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)

S.S. "BIARRITZ"
D.S.C.
James Lang Crockart
1000
Engineer finall Howl
S.S. "CANTERBURY"
D.S C.
Master
Charles Archibald Hancock
Motor Boat "CONSTANT NYMPH"
D.B.M.
Owner
Basil Arthur Smith setuall
S.S. "DORRIEN ROSE" Teldo tal
I
повтоляз
D.O.C.
hamesthod
Master
Chief Engineer
D.S.C.
William Thompson
Bernard Murphy
D.S.C.
Mate
Terence O'Hanlon
D.S.M.
Gunner
D.S.M.
J. W. Watson
TOJEBN
A.B.
D.S.M.
J. O'Rowe doonignS Totdo
0.8.
W. Barnett
D.S.M.
A. Gibson
Drawers Ieldo
Fireman
Tug "FOREMOSH 87"
D.S.C.
IntooM
Master
James Fryer
JRL
S.S. "ISLE OF GUERNSEY" bee
Francis waugh Hodges.
D.S.C.
Master
Brnest Leonard Hill
Chief Engineer
D.S.C.
David Douglas Robb
D.S.M.
A.B.
John Fowles retual well
Tug "JAVA"
7001290 and
Seaman
D.S.M
Master
Harry Griffith
4001990
S.S. "KING GEORGE V"
Master
D.S.G
Robert McCallum McLean
Chief Engineer
D.S.C.
William MacGregor
Greaser
D.S.M.
Angus Macdonald
D.S.M.
A.B.
Donald Joseph McKinnon
S.S. "LEVENWOOD"
Master
D.S.C.
William Oswald Young
M.N. Gunner
D.S.M.
George. Knight niewaxe0
D.S.M.
Fireman
Robert Moody
S.S. "MAID OF ORLEANS"
Master
D.S.C.
Gordon Dyer Walter
Chief Engineer
D.S.C.
George Frederick Tooley
D.S.M.
Q.M.
Harry Russell
Motor Yacht "MASHYRA"
D.S.M.
Skipper
G. D. Oliver
8.8. "PRAGUE"
Master
D.S.C.
Clifford Roland Baxter
Chief Engineer
D.S.C.
Walter Ernest Oxenham
D.S.M.
Frederick Wm. John Rushby
Boy in

Tm4324pl p a
Tugs:
Telephone Nos.:
SUNRISE "
ROYAL
Avail
II"
"SUNSHINE "
General
Office
6921
fo
N III "
"SUNFISH:
(4 lines)
Nig ar
JN IV "SUNBIRD "
Towage
5325
Sur
SUN V"
Office lines)
u
"SUN VI"
"SUN VII "
City Office:
"SUN VIII "
MANSION HOUSE
"SUN IX
GRAVESEND 66,
"SUN X"
Telegrams and Radio
"SUN XI"
Telegrams:
"SUN XII "
"SKIFFS, PHONE
"SUN XV"
LONDON "
S.S. CARINTHIA' 20,000 tons gross. Approaching King George V Dock. Towed by "SUN" Tugs
City Office:
COMMERCIAL SALE ROOMS
W. H. J. ALEXANDER, LTD.
ST. JOHN'S WHARF
WAPPING
24, MARK LANE, E.C.3
DIRECTORS: W. P. ALEXANDER. G. F. ALEXANDER. C.G. ALEXANDER
London, E.1 20th July 1940 19
The Minister of Shipping
Ministry of Shipping
Berkeley Square House W.1.
Sir,
We beg to acknowledge receipt of your letter of the 19th instant, covering your letter to the Master and crew of our s.t. "SUN XII" engaged in the recent evacuation, which we have passed on to our Master and it is much appreciated.
We are, Sir,
Your obedient Servants
W. H. J. ALEXANDER LTD.
9.7.alumuncker
Director

Time
4342
e plpwpp
3
56
Telephone Nos.
im Tugs:
ROYAL
Ava
"SUNRISE"
General
6921
fo
Office
"SUNSHINE'
(4 lines)
NI
III" "SUNFISH"
Towage
5325
Sur
IV" "SUNBIRD"
Office lines)
JN V"
UN VI"
City Office:
SUN VII"
MANSION HOUSE 4.
"SUN VIII "
GRAVESEND 66, 19
"SUN IX"
Telegrams and Radio
'SUN X"
Telegrams:
"SUN XI"
"SKIFFS, PHONE,
"SUN XII "
LONDON
"SUN XV"
S.S. CARINTHIA" 20,000 tons gross. Approaching King George V Dock. Towed by "SUN" Tugs
City Office:
W.H.J. ALEXANDER,LTD.
ST. JOHN'S WHARF
COMMERCIAL SALE ROOMS
WAPPING
24, MARK LANE, E.C.3
DIRECTORS: W.P. ALEXANDER. G.F. ALEXANDER. C.G. ALEXANDER
London, E.1 21st June 1940 19
The Minister of Shipping,
Ministry of Shipping
Berkeley Square House W.1.
A
Right Honourable Sir,
X
We have to acknowledge receipt of your letter of the
19th instant, and thank you for letters addressed to the Masters of nine of our "SUN" tugs engaged in the recent evacuation of Dunkirk, which are much appreciated.
Our s.t."SUN XII", Master A.V.Mee, was also engaged;
we understand a letter was made out for this tug, B. R. Mastin Master. He was only on board temporarily as navigating master, and We shall be obliged if you will let us have a letter in the name of A. V. Mee, Master, he and the crew of the tug having been on board during the whole of the operations.
We are, Right Honourable Sir,
Yours faithfully
W. H. J. ALEXANDER LTD.
Director th er
"1
1y g
of the shore now the naval rized.
In/

Time 4342 m Gaty pl p 3 "
STEWART WATRINS.
DIRECTORS.
ROGERS WATRINS.
53
IN
HAMILTON.
LLIAM WATKINS, LTD.
W
FENTON HOUSE,
(ESTABLISHED 1833).
112, FENCHURCH STREET,
STEAM TUG OWNERS.
ROYAL 5434-6.
TELEPHONE: TELEGRAMS: TOWAGE, FEN. LONDON.
19 40.
KING GEORGE WITH EXTENSION v. DOCK TO (Pier NORTH Head): WOOLWIGH ALBERT MOORINGS. DOCK 2668
LONDON, 24th June,
E.C.3.
AFTER OFFICE HOURS-
GRAVESEND 4227.8 Royal Day Terrace & Night. Pier
TELEPHONE: TELEGRAMS: TOWAGE, GRAVESEND
JRW.
RonaldT. Cross, Esq., M.P.,
The Ministry of Shipping,
Berkeley Square House,
Berkeley Square,
LONDON, W. 1.
Sir, and I I thank you to for Private know your that extremely I was of nice some letter small of assistance the 20th during instant, this
I am, Dear Sir,
Your obedient Servant,
ALL WORK UNDERTAKEN BY US IS SUBJECT TO THE UNITED KINGDOM STANDARD TOWAGE CONDITIONS.
apt R.
th er
1y of the shore now

JOHN STEWART WATKINS.
JOHN ROGERS WATKINS.
DIRECTORS.
MAX HAMILTON.
40
VILLIAM WATKINS, LTD.
E
W
(ESTABLISHED 1883).
FENTON HOUSE,
STEAM TUG OWNERS.
TELEPHONE: ROYAL 5434-6.
112, FENCHURCH STREET,
TELEGRAMS: TOWAGE, FEN, LONDON.
KING GEORGE v. DOCK (Pier Head): ALBERT DOCK 2668
WITH EXTENSION TO NORTH WOOLWICH MOORINGS.
LONDON, 21st June, 1940.
AFTER OFFICE HOURS
E.C.3.
TELEPHONE: GRAVESEND 4227.8 Royal Terrace Pier
TELEGRAMS: TOWAGE, GRAVESEND
Day & Night.
JRW.
Dear Sir,
The Ronald Ministry T. Cross, of Shipping, Esq., M.P.,
Berkeley Berkeley Square, Square, House,
LONDON, W. 1.
Sir,
The
We beg to thank you for your letter of the 19th instant, with enclosures, which we will have very great pleasure in delivering to the
SANS
Masters of our Tugs.
We are, Dear Sir,
Your obedient Servants,
WILLIAM WATKINS, LIMITED.
Director.
V. H. Esq to the of
ALL WORK UNDERTAKEN BY US IS SUBJECT TO THE UNITED KINGDOM STANDARD TOWAGE CONDITIONS, apt R.
th er
1y of the

32
/
TELEGRAPHIC ADDRESS
MACBRAYNE. GLASGOW.' Louthern
TELEPHONE: CENTRAL 9956 33
(PRIVATE BRANCH EXCHANGE)
ROM
DAVID MACBRAYNE, Ltd. General Managers
BIOD
REFERENCE
44 ROBERTSON STREET,
To
Waterloo
22nd Hation June, 1940.
MD/1855/40
GLASGOW, C.2.
HL/ET.
Private Secretary,
Minister of Shipping,
Berkeley Square House,
Berkeley Square,
LONDON, W. 1.
Dear Sir,
We have to acknowledge receipt of your favour of 19th inst.
enclosing letters from the Minister of Shipping to the Masters of the T.T.S.S. "KING GEORGE V" and S.S. "LOCHGARRY" in connection with their work in the recent evacuation from Dunkirk.
We much appreciate the Minister's speedy recognition of the services rendered by the Mercantile Marine, which appreciation is shared by our Masters, and we are indeed happy to know that two vessels emergency. of our Fleet were of some assistance in this national
Yours faithfully, Missin
Jun
DAVID MACBRAYNE LIMITED,
Baq Minis General W.1. Manager Hast
,apt R.
th er
1y
Fl of the g
ER
OH
shore now the naval
In/
ized.

Tune,
31 B
CONFIDENTIAL.
Operation "DYNAMO" - Work of Personnel Vessels.
PERSONNEL VESSELS.
Twenty-nine personnel vessels were used during operation "Dynamo"; a list is given in the enclosure.
of these, seven were sunk, five so damaged by bombing or gunfire as to render them unfit for further use during the operation, and two were damaged in collision.
Of these ships the following, namely MONA'S QUEEN,
BIARRITZ, CANTERBURY, QUEEN OF THE CHANNEL, MAID OF ORLEANS,
AUTO CARRIER and ARCHANGEL; ST. HELIER and KING GEORGE V, had been engaged prior to Dynamo, in operations at Dunkirk,
Boulogne and Calais, and had completed the following trips:
MONA'S QUEEN 3 QUEEN OF THE CHANNEL 1 ARCHANGEL
1
BIARRITZ
2 MAID OF ORLEANS
3 ST. HELIER
2
CANTERBURY
3 AUTO CARRIER
2 KING GEORGE V.1
2. There was no doubt that the Captains and crews of these ships were feeling the strain when operation Dynamo started. After completing two round trips to Dunkirk harbour in operation Dynamo the Master of the CANTERBURY stated on the
28th that he would not take his ship to sea for a third trip.
The P.S.T.O. went on board and explained the gravity of the situation and ordered him to sail at 2230, but discovered some of the crew had been given leave. The P.S.T.O. therefore put an officer and some seamen and stokers on board to augment and stiffen the crew. The ship sailed at 0930/29, but was bombed and damaged on her return voyage from Dunkirk, and after landing troops did not take any further part in the operation.
3. After completing one round trip the Captain of the
St. SEIRIOL refused to sail, and accordingly one officer, an armed guard and 7 stokers were put on board at 1000 on the 29th.
The Captain was placed under open arrest and the ship sailed at
1100. On her return voyage the ship was bombed and damaged and did not sail again.
4.
The TYNWALD transported 7534 troops in 5 voyages; she should have completed 6 voyages. When due to commence her fourth voyage at 1945/1, she refused to sail and did not sail again until 1945/2.
On a written enquiry from the S.T.O., Folkestone, on the 2nd June, whether or not the ship would sail for Dunkirk if required, the Master, W. Qualbrough, replied by letter as follows:
"Dear Sir,
Your letter received. I had a signal from the master of the MALINES last night to say him and the master of the BEN MY CHREE had considered it apt R.
hopeless to proceed to Dunkirk. Our crews have been continually on their feet all the week and especially the deck officers who have had to be on their feet for 30 long. I myself have had 4. hours rest for th week and am at present physically unfit for another trip like what we have had. If it is absolutely necessary to go I will abide with the masters of the other ships decision.
i
P.S. There is two more of the crew going ashore now g
absolutely nervous wrecks and certified By the naval
ER
doctor.
In/
rized.

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.

H.XG.1929/40
T.M.6213/40.8.T.A.6 5th November, 1940
25
T.M.6213/40/S.T.A.6.
SIR,
I am obliged for your letter of 8th November, 1940.
the 1st November, and for the return of the original reports of the of our vessels which took part in the
Dunkerque evacuation.
Sir, id
I
I have to acknowledge the receipt of your letter
(Marine Dept. abedient WP/JWA) of the 30th ultimo and to thank on ne you for the interesting reports of the heads of to es
Departments on board the S.S. "KING GEORGE V." and ond
S.S. "LOCHGARRY" on their experiences during the Dunkirk
The Director operations. of bea Transport,
Ministry of Shipping,
Berkeley Square House, Square am, Sir,
Berkeley
Your obedient Servant,
REGISTRY 7 RECEIVED nover 18
Director of Sea Transport.
The Marine Superintendent,
David MacBrayne, Limited,
44, Robertson Street,
GLASGOW, C.2.
On Tuesday the
Wednesday morning the ship was
TAVO
wips into Dunkist away a rull complement each time. Our ship seemed to have a charmed life. Ships were bombed and shelled ahead of us and alongside and astern of us, and yet apart from a few shell splinters 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 telegraph aft alongside which he was standing. It seemed an unlucky day for him/

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

- 2 -
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.

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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.
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