From the brush of David Bray
This article, and others, follow a series which Sea Breezes magazine is publishing, featuring David’s paintings, and the stories behind them.
An essential commodity to the manufacture of war materiel is steel, in particular specialist steels and ball-bearings. Traditionally, the United Kingdom had received supplies from Sweden. In wartime other suppliers were located in axis-occupied countries. Sweden remained neutral but was vulnerable to hostile interference from Germany. Norway, of course, was German-occupied.
Contracts with Swedish steel manufacturers, specifically SKF were in place, and steel products were ready for shipment in 1940. However, the whole of the Baltic, the Kattegat and Skaggerak was effectively closed to British shipping. It was essential that a means be found to ship these consignments to the UK.
The man behind the operations to achieve this goal was George Binney. Binney was a facilitator for the supply of steel, ore and steel products from Sweden. He was very much the driving force behind the various operations to transport these precious commodities across the North Sea.
After the occupation of Norway, a number of Norwegian cargo ships lay idle in Swedish ports. After intense and lengthy negotiations a group of five ships were loaded and sailed to an anchorage near the small port of Lysekil. Finally, under conditions of secrecy, on the 23rd January 1941 this group of ships sailed under cover of darkness and poor visibility. This was “Operation Rubble”. Binney himself sailed in the “Tai Shan”, one of Wilhelmsen’s ships, and the last in the loose convoy. Fortunately, the Germans were unaware of the operation. This was just as well, as the battlecruisers “Scharnhorst” and “Gneisenau” were anchored in the Skaw, only about 50 miles away. Eventually Royal Navy ships appeared to escort the ships with their precious cargoes. RAF air cover arrived later in the day and was successful in fighting off increasing attention from the Luftwaffe. All five ships arrived safely in Kirkwall Roads, delivering around 25,000 tons of these critical materials.
This consignment could only be described as a stop-gap. Further shipments would be required before long. A second operation codenamed “Performance” was planned. Ten Norwegian ships were identified laid up in Swedish ports, five of them tankers. Overwhelming pressure was put upon the Swedes by the Germans to detain the ships, but eventually they were allowed to sail. But the operation was a poorly-kept secret, and the ships were intercepted as soon as they entered international waters. Several ships were attacked by German patrol vessels, a number were scuttled by explosive charge to avoid them falling into enemy hands. Of the ten ships, two were forced to return to port, five sunk, with three making a successful passage. Large quantities of the vital cargoes were lost. This operation was cloaked in controversy from the beginning, and became a tragedy. Another method was required for the transport of the vital steel products. Although small quantities were being delivered by air, this amounted to kilos not tons. In March 1943, Binney (now Sir George), having been advised of the need for ball-bearings for aircraft production, proposed that a group of fast coastal craft could carry sufficient to alleviate the immediate problems. Their high speed and shallow draught would enable them to evade detection by the enemy, and they would be less vulnerable to minefields. Five motor gunboats were identified and allocated for conversion. They were being built by Camper and Nicholson at Gosport, for the Turkish navy when war broke out. Three were converted at Southampton, the other two by Amos and Smith in Hull. These boats were larger than most coastal craft, at 117 feet overall, and could carry about 40 tons loaded. Three Davey Paxman sixteen cylinder diesels developed a total of 3,000 hp on three screws, giving a speed of 28 knots, reduced to 20 to 23 loaded. Speed was, of course, severely affected by sea state. The conversion entailed the construction of a bridge/deckhouse aft, while the crew accommodation forward was gutted to provide cargo hold space. The bridge was armoured but open to the elements. Armament consisted of quadruple and twin Vickers .303 machine guns.
The boats were to be civilian managed and manned. Ellerman’s Wilson Line of Hull had long experience of trade to the Baltic, and volunteer Masters and crew were recruited. Most were Hull men. Binney was elevated to Commander RNVR and acted as Commodore of the flotilla. The boats were named “Hopewell”, “Gay Viking”, “Gay Corsair”, “Nonsuch” and “Master Standfast”.The ships were based in Hull, and crews allocated and trained. A training voyage was undertaken, round-Britain North-about from Hull. The crews were kept in the dark regarding the operation. Delays occurred due to crankshaft bearing problems in the Paxman diesels, thus it wasn’t until 26th October that the flotilla sailed for Sweden. The small fishing port of Lysekil was chosen for the loading of the cargoes. The isolated position would reduce the likelihood of espionage. The two ships which had returned to Sweden after the abortive “Performance” operation (“Lionel” and “Dicto”) were now anchored nearby in Brofjord. They were still loaded with a large quantity of steel for transhipment to the gunboats.
Initially making good progress, engine problems on “Gay Viking” caused her to lag behind, losing contact. Later in the day the flotilla was spotted by enemy aircraft, and kept under observation until dusk. “Gay Viking” was now sailing alone. Now the remainder of the flotilla experienced engine trouble, and Binney reluctantly ordered a return to the Humber. Unaware of this “Gay Viking” continued to Lysekil, arriving at first light 28th October. The cargo was loaded, and at 1515 the following day “Gay Viking” sailed. Traversing the Skaggerak, they were unchallenged, altering course to avoid fishing fleets. At 0925 on the 30th “Gay Viking” was clear of the Norwegian coast, and were escorted by RAF Beaufighter aircraft, arriving at Immingham on the morning of the 31st. Meanwhile, the other four craft had safely arrived in Hull and Binney was planning a further attempt with the three servicable boats. These were “Hopewell” , “Gay Corsair” and “Master Standfast” sailing on the afternoon of the 31st. Very quickly “Gay Corsair” had to turn back with gearbox trouble, the other two continuing across the North Sea. Entering the Skaggerak the two boats lost contact with each other in the night.
The “Master Standfast” was intercepted by a German patrol vessel in the Skagerrak, fired upon and boarded. Her crew were taken as prisoners of war. Several were injured, and her Captain, George Holdsworth died of his injuries. “Hopewell” arrived safely at Lysekil and loaded 41 tons of ball bearings. In view of the intensity of German patrol she had to wait until Nov 10 th before sailing. Some hours out she encountered severe weather which forced her to return to Lysekil. Here she was found to have damage to the gearbox on the port engine, which was beyond repair. Very quickly, a request was sent to England for a replacement gearbox to be sent out by air. “Hopewell” sailed to Gothenborg for the new gearbox to be installed. On the 22nd of November “Hopewell” returned to Lysekil to await favourable conditions for the voyage home.
Meanwhile, plans were being made for the remaining three boats to attempt another voyage. On 26th November the three boats sailed from Immingham, but were forced to return due to severe weather.
On 30th November “Hopewell” took advantage of a break in the weather to attempt a return to the Humber. All went well until her centre engine failed, then the port one. They arrived in the Humber on one engine and only minimal fuel remaining, but with a full cargo.
On 1st December, while “Hopewell” was on her return journey, the other three boats sailed from Hull. Thick fog in the Humber resulted in “Gay Viking” and “Nonsuch” running aground, sustaining damage. The voyage was abandoned. “Gay Corsair” sailed on her own three days later, arriving safely at Lysekil. It was three weeks before the opportunity arose for the return voyage. Sailing on Christmas eve, very severe weather was encountered in the North Sea, but “Gay Corsair” arrived safely just as Binney was sailing in “Hopewell” and ” Gay Viking”. After an eventful crossing in rough weather, and in which “Hopewell” suffered further engine problems as well as steering gear failure, both boats arrived at Lysekil on 28th December.
“Hopewell” had to remain in Brofjord until her engins could be repaired, so “Gay Viking” sailed alone for home on 16th January 1944. Passage through the Skagerrak was eventful, with several encounters with enemy vessels avoided, but disaster struck when finally arriving in the Humber in thick fog, she was in collision with a coaster, destroying her bows. Fortunately the collision bulkhead held, but she was out of action for three weeks.
“Gay Corsair” sailed for Sweden on the 19th January, and returned to Hull in company with the “Nonsuch” on 16th February. The shallow draught of the gunboats allowed them to traverse minefields which the enemy patrol vessels and destroyers had to avoid. The safe arrival of these two meant that six round trips had been successfully completed, delivering 240 tons of cargo. But further voyages were required; a target had been set by the Ministry of Supply of 400 tons. “Nonsuch”, having completed repairs embarked on another voyage. Despite further intermittent engine problems, requiring careful nursing, the boat reached Lysekil, loaded and made her way home. Close to the UK coast the crankshaft broke on her port engine. This was her second broken crankshaft. It has to be remarked that the whole operation would have been far more successful if not for the chronic engine problems which beset all the ships.
On March 6th, three of the ships; “Gay Viking”, “Gay Corsair” and “Hopewell” put to sea. Once again , mechanical problems reared their ugly head, as “Hopewell” broke the crankshaft on her centre engine, and had to return. Binney, who had been aboard transferred to “Gay Corsair”. Arriving at Lysekil, the vessels were loaded ready for a fast return, although” Gay Viking” needed engine repairs. “Gay Corsair” sailed that evening. In the prevailing fog she encountered a merchant ship being escorted by three E-boats. Taking avoiding action, the centre engine gearbox exploded, causing a fire in the engineroom. As luck had it, they were not spotted by the E-boats, but had to limp back to Lysekil. The centre engine was totally beyond repair; the crankshaft had broken as well as the disintegrated gearbox. A diver removed the centre propeller, and 12 tons of cargo was unloaded to reduce the load on the wing engines during the trip home. The two ships sailed on 16th March. This late in the season some of the voyage would be in daylight. Initially sailing in company, “Gay Viking” had to slow due to cooling suction problems, and “Gay Corsair pressed on alone. Although they were close to the Danish and Norwegian coasts, patchy fog kept away prying eyes. Further engine problems endued; “Gay Viking” lost her gearbox on her port engine, while “Gay Corsair” broke her starboard crankshaft. Despite this, both arrived in Albert dock, Hull on 18th March with 67 tons of ball bearings.
This was the last Bridford voyage. In all a total of 347 tons of machine tools, high speed steel, ball bearings and other equipment had been delivered. In the same period the air service had delivered 88 tons. Ball bearing manufacture could now be set up in the UK. The little ships had done their job admirably.
After the last voyage Sir George Binney suffered a heart attack but that did not curb his involvement in further operations. Three of the little ships were involved with a Special Operations Executive mission, operation “Moonshine”, to support sabotage operations in Denmark. Demolition materials formed the cargo. After several abortive attempts, one successful trip was made to Lysekil in January 1945. “Nonsuch” made it home, but “Gay Viking” suffered high-speed collision with “Hopewell” in the night. ” Gay Viking” was scuttled, the crew transferring to “Nonsuch” which was herself taking on water. “Hopewell” limped back to Gothenburg.
“Gay Viking” somehow survived the attempted scuttling. She was captured and refitted, ending up as a pleasure cruiser in the Bahamas. She was named “Bahama Viking” and operated until the 1970s. Eventually she was broken up in Copenhagen in the 1990s.
I have shown two of these doughty vessels at speed in the North Sea heading for Hull with a precious cargo on board. Overhead is the welcome sight of an RAF Coastal Command Hudson, maybe from 279 squadron based at Thornaby.
Ref: The Blockade Busters by Ralph Barker. Chatto & Windus 1976, Pen & Sword 2005