MOTORCYCLES AT WAR RARE PHOTOGRAPHS FROM WARTIME ARCHIVES GAVIN BIRCH x Pen & Sword MILITARY Contents First published in Great Britain in 2006 by PEN & SWORD MILITARY an imprint of Pen & Sword Books Ltd, 47 Church Street,Barnsley, Acknowledgements . 5 SouthYorkshire. S702AS Chapter One Copyright© Gavin Birch,2006 HorsemantoHorsepower . 7 ISBN 1-84415-408-4 Chapter Two ISBN 978-1-84415-408-1 InterwarExperimentation 15 The right ofGavin Birch to be identified asAuthor ofthis Chapter Three Work has been asserted by him in accordance with the TheBritishBikes 45 Copyright, Designs and PatentsAct 1988. Chapter Four A CIP catalogue record for this book is available from the TheAmericanBikes . 67 British Library Chapter Five All rights reserved. No part o(this book may be reproduced or The GermanBikes .. 85 transmitted in any(orm orbyany means,electronic ormechanical including photocopying,recording orbyanyin(ormation storage and Chapter Six retrieval system,without permission (rom the Publisher in writing. Specials,Races,MotorcycleDisplays................................................................... 105 Printed and bound in Great Britain by CPI UK Chapter Seven TheWartimeMotorcyclist'sUniform 131 Pen & Sword Books Ltdincorporates the imprints o( Pen &SwordAviation, Pen &Sword Maritime, Pen & Sword Military,Pen & Sword Select,Pen & Sword Military Classics,Leo Cooper, Wharncliffe Local History For a complete list o(Pen & Sword titles please contact PEN & SWORD BOOKS LIMITED 47 Church Street,Barnsley,SouthYorkshire,S70 2AS,England. E-mail:[email protected] Website:www.pen-and-sword.co.uk Acknowledgements Thanks to Brigadier HenryWilson and the Pen &Sword Books Limited team, Mr Robert Coult of Hampshire - Prototype Welbike owner and mine of information,and all the restorers and riders worldwide with original wartime Motorcycles whose interest in this engaging aspect of Second World War history has made this book possible. I also thank the.staff ofthe Photographic Archive of the Imperial War Museum, especially Elizabeth Selby, Sarah Martin, Claudia Condry for research guidance and Kirsten Matheis for coordinating workflow ofthe copying ofthese prints, and to Peter Hart for introducingthe wealth ofmaterial held in the Sound Archives. Sgt Norris oftheAFPU (Army Film and Photographic Unit) captured this new safety device on 25 October 1944designed bySgtWilson,CorpsofMilitary Police,which consisted ofa metal rod fitted to the front of his Ariel motorcycle.As the machine rode at wire stretched across the road by a retreating enemythe barlifted the wire overthe head ofthe rider allowing him to pass harmlessly. (IWM B11243) -./ WVS (Women'sVoluntaryService) motorcyclist Meg Moorat is handed a messageto deliveron her Triumph motorcycle, with civilian registration number FUL I66, in May 1941 outside the WVS Headquarters,London.One ofthe many civilian bikes'impressed'forwartime service.(IWM HU90302) -. Chapter One A brief mention too of the ex Don-R (Army slang for a Despatch Rider, 'DR' originating during the FirstWorld War from phonetic sound enabling quick Morse = coding, Don D) who provided inspiration for this book. A veteran of the war Horsem.an to Horsepower through Northwest Europe he recounted tales ofriding a 500cc BSA M20 through deserted French villages, evacuated of local populace, and frequently encountering the enemy.The memories returned of dodging under wire stretched across roads Military Motorcycles: The Origins by retreating Axis forces - rigged to decapitate Allied motorcyclists, and oftucking his Sten gun down inside his Wellington boots having relentlessly practised quick drawing and slamming the magazine home. All that after laying the bike down in controlled dismount.'It wasn't like they show it in the films.' The British wartime 98cc Excelsior Welbike with Villiers Junior Deluxe horizontally mounted engine, the British paratrooper's folding scooter, was Gavin Birch (c) 2006 designed to fit in a 15 inch diameter D shaped drop container for Special Operations Executive (SOE) agents in the early war years. As the SOE agent descended by parachute into occupied territories the concept was that he or she was accompanied by the container dropped simultaneously delivering theWelbike. Once on the ground the agent would collapse their chute, construct the bike from its folded down form, bury parachute and drop container, and ride off on the bike to rendezvous with friendly contacts.The bike would be disposed of shortly after having provided the necessary getaway from the drop-zone. Designed and built by a pre-war ex road racer and motorcycle shop owner by the name of Mr Harry Lester, under the auspices of SOE's Lieutenant-Colonel J.RV Dolphin, the Welbike was born at an SOE design and research establishment known as'The Frythe'. Lester was employed not only for his biking experience, but on the basis that he was an accomplished alloy welder (a skilled and difficult process) and was able to experiment with lighter weight materials competently in frame construction.The Frythe was located in Welwyn, UK, and hence many of the new weapon designs concocted there for secret agents gained the name 'Wei-something' and the mini folding motorbike was no different in this respect to the agent's silenced Weirod Pistol, or Welman/Welsub mini submersible. This use of pre-war motorcycling expertise was a pattern that emerges often when considering the British approach to wartime motorcycle use. Stars of pre-war speedway and road racing were encouraged not onlyto test new machinery butto participate in the training ofnew recruits with the passing on of expert knowledge, and even to front recruitment drives. SOE rejected the finished product but the little machine was adopted by British Airborne Forces eager to expand their mid-war arsenal.The Weibike was carried ashore on 6 June 1944 during Operation OVERLORD and was flown into Arnhem laterthat summerforthe Septemberoperation called MARKET GARDEN. Photographs ofWeibikes taken in action are rare although prints ofthem used in - some equipped with reverse gears, to quickly observe remarkable differences in design and intention.The German motorcycle combination was often armed with an MG34 and later more powerful MG42 machine gun, and designed with mainly st~ndardised interchangeable parts. FrankV. Hurrell, a British NCO Artificer serving with a Recovery and Repair Section with 3rd Field Army Workshops, Royal Army Ordnance Corps in France in 1940 first came across the German combinations during the retreat to the French coast as it was motorcyclists who formed the frontline fighting arms for the Axis advance in 1940: 'We were told to head due north, just ~ake for the coast because our 18 Pounders couldn'tengage the enemy- the 55 spearheadofthe advance were using fast motorcycle combinations, abike and armed sidecar; and people forget that the Germans made little use ofinfantry with their tanks in the early days.' The motorcycle and sidecar became an offensive weapon duringthe SecondWorld War but was utilised in roles from armed reconnaissance, to message delivery, recreational fun,to traffic control and displayteam workhorse by all the participants worldwide.This book considers the many diverse models, the feats ofengineering, and sheer numbers ofworldwide manufacturers involved in transportingthe soldier on two wheels during the 1939 - 1945 war. It was an intention with this book to include some ofthe prototypes, standardised machines, and 'specials' built for racing and to provide a pictorial view oftheir use in combat theatres and on the home front demonstrating the range oftwo-wheeled machines ofthe British, Canadian, American and German Forces.To achieve this some ofthe caption information is less detailed than with other official images but a selection process has attempted April 1944: Pre-Normandy Invasion exercises at Bulford Camp in Southern England show to balance an interest forthe current motorcyclist with that ofthe military historian paratroopers unpacking Weibikes from specially designed D-shaped equipment containers which from the range ofsource material consulted. were dropped by air.Welbike has serial numberC5I54465. (IWM H37733) However no publication of this size can cover every model and therefore a selection of wartime photographs have been chosen to tell the story ofthe two training are included in this book. One German eyewitness record oftheir use at wheeled war.The photographs included have mostly originated in the Photographic Arnhem features in the book'The Dutch 55' (Armando & Sleutelaar; Bezige, 1978). Archive ofthe Imperial War Museum - such an excellent research resource with a Original Weibikes can be seen on display in several museums across the UK and collection nowtotalling overten million images oftwentieth century conflict and the Europe - particularly at the Hartenstein Hotel in Oosterbeek, Holland and at the colle.~ion is growing every week!These photographs have their individual copyright Imperial War Museum, London.There are also a handful of examples in private administered by the museum, and anyone interested in using these or similar prints hands in the UK, and Europe although the D-shaped drop containers they were for publication should contact the archive. ([email protected]) designed to be air-dropped within are even rarer. Original Weibikes abound in the To begin our consideration ofthe procurement ofmotorcycles on all sides in the States too,where they were shipped afterthe warand sold as luxury children'stoys Second World War we must return to 19I8 and the lessons learnt afterthe Great by a well known department store. At least one prototype example survives in War when the change from horseman to horsepower was truly effected in Britain private hands also in the UK. and America and to a lesser extent in Germany which was to continue its desire for One only has to compare the little Welbike with the robust heavy duty 750cc equestrian transportation long after other countries mechanised. German Wehrmachtsgespann BMW R75 and Zundapp KS750s with driven sidecars, - General Stafftook ashort pause, and then in 1919 began to piece together aform of doctrine which hoped to restore the notion of mobility into the battlefields of the future avoiding costlyattritional stand-offs experienced throughout 1914-18The looming task forthe 1919 Army however was clearly not to fight a new large scale European war; but instead to rapidly set about Frontier protection and policing of Empire.These tasks placed a premium on mobility rather than the ability to create instant and massive firepower.That said, mobilitythrough mechanisation was an idea very much still under experimentation during the GreatWar; and with peacetime, further exploration would continue. In 1915 a regular division of the BEF fighting on the Western Front was only equipped with around eleven motor cars, four motor lorries, nineteen motorcycles and twenty-one motor ambulances. Although the internal combustion engine had Exhausted motorcycle despatch riders rest on their Douglas 23 HP solo belt driven motorcycles at /. the roadside in Feuchyon 5June, 1917.Themissingfront mudguard onthe bike layingdown has been replaced byan improvised legshield as on the bike inthe rearto provide some splash protection for both riders. Note the dents and missing steel from their helmets.The larger Douglas 4 HP bike was used when fitted in a sidecar-bike combination. (IWM Q5468) During the Battle of Bazentin Ridge a German prisoner helps push this Royal Engineer Dispatch Rider's beltdrivenTriumph 3112 HPWD machinethroughthe mud ofMametzWood.Equine inspired saddlebags are secured over the fuel tank in this shot taken on 17 July, 1916 duringThe Somme Offensive. Some 30,000 Triumph motorcycles were supplied to the British Army during WWI, earningthemselvesthe nickname of'TheTrusty'.Powered byasingle cylinderfourstroke powerunit drivingthrough a Sturmey-Archerthree speed gearbox,and equipped with a kickstarterit became very popularwith British troops. (IWMQ3972) The British Army rounded the year of 1918 out with a full complement ofthe weapons and equipment required to fight set-piece European warfare forthe future. A victorious army, and confident,which was willingto review the lessons learnt over four years of arduous trench stalemate, and conflict in far off destinationsThe ':"".. ~',' " been hailed as awondersince 1884,itwas still an unreliable wonder. Reliability could be found in the horse, proven,tested and battle hardened:the original go anywhere Mk I military vehicle.The motor car was incapable oftravelling cross country, and delays with both supply ofhand built spare parts,and the training ofmechanics who knew how to repair the new motor vehicles provided additional doubts. Horse versus horsepower - the debate dragged onThe horse on the other hand appeared to be able to do everything demanded ofit in the first years ofthe Great War. In 1914, months before the war started, the British Army was established for around 25,000 horses, and immediately after mobilisation this figure grew to I65,000.A yearlaterand the demand had grown furtherto around 500,000 horses, 368,000 ofwhich were on theWestern Front. In more exotic climes 47,000 camels, I I,000 oxen and 6,800 donkeys were being putto use in the war effort.Along with the horsesthere were 82,000 mules on theWestern Frontwhich worked the more arduous tasks such as shell transportation to the guns in saddle bags. By the close of 1917the numberofequine animals on all fronts totalled nearamillionThe horse and mule were put to work in wide-ranging roles. Commanders used them as the fastest method to reach point B from A, and in an infantry battalion the German despatch riders pose on a range ofbikes used for message delivery in the GermanArmyof Commanding Officer; all his company commanders and the adjutant had a horse to the FirstWorldWar. The photograph wastaken in Palestine, 1918and gogglesappearto bethe only hand.The Field Artillery needed to get its guns where the infantry were quickly in specialist equipment provided to the rider.(IWMQI00333) order to support them, and this movement rarely adhered to metalled roads. Horses were the ideal tractor units for the guns and limbers. Each Brigade ofField Artillery had 108 horses, both to pull guns and haul ammunition wagons. If one studies official British film 'The Somme'from 19I6 made duringthe battle one notes A similar Douglas 23 HP the mixing of mules and horses in gun teams. In this same pioneering early age of /. motorcycle to those radio communication the despatch rider on horseback was far more likely to get a featured in IWM Q 5468 message to anumber ofdrop offpoints quicker; and over greater distance than any this time being ridden in radio message ortelegraph - wires were often cut by enemy troops or by shelling. 1915 at Camp Cleopatra, Lastly, there was the cavalry - such a proven force of times past, and that still in Egypt. Here a factory fitted front mudguard is experienced some lightning speed attacks during the Great War despite many visible,and a reartop box publications that tell us they were an outmoded force. There were drawbacks has been added along however. Man-powerrequirement increased drasticallywith an expandedVeterinary with the standard leather Corps increasingfrom 508 all ranks in 1914to 1,668 officers and 41,755 other ranks tool holdall to the rear by 19I8. Shipping was tied up in supply- not only for feed and other materials, but mudguard structure. Motorcycles were being further afield in the purchase of, and return to the UK of suitable mounts which shipped outto all fronts British breeders could not supply. Mounts were broughtto the UKfrom Canada,the duringthe 1914-18 war. US and Africa.Training new animals, blacksmithing and leather working the saddles Photo annotated on the and bridles all required time notto mention the recuperation ofthe injured animals, rear:'on my mo-bike!' and the nursing effort on ajourney backto health.Skilled tradesmen were required (Author'sowncollection) to carry out the work, and they needed to be trained. One of the more Chapter Two heartbreaking experiences for many of the troops was observing the injured animals,shelled orshocked,and bound together in the traces ofammunition wagons orgun limbers.The army patented its own 'humane killer' during this period, butthe Interwar Experim.entation injured horses repeatedly crop up as a disturbing memory when one listens to interviews with veterans ofthe GreatWar. Records show that more animals died from respiratory illness than shellfire and yet the imagery endures. With hindsight of course we can see that the writing was on the wall for the involvement ofhorses in warfare, but they were still heavily utilised by the German Senior British officers such as SirJock Burnett-Stuart, GOC-in-C Egypt realised Army ofthe SecondWorldWar, despite it having the reputation as the mechanised that through the lessons ofthe 14-18 war the clues to preparedness and the originator ofBlitzkrieg attack. In the civilian agricultural industrythe horse was being winning offuture conflict were to be found. He wrote in 193I: replaced by the tractor, and new machinery was being implemented across the The days oflinear extensions with each man separated by a stated interval are country that could be towed by track laying vehicles.Tanks had made their debut over. It's a matter ofinfiltration, ofintelligent co-operation, and oftaking immediate during the Somme offensive in September 1916 and the technology of war was advantage ofopportunities which the action ofneighbouring parties might open up...' advancing at a faster pace than ever before with the advent ofthe machine gun, (Burnett-Stuart,Training in Egypt,1931) landmine and flame thrower and tactics to match. Innovation stemmed from the The motorcycle it was then believed was the machinery that could facilitate this extended period ofstalemate with enemies facing each other overthe expanse of type offast-moving, fluid co-operation amidst the general appreciation for a more No Man's Land and all the lessons to be found there. In 1919 the Army needed to mechanised force in Britain.The mechanisation process gathered pace through the look at newer methods of returning mobility to its troops, and one area, amongst early I920s and between 1925 and 1939 received a concerted effort both in testing many it was considering, was the implementation of the motorcycle on a much and securingthe right type ofmachines and providing the besttraining for the men larger scale than had ever been envisaged during the fighting of 1914-19I8.War production had provided profit and rapid innovation for many motorcycle who would ride these motorcycles into action.This process was assisted not only by manufacturers, and had ensured their existence and further development through the British Army's conviction that motorcycles were essential for future combat, but the I920s.AJS, BSA, Norton,Triumph and Douglas among others produced bikes by Britain's economic downturn in the I930s. Civilian purchases began to drop away for the British Army in the FirstWorld War. Douglas devoted its entire production with the Depression and the future of many motorcycle manufacturing businesses runs between 1916 - 1918 to the Army producing variants ofits Side-valveTwin of was in doubt. Military contracts provided guaranteed income, and also a prestigious 1913 design (25,000). Triumph produced some 30,000 of its Model H 500cc advertising by-line in the phrase 'As supplied to His Majesty'sArmed Forces' and so variants,which also fared well in the post-war motorcycle boom ofthe 1920s when the manufacturers actively pursuedWar Department Officials with their catalogues finished in civilian colours.With thousands ofveterans returning home demanding and impressive demonstrator models. Such contracts could mean the purchase of cheaptransportfor daily commuting,and the army considering mechanisation issues thousands of motorcycles, tentatively at least hundreds of models, so great import it would not be long before the expanding motorcycle industry and the military was placed upon meetingtheWD requirements for a military motorcycieTo ensure would partner again during the inter-war years for further mutually beneficial the British army was getting what it was asking for, a tough testing programme was put into operation. Each new model of bike was sent to staff at the MWEE, experimentation. (Mechanical Warfare Experimental Establishment) which changed name in 1934 to simply MEE (Mechanical Experimentation Establishment) and subjected to rigorous and exhaustive testing at tracks and workshops located at Cove, near Farnborough in the UK. Other locations were also used. The process instigated by these government bodies was aimed at providing a straightforward answer to the question ofwhich models would be suitable forWD Service.The tests ranged over a 10,000 mile on and off-road assessment, where the bike would be stripped at various intervals for inspections on wearand tear, coupled with performance checks 'Gentlemen - test those engines...' such as standing starts over quarter mile tracks, and cross-country abilities tested over a variety ofsurfaces including mountain, bog, river crossing, ditches and loose gravel surfaces. All test results were compiled into a single report per bike, and verdict provided. Included overthe next pages are some ofthe many models sent by various British manufacturers for War Department testing in the hope of securing these lucrative and 'survival guaranteed' contracts between 1926 and the outbreak of war on 3 September 1939. Over a decade of investment of time, money,and thoughtwent into this selection process. Bike and componentswere put through simulated'war service' in effortsto exposethe machines not capable ofthe job. It is remarkable and reassuring that such a process did take place to ensure that British troops received in this instance the very best and most suitable equipment the War Office was able to supply. Accepted for service were a range of 500cc models for the duration, some 350cc and even lighter I25cc.The smallest cubic capacity for an engine accepted into service was 98cc and largest was the heavier 1200cc imported from the US. As we shall observe, the British bikes performed very solidly throughout the war but in the decade before the 1939 declaration everyone manufacturing motorcycles in the UK was offering sample models for the MEE to test. One ofthe first machines tested in the quest forthe perfectWar Department motorcycle was this 1926Triumph 494cc SV Single-Cylinderthree wheeler which laterspawned OEC models ofsimilar design.The idea ofthree wheelers followed on from the testing and purchase ofsix-wheeled lorries for the Army ofwhich the rear wheels on articulated bogies were chain driven with a linking belt which wasthoughtto improvecross-countrytraction .Thetrend spreadto motorcycle design.Tested atAldershot itwasfound to handle well over rough terrain,especiallywhen its rearwheel trackwas fitted creating a mini-halftrack. However its low ground clearance,weight and complex design went against it. Riders could hardly keep it upright cross-country. OEC were handed the test results and asked to improve upon thisTriumph design. (IWM HU93252) An MWEE photograph from 1929 ofa modified Francis-Barnett Model 12 with increased engine capacityfrom the production 250ccto suggested military spec 350cc.This was achieved by enlargingthe cylinder bores. Three ofthese types were bought forthe 1929 seven manufacturertrials and when testing was completed late that yearthe machine did not make the grade. Being atwo-stroke engine, it lacked cross country ability which appears to have been awar office criticism ofall two strokesthroughoutthe testing process. Looking atthe frame and components one notes its light construction in comparison with weightier bikes undertest atthe time. (IWM HU93259)