TNA Unclassified 1

Dynams 232
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LOG of H.M. Motor Boat LADY CABLE of Torquay during operations carried out June 2md and 3rd, 1940.
In command: Acting Sub-Lieutenant G.A. Cadell, R.N.
Cadet Rating G.R. Price
Stoke Worsall
Able Seaman or Ordinary Seaman Smith from Newfoundland,
Sunday, June 2nd, 1940.
Took over boat during forenoon from Mr. Gooding who operates boat for owner at Torquay. She had done one trip to the beaches near Dunkirk. Took on provisions, water, petrol, etc. Mr. Gooding showed Stoker Worsall the working of the engines Cylinder Atlantic running on petrol.
At about 1500 went over to Prince of Wales Pier and was then taken in tow by SUN VI, together with two life-boats and one other craft. Started for Dunkirk at approximately
1530, having been handed previously copy of Sailing
Instructions to Drifters, together with rough sketch map of course to follow. After uneventful trip arrived off
Dunkirk harbour at about 2230 and received orders to proceed in harbour and go a long way up the Mole to embark soldiers - fill up and return to tug, then go in for further loads. At times had difficulty in persuading
French troops to embark in LADY CABLE, the reason apparently being reluctance to break their units or to act without definite orders from their officer who was probably still in the town of Dunkirk. However, we took four boat loads off - each load containing between 40 and 50 soldiers.
Three loads I took to tugs and one to H.M.S. WISHART when tug was not in usual position. Spoke to tug after fourth trip and was informed that it would soon be light and that she could'nt wait much longer. In reply to a question if any British officers were still left on the Mole, I replied that on earlier trips I had seen one who had asked me not to leave him behind. This officer was engaged in helping the embarkation of the troops. I had not seen him on my last trip but told tug I would make another trip to see if he was there. Informed tug would be as quick as possible and if tug could not wait, would return to England under own power. Tug said she could only wait a short while.
On going in for fifth time engines began to go badly and stopped altogether before reaching point of embarkation.
Engines got going again and we went alongside and collected about 24 more French soldiers. There was no sign of British officer and Price reported to me that French on the Mole told him he had gone. I sent Price up on to the Mole to make enquiries. Owing to the improbability of tug waiting for us, I only took 24 soldiers as a greater number would have made trip back to England under own power too hazardous. Just after passing lighthouse at end of harbour, engines stopped again. Noticed we were close to W.D. craft (later found to be HAIG) who I imagined from her position was watching us and would/

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would be able to assist us if necessary and realised that we were the last English boat leaving harbour. Could not get engine of LADY CABLE to start but after a short while
W.D. boat came nearly alongside her engines were running and making considerable noise. Their action then appeared to me suspicious she appeared to be undamaged in the half light.
By now dawn was nearly breaking. When W.D. boat came close to us I ordered one of my crew Cadet Rating Price -
to board her. He managed to jump aboard but the two boats drifted apart. Price shouted that there was nobody aboard.
Yet her engines were going in neutral of course. Displaying great initiative and resourcefulness, Price was able to make
HAIG go slow ahead and was able to steer her close enough to LADY CABLE for me to jump aboard. Our first efforts to get a line between the two boats were unsuccessful.
The operation was made difficult by the LADY CABLE being full of French soldiers who did not of course appreciate what was happening and were therefore unable to be of much assistance however willing they might be. After some time the two boats were secured but in order to pass a line it had been necessary for Price to swim from the HAIG to the
LADY CABLE with it. Price did this on his own initiative and displayed great courage and efficiency.
By the time the two boats were secure it was almost broad daylight and we were still very close to Dunkirk
Harbour and appeared to have drifted inshore to the S.W. and were very close to the pall of smoke which shrouded the coast to the West of Dunkirk.
On inspecting condition of HAIG found that she had a fair amount of water forward and was damaged extensively on the port bow. However, I got French poilus to work the pump in relays and towing LADY CABLE and going very slow ahead were able to make progress and prevent the water forward from rising.
For some time we did not discover that each engine had a separate control lever and had been going ahead on one engine only. For several hours we made slow progress.
Worsall was trying to get LADY CABLE's engine to start again and Smith was steering her. I left most of the French in
LADY CABLE.
I saw a submarine half surface about half a mile ahead on one occasion and also a number of German aircraft passed close ahead of us. Luckily we were either not seen or not deemed of sufficient importance to attack. A French destroyer came and had a look at us but I did not signal to her as we were making fair progress. A flight of 3
Hurricanes flew low over us and later we saw Spitfires and Defiants, but luckily no German planes approached us.
The starboard engine of HAIG packed up I think about
0730. I had not time to keep a detailed log of events.
By this time Stoker Worsall had got engine of LADY CABLE
to go again and I secured her alongside HAIG as towing her astern with only our port engine going was too difficult.
For a considerable time we made very slow progress using engines of both boats. LADY CABLE's engine kept stopping, which made our progress very slow and steering difficult. At last/ French
4-funnelled light cruiser or large destroyer X 440 (I think)
with bow wave painted on her, saw us and came up to help. I
had/

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I had great difficulty in manoeuvring alongside and this difficulty was made worse by the attitude of a few of the
French soldiers who had become panicky and kept shouting
"Au Secours" and shouting at me to hurry up and get them alongside! Only a small section of the soldiers took this attitude which was formulated by a soldier (Heaven knows what rank or capacity) who looked at least sixty, having a pointed grey beard! I found it so difficult to get the boats alongside while we were secured together that I decided to cast off the HAIG and left Cadet Rating Price on board her with orders that I would come back to the HAIG as soon as the French soldiers were on board the cruiser.
We were very close to X440 and I was alongside her in about two minutes. The French troops scrambled aboard her and I spoke to a French Naval Officer and asked him to wireless Dover that I had the W.D. craft in tow, that we were in difficulties and needed assistance. He promised to do this and also told me the course we should follow from our present position. I noticed that while the French troops were boarding X440, the HAIG had drifted alongside
X440 further aft and I noticed Price talking to the French sailors but do not recall seeing him go aboard X440.
As soon as the troops were aboard I shoved off and
X440 went ahead. HAIG was now astern of X440 and I went alongside her at once. To my amazement there was no sign of Price, who must either have fallen overboard or else boarded the X440 and had not been able to get back aboard
HAIG before X440 went ahead. There was no sign of anyone in the water.
I was now left with Worsall and Smith to manage both the HAIG and LADY CABLE. There was no chance of the HAIG
towing the LADY CABLE owing to the fact that only HAIG's port engine was working and this would have made steering very difficult and also it would not have been possible to prevent the water from rising forward as there were no spare hands to pump. I decided then to try and tow HAIG alongside
LADY CABLE. First I stopped HAIG's engine there was no object in leaving it running. It took us quite & while to discover how to stop the engine!
Efforts at towing alongside were unsuccessful - the lines kept parting and the bollard aft in LADY CABLE was not up to the strain. The only possible chance left of towing
HAIG was astern but this meant that the tow rope would have to be secured forward around the mast of LADY CABLE and led aft along the deck. We could not secure the tow rope aft efforts at towing HAIG alongside.
owing to the bollards having been carried away by our previous
I realised that there was a considerable risk towing from forward that the tow rope might jump over the engine room cabin housing and I took every care to watch for this happening. We managed to make a little progress but several times the tow rope nearly jumped the cabin and unfortunately this finally happened when our engine had almost stopped and the HAIG yawed away to port. I went overboard like a shot from a gun and felt the screw of LADY CABLE touch my left foot. Luckily I caught hold of a fender alongside
HAIG. Worsall quickly got on board HAIG and he and Smith
(who was already abord HAIG) were able to pull me out of the water. After this episode I decided reluctantly that any further efforts at towing HAIG were impossible, especially/

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my left foot.
especially as I was partially incapacitated by a wound on
As we were a long way from the French coast I decided that there was very little chance of HAIG falling into enemy hands and that no doubt help would soon be forthcoming in reply to the wireless message I had asked X440 to send.
I hauled down HAIG's ensign and took it aboard LADY CABLE and we tried to make towards the English coast. Unfortunately the engine kept stopping and we made very slow progress and finally nothing would make our engine start again. We drifted helplessly for several hours and then sighted a Bell
Buoy which I believe may have been the N.W. Goodwin Bell
Buoy, but we did not get close enough to make sure. At last we sighted a warship and waved HAIG's White Ensign to try to attract stention. We were seen and the ship altered course towards us and came up close to LADY CABLE. She was the French transport ROUEN of Dieppe and was packed with troops from Dunkirk. An officer asked what I wanted and I
told him that we were broken down and asked to be taken aboard. To my surprise my appeal was met with a blunt
"No" - with no explanation, and the ROUEN steamed away.
My crew and I felt angry at this in view of the fact that we had rescued over 200 French soldiers during the night.
No doubt the ROUEN had good reasons for not taking us aboard but no explanation was given and I would like if possible to discover why she was unable to help us.
Luckily another ship some considerable distance away had noticed the ROUEN and observed that she had not picked us up. This ship was the CITY OF CHRISTCHURCH and she came up and took us in tow to the Downs where she was bound for in ballast. On arrival in the Downs where CITY OF
CHRISTCHURCH dropped anchor, we were able to start up the engine of LADY CABLE and I decided once again to try to make for Dover. However, we broke down after a run of about
15 minutes and were picked up by a tug (Operational I
don't know her name). She had orders to proceed to Ramsgate with H.M. Drifter VIKING in tow and was about to do this when we broke down near her. She towed us to the VIKING
and I boarded the VIKING to have my injured foot attended to and get some rest. VIKING and LADY CABLE were towed round to Ramsgate where we arrived about 2100. I was landed and taken to "Merrie England" and then to Ramsgate General
Hospital.
The Commanding Officer of VIKING at my request reported the return of LADY CABLE and that one member of my crew,
Cadet Rating Price was missing but might be aboard French warship X440. He also reported direct to C. in C., Dover, about HAIG. A little later, while I was still at "Merrie
England", the Commanding Officer of VIKING arrived to tell me that he had been informed from Dover that HAIG was safe.
Unfortunately he had no news for me of Cadet Rating Price.
The behaviour of my crew throughout the operation had been magnificent. The taking off of over 200 French troops and 6 British from the Mole was conducted quickly and calmly under difficult and hazardous conditions. Later,
Cadet Rating Price's work in helping to get the HAIG alongside LADY CABLE cannot be too highly praised. Without the great initiative and efficiency he displayed the operation would not have been successful and the HAIG would have drifted ashore to the S.W. of Dunkirk.
After/

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After I had transferred French troops to X440 and the disappearance of Cadet Rating Price, both Stoker Worsall and Smith displayed great determination and efficiency when we were trying to take HAIG in tow. When I was knocked overboard they both acted with great speed and yet showed great coolness in their difficult job of trying to get me out of the water. I knew that a great physical effort from me would defeat its object and that my one hope was to be pulled out of the water slowly. Worsall and Smith carried out my orders perfectly and I owe my life to their efforts.
When I went overboard I was wearing an Army Captain's British
Warm - a considerable weight - and this fact, coupled with the knowledge that my heart is not good, made me realise at once that to save my life I must not make a great physical effort myself. The realisation of this and the way in which
Worsall and Smith carried out my instructions enabled me to escape from a very nasty predicament.
The fine but unsuccessful efforts of Worsall and Smith in trying to get the engine of LADY CABLE going again after we had abandoned HAIG, deserve the highest praise. Their cheerfulness during the hours we drifted helplessly in the
Channel before being taken in tow by the CITY OF CHRISTCHURCH
was magnificent.
It will be realised from this report that I cannot speak too highly of the courage, coolness and efficiency shown by my crew.
(Signed) G.A. Cadell
Acting Sub-Lieutenant, R.N. (Retired)
Report completed 8/6/40,
Ramsgate General Hospita.

COPY!/3
2024
OPERATION DYNAMO
NARRATIVES BY PERSONNEL OF SMALL CRAFT.
INDEX
NAME OF VESSEL
WRITTEN BY
1. TUG 87
Sub.Lieut. H.M. Davis, R.N.R.
2. M.B. BLUE BIRD
If
G.B. Eyre, R.N.V.R.
3. M.B. AURA
#
M.A. Chodzko, R.N.V.R.
4. M.B. BRITANNIA
If
S.D. Ward
5. M.B.'s CAVERSHAM and QUISISIANA
If
A.V. Weaver
6. M.B. LADY CABLE
Lieut. B.S. Fidler, R.N.R.
7. M.B. EMPRESS
Sub.Lieut. T.W. Betts, R.N.V.R.
8. M.B. SKYLARK
#
M.J.R. Yeatman, R.N.V.R.
9. M.B. SOUTHERN QUEEN
"
Demattos
0. M.B. PRINCESS LILLY
#
K.E.A. Bayley
1. M.B. SKYLARK VI
Ct. Rating G.R. Price
2. H.M.M.B. WHITE BEAR
Cd. Gunner E. Deacon, R.N.
3. H.M.S. DOLPHIN's Motor Boat
Sub.Lieut. E.F. Cornish-Bowden, R.N.
4. WALTON and FRINTON Life Boat
P.O. Tel. Cooley.
5. M.B. CORDELIA
Sub.Lieut. C.A. Thompson
6. M.B. PELLAG II
Lieut.
Martino, R.N.V.R.
STATEMENT BY
7. M.B. SKYLARK (Southend)
Pensioner P.O. R.A. Smith
8. BOURNEMOUTH Life Boat
L. Sea. H. Huntington
9. M.B. BONNY BELLE
Sto. I. G.H. Rose
O. EASTBOURNE Life Boat
(Sto. J. Strangeways P/KX.95036 and
(Sto. A.H. Shaw P/KX.94553
1. M.B. (Unknown)
A.B. M.J. Stallard P/JX.154107
2. M.B. SEA FALCON
L.Sea. A. Westbrook P/JX.131401
3. M.B. SKYLARK
Sto. G. Bramhall P/KX.88343
4. M.B. COMMODORE
Sto. Beech P/KX.90016
5. NEWHAVEN Life Boat
(A.B. W.J. Morris P/JX.126097
(Sto.I W. Spray P/KX.87052
(o.s. T.E. White CDX.133
6, M.B. YSER
Act. P.O. W.H. Achin JX.149919

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OPERATION DYNAMO
ENCLOSURE NO. 6
SHIP: MOTOR BOAT "LADY CABLE".
OFFICER REPORTING: LIEUTENANT B.S. FIDLER, R.N.V.R.
June 1st/2nd 1940.
Left Dover 1705 towed by drifter "Golden Sunbeam".
Arrived Dunkirk and cast off from "Golden Sunbeam"
0005 (about) arrived beach 0030 (about).
Took two full loads to transports, left Dunkirk
0305 with troops for Ramsgate arriving 0815, disembarked troops and returned to Dover at 1130.