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This article, presented here in 8 chapters plus an introduction, is the naval autobiography of Alec Kellaway. Alec served in the Royal Navy from January 1936 to November 1947. His story shows what life was like training for the Navy immediately before the war as well as service in a wide variety of ships during the conflict. The book was written by Alec himself and has previously been published on the HMS Hood Association web site (www.hmshood.com) and in the HMS Cossack Association newsletters.

I was There! Where? Chapter 5c - Coastal Forces

A few days in Freetown and one was glad to get away. We lying at our mooring had little to do apart from keeping the boat seaworthy and waiting for sailing instructions. It was after this first trip to Freetown that we started to get problems with our engines. Until now our petrol supply had come from shore storage tanks but at Freetown we went alongside a tanker moored far across the river opposite Freetown. At first we did not have any worries and it was not until we were returning to Bathurst that a problem arose. 279 was steaming along on one engine when it suddenly cut out. The other engine was brought into use and the motor mechanic and myself made an investigation as to the failure of the other engine.

After checking through our emergency procedures it was evident that water had entered the petrol system and the engine had stalled. On the after bulkhead of the engine room there was a dual fuel supply system and in each fuel line was a glass separator. It was designed so that the petrol passing over the top of the glass dropped any foreign particles into the glass bowl, which gave a visual view of any alien matter. On removal of the glass bowl it showed that it was full of water and water had got into the carburettors, which caused the engine to stall. The carburettors had to be stripped down and cleaned out, this was quite a task as they were under the induction manifold and the unit was very large as the engines were very large, 12 cylinder engines, designed for marine work. With the movement of the ML through the sea it was an awkward task for two men who had to straddle the engine to remove the complete unit, clean it and reassemble.

During my time on 279 this operation was carried out several times. The fuel system was completely checked for any leakage, as the water, which stopped the engine, was definitely salt water. There was no way that this water could penetrate our tanks. It could only be surmised that the tanker had given us water with our petrol when we last refuelled. This was confirmed when we returned to Freetown to refuel at the tanker. It was normal practice for the tanker when empty of fuel to fill her tanks from the sea; this gave her ballast for her journey and also eliminated any petrol fumes from the tanks giving the tanker a safety factor against any unseen accident. The only problem for the MLs being when the tanker pumped out her tanks prior to taking on a fuel cargo some of the water remained in the bottom of the tanks and was pumped to us when we took on petrol. We did however manage to live with it. On 279 we kept a watch on our glass filter bowls and we worked out a system whereby we changed filters every half-hour, cleaned out the glass bowl and within reason this did help us.

A problem that did arise that could have had disastrous effect if the man on watch was not alert. The engine oil pressure was round about 45lb per square inch and was easy to maintain with a good high class lubricating oil. By the time this problem came on the scene through our engine oil changes and normal consumption we had used our reserve of oil and had to get replenishment from the tanker. This new supply was not as good as the oil used before and with the temperatures in tropical waters being in excess of United Kingdom waters the oil soon deteriorated. It was necessary to have an oil pressure of over 10lbs per square inch at the end of the camshafts. On the end of each camshaft was a fuel pump to the carburettors, which worked at 10lbs per square inch. Any drop in the oil pressure allowed petrol to pass along the camshafts and drop into the engine oil sump. The man on watch had to regularly check his oil levels and should there be an increase in level this was because of the petrol entering the sump. The sump was pumped out and re-topped with clean oil. An excessive amount of petrol in the sump could have caused an explosion, which could have been fatal for the boat. This was the problem when ML 301 blew up.
The engines were also inherent to another problem. The high speed engines which were cooled by salt water being pumped around the water jackets and cylinder blocks, was a good system but any sudden change of water temperature and the water jacket made of cast iron would crack. This would put the engine out of action, as we carried no spares. Many a ML returned after an operation with only one engine running. This happened to several MLs and it happened later to me when in the UK.
Escort duties up and down the coast were our main employment. Though on arrival at Bathurst on one trip we were in harbour for a few days when one evening we had to go and light one of the channel buoys as a destroyer was due to enter harbour and this buoy was essential to navigation. On nearing the buoy our CO realised there would be difficulties. There was quite a heavy swell rolling in from the Atlantic, which made the lighting of the buoy very hazardous. After a while we did manage to close to the buoy and light the lamp. However as we were moving away a heavy roller threw us up onto the buoy and damaged 279’s ship side. An impact of metal to wood. We returned to harbour and next day it was decided that 279 would have to go on slipway to have her damaged planking repaired. 279 was on the slipway for several days as repairs to the double diagonal timber entailed extensive work. It was decided to give a full hull inspection and a bottom scrub at the same time. In due course we were returned to the water and moored to the jetty awaiting orders.

At slack tide the crew would take advantage and swim in the river. We would run along a jetty and dive in. On one of these runs our motor mechanic, Bungy Williams, had a splinter of wood penetrate his foot and a medical examination decided he should be sent to a hospital ship anchored out in the river. From the hospital ship a message was passed to say that Bungy was being kept on board for further treatment while 279 was ordered on escort duties to Freetown.
As out motor mechanic was hospitalised it was left for me to take over his duties, this put us in a position of being one man light for our duties. This was no big problem as myself and the two stokers shared the watch keeping and general maintenance. It was not long after 279 arrived at Freetown that the hospital ship arrived having steamed from Bathurst on her own under Red Cross protection. The crew of 279 was then given the outstanding news that Bungy had died. This was a shock to us all as Bungy had been a great shipmate and very well liked. A little later we attended the funeral at Freetown and said goodbye to a great shipmate. Our CO sent for me and said that until a relief for Bungy came from England the two stokers and myself would have to carry on running the engine room. As I had been on the engine course at Esher I was conversant with the requirements of the mechanics’ duties which brought with it one and six pence per day charge money. Shortly after this I was rated up to Acting Stoker PO, my name having reached the top of the PO’s roster.

Later 279 was sent on escort duty to take an American cargo ship to Monrovia, capital of Liberia, a neutral country established for the freed slaves of America. Our escort duty was for us to escort the ship to Monrovia and while the ship discharged her cargo we had to do an anti-submarine patrol off shore. This duty took us more than 7 days and we ran out of drinking water, bread and vegetables. Our CO took us alongside the cargo ship and requested for water and anything in the line of food available. He was told there was no water to spare but we could have some bread and that was all. We were now in a predicament, what was to be done? The American had discharged a fair amount of her cargo, which allowed her to move further inshore and safe from submarine attack. This enabled 279 to enter neutral waters and try to get waters and stores. The CO went ashore and contacted the British Consul who arranged for a supply of water and a limited amount of food stores to be delivered to us under international law. We were only allowed to stay in neutral waters for a limited period. Extend this period and the boat and crew would be interned, thank God this did not happen. Shortly after the CO returned a barge being rowed by about 8 or 10 natives pulled alongside 279 with our supplies.

The food stores were taken on board but the water supply was in 6 old 50-gallon drums which had contained oil. The top of the water was swimming in oil which made it unfit for consumption. 279 was now waiting orders for moving away from Monrovia because the American was safe from attack. It was fortunate for us that there was a large black cloud approaching which heralded rain. We turned the canvas cover of the dinghy into its bottom and waited for the rain. When this came it was so heavy that the dinghy was soon filled with water. The crew stripped naked and had a good shower in the rain. We now felt and had a limited supply of drinking water. Our skipper received orders for our return to Freetown and as we had about 8 hours spare the crew were allowed to go ashore for a few hours, split into two groups. I went with the first group; we went ashore in our dinghy after our rainwater had been stowed away, it had to last about two more days. It could only be used for drinking, washing etc., was out.

The first group going ashore landed on the beach and walked into the native village. We turned the corner to go towards the small shopping centre and outside one of the huts was a coffin, inside was a native body dressed in top hat and tails, quite a contrast to the local inhabitants usual dress. We arrived at the shops but there was little to purchase though we did manage a few beers at the local bar. The group returned to the boat and after the second group had been and seen 279 sailed for Freetown. Going alongside the tanker to take on petrol and fresh water. Three tons of water for the crew in more than three days at sea, but that was all our water tanks could hold. We left the tanker and returned to our moorings in King Tom Bay, our CO in a furious mood reporting to the Admiral’s office. I don’t know what he said but he came back with an Admiral’s commendation to the crew for the operation and personal thanks from the Admiral.

279 did frequent trips to Bathurst, Freetown and Takaradi and on returning to Freetown from Takaradi a suspected submarine was heard. The alarm was given to stand by to attack. Now we were on one engine, the second engine was started in a matter of seconds but the increase of speed of the boat was too much to get the trailing clutch engaged on the second engine. I had by this time entered the engine room and after unsuccessfully trying to engage the engine to its propeller had to report to the bridge the failure. It was very lucky that the submarine contact was a false alarm. We carried on to Freetown, did our fuelling and stores routine then moored in King Tom Bay. I had to strip the trailing clutch for repairs. This clutch was in the centre of the reduction gearbox and allowed the engine to be disconnected from its propeller. The reduction gearbox was mainly two elliptical gears, one small and one large, and it was found on inspection that the smaller gear had been damaged when the clutch was operated and would not mesh with the larger gear. The dismantling of the gearbox was an awkward task but eventually the small gear was removed and it had to be taken to the Philocetes, a very large cargo ship that had been converted into a repair ship. It was possible to get most repairs done on this ship as her workshops were like a factory. You name it she could do it.

The gear I had removed was taken to 279’s deck and wrapped in sacking. I waited for the duty harbour launch to take me with my damaged article to Philocetes. Going alongside the ship I was met by an engineer who was going to process the repairs. Now from the launch to the deck of the Philocetes it must have been about 16 feet or more. I was prepared to take my damaged gear up the companion way but the engineer said no problem; he would get the crew to lift it aboard by block and tackle. The block was lowered into the launch and my piece of gearing was slung for hoisting inboard. The crew were given the order to hoist and up went the gear, how ever, the block and tackle was being hauled up by about eight men, my piece of gearing weighed just under a quarter of a hundred weight, it was so light that the block was going up fast and the men hauling away let go one by one until only one man was left pulling up. He found it so easy that he relaxed his grip on the rope and the gear ran away down towards the launch, missed the launch and went into the river. The rope was pulled up and on the block clearing the water it was noticed that the piece of machinery was missing, it had stayed on the bottom of the river. The diving team was called out and my gear was salvaged, taken aboard and repaired. Shortly afterwards the gear was returned to 279 and after a great struggle the gearbox was reassembled and 279 was operational.
On one of our stays in King Tom Bay our dinghy was tied alongside when a barracuda fish jumped out of the water and went straight through the dinghy’s bottom. Now in normal circumstances our hand-operated davit would lift the dinghy easily, but with the dinghy waterlogged we could not raise it even an inch. We waited until slack tide, the tide of the river flowed at about 13 knots, we managed to lift one end of the dinghy until the hole in the bottom was partly out of the water and with extra effort brought the dinghy clear of the water end on. Then came the struggle to get the dinghy on an even keel for landing on deck. We did manage it. The dinghy was taken away and we were supplied with a replacement.

Alec's Story continues in Chapter 5d - Coastal Forces

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