World War II memoirs of Reginald James Morry
[then Able Seaman R. Morry P/SSX 31753]

Including an eyewitness account of the sinking of the German battleship “Bismarck”.

It was Reginald Morry's wish that his memoirs of this time not be published until after his death.
He died on 27 May 2008

Newfoundland participated in both World Wars. Even though the province is small, it produced a famous Regiment of Infantry that fought in Gallipolis and from there to France. They lost quite a few men in Turkey and were decimated twice in France, once in Beaumont Hamel and again at Arras and other areas on the Somme. Total casualties (fatal) were 1305, and at sea 179 lost their lives. Of those that returned, many died of wounds, stress, and worn out hearts. They were given the title “Royal” for their role in the defence of Masnieres (the Battle for Cambrai) by King GeorgeVI, the reigning Monarch of the time. World War II is practically dead history, especially since some anti-Royals disbanded the regiment in 2002, as it's territorial section, according to the present army regime in HQ Ottawa, did not measure up!! 

During WWII the British changed the regiment over to Artillery so they became known as The Royal Newfoundland Light Artillery to lessen the chances of heavy losses. My brother, William Minty Morry, served in this outfit, my father, Howard Leopold Morry, served in WWI and remained an invalid the rest of his life.

Howard Leopold Morry, back row, centre

William Minty Morry

During WWII, thousands of Newfoundlanders volunteered for the navy and served on all types of ships. One or two men served on small ships - up to twenty-five men on larger ships. The Royal Newfoundland Regiment was active as well as a Royal Air Force group.

Basic Training Cut Short by the Declaration of War

I joined the Royal Navy two weeks after my eighteenth birthday (DOB 03 August, 1921). Myself and twenty-four other Newfoundlanders became temporary additional crewmembers on “Berwick”[i], visiting St. Johns, Newfoundland at that time. We did our basic training while the ship carried out courtesy visits to Atlantic ports in Canada and the USA.

HMS “Berwick”

Regarding my training on board HMS "Berwick", it was interesting, but as far as action was concerned it was quiet. She was known as a county class cruiser, Britain had quite a few of this class of ship which served her well, armoured with 8" diameter guns and secondary armaments - 4" diameter guns. Some of these cruisers became very famous. Three of these cruisers took on the "Graf Spree" at Rives La Platte, where she was scuttled. "Berwick" lasted out the war and was sent to the Breakers Yard July 13, 1948. 

Just before the war started we visited some USA ports to show the Flag. One nice city was Bar Harbour, Maine. A beautiful place - some of the USA Atlantic Fleet were at anchor there. We were granted shore leave. One point of interest - we were informed that the writer Zane Grey had his sports sword fishing boat tied up at the wharf, so some of us walked along the harbour front to see it. Our stay only lasted a few hours as suddenly all leave was cancelled, and the "Berwick" weighed anchor and left port without delay. A few hours after leaving port, WWII was declared.

Preparations for War

The ship immediately was put into a war type mode. All projectiles were taken from the magazines; practise fuses were replaced with live fuses. For a day or so, the ship was a beehive of industry, as the ship was made ready for action. The ship's company was split into two watches, usually titled Port and Starboard. Each watch contained sufficient key staff to man the guns and controls to enable the ship to defend herself at a moments notice. On action alarms being sounded the "off watch" would take up their positions with the least possible delay. Usually the defence of the ship would have its full compliment and be at the peak of efficiency and ready to give battle in a few minutes. 

The off duty watch still had duties; to maintain the ship, clean the ship, and countless other details, including rest periods, sleep time and self-maintenance. This system was tough on the men, both at sea and in harbour (air attacks). Unbroken sleep was difficult to achieve and long voyages were very trying and wearying on the crews. Gone were the peace time days with ample time for rest and relaxation - never to return during wartime. 

Even after sixty-five years I find it easy to remember the names of our first Royal Navy instructors. We had two; our chief instructor was Petty Officer Bowden and his back up was leading seaman, Jacobs. Both were gentlemanly and kind. Jacobs was unforgettable. He wore a full black beard and his rather prominent nose was displaced and ended up obliquely across his face. He said it was the price he paid for defending his title of West Indian Fleet Boxing Champion. At that particular period, Britain possessed a very large navy and it was unfortunate that I never had the pleasure of meeting these instructors again in my six and half years of service. 

Some weeks later, we got caught in a hurricane whilst on patrol in the Caribbean Sea. We could not out-run it or take evasive action as hurricane spotting and warnings did not exist at that time. However, ship's instruments gave the navigator a warning of heavy weather. The ship had a very experienced bridge staff so the ship ploughed right through the storm and we even enjoyed a few minutes respite as we crossed the eye of the hurricane and then back into the maelstrom to break out the other side. I was amazed at the size of the waves and the fury of the wind. I never worried, as I had so much faith in the Royal Navy that a mere hurricane couldn't sink a ship like "Berwick". I was messenger on the bridge that night and really enjoyed the experience. The ship received heavy battering and suffered damage to the upper deck with the air intakes being swept away and many other damages of a serious nature. Below decks, the ship was in shambles with some crewmembers suffering various broken bones. The Admiral found it necessary to put into dry dock in Bermuda to repair the damage.

Service in the West Indies

Even though winter was upon us, we Newfoundlanders from the bleak north revelled in

the balmy sunshine and spent a lot of free time swimming, sailing, visiting other

Bermuda islands, and of course, Hamilton, which was teeming with USA tourists. 

On arrival at Bermuda, the West Indies Fleet Headquarters, we Newfoundlanders were split into three groups, ten assigned to “Dundee” [ii][myself included], ten to “Penzance”. The balance remained on “Berwick”. “Dundee” and “Penzance”[iii] were escort ships, fitted out for convoy work and at that time they were carrying out blockades on the Dutch West Indies ports, as many German oil tankers were trapped in port due to the unexpected declaration of war in September 1939. Fate took a hand in my assignment to “Dundee” and not “Penzance”. Almost a year later “Penzance” was to be dispatched, in August 1940, to escort a convoy from Canada to the UK. She was torpedoed in September 1940 on August 24 1940by U24 U37and nine of the ten Newfoundlanders were killed.

HMS “Dundee”

HMS “Penzance”

We took passage from Bermuda on a small cargo ship named "Assyrian Prince" we were billeted on the main hatch cover and enjoyed a quiet trip to Port of Spain, Trinidad. Both ships were built for the China stations as river patrol vessels, recently returned and immediately put in service as patrol and escort ships armed with two 4" diameter guns, one fore and one aft, two depth charge throwers and depth charge rails on the quarter deck. On our arrival at Trinidad, "Dundee" was at dockside so the ten of us were marched on board and were assigned our action stations, watch, locker and mess number. We unpacked and stowed our gear, and familiarized ourselves with the ship's layout. 

We were informed that both ships were carrying out a blockade on the islands Aruba, Bonaire, and the capital island Curacao (Dutch Antilles). These islands were still enjoying a troubled peace. Many German oil tankers were caught in port by the sudden declaration of war. Their only reason for staying in these ports was our blockade, and given the opportunity, they would have headed straight for a German port. It was a tedious job. We would spend two weeks patrolling in the boiling sun and at night watch the shore lights for ships trying to sneak out. Then happy days, "Penzance" would arrive on the scene and we would depart to refuel, fill water tanks, and re-provision. After a few hours shore leave, we would carry out random patrols for subs and German ships along the coast of South America and end up in time to relieve "Penzance" at Curacao. 

This routine ended abruptly when we received orders to proceed post hast to the scene of the Battle of the Pocket Battleship "Graf Spee". Three British cruisers (HMS “Exeter”, the flagship for the South Atlantic; HMS “Ajax”; and HMS “Achilles”) had this German battleship bottled up in Rio de la Plata. She came under international rules and enjoyed three days of grace before she had to put to sea. That the cruisers were able to drive this superior ship into port was a terrific victory. The fact that the captain chose to scuttle the ship rather than come out fighting was Germany's first defeat at sea. "Graf Spee" was an active raider and had sunk quite a few merchant ships in the South Atlantic. After sinking the "Graf Spee" the three cruisers returned to Britain for extensive repairs and replacement of crewmembers that had been killed or wounded. Of course, upon our return to Trinidad, the German tankers had flown the coop

North Atlantic Convoy Detail - The Sinking of the “Dundee”

In September 1940 our orders arrived. We were to pick up a convoy "SC3" at Sydney, Nova Scotia and escort it to Britain. It being a slow convoy, six to nine knots, we knew from the start that it would be a long and hazardous voyage. Our top speed for short durations was sixteen knots. Our captain visited HQ at Sydney. The convoy was assembled and from the word go it was trouble, with old ships slow, and subject to breakdowns. The larger ships were forced to wait for the slower ones and rounding up strays was continuous. After about a week we had to exercise caution to conserve fuel and stick with ASDIC sweeps for enemy subs. 

I feel we were subjected to enemy surveillance from week one. It seemed that every time I went to shower the action alarm would go and I would end up on the after four gun with only a towel around my waist. I can't recall when we lost the first ship, as the bridge staff were the only ones familiar with the count. We had a total of forty ships assembled at Sydney. To this day I do not know how many of the convoy survived. Travelling the ocean at 120 miles per day makes one realize how large the North Atlantic is. 

Spending countless days patrolling around and through the lanes of the convoy and sometimes dropping depth charges on ASDIC signals of a hazardous nature was tiresome and constant. At 11:30 pm, October 24, 1940 on 15 September 1940, just before the change of watch, I was about to dress and proceed to my station when the ship jumped and shook under a series of rapid explosions. The lights went out, but I was on deck in seconds, surrounded by the smell of burnt explosives. Making my way along the deck aft to my action station, I saw there was nothing aft of the main mast but a tangled mess of mangled, twisted and smoking steel. 

The stern of the ship was gone, along with the officer's quarters, including personnel, the depth charge crew, and the after gun crew. I believe we lost about forty people but I am not sure of that number as losses were seldom posted. 

After the captain received the damage control report, he gave the order to abandon ship. I made my way to my station and boarded the skiff full of survivors. As we lay alongside before departure, I knew we would sink. Seated forward, with my feet on the boat's bottom planks, I could feel cold water creeping up my legs. On the rower's second stroke the skiff swamped and then it was swim or drown. Being a weak swimmer, I was soon on my own and began looking for the light from the pickup ship. After swimming for some minutes, whilst on top of a wave, I saw the light at waterline so I changed direction, but every time I spotted the light it had changed direction. Off to my left I could hear a Newfie friend of mine singing "Roll Out the Barrel". He was on a Carley raft. I heard nothing else of them after a while. But as it turned out, all my Newfoundland shipmates were rescued. I did not hear the explosions when five or six merchant ships went to the bottom, or see the flames from burning ships. I was still paddling towards the light. 

I found a great comfort in having my inflatable lifesaver snugly tied around my waist. I decided to swim along at my own speed and as the pickup ship was going in circles I felt sure it would close in on me. Some time after making this decision I suddenly found myself hanging grimly on the bottom step of a "Jacob's Ladder". Every time the ship rolled I would find myself swinging in the air and as she rolled back I would be doused under the surface. Just to my left, at a distance of twenty feet was the tip of the propeller blade, turning very slowly, resulting in me increasing my grip on the swinging ladder. 

After making some progress ascending the ladder, I was suddenly grasped by a large hand and bodily lifted over the ship's rail and dumped unceremoniously upon the steel deck. Please note this life saving strategy of picking up survivors was discontinued when "Wolf Pack U Boats" attacks became a reality. Then, it was save the ships, so keep steaming in formation. 

I was picked out of the ocean by a Norwegian timber ship[iv]. Our pickup ship was carrying a very light load, which left the tip of propeller above the water and the light load accounted for her extreme roll. I am most thankful to the brave members of this Norwegian ship and their willingness to risk their lives to save ours.

The Norwegian Timber Ship D/S “Vigsnes”

I eventually was directed to a cabin filled with merchant ship survivors as well as some of the crew of "Dundee". They were discussing the action and I gathered five or six merchant ships were sunk immediately after "Dundee" was hit and put out of action. U- boat 48 surfaced and simply picked off the ships she had chosen, the last ship she sunk was by gunfire, which indicates that she was out of torpedoes or else conserving what she had left on board. U-48 made her escape shortly before the arrival of the relief escort ships from Britain. Apparently, I missed all this action whilst concentrating on the light. 

Many merchant sailors were dead when picked up, many perished in oil fires and oily scum. Munitions ships went up in what would seem one giant explosion. U-Boat 48 was active all during the war years, and was scuttled when she was ordered to place herself into the hands of the allies in 1945.

Reassignment to HMS “KG5”

We landed in Northern Ireland without incident and were kitted, and I was sent on a week leave and from there to the gunnery training school HMS "Excellent" at Portsmouth for training as an anti-aircraft gunner (AA3). 

Entrance to HMS Excellent c1940 

I was drafted from HMS "Victory" barracks to HMS "KG5"[v] in Scapa Flow as an able seaman, third class anti-aircraft gunner in December 1940. Arriving on board, I found twenty-four Newfoundlanders had joined the ship prior to my arrival. One of them was a cousin , Will Morry, that I knew very well.

Will Morry 

I became part of a two-pounder multi barrel automatic firing gun called Pom Pom; located high on the super structure that surrounded the lower half of funnel number one, starboard side. This became my second home for the following nineteen months, working four hours on watch and four hours on other duties and rest periods.

HMS “King George 5”

The ship commonly referred to, as "KG5" was Britain's latest battle ship, small as compared to other Royal Navy and foreign battleships. She was lithe, lively, and fast with armament number ten 14" guns in three turrets, two turrets forward of the bridge turret "A" - four guns, "B" with two guns and "Y", with four guns located on the quarter deck. Secondary armament number eight – 5.25" diameter dual-purpose surface and air guns located in four turrets, two starboard side, two port side, in the waist of the ship.

Location of R. Morry’s Pom Pom emplacement

(Source: www.mo-na-ko.net/lode-monografie.htm)

Both types of the guns were new to the navy, tried and proven to be accurate with good range and rapid firing capabilities. "KG5", unlike the unfortunate "HMS Hood" (no armour on the main deck), was designed to carry a main deck of 3" armour and a band of 10" thick armour bolted on the side covering the critical areas of the ship. She and her sister ship (HMS “Prince of Wales”)under construction were to be our main defence against the modem German navy. Of note to Newfoundlanders, it was on board the “Prince of Wales” that the Atlantic Charter was later signed by Roosevelt and Churchill in Placentia Bay, August 10-12, 1941.

HMS “Prince of Wales”

Roosevelt and Churchill on “Prince of Wales” in Placentia Bay, Newfoundland

Our close range anti-aircraft guns were located in strategic positions on the various super structures about six or seven mounts each, with a crew of eight men. The German battleship "Bismarck"[vi] and sister ship (“Tirpitz”) were heavy cruisers and were our enemies, and no doubts existed onboard "KG5" that every man had to be efficient at his job. Teamwork was essential and repetition was the name of the game. Day by day, in harbour or on patrol, day or night, training was conducted in all situations and conditions.

The Battleship “Bismarck”

During the last months of 1940 to early 1941 merchant fleets were being decimated. In April 1941, 700,000 tons of merchant and navy ships were sunk. Hitler decided that the time had arrived to dispatch his elite ships to prey on North Atlantic shipping to shut down critical supplies to the UK.

"KG5" was flagship of the home fleet under the command of Admiral Tovey and Captain Tennant, two very able senior officers. Atlantic shipping was their responsibility. Early May we were prepared and resigned to the fact that we would meet "Bismarck", as she had to be stopped. Surface raiders loose in the Atlantic would spell disaster to the UK lifeline of supplies. One of Germany's capital ships could sink an entire convoy in minutes.

On May 22, 1940 1941we were at anchor in Scapa Flow and I was on deck looking forward to visiting a neighbour from Newfoundland serving on "Hood". Suddenly, it was broadcast that all visiting was cancelled, "Hood" and "Prince of Wales" were duty ships that day and were consequently in a state of readiness to weigh anchor at a moments notice, where other capital ships would require about four to five hours to fire up boilers and warm up and stabilize the gyro and compasses, etc. Depending on the state of emergency, the period to get into a state of readiness would vary.

Suddenly, the "Prince of Wales", "Hood", with two cruiser and destroyer escorts weighed anchor and left the harbour. The rumour was that "Bismarck" and "Printz Eugen"[vii] had left the Polish port of Gydivia and were making their way up the Norwegian coast, "Bismarck" anchored in Bergen May 21 and was reported on May 22 still heading north along the Norwegian coast. Meanwhile, on the lower decks, we knew that this was the beginning of a chase and possibly the big battle.  We had to have patience and wait till we put to sea before we would be officially informed.

German Battleship “Prinz Eugen”

The Admiral's strategy was based on his assumption that "Bismarck" was headed for the Atlantic and would proceed around northern Iceland, then proceed south via the Denmark Strait, even though it was mined by the Royal Navy, and the Channel was restricted with ice, He dispatched two cruisers, "Norfolk"[viii] and "Suffolk"[ix], to take up surveillance on the southern end of the strait.

"Prince of Wales" and "Hood" were to lay in wait south of Iceland and under no circumstances attack, but to wait for "KG5", "Repulse"[x] and "Victorious" to join them. "KG5" and company left Scapa Flow on May 22 and headed into the Atlantic on a north-westerly course. Meanwhile, crews of all ships were brought up to date on developments. On the morning of May 23 "Norfolk" and "Suffolk" sighted two ships steaming south in the Denmark Strait, "Bismarck" caught a glimpse of "Norfolk" and opened fire. "Norfolk" managed to hide in the fog. They both continued to shadow the enemy by means of radar.

HMS “Repulse”

On receiving news of the fighting, "Prince of Wales" and "Hood" begged the Admiral through the night of May 23 for permission to attack. At first the answer was "No". Finally the Admiral relented and warned them that they could carry out an attack but they were to break off the action if they lost control, as he didn't want the ships endangered. At 5:30 am they opened fire on the "Bismarck" and "Printz Eugen". At about 6 am a shell from a 15" gun hit "Hood" amidships and penetrated deep into the hull, exploding, and in an instant the mighty "Hood" was gone. The "Hood" was built prior to the Battle of Jutland in World War I and her decks were not armoured, consequently the projectile at the end of its trajectory went down through the many decks into a magazine and exploded, leaving only three survivors.

Source: Proceedings of 2nd Board of Enquiry into the loss of HMS Hood, 1941

"Prince of Wales" got one hit on the "Bismarck" before she withdrew with her bridge demolished and the bridge crew killed or wounded. "Printz Eugen" also suffered damages. "Prince of Wales" had taken hits from "Printz Eugen" as well as and four from the "Bismarck". The bridge staff were wiped out, so she made smoke and broke off the action. Some of the projectiles that hit the "Prince of Wales" did not explode and lodged in her bilges and were removed in Liverpool dockyard. The action lasted about 20 minutes, more or less. 

On May 24, the "Victorious"[xi] managed to get within a hundred mile range of "Bismarck" and launched an air attack with Swordfish aircraft carrying torpedoes. The machines attacked and returned, which was a miracle When the battle results were accumulated after the sinking of "Bismarck", a survivor indicated that both German ships suffered damage; "Bismarck" in the bow, with a hole in one of her oil tanks; "Printz Eugen" losing fuel. Damage can be credited to both aircraft and battleships.

HMS “Victorious” (Right)

Fairey Swordfish

After the air strike on May 25, her Admiral on "Bismarck" dispatched the "Prinz Eugen" for home. A decision was made that the cruise must be cancelled. "Bismarck" took evasive action and drastic course alterations dining the night, which resulted in British fleets loosing contact. 

During May 26 the Royal Navy was in a worried state as the chase was moving in the general direction of Brest and if "Bismarck" reached that port, the game would be over, as Brest was so heavily guarded that even air attacks from Britain would be costly and chances of success low. 

The loss of the "Hood" was a shock to the Navy and the older Navy members couldn't believe that the "Hood" could be wiped from the face of the earth in a matter of seconds. Feelings of despair turned to anger and the search was intensified. The battleship "Repulse" was detached from the fleet and returned to Britain for refuelling. The battleship "Rodney" replaced her at 10:30 am. May 26. A Catalina flying boat, coastal command based Northern Ireland, was on patrol and was lucky, flying directly over the "Bismarck" and spotting her through a hole in the clouds. On going down to investigate, she was met with a hail of fire, so she turned tail and got out of range and immediately transmitted "Bismarck's" position. As presumed, "Bismarck" was headed for Brest and was within 1,000 miles of that port.

PBY Catalina “Flying Boat”

As most of the fleet had been steaming at high speed since May 21, shortage of fuel was so critical that all the destroyers were dispatched to Iceland for refuelling. The capital ships were now under the protection of the Swordfish planes as far as the submarine protection was concerned. The flagship "KG5" was also working on depleted fuel tanks but was just hanging on. 

On receiving the position of "Bismarck", all ships made a course alteration to intercept her. The situation was bleak. Unless "Bismarck" could be slowed down, the home fleet didn't stand a chance of intercepting her, as she had a lead of 150 miles and once inside aircraft range of Brest all would be lost. 

As a precautionary measure "Ark Royal"[xii], "Renown"[xiii], "Sheffield"[xiv], "Dorsetshire"[xv] and destroyer escorts had been dispatched from Gibraltar. On assessing the situation Admiral Tovey figured that "Ark Royal" had the only chance of delaying the "Bismarck". So they were instructed to proceed with all speed and when in range to set up a series of torpedo attacks by Swordfish aircraft. At about 6:00 pm the "Ark Royal" launched the first attack, but unfortunately it was on the wrong target. "Sheffield" happened to be in the wrong place at the wrong time. Due to the able handling of the ship at full speed managed to evade 8 or 9 torpedoes. The second attack was launched at 7:10 pm, as soon as the planes could be refuelled and reloaded with torpedoes. The weather was bad, poor visibility and rough seas still existed.

HMS “Ark Royal”

HMS “Sheffield”

HMS “Renown”

HMS “Dorsetshire”

I have mentioned radar several times in this story, but never mentioned its importance. During the years 1939 to 1941 great scientific work had been done into advancing this technology. Modifications on changes to design etc, were fruitful and sufficient enough to enable "KG5" to change from the old ranger finder and log calculators to "radar" control. We achieved great improvements on accuracy and speed that enabled us to get on target rapidly. Our five gun salvos, on arrival, were in tight groups - very destructive when on target. Of course German ships were accurate even on first salvos, so surprise was a good strategy. Germany also had radar, but not as advanced as the latest British radar. 

At this stage of the chase, our battle ships were short of fuel oil. "Repulse", low on fuel, departed for the UK. Luckily "Rodney"[xvi] was intercepted and joined our force, a welcome sight with her 16" diameter guns. Her decks littered with packing cases containing spare parts, she was on her way to a USA dockyard for a major refit but in spite of this, she was deadly.

Nelson Class battleship HMS “Rodney”

During the first watch, 8 am to 12:00 pm, all members were instructed to go below in relays to change and shower; a procedure carried out when action is imminent. The men were to return immediately and resume action stations. During the night of May 26, quiet discussions were ongoing among some of our crew concerning the "Bismarck". She was 823 feet long, with a beam of 118 feet and 50,000 tons. Fully armoured deck and ship's sides fitted with a band of 11" thick armour protecting magazines, engine rooms, and other vitals. She carried 15" diameter main guns in four turrets, two forward of the bridge and two on the quarterdeck. Her secondary armaments were six twin gun turrets, three in the waist, port and starboard, 4.7 dual purpose. 

It was obvious at this time that the enemy ship was injured, so plans were put in place to attack early morning. "KG5" and "Rodney" would approach in line abreast from the west, which would silhouette "Bismarck" against the brightening easterly sky. 

May 27 at 8:43 am (double summer time) "Bismarck" was spotted at 12.5 miles. She was still not visible to the naked eye. She had some control, as she started to alter course to bring her guns to bear on seeing our approach. About four minutes later "KG5" opened fire. We could see the fall of shot from our position, as great clumps of white water rose all around "Bismarck" – much higher than her mast and tower. Then we saw a ripple of fire from "Bismarck" as we waited for the scream of 16" projectiles. Suddenly, the stern of the "Rodney" was lifted out of the water and you could see her propeller turning for split second, a near miss. Both British ships continued firing at 9:00 am. Two hits were positive, one on the foc'sle and one at the base of "Bismarck's" superstructure. At 10 nautical miles the "Norfolk" and "Suffolk" opened up with their 8" diameter guns. Now she was slammed with salvos of 16", 14", 8", and 5.25" diameter projectiles. "Bismarck" was still firing and suddenly changed targets and we began to feel and hear screaming shells close overhead. As we were in exposed positions, we had orders to leave our gun position and go below. Whilst below we were given a running commentary and after a brief period of twenty minutes or less, we were ordered to stand to on our Pom Pom guns. "Bismarck" was being constantly hit. However, she was giving a good account of herself as we could hear the thud of shells falling around our ship. 

On gaining our gun position once more, we were now about 4 miles from the "Bismarck" and still in a rapid-fire mode. "KG5" and "Rodney" were angling to and away from "Bismarck". "KG5" was delivering five gun salvos right on target. Every salvo caused terrific destruction to the enemy ship. Pieces of metal were flying in the air like paper. Her super structure was being dismantled with demonic and unimaginable force. Some of her guns went on firing in an inaccurate manner, her turret guns were drooping over the side, some had barrels blasted off. One gun located in "A" turret was pointing up in the air at above maximum elevation. A salvo across the bow blasted her anchor cables loose, and they momentarily stood up straight, almost vertical. The quarterdeck turrets suddenly were evacuated and the next salvo she received swept the quarterdeck clean, not a man could be seen. She was on fire now from stem to stern; flames could be seen from the apertures in the deck when deck structures were blasted off. Her upper deck was in shambles. The only structures that remained were the base of the bridge and the base of a structure forward of the quarterdeck turrets. She was now listing to port and down by the stern. We were all realizing that this was the end of a truly majestic ship. I wasn't very sympathetic however, realizing that she had the power to destroy in seconds any ship she might meet. If she had room to roam the ocean, it would have been tragic. I admired the crew of one small gun located on the port waist deck, which kept firing after all her main armaments had ceased. This little gun would fire and you could see a small projectile skipping across the sea to sink a half-mile from our ship. The binoculars assigned to the gun crew were much in demand. 

By this time "Bismarck" was a total wreck. The order to cease firing was given; all was quiet. The "Dorsetshire "was ordered in to finish "Bismarck" off. She sent two torpedoes into the starboard side and then came around and delivered the last torpedo on the port quarter. Then one of our destroyers sighted grey smoke on the surface some miles distant, which could have been a discharge from a submarine, so the fleet picked up stations and we were ordered to head north. "Dorsetshire", busy picking up survivors, on getting the order to take up her position in the fleet, having picked up only 85 men, had no alternative but to join the fleet, dragging men along until they let go of the boarding ladders. Some say that there were eight hundred in the water but the believable number would be 200 to 300. The Destroyer "Maoira" picked up 25 men, bringing the total survivors up to 110 from a crew of 2000 plus. 

As we left the scene, Admiral Tovey gave us a running commentary on the last few minutes of "Bismarck's" life. To quote Admiral Tovey, "She is now laying over to port, her funnel stub level with the surface, she is now rolling over as I can see her keel. Her stern has now sunk below the surface and the last sight was her bow disappearing beneath the waves." At about 10:15 am the battle ceased. 

The voyage back to Scapa Flow was uneventful except crossing the north end of Scotland. Heavy concentrations of aircraft could be heard overhead. Not wanting a night battle with aircraft, the fleet shut down all engines and machinery and we drifted in total darkness and silence until the overhead activity ceased. Then we proceeded to safe anchorage inside the boom defence at Scapa Flow. We presumed the activity overhead was the German air force that Hitler promised would destroy us. 

I've listened to oceanography reports from USA and German specialists who state that the "Bismarck" couldn't be sunk and that they carried out a "coup de grace" and scuttled her. I know what I saw. She was completely destroyed by gunfire. The last report I viewed on TV assured me that the talk of no holes in the armour was proof to them that she was scuttled. These so called specialists did not have any knowledge on why capital ships were encumbered with thousands of tons of armour. Up to the end of World War II, there wasn't a projectile designed that could bore a hole through armour plate. 

The last pictures by some British firm of oceanographers who guided a robot camera under the quarterdeck showed a very large hole in the hull port quarter, below the armour belt. As she was listing to port down by the stern before being torpedoed by "Dorsetshire" it would be difficult to state whether it was the result of gun fire or the torpedo or both. 

1 wish to state that this report is based on what I observed during the battle. I was a lower deck Able Seaman with less than two years experience in naval war at that particular time. If I am in error, or my statements are inaccurate, I stand corrected.

Conclusion 

I arrived on board "King George the fifth" the twelfth month of 1940 and served on her until she was decommissioned shortly after the sinking of "Bismarck". I went on to serve on the HMS "Striker"[xvii] aircraft carrier, HMS "Bahamas"[xviii], an escort frigate, and finally on LST 214[xix], supplying Canadian forces in Europe. Between ship changes, I returned to HMS "Excellent" for further training in gunnery on two further occasions. I was never drafted to ships at foreign stations, and spent all my years in the North Atlantic on Russian convoys and North Atlantic patrols. The last year of my service I was involved in returning Lease-Lend landing ships to Norfolk, Virginia USA.

HMS “Striker”

Tacoma Class Patrol Frigate

Similar to HMS “Bahamas”

“LST 214”

I have some doubts regarding the identity of our convoy, as the information was hush-hush and all the surviving crewmembers were drafted to various ships on returning to Depot. The date of "Dundee's" sinking was September 15, 1940, location about 200 nautical miles south of Iceland. During my service I never met any of my "Dundee" shipmates until many years after my Royal Navy service ended.

Appendix

Royal Navy ships involved in the chase of "Bismarck" and "Printz Eugen"

 Home Fleet

HMS King George V [Battleship]

HMS Prince of Wales, sister ship [Battleship]

HMS Repulse [Battleship]

HMS Hood [Battleship]

HMS Rodney [Battleship]

HMS Victorious [Aircraft Carrier]

HMS Norfolk [Cruiser]

HMS Suffolk [Cruiser]

HMS Excellent [Gunnery Traing School]

HMS Victory [Portsmouth Division Headquarters]

HMS Ark Royal [Aircraft Carrier]

HMS Sheffield [Cruiser]

HMS Dorsetshire [Cruiser]