RMS Caronia Timeline: Accident at Yokohama Page 3

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A Special Timeline Feature

Eye-witness accounts from the late: Alex Bulloch MBE, Ave Quin and Len Danson.
Photographs from the late: Ave (Stretch) Quin, B.C. Morse Jr., Alex Bulloch MBE, Jim Caslake and Len Danson.

Inventory

Drama at Yokohama Contd…

So, the Caronia now has a broken stem with, as it transpires, around 35 feet of her bow, most of it below the waterline, bent round to the port side. The Japanese authorities have a lighthouse, apparently an antique, demolished on one side of their harbour breakwater. A tricky situation because there's not only the authorities to placate, but somewhere has to be found where there is a dry-dock big enough to effect repairs to the ship.

CARONIA “HELD” IN JAPAN
from “The Times” 28 April 1958

A Japanese Judge yesterday issued a provisional writ of attachment against the British cruise liner Caronia, saying that the ship's collision with a lighthouse and breakwater might have been caused by the Captain's negligence.

Judge Kimizumi, of the Yokohama District Court, ordered that the 34,183-ton Cunard liner should remain in the United States naval dockyard at Yokosuka, where she is being repaired after the accident last week.

The Japanese Maritime Safety Board stated in court that the liner had failed to pay 12.5M-Yen (about £12,500) asked for the repair of the Yokohama lighthouse and breakwater. More than 400 cruise passengers are still aboard the Caronia.

The Judge said that he found good cause to believe the collision was due to some negligence on the part of the Caronia's captain. But, he said, his judgement should in no way prejudice any future court trying to decide who was to blame for the accident.

Despite there being shipyards all over the place, either the dry-docks were not big enough, or they contained ships under major reconstruction which could not easily be moved. In many ways it was fortunate that Caronia was carrying so many American passengers, very few of whom decided to leave the ship.

So, within days, the American Naval Base at Yokosuka was to come to the rescue. After two days at anchor, Caronia was moved back to the quayside to await the outcome of discussions with the American Navy. Meanwhile, Cunard were also being chased for compensation for the damage to the lighthouse and a writ had been stuck to her mast.

Alex Bulloch takes up the story…
When it was announced on the tannoy that we would be towed on 19th April to the giant United States Navy Base at Yokosuka Japan, a great cheer went up! Soon a large queue appeared at the Crew Purser's office to see what credits there were and, when would we get paid some yen?

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Head on view of damage — Caronia back at her berth, with a head-on view of the damage
Photo: Courtesy of Jim Caslake

Passenger Notice — The Notice Board placed by the passenger gangway
Photo: B.C. Morse Jr.

Alex continues…
Some hours before the towing, we were invaded by a large number of US Navy top-brass. It was announced that as the ship was being towed up the creek towards the naval base, all portholes were to be screwed down and no photographs could be taken.

We were then towed away slowly by several US Navy tugs. As we progressed up the creek and into the base I was really surprised to see so many US Navy ships cocooned there.

There were more ships there than I could possibly have imagined - aircraft-carriers, tankers, submarines, attack transports and destroyers, each overlaid by what looked like plastic tents.

We weren't able to enter the dry-dock immediately, so for a couple of days we were at anchor nearby. Eventually, on the 22nd April, we were nudged into the dock, which was then pumped dry ready for the repairs.

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Caronia at anchor at Yokosuka — Caronia at Yokosuka awaiting entry into the dry-dock.
Photo: B.C. Morse Jr.

Caronia heading into dry-dock — Caronia being nudged into dry-dock at Yokosuka.
Photo: Caronia Photographer

Alex continues…
For the first few days in dry-dock there were very strict demarcation lines. We, that is both passengers and crew, were only allowed ashore via the rear end of the dry-dock and then crossing over the bay to the civil docks in Yokosuka via the Caronia's launches.

[Right:]
The Caronia in dry-dock. Although not very clear in the photo, the hole in the front was big enough to park two double-decker buses side-by-side.
Photo: Courtesy of Ave Quin.

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Some passengers flew home, but many stayed on board or in local hotels, waiting to resume the cruise.

The US Navy base was at first strictly off-limits with huge US Marine MP's armed to the teeth manning the end of each gangway. Very soon though, American sailors started coming aboard Caronia and friendly relations were started. They were amazed that our crew had bars to use and that we drank beer! Their ships were totally dry.

Once it became clear that we weren't a security threat, the restrictions on the giant base were relaxed a little. We would be taken through to the main gate in groups with an armed escort, likewise on our return to the ship. If I recall correctly we had around 620 crew and we started visiting the US mess-halls and recreational facilities.

One highlight was an invitation for several hundred of our crew to officially visit the aircraft carrier USS Hancock, a wartime veteran. She was being readied to join the fleet in the South China Sea.

It was fantastic to see the planes being prepared and the carrier being got ready for putting to sea, to do whatever was their country's bidding. I was amazed, mostly, at the number of Coca-Cola taps and ice cream dispensers in all parts of the carrier.

Returning by launch to the drydock — View from crew launch returning to Yokosuka dry-dock.
Photo: Courtesy of Alex Bulloch MBE

In return we had one visitor to our baker's shop. He was a US Marine Sergeant, built like two brick toilets with a chest full of medals. If he'd said that he'd captured Okinawa in 1945 all on his own, I could almost have believed him.

[Right:]
The hole cut away for replacement in Caronia's stem.
Photo: B.C. Morse Jnr.

Eventually, after nearly two weeks in dry-dock, Caronia was ready to sail once more, so we bade farewell to the friends we'd made at the base and set off to cross the Pacific. Sadly, we would miss out calling at Honolulu and Acapulco, with only a short stop at Long Beach to allow passengers that needed to be ashore the opportunity to fly home.

The Caronia was constructed of rivetted steel plates. From then on she would have a bow repaired by the US method of welding. The breakwater collision was a thought-provoking incident. Looking back, we were very lucky not to lose any crew. It could have had a very different outcome!

Caronia bow close-up in 1961 — Broadside of Caronia's bow
Photo: News Agency
Peter Stevens Collection

The Repair

This picture shows a broadside view of Caronia's bow, taken at New York in 1961. What it shows is the sudden angle change following her repair. Previously, at the Plimsoll line, the line of her clipper bow continued almost vertically before a gradual change into a gentle reversed curve.

Apparently, Caronia was not an easy ship to steer at the best of times. Following the repairs, where the water meets the stem is a good 4 to 6 feet further back and at a different angle than hitherto. This change from her previous bow shape below the waterline only made matters worse.

RMS Caronia Timeline

Accident at Yokohama
Page 3 - The Repairs

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A Special Timeline Feature

Drama at Yokohama Contd…

CARONIA “HELD” IN JAPAN
from “The Times” 28 April 1958

The Repair

A Special Timeline Feature

Drama at Yokohama Contd…

CARONIA “HELD” IN JAPAN from “The Times” 28 April 1958

The Repair

CARONIA “HELD” IN JAPAN
from “The Times” 28 April 1958