Timely Action of HMS Cherwell

Lt. George Griffiths, RN,[6] Leading Seamen Walter G. Bindon, and Reginald Honey, Able Seaman Albert E.B. Coombe, all of HMS Cherwell

On the 22nd November 1921, the Schooner Faithful of Chester from Plymouth to Preston, grounded on a shingle bank in the South Shear entrance to Wexford Bay. She got off undamaged but, not answering her helm, again stranded on Catrick Rock, close by, and remained fast. The sea was so rough that the ship's boat could not be launched, and signals of distress were lighted, and, in addition, the crew's bedding was set alight to attract attention.

In response to a signal from the Irish Lights Vessel Ierne, HMS Cherwell, at anchor at Rosslare, proceeded at 8.25 pm to render assistance, but as the night was very dark the correct position could not be ascertained, and, owing to the high sea and strong tide,  HMS Cherwell anchored to the porthward of Catrick Rock and it was decided to try to reach the Faithful by boat.

The Skiff Julia under the command of Lt. Griffiths, Commanding Officer of HMS Cherwell, and manned by Leading Seamen Bindon and Honey, and Able Seaman Coombe, was launched, and after much difficulty was able to get alongside the lee quarter of the Faithjul which was just clear of the Perch on Catrick Rock, and succeeded in taking off the crew of five hands.

The rescue services occupied about an hour, and were attended by considerable risk to the boat's crew, who broke four oars on their way, and were in great peril in getting clear of the breakers on Catrick Rock. (15.3.22)

 A North Sea rescue

Robert Spencer[7], Second Officer, Martin Wenner-Burg, Boatswain, August Hellman and Arthur Edward Clerk, Able Seamen, Henry Fudge, Donkeyman, all of ss Dalton of Newcastle-upon- Tyne

On the 12th January 1922, the ss Tidal of Cardiff, laden with coal, was in distress about 8 miles off the Corton Lightship, near Lowestoft, the vessel having shipped, tremendous seas, which caused her to take a heavy and increasing list. In response to signals of distress the Dalton of Newcastle-upon- Tyne came to her assistance, and although the weather conditions were very bad the master of the Dalton decided to try to launch a boat. Volunteers were called for, and after the Dalton had been manoeuvred about 50 yards to the windward of the Tidal a life-boat, in charge of Mr Robert Spencer and manned by the seamen mentioned, was launched and succeeded in rescuing the crew and passengers consisting of ten men, two women, and three children, and safely transferred them to the Dalton. The rescuing boat had only gone some 30 yards on the return journey when the Tidal foundered. (6.4.22)

Gallantry in the Mid-Atlantic

JAMES CORRIGAN, Second Engineer of ss Adriatic

On the 11th August 1922, during a voyage from Liverpool to New York, a violent explosion occurred in No.3 lower hold of the Adriatic of Liverpool, as a

result of which a number of seamen lost their lives. On learning that some of his men were still below, Mr Corrigan groped his way through smoke and fumes into the hold, where he found the water from the deck fire-hose coming through breaks in the hatch cover. He had the water turned off and went to search for his men.

On his return to the engine-room, Mr Corrigan proceeded to call the roll, and, finding three men still unaccounted for, he went back at great personal risk from gas fumes and wreckage to the hold and carried out a further systematic search amongst the wreckage, which resulted in the discovery of one man lying dead under some debris. The body was extricated with much difficulty. (2.1.23)

 Rescues from a gas-filled hold

DONALD MACDONALD, Chief Officer, George Archibald, James Joseph Lyon, John Foster, Harold Norris, Laurence Fauchelle[8], Seamen, all of ss Tahiti of London

On the 28th February 1922, the ss Tahiti was sealed at San Francisco for fumigation with hydrocyanic acid gas. At 1.30 pm, the fumigation having been completed, the seals were broken, and at 4.45 pm the steamer was considered

free from gas and given clearance. John Newton, ship's carpenter, arrived on board about 5.10 pm and was instructed by the chief officer to thaw out No.1 lower hold by means of steam, and see to the drain-cocks of the chain locker. At 5.30 pm groans were heard in No.1 hold. Newton, who had evidently tried to regain the deck, fell off the ladder on to his head, which caused it to bleed profusely. Chief Officer D. Macdonald immediately went down to Newton's assistance, but, feeling himself overcome, reclimbed the ladder, and managed to regain the deck. A seaman named George Archibald then went down, but was at once overcome by the fumes, as also was Fauchelle who followed. Lyon and Norris also went down, followed in a second attempt by the chief officer, whose efforts were again unsuccessful, and he had to be hauled up on deck in a state of collapse. Lyon and Norris also managed to regain the deck, where they also collapsed.

On the arrival of the San Francisco Fire Dept. fire-boat Dennis T. Sullivan, three men were still lying unconscious down in the hold, viz. Newton, Archibald, and Fauchelle, and Capt. John F. Kearney of the fire-boat put on a Gibbs gas-mask, and went down to their assistance. He managed to put slings around each man, but had to come up on deck for fresh air after each operation, as the gas mask was defective.

The Gold Medal for Foreign Service was awarded to J.F. KEARNEY for his gallantry on this occasion. (17.1. 23)

 Forty-two lives saved

GEORGE ERNEST LOBB, Boatswain, SAMUEL FOX, JOHN PATRICK GOLDING, Able Seamen, of ss Tuscan Prince of Newcastle-upon-Tyne

The ss Tuscan Prince, whilst on a voyage from Middlesborough to Puget Sound, was wrecked off Village I., W. of Vancouver , in a snowstorm in the early morning of the 15^th February 1923. The vessel remained hard and fast upon the rocks and the only means of saving the lives of the crew was by getting on to the rocks.

Samuel Fox attempted to swim ashore with a line, but was unsuccessful, and had to be hauled back on board. A boat was then lowered and manned by George Lobb, Boatswain, and J.P. Golding, with ropes fastened to them, but the boat swung round on to the rocks and was broken up. Golding was hauled back on board, but Lobb succeeded in scrambling ashore, where he made a line fast, and by this means the entire crew of forty-two made their way ashore. (31.7.23)

An officer's brave act at Muscat

Major Willoughby Lugard Hogg, DSO, Late 3rd Brahmans, Indian Army

On the 10th May 1918 Major Hogg, who was in command of a detachment at Muscat in the Persian Gulf, received a message from the Acting Consul, reporting that the ss Oruro was on fire in Muscat harbour and asking for assistance.

Major Hogg at once boarded the vessel with 100 men of his regiment and found that owing to the absence of adequate appliances the fire was rapidly gaining ground.

During the operations which followed, Major Hogg and a lascar were standing on a wood hatchway when the main beam collapsed, precipitating them both into the hold below. The officer managed to climb up the steel perpendicular ladder, which was very hot, and regained the deck, calling to the lascar to follow, but he failed to do so. Thereupon Major Hogg sat astride the coaming of the hatchway, and, bending down, succeeded with difficulty in hauling the lascar up from below into safety.

It was mainly due to Major Hogg's skill in directing the salvage operations that no loss of life ensued. (18 .10.23)

 Rescues from a sinking vessel

Frederick Cook, Chief Officer[9], Michael Mahoney, John Collins, George Elliot, Richard Leslie Davies, Seamen, Joseph Gray Reid, Carpenter, all of ss Hollinside of Newcastle-upon- Tyne

The Gay Gordon, of St John's, Newfoundland, from Oporto to Newfoundland, was in distress on the 21st April 1923 in the North Atlantic, and in response to her signals the ss Hollinside of Newcastle-upon- Tyne, proceeded to her assistance. At about 8.30 pm the crew of The Gay Gordon shouted to be taken off as their vessel was sinking, and after considerable difficulty the port lifeboat of the Hollinside was launched in charge of Mr Frederick Cook, chief officer, and manned by the above-mentioned seamen, and succeeded in rescuing, in spite of darkness, strong winds, and rain the crew of six hands belonging to the Newfoundland schooner.

By skilful manoeuvring the master of the Hollinside succeeded in getting to the leeward of the sinking vessel, and after about 1¼ hours , work rescuers and rescued were safely got on board. (21.11.23)

 Rescue in Rangoon River

Oscar Edward Emery, Chief Officer,[10] John Malcolm Gordon Edwards, Third Officer, Ali Akbar, Azizul Haqq, Amin Ullah, Kala Miah, Nur Ahmad, Nur-ul- Haqq, Lascar Seamen of ss Lady Blake

On the l0th December 1922 the Burmese schooner Ba La Aung, with a crew of five hands, went aground on the western sands below Elephant Point off the mouth of the Rangoon River, and her signals of distress were observed by the Lady Blake.

A life-boat was launched in charge of Chief Officer O.E. Emery, and manned by Edwards and the above-mentioned lascar seamen, and pulled down, with an ebb stream and a tide running at about three knots, towards the Ba La Aung.

When ahead of the schooner the boat's anchor was dropped, and the lifeboat slacked down alongside the vessel in distress, but the ship- wrecked crew refused to jump overboard and swim to the rescuing boat. A heaving-Iine was then passed to the wrecked vessel and the lifeboat hauled closely alongside, when the crew jumped into her.

The boat's anchor was then hauled in, a mast was erected and sail set, but the mast was soon carried away by the force of the wind; ultimately the Lady Blake was reached in safety, and the rescued transferred on board. (12.12.23)

 Rescue by night in North Atlantic

JOHN THOMPSON BAKER, Chief Officer[11], EDMUND SMITH, Carpenter, ROBERT INGLIS, WILLIAM STEWART, DAVID GIMBLETT, Seamen, all of the ss Cairnmona of Newcastle-upon-Tyne

On the 28th December 1923 ,the barquentine Czarina of St John s, Newfoundland, was in distress in the North Atlantic in a heavy gale with hurricane force; her signals of distress were observed and answered about 10 pm by the Cairnmona, whose master manoeuvred as closely as possible to the Czarina, and upon hailing the distressed crew ascertained that the only lifeboat had been smashed, and lost overboard, together with all the sails and various spars.

In spite of the very dark night and heavy seas which were running, a life-boat was got away from the Cairnmona in charge of Mr Baker and manned by the men named, proceeded with great difficulty to the shipwrecked vessel, which was rolling very heavily, and succeeded in taking off the crew of eight hands. (17.7.24 )

 Rescues in Hong Kong typhoon

JOHN CROPPER, Chief Officer, GEORGE REGINALD JENKINS,  Third Officer, BOND HUGGINS,  Apprentice, WON JAH, HONG KAM, LAM POW, and LEONG YOE, Seamen, of the ss Bowes Castle;  THOMAS LLOYD WILLIAMS, Chief Officer, KENNETH HENRY STUART, Second Officer, HAROLD WAINRIGHT, GEORGE ARTHUR PARKER, STANLEY LEONARD GARRETT, JOHN EDWARD SNAITH, Apprentices, GE LING LOW, Quartermaster, SING YUNG SANG, Boatswain, CHING CHIN FONG, LIN AH YOK, LEE VAN CHAN, CHANG CHIN PAN, CHANG PAN FAH and YING AH PAN, Seamen of the ss Egremont Castle; A. LEXOW, Chief Officer, ROLF FREDERIK MOLTZAU,  Second Officer, G. DAKSERHOFF,  Third Officer, CHEE AH KUN,  Boatswain's Mate, HAN FAT SANG, TSE TOR, and LIN CHANG CHIN,  Quartermasters, fireman, and the Chinese cabin boy who formed part of the boat's crew from the ss Hwah Ping

On the 18th August 1923, when the colony of Hong Kong was struck by a typhoon, the ss Loong Sang of London, lying in Kowloon harbour, dragged her anchors, and being without steam (her main engines had been opened up for survey), after colliding with another vessel, she foundered. . Whilst the typhoon was at its height men were seen from the ss Bowes Castle floating by clinging to wreckage, and a lifeboat was got away from that vessel in charge of Mr Cropper and manned by Messrs: Jenkins, Huggins, and the Chinese seamen, Won Jak, Hong Kam, Lam Pow, and Leong Yoe. After about 52 hours’ work in the raging sea and blinding rain two survivors were picked up.

On the Egremont Castle both lifeboats were swung out in readiness for launching when a boat from another steamer, the Chinese ss Hwah Ping, came alongside, in charge of Mr Lexow, and manned by Messrs Moltzau, Dakserhoff, Chee Ah Kun, Han Fat Sang, Tse Tor, Lin Chang Chin, also a fireman and a cabin boy, who had picked up a survivor from the water, and rescuers and rescued were taken on board the Egremont Castle. Later, this lifeboat was sent away, manned by a crew from the latter vessel, consisting of Mr Williams (in charge) and Sing Yung Sang, Ching Chin Fong, Lin Ah Yok, Lee Van Chan, Chang Chin Pan, Chang Pan Fah, and Ying Ah Pan, in an attempt to rescue further survivors of the Loong Sang who were observed floating by, struggling in the water. The boat being partly full of water, little progress could be made owing to the high sea and violent wind and rain, and the crew were unable to effect any rescues. They drifted and finally brought up alongside another vessel.

Shortly afterwards, the starboard life-boat of the Egremont Castle was launched in charge of Mr Stuart and manned by Messrs. Wainwright, Parker, Garrett, Snaith, and Ge Ling Low of that vessel, and Messrs. Lex Low, Moltzau, Dakserhoff, Han Fat Sang, Tse Tor, and Lin Chang Chin of the Hwah Ping, and succeeded in picking up another survivor of the Loong Sang.

Very great risk was incurred in rendering these services owing to the high sea, violent wind, and blinding rain. (3.1.25)

Gallantry of a 73-year-old fisherman

GEORGE CRAIG[12]

Fisherman

Early morning on 26th November 1924, the steam drifter Press Home of Buckie went ashore to the south of Portlethen village during heavy weather and a thick mist. The crew of eight hands endeavoured to gain the rocks, but five unfortunately were swept away by the surging seas and drowned; the remaining three, however, succeeded in reaching a high rock between 30 and 40 feet from the shore. Several attempts were made to reach them with lines, but another large rock which intervened made this impossible.

The tide was rising, and the position of the three men was becoming more and more dangerous, when Craig, who said that he knew of certain submerged boulders which could be used as stepping stones, volunteered to go to their assistance. With a rope fastened round his waist he forced his way over these submerged boulders, through the rough sea, in which he was at times immersed up to the neck, and gained the intervening boulder; from this position he was able to throw the rope to the survivors and to draw them one by one through the water to the rock upon which he stood. Then the rescued and the rescuer were hauled ashore by willing helpers on the beach.

In effecting these rescues, owing to the darkness, the submerged rocks, and the rough sea, Craig ran a great risk of being carried away or dashed against the rocks, and his action called for considerable skill and endurance on his part, he being 73 years of age. (16.1.25)

 Breeches-buoy rescue off Devon coast

William Harrison Thurlbeck,

William Isaac Arnold,

John Jarvis[13]

The steam-tug Joffre went ashore on the rocks under a cliff about 400 feet high at Bolt Head, Devon, about 2.20 am on the 27th May last, during a gale accompanied by fog and rain.

Attempts were made to establish a connexion with the vessel by means of rockets, but the first two fired failed to reach her. The master was dangerously ill, and Mr Thurlbeck, the mate, who had taken charge, called for volunteers to go and fetch the line which had fallen short. The crew being exhausted, there was no response, so Mr Thurlbeck went alone in the ship's boat, which was connected to the tug with a line: he pulled inshore among the rocks, and succeeded in grasping the line. He was hauled back to his vessel, and made the line fast, but the boat was smashed. In the meantime, the Life Saving Apparatus Company had descended the cliff farther and succeeded in establishing connexion with the vessel with a third rocket.

As there was no means of securing the third rocket line to the cliffs, the shore end had to be held firmly by members of the Life Saving Apparatus Company on a ledge 70 feet up the cliff, and the line thus took up a steep sagging position. For this reason and owing to there being a large intervening rock between the vessel and the foot of the cliff, the breeches buoy could not be hauled ashore and it was necessary to send assistance on to the rocks below in order to bring the ship- wrecked crew safely to land.

Before the breeches buoy had been hauled out to the Joffre a member of her crew came ashore by means of the line and would in all probability have lost his life had not John Jarvis, Francis Jarvis, and Arthur Thornton waded out on to the rocks and helped him ashore. The remaining ten members of the crew of the tug then came ashore in the breeches buoy, being assisted over the rocks by E.D. Lancey and Coastguards Robert Richards and James Manning under the leader- ship of District Officer Arnold and John Jarvis.

This work was very dangerous as the tide was rising, the wind was blowing from 30 to 45 miles per hour, and the sea was breaking violently over the slippery rocks. During the rescue District Officer Arnold and Coastguard Richards were washed off the rocks and had to be rescued by other members of the party, and Lancey was injured by falling rock. (23.9.25)

Explosion in China waters

So Hau, Fireman of ss Paul Beau of Hong Kong

On the 4^th May 1925 the Paul Beau was steaming from Hong Kong to Canton when a tube blew out in the starboard boiler, projecting a stream of boiling water and steam 35 feet long into the after end of the boiler-room and engineroom.  Two men, Hau Foong and So Hau, were on duty on the boilers and two others on the engines.  Hau Foong was immediately overcome and collapsed, and so So Hau at once went to his assistance and at the risk of his own life managed to drag him clear of the scalding water where he collapsed also.  Meanwhile the other two men sought refuge in the tunnel way.

Observing a thick cloud of steam rising from the engine- and boiler-rooms to the level of the promenade deck, Second Engineer G.H. White[14], wrapping his face in wet towelling, made his way through the steam along the top of the boilers to the engines and shut off the valves connecting the boilers to the engines, and the valve connecting the two boilers.  The three men in the engine- and boiler-rooms were reached as soon as the steam had cleared away and were removed unconscious to the upper deck.  But for White they would have been suffocated by the escaping steam.

White ran a very grave risk since he had to grope about in the scalding steam fog, blinded by the covering on his head, in his endeavour to shut the stop-valves on the boilers, and he might have encountered the full force of the issuing steam, in which case the result would have been fatal.  In spite of being badly scalded he took charge, and having effected the necessary repairs raised steam again, thus enabling the vessel to be brought to the wharf at Canton. (17.11.25)

Engineer's brave action

GEORGE WILSON

On the 13th December 1924, whilst the Clan Macvicar was lying in harbour at Brooklyn, New York, Mr D. McLean, Fourth Engineer, opened up the main stop-valve cover on the port boiler by mistake: the cover blew off and he was very badly scalded.

Hearing the escape of steam, Mr Wilson immediately went to investigate the cause. He could see nothing for steam, but thought that the auxiliary steam pipe connected with the starboard boiler had burst. Knowing that other engineers were working in the compartment, he rushed through the steam across the boiler tops and shut off the stop-valve of the starboard boiler, and, in so doing, was seriously scalded.

While closing the valve, Mr Wilson caught sight of Mr McLean, who spoke to him, but Mr Wilson was almost choked by steam and was unable to reply. He managed, however, to escape from the boiler-room, being followed shortly afterwards by Mr McLean; both were taken to hospital where Mr McLean died next day.

The starboard boiler was under high pressure and in the belief that the auxiliary steam pipe connected with this boiler had burst, Mr Wilson was right in going to close the stop valve and, had the conditions been as he thought them, his action would have involved him in very grave risk of losing his own life. (4.1.26)

Cliff rescue at South Shields

JAMES DARLING

William Henry White

About 7.45 am on the 27th November 1925 the  ex-Admiralty vessel PC 71, with two men on board, under tow to Charlestown, Fife, for breaking up, stranded on the Trow Rocks, South Shields, during a heavy north-east gale accompanied by a hailstorm.

While the Life Saving Apparatus was being brought to the spot, Police Constable Darling, of the South Shields Borough Police, went with others to the top of the cliff overlooking the wreck and was lowered a distance of about 40 feet down the face of the cliff by means of a life-belt with line attached. He was immersed up to his waist in water. He endeavoured to reach the two men with another line, but failed to do so. A line was then thrown from the ship which he caught and fastened to the other life-belt and line, and these were then hauled on board the ship. By this means the constable was able to haul one man after the other to the place where he was standing at the foot of the cliff.

By this time the Life Saving Apparatus had arrived, and the breeches buoy was then lowered from the top of the cliff and one of the survivors was hauled up the cliff; but when the apparatus was lowered again, the constable and the other man were so exhausted that the constable had to signal for assistance. Station Officer White of HM Coastguard, South Shields, then slid down the rope into the sea and assisted first the other survivor and afterwards the constable into the breeches buoy. These were successively brought to safety, Station Officer White using another rope to steady the breeches buoy and prevent the men from being dashed against the cliff. White himself was then hauled up, at considerable risk to his life. (8.4.26)

Rescue from a schooner

George Small Mathew, Chief Officer, John Dick Wilson, Second Officer, Robert Colville Thomson Baille, Third Officer, Norman Allan Richardson, Fourth Engineer, William Ignatius Costelloe, Wireless Operator, two Chinese seamen (names not ascertained), all of ss Benvorlich of Leith

The schooner Nancy Lee of St John's, Newfoundland, of 188 tons gross, from Emily Harbour, Labrador, to Seville, with a crew of six, encountered a succession of gales from the 3rd October until the 18th October 1925. By this date she was leaking badly owing to straining in the gales, and from the 18th to the 21st October the vessel was hove to. At midnight on the 22nd October a heavy sea struck the vessel and carried away about 25 feet of bulwarks, rails, stanchions, &c., the latter breaking off below the deck. The vessel's lifeboat was also smashed.

The storm abated somewhat and at 10 pm on the 23rd October the lights of the ss Benvorlich were sighted, and signals of distress made. At midnight the ss Benvorlich closed with the schooner, but could not render immediate assistance, so she stood by until daylight, when the master of the steamer sent to the rescue a boat in charge of Mr Matthew and manned by the men named, and two Chinese sea- men whose names have not yet been ascertained. They succeeded in rescuing the crew of the Nancy Lee, and in so doing incurred considerable risk owing to the heavy sea and high wind. (22.4.26)

 Gallantry on Spanish coast

FREDERICK CHARLES REECE

About 3 am on the 17th January 1926, the ss Clovelly stranded near Barra de Ortigueira on the coast of Spain and, despite all efforts to refloat her, remained hard and fast. The weather was dark and misty, with heavy rain and a very rough sea. About 9 am a boat was launched with a crew of five hands in charge of the second officer, for the purpose of taking soundings and running out a kedge anchor, but the boat on leaving the ship was overturned and the occupants were thrown into the water. All regained the upturned boat with the exception of the second officer and a Malay seaman, who were carried away.

Observing them in difficulties, Reece dived overboard from the Clovelly into the rough sea in an endeavour to place a life-buoy within reach of the second officer, who, however, disappeared before Reece could reach him.

The remaining four members of the boat's crew, and Reece himself, were rescued by means of lines. (3.6.26)

Thirty-seven persons rescued in North Atlantic

Herbert Alonzo Strowger, Chief Officer[15], Thomas Fishwick, Boatswain, Isaac Jewell, Richard Harvey Williams, Samuel Bate, Edward John Ready, Benjamin Orchard, Seamen, of ss Shirvan of London

The ss Laleham of London with a crew of thirty-seven hands, bound from Chile to this country, was in the North Atlantic Ocean on the 29th March 1926 when she encountered very severe weather with a violent wind, hail squalls, and high seas. Conditions grew worse, and during the next two days damage was done on deck and the two lifeboats were smashed. Water poured in below, and the vessel took a list which increased to such an extent that it became clear the vessel could not survive. On the 31st March a wireless distress call was sent out.

In answer to this call the ss Shirvan arrived near the Laleham about 5.45pm Shortly after 6pm a lifeboat was launched in charge of Mr Strowger and manned by Fishwick, Jewell, Williams, Bate, Ready, and Orchard. Owing to the heavy swell it was not possible to go alongside the Laleham; but twenty members of her crew were rescued by being drawn through the water from the ship to the life- boat by means of a line with life-buoy attached. They were transferred from the boat to the Shirvan in the same way. The boat then returned to the Laleham and the operation was successfully repeated, thus rescuing the remaining seventeen members of her crew. The rescue was completed by 10.30 pm

The services were hazardous owing to the high seas. Darkness added to the risk and the second part of the rescue had to be carried out in the light of burning oil barrels on the Laleham. (24.6.26)

 Skilful rescue in Australian Bight

Arthur Hugh Dyer, Fifth Officer, Joseph Black, Frank Robert Stannard, William Wilson, Leslie Maynard Clark, Seamen of ss Orvieto, of Belfast

On the 14th February 1926, whilst the Orvieto was crossing the Australian Bight, Sidney Dawson, deck boy, was washed overboard from the forecastle head. A fresh gale was blowing with heavy squalls and a very high sea. The vessel was immediately manoeuvred into a position favourable for picking up the boy. The starboard accident boat in charge of Mr Dyer and manned by Black, Stannard, Wilson, and Clark was lowered and sent away. After skilful manoeuvring Dawson was picked up and the boat returned safely to the Orvieto.

The rescue was attended with considerable risk, especially when the boat was leaving and returning to the ship's side, as it was impossible to afford her efficient lee protection. It was only the expert handling of the boat which prevented her from being swamped. (1.7.26)

 Rescue from a gas-filled tank

CAPTAIN NIELS MARIUS NIELSON

John Thomson Matthew

The ss Bloomfield, a British oil tanker, was proceeding in ballast to Beaumont, Texas, on the 18th October 1926, when the second Engineer collapsed, overcome by benzol gas fumes, while engaged in repairing a pump in one of the ship's tanks; the accident was reported to Mr Matthew, Chief Engineer, who immediately went into the tank to the assistance of the Second Engineer and had just got hold of him when he himself collapsed.

The Chief Officer had rigged a block and tackle over the tank and had sent for gas helmets, when Nielsen appeared and went down into the tank with the object of rescuing the two men lying there, but he was overcome by the gas before reaching the bottom of the ladder .

All three officers were got up on deck within 10 minutes by other members of the crew, using gas helmets. The Chief and Second Engineers revived after artificial respiration, but Captain Nielson died. (8.2.27)

Volunteer life-boatmen's gallantry

Lester Newman, Second Officer[16], Thomas McCulloch McLean, David Stuart Sorby, Robert Kennedy, Able Seaman, Charles Reside, Sailor, Arthur Williams, Donkeyman, of Royal Fleet Auxiliary War Diwan of London

The schooner Cecil Junior of St John's, Newfoundland, from Seville to St John's, in March 1926, encountered a succession of gales with heavy seas, and on the 18th March the schooner's rudder was carried away, causing the vessel to leak badly; other damage was also sustained.

The crew managed to keep the water down by pumping until the 22nd March, when, just before darkness set in, the attention of the ss War Diwan was attracted by distress flares. The War Diwan stood by while the crew of the schooner attempted to abandon ship in their own boat, but this boat was smashed by the heavy seas as soon as an attempt was made to launch it.

The master of the War Diwan then decided to send his own lifeboat, and in response to his call for volunteers, Mr Newman, with a boat's crew consisting of McLean, Sorby, Kennedy, Reside, and Williams, proceeded to the Cecil Junior and took off the master and the five members of the crew. A very rough and high sea was running, and the boat's crew from the War Diwan ran considerable risk in getting alongside the schooner, and saving the lives of those on board. (9.6.27)

Trawler-hands' brave attempt

CHARLES DOWN, Second Hand[17]

SELWYN ERNEST GILL, Deck Hand

The steam trawler Oku, of Milford, was in distress on the fishing-grounds off the south-west coast of Ireland early in the morning of the 11th February, having been damaged by heavy seas which caused a serious inrush of water. Signals of distress were made, and these were answered by the steam trawler Limeslade.

The Limeslade stood by from 4am until 8.30am. Her skipper then sent away the small boat with a line attached, manned by Down and Gill, to try to reach the Oku. After battling for nearly an hour against the hurricane and the raging sea, they had to give up their attempt owing to exhaustion, and the boat was pulled back to the Limeslade. A dan-cast was then fastened to the line, and Down and Gill later made another attempt to reach the Oku. Again they had to give up.

The skipper of the Limeslade then decided to try to get the empty boat alongside the Oku. A longer line was fastened to the boat, the Limeslade was manoeuvred into a favourable position, and the boat was drifted down to the Oku and secured by means of a grapnel. After the ten members of the crew of the Oku had got into the boat it was pulled through the water to the Limeslade, and they were helped on board.

Although Down and Gill failed in their attempts to reach the Oku they displayed great gallantry and ran grave risk. (16.4.28)

A hero of the boiler-room

JOHN WHYTE

On the 29th September 1927 the King George V was waiting to enter Irvine Harbour when an explosion in one of the high-pressure water-tube boilers forced open the furnace doors. Two firemen on duty were very seriously injured by the escaping steam and burning coal. The explosion also blew out the lid of the manhole in the port alleyway, and the upper part of the engine-room and the alleyway were filled with steam.

Mr Whyte, Chief Engineer, and the Third Engineer, who were on duty in the engine-room, immediately took steps to clear away the steam from the boiler-room, to reduce the steam pressure, and by extinguishing the fires to stop the generation of steam. Mr Whyte helped one of the firemen from the boiler-room into the alleyway and was then lowered through the open manhole to the assistance of the other fireman, but the intense heat made it impossible for him to stay down. Shortly after Mr Whyte had been hauled up, the second fireman was seen through the manhole, and, on being called, managed to climb the ladder and was assisted out of the man-hole. Both he and the other fireman died of their injuries after admission to hospital.

In trying to go to the assistance of the fireman Mr Whyte took a very great risk; although steps had been taken to disperse the steam, the high-pressure steam from both the boilers of the vessel was still escaping into the boiler-room. There was a great danger by Mr Whyte being fatally injured through inhaling hot, dry steam. (14.5.28)

Rescue of four men from a drifting barge

Harold Walwin Clarke

The concrete barge Cretetree, with a crew of four hands, left Lerwick on the 28th March in tow for Stornoway. The vessels ran into a gale, and during the night of the 29th/30th March the tow-rope parted and the barge's rudder was broken. The tug endeavoured to get another line on board, but the gale and the rough seas made this impossible; the vessels became separated and lost sight of one another. The barge was helpless and was becoming swamped, the crew having to resort to the pumps and baling to keep the water down. Rockets were fired, and at daybreak on the 30th March signals of distress were sent up.

During the afternoon the steam trawler Liberia of Grimsby sighted the signals, and went to the assistance of the Cretetree, which was then 35 miles north by west of the Orkney Islands. A wire rope was got on board and towing began, but the rope soon parted. An attempt was made to get another line with a chain on board, but there was no wire on the barge with which to connect them up. The crew of the Cretetree tried to get away in their boat, but it was smashed.

An attempt was next made to launch the Liberia's boat, but it also was stove in. The Liberia was then manoeuvred close to the stern of the barge and a heaving-line was thrown, and secured on board the trawler. One of the crew of the Cretetree, after fastening the other end of the line to himself, jumped overboard, and was pulled through the water to the Liberia. The Liberia then took up a position to windward of the Cretetree; a line attached to a lifebuoy was drifted to the barge, and another of the crew jumped overboard and was hauled aboard the Liberia by the line.

The two remaining men on the barge were too exhausted to be rescued in this way, and Harold Walwin Clarke, a deckhand of the Liberia, volunteered to swim with a line to the barge. When the Liberia had approached within 20 yards of the Cretetree, Clarke jumped over- board and actually reached the barge, but it was feared that he would be injured when attempting to get on board, and he was pulled back to his ship. The Liberia was then manoeuvred to windward and brought stem on to the Cretetree, and a line with a life-buoy was thrown on board; the two men remaining jumped overboard with the life- buoy and were safely transferred to the Liberia. (27.7.28)

Rescues in the St George's Channel

Wilfred Osbourne Stanley[18], Mate, Robert James George, Whaleman, Albert Edward Stockton, Net-stower, of the Steam Drifter George Albert of Great Yarmouth

The Guiding Star of Runcorn, a small wooden schooner with a crew of four Whaleman, hands, was badly damaged on the night of 14th April in the St George's Channel by shipping heavy seas. Distress signals were hoisted at noon on 15th April and were answered next morning at 8am by the steam drifter George Albert, when the Guiding Star was in a sinking condition.

The small boat of the schooner had been smashed by the seas and was useless, and the lifeboat of the drifter, manned by Stanley, George, and Stockton, was sent away to effect a rescue. Although the weather conditions had moderated somewhat, there was still a strong wind blowing and heavy sea running, and the work of approaching the schooner was difficult and dangerous. The boat was swamped and had three planks stove in when alongside the Guiding Star. But she was kept afloat by skilful handling, and the men on the schooner were safely taken off and transferred to the George Albert. (8.8.28)

Lifeboatmen's bravery

John William Harris, First Mate, Stephen Corner Stephenson Tawn, Second Mate, Reginald Thistle Foster, Quartermaster, Percy Arthur Walker, and William Rouse, Able Seamen, of the City of Lahore of Liverpool

The Selma Creaser of St John's, Newfoundland, was in distress in a sinking condition in the Atlantic on the 30th October 1927, and at 5.25am on that day the City of Lahore sighted a distress flare and went to her assistance. After pouring oil on to the sea the City of Lahore stood by until 6.30 am, when the master sent away a lifeboat in charge of Mr Harris and manned by the second mate and the other men named. The wind was still blowing at storm force with a heavy swell running and it required skilful handling by Mr Harris to prevent the lifeboat from being thrown against the side of the schooner or capsized. The master and the five members of the crew of the Selma Creaser were safely transferred to the lifeboat; one of them fell into the water between the schooner and the life-boat, but he was got into the boat uninjured.

The rescue was completed by 7.35 am and the City of Lahore continued her voyage. (5.1.29)

A hero of the boiler-room

WILLIAM ARTHUR JAMES

On the 12th October 1928 a fire broke out in the stokehold of the Trojan Star, at about 6.30 pm, when the vessel was off the Pacific Coast of the United States. This was caused by the failure of a joint in one of the heaters which was being used to supply oil fuel to a boiler, and a stream of hot oil was projected across the stokehold in the direction of a coal-burning furnace, some of the oil falling on burning coal which lay on the floor plates of the stokehold.

Several members of the crew who were in the stokehold succeeded in escaping into the engine-room, but the Second Engineer and two firemen were unable to do so, being trapped by the flames. James was in another part of the stokehold and could himself have escaped, but ran to, and closed, the door leading to the pump-room, in which there were some 40 tons of oil. This compartment was close to the heater from which the hot oil was escaping, and James ran considerable risk of coming into contact with the blazing oil and of being burned to death. After closing the door he joined the other men in the port wing. Later, one of the firemen was so overcome by the conditions that he rushed through the flames into the engine-room and then on deck, but he was so severely burned that he died soon afterwards.

The fire was subdued soon after 9 pm, when the remaining three men were rescued from the stokehold.

By his action in closing the door of the pump-room James undoubtedly prevented the fire extending to the compartment containing the oil fuel. (11.3.29)

Another hero of the boiler-room

HUGH PENNY, Second Officer

The ss Trentwood of Middlesbrough, from Ghent to Middlesbrough, was off Whitby on the 16th March when an explosion occurred in the boiler; the engine-room quickly filled with steam. As the boiler was fast losing water, the Second Engineer, Mr R. Buckley, who was on watch at the time, made his way to the rear of the engines to start the feed-tank pump, which is situated close to the boiler, and while he was engaged in this work another, but more violent, explosion occurred, and he was rendered unconscious.

After giving orders for the fires to be withdrawn the Chief Engineer went from the stokehold to the engine-room to find Mr Buckley but was unsuccessful; he then opened the engines out in order to take the steam off the boiler. The Master also tried to enter the engine-room but was prevented by escaping steam, and, returning to the bridge in order to haul the ship in as close as possible to land, he told Penny to see if he could help in the engine-room. Mr Penny went down to the stokehold and finally reached the engine-room through the engine-room grating, then, getting on to the engine platform by a ladder, found Mr Buckley unconscious and with great difficulty carried him through the engine-room and then on to the deck. After the application of artificial respiration, Mr Buckley recovered and later returned to duty in the engine-room. (24.10.29)

 Gallant lifeboat rescue

William Dynhand Congdon, Chief Officer[19], H. Hansen, F. Bertelsen, T. Finkelenberg, K.J. Beek, P. Pedersin, S. Eriksen, Charles J.E. Oehlers, Hans Olay Hansen, Seamen, of Manistree of Liverpool

The Canadian auxiliary-motor schooner Quaco Queen of St John, New Brunswick, was in distress in a strong westerly gale and heavy swell in the Atlantic Ocean on the 30th January 1929; she was waterlogged, her rudder had been carried away, and seas were sweeping over her.

Her signals of distress were sighted during the afternoon by the ss Manistee of Liverpool. The Master altered the ship's course and went to the assistance of the schooner and, as there were indications that the weather conditions would become worse, arrangements were made to send a boat away from the Manistee. The ship was manoeuvred into a position to windward of the schooner in order to make a lee for a life-boat and, after oil had been discharged on to the rough sea, a life-boat was sent away in charge of Mr W.D. Congdon, Chief Officer, with a crew consisting of the seamen named.

The boat's crew were in considerable risk owing to the heavy gale and rough sea before they reached the schooner and took off the nine members of her crew, and Mr Congdon exercised great skill in preventing his boat from being capsized and in getting the rescued men safely on board the Manistee. (11.10.29)

 Rescue in Mid-Atlantic

WILLIAM HENRY DOWNING, Second Mate[20], ERNEST WILLIAM ESPLEY, Third Mate, JOHN BROMAGE, JOHN MANIN, HAROLD JAMES STRINGER, PATRICK KEARNS, JOHN ARTHUR CHIDLOW, Able Seamen, and R.D. ZIEGLER, a passenger, of Manchester Regiment of Manchester

On the 8th December 1929, the British ss Volumnia of Glasgow was in distress in very bad weather in the Atlantic Ocean; in response to distress signals the ss Manchester Regiment went to her assistance, and, having approached, waited for a lull in the storm before attempting a rescue. Shortly after 9 o'clock, despite the very dangerous sea running, the Master of the Manchester Regiment decided to attempt a rescue, and a boat was launched, in charge of the Second Mate, Mr Downing, with a crew consisting of Mr Espley, Third Mate, Bromage, Manin, Stringer, Kearns, Chidlow, and Mr Ziegler. Very great difficulty was experienced in keeping the boat afloat, but by skilful manoeuvring Mr Downing, though badly injured in the hand in the launching of the boat, made two trips to the Volumnia and the entire forty-five members of the crew of that vessel were eventually taken off. The rescuing boat was badly damaged and abandoned. (30.1.30)

Gallant rescue off Durban

Edward George Fullick, Fourth Officer, Ernest Alexander Irwin, Boatswain’s Mate, Frank Richard Dominees, Harry Henbest, Albert Notlers, Henry James Parnell, Leslie Thomas Pattinson, Joseph Edward Parkiss, George Stewart, William Albert Taylor, Norman Ward, Richard Walter Walton, Herbert Thomas Mark Wilcock, Able Seamen, and Henry Leale, Lamp-trimmer, of ss Armadale Castle

The fishing-vessel Bluff of Capetown left Durban on the 8th June 1929 for the fishing-grounds off North Sands and on the same day ran into squally weather. Early next day the wind had increased to gale force and a heavy sea swept the vessel, smashing the fishing-gear. Shortly afterwards, heavy seas washed three of the crew overboard; two succeeded in regaining the vessel and the other managed to cling to a raft which had broken adrift and was picked up later on the beach. A course was then set for Durban, but mooring wire fouled the propeller and stopped the engines. The crew were unable to clear the obstruction. The starboard anchor was let go, but lost. After drifting for awhile, the Bluff let go the port anchor and succeeded in anchoring some two and a half miles from the shore. .

About 7.30 am the Armadale Castle, en route from East London to Durban, was attracted by signals of distress made by the Bluff. Heavy seas were still running, but the Armadale Castle was manoeuvred into such a position that a lifeboat could be sent away. This boat was in command of Mr Fullick, Fourth Officer, and the men named. Approach to the wreck was very difficult, but Mr Fullick succeeded in getting alongside and took off seventeen of the crew of the Bluff before he was compelled to return to the Armadale Castle, as the lifeboat had shipped so much water as to be in danger of sinking. On return to the Armadale Castle, the life-boat was taken on board and the steamer was manoeuvred to a more favourable position in the hope of making a further trip to the Bluff, as there were five men still on board that vessel. Mr Fullick again took charge of the boat, which was manned by the men named. By skilful seamanship, Mr Fullick took the boat a second time alongside the Bluff and rescued the remainder of the crew. (7.2.30)

Gallantry in Mid-Atlantic

Alfred Hender, Chief Officer[21], Patrick Craine, Boatswain, Norman Cody, William Heaps, William James Hemmings, George Saunderson, Edward Douglas Thorkilson, Seamen, of the ss Nova Scotia, of Liverpool

The Newfoundland fishing-schooner Janie E. Blackwood left St John's on 29th November 1929 for the northern part of the island, but owing to bad weather conditions she was driven out into the Atlantic Ocean.

The vessel continued to encounter severe weather conditions which carried away the boats, and on 12th December 1929 she had become unseaworthy and signals of distress had to be made. At 10.30 pm on that date the ss Nova Scotia observed distress flares on the schooner and proceeded to her assistance. The ss Lord Antrim also stood by to render help if required.

At 11 pm a lifeboat was sent away from the Nova Scotia in charge of Mr A Hender, Chief Officer, manned by the men named.

After some difficulty this boat succeeded in reaching the Janie E. Blackwood and took off ten members of the crew.

Weather conditions were so severe that the lifeboat could not be recovered. (25.2.30)

 Rescue off Land's End

William Stokes,

Carpenter

The Frances Duncan sailed from Barry on 4th December 1929, with coal for Rouen, carrying a crew of twenty-one hands and ran into bad weather. Next morning the wind was blowing at storm force and a high confused sea was running from the south-west. At about 11.50 am, when a mile and a half from the Longships Lighthouse, Land's End, she was struck by a tremendous sea which shook the whole ship and caused her to take a dangerous list to port.

The list increased and the crew were ordered to abandon ship. Within a few minutes the Frances Duncan was on her beam ends, and soon afterwards turned turtle.

The Alice Marie[22] was near and tried to give assistance. Despite the violence of the wind and the very rough seas, the Master of the Alice Marie began to search for survivors and soon saw five men clinging to an upturned boat. The Alice Marie was manoeuvred close to this boat and one man was got on board by means of a line. The boat drifted away, but the Alice Marie managed once again to get alongside and three more survivors were rescued. The remaining man had died from exposure.

By this time the Frances Duncan had sunk, but the search was continued and two more survivors were seen floating on pieces of wreckage. Unfortunately, when the Alice Marie reached the wreckage it was found that one of the two men had disappeared. A rope was thrown to the remaining man but he was too exhausted to make use of it. Stokes then lashed a rope round his waist, went over the side at very great risk to himself down a rope ladder, and made a rope fast to the man in the water, who was thus safely taken on board.

The rescue of the survivors, carried out under most difficult conditions, called for skilful seamanship on the part of the Master of the Alice Marie, Captain Blaylock, owing to the severe weather and the close proximity of rocks. During the operations the Alice Marie had, of necessity, to approach very near to the cliffs, and as it was impossible for her to turn, she had to be manoeuvred out of danger stern first. (27.2.30)

 Rescue in Mid-Atlantic

John Holland Walker, Third Mate, John Fitzgerald, Boatswain’s Mate, John Boylan, Chief Petty Officer, John Whelan, Storekeeper, and Peter Codd and William Henry Williams, Quartermasters, Albert Edward Cole, George Delahay, George Augustus Riley, Able Seamen, and John Roberts, Sailor, of the ss Baltic

The schooner Northern Light of St John's, Newfoundland, was in distress in the Atlantic Ocean on the 6th December 1929 and the Baltic went to her assistance. A very strong westerly gale was blowing and a heavy sea was running. After the Baltic had been manoeuvred into position at windward, oil was forced overboard to facilitate the ss Baltic launching of a lifeboat. It was only with difficulty that the boat was got away in charge of Mr Walker and manned by the men named. The boat approached near enough to the Northern Light to enable a line attached to a piece of wood which had been floated from the schooner to be secured and made fast to the boat. By means of this line the schooner's crew then succeeded one by one in reaching the life-boat, except one man who was drowned owing to the line being dragged from his grasp by the pitch of the boat in the heavy seas.

The risk was great and the life-boat had great difficulty in returning to the Baltic, where rescued and rescuers had to be got on board by means of lines, and the boat abandoned. (9.2.31)

 A Newfoundland schooner's crew saved

Frank John Goodchild, First Mate, Harry James Smith, Boatswain, Harold Bernard Ammonsen, Peter Charles Donovan, John Albert Kilvert, Walter Skeggs, James Skelly, Able Seamen

The Newfoundland schooner Dorothy Baird of St John's, with a crew of seven hands, was in distress in the Atlantic in January-February 1930. Owing to stress of weather, her main and mizen top-masts had been carried away and she had sprung a leak. The pumps were started, but they became choked and the water gradually gained on the vessel. For fifteen days the schooner drifted in this condition until on the l0th February she was sighted flying a distress signal by the ss British Valour of London, which went at once to her assistance.

At the time the sea was very rough with a heavy swell and a strong wind was blowing. Despite these difficult conditions a steel lifeboat was launched from the British Valour in charge of Mr F.J. Goodchild, Chief Officer, with a crew consisting of the men named, and the crew of the Dorothy Baird were transferred to the steamship.

During the operations the lifeboat was severely damaged. (10.3.31)

 A hero of the engine-room

ROBERT McGREGOR FORTH

Second Engineer

On the 30th January 1931 the Lumina was in the N. Atlantic when it was discovered that the plates in the pump-room were awash with benzine.

Mr Forth went down to the lower grating of the pump-room and reported that the gas in the compartment was strong. The Chief Engineer then put on a gas helmet, descended into the port side of the pump-room and opened up the valves to allow the benzine to be cleared. He returned to the top deck and after a rest was lowered down the starboard side of the pump-room, a 'boatswain's chair' being used for the purpose, as there were no ladders on that side.

The Chief Engineer was seen to open up certain valves on the starboard side when the air-pipe connected with the gas helmet as well as the safety-line became fastened round one of the pipes in the pump- room. Although advised against such a course, Mr Forth immediately rushed down the ladders on the port side to the assistance of his Chief, and, having apparently freed the air-pipe and the life-line, called for the Chief Engineer to be pulled up on deck. When about 10 feet from the bottom of the pump-room, the Chief Engineer grasped a pipe, pulling himself out of the 'boatswain's chair', and fell to the bottom of the compartment.

By this time Mr Forth was seen to reach the upper platform of the pump-room, when, either through slipping or having been rendered semi-conscious by the power of the gas, he fell to the bottom.

The 'boatswain's chair' had been pulled up on deck and Mr Meikle, the boatswain, with a sweat-rag round his mouth, was secured to the 'chair' and lowered to the assistance of the Chief Engineer. He succeeded in fastening a line to the Chief Engineer, when he himself became unconscious and both were pulled up by members of the crew. The body of the Second Engineer was soon recovered by grappling, but it was found that Mr Forth had been killed by the fall. There was a wound at the back of his head and his right arm was broken.

The boatswain recovered, but all efforts to restore the Chief Engineer were unsuccessful. (18.5.31)

 Rescues from a sinking yacht

Robert Reynolds, Third Hand, Walter Harcourt Burgess, Boatswain[23]

The Maitenes II, with a crew of nine hands, left Cowes on the 11th August on a race to the Fastnet Rock and back to Plymouth. Owing to bad weather she anchored for shelter at St Ives soon after midnight on the 13th August, but went on her way at 6 am next day.

After rounding Fastnet on the 15th the yacht had to be hove to in consequence of the increasing wind and sea. She remained hove to until II .45 am on the 16th August when she was overpowered by tremendous squalls and lay on her beam ends shipping heavy seas. At midday the yacht was put before the wind under bare poles; soon afterwards a man fell overboard and was drowned.

The conditions gradually became worse. During the afternoon the trawler Dunraven Castle was sighted and was requested to stand by until the weather moderated. Warning had, however, been received of another gale; and, as the seas and wind were still increasing and the crew were exhausted, it was decided to abandon the yacht.

At 4 pm the trawler's dinghy, manned by the men named, was launched with a warp made fast; the trawler then went ahead paying out the warp to allow the yacht to come up with the dinghy. This manoeuvre failed at the first attempt but succeeded on being repeated, and the eight persons on the yacht entered the dinghy and were safely transferred to the trawler. (21.10.31)

 Gallantry of Scottish Coastguardsmen

William Raymond Smailes[24]

Frank Shelley

Thomas Walker

John Henderson

John Robertson

The steam trawler Nairn of Aberdeen, with a crew of ten hands, went ashore at Broadhaven, near Collieston, soon after 10 pm on 2nd December 1931 during a south-easterly gale. The Collieston Life-saving Apparatus Company, with life-saving gear, reached the top of a cliff, about 150 feet high, abreast of the Nairn at 11.20 pm and fired four rockets, but failed to establish communication with the wreck.

W.R. Smailes, District Officer of Coastguard, Peterhead, then proceeded down the cliff to a ledge where he was joined by F. Shelley, Coastguardsman, and T. Walker, J. Henderson, and J. Robertson, members of the Life-saving Company, with the rocket gear and a powerful acetylene lamp. Great difficulty was experienced in setting up the gear on the ledge owing to the limited space; but eventually communication with the Nairn was effected by means of a rocket.

While the life-saving gear was being hauled out to the wrecked vessel by her crew, Smailes, Walker, Henderson, and Robertson climbed on to some intervening rocks to prevent the gear becoming fouled. On three occasions, however, the gear was caught in the rocks; and each time it was cleared by Smailes, who was assisted down to a lower outer ledge and supported by Walker and Henderson, these operations being facilitated by the light from the lamp which Robertson had carried, through seas, to an outer rock. The life-saving gear was then secured on board the Nairn and her crew were safely landed by the Company by about 3.15 am

In clearing the fouled gear, Smailes, Walker , Henderson, and Robertson incurred considerable risk, as the rocks over which they climbed were very slippery and were being swept by violent seas, while the strong wind and the darkness added to the difficulties. Coast- guardsman Shelley also incurred grave risk in climbing, alone, up and down the cliff to convey messages between the party on the rocks and the remainder of the Life-saving Company on the cliff top. (17.2.32)

Rescue of schooner crew stranded in the Thames

Captain Frederick William Noyon[25], Master, Henry Stephen Falla, Able Seaman, Henry Charles Bisson, OS

The auxiliary motor schooner Mary Jones of Bideford, with a crew of four hands, stranded on the Tongue Shoal, at the mouth of the Thames, at about 6.30 pm on the 20th February 1932.

A strong wind was blowing from the north-east and a heavy north-easterly sea was running. After she had been ashore an hour, the vessel showed signs of breaking up. An attempt was made to launch the schooner's boat, but as soon as it touched the water it was thrown against the side of the vessel and rendered useless.

Distress signals were then sent up; and in response the Foam Queen approached and, at about 8.30 pm, anchored about half a mile away, which was as near to the wreck as was prudent. The master of the Foam Queen, Captain F. Noyon, considered that in the prevailing conditions an ordinary ship's life-boat would have been unmanageable; he decided, therefore, to attempt a rescue by means of his small boat, in which he, with two of his crew, H. Falla, AB, and H. Bisson, OS, reached the Mary Jones, although only after considerable difficulty.

Two of the shipwrecked men - the small boat would not hold more - were then transferred to the Foam Queen, and a second trip was made to rescue the two remaining members of the Mary Jones crew. As on the first occasion, great difficulty was experienced in reaching the wrecked vessel, the boat almost being capsized. The rescue was completed at about 10 pm, and shortly afterwards the Mary Jones disappeared. (3.6.32)

Trawler wrecked on Bear Island

George Harmer,

Ernest Hunter,

George William Smith,

Deck Hands of Hull and Grimsby[26]

On the early morning of the 19th November 1931 the Howe, with a crew of fifteen hands, stranded on the west coast of Bear Island, between Spitzbergen and Norway. The vessel rapidly filled with water, and heavy seas which swept over the stern made it impossible for the crew to leave by means of her boats, which were eventually washed overboard.

Wireless calls for assistance were acknowledged by several trawlers and by the wireless station situated near the north-east coast of the island, of which the two wireless operators and their families were the only inhabitants. The Howe sent out messages that she was ashore near Cape Bull, a point at the southern extremity of the island, and that, owing to the conditions of weather and sea, her crew could not be rescued from the seaward side.

Having satisfied themselves that trawlers were approaching the island, the two wireless operators, Norwegians named Thorlaf Johansen and Egil Lindberg, set out for the reported position of the wreck. They made their way in the darkness (which in winter is almost perpetual on the island) across eight miles of rough, frozen ground, hampered by dangerous boulders and crevices to Cape Bull and, finding no trace of the wreck, returned to the station, where they arrived late at night, footsore and exhausted.

Meanwhile several British trawlers had anchored off the north-east coast near the wireless station, and on the following morning Mantripp, Walker, Crawford, Thornton, Millener, Wallace, Hodgson, Hattan, Rumsey, and Rogers, without food or equipment, attempted to cross the island in an endeavour to locate the wreck. These men were unaware of the difficulties to be encountered; they became exhausted and had to return to the wireless station, which was reached at about 8.30 pm

During the same day other trawlers had located the wreck on the west coast and had communicated its true position to the trawlers on the other side of the island; but heavy surf and breakers rendered a near approach to the wreck out of the question.

The Howe's boats had now been washed away by seas and, in order to secure a means of rescue for his shipmates, Harmer made two gallant attempts to swim with a line through the surf from the wreck to the shore, 40 yards away. On each occasion he was overwhelmed by the heavy surf, and he had to be hauled back on board the wreck.

On the morning of the next day, the 21st November, the conditions had improved and Skipper T. Worthington of the Imperialist endeavoured to manoeuvre his vessel towards the wreck. The Imperialist, however, grounded slightly and had to return to deeper water.

A small boat then went away from the Thomas Hardy with a Carley float in tow and anchored near the edge of the surf. Hunter and Smith then entered the float, which was veered into the breakers to within 20 yards of the wreck. They could get no nearer owing to the surf and the rocks and both men were thrown into the surf. Smith succeeded in climbing back into the float, but Hunter, whose hand was injured, could only hold on to the float while it was being hauled back to the small boat.

Meanwhile, Skipper E. Drinkall of the Elf King had determined to cross the island with a new party to the actual position of the wreck. This party, which included Johansen to act as guide, Frith, Coulbeck, Osbourn, Rust, Walton, Burrell, Glentworth, Brooks, and Giles, set off at 7 am, taking with them compasses, lights, food, and a buoy-line. Impeded by rough ground, boulders, quicksands, and lakes, some of the party were unable to keep up with the leaders. The others pressed on as it was realized that the position of the shipwrecked men was becoming very serious. Guided by the compass, and by signals from the Imperialist and other trawlers near the wreck, Drinkall, Johansen, Burrell, and Coulbeck located the wreck beneath a cliff at about 1.30 pm when darkness was approaching. After several efforts had been made to throw a buoy-line on board the Howe, the slack end of the line was thrown from the cliff top into the surf which carried it towards the wreck where it was secured by a grappling hook. With the buoy-line and the Howe's life-buoys, the shipwrecked men improvised a breeches buoy by means of which they were safely landed. Rust joined the party on the cliff while this operation was in progress and assisted in bringing the shipwrecked men to safety.

The return to the wireless station was necessarily very slow owing to the exhausted condition of the rescued men who were suffering severely as the result of their exposure, two of them having to be carried. The latter part of the journey was made easier by the assistance of scattered groups of a large party of men who had been landed from other trawlers. At the wireless station all were given food and hot coffee by the wives and maidservant of the Norwegian wireless operators.

The crew of the Howe were later taken on board the Elf King which left Bear Island for the mainland on the 22nd November.

Owing to the heavy surf and breakers and to the rocks which surrounded the wreck, the gallant attempts of Harmer to effect communication with the shore, and of Hunter and Smith to reach the wreck in a Carley float, involved grave risk to their lives; while the services of the others named, performed under difficult conditions, called for qualities of great determination and endurance. (3.6.32)

 Rescue off Halifax

Henry Stuart Knight, Second Officer[27], Walter Doyle, Boatswain, William Thomas Hughes, Quartermaster, Horace Addicott, Storekeeper, John Peter Smyth, Lamp-trimmer, John Carr, William John Lawry, Leslie John Page, Henry Pierce, Able Seamen, of ss Metcalfe of Liverpool

On the 12th March 1932 the steam tug Reindeer I of Halifax, Nova Scotia, carrying a crew of thirty hands, had been at sea off Halifax for several hours in a heavy gale and huge seas. She was leaking badly and her pumps were choked; her crew were JOHN PETER SMYTH, becoming exhausted by their efforts to keep down the water, and wireless distress signals were sent out. These were answered by the ss Montcalm of Liverpool, then about 45 miles away.

The Montcalm arrived about three hours later. The Reindeer I was then low in the water, and her captain decided that she must be abandoned without delay. Owing to the violent rolling of the tug, a life-boat could not be launched from her and preparations were made to launch a life-boat from the Montcalm, which took up a position as near to the distressed vessel as was prudent. Considerable difficulty was experienced in launching a boat which, although damaged, was eventually sent away soon after 6 pm This boat was in charge of Mr Henry S. Knight, the Second Officer of the Montcalm, and manned by the men named.

At first, the life-boat was unable to get close to the tug as she was drifting before the gale. Later, however, the engineer of the Reindeer I was able to put the engines astern for a few minutes in order to check the drifting, and the crew of the lifeboat succeeded in securing lines which had been thrown overboard from the tug and so brought their boat alongside.

Meanwhile, the Montcalm had been pouring oil on the water to make the work of rescue easier, but in spite of this the life-boat was continually ranging back and forth and moving up and down the side of the tug, the crew of which had to jump into the life-boat as opportunity offered.

By 7 pm, the crew of the Reindeer I were all in the lifeboat. As it was damaged and heavily laden, it took nearly three-quarters of an hour to reach the Montcalm. The boat's crew and the crew of the tug were taken on board by a rope ladder, but the boat had to be abandoned. (8..12.32)

 One man saves thirty-seven lives off Nova Scotia

HERBERT MANT, Second Officer of ss Watford of London

The ss Watford, carrying a crew of forty, stranded at Cape Percy, Nova Scotia, on the l0th September in a hurricane, with mountainous seas heavy rain squalls, and became a total loss. After lowering and manning a ship's lifeboat from the vessel, which lay about 500 feet from the shore, the master came to the conclusion that it was too dangerous to attempt this method and he ordered the crew back on board. He then decided to try to effect communication with the shore by means of a line fired from a line- throwing pistol. There was, however, no one in sight to take a line and H. Mant, Second Officer, volunteered to swim ashore and make fast the end of a line with the object of rigging up hawser communication between the ship and shore by which the crew could be landed.

Mant entered the sea with a light life-line round him, but while he was swimming towards shore the line sagged to leeward, and men on board, fearing that he was getting into difficulties, let go the line. Mant, after struggling for some time, managed to scramble on to the rocks in an exhausted condition.

Soon after, three men appeared on the cliffs and assisted Mant to drag ashore, and secure to a tree, a hawser attached to a line fired from the ship. A hauling-line was got ashore by means of the line-throwing pistol and a 'boatswain's chair' was rigged. By these means, all but two of the remaining thirty-nine members of the crew were saved. One man had died from exposure, and one fell from the 'boatswain's chair' and was drowned. (20.12.32)

 An attempted rescue on the Tyne

Peter Thomson,

Asst Engineer Supt, River Tyne

The ss Oregon Star caught fire in the Tyne on the 13th November 1932, and was seriously damaged. Mr A.V. Hamilton, the Chief Officer, wearing a life-line and a breathing apparatus, containing 25 minutes' supply of oxygen, went down into the shelter 'tween deck in order to locate the seat of the fire, which was accompanied by dense smoke. About 5 minutes after descending it appeared that Hamilton was about to return, as the life-line became slack and could be hauled and it was feared that Hamilton was in difficulties. The line was hauled in until owing to some obstruction it broke. Mr Peter Thomson, Ship's Superintendent, wearing a smoke helmet with hose attachment, then went down into the 'tween decks and found Hamilton, whom he dragged to a place near the ladder-way. Thomson then returned to the deck for a line which he fastened round the body. On Thomson's second return to the deck he was exhausted. Efforts were made to haul Hamilton up to the deck, but they were unfortunately unsuccessful. (27.3.33)

An attempted rescue on the Tyne

James William Scott, First Mate of motor mission vessel Southern Cross

The motor vessel Southern Cross belonging to the Melanesia Mission, with a crew of eight Europeans and fifteen Solomon Islanders, while on passage from Auckland to the New Hebrides, encountered overcast and squally weather. During a sudden squall the vessel struck, at about 3.15am on the 31st October 1932, a reef off Aneityum Island, and was immediately thrown broadside on to it. The engine-room was quickly flooded, and a heavy sea swept over the bridge, smashing a boat which the crew were attempting to launch. The angle at which the ship lay prevented the launch of the second boat.

The vessel, which was pounding heavily on the reef, was several hundred yards from the beach and about sixty yards from where it was possible for a man to touch bottom, but the position of the ship in relation to the beach and shallow water was not known until later. Mr J.W. Scott, the First Mate, although suffering from a severe blow on the head, undertook to attempt to swim ashore through the surf in darkness and adverse weather conditions, without knowing all the difficulties to be faced, but with a full knowledge of the dangers from sharks. After reaching the beach with a life-line Mr Scott was able to haul the Second Engineer ashore before the life-line was cut by the coral. The rest of the crew reached the shore by their own efforts. (14.6.33)

 Two daring swimmers

ERNEST HAY HALLIDAY, Chief Officer, ANTONIO M. VIANA, Boatswain

The ss Newbrough stranded, in heavy weather, on the South-East Morant Cay, West Indies, on 24^th December 1932. Mr Halliday reached the Cay in the Newbrough's life-boat and then endeavoured to effect communication by swimming to the Norseman's lifeboat, which had anchored outside the line of the surf of the leeward side of the Cay, from which a rescue party from the Norseman was unable to land owing to the surf. Later Mr Halliday swam out on the windward side of the Cay and found an opening in the reef through which a second life-boat from the Newbrough could reach the Cay. When Mr Halliday was unsuccessful in reaching the Norseman's life-boat, Mr Viana swam from the lifeboat to the Cay through the surf and was successful in establishing communication with the Cay. Those on the Cay were subsequently transferred to the Norseman by the Norseman's lifeboat. (28.6.33)

 Rescues in North Atlantic

David Marion Burton Baker, First Mate, Robert Williams, Carpenter, John Helmer Kjellberg, Boatswain, Frederick John Collins, Quartermaster, George William Buchley, Chief Cook, Austin Patrick Young, Second Cook, George Scott Bruce and George Newbold, Assistant Stewards, of ss Aztec of Bristol

On the night of the 16^th November 1931, the Newfoundland schooner Ria of St. John's was in distress in the North Atlantic Ocean. For several days the vessel had encountered stormy weather, which had carried away the sails, and by 16th November the Ria was leaking badly.

Her signals of distress were observed about 9.30 pm by the ss Aztec of Bristol, which altered course towards her. A rough sea, with a high confused swell, was running and the wind was blowing at gale force; and in view of the unfavourable conditions, the Master of the schooner did not expect a rescue to be attempted before daylight. The Aztec, however, at once took up a position to windward in order to launch a lifeboat. Difficulty was experienced and several oars were lost or broken in sending away a lifeboat in charge of Mr Baker, and manned by the men named. Further difficulty was encountered in getting the boat alongside the Ria, but the distressed crew of six hands were eventually taken off and transferred in safety to the Aztec. (28.6.33)

 Rescue from a drifter

David William Ellis,

Seaman, of steam drifter Olivae

About 3 am on the 3rd May 1933, the steam drifter Olivae was in a position about 70 miles west by north from St Anne's Head, Pembrokeshire, and was hauling her nets. The wind at the time was strong with a heavy sea and thunderstorm. While the operation was in progress Reginald Muskett, a member of the crew, was knocked overboard by a rope. A line was thrown over him from the drifter, but as Muskett was only semi-conscious he was unable to grasp it. Muskett had sunk twice when David William Ellis threw off his oilskin and jumped overboard to rescue him. Ellis, wearing his ordinary clothes, including sea-boots which reached to his thigh, managed to catch hold of Muskett when he was sinking for the third time, and swam with him to the net rope in which both men became entangled. Fortunately, the crew were able to haul the net and the two men back on board the trawler. In effecting the rescue Ellis was hampered, not only by the rough sea and the darkness, but also by his clothing and sea-boots; he was pulled on board the drifter in an exhausted condition. (25.8.33)

 Rescues off Jaffa by Palestinian Arabs

Ahmed Bajawi, Muhammed Dababish, Boatmen of Jaffa

The British ss Bilbeis, carrying a crew of fifty-six and eight passengers, stranded off Jaffa at about 5.45 am on the 5th March 1934, when there was a moderate breeze accompanied by a moderate swell, and a dust haze over the coast. Shortly after the stranding the wind increased considerably and the sea rose rapidly. It seemed likely that the conditions would get worse.

In view of the threatening weather the Master arranged for the passengers and the stewardess to be taken ashore by a Government launch.

By 10.30 am a strong westerly gale was blowing and the Master decided to land some of his crew by means of the ship's life-boats. The first boat, under the charge of the Second Officer, successfully negotiated the surf, and her occupants, aided by local boatmen, landed safely. An attempt was made to send back some of the crew who had landed so that they might help to disembark the remainder of the crew, but the attempt failed; the boat was swamped, overturned, and smashed up by the heavy surf against the rocks, fortunately without loss of life.

At about 11.40 am a second boat was launched from the Bilbeis under charge of the Third Officer, but this boat was not so successful as the first and one member of her crew in endeavouring to get ashore was carried away by the seas. Ahmad Bajawi, a local boatman, courageously swam out to the rescue, but he himself got into difficulties.

Muhammad Dababish, a lighterman, then gallantly swam out to the rescue of the two men who were in danger, and after great difficulty succeeded in bringing them to shore with the aid of a life-buoy flung to him. (10.9.34)

Anglo-Belgian co-operation in Mid-Atlantic

ERNEST JAMES RIGBY POLLITT, Junior Third Officer; DONALD BRODIE, Lamp-trimmer and AB; KENNETH CAMPBELL, AB and Lookout; ROBERT WALTER BECKETT, JAMES BRAWN, ROBERT CHARLES WILLIAM BROWN, JAMES WILLIAM MORTIMER, WILLIAM SKINNER, HARRY VICTOR JULIUS WARD, ALAN WILLIAMS, Abs, and GEORGE JAMES BOWLES, Sailor, of ss Ascania

In December 1934 the ss Usworth was in distress in the North Atlantic Ocean while on a voyage from Montreal to Queenstown with a cargo of grain. Attempts were made to save the vessel, but at about midnight on 13^th/14^th December it became clear that she would have to be abandoned by her crew. Very gallant efforts were made by the Belgian ss Jean Jadot and the ss Ascania of Liverpool to take off the crew. In the course of these efforts the Ascania manoeuvred as close as was possible to the Usworth, and about 2pm on 14^th December sent away a lifeboat to her. There had been a whole gale from the west-north-west which at this time had slightly moderated, but there were still heavy squalls and high seas: oil was being pumped on the sea.  The lifeboat from the Ascania got under the lee of the Usworth about 15 feet away from her, with the crew ready to pull away as the Usworth drifted down on the lifeboat.

Those on the Usworth were told to jump one at a time into the lifeboat, but in the excitement three members of the Usworth’s crew jumped into the water together. One of the men who jumped was the cook, T. Gibson[28]. He was a strong swimmer and would probably have reached the Ascania’s lifeboat in another two or three strokes, but the mess-room boy, L. Jones, who had got into difficulties, shouted for help and Gibson was seen to tread water and then to turn back. Unfortunately he was unable, in the oil-coated sea, to swim with the boy to the Ascania’s lifeboat, and not withstanding attempts made to save them by those remaining on the Usworth they were swept under the Usworth’s stern and both were drowned.

There is no doubt that Mr Gibson sacrificed his life in attempting to save the mess-room boy.

The Board of Trade Medal for 'Foreign Services' in silver was awarded on the same occasion, in recognition of services rendered to ss Usworth, to Jules Leblanc, second officer; Paul Lambert, fourth officer; Jean Schroyens, cadet; George De Plecker, Alphonse Dobbelaere, Alfred Spreutels, sailors; Lodewyk De Jongh, donkeyman-greaser; Gaston Vanhests, Henri Hermans, and Henri Beeldens, firemen, of the Belgian ss Jean Jadot. In the case of Lambert and De Jongh the awards were posthumous as both men lost their lives while rendering the service. (24.6.35)

 Rescuing a child in the sea after a torpedoing

William Stewart Wheeler,

Lamptrimmer, of Andalucia Star

6 Oct 1942

L.G. – 6 Jul 1943

[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.

Rescue of Air Crew following a forced landing on a beach

Neville Charles Eric Little, Third Officer, Jairam Narron, Valla Pema Lascars of Barpeta

?????

L.G. – 30 Aug 1940

 [Barpeta survived the war.]

L.G. Citation:  In recognition of their services in rescuing four members of an aircraft of the RAF 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.

Supporting an injured shipmate in the water until rescued

Edward John Lundon, Seaman of Darino

19 Nov 1939

L.G. – 31 May 1940

 [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 19^th November, 1939.

Notes:  Ellerman Lines.

Saving the life of a sailor after a fatal collision

Reginald English, Apprentice of mv Greystoke Castle

17 Feb 1940

L.G. – 25 Mar 1941

Ll.M.S.L. – Silver

 [Greystoke Castle survived the war.]

L.G. Citation:  In darkness and a rough sea, the motor-vessel Greystoke Castle 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 Greystoke Castle 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 Greystoke Castle 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 17^th, 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 Greystoke Castle 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 Greystoke Castle, 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 Greystoke Castle, 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.

Rescue from a grounded Trawler

James Leonard  O’Kane, Fireman of ??????

?????

L.G. – 31 Mar 1942

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.

Rescue of entire crew of 43 from a grounded ship in a storm

John Malcolm, Coastguardsman of East Scotland Division, and Richard Ingram, Civilian of Aberdeen

?????

L.G. – 8 May 1942

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.

Rescue from a ship grounded on rocks in a blizzard

Alexander  Milne, Coastguardsman, of

East Scotland Division

??????

L.G. – 19 Jun 1942

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.

Supporting an injured officer in the sea until rescued after torpedoing 

Alan Charles Thayne, Second Radio Officer of Empire Guidon

31 Oct 1942

L.G. – 6 Jul 1943

 [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.

Attempt to save the life of an elderly officer after torpedoing

Celsus Mary Loughlin, Radio Officer of Hatimura

3 Nov 1942

L.G. – 3 Aug 1943

 [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.

 Fatal attempt to save the life of an unidentified person

Douglas  Loughton, Third Engineer Officer of ??????

??????

L.G. – 6 Jul 1943

L.G. Citation:  Third Engineer 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.

Rescue from a wrecked beached tank landing craft

Commander JOHN ALAN PENNINGTON  LEGH, DSC, RN (ret), Inspector, HM Coastguard, Southern Division,  ROBERT HENRY TREADWELL, Coastguardsman, HM Coastguard Southern Division, CYRIL GEORGE LEONARD BROWN, Fireman, National Fire Service, William Charles Rowsell, District Officer, HM Coastguard Southern Division,  Victor Francis Stephens, Fitter and Turner, and Albert Oldfield, Labourer

 ?????

L.G. – 20 Mar 1945

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 Legh 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.

Rescue from a tug in the Bristol Channel

Brian Hubert Bradley, Mate of Steelopolis  (Tug)

25 Oct 1945

L.G. – 19 Feb 1946

Ll.M.S.L. – Silver

[Steelopolis survived the war.]

From “Lloyd’s Medals 1836 – 1989”:  On October 25^th, 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.