Britain at War 2017-08

SPECIAL ISSUE: DIEPPE RAID 75TH ANNIVERSARY

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DIEPPE 75

BRITAIN’S BEST SELLING MILITARY HISTORY MONTHLY

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BATTLE OF BRITAIN Shot Down Me 110

COMBINED OPERATIONS

•Land •Air •Sea •VCs

MERLIN MAGIC!

Stalwart RAF Merlin Helicopters in Action

FORGOTTEN VC HERO

Tom Crisp’s Gallant Struggle Against North Sea U-Boats

WIN!

Signed C opies of James H olland's Ladybird Britain b Battle of ook to be won Closing d ate for entrie s is 6 Octob er 2017

www.britainatwar.com AUGUST 2017 ISSUE 124 UK £4.70

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From the Editor... N

OTHING COULD better highlight the diversity of content in Britain at War magazine than the variety of topics covered in this particular issue. In fact, when my Assistant Editor, John Ash, first saw the one-line description of our piece on the Merlin helicopter (‘Merlin Magic’ pages 52-60) he understandably assumed that this would be a piece on the Rolls-Royce Merlin of Spitfire, Hurricane and Lancaster fame! As ever, we look at topics covering land, sea and air and from all of the wars in which Britain and her Commonwealth countries have been involved since 1914. And this issue is no exception. The comparatively limited numbers of Merlin helicopters in service, and the limited number of years the RAF used them, all rather belies the true nature and importance of these versatile machines. Not only that, but they were almost constantly on front-line or operational service from the start to the end of their RAF service and before being turned over to the Royal Navy. During this time, they performed with exceptional reliability and without a single loss through either operational reasons or accidental causes. Not only that, but several gallantry awards were gained by Merlin pilots and crew members - including the first DFC to be awarded to a female, this being Flt Lt Michelle Goodman whose story is also covered in Guy Warner’s informative feature. Quite rightly, we pay tribute in these pages to not only the heroes of more distant wars but also bring our tributes more up-to-date as we salute those like Flt Lt Michelle Goodman DFC and her Merlin comrades and other members of the British armed forces as they continue to serve with both distinction and valour.

Andy Saunders (Editor) EDITORIAL Editor: Andy Saunders Assistant Editor: John Ash Editorial Correspondents: Geoff Simpson, Alex Bowers, Rob Pritchard Group Editor: Nigel Price EDITORIAL ENQUIRIES Britain at War Magazine, PO Box 380, Hastings, East Sussex, TN34 9JA Tel: +44 (0)1424 752648 or email: [email protected].

Assistant Editor John Ash

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DESIGN Art Editor: Matt Fuller COMMERCIAL Executive Chairman: Richard Cox Managing Director/Publisher: Adrian Cox Commercial Director: Ann Saundry

Advertisement Sales Manager Alison Sanders

Art Editor Matt Fuller @britainatwar

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PRODUCTION AND MARKETING Production Manager: Janet Watkins Group Marketing Manager: Martin Steele

Whilst every effort had been made to contact all copyright holders, the sources of some pictures that may be used are varied and, in many cases, obscure. The publishers will be glad to make good in future editions any error or omissions brought to their attention. The publication of any quotes or illustrations on which clearance has not been given is unintentional.

SUBSCRIPTIONS, BINDERS AND BACK ISSUES Britain at War, Key Publishing, PO Box 300, Stamford, Lincs, PE9 1NA Email: [email protected] Readers in USA can place subscriptions by visiting www.britainatwar.com or by calling toll free 800 428 3003 or fax 757 428 6253 or by writing to Britain at War, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828.

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The average sale for the period Jan-Dec 2015 was 10,843, print and digital copies monthly.

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© Key Publishing Ltd. 2017

FEATURES

18 Diving Scapa Flow

In this fascinating feature, illustrated with haunting underwater images, author Rod Macdonald looks at the story behind the many wrecks at Scapa Flow, including the ghostly scuttled fleet of the Imperial German Navy.

28 Bolt From The Blue

The dramatic story behind the loss of a Messerschmitt 110 in an air battle above the seaside town of Eastbourne during the Battle of Britain, and its effect on the town’s residents, is recounted by Andy Saunders.

38 Valour And A Mysterious Vanishing

A remarkable tale from the Great War of incredible courage on the North Sea displayed by the master and crew of a little ‘Q’ ship as it battled the U-Boat menace, and the award of a VC, is told in gripping detail by Mick Brooks.

98 A Cold Reception

The occupation of Iceland by British forces during the spring of 1940 in ‘Operation Fork’ is one of the forgotten chapters of the Second World War. Regular contributor Alex Bowers shines a spotlight on this little-known operation which secured the country against possible Axis use.

106 Gallipoli's Wooden Horse

Britain at War’s regular contributor, Steve Snelling, tells the remarkable tale of the SS River Clyde and the supremely heroic efforts of those on board, including a Royal Navy armoured car unit, during the ill-fated Gallipoli landings.

Contents ISSUE 124 AUGUST 2017

28 Battle Of Britain 4

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38 The War At Sea

106 Gallipoli Landings

DIEPPE: SPECIAL CONTENT

Editor’s Choice

63 The Dieppe Raid: 75th Anniversary

Marking the 75th anniversary of the infamous Dieppe raid, ‘Operation Jubilee’, we bring our readers twenty-nine pages of special content examining the background of the raid, the naval element, the involvement of tanks and the invaluable participation of the RAF. Additionally, we examine the response of the Luftwaffe and look at the raid’s VC and gallantry awards.

52 Merlin Magic

The Merlin helicopter fleet had a relatively short life with the RAF before transfer of all the aircraft to the Royal Navy. Much of the helicopter’s service with the Royal Air Force, however, was seen on comparatively recent operational duties, as Guy Warner explains.

REGULARS 6 News

News, restorations, discoveries and events from around the World.

A subscription to Britain at War makes a great gift. Please see pages 34 and 35 for more details.

36 Recon Report

Our editorial team scout out the latest books and products and review the Haynes Owners’ Workshop Manual for the Rolls-Royce Armoured Car.

49 Fieldpost

Reader’s letters, views and feedback.

93 Tank Times

The world-famous Tank Museum at Bovington in Dorset bring us one of their regular ‘Tank Times’ updates focussing on this popular area of interest; the preservation and history of armoured fighting vehicles and the men who went to war in them.

104 First World War Diary

Our ‘at-a-glance’ monthly analysis follows the progress and key events of the Great War, looking at the situation as it existed 100 years ago during August 1917.

116 Great War Gallantry

COVER STORY

A Churchill Mk III of 10 Troop, ‘B’ Squadron, Calgary Regiment, T68175 ‘BELLICOSE’, comes ashore at Dieppe on 19 August 1942, as Hurricane fighter-bombers attack shore targets during ‘Operation Jubilee’. Despite improvised measures to enable tanks to cross the shingle to the promenade, most became bogged-in and never made it off the beach. (IMAGE BY ANTONIS KARDIS)

The continuation of our look at the awards listed in the London Gazette reaches August 1917 and includes Lord Ashcroft’s regular ‘Hero of the Month’.

120 War Artists

War artist Sir William Orpen was one of the most prolific painters of the First World War and yet he was rarely exhibited until the 1980s. Phil Jarman tells his story.

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125 Militaria Collecting

In our popular new series, Mark Khan looks at the collecting of Second World War rations and ration packs from the three main belligerent nations; Britain, the USA and Germany.

130 First World War in Objects

This month we feature the membership certificate for Comrades of the Great War, an organisation which was forerunner to the Royal British Legion of today. www.britainatwar.com

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BRIEFING ROOM |

News • Restorations • Discoveries • Events • Exhibitions from around the UK

Reichenberg ‘V1’ Restored For Kent Museum THE LASHENDEN Air Warfare Museum at Headcorn Aerodrome, Kent, have placed on display their very rare Fieseler Fi 103R-4 Reichenberg. One of just six survivors of the 175 built, the type can be viewed from a viewing enclosure in the new display hall whilst work continues to fit out the building with other displays. The Fieseler Fi 103R-4 Reichenberg was a development of the wartime German V1 flying bomb, popularly known as the 'Doodlebug'. The flying bomb was modified to carry a pilot and was intended for use against shipping or heavily-defended ground targets. The piloted Fi 103 missile was developed under the name Reichenberg, and its progenitors were Flugkapitan Hanna Reitsch, and SS-Hauptsturmfuhrer Otto Skorzeny, with Deutsche Forschungsinstitut fur Segelflug

(DFS) at Ainring allocated the task of evolving a piloted version of the V1. Such was the urgency placed on the project that, within 14 days of the Reichenberg programme being authorised, training and operational variants had been completed and testing started. A production line for adapting the Fi 103 from pilotless to piloted configuration was set up near Dannenburg. Four piloted models of the Fi 103 were evolved under the Reichenberg programme, three of these being training variants. These were the Reichenberg 1 single seater with landing skid and flaps; the Reichenberg II with a second cockpit in the position normally occupied by the warhead in the operational version, and the Reichenberg III single seater with a similar arrangement of landing skid and flaps but with the Argus As 109 014 pulse jet fitted and ballast

compensating for the weight of the warhead. The operational model was the Reichenberg IV, and its conversion from the standard Fi 103 missile was the essence of simplicity. The Fi 103 fuselage was divided into six sections housing the compass, the 1,874lb warhead, fuel tank, two circular compressed air bottles, autopilot and height and range setting controls and the servo mechanisms controlling the rudder and elevators. The conversion to Reichenberg IV standards included the insertion of a small cockpit ahead of the propulsive duct. The instrument panel comprised an arming switch, a clock, an airspeed indicator, an altimeter, and a turn and bank indicator, a gyrocompass being carried by a floor mounted bracket which also provided a mounting for a three-phase inverter and a small

24 volt wet battery. Flight controls were of the stick and rudder type, and the pilot was accommodated by a plywood bucket seat with a padded head rest. The single piece canopy incorporated an armour-glass windscreen, hinged to starboard, and guidelines were provided for calculating diving angles. The cockpit occupied the space taken in the pilotless version by the compress air bottles, the Reichenberg IV provided with only one compressed air bottle - this being housed in the aft compartment normally occupied by the missile’s autopilot. The entire trailing edge of the wing was occupied by the ailerons. The Reichenberg IV was intended to be carried to the vicinity of its target beneath a He 111 bomber in a similar fashion to a number of the pilotless Fi 103s launched

IMAGE Fi 103R-4 Reichenberg at Farnborough October – November 1945

(KENT MESSENGER)

ABOVE Fi 103 R-4 Reichenberg at the museum awaiting restoration. Pictured are l to r Lou Baker, Cliff Everest, George Underdown, Jack Matthews & Trevor Matthews.

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ABOVE The condition of the tail section and fin of the Fi 103R-4 Reichenberg when recovered by the museum.

Exhibitions from around the UK • Events • Discoveries • Restorations • News

ABOVE: The cockpit showing the control column and instrument panel.

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ABOVE: Some V1s were delivered to Britain under the wing of a Heinkel 111

ABOVE: The V1 flying bomb was more familiar in its pilotless weapon form, especially to the population of Southern England.

ABOVE: The Reichenberg installed in its new home at the museum.

against Britain. Communication between pilot and launching aircraft being maintained via a four channel connector in the top of the fuselage ahead of the cockpit. In theory, the pilot was to jettison the cockpit canopy and bale-out after aiming his aircraft at the target, but it was calculated that his chance of survival was little better than one in a hundred. To release the canopy it was necessary to operate a lever on the port side of the cockpit, the canopy having to swing through an angle of 45 degrees before the forward-hinged connection on the starboard side could be detached, and at the estimated target approach speeds of 490-530mph it is highly improbable that this method of jettisoning the canopy would have proved practical. The Museum’s Fi 103R-4 is believed to have been captured at the Danneburg V1 factory by the 5th Armoured Division, US Army, and was returned to the UK in 1945. It was displayed at the German Aircraft Exhibition at the Royal Aircraft Establishment at

Farnborough from 29 October to 9 November 1945 and was fitted with a standard Fi103 nose cone as there was no nose cone with the Fi 103R-4 when it was captured. At the end of the Enemy Aircraft Exhibition, the Fieseler Fi103R-4 Reichenberg was passed to the Bomb Disposal service and was placed at the Joint Services Bomb Disposal School, Broadbridge Heath, near Horsham in West Sussex. In 1966 the Joint Services Bomb Disposal School at Horsham closed and the Reichenberg was then transferred to the new Joint Services Bomb Disposal School at Chattenden near Rochester, Kent, where it was kept outside. In 1967 it was transferred to a Territorial Bomb Disposal Unit at Fort Clarence,also in Rochester, where it was covered in thick black paint & left outside. When the Lashenden Air Warfare Museum opened in 1970, its members visited Fort Clarence to acquire some bombs for display, and upon asking what was going to be done with the V1, the museum volunteers were told that it was

going to be scrapped as it was falling apart. Taking this opportunity, the museum asked if they could have it and TA unit readily agreed – the museum thus saving the TA unit the trouble of scrapping it. On investigating what was thought to be a basic V1 it was found that it was not a V1 but a very rare Reichenberg and the museum carried out a basic cosmetic operation to buy time and stop further deterioration of the aircraft. The Fi 103R-4 moved to Geisenhausen near Munich in November 2007, where the restoration was carried out by Alexander Kuncze and his team at Auktionshaus fur Historic Technik, the only restoration shop specialising in restoring the V1 and its derivatives anywhere in the world. Works to be carried out included replacing the nose cone, as the one fitted was not original. Some of the skinning on the rear fuselage needed replacing and the wing main spar was replaced as the one with the museum’s example

was not original. The wings were re-covered in the correct grade of plywood and the cockpit fully fitted out with original working period instruments, electrical fittings etc. and the Fi 103R-4 finished as it was when displayed at Farnborough in 1945. The Fieseler Fi 103R-4 Reichenberg has been registered as BAPC 91 on the register of aircraft by the British Aviation Preservation Council and is also listed as a “Benchmark” aircraft in the National Historic Aircraft Register as being of World, National and Technical significance. The now fully restored Fi 103R-4 Reichenberg V1 may be viewed at the Lashenden Air War Museum, near Headcorn, Kent. Museum opening hours for the museum are: January & February – Closed, March & April – Sundays & Bank Holidays 10.30am to 6pm, May to September – Saturdays, Sundays & Bank Holidays 10.30am to 6pm, October – Sundays 10.30am to 6pm, November & December – Sundays 10.30am to 3.30pm. www.britainatwar.com

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Exhibitions from around the UK • Events • Discoveries • Restorations • News

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Wargaming and UK Museums in leading VR Projects

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BRITAIN AT WAR recently met with Wargaming (World of Tanks and World of Warships) and Chatham Historic Dockyard, where the latter presented a glimpse of the future for historical preservation and accessibility. ‘Virtually Inside HMS Cavalier’ consists of a series of 360° videos shot on board the destroyer. Within it, there are augmented data panels and diagrams - the type of project easily facilitates the embedding of supplementary video and archive material. Dan Snow, well-known broadcaster and historian, was involved in the project, working with Wargaming’s military specialist, Richard Cutland. The app, hosted by Google Arts & Cultures, allows users to tour the ship and the platform allows users to see the collections of participating museums from anywhere in the world, incorporating virtual reality 360 technology. Cavalier is the last surviving British destroyer from the Second World War remaining in the UK, important because she represents the efforts of the Royal Navy’s destroyers. In 2007, she became the official memorial to the 142 British destroyers lost and the 11,000 men killed on them during the conflict. Destroyer crews braved harsh conditions and enemy action, knowing their vessels were unlikely

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to weather a serious hit. They proved vital - hunting U-boats, escorting convoys, evacuating troops from Dunkirk and Crete and being the eyes and ears of the navy. As well as making Cavalier more accessible, VR uncovers areas not open to the public. Tracy Spaight, Wargaming’s Director of Special Projects, explained: “It’s the nearest thing to actually being there. The engine isn’t just something that is in front of you, it is two storeys tall and all around you. We can really capture that with 360 VR and share it with the world.” Britain at War was later contacted by The Tank Museum, with details of its project as part of their Tiger Collection exhibition. Also working with Wargaming, they have implemented Augmented Reality technology, meaning a rare German assault gun, the Stürmtiger, can be seen at the museum despite not physically being there. VR/AR projects help to preserve. Indeed, The Tank Museum has reported visitor numbers have increased off the back of digital projects such as ‘Inside the Tanks’, or through other Wargaming products. Chatham also expects visitor numbers to rise. Although Cavalier and The Tank Museum’s vehicles are not under threat, unfortunately nothing can last forever. Cavalier is still

Britain at War are sad to report the death of one of the last remaining Chindits veterans. Philip Bullock, 93, served with Brig. Orde Wingate during the Burma Campaign. Formed to cause havoc behind Japanese lines, the Long Range Penetration Groups took the informal name of 'The Chinthes' in honour of the mythological lion-like creature found outside Burmese temples. Originally suggested by Captain Aung Thin (Burma Rifles), the name became corrupted into 'Chindits'. Mr Bullock served with one of the most well-known Chindit commanders, Lt-Col. James Michael 'Mad Mike' Calvert, in 77th Brigade. In later life he was a churchwarden at St Bartholemew's Church, Grimley, and was a poppy seller for the Royal British Legion for more than 50 years.

ABOVE Dan Snow and Richard Cutland present the VR 360° experience.

afloat as this keeps pressure off her hull, therefore corrosion is a constant concern. If the ship was permanently dry-docked, a facility Chatham has, this would create pressures on her hull which could damage it despite every effort to protect the ship. Built with the expectation of surviving a year, who can predict what Cavalier will look like on her 200th birthday in 2144? The VR project means a detailed visual record of Cavalier will be available for generations to come. Wargaming believes in ‘giving back’ and partnering with museums allows them to do this, a view shared by Tracy Spaight: “It’s one thing to read about these [exhibits] or see them in video, but it’s quite another experience to be able to knock on the ship and just walk around… But, for those who are not

able to, what we’ve tried to do is to fill that gap.” Dan Snow stated: “I grew up doing old-fashioned 2-Dimensional TV. The excitement of being able to harness new technologies, to take the audience into spaces I have been privileged enough to go into, is what keeps me going. I absolutely love it. AR/VR totally benefits history. These are real spaces, this new technology gives this whole sector and genre world-beating potential.” Richard Holdsworth, Museum & Heritage Director at Chatham Historic Dockyard Trust, explained: “It gives us the opportunity to reach people. The engine room is just too dangerous. It is the environment, the vertical ladders, the low headroom. This will give people the opportunity to see it. We’re really pleased and proud to be involved.”

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A four-rotor M4 Enigma cipher machine has set a new auction record at Christie's, Rockefeller Center, New York. The rare machine, owned by an American collector, sold for US$547,500 (£444,246). The previous record for a similar M4 was US$463,500 (£358,413). Only around 100 M4 Enigma machines are thought to survive today, out of the approximate 1,600 produced. It was used to send communications between German Naval High Command and U-boat wolf packs attacking Allied shipping, with most of the machines lost due to the sinking of the U-boats. Like the Enigma M3, the M4 used a complicated series of electromechanical circuits running through banks of four rotors and plugs that could be programmed to produce an incredible number of unique sequences to foil decryption experts. The machine could generate 153 trillion possible sequences.

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BRIEFING ROOM |

News • Restorations • Discoveries • Events • Exhibitions from around the UK

Spanish Civil War Memorial Unveiled In Oxford

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A MEMORIAL has been unveiled in Oxford to the men and women of Oxfordshire who fought in the Spanish Civil War, writes Lauren Cantillon. The conflict, between July 1936 and April 1939, was a struggle between Republican and Nationalist factions. Ultimately, the war was won by the Nationalists, with General Franciso Franco ruling Spain for 36 years, until his death in November 1975. People travelled from across the world to make a stand against the Nationalists, with 31 joining up from the Oxford area - six of whom died during that war. The names of the six are engraved on the monument unveiled at Oxford’s South Park on 10 June. It bears a clenched fist, the international symbol of hope and defiance, crushing a scorpion representing the ‘poison of fascism’. The project was funded through local events and the sale of a book, ‘No Other Way: Oxfordshire and the Spanish Civil War 1936-39’, written by three local historians. Colin Carritt, chair of the Oxford International Brigade Memorial Committee, lost his uncle, Anthony Carritt, in the conflict, but Colin’s father, Noel, also fought and survived to return home to Oxford. Colin has been campaigning for the tribute since 2014, saying: “We

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are delighted to have achieved this long-held ambition. For a city of its size, Oxford sent more volunteers than most. They were students, graduates and academics, car factory workers from Cowley, and farm workers from the rural hinterland. As the plaque says, ‘they went because their open eyes could see no other way.’ These volunteers of 80 years ago could see the march of fascism spreading across Europe and knew it had to be stopped.” The story of how Noel and Anthony came to be in Spain during the civil war is remarkable. Born into a well-to-do Oxford academic family, their father was Professor of Philosophy at University College. The family consisted of five brothers and two sisters, with four of the brothers plus their mother joining the Communist Party during the 1930s; the entire family was, to a greater or lesser extent, caught up in the radical politics of the time. In 1933, Noel married a German Jewish refugee, Liesel Mottek (a member of the German Communist Party) and the couple moved to Sheffield where Noel took up a teaching post. In the autumn of 1936, shortly before his 26th birthday, Noel followed Liesel to Spain and joined the International

Britain's Ministry of Defence has announced a major £167 million investment at RAF Marham, East Anglia. The money will be used to upgrade and build new facilities at the base, which is the future home of the UK's F-35B Lightning II squadrons. The injection of funds will generate 300 new jobs on site, with plans for demolition and cabling works, followed by new construction works. Three new buildings will be built which will provide training facilities for pilots and ground crew, and allow the whole F-35B fleet to be managed from a single location once ready for service. Works will be managed by sub-contractors BAE Systems, and are due for completion in 2018.

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Brigade at their Paris recruiting office, only writing to his parents informing them of his decision in Victoria Station whilst waiting for the train to Dover. Noel fought in the British Battalion at the Jarama River in February 1937, facing 40,000 Francoist supporters, and received a wound from a ricocheted sniper bullet which embedded itself in his hand. Although the wound wasn’t serious, he was no longer able to fire a gun and was sent back behind the lines for treatment. He was lucky – by 14 February, of the 500 British fighters at Jarama, only 160 remained. During convalescence, Noel met up with Anthony, who also travelled out to Spain with the International Brigade in the Spring of 1937. Colin describes his uncle as arguably the least political of the brothers – he had wanted to go into farming from an early age – and believes that Anthony went to Spain due to the brothers being close, rather than for pure political solidarity. That Spring, Franco’s forces pounded the northern Basque region of Spain, supported with manpower and weapons from Hitler and Mussolini. It was believed that a major offensive at Brunete, west of Madrid, would draw Franco’s troops away from the northern Basque region and provide relief for the troops there. Yet Brunete proved a physical challenge for the British Brigade, with temperatures over 100 degrees fahrenheit for more than 12 hours each day, and the only cover from strafing aircraft being scant willow trees alongside dried up river beds. Noel (now driving ambulances), and Anthony, were sent to the region with Noel driving the wounded back to the relative safety of El Escorial, some 12 miles

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from the front line. The route was hazardous, often coming under heavy bombing attacks. After a particularly difficult journey back to El Escorial, during which a bomb rendered his ambulance undrivable, Noel discovered that Anthony was missing. Despite searching all hospitals and field stations, it became apparent that Anthony was dead. The strain of having two sons fighting in Spain has taken its toll on their mother, and the sudden death of Anthony made matters worse. In the Autumn of 1937, Noel applied for leave and returned home to England. Due to his Security Services record, Noel was refused entry to the Navy on the outbreak of the Second World War, and instead he aided the war effort in an aircraft factory. He eventually returned to teaching after the war, becoming head of Biology at Dr Challenor’s Grammar School, Amersham, remaining there until retirement in 1972. He died twenty years later. Colin sees his father and uncle as anti-fascists, rather than Communists, as many joined the Communist Party in the 1930s as a means of acceptance into the International Brigade. Humanitarian aid workers, doctors, nurses, pacifist volunteers and Quakers also played significant roles in the fight against Franco. Colin hopes the memorial will heighten awareness of the Spanish Civil War, saying: “Spain was simply the first step in a long fight for freedom and democracy that ended in 1945. But intolerance and bigotry are ever-present. [We hope that] the Oxford memorial becomes a rallying point for all fair-minded people in the city to come together to support progressive causes.”

The loss of a D-Day veteran's medals has struck a national chord, with a campaign underway to return them. Alfred Barlow, 96, was returning from a pilgrimage to Normandy when after visiting the bathrooms at Norton Canes Services, his family realised his medals were missing. Mr Barlow was a Corporal in 3rd Reconnaissance Regt, landed on Sword Beach on D-Day. The missing medals are: 1939-1945 Star; The France & Germany Star; 1939-1945 War Medal; and The Palestine Medal. Crimestoppers have offered £5,000 for information leading to the recovery of the medals and subsequent convictions. This comes after actor Hugh Grant offered £1,000 for the safe return of the medals, with Blind Veterans UK also offering £5,000. Anyone with information should call Crimestoppers anonymously on 0800 555111 or Blind Veterans UK on 0800 389 7979.

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Exhibitions from around the UK • Events • Discoveries • Restorations • News

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Scottish Spitfire Museum’s Restoration Triumph

Doon. ABOVE The wreck of Spitfire P7540 after recovery from Loch

BULLETIN BOARD

DUMFRIES & GALLOWAY Aviation Museum proudly unveiled their restored Spitfire IIa P7540 to the public on 16 July, 35 years after it was recovered from the depths of Loch Doon in South Ayrshire. It took a five-year search, involving 109 sub-aqua divers and 567 separate dives, to locate the wreck which was finally brought to the surface in the summer of 1982 and moved to the museum’s premises at the former RAF Dumfries site. Several aborted

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restorations followed, but thanks to the efforts of Mike Eastman and his Aircraft Restoration Group, the restored fuselage and tail unit was returned to the museum’s care in early 2015. Building work was already underway on a Romney shed in which to house the completed aircraft, and after receiving a set of fibreglass wings from Gateguards UK (the originals having been totally destroyed in the crash), and with paintwork

Archivists and conservationists at the University of Oxford have launched a campaign to encourage people to donate Great War memorabilia before it is thrown away. The 'Lest We Forget' initiative seeks to raise £80,000 to enable communities to run digitisation days. These will capture memories of the war that have been passed down through families, such as photographs, diaries, letters and mementos that tell the story of a generation at war. Once gathered the database will be free to view for schools, scholars, and the public. It is hoped this can be completed in time for the 100th anniversary of the end of the conflict To find out more, visit: @ww1centenary (Facebook and Twitter), or their crowdfunding page: https://oxreach.hubbub.net/p/lestweforget/pitch/

from local firm NH Commercial Painters, the aircraft was installed in the early summer of 2017. Museum volunteers have carried out further detailed work for the unveiling. Curator David Reid, said ‘This has been a long time coming for us, but we are immensely proud to finally have this aircraft on display. It is the only combat veteran Spitfire in Scotland, with a fascinating history from the Battle of Britain before becoming a training aircraft for Czech pilots. The next stage of its restoration can now begin, as the museum re-fits the cockpit and carries out detail work on the rest of the airframe. Eventually, it is intended to allow visitors to sit in the aircraft, although this will take some time to achieve. However, to unveil the aircraft in this, our fortieth anniversary year, is a tremendous achievement for a small volunteer museum.’ Spitfire P7540 was built in October 1940 at Castle Bromwich and was issued to 66 Squadron at West Malling in time for the

closing days of the Battle of Britain where it was flown by (amongst others) Flt Lt ‘Bobby’ Oxspring with whom it saw combat on several occasions. It also flew with 609 and 266 Squadrons at Biggin Hill and Wittering before transferring to 312 (Czechoslovak) Squadron. 312 Sqn were at the time flying Hurricanes from their base at RAF Ayr, but they were to transfer to the Spitfire V at the end of the year. Six war-weary Spitfire IIa aircraft had been issued to aid the transition. P7540 crashed on 25 October 1941 whilst being flown by Fg Off František Hekl, 87619, on a familiarisation sortie. It was Hekl’s second Spitfire flight, the first being the preceding day. Whilst passing low over the waters of Loch Doon, the starboard wing of the Spitfire struck the surface and the aircraft crashed and was lost. Hekl’s body was never found, despite a search at the time of the crash. He is commemorated on a memorial at the side of the loch and on Panel 30 of the Runnymede Memorial.

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A new garden has opened in Plymouth to pay tribute to the Women's Royal Navy Service, commonly known as the Wrens. The opening coincided with the centenary anniversary of the formation of the WRNS, and was marked by a civic ceremony attended by the Royal Navy, and former and serving personnel. The garden features a large anchor, with the floral design having been planted by the Royal Navy. Founded in 1917 the WRNS acted as a women's branch of the Navy - gaining more than 5,500 members by 1919. The group was disbanded after the war but then restarted again in 1939 with an expanded list of allowable activities, including limited aircrew duties. Although officially disbanded in 1993 upon the full integration with the Royal Navy, the Association of Wrens still boasts over 6,000 members. The garden sits on Armada Way in the city centre.

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BRIEFING ROOM |

News • Restorations • Discoveries • Events • Exhibitions from around the UK

Britain’s Supercarrier Goes to Sea

THE LARGEST warship built for the Royal Navy since HMS Hood, the supercarrier HMS Queen Elizabeth, exited Rosyth Shipyard and went to sea for the first time in late June ahead of her sea trials. Described as ‘four acres of sovereign territory’, the 65,000 ton aircraft carrier, representing a total construction time of 51,000,000 man hours, was moved by a fleet of 11 tugs out into the Firth of Forth, where

she awaited low tide and then passed under the iconic Forth Rail Bridge, having to retract her mast to do so. Escorted by the frigate HMS Sutherland, and later joined by HMS Iron Duke, Queen Elizabeth later commenced her first stage sea trials off the Scottish coast.

RIGHT HMS Queen Elizabeth awaits

low tide in the Firth of Forth. (CROWN COPYRIGHT)

NMRN Launches New Membership Scheme

BULLETIN BOARD

The National Museum of the Royal Navy has launched its first membership scheme which offers unlimited days out to the institution’s various sites and exhibitions. Centuries of British sea power and naval history can accessed through the scheme, which allows admittance to six of the museum’s sites, including Portsmouth-based

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Nelson’s flagship HMS Victory and HMS M.33. The Explosion Museum of Naval Firepower and the Royal Navy Submarine Museum in Gosport are also included, as is the museum’s newest addition, The National Museum of the Royal Navy Hartlepool where visitors can discover the oldest ship afloat in the UK, HMS Trincomalee. Jutland veteran HMS Caroline in Belfast will also be included when she reopens later in the year. Members can also enter The Fleet Air Arm Museum at Yeovilton, the largest collection of its kind in Europe with 103 aircraft.

An incredible feat has been achieved by one man in Yorkshire, who has raised more than £100,000 for the Royal British Legion. Eric Atkin, 85, is known locally as the 'Poppy Man', having sold the paper flowers for over 70 years. He began selling them aged 12, cycling door to door in the aftermath of the Second World War. He is one of the longestserving volunteers of the RBL, and still sells poppies today. A former soldier, Eric was a private of the Yorkshire Light Infantry and stationed in Kenya during the 1950s. After returning to the UK, Eric reconnected with the RBL, eventually using his home as a poppy distribution centre. Both his parents were founder members of the RBL, and Eric is proud to continue the tradition and has no plans to retire. Well done Eric!

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The National Museum of the Royal Navy, established in 2009, tells the epic story of the Royal Marines, the Fleet Air Arm, the Submarine Service and the Surface Fleet, preserving the Navy’s history and detailing its impact from its earliest origins to the present. In addition to unprecedented access, members will receive special exclusive offers and the latest news from the museum, and will also receive some discounts and be invited to previews of new events and attractions. The money raised from the scheme will help

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fund vital works to ‘support the rich heritage of the Royal Navy’. Director General of the National Museum, Professor Dominic Tweddle said: “We have some of the most famous historic ships and aircraft in our collection and the membership is a great way to visit plus supporting our work… [This] will keep history alive for future generations.” There are a number of membership rates including senior £35; adult £45 and family (2 adults and up to 3 children £90). To find out more visit: www.nmrn.org.uk/membership.

A memorial to African-Caribbean soldiers who fought for Britain during both World Wars has been unveiled in London. The ceremony took place on 22 June, attended by Defence Secretary Michael Fallon, and Mayor of London Sadiq Khan. The sculpture sits in Brixton's Windrush Square and honours the 2 million African and Caribbean service personel who served. The memorial was devised by the Nubian Jak Community Trust's scheme to highlight the historic contributions of Black and ethnic minority people in the UK, and is the culmination of a three year campaign. Paul Reid, Director of the Black Cultural Archives said: 'The histories of World Wars often overlook the significant contributions made by African and Caribbean soldiers. Today we can proudly mark the recognition of their bravery and sacrifice.'

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Exhibitions from around the UK • Events • Discoveries • Restorations • News

| BRIEFING ROOM

Luftwaffe Fighter Ace Flies In Spitfire Over Kent

PLACES TO VISIT

HUGO BROCH doesn’t look his age and certainly not like a veteran of the Second World War. His bearing and physical presence is that of a man in his late 60s or early 70s, yet 75 years ago he flew his 324th and final combat mission on the Eastern Front piloting a FW 190 A-8 of Jagdgeschwader 54, the ‘Green Hearts’ squadron, writes Robin Schäfer. Born in 1922 at Leichlingen, near Leverkusen in Germany, he was assigned to 6./JG54 on 6 January 1943. Gathering his first combat experiences while flying as Kaczmarek (wingman) to Horst Adameit (166 victories) and “Bazi” Sterr (130 victories) he scored his first victory on 7 March 1943 during his first combat mission, yet this victory was discredited as punishment for breaking formation with his Rottenführer. On 31 August, 1943, he scored a double victory against a Yak-9 and a LaGG 3, raising his total to 20 confirmed victories for which he was awarded the Ehrenpokal (honor goblet) of the Luftwaffe. In October,1943, he scored his 44th victory, for which he was decorated with the German Cross in Gold. From winter 1943 to June 1944 he was posted to the western front, serving as fighter instructor for ErgänzungsJagdgruppe Ost. Returning to combat duty in August 1944, and re-assigned to his old unit (6./JG54), he raised his victory count to 71 by

the end of 1944. From November 1944, now with 8./JG54, he flew in support of Army Group Courland scoring his 79th victory (an IL-2) on 12 March 1945, for which he was awarded the Knight’s Cross of the Iron Cross. In total, he flew 324 combat missions and was credited with 81 confirmed kills. His tally includes 18 IL-2 Sturmoviks, twelve double victories and three triple victories. He was never shot down and never lost a wingman in combat. Today, he is aged 95 and the world’s most successful living fighter ace. His secret to achieving this ripe old age in good health is simple: ‘Never stop dreaming and avoid boredom’. He keeps a 'bucket list' of things he wants to achieve before his 100th birthday, and high up on that list was the wish to again sit at the controls of a World War Two fighter. This dream came true with the help of historian and broadcaster Dan Snow, German military historian Robin Schäfer, aviation historian, Britain at War Editor, Andy Saunders, and the kind support of the Biggin Hill Heritage Hangar team. After receiving standing ovations at Chalke Valley History Festival, where he was invited as a speaker, he was brought to Biggin Hill and had the chance to find out what it was like to fly a Spitfire. Aviation history was written when Hugo nimbly climbed into

the cockpit of Spitfire Mk.IX MJ627, built in autumn 1943, and another Second World War veteran, which entered service with 441 (Silver Fox) Sqn, RCAF, on 25 September, 1944, serving with the RAF from Advanced Landing Ground B70 in Belgium. During a patrol in MJ627 on 27 September, 1944 Plt Off Bregman was credited with a Me 109 in the Arnhem area. Now, on 27 June 2016, a former Luftwaffe ace and Me 109 pilot (120 of Hugo’s 324 missions were flown on ‘109s) would take off in the same aircraft from the most iconic of all British wartime airfields. Above Kent, the German ace was treated to a victory roll and allowed to take control of the Spitfire for about 10 minutes. The fighter, later converted into a two-seater, and flown by former Sea Harrier pilot, Don Sigournay, touched down gently after a 20-minute flight. “Es war wunderbar! Einfach wunderbar” proclaimed Hugo when the cockpit hood was opened. “The Spitfire is an amazing aircraft and it was flown by an excellent pilot. All this has reminded me how wonderful it is to fly and how wonderful it feels”. Witnessing the flight from the ground where two RAF veterans, Flt Lt Colin Bell DFC, who flew 50 missions in a de Havilland Mosquito in 608 and 162 Sqns as part of the Light Night Strike Force and Flt Lt Rodney Scrase DFC who flew Spitfires with 72 Sqn over North

Africa, Sicily and Italy and in the last months of the war flew bomber escort missions over Europe. Smiles were exchanged and hands were shaken when the former enemies met. "He was defending his country. I was defending mine - Fair do’s” said Colin after giving Hugo a comradely hug. As a final treat Hugo, was reunited with another old comrade. Messerschmitt 109 E-4 “White 14” is one of only two airworthy Me 109E aircraft in the world and saw service during the Battle of Britain. Answering unnecessary explanations on how to properly enter the cockpit with a short “Ich weiss” (I know) Hugo swiftly entered the cramped interior of “White 14”. Sitting quietly mesmerized for a while, it was clear this was a moving experience for the German veteran. “This panel wasn’t in here back then - this instrument isn’t German either” were the first things he remarked when asked about his feelings. When asked if he could still fly the 109 today, his answer was quick and clear: “Give me a dozen taxi runs on the airfield before take-off. Just to get used to it again - I would have no problems with it”. Having dreams and keeping life exciting and interesting is Hugo’s secret to a happy and long life. Next on his bucket list? Breaking the sound barrier in a jet fighter and a trip to the moon!

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Antrim & Down Branch Dr Phylomena Badsey (University of Wolverhampton) will talk about ‘Irish Nurses in the First World War’ on 10 August, 18:30 start. Venue: Public Record Office of Northern Ireland, 2 Titanic Boulevard, Belfast BT3 9HQ. Contact: antrimdownwfa@ gmail.com

Sussex Branch 'Forgotten Voices of the Great War and Last Post’, a talk by author Max Arthur will take place on 11 August, 19:30 start. Venue: 1st Floor Lecture Room, Lewes Town Hall, Lewes, East Sussex BN7 2QS. Contact: [email protected] Tel: 07884 430787.

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Lancashire & Cheshire Branch The struggle for Passchendaele features in ‘Third Ypres’ a talk by Professor John Derry on 11 August at 19:30. Venue: The TA Centre, Armoury Street (off Greek Street), Stockport SK3 8AB. Contact: [email protected] Tel: 01663 740987.

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London (East) Branch Author Malcolm Doolin will talk about ‘Cinema and the Great War’ on 17 August at 19:45. Venue: Walthamstow Cricket, Tennis & Squash Club, 43a Greenway Avenue, London E17 3QN. Contact: [email protected] Tel: 020 8527 1047.

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GREAT WAR | DIVING THE WRECKS OF SCAPA FLOW

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DIVING THE WRECKS OF SCAPA FLOW | GREAT WAR BELOW

A diver's torch illuminates the forwardfacing square windows of the Brummer's bridge, whilst guard rails ring its open top level.

Scapa Flow

In a feature which will appeal both to divers and to those curious about the sunken wrecks of Scapa Flow, Rod Macdonald looks at some of the many ships which lie there through this fascinating account, written from the perspective of a diver, and through a series of captivatingly haunting images. 

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GREAT WAR | DIVING THE WRECKS OF SCAPA FLOW RIGHT

The High Seas Fleet at anchor, taken from Houghton Bay.

S

BELOW

The crew of a German destroyer take to small boats as the scuttle of the fleet begins.

capa Flow is a dramatic and windswept expanse of water some twelve miles across and almost completely encircled by the islands of Orkney. On the land all around there are poignant reminders of Orkney’s wartime past – deserted barracks, airfields, the remains of POW camps and gun emplacements, all of which bear silent witness to its military history. For centuries Scapa Flow had been a safe, sheltered anchorage for mariners.

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Captain Cook’s ships Discovery and Resolution called into Stromness in 1780 on their return from the South Seas where Captain Cook had been murdered. Whaling ships bound for the Davis Strait began calling into the harbour in the 1770s, and Hudson Bay Company whaling ships had a strong presence and permanent agents in Stromness to sign up the capable seafaring Orcadian men, who were ideally suited for life on the whalers. In 1914, at the outbreak of the First World War, Scapa Flow became the home base for the Grand Fleet and in 1917 the Lyness Naval Base was established on Hoy with four oil tanks with a capacity of 12,000 tons. A further twelve tanks holding 15,000 tons each were built from

1936 onwards, and six huge oil tanks were constructed inside Wee Fea hill with a capacity for 100,000 tons of oil. A large quay where ships could dock to refuel was constructed, using the spoil from the tunnels, and acquired the nickname the Golden Wharf. In 1938, as war loomed once again, Scapa Flow was designated the Main War Base for the Home Fleet. It is a naval convention that all naval shore bases are named as ships – the Lyness Naval Base was designated HMS Proserpine and by 1940 accommodated over 12,000 military and civilian personnel with its own cinema, theatre and churches. A fortified communications centre was also established high up on Wee Fea hill that kept the naval base and the fleet in touch with the outside world.

DIVING THE WRECKS OF SCAPA FLOW | GREAT WAR

TOP

The battlecruiser Bayern goes slowly down by the stern.

LEFT

The battlecruiser Hindenburg rolls to starboard as she goes under.

RIGHT

The battlecruiser Derfflinger, four minutes before sinking.

ACT OF NAVAL SUICIDE

In a single, momentous event on 21 June 1919, the 74 interned warships of the Imperial German Navy High Seas Fleet were scuttled at Scapa Flow to avoid them falling into British hands. It was, and still is, the single greatest act of naval ‘suicide’ the world has ever seen. Seventy-four great warships slowly sank to the bottom of the Flow to litter the seabed. Initially, the Admiralty resolved to leave the sunken fleet to rust on the bottom of Scapa Flow forever. After the end of the war, there was so much scrap metal about that it was not economically viable to salvage them. By the 1920s, however, the price of scrap metal had picked up and the attention of salvors turned to the seemingly endless supply of best German scrap metal lying at the bottom of Scapa Flow. Over the course of the coming decades, the majority of the warships

were raised, leaving, today, just eight complete ships of the original High Seas Fleet waiting to be explored. They are the 26,000 ton battleships König, Markgraf and Kronprinz Wilhelm, the 5,000 ton cruisers Dresden, Brummer, Cöln and Karlsruhe and the 900 ton destroyer V 83. There are also smaller parts left over from other German ships that were broken up – and great depressions in the seabed from where the larger ships were raised. These depressions are known locally as ‘the scrapyards’, and are littered with bits and pieces that had rotted off or been cut from those ships before they were lifted to the surface. There is also a First World War U-boat, unconnected with the scuttling of the fleet, which was the last U-boat sunk in action during that war. Over the years, many other vessels have come to grief in Scapa Flow – both military and civilian. 

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GREAT WAR | DIVING THE WRECKS OF SCAPA FLOW out as the ship keeled over – whilst flash fires of burning cordite swept around the corridors like balls of flame. Royal Oak turned turtle within five minutes and sank in just over 30 metres of water with most of her crew still trapped inside. In all, 833 officers and men died in that one attack. (NB: These two latter wrecks are war graves, and Orkney Island Byelaws prohibit diving on them.)

COLOSSAL GERMAN WARSHIPS

During the First and Second World Wars, ‘blockships’ were sunk in the eastern and western channels leading into Scapa Flow – a scheme to place immovable and insurmountable barriers in the way of any enemy vessel trying to get into the Flow to Trawlers, drifters, steamships and a tanker have succumbed to fierce northern gales or been rammed and sunk by accident. Consequently, the scale of human loss in Scapa Flow is huge – the two largest losses of life both being Royal Navy warships HMS Vanguard and HMS Royal Oak. The 19,560 ton battleship Vanguard was destroyed in one cataclysmic magazine explosion on 9 July 1917, with the loss of more than 700 men. Royal Oak was sunk in the dead of the night of 13/14 October 1939,

when in a daring piece of seamanship, the German submarine U-47 successfully slipped through British defences into Scapa Flow and torpedoed the 29,000 ton battleship at anchor in Scapa Bay. The torpedo explosions destroyed the power circuits, and the whole of the ship below decks was pitched into darkness. Desperately, the crew stumbled around in the darkness, groping for a way

TOP

A British tug alongside the scuttled destroyer G102. A British rating is pulling down the German flags and ensign, raised before the scuttle began in an act of defiance. ABOVE

The foredeck and main turrets of the Hindenburg rise slowly above the water as she is pumped out.

LEFT

Bringing out the souvenirs!

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attack British naval vessels. Today, this concentrated profusion of wrecks in one relatively small area has made Scapa Flow one of the top wreck diving locations in the world. Nowhere else can one dive on such a collection of German warships from First World War within a single hour’s boat trip from land. Thousands of divers visit Scapa Flow annually from all over the world and diving has become big business in Orkney, contributing significantly to its economy since the 1980s. Thus, the local Orcadians still live daily with the consequences of the scuttling of the German Fleet almost 100 years ago. There are currently around ten fulltime comfortable and well-equipped dive boats operating in the Flow throughout the year, each able to take 12 divers out to the wrecks. Quite simply, the dive boats nowadays have everything one will need for a diving trip to Scapa Flow. The German

DIVING THE WRECKS OF SCAPA FLOW | GREAT WAR

High Seas Fleet wrecks lie in 30 to 45 metres of water – with an average underwater visibility of 10–15 metres. The main German wrecks are now all permanently buoyed, and, once in the water, the line that leads down to the wrecks from the buoy seems to disappear straight below into the infinity of a dark, bottomless pit – the wrecks far below and out of sight. The descent down to the wrecks seems to take forever – and as the distance from the surface increases, so the natural light fades. Slowly, the gloom below seems to acquire form as the huge shape of the wreck

materialises out of the darkness. The German wrecks either lie on their sides or upside down, so it is usually a flat piece of hull that comes into view first. The cruisers all lie on their side, allowing divers to swim to the side of the hull and look down the now vertical deck. Because of their size, the wrecks cast a considerable shadow, and on the dark side the vertical main deck disappears seemingly into pitchblackness. Summoning up courage – and dropping over the side and freefalling down the vertical main deck, one’s eyes become accustomed to

the darkness and soon divers can drift spellbound over the colossal German warships. Everywhere there is something to hold your interest: sleek cruiser bows designed to slice through the water; gun turrets looming up out of the gloom and anchor chains run out from their chain lockers to steamdriven capstans – before dropping down to the seabed. Armoured fire control towers sit in front of bridge superstructures, ringed with viewing slits, some still with their glass in place. Immediately behind bridge superstructures, lifeboat davits hang empty – the lifeboats themselves lowered over the side by the German sailors as the vessels were scuttled. Rows of portholes line the hulls, and the wrecks are festooned with a rich carpet of marine growth. The cruiser wrecks have opened up a lot in recent years, allowing divers to move inside their remains and explore areas of the wreck that were inaccessible in years gone by. The massive upside-down battleships, great man-made mountains, still hold their form and offer many opportunities for serious wreck penetration. Great care must, however, be exercised and only properly experienced, trained and equipped divers should consider penetrating the cavernous interiors of these wrecks. Fine silt layers the corridors inside and careless finning easily stirs it up. Divers can become 

LEFT

The top hamper of the battlecruiser Hindenburg stands proud out the water as she rests on the bottom.

BELOW

Looking down onto the top of a now horizontal fire control tower - the bow to the left of this image. The circular aperture housed the range-finding apparatus.

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GREAT WAR | DIVING THE WRECKS OF SCAPA FLOW

TOP

An armoured spotting top, ringed with viewing slits for the gunnery officers to observe the distant fall of shot. The missing top allows fine views inside. LEFT

The Kaiser is successfully raised. She still has eight airlocks attached to the hull and secured by guys.

engulfed in a cloud of silt and the visibility can quickly be reduced to nil. In this situation it may be impossible to find your way out, and panic will quickly set in. Sadly, there have been a number of diving fatalities at Scapa Flow. Once one has dived Scapa Flow there will always be a hankering to come back – Scapa Flow’s attraction is mesmerising. The wrecks are so big – on average 500 to 600 feet long – that on one dive, a diver may elect to skim round the whole wreck to get an overview. On other days, particularly on the battleships, take time to explore a small part in detail, such as the big 12in guns that fired at Jutland, or the ‘gun runs’ of the seven smaller 5.9in casemate guns along each side of the battleships. It takes dozens of dives on any one wreck to really get to know it. 24 www.britainatwar.com

RIGHT

The Derfflinger on a floating dry dock en-route for the breaker's yard.

THE WRECKS:

The High Seas Fleet As we have seen, three 25,390 ton König-class battleships, König, Kronprinz Wilhelm and Markgraf, three 5,530 ton light cruisers, Dresden, Cöln and Karlsruhe, and the 4,315 ton minelaying cruiser Brummer still lie on the seabed where they settled after their journey from the surface – along with the much smaller torpedo boat destroyer V83, and parts left from salved battleships, battlecruisers, light cruisers and torpedo boats as well as the four great 1020 ton 15in gun turrets of the battleship Bayern. The Battleships The König, Kronprinz Wilhelm and Markgraf, are immense. They each

had a standard design displacement of 25,390 tons at the time of their launch. Military ships are defined by displacement tonnage – the number of tons of seawater displaced by the ship when it was loaded to the load waterline. But they also had a full load design displacement to allow them to load heavily with fuel, stores and ammunition. The König-class battleships had a full load displacement of 28,600 tons. Merchant ships, as a contrast, were defined by gross register tonnage (GRT), which is the ship’s total internal volume of all enclosed spaces including crew quarters, engine room etc. expressed in ‘register tons’, where each ton is equal to 100 cubic feet. Thus, if the total cubic volume of all

DIVING THE WRECKS OF SCAPA FLOW | GREAT WAR LEFT

A diver's torch illuminates a searchlight iris.

the enclosed spaces of a ship were 240,000 cubic feet, the gross tonnage would be 2,400GRT. An alternative net register tonnage (NRT) is also often quoted – being the gross register tonnage as above, less the volume of all the spaces not used for cargo or passengers such as engine rooms, fuel tanks and crew quarters. GRT and NRT were replaced in 1969 by gross tonnage and net tonnage under the terms of the International Convention on Tonnage Measurement of Ships. Great War-era battlecruisers and battleships, the capital ships, were the main and most important ships of a navy. These massive battlecruisers and battleships were designed to sit deep in the water, with a large percentage of their hull beneath the waterline. This very depth gave great protection for the vulnerable magazines situated at the bottom of the ship. Above the waterline there were four or five massive twin main battery gun turrets, each weighing 600–1000 tons, along with an armoured conning tower (weighing several hundred tons) and all the ship’s superstructure, masts and top-hamper. Although battleships were solid and well balanced when their hulls were intact, when the hulls were fatally breached and water flooded throughout the hull altering their buoyancy, they very quickly became top-heavy. Most 20th century battleships, unless they sunk in shallow water or were catastrophically destroyed on the surface, turned turtle as they sank so that they now lie with their huge whaleback hull bottoms facing upwards. At 575 feet long, and rising up some 20 metres from the seabed, the three German battleships at Scapa Flow are immense man-made mountains,

and a single dive on one of these giants will only scratch the surface of it. One has to dive any one of the battleships several times to begin to get a rudimentary understanding of its features. Even experienced Scapa Flow divers find something new and of interest each time they dive these wrecks. The Scapa Flow German battleships were a fourth-generation evolution of a response to a British quantum leap forward in battleship design – the Dreadnought. The Kleiner Kreuzers There are four Kleiner Kreuzers at Scapa Flow today – the Brummer and the light cruisers Dresden, Cöln and Karlsruhe. They are much smaller than the battleships in size and scale.

Brummer is 460 feet long, whilst the three light cruisers are about 500 feet long. The light cruisers have a beam of about 47 feet – almost half that of a battleship’s 97-foot beam. The Cöln-class light cruisers’ standard displacement was 5,620 tonnes, as opposed to the 25,390 tonnes of a König dreadnought’. Nevertheless, the cruisers are still large vessels which provide spectacular and exciting diving. These sleek, slender vessels lie on their sides and are more recognisable for what they are, whereas the massive scale of the vast underwater mountains of the upside-down battleships can be hard to grasp at first. The cruisers’ features, such as main guns, bridge superstructures 

BELOW

The battleship Kronprinz Wilhelm lies on the bottom of Scapa Flow, with Markgraf nearby and, behind, Konig in the distance.

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GREAT WAR | DIVING THE WRECKS OF SCAPA FLOW RIGHT

The 25,796 tonne Konig class battleship SMS Markgraf.

BELOW

A ghostly view of fractured turbine blades.

and innards, are more accessible. There are so many features still instantly recognisable on the cruisers that they are fascinating to dive. Swimming over these light cruisers today, one can easily picture what they would have been like in their heyday. Dropping down the shotline to the wreck of a light cruiser lying on its side, it is easy to get orientated. Peer over the bulwark rail and down the now vertical main deck, and the area below looks inky black and it is at first difficult to pick out any features. There is a marked contrast between the sunlit hull and the deck, which is in the shadow of the hull. To

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drift over and down the deck is like crossing to the dark side of the moon. Just aft of the davits, more 5.9in main gun platforms can be found abreast the mainmast. Further on, the hull, with its rows of portholes,

DIVE SCAPA FLOW

stops abruptly where salvors long ago blasted a hole 10–15 metres wide on each of the cruisers to access the engine room. Float over the tangled wreckage, barely discernible below, and at the limit of visibility the hull seems to take shape again. Mainmasts lie fallen to the seabed, running off into the darkness, their searchlight platforms still in place. One is now getting near the stern, where two additional 5.9in guns appear. Finally, one comes across a circular steam capstan for the kedge anchor, and then the delicate rounded stern with the anchor itself held snugly in its hawse. All too soon it is time to ascend. As one rises slowly upwards, the now familiar lines of the warship blur and then once again merge with the background as you leave this silent, eerie world far below to return to the surface and daylight, heading back up to the buoy line to ascend. 

This feature article is based on Rod Macdonald's new book, Dive Scapa Flow, ISBN 978-1894995290-3. At 368pp, the book is liberally illustrated with black and white and colour photos, charts and subsea scans, and is priced at £30. Published by Whittles Publishing. For further details go to: www.whittlespublishing.com

The Memorial

Pegasus museum

Dedicated to the men of 6th British Airborne Division. The 1st liberators to arrive in Normandy on June 6th 1944. Archive films, a guided visit and many interesting and authentic objects enable the visitors to relive this momentous time. The original Pegasus Bridge is on display in the park of the museum along with a full size copy of a wartime Horsa glider.

Open everyday from February to Mid-December Only five minutes drive from the Brittany Ferries Terminal at Caen/Ouistreham

Tel: +33 (0) 231 781944 Fax: +33 (0) 231 781942 Memorial Pegasus Avenue du Major Howard 14860 Ranville Normandy • France www.memorial-pegasus.org

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WORLD WAR TWO | BATTLE OF BRITAIN

F

Th e stri Battle ck o bro en Ge f Brita k i r of 1 e apar man f n was 940 t ov ight in fu e on e . the It wa r East r how ll-swin gro s a t bou led und ruly rne ear g whe n th , as d a And larmi uring wards a n y Sa g e the a und vent sum nd m ers f des or tho er crib se es.

or thirteen-year-old Hugh Cecil-Weavers, the lazy hot summer holidays of 1940 saw days of memorable high drama unfolding in the skies above as the Battle of Britain was fought out on a daily basis, often providing thrilling spectacles for the civilians below who had a grandstand view. Playing a game of cricket in fields near Polegate, East Sussex, on Friday, 16 August, Hugh and his pals were interrupted in their sport as distant air raid sirens sounded, gunfire could be heard and the rising and falling note of aero engines filled the air. Now, there was better ‘sport’ to watch! Doubtless, the lads were now glad they had not gone to the Tivoli Cinema to watch the latest Boris Karloff film; ‘Black Friday’. Hugh takes up his story:

Like A Bolt From The

BLUE 10 t1 mit h c ers 0. ess 194 2 M mer G Z m of a d, su ner glan n u n ir g ver E da o t an sortie o l i p r e e Th noth HT ra RIG re fo a p e pr

28 www.britainatwar.com

‘It was a beautiful late summer’s afternoon, hot, and with a slightly hazy blue sky. When the sirens sounded we had a feeling that this was going to be major stuff – then, heavy gunfire and very many ‘planes high up and the distant chatter of machine gun and cannon fire. We abandoned the game to lay on our backs and, gazing upwards, we could just make out large formations of enemy aircraft. Then, literally like a bolt from the blue, came the ear-piercing and horrendous howl of an enemy aircraft trailing a great plume of black smoke. Those incredulous few moments before inevitable impact have remained vividly with me ever since. This was what war meant. As I watched, I realised that the crew would probably be dead in seconds.’ As Hugh guessed, the two crew members both died when their Messerschmitt 110 dived to its destruction just a few miles away to the south of him - although he 

LE OF BRITAIN | WORLD WAR TWO

www.britainatwar.com 29

WORLD WAR TWO | BATTLE OF BRITAIN

ABOVE Hptm Ernst Hollekamp. Pre-war, he had served as a Policeman and was passionate about ancient Greek history and poetry. In his tunic pocket he carried a prophetic quote from Plato: ‘Only the dead have seen the end of wars.’

BELOW

Messerschmitt 110s high above Eastbourne and Beachy Head, August 1940. To the north of Eastbourne are Polegate, Hailsham and Five Ashes – locations which all featured in the events of 16 August 1940.

was not to know, then, the unfortunate circumstances of the German airmen’s demise.

A TERRIFIC DOGFIGHT

Earlier that day, in Eastbourne’s Eshton Road, Samuel Henman had waved goodbye to his wife and daughter as he set off for his work as a Council employee carrying out salvage collections to aid the war effort. As he left, he told them not to worry if he was late home because air raid warnings often meant delays on his

round. Meanwhile, at RAF Northolt, Plt Off H N E ‘Sammy’ Salmon lounged with the other pilots of 1 Sqn on the grass by their Hurricanes after breakfast, waiting for the day’s action. On the other side of the Channel, at about the same time, a Messerschmitt 110 pilot, Hptm Ernst Hollekamp, was breakfasting at a field kitchen on the Guyancourt aerodrome near Paris, II./ZG2’s operating base. With him was his radio operator and gunner, Fw Richard Schurk. Together, the two contemplated the day’s forthcoming action; a fighter escort mission for bombers over England. Before the day was out, the war would connect all four men. Shortly before 5.30pm, a force of German bombers appears to have turned back somewhere to the south of Tunbridge Wells – either the result of fighter interception or, more likely, due to bad visibility affecting their ability to see their targets. Quite possibly these were Junkers 88s of KG51, although this is not certain. Further west, Heinkel 111s of KG55 were being intercepted above West Sussex by (amongst others) the Hurricanes of 1 Sqn, but it was over East Sussex that the action which concerns this story took place. First, to the south of Mayfield, 71 bombs were dropped during what the local newspaper called ‘a terrific dogfight’ across relatively open countryside although, sadly, several struck Scocus Farm near Five Ashes and killed James and Alfred Berry and thirteen of their cows as they finished their milking. Just a few minutes later and more bombs struck Hailsham, just about seven miles further to the south. Here, bombs fell on a plant nursery (Knight’s Nurseries), Green Bros factory, set light to a nearby gas main and with another delayed action bomb killing a 16-year-old boy in a brickyard. Quite likely, it was the sound of some of these bomb explosions, just four miles north of Polegate, which Hugh Cecil-Weavers had mistaken for ‘heavy gunfire’. There being no heavy anti-aircraft guns in action, this would seem to be the only logical explanation for what he had heard. However, as the bomber force retired to the Sussex coast and approached Eastbourne, it was circled protectively by the Messerschmitt 110s of II./ZG2 and up to 200 Messerschmitt 109s as Hugh and his friends looked skywards to gaze at the enemy formations. Amongst those aircraft, in the fighter escort, was Ernst Hollekamp with his crewman, Richard Schurk.

OUT OF CONTROL

At sometime around 5.20pm, a few miles further to the south, a string of 26 x 50Kg 30 www.britainatwar.com

bombs rained down across the Hampden Park district of Eastbourne where Samuel Henman was on his salvage collection round in Freeman Avenue. Shunning the air raid sirens, the salvage gang had toiled on – doubtless unwilling to have to work late because of interruptions from air raids. Now, as the bombs crumped and exploded nearer and nearer, Henman and his two colleagues sought refuge by taking cover under their lorry. It was to be a fatal mistake. One of the bombs exploded just feet away from the vehicle, killing two of

BATTLE OF BRITAIN | WORLD WAR TWO

ABOVE

Messerschmitt 110 formation over England.

the workmen outright and setting fire to the lorry’s petrol tank. Horribly burned, Samuel was pulled from under the lorry but succumbed to his terrible injuries later that same evening. Meanwhile, the droning formations of withdrawing bombers and escorting fighters continued in a long straggling procession as they headed out towards the English Channel. Far off to the west, and ranging from Petworth right down towards the coast at Worthing, the Heinkel 111s of KG 55 were getting a mauling from RAF

fighters, with 1 Sqn making several claims against the enemy aircraft, although Plt Off Salmon became separated from the rest of his squadron and engaged a Messerschmitt 110 over what he described as the ‘South Downs’. It was at the very eastern end of the Downs where the next act of high drama was played out in Eastbourne, and not more than ten minutes or so after the bombs had fallen on Hampden Park, when Hollekamp’s Messerschmitt met its fiery and cataclysmic end.

High above the ‘South Downs’, Salmon described in detail his attack on a Me 110: ‘I was Green 2 in 1 Squadron. I did not stay with the squadron for the first attack as I was a little way behind so I climbed to 22,000 ft and then dived on the last section of the bomber formation, but an Me 110 came beneath me so I fired a short burst at it and saw the port engine immediately stop and it went into a vertical 

BELOW

Sub Officer ‘Pat’ Short lowers the body of Ernst Hollekamp from the roof of Hillbrow, Eastbourne.

RIGHT Xxxxxxx xxxxxx xxxxxx xxxxx xxxxx xxxxxxxxxx xxxx xxxx xxxxx xxxx xxxxx xxxx BELOW Strewn across the playing fieldsxxxx of Aldro xxxxx xxxx xxxx School in Eastbourne’s Darley Road, this was the

biggest portion of the Me 110 which came to earth.

www.britainatwar.com 31

WORLD WAR TWO | BATTLE OF BRITAIN Hollekamp’s - although he has previously been suggested as the victor. However, if that were the case, then he was many miles further east than the rest of his squadron. It could easily be that it was downed by any one of a number of other pilots in the area who had been unaware of the Messerschmitt’s certain destruction. Whatever the facts, those on the ground at Eastbourne, having just been bombed, were to be subjected to another frightening episode as the fighter broke up in the sky.

A BIG EXPLOSION

ABOVE The Eastbourne Police report detailing the search for Schurk’s body, which included dragging the seabed just offshore.

BELOW

Originally, Hollekamp and Schurk were buried in Eastbourne’s Ocklynge Cemetery with Schurk’s date of death shown as 4 September, although this was the date his body washed ashore.

dive out of control. Fg Off Matthews confirms this. I continued my dive and went straight into cloud as 3 Me 110s attacked me from astern. I continued my dive through the cloud and circling to find position I landed as I was on my reserve tank. The aerodrome was Redhill, and after re-fuelling and being bombed by a single Do 17 I took off again and landed at Northolt at about 18.30.’ Whilst Salmon’s report broadly fits the facts, it is impossible to say for certain whether the aircraft he attacked was

32 www.britainatwar.com

Having watched from the lower slopes of Beachy Head as bombs exploded across the northern outskirts of Eastbourne, Walter Ellis was walking with his wife, child and their dog. Hurrying along because of the danger overhead, a fierce dogfight then developed. He later reported: ‘…the Nazi plane came out of the clouds, evidently being badly harassed, and then suddenly there was a big explosion. I looked up and saw the ‘plane, or part of it, hurtling towards us. I thought it was bound to hit us. We took cover under a bush, and fortunately the plane passed over us and we saw it disappear behind the trees and heard the heavy thud when it landed.’ The Messerschmitt, or what was left of it, impacted into the playing fields of Aldro School, whilst other large sections of the aircraft were scattered far and wide across the Meads district of the town. The two crew members were either thrown out or baled-out – although both of them fell to their death. Ernst Hollekamp, his parachute unopened, slammed into the gable end of Hillbrow School in Gaudick Road, smashing the roof tiles and dislodging brickwork. Schurk, meanwhile, drifted on his parachute to land 200 yards offshore. Unfortunately, he could not be found and his body washed ashore some while later. Whilst a search for him was apparently made, local residents were adamant that he was simply left to his fate because feelings against the Germans were running high. However, as the local fire brigade raced to the scene, so the fire engine was stopped in its tracks by an object laying in the road. It was the rearfiring MG 15 machine gun, its grip still wet from the sweat of Richard Schurk who had so recently held it. At Hillbrow, Sub Officer ‘Pat’ Short of Eastbourne’s fire service, volunteered to climb onto the roof to retrieve Hollekamp’s broken body and, straddling the ridge tiles, he secured a rope to the only place he could usefully find. However, he didn’t realise that this was

ABOVE Hillbrow, Gaudick Road, Eastbourne. Careful inspection shows up the repaired tiles and brickwork.

the parachute’s ‘D’ ring, and as he lowered the body so the parachute unfurled. These had been a dramatic few minutes across a swathe of East Sussex that would leave a mark on a number of families for many years to come. Of the event itself, only one tangible reminder still exists and that is the repaired brickwork and tiles on the roof of Hillbrow. The casual observer is hardly likely to ever notice, but these seemingly insignificant marks are reminders of Eastbourne’s own ‘Black Friday’. 

BELOW Both men are now buried together in the German Military Cemetery, Cannock Chase.

THE HONOUR

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RECONNAISSANCE REPORT | Rolls–Royce Armoured Car

1915 – 44 (all models) Owners' Workshop Manual David Fletcher MBE

Publisher: Haynes www.haynes.co.uk ISBN: 978 1 78521 058 7 Hardback: 156 pages RRP: £22.99

B

Those readers of ‘a certain age’ will be more than familiar with Haynes manuals, usually ragged and oil stained, which were used as the handy guide for maintaining and tinkering with one’s first cars. However, the progress and technological advances in modern motor cars has resulted in the traditional Haynes’ manuals being increasingly less relevant in today’s world. Nevertheless, Haynes rose to the challenge of finding a new market for a different ‘look’ to those traditional manuals and turned instead to a whole range of popular areas of interest – military history among them. Still branded as ‘Owners’ Workshop Manuals’, in a rather whimsical fashion, it is unlikely that most buyers of these new manuals are likely to ever be the owners of things such as submarines,

36

www.britainatwar.com

The Britain at War team scout out the latest items of interest

Vulcan bombers or Spitfires – and yet the popularity of such titles is huge. And there is no reason to suppose that this, the latest Haynes manual, will be any the less popular. At first glance, however, this book does rather have the look of that traditional Haynes owners’ manual in that it covers a road vehicle and incorporates technical diagrams and useful photographs illustrating inspection and maintenance procedures as well as a number of stages in the restoration of one of these impressive machines. Most of all, however, this is an in-depth look at both the historical and technical aspects of this iconic military vehicle and is likely the most detailed and informative book on the subject yet produced. The Rolls-Royce armoured car was present on many of the battlefields of the early 20th century and, in fact, the feature on page 106 of this issue relates to an armoured car unit sent to Gallipoli. Based on the modified chassis of the 40/50hp RollsRoyce Silver Ghost, the Rolls-Royce armoured car was first introduced into service by the Royal Naval Air Service for shore patrols during the First World War but, between the wars, upgraded versions of the naval armoured car were adopted by the Army and RAF where they

provided a commanding presence on Imperial policing duties in Iraq, Egypt and India. One feature of the car, allegedly to make the car sound more fearsome, was the ability to throw a switch that diverted the exhaust gasses before they reached the silencer baffles. It has been suggested that this was simply a nonlethal way of scaring away crowds and in the years immediately after the First World War the armoured cars were used by the British Army in Ireland, and it is here, in Eire, that one of the finest running examples of a Rolls-Royce armoured car survives. The car, Sliab na mBan, is both historic and symbolic in Ireland’s recent troubled history since it was escorting Michael Collins when he was ambushed and killed in 1922. Beautifully restored, the vehicle is a showpiece operated today by the Irish Army and is a perfect runner almost 100 years since it was built. As the author of the book points out, when it reaches its centenary the engine will only just have been run-in! Incredibly, later versions of the car were still in service with the British Army during the Second World War, where they had one final swansong in the Libyan desert and, apart from the preserved Sliab na mBan, the Irish Army kept theirs in service right up until the 1950s.

David Fletcher has done a superb job here in describing the development, history and technical aspects of the Rolls-Royce armoured car in a book that is supported by more than 260 photographs and illustrations to give a truly unrivalled insight into this legendary symbol of Empire and what is arguably the world’s best-known armoured car. The book will appeal to those with a thirst for technical detail as well as those seeking historical data on the vehicle and its usage and will also be a useful guide for modelmakers, too. As our Book of the Month, this is a title which is highly recommended by the Britain at War team and one which will surely become a classic in the Haynes manual series as well as being a most useful addition to the library collection in the magazine’s editorial offices. REVIEWED BY ANDY SAUNDERS Illustrations  References/Notes Appendices  Index 



The Britain at War team scout out the latest items of interest

Messerschmitt Bf 109

The Early Years – Poland, The Fall of France and the Battle of Britain Chris Goss

Any mental image that is conjured up when reference is made to the Battle of Britain inevitably will often include a Spitfire and a Messerschmitt Bf 109; and it is images of that iconic German fighter which fill the pages of this latest book from Chris Goss, an author well known to the readers of Britain at War. Because this publicaton looks at the Bf 109 from its earliest date, the development and production of the machine are discussed, along with images of the fighter with its then two-bladed propeller. The ‘Phoney War’ allowed men time to use their cameras, and there are many fine photographs from this period. The Battle of France was a brutal one, though highly successful for the Luftwaffe and the Bf 109 staffel. Inevitably, a number of the photographs in this section of the book include those of crashes and of combat-damaged aircraft.

There are also interesting photographs of Bf 109s under camouflaged netting and of pilots relaxing between operations. There are also scenes of groundcrew at work on Bf 109s, including recovering an engine from a damaged airframe. Being fought in the skies over the UK, the Battle of Britain enabled British photographers to capture many images of the Bf 109, particularly those that came to grief on England’s green and pleasant land. Some of these photographs have great immediacy, with stillsmouldering wreckage, and great poignancy with images of the graves of German aircrew. There is also an intriguing photograph of Bf 109E-1, Wk Nr 6147 coded Black 5, of 2/JG 27, which, being flown by Unteroffizier Andreas Wallburger, crash-landed near Uckfield in Sussex due to combat damage. This aircraft was recovered and put on display in Trafalgar Square in September 1940, with the placards declaring that ‘London! The World is Watching. Lend your money to buy war weapons now!’ Another recovered Bf 109 on display for the war effort is that of Gefreiter Karl Raisinger. His 109E-3 of 3/JG 77, with the Wk Nr 5104 and coded Red 13, crash-landed at Harvey’s Cross Farm near North Saltdean in East Sussex on the afternoon of 25 October 1940. There is also a photograph of the tailplane of Hauptmann Wilhelm Balthasar Bf 109. By 27 September 1940, Balthasar had claimed twentyseven ‘kills’ and, as one of the

NEXT MONTH

| RECONNAISSANCE REPORT

images selected by the author shows, there was scarcely room on his tailplane to record them all. Those who may think that this is ‘just another’ book on the Messerschmitt 109 should not be put off by such an idea. Because it certainly isn’t, and there are so many pictures in this book which even the most seasoned Battle of Britain ‘enthusiast’ will certainly not have previously seen. All of the images, too, are reproduced to a high quality and standard, making this one of those ‘must have’ books on the subject. What is particularly good about this book is the attention given to identifying the markings and units of the aircraft concerned, as well the names of many of the individual pilots. This is especially the case with the Battle of Britain where such information was more readily obtainable. All the photographs are provided with such detail; they are not just generic images that can be found in other publications. With some 200 images, this is an invaluable resource for enthusiasts, historians, modellers and wargamers alike and comes highly recommended by the Britain at War team. Reviewed by Robert Mitchell

WIN! 1 of 20 Signed Copies of James Holland’s New Ladybird Book on The Battle of Britain! For a chance to win one of 20 signed copies of this charming title, send your name and address via letter or postcard to: BAW Ladybird Competition, PO Box 100, Stamford, Lincs, PE9 1XQ. Or, via email to: competitions@keypublishing. com with ‘BAW Ladybird Competition’ in the subject heading. Closing date is 6 October 2017 at 12:00 GMT. The winner will be notified no later than 16 October 2017. Winners will be listed in our November issue, on sale 20/10/17. No purchase necessary. There is no cash alternative and the Editor’s decision is final. No correspondence will be entered into. Competitions are not open to employees of Key Publishing, their family, or anyone professionally connected to the company. On occasions, Key Publishing Ltd may make offers on products or series that we believe to be of interest to our customers. If you do not wish to receive this information, please write NO INFORMATION clearly on your entry.

Publisher: Frontline Books

www.frontline-books.com ISBN: 978-1-84832-479-4 Softback. 176 pages RRP: £14.99

Illustrations  References/Notes Appendices  Index 



Contributors for the forthcoming issue include Peter Hart, Simon Parry, Austin Ruddy, Steve Snelling, Andy Thomas and Clare Mulley.

ALAMEIN: 75TH ANNIVERSARY

THE WOMEN WHO FLEW FOR HITLER

BRITAIN AT WAR MAGAZINE SEPTEMBER 2017 ISSUE ON SALE FROM 31 AUGUST 2017 www.britainatwar.com 37

GREAT WAR | THE WAR AT SEA Copyright 2017, by Key Publishing Britain At War Magazine

No 124

The VC

SATURDAY, NOVEM

VALOUR AND A VANISH

Hailed as an epic of self-sacrifice and devotion to duty, the extraordinary clash between a cl enduring mystery in the ruthless battle between Q-boats and submarines. Mick Brooks cha RIGHT

Tom Crisp DSC displaying the ear-ring he wore in common with many a superstitious fisherman. According to his son, it was believed to improve their eyesight!

T

he unequal fight was, to all intents and purposes, over. One armed fishing smack, its hull ruptured, had already sunk, taking with her the mutilated remains of her valiant skipper. Another, her small gun having at last fallen silent, had been abandoned as their U-boat adversary closed in to administer the

coup de grace. In truth, the result of the action fought in the grey waters of the Jim Howe Bank fishing grounds, some 40 miles north-east of Lowestoft during the afternoon of August 15, 1917, was never in doubt. Outgunned, out-ranged and, ultimately, out-smarted by their more powerful 38 www.britainatwar.com

opponent, the smacks, the Royal Navy’s smallest and most feebly-armed decoy vessels in a motley fleet of Q-boats, had performed as well and as bravely as they could in the circumstances. For several hours they had carried on a vain resistance in their unavailing efforts to land a blow. And now, as dusk came on, the closing act in the forlorn struggle was being played out. The survivors of the already despatched smack looked on helplessly as the submarine ceased firing and moved alongside the small boat carrying the crew of their ‘sister’ vessel, the Ethel & Millie. They reported seeing the U-boat stop to pick up their hapless comrades and tie their boat up astern before making for the deserted and drifting smack. A small party was then seen to go aboard and all the sails, barring the mizzen, were lowered. Watching anxiously from his own small boat was 18-year-old Second Hand Tom Crisp jnr, whose father and skipper had thus far been the only fatal casualty of the mismatched encounter. The senior man among the eight survivors of His Majesty’s Special Service Smack Nelson he noted that the wind was carrying the Ethel & Millie away from them. “We stopped rowing in case the submarine fired on us,” he later recalled, “and the wind kept blowing the Ethel & Millie into the NorthNorth-West until she was nearly out of sight.” Just before she vanished 

THE WAR AT SEA | GREAT WAR

C Times NOVEMBER 3, 1917

9 PAGES

A MYSTERIOUS SHING

een a clandestinely armed fishing smack and a German U-boat 100 years ago masked an oks charts a story of forlorn courage and tragedy in a fight against the odds. LEFT

The 61-ton George Borrow among a fleet of smacks in Lowestoft harbour before the First World War.

www.britainatwar.com 39

GREAT WAR | THE WAR AT SEA Copyright 2017, by Key Publishing Britain At War Magazine

No 124

The VC

SATURDAY, NOVEM

RIGHT

Tom Crisp in a studio pose with his wife, Harriett, a fisherman’s daughter, and two of their three children. After marrying in 1895, Crisp settled in his home town of Lowestoft where he secured a mate’s and then a skipper’s certificate. RIGHT CENTER

This photograph of Tom Crisp, right, and his gunner Leading Seaman Percival Ross reflects the dual nature of their wartime role with the fishing serving as a cover to lure unsuspecting submarines to their destruction.

from view a mist settled over the sea, shrouding smack and submarine. Crisp later described this fortuitous act of nature as a “miracle” and, taking it as their cue, he and his thankful shipmates rowed “as hard as we could” in the opposite direction. Escaping into the evening murk, they lived to tell a tale of extraordinary heroism that would serve as a rallying cry to inspire a war-weary nation and leave an enduring mystery trailing in its tragic wake.

‘SPECIAL SERVICE’ RIGHT

The Flanders Flotilla submarines of the UB-I class prepare to leave Zeebrugge on patrol. They include UB-4, which was the first U-boat to be sunk by an armed smack, and UB-16, which narrowly escaped destruction on February 1, 1917. It was submarines such as these, which carried no deck guns, that ravaged the fishing fleet at Lowestoft.

The improbable hero of the hour was Tom Crisp senior, the 41-year-old skipper of the Nelson. A fisherman by trade, and a peaceable family man by inclination, he was a ‘hostilities only’ seaman with a score to settle. Born in Lowestoft, the son of a master shipwright and boat builder, he had spent almost his entire working life at sea: first as a junior hand trawling for herring and mackerel, then as a merchant seaman on the Atlantic run and finally, after settling down with a wife and three children, as the skipper of a 61-ton sailing smack fishing out of his home-town port. His 13-year association with the George Borrow had ended abruptly in August 1915 when she fell victim to the so-called submarine

40 www.britainatwar.com

‘strafe’ which decimated the East Coast fishing fleet. In the space two months, German U-boats operating from Belgian ports as part of the Flanders Flotilla accounted for 49 smacks, all within 60 miles of the English coast. At the urging of local fishermen, the Admiralty responded, albeit reluctantly, by converting some boats into ‘Special Service’ vessels, otherwise known as decoys, ‘trap ships’ or Q-boats, complete with hidden guns and volunteer crews.

Crisp was an early recruit to this new and hazardous form of clandestine warfare. After his enforced redundancy led him into a net-making factory, he leapt at the opportunity to fight back, serving as seaman, mate and then skipper in charge of his own armed smack. By September 1916 he was able to pull enough strings to secure a transfer for his son who had volunteered under-age the previous year and was serving on a drifter with the Dover Patrol. After a spell as a deckhand on another of the Lowestoft decoys, Tom senior and Tom junior were reunited in early 1917 aboard the smack I’ll Try, a veteran of ‘Special Service’ recently refitted with a 13-pounder gun, and which under its previous name, G&E, had registered the first blow against an enemy submarine. Though not yet 18, Tom junior was made up to ‘Mate’, or Second Hand, under his father’s command, one rank higher than his position when they last sailed together during the early part of the war. “Things were quiet,” he later wrote, “until one day… we came across two German submarines…”

‘CAT AND MOUSE’ By a remarkable coincidence the encounter some 17 miles south-east of Southwold on 1 February, 1917,

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Crisp, together with some of his crew, aboard the smack George Borrow (LT956) which he skippered from 1902 until its destruction at the hands of the German submarine UB-10 in the summer of 1915.

“WE… LET HER HAVE A 13-POUNDER RIGHT BETWEEN THE CONNING TOWER AND DECK,” WROTE CRISP JUNIOR. “IT BLEW THE WHOLE PART OF THE SUB TO PIECES.” represented something of an actionreplay for the UB-6, which had very nearly fallen foul of Crisp’s smack in another guise and under another skipper 18 months earlier. This time, however, the two former adversaries each had company: the UB-6 was operating in partnership with UB-16 while the I’ll Try was patrolling the Jim Howe Bank with her ‘sister’ smack, the Boy Alfred. Numbers of vessels aside, the clash that followed was uncannily reminiscent of the early days of decoy warfare when naivety led many a German submariner unnecessarily into harm’s way. As so often in the past, the U-boat captains, both of them inexperienced, were lulled into a false sense of security by the smacks’ seemingly harmless appearance. One of them approached to within 300 yards of the Boy Alfred,

urging her to come closer by means of a flag and a few rounds of rifle or machine-gun fire which spattered the boat without causing any casualties. The smack’s skipper, Walter Wharton, already the holder of a Distinguished Service Cross from an earlier decoy action, merely added to the deception by throwing out his small boat as though preparing to abandon ship. The submarine, having dived and resurfaced within 100 yards of the boat’s port beam, was suitably hoodwinked. Someone emerged onto the conning tower and hailed Wharton “to abandon his ship as he intended to torpedo him”. The Boy Alfred’s reply was almost instantaneous. The first shot from the smack’s 12-pounder fell short, the second went over, but the third and fourth, according

to Wharton, burst just ahead of and inside the conning tower with the result that the submarine “immediately disappeared, leaving a large oily patch on the water”. The other U-boat, which had been watching events from “some distance off”, straightaway took evasive action. Tom Crisp junior later recalled: “This submarine apparently made up her mind to destroy us so a hide and seek started with us and our submarine. “First he would come up one side of us, then the other, with just the tip of his periscope showing. I suppose he was trying to get into a position to torpedo us, but as we had a motor… we could easily turn and twist and each time we saw the periscope we went straight for it.” The game of ‘cat and mouse’ lasted for 2½ hours before Crisp’s father 

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The VC

Copyright 2017, by Key Publishing Britain At War Magazine

No 124

SATURDAY, NOVEM

RIGHT

A UC-II Class mine laying submarine similar to the UC-63.

tried another tactic: drawing away in the hope of fooling the submarine into thinking he was abandoning the chase. Finally, after half an hour without a sighting, Crisp turned about and “all of a sudden”, his son recalled, “not more

RIGHT

Oberleutnant zur See Karsten von Heydebreck (1889-1917), captain of the UC-63. The clash with the armed decoy smacks Nelson and Ethel & Millie took place on his 28th birthday. He outlived the action by fewer than three months, being killed when his U-boat was torpedoed and sunk by a British submarine east of the Goodwin Sands.

a torpedo which missed our stern by inches.” Saved only by the power of the smack’s hidden motor, I’ll Try quickly replied from a range of barely 20 yards. “We… let her have a 13-pounder right between the conning tower and deck,” wrote Crisp junior. “It blew the whole part of the sub to pieces.” With her stern protruding skywards, the U-boat went down “head first” leaving another oil slick spreading across the sea. “So that,” wrote Crisp junior, “was the finish of that one too.” However, not for the first time, appearances proved deceptive. For while the decoy crews had performed admirably, a fact recognised by the awards of a Distinguished Service Cross to Crisp senior and a Bar to Wharton, both submarines had in fact made it back to base to warn their comrades about the danger posed by two fishing boats operating off the Suffolk coast.

‘LET THEM HAVE IT’ than 150 yards away on our starboard beam the sub came straight out of the water, heading direct to us”. From then on things happened fast. “As soon as he saw us,” wrote Crisp junior, “he let go

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Unaware that their cover was ‘blown’, the same two smacks continued to patrol the same waters, albeit under new names, Nelson for I’ll Try and Ethel & Millie for Boy Alfred, and, in the latter’s case, a new skipper, with 45-year-old

Charles ‘Johnsey’ Manning, a fisherman from Oulton Broad, replacing the experienced Walter Wharton. They were operating together as usual on 15 August, 1917, when, shortly after 1400, Tom Crisp senior spotted a suspiciouslooking speck on the horizon, northwest of the Jim Howe Buoy, some 3-4 miles away. Following a morning’s fishing, Nelson’s beam trawl was shot and her crew, comprising Crisp’s son, Tom junior, as second hand, two regular seamen and gunners, Leading Seaman Percival Ross and Able Seaman Edward Hale, a marine, Private George Cox, and four RNR fishermen volunteers, Frederick Corrie, Alfred Pease, William Boon and Edward Fenn, were all variously engaged in routine chores. But all that ended the moment Crisp positively identified the ‘speck’ as a U-boat. Barely had Crisp called out “Clear ship for action - Submarine” than a “white puff of smoke” was spotted, followed, seconds later, by a shell splash 100 yards off Nelson’s port bow. Unfazed, Crisp coolly continued with his masquerade. Refusing to resort to his auxiliary motor, which would have given the game away, he ordered the fishing gear to be cut away as he began tacking closer towards

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as the third or fourth aimed at the smack, tore through the boat’s wooden bows just below the waterline, narrowly missing Edward Fenn who was down below ready to pass shells to the hidden gun. As seawater rushed in, Crisp, at the tiller, shoved the boat around, calling out in the same instant, “It’s no use waiting any longer, we’ll have to let them have it”.

A boyish-looking Deckhand, Edward Fenn, around the time of the Nelson’s action. Just 18 when he narrowly escaped death during the Lowestoft smacks’ most celebrated fight, he was the last remaining survivor of the Nelson’s crew.

‘SKIPPER KILLED’

the submarine in the hope of giving his hidden gun team a chance to strike a lethal blow with their puny 13-pounder. It was soon apparent, however, that he was up against a U-boat commander altogether more wary and wily than those encountered on 1 February. Oberleutnant zur See Karsten von Heydebreck was, in fact, one of the most experienced submarine captains in the Flanders Flotilla. The former commander of UB-6, one of the two elderly craft that Crisp thought had been sunk 4½ months earlier, von Heydebreck had accounted for 15,245 tons of allied shipping, the bulk of it since 30 January, when he took command of the UC-63, a new 422-ton mine-laying U-boat capable of carrying 200 mines and seven torpedoes. Of his 22 victims, more than half were fishing boats, most of them destroyed by ‘time bombs’, or by well-directed rounds from the submarine’s 8.8cm deck gun. That same gun had been used to sink a 403-ton steamer the previous night and her crew now set about the far smaller Nelson with similar efficiency as von Heydebreck sought to mark his 28th birthday with further success. No sooner had Nelson slipped its warp than a shell, reported variously by survivors

Ross was a highly proficient gun layer whose record against enemy submarines had already earned him a Distinguished Service Medal. But even for a man so skilled, the estimated range of 6,000 yards, coupled with the lack of telescopic sights, were insurmountable handicaps. His first two shots fell short, and all his attempts to gain more distance came to nought. “I kept on firing when the sights came on and when I could get a shot in,” he later reported, “but I could not get anyone to spot to tell me if the shots were hitting or going over.” All the time, Nelson was sinking lower, but Ross bravely stuck to his post. “I carried on firing,” he said, “until the gun would not bear owing to my ship settling down in the water.” The gun crew aboard UC-63 had no such difficulties to contend with, however. Having begun the encounter at what he thought to be a range of 5,400 metres, von Heydebreck had taken the

LEFT

precaution of widening the range to 6,000-7,000 metres after Crisp showed his hand. From that distance they were able to pound the Nelson with impunity, a second shell slicing through the mains’l before another dealt a far more grievous blow. What was reckoned to have been the seventh shell fired by UC-63 struck Crisp senior at the tiller, severing both legs and partially disembowelling him as it smashed through the deck 

Able Seaman Edward Hales, who enlisted in 1902, volunteered for ‘special service’ on the decoy smacks while serving aboard HMS Dryad, the vessel which rescued him and his shipmates two days after the Nelson was sunk. He belatedly received an Italian Bronze Medal for Valour for his Q-boat activities.

LEFT

German submariners prepare their powerful deck gun in readiness for action.

(U-BOAT ARCHIVES, CUXHAVEN)

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No 124 RIGHT

Charles ’Johnsey’ Manning, skipper of the Ethel & Millie during her last fight, pictured with his daughter.

The VC

SATURDAY, NOVEM

and passed out the other side without detonating. His son and Ross dashed to his aid, but there was nothing either of them could do. Still conscious despite his terrible injuries, he told Ross: “It’s all right, boy, do your best.” Even then, with his life ebbing away in a widening pool of blood, he refused to submit. While his stunned son took over at the tiller, he continued to give instructions, at one point calling for the “secret books” and “pigeon ciphers” to be thrown overboard. Incredibly, he then dictated a message to be sent by carrier pigeon which stated: “Nelson being attacked by submarine. Skipper killed. Jim Howe Bank. Send assistance at once.” Finally, with Nelson sinking rapidly by the bows and with just five rounds of ammunition remaining, Crisp summoned up his last reserves of strength to order the crew to abandon ship. His son later reported: “I asked the

Skipper if we should take him in the boat with us but he said, ‘No, throw me overboard’. This I would not do, and so we had to leave him… as he was in too bad a condition to be moved.” Shells were falling around the smack as Tom junior knelt down beside his father and kissed him goodbye. “He did not speak or make any sign,” he later recalled. Then, at the urging of his crewmates who had already taken to the small boat, he leapt over the stern and watched as the gallant Nelson slipped beneath the surface, “taking my father with her”.

‘DISCHARGED DEAD’ Ethel & Millie, which until then had not been targeted, was close enough for her skipper to be heard beckoning Nelson’s survivors to row over to him. Crisp junior, however, felt they were safer where they were and refused, urging Manning to “fight the action

“NELSON BEING ATTACKED BY SUBMARINE. SKIPPER KILLED. JIM HOWE BANK. SEND ASSISTANCE AT ONCE.”

RIGHT

Skipper Charles ‘Johnsey’ Manning, third from the left, together with the crew of the Ethel & Millie, who were last seen lined up on the forward casing of UC-63. Originally reported missing, they were later presumed dead. The manner of their deaths remains a mystery to this day.

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out”. It proved a wise decision so far as Nelson’s crew were concerned. Having thus far concentrated on the Nelson, von Heydebreck, after what he described as “a short pause”, turned his attention to the Ethel & Millie. The “gunnery duel” that followed lasted around two hours during which the smack resisted to the best of its ability until one shot was seen, in Ross’ words, to “palpably hit amidships” after which her crew promptly took to their small boat. All of this time, the Nelson’s survivors had what Crisp junior called “a lee oar out” and were “edging away from the sub”. Even so, they were still able to observe what followed as UC-63 made its way warily towards the drifting smack. But von Heydebreck was taking no chances. Only when he was “certain” that the vessel had been abandoned did he close in to the vessel. UC-63 was seen to pick up Ethel & Millie’s crew, “making them walk forward,” as marine George Cox put it, “and stand in a line”. Then, von Heydebreck sent over a “demolition party” who stayed long enough to dismantle the smack’s ‘5cm’ gun which was ferried back to

LEFT

The story of the Nelson was headline news following the posthumous award of a Victoria Cross to Skipper Crisp.

the U-boat, “with great difficulty”, together with a considerable haul of booty that included a number of unused shells, an underwater listening device, some revolvers, a Very pistol and four carrier pigeons. Most damaging of all, however, was the capture of a number of ‘secret’ documents that included a set of classified orders from the Lowestoft Naval Base which ought to have been destroyed before the smack was abandoned. What happened after that remains a matter for conjecture. The last recorded sighting of Ethel & Millie’s crew was of them standing with their hands in the air on the submarine casing shortly before she disappeared into the mist and darkness of that summer’s night. With no further word, Skipper Charles Manning, Second Hand Spencer Gibson, Deckhands Arthur Soanes, Hugh Thompson and Able Seamen Alfred Preece and Edwin Barrett were eventually ‘discharged dead’, having been “officially presumed to have lost their lives on the 16th [sic] August, 1917”. However, based on

the report of the Nelson’s survivors, rumours persisted that either they had been deliberately left to drown when the submarine submerged or that they had been taken prisoner and then killed when the submarine carrying them into captivity struck a mine. Patently, the latter theory was untrue, but could a professional seaman, even one engaged in a pitiless campaign against an enemy flouting the normal conventions of maritime warfare, have murdered men whose courage he applauded for fighting their out-gunned boats so “tenaciously” until their boat was either sinking beneath them or their ammunition was all but exhausted? In fact, von Heydebreck’s patrol report made no mention of the fate of Ethel & Millie’s crew, though it did make clear that a rudimentary interrogation took place in the course of which the British seamen, perhaps fearful for their lives, revealed far more about their clandestine role than they should have done. As well as disclosing certain operational details, they gave away information about 

LEFT

Tom Crisp junior wears his own and his father’s medals at his wedding to Annie Burrows in July, 1918.

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GREAT WAR | THE WAR AT SEA Copyright 2017, by Key Publishing Britain At War Magazine

No 124 RIGHT

Tom Crisp’s name and an image of his Victoria Cross were added to the headstone marking the grave in Lowestoft Cemetery of his wife who had succumbed to a terminal illness two months before his fatal action. The tenor bell at St Margaret’s Church in the town is named the ‘VC Bell’ in his honour.

the number of armed smacks based at Lowestoft, the nature of their disguises and the amount of ammunition carried. Furthermore, they admitted that “the gunners have strict orders to put on uniforms before leaving port”, orders to which they had clearly not adhered since all were wearing “civilian dress”. But was that sufficient for von Heydebreck to exact such callous retribution? Or was it more likely a case that, having gained what information he could, he simply released them back into their small boat, which he had tied to the stern of UC-63, before leaving them to the tender mercy of the North Sea? Only von Heydebreck and his crew knew the answer, and they took that answer with them to their watery grave when, 2½ months later, UC-63 was torpedoed and sunk in the English Channel by the British submarine E-52.

‘GALLANT CONDUCT’

RIGHT

Doreen Hague, grand-daughter of Tom Crisp VC holds his Victoria Cross in front of a portrait of her heroic forebear which was originally unveiled in Lowestoft’s Free Library in May, 1919.

By a strange twist of fate, von Heydebreck’s career, which had yielded him 36,702 tons of shipping and the award of an Iron Cross, ended just 24 hours before one of his most distinguished victims was posthumously raised to the status of national hero. Tom Crisp senior’s devotion to duty, even after being fatally and most horrifically wounded, had been the subject of much debate ever since the Nelson’s survivors were picked up by HMS Dryad on 17 August, a day after

46 www.britainatwar.com

The VC

SATURDAY, NOVEM

one of the smack’s pigeons had brought back the first report of the fight on the Jim Howe Bank. A Court of Inquiry, convened the next day, heard tell of Crisp’s selfless valour and concluded that he had died bravely, “giving orders to the last minute”, leading the Commodore-in-Charge at Lowestoft to write to the Admiralty three weeks later recommending that his “exceptionally gallant conduct” be considered for recognition by the award of “a posthumous decoration”. Captain Alfred Ellison noted: “I think it would be of great interest to the Auxiliary Patrol and the country generally to hear of this Officer’s gallant conduct and death.” His report struck a chord. The following month, in the House of Commons, Prime Minister David Lloyd George paid glowing tribute to the prodigious work of Britain’s Mercantile Marine, singling out for special mention the courage of an unnamed fisherman who had fought his ‘trawler’ to the bitter

end, even though both his legs had been shot off and “most of the crew were killed or injured [sic]”. Four days later, on 2 November, 1917, and just a day after von Heydebreck’s demise, the London Gazette announced the award of a posthumous Victoria Cross to Tom Crisp senior and a DSM to Tom Crisp junior, along with a Bar to Percival Ross. Neither the Gazette, nor the Prime Minister’s colourful if inaccurate speech, made any mention of the Nelson’s status as a disguised ‘man o’ war’ nor of the unknown fate of the Ethel & Millie’s crew. Their vainglorious fight and mysterious disappearance had been subsumed by an act of sublime gallantry that turned an otherwise disastrous and inconsequential naval encounter into one of the most celebrated of all the bitter struggles waged between Q-ships and submarines during the First World War. 

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Our Letter of the Month is sponsored by Pen & Sword Books

FIELD POST

'Britain at War' Magazine, PO Box 380, Hastings, East Sussex, TN34 9JA | [email protected]

LETTER OF THE MONTH

The Withdrawal of Veinticinco de Mayo Dear Sir, I was very interested to read the feature on Argentine air operations during the Falklands war (Britain at War, June 2017, issue 122) by wellknown aviation author, Claudio Meunier. It is an excellent feature, very well written and very well researched, but there is a detail that I cannot help but contest: The facts behind the aborted carrier air attack planned for 1 May, 1982. Aimed against a major division of the British taskforce. Potentially decisive, the attack was to be combined with a missile attack from Argentine destroyers and corvettes, but famously did not go ahead. The reason for the attack being aborted, without further attempt, was not the lack of wind across the deck but the breakdown of one of the two powerpacks driving the propulsion of the carrier Veinticinco de Mayo. This left her maximum speed limited to between 12 and 14 knots (Argentine sources differ), which made it impossible to achieve WOD (Wind Over Deck) to launch the A-4Qs with the load necessary to both reach and attack their targets. This was the reason why the Argentine carrier and her escorts retired toward shallow waters, and then to Puerto Belgrano. The problems with

the carrier deprived the Argentine fleet of necessary seagoing combat capabilities, which included S-2 Tracker aircraft and Sea King helicopters equipped for surface and anti-submarine search. The Argentine fleet was left only with what a small number of SA316 Alouette helicopters (with no radar and embarked only on destroyers) could provide. The sinking of the Belgrano came on top of it all - a shocking reminder how dangerous the British submarine threat was. The Argentine fleet remained in littoral waters, or in port, for the rest of the war. Technical problems affecting Veinticinco de Mayo started to surface in 1975, after years of good serviceability, having operated under the Argentine flag since 1970. What happened on 1 May, 1982, was not the first time well-trained Argentine naval aviators had been let down by their carrier. A similar event occured in December 1978, a week before the launch of Operation Sovereignty (Operación Soberanía). This was to have been a combined action against Chile on sea and land, aimed to sieze a number of islands in the Beagle Channel and around Cape Horn, as well as to press the Chileans to accept the sovereignty issue. As in 1982, one of the

two powerpacks on the carrier broke down, leaving her unable to reach a speed over 14 knots and impeding the launch of her A-4Qs with full tactical load. The Argentine Navy took the measure of asking the Air Force to provide cover for the fleet, which assigned eight Mirage IIIEA interceptors, flying from Rio Gallegos, to conduct combat air patrols over the fleet. It would, however, proved to be thinly spread had the Chilean Air Force appeared and joined in battle in the Cape Horn as the distance from base, and lack of in-flight refuelling, limited the time the Mirage IIIEA, operating in pairs, could maintain their patrol. Fortunately, the Argentine military leadership stepped back, cancelling actions against Chile and accepting mediation from the Vatican. Back to 1982, the Argentine Navy did not want the fact that its carrier had technical problems to be disclosed to the Chileans, as territorial disputes and tensions were still unsolved and latent. Thus, they invented the story that there was not sufficient wind in the South Atlantic! The story held, and in doing so somewhat protected Argentine pride. However, the Chilean Navy’s intelligence directorate had long known of the problems plaguing Veinticinco de Mayo, at least since 1976 and were also aware how

such problems had ibecome more frequent in the years immediately preceding 1982. The problems suffered by the Veinticinco de Mayo during the Falklands War were covered in the full investigation and report ordered by the Argentine High Command late in 1982, but the report was later ‘doctored’, with details such as the ongoing technical issue, and other matters of potential embarrasment for the Argentine military, dispensed with. The matterer so infuriated General Rattenbach, the senior officer who led the investigation and who wrote the report, that he refused to endorse its 'official' findings and resigned. I hope this adds a little more detail for your readers in terms of why the Argentinian carrier played no real part in the Falklands conflict. I should add that I am a journalist specialising in security and defence and have worked for the IHS Janes’s Group since 2000, reporting and analysing South American developments in these fields. I thus hope you can see that my input, here, comes from a wellinformed position. Thank you for an excellent magazine which I read eagerly every month. José Higuera Gothenburg, Sweden (by email)

The author of the Letter of the Month may select a book of their choice (maximum value £25) from the extensive range of titles available at www.pen-and-sword.co.uk www.britainatwar.com

49

FIELD POST

The author of the Letter of the Month may select a book of their choice (maximum value £25) from the extensive range of titles available at www.pen-and-sword.co.uk

'Britain at War' Magazine, PO Box 380, Hastings, East Sussex, TN34 9JA | [email protected]

Collecting The Battle Of Britain – Machine Gun Find some minor damage which was easily repairable the gun was in near working order – still greased, oiled and ready to go. Quite apart from the illegality of its removal by the Policeman concerned all those years ago, its possession in a state that was not legally deactivated and certificated was highly illegal. As such, both its initial removal and subsequent retention would have carried the severest of penalties had it ever been discovered. The gun very recently re-appeared upon the death of the Policeman concerned when it was found by his son as he cleared his late father’s house. Subsequently, it came into my possession after its removal by a Registered Firearms Dealer (RFD) and immediately properly de-activated and certificated, thus making it legal to own or be in possession of. For obvious reasons, I will not reveal the full details of

Dear Sir I was intrigued to read the piece in your Collecting Militaria regular feature which looked at the topic of ‘Collecting the Battle of Britain (Britain at War, June 2017, issue 122). Your author suggested that all sorts of items were ‘souvenired’ from crashed or downed aircraft, both British and German. And, indeed they were! This is very well illustrated by a souvenir which was acquired by a serving Policeman during the Battle of Britain, spirited away from a crashsite and hidden for more than 70 years in his airing cupboard. The item in question is a Browning .303 machine gun, and apart from

50

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who, where etc. Suffice to say, however, that all is now ‘regularised’. And legal. I am pleased to say the gun has now been passed to a restoration project which will bring a Gloster Gladiator back to airworthy condition. The restoration company were short one Browning .303, the gun’s discovery thus turned out to be most useful. Not only is it an excellent illustration of the sort of souvenirs which were taken, and which sometimes still turn up, but it is also a dramatic and powerful reminder that sometimes these souvenirs can present their own set of problems. An unwary (or unaware) collector or enthusiast could well have ended up in possession of an illegal firearm, and potentially be facing a mandatory seven-year prison sentence as a result. That isn’t something anyone would wish to ‘collect’! Peter Redpath (By email)

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OPERATIONS | RAF'S MERLIN HELICOPTERS

Merlin

MAGIC

When the RAF handed over its last Merlin Mk3 to the Royal Navy in July 2015, it marked the end of fourteen-years service, ten spent on operational service. Guy Warner tells the story of the RAF’s Merlin.

ABOVE

The impressive and imposing Merlin. (ALL PHOTOS

COURTESY OF THE MERLIN FORCE, RAF

T

he RAF ordered 22 AgustaWestland Merlins in 1995 for the medium support helicopter role, the first of which entered service with No 28 (Army Co-operation) Squadron at RAF Benson in July 2001, with the final aircraft arriving in November 2002. The first Officer Commanding (OC) was Wg Cdr David Stubbs. By

BENSON)

RIGHT

A Merlin in transit inside a C-17A.

52 www.britainatwar.com

2003 it was possible for the OC to push for an operational deployment, following two years of relentless effort in training aimed towards achieving Initial Operating Capability (IOC), which was granted on a Friday at 17.30. David Stubbs notes, ‘At 06.30 on the following Monday two aircraft departed for Bosnia, with only one

stop to refuel, in less than nine hours, thus giving an immediate impression of the helicopter’s range and endurance with this journey of 1200 miles (1920 km). We landed at Banja Luka mid-afternoon and were ready to fly operationally within an hour.’

OPERATION OCULUS

The UK was part of a multi-national military operation, the aim of which was to keep the peace in the troubled Balkans region. The Merlin detachment supported the Stabilisation Force (SFOR) and was based in the north of Bosnia at the Banja Luka Metal Factory (BLMF). The weather conditions were very challenging with temperatures ranging from plus 30 to minus 10 degrees Celsius, with plenty of snow, rain and low cloud. At BLMF, the conditions for the 20 engineers and logisticians could best be described as austere, therefore the serviceability rate of 97% was an impressive achievement.

RAF'S MERLIN HELICOPTERS | OPERATIONS

It was soon recognised that the Merlin had definite advantages when compared to the other UK rotarywing assets with its huge, comfortable cabin, superb communications suite, ‘clear as a bell’ radios and great surveillance capability, with FLIR primarily being used as a visual aid to highlight obstacles or wires on dark nights or during sandstorms. Merlin’s first ever operational task was to fly Sir Mike Jackson, the Chief of the General Staff on 3 April 2003. The under-slung load capability of the Merlin soon came in handy, when, on 21 April, four air-conditioning units were lifted into position on top of the 21-floor UNIS Twin Towers in the centre of Sarajevo. Operation TIMBER WOLF was another departure from routine tasking, assisting the 1st Battalion Highlanders in finding and securing weapons caches left over from the war. Others included overt and covert surveillance and inserting troops for close observation patrols, surge ops and door-todoor searches, mainly at 

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OPERATIONS | RAF'S MERLIN HELICOPTERS

The Squadron’s Commanding Officer from January 2004 was Wg Cdr Andy Turner, ‘Socially and professionally we became a close-knit team in Bosnia, the Squadron really came together.’ Merlin had proved itself sufficiently for very active consideration to begin for deployment to Iraq. A whole sheaf of clearances needed to be flown for operating at higher temperatures and heights. Bosnian live-firing ranges were used to qualify crewmen as air gunners, operating three 7.62 calibre, General Purpose Machine Guns (GPMGs), one mounted on the ramp and one to either side at window or door openings. It was announced that Merlin would return from Bosnia in April 2004. The detachment returned to the UK, having flown over 1200 hours in 13 months of operational flying.

RIGHT

Ex DESERT VORTEX 2010 in Jordan. BELOW RIGHT

A head on view above the desert In Iraq. OPPOSITE PAGE

Positioning an air conditioning unit on a tower block in Sarajevo, 2003

OPERATION TELIC

OVERLEAF

A Merlin with SFOR markings, as part of Op OCULUS. BELOW

Manning the tail ramp machine gun over Iraq.

night and at short notice. This was the first time that the RAF’s Merlin was used extensively on night operations. Even though most of the tasking was of a more routine ‘bus run’ nature, the very rugged terrain with steep valleys crossed by wires provided an excellent teaching environment. Another milestone for Merlin was when it was used operationally for

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medical evacuation (MEDEVAC), the first such sortie being in October 2003, with a young female soldier who had suffered an epileptic fit being transferred from Sarajevo to Banja Luka en-route for repatriation to the UK. The detachment then assumed the responsibility for stand-by Incident Response Team (IRT) duties for MEDEVAC and CASEVAC.

In mid-2004 two aircraft were sent to Prince Hassan Airbase in Jordan. These desert trials quickly showed a unique feature of the Merlin - its dust signature. The Merlins’ rotor blades paddle-shaped tips create a ‘ram’s horn’ or ‘doughnut’ effect within which the ground can still be seen, so making landing a degree easier – though still tricky enough. However, as the Squadron’s personnel learned quickly, not all sand is the same and the volcanic Jordanian type caused problems with the windscreens, the engines and rotor blade leading edges. In August came a deployment to the British Army Training Unit Kenya (BATUK). The main job of the Merlins in this remote area, which was several thousand feet above sea

RAF'S MERLIN HELICOPTERS | OPERATIONS

level, was to provide rapid CASEVAC achieved ahead of schedule. No 1419 from Nanyuki to Nairobi. The big (Tactical Support) Flight was chosen bonus was that the deep red dust in as the detachment’s name. It was part which they landed was much more of the Joint Helicopter Force (Iraq) representative of Iraqi sand. Another (JHF(I)), based at Basrah Air Station hazard was the local flora; fondly Contingency Operating Base (COB). referred to as ‘bugger-it’ bushes, as The prime task was operational this would often be the first word a support to Coalition and Iraqi troops member of the crew would say on in an Area of Operations (AO) that bursting a tyre on their impressive covered some 20,000 square miles thorns. (51,800 sq km) of Southern Iraq, Iraq would be a much less benign providing Multi-National Division environment from an operational (SE) (MND(SE)) with aircraft and point of view and survivability in a crews at high readiness, by day and by potentially very dangerous theatre was night, 24 hours per day, 365 days per very much improved by the provision year. The primary roles were troop of a highly capable Defensive Aids moves, assault, convoy protection Suite (DAS), and CASEVAC providing detection – as the in“PUNCHING OUT FLARES, in respect of heat theatre Incident BROWNING OUT A VEHICLE seeking, laser and Response Team radar guided attack (IRT). One of the WITH OUR DOWNWASH, and a vast array of pilots on the first PERSUADING IT TO STOP AND countermeasures. detachment, Flt Lt LANDING TROOPS ALONGSIDE TO Penny Grayson, In particular, the Directed Infra-Red DETAIN AND QUESTION KNOWN recalls that the Countermeasures environment OCCUPANTS OF INTEREST” (DIRCM) package in Basrah was was at that time a first relatively benign for helicopters - in that it detected, and that helicopters could land and identified, engaged and deflected shut down in the city centre. The hostile weapons systems, launching an deployment through Saudi Arabia appropriate number of chaff and flares was challenging to the extent that at with great rapidity. refuelling stops the locals would not During the course of March 2005, talk to a female pilot, so she had to four Merlins flew from Benson on pretend that her sergeant aircrewman a four-day, 3500 mile (5600 km) was the captain! journey to Basrah. This was the COOKING ON HOT SAND first ever helicopter detachment to Due to its fuel economy, the Merlin self-deploy from the UK to Iraq, the was the only helicopter that could crews able to undertake in-theatre reach the most remote areas in the training and limited operational harshest of operating environments tasking within a day of arriving. After a month, and having flown 300 hours, and still carry a useful load. The task timings for Support Helicopter  Full Operating Capability (FOC) was

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OPERATIONS | RAF'S MERLIN HELICOPTERS

RIGHT

The typical dust signature of a Merlin creating a ‘ram’s horn’ or ‘doughnut’ effect, in this case in Iraq. MIDDLE RIGHT

Flight Lieutenant Michelle Goodman DFC. OVERLEAF TOP RIGHT

A Flight Sergeant Crewman at his defensive station over Iraq. CENTER

A crewman keeps a good lookout while on exercise at El Centro. OVERLEAF MIDDLE

Troops boarding at Otterburn, Northumbria in 2003.

RIGHT

An Emergency Response Team in action in Iraq.

(SH) activity had to be re-written to make allowance for the Merlin’s ability to get any job completed more quickly than any other helicopter intheatre. It could also act as a mobile fuel bowser, flying to locations far from the nearest fixed fuel site, and then act as a ‘mother ship’ to other SH assets in the area, refuelling at twice the speed of a normal bowser. Another new, intelligence-based task was vehicle interdiction; in the words of Pete Smiley, ‘punching out flares, browning out a vehicle with our downwash, persuading it to stop and landing troops alongside to detain and question known occupants of interest.’ The Merlin was capable of carrying out and supporting patrols as far as the Saudi Arabian and Iranian borders. Crews would camp in the desert for three days at a time, sleeping under bivvy sheets and placing meal packs (MREs) on the sand to cook in the scorching heat. Ryan Morris remembers the early days in theatre, ‘certain complexities spring to mind. GOSPs (Gas and Oil Separation Plants) - these are the flaming chimneys that you see on all Iraq photos and they are everywhere. They made flying considerably more difficult, especially at night. You could be flying away from them on NVG with perfect visibility and then you would turn and the intense light would overload the goggles. Flying over Basrah City and the Tigris was amazing. In the early days, we would fly down the Tigris at low level and be able to overfly the city.’ In contrast, on a moonless night far out in the desert, it was so dark and featureless that NVG did little to assist apart from confirming that there was nothing to see.

FIRST FEMALE DFC RECIPIENT

The IRT role was to provide advanced medical and trauma care close to

56 www.britainatwar.com

the scene of an incident, to enable the safe, rapid transfer of casualties to a hospital. Patients with injuries ranging from the very minor to major head and chest trauma, requiring advanced life support, were treated – friend and foe alike. The IRT consisted of the four aircrew, an RAF Medic and an Emergency Care Specialist Nurse, sometimes accompanied by a doctor from the COB Medical Centre, and a four man RAF Regiment or Army ground protection team. The aim was to uplift a casualty within 30 minutes from time of call and be back in reach of an operating theatre in 45-60 minutes, referred to as the ‘golden hour’. On the night of 1st June 2007 Flt Lt Michelle Goodman, Flt Lt George Williams, Sgt Steve Thomas

RAF'S MERLIN HELICOPTERS | OPERATIONS

and Sgt Chris Parker flew to the centre of Basrah City, a very highrisk location under specific threat, experiencing intense enemy fire on the way in. They uplifted a seriously injured soldier. When landing at this unfamiliar and dangerous site, four mortar rounds impacted nearby and enemy fire hit the helicopter. The casualty was swiftly loaded, and as the aircraft lifted the automatic defensive system discharged flares as a possible enemy missile engagement had been detected. It landed back at the British Field Hospital just 14 desperately

squadron but late in 2007 No 78 Squadron was re-formed at RAF Benson and six additional Merlins HC Mk3a were purchased. During operations in Iraq the number of Merlins based in Basrah ranged between five and seven, together with six to eight flight crews, usually running two months on and two months off in rotation. A further honour was won by a member of a 1419 Flight crew on 26 March 2008. Flt Lt Kev Harris, with Flt Lt ‘Loz’ Wood, Master Aircrew Gareth Attridge and Sgt

active minutes after launch. Without the IRT the casualty would have died. Flt Lt Goodman was awarded the DFC, the first to be won by a member of a Merlin crew. Michelle was also the first female DFC recipient. Nights could be very cold flying at 3000 feet (914 m), with the ramp open and the gun manned, akin to being in a wind tunnel. This was even worse for a casualty lying on the floor. A partial solution was halfclosing the ramp and so creating a venturi effect, slightly warming the lower portion of the cabin. The crews became very efficient at speedy callouts and could be airborne within six minutes. Not all tasks were so stimulating, Penny Grayson has particular memories of an airlift of seven hours duration between Basrah and Al Amara, carrying load after underslung load of stores and vehicles; then two weeks later bringing it all back.

Ian McRobbie-Smith, were the IRT Merlin crew tasked to extract a fatally wounded soldier from Basrah Palace in very poor weather and fading light. At the landing site, which was receiving constant indirect fire (IDF), there was no sign of the casualty, so Harris lifted off but as he did so, the party on the ground came into view. He landed again and uplifted three casualties, flying directly across the city at rooftop height, hopping over power lines and weaving around a highly dangerous environment in order to get to the hospital at the COB as speedily as possible. Over a period of three days, Harris and his crew flew six missions, extracting 30 seriously wounded soldiers and numerous other casualties. He was subsequently awarded a very well-earned DFC. Danger was by no means confined to the skies over Basrah City, the COB was assailed frequently by rockets and mortars launched by the Mahdi Army. This increased in intensity from just 15 attacks in 2005, to 177 in 2006, rising to a peak of 700 in 2007. These brought death and

CONSTANT INDIRECT FIRE

So far, the Flight had been manned by personnel drawn from just one

serious injury to Coalition personnel and to locally employed civilians alike. The accommodation at Basrah improved over the years from tents to portacabins under a metal cover. The heat affected both aircrew and engineers alike, with the consumption of eight or nine litres of water a day being the norm. Food on the base was excellent, cooked by contract hire Sri Lankan chefs. The social hub was the Camel’s Toe Bar, fitted out in an ISO container, and open to all ranks and specialisations. As there were no hardened aircraft shelters on base, it was decided in 2007 to move the Flight temporarily to Udairi Airbase in Kuwait. Aircrew and ground crew flew back to the COB every day, returning 

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OPERATIONS | RAF'S MERLIN HELICOPTERS

RIGHT

Pre-deployment training Ex MERLIN VORTEX 09 at El Centro. OPPOSITE PAGE CENTRE

Afghanistan 2010, the crewman keeps a careful watch.

OPPOSITE PAGE TOP RIGHT

Preparing for Op OMID HAFT in Central Helmand Province in Afghanistan in 2011.

after the day’s tasking was completed. This was safer but not very popular as it added a 40 minute transit flight to either end of the day. In Spring 2008, 1419 Flight took part in Op CHARGE OF THE KNIGHTS, in which the Iraqi Army regained control of the city from the insurgent Mahdi Army. The Merlins and their crews played an important role in this operation, providing overwatch and transport support, under heavy fire over a sustained period. The Flight returned to Basrah in September 2008. Meanwhile, it had been announced that combat operations in Iraq would end for British Forces on 30 April 2009. On 7 August 2009, the last Merlin from 1419 Flight departed Udairi for the long flight back to Benson. In four years the helicopters had flown some 25,000 hours, lifting over 100,000 troops and 15,000 tonnes of freight. There would, however, be no rest for the men and women of the Merlin Force. Even as operations in Iraq were being wound down, preparations were being made to go even further afield.

OPERATION HERRICK

It was not possible for 1419 Flight to self-deploy to Afghanistan, the distance was simply too great. Instead, in November 2009, five Merlins and personnel from A Flight, 78 Sqn, were transported by RAF C-17 Globemaster III. They were reassembled at Camp Bastion, the main British operating base in Helmand Province, and on 27 November declared Initial Operating Capability, well ahead of schedule, as part of Joint Helicopter Force (Afghanistan) (JHF(A)). One of its first tasks was the distribution of the

OPPOSITE PAGE BOTTOM

Coming in to land in Afghanistan in October 2010. BOTTOM

A very dusty landing while taking part in Ex MERLIN VORTEX, 2009.

58 www.britainatwar.com

Christmas post, which was achieved running. With temperatures nudging before 25th December. Later the 50 degrees Celsius in the cockpit, a Flight would operate with up to seven crew’s flying clothing is dark with Merlins in-theatre. sweat. Layered up in protective Conditions for the six or seven clothing, helmets and body armour, crews at Camp with survival Bastion in aids and weapons “BY THE TIME THE MERLIN WAS 2009/10 were strapped to their DEPLOYED TO AFGHANISTAN THE described by person, thirsty Flt Lt Samuel FLEET ENGINES WERE STARTING TO operators will Fletcher: quaff litres of TIRE A LITTLE AND THE ENVIRONMENT water over ‘A typical day will start with the course of a WAS A LOT MORE EXTREME” a Joint Mission tasking day.’ Brief (JMB) well before dawn, Ryan Morris added: sometimes as early as 02.30. Starting ‘By the time the Merlin was early means more can be achieved deployed to Afghanistan the fleet during the cooler hours before dawn, engines were starting to tire a little when the aircraft are able to lift more and the environment was a lot more before the temperatures rocket into extreme. Operating at the edge of the 40s by late morning. Cutting the flight envelope, often in excess of from FOB to FOB we keep the troops 7500 feet (2286 m) Density Altitude, supplied with all they need to survive the power margin available for from food and water to ammunition tasking was significantly reduced and mail. Crews eat on the hoof, when compared to Iraq. Additionally, munching a sandwich and glugging because of the differences in our water as they sit refuelling with rotors own coalition defences within our

RAF'S MERLIN HELICOPTERS | OPERATIONS

operating area, it meant that the aircraft had to hover much higher than it ever had to in Iraq. Pilots had to very quickly learn how to operate with these nuances and the increased threat meant that we had to leave extra power in hand to get ourselves out of trouble. We went from lifting full of passengers in Iraq to only being able to lift half loads due to this extra drain. Additionally, during particularly hot days, this capability would reduce further. To mitigate against this, the decision was made to

only fly during the coolest periods of the day, which meant that inevitably we became the platform of choice for tasking during the evening.’

PRE-DAWN ASSAULT

As well as the ‘routine’ daily tasks of transporting troops, supplies and USLs to more than 160 FOBs, the Flight soon took on its full share of more complex and demanding tasks. These included supporting pre-planned offensive operations and High Reaction Force duties, 

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OPERATIONS | RAF'S MERLIN HELICOPTERS

ABOVE 'Brownout' in

Afghanistan in 2012.

which often involved the rapid delivery of 12 man counter-IED (Improvised Explosive Device) and Medical Emergency Response (MERT) teams. The vital role of the helicopters in Helmand cannot be overestimated; operating in various aircraft combinations depending on the perceived threat, mutual support was an essential part of the task. The most critical stages of a mission were always the approach and departure from a landing site, when managing power and momentum was crucial. The best defence in transit was considered to be high speed at low level. The ‘fighting season’, from May to September, and after the poppy harvest had been gathered in, was always particularly busy. In February 2010, 1419 Flight Merlins took part in Op

RIGHT

Over the Kajaki Dam, Helmand Province, Afghanistan in 2009.

60 www.britainatwar.com

MOSHTARAK, which began with a pre-dawn assault on a Taliban stronghold by 1000 troops in 60 helicopters, landing in pitch darkness at unprepared sites illuminated with ‘black light’ dropped from US KC-130 Hercules. More patrol bases were built in the newly occupied territory, and the Merlins helped ferry in material to construct these, delivering hundreds of tonnes of plant and equipment. In comparison to Iraq, the living conditions at Bastion were much better, Andy Unsworth stating: ‘Basrah was more like a youth hostel and, compared to it, Bastion was akin to The Dorchester.’ The environment, though, was particularly testing for the engineers working at altitude in soaring summer temperatures, which combined to make the air very thin

and added to which came thick clouds of scouring, choking dust. A combination of oil and sand makes a grinding paste. Dustbusters were a handy purchase to keep the sand out of the cockpit. Hosing out the helicopters was speedier, but much less good for the avionics. With the reduction of UK troop numbers beginning in 2012, and the number of patrol bases dropping from 137 in 2010 to just 11 in 2013, C Flight of 78 Sqn was once again the last to take on the role of 1419 Flight in February 2013, ceasing operations on 31 May. By the end of July, all aircraft and personnel had returned safely to the UK. On Op Herrick duties, the Merlins had flown 18,000 hours, uplifted 7900 tonnes of stores and carried 130,000 troops.  Thanks to: Air Vice-Marshal David Stubbs, Air Vice-Marshal Andy Turner, Group Captain Nigel Colman, Wing Commander Ian Diggle, Wing Commander Paul Rose, Wing Commander Toby Sawbridge, Squadron Leader Samuel Fletcher, Squadron Leader Penny Grayson, Squadron Leader Ryan Morris, Flight Lieutenant Ollie Elston-Green, Flight Lieutenant Pete Smiley, Master Aircrew Gareth Attridge, Master Aircrew Ged Mallam, WO (ret’d) Phil Lamb, Flight Sergeant Andy Unsworth, Sergeant Dave Arscott, Sergeant Chris Parker, Corporal Helen Carter, Mrs Nikki Hamilton.

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75TH ANNIVERSARY | THE DIEPPE RAID

To mark the 75th anniversary of the Dieppe Raid, we take a detailed look at what was arguably the most infamous raid of the Second World War and examine all three elements of this combined operation; land, sea and air.

THE DIEPPE RAID:

75

TH

ANNIVERSARY

www.britainatwar.com 63

THE DIEPPE RAID | 75TH ANNIVERSARY

DIEPPE

THE REASON WHY

In August 1942, a combined operation was mounted against Hitler’s Fortress Europe. Its scope was limited, its aims ill-defined. So why did Churchill agree to the raid on Dieppe, which led to such embarrassing failure? ABOVE

Troops undergo a final training exercise prior to the Dieppe Raid.

(HMP/LIBRARY AND ARCHIVES CANADA)

RIGHT

A low-level aerial reconnaissance photograph of the Dieppe waterfront taken by an aircraft of Army Co-operation Command a few days before the raid, Operation Jubilee, which took place on 19 August 1942. Note the sentry standing on the bridge; near him is a small boy. (HMP/NATIONAL

MUSEUM OF THE US NAVY)

T

he early months of 1942 were difficult ones for Winston Churchill. Stalin was demanding action in Western Europe to lessen the pressure of the 280 German divisions that were bearing down upon Stalingrad. Roosevelt was insisting that US soldiers must start fighting the Germans in Europe, and Mackenzie King, the Canadian Prime Minister, desperately needed Canadian troops to become involved in the war to keep his politically divided nation together. The problem for Churchill was that a second front in Europe, at this time, which his allies demanded, was premature and impracticable. The pressure upon Churchill grew in intensity as the months passed. Russia, the Prime Minister was told, was losing 10,000 men a day on the Eastern Front, whilst Britain, the Soviet Ambassador mocked, was dragging its heels ‘until the last button has been sown on the tunic of the last soldier’. The British press, led by Lord Beaverbrook’s Daily Express, also

64 www.britainatwar.com

clamoured for Britain to help the Russians, and public gatherings across the UK demanded offensive action. When Beaverbrook delivered a speech to the Bureau of Advertising of the American Newspaper Publishers in April, he urged the United States to join Britain in striking out in support of the

Soviets. ‘Strike out violently,’ he insisted, ‘strike even recklessly! ... A second front in Western Europe would provide an opportunity to bring the war to and end here and now’.1 The US leaders were equally anxious to concentrate all available resources upon Europe. In March, Harry Hopkins,

75TH ANNIVERSARY | THE DIEPPE RAID bomb Dieppe in advance of the raid and no less than sixty squadrons of fighter planes to provide aerial support for the flotilla of boats and for the troops during the raid itself. Britain had been conducting smallscale raids across the Channel to keep the Germans off-balance but Rutter was designed to take such assaults to another level – that of the ‘super-raid’. Dieppe would also prove to be a suitably tough test for the assaulting troops. The Dieppe area, the Ministry of Information explained, ‘is made up of high cliffs, mostly un-scalable, broken here and there by narrow clefts or by the mouths of rivers. At the foot of the cliffs lie stony

LEFT

Bombs dropped by a USAAF Flying Fortress are pictured falling on the aerodrome at Abbeville/Drucat. The attack, made on 19 August 1942, was part of the Allied operation against Dieppe. (HMP/

NATIONAL MUSEUM OF THE US NAVY)

LEFT

Roosevelt’s closest political advisor, wrote to the President with these words: ‘I doubt if any single thing is any more important as getting some sort of front this summer against Germany.’2 Roosevelt agreed that the Allies would soon have to start ‘slugging it out’ with the Germans.

OPERATION RUTTER

Churchill simply had to do something to help the Soviets, but without incurring heavy losses that could jeopardise the longer-term aims of a sustainable re-occupation of Europe. So, a scheme was devised by the newly-formed Combined Operations Headquarters to capture a German-held French port, in the hope that this would shock Hitler into diverting troops from Russia to strengthen the defences of his so-called Festung Europa. The raid would have to be undertaken against a port as there was universal agreement that any re-invasion of Europe would have to include the early capture of a harbour to

allow supplies and reinforcements to be landed quickly The port selected for the raid was Dieppe, the planning for which, code-named Operation Rutter, began in April 1942. Presented to the Chiefs of Staff on 13 May, the plan, put forward by Louis Mountbatten, Chief of Combined Operations, read as follows: ‘A force of infantry, airborne troops and A.F.V.s will land in the area of Dieppe to seize the town and vicinity. The area will be held during daylight while the tasks are carried out. The force will then re-embark. The operation will be supported by fighter aircraft and bomber action.’ In addition to six battalions of infantry, with engineer support, there was to be a regiment of tanks, paratroopers to land ahead of the main assault to seize the flanking coastal batteries, 150 high-level bombers and four squadrons of low-level bombers to

On 27 October 1941, Captain Louis Mountbatten, who had commanded the 5th Destroyer Flotilla and had been captain of the aircraft carrier HMS Illustrious, replaced Roger Keyes as Chief of Combined Operations and promoted to the rank of Commodore. (HMP/THE NATIONAL ARCHIVES)

and inhospitable beaches … To land at low water on these beaches is very difficult and dangerous because of the rocks in the sea’s bed and the angle of the shore itself, which makes the task of beaching a landing craft and taking it away a matter of the greatest skill and judgment. The clefts behind the beaches are not numerous and those which exist are, for the most part, narrow and very easily defended. Men moving up them to the attack are at the mercy of defenders in position at their top, who can destroy the attackers with the greatest ease as they clamber laboriously upwards.’3 Yet despite the difficulties the attackers would encounter, the massive air support, in both a preliminary bombardment of the enemy defences and the fighter cover during the raid, made the scheme entirely practicable and very likely to succeed, with minimal loss of life to the ground forces. The invasion flotilla assembled in the Solent at the beginning of July and, on the 2nd of the month, the men of the Second Infantry Division, a contingent of United States Rangers and the 

LEFT

Two further pictures taken during the training exercises held in the lead-up to the Dieppe Raid.

(HMP/LIBRARY AND ARCHIVES CANADA)

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THE DIEPPE RAID | 75TH ANNIVERSARY

THE ENIGMA FACTOR Obtaining useful intelligence was among the objectives, and much has been made of the desire to obtain a four rotor Enigma cipher machine - but this is more a reflection of the contemporary fascination with secret intelligence rather than the reality of 1942. Indeed, the capture of Enigma was an objective, but one among many - including a raid on the radar at Pourville. The raid was therefore not cover for a ‘snatch’, and the decision to form the Intelligence Assault Units, tasked specifically to gather intelligence material, was not taken until after Jubilee had been ordered.

ABOVE

One of the US Rangers involved at Dieppe, Sgt. Franklin M. Koons, shaking hands with Lord Mountbatten, Chief of Combined Operations, after the latter had decorated Koons with the Military Medal for his involvement. The investiture took place in Morocco in the presence of President Roosevelt. At the time of the raid, Koons was a Corporal in ‘D’ Coy, 1st Bat, Rangers. (HISTORIC MILITARY PRESS)

BELOW

Canadian dead on the Dieppe shoreline after the raid.

14th Canadian (Calgary) Tank Regiment were loaded into the ships. Operation Rutter would commence that night. Then things started to go wrong. Adverse weather delayed the sailing of the flotilla. Day after day the troops waited on the weather reports when, on 7 July, the Luftwaffe came by. A flight of four Focke-Wulf Fw 190s, each armed with machine-guns, 20mm cannon and a single high-explosive bomb, attacked the exposed vessels. Two troopships were hit by bombs. Hurried attempts were made to find alternative transports but by then it was too late. The tides had become unfavourable. The generals were left with no choice. Rutter had to be cancelled.

‘WE MIGHT LOSE 10,000 MEN’ This was not simply bad news for Churchill, it was unacceptable. He could not possibly inform his impatient allies that his great super-raid had been defeated by just four German aircraft. Notwithstanding the fact that German suspicions about an assault had been

confirmed, now that they had seen the invasion flotilla, the raid would have to be re-mounted as soon as the tides and the weather conditions were suitable. The operation was quickly reinstated, this time under the code-name Jubilee. The troops taking part in the raid would be the same ones as before (apart from the substitution of the paratroopers by two British Commandos to knock out the flanking coastal batteries). However, the public debate concerning a second front had not gone unnoticed across the Channel. In the months leading up to Operation Rutter, the Germans had made significant improvements to their coastal defences and large numbers of reinforcements had been drafted-in, some even being transferred from the Russian Front, to protect the French ports. On 20 July, the Joint Intelligence Sub-committee had informed the Chiefs of Staff that ‘all ports are especially strongly defended. Defence of the coast will pivot on ports which will probably be converted into quasi-fortresses with all-round defence.’4 From the transcripts of German communications, intercepted and translated at the Government Code and Cypher School at Bletchley Park,

Churchill was aware that Panzer units and crack SS Divisions had been moved to the coastal zone. In particular, the 10th Panzer Division – a battle-hardened formation at full strength in both men and machines – had been moved to Amiens, less than forty miles from Dieppe. The Panzer division’s forward detachment was just fourteen kilometres (or less than an hour’s drive) south of Dieppe! Just to make matters worse the 302nd Division, which held Dieppe, was reinforced in July and again in August. The preliminary aerial bombardment was also cancelled for fear of inflicting heavy casualties on the civilian population. Nevertheless, Churchill was committed to mounting the raid, regardless of the consequences. As with Rutter the main force would sail from the Solent with other ships from Littlehampton and Newhaven joining the flotilla at sea. As it transpired, conditions were ideal for the night of 18/19 August. At last the raid was on. By chance, Churchill had been in Moscow just a few days earlier. There he told Stalin of the plan to attack Dieppe. It would be on a large-scale, the Prime Minister explained, ‘in order to seek information and to test the German resistance’. To further impress the Soviet leader, and in view of how many men the Soviets had claimed were being killed on the Eastern Front, Churchill then said to Stalin, ‘We might lose as many as 10,000 men on this operation, which would be no more than a reconnaissance’.5 Though Winston had enormously inflated the scale of the operation, it was, at that time, Britain’s largest amphibious operation of the war in Europe. A total of 237 ships, boats and landing craft left Britain’s south coast at the end of a warm and sunny summer’s day in mid-August. The great armada, protected by its destroyers, sailed for France, its fate unknown.  NOTES:

1. T. Driberg, Beaverbrook: A Study in Power & Frustration (London 1956), pp.285-6. 2. J.M.A. Guyer & J.R.M. Butler, Grand Strategy. Vol.III June 1941August 1942 (London 1964), p.574. 3. H.M.S.O. Combined Operations 1940-1942 (London 1943), p.106. 4. TNA, CAB 79/22 COS (42) 211th Meeting. 5. TNA, CAB 120/65, Meeting with M. Stalin, arrangements, meetings and papers; TNA PREM 3/76N12, Records of Cairo and Moscow conferences.

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75TH ANNIVERSARY | THE DIEPPE RAID LEFT

OPERATION JUBILEE: ORDER OF BATTLE LAND FORCES (Maj-Gen. John Hamilton Roberts): 2nd Canadian Infantry Division

4th Brigade

• Essex Scottish Regiment • Royal Hamilton Light Infantry

• 10 Inter-Allied Commando

• Prince Leopold

• A Commando Royal Marines

• Princess Beatrix

• 30 Commando

• Princess Astrid

• 40 Commando

• Prince Albert

• 1st US Ranger Battalion Detachment

• Royal Regiment of Canada

NAVAL FORCES

5th Brigade

Fire Support

• The Black Watch (Royal Highland Regiment) of Canada (three platoons) • The Calgary Highlanders (mortar platoon) 6th Brigade

(Captain John Hughes-Hallett): 8 Hunt-class destroyers: • Albrighton • Berkeley • Bleasdale • Brocklesby

• Queen Emma Royal Navy Coastal Forces • 12 Motor Gun Boats • 4 Steam Gun Boats • 20 Motor Launches

AIR FORCES (Air Vice Marshal Trafford Leigh-Mallory): 11 Group RAF (Fighter Command)

• Les Fusiliers Mont-Royal

• Calpe

• 46 Spitfire Squadrons

• Queen’s Own Cameron Highlanders of

• Fernie

• 8 Hurricane Squadrons

• Garth

• 4 Mustang Squadrons

• South Saskatchewan Regiment

• ORP Slazak

• 3 Typhoon Squadrons

• Lorne Scots (No.6 Defence Platoon)

Dragonfly-class river gunboat:

• Additional Blenheim Squadrons

Canada

Support Units

• 14th Army Tank Regiment (The Calgary Regiment)

• 3rd Light Anti-Aircraft Regiment, RCA • 4th Field Regiment, RCA

• Toronto Scottish Regiment Commando Units

• HMS Locust 9th Minesweeping Flotilla

The basic Order of Battle for Operation Jubilee, including the respective land, sea and air commanders.

2 Group RAF (Bomber Command) • 7 Boston & Blenheim Squadrons

13th Minesweeping Flotilla

8 Air Force (USAAF), 97 Bombardment

Landing Force

• 4 B-17 Bomb Squadrons

Group

• Duke of Wellington • Glengyle

• 3 Commando

• Invicta

• 4 Commando

• Prince Charles

8 Air Force (USAAF), 31 Fighter Group • 4 Spitfire Squadrons

BELOW

The plan of attack, as compiled on this map by the General Staff of the Historical Section, Army Survey Establishment, Royal Canadian Engineers.

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THE DIEPPE RAID | 75TH ANNIVERSARY

TANKS AT DIEPPE

THE CALGARY REGIMENT

The ace up the sleeve of the Dieppe raiders would surely be the tanks of 14th Canadian Army Tank Regiment (The Calgary Regiment). However, as Mark W. Tonner, CD (retd.) explains, the tankers were unable to breach the defences. ABOVE

'Buttercup', one of five tanks fitted with a BTLD. After laying its chespaling, and breaching the seawall, the BTLD was jettisoned. Later, Buttercup returned to the beach, taking up the position depicted. (ALL IMAGES

COURTESY OF THE AUTHOR UNLESS OTHERWISE STATED)

O

n 10 August, 1942, The Calgary Regiment received orders to take part in a Combined Operations demonstration, which led the Regiment to immediately start waterproofing their Churchill tanks. Three days later, the Regiment received instructions from HQ, 2nd Canadian Division, for three exercises codenamed Ford I, Ford II, and Ford III, which were to last for a month from 15 August. What the regiment didn’t know, was that Ford I was the movement of units involved in Operation Jubilee to ports of embarkation.

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Operation Jubilee saw the Calgary Regiment land on the main beach in support of the infantry of 2nd Canadian Division, and extracts from The Calgary Regiment’s war diary build a fascinating narrative. Since few troopers returned from the beaches, it was largely based on plans, radio logs, and observations made by those who didn’t get ashore:“The general tank plan was that all tanks would land on the main beach at Dieppe in successive waves. “C” Squadron would assist the Essex Scottish in establishing the bridgehead and taking care of the armed trawlers in the harbour. They would then cross to the high ground at the east side of the River D’Arques to dominate the

approaches to the east. “B” Squadron was to assist the Royal Hamilton Light Infantry in establishing the right lank of the bridgehead. They would then push inland and take the aerodrome at St. Aubin with The Queen’s Own Cameron Highlanders of Canada. “A” Squadron was in reserve and would land later. Once the beachhead was secure, the headquarters of the German 302 Infantry Division at Arques la Bataille would be captured by the Camerons, aided by either “A” or “B” Squadron depending on the tactical situation. Despite the heavy bombardment from the sea by naval forces, and from the air by Hurricane bombers, the enemy’s concealed positions in front of the town itself were

75TH ANNIVERSARY | THE DIEPPE RAID not destroyed. They were still able to bring intense ire to bear on any point on the main beach from the moment it was assaulted. The irst wave of the Calgary Regiment’s tanks got ashore successfully, and some assaulted the town. Others, however, were not successful in negotiating the sea wall and did not get of the beach. A number were immobilized. Nevertheless, their crews continued to ight their guns, engaging enemy positions with good efect. Roads leading into the town were solidly blocked and, in order that the tanks might successfully penetrate into the town, it was essential that these be cleared. The engineers were carrying large quantities of selected explosives for this purpose. Unfortunately, however, the heavy ire that the enemy was still able to bring to bear on the beach caused heavy casualties amongst the sappers. Despite great courage and determination, they were unable to clear the road blocks. This made it extremely diicult for the tanks to get into the town at all. Consequently, the majority of the tanks fought the whole of the engagement from the beach and promenade.”

INTENSE FIRE

With only limited naval and air support, the raiders began to bog down. Unfortunately, the situation didn’t improve and the tanks struggled:“The Landing Craft Tank (LCT) carrying regimental HQ went onto the beach in the 3rd wave, under cover of smoke. The leading tank, commanded by the Adjutant, Captain A.G. Stanton, got of the craft but bogged down in the loose shale of the beach, and blocked the remaining tanks from getting of. Captain Stanton’s tank later managed to advance and fought hard for several hours, until the crew was forced to abandon it when the tank caught ire. The LCT, unable to land the rest of its tanks, withdrew and lay ofshore for about an hour and a half.

About this time, the Colonel ordered Major A. Glenn, Oicer Commanding “C” Squadron, to take command of all the tanks on shore. The LCT then went in again, this time without the aid of a smokescreen. As it approached the shore with its door partly lowered, the chains supporting the door were blown away, and the door dropped under the LCT preventing it from getting any closer to the shore. The Colonel’s tank at once drove of the ship, tearing a louvre extension, and sank into six feet of water and stalled. The crew abandoned the tank and the Colonel was seen to get into an “R” boat. Almost immediately this boat was set ablaze, and the Colonel was last seen swimming in the water. Captain B.G. Purdy, who was commanding No.8 Troop of “B” Squadron that was specially equipped with

lamethrowers, attempted to land as planned... However, for some unknown reason, his tank went of in very deep water and had to be abandoned immediately. All the tanks that got ashore fought very hard, until they were either put out of action or ran out of ammunition. At about 1225 hours, Major Glenn ordered all personnel to the beach. They were to be ready to abandon the tanks when the boats came in. The ire on the beach at this time had grown very ierce, and casualties in the withdrawing troops were heavy. Only two members of the tank crews who landed managed to get away, and the remainder, were either killed or taken prisoner. No.11, 12, & 14 Troops of “C” Squadron, and the whole of “A” Squadron remained aloat during the operation, laying ofshore awaiting orders to go in. About 1300 

ABOVE

T31878R 'Company', a reworked Mk I. She was struck on the left horn, immobilising her. Also visible is the left-hand side air intake louvre with the rectangular duct in place. This was one of three ducts placed over the side air intakes and the rear outlet for wading. BELOW

In this photo, the gradient of the beach can be seen, as can the chert. From R to L: T68559R 'Calgary', T68760R 'Brenda', T68701R 'Bloody' and T68561R 'Blossom'.

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THE DIEPPE RAID | 75TH ANNIVERSARY

ABOVE

T68173 'Cougar', a Mk III with a partly jettisoned BTLD. ABOVE RIGHT

One of the vehicles transfered to the Calgary's, the Okefitted 'Tintagel', which would serve as 'Boar'. BELOW

Two abandoned Mk IIs, one fitted with the Oke device, and a Dingo scout car.

hrs, the order was given to sail back to England.” In all, 33 landing craft were lost, and much of the tank force was unable to land. The following is extracted from Canadian Military HQ Report No.83, 19 September 1942, entitled: “Preliminary Report on Operation ‘Jubilee’, 19 August 1942”. Based on interviews from a wider group of personnel, it presents a more general view:“On the beaches fronting Dieppe itself, the attack was made on the right by the Royal Hamilton Light Infantry, commanded by Lieutenant-Colonel R.R. Labatt, and on the

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left by the Essex Scottish, commanded by Lieutenant-Colonel F.K. Jasperson. These units were closely followed by the irst wave of tanks of the 14th Canadian Army Tank Battalion (Calgary Regiment) commanded Lieutenant-Colonel J.G. Andrews. Although the Dieppe defences had been heavily engaged before the assault by naval bombardment and waves of Hurricane bombers, the troops came under heavy ire from concealed posts in the two headlands to the west and east of the beaches. Also, artillery sited under cover of the irst line of buildings was able to ire directly into the assault craft as they landed. The irst wave

of tanks came under direct ire as soon as they came out of the landing craft, and while some got on to the boulevard in front of the town and penetrated further, others did not get of the beach.” The heavier than expected fire countered measures prepared to assist The Calgary Regiment’s tanks, severely hampering movements of what may have otherwise been an effective armoured punch supporting the raiders: “The intense ire to which the landing craft were subjected interfered with the engineers’ program of assault demolitions. In certain cases, the demolition stores could not be

75TH ANNIVERSARY | THE DIEPPE RAID before they could use the apparatus. They were landed by Tank Landing Craft 3 (No.159). T31862 (Bull) was the troop commander’s (Captain B.G. Purdy) tank and was launched prematurely, drowning in 10 feet of water approximately 100yds offshore at the junction of Red and White Beaches. T32049 (Boar), Sergeant J. Sullivan, in making a heavy landing from Tank Landing Craft 3, knocked her fuel reservoir off, but managed to cross the beach and get onto the promenade in the area of the Casino. She remained mobile throughout the morning before being ordered back to cover the withdrawal. Once back on the shoreline, she was immobilised and acted as a pillbox. T68875 (Beetle), commanded by landed, and in some they were destroyed before they could be used. In others, engineer personnel became casualties. The seawall, in consequence, was not breached to the extent that had been planned... Despite the fact that a number of these [tanks] were soon immobilized by damage, their crews continued to ight their guns with the greatest courage, engaging the batteries which were iring on the landing craft and, on the evidence of witnesses, contributing to the safe withdrawal of some of the latter. At 9:30, about four and a half hours after the initial landings, the enemy brought into action a number of mobile batteries, mortars, and additional infantry. It was clear that not only was the complete capture of the planned objectives now impossible, but that it had become necessary to make immediate plans for withdrawal. The decision was accordingly made to withdraw at 11 o’clock. This necessitated abandoning the tanks that had been landed, in order to re-embark personnel. At the same time, the craft carrying the remaining tanks and troops who had not been landed were ordered to return to England.”

Lieutenant G.L. Drysdale, also landing heavy, broke a track pin on her right track and remained immobilised on the shoreline, at the eastern end of Red Beach, acting as a pillbox. Although the Oke flamethrower was rudimentary, their presence at Dieppe was the first time a British-designed tank-mounted flamethrower took part in an operation.

SHINGLE

BELOW

T68875 'Beetle', a Mk II (Special) which lost a track to the chert. She acted as a pillbox on Red Beach. Beetle was one of three Mk II (Special) tanks equipped with the Oke flame-thrower. The muzzle of the flame projector is just visible in the photo.

The main beach was entirely composed of chert rocks, one to six inches in diameter, and tidal action left most of these rocks resting at an angle of 15 to 20 degrees and vehicles would not be able to dig down for traction. If a tracked or wheeled vehicle tried to climb this slope, it would immediately 

BOTTOM

LCT-5 (No. 121), which carried the three Mk III Churchills of 9 Troop “B” Sqn. Having come ashore in front of the Casino and disembarked her tanks, she was hit by mortar and artillery fire that all but wiped out her crew, leaving her blazing and beached.

SPECIALISED VEHICLES

While the armour was unsuccessful, two rudimentary devices used by the regiment led to the development of more advanced versions. Such devices, mounted on the Churchill, are familiar as the ‘Funnies’ of 79th Armoured Division. The forerunner devices employed by The Calgary Regiment were the Oke flamethrower, mounted in three of the regiment’s Churchill Mark II (Specials) and a carpet laying apparatus for forming a trackway attached to the front of five of the regiment’s tanks and referred to as a “Beach Track Laying Device.” All three of the Mk II (Special) tanks were rendered ineffective

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THE DIEPPE RAID | 75TH ANNIVERSARY

ABOVE

Some of the tanks of The Calgary Regiment ready for inspection.

(THE TANK MUSEUM)

RIGHT

T68701R 'Bloody', a reworked Churchill Mk III. She towed the Daimler Scout Car 'Hunter' ashore, the cable still attached. A Universal Carrier can be seen in the lower left-hand corner of the photo.

dig-in. In tracked vehicles, the strain of rocks caught between drive sprockets and tracks caused pins holding the track links together to break, immobilising the tank. To alleviate this problem, it was planned to have four man teams of Royal Canadian Engineers, in each of the six Tank Landing Craft scheduled to land in the first wave, who would run out ahead and roll out chespaling tracks. Chespaling was flexible roll chestnut fencing which it was thought would enable vehicles to get off the beach. 72 www.britainatwar.com

Because of the weight, and taking into account the probability of high casualties amongst laying teams, it was decided an alternative method of deploying chespaling was required. Major B. Sucharov, Royal Canadian Engineers (commanding the engineers Beach Assault Party), was assigned to develop a device to enable tanks to cross the beach and get over the seawall onto the promenade. Major Sucharov came up with a beach track laying device using chespaling with apparatus that carried two rolls,

one for each track, suspended about 24in in front of each track on a spindle. The apparatus was mounted low enough to allow the commander a clear field of vision and a clear field of fire for turret armaments. Each ‘roll’ had a 14-gauge metal disc shield, 3ft in diameter, to prevent fouling on the brackets and spindle. Each roll was 3ft wide and 25 to 30ft in length when unfurled, with weighted ends that on release fell to the ground with the tracks themselves automatically deploying them as the tank advanced. For the landing at Dieppe, the plan was that the tanks would land on the main beach in successive waves. Accordingly, the first tank in each Tank Landing Craft of TLC Flight 1 (Red Beach) and TLC Flight 1A (White Beach) would be fitted with the beach track laying device. This meant five of the first six tanks of The Calgary Regiment would be fitted with the device. It was not possible for the sixth tank to be fitted, as it was already modified with a flamethrower.

TOTAL LOSS

All tanks fitted with the beach track laying device were lost. T31124R (Chief), a Churchill Mk I, carried in Tank Landing Craft 1 (No.145) and commanded by the Officer

75TH ANNIVERSARY | THE DIEPPE RAID LEFT

Commanding “C” Squadron, Major A. Glenn, prematurely laid its chespaling, and having jettisoned the beach track laying device, remained on the beach. For a time, Glenn kept his tank in a position from which he could observe the promenade and both flanks of the beach, when not obscured by smoke. After moving down the beach to the area in front of the casino, Chief returned to take a position near the beached Tank Landing Craft 3 (No.159), and turned broadside to protect the men sheltering behind the beached craft. T68173 (Cougar), a Churchill Mk III, carried in Tank Landing Craft 2 (No.

127), No.13 Troop, “C” Squadron was the Troop Leader’s tank, commanded by Lieutenant T.R. Cornett. Cougar successfully crossed the beach having laid its chespaling and crossed the seawall onto the promenade, having only jettisoned part of its beach track laying device. After turning to the west, it was immediately hit by a 75mm round, jamming its turret. After this,

Another view of 'Company' being inspected by the Wehrmacht. Once disabled, her hullmounted 3in howitzer did not have the elevation to fire over the ridge. Only her 2Pdr and coaxial 7.92mm BESA could be used.

it was only able to engage the tobacco factory with its main armament. Eventually, having broken one track and losing the other to enemy fire, it was destroyed by its crew prior to their retiring to the beach. CO “B” Squadron, Major C.E. Page’s tank, T31135R (Burns), Burns), a Churchill Mk Burns I landed by Tank Landing Craft 4 (No.126), removed its device prior to

landing because it had been damaged. Burns advanced across the beach, but found its path obstructed by an antitank ditch along the esplanade wall. Attempting to avoid it, the tank’s right track was broken by enemy fire, the momentum of the surviving left track pulling the tank into the ditch. Burns was immobilised, pointing down, and unable to fire. Another Mk III, T31655 (Buttercup), carried in Tank Landing Craft 5 (No.121), as part of No.9 Troop, “B” Squadron. This was the Troop Sergeant’s tank, commanded by Sgt J.D. Morrison. This tank successfully laid its chespaling and, having crossed the beach, wire, and seawall, jettisoned its device and engaged enemy targets on the west headland and in the seafront buildings to the west of the casino. Later, it returned to the beach taking up a position on the water’s edge. It could not be destroyed by its crew prior to their withdrawal due to the number of wounded infantry who had sought shelter behind it. A third Mk III Churchill, T68557R (Bob), Bob), landed by  Bob

LEFT

T68881 'Ringer', a Churchill Mk II of RHQ, The Calgary Regiment. She lost a track but fought until running out of ammunition. What appears as white tape across the rear hull is in fact the rear apron of the waterproofing basic sealing kit for a Churchill tank. BELOW

T31135R 'Burns', another reworked Churchill Mk I. After crossing the beach, the tank was obstructed by an anti-tank ditch dug along the esplanade wall. A hit to the right track caused Burns to be pulled into this ditch by the forward momentum of her left track, leaving her immobilised and unable to use her armaments.

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THE DIEPPE RAID | 75TH ANNIVERSARY

IMAGE

T31137R 'Bolster', a Mk I and the third tank to land from LCT-4. She had her right track broken by the chert but still exhausted her ammunition.

RIGHT

T68880 'Blondie', a Mk III. She towed a Daimler Scout Car, 'Hare', seen in shot. Blondie was disabled on Red Beach but still expended all her ammunition.

BELOW

The fallen line Dieppe's beaches. (BUNDESARCHIV)

Tank Landing Craft 6 (No.163) and the Troop Leader’s tank for No.6 Troop “B” Squadron, was commanded by Lt J.H. Dunlop. This tank also removed its device prior to landing. It landed and successfully crossed the seawall, where it engaged enemy targets with the 6pdr until eventually returning to the beach, where it took up a position to cover the withdrawal of the infantry. Of the 30 tanks that attempted to land, two were drowned and 27 made it ashore, the remaining tank returned to Britain having been unable to land. Of those ashore, 15 crossed the seawall and, of these, ten returned to the beach where four were immobilised by rocks breaking their tracks. None of the remaining tanks were able to leave the beach. Eleven had their tracks broken, four by the chert, four by enemy fire,

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and three by other causes. Only one tank remained mobile. In all, the regiment lost four Churchill Mk Is, four Churchill Mk IIs, three Churchill Mk II (Special) tanks, and 18 Churchill Mk IIIs. This left the regiment with a remaining strength of two Churchill Mk Is, 11 Mk IIs, and 19 Mk IIIs; a total of 32 tanks. Of the 32 officers and 385 other ranks of regiment who embarked for Operation Jubilee, two officers and ten other ranks were killed and 15 officers and 146 other ranks taken prisoner, of whom two officers and 125 other ranks were wounded. Only two members of the regiment were evacuated, along with the 15 officers and 229 other ranks who remained offshore until ordered back to England. These were all from “A” Squadron, and 11, 12, and 14 Troops of “C” Squadron, along with other elements of the regiment. 

75TH ANNIVERSARY | THE DIEPPE RAID LEFT

The Daimler Scout Car, 'Hunter', abanded on the beach. (BUNDESARCHIV)

Allocation of Churchill tanks of The Calgary Regiment (Tank), CAC, to Landing Craft, Tank, that landed at Dieppe.

LCT Flight:

LCT Number:

Census Number (Tank):

Type:

Name (Tank):

Sub Unit:

LCT Flight 1

LCT-1 (No.145)

T31124R T31878R T68559R

Mk I w/BTLD* Mk I Mk III

Chief Company Calgary

‘C’ Sqn HQ

LCT Flight 1

LCT-2 (No.127)

T68173 T68171 T68696

Mk III w/BTLD Mk III Mk III

Cougar Cheetah Cat

13 Trp ‘B’ Sqn

LCT Flight 1

LCT-3 (No.159)

T31862 T32049 T68875

Mk II (Special) Mk II (Special) Mk II (Special)

Bull Boar Beetle

8 Trp ‘B’ Sqn

LCT Flight 1A

LCT-4 (No.126)

T31135R T68352 T31137R

Mk I w/BTLD Mk II Mk I

Burns Backer Bolster

‘B’ Sqn HQ

LCT Flight 1A

LCT-5 (No.121)

T31655 T68561R T68759R

Mk III w/BTLD Mk III Mk III

Buttercup Blossom Bluebell

9 Trp ‘B’ Sqn

LCT Flight 1A

LCT-6 (No.163)

T68557R T68560R T68558R

Mk III w/BTLD Mk III Mk III

Bob Bert Bill

6 Trp ‘B’ Sqn

LCT Flight 2

LCT-7 (No.124)

T68177R T68175 T68701R

Mk III Mk III Mk III

Beefy Bellicose Bloody

10 Trp ‘B’ Sqn

LCT Flight 2

LCT-8 (No.125)

T68881 T31923R T31925R**

Mk II Mk II Mk II

Ringer Regiment Rounder

RHQ

LCT Flight 2

LCT-9 (No.166)

T68760R T68176R T68880

Mk III Mk III Mk III

Brenda Betty Blondie

7 Trp ‘B’ Sqn

LCT Flight 2

LCT-10 (No.165)

T68702R T68870 T68704R

Mk III Mk II Mk III

Caustic Canny Confident

15 Trp ‘C’ Sqn

*Beach Tack Laying Device. ** T31925R Rounder of RHQ did not land and returned to the UK.

ACKNOWLEDGEMENTS

Thanks to Clive M. Law (Service Publications, Ottawa, Canada), and Ms. Meghan Lang-Ferguson for assistance in the preparation of this article. This article is dedicated to the memory of the author’s writing mentor and long-time friend, Clive M. Law, who passed away peacefully on 10 June 2017. Further Reading: Tonner, Mark W., The Churchill Tank and the Canadian Armoured Corps, (ISBN 978-1-894581-66-00), November 2011, Service Publications, PO Box 33071, Ottawa, Ontario, Canada, K2C 3Y9 http://www.servicepub.com/ Tonner, Mark W., The Churchill Tank in Canadian Service (Canada Weapons of War Series), (ISBN 978-1-894581-677), July 2010, Service Publications, PO Box 33071, Ottawa, Ontario, Canada, K2C 3Y9 http://www.servicepub.com/ Tonner, Mark W., Tank-based Devices used by the Calgary Regiment at Dieppe, on 19 August 1942, November 2013, MilArt-Articles on Canadian Militaria (Service Publications, PO Box 33071, Ottawa, Ontario, Canada, K2C 3Y9) http:// servicepub.wordpress.com/2013/11/10/ tank-based-devices-used-by-the-calgaryregiment-at-dieppe-on-19-august-1942/ https://servicepub.wordpress. com/2013/11/10/tank-based-devicesused-by-the-calgary-regiment-at-dieppeon-19-august-1942/

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THE DIEPPE RAID | 75TH ANNIVERSARY

THE NAVAL DIMENSION

SMOKE, SHELLS & CHAOS

Professor of Naval History, Eric Grove, unpicks the chaos of the landings at Dieppe, and the dramatic and costly evacuation of the remnants of the valiant assault force. ABOVE

HMS Berkeley ahead of scuttling. (ALL IMAGES VIA

AUTHOR UNLESS OTHERWISE STATED)

BELOW

The ORP Ślązak returns home following Dieppe.

T

he assault force, on paper, looked potent. Some 240 ships in all, not including small landing craft. It contained eight Hunt-class destroyers - two acting as command ships. Two minesweeper flotillas were also involved, with nine Landing Ship, Infantry (LSI) (carrying 75 landing craft), seven

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groups of 78 American-built Landing Craft, Personnel (Large) (LCP(L)), two flotillas of 24 Landing Craft, Tank (LCT), and six ‘Landing Craft, Flak’ (LCF), converted LCTs with their ramp welded shut and a deck fitted. First used at Dieppe, they were typically armed with eight 20mm Oerlikon cannon and four 2Pdr ‘pom-poms’. There was an additional escort of 12 motor gunboats (MGBs), four steam gunboats (SGBs) and 20 motor launches (ML). A Royal Marine Commando, including a unit tasked with capturing code material, was to be landed in Dieppe harbour by the heavilyarmed river gunboat Locust and Free French submarine hunters. Most of these assets formed Group 13 led by the sloop Arlesford but Locust sailed with the main force to provide extra gunfire support. However, there was a big capability gap. The ‘Hunts’ were armed with

4in guns, only able to give limited support. The Royal Navy was unwilling to risk larger ships off a hostile coast in the absence of air superiority. The planner of the raid, Lord Mountbatten, repeatedly petitioned for heavier support, but such requests were left wanting. Losses so far had advised caution, but it should have been evident to the risk-averse Admiralty the request was necessary. An alternative was heavy air attack but this was ruled out on a reluctance to cause French casualties. It would have been better to have cancelled Jubilee, but it had too much momentum. Given the level of fighter support planned a capital ship or monitor should certainly have been risked. The first requirement was to sweep a passage through the German minefield laid to protect coastal shipping. Two flotillas were tasked with this. First was the 9th, with all four diesel Bangor-class vessels; Blackpool, Bridlington, Bridport and Bangor, and the reciprocatingengine versions of the same class;

75TH ANNIVERSARY | THE DIEPPE RAID LEFT

Sidmouth, Bude and Rhyl in addition to the turbine-powered Bangor variant, Tenby. The second was the 13th, again, all with Bangor-class vessels; the reciprocating-engined Blyth, Eastbourne, Stornoway and Felixstowe, and the turbine-powered Clacton, Ilfracombe, Polruan and Rothesay. These flotillas successfully swept two channels.

Bardia Raid, Greece, Crete, Syria and Malta Convoy veteran, HMS Glengyle. The Infantry Landing Ship (Large) was disguised as a tanker ahead of Dieppe.

DANGEROUS SHORTCUT

The assault shipping was divided into 13 groups. They sailed from Portsmouth, Southampton, Newhaven and Shoreham late on 18 August. The confusion which had been a feature of rehearsals soon reoccurred. Shortly after midnight, the requisitioned ferryturned-LSI HMS Queen Emma, entered the wrong channel, leading the LSIs of Groups 1, 2 and 3, Prince Albert, Princess Beatrix, Invicta, and Princess Astrid, down the eastern lane, overtaking the destroyer Fernie, which was leading the landing craft of Groups 5 and 8. This was in spite of the signals and orders

from HMS Calpe, the destroyer carrying the naval commander, Captain HughesHallett, which had taken station ahead of the force traversing the western lane, which Queen Emma was supposed to be amongst. The large landing ship HMS Glengyle led Group 4 correctly through the western passage with Calpe on point and escorted by Brocklesby and the Polish

ORP Slazak to her lowering position 10 miles off Dieppe. Locust could not keep up and took a dangerous shortcut over the minefield with ML291, protected only by their shallow draft. The landing ships carrying out the planned flanking attacks, launched at positions several miles east and west of Dieppe, were the first into action. Group 1 with HMS Prince Albert was to lower six LCA and an LCS with No.4 Army Commando, led by Lt-Col Lord Lovat, tasked to land at Orange Beach and destroy the 5.9in battery southwest of Dieppe. Group 2, with Princess Beatrix and Invicta, carried the South Saskatchewan Regiment in 12 landing craft and an LCS. They were bound for Green Beach at Pourville. On the other side of Dieppe, Group 3, were to land the Royal Regiment of Canada at Puys, in 10 LCA, a LCM, and with a LCS in support. Finally, Group 4, with the large LSI Glengyle and the smaller Prince Charles and Prince Leopold, hoisted out the Royal Hamilton Light Infantry and the Essex Scottish, to assault Red and 

LEFT

HMS Albrighton leaving Dieppe, guns blazing, behind a smokescreen. (COURTESY OF THE

NATIONAL MUSEUM OF THE ROYAL NAVY)

BELOW

Elements of the Dieppe raiding force, taken from HMS Albrighton. (COURTESY OF THE

NATIONAL MUSEUM OF THE ROYAL NAVY)

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THE DIEPPE RAID | 75TH ANNIVERSARY RIGHT

ML230 with small landing craft.

White Beaches - Dieppe itself. They were carried in 26 LCA, two LCM and supported by three LCS. Groups 1, 2 and 3 had their craft in the water by 0300 and Group 4 by 0320. All seemed well, as the Naval Staff History recorded: ‘There had been some inevitable deviations from the programme, but they had been neither numerous nor important.’ Then, a firefight erupted on the eastern flank.

THROWN INTO DISARRAY

RIGHT

Wounded British soldiers climbing aboard a destroyer during the evacuations from Dieppe. (THE CANADIAN

PRESS/PA ARCHIVE)

BELOW

Exhausted British and Canadian troops assembled at the quayside in Newhaven. (PA ARCHIVE)

The firefight involved Group 5, 23 LCP(L) carrying No.3 Army Commando (tasked with attacking batteries northeast of Dieppe) and led by Commander Wyburd in SGB 5. There was also an escort, ML 346 and LCF 1. It ran into a German convoy of eight ships, some towing barges, escorted by two submarine chasers, one (UJ 1411) ahead, the other (UJ 1404) astern. Armed trawlers were also on each beam, each with a single 88mm gun, 20mm cannon and assorted small arms. The convoy had been spotted by British radar and two messages were sent to Hughes-Hallett, but neither were received by Calpe or the destroyers on the eastern flank. Fernie picked up a warning but assumed the other ships had and did not forward it. Therefore, the first sign of trouble was the explosion of an 88mm starshell at 0347. The trawlers concentrated on SGB 5, which was soon disabled, her boilers and communications knocked out. However, her guns inflicted damage on the German ships. The LCF joined in, giving a firepower

advantage with her guns. UJ1404 sank and UJ1411 was damaged along with a trawler, but the British group was thrown into disarray. Wyburd and the Commando’s chief, Durnford Slater, decided to abandon the operation and took to an LCS to report this to the land commander, Major-General Roberts, embarked on Calpe. Lieutenant A. D. Fear RNVR, in ML 346, which had contributed to the action with her 3Pdr gun and 20mm cannon, had different ideas. He rounded up five LCP(L), containing about 100 men, and headed to Yellow Beach 1. LCP(L)15, Sub-Lieutenant Henry Buckee, pressed on for Yellow Beach 2. He landed Major Peter Young’s 20

commandos, they attacked the targeted battery from the west. Fear’s boats came in on the other side and made an opposed landing. ML346 supported this manoeuvre, driving off a German trawler and forcing the tanker Franz to be abandoned; she floated ashore and grounded. ML346 then returned to support the commandos. A sixth LCP(L) now added its troops. The 6.7in gun battery fired, erratically, against the small amphibious group rather than firing at the main force. Two LCP(L), 42 and 81, were sunk. Then a Very Light was fired from the beach and, believing this to be the evacuation signal, the four surviving LCP(L) came in expecting to evacuate the commandos. However, the men did not appear and all LCP 157 could do was evacuate the RN Beachmaster, and his party, trapped under heavy fire. She then drifted onto the rocks and LCP(L) 85 rescued those aboard. LCP(L) 1, 78 www.britainatwar.com

75TH ANNIVERSARY | THE DIEPPE RAID

which tried to assist, went aground also but was able to re-float and escape. ML 230 covered the survivors to the ‘Boat Pool’ offshore. Only one commando escaped, swimming to an ML positioned offshore. While seemingly abandoned, captured, or annihilated, Young’s party was, however, not only successful in diverting the target battery’s attention, but in being successfully evacuated despite the chaos. Buckee and LCP(L)15, covered by ML346, successfully got the party aboard and returned to Newhaven. The guns of the battery were not back in action until 0900, long after the main landings had been carried out.

ALL WAS NOT WELL

On the opposite flank, No.4 Commando were landed on schedule by HMS Prince Albert’s landing craft, covered by its LCS, MGB 312, and SGB 9. The commandos had considerable success neutralising

this battery, only two guns coming back into action and not until after 0900. The Commando was re-embarked and was in Newhaven by 1745. As HughesHallett wrote, the assault had been ‘carried out strictly according to plan.’ Sadly, all was not well elsewhere. On Blue Beach, there had been significant delay and it was light by the time landing craft approached the shore. Despite the best efforts of LCS 8 and 25, the defences could not be subdued. Most of the Canadians became casualties and a LCA trying to approach the beach was sunk. A message was sent to evacuate survivors but only two vessels picked it up and LCA 209, overloaded by the retreating soldiers, sank with almost everyone on board. A few LCP(L) sent to evacuate the Yellow Beach commandos appeared off Blue Beach and rescued nine Canadians clinging to an upturned boat. HMS Garth, attempting to support the attack with gunfire, signalled Calpe that evacuation was necessary. Lt Cmdr Goulding, the Group Commander, boarded ML 291 and gathered together landing craft. His attempt, and a following one by Princess

Astrid LCA were driven off. Those left Astrid’s ashore could only surrender. On Green Beach (Pourville), things were better - if only a little. While remaining mostly undetected and unopposed, there was confusion about the precise landing point and LCS 9 was sunk trying to land the group senior officer, Lt Cmdr Prior. He eventually got ashore, but LCA 170 was unable to land the naval Beachmaster (who was wounded) and his party and withdrew. Group 6 did land the reinforcing Queens Cameron Highlanders at 0550, although their CO was killed immediately. Having landed in the wrong place, the bulk of the South Saskatchewan Regiment, landed to support the Commando, struggled to cross a defended bridge and stalled until the VC-earning actions of their commander, Lt-Col. Charles Merritt VC. (see page 89)

ABOVE

Wrecked landing craft and British and Canadian dead and wounded on Dieppes beaches. (BUNDESARCHIV)

TANK SUPPORT

The landings on Red and White beaches had developed into a shambles. On Red Beach, the Essex Scottish landed in 16 LCA launched by Prince Charles and Prince Leopold. On White Beach, the 

LEFT

The destroyer HMS Calpe laying a smokescreen with chlorosulfuric acid or titanium tetrachloride sprayers on her stern.

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THE DIEPPE RAID | 75TH ANNIVERSARY land her tanks and get away. LCT 159 was hit and although she landed her tanks could not get off the beach. A similar fate befell LCT 121. Meanwhile, LCT 163 made no less than three attempts to land before, using the wreck of 145 as cover, she was able to do so The LCT of Group 9 arrived half an hour later. LCT 124 landed her tanks and withdrew, LCT 125 was ordered off after landing one tank. She tried again and although all her crew became casualties she managed to land a second Churchill before her secondin-command got her away and she was taken in tow by Arlesford. LCT 165 had her steering gear damaged but still landed her tanks and withdrew. In all, 28 out of 30 Churchill tanks attempted to be landed were put ashore. LCF 2, with a more powerful armament than her sisters, moved in to give what support she could but was sunk, much of her 60 crew of marines ABOVE

Allied troops prepare for their landing at Dieppe.

(PA ARCHIVE)

RIGHT

LCMs, loaded with Universal Carriers and troops, LCMs alongside HMS Albrighton. (COURTESY OF THE

NATIONAL MUSEUM OF THE ROYAL NAVY)

BELOW

A wounded Canadian is disembarked from the Polish destroyer ORP Ślązak at Portsmouth on return from Dieppe.

casino, and, unable to see through the smoke, sent his reserve into Red Beach, the Fusiliers Mont Royal. The result was further casualties and loss of three craft from Group 7. The Commandos were sent into White Beach, to cover the right flank of the Canadian advance. Witnessing the futility, the CO, Lt-Colonel Phillips, ordered the craft away. He was killed, but most of his unit survived. Nearby ships signalled Calpe that all was indeed lost.

VANQUISH

There was no alternative. The code word ‘Vanquish’ was sent at 0950. There was confusion as to when the evacuation would start, but it was delayed to allow for an air-delivered smokescreen. Brocklesby shelled the headland at Pourville and another destroyer the eastern headland. Landing craft were instructed to return to their original beaches to lift troops, but only

Royal Hamilton Light Infantry came ashore in Glengyle’s twelve LCA and two LCM. Fire support was given by four destroyers, three LCS, and Locust. The troops landed at 0523 with little opposition, but then were pinned down by fire. Tank support would have been useful, but Group 8, led by Admiral Beatty’s son in ML 343, was 10 minutes late because of navigational problems. As they came in, they were covered by the 2Pdr and 20mm guns of LCF 2 and 6, but the Germans were able to concentrate heavy weapons on their tank landing craft. LCT 145 beached successfully and landed her three Churchills but was sunk as she withdrew, as was LCT 126. LCT 127 was hit and most of her crew became casualties, but she was able to and sailors lost. The situation ashore was hopeless, and the ten following LCT, Groups 10 and 11, were ordered to return without landing. They left, accompanied by Garth, running short of ammunition, and Arlesford, with LCT 125 in tow. Locust now moved to lead the attack on the harbour, but was hit and it was decided to abandon that landing, ending any attempt to land an Enigma ‘snatch’ force. The gunboat continued to bombard German positions. It was then decided to transfer the Royal Marines from her group to five LCA and two LCM held in the ‘Boat Pool’. They would act as reserve for White Beach. In reality, the only option was withdrawal but Major-General Roberts was misled by reports of success at the

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LCA and LCM were to be used as the fire was too heavy for LCP(L) and LCTs. Seven of Prince Leopold’s LCA and her LCS should have arrived at Red Beach but arrived at Green Beach instead. One left to go to her intended destination but two more LCA arrived. The destroyers Albrighton and Bleasdale provided cover. The Naval Staff History recorded: ‘there was a rush to board the craft and many casualties occurred during the re-embarkation; ramps became jammed with dead and wounded and some of the craft were overloaded and shipped a lot of water.’ LCA 215 was sunk; the others transferred their survivors to the destroyers. At 1100, the scheduled time for withdrawal, four of Invicta’s LCA went

75TH ANNIVERSARY | THE DIEPPE RAID

to Green Beach. LCA 317 was badly hit and abandoned, the overloaded LCA 251 sunk 200yds offshore. LCA 214, also overloaded, was towed to Albrighton and sank alongside her. LCA 202 sank alongside Bleasdale having transferred her troops and crew. There were a few more trips, supported by Brocklesby, Locust and SBG 9. LCA 250 and 315 returned to the beach at 1215 but found no-one. The heavy smokescreen laid over Red and White Beaches was as much a problem as an asset, as it interfered with fire support. The taskforce lent what support it could, and HMS Prince Charles’ flotilla sent eight LCA to Red Beach but six were sunk. Only two embarked troops. Four of Princess Astrid’s craft went to White Beach under heavy fire. One was sunk, but the others took off about 70 troops each - twice the normal load. One transferred its men to LCT 124, which was then hit and sank. LCA 314 went alongside another LCT and sank after transferring men to LCT 163. Six

craft from Glengyle and Prince Charles then approached White Beach. A small group of Canadians fighting around a beached LCT were evacuated, followed by a rush of other troops, which upset the trim of one LCA which subsequently sank. Two more craft were lost. Prince Leopold’s flotilla, already having carried out the evacuation at Green Beach, went in. The destroyers signalled them to withdraw but some touched down. Others rescued troops swimming in the water. The last craft to leave was LCA 186, which rescued swimmers off White Beach but was unable to approach the shore to save the few troops left there.

VULNERABLE TO AIR ATTACK The assets available for the evacuation were more limited than they might have been, because of the chronic confusion that characterised the whole operation. LCF 1, badly hit, perhaps understandably, misunderstood the withdrawal signal and led a number of LCA to Britain without lifting

anyone. More seriously, Commander McLintock, in charge of the ‘Boat Pool’, received a garbled message leading him to withdraw a large number of LCP(L). These were not intended to pluck troops from the beaches, but may have stood off and accepted troops from lighter craft. McLintock compounded the error by ordering other LCA to join him, increasing overcrowding in vessels participating in the withdrawal. HMS Brockelsby closed to within 500yds of the shore to provide support, and was repeatedly hit. Her engines were briefly disabled, and she grounded but was able to re-float and, still firing, retired behind the smoke. At 1240 Calpe, with two LCA off her bows, approached the beach. She exchanged fire with guns ashore but found no troops awaiting. Locust, busy bombarding the eastern flank, was considered for further support but, as it was reported soldiers ashore were surrendering, this was abandoned. The massive air battle, the largest for the RAF since the Battle of Britain, had started strongly, but ultimately had not gone the RAF’s way. German strength in the air, on account of a summer of RAF strikes against the northern European coast, had increased. Although initially unhindered by the Luftwaffe, the taskforce became increasingly vulnerable to air attack as the operation progressed. HMS Berkeley had been bombarding White Beach, as she withdrew she was attacked by Do 217 bombers and Fw 190s, one of which scored two hits. Her back broken, she was abandoned - finished off with torpedo from Albrighton. It was all a most dismal end to Jubilee, and the codeword for withdrawal, Vanquish, could not have been more prophetic. 

LEFT

A German medic treats a captured British soldier.

(PA ARCHIVE)

BELOW

The scene of destruction left behind at Dieppe.

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THE DIEPPE RAID | 75TH ANNIVERSARY

THE RAF AT DIEPPE

IN MAXIMUM STRENGTH

Not only was the air component an essential offensive and defensive element of Operation Jubilee, but it also gave the RAF its long-awaited opportunity to have the major confrontation with the Luftwaffe it had wanted since the Germans had turned their attentions eastwards in 1941. ABOVE

RAF pilots gather around a 43 Squadron Hurricane at Tangmere immediately after the Dieppe raid.

B

y the end of that August day in 1942, the RAF and the Luftwaffe had engaged in what must be regarded as the greatest air battle of the war - if only in terms of the sorties flown and aircraft lost in combat, on both sides, in the space of just sixteen hours. However, and despite the tragic losses on the ground amongst the Canadian forces, the RAF were able to claim the day as a victory. Clearly, the RAF’s involvement was offensive as much as it was defensive on that day, but in order to better understand the role of the air force in

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Operation Jubilee, then the following extract from a Combined Operations HQ order of 31 July 1942 best serves to illustrate what was expected of its pilots and aircrew :-

AIR SUPPORT

Air action in direct support of the landings will be provided as follows: (i) Two gun positions south of Jubilee which threaten the landings at Red and White beaches will be attacked by Hurricane bombers and day bombers. These positions will be attacked approximately five minutes before the landing craft are due to touch down.

(ii) If weather permits, aircraft will lay smoke on and bomb enemy gun positions on the headland to the east of Jubilee harbour during the final approach of the landing craft to Red and White beaches. (iii) Close support fighters will attack the beaches (Red and White), the buildings overlooking these beaches and gun positions on the headland to the west of Jubilee as the landing craft finally approach and the first troops step ashore at Red and White beaches. (iiii) A Spitfire squadron will attack the gun positions 4½ miles west of Jubilee in support of the attack on these positions

75TH ANNIVERSARY | THE DIEPPE RAID made by Commando troops previously landed at Orange beach. Air Support will be provided as follows during the withdrawal: (i) Fighter cover will be increased to maximum strength. (ii) Bomber and Fighter squadrons will be maintained at ‘Readiness’ in maximum strength to engage targets and to cover the withdrawal. Given the sheer scale of the RAF’s part in the operation, the number of units involved, the number of sorties and of individual engagements, it would be impossible in this brief coverage to do any more than give this brief overview of the air component’s role which should be viewed in conjunction with the Order of Battle (page 67). Instead, we look at the experiences and comments of just some of the pilots who served with the RAF and Allied air forces during Operation Jubilee. Whilst the overwhelming number of sorties flown that day were flown by RAF Fighter Command, a great many sorties were flown by Bomber Command. Amongst these were the Douglas Boston aircraft of 226 Sqn flown by Plt Off Kenneth Warwood which had been engaged on smokelaying operations. Very often, it is the fighter-boy’s stories which are told and re-told, but Kenneth’s remarkable tale from Dieppe is worth relating - in full and in his own words. It was his second sortie over Dieppe that day: ‘Our second operation was lown in Boston AL680 (MQ-L) in an aircraft itted with smoke installation things to lay smokescreens. They looked like Calor gas cylinders. Four of us went back to Dieppe in the afternoon. We let go the smoke which came out of the bomb bays and then 

LEFT

A large of number of Canadians also participated in the air, and Flt Sgt B M Zobell of 401 (Canadian) Sqn managed to limp home in Spitfire BS120 after being hit whilst attacking a Do 217. He was wounded by glass splinters in his left eye.

LEFT

Camera gun frames showing a Do 217 under attack over Dieppe. Amongst the squadrons engaging the Dorniers that day was 332 (Norwegian) Sqn.

BELOW

A Boston mediumbomber over Dieppe on 19 August 1942.

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THE DIEPPE RAID | 75TH ANNIVERSARY RIGHT

Flt Lt L E Disney of 165 Sqn with his Spitfire 'Elsie'. He claimed a half share of a damaged Do 217 and a damaged Ju 88. CENTER

Flt Lt E W CampbellColquhoun, also of 165 Sqn, shared a Do 217 damaged over Dieppe.

BELOW

A group of pilots from 43 Sqn take an unusual form of transport back from Dispersal at RAF Tangmere after the Dieppe raid.

turned in towards land. We got hit in the port engine and it was just hanging of because of a direct hit from a shore battery. We then lost the canopy, and then the whole tail was shot of. We lopped into the water as were only at about ten feet. I had thrown my helmet of, and the next thing, I woke up. I had been thrown through the nose, which luckily had no Perspex due to the lak hit. I still had my ‘K’ type dinghy and seat and was thrown about 40 yards into the water. The seat had collapsed, but was still strapped to me – complete with the ammunition stowed under the seat! The other two were in the dinghy (which was damaged) and they disconnected me from the seat. I was semi-conscious all the

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time. They started baling, and I was telling them how to set course for home! I had light splinter damage to my right arm and had damaged my back – which still hurts today, especially in the evenings. But there is nothing that can be done. The other two were totally uninjured. The aircraft sank very quickly and we were bobbing about for 14 hours. We had crashed at about 14.15 hours. We were picked up by an E Boat, together with Fg Of Emil Landsman (a Spitire pilot from 306 sqn) and two engine-room men from the Newhaven ASR launch, at 04.00. He just sailed right up to us as if he knew we were there. The crew were very nice. They gave me clothes, and some rum, and were all quite

happy about it. They took us to Fecamp and then by car to a FW 190 airield which was an hour away on the road to Rouen. Then we went by van to Rouen, then Le Bourget. Here, there were a lot of us where we were interrogated by the Luftwafe. A nice, older chap. He said he had just been in Guernsey and ofered me some chocolate. He told me he had a factory in Wuppertal and another in Bradford – he wanted to know if Bradford had been badly bombed!’ Sgt ‘Johnny’ Staubo, a Norwegian flying with the Spitfire-equipped 332 (Norwegian) Sqn was one of the many pilots who became POW that day: ‘I was lying as ‘Yellow 4’ and while we were lying in loose formation under the clouds, a FW 190 came out of the clouds right in front of me. I shot him down, and saw him crashing into the sea. This war later conirmed by Sgt Aarlot on his return to RAF Manston. After a while, Wg Cdr Scott-Malden, who was leading our squadron, ordered us to re-group and go home. Just as were were diving we were jumped by some other FW 190s and I ended up in a dogight. I was shot down in a head-on attack and was slightly wounded in my right hand. I then had to bail out and landed in a ield of the coast and was immediately taken prisoner. Later, I was shot through my right lung when I tried to escape, but I ended up in Stalag Luft III.’ Another pilot of the same squadron, Sgt Marius Erikson, had rather better luck than Staubo. Surviving encounters with the German fighters, he engaged a number of Dornier 217s which were

75TH ANNIVERSARY | THE DIEPPE RAID

being sent out to attack the raiding force of shipping and landing craft: ‘At about 1,500 to 2,000 feet, just of the coast, about 5 to 8 Dornier 217s came lying outwards towards our ships. One of them I got. It was a mad chase. Can also remember a Spitire appearing in my sights (from underneath) and I was iring my guns. After all, we had for so long been wanting a chance like this – all of us. It was the irst time we had seen the 217. It had some kind of dive brakes as far as I remember.’ Perhaps summing it all up succinctly are the words of Flt Lt John Ellacombe of 253 Sqn: ‘I completed three tours of operations during the war, was shot down four times, served 34 years in the RAF, which included

many tough assignments, but I am sure that this was the most dramatic of them all.’ It had, indeed, been a most dramatic day. When the day drew a close, and the surviving pilots and aircrew of both sides retired wearily and thankfully to their beds, the RAF had flown some 3,000 sorties and the Luftwaffe nearly 1,000. Losses on the RAF side had seen around 100 of their own aircraft destroyed, and around 50 aircraft lost on the Luftwaffe side. In total, the RAF had lost 64 pilots and aircrew killed, 17 POW, 42 wounded and 5 injured. The Luftwaffe fighter force (excluding bomber losses) had suffered 14 killed or missing and 7 wounded. Air Marshal Sir Trafford LeighMallory, who had more fighter squadrons available to him on the day than had Dowding during the Battle of Britain, sent the following signal to his fighter pilots: ‘So intense has been the battle that I have had to make far greater calls on all squadrons than I ever anticipated, or I would have imagined you could have undertaken. I thank you for your cheerfulness and keenness with which all sorties were carried out and congratulate you all most heartily upon the brilliant result of the days ighting.’ 

TOP LEFT

Plt Off H C Richardson was another of 165 Sqn's pilots in action that day, also claiming a half-score in a damaged Ju 88. ABOVE

Plt Off H L Pederson, yet another pilot of 165 Sqn, claimed a 'shared' Do 217 but had his windscreen shattered by return fire. LEFT

Fg Off D Warren and B Warren were twins who served on 165 Sqn and were in action over Dieppe. In true fashion, as twins, they shared a Ju 88 as 'damaged'.

ACKNOWLEDGEMENT

With thanks to Chris Goss for his assistance in compiling our section on the RAF’s participation at Dieppe in these special content pages. Further Reading: ‘The Greatest Aire Battle: Dieppe 19 August 1942’ by Norman Franks. Published by Grub Street. ISBN 0-948817-58-5)

LEFT

Sqn Ldr Hubert 'Jim' Hallowes, led the succesful 165 Sqn over Dieppe, with himself claiming one Do 217 destroyed and another damaged.

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THE DIEPPE RAID | 75TH ANNIVERSARY

FIGHTER–BOMBERS OVER DIEPPE FW 190'S FIRST BIG BATTLE

The Luftwaffe response to the Dieppe raid was robust, with the resolve of the defending German pilots not found wanting as Chris Goss describes. ABOVE

Uffz Werner Schammert of 10./ JG 26 getting into his Fw 190 around the time of Dieppe. He would be taken POW on 10 October 1942.

F

ighter-bomber pilot Lt Leopold ‘Poldi’ Wenger of 10/JG 2 and the other pilots of his unit were asleep at their billet near Caen when news of the Dieppe raid came through. Immediately, he and two other pilots were ordered to carry out an armed reconnaissance. However, what happened on take-off he had reason to remember well: “I had lousy luck and at the same time a lot of good luck. Whilst opening the throttle, the undercarriage collapsed and I slid along the grass on my 500kg bomb. It was not a very cheering experience, especially when you know about the explosive efect of the bomb or when you have been able to watch its efect during an attack. So, I missed the irst mission. With a Me 108, I lew from Caen to Ste André to get a new 190 and then back to Caen again. Valuable time was lost, and I was afraid I would be too late and the whole fuss would be over!” The two other pilots managed to attack an unidentified warship, but one FW 190 suffered flak damage whilst

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damage to the other resulted in a forcedlanding west of Dieppe. But 10./JG2’s day was just beginning.

‘THE EFFECT WAS DEVASTATING’

Shortly afterwards, the unit carried out another attack flown by Oblt Fritz Schröter, Lt Erhard Nippa and Lt Gerhard Limberg, and three hits were reported on another unknown ship. Then, at 1033 hours, Wenger with three NCO pilots took off, each armed with a 500kg bomb: “When we arrived over Dieppe, the ighting zone was shrouded in mist, dust and dense smoke. The leet was completely hidden. Everywhere there were muzzle lashes and ashore you could see lots of ires from shot down aircraft and burnt out tanks. In the sea, many aircrew were loating in their rubber dinghies. At exactly midday, we began a low-level attack. At the same moment, a German bomber dived past us into the sea. We advanced in the mist and got to the cause of the smoke screen. All our guns were ired and bombs released at the

same time. A bomb went of under the stern of a destroyer, but then I was shot at by all kinds of lak and because of the ireworks, I couldn’t watch any more. The three other 190s lying with me damaged a few more

75TH ANNIVERSARY | THE DIEPPE RAID

THE AERIAL VICTORS Not surprisingly, both sides made significant air combat claims during the Dieppe operation, including these four fighter pilots of JG2:

ships, and one shot down a Spitire. Still lying at low level, we ired into the packed landing craft. The efect was devastating.” 10/JG2 returned virtually unscathed, but it was the next attack that was the most spectacular. It was witnessed by Gp Capt Harry ‘Broadie’ Broadhurst DSO DFC AFC who was Deputy Senior Air Staff Officer at HQ 11 Group. He flew four sorties that day and took off from Hornchurch at 1230 hours on his third mission, together with Wg Cdr Robin Powell, and recorded the following: “The withdrawal was almost complete and with the exception of a few ships two or three miles of Dieppe, which included the destroyer Berkeley, the convoy was in full progress back towards the English coast.

After cruising around for a few minutes, Wg Cdr Powell separated from me and went down to sea level to see the situation from low altitude whilst I circled the Dieppe area gradually losing height down to 18,000 feet.

I noticed one or two attacks by Dornier 217s whose bombing appeared to be extremely inaccurate, many of them jettisoning their bombs as soon as they were attacked by Spitires. I noticed that the rear of the convoy, i.e. that part of it nearest to the French coast, was being subjected to the most severe attacks and latterly the majority being directed against the destroyer Berkeley which was apparently in diiculties. I called up Hornchurch Control and asked them to suggest to Group Operations that patrols be concentrated over that area, at the same time calling up the ship control and suggesting that he moved the bottom cover squadron to the immediate vicinity of the Berkeley. The ship controller was continuously reporting the presence of Dornier 217s, but I noticed there were several 190s about, some of them carrying bombs. Towards the end of my patrol I saw two Focke-Wulfs dive towards the Berkeley. I dived after them but could not intercept until after they had dropped their bombs, one of which appeared to score a direct hit on the stern of the Berkeley. I closed in to the rear of the Focke-Wulf as he pulled away from his dive and empted most of my cannon and machine gun ammunition into him with good efect....” Four FW 190s of 10./JG2 had taken off at 1250 hours led by Oblt Fritz Schröter. With him was Leopold Wenger, whose recollections were vivid: “…the English were withdrawing everywhere, but the smoke screen did not help them much. I attacked a second destroyer and achieved a direct hit amidships with an SC500 bomb. During the attack, I was under heavy anti-aircraft ire from the destroyer but when the bomb went of, the guns stopped shooting. An explosion followed - simply disastrous. The whole ship was enveloped in a black cloud but then I was chased and attacked by many Spitires and unfortunately could not watch the complete sinking. In the course of this, I had got a 

ABOVE

Survivors being taken off HMS Berkeley.

ABOVE Ofw Kurt Goltzsch of 4./JG2 who claimed two victories at Dieppe.

ABOVE Oblt Egon Meyer of 7./JG2 who also claimed two victoriess at Dieppe.

LEFT

'Poldi' Wenger (left) and Fw Gerhard Limberg whilst converting onto the Fw 190 at le Bourget, June 1942.

ABOVE Oblt Siegfried Schnell of 9./JG2 claimed five victories at Dieppe.

ABOVE Oblt Erich Leie of I./JG2 shot down a Spitfire over Dieppe before being shot down himself. Here, he returns, wounded, to his unit.

www.britainatwar.com 87

THE DIEPPE RAID | 75TH ANNIVERSARY

THE DAY THE TOMMIES CAME This photograph captures a moment in history on 19 August, 1942, when news has just come through of the landings at Dieppe and the bomber aircrews of 2./KG77 are briefed and given their orders before setting off on their first sorties of the day.

RIGHT

HMS Berkeley is finished-off by a British torpedo off Dieppe, 19 August 1942, after being crippled by the fighter-bombers.

landings and running the gauntlet of the Luftwafe and German shore batteries. When it was decided there was no point in continuing the action, the order was given to withdraw. Berkeley, together with other ships, waited ofshore for the last evacuees and was constantly under attack. The ship stopped momentarily to pick up from a landing craft a party of Canadian soldiers; many badly wounded and all sufering from shock and exhaustion. We made the walking wounded as comfortable as possible and handed round cigarettes. When this was accomplished, I grabbed a tea urn and made my way to the galley to make tea for them. Just as I got into the galley and turned on the tap of a large hot water tank a bomb struck the ship just forward of the bridge, breaking its back. The blast broke through the bulkhead and I was enveloped in boiling

pick up survivors. Unfortunately, all the Canadian soldiers in the forward mess deck and 15 of the ship’s company were lost. Incidentally, we’d picked up a German airman earlier and after ‘abandon ship’ was sounded, someone recalled he was still locked away and a rating was sent to release him…” In addition to the 15 crew who were killed, an unknown number of Canadian soldiers died, together with Wg Cdr Skinner. Mortally damaged, and with all survivors and bodies taken off, HMS Albrighton was instructed to sink the Berkeley and did so with two torpedoes. The second hit the forward magazine, and following an immense explosion at 1338 hours, just 20 minutes after the German attack, the Berkeley sank.

water. The cooking range on the opposite side of the galley disintegrated, and I found myself on the deck amongst red hot metal. I eventually picked myself up in pain from scalds and burns and made my way to the upper deck. The Berkeley was going at full speed when she was hit, and with the steering smashed she continued at high speed in a circle, heeling over so steeply that some of the crew were thrown of her decks. Just as I reached the upper deck, the ‘Abandon ship!’ call was made and I made my way to the Carley Float which was my ‘abandon ship’ post but the loat was entangled in the broken structure of the bridge where it had been attached. The bombing happened in the inal moments of the evacuation, and my irst thoughts were that there may not be any craft left to come to our rescue. Fortunately, Steam Gun Boat 8 witnessed the bombing and returned to

CHASING RETREATING SHIPS

good thrashing from the lak with my wing, engine, cowling, undercarriage and tail unit riddled with bullets. There were also two hits in the cockpit, but three had ricocheted of the head armour plate. Of course, the mission was worth it…”

RED HOT METAL

HMS Berkeley had been in almost constant action since the start of the raid, bombarding the town and surrounding cliffs and laying smoke screens. In addition to its normal ship’s complement of 146, she was also carrying RAF, Army and USAAF observers and air controllers, the senior being Lt Col Loren Hillsinger USAAF and Wg Cdr Stanley Skinner. The following account by Supply Assistant Tom Hare vividly tells what happened: “…for something like six hours, Berkeley was constantly engaged in supporting the

DIEPPE CASUALTY IN SUSSEX

ABOVE

Xxxxxx On 19 August, 1942, Luftwaffe aircraft were not shy in pursuing the raiding force back to England after the Dieppe landings. This was all that was left of a Junkers 88 of KuFGr.3/106 which was short down by flak north of Chichester during the early evening with the loss of all four crew members. Two unexploded 250kg bombs were found in the wreckage.

88 www.britainatwar.com

By mid-afternoon, the battles around Dieppe were over. One further Jabo attack took place that day when 10./JG 2 sent five aircraft chasing the retreating ships. Again, Wenger, recalled: “At 1608 hours, took of again on my third sortie against the leeing leet. Eventually we reached a force of big landing craft of Brighton. As a defensive measure, there were barrage balloons. We attacked at once and after receiving hits, two ships sank immediately. Unfortunately, my bomb went over the ship and exploded 10 metres besides it but I then shot at it and set ire to the superstructure to make up for it! With that, the combat at Dieppe ended for us. Our Stafel had sent to the bottom two destroyers, two big landing craft, two escort ships and a Spitire. It also damaged one destroyer, one cargo ship, one landing ship and two escort ships” 

75TH ANNIVERSARY | THE DIEPPE RAID

THE DIEPPE VCS GALLANTRY UNDER FIRE

While there were many instances of daring and courage during Operation Jubilee, three men in particular were rewarded for acts of outstanding valour during the raid. MAJOR PAT PORTEOUS

Operation Jubilee is remembered as a costly failure, but two of the units involved in the raid, and only two, succeeded in attaining their objectives. One of these was No.4 Commando, led by Major Lord Lovat. Consisting of 252 men, No.4 Commando was tasked with destroying the powerful six-gun ‘Hess’ battery sited at Varengeville-sur-Mer to the west of Dieppe ahead of the main landings. If the battery’s 150mm guns were not silenced, they could devastate the slow-moving flotilla packed with thousands of troops. For the assault upon the battery, the Commando was split into two groups, with Captain Pat Porteous the liaison officer between the two groups. The Commandos crept forward in the dark and destroyed barbed wire, telephone lines and some German defences, and succeeded in crossing a minefield. When daylight came they were confronted by thirty or more German assault troops, whom they killed, but others soon took their place and the Commandos began to take casualties. During the initial assault on the battery, Porteous found himself with the smaller of the two detachments. He was shot at close range by a German, the bullet passing through his hand and his arm. Undaunted, Porteous, using the other hand, shot his assailant dead. Next, Porteous saved the life of a sergeant by disarming his attacker

and despatching the German with his own bayonet. In the meantime, the larger detachment had been held up, with one of its officers being killed and its senior NCO, the troop sergeant, severely wounded. Almost immediately afterwards the only other officer of the detachment was also killed. The attack had clearly reached a critical stage. The citation for Porteous’ Victoria Cross described what happened next: ‘Major Porteous, without hesitation and in the face of a withering fire, dashed across the open ground to take over the command of this detachment. Rallying them, he led them in a charge which carried the German position at the point of the bayonet, and was severely wounded for the second time. Though shot through the thigh he continued to the final objective where he eventually collapsed from loss of blood after the last of the guns had been destroyed.’

The battalion assigned to the east was the South Saskatchewan Regiment commanded by Lt Col Cecil Merritt. Its objectives were to seize Pourville and then the cliffs above the village. Unfortunately, as with much of Operation Jubilee, things began to go wrong shortly after the troops started to land. The bulk of the South Saskatchewans was landed on the wrong side of the River Scie and faced crossing a narrow bridge though Pourville to reach its objectives on the cliffs. By that time, the Germans were under arms and began to target the bridge. As the men tried to rush over the river they were cut down by machine gun 

ABOVE

The beach at Dieppe after the raid. BELOW

A German prisoner, Unteroffizier Leo Marsiniak, is escorted ashore at Newhaven after the Dieppe Raid, Operation Jubilee, on 19 August 1942. He was captured by the men of No.4 Commando at the Hess Battery at Varengeville-surMer.

LIEUTENANT COLONEL CECIL MERRITT

On the coast to the west of Dieppe was another coastal battery at Pourville. The destruction of this battery was handed to No.3 Commando. The two commando battalions were to land thirty minutes before the main assault and, at the same time, two Canadian battalions were to land to the immediate east and west of Dieppe to provide support for the attacks on the batteries and form a secure perimeter for the main force to land.

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THE DIEPPE RAID | 75TH ANNIVERSARY

DIEPPE PDSA DICKIN MEDAL AWARDEE

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Victoria Cross

-

1

2

-

Order of the British Empire

2

-

-

2

Bar to the Distinguished Service Order

1

-

1

-

Distinguished Service Order

7

2

12

2

Member of the British Empire

-

-

-

1

Distinguished Service Cross

36

-

-

-

Bar to the Military Cross

-

1

-

-

Military Cross

-

4

16

-

Bar to the Distinguished Flying Cross

-

-

-

3

Distinguished Flying Cross

-

-

-

10

AWARD

RAF, RCAF & RNZAF

Canadian Army

OF PDSA)

fire and mortars. Soon, the bridge was covered with dead and wounded. ‘A daring lead was required,’ ran The London Gazette of Friday 2 October 1942, ‘waving his helmet, LieutenantColonel Merritt rushed forward shouting “Come on over! There’s nothing to worry about here.” ‘He thus personally led the survivors of at least four parties in turn across the bridge. Quickly organising these, he led them forward and when held up by enemy pillboxes he again headed rushes which succeeded in clearing them. In one case, he himself destroyed the occupants of the post by throwing grenades into it.’ Merritt was everywhere, running under fire to instruct and encourage his men, with the result that most of the South Saskatchewans were able to safely return to the boats, though many of them were wounded. With a number of his men, Merritt formed a rearguard to cover the withdrawal of his battalion and that of the 6th Brigade. This group, however, was cut off and, eventually, Merritt had to surrender. He was taken prisoner, becoming an inmate of the notorious Oflag IV-C – Colditz.

observed him remarked that he seemed almost oblivious to the bullets flying around him. Whilst his actions were astonishingly brave during the fighting, it was as the troops were preparing to leave that he demonstrated his willingness to sacrifice his own freedom to help others which is most remarkable. When it was time for the infantry to re-embark, John Foote refused to leave, preferring instead to remain on the beach to treat the wounded. When the last boat was set to leave the shore, Foote was given his final chance to embark but he chose to stay and comfort the men he had ministered to for three years, knowing full well the consequences. Those consequences were imprisonment in a prisoner of war camp; an internment that lasted until 5 May 1945. 

British Army & Royal Marines

Beach Comber with PDSA Secretary Dorothea St Hill Bourne and members of the PDSA Allied Forces Mascot Club. (COURTESY

It was another Canadian who was awarded the third Victoria Cross for his actions on 19 August 1942, Honorary Captain John Weir Foote, who was the Regimental Chaplain with the Royal Hamilton Light Infantry. After landing on the beach, Foote went to the Regimental Aid Post which had been set up on the beach to treat the wounded. With only enough cover in a depression to protect the men laying down, the medical personnel tending to the men were often the target of regular fire. However, over the next eight hours, Captain Foote regularly left the cover of the aid station to minister to the wounded. He would inject morphine, give immediate first aid, and carry the wounded back to the aid station despite a heavy volume of fire. Those who

Royal Navy

TOP RIGHT

CAPTAIN JOHN FOOTE

Service Branch

Despite the rapid advance of communication technologies, the secret messages carried by hundreds of thousands of pigeons, heavily utilised for the duration of the conflict, greatly contributed to the Allied war effort. The trusty pigeon was carried in RAF bomber and reconnaissance aircraft, by frontline troops, and even used by SOE operatives working behind enemy lines. Many pigeons were honoured for contributing to the rescue of downed aircrew or for carrying messages from embedded operatives, frequently completing 400 or 500 mile flights in around a day, despite injuries or extreme weather. One bird, Gustav, was decorated for delivering the first news from Normandy on D-Day. An American bird, GI Joe, covered 20 miles in 20 minutes, passing a message from US troops to the British 10th Army HQ, allowing them to prevent an airstrike certain to have hit a company of Allied soldiers. Undoubtedly, the messages, intelligence and microfilm carried by pigeons saved lives. Accordingly, the PSDA Dickin Medal was awarded 32 times to pigeons, more than to any other animal, during the conflict. The award was also bestowed on NPS.41. NS.4230 ‘Beach Comber’ in March 1944. This Canadian Army pigeon remains the only Canadian pigeon honoured this way, and one of only three Canadian animals to receive the award. Beach Comber carried a message from the troops in the first wave of the landings at Dieppe, dodging German marksmen and falconers tasked with bringing down this vital communications link. Beach Comber alerted commanders out to sea, unable to see the progress of the raid through smoke and early-morning fog, and therefore reliant on the birds, that the landing had started. Beach Comber’s citation read: “For bringing the first news to this country of the landing at Dieppe, under hazardous conditions.”

CGM

1

-

-

-

Distinguished Service Medal

49

-

-

-

Military Medal

-

16

45

-

Distinguished Flying Medal

-

-

-

1

Mentions in Despatches

198

8

91

-

Sourced from: Hugh Halliday, “Dieppe: the Awards”, in Canadian Military History: Vol. 4: Issue 2 (1995)

75TH ANNIVERSARY | THE DIEPPE RAID

EPILOGUE T

o round-off our special commemorative content marking the 75th anniversary of the Dieppe Raid, Professor Eric Grove reflects on the outcomes of Operation Jubilee. The tragic Operation Jubilee was a failure at all levels, excepting the commando attacks on the flanks. Lord Mountbatten later justified the high cost, arguing, like many, that lessons learned at Dieppe in 1942 were put to valuable use at Operations Torch and Overlord: “I have no doubt that the Battle of Normandy was won on the beaches of Dieppe. For every man who died in Dieppe, at least 10 more must have been spared in Normandy in 1944.” Prime Minister Churchill shared this sentiment: “My Impression of ‘Jubilee’ is that the results fully justified the heavy cost … [It] was a Canadian contribution of the greatest significance to final victory.”

Although lessons were learned for future operations and intelligence secured, it was probably unnecessary to attempt something so badly planned and so woefully ill-supported. The naval fire support was wholly insufficient, and the Royal Navy lost a destroyer and 33 landing vessels. Thousands of British and Canadian troops were killed, wounded, or captured - 60% of the force of 6,100 men who were landed. There was, however, an unexpected strategic ‘silver lining’. The fiasco should have provided reassurance that a serious attempt at opening a new front could not succeed for some time. Indeed, German propaganda was quick to ‘spin’ the raid for their use, made more effective by the fact Allied media had to use German announcements because the British War Office was slow to publish official information. They were certainly unimpressed

with the conduct of the raid, the plans or by the Churchill tanks they captured. However, the Dieppe raid actually increased Hitler’s paranoia, and he was already particularly sensitive to maritime threats. Amongst other assets, including an enhanced Luftwaffe presence, a new SS Panzer Corps, Germany’s strategic ‘fire brigade’, was kept in France and not deployed to the east as quickly as it might otherwise have been following Jubilee. It is not too difficult to speculate what might have been should such formations have reached Stalingrad, as a relief of the siege might well have been completed. Whilst Lord Mountbatten and Winston Churchill lauded Dieppe as invaluable in the eventual successful outcome of Overlord and ‘D’ Day, it is, perhaps, not too much to say Stalingrad was won on the beaches of Dieppe. 

BELOW

The CWGC cemetery at Hautot-sur-Mer near Dieppe contains 948 burials, with 187 of these unidentified. Many of the burials are Canadians killed during Operation Jubilee.

“MY IMPRESSION OF ‘JUBILEE’ IS THAT THE RESULTS FULLY JUSTIFIED THE HEAVY COST. IT WAS A CANADIAN CONTRIBUTION OF THE GREATEST SIGNIFICANCE TO FINAL VICTORY.”

www.britainatwar.com 91

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WORLD WAR TWO | BRITISH OCCUPATION OF ICELAND

A largely forgotten chapter of the Second World War was the occupation of neutral Iceland by British forces in 1940. Alex Bowers looks at the importance of that occupation and its implementation through ‘Operation Fork’ 98

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BRITISH OCCUPATION OF ICELAND | WORLD WAR TWO

A Cold

Reception T

he landmass constituting the nation of Iceland has remained relatively untainted for centuries - largely barren and volcanic, with minimal development beyond a string of coastal towns and villages. In May 1940, the population of the country was a mere 120,000, most of whom relied on fishing as well as sheep ranching and exporting goods to Europe. Granted home rule in 1874, Iceland became a fully sovereign state on 1 December

1918 but remained in personal union with the King of Denmark. Denmark also represented Icelandic foreign and defence interests, however, when the German warmachine swept through Europe and occupied Denmark in April 1940, the Icelandic government had no choice but to suspend this arrangement. With no military force of her own, Iceland continued to remain neutral - but, within a month, the war would come to her shores by other means.

Strategic interest in occupying Iceland could arguably be dated back to the 1930s, with a sudden and noticeable influx of German presence on the island. In 1938, a number of German aviation experts arrived, offering free instruction in piloting gliders. This immediately raised British suspicions as it was considered that these ‘lessons’ could be a means of compiling maps and discovering suitable landing grounds. This paranoia amongst British Officials was further indulged when German anthropology teams arrived to survey 

BELOW

Ships of the Atlantic Fleet steam from Reykjavik, seen from USS New York, July 1941. Astern: Arkansas, Brooklyn and Nashville. (VIA NHHC)

OVERLEAF

British war graves in Fossvogur Cemetery, Reykjavik. (VIA MAGNÚS ÞÓR HAFSTEINSSON)

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99

WORLD WAR TWO | BRITISH OCCUPATION OF ICELAND

the island, and Lufthansa attempted to establish a commercial air service. Meanwhile, U-boats began to visit Reykjavik while German-Icelandic trade increased rapidly. As the war got into its stride, and the Battle of the Atlantic began to rage in not-too-distant-seas, both Allied and Axis forces started to look to Iceland and its strategic positioning once more. Having control over Iceland’s landmass would be a fantastic opportunity for both sides to establish air and naval bases across the country, and hopefully sway the ongoing Atlantic campaign in their favour. In the words of an unidentified German Naval Officer: “Whoever has Iceland controls the entrances into and exits from the Atlantic.”

A LARGE CROWD OF PROTESTERS On 28 April 1940, Winston Churchill, then the First Lord of the Admiralty, had initiated planning to establish a British presence on Iceland. With Denmark under Nazi occupation, the United Kingdom offered assistance to Iceland “as a belligerent and an ally,” but the Icelandic government were quick to decline and reaffirm their neutrality. Despite the set-back of being denied access to the country for military purposes, Britain still intended to land. The War Cabinet were quick to side with the Admiralty and the occupation of Iceland under the name “Operation Fork” began to take shape. Planning was swift, with a force of around 800 British military personnel setting sail for Iceland on 8 May, commanded by Colonel Robert Sturges. 100 www.britainatwar.com

ABOVE

The British heavy cruiser HMS Norfolk at Akureyri harbour, North Iceland, 17 October 1943. Photo taken from the flight deck of USS Ranger. Grumman Wildcats are on her deck. (VIA MAGNÚS ÞÓR HAFSTEINSSON)

RIGHT

Allied troops land under the watchful eyes of Icelandic civilians. (VIA NHHC)

The occupation force was built up from the 2nd Royal Marine Battalion of the 101st Royal Marine Brigade, and included three batteries of artillery and a small intelligence detachment. They were accompanied by two destroyers for the journey across the Atlantic and were due to enter Reykjavik Bay on the morning of 10 May. On that very same day, many hundreds of miles away, the Germans launched their ‘Blitzkreig’ assault in the west, thereby ensuring the relegation of what was happening in Iceland to a mere sideshow. Ahead of the convoy, a single Walrus aircraft was dispatched to scout the waters leading up to the capital city looking for enemy submarine activity, but miscommunications had led to the aircraft circling Reykjavik, thus alerting residents and officials alike to

the approaching British force. A large crowd of protesters and a 70-strong police force congregated at the harbour to greet their intrusive visitors with a cold reception as the British warships entered Reykjavik harbour. Meanwhile, the Icelandic government prepared warning statements to the encroaching fleet announcing their violation of Icelandic neutrality. Despite the obvious reluctance of the Icelanders for British forces to land, a 400-strong detachment of Royal Marines were met with no resistance. The next step of the initial occupation plan required the securing of telecommunication facilities, radio stations and meteorological offices as well as arresting any German citizens lest they alert enemy forces as to the details of the British operation. The highest

BRITISH OCCUPATION OF ICELAND | WORLD WAR TWO LEFT

A British military camp near Reykjavik at the time of the US occupation of 1941. (VIA NHHC)

priority arrest was that of German consul Werner Gerlach, a fanatical member of the Nazi party, who, under orders of the highest level, had been tasked with winning Icelanders over to the German cause. For the likes of Werner Gerlach and others who shared his ideologies, Iceland was a Germanic paradise of “pure racial superiority”. He had been assigned to encourage the population of Iceland to join the Nazi pursuit of racial purity, but had instead been met with what he described as “a great disappointment.” His arrest and capture in the German consulate had been swift, although the circling Walrus aircraft had bought Dr. Gerlach enough time to burn vital documents before British forces had even landed. While British forces secured the rest of Reykjavik, small detachments were sent to Hvalfjörður (a fjord), Sandskeið, Kaldaðarnes and other pivotal landing areas where a potential German

counter-offensive could occur. In the following weeks, defences would also be built in many of these locations as well as across the Northern coast of Iceland to deter German air raids. These defensive units scattered across the country would never see action, as the much-feared German invasion would fail to materialise. A German counteroffensive had been considered during the early stages of the British occupation called “Operation Ikarus,” although it was quickly dismissed. Despite Hitler’s anger over British control of Iceland, Operation Ikarus would be consigned to the drawing board after it was deemed impractical. With Iceland being in the middle of British-controlled waters, holding the country and supplying German forces would be troublesome and dangerous, while other events on

the European mainland meant that ideas of a German expedition against Iceland quickly evaporated.

ONGOING CLASHES OF OPINION

As the first day of the occupation drew to a close, the British government recognised the country’s anger over the operation and appeased the protest by promising compensation, trade agreements, non-interference in domestic Icelandic affairs and the promise that troops would be withdrawn at the war’s end. Within days of the formal protest declared by the Icelandic government, the British occupation was grudgingly accepted and the local population were asked to consider the Armed Forces as guests and 

RIGHT

British soldiers stationed in Akranes, West Iceland, march on the main street of the village after church. Officers are chatting outside the church while the soldiers return to camp. (VIA MAGNÚS ÞÓR HAFSTEINSSON)

BELOW

British soldiers at the British headquarters in Akranes. They are from the 1/5 Yorkshire Regiment. (VIA MAGNÚS ÞÓR HAFSTEINSSON)

www.britainatwar.com 101

WORLD WAR TWO | BRITISH OCCUPATION OF ICELAND marching columns of British troops and Union Jack flags flying in towns and cities soon became normal within the Icelandic community. The vast majority of the population were able to go about their everyday lives with only minor interference from their newly acquired guests. An agreement was struck between the two governments that no more than 2,200 countrymen would be hired to work for the occupation forces. The rest were required to continue their livelihoods of farming and fishing, so as to ensure the country’s stability.

‘CHILDREN OF THE SITUATION’

show them all courtesies. Meanwhile, the United States of America, although not yet a contender in the war, recognised and accepted Britain’s move as a necessary step to forestall German invasion. On 17 May, the initial British detachment was relieved by 147th Brigade (1/6th Duke of Wellington’s Regiment, 1/7th Duke of Wellington’s Regiment, 1/5th West Yorkshire Regiment) of the 49th Division. With the relative success of Operation Fork, Colonel Sturges’ Marine battalion returned to the United Kingdom on 19 May and their relieving forces positioned strategically throughout the capital and across the entire island. With the occupation now in full swing,

102 www.britainatwar.com

Icelanders found themselves deeply divided in opinion over what effect the British presence would have on their homeland. Some believed that Iceland might have the opportunity to prosper under the military-control of Great Britain, and with the prospect of coming out of a severe financial depression. Meanwhile, others simply could not abide a totally unwanted and unexpected takeover. It is now largely considered that Britain brought infrastructure advances to Iceland with the building of roads and hospitals, as well as development of transportation and communication. Even today, however, the occupation is often still a topic of heated debate. Despite the ongoing clashes of opinion,

TOP LEFT

A British sentry in Reykjavik harbour, 6 July 1941. (VIA NHHC)

ABOVE

Destroyer HMCS St Croix in Reykjavik as USAAC P-40s operate overhead. (VIA NHHC)

BELOW

Universial Carriers at Hvalfjord, one of the first meetings of British troops with the Icelandic population. (VIA MAGNÚS ÞÓR HAFSTEINSSON)

Fears of a German invasion continued into June 1940, with the British Government requesting that Ottawa send reinforcements from Canada. The call was answered with the arrival of “Z Force,” under the command of Brigadier L.F. Page, on 16 June. The Canadian detachment consisted of a brigade-sized unit of HQ staff, as well as one Infantry battalion from the Royal Regiment of Canada. Two additional battalions for “Z Force”, Les Fusiliers Mont-Royal and the Cameron Highlanders of Ottawa, arrived on 9 July. This brought the garrison of Iceland to the size of a composite division. Canadian involvement in Iceland’s occupation would be short lived, and by the end of October,1940, “Z Force” would begin its withdrawal from the country. Ottawa, preferring to concentrate forces in one locale with its own command, requested that her units be replaced by further British reinforcement. On 21 October,1940, The 70th Brigade sailed from Britain to relieve the Canadian forces and arrived on 25 October with 10th Durham Light Infantry, 11th Durham Light Infantry and 1st Tyneside Scottish. In exchange, a large proportion of the Canadian “Z Force” was shipped out to the UK, with only the Cameron Highlanders of Ottawa staying to over-winter in Iceland until April 1941. By July 1941, over 25,000 British troops were stationed in Iceland with the construction of naval facilities, coastal guns, AA batteries and the presence of anti-submarine trawlers now making the country a defensive stronghold against potential attack. With foreign troops now marginally integrated into Icelandic society, both the native population and the British Military Officials strongly discouraged fraternisation between local women and soldiers. Many of the women who chose to be courted by Allied soldiers were often labelled as “prostitutes”, or else were accused of “betraying the

BRITISH OCCUPATION OF ICELAND | WORLD WAR TWO

homeland.” A large proportion of these liaisons occurred during the very early stages of occupation, with many women either eloping with their respective soldiers or bearing their children. In 1941 alone, it was recorded that a total of 255 children had been born of British or Allied soldiers stationed in Iceland. These children were called ‘ástandsbörn’ (or, ‘children of the situation.’)

AMERICAN GARRISON

As Iceland endured the occupation, the United States of America had begun to play a more active part of the war. On 10 April 1941, the USS Niblack had engaged a German U-boat off the coast of Iceland when it attacked nearby Allied merchant vessels. These would become the first shots the US Armed Forces would fire during the course of the Second World War. Despite this further intervention in the ongoing U-boat campaign, the United States still identified itself as a neutral country. Growing more and more concerned about the prospect of entering the war, President Franklin D. Roosevelt had begun to devise a plan to further aid the Allied cause. On 28 May 1941, the US President held a meeting with British Ambassador Lord Halifax to discuss the possibility of America taking over the responsibility for Iceland. Churchill, anxious to draw the Americans into the war against the Axis, accepted the offer without hesitation. Now, all that remained was to ship US troops to Iceland for “overseas duty” and relieve the British garrison. Before American

ABOVE

US Marine Robert C. Fowler is welcomed warmly by British Gunner Harold Ricardi, as the Marines arrive at a British base in Iceland. (VIA NHHC)

BELOW

Winston Churchill reviewing the US 6th Marine Regiment, 16 August 1941. (VIA NHHC)

soldiers could land, however, the Roosevelt administration required a specific invitation from the Icelandic government as both nations were presently neutral at the time. This was received on 1 July 1941, with the 6th Marine Regiment of California setting sail from Newfoundland, Canada, the next day. Along with a heavy escort of US battleships and cruisers, the American military detachment arrived in Reykjavik harbour on 7 July 1941. After more than a year of British servicemen walking the streets of Reykjavik, it seemed that, for most of them, their time on the island had drawn to a close. The British departure was expected to begin promptly, with only 146th Brigade and assorted support and administrative forces remaining to represent the UK on the island. While the American garrison established itself across the country, the vast majority of British forces begun to gather their equipment for their final departure. For many of the local population, this only meant the replacement of the Union Jack with the Stars and Stripes, with very little else changing in the way they conducted their lives. Alhough they had not been originally welcomed with open arms, some of those British soldiers might be missed – especially those who had married into Icelandic families. For them, this meant saying goodbye to loved ones who would eventually go on to fight in mainland Europe – uncertain of when, or if, they would ever return.

ATTACK ON PEARL HARBOR Due to delays caused by American logistical problems and supply

difficulties, the British 70th Brigade would remain in Iceland until December 1941. Meanwhile, the majority of the detachment stayed until April of the following year when 147th Brigade and HQ elements of 49th division were both withdrawn. Now a belligerent in the war after the attack on Pearl Harbor, the United States were wholeheartedly prepared and equipped to take on full military responsibility for Iceland for the remaining duration of the war. By the summer of 1943, the last British Army troops were gone; leaving only small detachments of the Royal Navy and Royal Air Force present on the island, alongside ever-growing numbers of American servicemen. Although their influence was minimal, Britain continued to keep Royal Navy units stationed in Iceland right up until the last year of the war. Meanwhile, the Royal Air Force detachment remained in place until March 1947 - despite initial agreements to remove any remaining occupation forces from the country at the end of the war. With their eventual return to the UK, the British occupation of Iceland was officially over, although since the initial cold reception it was true to say that the stance of the Icelanders to their occupiers had thawed somewhat across those seven years. There can be little doubt that occupation and the denial of Iceland as an Axis base was important in the Allied conduct of hostilities. However, Operation Fork, important as it was, is a relatively forgotten and overlooked chapter of the Second World War. 

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FIRST WORLD WAR DIARY August 1917: A scourge of the Pacific is wrecked, while Britain’s south east endures its last daylight raid from German aircraft. Moves on the Western Front generate large numbers of casualties, but also success, especially for the Canadian Corps. Such success is not shared by the beleaguered Italians, who once again commit to battle across the Isonzo River.

HOME FRONT:

12 August: Gotha bombers set out to hit Chatham, but bad weather forces them to strike Margate and Southend instead. One of the bombers is shot down, with four sustaining damage as they crashed on landing. Around 45 people are wounded and 33 killed. 21 August: Six Zeppelins launch to bomb Hull in an unsuccessful attack which injures one and results in the loss of L-23, destroyed over the North Sea. 21 August: The Ministry of Reconstruction is formed in Great Britain. Led by the Minister Without Portfolio, Dr. Christopher Addison MP, its task is to rebuild ‘the national life on a better and more durable foundation’. The ministry covered a range of political and social areas, such as reform, the role of women, employment, industrial relations and striking, as well as housing. 22 August: 15 German Gotha bombers raid targets in North Foreland, Kent. Five of the aircraft turn back, but the remainder bomb Dover, Margate, and Ramsgate and twelve are killed. At least ten British aircraft meet the force and combined with anti-aircraft fire three Gothas are downed, one off Margate, a second near Manston and the third off Dover. In light of improved defences and reactions, this would be the last daylight raid on England by Gotha bombers.

WESTERN FRONT:

15 August: In a move to distract German forces from the ongoing Third Ypres, the four divisions of the Canadian Corps, under General Sir Arthur Currie, assault Hill 70, occupied by five German divisions. The Canadian assault succeeds in taking much of the position, utilising the new predicted fire method (allowing accurate tactical artillery fire without the need for ranging shots, with 40 of 102 German batteries knocked out before the battle is launched), a creeping barrage, and weaponised gas to facilitate the advance of the infantry. A large smokescreen was also laid to cover the assault, which began at 4.25am. Forward observers and wireless-equipped aircraft also supported the attack, which reached its first objective inside 20 minutes. With many of the first day objectives taken quickly, work began to construct defences, and four German counterattacks were launched between 7.00 and 9.00am which were blunted. At least 17 more counterattacks were launched in the following 72 hours, most were unsuccessful, with one generating a temporary gain. The remaining Canadian objectives were captured the following day, but those gains were also subjected to repeated counterattacks and bombardment, including the use of at least 20,000 gas shells (almost certainly more). Six Victoria Crosses were awarded to troops in the Canadian Corps (including one Ukrainian, the only Eastern Europe to be so awarded) for actions on Hill 70, but, although gallant and largely successful, and while reinforcing German troops were unable to engage the British at the third Battl of Ypres, the battle for Hill 70 failed to draw in significant German troops from the Ypres Salient. Nearly 10,000 Canadians become casualties in the battle, while 25,000 German troops are killed, wounded, or taken prisoner. 16 August: The second general attack as part of the Third Ypres, the Battle of Langemarck, begins when British troops advance at 4.45am behind a creeping barrage. Fortunately, artillery counter-fire was not that effective, but the assaulting force was still slowed by extremely muddy conditions. Glencourse Wood was captured after a tough advance, as British troops advanced into Polygon Wood. Other key positions were also captured. Elsewhere, the Germans held although their counterattacks were frequently repulsed. Eventually, Langemarck was captured. French troops also generated some gains. However, dogged but costly German resistance took its toll, especially on the Gheluvelt Plateau which would not be captured for some time. The unseasonable weather, in particular the rain, affected both sides, with AngloFrench forces suffering more as they occupied low-lying areas and advanced into heavily-shelled terrain. German forces reported losses of 24,000 men in their impressive but unsustainable defence. Just over 36,000 British and French soldiers become casualties.

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AUGUST 1917 WORLD MAP GERMANY:

2 August: Decreasing morale and increasing discontent results in the break out of a small mutiny on board the German dreadnought battleship SMS Prinzeregent Luitpold, based at Wilhelmshaven. Up to 800 sailors go on hunger strike and voice their reluctance to continue fighting in such conditions. The mutiny is quickly resolved, however, with the ship’s officers agreeing to form a commission to allow enlisted men to voice their views and the sailors return to duty without any real violence. One ringleader, however, is arrested and later executed and around 70 more participants were imprisoned.

ROMANIA:

6 August: The last major battle between Romanian and German troops takes place at Mărăşeşti, where Romanian and Russian troops led by Marshal Alexandru Averescu successfully defended against a German counter-advance directed by Field Marshal August von Mackensen. Mackensen’s attack stemmed from the earlier Battle of Mărăști, and his failure to breach Romanian lines in this month-long battle keeps north-eastern Romania free from occupation. German forces sustained 65,000 casualties, while Russo-Romanian troops lost 53,000 men, 12,000 killed and 18,000 missing, the remainder wounded.

CHINA:

14 August: Following pressure from the United States to act in condemnation of unrestricted submarine warfare, and facing suspected German-orchestrated subversion, and China’s own local political troubles and instability, China declares war on Germany and Austria-Hungary after an agreement with Ententé powers to assist in the country’s preparations to enter the conflict. The country hopes to recover German holdings in Shandong Province, then occupied by Japanese troops fighting on the side of the Allies.

WAR AT SEA:

2 August: The German commerce raider, Seeadler, is wrecked in the Pacific Ocean off the island of Mopelia, French Polynesia, leaving the crew trapped. Her captain, Felix von Luckner, and five crew, sailed for Fiji where they were captured and interned. On 5 September, the remaining 58 of Seeadler’s crew captured the schooner of a French trader, Lutece, but were interned when they reached Chilean territory the following month. An American trader also captured by Seeadler managed to reach American Samoa on 29 September, and a French ship was sent to rescue the 41 remaining men. Seeadler, a three-mast sailing ship, captured and sunk 16 Allied ships on her 225-day cruise, often without firing a shot. The ship caused a single, and reportedly accidental, casualty on her entire cruise.

SLOVENIA:

18 August: Italian General Luigi Cadorna commits three quarters of his forces (some 52 divisions) against a far smaller Austro-Hungarian force in the Eleventh Battle of the Isonzo. Aimed at isolating two Austrian strongholds, Mount Saint Gabriel and Mount Hermada, Italian troops crossed the Isonzo River and made some gains, but ultimately failed to take their objectives. The inclusive battle left both armies shattered and exhausted, and the Italians were unable to assemble what they needed to finally break through with the battle leaving the Italian Second Army split in two by the Soča River. The Italians sustained 158,000 losses, 30,000 of them dead and 20,000 missing or captured. The much smaller Austro-Hungarian force suffered 20,000 dead, 30,000 missing and 65,000 wounded or captured.

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GREAT WAR | BATTLING ON GALLIPOLI’S BEACHES

The Wood No 3 Squadron, Royal Naval Armoured Car Division was destined to be forever associated with the epic of the River Clyde, the so-called ‘Wooden Horse’ of Gallipoli. Steve Snelling charts an unlikely transformation in fortunes. 

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BATTLING ON GALLIPOLI’S BEACHES | GREAT WAR

oden H rse

of Gallipoli

LEFT Unlikely hero:

Josiah Wedgwood MP, sometimes known as Josiah Wedgwood IV. The commander of No 3 Squadron, Royal Naval Armoured Car Division, he lobbied for a role in the landings.

BELOW Leaving the

‘Wooden Horse’: an artist’s fanciful interpretation of the landing from the River Clyde clearly shows the armoured car volunteers’ sandbagged machine gun ‘forts’ on the ship’s f’c’stle.

“One moment it had been early morning in a peaceful country… and the next… the blue sea round each boat was turning red”

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GREAT WAR | BATTLING ON GALLIPOLI’S BEACHES

J

osiah Wedgwood could scarcely contain his excitement. Just days ahead of the invasion of Turkey, the parliamentarian turned combatant had been handed a leading role in one of the most hazardous and unorthodox operations of the First World War: an assault on an enemy-held beach from a landing ship like no other. “It is just exactly the job I should have liked to get,” he told his mother in a letter home. “The Captain is going to run this ship ashore so that the troops can disembark, dry-shod, and our guns, mounted on this ship, will cover the landing…The Captain calls this ship the Wooden Horse of Troy, for it looks like a collier gone wrong, and from it will spring men in thousands armed to the teeth…” The ship about which he wrote so enthusiastically was the SS River Clyde, a 10-year-old, 4,000-ton merchant ship requisitioned and hurriedly converted into the most novel vessel in a vast armada of naval ships amassed to land the Mediterranean Expeditionary Force on the shores of the Gallipoli peninsula in the spring of 1915. The so-called ‘wreck ship’ scheme was the brainchild of Commander Edward Unwin, a 51-year-old officer attached to the staff of Rear-Admiral Rosslyn Wemyss,

ABOVE

The ‘Wooden Horse’ of Gallipoli, the collier SS River Clyde displaying her starboard side ‘sally ports’ and gangway from which Z Company, 1st Royal Munster Fusiliers, led the rush for the shore. RIGHT

The deck of the River Clyde under-going its transformation into a Heath Robinson-like landing craft. LEFT

Edward Unwin, the man behind the River Clyde landing operation. When the scheme foundered, he played a heroic role in trying to rescue the plan from disaster.

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“Conditions are so rough that they cannot even use cavalry, or any form of wheel transport.” military governor of Lemnos and the naval officer charged with getting the army ashore. Designed to speed up the assault and to help reduce the risks faced by hundreds of troops landing from open boats on the most heavily defended beach of all, Unwin’s idea of a “specially prepared ship” landing “right on the beach” gave birth to one of the strangest looking landing craft ever seen. In the space of a few days, four doorways known as ‘sally ports’ had been cut either side of the River Clyde’s dun-coloured hull and from which ran two wooden gangways that sloped down at the bows where, depending on the depth of water, they were intended to meet either the stern of a flat-bottomed steam hopper or a lighter which would form a makeshift bridge or pier to the shore. During that same time the ship had sprouted a number of sandbag and steel casemates built to house some of the 50 or so machine gunners from Josiah Wedgwood’s unit, No 3 Squadron, Royal Naval Armoured Car Division, who joined the volunteer crew led by Edward Unwin and around

2,100 troops - most of them Irishmen from the 86th Infantry Brigade bound for Cape Helles. Of all the soldiers and sailors crowded aboard the River Clyde as she headed for V Beach shortly before midnight on 24 April, 1915,

BATTLING ON GALLIPOLI’S BEACHES | GREAT WAR the presence of none seemed more incongruous than Wedgwood’s small force for whom the ‘Wooden Horse’ plan represented an extraordinary transformation in the unit’s fortunes.

‘A LAUGHING STOCK’

Formed in late 1914 by Wedgwood and his second-in-command, fellow MP Francis McLaren, No 3 Squadron, RNACD, had spent the early weeks of 1915 endlessly engaged in “sham fights” while its well-connected leaders lobbied for more active employment. Wedgwood, a veteran of the Boer War and the autumn fighting in Belgium, had hoped that his Rolls Royce armoured cars might help in the subjugation of German South-West Africa. And when that came to nought he appealed direct to his old friend, Winston Churchill, the First Lord of the Admiralty, to post them to France. “It would be too awful if we lost that chance too…” he wrote on 19 February. “Please don’t leave me in this country now. The Squadron will mutiny, which I ignore, but I myself should be seriously incommoded - and I do want to get at them again.” Frustratingly, the French venture went the same way as the African idea, but Wedgwood and McLaren continued to badger their

RIGHT

River Clyde closing on Cape Helles on the morning of April 25, 1915. The steam hopper Argyle is clearly visible with a lighter sandwiched between her and the collier. (COURTESY OF STEPHEN CHAMBERS)

BELOW

‘Place in the stalls’, Sub-Lieutenant the Hon Arthur Coke, far left, with Petty Officer David Fyffe, second left, and naval armoured car machine gunners, beside one of the steel-plated gun emplacements on River Clyde shortly before the landing. (COURTESY OF STEPHEN CHAMBERS)

political friends until, in March, the Admiralty was, in Wedgwood’s words, “induced… to send us to Gallipoli”. As they embarked for the Aegean aboard the SS Inkosi, their precise role was unclear. The more optimistic among them speculated that they might be sent “through the Dardanelles to land at Constantinople, and roll up to Vienna”. But once at Lemnos their future appeared more uncertain than ever. Confronted by McLaren, Sir Ian Hamilton, the expeditionary force commander, “promised to help us all he could” but made no attempt to disguise the difficulty. “He pointed out… what is obvious to everybody and makes us rather a laughing stock - that for the Gallipoli campaign armoured cars are absurd,” wrote McLaren. “Conditions are so rough that they cannot even use cavalry, or any form of wheel

transport.” While McLaren worried about being stuck on Lemnos, “doing nothing and perhaps returning to England without seeing a shot fired”, Wedgwood prepared his men for working their Maxim guns “on their flat feet”. Finally, having learned that they were unlikely to be needed ashore for at least a month, Wedgwood decided on one last appeal. Accompanied by Sub Lieutenant the Honourable Arthur Coke, a former cavalryman and second son of the 3rd Earl of Leicester, he went to see the general commanding on 18 April to offer their services “in any capacity”. “He said he wanted some marines [sic] to man the first Troopship that land[s],” wrote Coke in a letter to his wife. “Isn’t it splendid, we have got the job.” 

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GREAT WAR | BATTLING ON GALLIPOLI’S BEACHES All told, Wedgwood took about half of the squadron, 50 men and four officers including himself, to man machine gun posts on the bridge and the main deck. The most prominent position of all was a three-gun shelter on the f’c’stle to be commanded by Arthur Coke. “This is to be my seat in the stalls,” he told Wedgwood, “and many a man now in England would give £1,000 for it.” In a letter written to his wife on April 19, he added: “I believe we can land quite close in, like at the place in Norfolk [a reference to his family’s seat at Holkham Hall]. I cannot think of anything more exciting. Also, we shall see the whole thing. We shall have the fleet behind us, so if the Turks do shell us I don’t think it will be for long, although she is a pretty big target… I think it will be a short but sharp fight to take Gallipoli.”

‘AWFUL FIASCO’

Coke did, indeed, see ‘the whole thing’ from his ‘seat in the stalls’, though, sadly, the landing on V Beach

would not turn out as he imagined it. Though the River Clyde’s charge ashore on the morning of 25 April was largely unhindered, it soon became clear the Turkish troops opposing them were neither destroyed nor cowed by the Navy’s wayward bombardment. One of Coke’s machine gun team, Petty Officer David Fyffe, watched in horror as boats carrying men of the 1st Royal Dublin Fusiliers were flailed by fire either side of the beached collier. “Out of six boats that formed one tow, only one reached the shore and beached side-on,” he wrote, “and out from among the crowded benches only about a dozen men leapt into the water and rushed for the sand. Their comrades still crouched upright in the boats but they were strangely still, shot dead where they sat. The other four [sic] never reached the shore. One by one the oars fell from the dead hands of their occupants and drifted slowly away, and the big white boats lay rocking idly on the shot-torn water many yards from the shore,

ABOVE

Arthur Coke’s sketch showing the various gun positions on board the ship. (HOLKHAM ARCHIVES)

LEFT

Valour on V Beach, an artist’s impression of Unwin and Williams hauling the lighters into position in the face of a storm of fire. They received two of the four Victoria Crosses awarded to the crew of the River Clyde.

BELOW

The River Clyde beneath the battered fortress of Sedd-el-Bahr as seen from the high ground between V and W Beaches at the tip of the Gallipoli peninsula.

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with not a movement amid the huddle of khaki figures that filled them to the gunwales…” Wedgwood estimated that within 10 minutes “there were some 400 dead and wounded on the beach and in the water”. Fewer than 10%, he reckoned, made it “safe to shore”. The shock was almost as appalling as the sense of helplessness. “One moment it had been early morning in a peaceful country… and the next… the blue sea round each boat was turning red,” Wedgwood later wrote. Worse was to follow. For even as the Dublins were being slaughtered there was a growing realisation aboard the River Clyde that the ‘wreck ship’ plan had miscarried at the very outset. Those watching on the bridge looked on in dismay as the steam hopper, a vital link in the scheme to bridge the gap between ship and shore, “sheared off to port”. It was a calamity which threatened to ruin the entire operation at what was recognised to be the main landing beach. From the bridge of the River Clyde, Unwin looked on despairingly as a midshipman and a seaman aboard the hopper struggled in vain to bring order to the chaotic jumble of boats and barges. His response was immediate. “Seeing what an awful fiasco had occurred,” he wrote, “I dashed over the side and got

BATTLING ON GALLIPOLI’S BEACHES | GREAT WAR Munster Fusiliers were greeted by a hurricane of fire the moment they left the sally-ports and stepped out onto the exposed gangways. “One after another the devoted fellows made the dash down the deadly gangways until a considerable number gathered in the bottoms of the open boats or were lying prostrate on the deck of the barge,” wrote Petty Officer Fyffe. “Then the order was given up and up they leaped and rushed for the rocks while a hail of rifle and machine gun fire beat upon them.”

and paddled and punted her into the beach, eventually grounding alongside the wounded. “They were all soaking wet and very heavy but I cut off their accoutrements with their bayonets or knives and carried two or three into the pinnace. But as her side was rather high out of the water I’m afraid they were not too gingerly put on board, but still they were very grateful. I could not pick up any more so I got on my hands and knees and they got on to my back and I crawled along to the pinnace…”

While his machine guns blazed away in a forlorn effort to subdue the Turkish fire, Wedgwood saw charge after charge swept away, leaving the lighters and the rocks “covered with dead and dying”. By late morning, with the landing suspended and the beach a bloody shambles of heaped bodies and bewildered survivors, the grand invasion plan had dissolved into a desperate battle to save lives.

To the astonishment of those sheltering along the foreshore, and those watching from the River Clyde, Unwin repeated his feat at least three more times during which his dogged determination was only matched by his seemingly near-miraculous survival. One officer saw him “standing in the water with a wounded man on his shoulders, lifting him out of the water, in to a boat”. Another watched transfixed as he repeated the feat at least half a dozen times before pushing the boat “back under cover of the starboard side”. Wedgwood fairly marvelled at his charmed existence. “I looked at the Commander on the spit of rock trying to lift in the wounded,” he wrote, “and every splash by his side meant a bullet.” But where Unwin led by his selfless valour others followed. Having completed four trips back and forth, he was suddenly joined by 26-year-old Petty Officer John Hepburn Russell, a banker’s son from Glasgow and another of Wedgwood’s machine gunners who, in the words of his commanding officer, simply “dived in, without leave” to help. His intervention was brave but brief. Hardly had he assisted one man 

hold of the lighters which I had been towing astern, and which had shot ahead by their impetus when we took the beach, [and] these I got under the bow…” Wading through water churned by bullets, Unwin, who was quickly joined by Able Seaman William Williams, succeeded against all the odds in establishing a makeshift ‘bridge’, manhauling the lighters into place by a spit of rocks and holding them in position before calling out to the troops aboard the River Clyde to “come out”. Herculean effort though it was, it did nothing to prevent the massacre that followed as the men of the 1st Royal

TOP

Hero in waiting: Petty Officer John Hepburn Russell, second from the left, with a group of men from Wedgwood’s machine gun detachment aboard the River Clyde. (COURTESY OF STEPHEN CHAMBERS)

ABOVE

A contemporary graphic from The Sphere shows the relative positions of the hopper, lighters and naval party which attempted to rescue the landing from disaster. (COURTESY OF STEPHEN CHAMBERS)

LEFT

Sub-Lieutenant Arthur Tisdall, Cambridge scholar and Royal Naval Division officer.

‘PADDLED AND PUNTED’

Yet again, it was Unwin who led the way. Having collapsed once from his exhausting exertions in the water, he had barely recovered when Wedgwood suddenly spotted him plunging through the surf as he struggled to manoeuvre a lifeboat towards the wounded sheltering on and around the spit of rocks. “As the moanings [sic] of the wounded lying on the reef under our starboard bow were more than I could stand I got a boat under the starboard quarter as far from the enemy as I could get and, taking a spare coil of rope with me, I got some hands to pay out a rope fast to the stern of the pinnace I was in,

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GREAT WAR | BATTLING ON GALLIPOLI’S BEACHES RIGHT

The ‘Wooden Horse’ becomes the work horse of the invasion as V Beach is converted into a base camp for the advance inland.

RIGHT

Rumming, pictured here before the assault on V Beach, survived the landing but never fully recovered from serious head injuries suffered during the only armoured car attack to be carried out on the peninsula.

BELOW

Sub-Lieutenant Tisdall portrayed helping wounded into a lifeboat.

down to the pinnace when he collapsed with a bullet through the stomach. Using his own shirt as a bandage, Unwin tried to staunch the flow of blood and then, with bullets peppering the water around them, they “lay in the water as though dead”. Eventually, Unwin was able to take advantage of a lull to heave Russell into the pinnace before climbing in himself and calling out to be hauled back to the River Clyde. With Unwin once more, in his under-stated description, “feeling a bit dicky” it was time for others to take over.

‘WOUNDED CRIED’

This second effort was led by SubLieutenant Arthur Tisdall, whose

Wedgwood heard him say “I can’t stand it; I’m going over” and then watched in disbelief as he “dived off the gangway into the sea” platoon from the Anson Battalion, Royal Naval Division, had travelled aboard the ‘wreck ship’ as a beach party. Wedgwood heard him say “I can’t stand it; I’m going over” and then watched in disbelief as he “dived off the gangway into the sea”. He was soon joined by a small party, mostly made up of men from his own platoon, but also including yet another member of Wedgwood’s volunteer force: 26-year-old Petty Officer Mechanic Geoffrey Rumming, a spare driver in Francis McLaren’s armoured car who was working in his Lincolnshire constituency at the outbreak of war. By his own account, he assisted in the rescue of seven or eight wounded men 112 www.britainatwar.com

during two trips ashore with Tisdall. Rumming later reported: “Beyond getting a few bullet holes in the boat above the waterline, the first trip was quite successful. On the 2nd trip SubLieut Tisdall and myself clambered over a spit of rock, to get the men lying higher up. We both got shot at and lay down for a time. As we were lifting the last wounded man into the boat he got hit again in the back. We had taken the boat a little further ashore, and when we went to push off again, we found her grounded. When we did eventually succeed in getting her off, Lt Tisdall and myself were unable to climb into the boat and so we hung on to the side and the two men, keeping as low as

BATTLING ON GALLIPOLI’S BEACHES | GREAT WAR

possible, rowed us back to the River Clyde. Unfortunately on the way back Lt Tisdall got some wooden splinters off the boat driven into his wrist by a bullet, and the black bearded PO got hit just between the fingers.” According to one account, the towline was severed by enemy fire and the last part of the journey was completed only after Rumming took hold of the rope and “manoeuvred” the boat with its wounded back to the ship. Among the many who watched its painful progress was Wedgwood who was struck by one incident in particular. As the boat was dragged nearer, he saw “one of the wounded stretch out his hand and stroke Rumming’s as he hung on to the side”. Writing to Winston Churchill, he called it “the most pathetic thing I have ever seen”. By the time, they reached the side of the River Clyde, the bullet-ruptured boat, swilling with blood, was barely afloat. During all of this time, with the landing stalled and long-range Turkish artillery from the Asiatic shore targeting the stranded ship, Wedgwood’s machine gunners kept up a furious fire in an effort, as he put it, to “shoot the shooters” who had thus far destroyed every attempt to charge ashore. One of his officers, Sub-Lieutenant Douglas Illingworth, who was in charge of providing cover from three guns sited on the ship’s port side, wrote: “The hillsides leading up from the little bay were covered with trenches, which were comparatively little damaged. So we had to keep on firing hard to protect our handful of men on shore from being rushed and then land the rest under cover of darkness.” Only then, after a wretched, wearying day crowded with hopeless sacrifice, was the ‘Wooden Horse’

ABOVE

In remembrance, the magnificent family memorial to Arthur Coke in the parish church of St Withburga on the Holkham estate in Norfolk. ABOVE RIGHT

Arthur Coke’s original grave on Gallipoli. (HOLKHAM ARCHIVES)

finally able to disgorge the remainder of its infantry and supporting arms. Rumming and Wedgwood were among those who assisted the grisly disembarkation. “All around the wounded cried for help and shelter against the bullets, but there was no room on boats or gangway for anything but the men to come ashore,” wrote Wedgwood. “For three hours I stood at the end of the rocks up to my waist in water, my legs jammed between dead men, and helped men from the last boat to the rocks. Every man who landed that night jumped on to the backs of dead men, to the most horrible accompaniment in the world.”

‘GHASTLY HELL’

RIGHT

Petty Officer Mechanic Geoffrey Rumming was recommended for a VC for his part in the rescue operation, but the award was downgraded to a Conspicuous Gallantry Medal.

The next day, after a fierce battle lasting from sun rise until early afternoon the reinforcements, aided and abetted by more accurate naval support and machine gun fire from the River Clyde, saw success in ending the stout-hearted Turkish resistance at V Beach. Shortly afterwards, Wedgwood was leading the first of his machine gun teams through the ruins of Sedd-el-Bahr to a fluid front line where they would play as influential a role in consolidating the hard-won beachhead as they had in ensuring the survival of the few hundred men trapped ashore on the first morning. What followed was a struggle far more prolonged than they had anticipated and for which they were singularly ill-prepared. One

of the machine gunners recalled a first night ashore, “shivering” in their “thin khaki clothes” and firing away “like hell” to beat off a number of counterattacks. “We expected when that landing job was over we should do our work with cars, but we have been dragged into this and expect to keep on doing it for some time although we are not fit for it.” The cost of supporting the army’s faltering advance proved a heavy one for the oddest of oddball units carried to war aboard the River Clyde. Having by some miracle escaped largely unscathed the initial landing, they quickly began to take casualties ashore. Coke, who had seemed to positively revel in the dangers of the landing, was the first officer to go, killed by a stray shell on 2 May after another night of heavy fighting. Illingworth followed soon after. Wounded and evacuated, he was frankly relieved to leave behind “the terrors of this ghastly hell”. Wedgwood lasted 

113

GREAT WAR | BATTLING ON GALLIPOLI’S BEACHES RIGHT

Francis McLaren, who succeeded Wedgwood in temporary command of No 3 Squadron, RNACD, stands alongside his car in a specially prepared dug-out in the Helles sector. During the attack on June 4 his car sustained more than 120 hits by bullets and shrapnel after becoming stuck near the frontline.

BELOW

One of Wedgwood’s Rolls Royce armoured cars, hidden from view and protected from shell-fire, in a shelter behind the lines.

Flying Corps only to fall victim to a training accident. Together, they left behind a legacy of courage, recognised by the awards of two Conspicuous Gallantry Medals, which, together with a Distinguished Service Order for their commanding officer, made a mockery of the derision directed at their unit in the days before they found themselves indelibly bound up in the legend that was ‘the Wooden Horse of Gallipoli’.  Note: Adapted and abridged from The Wooden Horse of Gallipoli, by Stephen Snelling, published by Frontline Books as part of its Voices From The Past series. four days longer before being “poleaxed” by a bullet through his left groin during a second failed attempt to capture the village of Krithia and edge the line closer to the landing’s first-day objective, the heights of Achi Baba. His departure so early in the campaign denied him the opportunity of commanding his unit on the first and the last occasion during the 8½-month campaign that it was employed in a role for which it had trained. The operation on 4 June, involving eight armoured cars, which were to spearhead a major assault on the lines in front of Krithia, was commanded by Francis McLaren and would mark the end of the road for another of the River Clyde’s heroes. Geoffrey Rumming, accompanied McLaren as spare driver in his car, ‘Cleopatra’, almost as far as the British frontline, where she

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became wedged in a trench. Amid the storm of fire that her presence drew, Rumming was struck in the head by a piece of shrapnel. “Poor fellow!” wrote McLaren. “He was so keen to come; so cheerful on the way up, and such a terrible sight on the way home!” Rumming never fully recovered. Evacuated to England, where he underwent further treatment, his hopes of re-joining the fray as an officer in the Machine Gun Corps were dashed by a string of epileptic fits brought on by his injuries and he succumbed in hospital on 4 November, 1917. Eight days later he was joined on the ‘roll of honour’ by John Hepburn Russell. The first of Wedgwood’s party to answer the pleadings of the wounded on V Beach, he had subsequently transferred to the Royal

READER'S OFFER To order a copy of The Wooden Horse of Gallipoli and receive a 25% discount and free postage (UK orders only) please call the Frontline order line on 01226 734222 and quote TWHG25, or visit their website (using the same code) at: www.frontline-books.com

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GREAT WAR GALLANTRY

August 1917

GREAT WAR GALLANTRY August 1917

Throughout the First World War, the many announcements of British and Commonwealth gallantry awards appeared in the various issues of The London Gazette. As part of our major monthly series covering the period of the Great War commemorations, we examine some of the actions involved and summarise all of the awards announced in August 1917. RIGHT

This is Canadian Private John George Pattison, who was recognised for his actions during the Battle of Vimy Ridge.

(DEPARTMENT OF NATIONAL DEFENCE/ LIBRARY AND ARCHIVES CANADA)

CENTER

Lieutenant-Colonel William Avery Bishop, VC, DSO & Bar, MC, DFC, Chevalier of the Légion d’honneur, Croix de Guerre with Palm. BELOW

Captain William Avery Bishop, DSO, MC, pictured here in the Nieuport Scout he flew during many of his early victories.

D

ESPITE BEING only eight in number, August 1917 saw the largest monthly total of Conspicuous Gallantry Medals announced so far in the war. Three of these resulted from a raid on the Yemeni port of Salif, which lies on a peninsula in the Red Sea. Before the war, the Turkish authorities had exported local rock-salt deposits from Salif and a British company had been contracted to upgrade the port facilities. On the declaration of war between the two countries, this company had immediately evacuated Salif, being forced to abandon some valuable heavy plant and equipment in the process. In due course, the Royal Navy’s Commander-in-Chief East Indies proposed a plan to remove or destroy this plant to prevent the enemy from putting it to military use. It was believed that at this stage Salif was garrisoned by around 100 Turkish troops with a few artillery pieces. Denied the use of British or Indian troops for the attack, the C-in-C decided

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to utilise the Royal Navy’s resources. A squadron of five ships, Northrook, Odin, Topaze, Minto and Espiegle, were duly placed under the command of Captain W.H.D. Boyle. Boyle’s orders were to hold the enemy at bay whilst the equipment was removed or destroyed. The raiding force sailed from Aden on 10 January 1917.

The following account is given on the website of the auctioneers Dix Noonan Webb: ‘The landing itself was unopposed but further progress met with resistance. By means of an excellent system of signals the ships’ guns fired a barrage on the hill, and under cover of this the parties advanced and gained the foot of the hill. The attack was directed against

GREAT WAR GALLANTRY August 1917

GALLANTRY AWARDS GAZETTED IN AUGUST 1917 Victoria Cross Distinguished Service Order Distinguished Service Cross Military Cross Distinguished Flying Cross* Air Force Cross* Distinguished Conduct Medal Conspicuous Gallantry Medal Distinguished Service Medal Military Medal Distinguished Flying Medal* Air Force Medal* Total

12 235 79 1,098 696 8 122 3,087 5,337

* Indicates an award that has not yet been instituted. Mentions in Despatches are not included.

three sides, the fourth being closed by the Espiegle. At a given signal, the hill was rushed and they completely surrounded the Turks who made a fight, but after two hours had elapsed the garrison hoisted the white flag and surrendered; 85 Turkish regulars with 25 Arab gendarmerie and some civilian officials were made prisoners.’ It was for their actions during this fighting that two Royal Marines, Sergeant J.F. McLoughlin and Private H.G. Bartlett, were awarded the CGM. The Navy Everywhere takes up the story: ‘There are one or two amusing incidents to be recorded. Sergeant McLoughlin … came across twelve Turkish soldiers, of whom one was wounded, decided that they were just about his own fighting weight, and went for them without a moment’s hesitation. It was perhaps fortunate for him that Petty Officer Beaver was close behind him, for as a general rule the Turk does not allow estimates of this kind to be made with impunity. Between the pair of them they shot one of the twelve, took seven of them prisoners, while the rest

retreated precipitately, but only to fall into other hands. Meanwhile, Private Bartlett … was having a little adventure of his own. He chanced upon a hut, and was prompted by curiosity to poke his head inside. There he discovered three Turks and three Arabs, all fully armed. Some people might have been disconcerted and even embarrassed by such a discovery, but Private Bartlett regarded it as merely coming within the day’s work. He was no great linguist, but he had his own methods of explaining to the assembled company that they were his prisoners, and he left not a shadow of doubt in their minds that he meant business. So, they meekly handed over their rifles, and in due course Private Bartlett, wearing little more than a bland smile (for the sun was beating down hotly) handed them over to his commanding officer.’ The third CGM awarded for the raid on Salif was that to Able Seaman F.G. Noble of the Royal Navy. Francis George Noble was born at St. Helier, Jersey, in April 1884 and entered the Royal Navy as a Boy 2nd Class in July 1899. Having then been advanced to Able Seaman, and

ABOVE The memorial to Lance Corporal Samuel Frickleton which can be seen in Slamannan, near Falkirk. Though born in Scotland, Frickleton had moved to New Zealand in 1913. He was serving in the New Zealand infantry when he was awarded the VC for his actions during the Battle of Messines.

fulfilled his 12 years of continuous service, he was discharged ashore in April 1914 and enrolled in the Royal Fleet Reserve, only to be quickly mobilised on the outbreak of hostilities. Noble’s citation, published in The London Gazette on 11 August 1917, states: ‘When a private of Marines was fatally wounded, and was lying in an exposed position, Noble went out from cover and brought him in. His behaviour throughout was most praiseworthy.’ As well as the CGM, McLoughlin, Bartlett and Noble were also awarded the Medaille Militaire by the French government. 

TOP LEFT

The G V R issue of the Conspicuous Gallantry Medal. Conceived as a naval counterpart for the DCM, the Conspicuous Gallantry Medal was originally instituted in 1855 but suspended in January 1856 after only eleven awards had been made. It was restored on 7 July 1874. (ALL IMAGES HISTORIC MILITARY PRESS UNLESS STATED OTHERWISE)

RUNNING TOTAL OF

GALLANTRY AWARDS AS OF THE END OF AUGUST 1917 Victoria Cross Distinguished Service Order Distinguished Service Cross Military Cross Distinguished Flying Cross Air Force Cross Distinguished Conduct Medal Conspicuous Gallantry Medal Distinguished Service Medal Military Medal Distinguished Flying Medal Air Force Medal Total

314 5,681 763 17,836 14,196 67 2,165 67,844 108,866

(COURTESY OF ROBERT MURRAY; WWW.GEOGRAPH.ORG.UK)

www.britainatwar.com

117

LORD ASHCROFT'S "HERO OF THE MONTH"

Chief Skipper Joseph Watt VC

Chief LORD ASHCROFT'S "HERO OF THE MONTH"

Skipper Joseph Watt

VC

LEADERSHIP AGGRESSION • BOLDNESS INITIATIVE • SACRIFICE SKILL • ENDURANCE

The many Victoria Crosses and George Crosses in the Lord Ashcroft Gallery at the Imperial War Museum in London are displayed under one of seven different qualities of bravery. Chief Skipper Joseph Watt’s award is part of the collection and Lord Ashcroft feels that it falls within the category of leadership: “Charismatic, strong, inspirational, the natural leader not only takes command, but also infuses all those around them with confidence and hope. They exude calm and resolve. They are a tower of strength.”

TOP RIGHT: The vessel commanded by Joseph Watt during the enemy attack on the Otranto Barrage – HM Drifter Gowanlea.

J

OSEPH WATT was born in the fishing village of Gardenstown, near Banff, Scotland, on 25 June 1887. One of five children, he was the son of Joseph Watt, a fisherman, and his wife Helen (née Mair), and he was educated locally at Bracoden School, Gamrie. Sadly, his father died at sea while fishing for haddock, more than twenty miles off the coast, when Joseph Jnr was just ten years old. Although his mother soon remarried and moved to nearby

RIGHT: Chief Skipper Joseph Watt VC, RNR.

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Broadsea, Watt was determined to follow his father’s career and, after leaving school, he served an apprenticeship in White Daisy, a fishing boat. Yet, like many fishermen of his generation, Watt never learned to swim. In 1907, he left home and became part-owner of Annie, a Dundee-built steam drifter, and he soon earned a reputation as a daring fisherman who would go out in the wildest of storms. After the outbreak of the Great War in the summer of 1914, Watt volunteered for the Patrol Service and was commissioned as a skipper in the Royal Naval Reserve on 11 January 1915. After a few months of patrolling the North Sea, he was posted to Italy, one of hundreds of fishermen who had volunteered for similar services to their King and country. In the meantime, Watt had married, on 5 August 1915, to Jessie Ann Noble, a fisherman’s daughter. Once in Italy, Watt was appointed to the command of HM Drifter Gowanlea, an 87-foot wooden vessel that had been completed the week that the war had begun. With its crew of nine, and armed with a solitary 6-pounder gun, Gowanlea was a member of a flotilla

of commandeered steam drifters based in the heel of Italy. As part of the so-called Otranto Barrage, the task of Gowanlea and her crew was to prevent enemy submarines operating out of Cattaro, 140 miles to the north, entering the Mediterranean via the straits separating Italy from Albania. No fewer than 120 drifters maintained a twenty-four-hour net barrier across forty-four miles of water, supported in their task by an Allied fleet of motor-launches, destroyers, cruisers and aircraft. On the night of 14/15 May 1917, the Austro-Hungarian Navy launched an all-out attack on the Otranto Barrage, with the aim of wiping out so many Allied vessels that their U-boats would be able to access the Mediterranean and Allied shipping lanes. Nine enemy ships, including light cruisers, were confident of causing massive damage to the Allied flotilla because of their vastly superior size and guns. The nine ships separated before beginning their attack on the barrage at 03.15 hours. At the time, forty-seven drifters were stretched across the straits in seven groups, with Gowanlea on the far western

LORD ASHCROFT'S "HERO OF THE MONTH" Chief Skipper Joseph Watt VC

side of the barrage. Watt was on board with a crew of eight and their dog. As soon as firing was heard, Gowanlea slipped her nets and made for the Italian coast. However, within minutes she ran into Novara, one of the light cruisers taking part in the attack. When the two vessels were only 100 yards apart, Novara signalled to Gowanlea – by dipping her flags and blowing hard on her siren – to abandon ship. Surrender was not, however, a word in Watt’s personal vocabulary and the offer was refused. Instead, calling for full steam ahead, Watt encouraged his crew by shouting: ‘Three cheers, lads, and let’s fight to the finish!’ Gowanlea opened fire with her tiny 6-pounder gun, but with menacing accuracy. The enemy response was predictable: they brought their nine 3.9-inch guns to bear on Gowanlea and two shells caused significant damage. Two further shells landed on the drifter and Watt narrowly escaped death when one of these shells struck

the wheelhouse. But Gowanlea was able to limp away under her own steam. Novara only moved on because she was convinced that Gowanlea was sinking. The raid lasted just over an hour, during which fourteen of the forty-seven drifters were sunk and several more damaged. Gowanlea, despite being badly damaged, even joined in the rescue effort and managed to help the wounded from the drifter Floandi before making for port. Watt’s VC – the only one resulting from this action – was announced on 29 August 1917. Watt, who was aged 29 at the time, was also rewarded with the Italian Al Valore Militare and the French Croix de Guerre. Watt fell ill shortly after his VC action and spent six weeks recuperating in hospital on Malta. After his release, he was promoted to Chief Skipper and allowed to return home. On learning of the news, Fraserburgh town council planned a hero’s welcome but Watt, forever shy of publicity, travelled home secretly. His VC was presented to him by King George V at an investiture at Buckingham Palace on 6 April 1918. After the war, Watt returned to his first love – fishing at sea. His VC was kept in a small, cluttered drawer on his boat. Watt had two children, a daughter and a son. During the Second World War, he commanded a drifter serving with the Home Fleet, with a crew that included his son, who had been invalided home in 1940 after being wounded while serving with the Gordon Highlanders. Joseph Watt, who was known

VICTORIA CROSS HEROES II Lord Ashcroft KCMG PC is a businessman, philanthropist, author and pollster. His sixth book on gallantry, Victoria Cross Heroes Volume II, was published in November. For more information, please visit: www. victoriacrossheroes2.com Lord Ashcroft’s VC and GC collection is on public display at Imperial War Museum, London. For more information visit: www.iwm.org. uk/heroes. For details about his VC collection, visit: www. lordashcroftmedals.com For more information on Lord Ashcroft’s work, visit: www. lordashcroft.com. Follow him on Twitter: @LordAshcroft

locally as ‘VC Joe’, died from cancer at his home in Fraserburgh on 13 February 1955, aged 67. He was buried in Kirktown Cemetery, Fraserburgh, in the same plot as his wife and her parents. I bought this wonderful character’s gallantry and service medals at a Spink auction in London during 2012 and feel privileged to be the custodian of this famous medal group. 

TOP LEFT: Chief Skipper Joseph Watt can be seen on the far left in the front row of this group of naval officers.

LEFT: Joseph Watt VC pictured after the war.

LEFT: Chief Skipper Joseph Watt’s medal group. In addition to his unique Victoria Cross for the Otranto Barrage, Joseph Watt was also entitled to a 1914-15 Star trio; however, there is no record of him every applying for, or receiving, his Great War campaign medals.

www.britainatwar.com 119

Phil Jarman reveals the artist’s story.

08

on The western front



Despite being the most productive artist during the First World War, the work of Orpen was rarely exhibited until the 1980s

ART OF WAR | SIR WILLIAM ORPEN

120 www.britainatwar.com

G

aining a reputation as a society portrait painter in the years leading up to the outbreak of war in 1914, William Orpen was one of the most commercial and successful artists of the Edwardian era. Another exponent from the Slade School of Art in London, Irish-born Orpen was often compared in style to his friend, and fellow artist, Augustus John. Orpen’s vigorous brush strokes were used to record on canvas the high-profile socialites of the pre-war years in a classic fashion reminiscent of the court painters from previous centuries. Orpen succeeded the renowned John Singer Sargent whilst working in an area of expertise that was lucrative and enabled the artist to gain familiarity with his sitters and commissioners. Unfortunately, Orpen was criticised for his standard boardroom and drawing room outcomes, his striking wartime work which incorporated battlefield scenes and portraits of the senior army staff, were rarely exhibited in numbers until the latter decades of the Twentieth Century. In the first year of war, many Irish intellectuals and professionals left Great Britain and moved back to Ireland to avoid conscription into the British armed forces. Among them, some of Orpen’s close colleagues. For Orpen, it was through the contacts created in the course of his painting that ultimately found him his niche as a prominent war artist. In late 1915, Orpen was drafted into the Army Service Corps and

SIR WILLIAM ORPEN | ART OF WAR

posted to Kensington Barracks in London. Alongside his clerical role, the artist continued to work as a portrait painter and among his subjects were eminent figures such as Winston Churchill. It was through his influence and connections with military leaders, particularly Douglas Haig, that he was commissioned as an official war artist by the Department of Information, who were given little choice in the posting. Due to the influence of Haig, Orpen was given the unusual rank of Major and offered unlimited time at the front to pursue his work. All other official war artists were only commissioned as Second Lieutenants and given restricted access to the scenes of battle within high-risk areas. Such was Orpen’s influence on the military hierarchy, that he had the luxuries of an officer with a military aide, a car with driver, a batman and assistant for his ventures to the Western Front. Based in Amiens on the Somme in the spring of 1917, Orpen was driven to the key battlefields of Thiepval, BeaumontHamel and Ovillers-la-Boisselle, where he produced sketches of Allied troops, German prisoners of war and the devastated trench systems and barren landscapes following the worst of horrors of 1916. Despite producing a body of studies, Orpen failed to submit any work to the Department of Information. After receiving an official reprimand, Haig’s office moved the officer who issued

ABOVE LEFT

The remnants of battle, wire entanglements, the helmet, kit and shell holes set within a bright landscape rather than the mud and water-filled battlefield of the Somme from early 1917. ABOVE

One of the paintings initially entitled ‘A spy’, which caused great consternation with the Ministry and military authorities.

the admonishment to other duties. Subsequently, the artist completed two portraits that were widely used across the British media in newspapers and magazines. The paintings of Haig and the Commander of the newly formed Royal Flying Corps, Sir Hugh Trenchard, became familiar on the home front in publicity material and in publications. Following a move to Ypres in the summer of 1917, Orpen created one of the most thoughtful and emotive paintings of his career, a self-portrait entitled, ‘Ready to Start’, a furtive glance in the mirror, clad in steel helmet and sheepskin waistcoat, the artist looks back from behind empty glasses, bottles and personal effects on a table in his hotel room. Reminiscent of the Dutch painters of

earlier centuries, and demonstrating hints of Impressionism with familiar use of colour and brushstrokes as in the work of Manet and Cezanne, this self-portrait was a striking legacy of Orpen’s time at the Western Front. Observing the Somme battlefield in early 1917, Orpen then returned in the late summer, the brightness of white chalk and sun-baked mud, flourishes of bright flowers and butterflies had replaced the stagnant, water-filled trenches and shell holes - clear remnants of the carnage of the 1916 offensive. This contrast had given the artist the inspiration to record quite different scenes to those he encountered only a few months earlier. As the German’s retreated, the battlefield around Thiepval now contained the remains of fallen 

LEFT

The bleached chalky landscape, ‘The Schwaben Redoubt’ captured by Orpen in 1917, shows shattered trees and craters covering an eerie landscape. OVERLEAF

Painted shortly after his arrival in France, Orpen created the selfportrait, ‘Ready to Start’, the viewpoint, use of the mirror and carefully placed props are reminiscent of the Impressionist artists of the late nineteenth century.

www.britainatwar.com 121

ART OF WAR | SIR WILLIAM ORPEN

ABOVE

A head and shoulders portrait of Field-Marshal Sir Douglas Haig painted by Orpen in 1917.

RIGHT

The final outcome titled, ‘Tomb of the Unknown Soldier’ a painting that was re-worked drastically prior to being successfully received.

reprimanded and recalled to London as a consequence. Against orders, the artist did return to the Western Front until, with the support of Lee, his commission once again was approved and made official. The fruits of his labours, a series of drawings and paintings, were ultimately exhibited at a gallery in London in May 1918, many depicting the landscapes produced in the summer of the previous year. Following the show, the collection toured a number of galleries around Britain and moved over the Atlantic to the United States. At the time of the London exhibition, Orpen decided to donate the collection to the British Government and the artworks are now kept at the Imperial War Museum. In the final summer of the War, Orpen returned to the battlefields of the Somme, where he painted the aftermath of the concluding actions of the conflict. soldiers and burial parties who The scenes witnessed by the artist were busy retrieving bodies across throughout the war led to him suffering the desolate but strangely colourful a breakdown as peace once again landscape. descended on Europe. The subject of his The conflicting scenes prompted ‘Spy’ paintings, Yvonne Aubicq again Orpen to adopt a new stylized palette nursed him back to health, enabling him of colour, from drab browns and to return to his work and undertake a greys, he began to paint the remnants major commission. of battle, in mauves, purples and In 1919, the Imperial War Museum light greys with expanses of white requested that the painter should depicting the brightness of the sun create several group works depicting drenched chalky soil. the delegates who decided the fate of In the autumn of 1917, following the Germany at the Paris Peace Conference artist’s renewed popularity resulting following the Armistice. Orpen produced from his portraits of Haig and two large-format paintings, working Trenchard, Orpen was requested to from individual portraits of the delegates, record some of the air aces of the RFC. but became disenchanted with the Amongst his outcomes were paintings process as he became aware of the lack of Lieutenant Reginald Hoidge DSO of respect some the delegates had of the MC and also Arthur Rhys-Davids massive loss of life and the true costs to DSO MC who was unfortunately the combatants who had fought in the killed in combat only days after sitting war. for the artist. The latter portrait was widely reproduced and used as the cover image for the popular War Pictorial magazine at the time. An unusual turn of events led to controversy as the war entered its final year. Orpen was hospitalised through blood poisoning and he met and began a relationship with a volunteer Red Cross worker, Yvonne Aubicq. She sat for him, and he produced several portraits of her. Two paintings were submitted to the Department of Information, Orpen entitled the outcomes ‘A Spy’ and this led to the artist being interviewed by Lt Col A N Lee acting on behalf of the censor. The controversial title caused great consternation amongst the military chiefs, and if taken seriously could have led to a court-martial being issued. Contriving a fanciful explanation to Lt Col Lee, Orpen was

122 www.britainatwar.com

A third outcome was begun, but as Orpen painted the composition he again included the leading figures plus some of the subjects of his earlier portraits of soldiers and airmen. He then painted over the canvas and included two ragged soldiers guarding a unionflag draped coffin. This composition, entitled ‘To the Unknown British Soldier in France’, was met with outrage by some critics when it was first exhibited in 1923 at the Royal Academy. Although originally commissioned by the IWM, the painting was not received favourably as it did not meet the brief. After hanging for five years in the artist’s studio, he over-painted the soldiers and ultimately the outcome was accepted by the museum. Throughout the 1920s, Orpen returned to his portraiture, earning enough for him to maintain two houses, one in London, the other in Paris. Although commercially successful, possibly the effects of his wartime experience affected his ability to produce work of a standard acceptable to his commissioners and several paintings failed to meet the required standards. Bouts of drinking, depression and memory loss ultimately resulted in his divorce from his former nurse and model, Aubicq, and in 1931 Orpen died in London aged only 52. Orpen’s artistic legacy of battlefield landscapes and portraits were rarely exhibited for decades, possibly a reaction to the subject matter and the intervening Second World War and anti-war feelings in Britain. It was not until the 1980s that critics viewed Orpen’s outcomes in a different light, and encouraged enthusiasm for his translations of a conflict 50 years earlier. 

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World War Two Rations As Mark Khan reveals, the collecting of militaria items can cover fields far more wideranging than uniforms, medals and weaponry. In this month’s feature on militaria collecting he takes a look at collecting the various ration packs issued to the combatants of the Second World War. The phrase ‘An army marches on its stomach’ has been attributed to both Napoleon Bonaparte and Frederick the Great. Whoever the originator, the importance of feeding an army is paramount. It is vital that both food and water are provided to maintain an army’s operational capability. Rations not only sustain, but they are an important factor in building morale. The ordinary British soldier’s rations during the Napoleonic War of 1815 comprised: ‘Two pounds, of a mark’s weight, of bread of maslin (a mixture of wheat and rye), or one and two-thirds of (wheat) flour, or one and one-sixth of biscuit — A quarter pound of gruel, or threesixteenths of rice, or half a pound of fine wheat flour, or of peas or lentils; or half a pound of potatoes, carrots or turnips and other fresh vegetables. — A half pound of fresh meat, or a quarter pound of lard. — A tenth of a litre of spirits, or half a litre of wine, or a litre of beer. — A thirtieth of a pound of salt.’ Traditionally, food would need to be cooked either by the soldiers themselves or by a field kitchen supporting their unit. This method of cooking basic foodstuffs requires a reasonable time to allow preparation and cooking to take place. Prior to the Second World War, set-piece battles or fighting often took place in or around static positions. During the Second World War, fast moving mobile warfare became prevalent. To cater for this mobile warfare, and to become less reliant on cooking food using field kitchens in static locations, some combatant powers developed pre-packed or pre-prepared field rations that could be issued to those soldiers whose units were likely to be constantly on the move. These rations took different forms and were mostly utilised by the British and American armies, less so by the armies of other nations.

BRITISH ‘COMPO’ RATIONS

Being of a very ephemeral nature, produced to only to last a relatively short period of time and of obvious practical use, surviving ABOVE The 24-hour ration pack displayed with contents (including folding cooker). LEFT The British 14 man one day ration. Designed to last 14 men for 24 hours. This could be divided accordingly (i.e. 7 men for 2 days).

examples Second World War military rations are not common. It is still possible to find examples and adds an interesting dimension to collecting WW2 memorabilia. Here we look at some examples of Second World War military rations and provide some insights into collecting them. During the Second World War, the British Army developed a special composite ration. These were developed into two types; an individual ration and a 14 man for 1 day ration (designed to cater for 14 men for one day, i.e. 24 hours). Colloquially know as ‘Compo’ ration, this ration still endures today but in a much modified and improved form. 

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TOP A confectionary tin. Such items often survive due to being useful storage. ABOVE Vital to any British soldier was the tea contained within a ration pack.

Initially issued as loose tea, later it was issued pre-mixed. Here, Monty enjoys a brew in the desert. BELOW Special ration tins, the emergency tin on the left contained chocolate and was often issued to troops taking part in major operations.

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The boxed ration contained tinned and sometimes dried goods, plus sundries. George C. Blackburn a Canadian artillery officer describes these rations and how they were used during the fighting in Normandy in July 1944: ‘There are various types of Compo boxes, each identified by a letter of the alphabet (from A to E at least), each type containing a variety of tinned food. The various types of boxes have been shuffled and mixed up at some supply base to ensure variety even within units. For a while there will be a certain excitement in receiving a Compo box. Finding you’ve been given one with the can of peaches is like winning a lottery. A great deal of time is spent reading directions and experimenting with methods of heating the contents of “M & V” (meat and vegetable stew), “Steak & kidney pudding” (a can lined with a thick dough and filled with chopped beef and kidney), “Sultana pudding” (resembling a dried-out fruit cake that can be sliced and eaten cold with slices of canned cheddar), and “Treacle pudding” (a caramel-coated creation that is specially pleasant when warmed up)’. An important component of the British ‘Compo’ ration was the tea making element. This came as loose tea, or as special pre-mixed ingredients (tea/powdered milk/sugar) in a tin. Serving in the Royal Army Service Corps in the Western Desert as a driver, Private Maurice Meritt describes its morale boosting qualities and how it was ‘brewed up: ‘Our brew can was acquired from the cook, originally containing marmalade or margarine, large in size and with a capacity of approximately seven pints of liquid. After filling the tin within two inches of the top, the brew can was placed on the stove or petrol fire and boiled. Directly the water bubbled, a handful of tea was dropped into it and allowed to stew and boiled for a few minutes. That smoked begrimed, battered, black and dented teapot produced the most lovely refreshing dark brown drink, with lashings of sugar, not in short supply. We always had a lovely mug of tea in the desert, and though it invariably made us sweat like a bull for a spell, it still was a favourite for all.’ David Kenyon Webster, an American who served with the US 506th Parachute Infantry Regiment described the tinned tea ration as: ‘popular with both British and Americans (who would never admit to liking anything English), the tea was an ingenious mixture

of dried leaves, concentrated sugar and powdered milk. A heaping spoonful in a half canteen of boiling water made a sweet, hearty beverage.’ British rations are very rare, and whilst they are still possible to obtain they do command very high prices.

AMERICAN RATIONS

The US Army, in 1942, defined that 3,750 calories were required for those engaged ‘in active hard work’. This figure was very similar to that of the British Army, but American rations were provided in great quantity and comprised many different types, including: K Rations - comprising three separately boxed meals (Breakfast, Dinner and Supper), consisting of tinned food, beverage making elements, crackers, candy, cigarettes and sundries. C Rations - Tinned rations, comprising contents designed to provide a balanced diet. 10-in-1 - Ration packs similar to the British ‘14 men for one day’ pack. Emergency Rations & Special Ration Packs - Created for use in emergencies (e.g. for pilots or life rafts) and as rations for mountain troops. US rations were produced in large numbers and widely used by all the Allied forces. Whilst rations are designed to offer palatability, and to provide nutrition and sustainability, cultural differences in menus sometimes occur. Captain Anthony Irwin, serving with V Force in Burma, was issued US “C” Rations and related his impressions of them: ‘We took an ample supply of American rations and set-off. The “C” ration, which is the normal American field issue, is all in tins. These rations were at first a great joy to us, but they soon palled. Two tins, three times a day, three of the tins being a basic mess of potages, well-oiled and with a red fluid which they like to call “tomato puree” and three tins of biscuit, confection and beverage”, The first is always the same, being five hard round biscuits; the confection is always three hard-boiled sweets, with a piece of Dentice chewing-gum for breakfast tooth-cleaning, and the beverage is excellent coffee powder in a small tin for breakfast. Pretty mediocre lemon powder for lunch, and superb cocoa powder for supper. Personally, I never managed the potage, but always relied on rice and bully and chillies’. 

TOP The breakfast pack box for the K Ration. ABOVE A contemporary advertisement from the Campbell Soup Company, who

manufactured C Rations. LEFT The '10 in 1' ration pack boxes, comprising a first and second half package. These items are now very rare and command high prices. BELOW RAF aircrew emergency ration packs.

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LEFT Often used by German troops for cooking in the field was the Esbit folding

cooker. This used small blocks of combustible fuel to heat what was being cooked.

BELOW LEFT Vital for keeping up morale were cigarettes. These Spanish

manufactured cigarettes are marked for Wehrmacht issue. BELOW Another special issue item was a tin of chocolate. This well-known brand was later issued in a cardboard packing.

Unfortunately, despite best efforts, one cannot please everybody and the more traditional British Tommy’s fare of bully beef seems to have endured with Captain Irwin! American rations were once the most commonly available to the collector, but they are now becoming rarer and now command high prices.

GERMAN RATIONS

The German Army adhered more to the use of field kitchens rather than devising special individual rations. Henry Metelmann served in the Wehrmacht in Russia during the Second World War, and describes the contrasts in rations that could occur in this theatre for a German soldier. At the front, supply could be very difficult and he describes the situation when fighting in the Crimea: ‘Our food supply was not the best. With the land route from Germany to the Crimea very long and vulnerable, and the sea passage from Romania, due to the Soviets still holding on to Sevastopol, not being open yet, we often felt quite hungry. Usually, we had only one warm meal a day with the nutritional quality seldom rising above a thin cabbage soup, with the odd piece of tomato; every second day, each of us received half a loaf of bread, some fat, a bit of cheese and some hard honey’ German rations often included foodstuffs taken from occupied countries. This could include French wine and cheeses, as well as consumables taken locally. When in a static position, however, the food situation could change to a dramatically more favourable one. Henry Metelmann describes how he and his colleagues fared when billeted in a Russian village behind the lines: ‘We had a midday meal consisting mainly of nourishing bortsch (vegetable soup) and bread. Each evening we had a lovely big meal consisting of potatoes, other vegetables, eggs and meat mostly out of a large frying pan from which we ate together with everyone dipping in their forks’ Due to the lack of specialist military rations utilised by the Germans, surviving examples are extremely rare and can command very high prices. Interestingly, with the increase in the relic-hunting digging of Second World War battlefields by enthusiasts looking for buried or discarded militaria, examples of German rations often are being found today. Military rations provide a fascinating if not ‘niche’ area of collecting. They provided vital sustenance during the Second World War, but varied in popularity. Whatever their availability and quality, there was one thing the troops always looked forward to; a traditional solid meal, made from fresh ingredients! 

As previously stated, ration items are all quite rare and command high prices. They can still be obtained via online auctions or from specialist militara dealers. Good quality reproductions produced for the re-enactor market are also available and provide a good substitute as components of a generic militaria collection.

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militaria

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The First W

rld War in Objects

COMRADES OF THE GREAT WAR

NO.37

CERTIFICATE

As the First World War drew to a close, and in the weeks and months after the Armistice, a number of veterans’ associations were formed throughout the UK. In many ways, this was a result of the social revolution that the war had created. These organisations, an important platform for former service personnel to remember lost comrades, retained a degree of camaraderie and discussed the post-war issues veterans faced as well as forming an influential social movement in their own right. One of these organisations was the Comrades of the Great War. Formed in 1917, the organisation was the idea of a number of individuals, not least of whom were the Conservative MP Lieutenant Colonel Sir John Norton-Griffiths and Lord Derby, then Secretary of State for War. However, a predominance of politicians and officers on the national committee in the early stages was a deterrent to many ex-sevicemen and recruitment was initially poor. In an attempt to broaden the organisation’s appeal, Lord Derby appointed Captain E.B.B. Towse, VC, as chairman. Towse had been awarded the Victoria Cross for his actions at Magersfontein during the Second Boer War – an action during which he was blinded. His appointment proved to be an astute move and recruiting improved dramatically. The first club founded by the Comrades of the Great War was the Surrey county branch and was opened on Saturday, 8 December 1917, at Addlestone, near Weybridge. A large residential property had been acquired and furnished by Major Gordon Watney (who also presented £5,000 to the headquarters fund) for the purposes of the Weybridge branch. The opening ceremony was performed by Lady Norton-Griffiths, and those present included General Sir Edward Hutton and Colonel Young. A report on the club’s opening, published in The Times two days later, noted that ‘Sir John Norton-Griffiths said that the movement was due to an incident near Ypres in April, 1915, when on a dirty night officers and men were digging out twenty-two men who had been buried by a German shell. The spirit of comradeship there displayed led an officer and serjeant to declare their intention of founding an organization to perpetuate such a spirit of comradeship. ‘Captain Towse VC said there was no need to point out the meaning of comradeship to men who had faced death together in the trenches.

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If all those who had been ‘over the top’ together would cling together it would make for the good of the country.’ By this stage of the war, county organisations has already been established in Wiltshire, the North Riding of Yorkshire, Hampshire, Cheshire, Lancashire, Nottinghamshire, Derbyshire, Lincolnshire, Sussex, Essex, and Northamptonshire. All members of Comrades of The Great War, which was was non-political and non-sectarian, were presented with a membership certificate and a badge. The organisation was one of the original four ex-service associations that amalgamated on Sunday, 15 May 1921, to form The British Legion.  LEFT Private Albert Church pictured with his mother and sister during a period of leave. (COURTESY OF MARK HILLIER)

ABOVE An example of a Comrades of The Great War

lapel badge. These badges, which were all officially numbered, are known to have been manufactured by at least four companies – Batty & Sons of Manchester, Thomas Fattorini & Sons in Bradford, J.R. Gaunt from London, and J.W. Hood & Son at Southampton.

BELOW The Comrades of The Great War membership certificate presented to a former Private in the 8th Battalion, Bedfordshire Regiment, Albert Church. If correctly completed, these certificates should show the branch to which the veteran belonged – in this case, the village of Robertsbridge in East Sussex. (COURTESY OF MARK HILLIER)

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