors, 30 fathoms chain. Engine telegraph, voice tube and telephone broke. I, under great difficulties, forced my
way aft and went into the engine room and ordered First Assistant Engineer Burbank
to keep up steam for use of turbo generator and pumps for fire room bilges, then
returned to the bridge. When ship sagged, aerials grounded; shifted same under extreme difficulties.
2.40 Tug standing toward us. Commenced to rig out motor sailer by hand which took
about an hour, on account of handling such a heavy boat by hand. 3.00 Sent the following signals to tug "Wellington": - "What is our bearing and distances from Charleston
Light vessel"; answer received:- "20 miles NE" and "Cape Romain". Being impassable
to wireless room, First Officer semaphored the following message to Third Officer
Maddock and quartermaster Epperson:- "Our position is 20 miles NE Charleston light
Page #4--- Loss of Hector.
light
vessel off Cape Romain"; this message to be sent by wireless to Charleston. Commenced
shifting port 24' W.B across bridge deck to starboard davits. 3.50 Lowered motor
sailer to rail and lowered the four injured men in same, then lowered it to water,
taking about 25 other men. Motor sailer cleared ships side and drifted to leeward, and
tug Wellington picked up men. 3.55 Lowered starboard 20' W.B with six men; boat successfully
launched but crew unable to row back to take more men; pulled toward tug, and while going alongside tug, the motor sailer hit W.B., and broke planking of W.B., the
same going adrift; all men saved. 3.55 took sounding, 5 fms. 4.20 Lowered 24' W.B.,
from starboard davits with seven men, First Officer in charge. While lowering boat,
large wave alongside ship hit stern of W.B., and released after hook; when this happened,
ordered the bowman to release forward hook, which he immediately did; the boat dropped
about 10 feet stern first and filled up to the thwarts with water, boat being in
great danger of being thrown on board or sent in crack of ship which was at after davit;
boat succeeded in clearing the ship's side and rowed toward tug; upon going alongside,
W.B turned turtle; lines were thrown to boat crew by tug and all put aboard; whaleboat lost. Tug Wellington then took motor sailer in tow with a long line, and brought
boat up under Hector's stern, so that the line could be thrown from ship and men
slide down into water, then being hauled into boat. This was done four times and
97 men, including the 4 injured, were saved, and 13 saved by W.B. 8.00 There remained myself
and 20 men on the bow of the ship. It getting dark, and the ship shifting and losing
the lee, tug Captain decided it best to return to Charleston, land the injured men
and survivors and return to the Hector. Made attempt to put motor sailer alongside bow
of Hector but was unsuccessful, then decided to tow it to Charleston. While towing,
heavy seas filled boat and tow line broke. Between 10.30 and 11.00, the Buoy Tender
"CYPRESS" hove in sight and was signalled by red lantern. The CYPRESS anchored off our
starboard bow, lowered a boat and dropped it down alongside starboard side of Hector's
bow on a line. Two lines were hove to the boat from the Hector, and the life-boat
pulled as close to the Hector's bow as safety would permit it. Each time the boat would
rise on the crest of a wave, one man would jump to the boat. Two trips were made
in this manner and all hands were transferred to the CYPRESS, making 21 men, including
myself, which left the HECTOR totally abandoned. 1.45 am. Commandant, Charleston Naval
Station and Secretary Navy, Operations, were notified that all hands were saved by
wireless from CYPRESS via Charleston. CYPRESS proceeded to Charleston Navy Yard,
the 7 marines were sent to the Barracks and 11 crew and two Ordinary Seamen USN passengers
sent to the HARTFORD. At about 10.00 am, Navy Yard tug Sebago arrived with First
Officer and rest of crew and passengers, except the Chief Engineer, Carpenter, Coalpasser
McDermott and Oiler Singleton, who were sent to the hospital from Coal Wharf as soon
as ambulances
Page #5---Loss of Hector.
ambulances
could be obtained. The First Officer reports 111 men rescued by the Wellington, which
is a total of 132 saved with no loss.
Great credit is due to the marines under the leadership of Lt. Adams, for their services
in the fire-room and on deck, their coolness and willing obedience under such exceptional
and trying conditions.
As to the Officers of the Hector, I have nothing but the highest praise for their
daring and willing actions and attention to duty during those forty hours of utmost
perilous and dangerous conditions that could arise at sea. The Officers took extreme
risks without the least thought of themselves, endeavoring to save the ship. Chief Engineer
Mercer was injured while personally directing the firing of the boilers in the endeavor
to maintain steam.
Carpenter T. Christ was injured while inspecting bunker hatches, at great risk to
himself.
The First Officer, with boatswain and seamen, attempted innumerable times to secure
canvas around hatches while ship was taking heavy seas at great risk to their lives,
to prevent water entering holds, but this would last only a few minutes, then would
be carried away again. They were on duty during the whole forty hours of the storm without
nourishment or water, and showed the utmost courage and untiring energy to preserve
the ship.
Great credit is due Electricians (radio) V. Brown and E.J. Green for their untiring
energies and risks to preserve radio communication.
The following is a report of First Assistant Engineer Burbank as to the conduct of
the men under his command:-
" From: First Asst. Engr. A.G. Burbank, Actg. Chief.
To: Master.
Subject: Action of crew during storm.
I wish to commend the crew in regards to their behavior during the storm. many of
the men in a weakened condition, due to loss of sleep and lack of food, worked from
8 to 12 hours continuously, as they were asked to help out in fire-room, although
it was not their watch. After the ship had grounded, and word had been sent to secure engines,
the men went below and kept steam on boilers in order to use turbine generator for
wireless and pumps for bilges.
/s/ A.G. Burbank
In conclusion, I wish to commend the gallant actions of expert seamanship displayed
by Captain Nelson of the WELLINGTON; Captain Johnson of the CYPRESS, and their officers
and crew, who effected the rescue of the Officers, passengers and crew of the Hector. I sincerely hope that adequate recognition be given them by the Department for
their gallant and willing services.
Joseph Newell
(from Court of Inquiry File #6610 RG 125)
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