She was launched as Leicestershire and was a UKtroop ship in the First World War. In 1930 she was converted into an exhibition ship and renamed British Exhibitor.
In 1933 she was bought by an Egyptian company that renamed her Zamzam and had her converted into a pilgrim ship. In 1941 she took passengers from Egypt to the USA. On her return voyage to Egypt a Germanmerchant raider attacked and scuttled her.
As built, Leicestershire had capacity for 230 passengers,[4]1,629 cubic feet (46.1m3) of her hold space were refrigerated,[5] and her tonnages were 8,299GRT and 5,165NRT.[1]
Leicestershire had four masts.[4] This was a distinctive feature of all Bibby Brothers ships built up until 1939.[6]
A year later Harland and Wolff built a sister ship, Gloucestershire. She was launched on 7 July 1910 and completed on 22 October.[7]
On 11 October 1917 she accidentally rammed HMYKethailes in the Irish Sea off the east coast of County Wexford, sinking the yacht and killing 17 of her crew.
After the First World War Leicestershire was returned to Bibby Brothers, who had her refitted to return to civilian service. She was converted from coal-burning to oil, which freed her coal bunker to be turned into more cargo space.[11] In the 1920s she continued her service between Liverpool and Rangoon.[4]
By 1930 Leicestershire's tonnages were 8,059GRT and 5,034NRT.[2] That year the British National Exhibition Ship Company bought her, had her converted into an exhibition ship and renamed her British Exhibitor. Her new owners intended her to tour the British Empire promoting UK goods. In 1931 the exhibition opened on the River Thames but in 1932 the company went bankrupt.[4]
Egyptian service
The Egyptian Company for Travel and Navigation bought British Exhibitor on 28 September 1933.[11] It renamed her Zamzam after the Zamzam Well at Mecca. She was converted to carry 600 Muslim pilgrims, and one of her holds was converted into a mosque.[4][14] She carried pilgrims for at least two months each year.[11]
In 1934 Zamzam passed to the Société Misr de Navigation, who registered her in Alexandria. Zamzam spent the remainder of the 1930s carrying pilgrims between Suez and Jeddah.[4] Her UK code letters HPRD[2] and original call sign were superseded by the Egyptian call sign SUBZ.[15]
In October 1939, a month after the Second World War began, Zamzam was laid up. A year later, on 28 October 1940, she was in Alexandria Port during a Regia Aeronautica air raid. Fragments from one Italian bomb damaged her forecastle.[14] She was repaired and returned to service.[11] She had an Egyptian crew commanded by UK officers.[17]
In December 1940 Zamzam took 99 passengers and a cargo of cotton from Alexandria to the USA via the Suez Canal, Indian Ocean, Cape Town, South Atlantic and North Atlantic.[14] On 24 February 1941 she landed her passengers at Jersey City. She then continued to Boston.[11]
Final voyage
In March 1941 Zamzam's return voyage to Egypt was delayed when a stevedore claimed he had suffered a skull fracture while working aboard her. She was held at Hoboken for several days, until her owners deposited a $50,000 bond.[11]
On 20 March Zamzam left Jersey City to return to Alexandria. She carried about 140 crew and about 200 passengers, but sources differ as to the exact number of each. Most of her crew were Egyptian, but they included also Sudanese, Greeks, Yugoslavs, Britons, one French national and a Czechoslovak.[18] 137 of the passengers were Christian missionaries of various denominations and boards: Lutheran, Assemblies of God, African Inland Mission, Brethren, Congo Inland Mission, Disciples of Christ, Baptists)[19] or their wives and children.[11] Another 24 were volunteer ambulance drivers of the British American Ambulance Corps on their way to serve in North Africa[14] with the Free French forces.[20]
One missionary wife, Lillian Danielson, found that the lifejackets in her cabin were in poor condition and were too large to fit her six children, whose ages at the time ranged from one to 10. She repaired them and altered them to fit.[21]
Zamzam called at Baltimore on 22–23 March[22] and Trinidad on 30 March. Her Master, William Gray Smith, sought permission for her to sail fully lit as a neutral ship. The UK Admiralty refused, ordered him to sail blacked out and told him to follow a pre-arranged course.[11][23]
Zamzam called at Recife, where passengers joined the ship including Fortune reporter Charles Murphy and Life photographer David Scherman.[17] By the time she left Recife, Zamzam had 202 passengers. According to Murphy they included 73 women, 35 children and 138 of the total were US nationals.[18] Six were tobacco buyers from Wilson, North Carolina travelling on business to Southern Rhodesia.[17] There were also 26 Canadians, 25 UK nationals, five South Africans, four Belgians, two Greek nurses, an Italian and a Norwegian.[18][24]
Zamzam carried 5,344 tons of cargo.[25] It included 20 ambulances for the Free French forces in North Africa,[26] an x-ray trailer, a field kitchen,[27] 2,322 tons of lubricating and other oils, 1,000 tons of fertilizer, plus foods, tobacco products and manufactured goods. The ambulance corps' vehicles and other equipment aboard were worth nearly $100,000.[25] Murphy wrote that the cargo's total value was $3 million.[28]
On 9 April Zamzam left Recife[11] to cross the South Atlantic to South Africa. She was due to reach Cape Town on 21 April.[26] On 14 April she changed course. Captain Gray stated that this was because her wireless operator received a distress message from a Norwegian merchant ship, the Tai-Yin, that was under attack by a German raider.[29]
At about 0555 hrs on 17 April the German auxiliary cruiserAtlantis opened fire on Zamzam from a range of about 3.5 nautical miles (6km).[30] Nine 150 mm shells hit Zamzam' port side, injuring several passengers and crew, including the ship's doctor.[31]Zamzam's engine room was holed below the waterline,[30] causing her to list to port.[28] Her wireless aerials were destroyed,[30] and there was damage to her passenger accommodation, Master's quarters, and funnel. Atlantis ceased firing after about 10 minutes.[31]
Nearly all of Zamzam's passengers and crew abandoned ship, but shellfire had destroyed one lifeboat[31] and damaged two others.[32] The damaged boats were swamped shortly after being launched,[32] including that carrying Mrs Danielson and her children, all of whom ended up in the water.[21] Some passengers jumped from Zamzam into the sea.[17] The ambulance drivers looked after women and children, treated the wounded, and pulled people out of the sea into the boats and liferafts.[33]
When all the boats and rafts had been launched, Captain Smith was left on his ship with his Chief Officer, his Chief Engineer, six ambulance drivers, and a four-year-old girl who had become separated from her parents.[32]
Rescue
Atlantis rescued all survivors from the boats, from the water, and the group left on Zamzam. Atlantis' Captain, Bernhard Rogge, sent a boarding party aboard Zamzam that searched her chartroom and Master's quarters,[34] removed supplies and personal possessions. At about 1400 hrs the boarding party scuttled Zamzam with three explosive charges.[28]
Scherman was in lifeboat number one. He photographed Zamzam being abandoned, and after he reached Atlantis, a German officer encouraged him to photograph Zamzam being scuttled. Atlantis' crew confiscated some of his films, but he managed to keep four rolls hidden.[17]
The next day Atlantis met her supply ship, Dresden[de], to whom all Zamzam's survivors and their luggage were transferred except three who were too seriously wounded.[35]Atlantis and Dresden parted, but they met again on 28 April. A delegation of survivors met Rogge on Atlantis and asked for more food to be transferred to Dresden, and for the US and other neutral survivors to be put ashore in South America to avoid the danger Dresden would face when running the Royal Navy blockade to reach Europe.[36]
After conferring with his officers, Rogge said Dresden would look for a neutral ship to which to transfer survivors. Failing that, Dresden would approach the Brazilian coast and try to find a Brazilian coaster to take them. Only as a last resort would Dresden enter a neutral port to put survivors ashore. With that, Atlantis and Dresden parted again.[36]
The next day one of the wounded, tobacco merchant Ned Laughinghouse, died aboard Atlantis.[11] He had suffered a shrapnel wound to the skull during the shelling.[31]
Dresden's voyage to France
Dresden carried the survivors in her cargo holds, separated into three groups. Women and children formed one group, officers and male passengers another, and the mostly Egyptian crew formed the third. Food remained short, and only slightly improved.[36]Dysentery was rife. Dresden did not try to find a neutral ship, but headed straight for Europe.[23] As she sailed into more northern latitudes, influenza broke out.[37] Scherman photographed conditions aboard.[38]
On 18 May Zamzam was reported missing.[22][39] the UK Ministry of Information said she must be "presumed lost", but naval authorities in Cape Town insisted she was merely "overdue".[40]
On 21 May the Deutsches Nachrichtenbüro[de] ("German News Office" or DNB) admitted the Kriegsmarine had sunk Zamzam and confirmed that its passengers and crew were in occupied France. The DNB said the sinking was justified because her cargo included materials for the UK war effort.[27] Her cargo included 64 different types of goods, 33 of which Germany listed as contraband. This included the vehicles, spare parts and lubricating oil.[25]
On 22 May, Egypt formally protested to Germany about Zamzam's sinking, calling it a violation of international law. Egypt sought the repatriation of the Egyptian crew. As Egypt had severed diplomatic relations with Germany in 1939, the Swedish legation in Berlin presented the protest.[43]
On 26 May, Germany said it would release all US women and children, and those US men whom it called "genuine" missionaries.[44] On 28 May the US survivors in Biarritz were reported to be well-treated and free to move about the town.[42]
Early repatriations
On 29 May, Germany was reported to have granted exit visas to the US survivors. However, the report did not specify whether the ambulance drivers were included.[45] On 31 May the Germans released 119 US passengers at Hendaye on the French frontier with Spain to staff from the US Embassy in Madrid.[11] On 1 June they entered Portugal from the Spanish border town of Fuentes de Oñoro,[46] and on 2 June they reached Sintra to await repatriation. Also on 2 June, Life published news about Zamzam.[11]
The ambulance drivers were not released.[47] They were young men of combat age, many US individuals had voluntarily joined the UK and Canadian Armed Forces, the British American Ambulance Corps had strong sympathies to the UK,[48] and at least one of them had served as an ambulance driver in the Battle of France.[26] German authorities claimed they were concerned that the ambulance drivers could reveal German military secrets to the UK authorities.[26]
On 9 June Murphy, Scherman[41] and a representative of the Ambulance Corps flew home from Portugal on a Pan American Clipper via Horta and Bermuda to LaGuardia Airport, New York.[29] The remainder of the US passengers returned by sea on various US and Portuguese ships, most of them reaching US ports between 21 and 30 June.[11] 26 women missionaries from Zamzam left Lisbon on 10 June aboard Mouzinho, which reached Staten Island on 21 June.[49] 29 survivors followed aboard Serpa Pinto, which reached Staten Island on 23 June.[50] The largest group was of 53 survivors who sailed from Lisbon on the American Export Lines ship Exeter,[51] which reached New York on 24 June.[11]
On 23 June Life published an extensive article about Atlantis sinking Zamzam and Dresden taking survivors to France. Murphy wrote the article, and Scherman's smuggled photographs illustrated it.[11][52]
Two of the ambulancemen escaped internment in France, travelled to Portugal, and on 28 July reached New York aboard the American Export Lines ship Excalibur.[11]
In July 1941 the US Government sent the troop ship USS West Point to Lisbon carrying German and Italian consular personnel, to be exchanged for US consular personnel from German and Italian territories. The Germans released the remaining ambulance drivers whom Dresden had landed in France; they sailed home on West Point's return voyage from Lisbon[53] and reached New York on 2 August.[11]
Atlantis sunk
On 9 August Germany admitted that two of Zamzam's wounded survivors were still aboard the raider which sank her. The report used Atlantis's false name Tamesis and did not disclose her true identity.[54]
UK reconnaissance aircraft used Scherman's photographs to identify Atlantis, and the cruiser HMSDevonshire sank her on 21 November 1941.[11] The German censor had released the photographs Scherman took aboard Dresden, and on 15 December Life published them in an article.[11][38]
The two wounded survivors, Robert Starling from the UK and US ambulanceman Frank Vicovari, were still aboard Atlantis when Devonshire sank her.[11] At least 317 crew and prisoners abandoned ship in liferafts or boats (sources vary as to which). The German submarineU-126 surfaced, took aboard 107 of the survivors and started to tow the rafts or boats toward neutral Brazil.
Two days later U-126 met the German supply ship Python[de], transferred survivors to her and started to refuel from the supply ship, but the cruiser HMSDorsetshire appeared and opened fire. U-126 submerged and Python's crew scuttled their own ship. Two submarines, U-68 and UA, rescued 414 survivors. Between 3 and 18 December other German and Italian submarines relieved U-68 and UA of many of the survivors, and they were all landed in Saint-Nazaire between 23 and 29 December.[55]
In this way Vicovari,[11] and presumably Starling, reached German-occupied France, but only after the Japanese attack on Pearl Harbor on 7 December and US declaration of war on Germany four days later. Therefore Vicovari was interned as an enemy alien.
Later repatriations
The Swedish liner Drottningholm, which brought 10 Canadian survivors from Lisbon to Jersey City
Vicovari was interned in a camp near Bremen with Royal Navy and UK Merchant Navy seafarers.[57] On 25 February 1944 the German authorities released him in an exchange of detainees.[11] He sailed home on the chartered Swedish liner Gripsholm. Vicovari confirmed that the raider's true name was Atlantis.[57]
104 Egyptian crew were held in an internment camp in Bulgaria, and were liberated after Bulgaria's Axis government was overthrown in September 1944 and Bulgaria signed an armistice with the Allies in October. In 1945 a reporter for The New York Times found many of the crew living in a small town in Yugoslavia.[11]
The last Zamzam survivor to be liberated was probably Walter Guilding, who was interned in a camp in Westertimke in north Germany. He was freed on 27 April 1945 when a British Army unit occupied the area.[11]
On 23 December 1947 the New York Supreme Court Appellate Division granted an appeal.[58] On about 27 May 1948 the parties agreed an out of court settlement for half of the claim.[11]
See also
Abukir and Khedive Ismail: Egyptian ships requisitioned by the UK government and sunk by enemy action
Related Research Articles
The German auxiliary cruiser Atlantis, known to the Kriegsmarine as Schiff 16 and to the Royal Navy as Raider-C, was a converted German Hilfskreuzer, or merchant or commerce raider of the Kriegsmarine, which, in World War II, travelled more than 161,000 km (100,000 mi) in 602 days, and sank or captured 22 ships with a combined tonnage of 144,384. Atlantis was commanded by Kapitän zur See Bernhard Rogge, who received the Oak Leaves to the Knight's Cross of the Iron Cross. She was sunk on 22 November 1941 by the British cruiser HMS Devonshire.
RMS Laconia was a Cunard ocean liner, built by Swan, Hunter & Wigham Richardson as a successor of the 1911–1917 RMS Laconia. The new ship was launched on 9 April 1921, and made her maiden voyage on 25 May 1922 from Southampton to New York City. At the outbreak of the Second World War she was converted into an armed merchant cruiser, and later a troopship. She was sunk in the South Atlantic Ocean on 12 September 1942 by U-156. Some estimates of the death toll have suggested that over 1,658 people were killed when the Laconia sank. Hartenstein staged a rescue of the passengers and the crew of Laconia, which involved additional German U-boats and became known as the Laconia incident.
MV Doña Paz was a Japanese-built and Philippine-registered passenger ferry that sank after it collided with the oil tanker Vector on December 20, 1987. Built by Onomichi Zosen of Hiroshima, Japan, the ship was launched on April 25, 1963 as the Himeyuri Maru with a passenger capacity of 608. In October 1975, the Himeyuri Maru was bought by Sulpicio Lines and renamed the Don Sulpicio. After a fire aboard in June 1979, the ship was refurbished and renamed Doña Paz.
I-8 was an Imperial Japanese Navy Junsen III -type submarine commissioned in 1938 that served during World War II. Designed as submarine aircraft carriers, I-8 and her sister ship I-7 were the largest Japanese submarines to be completed before the outbreak of the war in the Pacific in 1941. With embarked floatplanes, I-8 participated in operations related to the attack on Pearl Harbor, patrolled off the United States West Coast, and took part in the Guadalcanal campaign and the Okinawa campaign.
RMS Cedric was an ocean liner owned by the White Star Line. She was the second of a quartet of ships over 20,000 tons, dubbed the Big Four, and was the largest vessel in the world at the time of her entering service. Her career, peppered with collisions and minor incidents, took place mainly on the route from Liverpool to New York.
SS Drottningholm was one of the earliest steam turbine ocean liners. She was designed as a transatlantic liner and mail ship for Allan Line, built in Scotland, and launched in 1904 as RMS Virginian.
SS Robin Moor was a United States cargo steamship that was built in 1919 and sunk by a German U-boat in May 1941, several months before the US entered World War II.
The Salem Express was a passenger ship that sank in the Red Sea. It is notable due to the heavy loss of life which occurred when she sank shortly after striking a reef at around 11:13pm on Saturday December 14, 1991.
SS Automedon was a Blue Funnel Line refrigerated cargo steamship. She was launched in 1921 on the River Tyne as one of a class of 11 ships to replace many of Blue Funnel's losses in the First World War.
The German ship Doggerbank was a UK cargo ship that was built in Scotland in 1926, captured by the German Navy in 1941, renamed Doggerbank and converted into an auxiliary minelayer and blockade runner. The German U-Boot U-43 (1939) sank her by mistake in 1943, leading to the deaths of all but one of her 257 passengers and 108 crew.
The Refah tragedy was a maritime disaster that took place during World War II, in June 1941, when the cargo steamer Refah of neutral Turkey, carrying Turkish military personnel from Mersin in Turkey to Port Said, Egypt, was sunk in eastern Mediterranean waters by a torpedo fired from an unidentified submarine. Of the 200 passengers and crew aboard, only 32 survived.
RMS Ebro was an ocean liner that was launched in Ireland in 1914. With changes of ownership she was renamed Princesa Olga in 1935 and Serpa Pinto in 1940. She was scrapped in Belgium in 1955.
SS Volendam was a Dutch-owned transatlantic liner, launched in Scotland in 1922 and scrapped in the Netherlands in 1952. She was part of the first generation of turbine-powered steamships in the Holland America Line fleet. Volendam and her sister ship Veendam were NASM's largest turbine steamships until the flagship Statendam was completed in 1929.
SS Patria was an 11,885 GRT French ocean liner built in 1913 for Compagnie française de Navigation à vapeur Cyprien Fabre & Cie, for whom she was first a transatlantic liner and then an emigrant ship. From 1932 Fabre Line leased her to Services Contractuels des Messageries Maritimes, who ran her between the south of France and the Levant. After the fall of France in June 1940 the British authorities in Mandatory Palestine seized her in the Port of Haifa and placed her under the management of the British-India Steam Navigation Company. In November 1940, the Zionist movement Haganah planted a bomb aboard which sank her with the loss of between 260 and 300 lives. Patria remained a wreck in Haifa port until she was scrapped in 1952.
RMS Nova Scotia was a 6,796 GRT UK transatlantic ocean liner and Royal Mail Ship. In World War II she was requisitioned as a troopship. In 1942 a German submarine sank her in the Indian Ocean with the loss of 858 of the 1,052 people aboard.
SS Sierra Cordoba was a Norddeutscher Lloyd passenger and cargo ship completed 1913 by AG Vulcan Stettin. The ship operated between Bremen and Buenos Aires on the line's South American service and was equipped with wireless and "submarine sounding apparatus" with accommodations for 116 first class, 74 second class and 1,270 "between decks" passengers. A description after the ship had been seized and restored in 1919 noted she was among the fastest and best equipped ships of the line with accommodations for 115 first class passengers and 1,572 third and steerage class passengers as well as a crew of 179 officers and men.
Arthur Tilden Jeffress was an influential gallery owner, collector, and patron of the arts in post-World War II Britain. In the 1920s and 1930s he was conspicuous mostly as a rich playboy and socialite. He died in 1961, leaving his art collection to the Tate and Southampton City Art Gallery.
MV Alstertor was a refrigerated cargo ship built in 1938 for Anders Jahres Rederi A/S of Sandefjord, Norway by Oresundsvarvet, Landskrona, Sweden as MV Rose. In 1939 a German ship-owning firm, Rob. M. Sloman, bought her to transport fruit between Santos, Brazil and Hamburg. In 1940 the Kriegsmarine requisitioned her and converted her into a support ship for naval operations in the Atlantic.
RMS Orama was a British steam ocean liner and Royal Mail Ship. She was launched in 1911 for the Orient Steam Navigation Company. When new, she was the largest liner sailing between Great Britain and Australia.
SS Corcovado was a cargo liner that was launched in Germany in 1907 for the Hamburg America Line (HAPAG). In 1917 she was transferred to the Ottoman government and renamed Sueh. In 1919 the Ottomans surrendered her to France, and her name reverted to Corcovado. In 1920 the Società Sicula Americana bought her and renamed her Guglielmo Peirce. In 1927 Lloyd Sabaudo bought her and renamed her Maria Cristina. In 1930 the Companhia Colonial de Navegação (CCN) bought her and renamed her Mouzinho. She was scrapped in Italy in 1954.
References
1 2 "Leicestershire". Shipping and Shipbuilding. North East Maritime Forum. Retrieved 20 November 2020.
This page is based on this Wikipedia article Text is available under the CC BY-SA 4.0 license; additional terms may apply. Images, videos and audio are available under their respective licenses.
