My 7th draft H.M.S. BRILLIANT

I remained in Chatham Depot after I was discharged from the hospital until I was drafted to the Destroyer H.M.S. BRILLIANT I served aboard from the 13/11/1944 until the 15/6/45 her Pennant (H84) She was a "B" Class Destroyer (Built by Swan & Hunter. Launched in 1930, sold in 1947 and broken up at Troon) Its duties were to escort shipping along the south coast, another duty, when it was out turn, was to be the stand-by Destroyer. This meant to be on a 4 hour stand-by in Portsmouth harbour and having "Steam Up" ready for sea. It was rumoured that this duty was to carry VIP's to safety, should the situation arise.

On December 24th,1944 the troopships S.S.Leopoldville, and the S.S.Cheshire left Southampton to cross the Channel. H.M.S. Brilliant, H.M.S Anthony H40, H.M.S.Hotham and the Free and the French frigate Croix de Lorraine were the escorts. Captain J. Pringle of HMS Brilliant, then signaled the Leopoldville and the other vessels to commenence zagging, a command that had never before been given to the Leopoldville during a Channel crossing, but which seemed advisable due to recent increased submarine activity. At 14-30hrs, Brilliant hoisted the Black Flag to warn the escorts that a submarine contact had been made. We moved out to drop depth charges. At 14-45hrs the alert was canceled, but another alert was called at 15-00hrs, again being canceled at 15-10hrs. The convoy resumed its diamond-shaped formation, with Brilliant, Leopoldville, Cheshire, and Croix de Lorraine in a line, the Anthony and Hotham taking wing positions, and recommenced zigzagging at 13 knots.

The Leopoldville was transporting approximately 2235 American soldiers of the 66th.Infantry Division across the channel to re-enforce the troops at the Battle of the Bulge. At 17-45hrs, a torpedo, fired by the U486, struck the Leopoldville, on the starboard side aft and exploded in Number 4 Hold, approximately 5 miles off CHERBOURG. Compartments E-4, F-4 and G-4 were flooded and stairways were blown away, but a few of the three hundred men in those compartments managed to escape to higher decks.

H.M.S. Brilliant went along the port side of the troopship we had put our starboard fenders over the side; the sea swell was causing a rise and fall of between 8ft and 12ft. The scrambling nets were hanging down the Leopoldvilles's port side and the American soldiers were coming down on to our upper deck. Some men had started to jump down from a height of approximately 40ft. Unfortunately limbs were being broken when they landed on the torpedo tubes and other fixed equipment on the starboard side of the upperdeck; some men fell between the two vessels and were crushed as the two vessels crashed into each other. To avoid any further injuries, if possible, all our hammocks were brought up from our mess-decks below and laid on the starboard upper deck to cushion the fall of the soldiers as they landed.

The servicemen were asked to spread themselves as evenly as possible all over the ship, above and below decks to avoid the possibility of capsizing. At 19-20hrs, having taken on about 500 men, we pulled away from the Leopoldville as there was only a few inches of free board. I was very much aware of this, as I was standing right on the stern port quarter. To use an old naval expression, we could easily have been "pooped" As we headed for the port of Cherbourg we passed the some of the rescue craft heading for the Leopoldville. The other escorts in the convoy were still hunting for the U-boat 486. The scene on entering Cherbourg harbour was one of chaos, most of the ships along the quay had suffered the fate of being scuttled by the Germans. There was one berth available on our port side as we entered the harbour. There was just enough space, lengthways, to get along side but the captain was unable to berth the ship just by using his two propellers. After about 15 minutes, an American soldier came to the rescue with his jeep. A line was thrown to him from our stern section, he placed it over his Jeep's tow hook and slowly pulled the stern along side of the quay then placed the line over a bollard. He repeated the same action at the bow. The gangway was put out for the American servicemen to start dis-embarking. I saw them putting their English money into a GI's tin hat as they left the ship, which was handed to one of our officers. No doubt it was showing their appreciation at their rescue. It is on record that HMS BRILLIANT rescued approximately 500 men at that firstattempt but on our return to rescue more men, the LEOPOLDVILLE had sunk. The losses so I have read were 802 soldiers, 516 were missing 248 died from their injuries This catastrophe was kept under wraps and not disclosed for many years. It was a great embarrassment to the British & American Governments (See Web site- U-boat Net- History- SS Leopoldville). I do highly recommend this web site to all those persons interested in the history of WW2 The Battle of the Atlantic.

Two days after sinking the LEOPOLDVILLE the U486 torpedoed a further two British Frigates, the AFFLECK and the CAPEL in the same area. (I am unable to find any reference to these two Frigates in the ROYAL NAVY WW2 Web Site, except that some of the crew of the AFFLECK were picked up by American M.T.B's and taken to a Cherbourg Hospital.
The British Submarine TAPIR sank U486 on the 12/4/45 North West of BERGEN and All the crew was lost. We resumed our sea duties in the channel On the morning of the 21/1/1945 at approximately six o'clock I was woken by a tremendous crashing sound. I was out of my hammock and up on deck as quick as lightning, I thought I was the first to arrive there but two of my mess mates had beaten me to it. We had collided with the Canadian corvette H.M.C.S.LINDSEY, south west of the Isle Wight. The collision had split our bow open just about sea level and we were taking in water.The port anchor and its housing were ripped upwards and came to rest on the forecastle. (See photographs) We made our way to DOVER harbour where we spent the remainder of the day and night. The following morning liquid concrete was poured into the bows to seal the gaping hole near the water line. When it was deemed save, we set off across the channel, going astern all the way to HOBOKEN on the river WESTER SCHELDE in Belgium. While the repairs were being carried out in the dry dock I obtained photographs of the damaged bows.

Half the ships Company was given leave and they went off to the UK via a returning empty TLC (Tank Landing Craft). A break of three days had been arranged for small parties of six ratings from the remaining ship's crew to have a few days in BRUSSELS. On arrival by train we were taken to the hotel de Colonies which was the Headquarters of the American forces. I was shown to a large bedroom with a large bed with an en-suite bathroom/shower room all to myself. It was a very pleasant experience to sleep in a comfortable bed for a change. I often wonder at the manner in which we treated by the Americans in Brussels was the fact that they were aware of our involment with the Leopoldville. I was due to go on leave on my return to the Brilliant. My eventual departure was delayed by one day as the returning crew was torpedoed in the channel returning from their leave, aboard a Tank Landing Craft,fortunately no one was hurt or lost.

I, with the other half of the Ships Company went on leave for two weeks. June 1945.
It was while I was on this leave that Germany surrendered on the 7/5/1945 I returned to the Brilliant after my leave but for the last time was drafted to Chatham Depot.I spent my remaining time in the R.N.in Chatham Depot until the news of the Americans' action of the dropping the two Atom bombs, which ended the war in the Far East. The demobilisation lists were placed on the notice boards, I was in group 45. Finally the day arrived and I took my place in the line I came before the officer and handed him my pay-book. He looked up at me and said:- I have the authority to offer you the rank of second lieutenant if I was prepared to sign on for a further three years OR go on leave and let them know before the end of the official date of my leave. I was told that I would receive my discharge papers, by post, within the next few days and that I should report to a Captain Bull's office, which was situated in the city centre of HULL, E. Yorks. After approximately three weeks, I decided to go and see Captain Bull and inform him that I wished to accep the rank of Sub Lieutenant but I had not received my discharge papers. He contacted the Admiralty Dept. and was told to inform me that they had been posted to my home address, that of my mother and fathers' address and not having these documents, the offer was withdrawn. It was many months later that my discharge papers came to light. Apparently, they had arrived safe and sound a few days after I arrived home after being discharged from the Navy.