The ‘Two comma Four’!

Most military veterans will remember the 2.4 km run, it’s a test that is permanently burned into memory; the “two comma four” run is a fitness threshold and has to be completed in under 12 minutes.  No easy run, especially when you consider the run is done in military fatigues with boots, webbing, assault rifle and helmet.

At all phases of South African military training, from basics onwards and even after training the 2.4 km run was used to establish the fitness and readiness of all serving personnel (so too a little cheating as this author was to find out when senior officers were called out to complete the run – only to run around a wall and wait till the younger and fitter officers to come back and rejoin them).

Those national servicemen who did “Junior Leaders” (JL’s) officers or non-commissioned officers course as part of their National Service were expected to meet this minimum standard of 12 min or less for this run, running with rifle, webbing and helmet to complete their ‘officers course’.

“Pah” I hear some runners out there say – easy! So here’s a challenge – map out a 2.4 Km run, find a pair of leather sole shoes or boots (no nice running shoes), then add 18 kg odd in lead weights to a backpack (this will simulate the weight of the “helmet”, “rifle” and “webbing”) – and then head out for a sub 12 minutes and let us know how you get along.

For interest the 1.5 mile (2.4 km) test is known as “The Cooper test”, originally designed by Kenneth H. Cooper in 1968 for US military use to test for physical fitness.

Written and researched by Peter Dickens

“This bastard is going to kill me”; Albie Götze’s Legion d’Honneur

AG8.jpg.opt310x457o0,0s310x457At a ceremony held in Cape Town on the 13th February 2018, the Ambassador of France to South Africa, his excellency Christophe Farnaud, bestowed the signet of Chevalier de l’Ordre de la Legion d’Honneur (Knight in the Legion of Honour), France’s highest honour on one of the last surviving South African D Day veterans, General Albert (Albie) Götze.

So how is it that Albie Götze is awarded France’s highest honour and how did it come about?  In a nutshell, the French government decided that all World War 2 ‘Allied’ veterans who took part in the D Day landings and liberation of France should be given their highest honour for military and civil merit, the  Légion d’honneur, (LdH) and they announced this on the 70th anniversary of D-Day in June 2014 as a special thank you those who fought and risked their lives to secure France’s liberation during the Second World War.

Simply put, Albie ‘was there’ on D-Day.  As a young South African Air Force pilot he was seconded to the Royal Air Force and he took part in D-Day operations flying a Spitfire doing beach sweeps and patrols.


Iconic image which captures the moment, Commandos of 1st Special Service Brigade land on Queen Red beach, Sword area, c. 0840 hours, 6 June 1944 (D-Day)

Albie Götze’s story is something else, he was born in January 1923 in Prieska, a tiny town on the south bank of the Orange River, situated in South Africa’s Northern Cape.   In mid 1942 he volunteered to take part in World War 2 and  joined the South African Air Force and subsequently was selected for fighter pilot training.

After he finished  flying training he was sent to the Middle East  where he was seconded to the Royal Air Force and joined up with RAF No.127 Spitfire squadron in April 1944.

In April 1944, the squadron moved to England in preparation for Operation Overlord where it was assigned to 132 Wing (Norwegian) of the 2nd Tactical Air Force and operated as a UK defence unit. They flew patrols and bomber escorts to mainland Europe as well as some fighter-bomber work. During this time Götze was involved with shooting down four German V-1 flying bombs.


Albie with 127 squadron, seated 2nd from the right.

127 Squadron arrived at North Weald on 23 April 1944, where it was equipped with the Spitfire IX. Operations began flying fighter-bomber missions over France on 19th May 1944.  The squadron played its part in the D Day landings and subsequent days, and Albie and his colleagues found themselves flying sweeps of the landing beaches, escorting bombers, armed recces and dive bombing specific targets.

On 21st August 1944 127 Squadron moved to the European continent where it flew fighter-bomber missions from various airfields in France, Belgium and Holland, eventually basing itself at B.60 Grimbergen, in Belgium.  Albie flew his last Spitfire mission for 127 Squadron from B.60 on the 03 August 1944.

127 Albie2

No 127 Squadron Spitfire XVIE (RR255/9N-Y) has its daily inspection in a sea of mud at Grimbergen (B-60).

Later in August 1944, owing to the high attrition and demand for pilots flying Hawker Typhoons, Albie was transferred to RAF No.137 squadron flying this notorious Typhoon ground attack aircraft. In Typhoons he participated in Operation Market Garden and other Rhine crossing operations.

Operation Market Garden (17–25 September 1944) was an unsuccessful Allied military operation, fought in the Netherlands and Germany, using mainly airborne and land forces with air support to liberate the Dutch cities of Eindhoven and Nijmegen but failed in keeping their further positions in and around the city of Arnhem with its strategically important bridge over the river Rhine, the action there resulted in high rates of attrition of Allied forces trying to hold one side of the bridge, forcing an eventual withdrawal.

RAF 137 Squadron almost always operated at low altitude (“on the deck”) and was mainly employed  to attack targets such as armour, anti-aircraft installations, specific buildings, transports and enemy personnel. For this reason, flying in the Typhoon squadron was dangerous and high risk. According to Albie, flying the Typhoon at this time was regarded by Allied officers as the “most dangerous job that these buggers could ever have volunteered for”.


137 ‘Rocket’ Typhoon Squadron, 24 December 1944, Albie is in the middle row, third from the right.

The losses were extreme and hence replacement pilots were usually filled with volunteers.  To illustrate just how dangerous this was, Albie goes on to say “we lost a 151 pilots flying this thing (Typhoons), on Operation Market Garden alone, in just one single day we lost 21 pilots on Typhoons”. Combat was brutal in its simplicity, according to Albie it was as simple as “That guys gotta be shot down (the enemy), not me!”

The Typhoon missions, although very dangerous were also very formidable.  Albie describes that aside from the rocket firing capability it could also deliver a wall of lead, consider this own words “Can you imagine yourself flying over there, (Typhoons) have two 20mm guns, each one has 4 bloody spouts .. now, the 20mm shoots 600 shots a minute, can you imagine 600, 4 of them, that’s 2400, and there’s not just that one, there’s another Typhoon behind him (the wingman), that is 4800 bullets you have coming towards you (as the enemy)”

Albie’s aircraft was hit on occasions and he made a few crash landings with damaged aircraft.  He recalls on such incident as if it was yesterday, it is a very brave account of combat flying, honest, harrowing and even a little funny (in the darkest manner of ‘military humour’).  He picks up the story:

“I got shot one day, as a matter of fact I was watching this guy shooting at me,  with a 88 mm, he shot at me and I looked and I said to myself ‘this bastard is going to kill me’ … he shot me at the back of the fuselage, but, the 88mm did not explode for some unknown reason, God must have said ‘I not gonna put this fuse on’,  But it did cut my trim-wire to my rudder and all it does is that your aircraft just rolls over and you go strait in, but fortunately I was able to ‘catch it’ (arrest the aircraft roll with opposite ailerons);

… but I could only fly at an angle  a friend radioed and said ‘Albie are you in trouble?’, I said to him ‘yes’, I can’t see out, at this time as I got down into the cockpit and grabbed hold of the rudder bar in order to keep on flying, otherwise I would go down.  He said “I will fly on top of you”, been down there you can’t see out of the cockpit, all I could see was up, he brought me home like that, him flying on top (as a visual marker), me underneath.   When I did the crash landing, that scoop on ‘the typhoon’ is full of oil and it sparked and catches fire quickly, I was so scared, before the plane came to a stop, I was out of the cockpit and I ran so fast that the ambulance could not catch me”.

Typhoons of 137 squadron.

Hawker Typhoon Mk IBs of No. 137 Squadron RAF on the ground at B78/Eindhoven, Holland, as another Typhoon flys over.

After the war Albie participated as a navigator in the Berlin Airlift of 1949 where they flew around the clock supply flights from West Germany – for which he recently received a campaign medal from a grateful Royal Air Force and Her Majesty’s Armed Forces.

The Berlin Air Lift was an extraordinary event where Allied crewmen risked their lives to save the citizens of Berlin after World War 2.  The new ‘Soviet’ states (East and Central European states drawn into the advancing Soviet/Russian army) in a bid to remove Allied presence from within what was known as the  ‘Communist Iron Curtain’ initiated a blockage to Berlin, the Allied forces had half the control of Berlin, a city now situated far inside the newly defined ‘East Germany’.

The Soviet’s blocked the land-bridge to the city, literally starving the Allied part of the city of food, fuel and supplies, the only way to keep citizens in fuel and food was to fly it in and create a ‘air-bridge’.  A number of SAAF pilots and South African pilots seconded to the RAF took part in this very humanitarian mission, in essence they saved the city.

In 1951 Albie completed a combat tour with SAAF No. 2 squadron to Korea as part of a US Air Force formation where he flew F-51D Mustangs, and he has again received recent honours and thanks from the South Korean government for his involvement in the Korean War. To many, the South African participation in the Korean War is relatively unknown, but as part of United Nation contributions to the war effort South Africa sent a squadron to South Korea to fight in the Korean War.  2 Squadron SAAF (known as the ‘Flying Cheetahs” was sent and they were initially based at K10, Chinhae Airbase in South Korea during the war.

At the beginning of the Korean War fully armed SAAF F51D Mustangs set off from this base (K10) in ground support roles, mainly in close support of American troops.  Bombing enemy defensive positions in close support of ground troops is often sarcastically referred to as “mud moving” and highly dangerous as the aircraft has to get right into the battle at very low altitude and speed. The high attrition of South African pilots lost in this role during the war is again testimony to that (see. The SAAF’s Mustangs baptism of fire and the urgent need for jet powered fighters).

Albie had a long and successful career in the SAAF, serving in South West Africa (Namibia) during the Border War and ended with the rank of Brigadier General. He was responsible for the introduction and implementation of the South African air defence system with the underground head station at Devon. He was also responsible for the system to be fully computerised.

Albie was also the personal secretary of the State President of South Africa for 4 years and he retired from the Air Force in 1978.

Albie’s Legion d’Honneur 

Getting Albie his due recognition and his Legion d’Honneur (LdH) from the French government for his participation in Operation Overlord was also a journey in its own right.


Peter Dickens (left), the French Ambassador to South Africa his excellency Christophe Farnaud (middle) and Albie Götze (right) – note his LdH pinned by the Ambassador above his medals

It started when Tinus Le Roux, a renowned SAAF historian and filmmaker, contacted the author of this article – Peter Dickens and asked if the South African Legion’s branch in England could follow-up on Albie’s LdH application, he had assisted Albie with it and there had been no response on the application for some months and they were concerned.  Quick to the mark Cameron Kinnear, also from The South African Legion engaged Lorie Coffey at Project 71, a veteran’s charity in the United Kingdom, to look into the matter.

bokclear3Indeed there had been an administrative oversight and Albie’s LdH application was kick-started again by the South African Legion, and finally Project 71 was able to get a LdH issued by the French Ambassador to the United Kingdom, her excellency Sylvie Bermann.

saafa6-600x400-91With an LdH finally in hand, and in South Africa,  Philip Weyers from the South African Air Force Association (SAAFA) was contacted to arrange a suitable medal parade for a handover, Philip and SAAFA were also able to engage the French embassy in South Africa, who very keenly agreed to undertake the official presentation to General Götze.

After all the ceremonies and official presentations were done, the French invited all to attend a small lunch, it later turned out that the French Ambassador to South Africa, his excellency Christophe Farnaud, was a keen modeller of aircraft and had built Typhoon models as a child.  The Ambassador stayed to the end of the lunch to see a print of a painting of a Typhoon by the late Derrick Dickens presented to Albie in appreciation by his son, Peter Dickens. Looking at the painting Albie opened up with all sorts of harrowing tales of fighting and flying in a Typhoon much to delight of the Ambassador and the remaining guests and journalists.


Typhoon ‘full frontal’ by Derrick Dickens

It was a journey, and highly rewarding, the right man received the right recognition and it was awarded in the right way.  It is a journey that we as Legionnaires stand by our motto ‘not for ourselves, but for others’ and we are proud to have played a role.

Albie’s testimony 


The Legion d’honneur

Albie’s tour of service is well worth a watch, and this short documentary produced by Tinus Le Roux on his tour is an outstanding capture of one of South Africa’s D Day heroes , a snippet of history that needs to be preserved and told and retold, take the time to watch it and feel free to share it.

There are very few of these South African’s left, lest of which our D-day veterans, national (and international) heroes of which there are only a precious three left in South Africa, and Albie is one of these men – the last of an outstanding legacy of South African men whose bravery and honour literally saved the world from a world of extreme evil empires and ideologies, Albie’s LdH and France’s greatest honour well-earned.


Written by Peter Dickens.  Image copyright, Karen Dickens, references attributed to Dean Wingrin and Tinus Le Roux.  Video interview with Albie copyright and sincere thanks to Tinus Le Roux.  Painting ‘Typhoon Full Frontal” artist Derrick Dickens, copyright Peter Dickens.  Images were referenced copyrighted to the Imperial War Museum.  Albie’s personal images used with thanks to Albie Götze and Tinus Le Roux, copyright Albie Götze.

The featured image shows Typhoon Mark IB, MN234 ‘SF-T’, of No 137 Squadron RAF with a full load of 60-lb. rocket-projectiles beneath the wings, running up on an engine test at B78/Eindhoven, Holland – copyright Imperial War Museum.


The last South African Navy ship to be lost in action; HMSAS Treern

It is not known now to many modern South Africans, but the South African Navy lost four ships in total during WW2, all of them minesweepers.  Hardly recognised today all these ships carried with them tales of great bravery,

The first ship lost in the Mediterranean near Tobruk was the HMSAS Southern Floe with its remarkable tale of a single survivor (see The HMSAS Southern Floe was the SA Navy’s first ship loss & it carries with it a remarkable tale of survival.).

The second ship lost was the HMSAS Parktown, which went down fighting during the Fall of Tobruk in Libya, with the HMSAS Bever fighting at her side out the port (see The feisty South African minesweeper that went down fighting – HMSAS Parktown).

The third ship to be lost was the HMSAS Parktown’s sister ship, the HMSAS Bever which went down later in the war during the liberation of Greece when it struck a mine, and carries with its story a tale of miraculous survivors (see “Under a hail of shells”; Recounting the bravery and loss of HMSAS Bever).

The final minesweeper to be lost was the HMSAS Treern, it was tragically lost right at the end of the war, and it remains the last South African vessel to be lost in action, even to this day, yet hardly anyone is aware of her history.

So lets examine this last combat loss, and why it is that we tend to overlook all this sacrifice at sea in the South African Navy’s vessels during the Second World War.

The second minesweeping flotilla prepares for the Mediterranean 


HMSAS Treern

On the 12 May 1941, the HMSAS Treern (under the command of Lt. H H Cook) is commissioned, she is a whaler now converted for wartime service.  Now a magnetic minesweeper she is given her number T451 and allocated the pennant number 94.

By the beginning of November 1941, there is a small flotilla of South African minesweepers ready for deployment in the Mediterranean in support of Allied combat operations there.  The HMSA Ships, Bever, Gribb, Seksern, Imhoff, Treern, Parktown and Langlaagte, all are former whale catchers of about 260 tons and built between 1926 and 1930, and all are ready to go as part of the 166th Minesweeping Group in the Mediterranean.   Each minesweeper is fitted with one 3 inch gun plus smaller QF guns, depth charges and LL sweeps.  They are the second group of South African minesweepers to sail from Durban for the Mediterranean.

The liberation of Greece 

The Treern has a long record of service conducting duties alongside Allied shipping, she spends almost the entire war in the combat zone, towards the end of the war she finds herself under the command of Lt. P Byrne assisting in the liberation of Greece sailing in the Aegean Sea – the end of the war in Europe and surrender of Germany is a tantalising four months away.

By January 1945 the situation in the Greek Islands was somewhat confused. Initially the task of the Allies appeared to be a straightforward one; simply the supply and distribution of food and other essentials and the opening up of communications which, from the nature of the country, was largely by sea. However, internal dissension (which the retreating German forces had done their best to promote) considerably complicated and delayed the Allied take over.


The Greek People’s Liberation Army or ELAS was the military arm of the left-wing National Liberation Front (EAM) during the period of the Greek Resistance until February 1945, then during the Greek Civil War.

HMSAS Treern, with orders to relieve HMSAS Seksern at Volo, arrived there at noon on 27 December 1944 only to find the harbour deserted and therefore anchored in the bay whilst radioing for instructions. Soon afterwards an emissary from ELAS (Greek People’s Liberation Army) arrived, ELAS was one of the factions in the internal dissension in Greece caused by the vacuum created by the German occupiers retreating from Greece.

The ELAS emissary informed the HMSAS Treern that Volo was under ELAS control and then asked the Captain what his intentions were.

The ELAS emissary eventually agreed to let the ship remain there for the night. Next morning Treern left for Skiathos where she met up with the British destroyer, HMS Musketeer, considerably to the relief of both captains, and came under the orders of the Musketeer.

In the town of Volo a somewhat lukewarm ELAS control prevailed – political fervour being influenced by the presence of the destroyer and her 4.7-inch guns, under cover of which all local craft, arriving and leaving, were interrogated and searched for arms.


Treern assisted in this duty for the next few days before being attached to a small naval force then operating against the ELAS in the Gulf of Volo and along the north-east coast of Euboea.

The loss of the HMSAS Treern

On the morning of 12 January whilst off the northern shore of the Trikiri Channel and towing a caique laden with fuel for motor launches then lying off Volo. At about 08:30 there is a huge explosion, presumably caused by a mine, which destroys Treern almost immediately with a very heavy loss of life.

Only one man survives 

The only survivor, Stoker J.J. Bosch, later states that he was in the port waist, while most of the other men off duty were watching a pig being slaughtered on the boat-deck above him. Suddenly he felt a tremendous concussion and found himself somersaulting through the air into the water. On coming to the surface he found a life buoy floating near him and saw the last few feet of the ship’s bows disappear below the surface.

At the same time another mine exploded about 100 yards away, presumably a sympathetic detonation caused by the first explosion. One of his legs had been injured, but the caique picked him up and about an hour later transferred him to HMS Musketeer.

Honour Roll

MPK means ‘Missing Presumed Killed’.  SANF stands for ‘South African Naval Forces’.

22308811_10155537271456480_3745202244434378650_nANDERSON, Robert D, Engine Room Artificer 2c, 71067 V (SANF), MPK
BARKER, Ronald E, Sub Lieutenant, SANF, MPK
BLAKE, Robert E, Petty Officer, P 6572 (SANF), MPK
BROWN, Ian H, Able Seaman, 71719 V (SANF), MPK
BYRNE, Patrick, Lieutenant, SANF, MPK
DAVIE, William, Stoker 1c, 70681 V (SANF), MPK
ENGELBEEN, Leslie C, Able Seaman, 562235 V (SANF), MPK
JACOBZ, Frank H, Stoker 1c, 70374 V (SANF), MPK
MATTHEWS, George A, Stoker 1c, 70728 V (SANF), MPK
MCINTYRE, William G, Cook (S), 585360 (SANF), MPK
MCLARTY, William D, Leading Stoker, 562246 V (SANF), MPK
MCLEAN, Godfrey, Able Seaman, 562455 V (SANF), MPK
NILAND, St John E, Able Seaman, 209905 (SANF), MPK
PERRY, Desmond A, Petty Officer, 71211 (SANF), MPK
REID, Kenneth H, Signalman, 562143 V (SANF), MPK
SALCOMBE, Francis R, Stoker 1c, 58589 V (SANF), MPK
STAPELBERG, Willem J, Steward, 562221 V (SANF), MPK
SUTTON, Donald A, Able Seaman, 70426 (SANF), MPK
SUTTON, George A M, Leading Seaman, 586403 V (SANF), MPK
TRAFFORD, William O, Able Seaman, 71222 V (SANF), MPK
VILJOEN, Dennis A, Telegraphist, 70984 V (SANF), MPK
WHITE, Charles W, Petty Officer, 562200 V (SANF), MPK
WULFF, Emil F, Leading Seaman, 562466 V (SANF), MPK

In Conclusion

Successive generations of South Africans have not been exposed to the gallantry of South African servicemen at sea, many remain blissfully unaware of all the heroic actions of South African fighting ships during World War 2.

Little remains of this history, and it now has to ‘dug up’ from recent research conducted by Chris Bennet and Allan du Toit, very little to nothing is available in public on-line records such as Wikipedia, such is the degree to which it has been wiped from the South African national consciousness.

The reason for this is political, the incoming Nationalist government after the war in 1948 regarded all of South Africa’s and Smuts’ exploits during World War 2 as one of treachery (siding with the ‘hated’ British), so no large-scale Naval commemorations or recognition ceremonies were ever undertaken by the South African Navy to maintain this memory.

Researched by Peter Dickens.  Reference: Large extracts taken from Day by Day SA Naval History by Chris Bennett. Casualty Lists of the Royal Navy and Dominion Navies, World War 2 by Don Kindell. Images of South African vessels courtesy Allan du Toit and reference from his book ‘South African Fighting Ships’.

Finding Geater’s Beaufighter

gtr70The feature image is Major Arthur Geater’s Bristol Beaufighter which was found in Sept 2013 after being undiscovered for 69 years since it was ditched and sank.  The discovery is a story itself, but so too is Arthur’s.

Reginald Arthur Geater joined the South African Air Force (SAAF) during the Second World War and qualified as a twin-engine pilot, he also served for a long period as instructor and in 27 transport/maritime squadron, flying Venturas and Dakotas.

He was eventually sent to Italy in mid 1944 for operational service with 19 squadron, flying the rocket firing Bristol Beaufighter. During his operational service he flew mostly sorties to targets in the Balkans. Missions consisted of  rocket attacks against enemy shipping, motorised transports,  gun emplacements, buildings and rolling stock.

Arthur Geater s cr.jpg.opt856x378o0,0s856x378

His operational tour was very eventful. On his very first combat sortie Arthur was shot down over the sea. He and his navigator survived the ditching and he was eventually able to returned to his squadron after a short ordeal behind enemy lines staying with locals on Greek Islands.  So what happened?


Painting by Derrick Dickens, SAAF Beaufighters attacking German ships in the Mediterranean. Acrylic on canvass – copyright Peter Dickens.

The attack and ditching 

In the afternoon of September 12, 1944  Bristol Beaufighter KV930 of 19 SAAF (South African Air Force) Squadron took off from Biferno (Italy), along with three other aircraft. On his very first mission was our hero for today, Arthur Geater along with his navigator  Stan Dellow seconded from the Royal Air Force.  Their mission was a simple one, search for enemy shipping amongst the Greek Islands and destroy them.

The sortie of four SAAF Beaufighters comb an area of Greek Islands looking for German military vessels, the search are spans from Preveza in northwestern Greece, located at the mouth of the Ambracian Gulf, then across to Lefdaka Island, then over to Kefalonia island with their mission finally taking them as far as Zakynthos Island.

Late in the afternoon at approximately 17:05 hrs. they reach the northern tip of Ithaki Island and spot a German vessel, it is a “Siebel” ferry, and it was hiding from air attack in one of the fjord-like coves of the island.


German Navy Siebel ferry

The Siebel ferry was a shallow-draft catamaran landing craft operated by Germany’s Wehrmacht (Army) during World War 2. It served a variety of roles (transport, flak ship, gunboat, convoy escort, minelayer) in the Mediterranean, Baltic and Black Seas as well as along the English Channel. They were originally developed for Operation Sea Lion in 1940, the abortive German invasion of England.

The SAAF Beaufighters immediately started their attack, but were greeted with strong anti-aircraft fire from the heavily armed Siebel. Geater’s Beaufighter was hit with both engines receiving hits from multiple Anti-Aircraft rounds.  Oil and thick smoke erupted from the engines and Arthur Geater took the decision to ditch the aircraft in a controlled sea ‘landing’ before it became an uncontrolled one.

The Siebel sustained heavy damage and according to German records and was eventually beached to avoid sinking.

Remarkably an image of the attack also survives, and here you can see the German ship (ferry) that shot Arthur down from a photograph taken during the attack from the SAAF 19 Squadron Officer Commanding’s gun camera.


Geater successfully managed to ditch the aircraft and both he and the navigator climbed out the sinking Beaufighter and took to an inflatable dinghy which was on board for just such an eventuality.

Local Greek Islanders who saw the Beaufighter ditch rushed to their fishing boats to rescue the two Allied airmen. Keen as punch to do their bit in the war, and with a disdain for their German occupiers, the local Greeks took great pride in rescuing Allied airmen, one local remembered the time and said, “we would row as fast as possible and would even get into a fight with the other Greeks rushing to the scene in order to reach the airmen first!”

Within thirty minutes of ditching the two Allied  airmen were saved by Greeks and taken to Ithaki island, where they were provided with both food and shelter.  Arthur Geater’s adventure was not to stop there, whilst the two airmen were moved in a small fishing boat to another hiding place on the island, they were stopped at sea by a German patrol combing the area trying to locate the airmen.

Stan Dellow could not swim and remained on the boat, Arthur Geater could and he dived into the water and swam to freedom.  Stan Dellow survived the war, but was caught and spent the rest of the war as a POW (Prisoner of War) at the Sagan POW camp in Poland.

Arthur Greater got away and managed link up with the Greek resistance in Ithaki he eventually managed to return to Italy and re-joined his Squadron.  He was never shot down again and stacked up a number of successful sorties against enemy rolling stock, shipping and buildings.  He even participated in a daring SAAF raid when a German mine layer ship, the “KuckKuck” was sunk.

ss7Arthur was awarded the Distinguished Flying Cross for his exceptional service. After the war he had a long and successful career in the printing industry and passed away on 3 November 1992.

Finding Geater’s Beaufighter

Makis Sotiropoulos

Makis Sotiropoulos with his sonar equipment

Makis Sotiropoulos, an experienced scuba diver living on Ithaki Island, as a boy he had heard the story from the local Greek Island elders about “the aircraft which fell out the sky in 1944″ and he took to the challenge of finding it.  After many years of research and obtaining eyewitness reports he surveyed the area using sonar.

In September 2013 his search came to an end when then distinct shape of an aircraft, sitting at the seabed was mapped by the sonar.  Major Geater’s Bristol Beaufighter was found.  The wreck was dived and confined it was indeed the SAAF Bristol Beaufighter ditched on that fateful hat day.

The exact position of the aircraft wreck is however not shared publicly now, and for good reason as it is within diving limits and modern-day trophy hunters and looters would strip the aircraft clean.  According to Makis Sotiropoulos “this aircraft should remain as it was on the day it was ditched. We have the moral obligation to keep the Beaufighter out of harm’s way, as many relic hunters and looters would make a fortune out of her parts, thus destroying History”.


For prosperity, here are some of the underwater pictures of this most remarkable story and equally remarkable find.

Written an Researched by Peter Dickens.  Thanks to Tinus Le Roux and to Julie Geater for all the information and images.  Extracts from Tinus Le Roux’s dedication website SAAF WW2 Pilots Arthur Geater and from Found and identified: The Beaufighter KV930 shot down on 12 September 1944 By Pierre Kosmidis.

Photos and historical research: Makis Sotiropoulos and George Karelas. Diving and Research Team: Makis Sotiropoulos, Dionyssis Giannatos, Vassilis Medogiannis

Artwork by Derrick Dickens, SAAF Beaufighters  – copyright Peter Dickens.  Schematic artwork by Tinus Le Roux, copyright.

The international ‘Boy’ Scout movement’s wartime origin in South Africa

Ever wondered why South Africa has two separate ‘Boy/Girl Scout’ youth movements, one based on the International Scout movement started by Robert Baden-Powell called the ‘Scouts’ and one called ‘Voortrekkers’ primarily aimed at Afrikaner youth only?

They are both great movements aimed at equipping the youth with life skills and a sense of the ‘outdoors’.  So why the need for a separate Afrikaner one?  Well, it all goes back to The 2nd Anglo-Boer War, and the inspiration for the International Boy Scout movement.

So how did this come about?

Boer Forces lay siege to Mafeking


Robert Baden-Powell

The start of the Second Boer War in South Africa in 1899, came when the Boer’s declared war on the British and invaded the British Colonies of Natal and the Cape whilst the colonies were relatively weakly defended.

Much sabre rattling over British miner’s citizen rights in the Transvaal and Imperial Expansionism had preceded the invasion and as the clouds of war began to build, without a full expeditionary force or the ‘Causus Belle’ to raise one, the British compromised by building up local regiments of Mounted Rifles made up of citiz­ens in their colonies of Natal and the Cape.  One such commander up for this task, and who was already in South Africa, with experience fighting Zulu and Matabele wars was a certain ‘Colonel Robert Baden-Powell’.

Initially  instructed to maintain a mobile mounted force on the frontier with the Boer Republics. Baden-Powell and his officers had three tasks: to resist any Boer invasion of the Natal Colony, and in the event of an invasion to draw the Boers away from the coastal ports to enable the relieving British expeditionary force to land  and finally by show of force to discourage the local Afrikaners in the Cape and Natal from supporting the Boers of the Orange Free State and Transvaal (ZAR) Republics.

More than just maintaining a mobile mounted citizen force, Baden-Powell used initiative and also amassed stores and a garrison at Mafeking. While engaged in this, he and much of his intended mobile force was at Mafeking when the town was surrounded and laid to siege by a Boer army.


General Piet Cronje’s 94-pounder Creusot ‘Long Tom’ gun been aimed at Mafeking during the siege.

Mafeking was located right on the boundary where the British Cape Colony and the Boer Transvaal met, it was a ‘frontier town’ and the most remote British town, it could not be more further flung from its capital in Cape Town. It was however still a ‘British’ town and during this Siege of Mafeking, Colonel Baden-Powell and his 2,000 men defended the town as best they could from the 8,000 Boers who continued to shell the town and tried to starve and bomb it into a surrender.

Whilst Baden-Powell and his small force defended Mafeking and sat out the bombardment and starvation, the British amassed their Expeditionary Force destined from the United Kingdom via Cape Town – to take back their besieged towns of Kimberley and Mafeking in the Cape Colony and Ladysmith in the Natal Colony.

This horrendous siege of Mafeking’s civilians and military garrison lasted 217 days from October 1899 to May 1900, and turned Robert Baden-Powell into a national British hero.

The Mafeking Cadet Corps, 1899-1900

Because of the shortage of military manpower in Mafeking, Baden-Powell was quick to put 18 volunteer British adolescents in the Mafeking Cadet Corps to use.  These cadets were used during the siege to support the British troops defending Mafeking.  They were tasked to carry messages around the town and to out­lying fortifications.  They were also used to help with the wounded and act as lookouts, warn­ing the townspeople when the Boer siege guns were aimed and fired at different parts of the town.


Boer artillery firing on Mafeking

These tasks freed up adult men for military duties and kept these young cadets occupied during the Siege. The boys took their new job with pride, instead of running around collecting used or parts of shells, they now actually participated in the war, and were soon a recognised part of the town defences. The corps was quickly grown from 18 to 38 volunteer white boys below ‘fighting’ age (some sources indicate 40 Cadets).

Their leader was the 13-year-old Warner Goodyear, who became their Sergeant-Major. They were given khaki uniforms and a wide-brimmed hat which they wore with one side turned up (known as a ‘slouch’ hat), and a Glengarry cap, and the towns people easily identified them and often commented on their smartness.


The original group of Mafeking Cadet Corps

At first the Cadets used donkeys for mobility, but as the siege ran on, food became scarce and the donkeys became dinner. From then on, the cadets used bicycles instead, often cycling in hazardous conditions as they delivered messages whilst under heavy artillery fire. In one famous story, Baden-Powell related the following conversation with one of the cadets: I said to one of these boys on one occasion, when he came in through rather a heavy fire: ‘You will get hit one of these days riding about like that when shells are flying’. And he replied ‘I pedal so quick, Sir, they’d never catch me’.

2010215_warnergoodyearmafekingThe town produced its own postage stamps, known as “Mafeking Blues”, for postage during the siege. Since all the letters were delivered by the Cadets, the town even issued a new stamp in honour of them, the new design showed the leader of the Cadet Corps, Warner Goodyear,  seated on his bicycle. After the siege, the special Mafeking stamps became collectors’ items all over the British Empire.

The Mafeking stamps were unusual among the stamps of the British Empire at that time, because they did not depict the monarch. Warner Goodyear, died in 1912 in a sporting accident at the early age of 26.

Frankie Brown, a 9-year-old boy, was killed by a shell during the siege, and is sometimes claimed as a cadet casualty, although it is unlikely that he was a cadet. The youngest cadets on the nominal roll were aged 11.

The siege was finally lifted on 17 May 1900, when a flying column of some 2,000 British soldiers, including many South African volunteers from Kimberley, commanded by Colonel B. T. Mahon of the army of Lord Roberts, relieved the town after fighting their way in. Among the relieving force was Major Baden Baden-Powell, brother of the town garrison commander Colonel Robert Baden-Powell.

At the end of the siege, 24 cadets were awarded the Defence of Mafeking bar to the Queen’s South Africa Medal.

Inspiration to start the Scouts 

These cadets are considered within the Scouts as the forerunners of the Boy Scout movement because they were one of Baden-Powell’s inspirations in creating the Scout movement in 1907.  Baden-Powell during his early military career in Rhodesia and Natal had started to write on military scouting, and the survival of such military scouts in extreme environments.


The Mafeking Cadet Corps, published in the book “Petticoat In Mafeking. The Siege Letters of Ada Cock “There are 45 Cadets in the Image, taken some time after the siege had ended.

He had not however turned this thinking to include ‘Boys’, however during the siege of Mafeking  he was sufficiently impressed by the Mafeking Cadets, with both the courage and the equanimity with which they performed their tasks, and he was to use them later as an object lesson in the first chapter of Scouting for Boys.

After the 2nd Anglo Boer War ended in May 1902, Baden-Powell returned to the United Kingdom in 1903 as a national hero.  He was familiar with a organis­ation called The Boys’ Brigade, founded by his friend William Alexander Smith back in 1883.  Members of the Boys’ Brigade were encouraged to combine drill and fun activities with Christian values.  At the same time his manual on military scouting ‘Aids to Scouting’ was selling quite well (no doubt off the back of his new found popularity) and was being used in Britain by teachers and adult leaders of youth organisations.

With encouragement from William Alexander Smith, and inspired by the conduct of the boys in the Mafeking Cadet Corps Baden-Powell decided to re-write ‘Aids to Scouting’ to suit a younger market.

This final document described outdoor activities, character development, citizenship and personal fitness as the core values of boy scouts, and most important, it omitted all military content.


Two important events also happened in 1907. Firstly Baden-Powell went on an extensive speaking tour arranged by his publisher, Arthur Pearson, to promote the new book. He was well received wherever he travelled in Britain. Secondly Baden-Powell organised a camp on Brownsea Island in Poole Harbour Dorset to test out his ideas for a Boy Scout Movement. Only 20 lads turned up: half from local Boys’ Brigade compan­ies and half school boys whose fathers knew Baden-Powell. But in a very important sense, this camp marked the formal beg­inning of the scouting movement.

The next year, 1908, scout packs were established across the country, all following the principles laid out in Baden-Powell’s book.  The first national Scout Rally was held at Crystal Palace in 1909. By 1920, the first worldwide Scout Jamboree took place in Olympia in West Kensington, under Baden-Powell’s leadership. Soon after this event  Baden-Powell was made a Baronet, and the rest – Cubs, Scouts, Sea Scouts, Air Scouts, Girl Guides etc. is history.

Scouting in South Africa

Typical to South Africa, put two of us in the same room and we will come up with three political parties.  This is true when it came to the founding of the ‘Voortrekkers, the Africans equivalent scout movement.  The initial tenants of ‘Apartheid’ did not really form on how to keep Blacks and Whites apart, early Apartheid philosophy focussed on how to keep the Afrikaner and English South African youth on separate socialization trajectories, with their own respective primary and high schools, sports leagues, universities and youth movements/organisations – almost every youth institution was defined as those for the ‘English’ and those for the ‘Afrikaner’.

The original concept of a separate youth scouting movement for Afrikaners was formulated by Dr. C.F. Visser in 1913 in Bloemfontein, and early on in its formulation it was already at loggerheads with the Scout movement started by Baden-Powell.  The formation of the Voortrekkers coincided with the growth of Afrikaner nationalism in South Africa, post the 2nd Anglo Boer War.  The Nationalist were anti-British and for good reason, the British has decimated the Afrikaner ‘Boer’ peoples and sitting deeply in their consciousness then (and now) was hatred, especially fuelled by the British concentration camp system, where disease took hold of deported Boer families, killing thousands of Boer women and children during the war.

The Voortrekkers was formed as the Afrikaans-language alternative in opposition to the largely English-speaking Boy Scout movement, which had a strong and overt British heritage.  The Scout movement was equally nationalistic in its initial appeal to British youth and it carried with it a 2nd Anglo Boer war inspiration and root along with a British Boer War Commander as a founder – all of which was very much despised by the Afrikaner Nationalists.

Even initial efforts by Dr Visser to consolidate the Voortrekkers under the ‘broad church’ of the more global Boy Scout movement met with resistance – both by Afrikaner Nationalists and by the directors of the Boy Scout Movement.

Issues arose over the differences of language, culture and history.  There were also further complications hinging upon religious declarations or beliefs, the religious tone of the Voortrekkers was more than that of the Scouting Movement programme. The values and principles of the Voortrekker organisation ran along Afrikaner Nationalism lines and this proved highly problematic as it politicised the movement. Therefore no agreement could be reached.

The Voortrekkers and Scouts continue to exist in parallel to one another in South Africa, the Voortrekkers still appealing to mainly white Afrikaans youth based on cultural assimilation and the Scouts are now a very multiracial youth movement in South Africa having now undergone some transformation to become more inclusive of communities outside of the ‘white English’ one.

Both are doing an excellent job in building youth skills in the appreciation and arts of outdoor living, basic life skills and value building – but both are going it very much in their own respective way.


Written and Researched by Peter Dickens.  Sources and extracts include Wikipedia and The imperial War Museum.  Additional information and images gleaned from South African Scout and Voortrekker official websites.


Rorke’s drift and the last South African medal to be issued by a British monarch!


Queen Elizabeth II

Here’s something on the SADF/SANDF’s John Chard Decoration and Medal series for long service in the Citizen Force, many who even hold the medal may not even know.  But did you know, the John Chard Decoration and John Chard Medal Series was instituted by Queen Elizabeth II in 1952 (just two short months after she became Queen) and it is the last medal to issued by a British monarch and worn by members in all four South African military formations – Army, Navy, Air Force and Medical Service.

The John Chard Medal was instituted by Queen Elizabeth II on 6 April 1952, during the Tercentenary Jan van Riebeeck Festival, to replace the South African Union Defence Force’s Efficiency Medal and the Air Efficiency Award which had been awarded to members of the Citizen Force between 1939 and 1952.  The John Chard medal series is a ‘service medal’ awarded for pre-determined tenure of service to the statuate South African defence forces.

So why ‘Rorke’s Drift’?

The John Chard medal and decoration was named after John Chard VC, the lieutenant in command of the supply depot at Rorke’s Drift during the Anglo-Zulu War, when it was attacked by Zulus on the 22nd of January 1879.  

For anyone whose seen the landmark movie ‘Zulu’, Lt. John Chard is played by Stanley Baker.  Baker stars alongside Michael Caine who plays Lt. Gonville Bromhead.

The two officers, John Chard and Gonville Bromhead both earned Victoria Crosses’ along with nine others in defending Rorke’s Drift against a Zulu army attack.  This is the largest tally of Victoria Crosses (the ultimate British award for Valour) from one single engagement, per head this battle has the highest concentration of bravery awards and decorations ever received (11 Victoria Crosses, one VC Mentioned in Dispatches and 4 Distinguished Conduct Medals).  There were only just over 150 British and colonial troops who successfully defended the missionary and crossing at Rorke’s Drift against an intense assault by 3,000 to 4,000 Zulu warriors. It is an act that has never been repeated, and likely never to happen again in future.

So why so many Victoria Crosses for so few defenders?  Well, simply put , a significant part of the British expeditionary force had been annihilated at the Battle of Isandlwana on the same day 22 January 1879, and the little missionary and crossing at Rorke’s Drift was the last line of defence should the Zulu Army have built on its victory at Isandlwana and invaded the British colony.  The Natal Colony would have been for the most part left defenceless whilst Lord Chemsford and the remaining bulk of British forces searched for the Zulu army in the Zulu Kingdom itself.  The action of these ‘few’ at Rorke’s Drift literally saved an entire British colony.

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The Battle of Isandlwana was an embarrassing defeat for the British. The British Empire suffered its worst defeat against an indigenous foe with vastly inferior military technology. The site today is most interesting, because of the hard ground the British were unable to bury their dead, so they built stone cairns where they fell to cover them instead. These cairns, painted white – are a grizzly reminder of the calamity which took place there and literally map and bring the battlefield into perspective.

So why is John Chard singled out?


John Chard VC

John Chard was a lieutenant in the Royal Engineers who was busy building a pontoon bridge across the river, when he received the news that Isandlwana was under fierce attack.

Leaving his work, Chard rushed to the mission station at Rorke’s Drift, here he calmly set about building defensive walls around the hospital using bags of grain and biscuit tins.  Chard took up overall Command to defend the missionary buildings and it was his strategy and tactics during the battle that literally saved the day and helped to avoid complete annihilation of his small force of wounded and sick men, and a sprinkling of some very scared and bewildered Natal Native Continent soldiers.  The redoubt he ordered be built was key to the British success on the day.

For his role in the heroic defence of Rorke’s Drift, Queen Victoria awarded the Victoria Cross to him, he also received a promotion to captain (he would retire a Colonel).  To get a modern perspective on this in living image, this compilation from the movie ‘Zulu’ captures the destruction at Isandlwana and the fierce fighting in defending Rorke’s Drift, take the short time to watch it – look out for the concentrated volley fire and the use of the redoubt – a tactic missing from the Battle of Isaldlwana but used to absolute effect at Rorke’s Drift.


medalThe citation for Chard’s and Bromhead’s Victoria Crosses says everything:

THE Queen has been graciously pleased to signify Her intention to confer the decoration of the Victoria Cross on the undermentioned Officers and Soldiers of Her Majesty’s Army, whose claims have been submitted for Her Majesty’s approval, for their gallant conduct in the defence of Rorke’s Drift, on the occasion of the attack by the Zulus, as recorded against their names, viz.:—

For their gallant conduct at the defence of Rorke’s Drift, on the occasion of the attack by the Zulus on the 22nd and 23rd  January, 1879.

Royal Engineers Lieutenant (now Captain and Brevet Major) J. R. M. Chard

2nd Battalion 24th Regiment Lieutenant (now Captain and Brevet Major) G. Bromhead

The Lieutenant-General commanding the troops reports that, had it not been for the fine example and excellent behaviour of these two Officers under the most trying circumstances, the defence of Rorke’s Drift post would not have been conducted with that intelligence and tenacity which so essentially characterised it.

The Lieutenant-General adds, that its success must, in a great degree, be attributable to the two young Officers who exercised the Chief Command on the occasion in question.


Painting by Alphonse de Neuville – The defence of Rorke’s Drift

The John Chard Medal set

Even we learn something new everyday, what makes this surprising is that a medal issued by a British Monarch remained in the service of The South African Defence Force for so long, especially after it was reformatted after the National Party took South Africa out of the British Commonwealth and they embarked on a campaign to change the South African military emblems, insignia and medals and rid the SADF of anything “British” (especially the Queen’s crown which now had to go).

In many instances these changes where resisted and a number of civilian force “Regiments” where able to hold onto some of their British heritage – however the medal sets where all changed and new medals instituted, except the John Chard Service medal series which survived the changes.

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John Chard 10 year service medal

The medal was awarded to all ranks of the Citizen Force for twelve years efficient service, not necessarily continuous. After a further eight years a recipient could qualify for the award of the John Chard Decoration (JCD).

This was later changed in 1986 to allow Citizen Force members to earn the John Chard Medal after ten years service, not necessarily continuous and the John Chard Decoration after twenty years.

The John Chard medal comes in heavy brass and the John Chard  Decoration comes in heavy silver, and is not only beautiful to handle, but also fairly valuable. The early medals and awards bore the royal cypher on the rear, while the later ones bore the coat of arms of the Republic of South Africa.

The ribbon also carries the arm of service, crossed swords for the South African Army, a spread eagle for the South African Air Force, an anchor for the South African Navy and a Rod of Asclepius for the South African Medical Service.  A ‘bar’ also existed for The John Chard Decoration, which signified 30 years service.


John Chard Decoration for 20 years service

The John Chard decoration/medal series continued in the SANDF from 1994, but was finally discontinued in 2003 and replaced by the SANDF’s new long service medals. This was done when the new African National Congress (ANC) political dispensation did a sweeping change to all military emblems and insignia to rid it of anything the ‘nationalists’ or ‘colonialists’ instituted (and lets not pull any politically correct punches – to the Zulu nation Rorke’s Drift is symbolic of British imperialist aggression, land grabbing and expansion into an independent Zulu Kingdom).

The John Chard medal is now superseded by the SANDF’s Medaljie sir Troue Diens and the Emblem for Reserve Force Service.  The John Chard medal (and decoration) is still recognised as an ‘official’ medal issued for a statutory force member, and is still worn very proudly in the South African Reserve by those who have received it.

We can’t but think that each time a new political dispensation brings in its particular sweeping changes into the defence force, something by way of tradition gets lost.


Photo of General Roy Andersen, the head of The South African Reserve by Cornelius Bezuidenhout, notice the John Chard decoration (with bar) and John Chard medal at the far right hand end of his medal set when looking left to right.

Written and Researched by Peter Dickens.  Clip of Zulu taken from YouTube, original movie copyright Paramount Pictures, released 1964 Directed by Cy Enfield and Produced by Stanley Baker.

“Gold may shine; but it has no true light” South African sacrifice on the HMS Edinburgh

British20Navy20HMS20Edinburgh“Gold may shine, but it has no true light” is a quote by Kristian Goldmund Aumann to mean that glittering gold is false when compared to the importance of spiritual light, and nothing is more true in this statement when reviewing the sacrifice and loss on the HMS Edinburgh – it is the subject of a multi-million dollar treasure hunt for gold and the subject of supreme wartime sacrifice, including South African life.

As Simonstown was a British naval base during the Second World War thousands of naval ratings and officers who volunteered to serve in the South African Navy (known as the South African Navy Forces) landed up serving on British vessels. So when one was sunk, as HMS Edinburgh was, inevitably there is an honour roll of South Africans. The sinking of the HMS Edinburgh also carries with it an intriguing story of gold … read on for their story.


Aerial view of HMS EDINBURGH, ‘Southampton’ class (third group) cruiser in Scapa Flow, October 1941. Imperial War Museum copyright


The HMS Edinburgh was a very heavily armed and armoured Town Class light cruiser of the Royal Navy, she saw extensive wartime service during World War 2, including the hunt for the German Battleship Bismarck, however our story picks up from August 1941 when she  escorted convoy WS10 to Simonstown in South Africa.

After some maintenance work in South Africa and taking on some South African Naval personnel the HMS Edinburgh sailed to Malta as part of Operation Halberd. She returned to Gibraltar shortly afterwards, departing from there on 1 October 1941, with supplies and prisoners of war aboard, and bound for the Clyde in Scotland.


The cruisers HMS EDINBURGH, HMS HERMIONE, and HMS EURYALUS, steaming in line abreast whilst they escort a convoy (Operation HALBERD – convoy not visible).

After repairs at Faslane she joined the Home Fleet on Iceland Forces Patrol duties and from November 1941 to April 1942 provided cover to Arctic convoys bringing aid to the Soviet Union (Russia).

On 6 April, she left Scapa Flow to escort convoy PQ14 to Murmansk. Of the 24 ships in PQ14, 16 were forced by unseasonal ice and bad weather to return to Iceland, and another was sunk by a U-boat. HMS Edinburgh and the remaining seven vessels arrived in Murmansk on 19 April.

Here she took on gold bullion to take back to the United Kingdom, a lot of it, 4.5-long-ton (4,570 kg). The consignment, which had a value of about £1.5 million sterling in 1942 (adjusted for inflation to 2017 pounds, £63,047,983), was a partial payment by the Soviet Union  for the supplies of war material and military equipment from the Western Allies. In total the ship had 465 gold ingots in 93 wooden boxes stored in the bomb-room.


On the return leg from Murmansk, HMS Edinburgh was the flagship of Rear-Admiral Stuart Bonham Carter who was commanding the escort of returning Convoy QP 11 involving 17 ships.

On 30 April 1942, a German Submarine U-456 (under the command of Kapitanleutnant  Max-Martin Teichert) on her 5th patrol spotted the HMS Edinburgh and engaged her by firing a torpedo into her starboard side, hitting her just fore of the bomb room, which stored all the gold.

The ship began to list heavily, but the crew reacted quickly and competently by closing watertight bulkheads, which prevented the ship from sinking immediately. Soon after, U-456 put a second torpedo into HMS Edinburghs stern, wrecking her steering equipment and crippling her.


A photograph clearly showing the severe damage to the stern of HMS EDINBURGH caused by the German torpedo and her listing to port.

HMS Edinburgh was then taken in tow by escorting British ships, and tried to return to Murmansk along with the destroyers HMS Foresight and HMS Forester and four minesweepers. Along the way she was hounded constantly by German torpedo bombers. On 2 May, as she progressed at a snail’s pace under tow and her own power, she was attacked off Bear Island by three large German destroyers – Z7, Z24 and Z25. HMS Edinburgh was cast off the tow, so that she started to sail in circles, fighting off the assault in a fierce sea battle , the Edinburgh even managed to cause such damage to one of the German Destroyers – Z7 Hermann Schoemann that it had to scuttled by her crew and sank.

HMS Edinburgh’s escorts eventually drove off Z24 and Z25, but she was struck by a torpedo amidships, exactly opposite the first torpedo hit from U-456. She was now held together only by the deck plating and keel, which was likely to fail at any time, so the crew abandoned ship. HMS Gossamer took off 440 men and HMS Harrier about 400. Two officers and 56 other ranks on HMS Edinburgh were killed in the attacks.

HMS Edinburgh was doomed at this stage and a last resort the British used HMS Harrier tried to scuttle HMS Edinburgh with 4 inch gunfire, but 20 shots did not sink her. Depth charges dropped alongside also failed. Finally, in a sad farewell to a very strong fighting ship HMS Foresight sank HMS Edinburgh with her last torpedo (the others having been expended against the German destroyers).


HMS Foresight (FL 4063) Underway.

In an ironic twist of history, HMS Foresight met a similar fate as HMS Edinburgh when she was torpedoed by Italian aircraft whilst on escort duty and had to be sunk by HMS Tartar after breaking her tow.

The fate of U-456, Z24 and Z25

The fate of the German submarine and warships involved in the sinking of HMS Edinburgh, U-456 was eventually sunk on the 12th May 1943 whilst hunting convoys off Ireland she was spotted by a RAF Liberator, she dived but was hit by a ‘new’ American Fido acoustic homing torpedo dropped by the Liberator. U-456 was badly damaged and forced to re-surface. On the following day she was depth charged and sunk on 12 May 1943 by HMS Opportune.

Z24 was a Type 1936 German destroyer and was attacked and completely destroyed and sunk by the Royal Air Force on the 25th August 1944 off Le Verdon.  Z25, also a Type 1936 survived the war and was taken over by the British on the 6th January 1946.

Salvaging the Gold


Keith Jessop with a gold bar from the HMS Edinburgh

After the war, the wreck of the HMS Edinburgh was classified as a war grave, making salvage operations for the gold which sunk with her difficult.  However ever anxious the British government pressed to recover the gold.  Ostensibly not just because of the value but also because of unscrupulous salvaging operations and because of tensions with the Soviet Union during the Cold War and fear they might salvage it all.

In the early 1980s, Jessop Marine, with the support of Wharton Williams Ltd (a leading global diving company) and OSA (a specialist shipping company) won a contract from the British government to attempt a recovery.  The recovered gold would be divided up between the salvage consortium, the British Government and the Soviet Government.

Cutting into the wreck by divers to get to the bomb room was deemed more appropriate for a war grave than the traditional ‘smash and grab’ explosives-oriented methods. The consortium of specialist companies for the project was then formed on the proviso the recovery be done with dignity.

In April 1981, the wreck was discovered the wreck at about 400 kilometres NNE of the Soviet coast at the Kola Inlet at a very deep 245 metres (800 ft).  The wreck was mapped and on the 30th August 1981 the diving operation began in earnest, by mid September, 431 of 465 ingots had been recovered.

At the time, the 80’s, the haul was worth in excess of £40,000,000 sterling  (£63,000,000 by today’s standard). This bullion recovery project created a World Record in deep diving which stands to this day. A further 29 bars were brought up in 1986 by the Consortium, bringing the total to 460, leaving five unaccounted for.  They also recovered the all important ship’s bell. It was billed as the ‘Salvage of the Century’ and made a rich man the famous treasure hunter Keith Jessop and others, including some Southern African divers on the project.

However, some full credit to these divers, when reaching the wreck for the first time the lead diver on his own accord conducted two minutes of silence underwater in recognition of the war dead, despite the extreme dangers of saturation ‘deep bell’ diving.  They also preformed a wreath laying service at sea on completing the salvage.

The BBC captured this story in a documentary called ‘Gold from the Deep – The Salvage of the Century,’ its well worth a view and contains some outstanding eye-witness accounts of the HMS Edinburgh’s crew.

See YouTube link Gold from the deep – the salvage of the century

“Gold may shine, but it has no true light”

Now, we come back to the quote, “Gold may shine, but has no true light”.  The true light, the true treasure lost were the lives of the 58 Allied personnel lost on HMS Edinburgh in her desperate fight to bring convoys of equipment, food and aid to the Soviet Union in a very desperate time as the Russians soaked up the biggest cost in blood of the war fighting Nazi Germany,  the later Cold War of the 1980’s and gold booty aside, we remember these South African’s whose true light was extinguished in this fight:

22308811_10155537271456480_3745202244434378650_nSouth African Honour Roll – HMS Edinburgh 

DRUMMOND, Valentine W, Able Seaman, 68043 (South African Naval Forces), Missing Presumed Killed
VAN DORDRECHT, William H, Able Seaman, 67851 (South African Naval Forces), Missing Presumed Killed

Written by Peter Dickens, primary source and extracts from Wikipedia, photo copyrights to the Imperial War Museum