A scarce ‘between the wars’ Submariner’s B.E.M. group of nine awarded to Chief Petty Officer F. J. Jolly, Royal Navy, whose bravery contributed in no small part to saving the life of his crew, when L12 collided with H47 off Milford Haven, 9 July 1929. In an accident that cost 24 lives, Jolly was conspicuous for ‘his action with the Coxswain in closing the lower Conning Tower hatch and for his subsequent behaviour... whilst the submarine was cleared of chlorine, in which work he persisted until practically unconscious.’ He re-engaged for the Second War, and was twice mentioned in despatches for services with the minelayer H.M.S. Teviot Bank

British Empire Medal, (Military) G.V.R. (J.7719 C.P.O. Frederick John Jolly. R.N.); 1914-15 Star (J.7719. F. J. Jolly. L.S., R.N.); British War and Victory Medals (J.7719 F. J. Jolly. P.O. R.N.); 1939-45 Star; Atlantic Star; Defence and War Medals, M.I.D. Oak Leaf; Royal Navy L.S. & G.C., G.V.R., 2nd issue, fixed suspension (J.7719 F. J. Jolly. P.O. H.M.S. Cyclops.) Great War awards slightly worn, therefore generally nearly very fine (9) £1800-2200

B.E.M. London Gazette 3 June 1930:

‘Chief Petty Officer Jolly. To be considered for “Gallantry” Medal and failing that noted for Meritorious Medal. For his action with the Coxswain in closing lower Conning Tower hatch [of Submarine L12] and for his subsequent behaviour and example to the crew whilst the submarine was cleared of chlorine, in which work he persisted until practically unconscious.’

M.I.D. London Gazette 14 January 1941 and 1 July 1941.

The above B.E.M. award was given for Jolly’s gallant conduct when his submarine L12 catastrophically collided with another British submarine, H47, on 9 July 1929. The details are taken from ADM1/8746, which provides the official report on the collision written by Lieutenant-Commander H. K. Oram, L12’s commanding officer. An article written on Oram, gives the following on the tragic episode:

‘On July 9, 1929, L12 together with L14 sailed from Lamblash on a training exercise bound for St. Ives Bay. They were accompanied by the depot ship Alecto. At the same time, the submarine H47 was heading for the Irish sea to continue a series of independent exercises.

Shortly before 8 am, Joe Oram left the bridge to have his breakfast and passed over the watch to Sub Lieutenant J. A. S. Wise with H47 about 2 miles away. Sub Lieutenant Wise kept taking bearings of H47 and drew the conclusion that both submarines were on a collision course. He was about to summon the captain when Lieutenant R. S. G. Green, RNR arrived on the bridge.

Lieutenant Keen passed word down to his captain that H47 was attempting to cross their bows, and not receiving a reply altered course. Lieutenant R. J. Gardner, commanding officer of H47, seeing L12 swinging to starboard and believing that a collision was imminent, ordered an immediate alteration in course and sounded several blasts on H47’s whistle. With L12’s bow overlapping H47, Lieutenant Keen ordered motors full astern. Joe Oram, hearing two blasts on L12’s whistle and feeling the motors going astern, hurried to the bridge and about 20 seconds later the bows of L12 sliced into H47 at right angles on the port side just above the foremost control room bulkhead.’

With the two submarines locked together, Oram’s report offers further details of the crew’s plight:

‘The Conning Tower upper and lower hatches were open and a flexible Sperry repeater compass lead was led up to the Tower. In the Gun Tower the starboard hatch was properly shut but the port upper hatch, though closed down, was not clipped.

The submarine then took up an alarming angle of approximately 50 degrees down by the bow and the crew were left hanging from overhead valves or thrown to the foremost ends of the compartments. All moveable gear broke away, and, in the Engine Room, a big end brass fell the length of the compartment. The impression in the minds of all was that the submarine was diving at great speed.

In spite of the extreme angle Engine Room Artificer 3rd Class H. J. R. Hoggett unlocked and actually succeeded in freeing the drop keel. Chief Petty Officer W. F. A. Betty, the Coxswain, and Chief Petty Officer F. J. Jolly, one of the instructional staff, got the lower Conning Tower hatch closed on to the Sperry lead, but before they managed to do this a great deal of water came into the Control Room.

Water continued to spurt in past the Sperry lead, at apparently great pressure. Chief Petty Officer Betty was jambed against the W/T Cabinet by the hatch lever pressing on his chest and was in considerable pain until he was released.’

Oram and the rest of the bridge party were at that point swept into the sea, and it was only the quick reactions of a crew member in closing the bridge hatch that prevented an even greater tragedy occurring. Both submarines plunged beneath the waves, and at about 40 feet L12’s buoyancy pulled her free and she quickly started to rise to the surface. None of this was apparent below deck, as the remaining crew of L12 battled on:

‘The First Lieutenant and four or five others were standing on the closed water-tight door at the forward end of the Crew space, and could see an avalanche of water pouring in from the Control Room. The lights continued to burn but several blow outs were noticed as the water reached the switchboards.

After an unknown interval of time the submarine gave a slight lurch and quickly settled on an even keel. In the opinion of everyone she was on the bottom. This illusion was understandable in the Control Room, as water was still spurting in from the Conning Tower as it drained.

Thinking they were on the bottom the Engine Room remained shut off. The First Lieutenant with the particular assistance of Hoggett, Jolly, King and Fry successfully blew Z internal and put the fore hydroplanes “Hard to rise.” He was just going to order the motors “Ahead” when Chief Petty Officer Jolly noticed that the depth gauge was registering 5 feet only. Not believing this the First Lieutenant opened up the deep depth gauge.

Leading Seaman Reynolds had by now discovered that the Gun Tower was out of water and passed the news to the Control Room. All men forward, with the exception of about 5 hands who remained with the First Lieutenant, were ordered on to the upper deck.

Several switchboard fires had broken out and an attempt to put these out with Pyrenes failed. Eventually the First Lieutenant put out the fires by breaking the Selector switch. This put the submarine in complete darkness as the Police light resistances had already blown out.’

The vast majority of the crew by this point had been ordered to the upper deck, with the exception of the First Lieutenant and a small band of others including Jolly. Chlorine was by now very strong in the Crew space and Control Room, and gas masks were donned by those attempting to disperse the gas. It was at this juncture, with L14 now in attendance along with H.M.S. Alecto, that Jolly succumbed to the effects of the gas. Surgeon Panckridge, the medical officer for H.M.S. Alecto, submitted the following report on Jolly:

‘This rating was seen by me on the bridge of L12 at 11.45 on the 9th July. He was cyanosed, coughing and vomiting. He was suffering from chlorine gas poisoning.

He was removed from L12 at 12.30 and taken on board H.M.S. Alecto, when he continued to vomit and cough, the vomiting lasting in spasms for about 1 1/2 hours. He was turned-in, in one of the cabins, kept well propped up and given as much air as possible; the sea being rough, it was necessary to keep the scuttle closed. On examination of the chest there were moist rales present at both bases.

He was removed at 2100 hours July 9th to Bethel Hospital, Milford Haven. On July 10th he was looking much better, all signs of cyanosis had disappeared and only a few rales could be heard at right base. He continued to improve each day. He was brought to Alecto again on Thursday, July 11th, having quite recovered. He is now fit.’

Three members of L12’s crew were killed as a result of the collision, and a further 21 from H47’s crew. Three officers were tried by court martial, with varying sentences, however, Jolly was amongst a small number of the crew who were recommended for a gallantry award. Given the acrimonious circumstances surrounding the accident, it is possible to speculate that this was the reason why he eventually was awarded the B.E.M. for meritorious service rather than perhaps the more appropriate Empire Gallantry Medal.

Frederick John Jolly was born in Brindon, Suffolk, in August 1893. He joined the Royal Navy as Boy 2nd Class, in March 1910. His service during the Great War included in H.M. ships Lancaster and General Wolfe. He advanced to Petty Officer in January 1918, and he continued to serve between the wars including at H.M.S. Vernon. Throughout the 1920s, Jolly, served at the submarine base H.M.S. Dolphin in Gosport. Whilst held on the strength of the latter, his service included with L12 and L18 (awarded L.S. & G.C. 3 November 1926).

Jolly was ‘Shore Pensioned’ in August 1933, only to re-engage as a Chief Petty Officer for service during the Second War. He served in the auxiliary minesweeper H.M.S. Teviot Bank, December 1939 - August 1941 (twice M.I.D.). He was released from service on compassionate grounds in 1944, and died in Ipswich in 1978.