M/T Thelma

Kapteinens rapport

Vessel in ballast on voyage from Capetown via Trinidad to United States for engine repairs. Sailed from Capetown July 29th, 1942 at 14.30 o'clock. Vessel in every respect fully equipped and manned for the voyage with the exception of defective engine parts for which seaworthiness certificate had been issued at Capetown. Voyage continued under varied weather conditions. Course followed as per instructions received from the Admiralty. On route an A.B.M.S. radio message was received instructing us to steer new position Z and thereafter steer for position P on the route from Capetown.

Wednesday, August 26th, midday position according to observations N.13.39 W.56.40. From midday until 16.00 o'clock steered through course 290 distance 36 n.miles, vessel was then i route position whereafter course was altered to through 236. During the whole voyage watch from the crows nest during the day and from the bridge during the night, and vessel during the entire voyage was completely blacked out.

Same day at 23.23 ship's time, distance sailed from 1600 o'clock about 75 n. miles, vessel was struck by one torpedo on starboard side presumably between No. 3 and No. 4 wing tank. The lookout was stationed on port side of the bridge and the Third Officer on top of the chart house with night binoculars. Nothing could be heard or seen. Weather was fine, partly overcast with full moon, wind northeast force 3, sea 3-4. Immediately following the explosion the vessel listed heavily to starboard side. Starboard lifeboat midship was smashed and the deck on starboard side as well as lower bridge were blown up. The Master went immediately to the bridge and attempted to start the wireless, but in vain. All electric current had been cut off. The engine assistant on duty in the engine room stopped the main motor momentarily. The crew tried to get the three remaining boats launched. While this work was going on approximately 1 1/2 - 2 minutes after the first torpedoe struck the second torpedoe struck on the same side aft of the midship. The vessel listed now to about 65/70o on the starboard side. This increased the difficulties in launching the lifeboats from the port side. 10 men were amidship and the rest aft. Four men lowered the starboard lifeboat aft and managed to get it clear. The port lifeboat aft which was now on the deck was lifted by 18 men to the ship's side and after clearing the boat's side was lowered. The crew with their backs against the ship's side pushed the boat with their feet and managed to get it clear. The rest of the crew jumped into the water and were picked up by the boats. An attempt was made to launch the motorboat amidship but after many efforts this was given up, owing to the fact that there were too few men and the list had now increased dangerously. The bulwark on the starboard amidships was now under water. It was feared that the vessel would entirely capsize for which reason orders were given for all to jump into the water. Everybody jumped off the starboard side and swam away from the ship being picked up by the other boats. The Master was the last one to jump overboard and the last one to be picked up. As nobody else could be seen or heard the two boats rowed away from the sinking ship. The survivors were counted and it was found that two men were missing, namely, Consular passenger Arvid Knudsen and saloon boy Chinese Hip Fah Sui. Both of them were midship when the vessel was torpedoed. Eye-witnesses contend to have seen Knutsen for the last time midship when he jumped into the water. Others saw the saloonboy thrown headfirst against the starboard bulwark where he remained. This is all that is known about those lost.

All personal effects and papers belonging to the Captain, officers and crew were lost, as well as all ship's papers, code books and secret documents.

We rowed further away from the ship awaiting daylight when we planned to go on board again to see if anytning could be done. About 15-20 minutes after the second torpedoe the wake of a third was seen followed by an explosion on the port side. Simultaneously the U-boat commenced to shell the vessel from the port side and immediately after from the starboard side. This caused the ship to go afire. As the shelling was almost simultaneous from both sides it is believed that there were two U-boats. When the U-boats opened fire it was feared we would be hit or shelled and therefore rowed away from the burning ship giving up all hope of boarding her again. We did not raise the sails for fear of being seen and continued rowing until daylight. We then raised the sails and steered our course for Barbados Island which we believed was about 80-100 miles away.

Friday, August 28th, in the morning, three planes were seen one of which passed right over us. We signalled to them with flares but were not seen. About 1000 o'clock smoke was seen on the hoirzon directly ahead. After a while the vessel came into sight steering a northerly course. We altered our course in order to cross the course of the steamer at the same time signalling with flares and rockets. After a while the vessel altered its course and came toward us. 11.30 were taken on board the steamer and the lifeboats taken in tow. The vessel was a british naval vessel on her way to Barbados. We arrived at Bridgetown the following morning. The way we were treated on the British naval vessel and on arrival at Bridgetown was excellent.

The above is certified by the following to be correct and true.

Erling Ribe, 1. Styrmann

Petter Birkeland, 2. Styrmann

J. Ugland Bjørge, 3. Styrm. Telegrafist

L. A. Langemyr, 1. Mask.

Leif Pedersen, 2. Mask.

H. M. Nilsen, 3. Mask.

O. T. Larsen, Fører