Harv

2. The explosion demolished the stern section aft of frame #48, the main deck remaining intact. The screws and rudder were carried away, and the engines stopped. The damage on the second deck extended forward to frame #48. On deck the 3"/50 caliber gun platform was tilted upward at its after end, and the stern anchor engine had been forced upward against the gun platform. The crew's quarters was a shambles of bent steel and flesh, with a fifteen-foot hole leading into the space that was formerly the steering engine room. this section had been completely blasted away, and the main sections of the steering wheel blown into the port side at frame #30, and thwartships across the entire port side at frame #27. Although thee was an appreciable hole blown at the corner of the freight hatch, port side at frame #28, the hatch itself did not evidence serious damage. The auxiliary engine room filled with fuel oil and salt water in approximately eight minutes. An inspection at the time showed fuel oil and sea water coming out of the port escape trunk and apparently from a broken salt water cooling line. Since A-422-F was the only fuel tank which contained sufficient fuel to fill the engine rooms, the bulkhead between this trunk and the auxiliary engine room must have collapsed. The main engine room was not immediately flooded and both engines were in running condition, but were stalled due to the damage to the propellers. Later, however, the main engine room flooded because of an open seam to the auxiliary engine room and other leaks.

3. This officer was on the bridge at the time, and was hurled forward at a distance of twenty feet. I regained my feet by pulling myself erect with the hand rail, as my legs seemed paralyzed and my senses did not seem to function properly. Everything seemed vague and remote. Smoke and fumes appeared to envelop the ship from frame #40 aft. I am told I ordered the after magazines flooded, but of this I have no recollection. I grasped that the LST #387 had been hit and searched the scene for sun-marines and planes, but saw no evidence. All forward guns were intact and the crew remained at their posts, but the gun crews on the 3"/50 caliber gun and the two after 20/MM were killed or knocked out. Approximately two minutes had then elapsed, and my head was clearing when ship's officers reported to me for instructions, as the phone system had gone out. A rescue detail was organized to work with the damage control party, and we began removing the injured and dead from the damaged area. as this was going on, and in a period of about ten minutes, I gained control of my legs which, though numb, permitted me to carry on my duties.

4. The principal causalities occurred to the ship's Company with 16 dead, 1 missing and 31 injured. A final check on the passengers indicates 5 dead, 3 missing, and 24 injured to be exact. This of an original Ship's Company of 77 and a passenger list of 211.

5. About twenty minutes after the explosion occurred, the LCT's #244 and #19 came close in and stood by to render assistance. The Commanding Officers of these craft informed me that they had observed torpedo tracks heading for the #333 and the #387 on a course of about 030 oT. These tracks were not seen by any person on the #333, although all guns were fully manned and lookouts posted. I have over twenty years of active service, some of it on submarines and, though I was looking in that general direction, I observed nothing.

6. Having made certain that the ship was too badly damaged to save, the wounded became the next consideration. Twenty minutes had elapsed and I felt that there was little danger of further attack. A survey convinced me that the ship would remain afloat for a period of at least two hours, I therefore decided to attempt to beach for removal of the wounded, and salvage of equipment. The LCT's #244 and #19 were then passed lines, but, due to various mishaps, many lines were parted and progress was very slow. After about one hour, I became dubious of our chances of making the beach, and we were devising slings to place the wounded in the rafts, the SC 503 came close aboard and offered assistance. I directed her to tie up on our starboard side and take off our injured. This transfer was ably supervised by Lieut. I. Silverman, (MC), USNR, a C.B. passenger, with EATON, Charles F., Phm 1/c, USN, though badly wounded in the back, labored unceasingly during this operation, which continued until shortly before the vessel was beached, In this connection, too much credit cannot be given to the Captain and the Crew of the SC 503, where a ship's officer and an enlisted man formed a living bridge for walking wounded to pass over.

7. At 1000 hours. GCT, the water had come over the stern due to the break at frame #27, the after section of the ship was now sagging badly with water eight feet deep in the after section of the tank deck. All hands not engaged in the care and transfer of the wounded were moved forward to stand by the four life rafts, and the port landing boat which was undamaged was brought forward.

(Cont...)

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