TNA MT 40 36 Pt 2

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"Minnedosa" Voyage to Dunkirk May - June, 1940.
The following is a brief account of what happened in the Voyage of
M.S.B. Minnedosa from Southampton down the Channel to Ramsgate from
which we were used for the disembarkation of our troops from Dunkirk.
(Slender details from the Mate-Engineer aged 19 who was the only
member of our crew able to sail with her on account of Skipper W.
Riding being in hospital with crushed finger, and Mate G. Abrook
attending doctor with broken ankle).
Taken in collaboration with S. Riding, the Mate Engineer.
Our vessel the M.S.B. "Minnedosa" is a Thames Sailing Barge,
fitted with a Kelvin Ricardo Motor as auxiliary power, giving her a
speed of 5 knots approx., and our usual trading runs are between the
Isle of Wight and the Mainland with coal, coke or scrap iron freights.
My father had left me in charge of unloading one of these freights
(scrap iron) at a Southampton Quay on May 29th, to go to hospital for
the removal of some injured bone in a crushed finger he had got some
weeks before.
Accordingly, when some Officials arrived with orders that Ship
was wanted on urgent Government work, I stated the case, they asked
me would I go. I rang up to my home and told Mother I was going,
hoping to be back soon, trusting to luck.
I had some experience of being on my own in small sailing craft,
but nothing like this before. Stating the case to the Officer, he
arranged for some Dockyard men from Portsmouth to assist me to unload
cargo, and get vessel to Portsmouth by the next morning (30th).
I ran the Motor and took the wheel, they assisted in the ropes
and getting up sails, and mooring up at the Dockyard on arrival. We
got on well together and it is surprising what these men can do. The
Officer got 6 Naval Ratings aboard with their kits. Morning and
early afternoon were taken up by them bundling in provisions, stores,
paraffin, petrol, lubricating oil, - it looked to be for a long voyage.
The Officer was making sure of everything, for a few questions from
him soon put him at ease, but I felt a little worse off for not knowing
(though I might have surmised) where we were going to, or what we were
going to do. I felt I might be in for a hot time, and my job as pro
tem for the Skipper (Father) and Mate to be quite a "swizzle", and
what did it mean with the disciplined seamen on board, seemingly in
place of them. (The Officer chose some 6 good Naval ratings to
accompany him).
However, we got out of Portsmouth Harbour about 3.0.p.m. on May
30th with foresail and mizzen set, and motor. Outside we were
favoured with a fresh wind, so the Naval Ratings got busy in assisting
setting the heavy Mainsail and Jib for & good run down.
We were making quite a good headway by the evening of 30th and I
was preparing to keep ship going all night, when we heard many planes
overhead, so we stopped the Motor and relied on our Sails, while wj
still favoured us. But many times that night planes came in quit
close range. As daylight broke we could see where we were and
occasionally gunfire was heard, and planes above us. So we cont
with Sails to near Dover, and to get quickly by there seemed to b
motive, when it seemed just for the purpose the wind failed us, S
lowered Sails. The Motor was our only chance now in this strong
and contrary wind.
So with the assistance of the Seamen, I tried starting, but fou
she was cold, and that the cold paraffin had given me a wet plug.
had to re-start on petrol and change a plug. I had taken some time
to localise our difficulty and to remedy it, that I felt very relieved
when she started, as without power, we might very well have been blown
P.T.O