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TRIUMPH BEFORE DISASTER
SS Esso Baton Rouge
One of the few tankers torpedoed twice during the war, the Esso Baton Rouge was commanded by the same captain on both occasions of enemy action. The record of the Baton Rouge discloses the calm leadership of the ship's officers and the fine morale of her crews. In addition, her story includes difficult and daring salvage operations which floated the vessel in 9 days, and the completion of extensive repairs in about 6 months. These achievements hastened the return to service of an oil carrier urgently needed when petroleum transport was severely handicapped by many sinkings.
A memorable indication of intrepid spirit was shown by the officers and crew of the unarmed Esso Baton Rouge not long after the attack on Pearl Harbor. Early in January, 1942, they carried out an idea suggested by Captain James S. Poche which might possibly bluff an enemy submarine into staying at periscope depth. Building wooden "gun platforms," aft and on the foc'sle head, they mounted realistic looking "guns" - a "4-inch" aft and a "3-inch" forward - and painted their handiwork war gray. But that was not all. "Gun watches", with two men to each platform, were maintained in daylight hours. As the men figured it, the silhouette of the wooden structures might keep a Nazi sub from coming to the surface and shelling the ship. In any event, the circular wooden shields of the platforms were a protection from the wind in cold weather.
The SS Esso Baton Rouge was built in 1938 by the Bethlehem Shipbuilding Corporation, Ltd. at their Sparrows Point, Maryland, plant. Her sisterships were the R.W. Gallagher, Esso Baltimore, Esso Charleston, and Esso Nashville. The Esso Baton Rouge and the Esso Charleston were distinguished from the other sisterships by pipelines specially arranged for loading mixed cargoes including refined lubricating oils, paraffin distillates, and crude wax - usually at Baton Rouge, Louisiana. Also, the Baton Rouge and the Charleston each had a special pump and separate discharge lines for wax.
A single-screw vessel of 12,950 deadweight tons capacity on international summer draft of 28 feet, 6 1/4 inches, the Esso Baton Rouge had an overall length of 463 feet, a length between perpendiculars of 442 feet, a moulded breadth of 64 feet, and a depth moulded of 34 feet, 10 inches. With a cargo carrying capacity of 106,718 barrels, she had an assigned pumping rate of 6,000 barrels an hour. Her geared turbine engine, with steam supplied by two water-tube boilers, developed 4,000 shaft horsepower and gave her a classification certified speed of 13 knots.
On August 31, 1939, the day before Germany attacked Poland, the Esso Baton Rouge, with 88,048 barrels of mixed cargo, left the Mississippi River port for which she was named, bound for New York. She was under the command of Captain Martin Olsen and her engineroom was in charge of Chief Engineer Daniel C. Dunn. Including this trip, she completed 58 voyages, mainly from Baton Rouge to New York, and transported - including the salvaged part of the 59th cargo - 5,294,573 barrels, consisting almost entirely of mixed petroleum products.
With repairs completed after she was torpedoed on April 8, 1942, the Esso Baton Rouge left Baltimore on November 30 of that year - a few weeks following the invasion of North Africa. Between then and February 23, 1943, she delivered two more cargoes - 78,557 barrels of Navy fuel oil at Norfolk, Virginia, and 66,-592 barrels of West Beaumont crude oil at Swansea, Wales.
Delivered Valuable Cargoes Before Her Loss
In view of the cost of repairing the vessel and the time consumed, it seems of interest to consider the war importance of these two cargoes transported and delivered by the Esso Baton Rouge after she returned to service and before she was lost.
As to the 78,557 barrels of Navy fuel oil discharged at Norfolk:
A modern American destroyer, at battle speed, consumes from 1,790 to 1,950 barrels of fuel a day. Thus 78,557 barrels would supply about 42 destroyers for a day of combat action or a single destroyer for 42 days and, of course, considerably longer under average conditions of cruising or patrol.
With regard to the 66,592 barrels of West Beaumont crude - easily processed for use as a Diesel engine fuel - delivered at Swansea, Wales.
A Diesel engine produces approximately one horsepower hour per each half pound of fuel. At almost 15 horsepower hours to the gallon or 630 to the barrel, 66,592 barrels of Diesel fuel are capable of furnishing more than 40,000,000 horsepower hours.
The wartime voyages and cargoes of the Esso Baton Rouge, in number and amount, were as follows:
* Out of service from April 8 to November 29, 1942.
The wartime masters of the Esso Baton Rouge were Captains Martin Olsen, Harold I. Cook, Olav Olsen, and James S. Poche.
During the same period her engineroom was in charge of Chief Engineers Daniel C. Dunn, Henry R. Clements, Manuel Z. Gonzalez, Roy A. Anderson, Edwin A. C. Book, Carl Dietz, Johan Larsson, and Earl Williams.
On April 3, 1942, the Esso Baton Rouge, commanded by Captain Poche and with her engine department in charge of Chief Engineer Larsson, left Baytown, Texas, for New York with a cargo of 89,398 barrels of various lubricating and heating oils. Her crew numbered 38 officers and men. Unarmed, she proceeded according to routing instructions from Navy authorities at Houston. All hands had recently been supplied with rubber lifesaving suits.
To quote the joint statement of Chief Mate George W. Bill and Second Mate Ralph W. Durdle, as approved with comment by Captain Poche:
"On the morning of April 6, 1942, we met an armed British tanker which proceeded in our company, keeping on our starboard side until she left us on April 7. We also met a considerable number of southbound ships.
The First Torpedoing
"The vessel was all blacked out. On April 8, at about 2:25 a.m., we picked up four intermittent white lights about three to four points off the starboard bow. The weather was fair, the sea calm, and there was a slight southeast breeze. The moon was just rising and visibility was fair. We were near the coast of Georgia, about 13 miles from Brunswick Sea Buoy."
As Captain Poche stated in his subsequent report, written on his return to New York after assisting in the salvage operations:
"I went into the chart room about 2:48 a.m., April 8. to determine our proximity to the southbound track. We figured our position was Latitude 31° 12' North, Longitude 81°04' West, at 2:50 a.m., that is, at the very time we were struck by the torpedo.
"From inside the chart room the shock felt as if the vessel had collided with some object. I returned to the bridge, where Second Mate Durdle informed me we had been torpedoed.
"The ship settled rapidly by the stern until the weather deck between the pumproom and the after house was awash and she apparently rested by the stern on the bottom in approximately 7 fathoms of water. As the ship's radio was put out of order by the explosion. Radio Operator Michael J. Reilly was not able to send a distress message."
The officers' joint report described what followed:
"Second Mate Durdle sounded the general alarm as the captain came out of the chart room, where he had gone shortly before the explosion to plot our position. All hands rushed to their boat stations and released No. 1 and No. 3 lifeboats ready for lowering. The captain watched the launching of the two starboard lifeboats while Second Mate Durdle was standing on the boat deck supervising the fore fall of No. 1. When all were safely in the boats, the captain joined us in No. 1 lifeboat and we hauled away from the ship's side after seeing that No. 3 had cleared.
" We rowed until daybreak in a northwesterly direction and set sail. At sunrise No. 3 boat became visible in the far distance and we sent up a flare to signal our position. At 7 a.m., a patrol plane came out and circled over the ship. This plane was shortly followed by many others. At about 10 a.m.. No. 3 caught up with us, together with a lifeboat from the torpedoed Oklahoma, Texas Company tanker, and the three boats sailed in company until we were sighted at noontime by a U. S. Navy patrol vessel.
"Second Mate Durdle went aboard with fifteen men from the boats. Captain Poche remained in No. 1, which was towed, with No. 3 and the Oklahoma's lifeboat, to Brunswick, Georgia. We arrived there about 4 p.m. (The Oklahoma, salvaged and repaired, was afterward in service until March 28, 1945, when she was lost in the Caribbean.)
"Three men were found to be missing: Second Assistant Engineer James E. Layne, Fireman-Watertender William J. Scheich, and Oiler Carl B. Hollger, who were on watch in the engineroom when the torpedo struck; the bodies of all three were recovered. Six men were injured: Radio Operator Michael J. Reilly; Able Seamen Paul Fisher, Eugenio M. Gallego, and John F. Aiken; Oiler Antonio Barboza; and Fireman-Watertender Jose Garcia."
To resume the report of Captain Poche:
"We landed at 4 p.m., April 8, in the vicinity of Brunswick, Georgia, and I reported to the U. S. Navy authorities. At about 6 p.m., a U. S. Coast Guard patrol boat took me back to the vessel, with First Mate Bill, Second Mate Durdle, and Chief Engineer Larsson, to inspect the general condition of the Esso Baton Rouge.
"About 9 a.m., April 9, I called the Company's office on the telephone, reporting the casualty and the possibility of saving the vessel. They said they would send Merritt-Chapman fe Scott salvors to undertake operations as soon as possible and that Mr. Guy L. Bennett, Port Engineer, would join me at Brunswick.
"About 11 a.m., on the 9th, with Lieutenant Findag, USNR, Chief Mate Bill, and Chief Engineer Larsson, 1 went out to the Esso Baton Rouge in a cruiser yacht owned by Mr. H. Candler, in command of his skipper, Mr. Ole Olsen.
"When we arrived alongside the Esso Baton Rouge we found a U. S. Navy tug, with a 1-inch wire cable from the bow, attempting to tow the vessel to port, but the commanding officer of the tug told us he would have to abandon the job because he was unable to move the ship. The weather at that time was good; the sea moderate, with a light breeze. Our party boarded the Baton Rouge and found she had taken an 18 degree list to port. Little movement of the vessel, if any, was noticed.
"Later we went ashore in Mr. Candler's yacht. In the evening, Mr. W. B. Kimball, the Company's port representative, arrived from Jacksonville, Florida, to assist me in securing transportation for the ship's crew. Chief Engineer Larsson and I remained. The other members of the crew were dispatched to New York on the evening of April 9.
"Mr. Bennett arrived about noon, April 11. We discussed the prospects of salvaging the Esso Baton Rouge and made contacts with owners of various local small craft to assist."
Difficult Salvage Operations
The salvage tug Resolute arrived on April 13, fueled at Brunswick and began work on the 14th. To quote from The Ships' Bulletin for July-August, 1943:
"With enemy submarines a constant threat, salvage work was confined to daylight hours and there was fear that at almost any moment the Axis sub would return to finish the job. At night the tug and her people returned to port and at each dawn there was a sigh of relief when it was discovered that the submerged tanker was still there."
Throughout the salvage operations a continuous anti-submarine patrol was maintained by a Canadian corvette and a U.S. Navy dirigible.
As stated in The Ships' Bulletin:
"Air supplied by heavy compressors swung aboard from the pitching tug was used to blow cargo out of some tanks into others to correct the list. Oil was blown from aft forward to lighten the ship's stern and weight her bow. After seven days of strenuous effort under extraordinary circumstances, the ship was floated and brought into port, where divers made a more complete survey of the damage. It was found that the torpedo had ripped a 25-foot hole in the ship's side, almost abreast of the engineroom; the main pumproom was open to the sea and the engine-room flooded."
The Esso Baton Rouge was towed to St. Simon Sound by the salvage tug Willet, assisted by the Resolute, on April 21. Mr. Bennett, who then returned to New York, stated in his report:
"During the salvage work Captain Poche and Chief Engineer Larsson were of material assistance to the salvage tug officers and to the ultimate success of the operations."
Sails Again
After temporary repairs were made, the Esso Baton Rouge, in tow, left Brunswick on May 14 for Baltimore, where she arrived May 22. At the Bethlehem Shipbuilding Corporation yard, Sparrows Point, Md., permanent repairs were completed November 29, 1942, and the vessel sailed on November 30 for Houston, Texas. She was again commanded by Captain Poche. Her engineroom was now in charge of Chief Engineer Earl Williams.
As previously stated, the cargo of 78,557 barrels of Navv fuel oil which she then loaded at Houston was discharged at Norfolk and on her next voyage she took on, at Beaumont, Texas, her last cargo, 66,592 barrels of Beaumont crude. Proceeding via New York, she discharged this crude at Swansea, Wales.
The Baton Rouge sailed in convoy from New York on January 22, 1943, arriving at Swansea on February 8. This convoy was attacked by enemy submarines continuously for more than a week. Several ships were sunk and others damaged. The North Atlantic weather was severely cold; aboard the tanker the men on deck watches kept warm by wearing their rubber lifesaving suits.
On February 13, the Esso Baton Rouge, with 43 merchant officers and men and Navy gun crew of 25, left Swansea in com-pany with 7 other vessels in ballast. With these ships, she awaited instructions at Milford Haven and then proceeded to a rendezvous where about 32 tankers and freighters gathered to make up a convoy for the Atlantic crossing.
The convoy sailed on the morning of February 16, bound for Curacao, each ship taking position as directed by the commodore, a British rear admiral aboard the tanker Athelregent. In the escort were four American destroyers (the Madison, Lansdale, Hilary P. Jones, and Charles F. Hughes) and six British naval vessels—corvettes and destroyers.
The Esso Baton Rouge was armed with a 3-inch gun on the foc'sle head, a 5-inch aft, four 20-mm, anti-aircraft guns on the after boat deck, and four more AAs on the bridge.
As stated by Chief Mate Martin Wiberg in his report, to which additions were made by Captain Poche:
"From the time of leaving Swansea, the weather was fine and clear; occasionally we had moderate light swells, but on the whole the weather was fine at all times.
"Beginning February 21, the convoy was attacked by enemy submarines. During the succeeding days and nights depth charges were dropped frequently by the escorting vessels and especially by the destroyers running ahead of the convoy. At night, the corvettes and destroyers close by the convoy used a considerable number of depth charges, indicating the constant presence of submarines."
On February 24, 1943, the Berlin communique asserted that "A group of submarines attacked a strongly protected enemy convoy in the Atlantic. After hard fighting they sank 17 vessels, totaling 104,000 tons, and torpedoed three other steamers."
Depth Bombs
To continue Wiberg's report:
"About 7 p.m., February 23, while I was standing the 4 to 8 watch, the British corvette Totland, then about two miles to starboard of the Esso Baton Rouge, turned on her searchlight and began dropping depth charges. Later, when aboard the Totland, I learned she had sighted an enemy submarine on the surface close by. The U-boat immediately started a crash dive, which was the occasion for the searchlight and depth charges. It was believed that the sub could not have escaped and was sunk."
As reported by Captain Poche:
"About 7:20 p.m., February 23, the Esso Baton Rouge, in No. 4-3 position in the convoy, was in Latitude 31°15' North, Longitude 27°22' West, or approximately 600 miles south southwest of the Azores."
Other Ships Hit
"The convoy," Wiberg said, "was proceeding at a speed of about 9 knots. Suddenly, the Netherlands flag tanker Morina, in No. 4-1 position and the second vessel ahead of the Esso Baton Rouse, was torpedoed on the starboard side, but did not sink and was able to proceed with the convoy.
"At that time I was in charge of the bridge. Captain Poche was atop the wheelhouse directing a change of course then being made. Harry L. Clark, A.B., was wheelsman; Charles L. Haynie, A.B., and Charles D. McMurchy, A.B., were lookouts on the bridge. First Assistant Engineer Joseph M. Cooper was in charge of the engineroom and on watch with him were Oiler David H. Owen and Fireman-Watertender Howard C. Landiss.
"Within one to two minutes after the Morina was hit, a Norwegian flag tanker, directly ahead of the Esso Baton Rouge in the same column, began firing her stern gun to starboard. Almost simultaneously, torpedoes struck two British tankers in No. 1-1 and No. 2-1 positions - the Empire Norseman and the British Fortitude. The Empire Norseman was the first hit, by a torpedo on the port side, followed by two on the starboard side; she subsequently rolled over and disappeared. The British Fortitude, torpedoed on the starboard side, was able to continue with the convoy.
Then the "Baton Rouge"
"Immediately after the two British tankers were struck, the Esso Baton Rouge was torpedoed on the starboard side aft, in way of the bunker fuel tank. A sheet of flame rose high in the air from the burning fuel oil. Flying debris was scattered all about. All the vessel's lights went out."
As reported by Chief Engineer Earl Williams:
"The force of the explosion carried away the bulkheads between the bunker tanks and the engineroom, which began to fill with burning oil. Various parts of the ship and superstructure were torn into fragments of jagged steel and blown a distance of fifty to sixty feet."
"The Esso Baton Rouge," said the chief mate, "settled by the stern, indicating that the engineroom bulkheads had been blown out and the engine and firerooms flooded.
Preparedness
"At the time the Morina was hit, the general alarm was sounded on the Baton Rouge, so that when she was torpedoed most of the crew were taking their stations near the lifeboats.
"No. 3 lifeboat was completely destroyed by the explosion. No. 4 boat was launched in charge of Chief Engineer Williams and was boarded by 22 men in all. As chief officer, I launched No. 1 lifeboat with a total of 27 men. Captain Poche, Second Mate William Hamilton, and Third Mate Roy V. Denton, with 12 of the crew, were in No. 2 boat. Captain Poche was the last man to leave the ship."
Three men were missing: First Assistant Engineer Joseph M. Cooper, Fireman-Watertender Howard C. Landiss, and a member of the Navy gun crew. Seaman 1st Class Gilbert C. Esham.
Four men were seriously injured: Boatswain Karl P. Martinsen, Oiler David H. Owen, Storekeeper John L. Chappelle, and a Navy gunner, Seaman 1st Class Joseph E. Jeanette.
Returning to the chief mate's report:
"Several rafts were launched while the vessel still had considerable headway and they were some distance away when she was abandoned, therefore being of little use. One raft, however, launched by Second Cook Charles A. Wilcox, proved to be important.
"Wilcox, who jumped overboard, was able to reach this life raft and he subsequently rescued Oiler David H. Owen, who had received severe burns. Wilcox and Owen were taken from the raft by Captain Poche in No. 2 boat."
As reported by Oiler Owen:
"At the time of the explosion, the first assistant engineer was at the ahead throttle and I was at the reverse throttle nearby. The engineroom was enveloped in flames, followed by darkness. I floated in the water as it filled the engineroom space and rose to the upper level. Then I got out to the after deck and put on two life preservers before I entered the water. I swam for about 15 minutes until I reached the life raft."
Boatswain Karl P. Martinsen reported:
"When the vessel was torpedoed I was standing on the starboard side of the poop deck behind the blackout screen. My hands, face, and scalp were burned by flashes of flaming oil. I was able, however, to go amidships and get into No. 2 lifeboat."
Storekeeper John L. Chappelle said: "I was standing on the after boat deck when the ship was hit. Fortunately, I was near No. 3 boat. I was covered with burning oil, which was extinguished when members of the crew rolled me on deck several times in their efforts to put out the flames in my clothing. I was then assisted into the lifeboat."
Several of the injured members of the crew were assisted into the port lifeboat by Galleyman Russell O. Wirtz, who had previously pushed two injured men overboard as the ship settled and supported them in the water until he and they were picked up by No. 2 boat.
"When last seen," Wiberg said, "the bow of the Esso Baton Rouge was upright at a 90 degree angle and she was slowly going down stern first. All the lifeboats were excellently stocked and provisioned, with about 80 gallons of water in each boat. No. 3 starboard boat (which had been destroyed by the explosion) , and also No. 2 port lifeboat, had motors and portable radio sets.
"Instantly following the attack, our escort vessels went into action and dropped a great many depth charges. While the convoy proceeded with the escorts, the lifeboats remained near where the Esso Baton Rouge was torpedoed.
"At about 8:15 p.m., the corvette HMS Totland, which had rescued the survivors of the Empire Norseman, was observed close by. The men in No. 2 lifeboat shot a flare. The Totland, leaving the scene until the flare burned out, returned and picked up, in succession, the survivors in boats Nos. 4, 1, and 2.
The lifeboats, with the plugs removed, were then set adrift and the Totland proceeded, rejoining the convoy on the morning of February 24." (The Totland was originally the U. S. Coast Guard cutter Cayuga; constructed in 1920, she was one of the first turbo-electric vessels built in the United States.)
Martinsen, Owen, and Chappelle, suffering from second and third degree burns, were given skillful treatment aboard the Totland by Galleyman Wirtz, who in his earlier years studied medicine and had a good practical knowledge of first aid. Wirtz volunteered to assist in caring for the burned and injured men of the Esso Baton Rouge and the Empire Norseman and his services were promptly accepted by the corvette's commanding officer. The Esso galleyman's prolonged and tireless work, day and night for eleven days, which saved a number of lives, is described in his citation for distinguished service, which is hereafter quoted in full.
Other Attacks by Submarines
To continue Chief Mate Wiberg's report:
"During the nights of February 24 and 25 there were several further attacks by submarines on the convoy, but so far as I know, none of the ships was hit. In the afternoon of the 25th, however, a British freighter had machinery trouble and dropped astern of the convoy. The Totland stood by this vessel for some time. Several hours later, when relieved by the destroyer USS Madison, the Totland proceeded at full speed and caught up with the convoy.
"Later in the evening of February 25, gun flashes could be seen astern of the Totland, indicating a surface engagement between a destroyer and an enemy craft. Subsequently, when the Madison rejoined the convoy, we heard that she had fought an enemy submarine, but we did not hear the result.
"About 11 a.m., February 26, owing to crowded conditions aboard the Totland, the merchant crew of the Esso Baton Rouge, except the most seriously injured, and some men from the Empire Norseman were transferred to the Netherlands flag freighter Maskerk. At noon, March 4, the Totland bore off from the convoy and arrived that day at Antigua, British West Indies.
"Martinsen, Chappelle, and the injured U. S. Navy gunner, Jeanette, who had been left aboard the Totland in charge of Wirtz, were landed at Antigua and taken to the U. S. Navy Hospital. Owen, who had been transferred to the Maskerk, was taken to a hospital in Port-of-Spain, Trinidad, when the Netherlands vessel arrived there on the morning of March 6 and landed 37 men from the Esso Baton Rouge. All personnel were given Red Cross emergency rescue kits."
As reported by Captain Poche: "The unlicensed men were given accommodations at the U. S. Army
Camp, known as 'Torpedo Junction', at Port-of-Spain, and the officers were taken to the Allied Merchant Marine Navies Officers' Club. At both places, everything possible was done for the comfort of all hands."
Of the survivors of the Esso Baton Rouge, 36 returned to the United States on the SS George Washington, operated by Alcoa Steamship Company, which sailed from Trinidad March 7 and arrived at Baltimore March 13. At Baltimore they were met by an agent of the Company who furnished them with money and clothing and arranged for their transportation by rail. They arrived in New York on the morning of March 14.
Captain Poche and Chief Engineer Williams returned by Pan American Airways, leaving Port-of-Spain March 9 for Miami and arriving in New York March 11.
On behalf of the President of the United States and Chairman Emory Scott Land of the Maritime Commission, a Merchant Marine Distinguished Service Medal was presented on June 22, 1944, to Russell 0. Wirtz, then a ship's clerk, at a Propeller Club meeting in New York City, where he was congratulated by Mr. B. B. Howard, then General Manager of Marine Operations.
The citation, dated June 20, 1944, was as follows:
"For meritorious service beyond the line of duty.
"When his ship, the Esso Baton Rouge, was sunk by an enemy torpedo, four of her crew were seriously burned. One, a member of the Armed Guard who had been burned over one-third of his body and was blinded, and another, a merchant seaman, not so severely burned but also blinded, were pushed overboard by Wirtz and supported by him in the water until picked up by a British corvette. The rescue vessel already had aboard about 200 survivors of other torpedoed ships and her medical staff was taxed beyond capacity for adequate care of the injured. Wirtz, who had been a medical student years ago, volunteered his services, and was assigned the care of nine of the most serious cases, two of which were in critical con-dition. For eleven days and nights he tended these injured seamen, in some cases hourly treatment being necessary. He administered sedatives and skillfully performed delicate surgical operations which elicited the admiration of the regularly assigned British Naval surgeons. By his technical skill and his untiring efforts he probably saved the lives of seven men, and definitely did so in the two most serious cases.
"His unselfish devotion to his injured shipmates, and his ability to meet emergencies by efficiently performing duties far beyond those expected of him, will forever serve as an inspiration to the men of the United States Merchant Marine."
Russell Wirtz was so seriously exhausted by the •constant work and loss of sleep described in the citation that when the Totland put him ashore at Curacao he had to be hospitalized himself.
The Liberty ship James Eagan Layne, launched on December 2, 1944, at the Delta Shipbuilding Company's yard. New Orleans, La., was named in honor of the second assistant engineer of the Esso Baton Rouge who lost his life when the vessel was torpedoed on April 8, 1942. The Liberty vessel was sponsored by his widow, Mrs. James Eagan Layne, of Baton Rouge, La.
Captain Poche entered the Company's service as a second mate on June 15, 1919, and has been a master since September 7, 1927. He went to sea in 1911 and served in the United States Navy, including the period of the first World War, until November, 1918. A lieutenant commander in the Naval Reserve since March 15, 1935 and a commander since July 17, 1942, he was granted a special leave of absence on May 3, 1943, when he entered active service in the Navy.
Commander Poche was first assigned to duty in Washington, D. C., with the Army-Navy Petroleum Board, an agency of the Joint Chiefs of Staff, for about eleven months. In April, 1944, he was transferred from Washington to the Panama Canal, where he was in charge of all tanker operations as Assistant Port Director for Petroleum, Fifteenth Naval District. In Fbruary, 1945, he became Port Director for Cristobal, Canal Zone, in addition to his duties as Assistant Port Director for Petroleum. He served in this dual capacity until October 22, 1945, when he was released from active duty as of December 6.
Commendation and Citation
On November 5, 1945, the following letter of commendation was written to Commander Poche by General Brehon Somervell, U. S. Army, and Admiral F. J. Home, U. S. Navy:
THE JOINT CHIEFS OF STAFF ARMY-NAVY PETROLEUM BOARD
Navy Building Washington 25, D. C.
5 November 1945
Commander James S. Poche Baton Rouge, Louisiana
Dear Commander Poche:
Upon your return to civil life, we wish to take this opportunity to express the gratitude of the Army and the Navy for the duties you performed as Assistant Port Director for petroleum products in the Canal Zone.
It is felt that your contribution to the war effort has been highly meritorious and worthy of commendation.
We wish you success in your peace time endeavor and extend congratulations for a difficult job well done.
BREHON SOMERVELL,
F. J. HORNE, General, U. S. A.
Admiral, U. S. Navy
On February 11, 1946, the following letter and accompanying citation were transmitted to Commander Poche from the Bureau of Personnel, Navy Department, on behalf of the Secretary of the Navy:
NAVY DEPARTMENT
BUREAU OF NAVAL PERSONNEL
WASHINGTON 25, D. C.
11 February 1946
To: Commander James S. Poche, U.S.N.R.
829 North 10th Street
Baton Rouge, Louisiana
Subj.: Commendation - transmittal of. 1.
I take pleasure in forwarding herewith a Commendation and Ribbon bar awarded you by the Secretary of the Navy, for service during the war.
By direction of the Chief of Naval Personnel.
W. C. PALMER, Jr.
Lt. Comdr., USNR
Medals and Awards
Ends:
A. Commendation
B. Ribbon Bar
THE SECRETARY OF THE NAVY
Washington
The Secretary of the Navy takes pleasure in commending
COMMANDER JAMES S. POCHE UNITED STATES NAVAL RESERVE
For service as set forth in the following CITATION:
"For meritorious performance of duty as Assistant Port Director for Petroleum, in the administration of the Tanker Control office, FIFTEENTH Naval District, from December 1944, to October 1945, and also as Port Director, Cristobal, FIFTEENTH Naval District, from February to October 1945. Displaying exceptional organizational and planning ability, and a superior knowledge of ship movements, petroleum products and the expediting of petroleum traffic. Commander Poche aided materially in coordinating the movement of oil in direct support of sustained operational activity in the Pacific area. His high professional attainments were reflected in the expeditious and economic handling of the integrated traffic oil load under his jurisdiction, and were of great importance in the successful prosecution of the war. By his vision, initiative and conscientious devotion to duty. Commander Poche upheld the highest traditions of the United States Naval Service." A copy of this citation has been made a part of Commander Poche's record, and he is hereby authorized to wear the Commendation Ribbon.
JAMES FORRESTAL
Secretary of the Navy
Chief Engineer Johan Larsson joined the Company as an oiler on July 8, 1915. He has had continuous service as a licensed officer since August 2, 1921, and has been a chief engineer since June 28, 1928. On February 3, 1943, he was transferred to the Construction and Repair Division of the Marine Department.
Chief Engineer Earl Williams entered the Company's service on July 5, 1921, and since then has had continuous service as a chief engineer. He has been a lieutenant in the Naval Reserve since March 15, 1935.
Four of the officers and men of the Esso Baton Rouge, besides Captain Poche, were aboard the vessel on both occasions of enemy action. They were First Assistant Engineer Joseph M. Cooper, lost on February 23, 1943, and three survivors of both disasters - Radio Operator Michael J. Reilly, Steward John Pinto, and Chief Cook Jose A. Ventoso.
The ship's crew on April 8, 1942, included five survivors of tankers torpedoed before or after the first attack on the Esso Baton Rouge. They were Third Assistant Engineer William H. Montague (Esso Houston, May 12, 1942); Pumpman Michael Ekke (Paul H. Harwood, July 7, 1942); Able Seaman Eugenio M. Gallego (E. M. dark, March 18, 1942); Able Seaman Neo Robinson (I. C. White, September 27, 1941); and Fireman-Watertender Jose Garcia (pumpman, S. B. Hunt, July 7, 1943).
We have seen that Captain Poche and four othel officers and men in the crew of the Esso Baton Rouge on February 23, 1943, were on the vessel when she was torpedoed on April 8, 1942. In addition, the following six other crew members of the Esso Baton Rouge on February 23, 1943 (making eleven in all), also survived other tanker disasters: Third Mate Roy V. Denton (R. W. Gallagher, July 13, 1942); Second Assistant Engineer Harmon K. Edge (Esso Boston, April 12, 1942, and Paul H. Harwood, July 7, 1942) ; Able Seaman Alyn G. Waller (Paul H. Harwood, July 7, 1942); Machinist Oliver V. Murdock (J. A. Moffett, Jr., July 8, 1942); Storekeeper John L. Chappelle (Esso Aruba, August 28, 1942); and Deck Cadet Robert H. Werthman (Esso Manhattan, March 29, 1943).
Lost on the "Esso Baton Rouge" - April 8, 1942;
Survivors of the "Esso Baton Rouge" - April 8, 1942;
Merchant Crew Lost on the "Esso Baton Rouge" - February 23, 1943;
Merchant Crew Survivors of the "Esso Baton Rouge" - February 23, 1943;
U. S. Navy Armed Guard Lost on the the "Esso Baton Rouge" - 23 February, 1943;
U. S. Navy Armed Guard Survivors of the "Esso Baton Rouge" - February 23, 1943;
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