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Atheltemplar
The Sinking of
the Atheltemplar
14th
September 1942
From PRO
ADM199/2142
Captain C Ray
writes ….
We were bound from Hvalfjord to North Russia with a cargo
of 9,400 tons fuel oil, 63 tons of dry stores, and were armed with 1 – 4.7”, 1
Bofor, 3 Oerlikon, 3 Twin Marlin, 1 Hispana, 4 P.A.C., Balloon and kites. We
had a crew of 61, including 9 Naval and 9 Military gunners. One of the crew
died through his injuries on HMS Harrier.
The Confidential Books were handed over to the Commanding Officer of HMS Harrier. Degaussing was on.
We left Hvalfjord on 7th September at 0600
GMT, and joined up with Convoy PQ18. On leaving, the convoy formed into two
columns, and we took up position about the ninth ship in the port column. Later
the convoy formed into nine columns and we took up position 45. We had three
American vessels ahead of us, and I am of the opinion that the American vessels
should be kept in separate columns, with the British ships in their own
columns, as the Americans do not yet understand our convoy system and their
station keeping is somewhat erratic. Nothing of incident occurred until the 10th
September, when an aircraft was sighted on the starboard side of the convoy. I
think this was an enemy reconnaissance plane, but no attack developed.
The convoy proceeded on its course, and on September 13th
at 0830, two ships were sunk on the starboard side of the convoy, during a
submarine attack. I believe one of these ships was the Stalingrad. One of the vessels was hit amidships, and disappeared
in a few minutes. All our guns were manned, but we did not see the submarine. Then
at 1100 a dive-bombing attack developed by a few scattered planes, which glided
out of the clouds, released their bombs, and disappeared into the clouds again.
No ships were hit during this attack.
There were several submarine scares during the morning,
and in the afternoon, at about 1500, the convoy was attacked from both sides by
torpedo carrying aircraft, and bombing aircraft. The aircraft approached from
the starboard side, flying low, just skimming the water, and approached in “V”
formation, which seemed to stretch for about two miles along the horizon. I
should estimate the number to be about forty. The outer escort screen and ships
in the convoy immediately opened up a vigorous fire. I opened fire with every
gun on the starboard side of the ship, except the Bofors, which could not get
far enough round to bear. One of the enemy aircraft flew through the convoy and
torpedoed the Empire Beaumont, who
was the leading ship of the 4th column, hitting her abaft the
engine-room in No. 3 or 4 Hatch. Seven other ships in the ninth and tenth
columns (sic) were also torpedoed during this attack.
All this caused some confusion, but after a while the
convoy regained its formation, and after making an emergency turn of 45º to
port, for only a few minutes, we resumed our original course, but continued to
make emergency turns from time to time.
During the evening of the 13th, at about 2100,
the Convoy was attacked by six to eight enemy torpedo bombers. It was dusk, and
the weather was overcast, with frequent snow flurries, and as we were returning
to our original course of 090 I saw two Junkers 88 coming towards us from the
starboard side. These aircraft seemed to be flying much higher than those in
the previous attack. The first aircraft dropped flares over the starboard side
of the convoy, and was followed by the other planes. The flares were dropped
from about 150 feet, and the attacking planes dropped torpedoes from varied
heights, but no bombs were dropped. The gunner manning the after starboard
Oerlikon opened fire on one of the aircraft and brought it down. I was on the
bridge at the time, and I could see our tracers going into the plane, and I
definitely think this gunner was responsible for the destruction of this plane.
The whole attack lasted for approximately one hour.
On the following day, Monday the 14th
September, at 0310 BST, in position 76.10 N, 18.00 E, whilst proceeding at a
speed of 8½ knots on a course of 090 (true), we were struck by a torpedo from a
U-boat, in the engine-room, on the port side. The weather at the time was fine,
but overcast, and there was a slight swell, with a West wind, force 3. No
aircraft were in the vicinity at the time. There was a dull explosion, and the
ship swung to starboard. None of the crew appear to have seen the track of the
torpedo, but astern of the ship there was a large patch of oil, which covered
an area of about 100 square feet, and was probably our own diesel oil. Over the
furthest edge of this oil patch, two or three hundred feet astern of the
vessel, there was a bluish colour flame about 2 feet high, which lasted fully
ten minutes.
The port after lifeboat was blown away, and the Bofors
gun platform was badly fractured, but there was very little other visible
damage. Communication with the engine-room was destroyed, the telegraph was
jammed, and all lights failed. The engine-room and stokehold flooded, and the
engines had stopped. The ship settled very rapidly by the stern, but I did not
fire a rocket, as I knew other ships had seen that we were torpedoed, and I
told the Radio Officer that it was not necessary to send a wireless signal.
I gave instructions for the crew to take to the
lifeboats; the port after boat having been destroyed some of its crew went to
the starboard after boat and some to the port midship boat. There was some
difficulty with the starboard after lifeboat, as ice had filled the plug-hole
and the blocks were frozen. The starboard midship boat was lowered, but broke
adrift, with only three men in it, so the remainder got into the port midship
boat, with the result that there were about thirty men in this boat. By this
time HMS Harrier had come alongside,
and the Commander shouted through the loudspeaker that he would take us aboard.
Mr N.P. Jennings, Senior 2nd Engineer, having
heard shouts, looked into the Engine-room as soon as he came out of his
accommodation, but could see nothing for steam and oil fumes except that water
and fuel oil was well over the top of the engines – a depth of about 25 feet. He
shone a torch down the Engine-room skylight to see if he could locate the
position of the shouts. He noticed that all the ladders, including the
emergency escape ladder had been destroyed and called to Mr Hill, the 2nd
Officer, telling him that there was still men in the Engine-room. Mr Hill was
busy clearing the starboard after lifeboat for lowering, and was having
difficulty, owing to ice having formed on the plug-hole, so Mr F. Roberts, the
Junior 3rd Engineer went to Mr Jennings’ assistance, and after
shouting into the engine-room located Mr Broadbent, Assistant Engineer, who was
trapped in the forward starboard wing. Mr J.A. Reeves, Chief Officer, then
arrived to assist with lowering the boat, but on hearing that there were still
men in the Engine-room proceeded to assist the rescue party. It was discovered
that a second man was also shouting, and he turned out to be Fireman Ridgewell.
Mr Roberts lowered a rope down through the skylights into the Engine-room to Mr
Broadbent. By this time the lifeboat was being lowered down into the water, and
the crew were told to remain alongside with the boat to await rescue party with
the rescued men. During this time the vessel was slowly settling by the stern.
Mr Hill, 2nd Officer, then joined the rescue
party, accompanied by Mr Bailey, Assistant Engineer, and A/AB Cross, DEMS
Gunner.
Mr Broadbent managed to catch the rope which had been
lowered down, but it was not long enough to make it fast round himself, so a
second rope was lowered, and an attempt made to haul him up, but he had not
sufficient strength to hold on to the rope. With the aid of these ropes he
managed to reach the Engine-room athwartship beam, which was about 15 feet
immediately below the skylight, which was then awash with oil and water. The
same ropes were used to assist Fireman Ridgewell on to the strongback, but he
had not sufficient strength to climb on to it from the oil. Mr Hill, 2nd
Officer, then secured the lifeboat embarkation ladder and lowered it through
the skylight, and Mr Broadbent made an attempt to climb up but slipped and fell
back exhausted. Mr Reeves, Chief Officer, then went down the ladder and made
the rope fast round Mr Broadbent and made another rope fast round Ridgewell. Mr
Broadbent was hauled up by the party on top whilst Ridgewell was being made
fast. Mr Reeves then came up to assist hauling Ridgewell up. He was a very
heavy man, and was soaked in oil. Mr Bailey had meanwhile gone into the
Engineers’ accommodation and obtained a coat for Mr Broadbent. Owing to his
weight and the oil on his clothes the rope round Ridgewell slipped under his
arms, and his arms were forced over his head, and when he was six or seven feet
from the skylight he slipped through and fell onto the beam and being
unconscious was unable to help himself.
The Chief Officer then went down again into the
Engine-room and secured a line round Ridgewell, and whilst the party on top
were heaving, freed Ridgewell’s leg, which was trapped between some pipes and
the beam, until he was clear. He was then successfully hauled to the top by
means of the Motorboat falls. The whole party assisted in getting him through
the skylight, which was achieved with great difficulty owing to his weight and
the oil.
The following men made up the Rescue
Party:
Mr J.A. Reeves : Chief Officer
Mr S. Hill : 2nd Officer
Mr N.P. Jennings: Senior 2nd Engineer
Mr F. Roberts : Junior 3rd Engineer
Mr J.A Bailey : Assistant Engineer
A/AB S.A. Cross : DEMS Gunner, CJ/X
334360
The following men made up the boat party,
which was alongside for 1½ hours,
ready to give whatever assistance was
necessary:
A/AB Dixon : PJ/X 335080 - In charge
A/AB Sloan : CJ/X 217206
Bdr Bishop : 147796 AA Regt.
Gnr Crocombo : 5621705 AA Regt.
Gnr Hill : 5620511 AA Regt.
Metcalf : Messroom Steward
Duggan : Galley Boy
By this time the Sharpshooter
had come alongside, and was lying on the starboard side. The port amidship boat
from the Atheltemplar pulled
alongside with the Confidential Books in a tin box, and these were handed over
to the Commander of HMS Harrier. The
Commander was in touch with the RAD, who gave instructions that the Atheltemplar was to be sunk if she could
not steam.
HMS Harrier
remained alongside the Atheltemplar
to take off the rescue party with the two injured men. By this time the after
boat of the Atheltemplar was level
with the forecastle head of HMS Harrier,
and the crew were transferred. HMS Harrier
had previously passed a towing wire to the Atheltemplar,
but this parted owing to the swell. Eventually a second towing wire was secured
to the stern, which was now only about one foot above the water. The men in the
starboard boat were sent on board HMS Sharpshooter,
as the Harrier was full. I could see
that the Atheltemplar would remain
afloat, and I expressed that opinion to the Commander of HMS Harrier, who discussed the best way to
sink her. Another destroyer came along eventually to sink the ship, and we left
the scene.
HMS Harrier
then left to catch up the convoy, which was about twelve miles ahead, at 0500. The
survivors were instructed to keep below in order to keep the weight low, and
when I came up on deck our ship was on fire. I understand the destroyer put a
depth charge under her, and also must have put one or two shots into the tanks,
as heavy columns of smoke were rising. At noon we could still see the smoke
from her, and this was the last I saw of my ship. There were about two hundred
survivors on board HMS Harrier, and
at 1300 on the same day a number, including myself, were transferred to the
cruiser Scylla, with the rest of our
men from the Sharpshooter. Just after
being transferred another high level bombing attack developed, but we were kept
below decks and saw nothing of this attack.
We remained on the Scylla
for ten days, and eventually landed at Scapa on 24th September.
With Thanks to Bernard de Neumann
for providing the above
narrative.
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Raymond
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