Unfortunately I am unable to help with individual queries.

Please use the links below for advice on where to look for help.

This page covers only the ships my late Norwegian grandfather, Magne O.J. Dypevåg, served on.   Click here to see Magne's Statement of Sea Service       I have Magne's passports stamped from the following destinations: Istanbul, Bergen, Antwerp, Tyne, Stavanger, Reykjavik, Blyth, Göteborg, Helsingør, Sydbanen, Hålsingborg, Germany, Norrköping, Charlottenberg, Dover, Jacksonville, Alexandria, Jamaica, Clyde, Manchester, CCCP, London, Oslo, Pakistan, Bankok, Talbot, Leith, Liverpool, Amsterdam, Ardrossan, Sunderland, Dundee, Hull, Algiers, India...       Take a look at the dates some of these ships were lost, Magne (Mac) was one of the luckiest merchant mariners alive at the end of the war! Magne's son, George, also worked on some of the following ships.

"Magne's" Ships:

For a full list, description, photos and history on ALL of Norways merchant fleet during WWII click here:

http://www.warsailors.com/freefleet/index.html

The Merchant Navy Crew Norwegian Engineer Norwegian Merchant Marine during World War Two Nortraship 'The Norwegian Shipping and Trade Mission' Researching Norwegian Mariners Books worth reading

Related Pages:

Norwegian War Medals - World War Two Magne's Statement of Sea Service Magne's War-Time Passport Rudzin's Diary Magne's near escapes!

Norway's Merchant fleet during WWII The Newcastle to Bergen route by B Covington Vilhelm Torkildsen, Bergen Shipowners s/s Alaska - The Alaska Drama

 

Norway's Occupation & Norwegian Merchant Marine during WWII

On the afternoon of the 8 April 1940 Major-General William Steffens, the commander of the 4th Norwegian Division and the land defense of the Bergen peninsula, received the news that a German transport ship, the Rio de Janeiro, had been sunk near Lillesand on the south coast, three nautical miles off land. He realised that an attack on neutral Norway was imminent, and issued orders for immediate readiness.

Some hours earlier, the commander of the Western Naval Defense, Rear-Admiral Carsten Tank-Nielsen, had issued the following order:   "All vessels must return to their stations immediately, complete their stocks and make ready for war."

 

The various guardships were on vigil at the entrances to Bergen harbour, but when heavy German cruisers approached in the night, their fire proved ineffective. The forts had better guns. But when the Kvarven fort had fired its first shots, one of the German vessels signaled in English "Stop firing, good friends", and the Norwegian searchlight revealed the war pennant of the Royal Navy fluttering from her mast. For a while the Norwegian commander was bewildered, and some time passed before the fort reopened fire, but then with good effect.

Artwork by Adolf Bock, 1941 Light cruisers Köln and Königsberg landing troops at Bergen, 9th April 1940.

Thus the cruiser Königsberg, camouflaged as H.M.S. Calcutta, was struck by three direct hits. But in spite of losses the German ships forced the southern entrance to the harbour; they lowered landing-craft, and after a short fight the small garrison was forced to withdraw.

German soldiers marching along Oslo's main street. The Storting (Parliament) in the background.

Bergen had fallen into German hands. Seven other targets of the attack were captured within 24 hours, as was the Norwegian naval base at Horten. The Germans used the excuse that they came to 'protect' Norway's neutrality! Hitler was led to believe from Vidkun Quisling that the French and British were going to enter Norwegian waters. Norwegian Nazis looked upon themselves as real patriots, but were totally dependent on German military power. Vidkun Quisling (second from right) is shown arriving at Akershus castle for the ceremony in which he was appointed Ministerpresident on 1st February 1942.

 

 

Franco-British troops were planning to cross Norway in an effort to help Finland in its fight with the Soviet Union. In fact this was a ruse to stop Germany's supply of iron ore by using Narvik as an allied base to supply the Finns and occupying the Swedish iron ore mines. There were also plans to lay mines along the Norwegian coast forcing German shipments of ore out of neutral water into open seas. This was inevitable, Norway was incapable of maintaining its neutrality, the race was on, but Britain 'missed the bus!' through inaction and indecision.

Although the treat of occupation was never very far away (Norway was always a strong strategic point), it's armed forces were ill prepared when the actual attack started.

 

By the beginning of May, the military resistance of South Norway had been broken. To the north, in the Narvik region, German forces were outnumbered and were driven back toward the Swedish border. But the Western Allies chose to withdraw due to their setbacks on the Western Front (very shortly after the occupation of Norway started German troops were marching through France. Germany then became a direct treat to British shores! An invasion was thought to be imminent). After 62 days, the German campaign had succeeded. Norwegian defense and security policies had suffered a total defeat. King Haakon VII, Crown Prince Olaf, and their aides-de-camp were evacuated at 8pm on 7 June 1940 on the British cruiser HMS Devonshire. It would be five years before they could return.

Norwegian Machinegunner fighting at Tonsåsen

Two days after the departure of the King and the Nygaardsvold government the demobilization began of General Fleischer's 6th Division, which, in conjunction with the Allied Expeditionary Force, had defended North-Norway. In a short time the whole coast as far as the Russian border fell into German hands. After two months of separation the Norwegian mainland had again been united, but under enemy occupation.

Before Germany attacked Norway on 9 April 1940 the Norwegians strove to remain neutral in the war. However working ships were often 'mistaken' for Allied ships and fired upon without warning.

It was no doubt one of the main objectives of the Germans, when they occupied Norway, to capture or neutralise as much as they could of the Norwegian Merchant Marine. However the overwhelming part of the ships - over 4,000,000 tons - was sailing on the great oceans and lying in ports all over the world. The Germans immediately attempted to paralyse the shipping trade, succeeding in cutting off the connection between the ships and the shipowners in Norway. On 10th April the Germans made an announcement through the Norwegian broadcasting system in which all Norwegian ships were required to proceed to the nearest neutral or Norwegian port where they could then be arrested on behalf of the shipowners resident in Norway. Norse captains refused, and it was only the coastal fleet that fell into the hands of the Germans. These were mostly small and old units.

 

It was immediately clear that Norwegian shipowners resident in the German occupied part of Norway were no longer able to undertake the management of their ships. However an immediate decision as to how to handle this was not forthcoming, the British wanted to take over control but Norways Government objected. It was not until 16th April that an announcement was received from the Government in Norway giving instruction for Norwegian vessels to follow the directions given by the Allied Navies, and not to take orders from shipowners in areas of Norway occupied by the Germans, nor to follow the directions given by the Germans through the Norwegian broadcasting stations. In order to get the ships into normal service again under the Norwegian flag a shipping committee was appointed to take care of all administration pertaining to the Norwegian Merchant Marine (see 'Nortraship').

Norwegian ships were operating on all the great oceans during the war. The duties which they performed and the transports which they undertook were so varied that it is impossible to give a brief comprehensive survey of them. The most conspicuous feature is perhaps the participation of Norwegian ships in the operation of war. One or more Norwegian ships took part in almost every major naval war operation from the evacuation of Dunkirk in the end of May, 1940, until the invasion of the North Coast of France four years later.

 

See the list of ships at Norway's Merchant fleet during WWII

 

Armored train patrol searching for Norwegian partisans

The Norwegian America Line's "Bergensfjord" was engaged as a troop carrier during the whole war, and took part in the invasion of Sicily and of the Italian mainland. This picture was taken off the Gold Coast one day in January 1944. . . Many stories could be told about the efforts made by the Norwegian ships to help the military forces. The Norwegian vessels were completely unarmed and did not have any protection against mines in the early part of the war. Despite this Norwegian seamen continued to offer their support to the Allies. Main duties were that of war transports, supply services etc. including the supply of food, ammunition and reinforcements to the front lines, besides evacuating the wounded. Most of the vessels were employed in ordinary services transporting raw materials and finished products to America and Great Britain. Although the main support was given in Europe Norway also had a large part to play in the supply service for the army and navy units fighting against the Japanese. When Soviet Russia came into the war considerable shipments were sent to the Persian Gulf using Norwegian vessels. And when India was threatened by Japan it was the Norge ships who supplied munitions and goods for its defense.

Captured Norwegian crews were usually given the choice of going home to Norway, signing on French ships, or being interred in North Africa. A few went home but most of them chose to go into captivity. Norwegian captives received unbelievably bad treatment and many seamen tried to escape, fleeing to Allied areas.

Finding the time and resources to arm ships was sometimes impossible but Norwegian seamen continued to sail in spite of the almost hopeless situation. Norwegian seamen also faced the most dangerous of convoys and routes throughout the world. Mines as well as attacks by German U-boat, wolf packs, and bombers brought several reports of lost ships to Nortraship's offices almost daily. However, by the course of the second half of 1943, due to advancing technologies, war losses started to decline. So much so that January 1944 reported no war losses at all. And after the Allies captured the German submarine bases on the French Coast, the losses of ships were further reduced.

The Ursa attacked, with the rest of its convoy, by aircraft on the 19th September, 1944  

Between April 1940 and August 1944 almost 3000 Norwegian seamen lost their lives, nearly one-tenth of those who chose to serve on the ships managed by Nortraship. About 500 of the 1081 ships were lost.

Click here to view Norway's Ministry of Foreign Affairs' account of WWII

 

 

From the book Atlantic Roulette: In July 1941 the German Admiral Raeder said that the only way to defeat Britain was to engage in decisive war against her merchant shipping.  The entire might of Kriegsmarine was focused onto achieving this.   Despite the early introduction of the convoy system the RN was stretched so thinly throughout all the oceans that the crucial Atlantic convoys lacked the necessary protection.  During 1940-1942 transatlantic convoys were slaughtered wholesale and the U-boats dubbed this their Happy Time... ...Life on a tanker was as dangerous as anything the fighting services could offer, but a merchant seaman ashore wore civilian clothes and was frequently maligned in the pubs and dancehalls.  At sea he lived in appalling conditions and was fed filthy, cockroach-laden food.  When U-boats struck he spent his 'rest' standing by on the boat deck, expecting the worst.  When his ship was sunk his pay was immediately stopped... ...The weaponless civilian Merchant Navy could never have won the war.  But without it, the war would certainly have been lost.

Flotilla Song Mel: Lilli Marlene Up to Cola Inlet, back to Scapa Flow, soon we shall be calling for oil at Petsamo. Why does it always seem to be Flotilla number twenty-three, up in the Arctic Ocean, up in the Barents Sea. Now and then we get a slightly diff'rent job, but it's always screening around the same old mob, watching the «A» boys prang the hun, with ne'er a chance to fire a gun, up in the Arctic Ocean, up in the Barents Sea. Battleships and cruisers lying round in state Watching poor destroyers pass through Switha Gate These ships the papers call the Fleet, They are so sweet, but have no beat Up in the Arctic Ocean Up in the Barents Sea Once we were in Harbour swinging round the buoy, waiting for the Drifter, but still there was no joy. In came a signal weigh, proceed at your best speed, great is our need. Up in the Arctic Ocean, up in the Barents Sea. When we are in Harbour, do we get a rest, all we get are signals invariably addressed «Stord» with love from your «Comm.D». Why are you here, get back to sea, back to the Arctic Ocean, back to the Barents Sea. What is it to have a crazy no. 1, all the rest are chockers, but they have just begun. Poor wretched pilot sits and drinks. The captain thinks: the whole thing stinks, we hate the Arctic Ocean. We hate the Barents Sea.

 

Rudzin's Diary - Siri Lawson's translation of part of this personal account.

The Norwegian Shipping and Trade Mission - Nortraship ¹

Have you or someone you know worked for the Norwegian Merchant Marine? Why not buy a high quality embroidered badge showing the very rare Nortraship flag? I am inquiring on the design and will let you know prices if you e-mail me with the quantities required (I have managed to get someone to produce a master copy of the embroidered flag, it looks fantastic!) Or would you prefer to use an iron-on transfer? These can be supplied in almost any size. However they must be ironed onto white cotton. They look great! Contact me for prices. Typical price is only £1 for an A6 sized transfer. dypevag@blueyonder.co.uk Flags.net offer a large 72 x 48inch Notraship flag for around £74

 

Just 16 days after the occupation of Norway had begun the newly created organization named "The Norwegian Shipping and Trade Mission" or, as it was usually called, "Nortraship" rented offices in the City of London. They were to take care of the management of the Norwegian Merchant Marine.

Nortraship became the official body for the administration of the Norwegian Merchant Marine during the war. It was formally under the control of the Ministry of Supply, but it occupied a very independent position, and the Director of Shipping, Mr Øivind Lorentzen, a well known Norwegian shipowner, with the powers he had been given by the Government, held very great authority in all shipping matters. As far as the administration was concerned, it was therefore possible to build up Notraship as a business organization on the model of the large shipping companies. Actually, on taking over the entire Norwegian Fleet sailing abroad, Nortraship became the largest shipping company in the world. It had at its disposal, when it started, over 4 million gross tons of shipping, and about 25,000 Norwegian seamen were in its service besides about 1,000 salaried staff who were employed at Nortraship's offices.

 

Find out more at http://www.warsailors.com/freefleet/nortraship.html and http://en.wikipedia.org/wiki/Nortraship

When the Director of Shipping took up his work in London there was actually no basis from which he could start to work. The little group of Norwegian shipping people who were gathered in 144 Leadenhall Street knew that a large number of Norwegian ships was scattered all over the seven seas, but they had scant information about where these ships were going. With the assistance of the British Ministry of Shipping they soon managed, however, to get a general idea of the composition of the Norwegian tonnage which was at the disposal of Nortraship. Through the Norwegian Consuls and by direct communication with the captains information was also gradually received as to how the ships were employed. As it became clear what wold have to be undertaken, the Nortraship organization was gradually built up.

 

It was soon realised that it would be impossible to administer the entire Norwegian Merchant Marine from England. The war situation was also so menacing that it might be necessary to move away from London, as a result of which Nortraship might loose contact with the ships. In June, 1940, therefore, the Director of Shipping and some of his assistants went to the United States where they set up an office in New York, while Mr. Hysing Olsen, a Bergen shipowner and the representative of The Norwegian Shipowners' Association in Great Britain, took charge of the London office. The organization in America gradually took up the same range of activities as the office in London and the two organizations were in every respect given equality of status.   Several other offices were later opened to handle things further afield i.e. Bombay, Calcutta, Reykjavik and others.

 

The British Government requesitioned all English shipping at the start of WWII.  In service, the ships remained under the management of the line owners, who acted as agents for the Ministry of Supply, and later for the Ministry of War Transport, which, on 1st May 1941, was formed from the Ministries of Transport and of Shipping.  Experts from the shipping lines, with civil servants from the Ministries, formed a central planning group which, for the duration of the war, was to decide where the ships would sail and what cargoes they would carry.  The owners remained responsible for maintaining and provisioning their ships, while the newley-formed Merchant Navy Pool assumed the task of crewing.

 

 

 

The Crew

 

Onboard a merchant ship, the Captain (or Master) had command; his deck officers were normally the Chief Officer (or First Mate), the Second Officer (or Mate), responsible for navigation, and the Third Officer (or Mate), responsible for signals.  The Radio Officer was responsible for WT communications.   And there would also probably be an Apprentice - a deck officer under training.   The Boatswain was the senior deck rating, and under him were the Able (certified) and Ordinary (non-certified) Seamen and deck boys.  The Ships Carpenter maintained the woodwork and plumbing above decks.

The Chief Engineer answered for the operation of the engines and ancillary equipment, the Second Engineer for the maintenance, and the Third for the electrics.  There was also a Fourth Engineer to share the watches, and under their supervision came the Donkeyman (senior engine room rating), the firemen, the trimmers (or stokers) and greasers.

The Chief Steward was in charge of all catering, with a chief cook in charge of the galley, a second cook, and an assistant steward who served the officers and attended to their cabins.

In the tramp steamers, only the master and chief engineer had their own cabins, with a toilet and bath; the deck officers shared cabins amidships below the bridge, while the engineer officers' were above the engine room.   The rest of the crew slept in two-tier iron framed bunks below the forecastle head - not the most stable portion of the ship - usually with the firemen and greasers on the port side, and the seamen, the bosun and carpenter to starboard, and they all queued up to use the head.

"It was the long Atlantic trips that were worst for cabin conditions," said one seaman, "especially on the lower decks, where the portholes couldn't be opened.  As many as eight men ate, slept, smoked and broke wind, and generally lived in those 'glory holes' with their damp clothes."

 

During the war, merchant ship engine crews may have had the toughest of all jobs.  They could hear the gunfire and feel the explosions, often not knowing when they were in trouble.  When their ship was hit, they frequently could not make it up escape ladders or escape trunks (Jacob's ladders hung down the ventilators).  These engine crews kept the generators on line to launch boats.   Records show that most casualties on merchant ships were among the engine crews.

From Convoy, merchant sailors at war 1939-1945.

Vilhelm Torkildsen

Havana, Cuba

 

 

Built 1949 by Blyth Drydock & Shipbuilding Co Ltd, Blyth, for Skibs A/S Vilhelm Torkildsens Rederi (manager Vilhelm Torkildsen)

2458 gt; 1376 nt; 3600 dwt

draught 18 ft 10 in

could carry 6 first class passengers

triple expansion engine, speed 13 knots

see a picture of George Dypevåg onboard the Vilhelm Torkildsen, returning from the USSR.

s/s ALASKA, ex. PEEL COUNTY, ex. ALASKA

(also REG III, EBBA BLUMENFELD and MANFRED STANSFIELD)

²

d/s Alaska in Portugal, 1942, after surviving being torpedoed.

Compare the size of the hole with the people!

 

Steel single screw steamer; 2 steel decks. General cargo vessel.

 

Funnel colours (c1939)

Hull: Black with white band, red boot-topping.

 

Gross Registered Tons:	5681
Deadweight Tonnage:	8169
Dimensions:	Length 426feet 6inches × Breadth 54feet 5inches × Draught 24feet 2inches
Call Sign:	LCBO
Constructed:	July 1918, by J. Coughlan & Sons Ltd. in Vancouver, British Columbia, Canada.
Propulsion:	Triple expansion steam engine fitted for oil fuel, 528 nominal horsepower. Built by Swan, Hunter & Wigham Richardson Ltd. Newcastle.
Service speed:	10.5knots.
Owners:	Dampskips A/S Alaska
Manager:	Christian Haaland, Haugesund
Port of Registry:	Haugesund.
Operators War Services:	General tramping; oil and petroleum trades.

 

 

Notes:

Completed July 1918 by J. Coughlan & Sons, Vancouver, as the ALASKA for the Shipping Controller, she had been laid down for Damps A/S Alaska, Haugesund, but was requisitioned after launching and placed under the management of Furness, Withy & Co.  She returned to her owners after de-requisitioning in 1920.   In 1924 she was re-engined with triple expansion engines, to give her speed of 10 knots.  Renamed PEEL COUNTY in 1930 for the same owners.  Reverted back to the name ALASKA in 1933 still under the same owners.  WWII Uteflåte.  She was sold in 1950 to Deutsche Seeverkehr A.G. Erich Lubbert & Co., Hamburg. She was renamed REG III in 1951 and later named EBBA BLUMENFELD.  1956 saw her sold again to Nordatlantische Kohlen-Schiffahrts G.m.b.H. Hamburg and renamed MANFRED STANSFIELD.  She was eventually scrapped in 1956 at Hamburg.

While traveling from Freetown to Britain the convoy she was with was attacked.   The convoy's rescue ship was sunk and, on 30th October 1942, while Alaska was attempting to retrieve survivors from a torpedoed French ship she was torpedoed herself by the German submarine U-510.  13 days later Captain Berge Mevatne managed to take her to Tagus (see picture above) with all her crew and the 56 survivors from the French ship, a few rescued Danish sailors and most of her own valuable cargo.

Click here to view this account as described in the company publication for Christian Haaland.

Magne served onboard this ship: April 1943 - June 1943. at/around: Tyne.

 

Magne served onboard this ship: 13 April 1959 - 5 April 1960. as: 2nd Engineer.

 

s/s BJERKA, ex. LEVISA, ex. CLINCHFIELD

 

Funnel Colour (c1939)

Hull: Black

Steel single screw steamer; 1 steel deck.

Call Sign:	LDLX
Tonnage:	1893 (3100 deadweight)
Construction:	1916, by Detroit Ship Building Co. in Wyandotte, Michigan.
Propulsion:	Triple expansion engine fitted for oil, 274 NHP. Built by the same company as the hull.
Dimensions:	Length 261feet × Breadth 43feet 10inches × Draught 17feet 10inches
Service speed:	9.5knots.
Owner:	Skibs A/S Orion.
Manager:	Bruusgaard, Martin, and Halfdan Bodtker-Næss Jr (Shipping Co.), Sjøfartsbygningen, Kongensgaten 6, Oslo.
Sold:	A/S Nesjar (Eilert Lund) 1939.  Name change  was 1929, launched as Clinchfield.
Port of Registry:	Oslo.
War Services:	General tramping.

 

 

2 S.A 5 cylinder Burmeister & Wayne engine.

 

Code Letters:	JXDF
Built:	1957/9, by Moss Vaerft & Dokk A/S Moss.
Tonnage:	6845gross tons, 10300deadweight
Service speed:	11.4kn.
Owner:	M. Chr. Stray, Kristiansand S, Norway.
Port of Registry:	Kristiansand
	Ore carrier.

 

 

 

...M/S Arabella was an "iron ore carrier" and she was on a long term charter to British Steel, we did visit Narvik in Norway but we also went to Africa, Canada and Spain to load the Iron ore. We always discharged the cargo in at various ports in the UK. I would think that it was the same when your grandfather was onboard.

 

I worked onboard as a Lettmatros, in English an Ordinary Seaman and I was there in 1971, when I was there she had a very good crew and she was overall a very good ship. Most of the crew were Norwegian...

...Regards Frank

 

Magne served onboard this ship: 19 November 1963 - 31 January 1964. as: 2nd Engineer

 

 

s/s MARSTENEN, also BALTROVER

s/s Baltrover, ex Marstenen

Funnel Colours Vil. Tork. (c.1939): Yellow with three narrow red bands, black top

 

Four cylinder complound steam engine. Code Letters: GKSQ Launched: 21 April 1949 at Fredriksstad. Tonnage: 2168gross ton (3260 deadweight) Dimensions: L 349feet 11inches × B 50feet 11inch × D 18feet 9inches. Owner: Skibs A/S Vilhelm Torkildsens Rederi Port of Registry: London Manager: Vilhelm Torkildsen, Kong Oscarsgate 62, Postboks 38, Bergen.

 

Sailed from Hamburg 1st March 1950 for Izmir, Turkey, and passed Gibraltar on 9th March.  She had been sold a few days previously to a British company, United Baltic Corporation Ltd, London.  When she was delivered later in 1950, she was renamed Baltrover.  She was then on continuous service from London to Baltic ports, mainly Poland and Finland.

(This ship should not be confused with the s/s MARSTENEN, ex. VIV (built 1915) that sunk on the 30th August 1940, Bombed by German aircraft, 58 23N 02 37W, no deaths.)

Magne served onboard this ship: 17 June 1949 - 22 February 1950. as: 2nd Engineer.

 

(Not to be confused with the older Fana which was renamed Bergamo in 1947).

s/s Bergamo

s/s BERGAMO, ex. FANA, later ALPERA

s/s Fana, later the Bergamo

s/s FACTO, ex. OCTO

 

 

Funnel Colours (c1939): Black with white S on broad red band between two narrow white bands.

 

Steel single screw steamer; 1 steel deck.

 

Call Sign:	LCIY
Funnel:	Black with white S on broad red band between 2 narrow white bands.
Tonnage:	1522gross (2500 deadweight).
Dimensions:	Length 244feet 68inches × Breadth 39feet 6inches × Draught 17feet 1inch.
Construction:	November 1921, by Larvik Slip & Verksted A/S in Larvik.
Propulsion:	Triple expansion engine, 138 NHP.
Trial speed:	9.5knots.
Owner:	A/S D/S Facto.
Manager:	B Stølt-Nielsen & Sønner A/S, Haugesund
Port of Registry:	Haugesund.
War Services:	General tramping.

 

 

 

 

Constructed:	1940, Nylands Shipyard, Oslo.
Tonnage:	1374ton (2605 Deadweight)
Dimensions:	L 250.9feet × B 41feet 4inches × D 14.8feet.
Speed:	?
Owner:	Vilhelm Torkildsen, Bergen.
Port of Registry:	Bergen

 

NYLAND was on a voyage from River Tyne to Mackenzie (captained by Otto Kampevold), was last sighted on the evening of 5 December 1940 by the Norwegian steamer MARGA off Skerryvore. On 5 December she met terrible weather and tried to get into harbour.  However a SOS was received from NYLAND that she had ran aground on West Rock, Isle of Iona, and was about to break up. A tug boat was sent out to assist, but found no trace of crew nor ship. Crew consisted of 20; 1 was Dutch, 1 from New Foundland, 2 Swedish, 1 British, 2 Canadians and 1 Danish.  Nothing more was heard of the ship or crew until a piece of wreckage bearing her name was found two weeks later.

(Not to be confused with the Swedish s/s NYLAND war loss 28 Oct 1939).

Magne served onboard this ship: April 1940 - November 1940. at/around: Bristol (May); Newcastle (Nov.). as: Fireman.

 

 

Code Letters:	LERO
Built:	1921, Kockums M.V. Aktieb, Malmö
Tonnage:	1334gross tons, 2200deadweight tons
Dimensions:	235.5feet Long × 37.7foot Beam × 16.5feet Depth
Owners:	D/S A/S Ringhorne
Manager:	Albert Schjelderup, Bergen
Port of Registry:	Bergen

 

Rigging: Steel single screw steamer; 1 deck; fitted with wireless; water ballast.

Propulsion: Triple expansion engine.

Time Chartered by U.K. Govt. 28 Jun 1940 until sunk - war cause 27 Apr 1941 off Scotland (11 days after Magne signed off at Blyth).

Captain in 1941 was Ivar Lønne.

She left Loch Ewe alone on 25th April 1941 with 1900 tons coal for Iceland. On the 27th, at 01.50 o’clock in position 60 10N 08 54W, she was torpedoed by U-147 (Wetjen) and sank in 2 mins. 8 men managed to get on a raft, they heard the others’ shouts out in the dark and answered them to let them know which direction the raft was in, but didn’t have anything to maneuver the raft with. They could see the U-boat in the direction the voices were coming from, but it soon disappeared.  After 2 hours the shouts stopped. At dawn the 8 managed to paddle over to another raft, which they tied to the one they were on and distributed themselves on the 2, no survivors were to be seen in the sea. At 12:45 they were observed by D/S Hengist of Leith and taken to Crabster. 10 Norwegians had died. The captain kept hoping that the U-boat had picked up some of the men in the sea, but that turned out not to be so.

 

Magne served onboard this ship: January 1941 - April 1941. at/around: Sunderland & Blyth. as: Cook.