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Warship Wednesday November November 13th Of Irish Clippers and Russian Comrades

Posted on November 14, 2013 by laststandonzombieisland 3 comments

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. – Christopher Eger

Warship Wednesday, November 13th Of Irish Clippers and Russian Comrades

Here we see the four-masted barque rigged clipper ship Tovarish (also spelled Tovarisch, and Товарищ meaning “comrade”), the pride and joy of the Pre-WWII Soviet Red Banner Fleet, Military Maritime Fleet of the USSR in full sail. She served under no less than four flags and fought in three wars– often on both sides.

Launched at the Irish-based shipyard of Workman, Clark & Co., Belfast, for Galbraith & Moorhead, London, and delivered in December 1892, her original name was the clipper Lauriston. She was a four-masted windjammer built for blue-water cross-ocean trading service. There was nothing about her that was modern even at the time of her birth. She had no electric lights, no engine of any sort, no mechanical ventilation, no refrigeration, bathing facilities, watertight bulkheads, or water distillation devices. There was a single steam boiler, but it was just for powering the cargo boom to load and unload her four holds. She was one of the last of the old-school clipper ships. Her crew did everything manually from turning capstans on up. Their only comfort was salted pork and stored water. Their only light was by the flicker of kerosene wicks. While the ship would sail for over 50 years, this was never improved upon.

Nevertheless, what she lacked in comfort she made up for in speed, without any coal or oil to store, freed up most of her below-deck areas for cargo. She raced the oceans from one continent to another for twenty years. She completed the Liverpool – Rangoon run in just 95 days once and the Holyhead – Calcutta one in 96. When it was considered that these trips normally took even steam-assisted ships 107 and 116 days respectively, you can see just how fast the ship was. This shouldn’t surprise you when you realize that her sail plan was for nearly 10,000-square feet of canvas aloft on 30 sheets.

She hauled silks, sheep, dry goods, jute, teak wood, wool, and just about anything else that paid. First for Galbraight, then after 1905 for G. Duncan & Co, then after 1910 for Cook & Dundas, London (sold for £ 4,000), and finally to Cherey, Eggar & Forrester of London in 1913.

On to Russia!

It was Eggar (no relation) who sold the ship to an agent of the Tsar in 1914 to work the convoy route from Aberdeen to Murmansk during World War One, carrying railroad ties and equipment. A large quantity of the Murmansk-St Petersburg Railway, which was completed in 1917, came from the UK on the Russian-owned, Finnish/British-crewed His Russian Majesty’s Ship Lauriston. After the line was finished, she became a coal lighter/mothership for the flotilla of Russian navy minesweepers there. (She would be used for this in another war too, but more on that later.)

When the Tsar was kicked out in 1917 and the now-Soviet Russians sued for peace in March 1918, the Brits accompanied by other allied forces (including US doughboys) seized Murmansk. It was then the Lauriston was seized by the Brits and placed at the disposal of the Hudson Bay Co., London, moving cargo back and forth from the UK to Murmansk as needed and serving as a floating base of operations for these “Interventionist” forces in the Russian Civil War. When the Brits evacuated Murmansk to the Soviets in 1920, they towed the Lauriston back with them of course.

I mean, she may have been a 28-year old scratch and dent windjammer from another era, but she was free, right?

Well, not quite. It seems the Soviets believed that what the Tsar once owned, the State now did and by 1921 they had pitched enough of a fit to get her back. After having a refit for her (new sails, rigging, etc) at bargain prices in Germany, she was renamed Tovarish (Comrade) in 1923 and made a training ship for the Soviet navy and merchant marine, officially assigned to the Leningrad Maritime College. In her new service, she had a 32-man crew of professional officers and NCOs who oversaw 120 cadets.

She also had female crew, with the ladies being seen as equals under the new Communist utopia.

Moreover, she was one of the first operational Soviet-flagged merchant ships. This meant she could move across Europe in the 1920s, bringing back to the Soviet Union much-needed flour (the country was beset by famine throughout the 20s).

It was also theorized that she dropped of Soviet agents, and picked up Communist political prisoners. In one mission six Communist party members in Estonia were quietly bundled out to the Tovarish and away from local authorities, escaping a death sentence passed upon them.

She was the first Soviet-flag ship to enter and receive honors in many foreign ports from Europe to the Americas. For instance, she completed a run from Leningrad to Rosario, Argentina in 1926 in just 74 days by sail alone. Although with no watertight bulkheads and a riveted iron-hull, she was very strong. So much so that in a collision in the English Channel in 1928 with the Italian cargo ship “Alcantara“, it was the newer Italian steamer that went to the bottom while the Tovarish picked up survivors. Two years later an English Admiralty Court ruled that the Italian steamer was at fault, not the Soviet school ship.

It was during these salad-days of the pre-WWII Red Navy that the Tovarish proved a happy and successful ship. Her cadets included many men who would go on to become admirals of the Red Navy during and after the war.

One of the heroes that walked her deck was the infamous Alexander Marineseko, the highest scoring submarine ace in Russian history. While aboard Tovarish at age 17, Marinesko stood on his hands high up the tallest mast of the ship. Seeing the young man teetering precariously 20 meters above the deck, the ship’s longtime captain, Ivan Freiman prophesied: “You will go through a whole lotta pain, young man, if you do not learn to tame your desires and your nature!”

The cadet should have listened because even though he sank two huge German naval troopships in the Baltic (Wilhelm Gustloff and General Von Steuben) taking more than 15,000 souls down in the process, he was cashiered from the Navy for drinking and chasing tail.

When World War Two broke out, the Tovarish was sitting at Novorossisk in the Black Sea. As the Germans approached the port in 1941, the Soviets abandoned the school ship, opening her to the sea. The Germans were able to raise her and tow her to Mariupol where she sat as a floating barracks ship for the Croatian Naval Legion (Hrvatska Pomorska Legija).

The Croatian Naval Legion wore German Kreigsmarine uniforms with a Croat checkerboard emblem on the sleeve. These Adriatic sailors lived and fought from the Tovarish for nearly two years

This group of 340 ethnic-Croat sailors was formed by the Nazi-puppet Croatian Government and sent to the Black Sea to man minesweepers and patrol boats for the Germans. The Croatian government hoped that the German Kriegsmarine would use their valiant countrymen on the Eastern Front to gain valuable experience and form the core of future free Croatian Navy. Active throughout 1942, the Croatian Legion owned 31 small sailing-craft and 35 motorboats, which they operated from the mother-ship Tovarish.

In August 1943, with the Soviets closing on Mariupol, the Germans/Croats sank the ship for the second time, with Soviet aircraft finishing the job. There she sat on the harbor floor until 1959 when she was raised and scrapped. Her anchor was retained In the Town Square near the port gate, where it remains to this day, a 4-ton 1890s Irish anchor in a Ukrainian port.

She was also remembered with a special gold coin for the 300th Anniversary of the Russian Navy in 2000, as well as a postage stamp by the Soviet Union in 1981.

*(As a side note, when the Soviet Navy seized the scuttled German training ship SMS Gorch Fock at the end of the war, she was soon salvaged and repaired as a replacement for the lost Torvarich. Fittingly, that replacement ship carried the name Tovarisch in the Soviet Navy from 1951-90 and then in the Ukrainian Navy until 1999. This kept a legacy of nearly 75 years of naval training on a sailing ship named Comrade, flying the red banner fleet’s ensign. )

Specs:

The length of the upper deck (register), m 86.73(284.56-feet)
LWL, m    84.00
Beam at the middle, m 12,80, m (41.99-feet)
Depth, m    7.93
The height of the outer bar keel, mm 254
Maximum draft with the keel, m 6.60 (21.65-feet)
Full-load displacement, t 4750
Lightship, t    1150
Deadweight, t 3600
Capacity Gross, Reg. t    2472
Capacity clean, reg. t    2118
By Bruce    3.3
Crew    32
Number of trainees 120
Armament (small arms)

Sail plan:
(Sail area, m2, four-masted barque)
Flying jib –    57.9
Cleaver –    66.3
Midship jib – 62.8
Fore topmast staysail –    68.6
Fok – 226.0
The lower form Marseille – 127.0
The top form Marseille – 142.0
The lower form bramsails – 76.4
The top form bramsails – 92.8
Four-bom-bramsails –    70.0
Main-topmast staysail 1st grotto –    66.6
Main-topgallant staysail 1st grotto – 58.0
The first cave – 243.0
The lower topsail 1st grotto – 127.0
The upper topsail 1st grotto – 142.0
Lower bramsails 1st grotto – 76.4
Upper bramsails 1st grotto – 92.8
Groth-bom-bramsails 1st grotto –    70.0
Main-topmast staysail 2nd grotto –    66.6
Main-topgallant staysail 2nd grotto – 58.0
The second cave – 231.0
The lower topsail 2nd grotto – 127.0
The upper topsail 2nd grotto – 142.0
Lower bramsails 2nd grotto – 76.4
Upper bramsails 2nd grotto – 92.8
Groth-bom-bramsails 2nd grotto –    70.0
Apsel – 68.6
Cruys-topmast staysail – 53.6
Mizzen –   105.0
Mizzen topsail hafnium – 48.4
Total – 3005.0m2

If you liked this column, please consider joining the International Naval Research Organization (INRO)
They are possibly one of the best sources of naval lore http://www.warship.org/naval.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.

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday November 6th Farragut’s G Ride

Posted on November 6, 2013 by laststandonzombieisland 5 comments

Here at LSOZI, we are going to take out 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. – Christopher Eger

Warship Wednesday, November 6th Farragut’s G Ride

Here we see the 225-foot long 40-gun screw sloop of war USS Hartford as she appeared in 1862 when leading the US fleet under the command of Flag Officer (Admiral) David G Farragut up the Mississippi River. The Hartford is the tall ship in the center, mixing it up with a rag-tag group of rebel ships in the night as she steams upriver past Forts Jackson and St Phillips at the far left and right. The ship alongside is the Confederate ironclad CSS Manassas that was too slow to keep up with the swift Hartford. This is a photograph of the classic painting by Julian Oliver Davidson entitled “Capture of New Orleans by Union Flag Officer David G Farragut“.

Here we see a A 9-inch Dahlgren smoothbore naval gun and crew in the stern pivot position of USS Miami, 1864. The Hartford carried 20 of these bad boys, each of which could fire a 75-pounds shell over 3400-yards, which was devastating for the time.

Here we see a 9-inch Dahlgren smoothbore naval gun and crew in the stern pivot position of USS Miami, 1864. The Hartford carried 20 of these bad boys, each of which could fire a 75-pounds shell over 3400-yards, which was devastating for the time.

Built at Boston Naval Yard, Hartford was commissioned on 27 May 1859. A powerful ship, she carried 20 impressive 9-inch Dahlgren guns another twenty 20-pdr rifles, and a few 12-pounders that could be landed ashore. Her 300 man crew could fight, land up to 100 person naval party ashore for raids, and steam the sloop with her combined coal-fired boiler-driven screw powered by two horizontal double piston-rod engines coupled with a sail rig at speeds over 13-knots. With her range virtually unlimited due to her hybrid propulsion, she spent the first two years of her life sailing the Orient and Africa, showing the flag.

Hartford leading the Gulf Squadron up the Mississippi

When the Civil War broke out, Hartford was recalled home and arrived in Philadelphia by the end of 1861. After a short refit, she was placed under the command of Farragut who used her as the flag-ship for his West Gulf Blockading Squadron. On April 24, 1862, Hartford hung a red lantern on her mast in the darkness of predawn and led the ships of the squadron up the heavily defended Mississippi River, deep into Confederate history. Forcing the river mouth as seen in the painting above, the Hartford arrived in New Orleans the next day and started the task of cutting the Confederacy in two. This was finally accomplished in July 1863 after the Vicksburg campaign, in which Hartford remained as flagship. During the campaign the ship suffered much damage from shore batteries, snipers, and fire-barges, even having about a quarter of her above-water hull charred black.

Then on 5 August 1864, the ship again led the fleet into the hell that was Mobile Bay. Secured by Fort Gaines at Dauphin Island to the East and Fort Morgan on Gulf Shores to the West, the Bay itself was strewn with submarines, naval mines (called torpedoes), the ironclad warship CSS Tennessee, and other fears. With the fleet at risk, Farragut lashed himself to the masts of Hartford and directed the fleet from the rigging with his force of will and a megaphone.

The deck plate that Farragut stood on before ascending the rigging of the Hartford, preserved at the Fort Gaines museum.

When the monitor USS Tecumseh blew up, rolled over, and sank in the muck of Mobile Bay, the fleet began to falter. It was believed that the new warship had struck and been holed by a rebel torpedo. Then came Farragut’s cry of “Damn the Torpedoes, full speed ahead.”. At that, the Bay entrance was passed, leaving the Forts to fall from infantry assaults from their landward sides, and Mobile closed for business to blockade runners.

Admiral Farragut and the USS Hartford's Capitan Percival Deayton, USN, aboard the ship in 1864. Deayton was Hartford's 6th captain. Her last , CPT Earl Peck Finney Sr in 1923 was her 23rd. No less than a dozen of the men who walked the decks of Hartford at the Battle of Mobile Bay that year would become recipients of the Medal of Honor.

Admiral Farragut and the USS Hartford’s Captain Percival Deayton, USN, aboard the ship in 1864. Deayton was Hartford’s 6th captain. Her last, CPT Earl Peck Finney Sr in 1923 was her 23rd. No less than a dozen of the men who walked the decks of Hartford at the Battle of Mobile Bay that year would become recipients of the Medal of Honor.

After the Civil War, Hartford was sent to the Pacific, becoming the head of the new Asiatic Squadron. She would spend the next 34 years on the West Coast between China and California, with stops at virtually every port in between. In 1880, she was given the barely used twin non-condensing back-acting steam engines of the scrapped Milwaukee-class river monitor USS Keywadin, which doubled her power plant. Her original bronze screw was replaced by a new one, but the Navy did not throw this old prop away. We’ll get to that later.

The Hartford at sea in 1905, nearly 50 years young

The Hartford was one of the few Civil War-era ships that the Navy maintained into the 20th Century. Remember, by 1865 the US fleet had swollen to where it was arguably the largest and most modern in the world, with more than 671 ships including the most up-to-date collection of all-gun, all-armored, steamships. However, the nation soon divested itself of more than 90% of its naval list within a decade. Even though she was not the most modern in the fleet, Hartford, famous for her time with Farragut and capable of miserly travels on her sail suite, was retained not only on the list but in active service while her would-be replacements were broken up for scrap.

Gun drill, 1905. Note the long-barreled flap holsters for Colt 38 revolvers and the two 57mm Hotchkiss guns trained out to sea.

By the dawn of the 20th Century, the old screw frigate was over forty years at sea but was still a service. Rebuilt and sent to the East Coast, she spent twelve years from 1899-1912 as the unarmed seagoing training ship for Naval Academy midshipmen as well as new bluejackets and goats. Although the ship was almost all original above deck, her Civil War-era engines had been replaced by a pair of modern 1000-hp compound engines coupled to their own boilers. They did still turn the same single screw installed in 1880 however and would for another half-century.

Ships inspection 1905

With the Navy moving from sail and coal to oil, she found herself a solid anachronism and by 1913 was reduced to a dockside receiving and barracks ship in Charleston South Carolina, moored just a mile from Fort Sumter, like two bookends to Civil War that had happened more than fifty years before. There she endured World War One, still in commission and serving as a floating headquarters for the local Naval District. In 1928 she was decommissioned, having given 69 years of famous service. The Navy held on to her as floating equipment without either masts or engines, giving her the official hull number of IX13. She was towed first to Washington Naval Yard in 1938, then to Norfolk in 1945, with the ultimate goal of turning her into a floating and restored museum alongside the old USS Olympia, Dewey’s flagship during the Battle of Manila Bay. During this time she was largely gutted and her hull repaired in preparation.

After her decommissioning in 1928, she became a barracks and receiving ship for another decade. Basically a floating hotel (BQ) for sailors between berths. Note her decks built up to accommodate another row of berths and how high she sits in the water, not needing cannon, coal, or rigging anymore.

This was not to be and the mighty old warship eventually filled slowly with water over time and settled on the harbor in 1956. She was raised and scrapped the next year, not feasible of being repaired. Still, a marked piece of naval history, hundreds of relics from the old girl were salvaged. This puts her as one of the most visitable ships that do not exist in the country as parts of her are scattered from coast to coast to coast.

During WWII she sat at Norfolk, her transition to a museum ship put off indeffinatly by the war. Note that her masts have been stepped at the deck level.

During WWII she sat first at Charleston, then at Norfolk, her transition to a museum ship put off indefinitely by the war. Note that her masts have been stepped at the deck level.

Forgotten and neglected, the Hartford settled in the muck along the Virgina coast and sank in 1956, right at 100 years after her keel was laid.

Forgotten and neglected, the Hartford settled in the muck along the Virginia coast and sank in 1956, right at 100 years after her keel was laid.

Her bow figurehead is at her namesake city of Hartford Connecticut at the State Capitol while her ship’s bell is in the clock tower there. One of her anchors is across town at the University of Hartford while two of her Dahlgren guns are at Trinity College in town.

At Mobile, where Farragut damned the torpedoes, one of her anchors is on display in the central parade ground of Fort Gaines, which had fired shots at her in the Battle of Mobile Bay. Inside the museum, there is a brass deck plate that the Admiral walked upon.

One of Hartford’s anchors on the parade ground at Fort Gaines. During the Battle of Mobile Bay, the sloop fired her guns into where her anchor now lay.

The ship’s capstan is in a place of honor at the Farragut Naval Academy at St Petersburg Florida while a hatch-cover is used as a coffee table in the Superintendent’s Office at Annapolis.

Her Civil War-era cannon were removed in a refit in 1887 and sold to Bannerman’s in New York for their value as scrap. Instead of torching them, Bannerman sold them for a slight profit to veterans groups and villages who wanted a tie to the past. A few of these guns were still listed in that company’s catalog as late as the 1940s. Several of these guns, at least 14, are preserved on city greens, town halls, and museums across the country from New York to Maryland to Michigan to California. It is believed that some of these were used to build a breakwater on Bannerman’s Island, where they can still be seen today.

Her wheel and fife rail is at the Museum of the Navy in Washington DC and other relics are found all around the Washington Naval Yard while her billethead is in nearby Newport News as the Mariner’s Museum. Finally, the bronze used to create the statue of Farragut in downtown Washington DC was drawn from the ship’s screw that was removed in 1880.

In effect, Farragut will be a part of Hartford forever.

Specs:
Displacement: 2,900 long tons (2,947 t)
Length:    225 ft (69 m)
Beam:    44 ft (13 m)
Draft:    17 ft 2 in (5.23 m)
Propulsion:    Steam engine and Sails, changed several times from 1859 to 1899.
Speed:    13.5 knots (25.0 km/h; 15.5 mph)
Complement: 310 officers and enlisted
Armament:

(Commissioned to 1863)
twenty 9″ Dahlgren smoothbores
twenty 20-pdr muzzleloading rifles
one or two 12-pdr
(June 1863)
twenty-four 9″ Dahlgren smoothbores
one 45-pdr muzzle loading rifle
two 30-pdr muzzleloading rifles
(June 1864)
one 100-pdr muzzle loading rifle
eighteen 9″ Dahlgren smoothbores
one 30-pdr muzzle loading rifle
three 13-pdr howitzers
(after 1887)
ship’s small arms locker and a few small deck-mounted guns (57mm 6-pdrs) for training until 1912.

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday, October 30 Mr. Holland’s toy

Posted on October 30, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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.- Christopher Eger

Warship Wednesday, October 30 Mr. Holland’s toy

Here we see what started off originally as the Holland VI, a small submersible invented by Mr. John Philip Holland in 1896. The ship was built at Lewis Nixon’s Crescent Shipyard of Elizabeth, New Jersey for Mr. Holland as his sixth personal submarine (as the name implies).

Mr. Holland showing off his boat for the media. Nothing says 1900 submarines like bowler hats…

Just 53-feet long, she was the forerunner of every submarine today. Yes, there had been dozens of earlier experimental boats that had been produced in the US and Europe from the 1700s on, but the Holland VI had several unique features that are now standard on underwater boats. These included both an internal combustion engine (in Hollands case a 45hp Otto gas engine) for running on the surface, and a 56kW electric motor for submerged operation. She had a re-loadable torpedo tube and a topside deck gun (a pneumatic dynamite gun!). There was a conning tower from which the boat and her weapons could be directed. Finally, she had all the necessary ballast and trim tanks to make precise changes in-depth and attitude underwater.

What more could you ask for?

After running around the US coast and several interested (and very international ) parties popping in to take a look at it, the US Navy bought the little boat for $150-grand in 1900. This was about $3.5-million today. She was placed in commissioned six months later as USS Holland (SS-1) on 12 OCT 1900. The US promptly ordered six larger boats from Holland’s Electric Boat Company as did the Tsar. It was Holland boats sold to the Russians that saw limited use in the Russo-Japanese war of 1904-05, itself a dress-rehearsal for most of the technology used in the First World War.

Holland (SS-01), at the US Naval Acadamy, Annapolis, MD., summer of 1905. The crew on deck are, L to R: Harry Wahab, chief gunner's mate; Kane; Richard O. Williams, chief electrician; Chief Gunner Owen Hill, commanding; Igoe; Michael Malone; Barnett Bowie, Simpson, chief machinist mate, and Rhinelander. The two vessels on the right are monitors. The inboard vessel has only one turret and is probably one of 3 monitors: Arkansas (M-7), Nevada(M-8) or Florida (M-9). The outboard 2 turreted monitor is also one of 3 probables: Amphitrite (BM-2), Terror (M-4) or Miantonomah (BM-5).

Holland (SS-01), at the US Naval Academy, Annapolis, MD., summer of 1905. The crew on deck are, L to R: Harry Wahab, chief gunner’s mate; Kane; Richard O. Williams, chief electrician; Chief Gunner Owen Hill, commanding; Igoe; Michael Malone; Barnett Bowie, Simpson, chief machinist mate, and Rhinelander. The two vessels on the right are monitors. The inboard vessel has only one turret and is probably one of 3 monitors: Arkansas (M-7), Nevada(M-8) or Florida (M-9). The outboard 2 turreted monitor is also one of 3 probables: Amphitrite (BM-2), Terror (M-4) or Miantonomah (BM-5).

Made quickly obsolete by very rapid developments in submarine design not only in the US but in Russia, Germany, the UK, and France, she was decommissioned in 1905.

The Navy kept her for eight years in mothballs then sold her as scrap to Henry A. Hitner & Sons, of Philadelphia, Pennsylvania on 18 June 1913 for $100. Within just a few months of her being sold as scrap, British shipping was being sunk at amazing rates by German U-boats in WWI.

The breaker, with that in mind, held onto the ex-Holland through WWI, then passed her onto a local museum who held onto her for 15 years, only cutting her up in 1932 when the Depression dictated it was worth more in scrap iron regardless of sentimental attachment.

A small chunk of her is still in the National Museum of the Navy in Washington.

Nameplate of submarine Holland Exhibited in the “Dive, Dive, Dive!” display area in Bldg. 76

Today the Electric Boat Company still makes boats as part of GenDyn but Holland is largely forgotten.

Specs:

Displacement:    64 long tons (65 t) surfaced
74 long tons (75 t) submerged
Length:    53 ft 10 in (16.41 m) LOA
Beam:    10 ft 4 in (3.15 m) extreme
Draft:    8 ft 6 in (2.59 m)
Installed power:    45 bhp (34 kW) (gasoline engine), later upgraded to 160hp
75 bhp (56 kW) (electric motor)
66 Exide batteries
1 × screw
Speed:    First 3knots then later 8 knots (15 km/h; 9.2 mph) surfaced
5 knots (9.3 km/h; 5.8 mph) submerged
Complement:    6
Armament:    1 × 18 in (460 mm) torpedo tube forward

1 ‘Aerial torpedo tube’ (experimental)
1 × 8.4 in (210 mm) dynamite gun (removed in US Naval service)

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday October 23, The Net Jumping Cricket

Posted on October 23, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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. – Christopher Eger

Warship Wednesday, October 23, The Net Jumping Cricket

Here we see a rendering of a very interesting boat in the Italian Naval service during World War One. Part tank, part torpedo boat, it was designed to crawl over the nets protecting enemy naval bases, then punch holes in the bad guy’s ships, sending them to the bottom and taking them out of the war.

When the Great War started, Italy, which was officially an ally of Germany and Austria, flung its hands in the air and proclaimed its official neutrality. You see Italy bordered France to the west, faced the might of the combined British and French fleets in the Mediterranean, and had very little to gain for coming into the war for the two Kaisers, with everything to lose. After eight months of wooing the Allies, Italy double-crossed their buddies and cast their lot with the West. Although the Italian Army found itself in a bloody stalemate in the Alps against the Austrian army that brought nothing but misery, their navy served a genuine purpose in bottling up the rather large Austrian fleet in the Adriatic. This freed up the British and French forces in the Med to move into the Atlantic to face the Germans.

Just look at all of those pretty Austrian battleships at anchor in Pula harbor. Here you see Austro-Hungarian dreadnought battleships ( Tegetthoff class ) at the roadstead in Pula Croatia , Which Was then a part of the Austro-Hungarian Empire.

For most of 1915, 1916, and 1917 the Italian Navy, (Regia Marina) was content with holding the line across the Adriatic and keeping the Austrians in their ports. Then in 1918, they decided to go north and sink the Kaiser’s battleships where they slept. Two Italian torpedo boats made it into the lightly defended harbor at Trieste and sank the old battleship, Wien. The problem was, the Austrians had years to fortify their largest naval base at Pola (now Pula in Croatia) with anti-submarine nets, anti-torpedo nets, underwater obstacles, coastal artillery, and naval mines. To penetrate these harbors, the Italians had to come up with something different.

They came up with the “Barchino Salvatore” or “punt jumper”. These fifty-foot-long wooden hulled boats had a flat bottom and two tracks along each side of the hull, port, and starboard. Each track held a series of metal crampon hooks and was turned by a set of pulleys fore and aft, propelled by a pair of 5hp electric motors. This unusual boat 8-ton could literally crawl over the rows of torpedo nets and anti-submarine nets that separated the Adriatic from the protected harbor. Once over the nets, the boat would drop into the inner harbor, where it would transit, using its spinning tracks to move like a side-mounted paddle wheel, at 4 knots. Then, lining up with an Austrian battleship at anchor, it would send two torpedoes into its side before beating feet (err, tracks) back out to sea. Of course, this required the punt jumper to be towed to Pola and back by a larger ship, but once there, it was good to go.

The Italians built four of these boats and named them the Cavalletta (Grasshopper), Locusta (Locust), Pulce (Flea), and Grillo (Cricket). The were made a part of MAS 95 and 96 squadrons, which became famous for irregular naval actions in the war.

Four times in early May 1918, two Italian destroyers, two torpedo boats, and the punt jumper Grillo left the Italian side of the Adriatic and made their way in convoy to Pula. On the first three of those attempts, conditions were less than ideal Then on the night of May 13-14, 1918, the Grillo made a go of it with a mission to make it through Pola harbor. Crewed by Stoker Giuseppe Corrias, Seaman Angelino Berardinelli, and commanded by Lieutenant CC Pellegrini, the Grillo made it through four of the five Austrian obstruction nets but got caught on the last one. These obstacles were rows of timber balks and wire hawsers six feet apart.

Four out of five doesn’t count in harbor defenses and the Austrians opened fire on the helpless Grillo when it was caught in the searchlights, which sunk.

Italian crawling MTB Grillo after the attack on Pola on 13 May 1918

Pellegrini

Her three-man crew was captured and ended the war as POWs, winning the Italian Gold Medal for Military Valor.

The Austrians’ Grillo clone

The Austrians thought it interesting enough to make one of their own as a testbed to make sure the Italians couldn’t get successful using one of these tank-boats in the future.

With that in mind, the Italians shelved the other three and concentrated on human torpedoes, which they used to penetrate Pola in November and sink the battleship Viribus Unitis (20,000 t) and the nearby steamer Wien (7,400 t) in the last days of the war.

Specs:
Displacement 8 tons
Length    16.0 m (52.29ft)
Width    3,10 m (10.17 ft)
Draft    0.75 m (2.46ft)
Propulsion    2 electric motors on the axis for 10 HP total
Speed    4 knots
Range   30 mn at 4 knots
Crew    4
Armament    2x 450mm torpedoes

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

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Warship Wednesday October 16, The Ship that Wouldnt Die

Posted on October 16, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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.

– Christopher Eger

Warship Wednesday October 16, The Ship that Wouldnt Die

Here we see the USS Franklin (CV-13), one of the 24 Essex class fleet carriers that were completed. Laid down a year to the
day after Pearl Harbor, the 800+ foot long ship was built in just over 400-days, commissioned 31 January 1944.

She rushed out to sea, did her shake down cruise, and was almost immediately in combat. Among her crew was bandleader Horace Kirby “Saxie” Dowell, who had just had one of the largest hits in the country before the War started with “Three Little Fishes”, which was famously covered by the Andrews Sisters. Saxie at 37 was one of the oldest of the 2600 men on the boat. But like Saxie, most of the rank and file had only a year before been a civilian.

By June 1944 she was neck-deep in Japanese disputed waters, sending sorties into Bonin and Mariana Islands, Peleliu, and other islands on the final push towards the Empire. Then came the Philippines in October where Franklin and her escorts fought in the Battle of the Sibuyan Sea in which her planes helped drop ordnance on the Japanese battleships Musashi, Fuso, and Yamashiro. This was followed by the Battle off Cape Engano where her planes helped scratch the Emperor’s carriers Zuiho and Chiyoda.

Then by March 1945, she was the closest US carrier to the Japanese coast, lying just 50 miles offshore. It was then on 19 March that a single Japanese aircraft came in low and slow on Franklin and dropped two 550-pound bombs right on to her deck. There she had 31 fully armed and fueled aircraft ready to take off for strikes against the home islands. The resulting explosions and fires led to an amazing struggle between men and flame. This left the ship dead in the water, charred, and listing at 13-degrees. Suffering 807 killed and more than 487 wounded, half of the ship’s crew had been killed or seriously injured. Cumulatively on the magazine explosion on the USS Arizona at Pearl Harbor caused more loss of life in US Navy history.

Well within a day she had made enough repairs to make it off to Ulithi Atoll at 14-knots. Within six weeks she had steamed across the Pacific, through the Canal, and into Brooklyn Naval Yard. Her war over, she spent months being restored to near-new condition. Unneeded after the war, she was decommissioned 17 February 1947, having spent just over three years in service. Her condition kept her in mothballs for almost two decades but unlike her sisters, she was never converted to the post war Essex-type pattern with an angled flight deck.

On 1 August 1966 she was sold for scrap.

A monument to the ship is at Bremerton Washington.

Specs:

Displacement:    As built:
27,100 tons standard
36,380 tons full load
Length:    As built:
820 feet (250 m) waterline
872 feet (266 m) overall
Beam:    As built:
93 feet (28 m) waterline
147 feet 6 inches (45 m) overall
Draft:    As built:
28 feet 5 inches (8.66 m) light
34 feet 2 inches (10.41 m) full load

Propulsion:    As designed:
8 × boilers 565 psi (3,900 kPa) 850 °F (450 °C)
4 × Westinghouse geared steam turbines
4 × shafts
150,000 shp (110 MW)
Speed:    33 knots (61 km/h)
Range:    20,000 nautical miles (37,000 km) at 15 knots (28 km/h)

Complement: As built:
2,600 officers and enlisted

Armament: As built:
4 × twin 5 inch (127 mm) 38 caliber guns
4 × single 5 inch (127 mm) 38 caliber guns
8 × quadruple 40 mm 56 caliber guns
46 × single 20 mm 78 caliber guns

Armor: As built:
2.5 to 4 inch (60 to 100 mm) belt
1.5 inch (40 mm) hangar and protective decks
4 inch (100 mm) bulkheads
1.5 inch (40 mm) STS top and sides of pilot house
2.5 inch (60 mm) top of steering gear

Aircraft carried: As built:
90–100 aircraft
1 × deck-edge elevator
2 × centerline elevators

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.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.

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of

which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday October 9, The Broken America

Posted on October 9, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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.

– Christopher Eger

Warship Wednesday October 9, The Broken America

Here we see the luxury liner SS America. At the time she was one of the fastest and most elegant ships at sea. Her life would take a tragic and sad end.

Built in the end of the preWWII luxury liner era that saw such ships as the Hamburg, Normandie, and Queen Mary take to the seas, the SS America was not the biggest ship in the sea, but at 35,000-tons, was still the size of a battleship. With a capacity of 1200 passengers, she was intended to take up the North Atlantic trade from New York to England/France at speeds of over 22-knots. Laid down in August 22, 1938 by the Maritime Administration, she was paid for in part by the government but ran by the United States Lines company from New York.

When she was completed and sailed on her maiden voyage on August 22, 1940, World War Two had been going on for a year in Europe. To keep her safe from German U-boats or surface raiders, (the US was neutral at the time), she sailed with every light on, giant American flags painted on her sides (where a U-boat captain would target through his attack periscope) and behaved as noisy as possible. Even with this said, USN inspectors poured over her plans and made notes, even helping to degauss the ship in early 1941 against magnetic mines. The FBI also quietly removed two German spies from her crew.

Then, just six months before Pearl Harbor, the Maritime Administration called in their marker and pressed the ship into service with the navy. Renamed the troop ship USS West Point, she was given pennant number AP-23. Armed with four single 5″/38 cal dual purpose gun mounts , four single 3″/50 cal dual purpose gun mounts, four twin 40mm AA gun mounts, and eight .50 cal machine guns, she was made capable of carrying as many as 7600 Army troops as well as some 400-tons of their cargo. Although on some missions she carried as many as 8500.

Capable of moving an entire brigade at once, with a few extra battalions attached, she was one of the most capable ships in the Naval Transportation Service. During the war she moved over 450,000 US, Canadian, Australian, British and other allied troops to North Africa, Italy, the Pacific and back and forth across the Atlantic. In a single year, between June 27, 1944, and June 24, 1945, the West Pont crossed the Atlantic 27 times and carried more than 140,000 passengers. Used on occasion as a hospital transport, she carried another 16,000 wounded soldiers back home to urgent medical care. Another class of passenger, 14,000 Axis prisoners of war, were also carried off into life in POW camps. Thus she served as a prison ship, transport, and hospital craft.

On March 12, 1946, the MARAD, having gotten their moneys worth from the ship, disarmed her and gave her back to the United States line. In all, West Point had accomplished 145 missions, made 15 Pacific crossings and 41 on the Atlantic, steamed 456,144 nautical miles and carried 505,020 passengers of all kinds while in US service.

The ship resumed a weird and varied life over the next 48 years.

The Name Game!

Ok guys and girls, lets play the name game with this ship. Follow along at home.

She was built as the SS America for the United States Lines in 1940.
In 1941, the MARAD acquired her and sailed her for five years as the USS West Point.
Then the United States Lines picked her back up and used her old name until 1964 when…
The Chandris Grooup bought her and renamed the aging ship the SS Australis, and changed her to Greek registry.

Then Venture Cruises started up and for a year (1978) ran her as the SS America for the third time before…
Chandris required her and renamed her SS Italis…
Intercommerce bought her and called her the SS Noga to be converted to a floating prison ship in Lebanon before…
Silver Moon picked her up and referred to her as the Alferdoss in 1984…
Then finally the Chaophraya Transport Co acquired the fifty year old ship and caller her the SS America Star in 1994.

So if you were keeping track, that’s at least 9 different name changes including going back and forth to the SS America three times. Eh, it happens.

Well, after four decades of abuse and varying levels of maintenance from one cruise liner company to the next, the old SS America was, by the 1980s, basically derelict. In 1993 her last owner decided to tow her from Greece, where she had sat for decades to Thailand to be converted to a floating hotel at Phuket Beach. In the course of a 100-day tow by the Ukrainian tugboat Neftegaz-67, she broke her lines and ran aground off the west coast of Fuerteventura in the Canary Islands.

There she has stayed for the past 19 years, slowly being washed out to sea.

In another decade, all that will be left is the memory.

Specifications (as USS West Point) :
Displacement 26,455 t.(lt) 35,400 t.(fl)
Length 723′
Beam 93′ 3″
Draft 32′ 9″
Speed 24 kts.
Complement
Officers 57
Enlisted 912
Troop Accommodations
Officers 587
Enlisted 7,091
Largest Boom Capacity 20 t.
Cargo Capacity 400 DWT
non-refrigerated 110,243 Cu ft
Armament
four single 5″/38 cal dual purpose gun mounts
four single 3″/50 cal dual purpose gun mounts
four twin 40mm AA gun mounts
eight .50 cal machine guns
(later augmented by as many as 10 20mm Oeirkilons)
Fuel Capacities
NSFO 32,100 Bbls
Diesel 525 Bbls
Propulsion
two Newport News Shipbuilding turbines
six Babcock and Wilcox “A”-type boilers, 430psi 725°
double De Laval Main Reduction Gears
four turbo-drive 600Kw 100/240 D.C. Ship’s Service Generators
twin propellers, 34,000shp

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday October 3 The Phoenix of Pearl Harbor

Posted on October 2, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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.

– Christopher Eger

Warship Wednesday October 3 The Phoenix of Pearl Harbor

Here we see the Colorado-class battleship USS West Virgina (BB-48) as she appeared at the end of her WWII refit. You wouldn’t know it at the time but she was over 20 years old and had already seen severe combat, even being sunk in the first hour of the war.

Commissioned on 1 December 1923, with Navy Cross-winner Captain (later Admiral) Thomas J. Senn in command, West Virgina was the last US battleship built for nearly two decades. The end of World War One and the resulting Washington and London Naval Treaties stopped further battleship construction. In fact, one of her sister ships, the USS Washington BB-47, was canceled while some 75% complete and sunk as a naval target.

Her appearance in the 1920s and 1930s was far more ‘old-school’

West Virgina was arguably the most powerful class of battleship afloat in the world at the time. Displacing nearly 35,000-tons at a full load, their clipper bow set them apart from earlier US battlewagons and made them far drier, especially in rough weather. Turbo-electric transmission pushed four screws and could make 21-knots. Keeping enough oil in her bunkers for a 8000-mile round trip at half that, she was capable of crossing the Atlantic without an oiler to keep close to her. Upto 13.5-inches of armor (18 on turret faces) shielded her while 8 powerful 16-inch guns gave her tremendous ‘throw’.

The closest rival in any fleet around the world to her in 1923 was the British HMS Hood. Hood was bigger and faster (47,000-tons, 31-knots) but had thin armor and 8-15-inch guns. The Japanese Nagato-class were also slightly larger (38,000-tons), slightly faster (25-knots), and 8x 16-inch guns, but like the Hood had less armor.

As a hold back of pre-WWI thinking, she was the last US battleship commissioned with torpedo tubes and a four-turret main battery.

The West Virgina is seen forward, settled and burning after 7 torpedo hits. Half-sister USS Tennessee is just behind her

A happy ship, she spent the first 18 years of her life in the peacetime navy, participating in naval gunnery exercises, showing the flag, and taking part in war games. On December 7, 1941, just a week after her birthday, she was sitting peacefully at the quay on Battleship Row. Japanese torpedo bombers sent *seven* fish into her sides while at least two Type 99 bombs hit her decks (one of which failed to explode). Catastrophic damage, flooding, and oil fires resulted and the battleship sank in 40-feet of water, settling on her hull with her decks awash. No ship can withstand 7 torpedo hits. Incredibly, only a hundred of her crew (about 10%) were lost in the battle.

After spending six months on the bottom of Pearl, she was one of the first ships salvaged. Patched up and pumped out, she refloated and spent the next year at Pearl under repair. Following this, she was able to steam to Puget Naval Yard for modernization. There she spent 15-months being converted from 1923 to 1943. Her old 5-inch/51s and 3-inch guns were removed as were her dated observation towers. She was given a new camouflage scheme, a wider hull (with more torpedo protection), a new radar package, and a huge new AAA suite that included 16 new rapid fire 5-inch guns and nearly 100 40mm Bofors and Oerlikon 20mm cannons. Likewise, the entire interior of the ship was upgraded from keel to bridge.

Compare this picture of the USS Alabama, a brand new SoDak class battleship in 1943 compared to the refurbished Wee Vee at the top of this post…

In the end she looked more like a new 1943-era South Dakota class battleship than a 1920s Colorado.

She took her new act on the road and steamed West for some payback. As the flagship of Battleship Division Four (BatDiv4), she led five other WWI-era battleships into the epic Battle of Leyte Gulf. These ships included the USS Maryland (BB-46), USS Mississippi (BB-41), USS Tennessee (BB-43), USS California (BB-44), and USS Pennsylvania (BB-38)— three of which had been at Pearl Harbor with the Wee Vee.

Wee Vee in 1944, post-refit

In combat with the Japanese battlewagons Fuso and Yamashiro, the Wee Vee sent more than 16 salvos into the Japanese line in a night action, being credited with numerous hits on Yamashiro, leading to that ship’s sinking.

USS West Virgina off Okinawa April 1, 1945. That’s one heck of an April Fools day payback to the Japanese, who had already marked the WV off their “to sink” list once before

She finished the war with bombarding Iwo and Okinawa, coming to within 600-yards of the beach (which is close for a ship that needed 31-feet of water under her keel to float). She caught a kamikaze for her trouble.

Decommissioned on 9 January 1947, the Navy kept the newly rebuilt old battlewagon on red lead row for 12 years before striking her in 1959. With several newer ships around for donation to museums such as the Massachusetts and Alabama, no one seemed to want the Wee Vee and she was sold for her value in scrap metal per pound after 36-years of service.

Her bowflag is preserved in Clarksburg, WV, and her mooring quay is retired on Battleship Row, in mute testimony to that quiet Sunday morning in 1941.

Still waiting for her to come home…..

Specs:

Displacement: 33,590 tons
Length: 624 ft (190 m)
Beam:

97.3 ft (29.7 m) (original)
114 ft (35 m) (rebuilt)

Draft:    30.5 ft (9.3 m)
Speed:    21 kn (24 mph; 39 km/h)
Complement:    1,407 officers and men
Sensors and
processing systems:    CXAM-1 RADAR from 1940[3]
Armament:

8 × 16 in (410 mm)/45 cal guns
12 × 5 in (130 mm)/51 cal guns
4 × 3 in (76 mm)s
2 × 21 in (530 mm) torpedo tubes

After Reconstruction:

8 × 16 in (410 mm)/45 cal guns
16 × 5 in (130 mm)/38 cal guns
40 × Bofors 40 mm guns
50 × Oerlikon 20 mm cannons

Armor:

Belt: 8–13.5 in (203–343 mm)
Barbettes: 13 in (330 mm)
Turret face: 18 in (457 mm)
Turret sides: 9–10 in (229–254 mm)
Turret top: 5 in (127 mm)
Turret rear 9 in (229 mm)
Conning tower: 11.5 in (292 mm)
Decks: 3.5 in (89 mm)

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday Sept 25 The Lucky O

Posted on September 25, 2013 by laststandonzombieisland Leave a comment

Here at LSOZI, we are going to take out 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.

– Christopher Eger

Warship Wednesday Sept 25 The Lucky O

Here we see the class Helgoland-class battleship Seiner Majestät Schiff (SMS) Oldenburg of the Imperial German Navy chilling in a fjord in the Kingdom of Norway just before World War One.

Oldenburg was named for the German Duchy of Oldenburg, much like US battleships were named after states. She was laid down in 1909 at the height of the Kaiser’s lust for new, sophisticated Drednought-style battleships. Built at Schichau-Werke, Danzig (now Gdansk in Poland), she was the second of four ships of her class. The design was a significant improvement over the previous (Nassau-class, Germany’s first Drednoughts) ships. They had a larger main battery using 305mm (12.0 in) main guns instead of the puny 280mm (11 in) weapons mounted on the earlier vessels. The Helgolands were easily distinguished from the preceding Nassaus by the three funnels that were closely arranged, compared to the two larger funnels of the previous class. The ships retained the unusual hexagonal main battery layout of the Nassau-class but handled much better in heavy seas and were capable of crossing the Atlantic without coaling assistance. The ships had 17 watertight compartments and a double bottom for 86% of the length of the hull.

Oldenburg participated in all of the major fleet operations of World War I in the North Sea against the British Grand Fleet, including the Battle of Jutland on 31 May and 1 June 1916, the largest naval battle of the war. It was in this action that the battleship fired 53x 305mm, 88x 15mm, and 30x 88mm shells at the British fleet, helping to sink a pair of destroyers (Ardent and Fortune). She was hit by one of the 4-inch shells from Fortune in the process, causing only minor damage. It was the only damage she received in her extensive wartime service, making her a lucky ship indeed.

The four ships of the class fought together as the I Division of the I Battle Squadron of the High Seas Fleet. As such they raided Scarborough, Hartlepool and Whitby in 1914, fought in the Battle of the Gulf of Riga in the Baltic, and her crews took place in the Naval Mutiny that ended the war.

All four of the class were seized by the Allies and, as luck turned out, escaped destruction at Scapa Flow like the rest of the German battleships. At the time she was commanded by Hermann Bauer who had served as commander of the U-boat forces of the Kaiserliche Marine during World War I.

One each of the class went to Britain, France, the US, and Japan. Three of which were scrapped while the US sank their’s as a target for early aerial bombers.

Oldenburg was surrendered to the Japanese (yes, the Japanese owned a German battleship for a minute) but they did not take possession of the ship. Instead, they sold the vessel to a British salvage firm that scrapped it in Dordrecht in 1921. It turned out that they had enough of their own ships without using a Teutonic one.

Specs
Displacement:

22,808 metric tons (22,448 long tons) (designed)
24,700 t (24,300 long tons) (full load)

Length:    167.20 m (551.76 ft)
Beam:    28.50 m (94.05 ft)
Draft:    8.94 m (29.50 ft)
Installed power:    22,000 ihp (16,000 kW)
15 water-tube boilers
Propulsion:

3 shafts
3 Vertical triple-expansion steam engines

Speed: 20.8 knots (38.5 km/h; 23.9 mph)
Range: 5,500 nautical miles (10,190 km; 6,330 mi) at 10 knots (19 km/h; 12 mph)
Complement:

42 officers
1027 enlisted

Armament:

12 × 30.5 cm (12.0 in) guns
14 × 15 cm (5.9 in) guns
14 × 8.8 cm (3.5 in) guns
6 × 50 cm (19.7 in) torpedo tubes

Armor: Krupp cemented armor

Belt: 300 mm (11.8 in)
Turrets: 300 mm
Deck: 63.5 mm (2.5 in)

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday Sept 18 The Sailing Vesuvius

Posted on September 18, 2013 by laststandonzombieisland 2 comments

Here at LSOZI, we are going to take out 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.

– Christopher Eger

Warship Wednesday Sept 18

Here we see the rather interesting creation that was the USS Vesuvius, the world’s first and only Dynamite Cruiser. While contemporary cruisers of the world’s navy’s were armed with cannon and torpedoes, this ship carried three huge 15-inch bomb-throwing pneumatic cannons.

See the three tubes sticking up through the deck? Those are 55-foot long dynamite guns that run throughout the whole ship.

All guns are projectile weapons. In other words, they use force to propel an object down a barrel out to a target. The only thing that changes is the type of propellant and the projectile. In a Remington 870, a load of shot is scattered out of the muzzle by an explosion of smokeless powder set off by a primer. Well the dynamite gun does the same thing, it’s just that the projectile is made of TNT and it’s pushed out by a charge of compressed air. Kinda like a spud gun, but instead of a potato, you fire a bomb. The father of this device was one Edmund Zalinski.

Born in Kórnik, Prussian Poland on December 13, 1849, Edmund Zalinski immigrated to the US with his parents at age four. Not quite 15 years old, he dropped out of high school and volunteered for the Union Army during the Civil War. Serving in the artillery, he finished the war as an officer and remained in the Army once peace broke out. A pretty smart guy, he taught military science at the Massachusetts Institute of Technology while inventing several mechanical doo dads. One of these was a dynamite gun. Showing his device to the military, (he was still on the Army rolls as a First Lieutenant); it was love at first sight.

By the next year, Zalinski had teamed up with a company calling itself the Pneumatic Dynamite Gun Company of New York (presumably to tell itself apart from the Pneumatic Dynamite Gun Company of other towns) and was off and running. The gun was huge, and looked like something Jules Verne would use to shoot a missile to the moon. It had a 15-inch (379.5mm) bore. Using compressed air, it could catapult 500-pounds of dynamite more than two miles with better accuracy than the black-powder cannon of the era. The air was produced by a steam-powered (think locomotive) compressor fueled by coal.

Well the Navy liked the idea so much that they built the world’s first ‘Dynamite Cruiser.’ Ordered for $350,000 from cruiser and battleship maker William Cramp and Sons, Philadelphia, she was laid down in 1887. Named appropriately the USS Vesuvius, its main battery would be these new guns. Mounting three of Zalinski’s 15-inch pneumatic guns, the guns were located with their breech along the keel of the ship three decks down and their 55-foot long barrels poking up through the 01 top deck. To aim the weapons, since the guns could not be turned, the whole ship tacked port or starboard while the pressure of the air was adjusted to correct range. Charges of various sizes ranging up to a quarter-ton could be used to do anything from bombard shore positions to sink ships and, being electrically fused, could fire on a delay or even while submerged.

The breeches started at the keel, three decks below….

Pressurized air chambers for the Dynamite guns

: 02 deck view of the dynamite guns

Muzzles on the deck

Only thirty shells were carried for the entire battery and in theory, the entire store of shells could be fired in less than a half-hour. In a 1889 test, 15 shells were mass fired in 16 minutes, validating the concept. These huge shells “made holes like the cellar of a country house” and, with no distant explosion to give it away, arrived almost silently on target.

For close-in defense, the cruiser had a secondary battery of three 3-pounder guns, a Colt machine gun and its small arms locker.

Overall, the ship was big (246-feet), fast (21-knots), and heavily armed with cutting edge weapons, but she just didn’t work out.

Lot 4812-9: U.S. Navy dynamite cruiser, USS Vesuvius, starboard view. Note, dolphin and seagulls. Reproduction of a painting by Koerner & Hayes, circa 1897-98.

Commissioned 3 June 1890, she worked the blockade along the Cuban coast during the Spanish-American War in 1898 and fired a few of her Dynamite Gun shells at Spanish positions with mixed results. Psychologically speaking, the ship was a huge asset to the US Navy at the time. However, her guns were outclassed by modern naval rifles and by 1904 her unique guns were removed.

The ship always did have horrible handling (40-degree rolls were common) due to her 1:10 length to beam ratio and this, coupled with her mediocre speed (for the 1900s) made her unsuitable to be used as a gun-armed cruiser. Her dynamite guns were therefore replaced by four deck-mounted torpedo tubes and she served for the next 15 years as a torpedoes trials ship, even punching a hole in her own hull in 1915 when one of her steel fish circled back around on her. She spent WWI as a coastal patrol ship.

She was stricken 21 April 1922 and sold for her value in scrap metal. As far as I can find out, there are no surviving dynamite guns on display.

Specs:
Displacement: 930 long tons (945 t)
Length:    246 ft 3 in (75.06 m)
Beam:    26 ft 6 in (8.08 m)
Draft:    9 ft (2.7 m)
Depth:    14 ft (4.3 m)
Propulsion:    2 × 2,183 hp (1,628 kW) 4-cylinder triple-expansion steam engines powered by a pair of steam locomotive boilers
Speed:    21 knots (39 km/h; 24 mph)
Endurance: 1800 nautical miles at 10-knots with 145 tons of good quality coal.
Complement: 7 officers and 63 enlisted
Armor: Half inch plate over sensitive areas.
Armament:    3 × 15 in (380 mm) pneumatic guns (1890-1904)
3 × 3-pounder guns
1xMG
3×18-inch torpedo tubes and 1 experimental 21-inch torpedo tube (deck mounted, after 1904).

If you liked this column, please consider joining the International Naval Research Organization (INRO) They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

Warship Wednesday Sep 11 The First Cruiser of Oz

Posted on September 11, 2013 by laststandonzombieisland 3 comments

Here at LSOZI, we are going to take out 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. – Christopher Eger

Warship Wednesday, Sep 11 The First Cruiser of Oz

Here we see the Challenger-class protected cruiser HMAS Encounter steaming quietly along the coastline in her wartime grey scheme.

The pair of sisters, Challenger and Encounter were largely built for Australian service. Their Keyham 4-cylinder triple expansion steam engines could push them at 10 knots for well over 5,000 miles before refueling. This made them the perfect ships for showing the flag in far-off lands where they would be more likely to have to bombard local native villages than to tangle with first-class foreign warships. They were colonial cruisers, mounting eleven BL 6 inch Mk VII naval guns, but having little in the way of armor plate.

Her only sister-ship, HMS Challenger

Challenger spent eight years on Australian station before returning to the UK to be put up in reserve. During WWI, she was reactivated but only to patrol the African coastline then sold for scrap in 1920. Her younger sister, Encounter, however, had a more interesting career.

Commissioned on 21 November 1905, she was sent to join Challenger on the Australian patrol before being loaned to the infant Royal Australian Navy in 1912. She was still ‘owned’ by the Brits and flew the same battle flag as the Royal Navy, but she was a RAN ship.

Captain and crew of the Encounter in 1913. She was the first Aussie-controlled cruiser and as such helped start the Royal Australian Navy

The feline mascot of the Australian light cruiser HMAS Encounter, peering from the muzzle of a 6-inch gun. circa. 1914

Just eight days after the British Empire entered into war with the Kaiser, this plucky cruiser captured the German merchant steamer Zambezi on 12 August.

HMAS Encounter capturing Zambezi in August 1914. Painting by Phil Belbin (Naval Heritage Collection)

HMAS Encounter captured the Zambezi in August 1914. Painting by Phil Belbin (Naval Heritage Collection)

The Encounter had the distinction of firing the first Australian shot of World War One on 14 September 1914 when she opened fire in the long-range bombardment of Toma Ridge, outside Rabaul on New Britain, which at the time was the colony of Imperial German New Guinea.

Ashore were 40 German infantry (mainly local colonists who had been activated into the reserves) and 110 policemen led by the 48-year-old Governor of the Colony Johann Karl Emil Eduard Haber. This show of force (and the 200 Aussie infantry landed on the island) convinced Haber to surrender and to this day, New Guinea does not speak German.

In peacetime before the war, she sported a crisp white scheme

She later captured another German merchant ship, looked for the raiders Emden, Wolf, and Seedler unsuccessfully, and an away team of hers found a pair of ancient bronze cannons on Carronade Island in 1916 which later helped advance the belief that the Portuguese discovered Australia first.

After the war, the Brits finally transferred the well-worn 15-year-old cruiser to the Australians in December 1919. Renamed the HMAS Penguin in 1923, she continued to serve as a submarine depot ship for another decade before being scuttled off Sydney in 1932. As such she was one of the longest-living pre-Tsuhuma British protected cruisers.

She never took a life, nor lost a life, and today is visited as a popular dive site.

Specs:
Displacement:    5,880 tons standard
Length:    376 ft 1.75 in (114.65 m) overall
355 ft (108.20 m) between perpendiculars
Beam:    56 ft 2.125 in (17.12 m)
Draught:    21.25 ft (6.48 m)
Propulsion:    Two sets of four-cylinder, triple expansion steam engines; twelve Durr boilers; twin screws
Speed:    21 knots (38.9 km/h; 24.2 mph)
Complement:    RN: 475
RAN: 26 officers, 269 sailors
Armament:    As completed:
11 x 6-inch guns
9 x 12-pounder guns
6 x 3-pounder guns
3 x machine guns
2 x 18-inch torpedo tubes

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

They are possibly one of the best sources of naval lore http://www.warship.org/naval.htm

Nearing their 50th Anniversary, Warship International, the written tome of the INRO has published hundreds of articles, most of which are unique in their sweep and subject.

I’m a member, so should you be!

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Weapons, Wars, Preparation and Security from a recovering gun nut turned bad writer

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