TNA MT 40 66

152
onlesed
27
T.M.6213/40/S.T.A.6.
Your
1st November, 1940.
Sir, to your of
Sir, close id
With reference to your letters H.XG.1929/40
of the 20th ultimo and 22nd instant, I now return the on
The ne original reports of the Masters of your Company's t'
We vessels which took part in the Dunkerque evacuation. The
S
ond list Department is most grateful to you for the loan of these reports.
I am, Sir,
Your obedient Servant,
(Sgd.) B.E. Bellamy for Director of Sea Transport.
The General Manager,
Southern Railway,
Waterloo Station,
S.E.1.
On
Wednesday the ship was seemed late away a rull complement TAVO wips and alongside to have a charmed life. Ships were bombed and each shelled time. Our ship machine-gun and astern of us, and yet apart from a few shell splinters ahead of us and bullets we did not receive any damage.
him/ aft alongside which he was standing. It seemed an glass unlucky of the day for telegraph escape. A piece of Shrapnel flew past him and smashed the had a narrow docking
On Saturday the 1st June the Second Officer, Mr Macdonald,

TELEPHONE: CENTRAL 9956
(PRIVATE BRANCH EXCHANGE)
TELEGRAPHIC ADDRESS,
"MACBRAYNE, GLASGOW."
30th October, 1940.
DAVID MACBRAYNE, Ltd.
8/04
To
44 ROBERTSON STREET,
REFERENCE
Director of Sea Transport,
GLASGOW, C.2.
Ministry of Shipping,
MARINE DEPT.
Berkeley Square House,
WP/JWA. born ship left Berkeley Square, by the Ministry of Shipping, and LONDON, W.1.
28
Your Ref:.6213/40/S.' except for a
Our destination VAS T.A.6.®, NO
the port quarter. This was soon laft behind and to patrol boat off St Catherines. After 3 few days and the ship was fitted with D.G. and radio, and
Dear Sirvoops. "Nothing to report" Vas the things began to happen.
With reference to your letters of 7th and 14th August, we herewith enclose reports sent to this Office from the heads of id
At departments on board our T.S. "KING we GEORGE V" and S.S. "LOCHGARRY".
when troops a British We are enclosing two typed copies from each department, namely, on we Deck, Engine-Room and Catering. We trust this is what you require.
he platThe originals may be had if so desired. for t
es were not
We hit, regret and the delay back in sending you these reports, but this has ond been due to our General Manager's being to away from the Office on the entesick list. we were attacked by a German alams the port side. Our gunners let Yours faithfully, plane and he gradually lost height and dropped into by the B.B.C. that night, although over 1,500 refugees from Ostemi
On
Sunday, this work. On the Tues had 19th, Marine Super and intendent.
Monday and
Tuesday
20th explosive for demo tion purposes so bake to Boologas,
ENCLS: there the S.T.O. informed - that be could not bantle the staff and I had better go out to the roads and another. To do this the micide, as the German planse were sinking any skips that S did anaboe, informed the S.T.O. that I was not going to anchor and that if I
harbour I would return to Dover. Be then saked RD if I would to without be was very anxious to get away. I told him if bioke the risk after being tale what they ware sitting on,
With this British courage not one of them benitated, on board, and also about 1,000 we salled basiness falling everywhere, and just as we cleared
19110
or German bombers dropped a salvo which nearly 2030 ONE of the water, and 14 was tear was out of order. However the
RECEIVED
code to put the helm 3948
all the goar repaired.
Da Tuesday the ship DATE out of
Wednesday the ship morning proceed to was lato away a rull complement each time. Our THE ship wips seemed to have a charmed life. Ships were bombed and shelled ahead of and alongside and astern of us, and yet apart from a few shell splinters us and machine-gun bullets we did not receive any damage.
On Saturday the 1st June the Second Officer, Mr Macdonald, had a narrow escape. A piece of Shrapnel flew past him and smashed the glass of the docking him/ telegraph aft alongside which he was standing. It seemed an unlucky day for

148
DSA
To dol niw GSI
DUNKIRK OPERATIONS.
31
T.S.S. "KING GEORGE V.
HAMA a.sw riquest
Letter from Mr W. MacGregor, Chief Engineer of
Lige me Snidmod
THE
"KING GEORGE V", to J. L. Roxburgh, Esq., Supt. Engineer.
USE
Thursday, 19th Sept., 1940.
VISIT
19001
Sir,
ESW
The above-named steamer left Greenock East India Harbour on Sunday, 14th
January, 1940, at 9.40 a.m. for Boulogne. There was very thick fog and we had to go alongside Custom House Quay until 12.55 p.m. before the fog lifted. All went well until 7.45 p.m. when we ran into very thick fog and required to slow down again for two hours, then we went full ahead again until 1.45 a.m., when we had to slow down again for three hours. We went full ahead again; all went well until 16th January 1940, when a submarine was sighted making for us.
I received orders from the bridge to put on all possible speed and try and get away from her. These orders were immediately carried out, and we managed wellahead and arrived at the examination vessel and reported the matter to her.
Then we carried on and anchored at Dungeness at 6.55 p.m. until the following morning. We picked up anchor at 8.45 a.m. on Wednesday, 17th January, and proceeded up to Dover, when we got orders for Boulogne, but could not go there owing to shortage of coal and water, so we put into Dover Harbour for coal and water.
We lay in Dover Harbour until the following day and received stores, then we got orders to proceed to Boulogne. We were in Boulogne for some time when we got orders to proceed to Dover. Then we started on our run between Dover and
Boulogne. We got on very well on this run. There was really nothing to worry about as long as the weather remained good. The only thing was we had to keep a good look out for floating mines as there were many of them about at times, and I need not say we had to give them a wide berth. Also, we had to report them to other ships that were crossing so that they would keep clear.
All went well until the 14th May 1940. We left Boulogne for Dover on our arrival and got the troops discharged. We got orders to proceed to Rotterdam to pick up refugees. Fortunately we did not manage to get into that port as it had fallen into the enemy's hands and H.M.S. Keith signalled to us to follow him with all possible speed. I got the stokers to keep steam steady and kept the engines full opened out, but the fires were getting dirty, and I may say it was very hard for the engine-room staff to keep up the maximum speed. All was going fairly good until 4.0 a.m. when we were attacked from the air. It was not a very nice position to be in; still, we got out of it. I am sure he bombed round us for a full hour before we got quietness again, and we arrived in Dover without any further excitement.
On the 17th May 1940 we received orders to proceed to Dunkirk for bunkers, then on the 18th May to proceed to Ostend for refugees. We left Dunkirk at
6.20 a.m. for Ostend, arriving about 9.30 a.m. and dropped anchor. We received orders to lift anchor and go into the Harbour. During lifting anchor the enemy air planes came over us and gave us a hot time of it with bombs and machine-gun fire. Luckily we got out of it but he left a trace of his attack. We left again excitement. at 12.50 p.m., arriving at Folkestone about 6.10 p.m. without any further
On the 20th May 1940 we left Dover with a very large cargo of high explosives for Boulogne. I may say it was not a very nice cargo to have on men/ board in times like these. However, we got over allright, but there were no

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32
GROWN 193331 WITH
men to discharge it so we got troops on board and were sent back to Dover.
Then the following day we returned to Boulogne with all these high explosives on board, and I may say we had a very bad time. The enemy came over us in relays dropping bombs all round us. We took on board a number of nurses and other ratings, and got out of it not before time. If we had got bombed with this cargo on board no one would have been left to tell the tale. However, we arrived back in Dover, but the bombing did not end there. We had other two hours' excitement, then all was quiet. We got shifted over to the
Admiralty Pier in the forenoon and got our cargo discharged, and I may say we were all very well pleased to see the last of it.
On the 29th May 1940 we started the Dunkirk evacuations, and continued angle ads visumet emp with it until it fell into the enemies' hands. We had a lot of attacks from the air. They met us outside Dover and kept at us until we arrived at
Dunkirk. Then on our return journey from Dunkirk to Dover they kept us busy
SSE Llow OF thew wondering what was going to happen. However, we were very successful and managed to take all our troops back safely.
I may state that things got very hot over at Dunkirk. Every day we went with there the bombing got very severe, also they were shelling us from the shore batteries and it became quite common to see an aerial battle with bombs dropping aws all round and every ship in the Harbour firing with all their guns. The flow enemy was also shelling the Harbour and they had a very good range of it for they were dropping them very close for any of us to feel comfortable. I may
01
say we got our troops on board and got out of it as quick as possible.
r
On the 4th of June we were proceeding to Margate. The fog was very thick at times, which made us go at reduced speed. About 5.0 a.m. we sighted a
French Destroyer striking a magnetic mine. She almost sank immediately. She was taking refugees across. There were quite a number of women and children on board. We turned back and put our lifeboats out and went to their assistance. I am sure we picked up about one hundred of them; it was a pitiful sight to see so many people shouting for help and nothing more could be done. It was terrible to see the number we rescued. There was not a single one of them but had wounds of some sort. As for the serious cases it was terrible to see them lying all over the saloon and main deck, and we could do nothing for them. However, we made them as comfortable as possible and made for Margate after we saw there were no more survivors about. We arrived in
Margate and got doctors and first-aid men on board and had them dressed and removed to hospital. Seven of them died after coming on board.
On the 5th June 1940 we arrived in Dover from Margate and received orders to proceed to Southampton. We got coal and stores on board and sailed at
1.15 p.m. for Southampton. All went well during the trip round and we anchored off Nettley at 10.15 p.m. We lifted anchor on the 6th of June and proceeded into Southampton Docks. We lay there under steam awaiting orders until the 9th June, when we received orders to proceed to Greenock. The enemy bombers did not leave us alone there, for they came over us on two occasions, but they did not do much damage or stay very long.
We left Southampton at 1.42 p.m. for Greenock, and arrived in Greenock at
11.7 p.m., Custom House Quay, after a very good passage. I am very pleased to say there was nothing to report on the passage round.
I am very pleased to say that all the engine staff deserve all credit in the manner they carried out their respective duties during the anxious and hard time during the Dunkirk evacuation, etc.
(Signed) W. MacGregor.
Chief Engineer.
&
I
W
S

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34
STORE TOTAL motal showed me a souvenir pencil with our ship's name on it - "KING GEORGE V" (one of those we sold in the ship), which he had bought last summer while on a trip to Staffa and Iona. He was so proud of it, and as I happened to have one or two on hand I gave his pals a present of them, and they were delighted and said they would show me them when they were on holiday and we were back on our own run again.
alvIng
Flow
We arrived back safely at Margate and were not long before we were on our way back again. We did several trips across to Dunkirk, and in spite of all the bombing and shelling we received, we always brought our complement of
"passengers" safely home. One trip, shortly before the final evacuation, going along "Hell's Lane" we had a good laugh at a remark made by one of the crew. We were being bombed by a Jerry at the time and one of his bombs
Ri dow landed very close to us. "By Gosh!" he said, "If that one had landed on us we would all have been blown into 'Maternity'".
VISA
On our final trip back from Dunkirk we heard a heavy explosion astern of blos us, and looking back we saw a cloud of smoke. At once we put about to render or what assistance we could, as we knew that some ship had been blown up by a only mine. As we came nearer and the smoke had cleared away, the ship had gone, but the sea was covered with oil and pieces of wreckage and people's heads bobbing about. We had our life-boats out and manned. It was a gruesome task lifting the survivors out of the water as most of them were seriously injured. They
40
included men and women; as far as I know we rescued about 69, including the of
Commander, but he died in one of our life-boats before we got back to our ship.
We carried them into our dining saloon as very few of them were able to walk, the majority suffering from broken limbs. Our saloon was like a hospital, and it was not a nice sight. However we did all we could to help the survivors until we were able to receive medical assistance. We broke up wooden boxes to make splints and tore up linen to make bandages, and those who were bleeding badly we made tourniquets, but they were all in a terrible mess with oil. Some of them had very little clothes on. We gave them blankets and made them tea and coffee and tried to make them as comfortable as we could, but unfortunately three of them died before we got to Margate.
When we got there we soon got medical assistance, and stretchers on board, and had them all removed to hospital. One of the survivors whom we picked up was suffering very much from shock and cold. We could not get him to stop shivering, so we put him on top of steam press in the pantry, but forgot to shut off the steam. Needless to say he did not stay long there - however, it stopped his shivering.
I never thought I would see the saloon of the "KING GEORGE V" turned into a first-aid station, but one never knows what is going to happen next, so we just have to take things as they come along and be prepared for almost anything.
got orders proceed to Southampton. After being a few days at Southampton
We to left Margate for Dover, but were only there for one day when we got six orders months to proceed to the Clyde, so here we are back to where we left nearly we hope sound, having completed a duty - shall I say, "well done" (at again, and ago, and I need not add that we are all glad to be back safe in the so). I will write you again and let you know how we are getting least, along, I
meantime wishing you all the best.
Yours sincerely,
(Signed) George L. Weir.

Time
THE
145
to впогов
.
wode bus
OF
DUNKIRK OPERATIONS.
BLUOW
123RF
*
yous
RECEIVED
11111121
S.S. "LOCHGARRY"
-
bases DEVITIS Salamod TTTS Mod %
(Lirt
16
Report by Captain Ewen MacKinnon.
35
SW
BROW
The "LOCHGARRY" having been fitted out in Greenock for a special charter,
Les we were placed on six hours' notice, and having got over the ordeal of signing on for foreign articles, and the vessel really ready for sea - trimmed with ballast, and fitted with equipment of all kind, all of us were "straining
OF
at the leash" to get away from the Clyde, somewhere. It did not matter very
Sags Jedw much where, so long as we were away from the Clyde!
When the orders did come at last they came at the most unexpected and awkward hour - at 10 p.m. Proceed to sea, so and so. Nearly every one of
Juods the crew were now at their homes having waited till late, and all being satisfied that there would be no orders till next morning. But it was my lookout to sail
ONJ
the ship on time, and the crew had to be roped in someway. The P.O. was closed load for telegrams and telephone, but I managed to get in touch with them all by another method, and with one or two exceptions I got them all together before sailing time.
We then started off from the Clyde for an altogether different destination from what we expected, and what we fitted out particularly for. We arrived in
Liverpool in good order and waited for some days expecting to do some useful work, but in this we were disappointed, for the job we were hoping to do did not come off, viz., to carry Belgian refugees to a certain Island.
We spent several days in Liverpool in the Stanley Dock in company with the
S.S. "KILLARNEY", and everything went very well until one night after 6 p.m.
orders were received to raise steam at once and proceed to Dover without a moment's delay on any account - get out of the dock by midnight and proceed at full speed on a certain track down channel. In this we were successful, but the "KILLARNEY" did not manage, so we missed her company that night! Pilot on board and all ready we left the dock on time, and proceeded to the Bar where we discharged the Pilot, shouting, "Good-Night, Captain, Good-Night, and the best of luck, for I know you need all the luck you can get tonight". So we plunged forth into a pitch black night without a speck of light, nor was there any light to be seen for some time after.
We got along very well that night, and at daybreak we got all the points of land we were looking for. We had hundreds of charts on board, but none of them was of any use to us for navigating through the Irish and English Channels except a magnetic variation chart of the British Isles, so when we got down as far as the Bishop Light we were so to speak "off the map". The magnetic variation chart was a rough guide, but surely we could get to Dover even without that itself, for Captain Pell took good care to see that we were supplied with Norie's Epitome and all other essential books and instruments on which we could "at a pinch" navigate on a blank sheet of paper. However, we got to Dover in record time and were all ready for action as soon as we had fuel and water.
We approached the Downs in the early hours of the morning before daybreak, and were picking out a suitable anchorage, when a hail of machine-gun bullets from either an enemy or one of our own, hit us on the vessel's port side - I
cannot say which as a fight was in process overhead at the time. The Mate, with a smile, commented that he did not think this was very healthy. "Well, whether healthy or not you better get the anchor ready for dropping!" This being done, we anchored until after breakfast time, when a Pilot came on board and put us in the right anchorage.
During/

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56
During the time we were anchored in this place we could, during the day, hear the roar and fury of the guns and mines on the French coast, the concussion of which was shaking the "LOCHGARRY" at her anchorage twenty-one miles away, and at night the same pounding went on with the addition of immense fires shooting up in the sky - "Calais" on fire? I took bearings by compass to verify this; it came out to a degree and next morning we heard the wat" asid OMJ 202 STOW ent news. At night the dropping of magnetic mines round about was a common occurrence, and the rat-tat-tat of the Spitfires chasing the enemy away, until at last nobody was going to bother getting out of his bed to see them. But if you did get up you were sure to find you were not the only one, although they had faithfully promised to stick to their bunks. They would be in their stocking soles, keeking out in some corner. It would be like a great display adw dom of fireworks, and one would wonder how many tons of lead were active in the sky after the minelayer, or whether he would manage to get clear.
On May 28th at 4.30 a.m. orders were received to proceed to Dover for one fuel and water at 6 a.m., and at 7.5 p.m. same day we loaded provisions and made various preparations for going to Dunkirk. At 8.56 p.m. we cast off from one
Admiralty Pier bound for Dunkirk by a certain route. The night was dark and hazy, and when we nearly bumped up against the North Goodwin Light vessel, which was not lit, and after a bit of shouting to the light vessel, I dropped anchor and we were at stand-easy till 3 a.m. Having no light of any kind we had to keep a very good lookout. We felt a mighty wash rocking the ship fore and aft, and right close beside us five destroyers passed at full speed, without apparently taking the slightest notice. Shortly after another large ship was bearing down on us, and passed quite close, and after heaving up anchor we could still see her hull faintly in the gloom. We made up on her and afterwards learned this was the "CLAN MACALISTER" which I guessed to be going the same way as ourselves, as by now Dunkirk was the only place on the coast where she could be going.
At 6.48 a.m. on the 29th May we were at the West Hinder Buoy. Behind us, tearing along at top speed, was what well may have been termed the "Channel
Fleet". the swift steamers that had left Dover in the early morning, among them being the "KING GEORGE V". Each as they passed the "LOCHGARRY" gave us a hearty wave of hands and bonnets. All of them soon passed; on our port bow was a British Destroyer, and one which we recognised as the one funnel
Polish Destroyer. They were going round in a circle which was gradually getting smaller, both of them, I believe, taking cross bearing on a submarine.
When the circle got to the smallest possible round they each dropped several depth charges about the same spot. We were watching for wreckage, but did not successfully. see any. This would be the smallest depth at which a submarine could operate
A while later the Mate said he saw what appeared to be a spent torpedo on the surface, but I did not see it. But if there was a submarine in that circle he certainly is there yet! Now we were in the channel from which the enclosed photo was taken (bottom picture), and the Mate and I argued as to whether it was whin bushes or men that covered the sand dunes. On looking through the binoculars we found that what appeared to be whin bushes were really armies of the B.E.F. It was hardly credible, but true, the beach was strewn with wrecks of ships at all angles, and motor lorries which were hardly visible, being camouflaged, were dashing backwards and forwards.
We steamed along the channel which was some ten miles to Dunkirk Breakwater.
The Breakwater was fully occupied when we arrived there - two and three steamers abreast. They were the steamers that had passed on the way in, and as many destroyers, and who would be at the outer end of the Breakwater but the
S.S. "KILLARNEY" our sparring partner. This was a great surprise. How did she get there? We left her in Dover, and they certainly did not pass us on the way. But the secret was that the "KILLARNEY" was not degaussed and for that reason they came by a different route from us! She was loaded with troops to full capacity and had a very heavy list to starboard, away from the Breakwater, and it was apparent that there was something wrong. Her belting had caught on the Breakwater with the falling tide; eventually the belting gave way and she was free to go, and backed out of the Harbour, closed up to us and waved, then full away the way she had come good luck to them.
The/

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37
code is Doe to
The tide was low, and falling, and we had to wait our turn in the offing.
The channel was narrow and shallow. My ship was very slow to respond to the helm in such shallow water. The current was fairly strong and sweeping us or
STORE BALL CBP & STATE STATES ROZ
in a westerly direction. I was greatly concerned as to whether there was sufficient water alongside the Breakwater for the "LOCHGARRY" as we were drawing 16 ft. of water by the stern, and if there was a possibility of
JBP
sticking in the entrance to the Breakwater, for if the vessel grounded in that particular part not only would I have to wait till she floated again, but the entire traffic to the Breakwater, in and out, would be suspended. This would be disastrous when every moment counted a day. There were much larger vessels than the "LOCHGARRY" at the Breakwater, but they were shallow drafts. But the "KILLARNEY" was in and out, and there was not much difference between our drafts. A shallow draft vessel which was in the offing with us quickly
OF
manoeuvred and nipped into the "KILLARNEY'S" berth which should have been ours
1991
by turn. The next available berth I could see was well up the Breakwater e.b.e.
where the water was even more shallow, so we slipped into it without any mishap and immediately commenced embarking troops on three gangways which were used rigged up temporarily fore and aft.
know
There we met two very brave and cheerful men - the Commander and the
Lieutenant Commander, who were carrying on their work and directing operations as if no danger existed. There was no bustle or commotion, but everything was orderly and well regulated. The Jerry shells were dropping in the
Harbour about 50 yards from the bow of the "LOCHGARRY" at 11.25 a.m. when we were fixed in our berth, but they did not appear to explode, and all of them could be heard coming, screaming through the air, through the smoke and haze, and dropping in the very centre of the harbour. They had the range perfectly.
Well, it was all right so long as they did not alter it a degree the one way or the other. There was nothing but thick black smoke and fire everywhere round the harbour, and parts of several sunken vessels were projecting in the inner harbour at low water.
A destroyer came alongside of us and loaded his complement over our vessel. While this was taking place we had our first sample of an air raid, as the pall of haze to the westward had now cleared up and the sun was breaking through the clouds, and the day generally was brightening up and getting warm.
The Jerry planes we saw as mere specks in the sky, working sunwards to get in a straight line between us and the sun, then swinging round and,
"Ere he pounces in the ring,
Selects the object of his spring".
When they started on the dive, down sun, you could hear the death zoom getting clearer and clearer, down and down they came, the A.A. guns on the destroyers going like electric sewing machines. In a fraction of a second, about the time the bombs were due to arrive, there was a mighty roar and a blast of hot air which nearly carried us off our feet. The destroyer had fired one of his heavy guns which burst a shell in front of the enemy and shattered him and his bombs to matchwood. I don't think that pilot had time to jump in his parachute at least I did not see him!
The next wave came along shortly after, and the tactics on both sides were somewhat similar to the first. Then the embarking went on as before.
I had hoped to count the exact number that came on board, and told the Mate to place a man at each gangway to count. The man who was placed at the forward gangway had a yarn with every one that came on and soon forgot the count. The man at No. 2. gangway, which was constructed of oars across the lifeboat, told me when I asked him for the count, that it took him all his time to keep the men from falling in the water, far less count them. The man at No. 3. gangway did not know he was supposed to count until nearly half the troops were on board; and then what about the ones that were passing through to the destroyer? It was hopeless! However, the estimated number on board the "LOCHGARRY" was about 2,500, and we cast off the Breakwater at
2.00 p.m.

STATES
woll and
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38
LETER
SEW
A tug boat was told off to give us a lift off the Breakwater by the due of ern, as there were three destroyers abreast astern of us. He made fast r starboard quarter rope to his bow and pulled sternwise. He did his job
TO
one
DO well, pulled us well out, and when he thought we were going too far across
DEPARTMENT
sit.
e endeavoured to straighten us up in the channel by giving us a "nose off"
DEPARTMENT
under the counter and thus cutting our D.G. in two places. I did not want his "nose off" the pitch of the propeller and the helm would have straightened us up nicely - and if that was not sufficient then I could have given her a kick ahead on the starboard helm, which would certainly have done the trick. But and the tug boat captain did not have the necessary patience. A Clyde tug boat master would never have done that. What a mess! The D.G. wire having been cut in two places quickly short circuited, and caught fire under the counter.
and
X
Some French soldiers on the opposite pier head noticed it first and raised the
HTUS
alarm. My toes began to tingle in my boots. Fire, with so many troops on board, fanned by a fresh westerly wind on the stern! Would it be possible to bassin get her round in the channel and head the wind before it caught hold, or would
I require to beach her on the sands and give them a chance to swim ashore?
I ordered the current to be cut off, by 'phone to the engine-room, and I
think it was already cut off, as the engineers had noticed something amiss on the switchboard. The mate and the second engineer were soon on the job with a fire spray, and the flames extinguished. It is true that we had all the fire apparatus fixed ready for action, and the sailors at their stations duri ng the time the troops were on board, but it happened so quickly and at a time when any person could not move about the decks on account of the crush.
The report that the fire was under control came with a great relief. All this happened while we were backing out of the harbour to add to other difficulties, and being under the counter of the vessel it was well nigh inaccessible to get at.
The mate and second engineer deserve every credit for having dealt with it so effectively and efficiently. I believe the mate was hanging like a monkey on a rope, directing the fire spray on the seat of trouble. However, that having passed over, everything was normal for a few moments.
I would here mention that we were at a disadvantage through the second mate leaving the ship at Dover the previous morning, so that the mate and myself had to share his duties between us in addition to everything else.
Having manoeuvred the vessel into the channel we were for a few minutes waiting for our escort, H.M. Destroyer F.34. "THE GREYHOUND", and on clearing the Breakwater he closed up on us and asked which route we intended going by,
Route X. or Route Y. or --, and while we were thus talking it was cut short;
the destroyer jumped, as it were, and made a series of twists and zig-zags in front of us. Well, I thought to myself, if you are going at that speed there's damn little hope of me keeping up with you! The next moment there was a terrific explosion close to the destroyer on her port side, but it was a miss.
Another moment and a column of water shot up ahead of us about 50 yards away.
No. 1 salvo for the "LOCHGARRY" also a miss! But the third salvo caught the destroyer fair amidships and ripped her side open, causing many casualties, I
would say, but the Commander was still on the bridge and her guns were active peppering away. It was apparent the vessel was out of action. I heard the telegraph to the engine-room ringing but could see no response from the engines.
I passed by the destroyer close to. The Commander shouted, "Carry on"; we then tore away full batter with a double ring on the telegraph, and zig-zagged so far as the channel would allow us.
We were left alone for a while. I was told before leaving that "the
Germans were shelling from the shore, but they were not very accurate". We were not shelled from the shore. We passed the vessel in whose company we had done part of the voyage going over - the "CLAN MACALISTER". She was evidently in a bad way her after-hold on fire and clouds of black smoke rising from her. I would say that she had received a salvo somewhere about her stern, and was either at anchor or not under way!
We had now overtaken and passed a small steamer very like the "LOCHSHIEL"
crammed with troops, her hold and decks quite full. On our starboard bow was the "GRACIE FIELDS", a minesweeper, full of troops going out, and a hospital ship going in on our port bow. They were both zig-zagging vigorously, as we were ourselves, but the "GRACIE FIELDS" got one salvo which stopped her engines, and she stopped, lifeless, and limped somewhere around the Kwint Buoy. The hospital/

Date use
PUBLIC
alde
SECURITY SEAL 8
- 6 -
40
was told the Bren gunner was hoping to get a shot at him when we closed
OF
up, but unless he had done this on his own bat I am sure that his superiors would not have told him to do so, as an enemy airman was much more useful
STA
to the authorities alive than dead. What would really have happened when nei we closed up to him is a matter of conjecture! The patrol boat signalled
"Alone in the plane" as we passed on.
I had an idea that the soldiers, when lying on their backs on deck, you would all fire a volley at an approaching bomber and get about a thousand now bullets into him at once - as there was heaps of ammunition on board but and the Commanding Officer objected to this, as their rifles were full of sand and rust, and would explode on board, which was very feasible. The Spitfire had just caught the bomber in the nick of time and saved us any further trouble!
Before dusk we sighted the North Goodwin Light Vessel and felt at home, although navigation through the Downs channel with so many sunken wrecks and other dangers was by no means a matter to be treated with a lesser degree of caution now in the darkness and haze, and with a compass that was at least a point and a half of westerly variation, unreliable and continually swinging on account of the degaussing wires having been cut. It was nothing better than a rough guide, and not to be trusted. And so we passed on through the Downs and passed the dangerous Goodwin Sands where, if a vessel once touches and ebbs for a tide, she is doomed to stick for ever on account of the shifting sands. From pillar to post we were getting the buoys in their order, until finally to the last, and then Dover Harbour.
On leaving the last buoy there was not a single object to give us any indication of Dover Harbour, or the entrances. Now, here was a problem!
I wished to goodness there was an air raid on and a flare of searchlights.
I would only have dropped the anchor outside the Harbour as a last resource, with so many aboard and eager to get ashore. Outside the Breakwater at
Dover was the danger spot of the channel magnetic mines and bombers occasionally. I did not have long to wait for my wish to be fulfilled. A
trail of tracer bullets, like rockets, and a hundred searchlights in the skye in the penumbra of which I could easily distinguish the entrances to the
Harbour, and by good fortune we were just on the dot, and a turn of the ship's head put her at a proper angle for the tide, and in we went, moving slowly towards the Admiralty Pier, where we berthed at 1.10 a.m. on the 30th May, 1940., and commenced disembarking the troops.
Finishing disembarkation about 5.30 a.m. we then shifted to the Outer
Harbour at 10.32 a.m. and were brought in to Ferry Jetty at 5 p.m., 31st May
1940, where the degaussing wire and other repairs were carried out before the vessel again sailed for the Clyde.
I herewith enclose a photo not of the "EOCHGARRY", but of a ship going through a similar ordeal of baptism. The arrows show, with respect to position, the points at which the "LOCHGARRY" got the two closest hits one over the fo'csle head, and the other by inches clear of the teak wood rail on the starboard quarter. The others were as wide off as those shown in the photograph. The value of zig-zagging a vessel under such circumstances cannot be too strongly stressed. I believe it saved us on all occasions when we were attacked. The Lewis guns are certainly a help, but a ship would require to have them in sufficient numbers. A vessel of the size of the "LOCHGARRY"
would bomber at least require as many more on her to have any chance with a diveto ward them off before actually coming down to the mast heads.
During the time in Dover at the Ferry Jetty where the repairing was carried out, the usual routine work of the vessel was being carried on without any special occurrences, and when finished and we finally took our departure for the Clyde I was sent for to see the Principal Sea Transport Officer, who complimented me on the piece of work we had carried through, and said, "It was grand". I felt that we had at least done something for our country, and if we were only once across the channel we had a real good load and got along with it without a hitch.
In/

TOTAL
ared ese and will S.LOS
- 7 -
4
THE STATE TE
DOE DEPARTMENT
In coming from the English Channel to the Clyde there was no great excitement. Passing the Isle of Wight on a beautiful afternoon we could hear machine-gun fire overhead, and could see shells bursting very
I
high up, but did not see any aircraft. This was the last we saw of the fighting in the channel. Going on our routing instructions we arrived on the Clyde the following afternoon, and berthed the "LOCHGARRY" snugly in
East India Harbour, Greenock, where we had joined her, and all's well.
eas the
August,
58d
Dear Sir,
What struck me most BD Dunkirk was the contross and office stay Xith which the N.T.O. and his mon moved about the narrow wharf shepherding the Stred troops 68 they slowly noved down towards the ships. While - W67% lying alongaide the where under continuous bombing they moved about gafee
It WOR certainly B good example to us,
We were amused at three soldiers (old timers) coming down the sharf arm-toare singing with a bottle stieking out of their pocket, they were not the least bit upset. An old firemen I bad wondered where they had been 20 lusky.
These three soldiers decided they would travel with us insteed of a destroyer that was loading beside us, and their Inck was still holding as that destroyer
W&B hit shortly after leaving Dunkirk, and B big number killed. This destroyer was our escort, 00 we had to carry on alone.
Our ship was filled up; 2,700 came dom the gangway, but meny more jumped aboard at other parts of the ship. No were alorgeide the whard from about 9 a.m. until 2 p.m. When we were leaving the what BD armed trueler, who was assisting us out of our berth, damaged our D.G. cable and set fire to the starboard belting aft. Mr Wallace, the 2nd Engineer, went art and ear the fire out. After be examined the eable he cene back to ISS is the englaeroom and reported the cable wes beyond repair, 30 we had to leave with no
D.G. gear.
After leaving the whard we 1n the engine-room SSW DO more of what vas happening on deck. However, we had plenty to Yeap us busy, as It turned out.
We could hear the planes swooping down, and 48 the boaths deopped round 738
electric bulbs and parts of the glass from the engine-room skylights caph falling down on us. The concussion and vibration was bad every time a salvo would drop us.
During this time every one on watch just kept moving about surrying out their various dubies, Our only discontert was the fact that we all bad our
Life-belts on. This made us very wash. The reason se has them on was the fact that the decks were 80 erowded, if anything had happened we could not got.
neer oux rooms. This bombing kept on will thout anything compening until about 5.45 p.m. when efter & heavy sheck the firemen on watch in the stokshold essa rubbing into the engine-room to tall me something was buret about the stants pipes, I ran into the stokehold, and to my great relief I found that all that mes wrong was a drain firem one of the steem pipes had opened with the shock, and was allowing steam to escape. When I weat back into the sogineroom and told Mr Waliace what this serong we had a good laugh.
Rowever, shortly after this WO received an artre beavy shock. I was area abo wes hit as the seemed to be lifted unt of the water. 1 was just coming out of the stokehold when I hourd the fireman shout. Whom X gob back Late the stokehold all the fixes were out and fuel oil sproving all aree the stotahold.
I sant word into the eagine-groom to Mr Bullece to slow the main angines does and take charge of the engine-recm 00 as wo would not loss the stumm 0,00 tao bollers, I managed to get the damaged oil with isolated and got the stand-by unit under way. WIthin tax intentes we were may full speed again. the concession/

Sa
143
OF
at and
S.S. "LOCHGARRY" AT DUNKIRK.
42
R
190
TOTAL
Letter to Mr J. L. Roxburgh, Superintendent Engineer, from Wm. McKillop, Chief Engineer, "LOCHGARRY".
25th
August,
1940.
way
Dear
Sir,
What struck me most at Dunkirk was the coolness and efficiency with which the N.T.O. and his men moved about the narrow wharf shepherding the tired troops as they slowly moved down towards the ships. While we were lying alongside the wharf under continuous bombing they moved about quite unconcerned.
It was certainly a good example to us.
We were amused at three soldiers (old timers) coming down the wharf arm-inarm singing with a bottle sticking out of their pocket; they were not the least bit upset. An old fireman I had wondered where they had been so lucky.
These three soldiers decided they would travel with us instead of a destroyer that was loading beside us, and their luck was still holding as that destroyer was hit shortly after leaving Dunkirk, and a big number killed. This destroyer was our escort, so we had to carry on alone.
Our ship was filled up; 2,700 came down the gangway, but many more jumped aboard at other parts of the ship. We were alongside the wharf from about 9 a.m. until 2 p.m. When we were leaving the wharf an armed trawler, who was assisting us out of our berth, damaged our D.G. cable and set fire to the starboard belting aft. Mr Wallace, the 2nd Engineer, went aft and saw the fire out. After he examined the cable he came back to me in the engineroom and reported the cable was beyond repair, so we had to leave with no
D.G. gear.
After leaving the wharf we in the engine-room saw no more of what was happening on deck. However, we had plenty to keep us busy, as it turned out.
We could hear the planes swooping down, and as the bombs dropped round us electric bulbs and parts of the glass from the engine-room skylights kept falling down on us. The concussion and vibration was bad every time a salvo would drop near us.
During this time every one on watch just kept moving about carrying out their various duties. Our only discomfort was the fact that we all had our life-belts on. This made us very warm. The reason we had them on was the fact that the decks were so crowded, if anything had happened we could not get near our rooms. This bombing kept on without anything serious happening until about 3.45 p.m. when after a heavy shock the fireman on watch in the stokehold came running into the engine-room to tell me something was burst about the steam pipes. I ran into the stokehold, and to my great relief I found that all that was wrong was a drain from one of the steam pipes had opened with the shock, and was allowing steam to escape. When I went back into the engineroom and told Mr Wallace what was wrong we had a good laugh.
However, shortly after this we received an extra heavy shock. I was sure she was hit as she seemed to be lifted out of the water. I was just coming out of the stokehold when I heard the fireman shout. When I got back into the stokehold all the fires were out and fuel oil spraying all over the stokehold.
I sent word into the engine-room to Mr Wallace to slow the main engines down and take charge of the engine-room so as we would not lose the steam on the boilers. I managed to get the damaged oil unit isolated and got the stand-by unit under way. Within ten minutes we were away full speed again. The concussion/

and
141
not
DUNKIRK OPERATIONS
OF
S.S. "LOCHGARRY"
Letter to Mr J. Purvis, Catering Superintendent,
From Mathew Pandelus, Chief Steward, S.S. "LOCHGARRY".
DOVER.
Dear Sir,
Just a note to let you know what we are doing down here. We have just got a message to go into the Harbour for fuel and water, after lying off
Deal for more than a week. All my men are doing fine and all seem glad we are going to get something to do.
There are air raids here every night which means we don't get much sleep, as we must be ready for anything that may come along. At night you can see the French coast all alight with fire and black smoke, and can hear the boom of the big guns quite easily.
I'm getting all the stores I require and everyone is very obliging.
Hope to hear from you soon.
Yours faithfully,
(Signed) M. Pandelus.
Chief Steward.
Well, Mr Purvis, I didn't get this letter posted as we didn't get alongside, and no one is allowed to take letters ashore while we are in the
Harbour.
We have just arrived back from Dunkirk and what a time we had! We left
Dover on a certain date about 9 p.m., and sailed out to the roads. We waited there until about 3 a.m. when we weighed anchor and sailed for Dunkirk. We followed a steamer which I learned was the "CLAN McALLISTER". We kept behind her until about 9 a.m., when we passed her, and on looking back about twenty minutes later we saw her being bombed and set on fire. It started on the after well deck. Not long after that she went down.
We carried on to Dunkirk; we had to wait quite a while to get inside the harbour as other ships were loading troops as fast as possible. We got in at last and started loading troops. This would be about midday. Shells were pouring into the harbour from shore batteries. Then about 1 o'clock we had our first air raid. About eighteen raiders came over and dropped bombs all around us like raindrops. We were very lucky we were not hit. We had our two Lewis guns replying as hard as they could; also a British destroyer alongside of us was giving them all they wanted. After dropping dozens of bombs they flew away and we were untouched. In about an hour's time they came back - only thirteen this time - and they gave us another dusting and again we got clear.
As these raids were going on there were four of my stewards and myself in the dining-saloon keeping the soldiers from rushing the doors, as they all right/ wanted to see what was going on. We assured them everything was all

- 2 -
45
right, and begged them to keep their seats.
By 2.30 we were loaded and almost ready for sea, when the raiders came back to pay us another visit - only three this time. Our troops
(about 2,500) were all lying down in saloons and staterooms, as they were dead tired. There was a large number on deck, as everywhere below decks was full up. We had also forty wounded on stretchers on the games deck.
After the raiders released all their bombs in this raid they machine-gunned xte the wounded on deck, one of whom was shot through the leg.
1890
One of the soldiers on the after well deck was using his Bren gun with good effect. He had two pals one feeding his gun and the other sitting
JOB
high up on the port crane with a pair of field glasses, spotting the Jerry planes. As soon as he saw one he shouted to the pal with the Bren gun, id
ID
"Here's a blue pencil coming, Jock! Let him have it!", and Jock did in good style. Jock had a shot at every plane that came over, and I understand he severely damaged two. Our chief officer and our gunner had hits on on several Jerry planes with their Lewis guns.
he it
About 3 o'clock we left the breakwater, but owing to the wind we is could not get the ship turned to the harbour entrance. We got the assistance ond
1
of a patrol ship to push our stern round, but she cut the degaussing wire r, aft, which went on fire. Our chief officer and second engineer soon got
1
ck it out. As soon as the electric current was switched off they sprayed the fire with the extinguishers which we had handy.
n
We got outside the harbour about a quarter of a mile, and waited for a
, destroyer to escort us across channel, when we were bombed again. Our escort was also bombed and disabled, with quite a number killed and wounded, so we had to proceed alone.
I can hardly describe all the bombing, as we were attacked eight times e
e in as many hours. About half way across the channel I saw two British bombers and a Spitfire making for England. Between two and three miles behind them came a German bomber. He was passing over a British trawler and
, we expected him to swing over to us at any moment. He was about a mile on our port side. The trawler fired one shot which blew the plane out of the sky. The pilot baled out in his parachute. Our friend, the Bren gunner, had his gun trained on him, wishing he was within range. He remarked to me that the "blue pencil" Jerry would never reach the water alive, but the hn to trawler picked him up.
We arrived at Dover about 11 o'clock, just in time for another raid,
3
but we got into harbour safely. I ordered my men to put on their life vests at the first raid, and handed out all the life-belts I had to the soldiers.
About half way across the channel, when things were quieter, I made tea and sandwiches for the wounded on deck and also for a number of the soldiers, and it was very welcome, as some of the poor fellows were starving.
Well, Mr Purvis, before I close I must tell you that all the officers and men behaved splendidly under most trying circumstances. I was at sea all the or last war, but never experienced anything like this. When the bombs exploded the blast and concussion damaged a large number of wash-basins and mirrors;
cups were thrown everywhere.
t
We landed the last of our wounded about 5 a.m. I then set up a table in the dining-room and gave the officers a right good meal. We didn't go to
S
bed. I got my men to clean up the ship in case we would be required again, not knowing the extent of the damage to our ship. I went round my men and
.
asked them if they would go back with me; the answer was, "Sure, sure!".
Well, Mr Purvis, I hope you are well. I will be glad to hear from you soon.
Yours faithfully,
(Signed) Mathew Pandelus,
Chief Steward.

mody me eu ow
SOUTHERN RAILWAY
138
MOYO
Os, of ow
1008.
GENERAL MANAGER'S OFFICE,
WATERLOO STATION, S.E.1
MONTHLY'
100.
qu
T
46
47
please
70
erence.
DIRTOR
the
.XG.1929/40
22nd October, 1940
to
September, 1940.
0.00
OF
SIR,
OF
Q1, my if you are yet in a position to letter of the 20th September and to
I beg to draw your attention to
STATE
as become available ion of British and French ves
BOOM
enquire return to us the original reports made by the Tilbury Contracting on the Masters of our vessels engaged in ch are normally employed the Dunkerque evacuation.
ne engaged upon contract he appeal for volunteers vice was answered by all st to the last man.
oppers proceeded to
I am, Sir,
Your obedient Servant,
K
each of the five vessels
Viey e general picture is that to
25
B. Missender
, dropped anchor, launched of the B.E.F. and French heavy aerial attack as theck
Lit
3, left Dunkirk again with ark hours of Friday night, during the course of
1st.
The Director of Sea Transport
Ministry of Shipping, he crews was John Tarry,
Berkeley Square House, dier on board out of the
Berkeley Square W.1
was transferred to ters varied only in vy swell running and
Iment, one salvo of ad the opportunity of
; some shrapnel falling to the unavoidable or troops picked up and brought back by ner could not be ascertained. During the operations one ship's boat with troops on board was blown clean out of the water and capsized by a bomb which fell close alongside withoutinjury to any one. She sailed about 9.0.p.m. and just after leaving she with odd pieces of wood, who were rescued. During her passage sighted a small dinghy manned by five French soldiers rowing back, enemy ships and aircraft were encountered. An air fight took place overhead, and she was forced to make several detours finally disembarking the troops at Ramsgate.
By way of recognition of their gallant services, the owners have been able to obtain the special consent of the Board of Trade to the issue to all the officers and men concerned of the Merchant
Navy Badge. It is understood that several individual names have been mentioned in despatches.
S

STAM
JANSINGO
138
EXTRACT FROM THE 'P.L.A. MONTHLY'
47
September, 1940.
asd
ECHOES OF DUNKIRK.
3
The following further information has become available
STATE
regarding the part played in the evacuation of British and French soldiers from Dunkirk by the vessels of the Tilbury Contracting
9AY
THE
& Dredging Company, Limited, most of which are normally employed in the Port of London but were at the time engaged upon contract work for the Admiralty at Portsmouth. The appeal for volunteers for despatch on secret and dangerous service was answered by all the crews (some 76 officers and men) almost to the last man.
On Friday morning, May 31st, five steam hoppers proceeded to
Dunkirk.
Upon their arrival off the Beaches, each of the five vessels had different individual experiences. The general picture is that they all got as near in-shore as possible, dropped anchor, launched life-boats to assist in embarking members of the B.E.F. and French troops indifferently, and after enduring heavy aerial attack as well as an artillery bombardment for hours, left Dunkirk again with the rescued troops on board during the dark hours of Friday night, landing her troops at Ramsgate or Margate during the course of
Saturday, June 1st.
The only casualty of any kind among the crews was John Tarry, a deckhand, who in assisting to pull a soldier on board out of the water unfortunately ruptured himself, and was transferred to hospital upon returning to England.
The experiences of the individual Masters varied only in detail. One vessel on arrival "found a heavy swell running and was subjected to very severe aerial bombardment, one salvo of bombs falling only a few yards away. She had the opportunity of seeing several German aircraft brought down; some shrapnel falling on the ship without hurting anyone. Owing to the unavoidable confusion the exact number of troops picked up and brought back by her could not be ascertained. During the operations one ship's boat with troops on board was blown clean out of the water and capsized by a bomb which fell close alongside withoutinjury to any one. She sailed about 9.0.p.m. and just after leaving she sighted a small dinghy manned by five French soldiers rowing with odd pieces of wood, who were rescued. During her passage back, enemy ships and aircraft were encountered. An air fight took place overhead, and she was forced to make several detours finally disembarking the troops at Ramsgate.
By way of recognition of their gallant services, the owners have been able to obtain the special consent of the Board of Trade to the issue to all the officers and men concerned of the Merchant
Navy Badge. It is understood that several individual names have been mentioned in despatches.
S

136
SOUTHERN RAILWAY
GENERAL MANAGER'S OFFICE,
HONE
_00 5100.
WATERLOO STATION, S.E.1
reply please
T
49
this reference.
H. XG. 1929/40
20th September, 1940
"Worthing" No. 30
For the attention of Mr. Bellamy
48
2nd June, 1940.
Sir,
I now have pleasure in enclosing the original reports made by the Masters of our vessels to our Docks and Marine
Manager in connection with the from N.O.I.C. Ramsgate,
Dunkerque evacuation.
Dunkirk at 20 knots.
AtI shall be glad if you will return ad ahead and were them as soon as you have extracted of them detached, such information as you require hip. I increased to 24 knots and my helm
The enemy aircraft then attacked with bombs
As the ship was then swinging very am, Sir, helm n starboard quarter port bow and Your obedient Servant, side. Two of the boigbs fell within three or four
In the Concussion engine room, was TeT perm [.).Missenden castings were broken but this was quickly
Some and as we are making amount of
Lun hain locker I surmise
The Director of Sea Transport, at the time, no other
Ministry of Shipping, barges.
Berkeley Square House,
Wind was Berkeley Square W.L.
1 at the time I was carrying all the marks hip according to
ENC
of doubt, a deliberate
For possible
I would suggest that this peed is one means of
Rewiking the dive
I
to your conduct and loyalty all
DD
board.
action. BA
its socket;
I am, Sir,
Your obedient Servant, the ship was out or C.G.G. Munton. (sgd.)
out and no Master.
to to
The
Report of trip when bombed.
Performed a previous trip to
Dunkerque.

THE
SM30
136
1992
49
S
PY.
H.C. "Worthing" No. 30
2nd June, 1940.
UO I she
R.J. Cardy, Esq.,
Divisional Marine Manager,
Sir,
I have to report that according to orders from N.O.I.C. Ramsgate,
I proceeded from Downs today at 12.55 hours for Dunkirk at 20 knots.
At 14.32 hours 12 aircraft were sighted dead ahead and were immediately recognised as enemy aircraft. One of them detached, dived at me, and commenced machine-gunning my ship. I increased to 24 knots and put my helm hard a starboard. The enemy aircraft then attacked with nine bombs of heavy calibre. As the ship was then swinging very fast on her helm the bombs fell on starboard quarter and port bow and one amidship off the starboard side. Two of the bombs fell within three or four feet.
Concussion was very violent assu some pipe castings were broken in the engine room, permitting water to enter, but this was quickly remedied. Some superficial damage is sustained and as we are making a slight amount of water in the fore hold and chain locker I surmise the plates are started on port bow. There were, at the time, no other ships in sight with the exception of two sailing barges.
Wind was N.E.2.3. Visibility very good and at the time I was carrying all the marks and signs of a hospital ship according to
Geneva Convention and this was without a shadow of doubt, a deliberate and sustained attempt to destroy a hospital ship.
For possible future guidance for fast ships I would suggest that from this experience, to keep circiing at high speed is one means of baulking the dive bomber.
I would bring to your notice the exemplary conduct and loyalty of all personnel on board.
I am, Sir,
Your obedient Servant,
C.G.G. Munton. (sgd.)
Master.
Report of trip when bombed
Performed a previous with to
Dunkerque.

135
J. Cardy, Esq.,
Divisional Marine Manager,
50
Newhaven.
re Hospital Carrier "Paris".
On Sunday, June 2nd, 1940, the Hospital Carriers "Worthing" and
"Paris" were anchored in the Downs under half an hour's notice.
only
Orders were received for the "Worthing" to sail at about 13 hours
B.S.T. and the "Paris" at 15.05 B.S.T.
At 14.38 B.S.T. my Wireless Operator intercepted a message saying the "Worthing" was being heavily bombed between U and W buoys, believed making water - and was returning at full speed.
120
On account of this message I made a radio message to the Naval
Officer in charge, Ramsgate, as follows:
to
"Re Worthings affair am I to carry out previous received orders".
After a considerable period, Deal called me up by morse, asking why delay in sailing to Dunkirk.
Ittnu
BU
I replied by flag signal that I was awaiting a reply to my radio message.
At 16. 48 B.S.T. I received a radio message to proceed.
I at once weighed anchor and proceeded to Dunkirk.
I
Between the North Goodwins Light Ship and W buoy we ran into thick fog, but approaching W buoy the fog cleared. to
In the close vicinity of W buoy, three enemy aircraft approached from the landside
From my own ebservation two of these circled around.
I immediately gave the order to "Hard to Starboard" the wheel, but before the effect of this order operated, two planes dropped bombs very close to the ship, the explosions causing steam pipes to burst in the engine room and putting machinery and lighting out of action. Also No. 2A lifeboat was blown inwards lifting the foremost davit out of its socket.
As the ship was out of all control, I ordered lifeboats to be swung out and lowered to boat deck level, and part of the personnel to take their stations in the boats.
The carpenter sounded the wells, and reported that the ship was ed not making water.
for
On the strength of this, I decided to keep the remainder of the crew aboard, in the hope of a rescue ship being able to tow me back se to Dover.
es
Immediately after the bombing, the Wireless operator sent an A.A.A.
us message by the emergency set, as the mains set was blown to pieces.
We also hoisted the distress signal - fired rockets, and hoisted ensign upside-down. About 50 minutes later, a flight of about fifteen enemy planes approached from the same direction, three of which broke off, circled the ship, and dropped about ten bombs.
One

force occupants One of of the into these explosion the either water. blew went the through bows right the bows off, of throwing No.2B boat all
IBNOT
explosions
The ship of was these severely bombs. shaken and damaged by the of rescue Remaining of those life-boats that were were in the immediately water. lowered and sent the water, immediately swamped as part of No.4B her side boat was when lown.in.
The Prince board. Myself, the Chief Officer, and Quarter-master Capps were lef
LOVER. Watch
We off then her A Naval went into speed-boat the to No. speed 4B boat boat. approached which was about swamped this and time took and the took occupant bevel us Off fell
As the from ship was so badly damaged, and there struck her.
casualties to abandon the ship. the bombing, and anticipating another were attack, a number I deci of through
May
Loading bearing many boats the cast adrift. 87", when all personnel were transferred us until to her we IDE an tug The "Foremost speed-boat picked up all lifeboats and towed with her
Ausher back
27th provisions
3
The tug then proceeded to Dover, and landed everyone there.
boat believe to ship have was in sight but a small motorcraft which of the speed
From no before the first attąck, until the arrival
29th took no notice been a decoy was stationary close to the personally I and
Course bombed, immediately of our steamed signals away. of distress, but on the ship Red being buoy, behavious of my Officers and crew. The discipline to stress the
During the whole of these operations, I wish
At every no performance time being carried out with calmness and was precision. excellent was any panic shown.
of Jud to
JDO
(Signed)
E.A.
Biles.
Master.
ad gide
5th June, 1940. 03 INC BA gnowe of
BBW
Issae
Jon to
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essely v.d ne of befalor onle tuode
TO SETUS admed

Isnol force of the explosion blew the bows right off, throwing all
One of these either went through the bows of No.2B boat occupants into the water.
explosions of these bombs.
The ship was severely shaken and damaged by the verrects rescue of those that were in the water. No. 4B boat when lowered to th
Remaining life-boats were immediately lowered and sent to
Lord Pri the water, immediately swamped as part of her side was blown in, board. Myself, the Chief Officer, and Quarter-master Capps were left
Tell
A Naval speed-boat approached about this time and took us off
We then went to No. 4B boat which was swamped and took the occupants off her into the speed boat.
her.
thro
As the ship was so badly damaged, and there were a number of
WAS
casualties from the bombing, and anticipating another attack, I decide to abandon the ship.
with her
The speed-boat picked up all lifeboats and towed us until we met boats cast adrift.
the tug "Foremost 87", when all personnel were transferred to her and
The tug then proceeded to Dover, and landed everyone there.
boat believe no ship was in sight but a small motorcraft which personally I
From before the first attąck, until the arrival of the speed took to have been a decoy was stationary close to the Red buoy, and bombed, immediately steamed away.
no notice of our signals of distress, but on the ship being behavious every of my Officers and crew. The discipline wish to stress excellent the
During the whole of these operations, I
At no performance time was any being panic carried shown. out with calmness and was precision.
VISV admod Jud
(Signed)
E.A.
Biles.
5th 03 Master.
June, 1940. besewol 8BW qide BA
7938W anixem Jon
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you
REPORT OF PART PLAYED BY H.M.H.C. "ISIE OF GUERNSEY"
in the evacuation of Dunkirk.
26th May 1940
Having received orders from Dover at noon, we proceeded towards Dunkirk in company with the Hospital Carrier "Worthing" and Transport "Monas Queen", following the route given by the Naval Authorities. At approximately 4.0 p.m. as we approached Calais, which lay in ruins under a heavy pall of smoke, two British destroyers crossed our bows, hove to and commenced shelling the shore Batteries who promptly returned the challenge. To avoid this No Mans land we were forced to Deviate, as our proper course would have taken us between the combatants. Whilst carrying out this manouvre, enemy planes appeared and commenced bombing the convoy but none of the three vessels were struck, although bombs fell very close.
Arriving off Dunkirk, which was under an even heavier pall of thick black smoke than id
Calais, we manouvred our way inside through the various wrecks of vessels which had been struck by bombs and the "Worthing" having been made fast to the Quay we moored alongside her. A few moments after our arrival streams of motor ambulances arrived threading their on way through the columns of troops who were not so seriously wounded and were able to walk. ne
Loading was commenced immediately and every member of the ships Crew assisted in stretcher t bearing so as to facilitate the loading. By 9.55 p.m. both Hospital Carriers were loaded is with as many as they could take, the "Isle of Guernsey" having 346 cases on board, and as ond her number of cots is only 203, many of these cases were accommodated in between the cots r, on the deck along corridors, in fact wherever it was possible to put a stretcher. The ck voyage back to Newhaven, via Dover passed without incident and was completed by 4.53 a.m.
on the 27th May. At 11.47 a.m. on the same day, unloading having been completed, Water, provisions and Oil fuel taken aboard we proceeded to Dover for orders.
X
May 29th 1940.
At 5-16 p.m., having received orders, we proceeded towards Dunkirk, following a course which took us well clear of Calais. At 7-12 p.m. we stood off for a while because of an engagement between aircraft and a British destroyer immediately in our track. At
7.30 p.m. an airman was observed descending by parachute close ahead of us and the vessel was stopped to savePhim. One of the seamen went down a rope ladder to assist the ariman, but before he reached the bottom, 10 enemy planes attacked the Ship with bombs cannon and machine guns. By a miracle none of the bombs struck the ship, although considerable damage was done by the concussion, shrapnel, cannon shells and machine gun bullets.
British fighter planes drove off the enemy and we proceeded towards Dunkirk with a terrific air battle taking place overhead. Arrived off the port at 8-20 P.m. we found it was being bombed and shelled, and we had orders from the shore to keep clear. Returning along the channel in company with two destroyers, we later received orders to wait until darkness had fallen and then return to Dunkirk, At 11-30 p.m. we entered between the breakwaters, the whole place being brilliantly lit up by the glare of fires, burning oil tanks etc., and managed to moor up alongside what was left of the quay at 12-30 a.m.
Loading commenced at once and by 2-15 a.m. we had taken on board as many as we could numbering 490. All the crew and R.A.M.C. personnel behaved lendidly throughout, carrying on with their duties and doing their utmost to load the ship as quickly and as fully as possible, although the ship was shaken every few minutes by the explosion of bombs falling on the quay and in the water. Leaving the quay at 2-15 a.m. we proceeded out of the harbour and just outside we found the sea full of men swimming and shouting for help, presumably a transport had just been sunk. As two destroyers were standing by picking these men up, we threaded our way carefully through them and proceeded towards
Dover. It would have been fatal for us to attempt to stop and try to save any of these men, as we made such a wonderful target for the aircraft hovering ahead, with the flames of the burning port showing all our white paintwork up. Everything was comparatively quiet on the way across, except that just before we got to Dover, a patrol boat headed us off as we were heading straight for a recently laid minefield. Arriving off Dover at
7.0 a.m. we received orders to proceed to Newhaven and arrived at that port at 11-15 a.m.
No further trips were made to Dunkirk, because by the time our damage had been repaired, the evacuation was completed.
(Signed) E. Hill
(Signed) R.F. Pembury
Master
Chief Officer.

132
Sir,
53
H.M.H.C. "DINARD" No. 28.
As instructed, I beg to report herewith on my recent experiences in connection with the evacuation of Dunkirk.
We made two trips, the first on May 28th, leaving the Downs anchorage at 2.02p.m.
We went by the northern route, arriving off Dunkirk beaches at 6.30 p.m., the only other vessels about at that time being three small destroyers. We had some difficulty in obtaining instructions; eventually one of the destroyers asked us if we would go alongside the Jetty. This we did, and berthed at 8.10 p.m.
Our R.A.M.C. staff went ashore to contact, and assist in carrying the wounded down the pier, whilst we on board organised ourselves into parties to get the wounded aboard, and carry them to the various wards. We had no gang planks supplied, so had to utilise planks, skids, and anything suitable that would span between ship and pier, during which time the ship continued to range and could not be kept still alongside.
However, we managed somehow to get the wounded aboard; 271 stretcher cases and 13
n
R.A.M.C. personnel, and being assured that there were no more available, we cut our moorings and proceeded to back out.
We had difficulty in finding the channel as several of the light buoys were not functioning. We managed it, however, without any harm coming to us.
At about 1 a.m. on the 29th we were attacked by torpedoes, two being fired at us from the starboard quarter. The water being very luminous that night, it was very easy to see and avoid the attack, one torpedo passing ahead and the other astern.
Some minutes after this we heard a heavy explosion astern of us, and saw what appeared to be smoke and steam well back in our wake. This took place between
Kwinte Bank Whistle Buoy and West Hender Whistle Buoy.
We had several narrow escapes from collisions as we were meeting dozens of ships coming along without lights, and the weather misty.
One destroyer actually touched our belting on the starboard side, going very fast.
We arrived back at the Downs at
4.30 a.m., and on to Newhaven berthing at 8.35 a.m.
Ouic second trip to Dunkirk on May 30th commenced at 0.40 p.m. from the Downs, this time taking the Western route via U.V.W. Buoys. We arrived off the entrance at 7.34 p.m. and proceeded to go in, but were instructed by H.M. Destroyer to go out re again until dark. We remained outside until 9.45 p.m. and at 10 p.m. we berthed well down the pier. During the whole of this time shells were bursting about us, enemy planes were continuously overhead, and bombs were dropped all round us, but none near enough to damage us. Whilst alongside, shell fire was very intense, and planes overhead were giving the range by Verey lights. The pier was damaged, and men coming along the pier to destroyers to seawards of us, were being wounded and billed.
Shrapnel from bursting shells was continually coming aboard. We found great difficulty in making contact with those in charge of wounded, the same condition prevailed regarding gangways, having to use planks and skids as best we could. The range was getting very close at this time, shells falling and bursting not more than
20 yards from our vessel, causing her to rock and range. It was with difficulty we kept our improvised gangways intact. The water was falling, and our draft being
13'6", we decided when 14'6" was reported to me, to prepare to get out. We still found difficulty in contacting the wounded, and at 11.45 p.m., the water being under
14'6", we cut our moorings and backed out.
We made our way down the channel by steaming close to the buoys and using an electric torch to identify their markings. We had no idea what wrecks we should find in our way. We steamed cautiously however, to the end of the channel and eventually made our way back to the Downs. We were under shell fire to the end of the channel 3 W. Buoy.
During both these expeditions I cannot speak too highly of the conduct of the crew; officers, engineers, sailors, firemen and stewards did everything in their power to assist me in every way, getting the wounded aboard over these improvised gangways, with the distumbed water causing the ship to shake and range continuously, carrying stretchers, standing by to sound our depth, carrying men wounded alongside, aboard, and a dozen and one things. They were splendid, I cannot draw attention to any special case.
/The

54
Jant
B
The engineers deserve great credit, giving us all we asked for from carrying
ASV ism Car Jasw on any stretchers to giving us the last ounce in manoauvering. With one or two exceptions, every man was ready to go over again, but circumstances were such that we were not required.
I trust that the devotion and loyalty of these men (and one woman a stewardess of 59) will not be forgotten.
I remain,
Your obedient Servant, nwo asods
(Sgd.) J. Ailwyn-Jones.
on
10
Master.
19
n on ne t
is or r
cl to to enter completed.
we left Newhaven
04.38. We received and at 06.34 left the men off Calais me were coast, several shelle falling
PERMS a Yessel shead of me between wwwjected to shell fire from another prudent to return to Dover for
AS 08.89 arrived off Dover.
P.T.O

STATE
STATE
131
OF
UPOX
55
For
COPY.
OF
H.C.T.S.S. ISLE OF THANET.
Report of Trips to and from Dunkirk,
On 23rd May left Newhaven at 00.08 bound for Dover for orders and arrived off Dover at 03.38. Immediately we received orders to proceed to. the Downs and anchor. 10.45 destroyer L.0.2. gave orders to follow him to Dunkirk. At 14.17 we arrived at Dunkirk and an air raid was in progress. H.C.T.S.S. Worthing lying at quayside berth and H.C.T.S.S.
Isleoof Thanet took outer berth, both vessels lying alongside each other. At 14.49 we hove astern to quayside berth to await casualties.
There were continuous air raid warnings and numerous German planes kept hovering overhead but no bombs were dropped. Ship moored head up by Gare Maritime which had been bombed before our arrival. Gun firing id continued from ships and shore batteries at frequent intervals,
18.00 we commenced embarking casualties and at 19.50 the embarkation was completed. Number of wounded on board totalled 296. At 20.37
in order given Standby below and we were outside harbour at 21.05. Heavy ne pall of smoke hung over the coast this coming from fires around the docks caused by bombing. At 22.57 arrived off Dover and received
S
orders to proceed to Newhaven. At 23.15 we were on our course. At ond
02.20 on 24th we arrived off Newhaven but were detained for 45 mins.
r, for signals. At 03.48 we moored alongside at No. 2 berth and at 6.20
ck the disembarkation was completed. Vessel on immediate notice.
besga
On morning of the 25th we again left Newhaven at 11.46 and arrived off
Dover at 15.16. At 15.56 received orders to proceed to Dunkirk adcompanied by s/s PARIS. Ships off Calais between us and the shore being shelled by German batteries in wood west of Calais.
Arrived at Dunkirk at 18.15 "Canterbury" moored at Gare Maritime on our arrival. We moored alongside her with the s/s "Paris" on the outside berth. s/s "Canterbury" sailed at 19.10 and we took quayside berth.
X
At 22.00 commenced loading and air raid attacks were frequent during the whole period of embarkation. One salvo of bombs fell close to vessel, but although vessel was sprayed with shrapnel no damage was done. Fires were raging all around the docks and lit the quayside where we were lying, the white painted vessels shewing up prominently.
Loading of casualties was completed at 01.00 on the 26th. total number on board 608 casualties. Left Dunkirk quay at 01.15 and proceeded to
Newhaven. Arrived off Newhaven at 07,20 received signals to enter at 07.30 and moored at No. 2 berth at 08.00. At about 08.30
disembarkation of casualties commenced and at 11.15 completed.
Again, on the morning of the 27th at 01.10 we left Newhaven for Dover for orders, arriving off Dover at 04.38. We received orders to proceed to the Downs until 06.30 and at 06.34 left the
Downs and proceeded to Dunkirk. At 08.00 when off Calais we were shelled from batteries on the French coast, several shells falling close to my vessel. At the same time a vessel ahead of me between
Calais and Gravelines was being subjected to shell fire from another battery on the coast. I deemed it prudent to return to Dover for alternative route instructions and at 08.59 arrived off Dover.
At/

At
09.30
reported
SOUTHERN RAILWAY
Chief
Engineer
Northern tank. No route leak to could Dunkirk, be located, that which only but 4' owing water to remained longer in OPY
Middlekirke 17.09 abreast route and I proceeded chart Bouy. and At on I At requested my 17.50 15.30 way spoke to fresh him Dunkirk to water Master via tanks H.C. Downs, Dover were time wouth tour North Goodwin and have ref fresh undertaken, water tanks. I requested permission I to knew enter by this reserve
BiddlMarine Esq. Manager, off uistance the the last N. town mentioned away Goodwin of the nationality marks Light we vessel. of which to a is plane fall into sea At required near s/s Canterbury Ostend. At Nieuport 21.18 we and arrived anti aircraft unknown. batteries At 20.49 Between in were
Bouthampton. sir, ton. O.H.M.S. the.s. at honour enishmellent with wi report of ST
casualties were came out the that of Dunkirk vessel in and and Dunkirk signalled that East by Roads more were and seen We the instructions. H.C. Worthing and myself it was impossible that all to taken at at I 1930 Afterd on 30th made the May. coursels took of an a +
moving were. approximately across 02.54 I then I gave received proceed orders orders to the At Downs to 02.10 proceed and arrived at turned 02.40 off vessel these Dover and ente and
No survivors. were survivors Tug once "Lady and Brassey" search sinking was amongst a and 4
causing I struck lowered her this to at vessel, by heel bows over which towards and proved Dover Full to Speed to At orders untill Dunkerque the raid At and the Roading 90 was At ons gi 02 $
instructi as back found, examined was not and letting damage I came then and proceeded out sounded from Dover at alow the and wreckage speed assisted to for Newhaven, search. boats
Newhaven buckled. 03.40 Bow I proceeded rudder and forced over to starboard angles water. Five Damage to plates round. ship. to each stem Ascertained bow as badly follows:-
that from steered small The from vessel just N. east was GO
cord w at No. 8 berth at 10.51. at 1325 Pilot assisted to boarded Newhaven by at tug at 11.32. Foremost slow speed Entered No. and 22. harbour arrived and off berthed boimed
JA
for
(Signed)
A.J.
Hammond.
Master.
of they er no beach weach off wast Bithe on sh
Je on fereves
,nisyA
id betwe cond
$8.000
12
stuar

SOUTHERN RAILWAY
At
09.30
reported
Chief
Engineer
Northern tank. No route leak could be located, that only but 4' owing water to remained longer in reserve
OPY.
fresh undertaken, I requested to Dunkirk, permission which I to knew enter by this
Middlekirke 17.09 water I proceeded tanks. on At my 15.30 way fresh to Dunkirk water via tanks Dover were full have by ref abreast route and N. chart Bouy. and At I requested 17.50 spoke him to to Master H.C. Downs, Worthing North Goodwin and
R.P. BiddlMarine Esq. Manager, re the last Goodwin Light vessel. follow in my wake. who off uistance the town mentioned away of the nationality marks we witnessed of which 20.29 a is plane Middlekirke fall into Bouy. sea At 18.11
Southampton. sir, the at honour with th s/s near Canterbury Ostend. At Nienport 21.18 we and arrived anti aircraft unknown. batteries At 20.49 We in were casualties were came out the that of Dunkirk vessel in and and Dunkirk signalled that it East by Roads more were that and seen taken I 30th instructions. H.C. Worthing and myself was turned impossible the all to ente at moving were approximately cancelled. across 02.54 I then I gave to received proceed orders orders to the At Downs to 02.10 proceed and arrived at 02.40 off vessel these Dover and and at untill 1930 Duringsting During During thus on coursel took Road causing I struck this vessel, by bows which towards Dover Full Speed to Newhaven. At orders were survivors. lowered her to at heel once over and search and proved sinking to a the raid At and the 90 was At o
No survivors Tug "Lady found, examined was Brassey" and damage I came then was and proceeded out from amongst Dover at alow the and Nos. wreckage assisted 3 and 4 for search. boats Reward buckled. back and not letting water. sounded round. Ascertained speed to Newhaven, that
03.40 Bow I rudder forced over to at starboard. right angles Five Damage to plates to each stem bow as follows:-
from steered The from just ea buoy a
Newhaven at No. 8 berth at 10.51. proceeded at 1325 Pilot assisted to boarded Newhaven by at tug at 11.32. Foremost slow speed Entered ship. No. and 22. harbour arrived and off badly berthed
W
becommos
00.88
JA
for
Intoj (Signed) A.J. Hammond. botred appeared
Master. 20
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DEVITTA
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01.10
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57
I swung the ship and berthed on the store jetty at the root of the East Pier and soon the troops started to board carrying badly wounded men on stretchers.
Shell fire continued; shells falling on either side of the
Pier, one damaging the handrail on the east side abreast of the ship, the pier is about six feet wide at this point.
Bombs fell at intervals from aircraft flying in the pall of smoke over the town and fires were observed to start in many places.
At 1001 having on board 650 Officers and men 18 wounded, 4
French and 2 Belgian Officers, the Naval Embarkation Officer decided to sail me as the shell fire was getting more and more accurate
I could probably have taken 20 or 30 more. The holds were full hut there was a little space on the forecastle head.
On leaving the Pier a number of shells fell on each side of the ship, one bursting under the starboard quarter. No damage was suffered to the ship or troops. The vessel lying ahead appeared to be damaged by this salvo (Malines).
The voyage back to Dover was uneventful except for a distant air attack on vessels arriving and a few shells falling over apparently from our unfriendly battery.
Dover was reached at 1640 after making a detour of some miles to avoid mines laid the previous evening.
During the passage my hands tended the wounded and provided tea etc., to the tired but wonderfully cheerful troops, until water ran out.
I would like to emphasise that the conduct of the whole crew was splendid throughout under most trying conditions. The engine room staff kept a constant head of steam and the many difficult manoeuvres were executed promptly. The Chief Engineer Mr. J.Bamforth shewed leadership of his men by his example.
The Deck Officers and men embarked the troops rapidly and filled the ship to capacity and carried stretchers from the quay. The helmsman Able Seaman S. Walker obeyed every order I gave him and shewed skill and coolness when entering and leaving the port, when the rest of the crew had to take shelter. We remained at Dover under immediate steam for four days but were apparently not again required.
I am, Sir,
Yours obediently.
(Signed) R.W. Morford.
Master.
When off the No. 3 beach in addition to many other craft sunk and aground our S.S. "LORINA" was observed, broken backed and aground.
R.W.M.

129
COPY.
58
USA
SOUTHERN RAILWAY.
S/S "WHITSTABLE"
Southampton SS.08
and
10th June,1940.
R.P. Biddle, Esq.,
Docks and Marine Manager.
dmos
OFO
Sir,
Our Divisional Marine Manager at Dover H.G. Wood, Esq. has instructed me to send you this report of what happened in regard to the above steamer during the Dunkerque evacuation May 29th.
Vessel at Southampton.
JR
16.15 Received instructions from Routeing officer to proceed to
B
Dover at earliest possible moment.
bebsol
20.50 Finished coaling, watering and victualling.
20.55 Left Southampton for Dover.
doesd and
May 30th. bried
07.30 Anchored of Dover, and waited for orders.
May 31st.
JB brie
01.30 (Approx.) Naval officer boarded with routes, and instructions to proceed to a position five miles East of Dunkerque, and pick up troops.
ed I to B to B
03.50 Left anchorage for Dunkerque.
08.20 Anchored close inshore at named Bray, in 21 fathoms of water. 30 S
of
09.45 Hove up anchor, as the tide was falling. TUO
09.56 Anchored further off shor e in 4-2 fathoms,
14.30 The one, and only boat with troops, which was brought to us came alongside.
(.bg8)
15.30 Left anchorage and proceeded to Dover owing to the fact that the ship was short of fresh water, and the anchorage was subjected to a severe bombardment.
20.20 Anchored in Dover Harbour.
20.30 A War Dept. tender took off the 14 troops which was all that I
had brought.
June lst.
20.55 Berthed alon side S/S "Hythe" at No.5 berth and watered ship.
I tried to get some bunkers but I could not get a berth alongside the pier.
June 2nd.
12-/0 to 12.30 Vessel proceeded from No. 5 berth to Anchorage in
Dover Harbour.
June 3rd and 4th.
At anchor awaiting orders.
June 5th./
P.T.O

June 5th.
Y900
12.30 Vessel berthed at No. berth and commenced coaling.
20.22 Left Dover for Southampton.
From soldiers The method rowed used off for in embarking boats the troops from bus
S.S.
the shallow draft launches until they were in water deach, was, boats to the ships at anchor, to take who them in in turn tow. The enough
H.M. Destroyers, whose my ship were the s/s port. Anchored off Bray besides carried the boats were towed to the numbers varied between two and sir wait and I of both six left hours that one Destroyers, boat was brought and it was alongside. not until The anchorage before for I did, Dover but at she the same time, she had arrived
It seemed to only succeeded in obtaining very dangerous me position, very unfair, while that we armed Merchantmen were kept 26 troops, up, and departed again in an hour ships or so. to the teeth came waiting in, loaded ina the beach, On my and arrival many at heavy the detonations anchorage thousands could be of heard troops could be seen on was Explosions quiet. were At about 1100 things began to hum, and the inland band but the beach nearer. At noon observed the to the Eastward coming gradually started.
air battle to leave. Almost immediately afterwards there and the ships there had shells were dropping in an anchorage nearer, and about 14.00 right over our heads which lasted for quite was a terrific At
14. 45 the the beach was machine gunned by three planes a long time.
plane fell planes into overhead had another scrap. During this and at about fell within out, and fell into the sea and was rescued. These pilot of one baled the sea and another fell on to the beach, battle the one whether the a quarter of a mile of the ship, but I could two planes it was planes were ours or the enemies. They not be certain have been impossible to distinguish their markings, and came I down so quickly they travelling at a speed of about a thousand miles think they must of which struck. Another plane came down further to the an hour the when pilot also baled out, and he landed well inshore. Eastward, which was my only exit, so I decided that it anchorage was time and I left. in
At 15.00 shells began to fall in our the channel
S i
(Sgd.) N. Baxter.
Master.
08.08
A
08.08
bed snot
28.08
shot of
01-81
nsvoc

Southern
YOU
thed at No.3 berth and commenced coaling.
C
Dover for Southampton.
From the shallow draft launches to take they were in water deep was, that soldiers The method rowed used off for in embarking boats until the troops from the beach, bits axoon
::
boats to the ships at anchor, who them in in turn tow. The launches then enough
H.M. Destroyers, off whose Bray numbers besides my ship were the s/s port. Anchored carried the the
Sir,
TTM
boats wait of were six hours towed to the Destroyers, varied and between it was two not and until five. 14.30, All the and
B.E. The at and anchorage I both left for that Dover one at boat the was same brought time, she alongside. The "GLENGARRIFF" after
It very seemed dangerous before to me very I did, unfair, but she that only we Merchantmen succeeded in had obtaining arrived 26 troops.
thever bad up, and departed position, again in while an ships armed to the were teeth kept came waiting in a single
On hour or so. in, loaded where and out no the beach, my and arrival many at heavy the detonations anchorage thousands of troops could be 08.08 seen on
Explosions was nearer. quiet. were At about observed 1100 to things the Eastward began could to hum, be and heard the inland band started. but the beach air there battle had At to noon leave. the Almost shells were immediately dropping coming in an anchorage gradually nearer, and and about 14.45 14.00 right the beach over was our machine heads which lasted afterwards for quite there was a the terrific ships At plane one baled fell the planes into the overhead sea and had another another gunned fell scrap. by three During planes this a and long battle at time. about fell within out, a and fell into the sea and on to the beach, the pilot one whether it was impossible the planes quarter to were of ours 8 mile or of the the enemies. ship, was but rescued. I could These not be two certain planes of have they been struck. travelling distinguish at a speed their markings, They and came I down so quickly of which At also Another baled out, plane and came he landed of down about further well a thousand inshore. to the miles Eastward, think an hour they the when must pilot which was 15.00 my only shells exit, began so I to decided fall in that our it anchorage was time and in the channel
I
left.
(Sgd.) N. Baxter.
Master.
B
berrodonA 08.08
A
08.08
.JABUOTO
bed bedtres 88.08
I
of Q1-S1
asvoc

127
COPY.
S.S. MAID OF ORLEANS
60
Southampton
June 20th '40.
R.P. Biddle Esq.,
Docks and Marine Mngr.
Southampton.
EVACUATION OF B.E.F. FROM DUNKIRK.
Sir,
On May 26th, this vessel received orders to proceed to Dunkirk.
Prior to leaving 6.000 (2 gall) cans of water were put aboard for use of troops at that port, together with other stores, cases of maps etc.
A detachment of troops 250 in number, consisting of details of A.S.C.
Signals etc. were also embarked. Left Dover at 1100 and proceeded to
Dunkirk, taking the short sea route. Came under fire from a battery near Calais. Shells although falling cloas. registered no hits on the ship.
Arrived off Dunkirk, but did not enter port, but returned to
Dover, arriving off the port during the afternoon.
Received orders to return to Dunkirk, this time with an escort and arrived off there at about 1730. Entered and berthed alongside
Mona's Queen at the Gare Maritime. She was already loaded with troops and we could not discharge until she had pulled out, thus allowing us to go alongside the quay to land the water and stores.
There was no interference from aircraft, probably due to the fact that a thick pall of smoke covered the ship from the oil reservoirs burning nearby. All hands then discharged the cans of water. This was done by forming a chain quay from the Well deck to the gangway. Work proceeded until an order from the quay was given to stop. The water supply being considered sufficient. Troops were embarked and the ship left about 0300.
Some difficulty was experienced on leaving owing to the low state of water and the port propeller was slightly damaged on vessel sunk in fairway. The total number carried on this trip was 988, including 8 civilians. Arrived at Dover at 0600 and discharged.
The same afternoon (May 27th) we returned to Dunkirk, but on arrival at the Roads received orders from the S.T.O. Dunkirk
(transmitted by S.S. CANTERBURY) not to enter, so returned to Dover and anchored in Harbour.
On the morning of the 29th May, at 0437, returned to Dunkirk, and berthed alongside East Mole, as far inshore as possible. Shifted ship three times as tide ebbed making inner berths at pier untenable.
Vessel was alongside about five hours, during which time the pier was shelled. On leaving, passed through an area where a submarine hunt was in progress. Stopped off Nieuport and picked up two French officers who were attempting crossing in a small open boat.
The vessel was subjected to bombing attacks. Arrived at Dover and discharged the 1372 troops carried and which included a number of stretcher cases. On May 30th, at 2145 we left again for Dunkirk and arrived at the East Mole at approximately 0100. The only berth now usable being the one at the extreme end as the pier had been subjected to heavy damage from shell fire and bombs.
Embarked 37 Officers and 1216 O.R. (including 42 stretcher cases)
The/

19
The latter were made as comfortable as possible in the Restaurant and
Saloons. The discipline of the troops was exemplary.
Subjected as usual to attacks from bombing planes but no hits registered. Returned to Dover on the morning of May 31st.
Proceeded again to Duhkirk at 0030 on June lst. arriving just before daybreak and berthing at the end berth of the East Mole. Low water and wrecks made berthing more difficult.
Requested by S.T.O. to remain alongside and permit destroyers to embark troops over our decks, as our gangways to Jetty were more efficient.
Remained in berth about six hours enabling two destroyers to load.
We then took on board 1856 troops (including about 400 French troops)
By this time it was daylight and the enemy bombers became more active, both when the ship was alongside and after leaving for Dover at which port we arrived during the morning.
On the evening of the same day orders were received to proceed to
Dunkirk. Left at 2030.
While leaving Dover Harbour, H.M.S. Worcester collided with us, holing shell plating and causing damage too serious to permit us to go to sea.
We returned and anchored in Dover Harbour.
Total numbers carried from Dunkerque duringthis period - 5469.
(Sgd.) G.D. Walker
Master.

126
62
COPY.
S.S. "MAID OF ORLEANS".
13.6.40.
To
R.P. Biddle, Esq.,
Docks and Marine Manager,
Southern Railway,
Southampton.
EVACUATION OF B.E.F. FROM DUNKERQUE.
Sir,
I have to report that with reference to the above, I made two trips to Dunkerque. About 1500 Officers and men were carried.
On the first trip, I left Dover with 250 Officers and men, and also about 30,000 cans of fresh water. There was no escort, and when shelled by an enemy coastal battery, two Hospital ships bound for after arriving off the French coast just East of Calais, I was heavily
Dunkerque, under the same shelling, returned to Dover, but I carried on up to the West Pass approaching Dunkerque. There was an extensive
Air Raid in progress on the Port and I was being bombed myself. I
was unable to effect an entrance and returned to Dover, being shelled again on route, and after about 2 hours returned to Dunkerque accompanied by a Destroyer. On arriving in the West Pass approaching the Port, both vessels were bombed and machine gunned, but this time
I managed to get in, with difficulty owing to the pall of dense smoke blowing across thefairway. Fresh water cans were landed, being man -
handled by all available ships' Company. Officers and men were embarked and I returned to Dover, was again bombed along the French coastal route.
I made no more trips to Dunkerque as owing to previous pressure of work, acting on medical advice, was obliged to report sick, suffering from exhaustion.
the
I
am,
Sir, the
Yours obediently.
for
A.E. Larkins.
Master.
left
20.30, by
P.T.O

125
R.P. Biddle, Esq.,
Docks & Marine Manager,
H.M.T. "CANTERBURY"
63
Southampton.
14th June, 1940.
Dear Sir, hereunder 19th details of the work performed by this June, I the
In response to your requests of the 7th and 10th give from May to 4th June inclusive. In addition to vessel, the from
At 00.04 Canterbury was present during the operations at the Hook Havre, Holland.
the the French ports of Boulogne, Calais, Dunkerque evacuations and Le
19/5
owing arriving to alongside at 05.48 and laid there under steam Cherbourg (2 hours on the 19th May vessel left Southampton for of
20/5 Weymouth 11.25 on the 20th vessel left for Weymouth, were and at refugee train being 24 hours late. 1264 Refugees embarked notice)
Roads from 15.45 to 16.44 when she proceeded anchoring to in
Pier arriving at alongside 17.45. After disembarking passengers, Weymouth vessel Pier
Oiler at 20.45 and steamed to Portland Harbour, going alongside left
21/5
at in Harbour, 0620, anchor watches were set and steam maintained. ship
21.39. Oiling commenced at 22.43 and at 2300 anchored R.F.A.
proceeding afterwards going alongside Oiler 15.49 Dover Harbour then at 1500, vessel left anchorage for Dover and anchored in On 21st.
19.35. direct to Boulogne at 17.50, arriving at No. refuelling and assistance Conditions in Boulogne were very difficult, low 4 berth at from the embarked. During these operations Boulogne was a struggle attacked troops as regards mooring, this was achieved after water and and no air. On completion of embarkation, vessel left being at
22/5
were arriving at anchorage in Dover Harbour at 22.08 when anchor 20.18
were at the Admiralty Pier, when the troops, numbering 529, and berthed set and steam maintained. At 05.25 on the 22nd ship left watches anchorage
13.20. embarked 571 officers and men and arrived at No. the at meantime disembarked. At 11.52 vessel left forCalais, having in loaded, Troops were landed and 198 refugees, prisoners and 4 berth at when vessel left for Dover at 16.20, anchoring in wougded Harbour
23/5
The prisoners were disembarked, this being completed in 24
the 1748, thence to Ferry jetty at 19.42. At 20.46, the wounded Dover and not refugees were kept on board until 04.00 on the 23rd, and minutes. it at the until 06.15 that the ship was finally discharged. Ship was
24/5 when she proceeded to No.3 berth Admiralty Pier. At 07.30
24th, Ferry Jetty under immediate steaming orders until 03.30 remained on the embarkation of troops commenced, but at 21.30 orders were received
25/5 left the night until 11.00 on the 25th. At 14.46 on this day, the discharge equipment and personnel, the operation continuing throughout to batteries for Dunkirk, arriving at 17.09 after being shelled by German vessel shore
26/5 then 18.50, arrived Dover No.2 berth 2131 and thence to anchor at 24.00, at on route. After embarking 1246 troops, vessel left Dunkirk shore. Dover for Dunkirk. German batteries again opened fire from the she left remained under immediate steam until 1758 on the 26th, when at Arriving at Dunkirk ship was berthed outside the"MAID OF ORLEANS'
27/5
bombing and by enemy aircraft being continuous. 1340 troops were loaded
20.30. Loading operations were carried out under difficulties, discharged vessel left Dunkirk at 00.20 arriving Dover No. 4 berth at by 05.10, when immediate steam was maintained until 14.38 03.09, when she again left for Dunkirk. Arriving Dunkirk at 20.00, 457
troops were embarked, the majority of these were wounded and included active. When leaving at 20.58 orders were received from the S.T.O.
140 stretcher cases, conditions were again bad, enemy aircraft being to turn back to their base any vessel attempting to enter Dunkirk, this instruction was conveyed to two Hospital Carriers and one Transport
28/5
During the crossing, enemy aircraft continually dropped paraghute flares at various points along the route. Arriving at Dover, at 02.25, disembarkation commenced and continued until 05.45, all hands being engaged in this duty. Left berth at 05.45 for Ferry Jetty, left Ferry
Jetty 12.00 and went to No.4 berth to oil. Left No.4 berth at 16.30
to berth at Ferry Jetty. All this time ship wasunder full steam.
At 17.00, lacking receipt of orders, I decided to shut down with a view to giving the crew some rest and granted partial leave. On the morning of the 29th, the Chi ef Officer and the Chief Engineer reported sick being/
P.T.O

pea
64
. The being ordered to do so by a Naval Doctor. Ship left Dover at
09.30, arriving Dunkerque at 14.00 after again being shelled.
29/5
at
Embarking 1950 troops, during which we were subjected to several dive bombing attacks, we left for Dover at 16.50. Vessel was again shy bombed off Dunkerque in the Zuidcote Pass and near the Nieuport Bank and buoy, one salvo bursting so close to the Port Quarter that damage was sustained to various parts of the ship. Arriving at Dover at
21.46 troops were landed and vessel was sent to anchor at 01.45 on the
30th, where she remained until 20.40 on the 31st when she entered 3015
the Granville Dock, Dover, and temporary repairs were effected. Vessel un-docked at 10.30 on the 3rd June to go alongside the R.F.A. Oiler for fuel, this operation completed she proceeded to Dunkerque at
19.16. arriving alongside the East Pier at 23.15. We then commenced to load French troops under great difficulties. After embarking
659, we were ordered to leave, owing to falling water and the risk of being grounded, this was at 00.45 on the 4th June. Vessel arrived at Dover at 06.45, having been delayed by dense fog in the Downs.
Bulwark plating in (Sgd.) C. Hancock.
and y
windows, Master.
No. 4 boat, stern smouldering life
The following of the
Albert Phillips, Fireman left
Grofts, 2nd. Steward in
John Groves slight in leg,
The ship was turned and beck to to mine field to get out of of the
The vessel was Berthed alongside the at 09.11 two of the wounded, A. Phillips, to A. Phillips during the or
At 17.00 was the tuge and
May
Mey. 07, 15 Dock. and to complete
19:40.
P.T.O

198 STATE STATE
124
65
TOWAY
H.M.T. "BIARRITZ".
OF
OTY
ate 7th June, 1940.
teport on:- Narrative of Events 26th May - 4th June 1940.
NOOD
26th May
Standing by for orders.
as
27th May
Left Dover about 4.30.a.m. en route to Dunkerque at approx. 05.40, whilst steaming along the French coast 6
of miles E.N.E. of Calais, enemy batteries opened fire. A considerable number of shells exploded near this vessel and as far as can be ascertained she was struck by 4 sustaining the following damage.
Shell plating (port and starboard) pierced in way of forward boiler room;
Steam pipe and various fittings in boiler room damaged. Shell plating
(starboard) pierced in way 1st. Class Smoke Room. Damage to woodwork and fittings in Smoke Room, main deck flat and Chief Steward's Cabin.
Bulwark plating (starboard) amidships pierced twice. Shells exploding in starboard lounge deck wrecking interior of state cabins
A and B, severely damaging cabins Nos. 9 and 10. Cabin casing, lounge deck, windows, decking and woodwork in vicinity badly damaged.
No. 4 boat, stern post fractured and boat planking split. A number of smouldering life jackets jettisoned.
The following members of the crew were injured:-
Albert Phillips, Fireman - - left thigh and shoulder
Archibald Crofts, 2nd. Steward - wound in back.
John Groves - slight wound in leg.
The ship was turned and headed back to Dover, having to cross a mine field to get out of range of the enemy gunfire.
The vessel was berthed alongside the Admiralty Pier, No. I berth at 09.11 and two of the wounded, A. Phillips, and A. Crofts, were taken to Dover Hospital where A. Phillips died during the night of the 27th May.
At 17.00 this vessel was towed into the Granville Dock by the tugs "CORDIA" and "BRASSEY".
Temporary repairs carried out.
29th May
30th May. 07.15 Cleared Granville Dock, and proceededto Southampton to complete repairs, docked Inner Dock, Southampton,
19.40.
1-4 June Under repair at Southampton.
N.B. This vessel with the "Maid of Orleans" was under heavy enemy shell fire when off Boulogne on 23rd May, but sustained no damage.
(Signed) W.H. Baker,
Master.

124
STICK
66
S.S. "BIARRITZ".
Report on:- Conduct of personnel while under fire off Gravelines
Monday, May 27th, 1940.
While passing Gravelines en route to Dunkirk we engaged the attention of enemy artillery on shore. The first shell entered the forward boiler room, piercing first a large diameter oil fuel vapour and overflow pipe and then the auxiliary steam pipe to forward. The nose passed through the further side of the hull on the water line while various minor damage was done by fragments, one entering the starboard wing fuel tank and another passing through the left thigh of Fireman
A. Phillips severing the main artery, and causing great loss of blood.
Steam at full boiler pressure was entering the boiler room in great quantities. Further shells were hitting the region of the first hit and danger of severe scalding and of an outbreak of fire were the conditions under which Fireman. Phillips then found himself. Notwithstanding, he made efforts to close the oil fuel supply to the furnaces of the two forward boilers. That he was unable to do so will occasion no surprise.
As it was, he retained sufficient strength to climb two flights of ladder out of boiler room where he was met by myself and he reported that he had been unable to shut off the fires. He then collapsed.
Fireman A. Phillips died on the night of May 27th as a direct result of his wound. In this connection it must be stated that 4th
Engineer E. Terry, who was in charge of the forward boiler had left the room in pursuance of his duties only a minute or two previous to the event.
Meanwhile in the after hoiler room Mr. Crockhart in charge, on hearing the explosion of the shells and the subsequent escape of steam, sent his two firemen on deck to ascertain the happenings and to assist if required. He closed the supply of fuel to the forward boilers and then began to encounter very great difficulty in maintaining steam pressure and water levelin Boilers.
Due to the necessity of keeping way on the ship to get out of range and to avoid stopping in the mine field into which the ship had to be turned, it was imperative to keep fires under the three after boilers in spite of the fact that at times the water could not be seen in the gauge glasses. It was impossible for a time to even locate the damage in the forward boiler room.
Mr. Crockart also attempted to enter the compartment through the water tight door, but escaping steam made this impossible.
It was also the cause of others being unable to enter by the main deck entrance.
Fireman Phillips showed a high level of courage and devotion to duty.
Mr. J. Crockart, Third Engineer, also showed great courage and determination under trying circumstances.
(sd.) W.H. Baker,
Master.

119
ALL QUOTATIONS, CONTRACTS, &C., SUBJECT TO USUAL STRIKE, LOOK-OUT, AND ACCIDENT CLAUSES. 123
BENTLEY'S PHRASE.
CODES:
BOE.
K
TELECRAMS: "KELPY, BELFAST."
57481 (3 LINES)
TELEPHONE: Nos
57484 (TRUNKS)
essq
67
stock
JOHN KELLY LIMITED,
STATION STREET,
COAL IMPORTERS
QUEEN'S QUAY,
AND
STEAMSHIP OWNERS.
BELFAST. 18th September, 1940.
BUOI
BRANCHES,
THE DOCKS, WARRENPOINT,
PM/EK.
GOVERNOR'S PLACE, CARRICKFERGUS,
WHITEABBEY,
54, FOYLE STREET, LONDONDERRY.
307, TOWER BUILDING, LIVERPOOL.
Director of Sea Transport,
Ministry of Shipping, (HO),
W RECEIVE 17/18/19 IDENTIFICATION
LONDON.
Dear Sir,
We thank you for your T.M. 6213/40/STA6 of 15th inst. acknowledging receipt of the report from the Master of our S.S. "CLEWBAY" on the part which that vessel played in the
Dunkirk evacuation.
We have just discovered a mistake towards the end of that report at 2 a.m. 29/8/40. This should read 29th
May, 1940. The vessel commenced discharging at 8 a.m. 30th May and finished discharging 31st May instead of August.
Yours faithfully,
For JOHN KELLY, LIMITED.
PwCormick tide was ebb, it being about 21/2 hours after high water.
When I arrived in Dunkerque Roads there were a large number of other vessels in the vicinity, both large and small.
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-
F.T.O

121
THE BRITISH SHIP ADOPTION SOCIETY
OR SEAFARERS)]
DIXON HOUSE, NUE, LONDON, E.C.3.
7th September, 1940.
Telegrams: SHIPADOP, LONDON.
Admiral SIR EDWARD EVANS, E.C.B. D.S.O.
Vice
Presidents
69
And at TRIDENT HOUSE,
70
Dear S1PON
Please Reply
116, DOCK STREET,
VISCOUNT SANDON
NEWPORT, MON.
SIR F. VERNON THOMSON
E. H. WMT. Cross has asked me to
Telephone: NEWPORT (Mon.) 3128
Telegrams: SHIPADOP, NEWPORT (Mon.)
Chairman:
thank you for your letter of the
Secretary:
th tember with which you were
6th September,1
good enough to send him a copy of
Minister of Shipping, the first Bulletin issued by your
Berkeley Square,
Society. Mr. Cross was much interested in the contents of this
Dear Mr. Cross, publication.
Yours faithfully, your acceptance a copy
1. M of Hynand - interesting you may like to ther for and which we trust you unBellamy & your Dunkirk collection similar bulletin at
Footain KEENLYSIDE
nost encouraged by the on our first effort.
2. M. Dailbe P.
Private Secretary.
respectfully,
S.E.Britten, Esq.
Secretary.
SEB/DW.
Enclosure tide was ebb, it being about 21/2 hours after high water. and
ATTA
When I arrived in Dunkerque Roads there were a large number of other vessels in the vicinity, both large and small.
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-
P.T.O

121
THE BRITISH SHIP ADOPTION SOCIETY
(AND COMFORTS SERVICE FOR SEAFARERS)
DIXON HOUSE, I, LLOYDS AVENUE, LONDON, E.C.3.
Telephone: ROYAL 6016-7
Telegrams: SHIPADOP, LONDON.
President:
Admiral SIR EDWARD EVANS, K.C.B., D.S.O.
And at TRIDENT HOUSE,
70
Vice-Presidents
116, DOCK STREET,
LORD ESSENDON
Please Reply to:-
NEWPORT, MON.
VISCOUNT SANDON
SIR F. VERNON THOMSON
LONDON.
Telephone: NEWPORT (Mon.) 3128
E. H. WATTS, Esq.
Telegrams: SHIPADOP, NEWPORT (Mon.)
Chairman:
E. H. WATTS, Esq.
Secretary:
S. E. BRITTEN.
6th September, 1940.
The Rt. Hon. R.H. Cross, M.P.
Minister of Shipping,
Berkeley Square House,
Berkeley Square,
LONDON. W.1.
Dear Mr. Cross,
I am submitting for your acceptance a copy of the first Bulletin we have issued and which we trust you will find interesting.
We hope to publish a similar bulletin at regular intervals, and we have been most encouraged by the number of congratulatory messages upon our first effort.
Yours respectfully,
Secretary.
SEB/DW.
Enclosure
THE
the tide was ebb, it being about 21/2 hours after high water.
When I arrived in Dunkerque Roads there were a large number of other vessels in the vicinity, both large and small.
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-

I
AUGUST, 1940
hill,
The Merchant Navy ine on-Tyne. 1940.
The Bulletin of the
AWARD
COMPUNITY
and the
BRITISH SHIP ADOPTION
MERCHANT NAVY'S
76
SOCIETY
COMFORT SERVICE
Editor: H. E. HANCOCK (Journal of Commerce and Shipping Telegraph).
he Broadcast
THIS is the first issue of our Bulletin the United States. There is hardly a single dealing with the activities of the item constituting our food and other ross, M.P.,
British Ship Adoption Society and the requirements for which we are not
Merchant Navy Comforts Service. It is dependent upon men of the Merchant hoped to publish the Bulletin monthly or as
Navy.
sting reading.
frequently as may be necessary, the object being to present to the schools which have
In these days, when censorship of news adopted merchant ships and the thousands is so strict and it is essential that no he Manager of of willing helpers who assist us so generinformation should be divulged which ously in supplying comforts for the men of would be of advantage to the enemy, the the Merchant Navy, a résumé of the work work of the Ship Adoption Society has ding work done which we are thus enabled to accomplish.
naturally been restricted, and it is not
Those who give so much of their time to possible for the masters and officers of the knitting garments or collecting comforts ships which have been adopted by the om Dunkirk, whi for our seamen would feel that their work schools to write letters so frequently as in and kindly thought were well rewarded the past respecting their activities or experiences.
if they could see the many letters of
I Shipping.
appreciation which we receive from the men
The use of the wireless installation who are so nobly carrying on the great is prohibited except when absolutely traditions of the sea.
necessary, in order that enemy submarines r to each of +
We are an island people, dependent upon or surface raiders shall be unable to gather the sea for the greater proportion of our information respecting any vessel's posifood supplies, and the raw materials of tion. Ships are being diverted from their industry, and, as Mr. Ronald Cross, regular trades. In one case only one
Minister of Shipping, has said, recent cable was received from a ship for over events have brought home to us perhaps six months and that was to say she had more than ever how great is the debt we arrived at her destination in a port in owe to the men of the Merchant Navy.
New Zealand. One other message was
They are risking their lives daily in order received by her owners and that was to that the British people and armed forces the effect that she would arrive in this shall be fed and the supplies which are country in 48 hours, but that the actual necessary for our armament factories berth and port of arrival would be advised brought from overseas.
by the Admiralty. Another master has told.
Those of us who are associated with us that during the whole of the time his shipping know and realise to the full our vessel was absent from this country only dependence upon ships and those who man three mails were received by the ship and them. We see this as we go through our each of these was from the British Ship daily meals. Our breakfast mainly comes
Adoption Society. But for this they would to us from overseas-bacon and eggs from have been without news from home
Canada and elsewhere, butter from farthroughout the whole time they were away.
away New Zealand, bread made of flour
It is hoped, however, from time to time from grain brought from the River Plate, to reproduce in the Bulletin some of the tea from the Far East, and sugar from letters we have received from our Merchant
Cuba, etc. For our clothing, wool is
Navy officers as well as interviews with brought to us from Australia, cotton from some of those who call at our headquarters.
4000
aiv.
and the tide was ebb, it being about 2½ hours after high water.
When I arrived in Dunkerque Roads there were a large number of other vessels in the vicinity, both large and small.
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-

71a
2
BRITISH
SHIP
ADOPTION
3 TO THE
IT is, my opinion, more than ever to
Message in from the President of the Board SOCIETY of Education
NATION'S DEBT NAVY
be desired that the links between the schools and our Merchant Navy, so happily work the enterprise them. For that
Adoption Society, should now be strengthforged in peace-time by the British Ship
Society of the
I am in issuing a British Ship ened and not allowed to break. We all of us recognise the debt which we owe
[Reprinted Minister from The Journal Ronald of Commerce which in Telegro of Shipping's and Shipping Appeal is rupted admirable their anxious, to to our sailors, and the least we can do that the by the and I
schools is to try to keep alive the interest of the schools in our ships and the men who conditions overcoming the difficulties their
Shipping, Sir Mr. Douglas of to the peace sea
RAMSBOTHAM. create. (Signed) HERS
of those who down down that term of it office will seewners, that th
THE
DUNKIRK
An Epic WITHDRAWAL Story the when he chairman, was received Mr.
is the story, in his own words,
Watts, secretary before the our conclusion London for his men- as get a a square deal.
and
INCREASED INTEREST
"City this of Dieppe" concerning the part which of a fireman in the Ellerman steamer of We equipment gave and assisting of vessel played during the withdrawal the chief them coffee and injured
Mr. this see something work Mr. of the over articles
Cross showed keen Navy's interest an the British Expeditionary Force well
Thelegraph. privileged ork that isComfort the His many of distributions
Dunkirk, tion given in the course of from
The supply as the send for stores, Navy. receiving
There were a number of us in when he called at our headquarters:- conversathan sleeves more like of done the men of the offices, by donkeyman came in and asked us to the inn in Plymouth-when the bo'sun and a small the Finally, our human freight in a doctor-he was covered a
Service Avenue. was at Astarted of by which the has in in linking recent aboard, we knew not what for, nor did go ahead, engine-room telegraph rang was that reason why. The watches were set we was everyone was pleased that full this Adoptione STATE
the B.E.F. homeward bound with a the so of freely the able to Holn ob and of which I was a member went down and hoped who had done their portion
I to see raised steam. After four hours at sea, at the end of my watch, I found four to go back and do more. bit were bound for Dunkirk to bring back we very journeys altogether, the last We made many later as possible of the B.E.F. Two hours as lying journey a hospital ship first 0
to of for of was convince the the which me this than and service of the set excellence up.
THE the the the this wond wond ful impressionised is the last much a repetition of the thre carried on. were in room on
Bombs we were attacked by hitting the water than the vessels.
dropped in all directions, aeroplanes. more
Cross paid no attention to sunk The
Germans near us was bombed and which WAS
ships which could be plainly seen. the Re us great more, Merchant is the debt Navy, we owe and
Our boats were swung out and one to small craft sank a lifeboat was lowered as under included, but we managed to ours were bombed indiscriminately, Other our would tion like to the repayment occasion just Cross to There come been of THE many ___???___ THE American pa were pick up the survivors. Volunteers manned asked to man the boat. It the our own steam. Eight get home had obliged to sleep on deck as their crew were crew were wounded and the members of
I to THE THE CANADA Service cost by the 100 pullovers, garments the interes with the by two A.B.s and three firemen, was have were struggling in the water. Eleven of them pulled to the assistance of those We second officer in command.
820 journey 760 men were brought back first and been bombed out. On the quarters
Navy's Avenue, Merchant be grateful to broad- the each time afterwards.
Comforts Service was hymn the offices a fe on board the City of Dieppe.' The taken pulled on to the lifeboat and so on duty could not raise sufficient watch the is a story of courage and heroism
In told this simple, straightforward language was our back watch went down to assist. steam, Steam to 120 lbs., when 240 is sprit endures our race is unconquerable.
brotherhood of the sea. While such and has Minister evacuation the the work The every reason of of the the to British stirred His recent Expeditionary the
Polish days later officer was who very visited glad to get for h crew. recently wa of Dunkirk general public number Before of between parcels asked Quite to 120 provide men from The the service pro fo pressure cleaned needed for emergencies. Having the was board obtained and we were ready to several fires the necessary steam
Honour for Ship's Officer tion broadcast, each the day amounted to following
Mr. Schools will be delighted to learn that received 30 and 35. the receive for for vided over Northern a pullover waters. and a pair of socks in on us the soldiers who were coming take every man. work is not carried are encouraged on an reach the quayside small craft and to on floats. As we were not able to has Creser, of adopted ship HJC/2la, to boats brought the men out. They motorattempts Society's medal for particularly Humane gallant been awarded the Royal day, an Almost average the has, parcelsintment as impersonal to This enclose way. with their Donors gifts their name wounded, others were carrying two loads be dead tired-some were slightly seemed bitterest at rescue during of the winter, storms in the Atlantic one last
Minister tunity Mr. Cross of of testifying to the later the
Bombs assis hitting pressu in the water.
Our cleaned ied on to the life one small 0
was obta the City of Dieppe.
to on board ould not raise suffi pick up us on floach went down to learn th were asked reach the qua 120 lbs. ship HJC/21
with manned the by boats brought for 0 Royal Huane is pulled to be dead 1 fire particularly giane strugglir wounded, and during one of the could
Atlantic was ebb, it being about poremost 2½ hours after the so our watch went was back to 120
pressure needed fc cleaned several fire was obtained and tide number When of other I arrived vessels in Dunkerque Roads, bo
WO board the soldie gling floats.
As pulled th pre clea so our watch was back to from the There shore was and some the confusion activity owing to the sound
W
pressure neede ba cleaned several after 11 vesel.ard the O
was obtained
W board the collision Just close to on floats.
the

5
4
VISIT
Teles and address, and if possible a message to our men of the Merchant Navy, and it
Ship value Adoption to Society and is touching to read the letters of thanks from seamen expressing their gratitude for
Her the younger generation.
THE
Majesty has
Journal the kindly thoughts which prompted the every comforts, month and
The
THE country gifts and to know that they are not been schools forgotten.
and Dunkirk good work, such as specially sent to which have These
More than ever before is the general public recognising the valiant work which is performed on their behalf by the men
Parcels which during the do not not not not not no arrive of the Merchant Navy. Amongst gifts which contain knitted garments.
___???___ THE [Reprinted from the an she of
Agents are the and with an ma CO Wi recently received was a parcel containing three pairs of trousers, which came with
Navy's comes Comfort to Service. the mill of the Merchan ports made with that Polish,Con a message asking that the pockets should not be disturbed. Inside each pocket was purchased and
Mr. underwear Cross saw which a shilling and a packet of cigarettes.
offices shops. of Merchant officers had the and sent just as evidently they
QUEEN'S PARCELS
the occasion the Society every visit have other beenforts THE is
When the Queen visited the headsentative of Mr.
the spoke to
Navy,aviedgetaken being organisation and organisation and
Merchant indication be of London wh quarters of the service she expressed her pleasure at the manner in which this with after three weeks spent out hospital steam tanker just sonal touch has been infused into the work perof the Society. Her Majesty is also of his a wounded leg suffered as theren
___???___ about The men seam the keenly interested in the work of the British very as aeroplanes. result The second mate was killed Nazi ship being bombed by a result a of this wanton attack.
by has bypport board, have East Coast THE
with of the the has what outfit could Within readiness an been to look every by
MERCHANT NAVY COMFORTS SERVICE
the THE the 50,000 brary Since organisations, of the wations, it some with- of the Society coasters Still the from
Badge for Willing Helpers
THE British Ship Adoption Society and the have decided, at the request of a large
Merchant Navy Comforts Service the badges.
that he will be pleased to accept one of number be of members, to issue a badge to has behalf of the Merchant Navy. A design on he has nothing but admiration for the
The Minister of Shipping has said that worn by those who are working been prepared which incorporates the and officers and men of the Merchant Navy
Merchant Navy official badge. This is reproduced on the first page of this constantly We show in the face of the for the courage and endurance they
Bulletin. It measures 1 1/16 in.
in one who takes such a sympathetic interest
Ministry of Shipping is presided over by are very happy to know that enemy. the diameter and can be worn either in the in white metal and enamel and costs buttonhole or as a brooch. It is made of to Mercantile Marine; and we are glad the welfare of the men of the shilling, manufacture. a little less than the cost one of include in this Bulletin a short very
The Minister of Shipping has of Mr. Cross's visit to the Merchant account Navy tions connection with the Defence Regulasidered in our proposal to issue this badge con-
Telegraph. Journal of Commerce and Shipping
Comforts Service, reprinted from The which provide, inter alia, that person shall supply to or make for no
From our Postbag:-
be so nearly resembling any such any badge a Government Department or by unauthorised person any badge authorised any
Please find 2s. 6d. from a
The Times copyright photograph
Navy Comforts."
who wishes she could do more poor for woman the informed us that the adoption of has calculated to deceive,' and he as to
We have collected 14d. in farthings for this design would not lead to infringement the of cigarettes our men. Can you purchase tobacco and regulation. Mr. Cross has indicated
If at a cheaper rate than
SO I will send you a cheque. we can a left The is Queen Admiral visits Sir Edward the Merchant Navy Comforts on the [" right Service Mr. Edmund girls' school.
On the is
12
being UTIC about 2 hours " after the bo tide was When ebb, other vesseis it inkerque icinity, owing to the number there was of and tho activity the sound from collision Just close after to 11 my vessel.

6
7
you were on whenever the sea good with you
MASTER'S MESSAGE TO SCHOOL
must do of job the that cost would of our If THE THE piece just that me of
Debt to Merchant Navy
Adoption Society, ships of the British Mermany years by the ship thing sight to the be shore Britis because stands for itself all is only a of true love gr
UNDER tice for scheme which has been in
The linen, and flag all but it and is a symbol women it is who flown.
chant Navy are adopted by the various animals too the small body. in in the the So beef-producing and always schools, who are kept in touch with the masters and officers, who write letters and course horn and little men to make I are would very it like young when to just say you salute people And it wherever afraid of are and now let interesting it. how you The well gave made co give talks to the younger generation the stock the are they pecting their voyages and the work which res-
I wonder up to how good many beef sent standard. and
The are carrying out from day to day.
work of the Society has been these a ship like ours rigged of you have who this. to now, will bilities, be and a thing you it mean is to being British. now all boastful, to responsi- the realise Being and wrote, letters designs you were letters. and to show what restricted as a result of someditions, no for naturally it is necessary war that conand above voyage, with canvas specially for the wooden stalls, put the deck funny in passengers They up for are carry be of information shall be given which ping value to the enemy respecting would get sea-sick, them.
how British does but not just who for has doing are other to needing do one people, good help. to kind do deed and as I
finish letters months old, letters months old, letters to to my wonderful Some to the day letters little daughter. to lady, wife be I received from youry forward to to her goi the is is time when we and beast of the a letter recently received continues. by
Here movements. is But the work shipis wonderful owing how to well the terrible heat, across
Equator, are going a cargo ship, schools as from follows: the master of a large one
Dear Boys and Girls.-
individually It seems a pity that I cannot quarantine Plate, they have they get to
River changed conditions. When they stand up But to the think in many a day, yourselves up but can, the great is into generous world in thing so to doing is you will and will
Hilda, when she will we be look intelligence to write doubt as as that well she of show so in some sent to to all those nice letters reply pass them. After the veterinary the veterinary of put women need in the years has a fine opportunity we sure, ship, that but you will understand, crew of your me for the officers and you up to the the surgeons most Every one what of us we are not made for of, ourselves liberties tained learn have whatever to been to the she doing, to people all her and days. will ask-wh count are in there is SO little time I am buyer which or have farm. big been brought to except go them a direct those go now have to to show win to this preserve war, those fine talk handed that impossible. It must be it is quite port, and so much to do, that when we animals The on sailors the all get very fond alone, and down privilegesHitler to but us. the which and Mussolini are going but Germany to think- win too trulyNow some Well, is she at you and Because seem few da and nobly of the girls has very blue to ey officers when a ship comes into remembered to work and a few of the regular port the are on the can imagine, but make good pets, as you Of course, they don't to talk to them. way out, and like of the the new after the cargo is taken there is a lot to do daily at the ship, and staff have much, are ing and those a Italy lot. but who are the the a boys they up, better may they be might Italy. wicked thinking make They show are which to me: I have who only are seen you? her on for the a 1st friend da way, and cargo taken in. That is out, and land, water, thousands of when from you even a bull has some attraction. miles know was I But am born we sure are we up. great shall becom once your letters you to understand that say that we wish what I want to is by the
MILKED A BULL!
to more. immensely and will we look enjoyed for were a several going to sea for the first was just boy I remember years ago when I
a will look good to virtues.which make
STOCK FOR THE ARGENTINE
course, to milk her himself, captain of the ship was used giving milk. The one cow, and she bulls, but only time, there kindness. among fight to let and the even real more forget all, So chums God so, for to boys bless send all as and your you she some kindnesster ond grows all more and thank keep on. you you do Above safe. not farming Personally I was much struck and could in the far north of brought up on a farm news, for I was born and by the could not keep the nice fresh milk. and, of little milk understand why there But he us downtrodden live to in freedom we take in that were told appreciate keenly all the Scotland, someone must sometimes, be and he was thought such horns the So he plan thought out milking a plan. her Then on the quiet.
SURVIVORS races DOGGED and Nine COURAGE Days say. He into operation, he put warship. by Antrim, James a com-
Those will wonder of you who are some interested pedigree in sheep.
and mostly, what waited in a hidden as our soldiers place which of miles over send the bulls for thousands why We stock language fearful wail and there was a would happen, and suddenly corner to see
Merseyside their arrival at at a a North-West port Athellaird, story one said he was take lurch the the sleep alarm whistle, into motion the on on in the
Well, I will has tell SO you. many cattle ocean, of its to a
This was from some member a of lot of bad cow and to the thief, had taken the captain, unknown due to the fact that the crew.
the Liverpool ships, tanker told rowed a and sailed short Beef legs cattle, and deep as you know, must have own.
of our adopted a boat was ship had been and the air. The gun crew fred at a shape her-the have the maximum a frame which is flanks. capable They must stopped put a bull in its place. out that the
I wish the milk thief once and And minimum of amount of beef of giving all very as you know, the about this ship, but, I could tell you more for all.
of how the two small Caernar- master, boats dusk port beam. the all we had hit a Then torpedo,"
We were you that, bone-any butcher with the on your farm. if you have not will tell we are doing careful, and all we war makes us track Mr. A of
Argentine is so hot Now the got climate a beef in stock do not have I am not doing his bit to-day. and, of course, every one dear is Old
Country our bit to feed can the say is that
Captain West Kirby, kept of several
ID port, and stand-by until for a boat was picked coast; up daybreak, was no inclined to get too long that in the the animals legs, and are the old Hitler the is best of it to-day, sure whether now that we villages, but in any bombing case you the boys towns and girls and by a steamer eight One miles from the tide was ebb, it being about hours " 18 after
When I arrived vessels in Dunkerque Roads, the number the There of shore other was and the contivity I heard owing to the the sound from
11
p.m.

8
prospect of the ship sinking, Our two small boats maintained contact by means of flashlights, and, after rowing for
DUNKIRK THE
with time, we saw a series of lights above a water. We kept very silent as we heard voices and saw lights flashing.
to keep warm, and at daybreak We hoisted
We lay close together in our lifeboat we our jib sail and started rowing to get
MONG Captain the Feat circulation boat into our bodies. The master's some course for the coast."
was on the horizon, and we set a storm Mr. and McNally added that they ran who was the chief officer, Mr. into a
B.E.F. before of owned an ship of British A Captain This the the important Co., by from the little Ship Ltd., the Young vessel, Adoption arrived of Society headques 1,000 has Stess playm sir,
AT THE TILLER FOR 24 HOURS
Dear cro you hours. at the tiller continuously Vincent, for his skilful undonbtedly saved their lives for 24
Waves handling of the 26ft. long by
The and men they were wet and chilled by side.
were breaking over the boat.
Their rations had to bale out water exposure, biscuits consisted of rapidly.
ship sent on over. the armada He beach was of ordered small at boats kink to you enclos which a little corned each per day, half a pint four of ship's boats Owing while assisting and in the use his put his
Talk milk We to share between beef and a tin of condensed water.
Young had to the state of the and a McNally school of saw added, porpoises. nothing and but seven. once sea we birds, ran into Mr.
carry out the only work about on
Sir whole and the We nights were were terrible. The days but were long were off the under beach under and her get his ship safely to sleep. at After night while the others men kept watch cheerful. Two on the time. In addition continuous air own attack power, all They the of side the master's several boat days we came tried along- to plane, little which Levenwood to the brought work of rescue the one greetings. three cheers As we separated and exchanged just had behind the was dunes. seen to crash down on a Nazi two returned. buted and I from think them, again which we got men intended when to stay and Captain Young land
'After at a lot to keeping tht us this in good alone spirits. contri- we be a get away arrived, but he was ordered the to small craft take on more
&
has away, land a sighted with us the a 40 24 miles while waiting. possibility of the vessel as there being might hit experience This was of not Captain nearer. we away had and We We were did not the seem current to get hours kept war he war at sea. Young's first carrying was actively engaged During the last
Cres water " left. only about a getting quarter desperate, of a pint any as of
Prince, was and torpedoed his ship, in the the in Orange troop
Dardanelles.
eight miles of we were the able current changed
From our Postbag up by a steamer. land, where we to were get picked within towards Will your you accept fund the enclosed sovereign doing has many come years to but make think use I of now have it. that kept the it time for many ship If you recently causes, "CALLING this not heard from your ALL SCHOOLS
received arrived Apparently Now arrived bere, in I the am on One in S a captain may nice same on mix be writes: May day due up! the 28. to I
'B question with and and resume here my I activities on the
I still wish of adoption arises am. once Now the my school, to keep in touch more.
to so proceed on May forth- 30 I
schools. Enclosed are or, short as you put it, schools. with all letters I they hope to be letters able to for answer my
Printed by Charles Birchall & Sons, Ltd., 17, James Street, send Liverpool, me here. 2,

(110)
RAMS SUTHERLAND NEWCASTLETYNE
TELEPHONE NEWCASTLE 23021.
CODES - SCOTTS. NEW BOE
118
UTHERLAND & COLTR
S
SHIPOWNERS, SHIPBROKERS
AND
COAL EXPORTERS.
38,39V,40, Landhill,
DIRECTORS:
SIR ARTHUR M. SUTHERLAND BART.K.B.E.
H. ARMSTRONG.
SECRETARY:
Nomeastle on-Tyne.1. Tyne,
E. RIDLEY
12th June 1940.
76
Sir Arthur Sutherland acknowledges receipt of the Broadcast
Talk by the Minister of Shipping, the Rt.Hon.Ronald Cross, M.P., on Thursday, June 6th, which he has found very interesting reading.
Sir Arthur encloses some notes sent to him by the Manager of one of his Companies, the Tyne-Tees s.s.Co.Ltd., regarding work done by two of this Company's vessels in the evacuation from Dunkirk, which he has no doubt will be interesting to the Minister of Shipping.
Sir Arthur has already written a personal letter to each of the men congratulating them on their bravery and success.
tide was ebb, it being about 21/2 hours after high water.
poremost " is 13 feet aft. and the number of other vessels in the vicinity, both large and small.
When I arrived in Dunkerque Roads there were a large
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-
P.T.O

ALSO AT: LONDON, MIDDLESBROUGH. STOCKTON, SUNDERLAND & SCARBOROUGH
ESTABLISHED 1864
TYNE-TEES STEAM SHIPPING COMPANY LTD.
HEAD OFFICE:
77
25, KING STREET,
ALL LETTERS TO
TELEGRAMS
BE ADDRESSED TO
"TYNETEES" NEWCASTLE-ON-TYNE
THE COMPANY.
NEWCASTLE-UPON-TYNE,1.
TELEPHONE
NEWCASTLE 23111
12th June 1940.
NOTES FOR THE CHAIRMAN, SIR ARTHUR M. SUTHERLAND, BART. K.B.E.
m.v. "BEAL"
This vessel made one trip assisting in the Dunkirk evacuation.
Crew list attached. She brought back a full load of troops. An A.B.,
A.D.C.Hall of 33, Normount Road, Newcastle upon Tyne, swam a considerable distance to the shore with a line attached to his body in order to make arrangements for towing off boats. The Bo'sun,.Storey of 12, Ransome
Crescent, Macton Estate, Ipswich, and the 2nd Engineer, W.G. Shaw, 77
Farndale Road, Newcastle upon Tyne, made many trips in the ship's life-boat doing valuable service.
m.v. "SANDHILL"
This vessel arrived at Dunkirk on Friday, 24th May, with a cargo of about 940 tons of high explosives. There were no electric cranes available and the vessel had to discharge with her own gear. A large proportion of the cargo was discharged under heavy air raids before the vessel was finally ordered to leave Dunkirk. The whole crew behaved splendidly and the Captain especially mentioned the Chief Officer, Mr D.K.
Wright, whose address is c/o Mrs Relf, 30, South Road, Newhaven, Sussex. Crew list attached.
The draft of the "Foremost 22" is 13 feet aft. and the tide was ebb, it being about 2½ hours after high water.
When I arrived in Dunkerque Roads there were a large number of other vessels in the vicinity, both large and small.
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-
P.T.O

CREW LIST M. V. "BEAL" DUNKERQUE.
78
Wilson.
J. W. Liley, Master.
55 Milton Hall Road, Gravesend.
D. Wright. Chief
W. Wilson,
Mate.
1, Croydon Road, Middlesbrough.
F.
Storey,
Bosun.
12, Ransome Crescent, Mactom Estate, Ipswich.
Newhaven,
Officer,
G. Bradley, A.B.
3, Dean Street, Middlesbrough.
G.
Girdwood,
Bosun.
18
D. Nicholsom.A.B.
1, Ailsa Road, Troon, Scotland.
W. Hill.
117
A.D.C.Hall. A.B.
33, Normount Road, Newcastle-on-Tyne.
B. H. Locke.
A. Clark.
Steward.
4, Bilsmoor Avenue, High Heaton, Newcastle/Tyne.
F. Brennan,
S. Robinson. Chief
44, Fern Avenue, North Shields.
x.
Hamill.
Engimeer.
Lour Place, Newhaven, Sussex
GWW
G.
Shaw.
Second
77, Farndale Road, Newcastle-on-Tyne, 4.
Engineer. Road, Clapham Junction, London S.W.11.
S. H. Brown. Steward. 77, Newminster Road, Fenham, Newcastla-on-Tyne.
R. P. Thomas. Assistant
Steward. Cherry Grove, Skelty, Swansea.
J. E. Bracken, Chief Engineer. 28, Lewes Road, Newhaven, Susaex.
R. Clark.
Second 3, Ancroft Avenue, North Shields.
Engineer.
R. Wonders.
Third Engineer. c/o Father, 65 Mortimer Road, South Shields.
entrance to vensel, 1 decided to go back to the Harbour see whether I could be of any assistance there to tide was ebb, it being about 21/2 hours after high water.
The draft of the "Foremost 22" is 13 feet aft. and the number of other vessels in the vicinity, both large and small.
When I arrived in Dunkerque Roads there were a large
There was some confusion owing to the heavy bombardment from the shore and the activity of hostile aircraft.
Just after 11 p.m. I heard the sound of a heavy collision close to my vessel.
-1-
P.T.O