Wath, Salvation Army Church - West Street
William Harvey Sgt
Bernard Harding Pvt George Edward Cadman L/Cpl Roland Carnell L/Tel |
Additional Details
William Harvey (1596012)
Royal Air Force - 514 Sqdn. 2 February 1945, aged 21 Lancaster aircraft lost on a mission to Germany Durnbach War Cemetery Bernard Harding (14819044) East Lancashire Regiment - 1st Bn. 16 April 1945, aged 18 Died in Germany Becklingen War Cemetery |
George Edward Cadman (4626975)
Duke of Wellington's (West Riding Regiment) - 1st Bn. 21 April 1943, aged 21 Died in North Africa Massicault War Cemetery Roland Carnell (C/SSX 30686) Royal Navy - H.M.S. Firedrake 17 December 1942, aged 22 Lost when vessel sunk in the Atlantic Chatham Naval Memorial |
William Harvey - 1596012
William Harvey was born in 1923 and his birth was registered in Rotherham in the last quarter of the year. William was the second of six children of Joshua Harvey and Constance (nee Grimshaw), who had married in 1921. William married in Staincross in 1944.
He joined the Royal Air Force Volunteer Reserve, service number 1596012 and became a Sergeant (Air Gunner) in 514 Squadron based at RAF Waterbeach in Cambridgeshire. On the night of 2/3 February 1945 Sgt Harvey was on board Avro Lancaster NN772 with squadron markings JI-C2 tasked with bombing Wiesbaden, Germany. They were one of 495 Lancasters and 12 Mosquitos of Nos 1, 3, 6 and 8 Groups to attack the city in Bomber Command's one and only large raid on Wiesbaden during the war. NN772 was on its first key operation with only 21 hours in total when it carried it’s crew over a dark hostile Europe. Airborne at 20:50 from Waterbeach they were hit by Flak and crashed at Springen, about 19 km north west from the centre of Wiesbaden. William Harvey, aged 21, was one of five of the crew who died as a result of the crash. Those killed were initially buried at Springen and have been subsequently re-interred in the Durnbach War Cemetery. Notes Other crew members were: F/O W.E. McLean RCAF - J35287 - KIA Sgt F.G. Maunder - 1851647 - KIA F/S N.W. Nightingale – 1583975 - KIA Sgt S.W. Moore - PoW Sgt A.T. Blackshaw – 2204969 - was captured upon landing by parachute and executed 3 Feb 45 Sgt G.H.Berridge - was injured and confined to hospital until Liberation |
Further details of the circumstances of the crash can be found in the recommendation for the pilot of a Victoria Cross:
McLEAN, F/O William Eugene (J35287) - Mention in Despatches - No.514 Squadron (deceased) - Award effective 13 June 1946 as per London Gazette of that date and AFRO 726/46 dated 26 July 1946. Born in Toronto, 10 January 1920; home there (aircraft assembly worker); enlisted there 25 July 1941. Trained at No.3 ITS, 2 September to 25 October 1941 (graduated 9 October 1941 when promoted to LAC), No.21 EFTS, 26 October to 20 December 1941 (graduated 19 December 1941) and No.9 SFTS, 21 December 1941 to 25 April 1942 (graduated 24 April 1942 when promoted Sergeant). Posted to No.10 AOS, Chatham, 1 June 1942; to No.9 BGS, 9 October 1942; promoted Flight Sergeant, 24 October 1942; promoted WO2, 24 April 1943; commissioned 13 September 1943; to "Y" Depot, Halifax, 29 September 1943; arrived in Britain, 30 October 1943; considerable further training at Beam Approach and OTU units until posted to No.514 Squadron, 2 January 1945.
Killed in action 2/3 February 1945 (Lancaster NN772). Certificate sent to his mother, 21 January 1949. Public Records Office Air 2/5867 has recommendation for a Victoria Cross dated 17 June 1945 and signed by Wing Commander P.L.B. Morgan, Commanding Officer of No.514 Squadron. McLean had flown five sorties (20 hours
35 minutes).
On the night of the 2nd/3rd February 1945, the above named officer was detailed as pilot and captain of a four engined heavy bomber to attack Wiesbaden.
The target was a heavily defended one, and just after the bombs had been released there was a loud explosion in the aircraft. Flying Officer McLean was then heard to
ask the Flight Engineer if the starboard inner engine had been hit. He got no reply but almost immediately he himself confirmed that it was the starboard inner engine and that it was now out of action. At this moment the Mid-Upper Gunner saw that the starboard inner engine was on fire. The air bomber, who was down in the bomb aimer's position when the explosion occurred, then came up to see if he could give any assistance. At this moment, a large piece of white-hot metal came into the aircraft and lodged between the pilot's feet just aft of the rudder bar. The Air Bomber attempted to remove this with the aid of a flying jacket, but was unable to do so. Seeing this, Flying Officer McLean ordered the crew to carry out the emergency procedure for abandoning the aircraft. Flying Officer McLean continued to control the aircraft in spite of the white hot metal, which by now was quickly setting fire to everything in its vicinity, including Flying Officer McLean's boots and clothing. Just prior to leaving his turret, the Mid-Upper Gunner saw that the whole of the front part of the aircraft was on fire but the aircraft was still being kept steady which enabled him to reach the emergency exit and abandon the aircraft.
The Air Bomber, on his way to the emergency exit, noticed the Flight Engineer lying on the floor, apparently wounded or killed, so he called for a parachute pack, which he fastened to the Flight Engineer's harness. The pilot then told them to get out quickly. The Air Bomber then noticed that Flying Officer McLean was enveloped from head to foot in flames and that the whole cockpit was on fire. He then received a blow to the stomach and fell out of the aircraft. The Air Bomber and the Mid-Upper Gunner were the only two survivors of the crew but they undoubtedly owe their lives to the outstanding bravery of the captain, Flying Officer McLean, who remained at the controls in order to steady the aircraft sufficiently to let his crew abandon it, completely disregarding his own safety and enduring what must have been extreme agony. Had he chosen, Flying Officer McLean was in a position to save himself but, crippled as the aircraft was, it is unlikely that any other members of the crew would have survived.
By his action, Flying Officer McLean set the highest example for outstanding bravery and courage, sacrificing his own life in attempting to save the lives of his crew and comrades. It is very strongly recommended that this outstanding example of heroism be recognized by the posthumous award of the Victoria Cross to Flying Officer W.E.
McLean.
McLEAN, F/O William Eugene (J35287) - Mention in Despatches - No.514 Squadron (deceased) - Award effective 13 June 1946 as per London Gazette of that date and AFRO 726/46 dated 26 July 1946. Born in Toronto, 10 January 1920; home there (aircraft assembly worker); enlisted there 25 July 1941. Trained at No.3 ITS, 2 September to 25 October 1941 (graduated 9 October 1941 when promoted to LAC), No.21 EFTS, 26 October to 20 December 1941 (graduated 19 December 1941) and No.9 SFTS, 21 December 1941 to 25 April 1942 (graduated 24 April 1942 when promoted Sergeant). Posted to No.10 AOS, Chatham, 1 June 1942; to No.9 BGS, 9 October 1942; promoted Flight Sergeant, 24 October 1942; promoted WO2, 24 April 1943; commissioned 13 September 1943; to "Y" Depot, Halifax, 29 September 1943; arrived in Britain, 30 October 1943; considerable further training at Beam Approach and OTU units until posted to No.514 Squadron, 2 January 1945.
Killed in action 2/3 February 1945 (Lancaster NN772). Certificate sent to his mother, 21 January 1949. Public Records Office Air 2/5867 has recommendation for a Victoria Cross dated 17 June 1945 and signed by Wing Commander P.L.B. Morgan, Commanding Officer of No.514 Squadron. McLean had flown five sorties (20 hours
35 minutes).
On the night of the 2nd/3rd February 1945, the above named officer was detailed as pilot and captain of a four engined heavy bomber to attack Wiesbaden.
The target was a heavily defended one, and just after the bombs had been released there was a loud explosion in the aircraft. Flying Officer McLean was then heard to
ask the Flight Engineer if the starboard inner engine had been hit. He got no reply but almost immediately he himself confirmed that it was the starboard inner engine and that it was now out of action. At this moment the Mid-Upper Gunner saw that the starboard inner engine was on fire. The air bomber, who was down in the bomb aimer's position when the explosion occurred, then came up to see if he could give any assistance. At this moment, a large piece of white-hot metal came into the aircraft and lodged between the pilot's feet just aft of the rudder bar. The Air Bomber attempted to remove this with the aid of a flying jacket, but was unable to do so. Seeing this, Flying Officer McLean ordered the crew to carry out the emergency procedure for abandoning the aircraft. Flying Officer McLean continued to control the aircraft in spite of the white hot metal, which by now was quickly setting fire to everything in its vicinity, including Flying Officer McLean's boots and clothing. Just prior to leaving his turret, the Mid-Upper Gunner saw that the whole of the front part of the aircraft was on fire but the aircraft was still being kept steady which enabled him to reach the emergency exit and abandon the aircraft.
The Air Bomber, on his way to the emergency exit, noticed the Flight Engineer lying on the floor, apparently wounded or killed, so he called for a parachute pack, which he fastened to the Flight Engineer's harness. The pilot then told them to get out quickly. The Air Bomber then noticed that Flying Officer McLean was enveloped from head to foot in flames and that the whole cockpit was on fire. He then received a blow to the stomach and fell out of the aircraft. The Air Bomber and the Mid-Upper Gunner were the only two survivors of the crew but they undoubtedly owe their lives to the outstanding bravery of the captain, Flying Officer McLean, who remained at the controls in order to steady the aircraft sufficiently to let his crew abandon it, completely disregarding his own safety and enduring what must have been extreme agony. Had he chosen, Flying Officer McLean was in a position to save himself but, crippled as the aircraft was, it is unlikely that any other members of the crew would have survived.
By his action, Flying Officer McLean set the highest example for outstanding bravery and courage, sacrificing his own life in attempting to save the lives of his crew and comrades. It is very strongly recommended that this outstanding example of heroism be recognized by the posthumous award of the Victoria Cross to Flying Officer W.E.
McLean.
Bernard Harding - 14819044
Bernard Harding was the first child born to Harold Harding and Ethel (nee Corns), his birth being registered in Rotherham in the second quarter of 1926. The Family lived
at 144 High Street, West Melton. Bernard was known affectionately as Bunny.
He joined the army and was a Private in the 1st Battalion, East Lancashire Regiment, service number 14819044. The regiment was part of the 53rd Infantry Division.
Private Harding died, in Lower Saxony, Germany between Rethem and Soltau, on 16 April 1945, less than a month before the end of the war in Europe. He was just 18 years old and now lies in Becklingen War Cemetery.
at 144 High Street, West Melton. Bernard was known affectionately as Bunny.
He joined the army and was a Private in the 1st Battalion, East Lancashire Regiment, service number 14819044. The regiment was part of the 53rd Infantry Division.
Private Harding died, in Lower Saxony, Germany between Rethem and Soltau, on 16 April 1945, less than a month before the end of the war in Europe. He was just 18 years old and now lies in Becklingen War Cemetery.
George Edward Cadman - 4626975
George Edward Cadman was born in Rotherham in early 1922, he was the second child of Willie Cadman and Elizabeth (nee Bower).
He became a Lance Corporal, service number 4626975, in 1st Battalion, Duke of Wellington's (West Riding Regiment). The Dukes were sent to France in September 1939 with the British Expeditionary Force and during the retreat to Dunkirk formed part of the rearguard. They next fought in North Africa, soon after arriving in March 1942 then fought with distinction in a number of actions including the Battle of Medjez Plain and the Battle of Djebel Bou Aoukaz, taking the town on 27 April 1943. It was just before this on 21 April 1943 that George was killed, aged 21. He now lies in Massicault War Cemetery, about 25 km south-west of Tunis, just north of the small town of Borj El Amri, Tunisia. |
Roland Carnell - C/SSX 30686
HMS Firedrake
Ronald Carnill was the second of four children born to Joseph Henry Carnill and Hilda Ellen (nee Greaves), his birth being registered in Rotherham in the second quarter of 1920. The family lived at 41 Vicar Road, Wath. His elder brother was in the RAF, and his younger brother was in the Fleet Air Arm, whilst his sister was a member of the ATS.
Ronald enlisted in the Royal Navy in May 1939, service number C/SSX 30686. By late 1943 he was a Telegraphist on the HMS Firedrake. The destroyer, commissioned in 1936 was the leader of Mid-Ocean Escort Force Group B-7 from early 1942. It was to act as part of the escort of the 43 ships of convoy ON-153 which departed Liverpool on 11 December 1942 bound for New York. The convoy encountered severe storms which at times were reported as force 12. The waves lifted the Firedrake to the top of a 60 foot crest and then dumped it down into the trough ready for the next wave. The convoy was attacked by U-boats of wolfpack Raufbold, which total 13 submarines, on the morning of the 16th December. About 550 miles of Cape Clear, the tankers Regent Lion and Bello were torpedoed and sunk and at 19.11hr the convoy was attacked again, the SS Emile
Francqui was sunk in position 50° 56’ N, 24° 42’ W. Submarine U-211 had surfaced for routine ventilation and battery charging and was surprised that her presence was not detected by Asdic or radar. It is equally surprising that the sound of the convoys propellers had not been heard, the fury of the weather obviously blotted out all other sounds. At 22.10hr that evening the Firedrake’s luck finally ran out when she was struck by a torpedo from U-211. The torpedo struck the starboard
side, probably abreast the forward boiler room, the forward bulkhead of No. 3 boiler room remained intact, the ship listed heavily to starboard, righted momentarily then broke in two about a minute after the explosion. The bow section floated away and capsized to starboard, there was only one survivor from the bow section. The stern section remained afloat on an even keel, but the bulkhead of the after boiler room was being pounded by heavy seas. After a quick count up, it was found that there were 35 crew members still on this section, they got to work making the depth charges safe, dumping the torpedoes and trying to attracted the attention of the other escorts, by firing star shells. The first reaction from the escort group was to train the radar onto the position of the star shells, and picking up Firedrake’s after part on their screens, assumed that we were on station and in good order. After more star shells had been fired the corvette HMS Sunflower came over to investigate and sent up star shells of her own. It was then clear to them what had happened.
HMS Sunflower came as near alongside as she could get, it was decided to take survivors off by boson’s chair, but with the corvette at one point towering some sixty feet above and the next sixty feet below in that mighty sea no such action was possible. It was decided therefore to wait for daybreak before transferring to the rescue ship. At 00.45 on the morning of the 17th December the weather deteriorated, Firedrake however began to settle lower in the water and was finally abandoned, the bulkheads collapsed and the stern sank. Survivors took to the rafts to make their way over to the Sunflower. Several men perished in the cold, some being in the water for two hours, during which time Sunflower continually sought out survivors with great skill and determination and courage, one of her crew actually going over the side to help men inboard. HMS Sunflower, managed to rescue six officers and 21 ratings from a crew of 194, although one of those rescued died before morning.
Ronald Carnill was lost when the vessel sank, he was 22 years old and is remembered on the Chatham Naval Memorial.
Note
U-211 was sunk just under a year later on 19 November 1943 east of the Azores, in position 40.15N, 19.18W, by depth charges from a Wellington of 179 Squadron, with the loss of all 54 hands.
Ronald enlisted in the Royal Navy in May 1939, service number C/SSX 30686. By late 1943 he was a Telegraphist on the HMS Firedrake. The destroyer, commissioned in 1936 was the leader of Mid-Ocean Escort Force Group B-7 from early 1942. It was to act as part of the escort of the 43 ships of convoy ON-153 which departed Liverpool on 11 December 1942 bound for New York. The convoy encountered severe storms which at times were reported as force 12. The waves lifted the Firedrake to the top of a 60 foot crest and then dumped it down into the trough ready for the next wave. The convoy was attacked by U-boats of wolfpack Raufbold, which total 13 submarines, on the morning of the 16th December. About 550 miles of Cape Clear, the tankers Regent Lion and Bello were torpedoed and sunk and at 19.11hr the convoy was attacked again, the SS Emile
Francqui was sunk in position 50° 56’ N, 24° 42’ W. Submarine U-211 had surfaced for routine ventilation and battery charging and was surprised that her presence was not detected by Asdic or radar. It is equally surprising that the sound of the convoys propellers had not been heard, the fury of the weather obviously blotted out all other sounds. At 22.10hr that evening the Firedrake’s luck finally ran out when she was struck by a torpedo from U-211. The torpedo struck the starboard
side, probably abreast the forward boiler room, the forward bulkhead of No. 3 boiler room remained intact, the ship listed heavily to starboard, righted momentarily then broke in two about a minute after the explosion. The bow section floated away and capsized to starboard, there was only one survivor from the bow section. The stern section remained afloat on an even keel, but the bulkhead of the after boiler room was being pounded by heavy seas. After a quick count up, it was found that there were 35 crew members still on this section, they got to work making the depth charges safe, dumping the torpedoes and trying to attracted the attention of the other escorts, by firing star shells. The first reaction from the escort group was to train the radar onto the position of the star shells, and picking up Firedrake’s after part on their screens, assumed that we were on station and in good order. After more star shells had been fired the corvette HMS Sunflower came over to investigate and sent up star shells of her own. It was then clear to them what had happened.
HMS Sunflower came as near alongside as she could get, it was decided to take survivors off by boson’s chair, but with the corvette at one point towering some sixty feet above and the next sixty feet below in that mighty sea no such action was possible. It was decided therefore to wait for daybreak before transferring to the rescue ship. At 00.45 on the morning of the 17th December the weather deteriorated, Firedrake however began to settle lower in the water and was finally abandoned, the bulkheads collapsed and the stern sank. Survivors took to the rafts to make their way over to the Sunflower. Several men perished in the cold, some being in the water for two hours, during which time Sunflower continually sought out survivors with great skill and determination and courage, one of her crew actually going over the side to help men inboard. HMS Sunflower, managed to rescue six officers and 21 ratings from a crew of 194, although one of those rescued died before morning.
Ronald Carnill was lost when the vessel sank, he was 22 years old and is remembered on the Chatham Naval Memorial.
Note
U-211 was sunk just under a year later on 19 November 1943 east of the Azores, in position 40.15N, 19.18W, by depth charges from a Wellington of 179 Squadron, with the loss of all 54 hands.