Merchant Navy awards

Post no. 70 refers.
BRAVERY AT SEA
MERCHANT SEAMEN HONOURED

O.B.E.
Captain William Royal Thomas, master

M.B.E.
Peter Gibb Johnstone, fourth engineer

GEORGE MEDAL
George Taylor, quartermaster

An aircraft made bomb attacks on the ship and raked her with machine-gun fire. She was hit and fires started. Taylor received a bullet through his eye, but despite this he went to the wheel and continued to steer all through the action. The fourth engineer, Mr. Johnstone, showed courage and devotion to duty. The master, thinking the ship would founder, sent one boat away with old sailors and firemen in it. The master, the two engineers, the chief officer, the third officer and the cabin boy stayed to fight the fires and eventually extinguished them. The ship reached port.


Cargo ship STARSTONE official number 166528 built in 1938 for Alva S.S.Co Ltd (Navigation & Coal Trade), London.

Captain Thomas was also awarded the Lloyds War Medal for bravery at sea. STARSTONE survived the war being broken up in Nagoya 4.2.1963.

Regards
Hugh

 

Post no.68 refers.
BRAVERY AT SEA
MERCHANT SEAMEN HONOURED

O.B.E.
Captain Reginald Sanderson Kearon, master

When his ship was torpedoed the damage was such that it was clear she would not last long. One boat was put in the water and rafts were got over the side. Wreckage knocked men off the rafts into the water and holeed the boat. Those left on board pulled all the men they could out of the water and then lowered the rest of the rafts. They then made a new raft and launched it when the ship began to sink. All but four were got on to it. The master floated off the ship and was sucked down, but came up by a large spar to which the chief officer, an elderly man, was clinging. The master lashed him to it, nad they were later joined by two others. After two hours they were picked up, but two, including the chief officer, were dead from exposure.


Cargo ship ASSYRIAN official number 143952 built in 1915. (Ellerman Lines)
19.10.1940: Torpedoed and sunk by U-101 (Frauenheim), in the Atlantic about 102 miles W by N of Barra Head, Outer Hebrides, in position 57.12N 10.43W while on a voyage from New Orleans to Liverpool via Sydney 5.10.40, with 9 passengers and 3700 tons of grain, part of convoy SC 7 comprising 35 ships. The Master, Capt Reginald Sanderson Kearon, Commodore Vice-Admiral Lachlan D.I. MacKinnon CB CVO RN, 20 crew, 3 naval staff and passengers were rescued by HM sloop LEITH and landed at Liverpool. 15 crew and 2 naval staff were lost. Captain Kearon was also awarded the Lloyds War Medal for bravery at sea.
Regards
Hugh

 

Post no.79 refers.
BRAVERY AT SEA
MERCHANT SEAMEN HONOURED

M.B.E.
James Tait Smith, first mate

BRITISH EMPIRE MEDAL
John Joseph MacNeil, able seaman

When the ship was torpedoed, heavy seas made it difficult to lower the boat on the weather side, but as all the crew could not get into the boat on the lee side, Mr. Smith and Able Seaman MacNeill, with great skill, lowered the boat, got into it and fended it off while others of the crew jumped. When it became too dangerous to keep the boat alongside, the First Mate ordered the Boatswain to make a rope fast to the bulwark and drop the other end over so that one man at a time could come down the rope and be hauled into the boat. This was done and all hands were taken off. Thereafter Mr. Smith and MacNeil shared in the rigours and duties of the 800-mile voyage, taking watch and watch about till they were picked up.

Chief officer J.T. Smith and AB J.J. MacNeil were honoured for their actions following the sinking of their ship MARINA.
Cargo ship MARINA official number 164458 built in 1935 for the 'K' S.S.Co Ltd (Kaye), London.

18.9.1940: Torpedoed and sunk by U-48 (Bleichrodt), in the Atlantic 253 miles WSW of Rockall, in position 56.46N 21.15W while on a voyage from Glasgow to the River Plate, with 5700 tons of general cargo including coal, part of convoy OB 213 comprising 19 ships. The Master, Capt Richard Townshend Payne, and 16 crew were rescued after eight days by British ship CARLINGFORD and landed at Londonderry; 17 crew and 3 gunners by HM destroyer HURRICANE and landed at Gourock. 2 crew were lost. Capt R.T. Payne was awarded the George Medal and the Lloyds War Medal for bravery at sea.
Regards
Hugh

 

Post no.125 refers.
AWARDS TO MERCHANT SEAMEN

O.B.E.
Captain Theodore PRYSE, Master

GEORGE MEDAL
Gerard Llewellyn TURNER, Second Engineer,
Bernard Peter De NEUMANN, Second Engineer

For brave conduct when their ship was attacked by enemy aircraft.

Cargo ship TEWKESBURY official number 148295 built in 1927.
Bernard Peter De NEUMANN and Gerard Llewellyn TURNER were honoured for removing a 250 kilogram bomb from deep in the engine-room of the TEWKESBURY and dropping it over the side during a Luftwaffe air attack off Aberdeen, Scotland on March 1, 1941. They both also received the Lloyds War Medal for bravery at sea.

TEWKESBURY was torpedoed and sunk on 21st May 1941 by U-69 (Metzler). Captain Theodore PRYSE OBE and 19 crew were rescued by the American merchant EXHIBITOR and transferred to HMS CILICIA and landed at Freetown. 22 crew were rescued by KNOXVILLE CITY and landed at Capetown.

*Note* Bernard Peter de Neumann was the second officer of TEWKESBURY not the second engineer as quoted in the Times extract above.

Regards
Hugh

 

Post no.126 refers.
AWARDS TO MERCHANT SEAMEN

M.B.E.
David Selwyn DAVIES, Chief Officer

The ship was torpedoed at night in a rough sea. Before the boats could be got away she was hit again and the master was blown into the water. Davies took charge of a boat, rescued the master, and lay to a sea anchor until dawn. More survivors were then picked up until the boat held 28 men. The master's wounds prevented him from taking command and the chief engineer set course. The boat sailed for 19 days, and during this period 20 men died. Three others died in the ship which at last picked up the survivors. No one would have lived to be rescued but for the skill, seamanship, and courage of the chief officer.


Passenger/cargo ship EMPIRE ENDURANCE official number 164841 built in 1928.
20.4.1941: Torpedoed and sunk by U-73 (Rosenbaum), in the Atlantic SW of Rockall, in position 53.05N 23.14W while sailing independently on government service on a voyage from Swansea to Alexandria via Cape Town, with 5 passengers, general cargo, military stores and two motor launches ML1003 and ML 1037. The Master, Capt William Willis R.D. Torkington, 63 crew and 1 passenger were lost. 5 crew were rescued after 20 days by Royal Mail liner HIGHLAND BRIGADE and landed at Liverpool, and 20 crew and 4 passengers were rescued on 21.4.1941 in position 52.50N 22.50W by HMCS corvette TRILLIUM and landed at Greenock 25.4.1941.

Regards
Hugh

 

Following is a list that I have compiled covering all higher level awards to Merchant Navy personnel

Empire Gallantry Medal
Revoked by Royal Warrant in favour of the George Cross on 24 September 1940. All living E.G.M. recipients had to exchange them for the George Cross.

Name
Citation & Notes

Turner, James Gordon Melville
Radio Officer
Manaar
6 Sep 1939
L.G. – 13 Oct 1939
Ll.W.M. (Ll.L. 18 Mar 1941)

[Manaar torpedoed and sunk by U38 (Liebe, H.) on 6 Sep 1939 at 38°28’N 10°50’W.]

L.G. Citation: When the ss Manaar was attacked by an enemy submarine there was no summons to stop. About ten shots were fired before the ship was abandoned after twenty or thirty minutes. Three shells were fired, one of which took away the fore-part of the wheelhouse and probably the wireless aerial. Rapid shrapnel followed. Some of the men in the boats were injured by gunfire.
The Radio-Officer was inadvertently left behind in the ship with two members of the native crew, one severely wounded and the other injured. His shipmates called to him to come down and join them in the Master’s boat, but he refused to leave the ship until the two other members of the crew could be rescued. He tried to lower a lifeboat, but the falls jammed and then suddenly ran out, so that the boat crashed into the water and filled. He carried the severely wounded Lascar to another boat, and was about to lower it when the boat was blown to pieces, with the wounded man inside. He then swam out to the waterlogged boat and pulled her alongside. The injured Lascar then went down a rope into the boat, which was cut adrift, and joined the Master’s boat. All this was done under fire.

Ll.W.M. Citation: The ship was attacked without warning by a submarine and the vessel was abandoned after being subjected to heavy gun-fire which injured some of the crew. By mistake Mr. Turner was left behind in the ship with two lascars and refused to join his shipmates in the master’s boat until these two could be rescued. One of them was severely wounded and the other injured. Mr. Turner tried to lower a lifeboat, which took charge and was stove in. He carried the severely wounded lascar to another boat, which was blown to pieces with the wounded man inside. He then swam out to the waterlogged boat, pulled it alongside, and the lascar then went down the rope into the boat, which was cut adrift and picked up by the master’s boat.

-oOo-





Albert Medal



Albert Medals were designated as being Sea [for daring and heroic actions performed by mariners and others in danger of perishing, by reason of wrecks and other perils of the sea] and Land [for daring and heroic acts performed on land . . . in preventing loss of life from accidents in mines, on railways, and at fires, and from other perils on shore]. The Sea and Land Albert Medal was awarded in two grades, known originally as First Class and Second Class, and later, including during the Second World War, as Gold, and Bronze. All the awards below are at the Bronze Level. A Royal Warrant of 15 December 1971 revoked the Albert Medal, and all living recipients were deemed to be holders of the George Cross, and offered the opportunity to exchange their A.M. for a G.C. Not all took the opportunity.


Name
Citation & Notes


Hay, David George Montague
Cadet
Eurylochus
29 Jan 1941
L.G. – 8 Jul 1941 – [Bronze]
Ll.W.M. (Ll.L. 1 Oct 1941)

[Eurylochus sunk by raider Kormoran (Detmers, T.) on 29 Jan 1941 at 08°19’N 25°01’W. Loss of 11 crew.]

L.G. Citation: Cadet Hay was serving in a Merchantman which was sunk by an enemy Raider. She was heavily shelled and machine-gunned, and many of her crew were killed. Two boats were got away, but the others were shot to pieces. Those of the crew who were left on board launched two rafts, and just before the ship went down they jumped in and swam for them. Cadet Hay reached a raft, but, although sharks were swimming all around him, he dived in again and rescued the Radio Officer. As he swam back to the raft his clothing was torn by a shark.

Ll.W.M. Citation: A shell from a surface raider wrecked the ship’s steering gear and gun. Several salvos hit the ship and the master’s signal that he was abandoning her was acknowledged by the enemy, but firing continued. The master found the chief officer badly wounded and carried him down from the wheelhouse to the main deck, and then returned to look for another man. Two boats were got away but the others were shot to pieces by machine-gun fire. Those left on board launched two rafts, and just before the ship went down they jumped overboard and swam to them. Cadet Hay reached a raft, but, although sharks were swimming all round him, he dived in again and rescued the radio officer. As he swam back to the raft his clothing was torn by a shark.

Notes: From “In Peril on the Sea”: January 29, 1941, was an unlucky day for the steamship Eurylochus, for she was caught by a German warship which wrecked her steering gear and went on shooting her to bits, even after the Master signalled that he was abandoning ship in the firm belief that this would stop further shooting. Picking up his wounded Chief Officer, J.S.C. McGregor, from the wheel-house floor, Captain A.M. Caird carried him down to the main deck while shells were bursting all over the ship. Securing his secret books and papers and dropping them overboard in their weighted container, he went back to look for another seaman whom he failed to find. Meanwhile two boats succeeded in getting away with some of the crew as the Germans shattered the other boats with their shells.
The sea thereabouts was infested with sharks, yet the only hope of those on board was to swim to two rafts which they pushed over the side. One raft soon became so overloaded that the men were up to their waists in water, but they dared not get off to hang on to the safety lines for fear of being devoured by the sharks.
Just as Cadet David Hay reached a raft, he noticed the Radio Officer in trouble some distance away. Diving in again on the instant, he swam over to the exhausted officer and brought him back to the raft. At the very moment that Hay was about to clamber aboard, a shark made the ominous turn to close its jaws on him. So close was the shark that its deadly teeth ripped the cadet’s clothing. A second later it would have seized its victim. But the brave lad escaped unharmed. Neither sharks nor German shells and bullets could prevent David Hay from going to the rescue of the officer.

-oOo-

Finlayson, Robert Allen
Second Officer
Scottish Prince
31 May 1941
L.G. – 16 Jan 1942 – [P – Bronze]

[Scottish Prince torpedoed and sunk by U68 (Merten, K.-F.) on 17 Mar 1942 at 04°10’N 08°00’W.]

From “Heroic Endeavour”: Two men were overcome by gas while repairing bomb damage aboard the ship in Alexandria, Egypt and, while trying to rescue them, another man succumbed.

Notes: Rio Cape Line, Furness and Withy Co.

-oOo-

Hamilton, Richard
Able Seaman
Scottish Prince
31 May 1941
L.G. – 16 Jan 1942 – [P – Bronze]

[Scottish Prince torpedoed and sunk by U68 (Merten, K.-F.) on 17 Mar 1942 at 04°10’N 08°00’W.]

From “Heroic Endeavour”: Two men were overcome by gas while repairing bomb damage aboard the ship in Alexandria, Egypt and, while trying to rescue them, another man succumbed.

Notes: Rio Cape Line, Furness and Withy Co.
-oOo-

Newbery, George Walter
Third Engineer Officer
Crista
17 Mar 1942
L.G. – 29 Sep 1942 – [P – Bronze]

[Crista torpedoed and damaged, but did not sink, by U83 (Kraus, H.-W.) on 17 Mar 1942 at 32º21’N 25º00’E. Damaged in the explosion in Bari Harbour on 2 Dec 1943. Survived the war.]

L.G. Citation: For gallantry in attempting to save life at sea.

From “Heroic Endeavour”: He saved life at sea when his ship was torpedoed fifty miles north of Bardia, Cyrenica but gave his own.

-oOo-

Shearing, Albert
Able Seaman
Caspia
16 Apr 1942
L.G. – 5 Jan 1943 – [Bronze]

[Caspia torpedoed and sunk by U81 (Guggenberger, F.) on 16 Apr 1942 10 miles south of Beirut.]

L.G. Citation: For great bravery in saving life at sea.

From “Heroic Endeavour”: He rescued the ship’s carpenter in a carpet of flames after the tanker had been torpedoed ten miles south of Beirut, Lebanon.

-oOo-

Gregson, John Sedgewick
Apprentice
Deucalion
12 Aug 1942
L.G. – 2 Feb 1943 – [Bronze]
Ll.W.M. (Ll.L. 16 Dec 1943)

[Deucalion sunk by aircraft whilst in Operation Pedestal by Cani Rocks on 12 Aug 1942.]

Ll.W.M. Citation: The ship took part in an important convoy to Malta which was subjected to heavy and continuous attack from the air and from submarines. Captain Brown showed the highest courage and leadership and had his ship organised to a state of keen efficiency. He refused to abandon ship when a bomb caused heavy damage, but proceeded at reduced speed after repairs and pumping had been carried out. When the vessel was hit and set on fire during a further attack his organisation in getting the boats away saved many lives. He had done all he could to get his ship through, and the ship’s guns destroyed one enemy aircraft and damaged others. During the abandonment Apprentice Gregson went to the assistance of a gunner who was pinned under a raft, and, with help, freed him. The gunner was seriously injured, and, as it was impossible to get him into a boat, he was dropped overboard. Gregson then dived into the water, and, in the darkness, towed the helpless man 600 yards to a ship which picked them up. This brave and selfless deed performed in extremely hazardous circumstances undoubtedly saved the gunner’s life.

Notes: From “In Peril on the Sea”: There is no time for dilly-dallying when bombs or torpedoes strike home. That is the moment when quick thinking and swift action may make all the difference between life and death and lead to the salvation of ships as well as men. Certainly Captain Ramsay Brown of the motor vessel Deucalion found no cause to complain about lack of excitement during his determined effort to get through to the beleaguered island of Malta with his cargo of military stores in August, 1942, for the Italians and Germans laid on all they had to stop him. The bombs began to fall on the evening of August 11th, but the barrage put up by the convoy was so fierce that it drove the enemy off. But at seven o’clock on the morning of the 12th the bombers were active again and the gunners of the Deucalion shot one down in flames. Once more she escaped with the rest of the ships.
From the sky the look-outs were forced to switch their attention to the sea, where they saw the periscope of a submarine which Captain Ramsay Brown tried to ram. The submarine evaded him by diving under his bow, only to meet its fate from the depth charges of a destroyer. Danger threatened the ships all the time. They were in deadly peril. This was no seven- or eight-knot convoy such as plodded stolidly on the Russian run or across the Atlantic, but a fast convoy steaming at 13½ knots, for their only prospect of getting through depended on their speed.
But neither the Deucalion’s speed nor the skill of her gun crews could avail against the enemy bombers, for after avoiding several near misses in the early afternoon, a bomb dropped right through her main deck into No. 5 hold, out of which it passed through the hull below the waterline to explode. The next hold was loaded with T.N.T. and aviation spirit which by some lucky freak did not blow up or catch fire. Captain Brown, looking over the side, saw his cargo spilling out through the huge gap into the Mediterranean.
Stopping the ship, he ordered the boats to be prepared for launching while the Chief Officer and carpenter took soundings in the various holds and wells. Their findings indicated that he could still carry on. Within an hour he was under way again at 12½ knots, but the convoy was already out of sight. Altering course, he hugged the African coast to escape notice and began to have hopes that the Deucalion might make Malta after all. Fate and the enemy ruled otherwise. Just after nine o’clock that night two torpedo-bombers dived out of darkening skies and dropped their torpedoes. A hit in No. 6 hold sent up a burst of flame as high as the masthead and far higher. In a few moments the stern of the ship, to use the Captain’s own words, “was a blazing inferno”. There was nothing for it but to abandon her.
The explosion blew a raft on the poop high in the air to fall on Gunlayer R.P. Mead. Two cadets, J.S. Gregson and P.P. Bracewell at once dashed to assist him. Dragging the heavy raft off him, the two lads pulled him out. He was in a sorry state. His thigh was broken, he had one broken arm and the other all cut about while his face was badly injured. He was completely helpless. Taking hold of him, the two boys tried to lift him, but he was too heavy, so they dragged him to the side of the ship and pushed him overboard. Diving in after him, young Gregson caught hold of him and towed him over to a nearby destroyer. Quick thinking and swift action on the part of the boys saved the wounded gunner’s life.

-oOo-

Reeves, James Arthur
Chief Officer
Atheltemplar
14 Sep 1942
L.G. – 25 May 1943– [Bronze]
Ll.W.M. (Ll.L. 3 Feb 1944)

[Atheltemplar torpedoed and sunk by U457 (Brandenburg, K.) on 14 Sep 1942 at 76°10’N 18°00’E.]

L.G. Citation: The ship was torpedoed and was being abandoned when two men were seen floating in the oily water which flooded the engine-room to a depth of 25 feet. Both were helpless, one being badly injured and the other overcome by oil fumes. All the engine-room ladders had been destroyed, but using a boat ladder, Chief Officer Reeves descended into the engine-room and secured lines about both men. While being hauled to safety, one of the men slipped back into the oily water. Mr Reeves again descended into the engine-room which was rapidly filling with surging oil and water, and secured another rope about the injured man who was then brought on deck.
In descending into the darkened and flooded engine-room, Mr Reeves showed great bravery and complete disregard of his own personal safety. His work was rendered doubly dangerous by the heavy oil fumes which had accumulated.

Ll.W.M. Citation: The vessel was torpedoed and a number of the crew had got away when two men were discovered floating in the oily water which flooded the engine-room to a depth of 25 feet. All the engine-room ladders had been destroyed, but Chief Officer Reeves descended into the engine-room by means of a boat ladder and secured lines about the men, both of whom were helpless. One man was brought on deck, but the other fell back into the water. Although the engine-room was rapidly filling with oil and water, and there was danger from accumulated oil fumes, the chief officer again descended the ladder and secured another rope about the injured man, who was then hauled to safety. In performing this dangerous and difficult task, Chief Officer Reeves displayed outstanding courage without regard for his own safety.

Notes: From “In Peril on the Sea”: [Whilst in Arctic convoy PQ 18] Just after three o’clock in the morning of Monday, September 14th, a U-boat torpedoed the Atheltemplar which was carrying over 9,000 tons of fuel oil to refuel the escorts. With a lifeboat blown away, lights out and the engine-room and stokehold flooded, she was so badly damaged that the Captain ordered the crew to the boats. The engine-room was filled with steam and oil fumes when the Second Engineer, coming from his cabin, heard cries from below. Shining his torch through the engine-room skylight he saw that all the ladders, including the escape ladder, had been blown away, leaving the trapped men, whom he could not locate, no chance of escape.
The Third Engineer, F. Roberts, was luckier in locating one of the engineers, Mr. Broadbent, to whom he lowered a rope. By now there were twenty-five feet of water and oil in the engine-room. It rose over the tops of the engine, and the trapped man was so shocked and exhausted that the most he could do was to get to a girder that was awash about fifteen feet below the skylight. The rescue party also managed to get a trapped fireman, Ridgewell, on to the same girder. Both men were trapped there when the Chief Officer, J.A. Reeves, who had been supervising the launching of a boat, appeared on the scene. Sizing up the situation, he seized the embarkation ladder of a lifeboat and lowered it down through the engine-room skylight, then went down it and secured a rope round the exhausted Mr. Broadbent who was hauled up through the skylight. While this was being done, the Chief Officer fastened another rope under the arms of Ridgewell. But the fireman’s clothes were so soaked in oil that as they strove to pull him up the rope slipped until it forced his arms above his head and he dropped unconscious on the girder.
Once more the Chief Officer descended the ladder, and found that the unconscious man’s leg had become jammed between some pipes in his fall. It was a difficult job to release it, but at length he succeeded. Then he fastened some more ropes round him and they hauled him up to the skylight, but he was so heavy and the oil made him so slippery that they had an awful struggle to get him through. The Captain was hoping at first to take the ship in tow, but after two tow lines had broken she had to be sunk.

-oOo-

Chisholm, William
Ship’s Surgeon
Stentor
27 Oct 1942
L.G. – 27 Apr 1943 – [P – Bronze]
Ll.W.M. (Ll.L. 14 Oct 1943)

[Stentor torpedoed and sunk by U509 (Witte, W.) on 27 Oct 1942 at 29°13’N 20°57’W.]

L.G. Citation: The ship in which Mr Chisholm was serving was torpedoed in darkness and immediately began to sink. A fire broke out, which enveloped the bridge in flames and orders were given to abandon the vessel. She sank within eight minutes. One of the Senior Officers, who was on the bridge, was badly injured. He was taken to the surgery where Mr Chisholm immediately attended to him and afterward, as he was helpless, helped him to the deck in order to get him away from the sinking ship. Mr Chisholm’s efforts, however, were unsuccessful and neither he nor the Officer was seen again.
Although the ship was sinking rapidly, Mr Chisholm remained and deliberately sacrificed his chance of safety in a gallant attempt to save the life of another.

Ll.W.M. Citation: When the ship, sailing in convoy [SL125], was torpedoed in darkness a large fire broke out forward and flames enveloped the bridge. Orders were given to abandon the vessel and she sank within eight minutes. One of the officers who was badly injured was taken to the surgery. Dr. Chisholm at once attended to him and, as he was helpless, assisted him to the deck in order to get him away from the vessel. Dr. Chisholm’s brave attempt, however, was unsuccessful, as both he and the officer went down with the ship. He could have saved himself, but he chose to sacrifice his safety in a gallant effort to rescue another.

Notes: Stentor was hit in No. 2 Deep Tank, full of palm oil. The oil was thrown all over the bridge structure which was enveloped in flames. The Master was severely burned and the Vice Commodore, Capt. R.H. Garston, R.I.N. was blinded and was last seen being led aft by the Doctor. Doctor Chisholm attended devoutly to the large number of burned and wounded men to the last.

From “In Peril on the Sea”: Biding their time until darkness fell on October 27th, the U-boats resumed their attack and sank the Pacific Star. A little later a fierce fire flared up on the Stentor’s bridge as a torpedo hit her. Badly burned by the flames, the officer on duty was carried down to the ship’s surgery where the ship’s surgeon, Mr. W. Chisholm, immediately applied dressings to alleviate the pain. The ship was sinking fast, the officer was quite helpless and the surgeon knew he must get his patient out at once if he was to save him. He managed to get him up on deck, but before he could get to a boat the ship went down, only eight minutes after being torpedoed. The heroic surgeon, Mr. W. Chisholm, M.B., Ch.B., could easily saved himself, but he would not desert his patient and both were drowned.

-oOo-

Hawkins, Eynon
Acting Able Seaman, D/JX.214857
British Dominion
10 Jan 1943
L.G. – 29 June 1943 – [Bronze]

[British Dominion torpedoed by U522 (Schneider, H.) on 10 Jan 1943 and sunk the following day by U620 (Stein, H.) at 30°30’N 19°55’W.]

L.G. Citation: Able Seaman Hawkins was serving in a Merchant Vessel which was hit by three torpedoes and immediately began to burn furiously. Many of the crew jumped overboard and Able Seaman Hawkins, with the greatest coolness and courage, organised a party of survivors in the water and kept them away from the fire until they were later picked up by one of HM Ships.
Twice he swam to the assistance of other survivors who were in difficulties, himself receiving burns in the face as he pulled them to safety.

Note: In convoy TM1 (Trinidad to North Africa).

Obituary from The Times (19 December 2001) Eynon Hawkins, GC

Welsh miner who joined the wartime Navy and was decorated for bravery after saving the lives of his shipmates when their tanker was torpedoed

As an able seaman serving aboard the oil tanker British Dominion, Eynon Hawkins won the Albert Medal (translated to GC in 1972) for his coolness and courage in saving the lives of survivors after his ship was torpedoed in January 1943.
With the Battle of the Atlantic still in the balance, and the supply of Malta continuing to be a crucial matter as the new year dawned, after heavy losses of supply ships the previous autumn a new convoy was assembled in the West Indies and set course for the Mediterranean. U-boat attacks began as soon as the convoy reached the eastern Atlantic and on January 10 British Dominion was struck by three torpedoes and began to burn furiously.
The intensity of the fire and the likelihood of the ship exploding allowed scant time for lifeboats to be lowered. Rafts were thrown into the sea, on which oil from the ruptured tanks was already alight. Many of the crew jumped overboard in sheer desperation.
Able Seaman Hawkins, serving aboard the British Dominion as a seaman gunner, was among those who jumped. A former miner, he was a man of exceptional strength and a powerful swimmer. With great presence of mind, coolness and courage, he gathered together the main group in the water and, warning them to keep close to each other, led them away from the area of water which was by then covered with blazing oil.
On two occasions he left the group to swim back towards the stricken tanker to give assistance to survivors in difficulties and bring them to join the others. The risk of being enveloped in the spreading area of burning oil was very great, and Hawkins sustained serious burns to his face as he dragged the survivors to the relative safety of clear water.
By his personal example and his encouragement to others weaker than himself, Hawkins kept his group together in the water until they were picked up by one of the Royal Navy escort vessels. But for his personal bravery and outstanding leadership under conditions of appalling danger, most if not all of them would have lost their lives.
The London Gazette of June 29, 1943, announced the award of the Albert Medal to Hawkins for his courage and leadership following the torpedoing of the MV British Dominion. The decoration, instituted in 1867 specifically to recognise the gallantry of those responsible for saving life at sea, was broadened in 1877 to provide for similar acts by civilians on land.
Hawkins received his Albert Medal from King George VI on November 16, 1943, but he was to return to the Palace 29 years later. In consequence of a Royal Warrant of 1971 to rationalise civilian awards for gallantry, all surviving holders of the Albert Medal were authorised to exchange them for the George Cross, which had been instituted at the suggestion of King George VI in 1940.
Hawkins was invested with the George Cross by the Queen on December 5, 1972. He was the last Albert Medallist to head the list at an investiture, as no Victoria Cross — the only award which would have taken precedence over the GC — was to be presented that day.
Eynon Hawkins was born in 1920 at Llanharan, Glamorgan, where his father, Sidney Hawkins, was a miner, as were all the male members of the family. He attended Llanharan Primary School to the age of 14, then began work in the local coalmine.
He worked below ground until joining the Royal Navy in 1940. After training at the shore establishments Raleigh and Drake, he was drafted to an armed trawler patrolling the English Channel for nine months. He then transferred as a seaman gunner to defensively equipped merchant ships and saw convoy service in the Atlantic, Mediterranean, Indian Ocean and Bay of Bengal, before going to the West Indies to join the convoy of which British Dominion was an important component.
On leaving the Navy in 1947 he became a professional rugby league player, having represented Llanharan, Bridgend and Glamorgan in rugby union before the war. He played as a professional for Salford, the Rochdale Hornets and Belle Vue and won six Welsh international caps for rugby league. Alter nine years as a professional, he returned to the South Wales mines, working underground until his retirement in 1980.
Hawkins was a founder member of the Albert Medal Association, which was later incorporated into the Victoria Cross and George Cross Association. After receiving the George Cross he presented his Albert Medal to the National Museum of Wales, where it remains on display.
He was unmarried.
Eynon Hawkins, GC, miner, wartime sailor and rugby league player, was born in Llanharan, Glamorgan, on June 27, 1920. He died in Bridgend on December 17, 2001, aged 81.

Obituary from The Daily Telegraoh (19 December 2001)

Eynon Hawkins, GC
(Filed: 19/12/2001)
EYNON HAWKINS, who has died aged 81, was awarded the George Cross for his courageous leadership in rallying crew members in the water after they had jumped from their torpedoed ship.
On January 10 1943, Able Seaman Hawkins, serving on the corvette Chrysanthemum, was attached to the merchant vessel British Dominion and serving as a gunner. The merchantman was part of a convoy of 14 bound from the West Indies for Malta when it was struck by three torpedoes 300 miles south-west of the island of Madeira and began to burn fiercely.
The fire became so intense that fear of an immediate explosion led the order to abandon ship being given without waiting for the lifeboats to be lowered. Instead, a few rafts were tossed into the sea, where the oil leaking out of the ship's ruptured tanks was aflame.
Hawkins, whose peacetime job was as a fireman in a coal mine, followed the men into the water and, with great coolness, kept a group of about nine survivors clear of the fire until they were picked up by one of the Royal Navy escorts. Twice he swam through the burning oil to the assistance of others who were in difficulties and brought them back to the group.
The burns to Hawkins's face were so severe as he was dragged to safety aboard the rescue craft by shipmates that he still wore a beard to avoid aggravating the pain when he came out of hospital.
The son of a miner, Eynon Hawkins was born at Llanharan, Glamorgan, on June 27 1920. He went to the local primary school and, like many schoolmates, left at 14 to go down the mines.
Young Eynon worked first for the Power Dufferin colliery at Llanharan as a fireman, a task which involved patrolling below ground to check for gas leaks and packing the gelignite before blasting. In his spare time he played tight-end prop forward for a number of local Rugby Union teams, including Llanharan, Bridgend and Glamorgan.
After the outbreak of war in 1939 he enlisted in the Royal Navy, and spent 10 weeks training at HMS Raleigh and HMS Torpoint in Cornwall, and HMS Drake at Devonport. Since there was little opportunity for rugby, he took up boxing.
Hawkins was first drafted to a trawler patrolling the English Channel, then after nine months transferred to merchant ships, on which he served as a seaman gunner in the Atlantic and Indian Oceans as well as in the Bay of Bengal. He finally completed his service in the rank of leading seaman.
After the war, Hawkins returned home to the mine before moving to Manchester where he became a professional Rugby League player in 1947.
In the years that followed he was one of the top players for Salford, Rochdale Hornets and Belle Vue. He won six Welsh caps and appeared in the Great Britain squad. Professional rugby then involved vigorous training three or four times a week, but was not considered a full-time occupation. Hawkins held down a job in a mine at Salford.
After seven years he gave up playing, and came home to look after his mother and father and work at Power Dufferin again. When it closed, he moved to the Ffaldau colliery eight miles away until his retirement at 60. His return involved considerable sacrifice since there was no Rugby League in South Wales; over the years he continued to return to the North for reunions with his former team-mates.
A quiet, reserved bachelor, who liked his pint and the company of his brother's and sisters' families, Eynon Hawkins was invested with the Albert Medal by King George VI on November 16 1943.
He was a founder member of the Albert Medal Association, and when the Albert Medal was revoked by Royal Warrant received the George Cross from the Queen at Buckingham Palace in 1972; his Albert Medal was then placed in the National Museum of Wales at Cardiff.
Hawkins was also one of two men to hold the Lloyds Medal for Bravery at Sea; he was awarded the Queen's Silver Jubilee Medal in 1977.


-oOo-

Bastian, Gordon Love, M.B.E.
Second Engineer Officer
Empire Bowman
30 Mar 1943
L.G. – 17 Aug 1943 – [Bronze]
Ll.W.M. (Ll.L. 27 Apr 1944)

[Empire Bowman torpedoed and sunk by U404 (Bülow, O. von) on 30 Mar 1943 at 47°26’N 15°53’W.]

L.G. Citation: The ship in which Mr Bastian was serving was torpedoed and sustained severe damage. Mr Bastian was on watch in the engine-room when the ship was struck. He at once shut off the engines. He then remembered that two firemen were on watch in the stokehold. The engine-room was in darkness and water was pouring into it. Although there was grave risk of disastrous flooding in opening the watertight door between the stokehold and engine-room, Mr Bastian did not hesitate but groped his way to the door and opened it. The two firemen were swept into the engine-room with the inrush of water. One man had a broken arm and injured feet and the other was badly bruised and shaken. Mr Bastian made efforts to hold them both but lost one, so he dragged the other to the escape ladder and helped him on deck. He then returned for the other and helped him to safety. The more seriously injured man had practically to be lifted up the ladder by Mr Bastian, who was himself half choked by cordite fumes.
Second Engineer Officer Bastian took a very great risk in opening the watertight door into the already flooded and darkened engine-room of the sinking ship and both men undoubtedly owe their lives to his exceptional bravery, strength and presence of mind.

Ll.W.M. Citation: The ship was torpedoed and seriously damaged. Second Engineer Officer Bastian, who was on duty in the engine-room, immediately shut off the engines. He then remembered that two firemen were on watch in the stokehold. Although the engine-room was rapidly filling with water he groped his way in the darkness to the watertight door leading to the stokehold and opened it. The two men were washed into the engine-room with the inrush of water. One man was badly bruised and shaken and the other had injured feet and a broken arm. Mr. Bastian, who was half choked by cordite fumes, dragged one man to the escape ladder and helped him to safety. He then returned for the other and assisted him to the deck. Second Engineer Officer Bastian displayed conspicuous bravery without regard for his own safety in circumstances of great danger and difficulty, and he undoubtedly saved the lives of both men.

Notes: From “In Peril on the Sea”: One minute Second Engineer Gordon L. Bastian was listening to the song of his engines in the Empire Bowman. The next moment the ship gave a shudder, the lights went out and the sea began to gush into the engine-room. With a swift movement he shut off the engines. Far above him was the deck and the chance of safety. Then he remembered that on the other side of the closed watertight door in the stokehold were two firemen. He was in total darkness. The water was swirling about his legs, but trapped on the other side of the watertight door were two shipmates. They were doomed unless he opened the watertight door to let them out. He had no idea what conditions were like on the other side of the door. He knew that the stokehold might be entirely flooded and in opening the door he might be drowned. Not for a moment did he hesitate. Groping his way to the watertight door, he succeeded in opening it. There was a tremendous inrush of water which carried the two firemen through into the engine-room like two straws. As they came through the opening, Bastian grabbed at them in an effort to hold them. For a moment his hands closed on them, then a surge of water swept one man away in the darkness. Keeping his grip on the other, Bastian dragged him to the escape ladder and helped him up on deck.
Turning instantly, he rushed down to the engine-room again, calling out to locate the missing man. He was answered by the voice of the fireman whose leg was broken and feet injured by being hurled against the machinery. Making his way to the shocked and injured man, Bastian brought him up from the engine-room to the deck. The rescuer was choking from the effects of cordite fumes, but it was unimportant. The only thing that mattered was that he had saved the lives of his two shipmates. Had he not opened the watertight door when he did, they would certainly have been drowned, for there was no other means of escape.

-oOo-

McRae, David
Able Seaman
Broughty
3 Jul 1943
L.G. – 7 Dec 1943 – [P – Bronze]

[Broughty survived the war.]

L.G. Citation: The ship in which McRae was serving was lying in a United Kingdom port when the boatswain entered the deep tank to obtain some oil. This tank had previously contained ground nut oil and the residue, having decomposed, had deprived the air in the tank of oxygen. As the boatswain was ascending the ladder from the bottom of the tank he collapsed. A stevedore went to his assistance but he was forced to return and had to be helped out of the tank in a dazed condition. McRae, wearing a civilian duty respirator, then descended the ladder into the tank into the tank and he was able to secure a line around the boatswain before he, too, collapsed. The boatswain was hoisted to safety from the tank but when Able Seaman McRae was brought up later he failed to respond to first-aid treatment and died before reaching hospital.
McRae, having seen the boatswain collapse and the stevedore driven back, well knew the risks he was taking in entering the tank. By this very gallant action he saved the life of his shipmate but he sacrificed his own.

From “Heroic Endeavour”: He died in trying to save the boatswain who had been overcome by fumes aboard the ship in Humber Dock.

-oOo-

Pethebridge, Charles Alexander, Stoker Second Class, RANR, W2164
Rakuyo Maru
22 Sep 1944
L.G. – 17 July 1945 – [P – Bronze]

Rakuyo Maru sunk by USN Submarine Sealion II on 12 September 1944 at ??????

L.G. Citation: For gallantry in saving life at sea at the cost of his own
When the ship on which he was a passenger was torpedoed, Stoker Pethebridge got away with twenty others on a raft. During the ordeal which followed Pethebridge left this raft on several occasions, without a life-belt, to go to the help of those who through physical weaknesses could not prevent themselves from slipping into the sea.
The strain of this merciful work upon himself was such that he could not carry on, and during the night which followed the sinking of the ship, he himself disappeared.

From “Heroic Endeavour”: He was a prisoner of war being transferred from Singapore to Japan on the Rakuyo Maru which was torpedoed and sunk by a USN submarine one hundred miles north-east of Paracel Islands, South China Sea and helped fellow survivors until he died.

Notes: Sealion II was operating in a group of U.S. submarines comprising also Growler, Queenfish, and Barb. They searched for survivors four days later when they realised they had sunk a ship loaded with Allied POWs. USN submarine Pampanito also searched the area and picked up some survivors. Pampanito is now preserved at San Francisco maritime museum.

-oOo-





George Cross


Name
Citation & Notes


Reed, Herbert Henry
Gunner
Cormount
20 Jun 1941
L.G. – 23 Sep 1941 – P
Ll.W.M. (Ll.L. unpublished)

[Cormount sunk by a mine on 13 Nov 1943 off Harwich.]

Ll.W.M. Citation: The ship was attacked by a German bomber from a low level with cannon, machine-guns and bombs. Two bombs struck the starboard side of the ship abreast of the bridge; a fourth fell into the sea on the port side. She replied at once with her defensive armament, manned by the Chief Officer at the Schermuly Pistol, a Military Gunner at the Hotchkiss, and a Steward at the Lewis gun. They continued firing despite the hail of bullets and cannon shell. The Military Gunner behaved with unbelievable gallantry. He was badly wounded, but when the attack had ceased, and the Master asked how he was, he said that he would carry on. He then insisted on lifting the Chief Officer, who was also badly wounded, from the bridge and down two ladders to the deck below, placing him in shelter near a lifeboat. He then died. It was afterwards found that his stomach had been ripped open by machine-gun bullets. The brave defence put up by these three men, all of whom were wounded, saved their ship, for the enemy was driven off before he could make a last and probably fatal assault. The action of the Military Gunner, utterly selfless and gallant, helped to save the life of the Chief Officer, and was the supreme example of valour in a valiant episode of the war at sea.

Notes: From “In Peril on the Sea”: Another German pilot who flew in with cannon and machine-guns blazing to attack the cargo ship Cormount also met with a warmer reception than he bargained for. The Gunner, H.H. Reed, at the Hotchkiss gave him a burst of withering fire while the Chief Officer, C.W. Davies, and the Steward, E. Chalker, let him have all they had. Out of the four bombs which the German dropped, one fell into the sea, two glanced off the side of the ship and one hit the deck in front of the bridge. So hot was the fire from the ship that the German refrained from pressing home his attack.
“How are you? asked the Master of Gunner Reed as soon as the attack was over.
“I’ll carry on,” was the quiet reply.
The Chief Officer was lying badly wounded on the bridge. Lifting him very tenderly, the Gunner carried him off the bridge and down one ladder, then down another and placed him in a sheltered spot near a lifeboat. Then Gunner Reed collapsed and died.
His stomach had been literally ripped open by machine-gun bullets. He never faltered. Not by a hair’s breadth did he deviate from the path he set himself. In his last moments his one overpowering desire was to help the Chief Officer. Upheld by that supreme duty, Gunner H.H. Reed carried it out. And Died

-oOo-

Clarke, Donald Owen
Apprentice
San Emiliano
8 Aug 1942
L.G. – 20 Jul 1943 – P
Ll.W.M. (Ll.L. 26 Dec 1943)

[San Emiliano torpedoed and sunk by U155 (Piening, A.) on 8 Aug 1942 at 07°22’N 54°08’W.]

Ll.W.M. Citation: The ship, sailing alone, was torpedoed and flames immediately swept her from bridge to poop. When the ship was set on fire, Apprentice Clarke was trapped below and was badly burned. He made his way on deck and was one of those who got away on the Chief Officer’s boat. When the painter was released the boat drifted back towards the burning ship, and it was clear to all on board that it would require a tremendous effort to pull it out of danger. Most of the occupants, however, were unable to help, but Apprentice Clarke took an oar and pulled for two hours without a word of complaint. When the boat was clear it was discovered that he had been rowing with the bones of his hands which had to be cut away from the oar, as the burnt flesh had stuck to it. Later when lying at the bottom of the boat he sang to keep up the spirits of his comrades. The next day he died, but his magnificent heroism and unselfish devotion had ensured the safety of his shipmates.

Notes: From “In Peril on the Sea”: Among all these heroes of the war at sea young Donald O. Clarke assumes a very special place. He was an apprentice on the tanker San Emiliano when in May, 1941, he first gave proof of his exceptional courage. She was lying tied up at her wharf when a number of bombers, evading our defences, made a heavy attack on her. The bombs missed the ship, but they set the wharf ablaze and to prevent the tanker from being involved it was necessary to shift her quickly. In those perilous moments Clarke, who was no more than eighteen, rendered invaluable aid in helping to get the ship away to a safe distance
Later that night while the timbers about the wharf were still smouldering the tanker was brought back alongside; but in the blackout the piermaster accidentally slipped and fell between the ship and the wharf. Clarke could not swim. But that did not stop him. Seizing a line and telling the other men to hang on, he went over the side of the ship in the dark. Every moment he was in imminent danger of being crushed to death between the hull of the moving ship and the side of the wharf. At the same time he ran the risk of being burned by the still smouldering timbers. These dangers were brushed aside, completely ignored. His one concern was to rescue the piermaster. Fortunately he able to grab him and hold him up long enough to get a line round him so that he could be hauled up, thus saving his life – a gallant act for which the Liverpool Shipwreck and Humane Society gave him their silver medal.
Fifteen months later on August 8, 1942, while San Emiliano was on a voyage from Trinidad to Cape Town laden with aviation spirit, two torpedoes exploded almost simultaneously and turned her almost instantly into an inferno. Clarke was trapped amid the fierce flames in the living quarters below. While the lad was fighting to escape, the Chief Radio Officer, D.W. Dennis, separated by a wall of fire from the one undamaged boat, crawled through the flames on his hands and knees and released the falls to drop the boat into the sea. He was badly burned in getting through the fire, but he provided the survivors with their sole means of escape.
Struggling from the flaming quarters up to the deck, Clarke slipped over the side into the boat that was being towed along by the tanker which was still underway. Behind her the whole sea was ablaze as the spirit gushed from her tanks into the ocean. Unless the boat kept up with the ship, they would all be burned to death in the flaming wake.
Chief Officer T. Finch, fully alive to the danger, moved to counter it. Taking the tiller, he cleverly put the helm hard over to steer the boat away from the blazing ship in a wide arc, while those in the boat dragged two or three injured men out of the sea. Then he saw a little group on the forecastle. It was the Master, the Chief Steward, C.D. Bennell, and the Third Officer, G. Drayton. Steering back to the side of the ship, he urged them to jump.
Chief Steward Bennell, who had managed to escape through a side scuttle, discovered that the Master was badly burned and he helped him forward to the forecastle. It was the only spot where survival seemed possible. There they were, caught in a flaming hell, with the men in the boat below beseeching them to jump. They appeared to be deaf to all entreaties and made no move to jump until at length the Third Officer did so with considerable reluctance. But the Chief Steward who had done his best to save the Master steadfastly refused to leave him behind. They died together on the burning ship.
Of the whole crew of the San Emiliano only twelve got away. Some were so badly burned that they were writhing in their agony at the bottom of the boat. The blazing oil on the sea was so close that it threatened to engulf them. Clutching an oar, Clarke started to row with all his strength. The only three other men capable of rowing followed his example. In desperation they sweated at the oars, with the flaming oil pursuing them menacingly as they fled. That agonizing race lasted for two hours before they were able to pull the boat to safety beyond the reach of the flames.
Not till then did the others in the boat realize that the lad, too, was badly burned; so badly that the flesh of his hands had stuck to the oar. Very gently they strove to release him. It was impossible. The only way they could free his hands from the oars was to cut them away.
They made him comfortable in the bottom of the boat where the others lay in their misery. Not a word of complaint passed his lips. His thoughts were solely with his shipmates around him, three of whom succumbed to their burns. And he sang them song after song to keep up their spirits. Next day he passed away.

-oOo-

Mason, Dudley William, Captain
Master
Ohio
12 – 16 Aug 1942
L.G. – 8 Sep 1942
Ll.W.M. (Ll.L. 1 Jan 1943)

[Ohio reached Grand Harbour, Malta in a sinking condition on 15 Aug 1942 where her precious cargo of kerosene and diesel oil was quickly unloaded. She spent the remainder of the war as a hulk in Grand Harbour and was towed out into the Mediterranean and sunk by gunfire anonymously and with no ceremony on 19 Sep 1946.]

Ll.W.M. Citation: The ship was in convoy bound for Malta and was subjected to the most furious attack. She was a point of constant assault and was hit by a torpedo. In spite of grave damage her engines were kept running, and Captain Mason showed brilliant seamanship in making passage by hand steering and without a compass. Later, the vessel was attacked by E-boats and aircraft, and her gunners helped in bringing down one of the enemy. During a further attack the engine-room was wrecked, and she was taken in tow, though her unwieldy condition and the incessant attacks caused slow progress. It was doubtful whether the ship would keep afloat, but she somehow continued and arrived at Malta after another night at sea. Captain Mason displayed grim determination, and skill and bravery of the highest degree in the face of continuous enemy attacks, and it was due to him that the ship at last reached safety with her valuable cargo.

-oOo-

Stronach, George Preston
Chief Officer
Ocean Voyager
19 Mar 1943
L.G. – 23 Nov 1943
Ll.W.M. (Ll.L. 27 Apr 1944)

[Ocean Voyager attacked by enemy aircraft in Tripoli harbour and blew up and sank on 19 Mar 1943.]

Ll.W.M. Citation: During a heavy attack by enemy aircraft on a harbour the vessel was hit and set on fire. The ship had a large cargo of ammunition and petrol which was exploding all the time, and although every effort was made to extinguish the fire she had to be abandoned. The master was killed by the explosion and Chief Officer Stronach took charge of operations. He had been rendered unconscious but recovered almost immediately and went forward in search of survivors. Several of the crew were sheltering in an alleyway, and in spite of exploding ammunition he led them to a boat alongside which carried them to safety. He then lowered another boat and brought it alongside the vessel in case other survivors were found. The fire was now raging furiously, but Mr. Stronach made his way to the officers’ accommodation amidships, and holding a hose over his head he kept himself wet for protection against the heat and flames. With considerable difficulty he entered the collapsed accommodation, and, finding one of the officers badly burned and unconscious, Mr. Stronach got him clear and along the deck to the lowered boat. Returning amidships he discovered another officer who was trapped and removed the debris from him. He dragged him through the porthole and along the deck, where he tied a rope around his waist and lowered him into the boat. The situation was now becoming extremely perilous and Mr. Stronach ordered a man to take the boat to safety. He again returned to the accommodation, where he saw a badly injured officer. Pulling this man along the deck to the side of the ship, he got a rope around him and lowered him to a raft which he had called back to the ship. Once more the Chief Officer searched for survivors, and on going aft he found a greaser lying unconscious in the scuppers and dragged him to the ship’s side. As there was no boat or raft alongside, he put a lifebelt around the man and threw him overboard. Having made sure there were no more survivors Mr. Stronach jumped overboard and swam to a raft, which then returned to rescue the greaser. Chief Officer Stronach remained on the burning ship searching for survivors for an hour and twenty minutes, although he knew that the ship might blow up at any minute. He saved a number of the crew by his leadership in inducing them to get away, and three officers and the greaser owed their lives to his conspicuously brave efforts, performed without regard for his own safety.

-oOo-




George Medal


Name
Citation & Notes


Barnes, Edward Leslie
Second Officer
Severn Leigh
23 Aug – 5 Sep 1940
L.G. – 7 Jan 1941
Ll.W.M. (Ll.L. 30 Jul 1941)

[Severn Leigh torpedoed and sunk by U37 (Oehrn, V.) on 23 Aug 1940 at 54°31’N 25°41’W.]

L.G. Citation: Captain Hammett’s ship was torpedoed by a submarine and sank. The crew abandoned her in the three undamaged boats.
After twelve days on the high seas, towards the end in a gale and heavy seas which broke into the boat, they sighted land and beached the boat. The next day they put to sea again and reached port after a voyage of 850 miles. Out of twenty-nine men, only ten survived.
The high courage and endurance of the Master, Captain Hammett, and his Second Officer, Mr. Barnes, saved these lives and their steadfast resolution was in the highest traditions of the Merchant Navy.

Lloyds War Medal for Bravery at Sea Citation: After being torpedoed by a submarine the ship sank and the crew abandoned her in the three undamaged boats. After 12 days at sea, latterly in a gale with heavy seas breaking into the boat, they sighted land and beached the boat. They put to sea again next day and reached port after a voyage of 850 miles. There were only 10 survivors out of 29 men. The outstanding courage, endurance and fine resolution of the master and second officer saved these lives.

-oOo-
Captain Hammett received an OBE and Lloyds War Medal for Bravery at Sea.

-oOo-

Payne, Richard Townshend, Captain
Master
Marina
20 – 29 (18 – 27?) Sep 1940
L.G. – 4 Feb 1941
Ll.W.M. (Ll.L., 30 Jul 1941)

[Marinatorpedoed and sunk by U48 (Bleichrodt, H.) on 18 Sep 1940 at 56°46’N 21°15’W.]

L.G. Citation: Captain Payne’s ship was torpedoed at night and sank in fifteen minutes. With a high sea running and her deck littered with fragments, it was difficult to launch the boats. Captain Payne remained on board till he was satisfied that two boats were away and that four men whom he had seen in the water had been picked up. Just as his vessel sank he jumped into the starboard boat, and in so doing he injured his ankle. After pulling over to the other boat and finding her crew were all right, he lay to for the night in the hope that a rescue ship might come. As none appeared he decided to try and reach the coast, several hundred miles away. Putting his crew of 16 – most of them scantily clothed – on a daily ration of three dry biscuits and a dipper of water each, he set sail in a high sea, with heavy rain and a strong westerly wind, his only navigational instrument being the boat compass.
Though they had to bale the whole time, they ran well before the wind until it died away, and they took to the oars. The wind rose later to a south-westerly gale and again they ran for it. After six days the fresh water gave out and the men were too weak to eat the dry biscuit. On the eighth day they sighted a ship which took the weary men on board and towed the boat to port. Ten of the crew were taken to hospital – among them Captain Payne – and the rest were cared for in the Sailors’ Home.
Captain Payne’s good seamanship, stout heart and fine example saved the lives of all in the boat.
He praised the men’s behaviour, and it is clear that he himself was fully trusted and obeyed.

-oOo-

Watson, Norman
Third Officer
Pacific Grove
23 Sep 1940
L.G. – 29 Jul 1941
Ll.W.M. (Ll.L., 12 Jun 1942)

[Pacific Grovetorpedoed and sunk by U563 (Hartmann, G. von) on 12 Apr 1943 at 54°10’N 30°00’W.]

L.G. Citation: For courage and good service when their ship was attacked by an enemy aircraft.

From Lloyd’s Collection in Guildhall Library: Four air attacks were made on the ship, which replied with vigour. Two bombs missed; one glanced into the sea; a fourth passed through the officers’ accommodation on the starboard side, where it remained unexploded.
Volunteers were called for to remove it. Almost all hands answered, and a choice was made from each department, so that if the bomb burst the working of the ship would not be hindered unduly. Two parties were formed. One cleared a passage through the wreckage; the other lifted the bomb out on pillows and blankets.
After 45 minutes the bomb, which was 500 lbs, was jettisoned. All the men were strangers to bombs.

………………
The only additional information is contained in a statement from the Ministry of War Transport that “There were actually 13 men in the disposal squad, but 3rd Officer Norman Watson, Chief Cook Samuel McEachran, and Boatswain Lars Jensen were outstanding in connection with the action”.

Notes: Four miles North West of Tory Island. Slight damage to ship. Two near misses.

-oOo-

Trundley, Frederick
Assistant Steward
Sussex
30 Sep 1940
L.G. – 13 Dec 1940
Ll.W.M. (Ll.L. – 18 Mar 1941)

[Sussex survived the war.]

L.G. Citation: Captain Clarke’s ship was attacked by a large German aircraft and was hit by two bombs. One wrecked the funnel, wireless, bridge, chartroom, compasses and chronometers, the other started a fire in the wool cargo on the Shelter Deck. The aircraft which had also opened fire with a machine-gun then signalled “Stop” but this was ignored. Thereafter accurate fire from the ship’s gun kept the enemy at a distance, and though he made three more attempts to attack he never came closer than one mile, and in the end the enemy flew away.
All hands, except the gun’s crew, were set to fight the fire. On the Shelter Deck between No. 1 and No. 2 hatches was a wooden locker containing 40 tons of cordite. There was danger that the fire would spread from No. 2 hatch to the cordite and would blow out the ship’s side, so that all efforts were concentrated on keeping the cordite wet. In carrying out this duty Assistant Steward Trundley climbed right on top of the locker, although he well knew the danger, and cheerfully remained there directing the hose. After about six hours these fires were extinguished. Ordinary Seaman Croxford, though badly burned by a machine-gun bullet, refused to leave his station at the gun. The whole crew behaved excellently, and in spite of the wrecking of all navigational instruments and the thick weather the Master brought his ship to port.
Captain Clarke’s defiant resolve, the good use of the H/A gun, and the fine organisation and spirit of his crew cheated the enemy of what might have been an easy prey and saved a very valuable ship and cargo.

Notes: From “In Peril on the Sea”: If any master of a ship coming within striking distance of German mines and bombs could be classified as lucky, it was probably Captain P.B. Clarke, D.S.C., of the Federal Steam Navigation Company’s motor-vessel Sussex. The Sussex, a fine new vessel of 11,062 tons with only half-a-dozen voyages to her credit, was steaming down the Thames estuary off Southend on November 24, 1939 - just twenty-four hours after the first magnetic mine had been recovered from the Thames mud and its secret so heroically wrested from it - when she detonated another magnetic mine and suffered damage which ended her projected voyage and sent her back up river under her own steam for repairs. So she lived to sail under Captain Clarke another day, unlike many other ships slaughtered in the Thames estuary at the time when a dozen on one day caused Mr. Churchill the gravest concern.
When Sussex steamed out of Sydney harbour in August 1940, her refrigerators were packed tight with butter and meat, her holds were stowed with other commodities and her shelter deck was solid with bales of wool. If ever a ship deserved to be called the Golden Fleece it was the Sussex, for when Captain Clarke started on his voyage to England he held in his hands the safety of a ship and cargo worth some £4,000,000. He was not defenceless, for she was equipped with a 3-inch gun and a 6-inch gun with the trained gunners to serve them. But as he considered what might await him on the last laps of his trip he was not quite easy in his mind. His big guns were adequate against submarines, but he was anxious to secure two or three Lewis-guns and machine-guns to defend his ship against aircraft at close quarters. With these he knew that he could give ant low-flying aircraft a hot reception. So on his arrival at the Cape, after traversing six thousand miles of the Indian Ocean, he made urgent requests to the authorities for Lewis-guns and machine-guns. He failed to get them.
Lacking the light guns he sorely needed, Captain Clarke steamed away on the last six thousand miles to England, being told to call at Freetown Sierra Leone for final Admiralty instructions about his route. In mid-September he dropped anchor amid the other ships in Freetown harbour and went ashore for routing orders. Again he made urgent requests for Lewis-guns and machine-guns and drew a blank. The Sussex was a fast ship of about fifteen knots, much too fast to crawl along in convoy at seven or eight. Her speed made her less vulnerable to submarine attack and she was sent off alone. Although Captain Clarke kept a sharp look-out for submarines, it was the risk of an aircraft attack which made him uneasy and which he had striven to guard against at each port of call. Once bitten, he was twice shy.
He was almost home - a mere 350 miles off the Irish coast and some 500 miles from Liverpool - when the anticipated aircraft attack occurred on September 30, 1940. Dropping down to 300 feet the German bomber flew in over the stern with cannon and machine-guns firing and dropped two bombs. One brought down the funnel, the wireless aerials, and did vast damage on the boat deck while the other burst near N0. 2 hatch and set fire to the bales of wool in the shelter deck.
The German pilot chose his approach so cleverly that the 3-inch gun could not be brought to bear, though the gunner put in some close shots as he flew off. The bomber turned to attack again, but the gunfire was too hot for him. Turning away, he signalled the Sussex to stop. Captain Clarke steamed on. For the next forty minutes the German pilot strove to get in another attack but he could face the gunfire and at last retreated.
With the wireless aerials down and compasses smashed, the Sussex began to steer in a circle. Now that the Master was approaching shallow water he was obliged to switch on his degaussing gear to avoid the possibility of setting off another magnetic mine. Unfortunately, when he switched it on it made the boat’s compass go all haywire, so he was obliged to steer by the sun.
By this time the whole crew were fighting the fire in No. 2 hatch. Captain Clarke was concerned about a much greater danger. It was a locker full of forty tons of cordite on the shelter deck between No. 1 hatch and No. 2 hatch. If fire reached it, he knew there would be an explosion that would blow out the side of his ship. Fortunately he had given the crew several fire-fighting exercises since leaving Sydney and had always kept the hoses run along the decks to the hatches to cope with just such an emergency.
Calling off all the men fighting the fire in No. 2 hatch, he told them to concentrate on the locker full of cordite and keep it saturated to prevent it from going off. At this juncture of dire peril a steward, F. Trundley, climbed right on top of the locker and stood there playing his hose upon it, knowing quite well that if it exploded he would be blown to pieces. He was utterly fearless, directing the stream of water all over the locker and cracking jokes with his shipmates all the time.
There was a moment when it seemed that complete disaster was going to overtake the ship. A case of cordite at the bottom of the locker actually blew up, but by some unaccountable freak it failed to explode the rest. It was a merciful deliverance.
In just three hours the fires were under control and the danger was past. Living quarters, bridge and chart-room were wrecked. The chronometers were so shaken that the Captain discovered he was a hundred miles out in his reckoning. In the circumstances, as his wireless was now repaired, he decided to break wireless silence and send a coded message to the Admiralty asking for an escort. In due course the destroyer Scimitar made contact with the Sussex which, after being rammed by a naval trawler in the darkness was escorted safely to Liverpool.


-oOo-

Light, Sydney Herbert
AB
Port Gisborne
11 – 21 Oct 1940
L.G. – 4 Feb 1941
Ll.W.M. (Ll.L., 30 Jul 1941)

[Port Gisborne torpedoed and sunk by U48 (Bleichrodt, H.) on 11 Oct 1940 at 56°38’N 16°40’W.]

L.G. Citation: Seaman Light’s ship was torpedoed at night. One boat was swamped in lowering, with the result that all hands except Able Seaman Light and a Greaser were thrown out. Light released the forward fall, and with the Greaser holding the boat off eight other men were got aboard. The boat then drifted away from the sinking ship. As she lay broadside on the seas swept over her and daylight found her still afloat, but awash and with her crew worn out with bailing.
Able Seaman Light, who had taken charge, stepped the mast and set sail. Some ships were sighted, but they failed to see the boat. Heavy rain squalls caused the exhausted crew great hardship. Seaman Light kept his men in heart and they sailed on until a lifeboat was sighted with no oars, sails or any sign of life except a canvas tent amidships. This boat was found to have sixteen men from a torpedoed merchant ship on board. Seaman Light towed the derelict boat in spite of rising seas and wind, which made it necessary to bale the whole time. They sighted an unknown rocky shore, and decided to lie off till daylight, but the boats were driven out to sea again. In a dead calm the men rowed all day till they were worn out.
In the towed boat men were giving up, and Seaman Light went over into it and himself massaged two men and gave them his stockings, and dressed their wounds. Later, in his own boat again, he massaged a deck boy who was in great pain, and bound his feet with blanket strips. Provisions and water were placed in the towed boat and later the wind rose again. After ten days of privation, weariness and danger they sighted a British ship. She answered a flare from the boat and came to the rescue. In a steep sea the exhausted crews were with difficulty transferred to the steamer, where every care was given to them.
Seaman Light’s courage, leadership, self-sacrifice and stout heart thus saved not only his own crew but the sixteen men whose boat he had towed and tended so well. This seaman kept a log of the whole voyage.

Notes: “In Peril on the Sea” contains a whole chapter on the sinking of the Port Gisborne.

-oOo-

McLean, Edward
Fireman
Zouave
7 – 11 Sep 1940
L.G. – 7 Jan 1941

[Zouave torpedoed and sunk by U305 (Bahr, R.) on 17 Mar 1943 at 52°25’N 30°15’W.]

L.G. Citation: Heavy attacks with high explosive and fire bombs were made by the enemy on Docks. Fireman McLean, on patrol by the timber sheds alongside his ship, picked up and threw several bombs into the water. Throughout the period, refusing to take shelter and continually risking his life, he showed great gallantry in extinguishing bombs which fell among the wood stacks.
Through this Fireman’s continued gallantry and fine example his ship was on several occasions saved from serious damage and the danger of a big fire in the timber sheds was averted.

-oOo-

Taylor, George
Quartermaster
Starstone
31 Oct 1940
L.G. – 13 May 1941

[Starstone survived the war.]

L.G. Citation: An aircraft made bomb attacks on the ship and raked her with machine-gun fire. She was hit and fires started.
When the plane passed overhead the Master jumped up to fire his rifle and Taylor went with him. The enemy machine-gunned them and Taylor received a bullet through his eye. Despite this he went back to the wheel and continued to steer all through the action.
The Fourth Engineer, Mr. Johnstone, showed courage and devotion to duty.
The Master, thinking the ship would founder, sent one boat away with old sailors and firemen in it, whereupon the enemy flew off.
The Master, the two Engineers, the Chief Officer, the Third Officer and the cabin boy stayed to fight the fires and eventually extinguish them.
All now went well and the ship reached port.

-oOo-

Atkinson, John Robert, Captain
Master
Calcium
30 Dec 1940
L.G. – 10 Jun 1941
Ll.W.M. (Ll.L., 30 Jul 1941)

[Calcium sunk by a mine on 30 Dec 1940 off Liverpool Bay.]

L.G. Citation: After an explosion, caused by striking a mine, the Stoker on duty was missing. The Chief Engineer had tried to enter the stokehold by the ladder but could not do so owing to the heat from a broken steam pipe. The Master tried to reach the Stoker by the alley-way leading through the engine-room, a narrow passage that could only be gone through sideways. The Chief Engineer followed the Master along the passage which, as the ship was settling by the stern, was flooded to a depth of three feet. The stokehold was full of steam but they found the Stoker’s body and carried it back through the passage to the engine-room whence it was raised to the deck and put on board a ship that was standing by.

-oOo-

Bramley, Thomas Edward
Chief Engineer
Calcium
30 Dec 1940
L.G. – 10 Jun 1941
Ll.W.M. (Ll.L., 30 Jul 1941)

[Calcium sunk by a mine on 30 Dec 1940 off Liverpool Bay.]

L.G. Citation: After an explosion, caused by striking a mine, the Stoker on duty was missing. The Chief Engineer had tried to enter the stokehold by the ladder but could not do so owing to the heat from a broken steam pipe. The Master tried to reach the Stoker by the alley-way leading through the engine-room, a narrow passage that could only be gone through sideways. The Chief Engineer followed the Master along the passage which, as the ship was settling by the stern, was flooded to a depth of three feet. The stokehold was full of steam but they found the Stoker’s body and carried it back through the passage to the engine-room whence it was raised to the deck and put on board a ship that was standing by.

-oOo-

Evans, Harold
Third Engineer
Pelayo
31 Dec 1940
L.G. – 21 Oct 1941

[Pelayo torpedoed and sunk by U552 (Topp, E.) on 14 Jun 1942 at 43°18’N 17°38’W.]

L.G. Citation: Fire broke out in the engine-room of a ship through fuel oil escaping and becoming ignited. The Chief, the Second and the Fourth Engineers were in the engine-room, but they made their way on deck. The Chief and Fourth Engineers with their clothes ablaze.
Third Engineer Evans was off watch but hearing shouts rushed on deck and, with Mr. Smith and others, smothered the flames on the Chief and Fourth Engineers, who were very badly burned.
In the meantime, it was discovered that a greaser had been left in the engine-room. Mr. Smith then put on a smoke helmet and followed by Mr. Evans with a wet towel around his head, went down in search of the greaser. They found him in the after part of the engine-room which was full of smoke and fumes, with flames from the burning oil on the fore part. A line was made fast round him and he was hoisted up on deck.
Smith and Evans, in spite of the danger of being suffocated or burned, again went down into the engine-room and extinguished the fire.

-oOo-

Smith, George Sydney
Second Engineer
Pelayo
31 Dec 1940
L.G. – 21 Oct 1941

[Pelayo torpedoed and sunk by U552 (Topp, E.) on 14 Jun 1942 at 43°18’N 17°38’W.]

L.G. Citation: Fire broke out in the engine-room of a ship through fuel oil escaping and becoming ignited. The Chief, the Second and the Fourth Engineers were in the engine-room, but they made their way on deck. The Chief and Fourth Engineers with their clothes ablaze.
Third Engineer Evans was off watch but hearing shouts rushed on deck and, with Mr. Smith and others, smothered the flames on the Chief and Fourth Engineers, who were very badly burned.
In the meantime, it was discovered that a greaser had been left in the engine-room. Mr. Smith then put on a smoke helmet and followed by Mr. Evans with a wet towel around his head, went down in search of the greaser. They found him in the after part of the engine-room which was full of smoke and fumes, with flames from the burning oil on the fore part. A line was made fast round him and he was hoisted up on deck.
Smith and Evans, in spite of the danger of being suffocated or burned, again went down into the engine-room and extinguished the fire.

-oOo-

Jones, Percy Donald
Third Officer
Shakespear
5 Jan 1941
L.G. – 9 Jul 1941
Ll.W.M. (Ll.L. – 30 Jul 1941)

[Shakespear torpedoed and sunk by Italian submarine Cappellini (Todaro, S.) on 5 Jan 1941 at 18°05’N 21°10’W.]

L.G. Citation: The ship was sailing alone when she sighted a submarine on the surface on her starboard beam. The enemy opened fire with two heavy guns and a pom-pom, at about 6,000 yards range, but the ship replied and her shells fell close to the submarine. The Captain fought a spirited action lasting nearly two hours. Third Officer Jones, who was in charge of the gun’s crew, was wounded in the chest but continued to fire the gun until it was put out of action by a shell. Much damage had already been done to the ship and the bridge-house and holds were on fire. The Captain gave orders to abandon ship but the submarine went on firing until the vessel sank. Great coolness was also shown by Able Seaman Canlan who was one of the gun’s crew.

-oOo-

Ryan, James
First Mate
Seaman (Tug)
10 Jan 1941
L.G. – 4 Feb 1941

[Seaman survived the war.]

L.G. Citation: The ship was attacked by enemy aircraft, which came upon her from astern, circled round and three times attacked her from ahead.
Mr. Ryan, at his gun, held fire until the last moment and brought down the aircraft.
Meanwhile, the Master, Captain Jones, out-manoeuvred the enemy, and his good seamanship undoubtedly helped to save the ship.

-oOo-

Butler, Edward James
Gunlayer, RNR
Mostyn
23 Jan 1941
L.G. – 9 Jul 1941
Ll.W.M. (Ll.L., 1 Oct 1941)

[Mostyn sunk by Focke-Wolf Condor on 23 Jan 1941.]

L.G. Citation: Three times the ship was attacked by low-flying aircraft. She was hit each time by bombs and during the second and worst attack Gunner Butler was blown into the air, but he retained his hold on the gun.
The steam connection was broken, and much steam was escaping. On the deck several bombs for the Holman projector were lying without pins. The Gunner crawled through the steam and threw the bombs over the side. They exploded before they hit the water. Shortly afterwards, he saw some ammunition lying near the gun without caps and threw that also overboard.
In the last attack, though all guns but one were disabled, the Gunner brought this to bear, firing until the aircraft was out of range. He showed great courage and devotion throughout the action.

From Lloyd’s Collection in Guildhall Library: Three times the ship was attacked from a low altitude by a four-engined bomber. She was hit each time by bombs. During the second and worst attack the gunner was blown into the air. When he came down on the deck he was still holding his weapon. The steam connection was broken, and much steam was escaping. On the deck several bombs were lying, without pins. The Gunner immediately crawled through the steam and threw the bombs over the side. They exploded before they hit the water. Shortly afterwards he saw some 42 ammunition lying near the gun without caps. He through it overboard.
In the final attack, though all guns but one were disabled, the Gunner brought this to bear firing until the aeroplane was beyond range. He showed great courage and devotion throughout the action.

-oOo-

Johnson, Andrew Hunter
Chief Engineer
W.B. Walker
29 Jan 1941
L.G. – 9 Jul 1941
Ll.W.M. (Ll.L., 1 Oct 1941)

[W.B Walker torpedoed and sunk by U93 (Korth, C.) on 29 Jan 1941 at 56°00’N 15°23’W.]

L.G. Citation: The ship had a cargo of benzine. She was struck by a torpedo on the port side between two tanks and the spirit shot up to a great height. The Chief Engineer at once went into the engine-room and put out the auxiliary fires. His presence of mind, courage and prompt action saved the benzine from catching alight.

From Lloyd’s Collection in Guildhall Library: The damage to the ship was heavy. The mainmast was swinging at an angle of 45º and the pump room was flooded. They lowered the boats but many of the crew, including the Master, were overcome by the fumes. Most of them were rescued by a destroyer.
Three attempts were later made at salvage, but the vessel broke in two, and was abandoned.

-oOo-

MacDonald, Donald Arthur, Captain
Master
Blairathol
12 Feb 1941
L.G. – 14 Apr 1942
Ll.W.M. (Ll.L., 14 Aug 1942)

[Blairathol sunk by Admiral Hipper (Heye, H.) on 27 Nov 1942 whilst in convoy SLS64.]

L.G. Citation: The ship was in a convoy which was attacked by a heavy German cruiser. The Master manoeuvred his ship clear of the others and laid a smoke screen between himself and the enemy. He returned later and picked up no less than eighty-five survivors. Captain MacDonald, by his skilful seamanship and his courage in returning to the scene of action at the first moment possible, saved the lives of many men.
Throughout the action the Second Engineer remained below and worked continuously for eight hours, carrying out all engine-room orders with coolness and skill.
Morrison, who is only sixteen years of age, was at the wheel and showed a sterling example of coolness under fire, obeying all helm orders with promptness and without fluster.

Notes: From “In Peril on the Sea”: Not one man, but many owed their lives to Captain D.A. MacDonald of the Blairatholl which was sailing in a convoy that was surprised by a heavy German cruiser. This was one of the sea risks which gave Mr. Winston Churchill the gravest concern, for he knew that if some of the big German warships could evade the containing forces of the Royal Navy and break into the Atlantic they could wipe out a convoy without any trouble. What Mr. Churchill had so often feared now happened. The German cruiser raced over the horizon slap into the convoy and opened a fierce fire on the merchantmen. The enemy shooting was very good and first one ship, then another sank as the crews strove to launch the boats.
As soon as the firing started, Captain MacDonald altered helm to bring his ship stern-on to the attacker and present as small a target as possible. Then he ordered a smoke screen to be laid. He calculated that his only chance of survival was to get as far away from the convoy as quickly as he could. Signalling down to the engine-room for full speed, he managed under cover of the smoke screen to escape from the danger zone. He was one of the luckier ones. Yet all the time he was fleeing to safety his thoughts were with the victims of the German cruiser. He was not the man to desert seamen in distress. He was determined to go back and help them.
After some time, when he concluded that things had quietened down and the German cruiser was probably racing away to avoid a clash with the Royal Navy, he turned Blairatholl and steamed back to the scene of the disaster. In that short, sharp encounter the enemy had wiped out eight merchantmen and turned many a loving wife into a widow.
Standing grimly on the bridge, Captain MacDonald steamed into the flotsam and jetsam which betrayed the presence of the sunken ships. Soon he came to the first boat, whose occupants were picked up and given all the care and attention they needed. That was the beginning of his gallant bid to rescue the survivors of a massacre of ships. By the time he had finished he had rescued eighty-five men from four different ships – and won the George Medal as well as Lloyd’s War Medal. But what was much more precious to him than all the medals was the gratitude of the survivors and their kith and kin. His action was the redeeming feature of a terrible sea tragedy.

-oOo-

Price, Ivor Llewellyn, Captain, O.B.E.
Master
Margot
12 Feb 1941
L.G. – 10 Jun 1941

[Margot torpedoed and sunk by U588 (Vogel, V.) on 23 May 1942 at 39°00’N 68°00’W.]

L.G. Citation: The ship was attacked by a surface raider. The Master turned away and burnt smoke floats. Owing to the strong wind these did not wholly screen the ship but gave better cover to three other ships, which escaped. Captain Price fired on the enemy when his guns bore and the Raider directed his full attention to the ship, firing as he closed. The Raider subsequently made off.
Captain Price gathered together the ships remaining and, after searching for and picking up survivors, proceeded to port.

-oOo-

Neumann, Bernard Peter de
Second Officer
Tewkesbury
1 Mar 1941
L.G. – 7 Oct 1941
Ll.W.M. (Ll.L., 8 Jan 1942)

[Tewkesbury torpedoed, shelled and sunk by U69 (Metzler, J.) on 21 May 1941 at 5°49’N 24°09’W.]

L.G. Citation: For brave conduct when their ship was attacked by enemy aircraft.
Uncensored: The ship was bombed by a German aircraft. Her defence was so good that the enemy was last seen flying low, with smoke streaming from him. The air crew were picked up later, and the ship is credited with the kill.
After the attack, a large bomb of about 250 kilos was found unexploded on the second engine room grating. The vessel was rolling in a North-Easterly wind and sea, and Second Engineer Turner, who was on watch, sat on the bomb to prevent it being rolled off the grating. Second Officer de Neumann at once went to his help.
The Master, leaving the Commodore of the convoy on the bridge to attend to navigation, took charge of the disposal squad. The Second Officer and Second Engineer slung the bomb in a rope sling and guided it clear of obstructions, at one point standing on the cylinders to do so. Owing to the darkness and the deep and awkward position into which the bomb had lodged, the whole operation performed with ingenuity and skill without mishap, took over an hour to complete. A second sling was made by the Master and the two Officers and the bomb was dropped over the side.

Notes: This action took place about seven miles due east of Aberdeen at 1945 hours, and the bomb took about 90 minutes to clear. The aircraft, an He III, crashed into the sea off Whitehills, Melrose Head at 1957 hours.
From “In Peril on the Sea”: Is such courage really matchless? Officers and men of all ranks and classes displayed it again and again when their ships were murdered by the Germans. A German pilot who bombed the Tewkesbury in March, 1941, got more than he bargained for. He successfully dropped his bomb right on target, where it fortunately failed to explode. He had no time to observe the results, for the gunners of the ship fired so accurately that they shot him down and he and his crew were picked up by the hated English to whom they owed their lives.
The bomb landed with a resounding crash on the grating in the engine-room. The Second Engineer, G.L. Turner, who was on duty, acted swiftly with unbelievable courage. He nipped up to the bomb and sat astride it to hold it still. The ship was rolling badly in heavy seas. At any moment the bomb was threatening to roll off its perch. He sensed that if it rolled off the grating it might explode and wipe out the ship and most of the crew.
When the Second Officer, B.P. de Neumann, ran to see where the bomb had fallen, he found Turner gripping it between his legs to prevent the final catastrophe. Neither man knew when it would go off. For all they knew it was just about to explode.
They were not frightened or deterred. The bomb was their pigeon. They would let no one else touch it. As the Captain reported: ‘They had by now established a proprietary interest in the missile’. Together the two officers, working in the darkness deep down in the ship, got a rope sling round the bomb and with meticulous care they manipulated it out of its awkward position, guiding it free of the obstructions that stood in its path, until they brought it up on deck. Every second they ran the risk that some inadvertent touch might explode it and blow them to pieces. They did not quail. For over an hour they pursued their self-imposed task and no one was happier than Captain T. Pryse to watch the bomb splash into the sea.

-oOo-

Turner, Gerard Llewellyn
Second Engineer
Tewkesbury
1 Mar 1941
L.G. – 7 Oct 1941
Ll.W.M. (Ll.L., 8 Jan 1942)

[Tewkesbury torpedoed, shelled and sunk by U69 (Metzler, J.) on 21 May 1941 at 5°49’N 24°09’W.]

L.G. Citation: For brave conduct when their ship was attacked by enemy aircraft.
Uncensored: The ship was bombed by a German aircraft. Her defence was so good that the enemy was last seen flying low, with smoke streaming from him. The air crew were picked up later, and the ship is credited with the kill.
After the attack, a large bomb of about 250 kilos was found unexploded on the second engine room grating. The vessel was rolling in a North-Easterly wind and sea, and Second Engineer Turner, who was on watch, sat on the bomb to prevent it being rolled off the grating. Second Officer de Neumann at once went to his help.
The Master, leaving the Commodore of the convoy on the bridge to attend to navigation, took charge of the disposal squad. The Second Officer and Second Engineer slung the bomb in a rope sling and guided it clear of obstructions, at one point standing on the cylinders to do so. Owing to the darkness and the deep and awkward position into which the bomb had lodged, the whole operation performed with ingenuity and skill without mishap, took over an hour to complete. A second sling was made by the Master and the two Officers and the bomb was dropped over the side.

Notes: This action took place about seven miles due east of Aberdeen at 1945 hours, and the bomb took about 90 minutes to clear. The aircraft, an He III, crashed into the sea off Whitehills, Melrose Head at 1957 hours.
From “In Peril on the Sea”: Is such courage really matchless? Officers and men of all ranks and classes displayed it again and again when their ships were murdered by the Germans. A German pilot who bombed the Tewkesbury in March, 1941, got more than he bargained for. He successfully dropped his bomb right on target, where it fortunately failed to explode. He had no time to observe the results, for the gunners of the ship fired so accurately that they shot him down and he and his crew were picked up by the hated English to whom they owed their lives.
The bomb landed with a resounding crash on the grating in the engine-room. The Second Engineer, G.L. Turner, who was on duty, acted swiftly with unbelievable courage. He nipped up to the bomb and sat astride it to hold it still. The ship was rolling badly in heavy seas. At any moment the bomb was threatening to roll off its perch. He sensed that if it rolled off the grating it might explode and wipe out the ship and most of the crew.
When the Second Officer, B.P. de Neumann, ran to see where the bomb had fallen, he found Turner gripping it between his legs to prevent the final catastrophe. Neither man knew when it would go off. For all they knew it was just about to explode.
They were not frightened or deterred. The bomb was their pigeon. They would let no one else touch it. As the Captain reported: ‘They had by now established a proprietary interest in the missile’. Together the two officers, working in the darkness deep down in the ship, got a rope sling round the bomb and with meticulous care they manipulated it out of its awkward position, guiding it free of the obstructions that stood in its path, until they brought it up on deck. Every second they ran the risk that some inadvertent touch might explode it and blow them to pieces. They did not quail. For over an hour they pursued their self-imposed task and no one was happier than Captain T. Pryse to watch the bomb splash into the sea.

-oOo-

Mitchell, Neale
Second Engineer
Inishtrahull
13 Mar 1941
L.G. – 9 Jul 1941

[Inishtrahull survived the war.]

L.G. Citation: For courage and resource when the ship was attacked by an enemy aircraft.

Notes: Focke-Wulf Condor shot down by machine-gun and Holman projector.
From “In Peril on the Sea”: [When Able Seaman Francis Hobson of the Inishtrahull saw a German bomber attacking a nearby ship, he started to hurl grenades at the attacker from his Holman Projector. Unhappily two of the grenades stuck in the weapon. Knowing they were timed to explode in three seconds, Hobson whipped out the first and flung it overboard. Then he seized the other and threw it after the first. But in his split-second movements he did not throw it high enough. It hit the ship’s rail and fell on the main deck. He knew it was about to go off and that he could have saved himself easily by flinging himself down on the deck-house. Instead he thought of his shipmates below and instantly jumped down to try and retrieve it and pitch it overboard to save them. That was Hobson’s choice. Without hesitation he chose to sacrifice himself rather than see his comrades killed. They were all saved, but he lost his life on Friday, September 13, 1940 – an unlucky day for him, but lucky indeed for his shipmates.]

-oOo-

Ebel, Mark Vincent, Sub Lieutenant, RNVR

Elstree Grange
3 May 1941
L.G. – 4 Nov 1941

[Elstree Grange sunk by German bombers on 3 May 1941 in Canada Dock, Liverpool.]

L.G. Citation: For bravery and resource in rescuing two wounded men from a burning vessel.

-oOo-

Wheeler, George Ernest
Able Seaman
Elstree Grange
3 May 1941
L.G. – 10 Oct 1941

[Elstree Grange sunk by German bombers on 3 May 1941 in Canada Dock, Liverpool.]

L.G. Citation: During an air raid a ship in dock was hit by a bomb and caught fire. Two members of the crew were injured and Wheeler attempted to save them.
He climbed aboard the burning ship and fastened a rope to one of the men who was then hauled ashore by the police officers. Wheeler, with help, lowered the second casualty to the quay and then returned and searched the forecastle for other victims. Stretchers were improvised from wire mattresses and both injured men were carried through a blazing dock shed to an ambulance.
The Police officers who were concerned in the rescue exposed themselves to great danger whilst getting the injured men away from the ship and through the burning shed. H.E. bombs, masonry, iron girders and burning embers were falling around the rescuers who acted with outstanding courage and coolness.

Notes: Struck by a parachute mine (ground mine).

-oOo-

Owen, Miss Elizabeth May
Stewardess
St Patrick
13 Jun 1941
L.G. – 23 Sep 1941
Ll.W.M. (Ll.L., 8 Jan 1942)

[St Patrick sunk by German bombers on 13 Jun 1941 off Pembrokeshire Coast.]

L.G. Citation: The ship was attacked by an enemy aircraft with bombs and machine-guns. She was hit by a salvo, caught fire, broke in two, and quickly sank with the loss of many lives. In spite of great damage to his cabin and instruments, Mr. Campbell got his emergency set into action almost at once and sent out two messages. These were picked up by a man-of-war which rescued survivors.
Two other members of the crew showed outstanding bravery. Second Engineer Purcell saved three men trapped in the engine-room. He then found another man lying wounded in an alleyway. With help, he got him to the well-deck and when the ship sank supported him until rescued.
Stewardess Owen groped her way in the darkness to the women’s berths on the lowest deck of the vessel. She had difficulty in opening the doors of the quarters but forced them and brought five women and girls to the well-deck. Sailors offered her life belts for her charges. She saw them put on, although there was none for herself. She then returned to bring away another girl. By this time the ship was sinking. Stewardess Owen could have reached the last lifeboat but she would not leave the girl and jumped into the sea with her and supported her for nearly two hours, until they were rescued.

-oOo-

In the aftermath of the attack, a “radio operator” travelling as a passenger aboard the St Patrick also saved one of the sailors, and was consequently awarded the Royal Humane Society Stanhope Gold Medal[1] for 1941.

RHS Citation: When in convoy at sea, on the 13 June 1941, the ss - - (St Patrick?) received a direct hit from a bomb on or near the bridge. She was enveloped in flame, burning fiercely. HMS - - (Whaddon?) 50 minutes after the attack arrived to assist two trawlers carrying out rescue work. Hearing cries, ship closed two severely injured men in the water, one holding on to a lifebuoy with one hand, using the other to support the second man. The first man was seen to pull the second back to the lifebuoy four times in ten minutes, encouraging him not to give up. They were picked up by HM ship and found to be Radio Operator Fairley and Seaman John Miller.

Fairley, when the ship was hit, made his way from his cabin to the deck to reach his boat and just below the bridge came across Miller seriously injured. Making efforts to save Miller he missed his boat and somehow, though both had broken legs, managed to get him into the water. Finding a lifebuoy, he held it with one hand, supporting Miller with the other for a period of fifty minutes until picked up.

Injuries sustained:-

Miller: Almost complete severance of right leg; fracture of left leg; severe burns to hands and face.
Fairley: Compound fracture dislocation of right ankle joint; severe burns to hands and face.

-oOo-

McGowan, Frederick William Terence
First Radio Officer
Walmer Castle
21 Sep 1941
L.G. – 6 Jan 1942
Ll.W.M. (Ll.L., 16 Apr 1942)

[WalmerCastle, convoy rescue ship in convoy OG74, attacked by German aircraft and set on fire. Ship abandoned and sunk by gunfire from an escorting corvette on 21 Sep 1941.]

L.G. Citation: When the ship was attacked by enemy aircraft her defensive armament was at once brought into action. The enemy made three runs and in the third, the ship received such damage that she was set on fire and later sank.
The Chief Officer was wounded and stunned but when he had recovered he at once organised the getting away of boats, the care of the wounded, and the freeing of rafts which were to carry the many survivors previously picked up from other vessels. In this he was helped by the Boatswain, who was himself wounded, and the Second Steward, who was tireless in his efforts to spare the hurt.
The First Radio Officer instantly responded to the alarm signal and transmitted the distress message before his set was wrecked. When the ship was hit he was trapped in his cabin with three others. As soon as the blast cleared, he removed the debris and forced his way out. He returned three times to release the others, two of whom were badly hurt. By his own effort alone he succeeded in dragging them to safety.
The Chief Officer was among the last to leave the ship, which by then was blazing. He showed great courage and devotion to duty and by his efforts many lives were saved.

-oOo-

Taylor, George
Second Officer
San Florentino
1/2 Oct 1941
L.G. – 3 Mar 1942
Ll.W.M. (Ll.L., 14 Aug 1942)

[San Florentino torpedoed and sunk by U94 (Ites, O.) on 2 Oct 1941 at 52°50’N 34°40’W.]

L.G. Citation: The ship was attacked by a submarine and torpedoed. For over five hours the two vessels fought in very heavy seas. Later a second U-boat joined in the attack.
The Chief Officer directed gun-fire from the monkey-island and, by his skilful conning of the ship and his fine defence control, succeeded in keeping the enemy at bay through the long hours of darkness.
The Third Engineer was on watch in the engine-room and, only with difficulty, was persuaded to leave his post when the ship at last had to be abandoned.
The Second Officer was in charge of the gun and stood to his post throughout the action, shooting magnificently.
Freeman and Needham loaded and fired under his orders. The three men fought until they had only three shells left.
Later, the Second Officer manned one of the falls to lower a boat and, when it was clear, jumped overboard, swam to it and took charge.
By his courage and fortitude he kept up the spirits of the tired men until they at last came to safety. Freeman and Needham did good service in this boat.

-oOo-

McLeay, Angus
Seaman
Thistlegorm
6 Oct 1941
L.G. – 23 Jun 1942
Ll.W.M. (Ll.L., 1 Jan 1943)

[Thistlegorm was blown up and sunk by bombers on 6 Oct 1941 in the Gulf of Suez.]

L.G. Citation: The ship was suddenly attacked by an enemy aircraft. She was set on fire and there was great danger of an explosion. Those of the crew who were amidships lowered the boats but some were trapped aft. These all jumped into the sea except one, Seaman McLeay, who saw a gunner lying unconscious by the poop winch. He took him on his back and made his way along the blazing ship to the Second Mate’s boat. Most of McLeay’s clothes were burnt and his feet were badly injured. Shortly after he had brought the unconscious gunner to safety, the ship blew up.

From Lloyd’s Collection in Guildhall Library: The ship was lying at anchor in Eastern Waters when she was suddenly attacked by an enemy aircraft. She was set on fire and there was great danger of the ammunition in her cargo exploding. Those of the crew who were amidships lowered the boats, but some were trapped aft, and these all jumped into the sea except one, a Seaman who saw a Gunner lying unconscious by the poop winch. This man, who had been below, had managed to get on deck when he lost consciousness. The Seaman took him on his back and made his way along the blazing ship to the Second Mate’s boat. Most of his clothes were burnt and his feet were badly injured.
Shortly after he had brought the unconscious gunner to safety, the ship blew up.

Notes: From WWW: The Thistlegorm’s third voyage took her to the West Indies for sugar and rum during which she developed boiler problems which resulted in two months of repairs in Glasgow. She was then loaded for what was to be her last voyage with a cargo of small arms ammunition, shells, land mines, armoured vehicles, jeeps, motor bikes, steam locomotives and rolling stock and, surprisingly, wellington boots. All this was destined for the allied forces in North Africa and as the Mediterranean was closed to allied shipping the routing of the voyage was to be via the Cape and then up the East coast of Africa and into the Red Sea. The journey was uneventful and the log shows that she anchored safely with other convoy ships at anchorage 'F' off Shadwan Island in the Straits of Jubal (now Gubal) at the Southern-most end of the Gulf of Suez. At 2 a.m. on October 6th the silence was shattered by the arrival of four Heinkel He 111 's of flight 11/KG26 one of which singled out the Thistlegorm for attack.
Two bombs struck the Thistlegorm just aft of the bridge which immediately started a blazing fire. The crew began to abandon ship without delay as it was obvious that there was imminent risk of explosion from the cargo of munitions. All but nine of the crew survived and the survivors were picked up by HMS Carlisle which was anchored nearby. One crew member, a gunner, owed his life to an act of heroism by Able Seaman Angus McLeay from Stornaway, who spotted- the man lying unconscious by the poop winch and then picked him up bodily and carried him through the flames to the safety of the life boats, McLeay was badly burned during the rescue and his bravery was recognised by the award of the George Medal and the Lloyd’s War Medal for bravery at sea. Ten minutes after the attack there was a huge explosion and the Thistlegorm quickly sank from sight.

From WWW: Getaway to Africa, Getaway magazine’s travel show : Trains and boats and planes

In the first of a three-part series on the wrecks of the northern Red Sea, David Steele recounts the dramatic story of the sinking of the ss Thistlegorm - then descends onto this remarkable Second World War time capsule.




It was a hot night . . . the sort of night you choose to sleep on deck. Little did the sailors in the convoy of 20 ships, waiting at what they thought was a safe anchorage at the southern tip of the Gulf of Suez, realise what was about to happen. The quietness aboard the Thistlegorm was shattered for bridge-man Angus Macleay, lying naked and half-awake on his bunk, when he heard a "terrible explosion" and shouting on the deck. Unable to find his clothes in the dark, he rushed up wearing nothing but a lifejacket. There he found "an inferno of flames and flashes" and decided to escape the boiling heat by diving into the water. He ran to the railing and was just about to jump overboard when he noticed one of the gunners unconscious in the flames. The deck was burning and covered in broken glass, but Macleay managed to get to the man and hoist him on to his shoulders. Then, as he struggled barefoot across the deck to a lifeboat, some men came to his assistance and they helped him into the boat. (Macleay's bravery was, later rewarded with the George Medal and the Lloyd's War Medal for Bravery at Sea.) Although most of the Thistlegorm's crew had been asleep when the bombs struck, the crew of nearby HMS Carlisle had been at action stations and some of them saw the attack. One was marine gunner Dennis Gray who vividly remembers the moonlight as being so bright he could have read a book on deck. "We saw the aircraft flying low across the ships at anchor and I remember how big it seemed," he said in a recent interview, adding that it had flown so low the gunners were unable to depress their guns far enough to get a decent shot. "We had a grandstand view of the terrific explosion as the 15-inch shells blew up. The flash lit up the shores on both sides of the Red Sea and we were paralysed as we watched a red-hot railway engine flying through the air!" With the engine heading straight for him, and other scorching debris flying about, Gray and his oppo dived into - of all places - an ammunition locker for shelter. When they looked out again the engine had disappeared in a cloud of steam and they could hear loud cries for help in the water. At this stage HMS Carlisle's boats were lowered to pick up survivors. The ill-fated, 415-foot long Thistlegorm (the name means 'blue thistle' in Gaelic) had been built in 1940 and was on its fourth voyage as an armed merchantman a year later when it sank.

That year was a bleak one for wartime Britain. The Axis powers had virtual control of the Mediterranean and convoys supplying the Eighth Army in North Africa had to sail via the Cape and up through the Red Sea. This is the route the Thistlegorm took. She was heavily laden with all sorts of military equipment for the Allied troops preparing to relieve Tobruk: Bedford trucks, Morris cars, BSA motorcycles, Bren-gun carriers, bomb trolleys, Lee Enfield rifles, aircraft wings, tyres, medical supplies, generators, torpedoes, shells, landmines, ammunition, fuses and something only the British could need in the desert - dozens of Wellington boots! On deck were two railway locomotives complete with tenders and tanker wagons. The Thistlegorm had nearly completed her arduous journey when she dropped her starboard anchor at Anchorage F in the entrance to the Straits of Gubal, waiting for permission from Alexandria to proceed further north up the Gulf of Suez. She was within sight of Mount Sinai, coincidently at the spot where some people believe Moses parted the Red Sea to let his followers through. At about 01h30 on 6 October 1941 the convoy was discovered by four long-range German Heinkel HEIII bombers flying from their base in Crete. Two bombs hit her number four hold, crammed with munitions, and this prompted a second, massive explosion some 20 minutes later. This all but tore the Thistlegorm's stem section from the rest of her hull and caused her to sink onto the sand 30 metres below.

Historians and writers disagree on whether the Germans were just plain lucky in coming across the convoy and hitting the right ship in the right spot, or whether the Thistlegorm's sinking was the result of a carefully planned and skilfully executed operation. Whatever, the heavily overloaded ship sank very quickly and nine of her 49-man crew perished - eight aboard the ship and one who is thought to have been taken by a shark. The dead included five gunners who, in all probability, had been sleeping on deck and were unable to get a return shot from the anti-aircraft gun mounted near her stern. For many years after the sinking, ships of the Royal Navy would lower their ensigns to half-mast as they passed the spot . . . then the Thistlegorm passed into history and lay forgotten in her watery grave.

In 1955 she was discovered by Jacques Cousteau and the crew of the Calypso, who recovered one of the now-famous BSA motorbikes, the ship's safe and her bell from the foredeck. The story of the discovery is recounted in Cousteau's book The Living Sea. After Cousteau's exploration, the wreck lay frozen in time until 1992 when she was rediscovered by some liveaboard divers who had noticed Bedouin fishermen casting their lines over her. (The divers knew that wrecks create artificial reefs which attract fish and considered the spot worth investigating.) With her interesting cargo - one of the best collections of war memorabilia outside any museum - the Thistlegorm soon became a scuba legend and gained the reputation of one of the greatest wreck dives in the world. But her popularity has not been without its problems and it is more than just time that has taken its toll. Perhaps 100 divers visit the wreck each day, most of them undertaking at least two dives. Some have taken small souvenirs - items such as corroding motorbike handlebars or saddles which are absolute junk on land but irreplaceable on the wreck. Not only are these looters spoiling this remarkable site for future divers, they are also desecrating a war grave. Worse still, in the strong current diveboats have damaged the wreck by mooring onto weak parts of the sunken ship. Because of this a railway tanker wagon now hangs dangerously over the entrance to number one hold. Fortunately the rape of the Thistlegorm seems to have abated. Divemasters are far more careful about where they tie their mooring lines and divers' attitudes to souvenir hunting seem to have changed. The Thistlegorm is more difficult to dive than most other Red Sea wrecks: a strong current usu-ally flows as far down as her deck, her vast size tempts divers to push the limits of time and air con-sumption, and the visibility is normally only about 10 to 15 metres. Conditions, however, were near perfect for my first dive on the wreck, in April last year, with visibility at 25 metres and a current noticeable only on the surface of the water. Our Egyptian divemaster had attached our mooring line onto the wreck and a second floating line ran from the mooring line along the port side of our boat, the Shalakamy Explorer, past the diving platform at her stern. We jumped in and used the floating line to pull ourselves - up current - to the mooring line and then descended down this line to the wreck. Pausing at five metres, I realised the current had all but disappeared. The water was a comparatively cool 22oC but the visibility looked good. Scanning the area below me I noticed an irregular greyish-blue shape through the even, blue curtain of the sea. Excitement welled as I descended further and the shape resolved itself as the well-preserved foredeck of the Thistlegorm. After finning to the bow to get a general im-pression of the wreck, I made my way towards number one hold. Parts of the wreck had be-come encrusted with hard and soft corals and a variety of brightly coloured fish had taken up residence in the comparative safety of this artificial reef A shoal of fish circled overhead and game fish - including an enormous tunny - hovered expectantly, waiting for their next meal. Watching them I nearly missed a crocodile fish which scurried along the deck in front of me. The hold had lost its cover and could be entered safely. Rows of carefully parked BSA motorbikes and Morris cars appeared before me.

Aware that most first-time divers on the Thistlegorm are like children let loose in a chocolate factory, dive buddy Lawrence Dale and I concentrated on this hold, photographing and videoing the vehicles. Time flew as it does on great dives and all too soon it was time to ascend. As I slowly moved up the mooring line, I looked down and noticed streams of bubbles rising from cracks in the wreck as divers from other boats took our place. Later, while enjoying breakfast and steaming cups of coffee, we all agreed that although we'd seen only a small part of the Thistlegorm, it had been one of the best dives of our lives and we excitedly discussed which parts of the wreck we'd explore next. It would take several dives to see the wreck properly, but that is exactly what makes the Thistlegorm so popular. Most divers concentrate on the front half of the wreck, often starting at the bow. Here the large port anchor is still firmly in position while the starboard anchor chain stretches away from the wreck, confirming she was lying at anchor when the bombs struck. The foredeck and anchor winches are well preserved and it is possible to enter the chain room through the doors facing number one hold. Although there's not much inside, it's an easy penetration which provides all the excitement of being inside a wreck. Immediately behind the foredeck is the large opening to number one hold, with an imploded railway tanker truck mounted on the deck on one side of the opening. The port tanker has shifted and is dangerously balanced over the edge of the hold, so you should avoid swimming underneath it. All the holds have two levels and number one hold has motorcycles and cars parked on the upper deck and medical supplies, rifles, generators, aircraft parts, camp beds for field hospitals, Wellington boots and tyres below. The main mast stood between the two forward holds, but has toppled over and now points towards the port quarter. Near its base are the winches which were used to manoeuvre the cargo booms. Also in this area, against the railings on both sides, are two paravanes (mine-sweeping drones) and their davits. Many divers mistake the paravanes for torpedoes, but their real use was to sever mine-mooring cables while being towed by their mother ships. The upper deck of number two hold contains BSA motorcycles and Morris cars, while lower down you'll find Bedford trucks laden with more motorcycles. There are railway tenders on either side of the hold and, since their weight has caused damage to the deck structure, caution should be exercised when exploring the hold. The collapsed remains of the bridge are behind number two hold. Here the decking has all but disappeared and it's possible to enter the captain's quarters through gaping holes. His comparatively undamaged bathroom, complete with toilet and bath, are a popular attraction and an interesting photographic subject. Number three hold - packed with boxes of ammunition, mines and grenades on the upper level and bombs, shells and anti-tank mines on the lower level - is situated behind the bridge. One of the most exciting dive options is to enter this hold, then swim underneath the bridge and deck all the way to number one hold. However, this should be attempted only by properly equipped and qualified divers led by an experienced divemaster who knows the way. Behind the bridge lies the collapsed remains of the sheet-metal roofing which once protected this area from the tropical sun. Here you'll also find a large hole where the funnel once stood. Nearing the stern, number four hold is where the two bombs hit the ship, triggering the explosion which all but tore the Thistlegorm in two. All that remains of the hold is a pile of tortured metal which slopes to the sand. It's difficult to distinguish various items in the rubble and even the two Bren-gun carriers can be missed from a couple of metres away. One of the locomotives which was blasted from the deck lies near the rubble on the port side. It's possible to explore this and the one on the starboard side (situated slightly further forward) in a single dive, but you have be careful not to go into decompression time. Both are well worth the visit. Finally, there is the stern section lying tilted towards the port side. The propeller and rudder are visible above the sand on the starboard side, making interesting photographic props. Higher up, on the deck, are two fascinating relics: an anti-aircraft gun on the poop deck and a 3,5-inch gun immediately in front of it. The sinking of the Thistlegorm was a tragedy but, by going down in shallow, diveable waters near what are now the diving centres of Hurghada and Sharm el Sheik, she is a boon for underwater adventurers. In fact, she can be reached even by day boats operating out of Sharm. In addition, there are several other historic wrecks in the area including the easily accessible Carnatic and Dunraven. And then there are the remains of the wreck of the Jolanda at Ras Mohammed, arguably the greatest dive site in the world. Happily, these wrecks are little more than an overnight flight away from Johannesburg and increasing numbers of South African divers are taking the plunge.

-oOo-

Inglis, John
Second Officer
Loch Ranza
3 Feb 1942
L.G. – 21 Jul 1942
Ll.W.M. (Ll.L., 25 May 1943)

[Loch Ranza bombed and set on fire by Japanese aircraft on 3 Feb 1942 south of Singapore and beached.]

L.G. Citation: Shortly after leaving an Eastern port, the ship was very heavily attacked by Japanese aircraft with machine-guns and bombs. Two bombs hit, setting fire to the cargo, and breaking the water service pipe.
The Second Officer, who was in charge of one of the fire parties, showed the highest courage and devotion to duty. He was blown into the air by the blast of a bomb and wounded by splinters but refused to be treated and carried on with his vital work.
The Carpenter also did much good work in fire-fighting. Throughout the attacks he remained on the exposed fore-castle, standing by the anchors.

-oOo-

Creser, Roy Dudley
Chief Officer
Harpagon
19 Apr – 24 May 1942
L.G. – 5 Jan 1943
Ll.W.M. (Ll.L., 3 Feb 1944)

[Harpagon torpedoed and sunk by U109 (Bleichrodt, H.) on 20 Apr 1942 at 34°35’N 65°50’W.]

L.G. Citation: The ship was subjected to two violent explosions which caused her to sink within a few minutes. There was no opportunity to launch any of the boats. The Chief and Second Officers jumped overboard and swam to a raft on which there was another survivor. They were able to rescue five others of the crew and collect stores and water from other rafts.
The Chief Officer was in charge of this party throughout and it was due entirely due to his foresight and judgement in securing food and water and in providing shelter that the party survived their tremendous ordeal. His dauntless courage sustained the spirits and hopes of his party and the discipline which he maintained, particularly in regard to the rationing of food and water, ensured that with the strictest economy supplies lasted throughout the voyage of 34 days. But for outstanding qualities of leadership which the Chief Officer displayed, very few, if any, of the party would have survived.
The Chief Engineer and the Second Officer showed courage, fortitude and resource, while the cheerful demeanour and willing assistance given by Able Seaman McBridge set a fine example to the rest of those on the raft.

Note from Hydrographic Office (5 Feb 1998) supplied by John Crawford: ss Harpagon was built in 1935 and weighed 5719 gross tons. She owned at the time of her loss by the National SS Co, and sailed under a British flag. She was sailing from New York to Table Bay and Bombay and carried a cargo of tanks, planes, etc, and 2602 tons of explosives. She had a crew of 49 including 8 gunners. The vessel was sunk on the 19 April 1942 in approximate position 34°35’N 65°50’W (150 miles NNW of Bermuda) with a loss of 35 crew and 6 gunners. The vessel was reported sunk by internal explosion, and sabotage was suspected, however the Chief Officer stated that she was torpedoed and the Admiralty accepted it as a submarine loss (Lloyd’s List). The submarine responsible for the sinking was U-109 under the command of Heinrich Bleichrodt (Axis Submarine Successes by Röhwer)

-oOo-

Note: Creser received the RHS Bronze Medal for attempting to save the life of the Chief Engineer of the Harlingen in 1939, in which vessel he was Second Officer

-oOo-

Thomson, William Hutchison
AB
Empire Purcell
27 May 1942
L.G. – 6 Oct 1942
Ll.W.M. (Ll.L., 1 Jan 1943)

[Empire Purcell in convoy PQ17 attacked and sunk by German aircraft on 27 May 1942 near Bear Island.]

L.G. Citation: When the ship was sunk, the port forward lifeboat, after being lowered, capsized, taking with it Thomson and five other men. Thomson extricated himself and then, despite the extreme cold of the water, repeatedly dived under the boat until he got out all the others. He managed to get them on to the boat’s keel, and later they were picked up.

From Lloyd’s Collection in Guildhall Library: Before the ship was sunk while in convoy to North Russia the ship’s gunners fought with stubborn courage throughout many relentless air attacks. One Able Seaman was outstanding. His fire was observed to hit at least two German aircraft. The Chief and Third Officers did notable work in keeping the guns supplied with ammunition. About three-quarters of a ton of all types was expended during the action.
REPORT OF AN INTERWIEW WITH THE MASTER, CAPT. R. STEPHENSON: We sailed on May 20, 1942 for Murmansk. Nothing occurred until the 25th May when an enemy reconnaissance plane patrolled round the convoy, keeping out of range of the guns. During that day the convoy was attacked by high level bombers which did not do any damage. From the 25th to the 27th the convoy was constantly attacked day and night, most of the bombing in the early stages of the attack being from a high level. There were no ships sunk on the 25th but in the early morning of the 26th an American ship was torpedoed. There were continual dive-bombing attacks during that day and all the ships of the convoy and escorts replied with a terrific barrage of gunfire. During the morning of May 27 other ships were torpedoed and my ship was near-missed by two bombs and another ship was hit by four bombs. At 1930 on May 27 we received two direct hits in No 2 hold which immediately caught fire, and two near misses, one of which fell on the port side of the engine-room and the other on the starboard bow. Hatches and beams were blown off No 2 hold, the bunker collapsed, causing bunker coal to run into the stokehold. The Naval gunner was blown from his gun on the upper bridge. The port forward lifeboat was damaged, two planks from the keel being split open. Throughout the whole series of attacks from the 25th to the 27th we fired some ¾ ton of ammunition. We were successful in hitting two ‘planes but I do not know if these were brought down. When the Second Engineer found the engine-room telegraph destroyed he stopped the engine and then with the Third Engineer left the engine room as it was flooding. As No 2 hold was well ablaze and there was danger of the ammunition catching fire I gave the order to abandon ship, so the Chief Officer slipped all the rafts and secured them alongside by their painters. A number of crew including the Chief Engineer got into the starboard after lifeboat, the forward fall slipped while it was being lowered and the occupants were thrown into the extremely cold water, six of them losing their lives. The port lifeboat was lowered successfully but the port forward jolly boat, which was already damaged was the next to meet with disaster. The forward painter of this boat became unattached, the boat swung round on the stern painter, struck one of the rafts which was towing alongside and capsized with its five occupants trapped underneath. An Able Seaman, William Thomson, dived under the boat, pulled them all out and placed them on the keel. There was now only the starboard forward boat left which I lowered with the help of the three Officers.
By now the ship had lost her way and the fire was spreading rapidly. After waiting a few minutes in case anyone had been left behind I cast off and left the ship. There were two lifeboats and two rafts in the water and these accommodated all the survivors. After being in the boats for about a quarter of an hour we were picked up by HM ship and landed on May 30.
I would specially like to mention Able Seaman W. Thomson who performed a very gallant piece of rescue work. He was in the icy cold water for about a quarter of an hour picking up the men from underneath the port boat and undoubtedly it was due to his action that these men were saved. The Chief Officer, C. Douthwaite and the Third Officer – D. Bedford – set a very fine example and worked at the guns continuously throughout the attacks and kept them supplied with ammunition. Able Seaman j. Greenwood fought the gun on the starboard side of the upper bridge. This man kept his gun in action throughout the many attacks in spite of falling bombs and it was his gun which hit the attacking aircraft. I do not claim to have destroyed any aircraft but I am quite confident that we hit at least two of them.
COMMANDER HOLBROOK’S RECOMMENDATIONS: It is proposed that Able Seaman W. Thomson be considered for a Royal Humane Society’s award for his conspicuous gallantry in diving underneath the upturned boat to rescue the five trapped men, observing the extremely cold weather conditions. That Able Seaman J. Greenwood be considered for an award for his devotion to duty and in recognition of his outstanding gallantry in keeping his gun in action in the face of the many fierce enemy attacks, during which his gun hit two aircraft. That Chief Officer C. Douthwaite and Third Officer D. Bedford be considered for commendation for their devotion to duty and in recognition of their splendid example in keeping the guns supplied with ammunition, observing that the guns fired a total of some ¾ ton of all types of ammunition.

-oOo-

Grey, Percy
Chief Steward
River Afton
5 Jul 1942
L.G. – 6 Oct 1942
Ll.W.M. (Ll.L., 31 Aug 1943)

[River Afton in convoy PQ17 torpedoed and sunk by U703 (Bielfeld, H.) on 5 Jul 1942 at 75°57’N 43°00’E.]

L.G. Citation: The ship was torpedoed twice and had to be abandoned. The Radio Officer continued to send messages to the last. The Chief Steward remained on board tending three injured men. He went down with his ship, but, with courage and determination, he was able to swim to a raft, bringing with him an injured officer.
The Radio Officer showed great cheerfulness in the boats. Both he and Able Seaman Jamieson tended those wounded who were with them and showed an indomitable spirit throughout.

Notes: From “In Peril on the Sea”: The River Afton was fleeing in fog among the icebergs when she was torpedoed about eight o’clock that night. A few minutes later another torpedo hit the ship and wiped out all the occupants in a lifeboat. The officers launched the Master’s dinghy amidships.
“I collected my brief-case and made my way to it,” reported Captain H.W. Charlton, as though he were a city director just on his way to the office.
He found the dinghy was already overcrowded with thirteen men in her. As the sinking ship moved forward it dragged the dinghy against the wreckage of a lifeboat which overturned it and pitched everyone into the sea. Then another torpedo hit the ship and caused its explosives to go off with huge clouds of smoke and debris which blotted out everything. When it cleared Captain Charlton saw that his ship had broken in two. She sank a few seconds later.
Still retaining his brief-case with the ship’s papers, he swam to the overturned dinghy where another officer joined him. Together they managed to roll the dinghy over, but unluckily she rolled full circle and finished upside-down again. They tried once more and this time succeeded, although she floated with her sides about a foot under water. By standing in the bow of the boat they found that some five feet of the stern was lifted out of the water, whereupon Captain Charlton used his brief-case as a baler and by strenuous efforts baled her out and got her properly afloat – but he lost the ship’s papers.
Then the U-boat surfaced and picked one man off a raft to find out the name of the ship. Giving him a bottle of water and some bread, they took photographs of him for propaganda purposes to show how humane they were and then replaced him on the raft, while another U-boat some distance away watched them through the periscope.
Some three and a half hours later the survivors of the River Afton were picked up, among them the Commodore, and taken on to Russia where the Russians fed them on the only food available which was porridge and raw fish, not exactly the diet to which they were accustomed. Meanwhile the Russians took all their clothes away to be cleaned. As the men had nothing to wear, they had to go to bed, where they were forced to remain for a fortnight until they could get new outfits from one of the rescue ships.

-oOo-

Dennis, Donald Wilfred
Chief Radio Officer
San Emiliano
8 – 10 Aug 1942
L.G. – 20 Jul 1943
Ll.W.M. (Ll.L., 16 Dec 1943)

[San Emiliano torpedoed and sunk by U155 (Piening, A.) on 9 Aug 1942 at 07°22’N 54°08’W.]

L.G. Citation: The ship sailing alone, was torpedoed and set on fire.
The Chief Officer displayed courage and leadership of a very high order. When the ship was hit and set on fire he escaped through a 15 inch side scuttle on to the forward bulkhead and thence to the forecastle, where he took charge of a party of seven men which got away in a boat and, in the face of great danger and difficulties, made efforts to rescue others. His bravery and leadership were an inspiration, while his judgement and skill in keeping the boat secured to the ship until way had been lost prevented the flames from reaching it. Throughout the night the boat stood by the ship, the uninjured caring for the others as best they could, but during the next day four died from burns. Shortly afterwards the boat was sighted by aircraft which dropped medical stores and later in the day the survivors were picked up. Undaunted by his grim experience, Mr. Finch at once volunteered to serve in another ship as soon as he landed.
The Chief Radio Officer volunteered to release the only undamaged boat. Although he was badly burned he crawled through the flames on his hands and knees and released the falls. Throughout he displayed outstanding courage and fortitude, and but for his brave act the boat would not have got away and there would have been few, if any, survivors.
The Third Officer displayed great courage and coolness, remaining on board until forced by the flames to jump overside. Later he was of great help to the Chief Officer in the boat.

Notes: From “In Peril on the Sea”: On August 8, 1942, while San Emiliano was on a voyage from Trinidad to Cape Town laden with aviation spirit, two torpedoes exploded almost simultaneously and turned her almost instantly into an inferno. Clarke was trapped amid the fierce flames in the living quarters below. While Apprentice Clarke was fighting to escape, the Chief Radio Officer, D.W. Dennis, separated by a wall of fire from the one undamaged boat, crawled through the flames on his hands and knees and released the falls to drop the boat into the sea. He was badly burned in getting through the fire, but he provided the survivors with their sole means of escape.
Struggling from the flaming quarters up to the deck, Clarke slipped over the side into the boat that was being towed along by the tanker which was still underway. Behind her the whole sea was ablaze as the spirit gushed from her tanks into the ocean. Unless the boat kept up with the ship, they would all be burned to death in the flaming wake.
Chief Officer T.Finch, fully alive to the danger, moved to counter it. Taking the tiller, he cleverly put the helm hard over to steer the boat away from the blazing ship in a wide arc, while those in the boat dragged two or three injured men out of the sea. Then he saw a little group on the forecastle. It was the Master, the Chief Steward, C.D. Bennell, and the Third Officer, G. Drayton. Steering back to the side of the ship, he urged them to jump.
Chief Steward Bennell, who had managed to escape through a side scuttle, discovered that the Master was badly burned and he helped him forward to the forecastle. It was the only spot where survival seemed possible. There they were, caught in a flaming hell, with the men in the boat below beseeching them to jump. They appeared to be deaf to all entreaties and made no move to jump until at length the Third Officer did so with considerable reluctance. But the Chief Steward who had done his best to save the Master steadfastly refused to leave him behind. They died together on the burning ship.
Of the whole crew of the San Emiliano only twelve got away. Some were so badly burned that they were writhing in their agony at the bottom of the boat. The blazing oil on the sea was so close that it threatened to engulf them. Clutching an oar, Clarke started to row with all his strength. The only three other men capable of rowing followed his example. In desperation they sweated at the oars, with the flaming oil pursuing them menacingly as they fled. That agonizing race lasted for two hours before they were able to pull the boat to safety beyond the reach of the flames.
Not till then did the others in the boat realize that the lad, too, was badly burned; so badly that the flesh of his hands had stuck to the oar. Very gently they strove to release him. It was impossible. The only way they could free his hands from the oars was to cut them away.
They made him comfortable in the bottom of the boat where the others lay in their misery. Not a word of complaint passed his lips. His thoughts were solely with his shipmates around him, three of whom succumbed to their burns. And he sang them song after song to keep up their spirits. Next day he passed away.

-oOo-

Finch, Thomas Daniel
Chief Officer
San Emiliano
8 – 10 Aug 1942
L.G. – 20 Jul 1943
Ll.W.M. (Ll.L., 16 Dec 1943)

[San Emiliano torpedoed and sunk by U155 (Piening, A.) on 9 Aug 1942 at 07°22’N 54°08’W.]

L.G. Citation: The ship sailing alone, was torpedoed and set on fire.
The Chief Officer displayed courage and leadership of a very high order. When the ship was hit and set on fire he escaped through a 15 inch side scuttle on to the forward bulkhead and thence to the forecastle, where he took charge of a party of seven men which got away in a boat and, in the face of great danger and difficulties, made efforts to rescue others. His bravery and leadership were an inspiration, while his judgement and skill in keeping the boat secured to the ship until way had been lost prevented the flames from reaching it. Throughout the night the boat stood by the ship, the uninjured caring for the others as best they could, but during the next day four died from burns. Shortly afterwards the boat was sighted by aircraft which dropped medical stores and later in the day the survivors were picked up. Undaunted by his grim experience, Mr. Finch at once volunteered to serve in another ship as soon as he landed.
The Chief Radio Officer volunteered to release the only undamaged boat. Although he was badly burned he crawled through the flames on his hands and knees and released the falls. Throughout he displayed outstanding courage and fortitude, and but for his brave act the boat would not have got away and there would have been few, if any, survivors.
The Third Officer displayed great courage and coolness, remaining on board until forced by the flames to jump overside. Later he was of great help to the Chief Officer in the boat.

Notes: From “In Peril on the Sea”: On August 8, 1942, while San Emiliano was on a voyage from Trinidad to Cape Town laden with aviation spirit, two torpedoes exploded almost simultaneously and turned her almost instantly into an inferno. Clarke was trapped amid the fierce flames in the living quarters below. While Apprentice Clarke was fighting to escape, the Chief Radio Officer, D.W. Dennis, separated by a wall of fire from the one undamaged boat, crawled through the flames on his hands and knees and released the falls to drop the boat into the sea. He was badly burned in getting through the fire, but he provided the survivors with their sole means of escape.
Struggling from the flaming quarters up to the deck, Clarke slipped over the side into the boat that was being towed along by the tanker which was still underway. Behind her the whole sea was ablaze as the spirit gushed from her tanks into the ocean. Unless the boat kept up with the ship, they would all be burned to death in the flaming wake.
Chief Officer T.Finch, fully alive to the danger, moved to counter it. Taking the tiller, he cleverly put the helm hard over to steer the boat away from the blazing ship in a wide arc, while those in the boat dragged two or three injured men out of the sea. Then he saw a little group on the forecastle. It was the Master, the Chief Steward, C.D. Bennell, and the Third Officer, G. Drayton. Steering back to the side of the ship, he urged them to jump.
Chief Steward Bennell, who had managed to escape through a side scuttle, discovered that the Master was badly burned and he helped him forward to the forecastle. It was the only spot where survival seemed possible. There they were, caught in a flaming hell, with the men in the boat below beseeching them to jump. They appeared to be deaf to all entreaties and made no move to jump until at length the Third Officer did so with considerable reluctance. But the Chief Steward who had done his best to save the Master steadfastly refused to leave him behind. They died together on the burning ship.
Of the whole crew of the San Emiliano only twelve got away. Some were so badly burned that they were writhing in their agony at the bottom of the boat. The blazing oil on the sea was so close that it threatened to engulf them. Clutching an oar, Clarke started to row with all his strength. The only three other men capable of rowing followed his example. In desperation they sweated at the oars, with the flaming oil pursuing them menacingly as they fled. That agonizing race lasted for two hours before they were able to pull the boat to safety beyond the reach of the flames.
Not till then did the others in the boat realize that the lad, too, was badly burned; so badly that the flesh of his hands had stuck to the oar. Very gently they strove to release him. It was impossible. The only way they could free his hands from the oars was to cut them away.
They made him comfortable in the bottom of the boat where the others lay in their misery. Not a word of complaint passed his lips. His thoughts were solely with his shipmates around him, three of whom succumbed to their burns. And he sang them song after song to keep up their spirits. Next day he passed away.

-oOo-

Howes, George Denis
Second Officer
Peterton
17 Sep – 4 Nov 1942
L.G. – 6 Jul 1943
Ll.W.M. (Ll.L. – 14 Oct 1943)

[Peterton torpedoed and sunk by U109 (Bleichrodt, H.) on 17 Sep 1942 at 18°45’N 29°15’W.]

L.G. Citation: The ship, sailing alone, was torpedoed and sank within five minutes. Owing to the heavy list and rapid sinking only one boat could be launched, and many of the crew had to jump into the water. Another boat, however, floated clear when the ship sank and a number of men got into it. When the Master was taken prisoner by the submarine, the Second Officer, who was in the Master’s boat, took charge, and with twenty-one of the crew made a voyage of forty-nine days before being rescued. Although rationing was introduced from the beginning the food was finished on the thirty-fourth day, and there was only a reduced water ration for the last fifteen days. Throughout this ordeal, Second Officer Howes displayed sustained courage of a high order. It was mainly due to his inspiring leadership and unremitting efforts that all the occupants of the boat were brought to safety.
The Chief Engineer Officer showed great courage and ably assisted the Second Officer. His knowledge of sailing and handling the boat contributed greatly to the successful termination of the voyage. Towards the end, when there seemed to be little prospect of survival, Mr. Howes and Mr. Gorman, by their splendid example, kept up the spirits of the others and never allowed hope to fade.
Able Seaman Nock displayed courage and devotion to duty throughout and was of great help in the working and handling of the boat.

-oOo-

Upton, Vernon Gordon Allenby
Second Officer
Start Point
10 – 22 Nov 1942
L.G. – 6 Jul 1943
Ll.W.M. (Ll.L. – 14 Oct 1943)

[Start Point torpedoed and sunk by U128 (Heyse, U.) on 10 Nov 1942 at 13°12’N 27°27’W.]

L.G. Citation: The ship, sailing alone, was torpedoed. She listed to port and settled slowly by the head. Orders were given to abandon her and two boats and a number of the ship’s rafts were successfully launched. While the last raft was still alongside a second torpedo hit the ship and she went down almost immediately. The Master was lost with the ship and after abandonment the Chief Engineer Officer and Chief Officer were taken prisoner by the submarine.
The Second Officer was responsible for the safe launching of the two boats and he was among the last to leave the ship. He took charge of both boats, ensuring that they kept together. He also dealt with all the problems of navigation and discipline. One of the seamen had been injured and Mr. Upton gave him special attention which in all probability saved his life. It was undoubtedly due to the sustained courage, leadership and resource of this young officer that the occupants of the boats reached safety, after a voyage of thirteen days.
The Third Officer was in charge of the second boat and he was of great assistance to the Second Officer. His courage and example contributed greatly to the successful boat voyage.
The Senior Radio Officer showed courage and devotion to duty throughout. The wireless was damaged when the ship was hit but he remained at his post and, after getting the transmitter into working order, continued to transmit messages until shortly before the second torpedo struck. He got away as the ship sank.
Fireman Mathews showed courage and resource. He ably assisted the Second Officer as did Ship’s Cook Daniel, who set a fine example by his courageous demeanour.

-oOo-

Duff, Gordon Marmion, Captain
Master
Empire Glade
28 Nov 1942
L.G. – 8 Jun 1943
Ll.W.M. (Ll.L., 24 May 1945)

[Empire Glade torpedoed by U67 (Müller-Stöckheim, G.) on 28 Nov 1942 at 17°16’N 48°44’W. Survived the war.]

L.G. Citation: The ship was sailing alone when she was attacked by an enemy submarine shortly before dawn. Many shells exploded on or near the ship which, however, put up a splendid and successful defence. The vessel sustained considerable damage, but emergency repairs were effected and the ship kept going. The submarine continued to shell the ship, but the fire was returned and the enemy was eventually shaken off. In spite of her damaged condition the vessel continued her voyage and arrived at her destination having covered a distance of over 2,500 miles.
The Master displayed great courage and skill in conducting the magnificent defence which saved his ship. It was due to his tenacity, resource and seamanship that the ship was brought safely to port.
The Chief and Second Engineer Officers remained below throughout the attack and carried out their duties with courage and coolness despite damage caused by a shell which penetrated the engine-room.
The Chief Officer was the mainstay of the Master on deck and was outstanding in his courage and devotion to duty.
The Second Officer was the Gunnery Officer in the ship and it was mainly due to his excellent control and direction that such an effective fire was maintained.
The Carpenter and the Storekeeper worked with courage, skill and untiring energy in effecting emergency repairs while the ship was in action.

-oOo-

Crook, Douglas, M.B.E.
Second Officer
Scottish Heather
27/28 Dec 1942
L.G. – 11 May 1943
Ll.W.M. (Ll.L., 14 Oct 1943)

[Scottish Heather torpedoed by U225 (Leimkühler, W.) on 27 Dec 1942 at 46°15’N 26°20’W. Survived the war.]

L.G. Citation: The ship was torpedoed in darkness. Considerable damage was caused and the Master was injured by flying debris. Three of the boats had got away but the Second Officer and a number of the crew were still on board.
In view of the suspected presence of the enemy submarine Mr. Crook decided not to restart the engines until the following morning and no lights were permitted on board. At dawn visibility was bad owing to fog but at noon it lifted and one of the boats was sighted in the distance. Two hours later the occupants were taken on board. The search was continued in the fog and shortly afterwards the remainder of the crew was found. The damaged ship reached port some days later.
The Second Officer displayed great and sustained courage and his resource and resolution saved a valuable ship and probably many lives.
While the boats were leaving the ship Mr. Allan noticed that the ship was blowing off steam and, realising the danger of an explosion, went below with Greaser Byrne and shut off the fires. Both remained on board with the Second Officer and, returning to the engine-room relit the fires, prepared the engines for starting and kept watch throughout the night. The following day they started up the engines when required and worked them until the remainder of the crew were picked up. They displayed courage and devotion to duty of a high order and their action undoubtedly saved serious damage to the boilers and greatly contributed to the saving of the vessel.
The Third Officer remained on board with the Second Officer and ably assisted him throughout. Bainbridge, Rich, Walker and Dillon displayed outstanding courage and devotion to duty.

-oOo-

Fookes, Colin
Apprentice
San Cipriano
10 Jan 1943
L.G. – 20 Jul 1943
Ll.W.M. (Ll.L., 5 Sep 1944)

[San Cipriano survived the war.]

L.G. Citation: The ship was engaged in taking cargo from a damaged ship in an anchorage subject to heavy bombing. When about half the cargo had been transferred, a severe dive-bombing attack developed. The ship was hit and set on fire, five men being killed and four more injured. Despite this the fire was extinguished and the transfer of cargo continued. She sailed with a full cargo aboard, short-handed as a result of casualties sustained and with only temporary repairs having been effected. Returning some weeks later to the same port, the vessel experienced frequent air-attacks until leaving for home. During the passage to the United Kingdom the convoy was attacked by U-boats but damage was avoided by skilful evasive action. The convoy was subsequently heavily attacked from the air but, despite this and the bad weather which developed during the voyage, the ship was brought safely home.
The Master displayed outstanding qualities of courage throughout. The successful completion of the extremely important work performed by this ship during her voyage was mainly due to his skill, resource and inspiring leadership.
Apprentice Fookes showed great bravery when the magazine was set on fire. He entered the magazine through dense smoke and steam and removed a case of cordite which was red hot and smouldering and threw it into the water which was flooding the magazine. This action, undertaken in circumstances of great danger with a complete disregard of personal safety, probably prevented a major disaster.
The Second Officer and Carpenter Whyte showed courage and coolness in promptly and successfully attacking the fire in and around the magazine, opening the magazine flooding valve which was close to the magazine and so flooding the compartment.
The Additional Chief Officer was the Gunnery Officer of the ship and the spirited defence put up during many enemy attacks was mainly due to his high qualities of organisation, efficiency and devotion to duty. He also took part in the fire-fighting operations when the vessel was hit and helped remove the dead and injured while the ship was still under attack.
The Third Engineer Officer and the Junior Engineer Officer showed courage and devotion to duty in the face of great danger. Mr. Sless remained at his post in the engine-room while the ship was undergoing heavy attack. When the vessel was hit and the magazine was on fire, Mr. Bland ran down to the engine-room to assist Mr. Sless in speeding up the fire pumps and in shutting off steam from the burst pipes.

Notes: “In Peril on the Sea” contains a whole chapter on the attack of the San Cipriano.

-oOo-

Fisher, Kenneth Desmond Cronow
Chief Officer
Akaroa
15 Jan 1943
L.G. – 3 Dec 1943

[Akaroa survived the war.]

L.G. Citation: An officer was making a routine inspection of a trunk-way air chute, a compartment measuring approximately two feet square and extending from top to bottom of the ship. Gas had, however, accumulated in the trunk-way and he suddenly collapsed at the foot of the shaft. The alarm was immediately given and two shore carpenters, who were working on board, at once went to render assistance. They did not suspect gas and one of them was overcome by the fumes as he was descending the trunk-way and collapsed at the bottom of the shaft. The other man, seeing his companion fall, returned to the deck to obtain further assistance. The Chief Officer was informed and he promptly gave instructions for the fans to be started for circulating cold air through the trunk-way. He saw, however, that both men at the bottom of the shaft were in grave danger, and he immediately descended. Although he was wearing a gas mask, he found difficulty in breathing and, as the mask was not effective, he removed it. Mr. Fisher succeeded in getting ropes around the two men who were then hoisted to the deck. He had great difficulty in the small confined space as the men had to be manoeuvred so that they were hoisted vertically up the narrow shaft.
Although he knew that the concentration of gas was very heavy and that his gas mask might not be effective, Chief Officer Fisher unhesitatingly went down the trunk-way before the fans were started to clear the gas. He was very seriously affected and had difficulty in gaining the deck. By his prompt action, great courage and total disregard of self he rescued the two men. Unfortunately one of them succumbed shortly afterwards

-oOo-

Burns, Robert Vincent
Chief Officer
Duchess of York
14 Mar 1943
L.G. – 6 Jul 1943
Ll.W.M. (Ll.L. – 14 Oct 1943)

[Duchess of York attacked and sunk by Focke-Wolf Condor on 11 Jul 1943 in a troop convoy off Portugal.]

L.G. Citation: The convoy in which the ship was sailing was attacked by enemy aircraft. A direct hit was made on the ship by a heavy bomb which did not explode. One end of the bomb was seen to be smoking but a volunteer party immediately tackled its disposal. This party carried the bomb along one of the ship’s alleyways and threw it overboard through one of the ship’s side doors. Throughout the operation the air attack on the convoy continued.
The Chief Officer displayed outstanding bravery and led the party with complete disregard of his personal danger. Inspired by his courage and leadership the party manhandled the bomb and got it overboard, probably averting a major disaster to the ship.
The First Officer courageously assisted the Chief Officer, and the work of Carpenter Keggen and Boatswain’s Mate Hughes was outstanding.

-oOo-

Armitage, Colin Herbert
AB
Lulworth Hill
19 Mar – 7 May 1943
L.G. – 7 Dec 1943
Ll.W.M. (Ll.L., 7 Nov 1944)

[Lulworth Hill torpedoed and sunk by Italian submarine da Vinci (Gazzana-Priaroggia, G.) on 19 Mar 1943 at 10°10’S 01°00’E.]

L.G. Citation: When the ship, sailing independently, was torpedoed during darkness, she sank within a minute and a half. There was no time to launch the boats or rafts, but two rafts and an upturned lifeboat floated clear when the ship went down. When daylight came fourteen survivors, who were in the water, managed to board one of the rafts. Additional provisions and water were collected from the second raft which was then lashed to the first. A sail was put up but the rafts were about 900 miles from land. A voyage of 50 days followed during which the men suffered extreme hardship. No rain fell during the period but some fish were caught by means of a harpoon fashioned by one of the men. Twelve of the crew who were on the raft died during this voyage.
Carpenter Cooke and Able Seaman Armitage were the survivors of the disaster. When the Officer who was in charge of the rafts died eighteen days after the ship was lost, Cooke took over and, with Armitage, gave the utmost care and attention to the others on the raft. During the last sixteen days the two survivors existed under terrible conditions but, in spite of their experiences, Cooke and Armitage showed great courage and extraordinary fortitude and endurance. On the fiftieth day they were picked up.

-oOo-

Cooke, Kenneth
Carpenter
Lulworth Hill
19 Mar – 7 May 1943
L.G. – 7 Dec 1943
Ll.W.M. (Ll.L., 7 Nov 1944)

[Lulworth Hill torpedoed and sunk by Italian submarine da Vinci (Gazzana-Priaroggia, G.) on 19 Mar 1943 at 10°10’S 01°00’E.]

L.G. Citation: When the ship, sailing independently, was torpedoed during darkness, she sank within a minute and a half. There was no time to launch the boats or rafts, but two rafts and an upturned lifeboat floated clear when the ship went down. When daylight came fourteen survivors, who were in the water, managed to board one of the rafts. Additional provisions and water were collected from the second raft which was then lashed to the first. A sail was put up but the rafts were about 900 miles from land. A voyage of 50 days followed during which the men suffered extreme hardship. No rain fell during the period but some fish were caught by means of a harpoon fashioned by one of the men. Twelve of the crew who were on the raft died during this voyage.
Carpenter Cooke and Able Seaman Armitage were the survivors of the disaster. When the Officer who was in charge of the rafts died eighteen days after the ship was lost, Cooke took over and, with Armitage, gave the utmost care and attention to the others on the raft. During the last sixteen days the two survivors existed under terrible conditions but, in spite of their experiences, Cooke and Armitage showed great courage and extraordinary fortitude and endurance. On the fiftieth day they were picked up.

Note: Cooke wrote the book Who Cares the Sea about the sinking of the Lulworth Hill and the subsequent horrific voyage in the lifeboat.

-oOo-

Hotham, Hezekiah
Second Engineer
Ocean Voyager
19 Mar 1943
L.G. – 23 Nov 1943
Ll.W.M. (Ll.L. – 27 Apr 1944)

[Ocean Voyager attacked by enemy aircraft in Tripoli harbour on 19 Mar 1943 and set on fire. She blew up and sank the following day.]

L.G. Citation: When his ship was set on fire in harbour by enemy aircraft, the Second Engineer Officer remained on board and displayed great and sustained courage with a complete disregard of his personal safety. He stayed alone in the engine-room and endeavoured to get more pressure on the pumps but all attempts to extinguish the fires had to be abandoned as the service pipes were fractured. He helped to get two injured officers into a boat and then returned to the engine-room and remained there endeavouring to get more pressure on the pumps. When the engine-room bulkheads were white hot he was ordered to leave.
Boatswain Gardner displayed outstanding courage and devotion to duty throughout. Although the ship was burning fiercely and liable to blow up he remained at his fire station in an effort to obtain a sufficient supply of water. When ordered to leave he took charge of one of the boats and got away a number of survivors.

-oOo-

Clowe, David Eric
Apprentice
Shillong
5 – 12 Apr 1943
L.G. – 14 Sep 1943

[Shillong torpedoed and sunk by U635 (Eckelmann, H.) on 4 Apr 1943 at 57°10’N 35°30’W.]

L.G. Citation: The ship, sailing in convoy, was torpedoed in darkness and sank within twelve minutes. The weather at the time was exceptionally bad with high seas and strong wind. As nothing could be done to save her, orders were given for abandonment. Two boats were lowered but one of them capsized and was smashed in the heavy seas. The other was successfully launched.
Apprentice Clowe was swept overboard as the ship was sinking but managed to reach a boat. During the night and the following morning nine other survivors were rescued despite the heavy seas. Throughout the following days exceptionally severe weather was experienced. Much hardship was undergone and many of the occupants of the boat died from exposure. Apprentice Clowe by his superb seamanship navigated the boat in the heavy seas throughout the eight day voyage until it was sighted by aircraft and the occupants saved. During this time he was responsible for improvisation of sea anchors and the care of the occupants, as well as the maintenance of discipline. It was mainly due to his sustained courage, initiative and resolute leadership that seven of the occupants of the boat survived.
Apprentice Moore was the mainstay of Clowe during this arduous voyage. After spending 12 hours hanging on to a raft from which 13 others had been washed away, he was picked up by the boat. Although suffering intense pain, his great determination and cheerfulness throughout, together with the invaluable help which he gave to Clowe in managing the boat, contributed very greatly to the success of the voyage.

-oOo-

Moore, Alan Bruce
Apprentice
Shillong
5 – 12 Apr 1943
L.G. – 14 Sep 1943

[Shillong torpedoed and sunk by U635 (Eckelmann, H.) on 4 Apr 1943 at 57°10’N 35°30’W.]

L.G. Citation: The ship, sailing in convoy, was torpedoed in darkness and sank within twelve minutes. The weather at the time was exceptionally bad with high seas and strong wind. As nothing could be done to save her, orders were given for abandonment. Two boats were lowered but one of them capsized and was smashed in the heavy seas. The other was successfully launched.
Apprentice Clowe was swept overboard as the ship was sinking but managed to reach a boat. During the night and the following morning nine other survivors were rescued despite the heavy seas. Throughout the following days exceptionally severe weather was experienced. Much hardship was undergone and many of the occupants of the boat died from exposure. Apprentice Clowe by his superb seamanship navigated the boat in the heavy seas throughout the eight day voyage until it was sighted by aircraft and the occupants saved. During this time he was responsible for improvisation of sea anchors and the care of the occupants, as well as the maintenance of discipline. It was mainly due to his sustained courage, initiative and resolute leadership that seven of the occupants of the boat survived.
Apprentice Moore was the mainstay of Clowe during this arduous voyage. After spending 12 hours hanging on to a raft from which 13 others had been washed away, he was picked up by the boat. Although suffering intense pain, his great determination and cheerfulness throughout, together with the invaluable help which he gave to Clowe in managing the boat, contributed very greatly to the success of the voyage.

-oOo-

McCarthy, Michael
Boatswain
Baron Ruthven
29 Jun 1943
L.G. – 2 May 1944
Ll.M.S.L. – Silver

[Baron Ruthven survived the war.]

L.G. Citation: When the ship was approaching port, a section of the hatch covers of the forward hold was opened up and Boatswain McCarthy and an Able Seaman went below to get the mooring ropes on deck. While the seaman remained below McCarthy came on deck to heave them up. Almost immediately there was an explosion due to the ignition of an explosive mixture of coal gas in the hold. A sheet of flame from the hatch set fire to the tarpaulins on deck. Although this fire was promptly smothered and the remainder of the hatch covers removed, the hold was still full of smoke and the seaman below could be heard calling for help. In spite of the grave risks of further explosions and fire, McCarthy secured a rope ladder and descended into the hold. He carried the very dazed and badly burned seaman to where those on deck were able to bend down and lift him to safety.
McCarthy, without thought of self, displayed bravery of a very high order in this gallant rescue of a shipmate.

-oOo-

Brown, Harold Franklin, M.B.E.
Fourth Engineer Officer
King Salvor
11 Oct 1943
L.G. – 12 Sep 1944
Ll.M.S.L. – Silver

[King Salvor survived the war.]

L.G. Citation: The ship was engaged on salvage operations at Naples. Two officers descended into the interior of an overturned derrick barge and, to facilitate the removal of this craft, a manhole had to be cut in the side to allow work to continue on the deck below. It was intended to cut a second manhole in the deck and a Salvage Officer and one of the officers of the ship were doing this work when an explosion took place which fired the compartment. The ship’s officer was overcome by the flames before he could free himself and sustained serious burns from which he subsequently died. Mr. Brown dragged him clear and then descended into the still burning compartment and brought out the Salvage Officer. Mr. Brown, although on the point of collapse, was able to drag him to the manhole and into a stream of water which was being directed from another ship near by.
Mr. Brown made a gallant attempt to save the life of his shipmate and, but for his further prompt and courageous action, the Salvage Officer would undoubtedly have been burned to death or suffocated by the smoke which followed the fire.

-oOo-

Michas, Vassilios [Greek]
First Officer
Michael L. Embiricos
10 Mar 1941
L.G. – Ungazetted – Approved 22 Jul 1942

[Michael L. Embiricos survived the war.]

From “Dragons Can Be Defeated”: Attack on ship by aircraft off Fishguard, Cardiganshire, South Wales.

From The Central Chancery of the Orders of Knighthood: Mr Vassilios Michas was awarded the George Medal on 22nd July 1942 in recognition of “gallant service rendered when Chief Officer of ss Michael L. Embiciros”. However, tragically he had already lost his life when in command of the Vassilios A. Polemis, which was sunk by enemy action on 22nd January 1942. The George Medal was eventually presented to his brother, Mr Dimitrios Michas, by the British Ambassador to Athens on 8th May 1951.

From: George Monk.: Vassilios A Polemis of 3,429 grt , a cargo ship built 1907, was torpedoed and sunk by U 333 (Cremer) on 22/01/42 in position 42.32N 52.38W at 20.45 cet, . She was in ballast and was a straggler from ON 53 of 26 ships which had dispersed on 19/01/42.

In his book (U333 – The Story of a U-boat Ace, Bodley Head, 1984) Peter Cremer says she broke in two amidships and sank in 10 minutes. He found burnt and injured seamen in lifeboats so he gave them bandages and burn dressings, cigarettes etc. He gave them a course for Halifax which was about 250 miles away. Later he heard that 12 of the 33 crew were picked up by a Greek ship and taken to Halifax


-oOo-

Note:


(Dimitris formerly Michael L. Embiciros)
Introduction
The wreck of the Greek steamer 'Dimitris' on the East Scar Rocks at Redcar in December 1953, is probably the most dived shipwreck on the Cleveland coast. A popular and easy site to reach, the history of this wreck is often overlooked and even though the wreckage covers a very large area of the seabed, few divers seem to have explored it all.

A brief history
The First World War took a huge toll in Merchant ships and their crews. By 1915, over 1,600,000 tons of shipping had been sent to the bottom and Britain was facing the very real prospect of being starved into submission. Despite every effort, British shipbuilding yards simply could not replace the amount of tonnage lost to the U-boats and by 1916 the Government finally realised just how serious the situation had become. The newly formed Merchant Shipbuilding Advisory Committee decided that a strong, roomy cargo vessel, capable of being mass-produced to a certain 'standard', was required. In addition, to make the task of the enemy U-boat Captains as difficult as possible, the silhouette of the new vessel was to be kept low and inconspicuous. To produce this new type of 'standard' ship, abandoned and derelict shipyards were brought back to life and new ones established. Orders for new ships were placed in America, France, Japan and Italy. Canada too, began a massive programme of shipbuilding. When built, the names of these 'standard' ships were prefixed with the word "War" - the 'War Shamrock' was the first British-built 'standard' ship to be completed.

The 'Dimitris' actually began life as a Standard "A" Class vessel, the 'War Malayan'. She was laid down in 1918 by Caird & Co. Ltd. at Greenock, of 5,202 grt (gross registered tons) and 3130 nrt (net registered tons)*. She measured 400.3 feet long, with a beam of 52.3 feet, a depth of hold of 28.5 feet and was powered by a 3-cylinder Triple-expansion engine also built by Caird & Co. This gave her a top speed of 11 knots. She was one of a number of "A" Class vessels that were intended to be converted into "AO" Class oil-tankers ('British Standard Ships of World War I', Vol.3 - W.H.Mitchell & L.A.Sawyer), though it is unclear if she was so converted. Completed just after the end of the war in 1919, she was sold to a Greek, S.G.Embiricos, who re-named her the 'Michael L. Embiricos'.

She spent the next 33 years quietly going about her business, interrupted only by the Second World War which, unlike a great many ships, she managed to survive. In 1952 she was sold on to new Greek owners, Bogiazides Brothers & N.D.Rallias and re-named 'Dimitris', though her Port of Registry still remained Andros.

Her final voyage began on December 1st, 1953, when she left the port of Bona, in Algeria, bound for Middlesbrough, a port she had visited on a number of occasions, with a cargo of iron ore. At around 9.30 p.m. on December 14th, in good visibility and the moon shining, the 'Dimitris' inexplicably crashed onto the East Scar rocks, some 300 yards from the shore. At 10.17 p.m. Cullercoats Radio received the following message from the stricken vessel - "SOS, Have run ashore one mile from Middlesbrough Roads; require tugs."

Chief Cook Petre Theoharopulos (the only member of the crew who could speak English) later spoke to an Evening Gazette reporter - "I was in the galley when it happened. There was a bang and the ship shuddered. A few minutes later the lights went out and I ran out on deck." The 'Dimitris' had struck the rocks amidships; the engine-room quickly flooded and the boilers put out. Distress flares were fired and the Redcar Lifeboat 'City of Leeds', was quickly launched and on the scene. In pitch darkness and with a heavy swell running, the Lifeboat successfully took off 22 of the 36-man crew, the remaining 14 crew being brought ashore in two local fishing boats.

At daylight the next morning, officials from the Tees Towing Company surveyed the vessel and held out little hope of refloating her. An extract from Lloyd's Weekly Casualty Reports stated; " Steamer Dimitris stranded at seaward end of Flashes reef off Redcar, at 9.30 p.m. on Dec.14 while on voyage from Bona to Tees, laden with 7500 tons of iron ore. Vessel now heading north-east. Machinery space commenced to make water rapidly and crew was taken off by lifeboat shortly before 11 p.m. Vessel was boarded this morning to remove crew's belongings, when condition of vessel was found as follows; Forepeak dry; No.1, 6 inches; No.2 Starboard, 18 inches; No.2 Port, 3 inches; No.3 Starboard, dry; No.3 Port, 6 inches; No.4, dry; Afterpeak, 6 feet freshwater, engine and boiler rooms and cross-bunker, tidal. Position extremely exposed. Salvage dependent on machinery space being brought under control. Now investigating possibilities - Salvage Association's Special Officer." Listing to starboard and firmly impaled on the rocks, the 'Dimitris' was doomed. Extensive salvage operations were carried out in 1954 and the actions of the sea soon reduced the vessel to a pile of scrap metal.

Today, the wreckage of this vessel, known to generations of local scuba-divers as the 'Dimi', provides one of the best dives on this coast. Lying in shallow water and in an exposed, rocky position, marine life thrives here. Many types of kelp, crabs, lobsters and fish are the regular residents, while large Grey seals are also frequent visitors. At low water Spring Tides, one of the two large boilers just breaks surface and a "pipe" also marks the site from just after half-tide. The steel propellor shaft is still in place and two sections of the shaft tunnel can still be swum through (with a little care). The rudder, quadrant and a 9.5m long section of the stock are still in position and the vessel's spare 4-bladed iron propellor is clearly visible and lies nearby. Much of the remainder of the wreckage is made up of the lower hull plates and cover a surprisingly large area, while in the area of the bows, a considerable quantity of anchor chain covers the seabed.

Project "Shipwreck Dimitris"
In June 2001, B.S.A.C. 978 Branch 'Cleveland Divers' were awarded a £10,000 Local Heritage Initiative Grant for their Project "Shipwreck Dimitris". These grants are awarded to help "local groups to investigate, explain and care for their local landmarks, landscape, traditions and culture", by "carrying out a range of different activities... which plan to involve very wide sectors of the local community". Briefly, the Project has 6 Objectives, focused on the wreck of the 'Dimitris';

• to offer the general public the opportunity to carry out practical research into the wreck of the 'Dimitris' and some of the vast numbers of other vessels that have been wrecked on this stretch of coast
• to carry out a basic archaeological survey of the wreck prior to establishing a 'Diver-Trail' around the site, together with a free accompanying leaflet, to enhance the enjoyment of the site for visiting divers and non-diving members of the public
• to produce a "Virtual Reality Dive" around the extant remains of this 1918-vintage shipwreck, to allow non-divers the chance to enjoy a 'near-dive' experience "without getting their feet wet"
• to produce a Project "Shipwreck Dimitris" Exhibition, to be shown in the Kirkleatham Hall Museum Redcar, for a 10-week run, with provision for an associated Travelling Exhibition for use in Libraries, Community Centres and Schools.
• to produce a comprehensive video/photographic record of the marine life resident on and around the site over a seasonal 1-year period and providing the general public with free access to this archive
• to design and produce a full-colour 'Project Dimitris' poster, highlighting the most interesting areas of the wreck and it's marine life, for free distribution from local Museums, Libraries and TIC points etc.

So far, the Project has been featured in the principal local newspaper, the Evening Gazette and has been featured on BBC Radio Cleveland, principally as an 'appeal' for information on the 'Dimitris'. Despite the fact she was wrecked so close to the shore of a popular seaside resort (though it was admittedly winter at the time!) and was then salvaged over the following year or so, surprisingly few photographs of her have come to light. Equally elusive are details of the vessel's sailing career, again somewhat surprising as she was noted as being a regular visitor to the Tees.


If anyone would like further details about the Project or can supply us with additional information about the 'Dimitris' (perhaps you have dived the site in the past), please contact Gary Green on 01429 523455 (Tees Archaeology) or e-mail at tees-archaeology@hartlepool.gov.uk





Merchant Navy Ancillaries

Name

Citation & Notes


Cross, Robert

Coxswain
R.N.L.I. Spurn Head Station – City of Bradford

12 Feb 1940
L.G. – 7 Feb 1941
R.N.L.I. Gold Medal

L.G. Citation: A message was received that a steam-trawler was in distress and the R.N.L.I. lifeboat City of Bradford in charge of Coxswain Robert Cross, put out to her assistance. On approaching the trawler it was seen that she was drifting rapidly ashore with seas breaking over her. The wind had increased to gale force, with snow squalls and the sea was very rough.
By excellent seamanship, Coxswain Cross manoeuvred his vessel on to the weather side of the trawler. Nosing the bow of his boat up to the forecastle of the trawler, Coxswain Cross rescued one man. Several times the lifeboat was worked in, and eventually, six men were got into the lifeboat, one at a time, it was impossible for her to stay alongside long enough for two men to be pulled on board together. After the sixth man had been rescued, the lifeboat’’ port engine stopped with a rope around one of the propellers. With one engine only working, Coxswain Cross’ task became exceedingly difficult, but after several more attempts, the remaining three men were rescued.
By the exercise of splendid seamanship, Coxswain Cross then got his boat away on one engine. When clear, the rope was cut away from the propeller and the lifeboat reached port safely.
The success of the rescue was due almost entirely to the courage, skill and endurance of Coxswain Cross.

Note: In the North Sea off Donna Nook, Lincolnshire.

-oOo-

Hopgood, Frederick John
Master
Dover Harbour Board Tug
29 Jul 1940
L.G. – 24 Jan 1941

L.G. Citation: During an air raid on Dover the Tug was one of a number of vessels moored alongside a jetty. When the bombing ceased Hopgood went on board a craft lying alongside to assist in tending a wounded man. By this time the three vessels which lay abreast alongside the jetty, the Tug being in the middle, were in danger from burning oil. The outermost of the three vessels could not be moved under her own steam, her engines being disabled, and Hopgood, aided by his Engineer and the Tug’s Boy, as well as by some of the crews of the other vessels, managed after considerable difficulty to tow all three vessels clear from the danger area. His courage and ability, displayed at a time of danger and confusion, were instrumental in saving the three vessels which would probably otherwise have been lost.

-oOo-

Hall, John William Kennedy, Captain
Assistant Mooring and Wreck Raising Officer
Port of London Authority
2 Aug 1940
L.G. – 24 Jan 1941

L.G. Citation: A vessel, while under salvage operations in low water, was approached by enemy planes flying at a height of about 2,000 feet, two of which dived to within 500 feet of water level, releasing bombs which damaged the ship. Other bombers approached and one of their bombs fell into an aft hatchway.
Captain Hall was on deck in the bows when the ship was first attacked. He made his way through the dropping bombs and machine-gun fire to warn the ship’s officers and company. Thereafter throughout the attacks Captain Hall displayed steadfast resolution and actively assisted in continuing salvage operations.

Note: Aboard City of Brisbane near Long Sands Buoy, River Thames Estuary.

-oOo-

Allen, Henry Edward
Deckhand
Port of London Authority Tug
7 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: During a heavy air attack on the Docks the tug was putting out fires on barges and towing others out of danger. The tug Master was hailed from a lifeboat by members of the crew of a motor vessel and informed that their vessel had been bombed and set on fire. Allum and Deckhand Allen boarded her and having put out several fires commenced to play a hose on the stern of the ship which was threatened by fire from the dock-side. Allum decided that the vessel must be shifted. He accordingly called for and obtained volunteers from another vessel to go aboard and assist in the removal of the burning ship. Both tugs then proceeded to move her to a safe berth, Deckhand Allen going aboard and acting as dock pilot and directing the volunteer crew aboard.
Allen was a member of the first crew of the tug who had remained on duty with the night shift.
The conduct of the tug Masters and their Crews under circumstances of great danger is worthy of the highest praise and in particular Tug Master W. Allum displayed great initiative, resource and leadership. Deckhand H.E. Allen showed great devotion to duty as well as coolness and courage.

Note: Royal Docks, Silvertown, London.

-oOo-

Allum, William John
Master
Port of London Authority Tug
7 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: During a heavy air attack on the Docks the tug was putting out fires on barges and towing others out of danger. The tug Master was hailed from a lifeboat by members of the crew of a motor vessel and informed that their vessel had been bombed and set on fire. Allum and Deckhand Allen boarded her and having put out several fires commenced to play a hose on the stern of the ship which was threatened by fire from the dock-side. Allum decided that the vessel must be shifted. He accordingly called for and obtained volunteers from another vessel to go aboard and assist in the removal of the burning ship. Both tugs then proceeded to move her to a safe berth, Deckhand Allen going aboard and acting as dock pilot and directing the volunteer crew aboard.
Allen was a member of the first crew of the tug who had remained on duty with the night shift.
The conduct of the tug Masters and their Crews under circumstances of great danger is worthy of the highest praise and in particular Tug Master W. Allum displayed great initiative, resource and leadership. Deckhand H.E. Allen showed great devotion to duty as well as coolness and courage.

Note: Royal Docks, Silvertown, London

-oOo-

Epps, John Penfield, Captain
Dockmaster
Port of London Authority
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Captain Epps personally organised members of the staff under his control into parties of fire fighters to extinguish outbreaks caused by a very large number of incendiary bombs which were dropped on London Docks.
He carried on throughout the whole of the night when many severe fires threatened, and, under his direction, tugs and craft, including some oil barges which were in danger of catching fire from the burning sheds and debris, were removed to places of safety. Those which had caught fire were taken in tow and the fires extinguished.
His devotion to duty under very dangerous conditions on this and subsequent occasions undoubtedly checked the progress of serious fires and saved much valuable property.
E.J. Pridmore, Master of Tug, led the first crew of his Tug in extinguishing fires caused by incendiary bombs and assisted in preventing serious fires at wharves. He helped to remove laden barges and craft in the docks which were in danger of fire. Throughout the period of heavy raids on the docks Pridmore has shown conspicuous ability, initiative and devotion to duty in circumstances of extreme danger.
H.W. Oliver, Master of Tug, was in charge of the second crew of the Tug which, in addition to removing ships and barges to safety, landed and gave assistance to victims of an air raid shelter which had received a direct hit from a H.E. bomb.
Both crews showed remarkable devotion to duty throughout and rendered valuable assistance.

Note: West India Docks, Blackwall, London.

-oOo-

Hayes, Edward Ernest
Third Class Clerk
Port of London Authority
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: E.E. Hayes, acting as sub-control officer, and E.J. Power, one of the fire pickets, volunteered with a fire party to go on board a vessel lying at a Dock Quay, to attend injured men pending the arrival of the first aid party.
Their action was performed in circumstances of extreme danger, for the crew’s quarters were on fire. The rescuers were fully aware that there was risk of the fire spreading and causing an explosion, but they removed the injured men to a place of safety. The prompt and brave action of the fire picket saved at least six of the casualties from being burned to death. Their work was still further hampered by the air raid which was in progress. The A.F.S. eventually arrived and extinguished the fire.

Note: On ship in West India Docks, Blackwall, London.

-oOo-

Hendry, James
Engineman
Port of London Authority
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Captain Epps personally organised members of the staff under his control into parties of fire fighters to extinguish outbreaks caused by a very large number of incendiary bombs which were dropped on London Docks.
He carried on throughout the whole of the night when many severe fires threatened, and, under his direction, tugs and craft, including some oil barges which were in danger of catching fire from the burning sheds and debris, were removed to places of safety. Those which had caught fire were taken in tow and the fires extinguished.
His devotion to duty under very dangerous conditions on this and subsequent occasions undoubtedly checked the progress of serious fires and saved much valuable property.
E.J. Pridmore, Master of Tug, led the first crew of his Tug in extinguishing fires caused by incendiary bombs and assisted in preventing serious fires at wharves. He helped to remove laden barges and craft in the docks which were in danger of fire. Throughout the period of heavy raids on the docks Pridmore has shown conspicuous ability, initiative and devotion to duty in circumstances of extreme danger.
H.W. Oliver, Master of Tug, was in charge of the second crew of the Tug which, in addition to removing ships and barges to safety, landed and gave assistance to victims of an air raid shelter which had received a direct hit from a H.E. bomb.
Both crews showed remarkable devotion to duty throughout and rendered valuable assistance.

Note: West India Docks, Blackwall, London.

-oOo-

Oliver, Henry William
Master
Port of London Authority Tug
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Captain Epps personally organised members of the staff under his control into parties of fire fighters to extinguish outbreaks caused by a very large number of incendiary bombs which were dropped on London Docks.
He carried on throughout the whole of the night when many severe fires threatened, and, under his direction, tugs and craft, including some oil barges which were in danger of catching fire from the burning sheds and debris, were removed to places of safety. Those which had caught fire were taken in tow and the fires extinguished.
His devotion to duty under very dangerous conditions on this and subsequent occasions undoubtedly checked the progress of serious fires and saved much valuable property.
E.J. Pridmore, Master of Tug, led the first crew of his Tug in extinguishing fires caused by incendiary bombs and assisted in preventing serious fires at wharves. He helped to remove laden barges and craft in the docks which were in danger of fire. Throughout the period of heavy raids on the docks Pridmore has shown conspicuous ability, initiative and devotion to duty in circumstances of extreme danger.
H.W. Oliver, Master of Tug, was in charge of the second crew of the Tug which, in addition to removing ships and barges to safety, landed and gave assistance to victims of an air raid shelter which had received a direct hit from a H.E. bomb.
Both crews showed remarkable devotion to duty throughout and rendered valuable assistance.

Note: West India Docks, Blackwall, London.

-oOo-

Power, Edward John
Permanent Labourer
Port of London Authority
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: E.E. Hayes, acting as sub-control officer, and E.J. Power, one of the fire pickets, volunteered with a fire party to go on board a vessel lying at a Dock Quay, to attend injured men pending the arrival of the first aid party.
Their action was performed in circumstances of extreme danger, for the crew’s quarters were on fire. The rescuers were fully aware that there was risk of the fire spreading and causing an explosion, but they removed the injured men to a place of safety. The prompt and brave action of the fire picket saved at least six of the casualties from being burned to death. Their work was still further hampered by the air raid which was in progress. The A.F.S. eventually arrived and extinguished the fire.

Note: On ship in West India Docks, Blackwall, London.

-oOo-

Pridmore, Ernest Joseph
Master
Port of London Authority Tug
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Captain Epps personally organised members of the staff under his control into parties of fire fighters to extinguish outbreaks caused by a very large number of incendiary bombs which were dropped on London Docks.
He carried on throughout the whole of the night when many severe fires threatened, and, under his direction, tugs and craft, including some oil barges which were in danger of catching fire from the burning sheds and debris, were removed to places of safety. Those which had caught fire were taken in tow and the fires extinguished.
His devotion to duty under very dangerous conditions on this and subsequent occasions undoubtedly checked the progress of serious fires and saved much valuable property.
E.J. Pridmore, Master of Tug, led the first crew of his Tug in extinguishing fires caused by incendiary bombs and assisted in preventing serious fires at wharves. He helped to remove laden barges and craft in the docks which were in danger of fire. Throughout the period of heavy raids on the docks Pridmore has shown conspicuous ability, initiative and devotion to duty in circumstances of extreme danger.
H.W. Oliver, Master of Tug, was in charge of the second crew of the Tug which, in addition to removing ships and barges to safety, landed and gave assistance to victims of an air raid shelter which had received a direct hit from a H.E. bomb.
Both crews showed remarkable devotion to duty throughout and rendered valuable assistance.

Note: West India Docks, Blackwall, London.

-oOo-

Wilkins, Peter John
Deckhand
Port of London Authority Tug
7/8 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Captain Epps personally organised members of the staff under his control into parties of fire fighters to extinguish outbreaks caused by a very large number of incendiary bombs which were dropped on London Docks.
He carried on throughout the whole of the night when many severe fires threatened, and, under his direction, tugs and craft, including some oil barges which were in danger of catching fire from the burning sheds and debris, were removed to places of safety. Those which had caught fire were taken in tow and the fires extinguished.
His devotion to duty under very dangerous conditions on this and subsequent occasions undoubtedly checked the progress of serious fires and saved much valuable property.
E.J. Pridmore, Master of Tug, led the first crew of his Tug in extinguishing fires caused by incendiary bombs and assisted in preventing serious fires at wharves. He helped to remove laden barges and craft in the docks which were in danger of fire. Throughout the period of heavy raids on the docks Pridmore has shown conspicuous ability, initiative and devotion to duty in circumstances of extreme danger.
H.W. Oliver, Master of Tug, was in charge of the second crew of the Tug which, in addition to removing ships and barges to safety, landed and gave assistance to victims of an air raid shelter which had received a direct hit from a H.E. bomb.
Both crews showed remarkable devotion to duty throughout and rendered valuable assistance.

Note: West India Docks, Blackwall, London.

-oOo-

Lindsey, Charles Dudley
Electrical Foreman
Port of London Authority
9/10 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: Heavy bombing by the enemy caused serious fires at a London Dock.
Lindsey, while not on duty, happened to be in the Dock and realised the danger to firemen arising from the playing of jets of water on the bare high-power electric cables spanning the roofs of the warehouses, some of which were on fire.
Without hesitation and while bombs continued to fall, he went to the roofs and by disconnecting the switches on the cable supports, cut off the power from the dangerous sections. This involved traversing about 300 yards of the roofs of the warehouses, some sections of which were on fire.
His action was performed under extreme difficulties and at great personal danger.

Note: London Dock, Shadwell, London.

-oOo-

Archer, John Douglas, Captain
Assistant Dockmaster
Port of London Authority
13 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: During a heavy raid on Docks in London it was necessary to remove ships endangered by the attacks of enemy aircraft. Before this could be started a large amount of debris from burned timber sheds and buildings and a waterlogged barge, had to be cleared from the entrance approach. Fires were still burning in the immediate vicinity, which was thus an easy target for enemy raiders. The dockmaster and his staff nevertheless commenced the operation as soon as the tide served.
The movement of the ships from their berths and from the lock into the river occupied several hours. During most of this period enemy planes were overhead and bombed the docks and near neighbourhood.
All the dock officers and men engaged displayed remarkable coolness and devotion to duty under most exacting and dangerous conditions.

Note: Surrey Commercial Docks, Rotherhithe, London.

-oOo-

Covell, Albert
Lock Foreman
Port of London Authority
13 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: During a heavy raid on Docks in London it was necessary to remove ships endangered by the attacks of enemy aircraft. Before this could be started a large amount of debris from burned timber sheds and buildings and a waterlogged barge, had to be cleared from the entrance approach. Fires were still burning in the immediate vicinity, which was thus an easy target for enemy raiders. The dockmaster and his staff nevertheless commenced the operation as soon as the tide served.
The movement of the ships from their berths and from the lock into the river occupied several hours. During most of this period enemy planes were overhead and bombed the docks and near neighbourhood.
All the dock officers and men engaged displayed remarkable coolness and devotion to duty under most exacting and dangerous conditions.

Note: Surrey Commercial Docks, Rotherhithe, London.

-oOo-

Moynihan, Frank Thomas, Captain
Dockmaster
Port of London Authority
13 Sep 1940
L.G. – 24 Jan 1941

L.G. Citation: During a heavy raid on Docks in London it was necessary to remove ships endangered by the attacks of enemy aircraft. Before this could be started a large amount of debris from burned timber sheds and buildings and a waterlogged barge, had to be cleared from the entrance approach. Fires were still burning in the immediate vicinity, which was thus an easy target for enemy raiders. The dockmaster and his staff nevertheless commenced the operation as soon as the tide served.
The movement of the ships from their berths and from the lock into the river occupied several hours. During most of this period enemy planes were overhead and bombed the docks and near neighbourhood.
All the dock officers and men engaged displayed remarkable coolness and devotion to duty under most exacting and dangerous conditions.

Note: Surrey Commercial Docks, Rotherhithe, London.

-oOo-

Hook, Henry Walter
Labourer
Port of London Authority
22 Jun 1944
L.G. – 26 Sep 1944

L.G. Citation: A flying bomb crashed near a very large number of rail trucks loaded with military stores, including ammunition, petrol and methylated spirits in metal containers. The locality became enveloped in smoke and fires broke out, burning debris falling on the trucks and setting light to the tarpaulin covers.
Hook crawled under a burning truck containing petrol in cans, uncoupled it and helped to move it so as to prevent the fire spreading. Then he noticed that debris was burning on the top of a tarpaulin covering trucks loaded with ammunition. Climbing on to the truck he removed the burning debris and also, with help, the tarpaulin that had then caught fire.
Hook completely disregarded the extreme danger of the situation and the risk to his safety. His initiative and promptness undoubtedly saved the trucks of ammunition and petrol from exploding and spreading the fire.
Tipper organised a team of helpers as a chain. He climbed on to another burning truck containing petrol in tins and, with assistance, removed those that had ignited.
The Detective Inspector exhibited outstanding qualities of leadership and his courageous example and devotion to duty were an inspiration to his men in dealing with a critical situation which, had it not been promptly handled, would have had disastrous results.

Note: Royal Victoria Docks, Silvertown, London.

-oOo-

From Brian Farley:

For your information. In my childhood my uncle was known as George because of his medal award. He was one of five children having two brothers [one killed in El Alamien North Africa] and two sisters, youngest being my mother. George had been employed since an early age by the London Port Authority, at the time of the incident he was a stevedore and not as stated a labourer [he would not have liked that title] he operated a crane on the dockside.

The train in question was fully loaded and about to depart, most docks had direct access to the rail network. He and his childhood friend who also worked in the docks had visited a local Hostelry and were making their way home, during this time there was an incendiary attack lighting the sky plus a heavy bombing and flying bomb employment one of which hit their place of work, the pair climbed over a wall to get quick direct access to the site. His friend, whose name I can’t remember appears not to have received recognition for his actions, but I am sure that both carried out the acts mentioned. George's bravest claim to fame was that one of the trucks was loaded with explosives and was well alight being out of control. George uncoupled some of the trucks and drove the train and burning trucks out of the dockyard to waste land where it exploded. I can remember this and the gratitude expressed by the local people at the time. Dockers were proud people and perhaps his friends did not want the publicity? It is my belief that as today news reporting was heavily censured and altered. Always larger than life George fell foul ot the Port of London Authority in the late forties and dispatched his George Medal into the Thames over London Bridge. The last I heard of him was that in the late 1950's he moved to Kent and contact was lost.

From Medal News, March 2005) regarding Bosley's up-coming auction on 9 March 2005:

"We will finish with civilian gallantry represented by a 1944 George Medal awarded to Henry Hook, a London docker. This man showed great courage following the explosion of a flying bomb in the marshalling yard of Royal Victoria Docks. In this yard were a number of ammunition trains, one set of carriages were on fire. Despite the possibility of the ammunition exploding at any minute he climbed onto them and opened the doors, allowing the fire brigade to train their hoses into the interior. Mr Hook's bravery would he shown again many years later, when only months away from retirement a block of fiats in a neighbouring road collapsed. He at once drove a mobile crane to the nearby devastation and once again risked his life to save others. On this occasion however a letter from the Port of London Authority would be the only form of recognition for his bravery."

From Brian Farley:

Thank you very much for the new information regarding my uncle. I find it strange that he informed my family that he threw the medal over the bridge. The reasons for this action is documented and caused him great distress, as the river is tidal I wonder if that could be the answer to the medal turning up?

It was interesting reading about the second instance regarding the use of the crane. From what he told us I don't believe that this would have been sanctioned by the P L A. He was a man of action and did what was required. not always what as the PLA thought he should do. A rebel and a great man.

Regrettably, I shall be away during the auction but I have contacted Bosleys and asked them for the estimated guide selling price of the medal and although I would dearly love to bid for it, it could turn out to be too expensive.





Distinguished Service Order


Merchant Navy personnel became eligible for the Distinguished Service Order by Royal Warrant dated 8 March 1943.

Name
Citation & Notes

Morgan, George Brotherton, Captain
Master
Awatea
11 Nov 1942
L.G. – 30 Mar 1943
Ll.W.M. (Ll.L., 5 Sep 1944)

Ll.W.M. Citation: The ship was in port discharging her cargo when a low-level air attack developed but she was not damaged. Later the same day the ship was proceeding on her voyage when she was subjected to further heavy attacks. She was hit by bombs and torpedoes which caused considerable damage and set her on fire. Captain Morgan’s courage, leadership and determination were outstanding throughout the fierce and prolonged attacks. His organisation in getting the boats away saved many lives, and his efficient direction of the ship’s guns was responsible for destroying two aircraft and damaging others.

-oOo-

From John H Ackrill, Principal Examiner, Marine Engineers, Maritime Safety Authority of New Zealand, www.msa.govt.nz:

Captain George Brotherton Morgan was Master of the TSS Awatea, a Union Steamship Co of New Zealand trans-Tasman passenger liner which was taken up as a troopship by the Ministry of War Transport in September 1941, and converted into a Landing Ship Infantry in October 1942. She took part in Operation Torch, the North African landings, in November 1942 and came under sustained air attack off Bougie on 11 November, being bombed, torpedoed and set on fire; she was abandoned after a gallant fight and sank in the early morning hours of 12 November. Remarkably, there was no loss of life .

As a result of this action Capt Morgan was awarded the DSO (and, subsequently, Lloyd's Bravery Medal) and there were a number of other awards.

The list of decorations is in Seedie's List of Awards to the Merchant Navy, p17 (copied below) with references to the Gazette notices.


Izitov, Vladimir Nikolaevich, Captain [Russian]
Master
Azerbaidjan
????
L.G. – Ungazetted

Note: Russian tanker Azerbaidjan attacked and set on fire by enemy aircraft in convoy PQ17. The crew put out the fires.

-oOo-

Mortensen, Soren, Captain [American]
Master
Bellingham
????
L.G. – Ungazetted

[Bellingham torpedoed and sunk by U435 (Strelow, S.) on 22 Sep 1942 at 71°23’N 11°03’W.]

Note: Bellingham was in convoy QP14.

-oOo-

Mack, Leslie James, Captain
Master
Black Ranger
????
L.G. – 1 Dec 1942

[Black Ranger survived the war.]


Riley, Frederick Neville, Captain
Master
Brisbane Star
12 – 16 Aug 1942
L.G. – 8 Sep 1942

[Brisbane Star torpedoed by Italian Sub. Dessi (Scandola, R.) on 12 Aug 1942 at 37°38’N 10°25’E, Shuki Channel. Survived the war.]

L.G. Citation (from “Blue Star Line at War”): For Fortitude, seamanship and endurance in taking Merchantmen through to Malta in the face of relentless attacks by day and night from enemy submarines, aircraft and surface forces.

Notes: Operation Pedestal.

-oOo-

England, Hugh Turnour, Rear Admiral
Convoy Commodore
Devis
????
L.G. – 21 Dec 1943

[Devis torpedoed and sunk by U593 (Kelbling, G.) on 5 Jul 1943 at 37°01’N 04°10’E.]


Pavlov, Michail Ivanovich, Captain [Russian]
Master
Donbass
????
L.G. – Ungazetted


Mitchell, John, Captain
Master
Empire Galliard
????
L.G. – 30 Mar 1943

[Empire Galliard survived the war.]

Independent passage to North Russia Nov 1942.

Hair, James Thompson, Captain
Master
Empire Scott
????
L.G. – 30 Mar 1943

[Empire Scott survived the war.]

Note: Captain James Thompson Hair, C.B.E., D.S.O.

Born South Shields 10.07.07
Lived in Henry Street as a child, on the Lawe Top.
One of four children – one brother and two sisters.
Attended Baring Street School.
Sea-going from the age of 15.
Apprenticeship with Messrs. Hugh Roberts and Sons, Newcastle
Master Mariner certificate obtained in 1936

1941 On first command he was commended for his conduct during a night attack on a convoy by enemy submarines. His gun crew scored two hits out of seven shots at a U-boat. (Cromarty, B.J. Sutherland & Co – 19 Sep 1941, LG 3 Feb 1942)
1942 Awarded the C.B.E. – after acting as Vice Commodore on Convoy to Murmansk. (Empire Selwyn, MOWT/ B.J. Sutherland & Co – PQ16 Acting Commodore, May 1942, LG 27 Oct 1942)
1943 D.S.O was awarded for his work in a second Russian convoy. (Empire Scott, MOWT/Andrew Crawford & Co – Nov 1942, LG 30 Mar 1943). Independent passage to North Russia)
1944 Lloyd’s War Medal for Bravery at Sea. Awarded for his part in leading PQ16 aboard Empire Selwyn – 16 Dec 1943

1955 Died of cancer of the kidneys. Survived by wife Mabel, nee Korn, and daughter Lynley. Mrs. Hair died in 1959.[2]


Harvey, Frank Willis, Captain
Master
Empire Tide
Circa 8 Jul 1942
L.G. – 29 Sep 1942
Ll.W.M. (Ll.L., 3 Feb 1944)

[Empire Tide survived the war.]

Ll.W.M. Citation: The vessel was attacked by enemy aircraft almost continuously for five days and nights while proceeding to a North Russian port. Two of the enemy were destroyed. After the attacks ceased, enemy submarines were sighted and a nearby vessel was torpedoed. By taking evasive action and increasing speed to the utmost Captain Harvey was able to get away from the enemy.

London Gazette Citation: ADMIRALTY.

Whitehall, 2th September, 1942.
The KING has been graciously pleased to give orders for the following Appointments to the Distinguished Service Order, and to approve the following Reward and Awards: —

For fortitude,' seamanship and endurance in taking Merchantmen to North Russia through heavy seas and in the face of relentless attacks by enemy aircraft and submarines:

To be Companions of the Distinguished Service Order:

Captain Augustus Banning, Master.
Captain Frank Willis Harvey, Master.
Captain Owen Charles Morris, Master.
Captain William Walker, Master.

The Distinguished Service Cross.

Mr. Alfred Stanley Dawson, Chief –Engineer Officer.
Mr. George Edward Leech, .Chief Officer.

The above Appointments and Awards form, a first short list in recognition of those Merchant Navy-Officers whose services in this operation have been brought to notice as most outstanding.

Such further Appointments and Awards as His Majesty the King may be graciously pleased to approve will be published shortly.

Notes: From “In Peril on the Sea”: The Empire Tide, brilliantly handled by Captain F.W. Harvey, who picked up many survivors, was one of the lucky ships which got away after steaming at top speed under continuous attack from July 3rd to July 8th. Then Captain Harvey found that his ship had run aground on an uncharted reef. His crew, who had been fighting and working the ship all the time without sleep in their valiant efforts to escape, now threw themselves into a frantic attempt to get the vessel off. By pumping out the ballast water from the tanks where she was pinned down into other tanks aft and by skilful use of the engines she was eventually freed. Next day she sighted three U-boats which were soon joined by another, but she zig-zagged at top speed out of danger and reached Russia safely a few hours afterwards.

Empire Tide was a CAM (Catapult Armed Merchant) ship and carried a single Hurricane fighter, that after flying had to ditch into the sea. The fighter was used to chase off Luftwaffe reconnaisance aircraft. Empire Tide was in the notorious Arctic convoy PQ17 when your uncle won his DSO and Lloyd's War Medal.

In the book "The Catafighters and Merchant Aircraft Carriers" by Kenneth Poolman, pub by William Kimber, 1970, there are a number of photos of Empire Tide.


-oOo-

Gausden, Howard Douglas, Captain
Master
Grey Ranger
????
L.G. – 1 Dec 1942

[Grey Ranger torpedoed and sunk by U435 (Strelow, S.) on 22 Sep 1942 at 71°23’N 11°03’W.]

Note: Grey Ranger was in convoy QP14.

-oOo-

MacFarlane, David Rattray, Captain
Master
Melbourne Star
12 – 16 Aug 1942
L.G. – 8 Sep 1942

[Melbourne Star torpedoed and sunk by U129 (Witt, H.) on 2 Apr 1943 at 28°05’N 57°30’W.]

L.G. Citation (from Blue Star Line at War): For Fortitude, seamanship and endurance in taking Merchantmen through to Malta in the face of relentless attacks by day and night from enemy submarines, aircraft and surface forces.

Notes: Operation Pedestal.

-oOo-

Walker, William, Captain
Master
Ocean Freedom
????
L.G. – 29 Sep 1942
Ll.W.M. (Ll.L., 31 Aug 1943)

[Ocean Freedom sunk by enemy bombers on 13 Mar 1943 near Murmansk.]

Ll.W.M. Citation: The ship was proceeding in convoy to a North Russian port. Captain Walker showed outstanding bravery and skill during several heavy attacks with torpedoes and bombs, and although she suffered damage from a near miss and in an icefield, he saved his valuable ship and cargo. In one attack the Master was wounded in the hip by a bomb splinter. The ship’s guns destroyed one aircraft and damaged others.

-oOo-

Gale, Newell Herbert, Captain
Master
Ocean Voice
????
L.G. – 27 Oct 1942

[Ocean Voice torpedoed by U435 (Strelow, S.), and sunk by gunfire by an R.N. escort vessel on 22 Sep 1942 at 71°23’N 11°03’W.]


Wyld, John
Chief Engineer Officer
Ohio
12 – 16 Aug 1942
L.G. – 10 Nov 1942

[Ohio reached Grand Harbour, Malta in a sinking condition on 15 Aug 1942 where her precious cargo of kerosene and diesel oil was quickly unloaded. She spent the remainder of the war as a hulk in Grand Harbour and was towed out into the Mediterranean and sunk by gunfire anonymously and with no ceremony on 19 Sep 1946.]


Pinkney, Henry George Bacon, Captain
Master
Port Chalmers
????
L.G. – 10 Nov 1942

[Port Chalmers survived the war.]

Notes: Operation Pedestal.

-oOo-

Banning, Augustus, Captain
Master
Rathlin
????
L.G. – 29 Sep 1942
Ll.W.M. (Ll.L., 31 Aug 1943)

[Rathlin survived the war.]

Ll.W.M. Citation: The two vessels (Rathlin and Zamalek) were in a North Russian convoy. Throughout numerous fierce attacks by enemy aircraft with bombs and torpedoes, the fortitude, courage and seamanship of these Masters were of the highest order, and it was due to them that both ships were brought safely through. The guns were used to such good purpose that three of the enemy were destroyed, and between them the two ships rescued over 200 survivors from other vessels.

-oOo-

Wren, Richard, Captain
Master
Rochester Castle
????
L.G. – 8 Sep 1942

[RochesterCastle survived the war.]

Notes: Operation Pedestal.

-oOo-

Pilditch, John Philip William, Captain [R.N.]
Convoy Commodore
Troilus
????
L.G. – 20 Oct 1942

[Troilus torpedoed and sunk by U859 (Jebsen, J.), on 1 Sep 1944 at 14°10’N 61°04’E.]

Notes: Malta. Operation Harpoon. Troilus was Commodore ship.

-oOo-

Morris, Owen Charles, Captain
Master
Zamalek
????
L.G. – 29 Sep 1942
Ll.W.M. (Ll.L., 31 Aug 1943)

[Zamalek survived the war.]

Ll.W.M. Citation: The two vessels (Rathlin and Zamalek) were in a North Russian convoy. Throughout numerous fierce attacks by enemy aircraft with bombs and torpedoes, the fortitude, courage and seamanship of these Masters were of the highest order, and it was due to them that both ships were brought safely through. The guns were used to such good purpose that three of the enemy were destroyed, and between them the two ships rescued over 200 survivors from other vessels.

Notes: Zamalek was a Rescue Ship.

-oOo-



Sea Gallantry Medal

The Sea Gallantry Medal was originally intended to reward foreigners who rendered assistance to British subjects in distress at sea, and this is now known as the Sea Gallantry Medal (Foreign Services). Later a separate form of the medal was introduced to reward British subjects in similar circumstances as for the foreign services version, and is known simply as the Sea Gallantry Medal. The medals are rewarded in cases which just fail to reach the standard required for an Albert Medal. Both versions of the medal have different designs, and both are awarded in two grades – gold and silver for the former. And silver, and bronze for the latter [According to Medal Yearbook – 1998 they are also available, very rarely, in gold.]. Although the Sea Gallantry Medal is considered now to be Level III it has been decided to include it here.

Name
Citation & Notes

Wheeler, William Stewart
Lamptrimmer
Andalucia Star
6 Oct 1942
L.G. – 6 Jul 1943 – [Bronze]

[Andalucia Star torpedoed and sunk by U107 (Gelhaus, H.) on 6 Oct 1942 at 06°38’N 15°46’W.]

L.G. Citation: Lamptrimmer Wheeler’s ship, carrying a number of passengers, was torpedoed in darkness. As the vessel was sinking rapidly, abandonment was ordered. During the abandonment one of the boats was up-ended and the occupants were thrown into the sea. Other boats which had got clear were picking up survivors when the cry of a small child was heard some distance away. Wheeler immediately dived into the water, swam through wreckage for a distance of about 600 yards to the child and supported it for over 30 minutes until they were found by another boat and picked up.
Lamptrimmer Wheeler displayed great courage in plunging overboard into a choppy sea covered with wreckage. But for his gallant action the life of the child would undoubtedly have been lost.

L.G. Citation (from Blue Star Line at War): The ship, carrying a number of passengers, was torpedoed in the darkness. As the vessel was sinking rapidly abandonment was ordered. During the abandonment one of the boats was up-ended and its occupants thrown into the sea. Other boats which had got clear were picking up survivors when the cry of a small child was heard some distance away. Wheeler immediately dived into the water, swam through wreckage for a distance of about 600 yards to the child and supported it for over 30 minutes until they were found by another boat and picked up. Lamptrimmer Wheeler displayed great courage in plunging overboard into a choppy sea covered with wreckage. But for his gallant action the life of the child would undoubtedly have been lost.

-oOo-

Little, Neville Charles Eric
Third Officer
Barpeta
?????
L.G. – 30 Aug 1940 – [Bronze]

[Barpeta survived the war.]

L.G. Citation: In recognition of their services in rescuing four members of an aircraft of the R.A.F. Force in India which had made a forced landing. A boat had put off from the Barpeta to rescue the crew from the shore. The surf was very heavy and the boat was unable to pass through more than the first line of breakers about three-quarters of a mile off shore.
It was necessary for Mr. Little, Valla Pema and Jairam Narron to swim to the shore to assist the rescued men through the water to the boat. There was a strong and dangerous tide and a risk of being incapacitated by the men who were rescued, three of whom were unable to swim.

Notes: British India S.N.

-oOo-

Narron, Jairam
Lascar
Barpeta
?????
L.G. – 30 Aug 1940 – [Bronze]

[Barpeta survived the war.]

L.G. Citation: In recognition of their services in rescuing four members of an aircraft of the R.A.F. Force in India which had made a forced landing. A boat had put off from the Barpeta to rescue the crew from the shore. The surf was very heavy and the boat was unable to pass through more than the first line of breakers about three-quarters of a mile off shore.
It was necessary for Mr. Little, Valla Pema and Jairam Narron to swim to the shore to assist the rescued men through the water to the boat. There was a strong and dangerous tide and a risk of being incapacitated by the men who were rescued, three of whom were unable to swim.

-oOo-

Pema, Valla
Lascar
Barpeta
?????
L.G. – 30 Aug 1940 – [Bronze]

[Barpeta survived the war.]

L.G. Citation: In recognition of their services in rescuing four members of an aircraft of the R.A.F. Force in India which had made a forced landing. A boat had put off from the Barpeta to rescue the crew from the shore. The surf was very heavy and the boat was unable to pass through more than the first line of breakers about three-quarters of a mile off shore.
It was necessary for Mr. Little, Valla Pema and Jairam Narron to swim to the shore to assist the rescued men through the water to the boat. There was a strong and dangerous tide and a risk of being incapacitated by the men who were rescued, three of whom were unable to swim.

-oOo-

Lundon, Edward John
Seaman
Darino
19 Nov 1939
L.G. – 31 May 1940 – [Bronze]

[Darino torpedoed and sunk by U41 (Mugler, G.-A.) on 19 Nov 1939 at 44°12’N 11°07W.]

L.G. Citation: In recognition of his services in rescuing John Bagge, another member of the ship’s crew, who had sustained an injury, by supporting him on a piece of wreckage until they were picked up. The ss Darino was torpedoed by the enemy off the north-west coast of Spain on 19th November, 1939.

Notes: Ellerman Lines.

-oOo-

English, Reginald
Apprentice
mv Greystoke Castle
17 Feb 1940
L.G. – 25 Mar 1941 – [Bronze]
Ll.M.S.L. – Silver

[GreystokeCastle survived the war.]

L.G. Citation: In darkness and a rough sea, the motor-vessel GreystokeCastle was in collision with another vessel in February, 1940, as a result of which the latter sank rapidly. Two boats, in one of which was Apprentice English, were sent away from the GreystokeCastle to pick up survivors and, while they were searching, Apprentice English was washed overboard but, fortunately, was rescued. Thirteen survivors were picked up by this boat, one badly injured, both legs being broken. All the survivors were got on board the GreystokeCastle with the exception of the injured man, who it was not possible to take out of the boat until it was hoisted. Apprentice English remained with the injured man, but while the boat was being hoisted, it was hit and swamped by a heavy sea and the after tackle became unhooked. Apprentice English, notwithstanding the risk involved and his previous experience, held on to the injured man with one hand and the tackle with the other, and by his plucky action prevented the injured man from being washed overboard and lost.

Ll.M.S.L. Citation: At 11:15 p.m. on February 17th, 1940 the mv Greystoke Castle and the ss Cheldale collided 20 miles off Durban. The Cheldale began to list to starboard soon after impact and with her funnel and foremast coming over the Greystoke Castle the Master of that vessel decided to back away by using his engines. Immediately this was done the Cheldale turned completely over to starboard and capsized.
An attempt was made to launch a boat from the GreystokeCastle but as it was lowered it was struck by a heavy sea and wrecked. Two other boats were successfully launched. One returned with 13 survivors, the other with none. Sixteen lives were lost.
On the way back to the GreystokeCastle, the boat with the survivors was swamped by a big wave and Apprentice Reginald English was washed overboard, but was immediately pulled aboard again by the Boatswain. All the survivors were able to climb aboard the GreystokeCastle, except one man who had broken both legs. It was intended to hoist the boat to deck level and then remove the injured man, but before this could be accomplished the boat was swamped and the tackle became unhooked. At great personal risk, as he was himself in danger of being washed overboard, Mr. English caught hold of the injured man with one hand and the boat’s tackle with the other, and saved him from being swept away.
The Court of Inquiry, held in Durban, decided that no blame for the collision be attached to any officer of either ship.

-oOo-

O’Kane, James Leonard
Fireman
??????
?????
L.G. – 31 Mar 1942 – [Bronze]

L.G. Citation: A steam trawler, while on a voyage to the fishing grounds, encountered extremely heavy weather and in the early hours of the morning ran ashore on a dangerous and rock-studded coast.
An attempt to launch a small boat failed owing to the heavy seas and the Skipper took the crew to the bow of the ship, the safest place on board. During the forenoon, Fireman O’Kane asked for permission to attempt to swim ashore and seek assistance, he slid down a rope into the heavy seas and after a struggle got ashore. Although physically unfit after his efforts he scaled a steep cliff and ran over two miles bare-footed to a shepherd’s cottage. By this time he was greatly exhausted but was able to convey to the shepherd that his ship was ashore and that assistance was urgently needed. On his way to give the alarm the shepherd met Coastguards who searched in the position indicated and found the vessel.
Unfortunately five of the crew had lost their lives before the arrival of the rescuers; one had been washed overboard, two had collapsed and died on deck and two had been swept away in attempting to swim ashore. The remaining seven were rescued by means of rocket apparatus.
O’Kane performed a very brave act in going overboard, swimming ashore in a rough sea to the rock-strewn coast and scaling the cliffs to bring assistance to his shipmates, all of whom might otherwise have perished.

-oOo-

Malcolm, John
Coastguardsman
East Scotland Division
?????
L.G. – 8 May 1942 – [Bronze]

L.G. Citation: A ship had drifted ashore in darkness in a very rough sea, with wind reaching gale force. When the Coastguard reached the scene of the wreck at 11 p.m. the vessel lay 300-400 yards from the shore. Attempts were made to establish communication by means of rocket apparatus but this was not successfully accomplished until 9:50 the following morning when rescue operations by means of breeches buoy were commenced. During the forenoon the line attached to the breeches buoy was fouled by an under-water obstruction about half way out to the wreck. All attempts from the shore to clear the line were unsuccessful and Coastguardsman Malcolm volunteered to “under-run” the line to the point of obstruction. Holding on to the line which was held taut by men on the beach, Malcolm pulled himself along through the sea. Three or four times he became submerged as the terrific seas swept up the beach, but he held on and reached the point where the line was fouled. After two attempts he succeeded in clearing it and in so doing was catapulted into the air. He managed to retain his hold and was hauled ashore. Rescue operations were then resumed and all the forty-three members of the crew of the shipwrecked vessel were safely brought ashore by means of the breeches buoy.
Coastguardsman Malcolm knew the dangers and hazards of his action, which was carried out in bitterly cold weather and during an on-shore gale. In addition to the risk of becoming entangled in the life-saving gear, had he lost his hold, he would inevitably have been swept away by the heavy seas and strong current. Nevertheless, he persisted with determination and courage. There is no doubt that, but for his brave action, rescue operations would have been seriously hampered, with the probability that some of the shipwrecked men would have lost their lives.

Notes: Richard Ingram of Aberdeen also received a SGM in Bronze.

-oOo-

Milne, Alexander
Coastguardsman
East Scotland Division
??????
L.G. – 19 Jun 1942 – [Bronze]

L.G. Citation: During a snow blizzard a ship was driven on the rocks by very heavy seas and broke in two. Ten of the crew of fourteen were washed away. Coastguardsman Milne, who had been out all night on another rescue service, set out for the wreck accompanied by Ingram. In the teeth of the gale they struggled across two miles of bad country with a heavy load of life-saving gear. Huge seas were breaking over the ship and to get within reach of her they had to climb down a 100 ft. cliff, the face of which was covered with ice, and across a 30 ft. gap to an outlying rock over which heavy seas were continually breaking. They found one of the survivors badly injured and unconscious and the other helpless from exposure and exhaustion and it was not until the tide had receded some way that they were able to get the survivors on to the rock and from there to safety. The courage, resource and determination displayed by Milne and Ingram reached a high standard. But for their brave action, undertaken without regard for their personal safety, it is extremely probable that the four survivors would have perished.

-oOo-

Thayne, Alan Charles
Second Radio Officer
Empire Guidon
31 Oct 1942
L.G. – 6 Jul 1943 – [Bronze]

[Empire Guidon torpedoed and sunk by U504 (Poske, F.) on 31 Oct 1942 at 30°10’S 33°50’E.]

L.G. Citation: When the ship in which Mr Thayne was serving was torpedoed, a number of the crew managed to reach a small raft. As the ship sank, the signal mast came down on top of the raft, which capsized and carried the occupants under the water. Several underwater explosions occurred and the survivors were shot to the surface. Although almost completely exhausted, they managed to reach the raft and cling to it. It was then that one of the officers was seen floating in the water some distance away, face downwards and evidently unconscious. He had been struck by wreckage, his life-saving waistcoat was torn and he was clearly on the point of drowning. Second Radio Officer Thayne immediately swam to his assistance and, with difficulty, managed to bring him to the raft. There he helped him to cling on until they were both picked up nearly two hours later.
Second Radio Officer Thayne, although almost exhausted and without his lifejacket, left the comparative safety of the raft to help his shipmate, without thought of his own safety. His very gallant action undoubtedly saved the officer’s life. Had any further explosions occurred while the rescue was taking place there would have been little chance of survival.

Notes: Ship torpedoed while sailing alone. Orders were given to abandon her as she began to sink rapidly. All hands got away. When another torpedo hit the ship, she sank immediately.

-oOo-

Loughlin, Celsus Mary
Radio Officer
Hatimura
3 Nov 1942
L.G. – 3 Aug 1943 – [Bronze]

[Hatimura torpedoed and sunk by U442 (Hesse, H.-J.) on 3 Nov 1942 at 55°38’N 39°52’W.]

L.G. Citation: The ship in which Mr Loughlin was serving was torpedoed in darkness and began to sink immediately. Abandonment was ordered but Radio Officer Loughlin remained on duty sending emergency calls until the last boat was about to be lowered. Coming from the wireless room into darkness he saw one of the officers stumble and fall overboard from the boat deck into the sea. This officer was an elderly man, unable to swim, and Radio Officer Loughlin, realising his danger, immediately dived overboard to his assistance. He continued to search for the officer in the icy water for twenty minutes. At the end of this time he had to give up and was pulled into one of the boats in a completely exhausted condition.
Radio Officer Loughlin displayed great gallantry in attempting to save the life of his shipmate, coming straight from a lighted room into darkness and immediately plunging overboard into a choppy sea covered with oil and floating wreckage.

Notes: British India S.N. Hatimura was in SC107. Torpedoed and damaged by U132 and sunk later by U442. Convoy also included Empire Lynx, an ammunition ship. As she went down she blew up and destroyed U442.
From “Valiant Voyaging”: [The ship was torpedoed by an enemy submarine], and “a sheet of water shot up mast-high and fell on the bridge”. The damage caused “was more than enough to sink the vessel”. Five of the six boats were got away and, as the fourth left the ship, a second torpedo struck her, knocking the bridge down and the Captain with it. When getting into his boat the Purser, an old man, slipped from the ladder and fell into the water where he was drowned, despite the efforts of the senior Radio Officer to rescue him.

-oOo-

Loughton, Douglas
Third Engineer Officer
Fireside
??????
L.G. – 6 Jul 1943 – [Bronze]

L.G. Citation: Third Officer Loughton’s ship was sailing in convoy when an enemy attack developed which resulted in the loss of another ship. Cries for help were heard from the water. Third Engineer Officer Loughton, who was on deck off watch, heard the cries and immediately dived overboard to render assistance. The convoy was still under attack and, although another ship stopped to pick up survivors, Mr Loughton was not seen again.
Third Engineer Officer Loughton sacrificed his life in attempting to save others. His action in jumping overboard from a moving ship in darkness and in the midst of an enemy attack was undertaken without thought of self.

-oOo-

Legh, John Alan Pennington, DSC, Commander, RN (ret)
Inspector, HM Coastguard
Southern Division
?????
L.G. – 20 Mar 1945 – [Silver]

L.G. Citation: When a tank landing craft was reported to be in difficulties close inshore, rescue operations were immediately begun by HM Coastguard and the Naval and Military authorities. The weather at the time was overcast and cloudy with rain squalls and a strong wind but later conditions deteriorated and the wind reached gale force with heavy seas. A line was fired from the shore by HM Coastguard and fell across the vessel but, before it could be used, heavy seas broke over the ship and ten of the twelve men aboard were washed away. Two of them, however, were saved by the party ashore. Two more lines were fired across the wreck but they could not be secured, and repeated efforts to get one of them to the two men remaining on board were unsuccessful.
The position had now become extremely precarious and, taking advantage of a slight lull between the heavy seas, an attempt was made to reach the vessel, with a rocket line carried by Commander Legh, Coastguardsman Treadwell, District Officer Rowsell and Stephens, who all entered the water with Commander Leigh and Treadwell in the lead. At the same time Brown made a dash for the vessel. He had succeeded in getting on board, and Commander Legh and Treadwell were alongside the wreck when heavy seas swept over the party. Commander Legh and Treadwell were carried away and lost their lives while Rowsell and Stephens were swept ashore and rendered temporarily unconscious. After exceptional efforts Brown, although continually swept by seas breaking over the vessel, succeeded in passing lines to the two men on board. He was in a few yards of the men for nearly an hour before he could actually make contact with them. Brown and one of the men were hauled ashore exhausted but the line to the second man parted. Oldfield who had been assisting Brown, immediately dashed into the sea and was able to get another line into the man’s hands by means of which he was brought ashore.
Commander Legh and Treadwell sacrificed their lives through their outstanding devotion to duty. Although their efforts were unsuccessful, they displayed the utmost courage and disregard of personal safety throughout.
Brown by his courageous efforts, was instrumental in saving two lives. He took exceptional risks when he boarded the vessel and it was due to his great determination that he succeeded in bringing assistance to the two survivors.
Rowsell, Stephens and Oldfield also displayed gallantry and devotion to duty of a high order, completely ignoring the danger to themselves.

Notes: Cyril George Leonard Brown (National Fire Service Fireman) received a Silver SGM, and Victor Francis Stephens (Fitter and Turner) and Albert Oldfield (Labourer) received Bronze SGMs in this same incident.

-oOo-

Treadwell, Robert Henry
Coastguardsman, HM Coastguard
Southern Division
?????
L.G. – 20 Mar 1945 – [Silver]

L.G. Citation: When a tank landing craft was reported to be in difficulties close inshore, rescue operations were immediately begun by HM Coastguard and the Naval and Military authorities. The weather at the time was overcast and cloudy with rain squalls and a strong wind but later conditions deteriorated and the wind reached gale force with heavy seas. A line was fired from the shore by HM Coastguard and fell across the vessel but, before it could be used, heavy seas broke over the ship and ten of the twelve men aboard were washed away. Two of them, however, were saved by the party ashore. Two more lines were fired across the wreck but they could not be secured, and repeated efforts to get one of them to the two men remaining on board were unsuccessful.
The position had now become extremely precarious and, taking advantage of a slight lull between the heavy seas, an attempt was made to reach the vessel, with a rocket line carried by Commander Legh, Coastguardsman Treadwell, District Officer Rowsell and Stephens, who all entered the water with Commander Leigh and Treadwell in the lead. At the same time Brown made a dash for the vessel. He had succeeded in getting on board, and Commander Legh and Treadwell were alongside the wreck when heavy seas swept over the party. Commander Legh and Treadwell were carried away and lost their lives while Rowsell and Stephens were swept ashore and rendered temporarily unconscious. After exceptional efforts Brown, although continually swept by seas breaking over the vessel, succeeded in passing lines to the two men on board. He was in a few yards of the men for nearly an hour before he could actually make contact with them. Brown and one of the men were hauled ashore exhausted but the line to the second man parted. Oldfield who had been assisting Brown, immediately dashed into the sea and was able to get another line into the man’s hands by means of which he was brought ashore.
Commander Legh and Treadwell sacrificed their lives through their outstanding devotion to duty. Although their efforts were unsuccessful, they displayed the utmost courage and disregard of personal safety throughout.
Brown by his courageous efforts, was instrumental in saving two lives. He took exceptional risks when he boarded the vessel and it was due to his great determination that he succeeded in bringing assistance to the two survivors.
Rowsell, Stephens and Oldfield also displayed gallantry and devotion to duty of a high order, completely ignoring the danger to themselves.

Notes: Cyril George Leonard Brown (National Fire Service Fireman) received a Silver SGM, and Victor Francis Stephens (Fitter and Turner) and Albert Oldfield (Labourer) received Bronze SGMs in this same incident.

-oOo-

Rowsell, William Charles
District Officer, HM Coastguard
Southern Division
?????
L.G. – 20 Mar 1945 – [Bronze]

L.G. Citation: When a tank landing craft was reported to be in difficulties close inshore, rescue operations were immediately begun by HM Coastguard and the Naval and Military authorities. The weather at the time was overcast and cloudy with rain squalls and a strong wind but later conditions deteriorated and the wind reached gale force with heavy seas. A line was fired from the shore by HM Coastguard and fell across the vessel but, before it could be used, heavy seas broke over the ship and ten of the twelve men aboard were washed away. Two of them, however, were saved by the party ashore. Two more lines were fired across the wreck but they could not be secured, and repeated efforts to get one of them to the two men remaining on board were unsuccessful.
The position had now become extremely precarious and, taking advantage of a slight lull between the heavy seas, an attempt was made to reach the vessel, with a rocket line carried by Commander Legh, Coastguardsman Treadwell, District Officer Rowsell and Stephens, who all entered the water with Commander Leigh and Treadwell in the lead. At the same time Brown made a dash for the vessel. He had succeeded in getting on board, and Commander Legh and Treadwell were alongside the wreck when heavy seas swept over the party. Commander Legh and Treadwell were carried away and lost their lives while Rowsell and Stephens were swept ashore and rendered temporarily unconscious. After exceptional efforts Brown, although continually swept by seas breaking over the vessel, succeeded in passing lines to the two men on board. He was in a few yards of the men for nearly an hour before he could actually make contact with them. Brown and one of the men were hauled ashore exhausted but the line to the second man parted. Oldfield who had been assisting Brown, immediately dashed into the sea and was able to get another line into the man’s hands by means of which he was brought ashore.
Commander Legh and Treadwell sacrificed their lives through their outstanding devotion to duty. Although their efforts were unsuccessful, they displayed the utmost courage and disregard of personal safety throughout.
Brown by his courageous efforts, was instrumental in saving two lives. He took exceptional risks when he boarded the vessel and it was due to his great determination that he succeeded in bringing assistance to the two survivors.
Rowsell, Stephens and Oldfield also displayed gallantry and devotion to duty of a high order, completely ignoring the danger to themselves.

Notes: Cyril George Leonard Brown (National Fire Service Fireman) received a Silver SGM, and Victor Francis Stephens (Fitter and Turner) and Albert Oldfield (Labourer) received Bronze SGMs in this same incident.

-oOo-

Bradley, Brian Hubert
Mate
Steelopolis (Tug)
25 Oct 1945
L.G. – 19 Feb 1946 – [Bronze]
Ll.M.S.L. – Silver

[Steelopolis survived the war.]

From “Lloyd’s Medals 1836 – 1989”: On October 25th, 1945 the steam tug Danegarth was in the Bristol Channel, attempting to recover a 100 ton lockgate which had broken adrift in heavy seas, when she sustained underwater damage and immediately began to sink. As there was insufficient time for the life-boats to be launched, a raft and life-buoys were thrown overboard and the crew of six jumped into the sea. The Master, Mate and Engineer clung to the raft but the Engineer gradually became affected by the exposure and it was necessary for the Master to support him with one hand while he clung to the raft with the other.
About half an hour later the tug Steelopolis came to the rescue of the crew. The Mate seeing the desperate condition of the men in the water, jumped overboard with a line and swam about 100 yards through the rough sea to the raft. He held on to the line with one hand, and on to the raft with the other, while the crew of the Steelopolis pulled the raft alongside. The Master and Mate of the Danegarth were taken on board but the Engineer, a heavy man, was immobilised by the cold. Fireman Rogers, of the rescue tug, climbed down to the raft and made a line fast round the helpless man. While he was being lifted on board, the line broke and both men were thrown into the water. Fireman Rogers was rescued with difficulty, but the Engineer drowned.

-oOo-





C. Fox, CBE: A Rare Second World War C.B.E., Lloyd's War Medal for Bravery at Sea Pair to Captain C. Fox, Merchant Navy, The Most Excellent Order of the British Empire, Commander's (C. B.E.), 2nd type, Civil Division, neck Badge, silver-gilt and enamel, in Garrard's, London case of issue; Lloyd's War Medal for Bravery at Sea (Captain, S.S. "Orcades", loth October 1942, in fitted case of issue, extremely fine 2 Estimate E1000-1200 C.B.E. London Gazette 2.3 1943 'The ship [the S.S. Orcades], sailing alone, was torpedoed. At the time a moderate gale was blowing and the sea was rough with a very heavy swell. Later the ship was again torpedoed, and the Master [Fox] decided to get away the passengers and the majority of the crew in the boats. Those remaining on board made valiant efforts to save the ship but were frustrated by further attacks and she finally sank three hours after the first attack. As the ship was sinking, the Master and crew remaining on board abandoned her. In his determined effort to save his ship, the Master showed great courage and leadership of a high order. he was the last to leave and assisted two men to safety when swimming towards a raft'. Lloyd's Medal for Bravery at Sea Lloyd's List and Shipping Gazette 14.10.1943 A much more detailed account of the loss of the Orcades is to be found in David Masters' In Peril on the Sea: 'The Liner the Oreades with 711 passengers and 354 Officers and crew was steaming alone at speed in a moderate gale with rough seas and a heavy swell when a U-Boat caught her on 10 October 1942 It did not take Captain C. Fox long to find out that she was badly holed. The possibility of keeping her afloat was so uncertain that it was essential to get the passengers into the boats without delay. The order sent the crew to their boat stations at the double and the operation began to go like clockwork. It was plain from the way the men worked under the Boatswain, J. Murphy, and the quiet orders of the Chief Officer, R.J. Craddock, that the boat drill had not been wasted on them. In the most orderly manner the passengers were passed into the boats which were quickly and safely launched upon the rough seas. The Engineers still remained at their posts in the engine-room while Captain Fox sought to find out the full extent of the damage. he was keen to keep the the Oreades afloat Having embarked his passengers in safety, Captain Fox and his chosen men strove to save the Liner. They had no chance. The U-Boat saw to that. After striving for three hours to keep her afloat, the Master gave the order to abandon ship and the men jumped overboard to the rafts. The last to leave as she was sliding under was Captain Fox who seeing two men in trouble as he was swimming towards a raft, helped them both to safety. Over a thousand human beings were left tossing about on rough seas in lifeboats and rafts in the middle of the ocean They had escaped from the sinking ship, but whether they would escape with their lives was still uncertain. Signals had been sent out, but had they been received? If so, how far away was the nearest ship and could she reach them before the storm grew worse and started to take its toll of them? Those were the questions which Captain Zawarda of the Polish ship Narvik hastened to answer as he steamed to the rescue, while the Chief Officer of the Oreades did his best to keep the boats within hailing distance of each other. It was no easy task, for wind and wave are factors over which man has no control, yet his encouraging words permeated through the little fleet of lifeboats and rafts and did much to sustain the spirits of the survivors. For aught Captain Zawarda knew, he was himself steaming to destruction. If the U-Boat was still in the area where she had sunk the Orcades, the German commander would certainly do his best to make the Narvik his next target. The risk was one which had to be run and Captain Zawarda accepted it without question. When the Narvik eventually came upon the first boat, the task of snatching up the survivors proved to be very long and difficult owing to the rough seas. Chief Officer Cheiminski, however, who took control of the rescue operations, handled them so skilfully that he and his men succeeded in getting them on board safely. Then the search began in earnest, for by now the boats were widely separated. To and fro and round about the Narvik steamed, coming on a boat here, a raft there, stopping to pick up the survivors and succour them when they were on board. Captain Zawarda would not give up. For hour after hour he scoured the mounting seas and the number of survivors on board his ship increased from five hundred to six hundred. he now knew that all the boats had managed to get away. Unless some of them had capsized, there were others to be accounted for. he held doggedly to his search and the survivors mounted to eight hundred. As the hours went on it crept up to nine hundred. All the time there was the risk that the U-Boat which had destroyed the the Oreades would come on the scene and attack the Narvik. Captain Zawarda was only too aware of it but the mission of mercy he was carrying out far outweighed all risks and personal considerations. he would not give up. So long as he believed that any human being was adrift on that inhospitable sea, he was determined to find him. When at length, after a final look round, he was convinced that his self-imposed task was over, he set course for port. That long-sustained rescue operation which lasted twelve hours ranks among the finest rescue operations of the War. Captain Zawarda and his crew saved almost the whole complement of those on board the Oreades when she was sunk. some of the engine-room staff who jumped into the sea at the last moment did not survive, but of the 1065 people on board, Captain Zawarda rescued 1021, for which fine feat he was awarded Lloyd's War Medal [for Bravery at Sea] as was Captain Fox of the Oreades for getting all his passengers off the ship and making such a prolonged and plucky ef fort to save her'.

[1] The Royal Humane Society was begun in 1774 specifically for the purpose of diffusing knowledge about the techniques of resuscitation and saving life from drowning. From the society’s inception large medals were struck in gold or silver. [The medal, the standard of which was high, was awarded in silver, with really exceptional awards made in gold.] Monetary rewards, medals, clasps and testimonials were granted to those who saved life, or attempted to save life from drowning, but later the society’s remit was broadened to include “all cases of exceptional bravery in rescuing or attempting to rescue persons from asphyxia in mines, wells, blasting furnaces or in sewers where foul air may endanger life”. The large medals were not intended for wear. In 1869 permission was given for the medals to be worn, and as a result they were redesigned with a diameter of 38mm and a scroll suspension fitted for wear with a ribbon. By 1871 the medal was awarded solely in silver and bronze, and in 1873 the Stanhope Gold Medal was instituted for award to the person performing the bravest life-saving act during the year.

 

Welcome aboard, Bernard.
Thank you for sharing that information which is much more than I have access to.

For those that do not know, Bernard is well known for his research into gallantry awards for the Merchant Navy. Indeed he wrote the pages linked in post #84 and #86 of this thread.

Regards
Hugh

 

Post no. 53 refers.
MERCHANT NAVY AWARDS
BRAVERY AND SKILFUL SEAMANSHIP

O.B.E.
Captain W.H.C. Lawrence, Master

M.B.E.
Second Officer J. Hardy

BRITISH EMPIRE MEDAL
W.C.C. Halliday, gunner

The ship was sailing alone when she was attacked by an enemy bomber. Her defence was prepared, and when the aircraft was still some distance away the guns hit. The aircraft swayed, turned in the ship's wake, and dropped three bombs about 40ft. from the stern. The aircraft next attacked with cannon and machine-gun form the starboard side. When the enemy was level with the bridge, the Master himself fired and hit. The Germans jettisoned their remaining bombs and, with smoke and flame coming from the engines, the aircraft lost height as it drew away.

BRIARWOOD official number 160733 built in 1930 for Constantine Sg Co Ltd, Middlesbrough.

Captain William Henry Charles Lawrence was awarded his OBE for an action in August 1941 while BRIARWOOD was bound from Lisbon to New York via Gibraltar. The ship was attacked by a four-engined FW "Condor" aircraft. L/Bdr W.C. Halliday was in charge of the 40-mm Bofors gun. He emptied several magazines in quick succession at the “Condor,” hitting the aircraft several times in the tail region, setting it on fire. The aircraft jettisoned its bombs and turned away, losing height and trailing smoke.

BRIARWOOD was later to become a veteran of the Russian convoy run. The ship saw a lot of action during the war but despite this she survived. She was broken up in 1968 at Port Said after a fire at Suez.

Regards
Hugh

 

Post no.7 refers.
AWARDS TO MERCHANT NAVY
OFFICERS AND MEN DECORATED
O.B.E, CIVIL DIVISION
CAPTAIN VICTOR ALFRED RICHARD JURY, Master

From 100ft. the enemy dropped a bomb which killed one of the crew and started a fire. The cargo was highly inflammable, but Captain Jury, with great courage and resource, saved not only his ship but the lives of her crew.


Tanker "REGENT LION" official number 165433 built in 1937 for CT Bowring & Co.
Captain Jury received his OBE for an action on 15th September 1940 when his ship was damaged when bombed and straffed by enemy aircraft in the North Channel.

On 16th Decmeber 1942 the ship was torpedoed and damaged by U-610 (Freyberg-Eisenberg-Allmendingen) in the North Atlantic.

On 17th February 1945 the ship was torpedoed and sunk by U-300 (Fritz Hein) off the Straits of Gibraltar.

Regards
Hugh

 

Post no.9 refers.
AWARDS TO MERCHANT NAVY
OFFICERS AND MEN DECORATED
O.B.E, CIVIL DIVISION

CAPTAIN CHARLES PARRY, Master
Mr. JOHN JENNER SIMMONS, Chief Engineer

Captain Parry's ship was torpedoed aft and abandoned. As it was then seen that the ship was not sinking, the Master, the Chief Engineer, and volunteers returned and the vessel was taken in tow. The wind rose to a gale and the tow parted. The Chief Engineer, single-handed, raised steam and the ship was in the end handed over to salvage tugs.

Cargo ship HARPENDEN official number 162474 built in 1930 for J & C Harrison.
Both men received their awards after the ship was torpedoed and damaged by U-28 (Kuhnke) in the North Atlantic on 11th September 1940. She was taken to Greenock and renamed EMPIRE STOUR - she survived the war.
Regards
Hugh

 

Post no. 37 refers.
GALLANT MERCHANT SEAMEN

O.B.E.
Captain Stephen Leonard Hoare, master
Charles Meryon Proctor, chief engineer

The ship was attacked by torpedo bombers, but succeeded in driving them off. Later she was again attacked by two torpedo bombers. Captain Hoare's good seamanship saved her from damage, and the enemy was repulsed. During these attacks the chief engineer developed a speed which the vessel had never before reached.


Cargo ship CITY OF LINCOLN official number 166624 built in 1938 for the Ellerman Line.

Bombed by enemy aircraft and damaged in Grand Harbour, Malta on 23 March 1941. She survived the war.

The OBE was changed to a Commendation on account of Captain Hoare Holding a Military OBE from 1919.

Regards
Hugh