LONDON-BOUND
When we left Haifa, it must have been about either late September,
early October. I think we sailed alone from Haifa to Gibraltar. At
that time, the Mediterranean would be almost considered a "safe"
area. At least, I don't remember being in convoy for that part of the
journey. At Gibraltar, we anchored until sufficient ships were
gathered to form a convoy. It was during this time that we
discovered Italian "Frog" Men had been busy attempting to blow up
ships at anchor in Gibraltar, (and, I believe, other Mediterranean
ports) by swimming underwater, and attaching "Limpet" mines to
the hulls of ships there. To counteract this activity, the DEMS
Gunners were allocated the duty of throwing small explosive
charges over the side at irregular intervals to scare off any would be
"Frog" Men. Of course, this action and the resultant explosions kept
us awake at first, but it is surprising just how quickly the mind
adjusts to such noises, especially since we were firmly convinced
that the explosions constituted no threat to us!
Naturally, we had been following the course of the war in Europe,
and now that the Allied troops were firmly established there, and the
temporary ports working along the French coast, we were convinced
that the tanks in our holds were bound for Europe. That was not to
be the case, and at sometime during the voyage, we discovered that
we were, indeed, bound for London.
The difference in conditions once we left Gibraltar was palpable;
first, (and probably most notable) was the change in the weather and
temperature. Gone was the overall "warmer" feeling of the
Mediterranean, and the cooler, more sobering weather of the
Atlantic became more obvious. Then the realisation that whilst the
Mediterranean was relatively free from "U" boat attacks, the
Atlantic was not! I don't think we felt any particular danger, but just
that we were "back in it" once more. Zig Zag courses became
commonplace once more, as did the use of the almost forgotten
"Revs" counter blackboard in the wheelhouse. This (Revs. Counter
blackboard) is a small blackboard fixed to one of the inner
bulkheads of the wheelhouse. On it, is chalked up the number of
revolutions per minute at which the propeller is currently turning. In
order to "keep his place" in the convoy, the Officer on watch has to
keep a very keen eye on our position in relation to the other ships
around us in the convoy, either those ahead or astern of us, and of
course, those abeam of us on either side.
Although the powers that be that organise convoys declare that such
and such a convoy will proceed at eight knots (or whatever,) all
ships are different in their ability and means to maintain such a fixed
speed. From his knowledge of the ship, the Captain, in conjunction
with the Chief Engineer, (and the other Deck Officers) will have a
good idea of how many revolutions the propeller will have to turn in
order to maintain such a given speed. When the convoy sets out, the
revolutions will be set at say, seventy five revs, and from then on,
the ship's position in relation to other (adjacent) ships will be
continually monitored and adjusted by raising or lowering the
revolutions of the propeller per minute, and the current number will
then be written on the "Revs. Board". Every now and then, the
Officer on Watch would come into the wheelhouse, blow down the
Engine Room Voice Pipe, and say, "Up two" or "Down two"
according to what adjustment in engine revs he deemed necessary
for the ship to maintain its position in the convoy. He would then
chalk up the new number.
Another device for use in wartime navigation was the Zig Zag
warning device. This consisted of a steel ring, fixed to the outer
perimeter of the wheelhouse clock. On the ring were fitted several
"contact" sliders that could be moved to anywhere on the clock
perimeter, and fixed there by means of a small screw. If the pattern
of Zig Zags was that the ship would change course every
ten minutes, then a "contact" point would be moved around and fixed
opposite the minutes, ten, twenty, thirty, forty, fifty, and the hour.
As the clock's large hand equated with the desired contact point, the
hand, and a leaf spring on the contact point would connect, and a
bell would ring, alerting the officer that it was "change course
time".
Although the weather was far from rough, the bigger Atlantic
swells, and the cooler weather made for quite different sailing than
we had been experiencing for the last few months. I don't know how
far we went west to skirt the proximity of the "U" Boat pens on the
west coast of France, but the journey up to the English Channel took
longer than the usual (as I later found out!) seven days or so. During
this voyage, we cleaned up the ship. The forepart of the bridge, and
the rest of the superstructure had already been painted (Admiralty
Grey of course!) We now turned our attention to painting the deck. I
had never experienced painting the decks before, and it all seemed a
bit "over the top" as it were. In reality, decks as much as
superstructures have to be preserved against the weather and
corrosion, so it really made sense. We painted the winches, mast
houses, the windlass and all the ventilators. For the winches, we
used a mixture of black and grey paint, and the decks were painted
in grey. I must say that by the time we sailed up the English
Channel, the ship looked really smart.
Not all the ships in the convoy turned into the English Channel,
most of the others went up north to Bristol, Liverpool, Glasgow and
all points north. Seeing the English coast once more was most
inspirational for us all. We had only been away for something like
seven months, but I was to learn that the length of time away does
not reduce the excitement of returning home. Even on the coastal
coal carriers running from the North East Coast to London, a trip of
about four days, we used to get excited at the prospect of a return to
the home port, and a bit of shore leave! Well, I must admit that
returning from "foreign" voyages was a bit different, and the
ensuing excitement was commonly known as having "The
Channels".
It happens every voyage, and is a most uplifting experience.
Everyone is in good spirits, clothes are specially washed, shirts
ironed, cases and kit bags prepared for "the off". Not the least of our
personal preparations was to do a lot of "Dohbying" (washing of
clothes) to get our hands clean, and then use gloves whilst at work in
order to keep them clean; especially whilst handling the large
mooring ropes and wires. Precious quantities of cigarettes, tea and
sugar are checked to make sure we all have the allowed amounts of
each (200 cigarettes, 5lb each of tea and sugar,) Other things were
allowed such as spirits, perfumes, (nylon stockings for those who
had been to America,) but the Cigarettes, tea, and sugar were the
main items. Despite the war (or maybe because of it?) the Customs
Officers were unrelenting in their determination to make sure that
we did not exceed the allowances. In spite of the Customs' quite
rigid searches, some of us would sometimes "take a chance" on
declaring the required amount, and hiding a bit of "excess". One old
dodge was to have the required amount available for inspection, plus
a freshly opened tin of say, 50 cigarettes on hand, plus another
packet in our working clothes. Of course, the Customs were not
fools, and within reason, would sometimes turn a blind eye to such
extras.
Once we sighted the coast of England, the excitement intensified.
We were not entirely oblivious to what was happening on the other
side of the Channel to our starboard side, but we were bound for
London, and that was all that mattered.
In the very busy shipping lanes, an even more keen lookout was
required. With all the Channel ports being used to supply our
invasion forces, there was an almost continuous stream of ships
crossing our bows, either headed for France, or back to England for
more supplies. Whilst on lookout up on the "Monkey Island" just
above the wheelhouse, the officer on watch would be continually
taking bearings on the various landmarks such as Portland Bill,
St.Catherine's Point, Beachy Head, as we progressed up the
Channel, then on to the Forelands, and finally into the Thames
Estuary.
Somewhere in the Channel, I imagine we would have adjusted the
ship's speed in order to arrive at the mouth of the Thames at high
tide, and all ready to sail straight in and into the "Royal" docks,
which is what we did. We "locked in" to the huge docks. I
remember as we entered the first lock gates, someone shouted from
the bridge, "Watch 'er on the knuckle Fred, she's a turbine job". I
presume this meant that being turbine driven, the propeller might not
stop rotating as immediately as that of a piston driven ship, and as a
consequence, the ship might move further than it otherwise might.
In the first basin was a large aircraft carrier. I can't remember which
one it was. We moved past it, and into the dock proper. Both sides
of the dock were filled with ships alongside the (seemingly) endless
miles of wharves, discharging (or maybe loading) their cargoes.
Some were two abreast. The dock was an absolute hive of activity. It
was interesting to sail past the continual lines of ships, some of them
with names belonging to well known shipping firms we could
recognise, many were the ubiquitous "Liberty" ships, Fort Boats,
Empire Boats, and all manner of other wartime built ships, (without
which, the war would have been a very different story!)
We eventually tied up to one of the wharves, and began to prepare
ourselves for the "Pay Off". There was the usual urgency about
where and when we would actually pay off. There were the customs
men to be seen, and all substances to be declared. Once all that was
done, it was then a matter of "pairing off" in fours to hire taxis
which would take us to the station and trains to our homes. This
matter of pairing off was always important because between the ship
and our immediate destination was another well known obstacle -
the Dock Policemen. These were the policemen that manned all
entrances to docks. Especially in war time, only authorised persons
were allowed in there. Dock passes were required to get in and out
of the docks. These police had the authority (even the duty) to
inspect all bags entering or leaving the docks. Having just declared
all our stuff to Customs, and painstakingly packed cases and kit
bags, we did not appreciate the idea of having all our belongings
turned out at the dock gate whilst they rummaged through our bags.
We would therefore club together (four per taxi if possible) and put
a "dollar" each into a kitty. (In those days, one English Pound was
worth four American Dollars, and so five shillings roughly
translated into, and was known as "a dollar", and half a crown was
known as "half a dollar".)
This "kitty" of say, £1 would then be offered to the policemen on
duty at the gate in the hope that we would be allowed to proceed
"straight through", and on to our destination without being searched.
Mostly, it worked, but we did hear tales of policemen who took the
money, and then searched the bags anyway! There was very little
anyone could do about that. (After all, you can't complain to anyone
that the policeman took your bribe, and then searched your bags!!!)
However, in our case (no pun intended!) we got through, and
because it was late in the day, we decided to stay at the local Sailor's
Home overnight, and travel to Euston Station the next morning to
catch our trains back to our respective homes.
Of course, being sailors with a pocketful of money, having checked
into the Sailor's Home (I think it was somewhere in the East India
Dock Road) we had a meal there, and as soon as it was "opening
time" (6 PM) we went into the nearest pub. Being late October, it
was dark by 6 PM. I remember being in the pub. It was rather a large
place, and it had huge plywood "shutters" on the windows for the
"black out". We hadn't been in there for very long when a loud
explosion shook the place. It was then we remembered that London
was still being subjected to the "Flying Bombs". The locals seemed
to almost take it in their stride. We were far less confident. Some of
the people left the pub (presumably to check on their own homes
since the bomb had landed only streets away,) others, far more used
to this sort of thing than we wanted to become, remained. We
decided to "drink up and get out" as soon as we could decently do so
still retaining our dignity and without appearing to be beating a too
hasty retreat!!!
The next morning, another taxi, this time off to Euston, and the
trains to travel north. Despite the war and all the delays, trains were
still a very good means of travel, and I for one for the most part
enjoyed the many train journeys I had to make. From Euston, it was
up Blackpool, two weeks leave, and then report to the Merchant
Navy Reserve Pool in Liverpool for my next ship.
THE END
Gordon Sollors
September 16th, 2001
TO GO to my next story, "...And Just When We Thought It Was Safe!!!"
about my post-war voyage aboard the SS Empire Abbey,
Please Click Here
TO RETURN to my Introduction,
"A Look at Life in The British
Merchant Navy in the Forties",
Please Click Here
TO RETURN to The Earlier Chapters of
"My St. Clears Voyage",
please click on the links below:
Part One:
V for Victory,
Part Two:
Getting Ready for Sea,
Part Three:
A Regular Helmsman,
Part Four:
The Suez Canal,
Part Five:
Normal Ship Duties?,
Part Six:
From Abadan to Karachi,
Part Seven:
A Dangerous Assignment.
Part Eight:
Breakdown at Sea
and
Part Nine: From
Berbera to Haifa.
TO RETURN to my story about the
SS Marvia,
"My Last Wartime Voyage",
Please Click Here
.
TO RETURN to my story about my
early days aboard the troopship
Orion,
"My First Trip to Sea",
Please Click Here
.
TO RETURN to my
"Stories of a Merchant Sailor" trio of short stories,
please click on the links below:
Part One:
Peggy Boy
Part Two:
Christmas in America
and
Part Three:
Steering Lessons.
|
My pages are maintained by Maureen Venzi
and are part of
The Allied Merchant Navy of World War Two.
|
|