TNA MT 40 66

Page 4.
LIST OF SHIPS WHICH TOOK PART IN OPERATION "DYNAMO" - 26TH MAY - 4TH JUNE, 1940.
PART I - BRITISH SHIPS (contimued)
PERSONNEL AND HOSPITAL SHIPS
ARCHANGEL
MANXMAN
AUTOCARRIER
MONA'S QUEEN
BEN-MY-CREE
NEWHAVEN
BIARRITZ
NEPHRITE (Store Ship)
CANTERBURY
NGAROMA
CLAN MACALISTER
NORMANIA
COTE D'ARGENT
} french
PARIS (Hospital)
COTE D'AZUR
PRAGUE
DINARD (Hospital)
PRINCESS MAUD
DORIAN ROSE (Store Ship)
QUEEN OF THE CHANNEL
FENELLA
ROEBUCK
FOAM QUEEN
ROUEN
ISLE OF GUERNSEY (Hospital)
ROYAL DAFFODIL
ISLE OF THANET (Hospital)
ROYAL SOVEREIGN
KILLARNEY
ST. ANDREW (Hospital)
KING GEORGE V
ST. DAVID (Hospital)
LADY OF MAN
ST. HELIER
LEVENWOOD (Store Ship)
ST. JULIAN
LOCH GARRY
ST. SEIRIOL
LORINA
#
SCOTIA
MAID OF ORLEANS
TYNWALD
MALINES
WORTHING (Hospital)
MANXMAID
WHITSTABLE
OTHER BRITISH SHIPS
ADVENTURESS
BONNY BELLE
AGNESS CROSS (Life-boat)
BOURNEMOUTH LIFE-BOAT
ALBATROSS III
B.P. ONE
ALOUETTE
BRITANNIA
ANDORA
BULLFINCH
ANDORA II (R.A.F. Launch)
CABBY
ANNE IV
CANVEY QUEEN
ATHOLA
CAVERSHAM (M.B.)
AURA
CHAMOIS (Lighter)
BAIL
CHERFIELD
BAT (Lighter)
CLAUDE (Water Boat)
BEE (Lighter)
COMMODORE
BELFAST
CONSTANT NYMPH
BLACK ARROW
CORDELIA
BLACK JAVA
CORNELIA
BLACKPOOL
C. 9 (Tugs)
BOBELI (Motor Cruiser)
C. 11
BONNY HEATHER
C.Y. 63
DABB II
DEFENDER
DHOON (Trawler)
Sunk
(Continued)

June,
CONFIDENTIAL.
Page 3.
Operation "DYNAMO" - Work of Personnel Vessels.
Personnel Vessels (continued).
remaining; she started a trip but failed to make Dunkirk. On return, the original Captain rejoined with some of the original crew. She should then have sailed at 2010/3, but the Captain reported 3 engineers short at the last minute. It was not considered necessary to wait for the engineers and the Master and crew disembarked and the new crew provided for the second time. Before further use could be made of her, however, the evacuation terminated.
9. The MONA'S QUEEN was sunk by a mine on her second voyage to Dunkirk, and the FENELLA was bombed and sunk on her first voyage.
10. The MALINES who had completed two trips, refused to sail on the 1st, left Dover at 1600 on the 2nd without orders and was subsequently found to have proceeded to Southampton.
11. It was felt that trouble might occur in the ST.HELIER
and PRINCESS MAUD, and accordingly a naval party was put on board to supplement the ships crews, and in consequence no trouble occurred.
12. The outstanding ships were the MAID OF ORLEANS 6 trips, one being diverted without completing the trip, and once returning due to collision. ROYAL DAFFODIL 7 trips, on one of which she was turned back by a French destroyer -
ROYAL SOVEREIGN 6 trips
KING GEORGE V
5 trips
COTE d'ARGENT
5 trips
ST. HELIER
4 trips after having refused to
158 rgdl sail once.
PRAGUE
3 trips with full loads, bombed,
85mght severely damaged and beached on the last return trip.
13. Eleven other ships were concerned in the Operation, details of which are as follows:
27th May BIARRITZ
27th May
Damaged by shell fire and returned.
ARCHANGEL
27th May
Damaged by shell fire and returned.
QUEEN OF THE
Sunk by bombing attack.
CHANNEL
28th May
LORINA
Sunk by bombing attack.
29th May
NORMANIA
Sunk by bombing attack.
28th May LOCH GARRY
One trip.
28th May SCOTIA
One trip.
2nd June
THE
28th May KILLARNEY
Sunk by bombing attack.
One trip.
2nd June ROUEN
One trip.
2nd and 3rd
Acapt R.
June AUTO CARRIER
Two trips.
2nd and 3rd
June NEWHAVEN
Two trips.
fice of
Enclosure:-
g Officer Commanding,
Details of Personnel
ER.
Ships used.
2 June, 1940.
authorized.

-3-
nip.
Name & Address of Owners
Name of Master.
SS MAUD
London Midland & Scottish
Capt. H. Clarke.
IA
Railway,
Capt. W.H. Hughes.
L.M.S. Railway Headquarters,
Watford, Herts.
ST. SEIRIOL
Liverpool & North Wales
Capt. R.D. Dobb
S.S. Co., Ltd.,
40, Chapel Street,
Liverpool, 3.
/PRAGUE
London & North Eastern
Capt. C. Baxter.
Railway Company,
26, Glengall Road,
Woodford Green,
Essex.
KING GEORGE V
David MacBrayne Limited,
Capt. R.E. MacLean.
LOCHGARRY
44, Robertson Street,
Capt. E. MacKinnon.
Glasgow, C.2.
KILLARNEY
Coast Lines Limited,
Capt. R. Hughes.
2, Crescent Road,
Kingston-on-Thames,
Surrey.
ST. HELIER
Great Western Railway Co.,
Capt. R. Pitman c/o Chief Docks Manager,
Cardiff.
ST JULIEN
Great Western Railway Co.,
Capt.L.S.Richard
ST ANDREW
Paddington Station, W..2.
Capt. H.C. Bond
ST DAVID
Capt. C.Joy.
PARIS
Capt. E. Biles
ISLE OF GUERNSEY
Southern Railway Co.,
Capt. F.W. Hodges
DINARD
Waterloo Station,
Capt. P. Lewis
WORTHING
S.E.L.
Capt. C.J. Munton
ISLE OF THANET
>
Capt. A.J. Hammond
60
&
These Masters took over when original Masters were too exhausted to carry on.
x Evacuation of Calais.
+ This vessel was ordered to Dunkerque laden with B.E.F. petrol and did not actually evacuate, troops.
INED
orized.

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/

- 2 -
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/

- 3 -
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.

LINES. LIMITED.
of inch
Crescant the
40
Kingston-m Lurrey Kimmes the assist ine day in in the May, we 194
M.6213/40/S.T.A.6
15th August, 1940.
lternative routes,
As we left at night,
TM.
round past Calais
192
11 navigational aids
The Sir, Director have of to acknowledge the receipt WF/MH, chor off Gravelines e. With the break of
The sky was of your Square letter of the 14th August'
ng oil dumps and ilitary to prevent and to thank you for the most ving off Dunkirk interesting report made by the Master
'S, while other vessels
;ime, we were keeping and Chief Officer of the s.s. "KILLARNEY" letter
Company's ships, which of the regarding 7th their experiences during to ng her come up astern which you of account by the were watching her,
Mas Dunkirk operations. the a terrific explosion, and of the the "KILLARNEY" in the Sir, of the ud of smoke. When the from Dunkirk am, the mainmast aft had
I am, Your obedient Servant, ard part heeled over result of a magnetic
Your (Sgd.) obedient B. E. BELLAMY
nt alongside the
Director of Sea Transport.
ing troops of all ases. Some of these
Secretary.
ur days and four
The Secretary
Lines Limited, extreme difficulty canine population vith us. These
IS, as their own
SURREY.
see them trying to were shot on the nessed an attack aircraft.
Bombs fell all planes drove them off.
ner, but none registered a hit. Eventually our fighter to
This
On completion of loading troops we returned by the same route as we had taken to come in, and on passing
Gravelines again the fun started. Sailing quietly along, the tired and weary troops stretched R. out all over the ship, snatching their for the Ministry) managed by
G.S.N.)
Lowed ing th
GS and our entrance enemy
Newman of bombs. A call for assisted th an escort the British Mission two destroyers had previously would INIVIA be waiting for the me aircraft off the consisting port. This of attack lasted for half an hour when returned to Ostend.

COAST LINES, ADMINISTRATIVE LIMITED. 4
TELEGRAMS
2, Crescent Road,
40
COASTWISE.
KINGSTON-ON-THAMES
Kingston on Thames, ine day in May, we
TELEPHONE
assist in the
194
KINGSTON 4541-4
Surrey.
lternative routes,
YOUR REF.
OUR REF.
TM. 6213/40/8.T. 6.
As we left at night,
WF/MH
ALL COMMUNICATIONS TO BE ADDRESSED TO THE COMPANY.
round past Calais
14th August, 1940
11 navigational aids
The Director of Sea Transport, chor off Gravelines
20
e. With the break of
Ministry of Shipping,
193
The sky was one
Berkeley Square House, ng oil dumps and
Berkeley Square.
ilitary to prevent
LONDON W. 1.
ving off Dunkirk
PS, while other vessels
"KILLARNEY"
ime, we were keeping
Sir,
Company's ships, which
With reference to your letter of the 7th instant, I beg to enclose here- to for the purposes of the record ng her come up astern with, which you refer, copy of an account by the were watching her, and Chief Officer of the experience a terrific explosion, and
Master of the "KILLARNEY" in the evacuation of the ud of smoke. When the the mainmast aft had
B.E.F. from Dunkirk.
ard part heeled over
I am, Sir, result of a magnetic
Your obedient Servant,
Drame nt alongside the ing troops of all ases. Some of these
Secretary.
r days and four extreme difficulty anine population
15/16/19
15
ith us. These
GROUP
AUG
S, as their own
12
940
see them trying to were shot on the
ENCLOSURE.
nessed an attack aircraft.
Bombs fell all ner, but none registered a hit. Eventually our fighter planes drove them off.
On completion of loading troops we returned by the same route as we had taken to come in, and on passing
Gravelines again the fun started. Sailing quietly along, the tired and weary troops stretched out all over the ship, snatching their for the Ministry)
by
G.S.N.)
Lowed ing the
GS and ouo
Newman of entrance enemy bombs. A call for assistance an escort the British of Mission two destroyers had previously would INIVIA be waiting hour when for the me aircraft off the consisting port. This attack lasted for half an returned to Ostend.

COPY
S. Y. "KILLARNEY"
40
Anchored in the Downs, one fine day in May, we received orders to proceed to Dunkirk to assist in the
194
evacuation of the B.E.F. We were given alternative routes, one for daylight and one for night time. As we left at night, we took the darkness route, which took us round past Calais and then along the coastline eastward.
Owing to misty weather, and all navigational aids being obliterated, we were compelled to anchor off Gravelines till daylight. This we did without trouble. With the break of day, we hove up and proceeded to Dunkirk. The sky was absolutely black with the smoke from burning oil dumps and tanks, which had been set on fire by the military to prevent their being of any use to the enemy. Arriving off Dunkirk
Breakwater, we had to lay off for some hours, while other vessels were filling up with troops. During this time, we were keeping a look-out for the "LOCHGARRY" one of our Company's ships, which was also on the same mission.
We saw a steamer much resembling her come up astern of us, using the daylight route. Whilst we were watching her, trying to ascertain who she was, there was a terrific explosion, and the centre part of her disappeared in a cloud of smoke. When the smoke cleared away, her stern portion from the mainmast aft had vanished, and in about two minutes the forward part heeled over and sank. So passed the "MONA'S QUEEN" as a result of a magnetic mine.
About an hour after this, we went alongside the
Breakwater, and immediately commenced embarking troops of all regiments, and including several stretcher cases. Some of these cases had been carried by their chums for four days and four nights. Whilst embarking the troops, we had extreme difficulty in preventing what appeared to be the whole canine population of France and Belgium from taking a passage with us. These animals had attached themselves to the Tommies, as their own people had fled, and it was rather pitiful to see them trying to get aboard after their new friends. Hundreds were shot on the quay to prevent their starving to death.
Whilst we were alongside, we witnessed an attack on a ship just outside, by German aircraft. Bombs fell all round her, but none registered a hit. Eventually our fighter planes drove them off.
On completion of loading troops we returned by the same route as we had taken to come in, and on passing
Gravelines again the fun started. Sailing quietly along, the tired and weary troops stretched out all over the ship, snatching their for the Ministry) maged by
G.S.N.
Lowed ing the
GS and our
Newman of entrance enemy bombs. A call for assisted an escort the British of Mission two destroyers had previously would be waiting hour when for the me aircraft off the consisting port. This attack lasted for half an returned to Ostend.

OTH
To
BERO
-2-
195
barl first decent rest for days, three German batteries of six inch sht
30%
TOTAL
guns opened fire on us. The first shot fell just short of the port wing of the bridge. We immediately put the ship astern on to the
STATE
shore and increased speed and zigzagged. Our engineers rendered yeoman service by belching out smoke in an effort to form a screen.
This manoeuvring also caused a certain amount of anxiety owing to the fact that we were sailing over sand banks out of a swept channel, and we were not degaussed. In all, about ninety shots were fired, and the whole action lasted about forty minutes. It
0808
FLAT
is with great regret that we have to report that one shell registered a hit on the after end of the boat deck, and falling amongst a group of men, killed eight and wounded thirty. We happened to have one R.A.M.C. doctor on board, and he tackled his task with great zeal, and very mediocre assistance from our
Medicine Chest, as gunshot wounds and the dressings thereof are not included in the Board of Trade statutes!
About a quarter of an hour after the shelling had ceased, and we were once more breathing more or less freely, an enemy aircraft appeared overhead and let a burst of machine gun fire just over our masts. We manned our Lewis guns and waited to welcome the raider on his next round, but to our great delight a
Spitfire came right out of the clouds on to the German's tail, and giving him a good burst of his guns sent the enemy crashing in flames into the sea, on our port side, about 600 yards away. We did not dally any further to look for survivors.
Later, in response to our wireless signals sent out during the bombardment by the shore batteries, three of our bombers appeared and escorted us. After flying round a bit they indicated to us to alter course, which we did, and eventually sighted a raft bearing one French Officer and two Belgian soldiers. The raft, when we got alongside of it, was a very flimsy affair, made of old wood and an old door. The commissariat of the raft was most complete -
two tins of biscuits and six demi johns of wine. Also, carefully lashed on the raft was a bicycle of ancient vintage. We picked up the occupants, and the troops had extreme difficulty in explaining that they could not accommodate the bicycle, but could manage to find efficient storage for the demi johns. In the finish we didn't get either.
On proceeding, quietness reigned, and never to any of the crew have the white cliffs of Dover looked so welcome as when se they loomed up through a slight haze. We steamed into Dover Harbour g
and alongside the quay, discharged our troops, and landed the killed and wounded. When this was accomplished, we went to the oil jetty, and had to wait for several hours while other ships were bunkering.
This did not really cause a great deal of inconvenience, as, in the manner of all good sailor men we turned in and slept.
So ended an episode of the "KILLARNEY" at Dunkirk.
R. HUGHES. Master.
G.H. Clark. CHIEF OFFICER.
infor the Ministry) managed by
Lowed ing the
GS and our entrance enemy
Newman of bombs. A call for assistance an escort the British of Mission two destroyers had previously would be waiting for the me aircraft off the consisting port. This attack lasted for half an hour when returned to Ostend.