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6225 Bomb Disposal Operation in Norway
12th September - November 25th, 1945.
F/Lt Wyn Cartwright, Commanding Officer

Embarked from Tilbury on Norwegian Luxury Liner S.S. Victoria - 10,000 tons just recently overhauled for 1st class holidays. We were apart of some 200 officers with their units, destination 'Oslo'. Plenty of entertainment, good food and excellent cabins. Voyage took 2 1/2 days much of the time in minefield areas - hence the time - First experience of paravanes - steel hawsers attached to floats, both sides of ship tapering to a point some 50 feet in front. This had the effect of guiding loose mines to either side of boat. We had no trouble apart from one loose mine which gave some target practice for crew. As our equipment had not arrived we commandeered several vehicles for operational use whilst waiting for our own fleet of vehicles.

Journeyed to Trondheim, our first task to check and destroy bombs on the Orlandet Peninsular. For this we had the use of a German Air Sea Rescue launch with crew of 7 Germans. Very fast boat with twin 1,000 hp. engines. The journey to Orlandet took some 31/2 hours. I took my Flight Sergeant, Sergeant and two others with me. Orlandet was still occupied by Germans and we were met by several high ranking Germans. We were given two cars with drivers, interpreters and guides. We were to check the quantity of bombs and with the help of Navy, arrange and supervise sea dumping. We dumped some 4,000 tons of bombs in sea. During the operation one ship was damaged by and unexpected explosion which damaged the side of the boat. I retained the complete use of the Air Sea Rescue launch during my stay in Norway. Needless to say we had many pleasurable hours up and down fjords when the weather was nice.

For the stay in Norway my headquarters were at Trondheim in a Seaman's home. Large enough to be used by many sections of the English troops. After some days here we (a group of 12 officers decided to move out) and we took over a small hotel, returning to the Seaman's home for duty. This was frowned on by the R.A.F. owing to fraternisation difficulties, but we had no problems using the hotel for our stay in Norway. Our return trip from Orlandet was most delightful - our own launch - lovely weather and magnificent scenery.

The Norwegians were not very friendly at first except for the good time girls.

To bring our transport up to date commandeered Mercedes Benz poor condition and several cars for my N.C.O.'s. There was no petrol and fuel was obtained by burning wood in containers strapped to the back of cars. The system worked reasonable well.

We occasionally received complaints from Norwegian authorities that some demolitions were damaging roadways and used every device to slow up our work. It appeared they wanted all the explosives they could find after we had gone. Our instructions from the Air Ministry were to destroy or dump in sea all explosives within three months.

Whilst in Norway I had to locate the many and various types of bombs and other explosives which the Germans used. I was very surprised to note that, quite different to our system they could state, and source all movements and location of explosives. This meant I had little trouble in tracing explosives both in Norway and the adjacent Sweden, when demanding information from German authorities. As mentioned above, we seemed to have no records what so ever of any movement after the first allocation.

Made a further trip to Orlandet, but this time in gale conditions. All ships had been radioed to remain in dock unless on urgent business. Decided to carry on and here I noticed a gun emplacement high up in the mountains guarding the entrance to fjord. The gun, weighing some 70 tons, had been removed from the German battleship Gneisau and installed in an almost impregnable position but ironically never used.

From here went to Oslo to collect the lads returning from leave.

There was a temporary lapse and spent one week in Trondheim checking progress and the flew to England to Air Ministry for a few days, via Walrus plane we used.

On return located a large stock of explosives at Gossen, some 130 miles further north. Again storm signals but after talking to the German captain agreed to take the risk and set off, fingers crossed. Steamed through several Fiords to the entrance to the Norwegian sea. We could see mountainous waves breaking on the rocks. The captain then opened up to high speed and this way we entered the Norwegian sea. The next few minutes were chaotic when the back of the boat seemed to be under water. All moveable equipment went over board including both life boats. One minute under the waves, the next minute on top, dropping down at an alarming speed (the boat seemed to get smaller). Some three hours later we landed at Gossen to find that everything moveable had been left in the sea and we counted ourselves fortunate to have survived. Having completed arrangements at Gossen returned under similar conditions all-be-it rapidly improving, arriving back at Trondheim in glorious sunshine. Looking back on this trip I realised the boat could take a lot of punishment. (Made several further trips in bad weather for the sheer pleasure and excitement.) 4,000 tons destroyed. Made a further journey to Narvick, the most northerly part of my area clearing some 1,000 tons.

We were now tracing large stocks of explosives in the mountains so used a far more powerful vehicle - Auto - Union. Decided to stack these explosives in two sites. Again, owing to time we took a risk and destroyed in two explosions; the largest tonnage ever handled in one go. Again being high in the mountains, all went well.

Opened a new demolition site some 75 miles from Trondheim manned entirely by Germans with my Warrant Officer in control. This became our main centre for demolition. It was arranged that when demolition was in progress German guards would stop any one from visiting site until the all clear given. On one visit there were no guards at the post so carried on to the site. Just as we arrived there was a terrific bang as 60 tons went. The car was a write-off and driver and myself sustained cuts and bruises. The German officer was questioned and said the sentry responsible should be shot for dereliction of duty. 1 did not interfere and never knew the result.

The Norwegian operation is drawing to a close - all demolition sites cleaned up - signing endless certificates and travelling miles for final inspections. The entire operation accounted for thousands of tons of explosives.

Returned to England December 15 by an old Sunderland sea plane without seats, piloted by a Norwegian pilot who was very drunk and should never have been allowed in the plan. However we arrived at Wick safely.

On this occasion I was the senior officer and responsible for service men and their equipment. After taking a list of dutiable goods spoke to the customs officer who waved us through the airfield. The airfield controller assured me that all the equipment would be under guard and nothing to worry about. Next morning the lads found their kits had been ransacked and cameras, firs, binoculars etc. all gone. This had to happen in England (should I say Scotland).

I had planned to be demobbed at this juncture but Air Ministry asked me to take a newly formed flight to Scleswig Holstein offering a promotion in rank.

One last comment. Just before leaving the Norwegian authorities asked if I would help to organize a B.D. organization. I preferred to return home. Explosives don't know the difference between war and peace. I certainly had more than my share of luck in the past few years.

Norway is a very beautiful country and recommended for holidays. Have now come to an end hoping you may have found something of interest.

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