RAF Upottery

Background

Located on the plateau of high ground immediately west of Smeatharpe and often referred to by that name locally, this airfield was officially known as RAF Upottery, as Smeatharpe lies within the overall Parish boundary of Upottery.

Built as a standard RAF Class ‘A’ bomber base, the site was one of those developed at a comparatively late date during the second world war and was originally selected as being suitable for use by the Americans under the “Bolero” scheme in the Autumn of 1942.  

Operation Bolero the commonly used reference and the code name of the United States military troop build up in the United Kingdom during World War II, in preparation for the initial cross-channel invasion plan, originally known as Operation Roundup. Later to become Overlord.

Under the scheme proposed by the General the U.S. Army Air Forces, H. (Hap) Arnold, to General C. Marshall, the US. Army Chief of Staff, on April 12, 1942, the British Government would  build  and provide airfields for use by the USAAF. Who in turn would supply the men, equipment, and Aircraft.

Upottery  was one of the fifty new airfields  that were built under this scheme, 36 constructed by the Air Ministry, with the remainder built by the American Engineer Battalions.

Upon completion the site was placed in No. 70 Group Army Cooperation Command, for development to house USAAF medium  bomber units as plans were already being prepared by the Americans for the assembly of a huge fleet of transport aircraft in England for the eventual  invasion of Europe.

Upottery was one of several airfield sites in western England which was earmarked to house a large force of Dakotas and Gliders for the forthcoming invasion.

Land Requisition

The bulk of the land was owned by Lord Sidmouth, right, (198 acres): tenants included ;

Mr. White  (Valentines Farm),

Mr Spiller  (Chapplehaye Farm),

Mr Stevens  (Buckshaye Farm),

Mr Rollend  (Moonhaye Farm),

Mr Woollacott (Bloomers Farm).

However land was also requisitioned from Mr Sanders at Gotleigh Farm,  90 acres, Mr Joe Venn,  45 acres who leased the land to Mr Pike of Middleton Barton Farm. Eleven dispersed Domestic Sites were established on land leased by Upper Southey Farm, Lower Southey Farm and Cockhayes Farm.  The requisitioned land was paid for by the Air Ministry in 1948 at 1939 prices !  and the land was not sold back until 1963. The most northern site (apart from the site at Stapley) was a High Frequency Transmitting Station.

Layout

Because of higher priorities elsewhere, construction did not begin in earnest until early 1943, with the result that the layout and facilities followed the patterns which had become standardised by this stage of the war. A particularly prominent example of this was the layout of the aircraft hardstandings, which were all of the more convenient and flexible “Spectacle” type.

These became the standard dispersal and marshalling provision on bomber stations, this was in contrast to those at nearby Dunkeswell which were predominantly of the “Frying Pan” type. Built to the operational RAF standard of “Class A” with three strips at near 60 degrees to each other, the main strip being 2,000 yards by 200 yards, and the two subsidiary strips 1,400 yards by 200 yards.

The main runway was 2,000 yards by 50 yards on a heading of 270 degrees and both subsidiaries were 1,400 yards by 50 yards on headings of 210 and 330 degrees.

All runways had 100 yards cleared at both ends for overshoot.

A perimeter  track was provided of the standard 50 feet width along with 50 hardstandings.

All roads into Smeatharpe were closed and either sentry or picket posts erected.

With local inhabitants being given passes to enter the Area

Interestingly a sentry post has been preserved  at the  road junction close to Moonhayes Farm and is now a memorial to all those who flew from the airfield and who paid the ultimate sacrifice  (See  Picture Above right)

In line with the current policy that all wartime airfields should be built to be interchangeable, a standard Bomb Stores were provided in the area adjacent to the north-west comer of the landing ground. Although this was not  required by the USAAF airborne forces units, which were based here first.  However it made Upottery suitable to house USN Liberator squadrons later on when relief was required for nearby Dunkeswell.

The late construction also meant that certain structures such as the Turret Instructional Building, air-raid shelters on the Domestic Sites, and some blast shelters on the airfield, and a Battle Headquarters were not built (Mainly because the threat of an invasion had by this time. ceased).

Although there was an Air Ministry Bombing Teacher and Link Trainer. The usual pair of ‘T2’ aircraft hangars were erected, one as part of the Technical Site complex of buildings on the north-east side, and the second comparatively close by on the opposite side of the main runway. The third hangar type ‘B1’ hangar normally for the repair of damaged aircraft – was not erected here as the airfield was built for the USAAF.

Location Smeatharpe, Nr Honiton, Devon Opened 1944

In use 1944 to 1945

Gen Henry H (Hap). Arnold,

Lord and Lady Sidmouth on the 18 June, 1944:

This photograph  was taken by Lt. Colonel Young commanding officer of the 439th Troop carrier group who commanded the Airfield after he and Major Morton had been invited to take afternoon tea at Upottery Manor following their D day Mission.

The original sentry Box at Moonhayes farm & the SWAHT Memorial located in the  Box

Copy of a pass issued to local civilians

A Waco Glider (Pronounced WAR–CO) lands from a practice release in front of the North East T2 Hangar

Wimpey the forerunner to Taylor Wimpey the National House builder and Civil Engineering Contractor was founded in 1880 as a local building company  in London. Up until the advent of the 1914 -18 World War, it had successfully spread its activities into and well beyond the Greater London Area.

Then following the first world war, established itself not only as a national household name in the field of house building, but also in civil  engineering, carrying out road, tramway and bridge construction. It also developed the modern highway, which at that time consisted of  reinforced concrete foundations, wood paving, granite setts and asphalt surfacing. Making it an ideal contractor for the country’s needs during the Second World War.

When the Second world war came, the British Government established committees comprising Wimpey, Laing, Mowlem and McAlpine. These were the country’s largest civil engineering contractors and had the resources to undertake major projects and could also advise the Government on what was possible when it came to specific projects.

As a result the government   incorporated these companies into the Royal Engineers as operational army units ! The War Department theory being that the men would make  a more effective team working with their current colleagues.

The Wimpey unit became the“Wimpey” 680 General Construction Company, Royal Engineers.was lead by Major Little, with Captain Magnus Pearce as second in command. Apart from half a dozen pivot people such as the Sergeant Major and the Quartermaster, they were all Wimpey men, almost three hundred with additional labour being drawn from the ministry of Labour pool to work on specific projects

Such was the governments confidence in the company, that Wimpey’s had been sent to France as part of the British expeditionary force and following the initial battle for France and  defeat of the BEF, had acted  as  one  of the rear guard in the Dunkirk Evacuation. Helping to organise the evacuation itself.

With the onset of hostilities the Government’s main requirement was for aerodromes, of which Wimpey built 93

Already in 1936 Wimpey had secured work for the Air Ministry, which led to a contract for a full air station at Great Rissington in Oxfordshire.

This meant the construction of runways, buildings and hardstandings on this and many other airfields.

In addition, Wimpey built air raid shelters for Aircraft as well as people. Gun emplacements for anti-aircraft defence, concrete pill boxes, underground tunnels for ammunition storage and underground oil storage facilities. One of them being the largest concrete structure in the country at that time

In 1938 Wimpey then secured the contracts for seven more airfields, which included Tangmere, Biggin Hill, Northolt, and Leuchars in Scotland and acres of concrete were laid, giving hard surfaces for the aircraft that were available at that time.

As heavier and larger bombers, such as the Lancaster, became available, Wimpey were called upon to strengthen these runways with either an overlay of tarmacadam or an additional thickness of concrete as need dictated, which meant that from 1941, new airfields including Upottery had runways eight inches thick!

Much of the equipment Wimpey used was imported from America (See Picture) and at the time was new to the UK. These were machines such as bull-dozers, graders, mixers and pavers, which were made by companies such as Caterpillar and Barber Greene.

Early in the war, a Wimpey team building Lulsgate airfield (now Bristol airport) were on site very early when they heard an Aircraft approaching and assumed it was one of the RAF’s returning home.

A twin-engined bomber landed nearby, and out stepped four aircrew. When the Wimpey personnel realised it wasn’t  an RAF plane at all, but a Nazi bomber, they charged across, without hesitation, and arrested the crew. Apparently, it transpired that the Germans had been on a bombing mission to the North of England, had lost their way back and thought they had landed in France. The plane was intact and was thereafter used by the RAF.

1898 – Goldhawk Road, London, Tramway Construction George Wimpey in middle of  the Photograph. 

Source www. brackenburyresidents.co.uk/historic-pictures

Construction workers working on a section of perimeter road,  (Not Upottery)

Above, Workers construct a Nissen Hut  (Not Upottery)

For more information on Nissen Huts Go to

https://www.nissens.co.uk/

A Typical pool of construction equipment similar to that used to build the Airfield  and below plant levelling a new airfield

(Not Upottery)

Upottery  was built at a cost £1,200, 000 and was opened on February 17th 1944.

Once the decision had been made to build the Airfield. The first stage was to conduct a preliminary survey of the proposed site. This was carried out by the Air Ministry Directorate General of  Works stationed at the AMDGW Area office at Taunton.

The survey not only covered the where the Airfield would be built but also all areas where it was proposed to house the Domestic Sites. This information was then noted down in a field book and when completed was posted to the Air Ministry in London. Then the  surveyor  moved on to another site.

From this initial survey, a six inch plan was prepared showing the selected runway directions and copies sent to the civil engineering and mechanical and electrical divisions within the branch for preliminary information. Soon, the site was formally accepted as being suitable, and the type of construction decided upon. This information was then circulated to all sections and was the signal for co-ordinated action. A surveyor was dispatched to the site and the planning section prepared a schedule of buildings and drawing numbers appropriate to the function of the establishment.

A reconnaissance of the site was then carried out by experts on drainage, water supply, electrical sections and sewage disposal works. The results from this formed the fixed and firm basis for the planning of the station. The siting of the domestic and technical areas was governed by the direction and approach of runways and were deliberately sited some distance away from the Airfield in case of an Air Attack.

Most of the construction force were Irishmen and part of the Ministry of Works pool of labour. Many of these men, followed Wimpey’s around the country from Airfield to Airfield and some transferred over from the construction of Dunkeswell, some 6 to 7 miles away after it was completed in June  1943.

Like all Airfields the first job was to erect a temporary timber camp for the workers, this was undertaken by a local builder, a Mr Harris on Gotleigh Moor, close to the ruins of Gotleigh Farm which had burned down in 1942. and to the north of the Airfield.

Ash, Beech & Oak trees were cleared from the site using this Fordson standard (See Picture to the Right) with a power winch, which was used to drag and load trees on the timber carriage to Bromfield sawmills in Smeatharpe

Here they were cut up into useful lengths using a Marshall of Gainsborough Traction Engine to power a belt-driven saw. The timber was then used by the main contractor – George Wimpey and Co. Ltd in the building of the aerodrome

A water supply was established from the springs on Gotleigh Moor and pumped to the airfield and Domestic Sites.

The hardcore required for the runways and perimeter track was brought to the site by both Wimpey and Jimmy Treble dumper type lorries.

They carried mainly slate waste, Quarry waste from Westleigh Quarries as well as a mixture of broken concrete and brick, reputedly from bombed buildings in Exeter  following the raids on in April and May 1942.  As well as this Shingle from Seatown which was used as aggregate for the concrete runways and perimeter track.

The  Anchor Inn   at Sea  Town in 1943  near  West Bay, Bridport, Dorset.  Lorries drove on to the shingle beach to be loaded . If you look closely you will see what appears to be some equipment and evidence of where the aggregate was extracted. Following the lorries being loaded they were then sent to the Airfield using a one way system through the town. Vehicles operated 24 hours a day 7 days a week !

High grade concrete was laid to a depth of six inches and then a thin carpet of tarmac sprayed  on top. Separated by an expansion joint from either side of the runway and perimeter track, was a strip of concrete containing the drainage system and airfield lighting.

Buildings

Sketch plans were prepared showing sites of barrack huts, domestic communal buildings and technical accommodation. The majority of large buildings and domestic accommodation were Nissen Huts of various sizes  with the technical buildings being constructed in single brick walls with corrugated asbestos roofs In addition there were specialist  buildings in the form of Ministry of works Romney and Uni-Seco hutting.

Nissen Huts had been invented by Major Peter Norman Nissen of the 29th Company Royal Engineers of the British Army in the first world war A Nissen hut was made from a sheet of metal bent into half a cylinder and planted in the ground with its axis horizontal attached to wooden purlins that are in turn attached to eight T-shaped ribs  Windows and doors could be added to the sides by creating a dormer form by adding a frame to take the upper piece of corrugated iron and replacing the lower piece with a suitable frame for a door or window

A Surveyor  checking levels  –  Similar to  the work that  would have  been  undertaken at Upottery    

The Fordson Standard used to take Trees to Bromfield sawmills  in Smeatharpe  Picture by Kind permission of John Cornish 

This  Marshall of  Gainsborough  portable traction engine and the belt driven saw used to cut up  trees from the Airfield for use in the building of the Airfield. Standing on the Saw Bench is Arthur, Peter, Sam and Ben Bromfield with James Smith holding the crank handle and SJ Berry to the right.  Photographs by Kind permission of John Cornish.

A Jimmy Treble lorry delivering tarmac to Dunkeswell  in 1944.  It  is more than likely that this vehicle was also used to bring hardcore to the site

Exeter following the bombing  and below  after the rubble had been cleared