The Sinking of RMS Leinster

The Sinking of the Leinster

Commander Michael Giorgino, USS John F. Kennedy, presents (July 2nd, 1996) Philip Smyly of the Maritime Museum, Dun Laoghaire, with an eye-witness account of the sinking of mail steamer ‘Leinster’ in October 1918 - just before the end of WWI. Behind is a scale model of the ship.

Over 400 people died when the ship was sunk by a German U-Boat – the greatest maritime disaster in Irish waters.

Among the approximately 200 survivors of the tragedy was Chief Special Mechanic J. D. Mason, a U.S. Navy Petty Officer stationed at Base Number Six, the American naval torpedo repair facility at Haulbowline, Co. Cork.

During World War One the U.S. Navy had established destroyer and seaplane bases along the Irish coasts at Wexford, Cobh, Bantry and Lough Foyle as part of the campaign against German submarines. Thousands of American sailors and naval aviation personnel were stationed here.

At one time there were 45 US destroyers stationed in Co. Cork, together with 28 flying boats around the coast.

Mason, a senior and experienced seaman, wrote a detailed report to his commanding officer on the sinking and the rescue efforts that followed.

Although survivor accounts of the sinking appeared in the press immediately after the disaster, newspapers of the time were under strict censorship. CSM Mason’s report represents one of few contemporary survivor accounts of the “Leinster” sinking which was not subject to censorship.

FULL TEXT

U.S Naval Forces operating in European Water, Destroyer Flotillas, Torpedo Station.

Base Six.

12 October, 1918.

From: J.D. Mason, Chief Special Mechanic, U.S.N.

To: Officer in Charge.

Subject: Report of sinking of S.S. Leinster.

I took passage, going on leave, on the S.S. Leinster leaving Kingstown, Ireland, sailing about 9.00a.m.

At about an hour cut from Kingstown I was sitting on the starboard side aft when I heard one of the soldiers shout*: *“A torpedo”.

Immediately afterwards a shock shook the vessel, of a torpedo which apparently hit the vessel in the vicinity of the mail which was blown out.

I proceeded to the top of the after upper deck with about a dozen men, one of whom kept the remainder from rushing up. This man was one of the ship’s crew apparently stationed at the ladder for this purpose.

We hoisted out two boats on the portside, both of which were just reaching the water with the regular crews in them when I saw the second torpedo coming directly for the starboard side.

This torpedo hit about amidships, in the vicinity of the boilers, which apparently exploded, even though I noticed that the boilers were being blown down through the safety valves from the time the first torpedo hit.

The second torpedo and boiler explosion produced an enormous amount of wreckage which fell so thickly in clouds together with steam and debris, that it was difficult to see anything at all.

It was impossible to control the people after the second torpedo hit and there was a rush for the boats and rafts. The ship listed to port and went down by the bow. I left the upper deck and lowered myself over the stern with a rope.

I swam to a hatch and then to a raft. I looked back and saw the ship sink. At the time there were not more than four or five lifeboats right side up in the water and I believe all of them must have capsized.

There were at least a dozen rafts which floated clear but it was very rough and very difficult to stay on the rafts or to hold on when they became crowded. I tried three different rafts, staying on the last one until taken off by the ML 154.

As I went up to the third raft Captain Cone was holding on and in reply to my question as to how he was doing he told me both his legs were broken. The Captain, two U.S. Naval enlisted men, (I think Aviation Quartermasters , one civilian and myself wore the only ones holding on to this raft.

The raft capsized twice and the sea was so high that we could do nothing but hold on to it and pieces of pausing wreckage in an effort to hold the raft steady. I was in the water holding on to this raft about an hour and I would estimate that we were not picked up until two hours from the time ship was torpedoed.

There was considerable difficulty getting the Captain aboard the motor launch, each of us in turn trying to hold him up. Finally one of the crew jumped overboard and made a line fast to him and he was hoisted aboard. The Captain, officers and crew of the ML 154 treated us with great consideration and did everything possible for us which could be done.

This little boat with only half the crew on board picked up altogether twelve or fourteen and by promptly leaving the scene when no more people were alive could be found undoubtedly saved those that they had rescued who were the most seriously injured and exhausted.

The crew of this boat deserve great credit for gallant and untiring action and for the apparently excellent condition of their machinery when run at utmost speed. Fortunately the ML 154 had some whiskey aboard which, in the absence of medical attendance, under the conditions was very much appreciated. Captain Cone was so exhausted that he could not drink but when his lips were moistened with a little whiskey his condition was perceptibly improved.

I know that there were at least three other U.S. Naval men on board, one Chief Petty Officer, whom I saw in the distance and two enlisted men who were shipping over and had gone on thirty days leave. These two men were from the UTAH and I saw thorn on a raft afterwards but do not know whether they were saved. There were also several American soldiers on the ship, three or four of which I believe were saved, possibly more.
When the torpedo hit I do not think there were any ships in sight but the smoke of the mall steamer, which we had passed, was on the horizon astern. A British destroyer was the first to reach the scene followed shortly after by other destroyers, motor launches and trawlers.
Lieutenant E. Unwin of the ML 154, who was at the wheel and to my mind handled the little boat excellently, took me up to his house after landing at Kingstown and was extremely generous and considerate in his treatment. The entire part taken by the ML 154 during this accident cannot be too highly praised.

James B. Mason.

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