U-223, the Boat that Sank the “Four Chaplains”

Since 06-03-05

From KTB #183, Sharkhunters, International, Harry Cooper, http://sharkhunters.com

EDITOR (Harry Cooper) NOTE – we realize that many of our Members were born much later than World War II, and so we wish to put forth a little background. When the troopship DORCHESTER was sunk, there was huge loss of life and among the victims were four Army Chaplains and they gave their life jackets to soldiers who did not have any. At the time, newspapers came out with artist paintings of the four Chaplains, stoically standing – arm in arm – at the rail of the ship, awaiting their fate. It was a very selfless act for these men, and great propaganda for the Allied press. Here is more of the story of U-233, the boat that sank the “Four Chaplains” in the form of an official U. S. Navy memo.
__________________________

NAVY DEPARTMENT
OFFICE OF THE CHIEF OF NAVAL OPERATIONS
WASHINGTON

March 1, 1943

MEMORANDUM FOR FILE

1. The “DORCHESTER” was torpedoed without warning about 0355 CGT on February 3, 1943 at 59º 22’ N., 48º 42’W., while enroute from St. John’s Newfoundland to Narsarssuak, Greenland with about 904 passengers and crew on board, about 1,069 tons general cargo and lumber, and 60 bags of mail and parcel post, draft forward about 19 feet, aft 20’ 1”. The vessel sank within 25 minutes (about 0420 CGT, February 3, 1943) in the position noted above, plunging bow first after having listed about 85º to starboard.

2. The vessel was on course 11º true, speed 10 knots in 1830 fathoms, steering evasive courses (course changed at 2130 CGT, February 2, 1943 to 335º true, and at 0030 CGT, February 3, 1943 to 11º true, a further change was scheduled at 0600 CGT, February 3, 1943 to 55º true), but not zigzagging, no lights showing (some disagreement on this point), radio believed to have been silent, all radio operators lost, about 29 lookouts, one on forecastle head, one on port bridge wing, 4 on flying bridge, 2 on each side of each deck, and gun crew on guns and machine guns (Armed Guard had binoculars, also 2 pair on bridge).

The weather was clear, sea smooth with slight chop, wind N.E., force 3, visibility good, no moonlight, 3 ships in convoy in sight. The Escort Commander, upon receiving a report from Cominch (C&R) of submarines in the vicinity, warned the vessels in the convoy; in turn a warning was announced over the public address system of the DORCHESTER, advising personnel to wear life preservers and parkas. It is possible all persons aboard DORCHESTER did not hear this warning.

3. At 0355 CGT something exploded without warning just abaft of amidships in the vicinity of the engine room; the explosion was muffled; there was very little noise, but considerable concussion. The vessel swung to starboard and lost way, the engines having apparently been stopped by flooding of the engine room, the ship listed heavily to starboard.

The shell of the ship was ruptured in the vicinity of the engine room, and just under the refrigerator plant a few feet aft of amidships; some of bulkheads were distorted since some of the doors tended to jam; both generators and an auxiliary gas generator above the water line shorted or failed to function.

Flooding was very rapid; some flying debris, No. 4 lifeboat believed holes by fragments, #7 lifeboat reported smashed beyond use. Six (6) blasts were sounded on the whistle to indicate that the vessel had been torpedoed on her starboard side. No enemy craft was sighted from the ship and no counter offensive was undertaken. The vessel was armed with one 3”/50 caliber gun forward, one 4”/40 caliber gun aft, and four 20mm machine guns. Confidential papers and registered publications were thrown overboard by the Navy Armed Guard Officer on orders from the Master.

4. About 0358 CGT, the Master ordered the ship to be abandoned. An attempt to blow abandon ship signal on the whistle was made, but only part of the signal was completed because of lack of steam. Some of the crew and passengers left the ship; many others remained aboard and apparently went down with the ship.

No. 7 lifeboat was demolished beyond use by the explosion.

No. 6 boat with about 51 persons in the boat and about 5 hanging on to the boat was located and the personnel removed by the USCGC ESCANABA. No. 13 boat was found and the persons removed by USCGC COMANCHE. Remainder of the survivors and known dead were on liferafts or in the water.

Of the 14 boats aboard, only No. 6 and No. 13 were successfully used in abandoning ship.

No. 2 boat was lowered successfully but was soon swamped by the excessive number of persons in or trying to get in it.

No. 4 boat was capsized almost as soon as it was lowered. (It is not clear whether this was due to excessive crowding or damage to the boat.)

No. 9 boat was left hanging by a davit.

No. 8 boat was probably not lowered (one of the seamen who was supposed to lower this boat found no one else to assist him so he joined No. 6 boat and assisted in lowering it.)

Apparently No. 2, 4, 6, 11, 13 and 14 boats were lowered. Some davits were damaged in the explosion. Several liferafts were cut loose by the ship’s crew, but left on deck to float clear if the vessel sank. Other liferafts were reported to have been dropped over the side (probably by inexperienced personnel), and injured persons who were in the boats or in the water.

Several liferafts were still aboard when the vessel sank.

The USCGC COMANCHE rescued 97 persons between about 0500 and 1230 CGT, February 3, 1943. The USCGC ESCANABA rescued 132 persons between 0430 and 1230 CGT February 3, 1943. All of these survivors and 13 bodies were brought to Narsarssuak, Greenland where they were landed at 0600 CGT, February 4, 1943.

There was apparently no panic during the abandoning ship operations. Some lifeboats swamped due to overcrowding. Many of the passengers did not realize the seriousness of the situation. When the vessel went down, many persons were seen standing motionless on deck and apparently making no effort to leave the ship. The best estimate of the total number of persons aboard is 904; of these there were 130 in the crew and 24 Navy Armed Guard. Survivors reported to date: 4 U.S. Army officers; 131 U.S.

Army enlisted personnel; 28 Merchant Marine; 44 contractors’ civilian employees; 3 Danish citizens en route to Greenland; 12 U.S. Navy personnel; 7 of U.S. Coast Guard personnel. Total survived 229 of whom 73 were admitted to U.S. Army hospital at Narsarssuak, Greenland. 14 known dead, 13 of whom buried at Narsarssuak, 1 at Ivigtut. Balance of 661 missing and unreported.

5. Some survivors believe that they sighted the submarine on the surface after they had abandoned ship, but this is considered doubtful.

From the position of the other vessels in the convoy and the reported position of the torpedo hit, it is assumed that the submarine was abaft of beam of the DORCHESTER when the torpedo was fired. The DORCHESTER was the center vessel in the line of the 3 vessels in convoy; all 3 vessels in line not in column.

6. Vessel was proceeding under “dark ship” conditions; however, some survivors reported that occasionally some light could be seen when doors were opened and closed. After the attack the single-celled flashlight carried by the survivors could be seen. No navigation lights were burning. The red-lensed single-celled flashlights with which DORCHESTER personnel were equipped were very valuable in locating and rescuing the survivors. It is unknown whether these lights were of any benefit to the enemy.

The SS LUTZ on starboard beam; SS BISCAYA one point abaft port beam; USCGC ESCANABA patrolling to starboard. After the DORCHESTER was hit the SS LUTZ and BISCAYA apparently slowed down or stopped, then resumed the basic course zigzagging, with the USCGC COMANCHE screening them. After firing star shells, the ESCANABA began picking up survivors with the USCGC TAMPA searching and screening. Just prior to the attack the watch officer of the DORCHESTER stated that he could not pick up the COMANCHE and TAMPA in the darkness.

Although none of the survivors had ever been on a vessel when it was torpedoed, one of the survivors who had been in another convoy when vessels had been torpedoed, reported that there was much less noise in this case than when he heard these other vessels torpedoed. None of the escort vessels heard the explosion. The second officer of the DORCHESTER who was asleep at the time the torpedo hit and was awaken (sic) by the explosion, stated that he thought at the time that the ship struck a piece of ice and had no idea that it was a torpedo.

All of the survivors that were interviewed stated that the explosion was muffled, that it apparently occurred well under water; that there was considerable concussion but very little noise. The vessel was lifted by the explosion and began to list to starboard almost immediately. After the explosion there were strong ammonia fumes; some fuel oil was seen along the starboard side. It is believed that the ammonia fumes came from the refrigerator plant which was located just above the engine room on the main deck.

Survivors reported that there were no rubber life suits aboard the DORCHESTER and that the life preservers were Kapok and Cork. It is believed that had all or part of the personnel aboard the DORCHESTER had rubber life suits a much larger percentage would have been saved. It was recommended that passenger vessels operating in North Atlantic Ocean be provided with rubber life suits if practicable.

Survivors spoke of the calm attitude of the Army Chaplains who were passengers aboard, all of whom were missing. It was reported that the Army Catholic Chaplain gave his life jacket to one of the men, and that the Army Jewish Rabbi supplied one survivor with a pair of gloves.

H. V. Stebbins
Lieutenant, USNR

A memo regarding the loss of DORCHESTER. It was dated April 10, 1943 but the “0” was lined out and a “4” was penciled in above, making the date 14 April 1943. The memo reads:

MEMORANDUM TO: Chief, Casualty Branch.

Subject: Determination of statue, SS Dorchester.

1. The SS Dorchester, 5600 tons, a passenger-cargo vessel owned by Merchants-miner Transportation Company and chartered to Army Transport service, was torpedoed in the North Atlantic on February 3, 1943. On board were 900 persons, of whom 229 were saved. A summery of the casualty list follows:

On Board Saved Lost
Officers, U.S.A. 15 4 11
Enlisted Men, U.S.A. 524 131 393
U.S. Navy Gun Crew 23 12 11
Coast Guard 35 7 28
Civilian Employees (War dept.) 155 44 111
Danish Citizens 16 3 13
Ship’s Crew 132 28 104
Total 900 229 671

It appears from the foregoing that, of an Army personnel, including civilian employees, of 694, a total of 179 were saved and 515 lost. Of the 515 lost, nine bodies were recovered and buried in Greenland. The remaining 506 persons have been carried by Casualty Branch as missing since February 2, 1943.

2. The Dorchester left New York on January 22, 1943, bound for Greenland, via St. John’s, Newfoundland. On January 29, 1943, she left St. Johns bound for Narsarssuak, Greenland in a convoy composed of three ships, the Dorchester, Lutz and Biscaya and three U.S. Coast Guard escorts, the Tampa, Escanaba and Comanche.

At about 0355 CGT (12:55am ship’s time) on February 3, the Dorchester was torpedoed without warning. The ship’s position was approximately 59º 22’N and 48º 42’W, 90 miles south of Julian Nash, Greenland. The Lutz and Biscaya slowed down, then resumed their course, with the coast guard cutter Tampa escorting them. The cutter Escanaba fired star shells ad stayed to pick up survivors, with the cutter Comanche searching and screening.

3. The Dorchester had been struck amidships in the vicinity of the engine room, below the water line. The explosion was muffled, but there was considerable concussion. The vessel swung to starboard and lost way, the engines apparently having been stopped by flooding of the engine room.

Within a few seconds the lights went out.

The ship listed sharply to starboard.

At about 0358 CGT the captain ordered “abandon ship”. An attempt to blow the abandon ship signal on the ship’s whistle was unsuccessful, because of lack of steam.

While the survivors report there was no sign off any panic, it is reasonable to assume that some confusion at least prevailed among the crew and passengers, awakened in the middle of the night, many of them unaware of the order to abandon ship, groping their way to life boat stations in the darkness broken only by the meager light of a single-cell flashlights.

That there was confusion is evidenced by the facts that some persons made no effort to leave the sinking ship and that, of the 14 life rafts available, only 2 carried survivors to safety.

The Dorchester continued to list to starboard and within a few minutes the angle was so steep that some men were cascaded into the icy water before lifeboats, rafts and floats could be lowered.

Finally, about 0420 CGT, 25 minutes after the explosion, after listing to an angle of 85 degrees, with her mast touching the water, the ship plunged bow first and disappeared below the surface.

4. The Dorchester was equipped with 1400 life preservers, so it is safe to assume that each passenger was furnished that item. The following life saving equipment was carried:
13 Metal boats, capacity-------- 538 persons
1 Motor boat, capacity--------   33 “
45 Floats, capacity--------------  675 “
2 Square rafts, capacity--------  40 “
Total capacity----------       1286 “

The reason for the heavy loss of life in the face of the apparently adequate life saving facilities is evident from the following summary of the ineffectiveness of efforts to utilize the available equipment:
Boat #1 – Not lowered,
    “ #2 – Lowered, but swamped due to overcrowding,
    “ #3 – Not lowered,
    “ #4 – Lowered, but capsized immediately, due to damage caused by explosion and overcrowding,
    “ #5 – Not lowered,
    “ #6 – Lowered, 56 survivors taken aboard SS Escanaba,
    “ #7 – Not lowered, smashed beyond use due to explosion.
    “ #8 – Probably not lowered – one of the seamen assigned to lower the boat stated that he found no one to assist
          him, so he joined the crew of #6 boat and helped lower it.
    “ #9 – Not lowered – left hanging by one davit, damaged by explosion.
   “ #10 – Not lowered.
   “ #11 – Lowered, but not recovered, probably due to overcrowding.
   “ #12 – Not lowered.
   “ #13 – Lowered, survivors taken aboard SS Comanche.
   “ #14 – Lowered, but not recovered, probably swamped due to overcrowding.

Several of the rafts and floats were cut loose by the crew, but were left on deck to float clear when the ship sank. Others were dropped overside, presumably by inexperienced personnel, and caused injuries to persons in life boats and those struggling in the water. Many rafts were still aboard when the Dorchester sank.

5. The conditions under which the ship’s passengers were compelled to abandon ship were the most difficult imaginable. It was early morning in midwinter on the North Atlantic and the sea was slightly choppy.

The water temperature was 36 degrees. No moon was shining though the night was clear. Due to the fact that the passengers were roused from sleep by the explosion and awoke to find the ship in complete darkness, most of them had no opportunity to find protective clothing and took to the sea scantily clad.

Twenty minutes exposure in the icy water meant death. Even among those lucky enough to find space in a life boat, some were found frozen to death in their place of refuge.

Under those conditions it is not surprising that only 229 survivors were saved, 132 by the cutter Escanaba between 0430 and 1230 CGT February 3, and 97 saved by the cutter Comanche between 0500 and 1230 CGT February 3.

The Escanaba and Comanche left the scene at 1230 CGT February 3, arriving at Narsarssuak, Greenland, at 0600 CGT February 4 with the 229 survivors and the bodies of 13 deceased. These 13 bodies were buried at Narsarssuak and one additional body was buried at Ivigtut.

Meanwhile the search was continued by Navy and Army Air Force units. No additional survivors were found. Naval search craft reported seeing 2 swamped boats, about 8 rafts and at least 100 bodies. Two Army planes searched and covered the entire region within 50 miles with no results except searching craft and wreckage. Search was finally abandoned at 2000 CGT February 5.

6. In weighing the possibility of survival of any of the missing personnel, the following facts have been considered:
a. The natural circumstances – low temperature, choppy sea, and icy water – were so severe that, in the short space of two hours, men were found frozen to death in life boats, while men in the water met death within 20 minutes. The probability of death within such a short interval is supported by the statement in a British report that, after immersion for ½ hour in water of a temperature of 36 degrees, survival is impossible. This information obtained through the Office of the Surgeon General.

b. The immediate presence at the scene of two coast guard cutters which searched the area and rescued all living persons who could be found. Their search was made largely during daylight hours and continued for 8 hours after the sinking. When they left the scene they reported their belief that there was no possibility of the rescue of any additional survivors.

c. An affidavit signed by surviving officers of the Dorchester contains the following statement; ‘I saw many bodies in the icy water but it was useless to take them aboard as they must have died shortly after the immersion in the icy water. To the best of my knowledge there was no living person there when we departed from the scene of the disaster and there was no living person in any raft or life boat when we departed. A thorough search was made but no one could survive for any length of time in the icy water.’

d. The continued search by a Navy Search Group, for a period of 2 days and 15 hours subsequent to the sinking, resulted in no additional rescues, though over 100 dead bodies were sighted. The report of this Task Unit contains the statement; ‘Escort reports there is no possibility of additional unrecovered.’

e. A search of the casualty file of the 506 missing soldiers and civilian contractor employees reveals that, since Feb. 3, 1943, no further report has been received from any of the missing persons.

7. After full consideration of all the facts, giving full weight to the presumption of continued life, there is no logical ground on which to base a conclusion that any of the missing personnel is still alive. The arduous circumstances, quickly fatal to others, the prompt and thorough search conducted, the fact that no living person was found after the expiration of six hours from the time of the sinking, all compel the conclusion that every missing person is in fact dead.

8. It is recommended that the status of these 506 persons be changed from “missing” to “dead”. It is further recommended that the date of death in each case be determined as February 3, 1943. The last living person from the Dorchester was rescued at approximately 1000 CGT February 3, and at 1230 CGT, when the Escanaba and Comanche left the scene there was no living person in any raft or lifeboat or in the sea itself.

9. The recommended change of statue is supported by the Greenland Base Commander. In a radio message dated March 31, 1943, he expresses his belief ‘that circumstances lead to no other logical conclusion than death in case of personnel of vessel N.T. 6 reported missing due to enemy submarine action on or about February 3 current year’. The Base Commander further states; ‘Possibility of unreported rescues almost nil’.

DANIEL P. POTEET, JOSEPH F. HENNESSEY,
Lt. Col., A.G.D.
2nd Lt., A.G.D.
Officer in Charge,
Status Finding Sub Section.
(the above line was hand-written)