SS China Arrow

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Coordinates: 37°44′N 73°18′W / 37.733°N 73.300°W / 37.733; -73.300
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China Arrow in December 1941, shortly before her sinking.
History
United States
NameChina Arrow
Owner
  • Standard Oil Co.
    (1918–1930)
  • Socony-Vacuum Oil Co.
    (1930–1942)
Operator
  • Standard Transportation Company (1920–1931)
  • Standard-Vacuum Transportation Company (1931–1935)
  • Socony-Vacuum Oil Co. (1935–1942)
BuilderBethlehem Shipbuilding Corp., Quincy
Yard number1385
Launched2 September 1920
Sponsored byMiss Fredericka H. Fales
Completed30 September 1920
Commissioned1 October 1920
Maiden voyage12 October 1920
HomeportNew York
Identification
FateSunk, 5 February 1942
General characteristics
TypeTanker
Tonnage
Length468.3 ft (142.7 m)
Beam62.7 ft (19.1 m)
Draft27 ft 1 in (8.26 m) (mean)
Depth32.0 ft (9.8 m)
Installed power636
Nhp, 3,200 ihp
Propulsion
quadruple expansion
Speed11 knots (13 mph; 20 km/h)

China Arrow was a

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
.

Design and construction

Early in 1919, Standard Oil Co. decided to expand its oil carrying business by adding four more tankers of approximately 12,500 deadweight to its existing fleet. A contract for these vessels was awarded to the Bethlehem Shipbuilding Corp. China Arrow was the first of the four ships and was laid down at the Fore River Shipyard in Quincy (yard number 1385) and launched on 2 September 1920, with Miss Fredericka H. Fales, daughter of F.S. Fales, President of Standard Transportation Company, serving as the sponsor.[1][2] 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 ship 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 3,665,700 US gallons of oil.[3]

As built, the ship was 468.3 feet (142.7 m) long (

quadruple expansion steam engine, with cylinders of 24-inch (61 cm), 35-inch (89 cm), 51-inch (130 cm) and 75-inch (190 cm) diameter with a 51-inch (130 cm) stroke, that drove a single screw propeller and moved the ship at up to 11 knots (13 mph; 20 km/h).[5] The steam for the engine was supplied by three single-ended Scotch marine boilers fitted for oil fuel.[3]

The sea trials were held on 1 October 1920 in the Massachusetts Bay during which the vessel managed to reach maximum speed of 11.25 knots (12.95 mph; 20.84 km/h) and a mean speed of 11.13 knots (12.81 mph; 20.61 km/h) exceeding contract requirements. Following successful completion of full load run, the ship was transferred to her owners and sailed for Philadelphia and from there proceeded on her shakedown trip down to Gulf ports of Texas to load her first cargo destined for the Far East.[6][7]

Operational history

After delivery to Standard Oil, China Arrow was assigned to Arrow Line and proceeded to

San Pedro
in California or Beaumont in Texas to ports of New York, Boston and Philadelphia carrying oil, gasoline and kerosene. After a brief return to Asian service in 1929, the tanker was permanently moved to inter-coastal trade and remained in this capacity through the end of her career.

At about 05:00 on 26 July 1938 in thick fog while leaving Boston on her usual trip to San Pedro China Arrow nearly collided with the fishing trawler Dorchester which was rounding

Nahant. Due to low speed of the vessels there was enough time for both of them to change course and barely scrape each other's sides.[17]

In January 1939 Socony-Vacuum decided to retire China Arrow due to her advanced age and joint with the government plan to build a fleet of new, more modern and speedier vessels. After conducting her last voyage to Beaumont in January 1939 China Arrow proceeded to New York in early February 1939 and was laid up there in anticipation of eventual break up. However, due to mounting shipping losses in the early stages of World War II the company was forced to reconsider and in late February 1940 China Arrow was towed to the dockyard of the Maryland Drydock Company where the old tanker was to be completely rebuilt at a cost of approximately $450,000.[18][19]

On 9 August 1940 it was reported that the

Maritime Commission approved charter of two American tankers by the government of the Soviet Union to deliver oil and motor fuel to the Pacific ports of Vladivostok or Nagaevo after the Soviet government bought over 1,000,000 barrels of high-octane automotive gasoline. China Arrow was one of the selected tankers when she was nearing the end of her rebuilding work. She sailed from Baltimore on August 17 for San Pedro upon completion of all the required work and reached her destination on September 5.[20][21] After completion of all the necessary procedures and loading, the tanker finally sailed from El Segundo for Vladivostok on October 25 carrying a full load of gasoline. While en route, China Arrow was approved for another trip to Russia and after returning from Vladivostok on December 24, sailed four days later with a similar cargo. During her second trip to the Soviet Union China Arrow collided in Vladivostok harbor with an icebreaker and had to go to the Hunter's Point drydock upon arrival in San Francisco for repairs.[22] Following completion of her third and final trip to the Soviet Union in May 1941, China Arrow proceeded to Aruba and delivered a cargo of fuel oil to Philadelphia in June of the same year.[23][24] After one more trip from the Caribbean to Philadelphia,[25] the tanker was reassigned back to her original route between Beaumont, Corpus Christi and other Gulf ports and New York and Philadelphia where she remained for the rest of her career.[26][27]

Sinking

China Arrow departed for her last voyage from Beaumont at the end of January 1942 carrying 81,773 barrels of fuel oil bound for New York. The tanker was under command of captain Paul Hoffman Browne and had a crew of eight officers and twenty nine men. In the morning of February 5 the tanker was off Winter Quarter Shoals, approximately 90 nautical miles (170 km) from the shore and running a zigzag course. At approximately 11:15 local time the ship was suddenly struck on her starboard side in quick succession by two torpedoes fired by German submarine

PE-56 and the Coast Guard cutter Nike were dispatched to the reported location. The lifeboats managed to stay close together for the next two days while rowing towards the shore, and none of the crew suffered any serious adverse effects. In the afternoon of February 7 Norfolk-based aircraft sighted the lifeboats again and continued circling them until Nike arrived at the scene and picked up all survivors by 19:45. They were then taken to the US Coast Guard station at Lewes where they were all safely landed in the early morning of February 8.[29][30][28]

For his heroism and distinguished service under unusual hazards, Captain Browne was awarded the Merchant Marine Distinguished Service Medal by the President of the United States. For the President the award was given by Admiral Emory S. Land.[32]

References

  1. Newspapers.com.Free access icon
  2. ^ "China Arrow (2220680)". Miramar Ship Index. Retrieved 19 April 2019.
  3. ^ a b "China Arrow Latest Type of Tank Ship". The Nautical Gazette. Vol. 99, no. 20. 13 November 1920. p. 10.
  4. ^ a b Merchant Vessels of the United States. Washington, DC: United States Government Printing Office. 1922–1923.
  5. ^ Lloyd's Register, Steamships and Motorships. London: Lloyd's Register. 1921–1922.
  6. Newspapers.com.Free access icon
  7. ^ "China Arrow Delivered". American Shipping. Vol. XII, no. 4. 25 October 1920. p. 63.
  8. ^ "Movement of Ocean Vessels". Panama Canal Record. Vol. XIV, no. 11. 27 October 1920. p. 140.
  9. ^ "Movement of Vessels". Galveston Daily News. 13 October 1920. p. 9.
  10. ^ "Eastern and Foreign Ports". The San Francisco Examiner. 8 December 1920. p. 21.
  11. ^ "Steamer Movements". San Francisco Chronicle. 7 January 1921. p. 15.
  12. Newspapers.com.Free access icon
  13. Newspapers.com.Free access icon
  14. Newspapers.com.Free access icon
  15. Newspapers.com.Free access icon
  16. ^ "Atlantic Foreign". The Los Angeles Times. 12 December 1927. p. 15.
  17. Newspapers.com.Free access icon
  18. Newspapers.com.Free access icon
  19. Newspapers.com.Free access icon
  20. Newspapers.com.Free access icon
  21. Newspapers.com.Free access icon
  22. Newspapers.com.Free access icon
  23. ^ "Coastwise News". Oakland Tribune. 20 May 1941. p. 38.
  24. ^ "Maritime Reports". Philadelphia Inquirer. 23 June 1941. p. 27.
  25. ^ "News of Shipping". Delaware County Daily Times. 23 July 1941. p. 16.
  26. ^ "Marine News". The Corpus Christi Times. 1 August 1941. p. 2.
  27. ^ "News of Shipping in N.Y. And Phila.:Arrived Yesterday". The Philadelphia Inquirer. 9 August 1041. p. 20.
  28. ^
    ISBN 978-0786446001
    .
  29. ^
    Newspapers.com.Free access icon
  30. ^
    Newspapers.com.Free access icon
  31. Newspapers.com.Free access icon
  32. ^ "Merchant Marine Heroes: Citations for Distinguished Service Medal Awarded for "Heroism Beyond the Call of Duty" during World War II". Retrieved 3 July 2021.

37°44′N 73°18′W / 37.733°N 73.300°W / 37.733; -73.300

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