Category Archives: World War One

Warship Wednesday, July 12, 2017: Woodrow’s biggest German

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, July 12, 2017: Woodrow’s biggest German

U.S. Naval History and Heritage Command Photograph. NH 71

Here we see the armed troop transport USS Leviathan (Shore Patrol vessel #1326) in harbor, with tugs in attendance at her starboard bow, 1918. Note her distinctive dazzle camouflage scheme which she would wear throughout the Great War, in U.S. service anyway. At the time, she was billed as the biggest ship in the World.

Built by Blohm & Voss at Hamburg as SS Vaterland for Germany’s Hamburg America Line (HAPAG), she was the largest passenger ship in the world upon her completion, superseding her near-sister SS Imperator (who was 44 feet shorter), but later being superseded in turn by the last ship of her class, SS Bismarck (who was six feet longer).

How big was she? Some 950-feet overall and 54,000-tons displacement. Capable of carrying 4,234 passengers (908 first class, 592 second, 962 third, and 1,772 steerage), she could make 24+ knots on her eight massive Parsons steam turbines powered by 46 (!) boilers. As such, she required almost 1,200 stokers, stewards, attendants and other crew to keep her running.

Her maiden voyage was on 14 May 1914, just six weeks before the Archduke Franz Ferdinand was killed and the lights began to go out across Europe.

Caught at sea in the North Atlantic too far away from Hamburg to make it home if the balloon went up, the brand-new ocean liner put into New York, then a neutral safe haven.

S.S. Vaterland, German Passenger Liner, arriving at New York City on 29 July 1914, three days before Germany’s declaration of war on Russia began World War I. Courtesy of the Naval Historical Foundation, Washington, D.C. Collection of Captain Cyrus R. Miller, USN. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 103156

There she sat at Hoboken, N.J until 1 August when, though Vaterland had booked 720 first class, 420 second class, and 2,500 third class and steerage passengers leaving for Germany that day (including many German reservists on the way back home), they were canceled and the ship ordered by HAPAG to stay in port, taking a $500,000 loss in bookings.

Her crew, left largely without funds as the war began, took to moving ashore and taking other jobs in between organizing moonlight excursion trips up the Hudson (turn arounds) and a bazaar in Madison Square Garden where her crew sold handicrafts. Vaterland was reportedly a hotbed of German spy activity as well, and some took leave back to Europe via ships bound for other neutrals such as Spain.

Vaterland was seized by the United States Shipping Board at 4 a.m. on April 6 on the eve of the United States entering World War I, along with 90 other German ships in various ports across the country. Only 300 of her crew were aboard and they gave up the ship without bloodshed, being marched first ashore and then taken to Fort Oglethorpe, Ga for internment. Some 20 freight cars of expensive furnishings and paintings, including $150,000 worth of silver, were removed and stored ashore.

The big liner was placed under guard by 60 officers of the NYPD’s 37th Precinct, who were later relieved by a New Jersey Naval Militia force in July. Reports state that “Several attempts to smuggle small bombs and explosives into the coal chutes from the coal barges alongside were frustrated by the guards.”

Her plans and documents had been burned by the ship’s officers, but a spare set of drawings was later found in the safe at HAPAG’s New York office.

However, most of the brand-new ship was filled with years of trash and junk, and some machinery was left inoperable. The Germans had sabotaged numerous water lines installed behind the interior paneling of the ship and when the water was first turned on numerous floods were caused throughout the vessel, with the entire forward section of the ship’s officers’ rooms on the starboard side was flooded with about 14 inches of water, for example.

On 25 July 1917, Vaterland was turned over to the Navy Department and regularly commissioned as a Naval vessel and assigned to transport duty under the command of Vice- Admiral Albert Cleaves, U. S. Navy, Commander of the Cruiser and Transport Force, United States Atlantic Fleet. On September 6th the name of the German ship Vaterland was changed by order of the Secretary of the Navy, without ceremony, to USS Leviathan. President Woodrow Wilson reportedly chose the name.

Leviathan was made ready to transport up to 14,000 men on each crossing to Europe, with life rafts for 17,000 added. She was painted in dazzle camouflage, and her appointments drastically changed.

All the staterooms on the lower decks of the ship were ripped out to make room for open iron frame-work beds with canvas bunk bottoms, good enough for troops. The main theater and ball room were converted into a hospital for troops and crew during transatlantic voyages with an isolation ward established in the gymnasium on “A” Deck for contagious cases. The ship’s doctor’s office was used as a sick call station and dispensary for troops and crew. The portholes were painted black and dogged shut.

She was also given a formidable armament including a battery of eight 6″ guns for protection against surface raiders , as well as two “Y” guns which hurled depth bombs loaded with TNT to scare off U-boats, making her an auxiliary cruiser in all but name. A pair of 1-pounders for saluting and another couple of Colt machine guns for pier side protection were added as well. According to reports, she was attacked several times “by the undersea pirates and according to officers of the vessel one attacking sub was sunk by a shell from one of the six-inch guns” though this is perhaps not supported by post-war analysis.

Gun crew preparing to load one of the ship’s six-inch guns, circa 1918. Photographed by Zimmer. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 41707

Her crew more than doubled from the German’s 1,200 to some 2,400 in U.S. service, including a young 18-year-old Quartermaster by the name of Humphrey DeForest Bogart.

Humphrey D. Bogart_s enlistment form from his Official Military Personnel File, 1918. (National Archives Identifier 40910835)

She was still impressive, despite the warpaint.

Halftone reproduction of a photograph showing the ship moored to a buoy in 1918. She is painted in dazzle camouflage. The original photograph was taken by Enrique Muller, New York. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 51396

Halftone reproduction of a photograph of the interior of the ship’s bridge, taken circa 1919. Note engine order telegraphs, chart table and steering wheel. This image was published in 1919 as one of ten photographs in a Souvenir Folder of views concerning USS Leviathan, many of which are detailed below. Donation of Dr. Mark Kulikowski, 2007. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 104693

Halftone reproduction of a photograph of the ship’s main dining room, taken circa 1919. Catalog #: NH 104689

Halftone reproduction of a photograph of the troops’ mess hall on board the ship, taken circa 1919. Note the fancy decor of this space, left over from her time as the German passenger liner Vaterland. Catalog #: NH 104690

Halftone reproduction of a photograph taken in the ship’s sick bay, circa 1919. Note the elegant doorway and windows, left over from her time as the German passenger liner Vaterland. Catalog #: NH 104695

Halftone reproduction of a photograph taken in 1919, showing one of the ship’s troop berthing compartments. Catalog #: NH 103201

Halftone reproduction of a photograph taken in 1919, showing cooks making chow by the barrel in a galley. Catalog #: NH 103203

Halftone reproduction of a photograph taken in 1919, showing the ship’s huge and richly decorated officers’ dining room. Catalog #: NH 103202

Halftone reproduction of a photograph taken in 1919, showing the operating board for the ship’s main propulsion steam turbines. Catalog #: NH 103204

At 7.34 A. M., 15 December 1917, Leviathan left her pier in Hoboken for her first trip across the Atlantic, with 7,254 troops and 2,000 sailors on board. Making over 21-knots and outpacing her escorts, her crew spent liberty in Liverpool by Christmas. Operating between Hoboken and Brest/Liverpool, she completed 10 round trips, carrying 119,215 fighting men Eastward before the armistice on 11 November 1918. Of the men of the AEF who made it to Europe, one in 20 went on Leviathan.

The front side of a Troop Billet card used circa 1917-1919, while the ship was transporting service personnel between the United States and Europe. See Photo # NH 104240-A-KN for the reverse side of this card. Donation of Dr. Mark Kulikowski, 2006. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 104240-KN

Pershing himself crossed back to the states on her 19th trip, westbound, along with his famous composite regiment selected from the entire A. E. F. Assistant SECNAV Franklin Roosevelt and his party returned from France on her.

Lot-8836-9: WWI – American Expeditionary Forces. General John J. Pershing on board USS Leviathan (ID 1326). Courtesy of the Library of Congress.

Her fastest round trip, from the U.S. to Europe and back, was 14 days and 21 hours, though they typically ran 26 days, accounting for loading and unloading of up to 14,300 men and their accompanying supplies and equipment.

As noted by SECNAV “Cup of Joe” Secretary Daniels in the most interesting tome of her WWI career:

“Although the Leviathan did not participate in any great naval engagement, although the battle flags never flew proudly at her mastheads as she swept into the tempest of a modern naval engagement, her achievement in carrying across the sea more than three divisions of American soldiers entitles the gallant ship’s name to a place forever in the hall of American naval fame.”

Tragically, on one crossing in late 1918, 2,000 of her passengers and crew took ill with Spanish Influenza while underway, and she arrived in Brest carrying 96 dead and dying.

Once the war was over, she completed another nine trips home from Europe, bringing the Americans back from “Over There.”

Decommissioned 29 October 1919, she was turned back over to the Shipping Board and she was retained as a war trophy.

Seeing use for her in future conflicts– after all, she could carry a whole division at a time and outrun any submarine– she was reconditioned with a new oil-fired plant and apportionments and put at the disposal of the United States Lines who used her as an ocean liner from 1923 onward.

S.S. Leviathan in drydock at Boston, Massachusetts, in 1923. She is undergoing preparations for her maiden voyage under the United States Lines flag, which commenced on 4 July of that year. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 43035

S.S. Leviathan Steaming out of New York Harbor, circa the mid-1920s. The Manhattan skyline is in the background. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 43553

S.S. Leviathan photographed from an aircraft, while underway at sea during the 1920s or 1930s. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 41867

However, the now 60,000-ton vessel was an expensive giant too big to turn a profit and the line reportedly lost money on every voyage, especially during the dry days of Prohibition, with half of the cabins often empty. Although some 250,000 passengers booked on her in 13 years, the line went bankrupt and, with the agreement of the Shipping Board, she was sold for scrap in 1937. Had it not been for that, she certainly would have been used once more as a “trooper” in WWII.

Of her 301 documented voyages, just three were under a German flag.

As for her sisters, SS Imperator managed to spend WWI in Hamburg and was taken over by the U.S. Navy 5 May 1919 at Brest. Not really needing a second Leviathan, the Navy used her only briefly as a troop ship (USS Imperator) then sold her to the British Cunard Line who renamed the liner RMS Berengaria. Retired in 1938 in poor condition, she was scrapped after WWII.

The last of the line, SS Bismarck was incomplete at the time of the Great War and was seized by the British. Sailing in turn as RMS Majestic for the White Star Line and then RMS Caledonia under Cunard service, while being used by the Royal Navy as HMS Caledonia she caught fire and sank on 29 September 1939.

As for Leviathan, she is extensively remembered in maritime art.

“When the Leviathan went out” — “Seagate 1918” When the Leviathan went out Seagate 1918 Etching by Bernhardt Wall, 1918, depicting two children building a sand castle, as USS Leviathan (ID # 1326) steams past in the background. Courtesy of President Franklin D. Roosevelt, 1936. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 1924

USS Leviathan (ID # 1326) Water depicting the ship on her maiden Navy voyage from Hoboken, New Jersey, to Liverpool, England, with troops on board, Christmas Eve, 24 December 1917. Courtesy of CWO2 John A. Steel, USN. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 51398-KN

“A Fast Convoy” painting by Burnell Poole, depicting USS Allen (Destroyer # 66) escorting USS Leviathan (ID # 1326) in the War Zone, 1918. The original painting measures 60 x 33. Courtesy of the Naval Historical Foundation, Washington, D.C. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 42690-KN

And in Hamburg, her place of birth and original home port, the Hamburg International Maritime Museum has a great collection of 1-1250 scale models show her as the SS Vaterland (in the back) USS Leviathan (in the middle, with dazzle camouflage painting) and SS Leviathan (in the front) on display.

Then, of course, this guy will live on forever.

Publicity shot for “High Sierra” (Raoul Walsh, 1941), with Humphrey Bogart and Ida Lupino. Note the 1911, which would have been standard for the time he was on Leviathan.

Specs:

USS Leviathan Description: (ID # 1326) Plan of Dazzle camouflage intended for the ship, circa 1918. This design, for Leviathan’s starboard side (and port below), is like, but not the same as the camouflage scheme she received. Note the Office of Naval Intelligence Register Number in the upper left. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 51308 and 51389

(As troop ship)
Displacement: 58,000-tons
Length: 950 feet
Beam: 100 feet
Draft: 41 feet, 10 inches “when leaving New York with 10,000 troops”

“Place her on Fifth Avenue and she would spread from 42d Street across 45th Street. Stand her on end alongside the Woolworth Building, and she would overtop the Woolworth Building more than 50 feet.”

Crew: 2,400 including Engineering (12 officers and 950 men) and Commissary (7 officers and 350 men)
Engines: Parsons turbines, 46 boilers, 8,700 tons of coal (burns 900 per day at 26 knots sustained).
Armament: 8×6-inch, 2-1pdr, 2-Y guns, depth charge racks, 2 mg

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Warship Wednesday, July 5, 2017: HMs Cruiser Bruiser

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, July 5, 2017: HMs Cruiser Bruiser

Here we see the Queen Elizabeth-class battleship HMS Valiant as she fires a 15″ broadside, July 1944, against Japanese port and oil facilities on Sabang Island off the northern tip of Sumatra during Operation Crimson. At this stage of her life, the battlewagon was 30~years young and had survived massive fleet actions against the Kaiser’s High Seas Fleet in the Great War and Mussolini’s Regina Marine in WWII. An enforcer at the surrender of both of those fleets, she would be cruelly cheated of attending a third.

A member of the very successful Queen Elizabeth-class of “super-dreadnought,” they were fast for their day (24-knots), well-armored with as much as 13-inches of KC in their belt, tower, and turrets; and packed a punch from eight massive BL 15 inch (381mm) Mk I naval guns in four twin turrets.

HMS Valiant firing her BL 15-inch Mk I guns, c.1939.

The Mk I, described by Navweaps as “quite possibly the best large-caliber naval gun ever developed by Britain and it was certainly one of the longest-lived of any nation, with the first shipboard firing taking place in 1915 and the last in 1954,” was a bruiser capable of firing a 1-ton shell out to 33,550 yards and could well-outrange most German naval guns. Some 184 of these guns were made by Armstrong Whitworth, W Beardmore, Vickers, Royal Gun Factory, and Coventry Ordnance Works, serving on just about every subsequent British battleship design. The guns were rotated between ships, having a life of about 200 rounds before requiring relining, and one that served on Valiant during Jutland later wound up being captured by the Japanese at Singapore where it was serving as shore-mounted coastal artillery.

But we are getting far ahead of ourselves.

The hero of our story was the fifth RN vessel named HMS Valiant in a line that included three different 18th/19th Century third-rate 74-gun ships of the line, and a Hector-class ironclad battleship that remained afloat for 90 years.

The American Ship PORCUPINE and the HMS VALIANT, 17 June 1813. On 17 June 1813, the American letter-of-marque, PORCUPINE, of 20 guns and 72 men at daylight found herself under the lee of the British 74-gun ship HMS VALIANT, Captain Robert Dudley Oliver. After a long chase and using every endeavor to escape, PORCUPINE was overtaken and compelled to surrender to the overwhelming force of her opponent. Description: Catalog #: USN 903313

HMS VALIANT (BRITISH BATTLESHIP, 1863) Description: Catalog #: NH 71209

THE ROYAL NAVY IN THE FIRST WORLD WAR (Q 74057) HMS Valiant Queen Elizabeth-class battleship and R-class destroyers: HMS Ulysses (F80), HMS Undine (G77), and HMS Sable (G91). Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205318845

Ordered from Fairfield Shipbuilding & Engineering Co. (Govan, Scotland), in 1912 for £2,357,037, HMS Valiant (pennant 02) was commissioned 13 January 1916 and joined the Grand Fleet’s 5th Battle Squadron—under the command of Rear Admiral Hugh Evan-Thomas– along with three of her sisters, HMS Barham, HMS Malaya, and HMS Warspite. The quartet, with 32 15-inch and 56 6-inch guns between them, was a force to be reckoned with.

5th Battle Squadron, Grand Fleet, HMS Warspite, Valiant & Malaya about to open fire. The photo was taken from HMS Barham. Colorized Photo by Atsushi Yamashita/Monochrome Specter http://blog.livedoor.jp/irootoko_jr/

At the lowest part of the Battle of Jutland for the British, moments after the battlecruisers HMS Indefatigable and Queen Mary had exploded, the 5th Battle Squadron intervened against the German I Scouting Group under Adm. Franz von Hipper and let the 15-inchers do their talking. In very short order, they damaged the battlecruisers SMS Lützow and Seydlitz, and several other German warships.

In very short order on 31 May, at 18:13, a 15-inch shell from one of the Queen Elizabeths struck Lützow; two more hits came at 18:25 and 18:30. Between 18:09 and 18:19, Seydlitz was hit by a 15-inch from either Barham or Valiant, striking the face of the port wing turret and disabling the guns. A second 15-inch shell penetrated the already disabled aft super firing turret and detonated the cordite charges that had not already burned. The ship also had two of her 150 mm guns disabled from British gunfire, and the rear turret lost its right-hand gun. Not bad for 20~ minutes of work.

Hipper leaving the crippled Lutzow for SMS Moltke at Jutland, by Carl Becker

SMS Seydlitz seeing what hell looks like at Jutland, by Carl Becker

Lutzow eventually sank while Seydlitz limped back to port, her decks nearly awash. While each of the big German battlecruisers took immense damage from other British sluggers besides Valiant and her sisters, Hipper felt their sting.

SMS Seydlitz after the Battle of Jutland, 1916 Colorized Photo by Atsushi Yamashita/Monochrome Specter http://blog.livedoor.jp/irootoko_jr/

While a number of her sisters took hits at Jutland, Valiant came through unscathed, having fired 288 15-inch shells over more than eight hours of the engagement. Her very enlightening Captain’s dispatch from the battle is here and is worth reading, as he reports several instances of German salvos coming within 10 yards and a torpedo only missing by 100. Not bad for a ship on her shakedown cruise just a few months before with a “green” crew.

THE ROYAL NAVY IN THE FIRST WORLD WAR (Q 74187) Battleship HMS Valiant firing in Scapa Flow. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205318975

THE ROYAL NAVY IN THE FIRST WORLD WAR (Q 75203) Battleship HMS Valiant. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205319990

Suffering a collision with Warspite in August 1916, she spent the rest of the year in drydock under repair

THE ROYAL NAVY ON THE HOME FRONT, 1914-1918 (Q 18779) HMS Valiant in a dry dock. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205253225

THE ROYAL NAVY ON THE HOME FRONT, 1914-1918 (Q 18780) HMS Valiant in a dry dock. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205253226

The Great War spun down when it came to surface naval actions after Jutland, and Valiant only met the Germans again when the High Seas Fleet sortied at the end of the war to be interred at Scapa.

Queen Elizabeth-class super-dreadnought HMS Valiant at Scapa Flow, Scotland, in 1918 – with her German counter SMS Baden in the background.

Assigned to the 1st Battle Squadron, Valiant and her sisters remained in the Atlantic Fleet, then transferred to the Med in 1924.

Valiant June 16, 1924, Scapa From Dan McDonald Collection

Modernized in two extended periods, one from 1929-30 and another from 1937-39, she bulked up due to anti-torpedo bulges, changed her catapults and several minor topside features, lost her torpedo tubes and a couple of her casemated 6-inch mounts in exchange for 20x 4.5-inch high angles and AAA guns, and had her machinery upgraded to help mitigate the extra tonnage, now over 36,500-tons in full load.

Amidships view of the Royal Navy battleship HMS Valiant in 1941, note her huge twin-door seaplane hangar and twin 4.5-inch guns. 

Still, even with her new engines, she could only make 23.5 knots when wide open. She also picked up a Type 79Z search radar, one of the first fitted in the fleet.

HMS Valiant Photographed following her 1929-30 refit. She is carrying a Fairey III-F floatplane on her fantail catapult. This catapult was only carried during 1930-33. U.S. Naval History and Heritage Command NH 52518

HMS Valiant photographed in late 1939, following modernization. Note her turreted 4.5-inch guns in place of the old casemated 6-inch low angles. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 97486

World War II found her still under refit at Devonport, and she was only commissioned 30 November 1939, Captain Henry Bernard Rawlings, OBE, RN, in command.

She was immediately used to help escort the vital convoy TC 3, carrying some 8,000 Canadian soldiers, she sailed from Halifax in January 1940, ensuring the Canucks made it past the threat of German surface raiders.

Through March and into April, Valiant, along with HMS Hood, Rodney, and Warspite, escorted the Norwegian convoys ON 17, ON 17A, HN 17, HN 20, and ON 21. On 7 April, Valiant only just missed tangling with SMS Hipper, fresh off ramming the plucky destroyer Glowworm.

Valiant was to spend the next two months in and out of Norwegian waters, providing AAA cover for the fleet, tasking for naval gunfire support at Narvik (suspended at the last minute), and escorting the withdrawing convoys after the defeat there in June.

Then Valiant was attached to Force H and sent to the Med, where Churchill worried the Vichy French fleet, just pulled out of the war, would be a threat to the RN.

On 3 July, Valiant, along with Hood, Resolution, the carrier Ark Royal, and the light cruisers HMS Arethusa and Enterprise, stood just offshore of Mers-el-Kebir harbor and the battleships fired 36 salvos of 15-inch shells at the French fleet from extreme range, destroying the battleship Bretagne and severely damaging several other French ships including the battleship Dunkerque, the flag of Admiral Gensoul. Dubbed Operation Catapult, the controversial one-sided “battle” was to leave 1,300 dead French sailors behind.

Over the next several months, Valiant, as part of Force H and later Force F, helped keep the supply lines open from Portsmouth to Gibraltar to Malta and Alexandria, shuttling convoys and dodging Italian and German planes and warships.

In September 1940, she escorted the carrier HMS Illustrious in her famous raid on the Italian port of Benghazi. The next month, she provided cover for convoy MB-6 to Malta. The saga of the RN’s Mediterranean Fleet in 1940-41.

This came to a head at the three-day Battle of Cape Matapan in March 1941 near Crete, then a plump target for the Axis. Adm. Sir Andrew Cunningham’s force, comprising Valiant and her sisters Barham and Warspite, along with the aircraft carrier HMS Formidable and a gaggle of light cruisers and destroyers, faced the Italian force under Adm. Iachino consisting of the sexy new battleship Vittorio Veneto, three very large heavy cruisers, and a force of light cruisers and destroyers.

How big were those Italian stallions? The Zara, Fiume, and Pola were sister ships, built for the Italian Regina Marina in the 1930s to a design that surpassed Naval Treaty limits (14,500-tons, 8x203mm guns, 5.9-inches of armor, 32 knots) and was impressive.

Fast die gesamte italienische Flotte im Golf von Neapel zusammengezogen.
Im Golf von Neapel werden jetzt die Einheiten der italienischen Kriegsflotte zu der grossen Parade zusammengezogen, die der Führer während seines Besuches in Italien abnehmen wird. Auf unserem Bild sieht man die drei schweren Kreuzer (10.000 Tonnen) “Fiume”, “Zara” und “Pola”. Scherl Bilderdienst, 19.4.38 Zara, Fiume, and Pola in Naples in 1938. Bundesarchiv, Bild 183-2008-0214-500

So, were a spaghetti battleship and a three-pack of heavy cruisers enough for a trio of Queen Elizabeth-class dreadnoughts of Jutland vintage?

Pshaw.

Pola picked up a mobility kill from a torpedo from a Swordfish torpedo bomber launched by Formidable while Zara and Fiume were detached from the rest of the fleet to protect Pola, and all three and a pair of destroyers were sunk in a close-range night engagement with the battleships Barham, Valiant, and Warspite at a range of just 3,000-yards. Italian casualties were very heavy, with 783 killed aboard Zara, 328 killed aboard Pola, 812 aboard Fiume. The destroyers Vittorio Alfieri and Giosué Carducci also vanished that night. The Brits removed the entire 1a Divisione Incrociatori from the Italian Naval List before breakfast.

Prince Phillip, then a junior officer on Valiant, commanded a searchlight from our subject during the night action. After he had located one target, he said: “At this point, all hell broke loose, as all our eight 15-inch guns, plus those of the flagship and Barham‘s started firing at the stationary cruiser, which disappeared in an explosion and a cloud of smoke.” He was later awarded the Greek War Cross of Valour.

Artist Frank Norton painted this nighttime scene of the Battle of Matapan. HMAS Stuart is in the foreground, HMS Havock at left, and two Italian Zara-class destroyers in the background while Valiant illuminates with a spotlight. Radar gave the British the advantage during the night action.

Valiant made it through the battle but picked up two German 500-pound bombs the next month for her trouble off Crete.

Air attack was a constant threat in the Med during the period.

HMS Valiant (nearest to the camera) and HMS Resolution and is most likely taken during an Italian air attack (by SM 79 bombers) against Force H on 9 July 1940. The photograph is taken from HMS Enterprise.

Classmate HMS Barham, who Valiant fought alongside at Jutland and Cape Matapan, was sunk off the Egyptian coast by the German submarine U-331 with the loss of 862 crewmen, approximately two-thirds of her crew, on 25 November 1941.

The tragic sequence of her turning turtle and exploding is well-known.

The Italians would soon get revenge of their own on Valiant and her sister, Queen Elizabeth.

On the night of 18/19 December 1941, six Italian Navy divers of the Decima Flottiglia MAS, working from three chariot-type human torpedoes (termed maiali–pigs– by their users), worked their way past the British defenses at Alexandria and found the two battleships at anchor. Lt. Luigi Durand de la Penne pressed his SLC (maiale nº 221) to Valiant while his swim buddy, Emilio Bianchi, was otherwise out of action with a bad regulator on his rebreather, and placed the Siluro a Lenta Corsa (slow-running torpedo) just under the old battleship’s hull.

A bit dramatic, but you get the idea

Surfaced, he and Bianchi were captured as they waited by a buoy and taken aboard the targeted ship, placed coincidentally over the ticking mine they had just deposited. Warning the Valiant‘s skipper moments before the human torpedo went off, the frogmen were brought back on deck just in time to see the other mines explode under Queen Elizabeth, Norwegian tanker Sagona and destroyer HMS Jervis.

A fairly decent dramatization, showing the correct use of an SLC with its 600-pound detachable limpet mine warhead, planted under Valiant‘s A turret.

Valiant and her sister took on water and came very near to rest on the bottom of Alexandria, but did not technically sink and were repaired. Even Jervis eventually went back into action. However, putting the two battlewagons off-line for several months did throw British Naval supremacy in the Med at a crucial time before the U.S. made it to the theater.

When Churchill received news of the attack, he said, “Six Italians, dressed in rather unusual diving suits and equipped with materials of laughably little cost, have swung the military balance of power in the Mediterranean in favor of the Axis.”

Valiant was towed to Admiralty Floating Dock 5 two days later for dewatering and was under repair at Alexandria until April 1942 when she sailed to Durban, South Africa, where she operated with Force B off Africa in exercises for the defense of East Africa and operations against Vichy-held Madagascar.

June 1943 found her back in the Med with Force H, supporting the invasion of Sicily where she bombarded Italian 155mm coastal batteries south of Reggio and covered the landings at Salerno Bay. Fending off Italian and German air attacks, on 9 September Valiant, along with sister Warspite and a force of destroyers and light cruisers were detailed to Operation Gibbon, the surrender of the Italian Navy.

Off Cape de Garde, Algeria they met two battleships, three cruisers, and eight destroyers who sailed from La Spezia to be interred and escorted them to Malta. Missing from the Italian battleline was the new battleship Roma, which the Germans had sunk via Fritz-X guided bomb.

Italian Fleet arrives at Malta, 10 September 1943. HMS Valiant leads the line as the Italian fleet steams into Malta, under the terms of the Italian Armistice. The scene is framed by the after 15-inch guns of HMS Warspite. Photograph from the Army Signal Corps Collection in the U.S. National Archives. Catalog #: SC 188574

Valiant‘s last engagement in Europe was an NGFS mission against the town of Nocera, and a nearby road junction, firing 19 rounds of 15-inch from a range of approximately 28,000 yards on 16 September.

She was then recalled to Scapa to begin working up for the RN’s “pivot to Asia” and she soon shipped for the Indian Ocean where she joined the British Eastern Fleet, built around the carriers HMS Illustrious, USS Saratoga (who along with three U.S. destroyers formed Task Group 58.5), HMS Formidable, the battlecruiser HMS Renown, the French battleship Richelieu and Valiant‘s sister Queen Elizabeth.

THE ROYAL NAVY DURING THE SECOND WORLD WAR (A 19832) HMS VALIANT photographed from HMS FORMIDABLE at sea. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205119743

THE ROYAL NAVY DURING THE SECOND WORLD WAR (A 15152) As seen from the flight deck of HMS ILLUSTRIOUS, the battleship HMS VALIANT has a practice shoot for its 15-inch guns during exercises. The planes in the foreground are Fairey Fulmars of 806 Squadron, Fleet Air Arm. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205186303

THE ROYAL NAVY DURING THE SECOND WORLD WAR (A 23483) HMS VALIANT, a battleship of the British Eastern Fleet, with FFS RICHELIEU astern. The photograph was taken from the battleship QUEEN ELIZABETH, the flagship of Admiral Sir James Somerville, KCB, KBE, DSO in the Bay of Bengal during the action against the Japanese at Sabang. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205119839

Richelieu, HMS Valiant, and HMS Renown Cruising About the Indian Ocean On 12 May 1944

Getting ready for the continued push East, in August 1944, the venerable battleship was damaged in a drydock accident at Trincomalee, Ceylon, requiring her to return to England for extensive repairs that lasted into 1946, sadly missing out in the last chapter of the conflict.

QE-class battleship HMS Valiant at Trincomalee, Ceylon 1944. The photo details the camouflage she received in 1943. Her type 273 (lantern) RDF is visible right at the top of the photo.

In August 1946, she was relegated to a harbor training ship for stoker ratings at Devonport. In this inactive pier-side role, she was stripped of her name and took the traditional training establishment title of HMS Imperieuse. However, she would only fulfill this role for about 20 months, for she was sold to BISCO on 19 March 1948 for her value in scrap by the ton. The hard-fighting ship arrived at the Breaker’s yard at Caimryan on 12 August and was slowly dismantled over the next year.

Her three remaining sisters, Queen Elizabeth, Warspite, and Malaya, suffered similar fates.

Valiant‘s name was continued in British service by the class-leading nuclear-powered attack submarine HMS Valiant (S102), commissioned in 1966 and paid off in 1994 (though still in storage); as well as the 140-foot Border Agency (Customs) cutter HMC Valiant, commissioned in 2004.

Valiant is also remembered in maritime art.

Prince Philip, current Duke of Edinburgh, and long-time consort of Queen Elizabeth II remains as one of Valiant‘s last remaining crew members at age 96, and is currently Lord High Admiral of the Royal Navy, though he is set to retire from his official duties sometime this fall. As such, he is likely the last WWII battleship sailor anywhere still on the active list.

First Sea Lord Admiral Sir Mark Stanhope and his Royal Highness The Duke of Edinburgh, formerly of HMS Valiant. 

Specs:

THE ROYAL NAVY DURING THE SECOND WORLD WAR (A 12126) The British battleship HMS VALIANT underway at sea. Copyright: © IWM. Original Source: http://www.iwm.org.uk/collections/item/object/205119583

Displacement:
32,590 long tons (33,110 t)
33,260 long tons (33,790 t) (Deep load)
Length: 643 ft. 9 in (196.2 m)
Beam: 90 ft. 7 in (27.6 m)
Draught: 33 ft. (10.1 m)
Installed power:
75,000 shp (56,000 kW)
24 Yarrow boilers
Propulsion:
4 Shafts
2 Steam turbine sets
Speed: 24 knots (44 km/h; 28 mph)
Range: 5,000 nmi (9,260 km; 5,750 mi) at 12 knots (22 km/h; 14 mph)
Complement:
919 (1915)
1,218 (1919)
Radar: Type 273 SR(Surface Radar) on the foremast, a Type SR (Surface Radar) 284 radar on the LA DCT (Low Angle Director Control Tower), and a Type HA (High Angle) 285 on each of the HA DCT’s, a Type 291 AW (Air Warning) on the mastheads and an IFF interrogator.
Aircraft: 2-3 floatplanes
Armament: (as-built)
4 × twin 15-inch (381 mm) guns
14 × single 6-inch (152 mm) guns
2 × single 3-inch (76 mm) 20 cwt AA guns
4 × 21-inch (533 mm) torpedo tubes
Armament (1945)
4 × twin 15-inch (381 mm) guns
10 × twin 4.5 in (114 mm) Dual-purpose guns
4 × octuplet QF 2-pdr (40 mm) AA guns
26 × twin Oerlikon 20 mm (0.8 in) AA guns
4 × quadruple Vickers 0.5 in (12.7 mm) AA machineguns
Armor: Krupp cemented armor (KC)
Waterline belt: 13 in (330 mm)
Deck: 1–3 in (25–76 mm)
Barbettes: 7–10 in (178–254 mm)
Gun turrets: 11–13 in (279–330 mm)
Conning tower: 13 in (330 mm)

If you liked this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International

They are possibly one of the best sources of naval study, images, and fellowship you can find. http://www.warship.org/membership.htm

The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.

With more than 50 years of scholarship, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

PRINT still has its place. If you LOVE warships you should belong.

I’m a member, so should you be!

About your grandpa’s old machine gun in the closet…

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A Japanese Type 11 light machine gun– Kijiro Nambu’s take on the French 8mm Hotchkiss chambered in 6.5x50mm Arisaka– captured on Kwajalein Atoll in 1944 by American troops. Such guns, if not registered before 1968 and not demilled, are illegal in the U.S. (Photo: Rock Island Auction)

Many veterans legally brought back captured enemy weapons from overseas in the wake of America’s wars. Provided they had the right paperwork, some could properly register NFA items as Title II firearms before 1968. Others, who either didn’t have the paperwork or chose not to register, illegally owned their trophies after that date and often these guns are still in circulation– putting the possessor at risk of up to 10 years in prison.

Well that could change.

Legislation introduced in both chambers of Congress Tuesday would open a 180-day amnesty for veterans or their family to register guns captured overseas.

The bipartisan Veterans Heritage Firearms Act aims to allow former service members or their family to declare guns brought back to the states before Oct. 31, 1968 without fear of prosecution.

The bill would briefly open the National Firearm Registration and Transfer Record to veterans and their family to register certain firearms. The NFRTR is the federal government’s database of National Firearms Act items including machine guns, suppressors, short barreled rifles and shotguns, and destructive devices.

More in my column at Guns.com.

Warship Wednesday, June 28, 2017: The Kansas cruiser, by way of Peru

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, June 28, 2017: The Kansas cruiser, by way of Peru

Color-tinted postcard of a photograph copyrighted by Enrique Muller, 1905. Naval History and Heritage Command Photograph. NH 63653-B-KN

Here we see the Lima-class gunboat USS Topeka at anchor in Long Island Sound, New York, circa 1904. Ships present in the background include the destroyer tender USS Prairie (left) and a torpedo-boat destroyer. By this time, Topeka was already almost 25 years old, had switched flags and names a confusing number of times, and had 25 years of service ahead of her.

She and her sister had a rather odd story rooted in Latin American naval lore.

To understand the Topeka, first, we need to understand the ironclad turret ship Huáscar.

Built for a princely £81,000 in England at Laird Brothers to a design by British ironclad wonk Captain Cowper Coles, she was commissioned scarcely a year after the U.S. Civil War for the Peruvian Navy. At 1,900-tons and capable of 12-knots in the open ocean, she carried a pair of 10-inch guns in a Coles-patented revolving gun turret and was protected by as much as seven inches of armor. The Peruvians were very happy with the vessel and she was the fleet flag.

Marina de Guerra del Perú. Es el BAP Huáscar, 1879

However, in a four against one ironclad face-off during the Battle of Angamos on 8 October 1879, in the War of the Pacific, Huáscar was captured by the stronger force of the Chilean Navy. Peruvian Admiral and naval hero Miguel Grau Seminario was killed as was 32 of her crew.

The loss of the big ironclad sent agents from Peru to Europe looking for not one but two modern ships to replace her in the battle line. A string of talks to buy first the armored frigate Roma from Italy, then the armored ship Danmark from the Danes, and finally two old British-made ironclads from the Ottomans, were frustrated by the actions of Chilean diplomats abroad.

Finally, through some hoodwink and the equivalent fee of £200,000 (collected by popular subscription from the public), the Peruvians were able to have two cruisers built at the Howaldtswerke shipyard in Kiel, Germany–disguised under a Greek shipping company and completed as the freighters Socrates and Diogenes. At about 1,800-tons, these 250-foot long vessels were about the same size as the lost Huáscar and could make 16.2 knots, making them a good bit faster, but they were unprotected.

The unarmed ships were completed by Howaldtwerke in 1881, and the two “Greek” freighters shipped for England where they were to be outfitted with a suite of four Armstrong 4-inch guns and various smaller Hotchkiss pieces, then sail as the Peruvian Navy cruisers BAP Lima and BAP Callao respectively.

However, this was not to be.

Once in Britain, the Chileans pressured the Queen’s government to impound the ships there for the duration of the war. After the conflict ended, the Peruvians were only able to afford one of the vessels and, in 1889 after an eight-year saga, finally called Lima home while Callao was left swaying in England, unwanted and signed over to the Thames Iron Works in lieu of nearly a decade of dock rental and upkeep on the pair.

Lima, as completed for the Peruvians

There, the German-built and unused formerly Peruvian cruiser sat for nearly another decade as the Brits offered her to prospective buyers without much luck– though she was nearly purchased by Japan in 1895 for use against China– with Thames even going through the trouble of overhauling her in 1896. She was made ready at the time for an armament of six 4.7-inch Armstrongs (two forecastle, four in broadside sponsons) 10 six-pounders, and six three-pounders.

Then came a rather exciting little conflict known to history as the Spanish-American War, and Thames was able to make a deal with agents working on behalf of Washington– garnering the distinction, as reported by the May 7th, 1898 Western Electrician, of “being the only vessel of the kind ever purchased by telephone.”

The U.S. Navy purchased 102 ships on the open market in early 1898 for a total of $18,243,389.29. The cheapest of these, the 16-year old 100-ton commercial tug Hercules (commissioned as USS Chickasaw) was picked up for just $15,000. The most expensive, the brand new British Armstrong-built 3,800-ton Brazilian Navy cruiser Amazonas (commissioned as USS New Orleans, a former Warship Wednesday alumni), was bought for $1.43 million. This made Diogenes/Callao a comparative deal at $170,327.50 (the odd number attributed to the exchange rate with pounds sterling).

Purchased on 2 April 1898 (more than two weeks before the actual Declaration of War by the U.S. Congress), Diogenes/Callao was renamed USS Topeka, and placed in commission the same day, Lt. John J. Knapp in command. She was the first U.S. ship named for the Kansas capital city.

Two weeks later she cleared Falmouth in an unarmed state, headed to the New York Naval Yard where she was painted gray, picked up 6 4-inch/40 cal guns, six 3-pounders, a pair of one-pounders, and a Colt 1895 machine gun.

USS Topeka Halftone of a photograph taken in 1898, at the time of the Spanish-American War. Copied from The New Navy of the United States, by N.L. Stebbins, (New York, 1912). Donation of David Shadell, 1987. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 98239

USS Topeka at the New York Navy Yard, Brooklyn, New York, 30 June 1898. Note the scrollwork on her bow. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 63398

USS Topeka off the New York Navy Yard, 1898. Courtesy of Howard I. Chapelle, Smithsonian Institution. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 806

By 11 July, Uncle’s newest warship joined the blockading forces off Havana, ordered to assume station off Bahia de Nipe, located on the northeastern shore of Cuba almost directly opposite Santiago de Cuba on the island’s southeastern coast.

USS Topeka at anchor in 1898. Note the extensvie awnings on deck and the broadside 4″ guns about amidships. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 60333 Colorized by Postales Navales

Her time off Cuba was exciting, though only lasted about a month, as noted by DANFS:

On 17 July, she and Maple captured the Spanish sloop Domingo Aurelio off Bahia de Nipe. Four days later, Topeka joined Annapolis, Wasp, and Leyden in a foray into Bahia de Nipe. The four warships encountered no real resistance from the Spanish and, therefore, easily captured the port and sank the Spanish cruiser [actually a sloop, 920t, 6×6.2″] Jorge Juan, abandoned by her crew.

Following the capture of the Bahia de Nipe littoral, Topeka steamed to Key West with dispatches. She returned to Cuban waters on 28 July and remained until 5 August, when she again steamed to Key West. She made one more voyage to Cuba in mid-August, visiting Port Francis on the 14th before heading north on the 15th.

The action with the Jorge Juan is described more in the Overland Monthly and Out West Magazine of the day, which holds the Spanish vessel had both her masts shot away and was awash when the Americans took her over following a sharp action.

Over the next several years, Topeka assisted as a control ship for new warship trials, participated in wireless telegraphy experiments, exercised gunboat diplomacy in the waters of the Dominican Republic and Panama when U.S. interests were threatened, embarked on a training cruise to the Mediterranean, and performed other tasks as needed.

Boston Navy Yard, Charlestown, Massachusetts Navy Yard waterfront, circa 1900. Ships present include, from left to right: USS Olympia, USS Topeka, and USS Constitution. Note the boats in the foreground. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 55965

Photographed by J. Geiser, Algiers, Algeria, 1900, during her Med cruise. Note she now has a gleaming peacetime white scheme and gilt bowscrolls. The original photograph is printed on silk. Collection of Rear Admiral William C. Braisted, USN(MC). Courtesy of Dr. William R. Braisted. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 91532

Topeka was placed out of commission on 7 September 1905 and assigned duty as station ship at Portsmouth where she served as an auxiliary to the converted collier USS Southery, then serving as the prison ship for the Portsmouth Naval Prison, which was under construction.

By 1915, the Navy had disposed of most of the 102 SpanAm War ships taken up from trade, selling them for a total of just $1.167 million, about 5 percent of the amount Uncle had paid. Topeka was one of the few still afloat by then.

Starboard view, while serving as a detention ship at Portsmouth Navy Yard, New Hampshire, 1915. Note her masts have been stepped and her sponson casemates are now blocked in, one seen with windows fitted. Photo via Secretary of the Navy Josephus Daniels Collection Lot 5369-5 from National Museum of the U.S. Navy

U.S. Navy gunboat USS Topeka (Patrol Gunboat #35) while serving as a detention ship at Portsmouth Navy Yard, New Hampshire, 1915. Note the sailors performing knotting and splicing. The white sleeve stripes denote them as being under discipline. Secretary of the Navy Josephus Daniels Collection Lot 5369-5 from National Museum of the U.S. Navy Lot 5369-3:

U.S. Navy gunboat USS Topeka (Patrol Gunboat #35) while serving as a detention ship at Portsmouth Navy Yard, New Hampshire, 1915. U.S. Navy sailors performing a 3” gun drill. Secretary of the Navy Josephus Daniels Collection Lot 5369-5 from National Museum of the U.S. Navy Lot 5369-6

When the U.S. entered World War I, Topeka was converted to a training ship and thousands of new recruits walked her decks before the Armistice. Around this time, she was re-engined with a pair of Ward boilers replacing her four German ones and two 1,000ihp DeLaval geared turbines replacing her old horizontal compound engines.

The 38-year-old gunboat was called in off the bleachers once more and, on 24 March 1919, Topeka was recommissioned at Boston, CDR Earl P. Finney in command. However, it was not to last. After a brief patrol off the Gulf coast of Mexico, she was again placed out of commission on 21 November 1919 at Charleston Navy Yard. Designated PG-35 in 1920, then IX-35 (the designation for unclassified miscellaneous auxiliaries) the next year. In 1922, she was put on the market for sale and after “no satisfactory bids were forthcoming” the Navy decided to keep the old girl a bit longer.

Transferred to Philadelphia, she was used as a pierside trainer until 1930 when she was stricken for good to remove her tonnage from the U.S. Navy’s tally sheet under the London Naval Treaty and free it up for a more valuable use. She was sold for scrap in May.

Topeka‘s bell currently sits on the parade deck of the Marine Corps Security Force Company Guantanamo Bay, Cuba while one of her 4″40 cals (American Ordnance Co. no. 152) used to sink the Spanish sloop-of-war Jorge Juan in 1898 is at the Washington Naval Yard.

NMUSN174 - Pre WWI - American - 4 inch 40 Caliber Rifle - 1898 from 'USS Topeka'

Topeka’s name has gone on to grace a WWII light cruiser (CL-67) and a nuclear attack submarine (SSN-754), the former scrapped in 1975 and the latter in active commission since 1989.

As for her sister, Lima, the Peruvian cruiser was used in the 1890s as a diplomatic vessel and notably visited Valparaiso, Chile, to repatriate the mortal remains of Admiral Grau along with the 32 fallen Peruvian crew members from Huáscar, and other war heroes including Col. Francisco Bolognesi Cervantes, the patron of the Peruvian Army. Lima was disarmed in 1926 and retained as a tender for the Peruvian submarine flotilla until she was stricken in 1950.

LIMA (Peruvian Cruiser, 1881-1940) Caption: Photographed late in her career with a reduced rig and built up bridge area. Description: Courtesy Comandante Cosio and Dr. R. L. Scheina. Catalog #: NH 87837

Lima was later apparently used by the government as a public-school ship at the Amazon city of Iquitos for a time and her final fate has faded into history, though one Spanish source claims she was still stranded in the river as late as 1999.

As for Huáscar, she served the Chilean Navy through 1897 and today is one of the few early ironclad era warships still afloat, serving for the past several decades as a museum.

Jose Vinagre Espamer picture of the ironclad turret ship Huascar

Specs:

Displacement: 1,800 designed, 2,255 long tons (2,291 t) normal
Length: 259 ft. 4 in (79.04 m)
Beam: 35 ft. (11 m) at the waterline
Draft: 16 ft. 5 in (5.00 m) aft
Propulsion: 4 cylindrical boilers, 2 engines, 1800shp, 2 shafts, 300 tons coal (re-engined about 1915)
Speed: 16.2 knots
Complement: 167 officers and enlisted
Armament:
(Designed, never fitted)
4x 4-inch Armstrong
(1898)
6 × 4″/40 cal
6 × 3-pounder guns
2 × 1-pounder guns
1 × Colt machine gun (M1895 Colt–Browning machine gun)
(1915)
4x 3″/23 guns
(1921)
Disarmed

If you liked this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International

They are possibly one of the best sources of naval study, images, and fellowship you can find. http://www.warship.org/membership.htm

The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.

With more than 50 years of scholarship, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

PRINT still has its place. If you LOVE warships you should belong.

I’m a member, so should you be!

A relic with the ability to induce a shudder

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Object 19880274-001, Canadian War Museum http://www.warmuseum.ca/collections/artifact/1042602/

This early Colt M1911 was used by an individual with the 27th Infantry Battalion (City of Winnipeg), Canadian Expeditionary Force, during the First World War.

If you note, there is a bullet or shrapnel hole from the right penetrating the left-hand side of the grip, meaning if the pistol was in a holster or hand, the owner likely had a very bad experience somewhere on the Western Front.

Canada placed orders for a total of 5,000 Colt Government Model pistols between August and October 1914, with officers, senior NCOs and machine gunners of early units heading to France so equipped with these .45ACP Connecticut-made guns.

The 27th Winnipeg was authorized on 7 November 1914 and disembarked in France as a fully trained and equipped unit on 18 September 1915, just in time to head to the front for the meat-grinder that was Somme the next year.

Close to 61,000 Canadians were killed during the war, and another 172,000 were wounded.

The 27th and a dozen other Manitoba-area Great War battalions are perpetuated today as the “Little Black Devils” of the Royal Winnipeg Rifles (R Wpg Rif).

Warship Wednesday, June 21, 2017: The Tsar’s everlasting musketeer

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, June 21, 2017: The Tsar’s everlasting musketeer

Here we see the Uragan/Bronenosets-class monitor Strelets as she appeared in the heyday of her career in the late 19th Century in the Baltic Fleet of the Tsar’s Imperial Russian Navy. A byproduct of a strange time in Russian-U.S. history, she somehow endures today.

The Misinterpreted Russian Navy Mission in the US Civil War that may have accidentally helped the North win the conflict.

In 1863, it looked as if the mighty British Empire may intervene in the Civil War on the side of the Confederacy. War fever had come to London early in the conflict after the “Trent Affair” while British firms such as Enfield and Whitworth sold tremendous amounts of arms of all kinds to Confederate agents which were in turn often smuggled through the U.S. naval quarantine via British blockade-runners. Confederate raiders including the notorious CSS Alabama and CSS Shenandoah were constructed in English harbors. British war tourist Colonel (later General Sir) Arthur Fremantle in 1863 had just returned from three months in both the U.S. and Confederate commands fighting the war and loudly pronounced that the Confederates would certainly be victorious.

Relations between the United States and Tsarist Russia were warmer than with many other European nations at the time. Cassius Marcellus Clay, a well-known abolitionist, was ambassador to the court of Tsar Alexander II during the conflict. It was Clay’s report on the Tsar’s Emancipation of 23 million serfs in 1861 that helped pave the way for Lincolns own Emancipation Proclamation of the four million slaves the next year. American engineers and railway organizers were helpful in starting the early Russian railway system. Clay openly encouraged a military alliance and  thought of Russia as a hedge between possible British intervention on the Confederate side.

On 24 September 1863, two separate Russian naval squadrons arrived in U.S. waters unannounced on both the East and West Coasts.

The Russian Atlantic fleet had sailed from the Baltic and arrived at New York under command of RADM Lesovskii with three large frigates and a trio of smaller vessels. The fleet included the new and fearsome 5,100-ton U.S.-built screw frigate Alexander Nevsky with her 51 60-pounder naval guns.

Crew of the Russian Frigate Osliaba – Alexandria, VA, 1863

The Russian Pacific fleet that arrived on the West Coast at San Francisco was under command of RADM Popov and consisted of four small gunboats with a pair of armed merchant cruisers.

The ships were saluted and allowed entry as being on a friendly port call. The American media and political machine immediately interpreted the reason for these naval visits as clear Russian support for Lincoln.

The real reason, however, seems to be something quite different.

Poland, largely occupied by Russia, was in open revolt in the summer of 1863. The crisis that followed included the possibility that Britain and or France would intervene on the side of the insurgent Poles. The Tsar, fearing his isolated Pacific and Atlantic naval squadrons would be seized or destroyed by superior British or French units in the event of war, sent them into neutral U.S. ports to seek refuge. This fact was held from the Americans and the fleets’ Russian officers simply stated that they were in American ports for “not unfriendly purposes.”

The respective admirals of the Russian squadrons had sealed orders to place themselves at the disposal of the U.S. government in the event of a joint British or French intervention on both Russia and the United States. In the event of Russia entering war with the Anglo-French forces alone then the Russian ships were to sortie against the commercial fleets of those vessels as best as they could and then seek internment.

Several historians claim that the British government saw this mysterious visit by the Russians in U.S. waters as an open confirmation of a secret military pact between the two future superpowers. This interpretation further helped deter foreign recognition of the Confederate cause and resulted in the extinguishing of the South’s flame of hope. It can also be claimed that it stalled British intervention in the Tsar’s problems in Poland with the thought that it could result in a U.S. invasion of Canada.

When the Polish crisis abated in April 1864, the Russian fleets were recalled quietly to their respective home waters. The dozen Tsarist warships had conducted port calls and training cruises in U.S. and neighboring waters for almost seven months during the war while managing to avoid the conflict altogether. In the late fall of 1863, with rumors of Confederate raiders lurking on the West Coast, Popov reassured to the governor of California that he and his fleet would indeed protect the coast of their de facto ally if the raiders did appear.

The U.S. Navy, on the cutting edge of ironclad steam warship design, passed along plans and expertise to their Russian colleagues who had no such vessels. By 1865, the Tsar had a fleet of 10 ultra-modern 200-foot long ironclad battleships based on the monitor USS Passaic. These ships, known to the Russians as the Uragan/Bronenosetz class were a match for any European navy of the time– at least in their home waters.

In 1867, Russian Ambassador Baron Stoeckel advised US Secretary Seward that the Russian government would entertain bids for the failing colony of Alaska, which was rapidly accepted. Cassius Clay, still in Russia, helped to conduct the negations from inside the Winter Palace. The Russians even rapidly transferred control of the territory, which was seen by many to be worthless nearly a year before Congress ratified the transfer and in effect, couldn’t give it back.

This odd incident of the Russian fleets’ visit may have prevented what would have certainly been one of the planet’s first and possibly oddest of world wars. The real reasons for the Russian interlude were only uncovered and publicized nearly 50 years later in 1915 by military historian Frank Golder.

But let’s get back to the monitors

These modified Passaic-type ships were low in the water, single turret “cheesebox on a raft” style armored ships that could be fearsome in coastal waters. Their wrought-iron armor, stacked in 1-inch plates, varied between a single plate on deck to 10 inches on the turret, which was filled with a pair of 9-inch smoothbore guns with 100 shells each. The steam-powered turret took 35 seconds to make a full rotation.

A pair of boilers vented through a single stack pushed a 460ihp engine to about 8-knots when wide open, though in actuality they rarely broke 6.

As they had a very low freeboard indeed (just 18 inches above the waterline when fully loaded) the ships were intended for the defense of the Gulf of Finland and St. Petersburg, with memories of the Anglo-French fleet ruling the Baltic during the Crimean War still a recent memory.

Ten vessels were built, all with colorful names: Uragan “Hurricane,” Tifon “Typhon,” Strelets “Sagittarius,” Edinorog “Unicorn,” Bronenosets “Armadillo,” Latnik “Cuirassier,” Koldun “Sorcerer,” Perun (the Slavic god of lightning and thunder), Veshchun “Snake Charmer,” and Lava.

The hero of our story, Strelets, while named for a zodiac symbol for Sagittarius, was the Tsarist terminology for the early corps of musketeers established in the 16th century and retained until Peter the Great decided they were getting too big for their collective britches after a series of palace coups by the Moscow-based units.

“Streltsy” . Sergei Ivanov 1909

Laid down at the Galernyi Island Shipyard, Saint Petersburg on 1 December 1863, just weeks after her plans had been obtained in the U.S., she was commissioned 15 June 1865, built at a cost of 1.1 million rubles alongside sister Edinorog. The pair were the last of the 10 completed.

Sistership Edinorog. Note how low the freeboard was.

Their eight remaining sisters were completed in a series of four other yards, with all joining the fleet by the summer of 1865.

Russian monitor Veshchun as completed. She was built from sections at the Cockerill yard in Seraing, Belgium. Courtesy J. Meister Collection, 1976. Catalog #: NH 84753

Russian monitor Lava as completed. She was built at the Nevsky factory. Courtesy J. Meister Collection, 1976. Catalog #: NH 84754

Monitors at Kronstadt. Watercolor by A. A. Tronya

By 1868, the 9-inch smoothbores were replaced by 15-inch Dahlgren-style guns built to U.S. plans at the Aleksandrovsk gun factory, for which just 50 shells could be carried in her magazine.

However, these guns were soon obsolete and were in turn replaced by Krupp-designed, Obukhov-made M1867 229/14 breechloaders. One of these guns was the subject of an explosion near the breech in 1876 that claimed the lives of five.

Diagram showing the location of sailors in the tower of the monitor Sagittarius at the time of the breakthrough of the powder gases on August 10, 1876

This led to another armament replacement in 1878 with 229/19 M1877 rifles augmented by a pair of 45-mm rapid-fire guns on an increasingly cluttered deck to which 5-barreled 37/17 Hotchkiss revolving cannon were also later added.

Rapidly obsolete in the twilight of the 19th Century, on 1 February 1892 Strelets and the rest of her class were deemed “coastal defense ships” and by 1900 all 10 sisters were withdrawn from service and disarmed.

While many were soon scrapped, Strelets was reclassified as a floating workshop at Kronstadt on 22 February 1901 and was retained by the fleet until Christmas Eve 1955.

As such, she witnessed the Baltic Fleet sail away to destruction in the Russo-Japanese War in (1904-05), supported operations against the Germans (1914-1917) in the Great War, witnessed the Red Fleet rise in the Revolution, withstood the British in the Russian Civil War, survived the storming of Kronstadt by the Reds in 1921, lent her shops to the Red Banner Fleet against the Finns (1939-40) then the Germans again (1941-45)– in all spending over 90 years on the rolls in one form or another.

After leaving naval service she was retained in a variety of roles in and around Leningrad/St. Petersburg and in 2015 was found in floating condition, her internals still showing off those classic Civil War lines.

Monitor Sagittarius, now PMR-8 in Kronstadt

She has since been recovered by a group terming itself “The Foundation for Historic Boats” who, together with the Russian Central Military History Museum, are attempting to restore her to a more monitor-like condition. She could very well be the oldest monitor remaining afloat.

At rest near the cruiser Aurora, in poor shape

For more information in that, click here.

Specs:


Displacement: 1,500–1,600 long tons (1,524–1,626 t)
Length: 201 ft. (61.3 m)
Beam: 46 ft. (14.0 m)
Draft: 10.16–10.84 ft. (3.1–3.3 m)
Installed power:
460hp 2-cylinder direct-acting steam engine, 1 shaft, 1 4-lop. screw
2 rectangular Morton boilers, 1 stack
Speed: 6 knots (11 km/h; 6.9 mph)
Range: 1,440 nmi (2,670 km; 1,660 mi) at 6 knots (11 km/h; 6.9 mph) with 100 tons coal
Complement: 1865: 96 (8); 1877: 110 (10); 1900, assigned support personnel
Armament:
1865: 2 × 9 in (229 mm) smoothbore guns
1868: 2 × 15 in (381 mm) smoothbore Rodman guns
1873: 2 × 9 in (229 mm) rifled guns, 2x45mm guns
1890: 2 × 9 in (229 mm) rifled guns, 2x 47/40, 2x 5-barreled 37/17 Hotchkiss revolving cannon
1900: Disarmed
Armor: wrought Izhora iron
Hull: 5 in (127 mm)
Gun turret: 11 in (279 mm)
Funnel base: 6 in (152 mm)
Conning tower: 8 in (203 mm)

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The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.

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Warship Wednesday, June 14, 2017: The newly found enforcer of Dewey’s squadron

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, June 14, 2017: The newly found enforcer of Dewey’s squadron

Commissioned in 1897, the McCulloch was the largest of a new breed of revenue cutters and the only one with three masts.

Here we see the one-of-a-kind barquentine-rigged steel-hulled cruising cutter McCulloch of the Revenue Cutter Service as she appeared while in the U.S. Navy attached to one Commodore Dewey on the Asiatic station in 1898. While I generally try to alternate U.S. and foreign ships on Warship Wednesday, and generally only do about 4-5 Coast Guard cutters a year, bear with me this week as the McCulloch is very much in the news again after being lost for the past 100 years.

Named after Hugh McCulloch, the gold-standard-loving Secretary of the Treasury under Presidents Lincoln, Andrew Johnson, Chester A. Arthur, and Grover Cleveland, the cutter McCulloch followed the longstanding tradition of the USRCS of naming large cutters after past Treasury bosses.

The message of President Abraham Lincoln nominating Hugh McCulloch to be Secretary of the Treasury of the United States, 03/06/1865, via The U.S. National Archives.

McCulloch passed away at his home in Maryland in May 1895 and his name was assigned to the newly ordered 219-foot cutter then being built at a price of $196,500 by William Cramp & Sons, Philadelphia, Pennsylvania.

McCulloch was rather fast, at 17.5 knots on trials with a twin boiler-fed triple-expansion steam engine, and could carry a quartet of deck guns (up to 5-inchers in theory, though only 6-pdr 57mm mounts were fitted) arranged in sponsons and located in the bow and stern quarters of the ship, as well as a single bow-mounted 15-inch torpedo tube for an early Whitehead-style fish. She was a composite design, with a steel hull sheathed in wood, and carried both her steam suite and an auxiliary sail rig.

Four near-sisters of what was known as the “Propeller-class” at the time were built during the same period, each to slightly tweaked designs, in an effort to modernize the aging RCS fleet. McCulloch was slightly larger and enjoyed more bunker space as a result. McCulloch maintained her distinction as the largest revenue cutter, and later USCG cutter, during her 20-year career.

Her shorter sisters:

–Gresham, a brigantine-rigged 206-foot, 1,090-ton steel-hulled steamer built by the Globe Iron Works Company of Cleveland, OH for $147,800
–Manning, a brigantine-rigged 205-foot, 1,150-ton composite-hulled steamer, was built by the Atlantic Works Company of East Boston, MA, for a cost of $159,951.
–Algonquin, brigantine-rigged 205.5-foot, 1,180-ton steel-hulled steamer built by Globe for $193,000.
–Onondaga, brigantine-rigged 206-foot, 1,190-ton steel-hulled steamer built by Globe for $193,800.

McCulloch, note her bow tube just above the waterline. Photo by Edward H. Hart, Detroit Publishing, via State Historical Society of Colorado, LOC LC-D4-20618

Commissioned 12 December 1897, McCulloch was placed under the command of Captain D.B. Hogsdon, RCS.

Captain Daniel B. Hodgsdon, US revenue cutter service, Reproduced from “Harper’s Weekly,” volume 43, 1899, page 977. NH 49012.

With the Spanish-American War looming, she was dispatched to join Dewey in the Far East via the Med, being the most modern and combat-ready vessel in the cutter service. Arriving at Singapore 8 April 1898, she was the first cutter to venture into the Indian Ocean or complete the Suez Canal.

Sailing with Dewey’s force of four cruisers and two gunboats, McCulloch was tasked to be something of the squadron’s all-purpose dispatch ship: scouting over the horizon, watching the squadron’s rear, keeping an eye on the supply ships Nanshan and Zafire, and being available for tow work as needed.

She did, however, make ready her guns once the balloon went up and, as the squadron penetrated Spanish-held Manila Bay on midnight of 30 April, she fired her guns in one of the first actions in the Pacific theater of that war.

From DANFS:

Just as McCulloch brought El Fraile Rock [now Fort Drum ] abaft the starboard beam, the black stillness was broken. Soot in the cutter’s stack caught fire and sent up a column of fire like a signal light. Immediately thereafter a battery on El Fraile took McCulloch under fire. [The cruiser] Boston, in column just ahead of the cutter, answered the battery, as did McCulloch, and the Spanish gun emplacement was silenced.

Frank B. Randall, R.C.S., Chief Engineer of the Revenue Cutter McCulloch, died from the effects of heat and over-exertion while trying to stop the blaze from the smokestack of the McCulloch, and should rightfully be considered a death from the engagement, though in the subsequent rush to smother Dewey with a “no Americans were killed” moniker for the upcoming battle which began at 0540 on 1 May, he is often overlooked. He was buried at sea, with military honors, the following day.

Chief Engineer F.B. Randall, U.S. Revenue Cutter Service, an engraving reproduced for publication in “Harper’s Weekly” for September 30, 1899, page 975

McCulloch took part in the fleet engagement, minding the supply vessels from molestation from Spanish shore batteries and small craft. She also prevented the British steamer Esmeralda (1,989t) from leaving the harbor, on orders from Dewey.

Immediately after the battle, as Dewey had ordered the submarine cable from Manila to Hong Kong cut, he used McCulloch to convey messages to the latter location to communicate with Washington, giving the cutter the honor of carrying the news to the world of the great Battle of Manila Bay. Arriving at Hong Kong on 3 May, with Dewey’s aide, Lt. Brumby aboard to cable the report to the U.S., Hogsdon, sent his own.

From the USCG Historians Office:

U. S. STEAMER McCulloch,
Manila Bay, May 3, 1898.

SIR: Regarding the part taken by this vessel in the naval action of Manila Bay at Cavite, on Sunday morning, May 1, 1898, between the American and Spanish forces, I have the honor to submit the following report:
Constituting the leading vessel of the reserve squadron the McCulloch was, when fire opened, advanced as closely as was advisable in rear of our engaged men of war, in fact, to a point where several shells struck close aboard and others passed overhead, and kept steaming slowly to and fro, ready to render any aid in her power, or respond at once to any signal from the Olympia. A 9-inch hawser was gotten up and run aft, should assistance be necessary in case any of our ships grounded. At a later hour during the day, just prior to the renewal of the attack by our squadron, I intercepted the British mail steamer Esmeralda, in compliance with a signal from the flagship, communicated to her commander your orders in regard to his movements, and then proceeded to resume my former position of the morning, near the fleet, where I remained until the surrender of the enemy. I desire to state in conclusion that I was ably seconded by the officers and crew of my command in every effort made to be in a state of readiness to carry out promptly any orders which might have been signaled from your flagship.
Respectfully, yours,

D. B. HODGSDON
Captain, R. C. S., Commanding

On a return trip from Hong Kong, the cutter brought Philippine Insurgent leader Emilio Aguinaldo back to the islands from his exile– which was to prove a mixed result for the U.S.

While patrolling Manila Bay, she helped assess the Spanish situation there and, in an individual fleet action on 29 May, captured the Spanish Albay-class gunboat Leyte (151t, 98-feet, 1x87mm, 1x70mm) with 25 officers and men aboard as well as 200 soldiers and a small amount of gold. That humble vessel would later be pressed into service as the USS Leyte and work around Cavite yard until sold for scrap in 1907.

Spanish Albay-class canonero Leyte

It was not only the Spanish the cutter had to worry about. With ships of the Kaiser’s navy poking around, McCulloch followed orders from Dewey to chase off the much larger cruiser SMS Irene (5,500-tons, 14x159mm guns) with a shot across the bow on 27 June. She ship was there ostensibly to pick up any German expats in the area and, while she did evac some noncombatants on Isla Grande, none of the Kaiser’s subjects were to be found.

"U.S.S. McCulloch firing a shot across the bow of the German cruiser Irene" by Frank Cresson Schnell, 1898, LOC LC-DIG-det-4a14436

“U.S.S. McCulloch firing a shot across the bow of the German cruiser Irene” by Frank Cresson Schnell, 1898, LOC LC-DIG-det-4a14436. Note the cutter is shown in perspective as being much larger than the German, when in fact the truth was the other way around.

On 5 July, the cruiser USS Raleigh fired a shot across the bow of the German Bussard-class cruiser SMS Cormoran in a similar incident.

McCullough remained in Manila Bay through November, participating in the final fall of the city that August.

Members of McCulloch’s crew pose with a Spanish shore gun disabled during Battle of Manila Bay at Corregidor. Courtesy of U.S. Navy.

Her service in the Far East with Dewey inspired a poem by H.M. Barstow to counter her image in stateside papers as only a “tender” or “dispatch boat.”

U.S. Revenue Cutter McCulloch, tender to the Admirals Fleet poem 1898

Arriving back in the U.S. at the end of 1898, she reverted to Treasury service. She did bring back with her a quartet of 37mm (1-pdr) revolving cannon from the Spanish cruiser Reina Cristina as war trophies presented to the ship and her crew by Dewey, which today rest outside of Hamilton Hall at the U.S. Coast Guard Academy.

Right into drydock at San Francisco, California, circa 1899. Note her single screw Catalog #: NH 72407

Photographed circa 1900. You can see her torpedo tube molded into the bow. Note: Rigging has been retouched in this print Description: Catalog #: NH 46471

USRC McCulloch (1897-1917) Off the Mare Island Navy Yard, California, circa 1900. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 46474

USRC McCulloch (1897-1917) Photographed by Vaughan & Keith, San Francisco, California, circa 1900. Halftone print. Description: Catalog #: NH 46472

Off the Mare Island Navy Yard, California, circa 1900. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 46473

Off the Mare Island Navy Yard, California, circa 1900. U.S. Naval History and Heritage Command Photograph. Catalog #: NH 46473

For the next two decades, the cutter lived a much more sedate life, cruising from the Mexican border northward from her station in San Francisco until being ordered to Alaskan waters from 1906-12 as part of the Bearing Sea Patrol where she did everything from rescue lost fishermen to enforce the law in gold rush port towns to regulate the sealer exclusion zones in the Pribilof Islands.

In Alaskan waters during the time of Jack London’s books. She is likely dressed for a national holiday, probably July 4

McCulloch in Seward, Alaska Territory

Returning to California she cruised the West Coast until war broke out in April 1917.

USRC McCulloch Caption: At San Diego, California, before World War I. Description: Courtesy of Thomas P. Naughton, 1973. Catalog #: NH 92209

Note the difference in profile. In 1914, USRC Cutter McCulloch was ordered to Mare Island Navy Shipyard where the cutter’s boilers were replaced, the mainmast was removed and the bowsprit shortened. In 1915, McCulloch became a US Coast Guard Cutter when the US Revenue Cutter Service and US Life-Saving Service were combined to create the United States Coast Guard. Credit: Gary Fabian Collection via NOAA

Transferring once again to Navy service, she prowled the coast just in case German surface raiders popped up (remember the raider Seeadler was active at the time and captured three American-flagged schooners in June-July in the Southeast Pacific, and the raider Wolf had poked her nose into the West Pac).

However, McCullough was not destined to take another German ship under fire in time of war, as on the morning 13 June 1917, three miles northwest of Point Conception, California, she collided with the Pacific Steamship Company’s steamer Governor (5,474-tons) in dense fog.

One crewman, Acting Water Tender John Arvid Johansson, lost his life but all other hands were saved while the cutter sank in just 35 minutes. Johansson, trapped in his bunk when the collision occurred, never stood a chance.

“I heard the signal to abandon ship and went up on deck through the companionway onto the main deck to go to my station when I heard someone singing out for help. It was Johanson [sic] and he was all doubled up in the wreckage about three feet from where his bunk was. He was out against the ice boxes. There was nobody else around, so I took some of the wreckage away and there was a piece of wood eight inches long stuck in his side. The master-at-arms passed the word for men to carry him to a surf boat.” Robert Grassow, Carpenter, USCG Cutter McCulloch. Credit: San Francisco Maritime National Historical Park_ K036.07068.1o

Note, she has twin masts, a scheme she only carried in 1917. Also, note the fog bank. A court of inquiry showed that the cutter had stopped in the fog and turned her signals on, while SS Governor was making 14 knots.

At the time, the vessel was deemed lost in water too deep to permit any salvage effort. A naval board of inquiry in March 1918 placed the blame for the collision on the Governor, who was barreling through the fog bank at 14 knots in a dangerous area known as the “Cape Horn of the Pacific.”

During the collision with the McCulloch, there were 429 passengers and crew aboard the Governor with no reported injuries. The big steamer was found at fault for not obeying the “rules of the road” and agreed to a settlement payment to the U.S. government of $167,500 in December 1923.

As for her classmates: Cleveland-built sisters Algonquin and Onondaga had been sold in 1930 and 1924 respectively and disposed of. Boston-built Manning likewise was sold for scrap in 1931. Gresham, sold by the Coast Guard in 1935 for scrap was required by the service in WWII for coastal patrol, then became part of the Israeli Navy before disappearing again in the 1950s and was last semi-reliably seen in the Chesapeake Bay area as late as 1980.

However, we are not done with McCulloch.

On Tuesday 13 June 2017, RADM Todd Sokalzuk, commander of the 11th Coast Guard District, and Robert Schwemmer, West Coast Regional Maritime Heritage Coordinator for NOAA’s Office of National Marine Sanctuaries, announced that USCGC McCulloch CG-3 had been found and identified.

During a joint NOAA – USCG remotely operated vehicle (ROV) training mission in October 2016, the science team confirmed the historic remains of McCulloch off Point Conception. Working off the Channel Islands National Marine Sanctuary’s R/V Shearwater, a VideoRay Mission Specialist ROV was deployed to survey and characterize the archaeological remains of this historically significant shipwreck in America’s U.S. Coast Guard and U.S. Navy’s military history.

The helm, or steering station, was located on the upper deck of the flying bridge of the USCG Cutter McCulloch. The helm’s steering shaft interfaced with a second helm located in the protected pilothouse one deck below. Both helms were connected to a steam steering machine that provided power-assisted steering, so the ship could be piloted from either station. Because the flying bridge was unprotected from the weather, that helm had to be constructed of nonferrous metal. Its wooden handles have succumbed to wood-boring organisms.Credit: NOAA/USCG/VideoRay

The first diagnostic artifact discovered at the shipwreck site of the USCG Cutter McCulloch is the 15-inch torpedo tube molded into the bow stem. Metridium anemones drape the bow stem and are found on other sections of the wreck where there is exposure to prevailing currents. Credit: NOAA/USCG/VideoRay

“McCulloch and her crew were fine examples of the Coast Guard’s long-standing multi-mission success from a pivotal naval battle with Commodore Dewey, to safety patrols off the coast of California, to protecting fur seals in the Pribilof Islands in Alaska,” said Sokalzuk. “The men and women who crew our newest cutters are inspired by the exploits of great ships and courageous crews like the McCulloch. I extend the Coast Guard’s heartfelt thanks to our partners in the National Oceanic and Atmospheric Administration for helping us locate this important piece of our heritage and assisting us in preserving its legacy.”

McCulloch rests on the ocean floor off of Point Conception near the 1917 collision site.

Officials have not determined plans for the next phase of exploration of the shipwreck. McCulloch is not located within a NOAA Marine Sanctuary, but the ship is U.S. government property and is protected under the Sunken Military Craft Act of 2004. No portion of any government wreck may be disturbed or removed.

On the East Coast, McCulloch’s memory is maintained as well.

Every USCGA and NOAA Officer Corps cadet pass these almost every day

Remember, the guns she brought back from Manila Bay are at the USCGA are the following pieces of maritime art.

McCulloch in the Battle of Manila Bay, her four 6-pdrs barking. By Donald J. Phillips

McCulloch heading off the Germans at Manila Bay by Donald J. Phillips

USRC McCulloch; painting, Coast Guard Academy Museum Art Collection, “Here McCulloch, with her while hull and buff superstructure and stack, makes way under steam and full sail. In the first years of the twentieth century the masts and sails (with a few exceptions), coal-fired boilers, and iron hulls gave way to steel, oil and diesel fuels, and turbine propulsion, closely emulating the maritime technological advancement of the US Navy. Nevertheless, the cutters remained distinctive vessels, easily recognizable from their Navy counterparts due to their “form following function” designs as well as the colors adorning their hulls.”

Specs:

Plans with overlay information by NOAA

Displacement: 1,280 tons
Length: 219′
Beam: 33′ 4″
Draft: 14′
Machinery: Triple-expansion steam, 21 1/2″, 34 1/2″, and 56 1/2″ diameter x 30″ stroke; 2400hp to a single shaft. Two boilers, 200 psi.
Rig: Barquentine with nine sails, later two “military” masts without rigging by 1914
Performance: 17.5 knots at trial
Complement: 68 Officers and Men as designed. 130 in 1914
Armament:
4 x 6pdr (57mm); 1 torpedo tube (as built)

If you liked this column, please consider joining the International Naval Research Organization (INRO), Publishers of Warship International

They are possibly one of the best sources of naval study, images, and fellowship you can find. http://www.warship.org/membership.htm

The International Naval Research Organization is a non-profit corporation dedicated to the encouragement of the study of naval vessels and their histories, principally in the era of iron and steel warships (about 1860 to date). Its purpose is to provide information and a means of contact for those interested in warships.

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Montenegro, reporting for duty

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The small Balkan country of Montenegro just became the 29th NATO member, despite the howls from a traditional ally, Moscow.

Below is the flag raising ceremony, performed by the Honour Guard of Montenegro, at NATO headquarters on June 7.

The uniforms worn by the guard represent the old Kingdom’s uniforms from the WWI era.

The guard is armed with Yugo Zastava-made M59/66 SKS rifles. Besides the Guard, the modern ground forces of Montenegro consist of a battalion-sized light infantry force armed with German and Austria small arms (HK G36s and 416s, Glock 17, Steyr AUG).

The historic force

The tiny mountain kingdom of Montenegro was the smallest of all combatants in the Great War. The population of the very poor country was placed at some 500,000, many times less than any of the other 1914 powers. Other than an imperial guard unit, the army had no real peacetime strength, the only professional soldiers being a small volunteer training cadre. The country however lived on a war footing, with each man required to carry a Gasser heavy revolver at all times by order of the king. The army was set to be mobilized within a period of 48 hours through the use of flag and lamp signals being sent from hill to hill. Every reserve Montenegrin soldier was given his personal weapons and equipment to keep with him at home and be prepared to report at a moment’s notice with his own change of clothes and short-term supply of foodstuffs.

From a German guide, 1914

To be blunt, the force was arguably the worst equipped army on the continent at the start of the Great War. It was perhaps the only military in Europe at the time that had no cavalry due both to a shortage of horses and unsuitable terrain. The kingdom had the worst roads (almost impossible in many cases except in single file) in a region known for poor roads. There were only 26 miles of railway in the entire country.

A Montenegrin column on the march between Rijeka and Podgoritze on to the Albanian-Serbian frontier. Original wash drawing signed and dated by Canton Woodville, for unidentified magazine issue of Aug. 1, 1908; infantry column on the march on the narrow mountain path, accompanied by women and pack-mules, body of water and mountain in the background. Prints, Drawings, and Watercolors from the Anne S.K. Brown Military Collection. Brown Digital Repository. Brown University Library. https://repository.library.brown.edu/studio/item/bdr:239061/

The soldiers in many cases wore no uniform, with most reservists showing up on mobilization day wearing a blend of civilian clothes accented with the occasional bandoliers, cap or greatcoat. Officers wore a uniform patterned on the Tsarist Russian Army of the time.

Artillery, pulled by oxen, was limited to about 70 pieces of a dozen different Italian and English makes dating to the 1850’s. Montenegro was an ally of the Russia, who donated most of the army’s weapons. In 1902, 44,000 artillery short swords, 30,000 Berdan breechloading rifles, and 25,000 Smith & Wesson .44 caliber revolvers were given by the Russians to their Montenegrin allies. The fact that all of these weapons had been withdrawn as being obsolete was of little concern. A small shipment of more modern Mosin Nagant M.91 bolt action rifles was sent just before the war.

Weapon examination in the Montenegro army c. 1914. Note the mix of uniforms and gear.

Mobilized strength of the army was some 50,000 men organized into 59 battalions of light infantry and 16 independent 40-man “scouting units”. The officer corps was made up of about 700 officers, with field grade members principally selected by local tribal lots and votes, etc. for service in the army. These men often had very little if any modern military training. The army was, in particular, lacking in the region of medicine with not a single full-time military doctor, dentist, or veterinarian of any kind held on the rolls before the war. The Commander-in-Chief was King Nikola and the Army Chief of Staff was Serdar/Gen. Janko Vukotić, while Serbian Maj. Gen. Bozidar Jankovic served as field commander (all shown in the second plate above).

This force took the field on 29 July 1914 and met the Austrians combat. It was a seasoned group of mountain fighters, with the rank and file having just fought against the Ottoman Turks in the 1912-1913 Balkan wars, and they acquitted themselves well in inital battles.

Albanian nationalists took advantage of the Austrian invasion and launched their own incursion into Montenegro in August 1914. This forced the Montenegrins to fight a war on both ends of their tiny kingdom at once. It is not reliably reported how many casualties the hardy fighters took, but what is known is that the army gave their last full measure, being virtually wiped out in battle against the Austrians in the closing months of 1915. On 25 January 1916 Montenegrin Gen. Janko Vukotić, ordered the remnants of his army to lay down their arms and disperse, and then surrendered his staff to the Austro-Hungarians while King Nikola fled the country.

Post-war, Montenegro became part of Yugoslavia and her army was only reconstituted upon full independence in 2006.

Today, they amount to about  2,000 active and 500 reservists.

In recent years, they have participated in a number of international operations abroad and last week an 8-man Montenegrin maritime protection team that is currently on board the World Food Programme (WFP) ship, MV Esbjerg, won accolade from EU NAVFOR’s Force Commander, Rear Admiral Rafael Fernández-Pintado Muñoz-Rojas, for their work protecting the Esbjerg from Somali pirate action groups.

Note the country patch. Back in business.

Cape Helles on a summer’s day in 1915

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(Photo source - © IWM Q 13340) (Colourised by Royston Leonard from the UK)

(Photo source – © IWM Q 13340) (Colourised by Royston Leonard from the UK)

A British 60 pounder Mk I battery in action on a cliff top at Cape Helles, Gallipoli, possibly in June 1915. The unit might be the 90th Heavy Battery, Royal Garrison Artillery, located forward of Hill 114. The gun has the inscription “Annie” painted on the barrel.

IWM caption: A 60-pounder battery in action on a cliff top. Right to left: Ron Hilyard (sitting down), Fred Garland (sitting down), Horrie Veivers (standing), Bill Lamprill (standing with shell), Alf Easther (standing next to gun), Tom Gaston (sitting with shell), Frank Lynch (on knee behind gun), Charles Geard (standing), Angus Suthers (standing), Joe Beckworth (standing) ,Herb Silcock(?)

 

Warship Wednesday, May 31, 2017: The Swordfish of the Baltic

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Here at LSOZI, we are going to take off every Wednesday for a look at the old steam/diesel navies of the 1859-1946 time period and will profile a different ship each week. These ships have a life, a tale all their own, which sometimes takes them to the strangest places. – Christopher Eger

Warship Wednesday, May 31, 2017: The Swordfish of the Baltic

Image via Saab Defense, who own Kockums.

Here we see the ubåt HSvMS Svärdfisken (Sf) of the Royal Swedish Navy (svenska flottan) as she appeared in 1914 on builder’s trials from Kockums before delivery to the fleet.

The cool kid stuck sitting in the Baltic between the knuckle-cracking bruisers that were the Kaiser’s Germany and the Tsar’s Russia, Sweden faced the problem of being able to keep her sea lines of communication open while appearing to be too tough a nut to crack should either one of the class bullies decide to come sniffing around. This meant innovative coastal battleships and submarines.

While Sweden counted among her illustrious sons no less a person than early U-boat pioneer Thorsten Nordenfelt who sold cranky early submarines to Turkey and Greece, the country went shopping elsewhere for some more mature designs.

The first Swede ubåt, the stubby single-hulled HSvMS Hajen (Shark) was built at Bergsunds Mek. Verstad in Stockholm in 1904 under the eye of former USN engineering officer and MIT graduate Carl Eric Richson (himself a Swede) and, at 111-tons and 77-feet oal, would be considered a midget sub today. She carried a single 450mm bow tube and could make 9.5-knots wide open.

Next were a series of three locally built “bathtub” boats of the same size as Hajen built in 1909, followed by a narrow and sexy Italian sub, HSvMS Hvalen (Whale) of some 140-feet, built at Fiat-Laurenti of San Giorno in 1912.

Italian Foca Class Submarine built by Fiat-San Giorgio at La Spezia for the Swedish Navy in 1909,HSwMS Hvalen pictured in Portsmouth Harbour c.1910, in the background is an unidentified Eclipse Class Second Class Protected Cruiser.

While Hvalen was nice, had a double-hull, and could touch 14-knots, the spaghetti boat also had leaky gasoline engines that were prone to catch fire at the most inopportune times.

This brings us to the decision in 1913 by the Swedes to contract with Kockums Mek. Verkstads AB of Malmo to build the first modern all-Swedish combat submarines, the Svärdfisken (“Swordfish,” Kockums hull No. 115, Swedish Navy pennant “Sf”) and Tumlaren (No. 116, pennant “Tu”) while the near-sister Delfinen (“Dolphin,” pennant “Df”) was laid down at Bergsunds Mek. Verkstad.

Svärdfisken at her builder’s dock, early 1914. She was delivered 25 August, just three weeks after the outbreak of the Great War. (Photo: Saab)

A modification of the Fiat-Laurenti design of Hvalen, these 300-ton boats had a long, narrow pressure hull and went 148-feet overall. Gone were the gasoline engines, replaced by a pair of Swede Jonas Hesselman’s forward-thinking 500 hp diesels which charged batteries for two Luth & Rosén electric motors on twin shafts. On the surface, they could make 14.2-knots, submerged 9.5. The difference between Delfinen and the two Kockums-built craft was that she carried a different set of diesels that generated 450 hp each (good for 13.2kts) and a slightly modified single hull design.

The vessels’ 21-man crew operated a pair of 450mm torpedo bow tubes with four “fish” carried as well as a low-angle M98 37mm deck gun kept very greasy to help abate salt-water corrosion.

The class was designed from the ground up to use wireless sets, which at the time were so new as to almost be considered a novelty.

Note the double periscopes

All ships of the class could dive to 110-feet, which was sufficient for use in the shallow waters of the Baltic– and they could float in 11 feet of seawater and operate at a periscope depth of 25 feet. The crews trained to spend upwards of 24 hours at a time submerged, most of it stationary.

Note her deployed high mast which incorporated a wireless antenna. As with the image above, her deck gun has not been fitted yet.

When the Great War kicked off and Germany and Russia began to duke it out on the regular whenever the Baltic ice allowed it, all three of the new Swede swordfish were operational and spent much of their time at sea enforcing Swedish neutrality at the force of a torpedo tube and deck gun– stepping up the latter to a 57mm Bofors piece after Armistice Day. This early cold war often turned hot, with Hvalen on at least one occasion taking deadly fire from an armed German trawler.

The two Kockums-built boats were reportedly popular with their crews and had an enviable safety record, a feat that was often elusive with pre-WWI designs.

The three sisters alongside tender in 1917, the elderly 1870s 175-foot iron-hulled steam gunboat HSvMS Skäggald (Bearded Eagle)

Then came the salad days of the Swedish Navy’s submarine force.

By 1929, the King’s ubat fleet counted the 3 Svardfisken, 2 Laxen-class, 2 Abborren-class, 3 Hajen-class, 3 Bavern-class, HSvMS Valen, and 3 Draken-class vessels giving the force a total of 17 modern hulls. When you take into account the Germans were forbidden by the Versailles Treaty to operate/maintain U-boats, and the Soviets’ Red Banner fleet was still crippled by the Great War/Revolution/Civil War and remained that way until the early 1930s, Sweden had more operational submarines in the Baltic than anyone else.

And it would only get stronger, as in 1933 a program to build a dozen new 200~ foot subs, each with a six-pack of 21-inch tubes, were ordered. This, of course, led to the withdrawal of some older designs.

While the cranky Delfinen was scrapped in 1930, Svärdfisken and Tumlaren had their names struck (and recycled for new submarines) and were placed in reserve in 1936 to continue to serve as pierside trainers.

Still in reserve when the next war came but working with hulls considered too unsafe to submerge and take into combat, both Kockums-built boats were used as floating AAA batteries along the Swedish coast during World War II. For this, they landed their old low-angle 57mm deck gun and fitted a few 40mm Bofors and light weapons.

All the Svärdfisken-class were scrapped by 1946, with the set-aside Bofors 57mm deck gun (Ubåtskanon) of Svärdfisken retained and placed on public display at the Swedish Marinmuseum.

 

Via Swedish Marinmuseum

As mentioned above, the Svärdfisken and Tumlaren had their names given to new Sjölejonet-class ubats commissioned in 1940. These vessels remained in the fleet through WWII and the Cold War until 1959 and 1964 respectively.

Since the production of Svärdfisken, Kockums has produced no less than 73 submarines, with the latest being the Gotland-class and pending A26s, which, while sharing many traits of the old Swordfish (small, shallow divers) are still some of the most innovative and deadly in the world.

Via Saab

A26 via Saab

Specs:

Via Swedish Marinmuseum

Displacement: 247 tons surfaced, 300 smgd
Length:148 ft.
Beam:    13.78 ft.
Draft:    10 ft.
Engineering: Diesel engines, 2 x 500 hp, electric motor 2 pcs
Speed:    14.2 knots, surfaced. 9.5 submerged.
Endurance: 1,000nm at 10kts surfaced, 40nm at 5kts submerged.
Diving depth 35 m
Crew     21 men
Armament     2 x 45 cm torpedo tubes, 1x37mm M98 (replaced by M1919 57mm by 1920).
(1939)
2x 40mm Bofors singles, machine guns

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