SS Sambut

By Brian Hennessy on 23 August 2008

18 August 1943: The SS Sambut (number 169803 – Signal: BKXP) was only awarded a Provisional Registration in the Lloyds Register of Masters. There, just23 periods of command are recorded – the first commenced in Glasgow on 26th June 1943 – the first commenced in San Francisco on 18 August 1943 and ended in Glasgow, arriving on 7th March 1944 – the second engagement commenced on 12 April 1944 – was never completed. The Register is annotated simply, “War loss. Sunk”.

The beginning

The SS Sambut was built in 1943 by the Oregon Shipbuilding Corporation in Portland, Oregon, and was transferred to the British Ministry of War Transport Department on “bare-boat” charter from the War Shipping Administration (the owners) to P Henderson & Company, who were to be the managers. Mark was despatched from Glasgow on 26 June 1943 to take over the command of the Sambut. She was launched in Oregon on Saturday, 14th August 1943 as the Liberty Ship, “The CJ Jones” and was named after C J “Buffalo” Jones. The ship had been sponsored by Senator Charles L McNary of the state of Oregon. The sister of Buffalo Jones and the wife of Senator McNary appear with “The Captain” in a newspaper clipping that commemorates the launch. The official date of her requisitioning into the Commercial Division on the “time-chartered on a net basis” from the United States was on 21st August 1943, but Mark had been officially put in command on 18th August. Presumably, Mark then steamed her off to an American port to be fully loaded up and sailed back to the United Kingdom in convoy.

The Lloyds Daily List provides the itinerary:

• 13 Mar 1943: Empress of Canada torpedoed and sunk
• 08 May 1943: Kanbe torpedoed and sunk
• 24 Jul 1943: Henzada torpedoed and sunk
• 14 Aug 1943: The Launching of the “C J Jones” in Portland, Oregan
• 18 Aug 1943: Mark assumes command of the “C J Jones”
• 25 Aug 1943: Departed Portland, Oregan, nr Vancouver, River Columbia
• 26 Aug 1943: Docked at Seattle
• 11 Sep 1943: In the port of Los Angeles
• 17 Sep 1943: Departed Los Angeles for Australia
• 14 Oct 1943: Arrived in Hobart
• 11 Nov 1943: Arrived at Bombay in India
• 27 Nov 1943: Departed Bombay for Ceylon
• 02 Dec 1943: Arrived in Ceylon
• 03 Dec 1943: Departed Ceylon
• 12 Dec 1943: Arrived in Calcutta
• 01 Jan 1944: Departed Calcutta
• 19 Jan 1944: Arrived in Ceylon
• 28 Jan 1944: Arrived at Aden
• 29 Jan 1944: Departed Aden for Suez
• 04 Feb 1944: Arrived at Suez
• 06 Feb 1944: Entered the Canal and steamed to Port Said
• 08 Feb 1944: Arrived at Alexandria
• 10 Feb 1944: Departed Alexandria for the waters of the Clyde in Convoy MKS 40

There was increasing tension in Europe at this time. The British and American Forces were already planning Operation Overlord for the invasion of Normandy. The German High Command knew that something was afoot and their intelligence worked overtime to try to discover where and when the invasion was to take place. The British Forces were gathering their forces from far and wide for the event – and the “Sambut” was a part of the scheme. Now back in European waters, it was essential that the “Sambut” got through – every loss at this stage was critical. Although the Mediterranean had become a safer place since the German forces of Rommel had been defeated in North Africa and the Italian surrender in September 1943, the convoy still had to breach the Straits of Gibraltar and enter the Atlantic. The Bay of Biscay remained a U-boat stomping ground and was dangerous.

One of the Escorts of Convoy MKS 40 from Alexandria to the Clyde was the Hunt Class destroyer HMS Rockwood – and her Captain was 2nd Lt Lombard-Hobson. The “Rockwood” had been damaged by a bomb in her gearing room – and was making a passage home from the Levant Station for repairs – and in the process had become an additional escort to the Convoy that was under overall command of HMS Rochester. On leaving the Straits and entering the Atlantic, the convoy had kept well away from the Portuguese and French coasts and was approaching the British Isles South East of Ireland. In the position 47 degrees 21 North, 18 degrees 30 West, “Rockwood” was detached to go ahead of the convoy and rendezvous with 4 Landing Ships (No 324 for Falmouth and Nos 362, 413 and 427 for Plymouth) and escort them to their destinations.

At 0345 hours in the night of 2nd March 1944, LST 324 reported a radar contact 1600 yards on the starboard beam. “Rockwood” immediately carried out a sweep and suddenly, illuminated by her searchlights and dead ahead at 800 yards, was a submarine taking up a position to torpedo the Landing Craft. Bearing down at full speed on the U-boat, the “Rockwood” reached a range of 400 yards when an under-water explosion was heard as the submarine released its torpedo – and then rapidly submerged. The “Rockwood” kept on its bearing and made ready to ram the submarine, but as it approached the submerged submarine’s last position the “Rockwood” altered course for a point 50 feet ahead of the swirl made by the disappearing conning tower – and emptied ten depth charges in a tight bunch and 47 starshells in the area. HMS Rochester, still with the main convoy, sent HMS Tavy up to assist. The LST had, however, been hit and sank a few hours later at 0730 – and the survivors were picked up as dawn broke. The survivors numbered 56 souls, but 88 men were lost. HMS Fencer then despatched a Swordfish aircraft – which was soon accompanied by a Liberator aircraft from Coastal Command – to sweep the surrounding area for any signs of the U-boat. HMS Tavy assumed command of the remaining LSTs and saw them safely to Falmouth whilst HMS Rockwood, out of fuel, proceeded quickly to Plymouth. The U-boat was damaged sufficiently to force it to make for an occupied port in France – and it kept well clear of the Main Convoy MKS 40 – and the “Sambut” – that was approaching the area where the U-boat had lain in wait for it!

• 07 Mar 1944: The Sambut arrived in the Port of Glasgow
• 12 Mar 1944: Transferred to His Majesty’s Service
• 16 Apr 1944: Departed Glasgow for Greenoch and anchored in the Clyde
• 17 Apr 1944: Departed Clyde Anchor
• 18 Apr 1944: Anchored in Loch Ewe, north of the Isle of Skye
• 21 Apr 1944: Departed Loch Ewe for the Methil Roads near Edinburgh
• 23 Apr 1944: Sighted off the Methil Roads and St Abbs bound South

The SS Sambut was a twin-decked, electric welded, steel ship. She had a cruiser stern and three masts and was originally fitted out for the transportation of fuel oil. She weighed 7,219 tons and measured 422’ x 57’ x 34’ – and was one of the many hundreds of ships that were mass-produced on the North American continent and in Britain to re-supply Britain and the allied forces in Europe. In 1941, Roosevelt had ordered 2 million tons of merchant shipping to be built. In 1942 alone, 646 freighters slid off American launchways. The ships were called “Liberty” ships or “Fort” ships and some 120 of them were launched every month between America, Canada and Britain. The SS Sambut was actually completed and launched within 17 days – but that was not the record! The first Liberty Ship took 244 days to build, but once the design was mastered, the sections were pre-fabricated and the average build was down to 42 days. On one occasion, however, a ship was completed within less than 5 days – a record that must still stand to-day for that tonnage! Those “production line” ships that were made in Britain were given the prefix, “Empire” and those that were built in North America, but managed by British Shipping companies, received the prefix “SAM” – hence the “SS SAMbut”. I do not know, but I presume that the “SAM” was to remind the war weary British that it was “Uncle Sam” who was supporting the Old Country in this amazing endeavour! There is no doubt whatsoever, that the American contribution to the war effort was crucial, but to this day so many Britains cannot help wondering why in two World Wars the Americans had to wait until we were on our knees before their commitment found “bite”! The Oregon Shipbuilding Corporation constructed 322 Liberty ships during the war. That is no mean record – in any event.

The SS Sambut was converted to a troop carrier specifically for Operation Overlord and was registered in London and sailed under the British flag – officially described as a “British Tramp”. The conversion was completed in March 1944 and the vessel was transferred to the Liner Division of the Ministry of Transport’s War List of ships in HM Government’s service. Mark commanded the SS Sambut during the Landings on D-Day. Throughout May the vessel was involved in a great many exercises to ensure that troops and crews were fully aware of their stations and roles. D-Day was originally scheduled for 5th June 1944, but the weather was very bad and General Eisenhower postponed it for a day. The 6th was not ideal either, but the go-ahead was given. American troops boarded the vessel at Southend on Sea in the Thames Estuary during the night and “The Captain” got under way at 0600 hours – with orders to deliver the troops to the Normandy invasion beachheads that afternoon on 6th June. The convoy in which Mark found himself was the “Follow-up L Force” destined to land troops at “Sword Beach”. This was the eastern extremity of the landings near the town of Ouistreham.

The landings for D-Day were very carefully planned and every wave of ships had a strict time-scale that revolved around “H-Hour”. The main landing forces would sail from Portsmouth, but the Naval Forces sailed from Irish ports – meeting up in the western English Channel approaches. Two “Follow-up Forces” also came from further afield. Follow-up Force B sailed from Dorsetshire, Devonshire and Cornish ports and Follow-up Force L sailed from the Essex and Norfolk coastal towns. The Mine-Sweepers had set sail first and had opened up broad safe channels to each of the Normandy Beaches for the convoy forces that were to follow. Royal Navy battleships sailed close in their wakes and bombarded the German Defences – the last salvos being fired by HMS Belfast. Following this “softening up” was the first wave of troop landings. The “Follow-up L Force” was due to arrive on the second tide and brought in the remainder of 3 Division. Their immediate task was to join up with the 6th Airborne Division which had been dropped behind the German Defences and then consolidate their positions. This objective was achieved according to plan by the end of the day – to the great satisfaction of the Allies – and the disbelief of the German High Command who had ruled out an invasion on that day because of the bad sea-state.

The Southend based force, Group L 3, was under the command of Captain J D Shaw of the United States Navy. It was expected that Group L 3 would arrive at Southend late in February, but for one reason or another it did not put in an appearance until 12th May. The ships had only a bare three weeks for training and organisation before D-Day arrived. Landing exercises took place locally in Thorpe Bay and , as far as time allowed, various other exercises were carried out by the Group’s flotilla. The Port Authorities requisitions a house as Headquarters for Captain Shaw and the Pier Hotel was taken over as an Officers’ Mess. An old search-light station on the pier-head was equipped as a signal station for the exclusive use of the Group L 3 force which was allotted suitable berths within the anchorage. Provisioning and maintenance was carried out from the US Navy advance base at Deptford and landing ships gathered upriver in preparation for the assault. Provisions were loaded on the ships by tenders. By the morning of D-Day, some 203 ships were, plus their RN escort vessels, were anchored at Southend within the boom and a further fifty or so awaiting ships were anchored in The Warp. Within one day either side of D-Day, 316 ships successfully sailed from Southend. This amazing scene was reflected throughout the ports of Britain. On the 7th June, the Commander in Chief The Nore sent out the following message to the Port of Southend,

“ I wish to congratulate you on the arrangements and timing of yesterday’s sailings, involving over two hundred ships and craft. I am aware of the amount of detailed work required to achieve this so satisfactorily. Personally, I don’t know how adequately to thank you for the successful work you have done”.

Included in the convoys embarking in the Thames like the Sambut, were a succession of British-managed “Sam” merchantmen, including the Samark, the Samholt, the Samnesse, the Samneva, the Sampep, the Samphill, the Samsip, the Samvern and the Samzona – just about every name beginning with “Sam” imaginable! All these vessels were ballasted with tops trimmed level and dunnaged to take heavy army vehicles. According to “Lloyds War Losses in World War II”, (Volume 1, 1943-1945), the SS Sambut was carrying a crew of 40 men, 23 gunners manning her anti-aircraft defence weapons and 497 troops – together with their 137 armoured military vehicles. She also carried ammunition and petrol in jerry cans stacked on the foredeck. (A note that I discovered in documents at the National Maritime Museum, however, indicates that the number of troops was, in fact, 1000). As she passed through the Straits of Dover at noon in the Convoy ETM1 – with another ship abeam, a German shore battery with long-range guns on the Calais coastline opened fire. The Sambut suffered two direct hits amidships and caught fire. One of the shells exploded in No 4 Mess-deck, killing 150 troops and wounding many others. She soon became covered in dense smoke and her ammunition cargo in No 2 Hold exploded. Further casualties were suffered when the starboard side of the Sambut blew outwards. The port side lifeboats were destroyed, but the starboard boats were launched. Abandoned, still ablaze and out of control, the vessel drifted onto the Goodwin Sands. There she sank at the location 51degrees, 8 minutes, 52 seconds North, 1 degree, 33 minutes, 27 seconds East in the English Channel within sight of the white cliffs of Dover. There she still lies in 51 meters of water on a shelf of the Goodwin Sands , some 19 meters above the seabed and 2.25 miles ESE of the South Goodwin Lightship. That ill-fated ship of my Grandfather is now a war grave, orientated with her bows facing 80 degrees just North of East and her stern 260 degrees just South of West. She was the first major casualty of the D-Day landings.

The whole incident is described by my Grandfather in his own words in his official report to the Admiralty Trade Department in a document, Reference TD/139/2058 dated 9th June 1944 (ADM/199/2147). His “blow by blow” account demonstrates that despite the chaos of explosions and the danger of the extensive fires on board the sinking ship, he remained in command on the Sambut for a full 37 minutes after she had been hit. By doing so, he was able to ensure that all his crew and all the armed combatants who were still alive were evacuated to the boats and rafts. The survivors were picked up by motor launches and the injured, which included my Grandfather, were taken to the Military Hospital that had been built within the very White Cliffs of Dover that had overlooked the Straits between England and France – and the tragedy of the sinking of the Sambut.

A remarkable witness account of these events was provided by the Commanding Officer of the Destroyer, HMS Charlock, in a report to the Admiralty on 14th June 1944. The “Charlock” was one of the destroyer escorts of the convoy and was stationed on the port beam of the convoy. At 1205 they had noticed the flashes on the Pas de Calais area of the French Coast and the salvo struck at 1206 ahead of them. They had seen the explosion on the port side of the “Sambut” and the fifteen foot crack that had appeared in her hull just forward of the bridge. The air was full of shrapnel. The “Charlock” gave chase to give assistance, but the “Sambut” had continued at full speed and it took the “Charlock” some minutes to catch her up. Astonishingly, they remarked that there was no one on the bridge – for unbeknown to them the force of the blast had blown the bridge officers out onto the decks. Whilst the “Charlock” tried unsuccessfully to quell the fires on the starboard side of the Sambut, a store of gelignite exploded on the “Sambut’s” deck and the starboard side of the hull cracked and intense fire and heat issued from the gaping hull. Continuous minor explosions of ammunition and vehicle petrol tanks made the rescue attempts difficult, yet the Motor Launch, ML 112, went alongside and rescued some 200 survivors. The “Charlock” drifted among the wreckage and brought on survivors from the water before returning to her duties with the convoy. The report was forwarded to the Commander in Chief The Nore under cover of a comment by the Captain Commanding the 21st Destroyer Flotilla:

“It is very much regretted that the first hit obtained by the enemy guns from the French coast should have been on such a valuable target”.

Mark’s record details that he was injured and was suffering from immersion, exposure, shock and associated nervous symptoms. My mother recalls that he was very shaken up. In fact, he was granted a “disability allowance” and Henderson’s awarded him a gratuity in final settlement of the matter in 1951. Many more merchant ships and Royal Navy craft were sunk by U-boats, or were mined or destroyed by enemy artillery fire in the two weeks following the sinking of the SS Sambut in the very dawn of Operation Overlord.

Josephine, Mark’s daughter and my mother, had just left duty in the Admiralty Headquarters Operations Room in London when the marker for her father’s ship was taken off the charts. My mother was recalled to the Operations Centre and her Wren Officer, Bo Barnard, told her the news of the sinking of her father’s ship, the SS Sambut, by enemy fire. There was no casualty list and no information about survivors – if any. My mother remembers spending a sleepless night in great torment and dread. In the morning, she was again recalled to the Operations Centre. Bo Barnard said, “I thought you might just want to know that your father is alive”! The Captain had survived and he was at that moment in the wartime casualty hospital that was cut out of the rock in the white cliffs of Dover. He was very shaken up for weeks, but gratefully still in one piece. I remember my Grandfather telling me that he was the first to leave the ship – which was wrong for a captain – and he said that King George VI later told him so – but he was excused because he was clean blown out of the bridge. He added with infectious wit that he had spent all his energies swimming for his cap, which he had seen floating away after the ship had been abandoned. Apparently he had lost three uniform caps already and he would “be damned” if he was going to lose another one!

Actually, that story was a mixture of his story- telling zest and a fair degree of truth. In reality, the attack on the Sambut was much more gruesome than his light-hearted account. He was in the bridge in full command of his ship. The first shell had hit the mess-deck – and so many of the young ANZAC soldiers gathered there were torn apart by the blast before they ever set foot on French soil. The second shell had hit the ship just in front of the bridge and had blown the bridge apart. The boatswain, Frederick William Chase of Grimsby, standing next to him, took the full force of a capstan, that flew through the bridge and crushed him against the back wall – and shocked, severly wounded and immovable he drowned when the ship went down. He was 52 and his next of kin was his sister Ethel. Another crew-man, the 2nd Engineer James Davie of Sterling was killed by shell splinters. James was 36 and his wife’s name was Jean. John Robertson, aged 33, the 3rd Engineer from Ayr, drowned. We do not know who told his mother Margaret – news via a list in the Times or a telegram, no doubt. Cadet Kenneth Campbell was just 18 years old. He was from Glasgow and he was named after his father, also Kenneth. The young cadet’s right arm shattered to such a degree that it was later amputated. Mark was thrown out of the bridge and hit the deck, but was unscathed. He remained on the ship, with his Chief Engineer McMurdo, despite the shock of the horrors that they had each witnessed and the terrible dangers from explosions to which they was exposed. Only after all the men alive had abandoned ship, did they take to the heavy swell of the sea. Their presence of mind saved many men. This was my Grandfather’s third sinking. He knew what it was all about and he did his duty. My Grandfather was a hero in my eyes, yet every man afloat in the ships of the Merchant Navy was a hero of sorts. Many died and many survived, but the only difference between all those men of the sea was that some were called by circumstances to make an open display of the courage in which each one of them shared.

The Normandy Landings were a success despite the high casualties in ships and on the beaches. The objective had been to speedily move 352,570 troops, 1,410,600 tons of supplies, two floating “Mulberry” harbours and 152,000 military vehicles from one side of the Channel to the other in the face of entrenched enemy defensive fire within the space of a few days commencing on 6th June 1944. It took 5,969 Naval vessels and 864 merchant ships to achieve the task – but achieve it they did, albeit at great cost. It was the largest invasion force in the history of mankind. In the words of one journalist – “The Mightiest Armada of all time”!

The Government lost no time in reporting their successes in broadly confident tones – whilst also guarding the precise location of the landings and any details of the fighting or operations. On the 6th June in the evening, the first official communiqué read, “Under the command of General Eisenhower, allied naval forces, supported by strong air forces, began landing allied armies this morning on the northern coast of France”. By the following morning, on 7th June 1944, the invasion had gathered pace and its foothold in Europe was secure. The newspapers were now full of the details. The “Times” led with “THE GREAT ASSAULT GOING WELL” … “Allies Several Miles Inland” … “Battle For Town Of Caen” …“Mass Attack By Airborne Troops” … “Continuous Fighter Cover Over Beaches” … “Memorable Scene In The House Of Commons”.

For me, however, there was the briefest of articles in the “Times” that morning of the 7th June 1944 that was of more interest and greater poignancy than any of the carefully censored words that appeared in that day’s lengthy leaders. It was entitled, “English Coast Shelled By Germans” and proceeded, “Big guns on the French coast opened fire across the Straits of Dover a few minutes after midday yesterday. A salvo of four shells was seen to explode.” Those very few words were the first and only specific comments in the many general reports of the events of Operation Overlord on 6th June to emerge in the press that following day! Clearly, the report came from an observer at Dover, rather than from any official source – which still had a tight lid on all precise operational details. Curiously, in Mark’s own report to the Admiralty regarding the sinking of the Sambut he wrote, “The convoy proceeded without incident until noon, when I saw two explosions in the water, with black smoke, about 100 yards away on my port quarter. A few seconds later, at 1203 on the 6th June, when in a position east of Goodwin Sands, steering a south-westerly course at 8.5 knots, my ship was struck, almost simultaneously, by two 16” shells, fired from Calais”. A little further down in the report, he added, “Only four shells were fired during the attack, and no further firing took place”. Amazingly, what had been reported in the “Times” on the morning of the 7th June – amongst the very first reports of the Normandy Landings on D-Day – was the German guns at Calais firing on the Sambut! As for the sinking of the Sambut itself, there was no official mention. The Sambut was a troop carrier – and when one of the HM Transports was sunk be enemy action (even the sinking of the SS Empress of Canada which had great loss of life) – only one line with the barest of details was ever published. The report appeared a couple of days later in “The Lloyd’s List and Shipping Gazette” dated 8th June 1944 and stated quite simply, amongst the Marine Casualties, “London, June 7th, Steamer Sambut has been sunk”!

8 August 1944 to 26 October 1944: The SS Dalhanna (161930) – Signal GRLZ – 3 voyages to un-stated destinations under Admiralty control. The Dalhanna was a twin-decked steel ship fitted out with DF and ESD systems. Her tonnage was 5,571 and her measurements were 407’ x 55’ x 28’. She was built in 1930 by William Beardmore & Co at the Dalmuir shipyards, Scotland, for the Henderson Line who managed the British and Burmese Steam Navigation Co. The Beardmore shipbuilding company was based at Dalmuir on the Clyde and started their business by making dumb barges, but in 1905 they built their first steam yacht. Soon after they were building passenger cargo ships. By the time the Great War erupted in Europe Beardmore had already constructed battleships, destroyers, cruisers and submarines for the Royal Navy. The SS Dalhanna was constructed in the Beardmore yard as a cargo ship in the very last year of the operation of the company in 1930. She was registered in Glasgow and sailed under the Red Ensign. Previous to her management by the Henderson Line on behalf of the British and Burmese SNC, the SS Dalhanna belonged to the Steamship Dalhanna Co Ltd which had a livery of a black funnel with a light blue band, a black hull with a red boot-topping. After her sojourn with the British and Burmese Steam Navigation Company, she was sold in 1945 to the Nesler Steam Ship Company of the Head Line – and was then re-named the “Lord O’Neill”. Schulte and Bruns of Emden acquired her in 1950 and she was renamed yet again as the “Johann Schulte”. In 1963 she was replaced with a ship of the same name and was broken up.

During WW2, the Dalhanna was much engaged in convoy duties. She was requisitioned on 16th April 1940 into the Commercial Division of the War Register. After she had taken part in Convoy HX 109 in February 1941 with a cargo of sugar destined for Liverpool, she was commissioned into the Military Transport Division. She was then back in the Liner Division for a year until she was recalled back into direct operational war service in the support of the military in October 1942. In that role she served in the Mediterranean until the 20th June 1943. There, the North African ports were virtually on the Front Line and the Dalhanna also played her part. The port of Bone was the main re-supply base for the First Army and suffered from incessant air raids and the coastal convoys from Algiers had to fight every inch of the way through to these ports. On New Year’s Day in 1943, the SS Novelist and the SS Harpalyce were both damaged at Bone. The next day the SS St Merriel and the SS Empire Metal, which was itself a new deep-sea tanker, were both destroyed. The SS Dalhanna and the SS Melampis were moored close by and were discharging their cargoes with their own lifting gear – because the port facilities had been too badly damaged. Throughout the raid they carried on their task of off-loading their cargoes – despite both suffering from peripheral damage from the inferno raging around them – including being constantly spattered by exploding rockets and machine-gun ammunition from the burning Merriel. The Dalhanna became so hot that she also caught fire. The pumps, however, had been damaged by an explosion and water could not be pumped. She thus burned furiously and the vessel was gutted. At the height of the blaze, it was discovered that some of the St Merriel’s crew were cut off by the flames on the forecastle head of their ship. The Dalhanna launched a boat in charge of Chief Officer Morgan and 10 crew-men. They saved the St Merriel crew by their endeavours – and Robbie Sutherland, later a Captain in his own right – and a correspondent of mine – was commended for his courageous feats. Chief Officer Morgan was awarded an OBE. The Captain of the Dalhanna and crew took her out of Bone to Algiers where they cannibalised other damaged vessels and put the Dalhanna ship-shape again to the degree that they were able to return to Britain for a re-fit. The Dalhanna (by then re-named as the Lord O’Neill) was relinquished from government service on 2nd March 1946.

Mark’s Captaincy of the “Dalhanna” was from 28 Aug 1944 until 26th Oct 1944. For a part of that time, from 8th August 1944 to 21st October, a young cadet, Robert Leslie Sutherland, sailed with my Grandfather to New York and back to London. Robert later became a Captain in his own right – and now, at an advanced age, lives in retirement at Stromness in Orkney. He wrote to me in July 2003 and told me that he remembered my Grandfather very well – “He was a soft spoken gentleman – a typical passenger ship Master – a gentleman of the old school”. Robert continued, “My great recollection of him was arriving in New York. I was watch below – and he sent for me (to come to the bridge) to witness the spectacular view of the “Queen Elizabeth”, the “Queen Mary” and old “Aquitania” leaving the river in convoy Indeed, it must have been a sight, the “Dalhanna”, with its two decks and 5,571 tons would have been utterly dwarfed by that entourage. The “Queen Elizabeth”, with eight decks, had a tonnage of 83,673 tons and was almost 1000 feet in length. The “Queen Mary” was only slightly smaller at 81,235 tons – and the “Aquitania” – a featherweight in her company at 28,408 tons – was still in excess of 5 times the size of the “Dalhanna”! ”. In another letter he stated, “I remember Captain Mark Willis as a highly respectable Master Mariner who coped competently and without fuss. He was a man who had much experience and survived – a thorough gentleman of the old breed. He never required to impose and had a character that commanded respect. As a result, his ships were happy and peaceful”. Robert, then a young man, was, I feel, in some awe of his Master – especially as he and, no doubt, all the crew were aware that their new Captain had been awarded the DSC for his role in the evacuation of Greece. He recalled that my Grandfather had come to the Dalhanna just two months after the sinking of the “Sambut”, the first ship to be lost in the invasion of France in June 1944. Robert ended his letter with a sentence that revealed both a degree of reverence and pride: “Thanks for reminding me of one of the Merchant Navy Masters and gentlemen that I had the great pleasure of admiring!!” The “Dalhanna” was clearly a happy memory for Captain Robert Leslie Sutherland – his address at Stromness on Orkney is, “Dalhanna”, Sutherland’s Pier!

• 28 Aug 1944: Mark took over command from Captain Stubbs
• 01 Sep 1944: Departed the Mersey for the North Atlantic
• 19 Sep 1944: Arrived in New York
• 27 Sep 1944: ttended Inquiry regarding war damage sustained in Jan 1943 at Bone, North Africa.
• 05 Oct 1944: Departed New York bound for St Johns to join Convoy HX 312
• 09 Oct 1944: Departed St Johns in Convoy HX 312
• 20 Oct 1944: Arrived in the Port of London’s Victoria Docks
• 26 Oct 1944: Relinquished command of the Dalhanna.

We are fortunate to have a copy of the Ship’s Log for that voyage to New York and back. There were no incidents reported in the Log, but Mark Willis, Master, is listed as No 1 on the Crew Agreement – and Robert Sutherland, Cadet was No 44 and was discharged with £10-15-03d as his balance of wages at the end of the voyage! More detailed information of the progress of the convoy was provided by the Senior Naval Officer of C-5 Escort Group. The 77 ships of the convoy set sail, following a rendevous, on 9th October from St Johns at 1700 hours. The Escort comprised of HM Ships “Runneymede”, “New Westminster”, “Longbranch”, “Nene”, “Huntsville”, “Zanzibar”, “Tobago” and “Hespeler”. Some of these vessels were placed well to Port and Starboard of the convoy to act as a submarine screen – and the remainder swept the van and guard positions. Also sailing with the convoy were Merchant Aircraft Carriers the “MacCabe” and the “Macoma” under the command of an Air Staff Officer. In the fullest co-operation with the Convoy Naval Escort, they filled the gap left by the inability of any shore-based aircraft to provide the convoy with cover. Throughout the term of the passage, these vessels provided air reconnaissance on alternate days – although on the 13th and 15th the weather was too bad for flying. Nevertheless, they managed some 19 sorties between them and provided over 42 hours of valuable surveillance.

The Commodore of the Convoy was Vice-Admiral Sir Malcolm L Goldsmith and he sailed in the MV “Pacific Enterprise”. The Vice Commodore was Master O Baillie aboard the SS “Samsoaring”. Having set sail, the convoy route was almost immediately amended to a new way-point at 44 degrees 32North, 38 degrees 26 West – hence omitting a previously planned way-point. Apparently the convoy made excellent speed during the whole crossing – or at least most of the convoy did so. On 11th October, they were initially well closed up and in their stations, making some 9.5 knots. At dusk the “Zanzibar” and “Tobago” tightened the screen as they entered into their night defensive routines. The SS “Charles Robinson” fell astern in the night and by the following morning was some five miles adrift of the convoy. Fortunately for her, she made up with the convoy the following day – even though the convoy had maintained her speed throughout the night. A signal received on the evening of the 11th warned that an enemy aircraft and submarines had been sighted at 43 degrees 25 North, 40 degrees 42 West – and the information was made available to the MAC ships for investigation. The Escort ships continued to maintain a close screen and new patterns were signalled to order day and night sweeps and stations. The weather and visibility was occasionally bad on the voyage and some vessels drifted from their stations. The situation was at its worst on the 12th and 13th October and some of the ships displayed their stern lights for safety. This, of course, was forbidden as it could lead to the discovery of the convoy by the enemy. The Commodore was forced to issue Masters with a stern warning.

At 1030 hours Zulu on the 12th October the convoy altered course to bear on a new way-point at 047 North, 038 West in accordance with a signal with the date-time group of 120857 Alpha. Routine air patrols were carried out a dawn to survey the seas to the fore and on the wings of the convoy.. During the course of the day, the Commodore ordered practice emergency turns and net streaming exercises. The wing ships were also given a chance to practice firing on targets dropped overboard by the escorts. At dusk, the final air patrol of the day was cancelled due to lack of wind. The 13th was a bad day for weather and the convoy’s energy was expended keeping station in high seas and heavy winds. No flying was done that day, but three of the escort vessels managed to get refuelled. On the 14th, flying was resumed – and the “Runneymede” was refuelled for exercise purposes. At 0930 Zulu the convoy altered course earlier than planned to 077 for a new position – thus obviating the need to manoeuvre the large fleet at night. This change eventually put them some 50 miles ahead of their planned schedule.

On the 15th October, the SS “Horace Wells” developed engine trouble and when she was forced to stop and HMS “Longbranch” stood by to provide protection. The SS “Marit II” then suffered from steering gear trouble and also halted. By the end of the night, however, they had both rectified the problems and rejoined the convoy. The “Zanzibar” took the opportunity on the 16th to exercise refuelling in weather that had been moderating. Flying also resumed and 4 sorties were achieved. Towards night, the wind backed to the South and the seas began to increase again. In the evening, a signal with date-time group 2113A/16 from Commander in Chief Western Approaches gave an ETA at Tusker Rock of 1730A on the 18th and for the Lizard Head an ETA of 0130A on the 19th. “Nene” and “Hespeler” were instructed to escort the group headed for the Bristol Channel – and “Longbranch” was ordered to escort the group headed for the Irish Sea.

On the 17th October, flying was completely suspended due to heavy weather. At 1230 hours Zulu 30 ships, amongst them the SS “Dalhanna”, detached from the main convoy for the English Channel with HM Ships “Tobago”, “Zanzibar” and “Huntsville”. The main convoy of 47 vessels reformed into three columns at 1345 hours. HMS “New Westminster” reported at 1919 hours that one boiler had gone out of commission – and her speed was limited to 12 knots for the remainder of the voyage. On the morning of the 18th October, the “Runneymede”, SS “MacCabe”, SS “Macoma” and the SS “Copeland” closed into a group. The “Nene” and “Hespeler” then detached with the group bound for the Bristol Channel and the “Longbranch” headed for the Irish Sea with the vessels bound for Liverpool, Belfast and Glasgow. The remaining vessels, HM Ships “Runneymede” and “New Westminster” then made an independent procession to Moville. With all merchant ships dispersed, the Naval Escort C-5 had done its job. Each of the 77 ships of Convoy HX 312 arrived at their destination ports unscathed. The SS “Dalhanna” sailed up the Thames for London on the 20th October. The voyage was done.

28th October 1944 to 15 October 1947: The SS Samphire (169746) – Signal: BFNR – a series of wartime voyages including the East Indies and the United States. Like the SS Sambut, the Samphire was another Liberty ship that was built on the western Atlantic sea-board as part of the American War effort. She was constructed in 1943 by the North Carolina Shipbuilding Co at their Wilmington yards in North Carolina. That company built 126 Liberty ships. Originally, she was launched as the “Montfort Stokes” and later re-named. The British Ministry of War Transport Department contracted her on “bare-boat” terms from the owners, WSA, for management by the Henderson Line and she was registered in London and flew the Empire’s Ensign. The official arrangement was termed “time-chartered on a net basis”. The pattern of construction was identical to the SS Sambut – and hundreds of other Liberty ships. She was a twin-decked, three-masted, electric-welded, cruiser-sterned vessel fitted out for the transportation of fuel oil to take part in the Atlantic Convoys. Her tonnage was the standard 7,219 tons and her proportions conformed exactly to the prescribed mass-production pattern of 422’ x 57’ x 34’.

Her war record was impressive. She was initially requisitioned into the Commercial Division on 22nd August 1943, but for a time in 1944 she was used to transport Military vehicles. After alternate spells of requisitioning in the Liner and Commercial Divisions she was again used in military operations. Mark took command on 28th October 1944. Mark commanded the “Samphire” whilst she was still in the Liner Division – which meant that she was transporting personnel. Some of those duties included the repatriation of Italian prisoners-of-war from Africa to Italy and of Australians troops from the Middle East back to Adelaide. In September 1947 her service with the Government ceased and she was returned to the US Maritime Commission. The “Samphire” reverted to her former name, the “Montford Stokes” – and was laid up as part of the US fleet reserve. Eventually, in 1962, she was broken up at Chikasaw in Alabama.

Amongst my many correspondents is a sea Captain named Angus MacDonald. At the time of writing he is in advanced years. In 1946,however, he was a Cadet on the “Samphire”. He wrote in a letter to me at Christmas time in 2003 that in 1991, 50 years after he had sailed with Captain Willis on the “Samphire” he sailed aboard a survivng Liberty Ship, called the “John W Brown” to Wilmington. He continued,

“While in Whilmington, I met veteran shipbuilders, men and women who had built the “Samphire” and 125 other Liberty ships between 1943 and 1945. Hendersons managed four Liberty ships during World War II – and Captain Willis commanded two of them ( “Samphire” and “Sambut”)….I joined the “Samphire”, at Birkenhead in January 1946. We were bound for India with a general cargo, I think. On an Ellerman charter. After discharge and the end of the charter we were ordered to proceed in ballast via the Cape to West Africa and ultimately to load for home….The “Samphire”, like all Henderson ships, carried four cadets. I was the senior cadet and reported to the Chief Officer, Mr Walker-Brown. Each day he would assign work to the cadets as well as for the deck crew. I would be responsible for seeing that the cadets did their work properly. Three cadets were on watches sharing the duties of wheel, look-out and deck work with the crew; one cadet was on day work….The “Samphire” had a “white” crew, as we termed a crew of British seamen, as we were used to sailing with coloured, colonial crews. On Henderson’s own ships they employed Indian crews until taken over by Elder Dempster Lines when they changed to having West African crews. White crews generally were more productive at sea than coloured crews, but this was often offset by attitudinal and behavioural problems, especially in ports. In those days, crews from the Indian sub-continent did not partake of alcoholic drinks- although they liked to chew betel-nut – which was more of a pacifying drug….The Master on Henderson Line ships tended not to deal directly with cadets – as long as they behaved themselves – and Captain Willis was no exception. On that voyage I shared with another cadet a cabin on the same deck as the Master – but on the port side of the engine room funnel casing – whilst his quarters were on the starboard side abaft the chartroom and access to the wheelhouse. Our cabin, close to the radio room, had been occupied by the two junior Radio Officers during the war when each ship carried three radio operators for round-the-clock watch keeping. Next to our cabin was the cabin of the one and only radio operator carried in peace time.”

I have mentioned before, briefly, that the duties of a ship’s Master were varied and all-embracing. Navigational and seaman’s skills were only the beginning. Much was added to the official nature of his tasks and as time advanced, ships became more technical – and government added greater responsibilities to the role of the Master for the sake of the health and safety of crew and passengers. Acts of Parliament were passed to legislate for the most common eventualities and the Board of Trade required the owners and masters to ensure the completion of all the regulations with precision. Ultimately, records had to be maintained of emergency drills and the closing of watertight doors at the start of voyages or when leaving port. When the wireless became a statutory facility on all passenger ships after the sinking of the Titanic, daily checks had to be made of the battery states and operational ability of the set. Management Companies also needed to protect themselves from unnecessary risks – and from mutinous crews. Seamen, themselves, also needed protection from exploitation by hard masters and ruthless owners. Over the years, therefore, agreements between the Managing Company and the crew were established – and they covered such things as rations, living accommodation, wages, fines and punishments. This whole body of information was maintained by the Master in an official log, or set of logs, which encompassed agreements signed by the crew and actions taken by the Master, and these were filed with the Board of Trade at the completion of each voyage. In foreign countries, Consular Officials inspected log books and agreements and authorised any alterations to the crew lists. The Managing Company paid a fee for this service which provided for a certificate embellished by postage stamps for their authorisation and payment of duty. There were signatures in the log also – and the log’s certificate pages began to take on the semblance of a passport over the course of a long voyage! Problems with individual crew members took up much of a Master’s time. Whereas the ship’s officers and cadets (apprentices) were engaged by the company on a long-term basis, the remainder of the crew were engaged for the voyage. In wartime, there were also marine gunners enlisted on the Merchant Fleet’s vessels, and these, too, had to be administered according to their own regulations. Most of the crew were faithful, hard-working and often courageous men, but a few were the flotsam of the oceans – and many a Master must have regretted the day that they were “signed on”! Below are the chronological details, of what are mostly routine events – and sometimes the tribulations of life at sea – taken directly from the Captain’s log of the SS Samphire in 1944 and 1945.

Captain’s Log. Occurrence: 28th Oct 1944, 9-00 am, London. “I have to report J Mulkall, EDH, R263100, failed to join ship this morning, and up to our sailing at 5-00 pm on 29th Oct, failed to put in an appearance. He left no clothes on board”. Signed by M Willis, Master & witnessed by A Tibbenham, 1st Mate, 30th Oct.

Captain’s Log. Occurrence: 30th Oct 44, 10-00 am, Southend. “ This day, S Brabazon signed on as AB – wages £14 per month. His Discharge Number is R219358”. Signed by M Willis, Master and witnessed by A Tibbenham, 1st Mate, 31st Oct.

Captain’s Log. Occurrence: 24th Nov 44, New York. “This day, J Ashley, H Ballard and W Meakin, Firemen, were absent from the ship without permission, and did not return until evening. Next morning, they refused to resume duty and it was only after I had warned them of the consequences that they returned to duty”. Signed by M Willis, Master and witnessed by J McQuaker, Ch/Eng, 25th Nov.

Captain’s Log. Occurrence: 25th Nov 44, New York. “This day, J O’Brien, Donkeyman, refused duty and even after I had warned him of the consequences did not resume work”. Signed by M Willis, Master and witnessed by J McQuaker, Chf/Eng, 26th Nov.

Captain’s Log. Occurrence: 26th Nov 44, New York. “This morning at 2-30 am, J O’Brien, Donkeyman, J Ashley, H Ballard & W Meakin, Firemen, created a disturbance on board & assaulted D Cresswell, SOS. D Cresswell had to be sent to hospital & the Donkeyman and the three Firemen were arrested and taken to Hoboken Police Office. Mr J Henderson, 3rd Engineer Officer, & E Wiseman, 2nd Radio Officer, accompanied these four men to the police office. In the Police Office in the presence of the police and Mr E Wiseman, 2nd Radio Officer, these men threatened Mr J Henderson, 3rd Engineer Officer, and said they would get him before the ship arrived in Alexandria & that they weren’t afraid of anyone on board. I consider these four men a menace to the safety of the ship & Mr Henderson declares he will not sail with them on the ship. In the above circumstances, I consider it necessary for all interests, these four men will not leave this port in the ship”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 26th Nov.

Captain’s Log. Occurrence: 27th Nov 44, New York. “This day, at Hoboken Police Court, J O’Brien, Donkeyman, J Ashley, H Ballard, W Meakin, Firemen, & D Cresswell, SOS, were each fined $10 for drunkeness on the morning of 26th Nov 1944 on board this ship”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 27th Nov.

Captain’s Log. Occurrence: 29th Nov 44, New York. “This day, J O’Brien, Donkeyman, J Ashley, H Ballard, W Meakin, Firemen, have returned to the ship, after paying a fine of $10 each at Hoboken Police Court”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 29th Nov.

Captain’s Log. Occurrence: 30th Nov 44, New York. “This day, at a conference before the Shipping Master & representatives of the Shipping Federation, Seamen’s Union & Navigators’ Society, it was decided J O’Brien, Donkeyman, be discharged from this ship. He was, therefore, paid off. His balance of wages being £10-12-6d”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 30th Nov.

Captain’s Log. Occurrence: 30th Nov 44, New York. “This day, at a Conference before the Shipping Master & representatives of Shipping Federation & Seamen’s Union, J Ashley, H Ballard & W Meakin were warned that in the event of their misconduct recurring, severe disciplinary measures would be taken against them”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 30th Nov.

Captain’s Log. Occurrence: 2nd Dec 44, New York. “This day, P Gannon has been signed on as Donkeyman. Wages £15-12-6d monthly”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 6th Dec.

Captain’s Log. Occurrence: 7th Dec 44, New York. “This day, R Nell & P Granger have been signed at request of DEMS as Deck Hands. Wages £0-3-6d weekly”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 7th Dec.

Captain’s Log. Occurrence: 12th Dec 44, New York. “This day, O Martyn, Ship’s Cook, while employed taking stores on board, broke his leg. He was removed to Down Town Hospital and was paid off. His balance of wages being $2-28cts. His effects have been left in the care of the Shipping Master at the port”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 13th Dec.

Captain’s Log. Occurrence: 13th Dec 44, 10 am, New York. “This day, C Flynn has been signed on as Ship’s Cook. Wages £17-10s monthly”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 14th Dec.

Captain’s Log. Occurrence: 14th Dec 44, New York. “This day, Mehmet Uciller & Mannuri Karaduman, who are DBS to Alexandria, have been signed on at £0-1s monthly”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 14th Dec.

Captain’s Log. Certificate: 14th Dec 44, British Consulate General, New York. “Vessel Arrived 23rd Nov; Articles Deposited 24th Nov; Articles Returned 14th Dec. Rate of Exchange $4.03 to £1 Sterling on conversion of seamen’s wages. Further certified that J W O’Brien has been left detained at this port on account of misconduct. That the balance of wages of £10-12-8d, that is $42.85 cts at the rate of $4.03 to £1 Sterling has been deposited at this port and has been delivered to the seaman. Further certify that I have sanctioned embarkation upon the terms mentioned in the agreement of the seaman below with the following reference number – that I have ascertained and that they fully understand the terms of the agreement and that they have signed the same in my presence: Nos 49, 50, 51 & 54. I hereby certify that the seamen whose signatures appear on Lines Nos 52 & 53 have been signed on this agreement with my sanction and that the relative forms C16 have been issued to the Master. No fees billed in this respect. Further certify that Oliver Martyn reference No 37 has been left behind at this port on account of a broken leg. Certify that his balance of wages of £0-11-4d, being $2.28 at the exchange rate of $4.03 per £1 Sterling has been deposited at this port and that his effects will be delivered to the Consulate”. Signed by the British Consulate General, New York.

Captain’s Log. Occurrence: 20th Dec 44, At Sea. “This day, W Meakin, Fireman, has developed rupture on both groins. He has been fitted with a truss and the rupture has gone back in place. He has been put off duty and warned that he must wear truss at all times, except when in bed”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 21st Dec.

Captain’s Log. Occurrence: 28th Dec 44, At Sea. “This day, W Meakin, Fireman, has returned to duty. He is feeling much better & anxious to resume duty. He is still wearing his truss”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 29th Dec.

Captain’s Log. Occurrence: 13th Jan 45, 4 pm, Port Said. “This day, W Meakin, Fireman, has been examined by shore doctor and declared to have venereal disease. He has been sent to the British Hospital of the port”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 13th Jan.

Captain’s Log. Occurrence: 13th Jan 45, Port Said. “This day, Mehmet Uciller & Marmurre Karadaman, who were DBS from New York, were paid off. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 18th Jan.

Captain’s Log. Occurrence: 13th Jan 45, Port Said. “This day, N Burns, Deck Hand, has been paid off at the order of DEMS at this port”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 18th Jan.

Captain’s Log. Occurrence: 18th Jan 45, Port Said. “This day, I have been advised by the hospital authorities that W Meakin, Fireman, will be unable to sail in the ship. He has, therefore, been signed off this ship’s articles and the balance of his salary, £10-4-1d, has been deposited in the shipping office here. He has all his clothes with him in hospital”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 18th Jan.

Captain’s Log. Occurrence: 22nd Jan 45, Port Said. “This day, W Connor has signed on as a Fireman Trainee at a monthly salary of £13-2-6d”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 23rd Jan.

Captain’s Log. Certificate: 22nd Jan 45, British Consulate, Port Said. “Vessel Arrived 21st Jan; Articles Deposited 21st Jan; Rate of Exchange 0.97 per £1 Sterling for the conversion of seamen’s wages. I hereby certify that seaman No 32 on this agreement has been discharged at this port on account of illness. The balance of his wages have been paid to me and that his effects and discharge certificates have been delivered to him. I further certify that seaman reference No 43 in this agreement has been discharged at this port. His balance of wages has been paid to him and his effects and discharge certificate has been delivered to him. I further certify that the seaman in reference No 55 of this agreement has been engaged on the terms of the within agreement and has signed the same in my presence”. Signed by His Majesty’s Consul.

Captain’s Log. Occurrence: 24th Feb 45, New York. “This day, A O’Connell, Gunner, has been paid off at the request of DEMS”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 25th Feb.

Captain’s Log. Occurrence: 26th Feb 45, New York. “This day, P Stranger has been signed on as a Gunner. Salary £0-3-6d weekly”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 27th Feb.

Captain’s log. Occurrence: 10th Mar 45, noon, New York. “This day, J Ashley, Fireman, left the ship taking his clothes with him & has not returned. As the vessel is on the point of sailing, I have, therefore, written him off as a deserter”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 12th Mar.

Note: “Master’s attention drawn to omission: Ashley’s Balance of Wages: £1-16-7d”.

Captain’s Log. Occurrence: 10th Mar 45, New York. “This day, I have received the load line certificate from the British Corporation, referring to the deeper draft the ship can be loaded to on certain voyages from America to Mediterranean. This notice has been hung up in the wheel-house”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 12th Mar.

Captain’s Log. Certificate: 12th Mar 45, British Consulate General, New York. “Vessel Arrived 19th Feb; Articles Deposited 20th Feb; Articles Returned 12th Mar. Rate of Exchange $4.03 per £1 Sterling for the conversion of seamen’s wages. Further certify that the seaman detailed in the reference below has deserted in the port of New York: No 33”. Signed by the British Vice Consul, New York.

Captain’s Log. Occurrence: 13th Mar 45, 10-00 am, New York. “This day, H Ballard, Fireman, left the ship to attend doctor and had not returned when ship sailed. He left no clothes on board & has been, therefore, written off as a deserter”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 13th Mar.

Note: “Master’s attention drawn to omission: Ballard’s Balance of Wages: £27-12-11d”.

Captain’s Log. Occurrence: 12th Mar 45, New York. “This day, two Firemen have been signed on to replace two deserters. Their names are G Griffiths & A Ingram. Their wages being £14-10s monthly”. Signed by M Willis, Master, and A Tibbenham, 1st Mate, 19th Mar.

Captain’s Log. Occurrence: 18th Mar 45, At Sea. “This day, G Griffiths, Fireman, complained of acute pains in leg joints & back & shoulders. Put him to bed, on milk diet & 10 grms of aspirin every four hours. Temp 100 degrees. Pulse 84”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st mate, 19th Mar.

Captain’s Log. Occurrence: 22nd Mar 45, At Sea. “This day, G Griffiths, Fireman, confined to bed. Temp 100.3 & pulse 88. Treatment as above. Continueing with light diet. Bowells moving”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 22nd Mar.

Captain’s Log. Occurrence: 25 Mar 45, At Sea. “G Griffiths, Fireman, much better & out on deck. Temp 99 degrees. Pulse 88. Still off duty and on light diet”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate 25th Mar.

Captain’s Log. Occurrence: 28th Mar 45, At Sea. “G Griffiths, Fireman, still confined to bed. Complaining of severe pains in legs, wrists and shoulders. Treatment as above. Temp 100.2 & pulse 90”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 28th Mar.

Captain’s Log. Occurrence: 29th Mar 45, At Sea. “G Griffiths, Fireman, is not improving & appears in a weak state. Decided to send him to hospital. He was put on board an escort destroyer with his effects in the Straits of Gibraltar to be landed. I sent his account of wages to agent in Gibraltar. The amount of wages due being £7-3-6d”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 29th Mar.

Captain’s Log. Occurrence: 7th Apr 45, 10-30 am, Suez. “This day, E Davies, Deck Hand, has been paid off at the request if DEMS Authorities. His balance of wages £2-19-6d has been paid to him”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 8th Apr.

Captain’s Log. Occurrence: 7th Apr 45, 10-30 am, Suez. “This day, W Quinn has been signed on as Fireman. Wages as from this date £14-10s”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 8th Apr.

Captain’s Log. Certificate: 7th Apr 45, British Consul, Suez. “Vessel Arrived 6th Apr; Articles Deposited 7th Apr; Articles Returned 7th Apr; Rate of Exchange 0.975 per £1 Sterling. I hereby certify that Gunner reference No 47 has been discharged at this port on account of DEMS transfer and that the balance of wages have been paid to the seaman and his effects and discharge certificate have been delivered to the seaman. I further certify that seaman with reference No 39 has been engaged on the terms of this agreement and has signed the same in my presence”. Signed by His Majesty’s Consul, Suez.

Captain’s Log. Occurrence: 14th Apr 45, At Sea. “For the purpose of Gunners’ Japanese War Bonus, we passed eastwards through the Straits of Babel Mandeb today”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 14th Apr.

Captain’s Log. Occurrence: 21st Apr 45, At Sea. “This day, W J Connor, Fireman Trainee, has completed his three months sea service, so from this day his wages will be £14-10s per month”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 21st Apr.

Captain’s Log. Certificate: 11th May 45, Government Shipping Office, Calcutta. “Agreement Deposited 3rd May; Agreement Returned 11th May; Rate of Exchange 1.6 rupees per £1 Sterling; Changes Reported Nil”. Signed by Shipping Master, Calcutta.

Captain’s Log. Certificate: 30 May 45, Shipping Office, Madras. “Vessel Arrived 19 May 45; Articles Deposited 21 May 45; Articles Returned 30th May 45; Rate of Exchange 18d per rupee for the conversion of seamen’s wages only”. Signed on behalf Shipping Master, Madras.

Captain’s Log. Occurrence: 1st June, Madras. “This day, W Smith, Deck Hand, was paid off at DEMS’s request. His balance of wages £5-15s was paid to him”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 1st Jun.

Captain’s Log. Occurrence: 1st Jun 45, Madras. “This day, W Kelly, Deck Hand, has been signed on at DEMS’s request. Wages as from today £0-3-6p weekly”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 1st Jun.

Captain’s Log. Certificate: 1 Jun 45, Madras. “Ref No 46, Deck Hand, has been discharged by mutual consent. Balance of wages paid to him. Ref No 60, Deck Hand, has been engaged on the full understanding of the terms of the agreement”> Signed on behalf of Shipping Master, Madras.

Captain’s Log. Occurrence: 22nd Jun 45, At Sea. “For the purpose of Gunners’ Japanese War Bonus, we have this day passed west of the 35th East meridian”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 22nd Jun.

Captain’s Log. Certificate: 25th Jun 45, Shipping Office, Natal. “Vessel Arrived 25th Jun 45; Articles Deposited 26th Jun 45; Articles Returned 25th Jun 45”. Signed by Deputy Shipping Master.

Captain’s Log. Certificate: 21st Jul 45, British Consulate General, Buenos Aires. “Average rate of exchange at this port is $16.08 per £1 sterling; Vessel Arrived 18 Jul 45; Articles Deposited 19th Jul 45; Articles Returned 21st Jul 45”. Signed by British Vice Consul.

Captain’s Log. Occurrence: 22nd Jul 45, Buenos Aires. “This day, A Ingram, Fireman, has been fined 10/- for being drunk and incapable of duty. He is also fined an additional 10/- for bringing intoxicating liquors on board. The above entry was read out to A Ingram & he had no remarks to make”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 22nd Jul.

Captain’s Log. 23rd Jul 45, At Sea. “This day, A Ingram, Fireman, has refused to turn out to work. He is, therefore, fined 10/- and an additional day’s pay, plus the war bonus. The entry has been read out to A Ingram & he had no remarks to make”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 23rd Jul.

Captain’s Log. Occurrence: 24th Jul 45, Rosario. “This day, A Ingram, Fireman, has been away from the ship without leave & is, therefore, fined 10/- plus one day’s pay, plus war bonus. He made no reply when this was read out to him”. Signed by M Willis, Master, 27th Jul.

Captain’s Log. Occurrence: 25th Jul 45, Rosario. “A Ingram, Fireman, has again left the ship without permission. He was seen about town, but did not rejoin the ship until evening of the 30th Jul. He was, therefore, fined £I for each day he has been off the ship, plus his wages and war bonus. For the 6 days between (25th July to 30th July). The total sum to deduct from his wages being £10-18s. This log entry has been read out to A Ingram & he had no remarks to make”. Signed M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 31st Jul.

Captain’s Log. Occurrence: 27th Jul 45, Rosario. “This day, A Shields, Greaser, has been off the ship without leave & has been fined 10/- plus his day’s pay and war bonus. The above entry was read out to him & he had nothing to say”. Signed by M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 27th Jul.

Captain’s Log. Occurrence: 28th Jul 45, Rosario. “This day, T Dunn, Greaser, is fined 10/- for being the worse for drink and unable to carry out his duties.This entry was read out to him and he had nothing to say”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 30th Jul.

Captain’s Log. Certificate: 1st Aug 45, British Consulate Rosario. “To-day’s average rate of exchange at this port is $16.05 per £1 Sterling. Vessel Arrived 23rd Jul; Articles Deposited 24th Jul; Articles Returned 1st Aug”. Signed by the Acting British Vice Consul.

Captain’s Log. Occurrence: 6th Aug 45, Buenos Aires. “This day, A Ingram, Fireman, again left the ship without permission and did not return until the evening of 7th August. He is, therefore, fined £2 plus two day’s pay and war bonus. He made no reply to this log entry. Signed M Willis, Master, and witnessed by J McQuaker, Ch/Eng, 8th Aug.

Captain’s Log. Certificate: 7th Aug 45, British Consulate General, Buenos Aires. “Average rate of exchange at this port is $16.08 per £1 Sterling. Vessel Arrived 3rd Aug; Articles Deposited 4th Aug; Articles Returned 7th Aug”. Signed by British Vice Consul.

Captain’s Log. Occurrence: 28th Aug 45, Durban. “For subsequent good behaviour, the log entry on page 46 against T Dunn, Greaser, has been cancelled”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 28th Aug.

Captain’s Log. Certificate: 29th Aug 45, Shipping Office, Natal. “Vessel Arrived 28 Aug; Articles Deposited 28th Aug; Articles Returned 29th Aug”. Signed by Deputy Shipping Master.

Captain’s Log. Occurrence: 29th Aug 45, Durban. “At the request of DEMS authorities, the following four gunners have been paid off & handed over to naval authorities. They are D Sharman, E Grainger, P Stranger & P Kelly”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 29th Aug.

Captain’s Log. Occurrence: 30th Aug 45, Durban “This day, T Dunn, Geaser, has been paid off on the authority of the doctor & and has been admitted to Addington Hospital, suffering from ulcerated stomach. His gear is in the hands of the agents. Account of wages – £72-18-10d paid to Shipping Master”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 30th Aug.

Captain’s Log. Occurrence: 30th Aug 45, Durban. “This day, V Platon has been signed on as Greaser. His salary being £15 per month”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 30th Aug.

Captain’s Log. Certificate: 30th Aug 45, Collector of Customs, Shipping Master’s Office, Durban. “I hereby certify tht I have sanctioned the discharge of Ref No 28 on grounds of illness. Balance of wages paid before me. Dis A endorsed. I hereby certify that I have sanctioned the engagement of Ref No 61 in terms of the within agreement signed before me with a full understanding of same”. Signed by Deputy Shipping Master, Durban.

Captain’s Log. Occurrence: 20th Sep 45, Colombo. “This day, A Ingram, Fireman, suffering from the effects of drink, refused to turn out to duty. He is, therefore, fined 10/-, plus one day’s pay & war bonus. This entry was read out to him and he had nothing to say”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 21 Sep.

Captain’s Log. Certificate: 2nd Oct 45, Shipping Office Colombo. “ Date Deposited 19th September; Date Returned 2nd October; Rate of exchange £0-1-6d per rupee for the conversion of seamen’s wages only”. Signed by the Shipping Master.

Captain’s Log. Occurrence: 11th Oct 45, At Sea. “For purpose of Gunner’s Japanese campaign allowance, we have been in the combat zone from 30th Aug 45 to 11th Oct 45”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 11th Oct.

Captain’s Log. Occurrence: 19th Oct 45, Port Said. “At the request of DEMS, two Gunners named A Jones & R Hill, have been paid off. To replace them, J Miller & W Mansell, Gunners, have been signed on at 3/6d weekly”. Signed by M Willis, Master, ans witnessed by A Tibbenham, 1st Mate, 19th Oct.

Captain’s Log. Certificate: 19th Oct 45, British Consulate, Port Said. “Vessel Arrived 18th Oct; Articles Deposited 19th Oct; Articles Returned 19th Oct; Rate of Exchange LEO 9.75 for the conversion of seamen’s wages. I hereby certify that seamen with reference numbers 45 & 49 on this agreement have been discharged at this port. Their discharge is by mutual consent. Their balance of wages have been paid to them and their effects and their discharge certificates have been delivered to them. I further certify that seamen with references Nos 62 & 63 have been engaged on the terms of this agreement and was signed the same in my presence”. Signed by British Vice Consul.

Captain’s Log. Occurrence: 17th Nov 45 Montreal. “Being detrimental to the discipline and progress of the ship, it has been decided, after consultation with the Shipping Master, that V Platon, Greaser, No 61 on articles of agreement, shall be paid off by mutual consent, into the custody of the Shipping Master, funding his repatriation to the United Kingdom. The balance of wages, £47-5-1d has been delivered to the Shipping Master and his effects are in charge of the seaman. It is also agreed that all boarding & subsistence will be paid by seaman”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 17th Nov.

Captain’s Log. Certificate: 21st Nov 45, Shipping Master’s Office, Montreal. “Vessel Arrived 13th Nov; Articles Deposited 14th Nov; Articles Returned 21st Nov. This is to certify that the undermentioned seamen have been discharged at this port by mutual consent and have received their wages and effects and signed accordingly in my presence: No 61. This is to certify that I have sanctioned the engagement of the undermentioned seaman upon the terms of the within agreement, they having signed in my presence with a full understanding thereof: No 64”. Signed by the Shipping Master, Montreal.

Captain’s Log. Occurrence: 22nd Nov 45, 4-00 pm, Montreal. “This day, S Binfield, SOS, & E Cole, Fireman, have, at the request of the Shipping Master at this port, been put on board with conveyance orders as DBS for passage to UK”. Signed M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 22nd Nov.

Captain’s Log. Occurrence: 23rd Nov 45, 9-00 am, Montreal. “This day, A Ingram, Fireman, left the ship without permission & when the ship sailed, he had not returned. He is, therefore, written off as a deserter. His effects, one cardboard box, has been left with our agents, Messrs Cunard Line, Montreal”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 23rd Nov.

Note: “Masters attention drawn to omission: A Ingram, Balance of Wages: £77-1-1d”.

Captain’s Log. Occurrence: 23rd Nov 45, Montreal. “This day, G Busman, Fireman, No 34 on articles, has been promoted to Greaser. Wages £15 per month”. Signed by M Willis, Master, and witnessed by A Tibbenham, 1st Mate, 23rd Nov.

Captain’s Log. Occurrence: 20th Nov 45, Montreal. “This day, J Warner has been signed on at shipping office as Fireman. Wages £14-10 per month”. Signed by M Willis, Master, and witnessed by A Tibbenahm, 1st Mate, 23rd Nov.

Captain’s Log. Occurrence: 7th Dec 45, Liverpool. “In reference to deserters, H Ballard,, No 31, J Ashley, No 33, & A Ingram, No 58, the balance of wages as under, have this day been deposited to the Mercantile Office, Liverpool.
H Ballard: £32-5-7d.
J Ashley: £8-9-3d.
A Ingram: £77-1-1d”.
Signed M Willis, Master, and witnessed by J S Wilson, 2nd Mate, 7th Dec.

Certificate by Mercantile Marine Office: “ I hereby certify that I have carefully examined this official log and find that no entries have been made subsequent to this certificate”.

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Author: Brian Hennessy
Email: info@travel-dive.com

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