 Washingtonian in port, about 1914 | |
| History | |
|---|---|
 | |
| Name | Washingtonian |
| Owner | American-Hawaiian Steamship Company |
| Ordered | September 1911[2] |
| Builder | |
| Yard number | 131[3] |
| Launched | 11 October 1913[4] |
| Completed | 16 January 1914[3] |
| Identification |
|
| Fate | Sunk in collision, 26 January 1915 |
| General characteristics | |
| Type | refrigerated cargo ship |
| Tonnage | 6,650 GRT, 4,064 NRT[5]10,250 LT DWT[1] |
| Length | 407.7 ft (124.3 m)[5] (LPP) |
| Beam | 43.7 ft (13.3 m)[5] |
| Depth | 36.1 ft (11.0 m)[5] |
| Installed power | 704NHP[5] |
| Propulsion |
|
| Speed | 12.5 knots (23 km/h)[4] |
| Capacity | 490,858 cubic feet (13,900 m3)[1] |
| Crew | 40[7] |
| Notes | Sister ships:Minnesotan,Dakotan,Montanan,Pennsylvanian,Panaman,Iowan,Ohioan[3] |
SSWashingtonian was arefrigerated cargo shiplaunched in 1913 by theMaryland Steel ofSparrows Point, Maryland, nearBaltimore, as one of eightsister ships for theAmerican-Hawaiian Steamship Company. When completed, she was the largest cargo ship in the US registry. During theUnited States occupation of Veracruz in April 1914,Washingtonian waschartered by theUnited States Department of the Navy for service as a non-commissioned refrigerated supply ship for the US fleet stationed off the Mexican coast.
In January 1915, after a little more than one year of service,Washingtonian collided with theschoonerElizabeth Palmer off theDelaware coast and sank in ten minutes with the loss of her $1,000,000 cargo of 10,000 long tons (10,200 t) of rawHawaiiansugar. In the days afterWashingtonian's sinking, the price of sugar in the United States increased almost nine percent, partly attributed to the loss ofWashingtonian's cargo. Lying under about 100 feet (30 m) of water,Washingtonian's wreck is one of the most popular recreational dive sites on theeastern seaboard.
In November 1911, theAmerican-Hawaiian Steamship Company placed an order with theMaryland Steel Company ofSparrows Point, Maryland, for two newcargo ships —Panaman andWashingtonian.[Note 1] The contract cost of the ships was set at the construction cost plus an eight percent profit for Maryland Steel, but capped at a maximum cost of $640,000 each. The construction was financed by Maryland Steel with a credit plan that called for a five percent down payment in cash and nine monthly installments for the balance. The deal had provisions that allowed some of the nine installments to be converted into longer-term notes or mortgages. The final cost ofWashingtonian, including financing costs, was $71.49 perdeadweight ton, which totaled just under $733,000.[2]
Washingtonian (Maryland Steel yard no. 131)[3] was the second ship built under the contract. Herbetween perpendiculars was 407.7 ft (124.3 m), herbeam was 43.7 ft (13.3 m), and her depth was 36.1 ft (11.0 m).[5] Hertonnages were 6,650 GRT, 4,064 NRT,[5] and 10,250 LT DWT.[1] When completed, she was the largest ship on the US merchant register.[8]
Washingtonian had a singlescrew, driven by aquadruple-expansion steam engine that was rated at 704NHP[5] and gave her a speed of 12.5 knots (23 km/h).[4][6] She had oil-firedboilers. Her cargo holds had a storage capacity of 490,858 cubic feet (13,900 m3),[1] and were refrigerated for her to carry perishable products from the West Coast to the East Coast, such asPacific Northwest salmon or fresh produce fromSouthern California farms.[8][9]
WhenWashingtonian began sailing for American-Hawaiian, the company shipped cargo from East Coast ports via the Tehuantepec Route to West Coast ports andHawaii, and vice versa. Shipments on the Tehuantepec Route arrived at Mexican ports—Salina Cruz, Oaxaca, for eastbound cargo, andCoatzacoalcos,Veracruz, for westbound cargo—and traversed theIsthmus of Tehuantepec on theTehuantepec National Railway.[10] Eastbound shipments were primarily sugar and pineapple fromHawaii, while westbound cargoes were more general in nature.[11]Washingtonian sailed in this service, but it is not known whether she sailed on the east or west side ofNorth America.[12]After theUnited States occupation of Veracruz on 21 April 1914 (which took place while six American-Hawaiian line ships were being held in various Mexican ports), theHuerta-led Mexican government closed the Tehuantepec National Railway to American shipping. This loss of access (thePanama Canal was not yet open until later that year) caused American-Hawaiian to return to its historic route of sailing aroundSouth America via theStrait of Magellan in late April.[13] During the US occupation, theWashingtonian was chartered by theUS Navy Department to serve as a non-commissioned refrigerator and supply ship for the US naval fleet off Mexico. She was outfitted for her first voyage at theNew York Navy Yard and sailed with 500,000 pounds (230,000 kg) of fresh meat for theUnited States Navy and theUS Army.[14][15]Washingtonian sailed in a rotation with the commissioned Navystores shipsUSS Culgoa andUSS Celtic.[15]
With the official opening of thePanama Canal on 15 August 1914, American-Hawaiian line ships switched to taking the isthmus canal route.[13] In late August, American-Hawaiian announced that theWashingtonian—her Navy charter ended by this time—would sail on aSan Francisco – Panama Canal –Boston route, sailing opposite vesselsMexican,Honolulan, and sister shipPennsylvanian.[16]
Washingtonian sailed fromLos Angeles in early October with a load ofCalifornia products—including canned and dried fruits, beans, and wine—forNew York City andBoston.[9] After delivering that load,Washingtonian then headed forHonolulu, Hawaii, to take on a 10,000-long-ton (10,000 t) load of raw sugar valued at about $1,000,000. Departing Honolulu on 20 December,Washingtonian arrived atBalboa on 17 January 1915 and transited the Panama Canal. Sailing fromCristóbal on the eastern end two days later, she headed for theDelaware Breakwater en route toPhiladelphia.[7]
At 3:30 a.m. on 26 January, some 20 nautical miles (37 km) fromFenwick Island, Delaware, the AmericanschoonerElizabeth Palmer[Note 2] was under full sail at 8 knots (15 km/h) on asouthwest by south course.Elizabeth Palmer's captain saw a large steam vessel,Washingtonian, on an apparent collision course ahead, but did not change course since navigational rules require steam-powered vessels to yield to vessels under sail power. The captain ofWashingtonian, two quartermasters, and a seaman were all on watch and sawElizabeth Palmer, but misjudged the schooner's rapid pace. WhenWashingtonian, underway at 12 knots (22 km/h), did not change course or speed,Elizabeth Palmer collided with the starboard side of the steamer, leaving a large hole that sankWashingtonian ten minutes later. Less than a mile (2 km) away,Elizabeth Palmer, with herjib boom and the top of herforemast stripped away by the impact, began taking on water through her split seams. When it became apparent that the big schooner would sink, her captain ordered her abandonment, and she slowly settled and went down about an hour after the collision.[17] AfterWashingtonian's crew abandoned ship, one crewman, a water tender, was found to be missing and was presumed drowned.[7]Washingtonian's 39 survivors and all 13 crew members fromElizabeth Palmer were picked up about an hour after the collision by the passenger linerHamilton of the Old Dominion Line, which arrived at New York the next day.[8]
The collision had repercussions for American-Hawaiian and the world sugar market. The financial impact of the collision on American-Hawaiian, estimated at $2,000,000, was devastating.[18][Note 3] Contemporary news reports inThe New York Times andThe Wall Street Journal both told of the collision's impact on the sugar market. Claus A. Spreckels, president of Federal Sugar Refining, noted that the loss of even such a large cargo would not normally have much effect on the sugar market. However, weather inCuba, then the largest supplier of sugar for the United States, had reduced that island nation's crop by more than 200,000 tons. Further affecting the situation was World War I, then ongoing in Europe,[Note 4] which had reduced the tonnage of shipping available to transport commodities like sugar.[8][19] With all of these factors, the asking price for sugarfutures contracts for February 1915 delivery was 2.90 cents per pound (6.39 cents per kg) a week beforeWashingtonian's sinking,[20] but had risen to 3.16 cents per pound (6.96 cents per kg) the day after the sinking.[21]
Washingtonian's wreck, a skeletal framework ofhull plates andbulkheads, lies upside down in about 100 feet (30 m) of water,[22] and is one of the most-visited wreck sites along the eastern seaboard.[23][Note 5] A popular night dive,Washingtonian's wreck is also a favorite with sport divers catchinglobster.[24]
Shipwrecks and maritime incidents in January 1915 | |
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| Shipwrecks |
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| Other incidents |
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38°27′28″N74°40′34″W / 38.45778°N 74.67611°W /38.45778; -74.67611
