Date of Arrival

Place

Date of Departure

Orders, Remarks etc

SPEEDWELL sailed to work off the north‑east Scottish coast from January to March 1940.

?

Tyne

2.1.40

2.1.40

Aberdeen

?

11.1.40

Invergordon

13.1.40

16.1.40

Rosyth

18.1.40

18.1.40

Invergordon

?

?

Invergordon

24.1.40

25.1.40

Invergordon

3.2.40

3.2.40

On the morning of Saturday 3^rd February 1940 HM Ships Sphinx, SPEEDWELL and Skipjack were in the position 57° 37’ north, 1° 59’ west, carrying out a searching sweep. Ships were in ‘H’ formation, line abreast to port, in order Sphinx, SPEEDWELL, Skipjack, five cables apart with both sweeps out. Course was 017 degrees, speed 11 knots giving maximum speed through the water of six knots.

Weather conditions were: Wind SSE force 5, sea 46, sky overcast with low cloud.

At 0915 two aircraft were sighted to the southward. They were challenged and as no reply was received were assumed to be the enemy. The aircraft were flying at a height of about 1,000 feet, steering a northerly course. They resembled the Dornier D.O. 17 type.

A few minutes after the first aircraft were sighted a third machine, unidentifiable, was sighted 3 or 4 miles to the northward flying very low, (50 – 100 feet). This machine turned away almost at once and was not subsequently seen again.

At about 0918 the two Dorniers carried out a glide bombing attack on Sphinx in line astern formation approaching her from aft at a height of about 1,000 feet, descending to about 300 feet. One bomb was seen to be dropped by each machine at the bottom of the glide. One bomb missed ahead and to port, failing to explode, the other hit Sphinx but did not appear to explode until several seconds after hitting her It is understood that this bomb passed down through the bridge and upper deck, exploding in the fore mess deck. Both these bombs appeared to be large ones. As a result of the explosion the whole of the fore part of Sphinx, between the bridge and stem, was destroyed. The upper deck of the forecastle was folded back against the bridge. The stem piece and keel held till some hours after.

Fire was opened by all ships on attacking aircraft immediately before the first bombing attack.

After delivering the first attack the aircraft circled round to the east, gaining height, and approaching from the southward delivered a second attack on Sphinx. Each plane dropped one bomb, which seemed a large one. One of these bombs missed ahead and to port, about 100 feet away, and exploded under water with much the same effect as a depth charge exploding at a depth of 100 feet. The other bomb fell a few feet away from Sphinx, and astern, failing to explode.

Subsequently the aircraft split up and carried out individual bombing and machine gunning attacks on both Sphinx and Skipjack. Two more bombs were dropped at Sphinx but both missed, one ahead and one astern about 100 feet, both failing to explode.

Three separate attacks were made on Skipjack, the first and last from aft and the second from ahead, with intervals of about five minutes between attacks. In the first attack two bombs were dropped, one large and one small, both missed on either quarter at about 10 feet distance. In the second attack one small bomb was dropped which missed about 30 feet on the starboard bow. Each attack on Skipjack was accompanied by intense machine gun fire, the ship being repeatedly hit though no casualties were sustained.

Two or three machine gun attacks were made on Sphinx, all from aft. These alternated with the attacks on Skipjack. It is understood that casualties on Sphinx were four dead (killed by bomb explosion) and three injured, two by bomb explosion and one by machine gun fire.

No determined attack was made on SPEEDWELL though toward the end of the raid one aircraft approached from astern, as if to carry out an attack. This machine was seen to be hit by 0.5” machine gun fire from SPEEDWELL; it then turned away and dipped sharply. Black smoke was seen coming from this machine somewhere amidships. Skipjack reports that she hit one machine during the third attack on her, probably with 0.5” machine gun or Lewis gun fire and that white smoke could be seen issuing from her.

Both planes flew away to the eastward at about 0940.

The following avoiding action was taken during the attacks. SPEEDWELL: Both sweeps were cut at the outset and the course was frequently altered. Skipjack: was hove up and the ship steered a zigzag course.

During the attack, fire was kept up on the enemy planes with 4”, 0.5” and Lewis guns whenever the guns would bear or aircraft were in range. SPEEDWELL’s foremost 4” gun was out of action after firing two rounds, due to a defect in the recuperator. Fire in SPEEDWELL and Skipjack was in quarters firing throughout, using fuze setting ‘2’ (short barrage). 

Sphinx was taken in tow stern first by SPEEDWELL at 10.50. Considerable difficulty was experienced in passing the tow owing to the state of the sea. Course was shaped w230 degrees and speed was gradually worked up to 110 revolutions giving approximately 3 knots. It was intended to get under the lee of Kinnaird Head. The tow was proceeding easily until 1250 when the 31/2” wire parted.  Skipjack, who was in company, was ordered to take Sphinx in tow and tow was passed at 1500. At 1800 course was altered to 280 degrees in order to close the land more quickly. Tow proceeded easily, speed about two knots. At 1315 contact was made with HM Ships Boreas and Brazen. They were asked to stand by in case assistance was required and they proceeded to screen the ships of the 5^th MSF at 1905 contact was made with HMS Harrier who had come from Invergordon to assist.

At 2200 the tow parted and SO 5^th in Harrier was informed. Harrier then attempted to take Sphinx in tow but this was unsuccessful. At 0100 a signal was intercepted from Sphinx asking for a ship to go alongside to take off the wounded. SPEEDWELL was the nearest ship and made two attempts but owing to the heavy seas and danger of sinking Sphinx, the attempt was abandoned. Sphinx appeared to be floating well and reported that she was comfortable.

At 0245 Harrier again attempted to get a wire to Sphinx in order to hold her stern to wind. SPEEDWELL and Skipjack were ordered to form a lee.

At 0300 information was received from Harrier that Sphinx was going to abandon ship and SPEEDWELL was told to go alongside her .  The first attempt was made at 0316. This failed, a second attempt was made immediately after and four men were taken off Sphinx. A third attempt to get alongside was made at about 0333, but this failed. It was then seen that Boreas was standing by to go alongside Sphinx and SPEEDWELL then lay off to give her room. Boreas made repeated attempts to get alongside Sphinx and it is understood that she was able to take off a few men.

At about 0445 Sphinx capsized and a search for survivors was made until daylight. Three men on a Carley float were picked up by SPEEDWELL but no further survivors were seen.

Throughout the night the weather deteriorated considerably and at the time when Sphinx capsized the seas were very high and a full gale was blowing.   

From my own personal observations and accounts and remarks made to me by my own officers I am able to state that the behaviour of the officers and ship’s company of HMS Sphinx after she was bombed and subsequently until she foundered, is deserving of the highest praise. I can only compare their ordered ship in HM Navy carrying out evolutions during a general drill, in harbour in peace time. During the period when attempts were made by SPEEDWELL to take the crew off, their behaviour was exemplary. All men were fallen in in an orderly manner and every effort was made to tranship the wounded before any others. I consider from my own observations that Sub-Lieutenant AGW Bellars is deserving of great praise for his coolness and devotion to duty. I have no doubt in my own mind that all the other officers of Sphinx are equally deserving of praise, but I cannot say that I was able to observe any individual myself.

It is considered that Yeoman of Signals C Yallop did very excellent work throughout the day and night keeping communication with other ships without a break.   

F R G Maunsell
Lieutenant Commander
In Command HMS SPEEDWELL

4.2.40

Invergordon

19.2.40

21.2.40

On 21/2 Niger and SPEEDWELL were sweeping 30 miles SE off Duncansby Head when they were asked to investigate an oil slick spotted by an aircraft. They dropped depth charges over the slick and after the fifth had been dropped there was an explosion and more oil came to the surface. This persisted for several days and the Admiralty regarded this as being a U-boat ‘probably damaged’.
 

21.2.40

Invergordon

25.2.40

26/2 Taken in hand for boiler cleaning and minor repairs, completes 2/3

2.3.40

Seaman Colin Macdonald (age 38) C/XC6756C, died.

4.3.40

Humber

19.3.40

20.3.40

Dover

26.3.40

Joined the 6th Flotilla in Dover Command

?

Dover

28.3.40

29.3.40

Source: ADM 199/184 Mine clearance sweep by Fifth MSF (Extracts)

Minesweeping Reports on Operations 29^th March to 1^st April 1940 (extracts) 

From:   Senior Officer, 5^th M/S Flotilla, HMS Gossamer
Date:    31^st March 1940
To:       Vice Admiral Commanding, Dover 

Clearance sweep on 29^th March 1940 

SCZ 125 from Centre Line to 1 ½ miles South between meridian 2° 00’ E and 2° 07’ E. 

Sweepers:         Gossamer, Harrier, Niger, SPEEDWELL
Danlayers:        Sargasso, Comfort, Nautilas 

No mines were encountered till the signal for ‘in sweeps’ was about to be hoisted in the SE corner of Area, when one was cut by second ship. German type ‘Y’ moored mine, sunk by gunfire. Cross tide sweeping was necessitated by the fact that only one danlayer was available capable of the speed of the flotilla. There were several partings but these are attributed to old wires and bad weather. There was no evidence of any anti-sweeping devices. 

R Ross
Commander
S.O. 5^th M/S Flotilla 

1.4.40

From:   Senior Officer, 5^th M/S Flotilla, HMS Gossamer
Date:    1^st April 1940
To:       Vice Admiral Commanding, Dover

Minesweeping Report, Sunday 31^st March 1940

Sweepers:         Gossamer, SPEEDWELL, Leda, Harrier
Danlayers:        Sargasso, Grey Mist
Later assisted by Emperor of India as mine clearer.

This proved an interesting day. As the area to be swept included a bank with 5 fathom patches running down the centre, ‘A’ sweep was chosen. As the flotilla approached the 1^st lap in ‘J’ formation a sudden fog descended and the visibility fell to ½ cable. It lifted just in time to show R buoy in correct position for the 1^st lap. This shows the advantage of having a qualified navigator (who had joined the previous evening).

Five mines were cut. One exploded, the rest were destroyed by gunfire.

Anti-Sweeping Devices

As was to be expected partings were frequent due to shallow patches. One was also an undoubted explosive cutter, the mine belonging to which was swept. Another slight explosion failed to part the sweeps or bring up a mine.

Two hours of the afternoon were spent in reeling on new wires etc., while waiting for the tide to rise. One more lap was then completed and a re-sweep made over a small piece missed owing to partings.

Danlaying.

A great improvement has been made now that Sargasso and Grey Mist have got accustomed to working with the flotilla, but even these vessels were unable to maintain sweeping speed in the existing weather conditions. (Wind SW force 4)

R Ross
Commander
S.O. 5^th M/S Flotilla

?

Dover

18.4.40

18/4 SPEEDWELL completed boiler cleaning

8/5 From V A Dover: Completed boiler cleaning and degaussing

I was appointed to HMS Speedwell and joined 2nd May 1940. Speedwell was commanded at that time by Lt Cdr F R G (Guy) Maunsell who had left the Navy as a Lieutenant RN and had been brought back with 2½ rings. The First Lieutenant was Robert Vallings, the navigator Lt David Kemsley and we had an RN Sub Lieutenant Pat Reid.

My first taste of minesweeping was a sweep along the Belgian and Dutch coast to the eastward. The 'phoney' war had ended and Hitler was knocking hell out of Holland. We swept in brilliantly sunny weather and as we swept eastward to keep the route clear of mines we met hundreds of ships and boats of all descriptions bringing thousands of Dutch and presumably Belgian refugees and escapers to England. I saw my first dead bodies floating by on this, my first day at sea during the war. As we got farther east we could see many buildings and fires everywhere after attacks by German Stuka dive bombers.

As a very green officer I was told to double up with the First Lieutenant (Number One) to learn my trade. So I followed him round like a dog and I must say he soon taught me a lot more about sweeping the first day out than I had learned in a fortnight at Vernon. I also went on watch with him on the bridge, on the foc'sle on entering or leaving harbour and so on. I enthusiastically joined in with the ratings on the foc'sle and sweeping deck, lending a hand with wires and finders and jumping over the stern onto the kite and otters to free them when they got fouled and would not stow or pay out properly and was given a 'bottle' by Number One later for doing so. In the Navy, I was told, an officer and gentleman should not get his hands dirty in that way, but should order and direct and make the hands do the work...

The Flotilla then moved up to Harwich where for the next ten months we were to be based, lying at the buoys off Parkstone Quay. Our next job was to sweep from Harwich over Brown Ridge. When our submarines went out on patrol towards Germany they were in the habit of picking up Brown Ridge, a shallow bank near the Dutch coast, as a navigational aid. It would be a poor show if the Germans laid mines on the Ridge and our submarines ran onto them so we were told to go and make sure the route was clear. We expected trouble so near the enemy coast, but off we went. I don't remember if we cut any mines on this occasion. It was a long job taking two days and we anchored on the ridge before coming back next day...

Sure enough trouble came to us. Some high level bombers came over and bombed us. These may have been Stuka dive bombers, I forget. Our sister ship Hussar received a direct hit on her stern. It blew off part of her stern and depth charges were blown overboard without exploding their 300lb charges. Worse still she had several men killed, including her Number One who was hit by a large splinter as he was going up to the bridge, nearly severing his neck. On getting back to port she was taken to Middlesbrough for repairs by Joe Youngs three days later...

13.5.40

Harwich

14.5.40

15.5.40

Harwich

17.5.40

On 15 May she was bombed while sweeping off the Dutch coast and she had to proceed to Chatham for repairs.

Attempt to block Ostend and Zeebrugge

Following the sweep over Brown Ridge the Sixth Flotilla was ordered to take part in an operation to block the ports of Ostend and Zeebrugge. The force was commanded by Captain Agar VC in one of the little Duck Class corvettes. I don't remember how many of our flotilla took part but our Senior Officer was Commander Clark in the Flotilla leader Harrier. We sailed in the evening to rendezvous after dark. The weather was fine and calm.

 I remember being on the quarter deck as we steamed in line ahead, chatting with some of our young sailors who, like me, had never seen real action. But with us were some older Chief Petty Officers and Petty Officers from the Royal Fleet Reserve. Fine men who had done their time and had left the service and been called back when war broke out. I believe one at least of them had been in the Battle of Jutland in World War One. With the terrific battle at the blocking of Zeebrugge in the first war and the heavy casualties we wondered what we were in for.

As an officer one cannot voice one's fears in front of ratings to whom one should give confidence. The older PO's were reassuring the young ratings, saying that once we were in battle it would not be so bad, that it was always worse beforehand and so on. The incident sticks in my memory because I felt pretty apprehensive myself, even if I didn't show it and the older men would realise this of course and I think the reassurance was as much for my benefit as for that of the ratings. That is the type of chap a Petty Officer was (and probably still is), capital chaps and the backbone of the Navy.

I do not remember a lot about this operation, partly because I spent most of it below decks, but a few incidents and highlights stick in my mind. I remember it was flat calm and there was a very bright moon. We sweepers had to sweep a channel in front of the blockships, old merchant ships which were to be sunk in the entrance to Ostend and Zeebrugge to deny their use as U Boat bases.

There was the question of my action station. Every man in a warship has has an action station to which he scrambles at top speed as soon as the alarm buzzer sounds. The ideas is to put the right man in the right place. Our Number One, Vallings, said  'I don't quite know where to put you for action stations Neale. I think you had better go down the magazine and see that the ammunition keeps coming up steadily with no hitches'. Our largest guns were two four inch high or low angle guns, one forward, one aft. In some guns the charge is separate from the shell. But our ammunition was in one piece like a mammoth rifle cartridge. Getting it up to the gun was quite simple. But I was still pretty green and inexperienced in matters of the Navy and no doubt Number One thought I would be out of the way down in the magazine, would not distract anyone's attention who had more urgent things to do. It was not long before bombers appeared and we went to action stations, myself dutifully down in the magazine...

What I do remember is that we were solidly bomber at our action stations for four hours. Our own guns were blazing away and the bombs rained down and crumped alongside. There is such a vibration and shock from ones own gun that it is not much different from a bomb landing nearby when one is down below. There I was, idly standing surrounded by the ammunition racks, wondering if that was the last stick of bombs or whether there was one more to come which would land bang on us, when it would all stop, whether we'd all go sky high, why I joined the Navy, whether I'd ever be able to stand this kind of uncut terror for long, and so forth.

Around me the magazine party were doing their job quietly and without fuss, chatting and joking and speculating at what was happening on deck and so on. No one actually showed any more concern than if it was a peacetime exercise, and I think I prevented even a hint of anxiety showing in my voice.

At one time there was a great vibrating thunder which told us the screws just below us were going full astern. Some items of news were yelled down the ammunition trunk from time to time and it appeared that on the bridge, and in fact on the deck, they saw the track of a torpedo speeding straight for us. Our 'pilot' Kemsley, at once ordered full astern and the torpedo went on its way about six feet ahead of our stem. Our RNR Petty Officer Walker told me 'I had one leg over the rail ready to abandon ship'. One other incident during a lull which gave light relief was one of the four inch gun's crew putting in a request in writing to the First Lieutenant. When he could get enough light to read read it it read ' Request immediate shore leave'.

At last it all came to an end and we turned for home. We learned later that the operation has been abandoned. Unless we returned to the same port we often never learned how the other ships of an operation had fared. A Flotilla is like a small village, one knows all about ones own affairs but not so much about the world outside. Speedwell got away unscathed except for being shaken up by the many near miss bombs which started leaks. But our Flotilla leader Harrier had a direct hit from a bomb just under her bridge which went on down through the decks and out through the ship's side into the sea where it decided to explode. No one was hurt but the ship was badly shaken up. She managed to get back alright but then spent two months in dry dock before she returned to us.
 

?

Sheerness

31.5.40

26/5 From C in C Nore: SPEEDWELL has defective spectate plates and brickwork requiring immediate repair. Ship can be taken in hand at Chatham, completes 30/5

Source: Orde

HMS Speedwell at Dunkirk
 

31.5.40

1800

Left Sheerness to rendezvous with other minesweepers at W buoy at 2200, with orders to arrive off La Panne at 2400

1.6.40

0030

SPEEDWELL anchored slightly west of La Panne, 2 other vessels of her group being to the eastward. Troops were to have been brought off by waiting motorboats, but no boats appeared. 

0145

Signals were received from the shore asking for boats to be sent in. SPEEDWELL's motorboat and 2 whalers were lowered, and ferried troops to the ship. The motorboat also towed in the minesweeper Dundalk's whalers.

0400

The SPEEDWELL weighed anchor and closed the shore. Enemy aircraft machine-gunned the troops on shore, the ship and the boats.

0500

Shortly after low water the SPEEDWELL grounded aft. While aground many troops were embarked. Eventually the minesweeper Albury towed her off. During embarkation one rating from SPEEDWELL (Signalman George Alexander D’arcy Baker (age 20) C/LD/X3778) was drowned when a boat capsized. Both SPEEDWELL's whalers were lost.

0645

Ordered to proceed to Dunkirk as soon as boats were cleared of troops.

0730

Proceeded to Dunkirk. Off the entrance the destroyer Ivanhoe was hit by a bomb as she was passing the SPEEDWELL. SPEEDWELL went alongside the Ivanhoe and transferred about 100 of the latter's troops.

0800

Repeated dive-bombing and high level bombing attacks, supported by fighters.

0830

Secured to Dunkirk east pier and embarked troops.

0950

Proceeded to Dover with about 800 troops. When some distance south-east of W buoy, two consecutive salvos of bombs were seen to hit a French destroyer (the Foudryant) in company with another vessel. "This vessel sank within 2 or 3 minutes of being hit".

-

Arrived Dover. Disembarked 972 troops.

Lieutenant Jack Neale RNVR, in the minesweeper HMS SPEEDWELL, picking men off the beach: 

At 09.00 we were ordered by W/T [radio] into Dunkirk Harbour, so off we set at full speed to pick up troops from the jetty. The destroyer Ivanhoe came past us at 30 knots. Two hundred yards ahead of us a bomb scored a direct hit on her amidships, and she came to a stop, belching clouds of steam. SPEEDWELL went alongside her starboard side to take off her troops. A large diesel yacht went to the other side. I said to the Sub [sub‑lieutenant], 'Look, they got the paint locker.' He replied, 'That's not paint, you fool.' 

I felt foolish at mistaking blood in the scuppers, from some 40 sailors and soldiers dead on the deck, for red lead paint, but was otherwise unmoved by the sight. We had become so inured to death and destruction in the last five hours. 

We took off about 150 soldiers. Just as we were about to push off, one or two of Ivanhoe's ratings started climbing over too. Ivanhoe's Captain looked down and said, 'Where do you think you are going?' 

'I thought she might sink, Sir.' 

'On no she's not, you come back here.' 

From the tone of his voice, you would have thought he had just bumped the quay and scratched his paint. 

The yacht on the other side pushed off, but was sunk as she left for home. 

We abandoned the destroyer, and entered Dunkirk, securing to the East Jetty alongside our senior officer in Halcyon. A little Duck class corvette berthed outside us. We took off several wounded and more soldiers until we had about 800 to 1,000 troops on board. We were now very fidgety to get going. But we were under orders of the beachmaster and had to await his pleasure. Number One [First Lieutenant] found a bunch of women, whether nurses or what I don't know. The Old Man [Captain] was adamant he was only going to take soldiers, so Number One smuggled them on board and locked them in the Captain's pantry. 

At last we got permission to proceed. Getting away was not easy. Our mooring wires were all fouled up with other ships' wires, so we slipped and left them hanging. 1 doubt if the Old Man knew this. He was all in by now, and our 'pilot' [navigating officer] took the ship astern out of the harbour, threading his way through wrecks and other ships. There were wrecks all over the place, and crewless boats drifting around. 

As soon as we got clear, there were droves of Gerry planes about, and SPEEDWELL had a lively time dodging bombing attacks. The method in sweepers was to put the helm hard over as soon as the bomber was committed to his run. Normally a fleet sweeper will hardly heel at all when in a tight turn, but with over 800 extra men SPEEDWELL heeled alarmingly when dodging bombs. However, the soldiers were an asset. Fifteen of them were Bren gunners, and eager to contribute to the AA fire. Two of these Brens never went ashore, and were most useful in the coming months. 

About this time the destroyer Keith was sunk near us. We would see bombers bent on mischief, and tense up. On realising that it was not us but a ship nearby that was to be attacked, we relaxed and watched with interest. 

We berthed alongside in Dover at about 15.00 on 1 June. We knew we would have to go back for more troops and didn't think we could possibly survive another day like that, so we officers all sat down to make our wills together in the wardroom, amidst a certain amount of hilarity. Our navigator was a solicitor in civilian life, and advised us to let him look them over for errors. He was later killed in the Algerine

Source: IWM 92/50/1

2.6.40

2020

Left Dover in company with minesweepers Niger and Halcyon.

3.6.40

0130

The SPEEDWELL secured alongside Dunkirk east pier. Embarked French troops, the harbour being regularly, but not heavily shelled, from the direction of La Panne. 

0230

Ordered to leave by the berthing officer. Proceeded to Folkestone with about 300 troops.

-

Arrived Folkestone. Disembarked 300 troops.

1800

Sailed from Dover in company with the Halcyon. Off W buoy a floating mine was sunk

2300

SPEEDWELL berthed alongside the end of the outer Western pier, Dunkirk. While doing so the starboard screw hit an obstruction. Embarked about 400 French troops.

4.6.40

-

Proceeded to Dover

-

Arrived Dover. Disembarked 396 troops.

Involved in a collision off the beaches

Total troops transported : 1668      

The following awards were made:

DSC      Lieut R A Vallings

DSM     C.P.O. A W Cobley

DSM     L/Sea S R Holden

DSM     A.B. J T Kesby

Mention in Despatches  Lieut Cdr F R G Maunsell RN (Retd.)

http://www.bbc.co.uk/dna/ww2/A2291663

 Leading Seaman S R Holden 

… was awarded the D.S.M for his bravery during the Dunkirk evacuation The Medal Citation reads:

CH/J.106164. Holden. Stanley Robert. Leading Seaman, Royal Fleet Reserve. For outstanding ability, coolness and consistent devotion to duty. On the morning of June 1st. 1940 just before daylight four volunteers were called for to man the ships two whalers. Leading Seaman Holden immediately came forward and took charge of one boat. Under the very trying conditions of heavy machine gunfire, he was responsible for the transporting of a large number of B.E.F. Troops from La Panne Beach to his ship. He worked untiringly until eventually the boat sank under him. Throughout the operation the beach was heavily being shelled. Leading Seaman Holden also showed outstanding ability and devotion to duty whilst embarking French Troops at Dunkirk, under very trying conditions on the nights of June 2nd -3rd. and June 3rd -4th. On both occasions Leading Seaman Holden leapt ashore, secured the ship's wires, received the brows from the ship and generally supervised the embarkation from the jetties 

 

http://pm.activenavigation.com/BBCPW/html/BBCCat/A2330812.html

I went down below deck. A sailor brought us a large mug of tea and 2 thick slices of bread and butter. Some time later two Sappers from my own unit came and sat down. We chatted, one I knew very well right back to schooldays. After a short time they tried to persuade me to go up on deck, but I felt too tired so they went alone. Apparently just as they got on deck a plane dropped a bomb which killed both of them and blocked the way up onto the deck. For a short time there was panic, thinking we were sinking, but a voice shouting down the ventilator shaft assured us this was not so and to remain cool. I remember a Sapper, Cliff Wolfe, from my own unit playing his harmonica and peace prevailed. In turn we were hauled up onto the deck one at a time, where another ship the HMS Speedwell was taking us aboard. It was a little crowded, but what did that matter? I finished up in a crowded bathroom. I got into the bath, fell asleep and woke up just outside Dover. What a welcome sight.


 

Date of Arrival

Place

Date of Departure

Remarks

?

Dover

5.6.40

4/6 From V A Dover: SPEEDWELL damaged in collision requires docking for repairs to stern and bow plating.

7.6.40

Devonport

20.6.40

7/6 Taken in hand for collision damage repairs, completes 20/6

21.6.40

Commissioned Engineer Arthur James Sambell (age 41) took his own life with a pistol. (Neale)

22.6.40

Plymouth

?

SPEEDWELL then returned to work out of Harwich, with a voyage to Dundee and back in August to fit additional accommodation. At that time, although the immediate threat of invasion seemed to have passed, the RN followed its age‑old policy of thwarting invasion by patrolling outside the enemy's ports (despite vicious attacks from the air). SPEEDWELL made a report about enemy searchlight activity at Calais and Boulogne when, as part of Force 'B', she took part in an attack on Ostend (Operation 'Lucid'). With many others she sailed night after night, either minesweeping or patrolling in the path of possible invaders.
 

23.6.40

Harwich

28.6.40

29.6.40

Harwich

2.7.40

2.7.40

Harwich

2.7.40

?

Harwich

6.7.40

9.7.40

Harwich

14.7.40

14.7.40

Sheerness

4.8.40

15/7 From A S Chatham: Taken in hand for docking, defects and propeller repairs etc. Not at 24 hours notice, completes 2/8

4.8.40

At sea

Clearing sweep new channel close to Shipwash 20’ X 2’. Poor visibility. 2 mines cut. 1200 SPEEDWELL rejoined flotilla. 1623, anchored in thick fog. (Eight Fleet sweepers.)

5.8.40

At sea

Continued at dawn. Completed channel 2000. Anchored Shipway. 0640 one mine each cut by HUSSAR, SPEEDWELL and HARRIER in position 201’ 3.2 miles from 54A buoy while sweeping outer eastern lap of channel.

6.8.40

At sea

Clearing channel joining new channel, eight Fleet sweepers. Completed clearance 2115. Anchored Shipway.

7.8.40

At sea & Harwich

High percentage search...with eight fleet sweepers...Sweeping X to Y on return. Returned to Harwich.

Source: ADM 199 184 Minesweeping Operations in Harwich area Awards (Extracts)

...Some minor actions against aircraft have been omitted from the (above) report but, like all Flotillas operating in this vicinity, hostile aircraft have been engaged almost daily. 

I consider that all officers and men in the Flotilla have carried out their duties cheerfully and efficiently and I find it most difficult to single out and for individual mention. A few names are however, submitted on the attached list. 

R P Hinton
Commander
Senior Officer Sixth Minesweeping Flotilla 

---------------

Comment from: The Flag Officer in Charge, Harwich, 12^th August 1940 

The operations covered by these reports entailed a degree of hard work, determination and technical skill which reflects the highest credit on all concerned and showed a very fine spirit to exist in the Minesweeping Force at Harwich.  

Admiral

12^th August 1940

Comment from: R Drax, Admiral, The Nore, 14^th August 1940 

The remarks of the Flag Officer in Charge, Harwich are fully concurred in. The zeal and devotion to duty of the minesweeping flotillas deserve the fullest recognition that can be given, particularly in view of the fact that their work is done out of sight and in the constant expectation of air attack. Very early recognition would be very welcome and specially appropriate at the present time.

7.8.40

Harwich

9.8.40

10.8.40

Harwich

15.8.40

16.8.40

Harwich

17.8.40

17.8.40

Harwich

20.8.40

19/8 Taken in hand, fitting of additional accommodation

20.8.40

Harwich

25.8.40

26.8.40

Harwich

27.8.40

28.8.40

Harwich

1.9.40

3.9.40

Harwich

4.9.40

4.9.40

Harwich

12.9.40

10.9.40

Harwich

20.9.40

21.9.40

Harwich

2.10.40

2.10.40

Sheerness

12.10.40

13.10.40

Harwich

13.10.40

14.10.40

Harwich

17.10.40

Source: ADM 199/184 HMS Niger Minesweeping Reports Oct 1940 (Extracts)

HMS Niger (4^th M/S Flotilla)  Minesweeping Reports

11^th, 12^th and 13^th October 1940 

Area searched:  QZS148 between Lats 51°53’N and 52°08’N

Ships: Niger, SPEEDWELL, Salamander, Fitzroy, Elgin, Hussar 

Two mines detonated and one exploded in sweep. 

Sweeping ahead of FS and FN convoys, explosive cutter functioned.

 

16^th October 1940 

Area searched:  QZS148 in vicinity of 54A Buoy 

Ships:   (1) Niger, SPEEDWELL, Sutton, Dundalk, Fitzroy, Elgin, Hussar
            (2) Queen Empress, Lorna Doone 

Seven moored mines cut. Five detonated, one sank and one exploded. 

HMS Dundalk was lost during these operations (mined) - towed but sank near South Cutler Buoy.

17^th October 1940

Fleet sweepers diverted to Gap X 

Ships: Niger, SPEEDWELL, Selkirk and Fitzroy 

Two drifting British mines were exploded – camouflaged, 5 horns above water, moderately old. 

Location 52° 11’N, 2° 14’ E and 52°  10’N, 2° 09’E

17.10.40

Harwich

23.10.40

19/10 From C in C Nore: SPEEDWELL is due for refit Nov 1940, her condition is not good. Recommend she refit on completion of Hussar (about 7/11). Propose 14 day refit be carried out on Humber concurrently with boiler cleaning and docking

25.10.40

Harwich

27.10.40

27.10.40

Harwich

28.10.40

28.10.40

Source: ADM 199/184 HMS Niger Minesweeping Reports Oct 1940 (Extracts)

Area searched:  QZS148 between 51°58’N and 52°08’N. 1½ miles either side of centre line. 

Ships:   (1) Niger, SPEEDWELL, Salamander, Sutton, Fitzroy, Elgin, Selkirk

            (2) Queen Empress, Lorna Doone, Marmion 

One moored mine detonated and two were sunk. Explosive cutters gave a lot of trouble, making it necessary to do our two laps again. 

29.10.40

Harwich

31.10.40

31.10.40

Sheerness

?

2.11.40

Harwich

4.11.40

Source: ADM 199/184 HMS Niger Minesweeping Reports Oct 1940 (Extracts)

4^th November 1940

Area:    QZS148 from 52 Buoy to position ‘X’

Sweepers:         Harrier, SPEEDWELL, Lydd, Elgin, Saltash

Mine disposal vessel: Gossamer

Two German anti-sweeping devices cut.

4.11.40

Harwich

5.11.40

5.11.40

Harwich

6.11.40

Source: ADM 199/184 HMS Niger Minesweeping Reports Oct 1940 (Extracts)

Area searched:  QZS148 between Sunk and Barrow Deep 

Ships:   Niger, SPEEDWELL, Sutton,  Selkirk 

Sweeping ahead of FS and FZ Convoys, no mines found 
 

6.11.40

Harwich

7.11.40

On 6 November the minesweeper ELGIN was damaged by an acoustic mine in 51.5ON, 01.35E and she was taken in tow by GOSSAMER while NIGER and SPEEDWELL covered the tow.

………………………………………………………………………… 

Area searched:  QZS148 between 7 QZF and Aldeburgh Float 

Ships:   Niger, SPEEDWELL, Selkirk, Lydd, Harrier, Sutton, Saltash, Elgin, Gossamer. 

One mine in sweep. Elgin detonated mine, thought to be acoustic, ½ cable on the beam, sustaining minor damage. 

Source: ADM 199/184 HMS Niger Minesweeping Reports Oct 1940 (Extracts)

7.11.40

Harwich

14.11.40

15.11.40

Humber

27.12.40

16/11 Taken in hand at Grimsby by Consolidated Fisheries Ltd, completion anticipated 14/12
24/12 Completed

28.12.40

Harwich

23.1.40