seamus dubhghaill

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Tag Archives: Hypothermia


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RMS Queen Mary Collides with HMS Curacoa

Twenty miles off the coast of County Donegal on October 2, 1942, the luxury Cunard liner RMS Queen Mary, converted into a troop carrier for World War II, smashes into her escort ship, the British Royal Navy cruiser HMS Curaçoa (D41). The HMS Curacoa, which had connected with the RMS Queen Mary to escort her for the final two hundred miles to the port of Greenock, Scotland, sinks with the loss of 338 men. As are his orders, Captain Cyril Illingworth of the RMS Queen Mary, which is carrying an estimated 15,000 U.S. troops, does not stop to mount a rescue operation.

On a near perfect afternoon, the RMS Queen Mary is off the Irish coast. The vessel is setting a zigzag course to help evade U-boats and long-range German bombers. The RMS Queen Mary has caught up with her 4,290 tonne escort vessel, the HMS Curacoa, and is set to overtake her.

Aboard the HMS Curacoa, seaman Ernest Watson is admiring the RMS Queen Mary’s majestic lines when he notices the bow is swinging toward the cruiser. To his horror, she continues to swing and is soon on a collision course. The gap narrows inexorably as the stunned Watson finally finds his vocal cords and screams, “She’s going to ram us.” Later Watson describes how many of his mates are so shocked they cannot move.

Within seconds, there is a screech of twisted metal followed by the hiss of steam and the screams of those injured or trapped below. The RMS Queen Mary, twenty times larger than the cruiser, has been traveling at top revs giving her a speed of 28.5 knots. The impact swings the HMS Curacoa broadside on and the troopship slices through her 10 cm armour plating. It is all over in seconds, and the troopship continues on her zigzag course leaving the HMS Curacoa cut in two with the forward and aft sections separated by 100 metres of ocean.

At the moment of impact, as the HMS Curacoa reels in the water, Watson and many other seaman on deck are thrown into the freezing water. Even as they surface they watch in horror as the stern quickly sinks, taking with it the men trapped behind the water-tight doors. The forward section follows soon after, leaving the men in the murky water surrounded by debris, oil and drowned or mutilated bodies. It is every man for himself as survivors cling to floating wreckage. They are about 20 nautical miles off the Irish coast which, had boats or rafts been launched, would put them within easy reach of safety.

The survivors believe the RMS Queen Mary will turn back to pick them up, however, it is with obvious despair that they watch her disappear over the horizon. To sail on is probably the toughest decision Captain Illingworth ever has to make. The World War I veteran has many years of experience by the time he has risen to become Cunard-White Star Line’s senior commander and master of the RMS Queen Mary. He is obeying orders that under no circumstances is he to stop until the RMS Queen Mary has safely delivered the troops to Britain. His only option is to signal nearby British destroyers to rescue survivors.

Two destroyers react to Captain Illingworth’s message and steam toward the wreckage where two hours after the collision, they find many bodies of sailors who have died of hypothermia. Only the hardiest live long enough to land in Londonderry, County Londonderry, Northern Ireland, the next day. Of the HMS Curacoa’s 430 personnel, only 99 seamen and two officers survive. Because of war-time security the official inquiry is delayed until the war in Europe is over. Then, in June 1945, only a few weeks after VE Day, the Admiralty Commissioners sued Cunard-White Star Line claiming the RMS Queen Mary had been responsible.

It appears to be a clear-cut case. The HMS Curacoa’s captain, John Boutwood, gives evidence to a Royal Navy inquiry and is acquitted without a reprimand. Later he gains the Distinguished Service Order (DSO). Boutwood says the HMS Curacoa steamed at some 3 knots slower than the larger vessel which had been in the process of overtaking at the time of the collision. He says he had been amazed when the troopship continued turning to starboard and closed the gap between the vessels. When the collision occurred he, and all others on the bridge, had clung to whatever was nearest.

At first, Boutwood vainly hopes the damaged ship will stay afloat. He also says it was impossible to give orders because of the noise of escaping steam from the boiler room. The RMS Queen Mary’s first officer gives evidence that he had taken over the helm less than two minutes before she rams the cruiser. She is about 500m away and on the starboard bow. He is unconcerned at the narrow gap because he expects HMS Curacoa to take evasive action. He believes the cruiser, a more manoeuvrable vessel, would change course.

The first officer had also been reassured by Captain Illingworth, that the cruiser was “experienced in escorting and would keep out of the way.” At a later hearing some months after the opening, Illingworth says he had felt a bump at the time of the collision and had asked the quartermaster if they had been hit by a bomb. The answer was: “No sir, we have hit the cruiser.”

The judge holds the cruiser responsible saying the normal rules of an overtaking vessel keeping clear of the other does not apply in this case. He says the cruiser could have avoided the collision up to seconds before it occurred. The Admiralty, faced with huge compensation to the families of the dead sailors, appeals. In appeal the ruling is that the cruiser was responsible for two-thirds of the damage and the RMS Queen Mary for one-third. Still not satisfied, the case goes to the House of Lords where the verdict of the Appeal Court is upheld in February 1949. No survivor comes out unscathed but above all others, Illingworth has to live with the memory of leaving British sailors to fight for their lives in the ocean.

However, when asked at the first hearing if he felt Illingworth had made the right decision, the captain of the HMS Curacoa says, “I would say, yes.” The RMS Queen Mary continues as a troopship until August 11, 1945. The vessel is now a floating attraction at Long Beach, California.

(From: “SS Queen Mary & the loss of HMS Curacoa 1942” by A. N. Other and NHSA Webmaster, Naval Historical Society of Australia, https://navyhistory.au)


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RMS Titanic Strikes Iceberg in North Atlantic

titanic-strikes-iceberg

Just before midnight on April 14, 1912 in the North Atlantic, the RMS Titanic, the world’s largest ship, fails to divert its course from an iceberg, ruptures five compartments along its starboard side, and begins to sink. The liner, four days into her maiden voyage from Southampton to New York City, sinks at 2:20 AM on the morning of April 15, 1912.

RMS Titanic, the largest ship afloat at the time it enters service on April 2, 1912, is the second of three Olympic class ocean liners operated by the White Star Line, and is built by the Harland & Wolff shipyard in Belfast, Northern Ireland.

RMS Titanic‘s maiden voyage, commanded by 62-year-old Captain Edward John Smith, begins shortly after noon on April 10, 1912 when she leaves Southampton on the first leg of her journey to New York City. A few hours later she reaches Cherbourg, France, where she takes on passengers. Her next port of call is Queenstown (now Cobh) in Ireland, which she reaches around midday on April 11. After taking on more passengers and stores, RMS Titanic departs in the afternoon with an estimated 2,224 people on board.

RMS Titanic receives six warnings of sea ice on April 14 but is traveling near her maximum speed when her lookouts sight the iceberg. Unable to turn quickly enough, the ship suffers a glancing blow that buckles her starboard side and opens five of her sixteen compartments to the sea. RMS Titanic has been designed to stay afloat with four of her forward compartments flooded but not more, and the crew soon realises that the ship is going to sink. They use distress flares and wireless radio messages to attract help as the passengers are put into lifeboats. However, in accordance with existing practice, RMS Titanic‘s lifeboat system is designed to ferry passengers to nearby rescue vessels, not to hold everyone on board simultaneously. With the ship sinking quickly and help still hours away, there is no safe refuge for many of the passengers and crew. Compounding this, poor management of the evacuation means many boats are launched before they are totally full.

At about 2:15 AM, RMS Titanic‘s angle in the water begins to increase rapidly as water pours into previously unflooded parts of the ship through deck hatches. Her suddenly increasing angle causes a giant wave to wash along the ship from the forward end of the boat deck, sweeping many people into the sea. RMS Titanic‘s stern lifts high into the air as the ship tilts down in the water, reaching an angle of 30–45 degrees. After another minute, the ship’s lights flicker once and then permanently go out, plunging RMS Titanic into darkness. Shortly after the lights go out, the ship splits apart at one of the weakest points in the structure, the area of the engine room hatch. The submerged bow likely remains attached to the stern by the keel for a short time, pulling the stern to a high angle before separating and leaving the stern to float for a few minutes longer. The forward part of the stern floods very rapidly, causing it to tilt and then settle briefly before sinking.

RMS Titanic sinks with over a thousand passengers and crew still on board. Almost all those who jump or fall into the water die from hypothermia within minutes. RMS Carpathia arrives on the scene about 90 minutes after the sinking and has rescued the last of the survivors by 9:15 AM on April 15, some nine and a half hours after the collision with the iceberg.

The death toll has been put at 1,513, including many Irish, although the number of casualties remains somewhat unclear due to a number of factors, including confusion over the passenger list, which includes some names of people who cancelled their trip at the last minute, and the fact that several passengers traveled under aliases for various reasons and were double-counted on the casualty lists.

The disaster causes widespread outrage over the lack of lifeboats, lax regulations, and the unequal treatment of the three passenger classes during the evacuation. Subsequent inquiries recommend sweeping changes to maritime regulations, leading to the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.


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Sinking of the RMS Titanic

The RMS Titanic, four days into her maiden voyage from Southampton to New York City, sinks in the north Atlantic Ocean at 2:20 AM on the morning of April 15, 1912, after striking an iceberg just before midnight on April 14.

Titanic, the largest ship afloat at the time it enters service on April 2, 1912, is the second of three Olympic class ocean liners operated by the White Star Line, and is built by the Harland & Wolff shipyard in Belfast, Northern Ireland.

Titanic‘s maiden voyage, commanded by 62-year-old Captain Edward John Smith, begins shortly after noon on April 10, 1912 when she leaves Southampton on the first leg of her journey to New York City. A few hours later she reaches Cherbourg in France, where she takes on passengers. Her next port of call is Queenstown (now Cobh) in Ireland, which she reaches around midday on April 11. After taking on more passengers and stores, Titanic departs in the afternoon with an estimated 2,224 people on board.

Titanic receives six warnings of sea ice on April 14 but is traveling near her maximum speed when her lookouts sight the iceberg. Unable to turn quickly enough, the ship suffers a glancing blow that buckles her starboard side and opens five of her sixteen compartments to the sea. Titanic has been designed to stay afloat with four of her forward compartments flooded but not more, and the crew soon realises that the ship is going to sink. They use distress flares and wireless radio messages to attract help as the passengers are put into lifeboats. However, in accordance with existing practice, Titanic‘s lifeboat system is designed to ferry passengers to nearby rescue vessels, not to hold everyone on board simultaneously. With the ship sinking quickly and help still hours away, there is no safe refuge for many of the passengers and crew. Compounding this, poor management of the evacuation means many boats are launched before they are totally full.

At about 2:15 AM, Titanic‘s angle in the water begins to increase rapidly as water pours into previously unflooded parts of the ship through deck hatches. Her suddenly increasing angle causes a giant wave to wash along the ship from the forward end of the boat deck, sweeping many people into the sea. Titanic‘s stern lifts high into the air as the ship tilts down in the water, reaching an angle of 30–45 degrees. After another minute, the ship’s lights flicker once and then permanently go out, plunging Titanic into darkness. Shortly after the lights go out, the ship splits apart at one of the weakest points in the structure, the area of the engine room hatch. The submerged bow likely remains attached to the stern by the keel for a short time, pulling the stern to a high angle before separating and leaving the stern to float for a few minutes longer. The forward part of the stern floods very rapidly, causing it to tilt and then settle briefly before sinking.

Titanic sinks with over a thousand passengers and crew still on board. Almost all those who jump or fall into the water die from hypothermia within minutes. RMS Carpathia arrives on the scene about 90 minutes after the sinking and has rescued the last of the survivors by 9:15 AM on April 15, some nine and a half hours after the collision with the iceberg.

The death toll has been put at 1,513, including many Irish, although the number of casualties remains somewhat unclear due to a number of factors, including confusion over the passenger list, which includes some names of people who cancelled their trip at the last minute, and the fact that several passengers traveled under aliases for various reasons and were double-counted on the casualty lists.

The disaster causes widespread outrage over the lack of lifeboats, lax regulations, and the unequal treatment of the three passenger classes during the evacuation. Subsequent inquiries recommend sweeping changes to maritime regulations, leading to the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.