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)

Page 6.
LIST OF SHIPS WHICH TOOK PART IN OPERATION "DYNAMO" - 26TH MAY - 4TH JUNE, 1940.
PART I - BRITISH SHIPS (continued)
OTHER BRITISH SHIPS (continued)
MINORU II (M.B.)
# RENOWN
MINWOOD
RESOLUTE
MONARCH
RICAS
MOTOR-BOAT 42
ROBERT CLIFF
MOTOR-BOAT 27 B
ROSA WOOD AND PHYLLIS LUND
MOTOR-BOAT 43 (R.A.F.)
ROWAN (Smack)
MOTOR-BOAT 101 (R.A.F.
RYGATE II (Yacht)
MOTOR-BOAT 102 (R.A.F.
ST. ABBS
#
MOTOR-BOAT 243 (R.A.F.
ST. CLEARS
MOTOR-BOAT 270 (R.A.F.)
#
ST FAGAN
MOTOR-BOAT 275
ST OLAF
M.L. 8 (W.D. Craft)
SAMBRA (M.B.)
MURIOUS
SAVIOUR
NANETTE (M.L.)
SCENE SHIFTER
NELSON (M.B.)
SCOTTISH CO-OPERATOR
NEMO IV
SEA FALCON
NEWHAVEN LIFE-BOAT
SEA FOAM
NEW PRINCE OF WALES
SEASALTER
No. 4
in
SEINE
No. 101
(Hopper Barges)
SHAMROCK
No. 102
)
SHEFFIELD (M. Barge)
OCEAN BREEZE
SILICIA (Coaster)
OFFERIA
SILVA FOAM
OLIVIA
SILVER BREEZE
ORIENT LINE (M.B.)
#
SILVER QUEEN (M.B.)
PAULETEER
SINGAPORE
PEGGY IV
SYKLARK (Abandoned)
PELLAG II
PERSIA (Tug)
SKYLARK I
PIGEON (W.D. Craft)
SKYLARK II
PIONEER
SKYLARK VI
PRIMA (Tug)
SMALL VIKING
PRINCE OF WALES
SOUTHEND BRITANNIA
PRINCESS FREDA
SPEEDWELL
PRINCESS LILY
SPRITE (Harbour Launch)
PUDGE
SULTAN
QUEEN
SUN IV
QUEEN ALEXANDRA
SUN X
SUN XI
~~~
(Tugs)
QUEEN BOADICEA II
QUEEN'S CHANNEL
SWALLOW
(Hopper Barge)
S.O. ONE
QUEENSLAND
TANGA (Tug)
QUICKSILVER
THARK
QUI SI SANA (M.B.)
TENIAS
RAMSGATE LIFE-BOAT
THYFORSA
THYRA
RAPIDE
REDA (M.B.)
TONY
TRITON
RELIANCE
TUG XV
# 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.

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

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
they
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DEVITTA
no off on Approved eit or by beloom
01.10
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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

II
(HO)
AND ACCIDENT CLAUSES.
till
WELRO
CREW LIST M. V. "SANDHILL"
DUNKERQUE.
79
GM
Frederick Mafeking
A. Wilson. Master. 31, Derwentdale Gardens, Heaton, Newcastle/Tyne.
D. K. Wright. Chief c/o Mrs. Relf, 30 South Road, Newhaven, Sussex.
Officer.
full
W. Donn.
Second
58 Laws Avenue, Newhaven, Sussex.
Officer.
of
G. Girdwood. Bosun. 18, Guelder Road, High Heaton, Newcastle/Tyne.
W. Hill.
A.B.The 30th May, 117, Gibbons Road, Newhaven, Sussex.
B. H. Locke. A.B.
3, Eastcliff Avenue, West End, Farnham, Hants.
F. Brennan.
A.B.
Scattery Island, Kilbrush, Co. Clare. the
R. Hamill.
A.B.
16, Lour Place, Newhaven, Sussex.
a
G.
W.
Ockham soldiers A.B. 38, Darley Road, Clapham Junction, London S.W.11.
from the to
S. H. Brown. Steward. 77, Newminster Road, Fenham, Newcastle-on-Tyne.
R.
P.
Thomas.
Assistant
Steward. Cherry Grove, Skelty, Swansea.
He
J. E. Bracken, Chief 28, Lewes Road, Newhaven, Sussex.
Engineer.
R. Clark. Second in 3, Ancroft Avenue, Nor th Shields.
leader Engimeer.
R. Wonders. Third c/o Father, 65 Mortimer Road, South Shields.
the Engineer. essels, and
I separated from the other a Destroyer I took which the was going 22 in. to
Harbour, endeavouring and as other Destroyers and large
The Destroyer commenced firing at the to to to out,
I ordered the backed and proceeded the
We proceeded along the coast there entrance to see whether I could be of any assistance there.
declaed 00 go back to the Harbour
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

(HO)
AND
ACCIDENT
Jug" aremout II
se
Copy. (Extract).
esia so
Frederick Mafeking Holden, states:-
On Wednesday, the 29th May, 1940, I received orders from the Company's Divisional Marine Manager at Newhaven to proceed to Dover at once.
The Tug was under full steam and we left the Harbour at 6.50 p.m.
I was Acting Master of the "Foremost 22", the regular
LIE
Master Captain Fieldgate, being ill.
The Tug arrived off Dover at 4.15 a.m. on Thursday, the 30th May.
I dropped anchor just off the detached mole, near the
Western entrance to the Dover Harbour, and remained there for orders.
At 11.30 a.m. a motor launch came up with a Naval Officer on board. The Naval Officer ordered me to Dunkerque to pick up soldiers from the beach.
The Naval Officer gave me a chart showing Dunkerque, and gave me instructions as to courses.
He gave me these instructions so that I could keep clear of minefields.
He requested me to collect five small vessels, which were anchored in the vicinity and to take them to Dunkerque as leader.
I left Dover at 1.35 p.m. on the 30th May followed by the five small vessels, and arrived off Dunkerque at 8.30 p.m.
I separated from the other vessels after arrival.
I took the "Foremost 22" to the Harbour entrance following a Destroyer which was going in.
The Destroyer commenced firing at the entrance to the
Harbour, and as other Destroyers and a large Troopship were endeavouring to enter, I decided to get out.
I ordered the engines astern, backed out of the Harbour, and proceeded along the coast in the direction of Ostend.
We proceeded along the coast for about two miles, and as it was getting dusk and there were no small boats to bring the troops out to my vessel, I decided to go back to the Harbour entrance to see whether I could be of any assistance there.
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

(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.
1.

left for Dunkirkt mt exhausted and arrived, to so the 2.30 in At p.m., Dunkirk I was at approximately the some By Tug rest. this Berth the time 1 and a.m. the on at LeM.
6213/40/
O
Contleme
I
understood crew 6.30 being p.m. the this again ordered this. afterwards to by to about lette you standing eyesd edj by, They would not be released I afterwards reported get
Newhaven beforms We Newhaven left which we on did unt at agree to I this,but instructions insisted to us ni has 10 p.m. Dover at 3.25 p.m. and arrived at bleods econ-wod nevadwe Yours faithfully, of em TO]
to gutob Dirt The JL EBW
(Signed) C. FIELDGATE. Master.
emij tode B TOT
bns
Jsg
JI bed JBdj rittw Bir bebsol ains bas benim I.bad or 200013 08 nottenjis adsod of am
EBW
asds
TOT
Artinue to
JI
on Monday,
Newha ored:rew isemba up were at alm abut the crew to New being sick.
bren we agree bech would not on did untilt
.m. left Dover at 3.25
07-WOJ Yours fa

1.
SSIN
TEA
28
.st pier two more bombs were dropped ahead of me, one in the hannel and one on the East pier, which shattered the pier for some ived listance. 30/8/40. We now opened fire on the plane and succeeded in beating
&
him off at least for the time being. I could see no chance of fea
31/8/40.
302
getting ashore, nor was there anyone about the place I could get any information from. Bombs were now dropping everywhere, so my first
.
to thought was for the safety of the ship and cargo, so I decided to boyls
Due make a run for it and get back to Dover if possible and report.
I backed full speed astern from between the piers, but no sooner had I got my ship's head pointing down channel on our course, than we were attached by another plane. We opened fire on him and
ISVOU
gave him a good salvo. He sheered off in a Northerly direction and his engines ceased to roar. We saw no more of him so I believe he must have fallen in the sea. Now when half way between Dunkirk and Gravelines they opened fire on us from some of the shore batteries, many of the shells passing close over our heads on the bridge. Anyhow, we had no alternative only to carry on and hope for the best.
After passing the Dyck Lightship I got to No.1 Buoy and I
reported the mines to Patrol Boat WL.158. He immediately went after them and before long we heard three of them blow up. At 5.30 a.m.
another plane came along from the direction of Cap Gris Nez. He sent a shell across our bows so we opened fire on him and a patrol boat close to us opened fire on him also, so he cleared off.
We anchored off Dover at 10.40 a.m. and reported to the Naval
Authorities. At 10 p.m. on Saturday, May 26th. several planes were hovering about. They were laying magnetic mines as we could see one of them being dropped by parachute. One was exploded close ahead of us by gun fire from the shore, so our gun was in action once more against the mine-layers. During all those operations 1,200 rounds of ammunition were used.
At 8.30 p.m. on Sunday, 26th May, we were ordered to the Downs to anchor and await further orders.
On Tuesday, May 28th. 6 a.m. received orders proceed Newhaven.
6.10 a.m. hove up and proceeded on passage. Anchored off Newhaven
2.50 p.m. at 6.p.m. received orders from Admiralty proceed Littlehampton after dark. At 2 a.m. 29/8/40 hove up anchor and proceeded i.
P.T.O

COPY OF STATEMENT REGARDING SURVIVORS FROM HOSPITAL SHIP
"PARIS"
163
by s.t. "FOREMOST 87"
June
Wednesday, 5th May, 1940.
Dear Sir,
On Sunday afternoon, the 2nd June, I received orders from
Naval Authorities Dover to proceed to Dunkirk. My orders being to take Lifeboats R.N.L.B. "CECIL & LILLIAN PHILPOTT and R.N.L.B.
"THOMAS KIRK WRIGHT" in tow to assist in evacuating troops from
Dunkirk Harbour and Beach.
I cleared Eastern Entrare of Dover Harbour about 3-50 p.m.
with Lifeboats in tow, and on instructions before leaving towed towards given position where I had to cast lifeboats.o: I arrived at this position and was giving lifeboat coxwains courses for Dunkirk
Harbour, when, on hearing aircraft overhead and several explosions,
I noticed to the southward of me a Hospital ship which proved to be
S.S. "PARIS" of Newhaven, in, as It thought, difficulties. I at once altered my course, irrespective of routing instructions, towards said vessel, and onnnearing same I noticed several of her lifeboats full of survivors who had survived this bombing and machine-gunning which
I was afterwards informed had happened. I at once gave orders to crew to get lines etc. ready to take these survivors on board, some of whom were Sisters who were very seriously injured, also some of crew whod been badly scalded.
I managed to get all of the 95 survivors out of our boats, some of which were half full of water, on board of "FOREMOST 87", and did everything to make wounded (one of whom passed away on board Tug
"FOREMOST 87") as comfortable as I could, and then headed at full speed towards Dover.
I had hardly altered my course when I noticed another boat full of people. I stopped engines and on nearing this boat I found that it had 13 Spaniards aboard. I ordered these to be taken on board and kept apart from survivors of "PARIS" as I was uncertain of their Nationality, and I was unable to gather from them how and when they came to be in the boat I found them in.
I headed for Dover, time being about 10-50 p.m., at full speed. Arriving at Dober Pierheads Eastern Entrance about 3-30 a.m.
on Monday, 3rd June, and received orders to proceed direct to
Admiralty Pier and land survivors, this I did as soon as possible, everything being ready on shore to assist in this job of work. I
kept Spaniards on board until they were escorted ashore by armed guard, who no doubt found out more about them than I could.
I am, Sir,
Your obedient Servant,
(Signed) J. Fryer.
Master of s.t. "FOREMOST 87".

GUIAR SERVICE
HSW
59
LITH
S
TELEPHONE: LEITH 37088-9
BOSTON
TELEGRAMS: "TRANSHIP, EDINBURGH"
LONDON
SCOTTISH Co-operative WHOLESALE SOCIETY LTD.
181
9
64
REGISTRY
17 AUG
RECEIVED
1010
COASTAL SHIPPING DEPARTMENT.
6 JOHN'S PLACE.
LEITH, 16th August 19 40.
The Director of Sea Transport,
Ministry of Shipping,
Berkeley Square House,
Berkeley Square,
LONDON, W.I.
Dear Sir,
Your Reference T.M.6213/40/S.T.A.6 of 7th August.
With reference to above and ours of 13th August, we enclose herewith statement as made by Captain T. S. Robertson,
Master of the m/v "Scottish Co-operator" in relation to the
Dunkirk operation.
We trust that the information is exactly as required by you for your purposes.
Yours faithfully,
Jobryce
Transport Manager.
arrival there I found there was not sufficient water at the pier of for my ship and I had to go to Margate where we arrived at 4 p.m.
cort
After discharging troops we were about to leave again for Dunkirk the but discovered that our degaussing cable was cut and owing to aft this I was ordered to anchor and await orders, which I did.
After the evacuation was completed I was sent to Sheerness to have degaussing wire repaired, after which I was ordered back to Newhaven where we arrived on Saturday 8th June, 1940.
(Signed) T. S. ROBERTSON, Master.
o0o

58
M.V. "SCOTTISH CO-OPERATOR".
EVACUATION OF B.E.F. FROM DUNKIRK.
165
Regarding the part taken by the above vessel in the evacuation of Dunkirk, there is very little to tell.
When these operations were begun we were loading ammunition in Newhaven, Sussex and this was completed on the evening of Tuesday 28th May. Orders were then received that this ship was required for other duties and the cargo just loaded was to be discharged. Work to this end was begun on the morning of Wednesday 29th May and completed the same day, after which we shifted and bunkered to full capacity.
On Thursday 30th May at 5 a.m., we sailed from Newhaven with instructions to proceed to Dover for orders. On arrival at
Dover, about noon, I spoke to Examination Vessel and was informed that we were going to Dunkirk to embark troops and that we were to anchor and await further orders. At about 5 p.m. we were ordered into South Downs where we were to close the Examination Vessel which would provide us with sailing orders and routing instructions.
On receiving these routing instructions I asked the
Examination Officer where the troops were to be embarked, and whether I had to enter the port of Dunkirk and I was told that
I would receive further instructions from British Naval Craft when I arrived off Dunkirk. At about 8 p.m. we sailed from the Downs and at about 11 p.m. arrived off Dunkirk Piers where several vessels were patrolling but none of these was able to give me any information as they all appeared to be in the same position as ourselves. One of them informed me, however, that there were sunken craft in the entrance and therefore it would not be safe to attempt entering during the hours of darkness so
I decided to keep on the move, at slow speed, until daylight.
There were several enemy aircraft over during the night which were engaged by our own or Allied Fighters, and driven off.
By 5.30 a.m. on Friday 31st, it was daylight and I
decided to proceed into harbour and we moored alongside breakwater at 6.30 a.m. The Germans, who were about five miles to the westward of Dunkirk, had the range of the breakwater and were keeping it under almost continuous shell fire, but fortunately neither the ship nor any member of the crew was hit, although overhead. shells were falling all around and occasional shrapnel bursting
The embarkation began immediately on arrival and after we had embarked 50 stretcher cases, 150 walking wounded and about
350 able men, we were about to sail when just then an hospital ship came alongside and it was decided to transfer all stretcher cases and walking wounded from our ship to the Hospital ship.
This was completed in about forty minutes and I then had to wait and fill up again with able men. At 10.30 a.m. we sailed with 550 men on board, including seven stretcher cases.
I had orders to discharge these men at Ramsgate but on arrival there I found there was not sufficient water at the pier for my ship and I had to go to Margate where we arrived at 4 p.m.
After discharging troops we were about to leave again for Dunkirk but discovered that our degaussing cable was cut and owing to this I was ordered to anchor and await orders, which I did.
After the evacuation was completed I was sent to Sheerness to have degaussing wire repaired, after which I was ordered back to Newhaven where we arrived on Saturday 8th June, 1940.
(Signed) T. S. ROBERTSON, Master.
o0o

THEREOF
51
COPY.
H.M.H.C. "st.Julien",
OUTS
Newhaven, as
13th June, 1940.
GREATE
175
D.G. Hoppins Esq.,
Weymouth Quay.
100%
Dear Sir,
TOTAL
I beg to report the following incidents which took place while the above was engaged as a Hospital Carrier.
We left Southampton on the 23rd May and proceeded to Dover for orders: on arrival we received orders to anchor in the Downs.
On the 24th we received orders to proceed to Dunkirk and when close to the Inner locks Dunkirk Harbour the ship was heavily bombed, bombs falling a matter of 20 feet away.
Fortunately the tide was low and apart from a shaking, the vessel was not damaged. As no people could be seen, I
hailed French Soldiers and asked where we had to berth, but things began to get hot, so I decided to back out and return to Dover. I counted 17 planes sowing destruction.
On arrival off Dover, I reported the incident to the examination boat and after a lapse of 2 hours I received orders to proceed to Dunkirk, "St. Andrew" following and Air escort provided. This was done without incident. On arrival, Crew assisted in loading patients and leaving, as the "St.Andrew" had no charts for the particular route,
I laid off and waited for her. On our return journey, when off Calais West we were shelled by Shore Batteries, the shells falling over us, the elevation being slightly too high. I sent a message to South Foreland and was answered.
We were ordered to Newhaven and landed Patients. The
Green Lights and Red Cross were plainly exhibited.
Temporary 3rd Officer Rowlands left on account of vessel not being armed.
25th. Left Newhaven and anchored in the Downs.
26th. Received orders to proceed to Dunkirk in company with the Andrew". When off Dyck Light Vessel Ualais, we met the "Maid of Orleans", and firing from Shore Batteries began on the three ships, and as it was not possible to pass this place without serious risk of damage, as I was in the lead
I swung round, and zigzagging the whole time until out of range, incident. I returned by an unauthorised route and reported the
27th. We left the Downs, receiving orders to proceed to
Dunkirk. Not having a Chart we followed the Helier", ed
"Royal Daffodil", and "St.Andrew" following in the rear. We et were attacked by bombs and aerial torpedoes when off
Middlekirk Bank Buoy. These fell very close to the ship of but no damage was done. When we arrived off Dunkirk it con was absolutely impossible to enter on account of the bombing th by relays. Even to remain in the vicinity as we were told af we were a good target, so all ships returned to the Downs.
28th. At anchor.

code
176
29th
Received orders to proceed to Dunkirk. When North of are
Neiuport Buoy the vessel was heavily bombed by shore and air, machine gunned and shelled, all pitching very close alongside
Date:
and causing damage to the vessel, but through zigzagging though in a 490 foot wide channel we escaped (this channel was also congested with all classes of craft) very serious damage and with our lives. Relays of enemy machines were taking part, and when off Dunkirk we were still being heavily bombed.
Oy
The "King Orry" was attempting to berth in a very heavy
Graid, she managed to get alongside and here she received her packet (sunk) The berth I originally intended to take
Dear When I saw the situation I hailed a Drifter, and was told to keep clear. Much to my sorrow I returned to the Downs.
30th. I reported the incident, receiving orders to proceed off
Dover. We entered Dover and bunkered, and afterwards laying off for the night, during which S hands reported suffering from was shell shock.
*51st. 3-45 a.m. A Naval Party (20) men, 1 Sub Lieut. Radcliff joined with orders to proceed to Dunkirk. At 5-12 the anchor was clear and away we proceeded using a different channel this time. By this time the Crew were getting shaky (the Naval Party was a splendid idea) and we arrived alongside at 8-58, and began loading under shell fire (assisted by Crew) shells falling about
50 feet away, but no bombing. of the incendi When we had completed our were loading we left and reported at Dover, and were told to proceed to Newhaven During the whole of this time the largest Red Cross flag was kept flying, and, no doubt about it, these were deliberate attacks on
Base Hospital Carriers.
1st June. Five more hands left the ship, the excuse being that there was no means of protection or defence.ed, se notice oiled, stored I should like to add and that it is by with pride that I have g
for to mention some of my staff, and those are:-
Mr Gill
Chief Engineer
Mr Gertwright 2nd Officer.
WAS Mr Brown Quartermaster proceeded Mr Sagar Chief Steward.
These men certainly stuck to their posts, and were the being means of keeping things going to sail
I am, Sir,
On Yours respectfully, nwere quay be the (signed) 1v.L. T. RICHARDSON was to leave as wed as possible. All was in and at Master. order g the
WAS for id a of
This Port www. reached about noon, patients wore at scort once disembarked, the ship and and the hour's notice. At 0,00,0. ware to call raft to the Dovor.
Retdoy, to to Come and at most overy NO 01080 to the that the Celt the

- 2 -
178
24/5
under water explosions. At 4.30a.m. ship again reported off
Dover, when orders were received to proceed to Calais.
Shortly after 6.0a.m. and when approaching the Port, much of it could be seen in smoke and flames, but the vessel continued, and when within two or three cables of the West Pier Head,
Shore Batteries opened fire and straddled both the ships and the
Harbour entrance, and many shells burst close alongside, and it became necessary to stand off.
Ised
About 7.9a.m. guns ceased fire, and the ship made emother attempt to enter the Port, and again batteries opened fire, although
Hospital Marks and Red Cross Flags must have been plainly seen. At this time a British Transport was seen working her way out of the
Harbour, also under heavy shell fire. At the same time guns concentrated on the ANDREW, evidently with intent to block the
Harbour entrance: so again the ship had to stand off.
Owing to the narrow channels and shoal water, no great alteration of course could be attempted, thus when the Transport and the "st. ANDREW were close together, the intensity of the gun fire was increased and directed at both ships; although these shells fell very. close, none actually found its target.
When the Transport was clear, the Harbour was again approached, and still gunfire made it impossible to enter; so the vessel returned to Dover for further orders. At 1.35p.m.
orders were received to proceed in company with the JULIEN"
to Dunkirk, which Port was reached about 4.0p.m. during a heavy air raid.
on this voyage the vessel was without charts, and navigation became difficult, although the "SI. JULIEN", who had some charts, offered every assistance possible.
Wounded were embarked between 5.30p.m. and 8.0p.m.
At this Port no provision had been made for the handling of wounded, hence there was no Medical Staff other than those carried by the g
ship to act as Stretcher Bearers.
In response to a call for volunteers, the entire crew responded. During the embarking several air raids took place and much shrapnel fell, but the job was completed without incident or injury.
At 9.5p.m., with much of the Port and town on fire, the vessel left for Dover, thence to Newhaven to disembark.
While passing Gravelines at 9.30p.m., again in company with the T.JULIEN", shore batteries opened fire. No alteration of course could be made to avoid the fire, owing to the narrow channels, thus the vessel proceeded, fortunately without damage, although the shots all fell very close on each side.
wed g the id
On Saturday, the 25 May, the wounded were disembarked at
Newhaven, the vessel was placed on short notice, and about 4.0p.m.
1
of again sailed for Dover, where, on arrival, she was ordered to the scort
Downs.
the raft on Sunday, the 26 May, at 3.25a.m. the vessel left the
Downs for Dunkirk, but shortly after 4.0a.m. she was ordered by the
Guard Ship to return to anchor. At lla.m. she was again ordered to proceed to Dunkirk, in company with the JULIEN". At 1.20p.m., when abeam of Gravelines, shore batteries again opened fire on both

ons at
G.W.R.
49
20113
STATE
When G.W.Rly Docks Manager's Dep to Newhaven via Dover Marine Section,
Fishguard Harbour.
SEAL
were
CDM.C/3077/S.
was 20th 181
June
1940.
On the B.25/272.
that was from
Dris sts. 'St. David".
loss of
EVACUATION OF TROOPS FROM FLANDERS.
Dear Sir, and in the
It has been reported to me that the "st. David"
under the command of Captain Joy on the 24th May was ordered to Dunkirk, via Dover, to evacuate wounded from thatarea.
She arrived at that Port on the morning of the
25th and lay alongside receiving wounded until that evening,
During the whole of the time the town and quays were being subjected to severe bombing.
On her way out, when passing along the Gravelines shore, she came under heavy gun fire, and one large calibre shell fell within less than the Ship's length ahead of her.
at
The vessel was then manoeuvred out of the Channel to avoid gun fure. Later on, air craft (apparently French)
escorted her until she was clear of danger.
About midnight she arrived at Newhaven, where all here wounded were landed.
to
The next morning she proceeded to the Downs, and the day after, the 28th May, received orders to proceed to Dunkirk once again to evacuate more wounded.
difficult owing to the lack of the usual aids to navigation and
The weather was very misty, and navigation made very the fact that many vessels had been sunk in the fair-ways since her last leaving that Port. At 8.00'clock that evening she entered Dünkirk, where she remaired until the next morning.
were subjected to terrific bombardment by air and land, and it
During the whole of the night, the town, quays, etc.
became necessary, owing to the lack of R.A.M.C. ashore, for the board receiving the wounded and placing them in the cots etc.
carrying them down the quay as required, with the Medical Staff on geamen, Firemen, Stewards etc. to load the wounded themselves, we
This work was exceedingly difficult, as the whole
1g was for in a bad condition, and there was not even any gangways available area nd constructed passing the stretcher cases on board, However, the Engineers n e whole a wide and useful gangway, which was used during the
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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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