Beschreibung:

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 Footnote 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 s