On July 3rd 1940 the British Fleet fired on the French Fleet which was at anchor in the North African port of Mers el Kebir, near Oran in Algeria. The attack lasted for only 10 minutes but in that time hundreds of French sailors were killed and their ships crippled. Yet only days before France and Britain had been Allies fighting against Hitler’s Germany, so what went wrong?
The German Blitzkrieg was unexpected and totally devastating in its speed and France fell to the Germans which left the British in a difficult position. Many of the ships in the French Fleet were still at sea or in port and Churchill realised that it was vital to keep these resources out of enemy hands by any means possible.
Many French ships were already in British ports but there was also a large squadron of battleships in the port of Mers el Kebir. The Admiralty were worried that if these ships were to join with the Italian navy in the Mediterranean it would give the Axis powers naval superiority there and possibly make Britain’s position in North Africa untenable. On 23rd June 1940 an armistice was signed between France and Germany, and when the details were announced they confirmed the worst fears of the Admiralty. The agreement said that ‘The French war fleet is to collect in ports…under German and/or Italian control to demobilize.’ The declaration went on to say that ‘The German Government solemnly declares to the French Government that it does not intend to use the French War Fleet which is in harbours under German control for the purposes of the war.’
However, the British government did not trust Hitler as he had broken many promises before, which left Churchill afraid that the French Fleet might be used to help an invasion of Britain. He had to make a decision about what to do next and so announced that ‘At all costs, at all risks, in one way or another we must make sure that the navy of France does not fall into the wrong hands.’
Churchill ordered the immediate setting up of Operation Grasp whose aim was to simultaneously seize
- all French ships in the UK ports of Plymouth and Portsmouth
- all French ships in the port of Alexandria in Egypt
At the same time Operation Catapult under Rear Admiral Somerville was to give an ultimatum to the ships in Mers el Kebir. Somerville had command of a force consisting of Ark Royal, Hood, Valiant, Resolution, 2 cruisers, and 11 destroyers. At Gibraltar Somerville met with Admiral North who was Commander-in-Chief of the Atlantic Fleet, and Captain Holland who spoke fluent French. The three officers had been ordered to present French Admiral Gensoul with 3 options
- Join the Royal Navy to fight the Germans
- Sail to a British Port where the ships would be taken over and the crews repatriated
- Sail to an island in the French Caribbean, disarm, and stay there for the remainder of the war
Churchill had ordered that if Gensoul refused to make a decision he would be told to scuttle his ships. If he refused to do that the last resort would be for the British to fire on the French Fleet and sink it.
Somerville and North both felt that these orders went against what was honourable as the French had so recently been an ally; the Prime Minister understood this but explained his decision by saying that ‘you are charged with one of the most disagreeable and difficult tasks that a British Admiral has ever been faced with.’ But, despite that, he was still convinced that this confrontation with Admiral Gensoul was the only way forward.
On the morning of 3rd July the British Fleet arrived off Mers el Kebir and Holland was ferried in by the destroyer HMS Foxhound to conduct negotiations. Gensoul initially refused to allow Holland on board his flagship because he felt insulted that the British had sent a mere Captain to speak with him, as he was an admiral he insisted that talks had to be conducted by an intermediary. Gensoul eventually rejected the British proposals saying that he would scuttle his ships if the Germans tried to take them but would not do so on the orders of the British.
Somerville recalled Holland and gave Gensoul until 3pm to reconsider his decision. Whilst waiting Swordfish aircraft were sent in and dropped magnetic mines across the harbour entrance to prevent the French leaving. At 2.15pm, probably in an attempt to buy more time, Gensoul said that he would finally speak directly to Holland. In acknowledgment of this Somerville extended the deadline to 5.30pm because he did not want to fire and hoped that further talks would lead to a resolution of the situation. However, Gensoul continued to insist that he was not prepared to relocate to the Caribbean or scuttle his ships unless they faced a direct threat from the Germans.
The Admiralty notified Somerville that French re-inforcements were on the way and so his time was up. Holland left the French admiral at 5.25pm whilst Gensoul still thought that the British would not open fire and that they were simply bluffing to put pressure on him to scuttle.
At 5.54pm the British battleships Resolution and Valient opened fire on the French Fleet, closely followed by Hood. The French tried to leave anchor to escape but it was too late and the Dunkerque, Gensoul’s flagship, was hit four times killing 181 men and causing a great deal of damage. When the Bretagne was also hit one of her main magazines exploded and the ship capsized, taking 1,079 of her crew with her.
At this point Somerville ordered a halt to attack to give the French time to abandon their ships so that the British could scuttle them, but the French had no intention of letting the British sink their ships so two destroyers and a battleship broke out of the harbour and returned fire on the British. Gensoul hoped to gain some time to allow these ships to escape so he sent a signal to Somerville to say that he now agreed to the British terms. Somerville, however, knew what was happening and told Gensoul that ‘Unless I see your ships sinking I shall open fire again.’
The French ships which had broken out managed to escape their British pursuers, but there was no hope for those left in Mers el Kebir. A final bombing run was made on the ships a few days later to make sure that none were seaworthy but the battle had, in effect, ended late in the afternoon of the 3rd July.
During the Battle of Mers el Kebir the French lost 1,297 sailors with over 350 wounded. They saw the British attack as an act of treachery, and at the funerals of those who died Gensoul told the remaining French sailors that ‘If there is a stain on a flag today it is certainly not on yours.’
Somerville himself felt that the action he had been ordered to lead was dishonourable and called himself ‘the unskilled butcher of Oran’. He wrote home to his wife and said ‘I just felt so damned angry being called on to do such a lousy job. We all feel dirty and ashamed that the first time we have been in action was an affair like this.’
Churchill however was unrepentant. He had felt that he could not give more time for the negotiators to seek a peaceful solution and believed that ‘Mers el Kebir showed that the British War Cabinet feared nothing and would stop at nothing.’
There are a number of theories as to why Churchill ordered his fleet to fire on the French. Some argue that the British Prime Minister was simply ruthless and took this action to show the world, particularly the Americans, that Britain was not beaten and that under his leadership there would be no surrender to the Germans.
Others argue that keeping the peace between Britain and a France which had already been defeated by the Germans was not as important to Churchill as ensuring that the French ships could not be used against the British.
For Churchill making a public statement of British resolve was a major factor in ordering the operation against the French.
So, was the sinking of the French Fleet at Mers el Kabir an unpleasant necessity (Churchill’s view), a dishonourable act (Somerville’s view) or a murderous atrocity (Gensoul’s view)? Or does the answer, as is so often the case during a time of war, lie somewhere in between?
5 thoughts on “The day that Churchill sank the French Fleet”
Very interesting. The heavy responsibility of leadership and the difficult decisions they have to make.
My great-uncle Capitaine de Vaisseau Gabrielle Barois was in command of the battleship Provence on that fateful day. He was able to save the ship from sinking by beaching it and after repairs it was sailed to Toulon. He was later promoted to Contre Amiral. I remember him coming to visit my grandfather while were staying with our French grandparents during our summer holidays in the late 50s/early 60s. A portly jovial man with a booming voice and huge personality- in marked contrast to my taciturn grandfather who was his younger brother.
Hi Colin, what a fascinating family history! Was your grandfather also in the French navy?
Yes, for a few years after WW1. His name was Andre Barois and he was a student at the prestigious Ecole Polytechnique when WW1 broke out. Like all the students he was immediately put into the army, in his case as an artillery officer. He managed to survive the entire war partly as a result of being a prisoner of war for 28 months from 1916 to 1918. He made 4 escape attempts, the final one successful but on the run for 3 month through occupied Luxemburg, and Belgium before managing to get to the Netherlands, England and back to France. When he rejoined his artillery regiment, he was the only one left serving in it from all those who had started the war 4 years previously. He was awarded the Croix de Guerre with 3 separate citations and was made a Chevalier de la Legion d’Honneure at the end of the war. After the war he completed his studies at the Polytechnique. Less than half of the original 100 classmates survived the war.
He then joined the Marine Nationale as an electrical officer for a few years, before joining the Paris-Orleans-Midi railway company where he led their electrification programme. Following the nationalisation of the railways into the SNCF, he was engineering director of the South West region and then chief engineer through WW2. Resigning your post was not an option under German occupation!
In the early 50s he was head hunted by a consortium to manage the design of the BB electric locomotive which set the world speed record in 1955 on the line he had electrified between Bordeaux and Biaritz before the war. His locomotive is now preserved in the French national railway museum in Mulhouse.
Andre was a very private and taciturn man who never talked about his war experiences or great lifetime achievements. Fortunately, he did tell his sister about the escape story and she produced a typewritten account of it which is fascinating. I used to help him collecting the honey from his bee hives during our summer holidays with our grandparents. Those were the precious occasions when he would talk to me about those fascinating insects and their lives..