Phoenix 194 is towed to Normandy. The size of the caisson is deceiving in this photo as the tug is closer to Trentonian.
Photo credit: A. Singleton, courtesy of Bruce Keir.
Their next escort duty was more in line with the jobs they had performed during the invasion. Two Phoenix tows had to be moved to Normandy. Both were large-sized cement blocks, requiring two tugs each and a crew of six men to maintain the tow lines on the caisson. A large tent was erected on the top of the cement caisson to provide shelter and accommodations for the men during the voyage.
Trentonian departed Milford Haven at 1735 on October 15, escorting tugs Saucy and Hisperia towing Phoenix 194. At 1900, it left the group to contact tugs Director and Blackrock, escorting Phoenix 195 approximately ten miles ahead. Harrison instructed the tugs to reduce speed to allow Phoenix 194 to join.[5]
By 2200, both tows were close together and Harrison ordered them to make best possible speed. Sea conditions at the time were a Force 4–5, with waves between three and six feet high and winds south by southwest between eighteen and twenty-four miles per hour.[6]
Trentonian spent the rest of the night and the next morning sailing between the two tows. Weather conditions deteriorated overnight, and by 1030 on October 16, sea conditions had increased to Force 6, with waves of ten feet and winds twenty-seven miles per hour from the west-southwest. Director with Phoenix 195 entered Barnstaple Bay on the Cornish coast for shelter. Harrison remained with Saucy and the other tow about twenty miles behind, not arriving in Barnstaple Bay until 1500. Sea conditions remained at Force 6 and the wind had changed to west by south with sea and swell increasing rapidly.[7]
By 1705, both tows were once again joined off Clovelly, Director and Blackrock were anchored with Phoenix 195. A heavy swell was entering Barnstaple Bay and the winds were increasing now from the west-northwest. With the sea conditions as they were, the bay no longer offered any shelter from the approaching storm and Harrison ordered both tows to make for Lundy Island, the only point of shelter along the entire coast.[8]
Saucy and Hesperia turned Phoenix 194 towards the island while Blackrock reported that its steering gear was defective and that it would join once repairs were made. Trentonian remained with Saucy, escorting the tow.[9]
The wind and sea conditions remained unchanged during the evening and Saucy, Hesperia, and Phoenix 194 arrived off Lundy Island around 0015 on October 17. Hesperia anchored with the tow while Saucy cast off, unable to shorten its tow line.[10]
During the night Director and Blackrock started towards Lundy Island but were forced to turn back to Barnstaple Bay at 0925 due to wind and sea conditions. They arrived in the bay and anchored at 1500 and remained there with Phoenix 195 to wait out the storm.[11]
During this time, Hesperia was unable to find much shelter for Phoenix 194, as they had to remain clear of anchored shipping already sheltering in the lee of the island. The wind had veered to southwest and remained at a Force 6; the tide was very strong and caused Phoenix 194 to completely swing around Hesperia, fouling the tug in the tow line. Saucy was able to connect to the tow and cleared the cement caisson of Hesperia, but during the operation Saucy’s small towing gear broke free of its deck and was carried away.[12]
During the evening the wind and sea conditions continued to deteriorate. By midnight the sea state had increase to Force 7–8, with waves as high as eighteen feet and winds veering from southwest to west-southwest at forty-two miles per hour. Just after midnight, when the tides turned, Hesperia was again fouled in the tow line when Phoenix 194 swung around the tug. Saucy was unable to assist this time due to the loss of its gear.
Hesperia was forced to weigh anchor to clear itself of the tow line. In doing so, the tug and Phoenix 194 were blown two-and-a-half miles clear of the shelter of Lundy Island. Hesperia reported to Harrison that they could hold position with engines, but after the flood tide gained in strength and the winds increased, the ship was forced eastwards.[13]
By 0800 on October 18, Hesperia was hove to twelve miles from Lundy Island. With the turn of the tide, sea conditions had rapidly deteriorated. The conditions were at Force 9–10, with waves almost thirty feet high and winds gusting at over sixty miles per hour. Saucy could not connect a tow line, as the waves were breaking halfway up the forward side of the caisson.[14]
Trentonian, Hesperia, Saucy, and Phoenix 194 remained in these positions throughout the morning. At 1207, the tow line parted and the cement caisson began to drift. Saucy closed the caisson and instructed the crew of the Phoenix to standby to attempt to get a second tow line connected. Phoenix 194 had blown beam on to the wind and was rolling heavily, the men were just barely able to keep a footing on the leeward platform of the caisson.[15]
It took just over an hour to get the tow line aboard the Phoenix, and then the six-man crew started to pull the heavy tow line foot by foot onto the cement block. Harrison later wrote in his report, “the crew of the unit and the six men on the platform commenced what appeared to be an extremely difficult and dangerous operation, the hauling up and connecting of Saucy’s heavy towline.” Despite the daring effort of the men on the platform, at 1420 the tow line parted once again, under the strain of the waves and wind. Saucy took up the tow line and stood clear of Phoenix 194, allowing the men of the caisson to rest.[16]
Late in the afternoon the sea state had diminished enough for Saucy to get close to Phoenix 194 and pass a heaving line on board the free-floating caisson. This time the operation was successful and the tow line was connected by 1827. They reported to Trentonian that the ship did not have the power to tow the large cement block but would endeavour to hold it up to the gale.[17]
Over the next hour and an half, the weather deteriorated and returned to a Force 9–10. The tow line parted once again and Phoenix 194 was adrift. Harrison ordered the crew of the Phoenix off the caisson, and a lifeboat from Appledore, on the coast, moved in and took the crew to shore for a much needed rest. The courageous crew of Phoenix 194 had been fighting the sea and winds while trying to keep their caisson under tow for over thirty-eight hours with nothing but a tent to protect them.[18]
Lieutenant Harrison would later remark, “Great credit is due to the six men who formed the original crew of Phoenix 194. The skillful and courageous ship-handling displayed on the afternoon of the 18th by the commanding officer of HM Tug Saucy would have been to no avail without the efforts of these men. To the onlooker it seemed that they performed the impossible and although the tow line that they had made fast did not last very long, the fact remains that they had done well to secure it.”
The caisson was allowed to drift through the night. Trentonian, Hesperia, and Saucy remained with the concrete block to warn other ships, as there were no running lights on the Phoenix and it posed a navigational hazard. Visibility was reduced, with intermittent rain squalls, and the sea state remained at Force 9–10 with westerly winds for most of the night.[19]
By 0700 the morning of October 19, the wind and sea were starting to abate. Hesperia attempted to grapple the tow line that had broken the day before, but found the grapple hooks were not strong enough to support the heavy tow line.[20]
The sea state had reduced to a Force 6–7 by 0952, but conditions still did not permit landing a boarding party onto the drifting Phoenix 194. Trentonian steamed to the west to search for the Dutch tug Hudson, reported en route with extra tow lines and ten naval ratings to crew the Phoenix. Hudson was sighted and directed to the Phoenix by 1100.[21]
Hudson arrived and lay off Phoenix 194 at 1225. Harrison instructed the skipper of the Dutch tug to put the ten ratings on board the caisson as soon as practical.[22]
By 1250, Hesperia closed with Phoenix 194 and succeeded in putting one of her officers on the caisson. Hudson then closed in as well and put three of its own crew onboard, but none of the ten naval ratings. The smaller Dutch tug managed a get a small line on board Phoenix 194 and attempted to tow the large concrete caisson.[23]
Unfortunately, th
e only effect Hudson’s line had was to interfere with the larger tug’s attempt to connect a proper tow line. Harrison ordered Hudson’s ten naval ratings to board the caisson; the ship was then to clear away. The intent was to connect the largest tug first and the men were needed to get the heavy tow line from Hesperia attached. After several direct orders, Hudson landed the ratings on the caisson and Hesperia’s tow line was secured. Shortly after, Saucy also secured a line to Phoenix 194.[24]
At 1455, towing resumed after both tugs were properly connected and they proceeded towards Barry Roads. An hour later the Royal Navy trawler HMS Inverforth arrived to assist.[25]
At 1600, Hudson closed in on Phoenix 194 and took off one of her crew, who had been left aboard, and the officer from Hesperia. Trentonian closed with Hudson at 1633; Harrison ordered the boat crew closed up and sent the whaler to pick up the officer from Hesperia.[26]
Lieutenant Harrison later remarked about the actions of the Dutch tug in his final report, “The peculiar actions of Tug Hudson when ordered to put the party of Naval ratings on the Phoenix may have been due to an imperfect knowledge of English on the part of her Captain or, on the other hand, it may have been due to visions of salvage claim. It might also have been the case that his men were more enterprising or active than the Naval party and jumped whilst the others hesitated. At any rate, he appeared loath to carry out his instructions until driven to it.”[27]
Hesperia and Saucy continue to successfully tow Phoenix 194 for several hours, but the ordeal was not yet over. At 1710, there was a noticeable list of about fifteen degrees on the caisson and towing was stopped to check its seaworthiness. On examination, it was found that Phoenix 194 was filling rapidly and was in danger of sinking.[28]
Trentonian closed with the caisson while Inverforth came alongside Phoenix 194 at 1725 and took off eight of the ten naval ratings. Harrison once again lowered Trentonian’s whaler and was standing by to rescue the remaining two sailors.[29]
Inverforth became fouled in the two tow lines; if the cement caisson suddenly sank, the size and weight of it was more than sufficient to drag Inverforth down as well. The tow lines were cut and the trawler was able to make its escape.[30]
A few minutes later, Trentonian’s whaler came alongside Phoenix 194 and took off the last two naval ratings. Once aboard Trentonian, the senior rating reported a large hole, about six feet in diameter, had formed in the cement.[31]
By 1745, Phoenix 194 was listing at sixty degrees and was settling in the water slowly. At 2020, Trentonian received orders to proceed to Barry, and left Inverforth to mark the wreck with DAN buoys once sunk. Hesperia and Saucy remained with the caisson awaiting orders.[32]
Phoenix 194 proved to be just as stubborn in sinking as it had been resistant to towing. Four hours after Phoenix 194 started to take on water, Saucy reported that the caisson had finally sunk. The tugs were then ordered to proceed to Barry.[33]
This was Trentonian’s first vessel lost, not in action with the enemy, but in a battle that has been fought by every sailor throughout history, a battle with the magnificent power of the sea.
Trentonian’s whaler is ready to rescue the remaining crew of Phoenix 194.
Photo credit: A. Singleton, courtesy of Bruce Keir.
On receiving Lt. Harrison’s report following the event, Rear Admiral B. Fairbairn, FOIC, Milford Haven, remarked, “I propose as the Administrative Authority, to commend Lieutenant W.E. Harrison, RCNR, for the manner in which he carried out an arduous duty as escort to PHOENIX 194 and 195 in circumstances of very considerable difficulty, and for the excellence of his report which reflects good seamanlike knowledge with a clear appreciation of the situation.”[34]
Rear Admiral Fairbairn went on to state that he would send a letter to captain-in-charge, rescue tugs, in order that the commanding officer of HM Rescue Tug Saucy and his crew may receive the necessary recognition, by way of commendation, for their actions.[35]
Fairbairn finished his letter: “the Naval Authority in charge of manning Phoenix for coastal passage may be informed of the particularly good work performed by the original crew of Phoenix 194, so that their special efforts shall not pass unrecognized.”[36]
Trentonian was given two days of rest — “rest” in the sense of not escorting a convoy. The ship had to be put back together after the storm: repairs made, maintenance performed, provisions resupplied, and all the other little tasks that kept the ship running.
There was some good news from the war effort. While Trentonian was fighting the elements on October 16, two Canadian River-class frigates, Annan and Loch Achanalt, attacked and sank the German submarine U-1006 off the Faeroe Islands.[37]
On October 22, Trentonian left Barry Roads escorting the six-ship convoy BEC 13. They sailed to Cherbourg without incident, arriving at the French port on October 24 at 1102.[38]
On October 25, Lt. Harrison received a naval message that the ship’s doctor, Surgeon Lt. Gourlay, was to be appointed as the Canadian medical liaison officer on the staff of flag-officer-in-charge, Milford Haven, to look after His Majesty’s Canadian ships.[39]
The next morning Trentonian sailed from Cherbourg with convoy EBC 16. The nine merchant ships arrived at Milford Haven on October 27 at 1255.[40] Once the ship had anchored, a messenger came aboard and the signal was passed to Lt. Harrison, “Prepare for FOIC Milford Haven inspection this afternoon.”
Rear Admiral Fairbairn, FOIC Milford Haven, was coming to inspect Trentonian. The crew was immediately turned out to clean ship and prepare every space for the admiral’s arrival. The men worked at a ferocious pace; there was only a short time to prepare the ship for inspection. They had just had a difficult two weeks, with the storm and sinking of Phoenix 194 and back-to-back convoys since then; little time had been available to keep the ship polished.
The crew rose to the task given them. This was the first time they had been inspected by Rear Admiral Fairbairn and they made certain that his impression was going to be of a professional crew with a “pusser and tidly” ship.
Cleaning stations complete, the crew prepared themselves. Razors and irons were broken out as the men cleaned themselves and prepared their number one uniforms. A lookout was posted to watch the jetty for the admiral’s departure from shore. At the first sign of movement on shore, the lookout gave the warning; the mess decks were cleared and the men waited at their stations for the admiral’s arrival.
The admiral arrived by boat and climbed the ladder into Trentonian. Lieutenant Scott, as acting executive officer, gave the order to the piping party to “pipe the side,” and the sharp shrill of the bos’n’s pipes pierced the air. Lieutenant Harrison saluted and greeted Rear Admiral Fairbairn as his feet touched the deck. Harrison introduced his officers and the admiral commenced his inspection.
The officers retired to their respective departments while Rear Admiral Fairbairn, Lt. Harrison, Lt. Scott, Chief Petty Officer Roberts, and the admiral’s entourage moved through the various compartments, inspecting each space, and taking the time to speak to the men.
Once the inspecting party had moved through the ship, Harrison invited Rear Admiral Fairbairn to his cabin while the remainder of the party retired to the wardroom. Once alone, Harrison offered refreshments to the admiral. Fairbairn informed Harrison that the purpose of his visit was not just to inspect Trentonian, but to pass on his personal praise for a job well done during the exasperating storm and the difficult events Trentonian had gone through while escorting the Phoenix tows and rescuing the crew of Phoenix 194.
With the official business concluded and pleasantries over, Lt. Harrison accompanied Rear Admiral Fairbairn and his party to the gangway. The entourage departed first, leaving the admiral on deck to make his final comments to Trentonian’s skipper. Then he too descended the ladder back to his boat. Lieutenant Scott ordered the piping party to pipe the side.
Admiral Fairbairn moves through Trentonian inspecting the ship and the crew.
Photo credit: A. Singleton, courtesy
of the Family of Maurice Campbell.
Harrison turned to Lt. Scott and asked his XO to gather the men. He informed the crew of the intent of the inspection and passed on the admiral’s comments. The skipper ordered two bottles of beer for every man from the spirit locker.
The crew took the opportunity to get a few photos while everyone was in their number one uniform — a rare event in Trentonian. Even when half the crew was going ashore on leave, the other half was still in regular work dress. Sick Bay Attendant Art Singleton picked up his camera and arranged the crew by divisions.
This was an opportunity to celebrate; they had just received the personal praise of the FOIC Milford Haven. But more importantly, they were each given two bottles of beer for their efforts. During the celebration, regular ship business had to continue. That evening, there were a few changes in the crew. Lieutenant Kinsman returned to Trentonian after successfully completing his anti-submarine course. Lieutenant Scott, who had been acting executive officer in Kinsman’s place, was transferred to Trentonian’s sister ship, Lindsay.
Surgeon Lt. Gourlay left the ship to start his new position as Canadian medical liaison officer, on the staff of flag-officer-in-charge, Milford Haven.[41] Trentonian did not receive a replacement doctor, leaving SBA Singleton responsible for the medical care of the crew once again. Gourlay remarked in his final report to Lt. Harrison, “Singleton has shown himself to be capable and has passed his Leading Sick Bay Attendant exams with good marks.”[42]
12: Operations to Cherbourg
We are having a fairly agreeable time over here, the weather is a bit miserable at times but we can’t complain. The chief question now is, “How much longer,” of course, but there is not much indication
White Ensign Flying Page 16
