Once RAF Bomber Command had established itself with substantial numbers of aircraft it had turned its attention to the industrial heartland of Germany. The Battle of the Ruhr had begun in March 1943. From mid October 1944 both Bomber Command and the USAAF 8th Air Force were to revisit the Ruhr region as part of ‘Operation Hurricane’, intended to “demonstrate to the the enemy in Germany generally the overwhelming superiority of the Allied Air Forces in this theatre”. Both the RAF and the USAAF were now able to routinely mount raids of well over 1000 aircraft.
Towns and cities that had already been substantially damaged were now dealt even more devastating blows. Although much of the light industry had by now been dispersed it was impossible to move the heavy engineering and metal works, after the war Nazi Armaments Minister Albert Speer was to acknowledge that these raids had had a substantial impact on armament production.
435 aircraft had attacked Bochum on the 9th October in a raid that was not considered a success, destroying only 140 buildings because the bombing was very scattered in poor visibility. On 4th November 749 aircraft took part and the Pathfinders marked the centre of Bochum successfully – this time over 4,000 buildings were destroyed or badly damaged and nearly a 1000 people killed. It was the last major raid on the town during the war, in total it would be visited 150 times.
In a Halifax from No 408 RCAF Squadron was Bombardier Alan Stables, who wrote this account of the raid shortly afterwards:
Coming up to the Dutch coast we could see flashes of light flak and the beautiful trace it makes streaming upwards as if fired from a hose. It was dark now and every now and again we would see the loom of one of our own aircraft which was comforting because it meant we were part of the bomber stream
At this point we started climbing. We began to have difficulty at about ten thousand feet and by fourteen thousand feet Dick suspected that we had carburetor icing. We had gone on oxygen at twelve thousand feet and we had to climb to nineteen thousand which was our height to bomb. The aircraft at the head of the bomber stream were at the lowest level with those following stacked up increasing heights so as to lessen the danger of running into someone else’s bombs.
Sok came over the intercom ordering me to jettison some of the bombs as the aircraft just wouldn’t climb. I went back and jettisoned half the load but the best we could make was an extra 1000 feet. We were five thousand feet below everyone else, a very dangerous position to be in and we had at least another hour and a half to go to the target.
Scotty went back to shovel out the Window. Then he returned to his radio to receive the quarter-hourly broadcast from bomber command Then he backtuned his transmitter to German fighter vector-control frequency and broadcast static at full volume from a microphone next to our generator.
[Window was introduced in July 1943. It consisted of 9 inch strips of aluminum foil which showed up on the German radar screens rendering them virtually useless. The German response was to use various forms of illumination available at the target area to make the bombers visible to the night-fighters. Window was still useful in disguising the size of the incoming force and in blinding the radar controlled Flak guns.]
Ahead the searchlights, hundreds of them came to life, pointing accusing fingers against the black sky. I wondered how the hell we would get through them at this altitude without being “coned”, but I didn’t have much time to wonder as the rear gunner yelled “fighter port go”. Down we went to the left in a “corkscrew.” This was our evasive action, but very shortly the rear gunner called to resume course telling us that a Messerschmidt 210 had made a pass at us.
We were now starting into the outer defense of searchlights protecting the Ruhr industrial area. “Aircraft coned on our starboard beam up” I yelled I watched it for a few seconds struggling in the cone like a fly in a spider’s web, flak poured up at it and a Lancaster went down.
“Ready for run-up to the target” — “Christ” I yelled as a fighter came head on at us. The trace of his cannon seemed to be coming right at me . I closed my eyes and said a prayer. The engineer yelled “Port engine on fire Skip, let’s get the hell out.” The cannon shells of the fighter had hit our port inner engine and as I looked out I could see the flames licking back over the wing in which our gas tanks were stored. Sok’s voice came cool over the intercom “Feathering port inner, hit the graviner switches Dick, prepare to abandon aircraft, bomb doors open, drop your bombs bomb-aimer”
[The graviner switches controlled compressed incombustible carbon-dioxide which could be sprayed into the engines and hopefully serving as engine fire extinguishers.]
I looked out, my bombsight was on the target area now burning and smoking from the earlier bombs. The bomb doors were open and I pressed the release tit feeling the bump as the bombs left the aircraft. Then the searchlights coned us and flak started coming up.
What happened then was that as I was dropping the bombs the crew left their stations and went to the exits. Sok stayed at the controls but didn’t open his escape hatch but put the plane into a steep diveto put out the fire. I was in the nose trying to untangle my intercom cord from my parachute wondering if I would ever get them apart. I was about to give up when John signaled to me. He yelled into my ear, “Hang onto me and we’ll go together.” John knew as well as I did that this was crazy.
Finally we were down to four thousand feet and out of the searchlights. Sok called the gunners but got no reply. “Bomb-aimer please check the crew. Navigator give me a course.” The dive had put out the fire. I went back to the rear to see if Dave Hardy was hurt. I found the Baron by the rear escape hatch holding his head but not plugged in. “What the hell are you doing?” I yelled in his ear. “We’re OK, get back in the goddamn rear turret” “OK, Al, thanks” “What for you nut” I replied. Then I tried to get into the turret, but had to report to Sok that it was impossible.
The Baron wanted to talk but I was off to the rear turret which was jammed sideways and Dave Hardy was gone. This was serious because it meant that now we were defenseless against stern attacks.
Rear gunners baled out by rotating the turret and dropping out backwards. Unfortunately Dave Hardy had pulled out his intercom plug and hadn’t heard that we had got the fire out and when he baled out he jammed the rear gun turret sideways.
This account is just part of a longer piece by pilot David Sokoloff, written in 1996, describing the men who flew the Halifaxs of No. 408 RCAF ‘Goose’ Squadron, based at Linton-on-Ouse, England at the time.
The 70th anniversary of the raid will be commemorated in Bochum, the Bochum website has a sequence of before and after images of the town, which had cleared 2 million cubic metres of rubble by 1949.