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ANDREW HAMILTON - T/61969

CURRICULUM VITAE

ROYAL ARMY SERVICE CORPS

10 DECEMBER 1936 TO 14 MAY 1946

Andrew Hamilton joined the Royal Army Service Corps on the 10th December, 1936, he was 16 years of age. He lied about his age, he said he was 18 years old. He was born on the 9th May, 1920, not the 9th May, 1918, as shown in his paybook. His C.O.S. Book shows him being at home from 10th December, 1936, until 19th September, 1939. He then became part of the British Expeditionary Force until 18th June, 1940.

My mother recollects that my father did not return home via Dunkirk, but from Breste. Father had said that there was about ten of them left, the officers had disappeared to 鈥榣ook after themselves鈥�. There were privates, corporals and sergeants in the ten. They stole a boat and made it back to England. One thing father told mum was that they tried to bring a fourteen year old French girl with them. She refused to go. They do not know what happened to her.

He was then at home from 19th June, 1940, until 8th November, 1942. He was then sent to North Africa from 9th November, 1942, until 29th January, 1946. Then home from 30th January, 1946, until he was discharged on 14th May, 1946.

This is where the anomoly appears!

Andrew was awarded the following medals:-

1. The 1939-1945 War Medal
2. The Defence Medal
3. The 1939-1945 Star
4. The Africa Star
5. The Italy Star

When I examined his Paybook and Record of Service Book, there is no mention of any service spent in Italy. The above dates and places are taken from these books, no mention of Italy. How, and why did he get the Italy Star?

My mother, Mary Hamilton recalls that when Andrew was at home during the period 1940-1942, he was based at St Mawes, Cornwall. He was engaged on training with motor boats. Later he transferred to Waldingfield, Suffolk From there he went to North Africa. At this stage of his service he was re-classified from a driver to a Waterman, Group D, 2nd Class. This information is in his paybook and dated 1942.
Other recollections of my mother are: Andrew served on a boat called the 鈥楢LVAINZERE鈥�. She also recollects that the Senior Officer/Captain, was a Lt Watkin. There was a photograph of the whole of this ship鈥檚 company, but at present it cannot be located. There was a young lad they all called 鈥楾he Greek Boy鈥�, in the photograph. Father said he was always on the quayside waiting for the 鈥楢LVAINZERE鈥� to return. Father also said that he was sunk somewhere off Greece, but not whilst on the 鈥楢LVAINZERE鈥�. He made land and was picked up by a guerilla group, either the 鈥楨LAS鈥� or 鈥楢OKE鈥�, who returned him. At this point he was nicked by a bullet or shrapnel as the Germans were right behind them. There were only about four survivors from this boat.

Mother also recalls that father was in Sicily, possibly Salerno and Anzio. She seems to think he may have been running men, arms ammunition, stores etc, to Yugoslavia and Albania. When you check the list of photographs and where they were taken it verifies what my mother can remember, locations only though! My mother鈥檚 memory is not what it was, and father was not too forthcoming about what he got up to during the War, so I am trying to piece it together.

The serial number on his C.O.S. Book is 5642/A. On the inside back cover of his paybook is a stamp mark that reads: Port Commandant, Algiers.

I have my father鈥檚 first driving licence issued by the Local Taxation Department, Dean Stanley Street, Westminster. His address is shown as 鈥楻.A.S.C. Driving School鈥� Feltham, Middlesex. Date of issue: 6th July, 1937 until 5th July, 1938. His renewal slip is attached. It was issued by the Local Taxation Officer, County Council, North Allerton, Yorkshire. Date of issue: 6th July, 1938 until 5th July, 1939. His address was now: 34 Coy, R.A.S.C., Catterick Camp.

I also have my father鈥檚 driving licence, 2nd September, 1940, to 1st September, 1941, issued by Stirling County Council, Scotland. He was with 33 Motor Coach Company, R.A.S.C., 46th Division, Home Forces. Mother recollects that it was whilst driving an officer about Stirling he volunteered for the Boats.

Photographs I have that Andrew brought and sent home are as follows:

1. 15/12/36 My chum and I at Aldershot

2. 1937 Gratton鈥檚 Squad, Aldershot

3. 9/10/37 Drvr A Hamilton, No 34 Co R.A.S.C. Catterick, Yorkshire

4. 19/4/43 A souvenir of what North African wines will do for you

5. Catania, Sicily

6. 1944 Cpl Hamilton:Sgt Morgan:L/Cpl MacMillan-Molfetta, Italy

7. 1944鈥楩our of the same鈥� Yugoslavia. There was another photograph, now lost, taken at the same time as this one. They were all in civvies and very unkempt. The caption read 鈥榝our from Belsen鈥�

8. 3/9/45 ALVAINZERE, taken in Piraeus, Greece

9. Andrew and two others aboard a small boat. No identification

10. Andrew and two others aboard a small boat. No identification

Following this CV is a letter I sent to Vic Cooke. Vic is the present secretary of the Association of Ex R.A.S.C. Boat Crews. The Motor Boat Companies Association that Andrew belonged to ceased to exist about 1972, and this Association was created. I traced Vic through the RLC Museum at Aldershot. He knew immediately of the 鈥楢LVAINZERE鈥�. He virtually verified everything my mother had said regarding what my father had been doing. The daft beggar had volunteered for what later became to be known as 鈥楾he Forgotten Fleet鈥�. This was put together by the War Department to work out of uniform, gun running and anything else that was needed to be done, supplying amongst others, Tito鈥檚 partisans in Yugoslavia and Albania. They wore civilian clothing which meant, if they were captured, they would be shot as spies!

Vic tells me that he has a short history of 鈥楾he Forgotten Fleet鈥�, put together by an officer after the War was finished. I am waiting for it now.

LETTER TO VIC

Ron Hamilton
90, Poleacre Lane
Woodley
Stockport
Cheshire
SK6 1PH
0161 430 7477

Vic Cooke,
19, Nursery Hill,
Shamley Green,
Guildford,
Surrey,
GU5 OUL

22nd Dec 1999

Dear Vic,

Thanks for your phone call, it was great speaking to you. I am enclosing a CV I put together of my father鈥檚 Army career, as far as the family knew it!
I am also enclosing a copy of the photograph of the 鈥楢LVAINZERE鈥�, that my father sent home in 1945. The original is somewhat unkempt. This is the best I could do with it on my computer.
Looking at your address it brought back happy memories of 1959/1960, when I was serving with the Grenadier Guards. I spent many happy evenings in two pubs in Guildford. The Seven Stars, up an entry, if I remember right. Also the Horse and Groom, just round the corner, I think. Plus, many a good dance at the W.R.A.C. camp, I think that was just outside Guildford. If I remember correctly, the I.R.A. bombed these two pubs.
Well, my friend, I am hoping against hope that there are still some of my father鈥檚 pals still alive and that you will be able to put me in touch. A tall order, I know. One he did visit and was a very good friend was a Jimmy Locke, he lived at Harlesden. The secretary after the War was an H.J. Bramer who lived at Harringay. The secretary in 1964 was an M R Joyce, 鈥楳ac鈥�, and as you know they met at the Westbourne Hotel, opposite Paddington Station. The committee in those days was comprised of: Locke; Togni; Fielding; Jefferson-Hope; Joyce; and Whittaker. You may remember some of these people. The membership book that I have which belonged to my father has sixteen pages of names and addresses.
Well, Vic, will close now and look forward to receiving the information that you are going to send and, hopefully, a contact name and address of one of my father鈥檚 comrades.

Kindest regards,
Ron Hamilton.

6th January, 2000. Have now received quite a lot of information from Vic Cooke. It is as follows:-

THE MOTOR BOAT COMPANIES

The beginning:- Up to 1940 the fleet of ships belonging to the War Office, managed by the R.A.S.C., comprised of many types of vehicles. Coasters, steam target towing vessels, but very few small boats to act as patrol boats, messenger boats and ferry boats to convey personnel.
This weakness was felt at Dunkirk. The fleet of small boats held under the War Department Fleet were, 18 high speed Range clearance boats. These did sterling work off the beaches, towing boats loaded with troops to waiting destroyers. Eventually these craft were overworked and hired yachts were brought into service, but there was a problem in the manning of these requisitioned yachts with competent hands. So, by 1940 the War Department Fleet became the R.A.S.C. Fleet, embracing all military and civilian manned vessels.
After Dunkirk, when the threat of invasion was high, the Royal Navy operated yachts and piquet boats to patrol river estuaries and backwaters. The threat of agents being landed to sabotage instalations etc was very high.
When this threat of invasion receded, the Royal Navy removed their personnel and handed their boats to the newly formed Motor Boat Company. The mobilisation of men brought many fishermen, watermen, yacht hands and even owners to serve, but all these men had to be taught seamanship, navigation and ropework.
Exercises took place involving the approach and boarding of a London River Sailing Barge, and the mock action of catching a saboteur. Photos taken gave the impression the training area was the lower reaches of the Thames.
Eventually, as expansion took place more yachts were requisitioned. Bear in mind the civilian side of the R.A.S.C., they had to have extra boats to cope with the work never anticipated, especially appertaining to areas where convoys were mustered. Also, the target towing programme was still maintained, to the detriment of one or two vessels. One High Speed Target Tower was machine gunned by enemy fighters off Dungeness, whilst at Harwich a Fast Range Launch was bombed and sunk. However, the civilian manned fleet still continued to maintain coastal forts with food and ammunition. But, as the Motor Boat Company developed and grew at West Mersea on the river Crouch, so other bases were opened up, at Salcombe in Devon, Falmouth and Haven.
Sometimes, if it was necessary, vessels were drawn from the civilian side, such as the use of ex R.A. Tenders. Eventually a fast squadron of 8 motor boats was formed.
On the approach of D Day, all vessels were removed from West Mersea and made their own way to Fort Victor via the straights of Dover, all arriving safely at the Isle of Wight where training was intensified in readiness for D Day.
In addition to the smaller craft larger vessels were brought into the operation such as, mobile oil barges and floating docks. Just before the collapse of the Japanese forces a squadron of ex Royal Navy Fastmile Launches, adapted for ambulance service in the Far East, was made ready, but the operation was cancelled after this collapse.
The Motor Boat Company was involved in coastal work in 1942, and, being considered competent, it was sent to North Africa under 鈥極peration Torch鈥�. It followed the 8th Army through Sicily, Italy and Yugoslavia. As a result, other Motor Boat Companies were formed. From 247 came 797, 798, and 801 Water Transport Company, all these were Motor Boat Companies.
Eventually, at home about 1943, the War Office had built their own type of General Service Launches, named after Dickensian characters and known as Mark 1 and 11. There were 21 Mark 1s鈥� and 29 Mark 11s鈥�. They were built to replace the requisitioned yachts as the wear and tear, plus insurance for the yachts gave cause for concern.
Motor Boat Companies 467, 571, 624, and 625 were ready for D Day. Units consisted of M.F.Vs鈥�, fire fighting vessels, ex R.A.F. tenders, general service launches and open motor launches known as harbour launches. All these vessels made their way to Arromianches and other beaches, they all did sterling work within the harbours and justified their existence.
The greatest accolade must be the award of the George Medal to Sgt R.J. Yearsley for rescuing 160 gunners off a marooned Caisson at Mulberry Harbour. A fitting reward for all Motor Boat Companies.
After the War, most Motor Boat Companies were disbanded, luckily some stayed on and formed crews in 1956 for manning L.S.Ts鈥� for the Suez action. However, they were not needed for this action but from it stemmed the Royal Corps of Transport Fleet. It all started because of a small fleet of yachts!

鈥楩ROM SMALL ACORNS, GREAT BIG OAK TREES GROW!鈥�
Compiled by C.W. Codnee (Hartlepool)

THE R.A.S.C. FLEET DUNKIRK

The first big operation in which the R.A.S.C. Fleet took part was the evacuation of the British Expeditionary Force from Dunkirk in June, 1940.
Eight of the fastest launches in the Water Transport Companies-- the 45ft Range Launches, GROUSE, KESTREL, PIGEON, SWALLOW, and VULTURE, the R.A.S.C. high speed launch WOLFE, and the 57ft target towing launches HAIGH and MARLBOROUGH--were diverted to the task and did valiant work, as the following letter from General Sir Walter Venning, then the Quarter-Master-General to the Forces, to each of the Masters, records:-
鈥淚 wish to thank you, your engineer and crew for the very fine part which you played in the recent evacuation of the B.E.F. In particular, I wish to convey my admiration for the way in which the personnel of the WD vessels participating volunteered to perform a dangerous task quite outside their normal duties鈥�.
鈥淭o have been successful in saving the lives of over 1,300 British and Allied soldiers is a feat of which all of you concerned may well feel proud. The damage done to so many of the craft engaged is a testimony to the dangers which you and those serving under you faced with cheerfulness and gallantry鈥�.
鈥淚 am proud to think that, as Quarter-Master-General to the Forces, the War Department Fleet comes within my sphere鈥�.
This letter was extracted from Special Fleet Order No. 1, dated 8th June, 1940.
The R.A.S.C. Coasting Vessel, SIR ELWYN WOOD, evacuated many more from the beaches of St Valery. In the process, she 鈥榮alved鈥� the beach-master and his party after their small craft had been damaged by shell-fire from a German tank, an incident recalled several years later in correspondence published in the nautical journal, SEA BREEZES.
These tasks were not completed without cost, for considerable damage was sustained by the craft. A typical example is that of the SWALLOW, which remained continuously in service for 24 hours after she had been badly damaged, working on only one of her three propellers, ferrying men from the beaches to the transports. The skipper, Mr W.R. Clark, although fortunate on that occasion, was later to lose his life in the sister launch, FALCON, when she was destroyed by an enemy bomb while lying alongside Harwich Pier in April, 1941.
The SWALLOW later became the smallest vessel to make the overnight crossing to arrive off Courselle-sur-Mir, early on the morning of D Day. Vic Cooke was one of the four man crew aboard.

THE DISBANDMENT OF ASSISTANT DIRECTOR OF MILITARY TRANSPORT

In July, 1940, there was a break with the past. The office of ADMT, with his 鈥榟ome port鈥� at Woolwich, was disbanded, and a separate War Office branch known as STI was formed within the Directorate of Supplies and Transport. It took over not only the ADMT鈥檚 responsibilities for R.A.S.C. Craft and civilians but also became the War Office co-ordination
branch for all army demands for Admiralty controlled craft. Departmental liaision was also established with the Ministry of War Transport. In effect, STI became a miniature Admiralty for the R.A.S.C. Fleet, complete with its own team of naval constructors and overseers under the Superintending Engineer and Constructor of Shipping.

THE EXPANSION OF THE R.A.S.C. FLEET AND ITS WORK IN HOME AND NORTHERN WATERS

Applications from volunteers for duty with the Motorboat Companies continued to flow in and selection and training afloat went on apace. Unfortunately standard R.A.S.C. Craft were not then available for these two first operational units, and they were provided with requisitioned launches. A strong spirit of pride in their unit developed, and it was most noticeable to all how every subsequent unit became imbued with it.
The evacuation of the B.E.F. and the threat of German invasion brought in their training many problems for the R.A.S.C. Fleet. Intensified defence measures on the East, South East and South coasts created additional transport and ferry commitments for our units and gave birth to a host of launch patrols on estuaries, rivers and any stretches of water suitable for seaplane landings. The patrol craft--a motley array of cabin cruisers and launches of all types and conditions--were operated by sundry units, both of the Regular Army and of the Home Guard. In several cases, they had been 鈥榬equisitioned鈥� locally by their operators. Naturally, as one would expect, claims for compensation, use of craft and so on began to filter back to the War Office in increasing volume. It soon became evident that STI and the R.A.S.C. Water Transport Organization alone had the facilities to investigate these. And so it was that the inspection of many non--R.A.S.C. craft, and investigation into their use, fell to the lot of the STI technical overseers and the officers and staff of Water Transport Companies.
The activities of the R.A.S.C. Fleet in this direction, however, were by no means limited only to such administrative assistance. No.2 Motor Boat Company was moved to the West Mersea area on the East Anglian coast and in October, 1941, took over from the Royal Navy the security patrols in the Rivers, Stour, Deben, Blackwater, and Crouch. Their job was to spot enemy aircraft on mine dropping forays, to keep a look-out for mines, and to check and examine all craft entering the special defence zones. This operational role, although at variance with the original conception of the duties for which the Motor Boat Companies were formed, was necessitated by the lack of Naval manpower. The unit was administered through Headquarters, Eastern Command, but the chain of Command was unusual in that the Company was under the operational control of the Commander-in-Chief, the Nore, through the Flag Officer-in-Charge, Harwich. It is interesting to note, too, that in the Water Transport Companies at this time, craft were being provided for the security control officers at all the big ports.
New defence commitments involving the provision of R.A.S.C. Water Transport arose continuously. Notable among these was the decision to fortify the islands of Flatholm and Steepholm in the Bristol Channel. Thousands of tons of material and stores had to be ferried from Barry Docks and 12 cargo carrying barges and lighters were provided. The difficulties of maintaining this service in all seasons and weathers with such craft will be appreciated only too readily by those who know the vagaries of wind and water in the Bristol Channel. To the natural hazards was added the danger from mines, for the Bristol Channel was a favourite dropping zone.
In April, 1941, the third Motorboat Company was formed to operate off the West African coast, the cadre being provided from Nos. 1 and 2 Motor Boat Companies but more will be told of this unit anon.
The next call for the operational unit came in August, 1941, when one section of an R.A.S.C. Motor Boat Company was included in Force 111 for operations in Spitzbergen. This was provided from No. 1 Motor Boat Company, R.A.S.C., and equipped with four launches requisitioned in Scottish waters. On arrival in Spitzbergen, the section found several Russian launches of various shapes and sizes and endeavoured to make them seaworthy. Starting them in cold weather, however, is reported to have caused not a little bad language! During their short stay there, our craft were employed continuously on ferrying men and stores between the transport 鈥楨MPRESS OF CANADA鈥� and the jetty at Barentsberg--a 12 mile turn round. The keeness of the crews and the way in which they improvised, impressed and earned the praise of many in the force.
By the end of 1941 the number of craft had more than doubled. True, they were a heterogeneous lot, but they filled the gap until our own craft came off the stocks. The Superintending Engineer and Constructor of Shipping and his Naval architects had prepared and approved designs for standard R.A.S.C. Launches for operational duties and also for bigger and faster craft for coastal artillery practices. These were to simulate with the use of targets the fastest vessels the enemy were likely to use in a coastal attack. Construction had been arranged in conjunction with the Admiralty, and work pressed on, although it was not until late in 1942 that the first of the new craft were commissioned. Arrangements had also been made for provision from Naval construction of large numbers of 36ft Admiralty Harbour Launches, 45ft Pinnaces, and Motor Fishing Vessels varying from 45ft to 90ft in length. All these in the later years of the War more than proved their worth in all parts of the world. Likewise, the provision of boat stores and marine engine spares had become a great problem. Large contracts were placed by the War Office itself and through the Admiralty. The small WD Fleet Store which existed at Woolwich in September, 1939, was expanded first into F Group at No. 3 MT Stores Depot, R.A.S.C., Ashchurch, and then, early in 1942, when nearly all boats and vessel stores were transferred from R.A.O.C. to R.A.S.C. supply, into the Boat Stores Group, R.A.S.C. Later it became a separate entity, The Boat Stores Depot, R.A.S.C., and was moved to Woolwich Dockyard. There it held all the marine stores, equipment, paint and the like required for the Service at home and overseas. At its peak, its stores holdings were valued at some 4 million pounds. It also provided the cadres for the R.A.S.C. Boat Stores Depots subsequently formed for overseas service, and played a big part in their mobilization and despatch.
In home waters, the demands on the R.A.S.C. Fleet had become so heavy that more Water Transport Companies had to be formed, and these came into being in 1942 at Plymouth, Sandbank (in the Clyde), Grimsby and Sheerness. The beginning of 1942 also saw the despatch of the 400-ton steam target towing vessel, SIR WALTER CAMPBELL, to Iceland. She operated around that difficult coast for about six months on artillery practices seawards, and the value of her work can be judged from the following extract from a letter written by the DDST, Iceland:-
鈥楾he Gunners were loud in their praises of her, and without doubt she did an excellent job of work under extremely arduous conditions鈥�
The Fleet had the usual growing pains during those mid-war years, and a special Inspectorate of Water Transport Services was set up in 1943 to help advise home andoverseas commands with their problems. The Fleet was fortunate, too, to have the wise counsel of Mr. H. Emory Chubb, a keen sailor and Motorboat Company Commander of the First World War who, from 1940 until 1945, was honorary advisor to the Army Council on the WD Fleet. For his valuable services he was made a Commander of the Order of the British Empire.
New types of jobs constantly came along. Cargo carrying to the Faroes Islands Force on which the 500-ton MALPLAQUET was employed for some time, servicing the Maunsell anti-aircraft towers located at Liverpool and in the Thames estuary, the provision and maintainance of the radio controlled QUEEN GULLS (self-propelled targets used for seaward artillery practices) and, in 1945, the operation of LCTs for ammunition dumping at sea were but a few. And common to them all were the dangers faced at sea. The range patrol launch FALCON was bombed and destroyed off Harwich pier in April, 1941, two of her crew being killed. For some time the 450-ton SIR EVELYN WOOD carried cargoes of bombs to Northern Ireland, and once a serious fire broke out in one of the holds while loading was in progress. The master, chief engineer and crew immediately entered the hold and fought the blaze, and their courage and initiative in doing so averted a serious explosion and loss of life.
Incidentally, in 1944, this ship again narrowly escaped destruction when carrying a cargo of explosives and rockets for the Normandy beach-head. A V1 just missed her mainmast! Also in that year Able Seaman-in-Charge R.E. Davey, of the R.A.S.C. Launch, PAULETTA, was awarded the British Empire Medal (Civil Division) and the Lloyds Medal for Bravery at Sea. Davey saw an incendiary bomb pierce the engine room roof of the vessel lying alongside which had a large quantity of high octane petrol on board. He immediately clambered down into its engine room, seized the bomb which had severed the petrol connections and threw it overboard. These were typical incidents in the story of the Fleet in home waters.
With that rapid survey of its organization and vast expansion, let us retrace our steps a little and review the history of those R.A.S.C. Units provided for the field forces--The Motor Boat Companies. Early in 1942 we had three: No.1 employed in a training role, No. 3 operating in West Africa, and No. 2 engaged on patrols in the East Coast estuaries and rivers. By the late summer, the planning of the invasion of North Africa--鈥橭PERATION TORCH鈥�--was well under way and the order of battle for the force included one motorboat company, R.A.S.C. No. 2 Company was nominated, and the Admiralty were informed that the unit could no longer be spared for patrol duties. The Naval authorities, however, made strong representations to retain its services, and this in itself was a tribute to the efficient and happy way in which the unit had done its job. But it had to go to North Africa, nevertheless.
In November, 1942, the unit, by then renumbered 247 Motor Boat Company, R.A.S.C. (No. 1 having become 246), landed on the North African coast with the 鈥楾ORCH鈥� expeditionary force. Ten vessels were shipped in the convoys from the United Kingdom, and as soon as a base had been established at Algiers steps were taken to acquire further craft locally. Some were requisitioned, and some were 鈥榩rize鈥� vessels. These varied from 40-50ft launches to 400-ton schooners and coastal craft. The wide variety of engines--diesel, petrol and even steam--gave the workshop officer many a sleepless night, and it says much for the spirit and training of the men, both deck and engine room staff, that they could take on the operation of these craft. In addition to the usual duties which its small launches performed in all the harbours from Algiers to Tunis, the coastal cargo carrying vessels of the company did valuable work. DST, Allied Force Headquarters frequently emphasized the great weight taken off the overworked General Transport Companies and the single railway line by their excellent efforts.
Further craft too, were sent home. In this connection it is worth digressing a little to tell the story of an unusual voyage, indicative of the close way in which the Water Transport and Motorboat Companies of the R.A.S.C. Fleet worked together. Additional craft were urgently required by 247 Company at Algiers and two drifters, the 100ft OCEAN BREEZE and the 92ft BOY PHILIP, were refitted in this country for despatch. To give them sufficient steaming range for the voyage it was necessary to fill their fish holds with coal. When required the coal had to be loaded by the crew into baskets, dragged along the deck and shot down into the bunkers--a most difficult and risky business in bad weather, for there was always the danger of flooding the hold or bunkers. Manned by civilian crews of the R.A.S.C. Fleet under the Inspector of Shipping, Mr. G. Sparshatt (later made a Member of the Order of the British Empire for his distinguished services) they joined a convoy of some 40 ships sailing from Milford Haven on December 4th, 1943. They reached Gibralter on the 13th, meeting heavy seas and strong head winds for the last four days of the voyage. After a few days stay, they sailed for Oran, where they assisted in the rescue of an 8,000-ton Greek ship which had broken her moorings in a heavy gale. For this they received a signal of appreciation from the Commander of the United States Naval Forces at that port. A British Hospital ship arrived while they were there, and on hearing that there was a lack of cigarettes aboard, the R.A.S.C. Fleet civilian crews sent them a case. Much to their surprise and delight, our men not only received the thanks of the wounded but also a large turkey and Christmas cake from the OC Troops. These they enjoyed at sea on Christmas Day, while bound for Algiers in full gale!
The two vessels were delivered safely to the Motor Boat Company the next day. Two more trawlers, the LUCIEN GOUGY and ELIZABETH THERESE, were delivered in like manner by runner crews soon afterwards, and the 500-ton R.A.S.C. vessel, MALPLAQUET,with its civilian crew, was also diverted from the United Kingdom for duty in the Mediterranean. With the opening of the offensive against Sicily and Italy, the Company moved forward with 15 Army Group.

WORK WITH THE CENTRAL MEDITERRANEAN FORCES
The shape of the Italian peninsula, of Yugoslavia, Albania, Greece, Corsica, Sardinia, Malta and the North African coastlines, with their many small ports, coupled with the limitations placed upon road and rail transport--both by the difficulties of the terrain and by the destruction of War-- made the Central Mediterranean an ideal theatre for the employment of R.A.S.C. Water Transport. For years the Italians had made extensive use of coasting schooners, and consequently there were many suitable vessels available on the spot. No. 247 Company soon had far more commitments than it could properly handle, and from it three Water Transport Companys鈥� (Nos 797, 798 and 801) of special establishment were formed in October, 1943, and April and June, 1944. The Motorboat Company was then restored to strength with enthusiastic volunteers from all arms. As in the earlier days of 1940 these varied from professional seamen, through boat builders, barge hands and yachtsmen to mere landlubbers.
The headquarters of 247 Company had been established at Torre del Greco, south of Naples, and operated around Sicily and on the North African coast, whilst the two first Water Transport Companies based on Bari and Torre del Greco, were responsible for R.A.S.C. craft operating on the East and West coasts of Italy respectively. The waters of the East coast included the islands occupied by the Yugoslavs off the Dalmation coast, Albania and Greece, and those off the West coast included Sardinia and Corsica.
As the Allied advanced, a reorganization of unit waters became necessary, and in the autumn of 1944 247 Company assumed responsibility for those around Southern Italy, Sicily and Malta, 797 for the Northern Adriatic from Ancone, 798 for the northern Tyrrhenian Sea from Naples, and 801 for the Southern Adriatic, Yugoslavia, Albania and Greece. However, the activities of vessels were not confined to their own waters.
Some of the schooners were manned entirely by military crews, especially in the early days when shipments to Yugoslavia first began, for the Yugoslavs firmly refused to allow an Italian manned vessel to call at their ports. Those trips to Yugoslavia were very much of the 鈥榮ail-by-night鈥� type, because of the attention of enemy aircraft in the Adriatic. Vessels were loaded in Bari and then sailed to Manfredonia, where they anchored until darkness fell. Then they would surreptitiously make the passage to the island of Vis with their cargo of ammunition or stores for the British Forces and the Partisans. Another route used was that to the Yugoslav port of Split, and trips were made even down to Kalamata, in Greece. In addition to the hazards of war, there were always the forces of nature to reckon with on this passage. The 鈥榖ora鈥�, a very strong wind, often blew up without warning and caused many an anxious time. One vessel was blown so far off her course that when daylight came the master found himself uncomfortably near the shore of an enemy occupied island.
Other schooners were charted, complete with Italian crews, and carried R.A.S.C. 鈥榚scorts鈥� of one NCO and one private waterman. The LAURA of some 500 tons was one. She was in the first flight of those which followed close in the wake of the liberating forces. Laden with food supplies for the starving Greeks, she received a warm welcome. The NCO escort (Sgt Jackson, R.A.S.C.) sent this letter to his Company Commander:
鈥楽ir-Please accept this 10-Million drachma note as a souvenir from Greece. Our trip was most successful and very interesting. Our arrival at Pylos and Kyparissa was the signal for general festivity. We were entertained by the civil chiefs and officers of the Free Greek Army in a most lavish manner. We were the first British troops to return to this port after nearly four years and at both places dinners were given in our honour. Representing the R.A.S.C. (Water Transport) in this historical episode gave me very great pleasure.鈥�
The summer of 1944 was also enlivened by many incidents arising from the assembly of the force which was being prepared to land in the South of France. As an instance, one junior R.A.S.C. officer鈥檚 truthfulness was strongly suspected when he reported, on his return from a training cruise in the Bay of Naples, that he had seen a large and noisy canvas boat proceeding at three knots which, on investigation, was found to have a tank suspended in the bottom of it! This subsequently proved to be the Fleet鈥檚 first acquaintance in the Mediterranean with the Sherman DD tank. Again, security measures were so secure that at least one of our units was not notified of them. This gave rise to several days of inexplicable silence from all the R.A.S.C. schooners which were supplying the American Air Force and French Expeditionary Force in Corsica and Sardinia. The Company became worried about the apparent loss without trace of all these vessels, until repeated enquiries brought forth the guarded answer that no vessels were allowed to return to the mainland until after the invasion had been launched. It therefore became questionable whether the invasion would be launched before the unit had run out of schooners. Thousands of tons of stores of all kinds were carried by these vessels by many and devious routes. Supplies were ferried to special forces operating in Yugoslavia, Albania and Greece, including the islands off those coasts, coastwise shipments relieved the pressure on road and rail traffic in Italy itself, forces in Corsica and Sardinia were maintained, while smaller craft ran the more usual harbour services at big ports. So vast and complex was the work that a special R.A.S.C. Water Transport office was established at Allied Force Headquarters to co-ordinate it.
The operational pattern gradually evolved until at its peak the R.A.S.C. Fleet with the Central Mediterranean Forces operated 114 schooners of which one was a refrigerated meat ship, as well as a variety of launches, drifters, trawlers and MFVs over routes which covered most of the Adriatic, the West coast of Italy, Malta and the North African coastline. Naturally, the boat maintainance load was heavy.
Two R.A.S.C. Boat Stores Depots were provided, No. 4 for North Africa and No. 5 for Italy, and for some time repairs were done in requisitioned shipyards, the locally employed Italian craftsmen being supervised by the company workshops鈥� staff.
The largest of these shipyards was at MOLFETTA. There up to 17 vessels of various types could be slipped at one time and the yard had its own foundry, machine shops, saw mill and carpentry sheds, a sail loft and rigging shop. Slipping the schooners was particularly exacting, since the method used was identical with that used in the last century and involved drawing the ships on dry land whilst delicately balanced on their keels in a cradle which was rarely more than six feet wide. A sudden gust of wind while the vessel was actually in movement up or down the slip could easily lead to disaster. On one occasion, a particularly land-based officer inspecting the shipyard failed to appreciate the significance of the mass of cordage required to secure the slipped vessels and ordered the company commander to have the ropes put away and the place properly tidied up immediately. Later, the control of these shipyards reverted to their Italian owners, although the work was still done under supervision of the unit workshops officer.
And so we come to 1945. The R.A.S.C. Fleet had played its full part throughout the operations and, fortunately, its casualties were light.

THE R.A.S.C. FLEET WITH MIDDLE EAST FORCES
Farther to the East, yet other R.A.S.C. Fleet units had come into being. In November, 1943, 782 Motor Boat Company was formed at Alexandria to take over all small craft operated by the military forces in the Middle East. Military crews were trained from local volunteers with the help of the R.A.F. air/sea rescue instructional centres. Four 68ft and one 57ft high speed target towing launches were quickly manned and operated at Alexandria, Port Said and Haifa. Within a short time of its formation the unit itself was training soldiers in handling the local sailing vessels known as caiques. These vessels, built at Tyre and Sidon since biblical days, still conform to the original schooner-like design. Fortunately two N.C.Os were found who had been in sea-going sailing ships, and a caique was purchased and based on Port Said and Alexandria for training purposes.
As crews became available, they manned caiques allotted by the Sea Transport Officer, GHQ Middle East, for duty in the Eastern Mediterranean, sailing between Alexandria, Port Said, Haifa, Cyprus, Beirut and northwards. They were affectionately known by their crews as 鈥榓pple barrels鈥� and proved a valuable link in the supply chain. Moreover they did not attract undue enemy attention, and so were able to work almost under the very noses of the Germans, who held the islands of Rhodes, Cos, Leros and the rest. They ferried high-octane aviation fuel to forward bases on Castelloriso ahead of the R.A.F., ferried urgently required supplies from Famagusta to recently occupied Dodecanose, carried Italian prisoners-of-war and enemy agents, and a hundred-and-one other cargoes. Some of the runs were fraught with danger and many with anxious moments.
The Fleet鈥檚 high speed craft also had other duties more exciting than target towing. With the capture of some of the islands in the Dodecanose group, the General Staff decided to establish a fast launch service from the island of Simi, about 350 miles north of Alexandria, to carry mail, fresh meat and vegetables to them. Delivery of the mail by air had originally been considered but was ruled out because of the long turn-round and the difficulty of collecting containers in those heavily mined areas. The only vessels available were our fast target towing launches, all of which were diverted to this service. Two craft operated at a time on the run and they were replaced every two months. They left Alexandria at about 1700hrs, maintained a cruising speed of some twenty knots, passing Rhodes--still occupied by the enemy--early next morning and arriving at their destination just before noon.
By 1944, the small craft commitments covered the whole coastal area from Tripolitania to Palestine and stretched as far south as Aden, much too large a parish for the one company. Consequently 782 Company was disbanded and two new units were formed--697 Company R.A.S.C. (Water Transport) based on Port Said, covering the Mediterranean coast and eventually reaching as far north as Piraeus, and 698 Company R.A.S.C. (Water Transport) based at Port Suez covering the Suez Canal and the Red Sea ports.
Serving these Companies was No. 3 Boat Stores Depot R.A.S.C., formed towards the end of 1943 and originally located at Tahag, near Tel-el-Kebir. Its staff consisted of one British Officer and some Ceylonese who soon adapted themselves to this specialized job and also became quite skilled in making fenders, splicing cordage and the like. Incidentally, this unit was responsible for the design and construction of the successful 鈥楬oward鈥� spray target, which replaced the heavier Hong Kong targets in those waters. In 1944 the Depot was moved to Alexandria where it remained until the end of hostilities, when it moved to Port Said.

PRELUDE TO OPERATION OVERLORD
At home, new Motor Boat Companies (Nos. 467, 571, 624, 625 and 626) had been raised for the invasion of Europe, 鈥極peration Overlord鈥�. The first--No. 467 Company--was located in the April of 1943 at Rothesay. This, by the way, was the first R.A.S.C. Unit to receive the standard Admiralty 36ft open harbour launches which were then becoming available for issue to the R.A.S.C. Fleet. They were sturdy, seagoing little craft which gave yeoman service in every theatre, and rapidly became the 鈥榤aids of all work鈥�. They would carry a platoon in full battle kit on an up-river or coastal fighting patrol or a good three tons of cargo, and perhaps more. In due course, the four other units moved to the areas of Inverary, Irvine and Rothesay. To further their training and to overcome the lack of Naval manpower, they took over from the Royal Navy the manning and operation of assault landing craft used at the Combined Training Centres (CTCs) in Scotland. For this task they were placed under the command of CRASC, CTCs. It was work which really suited them, and soon they were handling LCTs, LCMs, LCAs and the like with confidence and skill. Early in 1944 these units, with the exception of 467 Company, were required to re-equip and reform for 鈥極peration Overlord鈥�. The assault landing craft were handed back to the Royal Navy and the Companies were gradually concentrated in the West Mersea area, to which the Central Training Unit, 246, Motor Boat Company, had already been moved. Such was the high esteem in which these Motor Boat Companies were held by Headquarters, Combined Operations, that the Chief of Combined Operations wrote a personal letter to the CRASC expressing his appreciation and thanks for the way in which the military crews carried out their duties. The remaining unit, 467 Company, remained in Scotland and acted as a continuation training unit under War Office control.

RE-FORMING AND RE-EQUIPMENT FOR 鈥極VERLORD鈥�
Nos. 571, 624, 625 and 626 Motor Boat Companies, R.A.S.C., were then formed into 42 Water Transport Column. (Groups of Water Transport Companies were later designated No...Water Transport Units). Nos. 571 and 625 Companies were equipped with what were known as Military Oil Barges--MOBS for short. They were, in effect, old iron Thames dumb barges into which had been fitted large tanks capable of carrying some 80 tons of bulk petrol. They were powered by two Chrysler Royal petrol engines, and were perhaps some of the most unweildy craft that ever had to sail under their own power. To say the least, their seagoing qualities were limited, and the crew鈥檚 quarters indifferent. Yet, in spite of these shortcomings, they gave valuable service. No. 624 Company manned 48ft fast launches previously used for target towing and 40ft launches of an RAF air/sea rescue type. Both were twin-screw and powered with Perkins S6m deisels. No. 626 Company was equipped with standard Admiralty 36ft harbour launches. Each company also had its own unit vessels for headquarters and workshop duties. Attached to the formation were many 45ft motor fishing vessels, equipped for fire fighting. They were manned by the R.A.S.C., and Army Fire Service Teams controlled the fire fighting equipment. Later these vessels were augmented by a number of converted LCVs.

MOVE TO CONCENTRATION AREAS
The move of the column to the concentration area before D Day caused the CRASC 42 Water Transport Units much anxiety. For example, he received movement orders ordering two of the units to concentration areas on the Sussex Downs. Eventually this was put right, and 624 and 626 Companys鈥� concentrated at Yarmouth in the Isle of Wight. This meant that the craft had to run the gauntlet of the Straits of Dover but all arrived safely by May 25th, 1944. The two MOB Companies did not take part in this initial move and at the time, only three of the fire boats were equipped.
The briefing of crews for the operation created its problems too. Unlike normal formations, the R.A.S.C. Fleet craft were to operate off all beaches, and thus the whole plan had to be disclosed--a ticklish problem in security. This caused some anxiety when D Day was postponed, for the crews of the open launches could not be confined to their boats indefinately. But all was well.
After the arrival of the craft at Yarmouth, the companies passed entirely under the control of the Royal Naval Headquarters at Portsmouth, and it should be recorded that no written orders or instructions were issued for the move to Normandy from start to finish. The arrangements for the move were made entirely by personal liaision, and this worked very satisfactorily.

THE CROSSING TO NORMANDY
The first Motor Boat Company craft to leave were three harbour launches of 626 Company which were to carry sappers for erecting the Mulberry Harbour. They left in the convoy of D minus 1 day. The main body of the Harbour Launch Company arrived off the beaches on June 9th and 11th (D plus 3 and D plus 5 days), the latter after a passage lasting some 42 hours, for they were placed in a slow convoy. In fact, there was some doubt whether the launches would have sufficient petrol to complete the passage at such a speed: so launches towed each other alternatively. The advanced HQ CRASC, 30 fast motorboats and six motor fishing vessels of 624 Company crossed on D Day, June 6th, 1944. Thereafter small parties of craft from both units left each day.
One of the most outstanding feats of the crossing was that of a section of eight harbour launches of 626 Company, which sailed under the command of an officer on D plus 11. They were struck by the violent storm which created such havoc on the beaches, and it is greatly to the credit of the party that seven out of the eight arrived safely. The eighth had engine trouble and was taken in tow by a minesweeper whose captain was much impressed by the crew refusing to abandon their launch. Of the two companies despatched, this was the only craft that failed to arrive under its own power.

THE R.A.S.C. FLEET
(AN ARTICLE BY COLONEL J.L. HEYWOOD, R.A.S.C.)
Now that the veil of security has been lifted to a large extent, it is possible to give some idea of the various war-time activities of the R.A.S.C. Fleet. This Fleet is of considerable size and at the end of the war in Europe totalled some 3,000 craft, varying from launches to coasters of 600 tons.
While the operation of Water Transport may at first glance appear out of place in an Army, further consideration of the amphibious operations which have been undertaken during this war will at any rate suggest some reasons for its existence. The Army may be carried to its landing place in Naval or merchant Navy craft, but from then on it has to fend for itself.
In broad outline the fleet divides itself in two halves: (a) units working in non-operational areas where a percentage of civilian crews can be used; and (b) units working in operational areas where only military are used. Units working in the United Kingdom, for instance, fall into the former category and contain a high percentage of civilian crews.
The R.A.S.C. is the Transport Corps of the Army, whether it be on land, on sea or in the air, and delivery of personnel, supplies, materials etc, to formations is their responsibility. The Fleet carried out this work on the sea both in peace and in war where commercial shipping is either not available or its use is not desirable for military reasons.
Prior to the war, some fifty vessels were employed in the Fleet delivering supplies and personnel to coastal artillry forts, target towing and general military harbour work. From these small beginnings the war-time Fleet was built up into the following: thirty Water Transport Companies twenty Motor Boat Companies (100%, military units), ten Boat Stores Depots, five Cs.R.A.S.C. Water Transport Units and Schools. Of these the Boat Stores Depots need a little explanation. The R.A.S.C. has been made the provider of all marine stores for the Army and in consequence Boat Stores Depots are established in every theatre.
The Water Transport Companies as the semi-civilianised units are generally known, have carried many thousands of passengers and vast tonnages during the war. Of particular interest are the units which operated on the Italian Coast, acting as an L. Of C, to the advancing armies. Some 120 schooners were manned by soldiers and civilians, formed into three companies, and carried up to 10,000 tons in a day to the most advanced ports as they fell into our hands. Other units have done useful but less spectacular work in the Middle East, East and West Africa, West Indies and the United Kingdom. The latter units have had their share of enemy action, particularly when assisting in the evacuation of Dunkirk.
The all-military units are perhaps the most interesting owing to their inclusion in orders of battle. There were originally four of these units formed and the men were for the most part seamen in civil life. It would be only fair to say that their enthusiasm and experience made the tremendous expansion possible. It became clear that the supply of experienced men was small and a large organization had to be set up to train men who had little or no knowledge. The success of the training scheme was such that there are officers and men in charge of vessels at the present time who are capable of navigating the vessels anywhere. The same officers and men knew little or nothing about the sea eighteen months ago. Under peace conditions five years was the accepted period of training.
The types of units included in our order of battle are as follows:

1. HARBOUR LAUNCH COMPANIES-General utility vessels capable of carrying five tons or forty men fully equipped.

2. FAST LAUNCH COMPANIES-Fast vessels of 40 to 50 ft used for inter-communication work, particularly off the beaches, where they control all the movements of the Duks.

3. OIL BARGE COMPANIES-Self-propelled barges carrying either 80 or 150 tons of fuel. They are used for ship-to-shore work, discharging tankers or for carrying fuel to formations up estuaries, creeks or rivers.

4. COASTER COMPANIES-Vessels up to 600 tons for use where a larger capacity is required.

5. AMBULANCE LAUNCH COMPANIES-Vessels of the Fairmile M.L. Type,about 112 ft in length, fitted up to carry twent lying patients or forty sitting, and accomodating the necessary medical staff. These are required for the evacuation of casualties from forward areas to bases where air or hospital ship evacuation is available.

6. FLOATING WORKSHOP COMPANIES-These units are only required where adequate base facilities are not available. Each type of unit is equipped with its own workshops capable of carrying out first-line and second-line repairs. If land bases are available it is the usual practice to pool these facilities and operate on shore. The Floating Workshop Companies consist of specially fitted vessels capable of carrying out heavy repairs.

7. BOAT STORES DEPOTS-Which, as already mentioned, supply marine stores to the Army.

8. FIRE BOAT COMPANIES-These units consist of various sizes of vessel selected according to the type of fire risk and are crewed by R.A.S.C. personnel. The firemen are carried on board and are A.F.S., and the general organization of the unit is similar to that in a Field Ambulance.

Various forces leaving this country took their element of R.A.S.C. Water Transport with them to Spitzbergen,Iceland, etc., but the first real opportunity ocurred in North Africa. Initially the Navy were a trifle suspicious of the sea-going soldiers, but they rapidly proved their efficiency by running a sea of L.of C, along the North African shore. It will be remembered that the First Army鈥檚 advance eastwards was rendered exceedingly difficult by the lamentable road and rail facilities. The R.A.S.C. Fleet was able to assist in overcoming these difficulties by operating a fleet of coasters carrying the necessary supplies. The Navy鈥檚 suspicion was replaced by admiration which they were kind enough to record.
The next big task to be tackled was D Day in Europe and that as can be imagined necessitated considerable planning. In the early stages of the planning it was suggested that the Fleet should man all landing craft as indeed thay had been doing at Combined Operation Training Centre to help the Navy. On examination it was realised that this would necessitate an enormous transfer of man-power to the R.A.S.C., at the expense of fighting units and it was decided that the Royal Marines would do the work. Whilst this was a disappointment, it enabled our Fleet to concentrate on its more legitimate work.
Meanwhile, in the Middle East difficulty was being experienced in the Aegean over supplies to our troops on the islands. The Motor Boat Company there was rapidly equipped with caiques (a local type of schooner) and high speed launches capable of about 28 knots. This unit operated with considerable success and efficiency, which is particularly praiseworthy, as many of the men had never been 鈥榠n sail鈥� before. The caiques, being local craft, escaped serious interference from the enemy in the air and the high speed launches merely ran for it!
Harbour, Fast Launch, Oil Barge and Fire Boat Companies, and Boat Stores Depots, in the United Kingdom were duly equipped and mobilized for D Day. In addition, the home Water Transport Companies had to be augmented to double, and in some cases four times, their size in order to assist servicing the vast number of merchant and Naval vessels which had to be assembled prior to the invasion.
As will be remembered, initial maintainance of the force was carried out by Dukws which necessitated the arrival of fast launches at the beaches on D Day. The weather was bad (Force 6-7) and whereas the Dukws were carried in the big L.S.Ts., the fast launches had to make their own way, which they did successfully, arriving on station at the planned time. These vessels had to work and lie off the beaches for some three weeks until they could seek shelter in the 鈥楳ulberries.鈥� This called for a high standard of seamanship and endurance.
A few days later the harbour launches crossed and assisted in the construction of the 鈥楳ulberries,鈥� carrying men and material continuously. Owing to the rapid success of the operations, the Oil Barge Companies were never called up to carry oil, but they carried prodigious quantities of water, servicing other vessels.
The Companies distinguished themselves during the great storm which started to braek up the 鈥楳ulberries.鈥� A.A. gunners manned the guns on the concrete Pheonixes and the sea was so great that these men were completely isolated and being washed off. Great gallantry was displayed by the R.A.S.C. crews in rescuing these men under appalling difficulties. Some hundreds of men were saved and ten of our men decorated for gallantry.
As the battle advanced into Europe it was found possible to reduce the number of units employed and some were withdrawn to prepare for the Far East, where they were urgently required. The Far East presented a more complicated problem, as the plan consisted of a series of amphibious assaults each one requiring different treatment. In addition to the units used for Europe, Floating W/S Units, Coaster Companies and Ambulance Launch Companies were required, and these units would have had to make the trip under their own power.
The fast launches and harbour launch units were depatched and gave a good account of themselves during the actions down the Arakan coast and on the Chindwin River, where they assisted transportation by operating tugs and barges.
The Ambulance Launch Company was mobilized and due to sail in their 112-foot converted M.Ls, seven days after VJ Day. This was a severe disappointment, as the unit had proved itself well up to task, and the opportunity of making R.A.S.C. history by undertaking the Army鈥檚 first long-distance formation voyage, was the ambition of all ranks. The vessels themselves are worthy of special comment. They were fitted up to carry twenty lying or forty sitting patients with the necessary medical staff. The crew of twelve is commanded by a captain with a subaltern as first officer, a warrant officer being in charge of the engine room. The main machinery is two Hall Scott 660-h.p. Petrol engines, giving a maximum speed of 18 knots; cruising at 10 to 12 knots, the maximum range was 1,500 miles, enabling the various 鈥榣egs鈥� on the voyage to be easily accomplished. The large 90ft Fire Boats are required in the Far East, so that a few R.A.S.C. crews will still make the long voyage under power.
Much more could be said about the war-time work of the R.A.S.C. Fleet, but it is hoped that the above notes will at any rate show that the R.A.S.C. Ensign has been flown with pride and distinction in all theatres.

Compiled by Andrew Ronald Hamilton, eldest son of Andrew and Mary Hamilton, on behalf of her and my younger brother, William Robert Hamilton.

6th January, 2000.

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