大象传媒

The following story appears courtesy of and with thanks to the HMS Cossack Association
HMS COSSACK was at Keelung in Formosa (as it was then, now Taiwan), on a courtesy visit, having arrived on Wednesday 27th October 1948, and was due to leave for Shanghai on Saturday 30th. On Friday evening during the Dogs (1600 - 2000 hrs), news was received, via the Chinese Harbourmaster, that a Chinese Merchant ship, acting as a transport, was in trouble in Masu Bay, about 8 miles from the entrance to Keelung harbour, 'AND WHAT ABOUT IT PLEASE ?' The position of the LING YUNG and the nature of her distress were not very clear, and before committing himself, the Captain (Captain J. Jefferies, DSC, RN, Captain 8th Destroyer Flotilla) requested further details.

By 2000 Friday evening it had been made clear that LING YUNG was in a very unpleasant situation, precariously anchored on a lee shore (Wind - force 8 from the North East), with her steering gear broken down.

COSSACK was ordered to immediate notice for steam on two boilers. Preparations were made to tow aft. Officers and Men ashore were recalled, including the First Lieutenant and Flotilla Engineer Officer who were dining with the British Consul at Tamsui, about 30 miles away.

There were no tugs available if the question of towing arose, only COSSACK could do it. The Captain was loath to go into Masu Bay in the dark as it was blowing hard onto a lee shore, the bay was quite small and the LING YUNG (a ship of 5000 tons) having signalled that she was in ballast, would have been a most unpleasant and unwieldy subject to take in tow with the gear available. However, the intention was to proceed, when ready, to see what the situation was and at least stand by the vessel.

Having established communication with the LING YUNG it was possible to keep in touch with her by radio, for example,

COSSACK - " How far are you anchored from shore and what depth of water are
you anchored in ? "

REPLY - " Must ask Captain".

FOLLOWED BY - " From three quarter shore depth, 20E of water anchored ".

This was finally interpreted as being three quarters of a mile from shore, anchored in 20 fathoms of water.

One of Jardine Mathiesons ships ( S.S. WING SANG) was also in the vicinity, hove to for the night, and ready to stand by if required.

At 2320 the LING YUNG made an S.O.S., having grounded, one cable had parted and her engines could only churn out 5 knots, instead of the expected 7. This definitely ruled out the question of salvage by towing.

The Harbourmaster and a party of hangers-on were by this time back aboard the COSSACK again and Captain (D) stated that in his opinion the rescue of the soldiers should be attempted from shore.

This the Chinese were all in favour of, furthermore they were of the opinion that the representative of His Brittanic Majesty should do it - all of it. This attitude was curious but perhaps typical of them as there was a danger of 'loss of face' by letting 1,270 soldiers drown, and this they must avoid at all costs, but even more there was a danger of making a total mess of things and a further loss of face. Therefore swing it onto someone else and do nothing themselves. They didn't care about the ship, if there had been no soldiers onboard nobody amongst them would have bothered to save the ship.

All this Captain (D) had to combat, and after a great deal of argument the Harbourmaster was prevailed upon to contact the local Military Authorities to provide the labour force required, and transport, while COSSACK would provide the key men and the gear - none of the usual coastguard gear being available locally.

The ships side of the bargain was all ready by 0200, when a further difficulty arose, nobody knew the way or even if the track clearly marked on the Admiralty Chart really existed. Therefore, while the rescue party got a little sleep, the First Lieutenant went off with a Signalman and a Telegraphist at about 0330, returning at about 0600. There was a rough, but perfectly usable track over the hills. The First Lieutenant and the Torpedo Officer set off at 0630 with a rescue party and a mountain of equipment, plus the Medical Officer with the Sick Berth Attendant and medical equipment.

On arrival at the beach about an hour later the first problem was how to get a line across to the ship. Three attempts by the First Lieutenant and the Torpedo Officer to paddle a Carley Float across were foiled by a very severe cross current and running seas, and although the LING YUNG formed a lee it was impossible to swim across.

These attempts took some time and it was not until about 0930 that the First Lieutenant was able to swim out and get hold of a buoy, veered from the LING YUNG on a line, and so get aboard, that any progress was made.

By 1030 a tripod sheerlegs had been erected, from which a 2 1/2 rope was run to the ship, this was secured there just below the break of the forecastle. The inshore end was manned by an assorted collection of villagers - mainly fishermen, and local soldiers. This then was the Jackstay over which ran the traveller with an 'in' and 'outhaul' bosuns chair. The Chinese crew of the LING YUNG manned the ships end, having been instructed by the First Lieutenant in their job. The Mate at first scorned advice and said that he knew all about it, having done such work many times before. Even so he loghtheartedly threw his end of the inhaul overboard at the end of the first run, which caused about 30 minutes delay.

By 1130 another similar jackstay was working, running from the forecastle of the LING YUNG and the rate of flow was about 80 persons an hour from the two combined jackstays. The rescue party had been working well, naturally all the hard work and initiative was provided by them. They took charge of the bosuns chair showing the Chinese how to use the inhaul, getting them to put their weights onto the jackstay by physical persuasion - the only language they apparently understood, and generally running the show, displaying a splendid spirit of skylark and enthusiasm. Every one of them was wet either from the rain or heavy seas and they were very cold after an hour or so, as the wind was very strong.

With the best will in the world, however, there was not the least likelihood of achieving the disembarking of all 1,270 by nightfall, which was the aim at the present rate. So the Gunnery Officer went over to the ship to see if a little order could be got at that end, which was being handled very slowly. Luckily he had on his Whale Island Gunnery boots and could enforce discipline into the mobs of shouting Chinese around each jackstay by the simple expedient of treading on ill-protected Chinese feet. His intentions thus made clear, the Gunnery Officer went aft where he could see signs of another line being passed.

Coinciding with this the Chinese General ashore had persuaded two reluctant Chinese fishermen to put out in a sampan to try and institute a ferry service between ship and shore. This attempt however, was a failure from the start and although a lifeline had been rigged from the shore and the bottom of the ships gangway on which they might pull the sampan across, the unpredictable cross current and heavy seas were too much. One fisherman was thrown into the water and much to everyone's surprise, managed to stand up! This anticlimax gave everyone a new idea, the Gunnery Officer therefore went to the bottom of the gangway, which was about 8 feet above the sea, and took a sounding by jumping in. Finding it practicable with the assistance of the lifeline, a short propaganda campaign was started to induce the soldiers to come down the gangway and jump into the water.

This was successful and the stream of soldiers began. However the lifeline had to be manned ashore to keep it taut and manned in the sea to hold the soldiers. It goes without saying that the much wearied rescue party did the latter, and part of the former, un-assisted by the Chinese. There was at times a current strong enough to sweep the rescuers off their feet, and surges of water which made it 6 feet deep in parts. The soldiers, a pathetic crowd whose ages ranged from about 15 to 30 years old, were petrified and could do little to help themselves as they were laden with kit, blankets, an occasional firearm, suitcases, and even concertinas. Their average height was about 5 feet, and the waves frequently submerged them and the rescuers completely. Nevertheless due to the untiring efforts of the rescue party the rate of disembarkation gradually improved.

By 1400 the rescuers were exhausted, several had got cramp and a rest was imperative. However in resting the disembarkation slowed down till it nearly stopped. The sea lifeline was not re-enforced by the Chinese spectators and the Chinese backing up on the jackstay had gradually drifted away. Inevitably the sailors had to return to their tasks again.

By 1500 a relief party arrived and took over whilst some of the first party went back to COSSACK.

By 1700 the crowds of soldiers on the lee side which had seemed so vast in the morning had melted away. The all-sea route was no longer required and the jackstays were being used to pass luggage ashore.

After interviewing the Russian Master of the LING YUNG it was therefore decided to leave the forward jackstay rigged and to unrig the remainder, leaving the Chinese to get their luggage ashore as best they could. A total of approximately 1,350 had been safely got ashore - this figure included some women and several babes-in-arms, and some of the ships crew who later returned. The Master and crew stayed onboard for the night, as the ship had still enough steam.

The rescue parties then returned to the COSSACK at about 1930. The lack of any form of thanks from the Chinese was compensated by the rescue party having an extra tot of rum all round.

'This story was submitted to the People鈥檚 War site by 大象传媒 Radio Merseyside鈥檚 People鈥檚 War team on behalf of the author and has been added to the site with his / her permission. The author fully understands the site's terms and conditions.'

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