Slater Family

Emigrated to Australia with Doreen to set up business in cloth manufacturing. Returned after the mandatory 2 years though, due to not liking the environment.

Served in Royal Navy on HHMS Adrias in the Aegean Sea in WWII.

Decorated for his part in bringing his mined & badly damaged ship 500 miles back to safety after its bow had been completely blown away. This was done by beaching the damaged ship in order for it to be patched up before sailing it for the repairs. His regular letters home stopped for a 4-month period during these events. His family only knew that he was alive when the ship arrived in port after several months.

(recounted by Geoffrey Slater in 2003)

On October 22nd 1943 during operations in the Dodecanese and while near the island of Kalymnos with the British destroyer HMS HURWORTH she struck a mine. From the explosion her bow was cut off. HURWORTH, while trying to come to ADRIAS' rescue, also hit a mine and sunk taking down with her 143 men. In spite of the damages suffered, the ADRIAS managed to reach the nearby Turkish coast of Gumucluk with 21 men dead and 30 wounded. After some minor repairs the ship sailed on December 1st 1943 and in spite of the missing bow managed to reach Alexandria on December 6th where she was enthusiastically greeted by the British Fleet and other allied ships. This achievement is a brilliant example, underlining the courage and skills displayed by her CO. and his crew.

from http://www.hellenicnavy.gr/adrias_L-67_en.asp

(Research): 'HMS Border' destroyer (1,050t) - Transferred to the Greek Navy in 1942 and renamed 'Adrias'. - Her last voyage was an epic. On the night of 24th October 1943, in company with 'HMS Hurworth' , 'HHMS Adrias' set off for a position south of Leros to create a diversion to protect ships landing stores on Leros for the British troops occupying the island. On their way there they ran into a newly laid minefield, both ships were struck by mines, the 'Adrias' was first to be hit, she had her bows blown off as far back as the bridge. By some very skilful seamanship, the Greek captain and his crew managed to beach the remains of their ship in Turkey, there to stay for some time.

With the crew working relentlessly, the ship was made seaworthy enough to make the 600 mile voyage to Alexandria. On the evening of 1st December 1943, weather conditions right and initially escorted by three Motor Gun Boats she began the hazardous journey. In daylight she lay hidden under camouflage nets in Turkish Territorial waters - the Germans were reluctant to bomb in case they gave offence to the Turks - after a change of escorts she reached Cyprus where she refuelled, and in the early hours of the 4th December 1943, she started for Alexandria at approximately eight knots under her own steam. Entering the harbour at Alexandria, all warships cleared lower decks and cheered her in.Her Greek commanding officer, Commander Toumbos was awarded the Greek equivalent of the VC and a message was sent to Swan Hunters paying tribute to the performance of the ship, when so badly damaged. The 'Adrias' was broken up in Gateshead in 1945. Her companion in this, 'HMS Hurworth' fared badly - see entry for Vickers Armstrong - 1941.

IN OCTOBER 1943 I was serving as FNCO on the staff of the C-in-C Levant. The Aegean campaign was nearing its end, and the Navy in the Eastern Mediterranean was suffering more severe losses than any since the disastrous days of Crete. On the night of October 22nd, HHMS Adrias, a Hunt Class destroyer, in company with HMS Hurworth, was operating off Leros when she struck a mine, took on a list to starboard and started to go down by the head. The captain, Commander John Toumbas, RHN, was ordered by his Senior Officer in Hurworth to sink his ship, but he determined if possible to beach her.

Not many minutes after Adrias had been mined there was another terrific explosion, and Hurworth literally disappeared from view. Suspecting that the enemy had attacked by torpedoes, Commander Toumbas dared not stay to pick up survivors. After dropping Carley floats, he set a course for Gumusluck Bay, a remote spot on the Turkish coast, about 10 miles north of Kos, where he arrived about two hours later, listing about 20 degrees to starboard. He succeeded in beaching his ship.

For a month Commander Toumbas prepared for escape. Adrias was very severely damaged at the fore end, No. 2 4-inch gun mounting being blown backwards to a crazy angle with guns projecting vertically over the bridge front.

With assistance from the Turkish salvage ship Allemba, the damaged structure above water was cut away, and the damaged bulkheads patched and shored.

In the C-in-C’s office at Alexandria, a succession of signals told of these preparations, until finally the escape was fixed for the night of November 30th. After asking for my views on the matter, the Chief of Staff decided that I should go to Gumusluck to return in Adrias. I left Alexandria in company with a salvage officer, Lieutenant Collins, RNVR, on the morning of November 29th in MGB 645 with MGB 647 in company. These vessels were to provide the escort during the initial part of the homeward journey.

We arrived at Casteloriso early next morning and laid up during the day. This tiny island, which lies within Turkish territorial waters, was a fantastic place. There was no civilian population, and the Services had been reduced to 70 men. Very large quantities of stores of all descriptions were piled up in the buildings, and I was told that there were rations on the island for 350,000 men.

In the evening of November 30th, we left Casteloriso and proceeded westwards. Our course took us within 10 miles of Rhodes, and continued up along the Turkish coast, past the German-held island of Kos, through the Kos Channel, which separates the island from the mainland by a mere 2 miles, and thence to the little bay of Gumusluck where we arrived just before dawn.

Adrias was on the beach, landing craft fashion, with Allemba secured astern. At 0430 (December 1st) we assembled in the Captain’s cabin and Commander Toumbas outlined the plans for the escape, his intention being that Adrias should proceed astern under her own power. An hour later MGB 645 slipped away to join MGB 647 in Phallah Bay, a little to the north, where they were to lie up during the day.

After two hours’ sleep in a bug-ridden bunk, I spent most of the day trying to weigh up our chances on the strength of the salvage work which had been done. Lying on the beach was a great pile of twisted wreckage, ammunition and fittings removed by the Allemba.

When dusk came, the Chief, Lieutenant- Commander Arapis (who not so long before had done the Constructors’ course at Greenwich) started to raise steam. At 1900, MGB 645 crept back into the bay, and we had a final conference. The local British agent, a Greek, was present. His job had been to put the local telephone out of action - the only one for miles in this primitive country. He produced a piece of paper and unwrapped the microphone of the telephone instrument, which he said he would put back at 1130 the next morning.

At 2045 the voyage commenced. Adrias came off the beach easily and on a level keel. MGB 645 led the way out of the bay, Adrias following stern first. At the entrance, the CO had to turn to port into the Kos channel, but despite all his efforts the ship continued to turn to starboard. The damaged shell plating on the port side below the waterline was acting as a very effective rudder.

After another abortive attempt, we had an anxious conference on the bridge. It was clear we should have to abandon the idea of going stern first, and either steam bow first or return to Gumusluck. The CO flatly refused to go back, and it was agreed to try going ahead. I suggested slow ahead, but Commander Toumbas rang down 200 revs. The ship went plunging through the water and almost immediately the draught forward increased from about 10 to 20 feet through the weight of water piling into the fore end.

We were now entering the Kos Channel. It was a dark night and everything depended on our getting through undetected. As I was looking over the damaged bow to see how the structure was standing up to the strain, I saw a light flickering at the waterline on the starboard side. This was caused by damaged electric cables which were still alive. Fortunately the sparking was shielded by the ship’s side plating.

When I returned to the bridge, I found everyone taking cover from heavy machine gun fire coming from the Turkish mainland, which we were hugging very closely. No serious damage was done, although a bullet through the engine room of one of the MGBs pierced an exhaust pipe. We were fortunate to pass through the Kos Channel at nearly the same time as a German hospital ship, and the searchlight on Kos island was not switched on until after we had passed through.

We were still plunging ahead at nearly 10 knots, and the damaged bulkheads were beginning to show the strain. The upper deck passageway near 37 bulkhead was beginning to flood, as was the wardroom flat on the lower deck. All we had was the 70-ton electric portable pump. The fact that a suction could not be obtained on the main suction line had been accepted philosophically since the ship commissioned.

I continued to press the CO to reduce speed, and at last a sudden rain squall caused him to lose sight of the guiding MGB, and forced him to reduce to 100 revs. This caused the bow to come up, and the flooding on the upper deck stopped, enabling us to concentrate on the lower deck compartment. In crossing the Gulf of Kos, we were steaming head on into a moderate sea, and the ship was bumping badly. It was a relief when we turned the corner, and took a more easterly course which brought the sea abaft the beam.

By dawn (December 2nd), we had reached Lorima Bay where the ship was again beached. As the island of Rhodes was plainly visible about 10 miles away, it was not too sheltered a spot, but there was no alternative. Fortunately, the weather was in our favour, low cloud and rain preventing enemy reconnaissance.

In the evening, after a day spent in patching, shoring and pumping out, we set off again. We managed to get clear of the Rhodes channel without being detected, although we saw the Germans’ searchlight go on from a distance. The weather was bad and as soon as we emerged from the shelter of Rhodes, pounding was fairly heavy. Later, the wind freshened and the portion of 37 bulkhead between the lower and upper decks began to work heavily, swinging fore and aft from its upper deck connections as the seas surged in and out. Gradually it broke up into three pieces and fell to the bottom, leaving an open compartment between the upper and lower decks extending aft to 44 bulkhead. Fortunately the effects on the structure were damped by the entrapment of air by each wave as it surged in. That night the CO was content to proceed at 100 revs, at which bumping was not excessive.

A signal received from C-in-C Levant read as follows:-

‘D14 in Jervis with Penn and Brigand will meet you a.m. 3rd in vicinity of Casteloriso to tow Adrias to Alexandria routed via Cyprus. Well done keep going.’

At 0600 (December 3rd) we contacted the two destroyers and the whole force was ordered by Captain D14 to Kakavia Island, about 16 miles to the east of Casteloriso on the Turkish coast. At 0730, Adrias berthed in Kakavia Straits alongside Jervis.

Later in the morning, Captain D14 (Captain Henderson) held a meeting on board to decide the best time of sailing, and to fix up other details of ‘Operation Tableland’. We were routed via Cyprus to obtain maximum air cover.

At 1430, a German reconnaissance plane came over, and 2 hours later a British Beaufighter.

Brigand arranged the tow at 1530 and an hour later we made our way stern first out of the entrance. As soon as Brigand increased speed, the rudder effect of the damaged plating made itself felt, and Adrias turned to starboard until she was bearing about 60 degrees from the tug, with the towrope whipping out of the water. Adrias put 120 revs astern on the port engine but this made no apparent difference. It was clear that our speed would be much lower than anticipated. However, for Lieutenant Collins and myself who had spent the previous two nights keeping down the flooding at the fore end, conditions were ideal as there was no strain on the damaged stem nor any tendency to trim by the bow.

The moon that night was brighter than ever and we felt very conspicuous. At about 1045 we saw flares dropping to the westwards, followed shortly afterwards by the flash of bombs and gunfire and the glow of fires. Casteloriso was being bombed. We were thankful that Captain (D) had chosen Kakavia instead of Casteloriso to berth during the day.

The next half hour passed very slowly, but at last the flares and flashes died away. The night was uneventful after that. I turned in at 0200 and was awakened at 0700 by the Engineer Officer who said that as we were only making good about 5 knots, the Captain wanted to cast off the tow and go ahead again under his own steam. It was then a flat calm and I could hardly object. Soon we were proceeding ahead at 150 revs but it was agreed that should the weather deteriorate, we should again be taken in tow, however slow our speed.

Thus we proceeded without further incident to Limasol in Cyprus where we secured alongside the oiler Cherryleaf at 2000 on December 4th. We tried to get some oxyacetylene cutting apparatus with a view to cutting out panels of plating from the ships side forward of 37 bulkhead and thus reduce the strain on the side plating, which was becoming more and more distorted. None was available, however, and so at 0400 on the 5th we set out as before on the last 300 mile stretch to Alexandria. The weather threatened to deteriorate, but fortunately it was not bad enough to prevent our proceeding ahead.

At about 1000 on Monday, December 6th, we had our first view of Egypt - the wireless masts at Rosetta. We entered the Great Pass at about 1330, and were met by a BYMS flying the Greek flag. The Greek C-in- C and a number of other officers were aboard. They were cheering and waving wildly, and Adrias’ Greek crew cheered and waved back.

As we approached the entrance, another launch came out with the Greek Minister of Marine, followed shortly by the Staff barge with RA (L) and the Chief-of-Staff. Our entry and passage up the harbour was triumphal. Every ship in the harbour cleared Lower Deck and cheered as Adrias went by. It was a most moving experience.

Later the Greek C-in-C made the following signal to C-in-C Levant:-

‘Thank you very much for your kind signal TOO 061244 December, and for the hearty welcome given to the Adrias by the crews of the British ships.’

The safe arrival of this heavily damaged ship was a good piece of seamanship, and was made possible thanks to the valuable assistance given by the Royal Navy.

http://www.navyhistory.org.au/escape-from-gumusluck-turkey-1943/

There followed the usual plethora of media activity and official awards that often accompany such events. In April 1944, Commander Wright got a bar to his DSC (a second DSC) for 'operations in the Aegean', having been Mentioned in Despatches in the New Years Honours list in January 1944, and Lt Hugh Middleton also got a DSC. More importantly, the badly injured Charlie Russell got a George Medal for his work in rescuing 38 of his shipmates with the whaler. Captain Toumbas was awarded the Golden Medal for Valour, Chryson Aristeeon Andreeas, the Greek equivalent of the VC, and Lieutenant-Commander Constantine Arapis, the Engineer and Damage Control Officer, the Greek War Cross. RN officers aboard ADRIAS did well; Lt Harold Walkinshaw, the British Naval Liaison Officer (BNLO), in command of ADRIAS' six British Signalmen, got the Greek Medal for Outstanding Acts, and her splendidly-named Surgeon Lieutenant Vivian Osmond Brook Gartside RNVR, the Medical Officer, got a well-deserved (Greek) Distinguished Service Medal from King George of Greece, who also awarded the Greek War Cross (3rd class) to Lt Maurice Mountstephens RNVR, the skipper of MGB 647, one of the three Motor Gun Boats involved in the affair.

Commander Wright and Captain Toumbas were already close friends, and their post-war careers blossomed. Toumbas in particular, was regarded as something of a National hero for bringing ADRIAS home. Like Wright, he also eventually made Admiral, and on retirement in 1955, moved into politics. He was Foreign Minister of Greece in 1966 and died in 1995. Wright avoided party politics, but continued successfully up the greasy pole of Naval promotion, firstly with an appointment to RN Staff College, Greenwich, and eventually retired as an Admiral, with a knighthood, and the position of Second Sea Lord.

Meanwhile, in October 1945, Captain Toumbas was instrumental in setting up a memorial plaque to the events of that night at the main Greek naval base at Salamis, bearing the stirring inscription.

http://www.hmshurworth.co.uk/AfterHurworth.htm

http://www.hmshurworth.co.uk/AdriasTale.htm

Diary of one of the six that served on HHMS Adrias with Fred, and even mentions Fred in his memoirs:

"PERKY'S TALE

Jack Perks, loveliest of men, was one of the six British Signalmen aboard ADRIAS, under the command of Lt Herbert Walkinshaw, BNLO (British Naval Liaison Officer). All 'foreign'-manned naval vessels had a varying number of British Signalmen aboard to ensure effective communication between the Allies. He kept a diary whilst aboard. Although highly irregular, his diary remains one of HIS family treasures and a document of true history.

22 October
Grand, loch-like scenery, wooded slopes and blue water...paradise... until midnight. Left after dark. Proceeding quietly until off Kos about 2200, a violent explosion and everything seemed to fall about me. When I collected myself, I saw that the bridge was a shambles, but miraculously no one on the bridge hurt. But bodies from 'A' gun were lying about and the twin guns were pointing backwards over the bridge screen, and a dreadful smell. Helped Captain Toumbas to leave the bridge and gave him my life-belt as he was injured by hitting the binnacle. All proceeded aft to the searchlight and secondary steering position, and it was decided to try to save the ship. Captain D in HURWORTH was informed by V/S (Visual Signalling -ie light) and he came close on our port quarter but almost immediately there was a suspect E-boat on our starboard side, and when told, he shot off round our bow to engage, but found nothing. (Must have been our air-locked bows still afloat). He started to slew round to come alongside our starboard and there was a roar and huge sheets of flame enveloping HURWORTH from stem to stern only about 30 yards away from us. We could do nothing to help and captain Toumbas decided to steer for the nearby Turkish coast while all pumps and damage control was employed, rather than Jerry-occupied Kos nearby. Grounded at Gumersluk 2am.

23 October
Surveyed damage and realised that though 5x 4.5" shells had been thrown up from "A" turret below, not one of about 7 on the flag-deck had been hit, which was a miracle.

Pumps were augmented and caiques came alongside to take off the dead and injured, and repairs were started. A platoon of Turkish soldiers under an officer was billeted ashore to see we didn't escape. Apparently we had an agent in Bodrum and were in good contact with Alex. and a seemingly innocent looking fishing boat arrived and was quite well equipped with repair machinery, and Motor Torpedo Boats (actually MGBs) arrived with stores etc. One day Fred Slater, Gilbert Haigh and I decided to explore ashore and wandered along the cliff path above Gumersluk. We were pounced on by soldiers and man-handled back to the ship. My watch was taken, but when the Lieutenant over them arrived, we were released and given the watch back and the particular soldiers 'reprimanded'.

Gradually the ship was patched up and one night 2 MLs (Motor Launches) arrived in pitch darkness, we slipped our shore chains, and following a tiny blue stern light on one of the MLs, we escaped, and started off being towed by a tug which appeared out of the dark. Not very successful under tow, we tried our own 'steam' and got on very much better, and keeping close to the mainland of Turkey we rounded the Rhodes bend, being sniped at every so often. As we approached Rhodes Town harbour, a (German) Hospital Ship with all lights blazing came towards us and the main light-house beam went off and we slipped by the other way. By now we were making 8 knots, and gradually we made for air cover from Cyprus. As we passed Kastellorizo it was being bombed by the RAF as a diversion. We were met by JERVIS and PATHFINDER, and made for Alex, arriving to a tumultuous reception from all ships."

Fred worked off the coast of Scotland on a submarine supply ship early in the war

Fred was then on HMS Echo (H23) when it was transferred to the Greek Navy as HNMS Navarinon in 1944. The ship was then returned to the Royal Navy in 1956 and then scrapped.