~ 9TH LCT FLOTILLA ~ 

THE LOST FLOTILLA

In mid October 1944 the terrible fate of the 9th LCT (Landing Craft Tank) Flotilla was sealed as its craft sailed beyond Lands End in the tow of merchant ships. It was part of Convoy OS92/KMS66 bound for the Mediterranean en route to the Far East. There had been warnings of bad weather but rules and procedures  were in place to protect the safety of the craft in these circumstances. However, despite the safeguards over 50 men were lost as 6 craft foundered. How did the tragedy happen and was it avoidable?

Background

After the D-Day landings, the requirement for landing craft shifted to the Far East where the Japanese occupation of so many Pacific islands necessitated seaborne attacks to dislodge them.. The planning process (code named "Appian") to transfer landing craft after D-Day started in February 1944 when the first Appian committee was convened.

Mk3 LCTs were capable of making a journey of 1,900 miles fully loaded at a speed of some 10 knots or 2,700 miles at 9 knots sailing under their own power. However, to reduce wear and tear on the engines, it was decided to tow them behind a merchant convoy. The LCTs would be towed from the UK to Gibraltar then, under their own power, to Malta and Alexandria and then under tow to Aden and onto Bombay. The minutes of that first Appian meeting made it clear that no towing was to take place between October and March to avoid the winter storms in the Biscay area and the monsoon season in the Indian Ocean. [The Middle East Combined Training Centre on Egypt's Little Bitter Lake played an important role in receiving "Appian" craft from the UK and preparing them for the onward journey to the Far East.]

Such a long journey was not without risk so sea trials were carried out in both calm and rough conditions. In the case of the Mk3 LCTs, whose tank decks were below the waterline, they were not be towed in winds greater than force 4. The Mk4s could cope with force 6 but in no circumstances were LCTs be towed into a heavy head sea as the water ingress would overwhelm the pumps. It was vital that they should hove to in good time and turn to run before the wind. Furthermore, in bad weather, only one LCT should be under tow by a merchant vessel and there should be an oiler (oil tanker), a repair ship and a minimum of 3 tugs in attendance at the rear of the convoy. [Photo of Telegraphist John Shipston who was lost in OS92/KMS66. Seen here with his wife Pam in September 1944 shortly before he was drafted to LCT 494 of the 9th LCT Flotilla.]

In the summer and autumn of 1944 landing craft were prepared, or tropicalised, for working in the Far East. The 9^th LCT Flotilla, along with half of the 70^th Flotilla with new crews and refurbished craft, would go out first together with operational crews, base staff, spares, guns, ammunition, and stores - a total of  18 LCTs in the tow of merchant convoy KMS66. A week or so later, the other half of the 70th plus the 71^st flotilla along with stragglers from the first convoy were to go as part of KMS67.

A "contract" with the Merchant Navy was drawn up to deal with insurance, liabilities and operational matters and in which it was hoped that both convoy commodores and merchant vessel captains would cooperate in this project to tow LCTs. It was made clear that the commodore or escort commander could abort the towing if the weather was deemed to be too severe. The LCT skippers could take the independent decision to slip the tow only in an emergency otherwise they were to wait orders from the commodore or escort commander.

The Departure

In command of the convoy was Commodore J. Ratsey RNR in the SS Mantola with a total of 35 merchant vessels with 9 LCTs under tow and 3 submarines. Convoy Escort B23, led by Lt Com. Newey RNVR, comprised 1 sloop, HMS Fowey and 2 corvettes, HMS Allington Castle and HMS Knaresborough Castle.

There was a deep depression moving westward across the Atlantic with the promise of extremely severe weather typical for the time of year. The submarine threat had, at this time, greatly diminished thus enabling the convoy to sail south through the Irish Sea to the SW Approaches. The LCT skippers received their convoy sailing instructions which included authority to slip the tow if in trouble and to proceed independently or make for a safe harbour. To this end they were given navigational details of UK and neutral ports en route.

The convoy had four sections sailing from different locations;

•  the Clyde Section departed at 1945 on Saturday 14 October after a slight delay due to bad weather. LCT 480 was attached to The City of Lyons, LCT 488 & 489 were attached to Samfoyle and LCT 491 and 7015 were attached to Fort Finlay. A 6th LCT, believed to be carrying the flotilla officer, fouled her tow and had to return to port,
•  the Belfast Section joined the convoy on Sunday 15^th October at 0910 along with 3 submarines, Thrasher, Trident and Seascout,
•  the Liverpool Section joined the convoy on Monday 16^th October at 0745. The Liverpool escorts were carrying signalmen for the Clyde towing ships but could not transfer them due to the bad weather conditions. From Liverpool LCTs 7022 & 7023 were attached to Ocean Vanity and LCTs 494 & 7014 were attached to Nairnbank,
•  the Milford Haven Section joined the convoy at 11.50 on the same day.

The convoy was now complete with the 5 merchant ships towing the 9 LCTs at the rear of the columns. Responsibility for the 9th LCT Flotilla passed to  Senior Officer Lt J Murts in LCT 494. Ominously LCT 488 reported she had problems but intimated she would be able to continue if the weather did not deteriorate further.

[Photo courtesy of Daniel Lovell; LCT 474 was a first series Mk3 LCT built during 1941-1942 and exactly as LCT's 480, 488, 489, 491, 494 mentioned in this page except for the pennant number on her bows. The remaining MK3 LCTs in the convoy 7014, 7015, 7022 and 7023 were second series Mk3s built between 1943-1944 and referred to as 'Stars' to distinguish them from their sister MK3 craft.

The Storm

On Tuesday 17^th October weather conditions rapidly deteriorated. The Commodore asked Senior Officer Murts in LCT 494 how "his children" were doing. The reply was that the LCTs were beginning to labour. In the worsening weather visual signalling was practically impossible as the convoy scattered, although most ships had TBS radios they were not very effective in the storm conditions. Over the next 10 hours, in increasingly hazardous conditions, the following sequence of events ensued;

This escort group were looking after convoy ON 260 from Southend to Halifax, Nova Scotia which was sailing astern. HMS Kingcup and Blankney had been ordered to assist with rescue by NOIC (Naval Officer in Charge) Milford Haven. Also assisting were HMS Manners, HMS Highlander and HMS Drury.

By this time all the LCTs, badly pounded by the mountainous seas in the force 9 gale conditions, were filling with water and sinking. Water was pouring in to the tank spaces over the coamings (raised frames around hatchways to prevent water ingress), the canvas cover protection overhead was ripped apart by the ferocity of the wind and waves and the pumps, if working at all, were unable to clear the water. Some LCTs were holed and letting in the sea. The masts and aerials were ripped away from the aft housing letting water into the crew quarters and engine room. Some of the LCTs had stores, gun parts and caravans on board which had broken loose and were rolling around the deck causing a further hazard to the crews and water was getting into ruptured fuel pipes causing engines to fail. It was proving difficult for the towing vessels to slip the tow or to rescue the LCT crews as they too were being tossed about in the storm and in some cases their cargoes were shifting making it hazardous on deck for their crews.

In total, 55 men died but well over 100 were saved. LCT 489 did not founder and was, apparently, part of the 9^th LCT Flotilla which operated out of Cochin during 1945, also with her were LCT's 7022 and 7023 as far as can be certain.

Flotilla KMS 66 was not alone in the storm. An American convoy NY119 from New York to Falmouth comprising tugs, tankers and floating barges had spent 30 days crossing the Atlantic via the Azores. It too was badly smashed up in this same storm in the same area. Many ships were lost and 19 men were drowned. The storm was described as the worst recorded since the war started with winds at 60mph and mountainous seas.

The Aftermath

 ~ Admiralty Board of Inquiry ~

An Admiralty Board of Inquiry was convened in Gibraltar and it received verbal and written reports from the senior officers of the three escort ships as well as some of the surviving LCT officers and crews. They considered the division of responsibilities and it was agreed by the Board that the LCTs attached to merchant ships were part of the convoy and consequently their safety was the responsibility of the Commodore. The Senior Officer, Escort Group, was responsible for convoy protection from enemy action and could only advise on matters relating to the LCTs.

Broadly the Board’s findings were as follows:-

That the towing vessels and LCTs should have been heaved to much sooner; at least by nightfall on Tues 17^th before the worst of the damage was sustained and then turned to run together before the wind to a safe harbour with an escort in tow. For this delay the Commodore was deemed responsible.

They also concluded that when these craft were to be moved in the winter months, when bad weather can be expected, only passage crew should be on board, that no unnecessary gear be carried, that the tank space should be properly decked or plated to stop water ingress and that only one craft be towed. It was also considered that the number of escorts for this type and size of convoy was far too small. The Board commended the escort ships, particularly HMS Allington Castle, for the fine handling of rescue operations in mountainous seas.

Those from the RN giving evidence at the enquiry were: Acting Lt Commander George Edward Newey, RNR of HMS Fowey; Acting Lt Commander Philip Almond Read, RNR, HMS Allington Castle; Acting Lt Commander John Frederick Marchant, RNR, HMS Knaresborough Castle; Sub Lieutenant Keith Whitfield Steele, RNVR, LCT 488; Leading Seaman Donald King, C/JX 354628, LCT 488; Lieutenant William Colin Gray, RNVR, LCT 491; Sub Lieutenant Leonard Arthur, RNVR,  LCT 491; Sub Lieutenant George Rennell Sample, RNVR, LCT 480; Midshipman Robert Reay, RNVR, LCT 480; Leading Seaman Kenneth Rodgers, D/SSX 36506, LCT 480; Motor Mechanic William Sloan, C/MX 501539, LCT 480. 

 ~ The Commodores Report ~

The Commodore’s convoy report stated that he was expecting 14 LCTs to be towed as an experiment but only 9 sailed. He did not know of the missing 5 but assumed that they had problems with the tow lines. Every effort was made to care for and nurse the LCTs keeping convoy speed below 6 knots by revs and 3.5 knots through the water. At the Liverpool conference the LCT skippers had been given discretionary powers to slip the tow if necessary and that towing merchant ships would render all possible assistance.

After clearing St Georges Channel the weather worsened and commodore signalled Senior Officer Murts in LCT 494 (171050A) "How are your children making out. What sort of weather are you making of it?" The reply came back "We are managing but making very heavy weather of it." On the morning of the 18^th after consultation with senior officer of the escort group, it was agreed that the escort group could not cope with the LCTs in distress and at the same time protect the convoy from enemy action. The Commodore suggested that C in C Western Approaches be made aware of the worsening situation and, in view of small number of escort ships and potential prolonged rescue efforts, requested the despatch of additional escort support. The senior officer of the escort groups had in fact already taken these steps and the Commodore believed that this action got prompt rescue assistance.

The Commodore ordered each towing merchant ship skipper to send a report to the Admiralty via NCSO (Naval Control Service Officer)

 ~ The Liverpool Inquiry ~

An inquiry also took place in Liverpool on 20^th October and although no direct mention was made of the disastrous KMS66, all towing was stopped and towing LCTs in convoys never happened again, which potentially prevented further loss of life. Thereafter LCT modifications were improved to enable them to withstand rough seas on long voyages. Many were conveyed on board larger ships as deck cargo. Those that did make the passage were routed to Falmouth where they waited for good weather before proceeding through SW Approaches and Biscay area.

 ~ Reports from Towing Vessels ~

Report from Nairnbank states that on 18/10/44 at 0845A LCT 494 tow wire parted in position 35 degrees. 172 miles from L. Stood by to render assistance. Low visibility. Last sighted proceeding under own fire. Fate unknown.

Report from Fort Finlay states that LCT 7015 and LCT 491 believed slipped tow at 035 degrees. 170 miles from L. at 1500/18. Proceeded in company with LCT 494 heading 270 degrees. Did not signal me. Fate unknown.

Report from City of Lyons states that LCT 489 broke lug at 034 degrees 198 miles from L at 1730. Craft reported able to make port.

 ~ Lands End Radio ~

On 21/10/44 Lands End radio broadcasts to LCT 7015 (call sign BYMK), LCT 489 (call sign MZXJ) and LCT 494 (call sign MZXM). No response.

 ~ Extract from War Diary - Western Approaches Command ~

LCT 489 returned to Falmouth under own power. LCT 7022/7023 brought into Falmouth after being abandoned. LCT 494 and 7015 were not accounted for and their loss must be presumed.

On 22/10/44 LCT 7022 and LCT 7023 were re-crewed and towed into Falmouth. The search for missing LCTs continued until 23/10/44. [Photo; Pam Shipston, widow of John Shipston with her son Bryan and grandson John on Horseguards Parade, Remembrance Day 2008].

Casualty List

Sub.Lieutenant Dennis Henry Condick R.N.V.R. Following his death while serving in, and having command of HMLCT 7015 on October 18^th 1944, Sub. Lt. Dennis Condick’s parents had a Silver loving cup engraved in memory of Dennis and his crew who perished in the storm in the vicinity of the Bay of Biscay along with other men of the 9^th LCT Flotilla.

 Relatives of Dennis recently donated the cup to the Royal Naval Museum in Portsmouth, Hampshire and the photo opposite shows Dr. Richard Noyce after officially accepting the cup on behalf of the museum. Dr. Noyce read this page about ‘The Lost Flotilla’ which, we understand, was instrumental in the museum's decision to accept the cup. He would welcome contact with families who lost relatives in the storm and also any additional information about the men lost together with any photographs of them. More generally any items with a clearly demonstrable provenance to the tragedy that befell the 9^th LCT Flotilla would also be of great interest to the museum.

The museum is about to expand into new quarters in the near future and has plans to include a special display area dedicated to the part played by the landing craft of the Second Wold War and the men of the Royal Navy who manned them. [Contributed by Archivist/Historian Tony Chapman of the LST and Landing Craft Association. 30 May 2010].

---

Petty Officer Motor Mechanic Martin Long HMLCT 488. Photo of Martin Long seemingly taken during his early days in the Royal Navy. Martin was born on January 11^th 1923 and was the son of Suzannah and William Long of Preston, Lancashire, England. He enlisted in the Royal Navy as an Ordinary Seaman on June 30th 1942 later becoming Petty Officer Motor Mechanic... the rank he held on October 19^th 1944 when he met his death while serving on the Mk3 HMLCT 488 of the 9^th LCT Flotilla. Prior to joining the Royal Navy he had been employed as a telephone operator in his home town of Preston.

Service Record. 30th June 1942, HMS GLENDOWER - Training establishment in Pwllheli; 26th August 1942 HMS VICTORY - Portsmouth Depot; 26th September 1942: HMS SHRAPNEL (Bournemouth); 27th March 1943: HMS VICTORY - Portsmouth Depot; 3rd April 1943, HMS PEMBROKE - Chatham Depot; 17th July 1943, HMS DINOSAUR - Base in Troon; 1st September 1943, HMLCT 488 - landing craft serving with the Combined Operations Unit.

AB Leonard Havelock who was lost in LCT 7015 left five children behind, three daughters and two sons. His loss devastated his family causing repercussions that still reverberate through to the present day. His relatives both then and now consider him a hero and rightly so.

.. as were they all. Following his death his wife along with the children emigrated to Canada in the hope of making a better life for them all.

Members of Leonard's family who knew him back then recall him being a very good man... a gentleman, in the true sense of the word, a hard working man who was strong, compassionate, loving and brave. [Photos; l to r, Leonard Havelock in uniform. Leonard Havelock (third from left front row) during happier times with his workmates and Commemorative Scroll.]

Telegraphist Alan Fairhead HMLCT 7014. Alan’s parents were horrified when the events that brought about his loss and indeed the loss of so many other men of the 9^th LCT Flotilla became known. They were appalled that apparent disregard appeared to have been shown for the safety of the men within the convoy given the known weather conditions prevailing at the time; neither could they understand why the convoy was allowed to continue instead of being ordered to turn about and run for home.

Such was their intense anger with the Royal Navy and the powers that be in general that they refused to allow Alan to be buried within a recognised Commonwealth War Grave, electing instead to have him buried in a civil plot at Beccles Church in Suffolk. Alan was laid to rest on Friday November 3^rd 1944, his funeral conducted by the Reverend Harold Birch, the coffin draped with the Union Jack. Alan’s headstone carries  the words ‘Died in Action’.

Commonwealth War Grave Commission staff inspect the grave periodically and within recent times a tree has been removed that was beginning to crack the surface of the headstone. The damaged headstone was then repaired.

Stoker 2^nd Class Edward George Dixon of HMLCT 7014 - Aug 19th 1925 to Oct 18th 1944. Edward Dixon was the son of Albert and Dorothy Dixon of Ramsgate, Kent, was just 19 years of age when he met his death while serving in the Mk3 HMLCT 7014 of the 9^th LCT Flotilla on October 18^th 1944. His body, as nearly all those lost with the flotilla during the storm was never recovered.

Edwards brother passed away earlier this year (2011) and it had always been his wish that his ashes should be scattered as close as possible to where Edward and HMLCT 7014 were lost.

Archivist/Historian Tony Chapman was contacted and asked if it was at all possible to plot a possible location for HMLCT 7014 in order that his final wishes could be carried out. Tony spoke to contacts at Portsmouth Naval Dockyard to ask if they could assist.....the family have now been given a possible or near location point for the stricken HMLCT 7014. Family members are hoping, by some means or other, to place themselves in that same location sometime this year, when, hopefully, the two brothers who were always close and who became parted by war 67 years ago will be reunited and close again, but this time...for eternity.

Stoker Donald W Pratt was lost in HMLCT 7014 of the 9th LCT Flotilla on October 18th 1944. He was born on May 15th 1923 and attended Lowestoft St.Johns mixed school and then Notley Road school. The manner of Donald's loss has only just become known to family members following their reading of this webpage. Donald was the son of William James Pratt and Ivy Susannah Pratt of Lowestoft, Suffolk.

Further Information

The war of the Landing Craft by Lund and Ludlam. It covers the convoy in chapter 14 'caught in the great gale' and gives some further insights the use of landing craft in WW2. English Library number 45003039 3. Copies are available on the ABE website - just click on the books icon above and copy and paste the title into their search banner.

These reports are available from the National Archive ADM 217/48 and others

Report by Sub. Lieutenant K. W. Steele (surviving Officer of HMLCT 488) to L/Cmdr J. F. Marchant (Commanding Officer of HMS Knaresborough Castle) after his rescue from HMLCT 488.
Report by Lt. Commander J. F. Marchant (Commanding Officer H.M.S. Knaresborough Castle) on the loss of H.M. L.C.T. 488.
Report by G. E. Newey, Senior Officer, B.23 Escort Group. Admiralty file ADM 217/48.
Report by R. A. Read, Commanding Officer H.M.S. Allington Castle.

Appeal for Information (from Tony Chapman of the LST & Landing Craft Association).

Prior to the tragedy that befell the 9^th LCT Flotilla it had seen considerable service in the Mediterranean. In June of 1943 the flotilla comprised the British Mk3 LCTs 329, 330, 344, 356, 358, 384, 385, 386, 387, 388, 389 and 404. Each craft no doubt has its own story to tell, but, as far as is known, nothing about them has been published. LCTs 329 and 358 were lost during 1943. Most if not all the craft of the 9th LCT Flotilla took part in the landings on Sicily (Operation Husky, 9/10th July) they departed from Malta to land at Augusta and Siracusa. Confirmation of the part played by the flotilla  at Salerno and Anzio is currently being reviewed.

No reference to the 9^th LCT Flotilla during the summer of 1944 has been found so we can reasonably speculate that it was in the process of being reformed with the very craft that sailed in the ill-fated convoy. In December 1944, two months after the tragedy, the 9^th LCT Flotilla made ready for its departure from Falmouth to the Far East... a journey of some six months according to Telegraphist Arthur Fairchild who served in LCT 489. Other craft recorded assigned at that time, and based in Cochin, India were 441, 451, 462, 466, 478, 493, 7016, 7022, 7023 and 7024.

Of those lost Telegraphist John Shipston off HMLCT 494 is buried at Pornic in Western France, Ordnance Artificer John Connolly off HMLCT 7015 is buried at Servel on the Cotes-d’Armor, France and Telegraphist Alan Fairhead off HMLCT 7014  rests within Beccles Cemetery, Suffolk, England.

It may be reasonable to assume that Alan Fairhead was brought back to England by the Convoy Rescue Ship Dundee which is recorded picking up the survivors from LCT 7014. What his condition might have been at that time will likely never be known, possibly he was barely alive and died on passage home. Had he been retrieved from the sea and ‘discharged dead’ at the scene he would likely have been buried at sea.

This may well be what happened with Sub. Lieutenant Dennis Condick who commanded HMLCT 7015, he, like Alan, off HMLCT 7014 is recorded ‘Killed’ and not ‘Missing Presumed Killed’ as indeed are the other men of the 9^th LCT Flotilla who were lost. The exceptions being John Connolly and John Shipston who were recovered at a later date. Rescue Ship Dundee is recorded picking up eleven survivors during her war service, it is possible that all eleven were off the stricken HMLCT 7014.

[Photo above was taken in a Gloucester school in 1937. Seated, second from left middle row, is Dennis Condick. In October 1944 at the rank of Sub. Lieutenant he commanded the MK3 'Star' LCT 7015 which was lost with all hands in Convoy OS92/KMS66.]

I am keen to make contact with anyone who sailed in any craft assigned to the 9th LCT Flotilla or indeed their families. So far, in addition to Bryan Shipston, I've been in touch with a relative of Dennis Condick (lost in LCT 7015), the brother of Telegraphist Alan Fairhead  (lost in LCT 7014) and a relative of Leading Wireman (Electrician) Stanley Armstead (lost in LCT 488).

Please e-mail me by clicking on the e-mail icon. Many thanks! (Tony Chapman)

Acknowledgments

This account of the tragic story of the 9th LCT Flotilla in Convoy OS92/KMS66 was transcribed by Archivist/Historian Tony Chapman of the LST and Landing Craft Association (Royal Navy) and Bryan Shipston, son of John Shipston who died when LCT 494 foundered off Lands End. It was further edited by Geoff Slee for website presentation. Extracts from Royal Navy ‘Green List’ courtesy of Mike Long.

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