HMS BERMUDA - LT(E) DREW WAR 1942-1944
It's 1942 and Sub Lieutenant (E) Edwin Drew, a survivor from the recent sinking of HMS CORNWALL joins the cruiser HMS BERMUDA as she completes on Clydebank. Here he tells his story, in words and pictures, of the ship's first two years of service.
It's 1942 and Sub Lieutenant (E) Edwin Drew, a survivor from the recent sinking of HMS CORNWALL joins the cruiser HMS BERMUDA as she completes on Clydebank. Here he tells his story, in words and pictures, of the ship's first two years of service.
As dawn broke on the 1st.June 1942, Sub-Lieutenant (Engineer) Edwin (Teddie) Drew, Royal Navy, was just one of those aboard the troopship BERGENSFJORD as she steamed into the Firth of Clyde. He was extremely pleased to have got there as he was on his way home from the Indian Ocean having survived the sinking, by Japanese carrier-borne aircraft, of the cruiser HMS CORNWALL on the 5th of April. At this point he wasn't aware that a few miles ahead, at John Brown's Shipyard, a cruiser Yard No 568 was nearing completion nor that he would very soon be back on the Clyde. Within a few hours he was on a train to London and soon he, with his family, put aside as much as they could, thoughts of war and ships to enjoy themselves through his 'survivors' leave.
HMS CORNWALL 1928-1942
All too quickly those three weeks evaporated and he found himself journeying north once more to take up his new appointment. It was to that new ship 'Yard No. 568' in John Brown's which was about to become HMS BERMUDA. Arriving at the Shipyard he reported to Commander (E) then returned to Glasgow to book into the Merchant Navy Officers Hostel off Sauchiehall Street. Next morning he arrived at the Yard ready to get to grips with his new ship. He writes "My first day at the Yard was an eventful one, I think it was the radar that impressed me most for that is something CORNWALL had lacked - the armaments, apart from the Oerlikon mountings' were to all intents and purposes the same. The Engine and Boiler Rooms were an up-grade of the 1926 version in CORNWALL but there was little real change. The steam system was known as 'closed-feed', i.e. the feed water and steam were always under pressure of about 450 lbs./sq in. thereby reducing corrosion of boiler tubes. The similarity of the main machinery was a great help since I had been told that we would be commissioning in about 6 weeks - not a long time to become familiar with a new ship. I was now a fully qualified watchkeeping officer even though I was only a Sub-Lieutenant with another month to wait for promotion to Lieutenant on 20th July, my 25th birthday."
On that first morning, in the middle of the yard, he came face to face with a Lt Commander (E) who introduced himself as the ship's Senior Engineer. "During the course of our conversation I referred to him as 'Senior', such as I had done in my last two ships, whereon he went red in the face and said that I was to refer to him as 'Sir', the proper way a Sub Lieutenant addressed his senior officers! I was shattered! However it was not long before Lt. Cdr (E) Keith Marshall realised that a 25 year old qualified temporary RN officer was not the same as a regular unqualified 18 year old Sub Lieutenant, RN. His crustiness was probably the result of a hang-over, for, from then on, we became firm friends so much so that, in 1944, he was instrumental in getting me a shore appointment". More of that later.
Officers standing by ships were given access to the shipyard Directors Dining Room of which Teddie says "Believe me that dining room came straight out of the Victorian era or perhaps I should say out of a Cunard Trans-Atlantic liner's first class mahogany panelled saloon." He continues, "Everything was done each day in a proper manner, from dry sherry wine on arrival in the dining room through to port at the end of the meal and that in the midst of a World War!" Of the yard workers he recalls "Near to lunch-time all the John Brown's men would gather at the main gate to await the hooter. At the moment it sounded they would make a mad dash across the road to the pub, where, on the very long bar, would be lined up hundreds of whisky nips and half-pints of beer. No money changed hands until the end of the week, but everyone took their nip and chaser before returning to the Yard to eat their food. Civilians working in the Yard were coded by their dress and during my 6 weeks in the Yard, Jock Reavie, a senior fitter, was promoted to Foreman. The next day his white boiler suit had gone and he wore instead a dark suit and bowler hat!"
"By the end of August 1942, BERMUDA had been moved out of the fitting-out basin into dry dock before hand-over to the Navy after final trials in the Clyde Estuary. There was much activity as the remainder of the officers and ratings arrived and last but not least, an inspection by Lord KNOLLYS, the Governor of Bermuda was made. During that inspection he told the Ship's Company that the Colony was presenting the ship with the traditional silver for the Wardroom Mess and he looked forward to the time when the Colony would have the opportunity of welcoming their ship in Bermuda". The Colony, as it turned out, had to wait almost sixteen years for that to happen (See BERMUDA front page) but when she did arrive the carpet could not have been redder nor the welcome warmer. As for the Silver - always stored ashore in wartime - Teddie wonders what became of it.
Thanks to the Office of the Governor of Bermuda who passed my request for information to The Curator of Bermuda's Maritime Museum, we not only know where it is but have pictures of it as well. I am indebted to The Curator, Charlotte Andrews, for taking the time and trouble to send the pictures. In her e-mail she explained "I am pleased to say that a good deal of, if not all, the original HMS Bermuda silver is on loan to Bermuda Maritime Museum from the Royal Navy Trophy Center, some of which was passed on to us several years ago through Government House. It is now on proud public display in the HMS Malabar Room (a tribute to over 200 years of the RN at Bermuda) inside the restored Commissioner's House (formerly HMS Malabar). There are some wonderful pieces and I attach some images of the silver on display for your interest." I'm sure any of you lucky enough to visit Bermuda will put the Museum at the top of your 'must see' list. (LINK TO silver IN 62-5 SECTION)
Teddie continues, "Towards the end of August 1942 as the ship prepared to leave dry-dock, her officers gave a commissioning party for John Brown's staff. During that party, as the alcohol was having its mellowing effect, I watched a rat walk from one side of the Wardroom to the other along one of the iron frames supporting the deckhead. It came through a hole in the bulkhead and after crossing above people's heads, disappeared through another hole. I said nothing but thought a lot and the following day my suppressed thoughts were confirmed by someone else who had been under the same mental strain!"
In reflecting on the Ship's officers he says "it is strange that my memories of my fellow officers in BERMUDA is poor compared to those in CORNWALL. Those officers that I do remember must have been outstanding in one way or another but for now I will mention just three of them. First, the Skipper, Captain T. H. Back. RN. He stood over 6ft tall, was about 60 years old and proved himself to be a magnificent seaman and leader of men. He was later to suffer a heart attack whilst we were at sea North of Norway. The Executive Officer, Commander R W Griffith, came straight from the Admiralty Planning Dept. He was a good man-manager though his directive 'Bow-ties will be worn in the Mess for dinner when the ship is in port' caused a great furore initially but a month or two on no-one wanted the practice changed." Sadly he was soon to be lost overboard and replaced by Commander T. L. Bratt, DSC.
In reflecting on the Ship's officers he says "it is strange that my memories of my fellow officers in BERMUDA is poor compared to those in CORNWALL. Those officers that I do remember must have been outstanding in one way or another but for now I will mention just three of them. First, the Skipper, Captain T. H. Back. RN. He stood over 6ft tall, was about 60 years old and proved himself to be a magnificent seaman and leader of men. He was later to suffer a heart attack whilst we were at sea North of Norway. The Executive Officer, Commander R W Griffith, came straight from the Admiralty Planning Dept. He was a good man-manager though his directive 'Bow-ties will be worn in the Mess for dinner when the ship is in port' caused a great furore initially but a month or two on no-one wanted the practice changed." Sadly he was soon to be lost overboard and replaced by Commander T. L. Bratt, DSC.
H.M.S. BERMUDA was now ready for her Ship's Company to turn her into a fighting unit and to sever the umbilical cord with the Clydebank yard and "With a full complement of John Brown's people onboard we went down river to anchor off Greenock and commence our commissioning trials. As we settled down together we knew full well that we were not yet ready to face the enemy on our own but with a great deal of concentration and effort we soon would be. What has often occurred to me since is what would have happened if we had been subjected to an air attack whilst undergoing trials." The trials completed, the ship returned up river for John Brown's to make final adjustments and while they did the ship's company were given a short leave.
Now it was for real! What they didn't know about the ship and each other had to be quickly learned as, in September 1942, this latest addition to the Fleet sailed north for Scapa Flow and exercise after exercise after exercise, 24 hours a day, to bring them to a state of readiness that could be relied upon. "We spent much of our time exercising with our sister ship JAMAICA" (new out of Vickers Armstrong at Barrow a week or two before BERMUDA) "as we both earned our way into the Home Fleet"
"As we completed our working-up there was no doubt what our activities were to be as we were issued with woollen longjohns and long sheepskin jackets. We were to be part of the Cruiser Squadron led by Rear Admiral Bob Burnett, a keep-fit fanatic but a man of outstanding personality and initiative who was loved by us all,"
"During our first patrol we discovered a fault in the 'Colony' class ship design. The Boiler Room intakes faced outboard and with any weather on the beam the fans took in sea-water and in really bad weather stokers at the boiler face had to wear oilskins and souwesters! The fans, at full power, also screamed at about 100 decibels and with ear defenders not thought of then it was on the boundary of pain. No wonder my hearing is not too good!"
Now it was for real! What they didn't know about the ship and each other had to be quickly learned as, in September 1942, this latest addition to the Fleet sailed north for Scapa Flow and exercise after exercise after exercise, 24 hours a day, to bring them to a state of readiness that could be relied upon. "We spent much of our time exercising with our sister ship JAMAICA" (new out of Vickers Armstrong at Barrow a week or two before BERMUDA) "as we both earned our way into the Home Fleet"
"As we completed our working-up there was no doubt what our activities were to be as we were issued with woollen longjohns and long sheepskin jackets. We were to be part of the Cruiser Squadron led by Rear Admiral Bob Burnett, a keep-fit fanatic but a man of outstanding personality and initiative who was loved by us all,"
"During our first patrol we discovered a fault in the 'Colony' class ship design. The Boiler Room intakes faced outboard and with any weather on the beam the fans took in sea-water and in really bad weather stokers at the boiler face had to wear oilskins and souwesters! The fans, at full power, also screamed at about 100 decibels and with ear defenders not thought of then it was on the boundary of pain. No wonder my hearing is not too good!"
"Although I can't remember the sequence of our early trips into Northern waters I do recall the American's attaching some of their capital ships to the Home Fleet for training and we were part of those exercises. We went up to Hvalfjord near Reykjavik following the American 'occupation' of that island, and then north to patrol the seas between Iceland and Greenland. The sea passages both NW and SE of Iceland we referred to as Black and White Patrol areas and were the channels through which German surface ships had to pass in order to get into the Atlantic. The weather in that area is unbelievable - the storms go on for days as you can see if you look at today's weather charts on TV".
"The Icelanders accepted the Americans grudgingly because that country was able to provide money and goods that we could not but they did not enter into conversation even though their second language was English. At Hvalfjord the Yanks established a large base and it was a common sight for us to see grapefruit 'shells' floating past the ship when we were there. Such luxury we had not had for a long time. It was a fact that wherever the Americans had ships they always had at least one supply ship to provide comforts as well as fighting supplies. That was the source of the first 'Biro's' we had seen. A not-to-be-forgotten memory of them was in their Officers Mess, a long Nissan hut, where a notice over a urinal read, 'Short-horn bucks stand close for the next guy may be bare-footed"
He wrote of Scapa Flow "It was a perfect anchorage, once all the gaps between the islands were sealed. Failure to do that effectively resulted in the loss of ROYAL OAK (torpedoed by German submarine 13Oct39) within the first few weeks of the war. Ferries to and from Scrabster near Thurso on the mainland departed and arrived at the Scapa Depot Ship DUNLUCE CASTLE an old Union-Castle liner. The island of Flotta was reserved as the Fleet sports and recreation centre but there was no changing or washing facilities there so waiting for a boat back after a match was a bone chilling experience. There were canteens and the officer's one was a source of unlimited supplies of eggs in what appeared to have been a lack of food rationing in the Orkneys. With a box divided into 36 compartments, each lined with carpet felt, I was able to keep my family in eggs! The rest of the Orkneys were out of bounds to us."
To finish this bit about Scapa he cites two events. The first, "On one of our returns from Iceland I was asked by HM Customs & Excise if I had anything to declare and responded with, amongst other things, 'Nylon Stockings' the Customs Man said 'You mean silk stockings, Sir - Nothing to pay'. Another officer who insisted they were nylon paid £3, a hefty price in those days." The second event, amusing now but not seen to be so at the time, was "a rating shouted across to the Boom Boat as we entered Scapa ' don't bother to close it we'll be going out again shortly'. He attended defaulters the next day."
"The Icelanders accepted the Americans grudgingly because that country was able to provide money and goods that we could not but they did not enter into conversation even though their second language was English. At Hvalfjord the Yanks established a large base and it was a common sight for us to see grapefruit 'shells' floating past the ship when we were there. Such luxury we had not had for a long time. It was a fact that wherever the Americans had ships they always had at least one supply ship to provide comforts as well as fighting supplies. That was the source of the first 'Biro's' we had seen. A not-to-be-forgotten memory of them was in their Officers Mess, a long Nissan hut, where a notice over a urinal read, 'Short-horn bucks stand close for the next guy may be bare-footed"
He wrote of Scapa Flow "It was a perfect anchorage, once all the gaps between the islands were sealed. Failure to do that effectively resulted in the loss of ROYAL OAK (torpedoed by German submarine 13Oct39) within the first few weeks of the war. Ferries to and from Scrabster near Thurso on the mainland departed and arrived at the Scapa Depot Ship DUNLUCE CASTLE an old Union-Castle liner. The island of Flotta was reserved as the Fleet sports and recreation centre but there was no changing or washing facilities there so waiting for a boat back after a match was a bone chilling experience. There were canteens and the officer's one was a source of unlimited supplies of eggs in what appeared to have been a lack of food rationing in the Orkneys. With a box divided into 36 compartments, each lined with carpet felt, I was able to keep my family in eggs! The rest of the Orkneys were out of bounds to us."
To finish this bit about Scapa he cites two events. The first, "On one of our returns from Iceland I was asked by HM Customs & Excise if I had anything to declare and responded with, amongst other things, 'Nylon Stockings' the Customs Man said 'You mean silk stockings, Sir - Nothing to pay'. Another officer who insisted they were nylon paid £3, a hefty price in those days." The second event, amusing now but not seen to be so at the time, was "a rating shouted across to the Boom Boat as we entered Scapa ' don't bother to close it we'll be going out again shortly'. He attended defaulters the next day."
"I had been disappointed when Commander (E) made me responsible for the maintenance of the ship's four motor boats and the Walrus catapult, where I had to be present at each launch and recovery of the two aircraft as well as other events and duties in connection with their refuelling. I was also given the job of Divisional Officer to all Chief and Petty Officers in the Department including Artificers". These were, of course, in addition to his watchkeeping (one watch on - two watches off) duties. "In a way I felt disappointed that I had not been given a more onerous task but that was to come later."
"As it turned out the motorboats soon became onerous enough!! There were two twin-diesel launches, a cutter with a small diesel engine and a petrol-engined 'Skimming Dish (small fast boat for 1 or 2 people only). The only reliable engine among them all was the small diesel. The other diesels regularly broke valve springs allowing the valve, believe it or not, to drop into the cylinder and the dramatic effect of a piston on the upstroke meeting a loose valve has to be seen to be believed. Much frustration and explanation counted for nothing until, with the good engined cutter out of service after being accidentally capsized whilst mooring ship, the launch taking the Captain ashore in Gibraltar in October 1942 broke down. That event, unsurprisingly, led to the valve problem being referred back to UK, and ultimately to a solution. In Gibraltar, at the time, the Captain was upset to say the least and, according to Commander (E), 'required all boat engines to be overhauled with Drew`s leave stopped until the job is completed'. After spending three days overseeing the overhaul whilst everyone else was enjoying precious time ashore I finally asked Commander (E) for the Captain's permission to go ashore. The reply came back 'The Captain says he has never stopped an officer's leave in all his career of course Drew can go ashore'. I did and within two hours was back onboard where I took further advantage of the Wardroom Bar before collapsing into a stupor." When BERMUDA did, eventually, get back to Scapa Flow, "a Petter Engines fitter arrived onboard with four new engines and fitted them. No more problems! Why? The company had found that plating the springs had affected the metal. They also altered the valve assembly to stop them dropping into the cylinder". In concluding this part of his story he says "Sorry about such a long-winded explanation but the problem was my whole life then!"
"As it turned out the motorboats soon became onerous enough!! There were two twin-diesel launches, a cutter with a small diesel engine and a petrol-engined 'Skimming Dish (small fast boat for 1 or 2 people only). The only reliable engine among them all was the small diesel. The other diesels regularly broke valve springs allowing the valve, believe it or not, to drop into the cylinder and the dramatic effect of a piston on the upstroke meeting a loose valve has to be seen to be believed. Much frustration and explanation counted for nothing until, with the good engined cutter out of service after being accidentally capsized whilst mooring ship, the launch taking the Captain ashore in Gibraltar in October 1942 broke down. That event, unsurprisingly, led to the valve problem being referred back to UK, and ultimately to a solution. In Gibraltar, at the time, the Captain was upset to say the least and, according to Commander (E), 'required all boat engines to be overhauled with Drew`s leave stopped until the job is completed'. After spending three days overseeing the overhaul whilst everyone else was enjoying precious time ashore I finally asked Commander (E) for the Captain's permission to go ashore. The reply came back 'The Captain says he has never stopped an officer's leave in all his career of course Drew can go ashore'. I did and within two hours was back onboard where I took further advantage of the Wardroom Bar before collapsing into a stupor." When BERMUDA did, eventually, get back to Scapa Flow, "a Petter Engines fitter arrived onboard with four new engines and fitted them. No more problems! Why? The company had found that plating the springs had affected the metal. They also altered the valve assembly to stop them dropping into the cylinder". In concluding this part of his story he says "Sorry about such a long-winded explanation but the problem was my whole life then!"
Of that short stay at Gibraltar he recalls "The peace and quiet that we thought we would get, was constantly broken as small depth charges were continuously exploded in the harbour entrance to deter Italian Human Torpedoes. The shock waves made life fairly unpleasant in the ship but nowhere near as unpleasant as being in the frozen north of course."
"As we left Gibraltar just a day or two into November 1942, the Skipper's announcement told us we would shortly be joining Force 'H' - a fleet of modern battleships, carriers, cruisers and destroyers - that had developed a great reputation from its successes against the Italian Navy. We were going to play a part in the North African Landings and felt that at last our working-up, exercises, etc. had not been in vain. Within three days we realised the reason for the American and British Army officers who had embarked at Greenock and landed at Gibraltar. One of the British officers, a Captain, Royal Artillery, had however remained aboard until Algiers. He became our Forward Observation Officer assisting our Gunnery Officer as we bombarded the defence positions of Algiers and Mers-el-Kebir whilst the occupying Allied forces were fighting their way ashore - Operation TORCH had started.
There was no retaliation against our ships from the shore nor air attacks from the Germans who apparently thought the build up of ships in the Western Mediterranean was in preparation for a convoy to Malta. When they did learn of the assault air attacks were not long in coming as I describe later. BERMUDA was able to briefly get alongside at Algiers and land the large packing cases we had carried from Greenock. Later we learned they contained the new currency that was to be introduced by Laval of the Vichy regime who co-operated in the North Africa Landings. Algiers Harbour was, I remember, full of French merchant ships that had probably come from French ports intent on avoiding capture by the Germans. The ship then went east to Mers-el-Kebir (the French Naval Base near Oran) to carryout further bombardment in support of the Army. Believe it or not we also had 'Hands to bathe'. One minute firing our 6" (152mm) guns the next 'voluntarily' swimming in the warm sea! It was but a short interlude in our war activity."
There was no retaliation against our ships from the shore nor air attacks from the Germans who apparently thought the build up of ships in the Western Mediterranean was in preparation for a convoy to Malta. When they did learn of the assault air attacks were not long in coming as I describe later. BERMUDA was able to briefly get alongside at Algiers and land the large packing cases we had carried from Greenock. Later we learned they contained the new currency that was to be introduced by Laval of the Vichy regime who co-operated in the North Africa Landings. Algiers Harbour was, I remember, full of French merchant ships that had probably come from French ports intent on avoiding capture by the Germans. The ship then went east to Mers-el-Kebir (the French Naval Base near Oran) to carryout further bombardment in support of the Army. Believe it or not we also had 'Hands to bathe'. One minute firing our 6" (152mm) guns the next 'voluntarily' swimming in the warm sea! It was but a short interlude in our war activity."
"Next we were despatched with the cruisers SIRIUS & ARGONAUT and destroyers QUIBERON & QUENTIN to cover a supply convoy moving East to Bone on the Algerian/Tunisian border and already in Allied hands. The supply ships and escorts docked at Bone where space could be found and BERMUDA found a berth on the outside of a merchant ship. As soon as darkness fell we were subjected to very heavy air raids that went on through the night. SIRIUS & ARGONAUT, with their new twin 5.25" (133mm) guns in five turrets were able to engage but BERMUDA was limited to using her 6" (152mm) guns at maximum elevation to give blind barrage cover whilst her 4" (101mm) mountings could only be used on the side away from the merchant ship alongside. Imagine our horror the next morning when we emerged to check ships and shore for damage and found that merchant ship had about two feet of petrol sloshing about in her hold from leaking tins that were, in those days, used to transport petrol. Unbelievably only one ship in the harbour suffered any appreciable damage that night."
"Later in the day our two destroyers dashed out of harbour on report of a U-boat sighting and were back before dark with a success to report. That night we came under heavy air attack once again before being ordered at daylight to rejoin Force 'H'. Since leaving Gibraltar our main engines had been either in use or at very short notice continuously so the Engine Room staff were frayed to say the least and now we were back at sea. At about 1630 the ship came under sustained attacks by torpedo bombers that went on into the night." We later learnt that a door on the upperdeck had been left unsecured and as the ship weaved from side to side in avoiding action the door was opening and closing showing light. The Skipper performed magnificently in preserving the ship and therefore us and we would have followed him to hell after that episode. He got no decoration nor much deserved - we thought - recognition."
"Later in the day our two destroyers dashed out of harbour on report of a U-boat sighting and were back before dark with a success to report. That night we came under heavy air attack once again before being ordered at daylight to rejoin Force 'H'. Since leaving Gibraltar our main engines had been either in use or at very short notice continuously so the Engine Room staff were frayed to say the least and now we were back at sea. At about 1630 the ship came under sustained attacks by torpedo bombers that went on into the night." We later learnt that a door on the upperdeck had been left unsecured and as the ship weaved from side to side in avoiding action the door was opening and closing showing light. The Skipper performed magnificently in preserving the ship and therefore us and we would have followed him to hell after that episode. He got no decoration nor much deserved - we thought - recognition."
"Force 'H' was constantly harried by U-boats and we lost two destroyers, one a Dutchman, before BERMUDA, was finally detached. After a quick stop at Gibraltar we continued North to the Clyde and Greenock where we landed the Royal Artillery officer. I vaguely recall that each watch also had 72 hours leave but we were soon back at Scapa with the Home Fleet once more. Within six weeks we had gone from the Arctic to tropical rig in the Med. and back to the Arctic."
"In the winter of 1942/43, with 24 hours of darkness in the Northern Latitudes, the convoys to Russia were at their most intense. Our Cruiser Squadron (10th) was split into two Divisions, each of three ships, one County class, one City class and one Colony Class ship in each. Bob Burnett's Division comprised BERWICK, SHEFFIELD & BERMUDA whilst the other, I think, included BELFAST & NORFOLK. Each Division took it in turns to provide Ocean Escort on the convoy routes whilst the other remained on standby in Scapa. Each convoy had its close escort of destroyers, corvettes and trawlers whilst the Cruiser Division placed itself between the German capital ships in Altenfjord and the convoy. The convoys were always routed as far north of Norway as the ice would permit in order to prevent surface attack from the north. Submarine and air attacks were a constant worry especially when the convoy turned south to reach Kola Inlet and Murmansk. Our Home Fleet capital ships were always in the vicinity of Iceland during the time that each convoy was in transit ready to shut the door should the Germans break out."
Teddie then goes on to describe the convoys mustering in and leaving Loch Ewe, in NW Scotland, with their 'close' escort ships. The Cruiser Division, being faster, would sail later from Scapa up to Seydisfjord or Akureyri in Iceland where they would refuel. "We would then go North East and patrol to deter the German's, as the convoy proceeded some 75 miles astern & to the West of us."
"In the winter of 1942/43, with 24 hours of darkness in the Northern Latitudes, the convoys to Russia were at their most intense. Our Cruiser Squadron (10th) was split into two Divisions, each of three ships, one County class, one City class and one Colony Class ship in each. Bob Burnett's Division comprised BERWICK, SHEFFIELD & BERMUDA whilst the other, I think, included BELFAST & NORFOLK. Each Division took it in turns to provide Ocean Escort on the convoy routes whilst the other remained on standby in Scapa. Each convoy had its close escort of destroyers, corvettes and trawlers whilst the Cruiser Division placed itself between the German capital ships in Altenfjord and the convoy. The convoys were always routed as far north of Norway as the ice would permit in order to prevent surface attack from the north. Submarine and air attacks were a constant worry especially when the convoy turned south to reach Kola Inlet and Murmansk. Our Home Fleet capital ships were always in the vicinity of Iceland during the time that each convoy was in transit ready to shut the door should the Germans break out."
Teddie then goes on to describe the convoys mustering in and leaving Loch Ewe, in NW Scotland, with their 'close' escort ships. The Cruiser Division, being faster, would sail later from Scapa up to Seydisfjord or Akureyri in Iceland where they would refuel. "We would then go North East and patrol to deter the German's, as the convoy proceeded some 75 miles astern & to the West of us."
"In coastal waters paravanes were streamed to give the ship some protection against moored mines. During streaming or recovery the ship would be turned down wind and sea to give some shelter to those on the forecastle. The task was always done as quickly as possible to minimise risk to the ship and the Commander would always be there to oversee it. As soon as the evolution was completed he would notify the Bridge and the ship would resume her original course and speed. One morning in February 1943 in heavy seas off Iceland, Commander Griffith, and the First Lieutenant, Lt. Cdr R. P. S. Grant with the paravane party had nearly completed recovery of the paravanes when the ship was swept by a wave that washed both officers overboard and the others across the deck injuring some. With superb seamanship the Captain got the 8,000 T, 555 ft (169M) long ship round and alongside one of the two officers and we were able to recover the First Lieutenant but, sadly, the Commander was lost. That terrible accident must have been a great blow to the Captain, and one which could have hastened his later illness "
"The N. Russian Convoys had started in August 1941 and in the early days, the cruiser EDINBURGH (sister ship of BELFAST) and TRINIDAD were lost even though the convoys only took place in the dark days of winter to reduce the risk of air and U-boat attacks. By 1944 we had much better radar and anti-submarine equipment in ships and were keeping Altenfjord under virtually constant air and midget submarine attacks."
"Those winter convoys were carried out in the most arduous of conditions with gales, mountainous seas, ice and snow and it was a constant battle to keep ships together and the icing on the superstructure of the ships at levels that didn't threaten their stability. At best it was just possible to see a faint glow of light on the horizon at midday. Constant darkness, constant freezing cold with only the spectacle of the Northern Lights to cheer us."
"In summer of course there was no darkness, the weather was a little kinder but the risk of attack was greatly increased. When in port in Iceland one of the ship`s boats would do a bit of fishing with small depth charges that stunned the fish and it was a bit of light relief to watch the crew trying to get a 4 foot partially stunned cod into the boat. Fresh fish on the menu was very much appreciated."
"Those winter convoys were carried out in the most arduous of conditions with gales, mountainous seas, ice and snow and it was a constant battle to keep ships together and the icing on the superstructure of the ships at levels that didn't threaten their stability. At best it was just possible to see a faint glow of light on the horizon at midday. Constant darkness, constant freezing cold with only the spectacle of the Northern Lights to cheer us."
"In summer of course there was no darkness, the weather was a little kinder but the risk of attack was greatly increased. When in port in Iceland one of the ship`s boats would do a bit of fishing with small depth charges that stunned the fish and it was a bit of light relief to watch the crew trying to get a 4 foot partially stunned cod into the boat. Fresh fish on the menu was very much appreciated."
"In Russia we invariably anchored off the Russian Naval Base at Vaenga Bay, near Murmansk. That was, incidentally, only 35 miles from the Front Line in Northern Norway. In 1941 the Navy acquired a brick building at Vaenga that was in very poor condition - in fact in UK there were many farm out-buildings of superior quality - in order to provide medical care to RN personnel injured on voyage. The Russians there refused to provide any assistance whatsoever not even transport to and from the jetty to this makeshift hospital. In fact a Land-Rover, acquired from the RAF and used as an ambulance, had its radiator wrecked by bayonet holes within a week! That was our first repair job for the hospital. The hospital waste bins were raided at night so food and surgical waste was later separated but both continued to be rummaged through. There were no shops from which we could purchase anything - the few shops there were would only accept Russian ration cards but the production, by us, of a bar of Lux soap or a two-penny bar of chocolate would produce a fistful of Rouble notes that were valueless and useless! We were allowed to walk along the main road through the community but nowhere else. All buildings were guarded by child sentries with bayonets fixed and they meant business too!"
"Life onboard at Vaenga was never dull as we were subjected to a constant flow of Russian Navy public relations officers. They delighted in moving the pins around our map on the Wardroom Notice Board that showed the position of their Eastern Front whilst telling us how many guns and prisoners their forces had captured the previous day. Their real purpose however was to get an invitation to our guest night and to drink our whisky. They were always very amused at the sight of our lifebelts hanging on hooks outside the Wardroom and quite adamant, and correct, in saying that immersion in northern waters meant the end in a very short time. The Russian Navy at Vaenga had a ship from every nation in the world or so it seemed - all sorts and sizes - but they rarely came out to receive or escort a convoy. Their Air Force, likewise, had a varied collection of aircraft and at the issue of an air raid warning they would scatter off the airfield like mosquitoes - no formation stuff for them - but I have to say we were never subjected to an air attack whilst there."
"Whilst we were in Vaenga, our corvettes and destroyers were usually alongside us or close-by so we could provide some home comforts and mechanical assistance to them. The trawlers on the other hand tended to keep to themselves but on one occasion a trawler was noted to be circling the Bay every 2 hours or so. On further investigation we discovered he had lost the use of his auxiliary boiler feed pump and the only way he could feed his boiler was via the main feed pump driven off his propeller shaft. We invited him alongside - he being too proud to ask - and made and fitted a new shaft for the pump and off he went, as happy as a sand-boy, to anchor with the rest of the trawlers. One morning there I entered the Wardroom for breakfast and through a porthole caught a glimpse of what appeared to me to be a black and white rabbit. I rubbed my eyes then looked again - nothing! I sat down and began to wonder if I was cracking-up but I couldn't resist looking again and yes there was a rabbit! It turned out to be the mascot on a destroyer alongside us. I was still sane after all!"
"Whilst we were in Vaenga, our corvettes and destroyers were usually alongside us or close-by so we could provide some home comforts and mechanical assistance to them. The trawlers on the other hand tended to keep to themselves but on one occasion a trawler was noted to be circling the Bay every 2 hours or so. On further investigation we discovered he had lost the use of his auxiliary boiler feed pump and the only way he could feed his boiler was via the main feed pump driven off his propeller shaft. We invited him alongside - he being too proud to ask - and made and fitted a new shaft for the pump and off he went, as happy as a sand-boy, to anchor with the rest of the trawlers. One morning there I entered the Wardroom for breakfast and through a porthole caught a glimpse of what appeared to me to be a black and white rabbit. I rubbed my eyes then looked again - nothing! I sat down and began to wonder if I was cracking-up but I couldn't resist looking again and yes there was a rabbit! It turned out to be the mascot on a destroyer alongside us. I was still sane after all!"
Of those Russian Convoys Teddie sums up "I cannot recall how many Russian trips BERMUDA did but I do remember that not one of them was easy or pleasant in any way. A hard slog all the way there and all the way back, either on watch, closed up at Action Stations, or kept awake by the noise of ice floes bumping along the ship's side."
"In June 1943, as soon as the ice was reported clear and we could get in, we took a party of Norwegian Army and Navy personnel - one of whom had to be rationed when it was found he was drinking one and a half bottles of whisky a day - into Spitzbergen to relieve the garrison there. With the outgoing group we also brought back some shipwrecked merchant seaman who did not have a finger or toe between them due to frostbite. Their ship had apparently run aground after losing contact with its convoy. The Norwegian Army eventually found them and cared for them."
"In the summer of 1943 the ship buzzed with rumours as we were sent down to Devonport. On our first departure from there we were told that we were going down to support Captain F J Walker's hugely successful 2nd Support Flotilla of corvettes etc. in the offensive against U-boats using the Bay of Biscay ports. In all we spent some 6 weeks in the South doing 14 day patrols in the Bay alternating with the cruiser ENTERPRISE, the ship that had rescued me from the Indian Ocean not so very long ago. Our presence was necessary, as there were a dozen German destroyers holed up in Bordeaux. ENTERPRISE was on station when they broke out and she, with GLASGOW, sunk a number of them. The submarine detection equipment and expertise of Walker`s Flotilla was so effective that the majority of their contacts resulted in a sinking but the final answer to the U-boats was the long-distance aircraft of the Royal Air Force & Fleet Air Arm. During our presence in the Bay, long-range fighter aircraft from Cornish bases, directed by our Fighter Direction Officer, were able to intercept and destroy the German glider - bomb carrier planes."
During one break in Devonport between Bay patrols Teddie arranged for his wife to join him for 48 hours leave "...... despite my best efforts and judgement of her train, due in at 0115 a.m., being its customary one hour late in arriving I got to the station with what I thought would be plenty of time to attain an appearance of sobriety. The train came in ten minutes early at 0105! I have to say that all effects of alcohol were immediately wiped out as our taxi took us through a moonlit, badly blitzed Plymouth. A sight that horrified and upset both of us!"
"In June 1943, as soon as the ice was reported clear and we could get in, we took a party of Norwegian Army and Navy personnel - one of whom had to be rationed when it was found he was drinking one and a half bottles of whisky a day - into Spitzbergen to relieve the garrison there. With the outgoing group we also brought back some shipwrecked merchant seaman who did not have a finger or toe between them due to frostbite. Their ship had apparently run aground after losing contact with its convoy. The Norwegian Army eventually found them and cared for them."
"In the summer of 1943 the ship buzzed with rumours as we were sent down to Devonport. On our first departure from there we were told that we were going down to support Captain F J Walker's hugely successful 2nd Support Flotilla of corvettes etc. in the offensive against U-boats using the Bay of Biscay ports. In all we spent some 6 weeks in the South doing 14 day patrols in the Bay alternating with the cruiser ENTERPRISE, the ship that had rescued me from the Indian Ocean not so very long ago. Our presence was necessary, as there were a dozen German destroyers holed up in Bordeaux. ENTERPRISE was on station when they broke out and she, with GLASGOW, sunk a number of them. The submarine detection equipment and expertise of Walker`s Flotilla was so effective that the majority of their contacts resulted in a sinking but the final answer to the U-boats was the long-distance aircraft of the Royal Air Force & Fleet Air Arm. During our presence in the Bay, long-range fighter aircraft from Cornish bases, directed by our Fighter Direction Officer, were able to intercept and destroy the German glider - bomb carrier planes."
During one break in Devonport between Bay patrols Teddie arranged for his wife to join him for 48 hours leave "...... despite my best efforts and judgement of her train, due in at 0115 a.m., being its customary one hour late in arriving I got to the station with what I thought would be plenty of time to attain an appearance of sobriety. The train came in ten minutes early at 0105! I have to say that all effects of alcohol were immediately wiped out as our taxi took us through a moonlit, badly blitzed Plymouth. A sight that horrified and upset both of us!"
At what turned out to be the end of the ships six weeks of Bay Patrol duties a 'plague' of boils made the P.M.O. put Teddie ashore to Sick Leave for a week just before the ship sailed once more for the Bay. When he returned to Devonport a week later it was to be told the ship had been sent back to Scapa Flow. The next day he was back on a train for the long journey north to Scrabster and onwards by sea to the Orkney Islands to rejoin BERMUDA.
"Convoys had been suspended during the summer months but our return north had us at sea again for long periods through the gale-lashed winter of 1943/44 by when I had been given the responsibility for the maintenance and repair of Engine Room equipments. Even in harbour the ship was at such short notice for sea that we could not carry out many essential engine room repairs which was a constant worry. Encouraging news did, however, come late in the year when SCHARNHORST broke out in December 1943. Our Division was in Scapa so missed the action that saw her demise on Boxing Day but I well remember the Chief Yeoman of Signals rushing past me outside the Engineers Office, on his way to the Skipper, shouting, We've got her at last!"
A brief note on SCHARNHORST is perhaps appropriate here. The 32,000 ton ship went down in the Barents Sea with the loss of almost 2,000 lives leaving only 36 survivors. The location of the ship remained unknown until as recently as October 2000 when a Norwegian submersible crew found her lying 1,000 feet below the surface almost 100 miles offshore.
"Convoys had been suspended during the summer months but our return north had us at sea again for long periods through the gale-lashed winter of 1943/44 by when I had been given the responsibility for the maintenance and repair of Engine Room equipments. Even in harbour the ship was at such short notice for sea that we could not carry out many essential engine room repairs which was a constant worry. Encouraging news did, however, come late in the year when SCHARNHORST broke out in December 1943. Our Division was in Scapa so missed the action that saw her demise on Boxing Day but I well remember the Chief Yeoman of Signals rushing past me outside the Engineers Office, on his way to the Skipper, shouting, We've got her at last!"
A brief note on SCHARNHORST is perhaps appropriate here. The 32,000 ton ship went down in the Barents Sea with the loss of almost 2,000 lives leaving only 36 survivors. The location of the ship remained unknown until as recently as October 2000 when a Norwegian submersible crew found her lying 1,000 feet below the surface almost 100 miles offshore.
"In February 1944, whilst the ship was on convoy patrol, off Bear Island in the Barents Sea, the Skipper (Capt. Back pic.) suffered a heart attack and was confined to his bunk where he remained until the ship returned to Scapa Flow five days later where he was transferred to hospital. He was a magnificent and very highly regarded Skipper. One of many called back into service from retirement at the beginning of the War, he was one of the old-school, nevertheless he had proved to us during his 18 months in command that he was an excellent seaman and he was much loved by us. He came from a family with many connections with the RN. His relief, Captain Bethell, was quite a different man aged about 45 and one of the new men of the Navy."
"About March 1944, the Senior Engineer left the ship for a shore job at the Artificers Training Establishment at Rosyth but before he left he asked me if I would like to join him there. I jumped at the offer as I was coming to the end of my two years in the ship but during the three months that followed I was to gain the impression, from various well-informed sources, that a number of other appointments were in the offing. I waited and hoped but I did know that Engineer officers with considerable sea-going experience remained in short supply
By this time in the war, C-in-C Home Fleet, with more ships available, was able to give weekend 'breaks' to ships that had been heavily committed. When our turn came, we went down to Loch Ewe, the convoy assembly point on Scotland's West Coast. It turned out to be a break only for the shore establishment of old retired and re-engaged officers and their WRNS ratings that we had to entertain on board. During the weekend one of our gunnery ratings, escorting a party of Wrens round the ship, demonstrated how the 4" mountings worked. He did it in style by actually loading a shell and then went on to explain how the guns were fired either remotely or manually and demonstrated the routine for manual firing …. 'like this'!!! The gun barrel was at full elevation, the Wrens, too late, put their hands to their ears, and the blood drained from the gunner's face as the 4" (101mm) shell set off on its trajectory to an unknown destination ashore! Was the weekend worthwhile? Not really! The gun firing was to haunt the Administrative and Judicial Branches of the Navy for a long time but as far as we know nobody was physically injured by the incident. In the mid 1990`s during a visit to the Loch Ewe area, I was amused to find the incident recorded in tourist literature!"
"After that we went back to Scapa and our normal convoy routine before being sent down to the Tyne and into refit at Middle Dock, South Shields. It was another period of hard work but this time broken by one weeks leave for everyone. It was here that we were to lose 'X' turret to compensate for additional weight put into the ship. There were nightly air raids but improved, shore-based anti-aircraft defences meant they no longer caused the damage and misery of previous years. Very soon we were back in Scapa confident that the Invasion of Europe would not be long delayed. It was about now that Lt (E) Connolly, previously warned more than once about his drinking habit, was in the Wardroom having 'another' when the Officer of the Watch phoned down with the message 'Captains compliments Sir, your boat is alongside' and he was gone there and then. I think he finished up on a Depot Ship in Freetown."
"After that we went back to Scapa and our normal convoy routine before being sent down to the Tyne and into refit at Middle Dock, South Shields. It was another period of hard work but this time broken by one weeks leave for everyone. It was here that we were to lose 'X' turret to compensate for additional weight put into the ship. There were nightly air raids but improved, shore-based anti-aircraft defences meant they no longer caused the damage and misery of previous years. Very soon we were back in Scapa confident that the Invasion of Europe would not be long delayed. It was about now that Lt (E) Connolly, previously warned more than once about his drinking habit, was in the Wardroom having 'another' when the Officer of the Watch phoned down with the message 'Captains compliments Sir, your boat is alongside' and he was gone there and then. I think he finished up on a Depot Ship in Freetown."
His messmates? Teddie particularly remembers 'The Padre, Rev. G. S. Nason, MA, RNVR, "always in the thick of things and had a half-Blue for golf". Commander (E) G. C. Hoffman, "suffered from gastric ulcers and was therefore generally short tempered". The Senior Engineer "(Call me 'Sir'), Lt Cdr (E) Keith Marshall, "was popular and conscientious but was at loggerheads with Cdr (E) from day-one and didn't help himself with his fondness for gin!" The senior upper deck watch-keeping officer, Tempy. Lt. D. A. Kidd RNVR "was known as Professor". Of the other non-(E) officers he singles out Captain R.F.V. 'Dicky' Griffiths, Royal Marines, "a PT fiend and popular both with his detachment and in the Wardroom". The Fighter Direction Officer, Lt. M L Newman RNZVR "came into his own in 1943 when, for the first time in the war, I actually saw, from the ship, RAF and FAA fighters in the air being directed by him against enemy aircraft. Up until then any provision of air cover was a single Swordfish which we never saw!". Engine Room colleagues included Lt J H J King "an outstanding officer who began his service as an Engine Room Artificer", Lt. L E Edward(s) and Lt Llewellyn "outstanding officers from the Navy's Engineering Training College at Keyham, Devonport" . One more person in the ship gave Teddie cause for thought for some time in the early days, he explains, "I saw this Torpedo Rating whom I recognised but just could not place. Later I discovered he was Trevor Bate, the owner of the Grocery Shop at the top corner of Queen Street in Bude, Cornwall! A favourite holiday resort of my family."
"Finally, in June 1944, I can't remember whether it was before or after the Normandy Invasion, I received a signal which said 'Appointed Royal Naval Artificers Training Establishment, Rosyth' (HMS COCHRANE). Lt Cdr (E) Keith Marshall had, indeed, come good on his invitation of some three months earlier. Very soon I was enjoying a farewell party and in the middle of June 1944 I left the ship to go south to Rosyth.
Lt Eddie Drew concluded his recollections saying 'BERMUDA had been a happy ship with as good a crew as you could expect and I was sad to be leaving my first full two-year appointment but excited at the prospect of my new one ashore.
The pictures above and others from Lt Drew's war years in BERMUDA are enlarged in the LT(E) DREW - Pictures section.
Lt Eddie Drew concluded his recollections saying 'BERMUDA had been a happy ship with as good a crew as you could expect and I was sad to be leaving my first full two-year appointment but excited at the prospect of my new one ashore.
The pictures above and others from Lt Drew's war years in BERMUDA are enlarged in the LT(E) DREW - Pictures section.
(Edwin Arthur Drew, OBE, C.Eng, FICE died 17 February 2015 aged 97.)
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This HMS BERMUDA - LT(E) DREW WAR 1942-1944 section first published online 2002 and since revised