LAMPORT AND HOLT LINE

(Source: P.M. Heaton, Sea Breezes, 1977) We would like to thank Sea Breezes for permission to reproduce these articles

The fourth instalment of the Lamport and Holt story takes the form of a detailed account of the loss of the motorship "Lassell" in 1941 and the experiences of the survivors prior to rescue

The Lamport and Holt Fleet

an history by P.M. HEATON

PART IV

THE "LASSELL" INCIDENT, 1941

THE next loss was the Lassell which, having left Liverpool for South America under the command of Capt. A. R. Bibby early in April 1941, was torpedoed on the evening of April 30, about 300 miles South West of the Cape Verde Islands.

I quote hereunder the report made by the chief officer to the owners on his returp to the United Kingdom, in full, as it is an interesting account of the loss and subsequent journey in one of the life-boats.

M.V. Lassell

Account of the loss through enemy action, and log of the survivors in No. 3 Boat.

H. W. Underhill - Chief Officer

D. Enticknap - 3rd Officer

April 30, 1941

Noon. In position latitude 13.55 North. longitude 28.59 West. True course S 7 E. Speed 10.2 knots. Moderate NE breeze. Slight sea and moderate NE swell. Cloudy, fine and clear.

18.02.
In position latitude 12.55 North, longitude 28.50 West. The vessel was struck by a torpedo on the port side in the engine room near No.4 bulkhead. No.4 boat was smashed and thrown inboard. All W/T gear rendered useless. Both engines stopped instantly and the engine room flooded. The vessel listed about 10 deg. to port and returned to an even keel almost immediately. She then commenced to settle by the stern, and the abandon ship signal was given. No.2 boat was lowered, but, owing to the vessel's way and the effect of the swell, was damaged against the ship's side and had to be abandoned. Nos. 1 and 3 boats were lowered and manned, although the work was rendered difficult by quantities of fuel oil and sheep dip which were forced by the air pressure out of the engine room and No.4 hold ventilators onto the boat deck.

18.08.
No. 3 boat with the 3rd. officer in charge, cleared the ship with 20 men.

18.09.
No. 1 Boat with Capt. Bibby in charge, cleared the ship with chief and 2nd. Officers, 26 men and one lady passenger.

18.10.
The vessel foundered stern first at an angle of approximately 60 deg. The mainmast crumpled and fell to the deck as she went under. A quantity of flotsam, including a number of rafts, and a pedigree bull floated clear.

18.15.
A very large submarine marked U.22 surfaced about three hundred yards from the boats and opened fire with machine guns on the bull which was struggling in the water. Both boats lay to.

18.20.
The submarine dived. No.3 boat pulled to the wreckage of No.2 boat and salvaged 1 case corned beef, 2 cases condensed milk and 2 casks water.

18.45.
Night fell, both boats laying to sea anchors and maintained communication by flashing torches.

Thursday, May 1.

At 05.00 No.3 boat pulled to No.1 boat half-a-mile distant. Chief Officer Underhill and four men were transferred from No.1 boat. It was then definitely established that only two men missing were 3rd. Engineer J. Chaney and Greaser W. Quinn. As both these men were in the engine room at the time the torpedo struck the ship they were assumed to have been trapped by the inrush of water and drowned.

Both boats lay to sea anchors throughout the day and No.1 boat used the portable radio transmitter at two-hourly intervals.

At 16.00 a large unidentified steamer was sighted about 4 miles off to the eastward. The radio transmitter was used, and No.3 boat burned two red flares. The vessel maintained her course to the northward and passed from sight. The first ration of water and biscuits was issued in No.3 boat at 18.00.

Both boats lay to sea anchors as on the previous night.

Friday, May 2.

No.3 boat pulled over to No.1 boat at daylight and reported to Capt. Bibby for orders. One 7 gallon cask of fresh water was transferred to No.1 boat. Both boats lay to until 08.00 when sails were hoisted and course set to NE x E true, (E x E magnetic) in an endeavour to reach the Cape Verde Islands. This was found to be impossible, and No.3 boat, sailing as close to the wind as she could, made about SE x E true.

No.1 boat seemed to be sailing a little closer to the wind, but both boats made a great deal of leeway.

At 11.00 the top gudgeon on the stern post of No.3 boat carried away, rendering the rudder useless. This was therefore jettisoned and the sweep oar rigged as a jury rudder and served fairly satisfactorily.

At 16.00 No.3 boat, when about three miles ahead of No.1 hove to, to enable her to close before nightfall. No.1 boat maintained her course and passed to windward. No.3 reset her sails and proceeded.

Communication was established, but at 23.00 No.3 failed to receive any answer to her signals, and although the torch was used at frequent intervals the two boats never regained touch.

Saturday, May 3.

From hereon this account is written as the Log Book of No.3 boat only.

As we were now alone we decided to take stock of our resources and come to some definite organisation and routine.

The following is a list of the boat's personnel:

H. W. Underhill Chief officer
D. Enticknap 3rd officer
A. B. Withers 6th engineer
J. Simpson 7th engineer
H. Hutton 3rd radio officer
P.J. Guy Cadet
K. Elgin Cadet
G. Robinson A.B.
J. Blundell A.B.
J. Graham A.B.
J. Quinn A.B.
D. Leicester O.S.
W. Parry O.S.
H. Scott Deck boy
J. Sullivan Greaser
T. Wake 2nd steward
E. McArdle Assistant steward
A. Buck Steward's boy W. Childs Private, R.M.
J. Allingham Seaman Gunner
F. H. Butler Bombardier, R.A.
W. Wilkinson Gunner, R.A.
P. Giffard Gunner, R.A.
R Bolch Gunner, R.A.
J. Holmes Gunner, R.A.
T. Caddy Gunner, R.A.

The crew were divided into three sections. Six men living in the bow of the boat were made responsible for the lookout at night. The 17 men amidships kept the day lookout and bailed whenever necessary (usually twice a day). The chief and 3rd. officers and A. B. Robinson kept two- hour watches at the steering oar. 6th Engineer Withers, having been badly burned on the left arm and side by blazing fuel oil in the engine room, was exempted from all duties.

The stores were checked over, and the following list drawn up. This includes the boat's own stores and those salvaged from No.2 boat:

24 gallons fresh water in one 10- gallon and two 7-gallon casks.
112lbs. biscuits in 2 airtight containers.
72lbs. Nestles sweetened condensed milk in 1 lb. tins.
120 lbs. Armour's corned beef in 48-1 kilo tins.
500 Gold Flake cigarettes in 10 tins of 50.
20 life-boat matches in watertight container.
1 first aid outfit.
12 blankets.
24 Regulation red flares. (2 of these were used yesterday).

Apart from this list there was the usual life-boats equipment specified by the Ministry of Shipping and a number of cigarettes and matches in the private possession of various members of the crew. This seemed a fairly satisfactory list of provisions, and the only question which gave rise to any anxiety was that of matches. It was decided not to pool them, but orders were issued for the strictest economy, and when cigarettes were issued after the morning and evening meals, one match only was used to light the entire 21. (there were only five non-smokers).

The menu decided on was as follows: 07.00. One biscuit covered with corned beef, followed by a cigarette. Noon. Two spoonfuls of condensed milk and one full dipper of water (¼pint).

17.30.
The same as at 07.00 but with addition of half a dipper of water.

This provided to be an extremely economical bill of fare as it exactly used 1 kilo tin of meat at each meal. At midday, too, the ration of milk emptied a 1 lb. tin. The tin was then passed to one of the younger, and more Junior, members of the crew to be cleaned out, usually by licking the fore-finger, after which, its edges were bent down and it served as a drinking mug.

Sunday, May 4.

Course maintained. Estimated speed 2 to 3 knots. It was realised that it would be impossible to make the Cape Verdes as the wind was steadily NE to ENE and Force 2 to 4. The main objective was to make as much easting as possible, in order to get into the convoy tracks near Freetown, and ultimately to reach the African coast, about 900 miles distant, should we not be picked up. As there were no instruments of any sort except the compass, any attempt at navigation, beyond guesswork, was impossible. Nevertheless, it was realised that should we go too far North, which was unlikely, we should land in enemy territory and be interned. On the other hand, should we go too far Southward, which seemed to be the tendency, we should eventually sail into the Gulf of Guinea, which would more than double the distance required to make a landfall. However this was all conjecture, and there was very little question in anyone's mind that a convoy would soon be sighted.

This being Sunday, a double ration of water was issued at noon, and it was decided that for the next few days the water ration could be increased to two dippers (½ pint) per man per day, by the issue of a half dipper at the morning meal.

Monday, May 5.

Maintained course. Usual daily routine. The general attitude of the men seemed optimistic and fairly certain that we should be picked up at any time. The wind dropped almost completely at sunset but anti-Trade winds were seen about 21.00. The lower clouds, cumulus and cumulo stratus, were moving in a SW direction, and the higher banks, consisting principally of cirrus clouds, in a NEly. There were rain clouds to the westward, but a change of wind to the SW seemed to be indicated, which, it was hoped, would bring them nearer. In view of this possibility a plan for trapping as much rainwater as possible was drawn up, so that no time should be wasted if the rains came.

The men turned in in the usual manner, laying athwart the boat on the oars, which were spread out evenly in the centre. Those who had over- coats wore them, and with a few exceptions there was one blanket to each two men. The boat cover was also spread as an added protection against the damp atmosphere at night and the early morning dew.

Tuesday, May 6.

At about 08.00 the wind veered to SE x S, so course was altered to Ex N (magnetic), allowing 2 points Westerly error and 3 points for leeway, to make NNE true. It was a comparatively uneventful day but a deal hotter than those previous. Night fell with a promise of rain. The chief officer obtained an error of the compass by bringing the Pole Star right ahead.

This gave an error of almost exactly 3 points West. The variation was believed to be about 20 deg West, so the resulting deviation of 14 deg was assumed to be caused by the proximity of the compass to the after lifting hook of the boat. However the compass was steady and behaving admirably so things were left as they were.

Wednesday, May 7.

All hands on deck at 04.00 to catch rain. The sail was lowered and prepared as had previously been arranged but, after a few drops the shower passed overhead, so the sail was reset and the boat got under way again.

The wind this morning was light and variable, and several men felt that it would be more satisfactory to be pulling on the oars than laying almost becalmed. The mainsail was lowered and the oars manned, but after half an hour it was found to be too wearying in proportion to the progress made, and the attempt was abandoned.

At 11.00 a bathing parade was organised. Each man was permitted to go over the side for a few minutes, but strict orders were issued not to leave hold of the becket lines. While this was in progress an extra man was posted to keep a lookout for sharks. The effect of this dip was excellent; apart from cooling the body and tending to allay thirst It was very heartening to feel that the boat was actually making way, however little, through the water.

It was a week today that the ship was lost. Everybody was still fairly cheerful about things, and usually somebody would say at daylight, "Thank goodness we are going to be picked up today". There was no despondency and mild wagers were being laid as to the exact day and time when the rescue ship would come along. A prize of ten shillings was offered for the first person to sight a ship, and should she subsequently stop and take us aboard it was to be increased to thirty shillings. The rescue ship was never referred to as such, but as "Our Good Neighbour Ship". This was because a certain American company uses this as their slogan, and an American steamer had been heard transmitting a weather bulletin the day before the ship was lost.

The average temperatures were estimated today to be about 98 deg. Fahrenheit by day, and 65 by night.

Thursday, May 8.

At daybreak the wind backed to the NE again so the SEly course was resumed. The weather continued as before, slight sea and low easterly swell.

At the morning meal today the first cask of water was emptied. This meant that 26 men had consumed 7 gallons in 7 days. There still remained one 7 and one 10 gallon casks, so at the present, rather liberal rate of consumption, this would have been sufficient for a further 17 days. Any rain caught would considerably lengthen that period. The question of food had, so far, provoked no anxiety. The meat was being consumed at the rate of two tins a day, but there still remained 36. Biscuits had recently fallen into disfavour as they seemed to be thirst provoking. Some men had been finding the meat indigestible during the last two days, and had been having the alternative of two spoonfuls of milk. To date, only 8 of the 72 tins of milk had been used.

At about 21.00 a small squid climbed aboard the boat. It had a flying fish firmly grasped in its tentacles. It was slightly larger than a clenched fist, with a dull red colouring and two small, beady eyes protruding from its head. It was hastily ejected and dropped back into the water.

Friday, May 9.

Wind NE, Force 4. Moderate sea and swell. The boat seemed to be making about 3½ knots and was spraying forward occasionally. In order to get as much speed as possible the bathing parade was cancelled today.

There were a number of cases requiring medical treatment. 6th Engineer Withers' arm was washed and redressed. It was still raw, but quite clean and seemed to be progressing as well as might be expected under the circumstances.

Gunner Holmes complained of a cut in his thumb which was badly swollen. This was the first time this man had reported sick although he suffered this cut in abandoning the ship over a week ago. He said that it had become much worse overnight and, on questioning, admitted that he had been one of the men who had handled that squid yesterday evening. The wound was cleansed and dressed, but it obviously needed better treatment than anyone in the boat was in a position to give it.

In the afternoon there were two more patients. One man complained of feeling faint. Aged 21, he was very slight, and seemed less able to stand the strain than the others. He was given sal volatile, and for the rest of the afternoon, and all night, he dozed fitfully, sometimes striking out at those next to him and all the time moaning quietly or mumbling incoherencies to himself.

The other was simply a case of sunstroke and despondency. He was the first man to, in any way, intimate that he was on the verge of giving up hope of being rescued. In this case sal volatile had less effect than a few well- chosen words, but after the heat of the day had passed he seemed to have less difficulty with his breathing, and eventually slept with a certain amount of ease.

After the evening meal the boat was bailed, and before turning in at 1900, A.B. Blundell and 2nd Steward Wake requested that they might hold a small prayer service for the benefit of any Roman Catholics that were present. It was thought that it would be invidious to make any distinction as to creed and it was decided that anyone who wished to might join in. This met with unanimous response and Wake led the boat's company in the Lord's Prayer, followed, after a few moments of silent meditation by an impromptu plea for a speedy rescue, both for us, and for the crew of the No.1 boat, of which we had seen nothing for eight days. All hands then piped down except the officer of the watch and the lookout man.

Saturday, May 10.

At 05.15 everyone was awakened as the chief officer sang out: "Men, a Ship. God has answered our prayers".

In the breaking dawn a small dot was seen on the horizon to the westward and a matter of seconds later a red flare had been ignited and was being waved aloft. It seemed at first that she was heading away and three more flares were burned in quick succession. She was then seen to alter course and steer straight for the boat. The sail was kept up for a few minutes longer for the sake of conspicuousness and a treble ration of water was issued to each man.

The sail was then lowered and neatly stowed, the oars were manned and the men were detailed to attend the boat hook and fenders. The ship approached, and was identified as the Elder Dempster liner Egba. She hove to to windward, and the boat was pulled over to her as she lowered guess warps and ladders. The men were in fine trim, and pulled on the oars with surprising strength. Once alongside, the boat was evacuated in an orderly manner. It was remarkable that with the exception of the 6th engineer, everyone was able to climb the pilot ladders without assistance. When aboard, the general physical weakness soon became apparent, and it was found almost impossible to remain standing, as the decks of the ship seemed to be lurching in every direction in a particularly violent fashion. Actually, she was lying in a flat calm with practically no movement at all, and our legs, which had been automatically counteracting the short, sharp motion of the boat for nine-and- a-half days, were now creating a movement which really did not really exist.

Egba hoisted the boat aboard her after deck and got under way. Mr. Underhill reported to the master, Capt. G. D. Simpson, O.B.E., and supplied him with information necessary for his log book.

CONCLUSION

The position in which the boat was picked up by the Egba was latitude 10.57 North, longitude 29.13 West. Thus, our course and distance made good was S x W 120 miles. Our rough estimate had been SE 500 miles. This westerly set can only be explained as being due to the North East Trade Drift.

On being torpedoed we were 960 miles from Freetown, and 250 miles from Brava, the nearest of the Cape Verdes. Owing to the drift we had not diminished either of these distances, and that we were picked up at all, in that position, was plainly an act of Providence.

At 15.00 the same day, in position latitude 11.11 North, longitude 27.53 West, the Egba sighted a second life- boat. She closed it, and it was recognised as Lassell's No.1 boat. It was empty, but bore signs of having recently been occupied. The mast had been unstepped and was lying on the thwarts. Several blankets hung over the side, apparently having been used as fenders. The portable radio transmitter was not m the boat, and there was very little water in the bottom. Everything seemed to indicate that her crew had been picked up not many hours previously.

The Egba did not pick it up, but continued her voyage to Freetown, where she arrived on the morning of Thursday, May 15.

During these five days, her officers and men did everything in their power to make us comfortable, frequently putting themselves to considerable inconvenience. Mr. Morris, the chief steward, was tireless in his capacity of doctor, dressing and attending the 6th engineer's arm and Gunner Holmes' hand at frequent intervals. It was his opinion that another two days without proper treatment would have seen the onset of serious complications in both cases.

No praise can be too high for the Egba ship's company and the entire boat's crew would like to have their very sincere gratitude recorded here.

On arrival at Freetown, a naval launch was sent out, and the chief officer, 6th engineer and 3rd radio officer were taken ashore to the flagship to make a report, while the 3rd officer, with Mr. Swanner of Elder Dempster Lines Ltd., arranged for the men to be accommodated at various hotels.

The eight D.E.M.S. ratings came under naval and military control and left the party.

It was arranged that an advance on the wages should be issued to enable the men to purchase clothes and toilet necessities, as the naval authorities found themselves unable to do anything in this respect. The difficulty encountered here was that, apart from tropical kit, no clothes were obtainable in Freetown.

During our stay there, Mr. Wheeler, Elder Dempster's general manager and Mr. Swannel did a great deal of organising on our behalf and secured the best accommodation available. Other ship survivors, who had different agencies, were considerably less well off than ourselves.

Two of the men, A.B. Quinn and O.S. Leicester agreed to join a British merchant ship, the Dahomian, as A.B.'s and commenced duty the following morning. This further reduction brought our party to 16, and that afternoon, Friday, May 16, we reported to the naval authorities and were conveyed to the New Zealand Shipping Company's liner Ruahane which sailed in convoy the next day, with a passenger list including 81 shipwrecked officers and men.

In conclusion, it seems appropriate to add, that the life-boat, which was a standard 26-footer, built in 1921, was in every respect highly satisfactory, and made surprisingly little water. With the exception of the top gudgeon, which was pulled off the stern post, there was no untoward incident at all. The equipment was in good condition, especially the compass, which remained steady and easy to steer by throughout the voyage.

There were ample provisions. On being picked up there remained about 14 gallons of water, and milk and meat sufficient for a further 17 days. The nutritive value of the milk cannot be overstressed. The meat, which for the first few days afforded a satisfying meal, had later tended to become indigestible.

The first aid equipment was satisfactory, aspirin and sal volatile being particularly useful.

(Signed)

H. W. Underhill, Chief Officer
D. Enticknap, 3rd Officer
May 27, 1941
Aboard Ruabine.

The occupants of No.1 boat were rescued by the Ben Line steamer Benvrackie after nine days at sea, but were to face further hardships, for after four days the Benvrackie herself was torpedoed and sunk by a submarine. Fifteen of the original 25 who had been taken aboard the Benvrackie were lost at this time. The remaining 10, who included Capt. Bibby, together with survivors from the Ben liner's crew, were to remain in an open boat for a further 13 days, during which time a number of men died (none being from the Lassell's crew), before being picked up by a hospital ship and landed at Sierra Leone. It says much for their courage that they should survive this second ordeal.

Mr. Underhill after a period at home on leave was promoted master for his next voyage, taking over command of the steamer Sheridan. It will be noted that an ordinary seaman, who was amongst the occupants of the No.3 life-boat was called D. Leicester, and it is of interest that Mr. Underhill, while serving as second officer of the Romney in 1923 served under the command of his father. O.S. Leicester served with Lamport and Holt for many years, and himself rose to the rank of captain with the Company.

Incidentally, Capt. Bibby had a brother-in-law who was also a master with the company, Capt. A. Watson, and they each had a brother who served as chief officers with Lamport and Holt.

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