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The BOAC Leuchars-Bromma Service 1939-1945

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The BOAC Leuchars-Bromma Service 1939-1945 IFS Insights 4/2021 The BOAC Leuchars-Bromma Service 1939-1945 By Matthew Knowles TAKEAWAYS • BOAC’s Scandinavian Service (1939-45), which • Moreover, its transport of thousands of tons of operated between the UK and neutral Sweden, Swedish-manufactured steel ball-bearings to provided the means by which a large number Britain during the same period, was vital for its of Allied clandestine operations and activities aircraft manufacturing industry. could be carried out during the Second World War. On 24 August 1939, the United Kingdom Leuchars on the east coast of Scotland, with its government, in conjunction with its newly remit including the carriage of vital industrial established and publically-owned airline, the supplies for British war industries, Allied re- British Overseas Airways Corporation (BOAC), sistance and intelligence operatives, as well as established a regular scheduled weekly much diplomatic mail, often used as cover for passenger and freight air service between secret documents and material as well as for Croydon aerodrome near London and the four the transport of Norwegian refugees to Britain, Nordic capitals with the Norwegian coastal many of whom would then join the Norwegian city of Stavanger; it would be known as the Armed Forces in Exile. Scandinavian service. The Scandinavian service became increas- The service continued to operate, somewhat intermittently, after the Second World began so for Britain, Norway and neutral Sweden until February 1941, from which time the ser- overingly thesignificant course offor the the war. Allies During and particularlythe period vice was greatly expanded from a new base at September 1939 to April 1940, Britain main- © Norwegian Institute for Defence Studies, Oslo 2021. ISSN 1894-4795 IFS Insights 4/2021 2 The BOAC Leuchars-Bromma Service 1939-1945 taining strong diplomatic ties and communica- civil defence action against the missiles than tions between London and the Nordic govern- would otherwise have been possible, undoubt- ments was seen as vital, not least as a counter- edly saving many thousands of civilian lives and - probably preventing serious disruption to on- ence from both Nazi Germany and the Soviet going Allied military operations in France and Unionweight on against those increasing governments. pressure Intelligence and influ also the Low Countries. inevitably became an ever more important fac- From 1942, the British aircraft manufac- tor as European diplomacy largely failed and turing industry began experiencing a chronic Denmark and Norway were occupied. The ser- shortage of steel bearings and ball-bearings vice had ceased to operate to Helsinki with the – vital components for all aircraft as well as onset of the Soviet-Finnish War in November most other mechanical vehicles. Domestic 1939 thus, by April 1940, Stockholm became production was already at full capacity and the only destination to which the service oper- despite intermittent attempts, merchant ship- ated with the city then becoming a major hub ping could not provide the quantity needed for intelligence gathering as well as diplomacy from overseas, either from Sweden or other for the Allies. sources. Consequently, the Air Ministry decided Sweden’s proximity to Germany and its that much of the Scandinavian service should be given over to priority transport of these an important base from which the Allies could products, including aboard Norwegian-owned monitorcontinuing developments official neutrality and receive made itsinformation capital BOAC aircraft for which cargo capacity charges from northern Europe on Wehrmacht move- were paid by the British government to their ments and weapons development. From 1939, Norwegian counterparts. The crisis had been weapons intelligence had become a major part largely alleviated by late 1943, thanks to the of BOAC’s transport remit, with Norwegian, BOAC service. Danish, Polish, German and Austrian agents Throughout the war, at least 50,000 all providing information and material which Norwegian refugees reached Sweden, most of them initially being billeted in and around This included much information on V-2 rocket developmentwas flown to Britainas well foras nuclearswift analysis weapons by MI6.pro- from a humanitarian as well as a diplomatic jects. In early 1943, the Norwegian SOE team pointStockholm. of view. This The situation Swedish became Red Cross significant and which had successfully halted the production government agencies became increasingly of deuterium (or “heavy water”, required for stretched in caring for the refugees and pres- Hitler’s atomic weapons programme) at a Nazi- sure was put upon the Air Ministry and Foreign controlled factory in Norway had returned to Britain via BOAC after escaping into Sweden; Norwegian government to transport more refu- geesOffice to in Britain, London where by both many Stockholm wished toand join the the their success and the operational status of the Norwegian armed forces. factory.they were Furthermore, thus able to in quickly October brief 1943, MI6 BOAC on After much argument and considerable an- acted as an emergency airlift to evacuate the ger from the Norwegians (the government and Danish nuclear physicist, Nils Bohr to Britain the refugees themselves), increased capacity after the Danish resistance had smuggled him was allowed, with the Norwegian arm of the to Sweden. Bohr was about to be arrested by service taking the bulk of this responsibility. the Gestapo in Copenhagen and, it was as- Furthermore, British and Norwegian BOAC- sumed, would then be forced to work on the carried humanitarian cargoes (including food, Nazi atomic weapons programme. Instead he clothing and medical supplies) were sent to became a major contributor to the Manhattan support this community. Only around one Project. thousand civilians were evacuated to Britain In July 1944, BOAC also operated multiple - what misleading due to the larger number of and material related to a captured V-2 rocket, Norwegianby BOAC, however service thispersonnel figure maywho beused some the whichflights hadto and crashed from Sweden,in southern carrying Sweden. agents The Scandinavian service, having at one time been civilian refugees. enabled much earlier mitigating offensive and information gleaned from this by MI6 in Britain © Norwegian Institute for Defence Studies, Oslo 2021. ISSN 1894-4795 IFS Insights 4/2021 3 The BOAC Leuchars-Bromma Service 1939-1945 Information and propaganda from Allied of the British Overseas Airways Corporation’s countries was also carried on the service, in- wartime Scandinavian service within the broad cluding recorded speeches by Norwegian and context of UK-Norwegian relations, the Allied other Allied government members, heads of cause and the position of neutral Sweden, from 1939 to 1945. It will discuss and analyse the books, educational materials, Hollywood and background to the development of the service state and other public figures. Newspapers, couriered to Stockholm. to the Allied war effort the service provided in UK Byfilms 1944, and the even service an occasional had thus film acquired star were termsand some of intelligence, of the most industrialsignificant materials contributions and a wide remit with a broad span of responsi- diplomacy. bilities, all of which assisted the Allied cause, with the carriage of intelligence material and personnel, along with steel bearings having Origins and Beginnings the greatest importance of these duties to the Allies’ prosecution of the war. The potential of air power for military uses The role played by BOAC’s Scandinavian became increasingly apparent during the First service has been greatly under-represented in World War. Furthermore, to a limited extent, scholarly literature since 1945. A number of potential civilian and commercial uses for air- short public information texts were produced craft, particularly for transport purposes had also become clearer. By 1918, aeronautical of the service and its responsibilities.1 However, technology had reached a stage where pas- theseby HMSO provided from 1946only basicto ’50, information which gave material, outlines from a safety point of view; thus, by 1919 the service.2 The lack of detail may be attributed to senger flights across the North Sea were viable thewithout legal assessment restrictions of on the access significance to documents of the commercial viability. After a somewhat falter- relating to the service at the time. Many of the ingfirst start attempts on both were sides being of themade North to prove Sea, by their the mid-1920s, commercial air travel for both pas- public until 1984. sengers and cargo was common, both domesti- wartimeThere service’s are a very files small were number not opened of recent to the cally and internationally, although it would be books on the subject and only a modest-sized the early 1930’s before regular, scheduled pas- body of work which covers some aspects of the Scandinavian service, primarily through gen- began and a further decade before the impor- tancesenger of flights civilian between air services the UK in andwartime Scandinavia would aircraft manufacturers and marques. In the last also prove able to provide great advantages to eral histories of air travel, BOAC and specific governments and their intelligence services. - Air passenger services, combined with cally;twenty-five Nils Mathisrud’s years only recenttwo books work have3 is one dealt and - Nilssonwith the and BOAC Sandberg’s Scandinavian another service4. However, specifi tently between Britain and
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