TNA ADM 334 83

3
Dunkash
1946
Brand, Richars. R.N.V.R.
6/11/40 Mining Refart Sevry
ADM 334/95
AR Fletcher
4
W
1946
ADM 334/83
14473011
Return by (07/08/2025 07:00:10)
doris sp\9949722 (Gary Fletcher)
Closure status: Open
S
26/06/2025 07:00:10

COMMANDING OFFICER? H.M.S. "SEVRA".
TO.
F.O.I.C., FALMOUTH.
November 12th. 1940.
Sir,
I have the honour to submit that, having been ordered to sea at 0730/6 November to carry out the routine search of Q.Z.S.180 to the
20 fathom line, I proceeded to sea at that hour and, having streamed sweep, commenced operations at the West Narrows Buoy, steering through the boom gate and keeping close to St. Anthony Lighthouse in order to search for a mine reported to have been dropped in that area.
After passing two cables to the eastward of the first dan-buoy marking the centre of the swept channel, course was altered 20° to port onto South magnetic to search the eastern edge of the channel.
Very shortly afterwards, at 0832 approx., a mine was detonated in the end of the sweep to port (red polarity being rigged to port). Two photographs were secured of this explosion which was of the size and nature of a small magnetic mine detonated in 4-5 fms. It was not obse erved whether this explosion occured during a pulse. Position of mine was reported to St. Ant опужи as being 190° 5 cables from the Lighthouse. The D.G. circuit and Pulsing gear continued to function normally.
I then continued my search of Q.Z.S. 180, making two laps of either polarity to eastward of the dan-buoys and fixing by sextant angles on two successive occasions the positions of the second and third danbuoys to seaward - - the former appearing to be to eastward of
10/5
8/10
Re
1,156
6/4

Rep of the loss of H.M.S. 'SEVRA' 7 contd. Page 2.
its proper position. This search was continued as far to the North as the Boom-gate.
The outward leg of the third lap was made close to the westward of the dan-buoys. At approx. 1030, when close to the second dan, a mine exploded apparently 20 yds. two points on the port quarter.
The effect of this explosion was similar to, though much more severe than, that of a magnetic mine swept in the normal way. The ship stopped dead - though she was making upwards of 7 knots at the time. There was a heavy upward concussion which unshipped the Stokehold ventilators and threw them on deck; wrenched the starboard Hotchkiss gun from its mounting, flinging it aft and then forward into my cabin, but only dismounting the port Hotchkiss. On the bridge both compasses and the
Engineroom telegraph were wrecked. In general the worst effects of the explosion appear to have been felt amidships. In the Engineroom and
Stokehold, the stokehold plates were blown off their beds. The oil-fuel pumps were thrown up twenty feet against the deck overhead. The main steam-pipe was fractured. Detailed assesment of damage was impossible as the lighting failed immediately and the whole after part of the ship filled with steam. Joinery throughout the whole ship was displaced and wrecked. The ship took an immediate list to port. Owing to the severe rush of steam and the darkness below, it was not possible to assess the actual damage to the hull.
Before leaving the bi idge I switched off the LL circuit - though
10/5
8/10
live
116
10:
6/4

port of the loss of H.M.S. 'SEVRA'.- contd, Page 3.
his must almost certainly have been damaged - and ascertained that the steam steering was out of action.
Immediately after the explosion three ratings who were to port jumped into the sea. They were wearing, together with the rest of the crew, their life-saving jackets. The Second Hand who was working aft at the time was blown into the water. I at once proceeded aft with my First Lieutenant (Sub-Lieut, W.JOHANSEN XXXXXXX R.N.R.) to supervise the lowering of the boat, which was swung out in its sea-going position
- and when this was done, as the ship's danger did not appear to be and I ascertained that no other of the crew was missing or seriously immediate, I ordered the boat away to pick up the four men in the water
- one of whom was a non-swimmer.- and then to stand by the ship.
At the same time four ratings launched and manned the Carley float.
Signals of distress were made by continuous sounding of the whistle - no other means being available.
Shortly afterwards I sighted the Examination Vessels'Arlette"
and 'No. 9' proceeding to our assistance. As the ship appeared to be XI
settling only very slowly to port, I ordered preparations to be made for passing a tow. As an additional life-saving measure the braces securing the buoyant sweep-cable were cast adrift and the terminals withdrawn from the terminal-box, a light lashing then being bent which could be quickly cut if the ship sank before the boat returned.
At about 1100 the E.V. 'Arlette' came alongside and I passed her my towing-wire. By the time this operation had been completed the ship had taken on a heavier list and seemed likely to sink at any s/o/
8/10
35
Live
186
10:
6/4

rt of the loss of H.M.S. 'SEVRA'- contd. Page 4.
EMKNX moment. I therefore ordered the crew aboard 'Arlette' and followed them with my First Lieutenant.. A few minutes later the E.V.
'No. 9' went alongside 'Sevra' and made fast a tow with her own wires parting 'Arlette's' tow in carrying out the operation.
At the same time an R.N.P.S. launch came alongside 'Arlette'
and as this gave hope of salvaging certain of the 'Sevra's' gear, I
boarded her with my First Lieutenant and ordered her alongside and then to stand by to starboard amidships while with the help of two
Dutch ratings from the E.V. 'No. 9' we passed into her the ships confidential steel chest, Hotchkiss guns, instruments and other gear.
after we boarded her
Ten minutes baker, at approximately 1145 the ship slowly turned over on her beam-ends to port and sank by the stern which appeared to touch bottom as the bow remained afloat for a further couple of minutes.After marking the position with a life-buoy moored to a sinker I proceeded into harbour in the launch and transferred the salvaged gear into H.M.S. 'Shera'. Then, having received by hand a signal to report to R.N. Headquarters (Tregwynt) I proceeded there with my
First Lieutenant by duty ear.
I should like to record the part played by my First Lieutenant (Sub-Lieut. W.Johansen R.N.R.) whose presence of mind, leadership and constant activity went far to make these operations possible,my own movements being somewhat circumscribed by a broken leg.
I have the honour to be
Sir,
Your obedient servant
10/5
8/10
33

/ #17-11-0
Caffirm Ac-12) 1 to
Colony
INT/AST #12 " 15t, tn In 18-2
Boher (A21) £ 2-7 2.
2
JHITH A.CI. t n 12 - 0
Rurr
E18-11-0.
t for melated in
1st H.C. Flather Continith
Comparation tale? Anim the 1ˢᵗ but 7
TOTALLNT 12/- Bills then for tzmika
Itum
E2-4-8 12/824
I'm
15-6.10 1/2
/
6
/
6
3H6" 22ᵗʰ.
153
5
"
E-16 2 / 1/2
6
4
#2-86 F 5112
15
3
315
19
4
-
OF
44
L9
E7-19-8
1 19 f of = 67 - 0- 2
16
2
112
22
2
0
2.
& 0.7 19 8
c f
E 50 18 < 1 12
133
10/3
8/10
19/30
30
live
10.
6/4

toy =2/V
prHC Flothle
<E 30.61.48
F
Book.
have
1/1/11
Dry C.
8.19.5.
15.6.31
15.
18-19-94
2-16-3
10-17-4
I
17 Kiy Alton 450th, 1500/h, Mystem Maum for
5'61.01
35-8-32
3.1.6.
v/ Vanon Maputer Docember Hime come 8 St Eroch' Dan Halit- barton wating No ship wat.c.
49.17.5
38.19.52
39.18.9.
108-15-72
3 Gonten. fylts Glasgour - 6 To puntation ment 2 freen Lary time to Bookie "fermative fainter shap a
7
3.1.9
1.11.4
43.1
78-61-39
21.6-92
9
stafor niften BuyLt/ hair tes morning. nifter chown 6mpm: 10 mg ship- enjurs hytt green. "enatship". Notcharm i the " ballowted high experiencia att 12
j
35.
22
(near shy- (nin) shep each file + drifting Allerin wants
31-8-26
31.8-
72-81-97
91.8
Book in
Darbaton ras Reep nith relat win to cranter mThy. RETURNAL Longht too 7 caih. hel als. 20/- that. hear from 3 s kippen haunt 7t for smally By
2,000
Anecles would for, R/Rime Elefant, Havest Realth, Bronghing, his They
603-16-42
as
Si in the noh. end. The fab The 7 whom And a with funerel L.CC. haf Canhing Communica!
grows
Lib Samilary sept
Ming
10mg
NETOR
little from injust. Machant Section flath came from 2015
100
0
" man your boot (n.h wayle) 25 Tn> each, probat
51,
0
P
If
&
78
ESE
m Riverts 50Tmeriht No 20 a stracture. his failu Fartuls rehales. cleaning, Each cool military 20 Drifting (walm many Tarms, 200 am should except laute. from aft, 3.9m = How 20 vilye chart 1 1.th that neat RNPS.
offen am
V33
s/o/
8/10
1156
10:
6/4

Brook fen Gases afficer abrow. Rine Anns from
Jawn Januto Cans R We 42 24 examt it noty 20 here separism 7 Fm from - has Then 20 wheel problem all Hond Lane, sheps Hashes wally I ran Handy beffare Norital 3// In what was freenak heyh of Beath, chann. Glasgors. the
3 in slatting 11.2 and + sty user
That neght Rathay). night. Fortunes. Nymes
X Roshajan Rathlin yain. Vg 413' small. at cloth now law cat Tab dak. < charling. which Gond smallest De Pam Good, a art 10.22. 2 Faily Cank a Heary from H to fei A terben /m was
Complete 2 ml 9 deter Balk, alogid, living. Loy lue 7 14745 7
3AM swoping Ras that flat Daylyit.
per then byth nifter mahy f to mally..
It Rech Coll. from hall he 147/4 Onlicts It - I steryvore. ulinis. subschar. Hub shefter off. nate fuly to Loch Em. put activit happy
Then Goft then Lu. May with but to H aprth vasit 7 Cartyre - 74ht Lasa leanda
Hies. Nebona LaM seen hypal Hanis 1Lm- Hinch frunch 202 semest - okm 0 kg enerals plain)
2ea - loggarl afternom. but on Fut onhire cancin all from
Hant sweety 3 л 4 shaft. No lack. (Dabite work. enland rent ly. Carl ship low new
PH Tunfri explain. Carl diffe whe above 2 Her ( Nniu X nur ship might ru < when callary
17th Hin 200 niple, law in an 20ft collone a clum explored 4 Holda/
tilate of water 2 fell to freas R life f
10/5
8/10
1156
156
6/4

Danager /ust West unt the Luin their. i m air, Timey tamel ship fell in, also ship
Hence Atknim. Henren 1:0 "7 La 1
alaspide Nehm Lo In. fleasthet explaim. lither talt
HE haus to white On/ 2 carl ship y left. h7th, / Conhest have att 7 47e/. the hosto ww. Ferry ad
Trade work. 23 year. when 2 furst at. for Real chayes. a Chanton), fortight to cnan Then the are tality et. Every nick 70 date It haying for a Willin howle calle Oa, a eletter lown high table chamel. Gelty way. Bar all han replt can was 65/mined ant guist 5
Hehiver. her. when 7- most
(wan) are saftes a know by in refening hith K Towny When how- Greeny sheha they by. colle (TAMY nut whe are electric Line).
rechnique CourTest see Hebra's A2 Calm 1.
how minikam in late information from see h7m they Kear 7cm. m (m. Marvillan very Lange
Complete law order shew nahets enhare for (
Crm- county Zneh too Her tol any Altric 9 effects
2 Gasen citch it 676y
L her a lover chafte he the (nom- whe X tool). his Golf have hall Hi allans et was 5 wh. and why I sont the 7tain In a has the 646.4' Atkarn Happy 7
help felt knoking in while
Penple n partin oft from
Hnw (E
about
- 20 they; document t THE employed.
you?

Nelam
(su te fore)
when a has name servants hife Peut. skisten divin Calmi have "hen seen thaght 20mb dom. to the Brond Lina Count. know Nelone. Connon en Brond Locher from to bally mallaig. that on/ tallo nost to [Lack tot Come En not B R. 7 anyme sent- The the no the has chiften. wat Inn, G Pereb Commonder sal: Secker
Her light By hult rock num m rubets for Proflin 7 Harvest Mallaig actiff - down Life there git, a villyn - in 11st sear flow
Co-farz helping Harnt Cacls effecting heavy, 20 mam slays to Clyze. Cales sent morning. Brank mlas geatt. awkite team lylt. Absian
7 20 inform, nape his a 7 an Co., nears % as N t, mayuhi to 4 whatein ships Lees 012.627 heave has montheal nan for роб. then Honr. four bylt. national 24ʳ
Rine, Rus 7 (bronds), they come. 7 lakeng a cnic. Than went Riner new work No
Beacon H.Surafer was leavery to
H.S
to make hocle En? Casto Not terefer. 'S/2 Reu Lacky tyler Have than
Crime) just n=/ in the he and was 37 unwell. Eyner Rini it
Taxuay 7 Lockerl to Han at nept. rn 2N's 7
enflain Has and largets, the has joshin (frican) still Hall
& 1/20/19 Runny the K76.7 enting Locker L. a Hopestic
:2 on "7/ article her 2nd, hear drawn inno I Asm drans
Mr. Bancar five f laway t pay Goal. Two high
De has ships him
Co your pun RNPI 7

"
All feeling Comey that hils falt ney ht. 19. Nn sgr repensently. gashu 7 sta Have, tran hit Cancel hither n, To
5
It a gand state revired walter. me.
To
Islars, win. That Hest nylt Heat 4016 to Grena Fush to huge. by to get Are lisiting January and hery through Allnes Inan, last very lak as then someh lyt usay esten night 4AM, anive), mini
Gurack Gave, phone loin
From 151 IC come Tany the Par off., back 15n- has as n yent 1.41 an At enhie to as to Hargow, get til ww your then its them + at that
Hown has a tar to line hearity to, ant dring it. Tana. all Blowy Latery has. which n/t when The for 1tem bith ",ked January wh- thing. whoma Jehnal Then R.M.V.R. - Rolty aplearant night cykon friend hostimess timer's 7 X helty By. lawn that? 7 law But Rone dran to nahe < H Campla higher, Tran
Lookey Mack Both har from Lea. thest, halter. 77 mg back to lot that to 7 hay
Airoram tn
HankI HA " Lhis this 40' oA;22ft Lu Beem; Tn- Brown Cart from Cash eart €4.00 that of ice laby lou gne. me. Bilm to Has collegus Casha honey a too Hear Town. stiff unt day. 1.70 our. to chother all years, Flue The mills losder mbit. look days away! 15 20
Heyit 5 1 with Platfarm. = Leach lyt 28FLF
How by Fanturin, functor AMPS 110. (Beston fenerator) Durl Em
Lmt Below 04/16 L Lach 60-77,
37 (mm) Then Timtle, Carl realther Militions 7t pl
7x8
gent. with torreh this tn Anile join her any whate 7 saving will what
Hank II
Lights - carl. a by import Built h 21ml small all your deganity done
10/5
8/10
6/4

line.
as tow L3 74KI Tasten this. to station x 2 nott 9 alot
57t Harlas Immine TA L his walf with Hnw of Tr7 town Mark2 Repany shes's engloyed - a much for toon. unskilled - labor.
Consules to an 1
confour with 5 Rro S the & 7 Ins Lef of la at your deal. 2H-64 myst
Back from " Gan. Re genera to they later out to for (
would roads energined ather 9
Cost. MRID lane this late (The Hers to, at Moinle MRI. that Eain in meant to HHI
who drable full.) Ful Hall into Hardlags. MANY horder Then the a linth Long lasty shringh Ronm; Rote files Rann LIt now 4 falls. Galb atom
Vernon The all 226 told. hear namel a the In shoulds a him. Interest Then the to ing 7 ful hald, m15. att gall, Are by they Lamm for (4)
Cont vant.
Tnlet Brown with 7 greensk, (2) Thaniy
Ht:
m anymal switing he shall.
The lonk L.S
the in wime hear n Losto mali, a Collars. 21 we
DBract when Had 2,000 Tany mine,
10h at Arhosam, shorra she
Ln, k (i) nith laye 7 "ath" here. Kis devols Then Belfart, CMK I
But 2 profer sweeter. 24 filty Paint Then
Rothrog. the Nn free number at for 17th Inla March. 3 Heputal onl 4 L
8/10

at
Evel to cherpes for laz. channel, x In How Belfast the Island from to Grey docks, Invti down in electric in L 267 it. inc. Then when bollow vere
Then our, staffy like, tow chance. Tapiste this. Taby but ct in they 2n trity. lagetter. Part Tour 4 "th HKI channe. to
Go rearry m to in tow L line (and of 2000 As "
Ske's in i, lang lm GET lass " musk c, G, they
, toffer Heavyat Tow line A aption. at thes, The call bes, seoure "77 highio 1007's stafter at 2 election Then ath Tnwol
Creen Drue. of Live (n. 6) m hum.
m (They aslu. the Outside (Tow) That m to ligette (nuy me. a, for
:
cane in in 15 ser offent. the work. this (i kg. Carit rafer to ather leary 12.765 (if shook As in tinank. In Trave Tab the me chu
21her changery Blue Hin AVII lumits to Line the Damsa). Dufter =
Tow lown
/
has
(Hilla enteret 7 all - after came place
115tm that My to way. Try to c.ke The win last to ev, 74 fur 2nth. slow. what 16 hoper. Cast
Tuligit Hight never 4 Then An. All tuput. dayle m happed solifit T
wake ate Belfart
&
I'
guily At hifter. /v/ Part the ram L 7
8/10
211

the
Mine em hy.
is
N
delonate
Armhing
HK III
oral lella by is
Vor
"L's the
Landy
Int
1100.T. then in ammed - but Hear.C.O. // f
Pinta
N
126
Hine
Relaire from scratey Rolmat. as wool.
12nd seoul 11/061 nin. Account as and ant his 7tm, the Penter dight. here. state, say than s by has to Gn in
In
Plant. Then PHIO 1 in thereon, Equirachit Inall, Flothy Miltars, Him Jain 71 for
AGETH) be 7 Dans, Danel Plan evy Beltert X tat chance if by nylt. Lawy. Cat 7 Han, Blowy fall very All has Last sales. many. Hest has 7th 21.4 to white folm. 2nd in H for teak Att 3 mor,
20 loyer when The the Relant YN Hole.
Holfond It rally Lawy in Lear 1 its in stat to but steps 7 fratup,
(Manle When the 7 " with mines
Lount sevenal secon. the pey A Like without multir 7 clat-room at.
Refert L's/atch 10 a " at Belfort to Tea Channel belin if But 5 which Bagen.) Divin mis
Hine" peanl 5
holad. I. Amount smith Pmt at that the law
Planet 2xt /new Routine groups at 7
hereth
X
To Fabmith channe. act? De/aurry Int at to seaf 10/5
8/10
1156
6/4

your
Face Comet 12 law toppho afferter it beth has which has I Learny her mine. what a Chail
35 Kungsbury Hil
RK NO
Hius Hins Nove 600
a sanface maneborough wills
Acneslis the Block
11/11/40
mson.
of Un
Also now a 1 has m 7 brat 5 w
Re your request for
. $
=
&
"O
Dunkirk notes; herewith what is a rough not much, fear account of large octoh.
name
I but did it - might help to pee
2418
7t Bortlan in the a gap It has not 10 course, censor.
been Dates were 30 131
submitted the they.
M.Sunson dt. RNVR
W.B. Luard Ey
14 wood Lane
Falmouth bornwall.

DUNKIRK NOTES
from
Lt. J.A.Simson.
In Command of Unit of M/S Trawlers
"Lord Grey" & "Clythness." "
10/5
8/10
1156
10th
6/4

DUNKIRK NOTES
From Lt. J.A.Simson. In Command of Unit of M/S Trawlers
"Lord Grey"&"Clythness"
Based on Dover we had heard and seen a good deal of what was afoot over the other side. Tragic stories, humorous stories, stories of great courage.
As we were engaged on sweeping for magnetic mines with ships & gear that were then a well-guarded secret, we did not actually anticipate being sent over unless magnetic minelaying took place off Dunkirk. As the Germans did not know then how to deal with the clearance of their own magnetic mines we did not think they would lay them except in the last resort.
However on Thursday the unit was given 1 hour's notice to sail for
Dunkirk and sailing & route orders were duly supplied. We sailed out at 15.30 on a dull, cloudy day and the sea was as calm as a lake.
We had instructions to contact H.M.T. Fyldea if we met her homeward bound, and ask for any information which might enable me to judge whether our original orders should be modified. As our route was changed twice in the course of the voyage - by wireless signal - it is perhaps not surprising that we missed Fyldea.
Dunkirk was visible about 30 miles distant as it was burning furiously. On the way across we had met numerous British & some French
Destroyers going 'full bat' for home, their decks a mass of khaki &
all their guns at maximum elevation - ominous! We seemed to be the only people going our way and I suspected the worst - that we were too late. My orders were to enter the harbour and make fast to the most convenient stone quay, and report to Capt. Tennant.
As no one aboard the ship had been to Dunkirk before, we approached s/o/
8/10
Line
21
6/4

2
very gingerly to the accompaniment of the most outrageous din and guided by a furious blaze. Hell itself could not put up a better show, I am pretty sure.
Various Destroyers & about six Yarmouth drifters were off the entrance, but owing to the presence of numerous wrecks they were (like me) a bit chary of entering. A 'schoot' however came boldly past us and entered with great confidence and I then hailed 'Clythmess' and told her to follow 'Lord Grey' in at a respectable distance, so I
would have room to come astern & manoeuver if necessary. As I went ahead the aforesaid schoot returned & shot out of the harbour entrance as if he had definitely decided that it was no place for him.
However we proceeded slowly in and tied up just ahead of the wreck of
H.M.T. Polly Johnson - alongside the Eastern mole. Clythness lay astern of us. We now had time to survey thesituation by the eerie light of numerous oil fires & the flaming wreck of a British Destroyer. Bombing was continuous as was the whine of whistling bombs.
There was no sign of anyone on the quay, which was - I now saw - completely severed just shoreward of us. Damage done probably by the same bomb that sank 'Polly Johnson'. This of course meant that we should have to move further into the inferno before I could land &
endeavour to report to Capt. Tennant. I may say I had the gravest doubts about that officer's safety, for it looked impossible to exist anywhere nearer the town. However I felt an effort must be made without delay to carry out my very vague orders and so we moved - with great difficulty - to the other side of the mole in the quay & again made fast.
My opposite number in Clythness was no other than Tony Heckstall-
Smith, sub-Lt R.N.V.R., son of the famous Major - the pivot round which all yachting seemed to revolve in the good old days of peace.
8/10
1156
6/4

3
Armed to the teeth we now both clambered ashore and found the quay piled high with equipment of every description. Rifles, Bren guns, petrol, bicycles, ammunition, kitbags, coats, belts, gas masks, in fact every conceivable variety of gear. Aircraft were flying low over us and we felt no inclination to delay and examine some of the stuff.
Alongside the same quay & nearer the town was the transport H.M.S.
King Orry, whom we hailed. The O.O.W. was helpful and told us that the quay was broken in a second place shoreward of him and he believed there were no officers to be seen there. On the strengthlof that I decided to remain alongside where we were until the first streak of dawn when one ship would move further up if possible & I would make another attempt to see Capt. T. The time was now about 2 a.m.
Soon after we returned aboard there was some shouting up the quay and
King Orry who had been badly damaged by near-misses proceeded astern
& disappeared out through the harbour entrance. She was one of the
Isle of Man packets in peace time.
Things now were a little quieter and in preparation for an arduous day I decided to take a short rest. Hardly had I sat down and put my feet on the wardroom table, hopefully closing my eyes, when I was awakened - or rather disturbed - by the announcement that people could by heard calling for help, apparently just off the harbour mouth. Both ships immediately slipped & sailed in the direction from which the shouts came, and as they got louded we could faintly discern part of.
the funnel & foremast of King Orry. Both ships launched their boats &
together rescued 14 of her crew including the Captain, who despite his awful experiences & having been the last man to get aboard the boat, stepped aboard the Lord Grey with a cheery "Good evening, thanks.
Drenched in oil & shivering with cold the survivors were suffering from shock, & we dosed them all with rum & changed their clothes for s/o/
8/10
1156
211
6/4

4
kets etc. The first streak of dawn was now appearing and a Destroyer who had also picked up some of King Orry's crew was dodging off the Harbour. Lord Grey hailed her & asked her to take those we had picked up.
She was the Vivacious and hove to while we transferred the survivors.
The Captain asked if we could go in & fetch troops off for him as he wanted to fill up & be off as soon as possible. I explained to him as politely as I could that we were here for minesweeping, and there were other ships engaged on ferrying. However as I was going back to the Harbour I
would report & do my best. He was not impressed - and I didn't blame himwith my reference to minesweepingm I was frankly gravely worried as the actual gear streaming 500 yards astern of the ships with everybody, Destroyers, schoots, M.T.B.s, rowing-boats & paddle steamers dashing about at full speed, would have presented a serious hazard to the hard job in hand. Besides, in a mined area the gear is far more dangerous to a degaussed ship than a mine.
We then proceeded back to harbour intent on finding Capt. Tennant, & went as far along the Eastern mole as we could, dodging the various wrecks. As soon as we were fast again I got ashore & started walking down the quay against a steady stream of Tommies and a few officers. At last I reached the end of the quay where a number of naval Officers sat. Their uniforms were covered in dust and they all looked extremely tired. They were quite indifferent to the proximity of bombs and the itermittent spatter of machine fun bulletsm an indifference which I did my best to share, though I
am certain I failed to disguise my nervous & profound anxiety. The senior officer was a Commander and to his silent enquiry I replied: "Unit officer of Lord Grey & Clythness to report to Capt. Turner, Sir." "What have you come for?" Here we were, having come over minefields & through a regular deluge of bombs, and our arrival was apparently of no consequence!
Capt. Tennant it appeared was not available.
s/o/
8/10
7,186
6/4

5
I explained that we were magnetic M/S and had come to clear the harbour.
or so I supposed. The 4 or 5 officers present looked sleepily at each other & then at me, and relapsed again into silence as though they were too weary to try & raise their voices above the chaotic din of aerial bombardment. Something I felt should be done so I told of my encounter with "Vivacious" and said he wanted troops brought outr. For various reasons already outlined I did not wish to press the minesweeping business, as I could not but think it would seriously hamper the already colossal task of getting the troops away. However it seemed we should have to do our best, for the Commander asked everyone in general: "Where did those mines drop?" The small assembly of 5 or 6 each indicated a slightly different direction and the Commander - striking the mean - pointed
North-east & said: "You better sweep out by that wreck"(5 wrecks in sight on line of bearing indicated) "I fancy there were some dropped there." It would have been unkind apart from insubordinate to explain that we were not fitted with wheels, and mines where he indicated could not possibly have troubled anything larger than a rowing boat. I asked if we should take troops out on our way and transfer them to destroyers.
To this suggestion the Commander agreed and with a smart "Aye, aye Sir"
I saluted and with a relief which I did my best to conceal, I again set off for the ship.
I found both ships already practically full of troops and after outlining
Smith the situation to Heckstall- and another Commander who was on the quay in charge of embarkation, we let go and sailed.
It is of course unnecessary to say that despite continuous activity in te the air there was no suggestion of disorder. The embarkation was carried out smoothly & quickly and the naval officers and ratings who were on the quay and actually assisted in making fast the ships, letting go ropes &
putting ladders aboard etc. were amongst the best chaps I ever wish to s/o/
8/10
1186
6/4

6
most. Hungry, tired & constantly under fire, they had a cheery confidence and the ratings an endless flow of repartee which I shall never forget..
Though probably at that time slightly more than half the final number had left, there was always the possibility that the weather or something else would prevent the task being completed.
Off the harbour there were two British destroyers visible, one of which a was our old friend Vivacious. I signalled him that I wished to transfer troops and to my intense annoyance he replied that he had all he could take. Fortunately Whitehall, the other destroyer, was empty and Lord
Grey & 6lythness went alongside each side & in an amazingly short time had transferred 900 troops to her.
I confess my previous doubts about the minesweeping had grown to such an extent that I was really at a loss to know exactly how to begin. One point which troubled me a lot was the destruction of the ship & gear if by any chance we grounded, as I felt certain one of us would. The mines -
if they existed at all - were in very shallow water and the tide was now ebbing. It was just when my doubts were darkest that Clythness signalled that her dynamo had packed up & she was therefore not degaussed and could not sweep. What a relief! The fact that she was hovering about with no protection against magnetic mones caused me, I must admit, no anxiety at all. I signalled the shore station that she was out of action & asked for instructions. In due course both ships were ordered to return alongside the quay. The signal was passed to Clythness and the two ships headed again for the harbour. As we went in a bomber released a stick of bombs at Clythness just as she was in the harbour mouth. Out of 5 bombs she was straddled by numbers three & four and had they been any closer they would have done her no good, and if she had been hit it would successfully have bothled up the ships in the harbour at a most awkward moment. However she wasn't so we did not worry. We went as far along the quay as we could &
8/10
1156
186
6/4

7
then the Lord Grey, the less handy of the two ships, swung round before making fast so she could be got away quickly if need be. The ebbing tide made it very difficult to bring her alongside & I regret to say the operation was not as neat as it could have been. Clythness went straight alongside and troops began immediately to pour on to her but before she was anything like full Lord Grey got her stern wedged in between Clythness & the quay and parted her moorings much to the annoyance of the embarkation officer. I had by this time got ashore and was again proceeding to the naval "base", such as it was, when the embarkation officer told me I was wanted.
I had to explain that unless the exact position of a mine was known it was useless for me to search alone in Lord Grey. As no details were available a signal was made to Dover for two more sweepers & we were told to fill up with troops & go home. By the time I got back to the ship Clythness was free & just pushing off in anticipation oft the orders. She took about 350 men I believe. Owing to the state of the tide it was necessary fob the troops to come aboard on improvised ladders and the operation was not very fast, and struck me as being very precarious. The ship would not lay alongside quietly & soldiers with heavy kit, rifles & various oddments of gear found it very difficult to get aboard dead tired - as they were - and under more or less continual aerial fire. However they did very well, encouraged by our crew and the naval ratings on the quay. In fact to tell the truth the only man who fell was myself! I tried to jump on to the whale-back but fell back and was saved from a sticky end between the ship and the quay by Providence and our leading seaman.
When the ship was crammed full, including 3 stretcher cases & a few
'walking' we were ordered to push off & I confess so far as I was concerned, it was none too soon. When we left the harbour seemed to be
156
s/o/
8/10
wish
1156
6/4

8
about the same as when we arrived, but owing to the presence of numerous ecks and the incessant bombing of ships in & around it, I did not think it would be possible or sensible to embark more troops from there.
When embarkation was actually in progress the quay was a tight mass of troops & they were an easy target to machine guns & bombs. The most remarkable thing was that though there were 2 machines 'attending' to us when the troops were comfing aboard, I did not see a single man hurt, though bullets were flying all round, not to mention chunks of shrapnel.
Our own fire was I am sure pretty telling as we were armed with 4 Lewis guns and a special A.A. gun firing 480 shells a minute. It certainly made the attackers keep their distance. A Lt-Colonel who was the senior officer aboard Lord Grey, said we had 450 men aboard. They came down the quay in batches of 50 & we took on 9 batchest, so he said. All were dead tired & had no idea where they were being taken. Many of them never imagined they were behing home, they were quite ready fo us ton take them along the French coastwhence they would continue the fight.
There was a mist on the sea and the homeward voyage was uneventful save for 4 or 5 colossal splashes as of heavy shells which fell round us soon after we has left. We sighted one floating mine which we reported to a sweeper that seemed to be interested in such things.
It was late afternoon when we got back to Dover and the congestion was terrific but quite understandable. As we disembarked our troops I came to the conclusion, half asleep as I was, that there were about 4,500!
Loaded as we were the voyage took 6 hours & we were passed by destroyers returning full of troops who discharged at Dover & passed us again outward bound for more.
9.21
s/o/
$/10
also,

MEMORANDUM
from the Secretary, Little Ship Club,
Beaver Hall on Garlick Hill, London, E.C.4.
Telephone: CENtral 4660.
9th October 1941
Dear Lieut. Luard,
Thank you very much indeed for your letter, which I will put before the Committee.
I think it was Mr. Casswell who wrote to you. He is J.D. Casswell Esq. K.C. of 110 Ridgway,
Wimbledon, S.W.19 and perhaps you would like to communicate with him. Actually he wrote on
Sept. 5th saying he was completing his MS for submission to his Publishers and asking if I had any more details for him. I then suggested he might write to you again.
Yours very truly, m. Baund
Assistant Secretary.
Liut.W.B.Luard R.N.
14 Woodlane,
Falmouth.Cornwall.
20
12
1%
Se
E
33
3
8/10
10/5
de

FLOW Begaet
251, Upper Richmond Road,
Putney, S.W.15.
1011.41.
dear Luard,
Tsed
The Committee intend to give a replica of the Blue Water Medal to all those members who took part as amateurs. I think that probably your list is more complete than mine so will you be so good as to send me a list of the names of all members that you know took part. I'd like this fairly soon if it is not upsetting your arrangements.
I intend to send another pamphlet to press on the 15th of this month. I have only a very sketchy idea of what it will contain. I shall be very along. pleased to publish anything you may care to send
Have you seen the second edition of Carr's book
I'd like a review of it if you have, otherwise I'll have bible. to do one myself. It has been the R.N.V.S.R's
The Committee were very intrigued by your recent letter and their was quite a. lot of guesswork as to what youhave been doing lately.
With best wishes,
Yours sincerely
P.S. If ever you come to town please give me a.
ring at my office Kingston 4748 - you will have to leave a message as I am rarely there these days, but
I am usually free in the evenings.
n
196
19
2
Tword

in 261 +2
he /
7.6
261 783 f200 ( 8200 (3t
370
1/9.
q/p.
/
82
261
100
10.6
ollf 9/2 Ifc
6/4,
11
28"
261
plince
12

LITTLE SHIP CLUB
at
COCKFOSTERS: HERTS.
DUNKIRK. 1940.
Jan 18th. 1931
Name & Address.
INET 3391.
Ship
Dr.B.A.Smith
(Tel:Malden 1461) (Tel:Malden 1461) (Tel:Malden 1461) (Tel:Malden 1461)
Malden,
"Constant Nymph"
Penera
Dear Luard, with an know utterly - and who of I indectiphers
Brought
Commdr.C.H.Lightoller The R.D. "Sundowner"
D.S.M. off name 251 Upper - life include
Cottage, know make him it but being it.
E.J.Wilkins Esq.
body 1611
Ludgate Hill,E.C.4.
a story the the He the THE THE THE it you back or that make We
"Lady Pamela"
did not go but
Lost ship, here sort till says to he they put one got next want of his
C.G.Thompson. Esq.
himself. OVE
Jerminus Court. 4411 / Beluine Rd. Banked! "Thark"
Court
Lieut.F.y. Grenfell, R. N. V.R.
Lost ship.
some commission the Roger He's class in a the this also so and the too. but get old if he went Over?
week,gecond stripe done him for
Avenue, Court, N.W.6
as On Active Service
R.N.V.R.
Sundowner believe ___???___
Esq.
times Went over several
Rd.Ruislip,Middx.
"Letitia"
the the the the this we but blooked from the mad a
Lost ship.? if
The about second was that of best he went over.
(Holborn)
"Spinaway"
yours
Scottie
Downing G.Kimber Dominions Esq. office Jemple Bar 9262
St.s.W.1 Esq.
(12.8.40) House,
4044) W.1
A.R. (now Zoccola abroad) Esq.
difficulties were experienced in regard littl that other side on the morning of the 31st th there was a bit of a breeze and a Ma;
"Bonny Heather"
the difficult to embark troops, except water on very the ship, during the previous night the used.
that it did not matter which side was first warned for duty, that the Navy collecte
(4) It is quite clear, from the time a
boats by way of intelligent anticipation, man

stron.
Reta.
$
is
Opans"
aconstent "Cons tant ship Nymph"
COCKFOSTERS, astended ApeT#
TELEPHONE:
HERTS.
Renarks. Bron ought $ off M.
RNET 3391.
Jan 18th. 1941 193
000T
Dear Luard,
Someone with an utterly indecipherabl name - I expect you know who it is, of
251 Upper Richmond Rd - and I expect I
know him but for the life of me I cant
January 1941
ship times over severel
11 Lost he went himself. ship Lost Over.? ship PO over but make it out.
He writes asking that I make up a story of the Dunkirk effort. He includes all sorts of butter about nothing being complete without the Sundowner in it. Well in compiling here it is for what it is worth.
One thing I would ask you and that on you the is to either let me have it back or make y one of our
"Bonny Heather".
me carbon in and the family says they want a copy. Like a fool I didnt put a over to Dunkirk, some sort of a record.
Roger kept command till he got his im his address commission and now has gone to one of
Over the "B" class commissioning this next
?
week. He's in command there also and gets old lly,
11
his second stripe right away. So the
Sundowner has done him a good turn too.
I'm doing his job for him here but believe me I would rather a thousand
Tax times be afloat, but the boys say its their turn this time. Perhaps there is cretary.
something in that, but boys did I enjoy the little effort over the other side.
The only thing both he and I were mad about was that we were blocked from a second run.
Cheerio and all of the best.
Yours very sincerely,
Nightoller the that difficulties other there side was were on a bit the experienced of of breeze in and regard a little boats first that the very ship, (4) it difficult warned did during It not for is to matter duty, quite the embark previous morning that clear, which troops, side from night of except the was the the 31st used. time water on May, the at was popple which lee so side smooth made on was of it by way of intelligent anticipation, the of which the us small were I

MEMORANDUM
from the Secretary, Little Ship Club,
Beaver Hall on Garlick Hill, London, E.C.4.
Telephone: CENtral 4660.
15th January 1941
Dear Lieut. Luard,
In the hope that it may help in compiling your narrative of Dunkirk I am sending you the enclosed which was sent to Mr. Quill by one of our members, Mr.A.R.Zoccola, owner of the "Bonny Heather".
Mr.Zoccola did not himself go over to Dunkirk, but if you care to communicate with him his address is Creek House, Shepperton, Middx.
Yours faithfully, h. Blaund
Assistant Secretary.
Lieut.W.B.Luard R.N. (Retd.)
14 Wood Lane,
Falmouth.
me address their the difficulties were other side was a experienced the mornips of in regard boats first that the very ship, (4) it by difficult warned did during It not for is to on duty, quite clear, side from and was the a used. little water on May, the was popple which lee so side smooth made on of it way of intelligent that the time at of the which us small were I was

Marley Villa.
temleight Poad
Mannamead
Plymouth
Tear hund.
January 8cl 1941
4.
I are that you are compiling a namative of Jumhirl for it L.S.C.
0.
that you will he Heared to have any members experies, I am enclosing a col, of m, official report for you will you Lick out what you want from this let me have it back again I may also say I
had a Martion in Mates 20 for I
have not let an, one in on this, for
I do not consider I did an, more than m> duty, I Rate fublicity e
esterially as I am now stationed in my own home town.
Jon ma, not remember but I came to fahmouth to lool at a failt you had for sab I for get has name sh was built h But, hat I though he ratter tender. I holo one day to start tion sailing again if when this dow is over I have am more, left
I am now o/c Ballon Bamage Samels d
Lane have Liked mosth, comerled tranter which for the 25ᵗ, any that you would hnow.
m> en heat reg and for 1941-
Jours Sincerely
Mubert. hi Nigfull
I am sending to your home address Lobeit be R.M.B
is connect.
difficulties that were experienced in the other there side was on a bit the of a breeze and regard a little popple first that the very ship, it (4) difficult warned did during It not for is to matter duty, quite the embark previous morning clear, that which troops, the side from night of except the was the the 31st used. time water on May, the at was which which lee so side I made smooth on was of it boats by way of intelligent anticipation, Navy collected many of the us small were

EGG & SMITH.
CHARTERED ACCOUNTANTS.
GROVELAND HOUSE,
BOW LANE
J. FRANCIS LEGG.F.C.A.
BASIL A.SMITH,LLD.,FC.A.
F.O.S.LONDON,F.G.A.
LONDON, E.C.4.
TELEPHONE: CITY 4301 (2 LINES)
TELEGRAMS: ACCOLEGITH,PHONE,LONDON.
10th October 1940.
CABLES: ACCOLEGITH,LONDON.
W. B. Louard Esq.,
14 Wood Lane,
FALMOUTH.
Dear Louard,
Little Ship Club, Dunkirk.
In reply to your letter of 7th October, the Ministry of Shipping paid for the repairs to "Constant Nymph" and also paid my claim for lost gear, such as compass, etc.
Of course the claim had to be at cost and there is a very considerable loss as everything is costing more to replace and some of the more expensive things, such as compass, were new in the summer of 1939.
No Article on Dunkirk would be complete without referring to our traffic policeman whom I mention in my
Notes. He was an elderly man in his shirt sleeves, smoking a pipe and reading of newspaper, sitting on of kitchen chair outside the wheel house of a Naval Drifter off the North
Foreland. I presumed the Drifter was in wireless communication with the shore, and every ship, this did not affect motor boats carrying only a few troops, closed with this Drifter and asked the shirt-sleeved gentleman where this lot should be taken, and the shirt-sleeved gentleman took the pipe out of his mouth, looked up from his paper for a moment, and gave them the name of the port to receive their packet.
I should like to have been able to show Hitler and
Goering of Air Force fame this terrified gentleman!
Yours sincerely,
Botman difficulties were experienced in regard that there was a bit of a breeze and a little popple on the other side on the morning of the 31st May, which made it very difficult to embark troops, except on the lee side of the ship, during the previous night the water was so smooth that it did not matter which side was used.
(4) It is quite clear, from the time at which I was first warned for duty, that the Navy collected the small boats by way of intelligent anticipation, many of us were

Londonus
LOUIS LONDON & SONS
CLOTHING MANUFACTURERS
LONDONUS WORKS
J. L. LONDON.
TELEPHONE:
E.L. LONDON. M.B.E.
ROYAL 5822
(6 LINES)
ALIE STREET
L.S. LONDON.
L. A. LONDON.
TELEGRAPHIC &
CABLE ADDRESS
LONDON, E.I
ESTABLISHED 1859.
ADAPTNESS, EDO, LONDON
"Wannsee",
REF. LAL/BJ
Sandy Lodge Road,
Moor Park,
Herts.
8th October 1940.
W. B. Luard Esq.,
14, Wood Lane,
Falmouth,
CORNWALL.
Dear Sir, evacuation of Dunkirk, whilst I personally did Teddington not take any part Re in the this, my boat "VIEWFINDER" was requisitioned from and I had to get her ready in five hours.
time of getting her ready I was not aware for what wanted; purpose however, she was I was informed that the Naval Crew had been required, At the but volunteered to take the boat wherever prepared. it was only giving you this information as you may like to know chance how the I am Club's boats were used in the evacuation. If, by hear any of many any members of were on this job, I should be most interested to their experiences.
Yours truly, difficulties were experienced 111
that there was a bit of a breeze and a little popple on the other side on the morning of the 31st May, which made it very difficult to embark troops, except on the lee side of the ship, during the previous night the water was so smooth that it did not matter which side was used.
(4).- It is quite clear, from the time at which I was first warned for duty, that the Navy collected the small boats by way of intelligent anticipation, many of us were

Dr Smiths
RIS CRUISERS
FERRY ROAD ISLEWORTH MIDDLESEX
MERCURY CRUISER
She really is as attractive as she looks and the "MERCURY" has now been added to our range of standard productions and is the first to have chrome fittings. It is our aim to always have one of these little craft for immediate delivery, besides having another available for demonstrations afloat.
It will be noticed that the layout is similar to our popular 22 ft. Nipper Class, with the exception that the Galley and Cellarettes are forward of the Saloon. This layout is necessary to give the maximum width for the Bunks.
The fine lines of this Cruiser enables a much higher speed to be obtained than is usually found in a boat of this size.
Overleaf we detail the general characteristics of this vessel and in support of these we reprint extracts from the Yachting Press, which in a few words classify the quality of workmanship and general excellence of this craft.
difficulties was were a bit experienced of a breeze III regard and a little popple which on that there the morning of the 31st May, side made of it the other side on embark troops, except on the lee smooth very ship, difficult during to the previous night the used. water was so the that it did not matter which side was
It is quite clear, from the time at which the small I was
(4) warned -- for duty, that the Navy collected of us were first boats by way of intelligent anticipation, many

DISTINCTIVE FEATURE
THE MERCURY CRUISER
CHAIN
LOCKER
STABILITY
DRAWER
LOCKER
LOCKER UNDER
A 3" oak keel is carried well aft and scarphed to a proper oak stem backed by grown oak deadwoods,
LOCKER
which are through bolted to each other by means of copper bolts. The specific advantage of this keel is that it enables the boat to take the ground without damage to propeller or shafting.
EXTRACT FROM THE
YACHTING WORLD
SAFETY
0
O
DATED 6th DEC., 1938
The hull planking is through fastened with copper nails properly clenched (or riveted) on copper
SEAT
SALOON
GALLEY
WATERMOTA ENGINE
NEW 24-FOOTER WITH
cupped rooves (or washers), a detail which should not be overlooked when purchasing a boat.
COCKPIT
MOTOR CASE
TOILET
F ROM the yard of Kris
COMFORT
Cruisers, Ltd., of
Road, Isleworth, many Ferry
The large cockpit is made particularly comfortable by a leatherette cushion seat and padded back,
24' x 7' 6" x2" 6".
each motor cruisers are launched small which is arranged athwart ships at the aft end, underneath which is a locker forming an extra store go type down that the appeals estuary to the man who wants to spend some of his built little craft of are wellyear. They for spare petrol cans, ropes, fenders, etc., thus keeping the cockpit completely free for use, should conditions The latest are favourable. boat completed or round the coast sometimes when time week-ends is available on the and river, when but weather just likes the to you wish to have a meal in the open air (provision having been made for accommodating the table).
The feature of the saloon is that it is very light and well ventilated by six large opening windows, frames 10-32 h.p. and four-cylinder American elm Watermota timbers, is the with engine 24-footer mahogany shown fittings, here. cabin She sides is planked and with pitch pine on oak together with a sliding hatch over the galley, which makes the cooking very much more pleasant.
marine Equipment Ford conversion is liberal, is preferred the cost installed rises to £425. the price is only £395, cockpit or if a trim." 24 h.p. With Kris a
CONVENIENCE
followed and as Vi-spring adequate by a settee well-laid-out berths in considering cabin the comfortable with excellent the very little head moderate cabin. Right price. forward It even is a includes properly such fitted refinements
The reverse lever, together with the throttle control, is brought up close to the helmsman, and makes the boat very easy to handle in congested traffic or when passing through locks. As usual, a
From a practical cooking point facilities. The engine is under room, a low plenty casing of light at the from main the big cabin side entrance. lavatory, windows
K.C. Silencer is fitted, which eliminates an unpleasant noisy exhaust, thus enabling one to talk freely of view the cockpit is just without having to raise the voice.
the right size. It is big enough for quite a large day party, and, while it is deep enough for safety at
PROTECTION
sea, one does not sit in it so low as to lose good visi-
The engine is efficiently housed under a watertight mahogany casing. The petrol tank is fitted aft bility. Another good point, in such a manner that the copper vent pipe is outside and not inside the vessel, and so minimising really have experience showing that the designers the risk of fire. Any overflow of petrol, when filling, cannot run into the bilges. A Junior Pyrene
Fire Extinguisher is also installed.
small-boat fore cruising, is the of trunk hatch set in the raised little deck. An excellent low fore and not in the
ACCOMMODATION
ted be examined and can boat, in fact, which
Besides the two comfortable berths in the saloon, it is possible to sleep two more persons on and in a really critical tesimprovised mattresses in the cockpit with every comfort, under a specially designed awning which will emerge with credit. spirit completely envelopes the whole of the cockpit. (An extra charge of £15 is made for the awning and necessary equipment.)
[By kind permission of THE MOTOR BOAT.)
difficulties that there was were a bit the of morning a breeze of and the a 31st little May, popple which lee side made on it the of on very the other difficult side during to the embark previous troops, night except the used. water on was so smooth the that ship, it did not matter which side was
(4) It is quite clear, the from Navy the collected time at which the small I was boats first warned by way for of inte duty, lligent that anticipation, many of us were

KEEL
Abridged AND English English Specification Oak, 3". 3". SPECIFICATION of 24ft. Standard Kris
STRINGERS DECKS
B.C. Pitch Pine, Elm, 7"x If"
American English Oak, Oak.
B.C. Pine, 21" 23"
CABIN TOP SIDES
Cruise
GROVELAND HOUSE,
EGG SMITH.
TERED ACCOUNTANTS
BOW LANE, LONDON,E.C.4.
/ Larch. African
FOREDECK
African C. Mahogany,
FRANCIS LEGG.F.O.A
3rd October, 1940.
Y
AFT DECK
& +
and q".
TELEPHONE: CITY
TELEGRAMS CABLES: ACCOLEGITH,LONDON.
Parent Mahogany Brass-bound type Fire Washbasin. Single-burner Extinginisher. Panelling Teak Steering Cooking in Cabin. is Wheel. Stove. 4-cylinder The following AND BEDS Engine. Pine,
&
and
W.B.Luard Esq.,
14 Wood Lane,
Falmouth,
Patterned Vi-Spring
11". Pitch Pine. and
CORNWALL.
Dunkirk Operations.
Petrol Electric Light-three Linoleum Settees points. throughout. and Padded Backs.
28 lb. SPECIALITIES Starboard
Dear
Mr. Luard, of Notes my return of Movements which against to am it I hade but sorry
Speed: Cruising? range: consumption: knots. approx. 1 gallon 120 miles. per hour.
DATA Average Insurance: fittings throughout. Lines, Steelers. gallons.
Mop,B Galvanized Electric Boathook, Tank Underwater Stockless Horn. of Water Leaded Anchor Tank. W.C. and and Masthead 15 fathoms Electric I" Lamps. Cable.
made after many at it the dictate boat as
Chome of as the to what actually side. happened
4
PRICE
be fitted 4-cylinder there to her I to the particular: points other raised by you in but the I
E
in 24/50 of B.H.P. above. KRIS MARINE UNIT £395-0-0 £395 ALTERNATIVELY
4044) "Bonny KRISH Web ther" P CRUISERS E: (Conversion of Ford Mord M Model £425 Industrial Engine) may
0-0 only ings, 12/- cost average of cruiser policy Moor-s
War Time Now (1) Pamphlet as My notes of the THE ___???___ the themiraltycall she was not. motor in at should boats once and of add 30 said that, feet that while and mine most was of the 30,is were a standard ready (2) for sea, My own boat, fingistration as X 7'9" 14/20 X 2'6" engine is h.p., not think she the could be speed pushed supplied about much
LIMITED
7
over
Hea to the 8 8. provisions, but we water was absolutely we and did not, charts in the wasted. were fact, others use down flags by charts the in High boat had a ___???___ complete set of code signing of on
104
the My locker, of the as Port just of the the I could on the megaphone. lamp flashers the no at hailing difficulties.wers the I on to and the this this point in use is covered regard and the was the a 31st used. little to water on by May, weather, the the popple was which lee Notes, so side except made on smooth of it very the that ship, it did It not is quite which of the us small I were was first boats (4).- warned by way for of the

ONTINUATION SHEET No 2.
starting our trip from our own moorings to Dunkirk as the troops started their retreat towards the coast. At the portion of the beach on which I was working, the troops had only arrived about the time we got there and we did not know as'a fact whether they were there or whether Jerry was there until we had been to find out.
(5) -- I think this point has been covered in the
Notes. I think everybody who took a motor boat to that
Show will agree with me the Navy, in all ranks and ratings, exhibited an astonishing degree of courtesy, tact and efficiency, the supplies of petrol, water and provisions in suitable containers were awaiting us at
Sheerness and Ramsgate, there was ample of everything and no time was wasted in getting it on board, the raw meat and potatoes issued at Sheerness were not very suitable but there were ample dry rations issued at the same time and at Ramsgate there was a properly devised motor boat scheme of rationing with suitable articles that involved very little cooking.
At Sheerness all the fueling, watering and provisioning was done in the Basin where we assembled and all the stuff was brought there. At Ramsgate there were dumps of fuel andwwater at various points round the harbour as well as the two petrol pumps of the harbour's normal equipment. Provisions were drawn from the pier head at
Ramsgate but it only took about five minutes to collect what you wanted. There was no red tape, no formality, the Navy gave you the number of ratings for crew that you asked for, they simply said "How many do you want" and detailed them accordingly. When you wanted provisions you just went in and said how many you had on the boat and were provisioned accordingly without any delay. What the official rating of a"charge hand'is I do not know,
I gathered that he ranks as a sort of Petty Officer, but my own experience, and that of others with whom I
have spoken of the motor boat owner-masters, was that we were invariably treated as if we were officers.
As an example I may say that I was taken off to the
Captain's quarters on Laudania to be fed when I was ordered off duty and made the return trip to England in the combined bridge and chart room.
Cairngorm On reporting back at Sheerness with my crew on
I had to make a report on my movements to the Commander-in-Gharge of the motor boats there and I
had to add a report on the conduct of my crew, a thing which I had not presumed to do, considering they were regular naval ratings. The two boys who crewed on my own boat had been four months in the navy and neither of them had ever been to sea and were stoker ratings anyway, but they got down to it like ducks to water, one of them was a natural steersman, and worked steadily and efficiently throughout, reporting everything that they saw and never making a mess with the ropes, even in the dark.
Yours sincerely,

Dunkirk Operations.
May/June, 1940.
Addenda to Note of Movements by B.A.Smith, owner and
Master, M.C.Constant Nymph, Little Ship Club.
Nothing was heard of Constant Nymph, although I had several sources of enquiry looking for her, except a statement from a man I knew slightly that he had met a man who lived at Broadstairs who told him that Constant
Nymph had been brought over by some French soldiers who had been left behind at Dunkirk, and was stranded at
Broadstairs.
This seemed a very unlikely story as she was last seen in the custody of the Royal Navy who were not likely to have abandoned a boat on the other side which was in a condition to be brought over under her own power. I therefore did not go down to Broadstairs to verify.
As it turns out, this statement seems probably true because the boat was at Broadstairs in fact, and found there by Tuffs of Teddington who were going round collecting these boats with a tug and on the 11th July I had a letter from Tuffs saying that they towed Constant Nymph back from
Broadstairs and recognising her as a Ohris Cruiser's boat they had turned her over to moorings at Thris Cruiser's Yard.
On the 12th July I was over at Isleworth bright and early to see the boat and found her sound in hull, and apparently, reasonably sound in engine, but otherwise badly battered and stripped of everything movable. She bore every evidence of having been used for further embarkation work in charge of somebody who had very little experience of motor boat handling, she had evidently been brought alongside repeatedly in a very clumsy manner. This appearance from the damage, to the covering boards, and edging, and the splitting of the work of the starboard panel of the cabin trunk was later confirmed by the state of the gear box, the damage to which was such as would not be caused to a considerable extent by putting the engines ahead und the astern without throttling down sufficiently at the change over.
There was ample evidence that she had been occupied by
French and British soldiers, some of the things left scattered about were undoubtedly French equipment and a pair of battle dress leggings were undoubtedly British.
The boat was in a filthy state but I imagine the local long-shoremen at Broadstairs were the gentry responsible for a large amount of the looting which had been done. I cannot imagine a soldier taking away a compass weighing 7 lbs. as a souvenir, nor do I imagine soldiers wanted all mynavipation books restruments and all my rope or my side lights, or the two gallon alluminium water jar.
The boat has now been repaired and looks pretty much her old self again although I am still awaiting delivery of a new compass and lead.
16th August I was awarded the D.S.M. for work at Dunkirk,
30th September, Constant Nymph was moved up to Chertsey to take over night patrol work on the up-river section of the
Home Guard, the River Section reserve the Little Ship Club, which I had been in from the start, having been dispanded.
Bad

Ised
OF
90
08
Dunkirk Operations
People
Sex abrabba EN
may 1940
OF
hote of movements by B. A. Smith
Durn masher M.C.Countant hymph"
IRX
hittle ship Club of bad
OZEN
ever boat 00.10, was 27th May 1940, Admiralty rang up to
EAT
Homey nam are to answer this a subject call! of good habits I did not have to get notice. up
Not being ready for sea, and arranged for four confirm hours' that my
BLONDS
BIT
and
Having as already put a few things in a bag I went go to Isleworth the
08.45, Admiralty rang up again and asked me to to boat.
STATE
ITE
It soon as possible and arrived there between 10.00 and 11.00.
my own permit only carried to Middle Blythe Buoy, and was obvious that some form of permit would be required as
Boathouse that a Naval Officer was expected who would issue instructions were to take the boat to Sheerness, I found my at the the permits and was requisitioning other boats in the same yard.
When the Officer arrived he did not seem to think there was but any tremendous hurry and wanted the boats to go down together, separate permits were issued by the afternoon so that I
was then ready to start at any time, and the others did not look like being ready for several hours.
At about 17.30 I tried to ring up the "Mate" as I felt he was home early and put such a jerk into things that he be able to help me work the boat down to Sheerness. Luckily sure he would want to be in on this game and might at least before 19.30, and we started at 20.00 without waiting for the got his things together and arrived from Tulse Hill to Isleworth other boabs.
the south side until daylight as we should not be allowed to on at Tilbury, who examined our permit and told us to anchor
Soon after midnight we were pulled in by the Naval Control enter Sheerness during darkness. By the time we had found and we had no riding light, so decided that It was not worth suitable anchorage it was already about on the 28th May, a while either of us going to sleep as one would have to keep anchor watch and dawn would be early.
slowly to Sheerness and after a little chasing around there
As it was quite light by03.00 we raised weighed anchor and proceeded found the basin where the motor yachts were to collect, reported the gates. Other boats from Isleworth were nearly all present by our arrival and went to breakfast at an Hotel near the dockyard could sign on for one month but did not then know for what time we got back from breakfast. We were informed that we purpose we were required, although I had been told by the pleasant voiced man who spoke to me from the Admiralty that it was dangerous.
Of the boats which had come down from Isleworth mine was the only one in charge of its owner so far as I know, and at that time we had rather got the point of view that there was nothing very urgent in the wind and most of the men who had brought boats down from up river had done so without any previous knowledge that they would be doing so and had had no opportunity of making arrangements with employers, etc. so that few of them felt able to sign on for a month and went back to town very regretfully by train.
The opportunity of playing boats for a month with the Navy seemed to me too good to miss in any case, and I had been able to warn my partners that I should be away for a bit, but there was some difficulty in getting signed on and I
toured Sheerness Dockyard interviewing numerous people until late in the afternoon and by about 17.00 had formed a pretty accurate idea what the job was and was quite determined not to be put off, so appealed to the Commodore himself,who was supervising the fuel and victualling of the motor boats at the basin. Within half-an-hour of explaining to him that I

OREGO
OF
-2-
at could the not basin get anybody to sign me on I was basin with a and by about 18.00 was making signed on and back my little petrol, water breaker and enough tank and deck cargo of crew di two young ratings, a full my way out of the very overcrowded. small sacks of potatoes - raw. The boat lump seemed of raw beef, and two gang for about a week, including provisions a large to last
These and told me that we had got to tow a navy cutter hailed, to us
As we passed out of the basin the Commodore tow nearly as much as my own little craft and had very thick new were brand new boats, fully squipped and weighing Sheerness. pretty that considerable misgivings and was truly grateful for the fact ropes. I must admit that I regarded this idea with my boat had Samson posts and not cleats.
trusting to luck for the rest. The faster boats, which out for Ramsgate, having our own chart of the Estuary and
Orders being orders, we took the cutter in tow and dug also of the bigger and less burdened by their cutters, got were out sight about dusk and another motor cruiser about the in sight. The launch was having continuous engine trouble size as my own and an open launch were the only vessels same left but the other motor cruiser was having a little trouble I
Before it became quite dark a drifter turned up from Sheerness turned back and closed them so that we could keep together. so und informed us that she had been sent out to look after the motor boats. Her Captain decided to anchor for the night and we tacked on to him. The occupants of the open launch went remained on my boat and slept between the intervals of on beard the drifter for the night but my crew and myself up for on deck to be sick, as it was by no means a comfortable popping lie a 24 foot boat under five tons in weight.
the drifter kindly suggesting that she should take the and,
We got under way early in the morning of the 29th and cutters and the defective launch in tow, the other motor three cruiser the reason for these mine sailed independently but keeping more or less company ahead with the drifter until off the Foreland, when in went bright argestions a bit as the course was clear and there was we has never been drifters shipping to indicate safe channels. The number of plenty busy little of explained to me, should about was amazing, one stopped us and but it was very sue weather any how.
trip, so we continued on our way until another stopped the and go to Belgium but could not supply the petrol suggested for we suggested we should go to Holland and offered to take us to tow, be and provide petrol from somewhere later. As this us appeared in when ropes and were towed some miles in the direction of Holland an order from a superior officer we accepted their tow after a Dostroyer had an "Aldis" conversation with the was really had a mine-sweeper and had got to go and sweep mines, which the latter informed us in a kindly manner that Drifter, he so we better double back to Ramsgate on our own and us a course. We arrived at Ramsgate and got tied up in the gave outer harbour in time for a late lunch and I then made engiries about the job in hand.
The course changed sweral times, on
I found that the course to Dunkirk then in operation had would take MO the best part of 24 hours, as I could not count grown to be a round trip of 140-150 miles and as such a trip account fields of mine on doing maximum speed and should have to consider petrol in
15 men, all my boat would hold, was not good business. The any case, 1t seemed to me that a mere dash over to rescue about
Commander whom I saw on the point, like all the Naval Officers with whom we had any dealings, was just as helpful as was possible and agreed with me that the best use for my boat was to go over with two Navy rowing boats in tow to a ship so that we could operate on the beach and fill the ship. After a few enquiries I was told to rendez-vous outside the harbour at
09.30 on Thursday, 30th May, and accordingly had a good night's

Stuon
ORING
-3-
was sleep concerned. with my crew, the first since Sunday night so far as I
were cutter. lying in tow to "Jutland" with a whaler by09.30
We turned out on the morning of the 30th May and boats taken Jutland was one of the Dutch diesel navy engine and would over by the Navy and flying the white cargo and for A.A.Defence.
ship. Both these ships carried Lewis guns fore and aft carry about 450 men, H.M.S. "Laudania" was a similar ensign in the mine fields, but we lay on tow to Jutland until 15.30
I do not know what delayed our start, probably alterations outside the Harbour. At about 15.30 we got going and, with off in order to carry officers from one ship to another lying outside Ramsgate Harbour with occasional intervals of easting in about six hours (an average of about 12 knots). This our own engines running at about 6 knots, wentowed to Dunkirk was a very uncomfortable trip as destroyers kept crossing and passing at high speeds making a heavy wash and we had to try and keep my boat sheered off to port while the cutter and whaler were sheered off to starboard. Sometimes we came together in spite of all our efforts but no damage was done and the only injury sustained by anyone was when one of my crew was at the wheel for a few minutes and a destroyer passed very close and made such a wash that my boat was nearly put of petrol cans.
on its beam ends and I bumped my shin badly on my deck cargo beach eastwards for a few miles before "Jutland" dropped
We arrived at Dunkirk about dusk and turned along the
We were opening the batting at this part shad be canny about anchor. We cast off tow at once and I took the whaler and hailing the shore as we did not know whether ferry or our chaps cutter in tow myself and dug out for the beach. It was dark night and visibility was not too bad. At first we slightly misty as well as dark but it was not really a could find no life on the beach but after a short time were there twe were were hailed by Frenchmen and for a little while found sheft boat with them. The procedure was to tow the whaler and
Frenchmen only and made one or two full journeys back to the cutter to the beach and swing them round and cast off tow in about 3'6" (my draught being 2'6"). The whaler thon dropped his grapnel and went in as close as he dared without grounding the cutter and troops waded out to board them.
As soon as the two boats were full they called for the motor bost and pulled up on the whaler's grapnel, I would come past and take the whaler's boxes rope in passing and swing out towards the ship which had to lie about threequarters of a miles out.
While the whaler and cutter were loading I patrolled parallel with the beach, keeping as close as I dared without take ground as it was the only motor boat in that area grounding, it being essential that the motor boat should not and the cutter and whaler had only four mon apiece aboard except at great loss of time.
so that they were not in a position to row out to the ship,
While patrolling my job was to pick up any swimmers or waders and any odd craft which had put out from the shore, there were seve al of these. After the first few loads had been taken to the ship, all Frenchmen, a British officer waded out and was picked up by me and reported that at whole
Division of British were waiting to be taken off a little nearer Dunkirk town than we had been working.

0507
-4-
reported cutter to whaler, and took them all back to the up the
I and took him aboard, went back and picked full further the Captain of Jutland that the ship, to the was my leading mark as the British big fire just in-shore up the beach and that I was going there, British a were and the east of this. From then on we worked to this were point just
British; Jutland was filled roughly half and half British the
French came down the beach and mingled with and French.
After we had been going to this point for about three or four trips, a German bomber most inconsiderately dropped the a. large bomb on our large fire and blew it out like a candle, this did not matter very much then as I had other leading marks and the mass of troops had increased so that they were quite visible on the beach.
have
By about03.00, 31st May, Jutland was full and she sailed paffer at once to avoid the dawn bombing, Jerry was trying to bomb the ships as they left loaded and thus get the ships and the way.
men, but his efforts throughout the 10 - 11 hours that I was working on the beach were very poorly rewarded.
Jerry also had some big guns for which aeroplanes were spotting, and they dropped verey lights over the ships, but here again Jerry wasted ammunition without hitting anything that I saw. One of the crumps came as a nasty shock as the at least two bombs explosion actually stopped my boat for a split second, and I
shook the boat, but thought I had grounded as she quivered all over but in the none stopped it.
next moment she went on again and the noise of the crump followed the air push so that I knew it was nothing serious.
On Jutland leaving about03.00 on the 31st May I turned over handania was with the cutter and whaler to Laudania and by aboutos. she filled about 3/4
this time I had used up all my deck cargo of petrol and the too was full, making a total of about 900 men brought off. By
Birtish +1/4 Trouch engine wanted more oil and the grease cups refilled, also there was a certain amount of rotten rope round the propeller german shaft, this I had not been able to cut in time. My two crew were both stoker ratings of four months' service in the Navy only and being stokers were not issued with clasp knives, on my stern-man shouting to me that an odd rope was getting round our propeller, I had to leave the wheel and cut it with my own sheadknife, if he had had a clasp knife he could have done it in time, I was a moment too late.
The cutter had gone aground under a stranded lighter on the windward side of same, a N.W.wind having got up a bit in the morning, and as I could not get near enough to get the cutter aff and the crew, also their young sailors, did not, how to get off, I resoued the crew and brought them off to Laudania
Engine had been in accordance with the Captain's instructions. My boat only stalling, probably just managed to gedouside Laudania with the last whaler load due to cope, relf.
that she could take and the Captain ordered me off with my starter now refused crew and the crew of the whaler, the crew of the cutter being service.
already on board, and turned over my boat and the whaler to a
Naval drifter which was said to have petrol and mechanics on board so that they could be of use further.
The whole of us who had been on the beach work then had our first stand-bysy since 21.30 the day before and my crew and myself had not had anything to eat since 17.30 the day before and nothing to drink since 15.30, and had been continuously employed, as had the two Naval ratings who remained on each of the naval rowing boats during the tow across.
Jerry started his usual effort when the ship left at
08.30 to09.00 on the 31st, but with no results, and plenty of hot tea and bread and butter and jam and a chance to light a pipe had made me perfectly indifferent to anything Jerry did.

THE
OF
to space
LOVAD
-5-
SEAL
THIS
Birth the it Officers' pistols and the A.A.Lewis guns were unable but to
On two the way back to England we avoided a floating-mine, drifting pop so we informed another ship that was outward bound and it was duly popped in due course.
so
SECURITY
9
in the flbator nor the popping of it, it was first sighted on
The troops on board Laudania evinced no interest whatsoever off and passed behind it, the troops evidently regarded this as our starboard bady and as the tide was running that way we sheered up to see what happened to it.
entirely a naval matter and I do not think any of them even got
He whole course from Rams gate to
Off the Foreland we enquired of the local Policeman, a
Dunkirk waslike gentleman in his shirt-sãeeves on a drifter, as to which port the main strat would take us and were sent to Margate. Three other ships and
1: busy town.
two destroyers also had loads for Margate and we eventually saffee sweral tied up outside two destroyers and landed the whole issue abreast going each across each ethar about 17.30 on 31.24 may way.
I reported to the Naval Office with my crew of two and we were promptly put in a taxi and sent back to our own port at
Ramsgate, a matter of a few minutes which might have been a dreary Journey by train. As throughout, there was no red tape in the Navy at all, they had ready everything that was necessary and our general instructions were that if we were in any sort of trouble we could close any ship we saw as it would be one of ours.
On arrival at Ramsgate I reported to the Commander = the
Naval Office and within five minutes my crew had been taken off to the temporary barracks established by the Harbour and I was on my way to getting a bed for the night inaan Hotel.
On Saturday, 1st June, I reported at Pier Head abouto9.
and asked for another boat and before lunch time had taken over one which had only been brought into Ramsgate that morning and german put her into commission with a new crew. This boat was an old
Admiral's barge from the last war, to which the only conversion of any importance seemed to be that the steam engine had been fitted where the original funnel existed. The engine was a fourtaken out and a petrol engine substituted, a dummy funnel being cylinder engine with cylinders of enormous size, it had no self-starter and worked with a clutch, being in fact a lorry engine. The engine was a brute to start and the gear lever required a strong man to put it into any position, but the engine was started and run over for a few minutes by the man who stated that he had brought the ship round from the Thames pressing. and he assured me that it was good for 12 knots without undue is not got been over my new crew had
As we were all anxious to go over again, but I did not relish in fact.
the idea of being towed any more, the prospect of being able to in about six hours each way was very welcome, and I decided that go over under my own steam at 12 knots and so make the journey on this occasion we would do what most of the larger motor boats had been doing, namely run over under our own steam, pick up a boat-load and come back with them. I was informed that the new boat only drew 3'2" so that it would be quite possible for the troops to get to the boat without swimming. This still did not strike me as being a very efficient method of getting the troops off but I felt that some real work had been done with Constant
Nymph and I had been informed that morning shat 187, 000 were this boat could already off so that I felt justified in indulging in something men should think have taken 35
more in the nature of a pienic, especiably as cigarettes and other little comforts had been provided on the boat by the owner for the rescued troops. We had already victualled the boat and obtained our water supplies and directly after lunch we cast off to go across the Harbour and get petrol, having as a quite unauthorised passenger an old member of my own Club who

of
SEAL
STUD
OF
and
OF
along
STATE
-6-
SITE
was wanted down to there the as correspondent for a well-known who konked out within this a wretched boat in the Government the only effort made see by show for himself. This was about paper and
TO
bing it ourselves, could rowing boat to come out and fetch off ships and get a anchor to prevent drifting other refused fire so I had to few yards of leaving moorings and service, it to course.
should report the trouble. Within an hour, a me good deal so that I
and Sub-Lieutenant, R.N., two Petty Officers Artificers R.N.V.R., an Engineer say, we had an Engineer-Lieutenant Commander, less I
engine one trouble. leading Artificer, investigating the question of our dripping stoker away, and here I rather suspect the activities simply of
One not unimportant item was that the magneto was with using the oil can I know, but he seemed to be quite familiar had rating who was the senior again of my crew, who my been oil the petrol engines and I certainly did not see him to face magneto, but I noticed a change of expression trying oil. when the Mag. was detached and found to be actually on his by which Thames as the experts worked on her until 20.00 that from night, the that boat was ever brought round to Ramsgate to me This, that however, was not the only trouble and it is a mystery oozing take engine running again. We raised anchor and started we to got the time they had succeeded in getting a spark, and was no between two ships at anchor and opening throttle, a there right space so long as we were going dead slow but on getting all clear her for a trial run round the harbour. This went clutch increase in speed but a most terrible noise from engine identified the engine on sight as a very old very Camel amused, he had who was with me on the little bridge was
Commanded which was obviously slipping badly. The Engineer-Lieutenart the of neutral the clutch lever and putting the gear lever my in efforts at joggling converted and I think he realised that all Lorry was pretty were not going to have the least effect as the and out be done hopeless. As it was quite clear that thing to the except move her ahead at dead slow, I brought nothing her could over side and tied up out of the fairway.
were kept my foot being secured, I had, as an additional precaution, ropes
While already the gear was in neutral and the fore and aft down on the hard down on the clutch pedal which out with deck, so that the clutch should have was right commenced a to good deal to spare; in spite of this she been suddenly well most joggling, or verification of the fact that the clutch go gently astern and " no amount of unsafe in she started to go slowly ahead. It was a or two clearly when in neutral, seemed to have any effect gear for lever moment was at all so I a crowded harbour to have this wretched clearly and have her called down to the stoker to switch off engine the engine running worked to get her tied up securely. Again the was required manhandled for the little adjustment that was that they took down pretty well everything. The Sunday, final 2nd
June, on her until 22.30 that night and all day engineers to the engine was worth about £10 and it would report four found myself living on a house boat with my own about it and repair I it. so they did not propose to do any more cost £20
whose ratings and a lodger in the shape of another stoker crew rating of had original boat had been lost somehow with his kit. He been supplied with a new kit at Merrie England, the temporary thought he Naval might barracks, as well throw and being in his a luck friend with of my us. stoker rating by contingents were being brought off from Dunkirk Jetty itself last
By this time the beach show was well over and the destroyers, etc., this being a deep water job.
last lunch on Sunday that volunteers were wanted to just before
There time was a rumour round the harbour precincts of the Dunkirk troops off the Jetty, this cleared fetch all the the

OF
GROUP
BEAT
-7-
pubs around the harbour in about two minutes, and a seething crowd gathered round the Naval Office near the entrance but this proved to be a pure navy job and they were only taking the minimum number necessary so as to have more room for the troops, only Naval Officers were chosen and a very small proportion of those available at that. The correspondent who had been coming with me, a competent motor boat man himself, had seen there was little chance of our getting away on Saturday and jumped another boat which got across that night so he got his real experience all right, I may say most of the correspondents down there went across at least once.
By Tuesday morning, 4th June, the real operations were over and senior officers were turning up from different places to try and straighten out records, etc., among them the
Commodore from Sheerness who had looked after us thoroughly there. I was coming along to the exit from the Harbour from my wretched house boat to lunch on shore and this Commodore was standing near the entrance talking to a post-Captain whom
I did not know by sight; when I was within 20 yards of them the Commodore happened to look in my direction, promptly
One nice piece of as shifting was done by waing the slight breeze, which was stonger than the tide act against it, to take this hulk across 2/3 rdo of the harbour with oput her within 2 yards of where the was to tie up on the other side.
had some anxious moments half through this evolution, butwas very proud whom it anceeded.
pointed towards me with a very pleasant smile, said loudly and firmly "Constant Nymph". Considering that he had exchanged about 20 words with me a week before when busily engaged over all the possible wants of 20 or 30 motor boats, this officer must have a memory for faces and names that would leave an experienced hotel keeper blushing in despair. As my boat would not move, except by manhandling, and we often had to shift in this manner for one reason and another, and the show seemed to be over, I busied myself in trying to obtain a passage for myself and crew back to Sheerness as & large number of boats had already gone and quite a lot of drifters etc. were laid up in the Harbour, while the crews had their three days Dunkirk leave.
The difference in the town was most marked, naval uniforms were becoming comparatively rare. Unfortunately a lot of the senior officers concerned with the motor boat side seemed to have gone on leave by this time and it was not until Wednesday evening that I could get any useful information. I then found that an officer was supposed to be coming over from Sheerness on Thursday, 6th June, to take a boat named Cairngorm back to Sheerness and it was suggested that I might accompany him if the boat could be found, apparently two officers were looking for her at the moment as nobody knew where she was.
On returning to my boat I found that Cairngorn was lying amongst two or three others just astern of me and had received a nasty bump on the starboard buby which had smashed gerabohed quite a bit of the planking; it proved later on examination that two of the ribs had been broken at the top.
On Thursday morning, 6th June, the expected Officer arrived, and proved to be a very young man just down from
Oxford and waiting to get into the Air Force who had taken this boat to Dunkirk and had then been back to Sheerness for some reason.
The compass had been smashed by a bomb splinter on the other side, but the damage to the hull had apparently been done in harbour while he was away. As the damage was pretty well all above water line we got the navy carpenters to patch it with canvast and battens, obtained a chart, filled up with petrol and got under way about 14.30. My arew, on being given the choice of going back to Sheerness by rail or helping us two to navigate the crock back to Sheerness at once elected to come by sea, three of them never having been to sea before.
The boat was a beauty, a 45 foot twin screw Therneycroft, and

-8-
was in spite far too of a bit of rope round her port
There was a much north rope at Dunkirk, made excellent propeller, there of lop which easterly breeze blowing which headway.
Foreland, a this was was on our starboard was on the raised course a bit the circumstances. just where it was not wanted under the to was she was at the bottom over the main flapping Most of loose the battens carried away and the uanvas patching dry damagerabove water line and she would have quantities been as the bad still only making water in very small damage but as as a chip in reasonably smooth water.
wind without shipping too much and that we should then Foreland
We calculated that we could get round the case and water pretty well astern, and this proved have to the was a so fair that we shipped no more water after that though be there the amount of motion for a time.
point angle of of the light on the water semmed about outside at the Dunkirk, but it was a sunny day and a course just
We had a chart, but no compass, owing to the bomb splinter measure no the dividers on board but using a piece of our to
We had fact we picked up every buoy directly on right. course. In distance on the chart between two string she must found that we were doing approximately 15 knots of the chart, comparing this with the Atitude scale on the buoys bottom and we had to have averaged about 12 knots for the trip and
Soon after go a bit easy before we had rounded the Foreland. although busy drifters we had got through the boom one of the let her which, come as usual, we or uld not read, but we eased signal lamp came pounding after us, flicking her usually a bit, nearer and, as was off to up to and he tell the drifter all he wanted to know patch, about this us seemed to drifter a fine view of our flapping starboard, gave the we gave Cairngorm a bit of a sheer to our starboard which just waved a hand and turned back.
reported Commander about 20.00. As soon as we had reported our crew
We tied up in the motor boat basin, landed and
Mess for yet, and finding this was not so, enquired book us into if we the had dined in charge of the motor boats, he to the dinner at once.
chased the 7th I was duly examined by the Medical Friday
We slept June on board Cairngorn that night, and on
Dunkirk leave. as from the date of expiration of my three days'
signed about off, to two or three different individuals Officer and eventually and
For I this extremely pleasant outing, in the best of all company, was paid at the magnificent rate of £23 & month good and found, as Master of a vessel.
uniform, naval discipline, rohort periods are not provided with under
These temporary employees of the navy, signed on
Club and are not bound to wear any uniform, so one any down as England, and a heap of people who had Thames, and south-east caps and Jackets of nearly every Yacht Club in the saw the met board, I wore them the whole time and club cap they and reefer were. As on I always keep my ship clothes, just including come commissions in the R.N.V.R.
several other members of the Club who had got their

add
Hous
OF
800
AUTH
oziya
FOX
A
SHOPS
ARE
woodside
OF
dong Park
Chesham Bois can't One STATE
July S.41
Buels crews when on Thursday, would not be able to ad been asked to keep lon t it might be worth my
L.S.C
ver Emergency Service false alarms I received on Saturday, 1st June,
Dear Sir a to go home at 1310.
The encloses ake delivery of the
S the los of my bons eive further instruc-
Letitis which I hunt nald Brown, who knew
Some instruct ked SX up some mayber is 7m.
I must acht was nearly two apolopse too barry I
builder, Mr Guy soling - has 2 have h, as I had only my little spare two there pair of out-size ed immediately to day.
I
was valudis
Wave", so we set
"Madame Sans Gene"
screw 20-tonner, with forecastle-mid-ship covered steering cock-pit; aft of that came a. galley to starboard, and single sþeeping cabin to port, and then a saldon; there was a small after cock-pit. She was a fine ship, whose only drawback was the difficulty of making anybody get the name right.
In accordance with instructions, the owner had stripped her of a
masts and putting on quay and flxing all ready to sail at 2.30 p.m. Orders came to P.
outside harbour at 4 p.m. to the Tug "SUN XV" to be towed across in company with other yachts. Three other yachts make fast astern of us, under way 6.35 p.m. Engines running at half-speed to ease the strain of the tow ropes. Slight swell. The tow ropes of two of the yachts broke and they were told to proceed on under own power. Arrived off Dunkin at 11.30 p.m. and cast off from Tug. Proceeded into Moored Dunkir past the Mole, and up the Canal for about 2 miles.
Could find no Englishmen so took on board 40 Frenchmen.
alongside the quay and proceeded to take troops on board.

SEPTEM
156, Earl's Court Road,
London, S.W.5, ed for crews when on Thursday,
10/1/41.
at he would not be able to
Dear Sir, as he had been asked to keep
I enclose a description of my er, that it might be worth my part in the Dunkirk operation, a part his River Emergency Service neither glorious, nor even helpful, or two false alarms I received but it has a slight interest in that
Office on Saturday, 1st June, it was the last night of the operation.
umbrella to go home at 1310.
One small point which I did not put in,
330 to take delivery of the but which may be useful as adding colour ould receive further instructo your story was that, as we were ere Reginald Brown, who knew going along past Broadstairs on our and picked SE up some way to Ramsgate, I remembered that at exactly that time last year (the but the yacht was nearly two first Sunday of June) and only about owner and builder, Mr Guy three hours earlier, I had been sailing ate enough, as I had only my the identical waters at the beginning
1 very old pair of out-size is to proceed immediately to
Gravesend, where we were to report to "Eternal Wave", so we set off downstream tidying up as we went along. "Madame Sans Gêne"
was a fairly new twin-screw 20-tonner, with forecastley mid-ship covered steering cock-pit; aft of that came a. galley to starboard, and single speeping cabin to port, and then a saldon; there was a small after cock-pit. She was a fine ship, whose only drawback was the difficulty of making anybody get the name right.
In accordance with instructions, the owner had stripped her of masts a machine and 5 putting on quay and fixing all ready to sail at 2.30 p.m. Orders came to outside harbour at 4 p.m. to the Tug "SUN XV" to be towed across astern of us, under way 6.35 p.m. Engines running in company with other yachts. Three other yachts make at swell. half-speed fast The tow to ease ropes the of strain two of of the the yachts tow Arrived ropes. broke and off Slight they told to proceed on under own power.
Dunkiy were at 11.30 and cast off from Tug. Proceeded into Dunkir past alongside the quay and proceeded to take troops on board.
the Mole, p.m. and up the Canal for about 2 miles. Moored
Could find no Englishmen so took on board 40 Frenchmen.

p you our a
101
Judged cruise
B
w111
s
1981
1n pass
Phetograph:
year.
guily,
It write sumox
IV"
on.
and
1971
I8J
<x to
Kimber)
throlly, be
Bends the Owner
DUNKIRK
It
I only heard casually of the need for crews when on Thursday, the 30th May, Denis Dalby told me that he would not be able to come sailing with me that week-end, as he had been asked to keep himself free. He suggested, moreover, that it might be worth my ch while getting in tough with Quill at his River Emergency Service station. This I did, and after one or two false alarms I received a telephone message at the Dominions Office on Saturday, 1st June, just as I was picking up my hat and umbrella to go home at 1310.
"Could I be at Westminster Pier at 1330 to take delivery of the motor yacht 'Madame Sans Gene'? I would receive further instructions on the Pier, and would meet there Reginald Brown, who knew all about engines." I said, "Yes", and picked SE up some sandwiches and beer on my way.
Brown was to time at the Pier, but the yacht was nearly two hours late. We took over from the owner and builder, Mr Guy
Shelley of Gosport, and I was fortunate enough, as I had only my
Office clothes, to borrow from him a very old pair of out-size dungarees. We received instructions to proceed immediately to
Gravesend, where we were to report to "Eternal Wave", so we set off downstream tidying up as we went along. "Madame Sans Gêne"
was a fairly new twin-screw 20-tonner, with forecastley mid-ship covered steering cock-pit; aft of that came a. galley to starboard, and single sheeping cabin to port, and then a saldon; there was a small after cock-pit. She was a fine ship, whose only drawback was the difficulty of making anybody get the name right.
In accordance with instructions, the owner had stripped her of masts and putting on quay and fixing a machine gun and all ready to sail at 2.30 p.m. Orders came to proceed outside harbour at 4 p.m. to the Tug "SUN XV" to be towed across fast astern of us, under way 6.35 p.m. Engines running in company with other yachts. Three other yachts make at half-speed to ease the strain of the tow ropes. and Slight swell. The tow ropes of two of the yachts broke off they told to proceed on under own power. Arrived Dunkir Dunkiy were at 11.30 p.m. and cast off from Tug. Proceeded into Moored past alongside the quay and proceeded to take troops Frenchmen. on the Mole, and up the Canal for about 2 miles. board.
Could find no Englishmen so took on board 40