Mulberry harbours were temporary portable harbours developed to facilitate the rapid offloading of cargo onto beaches during June 1944.
After the initial invasion forces had successfully held the beachheads following D-day two prefabricated harbours were taken in sections across the English Channel and assembled off the two beaches, Omaha, (Mulberry "A"), and Gold, (Mulberry "B").
80 TID tugs were involved in the operation, Crewed mainly by the Royal Engineers Inland Water Transport, (IWT), although some tugs were crewed by Allied forces.
The TID's were used for towing sections across the channel, (although the larger sections were taken by the large sea going tugs and the American tugs, which had more powerful engines), and the positioning of the units, (the TID tugs shallow draft allowed them to get close inshore). Once constructed the TIDs worked as they would normally in harbours and ports manoeuvring ships and towing duties.
Although the actual TID Tugs used are not confirmed it is believed that the following TID tugs were present.
TID 1~ 7: 11~12: 14~16: 18~50: 52~83
The following tugs served on the Mulberry and also in France with the IWT and Allied crews 1944-1945:
15, 22, 30, 35, 37, 38, 57, 72
Mulberry harbours were temporary portable harbours developed to facilitate the rapid offloading of cargo onto beaches during June 1944.
After the initial invasion forces had successfully held the beachheads following D-day two prefabricated harbours were taken in sections across the English Channel and assembled off the two beaches, Omaha, (Mulberry "A"), and Gold, (Mulberry "B").
80 TID tugs were involved in the operation, Crewed mainly by the Royal Engineers Inland Water Transport, (IWT), although some tugs were crewed by Allied forces.
The TID's were used for towing sections across the channel, (although the larger sections were taken by the large sea going tugs and the American tugs, which had more powerful engines), and the positioning of the units, (the TID tugs shallow draft allowed them to get close inshore). Once constructed the TIDs worked as they would normally in harbours and ports manoeuvring ships and towing duties.
Although the actual TID Tugs used are not confirmed it is believed that the following TID tugs were present.
TID 1~ 7: 11~12: 14~16: 18~50: 52~83
The following tugs served on the Mulberry and also in France with the IWT and Allied crews 1944-1945:
15, 22, 30, 35, 37, 38, 57, 72
A TID towing a "Spud" pier head at which ships were unloaded. Each of these consisted of a pontoon with four legs that rested on the sea bed to anchor the pontoon, yet allowed it to float up and down freely with the tide.
Here a TID is "standing off" after delivering a section of a pier.
A TID is alongside a ship at the Mulberry Harbour Pier.
A storm in late June resulted in severe damage to the American Mulberry A, that it was considered to be irreparable, parts were used to increase the capacity of the British Mulberry.
The TID's came into their own during the storm. Several accounts speak of the TID tugs pursuing craft that had broken away,
“and out of the darkness came the TIDs.... their crews leaping aboard loose craft,....Attaching ropes and the tugs towing them back to a secure mooring.”
During the Storm TID 33 was lost when she sank.
Royal Engineers I.W.T., after the invasion.
Assigned to Royal Engineer Inland Water Transport Units the TIDs were used to tow barges of supplies into Europe. The heaviest tonnages being R.E. Stores from Antwerp to Brussels.
By March 1945 TID tugs were assigned to Antwerp, Brussels, Ghent, Ostend, Bruges, Lessines, Hasselt and Lille.
Often crewed by Allied force crews. Their continued use in Europe enabled huge amounts of supplies to be moved across Europe suppling the advancing allied forces, relieving the overburdened railway system.
By March 1945 TID tugs were assigned to Antwerp, Brussels, Ghent, Ostend, Bruges, Lessines, Hasselt and Lille.
Often crewed by Allied force crews. Their continued use in Europe enabled huge amounts of supplies to be moved across Europe suppling the advancing allied forces, relieving the overburdened railway system.
At first the Royal Engineer Inland Water Transport Units were confined to lighterage duties at "Mulberry" or on the beaches, and manning various craft in ports and canals., This continued into the early stages of the advance into Belgium.
There were three I.W.T. operating groups, in Ghent, Antwerp and Brussels, controlled by Transportation, 21 Army Group from their H.Q. in Brussels.
On 1st March 1945 I.W.T. began its operations and the tonnage of military cargo carried in Belgium began to rise steeply. Among the heaviest tonnages were R.E. stores from Antwerp to Brussels, supplies and ammunition from Antwerp and Ghent to Brussels, stone from Lessines and coal from Hasselt and Stein to every part of Belgium.
The daily position of 75 per cent, of all the craft in Belgium could be plotted and the main HQ I.W.T. in Brussels resembled any busy shipbroker's office.
As time went on I.W.T. took a bigger and bigger share off the railway system. Detachments were given considerable freedom to take cargo on their own authority by local arrangement.
At the end of the war movement of stores by I.W.T. in Belgium and Holland continued, this was mainly port clearance from Antwerp.
So successful was the TID design and use that they were used around the world, taken as deck cargo to India, Burma, Singapore.
There were three I.W.T. operating groups, in Ghent, Antwerp and Brussels, controlled by Transportation, 21 Army Group from their H.Q. in Brussels.
On 1st March 1945 I.W.T. began its operations and the tonnage of military cargo carried in Belgium began to rise steeply. Among the heaviest tonnages were R.E. stores from Antwerp to Brussels, supplies and ammunition from Antwerp and Ghent to Brussels, stone from Lessines and coal from Hasselt and Stein to every part of Belgium.
The daily position of 75 per cent, of all the craft in Belgium could be plotted and the main HQ I.W.T. in Brussels resembled any busy shipbroker's office.
As time went on I.W.T. took a bigger and bigger share off the railway system. Detachments were given considerable freedom to take cargo on their own authority by local arrangement.
At the end of the war movement of stores by I.W.T. in Belgium and Holland continued, this was mainly port clearance from Antwerp.
So successful was the TID design and use that they were used around the world, taken as deck cargo to India, Burma, Singapore.