SS Eurana

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SS Eurana, wearing neutrality markings, prior to U.S. entry into World War I
History
United States
Name
  • Eurana (1916–1930)
  • Alamar (1930–1942)
NamesakeEurana Schwab
Owner
Operator
  • Southland Steamship Corp. (1916–1917)
  • The Nafra Line (1917)
  • Imperial Shipping Co. (1919–22)
Port of registry
BuilderUnion Iron Works, San Francisco
Cost$750,000[1]
Yard number121
Laid down4 June 1915
Launched11 September 1915
Sponsored by
  • Eurana Schwab
  • Mrs. John McGregor
Maiden voyage3 February 1916
Identification
FateSunk, 27 May 1942
United States
NameUSS Eurana
Operator
U.S. Navy
(1918–1919)
Acquired13 September 1918
Commissioned13 September 1918
Decommissioned9 October 1919
IdentificationSP-1594
FateReturned to owners 9 October 1919
General characteristics
TypeCargo ship
Tonnage
  • 5,915 GRT (1915–1920)
  • 5,689 GRT (1920–1942)
  • 3,579 NRT (1915–1920)
  • 3,516 NRT (1920–1942)
  • 9,450 DWT
Length399.7 ft (121.8 m)
Beam56.2 ft (17.1 m)
Depth30.5 ft (9.3 m)
Installed power2,600 ihp (1,900 kW), 498
Nhp
Propulsion
screw
Speed12+1⁄2 knots (23.2 km/h; 14.4 mph)
Armament

Eurana was a

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.

Design and construction

Early in 1915

James Rolph Jr., mayor of San Francisco and owner of the two shipping companies Rolph, Hind & Company and Rolph Coal and Navigation Company, placed an order with Union Iron Works to build a new vessel of approximately 9,000 tons. With Germany conducting unrestricted submarine warfare
in early parts of 1915, European ship-owners suffered considerable shipping losses. As a result, the prices for new and existing ships and freight fees skyrocketed, prompting some entrepreneurs to enter the highly speculative shipbuilding business. In anticipation of increasing demand for vessels, Union Iron Works decided to build two ships of the same design and size instead of one.

On 1 June 1915, with much fanfare, Rolph himself drove the first rivet fastening the keel of his vessel, to be named Annette Rolph.[2] A few days later Union Iron Works laid the keel for her yet unnamed sister ship. On 11 September 1915, Eurana Schwab, wife of Charles M. Schwab, pressed a button in her house in Bethlehem and the electrically operated guillotine cut the cord releasing the vessel into the water.[3][4] Mrs. John McGregor, the wife of the president of the Union Iron Works, served as a local sponsor. As the ship slipped into the water, she was christened Eurana in honor of Mrs. Schwab. A few months later, in November 1915, while the new vessel was still under construction, she was purchased for $750,000 by shipping magnate Frank Duncan McPherson Strachan of Savannah[1] for use in the cotton trade between the southeastern United States and Europe.[5][6]

Eurana was built on the three-island principle with fairly short well decks both fore and aft. The ship had two main decks and was built using the Isherwood principle of longitudinal framing, strengthening the body of the vessel. Her machinery was situated amidships and she also possessed all the modern cranes[clarification needed] for quick loading and unloading of cargo. The vessel was equipped with a de Forest-type radio and had electric lights installed along the decks.

As built, the ship was 399.7 feet (121.8 m) long (

kW), double-reduction geared to a single screw propeller that moved the ship at up to 12+1⁄2 knots (23.2 km/h; 14.4 mph).[7] The steam for the engine was supplied by three Scotch marine boilers
fitted for oil fuel.

Sea trials were held on 16 January 1916 in the San Francisco Bay, just off California City in Paradise Cove. The vessel made several runs on a measured mile reaching an average speed of 13.6 knots (25.2 km/h; 15.7 mph).[8] Following successful completion of the trials, the vessel returned to Union Iron Works and her title was conveyed to her new owners, Walker Armstrong & Company.

Operational history

In December 1915, when nearing completion, Eurana was chartered by the Sperry Flour Company to transport a large cargo of

Newport News on 31 May, successfully concluding her maiden voyage.[14] The freighter was then transferred to the control of a subsidiary of Walker Armstrong, the Southland Steamship Corporation,[15] and proceeded to Jacksonville[16] and then Savannah where she embarked a large cargo of various southern goods, such as rosin, turpentine, pig iron, tobacco, lumber and cotton, and departed for Liverpool.[17] On her return voyage, she was stopped by a German submarine for inspection, but was released after examination.[18] Eurana made three more trips to Europe, first with 8,200 tons of grain to Rotterdam, then one to France with record cargo of cotton and other southern goods,[19] and finally one to England in January 1917 also with cargo loaded at Jacksonville and Savannah.[20] Upon return to the United States, Eurana was sold by her owners on 26 April 1917 to the Nafra Company for about $2,750,000.[21][22]

Nafra had recently entered into a contract with the Italian Government to transport 60,000 tons of metal from the United States to

gross register tons for war purposes. Following a lengthy dispute, the requisition agreement was signed on 13 April 1918, and Eurana was placed under Shipping Board control on a bareboat basis. On 2 July 1918 the Shipping Board transferred Eurana to the War Department and her trips to the Mediterranean ended.[23]

U.S. Navy service, World War I

USS Eurana, as she appeared in 1919

Following her transfer to the War Department, Eurana was acquired by the

Baltimore Dry Dock & Shipbuilding Company was awarded a contract for extensive repairs to Eurana following her naval service.[29]

Return to commercial service

While Eurana was undergoing repairs, the Nafra Company was reorganized and incorporated, together with all its assets, into the newly formed Green Star Steamship Corporation.

phosphates and cotton and departed from Savannah on 9 March bound for Kobe.[32] While underway, she experienced problems with her turbines, and had to put in into Honolulu for repairs.[33] After quickly finishing the repairs, Eurana continued to her destination, reaching Kobe on 3 May.[34] The ship returned uneventfully to New York, arriving on 5 August.[35] Upon discharging her cargo, the steamer continued to Baltimore where she loaded 8,000 tons of steel and departed for Singapore on 21 September.[36] While on this trip, she again developed problems with her turbines and boilers and was forced to call at Honolulu on 30 October.[37] This time the repairs took more than seven weeks[38] and the ship eventually left on 23 December. However, about 120 miles out of Honolulu, she developed further problems with her turbines and had to turn back.[39] It took more than a month to finish this third round of repairs and the freighter left port again on 4 February 1921.[40] Before departure she went on an extended trial run to ensure all problems were resolved. On returning to harbor from the trial run, Eurana struck a pier, damaging her bow just above the waterline.[41] The ensuing repairs took several more days, and the ship was finally able to depart on 10 February.[42] The vessel reached Singapore on 3 July after stopovers in Shanghai and Hong Kong. She then continued on to Sourabaja and from there to Colombo where she developed more problems, this time with leaking condenser tubes and her feed pumps out of order.[43] Nevertheless, the vessel was able to proceed slowly to Aden where she was repaired and from there continue on to Europe via the Suez Canal.[44] Eurana finally returned to New York on 14 May 1922, finishing a nearly 20-month, trouble-filled, round-the-world journey.[45]

By the time Eurana returned to the East Coast, her owners, the Green Star Steamship Corporation, were financially strained, and feeling the effects of a shipping crisis that had begun the prior year. The company had attempted a rapid expansion, acquiring close to forty vessels and incurring large debts. As business dried up and many ships were forced to be either laid up or sit idle in ports, the company defaulted on its debts and after a two-year-long struggle to get help from USSB, it was forced into receivership and sold its assets. Many vessels remained idle during this time, but in June 1922, Steele Steamship Company announced their intention to acquire seven of the ships for the Gulf of Mexico and Caribbean to Pacific trade.[46] That plan failed to materialize, as a subsequent rate war made profits from that route unlikely.[47]

Planet Steamship Corporation

In February 1923, the newly formed Planet Steamship Corporation took over the remaining assets of the Green Star Line. The new company acquired seven vessels including Eurana at two

US Marshal's auctions with an intent to put them into West Coast to East Coast trade.[48]

Eurana remained idle until late July when she was finally put into action and departed New York with almost 8,500 tons of general cargo and steel bound for

feet of lumber.[50]
The vessel reached Boston on 1 November, successfully completing her first trip under new ownership. Eurana continued sailing mainly on the East to West Coast route through the end of 1929, often carrying steel and steel products and general cargo on her westward journeys under charter to the Isthmian Steamship Company. On one her typical trips, in September 1926, she was laden with 1,000 tons of iron pipe for the Union Oil Company.[51] On her eastward trips she carried lumber, canned fish, fruit and other general cargo from ports of the Pacific Northwest and California.

In June 1924 when navigating up the Columbia River, the steamer's steering gear failed and she ran aground suffering minor damage to her hull.[52] In October 1924 she made her first trip to the United Kingdom, carrying lumber, lumber products, cotton and canned goods to London and Liverpool.[53][54] On her return trip, she ran into a severe storm and sprang a leak in her forward compartment but was able to stay afloat and safely make it to Boston.[55] Upon finishing repairs the ship again sailed to the West Coast where she loaded another cargo for United Kingdom, this time carrying grain in addition to lumber and other merchandise.[56]

In December 1925 Eurana made her only trip to Hawaii bringing general cargo, including 11,000 pounds of empty bottles.[57] On her way back the vessel carried large shipment of pineapples to San Francisco, and then proceeded to Puget Sound to load her usual cargo of lumber, copper and other general cargo for delivery to the East Coast.[58][59] In April 1926 while on her usual trip to the West Coast with general cargo and steel, Eurana hit a reef near the entrance of the Panama Canal, but suffered only minor damage and was able to continue on her trip.[60]

Collision with the Second Narrows Bridge

Eurana arrived at the Puget Sound ports in late February 1927 and upon discharging her cargo proceeded to

Dollarton laden with more than 4,000,000 feet of lumber and was proceeding down the Burrard Inlet to load a remaining 800,000 feet of lumber at Victoria.[62]
The ship was piloted by captain Walter Wingate, an experienced local pilot.

Shortly after 18:00 the vessel appeared in view of the

Second Narrows Bridge, a bascule bridge built in 1925 across the Burrard Inlet, connecting East Vancouver to North Vancouver. As the ship was closing in, the bascule gate was opened and Eurana headed straight for it. When approximately 400 feet away from the bridge, the freighter suddenly started shearing forcing the pilot to put engines full ahead. The vessel continued to swerve, and when it became obvious she would not be able to clear through the bridge, both anchors were dropped in an attempt to slow her down and mitigate the impact. While the starboard anchor held, the port one dragged, swinging the vessel further north and at approximately 18:15 Eurana struck the bridge approximately 60 feet north of the bascule gate. As the freighter crashed into the bridge, her forward upper works, derricks, the forward mast, the bridge house and chartroom were sheared off, and the ship came to rest with the east side of the bridge nearly touching her funnel. The bridge's east footwalk was destroyed but the bridge held and its west side was undamaged.[63][64]

Salvage tugs worked to free the damaged vessel, as she was entangled with the bridge and the rising tide threatened to break the vessel in two. After nearly two hours of salvage work, Eurana was freed and was towed to the eastern anchorage at approximately 20:35.[64] The ship and the bridge were surveyed following the accident and the damage to the bridge was estimated at $10,000 and to the vessel at $25,000.

On 13 March Eurana was towed to Seattle to undergo repairs, with her owners posting bonds as the bridge owners voiced their intent to libel the ship for damages.[65][66][67] The repairs took two weeks to finish and cost approximately $77,000. On 2 April 1927 Eurana returned to Victoria to finish loading her cargo.[68]

While the ship returned to her usual responsibilities, the bridge owners filed a libel case, alleging improper navigation and seeking compensation in the amount of approximately $7,800. The ship owners filed a counterclaim alleging that the bridge was poorly designed, as it was not tall enough and the bascule gate was not in the middle of the stream, which impeded water flow and created dangerous eddy currents during tides.[69] The pilot, Captain Wingate, testified for Eurana's owners, describing the accident and explaining how the bridge design affected the tidal currents.[70] Two more local captains testified agreeing with captain Wingate that the bridge was not properly designed and was a menace to navigation.[71] In addition, Eurana's owners claimed the bridge's construction deviated from its legislature-approved blueprints, and was therefore constructed illegally.[72] In April 1929, the court dismissed both of the competing claims, finding that Eurana was navigating properly and that the bridge was built legally and was not a menace to navigation.[73]

While the court case was under way, Eurana continued operating on her usual route. In August 1928 when leaving Baltimore, her steering gear failed and she ran aground. After being refloated, she was towed to anchorage where she was struck in the stern by Munson steamer SS Munlisto. Neither vessel suffered significant damage and each was able to continue on its respective journey.[74] The repairs to Eurana's steering gear were done at the Port of Oakland upon arrival there.[75] Eurana was then selected by Planet Steamship Company to sail directly between the Puget Sound and Belfast and Dublin in Ireland.[76]

Sinking of SS Dorothy

Eurana departed Baltimore on 31 August 1929, partially loaded, headed for New York to pick up the remainder of her cargo.

Tampa, bound for Baltimore. The night was clear with good visibility. Shortly after midnight, captain Olaf Andresen of Dorothy sighted Eurana and her green light about 2 miles off starboard side, and turned the wheel to starboard about half a point to give the incoming steamer more room to pass. Captain Andersen then saw both of Eurana's lights and turned the wheel to starboard side again.[78][79] Captain Wade, on the other hand, first sighted Dorothy about three and a half miles to his port side. Seeing the other steamer's port light, captain Wade turned the wheel to port side to give Dorothy more space to pass. He then too noticed the other ship showing both of her lights and ported the wheel more. Both Wade and the second officer claimed it appeared to them that Dorothy was zigzagging.[80][81]

As the ships continued maneuvering they found themselves just off Smith's Point at the mouth of the

Newport News for repairs and disembark the crew of Dorothy.[82]

The repairs took approximately two weeks to finalize and Eurana was able to leave Newport News on 18 September for Portland to finish loading her cargo.[83] The wreck of Dorothy was examined by divers who determined that the vessel was laying on her side in approximately 70 feet (21 m) of water. Neither the owners nor the underwriters decided to attempt to salvage Dorothy; the ship was declared a total loss and abandoned.[84]

Calmar Steamship Corporation

In 1927, Bethlehem Steel founded Calmar Steamship Corporation as a

wholly owned subsidiary company to transport steel and steel products from the company's steel mills in Maryland and Pennsylvania to the West Coast costumers. Calmar exclusively transported 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.[85]

In November 1929 it was reported that Calmar placed a bid in the amount of $937,500 for five steamers operated by Planet Steamship Corp., with Eurana being valued at $194,691.[86] 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.[87][88] Following the sale all five new vessels were renamed according to Calmar Steamship's 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, Eurana became Alamar in honor of Alameda.[89][90] At the time of the sale, Eurana was on a voyage to United Kingdom, subsequently departing Liverpool on 18 January 1930 and reaching Baltimore on 6 February.[91] After unloading and repairs, the steamer was transferred to her new owners on 4 March.

Alamar departed on her first voyage under new ownership on 22 March 1930 bound for West Coast ports via Philadelphia carrying full cargo of steel and hardware.[92] The vessel arrived at Los Angeles on 20 April successfully completing her voyage under new name and ownership.[93][94] She continued serving this general route through the early part of 1941. On her westward journeys the ship carried steel, steel products and hardware for various ports along the West Coast. The freighter carried mainly lumber and lumber products eastwards on her return trips to the North Atlantic ports. For example, in December 1930 the ship carried well over 3,000,000 feet of lumber to the East Coast,[95] and in July 1937 she delivered over 4,500,000 feet of lumber to Boston.[96]

In the early morning on 17 November 1932, Alamar was proceeding up the

Newcastle the freighter was suddenly struck on her port side by Cunard Line steamer SS Makalla who had left Philadelphia two hours earlier. The resulting collision completely demolished Alamar's forecastle, destroying the crew cabin and crushing one crewmember to death. Another crewmember, Walter Sandusky, a carpenter, was thrown from his bunk bed almost a hundred feet and landed in Makalla's hold, but only suffered minor injuries. Makalla had her bow stove in just above the waterline, and was towed by tugs to port while Alamar was able to proceed to her destination under her own power.[97][98][99] Upon unloading her cargo, Alamar returned to Baltimore in early December to enter the drydock for repairs.[100] A few months later, in March 1933, while Alamar was berthed in San Pedro, Walter Sandusky died of alcohol poisoning after a night of drinking.[101][102]

Early in 1934 Alamar transported among other cargo 300 Studebaker automobiles from Philadelphia to the Pacific Coast dealers.[103]

During the night of 4–5 November 1935, Alamar was progressing down the Columbia River towards Portland after taking a partial lumber cargo at Vancouver. The vessel deviated from the channel too far to the Oregon side of the river and went aground on a sand bar.[104] Due to shortage of tugs, US Coast Guard cutter Onondaga was dispatched to help to float the freighter, however, the first attempt on 7 November proved to be unsuccessful. The ship was successfully dislodged at higher tide later the same day and continued to her destination.[105][106]

In 1937 Alamar was involved in two accidents with other vessels. In the evening of 10 March, while on one of her regular trips, Alamar rammed and sunk San Francisco-based fishing trawler Normandie approximately thirteen miles off the entrance into Humboldt Bay. There were no casualties, as the crew was saved by another trawler, Wanderer.[107][108] On 17 April, Alamar under command of Captain Ragnar Emanuel Nystrom was proceeding from Philadelphia to Sparrows Point drydock. As the vessel entered the harbor, just off Fort McHenry, she tried to pass another steamer, SS City of Havre, on her port side. At the same time, SS Yorktown, a passenger liner on her passage from Norfolk to Baltimore with close to 100 passengers under command of Captain Elliot, was attempting to overtake Alamar. As Yorktown was gaining on Alamar she was forced towards the mid-channel by water compression near shore, while the freighter started executing her maneuver, turning into Yorktown's path. As the steamers were very close too each other, Yorktown struck Alamar on her port side roughly amidships. As a result of the collision, the passenger ship had her bow smashed and twisted and had one passenger injured, but was able to make port on her own. Alamar also suffered only minor damage and continued on to Sparrows Point for repairs.[109][110][111][112] Following a probe into the crash, both captains were suspended, Captain Elliot for 30 days and Captain Nystrom for 15, for unskillful navigation and inattention to duty.[113]

The freighter returned to East Coast on her last peace-time trip in early July 1941 and went into dock for maintenance and repairs. At the same time, following the Emergency proclamation issued by President

Calcutta and Colombo.[114]

Alamar remained in Baltimore until 6 March 1942 when she was requisitioned by the War Shipping Administration and sailed to Philadelphia for loading.[115] After embarking her wartime cargo of general supplies, ammunition and fuel in drums, the vessel proceeded to Halifax, a gathering port for all Atlantic convoys. The freighter then sailed from Halifax as part of convoy SC-77 bound for Reykjavík where she was to join one of the Arctic convoys to deliver lend-lease supplies to the Soviet Union.[116] The ship was detached from the convoy and safely reached Iceland on 15 April and remained there for over a month waiting for ice floes to recede in the Northern Atlantic.

Sinking

Together with 34 other cargo vessels, Alamar departed

KG 26.[119] Two more unsuccessful air attacks followed during the night of 25 May and the evening of 26 May. At about 03:20 on 27 May, the convoy weathered a third unsuccessful attack, after which it altered its course to the southeast to avoid pack ice. At about 11:10, the convoy came under a massive attack, mostly by Ju-88 dive bombers.[119] At about 13:10 Alamar was hit on aft-deck by two bombs in quick succession setting the ship and her cargo on fire. Alamar started to take on water and soon developed a starboard list, forcing hasty but successful evacuation. 20–25 minutes later, Alamar was scuttled by a British submarine.[118] The crew was picked up by HMS Starwort HMS Trident and HMS St. Elsten approximately twelve hours later and were safely landed at Murmansk on 30 May 1942.[118][119]

The survivors from Alamar sailed from Murmansk for New York aboard another Calmar vessel, SS Massmar, in Convoy QP 13. On 5 July 1942, while travelling in stormy weather with poor visibility, an escort and six merchant vessels including Massmar mistakenly entered the Northern Barrage minefield SN72, laid at the entrance to the Denmark Strait.[120] Massmar hit two mines near her #4 and #5 holds, forcing the passengers and crew to abandon ship in three lifeboats and three rafts. Soon after, two lifeboats capsized including one with sixty men on board. French corvette Roselys picked up the survivors after about thirty minutes. Twenty-two crewmen and four gunners from Alamar as well as seventeen crewmembers and five gunners from Massmar died from drowning and exposure.[121] All the survivors, including twenty-three from Alamar, were landed in Reykjavík.[121]

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