british military powerboat trust

Victory for last operational Second World War motor boats

The last remaining fully operational high-speed World War II motor boats have been saved for the nation today with the help of a £580,000 grant from the National Heritage Memorial Fund (NHMF).

When built, they were the fastest boats of their type in the world.  One of the boats, MGB 81, was active during the US landing at Omaha Beach during D-Day and received the battle honour ‘Normandy 1944’.  The other, HSL 102, is the only surviving example of the 100 class high speed launch and was stationed at RAF Calshot during the Battle of Britain, retrieving shot down airmen from the sea.  Throughout the duration of the war, HSL vessels saved a total of 10,000 airmen of many nationalities.

The money will enable Portsmouth Naval Base Property Trust (PNBPT) to purchase the gunboats. Although both were outstanding examples of British naval engineering, they only had a life expectancy of 20 years. They have now been restored to original working condition and will go on permanent display at Gunwharf Quays Marina in Portsmouth.  It is hoped people will get the opportunity to charter the boats and experience what it was like for the crews driving at full speed 70 years ago.

Lt. James Shadbolt MBE and a veteran of Royal Navy's 8th Motor Gunboat Flotilla, said:  “I’m delighted these two motorboats will now be safe-guarded.  Organisations like NHMF and other generous donors play such a vital role in protecting our precious heritage and those of us who particularly cherish these boats are very grateful.  It’s wonderful to know that future generations will be able to experience first-hand these extremely exciting machines just as we did as young men during the war."

Bob Bewley, Director of Operations at NHMF, said:  “The purchase of these boats is an important part of a continuing success story and just what the NHMF was set up to do - to defend the most outstanding parts of our national heritage at risk as a memorial to those who have died for the UK. These gunboats are so integral to our rich seafaring history. They can now join other great British naval achievements, such as Nelson’s HMS Victory and the Mary Rose, which have been saved thanks to the unique ability of the NHMF to act quickly as the ‘fund of last resort’ over the past 30 years.” 

Peter Goodship, Chief Executive of the PNBPT, said:  “These unique craft are a legacy to the heroism of those who crewed them during World War II.  Both boats made significant contributions to the War effort and saved the lives of many sailors and airmen.  The Trust is grateful to all those who contributed, especially the National Heritage Memorial Fund, without which this would not have been possible.”

History of the Boats

The boats were designed and built by the British Powerboat Company, which later went on to build the famous Supermarine Spitfire.  The company’s founder, aviation and powerboat pioneer Hubert Scott-Paine, along with T.E. Shaw (known as Lawrence of Arabia), pioneered these fast manoeuvrable craft for British military use.  In fact, T.E. Shaw personally undertook the testing of the HSL prototype.

MGB 81 - After the war, MGB 81 was disposed of by the Royal Navy.  In late 1945, she was sold to a private owner, achieving notoriety for being ‘arrested’ as part of a smuggling operation in 1958 and then was sold for scrap.  Later, she became an accommodation barge for a sailing school and then spent some years as a house boat before restoration in 1988. 

HSL 102 - During a two month period HSL 102 is recorded as having saved 38 men from the North Sea including the crews of two German bombers.  After restoration in 1996, she was re-launched by HM Queen Elizabeth, the Queen Mother, and performed as a Royal Barge for both HRH Prince Phillip and HRH the Duke of Kent.  She went on to star in the film Enigma with Kate Winslet in 2001.

Notes to editors

The acquisition cost £750,000 which was made up of five funding streams: National Heritage Memorial Fund - £580,000 (77 per cent of the total value) Private donations - £90,000 Fundraising - £50,000 PRISM - £20,000 Coastal Forces Trust - £10,000 

Portsmouth Naval Base Property Trust

PNBPT was set up in 1985 by the Ministry of Defence and Portsmouth City Council with the initial purpose of taking responsibility for the long-term preservation of the historic south-west corner of Portsmouth Naval Base.

The Trust now owns and manages several of the attractions within the Historic Dockyard and Portsmouth Harbour, including Action Stations, Explosion Museum of Naval Firepower, Harbour Tours and the Dockyard Apprentice Exhibition.  Since its foundation, it has also established one of the UK’s largest collections of small naval craft, many of which are on display within the Historic Dockyard.  These include the former barge of Commander-in-Chief Naval Home Command, a harbour defence launch, gigs, whalers, cutters, small dinghies used for Royal Naval sailing training, and a World War II landing craft.  The Trust recently inherited the former British Military Powerboat Trust’s collection, which includes a small Air Sea Rescue craft and a motorboat tender from Ark Royal.

HLS 102 and MGB 81 will represent the Trust’s most significant acquisitions to date.

Further information

Natasha Ley or Alison Scott, NHMF Press Officers,  Phone: (020) 7591 6143 / 6032  Mobile: 07973 613 820  Email:  [email protected] / [email protected] .

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Home / Berthon Boatyard / Yacht Refit and Refurbishment / WW2 MGB 81 Motor Gun Boat Restoration

WW2 MGB 81 Motor Gun Boat Restoration

Berthon’s history with the Motor Gun Boats (MGB) and Motor Torpedo Boats (MTB) goes all the way back to 1939 when numerous MGB and MTB hulls and complete boats were built or fitted out at our boat yard during World War Two. This adaptable hull design allowed the vessel to be converted between a torpedo and gunboat variant depending on upcoming missions.

As well as this history, Berthon’s experience was a key factor in MGB81 being restored at our shipyard. Berthon’s traditional shipwrighting knowledge in restoring and refitting boats at our state of the art facilities is unrivalled in the UK, coupled with our award-winning apprenticeship scheme ensures these skills are also passed on to the next generation.

Berthon was awarded the contract by Portsmouth Naval Base Property Trust for the restoration and re-engining of the famous Motor Gun Boat 81 (MGB81) funded by the Chancellor using LIBOR funds.

MGB 81 is a 71.5ft Motor Gun Boat built by the British Powerboat Company for the Royal Navy and launched on 26 June 1942. When built, she was among the fastest boat of her type in the world and capable of speeds in excess of 42 knots. MGB 81 and her sister vessels were involved in the action in the English Channel, attacking enemy torpedo boats and landing secret agents on occupied soil. She was later involved in D-Day operations. MGB 81 is unique as she is the only restored and operational example of a Royal Navy Coastal Forces MGB which saw active service in WW2. As a result of the restoration techniques used, she retains most of her original performance capabilities but is stronger, lighter and require less maintenance.

The refit stripped her from stem to stern, and replaced the structural frames and longitudinal stringers in pairs so as to safeguard the original hull and fittings and keep it as original as possible. One of the largest jobs included replacing the 3 MAN 835hp engines with 3 new, Mermaid Marine supplied, FPT C13 825hp diesel engines. Both Berthon and the PNBPT wanted to keep MGB 81 as original as possible. However, the replacement engines are more reliable, fuel efficient and lighter than the originals.

MGB81 VIDEOS

MGB 81 Video Playlist

Watch the full series here

Engine Removal Overview | Part 1 of 15

Part 1 of 14

Engine Removal Timelapse

Part 2 of 14

Removing the Engines - Part 1/3 - Aft Superstructure Removal

Part 3 of 14

Removing the Engines - Part 2/3 - Stripping Engine Room

Part 4 of 14

Removing the Engines - Part 3/3 - Engine Removal

Part 5 of 14

Interior - Part 1/5 - Laminating & Shaping Hull Frames

Part 6 of 14

Interior - Part 2/5 - Fitting Hull Frames

Part 7 of 14

Interior - Part 3/5 - Box Stringers, & Bunk Fronts

Part 8 of 14

Interior - Part 4/5 - Bunk Structure & Webs

Part 9 of 14

Interior - Part 5/5 - Deck Structure & Flooring

Part 10 of 14

New Engine Installation - Part 1/3 - Fitting New Engines

Part 11 of 14

New Engine Installation - Part 2/3 - Fabricating Engine Mounts

Part 12 of 14

New Engine Installation - Part 3/3 - Fitting Engine Mounts & Feet

Part 13 of 14

MGB81 Sea Trials

Part 14 of 14

Restoration

Engine removal.

The entire aft superstructure, including replica twin 20 mm Oerlikon cannon and turret had to be removed, revealing a soft patch large enough for the engines to fit through.

With the aft superstructure safely stowed , Berthon engineers dismantled six exhausts and supporting brackets, the aft generator (which had been hidden in the stern from when she was a house boat),  drive shafts for the port and starboard engines,  prop shafts and props from all three engines, battery banks and the mid ship gear box (as this was mounted directly to the engine without a drive shaft);  exhaust fittings and oil filters followed to enable the engines to be drained of all fluids reducing weight and prevent an unsafe lift before stowing them adjacent to the boat..

Two cranes were used to lift each engine out, one to lift the 1,900 kilogram engine high enough so that the sump would clear the engine supports, and the second to swing it into place before being lifted out. This intricate process involves patience and careful coordination as per the diagram below ( or view the video coverage )  And prior to the final lift and drop to shed floor level the first strop was reattached to the engine to act as an additional safety line.

Removal of Interior

Before any of the work could begin all removable panels, ie bunk tops and floor panels, were dismantled and stored; this exposed the delamination of the frames. To gain access to these, the floor bearers and bunk supports had to be removed which included the outer longitudinal which was also the bunk front port and starboard.

Cengar jigsaws were used to remove the affected frames and a reciprocating saw was then used to cut the frames into shorter sections to make removal easier; mauls and lump hammers were the tools of choice to detach remnants. Unfortunately, there is no delicate way to remove these original but sadly partly rotten structures as everything was glued in place along with hundreds of ring nails and screws.

With the frames removed there were still sections of plywood biscuits still attached to the topside frames, so these were carefully chiselled off in order to protect the 76-year-old mahogany diag hull planking. The screws and nails were subsequently cut off and ground flat before the hull was sanded and cleaned for the new frames to be added.

Hull Frames

Each new frame is made up of 12 planks, made from a flexible, light ash and a heavier stronger utile (hardwood), these are glued together to make a strong and flexible frame. Every pair of frames is a different shape, as the curve of the MGB hull becomes more pronounced as it gets closer to the front. This meant that every time a new set of frames is laminated the jig has to be adjusted, even if it is only by a few millimetres. After the main shape has been formed a template is set up along the original beams’ position, and a more accurate shape is taken. This is done with a spiling block.

Spiling can be an art form in itself. It is generally used in carpentry and shipbuilding, when the dimension is taken from a straight line, a mould’s edge or rule staff, to any given side or curve of a plank’s edge.

This is then placed in the jig and clamped in place to create the correct curve. Once it has had time to fully dry it is cut into two halves to form 2 individual and identical frames, one port and one starboard. This process is repeated 24 times to create the 48 new frames. This is a perfect teaching opportunity for our apprentices since spiling and making up laminated frames for old wooden craft is not an every-day ask in a modern boatyard.

The template is lifted off and laid out on the new timber to be cut, the marks are then transferred in reverse using the same spiling block. A continuous line using a fairing batten then joins these points.

When it comes to replacing an old plank or panel the most obvious way is to copy it by simply tracing around the old one. However, getting an old plank out without it breaking or distorting is much easier said than done. Especially one that is water damaged and rotten.

The new frame is then cut to shape and fitted into place in the original position. To get the perfect fit, as spiling is accurate but not perfect, the frame is finally planed in position until it is a seamless fit.When the team are happy with the position and fit of the frames, pilot holes are drilled through the hull every 8 inches following the line of the frame.

The beams are then dry fitted in place before being glued, clamped and wedged, with wooden pegs to prevent any slipping.

From the outside and using the previously drilled pilot holes for guides the frames are permanently screwed in place.

Bunk Fronts

These were glued onto the backs of the main bench frame frames, wedged from below with wooden pegs, in keeping with the way she has been finished throughout the entire boat, and finally screwed into place. The top was planed off for a smooth finish, ready for the bench tops to be added.

Uprights, Crossbeams & Webs to Create Structure, Shape & Flooring

The use of the plywood webs or stiffeners is to lock everything together; every corner or connection between two frames is reinforced with a web which has been glued and screwed into each frame. This pulls one to another and prevents any slipping along with stiffening up the entire structure and preventing anything from breaking or moving when she is up to speed and slamming in any swell.  

When removing the original interior, a selection of each different web was carefully removed and saved in order to keep the pattern. These were replicated 300 times to create a new set, ready to be installed.

As with the frames, the webs were dry fitted and planed on site to create a perfect fit, as no 2 sets were the same – again due to the change in the hull’s angles.

The floor assembly was replaced in the same style with the structure and webs tying it all together. Rather than cutting the uprights for the main floor supports to sit flush with the angle on the hull beam below traditional methods were used. The wedges were glued into place and screwed down into the beam, the upright is then glued down and screwed through the bunk front into the structure behind. This creates a stronger support, rather than it sitting at a harsh 45° angle, it will all be square at 90°.

The entire forward Cabin was stripped out in the same way, apart from this time only 3 frames and the attached structure were removed at a time. This meant there was still space to move around and work without permanently working on an incline. It also prevents the hull shape from possible distortion.

Deck Repairs

The deck sheathing was sanded back and laminated, ready to be repainted at the same time as the vessel’s topsides, deck, hull and coach roof.

Engine room fire suppression flaps

Built inside the engine rooms ventilation covers are now simple yet effective fire flaps. With a quick pull of a pin, the handle will be released and the flap will close, cutting off all oxygen to the engine room.

New midship & forward frames

Each new forward frame is made up of 12 planks, made from a flexible, light ash and a heavier stronger utile (hardwood), these are glued together to make a strong and flexible frame. Every pair of frames is a different shape, as the curve of the MGB hull becomes more pronounced as it gets closer to the front. This meant that every time a new set of frames is laminated the jig has to be adjusted, even if it is only by a few millimetres.

With the centreline sole bearers and diagonals removed we could start making new templates of the forward webs, and begin fitting the forward frames. (In total 300 webs and 48 frames had to be cut, shaped and fitted into place)

Forward box stringers/longitudinals

The existing longitudinals originally butted up against bulkheads and were glued and screwed through and fitted in place. We have now cut through the bulkhead and fitted each stringer together in the middle, with a scarf join, to make 4 longer 23’ foot stringers rather than 8 x 11’6” foot box stringers. The ends are set into the bulkheads and fitted in place. All of these changes will make her more structurally sound and far more rigid, hopefully negating the need for another refit soon. Quite clearly once a frame or two started to delaminate owing to excessive stress, others nearby then took the toll and the more movement there was the more frames became dislodged allowing moisture to wend its way into rot.

Uprights, crossbeams & webs to create structure, shape & flooring

Vertical uprights/groundwork were fitted to forward cabin longitudinal bunk fronts, in order to prevent the top longitudinal from sagging over time.  

In order to attach the new structure to the original hull topside frames, plywood biscuits were fitted. These will work in the same way as all biscuits/webs and pull everything together.  

A new structure of box section is fitted prior to attaching the inner plywood panel. These smaller structures will hold the original wooden fronts to the bunks.

Finally, all of the new frames, diagonals, Longitudinals and deck beams were in place ready to be painted in the original blue/grey. One section, under a removable sole board, is unpainted and varnished. This way when it is back on show any visitors will be able to see how much work goes into laminating one of the frames.

Portside hardwood rub rail

Rub rails cover a boat’s hull-to-deck joint. They are cosmetic in that they generally hide the seam and fasteners connecting these two parts, and though rub rails are no substitute for experienced handling or the proper use of fenders, they do provide protection against abrasion and mild bumps from pilings and bulkheads. Therefore, they wear and eventually need to replacing, especially if the boat lives in a commercial environment.

  They were formed in the same way that the hull frames were fashioned, only this time it was a minimal bend in the wood and only 3 layers of iroco. After the glue had set, the rough shape was formed and it was fitted in place, scarph joints were used at either end and fastened with coach screws into the beam shelf internally. It was then planed and sanded down to match the original curve. Within a couple of months of her being outside and back on the water, the new rub rail will discolour to the grey appearance of the older sections at either end of the repair.

To add strength, countersunk pilot holes were drilled every 8 inches or so and obviously following the line of each frame; subsequently a 3.5 inch silicon bronze screw was secured into each.

The screwdriver machine used to fit the 3.5-inch silicon bronze screws is somewhat special. It was owned by the grandfather of Steve Phillips, a senior Berthon shipwright who worked for British Powerboats in 1940, giving it an incredibly strong chance that this screwdriver machine was used in the original build of MGB 81 back in 1942.

The main reason for resorting back to this equipment is because of how powerful it is.

The drill has to have enough power and torque to drive a screw 3.5 inches long through the 1-inch thick mahogany hull three diag under water and double diag above the waterline, followed by 2.5 inches of the ash and utile beams. For any equipment, this would be tough to drive each screw through. Even though there may be modern tools powerful enough for the job, using the traditional tools and teaching the apprentices with these methods is always preferred.

Obviously drilling a few hundred holes in the bottom of a vessel isn’t the best look or great for keeping her watertight; as a result, we sanded back the immediate surface areas, applying three layers of 300g cloth with epoxy resin over each screw head followed by a final layer of (green) peel ply which brings the by-product of epoxy curing – amien – to the surface. As per its name, the green peel ply is detached leaving clean surface for application of filler and/or paint.

  After green peel ply has been removed the patches are again sanded smooth ready to accept an epoxy primer and lightly sanded back and primed for the second time before an initial patch of antifoul is added prior to a new coat of antifoul across the whole underwater section just prior to launching.

Transom Repairs

Her aft port corner was damaged which has now been filled and sanded back ready for a coat of primer before we repaint her hull and topsides.

New Engines

Fitting new gearboxes takes place in order to work out the positioning of the new engines prior to the fabrication beds. The engines were mid engine fitted first followed by port then starboard.  

Watch the new engines being fitted here

Deckhouse repairs

As ever with rot it is best to deal with it as soon as it appears because moisture will travel creating far greater expenditure in the future. Since this vessel is to be a working museum piece and therefore on the water, it is vital that all rot discovered is eliminated at this stage.

Having cut out the rot, we then glue a section plywood to fit which is laminated over with an epoxy resin. A green peel ply is then laid over, to be removed when dry giving it a cleaner and smoother finish, filled and faired with epoxy, sanded back and primed ready for a new coat of paint along with the rest of her superstructure.

Peel ply is a tough and finely woven nylon fabric treated with a release agent and used to separate the absorber breather and vacuum bag from the epoxied laminate during the vacuum bagging processes but it’s also used in hand lay-up uses to allow more pressure when squeegeeing and to protect the lay-up from contamination.

The fabric sheet is draped over the epoxied surface allowing excess epoxy to bleed through; Once it has dried, the fabric is peeled off the laminate, and what’s left behind is a perfectly smooth surface that’s ready for a quick sanding, or for the next round of epoxy, with no runs, no sagging and especially no low spots.

Superstructure Repaint

With the repairs to the deckhouse and superstructure complete we were able to begin sanding her topsides and superstructure with all windows, instruments lights and the horn masked off, waiting for correct temperature to apply the Jotun Conseal, a one component, physically drying acrylic coating with a matt finish. We used the original light admiralty grey for the topsides and superstructure and dark admiralty grey for the decks and top of the superstructure.

It is a high build product, meaning just one or two coatings are needed, high-build coatings also generally have a high resistance to water vapour permeability, better ‘crack-bridging’ capabilities, which guarantees a sufficient coverage of voids and other small surface imperfections which could serve as an entryway for water. It is also durable, attractive and smooth while also being resistant to wear. It is also fast drying which allows for over-coating in a short period of time and can be used directly onto metal, which is especially useful for the gun turrets.

Finally, from a cosmetic perspective this product was selected because it provides an authentic hand applied non-gloss finish to keep the original 1942 feel and look.

After completion of a comprehensive works list it was time for a sea trial to test the new engines. She performed beautifully and we are delighted to have been part of the project to return her back to her former glory.  

Watch the sea trials here

2019 gun refresh

She has 4 guns in total, her main armament being a two-pound semi-automatic (pom pom), mounted on the foredeck, twin 20mm Oerlikons mounted up on the aft superstructure and 2 twin 0.303” Lewis machine guns fitted to rotating pedestals on deck beside the helm, along with multiple 500lb depth charges.

During her previous refit here at Berthon, the majority of the aft 20mm Oerlikons was repainted along with the superstructure, this meant only the magazines had to be painted. The biggest of all the jobs was the two-pound ‘pom pom’. This was unbolted from her fore deck, and due to her size craned off. Once safely on the ground and in our paint preparation shed it was stripped and repainted in the traditional MGB grey with the main gun black. Her twin 0.303” Lewis machine guns were stripped down to the individual components, blasted and powder coated. It’s not every day a shipwright is asked to reassemble WW2 machine guns! On completion, they were craned back on-board and re-attached.

MGB 81 History

71.5ft British Power Boat MkV MGB 71ft mgb

MGB 81’s design was produced by the British Power Boat Company (BPB) in collaboration with the Admiralty and, in all, 105 of her type were built (including some which were completed as motor torpedo boats). MGB 81 had a chine hull form using double-diagonal mahogany sides and a triple diagonal mahogany bottom. Although ordered on 27 November 1940 , MGB 81 was not laid down until 16 December 1941 . She was launched on 26 June 1942 and was by then virtually complete, for she was on trials on 8 July and achieved a speed of 38.63 knots on Southampton Water.

She was accepted and commissioned on 11 July 1942 and then worked up at HMS Bee, the coastal forces base at Weymouth, before joining the 8th MGB Flotilla at Dartmouth in August 1942 . Between then and September 1943 , MGB 81 was involved in six actions.

Off Guernsey on the night of 13/14 August 1942 , she engaged in a close-range gun attack on two enemy armed trawlers and one trawler was severely damaged. The next month, the flotilla moved to Felixstowe and MGB 81 was soon in action off the Hook of Holland on 14/15 September , when two enemy motor vessels were damaged by gunfire and four armed trawlers were hit, with no damage to the MGBs.

In action off Holland on 2/3 October , four enemy armed trawlers were engaged, and one of the flotillas, MGB 78 was lost. On 27/28 February 1943 , the MGBs fought the escorts of a German convoy off the Hook, resulting in the sinking of MGB 79, and damage to MGB 81 caused by a shell hitting the engine room.

6th MGB Flotilla, 1942

MTB 451 at speed

In April 1943 , the flotilla returned to Dartmouth, though MG 81 was refitting at Brightlingsea from 29 April to 20 May . In June 1943 , she was damaged in a collision with MGB 115 and was repaired by BPB at Poole. On 11-12 September , she again sustained damage when fired on by shore batteries at Cap la Hague and spent the rest of the month being repaired at BPB’s Poole yard.

In late September 1943 , the boat was renumbered MTB 416 and her designated armament was increased to reflect her new role, with the addition of two 18-inch torpedo tubes. Even though they were given the motor torpedo boat (MTB) classification, some of the former MGBs did not ship torpedo tubes, so it is not certain that MTB 416 was so fitted. Her flotilla became the 1st MTB Flotilla and redeployed to Ramsgate for a short period in October 1943 before returning to Dartmouth.

Commanding Officers of Motor Gunboats. Left to right Lieut C A Burk (MGB 17), RCNVR, from Toronto, Lieut J S Price (MGB 20), RNVR, from Blackpool, Lieut C V Dale (MGB 21), RNVR, from Sydney

MTB 416 was refitted at Poole by BPB between 5 January and 2 March 1944 . Her first recorded action as an MTB was in Lyme Bay on 21-22 April , when she engaged German E-boats and sustained action damage. Repairs were again made at Poole, but she was back in action for Normandy landings, where she was involved from 6 to 30 June 1944 , with Gosport as her base.

On the night of 23/24 June , she was involved in an attack on a German convoy leaving Cherbourg. Although MTB 416 was only backing up this operation, one of her crew was killed.

On the night of 18/19 July , she obtained hits on German R-boats off Cap d’Antifer, but her hull was damaged by gunfire and she returned to Poole again for repairs.

In September 1944 , the flotilla’s base changed to Lowestoft and her next action was on 14 February 1945 at Ostend.

On 27 April 1945 , with the war in Europe in its final days, she paid off at Poole and was placed in reserve.

Finally, on the 2nd October 1945 , she was approved for disposal and was later sold.

Very little is known about her following history until 1958 when she was arrested by Customs officers at Shoreham whilst in a smuggling operation. She was sold on for use as a sailing school accommodation ship at Hardway, Gosport, and renamed JOLLY ROGER. In 1964 , she was sold to become the houseboat CRESTA, also at Hardway.

In 1984 , she was towed to Burlesdon on the River Hamble, and in 1988 , was bought by Guy Webster to restore her to her wartime appearance. On 17 September 1998 , she was bought by Philip Clabburn and was reconstructed at the British Military Powerboat Trust’s Marchwood site between 1999 and 2002 . Petrol engines were thought to be prohibitively expensive to run, so three 1,000-bhp V-12 MAN turbocharged diesel engines were fitted, giving an estimated top speed of 45 knots.

Since late 2009 , MGB 81 has been based at Portsmouth, following her acquisition by the Portsmouth Naval Base Property Trust.

Source: Paul Brown, Historic Ships The Survivors (Amberley, 2010), updated Mar 2011.

Sister ship 476 at HMS hornet 1943

MTB 451 in the sights of 450

• 1942 – Built by the British Power Boat Co. as a Motor Gunboat
• 1942 – After extensive trials, joined the 8th MGB Flotilla at Dartmouth
• 1942 –  Close range gun attack on two German armed trawlers off Guernsey
• 1943 – After escorting minelayers, contacted a German convoy north of the Hook and engaged the escorts
• 1943 – The 8th Flotilla again moved to Dartmouth and the vessel was refitted at Brightlingsea
• 1943 – Damaged in a collision with MGB 115 and repairs carried out at BPB Poole.  Later damaged in an engagement off Cap de La Hague and again repaired at BPB Poole
• 1943 – Re-designated MTB  416 with two 18 inch torpedo tubes
• 1944 – Refit at BPB Poole after which she vectored onto and engaged five E-Boats in Lyme Bay, suffering damage
• 1944 – Took part in the D-Day landings and later attacked a German convoy leaving Cherbourg, during which an AB was killed
• 1944 – Attacked enemy R-Boats off Cap d’Antifer in which the CO was wounded and the vessel damaged.  Further repairs at BPB Poole followed by further action
• 1945 – Approved to lay up in Category “C” Reserve at Poole, followed by final paying off
• 1945 – Bought by Mr J Evans
• 1958 – Arrested by HM Customs for smuggling and subsequently sold to a Gosport scrap dealer and used as an accommodation barge by a sailing school in Gosport under the name JOLLY ROGER
• 1964 – Bought by Mr John Ould and fitted out as a houseboat named CRESTA
• 1980 – Bought by Mr John Coker
• 1984 – Bought by Mr John Pepperell and towed to a mooring on the River Hamble at Bursledon
• 1988 – Bought by Mr Guy Webster for restoration to her wartime appearance
• 1988-1992 – Restoration work carried out
• 1990s – Moved from her mooring at Bursledon to Crableck Marina, still on the River Hamble
• 1998 – Bought by Mr Philip Clabburn for the British Military Power Boat Trust and lifted out of the water at Marchwood Military Port
• 1999-2002 – Restored to original condition and fitted with three 1000hp MAN diesel engines
• 2010 – Completed vessel bought for exhibition and display, based at the Portsmouth Historic Dockyard
• 2017-2018 – Refitted by Berthon Boat Company

Motor gunboats MGB 17, MGB 20 and MGB 21, docked after their victory in the early hours of 8 March 1943

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Privacy Overview

Name MGB 81

Previous names

• 1942 MGB 81
• 1943 MTB 416
• 1959 Jolly Roger
• 1964 Cresta

Construction

MGB 81's design was produced by the British Power Boat Company (BPB) in collaboration with the Admiratly and, in all, 105 of her type were built (including some which were completed as motor torpedo boats). MGB 81 had a chine hull form using double-diagonal mahogany sides and a triple diagonal mahogany bottom. Although ordered on 27 November 1940, MGB 81 was not laid down until 16 December 1941. She was launched on 26 June 1942 and was by then virtually complete, for she was on trials on 8 July and achieved a speed of 38.63 knots on Southampton Water.

She was accepted and commissioned on 11 July 1942 and then worked up at HMS Bee, the coastal forces base at Weymouth, before joining the 8th MGB Flotilla at Dartmouth in August 1942. Between then and September 1943, MGB 81 was involved in six actions. Off Guernsey on the night of 13/14 August 1942, she engaged in a close-range gun attack on two enemy armed trawlers and one trawler was severely damaged. The next month, the flotilla moved to Felixstowe and MGB 81 was soon in action off the Hook of Holland on 14/15 September, when two enemy motor vessels were damaged by gunfire and four armed trawlers were hit, with no damage to the MGBs.

In another action off Holland on 2/3 October, four enemy armed trawlers were engaged, and one of the flotilla, MGB 78 was lost. On 27/28 February 1943, the MGBs fought the escorts of a German convoy off the Hook, resulting in the sinking of MGB 79, and damage to MGB 81 caused by a shell hitting the engine room. In April 1943, the flotilla returned to Darmouth, though MG 81 was refitting at Brightlingsea from 29 April to 20 May. In June 1943, she was damaged in collision with MGB 115 and was repaired by BPB at Poole. On 11-12 September, she again sustained damage when fired on by shore batteries at Cap la Hague and spent the rest of the month being repaired at BPB's Poole yard.

In late September 1943, the boat was renumbered MTB 416 and her designated armament was increased to reflect her new role, with the addition of two 18-inch torpedo tubes. Even though they were given the motor torpedo boat (MTB) classification, some of the former MGBs did not ship torpedo tubes, so it is not certain that MTB 416 was so fitted. Her flotilla became the 1st MTB Flotilla and redeployed to Ramsgate for a short period in October 1943 before returning to Dartmouth.

MTB 416 was refitted at Poole by BPB between 5 January and 2 March 1944. Her first recorded action as an MTB was in Lyme Bay on 21-22 April, when she engaged German E-boats and sustained action damage. Repairs were again made at Poole, but she was back in action for Normandy landings, where she was involved from 6 to 30 June 1944, with Gosport as her base.

On the night of 23/24 June, she was involved in an attack on a German convoy leaving Cherbourg. Although MTB 416 was only backing up this operation, one of her crew was killed. On the night of 18/19 July, she obtained hits on German R-boats off Cap d'Antifer, but her hull was damaged by gunfire and she returned to Poole again for repairs.

In September 1944, the flotilla's base changed to Lowestoft and her next action was on 14 February 1945 at Ostend. On 27 April 1945, with the war in Europe in its final days, she paid off at Poole and was placed in reserve. On 2 October 1845, MTB 416 was approved for disposal and was later sold.

Little is known about her subsequent history until 1958, when she was arrested by Customs officers at Shoreham whilst on a smuggling operation. She was sold on for use as a sailing school accommodation ship at Hardway, Gosport, and renamed JOLLY ROGER. In 1964, she was sold to become the houseboat CRESTA, also at Hardway.

In 1984, she was towed to Burlesdon on the River Hamble, and in 1988, was bought by Guy Webster to restore her to her wartime appearance. On 17 September 1998, she was bought by Philip Clabburn and was reconstructed at the British Military Powerboat Trust's Marchwood site between 1999 and 2002. Petrol engines were thought to be prohibitively expensive to run, so three 1,000-bhp V-12 MAN turbocharged diesel engines were fitted, giving an estimated top speed of 45 knots.

Since late 2009, MGB 81 has been based at Portsmouth, following her acquisition by the Portsmouth Naval Base Property Trust. Source: Paul Brown, Historic Ships The Survivors (Amberley, 2010), updated Mar 2011.

Significance

What is the vessel’s ability to demonstrate history in her physical fabric?

Although MGB 81 has undergone substantial restoration, with the decking, deckhouse and much of the internal fittings having been replaced, much of her hull is original. Only limited planking was replaced between 1988 and 2002, along with some of the longitudinal beams the lower beams of the frames in the forward half of the vessel in 2017/18. As such, the majority of her hull, the heart of the vessel, is original.

During the 1940s some 600 ‘short’ hard chine hull semi planing MTBs, MGBs and MA/SBs were constructed for Coastal Forces. At the end of 2019, only 24 of these were known to survive, all in various states of repair (including near derelict houseboats). This includes three fully restored boats (MA/SB 27, MTB 102 and MGB 81). 96 boats of the same design as MGB 81 were completed of which ten survived at the end of 2019. During their service, not one of the boats suffered from structural defects (except those caused by enemy action) and the design is considered to be one of the finest built during the war. Although the deck, deckhouse and furniture are not original, they follow the original designs and thus preserve the original appearance and layout of the boat. Only minor amendments have been made to the layout below decks.

MGB 81’s service is harder to specifically identify in her vessel fabric. A metal patch on the port side of the hull is often suggested to be part of a repair of battle damage, but this cannot be confirmed. The boat underwent substantial refits during her service where battle damage was repaired and her restorations will have similarly repaired any damage that affected the integrity of the hull. However, the hull itself is a survivor of the war and just because it no longer bears the scars of this conflict, it should not be considered to ‘show no evidence’.

What are the vessel’s associational links for which there is no physical evidence?

The British Power Boat Company built in excess of 1,000 small boats for military service during the war, in addition to many thousands of small commercial and sports boats built in the late 1920s and 1930s. The yard itself was closed in 1947 and has been totally built over by modern housing development. Now only the surviving boats, including thirteen boats that served in Coastal Forces, a number of surviving RAF and Royal Army Service Corps boats, and racing boats such as Miss England I (preserved in the Science Museum) and Miss Britain III (preserved at the National Maritime Museum) serve as a material link to a very significant boat builder. MGB 81 therefore serves as an important link to the yard and its own history.

Likewise, being one of only three Coastal Forces hard chine boats from the war that still operates (to which must also be added HDML 1387, a well preserved examples of a motor launch that also served in Coastal Forces), MGB 81 serves as an important material link to Coastal Forces. As Coastal Forces as an independent division within the Royal Navy was abolished in the 1950s, all of the bases used have long since closed and with an ever dwindling number of veterans, it is the boats that serve as the most visible and material reminder of this important arm of service during the war. MGB 81 is one of very few remaining examples (of all types) from the time.

Owing to her service in the 8th MGB Flotilla, MGB 81 has a strong link to perhaps the most famous figure in Coastal Forces, Robert Hichens. The commander of the flotilla, Hichens is the most decorated officer in the history of the RNVR and, before his death in 1943, was instrumental in establishing the tactics used by MGBs again enemy S-boats. He spent time on board MGB 81 and may even have sailed on her on occasion.

It has been possible to extract an almost complete wartime history of MGB 81 from historical sources, detailing her various deployments and engagements with the enemy (which were numerous). As such she can be presented as a true heritage vessel – complete in both form and history.

How does the vessel’s shape or form combine and contribute to her function?

Whilst British Power Boat had built a number of MTBs and MA/SBs that were later converted to MGBs in the late 1930s and 1940, MGB 81 was amongst the first batch of vessels built by the firm specifically as a Motor Gun Boat. Evidence of the specific nature of her role is visible in a number of details incorporated by Selman, including longitudinal bulkheads in the forward part of the vessel to support a 1,100kg gun and the numerous frames, stringers and webs, combined with the hog sheer of the deck to strengthen the hull in rough weather. MGB 81 therefore serves as an excellent example of a Second World War Coastal Forces boat. She embodies the lessons of early hard chine hull experimentation in the 1930s and as such her hull serves as an exceptional illustration of wartime design and construction that has benefitted from operational experience in the first year of war.

Although the berth behind Boathouse 4 was not a Coastal Forces base in the war, Portsmouth Historic Dockyard, next to an active Royal Navy base, is a very appropriate setting for a vessel of her type and MGB 81 is presented in a military environment alongside vessels of a similar size and function. Equally, although now fitted with replica weapons, MGB 81 retains the complete appearance of a motor gun boat.

Built by the British Power Boat Co. as a Motor Gunboat

After extensive trials, joined the 8 th MGB Flotilla at Dartmouth

Close range gun attack on two German armed trawlers off Guernsey

After escorting minelayers, contacted a German convoy north of the Hook and engaged the escorts

The 8 th Flotilla again moved to Dartmouth and the vessel was refitted at Brightlingsea

Damaged in a collision with MGB 115 and repairs carried out at BPB Poole.  Later damaged in an engagement off Cap de La Hague and again repaired at BPB Poole

Re-designated MTB  416 with two 18 inch torpedo tubes

Refit at BPB Poole after which she vectored onto and engaged five E-Boats in Lyme Bay, suffering damage

Took part in the D-Day landings and later attacked a German convoy leaving Cherbourg, during which an AB was killed

Attacked enemy R-Boats off Cap d’Antifer in which the CO was wounded and the vessel damaged.  Further repairs at BPB Poole followed by further action

Approved to lay up in Category “C” Reserve at Poole, followed by final paying off

Bought by Mr J Evans

Arrested by HM Customs for smuggling and subsequently sold to a Gosport scrap dealer and used as an accommodation barge by a sailing school in Gosport under the name JOLLY ROGER

Bought by Mr John Ould and fitted out as a houseboat named CRESTA

Bought by Mr John Coker

Bought by Mr John Pepperell and towed to a mooring on the River Hamble at Bursledon

Bought by Mr Guy Webster for restoration to her wartime appearance

Restoration work carried out

Moved from her mooring at Bursledon to Crableck Marina, still on the River Hamble

Bought by Mr Philip Clabburn for the British Military Power Boat Trust and lifted out of the water at Marchwood Military Port

Restored to original condition and fitted with three 1000hp MAN diesel engines

Completed vessel bought for exhibition and display, based at the Portsmouth Historic Dockyard

£580,000 was awarded by the National Memorial Heritage Fund to purchase HSL 102 and MGB 81

North, A J D, Royal Naval Coastal Forces, Almark Publications, 1972 World Ship Society British Armed Forces Small Craft Historical Society, Survivors Register, 1998 Classic Boat: Sea Trials for MGB81 , February 2003 Classic Boat: Gunning a gunboat, September 2011 Classic Boat: Power and the Glory, February 2004 Hudson, Geoffrey, WSS Small Craft Group Journal: Motor Gun Boat (MGB) 81,   pp68-75, December Volume 14, 1999  

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BRITISH MILITARY POWERBOAT TRUST

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• 11 December 1998: Standard registration
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CONSTITUTION ADOPTED 22ND OCTOBER 1998

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(I) TO MAINTAIN AND PRESERVE FOR PUBLIC BENEFIT BRITISH MILITARY POWERBOATS OF HISTORICAL INTEREST. (II) TO ADVANCE THE EDUCATION OF THE PUBLIC IN THE HISTORICAL CONTEXT OF BRITISH MILITARY POWERBOATS.

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Discussion in ' The War at Sea ' started by rania , Apr 13, 2005 .

rania Junior Member

I am looking for information on any surviving British Powerboat 63' Whaleback (ASR) or indeed any coastal command craft that are languishing in UK waters that still could be saved? There must still be many in small harbours and converted houseboats etc. I would like to make a list of all surviving Coastal craft and publish it on the web so people with an interest could find out more about them and hopefully interested parties could save a few. MTB's, MGB's, ML's, HDML's, Seaplane tenders etc. I'd appreciate any information on any survivors that you know of. Any information would be welcome, location, photos, owners, etc. My email is [email protected] Thank you  

morse1001 Very Senior Member

I do think that there are any more whalebacks or for that matter Dorest and hants boats lying about. There are however, many MTBs which were converted to Radar targets and are moored in various harours around the coast.  

adrian roberts Senior Member

Don I don't know if you are aware of the ones that are already in museums, but in case you aren't I attach a couple of pages from the Museums supplement to Ships Monthly, June 2003. The entries you would be interested in are the Marchwood British Military Powerboat Trust, and the MGB60 and MTB102 One of these vessels, MGB60 I think, has since been destroyed in a mindless arson attack. In Salcombe estuary, slightly upstream from the town, is a #houseboat which looks very much like a converted naval craft, possibly a corvette, but I was unable to find out more details If the attachments don't come out legibly and you are interested, email me and I will write out the details and send them Adrian  

Thanks all, I'm restoring a little Seaplane Tender hence the interest. I found a surviving (just) Whaleback in Spain last year. Photos at: http://www.rania.co.uk/asr Is anyone else out there working on old ex-mod boats? Don  

Sorry, what a plonker. Link is http://www.rania.co.uk/boat%20photos/whaleback/ More original ASR photos I have are at: http://www.rania.co.uk/asr-ww2/ a booklet on all ASR boats is at: http://www.rania.co.uk/ASR-boats/ Don  

Sorry, what a plonker. Link is http://www.rania.co.uk/boat%20photos/whaleback/ More original ASR photos I have are at: http://www.rania.co.uk/asr-ww2/ a booklet on all ASR boats is at: http://www.rania.co.uk/ASR-boats/ Don Thanks for that, very interesting material  

Kitty Very Senior Member

Aww cute! Want one!  

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BRITISH MILITARY POWERBOAT TRUST LIMITED

Company number 05081021

• Company Overview for BRITISH MILITARY POWERBOAT TRUST LIMITED (05081021)
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Last accounts made up to 30 June 2009

Nature of business (SIC)

• 9252 - Museum & preservation of history

The British Military Powerboat Trust is in the process of being dissolved. All the assets of the Trust, as well as the Membership, have been transferred and merged with the Portsmouth Naval Base Property Trust, as from the 25th July 2009. The BMPT Volunteers and Membership, have joined forces with the PNBPT Volunteers and Membership, and will continue to work on the restoration and maintenance of the BMPT, as well as the PNBPT boats, in the Historic Dockyard Portsmouth. The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed. They saved over 13,000 lives in the course of World War Two. Yet most of them are now either forgotten or destroyed. The British Military Powerboat Trust was established to create a national Exhibition Centre which will display the innovation, development and history of the high-speed craft used by the British armed forces in the 20th century, and bring them to life. The emphasis will be firmly upon the chance for all to experience the dynamism of the real working object. • Save and restore significant examples of historic military craft • Exhibit examples in operational and static condition for the purposes of education and training. Announcement May 2009. An Extraordinary General Meeting of the BMPT was held on the 3rd May 2009. Our President Dr Julian Lewis MP, as well as our guest Mr Peter Goodship, Chief Executive of the Portsmouth Naval Base Property Trust, attended the meeting. The meeting was chaired by Major the Hon Peter Baillie JP, and a total of 16 Members of the BMPT were in attendance. The Chairman welcomed our President and Guest, who in turn made presentations to the Members. The Members were invited to ask questions of Mr Goodship, in connection with the proposed Resolution, which questions were all answered satisfactorily. The Chairman put the Special Resolution to the Members…: “That the British Military Powerboat Trust Ltd will merge with the Portsmouth Naval Base Property Trust and as a result thereof, the BMPT Ltd will be dissolved” and asked for a show of hands in favour of the Resolution. All Members present raised their hands and Chairman duly declared the Resolution to be adopted. The Secretary advised that of the 123 postal voting forms sent out to the BMPT Membership, 89 in favour responses have been received. However, as a 100% response is required for the postal votes to count, we were only able to use the votes of the Members attending on the day. As a result of this outcome, the BMPT Board has started to take the actions required for the transfer of assets from the BMPT to the PNBPT. On the 7th May 2009, FMB43957 ex HMS Ark Royal was delivered to the PNBPT by road. Further asset transfers will take place over the coming months, with ST1502 being delivered to Portsmouth, by sea, on the 18th July 2009. The final AGM of the BMPTrust will take place at Portsmouth on the 25th July 2009. This situation has come about as a result of a number of reasons. • Despite years of searching, we have been unable to find the Trust and its boats, a permanent home here in the Southampton area. • As the years pass, our local active Members are finding the physical requirements of manning and maintaining the boats, increasingly more of a challenge. • Younger people are not joining the Trust, to take up the strain. • The increasing financial strains on our available budget will eventually mean that we would have to start selling the Trust boats to private ownership, in order to stay viable. The past few years have been difficult ones for the BMPTrust. Whilst the name BMPTrust will cease to be, this is merely the end of our first chapter, and the beginning of a new and very exciting future for the BMPT 125 Membership, our boats and archives, within the Portsmouth Naval Base Property Trust. All our boats, models, photographs, boat plans will be available for all to see, and with 600,000 visitors passing through the gates of the Historic Dockyard Portsmouth annually, the Trust’s assets will go from being seen by the few, to being seen by the many. We consider therefore that we will at last be achieving the aims of the BMPTrust, albeit under the banner of the PNBPT, in a very responsible, positive, secure and long term manner. Announcement October 2005. The Trust moved its last boat out of the Husbands Shipyard sheds at 1200 on Friday the 30th September 2005. The Trust entered into a partnership with a group called EISCA (Eyemouth International Sailing Craft Association). This partnership was terminated by mutual agreement, in 2007. In the meantime, we have been extremely fortunate in that the Officer Commanding the SMC (Sea Mounting Centre) at Marchwood, has offered us space to put our office portacabin, with our stores containers, as well as the small boats. We have been offered a berth alongside, within the Marchwood Military Port, for ST1502. This continues to be a temporary home, and we continue to seek alternative accommodation to see us over until the Poole Centre materialises. Our larger boats are safely stored here in the South. The Trust continues to operate at full strength, and the winter months will see a slow down in work done, and give the opportunity for those who have worked to achieve a successful result, a short break. We continue to seek an alternative place for work to continue on the boat restoration process. Due to the attempts of some individuals to get the old sheds listed, the owners had no option but to break them down. The Husbands shipyard sheds are therefore no more, and the last of this type of shed here in the south, has gone forever. | | | | | | | | | | (over 5MB) | | MTB102 NEWSLETTER – AUTUMN 2009 RAMSGATE Immediately after the West India Dock trip we provisioned MTB102 again for a trip to Ramsgate in support of the Coastal Forces Heritage Trust. A memorial plaque was to be unveiled at the Sailors Church in memory of the Coastal Forces who fought from Ramsgate and those that didn’t make it back. Early on the 29th May we slipped from the yard and took the 0700 bridge lift at Lowestoft. We had a fairly good uneventful trip south and by 1330 102 was alongside the East Breakwater in Ramsgate Harbour. Later that afternoon we moved 102 into the inner harbour and alongside the wall by the Sailors Church. The service was held on the Saturday at 1230 in the presence of Admiral the Lord Boyce GCB, the Mayor of Ramsgate, Vice Admiral J H S McAnally CB LVO, Rear Admiral Sir Donald Gosling KCVO, RNR, Sir Derrick Holden-Brown and Wing Commander M Watson. There was an excellent turn out of Coastal Forces Veterans and Cadets and a moving ceremony. MTB102 sat in glorious sunshine alongside the harbour wall in the port she used during her time operating in the Dover Straights. After the service the Veterans marched to the Royal Temple Yacht Club for a reception. We had to leave the reception early to move 102 back into the outer harbour before the lock gate closed. Two of the Veterans visited 102 with a film crew to talk of their times aboard vessels similar to 102 for a DVD being made about Coastal Forces. Dinner ashore that evening was very pleasant and Sunday morning conditions looked good so we sailed from Ramsgate just before 0900. Another uneventful trip saw us safely back in Lowestoft for a bridge lift at 1620 and by 1635 102 was back on her home berth at Newsons Yard. MONARCH Frank Hutchinson, the owner of Dunkirk Little Ship Monarch, was sailing Monarch from the Thames to his boatyard at Kegworth, Derbyshire when he was forced by bad weather and sea conditions to shelter at Lowestoft. As there looked to be no immediate let up in the weather Frank asked us to look after Monarch while he made other arrangements to get home. This we were quite happy to do and found Monarch a berth in our marina. As Frank is now getting on in years and with the prospect of much to do to his boat and a realisation that we all reach a point when rocking and rolling on the open sea in a small boat ceases to be a pleasure, along with his wife June, decide to donate Monarch to the MTB102 Trust for safe keeping in the future. We hope to slip Monarch soon and carry out the repairs needed to keep her sea worthy. Frank and June have joined the Friends so that they can keep up to date with our progress with their boat. MORE DLS With Monarch safely in our marina we had a request for a mooring for the summer from Alan and Ann Jackson of Riis 1. They arrived in the rain in late June but enjoyed a very pleasant stay in Lowestoft and locked through onto the Broads to sample the delights to be had there. ARMED FORCES DAY As there was to be an Armed Forces Day celebration in Lowestoft close to the Heritage Quay we got in touch with the organisers and offered to put 102 on show on the Heritage Quay. This caused a lot of interest within the organisation so much so that 102 featured on the advertising posters displayed around the town. Also, the day after, we were due to take out a party from the Broadland Boat Owners Club so we made a weekend of it. 102 slipped from her home berth on the Friday evening, took the 2100 bridge lift and went alongside Excelsior berthed on the Heritage Quay. Saturday morning Excelsior sailed so we moved over to let her out and then had the pontoon to ourselves for the rest of the weekend. Armed Forces Day was very relaxed for us which made a change as we had a few interested visitors to see us. On Sunday morning we took our boat club visitors to Caister and back. It was a great day to be at sea and was enjoyed by all. Back through the bridge and home for tea. TRANSPORT TRUST Twice we had to cancel a visit by members of the Transport Trust, once because of the hole in the bow and once because of bad weather. The third time was very lucky indeed. July 2nd we took 102 back down the harbour to the Heritage Quay and picked up our guests. The day was fine and sunny and the sea conditions perfect so that we were able to demonstrate 102 to her best advantage and the members of the Transport Trust left very impressed by our boat. The Transport Trust gave the MTB102 Trust a restoration award two years ago and wished to see the vessel first hand. They were not disappointed. HUMBER An Army fast launch has been resident at Marchwood in the care of the British Military Powerboat Trust for several years and when the collection at Marchwood was broken up George Black, a farmer at Ringland in Mid Norfolk, gave Humber a home in a barn on his farm. Now that George has become involved with the MTB102 Trust he has handed Humber over to the Trust and in mid July we moved her from Ringland to our yard at Oulton Broad. It was a complicated move and involved two of Wave Trades cranes and Kingsley Farringtons specialist truck and boat trailer. The move took all day but by 1700 Humber was safely in the boat shed where she will be made water tight and ready for launching. So now we have the Navy, Army, RAF and Dunkirk Little Ships represented in the Trust fleet. ANOTHER POSTPONEMENT A week later we were to take out a party from the North Norfolk Classic Vehicle Club but the sea intervened again, conditions being too rough for 102 so we entertained them at the yard. With a tour of 102 and a look at the boats in the shed they had a good day out. The Sun was shining despite the wind. The next day we loaded 1500 ltrs of diesel to top up 102 for a top secret mission on behalf of the Royal Navy. SECRET MISSION For a while we had correspondence from Whitehall regarding a mission that had to be kept secret at all costs and latterly had included information and instructions from a Rear Admiral. On the evening of the 18th July 102 slipped from her home berth and through the bridge at 1900. We moored on the holding pontoon to wait for the tide and at 0410 we slipped and headed south. By 1100 we were in the lower reaches of the Thames after a lumpy trip down the North Sea and at 1515 102 was secure alongside HMS President, the Royal Navy Reserve shore base, in the shadow of Tower Bridge. Monday was spent alongside with final briefings and visits from various naval personnel including Commodore Ewen Macdonald, the NRO. Early Tuesday morning we slipped quietly from HMS President and proceeded upriver to Westminster Pier where a berth had been reserved for us by TFL (Traffic for London). Right on time a party of officers from the Admiralty arrived on the pier and formed up to say goodbye to the retiring First Sea Lord, Admiral Sir Jonathon Band, our Patron. Admiral Band had no idea that 102 was on the Thames to take him out of the Navy in style after forty years service. The secrecy of the mission was complete and we were thanked by the Assistant to the First Sea Lord, Captain Steve Murdoch. With the Admiral was Lady Sarah Band, Rear Admiral Sir Donald Gosling RNR and his companion, Flag Lt. Olly Hucker and Charles Du Cane. With everyone safely on board we slipped from the pier and commenced to turn and head upstream. The Embankment by Westminster Pier was by now lined with more gold braid than we had ever seen in one place and the assembled staff from the First Sea Lords Office gave Admiral Band three cheers the Navy way, then we were under Westminster Bridge and away from the Navy. As it was just after low water we were able to negotiate all the bridges without lowering the mast which was a huge bonus with guests on board and I had the privilege of having a Rear Admiral beside me just to call the depths on the depth sounder. We made it to Richmond Lock without running aground, just! From Richmond it was straight forward to Teddington Lock where we did have to lower the mast for the foot bridge and then on to Sir Donalds’ house for lunch. RETURN TRIP After lunch Admiral Band and his party left by road and we prepared to return to HMS President. Sir Donald asked if we would take him and his staff to Teddington Lock on the return trip which we did and stopped alongside at the lock to disembark our guests. As it was now high water on the river we lowered the mast and left it down all the way back to President where we arrived at 1845. SUPPER The crew of 102 had just had an amazing day doing things we never thought would happen to us and our old boat and the day was not yet over. At HMS President it was their training night and a Lt. Cdr. was sent with an invitation for us to join the officers in the Wardroom for a glass or two and supper. This finished off a wonderful day in a very pleasant manner. The next day was spent relaxing and preparing 102 for the return trip and the following morning we left President at 0430 and headed downstream. Just for a change we had a following wind and sea which made for a very comfortable trip for us and 102. By 1500 102 was back on her home berth at the Yard. ASHES We did have a trip arranged late in August for a Coastal Forces Veteran, Harry Ley, to have a last trip on a torpedo boat. Unfortunately Harry didn’t quite make it and died in July so his family arranged for us to take them out and scatter his ashes in the North Sea where he had fought as a young man. These occasions are both sad and happy at the same time. Sad for the fact the man has gone. Happy for the fact he was a survivor and lived a full life and could be put in the sea of his own choice. MARITIME FESTIVAL First weekend in September and it’s that time again. This year was the 10th Anniversary of the Gt. Yarmouth Maritime Festival and we had been booked for it since the last one. The day before the wind was very strong and caused some problems for the organisers and also caused us to delay sailing until very early on the Saturday morning. 102 was alongside by 0800 so no problems there. The weather was reasonable and we had very many visitors to see 102 including some from her distant past. Everyone agreed that she looks better now than she has for many years. Late Sunday afternoon we sailed and had 102 back home by 1830. ADLS The Association of Dunkirk Little Ships had asked, during the summer, if we would take 102 to Kingston on Thames in September to take part in the Annual Veterans Cruise. This cruise has been for Dunkirk Veterans but as they get fewer in number it is being opened to WW2 Veterans in general. We agreed to do this if it could be arranged for 102 to have free passage on the non tidal Thames. This was arranged with the Environment Agency so plans were made to attend. With clearance to use HMS President again the logistics became easier and so suitably provisioned and fuelled 102 sailed from the yard early on the 11th September and by 1700 we were alongside HMS President again. A good nights sleep and an easy morning on the Saturday and at 1400 we slipped and headed up stream. All went well and at Chelsea Bridge we waited alongside a vessel brought into the country from a Swiss lake, by a German with whom we enjoyed a tot of Pussers Rum. He realised then why his side didn’t win. At 1730 we slipped again and headed upstream to get through Richmond Half Tide lock and were soon at Teddington. Through the lock and by 1900 102 was alongside at Kingston in the company of the Yarmouth Belle, a trip boat that plied her trade at Gt. Yarmouth for many years. VETERANS Sunday morning there was much activity on the quay side as various groups of veterans arrived, including a bus load from the Royal Hospital, Chelsea. The local sea cadet group was very busy and at 1000 Prince Michael of Kent, the Honorary Admiral of the ADLS, arrived to inspect the parade. After the inspection the Veterans were allocated to individual ships and the cruise got under way. We had four Navy veterans on board and a film crew from BBC preparing a documentary to be shown next year. The cruise upriver was through two locks and at the first one, Molesey, we said goodbye to the BBC and hello to Kevan Jones MP, the Minister for Veterans. We managed to splice the mainbrace which pleased the veterans greatly and at Sunbury lock we collected Prince Michael and Sir David Davies so we spliced the mainbrace again which pleased the Veterans even more. We arrived at Weybridge Mariners Club and said goodbye to our guests. By the time all the Little Ships arrived, the waters around Shepperton Lock were getting crowded and berths were at a premium so we hung on to a private mooring which surprised the locals but they were quite happy for us to stay for a while. At 1430 we said our goodbyes and set sail back down the river. ANOTHER FILM CONTRACT After we had committed 102 to take part in the Veterans Cruise we were approached by a film company, Studio Lambert, to take part in a programme being made for ITV. This involved being at Brighton Marina by 1200 on the 14th September. Normally this would not be a problem but as we were at Weybridge until 1430 on the 13th September it meant a long overnight sea passage. Fortunately we were able to pick up an old friend, Ed Hadnett, and two junior officers from the RNR, at Richmond Lock. This eased the strain on a long trip, especially as Ed is now a PLA Thames pilot, so for the first leg of the trip we were able to leave the navigation to him while we got on with other essentials, like Sunday dinner and large amounts of tea and coffee. WEATHER The weather decided not to play fair so along the North Kent Coast it was unpleasant with a good force five from the North East. Around 0300 on the Monday morning we rounded North Foreland and with the wind behind us conditions became easier. By 0600 we had crossed Dover approaches with things going well. We arrived at Brighton at 1145 so the first part of the contract was honoured. At Brighton Ed and his junior officers departed and Mike Hill arrived by train to strengthen our numbers. FILMING Our film crew and celebrities arrived mid afternoon and after a safety and familiarisation briefing we sailed. I had visions of the lumpy conditions we came in on four hours earlier causing problems but as we turned the corner onto the sea it was flat calm so we were able to complete the days activities with no problems. As well as the film crew on board we were filmed from a helicopter and a fast boat alongside us. At dusk we rounded Beachy Head and found our way into Eastbourne Marina in the dark. Here the TV crew left us and the following morning we sailed for Dover on our own. WEATHER – AGAIN Wednesday morning the TV crew joined us again but by now the weather conditions had deteriorated and so we had to cancel the sea trip. We sat in Dover Marina all day hoping for better conditions on the Thursday. Better they were but only marginally so we sailed on our own again to Chatham Marina. Arriving there early afternoon we found the staff to be very helpful and a Friend of MTB102, John Kempton, who works at the marina, was on hand to guide us and refuel 102. THAMES AGAIN Friday morning our TV friends arrived early and we slipped from the marina and headed back down the Medway, turned left at Sheerness and headed back up the Thames. The TV crew were busy filming all the time and when we got to the Barrier there was another helicopter with a camera. Timing was becoming critical as we had to be at St Katharines Dock by 1415 so that we could lock 102 in at slack high water. We approached London Bridge at 1400 and so after turning and preparing 102 for the lock we approached the entrance dead on time. 102 created quite a stir in the lock as we think she is the first torpedo boat to enter the dock. We were given a prime mooring in front of the Dickens Inn and were able to unwind completely for the first time for a week. The TV people threw a party and so we helped them get through several bottles of champagne. The programme will be called “Britain From the Sea” and should be screened in the Spring on ITV. HOME As it is only possible to enter and leave St Katharines Dock at high water and the lock does not work at night we had to wait until Saturday lunch time to get out. This we did with another good audience and Mike left us to return home by train. We then had the best trip of the whole week. The sun was out, the sea was flat and the only problem we had was a mist coming down as the sun set but with our radar this was a minor problem. The mist had lifted by Southwold and we arrived back at Lowestoft at 2335. By Sunday morning 102 was shut down on her home berth. She had performed perfectly all week. RELIABLE Through the Summer 102 had sailed about 1500 miles and we only had to change both fuel filters once. This in itself shows how clean the fuel system is as our Cummins engines circulate a huge quantity of fuel per hour which all goes through the filters. In the rough conditions we have experienced this year any sediments in the tanks will have been well stirred up. Now she is ready for her winter refit and preparation for Dunkirk 2010. TRUSTEES With the expansion of the MTB102 Trust and our commercial venture with Newsons Boatyard we have increased our Trustees to six. We now have three of our original group, Andrew Hawker having resigned to concentrate on his work with the Norfolk Scout Association, and have added Keith Wood of Newsons, George Black of Humber and Philip Norton, a solicitor specialising in charity law. This gives us a well balanced group and bodes well for the future. FRIENDS The membership of the Friends of MTB102 continues to grow slowly and is vital to our organisation. Along with our sponsors it would be very difficult to keep this very important piece of British Naval history performing as it does without you. Thank you very much from the MTB102 Trust. SPONSORS As ever the Trust is deeply indebted to all of our sponsors. They are a very important part of our operation. Without them I don’t think we would be where we are now. Many thanks to you all. EVENTS 2010 27-31 May ADLS Return to Dunkirk for the 70th Anniversary. 4-5 September Gt. Yarmouth Maritime Festival. Copyright © BMPT 361 IMAGES British Military Powerboat Trust British Military Powerboat Trust, Coastal Forces, Gunboats, Target British Military Powerboat Trust, Coastal Forces, Gunboats, Target British Military Powerboat Trust, Coastal Forces, Gunboats, Target British Military Powerboat Trust, Coastal Forces, Gunboats, Target British Military Powerboat Trust, Coastal Forces, Gunboats, Target COMMENTS British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British Military Powerboat Trust (BMPT) was formed in 1999, and secured premises at the Husbands Shipyard sheds, Marchwood, Southampton. The object was to create a centre of excellence covering the restoration of military powerboats, and display these both on the water, as well as in a museum scenario. Coastal Forces of the Royal Navy British Military Powerboat Trust: Intention to get her seaworthy MGB 81: 71.5 ft (21.8 m) Motor gunboat 1942 British Power Boat Company Portsmouth Naval Base Property Trust: Fully operational, based at Portsmouth Historic Dockyard. MTB 71: 60 ft (18 m) Motor torpedo boat 1940 ... PDF The S130 RESTORATION PROJECT British Military Powerboat Trust. S130 is now a part of the Wheatcroft Collection and Roving Commissions are restoring her to her original WW2 specification which includes the original engines, torpedo tubes and other armaments. The Wheatcroft Collection is one of the world's largest private held collections of Victory for last operational Second World War motor boats The Trust recently inherited the former British Military Powerboat Trust's collection, which includes a small Air Sea Rescue craft and a motorboat tender from Ark Royal. HLS 102 and MGB 81 will represent the Trust's most significant acquisitions to date. Further information. Natasha Ley or Alison Scott, NHMF Press Officers, Coastal motor boat Coastal Motor Boat was a small high-speed British torpedo boat used by the Royal Navy in the First World War and up to end of the Second World War. ... MTB 331, owned by Hampshire County Council and on-loan to the British Military Powerboat Trust (BMPT) at Marchwood, is the sole surviving 55-foot CMB. The British Military Powerboat Trust Tuesday 4th April 2023 - The British Military Powerboat Trust by Robin Cooper Robin will be focusing on the historic Marchwood facility, previously Husbands Shipyard, when British Military... Coastal Forces of World War II Design British Powerboat Company Built 1942 In the care of Portsmouth Naval Base Property Trust Notes HNoMS Hitra: Norway submarine chaser Only remaining World War II submarine chaser with intact armament : S-130 Germany E-boat: 1943 British Military Powerboat Trust : Only surviving German E-boot. Participated in Exercise Tiger and attacks on ... WW2 MGB 81 Motor Gun Boat Restoration PNBPT. Berthon was awarded the contract by Portsmouth Naval Base Property Trust for the restoration and re-engining of the famous Motor Gun Boat 81 (MGB81) funded by the Chancellor using LIBOR funds. MGB 81 is a 71.5ft Motor Gun Boat built by the British Powerboat Company for the Royal Navy and launched on 26 June 1942. Royal Navy Ship's Boats of WWII British Military Powerboat Trust A dead website / forum that contains several informative pages on smaller craft. List of yards (started 04/09/23, very early draft) - British Powerboat Company - J. Samuel Whites, Cowes. - Thornycroft - Morgan Giles - Vospers - Walton Yacht and Launch Company. Literature MGB 81 On 17 September 1998, she was bought by Philip Clabburn and was reconstructed at the British Military Powerboat Trust's Marchwood site between 1999 and 2002. Petrol engines were thought to be prohibitively expensive to run, so three 1,000-bhp V-12 MAN turbocharged diesel engines were fitted, giving an estimated top speed of 45 knots. ... British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed ... George Selman, some 54 of this type were built as Mid craft by British Power Boats between 1940 ... BRITISH MILITARY POWERBOAT TRUST BRITISH MILITARY POWERBOAT TRUST. Charity number: 1072916 Removed charity Charity overview. Activities - how the charity spends its money Information on the charity's activities is not available. Income and expenditure Data for financial year ending 30 May 2005 Total income: £70,114 ... British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed ... In 1927 Hubert Scott-Paine bought the Hythe Shipyard and the British Power Boat Company was born ... The British Military Powerboat Trust The British Military Powerboat Trust. Aerospace & Defense · United Kingdom · <25 Employees . The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed Read ... Dark-class patrol boat The Dark class, or Admiralty "Type A", were a class of eighteen fast patrol boats that served with the United Kingdom's Royal Navy starting in 1954. All were named with a prefix of 'Dark'. The class could be fitted as either motor gun boats or motor torpedo boats, depending on the type of armament carried.They were the only diesel engined fast patrol boats in the Royal Navy. Whaleback I am looking for information on any surviving British Powerboat 63' Whaleback (ASR) or indeed any coastal command craft that are languishing in UK waters that still could be saved? ... The entries you would be interested in are the Marchwood British Military Powerboat Trust, and the MGB60 and MTB102 One of these vessels, MGB60 I think, has ... British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British military powerboats of the 1930s and 1940s were the finest in the world. ... Owned and operated by Powerboat Restorations currently residing at the Trust. PRINCIPAL PARTICULARS: Type: 71'/2ft Motor Gun Boat Mk V : Service: Royal Navy: Builders: British Power Boat Co. Year Built: 1942: Number Built: 112: Displacement: 46.6 Tons ... BRITISH MILITARY POWERBOAT TRUST LIMITED overview More for BRITISH MILITARY POWERBOAT TRUST LIMITED (05081021) Registered office address 30a Bedford Place, Southampton, Hampshire, SO15 2DG . Company status Dissolved Dissolved on 20 July 2010. Company type Private company limited by guarantee without share capital Incorporated on 23 March 2004 ... Type Two 63 ft HSL The Type Two HSL was a 63 ft high-speed launch craft made by British Power Boat Company (BPBC). The craft were used during the Second World War for air-sea rescue operations to save Allied aircrew from the sea. The Type Two superseded the 64 ft HSL, and was itself replaced by the Type Three 68 ft "Hants and Dorset" also built by the BPBC. The Type Two (aka Type 2) was nicknamed the "Whaleback ... British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British Military Powerboat Trust was established to create a national Exhibition Centre which will display the innovation, development and history of the high-speed craft used by the British armed forces in the 20th century, and bring them to life. The emphasis will be firmly upon the chance for all to experience the dynamism of the real ... British Military, Company and Director Search British Military search results on 19-06-2024 at 23:31:32. 8 Company search results British Military Powerboat Trust, Coastal Forces, Gunboats, Target The British military powerboats of the 1930s and 1940s were the finest in the world. Developed from a series of record breaking speedboats, these rugged, graceful craft were so far ahead of their time that their design has never been surpassed ... In 1927 Hubert Scott-Paine bought the Hythe Shipyard and the British Power Boat Company was born ... catamaran gulet motorboat riverboat sailboat trimaran yacht