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~~~~
A
MERCHANT SEAMAN'S SURVIVAL
An
Autobiography
AN ESCAPE STORY OF WORLD WAR II
by Edward J. Sweeney
Published at
Smashwords
Copyright 1999 Edward J. Sweeney
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Cover painting by kind permission of Capt. Richard Baker, Auckland, New Zealand.
This book is dedicated to all Merchant Seamen who gave their lives in the service of their country, during World War II. 1939-1945.
PREFACE
On September 1st 1939, Germany invaded Poland, and annexed the city of Danzig. This act of aggression occurred despite a previous agreement made with Adolph Hitler, the German Chancellor. Earlier, the British Prime Minister, Neville Chamberlain, arrived back in England, after an historic meeting with the Dictator. At the airport, the people waited eagerly for his arrival. Stepping from the plane, he gleefully waved high a signed agreement for all to see. He smiled as he predicted confidently, "There will be peace in our time". The large crowds cheered wildly at his announcement, but it was not to be. Hitler soon broke his word, resulting in the killing of 23,000,000 people during the whole of World War Two.
After the invasion, Great Britain strongly intimated that Adolph Hitler should withdraw his forces from Poland immediately, or suffer the consequences. By September 3rd, as these demands were not met, Neville Chamberlain broadcast his momentous announcement to the nation, "We are now at war with Germany". At the same time, 500,000 women and children were evacuated from the London area, to avoid possible bombing expeditions. Residents' gardens were dug, and small but adequate air raid shelters installed below ground level. They could cope efficiently with the blast from a nearby bomb explosion and its subsequent fallout. Rationing of some foods had begun, including bacon, butter and sugar. Soon Allied merchant ships would strive to keep up supplies. Otherwise, the population carried on normally.
The period became known as the phoney war, but it was not to last. In February 1940, the Government announced all merchant ships would be armed. Germany retaliated the next day, by confirming those vessels would be classed as warships and would be attacked.
During the first six months, over 400 merchant ships were lost through enemy action. The enemy's main objective was to cut off Britain's food supplies from overseas. The opinion of the British citizens suggested the war would be over by Christmas - an optimistic point of view.
It was not until May 1945, after a long bloody world war, that the Germans surrendered. Millions were killed before the Armistice was signed. The Japanese capitulated the following August, after the Americans dropped atom bombs on their cities.
The story I am about to tell relates to my wartime experiences as a 20 year old seaman.
I volunteered to rejoin the Merchant Service in 1940, after a 2½ year spell on "dry land." By the end of March 1940, there had been no call up of my age group for military service. The terrible actions and confrontations that took place at sea would soon change my life. It led to traumatic adventures and inhumane conditions, the like of which I could never have imagined.
It began with a losing sea battle with a German raider, and over eight months spent at sea in German ships. Imprisoned in a German camp in northern France, then escaping from a train travelling to Germany. There was a second escape from a concentration camp in southern France. After crossing the Pyrenees and being arrested, I was eventually released from the notorious labour camp at Miranda, Northern Spain. The events related are a true story of my adventures, still firmly entrenched in my memory. I can never forget the terribly degrading and inhuman treatment I received at the hands of other human beings.
E.J.S.
ACKNOWLEDGEMENTS
I am forever grateful to Ms. Soubrier and family, for their help on my initial escape. My appreciation to Capt. Richard Baker, for permission to print his dramatic painting of the sinking of the SS "Turakina", to James Laird, and C. H. Milsom, Editor of Sea Breezes for their kind assistance. To P&O Shipping for permission to quote from "Ordeal by Sea" and to publish the "Otranto". Also to George C. Shaw OBE (ex New Zealand Shipping Co. Supt.) for his contribution relating to the Company and the Pool. The Historical Branch of Internal Affairs, Wellington, for allowing assistance from "German Raiders of the Pacific."
Mdme Helene Jonqueres, Mediatheque, Perpignan La Catalane for her kind assistance. I'm also indebted to the Archives Dept. Perpignan. Des Pyranees-Orientale, France, and J. Guichoux, Mayor of St. Medard en Jalles. Also the Archives Departmentales, Bordeaux, Ms C. Voelckel, ex prisoner at Miranda. Thanks to J. W. Almond, ex "Rangitane", for his written permission to quote from his wartime experiences, and the personal photograph of the German raider "Komet". Also to John Quinn, Seddon Fenn, George Monk, T. Govier (Naval Network UK), and Edward Wilson for permission to publish German photographs from the Wilson collection, to Nucolorvue Productions Australia for the view of Station Pier. Photographs of British warships and the "Pasteur", by courtesy of the Imperial War Museum. My appreciation also to Senor Louis Castro, Bergos, Spanish Professor of History. Acknowledgements also to R. M. Coppock, Naval Staff Duties, Ministry of Defence. There may be others I have failed to mention, if so, I would thank them all for the interest and encouragement shown while writing my story.
Contents
THE NEW ZEALAND SHIPPING CO. & THE MERCHANT NAVY POOL
AN ANXIOUS WAIT IN THE ATLANTIC
AUF WIEDERSEHEN. THE FIRST ESCAPE
"WAS MUNSCHEN SIE" (WHAT DO YOU WANT?)
THE MYSTERIOUS CUBAN AND A SECOND ESCAPE
MIRANDA DEPOSITO DE CONCENTRACION
TURAKINA CREW KILLED IN ACTION
TURAKINA CREW 1940 PRISONERS OF WAR
SHIPS OF THE NEW ZEALAND SHIPPING CO.
CHAPTER 1
THE BLACK RAIDER
It was a cold miserable mid-winter's day at 6pm on the 18th August, when the "Turakina" sailed from the picturesque harbour of Sydney, bound for Wellington, New Zealand. I'd had a wonderful time in Australia, meeting again my former school companions, friends and distant relatives in Melbourne and Sydney. It was a poignant moment for me as I climbed the rickety wooden gangway to board the ship. Having to leave Australia again was not easy, but I consoled myself with the knowledge we were homeward bound.
Men who'd been ashore on leave had drunk a few beers in the nearby pub and were in a merry state. Not so the Captain, shouting angrily as he stood at the head of the gangway, awaiting the crew's arrival just a few minutes before sailing time. Those not required on watch, retired early to their bunks to sleep it off. As the ship sailed slowly from the harbour into the open sea, the weather worsened with very heavy seas running. In our quarters, being forward as far as one could possibly go, deck hands suffered the most discomfort, constantly tossed about alarmingly during spells of stormy weather. However, there was no alternative, the conditions were part and parcel of the job, and accepted.
"
TURAKINA"
From John Clarkson Collection
We had earlier called at Port Pirie in South Australia and loaded 4,000 tons of lead. At Melbourne Victoria, it was dried fruit and wheat, with lastly wool at Sydney, New South Wales. The "Turakina" was one of the few refrigerated vessels in existence. Ultimately, our cargo would be completed with the loading of frozen lamb from Wellington, New Zealand. The whole consignment was destined for Britain, where commodities such as meat and bacon and butter would be on ration.
It has been recorded that two thoroughbred horses were on board. One, a famous racehorse named Coronach, was a winner of the English Derby at Epsom, in 1926. It had won nearly £44,000 in prize money during its racing career. A considerable amount of money in those days. The other was a stallion called Golden Eagle, purchased for stud purposes. Both were being shipped to New Zealand.
It was perhaps an omen, on the night before the "Turakina" sailed from Sydney, a part of a movie was filmed by Argosy Films. Called the Power and the Glory, it concerned the achievements of the Merchant Navy during the early days of the second World War. It depicted the arrival on board of a German spy. It was also recorded at that time that the Radio Officer, S. Jones, had remarked that his job was too boring.
The crossing of the Tasman sea can be a daunting, frightening experience. Often, giant waves would reach heights of over forty feet. The tremendous force and battering received when ploughing through these heavy seas, would cause the ship to shudder from stem to stern as each wave struck. This was the scene as, with recurring cloudbursts of rain, the "Turakina" was spotted by the German raider, "Orion". Immediately she began to intercept our vessel.
The name "Orion" in Greek legend stands for a giant and hunter. It was perhaps appropriate that the "Orion" became known as the Black Raider. Built in 1930, she was originally a passenger ship of 7,021 tons, owned by the Hamburg American Line. First named "Kurmark", she was converted by the Germans to an armed cruiser. Officially called Shiff 36 during the conversion, on completion the name was changed to "Orion".
When the occasion demanded, she was able to take on the identity of ships of other nationalities, purely as a disguise. This was done by certain ingenious methods. An extra funnel could be erected, while the normal funnel could be reduced in height. Masts could be shortened or lengthened. Dummy deck houses could be quickly removed and positioned elsewhere. These were also used to hide the heavy guns from view. Being portable, the houses were shifted in seconds when action stations sounded. When masquerading as a British ship, a dummy gun would be erected in full view on the after deck.
D
KURMARK
Even at sea, in all weathers, the German crew would carry out a complete repainting job. Hanging precariously over the side in their bosuns' chairs, the paint was slapped on with abandon and little finesse. New names were painted on the hull, combined with the corresponding national flag. The most commonly used disguise was Japanese, for at that time Japan was not at war with Great Britain and her Allies.
Whenever the "Orion" attacked, false names were quickly covered and the German Nazi flag flown from the mainmast. Disguised as the Dutch vessel "Beemsterdijk" of the Nederlands American Line, the "Orion" had embarked on April 6th 1940. It was the beginning of an amazing if often fortuitous campaign carried out by the Commander, Captain Kurt Weyher, and his stalwart crew. Their good luck saved them on many occasions, often being close to detection by searching Allied warships and aircraft.
Meanwhile, two further disguises were made. The first change was to the Russian ship "Cobet"; the second, to resemble the Greek vessel "Rokos". In the North Atlantic, on April 24th, their first victim was sighted. The "Haxby" 9,080 tons, was owned by the Ropner Shipping Company of Hartlepool, England. She had sailed from Glasgow, bound for an American port when she was intercepted. The "Haxby" was challenged and attempted to escape, so the "Orion" opened fire. As a result of the action, 17 British seamen lost their lives. A further 23 men were rescued by the Germans, and taken prisoner.
B
EEMSTERDIJK
Once the survivors were taken on board, one torpedo was fired and the "Haxby" soon disappeared below the surface. The raider then gathered speed leaving the scene of the action, heading in a south-westerly direction.
The "Orion" was not a particularly fast ship, her maximum speed was probably around 15 knots. About three weeks later, in the south Atlantic, there was an arranged meeting with the German tanker "Winnetou". After taking on a full supply of oil, the vessels parted company. The "Orion" then sailed for the Pacific Ocean via Cape Horn. On reaching New Zealand waters, 228 mines were laid to the approaches of Auckland. While the mine laying was in progress, two warships, HMNZS "Achilles" and HMS "Hector" had sailed into Auckland. However, the Germans' good fortune held, and they remained undetected by the Allied naval vessels.
On the 19th June, leaving Auckland and bound for Vancouver, the "Niagara" 13,415 tons, hit two mines. A large passenger ship, owned by the Canadian Australasian Line, she eventually sank. Fortunately, there was no loss of life. Two other ships, the "Baltavia" 1,739 tons, and the "Port Bowen", were also sunk after hitting mines.
Meanwhile, the "Tropic Sea" 5,781 tons, had left Sydney bound for the UK. On the 19th June, the Norwegian ship was captured by the "Orion" and a prize crew put aboard. They sailed for Europe by way of Cape Horn.
On September 3rd, in the Bay of Biscay, she was challenged by the British submarine "Truant". The Germans scuttled the "Tropic Sea" and were apprehended by the "Truant", then put ashore in Spain. Being released in a neutral country, all the prisoners, British, Norwegians and Germans, eventually reached their respective homelands.
For many weeks, the "Orion" scoured the sea routes for further victims without success. However, on the 16th August, a small French ship the "Notou", 2,489 tons, was intercepted. She was headed for Noumea in French Caledonia, carrying 3,900 tons of coal loaded at Newcastle, Australia. Thirty eight prisoners were taken and their ship sunk by explosives and gunfire.
The "Orion" then sailed for the Tasman Sea between New Zealand and Australia. Four days later, in very bad weather, there came the fateful sighting of my ship, the "Turakina". It resulted in a battle fought against overwhelming odds, and for me, the beginning of an incredible adventure that would last another twelve months.
THE NEW ZEALAND SHIPPING CO.
&
THE MERCHANT NAVY POOL
The Company was founded at Christchurch New Zealand in 1873, with the sole purpose of competing with the Shaw Savill and Albion Companies which were also operating on the United Kingdom run. The Federal Steam Navigation Company (FSN) was formed by shipping magnate Allen Hughes in 1895 and it became a subsidiary of the New Zealand Shipping Company in 1912. Both companies were subsequently taken over by P&O cargo division in 1916, the first of a rapid series of mid-war acquisitions organised by Lord Inchcape.
Although FSN kept its identity for accounting purposes and were listed as owners in Federal colours, they were totally associated with the NZSC for Management and Superintendence. After World War Two everything was fully integrated and three tankers, the "Lincoln", "Derby" and "Kent", were built around 1958, operating in the Federal colours. The New Zealand Shipping Co., changed their traditional yellow funnel in passenger ships, to what was thought to be the more dynamic colours of Federal. The story goes that the latter originally had a St. George Cross flag, but the Royal Naval Authorities objected. Somebody hurriedly sewed a square of blue in the centre, and the distinctive colours were born. Correspondence at senior management level still reflected the separate corporate status and dock office letters were still headed by the names of the two Companies until September 1971. On that date, they became a part of P&O Deep Sea Cargo Division.
At the outbreak of the second World War, the New Zealand Shipping Company and the Federal Steam Navigation Company had a combined fleet of 31 ships. Seven were passenger vessels, including the SS "Ruahine", which was laid up at Falmouth, Cornwall. Although most were registered in Plymouth Devon, their home port was the Royal Albert Dock, London El6.
The Superintendents' Department was housed in a corrugated iron building opposite No. 25 shed. The Import Department office stood opposite No. 33 shed, which, together with No. 29 shed, were the principal discharging berths. At the time, Captain H. Dawson was Marine Superintendent in overall charge of the dock office, where a wide range of ship husbanding and management functions were carried out. It included the loading and discharging of cargoes and the embarkation and disembarkation of passengers. In addition to Captain Dawson's Department, others were headed by the Supt. Engineer, Naval Architect, Radio Supt., Victualling Supt. and an Export and Import Supt.
Although ship repairs were carried out by Contractors, the Company had a policy of employing its own staff and labour for a whole range of activities. This required a large number of workshops, stores and cribs to house the staff. It included the shore carpenter, wiremen and the rope makers who made up and supplied the ships with their special requirements, including rope ladders and lifeboat gear. A sail maker was employed putting together a variety of canvas goods particular to a ship's special needs. The shore carpenter provided the screens and partitioning needed for making accommodation between decks for emigrants.
Another feature was the linen room, where seamstresses repaired and sorted linen for laundering and organised the returning of the hundreds of sheets, towels, pantry cloths etc. for the next outward voyage. The Company also engaged their own dockers and stevedores, so it was necessary to stock and maintain the enormous amount of cargo equipment required for handling the different types of cargo. The electric bogey trucks in use needed an extremely large battery charging facility.
With this hive of activity, it was necessary to employ a casual shore gang of about one hundred hands under the command of a hard-bitten shore Bosun. These were the Marine Superintendents' right hand men, clearing up the mess left by others. The work included mooring and unmooring ships right round the clock, seeing to stores, cleaning holds, lashing cargoes and laying and lifting dunnage. There was also an engine room gang under the supervision of a foreman. Their tasks included handling a variety of jobs in the tanks and the engine room and tending to equipment and boilers in port, while the crew were on leave.
Dockers and stevedores were taken on at a morning and afternoon "call", just inside Connaught gate near No. 33 shed. This area, like most of the dock roads, was cobbled, and men not required, were said to be "left on the cobbles."
Cockney rhyming slang and banter was common between the shipworkers and Company staff, and anyone not up to scratch was threatened with "the Cobblers." The amount of cargo handled by the various gangs was estimated by tally clerks. Piece work rates were worked out by cashiers for each work session and paid when the brass tallies were handed in. Any delay in payment would be met by a loud chorus of protest.
The four companies that dominated the New Zealand and Australian trades were the Blue Star, NZSC, Port Line, Shaw Savill and Albion, and the FSNC. They came through the catastrophic slump of the 1930's in much better shape than many others. Ships laid up in dock were a common sight and wages were reduced by 10% in 1932 because of the recession. This cut was restored in 1937 and by 1939, an AB's pay was £9.12.6 (£9.621/2p) per month, all found on board.
The Companies were among the first to recognise the National Maritime Board which was created in 1920. At the time, it was described as the first real experiment in industrial self-government for the industry, purely on a voluntary basis. In effect, it meant that when it became a question of employment of ratings, it would be a closed shop, with membership of a Seamen's union mandatory. Almost all seamen were domiciled in the U.K.
The engagement of ratings was formalised through the Joint Supply System, operated by the Shipping Federation, (A sort of Shipowners' Trade Association) and the National Union of Seamen. The very nature of shipping meant casual employment for seafarers was normal, generally with no pay between voyages. New Zealand Shipping had a policy of providing as much continuity as possible. Fortunately, the UK's dependence on a cheap food policy meant a steady trade with primary producers such as Australia and New Zealand. Both countries at the time relied heavily and exclusively on UK manufactured goods. All these items attracted relatively high freight rates.
In 1929, there came the introduction of the three "Rangi" class ships. With nearly 250 crew required for the 600 passengers aboard, a small team operated in the Marine Department. They were responsible for checking wage calculations and the paying of cash when the ship "paid off'. On signing on again, allotment notes were provided. These were a feature of a seaman's employment and were in great demand. Their objective was to provide money for the couple of weeks they had been without pay. This advance note was only payable three days after the ship sailed, provided that the recipient had rejoined his ship.
To realise instant cash, it was necessary to change it with an Advance Note Discounter, who would charge two shillings, (10 pence) in the pound. This was to cover the risk of a man jumping ship prior to sailing. He was referred to as "The Cracker", as he cracked the Advance note. There were other uncomplimentary remarks regarding his rate charge.
Many of the deck hands were from the Western Scottish Isles, mostly from Stornoway, and were generally known as "Stornowegians". Between voyages, particularly in summer, more frequent lay ups occurred. This was due to the lessening of shipments following the peak cropping period of the Australian and New Zealand fruit harvest. The men would return home to go crofting or fishing and would often come back with a couple of younger relatives hoping to be engaged and begin a life at sea. There was little alternative work available in the Isles.
They would find accommodation at a local Seamen's Mission along with young Ordinary Seamen awaiting reappointment. Deck boys just out of Sea School were also provided shelter and employed in the "Yard" under the supervision of the yard Bosun. I would usually be detailed to act as a stand-by messenger, taking written and verbal communications to ships around the docks. This was before the widespread use of telephones. On the message being delivered, it was always compulsory to say, "Captain or Mr..... presents his compliments, and would you please.....!"
When the Company needed to engage deck ratings, they contacted the Shipping Federation office at Connaught Rd. Through the grapevine and the little black book, the officials were aware of whom not to send. The Marine Department hired the seaman, who would then be examined by the Shipping Federation Doctor. If passed, he would be cleared by the Union, whose main task was to clear any outstanding Union fees, usually by means of their Advance Note. The Company would agree to deduct weekly subscriptions for the Union, providing the individual signed the necessary paperwork. The list was delivered to the office by an official on a bicycle just prior to the ship's sailing. Some of these officials actually became leading lights of the Union movement in the post-war years.
Once cleared by the Union, the rating was issued with a large white PC5 form, similar in size to the old £5 note of that era. This form was actually the passport to signing Articles of Agreement at the nearby Mercantile Marine Office, also in Connaught Rd. It was an imposing building compared to the old corrugated iron offices of the Shipping Federation and Seamen's Union, whose postal address was in fact, "The Hut".
The Mercantile Marine Office was the focal point for the signing on and paying off of seafarers under the comprehensive legislation of the Merchant Shipping Act.
All documentation in this connection was sent to the offices of the Registrar-General of Shipping and Seamen, based at Tower Hill, London. In 1940, during the war, the offices were evacuated to Cardiff, where they remain to this day.
Documentation would be received from M. N. Offices or Custom Houses from every port in the United Kingdom. If a seaman joined or left a ship abroad, details were sent to Cardiff, enabling records to be kept up to date. It was essential in times of war to know precisely who were actually on board in case of a sinking. The NZSC also kept their own records, updated by cables from Shipping Agents, when changes abroad took place.
The Mercantile Marine Office would post a list of ships that were signing-on and had vacancies. Crews would be mustered for selection, but the prospect of an untrained youngster shipping out without going through the Joint Supply System had long gone. Every member of the crew was required to sign on in the presence of a Superintendent of the M.M.O. He was usually referred to as the Shipping Master. Two sets of the Articles of Agreement had to be signed. A black set was kept by the Master until the final payoff, while the red set was forwarded to the Registrar-General.
The Merchant Shipping Act specified that certain officers and ratings should hold relevant certificates issued by the Board of Trade. Until these requirements were met, the Superintendent would not issue a further certificate to the ship's Captain for sailing until cleared by the Custom House. It also specified a certain number of certificated lifeboatmen for each passenger ship. If a Royal Naval Reserve Master wished to fly the Blue Ensign flag, some R.N.R personnel also had to be engaged throughout the voyage.
