SS Justicia and Her Last Stand
JUSTICIA and Her Last Stand
As time goes on and when this document becomes more wide-known there is a chance that new information on the ship may surface however until then this is the most complete collection of information, there were some details that were left out as they weren’t as significant to the story than other details.
This document was put together by
Watanabe Yumi
Background
The IMMC, or the International Mercantile Marine Company, was established in the late 1890s and early 1900s as a consortium of shipping companies that included the American Line, Red Star Line, and International Navigation Company. Soon after, the Atlantic Transport Line joined the group. In 1902, the prestigious White Star Line also became a member, quickly becoming a favorite among the other companies. Additionally, the Dutch-founded Holland America Line placed a significant portion of its assets under the IMMC umbrella.
In 1906, the Cunard Line launched its impressive new Lusitania-class ships, which were the largest, fastest, and most luxurious ships of their time. The International Mercantile Marine Company (IMMC) felt envious of a rival company building such magnificent superliners and desired to respond in kind. They turned to the White Star Line and offered to fund a project for a new class of ships that would be in direct competition with the Cunard liners. The design for the Olympic class was quickly drawn up, and orders were placed shortly after the Lusitania class entered service.
When the Olympic made her debut in 1911, companies across the IMMC were impressed by such a ship, as was the rest of the world. In March 1912, Holland America, inspired by the new ship, placed an order for the largest ship in the Low Countries. Similarly, the Red Star Line, a Belgian company, placed an order for a ship of their own, which would be a fair competitor to the Dutch vessel. Johann Georg Reuchlin, the CEO of HAL, was so impressed by the Olympic class that he decided to board the second ship in the series, the Titanic, to take note of the ship’s design and use it to influence his new order.
Tragically, on her maiden voyage, the Titanic sank, and among the nearly 1,500 fatalities was Johann G. Reuchlin. The disaster prompted the enactment of new safety regulations and the modification of ships under construction. These regulations also affected the Dutch ship, known as yard 436, which underwent a redesign of its safety systems. This included the installation of new fire safety measures, larger bulkheads, a significantly increased number of lifeboats, and a more reinforced structure.
On July 11, 1912, the keel for yard 436 was laid down on the same slipway that the Titanic was built and launched from just a year prior. This new ship was designed to be a luxury liner and the largest in the Holland America Line fleet, surpassing the Rotterdam, launched in 1908 at 24,149GRT. The new ship would have a GRT of 32,120, comparable to ships like the Cunarder Mauretania, and would have the capacity to accommodate 3,430 passengers, divided into three separate classes.
Constructing a Giant
In the summer of 1912, a new ship for Holland America Line was laid down on the very slipway that the Titanic, the most infamous shipwreck in history, was built on. The build, designated as yard No.436, began construction on July 11th with the keel and keel blocks being the first components to be put in place.
The construction of a ship is a complex process, and the placement of the tank top may seem like a small detail, but it is critical for the support and weight distribution of the ship's structure. The tank top, which forms the lowest part of the hull, provides a base for the ship's framing, which gives the vessel its shape and strength.
As we delve into the construction of this legendary vessel, we cannot overlook the most critical stage of her birth - framing. This process involved the careful placement of steel beams to support the ship's structure and shape her hull. By June of 1913, the midsection of the ship was already framed and partially plated, with the bow and stern awaiting their turn.
Months passed, the ship began to take shape at a rapid pace. By early October, the framing was complete, and the plating had commenced. It was a pivotal moment in the construction of this giant. By the spring of 1914, her outer hull was fully plated, and it was time to turn our attention to the engine room.
In April of that year, construction of the ship's two triple expansion engines had begun, and the turbine and the 12 boilers were nearing completion by late May. By June, the ship's propellers had already begun to take shape, solidifying the notion that the ship was well on her way to becoming a colossal ocean liner.
In May of 1914, the construction of the ship's main hull was finally completed, marking a momentous occasion in the ship's history. The rudder was firmly in place, all the portholes had been expertly cut out, and the interiors were fully laid out, ready to be furnished with the most exquisite decor. However, despite these remarkable achievements, the ship remained nothing more than a black steel hull, patiently awaiting the magnificent colors that would adorn her for Holland America.
The completion of the hull signaled the beginning of the superstructure construction, which would truly give her a unique appearance. With only two months remaining, workers toiled tirelessly to erect the superstructure, and as it began to take shape, her stunning colors shone through. The ship's hull was graced with a golden sheer line, and her draft was painted in the traditional red color. The superstructure, coated in a brilliant white color, rose high into the sky, creating a breathtaking contrast with the hull that left her builders in awe.
In preparation for her long-awaited launching ceremony, a bottle of champagne was carefully chosen, and a christening platform was erected at the tip of the ship's stem. She shone like a beacon through the steel frames of her slipway as the day approached. As launch day dawned, a slight mist descended, but it did little to dampen the excitement of the occasion. Around two dozen people climbed the platform and were greeted by the colossal steel ship that would be known as the Statendam.
As everyone braced themselves for the smashing of the bottle against her hull, the ship began her descent down the slipway. With her stern piercing the water, the ship quickly picked up speed, and onlookers and workers cheered as the Statendam floated for the first time. It was a truly momentous occasion that would be etched in the memories of all those who witnessed it.
The majestic Statendam, now afloat, was turned around by tugs and moored alongside a berth where she would sit for the next year while being fitted out. By the beginning of August, all of her components were completed, and her boilers were brought out and lifted into the ship via a large crane. Her fore and main masts were soon erected, followed by the component that would transform the Statendam from a floating hulk to a ship: her propulsion system, which took over two months to install. This time of tranquility and smooth scheduling was to be interrupted by a shocking conflict. On July 28th, 1914, war was declared in Europe, which quickly escalated into a global conflict. Nevertheless, the outfitting of the Statendam continued.
On September 24th, 1914, the ship's second funnel was installed, providing the ship with her voice: a pair of steam whistles, one large and one small, that would give her a charming blow as she left and entered ports. However, by late September of that same year, fearing that the ship could be sunk if delivered to the Netherlands, Holland America requested that the fitting out of her commercial features be stopped, and that she be immediately laid up once the machinery components were installed.
Statendam’s Layout
First-class accommodations on the ship were designed to offer luxurious and expansive interiors. On the promenade deck, passengers could enjoy the comforts of a verandah café, smoking room, library, and the grandest public room available, the winter garden, which doubled as a lounge. The majority of first-class cabins were located on A deck and B deck, with a select few on C deck. The main dining hall, which spanned nearly 1/7th of the ship's length, was located on C deck as well. In addition to these opulent amenities, first-class passengers also had access to their own private courtroom on C deck and a gymnasium located on the boat deck.
The second-class accommodations, while more modest in scale, were located in a prime position just aft of the first-class areas. The smoking saloon could be found on A deck, with the reading room located just below on B deck, while the cabins and dining saloon were situated on C deck. In contrast to the first-class experience, lavatories were not a private amenity for second-class passengers, and public facilities were located on C and D decks. However, the second-class passengers were afforded the luxury of a barber shop, a second library shared between first and second class, and even a dance saloon.
The third class was the most extensive but least opulent class, offering the most economical fare aboard the ship. Its dining hall was situated two decks below first class on E deck, and it was the longest room for passengers on the ship. A large washroom adjacent to the dining hall on D deck was available to the third-class passengers, which was one of only two washrooms accessible to them aboard the ship, making it a somewhat uncomfortable situation.
The primary third-class promenade was located aft on C deck, which covered one-sixth of the ship's length, and they also had access to deck space near the bow on B deck. However, other than a smoking room on C deck and ample deck space, there were few amenities offered to the lower-class passengers. The cabins for third-class passengers were generally located on E and F decks, but they would have difficulty sleeping due to the engines running constantly just below their cabins for the entire 10-day voyage.
The stewards on board the ship served as passengers' attendants, but they had only basic accommodations. The majority of the stewards resided in quarters located near the stern of the ship, close to the steering gear that controlled the ship's massive 100-ton rudder. Their mess was situated below the first-class cabins on D deck, and they shared washroom facilities with the ship's stokers. The stewards also had a few accommodations located in proximity to their working area.
The officers' accommodations were situated in close proximity to the ship's bridge. The captain's cabin was positioned directly underneath the wheelhouse, while the quarters of the higher-ranking officers were located just behind the captain's quarters. They were also provided with a mess located just behind the second funnel. The ship's firemen, trimmers, and engineers, who played an indispensable role in keeping the vessel operational, were the most crucial crew members aboard. They worked in day and night rotations to ensure the continuous operation of the ship, and their cabins were situated just below the general first-class arrangements. Their mess hall was located between their accommodations and the cook's quarters.
At the onset of the war, Britain required supplies and troops that could not be sourced solely from mainland Britain, leading to the requisitioning or even seizure of ships to transport the necessary troops and equipment. The Admiralty began searching for a large ship with a considerable cargo capacity, and in October 1914, they offered Holland America a paltry £1,000,000 to purchase the unfinished Statendam hull. Understandably, the company declined but offered to lease the ship under the condition that it would be returned after the war. If lost in action, it was to be rightfully compensated, but negotiations were ongoing.
While negotiations were ongoing, Holland America continued to promote its new ship. In August 1915, they sent furnishings that were meant to be installed on the Statendam to the Panama-Pacific Exposition, which took place from March to December of that year. Shortly after the exposition, the British admiralty finally accepted the company's offer and signed a contract with them in December 1915. The terms of the contract were that the Statendam would be fitted out as a troopship and would be leased to the British government for the duration of the war.
Under the terms of the contract, Holland-America Line was obliged to strip all commercial fittings from the ship and have it prepared for conversion by September 14th, 1916. All furnishings were removed and stored away until the war was over. When the ship was ready for conversion, it was stripped down to a bare structure of steel walls and machines. The British admiralty took over the vessel and began preparing it for handover to the Cunard Line, which needed a temporary replacement for the Lusitania, sunk in May 1915. The ship was renamed Justicia and the conversion work commenced quickly.
In order to prepare the ship for service, critical components had to be installed. Justicia underwent a drydock inspection in May 1916, during which her propellers were installed. Following this, the admiralty ordered an examination of the ship on May 17th and 22nd. Once the ship was out of the drydock, work on the interior conversions continued.
The conversion of the Justicia into a war transport was completed quickly, with her former passenger cabins packed to accommodate as many bunks as possible, and her former public spaces converted into massive accommodations for hundreds of soldiers. Her once luxurious appearance was replaced with a drab gray color scheme, and her spacious areas were tightly packed with troops and supplies. As the ship was being outfitted, the Admiralty, who had intended to hand the ship over to Cunard, realized that the company could not muster a large enough crew to operate the vessel.
With Justicia's commissioning date approaching, the ship was put into drydock for a second time to be polished up before starting her service as a war transport. The Admiralty examined the ship again on March 1st and 3rd of 1917. However, they discovered that Cunard could not provide a crew to man the ship. In their desperation to have the ship in service as soon as possible, they turned to the White Star Line. The White Star Line had an available crew due to the loss of their ship, the Britannic, in 1916.
Justicia's registration was submitted on March 27th, 1917, and was received by the Lloyd Registry of Shipping on April 2nd. The ship was handed over to the White Star Line on April 7th of the same year. Despite the ship's completion, it still underwent inspections and testing, and her crew had to be assigned to designated locations and acquainted with the ship's equipment. The ship's first captain was Alexander Elvin Sherwin Hambelton, a long-time captain of the White Star Line who had experience commanding many of the company's capital ships. Justicia's crew numbered less than 500 men, yet she was capable of transporting over 30,000 tons of supplies and could accommodate more than 5,000 troops. On April 13th, 1917, the ship was formally commissioned receiving patent number F126, and departed for New York on her maiden voyage on April 15th.
Specifications
Justicia was equipped with two triple-expansion engines and steam turbines that were powered by 12 double-ended boilers. The boilers had a combined steam pressure of 2,580lb per square inch, enabling the ship to generate a maximum speed of 18 knots or 33.34 km/h. However, due to the ship's high coal consumption at this speed, her average speed was reduced to 14 knots or 26 km/h, which allowed for a transatlantic crossing time of approximately 10 days.
The ship’s size was rather large as previously mentioned, comparable in size to the Mauretania with a length of 225.7 meters, a beam of 26.4 meters, and a draught of 13.1 meters. She had an intended crew of 600, accommodating 800 first class, 600 second class, and 2,030 third class. She originally had 22 designated lifeboat stations, each one would be a collapsible boat with a regular lifeboat packed on top, the ship had an extra 6 collapsible and 12 extra boats and the ship was safe enough to even withstand 3 of her watertight compartments flooded which would be proven in her lifetime.
Her First Voyages
Justicia completed her maiden voyage by breaking into the New York waters on April 25th, 1917, accompanied by the White Star liner Adriatic. After embarking several thousand troops, the vessel commenced her inaugural run to Halifax on April 29th, arriving a day or two later. Following her arrival, Justicia anchored in Halifax on May 1st. She loaded additional troops and cargo before departing on her first return voyage to Liverpool on May 4th, 1917, ultimately reaching her destination on May 14th.
The Justicia was a vessel where troops were housed in tight quarters within her steel walls, while the chefs worked tirelessly to prepare meals for the thousands of soldiers onboard. Men toiled in the boiler rooms, enduring sweltering temperatures, while officers and the captain manned the helm. Amidst the soldiers and crew, a surprising group of individuals was also present: passengers. Despite being a wartime vessel clearly designated to transport troops, the Justicia would occasionally carry passengers, typically individuals related to high-ranking officers or high-class passengers with urgent business overseas. The vessel often accommodated an average of 100 regular passengers, who were likely charged a modest fee given the ship's odd conditions.
After Justicia's return to Liverpool, her livery was altered from black and gray to a uniform light gray. Throughout her career, the ship underwent routine inspections and maintenance, including the upkeep of her boilers, engines, and machinery. In mid-June of 1917, the British Royal Navy implemented the convoy system to enhance the safety of merchant ships departing and arriving at ports. This measure involved a group of vessels escorted by destroyers to prevent torpedo attacks and clear mines. Despite this development, Justicia and similar ships continued to carry armaments.
Onboard the vessel Justicia, a possible 6-inch 40 caliber gun was mounted atop the ship's hospital, positioned at the stern. Additional deck space was allocated to facilitate its mounting. The ship's bow was equipped with four smaller guns, possibly 3-inch 40 caliber guns, with two located forward of the area that would have accommodated the first-class outdoor promenade deck and two more positioned where the forward third-class promenade deck space would have been. However, the precise number and specifications of the guns that were mounted on the vessel remain undisclosed.
Justicia Sunk?
On December 6th, 1917, the Justicia embarked on a record-breaking voyage. Carrying almost 12,000 Chinese workers and an enormous 30,000 tons of war supplies, it was uncertain whether the ship could handle the weight of this cargo. However, before Justicia could face this challenge, tragedy struck. At 9:06 in the morning, an explosion occurred in Halifax, the likes of which had never been seen before. The blast was so powerful that it created an explosion equivalent to nearly 3 kilotons of TNT. Combined with the tsunami generated by the blast, it destroyed buildings within a 1.6-mile radius, killed 2,000 people, injured over 9,000, and destroyed 46 ships.
Initial reports suggested that Justicia was among the 46 ships destroyed in the explosion. For two days, rumors circulated that Justicia had been destroyed, but it was later confirmed that the ship had left hours before the explosion. Had the ship been present, it would have caused not only the worst disaster in Halifax's history but also the worst maritime disaster in history. The potential loss of 12,000 lives aboard Justicia is too terrible to contemplate.
Justicia returned safely to Liverpool on December 16th, and the 12,000 workers disembarked to work on the front lines. Shortly after arriving in Liverpool, Justicia received a new camouflage design, which was tested in October. The new camouflage, with a dazzle to make the ship appear as a single funnel merchant ship, was also worn on the White Star Adriatic.
The Final Year.
After being repainted, Justicia resumed her service and encountered an interesting incident. On January 23rd, she was part of a convoy traveling from New York and being escorted by six destroyers. While steaming down the Irish Channel, the convoy was unaware of a lurking German submarine, the Type II UC-submarine SM UC-77, commanded by Reinhard von Rabenau. The submarine sighted the convoy and attempted to attack at 15:00, but the torpedo misfired. A crewman aboard SM UC-77 recorded that the "Vaterland" had failed to sink, which was rather interesting but understandable, given the Justicia's resemblance to the Vaterland, making her a high-value target for German U-boat commanders.
At the outbreak of World War I, the two largest German liners, Imperator and Vaterland, ceased operations. The latter ship, however, was in New York at the time and feared capture if an attempt was made to return it to Germany. As a result, it remained untouched in the New York piers along with many other German liners. However, after the United States entered the war, the German liners moored in American ports were immediately seized by the U.S. government.
When the Germans realized that their prized Vaterland was now in enemy hands, they offered a reward for any German commander who could sink the ship. Due to several factors, including their similar figures, Justicia was often mistaken for the Vaterland during the war, making it a high target for U-boats.
Alexander E.S. Hambleton commanded the Justicia for a grueling 10 months since April 1917. As per the company’s contract, Captain Hambleton was due for a break from commanding the ship, and Hugh Frederick David would take over.
In the second week of June, Justicia made a voyage to New York, Captain Hambleton’s final trip to America, before being relieved. The ship was moored in the southern piers of the Hudson, nearby was USS Leviathan, formerly the German liner Vaterland. These two colossal ships stood out among the other transports in the piers, drawing attention across the harbor. Over the next few days, Justicia was busy embarking thousands of soldiers before departing New York on June 27, with a convoy of several other transports headed directly to Liverpool.
The voyage was met with an early panic when a soldier fell overboard. Men gathered on one side, helplessly watching as the man struggled in the water. Fortunately, a transport ship behind the Justicia noticed the situation and quickly prepared a rope to retrieve the man. Apart from a few other regular activities aboard the ship, nothing else of note occurred during the voyage, and arrived in Liverpool on July 10th.
The Desperate Last Stand
Upon arriving in Liverpool, Captain Hambleton relinquished command of the Justicia to Captain David, and the ship was prepared to depart for a convoy to New York designated OLX-39. On July 18th, 1918, Justicia set sail from Liverpool in the company of the Canadian Pacific liners Metagama and Meltia, three Blue funnel Line ships - Teiresias, Mentor, and Nestor - and the transport ship Lapland. Accompanied by a half dozen destroyers from the North Coast of Ireland 2nd Division, the convoy departed at 17:15 and headed up the Irish channel.
As dawn broke on July 19th, the convoy rounded the coast of Northern Ireland, completely unaware that the German Type III UB submarine UB-64, commanded by Otto von Schrader, had been stealthily stalking them. At a quarter past 14:00 hours, Schrader gave the command to attack, and a single torpedo pierced through the water, passing by the escorts and other ships before striking Justicia's portside between the engine room and fourth cargo hold at around 14:30 hours.
The resulting blast claimed the lives of 4 trimmers, 3 greasers, 1 fireman, and 1 storekeeper, while the rest of the crew rushed to evacuate the engine room. James Thomas, the third engineer, was critically wounded and taken to the ship's hospital on B Deck. As Justicia's engines fell silent, three destroyers broke away from the convoy in search of UB-64, while the rest of the convoy continued to New York.
The crew gathered on deck in an orderly fashion as inspections revealed that the ship was in no immediate danger of sinking, but was unable to move and required the assistance of a tug to be towed back to shore. Justicia sent out an SOS for a salvage tug and reinforcements, which included the remaining 2nd Division, the 2nd sloop flotilla, and a number of local trawlers. In the meantime, the crew prepared for evacuation, while the gun crew remained on high alert.
As preparations were underway to tow the crippled Justicia to the nearest port, tension was high with the presence of the lurking UB-64. Captain Schrader ordered two more torpedoes fired at half past 16:00 hours. To the astonishment of all, one of the torpedoes misfired while the other was expertly taken down by the gunners aboard the Justicia, a remarkable feat in the face of imminent danger.
As the sun began to set, Captain David ordered the remaining crew to abandon ship, leaving behind only 16 brave men to man the guns and oversee other vital operations. At around 20:00 hours, the salvage tug Sonia, formerly the Dutch tug Limburg from 1916, finally arrived to take the Justicia under tow.
However, UB-64 was not yet finished with its deadly mission. In yet another heart-stopping attack, the submarine launched another torpedo toward the Justicia. But once again, the skilled gun crew aboard the ship managed to take it down amidst much celebration. The remaining destroyers, Milbrook, Marne, and Pigeon, relentlessly pursued UB-64 using depth charges. Although the German submarine was damaged by the depth charges, it managed to retreat from the battle, not before radioing nearby submarines about Justicia's position.
As the sun set on the North Atlantic, SM UB-64 lurking beneath the waves withdrew, leaving the colossal Justicia vulnerable and exposed. The ship was being towed at a snail's pace of 3.5 knots, with gunners scanning the inky depths and three destroyers keeping a watchful eye. A small 290 gt tug was tasked with towing the mammoth vessel to Ireland, a perilous journey that would require the utmost caution and precision.
In the early hours of the morning, the German UB type III, SM UB-124, commanded by the fearsome Hans Oskar Wutsdorff, spotted the crippled liner and seized the opportunity to strike. At 4:30 am, Wutsdorff gave the order to fire a torpedo, but to his dismay, the weapon malfunctioned, slowing down its speed significantly.
As dawn broke, the tension mounted. Justicia had signaled for reinforcements, and they arrived on the horizon, circling the dead giant. But Wutsdorff was undeterred. He was hungry for a victory and determined to sink the Justicia. His chance came when the German Type 51 submarine SM U-54, under the command of the notorious Hellmuth von Ruckteschell, rapidly approached the group from a distance, adding to the perilous situation. Meanwhile, a fleet of 17 destroyers sliced through the water, ready to defend the Justicia at all costs.
Amidst the surging waters surrounding the Justicia, the UB-124, commanded by Captain Wutsdorff, boldly closed in on the beleaguered liner, preparing to launch a second attack after the initial torpedo had failed. In the tumultuous aftermath of the first attack, the ship's hospital witnessed the tragic passing of James Thomas, a crew member grievously wounded in the assault. His untimely death at 08:00 would bring the total loss of life to 10.
However, in the face of such dire circumstances, there could be no time for grief. Captain Wutsdorff issued the order for a second strike, launching two torpedoes at around 09:10. The impact of the first torpedo was devastating, unleashing a violent explosion as it struck near cargo hold number 3, located beneath the ship's bridge. The second torpedo would hit cargo hold number 5, located beneath the main mast, further weakening the stricken vessel.
As the vessel teetered on the brink of sinking, the order was given to evacuate the remaining 16 crew members. Captain David, refusing to leave his post, was the last to disembark from the stricken liner at 10:40 hours. Despite the perilous circumstances, the crew was determined to save the ship, and the order was given to tow the Justicia as close to shore as possible.
As SM U-54 approached the convoy and identified the Justicia as the Vaterland, the thought of sinking the vessel at any cost consumed the minds of the submarine's crew. They executed maneuvers that left the ship highly vulnerable, and as they closed in, two torpedoes were launched around 11:00 hours. However, to the crew's dismay, the torpedoes malfunctioned and detonated before reaching their target.
The unusual explosions caught the attention of the reinforced crews, who immediately charged toward the source. As destroyers charged towards them, Captain Ruckteschell realized they had been spotted and ordered a crash dive. The destroyers dropped a barrage of 60 depth charges on the submarine, forcing them to retreat. But the U-boat's attack was far from over.
At precisely 11:30 hours, U-54 surfaced and swiftly launched two torpedoes. The crew aboard the submarine watched with bated breath as the projectiles sailed toward their target, the mighty vessel Justicia. In just fifteen seconds, the second torpedo had been fired and U-54 had already begun to dive, attempting to evade any counterattacks.
Unfortunately for the crew of U-54, their torpedoes missed their mark and exploded before reaching Justicia, creating a deafening shockwave that echoed through the submarine convincing the crew the attack was a success. As the submarine retreated into the depths, destroyers began raining depth charges on the area in an effort to deter further attacks.
Meanwhile, in the murky depths of the ocean, the crew of SM UB-124 were attempting to hide their presence from enemy ships. However, a sudden imbalance caused the ship to rise to the surface, prompting a frenzied scramble to correct the issue. Despite their efforts, the submarine plummeted back down to a depth of around 40 meters, and a grave mistake with the flooding regulators caused more water to flood into the ship, pulling it down to nearly 90 meters. The relentless barrage of depth charges intensified, with a total of 50 exploding around the submarine, and 5 coming dangerously close. However, through sheer perseverance and resilience, the crew of SM UB-124 managed to emerge from the onslaught alive.
Sinking and the Aftermath
As the clock struck noon, it became painfully apparent that Justicia was fighting a losing battle against the unforgiving sea. The waters were steadily overtaking her stern and with each passing moment, her sinking became more imminent. Suddenly, in a daring move, Sonia cut Justicia's tow line, and the doomed ship started picking up speed towards the abyss.
At precisely 14:35, Justicia succumbed to the merciless sea, a heart-wrenching moment that claimed the lives of 10 crew members. The remaining 453 survivors were transported to a nearby Irish port, their hearts heavy with grief and loss.
Despite the reinforcements eventually departing the scene, a small but determined group of destroyers refused to give up the fight. They were convinced that one of the elusive submarines was still lurking nearby, waiting to strike again. With steely determination, they remained vigilant, poised, and ready to take on any threat that dared to cross their path.
In the aftermath of the sinking of the Justicia, the crews of both SM U-54 and SM UB-124 were grappling with a perilous situation as the air within the submarines was becoming increasingly poisonous. U-54 made a bold move, traveling stealthily through the dark depths before finally emerging into an area free of enemy vessels.
As the evening descended, Captain Wutsdorff of UB-124 gave the order to surface. However, a premature emptying of the tanks resulted in the submarine erupting out of the water at an alarming 50-degree angle, drawing the attention of the destroyers Pigeon, Milbrook, and Marne, which had been part of the convoy OLX-39. Altering course, they initiated an attack on UB-124.
As the submarine rose to the surface, acid began to leak from its batteries, causing water to react with the acid and creating a dangerous chlorine gas that threatened the lives of the crew. Captain Wutsdorff urgently directed the sub to make a final attempt at escape. But within 10 minutes, the remaining destroyers had caught up to the ship and began to open fire. With no hope of outrunning the speedy destroyers, Wutsdorff ordered the sub to be scuttled.
Realizing that sinking the vessel would be a slow process, two crew members remained behind to ensure the full destruction of the sub while the remaining crew swam away. Unexpectedly, an explosion erupted from the submarine, causing it to quickly submerge with two crew members still aboard. The destroyers ignored the survivors for approximately 20 minutes, having falsely spotted a periscope in the water. Eventually, the survivors of UB-124 were rescued by HMS Marne
Post-war Reconstruction
Upon receiving the devastating news of the loss of Justicia, Holland America's line was rocked to its core. The blow was especially devastating as they had already lost another ship in that same month. The Armistice that had been signed on November 11, 1918, did not spare the company from the horrors of war, as they were forced to bid farewell to six of their ships, totaling a staggering 62,740 tons, with Justicia accounting for over half of that loss. The company was left with no choice but to regroup and begin planning their post-war reconstruction.
In accordance with the contract signed in 1915, the company was granted a significant sum of money, 60,000 tons of steel, and a few ships as compensation for their losses. Holland America wasted no time and immediately ordered a new class of four cargo ships in 1919, which would weigh 8,800 tons and be used for central America runs these became the Edam-class. In addition, they sought to expand their passenger fleet and commissioned Harland and Wolff to construct three passenger ships using the 60,000 tons of steel. Two of these ships were to be 15,000 tons each, while the third was to be a behemoth weighing 28,000 tons.
The heart-wrenching loss of the Statendam led to the decision to name the third ship after her, a solemn tribute to her memory. In a poignant nod to her predecessor, the third vessel was also designed with a similar aesthetic. The Veendam and Volendam, the two other ships commissioned during this time, also bore some resemblances to the ill-fated Statendam, perhaps as a tribute to the lost ship and a testament to her lasting legacy.
With the remaining steel, Holland America ordered a second class of cargo liners, known as the “B Class”. This fleet comprised eight ships, each weighing around 6,800 tons. Although smaller than the Edam class, they were equally as powerful, and any remaining steel was utilized to construct their engines.
Statendam’s Successor
The new Statendam was designed with great similarities to her predecessor, but modernizations were incorporated, the most notable being the cruiser stern which replaced the counter stern, resulting in increased stability. Other than changes to the sizes of the public spaces and placements of certain facilities, the general positioning of the classes remained the same. Laid down in 1921, construction of the vessel was halted in 1922 due to steel shortages, and it was eventually decided that the ship would be prepared for launch, which occurred unceremoniously on September 11th, 1924. Unfortunately, Holland America line was unable to find a yard or sufficient funds to complete the hulk, and it lay idle for three years.
In March 1927, the Statendam was towed from Northern Ireland to Rotterdam, where the remaining structure was built and the vessel outfitted for service. After a steady construction period, the ship was finally handed over to Holland America on April 4th, 1929. Departing Rotterdam on April 11th, four years and seven months after her initial launch, the ship set sail for New York. Although her career was modest, like her predecessor, she would suffer an untimely fate.
During the invasion of the Netherlands, the Statendam was unfortunately docked in Rotterdam with the Veendam and Boschdyk, a B-class cargo ship. On May 11th, just a day after the invasion began, German forces boarded and seized the Statendam, placing machine guns on the ship’s stern to defend the rest of the port. Dutch resistances became aware of this and quickly ordered the Statendam to be shelled. At around 16:00 hours, a shell made a direct hit on the Statendam, resulting in a massive fire that burned for more than a week.
Justicia Today
Justicia now lies at a depth of 70 meters, approximately 17.8 nautical miles off the coast of Malin Head, Ireland, at position 55°38'N 07°39'W. The ship's wreckage has undergone significant changes due to the strong currents that have battered her over the years. Most of her hull has collapsed, and her upper structure has been pushed off to the ship's portside, making her unrecognizable from her original form. Despite this, some sections of the ship are still visible, including part of her rudder and starboard propeller. The ship's boilers have remained intact, but the engines have collapsed.
A small part of the ship's bow, which has become an iconic symbol of the ship, is still recognizable, but it has also started to collapse in recent years. A 2020 dive revealed that a large portion of the remaining bow section had collapsed, causing the starboard side anchor to slip from its hawsepipe. While the deterioration of the ship is noticeable, the wreckage remains a popular diving site, along with many others in the area. Divers often explore nearby wreckage, including the HMS Audacious, which sank after striking a German mine on October 27th, 1914, taking a single life. SM UB-124, sits approximately 8.4 nautical miles away from Justicia at position 55°43'N 07°51'W.
In memory of the fallen crew of both Justicia and SM UB-124
Engstfeld, Kark-Engineer SM UB-124 1918-07-20
Foran, Christopher-Storekeeper Justicia 1918-07-19
Grant, Percy-Fireman Justicia 1918-07-19
James, Thomas-Third Engineer Justicia 1918-07-20
Johnston, Maurice-Trimmer Justicia 1918-07-19
Jones, William John-Trimmer Justicia 1918-07-19
O’Neill, James-Greaser Justicia 1918-07-19
Russel, Thomas-Greaser Justicia 1918-07-19
Seevers, Paul-Lieutenant SM UB-124 1918-07-20
Sutton, John William-Refrigerator Greaser Justicia 1918-07-19
Turner, Samuel John-Trimmer Justicia 1918-07-19
Watt, David-Trimmer Justicia 1918-07-19
Editor’s Comment
The story of Justicia remains largely unknown, but it is a tale that deserves to be told. Through this document, I hope to shed more light on this fascinating ship. I take great pride in my work and have been captivated by the story of Justicia since 2019. However, finding information on the ship was no easy feat. Although a book had been published on the subject, it was not readily accessible, and even in recent years, it has become increasingly difficult to obtain. Undeterred, I made it my mission to gather as much information as possible about the Justicia and to tell her story. I have created several YouTube videos on the subject, but looking back on them, I can see that there were gaps in my knowledge that I simply could not fill - until now. I can now say with confidence that I have covered as much of Justicia's history as possible, and I hope that this information will prove useful to someone.
I will continue to post updates here, you can check below to see
my changes and comments on them.
22/4/23
I was recently able to obtain information and pictorial evidence on the Statendam from the National Museums of Northern Ireland and with it so much more detail allowed me to bring more life into the construction of the ship. As of now, I don't have plans to share these images with the public as I have yet to obtain a license to do so...
30/4/23
While overviewing my research I came to realize I miss read some details, Justicia was not moored next to the Leviathan nor were they tied up at Pier 58, it seems Justicia was moored in the southern piers while Leviathan was moored close to Pier 58, either 59 or 57 but there is no record of Justicia's exact berthing...
Share the story of Justicia!
If you have questions on the ship that weren’t found in the document you can ask in the comments section, I will be frequently checking the post to see!
THIS DOCUMENT IS THE PROPERTY OF WATANABE YUMI
Sources:
Books - Sites
The Three Hundered and First Engineers; A History, 1917~1919 (pg49~59), Great Passenger Ships That Never Were(pg55~60) hec.lrfoundation.org.uk/ naval-history.net/ wrecksite.eu/ discovery.nationalarchives.gov.uk/ titanicbelfast.com/ maritiemmuseum.nl/ hajosnep.blog.hu/ uboat.net/ fotos.ouddorp.de/ maritimequest.com/ greatwarforum.org/ bureauwijsmuller.nl/ captainalbert.com/ encyclopedia-titanica.org/ history.navy.mil/ pastperfectonline.com/
theshipslist.com/ beeldbank.verenigingdelijn.nl/ nationalmuseumsni.org/
Comments
Post a Comment