Details

ARLEY
Oropesa Trawler
Skr. Lt. G.W. Robinson,
R.D., R.N.R.
27th May
Ordered to Dunkirk as W/T link.
Shelled off Calais. Returned to
Dover.
29th May
0430
Left Ramsgate in company with 5 other
Oropesa trawlers of the Dover n/s
Command under the command of the tr.
Fyldea (q.v.)
1430
Arrived off the entrance of Dunkirk
harbour.
Entered in company with tr. Fyldea
and towed the P/V Lochgarry away from
In
the quayside. The Arley moored
alongside the east pier, astern of
the tr. Fyldea; the trs. John
Cattling and Calvi then berthed out-
side the Arley - Calvi being the
outside ship (see Fyldea).
1530ca
Air attack. Bombs dropped either side
of the east pier.
1630ca
Several air attacks followed at short
intervals. During one of these tr.
Polly Johnson, was damaged.
1830ca
The dr. Grenade was hit and also the
Calvi. Both ships soon commenced
settling down. The John Cattling was
now fouled by the Calvi settling
alongside her. Arley therefore towed
her astern, clear of the Calvi.
Arley then went alongside the pier
again and embarked troops.
1815ca
Arley proceeded out of harbour.
-
Closed the tr. Polly Johnson which was
leaking badly. Between Nieuport and
Middelkerke buoys, transferred
Polly Johnson's crew and troops to
Arley; fired 2 rounds of common
shell at Polly Johnson's waterline and
proceeded for Dover.
-
Arrived Dover. Disembarked 90 troops.
30th May
-
Dover. Disembarked 45 troops. (1)
Total 135
Authority - R.C.II, p.523.
(1) D.R. Commander M/S does not mention this trip.
69

Details

FYLDEA
Oropesa trawler (Dover
M/S Command)
Lieut. R. Bill, R.N.
Asst. to Cdr. M/S Dover.
Lieut. J.K.N. Warde,
R.N.V.R., Unit Officer.
Skipper G. Whamond.
27th May
-
Mine-sinking duties, under orders of
the M/S Skipjack.
29th May
0430
Sailed from Ramsgate, in company the 5
Oropesa trs. Arley, Brock, Calvi,
John Cattling and Polly Johnson.
1330
Off Dunkirk harbour, Fyldea and Arley
were ordered inside to pull the P/V
Lochgarry away from the Western (1.e.
inner) side of the East pier.
1420
The other 4 trawlers entered the harbour
and all six of them (triple-banked)
occupied the Lochgarry's berth.
Ahead of the six trawlers was the dr.
Grenade, and outside the Grenade was
the dr. Jaguar. Astern of the
use
then
trawlers was the P/V Canterbury, and
astern of the Canterbury a French
destroyer.
On the eastern (or outer) side of the
east pier was the P/V Fenella, and
at about 1430, the Sp. S/V Crested
Eagle berthed astern of her.
Two French destroyers were on the
opposite side of the harbour.
1530
First air attack, by 6 or 7 bombers;
20/30 bombs dropped, mostly wide.
Polly Johnson damaged by a near miss.
One bomber shot down by fighters.
The six trawlers commenced embarking
troops.
1550ca
The Jaguar, full of trcops, left
harbour to escort the Lochgarry.
1630
Second air attack; 20/30 bombs dropped.
The Jaguar, off the harbour entrance
severely damaged by a near miss.
Raiders driven off by fighters.
The P/V Canterbury left harbour, and
a destroyer [the Verity] took her
Third berth. air attack, by waves of bombers;
1800
about 100 bombs dropped. The
Grenade and the Calvi hit; the
latter sank immediately, the former
shortly after. The east pier was hit
abreast of the Fenella, which was
so damaged that, after transferring
her troops to the Crested Eagle, she
had to be abandoned. [The Crested
Eagle swung clear and proceeded;
but she was hit almost at once,
caught fire and (she was a wooden
Verity slipped and turned ship in
ship) had to be beached. The
the channel. At this stage there
was the troops who began climbing of
an inclination to panic among out
one [cdr. J.C. Clouston,
ship into another. The R.N.] Piermast-
instructed er Lieut. Bill to draw his
revolver, and order was restored.
349

Details

GRENADE
28th May
(H.86) 0500 Destroyer A (Nore Command) Cdr. R.C. Boyle, R.N.
and patrol, established Kwinte between Bank light the N. Goodwin L.V.
Javelin, by buoy, was
0700ca
Survivors and of the S.S. Aboukir(
of a F.A.A. Gladiator 1)
detached transferred to the Grenade, were which
Presumably, the Grenade landed these
from the destroyer flotilla. was
survivors and then proceeded to
1730
The Grenade sailed from Dunkirk with
Dunkirk, where she embarked troops.
over 900 troops on board.
-
Arrived Dover. Disembarked 1,000
troops. (2)
29th May(3)
0830
Proceeded to Dunkirk by route I, the
drs. Gallant and Jaguar in company.
1155
Dive bomber attack off Snouw bank.
The Gallant was damaged and retired.
1250
The Grenade berthed alongside the
west side of the east pier; the
Jaguar berthed outside her. Grenade
did not embark troops, because S.N.O.
Dunkirk stated that he wanted a
destroyer to remain alongside.
1400
The P/V Lochgarry, which was berthed
ahead of the Grenade, cast off
(assisted by the trs. Fyldea and
Arley) and left the harbour.
1420ca
The Fyldea, and the 5 trawlers Arley,
Polly Johnson (the last 4 having just
Brock, Calvi, John Cattling and
entered the harbour), then occupied
the berth vacated by the Lochgarry.
The Fyldea and Arley secured along- 4
side the pier; the remaining
trawlers secured alongside them,
Air three abreast. commenced. Grenade pier could
1530ca
attacks fire because the the
not on her side.
was on
Jaguar was ordered to provide She
The Jaguar for the Lochgarry. Lochgarry
A/A cover off and closed the harbour
which cast was then off the
Two a the two near also in trawlers S/V were
There damaged;
Crested casualties [See Fyldea] Eagle the and eastern which in was the side Sp. berthed of the
Air alongaide east attack. pier. The Jaguar, off the
1630ca
(1) The Abukir was 220 survivors including were
killed crew, troops fire.
the
(2) (3)
D.R. D.R. records in the a 29th May. This is of evidently an from error.
Lad
Grenade on

Details

-1-
JAGUAR (F.34)
1st Destroyer Flotilla Lt.Cdr. J.F.W.Hine, R.N.
28th May
1045
From patrol, proceeded to Dunkirk,
in company with drs. Javelin and
Codrington.
Off Bray-Dunes, lowered motor cutter.
and whaler, and with them and a
derelict whaler and skiff, embarked
troops.
1550
Left boats in charge of Javelin, (q.v.)
and entered Dunkirk.
1730/
Embarked 700 troops, and proceeded,
1900
dr. Impulsive in company.
29th May
0100
Arrived Dover. Disembarked 700 troops.
0830
To Dunkirk by X route, drs. Grenade
and Gallant in company.
1155
Off Snouw Bank about 17 dive bombers
attacked the 3 destroyers. Gallant
was damaged and retired. One dive-
bomber, hit by pom-pom, was finished
off by a fighter.
1250
Secured alongside Grenade at Eastern
Arm, Dunkirk.
1400/
Air attack, while embarking about 1,000
1525
troops. Ordered to provide A.A.
cover for P/V Lochgarry. Closed
Lochgarry off the harbour entrance.
1500/
Whilst taking station ahead of
1605
Lochgarry, dive bombers attacked with
salvoes of 4 bombs. About 14
salvoes aimed at Jaguar one at
Lechgarry. A near miss severely
damaged Jaguar, holing her near
waterline, and putting engines and
Catimpton
steering out of action. A list to
port developed. [Codrington seen to
close a transport which had been hit
by level bombers.] Jaguar drifted
to within 50 yards of & wreck.
1710
Torpedoes and depth charges having been
Fevella
jettisoned, dr. Express towed along-
side at 4 knots, while the majority
of Jaguar's troops were transferred
to her. sk. Rika closed Express
and removed more troops.
1800
Express took Jaguar in tow, from aft,
by hawser, at 9 knots.
1850
Tow parted; Jaguar anchored.
1905
Express embarked Jaguar's wounded, and
proceeded.
1950
Jaguar's engines repaired - proceeded
at 20 knots.
2014
Straddled by bombs very close astern.
2026
Another level bomber attack.
2350
Entered Dover harbour.
Total 700
Authority - R.O.I. p.80.
75

Details

LOCHGARRY P/V (David MacBrayne Ltd). Capt. E. Mackinnon,
Master.
28th May
2056
Left Dover.
2345
North Goodwin L.V. Anchored because
of haze.
29th May
0250ca
0300
Was passed by the Clan Macalister.
Proceeded.
0648
West Hinder Buoy. Among other ships
that overtook Lochgarry was the P/V
King George V.
0845
Nieuport Buoy.
1125
Dunk1rk harbour. Berthed and embarked
"about 2,500 troops". Air attack.
1400
Cast off. One of the two trawlers (3)
which were assisting to manoeuvre the
ship, cut Lochgarry's D.G., causing
a fire. It was extinguished.
-
Outside the harbour, waited for her
escorting destroyer, Jaguar. (1)
1545ca
Jaguar seriously damaged by near miss.
Lochgarry slightly damaged, proceeded
without escort. Passed the Clan
Macalister, stopped and on fire.
-
Near Kwinte buoy saw the Gracie Fields
hit by a bomb.
1803
West Hinder buoy.
0110
Dover. Disembarked 1,001 troops. (2).
31st May
Under repair.
Total 1001.
Authority - TM. 6213/40.
R.O.II. p. 517.
R.O. III. 140.
The following awards were made:
Mention in Despatches.
Capt. E. Mackinnon, Master.
A
(1) Capt. Mackinnon this was the destroyer "F. 34, the
says but F.34 was the Jaguar's pendant, and it
Greyhound" was the Jaguar - which was to have acted as escort. (see
(2) D.R. Jaguar) It 1s probable that this was an Fyldea. under estimate.
(3) The Arley. The other trawler was the
178

Details

Daynam 262
140
All Cheques and Money Orders to be made payable to DAVID MACBRATNE LTD., and crossed.
8
ALL PASSENGERS, LUCCAGE, COODS AND LIVE STOCK, ARE CARRIED SUBJECT TO THE CONDITIONS
SPECIFIED ON THE COMPANY'S SAILING BILLS, NOTICES AND ANNOUNCEMENTS.
124
ДАТТИНСТЧИОС
- 2 -
"LIVENWOOD"
GLASGOW AND HIGHLAND ROYAL MAIL STEAMERS
21
DAVID MACBRAYNE Limited,
REFER TO
time.
the tide. I sent the boat away a gain and this time the
We carried on like this for 3 hours until
STEAM PACKET OFFICE.
soldiers got into it that she was swamped, We kept so
5th June
1940
men in her as possible, and I told my men to hang on as to
To Principal Sea Transport, officir. Dover.
as she was floating on the tanks, and I hauled her back
"long messenger",
Subject narrative of Events.
I could not do any MOTERVIC more. The other boat was hale
and I had to back off then, as I was afraid the ship would
slew round towards the beach and I should catch my screw in
sand. I should never have got off again if that had
forward with the gratest possible accuracy the
In answer to your request for the above, I hereith the
happened. I gave her full astern, came off to deep water
dropped anchor again,
but a I launch had not came as many along troops and told as me I wanted, to get out about with 60 Lochgarry andhol was corrived dropped in we the were Downs quested anchorage, with before a hail the of
events in question On Friday 24.. may at
all,
I had. We left Dunkerque at 8 Damo on the 31st May, sailed:
machine bullets ion the vessel port own. side, I either cannot from
Dover and landed everybody safely.
near other four railway us, or five boat the anchoring and other nearest myself ships being in put deep near only our water us 100 ships at and Dunkerque, yards on sending to away. the off but beach, There only to the In the examination the morning a we boat how off up Douer anohor for order. and closed Having further received
We had been constantly bombed, the bombs falling which enemy Oas fight was in process in with
an gun plane, -or from one of our overhead at the time say
way,
beach, was much too slow.
rden we proceeded back at 5.15.pm to the anchorage, you monday awaiting 27 - may 1940.
The soldiers were panic all very at all, good and indeed. this also They orders the which -come to proceed to Dunkergue that as board, the face we
very fireman, to the tired French R. but Moodey, troops, there kept was I out going no only to saw overboard, the one boats French and swimming encouraging Officer, to the was orders low, and wire to we had out no those suitable orders, charli the on am at 28ᵗʰ 6.am
men He tired soldiers would to that help who go they themselves, to were the would wading beach otherwise and and often swim have swam back given with to the up. those boats He who this with forced were for get were may and Orders unable received were the received carry required to proceed amount to of Dovi fuel for anchord from fuel the
who
could
not
swim
themselves.
He
carried
on
like
and
much
3
hours.
There
was
a
heavy
swell
the
whole
time,
War maide Sepoy Detached finishing mole at for furthers ame until and then 6. Piir form when the
The surf. Merchant The and Navy two brought Gunlayer soldiers down on at an the the enemy 12 Bren pounder, plane gun did with Go splendid Knight, his first work the the vessel ussel was was alongside required all pier the and adminity probisions on loaded voyage. 7.5/m out &
The excellently Chief Officer worked the 28 Lewis rounds gun. of All 12 pdr. the ammuni 303
ammunition
was
expended
and
various U- preparations cast made from for admirally procuding set Put, land us.
fired.
of until at pm following when we got hold of
8. the 56. from Harbour we off the route as the forth N. goodwin
may
*16TC
to Dunkirk at 0030 on the the East Ist inst. Mole. arriving Low water just and before wreks
Proceeded daybreak berthing again at difficult.,A the end berth destroyers of ship. berthed alongside this ship
making and berthing then loaded embarked more over I856 the deck troops of this (including bombers became about 400 more French active, troops) both
This By this ship time it was was alongside daylight and and after enemy she had left to return to Dover, Dunkirk at
which when the port evening ship we arrived of the during same day the orders morning. were received to proceed to holing
and While On the this leaving vessel Dover left Harbour, at 2030 H.M.S. Worcester collided with this ship,

Details

TUESDAY, 28TH MAY
CHAP. V
had all come under fire from the shore guns at Calais and Gravelines. At
0415 on the 28th May the Queen of the Channel, loaded with 904. troops, was
attacked by one aircraft; 3 or 4 bombs were dropped, which straddled the ship
abaft the mainmast and broke her back, the starboard propeller shaft and the
rudder. By good fortune the Dorrien Rose, en route for Dunkirk, was in the
vicinity and rescued the troops : the Queen of the Channel sank about 1/2 hour
later. The St. Seiriol, which left Dunkirk at about 0415 with 494 troops,
reached Folkestone in safety.
Civilian crews feel the strain
Some 45 personnel vessels were used during operation "Dynamo"
Of these eight were sunk, at least six were so damaged by bombing or gunfire
as to render them unfit for further use during the operation, and two were
damaged in collision. Nine of the largest of these personnel vessels had been
engaged prior to "Dynamo" in operations at Dunkirk, Calais and Boulogne,
and their Captains and crews were beginning to feel the strain when Operation
"Dynamo" started.
Thus it was that the Master of the Canterbury, which had already completed
2 round trips to Dunkirk in operation "Dynamo", reported, on the 28th May,
that he was too worn out to make a third trip. The P.S.T.O. went on board
and explained the gravity of the situation to the Master, and the Canterbury
sailed at 0930 the next day. On her return voyage from Dunkirk she was
bombed and damaged, and after landing her 1960 troops went into dock for
repairs. In the 3 trips she made the Canterbury brought back 4,416 troops;
her Master, Captain C. A. Hancock, was awarded the D.S.C.
Personnel vessels not to be employed during full daylight
On the 28th May, however, it had become apparent that development of
the German air threat over the evacuation area, and the increasing artillery
fire from shore batteries covering the sea approaches to Dunkirk, prohibited
the employment of personnel and similar vessels during daylight, until the
position was restored, and that evacuation from Dunkirk by day must for the
moment be confined to warships and small vessels².
It was not, therefore, until later in the day, that the P/V Royal Daffodil
sailed for Dunkirk, and eight other personnel vessels and a hospital carrier³
received their sailing orders during the afternoon and evening.
The northern Route Y was by this time in general use⁴, but ships proceeding
from Dover to Dunkirk were ordered to use the southern and shorter Route Z,
if the passage from Calais Bell buoy to Dunkirk could be made in darkness.
N.O.I.C. Ramsgate responsible for servicing skoots
In these circumstances some 20 skoots reached Dunkirk, or arrived off the
beaches during the day and evening of the 28th May; others were on the way.
Their speed varied, but most of them were very slow. Eight of them went
into Dunkirk harbour⁵, and four to Bray beach⁶. The Abel Tasman, loaded
with ammunition, the Alice and Kaap Falga, loaded with food, and three
I This number includes 3 store ships, 3 motor vessels and a few freighters, coasters and
tramps.
2 D.R. p. 4, para. 13.
3 The Scotia, Malines, Prague, Manxman, Royal Sovereign, Tynwald, Lochgarry, Killarney
and the H.C. Paris.
4 Appendix K.1.
5 The Caribia, Fredanja, Friso, Jutland, Tilly, Patria, Sursum-Corda, and Twente.
6 The Amazone, Doggersbank, Hilda, and Oranje.
29

Details

WEDNESDAY, 29TH MAY
CHAP. VI
Gallant put out of action
The destroyers Jaguar, Gallant and Grenade, en route for Dunkirk by the new
middle Route x with instructions to test it for opposition by shore batteries,
were attacked at 1155 off. Snouw Bank by about 17 dive bombers. The attack
was concentrated on the Gallant which was damaged by a near miss and had to
retire; she was unable to take any further part in Operation "Dynamo".
"One dive-bomber, was seen to be hit by pom-pom, and while losing height
observes the Jaguar, was despatched by a fighter". This attack appears to
have taken place just when one of our main [fighter] patrols had turned for
home."¹
On arrival at Dunkirk, the Grenade reported that there had been no inter-
ference from shore batteries. Shipping was thus able to make use of the route
directly it had been swept. The minesweepers completed this work late on
the same afternoon, and the route was taken into use within a few hours of both
the other routes, Y and Z, being rendered unsafe for use by day owing to
the German shore gunfire.
Bombing of Dunkirk and beaches commences
At 1358 the S.N.O., Dunkirk reported to V.A. Dover that the bombing of
the beaches and of Dunkirk pier had commenced without fighter opposition.
This attack occurred while Hurricanes were sweeping inland to Cassel.¹
At 1250 the Grenade berthed alongside the east pier in Dunkirk outer har-
bour (the Nouvel Avant-Port), the Jaguar securing alongside her. The
Grenade was ordered by S.N.O., Dunkirk, to remain at his disposal and not to
embark troops. Between 1400 and 1525, the Jaguar embarked about 1,000;
level bombers were being held off by fighters and A/A fire during this period,
and two patterns of heavy bombs which were dropped close to the pier did no
damage to ships.²
Fourteen ships lying at Dunkirk
In the meantime, at 1330, six Oropesa trawlers of the Dover M/S Command,
viz. : the Fyldea (Lieut. R. Bill, R.N., S.O.), the Arley, Brock, Calvi, John
Cattling and Polly Johnson, arrived off Dunkirk harbour and the Fyldea and
Arley were ordered inside to pull the personnel vessel Lochgarry, which had
embarked over 1,000 troops, away from the east pier³. By 1420 when they had
done this, the six trawlers, triple-banked, occupied the Lochgarry's berth.
Ahead of the six trawlers were the Grenade and Jaguar; astern of the trawlers
was the personnel vessel Canterbury, and astern of her, at the Quai Félix Faure
in Dunkirk inner harbour (the Avant-Port), was the French destroyer Cyclone.
On the opposite side of the outer harbour, at the west Quay, lay the French
destroyers Mistral and Siroco. Outside the harbour, on the seaward side of
the east pier opposite the Grenade, was the P/V Fenella, and at 1430 the Special
Service Vessel Crested Eagle berthed astern of her (see Diagram p.40). Off Malo,
Bray and La Panne beaches were numbers of destroyers, minesweepers, skoots,
personnel vessels, trawlers, tugs and small craft.
I R.A.F. Narrative, p.326.
2 Jaguar's report.
3 See Fyldea's report.
39

Details

WEDNESDAY, 29TH MAY
CHAP. VI
Mistral damaged
At 1555 a bomb struck the west quay and damaged the Mistral, killing 3 and
seriously wounding 4, including her captain.
Jaguar severely damaged
Meanwhile, at 1550, the Jaguar was ordered out of Dunkirk harbour, to act
as escort to the Lochgarry then waiting outside. While taking station ahead
of the Lochgarry at about 1630 the second air attack over Dunkirk took place¹.
Dive-bombers attacked with salvoes of 4 bombs. About 14 salvoes were
aimed at the Jaguar and one at the Lochgarry. A near miss severely damaged
the Jaguar, holing her near the waterline and putting her engines and steering
gear out of action; a list to port developed. The destroyer drifted helplessly
until, at 1645, she was in danger of drifting on to a wreck 50 yards away. The
destroyer Express then sighted her and taking her in tow alongside transferred
some of her troops. The skoot Rika, en route for La Panne beach, although
she had been severely shaken by bombs off Middelkerke buoy, closed the
Jaguar and took off 295 troops. The Jaguar eventually reached Dover at
2350 (in spite of further high level bombing attacks at 2014 and 2026), making
the last part of the passage under her own power. She was unable to take any
further part in ' Dynamo."
Clan Macalister sunk
In the attack which damaged the Jaguar, the Lochgarry was also damaged
by a near miss; she was, however, able to proceed, and did so unescorted.
Near 6 W buoy, she passed the S.S. Clan Macalister which, after having hoisted
out 6 motor landing craft earlier in the day and subsequently embarked troops,
had just been bombed and was on fire and sinking. The destroyer Malcolm
had already taken off, the wounded members of the Clan Macalister's crew and
some of her troops, and the minesweeper Pangbourne had embarked the re-
mainder. The Clan Macalister settled on the sea bed on an even keel with
her upper works above water, and remained on fire for days. For days also,
she acted as a target for enemy airmen, who thought she was still afloat.
Gracie Fields abandoned
Continuing on her way near Kwint Bank buoy, the Lochgarry saw the paddle-
minesweeper Gracie Fields (which was carrying about 750 troops from La
Panne beach) hit amidships by a bomb. The Gracie Fields, unable to stop
her engines, and with her upper deck enveloped in clouds of steam, continued
underway at 6 knots with her helm jammed with 15° starboard wheel on.
Nevertheless, the skoot Twente, which was on her way to La Panne beach,
secured alongside the circling Gracie Fields and transferred as many injured
and others as she could. The skoot Jutland, returning from La Panne beach
with 275 French troops, also secured alongside the Gracie Fields' disengaged
side and took off some more of her troops.
Later, at about 1830, the minesweeper Pangbourne (which had just been
holed on both sides above and below the waterline and had had 13 killed and
11 wounded by near misses off Bray beach) went alongside the Gracie Fields,
transferred about 80 British troops, and took her in tow. The M/S Kellett,
carrying 550 troops from Bray beach, led the Pangbourne, whose compasses
had been put out of action by bomb blast. At 0130 next morning the Gracie
I At 1630 hours, a renewed spell of Luftwaffe activity began,
fighters was on the line.
when none of our
(R.A.F. Narrative, p.327).
41

Details

Details

INDEX
Johanna,54, 60.
John, and Norah, 71n.
39, 43-4. D.
G., 76.
G. de S. (P.S.T.O. 60. Dover), 48.
Jutland, 47n, 54,
Keith, at Boulogne, 9-10; In Dynamo, 55, 64, 66, 67 (flag of R.A. Dover), 71, 74, 76, 86,
Kaap Falga, 20, 29.
88-90 (sunk).
Kellett, 28n, 32, 41, 46, 97, 107n, 89. 109, 114n, 116-7, 119.
Kenward, Lt. (E) W. H., killed,
Kestrel, 72n.
Kingfisher, 60, 87, 89 (damaged), 114n, 116 (rammed), 117.
Killarney, 29n, 54n.
King George V, 54n, 94, 107n, 108-9, 114n, 116, 119.
King Orry, 16, 19, 28, 45 (sunk), 97 (damages Dunkirk pier).
Kingston Alalite, 34n, 110.
Kingston Andalusite, 34n.
Kingston Galena, 34n.
Kingston Olivine, 110.
Koeltz, General, 19.
Kuno, 20n, 24n.
Lady Brassey, 28n, 36, 91, 104.
Lady Haig, 72n.
Lady of Mann, 48n, 87, 107n, 109 (sent back empty), 114n, 118.
Lady Philomena, 34n, 91.
Lady Robinson, 94 (sunk).
Lady Rosebery, 71n.
Lady Sheila, 60.
Lady Southborough, 72n.
La Flore, 107n, 109.
Lahloo, 66, 71n.
Laidsell, Lt. Gen. W. G. (Q.M.G.), 8, 26, 59, 90.
Lambart, Capt. Hon. L. J. O., R.N. (ret.), lost, 93.
Lansdowne, 72n.
La Panne. See Beaches.
Lark, 71n, 95 (sunk).
Laroc, 60.
Leda, 28n, 32, 54n, 97, 114n, 116 (sinks Maréchal Foch), 118.
Lena, 20, 24, 27-8, 100, 116 (lost), 117.
Léopard, 73, 99, 107n.
Letitia, 73.
Lewes, Lt. Cdr. J. H., 45.
Lewis, Cdr. E. R., 106.
L.H.W.D., 114n.
L'Impétueuse, 62.
Llanthony, 71n.
Lloyd, General, 84.
Lochgarry, 29n, 39, 41.
Locust, 46, 58, 87, 107n, 108, 114, 116, 119.
Lord Barham, 71n.
Lord Cavan, 32n, 98 (sunk).
Lord Collingwood, 32n, 47n.
Lord Grey, 45.
Lord Hood, 71n.
Lord Howard, 23n, 107n.
Lord Howe, 13, 23n.
Lord Keith, 32n, 47n.
Lord Melchett, 85.
Lord Rodney, 47n.
Lord St. Vincent, 32n, 47n.
201

Details

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.

Details

-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.

Details

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/

Details

TELEPHONE: CENTRAL 9956
(PRIVATE BRANCH EXCHANGE)
TELEGRAPHIC ADDRESS,
"MACBRAYNE, GLASGOW."
30th October, 1940.
DAVID MACBRAYNE, Ltd.
8/04
To
44 ROBERTSON STREET,
REFERENCE
Director of Sea Transport,
GLASGOW, C.2.
Ministry of Shipping,
MARINE DEPT.
Berkeley Square House,
WP/JWA. born ship left Berkeley Square,
by the Ministry of Shipping, and LONDON, W.1.
28
Your Ref: .6213/40/S.' except for a
Our destination VAS T.A.6.®, NO
the port quarter. This was soon laft behind and to
patrol boat off St Catherines. After 3 few days
and the ship was fitted with D.G. and radio, and
Dear Sirvoops. "Nothing to report" Vas the
things began to happen.
With reference to your letters of 7th and 14th August, we
herewith enclose reports sent to this Office from the heads of
id
At departments on board our T.S. "KING we GEORGE V" and S.S. "LOCHGARRY".
when troops a British We are enclosing two typed copies from each department, namely,
on
we Deck, Engine-Room and Catering. We trust this is what you require.
he
platThe originals may be had if so desired. for
t
es
were
not
We hit, regret and the delay back in sending you these reports, but this has
ond
been due to our General Manager's being to away from the Office on the
entesick list. we were attacked by a German alams
the port side. Our gunners let Yours faithfully,
plane and he gradually lost height and dropped into
by the B.B.C. that night, although
over 1,500 refugees from Ostemi
On
Sunday,
this work. On the Tues had 19th, Marine Super and intendent.
Monday
and
Tuesday
20th
explosive for demo tion purposes so bake to Boologas,
ENCLS: there the S.T.O. informed - that be could not bantle the
staff and I had better go out to the roads and another. To do this the
micide, as the German planse were sinking any skips that S did anaboe,
informed the S.T.O. that I was not going to anchor and that if I
harbour I would return to Dover. Be then saked RD if I would
to without be was very anxious to get away. I told him if
bioke the risk after being tale what they ware sitting on,
With this British courage not one of them benitated,
on board, and also about 1,000 we salled
basiness falling everywhere, and just as we cleared
19110
or German bombers dropped a salvo which
nearly 2030 ONE of the water, and 14 was
tear was out of order. However the
RECEIVED
code to put the helm 3948
all the
goar repaired.
Da Tuesday the ship DATE out of
Wednesday the ship morning proceed to
was
lato away a rull complement each time. Our THE ship wips
seemed to have a charmed life. Ships were bombed and shelled ahead of
and alongside and astern of us, and yet apart from a few shell splinters us 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
him/ telegraph aft alongside which he was standing. It seemed an unlucky day for

Details

Time
THE
145
to
впогов
.
wode
bus
OF
DUNKIRK OPERATIONS.
BLUOW
123RF
*
yous
RECEIVED
11111121
S.S. "LOCHGARRY"
-
bases DEVITIS Salamod TTTS Mod %
(Lirt
16
Report by Captain Ewen MacKinnon.
35
SW
BROW
The "LOCHGARRY" having been fitted out in Greenock for a special charter,
Les
we were placed on six hours' notice, and having got over the ordeal of signing
on for foreign articles, and the vessel really ready for sea - trimmed
with ballast, and fitted with equipment of all kind, all of us were "straining
OF
at the leash" to get away from the Clyde, somewhere. It did not matter very
Sags Jedw
much where, so long as we were away from the Clyde!
When the orders did come at last they came at the most unexpected and
awkward hour - at 10 p.m. Proceed to sea, so and so. Nearly every one of
Juods
the crew were now at their homes having waited till late, and all being satisfied
that there would be no orders till next morning. But it was my lookout to sail
ONJ
the ship on time, and the crew had to be roped in someway. The P.O. was closed
load
for telegrams and telephone, but I managed to get in touch with them all by
another method, and with one or two exceptions I got them all together before
sailing time.
We then started off from the Clyde for an altogether different destination
from what we expected, and what we fitted out particularly for. We arrived in
Liverpool in good order and waited for some days expecting to do some useful
work, but in this we were disappointed, for the job we were hoping to do did
not come off, viz., to carry Belgian refugees to a certain Island.
We spent several days in Liverpool in the Stanley Dock in company with the
S.S. "KILLARNEY", and everything went very well until one night after 6 p.m.
orders were received to raise steam at once and proceed to Dover without a
moment's delay on any account - get out of the dock by midnight and proceed at
full speed on a certain track down channel. In this we were successful, but
the "KILLARNEY" did not manage, so we missed her company that night! Pilot on
board and all ready we left the dock on time, and proceeded to the Bar where we
discharged the Pilot, shouting, "Good-Night, Captain, Good-Night, and the best
of luck, for I know you need all the luck you can get tonight". So we plunged
forth into a pitch black night without a speck of light, nor was there any
light to be seen for some time after.
We got along very well that night, and at daybreak we got all the points of
land we were looking for. We had hundreds of charts on board, but none of
them was of any use to us for navigating through the Irish and English Channels
except a magnetic variation chart of the British Isles, so when we got down as
far as the Bishop Light we were so to speak "off the map". The magnetic
variation chart was a rough guide, but surely we could get to Dover even
without that itself, for Captain Pell took good care to see that we were
supplied with Norie's Epitome and all other essential books and instruments on
which we could "at a pinch" navigate on a blank sheet of paper. However, we
got to Dover in record time and were all ready for action as soon as we had fuel
and water.
We approached the Downs in the early hours of the morning before daybreak,
and were picking out a suitable anchorage, when a hail of machine-gun bullets
from either an enemy or one of our own, hit us on the vessel's port side - I
cannot say which as a fight was in process overhead at the time. The Mate,
with a smile, commented that he did not think this was very healthy. "Well,
whether healthy or not you better get the anchor ready for dropping!" This
being done, we anchored until after breakfast time, when a Pilot came on board
and put us in the right anchorage.
During/

Details

- 2 -
56
During the time we were anchored in this place we could, during the
day, hear the roar and fury of the guns and mines on the French coast, the
concussion of which was shaking the "LOCHGARRY" at her anchorage twenty-one
miles away, and at night the same pounding went on with the addition of
immense fires shooting up in the sky - "Calais" on fire? I took bearings by
compass to verify this; it came out to a degree and next morning we heard the
wat" asid OMJ 202 STOW ent
news. At night the dropping of magnetic mines round about was a common
occurrence, and the rat-tat-tat of the Spitfires chasing the enemy away, until
at last nobody was going to bother getting out of his bed to see them. But
if you did get up you were sure to find you were not the only one, although
they had faithfully promised to stick to their bunks. They would be in their
stocking soles, keeking out in some corner. It would be like a great display
adw dom
of fireworks, and one would wonder how many tons of lead were active in the
sky after the minelayer, or whether he would manage to get clear.
On May 28th at 4.30 a.m. orders were received to proceed to Dover for
one
fuel and water at 6 a.m., and at 7.5 p.m. same day we loaded provisions and
made various preparations for going to Dunkirk. At 8.56 p.m. we cast off from
one
Admiralty Pier bound for Dunkirk by a certain route. The night was dark and
hazy, and when we nearly bumped up against the North Goodwin Light vessel,
which was not lit, and after a bit of shouting to the light vessel, I dropped
anchor and we were at stand-easy till 3 a.m. Having no light of any kind we
had to keep a very good lookout. We felt a mighty wash rocking the ship fore
and aft, and right close beside us five destroyers passed at full speed, without
apparently taking the slightest notice. Shortly after another large ship
was bearing down on us, and passed quite close, and after heaving up anchor we
could still see her hull faintly in the gloom. We made up on her and afterwards
learned this was the "CLAN MACALISTER" which I guessed to be going the same way
as ourselves, as by now Dunkirk was the only place on the coast where she could
be going.
At 6.48 a.m. on the 29th May we were at the West Hinder Buoy. Behind us,
tearing along at top speed, was what well may have been termed the "Channel
Fleet". the swift steamers that had left Dover in the early morning, among
them being the "KING GEORGE V". Each as they passed the "LOCHGARRY" gave us
a hearty wave of hands and bonnets. All of them soon passed; on our port
bow was a British Destroyer, and one which we recognised as the one funnel
Polish Destroyer. They were going round in a circle which was gradually
getting smaller, both of them, I believe, taking cross bearing on a submarine.
When the circle got to the smallest possible round they each dropped several
depth charges about the same spot. We were watching for wreckage, but did not
successfully. see any. This would be the smallest depth at which a submarine could operate
A while later the Mate said he saw what appeared to be a spent torpedo
on the surface, but I did not see it. But if there was a submarine in that circle
he certainly is there yet! Now we were in the channel from which the enclosed
photo was taken (bottom picture), and the Mate and I argued as to whether it
was whin bushes or men that covered the sand dunes. On looking through the
binoculars we found that what appeared to be whin bushes were really armies of
the B.E.F. It was hardly credible, but true, the beach was strewn with wrecks
of ships at all angles, and motor lorries which were hardly visible, being
camouflaged, were dashing backwards and forwards.
We steamed along the channel which was some ten miles to Dunkirk Breakwater.
The Breakwater was fully occupied when we arrived there - two and three steamers
abreast. They were the steamers that had passed on the way in, and as many
destroyers, and who would be at the outer end of the Breakwater but the
S.S. "KILLARNEY" our sparring partner. This was a great surprise. How did
she get there? We left her in Dover, and they certainly did not pass us on the
way. But the secret was that the "KILLARNEY" was not degaussed and for that
reason they came by a different route from us! She was loaded with troops to
full capacity and had a very heavy list to starboard, away from the Breakwater,
and it was apparent that there was something wrong. Her belting had caught on
the Breakwater with the falling tide; eventually the belting gave way and she
was free to go, and backed out of the Harbour, closed up to us and waved, then
full away the way she had come good luck to them.
The/

Details

- 3 -
37
code is Doe to
The tide was low, and falling, and we had to wait our turn in the offing.
The channel was narrow and shallow. My ship was very slow to respond to the
helm in such shallow water. The current was fairly strong and sweeping us
or
STORE BALL CBP & STATE STATES ROZ
in a westerly direction. I was greatly concerned as to whether there was
sufficient water alongside the Breakwater for the "LOCHGARRY" as we were
drawing 16 ft. of water by the stern, and if there was a possibility of
JBP
sticking in the entrance to the Breakwater, for if the vessel grounded in that
particular part not only would I have to wait till she floated again, but the
entire traffic to the Breakwater, in and out, would be suspended. This would
be disastrous when every moment counted a day. There were much larger vessels
than the "LOCHGARRY" at the Breakwater, but they were shallow drafts. But
the "KILLARNEY" was in and out, and there was not much difference between our
drafts. A shallow draft vessel which was in the offing with us quickly
OF
manoeuvred and nipped into the "KILLARNEY'S" berth which should have been ours
1991
by turn. The next available berth I could see was well up the Breakwater
e.b.e.
where the water was even more shallow, so we slipped into it without any
mishap and immediately commenced embarking troops on three gangways which were
used
rigged up temporarily fore and aft.
know
There we met two very brave and cheerful men - the Commander and the
Lieutenant Commander, who were carrying on their work and directing operations
as if no danger existed. There was no bustle or commotion, but everything
was orderly and well regulated. The Jerry shells were dropping in the
Harbour about 50 yards from the bow of the "LOCHGARRY" at 11.25 a.m. when we
were fixed in our berth, but they did not appear to explode, and all of them
could be heard coming, screaming through the air, through the smoke and haze,
and dropping in the very centre of the harbour. They had the range perfectly.
Well, it was all right so long as they did not alter it a degree the one way
or the other. There was nothing but thick black smoke and fire everywhere
round the harbour, and parts of several sunken vessels were projecting in the
inner harbour at low water.
A destroyer came alongside of us and loaded his complement over our
vessel. While this was taking place we had our first sample of an air raid,
as the pall of haze to the westward had now cleared up and the sun was breaking
through the clouds, and the day generally was brightening up and getting warm.
The Jerry planes we saw as mere specks in the sky, working sunwards to get in
a straight line between us and the sun, then swinging round and,
"Ere he pounces in the ring,
Selects the object of his spring".
When they started on the dive, down sun, you could hear the death zoom
getting clearer and clearer, down and down they came, the A.A. guns on the
destroyers going like electric sewing machines. In a fraction of a second,
about the time the bombs were due to arrive, there was a mighty roar and a
blast of hot air which nearly carried us off our feet. The destroyer had
fired one of his heavy guns which burst a shell in front of the enemy and
shattered him and his bombs to matchwood. I don't think that pilot had time
to jump in his parachute at least I did not see him!
The next wave came along shortly after, and the tactics on both sides
were somewhat similar to the first. Then the embarking went on as before.
I had hoped to count the exact number that came on board, and told the Mate
to place a man at each gangway to count. The man who was placed at the
forward gangway had a yarn with every one that came on and soon forgot the
count. The man at No. 2. gangway, which was constructed of oars across the
lifeboat, told me when I asked him for the count, that it took him all his
time to keep the men from falling in the water, far less count them. The
man at No. 3. gangway did not know he was supposed to count until nearly
half the troops were on board; and then what about the ones that were passing
through to the destroyer? It was hopeless! However, the estimated number
on board the "LOCHGARRY" was about 2,500, and we cast off the Breakwater at
2.00 p.m.

Details

STATES
woll
and
- 4 -
38
LETER
SEW
A tug boat was told off to give us a lift off the Breakwater by the
due
of
ern, as there were three destroyers abreast astern of us. He made fast
r starboard quarter rope to his bow and pulled sternwise. He did his job
TO
one
DO well, pulled us well out, and when he thought we were going too far across
DEPARTMENT
sit.
e endeavoured to straighten us up in the channel by giving us a "nose off"
DEPARTMENT
under the counter and thus cutting our D.G. in two places. I did not want
his "nose off" the pitch of the propeller and the helm would have straightened
us up nicely - and if that was not sufficient then I could have given her a kick
ahead on the starboard helm, which would certainly have done the trick. But
and
the tug boat captain did not have the necessary patience. A Clyde tug boat
master would never have done that. What a mess! The D.G. wire having been
cut in two places quickly short circuited, and caught fire under the counter.
and
X
Some French soldiers on the opposite pier head noticed it first and raised the
HTUS
alarm. My toes began to tingle in my boots. Fire, with so many troops on
board, fanned by a fresh westerly wind on the stern! Would it be possible to
bassin
get her round in the channel and head the wind before it caught hold, or would
I require to beach her on the sands and give them a chance to swim ashore?
I ordered the current to be cut off, by 'phone to the engine-room, and I
think it was already cut off, as the engineers had noticed something amiss on
the switchboard. The mate and the second engineer were soon on the job with
a fire spray, and the flames extinguished. It is true that we had all the
fire apparatus fixed ready for action, and the sailors at their stations duri ng
the time the troops were on board, but it happened so quickly and at a time when
any person could not move about the decks on account of the crush.
The report that the fire was under control came with a great relief. All
this happened while we were backing out of the harbour to add to other difficulties,
and being under the counter of the vessel it was well nigh inaccessible to get at.
The mate and second engineer deserve every credit for having dealt with it so
effectively and efficiently. I believe the mate was hanging like a monkey on
a rope, directing the fire spray on the seat of trouble. However, that having
passed over, everything was normal for a few moments.
I would here mention that we were at a disadvantage through the second mate
leaving the ship at Dover the previous morning, so that the mate and myself had
to share his duties between us in addition to everything else.
Having manoeuvred the vessel into the channel we were for a few minutes
waiting for our escort, H.M. Destroyer F.34. "THE GREYHOUND", and on clearing
the Breakwater he closed up on us and asked which route we intended going by,
Route X. or Route Y. or --, and while we were thus talking it was cut short;
the destroyer jumped, as it were, and made a series of twists and zig-zags in
front of us. Well, I thought to myself, if you are going at that speed there's
damn little hope of me keeping up with you! The next moment there was a
terrific explosion close to the destroyer on her port side, but it was a miss.
Another moment and a column of water shot up ahead of us about 50 yards away.
No. 1 salvo for the "LOCHGARRY" also a miss! But the third salvo caught the
destroyer fair amidships and ripped her side open, causing many casualties, I
would say, but the Commander was still on the bridge and her guns were active
peppering away. It was apparent the vessel was out of action. I heard the
telegraph to the engine-room ringing but could see no response from the engines.
I passed by the destroyer close to. The Commander shouted, "Carry on"; we
then tore away full batter with a double ring on the telegraph, and zig-zagged
so far as the channel would allow us.
We were left alone for a while. I was told before leaving that "the
Germans were shelling from the shore, but they were not very accurate". We
were not shelled from the shore. We passed the vessel in whose company we
had done part of the voyage going over - the "CLAN MACALISTER". She was
evidently in a bad way her after-hold on fire and clouds of black smoke
rising from her. I would say that she had received a salvo somewhere about
her stern, and was either at anchor or not under way!
We had now overtaken and passed a small steamer very like the "LOCHSHIEL"
crammed with troops, her hold and decks quite full. On our starboard bow
was the "GRACIE FIELDS", a minesweeper, full of troops going out, and a hospital
ship going in on our port bow. They were both zig-zagging vigorously, as we
were ourselves, but the "GRACIE FIELDS" got one salvo which stopped her engines,
and she stopped, lifeless, and limped somewhere around the Kwint Buoy. The
hospital/

Details

Date
use
PUBLIC
alde
SECURITY SEAL 8
- 6 -
40
was told the Bren gunner was hoping to get a shot at him when we closed
OF
up, but unless he had done this on his own bat I am sure that his superiors
would not have told him to do so, as an enemy airman was much more useful
STA
to the authorities alive than dead. What would really have happened when
nei
we closed up to him is a matter of conjecture! The patrol boat signalled
"Alone in the plane" as we passed on.
I had an idea that the soldiers, when lying on their backs on deck,
you
would all fire a volley at an approaching bomber and get about a thousand
now
bullets into him at once - as there was heaps of ammunition on board but
and
the Commanding Officer objected to this, as their rifles were full of sand
and rust, and would explode on board, which was very feasible. The Spitfire
had just caught the bomber in the nick of time and saved us any further
trouble!
Before dusk we sighted the North Goodwin Light Vessel and felt at home,
although navigation through the Downs channel with so many sunken wrecks and
other dangers was by no means a matter to be treated with a lesser degree of
caution now in the darkness and haze, and with a compass that was at least a
point and a half of westerly variation, unreliable and continually swinging
on account of the degaussing wires having been cut. It was nothing better
than a rough guide, and not to be trusted. And so we passed on through
the Downs and passed the dangerous Goodwin Sands where, if a vessel once
touches and ebbs for a tide, she is doomed to stick for ever on account of the
shifting sands. From pillar to post we were getting the buoys in their order,
until finally to the last, and then Dover Harbour.
On leaving the last buoy there was not a single object to give us any
indication of Dover Harbour, or the entrances. Now, here was a problem!
I wished to goodness there was an air raid on and a flare of searchlights.
I would only have dropped the anchor outside the Harbour as a last resource,
with so many aboard and eager to get ashore. Outside the Breakwater at
Dover was the danger spot of the channel magnetic mines and bombers
occasionally. I did not have long to wait for my wish to be fulfilled. A
trail of tracer bullets, like rockets, and a hundred searchlights in the skye
in the penumbra of which I could easily distinguish the entrances to the
Harbour, and by good fortune we were just on the dot, and a turn of the ship's
head put her at a proper angle for the tide, and in we went, moving slowly
towards the Admiralty Pier, where we berthed at 1.10 a.m. on the 30th May, 1940.,
and commenced disembarking the troops.
Finishing disembarkation about 5.30 a.m. we then shifted to the Outer
Harbour at 10.32 a.m. and were brought in to Ferry Jetty at 5 p.m., 31st May
1940, where the degaussing wire and other repairs were carried out before the
vessel again sailed for the Clyde.
I herewith enclose a photo not of the "EOCHGARRY", but of a ship going
through a similar ordeal of baptism. The arrows show, with respect to position,
the points at which the "LOCHGARRY" got the two closest hits one over the
fo'csle head, and the other by inches clear of the teak wood rail on the
starboard quarter. The others were as wide off as those shown in the
photograph. The value of zig-zagging a vessel under such circumstances cannot
be too strongly stressed. I believe it saved us on all occasions when we
were attacked. The Lewis guns are certainly a help, but a ship would require
to have them in sufficient numbers. A vessel of the size of the "LOCHGARRY"
would bomber at least require as many more on her to have any chance with a dive-
to ward them off before actually coming down to the mast heads.
During the time in Dover at the Ferry Jetty where the repairing was
carried out, the usual routine work of the vessel was being carried on without
any special occurrences, and when finished and we finally took our departure
for the Clyde I was sent for to see the Principal Sea Transport Officer, who
complimented me on the piece of work we had carried through, and said, "It was
grand". I felt that we had at least done something for our country, and if we
were only once across the channel we had a real good load and got along with it
without a hitch.
In/

Details

TOTAL
ared ese and will S.LOS
- 7 -
4
THE STATE TE
DOE DEPARTMENT
In coming from the English Channel to the Clyde there was no great
excitement. Passing the Isle of Wight on a beautiful afternoon we
could hear machine-gun fire overhead, and could see shells bursting very
I
high up, but did not see any aircraft. This was the last we saw of the
fighting in the channel. Going on our routing instructions we arrived on
the Clyde the following afternoon, and berthed the "LOCHGARRY" snugly in
East India Harbour, Greenock, where we had joined her, and all's well.
eas
the
August,
58d
Dear Sir,
What struck me most BD Dunkirk was the contross and office stay Xith which
the N.T.O. and his mon moved about the narrow wharf shepherding the Stred
troops 68 they slowly noved down towards the ships. While - W67% lying
alongaide the where under continuous bombing they moved about gafee
It WOR certainly B good example to us,
We were amused at three soldiers (old timers) coming down the sharf arm-to-
are singing with a bottle stieking out of their pocket, they were not the
least bit upset. An old firemen I bad wondered where they had been 20 lusky.
These three soldiers decided they would travel with us insteed of a destroyer
that was loading beside us, and their Inck was still holding as that destroyer
W&B hit shortly after leaving Dunkirk, and B big number killed. This
destroyer was our escort, 00 we had to carry on alone.
Our ship was filled up; 2,700 came dom the gangway, but meny more
jumped aboard at other parts of the ship. No were alorgeide the whard from
about 9 a.m. until 2 p.m. When we were leaving the what BD armed trueler,
who was assisting us out of our berth, damaged our D.G. cable and set fire to
the starboard belting aft. Mr Wallace, the 2nd Engineer, went art and ear
the fire out. After be examined the eable he cene back to ISS is the englae-
room and reported the cable wes beyond repair, 30 we had to leave with no
D.G. gear.
After leaving the whard we 1n the engine-room SSW DO more of what vas
happening on deck. However, we had plenty to Yeap us busy, as It turned out.
We could hear the planes swooping down, and 48 the boaths deopped round 738
electric bulbs and parts of the glass from the engine-room skylights caph
falling down on us. The concussion and vibration was bad every time a salvo
would drop us.
During this time every one on watch just kept moving about surrying out
their various dubies, Our only discontert was the fact that we all bad our
Life-belts on. This made us very wash. The reason se has them on was the
fact that the decks were 80 erowded, if anything had happened we could not got.
neer oux rooms. This bombing kept on will thout anything compening until
about 5.45 p.m. when efter & heavy sheck the firemen on watch in the stokshold
essa rubbing into the engine-room to tall me something was buret about the
stants pipes, I ran into the stokehold, and to my great relief I found that
all that mes wrong was a drain firem one of the steem pipes had opened with the
shock, and was allowing steam to escape. When I weat back into the sogine-
room and told Mr Waliace what this serong we had a good laugh.
Rowever, shortly after this WO received an artre beavy shock. I was area
abo wes hit as the seemed to be lifted unt of the water. 1 was just coming
out of the stokehold when I hourd the fireman shout. Whom X gob back Late
the stokehold all the fixes were out and fuel oil sproving all aree the stotahold.
I sant word into the eagine-groom to Mr Bullece to slow the main angines does
and take charge of the engine-recm 00 as wo would not loss the stumm 0,00 tao
bollers, I managed to get the damaged oil with isolated and got the stand-by
unit under way. WIthin tax intentes we were may full speed again. the
concession/

Details

Sa
143
OF
at
and
S.S. "LOCHGARRY" AT DUNKIRK.
42
R
190
TOTAL
Letter to Mr J. L. Roxburgh, Superintendent Engineer,
from Wm. McKillop, Chief Engineer, "LOCHGARRY".
25th
August,
1940.
way
Dear
Sir,
What struck me most at Dunkirk was the coolness and efficiency with which
the N.T.O. and his men moved about the narrow wharf shepherding the tired
troops as they slowly moved down towards the ships. While we were lying
alongside the wharf under continuous bombing they moved about quite unconcerned.
It was certainly a good example to us.
We were amused at three soldiers (old timers) coming down the wharf arm-in-
arm singing with a bottle sticking out of their pocket; they were not the
least bit upset. An old fireman I had wondered where they had been so lucky.
These three soldiers decided they would travel with us instead of a destroyer
that was loading beside us, and their luck was still holding as that destroyer
was hit shortly after leaving Dunkirk, and a big number killed. This
destroyer was our escort, so we had to carry on alone.
Our ship was filled up; 2,700 came down the gangway, but many more
jumped aboard at other parts of the ship. We were alongside the wharf from
about 9 a.m. until 2 p.m. When we were leaving the wharf an armed trawler,
who was assisting us out of our berth, damaged our D.G. cable and set fire to
the starboard belting aft. Mr Wallace, the 2nd Engineer, went aft and saw
the fire out. After he examined the cable he came back to me in the engine-
room and reported the cable was beyond repair, so we had to leave with no
D.G. gear.
After leaving the wharf we in the engine-room saw no more of what was
happening on deck. However, we had plenty to keep us busy, as it turned out.
We could hear the planes swooping down, and as the bombs dropped round us
electric bulbs and parts of the glass from the engine-room skylights kept
falling down on us. The concussion and vibration was bad every time a salvo
would drop near us.
During this time every one on watch just kept moving about carrying out
their various duties. Our only discomfort was the fact that we all had our
life-belts on. This made us very warm. The reason we had them on was the
fact that the decks were so crowded, if anything had happened we could not get
near our rooms. This bombing kept on without anything serious happening until
about 3.45 p.m. when after a heavy shock the fireman on watch in the stokehold
came running into the engine-room to tell me something was burst about the
steam pipes. I ran into the stokehold, and to my great relief I found that
all that was wrong was a drain from one of the steam pipes had opened with the
shock, and was allowing steam to escape. When I went back into the engine-
room and told Mr Wallace what was wrong we had a good laugh.
However, shortly after this we received an extra heavy shock. I was sure
she was hit as she seemed to be lifted out of the water. I was just coming
out of the stokehold when I heard the fireman shout. When I got back into
the stokehold all the fires were out and fuel oil spraying all over the stokehold.
I sent word into the engine-room to Mr Wallace to slow the main engines down
and take charge of the engine-room so as we would not lose the steam on the
boilers. I managed to get the damaged oil unit isolated and got the stand-by
unit under way. Within ten minutes we were away full speed again. The
concussion/

Details

and
141
not
DUNKIRK OPERATIONS
OF
S.S. "LOCHGARRY"
Letter to Mr J. Purvis, Catering Superintendent,
From Mathew Pandelus, Chief Steward, S.S. "LOCHGARRY".
DOVER.
Dear Sir,
Just a note to let you know what we are doing down here. We have just
got a message to go into the Harbour for fuel and water, after lying off
Deal for more than a week. All my men are doing fine and all seem glad we
are going to get something to do.
There are air raids here every night which means we don't get much
sleep, as we must be ready for anything that may come along. At night you
can see the French coast all alight with fire and black smoke, and can hear
the boom of the big guns quite easily.
I'm getting all the stores I require and everyone is very obliging.
Hope to hear from you soon.
Yours
faithfully,
(Signed) M. Pandelus.
Chief Steward.
Well, Mr Purvis, I didn't get this letter posted as we didn't get along-
side, and no one is allowed to take letters ashore while we are in the
Harbour.
We have just arrived back from Dunkirk and what a time we had! We left
Dover on a certain date about 9 p.m., and sailed out to the roads. We waited
there until about 3 a.m. when we weighed anchor and sailed for Dunkirk. We
followed a steamer which I learned was the "CLAN McALLISTER". We kept behind
her until about 9 a.m., when we passed her, and on looking back about twenty
minutes later we saw her being bombed and set on fire. It started on the
after well deck. Not long after that she went down.
We carried on to Dunkirk; we had to wait quite a while to get inside the
harbour as other ships were loading troops as fast as possible. We got in at
last and started loading troops. This would be about midday. Shells were
pouring into the harbour from shore batteries. Then about 1 o'clock we had
our first air raid. About eighteen raiders came over and dropped bombs all
around us like raindrops. We were very lucky we were not hit. We had our
two Lewis guns replying as hard as they could; also a British destroyer
alongside of us was giving them all they wanted. After dropping dozens of
bombs they flew away and we were untouched. In about an hour's time they
came back - only thirteen this time - and they gave us another dusting and
again we got clear.
As these raids were going on there were four of my stewards and myself
in the dining-saloon keeping the soldiers from rushing the doors, as they
all right/ wanted to see what was going on. We assured them everything was all

Details

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