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Blue Funnel
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Medon
5th October, 1942.
The Director,
Trade Division,
The Admiralty,
Whitehall,
London, S.W.1.
Dear Sir,
Trade Division,
The Admiralty,
Whitehall,
London, S.W.1.
Dear Sir,
The M.V. 'Medon' was torpedoed about Lat. 9° 26' N., Long. 38° 28' W. on 10th August at 3.47 o'clock in accordance with the enclosed copy of the Master's report to us. One bell was struck for changing the watch one or two minutes before the first torpedo struck the ship. The Doctor told us that when they were in the boats a light was shining brightly through the port hole in the poop (perhaps the 2nd greaser, whose turn it was to go on watch) and this is confirmed by the Master. We are taking steps by written and oral warning to impress upon the Chinese crews not to switch on lights before closing port holes. Can anything more be done?
'Myrmidon' also, it appears, was torpedoed just after one bell, 3.48 a.m., in tropical waters.
'Myrmidon' also, it appears, was torpedoed just after one bell, 3.48 a.m., in tropical waters.
Yours truly,
(Sgd.) A.H. & Co.
(Sgd.) A.H. & Co.
_______________________________
Ref: T.D. III. 394/42.
TRADE DIVISION,
ADMIRALTY, S.W.1.
ADMIRALTY, S.W.1.
17th November, 1942.
Dear Sirs,
M.V. 'MEDON'.
With reference to your letter of the 5th October, I have to inform you that the Master of the above vessel was interviewed in the Admiralty on 15th October. There is no direct evidence to show that the light was burning before the vessel was torpedoed and there is no sign of carelessness on the Master's part.
The relevant position of the Master's report reads as follows:-
'From my boat I could see a bright light shining through a porthole in the fireman's quarters, I think it unlikely that this was burning when we were torpedoed because there was a regular twice nightly inspection of the blackout carried out and on enquiry I found everything had been reported satisfactory just before we were hit, so I imagine the porthole must have been blown in by the blast from the torpedo.'
Your action in warning the Chinese crews not to switch on lights before closing portholes is appreciated. It is not considered, however, that further warnings to shipping generally would be of any value, since the Inspecting Officers are continually stressing the importance of rigid adherence to the Admiralty Shipping Instructions.
The institution of regular nightly rounds such as were carried out on the 'Medon' does much to obviate this danger.
With reference to your letter of the 5th October, I have to inform you that the Master of the above vessel was interviewed in the Admiralty on 15th October. There is no direct evidence to show that the light was burning before the vessel was torpedoed and there is no sign of carelessness on the Master's part.
The relevant position of the Master's report reads as follows:-
'From my boat I could see a bright light shining through a porthole in the fireman's quarters, I think it unlikely that this was burning when we were torpedoed because there was a regular twice nightly inspection of the blackout carried out and on enquiry I found everything had been reported satisfactory just before we were hit, so I imagine the porthole must have been blown in by the blast from the torpedo.'
Your action in warning the Chinese crews not to switch on lights before closing portholes is appreciated. It is not considered, however, that further warnings to shipping generally would be of any value, since the Inspecting Officers are continually stressing the importance of rigid adherence to the Admiralty Shipping Instructions.
The institution of regular nightly rounds such as were carried out on the 'Medon' does much to obviate this danger.
Yours faithfully,
(Sgd.) B.B. Schofield,
CAPTAIN, R.N.
DIRECTOR OF TRADE DIVISION
Messrs; Alfred Holt & Co;,
54, Ullet Road,
LIVERPOOL 17
(Sgd.) B.B. Schofield,
CAPTAIN, R.N.
DIRECTOR OF TRADE DIVISION
Messrs; Alfred Holt & Co;,
54, Ullet Road,
LIVERPOOL 17
REPORT OF SINKING OF THE M.V.'MEDON' AUG. 10.1942.
At 3.47 a.m. on the 10th of August 1942 in Lat. 9 26' N. 38° 28' W. steering 277° at 11 knots, I was awakened by a terrific explosion and immediately dressed and proceeded on deck to the lower bridge outside of my room, and there found the chief officer, junior officers and chief engineer awaiting instructions. The engines had stopped instantly the explosion occurred, and I sent the chief officer and the chief engineer to ascertain the damage in their respective departments, and instructed the other officers to prepare the boats in the event of abandoning the vessel. The 2nd wireless operator informed me that the first distress message had been sent. The chief engineer found out that the engines had stopped with the fuel on, and seized up, which appeared to be due to a broken shaft as the torpedo had struck the vessel on the starboard quarter.
It was apparent that the vessel was sinking by the stern end the chief officer returned and reported that the vessel was making considerable water aft. I could also see that the bow was considerably elevated. At 3.54 a.m. the vessel was struck by a shell forward, fired from the position on the starboard bow nearly ahead, we also saw a second flash but the shell did not strike the vessel.
As the vessel was not under control and unable to use the gun I decided to abandon the vessel and stand by until daylight. I then instructed the chief officer to throw overboard all confidential books and also instructed the 2nd wireless operator to send out a second message that I was abandoning ship with four boats. The boats were then lowered on my orders and after I ascertained all the crew were off the ship I left the vessel and we pulled clear about 4 a.m. All orders were carried out without confusion and a check-up assured me that all the crew were off the ship.
During this period it was very dark and overcast, a light north-easterly breeze and confused swell.
At daylight the boats were all about half a mile distant from the ship, which was still afloat, but the water level aft was about the level of the main deck, with about 5 degree list to starboard.
I was awaiting a favourable opportunity to return on board, but was suspicious that the submarine was still in the vicinity, so I decided to wait a few hours. However, at 7.30 a.m. the submarine surfaced about half a mile from my boat and commenced shelling the vessel. It appeared to be an Italian one of the 'CALVI' class with 2 guns. It fired about 25 shells at the vessel and struck 5 times without extensive material damage except the accommodation on the bridge was on fire. It then rounded the bow from starboard to port and fired a torpedo which struck the ship midships and inside of a minute the 'Medon' sank stern first.
The submarine did not molest the boats, but disappeared after the vessel sank.
I then awaited the closing of the boats and conferred with the chief and third officers as to my intentions of making for the British Guiana coast, but I did not speak to the second officer as he was too aft distant, but I requested the other boats to try and contact him if possible.
At 10 a.m. I set sail and steered to the westward with the 3 other boats following me, and I checked on the foodstuff and water in the boat and found that I had a full thirty days supply.
At 3.47 a.m. on the 10th of August 1942 in Lat. 9 26' N. 38° 28' W. steering 277° at 11 knots, I was awakened by a terrific explosion and immediately dressed and proceeded on deck to the lower bridge outside of my room, and there found the chief officer, junior officers and chief engineer awaiting instructions. The engines had stopped instantly the explosion occurred, and I sent the chief officer and the chief engineer to ascertain the damage in their respective departments, and instructed the other officers to prepare the boats in the event of abandoning the vessel. The 2nd wireless operator informed me that the first distress message had been sent. The chief engineer found out that the engines had stopped with the fuel on, and seized up, which appeared to be due to a broken shaft as the torpedo had struck the vessel on the starboard quarter.
It was apparent that the vessel was sinking by the stern end the chief officer returned and reported that the vessel was making considerable water aft. I could also see that the bow was considerably elevated. At 3.54 a.m. the vessel was struck by a shell forward, fired from the position on the starboard bow nearly ahead, we also saw a second flash but the shell did not strike the vessel.
As the vessel was not under control and unable to use the gun I decided to abandon the vessel and stand by until daylight. I then instructed the chief officer to throw overboard all confidential books and also instructed the 2nd wireless operator to send out a second message that I was abandoning ship with four boats. The boats were then lowered on my orders and after I ascertained all the crew were off the ship I left the vessel and we pulled clear about 4 a.m. All orders were carried out without confusion and a check-up assured me that all the crew were off the ship.
During this period it was very dark and overcast, a light north-easterly breeze and confused swell.
At daylight the boats were all about half a mile distant from the ship, which was still afloat, but the water level aft was about the level of the main deck, with about 5 degree list to starboard.
I was awaiting a favourable opportunity to return on board, but was suspicious that the submarine was still in the vicinity, so I decided to wait a few hours. However, at 7.30 a.m. the submarine surfaced about half a mile from my boat and commenced shelling the vessel. It appeared to be an Italian one of the 'CALVI' class with 2 guns. It fired about 25 shells at the vessel and struck 5 times without extensive material damage except the accommodation on the bridge was on fire. It then rounded the bow from starboard to port and fired a torpedo which struck the ship midships and inside of a minute the 'Medon' sank stern first.
The submarine did not molest the boats, but disappeared after the vessel sank.
I then awaited the closing of the boats and conferred with the chief and third officers as to my intentions of making for the British Guiana coast, but I did not speak to the second officer as he was too aft distant, but I requested the other boats to try and contact him if possible.
At 10 a.m. I set sail and steered to the westward with the 3 other boats following me, and I checked on the foodstuff and water in the boat and found that I had a full thirty days supply.
Aug 10 - 7.00 p.m. squally weather, sail yard carried away and fished with oar. 8.00 p.m.
Heavy rain, lost trace of other boats.
Aug 11 - Light southerly winds, cloudy and raining all crew well.
Aug 12 - Moderate southerly wind, mod. Sea, overcast, raining, all well.
Aug 13 - Light wind, very heavy rain, filled breakers, all well.
Aug 14 - ditto
Aug 15 - Light Northerly to noon, calm to 6.30 p.m., light northerly, all well.
Aug 16 - Light breeze to 9.30 a.m., calm, 2 p.m. sighted smoke, bearing N.W. 5 p.m. lost sight of smoke. It looked as if the steamer was circling an object and surmised one of our boats was being picked up, crew well.
Aug 17 - Light NE wind, confused sea, rainy, crew well.
Aug 18 - Calm, fine and clear 7.30 a.m. observed a vessel 7.45 a.m. vessel approaching. 08.30 a.m. all aboard the Panamanian M.V. 'Rosemount', Captain T. Poftger, bound for Cape Town in position Lat 9°55 N, Long 40°14 W. Our lifeboat was picked up and landed on deck. We were shown every kindness and consideration by the Master and personnel of the rescue ship.
On comparing the position of departure and pick-up, the lifeboat had made a course N 74° W true, dist 108 miles.
This journal is copied from the original log which was written at first on writing paper taken into the boat for that purpose, and finished on scraps of water when the former supply was exhausted or damaged by water. It was in the form of an ordinary log and the courses steered with error and allowances for leeway together with the distances estimated therein have been reduced to the positions given.
Aug 11 - Light southerly winds, cloudy and raining all crew well.
Aug 12 - Moderate southerly wind, mod. Sea, overcast, raining, all well.
Aug 13 - Light wind, very heavy rain, filled breakers, all well.
Aug 14 - ditto
Aug 15 - Light Northerly to noon, calm to 6.30 p.m., light northerly, all well.
Aug 16 - Light breeze to 9.30 a.m., calm, 2 p.m. sighted smoke, bearing N.W. 5 p.m. lost sight of smoke. It looked as if the steamer was circling an object and surmised one of our boats was being picked up, crew well.
Aug 17 - Light NE wind, confused sea, rainy, crew well.
Aug 18 - Calm, fine and clear 7.30 a.m. observed a vessel 7.45 a.m. vessel approaching. 08.30 a.m. all aboard the Panamanian M.V. 'Rosemount', Captain T. Poftger, bound for Cape Town in position Lat 9°55 N, Long 40°14 W. Our lifeboat was picked up and landed on deck. We were shown every kindness and consideration by the Master and personnel of the rescue ship.
On comparing the position of departure and pick-up, the lifeboat had made a course N 74° W true, dist 108 miles.
Captain S.R. Evans.
BRITISH CONSULATE-GENERAL,
BUENOS AIRES
September 28th 1942.
BUENOS AIRES
September 28th 1942.
REPORT MADE BY MR. EDGE CHIEF OFFICER OF
M.S. 'MEDON'
M.S. 'MEDON'
This journal is copied from the original log which was written at first on writing paper taken into the boat for that purpose, and finished on scraps of water when the former supply was exhausted or damaged by water. It was in the form of an ordinary log and the courses steered with error and allowances for leeway together with the distances estimated therein have been reduced to the positions given.
10th August 1942, 3.50 a.m. Torpedoed. Pos. D.R. 9.26 N. 38.28 W. Confidential papers, books etc thrown overboard in special steel box by me. S.S.S.S. Distress message transmitted and repeated on emergency transmitter since main transmitter refuses to function. Calm with only slight swell; dark night, submarine not sighted. Explosion occurred at No. 5 hold, on starboard side. Stern began to settle immediately. Deck plates in way of No. 3 hatch *oaming badly buckled on both sides. Order to abandon ship was given and crew proceeded to do so without trace of panic. During the process of lowering boats, second shock felt, vicinity not known - presumed to be a second torpedo which did not explode. All boats away by few minutes after 4 a.m. Ship upright but several feet by stern. Crew counted and found correct - total 64 - with only one casualty. Gunner Moorby, who sustained injuries to leg. He was in 3rd Mates boat and Doctor present. All four boats waited a few cables astern of ship for daylight. 3rd Engineer, in my boat, informed me that engines began to race violently immediately after explosion indicating damage to propeller or shaft. 7.30 a.m. while boats were returning to ship, submarine surfaced approx. one mile to Northward and commenced shelling ship with two guns. Counted 27 rounds with four direct hits. Ship on fire amidships, submarine then steamed across ship's bows to her port side, fired one torpedo which exploded about the after end of the engine room. Ship sank on end, stern first in four minutes, 8 a.m. Returned to Captain Evans' boat to discuss courses and agreed best plan to head for South American coast, west of Amazon, first by heading South for about 200 miles to clear the easterly drift of whose suspected presence we have been warned by sailing directions and hence Westerly with the aid of S. E. Trades and the known Westerly current along the North Coast of Brazil. All four boats headed South with light N.E. wind until 2 p.m. when wind changed to S.W. Proceeded W'ly and lost sight of other boats at dusk. With the change of wind came continuous rain. By nightfall we were all saturated, in spite of waterproof suits and canvas. Sleep was impossible. In addition to being wet and cold, we were buffered considerably by a fairly heavy sea and several people had sea-sickness with completely empty stomachs to add to the common misery. Those not thus incapacitated or engaged in attending to sailing were occupied in pumping and bailing out large quantities of rain and sea water constantly collecting in the bottom of the boat and rising with astonishing rapidity. Spirits were remarkably high, for all felt we had been lucky to get away with such ease, without injury to any of us, and I think all felt rather grateful to the U. Boat Commander for clearing off immediately after the disappearance of our ship without molesting us.
11th August. Wind still S.W'ly until 4.0 p.m. when it changed to West and we altered course once more to South. Heavy rain commenced again to replenish the stock of moisture already collected by our clothing, blankets, etc. We took stock of stores and water and rationed to cover 45 days. Thus, with 15 men, our daily food and water per man was 2.5 biscuits, 2/3oz. Pemmican, 1 prune, 4 pieces chocolate, 9 Horlicks tablets and 6 oz. water. The food was to be split into two meals - 8 a.m. and 5 p.m. and the water three times a day - 2 oz. at 8 a.m. 12.30 and 5 p.m. with an issue of about 20 peanuts at 12.30.
12th August, 3 a.m. Heavy squalls commenced - double reefed. 7 a.m. streamed sea anchor and lowered sail. Strain on mast too heavy. 9 a.m. weather moderating, proceeded South. Noon. Mod. Winds heat increasing and causing thirst. Progress South more satisfactory, all more cheerful.
During the last two nights we have found that a lifeboat offers about the least comfortable sleeping arrangements known to the average man. Some of us have been lying with feet and legs in several inches to 1 foot of water. Today we have removed the bottom boards and placed then across the thwarts in the form of a skeleton deck. Life jackets and any spare clothing are to be spread upon this and the boat cover spread over everyone when all are in place for the night. The arrangement leaves much to be desired, but it is a great improvement.
13th August. Continuing South slowly. Heavy rain showers at frequent intervals. Collected sufficient rainwater to replenish stock, and everyone's thirst quenched. Later emptied provision canisters and collected extra water. 5 p.m. light N.E. wind. Course altered to S.W.
The skeleton deck had proved a great improvement.
I do not wish to convey the impression that any comfort has been derived there from. It is merely less uncomfortable and certainly less painful generally than lying crouched between thwarts in the bottom of the boat. The boat cover leaks like a sieve so that during heavy rain one can now lie down with legs outstretched while becoming repeatedly saturated instead of having to endure that discomfort in addition to cramped muscles. It is also better during daytime when one can rest with legs outstretched, the boat cover acting as awning, in addition to being our only means of collecting rainwater.
14th August. Heat intense from soon after sun up. Calms to light N.E. airs. All becoming really thirsty. Observation of others and consideration of my own physical reactions induces me to believe that 6 oz. per diem under present tropical sun too little. Discussed this and all wish to adhere to my 45 day provision scheme which I felt would obviate all risks. Improvised goosewing sail which is adding one knot to our speed during spells of light air.
15th August. Thirst problem alleviated by arrival of heavy rain shower. All worked with amazing enthusiasm to collect every available drop of what is beyond all doubt the most precious fluid known to man. Curious that this fact appears to have previously escaped the notice of all present. After 24 hours of what we can understand is really only the beginning of real thirst, we all happily gulp down even the smallest quantity of water collected from canvas covers and awnings. Under normal circumstances such would be discarded not merely as dirty but filthy. All fastidious persons should try this experience when they would learn that water which holds in suspension hairs, threads of hemp, shreds of tobacco, dust and dirt etc., etc., is still water and quenches thirst. We have each had 15 ozs. today. All work with excellent will to effect improvements in or adjustments to our sailing arrangement. All are keenly interested in the course I have decided to attempt to make and I have not heard one word of criticism norone of complaint of any sort except in connection with the heat. The five Chinese with us appear to be reasonably comfortable together in the bows although they have mentioned more food would be acceptable. However, each, Chinese or white, is receiving exactly the same ration of food and water and none show any signs of distress. For three days, i.e. in daylight we have had almost glassy calms, yet all are cheerful.
17th August. Unable to write anything 16th, owing to heavy seas and rain. Rain, heavy and continuous, kept us awake and saturated throughout the night, and we were a miserable looking crew today. Early 16th wind changed to w'ly and freshened steadily to force 5. About 5 p.m. violent squalls started and it became clear that the mast would not carry even a double reefed mainsail. We streamed the sea anchor and lowered the mainsail, finding the jib sufficient to keep our head steady and to prevent the boat from being swamped. Noted that sunset was earlier than D.R. longitude permits, suggesting considerable Easterly set. At 6 a.m. today wind changed to N.W. weather moderating. We proceeded South. At 10 a.m. wind back to W.S.W. force 4, but we continued South, double reefed in a heavy sea, all of us tired, soaked to the skin with sea water and rain aching and sore from constant crazy motion of the boat. Towards evening the wind and sea eased considerably allowing us to spend a more peaceful night with only torrential rain to torment us at very frequent intervals. Several days ago we had trouble with the pump and we are now grateful to the 3rd Engineer for having improvised an excellent strumbox, constructed from a can. By constantly pumping we can keep down the water collecting during the heavy squalls.
18th August. Strong S.W'ly winds again from dawn. Rain squalls less frequent and heavy. There appears to be no hope of ever knowing again how it feels to be dry. There is general concern about rheumatism but nobody seems to be noticing the onset of either that or any other ailment. Cigarette papers finished and we are using chocolate wrappers and liking it. Commenced organized exercise. The boats' antics forbid anything except lying on the back or face down but this permits us to exercise trunk and leg muscles. The addition of a little deep breathing strikes the limit and we all feel the benefit. The Chinese smile oddly while watching us and decline to participate. By reckoning shows 160 miles to the Southward since 10th, but the long hoped for S.E. Trades are conspicuously absent. There are no nautical instruments in the boat but the Pole Star is occasionally visible and higher than I like it, which adds to my fears of an Easterly drift, perhaps N. Easterly.
19th August. Same S.W'ly wind with frequent torrential showers. Nobody greatly concerned about wet any more. One cannot become any wetter. Wind and sea increased, compelling us to ride to sea anchor once more at 11 a.m. Last night's estimated drive to East is 50 miles.
20th August. After a thoroughly uncomfortable night, wind and sea sufficiently moderated by 9 a.m. to allow us to proceed and a slight change of wind permitted a course estimated at W.S.W. Heavy seas still running and we are compelled to pump out at frequent intervals. All still sore and aching through boat's gyrations and lack of opportunity to do anything except hold on in cramped and uncomfortable positions. Beards are progressing wonderfully - clothing dirty and torn - skin not too clean as salt water is poor cleanser. Tempers are just a trifle ruffled but nobody upset about it. At least we have discovered a really efficient slimming course. Without exception we are losing weight noticeably.
21st August. S'ly wind continued and we head west slowly. Exercises again this morning with great benefit. The hot sun is drying us out after days of rain and we are much happier. There are countless numbers of fish of all shapes and sizes constantly around us including a nice meaty looking shark about 6 feet in length. He glides about like an escort but instead of carrying with him a sinister look as sharks are normally supposed to, he fills our minds with thoughts of juicy steaks to supplement our rations. We possess one fishing hook of reasonable size which we trailed for his benefit, of course baited with a tiny piece of fish washed aboard earlier. He removed the bait and straightened the hook, so we continue to watch him lovingly.
Life boat under sail taken from rescuing aircraft
22nd August. Fairly quiet night with reasonable sleep for all. No great enthusiasm for exercising this morning but a little persuasion was sufficient. S'ly wind continued and we still do not get anywhere. No further need to save chocolate wrappers to roll cigarettes. The smoked the last shred of tobacco after breakfast.
23rd August. Cloudy and comfortable until 3.30 p.m. when commenced one of those hellish nights of heavy rain with heavy seas, causing the boat to do everything except turn over. Wind S.S.W. still baffling my attempts to get South at all costs.
24th August. Hove to for heavy weather between midnight and 5 a.m. Same miserable conditions, the wind changing several times between South and West during the day. Checked stores and after14 days with mostly adverse conditions, I suggested we cut down rations very slightly to provide for a further 37 days, which period was indicated by our stock of Pemmican. There was unanimous agreement. To date I have been able to issue one extra chocolate on alternative days, i.e. per man, but that must now be discontinued and the biscuit ration reduced from 2.5 to 2 per man per day. Everything else remains the same. We have plenty of water from rain, in fact we have 20 gallons extra stored in provision canisters. The wind later seems to have settled at S.S.W. and I have decided to steer N.W. x W., with a view to regaining a little West longitude even at the expense of latitude.
25th August. Making 3 knots and everyone pleased. Once more dry though short of sleep through heavy seas. Tempers good and all cheerful although there is very little conversation of late. Anything which has to be done requires more effort daily. Lack of tobacco not causing the least distress.
26th August. Another day lost i.e. we have had nothing but light airs and so, after making some 70 miles to the Westward, we are baulked again since the wind changed to West causing me to steer South again during the night. We have had some story telling and word competitions to pass time while two people made a pack of playing cards from scraps of stiff paper, such as old envelopes or packing from biscuit cans.
27th August. Exactly similar day, of light S.W'ly airs. No progress. Again we had stories and competitions while some tried to find a means of catching some of those fish which look so suitable for eating. After sunset, the wind freshened and we were getting along N.W. at 3 knots when the mast carried away two feet from the top, everything going overboard. This occurred at 11p.m. when all except the helmsman and lookout were asleep, yet hands and arms seemed to shoot out instinctively and yard, sail, rigging and broken mast were back on board and secure so quickly that they scarcely had time to get wet. Inspection of the damage proved that any attempt at repairs before daylight would be hopeless. The sea was high and heavy rain commenced and so we wallowed to a sea anchor for the remainder of the night.
28th August. From daylight to noon we laboured with repairs. We are thankful for the attention which had been paid to lifeboat equipment. The tools provided enabled us to use an awning stantion which we secured to the mast in place of the broken top. We were able to fit sheaves for the halyards and it was this process which showed us that we were not as strong as we imagine. Each sheave hole was started by boring five holes with bit and brace. A few minutes work for a normal man. It took three of us more than an hour to bore those few homes. But at noon the job was finished and we stepped the mast and reset the sails when naturally the wind changed and fell light and we proceeded South slowly having lost a good fifty miles by this mishap. During the afternoon there was much rain and many changes of wind but never to Easterly. At 5p.m. we discovered that the water in one breaker was bad. This day is going to stand out rather.
29th August. 2a.m. to 8 a.m. Tropical downpour which not only refilled the bad breaker but nearly filled the boat itself also. Two hours hot sun dried us out again, and now we are sheltering from those fierce rays. The sea is glassy and presumably we still drift East. There is no doubt in my mind that such is the case, for the difference in time of sunset since we started is at least 30 minutes. I believe my watch reliable, which means some 400 miles. We wonder how the other boats are faring; whether they have been picked up or not or whether they have had fair or our ill luck with winds. One of the Chinese with a very long face observed to-day 'No can see land, no can see ship, welly hungly, bime bye chow finish, makey dir'. Oddly enough, the same thoughts have occurred to most of us.
30th August. Starts beautifully calm and sunny after an equally and beautiful moonlight night. Unfortunately we are several hundred miles from land and we urgently desire wind from any direction whatever except from that which it blows with such constancy, i.e. the direction we want to go. With this second day of calm comes a little unrest among us and we decide to connect up the hand propeller gear with a view to stealing a few miles South in quest of those Trades. Two miles in 1.5 hours is expensive distance and that had to be abandoned. However, our minds are satisfied that little can be gained by that type of painful labour.
31st August. Still flat calm after two hours light N.E. breeze during the night which gave us four miles in the desired direction. The sail, being in need of attention, was sent down and three of us spent until noon patching and repairing.
1st September. Calm and rainy - Still we long for E'ly wind or a ship and some of us feel it will be this day or that day and some openly wonder if we shall have either suitable winds or a ship before the food is finished. We still have more water than when we started. Food is going to be the chief trouble apparently, although we are safe for a lengthy period yet. All are well and although thinner, are no worse for the experience to date, except for leg shakiness. One's legs feel about as useful as they do when first used after being confined to bed for a few weeks. 6p.m. There is great interest. A breath of wind actually from S.E. Later it freshened slightly - sufficient to give us 0.5 knot but still it is from S.E.
2nd September. S.E'ly light airs are holding and now we pray they will freshen. These calms are the worst possible things for morale. We are lapsing again into lengthy silences, having exhausted tale telling and grown tired of competitions and it is noticeable that whenever conversation springs up, food is the topic. We have discovered quite astounding knowledge of cookery and the preparation of attractive dishes among us. It might be though that such thoughts would be aggravating to hungry people. On the contrary, they are exceedingly pleasant generally, and it is unusual to have a request to cease from someone in distress in that way.
3rd September. The S.E'ly light airs have not freshened, in fact we have had another day of calms. Time of sunset has been remarked upon and a suggestion made that the clock should be put on half an hour. Soon it was mentioned that it should be put back if that all is not well in connection with longitude, although they are not aware of the extent of the drift I myself fear. My watch has been taken as standard and the others corrected from it daily. Even given the necessary Southing to pick up the S.E. Trades, the time required to reach the coast of Brazil is going to necessitate a drastic cut in rations, the consequences of which are unpleasant to contemplate. But we are far from downhearted, and know that we shall have winds soon.
4th September. Flat calm throughout, except for one short squall until 6p.m. when W'ly breeze allowed us to go South.
5th September. 6a.m. wind went back to S'ly and heavy rain commenced and continued until 1 p.m. Later wind settled to S.S.E. fresh and we started to bowl along at 3 knots.
6th September. This continued all night and throughout to-day and one's mind becomes a little easier and is filled with hope. Conversation almost exclusively food. Preparation of the most absurd delicacies goes on in absolute seriousness and individuals are becoming obsessed by desire for some particular dish. Our stored water is an high as ever which is itself a blessing. To-day ends our fourth week of yachting and my suggestion to cut down rations has been carried again unanimously. Stores have been checked and provision made for a further 42 days. This means rations are cut by 50%. Each man will now receive per day /- 1 Biscuit, 5/12oz. Pemmican, 1 Prune, 2 Chocolates and 5 Horlicks Tablets with one extra biscuit and one extra chocolate per man on Wednesdays and Sundays. There are still sufficient peanuts to allow each man about 20 per day for 6 days. We are all quite well, although a little weak and very hungry. Tempers are getting touchy again as is usual when calms set in once more. After one month of sailing beating, drifting in gales and calms, etc. without instruments save watch and compass, my reckoning may be far from accurate, but such as it is assuming no current, it indic ates that we are approx. 600' from Cayenne. As assuming current indicted by difference in sunset times, we are much more than 600' from nearest land. We are all concerned about the possible effects of cut rations but no alternative manifests itself. The Chinese are very unhappy about the cut but accept it with my explanation, much as we do ourselves.
7th September. Still getting along Westerly at 1.5 to 1 knot with wind gradually easing until by evening we were down to 0.5 to 0.25 knot. More and more talk of food, until it now takes up most of our time. There are signs of disapproval in some, but generally the topic is irresistible.
8th September. Uneventful. No wind except in squall, with heavy rain.
9th September. Wind erratic early, finally settling W.S.W. and so we made a little South distance. Plenty of rain but to be dressed in wet clothing is second nature to us, and our water store is kept full.
10th September. Stays carried away after altering course at 3a.m. having repaired them and attempted to climb the mast to replace them got thrown about and soundly bruised for my trouble, one of the stays fouled my legs and I was obliged to come down. Being a little weak I am reduced to lying on a thwart breathing laboriously for a few minutes. It was then necessary to improvise a weather stay which allowed us to continue until daylight, when the mast was unstepped and repairs effected.
11th September. Everyone obviously weaker, and stomachs becoming uncomfortable, in a way only to be described as painfully empty. Otherwise, apart from rather short tempers, all normal, cheerful and morale high. Poor day, with same familiar S'ly light airs.
12th September. Practically calm occasional light S'ly wind. Changed back to Southerly. Uneventful day with still more food discussions, wind freshened in the evening and we are making 1.5 knots.
13th September. Our fifth Sunday since we left 'Medon'. Dawn breaks with wind still fresh but backing and driving us more Easterly. This tendency continues all day but I am determined to get South in spite of additional and undesirable Easting.
14th September. On board Portuguese Steamer "LUSO". As usual, we had had our eveing ration at dusk and, after some half hour's discussion of foodstuffs of the ost delicate and delicious nature, had settled down for the night; at 9p.m. Midshipman Brookes at the tiller called me to report a light on the horizon to Port. The wireless operator on the lookout reported simultaneously and I was up and flashing our signal torches fast as such a feat was possible, and almost immediately it became clear to my indescribable joy that the light was a steamer's and that she was heading in our direction. I had several urgent requests from my colleagues to signal more and more as there was no answer, but the steady bearing of the light, confirmed by our compass assured me all was well and I had no intention of making unnecessary glaring signals. I was aware that the Captain of the ship - obviously neutral - would be liable immediately to assume that my flashing was from a challenging submarine and would certainly pay attention. Failing that our flares were ready. Our identity as lifeboat in distress was soon established and Captain Botto manoeuvred his ship into a position to give us every possible aid in getting alongside. The sea was crossed and choppy making any movement in the boat exceedingly difficult. Our hand propelling gear was disconnected for sailing and it was found impossible to re-connect it satisfactorily under the conditions at the time. We were in fact able to use only two oars which were manned by Cowin, Biddulph, Roberts and Jones, and I cannot adequately express my admiration for the manner in which those four men pulled the oars, labouring pitiably until we reached the ship's side. All were able to climb the ladder lowered to us without assistance, where we were greeted by the kindest people who immediately set themselves out to attend to our every need. My beard was removed for me and after a very necessary and welcome wash I was provided with a complete change of clothing, my companions being treated similarly. Captain Botto very wisely allowed us to eat only bread and butter and biscuits, with suitable strength of tea and plenty of milk. No other refreshments could have been so admirably suited to our requirements. No food has ever tasted as that did. We had fact, discussed this several days previously in the boat, when all had agreed that a little bread and butter with tea would be the most desirable commodity, with which to sever our connection with life-boat rations, precious and delicious as they were at the time; compared with 'Lusco's' crew, we were a bunch of skeletons but very much alive if ridiculously unsteady on our feet. And so to bed. Dry beds, with sheets and pillows but not to sleep. I had imagined I should for 24 hours. All were awke most of the night, which is doubtless due to excitement of sheer gladness. We have been weighed and find that our average loss of weight while in the lifeboat is 27 lbs. Each. More important, we have started to eat in real earnest with enjoyment the like of which we have never known. Captain Botto has kindly assisted in the plotting of positions from calculations on data collected in the boat's log. The position arrived at from courses steered in estimated distances assuming no current, shows a progress through the water in the direction S.42° W 383'. Course and distance actually made good from 'Medon's' position to 'Luso's' position when we were picked up was S.73° East. 595', showing a current of N.82° E. 830'. My fears were indeed justified since we had experienced an Easterly set of 1 knot throughout.
I cannot help wondering what caused me to stick to that S. E'ly course throughout the day on September 13th after so carefully avoiding such a course whenever possible for 5 weeks. Had I not done so, 'Luso' would have passed on without seeing any flashing light.
18th September. All are recovering rapidly. Hollow cheeks are filling out and we appear to be regaining weight as rapidly as we lost it. All have leg and foot pains and swelling of the ankles which becomes more apparent towards evening.
All have experienced slight digestive troubles, doubtless due to immoderate eating too early after our hungry sail.
REMARKS ON HEALTH WHILE IN LIFEBOAT. During the whole 5 weeks not one person had a common cold. Despite days in saturated clothing, nights when we were cold with rain beating down on us while we tried to sleep, nobody had either aches or pains beyond ordinary discomfort due to cramped positions, until the end of the 4th week, when three of our number complained of slight dizziness or lightheadedness and 1 person also of slight palpitation after exertion. Even that of standing up was sufficient to make this noticeable. I would suggest that some suitable aperient be included in lifeboat stores as the subject of bowel movement presented some difficulty. The most fortunate amongst us experienced a lapse of only 7 days without bowel movement, of course without discomfort, while the worst case - incidently the person who had slight palpitations - was 37 days without movement, and he, with two others, required medical assistance on board 'Luso' to allow normal functioning. Even these three experienced no discomfort until their first real meal.
One person had a very small boil on his face which burst in the boat and was dressed. It gave him no trouble and is now healed. There were no traces of skin dryness or troubles of any sort. When hands and feet were exposed to wet for so long that they became white and badly corrugated, they rapidly returned to normal as soon as they were dried. The choice of stores provided would appear to leave nothing to be desired but I feel that the quantities should be considerably increased. In a previous experience of sinking by enemy action, three of our boats were shattered in the course of the attack. One of the remaining boats was loaded to capacity in consequence and left the ship carrying more than 40 persons. Had our number been trebled on this more recent occasion, our condition at the ned of 34 days would have been wretched indeed.
SUGGESTIONS RE BOAT EQUIPMENT.
The overall waterproof suits provided were of very great value. Unfortunately their efficiency was very greatly reduced after only a few days wear due to their lightness and the fact that they are rubber coated. That rubber coating damaged too easily causing leakage and I would suggest that while making them of waterproof broadcloth similar to that used for police raincoats would doubtless double their weight, it would lengthen their life and increase their value in a boat tenfold.
TOOL BOX. A 3/8" bit, a small half round file and pair of pliers should be added. Also a small carborundum stone.
MAST. The mast should have less taper to give strength and light wire should replace ropz stays. The two side stays should be set a few inches abaft the line of the mast and a wire forestay should be fitted to give rigidity. The eyebolts To which the stays are secured should be through bolted to gunwale or thwart or both instead of being secured with ordinary countersunk screws. These items were a constant source of trouble and concern, the stays never giving adequate support to the mast although constantly adjusted while the stay eyebolts carried away on three occasions.
SAILS. The sails should be hand sewn as machine sewing deteriorates so rapidly causing the seams to open. The reef points, roping and cringles should be stouter.
PUMP. A very fine mesh strum of rigid character should be fitted to the suction as the least amount of solid matter is sufficient to stop the working of the pump.
A rubber ground sheet should be provided for rain water catchment since water collected from coloured canvas in boat is tainted by dyes and when consumed caused vomiting.
CHART. The chart included in the boat's equipment made no mention of the possibility of S.W'ly winds prevailing in our vicinity, nor was there any reference to the Easterly current under whose influence we appear to have remained throughout. While I do not suggest that the inclusion of this information would have - or could have - influenced my actions in any way, it may possibly prove to be of value to others.
PROVISION TANKS. The small plate doors now fitted to provision tanks are not water-tight although fitted with rubber packing. In fact, much water finds its way in under sea conditions. Since these tanks make such excellent rain water storage tanks, it is important that they should be rendered water tight to avoid loss by leakage and to protect the contents from contamination by sea water. This can be effected by fitting additional stud and thumb nuts.
FIRST AID BOX. That provided for and stowed in the boat was not water-tight and the contents were saturated despite the fact that a good canvas bag was provided and well secured. I suggest that a water-tight tin similar to a red flare tin would be suitable for this purpose. The contents of the first aid satchel provided by the owners and which I carried with me into the boat, remained completely dry and intact throughout. This was of great value in the treatment of slight injuries, such as cuts and abrasions, received in abandoning ship, and in the boat.
After 6 days on board 'Luso' we were weighed a second time. The average gain in weight was 10.5 lbs. Per man while the highest gain was 20 lbs. And the lowest 4.5 lbs. Digestive troubles are gradually disappearing and swollen ankles and feet are responding to bathing for 10 minutes in hot salt water, following by massage once daily. It is interesting to note that the time spent in the lifeboat resulting in considerable mental slowing down in addition to physical and I was very soon aware that constant mental exercise was as necessary as the physical type to restore normality.
Photograph of British Merchant Seamen taken by departing Germans.
11th August. Wind still S.W'ly until 4.0 p.m. when it changed to West and we altered course once more to South. Heavy rain commenced again to replenish the stock of moisture already collected by our clothing, blankets, etc. We took stock of stores and water and rationed to cover 45 days. Thus, with 15 men, our daily food and water per man was 2.5 biscuits, 2/3oz. Pemmican, 1 prune, 4 pieces chocolate, 9 Horlicks tablets and 6 oz. water. The food was to be split into two meals - 8 a.m. and 5 p.m. and the water three times a day - 2 oz. at 8 a.m. 12.30 and 5 p.m. with an issue of about 20 peanuts at 12.30.
12th August, 3 a.m. Heavy squalls commenced - double reefed. 7 a.m. streamed sea anchor and lowered sail. Strain on mast too heavy. 9 a.m. weather moderating, proceeded South. Noon. Mod. Winds heat increasing and causing thirst. Progress South more satisfactory, all more cheerful.
During the last two nights we have found that a lifeboat offers about the least comfortable sleeping arrangements known to the average man. Some of us have been lying with feet and legs in several inches to 1 foot of water. Today we have removed the bottom boards and placed then across the thwarts in the form of a skeleton deck. Life jackets and any spare clothing are to be spread upon this and the boat cover spread over everyone when all are in place for the night. The arrangement leaves much to be desired, but it is a great improvement.
13th August. Continuing South slowly. Heavy rain showers at frequent intervals. Collected sufficient rainwater to replenish stock, and everyone's thirst quenched. Later emptied provision canisters and collected extra water. 5 p.m. light N.E. wind. Course altered to S.W.
The skeleton deck had proved a great improvement.
I do not wish to convey the impression that any comfort has been derived there from. It is merely less uncomfortable and certainly less painful generally than lying crouched between thwarts in the bottom of the boat. The boat cover leaks like a sieve so that during heavy rain one can now lie down with legs outstretched while becoming repeatedly saturated instead of having to endure that discomfort in addition to cramped muscles. It is also better during daytime when one can rest with legs outstretched, the boat cover acting as awning, in addition to being our only means of collecting rainwater.
14th August. Heat intense from soon after sun up. Calms to light N.E. airs. All becoming really thirsty. Observation of others and consideration of my own physical reactions induces me to believe that 6 oz. per diem under present tropical sun too little. Discussed this and all wish to adhere to my 45 day provision scheme which I felt would obviate all risks. Improvised goosewing sail which is adding one knot to our speed during spells of light air.
15th August. Thirst problem alleviated by arrival of heavy rain shower. All worked with amazing enthusiasm to collect every available drop of what is beyond all doubt the most precious fluid known to man. Curious that this fact appears to have previously escaped the notice of all present. After 24 hours of what we can understand is really only the beginning of real thirst, we all happily gulp down even the smallest quantity of water collected from canvas covers and awnings. Under normal circumstances such would be discarded not merely as dirty but filthy. All fastidious persons should try this experience when they would learn that water which holds in suspension hairs, threads of hemp, shreds of tobacco, dust and dirt etc., etc., is still water and quenches thirst. We have each had 15 ozs. today. All work with excellent will to effect improvements in or adjustments to our sailing arrangement. All are keenly interested in the course I have decided to attempt to make and I have not heard one word of criticism norone of complaint of any sort except in connection with the heat. The five Chinese with us appear to be reasonably comfortable together in the bows although they have mentioned more food would be acceptable. However, each, Chinese or white, is receiving exactly the same ration of food and water and none show any signs of distress. For three days, i.e. in daylight we have had almost glassy calms, yet all are cheerful.
17th August. Unable to write anything 16th, owing to heavy seas and rain. Rain, heavy and continuous, kept us awake and saturated throughout the night, and we were a miserable looking crew today. Early 16th wind changed to w'ly and freshened steadily to force 5. About 5 p.m. violent squalls started and it became clear that the mast would not carry even a double reefed mainsail. We streamed the sea anchor and lowered the mainsail, finding the jib sufficient to keep our head steady and to prevent the boat from being swamped. Noted that sunset was earlier than D.R. longitude permits, suggesting considerable Easterly set. At 6 a.m. today wind changed to N.W. weather moderating. We proceeded South. At 10 a.m. wind back to W.S.W. force 4, but we continued South, double reefed in a heavy sea, all of us tired, soaked to the skin with sea water and rain aching and sore from constant crazy motion of the boat. Towards evening the wind and sea eased considerably allowing us to spend a more peaceful night with only torrential rain to torment us at very frequent intervals. Several days ago we had trouble with the pump and we are now grateful to the 3rd Engineer for having improvised an excellent strumbox, constructed from a can. By constantly pumping we can keep down the water collecting during the heavy squalls.
18th August. Strong S.W'ly winds again from dawn. Rain squalls less frequent and heavy. There appears to be no hope of ever knowing again how it feels to be dry. There is general concern about rheumatism but nobody seems to be noticing the onset of either that or any other ailment. Cigarette papers finished and we are using chocolate wrappers and liking it. Commenced organized exercise. The boats' antics forbid anything except lying on the back or face down but this permits us to exercise trunk and leg muscles. The addition of a little deep breathing strikes the limit and we all feel the benefit. The Chinese smile oddly while watching us and decline to participate. By reckoning shows 160 miles to the Southward since 10th, but the long hoped for S.E. Trades are conspicuously absent. There are no nautical instruments in the boat but the Pole Star is occasionally visible and higher than I like it, which adds to my fears of an Easterly drift, perhaps N. Easterly.
19th August. Same S.W'ly wind with frequent torrential showers. Nobody greatly concerned about wet any more. One cannot become any wetter. Wind and sea increased, compelling us to ride to sea anchor once more at 11 a.m. Last night's estimated drive to East is 50 miles.
20th August. After a thoroughly uncomfortable night, wind and sea sufficiently moderated by 9 a.m. to allow us to proceed and a slight change of wind permitted a course estimated at W.S.W. Heavy seas still running and we are compelled to pump out at frequent intervals. All still sore and aching through boat's gyrations and lack of opportunity to do anything except hold on in cramped and uncomfortable positions. Beards are progressing wonderfully - clothing dirty and torn - skin not too clean as salt water is poor cleanser. Tempers are just a trifle ruffled but nobody upset about it. At least we have discovered a really efficient slimming course. Without exception we are losing weight noticeably.
21st August. S'ly wind continued and we head west slowly. Exercises again this morning with great benefit. The hot sun is drying us out after days of rain and we are much happier. There are countless numbers of fish of all shapes and sizes constantly around us including a nice meaty looking shark about 6 feet in length. He glides about like an escort but instead of carrying with him a sinister look as sharks are normally supposed to, he fills our minds with thoughts of juicy steaks to supplement our rations. We possess one fishing hook of reasonable size which we trailed for his benefit, of course baited with a tiny piece of fish washed aboard earlier. He removed the bait and straightened the hook, so we continue to watch him lovingly.
Life boat under sail taken from rescuing aircraft
23rd August. Cloudy and comfortable until 3.30 p.m. when commenced one of those hellish nights of heavy rain with heavy seas, causing the boat to do everything except turn over. Wind S.S.W. still baffling my attempts to get South at all costs.
24th August. Hove to for heavy weather between midnight and 5 a.m. Same miserable conditions, the wind changing several times between South and West during the day. Checked stores and after14 days with mostly adverse conditions, I suggested we cut down rations very slightly to provide for a further 37 days, which period was indicated by our stock of Pemmican. There was unanimous agreement. To date I have been able to issue one extra chocolate on alternative days, i.e. per man, but that must now be discontinued and the biscuit ration reduced from 2.5 to 2 per man per day. Everything else remains the same. We have plenty of water from rain, in fact we have 20 gallons extra stored in provision canisters. The wind later seems to have settled at S.S.W. and I have decided to steer N.W. x W., with a view to regaining a little West longitude even at the expense of latitude.
25th August. Making 3 knots and everyone pleased. Once more dry though short of sleep through heavy seas. Tempers good and all cheerful although there is very little conversation of late. Anything which has to be done requires more effort daily. Lack of tobacco not causing the least distress.
26th August. Another day lost i.e. we have had nothing but light airs and so, after making some 70 miles to the Westward, we are baulked again since the wind changed to West causing me to steer South again during the night. We have had some story telling and word competitions to pass time while two people made a pack of playing cards from scraps of stiff paper, such as old envelopes or packing from biscuit cans.
27th August. Exactly similar day, of light S.W'ly airs. No progress. Again we had stories and competitions while some tried to find a means of catching some of those fish which look so suitable for eating. After sunset, the wind freshened and we were getting along N.W. at 3 knots when the mast carried away two feet from the top, everything going overboard. This occurred at 11p.m. when all except the helmsman and lookout were asleep, yet hands and arms seemed to shoot out instinctively and yard, sail, rigging and broken mast were back on board and secure so quickly that they scarcely had time to get wet. Inspection of the damage proved that any attempt at repairs before daylight would be hopeless. The sea was high and heavy rain commenced and so we wallowed to a sea anchor for the remainder of the night.
28th August. From daylight to noon we laboured with repairs. We are thankful for the attention which had been paid to lifeboat equipment. The tools provided enabled us to use an awning stantion which we secured to the mast in place of the broken top. We were able to fit sheaves for the halyards and it was this process which showed us that we were not as strong as we imagine. Each sheave hole was started by boring five holes with bit and brace. A few minutes work for a normal man. It took three of us more than an hour to bore those few homes. But at noon the job was finished and we stepped the mast and reset the sails when naturally the wind changed and fell light and we proceeded South slowly having lost a good fifty miles by this mishap. During the afternoon there was much rain and many changes of wind but never to Easterly. At 5p.m. we discovered that the water in one breaker was bad. This day is going to stand out rather.
29th August. 2a.m. to 8 a.m. Tropical downpour which not only refilled the bad breaker but nearly filled the boat itself also. Two hours hot sun dried us out again, and now we are sheltering from those fierce rays. The sea is glassy and presumably we still drift East. There is no doubt in my mind that such is the case, for the difference in time of sunset since we started is at least 30 minutes. I believe my watch reliable, which means some 400 miles. We wonder how the other boats are faring; whether they have been picked up or not or whether they have had fair or our ill luck with winds. One of the Chinese with a very long face observed to-day 'No can see land, no can see ship, welly hungly, bime bye chow finish, makey dir'. Oddly enough, the same thoughts have occurred to most of us.
30th August. Starts beautifully calm and sunny after an equally and beautiful moonlight night. Unfortunately we are several hundred miles from land and we urgently desire wind from any direction whatever except from that which it blows with such constancy, i.e. the direction we want to go. With this second day of calm comes a little unrest among us and we decide to connect up the hand propeller gear with a view to stealing a few miles South in quest of those Trades. Two miles in 1.5 hours is expensive distance and that had to be abandoned. However, our minds are satisfied that little can be gained by that type of painful labour.
31st August. Still flat calm after two hours light N.E. breeze during the night which gave us four miles in the desired direction. The sail, being in need of attention, was sent down and three of us spent until noon patching and repairing.
1st September. Calm and rainy - Still we long for E'ly wind or a ship and some of us feel it will be this day or that day and some openly wonder if we shall have either suitable winds or a ship before the food is finished. We still have more water than when we started. Food is going to be the chief trouble apparently, although we are safe for a lengthy period yet. All are well and although thinner, are no worse for the experience to date, except for leg shakiness. One's legs feel about as useful as they do when first used after being confined to bed for a few weeks. 6p.m. There is great interest. A breath of wind actually from S.E. Later it freshened slightly - sufficient to give us 0.5 knot but still it is from S.E.
2nd September. S.E'ly light airs are holding and now we pray they will freshen. These calms are the worst possible things for morale. We are lapsing again into lengthy silences, having exhausted tale telling and grown tired of competitions and it is noticeable that whenever conversation springs up, food is the topic. We have discovered quite astounding knowledge of cookery and the preparation of attractive dishes among us. It might be though that such thoughts would be aggravating to hungry people. On the contrary, they are exceedingly pleasant generally, and it is unusual to have a request to cease from someone in distress in that way.
3rd September. The S.E'ly light airs have not freshened, in fact we have had another day of calms. Time of sunset has been remarked upon and a suggestion made that the clock should be put on half an hour. Soon it was mentioned that it should be put back if that all is not well in connection with longitude, although they are not aware of the extent of the drift I myself fear. My watch has been taken as standard and the others corrected from it daily. Even given the necessary Southing to pick up the S.E. Trades, the time required to reach the coast of Brazil is going to necessitate a drastic cut in rations, the consequences of which are unpleasant to contemplate. But we are far from downhearted, and know that we shall have winds soon.
4th September. Flat calm throughout, except for one short squall until 6p.m. when W'ly breeze allowed us to go South.
5th September. 6a.m. wind went back to S'ly and heavy rain commenced and continued until 1 p.m. Later wind settled to S.S.E. fresh and we started to bowl along at 3 knots.
6th September. This continued all night and throughout to-day and one's mind becomes a little easier and is filled with hope. Conversation almost exclusively food. Preparation of the most absurd delicacies goes on in absolute seriousness and individuals are becoming obsessed by desire for some particular dish. Our stored water is an high as ever which is itself a blessing. To-day ends our fourth week of yachting and my suggestion to cut down rations has been carried again unanimously. Stores have been checked and provision made for a further 42 days. This means rations are cut by 50%. Each man will now receive per day /- 1 Biscuit, 5/12oz. Pemmican, 1 Prune, 2 Chocolates and 5 Horlicks Tablets with one extra biscuit and one extra chocolate per man on Wednesdays and Sundays. There are still sufficient peanuts to allow each man about 20 per day for 6 days. We are all quite well, although a little weak and very hungry. Tempers are getting touchy again as is usual when calms set in once more. After one month of sailing beating, drifting in gales and calms, etc. without instruments save watch and compass, my reckoning may be far from accurate, but such as it is assuming no current, it indic ates that we are approx. 600' from Cayenne. As assuming current indicted by difference in sunset times, we are much more than 600' from nearest land. We are all concerned about the possible effects of cut rations but no alternative manifests itself. The Chinese are very unhappy about the cut but accept it with my explanation, much as we do ourselves.
7th September. Still getting along Westerly at 1.5 to 1 knot with wind gradually easing until by evening we were down to 0.5 to 0.25 knot. More and more talk of food, until it now takes up most of our time. There are signs of disapproval in some, but generally the topic is irresistible.
8th September. Uneventful. No wind except in squall, with heavy rain.
9th September. Wind erratic early, finally settling W.S.W. and so we made a little South distance. Plenty of rain but to be dressed in wet clothing is second nature to us, and our water store is kept full.
10th September. Stays carried away after altering course at 3a.m. having repaired them and attempted to climb the mast to replace them got thrown about and soundly bruised for my trouble, one of the stays fouled my legs and I was obliged to come down. Being a little weak I am reduced to lying on a thwart breathing laboriously for a few minutes. It was then necessary to improvise a weather stay which allowed us to continue until daylight, when the mast was unstepped and repairs effected.
11th September. Everyone obviously weaker, and stomachs becoming uncomfortable, in a way only to be described as painfully empty. Otherwise, apart from rather short tempers, all normal, cheerful and morale high. Poor day, with same familiar S'ly light airs.
12th September. Practically calm occasional light S'ly wind. Changed back to Southerly. Uneventful day with still more food discussions, wind freshened in the evening and we are making 1.5 knots.
13th September. Our fifth Sunday since we left 'Medon'. Dawn breaks with wind still fresh but backing and driving us more Easterly. This tendency continues all day but I am determined to get South in spite of additional and undesirable Easting.
14th September. On board Portuguese Steamer "LUSO". As usual, we had had our eveing ration at dusk and, after some half hour's discussion of foodstuffs of the ost delicate and delicious nature, had settled down for the night; at 9p.m. Midshipman Brookes at the tiller called me to report a light on the horizon to Port. The wireless operator on the lookout reported simultaneously and I was up and flashing our signal torches fast as such a feat was possible, and almost immediately it became clear to my indescribable joy that the light was a steamer's and that she was heading in our direction. I had several urgent requests from my colleagues to signal more and more as there was no answer, but the steady bearing of the light, confirmed by our compass assured me all was well and I had no intention of making unnecessary glaring signals. I was aware that the Captain of the ship - obviously neutral - would be liable immediately to assume that my flashing was from a challenging submarine and would certainly pay attention. Failing that our flares were ready. Our identity as lifeboat in distress was soon established and Captain Botto manoeuvred his ship into a position to give us every possible aid in getting alongside. The sea was crossed and choppy making any movement in the boat exceedingly difficult. Our hand propelling gear was disconnected for sailing and it was found impossible to re-connect it satisfactorily under the conditions at the time. We were in fact able to use only two oars which were manned by Cowin, Biddulph, Roberts and Jones, and I cannot adequately express my admiration for the manner in which those four men pulled the oars, labouring pitiably until we reached the ship's side. All were able to climb the ladder lowered to us without assistance, where we were greeted by the kindest people who immediately set themselves out to attend to our every need. My beard was removed for me and after a very necessary and welcome wash I was provided with a complete change of clothing, my companions being treated similarly. Captain Botto very wisely allowed us to eat only bread and butter and biscuits, with suitable strength of tea and plenty of milk. No other refreshments could have been so admirably suited to our requirements. No food has ever tasted as that did. We had fact, discussed this several days previously in the boat, when all had agreed that a little bread and butter with tea would be the most desirable commodity, with which to sever our connection with life-boat rations, precious and delicious as they were at the time; compared with 'Lusco's' crew, we were a bunch of skeletons but very much alive if ridiculously unsteady on our feet. And so to bed. Dry beds, with sheets and pillows but not to sleep. I had imagined I should for 24 hours. All were awke most of the night, which is doubtless due to excitement of sheer gladness. We have been weighed and find that our average loss of weight while in the lifeboat is 27 lbs. Each. More important, we have started to eat in real earnest with enjoyment the like of which we have never known. Captain Botto has kindly assisted in the plotting of positions from calculations on data collected in the boat's log. The position arrived at from courses steered in estimated distances assuming no current, shows a progress through the water in the direction S.42° W 383'. Course and distance actually made good from 'Medon's' position to 'Luso's' position when we were picked up was S.73° East. 595', showing a current of N.82° E. 830'. My fears were indeed justified since we had experienced an Easterly set of 1 knot throughout.
I cannot help wondering what caused me to stick to that S. E'ly course throughout the day on September 13th after so carefully avoiding such a course whenever possible for 5 weeks. Had I not done so, 'Luso' would have passed on without seeing any flashing light.
18th September. All are recovering rapidly. Hollow cheeks are filling out and we appear to be regaining weight as rapidly as we lost it. All have leg and foot pains and swelling of the ankles which becomes more apparent towards evening.
All have experienced slight digestive troubles, doubtless due to immoderate eating too early after our hungry sail.
REMARKS ON HEALTH WHILE IN LIFEBOAT. During the whole 5 weeks not one person had a common cold. Despite days in saturated clothing, nights when we were cold with rain beating down on us while we tried to sleep, nobody had either aches or pains beyond ordinary discomfort due to cramped positions, until the end of the 4th week, when three of our number complained of slight dizziness or lightheadedness and 1 person also of slight palpitation after exertion. Even that of standing up was sufficient to make this noticeable. I would suggest that some suitable aperient be included in lifeboat stores as the subject of bowel movement presented some difficulty. The most fortunate amongst us experienced a lapse of only 7 days without bowel movement, of course without discomfort, while the worst case - incidently the person who had slight palpitations - was 37 days without movement, and he, with two others, required medical assistance on board 'Luso' to allow normal functioning. Even these three experienced no discomfort until their first real meal.
One person had a very small boil on his face which burst in the boat and was dressed. It gave him no trouble and is now healed. There were no traces of skin dryness or troubles of any sort. When hands and feet were exposed to wet for so long that they became white and badly corrugated, they rapidly returned to normal as soon as they were dried. The choice of stores provided would appear to leave nothing to be desired but I feel that the quantities should be considerably increased. In a previous experience of sinking by enemy action, three of our boats were shattered in the course of the attack. One of the remaining boats was loaded to capacity in consequence and left the ship carrying more than 40 persons. Had our number been trebled on this more recent occasion, our condition at the ned of 34 days would have been wretched indeed.
SUGGESTIONS RE BOAT EQUIPMENT.
The overall waterproof suits provided were of very great value. Unfortunately their efficiency was very greatly reduced after only a few days wear due to their lightness and the fact that they are rubber coated. That rubber coating damaged too easily causing leakage and I would suggest that while making them of waterproof broadcloth similar to that used for police raincoats would doubtless double their weight, it would lengthen their life and increase their value in a boat tenfold.
TOOL BOX. A 3/8" bit, a small half round file and pair of pliers should be added. Also a small carborundum stone.
MAST. The mast should have less taper to give strength and light wire should replace ropz stays. The two side stays should be set a few inches abaft the line of the mast and a wire forestay should be fitted to give rigidity. The eyebolts To which the stays are secured should be through bolted to gunwale or thwart or both instead of being secured with ordinary countersunk screws. These items were a constant source of trouble and concern, the stays never giving adequate support to the mast although constantly adjusted while the stay eyebolts carried away on three occasions.
SAILS. The sails should be hand sewn as machine sewing deteriorates so rapidly causing the seams to open. The reef points, roping and cringles should be stouter.
PUMP. A very fine mesh strum of rigid character should be fitted to the suction as the least amount of solid matter is sufficient to stop the working of the pump.
A rubber ground sheet should be provided for rain water catchment since water collected from coloured canvas in boat is tainted by dyes and when consumed caused vomiting.
CHART. The chart included in the boat's equipment made no mention of the possibility of S.W'ly winds prevailing in our vicinity, nor was there any reference to the Easterly current under whose influence we appear to have remained throughout. While I do not suggest that the inclusion of this information would have - or could have - influenced my actions in any way, it may possibly prove to be of value to others.
PROVISION TANKS. The small plate doors now fitted to provision tanks are not water-tight although fitted with rubber packing. In fact, much water finds its way in under sea conditions. Since these tanks make such excellent rain water storage tanks, it is important that they should be rendered water tight to avoid loss by leakage and to protect the contents from contamination by sea water. This can be effected by fitting additional stud and thumb nuts.
FIRST AID BOX. That provided for and stowed in the boat was not water-tight and the contents were saturated despite the fact that a good canvas bag was provided and well secured. I suggest that a water-tight tin similar to a red flare tin would be suitable for this purpose. The contents of the first aid satchel provided by the owners and which I carried with me into the boat, remained completely dry and intact throughout. This was of great value in the treatment of slight injuries, such as cuts and abrasions, received in abandoning ship, and in the boat.
After 6 days on board 'Luso' we were weighed a second time. The average gain in weight was 10.5 lbs. Per man while the highest gain was 20 lbs. And the lowest 4.5 lbs. Digestive troubles are gradually disappearing and swollen ankles and feet are responding to bathing for 10 minutes in hot salt water, following by massage once daily. It is interesting to note that the time spent in the lifeboat resulting in considerable mental slowing down in addition to physical and I was very soon aware that constant mental exercise was as necessary as the physical type to restore normality.
| TABLE OF WEIGHTS | 14th Sept. | 20th Sept | 25th Sept. | |
| Estimated Loss | In Boat | After Boat | ||
| Edge | 27 Lbs | 109 | 120 | 123.2 |
| Kirkwood | 137.5 | 148.5 | 154 | |
| Maw | 129.8 | 149.6 | 159 | |
| Kerr | 110.0 | 115.5 | 118.8 | |
| Brookes | 125.4 | 135.3 | 138.6 | |
| Biddulph | 110.0 | 114.4 | 122.1 | |
| Roberts | 134.0 | 144.1 | 160.6 | |
| Cowin | 121.0 | 134.2 | 138.6 | |
| Jones | 131.0 | 144.1 | 151.8 | |
| Sirett | 114.4 | 121.0 | 132.0 |
Loss of the 'Medon.
2nd Mates Account.
2nd Mates Account.
At about 3.48 a.m. Aug 10th, I was in the port wing of the bridge when a dual crash struck the ship and I observed what appeared to be an explosion on the port side about the main mast. There was nothing in sight, nor had there been anything to arouse any suspicion throughout the watch, which had been dark and cloudy with an occasional star breaking through. There being a gentle breeze, slight sea and swell.
The Captain was on deck immediately and I reported that we were torpedoed. Being sent to the engine room, because telephone communication had broken down, I learned from the 3rd engineer that the engines were stopped, why he was unable to say. On my way back to report I found the deck plates abreast No. 3 hatch badly buckled. The order was given for clearing and lowering of boats. When the 1st W/O had completed his messages and down into the boats, we cast off and rowed a safe distance astern and lay to. Here we contacted the No. 2 boat where the chief officer was making a tally of the number in each boat. At 5.45 a.m. with the Carpenter, 1st W/O an AB and a Gunlayer I boarded the vessel again, which although well down by the stern was not sinking.
The W/O was to send out further messages, carpenter to ascertain damage, AB and gunlayer to fill boat with water and stores, and myself to look after navigation-gear etc.
When this was complete, the boat was made fast astern because of the possibility of another torpedo. Then the G.L. and myself listed and loaded the gun and proceeded to keep a lookout. Mr. Dunn reported that as at 4 a.m. he was only to get messages away on the emergency set. 'Chips' reported the vessel dry forward of No. 5. We later found No. 5 lower hold flooded, shaft tunnel flooded and 10 ft in the after peak. The poop accommodation being a complete shambles.
In the meantime, the 3rd mate's boat had been alongside and stored up and to get the doctor from my boat to give attention to a member of the 3rd mate's crew. At 7.15 a.m. the members of the boat's crew aboard, I ordered back to the boat. Mr. Dunn, however refused to leave as long as I remained.
About 7.40 a.m. I hailed the 3rd mate's boat and requested the 4th engineer to come on board to assist the W/O to try and detect the fault of supply to the main set. He immediately complied.
We had only reached amidships when we heard shouts from the boat and shots began to fall around the ship. We hastened aft but the boats were too far away and our thoughts of swimming were quickly deterred by the sight of sharks around the stern. By this time the U-boat was scoring hits on the starboard side. Our gaze suddenly fell on the motor boat, and in a matter of seconds she was in the water, we had tumbled in and were pulling clear.
The submarine then steamed round the bows to the port side. At about a 1000 yards fired a torpedo from a stern tube, which struck the 'Medon' about in the engine room. Within a few minutes she stood right on end, then slipped stern first out of sight. We then proceeded to rejoin our own boat and when this was accomplished by means of oars and sail to overhaul other boats, but without avail.
Aug. 10th Pos 9.26 N 38.28 W
1st Day Course S W x S
Boat crew:
F. Fuller 2nd Mate
W. Tyldsley D.B.
N. Fraser 1st Elec.
E. Buckham G.L.
A. Dunn 1st W/O
E. Parry N.G.
R. Farquhar Middy
Tong Lung Asst. Steward
H. Harworth 3rd W/O
Cheng Yu 2nd Cook
V. Harris 4th Engr.
Lok Kau No. 3
C. Patterson Carpenter
Mo Muk Greaser
E. Stretch A.B.
A. Hammond Ch. Steward
Boat leaking badly, other boats just in sight by night fall. Day ends with gentle breeze, mod. Sea and swell. Cloudy and clear.
Aug. 11. Co. S.W. x S Chron. Error 10 mins fast.
2nd day.
Gentle breeze, mod. Sea and mod'ly heavy swell. O'cast throughout day.
Boat leaking badly.
Aug. 12 Co. S.W. Chro. Error 10 mins. 5 secs. Fast.
3rd day Obs. Long 38°07' W.
Fresh wind, heavy sea and swell throughout day. Cloudy and o'cast.
The Captain was on deck immediately and I reported that we were torpedoed. Being sent to the engine room, because telephone communication had broken down, I learned from the 3rd engineer that the engines were stopped, why he was unable to say. On my way back to report I found the deck plates abreast No. 3 hatch badly buckled. The order was given for clearing and lowering of boats. When the 1st W/O had completed his messages and down into the boats, we cast off and rowed a safe distance astern and lay to. Here we contacted the No. 2 boat where the chief officer was making a tally of the number in each boat. At 5.45 a.m. with the Carpenter, 1st W/O an AB and a Gunlayer I boarded the vessel again, which although well down by the stern was not sinking.
The W/O was to send out further messages, carpenter to ascertain damage, AB and gunlayer to fill boat with water and stores, and myself to look after navigation-gear etc.
When this was complete, the boat was made fast astern because of the possibility of another torpedo. Then the G.L. and myself listed and loaded the gun and proceeded to keep a lookout. Mr. Dunn reported that as at 4 a.m. he was only to get messages away on the emergency set. 'Chips' reported the vessel dry forward of No. 5. We later found No. 5 lower hold flooded, shaft tunnel flooded and 10 ft in the after peak. The poop accommodation being a complete shambles.
In the meantime, the 3rd mate's boat had been alongside and stored up and to get the doctor from my boat to give attention to a member of the 3rd mate's crew. At 7.15 a.m. the members of the boat's crew aboard, I ordered back to the boat. Mr. Dunn, however refused to leave as long as I remained.
About 7.40 a.m. I hailed the 3rd mate's boat and requested the 4th engineer to come on board to assist the W/O to try and detect the fault of supply to the main set. He immediately complied.
We had only reached amidships when we heard shouts from the boat and shots began to fall around the ship. We hastened aft but the boats were too far away and our thoughts of swimming were quickly deterred by the sight of sharks around the stern. By this time the U-boat was scoring hits on the starboard side. Our gaze suddenly fell on the motor boat, and in a matter of seconds she was in the water, we had tumbled in and were pulling clear.
The submarine then steamed round the bows to the port side. At about a 1000 yards fired a torpedo from a stern tube, which struck the 'Medon' about in the engine room. Within a few minutes she stood right on end, then slipped stern first out of sight. We then proceeded to rejoin our own boat and when this was accomplished by means of oars and sail to overhaul other boats, but without avail.
Aug. 10th Pos 9.26 N 38.28 W
1st Day Course S W x S
Boat crew:
F. Fuller 2nd Mate
W. Tyldsley D.B.
N. Fraser 1st Elec.
E. Buckham G.L.
A. Dunn 1st W/O
E. Parry N.G.
R. Farquhar Middy
Tong Lung Asst. Steward
H. Harworth 3rd W/O
Cheng Yu 2nd Cook
V. Harris 4th Engr.
Lok Kau No. 3
C. Patterson Carpenter
Mo Muk Greaser
E. Stretch A.B.
A. Hammond Ch. Steward
Boat leaking badly, other boats just in sight by night fall. Day ends with gentle breeze, mod. Sea and swell. Cloudy and clear.
Aug. 11. Co. S.W. x S Chron. Error 10 mins fast.
2nd day.
Gentle breeze, mod. Sea and mod'ly heavy swell. O'cast throughout day.
Boat leaking badly.
Aug. 12 Co. S.W. Chro. Error 10 mins. 5 secs. Fast.
3rd day Obs. Long 38°07' W.
Fresh wind, heavy sea and swell throughout day. Cloudy and o'cast.
Photograph of British Merchant Seamen taken by departing Germans.
Aug. 13 Day opens with light E/ly breeze, slight sea, mod. Swell.
4th day All hands keeping cheerful.
Boat has now tightened up.
Obs. Noon pos. 9.02 N. 37.57 W. CO. S.W.
Day ends calm, fine and clear.
Have put in four hours rowing with four teams of four men, doing twenty minute spells.
Aug. 14. Day opens with light N.E. breeze, slight sea and swell.
5th day Fine and clear.
7 a.m. commenced rowing.
Noon pos. 9.05 N. 38.32 W.
Day ends with us completely becalmed.
Have put in twelve hours rowing.
Aug. 15 7 to 9 a.m. boat completely surrounded by heavy precipitation, but only receive 6th day a few drops ourselves.
Obs. Noon Pos. 8.55 N. 39.00 W.
Day ends calm, fine and clear.
Rowed for twelve hours.
Aug. 16 Day opens with gentle breeze (W.S.W.) Mod. Sea and swell.
7th day Precipitation frequently in sight found chronometer stopped. Restarted.
Obs. Long 39.16 W. No noon Lat. Co. S.S.W.
Day ends with mod. W'ly wind, mod. Sea, confused swell. Must be making a great deal of E'ly leeway.
Aug. 17 Day opens with light E'ly airs. Slight sea and swell, fine and clear.
8th day
Obs. Long. 39.07 W. No noon Lat.
Noon wind freshened from West. Sky completely o'cast with heavy nimbus cloud. Heavy rainfall throughout day and night. Have completely topped up with water, a happy position clearly marked in spirits of crew.
Aug. 18 Day opens with light airs, cloudy and o'cast, mod. Sea and swell. Showers.
9th day
Obs. Noon pos. 8.14 N. 38.54 W.
Day ends with mod. Squally weather. O'cast, rain.
Aug. 19 Co. South.
10th day Wind freshened to strong in early hours. Very rough sea, high confused swell. Squalls fierce at times. Rode them out with jib sail only.
Torrential rain throughout day. All hands thoroughly wet and miserable.
4 p.m. Wind backed quickly to south and eased. Continuous showers.
Aug. 20 Day opens with gentle breeze, mod. Sea, heavy S'ly swell.
11th day o'cast rain. Co. West.
Made all hands thoroughly rub oil into all parts of their bodies.
Obs. Long. 38.02 W. No noon lat.
Day ends with light S'ly breeze, high heavy swell, o'cast.
Aug. 21 Day opens with light S'ly breeze, heavy swell, cloudy and clear.
12th day
Noon pos. Obs 7.31 N. 37.59 W. Co. W.S.W.
Took stock of stores and apportioned rations for another fifty days:- Two biscuits, three pieces chocolate, eight Horlicks tabs. ¾ oz. Pemmican, 9 ozs. of water per day per man.
Day ends with gentle S4ly breeze, slight sea, mod'ly heavy swell.
Aug 22 Day opens with light S'ly breeze, slight sea, mod'ly heavy swell, o'cast,
13th day clear.
Obs. Noon pos. 7.37 N. 38.39 W.
Met with calms all afternoon, took opportunity to repair gear. All hands seem somewhat subdued today.
Day ends with light variable airs. Rain.
Aug. 23 Day opens with light S.W. breeze, slight sea, mod. Swell.
14th day Noon Obs Pos. 7.44 N. 38.00 W.
Day ends with fresh var. winds. Rough sea, high S'ly swell, o'cast clear.
Aug. 24 Day opens with fresh squally S.W. wind, high confused sea, heavy S'ly
15th day swell. Torrential rain.
Obs. Long 37.12 W. No noon Lat.
Day ends with mod. S'ly breeze. Rough sea and heavy swell.
Aug. 25 Day opens with gentle S'ly breeze. Mod. Sea and heavy S'ly swell, fine and
16th day clear.
Obs. Noon pos. 7.29 N. 37.39 W.
6 p.m. Large two funnelled grey passenger vessel sighted approached from south. Have exhibited a number of red flares, but he has turned away and headed south. All hands feel that we must have been observed and will be picked up in the morning.
Aug 26 Midnight - 2 a.m. total eclipse of moon.
17th day Day opens with light airs, slight sea, mod. Swell cloudy and clear.
8 a.m. No sign of vessel of previous night. Spirits of all hands extremely low.
Obs. Long 37.40 W.
Day ends with light airs, slight sea, mod. Swell. Have rowed all day until 8 p.m.
Aug 27 Day opens with light S.W. breeze, slight sea, mod. Heavy swell,
18th day cloudy and clear.
8.30 a.m. commenced rowing for day.
Day ends with fresh squally wind, rough sea and heavy swell. Torrential rain.
Aug 28 Day opens with gentle S.S.W. breeze, mod. Sea and swell.
19th day Obs. Noon Pos. 7.20 N. 37.33 W.
During afternoon passed through patches of extremely confused and then calm sea. Day ends with gently S'ly breeze, slight sea and mod. Swell, fine and clear.
Aug 29 Day opens with light airs, smooth sea, mod. Swell, o'cast clear.
20th day
Obs. Noon pos. 7.14 N. 37.32 W.
Rowed throughout day. Rigged bridle and yolk to rudder to enable helmsman some shelter from sun.
Harris 4th Engineer 27 years old today. Celebrated with tot all round. Day ends with light var. breeze, slight sea, mod. Swell.
Aug 30 Day opens with light S'ly breeze, slight sea, mod'ly heavy swell, fine and
21st day clear.
6 a.m. commenced rowing for day.
Obs. Noon pos. 6.55 N. 37.22 W.
Day ends with light N.W. breeze, mod. Sea and swell, heavily o'cast, continuous rain. Incessant rain throughout night.
Aug 31 Day opens with light breeze, confused sea, mod swell, o'cast, clear.
22nd day
Obs. Noon pos. 6.50 N. 37.27 W.
Rowed all day until 10 p.m. During evening passed through frequent patches of high driving overfalls. Between 8 and 10 p.m. a large whale caused us much concern by his close and persistent curiosity. He kept circling the boat in a most ominous manner, but he eventually sheered off after we had kept up a continuous smacking of the sea with our oars.
Sept. 1 Rowed from 1.30 to 6 a.m.
23rd day Day opens with light S'ly breeze, slight sea, mod. swell, fine and clear.
Obs. Noon Pos. 6.41 N. 37.32 W.
Day ends with gentle S.S.E. breeze, slight sea & swell.
Sept. 2 Day opens with mod. breeze and sea (S.S.E.), heavy swell, fine and clear.
24th day
Obs. Noon Pos. 6.29 N. 38.06 W.
Day closes with light S'ly breeze, slight sea and mod. swell. O'cast, rain.
Sept. 3 Day opens with gentle breeze (S.S.E.) mod. sea and swell. Fine and clear.
25th day
Obs. Noon Pos. 6.34 N. 38.38 W.
Similar weather throughout the day.
Sept. 4 Day opens with light variable airs, slight sea and swell. Fine and clear.
26th day 6 a.m. commenced rowing.
Obs. Noon pos. 6.29 N. 39.08 W.
Day ends calm, fine and clear.
Midnight, ceased rowing for day.
Sept 5 Day opens with mod. squally weather, continuous torrential rainfall.
27th day
Raining throughout the day, day ends with mod. W'ly breeze, sea and swell, o'cast, clear.
Sept 6 Day opens with gentle S'ly breeze, slight sea, mod. swell, fine and clear.
28th day Tallied up stores. Apportion same for another 50 days.
Pemmican 11/3 tins per day per 16 men.
Biscuits 2 per day per man.
Horlicks 6 do.
Chocolate 3 do.
Veg. Tabs. 6 do.
I prune or 6 raisins do.
9 ozs. of water do. With 3 ozs extra on rowing days.
I p.m. Fierce N'ly squall quickly developed high precipitous sea and swell. Heavy rainfall. These conditions held until 5 p.m. Kept running before it, a bit worried about the gear. Boat behaved beautifully. We must have made good distance. Day ends calm, fine and clear, heavy N'ly swell.
Sept. 7th Day opens calm, fine and clear, mod. S.E. swell.
29th day 5.30 a.m. commenced rowing.
Obs. Noon pos. 5.56 N. 39.58 W.
2 p.m. sighted large two funnelled vessel 5 or 6 miles to S.E. Used smoke signals. No luck. Day ends with gentle breeze (S.S.E.) mod. sea and swell, fine and clear.
Sept. 8 Day opens with gentle breeze S.S.E. mod. sea and swell, fine and clear.
30th day
6 a.m. commenced rowing.
Obs. Long. 40.31 W. No Latitude.
10 p.m. ceased rowing for day.
Day ends with light S'ly airs, slight sea and swell, o'cast.
Sept 9 3 a.m. Commenced rowing for day.
31st day Day opens with light variable airs, slight sea, o'cast.
Obs. Long 40.56 W. No latitude.
During afternoon I shot a large fish, but shark grabbed him before we had a chance, so goodbye to a good meal. Took revenge by potting one or two sharks, had to give it up as it only attracted many of them around us, they're a depressing sight. Day ends with gentle S.W. breeze, slight sea, mod. swell.
Sept. 10 Day opens with light breeze (S.W.) slight sea, mod. swell, cloudy.
32nd day 6.30 a.m. Commencing rowing for day.
Obs. Noon pos. 5.32 N. 40.27 W.
10 p.m. ceased rowing for day.
Day ends with gentle breeze S.S.E. slight sea and mod. swell.
Sept. 11 Day opens with mod. breeze & seas (S.E. x S.) heavy swell, fine and clear.
33rd day
Obs. Noon Pos. 5.14 N. 40.40 W.
This day we finished our stock of peanuts which we had been doling out at ten per man every other day. Day ends with mod. breeze and rough sea.
Sept. 12 Day opens with gentle breeze (S.S.E.) mod. sea, heavy beam swell.
34th day
Obs Noon Pos. 4.57 N. 40.52 W.
Organised a competition of draughts during the day, two of the chaps having cut out the board on the side bench.
Day ended with mod. breeze (S.E.) high heavy seas and swell, fine and clear. Shipping water.
Sept 13 Day opens with mod. breeze and sea (S.E.) high heavy swell, fine and clear.
8.50 a.m. sighted smoke and topmasts to S.E.
9.10 decided vessel in sight is going to cross our course astern. Stands good chance of seeing us. Am going about to try and head him off. Excitement is running high in the boat.
9.40 Thank God he has seen us, altering course towards us.
10.15 a.m. All safe and well aboard s.s. 'Reedpool', commanded by Capt. W. Downs, who with his crew received and gave us hospitality and care in keeping with the highest traditions of seamen and sea. Captain Downs informs me that his position is 4.18 N. 39.23 W. We have made a S.10 W. course 313 miles. My chronometer error was 41/2 mins wrong, which when corrected gave the boat's position as 7 miles different from the s.s. 'Reedpool'.
(Sgd.) J.F. Fuller,
2nd Mate.
Sept. 20 2.15 a.m. in 8.58 N. 57.34 W. the s.s. 'Reedpool' was torpedoed in the engine room on the starboard side, involving the loss of six of her crew. Capt. Downs being taken prisoner by the enemy. The rest of us, fifty in number set a course in the only remaining lifeboat for Trinidad.
At noon Sept. 21st we were picked up by the two masted schooner 'Millie M. Masher' commanded by Capt. F. Barnes, and bound for Georgetown B.G. where we were eventually landed on September 24th, after a happy and interesting passage in the schooner and the warm care of her master and crew.
(Sgd.) J.F. Fuller,
2nd Mate.
4th day All hands keeping cheerful.
Boat has now tightened up.
Obs. Noon pos. 9.02 N. 37.57 W. CO. S.W.
Day ends calm, fine and clear.
Have put in four hours rowing with four teams of four men, doing twenty minute spells.
Aug. 14. Day opens with light N.E. breeze, slight sea and swell.
5th day Fine and clear.
7 a.m. commenced rowing.
Noon pos. 9.05 N. 38.32 W.
Day ends with us completely becalmed.
Have put in twelve hours rowing.
Aug. 15 7 to 9 a.m. boat completely surrounded by heavy precipitation, but only receive 6th day a few drops ourselves.
Obs. Noon Pos. 8.55 N. 39.00 W.
Day ends calm, fine and clear.
Rowed for twelve hours.
Aug. 16 Day opens with gentle breeze (W.S.W.) Mod. Sea and swell.
7th day Precipitation frequently in sight found chronometer stopped. Restarted.
Obs. Long 39.16 W. No noon Lat. Co. S.S.W.
Day ends with mod. W'ly wind, mod. Sea, confused swell. Must be making a great deal of E'ly leeway.
Aug. 17 Day opens with light E'ly airs. Slight sea and swell, fine and clear.
8th day
Obs. Long. 39.07 W. No noon Lat.
Noon wind freshened from West. Sky completely o'cast with heavy nimbus cloud. Heavy rainfall throughout day and night. Have completely topped up with water, a happy position clearly marked in spirits of crew.
Aug. 18 Day opens with light airs, cloudy and o'cast, mod. Sea and swell. Showers.
9th day
Obs. Noon pos. 8.14 N. 38.54 W.
Day ends with mod. Squally weather. O'cast, rain.
Aug. 19 Co. South.
10th day Wind freshened to strong in early hours. Very rough sea, high confused swell. Squalls fierce at times. Rode them out with jib sail only.
Torrential rain throughout day. All hands thoroughly wet and miserable.
4 p.m. Wind backed quickly to south and eased. Continuous showers.
Aug. 20 Day opens with gentle breeze, mod. Sea, heavy S'ly swell.
11th day o'cast rain. Co. West.
Made all hands thoroughly rub oil into all parts of their bodies.
Obs. Long. 38.02 W. No noon lat.
Day ends with light S'ly breeze, high heavy swell, o'cast.
Aug. 21 Day opens with light S'ly breeze, heavy swell, cloudy and clear.
12th day
Noon pos. Obs 7.31 N. 37.59 W. Co. W.S.W.
Took stock of stores and apportioned rations for another fifty days:- Two biscuits, three pieces chocolate, eight Horlicks tabs. ¾ oz. Pemmican, 9 ozs. of water per day per man.
Day ends with gentle S4ly breeze, slight sea, mod'ly heavy swell.
Aug 22 Day opens with light S'ly breeze, slight sea, mod'ly heavy swell, o'cast,
13th day clear.
Obs. Noon pos. 7.37 N. 38.39 W.
Met with calms all afternoon, took opportunity to repair gear. All hands seem somewhat subdued today.
Day ends with light variable airs. Rain.
Aug. 23 Day opens with light S.W. breeze, slight sea, mod. Swell.
14th day Noon Obs Pos. 7.44 N. 38.00 W.
Day ends with fresh var. winds. Rough sea, high S'ly swell, o'cast clear.
Aug. 24 Day opens with fresh squally S.W. wind, high confused sea, heavy S'ly
15th day swell. Torrential rain.
Obs. Long 37.12 W. No noon Lat.
Day ends with mod. S'ly breeze. Rough sea and heavy swell.
Aug. 25 Day opens with gentle S'ly breeze. Mod. Sea and heavy S'ly swell, fine and
16th day clear.
Obs. Noon pos. 7.29 N. 37.39 W.
6 p.m. Large two funnelled grey passenger vessel sighted approached from south. Have exhibited a number of red flares, but he has turned away and headed south. All hands feel that we must have been observed and will be picked up in the morning.
Aug 26 Midnight - 2 a.m. total eclipse of moon.
17th day Day opens with light airs, slight sea, mod. Swell cloudy and clear.
8 a.m. No sign of vessel of previous night. Spirits of all hands extremely low.
Obs. Long 37.40 W.
Day ends with light airs, slight sea, mod. Swell. Have rowed all day until 8 p.m.
Aug 27 Day opens with light S.W. breeze, slight sea, mod. Heavy swell,
18th day cloudy and clear.
8.30 a.m. commenced rowing for day.
Day ends with fresh squally wind, rough sea and heavy swell. Torrential rain.
Aug 28 Day opens with gentle S.S.W. breeze, mod. Sea and swell.
19th day Obs. Noon Pos. 7.20 N. 37.33 W.
During afternoon passed through patches of extremely confused and then calm sea. Day ends with gently S'ly breeze, slight sea and mod. Swell, fine and clear.
Aug 29 Day opens with light airs, smooth sea, mod. Swell, o'cast clear.
20th day
Obs. Noon pos. 7.14 N. 37.32 W.
Rowed throughout day. Rigged bridle and yolk to rudder to enable helmsman some shelter from sun.
Harris 4th Engineer 27 years old today. Celebrated with tot all round. Day ends with light var. breeze, slight sea, mod. Swell.
Aug 30 Day opens with light S'ly breeze, slight sea, mod'ly heavy swell, fine and
21st day clear.
6 a.m. commenced rowing for day.
Obs. Noon pos. 6.55 N. 37.22 W.
Day ends with light N.W. breeze, mod. Sea and swell, heavily o'cast, continuous rain. Incessant rain throughout night.
Aug 31 Day opens with light breeze, confused sea, mod swell, o'cast, clear.
22nd day
Obs. Noon pos. 6.50 N. 37.27 W.
Rowed all day until 10 p.m. During evening passed through frequent patches of high driving overfalls. Between 8 and 10 p.m. a large whale caused us much concern by his close and persistent curiosity. He kept circling the boat in a most ominous manner, but he eventually sheered off after we had kept up a continuous smacking of the sea with our oars.
Sept. 1 Rowed from 1.30 to 6 a.m.
23rd day Day opens with light S'ly breeze, slight sea, mod. swell, fine and clear.
Obs. Noon Pos. 6.41 N. 37.32 W.
Day ends with gentle S.S.E. breeze, slight sea & swell.
Sept. 2 Day opens with mod. breeze and sea (S.S.E.), heavy swell, fine and clear.
24th day
Obs. Noon Pos. 6.29 N. 38.06 W.
Day closes with light S'ly breeze, slight sea and mod. swell. O'cast, rain.
Sept. 3 Day opens with gentle breeze (S.S.E.) mod. sea and swell. Fine and clear.
25th day
Obs. Noon Pos. 6.34 N. 38.38 W.
Similar weather throughout the day.
Sept. 4 Day opens with light variable airs, slight sea and swell. Fine and clear.
26th day 6 a.m. commenced rowing.
Obs. Noon pos. 6.29 N. 39.08 W.
Day ends calm, fine and clear.
Midnight, ceased rowing for day.
Sept 5 Day opens with mod. squally weather, continuous torrential rainfall.
27th day
Raining throughout the day, day ends with mod. W'ly breeze, sea and swell, o'cast, clear.
Sept 6 Day opens with gentle S'ly breeze, slight sea, mod. swell, fine and clear.
28th day Tallied up stores. Apportion same for another 50 days.
Pemmican 11/3 tins per day per 16 men.
Biscuits 2 per day per man.
Horlicks 6 do.
Chocolate 3 do.
Veg. Tabs. 6 do.
I prune or 6 raisins do.
9 ozs. of water do. With 3 ozs extra on rowing days.
I p.m. Fierce N'ly squall quickly developed high precipitous sea and swell. Heavy rainfall. These conditions held until 5 p.m. Kept running before it, a bit worried about the gear. Boat behaved beautifully. We must have made good distance. Day ends calm, fine and clear, heavy N'ly swell.
Sept. 7th Day opens calm, fine and clear, mod. S.E. swell.
29th day 5.30 a.m. commenced rowing.
Obs. Noon pos. 5.56 N. 39.58 W.
2 p.m. sighted large two funnelled vessel 5 or 6 miles to S.E. Used smoke signals. No luck. Day ends with gentle breeze (S.S.E.) mod. sea and swell, fine and clear.
Sept. 8 Day opens with gentle breeze S.S.E. mod. sea and swell, fine and clear.
30th day
6 a.m. commenced rowing.
Obs. Long. 40.31 W. No Latitude.
10 p.m. ceased rowing for day.
Day ends with light S'ly airs, slight sea and swell, o'cast.
Sept 9 3 a.m. Commenced rowing for day.
31st day Day opens with light variable airs, slight sea, o'cast.
Obs. Long 40.56 W. No latitude.
During afternoon I shot a large fish, but shark grabbed him before we had a chance, so goodbye to a good meal. Took revenge by potting one or two sharks, had to give it up as it only attracted many of them around us, they're a depressing sight. Day ends with gentle S.W. breeze, slight sea, mod. swell.
Sept. 10 Day opens with light breeze (S.W.) slight sea, mod. swell, cloudy.
32nd day 6.30 a.m. Commencing rowing for day.
Obs. Noon pos. 5.32 N. 40.27 W.
10 p.m. ceased rowing for day.
Day ends with gentle breeze S.S.E. slight sea and mod. swell.
Sept. 11 Day opens with mod. breeze & seas (S.E. x S.) heavy swell, fine and clear.
33rd day
Obs. Noon Pos. 5.14 N. 40.40 W.
This day we finished our stock of peanuts which we had been doling out at ten per man every other day. Day ends with mod. breeze and rough sea.
Sept. 12 Day opens with gentle breeze (S.S.E.) mod. sea, heavy beam swell.
34th day
Obs Noon Pos. 4.57 N. 40.52 W.
Organised a competition of draughts during the day, two of the chaps having cut out the board on the side bench.
Day ended with mod. breeze (S.E.) high heavy seas and swell, fine and clear. Shipping water.
Sept 13 Day opens with mod. breeze and sea (S.E.) high heavy swell, fine and clear.
8.50 a.m. sighted smoke and topmasts to S.E.
9.10 decided vessel in sight is going to cross our course astern. Stands good chance of seeing us. Am going about to try and head him off. Excitement is running high in the boat.
9.40 Thank God he has seen us, altering course towards us.
10.15 a.m. All safe and well aboard s.s. 'Reedpool', commanded by Capt. W. Downs, who with his crew received and gave us hospitality and care in keeping with the highest traditions of seamen and sea. Captain Downs informs me that his position is 4.18 N. 39.23 W. We have made a S.10 W. course 313 miles. My chronometer error was 41/2 mins wrong, which when corrected gave the boat's position as 7 miles different from the s.s. 'Reedpool'.
(Sgd.) J.F. Fuller,
2nd Mate.
Sept. 20 2.15 a.m. in 8.58 N. 57.34 W. the s.s. 'Reedpool' was torpedoed in the engine room on the starboard side, involving the loss of six of her crew. Capt. Downs being taken prisoner by the enemy. The rest of us, fifty in number set a course in the only remaining lifeboat for Trinidad.
At noon Sept. 21st we were picked up by the two masted schooner 'Millie M. Masher' commanded by Capt. F. Barnes, and bound for Georgetown B.G. where we were eventually landed on September 24th, after a happy and interesting passage in the schooner and the warm care of her master and crew.
(Sgd.) J.F. Fuller,
2nd Mate.
THE LOSS OF THE 'MEDON'. Events of No. 4 Boat.
9th August, 1942.
Just 'another day'. Ship routine as usual, with light breeze, slight sea, fine and clear. No moon at night, zigzagging on No. 12 by day, ceasing at darkness, speed about 10 knots. Good sun positions obtained.
1Oth Monday.
Was awakened at 03.45 a.m. by terrific crash, thought at first a major tragedy had happened to the engines, dressed hurriedly and reported for duty, worse fears confirmed, torpedo had stuck vessel on the starboard side in the way of No. 5 hold. Deck at No. 3 all buckled in furrows, considerable agitation, engines disabled, received orders from Master, S.R. Evans to lower lifeboats. This was successfully carried out; Master in charge of No. 1 boat, Chief Officer in charge of No. 2 Boat, 2nd Officer No. 3 and myself No. 4. By chance my boat was last to leave the vessel which was settling by the stern. Rowing away in absolute darkness we heard a cry from the stern of the 'Medon', we turned back and hung around the stern. I did not think it necessary to return alongside, and by encouragement, bullying, faithful promises to pick him up, (we were about ten yards away), we persuaded this man to jump, and we were able to 'land' him and row in the direction of the other boats. I mentioned this incident in full, firstly to commend this man's gallantry, and secondly to explain how and why the ships doctor transferred from the 2nd Officer's boat to mine. This man, George Moorby, soldier gunner, was to my knowledge the only casualty of the crew, his left upper leg was broken by the force of the explosion and some portion of the falling accommodation struck him a severe blow on the head. It is small wonder that he needed such lusty encouragement to climb the taffrail and jump into the sea where we believed sharks to be. We laid him as comfortable as possible, I attended his forehead with Accra Flarine and seawater, and we rowed from the 'Medon'. We hailed the other boats and ascertained the occupants were all without injuries. As far as I am able to recall the count, the men were distributed as follows. Master's boat; 15 man, Chief Officer's boat 13 men; 2nd Officer's 17 men, and my boat 19 men, making a correct total of 64 man. A list of the names of my men will be found at the end of this log.
By this time (approx.) 5.45 a.m. dawn ha broken and we observed the 'Medon' well down by the stern about a mile away. The 2nd Officer's boat was seen rowing back to her, and, as I wished to obtain the doctor's advice about our casualty, we rowed back also, for at that time the doctor was in the 2nd Officer's boat. As we neared the 'Medon' on the port side, we saw the crew of the 2nd Officer's boat, board and commence to lower additional stores, water, etc. into the boat. Several of my crew followed their example, meanwhile our boats were together and upon inspection of our sick man, the doctor decided to transfer himself, his bag and personal stores to my boat. This was carried out successfully and both crews, with the exception of the 2nd Officer, Senior operator, and Gunlayer, lowered the rafts and then re-boarded their respective boats and proceeded to the stern of the vessel, whereupon the 2nd Officer's boat was made fast with a painter. The 2nd Officer and the senior Gunlayer went to the poop and loaded our 4" gun, whilst the operator returned to the radio room to destroy his confidential papers and attend his radio. The 2nd Officer then requested the 4th engineer who was in my boat, to return on board and make a further inspection of the vessel's engines and machinery space, this he did, although it was known to my boat's crew at least, that the main engines were disabled as the lubricating pipes had been shattered by the force of the initial explosion. The oil pressure having failed the govenor had operated and immediately stopped the engine. This information was offered by the second engineer who went down the engine room after the explosion and together with the 3rd Engineer made a hasty five minutes survey before retiring to their boats. At this time the operator had returned to the after part of the vessel, the Gunlayer had returned to the 2nd Officer's boat and the 2nd Officer had left his position by the gun, as we were still settling slightly.
The submarine then surfaced to starboard about a mile away and immediately opened fire with two guns. We hung around about 8 yards astern of the 2nd Officer's boat, they cast off from the stern of the 'Medon' and the 2nd Officer, senior operator and 4th engineer who preferred not to jump as we all shouted them to do, lowered the poop motor boat and rowed clear of the vessel. All boats then rowed lustily away from the 'Medon' as shells were falling fast. One gun had the range of the target perfectly and shells were observed to be hitting the bridge and foredeck whilst the other gun was short and over the target alternatively.
We were about 2 miles away at this time, and the submarine which was a large ocean going 800 to 1000 tons job, ceased fire and proceeded round the bow of the 'Medon' and fired another torpedo at her point blank range, which must have passed under the bow of her as she at that time could only be 'drawing' about 4 feet of water forward. A few minutes later yet another torpedo was fired which struck the target about No. 2 hatch and sending heavy spray in all directions mast high. The submarine then came round the stern of the target and retreated to safe distance whilst the 'Medon' with now her forward buoyancy destroyed began to settle by the stern. She sank proudly at about 8.00 a.m. having taken 3 torpedoes and about 15 shells to sink her.
The submarine then submerged without delay, we could not make out any lettering on her hull, and she definitely did not have her colours flying. We hoisted sail as did the other boats, the motor boat was, I believe, deserted, and the 2nd Officer, senior operator and 4th engineer transferred themselves to No. 3 their proper boat. All four boats then proceeded on a S.W. course from Lat. 9 degrees North 35 West, which was to the best of my knowledge the position of the loss of the 'Medon'. We kept together quite well until darkness, when it became obvious to me that short of mooring the boats together, which would have been dangerous on account of the sea and swell running, we were bound to separate. Prior to setting this course we were able to board and obtain the stores and water from two of the rafts which were floating nearby. That evening we steered a S.W. course, with wind W.N.W. gentle breeze, slight sea, long low swell. Had our first meal in the boats before darkness, decided upon a ration of 2 ozs. water per man per meal with 3 meals a day, these rations were adhered to throughout our sojourn in the boats, for in addition to the new M.O.W.T. requirements in the way of chocolate, pemmican, prunes, raisins, peanuts and biscuits, we were supplemented by a good quantity of tinned foods the doctor had brought to take home to eke out the rations there. All hands were quite cheerful by nightfall, we had a sing song and then bedded down after fixing watches.
11th Tuesday.
Dawn breaks with gentle S.S.W. breeze, slight sea, long low swell cloudy with occasional light showers, speed estimated 2 knots, course now NW. No attempt at any orthodox navigation, possess neither chronometer, almanac or tables. Contented myself with an altitude of Polaris and checked the boat compass with same star, compass quite satisfactory but unsteady on account of swell. At 10.00 a.m. had a heavy shower, we were able to conserve half a bucket of water.
12th Wednesday.
Dawn breaks with wind very light and uneasy in direction, we are close-hauled and jumped from one tack to another, attempting westerly advance, sun quite hot, rigged boat cover as awning, course West, estimated speed ½ knot.
13th Thursday.
Dead calm today, smooth water, slight swell, had a little rowing exercise before sun climbed too high. Later overcast with settled stratus and no sign of wind anywhere.
14th Friday.
Continued absolute dead calm at night and also at time of writing - 6.00 a.m. Commenced rowing, but soon desisted for sun is climbing now and promises to sap all the moisture from our bodies. Later, and has it been a hot day! All hands under the awning except for the lookout and wishing heartily for sundown. I passed around twice today, a spoonful of butter to each man. It will be quite effective, I think, to prevent mouths and tongues from becoming sore. 'Moorby', the sick man is quite comfortable, he has always been allowed a double ration of water, and at mealtimes we put a little 'Ideal Milk' in his water ration. The doctor confesses that he is a little uneasy about complications of his wounds, but reassures me that at present, he is 'well as can be expected'. Tonight we shall do a little rowing when it gets cool. If I could only row into the N.E. Trades.
15th Saturday.
Well last night we commenced rowing, but the splash of the oars attracted the unwelcome attentions of a school of porpoises, so we had to inboard oars again. Why they should choose our little boat to careen themselves is beyond me, and we all resented it. However, they soon depart and we had a little sing song and harmonised beautifully with the 'Volga Boatmen' in lieu of the actual rowing. Today we have again silly puffs of N. E. winds that hardly ripple the surface of the sea, and light fleecy cumulus with no promise of wind or rain in them. I made myself a drift line with carpet thread and a small piece of sheet lead, veered out from the boat it proved that we are indeed drifting westwards but how fast I do not know. Dare I hope for 1 knot? How I wish for chronometer and tables. My sextant is in good trim, an altitude of Polaris this morning shows me that we have more or less maintained our latitude, perhaps made a little northing. Sun set looking very dry and parched, with no sirrus clouds at all.
16th Sunday.
Had a small shower this morning about 3.00 a.m. all hands stripped to absorb into their bodies as much water as possible. We saved half a bucket of water and made about four miles westing until the clouds past over, then down dropped the wind again and we lay becalmed all day whilst the men grew a little irritable with each other on account of the heat. Had another shower just before sunset but with little wind. We all had a good drink of it, but the water turned pink. The dye of the red sail is not fast enough and washes out into our boat cover. I hardly think it will affect us, but can't help but wonder why a good fast dye is not used for this purpose, as the pink water has an unpleasant metallic taste. Sun sets looking very watery with darker and heavier clouds, this must be Doldrum weather. Later in the evening the sky becomes overcast and we started slipping along before a moderate N.E. breeze, course N.W. speed about 4 ½ knots. Give me 8 or 10 days of this and I shall almost (for I am not sure of my westing) guarantee the coast.
17th Monday.
Well at 2.00 a.m. the wind, sea and rain dropped, especially the latter. We saved about 6 gallons, had a raft tank, two buckets, and a breaker topped up. Very chilly after the day and not a dry stitch of clothing amongst us. All hands bar the helmsman and the 'Bailers Out' attempt to take shelter from the force of the tropical rain. At daybreak the rain ceased and we hung out our shirts and gear awaiting the sun. A little whisky all round cheered us up somewhat. Dawn and dusk had been laid down as the most important time for lookout, but I am afraid most of us were concerned more in our chilly wet and miserable selves. But 'Hammond', Naval Gunner, had his eyes around the horizon and won without doubt the prize of 14 bottles of beer which we had agreed upon to pay the first man that sighted anything. He sighted the mast of this splendid ship upon which I am now typing this. I altered course and ran before the wind in the direction of this ship, dropped a smoke float which showed up wonderfully in the rising sun, our jib was lowered and the yellow flag run up and blest be to Heaven this noble ship altered course and came towards us. She swept past at speed, seamanlike and very wary of a trap, and we were happy to see the Norwegian Flag flying proudly at her gaff.
They saw, I suppose, what a bunch of dirty, bearded and bedraggled wretches we were, and came round again. We shouted 'Stretcher' at the first passing and as we came alongside this was already over the side and we were able to get our sick man heaved aboard and then scrambled up ourselves.
I wish now to commend the admirable seamanship displayed by Captain Krafft, his officers and men of the Norwegian Motor Ship 'Tamerlane', which saved us. This vessel was under way and our boat was hoisted aboard before I had regained my breath. Everything possible was done for us and still is.
First class and beautiful accommodation provided, dry clothes, excellent food, and cheerful and laughing goodwill abound wherever we wander on this ship. We can never repay such spontaneous kindness which we, one and all are freely given. Surely God will protect this magnificent and beautiful ship from the perils of war and sea, and keep her from the fate which overtook our vessel.
I also know that we shall always mention the name of 'Tamerlane' whenever we wish to cite the example of mercy, kindness and help, which is given to those in distress upon the high seas, surely no finer example could be cited.
I informed Captain Krafft of the other three boats of the 'Medon' but could give him no idea of their position beyond the fact that they were making for the coast as we were. I only hope that God protects them and they receive the kindness and comfort that we did. They could never wish for more.
We were rescued in Lat. 9-21 North and Long. 38-51 West, and had sailed approx :- 232 miles course W*N. in 7 days. We still had 700 odd miles between us and the coast. Would we ever have done it?
(Sgd.) E. G. Painter,
3rd Mate,
Ex 'Medon'.
LIST OF SURVIVORS OF NO. 4 BOAT OF THE BRITISH MOTOR SHIP 'MEDON'.
Just 'another day'. Ship routine as usual, with light breeze, slight sea, fine and clear. No moon at night, zigzagging on No. 12 by day, ceasing at darkness, speed about 10 knots. Good sun positions obtained.
1Oth Monday.
Was awakened at 03.45 a.m. by terrific crash, thought at first a major tragedy had happened to the engines, dressed hurriedly and reported for duty, worse fears confirmed, torpedo had stuck vessel on the starboard side in the way of No. 5 hold. Deck at No. 3 all buckled in furrows, considerable agitation, engines disabled, received orders from Master, S.R. Evans to lower lifeboats. This was successfully carried out; Master in charge of No. 1 boat, Chief Officer in charge of No. 2 Boat, 2nd Officer No. 3 and myself No. 4. By chance my boat was last to leave the vessel which was settling by the stern. Rowing away in absolute darkness we heard a cry from the stern of the 'Medon', we turned back and hung around the stern. I did not think it necessary to return alongside, and by encouragement, bullying, faithful promises to pick him up, (we were about ten yards away), we persuaded this man to jump, and we were able to 'land' him and row in the direction of the other boats. I mentioned this incident in full, firstly to commend this man's gallantry, and secondly to explain how and why the ships doctor transferred from the 2nd Officer's boat to mine. This man, George Moorby, soldier gunner, was to my knowledge the only casualty of the crew, his left upper leg was broken by the force of the explosion and some portion of the falling accommodation struck him a severe blow on the head. It is small wonder that he needed such lusty encouragement to climb the taffrail and jump into the sea where we believed sharks to be. We laid him as comfortable as possible, I attended his forehead with Accra Flarine and seawater, and we rowed from the 'Medon'. We hailed the other boats and ascertained the occupants were all without injuries. As far as I am able to recall the count, the men were distributed as follows. Master's boat; 15 man, Chief Officer's boat 13 men; 2nd Officer's 17 men, and my boat 19 men, making a correct total of 64 man. A list of the names of my men will be found at the end of this log.
By this time (approx.) 5.45 a.m. dawn ha broken and we observed the 'Medon' well down by the stern about a mile away. The 2nd Officer's boat was seen rowing back to her, and, as I wished to obtain the doctor's advice about our casualty, we rowed back also, for at that time the doctor was in the 2nd Officer's boat. As we neared the 'Medon' on the port side, we saw the crew of the 2nd Officer's boat, board and commence to lower additional stores, water, etc. into the boat. Several of my crew followed their example, meanwhile our boats were together and upon inspection of our sick man, the doctor decided to transfer himself, his bag and personal stores to my boat. This was carried out successfully and both crews, with the exception of the 2nd Officer, Senior operator, and Gunlayer, lowered the rafts and then re-boarded their respective boats and proceeded to the stern of the vessel, whereupon the 2nd Officer's boat was made fast with a painter. The 2nd Officer and the senior Gunlayer went to the poop and loaded our 4" gun, whilst the operator returned to the radio room to destroy his confidential papers and attend his radio. The 2nd Officer then requested the 4th engineer who was in my boat, to return on board and make a further inspection of the vessel's engines and machinery space, this he did, although it was known to my boat's crew at least, that the main engines were disabled as the lubricating pipes had been shattered by the force of the initial explosion. The oil pressure having failed the govenor had operated and immediately stopped the engine. This information was offered by the second engineer who went down the engine room after the explosion and together with the 3rd Engineer made a hasty five minutes survey before retiring to their boats. At this time the operator had returned to the after part of the vessel, the Gunlayer had returned to the 2nd Officer's boat and the 2nd Officer had left his position by the gun, as we were still settling slightly.
The submarine then surfaced to starboard about a mile away and immediately opened fire with two guns. We hung around about 8 yards astern of the 2nd Officer's boat, they cast off from the stern of the 'Medon' and the 2nd Officer, senior operator and 4th engineer who preferred not to jump as we all shouted them to do, lowered the poop motor boat and rowed clear of the vessel. All boats then rowed lustily away from the 'Medon' as shells were falling fast. One gun had the range of the target perfectly and shells were observed to be hitting the bridge and foredeck whilst the other gun was short and over the target alternatively.
We were about 2 miles away at this time, and the submarine which was a large ocean going 800 to 1000 tons job, ceased fire and proceeded round the bow of the 'Medon' and fired another torpedo at her point blank range, which must have passed under the bow of her as she at that time could only be 'drawing' about 4 feet of water forward. A few minutes later yet another torpedo was fired which struck the target about No. 2 hatch and sending heavy spray in all directions mast high. The submarine then came round the stern of the target and retreated to safe distance whilst the 'Medon' with now her forward buoyancy destroyed began to settle by the stern. She sank proudly at about 8.00 a.m. having taken 3 torpedoes and about 15 shells to sink her.
The submarine then submerged without delay, we could not make out any lettering on her hull, and she definitely did not have her colours flying. We hoisted sail as did the other boats, the motor boat was, I believe, deserted, and the 2nd Officer, senior operator and 4th engineer transferred themselves to No. 3 their proper boat. All four boats then proceeded on a S.W. course from Lat. 9 degrees North 35 West, which was to the best of my knowledge the position of the loss of the 'Medon'. We kept together quite well until darkness, when it became obvious to me that short of mooring the boats together, which would have been dangerous on account of the sea and swell running, we were bound to separate. Prior to setting this course we were able to board and obtain the stores and water from two of the rafts which were floating nearby. That evening we steered a S.W. course, with wind W.N.W. gentle breeze, slight sea, long low swell. Had our first meal in the boats before darkness, decided upon a ration of 2 ozs. water per man per meal with 3 meals a day, these rations were adhered to throughout our sojourn in the boats, for in addition to the new M.O.W.T. requirements in the way of chocolate, pemmican, prunes, raisins, peanuts and biscuits, we were supplemented by a good quantity of tinned foods the doctor had brought to take home to eke out the rations there. All hands were quite cheerful by nightfall, we had a sing song and then bedded down after fixing watches.
11th Tuesday.
Dawn breaks with gentle S.S.W. breeze, slight sea, long low swell cloudy with occasional light showers, speed estimated 2 knots, course now NW. No attempt at any orthodox navigation, possess neither chronometer, almanac or tables. Contented myself with an altitude of Polaris and checked the boat compass with same star, compass quite satisfactory but unsteady on account of swell. At 10.00 a.m. had a heavy shower, we were able to conserve half a bucket of water.
12th Wednesday.
Dawn breaks with wind very light and uneasy in direction, we are close-hauled and jumped from one tack to another, attempting westerly advance, sun quite hot, rigged boat cover as awning, course West, estimated speed ½ knot.
13th Thursday.
Dead calm today, smooth water, slight swell, had a little rowing exercise before sun climbed too high. Later overcast with settled stratus and no sign of wind anywhere.
14th Friday.
Continued absolute dead calm at night and also at time of writing - 6.00 a.m. Commenced rowing, but soon desisted for sun is climbing now and promises to sap all the moisture from our bodies. Later, and has it been a hot day! All hands under the awning except for the lookout and wishing heartily for sundown. I passed around twice today, a spoonful of butter to each man. It will be quite effective, I think, to prevent mouths and tongues from becoming sore. 'Moorby', the sick man is quite comfortable, he has always been allowed a double ration of water, and at mealtimes we put a little 'Ideal Milk' in his water ration. The doctor confesses that he is a little uneasy about complications of his wounds, but reassures me that at present, he is 'well as can be expected'. Tonight we shall do a little rowing when it gets cool. If I could only row into the N.E. Trades.
15th Saturday.
Well last night we commenced rowing, but the splash of the oars attracted the unwelcome attentions of a school of porpoises, so we had to inboard oars again. Why they should choose our little boat to careen themselves is beyond me, and we all resented it. However, they soon depart and we had a little sing song and harmonised beautifully with the 'Volga Boatmen' in lieu of the actual rowing. Today we have again silly puffs of N. E. winds that hardly ripple the surface of the sea, and light fleecy cumulus with no promise of wind or rain in them. I made myself a drift line with carpet thread and a small piece of sheet lead, veered out from the boat it proved that we are indeed drifting westwards but how fast I do not know. Dare I hope for 1 knot? How I wish for chronometer and tables. My sextant is in good trim, an altitude of Polaris this morning shows me that we have more or less maintained our latitude, perhaps made a little northing. Sun set looking very dry and parched, with no sirrus clouds at all.
16th Sunday.
Had a small shower this morning about 3.00 a.m. all hands stripped to absorb into their bodies as much water as possible. We saved half a bucket of water and made about four miles westing until the clouds past over, then down dropped the wind again and we lay becalmed all day whilst the men grew a little irritable with each other on account of the heat. Had another shower just before sunset but with little wind. We all had a good drink of it, but the water turned pink. The dye of the red sail is not fast enough and washes out into our boat cover. I hardly think it will affect us, but can't help but wonder why a good fast dye is not used for this purpose, as the pink water has an unpleasant metallic taste. Sun sets looking very watery with darker and heavier clouds, this must be Doldrum weather. Later in the evening the sky becomes overcast and we started slipping along before a moderate N.E. breeze, course N.W. speed about 4 ½ knots. Give me 8 or 10 days of this and I shall almost (for I am not sure of my westing) guarantee the coast.
17th Monday.
Well at 2.00 a.m. the wind, sea and rain dropped, especially the latter. We saved about 6 gallons, had a raft tank, two buckets, and a breaker topped up. Very chilly after the day and not a dry stitch of clothing amongst us. All hands bar the helmsman and the 'Bailers Out' attempt to take shelter from the force of the tropical rain. At daybreak the rain ceased and we hung out our shirts and gear awaiting the sun. A little whisky all round cheered us up somewhat. Dawn and dusk had been laid down as the most important time for lookout, but I am afraid most of us were concerned more in our chilly wet and miserable selves. But 'Hammond', Naval Gunner, had his eyes around the horizon and won without doubt the prize of 14 bottles of beer which we had agreed upon to pay the first man that sighted anything. He sighted the mast of this splendid ship upon which I am now typing this. I altered course and ran before the wind in the direction of this ship, dropped a smoke float which showed up wonderfully in the rising sun, our jib was lowered and the yellow flag run up and blest be to Heaven this noble ship altered course and came towards us. She swept past at speed, seamanlike and very wary of a trap, and we were happy to see the Norwegian Flag flying proudly at her gaff.
They saw, I suppose, what a bunch of dirty, bearded and bedraggled wretches we were, and came round again. We shouted 'Stretcher' at the first passing and as we came alongside this was already over the side and we were able to get our sick man heaved aboard and then scrambled up ourselves.
I wish now to commend the admirable seamanship displayed by Captain Krafft, his officers and men of the Norwegian Motor Ship 'Tamerlane', which saved us. This vessel was under way and our boat was hoisted aboard before I had regained my breath. Everything possible was done for us and still is.
First class and beautiful accommodation provided, dry clothes, excellent food, and cheerful and laughing goodwill abound wherever we wander on this ship. We can never repay such spontaneous kindness which we, one and all are freely given. Surely God will protect this magnificent and beautiful ship from the perils of war and sea, and keep her from the fate which overtook our vessel.
I also know that we shall always mention the name of 'Tamerlane' whenever we wish to cite the example of mercy, kindness and help, which is given to those in distress upon the high seas, surely no finer example could be cited.
I informed Captain Krafft of the other three boats of the 'Medon' but could give him no idea of their position beyond the fact that they were making for the coast as we were. I only hope that God protects them and they receive the kindness and comfort that we did. They could never wish for more.
We were rescued in Lat. 9-21 North and Long. 38-51 West, and had sailed approx :- 232 miles course W*N. in 7 days. We still had 700 odd miles between us and the coast. Would we ever have done it?
(Sgd.) E. G. Painter,
3rd Mate,
Ex 'Medon'.
LIST OF SURVIVORS OF NO. 4 BOAT OF THE BRITISH MOTOR SHIP 'MEDON'.
| Name | Age | Nationality | Rank |
| E.G. Painter | 27 | British | 3rd Officer |
| R.W. Pierpoint | 46 | British | 2nd Engineer |
| K. Neuman | 28 | Czech-Slovak | Ship's Doctor |
| R.C. Parker | 22 | British | 5th Engineer |
| D.I. Kidd | 17 | British | Midshipman |
| J. M. Scott | 24 | British | 2nd Steward |
| G.H. Moorby | 32 | British | Soldier Gunner |
| H.G. Boyd | 30 | British | Naval Gunner |
| F.C. Hammond | 36 | British | Naval Gunner |
| F.E. Jefferson | 21 | British | A.B. |
| G.H. White | 26 | British | A.B. |
| E. Hughes | 22 | British | A.B. |
| R.J. Griffiths | 21 | British | A.B. |
| B. Davies | 20 | British | O.S. |
| Wong Sam | 42 | Chinese | Greaser |
| Tam Fook | 39 | Chinese | Steward Boy |
| Pan Ling | 21 | Chinese | Pantry Boy |
| Kum Hung | 30 | Chinese | Galley Boy |
| Ling Wing | 28 | Chinese | Greaser |
POINTS NOTED.
Stays or shrouds in lifeboats should be of 3/8th or suitable size wire, with eyes and long lizards to set them tight - rope shrouds soon fray and 'weather'. Spare sail halyards should be carried.
Sails should be dyed with a fast red dye.
Twine placed in boats for repairing sails should be in a ball and not a skein, and it should be 'prepared', i.e. waxed for use, so as to prevent rotting in boats prior to needing it.
Provisions. The new M.O.W.T. provisions are very satisfactory. Biscuits will be found less hard for sore mouths and tongues if they are opened overnight before eating as they absorb in this way, a little moisture from the air and become slightly softer. Prune and raisins are good but if the water can be spared, cover a quantity with water, add a tot of rum or whisky and allow to soak overnight. They taste delicious next morning.
First Aid Boxes should be absolutely watertight and should contain a small quantity of laxative tablets of the type which does not induce thirst.
(Sgd.) E.G.Painter,
3rd Officer,
ex 'Medon'.
Sails should be dyed with a fast red dye.
Twine placed in boats for repairing sails should be in a ball and not a skein, and it should be 'prepared', i.e. waxed for use, so as to prevent rotting in boats prior to needing it.
Provisions. The new M.O.W.T. provisions are very satisfactory. Biscuits will be found less hard for sore mouths and tongues if they are opened overnight before eating as they absorb in this way, a little moisture from the air and become slightly softer. Prune and raisins are good but if the water can be spared, cover a quantity with water, add a tot of rum or whisky and allow to soak overnight. They taste delicious next morning.
First Aid Boxes should be absolutely watertight and should contain a small quantity of laxative tablets of the type which does not induce thirst.
(Sgd.) E.G.Painter,
3rd Officer,
ex 'Medon'.
REPORT BY MIDSHIPMAN R. P. FARQUHAR.
M. V. 'MEDON'.
Torpedoed 3.50 a.m. 10th August, 1942
M. V. 'MEDON'.
Torpedoed 3.50 a.m. 10th August, 1942
1. Report of Sinking.
2. Lifeboat trip.
3. Observations on Lifeboat trip.
2. Lifeboat trip.
3. Observations on Lifeboat trip.
-----------------------
1. Torpedoed 3.50 a.m. Engines stopped by explosion. At first some doubt as to what had happened as the noise amidships was not great. Aft, however, the wooden bulkheads were knocked down by the explosion. All four lifeboats lowered and got away without incident. Calm sea and moderate swell. Mate's boat, No. 2 came round to all boats and gave orders to stand by till daylight as the ship did not appear to be going down further, although she was down at the stern.
At about 6 a.m. - daylight - No.3 boat under the 2nd Mate rowed up to the ship and boarded her to pass down stores, water, navigation instruments, rifle and ammunition and the Aldis lamp. Carpenter sounded ship, found No. 5 hatch full, otherwise she was making no water. Gunlayer went aboard and loaded gun. No.4 boat (3rdMate) came up alongside and No. 1 Radio Officer went aboard to send a second distress call as he did not think the first got away. Nos. 3 and 4 boats astern of ship made fast to after end of poop. Men in boats wanting to leave ship as they feared the submarine would return to finish her. Nos. 1 and 2 lifeboats astern of ship 2-3 miles. Sub. Sighted on surface heading towards the ship on the ship's starboard quarter. He immediately opened fire, the shells passing over the boats, 3 and 4 on the ship's port quarter. 1st W/O., 2nd Mate and 4th Engineer still on poop of the ship. Some confusion and 3 and 4 boats pulled away from ship. Submarine stopped shelling as he must have seen boats near the ship. Men on the poop got away in ship's motor boat, and later joined No. 3 boat. Submarine resumed shelling, hitting starboard side of bridge and starboard side forward of bridge. Submarine now within a few hundred yards of ship - shooting very poor, shells ricocheting over ship from point blank range. Some of the men identified the submarine as Halian. Submarine passed ahead of ship and round to port side. A second torpedo hit the engine room. The 'Medon' broke amidships and went down rapidly, with auxiliaries exhaust still coming from funnel.
2. No. 3 Lifeboat. When the ship had gone down Nos. 1, 2 and 4 boats were ahead of No. 3 boat about 3 miles. No. 3 attempted to make contact with other boats but could not and in the afternoon took up a S. Westerly course that being the direction of the nearest land about 800 miles away. Nos. 1, 2 and 4 boats were last seen in company making a N. Westerly course.
Rations were served out. Boat leaking badly as the seams had not yet taken up. Watches at tiller and baling arranged.
The following morning the forward canopy was rigged, also the fore and aft weather screen. Weather squally with heavy rain. 2nd Mate now hors de combat, apparently suffering from seasickness.
After 3 days steering a S.W. course with adverse winds or none at all, 2nd Mate was able to take control again. No headway had been made. It was seen from the chart that land was approximately 800 miles S.W. The first 200 miles were light variable winds and then there would be westerly currents and N.E. Trades to make landfall somewhere north of the Amazon. Before land was made we should be in the coastal shipping routes. This course was agreed to in preference to the alternative of going eastward to hit the shipping routes and W. Africa coast or N. W. to enter the shipping routes in the hope of being picked up.
Rations were checked up. There were stores and water from a motorboat and raft, also additional water taken in buckets from the ship - about70 gallons in all. The official stores and water were rationed to last 50 days. There was also a 7lbs. Tin of jam, syrup, some condensed milk and corned beef to last about a fortnight as supplementary rations.
Watches were taken at the tiller by 2nd Mate, 1st Electrician, 1st W/O and Stretch A.B.
For a week following this there was no rain and the water ration was lowered. There was little wind except from the S.W. ahead. It was decided to row when possible as the boat was drifting N.E. There was a rain squall and those continued at intervals throughout the trip. Rowing watches were now arranged. The crew - 16 - was divided into 4 watches of 4 men each, each watch taking a spell of 20 minutes at the oars. An awning was made of the boat cover and then transferred to breakers.
On days when rowing was necessary the 4th Engineer, Midshipman, deck Boy and latterly Gunlaver took watches at the tiller during daylight.
After a fortnight our position was about 200 miles N.E. of the starting point, steering S.W. all the time. There was much heavy tropical rain, sometimes lasting 24 hours at a time. After being in the boat about a month we began to enter regular S. Westerly currents and the wind was favourable. At the time of being picked up we had begun to make 30-40 miles a day in the right direction.
On the 16th day in the boat a large 2-funnelled ship was sighted just before sunset about 8 miles away on the port beam. She was heading in our direction and came within 6 miles of the boat. Flares and smoke-floats were used, as by now it was dusk. The yellow distress flag was lashed to the mast. However, the ship came no nearer. The probability is that she saw us but was not willing to pick us up in the half light. We thought she might stay in the vicinity until morning but there was no sign of her when daylight came. On the 29th day another ship was sighted at about 2 in the afternoon on the port beam about 7 miles away. We failed to attract attention and she was out of sight in about 10 minutes.
On the 35th day in the boat, making a S-Westerly course in moderate swell with a fair breeze, we sighted smoke on the port bow. As it came nearer we altered course to cut across her bows as she appeared to be making very slow progress. No. 1 W/O used the Aldis lamp as a helio as the accumulator had expired. We sailed up to the ship, she manoeuvred to give us a lee and we went aboard. There was some difficulty going alongside as the swell was heavy for boat work.
The ship was the S.S. 'Reedpool' of Ropners. We were all treated exceptionally well on board. At first we were unable to walk but after a week of 'hard tack' we could move about without much difficulty, though we were still very weak.
A week later the 'Reedpool' was torpedoed. After a day and a half in the boat, we were picked up by a West Indian inter-island trading schooner and taken to Georgetown, B.G.
3. Observations of Lifeboat Trip.
As all four boats got safely away from the 'Medon' there were only 16 or 17 men per boat. No. 3 proved to be a very good seaboat. We found that though we could keep the boat's head within 10 of the wind, we could make no headway nearer than 90) to the wind. Some sort of keel or lee-board would have improved this.
The forward Canopy helped a great deal to keep the boat dry. The fore and aft weather sheet was also used to advantage.
The semi-rotary baling pump was not much use as suction was poor and it was continually becoming clogged with rubbish.
The allowance of one blanket per man was just sufficient for equatorial boat-sailing. Though only 9° N. it was very cold at night and during rain. One can never take too many garments into a lifeboat.
Rations. The concentrated rations, Horlicks, chocolate, biscuit, pemmican and vitamins were rationed to give each man about 0.5 lb. Of food a week. All hands were in good physical health, apart from weakness and several were able to climb a 20' ladder up the side of the 'Reedpool' unaided. Some men suffered from constipation. A purgative would have been useful.
Water was never a difficulty as there were frequent heavy rainstorms.
Water breakers (wooden) had to be made fast on the lower thwarts as on the bottom of the boat they would have absorbed sea water.
It was found that by concentrating the stores in the after end of the boat more men could live in the forward canopy without putting the boat down by the head.
There was always plenty of fish followed the boat which would have helped the rations a lot had we had fish hooks and lines. We tried to catch flying fish at night with a lantern but the lantern was blown out by wind.
The boat cover was used as an awning in daytime. A few stanchions would have been useful in holding this up. It was also used as a blanket and to catch water during rain. The boat cover was rotten and towards the end of the trip was not of so much value.
Sails. With the wind on the quarter we could make 30-40 miles a day through the water. Anywhere forward of the beam progress was good at 10 miles per day.
A bowsprite was made from an oar and helped to keep the jib full and make the boat easier to handle in favourable conditions. A second mainsail and jib could have been used to advantage.
The sails dyed red were easily seen by the ship which picked us up in daytime. We saw one ship at dusk which failed to see us. I think it would help if one sail were white as it could be more easily seen in poor visibility.
Smoke floats were used but did not seem effective. Flares have a good light. Wewere told by the crew of 'Reedpool' that the yellow flag was very efficient.
Massage oil was used in rain and helped to keep warm and keep circulation going.
B. of T. Weather Suits. All hands had one. At first they were useful but are far too flimsy to last long.
Discipline was well kept by the 2nd Mate. Though sometimes suffering from depression all hands on the whole remarkably cheerful.
Chinese. There were four Chinese in the boat. During the action they gave no help. For some time after they were uncooperative but later began to pull their weight with the rest.
At about 6 a.m. - daylight - No.3 boat under the 2nd Mate rowed up to the ship and boarded her to pass down stores, water, navigation instruments, rifle and ammunition and the Aldis lamp. Carpenter sounded ship, found No. 5 hatch full, otherwise she was making no water. Gunlayer went aboard and loaded gun. No.4 boat (3rdMate) came up alongside and No. 1 Radio Officer went aboard to send a second distress call as he did not think the first got away. Nos. 3 and 4 boats astern of ship made fast to after end of poop. Men in boats wanting to leave ship as they feared the submarine would return to finish her. Nos. 1 and 2 lifeboats astern of ship 2-3 miles. Sub. Sighted on surface heading towards the ship on the ship's starboard quarter. He immediately opened fire, the shells passing over the boats, 3 and 4 on the ship's port quarter. 1st W/O., 2nd Mate and 4th Engineer still on poop of the ship. Some confusion and 3 and 4 boats pulled away from ship. Submarine stopped shelling as he must have seen boats near the ship. Men on the poop got away in ship's motor boat, and later joined No. 3 boat. Submarine resumed shelling, hitting starboard side of bridge and starboard side forward of bridge. Submarine now within a few hundred yards of ship - shooting very poor, shells ricocheting over ship from point blank range. Some of the men identified the submarine as Halian. Submarine passed ahead of ship and round to port side. A second torpedo hit the engine room. The 'Medon' broke amidships and went down rapidly, with auxiliaries exhaust still coming from funnel.
2. No. 3 Lifeboat. When the ship had gone down Nos. 1, 2 and 4 boats were ahead of No. 3 boat about 3 miles. No. 3 attempted to make contact with other boats but could not and in the afternoon took up a S. Westerly course that being the direction of the nearest land about 800 miles away. Nos. 1, 2 and 4 boats were last seen in company making a N. Westerly course.
Rations were served out. Boat leaking badly as the seams had not yet taken up. Watches at tiller and baling arranged.
The following morning the forward canopy was rigged, also the fore and aft weather screen. Weather squally with heavy rain. 2nd Mate now hors de combat, apparently suffering from seasickness.
After 3 days steering a S.W. course with adverse winds or none at all, 2nd Mate was able to take control again. No headway had been made. It was seen from the chart that land was approximately 800 miles S.W. The first 200 miles were light variable winds and then there would be westerly currents and N.E. Trades to make landfall somewhere north of the Amazon. Before land was made we should be in the coastal shipping routes. This course was agreed to in preference to the alternative of going eastward to hit the shipping routes and W. Africa coast or N. W. to enter the shipping routes in the hope of being picked up.
Rations were checked up. There were stores and water from a motorboat and raft, also additional water taken in buckets from the ship - about70 gallons in all. The official stores and water were rationed to last 50 days. There was also a 7lbs. Tin of jam, syrup, some condensed milk and corned beef to last about a fortnight as supplementary rations.
Watches were taken at the tiller by 2nd Mate, 1st Electrician, 1st W/O and Stretch A.B.
For a week following this there was no rain and the water ration was lowered. There was little wind except from the S.W. ahead. It was decided to row when possible as the boat was drifting N.E. There was a rain squall and those continued at intervals throughout the trip. Rowing watches were now arranged. The crew - 16 - was divided into 4 watches of 4 men each, each watch taking a spell of 20 minutes at the oars. An awning was made of the boat cover and then transferred to breakers.
On days when rowing was necessary the 4th Engineer, Midshipman, deck Boy and latterly Gunlaver took watches at the tiller during daylight.
After a fortnight our position was about 200 miles N.E. of the starting point, steering S.W. all the time. There was much heavy tropical rain, sometimes lasting 24 hours at a time. After being in the boat about a month we began to enter regular S. Westerly currents and the wind was favourable. At the time of being picked up we had begun to make 30-40 miles a day in the right direction.
On the 16th day in the boat a large 2-funnelled ship was sighted just before sunset about 8 miles away on the port beam. She was heading in our direction and came within 6 miles of the boat. Flares and smoke-floats were used, as by now it was dusk. The yellow distress flag was lashed to the mast. However, the ship came no nearer. The probability is that she saw us but was not willing to pick us up in the half light. We thought she might stay in the vicinity until morning but there was no sign of her when daylight came. On the 29th day another ship was sighted at about 2 in the afternoon on the port beam about 7 miles away. We failed to attract attention and she was out of sight in about 10 minutes.
On the 35th day in the boat, making a S-Westerly course in moderate swell with a fair breeze, we sighted smoke on the port bow. As it came nearer we altered course to cut across her bows as she appeared to be making very slow progress. No. 1 W/O used the Aldis lamp as a helio as the accumulator had expired. We sailed up to the ship, she manoeuvred to give us a lee and we went aboard. There was some difficulty going alongside as the swell was heavy for boat work.
The ship was the S.S. 'Reedpool' of Ropners. We were all treated exceptionally well on board. At first we were unable to walk but after a week of 'hard tack' we could move about without much difficulty, though we were still very weak.
A week later the 'Reedpool' was torpedoed. After a day and a half in the boat, we were picked up by a West Indian inter-island trading schooner and taken to Georgetown, B.G.
3. Observations of Lifeboat Trip.
As all four boats got safely away from the 'Medon' there were only 16 or 17 men per boat. No. 3 proved to be a very good seaboat. We found that though we could keep the boat's head within 10 of the wind, we could make no headway nearer than 90) to the wind. Some sort of keel or lee-board would have improved this.
The forward Canopy helped a great deal to keep the boat dry. The fore and aft weather sheet was also used to advantage.
The semi-rotary baling pump was not much use as suction was poor and it was continually becoming clogged with rubbish.
The allowance of one blanket per man was just sufficient for equatorial boat-sailing. Though only 9° N. it was very cold at night and during rain. One can never take too many garments into a lifeboat.
Rations. The concentrated rations, Horlicks, chocolate, biscuit, pemmican and vitamins were rationed to give each man about 0.5 lb. Of food a week. All hands were in good physical health, apart from weakness and several were able to climb a 20' ladder up the side of the 'Reedpool' unaided. Some men suffered from constipation. A purgative would have been useful.
Water was never a difficulty as there were frequent heavy rainstorms.
Water breakers (wooden) had to be made fast on the lower thwarts as on the bottom of the boat they would have absorbed sea water.
It was found that by concentrating the stores in the after end of the boat more men could live in the forward canopy without putting the boat down by the head.
There was always plenty of fish followed the boat which would have helped the rations a lot had we had fish hooks and lines. We tried to catch flying fish at night with a lantern but the lantern was blown out by wind.
The boat cover was used as an awning in daytime. A few stanchions would have been useful in holding this up. It was also used as a blanket and to catch water during rain. The boat cover was rotten and towards the end of the trip was not of so much value.
Sails. With the wind on the quarter we could make 30-40 miles a day through the water. Anywhere forward of the beam progress was good at 10 miles per day.
A bowsprite was made from an oar and helped to keep the jib full and make the boat easier to handle in favourable conditions. A second mainsail and jib could have been used to advantage.
The sails dyed red were easily seen by the ship which picked us up in daytime. We saw one ship at dusk which failed to see us. I think it would help if one sail were white as it could be more easily seen in poor visibility.
Smoke floats were used but did not seem effective. Flares have a good light. Wewere told by the crew of 'Reedpool' that the yellow flag was very efficient.
Massage oil was used in rain and helped to keep warm and keep circulation going.
B. of T. Weather Suits. All hands had one. At first they were useful but are far too flimsy to last long.
Discipline was well kept by the 2nd Mate. Though sometimes suffering from depression all hands on the whole remarkably cheerful.
Chinese. There were four Chinese in the boat. During the action they gave no help. For some time after they were uncooperative but later began to pull their weight with the rest.