Bygget som RIMFAKSE ved Kockums mekazniska Verkstads A/B, Malmö,
Sverige for A/S Dampskib Rimfakse (Albert
Schjelderup), Bergen. Sjøsatt 14/12.
1921 Ferdigstilt i mars.
1927 Solgt til A/S Dampskib Ringhorn (Albert Schjelderup),
1940 WW II–Nortraship ble managers i april..
1941 Torpedert og senket 27/04 av den tyske ubåten U 147
(Oberleutnant zur See Eberhard Wetjen), i posisjon 60.10N-08.54V
mens hun var på reise fra Blyth, England via Lock Ewe, Scotland til
Patricksfjord, Island med 1.900 tonn kull. 11 mann omkom. Kaptein Ivar
Johannessen Lønne og syv mann reddet seg opp på en flåte, men klarte
ikke å hjelpe andre som lå i sjøen.
Rapport om torpederingen av D/S RIMFAKSE.
DS RIMFAKSE av Bergen avgikk fra Blyth 20. april lastet
med 1900 ton kull bestemt til Patricksfjord, Island. Skibet gikk i
konvoi til Loch Ewe. Derfra avgikk det alene 25. april. Reisen
fortsattes uten uheld inntil søndag 27. april. Skibets posisjon var da
60 10’ N, og 8 54' V. Frisk O.S.O. vind. Kl. 1.50 ble DS RIMFAKSE
truffet av en torpedo fra babord side ved akterkant av Nr. 2 Iuken.
Skibet fikk straks en meget sterk slagside og begynte å synke.
Vakthavende styrman, Rolseth, og rormannen Sulo Kiika løp straks til
babord livbat. Surringene var kappet, likedan styrbords talje. 2.
styrmann Rolseth ble da slått overbord. Skibet fikk stadig mere slagside
og sank i løpet av mindre enn 2 minutter. Straks etterpå fikk de fatt i
en flåte, som 8 mann etter hvert kom seg opp på. Omkring 10 minutter
senere såes ubåten å komme til overflaten, men det kunne ikke sees at
den gjorde noe forsøk på å ta opp de forliste som hørtes å rope om
hjelp. Ved dagslys om morgenen saes en av livbåtene flytende med bunnen
opp. Den annen redningsflåte såes også, og man fikk tak i den etter et
par timers roing. Flåtene ble surret sammen og de 8 reddete fordelt.
lntet tegn såes til andre overlevende. Kl. 12.45 ble de 8 man tatt opp
av SS HENGIST av Leith. De fikk alle tørre klær og førøvrig en
utmerket behandling. 28. april kl. 9.00 ble de som var reddet landsatt i
Crabster. Kapteinen, som hadde skadet en fot, ble lagt igjen på Durham
Hospital i Thursø. De andre fortsatte til Newcastle og til London.
London, 1. mai 1941 Per Roseth, 2. styrmann.
History in English:
Built as RIMFAKSE at Kockums Mekaniska
Verkstads A/B, Malmö, Sweden for A/S Dampskib Rimfakse (Albert
Schjelderup), Bergen. Launched 14/12.
Completed in March.
Sold to A/S Dampskib Ringhorn (Albert Schjelderup), Bergen.
1940 WW II–Nortraship became managers in April..
1941 Torpedoed and sunk by the German submarine
U 147 (Oberleutnant zur See
Eberhard Wetjen), in position 60.10N-08.54W, about 130 nm North-West
of Scotland whilst on a voyage from Blyth, England via Lock Ewe,
Scotland to Patricksfjord, Iceland with 1.900 tons of coal. 11 men lost.
Abstract from the maritime declaration.
Appeared Officer Per Roseth, who stated that the chief
officer is missing and that the vessel's master, who received injuries
to his foot, is lying in hospital. Officer Rolseth asked for chief
engineer Lavold, A.B. Seaman Kiikka and wireless operator Morris to be
examined. Statement was thereafter taken, without nautical assessors,
from officer Rolseth who would on Monday the 6th May, appear with the
witnesses. Officer Rolseth stated that the vessel was of the well deck
type. Officer Rolseth stated that on departure from Blyth the vessel was
in good seaworthy condition. All lifesaving equipment as per regulations
was available and was in the prescribed order. The 2 ordinary lifeboats
were placed amidship on the boat deck, one on each side, and had since
departure been hanging swung out in the davits. The motor lifeboat was
standing in chocks amidship on the starboard side at the forward part of
the boat deck. One of the ordinary lifeboats had been obtained in
December 1940 at Gourock and at the same time the other one was repaired
in consequence of heavy weather damage. The motor lifeboat had been
obtained during the autumn of 1939, no doubt at Leith. During survey in
February this year at Sunderland, all 3 boats received completely new
equipment. There was no spare boat. The 2 lifesaving rafts were lying
loose amidship on the boat deck, one on each side at the after part of
the boat deck. They were fully equipped although without spray hoods.
They had been obtained at the New Year 1940 at Gourock. There were 2
life buoys. They were on the bridge. There were life belts in sufficient
number so as to allow one for each man. They were lying in a chest on
the bridge and some were hanging on the engine room grating. The
lifesaving jackets on board were of kapok. Cannot remember the mark or
name. They had been obtained at various times. They had been distributed
to all the men and had been found to function splendidly. There were
some extra jackets in a chest on the bridge. Officer Roseth produced a
report, prepared by him.
There was some sea, speed 8 1/2 miles, steady course, the night was dark
and he did not see anything on the sea, neither before nor after the
explosion. No one on deck. The look-out man had gone down from the
bridge in order to call the chief officer. He felt a violent blow, the
vessel was heavily shaken, he was himself flung down towards port, heard
a heavy report (did not notice any preceeding sound) saw some greenish
gleam and sparks, noticed the smell of gun powder, saw that the No.2
hatch burst open, pieces of hatches (nothing else) in the air (nothing
of the cargo). The vessel at once began to sink with the bow first and
disappeared below the surface of the sea, he thinks, in less than 2
minutes. Very quickly a heavy list to port. There was no time to lower
lifeboat. He and Kiikka cut the lashings of the port lifeboat and was
lowering with the forward tackle, but he was then thrown into the sea.
Officer Rolseth stated with regard to those missing that he, personally,
had not seen any of them on board and not later either. He produced a
list of those missing and those saved. Forward in the berths of the deck
crew were the A.B. Seamen Jacobsen, Sivertsen and Lekven, who were off
duty. Aft in the quarters of the engine room staff were donkyman Hansen,
fireman Olsen and fireman Eriksen, also trimmer McCorrigan. The Estonian
look-out man, Konstantin Saar, had gone down from the bridge before the
explosion in order to call the chief officer. As to whether Saar had a
lifesaving jacket on he is unable to say. Cries were heard from the
Estonian look-out man, A. B. Seaman Konstantin Saar, by A.B. Seaman
Kiikka who was then on the boat deck. Roseth thinks that the Swedish
fireman Larson, who was on watch in the engine room, lost his life in
the sea. Larson, with lifesaving jacket on, was seen by trimmer
McCorrigan. A.B. Seamen Jacobsen, Sivertsen and Lekven probably lost
their lives on board as the vessel at once began to sink bow first.
Roseth thinks that steward Petter Jacobsen, cabin amidship, lost his
life on board. The cabin was on the port side. Jacobsen was club-footed
on both feet.
Appeared the 1. witness, chief engineer Johannes Lavold. The weather was
overcast with some sea. The witness was to have been on watch at 4
o'clock. After the explosion he was called by the 2nd engineer and ran
out on deck with engineer Kopstad in front of him, who had trousers and
shirt on, but no lifesaving jacket. This was the last that the witness
saw of Kopstad. Having got on the boat deck he saw donkeyman Hansen in
trousers and shirt, but without lifesaving jacket, standing at the after
part of the amidship over by the starboard lifeboat. Hansen had on a
lifesaving arrangement to be inflated. By the side of Hansen stood
fireman Oscar Olsen in pyjamas without lifesaving jacket. Otherwise, he
saw no persons. Hansen and Oscar Olsen jumped into the sea whilst the
witness ran back to his cabin and put on a leather jacket and a
lifesaving jacket. When he came out, the vessel had heeled right over,
and the witness went into the sea from the starboard side of the ship.
This time the witness did not see any one. He saw no one in the water.
He saw no one from the raft. They heard shouts from several, but could
not differentiate between them. After a short while the U-boat came past
the raft at a distance of perhaps 50 or 75 metres and after a short
while she disappeared. The U-boat was nearer to those who were lying in
the water than was the raft, and the U-boat could therefore have heard
the shouts. The witness does not know if anyone has seen anything of the
others who are missing. When it began to get light in the morning, the
other raft was seen about a hundred metres away. They managed to get two
boards broken loose and by means of these as oars they reached the other
raft. There was no one to be seen or heard in the sea.
Appeared the 2nd witness, Sulo Viktor Kiikka, A.B. Seaman on board. The
weather was overcast with a fair amount of sea. He came to the wheel at
1 o'clock. After the explosion the 2nd officer gave whistle signal. The
witness ran down on to the boat deck together over to the port lifeboat
and commenced to lower it. There was no time to use the lifeboat. The
witness jumped on to the port raft whilst the raft was on board; when
this had come into the sea the witness assisted Roseth on to the raft.
Whilst the witness was on board by the lifeboat, he heard Saar calling
out for the witness. Saar was then inside amidship. The witness thinks
that Saar may have been in the galley making coffee for the chief
officer. The witness saw no one from the raft, but heard shouts from
several without being able to differentiate as to who they were. After
perhaps 10 minutes the U-boat came up, perhaps 25 metres away, between
the vessel, of which the funnel could be seen, and the raft. The U-boat
went past the raft. She was seen for about 5 minutes. She was nearer to
the "Rimfakse" than the raft. On board the U-boat they should have heard
the shouts from those who were in the water. On the raft the shouts were
heard for perhaps a couple of hours, but then only from a couple of men.
There had been no oars on the lifesaving rafts as long as the witness
had been on board. Got two small planks loose when i became light, and
the other raft was seen about 200 metres away. They used the planks, and
if they had not had them they would not have overtaken the other raft.
The two rafts were lashed together. The rafts were new when obtained at
Glasgow. New lifeboat at Glasgow, and the lifeboats were then put into
the sea, but not later. Boat muster was held every morning at 8 o'clock
at sea. When it became light, an upturned lifeboat was seen far away.
This was seen first, and thereafter the raft was seen as previously