LITMIR.BIZ

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aft with frightening speed as if goaded by some animistic savagery and bent on engulfing and drowning trapped men before they could fight their way clear and up to freedom.

      Many of the crew died in these first few moments before they had recovered from the sheer physical shock of the explosion, their first intimation of the direction in which danger lay being a tidal wave of seething white and oil-streaked water bearing down upon them even as their numbed minds registered the certain knowledge that the one and only brief moment in which they could have rushed for safety was gone forever.

      From the already flooded depths of the ship some few did manage to claw their way up iron ladders and companionways to the safety of the upper deck, to join the hundreds already there: but they had no sooner arrived than it was swiftly borne in upon them that this safety was an illusion, that their chances of being able to get clear away of the already sinking liner were indeed remote.

      In the reports of the tragedy which appeared in the British press on Thursday, 4 July and Friday, 5 July, there was a remarkable degree of unanimity with regard to what constituted the reasons for the subsequent appalling loss of life. Not reasons, rather, but one single all-encompassing reason: the unbelievable cowardliness and selfishness of the Germans and the Italians who, grouping themselves on an ugly nationalistic basis, fought desperately for precedence in the boats, with the inevitable result that the speed and orderliness which the rapid loading and lowering of the lifeboats demanded were utterly impossible.

      The press reports of the time leave one in no doubt as to that. ‘Casualties due to panic’: ‘Passengers fight to reach boats’: ‘Fights among aliens’ and similar uncompromising captions headlined articles which spoke freely of disgraceful panic, of the wild rushes and cowardice of the Germans—‘great hulking brutes kicking and punching every person who got in their way’—who fought to get into the boats, of the sickening scramble of the Italians who thought of nothing but their own skins, of scores of people being forced overboard, of British soldiers and sailors losing invaluable time, and often their own lives, in separating the madly fighting, screaming aliens.

      One report even had the Italians so crazy with fear that they fought not the Germans but among themselves; thirty of them, it was alleged, battling furiously for the privilege of sliding down a single rope.

      In order to establish, among other things, just how widespread and uncontrollable this panic had been, survivors of the Arandora Star were recently interviewed and four of these finally selected as providing testimony as impeccable as we are ever likely to have. They were selected on the bases (a) that they represented different contingents—crew, guards and internees—aboard the ship and (b) that their independently volunteered statements were mutually corroborative to a very high degree indeed. Such insignificant discrepancies as existed were readily accounted for by the fact that they were in different parts of the ship and all left it by different means.

      These four are: Mr Sidney (‘Nobby’) Fulford, ship’s barman, of 57 Northbrook Road, Southampton: Mr Edward (‘Ted’) Crisp of 210 High Road, North Weald, Essex, a veteran Blue Star Line steward who has been going to sea for 39 years: Mr Mario Zampi, the well-known Italian-born film producer of Wardour Street: and Mr Ivor Duxberry, a War Department employee, of 89 Johnson Road, Heston, Middlesex.

      In view of the newspaper reports of the time, their answers to the question of the extent of the panic and pitched battles which are alleged to have taken place are singularly interesting.

      ‘I saw no signs of panic and no fighting whatsoever,’ Mr Fulford states flatly: and as sixty internees left the Arandora Star in the same boat as he, he should have had an excellent chance to observe anything of the kind. ‘There was confusion, of course, but only that.’

      Mr Crisp said exactly the same.

      Mr Zampi agreed. ‘These reports of panic and disorder among the internees were just not true. The only trouble I saw was between a British Army sergeant and his men: they had jumped into a lifeboat and shots were fired at them to make them leave.’

      This statement by Mr Zampi, who must have suffered considerably on hearing the courage of his countrymen so frequently maligned in the days after the sinking, might well be suspected of being actuated by pique, nationalistic bias, or a very understandable desire to get a little of his own back, especially as it seems so grossly improbable.

      In point of fact it is perfectly true, except that it was a corporal Mr Zampi saw and not a sergeant: and that corporal, by a remarkable coincidence, was the fourth witness, then Corporal Duxberry of the Welsh Regiment, the most informative of all the witnesses, whose phenomenal memory is matched only by the detailed accuracy of his recollections of these days.

      ‘Some of the guard,’ Ivor Duxberry says, ‘disregarded the order of “Prisoners of war and internees first into the boats”. Major Bethell—CO of the 109 POW unit—using a megaphone from the bridge, ordered them out. When they didn’t respond, he ordered me to fire a volley over their heads to show that he meant business.’ Duxberry fired as ordered, and the soldiers soon left.

      Duxberry confirms that there was no general panic or fighting. He did, he says, see two Italians, a young man and an old, fighting for a position in a boat, a fight which quickly ended when a German internee knocked out the younger man with a ship’s dry scrubber and escorted the old man into the boat.

      Apart from these minor incidents, there was no trouble at all of the kind described in the papers at the time. Why, then, these reports?

      The obvious answer, of course, is that the citizens of an embattled nation tend to become afflicted with an irremediable chauvinism, a nationalistic myopia which only peace can cure, a temporary suspension of reasonable judgment where our side, our troops, become the good, the kindly, the brave, while those of the other, the enemy, become the bad, the wicked and the cowardly.

      But, as so often, the obvious answer is the wrong one. Top newspapermen, such as covered these stories, are, as a class, less likely to be affected by such unthinking emotionalism than almost any other people. Hard-headed realists, cynics in the best sense of the word, they tend to regard with a very jaundiced eye indeed the flag-waving, drum-beating, nonsensically juvenile jingoism of the average nation at war. Their job is to get and evaluate facts.

      It is more than likely that they did get and evaluate the facts, took a good look at them and hastily put them away, using instead the accounts of a few ill-informed survivors to put flesh on the bones of their stories and at the same time give a reasonable explanation for the dreadful loss of life. They did so because they had a very healthy fear of editors, of the censor and of the terms of imprisonment which might all too easily come the way of any man so foolish as to tell the truth in wartime, if that truth could be interpreted as a violation of security, as lowering morale or giving aid and encouragement to the enemy.

      These are the facts, the true reasons for the great loss of life:

      1. The ship was grossly overloaded. All the survivors agree on this. Originally—in peacetime—the Arandora Star carried 250 first-class passengers, but later had superstructure alterations made to accommodate another 200 passengers. On the morning of the disaster there were close on 1,700 internees and guards aboard, in addition to the normal ship’s crew.

      Ivor Duxberry was with his CO, Major Bethell, when the latter was told by the ship’s master—Captain E. W. Moulton—that he had protested most strongly about the danger of overcrowding, and demanded that his number of passengers be cut by half. The authorities had refused to listen to him. It is not known precisely who these authorities were, except that they were not Frederick Leyland & Co, the owners of the vessel, nor the Blue Star Line, its managers.

      2. Some of the survivors state that there were not enough lifejackets. The truth of this statement is difficult to substantiate—obviously no person, other than the chief officer and those directly responsible to him, can know where every lifejacket is—but what seems beyond dispute is that if there were enough, they were not issued to all.

      Many people drowned through the lack of these jackets. It may be, although it seems extremely unlikely, that scores of people forgot that they had these jackets: apart from

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