Biography

Family background

Thomas Henry Siberry was born on the 28th November 1905 in Garforth. His parents were Edward Varley Siberry and his wife Annie Elizabeth Siberry (nee Whitaker). Thomas Henry was baptised in Garforth on the 31st December 1905, and at that time Edward's occupation was given as a miner. Thomas was the third child of Edward and Annie after Ada (b. 1902) and Louie (b. 1904).

In 1908 Edward and Annie had another child, Lily, and on the 2nd April 1911, on census day that year, the Siberry family (Edward and Annie, with their children Ada, Louie, Harry Thomas and Lily) were living at Poplar Avenue, Garforth. Edward was described as working for the Pearl Life Assurance at that time. A further two children were born in 1912 (Ronald A Siberry) and 1913 (Norman).

We have next found Thomas Henry Siberry in the 1921 census. This census had been postponed for two months from April due to industrial unrest and the situation in Ireland due to the Irish War of Independence. However on the 19th June 1921 the census was completed. By that date, Edward and Annie Siberry, and their family were living at Barley Hill Road, Garforth. Edward was again described as a coal miner, but the census record notes that he was 'out of work'. People out of work were asked to provide details of the role and employer of their last job, and Edward was described as a coal hewer (the person actually digging the coal from the coal face) working for the Micklefield Coal and Lime Company. This company had four pits around that time, Ledston Luck No. 1 and Ledston Luck No. 2 at Ledstone near Garforth, and Peckfield No. 1 and Peckfield No. 3 at Micklefield, near Garforth. Annie Siberry was employed on 'house duties'. Their daughter Ada was 19 years 10 month and was working as a shop assistant for the drapers Wilkinson and Co at West Street, Leeds. Louie was aged 18 years 2 months and she was described as an out of work typist. Thomas Henry was by this time aged 15 years and 7 months but it seems he had already left school and was listed as being out of work, having previously been a colliery pony driver working underground at Micklefield Coal and Lime Company. Lily was 13 years 5 months and was listed as being a domestic at home, while the youngest child, Norman, was 7 years 11 months, and was at school.

The records of the 1931 census were destroyed accidentally during World War 2, and we have no further record of Thomas Henry Siberry until 1932 when he married Phyllis May Gummerson. A photograph of the wedding party is headed "Pretty Kippax Wedding".

Sometime after marrying, Thomas Henry and Phyllis moved to Collingham and on the 7th March 1934 their daughter, Dorothy Wendy Siberry, was born at Kipgarth, Collingham. From 1934 until 1939 we find Thomas and Phyllis on the electoral rolls for Collingham, living at No. 4, Brookside, Collingham. Finally, in 1939, there was a National Registration, in order to provide a list of those eligible for call-up for service and to provide the National Identity Cards that were needed for a time of war. Thomas Henry Siberry and his family were then living at No. 4 Brookside, Collingham, and Thomas was described as a motor lorry driver. Given his service record and the unit he served with, we think it may be that he worked for the West Riding County Council in the Roads department.

It is not clear exactly when Thomas Henry Siberry joined the army, but we know that this happened very early in the war, and he became Driver 2183819 in the Royal Engineers.

Service record

Thomas Henry Siberry became a member of 116 Road Construction Company of the Royal Engineers. The War Diary for this unit for September 1939 tells of the unit's formation.

On the 1st September 1939, Hitler instructed his armies to invade Poland. On that same day, in York, Messrs G.T. Carpenter and W H Massie who had been nominated as Officer Commanding and 2nd in Command respectively of 116 Road Construction Company Royal Engineers were interviewed by the Commander of the Royal Engineers. Mr Massie was instructed to report as early as possible to the Officer in Command 116 Coy RE, and on the 2nd September, he, now Lieutenant Massie, joined for duty in Wakefield. The process of setting up an army unit now swung into action with senior non-commissioned officers (one Company Sergeant Major and one Company Quartermaster Sergeant) joining in Wakefield on the 11th September. Finally Mr G.T. Carpenter was issued with instructions on the 15th September to take up his appointment as Officer in Command, and he duly did so later in the day at Pontefract as Major G.T. Carpenter. The unit was readying for war service:

Following all this activity in setting up the unit, the first four recruits reported for duty in Pontfract on the 30th September 1939, less than one month after the declaration of war. By the 18th October the 116 Road Construction Company, Royal Engineers was able to report that it was now three persons over-strength numerically, but that it did not have full numbers in certain trades. The next days were spent trying to make up those deficiencies, and in practicing for mobilisation and movements.

On 21st October, a preliminary movement warning order - the notification that the unit had to be ready to move - was received. Administrative and equipment problems, breakdowns and deficiencies continued in the next few days, but on the 28th October, 52 men were despatched on 48 hours embarkation leave. Final plans were now made for move by road and rail and on the 30th October, verbal instructions were received that the road party would leave on the 2nd November.

Such had been the rush to set up this unit that it was only on the 31st October that Army Numbers were received for all the men (except nine), the same day that movement orders were received for the road move to Newport and the rail move to Southampton. The road party was to be formed of 1 Officer and 16 men with 11 vehicules and 4 motor cycles. They would leave Pontefract at 7am on the 2nd November and travel via Doncaster, Retford, Newark, Leicester, Rugby, Leamington, Stratford on Avon, Evesham and Pershore, to arrive at the Upton-upon-Severn (Kempsey) bivouac area where they were to spend the night. Then on 3rd November they were to journey on via Ledbury, Ross and Abergavenny to Newport. Meanwhile, the rail party of 3 Officers and 85 other ranks were scheduled to travel from Pontefract to St. Pancras at 22.10 on the 7th November arriving at 05.38 on the 8th November, there to report to the Rail Transport Officer at Waterloo on the 8th to connect to Southampton. This party reached Southampton Docks at 14.40 on the 8th November and embarked on 'Maid of Orleans'. They left docks at 16.00 hours and anchored in Southampton Water.

The Maid of Orleans sailed from Southampton Water at 3am on the 9th November and, according to the War Diary, had a rough crossing to Cherbourg where they disembarked at 10am and were quartered and fed in station buildings at the Gare Maritime until 20.30 when they entrained for the next stage of their journey. On the 10th November, the unit arrived at Le Mans and were taken to Chanzy barracks by lorry for a meal, after which they returned to Le Mans and journeyed on to Nantes, where they were billeted overnight in Chapelle de l'Oratoire. On the 11th they were back at the station for the last leg of their journey, detraining at 12.30 at billeting at a factory in the Boulevard de Ceinture in Blain. The officers were billeted in private houses, while the other ranks put their billets into order on the 12th to 14th November.

While the men were improving their billets, the Officer in Command was receiving his orders for the work to be undertaken by 116 Road Construction Company:

Unfortunately we do not know which party Thomas Henry Siberry travelled with and we do not know which of the various working parties assigned to the above tasks he might have worked in. Perhaps he moved from one job to another as various tasks were allocated. However it's clear that Thomas was working on these tasks in France late in 1939.

On the 15th November, the road party of 116 Road Construction Company arrived and the Company was ready to start work. Work started on roads at both La Gavre and La Groulais on the 16th November. The work at both sites consisted of road maintenance and the widening and construction of new roads. The War diary records the weather as they commenced work as rainy. Work at these sites continued throughout the winter and spring months - stone and materials were delivered to Blain station and the Company then brought it to the sites and constructed the roads. As a lorry driver before the war, perhaps Thomas Siberry was involved in the transportation of the 100s of tons of stone that were delivered and moved to site.

On Friday the 19th January 1940, Thomas Siberry wrote the following letter to an acquaintance, James Admiral Blakeson, at 29, Brookside, Collingham and his wife, Edith Mary (nee Vincent). James was described on the 1939 Registration as being a West Riding County Council highways labourer, so it is likely that Thomas and James (Harry and Jim) knew each other both from living close in Brookside, and working together.

Dear Jim and Mary,
Received your letter and P.Order yesterday & at your request will only say Thank you very much!
You say that your letter must have been delayed, I don't wonder, I believe I answered it by return, so you can see how it was that my wife was a long time in getting one.
I had to smile about the mates job, I could set you on just now if you were here, but joking apart I shall only to pleased to do all I can for you if & when I have the chance in some future time, not because of what you are doing now of course, as you know, nothing would please me better than to have you on the wagon, only for goodness sake, don't tell the tough guy.
Pleased to hear that you are having a cushy time on Sturdy Bank, you can't beat it, I bet I have a cushier when I get back. You know what I always said, it isn't what you do, it's what they think you do, that matters. Sorry to say that I haven't been able to get to Gracies concerts. Only a few tickets are allocated to each company & we have to draw lots as to who has to go. I haven't been in luck yet, but you know the old saying, Hope springs eternal.
Now a word for the NEAT PRINTER
You said that I should be looking forward to my leave, I certainly am, but when it will come, I have no idea, so shall just have to wait & see. Jim will tell you, that I take things as they come along. I might say that I have now got quite settled down, I believe that one can get used to anything. I was only thinking today, when I was having my tea, if anyone had told me that I should have dropped a piece of bread on the fire & called it toast & walked about eating it in my hat & big coat & scarf I should have laughed at them, & if I ever see a good bath room again, I shall go mad. Tell Jim he wants to start and have his morning wash & shave at the bottom of the garden when its frosty in cold water to get himself tough if he looks like having to come out here.
I haven't see anything of Clifford on my travells [sic] or G Ward either, but I may do some day.
I hope that you are all keeping well at No. 29 & free from colds. My lips are all broken out in big cold spots, but from what we hear on the wireless, every country is in the grip of snow and ice, so we shall all be looking forward to the better weather. I often wonder if Jim has got his garden dug. I am afraid I shall be a bit late with mine this time. Did I tell you in my last letter that we have a travelling picture van coming round every Saturday Night. It gets more like home every week.
You never mentioned whether you were in the next batch for calling up Jim, 20.28. I often wonder how old you are. It will catch a lot of the Collingham boys. Nothing would please me better if it was all over before the poor lads have to come out here.
Well I think that is all this time, you will know that we are limited as to what we can say & I have at least another 10 letters to answer. I am as far back as Christmas with some of them & I spend all of my spare time writing, so you can see how many letters I receive.
So cheerio & all the best
I am Yours Sincerely
Harry S.

By the 4th May 1940, 116 Road Construction Company were still based in Blain. The unit at that time consisted of 4 Officers, 1 Warrant Officer, 6 Sergeants and 96 Other Ranks, making a total of 107 men. On the 5th May, 14 other ranks were sent to the UK on 10 days leave in the UK, but we don't believe that Thomas was one of those men. Work of the unit had also expanded by this time with working parties not only at La Groulais and Le Gavre, but also at Vay, and St.Etienne.

Works continued throughout the first part of May, but the overall situation in France was clearly deteriorating. On the 10th May 1940 units of the German Army invaded Belgium, Luxembourg and the Netherlands. Notes in the War Diary show that on that day (10th of May) instructions were received to issue 25 rounds of small ammunition to each man. On next day, the status of the units was reduced to 'Preliminary Caution' but then instructions were given to issue each man with 50 rounds small ammunition. Despite the concern of the war situation, the work of 116 Road Construction Company seems to have continued with working parties starting work on foundations on the 11th May. However, things were clearly getting more serious - the War Diary reporting:

On the 14th May, the Dutch army surrendered. Perhaps surprisingly, given the state of the war with the invasion of France by the Germans, 116 Road Construction Company continued road building throughout May 1940. While they were still building, the German Army started their attack on France, driving through the Ardennes from the 16th-21st May and the British Army units in the north and east of France, cut off to the south, withdrew towards Dunkirk from the 26th May 1940. Thomas Siberry and 116 Road Construction Company would have been far enough west to be unaffected directly by these orders. Operation Dynamo, the evacuation of the British Expeditionary Force (BEF) through Dunkirk was put into operation on the 26th May, and from the 31st May to the 4th June, the famous armada of small boats, rescued the men of the BEF from the beaches. The last ship to depart from Dunkirk sailed on 4th June 1940. Altogether 340,000 British, French, Belgium, Dutch Allied Forces and civilians had been rescued from Northern France.

The situation in France was now clearly desperate and plans were now put in place to withdraw the rest of the British Army from France via the Atlantic coast ports. These troops retreated further south converging at the French ports of St Nazaire, Brest, St Malo, Cherbourg and Le Havre. 116 Road Construction Company was such a unit. 116 Road Construction Company received orders on the 15th June 1940 to withdraw. The War Diary reporting:

So 116 Road Construction Company had retreated to St. Nazaire and were transported from St. Nazaire docks on the destroyer H44, HMS Highlander, out to the sea lanes where they were transferred to the SS Lancastria. Lancastria had started life as SS Tyrrhenia a luxury liner of the Cunard fleet offering 580 luxury cabins on the Hamburg-New York and London-New York routes. Later she served as a cruise ship in the Mediterranean and Norwegian seas. In March 1924, against all sea-faring tradition, her name was changed to Lancastria, as American passengers found her original name difficult to pronounce. In April 1940, the Lancastria was requisitioned as a troopship and immediately saw action during the evacuation of troops from Norway. On her return she was loaded with approximately 1500 tonnes of fuel oil at Glasgow before heading for Liverpool, where she was due a refit. Her crew were sent on leave but were quickly recalled, as the Lancastria was to take part in Operation ARIEL. She steamed to Plymouth from where she sailed for the last time to France.

Over 50 ships, both military and civilian were prepared to evacuate forces from the waters off southern France during the second week of June 1940. The ships that were involved in evacuating troops from around St Nazaire consisted of HMS Cambridgeshire, HMS Havelock, HMS Highlander, HMS Punjabi, HMS Vanoc, Oracle, Oriel, Oronsay, John Holt, Robert L Holt, City of Lancaster, Baharistan, Clan Ferguson, Floristan, Ulster Prince, City of Mobile, Cymbula, Fabian, Glenaffric and HMT Lancastria. The Master of HMT Lancastria, Captain Rudolph Sharp with his ship's complement of 330, sailed from Plymouth at midnight on 15th June for Quiberon Bay, where they arrived at 1800hrs on 16th June, anchoring in 12 fathoms of water in the Carpenter Roads off St Nazaire. The Lancastria and other ships commenced embarking fleeing men, women and children from early morning until late afternoon 17th June.

The destroyers HMS Havelock and Highlander, as well as several smaller French vessels and tenders assisted in ferrying troops to the waiting ships anchored off St Nazaire. The exact figure of how many people were on Lancastria is unknown, but it is known that the crew were keeping a count and those embarking exceeded 6000, and still more came. The actual number of passengers embarked was in the region of 6000-9000. The ships complement provided all the assistance they could to the many that embarked upon Lancastria and provided them with the first decent meal and a short period of rest that many had had for several days.

The bombing attack on Oronsay took place around 2pm and the Oronsay, which was lying some 500 yards from Lancastria, was straddled by bombs. The bridge was destroyed, killing several crewmembers and many on board. The Luftwaffe bombers, that attacked the shipping that day, were KG30 Dornier 17s.

This was not the last of the German air raids, shortly before 4pm, the air-raid siren from the harbour at St. Nazaire, as well as the Lancastria ARP siren sounded and a German bomber appeared, bomb doors open. A stick of four bombs ripped through the Lancastria, which was just getting underway, and the ship began to buck and shudder. One bomb detonated in the Number 2 hold where a contingent of around 800 RAF personnel had been placed, amongst these were airmen of 73 Squadron from RAF Digby and from 98 Squadron. Flames and thick black smoke billowed from the hold's main hatch, cutting off their exit. The second bomb appears to have struck near the funnel. The smoke began to cover the forward section of the vessel. One bomb hit in the Number 3 hold, releasing 1400 tons of fuel oil.

The Lancastria immediately listed to starboard, although this was partially corrected by moving troops to the port side; but the ship was doomed and she started to settle by the bow. As her twin propellers cleared the water she started to roll onto her port side and several hundred men took to the fuel oil-covered water and to the steel plating of her now upturned hull.

Men clinging to the upturned hull of Lancastria. Photo from Wikipedia.

Having bombed the ship, the German bombers returned and fired upon those clinging to life in the water and on the sinking ship. In places the fuel oil was set on fire by the machine gun rounds and incendiaries.

The Lancastria sank in around 20 minutes. The holds and the depths of the ship had been pressed into action as makeshift accommodation for the thousands of men who had boarded the Lancastria and many of the men in these locations were killed immediately the bombs struck. Others were trapped through the smoke and flames, which engulfed parts of the vessel, while many succumbed to the sea and the oil, while even those who had clung to the upturned hull were not safe and many slipped into the water and drowned.

Rescue was attempted for several hours by the ships around and for several hours, the destroyers, merchantmen and the French trawler St. Michael picked up survivors. Some men were transferred to ships, which immediately departed for England while others were returned to shore where French nurses and nuns looked after them. Some later escaped on other ships, the seriously injured became prisoners of war and some attempted evasion and concealment in France. The Oronsay, despite losing her bridge, navigational equipment and charts, steamed for England with the Captain using a pocket compass, a sketch map of France and using the manually operated auxiliary steering.

Fewer than 2,500 were rescued from the sinking Lancastria. On Churchill's orders, news of the disaster was suppressed for several weeks, so as not to dampen an already war depressed population. Eventually though, a newspaper published the details and the enormity of the disaster struck home. The newspapers of the day put the total lost at 2,823 (itself greater than the loss of life on both the Titanic and Lusitania combined. The actual number of those lost on Lancastria will never be known, as no one knew how many were on board, but is probably in excess of 4,000 souls. This is Great Britain's worst maritime disaster.

Back in the UK, the remains of 116 Road Construction Company who had been picked up by other ships returned to Plymouth and were gradually taken back to Leeds and stragglers kept rejoining the unit until by the 30th June the war diary was able to report a strength of 4 officers and 62 other ranks, out of a total of around 110 men who had served with the unit. The Commonwealth War Graves Commission now records the deaths of 29 men of 116 Road Construction Company on the 17th June 1940.

Thomas Henry Siberry was one of those to lose his life in the bombing of the Lancastria. As part of the suppression of the story, Thomas's next of kin was not informed of his death until the 20th July 1940. Thomas Henry Siberry's body eventually washed up on the shore near St.Nazaire sometime during June and July of 1940 and he was buried in La Bernerie-en-Retz Communal Cemetery on the 15th July 1940 and his next of kin was notified of the burial on 20th November 1940.

After his death, the local newspaper published a report of Thomas Henry Siberry's life in Collingham:

Biography last updated 19 February 2023 15:12:40.