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Blue Funnel
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Rhexenor
Report by Captain L. Eccles s.s. 'Rhexenor'.
I, LEONARD ECCLES, aged 48 years, and holding a British Board of Trade Master's Certificate, No. 008336, hereby testify that I as in command of the s.s. 'Rhexenor' owned by Alfred Holt &Co., of Liverpool, on February 3rd, at which date the vessel was torpedoed in Lat. 24-59 North and Long. 43637 West on passage from Freetown to Saint John, N B.
The vessel sank after being torpedoed and shelled by an enemy submarine. Total souls on board were seventy, two of which were male passengers, all were saved.
Sunrise on the day in question was at 6.33 a.m. and the attack was at about 6.45 a.m. The vessel was fully loaded with a cargo of Cocoa in bags.
Bridge Officers were - Chief Officer Maurice Case and Fourth Officer C. W. Allen.
In the Crow's Nest look-out - Charles Adamson - O. Seaman.
On the Gun platform aft - James MacRae, R.N.R. and J. Holdcroft and H. Rigby (Army Gunners).
Gun crews fully understand that anything suspicious was to be fired upon immediately without waiting for orders. The 4 inch gun was always at the ready, with the exception of the firing tube, these were at hand.
I has walked the lower bridge from some time before daylight, as was my practise, until after sunrise, all seemed as usual. I then went into my bathroom to wash etc., and had not been there more than a few minutes when the vessel staggered and an explosion occurred. I came outside through the port door, which was the lee side, just in time to see the No. 2 lifeboat being blown to bits out of the davits. Mr. Case, Chief Officer, was coming down the bridge ladder for orders.
I gave orders for Alarms to be rung for stations and get the boats ready for lowering in case of a second torpedo, or anything sudden happening. I then went on the bridge and made sure secret papers etc., were all in the weighted containers, and handed same to the Chief Officer who put them over the side. The vessel was listing to port and settling by the head, and on looking over the port side below the bridge I could see a huge rent in the ship's side, plating badly sticking out. Orders were given to get away what boats they could except No. 1 - this was to remain for the last of the ship's company. The ship was not steering but the fore deck was becoming awash at the break of the forecastle head. Distress messages had been sent out and the Radio Officer was satisfied he had been heard. He then came along with the boat's wireless set which with a Chronometer, Books, Aldis Lamp, Verey Pistol and lights, was placed in No. 1 boat. The boat was at bridge deck level. While this was going on, a submarine appeared slightly on the port bow, distance between a quarter to half a mile. Gunner MacRae asked if he could open fire with a point five twin colt. I did not think it would serve any purpose, our four inch gun could not be brought to bear on the target. Sensing a shelling attack, I gave orders to lower the last boat No. 1, and before we had cleared the ship's side rapid shelling commenced, and fragments falling around the boats. The boats pulled away from the area and the ship sank shortly after, on fire fore and aft. List ninety degrees to port. I very much regretted having to leave a fine vessel - events showed we could not have saved her. The submarine closed the boats as mentioned in my other report.
(Sgd.) Leonard Eccles,
Master
The above vessel left Freetown on Tuesday 26th January 1943 with a cargo of 6451 tons of cocoa in bags fro Saint John, N.B. Crew consisted of 67 persons, 1 D.B.S. and two passengers. Total souls 70.
The vessel was escorted by the H.M.S. Bridgewater until about 40 degrees West Longitude, and at Midnight on Saturday 30th January, the escort left and 'Rhexenor' proceeded on her own in accordance with route issued by Naval Authorities at Freetown. Speed was to be fourteen knots through the water and maintaining zig zag Nos; 17 and 39 throughout to give the speed of advance 11.8 Knots per hour.
These instructions were strictly carried out night and day, and the noon positions were never far from the estimated positions.
All went well until about 6.45 a.m. of the 3rd February, when a torpedo entered the ship on the port side below the bridge, sending up a column of water and blast which completely wrecked the No. 2 lifeboat which was secured outboard in the davits. The vessel soon started to settle by the head and developed a port list, full action stations were ordered, and a survey of damage made. The port side shell plating revealed a huge gaping hole with plates badly turned outboard, the hatch boards of No. 2 hatch were disturbed but the beams were not unshipped. Deck plates were buckled in a direction from the port after corner of No. 2 hatch to the Starboard rigging, which looked as if the torpedo had been fired from slightly abaft the port beam.
The vessel's head swung quickly to port, and the helm seemed not effective. She continued to settle by the head and crew were ordered to boat stations. The fore deck was awash at the break of the forecastle head and orders were given to lower boats, leaving No. 1 boat for taking off last minute personnel. At about 8.15 a.m. the last boat left the ship with myself, Chief Engineer, 4th Engineer, Senior Wireless, Ship's Doctor, two passengers and about fifteen ratings from deck and engine room.
Nos. 3, 4 and 6 boats were clear of the ship and a little distance from the starboard quarter, and before the boats had got far, a submarine surfaced slightly on the port bow, and at about a quarter to half a mile distance, commenced shelling the ship. The vessel caught fire fore and aft. Listed to a full ninety degrees and sank on her port side at about 8.35 a.m.
During the shelling, fragments of shell splinters were falling near the boats and it was necessary to pull up towards the bow to miss possible damage to boats and crews. The four boats finished up about four points on the starboard bow and about quarter of a mile away.
The submarine subsequently closed my boat No. 1 and asked for the Captain, a second man in the conning tower repeated Kapitan, they were told he was on the ship. He next asked for the Chief Engineer and the second man again repeated Chef Mechanician, we gave the same reply - on the ship.
This concluded the interview with No. 1 boat. There was no one in No. 1 boat looking official, soft hats and rain coats had been adapted.
The submarine closed with the other boats in turn and evidently asked the same questions, when hailing the last boat, he invited the Chief Steward on board, took particulars, name of ship, cargo, and where bound, then asked the Chief Steward if he was an officer, he replied that he was in the catering department. The fourth officer was seen in the boat and the sub commander asked who he was and the Steward said he was a Midshipman. The Commander asked him to come on board, which he did, and took a small attaché case with him - it contained certain papers which convinced him that Mr. Allen was fourth officer, although an envelope he had in the case marked 'Ville de Tomatave' could not be reconciled with the name of the ship given. This was explained, the Chief Steward was allowed to get backing the boat and the fourth officer was unfortunately detained.
The submarine steamed away on the surface in a northerly direction and all the boats closed to see what had happened. It was then I got from the Chief Steward what happened.
Our position was about Lat. 24-59 North. and Long. 43-37 West. Bermudas Is. was about 1200 miles to the North West and Antigua was the same distance to the Southwestward. It was decided to make for the West Indies, having in mind the warmer weather and favourable winds and currents, a few people were transferred from No. 1 boat to the others and finished up with three boats of seventeen and mine with nineteen (No. 1).
Each boat had a metal container containing a Meteorlogical Chart of the North Atlantic, pair of dividers, two pencils and paper, and also a sheet copied from the Nautical Almanac giving the sums, declination, R.A. Equation etc., for the whole month of February - this had been the practice of Chief Officer Case to always have a month's particulars from the Almanac in each boat.
The Chief Officer and myself had taken a Chronometer, sextant, sight box and Nories tables, and were in a position to navigate, the second and third officers did not have a sextant so their progress was by dead reckoning.
I arranged to keep the second officer's boat in sight if possible and this was done until a.m. of Friday the 5th February when he was astern out of sight.
Bad weather sprang up on the 6th February and continued until 3 a.m. of the 8th, the boat was put head to sea and rode it out to two oars lashed together as sea anchor, the canvas one had carried away. Oil was used from the bow and an oar out occasionally, with the jib set aft. to a boat hook, the boat behaved very well. When the weather abated it was decided to rig the Wireless and a few calls were given out, it worked all right but we got no help.
Progress was being made at about 70 miles a day, and we figured the run to the West Indies would take about 20 days, rations were set for that time and as we made Westing we found we had sufficient. There were four beakers of water and a few large pickle bottles containing water, working on 10 ozs. a day it was enough. The prunes and raisins, also biscuits and pemmican were issued by the Doctor strictly to ration and after ten days all seemed to be quite fit. L. J. Davies Second Cook and H. Tonner Fireman, were obviously quiet and not interested. L. J. Davies died at 2000 hrs. 17th February or 14 days after he left the ship - he was buried right away.
Moderate N. E. winds prevailed and by noon of the 19th February or 17 days out we were within 80 miles of the Islands, the wireless was again rigged, set overhauled and the Aldis Lamp battery used to boost it up, it again worked well but no help came. Corporal Shipp, R.A.F. passenger was an electrical expert and he gave a hand to connect Aldis Lamp batteries and was certain the delivery was good.
By this time peoples' mouths were parched and it was very difficult to eat peanuts, prunes or biscuits, chocolate cut up, biscuits crushed and the whole put in condensed milk and the water ration - this was very palatable and with the pemmican the boats crew seemed fairly fit.
I cannot speak too highly of the Pemmican - it was always eatable, contained sufficient fatty matter to swallow it easily, a pleasant taste and a portion big enough to fill a soup spoon - three times a day proved ample.
The North end of Destrellan Is. was made at noon of the 20th February, 18 days out, we made for the West Side of the Island being the lee side, and Nories Tables gave a position of Galet Anchorage and Landing four miles down the West Side, this was found at 4 p.m. sail and mast down, oars put out and the boat landed on a sandy beach over the swell without mishap.
The boat's crew had behaved well throughout and after landing could not walk very well, but were quite cheerful. After landing, we were taken to a nearby village called Anse Bertrand, where the natives brought fruit, coffee etc. The officials were French and the Island's right name was Guadeloupe. I gave certain particulars to the Marine Office, and at nine p.m. all were taken by lorry to Point a Pietre some twenty odd miles South, Officers to the Catholic Hospital, and the rest to another Hospital - all were medically examined and well cared for. We remained there for 13 days and then on to St.Lucia via Martinique, transferring at Martinique from French vessel to American Gunboat.
The foregoing is an outline of the events from the sinking to the landing.
(Sgd.) Leonard Eccles, Master.
At Point a Pietre, Guadeloupe, Saturday 20th February 1943.
23rd Feb. Took upon myself to cable Alfred Holt & Co., of boat's arrival.
24th Feb. Contacted Mr. Hazelton, American Consular Shipping Advisor, form N.N.I. filled in for Washington. Could not see Hazelton before as he was ill with Malaria.
5th March. Left in s.s. 'Saint Domingue' for Martinique.
6th March. Arrived Martinique and transferred to U.S.S. 'Lapwing' for passage to Saint Lucia - left same day.
6th March. Arrived at Saint Lucia and taken to Port Castries, members placed in three hotels, temporary clothing issued.
8th March. Contacted Barnard &Son - asked them to act as Agent for Owners for cash advances. They had looked after 'Mentor' some time before. I found them very keen and obliging. Interviewed by British Routing Officer and form N.N.I. filled in for second time.
11th March. Transferred from hotels to S.S.. 'Eve Conway' for passage to American Camp. Arrived same day.
13th March. Left Camp at Grossles, St. Lucia Island for Trinidad in U.S.S. Dredger 'Comstock' towing lighter.
14th March. Arrived Trinidad. Reported Naval Control - contacted Mr. Proudfoot of Messrs. G. Huggins, Agents. Survivors taken to:- Officers to Merchant Navy Officers Club and men to the Merchant Navy Club, Master and Chief Engineer to the Convalescent Home. All were looked after very well at Trinidad, and I specially thank Mr. Proudfoot for his many kindnesses. Cold weather clothing was issued here. Booth American contacted frequently from here -latest advices given. The two passengers disposed of at Trinidad.
20th March. H. Tonner, Fireman, died at 0755. Buried 1700 usual wreathes. No next of kin. Catholic ceremony. This man was very depressed in the boat and kept very much to himself usually. Habits very intemperate, constitution poor. He apparently had not felt well and had gone to the hospital on his own - they admitted him and neither myself nor the Agents were notified until p.m. 19th March, when he was then in a state of coma. The hospital could not give us a diagnosis until two days after his burial, when they declared Malignant Malaria. Copy of the Articles were sent to New York from this port.
29thMarch. Remaining 16 survivors left in the s.s. 'George Washington' for Baltimore.
4th April. Arrived Baltimore - Ramsay Scarlett made cash advances. Officers to hotels and ratings to Merchant Navy Club. All looked well.
6th April. Laft Baltimore - arrived New York same day by train. Master and Chief Engineer to Hotel Belmont Plaza, Officers to Woodstock Hotel, men to seamen's club. From this date onwards the men were disposed of to the pool, two of them living in Canada were paid off. Self, and J. Hearn, also Chief Steward, H. Stoner, at Booths each day for over a week making up a portage bill from what records we had.
21st April. By arrangements with Booths and Captain Watson, passage was provided for me as Staff Captain on 'Prometheus' and I left New York thanking Booth American for all their assistance on Saturday 24th April.
Torpedoed 3rd February 1943 in approx. Lat 25.00 N. Long. 43.30 * Weather , Wind ESE 4. Cloudy and clear with moderate Easterly swell. Visibility good. Lookout Anderson. No glasses. 0645 A.T.S. vessel was struck by a torpedo on Port bow and settled down by head with list to Port. No. 1 hatch boards and beams blown off .No.2 boat blown away and davits bent. Port accommodation ladder wrecked. Joined No. 4 boat and left ship 0710. Submarine circled ship presumably to see boats clear then sank vessel with about 20 - 30 rounds. Vessel sank at about 0800. Submarine then approached boats and asked for Captain and Chief Engineer and was told they had been lost with vessel. He then tried to get boats to come alongside but only the 4thMate in No. 5 boat was unlucky enough to be met; he was taken on board and made prisoner. The submarine then steamed round the rest of the boats and the 4th Mate said 'Cheerio'. The submarine then made off in an Easterly direction and was later seen to submerge. The boats then gathered and the Master transferred 3 men to the No.5 boat and I sent the 3rd Mate, so all boats now had a navigator. The Master suggested that we all try and keep together and to steer S. W. for the West Indies, but I found it hopeless to keep contact and at dusk that night the Master & 2nd Mate were at least three miles astern. The 3rd and myself were sailing very well and we arranged to signal every hour during darkness but after eleven p.m. we failed to see any signals and the next morning found ourselves alone. Course was set S. W. (T). Stores were checked as follows:-
The vessel sank after being torpedoed and shelled by an enemy submarine. Total souls on board were seventy, two of which were male passengers, all were saved.
Sunrise on the day in question was at 6.33 a.m. and the attack was at about 6.45 a.m. The vessel was fully loaded with a cargo of Cocoa in bags.
Bridge Officers were - Chief Officer Maurice Case and Fourth Officer C. W. Allen.
In the Crow's Nest look-out - Charles Adamson - O. Seaman.
On the Gun platform aft - James MacRae, R.N.R. and J. Holdcroft and H. Rigby (Army Gunners).
Gun crews fully understand that anything suspicious was to be fired upon immediately without waiting for orders. The 4 inch gun was always at the ready, with the exception of the firing tube, these were at hand.
I has walked the lower bridge from some time before daylight, as was my practise, until after sunrise, all seemed as usual. I then went into my bathroom to wash etc., and had not been there more than a few minutes when the vessel staggered and an explosion occurred. I came outside through the port door, which was the lee side, just in time to see the No. 2 lifeboat being blown to bits out of the davits. Mr. Case, Chief Officer, was coming down the bridge ladder for orders.
I gave orders for Alarms to be rung for stations and get the boats ready for lowering in case of a second torpedo, or anything sudden happening. I then went on the bridge and made sure secret papers etc., were all in the weighted containers, and handed same to the Chief Officer who put them over the side. The vessel was listing to port and settling by the head, and on looking over the port side below the bridge I could see a huge rent in the ship's side, plating badly sticking out. Orders were given to get away what boats they could except No. 1 - this was to remain for the last of the ship's company. The ship was not steering but the fore deck was becoming awash at the break of the forecastle head. Distress messages had been sent out and the Radio Officer was satisfied he had been heard. He then came along with the boat's wireless set which with a Chronometer, Books, Aldis Lamp, Verey Pistol and lights, was placed in No. 1 boat. The boat was at bridge deck level. While this was going on, a submarine appeared slightly on the port bow, distance between a quarter to half a mile. Gunner MacRae asked if he could open fire with a point five twin colt. I did not think it would serve any purpose, our four inch gun could not be brought to bear on the target. Sensing a shelling attack, I gave orders to lower the last boat No. 1, and before we had cleared the ship's side rapid shelling commenced, and fragments falling around the boats. The boats pulled away from the area and the ship sank shortly after, on fire fore and aft. List ninety degrees to port. I very much regretted having to leave a fine vessel - events showed we could not have saved her. The submarine closed the boats as mentioned in my other report.
(Sgd.) Leonard Eccles,
Master
Report by Captain L. Eccles s.s. 'Rhexenor'.
The above vessel left Freetown on Tuesday 26th January 1943 with a cargo of 6451 tons of cocoa in bags fro Saint John, N.B. Crew consisted of 67 persons, 1 D.B.S. and two passengers. Total souls 70.
The vessel was escorted by the H.M.S. Bridgewater until about 40 degrees West Longitude, and at Midnight on Saturday 30th January, the escort left and 'Rhexenor' proceeded on her own in accordance with route issued by Naval Authorities at Freetown. Speed was to be fourteen knots through the water and maintaining zig zag Nos; 17 and 39 throughout to give the speed of advance 11.8 Knots per hour.
These instructions were strictly carried out night and day, and the noon positions were never far from the estimated positions.
All went well until about 6.45 a.m. of the 3rd February, when a torpedo entered the ship on the port side below the bridge, sending up a column of water and blast which completely wrecked the No. 2 lifeboat which was secured outboard in the davits. The vessel soon started to settle by the head and developed a port list, full action stations were ordered, and a survey of damage made. The port side shell plating revealed a huge gaping hole with plates badly turned outboard, the hatch boards of No. 2 hatch were disturbed but the beams were not unshipped. Deck plates were buckled in a direction from the port after corner of No. 2 hatch to the Starboard rigging, which looked as if the torpedo had been fired from slightly abaft the port beam.
The vessel's head swung quickly to port, and the helm seemed not effective. She continued to settle by the head and crew were ordered to boat stations. The fore deck was awash at the break of the forecastle head and orders were given to lower boats, leaving No. 1 boat for taking off last minute personnel. At about 8.15 a.m. the last boat left the ship with myself, Chief Engineer, 4th Engineer, Senior Wireless, Ship's Doctor, two passengers and about fifteen ratings from deck and engine room.
Nos. 3, 4 and 6 boats were clear of the ship and a little distance from the starboard quarter, and before the boats had got far, a submarine surfaced slightly on the port bow, and at about a quarter to half a mile distance, commenced shelling the ship. The vessel caught fire fore and aft. Listed to a full ninety degrees and sank on her port side at about 8.35 a.m.
During the shelling, fragments of shell splinters were falling near the boats and it was necessary to pull up towards the bow to miss possible damage to boats and crews. The four boats finished up about four points on the starboard bow and about quarter of a mile away.
The submarine subsequently closed my boat No. 1 and asked for the Captain, a second man in the conning tower repeated Kapitan, they were told he was on the ship. He next asked for the Chief Engineer and the second man again repeated Chef Mechanician, we gave the same reply - on the ship.
This concluded the interview with No. 1 boat. There was no one in No. 1 boat looking official, soft hats and rain coats had been adapted.
The submarine closed with the other boats in turn and evidently asked the same questions, when hailing the last boat, he invited the Chief Steward on board, took particulars, name of ship, cargo, and where bound, then asked the Chief Steward if he was an officer, he replied that he was in the catering department. The fourth officer was seen in the boat and the sub commander asked who he was and the Steward said he was a Midshipman. The Commander asked him to come on board, which he did, and took a small attaché case with him - it contained certain papers which convinced him that Mr. Allen was fourth officer, although an envelope he had in the case marked 'Ville de Tomatave' could not be reconciled with the name of the ship given. This was explained, the Chief Steward was allowed to get backing the boat and the fourth officer was unfortunately detained.
The submarine steamed away on the surface in a northerly direction and all the boats closed to see what had happened. It was then I got from the Chief Steward what happened.
Our position was about Lat. 24-59 North. and Long. 43-37 West. Bermudas Is. was about 1200 miles to the North West and Antigua was the same distance to the Southwestward. It was decided to make for the West Indies, having in mind the warmer weather and favourable winds and currents, a few people were transferred from No. 1 boat to the others and finished up with three boats of seventeen and mine with nineteen (No. 1).
Each boat had a metal container containing a Meteorlogical Chart of the North Atlantic, pair of dividers, two pencils and paper, and also a sheet copied from the Nautical Almanac giving the sums, declination, R.A. Equation etc., for the whole month of February - this had been the practice of Chief Officer Case to always have a month's particulars from the Almanac in each boat.
The Chief Officer and myself had taken a Chronometer, sextant, sight box and Nories tables, and were in a position to navigate, the second and third officers did not have a sextant so their progress was by dead reckoning.
I arranged to keep the second officer's boat in sight if possible and this was done until a.m. of Friday the 5th February when he was astern out of sight.
Bad weather sprang up on the 6th February and continued until 3 a.m. of the 8th, the boat was put head to sea and rode it out to two oars lashed together as sea anchor, the canvas one had carried away. Oil was used from the bow and an oar out occasionally, with the jib set aft. to a boat hook, the boat behaved very well. When the weather abated it was decided to rig the Wireless and a few calls were given out, it worked all right but we got no help.
Progress was being made at about 70 miles a day, and we figured the run to the West Indies would take about 20 days, rations were set for that time and as we made Westing we found we had sufficient. There were four beakers of water and a few large pickle bottles containing water, working on 10 ozs. a day it was enough. The prunes and raisins, also biscuits and pemmican were issued by the Doctor strictly to ration and after ten days all seemed to be quite fit. L. J. Davies Second Cook and H. Tonner Fireman, were obviously quiet and not interested. L. J. Davies died at 2000 hrs. 17th February or 14 days after he left the ship - he was buried right away.
Moderate N. E. winds prevailed and by noon of the 19th February or 17 days out we were within 80 miles of the Islands, the wireless was again rigged, set overhauled and the Aldis Lamp battery used to boost it up, it again worked well but no help came. Corporal Shipp, R.A.F. passenger was an electrical expert and he gave a hand to connect Aldis Lamp batteries and was certain the delivery was good.
By this time peoples' mouths were parched and it was very difficult to eat peanuts, prunes or biscuits, chocolate cut up, biscuits crushed and the whole put in condensed milk and the water ration - this was very palatable and with the pemmican the boats crew seemed fairly fit.
I cannot speak too highly of the Pemmican - it was always eatable, contained sufficient fatty matter to swallow it easily, a pleasant taste and a portion big enough to fill a soup spoon - three times a day proved ample.
The North end of Destrellan Is. was made at noon of the 20th February, 18 days out, we made for the West Side of the Island being the lee side, and Nories Tables gave a position of Galet Anchorage and Landing four miles down the West Side, this was found at 4 p.m. sail and mast down, oars put out and the boat landed on a sandy beach over the swell without mishap.
The boat's crew had behaved well throughout and after landing could not walk very well, but were quite cheerful. After landing, we were taken to a nearby village called Anse Bertrand, where the natives brought fruit, coffee etc. The officials were French and the Island's right name was Guadeloupe. I gave certain particulars to the Marine Office, and at nine p.m. all were taken by lorry to Point a Pietre some twenty odd miles South, Officers to the Catholic Hospital, and the rest to another Hospital - all were medically examined and well cared for. We remained there for 13 days and then on to St.Lucia via Martinique, transferring at Martinique from French vessel to American Gunboat.
The foregoing is an outline of the events from the sinking to the landing.
(Sgd.) Leonard Eccles, Master.
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Summary of Events after the landing of No. 1 Boat at Guadeloupe, charge of L. Eccles, Master.
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Summary of Events after the landing of No. 1 Boat at Guadeloupe, charge of L. Eccles, Master.
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At Point a Pietre, Guadeloupe, Saturday 20th February 1943.
23rd Feb. Took upon myself to cable Alfred Holt & Co., of boat's arrival.
24th Feb. Contacted Mr. Hazelton, American Consular Shipping Advisor, form N.N.I. filled in for Washington. Could not see Hazelton before as he was ill with Malaria.
5th March. Left in s.s. 'Saint Domingue' for Martinique.
6th March. Arrived Martinique and transferred to U.S.S. 'Lapwing' for passage to Saint Lucia - left same day.
6th March. Arrived at Saint Lucia and taken to Port Castries, members placed in three hotels, temporary clothing issued.
8th March. Contacted Barnard &Son - asked them to act as Agent for Owners for cash advances. They had looked after 'Mentor' some time before. I found them very keen and obliging. Interviewed by British Routing Officer and form N.N.I. filled in for second time.
11th March. Transferred from hotels to S.S.. 'Eve Conway' for passage to American Camp. Arrived same day.
13th March. Left Camp at Grossles, St. Lucia Island for Trinidad in U.S.S. Dredger 'Comstock' towing lighter.
14th March. Arrived Trinidad. Reported Naval Control - contacted Mr. Proudfoot of Messrs. G. Huggins, Agents. Survivors taken to:- Officers to Merchant Navy Officers Club and men to the Merchant Navy Club, Master and Chief Engineer to the Convalescent Home. All were looked after very well at Trinidad, and I specially thank Mr. Proudfoot for his many kindnesses. Cold weather clothing was issued here. Booth American contacted frequently from here -latest advices given. The two passengers disposed of at Trinidad.
20th March. H. Tonner, Fireman, died at 0755. Buried 1700 usual wreathes. No next of kin. Catholic ceremony. This man was very depressed in the boat and kept very much to himself usually. Habits very intemperate, constitution poor. He apparently had not felt well and had gone to the hospital on his own - they admitted him and neither myself nor the Agents were notified until p.m. 19th March, when he was then in a state of coma. The hospital could not give us a diagnosis until two days after his burial, when they declared Malignant Malaria. Copy of the Articles were sent to New York from this port.
29thMarch. Remaining 16 survivors left in the s.s. 'George Washington' for Baltimore.
4th April. Arrived Baltimore - Ramsay Scarlett made cash advances. Officers to hotels and ratings to Merchant Navy Club. All looked well.
6th April. Laft Baltimore - arrived New York same day by train. Master and Chief Engineer to Hotel Belmont Plaza, Officers to Woodstock Hotel, men to seamen's club. From this date onwards the men were disposed of to the pool, two of them living in Canada were paid off. Self, and J. Hearn, also Chief Steward, H. Stoner, at Booths each day for over a week making up a portage bill from what records we had.
21st April. By arrangements with Booths and Captain Watson, passage was provided for me as Staff Captain on 'Prometheus' and I left New York thanking Booth American for all their assistance on Saturday 24th April.
(Sgd.) Leonard Eccles, Master.
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CONFIDENTIAL
Report of M. J. Case - 1st Mate ex 'Rhexenor'
Report of M. J. Case - 1st Mate ex 'Rhexenor'
Torpedoed 3rd February 1943 in approx. Lat 25.00 N. Long. 43.30 * Weather , Wind ESE 4. Cloudy and clear with moderate Easterly swell. Visibility good. Lookout Anderson. No glasses. 0645 A.T.S. vessel was struck by a torpedo on Port bow and settled down by head with list to Port. No. 1 hatch boards and beams blown off .No.2 boat blown away and davits bent. Port accommodation ladder wrecked. Joined No. 4 boat and left ship 0710. Submarine circled ship presumably to see boats clear then sank vessel with about 20 - 30 rounds. Vessel sank at about 0800. Submarine then approached boats and asked for Captain and Chief Engineer and was told they had been lost with vessel. He then tried to get boats to come alongside but only the 4thMate in No. 5 boat was unlucky enough to be met; he was taken on board and made prisoner. The submarine then steamed round the rest of the boats and the 4th Mate said 'Cheerio'. The submarine then made off in an Easterly direction and was later seen to submerge. The boats then gathered and the Master transferred 3 men to the No.5 boat and I sent the 3rd Mate, so all boats now had a navigator. The Master suggested that we all try and keep together and to steer S. W. for the West Indies, but I found it hopeless to keep contact and at dusk that night the Master & 2nd Mate were at least three miles astern. The 3rd and myself were sailing very well and we arranged to signal every hour during darkness but after eleven p.m. we failed to see any signals and the next morning found ourselves alone. Course was set S. W. (T). Stores were checked as follows:-
Water 46 gallons
50 14 oz. Cartons ration 'C' type biscuits
197 3.5 oz. Tins Pemmican
27 lbs. Horlicks Malted Milk tablets
24 14 oz. Cartons Beechnut milk tablets
14 lbs. Dried raisins
14 lbs. Prunes
40 lbs. Cooking chocolate
13.5 Lbs. Blanched peanuts
43 tins condensed milk plus 12 brought by Steward Gunner
Tool box
First aid box
12 blankets
Paraffin,
Lamp Oil
Massage Oil
Protective clothing had not been put on board. The chocolate was found to be too bitter to eat, but mixed 7oz. With one tin of milk and eaten with biscuit was very good. No food was eaten the first day till evening when 2 oz. Water each, 1 tin pemmican between 17, one biscuit each were issued.
4th February. Light breeze slight sea; mod swell to S. W. Wind E. Breakfast 1 biscuit with milk, 2 oz. Water. Picked watches and arranged sleeping quarters.
8 - 12 a.m. & p.m. 2nd Operator in charge with four others.
12 - 4 a.m. & p.m. Leading Seaman and four others.
4 - 8 a.m. & p.m. Myself and four others. D.B.S. and galley boy not included in watches.
Position approx. 24.24 N. 43 .50 W. 34 miles run. Altered course S. W. by W. (T). Midday meal - 1 biscuit with milk, 6 raisins, 2 oz. Water with milk.
Evening meal - 1 tin Pemmican with 6 raisins, 2 oz. water with milk.
5th February. Light E. x S. breeze, slight sea. Moderate Easterly swell. Clear and fine.
Breakfast - 1 biscuit with milk and teaspoon peanuts with 3 raisins, 2 oz. water with milk.
Noon. 24.00 N. 44.10 W. 25 miles.
6 raisins with nuts 2oz. water and milk. P.M. rain - replenished water tanks, everyone wet and miserable - extended boat cover from spray hood to half way aft - better protection for all hands.
Leading seaman's rubber coat very useful for helmsman.
Evening meal. 1 biscuit with chocolate, I pemmican, 3 raisins and nuts, 2 oz. water with milk.
6th February. Light airs, smooth sea, E.S.E. swell. Meals issued as previous. 1100 wind increased and veering to S.E.
Noon. Overcast 34 miles run, altered course West (T) 1600 Reefed mainsail. Fresh breeze, rough sea with occasional rain squalls.
7th February. Strong S. E. breeze rough sea, overcast and clear.
Similar meals.
Noon. Overcast D. R. run 64 miles altered course W.S.W. 1600 Hove to with sea anchor and jib; oil bag out. 1900 boat very difficult to manage, could not get head to sea, transferred sea anchor aft - road better. Wind now S. E. 7 with high sea and swell. 2100 sea anchor carried away, boat fell off in trough, lashed oars together to act as drogue with new oil bag and sent down jib, boat road well throughout night.
8th February. Wind decreased towards morning but with heavy swell and rough sea. During previous night rudder became unshipped and top gudgeon pin was broken off flush, made repairs by boring three holes in stern port and rudder and torn off lashing which lasted for the rest of the voyage.
0800 wind decreased considerably out reefed mainsail and jib although swell was running fairly heavy.
Noon. 23.24 N. 45.40 W. 30 miles. Wind continuing fresh with rough seas, occasional squalls. 2200 squalls becoming more frequent, lowered main sail. Heavy squalls through night, wind S.E.
9th February. 0445 Very heavy rain storm, filled every available tin and all beakers full, water situation now better than leaving the ship. Everybody wet and cold, all lifejackets and blankets wet through, issued table spoon brandy to all hands. 0800 wind S. E. 4. Set main sail and weather cleared, all wet clothing, blankets etc. out to dry. Massage oil passed round.
Noon. 23.27 N. 47.00 W. 30 miles run. 3 oz. water issued at evening meal.
10th February. Light airs and calms - progress slow. Issued 1 tin Pemmican each meal.
Noon 23.36 47.25 W. run 25 miles Co. W.S.W. (T) Vitamin C issued. Wind steady at East later part of day. All meals similar to previous issue.
11th February. Light N.E. breeze. Moderate swell. Fine and clear.
Noon. 23.15 N. 43.10 W. 40' Co; W.S.W. (T) 1300 Breeze freshened. 1500 loosened mainsail. Wind continued strong throughout night with heavy swell.
12th February. Strong ESE wind rough sea and heavy swell. Cloudy and clear. Sailing under jib. Noon 22.34 N. 48.45 W. run 40'.Altered course S.W. x W. (T) 2 tins of Pemmican issued at tea.
13th February. Mod. N.E. Wind, sea and swell. 0745 reefed mainsail checked provisions and water one beaker leaking transferred water to spare bread tank and empty jar.
Noon 22. 11 N. 49.10 W. 40' Co W.S.W. (T) Shook out reef. Breeze continues steady.
14th February. Light. Moderate breeze sea and swell. Fine and clear.
Noon. 21.24 N. 50.20 W. 73' 2 tins of Pemmican issued at tea for the rest of voyage. Thirst beginning to make itself known. Breeze continues light to moderate. Spirits high and everyone confident.
15th February. Light moderate breeze, sea and swell, fine and clear.
Noon. 20.29 N. 51.00 W. run 72' Co W.S.W. (T). Fishing tackle would be useful to help relieve monotony.
16th February. Mod. E. x N. breeze. Sea and swell. Fine and clear.
Noon. 19.27 N. 51. 55 W. 78' run Co. W.S.W. All meals similar to previous issue. Breeze continues steady with a few bosun birds flying round us.
17th February. Mod. ENE breeze, sea and swell, clear and fine.
0800 Altered course West. Main haulyards carried away, removed same with keel lines. Water issue increased to 3 oz. per meal.
Noon 18.36 N. 52.45 W. 70' run. 2 prunes or 9 raisons issued at evening meal. All hands cheerful and keeping lookout for aircraft.
18th February. N.E. trade wind continues moderate for which we are all thankful. Sun becoming hot and crew feeling the effects, but not serious, made awning with blanket and oars.
Noon. 18.36 N. 52.45 W. 68' run. Co West. 1600 Rigged mainsail as square sail, dispensed with jib owing to constant gibing, no loss in speed. Breeze continues steady.
19th February. Mod. ENE breeze, sea and swell, clear and fine - 6 tins of Pemmican issued per day.
Noon. 18.23 N. 55.20 W. 72' run. Co. west. Spirits high and no complaints. No sight of anything since leaving - only a few bosun birds who have been with us off and on since leaving. Breeze continues steady a few rain squalls around but none for us though we are prepared.
20th February. Breeze continues from ENE clear and fine. 'Booby' birds round us this a.m. maybe land is nearer than we think.
Noon. 17.57 N. 56.30 W. run 70'.
1600 land sighted right ahead could not believe my eyes but there it was. The thing now was where were we, I was hoping it was Antigua where we were making for, but could not think my reckoning was so accurate. Too late for anything this p.m. so stood away to N.W. and at 1800 hours to await daylight.
2200 wore round so as not to get too far away. Plenty of rain now that land was in sight but nobody cared about getting wet. Extra issue of water in fact we finished the bucket we were using, leaving us 19 galls. in case land should be French. When darkness fell took sight of Pole Star to check latitude but could not say it was very reliable; it was something to do to pass the long hours away.
21st February. 0200 set mainsail and stood towards land which was just visible ahead. 0330 Burnt red lights which I lashed to the boat hook every half hour, but could not see any reply from shore which by now was plainly visible. When daylight broke sighted small lighthouse ahead and burnt the smoke candles with which the boat was supplied, but they were no use making practically no smoke at all. 0630 Hauled away to the S.W. to close land and to contact any fishermen as we could see plenty of them nearer to the land. 0900 made a contact and enquired as to where we were and the reply was Antigua, for which we were all thankful. We gave them a tow rope and were towed to St. John's where we landed at about 10.30 a.m. On the way in the fishermen cooked us some fish which was appreciated very much. On landing we were met by the S.N.O. Commissioner of Police and the Administrator, also U.S. Army Officers who had supplied the cars to take us to the Clinic. We were supplied with necessary clothing by the Military and thence to the Police Station for baths and a meal, after which we were all taken to Fort James House. Two members of my crew were rather weak on landing and after medical examination were sent to the hospital, otherwise everyone was in good health except a bit groggy on the legs.
4th February. Light breeze slight sea; mod swell to S. W. Wind E. Breakfast 1 biscuit with milk, 2 oz. Water. Picked watches and arranged sleeping quarters.
8 - 12 a.m. & p.m. 2nd Operator in charge with four others.
12 - 4 a.m. & p.m. Leading Seaman and four others.
4 - 8 a.m. & p.m. Myself and four others. D.B.S. and galley boy not included in watches.
Position approx. 24.24 N. 43 .50 W. 34 miles run. Altered course S. W. by W. (T). Midday meal - 1 biscuit with milk, 6 raisins, 2 oz. Water with milk.
Evening meal - 1 tin Pemmican with 6 raisins, 2 oz. water with milk.
5th February. Light E. x S. breeze, slight sea. Moderate Easterly swell. Clear and fine.
Breakfast - 1 biscuit with milk and teaspoon peanuts with 3 raisins, 2 oz. water with milk.
Noon. 24.00 N. 44.10 W. 25 miles.
6 raisins with nuts 2oz. water and milk. P.M. rain - replenished water tanks, everyone wet and miserable - extended boat cover from spray hood to half way aft - better protection for all hands.
Leading seaman's rubber coat very useful for helmsman.
Evening meal. 1 biscuit with chocolate, I pemmican, 3 raisins and nuts, 2 oz. water with milk.
6th February. Light airs, smooth sea, E.S.E. swell. Meals issued as previous. 1100 wind increased and veering to S.E.
Noon. Overcast 34 miles run, altered course West (T) 1600 Reefed mainsail. Fresh breeze, rough sea with occasional rain squalls.
7th February. Strong S. E. breeze rough sea, overcast and clear.
Similar meals.
Noon. Overcast D. R. run 64 miles altered course W.S.W. 1600 Hove to with sea anchor and jib; oil bag out. 1900 boat very difficult to manage, could not get head to sea, transferred sea anchor aft - road better. Wind now S. E. 7 with high sea and swell. 2100 sea anchor carried away, boat fell off in trough, lashed oars together to act as drogue with new oil bag and sent down jib, boat road well throughout night.
8th February. Wind decreased towards morning but with heavy swell and rough sea. During previous night rudder became unshipped and top gudgeon pin was broken off flush, made repairs by boring three holes in stern port and rudder and torn off lashing which lasted for the rest of the voyage.
0800 wind decreased considerably out reefed mainsail and jib although swell was running fairly heavy.
Noon. 23.24 N. 45.40 W. 30 miles. Wind continuing fresh with rough seas, occasional squalls. 2200 squalls becoming more frequent, lowered main sail. Heavy squalls through night, wind S.E.
9th February. 0445 Very heavy rain storm, filled every available tin and all beakers full, water situation now better than leaving the ship. Everybody wet and cold, all lifejackets and blankets wet through, issued table spoon brandy to all hands. 0800 wind S. E. 4. Set main sail and weather cleared, all wet clothing, blankets etc. out to dry. Massage oil passed round.
Noon. 23.27 N. 47.00 W. 30 miles run. 3 oz. water issued at evening meal.
10th February. Light airs and calms - progress slow. Issued 1 tin Pemmican each meal.
Noon 23.36 47.25 W. run 25 miles Co. W.S.W. (T) Vitamin C issued. Wind steady at East later part of day. All meals similar to previous issue.
11th February. Light N.E. breeze. Moderate swell. Fine and clear.
Noon. 23.15 N. 43.10 W. 40' Co; W.S.W. (T) 1300 Breeze freshened. 1500 loosened mainsail. Wind continued strong throughout night with heavy swell.
12th February. Strong ESE wind rough sea and heavy swell. Cloudy and clear. Sailing under jib. Noon 22.34 N. 48.45 W. run 40'.Altered course S.W. x W. (T) 2 tins of Pemmican issued at tea.
13th February. Mod. N.E. Wind, sea and swell. 0745 reefed mainsail checked provisions and water one beaker leaking transferred water to spare bread tank and empty jar.
Noon 22. 11 N. 49.10 W. 40' Co W.S.W. (T) Shook out reef. Breeze continues steady.
14th February. Light. Moderate breeze sea and swell. Fine and clear.
Noon. 21.24 N. 50.20 W. 73' 2 tins of Pemmican issued at tea for the rest of voyage. Thirst beginning to make itself known. Breeze continues light to moderate. Spirits high and everyone confident.
15th February. Light moderate breeze, sea and swell, fine and clear.
Noon. 20.29 N. 51.00 W. run 72' Co W.S.W. (T). Fishing tackle would be useful to help relieve monotony.
16th February. Mod. E. x N. breeze. Sea and swell. Fine and clear.
Noon. 19.27 N. 51. 55 W. 78' run Co. W.S.W. All meals similar to previous issue. Breeze continues steady with a few bosun birds flying round us.
17th February. Mod. ENE breeze, sea and swell, clear and fine.
0800 Altered course West. Main haulyards carried away, removed same with keel lines. Water issue increased to 3 oz. per meal.
Noon 18.36 N. 52.45 W. 70' run. 2 prunes or 9 raisons issued at evening meal. All hands cheerful and keeping lookout for aircraft.
18th February. N.E. trade wind continues moderate for which we are all thankful. Sun becoming hot and crew feeling the effects, but not serious, made awning with blanket and oars.
Noon. 18.36 N. 52.45 W. 68' run. Co West. 1600 Rigged mainsail as square sail, dispensed with jib owing to constant gibing, no loss in speed. Breeze continues steady.
19th February. Mod. ENE breeze, sea and swell, clear and fine - 6 tins of Pemmican issued per day.
Noon. 18.23 N. 55.20 W. 72' run. Co. west. Spirits high and no complaints. No sight of anything since leaving - only a few bosun birds who have been with us off and on since leaving. Breeze continues steady a few rain squalls around but none for us though we are prepared.
20th February. Breeze continues from ENE clear and fine. 'Booby' birds round us this a.m. maybe land is nearer than we think.
Noon. 17.57 N. 56.30 W. run 70'.
1600 land sighted right ahead could not believe my eyes but there it was. The thing now was where were we, I was hoping it was Antigua where we were making for, but could not think my reckoning was so accurate. Too late for anything this p.m. so stood away to N.W. and at 1800 hours to await daylight.
2200 wore round so as not to get too far away. Plenty of rain now that land was in sight but nobody cared about getting wet. Extra issue of water in fact we finished the bucket we were using, leaving us 19 galls. in case land should be French. When darkness fell took sight of Pole Star to check latitude but could not say it was very reliable; it was something to do to pass the long hours away.
21st February. 0200 set mainsail and stood towards land which was just visible ahead. 0330 Burnt red lights which I lashed to the boat hook every half hour, but could not see any reply from shore which by now was plainly visible. When daylight broke sighted small lighthouse ahead and burnt the smoke candles with which the boat was supplied, but they were no use making practically no smoke at all. 0630 Hauled away to the S.W. to close land and to contact any fishermen as we could see plenty of them nearer to the land. 0900 made a contact and enquired as to where we were and the reply was Antigua, for which we were all thankful. We gave them a tow rope and were towed to St. John's where we landed at about 10.30 a.m. On the way in the fishermen cooked us some fish which was appreciated very much. On landing we were met by the S.N.O. Commissioner of Police and the Administrator, also U.S. Army Officers who had supplied the cars to take us to the Clinic. We were supplied with necessary clothing by the Military and thence to the Police Station for baths and a meal, after which we were all taken to Fort James House. Two members of my crew were rather weak on landing and after medical examination were sent to the hospital, otherwise everyone was in good health except a bit groggy on the legs.
----------------------------------------------------
Suggestions.
Saltwater soap
Compass lighting could be improved
Canvas rain catches with hose
Milk tablets were not appreciated but condensed milk was very good
Wooden breakers were not satisfactory when low
Metal tanks with small tap would be much better
Fishing tackle could be supplied
Second weather cloth would be useful
Spray hood could be led further aft. gives more protection at night and heavy rain.
Compass lighting could be improved
Canvas rain catches with hose
Milk tablets were not appreciated but condensed milk was very good
Wooden breakers were not satisfactory when low
Metal tanks with small tap would be much better
Fishing tackle could be supplied
Second weather cloth would be useful
Spray hood could be led further aft. gives more protection at night and heavy rain.
------------------------------------------------------------------------------
No. 4 BOAT.
In Charge M. J. Case (4-8)
2nd Wireless Op. C. A. Shiel (8-12)
3rd " P. K. Griffiths (8-12)
3rd Engineer F. Milsom (8-12)
Leading Seaman T. P. O'Connor (12-4)
Midshipman J. G. Beck (4-8)
Greaser F. Blackham (4-8)
Fireman A. J. Roussian (4-8)
Asst. Steward A.K. Smith )12-4 Gunners
" " V. Harcastle )8-12
" " S. J. McQuire (12-4)
Galley Boy H. Davey
Army Gunner S. Clark (12-4)
" " J. Holdcroft (4-8)
Sailor J. H. Tuttle (12-4)
D.B.S. J. Johnson (Canadian)
---------------------------------------------------------------------------------
No. 4 BOAT.
In Charge M. J. Case (4-8)
2nd Wireless Op. C. A. Shiel (8-12)
3rd " P. K. Griffiths (8-12)
3rd Engineer F. Milsom (8-12)
Leading Seaman T. P. O'Connor (12-4)
Midshipman J. G. Beck (4-8)
Greaser F. Blackham (4-8)
Fireman A. J. Roussian (4-8)
Asst. Steward A.K. Smith )12-4 Gunners
" " V. Harcastle )8-12
" " S. J. McQuire (12-4)
Galley Boy H. Davey
Army Gunner S. Clark (12-4)
" " J. Holdcroft (4-8)
Sailor J. H. Tuttle (12-4)
D.B.S. J. Johnson (Canadian)
---------------------------------------------------------------------------------
Mr. W. M. Thomas, 2nd Mate - Report of Sinking of 'Rhexenor'.
February 3rd at 6.40 a.m. (A.T.S.) 2 hrs. 12 mins. To G. M. T.
I was suddenly awakened by a terrific explosion, still dazed I attempted to dress, realising we had been struck by a torpedo. As I was partly dressed Mr. Case, 1st Mate came in and told me that she was struck on the port side about No. 2 and NO. 3 Hatch and that the engines were stopped. Appearing on deck I observed the submarine end on 3 points on the starboard bow about 7 cables away. Majority of the crew were at their emergency stations, clearing away their respective boats. Allen, 4th Mate, whilst we were on the boat deck informed me that all ship's papers had been dumped. No. 3 and No. 5 boats were the first to be launched No. 6 and No. 1 remained alongside till the Master abandoned the vessel. Approximately 7 a.m. submarine commenced shelling the vessel. She was set on fire, shelling ceased approximately 7.20 a.m., and she finally sank on the port beam end at 7.55 a.m.
Submarine came towards my boat, shouting and waving 'What ship?' and beckoned me to come alongside. The sea being choppy and a moderate N.E. wind, told the crew to pull, but before we came near submarine made for other boats. I saw the 4th Mate boarding the submarine and also the Chief Steward, saw the Chief Steward returning but the 4th Mate was held prisoner. Submarine went alongside all boats and finally disappeared on the surface on an Easterly Course.
I pulled alongside No. 1 boat and received some men at the same time had orders by the Master to steer for Antigua. The boat's crew were as follows:-
Total 17
We set sails, set watches (look-out, tiller and baling) made the boat as comfortable as possible, we tied the oars outside the boat, rigged the boat cover and the side screens. I informed the crew I was preparing for a 40 day trip and we had plenty of food and water, and that there was no cause for anxiety.
During the night the Master (No. 1 boat) flashed his torch at regular intervals. The day ended with a moderate E.N.E. wind and choppy sea.
February 4th. At daybreak No 1 boat was the only one visible. The Master gave me his noon position knowing my sextant was out of order. The weather was good and No. 1 boat was definitely outsailing us.
February 5th. Weather kind of squally heavy rain. The last light we saw of No. 1 boat was at 2.30 a.m. We carried on same course W.S.W. compass. I checked my compass constantly with Polaris.
February 6th. Wind E.N.E. heavy rain squalls and a heavy following sea. The sails were reefed and towed the sea anchor with quite a success. Our improvised log gave us a speed of approximately 5 kts.
February 7th. Wind strong, E.N.E. heavy rain squalls and overcast. The sails reefed and continued towing the sea anchor and bucket.
February 8th. Similar weather prevailed and conditions deteriorated.
February 9th. During hours of darkness heavy squalls severe thunder and lightening, main sails down, jib flying, sea anchor out and bucket and awaiting day light. The lightening struck our boat (was felt by all). Conditions very bad and the moral is low. At daylight we stretched all canvas and personal clothing to dry and extra provisions were granted.
February 10th. The weather was good morale improved accordingly. We refitted the boat all canvas up and all felt as comfortable as expected.
February 11th. Wind freshening moderate E.N.E. wind and a following sea and swell. Our speed by our log was 5 kts. The crew remained good spirited.
February 12th. Squally with calms. Logging 2 kts. Some fun was made by stabbing the fish and proved successful.
February 13th. Weather conditions remained very much the same. Crew were good.
February 14th. The weather freshened up at sunset and we made good progress during the hours of darkness.
February 15th. Moderate E.N.E. wind, moderate sea, speed 5 kts. Reefed sails at sunset.
February 16th. Moderate N.E. wind, conditions same.
February 17th. Wind freshened to moderate E.N.E. following sea and choppy. Occasional rain shower. The spirits were good.
February 18th. Weather conditions remained very much the same.
February 19th. Moderate N.E. wind, sea and swell. Extra look-outs were stationed to look for aircraft as I fully expected to see aerial reconnaissance.
February 20th. Light N.E. wind, light sea and swell. Morale good.
February 21st. Light wind, slight following sea and swell. After lunch at 2.30 p.m. we heard a roar of a plane. We all got excited, we sent flares, yellow flag, we did everything within our means but aircraft did not observe us. Remarks were 'We are back into civilisation'. Extra provisions and the crew were good.
February 22nd. Weather remaining very much the same. In the forenoon we saw the plane (Liberator) circling round the horizon we utilised clothing soaked in paraffin in a wood container endeavouring to make smoke to attract attention, but all in vain. Extra provisions were continued and the morale was good. At 10.30 p.m. while I was on watch I heard the roar of a plane, instantly igniting my flares, (6) but no recognition, the plane must have seen it as it was a perfectly dark night. The crowd were all cheerful.
February 23rd. At daylight Clark, Breeze saw 2 planes to the Northered approaching us at an altitude of 200 ft. and made the Victory loop. 4 more planes appeared and circled us. 1 of the planes wrapped up in his Mae West dropped 14 tins of water which we were grateful of. The next plane dropped a packet of Camel cigarettes. They kept around us and finally sent us our position. At lunch-time they left us. At 5 p.m. they appeared again with a parcel of Very's Pistol, cigarettes and matches, also a message as follows:-
'Rescue vessel should arrive prior to sundown. If it does not fire the very's pistol every thirty minutes. Hope the cigarettes help'
Major Weinberger
C/O V.M.S - 3
At 9.30 p.m. we observed the rescue ship 'Conqueror'.
Position 19 degrees 35 M., 65 degrees 30 W.
Course and Distance Made Good.
S 75 W 1236 Miles.
To restore circulation after exposure, frequent massage and liberal use of fish oil was found beneficial.
Arrived St. Thomas (Conqueror) 6.00 a.m. 24th Feb.
Left St. Thomas (Samson) 5.30 a.m. 25th Feb.
Arrived San Juan (Samson) 5.0 p.m. 25th Feb.
Sailed San Juan (Ariel) 3.0 p.m. 1st March
Arrived Baltimore (Ariel) 8th March
Departed Baltimore (Train) 11th March
Arrived New York 11th March
Left New York (Saluta) W. M. Thomas 2nd Mate 25th March
J. W. Clark 2nd Eng.
J. B. Bell Midshipman
Food
Breakfast. 1 spoonful of Pemican, 1 Biscuit, 2 ounces of water. 1 Prune.
11 a.m. I spoonful of raisins and peanuts.
12 a.m. I spoonful of Pemican, I Biscuit, 2 ounces of water.
3 p.m. Raisins and Peanuts.
6 p.m. 1 Spoonful of Pemican, 1 Biscuit, Bar of unsweetened chocolate served with sweetened milk, raisins and peanuts and 2 ounces of water.
Horlicks tablets, which were plentiful, issued at any time.
1 tin of condensed milk issued to the watchkeepers to be used during the night.
I found plenty of water and it was good. The food was in a very satisfactory condition.
On an average we lost 1 lb. Daily.
(Sgd.) W. Meredith Thomas
2nd Mate.
I was suddenly awakened by a terrific explosion, still dazed I attempted to dress, realising we had been struck by a torpedo. As I was partly dressed Mr. Case, 1st Mate came in and told me that she was struck on the port side about No. 2 and NO. 3 Hatch and that the engines were stopped. Appearing on deck I observed the submarine end on 3 points on the starboard bow about 7 cables away. Majority of the crew were at their emergency stations, clearing away their respective boats. Allen, 4th Mate, whilst we were on the boat deck informed me that all ship's papers had been dumped. No. 3 and No. 5 boats were the first to be launched No. 6 and No. 1 remained alongside till the Master abandoned the vessel. Approximately 7 a.m. submarine commenced shelling the vessel. She was set on fire, shelling ceased approximately 7.20 a.m., and she finally sank on the port beam end at 7.55 a.m.
Submarine came towards my boat, shouting and waving 'What ship?' and beckoned me to come alongside. The sea being choppy and a moderate N.E. wind, told the crew to pull, but before we came near submarine made for other boats. I saw the 4th Mate boarding the submarine and also the Chief Steward, saw the Chief Steward returning but the 4th Mate was held prisoner. Submarine went alongside all boats and finally disappeared on the surface on an Easterly Course.
I pulled alongside No. 1 boat and received some men at the same time had orders by the Master to steer for Antigua. The boat's crew were as follows:-
| W.M. Thomas | 2nd Mate | J.W. Clark | 2nd Engineer |
| A. MacLeod | Bosun | F.J. Ansell | Greaser |
| H.J. Boatman | A.B. | A. McDonald | Donkeyman |
| E. Hatton | A.B. | C. Finn | Fireman |
| E. Breeze | A.B. | H.J. Murphy | Fireman |
| E. McAulay | A.B. | R.P. McMonagle | Fireman's Peggy |
| H. Grove | O.S. | R.P. Schroder | Asst. Steward |
| J. Miller | O.S. | M. Sisman | Do. |
| J.B. Bell | Midshipman |
Total 17
We set sails, set watches (look-out, tiller and baling) made the boat as comfortable as possible, we tied the oars outside the boat, rigged the boat cover and the side screens. I informed the crew I was preparing for a 40 day trip and we had plenty of food and water, and that there was no cause for anxiety.
During the night the Master (No. 1 boat) flashed his torch at regular intervals. The day ended with a moderate E.N.E. wind and choppy sea.
February 4th. At daybreak No 1 boat was the only one visible. The Master gave me his noon position knowing my sextant was out of order. The weather was good and No. 1 boat was definitely outsailing us.
February 5th. Weather kind of squally heavy rain. The last light we saw of No. 1 boat was at 2.30 a.m. We carried on same course W.S.W. compass. I checked my compass constantly with Polaris.
February 6th. Wind E.N.E. heavy rain squalls and a heavy following sea. The sails were reefed and towed the sea anchor with quite a success. Our improvised log gave us a speed of approximately 5 kts.
February 7th. Wind strong, E.N.E. heavy rain squalls and overcast. The sails reefed and continued towing the sea anchor and bucket.
February 8th. Similar weather prevailed and conditions deteriorated.
February 9th. During hours of darkness heavy squalls severe thunder and lightening, main sails down, jib flying, sea anchor out and bucket and awaiting day light. The lightening struck our boat (was felt by all). Conditions very bad and the moral is low. At daylight we stretched all canvas and personal clothing to dry and extra provisions were granted.
February 10th. The weather was good morale improved accordingly. We refitted the boat all canvas up and all felt as comfortable as expected.
February 11th. Wind freshening moderate E.N.E. wind and a following sea and swell. Our speed by our log was 5 kts. The crew remained good spirited.
February 12th. Squally with calms. Logging 2 kts. Some fun was made by stabbing the fish and proved successful.
February 13th. Weather conditions remained very much the same. Crew were good.
February 14th. The weather freshened up at sunset and we made good progress during the hours of darkness.
February 15th. Moderate E.N.E. wind, moderate sea, speed 5 kts. Reefed sails at sunset.
February 16th. Moderate N.E. wind, conditions same.
February 17th. Wind freshened to moderate E.N.E. following sea and choppy. Occasional rain shower. The spirits were good.
February 18th. Weather conditions remained very much the same.
February 19th. Moderate N.E. wind, sea and swell. Extra look-outs were stationed to look for aircraft as I fully expected to see aerial reconnaissance.
February 20th. Light N.E. wind, light sea and swell. Morale good.
February 21st. Light wind, slight following sea and swell. After lunch at 2.30 p.m. we heard a roar of a plane. We all got excited, we sent flares, yellow flag, we did everything within our means but aircraft did not observe us. Remarks were 'We are back into civilisation'. Extra provisions and the crew were good.
February 22nd. Weather remaining very much the same. In the forenoon we saw the plane (Liberator) circling round the horizon we utilised clothing soaked in paraffin in a wood container endeavouring to make smoke to attract attention, but all in vain. Extra provisions were continued and the morale was good. At 10.30 p.m. while I was on watch I heard the roar of a plane, instantly igniting my flares, (6) but no recognition, the plane must have seen it as it was a perfectly dark night. The crowd were all cheerful.
February 23rd. At daylight Clark, Breeze saw 2 planes to the Northered approaching us at an altitude of 200 ft. and made the Victory loop. 4 more planes appeared and circled us. 1 of the planes wrapped up in his Mae West dropped 14 tins of water which we were grateful of. The next plane dropped a packet of Camel cigarettes. They kept around us and finally sent us our position. At lunch-time they left us. At 5 p.m. they appeared again with a parcel of Very's Pistol, cigarettes and matches, also a message as follows:-
'Rescue vessel should arrive prior to sundown. If it does not fire the very's pistol every thirty minutes. Hope the cigarettes help'
Major Weinberger
C/O V.M.S - 3
At 9.30 p.m. we observed the rescue ship 'Conqueror'.
Position 19 degrees 35 M., 65 degrees 30 W.
Course and Distance Made Good.
S 75 W 1236 Miles.
To restore circulation after exposure, frequent massage and liberal use of fish oil was found beneficial.
Arrived St. Thomas (Conqueror) 6.00 a.m. 24th Feb.
Left St. Thomas (Samson) 5.30 a.m. 25th Feb.
Arrived San Juan (Samson) 5.0 p.m. 25th Feb.
Sailed San Juan (Ariel) 3.0 p.m. 1st March
Arrived Baltimore (Ariel) 8th March
Departed Baltimore (Train) 11th March
Arrived New York 11th March
Left New York (Saluta) W. M. Thomas 2nd Mate 25th March
J. W. Clark 2nd Eng.
J. B. Bell Midshipman
Food
Breakfast. 1 spoonful of Pemican, 1 Biscuit, 2 ounces of water. 1 Prune.
11 a.m. I spoonful of raisins and peanuts.
12 a.m. I spoonful of Pemican, I Biscuit, 2 ounces of water.
3 p.m. Raisins and Peanuts.
6 p.m. 1 Spoonful of Pemican, 1 Biscuit, Bar of unsweetened chocolate served with sweetened milk, raisins and peanuts and 2 ounces of water.
Horlicks tablets, which were plentiful, issued at any time.
1 tin of condensed milk issued to the watchkeepers to be used during the night.
I found plenty of water and it was good. The food was in a very satisfactory condition.
On an average we lost 1 lb. Daily.
(Sgd.) W. Meredith Thomas
2nd Mate.
Mr. S. A.G. Covell, 3rd Officer - Report of Sinking of 'Rhexenor.
Messrs. Alfred Holt & Co.
Gentlemen,
I beg to submit my report on the loss of the 'Rhexenor' due to enemy action, and the subsequent events in the boats.
We were struck by torpedo on the port side between No. 1 and No. 2 hatch, the time being 6.45 a.m. I was below and did not witness the effect of the explosion. I dressed and on coming on deck I found the crew clearing the boats ready for lowering.
I then went up on the boat deck and gave the order to start lowering the boat, as the other boats were already being lowered away. I was joined by the Chief Officer, whose boat had been blown away by blast. The ship had taken a list to port, and was down by the head. I observed as we passed round the stern that a considerable portion of the screw was exposed. The submarine then surfaced and commenced shelling. I observed about 20 rounds, of which about 50% were hits. The shooting was very poor indeed. The submarine then came over and the Commander asked for the Master and Chief Engineer. He was told that they had gone down with the ship. He ordered No. 5 boat alongside and took the Chief Steward aboard for questioning. He later released him and took Mr. Allen, 4th Officer, prisoner. The submarine then dived and made off in an easterly direction.
No. 5 boat then came alongside and I transferred to it.
Our position at the time of the torpedoing was 25° 00'N. 43° 37' W. After consultation with the other officers, I set course for Antigua in B. W. I., taking my departure from the above position. In the afternoon the Chief Officer and myself were a long way ahead of the other two boats, so we decided to try and keep together.
I got my crew settled as quickly as possible, and organised regular watches.
We agreed with other boats to make signals every hour with flashing light during dark hours. These signals were observed up till 4 a.m., the last being seen to the South of us and astern. When day-light came there was no trace of any boats.
February 4th. The day dawned fine with light breeze from S. E. On taking my sight I found that we had made good a 100 miles in a S. W'ly direction. I had previously set my watch to G. M. T. from the chronometer in the Chief Officer's boat, but there being some doubt as to the error on it, I could not rely on my longitude as being correct.
February 5th. Fresh wind from S. E., with heavy seas and swell which made sailing rather unpleasant. At 6 p.m. I decided to heave to, and boat rode easily with a jib up and sea anchor streamed on the quarter. I should point out here the necessity of a larger sea anchor, the usual size being inadequate to keep the boat's head up.
February 6th. Hove to all day. Heavy sea running and high squally wind. The crew at this stage were very wet due to repeated rain squalls and spray. We managed to collect a considerable amount of rainwater. The water caught from the sails was tainted by the dye of the sails, but it was drinkable.
At this stage Corby A.B. complained of not feeling well. I think he caught a chill, in fact all hands were shivering due to exposure to the elements.
February 7th. Today dawned fine and clear, with light airs. Mr. Ward, 5th Engineer, flipped a fish out with his hand, and we cooked it in the boat. It was a welcome change, and I think that fishing lines put in the boats, would be a great asset. Fresh water can be obtained from the flesh of the fish also.
During the afternoon a strong wind came up from the S.W. and we made good way till 8 p.m. when storm clouds gathered. I decided to shorten canvas, which was just as well. Rarely have I seen such strong squalls and torrential rain. These conditions prevailed all night. A fair quantity of rain water was caught.
February 8th. This morning was dull and wet, but a breeze came from the S. W. again, and off we went once more, with breaks showing in the clouds, which gave us poor drowned creatures some hope of the sun. Every one was shivering intensely, due to exposure, and not being able to have dry gear. I am doubtful if Corby will pull through.
February 9th. I tried a new experiment this morning. Having several surplus cans of rainwater, I heated this by means of old wood burnt in the bailing bucket, which had fallen to pieces, and was of no further use in the capacity of a bucket. I added some cooking chocolate and condensed milk, and the resulting mixture was very palatable and sustaining. This, and the use of massage oil, did much to improve our conditions. A small stove would be very useful.
February 10th. The weather cleared around 9 a.m. and the long overdue N.E'ly trade winds came away. The spirits of the crew rose with the wind, and I estimate the speed to be four knots.
February 11th. Corby seems to be sinking fast, and I do not think he will pull through.
The crew seems to have settled down now, and are more at home in the boat. Their lack of knowledge of small boat sailing was very noticeable and I have had a full time job teaching them. The help rendered to me by fundamental rules of boat sailing.
February 12th. Still carrying along with fair wind. Cannot take Longitude now as I am unable to ascertain correct G. M. T., but I still can observe Latitude. Reckon to make land about 21st February.
February 13th. Still getting along to a fair N. E'ly wind. If this holds, it will not belong before we are consuming the iced drinks which continually float before our eyes and form the big part of our conversation. At 4.15 p.m. Corby A.B. passed away. His death was witnessed by myself and Roger (Carpenter); The Carpenter said a last prayer for the dead, and he was committed to the deep. It cast quite a gloom over our little band, but we have to look ahead, let there be no looking back.
February 14th. Still perfect weather, but wind is rather light. The Milk Tablets seem to go down well. They are good to chew during the night, and keep the thirst quenched a certain amount.
February 15th. Wind fell right away today, and boat is just making way through the water.
We find that our Vitamin C tablets are great thirst quenchers, and this gave me the idea that acid drops would have the same effect.
We have just finished our evening meal and are now lying back prior to going to sleep. The only men moving about are the watch keepers.
The water ration is 6 ozs. per day, and 10 ozs. on Sunday, four biscuits per man with pemmican spread on it. I served prunes or raisins in the morning. This fruit when chewed did to some extent alleviate the thirst between meals.
The health of the crew is fairly good, except for the usual weakness around the legs, and tempers are inclined to be short, but the conduct of the crew is excellent.
February 16th. The wind improved today, and we are making about three knots.
February 17th. The breeze is still holding. I increased the water ration by 2 ozs. today, as I reckon to make land in six or seven days.
February 18th. The day dawned with light wind, fine and clear with a slight sea. The boat was making about two knots.
February 19th. Fine weather, with slight sea. Wind still holding, but shifted to eastward.
Observed Latitude to be 20° 08' N., so I hauled her down to S.W. x W. in order to make southing and counteract set which is experienced here.
February 20th. Fine weather with slight sea and swell. Lots of rain squalls about, but we seemed to miss them all. I increased the rations again today, as I expect to make land soon.
We are very thin now, and resemble a bag of bones, but we are all still in good spirits. A cake of salt water soap would come in very handy for washing, as we are all very dirty. S. Tate (Fireman) developed a septic hand as a result of rope burns. The arm commenced to swell, so I decided to open the hand with a razor. The operation was satisfactory and he is now quite well again.
February 21st. Called this morning to hear the glad cry of 'Land'. The island was bearing S. W. from us and the wind having come round from that direction, we could not make any headway towards land. Three planes flew over us, but did not see us, in spite of my signals. The smoke flares were very poor and would not be visible to a ship any distance away.
February 22nd. We pulled all night, and daylight found us quite close to land, but the men were very tired, so I tried sailing again, but wind and current being averse, it was of no avail.
In the cool of the evening I again got the oars out, putting Tate, the man with the bad hand, at the tiller. We pulled continually till 2 a.m. when I let go the anchor in two fathoms of water. The coast being steep too, I decided to wait till daylight before landing.
After twenty days in a boat, eleven hours continuous pulling is a feat worthy of mention.
February 23rd. When dawn broke, we found ourselves lying off rock-bound coast, with slight surf. I decided to beach boat, as, if we had gone looking for a sandy beach we stood the chance of being swept out to sea by the swift current which ran between this group of islands.
I headed the boat on to the beach, keeping my stern on to the slight swell by means of my hedge anchor. I held her there while the crew got ashore and then allowed her to swing on to the beach, where she lay quietly, enabling us to remove such food as we required.
O'Connel and Tate then climbed the hill behind us, and there contacted some natives, who directed them to the village. The natives came down to us, giving us some hot coffee which tasted very good indeed. We experienced some difficultly in walking, due to the motion of the boat and the continuous sitting posture in the boat.
About 2 p.m. a boat took us all round to the native village, where we were given hot coffee and porridge. I cannot say enough about the kindness of these simple people, who had not been spoilt by the invasion of so called Western civilisation.
We attended a thanksgiving service for our safe deliverance, and then the Commissioner of the B.W.I. came and took us to Torola, where we obtained hot baths, and so to bed.
Before I end this account I would like to say that the American stores were excellent in every way, and their condition on opening was perfect.
Gentlemen,
I beg to submit my report on the loss of the 'Rhexenor' due to enemy action, and the subsequent events in the boats.
We were struck by torpedo on the port side between No. 1 and No. 2 hatch, the time being 6.45 a.m. I was below and did not witness the effect of the explosion. I dressed and on coming on deck I found the crew clearing the boats ready for lowering.
I then went up on the boat deck and gave the order to start lowering the boat, as the other boats were already being lowered away. I was joined by the Chief Officer, whose boat had been blown away by blast. The ship had taken a list to port, and was down by the head. I observed as we passed round the stern that a considerable portion of the screw was exposed. The submarine then surfaced and commenced shelling. I observed about 20 rounds, of which about 50% were hits. The shooting was very poor indeed. The submarine then came over and the Commander asked for the Master and Chief Engineer. He was told that they had gone down with the ship. He ordered No. 5 boat alongside and took the Chief Steward aboard for questioning. He later released him and took Mr. Allen, 4th Officer, prisoner. The submarine then dived and made off in an easterly direction.
No. 5 boat then came alongside and I transferred to it.
Our position at the time of the torpedoing was 25° 00'N. 43° 37' W. After consultation with the other officers, I set course for Antigua in B. W. I., taking my departure from the above position. In the afternoon the Chief Officer and myself were a long way ahead of the other two boats, so we decided to try and keep together.
I got my crew settled as quickly as possible, and organised regular watches.
We agreed with other boats to make signals every hour with flashing light during dark hours. These signals were observed up till 4 a.m., the last being seen to the South of us and astern. When day-light came there was no trace of any boats.
February 4th. The day dawned fine with light breeze from S. E. On taking my sight I found that we had made good a 100 miles in a S. W'ly direction. I had previously set my watch to G. M. T. from the chronometer in the Chief Officer's boat, but there being some doubt as to the error on it, I could not rely on my longitude as being correct.
February 5th. Fresh wind from S. E., with heavy seas and swell which made sailing rather unpleasant. At 6 p.m. I decided to heave to, and boat rode easily with a jib up and sea anchor streamed on the quarter. I should point out here the necessity of a larger sea anchor, the usual size being inadequate to keep the boat's head up.
February 6th. Hove to all day. Heavy sea running and high squally wind. The crew at this stage were very wet due to repeated rain squalls and spray. We managed to collect a considerable amount of rainwater. The water caught from the sails was tainted by the dye of the sails, but it was drinkable.
At this stage Corby A.B. complained of not feeling well. I think he caught a chill, in fact all hands were shivering due to exposure to the elements.
February 7th. Today dawned fine and clear, with light airs. Mr. Ward, 5th Engineer, flipped a fish out with his hand, and we cooked it in the boat. It was a welcome change, and I think that fishing lines put in the boats, would be a great asset. Fresh water can be obtained from the flesh of the fish also.
During the afternoon a strong wind came up from the S.W. and we made good way till 8 p.m. when storm clouds gathered. I decided to shorten canvas, which was just as well. Rarely have I seen such strong squalls and torrential rain. These conditions prevailed all night. A fair quantity of rain water was caught.
February 8th. This morning was dull and wet, but a breeze came from the S. W. again, and off we went once more, with breaks showing in the clouds, which gave us poor drowned creatures some hope of the sun. Every one was shivering intensely, due to exposure, and not being able to have dry gear. I am doubtful if Corby will pull through.
February 9th. I tried a new experiment this morning. Having several surplus cans of rainwater, I heated this by means of old wood burnt in the bailing bucket, which had fallen to pieces, and was of no further use in the capacity of a bucket. I added some cooking chocolate and condensed milk, and the resulting mixture was very palatable and sustaining. This, and the use of massage oil, did much to improve our conditions. A small stove would be very useful.
February 10th. The weather cleared around 9 a.m. and the long overdue N.E'ly trade winds came away. The spirits of the crew rose with the wind, and I estimate the speed to be four knots.
February 11th. Corby seems to be sinking fast, and I do not think he will pull through.
The crew seems to have settled down now, and are more at home in the boat. Their lack of knowledge of small boat sailing was very noticeable and I have had a full time job teaching them. The help rendered to me by fundamental rules of boat sailing.
February 12th. Still carrying along with fair wind. Cannot take Longitude now as I am unable to ascertain correct G. M. T., but I still can observe Latitude. Reckon to make land about 21st February.
February 13th. Still getting along to a fair N. E'ly wind. If this holds, it will not belong before we are consuming the iced drinks which continually float before our eyes and form the big part of our conversation. At 4.15 p.m. Corby A.B. passed away. His death was witnessed by myself and Roger (Carpenter); The Carpenter said a last prayer for the dead, and he was committed to the deep. It cast quite a gloom over our little band, but we have to look ahead, let there be no looking back.
February 14th. Still perfect weather, but wind is rather light. The Milk Tablets seem to go down well. They are good to chew during the night, and keep the thirst quenched a certain amount.
February 15th. Wind fell right away today, and boat is just making way through the water.
We find that our Vitamin C tablets are great thirst quenchers, and this gave me the idea that acid drops would have the same effect.
We have just finished our evening meal and are now lying back prior to going to sleep. The only men moving about are the watch keepers.
The water ration is 6 ozs. per day, and 10 ozs. on Sunday, four biscuits per man with pemmican spread on it. I served prunes or raisins in the morning. This fruit when chewed did to some extent alleviate the thirst between meals.
The health of the crew is fairly good, except for the usual weakness around the legs, and tempers are inclined to be short, but the conduct of the crew is excellent.
February 16th. The wind improved today, and we are making about three knots.
February 17th. The breeze is still holding. I increased the water ration by 2 ozs. today, as I reckon to make land in six or seven days.
February 18th. The day dawned with light wind, fine and clear with a slight sea. The boat was making about two knots.
February 19th. Fine weather, with slight sea. Wind still holding, but shifted to eastward.
Observed Latitude to be 20° 08' N., so I hauled her down to S.W. x W. in order to make southing and counteract set which is experienced here.
February 20th. Fine weather with slight sea and swell. Lots of rain squalls about, but we seemed to miss them all. I increased the rations again today, as I expect to make land soon.
We are very thin now, and resemble a bag of bones, but we are all still in good spirits. A cake of salt water soap would come in very handy for washing, as we are all very dirty. S. Tate (Fireman) developed a septic hand as a result of rope burns. The arm commenced to swell, so I decided to open the hand with a razor. The operation was satisfactory and he is now quite well again.
February 21st. Called this morning to hear the glad cry of 'Land'. The island was bearing S. W. from us and the wind having come round from that direction, we could not make any headway towards land. Three planes flew over us, but did not see us, in spite of my signals. The smoke flares were very poor and would not be visible to a ship any distance away.
February 22nd. We pulled all night, and daylight found us quite close to land, but the men were very tired, so I tried sailing again, but wind and current being averse, it was of no avail.
In the cool of the evening I again got the oars out, putting Tate, the man with the bad hand, at the tiller. We pulled continually till 2 a.m. when I let go the anchor in two fathoms of water. The coast being steep too, I decided to wait till daylight before landing.
After twenty days in a boat, eleven hours continuous pulling is a feat worthy of mention.
February 23rd. When dawn broke, we found ourselves lying off rock-bound coast, with slight surf. I decided to beach boat, as, if we had gone looking for a sandy beach we stood the chance of being swept out to sea by the swift current which ran between this group of islands.
I headed the boat on to the beach, keeping my stern on to the slight swell by means of my hedge anchor. I held her there while the crew got ashore and then allowed her to swing on to the beach, where she lay quietly, enabling us to remove such food as we required.
O'Connel and Tate then climbed the hill behind us, and there contacted some natives, who directed them to the village. The natives came down to us, giving us some hot coffee which tasted very good indeed. We experienced some difficultly in walking, due to the motion of the boat and the continuous sitting posture in the boat.
About 2 p.m. a boat took us all round to the native village, where we were given hot coffee and porridge. I cannot say enough about the kindness of these simple people, who had not been spoilt by the invasion of so called Western civilisation.
We attended a thanksgiving service for our safe deliverance, and then the Commissioner of the B.W.I. came and took us to Torola, where we obtained hot baths, and so to bed.
Before I end this account I would like to say that the American stores were excellent in every way, and their condition on opening was perfect.
I remain,
Yours faithfully,
(Sgd.) S. A.G. Covell,
3rd Officer
Yours faithfully,
(Sgd.) S. A.G. Covell,
3rd Officer