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USS Henry R. Mallory

The USS Henry R. Mallory was a cargo ship of 6,442 gross tons owned by the Clyde Mallory Lines for the United Fruit Company Steamship Service. She was built by Newport News Shipbuilding & Dry Dock Co., Newport News, Virginia in 1916. As shipping was needed for the coming war effort in the spring of 1917 the United Stated Shipping Board acquired the Mallory and she was commissioned into the US Navy for use as a troop transport ship and Lt. Commander G. P. Chase was given command of the Mallory.

A photo of the Henry R. Mallory along side the docks in New York during WWI.

The Mallory was modified to carry up to 2,200 troops per passage and took part in the very first U.S. troop convoy to France in the early summer of 1917. Those who sailed on the H. R. Mallory had affectionately coined another name for the ship... the Hell Rolling Mallory, no doubt for obvious reasons.

The first American troop convoy to sail across the Atlantic during WWI consisted of 4 groups of transport ships. In each group there were 3 or 4 troopships escorted by 5 or 6 U.S. Navy warships. The USS Henry R. Mallory sailed in the first convoy with group number 3.

Group 3 consisted of the troopships:
USS Henry R. Mallory under the command of Lt. Commander G. P. Chase
USS Finland commanded by Commander S. V. Graham
USS San Jacinto commanded by Lt. Commander S. L. H. Hazard

Their escorts were:
The Protected Cruiser USS Charleston under the command of Commander E. H. Campbell
The Armed Collier USS Cyclops skippered by Lt. Commander George Worley
The Destroyer USS Allen under command of Lt. Commander S. W. Bryant
Destroyer USS McCall with Lt. Commander L. M. Stewart in command
The Destroyer USS Preston commanded by Lt. jg C. W. Magruder

All together convoy Number One consisted of 14 troopships and 23 armed escorts. On June 7, 1917 Admiral Gleaves gave secret orders for all 14 ships of the first convoy to assemble in the North River and in the anchorage of Tompkinsville, on Staten Island New York. At sunrise on a very foggy morning on the 14th of June 1917 the convoy hoisted anchor and began its voyage across the submarine infested waters of the Atlantic. Each of the 4 groups sailed at intervals of 2 hours from the Ambrose Light Ship but the last group was delayed 24 hours. The Mallory sailing in the 3rd group steamed along at 13 knots on it way to France.

It was just eight days into the voyage that the first attack came. The morning of the 22nd of June brought a torpedo attack on first group but no damage was done and all ships escaped from the u-boat. The second group was attacked on the 26th and the 4th group was attacked on the 29th of June. The third group in which the Mallory was traveling did not sustain an attack during the voyage. Their destination was the harbor at St. Nazaire, France and on July 2, 1917 the convoy arrived there to find a very crowded harbor. Plans were lacking as to how to handle the large number of vessels in the harbor at once and much confusion was the order of the day. But in due time all troops and material was disembarked and 12 days later on the 14th of July 1917 the Mallory made her return trip back across the dangerous waters of the Atlantic. This she would do a total of 6 times before November 11th 1918. She would carry a total of 9,756 men to France before the Armistice would be signed and after the 11th of November she would make another 7 turn around trips bringing back 12,143 men and 2,371 sick and wounded men from the war in France. Mallory would make her final trip arriving in the States on August 29th 1919. She was on the following day returned to her former owners the Mallory Steam Ship Company and later was acquired by Agwilines, Inc., of New York.

During her trips across the Atlantic she was at sea for nearly 2 years constant without any regular maintenance and it was not until the early part of 1919 when she went out of service for repairs to her engine foundations. After that she again returned to service returning men from France. During her time on the Atlantic when she was threatened by U-boats we know of at least two attacks that she was involved in. One was on April 4, 1918 at 11:45 in the morning on a return trip from France. Mallory was steaming in convoy and a U-boat made its attack but was sighted by the Mallory and USS Mercury and USS Tenadores. These three ships opened fire and quick maneuvering by their crews defeated the attacking U-boat.

The second attack that was known happened on August 11, 1918 at 3:05 in the afternoon the Mallory was attacked by an unknown German U-boat. The U-boat fired one torpedo and missed the Mallory. In a report filed by the USS Conner, one of the escorting vessels this is what happened. The Mallory was traveling in a convoy of 8 ships and 10 escorts. The 8 ships were the USS Henry R. Mallory, SS Calamares, USS Maui, USS Siboney, USS Tenadores, and the Italian ship Re D'Italia, SS Orizaba and the SS America Italian. The USS Siboney was flagship for this convoy. The escorts were the USS Conner, USS Winslow, USS Dayton, USS Porter, USS Warrington, USS McDougal, USS Fanning, USS Roe, USS Ericsson and the USS Tucker.

That day August 11, 1918 the weather was misty the sea was smooth and visibility was 7,000 yards. The convoy was traveling on a base course of 108° and had just changed course 45° to port on account of the destroyers were dropping depth charges off the starboard side of the convoy. At 3:08 in the afternoon a torpedo track in the water was sighted off the port side of the Mallory. The torpedo missed ahead of the Mallory. Two minutes after that a periscope was sighted by one of the other ships in the convoy. The USS Maui fired one shot at the sub from her port side deck gun. The escorting destroyers USS Fanning, Ericsson, and Roe searched the spot where the sub was spotted and the convoy disappeared off into the mist. The Fanning dropped 14 depth charges, Ericsson dropped 8 depth charges and the Roe dropped 5 depth charges on the U-boats position.

From the attack report of the USS Conner this was the Narrative of the Attack from the Conner's point of view. At 14:25 hours, Latitude 48-09N Long. 9-30 W, the destroyers on the starboard flank signaled "Submarine to Starboard" and commenced dropping depth charges on an oil slick. The Conner and McDougal eased over to starboard around the bow of the convoy to cover the vacated flank. The convoy changed course 45° to port. At 15:05 the Maui fired a shot to port, which splashed only about 500 to 800 yards away from her. At 15:08 a track of a torpedo passed under the Fanning bubbles coming up under the bridge. It came from about 30° true (1 point forward of the beam of former base course 108°). The Fanning sighted an oil slick at end of the torpedo track, turned to port and headed for it. Torpedo seemed deflected a little to the left eastward after passing under the Fanning. Convoy changed course 45° to starboard and the Conner sighted a periscope from this moving slowly to westward about 500 to 800 yards away near the end of the torpedo track. Torpedo track was about 1500 yards from original position of the Fanning. Found distinct zigzag oil wake, which faded out, the Conner circled about the end of it and dropping 14 depth charges. The Ericsson dropped 8 depth charges close to the western side of the Fanning's circle. The Roe dropped 5 depth Charges to the southeast. The Conner searched the vicinity until the convoy disappeared into the mist, but could not have search much longer on account of lack of oil.

Below is a map of the attack on 11 August, 1918

After her service during WWI the Mallory returned to her owners the Clyde Mallory Line and resumed freight transportation runs. October 29, 1930 the Crew of the Mallory rescued six survivors of the 92-ton Steam Yacht Barbados. There was a crew of 14 aboard the Barbados but only nine escaped the sinking ship. The Barbados took down with her four men and a woman off the lower New Jersey coast. Three of the nine, who escaped, later died while at sea and the remaining 6 survivors drifted in the lifeboat for 69 hours.

Captain Louis Hough, master of the Barbados started out from New York bound for the Barbados Islands but when they passed the Scotland Lightship they ran into bad weather. Captain Hough remarked after the rescue "I figured we could ride it out, but toward morning Saturday it grew worse, with a northeasterly gale and things began to look bad. We couldn't call for help because we had no radio." Hough continued, "By then the ship was unmanageable. When I was up to my waist in water, I gave the orders to abandon ship. But while we were launching our lifeboat, the ship abandoned us." Sixty-nine hours later the lifeboat with the six remaining men from the Barbados were sighted by the SS Henry R. Mallory and brought aboard. Most were too weak to climb aboard them selves and had to be assisted, a few were delirious but all six men survived the ordeal.

The 30-foot Yacht Departure was sailing outbound from New York bound for the West Indies. The three who were aboard the Departure were New York artist, Leslie Ragan and his wife and Robert Velie of Chicago, who was also an artist. On November 12, 1934 they were just off Cape Romain, South Carolina when the Departure hit something in the water. This damaged her hull and the Departure began to sink. Ragan and Velie sent up distress flares from the sinking Departure, which were seen by the SS Henry R. Mallory.

Captain J. E. Wood the Master of the Mallory brought his ship along side of the Departure keeping her against the Mallory's lee side to protect her from the wind. Ragan and his wife and Velie climbed up through the sails to the safety of the Mallory's deck. Once aboard the Mallory Ragan had stated "We had hoped to put Mrs. Ragan on the Mallory and then try to beach and save the Departure, but when we were alongside the sea carried us against the Mallory's hull and further damaged the Departure. So we had to abandon her and the complete new artist's outfit aboard."


The Mallory Again Serves Her Country During WWII

Assembled here is a collection of eyewitness stories of men who were on board the Mallory on her final trip across the Atlantic during WWII. These stories have been shared with me personally by the survivors or by the survivor’s families. These stories are very valuable for us to read as they give the readers a feeling of how it really was during those dark and uncertain times of WWII when the balance of power was still waning from one side to the other. There were some significant things about the Mallory sinking. It was one of the biggest convoy battles of the war, the loss of lives was one of the largest of any ship sinking, and it happened during what the German U-boat commanders called "The Happy Times", when they enjoyed many successes against Allied convoys. This also happened before the turning point, which came in June of 1944, after the capture of the German U-boat U-505, along with her precious enigma coding machines. And so here is one of the untold and largely unknown but heroic stories of the battle of the Atlantic.

The Mallory was torpedoed in the Atlantic on 7 February 1943 by U-402 one of 20 U-boats that converged on convoy SC-118. The convoy had 61 ships sailing and their escorts consisted of 8 ships. Of the total of 69 ships sailing in convoy SC-118 the U-boats sunk 11 ships and of the 20 attacking U-boats 3 were sunk. The sinking of the Mallory by the U-boat U-402 commanded by Kapitänleutnant Siegfried von Forstner was one of the heaviest losses of life during the Atlantic Merchant Marine crossings of WWII.

The same day the Mallory went down the USCGC Ingham also rescued survivors from the SS Robert E. Hopkins a 6,625 ton US ship sunk by U-402 and the SS West Portal a 5,376 ton US ship sunk by U-413. The attack took place 600 miles SSW of Iceland (55.18 North/26.29 West) while en route from New York to Reykjavik, Iceland via Halifax, Nova Scotia.

The Mallory was sailing in Convoy SC-118 (#33) with a cargo of clothing, food, trucks, cigarettes, and 610 bags of mail and 383 passengers. Her passengers were 136 U.S. Army personnel, 72 Marine Corps personnel, 173 Navy personnel and 2 civilians. In addition to the passengers, the ship carried a crew of 77 and an Armed Guard of 34. There were 270 men lost and 224 were saved. It is definitely known that 39 of her crew were lost.


USS Henry R. Mallory - November 1942 to February 1943

Written by Edward T. Doyle, Jr, PhD, son of Mallory Armed Guard Edward Thomas "Ducky" Doyle

The Mallory - Boston to Reykjavik - November 1942

On November 11, 1942, Captain Milne USN (Ret), Port Director, N.T.S., Boston, Massachusetts requested from the Commanding Officer, U.S. Naval Armed Guard Center, Brooklyn, New York, twenty three Armed Guard personnel for the USS Henry R. Mallory. The request was for a Boatswain Mate 2/C, twenty Seamen, and two Signalmen, all outfitted with regular winter clothing, be sent to the Port Director, First Naval District, Boston, not later than 15:00 hours on Friday, November 13, 1942, for duty with the Armed Guard Unit attached to the USS Henry R. Mallory, armed with 1 - 4”/50 gun, 2 – 3”/50 guns and 8 - 20MM guns.

Based on that request, the following 21 Armed Guard personnel were “Put Aboard” the Mallory:

Ciganek, Peter Paul, Coxswain USNR
Howard, Lewis James, Jr., S1c USNR
Doyle, Edward Thomas, S1c USNR
Donaghue, Robert Alexander, S1c USNR
Dixon, John James, S1c USNR
Capabianco, Girard Anthony, S1c USNR
Campbell, Edward Sanford, S1c USNR
Campagnone, Domenic, S1c USNR
Bryne, Edward Robert, S1c USNR
Buffett, Sydney Carroll, S1c USNR
Bozak, Joseph Daniel, S1c USNR
Bigwood, Robert James, S1c USNR
Bicknell, Clinton Edward, S1c USNR
Harris, Paul Brown, S1c USNR
Clark, Victor Duane, S1c USNR
Kenton, Robert Harold, S1c USNR
Duwel, Edward Carl, S1c USNR
Dinges, John Donald, S1c USNR
Wolf, Alfred, S1c USNR
Lofaro, Luke Ernest, S1c USNR
Jenkins, James Joseph, S1c USNR 

In addition, two Communications personnel were “Put Aboard”:

Laird, William Robert, SM3c USN
Connelly, James Hubert, Jr., S1c USN Signalman

 

On November 13, 1942, military personnel including 19 Army Officers, 5 Navy Officers, and 17 enlisted Navy personnel came aboard. At 13:15 on November 14th, the Mallory departed for Providence, Rhode Island, arriving at Field’s Point at 07:15 the following day. At 10:00, 10 Navy Officers and 03:10 Navy Construction battalion enlisted personnel came aboard. At 17:15, the Mallory departed for New York City arriving at 12:30, anchoring in the Hudson River and moving later to anchorage at Stapleton, Staten Island.

On November 17th at 04:10, the Mallory departed for Convoy SC110 with 38 ships bound for Reykjavik, Iceland making 7.5 knots with 5 escorts.

On November 19th Armed Guard Commanding Officer Lieut. (jg) J. L. Rohr, Jr. USNR, reported satisfactory test firing of the new 3” 50-cal. guns and the new 20 MM guns. On the 24th he reported very rough seas at 24:10 resulting in the Mallory being separated from the convoy and not rejoining the larger section of the convoy (some 17 vessels) until 13:30 on November 27th. It was not until 09:00 on the 28th before the convoy rejoined—33 ships with 4 still missing. One ship had been torpedoed and one had sunk by collision during the storm. The fate of the others vessels was unknown.

Lieut. Rohr reported on the 28th at 11:55, a flag hoist noted “Submarines are known to be operating in these waters”. On the 29th at 16:00, gun fire and depth charges were fired from escort vessels outside of the convoy while on the 29th at 12:00 the Mallory executed a 45° Starboard emergency change of course while depth charges were heard from escorts first ahead and then astern of the convoy. Destroyers moved down columns of the convoy.

Probably to the relief of all, on December 2nd at 09:00, the Mallory along with four other ships and three escorts departed the main convoy on an established Emergency Turn approximately two days (330 miles) from the Irish coast. The Mallory tied up to North Key, Reykjavik, at 16:00 on December 4, 1942.

The Mallory - Reykjavik to Boston - December 1942

On December 10th before departing for Boston an issue arose on the Mallory when the Master and Lieut. Rohr refused to take custody of a Merchant Seaman named Lambert who was under arrest after being taken off his vessel in Murmansk, Russia. The Mallory was being requested to accept custody of the Merchant Seaman without a written order. Since all reports show Lambert charges were pending it is not known the exact circumstance of his arrest. After a series of phone calls and a visit to the Mallory, the seaman was taken into custody and a guard posted over him for his return to the States.

On December 11th at 06:00, the Mallory was underway with eight ships and three escort vessels at 7.5 knots to join Convoy ON 152. Though this would not last long, on December 15th the Mallory joined the main convoy of fifteen ships. The early hours of December 16th brought the start of a gale after calm seas on the 15th. The gale started at 10:00 and by 16:00 the Mallory was headed into the wind to avoid damage and by 01:00 on the 17th was separated from the convoy. Conditions worsened and on the 18th of December, waves reported to be 50-60 feet high with 100 knots winds.

By 13:00 hrs. on the 19th the Mallory rejoined a now smaller convoy of sixteen ships and three escorts as the gale subsided. Again on the 22nd the Mallory was separated from the convoy, which at this time had only one escort, as another gale arrived. On the 23rd at 08:00 the Mallory sighted five other ships but no escorts. At this time the Master, J. L. Mobley, was requested to become the Convoy Commodore which he accepted.

On December 24th at 09:00 the Master, Chief Mate, and Chief Engineer had a conference to discuss going into St. John’s, Newfoundland, since there were no escorts, no convoy in sight and the other ships were averaging about 6 knots. At 11:45 it was decided by the Captain to head to St. John’s. The Mallory had one ship alongside and three on the horizon.

At 12:00 the Mallory headed to St. John’s at 13 knots and started zigzaging at 22:00. The Mallory arrived at St. John’s on Christmas Day at 15:15, tying up along other ships midstream.

The Mallory anchored at St. John’s until January 2, 1943, when it departed for Boston with two other merchant ships and two American Destroyers, the USD Dallas and USD Bernadeau both of which had been detailed as escorts. Records show only one unusual happening while in St. John’s. On December 31st a civilian passenger off the SS Dorchester fell between the Mallory and the Dorchester. Lieut. Rohr credited quick thinking on the part the Gun Crew on Watch in “locating a Bum Boat to come under counter of the Dorchester” as “undoubtedly saving the lives of the man who fell and another man who went down after him.”

The Dorchester, a US troop transport ship, will always be remembered for its tragic sinking after being torpedoed on February 3, 1943 just a few hours from its destination on the coast of Greenland. The sinking was an unforgettable episode of World War II as four U.S. Army chaplains were passengers along with 902 other GIs. According to survivors of that night of terror, the Chaplains helped others into lifeboats and assisted with the distribution of life jackets. When there were no more life jackets the Chaplains took it upon themselves to give their own life jackets to four servicemen so they could live. According to some accounts, the Chaplains were last seen with arms linked and their heads bowed in prayer as the ship went down. The four Chaplains—George George Fox (Methodist), Clark Poling (Dutch Reformed), Alex Goode (Jewish Rabbi) and John Washington (Catholic)—had spent only a few weeks together on the ship, but they were nearly always together.

On January 3rd at 16:00 the USS Yukon joined the ships. However, needing oil, the Mallory departed Halifax with the USD Bernadeau and the Belle Isle arriving in Halifax on January 6th at 02:00. On the same day at 11:00 the Halifax convoy departed to join ON-154. After bunkering, the Mallory departed Halifax unescorted at 14:45 to locate the Halifax convoy. Working for two days, the Mallory was unable to locate the convoy even after arriving at the rendezvous point on the 7th and following the convoy course into the 8th when the Master decided, with no convoy in site, to change course and head to Boston according to directions for stragglers. The Mallory arrived in Boston at 15:40 on January 9th.

A footnote to the passage was recorded by Lieut. Rohr. He wrote that he “appreciated the fact that there is not a sufficient number of escort vessels and that the scope of his observations is limited. Nevertheless, as was the case in Convoy SC-110, it was his conviction that fully loaded troop ships of 13 knots or better should not be placed in 7 knot convoys. In this particular case, the Chateau Thierry and the Henry R. Mallory were carrying a total of approximately 1,800 troops.”

(Lieut. Joseph Lay Rohr was reported missing on the 7 February 1943 sinking of the Mallory.)

Source: Report of Voyage of S.S. Henry R. Mallory, J.L. Rohr, Jr. Lieut. (jg) USNR, Commanding Officer, Naval Armed Guard, S.S. Henry Mallory, January 9, 1943.


Excerpts from the sinking report of the USS Henry R. Mallory

Master: Horace Rudolph Weaver (lost during the sinking on 7 Feb. '43)
Gross Tons: 6442
Built: 1916 at Newport News, Virginia.
Dimensions: 424' Length 54' Beam 22' Draft

At 0538 GCT, a torpedo struck on the starboard side at Number 3 hold. After being hit, the ship did not list, or settle in the water. The main steam lines let go and the engines were secured. There was no fire and no radio damage but it was firmly believed the ship would stay afloat for some time. Two of the after lifeboats were damaged when the hatch covers from Number 4 hold blew off and landed on them. Number 9 life raft was blown out of its chocks and Number 10 was damaged.

All of a sudden, the ship started to go down with the stern awash and a port list. Within 30 minutes after the attack the Mallory was gone. When the ship started to list and go down by the stern, the abandonment of the vessel began. The only boat to get away safely from the starboard side was Number 5, and it was fully loaded. Number 1 and Number 3 lifeboats capsized when they hit the water.

On the port side, Number 6 and Number 8 boats were the only ones to get away. Number 2 and Number 4 capsized when lowered. The majority of the men on board jumped overboard and climbed aboard rafts. Some life rafts were tied down with one-inch lines and could not be cut or untied in time so these went down with the ship.

The survivors were not sighted until 4 hours after the attack. No one in the convoy or in the 11 escort vessels knew the Mallory had been hit. The skipper of the USS Schenck (DD-159) who was sweeping well astern of the convoy for survivors from the British ship SS Toward saw lights in the distance and started to head in that direction. When he requested permission to investigate the lights, it was denied and he was informed the H.M.S. Lobella would recover the survivors. This decision cost the lives of scores of men struggling in the ice-cold water.

About 4 hours after the attack, the USCGC Bibb found a boat with survivors from the Mallory and it was only then that it was discovered the Mallory had been hit. The Bibb picked up 205 survivors, three of whom died on board after being rescued. The USCGC Ingham picked up 22 more survivors, two of whom died aboard the cutter. The lifeboats that did get away from the Mallory were dangerously overloaded with 70-75 men. The bilge pumps failed to work so they bailed with their caps, cans or anything that would hold water. The men who were scantily clad died. Men on box-type rafts were better in condition than those recovered from the donut-type raft. Many were sighted within the donut rafts already dead from exposure and constant immersion in the very cold water.

Meanwhile on board the USCGC Bibb Commander Roy Raney's crew, was over the side on cargo nets moving through the floating mass of bodies. Many of the Bibb's crewmen leapt into the water to assist the nearly frozen survivors, and the cutter Ingham assisted. They were taking precious time pulling bodies out of the 50° water and risking the Bibb with a torpedo from a U-boat. CDR. Raney after learning that two men had died while being hauled up on deck had to give the horrible order to concentrate only on the men who at least could pass a line under their arms on their own strength. It must have been hard for Raney to give that order but one that had to be done under the circumstances at the time

One of the Ingham's crew described the scene, a dreadfully common one along the North Atlantic that year:  "I never saw anything like it, wood all over the place and bodies in life jackets ... never saw so many dead fellows in my whole life. Saw lots of mail bags, boxes, wood, wood splinters, empty life jackets, oars, upturned boats, empty life rafts, bodies, parts of bodies, clothes, cork, and a million other things that ships have in them. I hope I never see another drowned man as long as I live."

Although many of the Mallory's 494 passengers and crew died from hypothermia, the Bibb's crew pulled 205 survivors from the frigid water, while the Ingham's crew saved 22. The Bibb rescued 33 more people from the nearby torpedoed freighter S.S. Kalliopi before returning to the convoy.

The fate of U-402 and her captain, Kapitänleutnant Siegfried von Forstner, ended when she was bombed and sunk in Mid Atlantic by aircraft from the USS Card (CVE-11) on October 13, 1943. There were no survivors and the U-402 joined the Mallory on the bottom of the Atlantic for eternity.

Bibb crewmen rescuing survivors from the Henry Mallory.

The Rescue From a Prospective of one of the Bibb's Crew

Ted Narring Recounts the Rescue

Ted Narring was a crewman of the USCGC Bibb the day they rescued the men from the sunken troopship USS Henry R. Mallory on 7 February 1943. The following was written from notes taken during a phone interview conducted on 13 June 2007, and is Ted’s perspective of the Mallory rescue from the deck of the Bibb.

On the evening of 6 February 1943 Ted Narring, who was a gunner on board the USCGC Bibb was already at General Quarters as they were most nights. It was common practice for the gun crews to be at their guns during the night and would be so till daylight. They were trying to catch a German U-boat on the surface recharging their batteries. The early morning of 7 February Narring was still at the guns on the Bibb as the orders were given to stay at the guns past daybreak and he remembers that morning they did not get to eat breakfast.

Narring related that along about 10:30 on the morning of the 7th the men on the Bibb began to see debris floating on the surface of the pitching seas. At the time the men of the Bibb did not realize that they were seeing parts of what was left of the Mallory that had been sunk some five hours ago. And then someone on the Bibb saw a life-ring with the name of Henry R. Mallory on it. It was then that Roy Raney, the Captain of the Bibb realized he had happened upon the wreckage of the Mallory and she was gone. Raney told his men they were going to pick up survivors. It would not be until 5 O’clock that evening, some 12 hours after the Mallory went down that the last man was rescued.

Ted Narring remembers making ready the rescue lines and when they happened upon the main body of those men in the water that 3 or 4 men would be hauled in on each line. Captain Raney gave orders to his crew not to jump into the water as U-boats were known to be in the area and he had to be ready to maneuver in a hurry if required to. That morning the seas were rough making rescue that much more difficult. Ted Narring remembers as he was standing at the rails, and the Bibb rose and fell with the peaks and troughs of the sea he just missed grabbing a man as he bobbed close by the deck of the Bibb. Narring tried to grab him by the hair but missed. Narring remembers he had red hair and looked so young. Finally Narring got a grip on the man and pulled him onto the Bibb.

When the rescued men were brought aboard they were taken below and given hot coffee, dry clothes and bunks from the Bibb’s crew. Narring recalls he gave up his bunk and that they had men from several ships on board. Narring recalls there were Greeks, Army and Navy and Marine men on board that they had rescued. The clothes of the survivors were taken and cleaned and when dry were dumped in one big pile. The rescued men grabbed what they could and uniforms were mixed making for a motley looking bunch. Narring remembers that the Greek survivors liked the Marine uniforms the best and were grabbing them whenever they could.

During a phone interview I conducted with Ted Narring he related to me about the last man rescued from the Mallory. Narring now 83 years old, as he recounted this story his voice quivered and struggled as he told me that after all these years this man still upset him to this day. At about 5 O’clock in the afternoon of the 7th, a man was spotted in a lifeboat and the Bibb started to rescue the man. Narring struggling to hold back the tears, told me that as they drew near the man, who was yelling “save me... save me” the Bibb broke away from him and left him on the sea alone. Seeing this man alone effected Narring greatly as he steamed away from him on the Bibb. Narring felt so horrible that they were not able to save the man. But up on the bridge of the Bibb Captain Raney had to give the difficult order to break off the rescue as a sub was spotted. Raney had to think of the safety of his ship, his men and those who he had rescued over the lonely man in the lifeboat. Not an easy order to give but give it he did. Narring did say that the man was then later rescued by another ship.


Below is a transcribed document obtained from the National Archives and is signed by the 3 Army officers who survived and were picked up by the USCGC Ingham.

The S.S. Henry R. Mallory carrying some military personnel, a general cargo, and while with a convoy, was torpedoed at approximately 0400 on 7 February, 1943 without warning, and sank approximately one hour later.

The ship was struck by a torpedo just aft amidships on the starboard side. The ship immediately started to list to the port side, and settled by the stern. There was a wind striking the ship from the starboard side and the sea was quite choppy. At the time of the sinking it was dark and the personnel assigned to the lifeboats were at their assigned positions excepting those that were trapped by the explosion. Due to the faulty lowering of No. 1 lifeboat, it capsized and none of the personnel assigned to this boat were able to use it. No. 2 lifeboat was lowered with injured men in it, but it capsized when it hit the water. No. 3 lifeboat was only partially loaded. No 5 lifeboat was lowered and swamped with water. No. 7 lifeboat sank. No. 9 lifeboat was destroyed by the force of the explosion. No knowledge of other boats. Loss of boats may be attributed to insufficient handling and general panic among crew members, who were responsible for proper operation.

Liferafts were fastened to the ship with one inch lines, and some of them went down with the ship, it being impossible to cut the lines. The boats that did get away did not wait until they were fully loaded, having been manned by crew members. Only a few of the personnel were able to get away in the boats. Due to the fact that the lifeboats were mishandled, a large number of the men had to jump into the sea.

After the ship sank we floated around on capsized boats, liferafts, and odd debris until picked up by the crew of the U.S. Coast Guard Cutter Ingham between the hours of 1300 and 1500, 7 February, 1943.

EDGAR W. RINEHIMER
2nd Lieut. Signal Corps,
Army of the U.S.

DONALD R. VAN DALSEM
2nd Lieut. Signal Corps,
Army of the U.S.

GARTH V. SWAN
2nd Lieut. F.A., O.R.C.
Army of the U.S.

CERTIFIED TO BE A TRUE AND CORRECT COPY:
K.O.A. Zittel Comdr., USCG

The Story of the USCGC Bibb's Great Rescue

A Camera Records Faces and Attitudes of Men Just Released from Death

 [The following is a transcript of a newspaper article. The name and date of the newspaper is not known however]

These are pictures of what the U. S. Coast Guard has called "one of the greatest rescues at sea by a single vessel under wartime conditions." They were taken by an anonymous Coast Guard combat photographer aboard the USS Bibb - a bouncing 327-foot cutter which the rescued men said looked to them like "the most beautiful ship in the world."

The rescued men, more than 200 of them, were from a torpedoed U. S. transport which had been known in peacetime as the liner Henry R. Mallory. A German torpedo rammed into the Mallory's side one stormy, snow whipped night, and it was not until many hours later that the surviving crewmen and passengers were picked up.

The transport was torpedoed in the middle of the night without warning. Survivors said the crew and passengers had little time after the roar of the explosion to take to life rafts before the vessel went under. It was five hours before the survivors saw the "most beautiful ship in the world" bearing in their direction. The question was, "Will she be able to pick us up?"

From that moment, it was seven perilous hours, seven hours in which the Bibb fought huge, heaving seas, frothing, wind-driven spray, and enemy subs, before the rescue was accomplished.

Under severe weather conditions, and Navy man knows that only half of a rescue is accomplished when a rescue ship approaches a stricken vessel, or its survivors, at sea. There have been many occasions when rescue vessels have been utterly helpless, unable because of high seas, to lend assistance. To come too close to a tossing lifeboat at such a time is to risk smashing it. Many a seaman has died within speaking distance of the ship, which came to his assistance.

"But the Bibb's skipper, Captain Roy L. Raney, put that cutter alongside of our boat in that heavy sea just like a cab driver parks a cab," said the Mallory's cook, George K. Dunningham, of Winthrop, MA.

The Bibb had been protecting a fleet of ships on the night the Mallory was sunk. Early next day she sighted flares fired by the survivors. As the cutter neared the scene, lifeboats and rafts seemed to be all around the horizon. It was evident to the Coast Guardsmen that the U-boat wolf pack had had a good night's hunting. Even as they reached the scene they saw half-frozen survivors fall off rafts and slip into the sea. Men could be seen dying and falling, with safety so near. On smaller rafts were corpses. Cook Dunningham's lifeboat, containing 50 shocked and shivering men, was the first one reached.

"They had lines over the side and ready before they got to us," Dunningham said. "The waves were so high that I was able to step right onto the deck of the cutter when a wave lifted our lifeboat. As soon as the 50-odd of us got aboard they gave us dry clothing, food, hot coffee and cigarettes, and put us to bed in their own bunks. Many of us needed hospital attention. They were swell."

"Then the cutter started to cruise in search of more survivors. We were the first to be picked up although we were the last boat to leave the transport."

Half and hour later the Bibb came upon a number of rafts all grouped together. Some men were over the side in the water, clinging to the rafts. Some were too weak to grasp the lines thrown to them. Knowing there was no time to lose, Coast Guardsmen aboard the Bibb promptly dived in and swam to the men, tied lines to them and saw them hauled safely aboard.

During the seven hours of rescue work, the Bibb's crew were at their battle stations, manning the guns and fire control stations at all times. For the Bibb herself could have been easy prey for U-boats. At times the Bibb was forced to leave the rescue job to hunt for subs, dropping patterns of depth charges. Four times, the escort commander of the unit to which the Bibb belonged messaged the cutter to break off rescue operations, but each time Captain Raney declined and continued the job. The Bibb had saved 202 of the Mallory's men when she headed away from the scene of the tragedy. And two hours later the crew of another ship had reason to be thankful that the Bibb had been in the vicinity. Thirty-five men from another torpedoed ship, a smaller United Nations merchantman, were picked up in a lifeboat.

It was seven days before the Bibb, thumping through wintery seas with her own crew's and officer's quarters jammed with survivors, reached a United Nations port where the rescued men could be put ashore for the attention they needed.


Fatigue is written in the faces in this picture. Two rafts and their load of survivors are close alongside the ship in the early morning.
Note exhausted man in foreground. Rafts appear to be on crest of wave which has lifted them close to the level of ship's deck.
Camera did not stop the twisting motion of rope.


Medical attention was waiting for these exhausted men when their wave-tossed reft was picked up by the USCGC Bibb.


Torture of a night adrift on the freezing, gale-swept Atlantic registers in the expressions of these two castaways
as lines are lowered from the Bibb pull their tiny, tossing raft to safety.


Soaked, tired and half-frozen, survivors lean against the mast of their lifeboat as lines are passed from the Bibb to hold them alongside.
It took the Bibb many hours to complete its rescue job. In September of 2009 Thomas A. Hebenton, a survivor of the Mallory sinking identified himself in this photo. He is the man standing on the right side of the mast in the lifeboat. He has on his Oilskins, life jacket and watch cap, which he credits as saving his life. Able Seaman Hebenton was the last man to leave lifeboat No. 4


Below is a list of survivors picked up by ship on February 7, 1943

Each man with a link has a detailed story on page two of the Mallory's History.
Please follow them to read and see each man's personal and moving
stories of the events of that terrible day. If you have a family member or know of someone
who was on the Mallory Please email me and I will add their story with their shipmates.

These stories have grown and I now have them seperated into 4 sections;
Army Stories, USMC Stories, US Navy Stories and US Merchant Marine Stories

Those men picked by the USCGC Ingham

Rinehimer, Edgar W.

U.S. Army

(01639551) 2nd Lt. Signal Corps.

Swan, Garth V.

U.S. Army

(0393943) 2nd Lt. Field Arty.

Van Dalsem, Donald R.

U.S. Army

(01639759) 2nd Lt. Signal Corps.

Cozine, Alfred L.

U.S. Army

(10040604) Corporal

Rothbauer, Robert W.

U.S. Army

(17051631) Corporal

Zulkibwicz, Joseph

U.S. Army

(33351918) Pvt. 1c

Labrozzi, Albert

U.S. Army

(32502741) Pvt.1c

Applegate, Lee C.

U.S. Army

(39311482) Pvt. 1c

Clayton, Lawerence D.

U.S. Army

(37217273) Pvt. 1c

Campbell, John W.

U.S. Army

(37427273) Pvt. 1c

Anderson, William P.

U.S. Navy (R)

(624-71-62) M.M. 2c

Durch, George F.

U.S. Navy (R)

(669-36-68) M.M. 2c

Deyak, William F.

U.S. Navy (R)

(639001-81) Mo.M.M. 2c

Dunckel, F. J.

U.S. Navy (R)

(628-20424) Mo.M.M. 2c

Kallansa, Virgil L.

U.S. Navy (R)

(669-26-04) C.M.3c

Hunkins, Robert H.

U.S. Navy (R)

(573-01-88) S.C. 3c

Cox, Edward R.

U.S. Navy (R)

(614-89-08) F. 3c

Pacifico, C. C.

U.S. Navy (R)

(639-31-89) Sea. 2c

Bogus, Tony

Merchant Marine

Butcher

Liscombe, James S.

Merchant Marine

Crew Mess

Jenkins, James J. U.S. Navy (R) Died on board the Ingham after rescue
Lauback, Thomas H. U.S. Navy (R) Died on board the Ingham after rescue

Those men picked by the USCGC Bibb (incomplete list)

Joseph J. Biedenbach
U. S. Marine Corps
John Tokarchick
U. S. Marine Corps
Clair R. Stratton
U. S. Marine Corps
Carl D. Miller
U. S. Marine Corps
Charles T. Calhoun
U. S. Marine Corps
Stanley A. Pansinski
U. S. Marine Corps
John E. Stott.
U. S. Marine Corps
George G. Miller
U. S. Marine Corps
Paul Cernansky
U. S. Marine Corps
Nicolas J. Yannuzzi
U. S. Marine Corps
Chester S. Penko
U. S. Marine Corps.
Adolph C. Mattes
U. S. Marine Corps
Joseph J. Bucheck
U. S. Marine Corps
Joseph I. McMillen
U. S. Marine Corps
Sydney C. Buffett U.S. Navy
2nd Lt. Arthur Shanks U.S. Army
USS Mallory's cooks dog named "Ricky" Honorary U.S. Navy
Marvin E. Muehl U. S. Marine Corps
George K. Dunningham U. S. Merchant Marine
Pvt. William J. Henn, Jr. U.S. Army Air Corps
CM1c James Krohl U. S. Navy
Cadet Midshipman Robert E. Helling U. S. Merchant Marine
Cadet Midshipman Frank Roberts U. S. Merchant Marine
SF3, Cyril P. Hessler U. S. Naval Reserve
Pvt. John P. McNally U.S. Army, Coast Artillery Corps
Edward T. Doyle U. S. Naval Reserve
William H. Mayer U. S. Naval Reserve
Fremont Lee Goza U.S. Navy
Captain, Ira A. Bentley U.S. Army Chaplain Corps
Father Gerald J. Whelan U.S. Army Chaplain Corps
Jacob St. Clair, MM2c U.S. Navy
Ralph C. Welliver, Jr. U. S. Marine Corps
Ed Byrne U.S. Navy
Bob Fenton U.S. Navy
Luke Lofaro U.S. Navy
Leon C. Prevatt, Jr. 3rd Engineer U.S. Merchant Marine
Emil S. Ellefsen, Pvt U. S. Marine Corps
Thomas A. Hebenton, Able Seaman U.S. Merchant Marine
Frank A. Merhaut U.S. Navy
Cpl. Henry F. "Pop" Filippone U. S. Marine Corps
Private, John Behun U. S. Marine Corps
Seaman William C. Hodge U. S. Navy

Those men picked by the HMS Campanula

Name Service No Branch
Pvt. Louis Strauss 32359571 US Army
Thomas Hamilton Taylor, Shipfitter 1/C 105-14-02 US Navy

Lists of men who did not survive the sinking and were lost at sea on 7 February, 1943

Incomplete List of US Army Troops Lost:

Name and Rank
Service Branch
US Army, Medical Administration Corps
US Army, Chaplain Corps
US Army, Chaplain Corps
PFC Everett T. Baker US Army, Ordnance Department
Pvt. William A. Smith US Army, Coast Artillery Corps
1st Lt. Horace E. Gravely US Army, Chaplain Corps
1st Lt. James M. Liston US Army, Chaplain Corps
Capt. David H. Youngdahl US Army, Chaplain Corps
PFC Blaine H. Anderson US Army, Ordnance Department

Incomplete List of US Marine Corps Lost:

Name and Rank
Service Branch
1st Lt. Paul Wilson Wolfe
United States Marine Corps
2nd Lt. Harry M. Hobbins, Jr.
United States Marine Corps
Sgt. George Andrew Yanek
United States Marine Corps
Corporal Floyd W. Jerkins United States Marine Corps
Private, Martin C. Finn United States Marine Corps
Private, Joseph A. Buono United States Marine Corps
Private, Arthur A. Bennett United States Marine Corps
Private, John W. Miller, Jr. United States Marine Corps
Private First Class, Willie E. Jenkins United States Marine Corps
Private, Joseph Ahart United States Marine Corps
Private, Roscoe Albaugh United States Marine Corps
Private, Edward Charles Cobb United States Marine Corps
Private, George Donald Dunfee United States Marine Corps
Private, Melville Bates Eaton United States Marine Corps
Private, Elmer Munice Frye United States Marine Corps
Private, Harry Eugene Gehret United States Marine Corps
Private Boyd W. Heckathorn United States Marine Corps
Private, Edwin Lester Hunt United States Marine Corps
Private, James R. Jennings United States Marine Corps
Private, Robert David King United States Marine Corps
Private, Alvin Laibman United States Marine Corps
Private, Lawrence Allen Lott United States Marine Corps
Private Joseph Henry Maujer United States Marine Corps
Private, William R. Potts United States Marine Corps
Private, William R. Roach United States Marine Corps
Private, Harry John Rogowski United States Marine Corps
Private, John Frederick Sopp United States Marine Corps
Private, Stephen A. Surina United States Marine Corps
Private, David McClain Weaver United States Marine Corps
Private, Lawrence W. Famularo United States Marine Corps

List of United States Merchant Marines Lost:

Last Name
First Name
Rank
Home State
Alley John Wilbur 1st Engineer Boston, MA
Biber Sol Utility Brooklyn, NY
Blanco Binito Fireman Watertender New York, NY
Brockett Richard Carleton Messman Roxbury, MA
Broderson William Martin Chief Mate Rochester, NY
Chandler Samuel Oiler New Orleans, LA
Colleton Francis John Fireman Watertender Bronx, NY
Daniels Roland Francis 2nd Mate Chester, NH
De Pina Antonio Cook Vineyard Haven, MA
De Cruz Joseph Cook New Bedford, MA
Ferreia Walter Utility Sommerville, MA
Gorman Edward Aloysius, Jr. Jr. 3rd Mate Saugus, MA
Grabenstein Dr. Joseph Ships Surgeon of the Mallory Woodside, NY
Hammershoy Jay A. Engineer Cadet Glenbrook, CT
Holland Richard Edmund Deck Cadet Scranton, PA
Driggers Haven La Rue 2nd Engineer Jackson Heights, NY
Lawless Olon Newman Utility New York, NY
Leahan John Paul Radio Officer Baltimore, MD
Leamon Lestor W. 2nd mate Unknown
Lintz Emory Simon Chief Engineer Jamaica Plain, NY
Marcolongo Michael Salvatore Messman Cambridge, MA
Mathews Francis Joseph Ordinary Seaman Malden, MA
McCaffery Robert Emmet Fireman Watertender East Pittsburgh, PA
McCarthy Thomas John Messman Revre, MA
McLaughlin Philip Joseph Waiter Jamaica Plain, NY
Mihalik Stephen Fireman Watertender Pittsburgh, PA
Montanez Ramon Utility New York, NY
Nicholson George Utility Roxbury, MA
O’Brien John Oiler Windsor, ONT, Canada
Race George Robert Engineer Cadet Schenectady, NY
Reynolds Hayes Seibert Oiler Superior, WI
Roth William Roberts Oiler Solon, OH
Schilling Edward John Purser Jamaica Plain, NY
Soto Peter Carpenter New York, NY
Stephens John Edward Messman Harvard, MA
Tangen Arnold Leon Radio Officer Grand Forks, ND
Thomas John Robert Cook South Boston, MA
Weaver Horace Rudolph Master, Captain of the Mallory Flushing, NY
Williams David Robert Waiter Roxbury, MA
Zornow Otto Max Heinrich Chief Mate Newport, RI

List of US Navy Sailors Lost:

Last Name
First Name
Rank
Home State
Anderson Norman E. S2c WI
Arason Gamaliel T. AS ND
Austin Lorein D. S2c CA
Ayer Elven S. S2c TN
Ballerino Alfonso P. SF3 CA
Barrows Ernest M. F2 MA
Bennett Arthur L. S2c CA
Beresford Floyd B. MM3 CO
Benge Norman M. S2c CA
Bigwood Robert J. S1c MA
Bills Wayne W. S2c UT
Branagan James S. SF3 LA
Brown Robert S. M2 MA
Bryant Edgar M. ML1 ME
Buechner William A. F2 NJ
Burns John W. F2 RI
Cairns Jack A. RM3c NY
Campagnone Domenic S1c RI
Caustic Michael AS PA
Conley Charles H. MM2 NH
Connolly James B. S2c GA
Cook Edwin W. S2c GA
Davis Harold E. S2c KY
Dennis David D. SF3 CA
Dixon John J. S1c PA
Donaghue Robert A. S1c PA
Dugan Richard D. Ensign NY
Duwell Edward C. S1c OH
Eisermann Kenneth R. F2 IA
Eldred Wilson E. MM2 IL
Ernst Paul W. RM3c PA
Ervine Stanford L. SF3 CA
Fields Carl M. AS OH
Fischer Arnold F. S2c NY
Fisher Carroll V. F2 IA
Glynn Matthew F. S2c MA
Golubich John M. S1c PA
Grace Harry I. CM3 NY
Haab George F. jr. S2c VA
Hartman Marcy Lt. jg. FL
Hoban Richard T. S3c IN
Hofeldt Vernon A. Cm3 SD
Howard Lewis J. jr. S1c MD
Hurt Charles E. EM3 WV
Jehling William G. jr. SF3 MO
Jenkins James Joseph S1c NJ
Kane Thomas V. SF3 NJ
Kijek Frank J. AS CT
Kress Robert E. SPM3 NY
Laird William R. SM3c OK
Last Name
First Name
Rank
Home State
Laubach Thomas Nelson AS PA
Martin Raymond J. EM3 VA
Mintz Aleck S. M2 MA
Murphey Matthew WO CA
Newman John W. jr. CM3 MA
Orb Henry F. HA1 PA
Paton John J. S2c NY
Peoples Donald C. SF3 PA
Perricone Sam J. SF3 PA
Pietruszkiewicz Leonard S2c MI
Pollard Wade H. jr. HA2 SC
Reid James A. HA2 PA
Roell Walter P. MM1 NY
Rohr Joseph L. jr. Lt. jg WI
Ruffice Joseph Peter HA1 IL
Rule Walter L. jr. AS CA
Russell George L. CM3 NY
Ryder Howard Perkins GM3 CT
Schuck Jerome W. AS MN
Segal Samuel M. SF3 PA
Senter Lewis D. SM2 MO
Shea Leo J. RM2 MO
Shepherd Howard T. Sf3 Unknown
Silvoy Stephen A. AS PA
Simons Austin H. AS PA
Sloan Frederick M. SF3 CA
Smith Ad. P. AS LA
Smith Benjamine H. AS CA
Sobkowiak Leonard L. AS MN
Solin Earl A. AS WI
Stamand Paul N. F2 RI
Stark Samuel F3 NJ
Stover Harrison Y. CM3 PA
Swanson John E. jr. PTR3 MA
Taylor Alexander P. PTR2 NY
Turner Curtis W. S1c TX
Walbring Norman L. SF3 IL
Wallace Robert E. CM3 MN
Walter Francis A. SF3 MO
Watson Martin E. CM3 PA
Watts George T. SF3 PA
Wilson Thomas E. BK3c OH
Winter Richard H. MM2 OH
Wisniewski Joseph S. MM3 MI
Wojciechowski Thomas F1 NY
Wolf Alfred S1c NY
Wolvin Charles W. MM3 NJ
Wright John E. MM2 TX

Images of the Mallory During WWI

A boxing match held on deck during WWI. This may have been on a return trip as all the men around the ring are navy men and no army personel are present. Boxing on ships was and still is a popular way to pass the time and let off some steam. By the expression on the faces of the men there must have been a good right hook thrown by one of the boxers.

Mallory in convoy with at least 7 other transports during WWI. Of special note is her Dazzle Paint she is wearing. Other ships in nthis convoy are also painted in the Dazzle scheme, suggesting this is a photo taken in late 1917 or early 1918 as it was known that she went back to her navy grey color later in 1919.


Jewish Welfare Board Post Card from her days as a WWI Troopship. Here she is shown in her post-war colors, solid navy grey.

5-inch 40 calabre (12.7 cm) deck gun aboard USS Henry R. Mallory 1918-1919


Known Atlantic Crossing of the Mallory 1917-1919

Sailing Date Units Carried on Board
Civilians
Officers
Enlisted Men
13 June 1917 Casuals
23
112
27 July 1917 6th Feild Artillery
32
1,354
Casuals
5
5
7 September 1917 101st Infantry
42
1,219
(Sailing to St. Nazaire, France) Casuals
37
Feild Hospital #1
6
82
Mdical Department
2
18 October 1917 166th Infantry
47
1,248
Sailed at 3:05 pm Casuals
52
Field Clerks
12
26 November 1917 Casuals
13
Sailed at 3:50 pm Sig. Corps Pigeon Intel Service
1
6
Sig. Corps Stenographic Detail
25
Sig. Corps 116th Field Sig Bn
13
468
116th Engineers, 41st Div.
29
804
20 January 1918 58th Aero Squadron
14
154
59th Aero Squadron
12
154
60th Aero Squadron
12
154
61st Aero Squadron
12
154
63rd Aero Squadron
12
154
64th Aero Squadron
12
154
66th Aero Squadron
12
154
67th Aero Squadron
12
154
14 March 1918 1st Provisional Ordnance Bn
22
739
Motorcycle Co. No. 303
2
37
Fire Hose and Truck Co. 317, 318, 319
3
75
Casuals
21
Engineer Replacements
512
Medical Dept. Replacements
47
29 April 1918 Bty E-F, 18th Field Arty, 3rd Div.
14
358
Hospital TN No. 33
3
31
Casuals Sig. Corps
1
Casuals Ordnance Dept
3
Casuals Infantry
1
Casuals Quartermaster Corps
4
Replacements, Infantry
928
26 May 1918 Motor truck Co. 411-415
12
378
Feild Arty Automatic Replacement Drafts
44
Infantry Automatic Replacement Drafts
2
Coast Arty Corps Automatic Replacement Drafts
14
Ordnance Dept. Automatic Replacement Drafts
107
Medical Automatic Replacement Drafts
865
Casuals Medical Dept
4
Casual Engineers
2
Casual Ordnance Dept
3
Casual Coast Artillery Corps
1
Casual Field Clerks
14
Casual field Artillery
1
RRTC Casuals
1
Casual Chaplains
1
Casuals
18
30 June 1918 318th Labor Bn, Quartermaster Corps
16
1,186
Casual Quartermaster Corps
3
419
Casual Engineers
17
Casual Medical Dept
30
Casual Infantry
17
18 May 1919 Ambulance section 502, 505, 506, 562, Parc C
(Sailed from Brest, France)

Skipper of the Mallory During WWI
Lt. Commander Gilbert Chase

During World War One the Commanding Officer of the transport ship USS Henry R. Mallory was Lt. Commander Gilbert Chase.

Once the United States Shipping Board took over the Mallory from her civilian owners in early 1917 she was commissioned into the navy where she would need a naval line officer as her skipper, and Lt. Cmdr. Gilbert P. Chase was placed in command. Captain Chase would take the Mallory across the Atlantic in the very first troop convoy of WWI sailing on June 14, 1917.

Gilbert Paul Chase was born in Virginia on September 20, 1873, and he entered the United States Naval Academy on September 6, 1893. Chase after receiving his commission as a Line Officer had spent about 11 years at sea when on July 1, 1909 he was advanced in grade to Lt. Commander. Later that year on November 24, 1909 he was assigned duty on the USS Vermont where he served until at least through 1912.

About 1905 the then Lt. Gilbert Chase took a wife who's first name was Edelmeria. She was a Cuban woman born about 1886 in Cuba. Her father was from Denmark and her mother was Cuban. By September of 1920 Gilbert Chase was retired from the navy and he and Edelmeria were then living in New Jersey. Chase and his wife had at least one son named Gilbert Jr. who was born in Pittsburgh, PA about 1906.

It is not known when Lt. Commander Gilbert Chase Passed away, but his son Gilbert Chase Jr. may have followed his father’s footsteps into the navy.  There is a minor child of Commander Gilbert Paul Chase USN named Mary Chase buried in section 15, site 482 of Arlington National Cemetery, with a date of death of April 25, 1944.


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