The name of Mallory has for nearly a century been inseparably linked to the development of the American merchant marine, and like the vessels of American's pioneer shipbuilder, Charles Mallory, which were among the first from the United States to explore the Indian ocean, China sea, etc., the new Henry R. Mallory has entered upon what already bids fair to prove an eventful and interesting career.
The Houston Post, 5 November 1916
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| The last of Mallory liners was also the last major new American ship to be painted by the renown maritime painter, Antonio Jacobsen (1850-1921). This painting, now in the collection of the Mystic Seaport Museum, dates from 1917. Credit: Mystic Seaport Museum. |
CONNECTICUT YANKEES TEXAS-BOUND
The actual development of the coastwise steamship service of this country may be said to have begin with the building of the older ships of the Mallory line at the close of the civil war in 1866. These staunch iron vessels with their splendid equipment and magnificent sea-going qualities were indeed radical departures fro the antiquated type previously plying along the coast, and from Maine to Mexico, these Mallory liners became synonyms for all that constitutes comfort and safety to ocean travelers to the South and West.
The Houston Post, 4 October 1908
It is possible to document much of the early history of American merchant shipping, shipbuilding, ship owning, operation and finances without straying too far from three remarkable generations of the Mallory family of Mystic, Connecticut. And to be reminded that while so much of the U.S. Merchant Marine in the 20th Century was at the mercy of government encouragement or neglect, national will or political whim, its foundations lay firmly in the inspiration and ambition of individual private enterprise.
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| Charles Mallory (1796-1882), Credit: AGWI Steamship News |
From Charles Mallory’s original sail making business in Mystic in 1816 to its whaling fleet in the 30 years preceding the Civil War, to its building the storied “Clipper Ships” in the 1850s, the family figured in and in large measure brought about the golden era of the American Merchant Marine.
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| One of the first advertisements for C.H. Mallory & Co. "Texas Line of Steamships", 14 April 1866, New York Daily Herald. |
At the close of the Civil War, Charles H. Mallory, in speaking of the possibilities of the war-swept country along the Gulf of Mexico, said: 'Not only will this great agricultural territory need cargo ships to properly handle its incoming and outgoing commerce, but its balmy climate will attract thousands of winter visitors.'
AGWI Steamship News, October 1916
In the wake of The Civil War and ensuring Reconstruction Era, the Mallorys, like many Northerners, capitalized on the prostrate South and the destruction of much of its railroads and transportation infrastructure. So it was in 1866 that Charles Mallory formed the firm of C.H. Mallory & Co. whose “Texas Line” from New York to Galveston, using war surplus steamers, commenced that April. They carried 800-1,000 bales of cotton northbound and all manner of merchandise south as well as passengers. In 1870 Mallory built its first ship for the route, the wooden hulled City of Galveston and a year later the iron hulled City of Houston. By mid decade, what had become known as “The Mallory Line”, was the third largest American steamship line.
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| The Mallory's first iron hull steamer, City of Houston of 1871. Credit: Mariners' Museum |
The 1870s-1880s were fraught with bitter competition with the Morgan Line for the Gulf trade and ship losses including City of Galveston with all hands in 1875. But in 1881, a new generation of fine steamers were introduced. Charles Mallory died in 1882 and Charles Henry Mallory (1818-1890) assumed the presidency and in June 1886 founded the New York & Steamship Company although the name “Mallory Line” stuck.
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| Henry Rogers Mallory (1848-1919) Credit: Mystic Seaport Museum |
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| Concho during her Spanish-American War (1898) service as a transport. No other American line contributed as many of its ships to the war effort, eight in all. Credit: Mariners' Museum |
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| The handsome San Jacinto of 1904 had the most imposing funnel in the U.S. Merchant Marine and gave Mallory 29 years service and Porto Rico Line another eight. Credit: Mariners' Museum. |
In 1906 Charles W. Morse bought out the Mallory Line and its 11 ships (plus the new Brazos then building at Newport News) to add to his coastwise shipping cartel Consolidated Steamship Lines (comprising Mallory, Clyde, Ward, Porto Rico Lines and Morse’s Eastern Steamship and Metropolitan Steamship Lines). The Morse Empire spectacularly collapsed the following October and caused The Panic of 1907, the worst depression to date, and Morse was indicted and imprisoned for bank fraud.
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| An early edition of AGWI Steamship News, a monthly publication for the travel trade and general public. The creation of AGWI by Henry R. Mallory out of the debacle of the Morse combine in 1907-08 was his greatest single achievement in furthering the fortunes of the U.S. Merchant Marine. Credit: worthpoint.com |
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| The magnificent Brazos was the first Mallory ship designed by Theodore Ferris, ordered by Mallory, completion delayed during the ensuing Morse combine collapse and completed by the new AGWI regime, she remains the largest and finest ship ever built for the New York-Galveston run. Credit: Houston Post, 4 October 1908. |
Bridging the Morse and AGWI eras was the impressive new Mallory flagship Brazos, launched at Newport News on 29 June 1907 and making her maiden voyage on 3 October 1908. The 6,399 grt, twin-screw, twin-funnel Brazos broke all records on the run during her first season.
At the onset of the First World War, Mallory made a tidy profit chartering its ships to carry cotton to Germany. Its fleet numbered a dozen vessels totaling over 41,000 tons and carrying 20,000 passengers annually.
LAST LONE STAR LINER
The origins of the last Mallory liner lay 1,300 miles east of Cape Race in the North Atlantic Ocean. There, on 23 March 1915, Denver, en route from Bremerhaven to New York returning home after a charter voyage delivering a cargo of cotton, struck a submerged ice floe and foundered, but not before her 63-man crew and nine passengers were rescued.
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| Two months after she was the subject of a minor diplomatic row between neutral America and Great Britain when she was stopped and boarded by British warships at Kirkwall for contraband control, Mallory's Denver sank in March 1915 after striking a ice berg returning from Germany to New York. Credit: Tampa Tribune, 28 March 1915. |
Insured for $707,408, the loss of Denver was quickly made good by Mallory Line. On 9 April 1915 Vice President and General Manager H.H. Raymond announced a $900,000 order for 4,000-ton, 440-ft. long passenger and freight steamer with Newport News & Dry Dock Company for the New York-Galveston run. At the time it was reported the new ship would “be named after a Texas river” with anticipated delivery on 1 September 1916.
Meanwhile the last of three generations of the Mallory family to head the company, Henry R. Mallory, retired and was succeeded by H.H. Raymond on 17 June 1915. His retirement occasioned a once only break in the custom of naming Mallory Line ships after Texas rivers, cities and battlefields to instead honor the former President. During his annual inspection trip to Galveston on 26 October, AGWI President Raymond told the Houston Post: "Of the several ships now building and under contract for us, only one is intended exclusively for the Mallory line. This vessel will be in service by next September for the Galveston service, and will be the finest on the coast. It is our intention to name her Henry R. Mallory, Mr. Mallory's objections on that score having been overcome."
On 8 April 1916 it was confirmed that no. 193 would be named Henry R. Mallory and that she would have accommodation for 80 First Class and 100 Second Class passengers and carry up to 7,000 tons of freight.
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| The Tampa Tribune, 20 August 1916. |
LONE STAR LAUNCHING
In thus naming the third large steamer for the Mallory Steamship Company in the last two years, a fitting tribute was paid to a name which has been inseparably linked for more three quarters of a century with the upbuilding of the American merchant marine. Probably no man in the annals of ocean commerce has left a more indelible impression on shipping policies or has more earned the respect and esteem of his contemporaries than has Henry R. Mallory.
Fort Worth Star Telegram, 20 August 1916
On a fine late summer afternoon at Newport News, Virginia, the last of a long line of Mallory ships was sent down the ways at 1:00 p.m. on 19 August 1916.
The launching party arrived at Norfolk from New York at 10.30 a.m. included Mr. & Mrs. H.R. Mallory, Mr. & Mrs. Robert Mallory, H.H. Raymond, C.E. Mallory, Mr. & Mrs. F.C. Munson, Mr. & Mrs. P.R. Mallory and Theo. E. Ferris. Mrs. Henry R. Malloy had the honor of christening the ship after her husband. Henry R. Mallory was the third new ship built, all at Newport News, for the line in the last two years and like Neches and Medina, designed by Theodore Ferris.
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| Credit: AGWI Steamship News, October 1916, Mariners' Museum |
The launching party arrived at Norfolk from New York at 10.30 a.m. included Mr. & Mrs. H.R. Mallory, Mr. & Mrs. Robert Mallory, H.H. Raymond, C.E. Mallory, Mr. & Mrs. F.C. Munson, Mr. & Mrs. P.R. Mallory and Theo. E. Ferris. Mrs. Henry R. Malloy had the honor of christening the ship after her husband. Henry R. Mallory was the third new ship built, all at Newport News, for the line in the last two years and like Neches and Medina, designed by Theodore Ferris.
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| Credit: AGWI Steamship News, October 1916, Mariners' Museum |
As the steamer glided down the ways to the water the Shipyard Band played the Star Spangled Banner and the scream of whistles rent the air.
Officials of the shipbuilding company say that the launching was one of the most successful ever held here. Everything went off without a hitch. The Henry R. Mallory was towed to one of the shipyard piers by tugs a few minutes after she left the ways.
The launching of the Mallory enabled the yard to maintain its record of sending one ship down the ways every month.
Daily Press (Newport News), 20 August 1916
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| Credit: AGWI Steamship News, October 1916, Mariners' Museum |
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| Oops.... The Daily Press (Norfolk) got the ship's name wrong in the headline heralding the launch of the Henry R. (spelled with an "R") Mallory. |
COASTAL "ATLANTIC LINER"
She has all the comforts and luxuries of an ocean liner, and has been characterized by a naval constructor as 'a simon-pure American vessel.'
New York Tribune, 26 October 1916
Occasioned in March, ordered in April and under construction by summer, the pace of the design and construction of Mallory’s last ship presaged the ensuing virile character of American shipbuilding output during the country’s participation into the First World War, an effort that Theodore Ferris would very much be involved in.
Henry R. Mallory was unlike any other American coastal liner. Ferris expeditiously adopted his 1914-built pair of large freighters for Mallory, Neches and Medina, as the basis for the new ship. Indeed, the AGWI 1915 annual report stated “we… have contracted for a steamer of the Neches and Medina type”.
The new ship would, other than an extra 30 ft. in length, have identical hull design and measurements and machinery. An elongated and enclosed Shelter Deck and an additional Promenade Deck as well as a two-deck poop house contained the First and Second Class accommodation and public rooms while retaining the extensive cargo capacity below decks of Neches/Medina. As such, she resembled a small trans-Atlantic liner more than the customary coastal liner.
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| Mallory Line's Neches (above) and Medina, designed by Theodore Ferris, built by Newport News and introduced in 1914, were state of the art fast freighters of their era with tremendous capacity (350,000 cu. ft.). They formed the basis for the new Harry R. Mallory. Credit: Mariners' Museum. |
The new ship would, other than an extra 30 ft. in length, have identical hull design and measurements and machinery. An elongated and enclosed Shelter Deck and an additional Promenade Deck as well as a two-deck poop house contained the First and Second Class accommodation and public rooms while retaining the extensive cargo capacity below decks of Neches/Medina. As such, she resembled a small trans-Atlantic liner more than the customary coastal liner.
Hardly looking in any way extemporaneous, Harry R. Mallory was one of Theodore Ferris’ most pleasing designs with perfect proportions and foursquare purposefulness with a long foc’sle, plenty of sheer, a low superstructure and single funnel and twin masts with just enough rake to impart a jaunty quality. In some respects, she presaged the appearance of the myriad early 1920s British-built intermediate Atlantic liners.
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| Pre-maiden voyage rendering of the new Henry R. Mallory emphasizing her great length and detailed enough to include her hull side cargo ports. Credit: Navsource.com |
With an overall length of 440 feet (424 ft. b.p.), Henry R. Mallory was the longest Atlantic seaboard coastal liner ever built. Her gross tonnage of 6,063 (4,519 nett) earned her the distinction, too, of being the largest coastal liner since the 6,399 grt Brazos had, since 1912, been employed by Porto Rico Line on its New York-San Juan service. The Mallory would remain so until the advent of Clyde Line's Shawnee and Iroquois in 1927. Her beam of 55 ft. was the same as the Nueces and Medina giving her nice lean lines.
Not surprising given her freighter roots, no coastal liner had as great or varied cargo capacity as Henry R. Mallory whose total cargo deadweight capacity was 4,784 tons. She had nine large cargo ports on each side of the 'tween decks, a large over-all hatch forward, four additional cargo hatches, the largest of which was 24' by 15'. Cargo handling gear comprised six double drum quick action hoisting winches, ten 8-ton cargo booms and one 30-ton cargo derrick with compound double drive winch and two steel masts. Among the cargo carried on the route was packaged goods and printed matter to Galveston and canned fruit northbound which loaded by conveyor belt into the ‘tween decks via the side ports. She could also accommodate a large number of uncrated automobiles.
The single-screw Henry R. Mallory was powered by a triple expansion engine with cylinders 29", 39" and 84" in diameter and a stroke of 54”. Steam was supplied by four single ended Scotch marine boilers working at 200 p.s.i.and fitted with Howden's forced draft. Unlike Neches and Medina, the furnaces were oil-fired and Henry R. Mallory was the first American coastal liner so fitted and had a 5,000-mile steaming radius. Developing 4,100 ihp, she had a 14-knot service speed at a loaded draft of 22 ft., but was capable of 16 plus knots and was generally recognized as the fastest coastal vessel on the Eastern seaboard.
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| Cabin plan for Henry R. Mallory dating from early 1930s. Credit: courtesy of William T. Tilley |
Accommodating 80 First Class and 100 Third Class, Henry R. Mallory’s passenger spaces were, like the overall design of the vessel, more in keeping with a small trans-Atlantic liner. Smaller in capacity and more modest in size and appointments than some, including the more elaborately decorated Brazos, she nevertheless was comfortable and boasted larger cabins than most coastal liners.
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| First Class suite bedroom. Credit: Björn Larsson collection |
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| First Class suite showing private bathroom. Credit: Björn Larsson collection |
The Houston Post, 3 September 1916, was certainly enthusiastic about the interior appointments of the new steamer:
Apartments are more elaborate and the comfort of passengers seems to be anticipated in every detail of arrangement. A notable feature is that the staterooms are all outside rooms, unusually large, well- lighted and exceptionally well ventilated. There are several bed room suites with private baths, although numerous public bath rooms and lavatories are conveniently located on each deck.
In the dining saloon, located forward on the main deck, utility and beauty of appointment are combined to the upmost degree. The white and gold of the ceiling and dome electroliers, the glistening table services, the glossy mahogany of the walls and furniture give the effect of the most luxurious metropolitan café. The room is pleasantly lighted and ventilated on three sides by windows through which the direct sunlight softly filters.
The social hall is one of richness and good taste. A piano shows off its white keyboard at one of the room. Writing desks await a fancy for correspondence and at one end are spread the bound issues of the latest magazines and periodicals.
It is but a step from the social hall to the promenade deck, which is attractively broad for a 'constitutional.' One of the features of the new steamer is the veranda café and smoking room astern, where tables and chairs look invitingly comfortable for an after dinner cigar under the influence of the open sea air.
On a practical note, all of her cabins were outside ones and the First Class dining, with 78 seats, featured single-sitting. First Class had 39 staterooms with two or three berths and including four suites with private bath. Third Class had 2-, 4-, 6- and 8-berth cabins.
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| First Class min. rate two-berth cabin. Credit: Björn Larsson collection |
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| Corner of the First Class Smoking Room. Credit: Björn Larsson collection |
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| The last of the Mallory liners, Henry R. Mallory leaves Newport News, Virginia for New York on 22 October 1916. Credit: Mariners' Museum. |
TEXAS MAIDEN
Henry R. Mallory left Newport News on 21 October and with President Raymond and other executives aboard, made her trial trip from Hampton Roads to Cape Hatteras and return. Running light with only fuel and water ballast and notwithstanding heavy seas and winds of almost hurricane strength, she reached a speed of 18 knots. She left Hampton Roads on 22 October at 7:39 p.m. and broke the record to New York, doing the passage in 15 hours and 51 minutes, averaging 17 knots.
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| First press announcement of Henry R. Mallory's maiden sailing from Galveston in the Fort Worth Star Telegram, 9 October 1916. |
At 1:00 p.m. on 25 October 1916 Henry R. Mallory sailed from New York on her maiden voyage to Galveston, "saluted by passing vessels all the way to Sandy Hook” (New York Tribune). Included in a full passenger list were two detachments of U.S. Army troops for Mexican border service, one company of 69 men for Laredo, and another company of 75 men for El Paso, in addition to which every cabin stateroom had been sold. She docked at Galveston’s Pier 23 on 2 November.
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| The New York Tribune, 17 October 1916 |
Her maiden northbound voyage commenced at 3:00 p.m. on 4 November 1916: "Flying all colors and answering innumerable salutes from both shores of Galveston bay, the new steamship Henry R. Mallory steamed majestically from this port Saturday under command of Captain Henry W. Barstow on the initial trip from Galveston, deeply laden with freight and carrying a full list of passengers." (Houston Post, 5 November). She called at Key West on the 7th, but grounded heavily on the shoal opposite the wharf and "in consequence of this mishap the owners have decided not to send her to that port again while present conditions continue." (Congressional Record, 1918)
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| A charming advertisement from the halcyon months before America and the new Henry R. Mallory went to war. Credit: The Brooklyn Daily Eagle, 27 December 1916. |
TEXAS TROOPER
By early 1917, the United States inched closer to war with Germany and preparations for it began in earnest. The Washington Post of 23 March documented 62 ships totalling 379,658 tons that could be requisitioned including Mallory’s Henry R. Mallory, San Jacinto, Concho, Sabine, Alamo and Comal.
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| By the time this advertisement appeared in the 23 June 1917 Fort Worth Star Telegram, Henry R. Mallory was in convoy in mid-Atlantic with the first American "doughboys" bound for France. |
Sailing from Galveston on 31 March 1917, Henry R. Mallory docked at New York on 6 April, the day the United States declared war on the Central Powers. She had completed only eight round voyages in peacetime, but made three more voyages before she was handed over to the U.S. Army on 24 May, one of the first three ships acquired and among an initial list of 14 vessels considered suitable for immediate conversion to troop transports or animal carriers.
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| Henry R. Mallory after her quick conversion to a troop transport with two "stern chaser" guns aft, extra crows nests but before the extra lifeboats and rafts were added. Credit: Stuart Smith, Ships Nostalgia. |
Of the initial ships, Henry R. Mallory was the most ideal for conversion given her limited passenger accommodation (which in fact remained largely intact and given to officers) and ample ‘tween decks which were ideal for conversion to troop carrying. She retained her original officers and crew augmented by a small U.S. Navy contingent of two officers, gun crews, quartermasters, signalmen, and wireless operators. Upon completion, she had a compliment of 199 officers and men and could carry as many as 2,000 troops. Her defensive armament comprised four 5-inch guns and two 1-pounder guns. In addition to two extra boats in davits added to her aft Boat Deck, she was festooned with life rafts, her masts topped and large circular crows nest observation posts added to each mast.
Even so, it was impossible to finish the conversion within the time originally allowed with the first convoy scheduled to sail from Hoboken for France on 10 June 1917… barely two weeks after the ships were requisitioned. Worse, most of the troops were efficiently deposited at Hoboken on schedule, those assigned to the Mallory found her still thronged with workers. As it was, the first convoy, composed of four groups of vessels, did not sail until the 14th. Henry R. Mallory was in the third group with San Jacinto and Finland. The intended destination, Brest, was changed to St. Nazaire after the first group fended off a submarine attack. Henry R. Mallory is credited with landing the first American troops in France when she arrived at St. Nazaire on 28 June 1917.
After sailing in three more convoys (sailing 31 July 1917, 8 September and 26 November) from Hoboken to Brest or St. Nazaire, Henry R. Mallory returned to her birthplace and was the first transport to sail from Newport News on 17 January 1918.
Her final voyage as an Army transport, from Hoboken on 14 March 1918, proved Henry R. Mallory’s most exciting for on the return passage with the transports Tendores and Mercury, the trio was attacked by a German submarine at 11:45 a.m. on 4 April. The ships took evasive action and avoided the torpedoes and none were hit. Henry R. Mallory arrived at Hoboken on the 13th.
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| One of a set of souvenir photo postcards sold aboard the transport U.S.S. Henry R. Mallory. Credit: Naval History & Heritage Command |
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| The Officers' Mess was almost entirely unchanged from its previous role as the First Class Dining Room. Credit: Naval History & Heritage Command |
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| The forecastle showing the extra liferafts carried. Credit: Naval History & Heritage Command |
The Navy requested that all transports be turned over to its control and manning after issues with training and discipline following the torpedoing of the Army transports Antilles and Finland. On 13 April 1918 the Mallory was consigned to the Navy and commissioned four days later as U.S.S. Henry R. Mallory. Her first voyage as such departed on the 23rd and she went on to make five more trips until the signing of the Armistice, carrying 9,756 troops altogether.
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| U.S.S. Henry R. Mallory at New York Navy Yard, 6 September 1918 in dazzle camouflage. Credit: Navsource.org |
Just as she was in the vanguard of bringing the first American doughboys to France, Henry R. Mallory was among the first to return the wounded and sick veterans. She sailed from Bordeaux on 8 December 1918 and landed 45 officers and 1,436 men at Hoboken on the 20th.
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| Henry R. Mallory at Bordeaux on 20 January 1919 ready to sail on her longest and most miserable trans-Atlantic crossing as a transport. Dire weather conditions and a detour to the Azores made it take 14 days to reach Hoboken. Credit: Navsource.org |
Henry R. Mallory left Bordeaux on 20 January 1919 and did not reach Hoboken until 4 February owing to bad weather. She even had to put into the Azores for water and supplies as she took a southern route to avoid even worse weather north.
Aged 71, Henry R. Mallory passed away in Winter Park, Florida on 4 March 1919, from heart disease. An era in American Merchant Marine history had ended, but his namesake ship continued to show the value of having one in the first place.
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| Photographed coming into Hoboken later in 1919, Henry R. Mallory has traded her dazzle paint for already weather beaten overall grey and lost her armament. Her U.S. ensign is... impressive. Credit: Mariners' Museum |
Henry R. Mallory docked at New York from Bordeaux on 1 May 1919. She returned to St. Nazaire whence her next two trips originated, arriving at New York on 28 May and 23 June respectively. Brest would be the port of embarkation for her remaining voyages, ending at Hoboken on 19 July, 8 and 30 August respectfully, landing 366 officers and 541 on the later which was Henry R. Mallory’s final transport crossing.
The ship completed seven round voyages from the Armistice to 1 October 1919 carrying 12,143 troops and 2,371 wounded. This was in addition to carrying 19,063 troops to France. In all, Henry R. Mallory transported 31,369 personnel.
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| Henry R. Mallory at New York in autumn 1919 after she was released from Navy service and starting her refit for post-war emigrant service. Note the extra lifeboats, life-rafts, large crow's nest and other naval equipment and fittings have been removed. Credit: Navsource.org |
TEXAS RANGER
Placed out of commission on 30 August 1919, Henry R. Mallory was released to her owners on 26 November after she was stripped of all her military equipment, one of the last three of some 690 ships requisitioned during the war.
Mallory Line resumed the New York-Galveston service with the sailing of Comal from New York on 21 November 1918 and she was joined by Concho on 16 May 1919. San Jacinto would undergo a major re-engining and rebuilding and Brazos had already been transferred within AGWI to Porto Rico Line. Clearly, Mallory’s interest in the post-war New York-Galveston passenger trade was on the wane and also evident in the lack of urgency to restore its flagship to the run.
Instead, Mallory capitalized on the need for immigrant tonnage from the Mediterranean with a ship ideally suited in her transport configuration. Thus began a bewildering period of ever changing routes, services and lines. No American liner served more varied owners in more roles than Henry R. Mallory from August 1919 to August 1921.
Beginning in October 1919, the ship was hastily refitted for emigrant service with berths for approximately 75 First Class and 1,200 steerage passengers at the Brooklyn yard of Morse Co. as well as Teitjen & Land Dry Dock facilities in Hoboken.
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| The Gazette (Montreal), 26 November 1919 |
On 26 November 1919 an advertisement appeared in The Gazette (Montreal) for a "Direct Sailing, Without Stop to Constanza (Romania) on the "Fast, Commodious, New American Steamer Henry R. Mallory from New York December 18, 1919" with Caldani & Rocca of Montreal as agents.
Then, on 16 December 1919 while alongside Pier 45 North River loading cargo and completing refitting, a fire broke out in a pile of straw mattresses in her after ‘tween deck. Capt. Barlow sounded the alarm and it took three fireboats and much land fire equipment to extinguish it and not before a fireman was injured and $25,000 in damage caused.
Repaired and four days late, Henry R. Mallory sailed from New York on 22 December 1919 with 58 First Class and 918 Third Class passengers and the sailing was credited to Transatlantica Italiana to Italian, Greek, Romanian and Turkish ports. But oddly, it was never advertised by the line.
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| The Daily News, 17 December 1919. |
Repaired and four days late, Henry R. Mallory sailed from New York on 22 December 1919 with 58 First Class and 918 Third Class passengers and the sailing was credited to Transatlantica Italiana to Italian, Greek, Romanian and Turkish ports. But oddly, it was never advertised by the line.
Her westbound crossing was indeed advertised by Transatlantica Italiana. This left Constantinople on 24 January 1920, called at Piraeus on 2 February, thence to Genoa, Naples (on 14 February she was the first American liner call there since the war) and Palermo on the 18th. Most of her 892 Third Class passengers were Italian-Americans who had been Italian Army Reservists and returned to Italy to serve during the War. She returned to New York on 3 March.
Her second voyage for Transatlantica Italiana commenced from New York on 17 March 1920 with 36 First Class and 836 Third Class passengers and she arrived at Genoa on 18 April via intermediate ports. She returned to New York on 9 May with 65 First Class and 1,006 Third Class. She seems have brought in more than passengers for on the 14th agents seized more than 3,000 bottles of contraband liquor secreted aboard her.
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| Non naturalized Italians living in America who were reservists in the Italian Army and returned to fight when Italy entered the First World War in 1915, returned in Henry R. Mallory's first westbound crossing. Credit: Chicago Tribune, 21 March 1920 |
Her second voyage for Transatlantica Italiana commenced from New York on 17 March 1920 with 36 First Class and 836 Third Class passengers and she arrived at Genoa on 18 April via intermediate ports. She returned to New York on 9 May with 65 First Class and 1,006 Third Class. She seems have brought in more than passengers for on the 14th agents seized more than 3,000 bottles of contraband liquor secreted aboard her.
Next on Henry R. Mallory’s post-war peregrinations was a charter to Munson Line whose New York-Eastern Cuba route was overwhelmed by a record Cuban sugar crop. She would ply between New York and Banes, a small port on island’s east coast. On 19 May 1920 she made her first sailing to Banes and departed there the 24th to return on the 30th. The last of four more voyages concluded at New York 6 July. On these, she carried no passengers.
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| New York Times, 12 September 1920. |
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| Brooklyn Daily Eagle, 2 November 1920 |
Henry R. Mallory sailed from Pier 13, East River, New York on 18 December 1920 for Havana, Vigo and Santander. Proceeding to Naples, she put into Gibraltar with “machinery problems” on 10 January 1921 but evidently repaired, arrived at Naples on the 17th. The Mallory returned to New York on 17 February 1921 with 48 First Class 925 Third Class passengers.
The ship embarked on yet another new duty going on Ward Line’s New York-Havana express service effective with her 15 March 1921 sailing. So employed for spring and summer, she departed Havana for the last time on 30 July and reached New York on 3 August. While so employed, she carried First and Third Class passengers only and her 'tween deck steerage berths removed.
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| The Evening Star (Washington), 14 February 1922 |
TEXAS RETURN
Henry R. Mallory was finally to return to the route she was designed for as Mallory Line flagship. But not until she had received a much needed refit. In August the Tietjen & Lang, Hoboken yard was awarded a $45,740 contract to rebuild her engine foundations, overhaul and reinstall her engines, install new auxiliary machinery, refurbish her accommodation and carry out renewal work on her hull. Sufficiently renewed to warrant a full set of engine and machinery trials upon leaving the shipyard on 25 September 1921, she docked at Mallory Line’s Pier 44 North River on the 29th. Her post-war accommodation was for 117 First Class and 70 Third Class.
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| Back on the Galveston run once more, Henry R. Mallory in New York Harbor. After the war, she kept the extra pair of boats and davits aft on Boat Deck dating from her transport days. Credit: Mariners' Museum. |
After almost five years away from her normal trade, Henry R. Mallory sailed from New York for Galveston under Capt. Barstow on 5 October 1921 with 107 passengers. Improvements to its port in 1919 put regular calls at Key West back on her post-war schedule and she called there on the evening of the 8th. She arrived at Galveston on the 11th and sailed northbound on the 15th.
Fifty New Jersey commuters who boarded the Central Railroad of N.J. Ferry Cranford and left Communipaw at 9:15 a.m. on 23 December 1921, bound for the Liberty Street slip in Manhattan, got more than they bargained for. In a dense fog off the Statue of Liberty, the inbound Henry R. Mallory with 60 passengers, barely moving, brushed the ferry on her portside with the overhang of her stern. It was enough to demolish 25 ft. of the ferry’s cabin and the two vessels remained impaled, the bulk of the Mallory pulling the ferry towards it in an increasing list.
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| A "brush" by the overhang of Henry R. Mallory's stern did this to the main cabin of the N.J. ferry Cranford. Credit: Daily News |
The 300 commuters aboard Cranford donned lifejackets, but 50 on out on deck fearing the increasing list and with the deck of the more substantial Mallory just three feet above that of the ferry, clambered aboard before the two vessels separated. The liner disappeared in the fog and with her stability restored and otherwise undamaged, Cranford proceeded to her Manhattan slip. Meanwhile, her 50 “survivors” found themselves stranded in dense fog on the Mallory, with steering gear disabled and screw fouled, adrift in the fog shrouded harbor. It took an hour for tugs to locate her and at 10:30 a.m. she anchored off the Statue of Liberty. A tug took off her 50 commuters and the liner was escorted to her berth by two tugs. Repaired, she sailed on her next voyage to Galveston on the 28th.
On 12 February 1922 the flagship came to the aid of Nueces which was adrift after damage to her steam pipes and Henry R. Mallory towed her into Key West before continuing to New York.
Clyde Line’s Lenape (b.1913/5,179 grt) showed her improved speed following conversion to oil burning when she and Henry R. Mallory left New York together for Jacksonville and Key West respectively, on 16 February 1927. Lenape pulled ahead during the 350-mile run to Cape Hatteras and opened up a five-mile lead. But generally, there was no faster coastal vessel on the Atlantic seaboard than Henry R. Mallory. On 18 June 1922 she breezed into Key West at 3:00 p.m. after a record run from New York. She had departed Manhattan shortly after noon on Wednesday and did the passage in 72 hours.
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| 'Twenties heyday with the completely rebuilt San Jacinto joining Henry R. Mallory, Concho and Comal on the service to "the Big Metropolis". Credit: El Paso Herald, 23 March 1923. |
The Roaring ‘Twenties were the last heyday of the American coastwise liner as Americans travelled as never before. The traditional charms of the American south were augmented by growth of resort hotels and golf courses while New York, then entering its own sophisticated heyday, attracted southerners in record numbers. Mallory offered a range of packages entailing out by ship and return by rail or vice versa with hotel accommodation included. San Jacinto resumed service in July 1922 after a $1 million transformation with largely new accommodation and new oil-burning machinery. This made four passenger ships on the New York-Galveston route: Henry R. Mallory, San Jacinto, Concho and Comal.
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| The Galveston Daily News of 18 February 1923 devoted most of a page to the duties of the steward department of Henry R. Mallory. |
During an inspection visit, the Vice President of Clyde Mallory Lines told reporters on 9 February 1923 that Mallory Lines "now has under consideration the installation of another steamer between Galveston and New York City.” “This new vessel“ he said, “will carry, both passengers and freight and be entered in the semi-weekly service, Galveston to New York City. The new ship will be of the class of the Henry R. Mallory. This is made necessary because of an increase in traffic. We expect a greater increase in travel out of Dallas this summer and are making necessary arrangements."
The southbound Henry R. Mallory made it only as far as the Statue of Liberty on 26 April 1923 with her 150 passengers when her engine room crew joined a nation-wide seamans strike. The ship anchored and the strikers were taken off and a replacement crew embarked and she continued her voyage.
In heavy seas on 17 January 1924, Henry R. Mallory succeeded in taking off the 20 officers and crew of the Danish freighter Normannia, disabled off the coast, 20 miles southeast of Frying Pan shoals, Charleston, S.C.
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| Credit: Pittsburgh Post Gazette, 12 October 1924. |
In October 1924, veteran Capt. H.W. Barstow made his final voyage commanding Henry R. Mallory before his retirement after 45 years at sea. He joined Mallory Line in 1889 as First Officer of San Marcos.
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| U.S. Army troops sailing aboard Henry R. Mallory from New York for Galveston in September 1925 for border duty along the Rio Grande. Credit: North Adams Transcript, 25 September 1925. |
On 24 October 1925 Henry R. Mallory arrived at Key West with the largest cargo brought to the port by a Mallory Line vessel… 350 tons. On 6 February 1926 she broke the record between New York and Key West, arriving more than six hours ahead of schedule.
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| Summer 1925 was the last to offer a choice of four steamers on the Galveston-New York run as Comal was retired from the fleet in October and the gradual run-down of the service began. Credit: El Paso Herald, 2 July 1925. |
There was no more talk of new passenger tonnage and the Texas coastal passenger service began its slow decline. Comal was sold in October 1925 and on 12 May 1926 it was announced that freight would no longer be carried to Key West by Henry R. Mallory, San Jacinto and Concho to reduce their time in port.
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| Mallory Line sailings (both passenger and freight) for June-July 1926 from the June 1926 issue of AGWI Steamship News. Credit: Mariners' Museum |
Another coastal liner “race” was in the offing on Independence Day 1926 when the Clyde liner Seneca, bound for Miami, and Henry R. Mallory for Galveston left New York same time on 31 June . They kept together most of the 1,000-mile passage although Seneca opened up a 22-mile lead at one point. "Fair weather aided to the match between the vessels, and passengers were given an interesting diversion by speculating on the outcome of the contest" (Miami Herald).
In May 1927 Concho was laid up in New York and scrapped the following year, leaving the New York-Galveston run to Henry R. Mallory and San Jacinto.
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| Mallory Lines advertisement in the El Paso Evening Post, 26 October 1928, the last year that the line was individually named. Starting the next year, it was "Clyde Mallory Lines". |
THE CLYDE-MALLORY ERA
In 1928, AGWI merged Clyde and Mallory Lines into the Clyde-Mallory Line adopting a new houseflag which incorporated the Mallory red star on Clyde’s white and blue bordered flag. Marketing under “Clyde-Mallory Lines” began in May 1929. The most significant result of the merger was an immediate and often bewildering sharing of ships and services not only of the Clyde and Mallory lines and their routes.
As early as June 1928, Henry R. Mallory was seconded to Clyde Line’s Jacksonville-New York route for two sailings on the 4th and 13th via Charleston.
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| The Clyde-Mallory Era begins and with it, Clyde Line's Algonquin and Mohawk start a new Galveston-Miami-New York in May 1929 running through the summer. Credit: El Paso Herald, 29 March 1929. |
The effects of the merger became readily apparent in 1929. On 7 April it was announced that Algonquin (b.1926/5,945 grt) and Mohawk (b.1926/5,896 grt, of Clyde Line’s ubiquitous “Ocean Chiefs” quartet, would go on a new weekly New York-Miami-Galveston run from 18 May-28 September.
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| Henry R. Mallory arriving at Jacksonville, 22 September 1929. Credit: Mariners' Museum |
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| Fort Worth Star Telegram, 16 October 1929. |
In October, the winter schedule for 1929-30 began with Henry R. Mallory replacing Algonquin and Mohawk on the New York-Miami-Galveston service. The ship became the longest ship to yet enter the Port of Miami on her maiden call there on 8 October with 64 aboard. She arrived at 2:00 p.m. with 64 passengers and sailed for Galveston at 4:40 p.m. with 86.
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| Miami News, 8 October 1929 |
Leaving New York on the evening of 19 October 1929, a ferryboat leaving a nearby slip compelled the pilot of Henry R. Mallory to swing his wheel, the vessel responded, but was swung by the tide and collided head on with a Pennsylvania Railroad lighter in the stream. The Mallory’s bow plates were buckled and loosened for about 20 feet on her starboardside above the water line. But after an initial survey, Capt. Johnston elected to continue the voyage. However, off the Delaware Capes the ship started shipping water and with reports of heavy weather further south, it was decided to abandon the voyage and she and her 90 passengers were back in New York on the 21st. After repairs, she sailed from New York on 2 November.
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| Henry R. Mallory in the Miami Herald, 27 October 1929. |
On 20 February 1930 the New York-bound Henry R. Mallory rescued a sailor clinging to wreckage off Dimon Shoals, Cape May. He was the sole survivor from the coal barge Carroll which broke away from the tug towing it from Norfolk to New York the previous week and foundered in a storm. The other two crew members were found frozen to death in a boat off Delaware Capes by a Coast Guard cutter.
Steaming out of Galveston Channel at 8:00 p.m. on 15 March 1930, Henry R. Mallory with 60 passengers aboard, went aground. After nine hours work, tugs pulled her free at 5:00 a.m. the following morning and undamaged, she continued her voyage.
The summer schedule for 1930 again had Algonquin and Mohawk on the New York-Miami-Galveston run and Henry R. Mallory on the Jacksonville-Charleston-New York service with Seminole and Cherokee.
Henry R. Mallory arrived New York on 29 October 1930 with six survivors of the 93 grt. steam yacht Barbados which sank off the Delaware Capes early Sunday 26th, five drowned. Their lifeboat was spotted on the 28th after it been adrift for 69 hours and three others had died in the boat and buried at sea.
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| The Tampa Times, 4 November 1930. |
From 6 December 1930, Henry R. Mallory and San Jacinto plied the New York-Miami-Galveston run.
The summer season started 2 May 1931 with Mohawk and Seminole on the New York-Miami-Galveston service replacing the Mallory which went on the Jacksonville-Charleston-New York from the 24th through 9 December. For winter 1931-32, however, when she resumed her New York-Galveston sailing, she continued to call en route at Charleston as well as Miami. Henry R. Mallory continued on this route up to 24 May 1932 when she resumed the Jacksonville and Charleston run.
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| Early 1930s postcard for the Henry R. Mallory. Credit: Author's collection |
On 16 September 1933 Clyde Mallory reported it had heard nothing from Henry R. Mallory which was expected to have docked at Charleston at 7:00 a.m. and surmised the hurricane raging off the Eastern Seaboard may have damaged her wireless equipment. After two worrying days, a message was finally received on the 18th that she was safe and 190 miles south of Scotland lightship off the Jersey coast and due to arrive at Charleston the following day. In the event, she did not dock there until the afternoon of the 20th "having conquered one of the worst hurricanes to sweep the Atlantic seaboard." (Daily Press, Norfolk), three and a half days late, with several of the 52 passengers bruised and cargo damaged by water.
"For 50 hours the Mallory was in the thick of the storm, beginning at 10 a.m. Friday (15th) off Cape Hatteras. Capt. E.E. Woods said he headed out to sea in an effort to escape the worst of the blow but failed. Only 20 miles offshore when the storm began, the ship was 300 miles at sea when steerage was regained. The radio antenna went out of order two hours after the storm struck and it was 48 hours before repairs were possible. Captain Woods said it was the worst storm he had ever seen in 38 years at sea." (Daily Press).
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| Henry R. Mallory, possibly at Miami in the 1930s. Credit: Mariners' Museum. |
On 28 July 1933 San Jacinto made her first sailing for AGWI’s Porto Rico Line from New York from New York to San Juan, leaving Henry R. Mallory as the sole remaining Mallory passenger ship still in the service of the company.
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| Postcard of Henry R. Mallory in the new AGWI funnel colors. Credit: Author's collection. |
There would soon be little to distinguish a Mallory ship from a Clyde liner. On 23 November 1933 it was announced that after 70 years, the Mallory red-white-blue house flag and funnel colors would be replaced on the ships’ next New York turnarounds. Instead of the red star on a black funnel, it would be a black stack with a broad white band bordered in blue with a red star in the center. The revised house flag would a red star on a white field banded in blue. Clyde Line adopted the same colors and flag. This was followed in early 1934 by the amalgamation of Clyde-Mallory and New York & Porto Rico Line to form Agwilines but the companies continued to trade under their original names.
For the first time in years, a Clyde Mallory vessel loaded cargo at Texas City on 12 January 1934. Henry R. Mallory arrived at Galveston in the morning and then shifted to Texas City to load several hundred bales of cotton (intended for Braxos whose voyage was cancelled owing to engine trouble).
On 1 July 1934 the ship returned to Key West to load a unique and rare cargo: 2,000 fish of 50 different species destined for the New York Aquarium.
Henry R. Mallory rescued three from their yacht Departure on 12 November 1934 after it struck unknown object off Cape Romain and came close to sinking with all three aboard. Second Office C.E. Flygare saw the distress light at 3:33 a.m., Capt. J.E. Wood ordered the Mallory about and brought her to the lee enabling the trio to get aboard by climbing the yacht's shrouds.
On 11 January 1935 the original Mallory houseflag was restored. In a ceremony at the New York office of C.D. Mallory & Co. and with her father and the entire shore staff looking on, Miss Barbara Sealy Mallory lowered the old flag and raised the revived the c. 1843 one.
In 1935, Henry R. Mallory called at Miami en route to and from Galveston from 27 April-25 May. Effective 16 June sailing from Jacksonville, the liner would have an orchestra “which will provided music for the entertainment of passengers, a feature of entertainment which it is felt will add materially to the pleasure of the company's patrons." Back on the summer Jacksonville-Charleston-New York run, she left Jacksonville on 2 June. Her final call there was on 22 September.
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| Henry R. Mallory as a freighter and still looking very smart. Note her lifeboats have been reduced to an emergency boat and one lifeboat on each side. Roger Scozzafava photograph, Author's collection. |
LONE STAR FREIGHTER
There was no official announcement, but Henry R. Mallory would not figure in the winter schedule as a passenger vessel. Her final sailing as such left New York, Pier 36 North River at 5:00 p.m. on 2 October 1935. She called at Miami on 4 and sailed to Galveston. Northbound she called at Miami on the 12th and arrived at New York on the 14th.
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| The last newspaper advertisement for Clyde-Mallory mentioning Henry R. Mallory in the Austin American Sun, 13 October 1935. |
Thus quietly ended Mallory Line’s 59 years in passenger shipping. On 2 November Algonquin arrived at Miami from New York to take up a new fortnightly New York-Miami-Galveston service.
With her passenger accommodation sealed off, Henry R. Mallory's design facilitated an easy conversion to a freighter. All but the first two pairs of lifeboats and davits were removed but she was otherwise unaltered in her new role.
On 19 October 1935 she sailed from New York and thereafter plied the Galveston via Charleston cargo route. Deviating from her usual run, she called at Miami from New York on 14 January 1936 and again on the 28th carrying cars, 95 in all on the last call. From there she proceeded to Galveston and took up her regular route.
"The Clyde Mallory freighter Henry R. Mallory slipped its moorings and barely managed to clear the docks as flames began to lick its sides," reported the Tampa Tribune 15 September 1936 the day after Pier 2 at Charleston was suddenly engulfed in flames just as the Mallory cleared the dock. Four tugboats and all of the city’s fire apparatus fought the blaze for four hours by which time the pier was totally destroyed at a cost of $500,000.
The ship was not so fortunate on 4 December 1937 when fire broke out in her no. 5 hold while she was alongside her North River pier. She had docked at 2:00 a.m. from Charleston and the fire broke out in bale of burlap sacking shortly after 9:00 a.m. and while extinguished in an hour, destroyed 30 bales of cotton valued at $1,000.
Mrs. Cora Pynchon Mallory, 83, widow of Henry R. Mallory and the ship’s Godmother, died at her home in Greenwich, Connecticut after a long illness on 21 January 1938.
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| Henry R. Mallory underway in New York Harbor as a freighter. Note that she has, in this early view still three lifeboats on each side but that those on her poop house have been removed. Credit: Mariners' Museum. |
After 47 years using the port as its Texas terminus, Clyde-Mallory Lines announced on 21 March 1940 transfer of operations from Galveston to Houston effective 29 May. Passenger ships would call en route at Miami and freighters at Charleston en route to/from New York with a five and a half day fast freight service by Henry R. Mallory, Braxos and Medina. The freighters would additionally serve Brownsville on a weekly basis starting with Henry R. Mallory on arriving on 19 May and sailing for New York on the 21st.
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| Her introduction to the Port of Brownsville afforded Henry R. Mallory the kind of publicity she knew when she was brand new, not as a 24-year-old freighter. Credit: Brownsville Herald, 11 June 1940. |
Now the Pride of Brownsville, Henry R. Mallory suddenly was afforded the sort of press coverage she enjoyed when new almost 24 years earlier. The Brownsville Herald of 10 June 1940 reported that the ship was preparing to sail from Brownsville with large cargo of citrus juice, citrus pulp, cotton linters to New York and Charleston, adding that "Fast and sleek looking with its large super-structure, the SS Henry R. Mallory has an average speed of 16 knots."
Rather prematurely as it proved, Clyde Mallory announced suspension of its Texas service on 17 December 1940. Ten days later it reversed the decision and announced additional sailings. Henry R. Mallory would sail from Brownsville on the 30th to New York and Boston. The final sailing would be by the Mallory on 20 January 1941 to New York. On 30 December, Henry R. Mallory docked at Brownsville with a general cargo and loaded 2,500 canned citrus juices, cotton and cotton meal for New York for which she sailed the following day. Following an 8 January 1941 meeting of the U.S. Maritime Commission, Clyde-Mallory extended the Texas service for another month.
In a true end of an era, the last Mallory liner, Henry R. Mallory arrived at a Texas port for the final time, docking at Brownsville at 8:30 a.m. on 10 February 1941 and sailed on the 13th. It was left to the Clyde-Mallory freighter Ozark to close out the service upon her departure from Brownsville on 21 February.
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| Henry R. Mallory in New York Harbor 7 April 1941 when sailing for Porto Rico Line March-August 1941. Note the revised funnel colors and the black hull paint now extends to her Shelter Deck. Credit: Mariners' Museum. |
After a single voyage from New York to Charleston and Jacksonville, AGWI reassigned Henry R. Mallory to its Porto Rico Line. In its funnel colors, she left New York on 8 March 1941 and arrived at San Juan on the 13th and stayed on the route until August.
On 12 June 1941 the U.S. Maritime Commission commandeered half of Clyde-Mallory Line’s tonnage for emergency purposes. And on its account, Henry R. Mallory sailed from Hoboken on 6 August 1941 for Baltimore, Trinidad (arriving 16), Para (20th) and Brazilian ports. From 1 October-13 November she made another trip to Rio. Her final peacetime voyage got underway from New York on the 21st, again to Rio and her last recorded landfall before the outbreak of war was Trinidad on the 28th.
Henry R. Mallory continued to be operated by AGWI on behalf of the Maritime Commission until early summer 1942.
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| U.S.A.T. Henry R. Mallory again in the service of her country. Credit: http://navylog.navymemorial.org/henry-r-mallory |
TEXAS TROOPER & TRAGEDY
In summer 1942, Henry R. Mallory was assigned to the U.S. Army Transport Service although still retaining her Merchant Marine crew. With a listed capacity of 404 passengers, her role was more of a general use supply, mail and military personnel carrier than a full-fledged troop transport. Although she retained her Merchant Marine crew and officers, she carried a U.S. Navy Armed Guard detachment to man her defensive armament comprising 1×4-inch guns, 2×3-inch guns and 8×20 mm AA guns.
In the early stages of World War II for the United States, the War Shipping Administration requisitioned Henry R. Mallory for use as a civilian-manned troopship in July 1942. Remaining under the operation of her owners, Agwilines, Inc., she began operation on U.S. Army schedules in July 1942, when she sailed from New York to Belfast. After her return to New York in August, she made way to Boston from whence she sailed to Saint John, Wabana, Newfoundland; Sydney, Nova Scotia; and Halifax, before returning to New York in October. On 17 November she sailed to Iceland from Boston and returned late the next month.
Henry R. Mallory departed New York as a part of Convoy SC-118 headed for Liverpool via Halifax on 24 January 1943. Her compliment comprised Capt. Horace Rudolph Weaver (his first voyage as master), nine 9 officers, 68 crew and 34 United States Navy Armed Guard. She carried 383 passengers: two civilians, 136 U.S. Army, 72 U.S. Marine Corps, and 173 U.S. Navy personnel. Navy. In her holds were a cargo of trucks, tanks, clothing, food, cigarettes and 610 bags of mail.
As the convoy, which consisted of 61 ships and eight escorts, sailed near Iceland, a "wolf pack" of U-Boats attacked the convoy repeatedly over a four-day period. Some 20 U-boats participated, ultimately sinking 11 Allied ships, including Henry R. Mallory; three U-boats were lost.
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| Unlike her World War One days, there are few photos of Henry R. Mallory during her tragically short career as a troop transport. Here, freshly converted for the role, she is at New York. Credit: navsource.com |
Henry R. Mallory departed New York as a part of Convoy SC-118 headed for Liverpool via Halifax on 24 January 1943. Her compliment comprised Capt. Horace Rudolph Weaver (his first voyage as master), nine 9 officers, 68 crew and 34 United States Navy Armed Guard. She carried 383 passengers: two civilians, 136 U.S. Army, 72 U.S. Marine Corps, and 173 U.S. Navy personnel. Navy. In her holds were a cargo of trucks, tanks, clothing, food, cigarettes and 610 bags of mail.
As the convoy, which consisted of 61 ships and eight escorts, sailed near Iceland, a "wolf pack" of U-Boats attacked the convoy repeatedly over a four-day period. Some 20 U-boats participated, ultimately sinking 11 Allied ships, including Henry R. Mallory; three U-boats were lost.
On 7 February 1943 at 6:59 a.m. steaming in station 33 of the convoy, Henry R. Mallory was hit by one torpedo launched from U-402 around 600 nautical miles (1,100 km) south-southwest of Iceland. The torpedo struck the starboard side at the no. 3 hold with devastating effect, damaging the main steam line, destroying the oil pump and gauges and blowing off the no. 4 hatch cover. Settling quickly by the stern and gradually listing to port, she would sink 30 minutes after being hit.
The weather conditions were very poor with frigid temperatures, rough seas and snow squalls. Of the ship's 10 lifeboats, two had been wrecked when the remains of the no. 4 hatch cover fell on them, a third was stuck in its davits and two capsized upon entering the rough seas. In the end, only three boats, dangerously overloaded with 175 survivors cleared the vessel. Many of the life rafts, secured with one-inch line, could not be cut or released in time, those that could be launched were the only hope for the remaining survivors who leapt into the frigid water and swam for them. Many who did, perished in the cold before they could be rescued and survival depended largely on adequate warm clothing.
Worse, none of the convoy's remaining ships or escorts were aware of the Mallory's sinking. The destroyer U.S.S Schenck (DD-159) was searching for survivors of the earlier torpedoed (also by U-402) Toward and saw lights, but was denied permission to investigate further. Only when the U.S. Coast Guard cutter Bibb (WPG-31), Cmdr. Roy L. Raney, chanced on one of her lifeboats some four hours later was the fate of Henry R. Mallory known. Bibb rescued 205 men, three of whom later died. Another Coast Guard cutter, Ingham (WPG-35), rescued a further 22, two of whom two died shortly afterwards. The rescue of the survivors, under the worst possible conditions and at the last moments of endurance, upheld the greatest traditions of the United States Coast Guard. Among the 272 dead was the ship's master, 48 crewmen, 15 armed guards, and 208 passengers. "Rickey", the Mallory's dog mascot, was saved.
The U.S. Navy tersely announced on 22 February 1943 that two ships, unnamed, had been lost in the North Atlantic "with heavy loss of life," but no other information was forthcoming. Only on 6 November 1944 when the War Shipping Administration authorized a payment of $428,333 to Agwilines to compensate for the loss of Henry R. Mallory were the first details of the sinking released to the public.
Henry R. Mallory and her eternal compliment of 272 lie at 55° 18'N, 26° 29'W, reminding of the value and sacrifice of the United States Merchant Marine in both world wars and of a stalwart servant of American coastal commerce.
The weather conditions were very poor with frigid temperatures, rough seas and snow squalls. Of the ship's 10 lifeboats, two had been wrecked when the remains of the no. 4 hatch cover fell on them, a third was stuck in its davits and two capsized upon entering the rough seas. In the end, only three boats, dangerously overloaded with 175 survivors cleared the vessel. Many of the life rafts, secured with one-inch line, could not be cut or released in time, those that could be launched were the only hope for the remaining survivors who leapt into the frigid water and swam for them. Many who did, perished in the cold before they could be rescued and survival depended largely on adequate warm clothing.
Worse, none of the convoy's remaining ships or escorts were aware of the Mallory's sinking. The destroyer U.S.S Schenck (DD-159) was searching for survivors of the earlier torpedoed (also by U-402) Toward and saw lights, but was denied permission to investigate further. Only when the U.S. Coast Guard cutter Bibb (WPG-31), Cmdr. Roy L. Raney, chanced on one of her lifeboats some four hours later was the fate of Henry R. Mallory known. Bibb rescued 205 men, three of whom later died. Another Coast Guard cutter, Ingham (WPG-35), rescued a further 22, two of whom two died shortly afterwards. The rescue of the survivors, under the worst possible conditions and at the last moments of endurance, upheld the greatest traditions of the United States Coast Guard. Among the 272 dead was the ship's master, 48 crewmen, 15 armed guards, and 208 passengers. "Rickey", the Mallory's dog mascot, was saved.
The U.S. Navy tersely announced on 22 February 1943 that two ships, unnamed, had been lost in the North Atlantic "with heavy loss of life," but no other information was forthcoming. Only on 6 November 1944 when the War Shipping Administration authorized a payment of $428,333 to Agwilines to compensate for the loss of Henry R. Mallory were the first details of the sinking released to the public.
Henry R. Mallory and her eternal compliment of 272 lie at 55° 18'N, 26° 29'W, reminding of the value and sacrifice of the United States Merchant Marine in both world wars and of a stalwart servant of American coastal commerce.
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| Frozen in time: the June 1918 cover of AGWI Steamship News has Henry R. Mallory forever in warm Gulf waters, fringed by tropic foliage and steaming into the safe harbor of a lost era. Credit: (in case you missed it!) Mariners' Museum. |
s.s. HENRY R. MALLORY
Built by Newport News Shipbuilding & Dry Dock Co., Newport News, Virginia. Yard no. 193
Gross tonnage 6,063
Length: (o.a.) 440 ft.
(b.p.) 424 ft.
Beam: 55 ft
Machinery: one triple expansion reciprocating steam engine with 29" 39" and 84" dia. cylinders and 54" stroke. 4,100 shp. Four oil-burning Scotch boilers 200 psi. Single screw.
Speed: 14 knots service
18 knots trials
Passengers
1916-1917 80 First Class 100 Third Class
1917-1919 2,000 troops
1919-1921 75 First Class 1,200 Third Class
1921-1935 117 First Class 70 Third Class
1935-1942 none
1942-1943 404 troops
Officers & Crew
peacetime 108
freighter 77
wartime 199
BIBLIOGRAPHY
Dictionary of American Fighting Ships
The Real Cruel Sea: The Merchant Navy in the Battle of the Atlantic, 1939-1943, Richard Woodman
AGWI Steamship News
Marine Engineering
Marine Engineering
Marine Review
The Marine Journal
The Nautical Gazette
Brownsville Herald
El Paso Herald
Fort Worth Star Telegram
Galveston Daily News
El Paso Herald
Fort Worth Star Telegram
Galveston Daily News
Houston Post
Miami Herald
Miami News
Newport News Daily Press
Miami Herald
Miami News
Newport News Daily Press
New York Herald
New York Tribune
The Daily News (New York)
http://www.timetableimages.com
https://uboat.net/allies/merchants/ship/2634.html
http://freepages.rootsweb.com/~cacunithistories/military/hr_mallory.htm
http://www.navsource.org/archives
https://www.mysticseaport.org/
https://www.marinersmuseum.org/
http://freepages.rootsweb.com/~cacunithistories/military/hr_mallory.htm
http://www.navsource.org/archives
https://www.mysticseaport.org/
https://www.marinersmuseum.org/
© Peter C. Kohler
