Research by Peter Lee

This is a copy of a Scrap Book put together shortly after World War II, it is believed by the Chief Engineer. It was signed "Chieffi'e.", My copy sent to me by a David Murray whose Father Sub Lieut. William Murray, RNVR, served on HMS Princess Beatrix as her Third Engineer

From Admiralty Weekly Intelligence Report (22 Dec 1944)

A Fortunate Commission

H.M.S. Princess, Beatrix started life as a very modern Dutch cross-channel ship operating between Flushing and Harwich. The outbreak of war cut short her career in that respect, but she escaped to England with her sister ship and, with her original Dutch crew, helped in the evacuation of Brest and Le Havre.

She was subsequently taken over by the Admiralty, radically altered for her new job of assault landing ship, later known as Landing Ship Infantry (Medium), and now, mounting eight landing craft and accommodating a complete Commando, she entered her new and more exacting role under the command of Commander T. Brunton, R.N.

Her first 20 months were more extensive than intensive, but included the first Lofoten Islands raid, beyond the Arctic circle, five months spent in the tropics, ranging beyond the equator, and participation in the assault on Dieppe where the award of one D.S.C., three D.S.M.s and six "mentions" to the members of the flotilla tells its own story.

In October, 1942, with part of the 1st Battalion of the -United States 6th Armoured Infantry on board, she joined the convov for North Africa and, from the entirely successful landing west of Oran, this American column contributed largely to the speedy capitulation of that city.

The real work now started. Our First Army. " Army " in name but not in numbers, was already forging ahead into Tunisia, somewhat perhaps to its own surprise, to say nothing of that of the enemy. Support and stores were urgently needed, the railway was entirely inadequate and the long and tortuous road unsuited even to the all too few lorries available. The Princess Beatrix and her sister ship, H.M.S. Queen Emma, were urgently called to Algiers, filled up with a miscellaneous cargo which included ammunition, aviation petrol, held howitzers, motor-cycles and R.A.F. ground staff and equipment, and on the evening of Friday, 13th November, 1942, sailed, without escort for Bone, the most forward port yet attempted.

The night was tense. The phosphorescent wake streaming behind as the ships pushed along at 20 knots seemed to glow like a flare path for the benefit of enemy planes. To the surprise of even the optimistic and the confounding of the superstitions, the run was uneventful. Bone was reached in the morning, the cargo and passengers landed in record time and departure taken without ceremony or hesitation.

The trouble started on the return trip and continued with great regularity for any trips to come.

H.M. Ships Royal Ulsterman and Royal Scotsman now joined in. They too were accustomed to " ferry " runs; the holiday traffic between Glasgow and Belfast knew them well, but to be chivvied up and down the North African coast by Heinkels and Ju.88s was another story.

The quartette was aptly nicknamed by an officer of the Royal Scotsman "The Moonlight Squadron " owing to the apparently persistent synchronization of the runs with clear moonlight nights. The ships were also called less picturesque names by the troops, especially on rough nights. "Bomb Alley Taxicabs can be printed: likewise, referring to the "Dutch" ships, "Carter'' and "Patterson"-which presently produced a surprise in the form of a very much appreciated token from the directors of the real firm.

The service was maintained throughout the winter, sometimes by the faster ships; mostly by all four, and in spite of some narrow squeaks from both bombs and aircraft torpedoes, all escaped without a scratch. The Princess Beatrix, however, still retains. some dents in her deck and wheelhouse roof made by flying paving-stones disrupted from the quay at Bone on one particular disturbing night.

By the end of the Tunisian campaign the "P.B." as she had come to be called, had herself carried some 15,700 troops including some German and Italian prisoners on the later return journeys, and had steamed 12,000 miles.

The ships of the "Moonlight Squadron" were specially thanked for their service; by the Army Commander in a letter to Sir Andrew Cunningham, then Commander-in-Chief, Mediterranean, and kindly repeated by him to the ships concerned.

The foursome had by now been broken up- by the departure of the "Belfast" ships for the United Kingdom, but was subsequently renewed from time to time as the tide of invasion engulfed first Pantelleria and then Sicily.

It was just before Salerno that Commander T. B. Brunton was taken seriously ill and the command devolved, at short notice, on the First Lieutenant, Lieutenant-Commander J. D. King, R.N.R., who carried out the operation and was subsequently confirmed as Commanding Officer.

One night, soon after the Sicilian landings, the Queen Emma had a "near miss" while in Augusta anchorage, which caused her to be. invalided home for further attention, and so another partnership was broken up.

In company with H.M.S. Prince Charles the "P.B.", was engaged in a minor landing near Cape Scaletta, which allowed a British Commando to .reach Messina on level terms with the Americans arriving from the north.

The working-up exercises for Salerno followed almost immediately and kept ship and flotilla busy until the Big Day of the first invasion of Europe. The landing was almost overshadowed by the news of the capitulation of Italy on the eve of the invasion. but this unexpected, though welcome, news threw more work on the Princess Beatrix and her team-mates. Troops had to he rushed to Southern Italy and some fast steaming was put in between North African ports and Taranto. and Brindisi, on one occasion carrying the record number of 917 troops, a figure not contemplated in the war-time design.

Stores were running low and a trip to Algiers to stock up gave a brief opportunity of renewing previous friendships, but was also almost the occasion of disaster when run into while anchored in Algiers bay. Luckily the damage was superficial, but one wondered what was the magnetic charm of the Princess thus to draw upon herself the third unexpected visitor in the course of her career.

The other L.S.I.s which had come out from the United Kingdom for Sicily and Salerno had now departed homeward and the " P.B." was left to carry on the good work, partnered by the Royal Ulsterman. A period of inactivity, however, followed, except for dodging from one side of Naples Bay to the other to escape the persistent gales which belied the guide books' description of that region.

Christmas was sandwiched in between rehearsals for a Commando raid, which took place at the Gagliano River a few days later, and was the occasion when the use of the bagpipes as an assault weapon was even over-successful as it was found very difficult to capture the prisoners desired. The ashen-faced Germans had been so propaganda-fed that they preferred to die rather than be captured by the owners of these instruments.

Preparations for Anzio ensued, and it was considered a particular tribute from the Commander of the American Rangers that the "P.B." should have been selected to carry parts of their 1st and 3rd Battalions. The landing was entirely successful, and after a couple of more visits to the area the feeding of this bridgehead was left to the, by now, ubiquitous L.S.T.s.

As the engines were clamouring for some attention the Princess was diverted, after a short stay in Malta, to Ferryville, in "Tunisia. This one-time first-class French naval dockyard had been well bombed by the British and Americans and thorougthly sabotaged by the retreating Germans and so was not in the best of order. However, additional man-power was available, and the combined efforts of the ship's staff, L.S.T. repair parties, French and Arab workmen and Italian ex-prisoner labourers effected a satisfactory overhaul. Opportunity was taken to give short local leave to Tunis, and one would be remiss not to put on record the friendly atmosphere enjoyed by all as well as the hospitality received by not a few.

Feeling somewhat spruced-up, the ship emerged and re-engaged in the carrying trade round about the Western Mediterranean, taking in, the new ground of Corsica.

The advance of the Eighth Army in Eastern Italy took the "P.B." round to the Adriatic, and when Ancoa fell she was quickly there with dock operatives and French and Polish troops. She continued with other ferry-runs from BarIetta, treading gingerly up and down the narrow swept channel and taking warning from' the masts and funnels of those ships which had not done so, until urgently recalled to the opposite side of Italy.

From being a ]one wanderer, she now became a very small unit of the astonishing scene of activity which preceded the invasion of Provence, but it was with particular interest and considerable pride that it was found that she was to carry French Commandos. Almost-forgotten French was polished up and the "P.B.'s" hospitality renewed and the Commandos made to feel as at home as possible until the day when they were put down on their own soil in advance of the main assault "to realize the dream they had cherished for so many long years," as Colonel Bouvet gracefully acknowledged in a parting signal to the Force Commander.

Having seen the enemy-held territory round the Western Mediterranean successfully cleared almost to the point of entry, the welcome news arrived that the Princess Beatrix was to be released from service and was to go home. No time was lost on the way, for, starting from Naples at noon, 25th August, 1944, she called at Malta, Bizerta, Algiers and Gibraltar, and was passing the Clyde Boom only eight days and two hours later.

During her absence from home of nearly two years the Princess Beatrix steamed 42,755 miles, carried over 26,142 troops and prisoners of various nationalities, took part ine eight assaults landings with Americans, British and French assault troops, had no casualties during the entire period except one leading seaman, who was taken prisoner but recaptured eight days later and returned to the ship.

Distinctions awarded for services render during the period brought the totals since commissioning to * five D.S.C.'s and 16 mentions in dispatches.

* now 6 and 23

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EXPLANATION

After the war, the "P.B." and were rebuilt and returned to their passenger trade - Harwich / The Hook, until they were finally phased out in 1968 and were honourably scrapped after 30 years service.

Their interesting history is preserved in the maritime Museum in Rotterdam by exact models of the ships and by an extra edition of the "De Patrijapoort" in 1969 giving a history of the two ships.

A copy- of the booklet, - in Dutch, came into our hands, but efforts at translation were unsuccessful until "Scratch" Hudson found a Dutch lady in his home town in I.o.M., who kindly undertook the job, and a precis of the pre-R.N. period follows.

As a coincidence, it would appear from correspondence with Mrs Thomas, that it is almost certain she was evacuated from Java, where she had. been a Japanese P.Q.W, far three years-, to Singapore on the P.B, herself, Christmas 1945, on the ships last operational voyage

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TO HIST0RY OF THE TWO DUTCH CHANNEL FERRIES

By L.L.Van Munching of the Maritime Museum

The "Queen Emma" was 'launched' in Jan 1939 by Queen Wilhemina (but stuck on the slips for 4: hours). The "P.B," followed on 25th March launched by Prince Bernhard.

For a brief period these ships were the world's fastest motorships at 24.5 knots, with twin engines totalling 12,500 HP. The gross tonnage was 4135 and maximum passengers 1800.

Channel crossings Flushing / Harwich were started June/July 1939, but on outbreak of war on 3rd Sept. both new ships were withdrawn to their "Home" port of Rotterdam. On 4th May 1940 Rotterdam was severely bombed, but because of their quick-get-away ability our two, ships escaped to London where they were de-gaussed and on 17th were charted by the Ministry of Transport for evacuation. of Dutch and French troops from Brest, but in the event they left Plymouth on 2nd June with 1700 French troops in the Emma and 2000 in P.B., being repatriated to France.

: Several more similar journeys to Brest followed, put contra wise British troops were rescued and returned to England, and on 9th, P.B. fetched 900 Dutch troops. Likewise, Emma's last crossing was to Bayonne with 800 men but. brought back 1482 evacuees at high speed dodging U boats.

Emma's next run was in convoy taking troops to Iceland after which was a short respite until. the Admiralty took them under the White Ensign in September and put them in Harland & Wolffs hands to convert to Assault Ships.

The rest of the story emerges from the "log" except the reason for being exiled to Freetown. This apparently was for Operation "Pilgrim" the occupation of the Canary Islands in case Hitler tried to get there first. Fortunately Franco stuck his toes in and told both Hitler and the Allies to stay out, so Operation Pilgrim was "off".

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A brief note

For a brief period these ships were the world's fastest motor ships at 24.5 knots, with twin engines totalling 12,500 BP. The gross tonnage was 4135 and maximum passengers 1800.

Channel crossings Flushing / Harwich were started June/July 1939, but on outbreak of war an 3rd Sept,. both new ships were withdrawn to their "Home" port of Rotterdam. On 4th May, 1940 Rotterdam was severely bombed, but because of their quick-get-away ability our two ships escaped to London where they were de-gaussed and on 17th were charted. by the Ministry of Transport for evacuation. of Dutch and French troops from : Brest, but in the event they left Plymouth on 2nd June with 1700 French troops in the Emma and 2000 in P.B., being repatriated to France !

Several more similar journeys to Brest followed, but contrawise British troops were rescued and returned to England, and on 9th, P,B, fetched 900 Dutch troops. Likewise, Emma's last crossing was to Bayonne with 800 men but. brought back 1482 evacuees at high speed dodging U boats.

Emma's next run was in convoy taking troops to Iceland after which was a short respite until the Admiralty took them under the White Ensign in September and put them in Harland & Wolff's hands to convert to Assault Ships.

The rest of the story emerges from the "log" except the reason for being exiled to Freetown. This apparently was for Operation "Pilgrim" -the occupation of the Canary Islands in case Hitler tried to get there first. Fortunately Franco stuck his toes in and told both Hitler and the Allies to stay out, so Operation Pilgrim was "off".

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From IN GOOD COMPANY byThomas Woodruffe

Chapter 1X page 149 ( The outward "Torch" convoy )

Here were the crack ships of our most famous lines; ships which bore names as familiar as those of old friends from Quebec to Circular Quay. That momentary sputter of white spray was sent up by the bows of a P. & 0. ; a UnionCastle liner with a C.P.R. astern of her vas keeping station on a B.I.; those four masts away to starboard spelt Bibby for any seaman; and some o f the Americans may have that stately Furness-Withy before, the Monarch of Bermuda. Within the bowl of the horizon was an epitome of the British people though I do not suppose that many saw the convoy for that And in the very centre o the convoy, a bit dwarfed in This company but looking prim, businesslike and slightly aloof because they flew the White Ensign, was that pair of old hands, the Queen Emma and the Princess Beatrix. No great undertaking, I felt, would be complete without them.

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Facsimiles of original documents

DAILY ORDERS. 3RD MARCH 1941.

Routine Sea.

Action Station approx. 0645.

0900 Coxns. of ALCs and MLCs muster at sick bay for first aid bags.

During the forenoon ALC and MLC Coxn. To draw provision and water. ALC - 1 fanny of water and MLC - 2 fannies of water.

Bottles of water to placed in boat lockers. Empty bottles to be drawn from Wine Steward.

All bowsing in Pendants to be greased and ready for slipping. All heaving lines hand and boat ropes rigged. All defects to be reported to Lieut. XXXX.

Boats will be armed P.M.

P.M. hands will be piped down Negative Afternoon watch.

1625 Out pipes.

1630 Hands fall in.

Arm and final preparation of all boats, ALC and MLC crews will not keep sea watch after 2000.

Watch Bill alteration for operation only: -

Shiers A.B. to No. 1 MLC, crew vice Brunskill sick.

A.McKillan A.B.. from fore supply action station to No.3 Fore 12 Pdr. Vice Shiers.

LOFOTEN.

DAILY ORDERS. TUESDAY 4TH March 1941.

0345 Call hands. 0400 Galley for cccoa. Troops D.C. officers, ALC and MLC to breakfast.

0415 Landing craft lowerers to your station. Clear away boats and take weight on falls by hand. Take lifeline down and guard rails.

0430 Coxns of ALCs and MLCs draw spirits. Remainder of Crew men to your boats.

0445 Boat Stations - Troops. Action Pom Pom close up. P.O. Proctor and A.V. Taylor O.S. to close up aft. Pom Pom ready use locker and remain until action stations.

0515 Troops should be embarked.

0530 All boats to be in water. When boats are clear hands to actions stations.

Landing craft lowerers to place survivor nets and ladders over the side when boats are clear.

0645 Troops land.

0700 Remainder of hands to breakfast.

Capts. of Tops to have heaving lines placed as follows: -

Capt Fx. 1 line abreast No.1 ALC

1 line abreast No.2 ALC

Capt. Tops 1 line abreast No.1 MLC.

1 line abreast No.2 MLC

Capt Fx. 1 line abreast No.5 ALC

1 line abreast No 6 ALC

SILENCE to be maintained during Operation.

Stamped

FIRST LIETENANT

H.M.S "PRINCE BEATRIX"

FOOTNOTE XXXX denotes unreadable name on original documents.

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This I believe is a leaflet carried by the Dieppe raiders, to hand to any French person they encountered to explain this was not the main invasion force, just a raid.

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URGENT

From: The Commanding Officer, H.M.S. Princess Beatrix

Date: 24th February 1943 223/3

To: Senior Officer Assault. Ships & Craft. LARGS

(Copy to Flag Officer Commanding 12th Cruiser Squadron in H.M S. AURORA

_____________________________________

A brief record of events between 13th November 1942 and 20th February 1943 is submitted as a continuation, of my, former letter 207/3 of 13th December 1942.

2. These chronological record is as follows : -

13-21 Dec. At ALGIERs

22 " Embarked troops and sailed at 1500 with Queen Emma (5.0.) ROYAL SCOTSMAN AND ROYAL ULSTERMAN escorted by destroyers.

23 Dec.0800 Arrived Bougie,

23; Dec.0800 All ships sailed 1500 arrived BONA. Rain and wind and growing darkness. Ships milling about in the narrow- harbour Finally secured alongside s.s. City of Perth whose master and officers were, most helpful. Discharged troops.

24 Dec 0800 All ships plus SCYLLA sailed.

1900 QUEEN EMMA SYLLA, & WISHART parted company for ALGIERS, PRINCESS BEATRIX, ROYAL SCOTSMAN, ROYAL ULSTERMAN, BICESTER and ZETLAND to BONA for troops, ex. S.S. CAMERONIA who had been torpedoed. There being no signs of activity after our arrival I mace a signal to N.O.T.C .

"When may I expect the troops?" He replied "I do not think your signal should have been made by V/S in the: interests of. security". Observing that the troops had to march through the town and embark in full view, I rejoined, "How are the troops disguised". It is only fair to add that the N.O.I.C. far from being annoyed, appeared to be amused

25 Dec 0800 PRINCESS BEATRIX (S.O.) ROYAL SCOTSMAN,

Christmas day ROYAL ULSTERMAN, BICESTER, ZETLAND, WILTON, sailed with troops

1730 Arrived BONA. Discharged troops.

26 Dec 0800 Same ships sailed,

27 " 0100 Arrived ALGIERS Anchored. 0315 secured alongside H.M.S. ARGONAUT at mole.

23 Dec Celebrated Christmas Day, on board','

29 " Reverted to 12 hours notice for engine repairs

30 Dec Heavy gale at night. Came to immediate notice. Under ARGONAUT's lee.

31 " Lull for about two hours in the forenoon. Shifted berth and secured stern to the mole with two anchors out ahead, Wind shifted 16 points and blew as hard as ever.

1 - 3 Jan ' 43 At ALGIERS

4 Jan Embarked troops, anchored OUT and sailed at midnight. PRINCESS BEATRIX (S.0.) ROYAL SCOTSMAN, ROYAL ULSTERMAN escorted by LOYALWHEATLAND and WILTON

5 Jan 1700 Arrived BONA and discharged troops. harbour lit up by burning ships resulting from a heavy Stuka attack three:days before. Our own fighters were bogged by bad weather,

6 Jan 0800. Same ships sailed escorted by LOYAL and LIGHTNING

7 Jan 0200 Arrived ALGIERS. Anchored,

1600. Secured alongside

8-16 At ALGIERS. 12 hours notice for engine repairs. Gale on 12th. Air raid on 15th.

17 Embarked troops and anchored outside,

18 0030 QUEEN EMMA (S. 0.) PRINCESS BEATRIX ROYAL SCOTSMAN ROYAL ULSTERMAN escorted by ZETLAND? LAMERTON & AVONDALE sailed. Fighter protection excellent in contrast to previous experience losses had in fact, been incurred by coastal convoys from enemy aircraft - our fighter cover had been re-organised.

18 Jan 1800 Secured in Bona harbour and discharged troops.

19 " 0800 Same snips sailed from bona, LAMERTON shot down one S.N.79 after dark, The survivors stated they had made 4 runs at the ships. in the first the torpedoes refused to drop, in the second and third the aircraft found itself in a bad position for dropping and in the fourth he was shot down..

I did not think enemy aircraft were about. There were night fighters with us showing on the RDF screen and the sky had just been reported as clear of the enemy.

20 Jan 0130 Arrived ALGIERS. Entered harbour and went straight alongside in moonlight.

1325 Embarked troops and anchored out,

21 Jan 0030 QUEEN EMMA PRINCESS BEATRIX, ROYAL SCOTMAN, ROYAL ULSTERMAN escorted by LAFOREY (D.19 & S.O.} Lamerton & ZETLAND, sailed.

1800 Arrived.BONA and discharged troops.

22 Jar. 0800 Same ships minus LAFOREY sailed,

23 " 0120 Arrived ALGIERS Waited for two hours far boom to open, entered harbour and secured alongside a merchant ship as ordered. Discovered my Galley funnel was abreast a hold filled with leaky tins of octane spirit. Shoved off, turned round, let go an anchor and came alongside stern first. Finally secured at 0435.

24 " Embarked Paratroops.. Field Marshal Sir John Dill came aboard.

25 " 0030 QUEEN EMMA (S.O.} & PRINCESS BEATRIX escorted by WHEATLAND &: WILTON sailed 19 knots.

1730 Arrived BONA, Disembarked paratroops and embarked M.T.drivers.

26 " 0800 Same ships sailed. Attacked by torpedo planes after dusk. Narrowly missed by two torpedoes (rudder hard over)

2150 Arrived off ALGIERS. Boom shut. Signal tower had no information about: berths. At 2201 117 eroups of cypher (giving berths) received and had to be decoded _ Finally as my berth required the accurate placing of two anchors between two other ships I anchored outside at 2130 to await daylight.'

As soon as the moon rose, 2257 air, raids developed. At 0540 a mine exploded close under the stem and wrecked the master gyro compass. Its repair is described in my letter 219/5 of 12th Feb '43 copy of which is attached.

0900 Shifted into harbour and secured stern to mole with two anchors ahead.

28-31 At ALGIERS

1 Feb Embarked troops and anchored in bay.

2330 QUEEN EMMA (S.0.) Princess BEATRIX, Royal Scotsman, Royal Ulsterman, and Empire Pride (troopship) escorted by Bicester Lamerton & Zetland, sailed. A split pipe on the port engine' gave trouble during the trip.

2 " 1630 Arrived BONA. Discharged troops. AURORA mended burst pipe,

3 " 0800 Same ships sailed.

4 " 0200 Arrived ALGIERS, entered harbour, secured alongside and an air raid

developed at once.

1200 Embarked troops.

1915 QUEEN EMMA (S.0. ) PRINCESS BEATRIX, LAMERTON & WHEATLAND sailed 18 knots.

5 Feb 0830 Arrive PHILLIPVILLE Discharged troops.

1730 Same ships sailed 19 knots. Saw Stronsay blow up an a mine at harbour entrance

6 0530 Parted company and entered Algiers. QUEEN EMMA Proceeded for AZEW

7-10 At ALGIERS.

0800 Sailed, escorted by WHEATLAND 19 knots.

1900 Arrived ARZEW and secured alongside.

1220 At ARZEW for amphibious training of AMERICAN troops. Went to extended notice to shift a piston skirt.. On 16TH Feb. went to ORAN (25 miles) - called on Senior American Naval Officer in the port, and also on Admiral Burroughs in H.M.S. NELSON Full gale 13th & 19th with heavy swell which reduced the already slender stock of mooring ropes to small pieces. Watch on deck all night working springs as ship surged about. One anchor down and the other cable to the jetty.

3, The following REMARKS are submitted :

(a). Tempy. Lieutenant J.B. King (who was the 2nd lieutenant and had been in the ship 8 months) has been appointed first lieutenant vice McKay and promoted to Tempy. Acting Lieut.Commander By a Station appointment of the Commander-in-Chief.

(b) On the 2nd Jan, '43, HMS QUEEN EMMA being absent, I took it upon myself to precipitate the issue about being shifted round the harbour from berth to berth every day or so. In a total of 22 days in harbour I had been ordered to shift eleven tines and my reiterated representations to the Staff had no effect whatever.

A shift tinder these conditions usually means working two anchors and heavy hurricane hawsers, and more important, no advantage can be taken of harbour time to effect repairs.

I succeeded in attracting sufficient attention to put a stop to this burdensome practice, but at the cost of some personal unpopularity.

(e)(1v) Stores of all kinds are very short and this is a mounting bogey confronting all ships.

(h) Since the commencement of operation TORCH 10,705 troops have been carried in this ship to the combat zone.

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N.B. Following is full list of Mentioned in Despatches as shown at the bottom of Honours and Awards below

MENTIONED IN DESPACTHES

Lieut. J.H.F. Thomson R.N.V.R.

Sub. Lieut. A.J. Morrison R.N.V.R.

Lieut. Commander J.D. King

Lieut. R. Hough

Lieut. (E) H.T. Eckles R.N.R.

Pay. Lieut. R. Helwell R.N.R.

Lieut. Colman R.N.R.

Able Seaman Brunskill

Able Seaman M.J. Willcox

Stoker 1. C.G. Eillson

Stoker 1. S. Walker

Chief Petty Officer A.T. Wade

Chief Petty Officer, Yeoman of Signals. C.F. Cowan

Donkeyman E. Whitehead

Stoker 1. W.J. Ward

Stoker 1, T.R. Wooder

Chief Petty Officer Telegraphist R.G. Meadows

Leading Seaman P. Breedan

Stoker 1. Storrer

Leading Seaman S.F.R. Denton

Leading Seaman G.B Leetall

Leading Stoker F.J. Richards

S/Lt A. Gardiner RCNVR

The following is copies of handwritten notes by Engineering Officer