HMS Dragon (D 46)
Light cruiser of the D class
|Navy||The Royal Navy|
|Built by||Scotts Shipbuilding & Engineering Co. (Greenock, Scotland)|
|Laid down||Jan 1917|
|Launched||29 Dec 1917|
|End service||15 Jan 1943|
After commissioning in August 1918 HMS Dragon saw some brief war service with the 5th Light Cruiser Squadron in the Harwich Force. In 1919 Dragon was a member of the Baltic Squadron. In January 1920, the cruiser returned to the UK, and then served in the Atlantic Fleet 1st Light Cruiser Squadron participating in the Empire cruise. In February 1926, Dragon proceeded to the Mediterranean and joined the 1st Cruiser Squadron. In October she was deployed to the China Station. In December 1928, Dragon arrived at Chatham to pay off and refit. By March 1930, Dragon was recommissioned and left for the America and West Indies Station. In July 1937 back in the UK once more, the cruiser was reduced to reserve. In September 1939, because of the war, Dragon was recommissioned and joined the 7th Cruiser Squadron Home Fleet. The northern patrol (Admiral Sir Max Horton) was formed from cruisers from the 7th and 12th Cruiser Squadrons HMS Dragon, HMS Diomede, HMS Caledon, HMS Calypso, HMS Effingham, HMS Emerald, HMS Cardiff and HMS Dunedin. They were to operate in pairs in order to blockade the area between the Shetlands and the Faroes, and Faroes to Iceland. In one month 108 merchantmen were stopped, 28 of them were ordered to Kirkwall for inspection.
In March 1940, Dragon was transferred to the 3rd Cruiser Squadron Mediterranean. In August in the Central Atlantic the Vichy French steamer Touareg enroute from Pointe Noire (Congo) to Dakar was captured by Dragon. On the 25th, convoy WS2 arrived in South Africa with troop reinforcements including at least three Armoured Regiments for the 7th Armoured Division in the Middle East. Also embarked was the 2nd West African Brigade en-route Mombassa for the Abyssinian Campaign. The convoy split into WS 2A for Cape Town and WS 2B for Simon`s Town, it included 14 ships. Dragon and the cruisers HMS Shropshire, HMS Cornwall and the destroyer HMS Fortune provided the escort. In September she made up part of the British naval forces employed in the attack on the Vichy French fleet at Dakar, whilst there she was narrowly missed by torpedoes from the French submarine Persée. By December while serving in the South Atlantic, she was deployed from St Helena with the Armed Merchant Cruiser HMS Pretoria Castle to search the area for the German heavy cruiser Admiral Scheer. The British search operations however, produced no results.
In January 1941 Dragon operated with the East Indies Fleet. On August 11th, the cruiser was docked in the Selborne dry dock at Simonstown, South Africa, and refloated on the 4th of the following month. By October, she was back in the dry dock to have her torpedo tubes re-aligned and to conduct an inclination experiment. In December while off South Asia, Dragon was employed on escort duties between Singapore and Sunda Strait.
In January 1942 she was serving in the Dutch East Indies on convoy duties between Singapore, Sunda Strait and Java. While Dragon was lying at anchor at Keppel harbour, Singapore, the Japanese started bombing the ships that were embarking civilian evacuees. Admiral Geoffrewy Layton transferred his flag to Dragon, and in company with HMS Durban , were ordered to Tandjok Priok (Batavia) later that month she set out from the Sunda Strait for Colombo to join the Eastern Fleet and on the way, she took onboard refugees in Padang. Reports were then received of an impending Japanese attack on Ceylon. Admiral Sommerville concentrated his available naval forces on the two groups south of Ceylon of which Dragon was assigned to Force B which formed part of the Western Strike Force, together with the cruisers HMAS Hobart, HMS Danae and destroyers HMS Scout and HMS Tenedos Late February 1942 General Wavell had received orders to leave Java and set up head-quarters elsewhere. He was convinced further defence of Java was futile, and on the 27th, Admiral Helfrich reluctantly gave permission for Dragon, Danae and Hobart, and their two accompanying destroyers to withdraw from the area. In March, Dragon eventually arrived at Kilindini on the East African coast. In November, the cruiser returned to the UK to be paid off the following month, for a refit.
On 15 January 1943 she was transferred to the Polish Navy. On 6 June 1944 the old cruiser was a member of Force D which was the Gunfire Support Force for the assault area code named "Sword Beach” during the D day landings. During the night of 8-9 July, twenty one "Marders",(one man German submarines), set out from Villero Sur Mer, and badly damaged the cruiser, in addition to this, the Luftwaffe mounted an attack using their new long range circling torpedo known as the Dackel, again the cruiser was hit and permanently damaged, resulting in her being beached as a blockship for the protection of the Mulberry Harbour.
|Career notes||To the Polish Navy as Dragon|
Commands listed for HMS Dragon (D 46)
Please note that we're still working on this section.
|1||Capt. Ronald George Bowes-Lyon, RN||31 Jul 1939||27 Aug 1940|
|2||Capt. Robert John Shaw, RN||27 Aug 1940||26 May 1942|
|3||A/Capt. George Vivian Barnett Faulkner, RN||26 May 1942||26 Jul 1942|
|4||Capt. Philip Foster Glover, RN||26 Jul 1942||15 Jan 1943|
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Notable events involving Dragon include:
16 Jun 1940
Dakar, the French battleship Richelieu and the fall of France Timespan; 16 June to 7 July 1940.
The fall of France, 16 June 1940.
On 16 June 1940, less then six weeks after the invasion of France and the low countries had started on May 10th, all military resitance in France came to an end. The question of control of the French fleet had thus become, almost overnight, one of vital importance, for if it passed into the hands of the enemy the whole balance of sea power would be most seriously disturbed. It was therefore policy of H.M. Government to prevent, at all costs, the French warships based on British and French harbours overseas from falling into the hands of Germany.
The bulk of the French fleet was at this time based in the Mediterranean. There drastic steps were taken to implement this policy. Elsewhere the most important units were the two new battleships completing, the Jean Bart at St. Nazaire and more importantly as she was almost complete, the Richelieu, at Brest.
Events during the Franco-German negotiations 17-25 June 1940 and politics.
It was on the 17th of June 1940, when the newly-formed Pétain Cabinet asked the Germans to consider ‘honourable’ peace terms in order to stop the fighting in France. At 1516 (B.S.T.) hours that day the Admiralty issued orders that British ships were not to proceed to French ports. On receipt of these orders Vice-Admiral George D’Oyly Lyon, Commander-in-Chief South Atlantic, ordered the aircraft carrier HMS Hermes (Capt R.F.J. Onslow, DSC, MVO, RN) then on her way to Dakar after a patrol off the Canary Islands to proceed to Freetown instead at her best speed. At the same time he recalled the British SS Accra which had sailed from Freetown for Dakar at 1730 hours (zone +1) with 850 French troops on board. She returned to Freetown at 0800/18. The British transport City of Paris with 600 French troops on board from Cotonou was ordered to put into Takoradi. On the 18th the Commander-in-Chief was also informed by Commander Jermyn Rushbrooke, RN, the British Naval Liaison Officer at Dakar that the Commander-in-Chief of the French Navy, Admiral Darlan had ordered Admiral Plancon at Dakar to continue fighting and also that the shore batteries and AA personnel there had declared for the British. At 0245/18 Vice-Admiral Lyon passed this information to the Admiralty, cancelled his orders to HMS Hermes to proceed to Freetown and directed her with the armed merchant cruisers HMS Carnarvon Castle (Capt. M.J.C. de Meric, RN) and HMS Mooltan (Capt.(Retd.) G.E. Sutcliff, RN), which were on passage to Freetown from the Western Approaches, to proceed to Dakar at full speed in order to strengthen the French morale. That afternoon the Admiralty ordered HMS Delhi (Capt. A.S. Russell, RN) to leave Gibraltar and proceed to Dakar and join the South Atlantic Station. She left Gibraltar on the 19th with an arrival date of the 23rd. In the morning of the 18th the French troopship Banfora reached Freetown, from Port Bouet, Ivory Coast with 1000 troops on board, and sailed for Dakar without delay. The French armed merchant cruiser Charles Plumier, which had been on patrol south of the Cape Verde Islands reached Dakar at 1015/18.
Meanwhile the British Naval Liaison Officer, Dakar’s signal had been followed by a report from the Naval Control Service Officer at Duala that an overwhelming spirit existed amongst the military and civilian population of the French Cameroons to continue fighting on the British side, but that they required lead, as the Governer was not a forceful character; but that morning the Governor of Nigeria informed the Commander-in-Chief that he considered steps to be taken to prevent a hostile move from Fernando Po (off the entrance to the Cameroon River). Accordingly, at 1845/18, the armed merchant cruiser HMS Bulolo (A/Capt. C.H. Petrie, RN) sailed from Freetown at 14 knots to show herself off San Carlos on the morning of the 23rd, and thence to anchor of Manoka in the Cameroon River the next day (her draught prevented her from reaching Duala). A/Capt. Petrie was then to proceed to Duala and call a conference.
It was difficult to arrive at a clear appreciation of the situation in French West-Africa but on the morning of the 19th June the Commander-in-Chief informed the Admiralty that, as the evidence pointed to an established resolve on the part of the West-African Colonies to join Great Britain whatever happened, he intended to allow French troop movements to continue. This he anticipated would avoid French exasperation and mistrust. During the early afternoon he heard from the Governors of Nigeria and the Gold Coast that French officers and non-commissioned officers were planning to leave the Cameroons and to join the British forces in Nigeria. At 1900/19 the Commander-in-Chief held a conference with the Governor of Sierra Leone at which it was decided that the Governor should cable home urging immediate action to persuade the French colonial troops and authorities to remain in their territories and hold their colonies against all attacks. In the evening the Commander-in-Chief reported to the Admiralty that French Guinea was determined to keep fighting on the British side. Meanwhile the Governor-General of French Equatorial Africa at Brazzaville was wavering and suggested leading his troops to the nearest British Colony. Late that night, still on the 19th, the Commander-in-Chief informed him that it was essential that he should remain at his post and that it was the expressed intention of French West Africa to fight on to victory.
Next morning, on the 20th, the Admiralty informed the Commander-in-Chief that the new French battleship Richelieu (about 95% complete) had departed Brest for Dakar on the 18th. Her sister ship, Jean Bart (about 77% complete) had left St. Nazaire for Casablanca on the 19th. During the afternoon of the 20th the British Liaison Officer at Dakar reported that according to the French Admiral at Dakar the French Government had refused the German armistice terms and would continue the fight in France. This was entirely misleading. For nearly two days the Commander-in-Chief had no definite information till at noon on 22 June when a BB C broadcast announced the signing of a armistice between France and Germany, which was to followed by one between France and Italy. Still there was much uncertainty, and the rest of the day was apparently spent in waiting for news. Early next morning, the 23rd June, the Admiralty informed the Commander-in-Chief that the French Bordeaux Government had signed an armistice with Germany. As the terms were not fully known the attitude of the French Navy remained uncertain. Shortly after 0200/23 the Admiralty gave orders that HMS Hermes was to remain at Dakar, and gave the Commander-in-Chief the text of the British Government’s appeal to the French Empire and to Frenchmen overseas to continue the war on the British side. The final collapse of France naturally exercised an important influence on the dispositions and movements of the South Atlantic forces. Also on the 23rd the cruiser HMS Dorsetshire (Capt. B.C.S. Martin, RN) and the destroyer HMS Watchman (Lt.Cdr. E.C.L. Day, RN) departed Gibraltar for Dakar and Casablanca respectively, and the same morning HMS Bulolo arrived off Fernando Po and showed herself of San Carlos and Santa Isabel. At noon she anchored off Manoka, in the Cameroon River, in the hope of restoring morale at Duala. Meanwhile HMS Mooltan had arrived at Freetown from Dakar and the United Kingdom, and during the afternoon (1500/23) the armed merchant cruiser HMS Maloja (A/Capt. V. Hammersley-Heenan, RN) reached Dakar from the Northern Patrol to join the Freetown escort force. Half an hour later the Richelieu and escorting destroyer Fleuret arrived at Dakar.
For a time the attitude of the French Governor-General at Dakar, the French North African colonies and the French Mediterranean Fleet, and the battleship Richelieu remained in doubt. Then owning to the anticipated difficulty of maintaining French salaries and supplies if the French did not accept the British offer, the situation at Dakar rapidly deteriorated, and by the evening of the 23rd reached a critical state. Early on the 24th, therefore, the Admiralty ordered the Commander-in-Chief to proceed there as soon as possible. The Commander-in-Chief replied that he intended to proceed there in the ex-Australian seaplane carrier HMS Albatross (Cdr. W.G. Brittain, RN), which was the only available ship, and expected to reach Dakar around noon on the 25th. At 1015/24 he left Freetown and reached Dakar around 1600/25. Meanwhile the Richelieu had put to sea. From then on the naval operations centred mainly on the battleship.
The problem of the Richelieu, 25-26 June 1940.
The Richelieu which had been landing cadets at Dakar, had sailed with the Fleuret at 1315/25 for an unknown destination. She was shadowed by an aircraft from HMS Hermes until 1700 hours. She was reported to be steering 320° at 18 knots. At 1700 hours the Admiralty ordered HMS Dorsetshire to shadow her, and at 2200 hours HMS Dorsetshire reported herself as being in position 16°40’N, 18°35’W steering 225° at 25 knots, and that she expected to make contact with the Richelieu at midnight. At 2126 hours, the Admiralty ordered the Vice-Admiral aircraft carriers (Vice-Admiral L.V. Wells, CB, DSO, RN) in HMS Ark Royal (Capt. C.S. Holland, RN) to proceed with dispatch to the Canary Islands with HMS Hood (Capt. I.G. Glennie, RN) and five destroyers (actually only four sailed with them; HMS Faulknor (Capt. A.F. de Salis, RN), HMS Fearless (Cdr. K.L. Harkness, RN), HMS Foxhound (Lt.Cdr. G.H. Peters, RN) and HMS Escapade (Cdr. H.R. Graham, RN)). They departed Gibraltar in the morning of the 26th.
Early on the 26th, the Admiralty informed the Commander-in-Chief, South Atlantic, and the Vice-Admiral, aircraft carriers, that His Majesty’s Government had decided that the Richelieu was to be captured and taken into a British port. They were to take every step to avoid bloodshed and to use no more force then was absolutely necessary. It was understood that the French battleship had H.A. ammunition on board but no main armament ammunition, that forenoon however, the British Liaison Officer Brest reported that she had embarked 15” ammunition before leaving there. HMS Hood was to perform this task if possible but that there were a risk that the Richelieu might get away before her arrival, or if she tried to enter a neutral port such as La Luz in the Canaries, HMS Dorsetshire was to take action. After the capture she was to be taken to Gibraltar. The battleship HMS Resolution (Capt. O. Bevir, RN) was detailed to intercept the Jean Bart in case she would depart Casablanca and deal with her in the same way.
Vice-Admiral Wells reported that HMS Ark Royal, HMS Hood and their escorting destroyers would pass through position 36°00’N, 06°35’W at 0300/26, steering 225° at 20 knots. HMS Dorsetshire, meanwhile, having seen nothing of the Richelieu by 0015/26, had proceeded to the northwestward, and then at 0230/26 turned to course 030°. At 0530/26 she catapulted her Walrus aircraft to search to the northward, and at 0730 hours it sighted the Richelieu in position 19°27’N, 18°52’W on course 010°, speed 18.5 knots. Eleven minutes later she altered course to 195°. The aircraft proceeded to shadow, but missed HMS Dorsetshire when it tried to return and in the end was forced to land on the sea at 0930 hours about 50 nautical miles to the southward of her. The Dorsetshire which had turned to 190° at 0905 hours was then in position 18°55’N, 17°52’W. She turned to search for her aircraft. Around noon she abandoned the search and steered 245° at 25 knots to intercept the Richelieu, which she correctly assumed to be continuing to the southward. She made contact soon after 1430 hours and at 1456 hours reported that she was shadowing the battleship from astern.
In the meantime the French Admiral at Dakar had informed Vice-Admiral Lyon that the ‘Admiral Afrique’ had ordered the Richelieu and the Fleuret to return to Dakar. At 1512 hours the Commander-in-Chief, South Atlantic asked the Admiralty whether, under these circumstances, HMS Dorsetshire was to attempt to capture the Richelieu. He was confident that any interference would antagonise all the local authorities and the French people in general. He also pointed out that His Majesty’s ships at Dakar would be placed in a most difficult position.
At 1630/26, HMS Dorsetshire, reported that she was in position 17°21’N, 18°22’W with the Richelieu within easy visual distance. Relations between the two ships remained cordial. The French ship had not trained her guns when she sighted the Dorsetshire, and she expressed regret that, having no aircraft embarked, she was unable to co-operate in the search for her missing Walrus aircraft but she signalled to Dakar for a French plane to assist. In view of her declared intention to return to Dakar, Capt. Martin took no steps to capture her and at 1700 hours he was ordered by the Admiralty to only shadow the Richelieu. At the same time HMS Hermes left Dakar to search for HMS Dorsetshire’s Walrus.
Shortly after 1900/26, the Admiralty ordered Ark Royal, HMS Hood and their four escorting destroyers to return to Gibraltar. At 2015 hours, the Admiralty ordered HMS Dorsetshire to cease shadowing the Richelieu and to search for her missing Walrus. On receipt of these orders she parted company with the Richelieu and Fleuret at 2300/26, being then some 70 nautical miles from Dakar. HMS Dorsetshire then proceeded to the north-north-eastward at 23 knots.
At first light on the 27th, HMS Hermes, then some 30 nautical miles to the southward, flew off seven aircraft to assist in the search. It was however HMS Dorsetshire herself which eventually found and recovered her aircraft at 1107/27. Meanwhile the Richelieu had arrived off Dakar at 0900/27 but did not enter the port. Shortly afterwards she made off the the north yet again. HMS Hermes then steered to the northward to be in a position to intercept if needed. Nothing was seen of the Richelieu until she was again located off Dakar at 0500/28. HMS Hermes, by that time about 400 nautical miles north of Dakar, was ordered to proceed southwards and return to Dakar.
The Commander-in-Chief, South Atlantic, at Dakar 26-29 June 1940.
While these movements were going on at sea, the position at Dakar was steadily deteriorating. At about 1830/26, the Commander-in-Chief had reported to the Admiralty that the French Admiral at Dakar had informed him, on Admiral Darlan’s instructions, that the presence of British warships at Dakar was in contrary to the terms of the Franco-German armistice. At 1700/26 (zone -1) however, the Admiralty had signalled to the Commander-in-Chief that, as the French codes were compromised, that French authorities could no longer be sure that orders came from Admiral Darlan but Admiral Plancon refused to question the authenticity of any signal he received. During the night the appointment of the British Liaison Officer at Dakar was terminated.
At 0500/27 the Richelieu was seen approaching Dakar, but 25 minutes later she turned to seaward again and the Commander-in-Chief ordered a Walrus aircraft from HMS Albatros to shadow her. That afternoon he informed the Admiralty that the Richelieu had put to sea to escort five French armed merchant cruisers [according to another source these were the armed merchant cruisers (four in number and not five) El D’Jezair, El Kantara, El Mansour, Ville d’Oran and the large destroyers Milan and Epervier which came from Brest] to Dakar. The Admiralty was clearly anxious that the Richelieu should not escape and at 0021/28, they ordered Vice-Admiral Wells with HMS Ark Royal, HMS Hood escorted by four destroyers (HMS Faulknor, HMS Fearless, HMS Foxhound and HMS Vidette (Lt. E.N. Walmsley, RN)) to proceed to the Canaries to intercept her if she continued to steam to the northward. These ships (with HMS Escapade instead of HMS Vidette) had only returned to Gibraltar late the previous evening from their first sortie to intercept the Richelieu. Now they left again around 0600/28 but were quickly ordered to return to Gibraltar and were back in port around noon.
Around 0500/28 HMS Dorsetshire, proceeding back towards Dakar after having picked up her lost aircraft encountered the Richelieu about 10 nautical miles north of Dakar. Admiral Wells was then ordered by the Admiralty to return to Gibraltar. The rapid deterioration of the situation in West Africa is clearly shown in a series of signals which passed between the Commander-in-Chief South Atlantic and the Admiralty on 28 June. At 1100 hours, the Commander-in-Chief signalled that the French had refused HMS Dorsetshire permission to enter Dakar and that she was therefore proceeding to Freetown with all dispatch to fuel and return to the Dakar area as soon as possible. HMS Dorsetshire arrived at Freetown at 0545/29. At 1415/28 the Commander-in-Chief informed the Admiralty that the French Admiral at Dakar had issued orders to prevent H.M. ships from communicating with, or receiving stores, from the shore. In reply he had told the French Admiral that HMS Hermes would enter Dakar on the 29th to embark aircraft stores and fuel, and that he himself would sail from there in HMS Albatros after seeing the commanding officer of HMS Hermes. At 1515/28 the Commander-in-Chief informed the Admiralty of the steps he would take in case the Richelieu would proceed to sea again. The Admiralty then issued orders that Dakar was to be watched by an 8” cruiser within sight of the French port by dayand within three miles by night. HMS Hermes was to remain off Dakar until relieved by HMS Dorsetshire after this ship had returned from fueling at Freetown.
HMS Hermes arrived at Dakar at 0900/29. During the day she embarked Fleet Air Arm personnel and stores which had been landed there earlier. She then completed with fuel and sailed at 1800/29. She then patrolled off Dakar until she was relieved by HMS Dorsetshire at 1800/30. The Commander-in-Chief had sailed from Dakar in HMS Albatros at 1030/29. He arrived at Freetown at 1800/30 and transferred his flag to the accommodation ship Edinburgh Castle.
Deterioration of Franco-British relations, 1 – 3 July 1940.
The first few days of July saw a swift deterioration of Franco-British relations everywhere. The paramount importance of keeping the French fleet out of the hands of the enemy forced the British Government to take steps. According to the armistice terms the French fleet had to assemble at ports under German or Italian control and be demilitarized. To the Government it was clear that this would mean that the French ships would be brought into action against us. The Government therefore decided to offer the French naval commanders the following options; - to continue the fight against the Axis, to completely immobilization in certain ports or to demilitarize or sink their ships.
Already a powerful squadron, known as ‘Force H’ had been assembled at Gibraltar, in order to fill the strategic naval vacuum in the Western Mediterranean caused by the defection of the French fleet, and on 30 June Vice-Admiral James Sommerville hoisted his flag in HMS Hood. His first task was to present the British alternatives to the Admiral commanding the French ships at Oran, failing the acceptance of one of them, he was to use force.
To return to West-Africa, HMS Hermes reached Freetown with the Fleet Air Arm passengers and stores from Dakar on 2 July. Early that afternoon the Commander-in-Chief asked the Consul General at Dakar to obtain, if possible, assurance from the French Admiral there that if British warships were not allowed to use Dakar, enemy men-of-war should also be forbidden to use it. At 1915/2, the ex-British Liaison Officer, who had not yet left Dakar, reported the arrival of a British merchant ship which had not been diverted. He also reported that the French ships Katiola and Potiers might be sailing for Casablanca, escorted by armed merchant cruisers and destroyers. The Admiralty however ordered HMS Dorsetshire, which was maintaining the watch on Dakar, to take no action. At 2310/2 the Commander-in-Chief asked the Consul-General whether there was any chance of the Polish and Belgian bullion which was in the armed merchant cruiser Victor Schoelcher being transferred to either the Katiola or Potiers. He received no reply, and the continued silence of the British Consul led him to believe that the Consul’s signals were either being held up or mutilated.
Next forenoon, 3 July, the Commander-in-Chief informed the Admiralty that he intended to divert all British shipping in the South Atlantic from all French ports. Early that morning Vice-Admiral Sommerville’s Force H had arrived off Oran. For the next ten hours strenuous efforts were made to persuade the French Admiral to accept one of the British alternatives, but without success. At 1554 hours (zone -1) Force H sadly opened fire on the ships of their former ally at Mers-el-Kebir, inflicting heavy damage and grievous loss of life. None could predict the result of these measures on the Franco-British relations, but it was sure they would not be improved.
During the afternoon of July 3rd the Commander-in-Chief, South Atlantic, on Admiralty instructions, directed all British Naval Control Officers and Consular Shipping Advisers to order all Biritsh and Allied ships to leave French ports as soon as possible, if necessary disregarding French instructions. All British warships in French ports were to remain at short notice and to prepared for every eventuality. The only warship in a French port within the limits of the South Atlantic Station at the time was HMS Bulolo, which was at Manoka in the Cameroons. At 2048 hours (B.S.T.) the Admiralty ordered all British warships in French ports to proceed to sea and at 2223 hours the Commander-in-Chief, South Atlantic ordered HMS Bulolo to proceed to Lagos, where she was to remain with HMS Dragon (Capt. R.G. Bowes-Lyon, MVO, RN) until further orders.
HMS Dorsetshire off Dakar, 3-7 July 1940.
Meanwhile HMS Dorsetshire had continued her watch off Dakar. On 3 July 1940 there were sixteen French warships and seven auxiliaries in the harbour. This number included the battleship Richelieu, the large destroyers Fleuret, Milan, Epervier, the armed merchant cruisers El D’Jezair, El Kantara, El Mansour, Ville d’Oran, Ville d’Alger, Victor Schoelcher and Charles Plumier, the colonial sloop Bougainville, the submarines Le Heros and Le Glorieux. At 0917/3 the Admiralty asked the Commander-in-Chief for the Richelieu’s berth at Dakar. HMS Dorsetshire informed him that at 1125/3 she was in position 045°, Cape Manuel lighthouse, 2.6 nautical miles, ships head 230°. Captain Martin seems to have drawn his own conclusions from this question and at 1350 hours he signalled to the the Commander-in-Chief his opinion that the Richelieu’s propellers could be severely damaged by depth charges dropped from a fast motor dinghy, and he asked permission to carry out such an attack about 2300 hours that night. Vice-Admiral Lyon replied that he had no instructions from the Admiralty to take offensive action against the Richelieu. At 1625 hours, however, the Admiralty ordered HMS Dorsetshire to get ready, but to await approval before actually carrying out an attack. This was followed at 1745 hours by a signal that the proposed attack was not approved as it was feared to be ineffective and for the time being the idea was ‘shelved’. [More on this idea later on.]
At 1904/3, the Admiralty ordered HMS Hermes to leave Freetown with all despatch to join HMS Dorsetshire off Dakar at 0500/5. At 2112/3 the Admiralty ordered HMS Dorsetshire to shadow the Richelieu if she sailed and proceeded northwards. If the vessel however made for the French West Indies, the Dorsetshire was to make every effort to destroy her by torpedo attack, and, if that failed, by ramming [ !!! ]. Late that evening the French Government decreed that all British ships and aircraft were forbidden, under penalty of being fired upon without warning, to approach within 20 nautical miles of French territory at home or overseas. Just before midnight the Admiralty gave orders that HMAS Australia (Capt. R.S. Stewart, RN), after refueling at Freetown, was to join HMS Dorsetshire off Dakar. At 0926/4, the Commander-in-Chief, South Atlantic ordered HMS Hermes and HMAS Australia to rendez-vous with HMS Dorsetshire 21 nautical miles from Dakar instead of the 15 nautical miles previously arranged and at 1037 hours he informed all three ships that as the French Air Force and submarines had orders to attack British ships off Casablanca and Dakar. He therefore issued orders that French aircraft and submarines were to be attacked and destroyed on sight. During that afternoon the Prime Minister announced in the House of Commons that, as an alternative to the German demands, French warships might proceed to the West Indies. At 2041 hours the Commander-in-Chief, South Atlantic asked whether, in view of this, the Admiralty intended that the Richelieu should be attacked if she was to proceed to the West Indies. Before this message was received, a signal was sent at 2050 hours cancelling the orders for the Richelieu’s destruction and at about midnight the Admiralty directed that she should be shadowed only.
Early on the 5th the Consul-General at Dakar reported that the merchant vessel Argyll with Commander J. Rushbrooke, RN, the ex-British Naval Liaison Officer, Dakar and his staff onboard, had, in accordance with instructions from the French authorities left Dakar the previous day but that she was recalled on reaching the outer boom, an order which had led the Consul-General to make a protest. Soon after midnight 4/5 July orders were received from the Admiralty that the sloop HMS Milford (Capt. R.J. Shaw, MBE, RN) should be sent to join the patrol off Dakar to provide A/S protection. She left Freetown for Dakar at 1000/5.
At 0723/5, in view of the French order forbidding the approach of British vessels and aircraft within 20 nautical miles from French territory at home and overseas, the Commander-in-Chief ordered his ships off Dakar not to approach within 20 nautical miles of the shore and replied in the affirmative when HMS Dorsetshire asked whether this rule also applied by night. During the afternoon he informed his command that French warships was orders not to attack the British unless they were within these 20 nautical miles. He later added that also submarines had the same orders.
At 1853/5, the Commander-in-Chief ordered HMS Dorsetshire, HMAS Australia, HMS Hermes and HMS Milford not to attack French submarines outside the 20 mile zone unless they were obviously hostile. An Admiralty report then came in the the Richelieu was reported to have put to sea but HMS Dorsetshire quickly contradicted that report.
Dispositions off Dakar at 0300 on 7 July 1940.
At 0300/7, two of the British warships off Dakar which were under the command of Capt. Martin (being the senior officer) were patrolling of Dakar (HMS Dorsetshire and HMS Hermes). The third ship (HMAS Australia) was patrolling about 35 to 40 nautical miles further to the north. The fourth ship HMS Milford was approaching Dakar from the south. At 0307 hours a signal from the Admiralty was received which gave a completely different complexion to their operations.
29 Sep 1941
Convoy WS 12
This convoy departed U.K. ports on 29 / 30 September 1941. Destination for the majority of the convoy was Aden where the convoy arrived on 20 November 1941. It was then dispersed and the remaining ships then proceeded to Suez independently.
The convoy assembled assembled at sea near Oversay on 1 October 1941.
The convoy was made up of the following troop transports / transports; Almanzora (15551 GRT, built 1914), City of Paris (10902 GRT, built 1922), Clan Campbell (7255 GRT, built 1937), Clan Lamont (7250 GRT, built 1939), Dominion Monarch (27155 GRT, built 1939), Duchess of Richmond (20022 GRT, built 1928), Empire Pride (9248 GRT, built 1941), Empire Trust (8143 GRT, built 1941), Empress of Canada (21517 GRT, built 1922), Empress of Russia (16810 GRT, built 1913), Franconia (20175 GRT, built 1923), Highland Brigade (14134 GRT, built 1929), Highland Princess (14133 GRT, built 1930), Prince Badouin (3219 GRT, built 1933), Leopoldville (11509 GRT, built 1929), Mendoza (8233 GRT, built 1919), Narkunda (16632 GRT, built 1920), Ormonde (14982 GRT, built 1917), Perseus (10272 GRT, built 1923), Perthshire (10496 GRT, built 1936), HMS Royal Ulsterman (T/Cdr. H.F. Jackson, RNR) (3244 GRT, built 1936), Samaria (19597 GRT, built 1921), Sarpedon (11321 GRT, built 1923) and Strathaird (22281 GRT, built 1932).
Escort was initially provided by the heavy cruiser HMS Devonshire (Capt. R.D. Oliver, DSC, RN) (from 30 September until 14 October. On 12 October HMS Dorsetshire (Capt. A.W.S. Agar, VC, DSO, RN) joined HMS Devonshire and escorted the convoy until 14 October when it arrived at Freetown.
The aircraft carrier HMS Argus (Capt. T.O. Bulteel, RN) escorted the convoy from 30 September to 5 October when she was detached to Gibraltar, escorted by three destroyers (see below).
The armed merchant cruiser ), HMS Cathay (A/Capt.(Retd.) C.M. Merewether, RN), auxiliary minelayer HMS Agamemnon (Capt.(Retd.) F. Ratsey, RN) and the Canadian destroyers HMCS Assiniboine (A/Lt.Cdr. J.H. Stubbs, RCN), HMCS Saguenay (Lt. P.E. Haddon, RCN) escorted the convoy from 30 September to 4 October 1941 when they were detached and ordered to proceed with Halifax with the Highland Princess whih was then also detached from the convoy.
The destroyer HMS Sikh (Cdr. G.H. Stokes, RN) escorted the convoy from 30 September to 5 October when she was detached escorting HMS Argus to Gibraltar together with her sister ships HMS Cossack (Capt. E.L. Berthon, DSC and Bar, RN) and HMS Zulu (Cdr. H.R. Graham, DSO, RN) which were met at sea after they had escorted a convoy part of the way from Gibraltar to the U.K. HMS Argus and her three escorting destroyer arrived at Gibraltar on 8 October.
The AA (light) cruiser HMS Cairo (A/Capt. I.R.H. Black, RN) and the destroyers HMS Whitehall (Lt.Cdr. A.B. Russell, RN), HMS Witch (Lt.Cdr. C.H. Holmes, RN) and ), HMS Verity (Cdr. R.H. Mills, RN) escorted the convoy from 1 to 4 October.
The destroyers HMS Lancaster (A/Cdr. N.H. Whatley, RN), HMS Newark (Lt.Cdr. R.H.W. Atkins, RN) escorted the convoy from 1 to 3 October. HMS Bradford (Lt.Cdr. J.N.K. Knight, RN) was also to be part of this group. She did sail from Londonderry but had to return to that port soon after departure owning to defects.
The destroyer HMS Stanley (Lt.Cdr.(Retd.) D.B. Shaw, OBE, RN) escorted the convoy from 1 to 7 October.
The escort destroyer HMS Blankney (Lt.Cdr. P.F. Powlett, DSC, RN) escorted the convoy from 1 to 7 October.
The destroyer HMS Beverley (Lt.Cdr. J. Grant, RN) escorted to convoy from 2 to 5 October.
The destroyers HMS Gurkha (Cdr. C.N. Lentaigne, RN) and HrMs Isaac Sweers (Cdr. J. Houtsmuller, RNN) were to join the convoy on 7 October coming from Gibraltar. HrMs Isaac Sweers joined the convoy around noon but HMS Gurkha failed to find the convoy and only joined the following day.
On 11 October 1941, when approaching Freetown, the convoy was joined by the destroyers HMS Wrestler (Lt.Cdr. E.L. Jones, DSC, RN), HMS Velox (Lt.Cdr. E.G. Roper, DSC, RN), HMS Vimy (Lt.Cdr. H.G.D. de Chair, RN) and HMS Vansittart (Lt.Cdr. R.L.S. Gaisford, RN) as well as the corvettes HMS Amaranthus (T/Lt. W.S. Thomson, RNR) and HMS Armeria (T/Lt. H.N. Russell, DSC, RNR).
The convoy, minus the Narkunda departed Freetown for South Africa on 19 October. Escort was provided by the heavy cruiser HMS Devonshire which joined the convoy early on 20 October after having patrolled south of Freetown since 16 October.
Local A/S escort out of Freetown was provided from 19 to 2 1 October 1941 and consisted of the destroyers HMS Velox, HMS Wrestler and the corvettes HMS Anchusa (Lt. J.E.L. Peters, RNR), HMS Calendula (Lt.Cdr. A.D. Bruford, RNVR) and HMS Mignonette (Lt. H.H. Brown, RNR).
On 21 October 1941, HMS Royal Ulsterman and Ulster Monarch were detached and proceeded to Takoradi. As did Prince Badouin which went on to St. Helena.
On 30 October 1941 the convoy was off Capetown and the following ships of the convoy then split off to proceed into that port; Clan Campbell, Dominion Monach, Empire Pride, Empire Trust, Empress of Canada, Leopoldville, Mendoza, Perthshire, Sarpedon and Strathaird as did HMS Devonshire which went to Simonstown.
The other ships of the convoy; Empress of Russia, Franconia, Highland Brigade, Ormonde, Perseus, Richmond and Samaria then proceeded to Durban where they arrived on 3 November escorted by the armed merchant cruiser HMS Derbyshire (Capt.(Retd.) E.A.B. Stanley, DSO, MVO, RN) which had joined them off Capetown early on 31 October.
On 4 November 1941 the Strathaird departed Capetown for Durban where she arrived on 7 November.
On 5 November 1941 the following ships departed Capetown to continue their passage; Dominion Monarch, Empire Pride, Empire Trust, Empress of Canada, Leopoldville, Mendoza and Perthshire. They were escorted by the armed merchant cruiser HMS Dunnottar Castle (Capt.(Retd.) C.T.A. Bunbury, RN).
On 8 November the following ships departed Durban and joined the Capetown group at sea; Almanzora, City of Paris, Clan Campbell, Clan Lamont, Duchess of Richmond, Empress of Russia, Franconia, Nieuw Amsterdam (36287 GRT, built 1938), Nova Scotia (6791 GRT, built 1926), Perseus, Samaria and Strathaird. The escort of the Capetown group HMS Dunnottar Castle was relieved by the battlecruiser HMS Repulse (Capt. W.G. Tennant, CB, MVO, RN) which escorted the convoy from then on to until 14 November 1941 when she was relieved by the battleship HMS Revenge (Capt. L.V. Morgan, CBE, MVO, DSC, RN) which then escorted the convoy until it arrived off Aden on 20 November. The convoy then dispersed and all ships proceeded to Suez independently.
On 14 November the convoy was joined by the Ascania (13900 GRT, built 1925) which came from Mombasa.
On 17 November 1941, HMS Glasgow (Capt. H. Hickling, DSO, RN) made rendez-vous with convoy WS 12. The Dominion Monarch, Duchess of Richmond, Empress of Canada and Perseus then split off from the convoy and continued on as convoy WS 12J towards Colombo, escorted by HMS Glasgow. This convoy arrived at Colombo on 23 November.
On 24 November the Dominion Monarch and Empress of Canada departed Colombo for Singapore as convoy WS 12V. They were escorted by HMS Glasgow until 26 November when HMS Dragon (Capt. R.W. Shaw, MBE, RN) took over the escort. The convoy arrived at Singapore on 28 November 1941. (2)
1 Jan 1942
HrMs De Ruyter (Cdr. E.E.B. Lacomblé, RNN and flagship of Rear-Admiral K.W.F.M. Doorman, RNN), HrMs Tromp (Cdr. J.B. de Meester, RNN) and the destroyers HrMs Piet Hein (Lt.Cdr. J.M.L.I. Chompff, RNN) and HrMs Banckert (Lt.Cdr. L.J. Goslings, RNN) departed Batavia. They were to bolster the escort of convoy BM 9A that was en-route to Singapore. The Dutch ships joined the British convoy at 1345 hours.
The Dutch ships remained with the convoy until 2000/2.
Convoy BM 9A was made up of the following ships; liner (troopship) Devonshire (11275 GRT, built 1939), passenger (or in this case troops) / cargo ships Lancashire (9445 GRT, built 1917), Rajula (8478 GRT, built 1926), Ethiopia (5575 GRT, built 1922) and Varsova (4691 GRT, built 1914). They were escorted by the Australian light cruiser HMAS Hobart (Capt. H.L. Howden, CBE, RAN), the British light cruisers HMS Durban (Capt. P.G.L. Cazalet, DSC, RN), HMS Dragon (Capt. R.J. Shaw, MBE, RN) and the British destroyers HMS Encounter (Lt.Cdr. E.V.St J. Morgan, RN), HMS Jupiter (Lt.Cdr. N.V.J.T. Thew, RN) and the Australian destroyer HMAS Vampire (Cdr. W.T.A. Moran, RAN). The convoy arrived arrived at Singapore on 3 January. (3)
13 Feb 1942
In the afternoon HMS Dorsetshire (Capt. A.W.S. Agar, VC, DSO, RN) gave over the escort of the British troopship Orcades (23456 GRT, built 1937) to HMS Dragon (Capt. R.J. Shaw, MBE, RN). Orcades was diverted to Oosthaven, Sumatra, Netherlands East Indies upon the capitulation of Singapore.
HMS Dorsetshire then proceeded to a position east of the Sunda Strait where she was to rendez-vous with convoy JS 1 and then escort it to Colombo. (4)
29 Mar 1942
Operations by the Eastern Fleet from 29 March to 13 April 1942. Enemy air attacks on Colombo and later Trincomalee and the loss of HMS Dorsetshire and HMS Cornwall on 5 April 1942 and HMS Hermes, HMAS Vampire on 9 April 1942.
Dispositions of the Eastern Fleet on 29 March 1942.
On 29 March 1942 the disposition of the Eastern Fleet was as follows; At Colombo: Aircraft Carrier HMS Formidable (Capt. A.W.LaT. Bisset, RN), heavy cruisers HMS Dorsetshire (Capt. A.W.S. Agar, VC, DSO, RN) (refitting) and HMS Cornwall (Capt. P.C.W. Manwaring, RN), light cruisers HMS Enterprise (Capt. J.C.A. Annesley, DSO, RN), HMS Dragon (Capt. R.J. Shaw, MBE, RN) and HMS Caledon (A/Capt. H.J. Haynes, DSO, DSC, RN), the destroyers HMS Paladin (Cdr. A.D. Pugsley, RN), HMS Panther (Lt.Cdr. R.W. Jocelyn, RN), HMAS Nestor (Cdr. A.S. Rosenthal, DSO and Bar, RAN), HMS Hotspur (Lt. T.D. Herrick, DSC, RN), HMS Arrow (Cdr. A.M. McKillop, RN) and HMS Express (Lt.Cdr. F.J. Cartwright, RN).
At Trincomalee: The flagship of the Eastern Fleet, the battleship HMS Warspite (Capt. F.E.P. Hutton, RN, flying the flag of Vice-Admiral J.F. Sommerville, KCB, KBE, DSO, RN), the aircraft carrier HMS Hermes (Capt. R.F.J. Onslow, DSC, MVO, RN), light cruisers HMS Emerald (Capt. F.C. Flynn, RN) and HrMs Jacob van Heemskerck (Cdr. E.J. van Holte, RNN), the destroyer HMAS Vampire (Cdr. W.T.A. Moran, RAN). HMS Warspite departed Trincomalee this day and arrived at Colombo in the evening.
At Addu Atoll; The battleships HMS Resolution (Capt. A.R. Halfhide, CBE, RN , flying the flag of A/Vice-Admiral A.U. Willis, DSO, RN, second in command Eastern Fleet), HMS Ramillies (Capt. D.N.C. Tufnell, DSC, RN), HMS Royal Sovereign (Capt. R.H. Portal, DSC, RN), the aircraft carrier HMS Indomitable (Capt. T.H. Troubridge, RN, flying the flag of Rear-Admiral D.W. Boyd, CBE, DSC, RN) and the destroyers HMAS Napier (Capt. S.H.T. Arliss, DSO, RN), HMAS Norman (Cdr. H.M. Burrell, RAN), HMAS Nizam (Lt.Cdr. M.J. Clark, DSC, RAN), HMS Fortune (Lt.Cdr. R.D.H.S. Pankhurst, RN), HMS Foxhound (Cdr. G.H. Peters, DSC, RN), HMS Griffin (Capt. H.St.L. Nicolson, DSO, RN), HMS Decoy (Lt.Cdr. I.M. Balfour, RN) and HrMs Isaac Sweers (Cdr. W. Harmsen, RNN).
The Japanese had been operating in the Indian Ocean in early March and more attacks were expected in this area by the Allies. The most likely target would be the island of Ceylon and the harbours of Colombo and Trincomalee.
30 and 31 March 1942.
Admiral Sommerville therefore planned to concentrate the Eastern Fleet on the late afternoon / early evening of 31 March 1942 in position 04°40’N, 81°00’E. The fleet would then be divided in two groups; Force A (the fast division) was made up of the flagships, battleship HMS Warspite, both fleet carriers, HMS Indomitable and HMS Formidable. They were escorted by the cruisers HMS Cornwall, HMS Enterprise, HMS Emerald and six destroyers; HMAS Napier, HMAS Nestor, HMS Paladin, HMS Panther, HMS Hotspur and HMS Foxhound. This force would try to intercept the enemy and deliver a night air attack on the enemy with their carriers as the main target.
Force A would be covered by the slower Force B which was made up of the battleships HMS Resolution, HMS Ramillies, HMS Royal Sovereign and the light carrier HMS Hermes. Escort to these ships was proviced by the cruisers HMS Dragon, HMS Caledon, HrMs Jacob van Heemskerck and a total of eight destroyers HMS Griffin, HMS Decoy, HMAS Norman, HMS Fortune, HrMs Isaac Sweers, HMS Arrow and one of the old destroyers that had managed to escape from the China station also joined, this was HMS Scout (Lt.Cdr.(Retd.) H. Lambton, RN). They were to remain about 20 nautical miles to the west of Force A. If Force A encountered a superior enemy force the would withdraw towards Force B.
At 1400/30 the ships mentioned earlier at the top of this article departed Colombo. HMS Hotspur and HMAS Nestor carried out an A/S sweep of the searched channel before Force A sailed.
By 1600/31 the fleet had made the pre-arranged rendez-vous and formed up. It then proceeded northwards. After dark, to avoid detection from the air by the enemy, Force A altered course to 080° and proceeded at 15 knots until about 0230 hours when it was thought they would be in the estimated position from where the enemy would fly off their aircraft for the expected attack on Ceylon. If nothing was sighted or located by 0230/1, Force A was to turn back to the south-west and to withdraw outside the enemy’s air search area. Force B was to act as a supporting force for Force A, keeping 20 miles to the west of it and confirming to the movements of Force A through the night. This procedure was carried out as planned during the night of 31 March / 1 April but nothing was seen or located.
In the late afternoon / early evening of 31 March HMS Indomitable briefly separated from the fleet for flying operations during which she was escorted by HMS Emerald. From 2100/31 to 0600/1 a search was carried out, to a depth of 120 miles from 050° to 110°, by three A.S.V. fitted Albacores from HMS Formidable. Also two Albacores fitted with long-range tanks were kept standing by for shadowing purposes if required. One of the Albacores crash landed on HMS Formidable upon return at 0340/1.
1 April 1942.
At 0940 hours HMS Decoy reported the breakdown of her main feed pumps. Dhe was detached to Colombo to effect repairs.
Around noon several of the destroyers reported submerged contacts. HMS Scout reported sighting a periscope. The fleet took avoiding action in each case, but nothing further transpired from these contact which are now considered to be non-sub.
At 1400 hours, HMS Scout, one of the oldest destroyers of the Royal Navy with a short enducance, was detached to oil at sea from RFA Appleleaf (5892 GRT, built 1917, Master E. Mills) in position 04°00’N, 80°00’E. Upon completion of oiling HMS Scout was to proceed to position 05°40’N, 81°08’E by 0800/2. RFA Appleleaf and her escort, HMS Shoreham (Cdr. E. Hewitt, RD, RNR), were to proceed towards a new waiting position 05°00’N, 80°30’E.
In the afternoon, around 1420 hours, HMS Dorsetshire joined Force A. This cruiser had been refitting at Colombo but this refit was cut short to enable her to take part in this operation. Air searches were carried out from Ceylon as the days before but they sighted nothing of the enemy. Also from 1430/1800 hours a search was carried out by aircraft from HMS Indomitable between 142° to 207° to a depth of 215 miles. Admiral Sommerville decided to carry out the same sweep to the north-east as had been done the previous night. Again nothing was seen and Force A made rendez-vous with Force B at daybreak on 2 April 1942.
2 April 1942.
At 0800 hours the destroyers HMS Fortune and HMAS Vampire were detached to fuel from RFA Appleleaf in position 05°00’N, 80°30’E. and an Albacore was ordered to search for HMS Scout and order her to rejoin the fleet. Shortly after noon the fleet sighted RFA Appleleaf, HMS Shoreham, HMS Fortune and HMAS Vampire. The last two ships then rejoined the fleet while the tanker and it’s escort were ordered to proceed towards Colombo at 1200/3.
During the day the Eastern Fleet cruised in an area about 50 miles further to the west then the previous day to avoid being detected by enemy submarines that had been reported. Throughout the day several of the escorting destroyers obtained unconfirmed echoes. Two more destroyers fuelled during the afternoon, HMAS Napier and HMS Arrow took in fuel from HMS Dorsetshire and HMS Cornwall.
As the enemy had not shown herself by 2100 hours, Admiral Sommerville decided to proceed to Addu Atoll to fuel and to take on fresh water as the R-class battleships were running out of this as they had been unable to top up at Addu Atoll before they sailed.
3 April 1942.
At 0520 hours, the destroyer HMS Fortune was detached to search for survivors from the merchant vessel Glensheil (9415 GRT, built 1924) that had been torpedoed by the Japanese submarine I-7 in position 00°48’S, 78°35’E at 0230 hours. HMS Fortune picked up 88 survivors and then proceeded to Addu Atoll where she arrived at 1130/4.
As at this time Admiral Sommerville felt confident that something must have held up the Japanese or that their intentions were incorrectly appreciated. At 0940 hours, he sent HMS Dorsetshire and HMS Cornwall to Colombo. The former to continue her refit and the latter to act as escort for the Australian troop convoy SU 4. HMS Hermes and the destroyer HMAS Vampire were also detached but to Trincomalee as HMS Hermes was to prepare for the upcoming operation ‘Ironclad’, the attack on Madagascar.
Late in the morning three of the destroyers of the screen oiled from the battleships; HMAS Norman from HMS Warspite, HMS Griffin from HMS Revenge and HMS Foxhound from HMS Royal Sovereign.
At 1820 hours Force A proceeded ahead to Addu Atoll at 19 knots followed by Force B at 15 knots. Force A arrived at Addu Atoll at 1200/4. Force B at 1500/4.
4 April 1942.
In the early morning hours, and while approaching Addu Atoll, a simulated air strike was carried out on Force B by aircraft from HMS Indomitable and HMS Formidable. One aircraft crashed into the sea, it’s crew was picked up by the Dutch AA-cruiser Jacob van Heemskerck. A second simulated air attack was made on Force A later in the morning.
At 1630 hours, Admiral Sommerville received a report that a large enemy force was in position 00°40’N, 83°10’E at 1605/F. Enemy course was 315°. Shortly afterwards this report was confirmed by another report in which they gave an enemy course of 330°. This positioned the enemy in a position 155° from Dondra Head, 360 miles, the distance from Addu Atoll being 085°, 600 miles. There was no indication about the composition of this force.
The condition of the Eastern Fleet at Addu Atoll at that time was as follows; Owning to the limited number of oilers available, the vessels comprising Force A had taken about half their fuel and Force B had not yet commenced fuelling. In addition the ‘R’-class battleships were very short of water which had to be taken in before they could sail. This meant that Force A could sail immediately, minus HMS Emerald and HMS Enterprise. These cruisers could sail shortly after midnight. Force B could not leave until 0700 hours the following morning at the earliest.
It appeared that the enemy’s probable plan was as follows. All the evidence supported Admiral Sommerville’s original appreciation that the enemy would attack Colombo (and possibly Trincomalee) with carrier borne aircraft either before dawn or shortly afterwards and would return to the carriers in a position about 150 miles south-east of Ceylon. On completion the whole force would then withdraw to the east. The enemy’s reported position made it apparent that this attack was to be made on the morning of 5 April 1942.
Admiral Sommerville considered his possible courses of action were as follows: 1) Force A, less HMS Emerald and HMS Enterprise to proceed immediately at best speed to the area to the south of Ceylon and to be joined there by HMS Dorsetshire and HMS Cornwall coming from Colombo and attack any enemy force located. 2) Delay the sailing of Force A until HMS Emerald and HMS Enterprise, valuable units with their strong torpedo armament, had completed refuelling and sail about midnight. Force B could sail in the morning of the 5th and follow astern to act as a supporting force. 3) Delay the sailing of Force A until both force could leave together on the morning of the 5th. 4) Force A and Force B would remain at Addu Atoll and leave the RAF to deal with the enemy attack.
The choise Admiral Sommerville made was governed by the following considerations: 1) First and foremost the total defence of the Indian Ocean and it’s vital lines of communication depend on the existence of the Eastern Fleet. The longer this fleet remained ‘in being’ the longer it would limit and check the enemy’s advances against Ceylon and further west. This major policy of retaining ‘a fleet in being’, already approved by Their Lordships, was, in Admiral Sommerville’s opinion, paramount. 2) The only hope of dealing the enemy an affective blow was by means of a carrier borne air striking force preferably at night. To operate both carriers escorted by HMS Warspite out of supporting distance of the ‘R’-class battleships would offer the enemy an opportunity to cripple our only offensive weapon. Admiral Sommerville considered it a cardinal point in any operation the Force A should not proceed out of the supporting distance from Force B unless it could be presumed that that enemy capital ships would not be encountered. 3) No matter what course of action Admiral Sommerville would take the enemy force could not be intercepted either before or during the attack on Ceylon on the morning of the 5th. The only hope was that the air striking force from Ceylon might inflict damage to the enemy so that the Eastern Fleet could ‘finish them off’, or that the enemy attack on Ceylon would be delayed 24 hours.
Admiral Sommerville therefore decided to adopt ‘plan 2’. So he sailed Force A including both E-class cruisers at midnight and ordered Force B to proceed as early as possible the following morning.
Admiral Sommerville therefore instructed HMS Dorsetshire and HMS Cornwall to sail from Colombo and to make rendez-vous with Force A at 1600/5 in position 00°58’N, 77°36’E. The position of this rendez-vous was based on their expected time of departure from Colombo and estimated as being the earliest possible time at which they could cross the track of Force A, taking into consideration that HMS Dorsetshire had resumed her refit and was at extended notice. Admiral Sommerville considered that the course to be steered should take them well clear of any enemy forces operating in the vicinity. Actually these instructions had been anticipated by the Deputy Commander-in-Chief, Eastern Fleet and these two cruisers, at his discretion, sailed at 2300/4 for Addu Atoll. On receipt of the signal from Admiral Sommerville the Deputy Commander-in-Chief amended his instructions accordingly at 0409/5.
5 April 1942.
Force A sailed from Addu Atoll at 0015 hours and proceeded 070° at 18 knots towards a position which would bring it 250 miles south of Ceylon by dawn on the 6th. Shortly before departure the destroyer HMS Hotspur conducted an A/S search of the entrance to Addu Atoll.
During the night Admiral Sommerville received reports from the Catalina reconnaissance aircraft on patrol from Ceylon of an enemy destroyer in position 01°59’N, 82°20’E, course 315°, speed 20 knots; six enemy destroyers in position 02°54’N, 82°10’E, course 325°, speed 21 knots; and at 0701 hours a report of one battleship, two cruisers an four other ships in position 195°, Dondra Head, 110 miles. Later this message was subsequently amplified to the effect that the vessels previously reported were definitely hostile and consisted of two battleships, two cruisers and destroyers.
At about 0825 hours an air raid on shipping and harbour facilities at Colombo was commenced in which some 75 aircraft were taking part. These were later reported to be mainly Navy ‘O’ fighters, armed with one bomb each. This enemy force withdrew from Colombo before 0900 hours and was seen by several merchant ships to the south-west of Ceylon probably returning to the carriers. In several cases these merchant were machine gunned.
From 0645 hours an air A/S patrol was maintained ahead of the fleet. HMS Indomitable also sent four Fulmars to commence a search to the eastward. This search covered the area between the arcs 055° to 105° to a depth of 215 miles. It proved negative except for the sighting of an enemy seaplane at 0855 hours, 076°, 150 miles from Force A. This suggested that the enemy was carrying out reconnaissance in a south-westerly direction by means of cruiser aircraft, or a seaplane carrier, in a position 70 miles of the main enemy force. There was no indication that this aircraft sighted any of our surface forces or our air search.
Between 0702 and 1145 hours, Admiral Sommerville received reports of battleships in approximate positions 03°55’N, 80°40’E, steering 290° at 0648 hours, steering 120° at 0730 hours, and at 1004 hours in position 04°00’N, 80°25’E steering 282°. This suggested that the battleships were making time while the carriers recovered their aircraft. The estimated position of HMS Dorsetshire and HMS Cornwall at this time was 150 miles from the enemy and opening.
At 1327 hours a mutilated ‘Shad’ signal was received from what was thought to be Colombo but was identified half an hour later as coming from HMS Dorsetshire whose position was estimated as being 037°, 90 miles from Force A at 1400 hours. No contact could be established.
At 1344 hours an enemy air formation was detected by RD/F, 030°, 84 miles from Force A. This had faded after five minutes and it later it became clear that this was the enemy attacking the Dorsetshire and Cornwall. At 1552 hours, a reconnaissance aircraft from Force A, reported wreckage in position 02°08’N, 78°08’E.
The destroyer HMS Panther was then detached to search but was recalled about one hour later when a reconnaissance aircraft from Force A reported a force of 5 ‘unknown’ ships in position 03°38’N, 78°18’E at 100 hours. There was no indication of the course or speed of the enemy but it could be either a force previously unreported or the force previously and last reported 1004 hours.
No relief shadowers were however sent off by the Rear-Admiral aircraft carriers as soon s the report was received and Admiral Sommerville omitted to obtain confirmation that this had been done. At 1700 hours, Admiral Sommerville, received a report from Ceylon that there were indications of enemy aircraft carriers steering 230° at 24 knots from an unknown position at 1400 hours. This was thought to be subsequent to the attack on our 8” cruisers and Admiral Sommerville’s deductions from this enemy moves were as follows. If the enemy held on this course they would at 0400 be in a position to deliver a night attack on Addu Atoll. This seemed quite a possible course of action. In any case it was necessary for Force A to keep clear to the southward and for Force B (estimated to be 135 miles astern of Force A) to steer to the southward so that Force A and B could close for supporting action at daylight the following morning (April 6th). It was also necessary for Force B to steer to the southward to keep clear of the enemy carrier force should it be proceeding to attack Addu Atoll.
At 1726 hours, therefore, Force A altered course to 210° at 18 knots and a signal was made to Vice-Admiral second-in-Command and to HMS Dorsetshire to steer south, although at this time Admiral Sommerville feared about the fate of the two heavy cruisers. As he had received no signal from them that they had been attacked he thought it possible they had escaped and maintained W/T silence.
At 1800 hours Admiral Sommerville received a signal from the Rear-Admiral Aircraft Carriers, stating that a reconnaissance aircraft reported the estimated enemy position as 020°, 120 miles at 1710 hours. This position was very close to the previous position reported at 1600 hours. The course of the enemy had not been given in either of these reports but the positions fitted in well with the course received earlier (230°).
At 1817 hours, a further signal was received from the Rear-Admiral Aircraft Carriers, adjusting the 1600 hours position of the enemy’s force, amplifying it to include two carriers and three unknown vessels and giving the course north-west. This was the first indication Admiral Sommerville had of the enemy now proceeding to the north-west. He immediately ordered force A to alter course to 315° and instructed the Vice-Admiral, second-in-Command to conform. These movements had to object of keeping Force A within night air striking distance of the enemy force, trusting to an A.S.V. (airborne surface vessel radar) search to locate the enemy and to bring Force B within supporting distance should it be necessary to retire in that direction. A dawn rendez-vous was arranged with Force B in approximate position 03°00’N, 75°00’E.
As no news had been received of HMS Dorsetshire and HMS Cornwall it was assumed they had been sunk.
At 1930 hours a night search with A.S.V. aircraft was commenced to cover the sector 345° to 030° to a depth of 180 nautical miles. Northing was located on this search.
6 April 1942.
From 2100/5 to 0600/6 further A.S.V. searches were carried out to cover the sector 020° to 080° to a depth of 200 miles. These searches also failed to make any contact with the enemy but reported that Force B was 220°, 25 miles from Force A at 0400 hours.
At 0615 hours, Force A altered course to 135° and sighted Force B ten minutes later. By 0720 hours the Fleet was formed up and course was altered to 090°.
Whilst no furher information had been received regarding the enemy’s movements nothing had occurred to diminish the possibility of the enemy’s being in the vicinity of Addu Atoll, either to attack it by air this morning or to await the return of the Eastern Fleet.
Admiral Sommerville intended to keep clear of the superior enemy forces by day. It was still his intention to get into a position to attack them with a night air striking force on their possible return from at Addu Atoll area, and also rescue the possible survivors from HMS Dorsetshire and HMS Cornwall. He therefore steered east and at 1115 hours course was altered to south-east in the direction of the wreckage that had been reported the previous evening. During the morning reports came in from merchant ships being attacked in the Bay of Bengal. There must be a second Japanese force operating there.
At 1300 hours HMS Enterprise, HMS Paladin and HMS Panther were detached to search for survivors in the vicinity of the wreckage position. Air search was provided to assist and fighter escort was sent to cover the operation. These ships were successful in picking up a total of 1122 survivors from both heavy cruisers. They rejoined the fleet at noon the following day. At 1800/6, when about 50 miles from the wreckage position course was reversed and the fleet retired to the north-west. All-round air searches were carried out to a depth of 200 miles but again nothing was seen.
At about 1400 hours a signal was received from the C-in-C, Ceylon estimating that a strong Japanese force was still somewhere between Addu Atoll and Colombo. Admiral Sommerville therefore decided to keep clear of the Addu area until daylight on the 7th.
7 April 1942.
At 0200 hours the Eastern Fleet altered course to the west, 270°.
At 0427 hours, an A.S.V. aircraft located two submarines in position 02°08’N, 75°16’E and 02°46’N, 75°10’E, to the southward of the course of the Eastern Fleet. This indicated that the possibility of an enemy submarine patrol having been established to cover the eastern approaches to Addu Atoll. Admiral Sommerville therefore decided to pass through Veimandu Channel to the west of the Maldives and make an unexpected approach to Addu Atoll from the west. At 0700 hours the course of the fleet was altered to 210°.
At 1335 hours, HMS Fortune was detached to investigate a ship contact made by HMS Emerald but no ship was sighted. Fortune only rejoined the fleet at about 0600/8.
At 1600 hours, HMS Enterprise, HMS Paladin and HMS Panther rejoined with the survivors they had picked up and medical stores were transferred from HMS Warspite to HMS Paladin for treatment of the wounded. Enterprise and Paladin were then detached to proceed immediately to Addu Atoll.
At 2100 hours, the Eastern Fleet altered course to 160°.
8 April 1942.
At 0700 hours aircraft were flown off from the carriers to carry out an all-round search to a depth of 175 miles. Again nothing was seen and at 1100 hours the Eastern Fleet entered Addu Atoll. Refuelling commenced immediately, Force B being refuelled first.
Admiral Sommerville held a conference on board HMS Warspite with Flag and Commanding Officers in the afternoon.
Having discussed the situation Admiral Sommerville decided to sent Force B to Kilindini and to proceed to Bombay with Force A. This later decision coincided with Their Lordships views as later in the day he received Their Lordships instructions that Force A was not to be sent to Colombo for the time being. Further by proceeding to Bombay the could arrange a meeting with the Commander-in-Chief, India and discuss the situation in the Far East with him.
At 1800 hours HMAS Nestor departed Addu Atoll to maintain an A/S patrol in the sector between 090° to 150° to a depth of 35 miles from the Port War Signal Station. One hour earlier HMS Resolution launched her Walrus aircraft for a ‘round the island’ A/S patrol. It returned at dusk.
9 April 1942.
Force B sailed for Kilindini at 0200 hours where it was due to arrive on April 15th. Force A sailed at 0600 hours for Bombay shaping course to pass to the westward of the Maldives.
During the morning Admiral Sommerville was informed of further Japanese attacks in the Bay of Bengal and on Trincomalee and the sinking of several ships, including HMS Hermes and HMAS Vampire but nothing could be done about this.
10 April 1942.
At 1000 hours HMS Panther closed HMS Warspite to transfer Staff Officers for passage to Colombo where they were to inform the Deputy Commander-in-Chief, Eastern Fleet of Admiral Sommerville’s views and make preliminary arrangements to transfer Admiral Sommerville’s administrative staff and secretariat to Kilindini.
13 April 1942.
At 0705 hours, HMS Paladin rejoined Force A bringing back the Staff Officers who had been transferred to her on 10 April and also Rear-Admiral Danckwerts, Admiral Sommerville’s Chief of Staff ashore. Force A arrived at Bombay later that morning (1040 hours) and commenced oiling.
Japanese operation in the Indian Ocean in late March 1942 and April 1942.
On 26 March 1943 the 1st Japanese Carrier Fleet departed Staring Bay, Celebes, Netherlands East Indies for a raid on Ceylon. This Fleet was made up of the aircraft carriers Akagi, Hiryu, Soryu, Zuikaku, Shokaku, battlecruisers Kongo, Haruna, Hiei, Kirishima, heavy cruisers Tone, Chikuma and the destroyers Urakaze, Tanikaze, Isokaze, Hamakaze, Kasumi, Arare, Kagero, Shiranuhi and Akigumo. This force then proceeded west of Timor and to a position to the south of Java where they fuelled from oilers on April 1st.
On 1 April the Japanese Mayala Force departed Mergui for operations in the Bay of Bengal. This force was made up of the heavy cruisers Chokai, Kumano, Mikuma, Mogami, Suzuya, aircraft carrier Ryujo, light cruiser Yura, and the destroyers Fubuki, Shirayuki, Hatsuyuki and Murakumo. On 4 April the estroyers were substituted for four other destroyers; Amagiri, Asagiri, Shirakumo and Yugiri.
On 5 April the Japanse 1st Carrier Fleet launched their air attack on Colombo. 53 bombers, 38 dive bombers and 36 fighters were launched. They destroyed 19 Hurricane fighters, 1 Fulmar fighter and 6 Swordfish torpedo bombers. At Colombo the harbour facilities were heavily damaged and the armed merchant cruiser HMS Hector and destroyer HMS Tenedos were sunk.
Then around noon a reconnaissance aircraft from the Tone sighted the heavy cruisers HMS Dorsetshire and HMS Cornwall. The 1st Carrier Fleet immediately launched an attack force of 53 dive bombers that sank both cruisers with the loss of 424 members of their crews (Dorsetshire 234 and Cornwall 190). The Japanese then retired to the south-east.
In the evening of 5 April the Japanese Malaya-Force was ordered to commence attacking Allied shipping along the Indian east coast. On 6 April the northern group (Kumano, Suzuya and Shirakumo destroyed 9 ships off Puri (Orissa). The central group (Chokai, Yura, Asagiri and Yugiri) sank 4 ships. The southern group (Mikuma, Mogami and Amagiri sank 3 ships and damaged 2 more. Meanwhile aircraft from the carrier Ryuju, which operated with the central group, sank 4 more ships and damaged 1 more. In all about 92000 GRT of shipping was sunk.
On 8 April 1942 a Catalina aircraft spotted the Japanese 1st Carrier Fleet proceeding for an attack on Trincomalee but the Eastern Fleet was approaching Addu Atoll to refuel and could do nothing. Shipping at Trincomalee was ordered to leave port and proceed to the southward. In the morning of the following day 91 Japanese bombers and 41 fighters attacked Trincomalee. They destoyed 9 Hurricane and Fulmar fighters and 14 aircraft on the ground. The harbour most mostly empty but they sank a merchant vessel and 4 aircraft it had on board and not unloaded yet. Also the British monitor HMS Erebus (Capt. H.F. Nalder, RN) was damged. The Japanese 1st Carrier Fleet was then attacked by 9 Blenheim bombers but they inflicted no damage for 5 of their own lost to Japanese fighter cover. Then Japanese reconnaissance aircraft from the Haruna sighted ships escaping southwards. 85 Dive bombers and 3 fighters were then launched which sank HMS Hermes and HMAS Vampire as well as the corvette HMS Hollyhock (Lt.Cdr. T.E. Davies, OBE, RNR), two tankers and a merchant ship.
By mid-April 1942 all Japanese forces had returned to their bases. (5)
- ADM 234/318
- ADM 199/1138
- Files 2.12.03.6849 and 22.214.171.124 (Dutch Archives, The Hague, Netherlands)
- ADM 53/115815
- ADM 199/1389
ADM numbers indicate documents at the British National Archives at Kew, London.