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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.
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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.
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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.
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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.
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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

(HO)
AND ACCIDENT CLAUSES.
COPY.
Tug "Foremost" 22.
June 6th, 1940.
Mr. R.J. Cardy,
82
Newhaven.
Dear Sir,
I have to report that in accordance with your instructions, I proceeded to Dover on Saturday 1st, last and joined the "Foremost 22" at 4.30 p.m.
We were ordered to leave the coaling berth at 7.30 p.m.
and proceeded to the Tug's berth. At about 8.30 p.m. we left this berth with other tugs to give assistance to two vessels in collision in the outer basin. We were not required so returned to the Tugs' berth and moored up at about 9.45 p.m.
Enemy aeroplanes came over Dover at 11.45 p.m., and all ships manned their guns. At 12.30 a.m. they had departed and all hands returned to rest. At 6.30 a.m. on Sunday, 2nd, we were standing by in readiness for sea and later received instructions to proceed to the Outer Basin to pick up the barge
"Thelma" and stand by for orders to proceed to Dunkirk. Later in the day these orders were cancelled and I received fresh orders to proceed to Dunkirk without barge at p.m. On arrival off the Harbour entrance at 11 p.m., I was instructed to enter and give any assistance I could.
Entering, we found the S.S. "Newhaven" aground and in an attempt to get close enough to get my tow-rope aboard him,
I went aground myself.
The tide was ebbing, making it necessary for me to get off the ground immediately. I was successful in doing this and proceeded outside the Harbour while another tug of less draft assisted the "Newhaven".
I stood off the Harbour entrance for a short time, then motor boats came alongside and loaded us with French
Troops. By this time the situation was getting very dangerous and bombs were dropping in our vicinity so I decided that it would be wise to leave and save what troops we had. I had been informed that the channel out of Dunkirk was mined and strewn with numerous wrecks, making it necessary for me to proceed with all caution.
I/
ashore.
near bombs exploding everywhere and to carry out my orders, but no sooner had I got between the
At 12 midnight, high water, I steamed between the piers astern attempting to make fast. when two bombs exploded in the piers explosion of me. One was very close as the rebound of the channel the about 15 came right over our quarter deck. I remained sea from with the minutes thinking still to make a landing and try and there for
British Naval authorities, but just as I got alongside connect the
CONTINUED.
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rrate
When all the wourlded available were loaded the vessel proceeded to Newhaven via Dover where she discharged all her wounded.
On the passage, however, she ran over submerged wreckage, and it was necessary to examine the bottom of the "st. David" before allowing her to proceed to sea again.
On the morning of the 30th May, while at Newhaven it was discovered that Second Engineer Jamieson was missing from his vessel. Later he turnedup at Fishguard, parently suffering from loss of memory.
At about mid-day Captain Joy received a medical certificate from the Medical Officer in charge of his vessel, indicating that he has not fit tp proceed to sea, and early in the afternoon
Mr. Cardy, the Divisional Marine Manager of the Southern Railway at
Newhaven, informed me by telephone that Captain Joy had collapsed.
Chief Officer Mendus, then took command of the "st. David"
but unfortunateltly, the crew refused to proceed to sea without the aid of an escort or without the vessel being fitted with guns, which procedure, of course was out of the question, as she was a
Hospital Ship. No immediate action was taken by the Naval
Authorities, although it was suggested that the men be placed under arrest.
The next morning the men were mustered by Captain Mendus, and they then agreed to proceed as usual, the vessel leaving Newhaven at 9.2 a.m. and proceeding toDunkirk via Dover.
When nearing the French coast the vessel was subjected to heavy air attack, the bombs exploding so close to the vessel that the under-water explosion shook her severly, and by this time the navigation to Dunkirk was made much mo e difficult, apparently owing to more wrecks and the fact that Dunkirk was under a pall of smoke and fire.
At 8.15 a.m. on the 31st May the "st. David" arrived aff
Dunkirk Breakwater, but was signalled from the shore that she was not to enter for the time being; so Captain Mendus stood off with his vessel awaiting further orders.
During this time the vessel was again subjected to seven separate air attacks, on one occasion a magnetic mine fell so close ahead of the vessel, that it was necessary to reverse the Engines to avoid contact.
Twenty minutes later another mine blew up less than 100 feet ahead of the vessel, lifting her partially out of the water.
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