Short Story re North Africa, "88th Flotilla"

By Canadian L/S Jim Gibb, later to become Lt. Cdr.

(as written to L. Williams)

"Americans land near Algiers. Canadians man some landing craft"

Photo Credit - Operation Torch at wikipedia

The 88th Flotilla under Commanding Officer LT Judd Whittal, DSC, Royal Canadian Navy Volunteer Reserve (RCNVR, the Wavy Navy), boarded SS Clan MacTaggart, a 7,600 ton cargo vessel on September 24, 1942. Clan MacTaggart was under the command of CPT Derek Storm and Chief Engineering Officer James Swann, at Lockport in the Gareloch on the Clyde River. From whence we sailed to North Africa, landing on November 8, as you describe in your account. Beached and shelled from Fort La Citadel in the hills manned by the French Foreign Legion.

Photo by Lloyd Williams, in St. Nazaire to Singapore, page 122

The Royal Naval destroyer which shelled La Citadel was HMS Bulldog under Commanding Officer CDR Anthony Heber-Percy, DSO, RN. He also, along with HMS Penelope (nicknamed "Old Pepperpot" as she was shot full of holes), stopped an attack on the ships off the beach on Tuesday, November 10 by three Vichy French destroyers which approached the area undetected by radar. They (the French) were using the cover of Ile d'Or to within eight miles of the beach. Bulldog advanced to meet them and also gave bearing to Penelope which responded by firing a salvo of six projectiles striking the lead French destroyer. It was at "Action Stations" with ammo lockers open. The French destroyer was completely destroyed. The other two Vichy destroyers fled west and by reports of later days, were detained by other British vessels some 60 miles from our site.

Photo credit - HMS Penelope (at Wikipedia)

Three of out LCMs were dispatched to the scene of the sunken destroyer to look for survivors. My LCM 288 - or should I say your's - managed to get four survivors from the water - one with an arm blown off at the shoulder, one with a lower abdominal perforation which a piece of metal made passing through the left renal area, one with two broken legs (tibias) and one seemingly uninjured but dazed. We treated all we could with codeine and immobilization, for shock and bleeding. We returned with all speed to the Monarch of Bermuda, the hospital facility. Unfortunately, as we were approaching the ship, the "uninjured" party jumped up and ran pell mell into the ramp at the bow and fell over - dead.

Lloyd, I've shown the airport in the diagram, because on Wednesday a "friendly" aircraft (the first we had seen) buzzed the beach at low level - a Spitfire exited west toward the beach and then returned and opened fire, strafing the length of the beach. After some moments of disbelief everyone opened fire and the aircraft was hit and went down somewhere on Cape Falcon.

A flight of Spitfires had been dispatched from Gibraltar to the airport in Oran. This distance was a critical one, as the fuel capacity of the Spit would first allow this distance, and then secondly, they would have to land. A British Commando unit had been detailed to take the airport which was still in German hands. Unfortunately the Commandos were not able to accomplish the task before everyone was aware an invasion was occurring and also the aircraft had arrived after the landing. All the RAF pilots were apprehended by the French and taken away. This is where the "friendly" aircraft came from.

The above story is taken from St. Nazaire to Singapore: The Canadian Amphibious War, Vol. 1, pages 116 - 117.

Link to Short Story re North Africa, "Operation TORCH"

Short Story re North Africa, "Operation TORCH"

By Lloyd Williams, Lt. Cdr., RCNVR

The second landing* for the six Canadian Flotillas was "Torch" in North Africa. We operated LCMs and LCAs and landed on the three beaches at Oran. Our flotilla landed west of Oran and Mers-el-Kebir (the French Navy harbour), at Les Andalouses called Y Beach.

There were to be three sites in North Africa:
1. Casablanca would be entirely American and originated in the US with 31,000 men. Its escort included two battleships, five cruisers, four carriers and 29 destroyers.
2. Oran would be American troops based in the UK totalling 19,000 troops. Its escort included one battleship, three carriers, three cruisers and 12 destroyers with accompanying corvettes, sloops, sweepers and submarines - all RN. (see above map)
3. Algiers was of mixed forces; 9,000 US and 11,000 British. Its escort included four cruisers and 12 destroyers.

"Convoy carrying troops and supplies - invasion of North Africa" Photo Credit

"Allied troops landing on a beach near Algiers" Photo - Encyclopædia Britannica

All in all 340 ships passed through the Straits of Gibraltar in 33 hours beginning at 1930 on November 5, 1942 and ending at 0400 November 7, 1942 at 2230. All six landing groups were in position at their release points - two miles seaward off their beacon submarines. Canada's 16 Corvettes transferred for Torch are noted elsewhere... including the two which were unfortunately lost.**

All information regarding Operation Torch was a very guarded secret, so secret that only a handful of men in the highest planning circles knew its details. Along with a sketchy outline of the plan, some of the requirements and conditions were made known. Assault convoys and reinforcement convoys moving from the US and the UK to the Mediterranean were expected to come under heavy attack by submarine and from the air. The escort forces much larger than usual would be required and Canadian Corvettes particularly in these convoys.

At Oran, first the Walney, which charged the Boom at 15 knots, and then the Hartland which followed her, were fired upon, burst into flames and only Cpt. Peters and five of the landing party to go ashore survived. The crew of the Hartland were more fortunate. Although they suffered heavy losses they were able to abandon ship before she sank. Peters was awarded the VC but ironically was killed in an air crash on the way back to the UK.

At Algiers the two lead ships were the destroyers Broke and Malcolm. On their approach to the harbour the Malcolm was hit in the boiler room off the entrance and withdrew. Broke got in at 0530 on her fourth attempt. At each of these three landings at Oran something went wrong.

The westerly force encountered a small French convoy a few miles short of the beach in a fashion somewhat similar to Dieppe. This caused delay to the minesweepers which were leading the way in so that they were overtaken by the Personnel Ships. Captain Allen (SNOL) decided to take a chance and go ahead without them, but there was some confusion which was added to by a westerly current and the non-appearance of a motor launch which was supposed to pilot the landing craft to their allotted beach. As a result the second wave got ashore before the first but there was no opposition and it did not matter.

At Oran's Y Beach, Les Andalouses, there was a shelf of sand running the whole length of the sector, five or six yards off shore with five feet of water inside it. Air photos had not revealed the sand bar and it came as a complete surprise. Many landing craft damaged their rudders and propellors as they bumped over it and many broached to.

At Arzew, Z Beach had been selected for the biggest of the three landings. The assault craft lost cohesion and instead of touching down simultaneously, they arrived over a period of more than twenty minutes. The American commander insisted in sending so much gear ashore with his men that the landings from the LCM Flotilla were delayed by nearly two hours and the whole program fell more and more behind clock. The troops went ashore greatly overloaded and here again, any opposition would have been disastrous.

*The editor assumes the first landing (inferred) was at Dieppe, 3 months earlier

**Canadian Corvette Support: (In August, 1942, the  Admiralty requested the loan of a number of Corvettes to support Operation TORCH. The RCN lent 16 of its own Corvettes and 1 RN Corvette) Alberni, Algoma, Baddeck, Calgary, Camrose, Kitchener, Louisburg (lost), Lunenburg, Moose Jaw, Port Arthur, Prescott, Regina, Summerside, Ville de Quebec, Weyburn (lost), Woodstock, Nasturtium (HMS)

The above story from St. Nazaire to Singapore: The Canadian Amphibious War, Vol. 1 is found on pages 115 - 116

Link to Short Story re North Africa & A Cluttered Beach

Website: The First Day's Operations Against Oran

OPERATION TORCH, North Africa, November 8, 1942

At the website the above map can be greatly enlarged

A website book, over 680 pages in length, (U.S. Army in World War 2 - Mediterranean Theater of War. Northwest Africa: Seizing the Initiative in the West by George F. Howe) concerning the U.S. Army's activities and contributions to WW2 in the Mediterranean Theater, can be found at this link.

However, if one wishes a narrower focus, e.g., on particular activities that include the contributions of Canadians in Combined Operations, one should turn to Chapter XI - The First Day's Operations Against Oran.

Brief explanation:

One doesn't have to read Ch. XI too long before coming across references to landing craft that were used at beaches familiar to Canadian officers, seamen and coxswains. 

E.g., when one reads 'The Landings at Les Andalouses (Y Beach)' on page 199, a connection to the adventures and trials of PO RN Neil McLean may be recognized. Read more about PO Neil McLean.

"Photo from PO McLean's story reveals a tarp-covered gun, centre-left" 

"Photo from Chapter XI reveals the same covered gun, centre"

As well, when one reads about 'The Landings Along the Golfe d'Arzew' on pages 205 - 208, more perspective can be related to Leading Seaman Doug Harrison's story re the same day. Read LS Harrison's account here.

 "Canadian LS Harrison (centre) delivers U.S. troops to N. Africa's shores"

Photo Credit - Imperial War Museum (IWM), London, UK

 "Harrison and mate handle anti-broaching lines as U.S. troops unload" (IWM)

"Photo from Chapter XI reveals the same scene, later in the day"

As one reads Chapter XI many remarks are made about events, including difficulties, related to the busy landing beaches and landing crafts, and (therefore) members of Combined Operations, many of whom were Canadians.

WHITE BEACH on the bay of Mersa Bou Zedjar. Photo from Chapter XI

Link as well to another Website re Combined Operations

Short Story re North Africa & A Cluttered Beach

Action on Les Andalouses Beaches, Oran (November, 1942)

By Dr. Wm. Neil McLean, CDR, RCNVR

"A point on Les Andalouses Beach where Petty Officer RN Neil McLean spoke firmly

to a senior officer and was drafted out of RN Combined Operations into a stores job."

Photo credit - V. Jones, Operation Torch, Pan Ballantine History of WW2, 1973

From Calgary Neil McLean went to Gosport, England for Boy Seaman training at HMS St. Vincent. After service with the Home Fleet, in the Eastern Mediterranean and Force H, he was drafted to Combined Operations as Petty Officer (PO). In the course of Operation Torch his Beach Group C was ordered to direct landings at Les Andalouses (Y Beach).

Chart found in Combined Operations page 66

However, on arrival of PO McLean's C2 Beach Party it was found that the central beach was inaccessible due to its rocky condition. Pre-invasion  beach reconnaissance was not well developed at that time. C2 Party was therefore divided between the Western (C1) and Eastern (C3) Beach parties.

The Beach Master of C1, a Royal Navy Lt. Cdr. who had transferred from the Merchant Navy, was impetuously calling in craft out of their order. The beach became cluttered with 'broached to' craft as there were insufficient hands to properly handle the crafts' lines. The officer was adamant and refused to take advice (from McLean) re the correct procedure. Without the standard stern lines control of the beach cluttered up with 'broached to' and unserviceable craft.

"A 'broached to' LCM (left) at Les Andalouses, Nov., 1942"

Photo - US Army in WW2, Ch. 11, page 201

After his remonstrations McLean found himself returned to General Service. PO McLean was drafted to a Naval base at Aultbea, Scotland. There convoys to Murmansk were formed up. After a year he went to HMS Defiance, a Torpedo School at Devonport, and qualified for Leading Torpedo Operator, Low Power (LTO, LP).

He spent about a year on HMS Bagshot, a minesweeper, clearing German minefields around Greece. Next he transferred to the RCNVR as an AB (Able Bodied Seaman), LTO, LP. On demobilisation  he went to the University of Alberta, Faculty of Medicine. On graduation he began his practice of Family Medicine in Calgary. Rejoining the Naval reserve as a Surgeon Lieutenant he retired as a Surgeon Commander, RCNR, Retired.

Photo Credit - St. Nazaire to Singapore, Vol. 1, Page 114

Neil McLean was a well trained Petty Officer when he was drafted to Combined Operations in command of the C2 Beach party. In a WW2 torpedo exhibit at the Naval Museum of Alberta, Neil McLean is pictured standing by a weapon - characteristic of his old non-sub rating - restored by his work as a Naval Museum Volunteer.

This short story is found in St. Nazaire to Singapore: The Canadian Amphibious War 1941-1945 Volume 1, Page 114

Link to Short Story re North Africa & Friendly Fire

Short Story re North Africa & Friendly Fire

North Africa: Oran, Exposure to Friendly Fire*

by John E. Rimmer, L/Sea, RCNVR

Photo is found in St. Nazaire to Singapore, page 113

Introduction: At the thirty-fifth reunion in Thunder Bay in 1989, Tom Scott and I were talking about an incident we, amongst others, experienced. Perhaps you did too. Any way we decided that I should write about it and send it to Clayton for the news letter**. However I never got around to sending it so I will send it on to David***. We found it amusing anyway. You be the judge.

 "John (Jack) Rimmer is aboard H.M.S. Keren, on route to Sicily, 1943"

"Please note Don Westbrook, in above photo, back left"

"Roy Burt (left), author of 'The Saga of the Wine Barrels'

"Don Westbrook (right), as seen in July 1994 RCNA newsletter" 

Arzew, North Africa, November 8, 1942

Tommy Scott and I were wondering how many of the guys here in Thunder Bay remember the experience being targeted by apparently, friendly gun fire during the North African landings at Arzew. If they do, they would probably remember on D-Day + 1 laying on the boat deck of the S. S. Reina Del Pacifico sunning ourselves during one of our rest periods while a relief crew had taken over our LCM.

Two RN Seafires came in low over the sand dunes and made a pass along the beach and then swung out over the anchored ships as we all watched in awe and admired their flying skills.

Then on their second pass over the beach, one behind the other, they sprayed the beach with machine gun fire scattering the troops in all directions. Then it was our turn to scatter as they swung out toward us. Somehow we all made it down the hatches without anyone getting hit. We could hear bullets ricocheting off the deck and superstructure.

It seemed that the two Fleet Air Arms planes had run low on fuel and their carrier had left the area and they were advised to land and refuel at the Arzew airfield. The problem was it hadn't been captured yet and on landing their planes they were taken over by the Vichy French and it was them that caused all the excitement. However it was a one-time-only affair as the air field was captured shortly after that and we weren't bothered by our own aircraft for the rest of the operation.

*The fire was really not all that friendly.
**A monthly newsletter, related to the Canadian Comb. Ops arm of the RCN association, was printed and distributed for many years.

***Albertans David J. and Catharine (Kit) Lewis, and Len Birkines compiled and printed the stories found in St. Nazaire to Singapore: The Canadian Amphibious War 1941 - 1945, Volumes 1 and 2.

John Rimmer's story and many more can be found in St. Nazaire to Singapore: The Canadian Amphibious War 1941 - 1945, Volume 1

Link to Short Story re North Africa and Wine Barrels

Unattributed Photo by GH

Short Story re North Africa & Wine Barrels

The Saga of the Wine Barrels

by Roy C. P. Burt - 3753

The following short story is found in Combined Operations by C. Marks, Page 73 - 74:

After we had completed the landings on Oran's Y beach at Les Andalouses, and the beach was made secure, the Officers and crews of the LCM's of the "Salacia" and "Clan MacTaggart" moved to Mers el Kebir. Shortly after the Officers and crews of the LCM's of the "Clan" sailed for the U.K. on a very perilous trip.

The Officers on the three remaining LCM's and their crews were ordered to Oran for additional duties. On their arrival they heard a rumor that a French wine ship out of Marseilles was sunk outside the port the night before. We settled ourselves in an establishment which had once served as a dance hall, overlooking the harbour, so we can keep a sharp eye, at all times, on our landing craft. At this place some of our old enemies (French Foreign Legion) became our allies and helped us scrounge.

Lt. Beverage received a signal from the American Harbour Master to provide a Shore Patrol of the town of Oran. He had to attend a security meeting so designated a Petty Officer and six ratings to carry out this duty. After the Officer and the ratings left, the rest became curious about the wine ship and the story of its sinking. However, we proceeded to investigate with no definite plan of action. So it naturally developed that the capture or liberation of one of those wine casks was imperative. Leaving a couple of the crew to guard the other craft, the remainder boarded my barge and away we went, back up the harbour, about half a mile, where the first group of casks were found. Well a great to-do occurred trying to get ropes and lines around a mostly submerged huge round cask, but nothing worked. The operation was about to be abandoned when the obvious solution was found. We lowered the door down below the water as far as it could go, then moving slowly, we got a cask between the front edge of the door and the solid concrete wall of the dock. Power was applied to the diesels and the cask was now on the end of the door. It was then carefully raised (so as not to have this juggernaut come barreling aboard) until it was secure in the well of the craft.

Back to the jetty, and the cheers of those left behind. But another problem now arose - how to broach this immense monster? We had no tools other than dirks, and stokers' screwdrivers. Much banging and stabbing took place to the joy of the growing crowd of native Oranians, until some enterprising resident showed up with a brace and bit and thoughtfully, a siphon hose. Now the fun began! Cups, mess tins and whatever, were filled and quaffed in short order. The gathering on the dock was passing down every possible type of utensil to be filled, which we did with much enjoyment. Well enough was enough! The crowd on the dock got too demanding and we were getting higher and higher, and we needed more elbow room so we cast off and made for a large coal barge moored in the harbour. There we tied up and had ourselves a real wingding.

Finally our leader returned to the jetty, and hearing what was going on, came in another craft to our location. What he saw was many coal dust covered sailors flaked out in various stages of inebriation. Disgusting! He was quite upset, for some reason, and demanded that the basis of our condition be disposed of forthwith. So with much weeping and wailing we went alongside one of the empty freighters tied up to one of the docks, and after explaining our perdiciment to the crew thereof, they hastily passed slings around the cask and hoisted it aboard. So "goodbye" to our barrel!

Editor's note (i.e., C. Marks): This is a true story as Roy relates but being one of the members who was assigned to the duty of Shore Patrol we heard what had happened when we returned to the jetty. Shortly thereafter, the Harbour Master of the U.S. Navy ordered the Canadians to leave their LCM's and load all their gear on two 1500 cwts along with all the poor souls, and dispatch them to Mers el Kebir, and load them aboard the "M.V. Salacia" for onward transportation to the U.K.

When the wine tasters came to, we were well out to sea and they wondered how they got there. Besides Lt. Beverage and Roy (Chocolate) Burt and myself, other crew members were Art Daley (in above photo), Clarence (Scoop) Penn, Doug Leitch, Johnny Bandoain, Bill Hanley, G.W. Vale, Harold Weinstein, L. Stapley, L.C. (Biscuits) Munroe, Harry (Nipper) Spencer and others, but after 50 years it's a wonder we can remember this much of this great adventure.

* * * * * 

Below is an excerpt from an online news article concerning Roy (Chocolate) Burt:

Local Veteran Fondly Recalls Time Spent in Combined Operations, WW2 

The Caption that accompanies the above photo reads: Roy Burt, who settled in Osoyoos 40 years ago to take the job as post master with Canada Post, fondly looks over some personal photographs taken during his time with the Royal Canadian Navy. Burt joined the military as a boy seaman when he was only 17 years old and fondly recalls turning 18 because he was then able to fulfill his dream to fight for his country during the Second World War. Photo by Keith Lacey.

When Roy Burt looks back on his remarkable and rewarding life, his six years as a proud member of the Royal Canadian Navy will always provide many of his fondest memories.

“I wanted to be a soldier since I was a young child so I joined the military when I was 17 years old … next to marrying my wife (Jean) and having kids, it was the best thing I ever did,” said Burt, who, at age 89, looks terrific and possesses a rare ability to remember minute details from his life dating back decades....

With Remembrance Day ceremonies set for this Sunday here in Osoyoos, across Canada and around the world, Burt said November 11 always bring back a flood of memories – some tragic, but most of them good as he met “some of the best people I have ever met in my life was during my time in the navy.”

Burt was a proud member of the Combined Operations – a special team of 900 Canadian and mainly British soldiers who volunteered for “especially hazardous duty” and travelled around the world during the Second World War transporting men and equipment on huge naval landing craft.

“We went everywhere … I got to travel the world and loved every second of it,” said Burt.

After training for months in Scotland and England, Burt’s first active duty was being part of Operation Torch in the North African country of Algiers. He left on Oct. 26, 1942 on a convoy of 50 ships, with half of them headed to Algiers. A big part of their job was transferring American soldiers to various destinations using small landing craft, he said.

American troops making their way inland after landing at Arzeu. Several small

landing craft can be seen in the foreground whilst in the distance can be seen some

of the troopships that helped transport the men. Photo - Imperial War Museum

After an extended leave and further training, Burt participated in Operation Husky, which took him and the Combined Operations unit to Sicily in July of 1942. This time, his job was to help transport and transfer British soldiers to shore. Admitting he saw many of his fellow soldiers killed, Burt said he doesn’t like to talk about the losses, but is more than willing to talk about the good work performed by his unit....

Link to Osoyoos Times for full article.

Link to Short Story re Combined Ops - North Africa & Reina Del Pacifico

Short Story re North Africa, S. S. Clan MacTaggart

Operation TORCH, November 8, 1942

Map reveals locations where many Canadians were involved

Photo - Oran and the Provisional Ordnance Group, Ch. 7

With regard to the 55th LCM Flotilla at North Africa my memory is quite hazy, so what follows is my recollection only, after fifty years. Others may differ or may be able to add more.

I recall that at the time we passed Gibraltar, the sea was crowded with ships as far as the eye could see. We landed just west of Mers-el-Kebir, at Oran's "Y" beach, Les Andalouses, on the "S.S. Clan McTaggart" which was our Mother Ship. The troops that we landed were members of the United States 1st Infantry Division complete with their mechanized vehicles and other necessary supplies.

American troops on board a landing craft heading for the beaches

at Oran in Algeria during Operation 'Torch', November 1942.

Photo credit - Imperial War Museum

American troops exiting their landing craft assault on the beach at Are,

near Oran. Some of the ships of that convoy can be seen in the distance.

Photo credit - Imperial War Museum

We were shelled from the hills above the beach for a couple of days until a Royal Navy destroyer put a stop to it by several well-placed shells. On the third or fourth day after the landings and when all the ships had been emptied, the Officers and crews had an opportunity to travel into Mers-el-Kebir to see the results of the Royal Navy bombardment of the French Fleet in 1940.

Some days later the "Clan McTaggart" sailed in a small convoy to Gibraltar with orders to join other convoys all northbound under escort to the United Kingdom. Unfortunately we developed engine problems that necessitated repairs to be made in Gibraltar. These repairs did not take too long - maybe four hours or so - and we were then given permission to sail alone and catch up to the convoy.

At about 1600-1800 we sailed and I remember standing on a bridge watch from midnight to 0400 when I was relieved. I went below and had just jumped into my bunk (top) when there was a terrible explosion. I ran up on deck and was advised we had been torpedoed. I then went back to my cabin to check on my cabin mate, S/L Harold Walkely, who was still sound asleep. To wake him I had to literally pull him out of bed. As we got up on deck, we went to our boat station only to find that the Lascar crew had cut the rope falls and the lifeboat was hanging by one set of falls. These were ordered to be cut in hope that the lifeboat would land right side up - it did. Apparently others did not. I remember vaguely moving around the ship in search of people needing help. The ship had settled by this time but was considerably lower in the water. The Captain ordered 'abandon ship and a number of people jumped in the water or shinnied down the boat falls into the water.

I remember being picked up by a Carley float and then transferring onto a half empty lifeboat. We pulled around the "Clan" looking for people and it was there we could see three follows standing on the stern. I believe one of them was Leading Seaman Grimmon. All three went down with the ship. Sometime the next morning, we were sighted by an R.A.F. Catalina flying boat out of Gibraltar, who radioed our position to the "H.M.S. Landguard", as ex U.S.N, sloop. Around 0900 we were picked up by this ship and then proceeded to join the original convoy.

That convoy had been attacked by U-boats on the previous evening and had lost some ships including the "S.S. Ettrick" that had on board another landing craft Flotilla. We carried on to the U.K. and eventually to "H.M.C.S. Niobe" in Greenock, Scotland. Our Flotilla Officer, at that time, was Lt. Judd Whittall, R.C.N.V.R. from Vancouver.

An interesting coincidence was that the American Officer in command of the troops aboard the "Clan McTaggart", fought his way through North Africa, Sicily and parts of Italy and was being returned to the U.K. to prepare for the Normandy invasion. We landed him in Normandy from LCI(L)-310 on either our third or fourth trip.

The story above was written by Lloyd (Luke) Williams and found on pages 70 - 71 in Combined Operations by Clayton Marks.

S.S. Clan MacTaggart. Photo Credit - Clyde built database

THE SINKING OF THE S.S. CLAN MCTAGGART

AFTER THE NORTH AFRICAN LANDINGS - November 1942

T'was a peaceful land so far each deep in a dream of his own,
And things we'd do, in so bright a hue, we'd never tell on the phone:
Where events stand out so vivid with little or nothing in rhyme,
T'is the land that we call slumber, where no watch is kept on time;

T'was into the night, fresh from the fight, we sailed on the sea alone

When disaster overtook us and the ship gave a lurch and a moan;
Most men were away in that land so gay, dreaming perhaps of home,
But in the moment's disaster, most men stood alone;

Then came the pipe "Take to the boats," we're torpedoed there by the bow,
While the howl and rush of the Darkies, was a jibbering, panicky row;
Most of our men took to the boats, few remaining on board,
But they went soon in the water, a word on their lips to the Lord;

Some of the men, just out of their teens, could swim nary a stroke,
But they paddled away into the night, a smile on their lips and a joke;
It takes a stout heart to make the start and courage to keep up the fight,

But these men were born to be, and they struggled for life that night;

The gallant old ship, was on her last trip, sinking fast by the bow,
How she took the strain, that gave us all pain, no one I'm sure knows how;
Then came the second torpedo, struck just there at the keel,
As she blew up there in our faces, going down in a drunken reel;

She'd heaved a great sigh in silent goodbye, to the men she had served so well,

While we in the boats and the water, a grand story of her we would tell;
T'was a glorious sight at the Navies might, we were saved at the break of day

By a very grand crew, who fed us stew, a word for them we would pray;

All hands were saved excepting one*, where he went no one could tell,
But vows were made in silence, our foes to see in hell;
This story's not new just to us few, we are few of the fortunate many;
We again live to fight, in freedom's right and our King may his years be many.

by - W. Smith, C.P.O., O.N. 2333 (As found in Combined Operations, Page 70)

*Lost: L/S C.D. Grimmon - R.C.N. - 4026

Link to Short Story re Combined Ops - North Africa

Short Story re Combined Ops - North Africa

Operation TORCH, November 8th, 1942

Map reveals locations where many Canadians were involved

Photo Credit - As found in Combined Operations, Page 66

The following excerpt is found in Combined Operations, pages 67 - 69, by Londoner Clayton Marks:

NORTH AFRICA 

All information regarding Operation Torch was a very guarded secret, so secret that only a handful of men in the highest planning circles knew it's details. Along with a sketchy outline of the plan, some of the requirements and conditions were made known. Assault convoys and reinforcement convoys moving from the United States and the United Kingdom to the Mediterranean were expected to come under heavy attack by submarine and from the air. The escort forces much larger than usual, would be required; and it was hoped that Canada could furnish some of her Corvettes to assist.

The first objectives of the great Armada which got underway during the late days of October were the ports of Algiers, Oran and Casablanca. The Germans were well aware of the preparations for Torch, and were completely misled as to the objectives. Apparently convinced that Dakar was to be the point of landing, they had disposed their large submarine forces well to the south of the actual routes taken by the convoys; and the long processions of Allied ships passed to their destinations almost unmolested.

The French Navy was known to be much bitter against the Allies, and especially the British, than the other services; the destruction of their fleet at Mers el Kebir, the Naval base a few miles west of Oran, in 1940 was not easy to forgive. It was almost certain the port installations at the last moment would be sabotaged. To anticipate this a couple of ships - former American Sloops, now under the White Ensign and manned by the Royal Navy - carrying American troops were sent into each of the harbours of Oran and Algiers in the early hours of the morning. Both attempts failed with heavy losses. At Oran, first the Walney, which charged the Boom at 15 knots, and then the Hartland, which followed her, were fired on, burst into flames and later blew up; in the former out of 17 Officers and Ratings on the bridge, only Captain Peters survived, and the landing party waiting to go ashore, only five. The crew of the Hartland were more fortunate, and although they suffered heavy losses, were able to abandon ship before the end. Peters was awarded the V.C. and was killed in an air crash on the way home.

At Algiers the two ships were the destroyers Broke and Malcolm. The Malcolm was hit in the boiler rooms off the entrance and had to withdraw; the Broke got in at 0530 at her fourth attempt, and managed to berth safely, though under fire. For the next few hours, apart from some small arms fire all was calm, and some French Officials came on board and suggested that the American Officer take over the town, but at 0915 she was heavily fired on by a howitzer, and had no option but to pull out. She got clear and was hit repeatedly as she moved across the harbour. She was taken in tow by the "H.M.S. Zetland", and sank the following day on the way to Gibraltar. Despite these two operations, no sabotage was carried out by the French. The French General Juin, who was representing Admiral Darlan said that all resistance would cease at 1900, November 8th.

At Oran resistance was more prolonged, and the town had to be fought for before surrendering at noon on the 10th. The way was now clear for a clear thrust into Tunisia.

At Oran landings were made on three beaches covering a front of fifty miles - two to the west of Oran and one to the east at Arzeu (Arzew). At each of the three landings at Oran something went wrong. The westerly force encountered a small French convoy a few miles short of the beach, in a fashion somewhat similar to Dieppe. This caused delay to the minesweepers who were leading the way in, so that they were overtaken by the Personnel ships. Captain Allen (S.N.O.L.) decided to take a chance and go ahead without them, but there was some confusion, which was added to by a westerly current, and the non-appearance of a Motor Launch which was supposed to pilot the Landing Craft to their allotted beach. As a result, the second wave got ashore before the first, but there was no opposition and it did not matter. The Bachequero, superbly handled, beached on a tiny strip of sand between two rocky headlands, and proceeded to pour a stream of tanks and other vehicles to the African shore. By the 11th, 430 tanks and other vehicles and nearly 1200 tons of stores had been landed at X beach.

At Oran's Y beach, Les Andalouses, there was a false beach of sand running the whole length of the sector, five or six yards off shore, with five feet of water inside it. Air photos had not revealed it and it came as a complete surprise. Many Landing Craft damaged their rudders and propellers as they bumped over it and many broached to. Captain Lees (S.N.O.L.) in "Glengyle" was thankful that he also had no opposition.

Jeep headed inland over steel matting near Les Andalouses

Photo credit - Oran and the Provisional Ordnance Group, Ch. 7

At Arzew, Z beach had been selected for the biggest of the three landings - here the S.N.O.L. was Captain Q. D. Graham. The assault craft lost cohesion, and instead of touching down simultaneously they arrived piecemeal over a period of more than twenty minutes.

American troops climb into assault landing craft (incl. LCA 428

and LCA 447) from the liner REINA DEL PACIFICO during

Operation 'Torch', the Allied landings in North Africa. 

Photo - Imperial War Museum (IWM), London UK

US troops and ammunition for light guns being brought ashore from

LCA 428 (ramped, manned by Canadians in Combined Ops, incl.

D. Harrison, centre) on Arzew beach, North Africa. Photo - IWM 

American troops making their way inland after landing at Arzeu. Several small

landing craft can be seen in the foreground whilst in the distance can be seen

some of the troopships that helped transport the men. Photo - IWM

The American Commander insisted on sending so much gear ashore with his men that the landings from the LCM Flotilla were delayed by nearly two hours and the whole program fell more and more behind the clock. The troops went ashore greatly overloaded, and here again, any opposition would have been disastrous.

At Casablanca, the sea was rising, the wind in the most dreaded quarter and the forecast for surf 15 feet high. The Meteorological Officer prophesied that conditions would improve. He was rewarded, in that the wind at once began to veer and the weather to moderate; but even so, the two more northerly landings suffered considerably from surf and swell, which on several beaches was six feet. At Fedala, a number of troops, heavily burdened with their equipment, were rolled over and drowned in the undertow, and on one beach 18 Landing Craft were lost out of 25. At another beach it proved too soft so that only tracked vehicles could get off of them; and they were soon chock-a-block with stores, with stranded lorries and light tanks and with Landing Craft, which were unable to draw off the beach against the surf and were left there by the ebbing tide. There was three days of hard fighting, but all resistance ceased on the 11th of November.

The six Flotillas of Canadian Landing Craft included in the forces which made the landings at Oran and Arzew had an easier time than expected; and their heaviest casualties occurred after all resistance was over, when the ships returning to England were torpedoed. The H.M.S. Ettrick lost 18 Canadians and many Royal Navy personnel, and the sinking of the S.S. Clan MacTaggart, with the loss of one Canadian seaman, and two Lascar seamen.

S.S. Clan MacTaggart. Photo Credit - Clyde built database

The Canadian Landing Craft ferried in American and British troops almost without incident, although they were occasionally under sporadic fire from French ships and shore batteries. After the nervous initial stage was over, the men were inclined to make a picnic of the work. Nevertheless, at the conclusion of the landings it was reported that it had actually been difficult to get the men out of their craft to be relieved. The assault landings were followed by a week during which reinforcements and supplies had to be ferried ashore. Some of the beaches were blessed with good weather; and the men worked stripped to the buff, resulting in a thick Mediterranean tan.

Naval ratings off duty enjoying a bathe on the North African coast at

Oran or Mers-El-Kebir. Photo by Royal Navy photographer, IWM

A host of minor complications ran down through all the graduations of rank. Canadian Ratings, often less sea-wise than their British counterparts, were better paid. Their mechanical aptitude, on the other hand, was often higher, and they were not reluctant to admit it. They were explosively volatile ashore; and there was a free-and-easy character about their discipline which at first sight caused the raising of some "pussers' eyebrows." The cousinly difficulties were long in unraveling, however, an increasing familiarity and improving teamwork wove the groups together. Within a month or so, as the convoys ploughed back and forth, air attacks, submarine attacks and every variety of emergency had proved the essential quality, and among both the veterans and the newcomers and a gusty harmony reigned.

Link to Short Story re Combined Ops - DIEPPE

Short Story re Combined Ops - DIEPPE

Letter from Sub/Lt. Dana Ramsay to his father

(Lt. Ramsay, R.C.N.R. on board H.M.C.S. Prince Robert, circa 1942)

Photo and history of H.M.C.S. Prince Robert at readyayeready

Dear Pops,

Well, we've come through our first big show and still going strong. I suppose you have learned from Mother that I was at Dieppe. I will try to put in as much as the censor will allow. It makes you sort of mad, when you're told not to write this or that and the very same stuff appears in the evening papers.

However, it's nice to feel you have something like Dieppe under your belt. All those months of training have not been in vain after all. I could not find a better crew in the whole R.C.N. They were wonderful! Never a moment of panic.

Some sights I saw:

- My Ordinary Seaman Owen of Hamilton, blasting hell out of a Ju.88 with a .303 rifle; and Able Seaman Spencer of Toronto, our Cox'n, sweating blood in every pore inside his little box, says out of his armoured slit, "We're going like hell Sir, but it's the slowest hell I've ever seen"; and Lewis Gunner Smart, also from Hamilton, muttering "My bloody oath" at every Jerry plane he saw (which was pretty often) then letting them have a whole pan of ammo. Smart wears an A.A.3 badge that he's not entitled to wear, but after putting a whole pan into a Dornier and seeing it burst into flames, I'm letting him keep the badge; Stoker Birkenes, from deep in the heart of Alberta, who is in the Black Hole of Calcutta (Engine Room), hearing everything and seeing nothing. That boy deserves a medal! A squadron of Hurribombers is lacing the front of the town with cannon. I never saw anything as beautiful as a Spitfire.

Photo includes both Seaman Spencer and Stoker Birkenes,
and other Canadians in RCNVR and Combined Operations

From St. Nazaire to Singapore, Vol. 1 Page 80

- A German armed trawler blown clear out of the water by one of our destroyers; a 5-inch shell right through from one side to the other on the boat next to me without exploding; the boat Officer, Skipper Jones, R.N.R. (ex-Trawlerman as you can guess) screaming invectives at the Jerry and coming out once in a while with the famous Jonesian saying, "Get stuffed"; a large houseful of Jerry machine gunners pasting hell out of anybody who dared come near the beach; a Ju.88 whose wing was cut in half by AB (Able Bodied Seaman) Mitchinson of Ontario in the boat astern; a plane swooping down low behind a destroyer and letting go a 2000 lb. bomb, which ricocheted over the mast and burst about 10 yards on the starboard bow; peeking over the cox'n's box and looking into the smoking cannon of an Me. 109. I'm here to state that that was close. The concussion of the near misses knocked the floorboards up and hit me on the chin. Biggest thrill of the day - picking up a Norwegian pilot who bailed out of his Spitfire. When he was still in the water he was saying, "You see I get heem" over and over again. Apparently he had got a Dornier... I never thought I'd be glad to see England but those chalk cliffs were really something!

As it will happen, we lost some of our very good men. Two Canadian Officers from another Flotilla got it. I believe I mentioned one of them in my last letter. Bob McRae, who was our former Flotilla Officer and one of the best (taken P.O.W. to the end of the war). Cliff Wallace from Montreal, who I have shared cabins with off and on since coming across, was killed. Our own Flotilla Officer got it also. We only knew him seven hours but I would go anywhere with him. Unfortunately some of our best ratings from the other Flotillas got their packet.

Above Photo is found in St. Nazaire to Singapore, Vol. 1 Page 60

We were all issued with a jug of rum before we left the ship, so when England was in sight I ordered "Splice the Main Brace." I don't think a tot was more deserved. What a sight was the port that night! You couldn't tell a Matelot from an Officer and both were wandering around with no means of identification and no money. I managed to herd my crew together and after a "sipper" (as Skipper Jones would say) we all turned in. We got a rousing welcome when we went back to the ship. After we slept the clock around, we got 48 hours leave, so away we went to London to see a show or two and meet the other lads. Sunday afternoon we went to the Officers' Club at Grosvenor House, but couldn't move for Yanks. I saw Squiddy McGinnis there, looking well. 

Back to the ship for a cleaning up and then away to Scotland. Away from these bloody air raid sirens. Having spent a week seeing all the old gang who didn't have the good fortune to get in on the show — we are together again.

A word about the ship or I should say the blokes aboard because the ship must not be mentioned (H.M.S. Ettrick). It was torpedoed after the North African campaign. This is our best ship by a mile. Lt. Jake Koyle, Flotilla Officer, Winnipeg, same class R.R. as myself, and I are the only Canadian Officers aboard and we are regarded as oddities. The Old Man is a 2 and 1/2 R.N.R. and a grand fellow. The Number One is a V.R. Lieutenant and one of the best. The R.N.R Navvie and V.R. subbie "guns" are the only other Executive Officers besides Koyle and myself. Naturally, there are millions of engineers all R.N.R., and a couple of R.N.R. Pay-bobs who do a phenomenal job of feeding us. Just like the Horn of Plenty. We are a very happy ship.

There is a buzz going around that our bunch are getting Canadian leave starting soon, and I actually saw the signal, but being the only Canadian aboard during the last week, I did not know how to treat it. I am just going to treat it as so much bunk until I'm tied up alongside in Halifax. (The H.M.S. Ettrick made the landing in Operation Torch in North Africa.)

Signed - The Youth,

Lt. Dana Ramsay.

P.S. Your parcel was waiting for me when I got back off leave. Believe it or not, most welcome. Best of luck Pop!

This short story/letter is found in Combined Operations, pages 63 - 65

Link to Websites re Combined Operations - Dieppe

Unattributed Photos by GH

Training for Combined Operations

Training Sites and Stories - Canadians in Combined Ops., WW2

Training Sites in Canada

Wellington Barracks, HMCS Stadacona, Halifax
Photo from Nova Scotia Museum

In Canada, thousands of young men from coast to coast volunteered for WW2 service from 1939 - 1945 and my father's experience related to recruitment and subsequent training may shed some light on how some of these men - more than a few of them just boys really - were quickly caught up in a whirlwind of travel and training before participating in several dangerous raids (e.g., St. Nazaire, Dieppe) and invasions (e.g., North Africa, Sicily, Italy and Normandy) associated with the Combined Operations organization in the European theatre of war.

My father, Gordon Douglas Harrison, volunteered to serve in the Royal Canadian Navy Volunteer Reserve (RCNVR, the Wavy Navy) at HMCS Star, Hamilton, Ontario in June, 1941. He did some initial training there before moving on to HMCS Stadacona, Halifax, Nova Scotia for more training later that same year. While in Halifax he volunteered for Combined Operations and was transported to Scotland aboard the Dutch liner Volendam in January, 1942.

Once in the U.K. he moved about for training - a month here, two months there - in such a fashion he could barely keep his head on straight or recall all the details. Fortunately he recalls the names of many Combined Operations training centres in his memoirs and the task of following his zigzag path (between stints of training for raids, and more training for subsequent invasions) in England or Scotland is difficult but not impossible. And once he returned to Canada after two years of 'hostilities' and settled into routines at a Combined Operations training base on Vancouver Island, he was there almost until he was discharged in September, 1945.

Following are a few details concerning training sites that are mentioned by my father in his memoirs and serve as some (albeit faint) link to Canadians in Combined Operations, during WW2:

HMCS Star, Hamilton - the base is still active, found on the southern edge of Hamilton Harbour. Address is 650 Catharine St N. Access can be found at the north end of, e.g., Bay or James Street. 

"Young recruits marching near Bay Street, Hamilton, 1941" 

Provenance - Doug Harrison

HMCS Stadacona, Halifax - the base is still an active centre, home to Admiralty House Navy Museum. During WW2, it served as a stepping stone for those willing to join the Combined Operations organization.

"Entrance to HMCS Stadacona can be found at 2778 Gottingen Street, Halifax" 

"The red brick Officers' Quarters still stands. The sailors' barracks is gone" 

Initial and important training related to the R.C.N.V.R and Combined Operations took place in several centres in Canada. More details will follow. 

Link to Passages: Comox Spit and Polish

Unattributed Photos by GH

Memoirs re Combined Operations - Lt. Cdr. J. E. Koyl (Parts 1 - 4)

From the Files of Lt. Cdr. J. E. Koyl

"Dieppe veterans on Combined Operations maneuvers in the

Mediterranean, 1943" Back row, left, is Lt. Cdr. Jacob Koyl
Photo Credit - The Memory Project

These memoirs are found in the book entitled Combined Operations by Canadian and Londoner Clayton Marks. I posted them earlier in four parts.

Part 1 - From the Files of J. E. Koyl

Part 2 - From the Files of J. E. Koyl

Part 3 - From the Files of J. E. Koyl

Part 4 - From the Files of J. E. Koyl

Link to Memoirs re Combined Operations: DIEPPE by A. G. Kirby

Memoirs re Combined Ops - Lt. Cdr. J. E. Koyl - Part 4

From the Files of Lt. Cdr. J. E. Koyl

"Sicily: All in a day's work. Able Seaman Langmead catches a 15 hundred

weight truck (cwt) being lowered by a cargo vessel in good weather or bad,

and early at night with frequent bombing" Photo by D. J. Lewis,

in St. Nazaire to Singapore, Volume 1, Page 183

Sicily Achievement -

Emphasis has throughout this report been laid on the difficulties encountered, but it should not be forgotten that in spite of everything the projected totals of stores taken over the beaches from Landing Craft was considerably exceeded; in other words, the operation as a whole was most successful in its achievement, however hard it was on the personnel who did the job. The totals discharged over the beaches of "ACID" area were as follows:

40,959 Personnel
8,937 Vehicles
40,181 tons of stores

Since "JIG" sector was closed down about the third day of the operation, these totals were almost wholly achieved in "GEORGE" and "HOW" sectors where the Canadians were working. The following two signals from the Senior Naval Officer (Landing) of "GEORGE" to his sector show the pace at which cargoes were handled.

"From starting work this morning till 1800 this evening, 2300 tons of stores have been discharged. Well done everybody!

"GEORGE" sector will close 1200 tomorrow 5th of August. In 25 days, during two of which we had no ships here, we have discharged 24,959 personnel, 4,871 vehicles and 19,814 tons of stores. In addition 1,900 prisoners of war have been embarked. That is a grand job well done and it has been done due to three things, common sense, guts and real co-operation between services. The shore combination of Brick Beach Commandos and Signals has made PORTO GERBO a port for the first time in many years, while the landing craft, magnificently aided by the DUKWs, have seen to it that that port was fully employed. "Brittany" has done yeoman service. Every Officer and man has reason to be proud of his share in the work.

I can only hope that if there is another job to do we may have the same team. I have no doubts of the result. Good luck and thank you all!"

At the end of the 28 days, eighty LCM's in the two squadrons of three Flotillas each which had been working "GEORGE" and "HOW" sectors, remained in operation. The record of the Canadians was particularly good since only two of their craft out of twenty-two were non-operational. In another Flotilla working the same sector, the 83rd LCM Flotilla, only three craft out of fourteen remained operational. The eighty operational LCM's proceeded under their own power down the east coast of Sicily, anchored under the shelter of Cape Passero, and made Malta the next afternoon, the 7th of August.

Refits -

At Malta the crews expected to have a fourteen day rest and to get enough water for drinking and washing and rations not quite so uninteresting as the "Compo" rations which the Army had given them in Sicily. When they arrived, however, they were told by the Senior Landing Craft Officer that due to the political situation it would be necessary to make a landing on Italian soil in the near future for which all available landing craft would be required. It was therefore essential to put the craft in full working order once again and repair the wear and tear of hundreds of beachings. All the spares of all Flotillas were pooled and the refit of about seventy craft was completed in fourteen or fifteen days, to the amazement of dockyard authorities at Valetta.

Photo by David J. Lewis in St. Nazaire to Singapore, Vol. 1, Page 171

The Maltese dockyard maties took advantage of the critical situation to strike for two weeks just when the work of repair was about to begin. However, all Flotilla stoker and maintenance personnel turned to and helped in every variety of work from welding to carpentry. Number four dry dock was allocated for LCM's and first priority was given for all materials which could be supplied. Twenty craft were docked at once for hull repairs and bottom fittings such as propellers, shafts and A-brackets while the remainder of the craft were drawn up on the hards for engine repairs and above water repairs. The Flotillas worked fourteen hours a day and got the job done. After the first twenty dry docked craft had been repaired, another forty-two craft were put in dock while engine and above water repairs on the original twenty were carried out on the hards. Quarters were extremely crowded in Valetta and most of the Flotilla personnel slept in an LST and in tents above the town.

LCM(iii)s vs. LCM(i)s -

The 80th but not the 81st Flotilla was used for the invasion of Italy across the Straits of Messina which began on the morning of September 3rd. It was only at the last minute that it was decided not to use the 81st. The decision to use the 80th and not the 81st was made because of the great superiority of the LCM(iii)s of the 80th over the LCM(i)s of the 81st. The LCM(iii) is a diesel-engined craft with an endurance of about 800 miles while the LCM(i) has internal combustion engines of less than half the LCM(iii)’s horsepower. Therefore the 80th were able to proceed to Messina directly from Malta under their own power.

From 'Diary: Landing in Sicily and on to Italy - 80th LCM Mark 3 Flotilla'

By Ed Corbett as found in St. Nazaire to Singapore, Volume 1, Page 189

The 81st would have had to make the passage by stages or else carried by ship, and ships were at a premium. The LCM(iii)s had the further advantage of being a little faster (nine knots) although noisier, of having more power in reverse for coming off the beach, of being somewhat larger and therefore capable of carrying up to thirty tons of stores, almost twice the capacity of an LCM(i). Even more important was the inroads that sickness had made into the 81st Flotilla. At one time in Malta, only four stokers remained off the sick-list. Seamen could have been used for stokers but the Flotilla was considered too weak. Most of the other Flotillas were shorter of craft than of personnel.

81st to U.K. -

Therefore on the 19th of August the first party of about four Officers and forty-nine Ratings left Malta in H.M.S. "FORMIDABLE", leaving their seven operational craft behind as reserves in Malta. At Gibraltar, they transferred to an old trooper, S.S. "LANCASHIRE" and arrived back in the United Kingdom about the middle of September. The remainder of the Flotilla came from Malta in the Dutch Transport, M.V. "RUYS", sailing on the 26th of September and arriving in the United Kingdom on the 8th of October. The sick evacuated from Sicily to North Africa returned in small groups about the same time.

The 80th had kept all eleven of their original craft in operation through the Sicilian landings but two craft with "Buda" diesel engines which required spares that were not available in Malta, had to be left there and in their place they were given one LCM of another Flotilla. In Buda engines, fresh water, kept cool by a heat exchange system of salt water, is used for cooling. At Sicily the salt water system became blocked due to accumulations of sand from the beaches and oil from sunken ships so that salt water had to be used in place of fresh to keep the engines cool. The consequent crystallization made it impossible to keep the pumps working for very long and damaged parts of the engines so that replacements were necessary. The 80th therefore left for Italy with ten craft while the remaining personnel for one craft stayed in Malta.

"Ed Corbett's Diary continues." St. Nazaire to Singapore, Vol. 1, Page 191

The ferrying job across the Messina Straits went on for thirty-two days with much the same sort of discomfort as had been experienced south of Syracuse, but the organization was rather better and Flotillas were usually able to operate as a team instead of as individual craft with better results.

At their camp near Messina the Flotillas were better off than in their cave on "GEORGE" beaches, but supplies of all kinds were still hard to get, and medical services in particular were badly strained. The Flotilla personnel were in worse shape than at any time since the operations commenced and sores developed from the slightest scrape. The Flotilla ran their own Sick Bay under the charge of a Duty Officer and sores were dressed as well as amateurs could do it. Not only the Flotilla had to be attended to but the local Sicilian population. At first only the children presented themselves for treatment but soon the whole family came along. The very poor condition of the population was typical of that of the Italian prisoners who were often ferried by the LCMs on their return trip from the Toe.

Photos by Ed Corbett and from St. Nazaire to Singapore, Vol. 1, Page 192

The news of Italy's surrender was received with as much joy by the Sicilians as among the Allied Forces. The Canadians heard it from a Sicilian family who had it from the B.B.C. Italian Service Broadcast shortly before the news was broadcast in English. All the landing craft were along the beaches on the Sicilian side for the night and each craft let off a couple of 47-round pans of Lewis Gun ammunition, including tracer - at least fifty guns going strong.

To end this report, the following signal from Flag Officer Sicily to all landing craft concerned in the Messina operation gave everyone well-earned praise: General Montgomery's praise for the Canadian contribution:

"I feel I must write and say how very grateful I am for the great efforts made by the Royal Navy in maintaining such a high volume of traffic over the ferry. This was one of the major factors which enabled us to advance so rapidly and resulted in the linking up of the Fifth and Eighth Armies. 1 shall be most grateful if you will pass on my thanks to your staff, the crews of the landing craft and others concerned. Ends."

Link to Memoirs, Lt. Cdr. J. E. Koyl - Part 3

Unattributed Photos by GH