Earl Metty served aboard the USS WAKIVA II
Several years ago, I contacted the U. S. Naval Academy and here is a summary of the history of the USS WAKIVA II.
USS WAKIVA II (Yacht: t. 853 (gross); l. 239'6"; b. 30'6"; dr. 15'0" (mean); s. 15 k.; a 4 3", 2 .30-cal. mg)
WAKIVA II - a steel hulled steam yacht built at Leith, Scotland, by Ramage and Ferguson - was launched on 3 February 1907 for Lamon V. Harkness. The graceful yacht served the Harkness family - first for Lamon V. and then for his son Harry - and ranged from the North Sea to the Netherlands East Indies in the halcyon days before the first World War. After the United States entered this conflict on the side of the Allies the Navy acquired WAKIVA II on 20 July 1917 and commissioned her on 6 August at the Boston Navy Yard, Lt. Comdr. Thomas R. Kurtz in command.
While shipwrights were still laboring to complete the conversion of the erstwhile pleasure craft to a man-of-war for "distant service," Capt. Thomas P. Magruder hoisted his burgee pennant in WAKIVA II as Commander, Squadron Four, Patrol Force, on 18 August. With the necessary alterations completed on the ship one week later, she set sail for Provincetown, Mass. in company with six French subchasers and the remainder of the squadron - a collection of converted fishing craft and patrol boats - and departed the east coast on 26 August for France.
WAKIVA II paused at Ponta Delgeda in the Azores from 6 to 11 September - towing P. K. BAUMAN (SP-377) part of the distance from the United States, due to a breakdown in the SP boat's propulsion system - and arrived at Brest on 18 September. Nine Days later Capt. Magruder hauled down his pennant to establish headquarters ashore. Released from this "Flag" duty, WAKIVA II soon commenced her convoy watchdog duties on the high seas on 28 September, putting to sea to meet a convoy 75 miles west of Ushant.
WAKIVA II operated on patrol and escort duty out of Brest, France, from the fall of 1917 to her loss the following year. During this time she had several recorded encounters with enemy submarines and was credited with "probably seriously damaging" a enemy submarine. From the information given, it seems very likely the submarine was actually sunk.
WAKIVA II maintained a schedule of patrol and escort out of Brest through the late winter. ON 21 May 1918, she steamed in convoy with a group of eight ships on the port flank, heading eastward from the French coast. As fog set in shortly after sunset, speed was reduced. The ships crept along with WAKIVA II taking station on the freighter WABASH (Id. No. 1824). It apparently was an extremely foggy night and at 0310, those on watch in WAKIVA II distinctly heard WABASH's whistle but could not see the ship. As another blast from the cargo vessel sounded even closer soon thereafter, Lt. Comdr. E. G. Allen, commanding the yacht, ordered the helm put over to port, one point, and the whistle sounded. Ten seconds later, WABASH loosed another blast, even closer.
At about 0310 on the morning of May 22, 1918, suddenly, the shape of the cargo vessel loomed out of the mist and bore down, inexorably, on WAKIVA II. Ringing down full speed ahead, Allen ordered a turn to port - but before the helm could be put over, WABASH's stem tore into the yacht's starboard quarter, just abaft the mainmast and forward of the after guns, and ripped a mortal gash in the ship's side from the main deck down to the propeller shaft. On board WAKIVA II, there had been barely enough time to reach the general alarm. The collision threw both ships briefly on parallel courses, carrying away WABASH's starboard boats. Both ships also hung together briefly before parting, with the cargo vessel slowly going astern.
While two men were lost on board the patrol vessel, individual acts of heroism occurred simultaneously. Upon feeling the shock of the collision and hearing the general alarm, Chief Gunner's Mate Oliver P. Cooper, USNRF, ran aft to the fantail where the depth charges were secured, withdrew the bursting pins from the British mines stored there, and set the American depth charges on "safe." He reported that all was "secure" within five minutes of the collision.
Electrician Second Class Charles E. Kirkpatrick, UNSRF, on watch in the ship's radio room, remained at his post and sent out the SOS - remaining on board until abandoning at the last possible moment. Chief Boatswain's Mate Thomas Olson, USNRF, rigged out the motor whaleboat and rousted out men from below decks, and then, along with the captain, inspected and cleared the ship. Below, as the engine room filled with water, Machinist Mate First Class Charles A. Smith began to start the pumps before realizing that at the rate at which the water was cascading in through the rent in the ship's side, the pumps could not hold their own.
As WAKIVA II sank by the stern, the captain and his crew pulled clear in the ship's boats at 0330. The yacht disappeared beneath the waves six minutes later, as WABASH simultaneously lowered her undamaged boats and assisted in picking up survivors from the doughty yacht
USS WAKIVA II (Yacht: t. 853 (gross); l. 239'6"; b. 30'6"; dr. 15'0" (mean); s. 15 k.; a 4 3", 2 .30-cal. mg)
WAKIVA II - a steel hulled steam yacht built at Leith, Scotland, by Ramage and Ferguson - was launched on 3 February 1907 for Lamon V. Harkness. The graceful yacht served the Harkness family - first for Lamon V. and then for his son Harry - and ranged from the North Sea to the Netherlands East Indies in the halcyon days before the first World War. After the United States entered this conflict on the side of the Allies the Navy acquired WAKIVA II on 20 July 1917 and commissioned her on 6 August at the Boston Navy Yard, Lt. Comdr. Thomas R. Kurtz in command.
While shipwrights were still laboring to complete the conversion of the erstwhile pleasure craft to a man-of-war for "distant service," Capt. Thomas P. Magruder hoisted his burgee pennant in WAKIVA II as Commander, Squadron Four, Patrol Force, on 18 August. With the necessary alterations completed on the ship one week later, she set sail for Provincetown, Mass. in company with six French subchasers and the remainder of the squadron - a collection of converted fishing craft and patrol boats - and departed the east coast on 26 August for France.
WAKIVA II paused at Ponta Delgeda in the Azores from 6 to 11 September - towing P. K. BAUMAN (SP-377) part of the distance from the United States, due to a breakdown in the SP boat's propulsion system - and arrived at Brest on 18 September. Nine Days later Capt. Magruder hauled down his pennant to establish headquarters ashore. Released from this "Flag" duty, WAKIVA II soon commenced her convoy watchdog duties on the high seas on 28 September, putting to sea to meet a convoy 75 miles west of Ushant.
WAKIVA II operated on patrol and escort duty out of Brest, France, from the fall of 1917 to her loss the following year. During this time she had several recorded encounters with enemy submarines and was credited with "probably seriously damaging" a enemy submarine. From the information given, it seems very likely the submarine was actually sunk.
WAKIVA II maintained a schedule of patrol and escort out of Brest through the late winter. ON 21 May 1918, she steamed in convoy with a group of eight ships on the port flank, heading eastward from the French coast. As fog set in shortly after sunset, speed was reduced. The ships crept along with WAKIVA II taking station on the freighter WABASH (Id. No. 1824). It apparently was an extremely foggy night and at 0310, those on watch in WAKIVA II distinctly heard WABASH's whistle but could not see the ship. As another blast from the cargo vessel sounded even closer soon thereafter, Lt. Comdr. E. G. Allen, commanding the yacht, ordered the helm put over to port, one point, and the whistle sounded. Ten seconds later, WABASH loosed another blast, even closer.
At about 0310 on the morning of May 22, 1918, suddenly, the shape of the cargo vessel loomed out of the mist and bore down, inexorably, on WAKIVA II. Ringing down full speed ahead, Allen ordered a turn to port - but before the helm could be put over, WABASH's stem tore into the yacht's starboard quarter, just abaft the mainmast and forward of the after guns, and ripped a mortal gash in the ship's side from the main deck down to the propeller shaft. On board WAKIVA II, there had been barely enough time to reach the general alarm. The collision threw both ships briefly on parallel courses, carrying away WABASH's starboard boats. Both ships also hung together briefly before parting, with the cargo vessel slowly going astern.
While two men were lost on board the patrol vessel, individual acts of heroism occurred simultaneously. Upon feeling the shock of the collision and hearing the general alarm, Chief Gunner's Mate Oliver P. Cooper, USNRF, ran aft to the fantail where the depth charges were secured, withdrew the bursting pins from the British mines stored there, and set the American depth charges on "safe." He reported that all was "secure" within five minutes of the collision.
Electrician Second Class Charles E. Kirkpatrick, UNSRF, on watch in the ship's radio room, remained at his post and sent out the SOS - remaining on board until abandoning at the last possible moment. Chief Boatswain's Mate Thomas Olson, USNRF, rigged out the motor whaleboat and rousted out men from below decks, and then, along with the captain, inspected and cleared the ship. Below, as the engine room filled with water, Machinist Mate First Class Charles A. Smith began to start the pumps before realizing that at the rate at which the water was cascading in through the rent in the ship's side, the pumps could not hold their own.
As WAKIVA II sank by the stern, the captain and his crew pulled clear in the ship's boats at 0330. The yacht disappeared beneath the waves six minutes later, as WABASH simultaneously lowered her undamaged boats and assisted in picking up survivors from the doughty yacht
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