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IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 64: THE PHOTO TOUR 20 BREAKWATER ANCHORAGE Since the Neu Hafen was, more or less, built from scratch – it was better arranged than many of the old, established harbors. Wilhelmshaven, for example, was an “old” harbor, and was more than adequate to handle the early beginnings of the Imperial Navy. But by the end of the 19th Century the docks and basins were becoming crowded with an ever expanding fleet of steel battleships. Later, as the larger dreadnoughts began to join the fleet, it was often necessary to anchor entire battleship divisions offshore in the scarce deep water areas like the Vareler Deep. In Cuxhaven, the Panzerkreuzer (battlecruisers) were assigned permanent berths along the outer breakwater on the opposite side of the roadsted. This suited Hipper perfectly. It kept the big ships separated from the hustle and bustle of the rest of the harbor, thereby avoiding distractions and allowing the sailors to concentrate on their work. This is an overview of the western half of the breakwater. It was originally intended that each battlecruiser should have its’ own berth, but as the number of cruisers grew, it became necessary to moor some of them inboard and outboard of each other. This shot also gives you a partial view of the rest of the activity in the harbor – tugs, lighters, barges, and cranes – all busily going about their assigned tasks. This is a view of the first two battlecruisers in the breakwater mooring line. SMS Moltke is on the left, and the immortal Seydlitz on the right. The “Uki” breakwater is plopped at the very edge of the 30 meter harbor floor. Beyond the breakwater, the seabed drops off rather precipitately. Looking back on it, I probably should have dropped the seabed to 40 meters and been done with it. (Unfortunately, if you want to get the “whale automata” you have to go considerably deeper than that – and I’m a “sucker” for the whales.) This scene was created with five separate lots – two for the mooring points, one for the battlecruiser, one for the motor launch, and one for the boat boom and small boats. Again, this is the “modular” concept at work. By utilizing four different models which can be used in a variety of different scenarios, I avoided making a single large lot that would only be good for a single use. The mooring points built adjacent to the breakwater were made by “Mattb325” as a request and then uploaded to the STEX. I took his basic model and modified it with sailors, lighting, and rope coils. The idea was for the sailors to act as a “mooring party” securing the ship. Each mooring point is an individual lot plopped, roughly, one square apart. They were patterned after those found along “Battleship Row” in Pearl Harbor. In retrospect, the mooring points should have been made about half their size. The beautifully detailed battlecruiser is courtesy of @AP. (Full details on SMS Moltke can be found in Chapters 17 and 18.) This is SMS Seydlitz at her berth. This scene was also constructed with five modular lots. There are two lots for the mooring points, one for the battlecruiser, one for the boat boom and small boats, and one large one for the replenishment operation off the port quarter. Just for the record; with the exception of the mooring points (Mattb325), the breakwater (Uki), the steam tug (WolfZe), and the crane on the barge (PEG Trash Lot) – EVERYTHING in the picture was modeled by @AP. This view gives you a better look at the details of the mooring point. Unfortunately, they are both exactly the same. I should have made at least two different arrangements so the pieces would not be duplicated, but in my stupidity, I was trying to cut down on the number of custom lots I was putting into my Plugins folder. (When I first started out, I foolishly thought I could get away with a couple of hundred new lots – go figure.) And, again, the beautifully detailed model of Seydlitz is by the talented “AP”. (Details on the battlecruiser can be found in Chapters 21 and 22.) This gives you a little better view of the replenishment operation. I wanted something a little bit more complicated than just a couple of lighters, so I decided to go with a larger and more intricate lot. This lot is 5x2, and includes the barge crane, lighters, tugs, and small boat you see in the picture. All of these props have been placed on the lot in such a manner as to be “flush” against the battlecruiser, while overhanging the other three sides of the lot. “Overhanging props” takes advantage of the smallest possible lot space to accommodate the largest possible number of visual props. This is a better view of the “replenishment lot”. Due to the unique nature of the lot, I would probably not use it twice on the same map tile, but as a “modular lot” it can be placed against docks or any of the large ships in the game. This close-up, yet again, allows you to see the amazing level of detail “AP” has built into his models. These models are so good, so realistic – they actually “inspire” and motivate the creation of life-like scenes. This is an overview of the next two battlecruisers moored along the breakwater – SMS Derfflinger on the left, and Hindenburg on the right. Almost everything in the picture has already been discussed on several different occasions, and should be familiar to you. But down in the lower right of the picture, you can just make out the steam tug Goliath towing what was at the time, the world’s largest floating crane – “Langer Heinrich”. (See Chapter 14 for details on “Langer Heinrich”.) SMS Derfflinger is moored along the breakwater in the same basic fashion as the other battlecruisers. Like the other ships, she has her boat boom extended and is also preparing to take aboard stores and fresh provisions. Derfflinger model kindly provided by @Barroco Hispano. In this close-up, you can examine the fine detailing of the warship as well as those of the accompanying ships. In the upper left, a cutter is standing by the mooring point while the sailors prepare to tighten the slack in the mooring hawsers. At the port side boat boom, sailors are unloading some small boxes from another cutter, with a dinghy trailing astern. Lastly, the paddle tug Sophia is standing by with two lighters loaded with ship’s stores and assorted fresh provisions. The cutter at the mooring point is a stand-alone 1x1 plopped next to the platform. The boat boom and small boat is also a 1x1 designed so that it can be plopped alongside any larger ship. The paddle tug and lighters are a 2x1 lot with the props positioned to overhang the lot. Many people can create new lots or re-lot and improve an old game lot. But learning how to use overhanging props can add an entirely new dimension of reality to the game. Once again, let me call attention to the brilliant level of detail in the small boats, boat boom, paddle tug, and lighters by “AP”. Moored along the breakwater, just astern of Derfflinger, is SMS Hindenburg – the last active duty battlecruiser designed and built by the Kaiserliche Marine. As the last flagship of Scouting Forces Hochseeflotte, the flag of Vizeadmiral Hipper flies at her forepeak. Being an “improved” version of the Derfflinger Class, she was “the best of the best”. Appropriately enough, the model is scratch-built by @AP -- and may well be his finest work yet. This shot shows all the magnificent detail built into “AP’s” battlecruiser, and it is well worth a few minutes of close examination. The two steam launches tied-up at the boat boom are courtesy of Barroco Hispano, while the small boats and boat boom are by “AP”. The beautiful little harbor tug Thor – pulling alongside with a lighter of fresh provisions – is also the work of “AP”. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 21 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 61: THE PHOTO TOUR 17 THE EAST BASIN 03 This installment begins at the head of “Pier 2”. This pier is constructed with the same 8x1 base lot as the others. The advantage possessed by “Piers 2 through 6” lay in the construction of one long, continuous pier. Any number of ships, of various sizes, could be accommodated along its length. “Pier 1” was the first set of mooring piers constructed, and it was based on a series of individual docks capable of handling only a single vessel. One other point: This installment deals primarily with “heavy cruisers”. Battle fleets of The Great War Era were composed of battleships, battlecruisers, sometimes armored cruisers, and light cruisers. The Royal Navy continued to deploy armored cruisers with the Grand Fleet in a scouting capacity, even though they were recognized as obsolete. The Kaiserliche Marine, more realistic about the life expectancy of an armored cruiser in a fleet engagement, reassigned them for service in the Baltic Sea. For all practical purposes, “heavy” cruisers did not exist during WW I. The “heavy cruiser” was, in fact, the offspring of the Washington Naval Treaty of 1922. Both the British and the Americans, to varying degrees, had overseas interests requiring naval support and protection. After the financial strains of The Great War, neither country was particularly interested in sending battleships to such far flung outposts as Dar es Salaam, Sri Lanka, or even Manila. But, by the same token, something with more “muscle” than a light cruiser was required. The answer was not the obsolete armored cruiser or its capital ship replacement, the battlecruiser (limited by the treaty) – but the concept of a modern “heavy cruiser”. The Washington Treaty did not limit total “cruiser tonnage”, but it set an upper limit on ship size – no more than 10,000 tons with guns no larger than eight inch. (A later London Naval Treaty further subdivided cruisers into “heavy” and “light” categories. Light cruisers were approximately 7,000 tons with guns no larger than six inch.) So the heavy cruiser was born between the wars, more out of the need to save money than anything else. Moored at the head of “Pier 2” is HMS Exeter, the second and last of the York Class heavy cruisers built for the Royal Navy. Displacement: 8,390 tons – Length 575 feet – 32 knots – 6x8-inch guns – 6x21-inch torpedo tubes – Belt armor 3 inches. This view shows her long, slender lines which contributed to her speed. This close-up shows you the marvelous and intricate detailing on the model. The York Class cruisers were handsome and impressive vessels – somewhat unusual for Britain’s peacetime construction. The cruisers were built with the square, block-like forward superstructure that soon became standard on British warships. HMS Exeter put in a dogged performance against KM Admiral Graff Spee at the battle of the River plate in 1939 and was under repair for nearly a year after the battle. In early 1942, she was transferred to the Far East and was sunk by four Japanese cruisers on 1 March 1942, during the Second Battle of the Java Sea. Model courtesy of @Barroco Hispano. A little further along the pier we see two paddle steam tugs maneuvering a lighter loaded with timber into position against the pier. The towing tug, Esmeralda, holds her position, while the tug Helena nudges the lighter against the dock. This is another view of the tugs and lighter at work alongside “Pier 2”. @AP has crafted these wonderfully detailed tugs after much research into the type, and the level of detail is truly amazing. You can even see the furled canvas along the yardarms and on the mizzen gaff. If the tug’s engine failed while at sea, they would be able to make port under sail. The timber lighter, alone, is a work of art. You will note Helena is a diagonal model. “AP” made the extra effort to include many diagonal versions of his models for the game. “Grid-busting” is a long and admirable tradition in the SC4 community, and we have tried to add to the realism it brings to the game. Along with the other traditional naval powers, the United States built “treaty cruisers” between the wars. Here you see USS Northampton, name ship of a class of six heavy cruisers built between 1928 and 1931. Additional ships were originally planned, but budget cuts during The Great Depression killed the overly ambitious program. Displacement: 9,050 tons – Length 582 feet – Speed 32.5 knots – 9x8-inch guns – 8x5-inch guns – 4 float planes – Belt armor 3.75 inches. This view shows the clean lines of the fast cruiser. With a 9 to1 length to width ratio, they were fast enough to keep up with the fast carrier battle groups that would eventually dominate WW II in the Pacific, and were prominent in the cruiser/destroyer night actions in the Solomon Islands. This beautifully detailed model by “Barroco Hispano” shows the midships handling area for her aircraft catapult (port side) and the aircraft hangars beneath the rear superstructure block. The Northamptons were handsome vessels with a long, low profile, a raised forecastle for sea-keeping in rough seas, and a classically beautiful raked “clipper bow”. These cruisers were quite popular among serving officers and were followed by the nearly identical Portland Class heavy cruisers. Three of the Northamptons would be lost in the Pacific war – USS Houston, Northampton, and Chicago. This is yet another of the several old, wooden landings provided by “AP”. Instead of raising the landing up to the top of the seawall, this one lowers the dock closer to the water and includes stairs. Just one more example of the variety found in such a simple prop. The landing has been “dressed-out” with a wide selection of “AP’s” sailors and small boats. Contrary to what you might think, it is not possible in these large harbors to row a boat up and step ashore wherever you please. “Landing piers” are found in many locations in a harbor, but because they are relatively scarce, each one becomes a focal point of activity. Here you see personnel coming and going, some boats loading small quantities of supplies, others carrying mail, etc, etc. This is HMS Devonshire, one of 13 County Class heavy cruisers built between 1928 and 1930. This large class of ships was typical of the “treaty cruisers” Britain built between the wars. Large and sturdy, they were multi-purpose vessels designed to handle commerce protection and colonial support. Due to the large number of ships in the class, there were minor design changes made during construction, but they generally conformed to certain particulars: Displacement: 9,840 tons – Length: 595 feet – Speed 32.25 knots – 8x8-inch guns – 8x4-inch guns – 8x21-inch torpedo tubes – Belt armor 3.5 inches. HMS Devonshire is high-sided with enough freeboard to stay at sea and – if need be – to fight in heavy sea states. Her three funnels indicate a large number of boilers to generate high speed. The County Class heavy cruisers were considered good sea boats and performed well under wartime conditions. HMS Norfolk and Suffolk detected KM Bismarck passing through the Denmark Strait in May 1941, and HMS Dorsetshire fired the last four torpedoes into the German battleship. Later, Dorsetshire and HMS Cornwall were lost to Japanese carrier aircraft in April 1942, while HMAS Canberra was sunk in the night action off Savo Island in August 1942. Highly detailed model of Devonshire provided by “Barroco Hispano”. Here is a close-up view of the individual docks used to construct the “Pier 1” facilities. There are four 12x3 docks – each one lotted differently -- and spaced-out along the quayside to handle a heavy cruiser. These docks are different from my usual dock pattern in that they do not have “WMP Seawalls” fitted as “bumpers”. The idea was to show these births as the oldest in the harbor, and therefore less modern. The dockside cranes are by “AP” with various props used to dress-out the dock itself. The five red-roofed warehouses on the right are from the “PEG SNM Naval Series”, while the black-roofed warehouses on the right are from the “NOB 1905 Naval Series”. Each dock is separated from its neighbor by a 3x2 lot with storage tanks, fronted by a 1x1 water tower and two 1x1 lots with parked trucks or trailers. Across the road from the dock area are the trackside loading docks. These 3x2 dock pieces were repurposed directly from the “PEG CDK Industrial Docks Series” without any modifications. Upon reflection, I should have re-lotted them and “dressed” them with props suitable to the pre-WW I era. Unfortunately, this part of the map was put together early in the process and then largely overlooked (note the ubiquitous shipping containers). The 3x2 space between the two docks was filled-in with a combination of 1x1 and 1x2 modular lots. The trackside crane here is borrowed from the “PEG SNM Dry Dock Lot”. Above you see the heavy cruiser RM Zara moored at her berth. The Zara Class comprised four heavy cruisers – Zara, Fiume, Pola, and Gorizia -- built for the Italian Regia Marina (RM or “Royal Navy”) between 1929 and 1932. They were a substantial improvement over the preceding class of cruisers with much improved belt armor. The Zara’s were, in fact, among the most heavily armored “treaty cruisers” built between the wars. It is not commonly known that the Italians were only able to achieve acceptable guns, armor, and speed by deliberately violating the Washington Treaty limits. Displacement: 11,326 tons – Length” 589 feet – 32 knots – 8x8-inch guns – 16x3.9-inch guns – 34 AA guns – 2 seaplanes – Belt armor 5.9 inches. With an 8 to 1 length to width ratio, the Zara Class ships were a bit wider in the beam than most foreign cruisers, which would have provided a more stable gun platform. But even with the wider beam and heavier armor, they still exceeded their rated 32 knots. You can see the hull lines are smooth and graceful, with a widely flared bow and raised forecastle deck to keep her “dry” at high speeds. The Zara Class heavy cruisers were among the most handsome cruisers ever built – as “Barroco Hispano’s” superbly detailed model clearly demonstrates. The raised forecastle forward, steps down to the main deck level abaft the bridge structure and runs “flush” to the stern. The cruisers are long, and low with sharp “raked” bows designed to slice through the waves. The four cruisers served well during the early years of WW II, but Gorizia is the only one to survive the conflict. Pola, Zara, and Fiume were all sunk at the Battle of Cape Matapan, in a night action against the British battleships Barham, Valiant, and Warspite (27-29 March 1941). NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 18 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 60: THE PHOTO TOUR 16 THE EAST BASIN 02 We’ll pick up where we left off – at the head of “Pier 4”. The long piers are pretty much the same as those in the previous chapter. The only real differences are the moored ships and a bit of variety in the dockside activity. In reality, the number of light cruisers assigned to the Hochseeflotte varied according to circumstances – maintenance, special duties, wartime losses, etc, etc. Normally there would be five light cruisers with each of the 2nd and 4th Scouting Groups, with another three assigned as torpedo boat flotilla leaders. Other light cruisers might be assigned duty as minelayers or escorts for minesweeping operations. Still others might be temporarily assigned to duty in the Baltic Sea. But no matter the reason, one thing is certain: like the pre-World War US Navy, the Kaiserliche Marine was woefully short of light cruisers. Add to this the potential for heavy losses and the Hochseeflotte could easily find itself unable to scout the enemy or screen the battle fleet. But that need not bother us for game purposes. I am, indeed, fortunate to have quite a few excellent cruiser models generously provided by @Barroco Hispano, so I have chosen to include several foreign cruisers as well as a few of historical note from the WW II period. All the models are, however, superbly detailed and should be of interest. At the head of “Pier 4” is the Italian light cruiser Raimondo Montecuccoli. Built between the wars, she was part of the third batch of Condottieri Class light cruisers. The Marina Regia had opted for cruiser warfare in the narrow seas of the Mediterranean, with a medium-sized battle fleet to supply a respectable amount of muscle. Montecuccoli was larger, much longer, and better protected than her predecessors. Model courtesy of Barroco Hispano. Raimondo Montecuccoli was commissioned in 1935: 7,523 tons – 37 knots – 8x6-inch (QF) guns – 4x21-inch torpedo tubes – 2 aircraft – belt armor 2.4 inches. Extremely fast, with a respectable main battery, these cruisers were more than capable of interdicting trade at any of the various “choke-points” in the Mediterranean. Raimondo Montecuccoli survived WW II and served in the Italian Navy until decommissioned in 1964. This is another overview of the light cruiser berths in the basin. Left of center are three of four Kolberg Class light cruisers – SMS Kolberg, Mainz, and Coln. Kolberg survived the war, but Mainz and Coln were lost at the First Battle of Heligoland Bight in August 1914. Right of center are the two light cruisers of the Pillau Class – SMS Pillau and Elbing. Elbing was lost during the night action at Jutland when she was accidentally rammed by the battleship SMS Posen – and later scuttled. Pillau survived the war, was ceded to Italy as war reparations, and was sunk by US Army bombers in 1943. The Pillau Class conformed to the German light cruiser standards – roughly 4,400 tons – 27.5 knots – 8x5.9-inch guns. But they started life at the Schichau-Werk, Danzig, as a pair of light cruisers destined for the Imperial Russian Navy. When war broke out, the German government confiscated the pair and finished them for the Kaiserliche Marine. Pillau was commissioned in December 1914, and Elbing in September 1915. (Model by “Barroco Hispano”). This is a close-up of the Kolberg Class light cruisers nested along the quayside. Originally armed with twelve 4.1-inch guns, Kolberg was later modernized (1916) to carry eight 5.9-inch guns. At 25.5 knots, the ships had a fair turn of speed and Kolberg was frequently used on minelaying operations. Model by @Barroco Hispano. Once again, I apologize for the use of modern shipping containers, but when these docks were laid out there were few alternatives. It actually took quite a long time to track down suitable props to fill-out all the modular lots required to build massive quays and docks. I actually made an effort to phase the containers out as the map construction progressed – especially in the planned Bremerhaven map -- but they will tend to turn up from time to time. This is the Italian light cruiser Duca degli Abruzzi – another of those interesting foreign cruisers I mentioned. Duca degli Abruzzi Class light cruiser: commissioned 1937 – 11,350 tons – 34 knots – 10x6-inch guns – 8x4-inch guns – 6x21-inch torpedo tubes – 4 aircraft – belt armor 4 inches. Like all Italian warships, these were handsome vessels, with sleek lines and extremely high speed. In WW II, these ships were employed rather conservatively, but once in combat – they were handled aggressively and the Royal Navy was wary of them. In this close-up, you can see the main armament was deployed in two triple and two double turrets – a method primarily used in the Italian Navy (though the British employed a similar arrangement on their King George V Class battleships in 1937). Naval architects, serving naval officers, and historians have debated the efficiency of the Italian main battery turrets. In particular, the US Navy, thought the barrels were grouped too closely to one another – an opinion also held by Royal Navy designers. When a shell leaves the barrel of a gun, it creates air turbulence along its flight path – much like a boat leaves a wake. The US Navy, based on theory – and the Royal Navy, based on combat experience – were of the opinion that “shell air turbulence” caused Italian salvos to land in an erratic pattern. This, of course, would have put them at a disadvantage during combat. But – it is worth noting that not all “experts” agree on the theory. Here’s a shot of the lower end of this basin. The very end of this type of basin always tends to be a “catch-all”. If some tug captain wasn’t exactly sure where to put something, it usually wound up at the end of a basin. Lighters and barges that have been unloaded – but not removed right away – get shoved out of the way and dumped at the end – usually by a new tug towing loaded lighters. A parked crane barge with a tug stands by, while a Sophia Class paddle tug adds one more lighter to the jumble. The lighters, small boats, and tug are by “AP”. Lighters were (and still are) a common sight in all harbors – and most especially in large harbors. Old photographs of Hamburg and the Port of London show dozens of lighters servicing cargo ships, while dozens more have been emptied and left to collect in odd corners of the docks. We have done our best to recreate the extensive use of lighters in our harbors. This is a close-up from a different angle – mainly so you can get a good look at the superb craftsmanship of “AP’s” models – and – it’s a great angle on the paddle tug Esmeralda. The small boat crews have come alongside to secure the new lighter to the other two. As the growing battle fleet occupied more and more space in Wilhelmshaven, it was decided to create a salvage tug station in Cuxhaven. This might not seem crucial to the operation of the battlecruisers, but during the war, more than one was torpedoed and required immediate assistance – and this was especially critical after the Battle of Jutland. Due to the already crowded nature of the Cuxhaven anchorage, the salvage tugs have had to share berthing space with the warships. This is their “station” – squeezed onto the lower end of “Pier 3”. The old wooden control tower can be seen on the right – adjacent to an anchor maintenance facility. This is a close-up of the Langeoog Class salvage tugs (named after one of the Frisian Islands). The model is meticulously detailed and based on the famous “SS Foundation Franklin”. Even the two massive towing winches can be seen directly aft of the second funnel. This is, perhaps, my favorite of all the fine models (so far) created by @AP. If you look in the upper right of the picture, you will see a variety of dockside activity in progress. The old wooden control tower (extreme right of picture) was borrowed from the “SimCoug Historic Harbor Series”. Again, I used a wide selection of props to make 1x1 custom lots allowing flexibility and much greater variety with far less repetition. The superb small props by “AP” contributed greatly to this – and his “Imperial sailors and officers” come in many poses and are crucial to the concept of the “busy harbor”. “Nesting” at a berth was quite common in most navies of the period – especially in crowded harbors, with smaller vessels. On the left you see SMS Konigsberg – 1907 and Stuttgart – 1908. In the early months of The Great War, Konigsberg was hunted down by the British and sunk in the Rufiji River delta of German East Africa. Stuttgart survived the war, was awarded to Britain as war reparations, and scrapped in 1922. On the right are SMS Karlsruhe – 1912 and Rostock – 1912. Karlsruhe was lost east of Barbados due to an internal explosion in November 1914, while Rostock (a torpedo boat flotilla leader) was heavily damaged at Jutland and later scuttled. Here you see a pair of Leander Class light cruisers – HMS Ajax (1935) at left, and Achilles (1933). Built under the terms of the Washington Naval Treaty, these ships were scaled-down from the York Class heavy cruisers, in an effort to build more numerous, small, cruisers within the limits of Britain’s cruiser tonnage allowance. The German Panzerschiffe KM Deutschland and Admiral Scheer had thrown a scare into the British and they were trying to increase their cruisers for commerce protection purposes. Displacement: 7,270 tons – length 555 feet – 32.5 knots -- 8x6-inch guns – 8x21-inch torpedo tubes – no armor to speak of. The Leander’s generally exceeded their speed ratings and were well liked by their crews. Though very lightly armored, they turned out to be rugged ships capable of standing up to extended periods of service between maintenance, and quite capable of exceeding their designed speeds in emergencies. Both Ajax and Achilles preformed heroically in action against KM Admiral Graff Spee at the Battle of the River Plate in 1939. Achilles was sold to India in 1948 and served until 1978. Light cruiser models courtesy of “Barroco Hispano”. At the end of the mole, we find yet another of AP’s old wooden landings. I have, over the years, wanted an old wooden landing to use on a lake or a river for kayaks and boating – but I had little to choose from and had to improvise something. “AP” has provided a variety of different wooden landings that could be used in almost any situation you might imagine. Just for the record – these are, for the most part, simple wooden landings – no frills. This one has been modified with many different props. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 17 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 57: THE PHOTO TOUR 13 In this chapter, we will take a look at the destroyers berthed along the east quay of the Inner Basin. Historically, the scouting forces of the Hochseeflotte consisted of the 1st and 2nd scouting groups. There were other scouting groups – light cruisers and torpedo boats -- but they were assigned to work with the battle fleet and were home-ported in Wilhelmshaven. The 1st Scouting Group, the battlecruisers – and the 2nd Scouting Group, composed of light cruisers and torpedo boats – constituted the main advanced scouting forces of the Hochseeflotte. This force fanned out in a search pattern ahead of the battle fleet to seek out the enemy. (See Chapter 24 for details of their formation and search procedures.) In the 2nd Scouting Group, the torpedo boats were used to search and to investigate sightings – while supported by the light cruisers of the group. In the 1st Scouting Group, the torpedo boats were tasked with screening the battlecruisers from submarine attack and defending them against enemy destroyer attacks. (As mentioned earlier – strictly speaking – the Kaiserliche Marine did not have “destroyers”. German torpedo boats carried a heavy torpedo armament alongside an adequate gun armament and were oriented toward aggressive torpedo attacks on enemy capital ships. The Royal Navy protected their capital ships with heavily-gunned “torpedo-boat-destroyers” – hence the term “destroyer”.) This overview shows the eastern quay of the Inner Basin. Two destroyer flotillas of twelve boats each are “nested” at berths. The VI Flotilla on the right is assigned to work with the light cruisers of 2nd Scouting Group, while the IX Flotilla on the left is assigned as escort for the battlecruisers of 1st Scouting Group. Note the extensive dockside infrastructure supporting the flotillas. The ships composing the VI Flotilla are not, as you can probably tell, WW I Era German torpedo boats. They are, in fact, Italian Leone Class destroyers built between the wars (they saw service in WW II). Unfortunately, I had no models of British WW I destroyers – but these Italian ships are quite handsome and vaguely similar to early British designs – so I went with them. The Leone Class ships displaced 2,195 tons and were strikingly long and narrow (372 feet in length, 34 feet in beam) – well armed with 8x4.7-inch guns in four twin mounts and 6x17.7-inch torpedo tubes in two triple mounts – and capable of a dazzling 33 knots. The dock they are nested against was taken from a “PEG Marina Set” and re-lotted onto an “NBVC Seawall”. This is a close-up view of the quayside support facilities. The four metal sheds on the left were borrowed from the “PEG SNM Submarine” base – re-lotted on 2x2 lots. The rusty-roofed warehouse next to them is absolutely perfect for a turn-of-the-century harbor and can be found in “SimCoug’s Historic Harbor” series. The building is lotted on a 1x1 tile and overhangs the two adjacent lots. This makes it possible to plop a 1x1 modular lot on either end to compliment the structure – note the activity on either end. The small warehouse and angular building on either side of the water tower are from the Maxis industrial props. The angular building is a machine shop to assist with repairs and maintenance. Same scene, different view. Notice the display of diagonal props to the left of the water tower. It is amazing what a difference diagonal props can make in a scene. I found these among the hundreds of props and lots in the “SimCoug” collection and thought I’d give them a try This is a close-up of the Leone Class destroyers. They are finely detailed models, with excellent weathering, and typical of the light destroyers built between the wars for service in the Mediterranean. The only noticeable error the model maker made concerns the midships torpedo tubes – there were six in twin mounts – not four. The Leone’s are courtesy of “Barroco Hispano”. These are the ships of the 9th Destroyer Flotilla, tasked with screening and anti-submarine duties for the main body of the 1st Scouting Group – the battlecruisers. The flotilla is composed of British Tribal Class destroyers. Built between the wars, the Tribal’s – next to the US Navy Fletcher Class destroyers – were the most effective destroyers deployed in the European theater during WW II. Note the paddle tug Sophia in the lower left corner of the shot. This shot shows the general layout of the quayside support infrastructure for the detsroyer flotilla. You can clearly see a road bisecting the dock area. On the right side of the road is the cargo handling strip. This freight handling strip was lotted as a 9x1 with a wide variety of props, and “dressed-out” with numerous 1x1, 1x2, and 1x3 modular lots. The angular machine shop building is actually a 3x2 lot with various props “dressing-out” the building. But it is surrounded by a mix of 1x1 modular lots that seamlessly blend it into the whole scene. This is another view of the same scene. If you look closely, you can see many instances where activity on one 1x1 lot seems to “spill over” into the adjacent lot. This is particularly noticeable on the lots just to the right of the Quonset Huts. This spill-over effect was achieved by rotating the 1x1 lots until the activity blended in with adjacent lots. This method creates large, cohesive scenes – while maintaining the flexibility of small modular lots. The same scene from a different angle. The freight is brought in by rail, unloaded trackside, then distributed to the various warehouses, huts, and work shops supporting the flotillas – and the cruiser berths on the opposite side of the tracks. In the early 1930’s, British destroyer designs were being surpassed by the new construction of other naval powers – the Germans, Italians, and Japanese in particular. To counter this trend, Royal Navy designers entertained the idea of a small light cruiser to combat enemy destroyers. But the tactical concept was unnecessarily complicated and quite beyond Britain’s peacetime budget. Instead, a faster and more powerful destroyer design with multiple tactical uses was settled upon. The Tribal Class destroyers were handsome vessels in their own right, with raked funnels and a clipper bow. They displaced 1,854 tons on a length of 377 feet, with a beam of 36 feet. They were well armed with 8x4.7-inch QF guns in four twin mounts and 4x21-inch torpedo tubes in a quadruple mount amidships – and capable of an amazing 36 knots. Tribal Class destroyers served from 1938 to 1963. Close examination of this highly detailed model is well worth the time. HMS Cossack is courtesy of @Barroco Hispano. In the top left of the picture, you can see Admiral Hipper arriving by train from from Berlin. The house directly across the road from the train is the Admiral’s quarters ashore. The dock at center is the Admiral’s private landing. Again, the construction of the scene is largely 1x1 modular pieces, with a 3x2 for the house. The woodlands are 1x1 custom-made Tree Filler lots, dressed out with @Girafe MMP work. In the foreground of the picture, you can see the docks and quayside facilities of the East Berthing Basin. At the top of the picture, two small boats from across the Inner Basin are approaching a destroyer dock. And across the main road is the Admiral’s compound. Same scene, different view. This view shows the Admiral’s landing and provides a good view of the cruiser docks in the East basin. This is a close-up of the Admiral’s landing. Anticipating Hipper’s return from Berlin, the motor launch on the starboard side of the landing has brought the Deputy Commander of Scouting Forces, Konteradmiral Levetzow, to meet the Admiral’s train. A “side party” of sailors has been mustered on the landing to greet him. The beautifully detailed motor launch is by “AP”. This is a much better view of the entire scene. The compound guard has been turned out to greet the Deputy Commander on his arrival and they have mustered on the approach to the landing. Out on the landing, the crew of Admiral Hipper’s steam launch has been mustered as a “side party”. A side party is an old tradition found in most navies – but especially in the Royal Navy. Any time a ranking officer comes aboard a warship, he is piped aboard and honored with a “side party”. It is purely a matter of naval protocol and courtesy – but it is just one of the privileges due to an officer of rank – and is not to be ignored. Early on in their existence, the Kaiserliche Marine adopted many customs from the Royal Navy – especially those of protocol. This is another view of the landing – this one showing the Admiral’s steam launch moored. This is an excellent view showing the details of the landing. The very stylish steam launch was provided courtesy of “Barroco Hispano” and is a classic example of their type. Most warships carried various styles and sizes of steam launches as part of their “ship’s boats” inventory, but the Admiral Commanding would have his own launch – usually larger and more plush – hoisted aboard the flagship for his own use. This launch was often referred to as the “Admiral’s Barge”. The landing is one of several old wooden piers modeled by @AP and is a work of art in its’ own right. The detail of the planking, pilings, and ladders is absolutely amazing, and the weathering is truly masterful. I added the light post, rope coils, barrels, and sailors. The landing has been lotted as a “free-standing” 1x2 lot that is placed on the flat harbor bottom with the end of the landing overhanging the “NBVC Seawall”. The Motor launch and steam launch props were added to the lot. Admiral Hipper was appointed to command 1st Scouting Group in 1913, at 50 years of age, and he had been at sea for the better part of 32 years. Dedicated to his profession, he could inevitably be found on the bridge, or in his cabin aboard ship. Along with his appointment as “Commander Scouting Forces”, Hipper inherited comfortable quarters ashore from the previous Commander (Admiral Bachmann) and found the need to rest or work from them from time to time. Life at sea, even for an admiral, can be hard and stressful. The quarters were also useful for entertaining visiting dignitaries, his squadron captains and their wives, and even the junior officers on occasion. Here you see the Admiral’s comfortable, two-story dwelling – large enough to billet his immediate aides and enlisted attendants. There is a comfortable dinning room with a small adjacent ballroom for formal occasions on the ground floor -- with just enough room for a kitchen tucked away in a corner. The third floor is partitioned-off for the Staff Officers and enlisted attendants. The second floor holds the Admiral’s sleeping quarters, with an outer office for the staff, and an inner office overlooking the harbor for the Admiral. The building is located on the east side of the Inner Basin ship channel, and the Admiral often takes breakfast on the terrace (when ashore). A short distance to the left is the Admiral’s landing. In this shot we see the Admiral stepping off the special train returning him from an Imperial Staff conference in Berlin. The train model consists of a locomotive, tender, and passenger car from the famous “20th Century Limited”. The express passenger service of the New York Central Railroad operated from 1902 to 1967, and ran between Grand Central Terminal in New York City and the LaSalle Street Station in Chicago. Stops along the route were rare – the coal tender was large enough for the trip, and water for the boiler was obtained while in motion using a scoop, dipped into special “track water pans” built into the roadbed. The First Class fare in 1927 was $51.30 – equivalent to $920.00 today. A private compartment was considerably more expensive. In 1938 the industrial designer Henry Dreyfuss designed the streamlined Art Deco rolling stock you see in the model. The locomotive under all that classy Art Deco look was a 4-6-4 “Hudson” built by American Locomotive Company (ALCO) in the Baldwin Locomotive Works – weighing 166 tons and capable of 124-mph. The phrase “red carpet treatment” was derived from “Limited” passengers boarding the train via a plush red carpet. The superb “20th Century Limited” – in all its streamlined glory -- is courtesy of @Barroco Hispano. (I had to work that into a naval base somewhere. Right next to battleships, I’m very fond of old steam trains.) Another view of the Admiral. His train, and his quarters. The 150-ton crane at left is borrowed from the “PEG SNM Dry Dock” lot. This is one last close-up of the modular nature of the lots. Everything in this picture is a 1x1, 1x2, or 1x3 custom-made modular lot. I have an untold number of modular lots in my plugins folder that are designed to be used in almost any situation. The Quonset Huts are the main focus of the scene, and they have individual props placed on their lots. But they take on a whole new look when they are surrounded by other modular lots. Suddenly they blend right into the scene and fit seamlessly into the activity of the surrounding lots. It’s as easy as assembling a jig-saw puzzle. You plop the Quonset Huts, then scroll through the menu and plop additional modular pieces into the scene – no need to stop and open Lot Editor to make a new lot for each and every scene. Simply assemble the new scene with jig-saw pieces. It’s quick, easy, and – I think – remarkably effective and realistic. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 14 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 56: THE PHOTO TOUR 12 THE DRY DOCK Not all harbors have dry docks. There are large and busy harbors around the world that are strictly dedicated to commerce -- but well established ports are usually found with a government naval installation, and possibly a private maritime construction yard. Either of them will almost always have one or more reasonably modern dry docks and possibly more than one floating dry dock of medium to large size. Permanent in-ground dry docks are traditionally built by digging a hole along the shore line to a desired depth below sea level. The bottom and sides of the hole are usually lined and sealed with a suitably erosion resistant stone (often granite), with the seaward end closed off by swinging steel lock gates. (Think of it as a large bath tub with a door at one end.) A pumping system is used to either fill or empty the dock of seawater. Once the dock is full, the gates may be opened, and a ship can be brought into the dock. The pumping system then removes the water and repairs or maintenance may be preformed on the lower hull. When the work is done, the dock is again flooded and the ship can be returned to the sea. The concept behind the dry dock is quite simple and makes difficult work much easier. But permanent dry docks take up a lot of space, obviously cannot be moved, and are very expensive to build and properly equip. Sometime in the late 18th Century, the idea of a “floating dry dock” was proven to be feasible and by the mid-1800’s had come into common use. A floating dock was much cheaper to build than a permanent dry dock, and often cheaper than building a ship. The dock was built as a double-hull (similar to the double bottom on a ship) and had a flat bottom with high sides – but no ends. The double-hull construction allowed for tanks that could be flooded to submerge the dock. A ship was moved inside the submerged dock, the tanks were pumped dry, and the ship and dock were lifted above sea level. Repairs or maintenance was carried out, the dock was submerged again, and the ship floated out. Floating docks could be very elaborate, with machine shops, boilers to provide steam for pumping, and electric dynamos. The floating dock could be placed at any convenient location in the harbor, and had the advantage of being able to be towed from harbor to harbor as needed. The Imperial Navy considered them quite “hi-tech” for their day and built numbers of them to service their growing battle fleet. This is an overview of Cuxhaven’s single dry dock. This dock was capable of serious repair when necessary, but complicated or large repair jobs were meant to be carried out at either the builder’s yard, or the extensive specialist docks in Wilhelmshaven. Cuxhaven’s dock was largely for temporary emergency repairs, light modifications to onboard equipment, or simple bottom cleaning and painting. The latter job, alone, would considerably relieve the congestion in the Wilhelmshaven docks. As you can see, the dry dock basin has the lock gates in place – but it is full of water. At the time this part of the harbor was laid-out, we had not yet solved the conundrum of how to make a dry dock without water. We did eventually resolve that issue, but for the time being, you’ll have to let your imagination remove the water. Anyone following the various chapters already knows how my landscape is “painted’ and which props I use. And anyone who knows the German North Sea Coast is well aware there are some fair-sized sand dunes, very few hills to speak of, and absolutely no mountains. But mountains and low hills extend across the rear of the Cuxhaven naval base – as clearly seen on the right of this picture. I had been wanting to try my hand at mountain landscapes for some time – and watching the positive mastery of @The British Sausage encouraged me to go ahead. There are not a lot of mountains on the Cuxhaven map – just enough to satisfy myself that I could “pull it off”. Once again, my THANKS to “The British Sausage” for his inspiration and encouragement. Looking at the above picture -- rail lines on the right side of the basin bring in parts, supplies, and large pieces of equipment. The cranes are set up in two lines on either side of the basin. On the right hand quay, 150-ton cranes unload trains and move the cargo/parts dockside, where the larger 250 ton-cranes pick them up and move them onto the ship as needed. On the left hand quay, the inboard crane line has one 250-ton crane to do heavy-lift work over the ship. The outboard crane line consists of one 150-ton crane and one 250-ton crane. The smaller crane lifts light cargo – pipe bundles, boxes, crates, etc, etc, while the larger crane can lift heavy sections of armor plate, gun tubes, and even pre-assembled steam turbine sets. Note the quay on the right has only rail access and the left quay receives all equipment and cargo via ship or barge (usually only the large objects that cannot be transported any other way). The 150-ton cranes are from the “PEG” SNM Dry Dock Series, while the impressive 250-ton cranes are by @AP. Another view. On the left of the picture, you can see the mountain looming over the dry dock area. At the bottom of the picture you can see a “half flotilla” of Italian Leone Class destroyers graciously provided by @Barroco Hispano. This is a closer view of the “crane lines” on either side of the dry dock. Each of the “crane lines” are set up with one line working inside the basin and the other line working outside the basin. The dual crane line in the foreground is designed to bring in large prefabricated items – such as machinery or gun tubes. The large crane immediately behind it is positioned to take those items and work them onto the ship. The crane line on the opposite side is serviced by a rail line. The crane lines were assembled from a wide variety of props on a 12x2 lot. The concrete surfaces of the dry dock area are composed of textures from the “Paeng Grunge Concrete” lots, “PEG SNM Series”, and the “NBVC Container Port”. “NBVC Marinas” provided the seawalls, and the suitably weathered lock gates are, of course, by @AP. This is a close-up of the barges delivering their loads. I have placed several sets of steam turbines in the shot so you can get a good look at them. There are ships in SC4 – but not very many. And there is a “boiler works” lot in the game. But very little attention has been paid to the propulsion plants of ships. “AP” has very skillfully created a set of high-pressure steam turbines (left on the barge) and low-pressure turbines (on the right). Each turbine has a cylindrical gearing unit on the end. A 250-ton crane is lifting a small auxiliary engine from the barge. It is to be installed up forward in the Capstan Flat to replace an engine with too little horsepower. This scene is “busy” and cluttered – many sailors and workmen running about in a maze of barrels, crates, cases, rope coils, hoppers, boxes, anchors, and winches. To the right of the steam turbines on the quay, you see a detail of sailors performing winch maintenance. Notice the detail on the back of the crane...”CUX 4 – 250t”. That is but one example of the degree of historical detail “AP” has researched and incorporated into his models. The barge, turbines, engine, gangway, rope coils, sailors, anchors (on the quay), cranes, Atlantic fenders, and winches – all by “AP”. The cargo barge on the right is from the “PEG Pier One Seaport”. The two white harbor steam tugs were “gifted” by “WolfZe”. Here is a view of the head of the Dry Dock Basin. The basin pumping station is in the center (a “borrowed” Maxis pump house). The powerful pumps housed underground are responsible for emptying the dry dock basin. The water towers were taken from the old “Maxis Reward Movie Studio”. The four water towers in the dry dock area actually have nothing to do with the operation of the dry dock -- they supply running water to the buildings and docks and are primarily for fire-fighting. To the left of that is a fenced area where old anchors are refurbished (30-ton crane by “AP”). To the right of the picture is a group of small lighters, loaded with boxes and barrels, tied-up at “mooring dolphins (by “AP”). The old barge crane on the left is also by “AP”. Here you see boilers (by AP) being unloaded from rail flat cars onto the port side quay. These are being readied for the next warship to enter the dock. Note the sailors on the flat cars preparing to hook up the crane hoist. To the left are other sailors inspecting and preparing auxiliary engines – two of them to replace under-powered steering motors. It was not uncommon for naval architects to specify certain auxiliary engines (capstan engines, steering engines, ventilator fan motors) that proved to be under-powered and had to be replaced with engines/motors of greater horsepower. This is a close-up of the area where they are unloading the boilers. If you examine the picture closely, you will find a number of individual vignettes being acted out. There are sailors working on auxiliary engines, preforming winch maintenance, refurbishing anchors and, of course, unloading boilers from the train. These are the more common cylindrical-type boilers, rather than the angular, custom-made boilers used by the Kaiserliche Marine. (“AP” also included the angular version boilers in the prop pack.) When making the cylindrical boilers, we thought it would be interesting to include a bit or history. Everyone who has seen the movie, or seen any of the picture books, will be familiar with these boilers. You will notice there are three circular coaling doors on the front of the boiler, with detailed gauges – just like those on the RMS Titanic. This scene shows one of many small landings found scattered around harbors and naval bases. Here you see small boats coming and going from the nearby destroyer flotillas -- odd bits of cargo and equipment laying around the landing – even a motor launch that brought senior engineers to hurry along Goeben’s repairs. The landing, small boats, motor launch, and the bulk of the odd bits on the landing are all by “AP”. This is a look at the rear areas of the dry dock facility. It is, appropriately, a small area, since the main work is done around the basin. The two warehouses were re-lotted from one of the “PEG Seaports. The fenced roadway along the rail line is from the “NBVC Container Port” kit. The remainder of the paved areas are “Paeng Grunge Concrete”. With the exception of the two warehouses and the Pumping Station”, the entire area was created using custom-made 1x1 and 1x2 modular lots – almost all of which are “standardized” and can be used in many other locations and scenes. Just to the right of the Dry Dock area, there is a Passat Class tug tied-up at “mooring dolphins” with an Asgard Class and Odin Class tug “nested” along the diagonal section of the seawall. (Note: diagonal models!) This green storage shed is just one of the “perfect” storage buildings I stumbled across after a good deal of searching. This allowed me to seriously curtail the continued use of the “IRM” filler lots with shipping containers. (Since I found these sheds rather late in the map building process, you will still see the “IRM Shipping Containers”, but they were eventually phased out in all new “mapping”.) The storage shed and “balk” timber are from “SimCoug’s Historic Harbors”. The large warehouse on the left is from a “PEG” seaport. The concrete areas are Paeng Grunge lots modified with a variety of props. The sailors, small boats, rope coils, Atlantic fenders, “dolphins”, and beautiful little tugs are by “AP”. Here we have a close-up view of the back of the warehouses. This is a classic example of how much activity can be added to a scene by using custom-made modular lots. The warehouse sits on a 3x2 lot and has limited space for additional props, and hardly any room for vehicles. You could make the lot bigger and add all sorts of activity to it – but that would limit its usefulness, or it would become repetitive. By leaving the warehouse on the smaller lot with limited props, you can then use any number of different 1x1 lots to create scenes tied to the building. And here we have the masterpiece of the whole dry dock scene – repairs to Goeben’s turbines – in progress. (For background details, see Chapter 19.) The work gangs and cranes have already removed the steel plates of the Upper Deck, Battery Deck, and the layer of armor pate over the machinery, to create a sufficient opening down to the starboard engine room. The heavy locking bolts have been removed from the massive mountings securing the turbines to the “Hold Deck” in the bottom of the ship. And the ship’s boat boom has lifted out one of a series of steam transfer pipes running above the turbines. Only five sections remain to be removed. The way will then be clear for the 250-ton crane on the quay side to lift out the damaged high-pressure turbine. SMS Goeben had two steel decks above the engine rooms, while the height of the engine room extended down four more decks. In effect, in this shot, you can see six decks down – into the very bottom of the warship. You can see workmen on the inner deck levels – if you look carefully. (These are Hi-res pictures. If you download the image, you can enlarge it and see much more detail.) From this angle you can see the five remaining sections of steam transfer pipes that have to be removed. The workmen have been augmented by technicians specially sent down by Blohm & Voss to supervise the work. Three work gangs have been organized and will work round the clock. Admittedly – not a good angle, but there are many points of interest in the picture. You will notice there are sailors and workmen – both above deck and below. I firmly believe the scenes we create in SC4 are more realistic when “peopled”. I go to great lengths to put figures in every conceivable location – doing things sailors and workmen would do. Dockyards are busy places – and work is done by gangs or “details” – not by individuals. Building a warship at the turn of the century might employ up to 3,000 men. “Fitting-out” a launched hull could require 2,000 men. And repairs were handled on an “as needed” basis. If the repairs were extensive – a large work force would be used. If the repairs were minor – perhaps only 50 men. My philosophy is to bring realism and life to the scenes by including the people. Show me a picture of a 1910 dockyard without workmen – and I’ll show you a dockyard on a Sunday morning, during peacetime, when Congress or the Parliament failed to appropriate sufficient funds! Now – I cannot possibly compliment @AP highly enough for this ground-breaking modeling effort. His first-hand knowledge of ships and the sea – and his tireless quest for authenticity has made it possible to create models representing history/ real-life at a level yet unseen in SC4. I can research it – and write about it – and explain it – but “AP” can bring it to life. I can create the game lots and make scenes like this. But my talent at “showcasing” this ship pales in comparison to his “landmark” work. This has to be a “first” for SC4 – and if anyone deserves a “medal” – it is “AP”. He skillfully crafted this battlecruiser – then disassembled it and created this view down into the bowels of the ship. A truly commendable achievement. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 13 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 52: THE PHOTO TOUR 08 THE COALING DOCKS In this chapter, we will pick up our tour where we left off. But first, I thought I’d re-orient you with the map tile (picture above). On the extreme left (west) of the picture is “Battery Scharnhorst” – and just around the corner is the Neu Hafen (main Cuxhaven anchorage). Just inside the entrance to the breakwater are the coaling and fuel oil replenishment docks. Easing into the harbor is the battlecruiser Von der Tann, with two Nordwind and two Passat Class tugs waiting to guide her to a berth. Two patrol boats (motor launches) can be seen “tail-moored” to the breakwater, while an Erie Class gunboat (previous chapters) is anchored just outside the breakwater, pulling guard duty. This is a close-up of the magnificently detailed Von der Tann model, graciously provided by @Barroco Hispano. (See Chapters 14 & 15 for details.) The battlecruiser is leaving the deep water channel and crossing into the shallow waters of the roadsted. I was interested in working with the “NBVC Corals”, and used them to cover the seabed to delineate the deep water boundary. You can see them spread around the bow of the ship and they extend down the sloping bottom until they disappear into the deeper water. This view also gives you a good look at the excellent textures and detailing of the “Uki” breakwaters. This is a detail shot of the tugs waiting to assist Von der Tann to her berth. The two on the left are Nordwind Class sea-going tugs, based largely on a class of tugboats built by the Hamburg-America Steamship Line to handle their large ocean liners. Around 1903, Kaiser Wilhelm was much impressed with their power and asked the Director of the shipping line (Albert Ballin) to build a variation of his tugs for handling large Imperial warships. (Ballin was a close personal friend of Wilhelm and his home included the addition of a suite of rooms built specifically for Royal use during visits to Hamburg.) You will notice Nordwind has an open navigation bridge (quite common in those days), and twin funnels – indicating up to eight boilers to provide steam for her powerful engines. The two tugs on the right, standing-by to assist, are Passat Class – a more modern and improved version of the original, with an enclosed wheel house and slightly larger engines. Both models are meticulously detailed and superbly textured – courtesy of “AP”. The two ships moored to the “barrel buoy” are from the “PEG Scows” pack. These ships have no historical relevance to the Dreadnought Era, but they were among the early custom content introduced to SC4 for maritime purposes. They are interesting little ships in their own right, nicely modeled and textured, with a minimum of detail and an abundance of “grunge”. For a long time, they were the only “bulk haulers” in the game. These are, in fact, “Ore Scows” – but as you can see – they easily pass for coal scows. I confess...I included them mostly as an “homage” to “The Good Old Days” of SC4. As discussed in previous chapters, coal-fired boilers were the primary means of propulsion for warships at the turn of the century, and a battleship – no matter how many guns she carried – could only carry those guns as far as full coal bunkers would take her. The Royal Navy possessed an enormous advantage in having numerous colonies – and coaling stations -- scattered all over the globe. A large fleet could be deployed from Portsmouth to Hong Kong without need to rely upon neutral ports or foreign coal stocks. The Kaiserliche Marine, of course, had no such far flung empire upon which to depend. But German warships in German harbors made full use of the facilities. Cuxhaven’s Neu Hafen was constructed with a medium-sized coaling facility. The coaling docks can accommodate four battlecruisers, or six smaller cruisers at a time. But having a dock available could not be allowed to delay the replenishment of coal bunkers. A “first-rate” Kapitan would move Heaven and Earth to ensure his ship was “combat-ready” at all times. If all the docks were busy, coal lighters could be laid-on and towed out to the ships at their berths. This is an overview of the coaling docks and the fuel oil “replenishment point”. On the right you can see the docks where coal and oil can be brought into the naval base by commercial shipping – or dispensed to the warships of the fleet. On the left you see the large, concrete coal storage complex, and the much smaller oil storage “tank farm”. These facilities were located in the west end of the harbor area primarily due to their large “footprint” – they take up a lot of space. Also, their purpose is to refuel ships, which quite naturally generates a great deal of traffic. Placing the docks at the far end of the harbor provided room for the towing, turning, and berthing of the big warships. This is a closer view of the “business end” of the coaling docks. This general arrangement was inspired by a similar set of docks operating in Cardiff, Wales in the late 1920’s. Since the game has none of the usual mechanized devices or elaborate structures for handling coal – especially for warships – I had to devise a reasonably workable method of moving coal. I ran a rail line down the center of the docks, raising the ground level behind the coaling points, and connecting them with the “NAM 32” viaduct pieces. (Yes – I’m a “dinosaur” – I still run NAM-32.) The locomotives push loaded coal cars along the viaduct until they reach the dump point. There the doors in the bottom of the gondolas are opened manually and the coal slides down the concrete slope to the large pile at the bottom – a “gravity feed” delivery system. The coaling docks can accommodate four ships at a time. The pier portion of the docks were borrowed from the “PEG SNM Cruiser Lots”. Two cruiser piers were rotated and pushed together to form one long dock. The piers were arranged as overhanging props so the front end would be in the water. The coal piles were (I believe…) from the Polish Power Station lot. (But I could be wrong about that.) Two stacks were arranged to slightly overhang each other, and the lot, so the coal would appear to be piled up against the concrete slide. A third stack was placed in the middle of those, and the prop was elevated until it gave the appearance of a much taller coal pile, while still “meshing” with the others. The coaling lot is 13x4, and various warehouses, water towers, and 1x1 custom lots were used to fill in around the edges. I dislike large, “set-piece” lots, but using the “cruiser piers” imposed certain restrictions, so it became necessary. With the exception of the shipping, everything else in the picture has been pieced together by re-lotting or re-purposing elements already in-game. SMS Lutzow is seen tied-up at the coaling dock, preparing to “coal ship”. She is the second of three Derfflinger Class battlecruisers. The elegant model is courtesy of @Barroco Hispano. (See Chapters 23 & 24 for details on the ship.) The coaling cranes dockside were borrowed from the “PEG Trash Disposal lots” and down-sized a bit for use. This shot provides a good view of the “stacked” coal piles. At this point, I should probably mention that “coaling ship” was an “all-hands” – “round-the-clock” evolution. Once coaling was started, the operation did not stop until the bunkers had been filled. The “Duty Watch” personnel (for the most part) would remain on “Watch” for as many hours as it took. Coaling went on day or night, though the sailors did not like working under flood lamps -- the powerful lights alternated between blinding glare and casting long dark shadows in other places. Once the coal was taken aboard, the backbreaking work was not over. The ship still had to be moved back to her berth, the decks scrubbed down, and the crew cleaned up before they could catch a quick bite to eat and fall into their hammocks for well-deserved sleep. Needless to say, “coaling ship” was the least enjoyable part of a sailor’s life. Right next to Lutzow, a Sophia Class paddle tug is towing two empty lighters out of the crowded coaling basin. Note the fine detail modeled into the paddle tug and the lighters. Moored at “dolphins” along the seawall is an elderly Nordwind Class tug (left). Astern of her is a more modern Passat Class – an improved “second generation” of Nordwind. The tugs are standing by to maneuver full lighters into a berth, and haul empty ones away. The tugs, lighters, and mooring dolphins are by “AP”. The concrete seawalls were borrowed from the “NBVC Marina” kits. This is the Motor-Lighter Ajax. She is a unique vessel used to transport large or heavy pieces of equipment from shipyard factories or assembly sheds to dry docks or construction slipways. Her bridge is placed forward of the cargo area and elevated to give a good view ahead as well as being able to see over large cargoes carried amidships. Steering commands are passed by hand-set or speaking tubes to the wheelhouse atop the aft superstructure. Her twin funnels are placed side-by-side – an uncommon feature even in the early 1900’s – but the machinery spaces are comparatively small so it was necessary. On a good day, she can make all of 8 knots, and she is shallow draft and rides low in the water. Ajax was never meant to go beyond a harbor, estuary, or shallow coastal waters. On her midships cargo deck are a pair of massive three-cylinder, triple-expansion, steam engines (found in “AP’s Propulsion Prop Pack). They are destined to be installed in “Grosse Kreuzer E”. The engines are just one of the many historically accurate props “AP” has provided to enhance the realism in SC4. And each new prop opens up a whole world that can be investigated and portrayed in the game. The motor lighter, itself, is a single prop. The sailors, rope coils, and engines are additional props added to the model in the “lotting” process. This is only possible because “AP” put a lot of effort into keeping his “LOD’s” tight on the cargo deck. This is a close-up of a Thor Class tug standing-by to take two coal lighters under tow. This should give you yet another example of the high quality models and the enormous amount of detail worked into them by “AP”. Thor looks every bit the “worn-out work-horse” she is meant to be. You can almost see the individual lumps of coal in the lighters. And even the empty lighters moored along the near side of the basin are pure perfection. Thor will shortly move the lighters out to the roadsted and the waiting warships. This is SS Gotha, a Norddeutscher Line collier leased by the Kaiserliche Marine to accompany a squadron of ships on their journey to the Far East. Germany and Great Britain possessed fairly large fleets of commercial colliers and preferred “leasing” over building naval colliers. Only the United States chose to build Fleet Auxiliary Colliers rather than trust commercial vessels. During wartime, foreign colliers were often unavailable for “political reasons” – even neutral vessels could not be relied upon. This gorgeous model by “AP” is an absolute “work of art”. Note the surrounding activity going on n the lower part of the picture – another example of our “busy harbor” theory. Here we see a Thor Class tug maneuvering a full coal lighter into a mooring. SS Gotha will be casting off soon and room will be needed to move the collier out of the basin. Coaling basins are often crowded with tugs standing-by to undertake tows, and numerous empty and full lighters. Some small boats have tied up alongside the lighters and crewmen are “working the coal” – possibly leveling it to “stabilize the tow” – or even raking through it for foreign debris. Here again, you can see the wonderful high-def models in all their detailed glory. Even the mooring dolphins lining the seawalls are superb. This scene is typical of “busy harbors” – especially coaling basins. Numerous lighters are moored to dolphins – single, double, and even triple moorings – with small boats milling about, and tugs maneuvering the lighters into position. This is the battlecruiser SMS Mackensen taking on coal -- as she might have appeared at her planned commissioning in 1919. A major improvement over the Derfflinger Class, Mackensen would have had a much greater displacement and a larger caliber main battery armament. The first ships were laid down in January 1915, and some were actually launched. But none would ever see service. (See Chapters 42 for details of this ship.) This magnificent model is courtesy of Barroco Hispano. As you can see in the picture, I had to fill in details on and around the coaling docks with whatever props I could find. Some were actually too modern (shipping containers) but they were pressed into service anyway. I thought it better to “stretch” the historical timeline on the props, rather than wind up with mostly empty dockside scenes. SMS Hindenburg, the “third sister” of the Derfflinger Class, is moored at the coaling docks and preparing to “coal ship”. This fantastic model was scratch-built by @AP, who has generously devoted much time and effort to this project. It should be noted – for the record – warship models are larger, far more complicated, and enormously time-consuming compared to the average ship model. And -- “AP” goes well beyond the “Call of Duty” to build-in so much more detail than most other 3-D modelers. (For specific details about the battlecruiser, see Chapter 41.) On a somewhat related theme – I would like to offer a small apology for the lack of variety found on the coaling docks. The main reason for the repetitive nature of the lots is the simple lack of suitable in-game props. I have been haunting this website for a little over a decade, and there has never been a concerted effort to create a working product chain for coal. There are very small and primitive coal mining lots, a “coking” plant, coal-fired power plants, some very simplified coaling docks, and the occasional inadequate effort to create a loading “hopper” device. BUT – there has never been enough attention paid to the props and machines needed to move coal from the mines to a destination, then load it or unload it. Mostly, I was forced to use rather convoluted methods to move coal to a dock and get it aboard a ship. You see bulldozers on the docks – but they did not exist in that form in 1905. And you see “bucket cranes” loading and unloading both rail cars and ships. Bucket cranes are suitable for loading a rail car – but totally unsuited to unloading one. And bucket cranes are used to deposit coal onto a warship’s deck, where the crew shovels it down “coaling chutes” into the bunkers below. It is a primitive method – but the only one I could devise with the props available in the game. Actual coaling stations had elaborate rail/trestle structures with mechanical overhead hoppers that lifted the coal from the cars by conveyor buckets, then funneled it down a long chute to the ship. The end of the coal chute had a long canvas sleeve that connected to the bunker chutes, thereby avoiding dumping coal on the ship’s deck. (I’m certain “AP” could have modeled something suitable, but he was already working overtime to make the other props for the game – so we never got around to it.) But – that’s my reason for the less than efficient means of moving coal around, and for using modern props. “Mea Culpa”. (BTW – under these primitive arrangements, the average ship’s crew could load around 60 tons of coal an hour – perhaps 70 tons.) This view shows the coaling docks in the upper right of the picture and the main coal storage facility in the bottom center. The storage facility consists of two large, open-air concrete pads directly behind the coaling docks. Commercial coal is delivered to the storage facility via the main rail line visible at the bottom of the shot. The coal is then loaded into cars and shuttled via the railroad viaduct to the coaling docks. This is a closer view of the receiving, storage, and distribution system. Commercial coal is delivered by rail from the main track to the right. The loaded cars are backed onto the dumping ramps, the doors in the bottom of the coal gondolas are opened, and the coal slides down the concrete slope onto the waiting piles at the bottom. The facility is set up to unload as many as four trains at one time, and may operate day and night, as necessary. From the delivery chute, the coal is loaded into dump trucks and moved across the lot to the distribution pad. The piles on the left of the picture are waiting to be loaded onto rail cars to be sent out. As you can see, there is a wide variety of structures and equipment that have been used to portray the operation. Anyone familiar with industrial lots in SC4 will recognize the props immediately. They have all been re-purposed to move coal to the warships in the harbor. As mentioned above, I have used many modern elements that were not available in 1910. Trucks – absolutely necessary to a functioning naval base – were primitive in those days, and there are, of course, no such props in SC4. So the bases will always be a strange mix of “early” and “later” 20th Century furnishings – again -- my apologies. This is the distribution point where the coal is loaded into gondolas and shipped to the coaling docks. The coaling cranes were borrowed from the “PEG Trash Removal” lots, reduced in size, and lotted onto 1x1 modular pieces. The water towers (mostly for fire fighting) were taken from the old Maxis Movie Studio. The chain link fences and most of the concrete roadways were taken from the “NBVC Modular Seaport” – they are largely 1x1 lots and very flexible in use. I used “Paeng” grunge concrete in places to fill in difficult angles, or to simulate older, patched areas in the larger pad. Several other 1x1 and 1x2 custom-made lots used various props and a variety of small liquid tanks, warehouses, and various trucks and cranes to fill in the working areas. This is a close-up of the east side distribution point (the coaling docks are to the left of the picture). The coaling lot was arranged in this manner so that two trains could be loaded at the same time – thereby ensuring a steady flow of coal to both sides of the coaling docks. While these two trains are loading, two more trains are out on the docks dumping their load. When they are empty, they return via the center track and wait below the switches. When the loaded trains have departed for the docks, the two waiting trains take their place. In this manner, a continuous supply of coal can be shuttled to the docks. The locomotives in the picture are the “Peg Shuttle Engines” – modified for steam -- and the rolling stock in the picture is most likely “PEG” as well. I believe the 1x2 segment of vertical wall on the dumping ramp (right of picture) was repurposed and re-lotted with railroad signal boxes. If I remember correctly, “Mattb325” originally created the vertical walls as roadside parking/parks area built on a slope. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 09 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 48: THE PHOTO TOUR 04 THE WEST LOCH – Part 04 In this chapter we take a look at the north end of the West Loch. The overview below shows the north tug station, a “rail stop” behind it, and a lighter basin. This is the north tug station. We already discussed all the component parts and tugboats in previous chapters, but you will notice the station is different from the south tug station. Again, this station is constructed from 1x2 and 1x1 modular lots. Everything you see has either been re-purposed (parking lots) or re-lotted from existing game lots. Another view – showing a different angle and some better views of the tugboats. You should note – the trees beside the Quonset Hut are my custom-made 1x1 Tree Filler Lots. Same tug station – different angle. And one more angle. The modular lots allow you to assemble them in any configuration, on any size piece of terrain – large or small – as you see fit. Notice the small sand hill in the lower left corner of the shot. In this picture, the Quonset Hut is a 1x2 modular lot, while the four lots behind it are “standard” 1x1 lots that can be used in a wide variety of situations – but they look perfectly “normal” as placed. To the right of them is a 1x2 “Winch maintenance Lot”. Here, sailors are preforming repairs and maintenance on the “deck winches”. Warships have several different sized winches installed on the Weather Decks for a variety of reasons. When one fails, it is unbolted and lifted off the deck by crane, then sent her for repair or replacement. The winches, sailors, and small crane are by @AP . In the early 20th Century, lighters were relatively inexpensive to build and were the most common type of “hull” used to transport “short-haul” cargo. They were a common sight in harbors the world over and, like pigeons, they could be found in flocks moored to docks, piers and, most often, jammed together in large jumbled groups. Sometimes they had cargo waiting to be delivered to a given pier, sometimes they were “parked” until needed, and sometimes numerous empty lighters just accumulated in unwanted masses. Some harbors were designed with “Lighter basins” – where lighters could be temporarily “parked”. Two small boats from the tug station have come to “cut out” the lighter with the red barrels. They’ll run a tow line to the tug Helena so the lighter can be moved. Note that two of the lighters have been unloaded and the empty hulls returned to the mooring basin. This shot gives you an excellent view of the mooring dolphins, lighters, small boats, and the paddle tug Helena. “AP” has crafted each one of these models in intricate detail and weathered textures befitting an old towed lighter that has seen better days. Another angle of the lighter basin. I managed to get the breakwater “attached” to the shore – but it was not easy, and I had to “finesse” the final connection with a lot of MMP work. This is the only problem I have encountered in using the “Uki” breakwaters – they are very hard to bring ashore in a smooth join. This is the “Rail Stop” on the north end of the Loch. Once again, the size and shape of the complex differs from others – none of them are “standardized” in any way. Note the small sand hill –lower, left of center. And you can clearly see the sandy hillsides along the left side of the picture. Notice how the sandy terrain blends seamlessly into the heavily forested areas. The rail siding and cars on the left are from “Simmer2” – but I’m not sure where cars adjacent to that actually came from. The two steam locomotives were re-lotted using the “Peg Switcher and Tank Engine” props – modified to show steam. The whole layout is utilitarian, small and compact, and bustling with working figures. Another view of the Rail Stop. Here is a detail shot of the Rail Stop complex. The two small buildings on the right are (I believe) “SFBT Signal Boxes” on a 1x2 modular lot, as is the dispatcher’s building on the left (origin unknown). The base of the complex is made up of Paeng Grunge Concrete slabs modified with light poles, people, and assorted props. Once again, the modular nature of the assembly allows great flexibility in designing the size and shape of the complex. Without modular assembly, this lot would be a large, 10x5 fixed construction – and would have to be repeated over and over on the map tile. Modular assembly allows immense variety and flexibility. This view shows the coastline north of the West Loch – to include the North End Light. This lighthouse was newly built when the Loch was expanded and moderrnized, and you can see that it is much more utilitarian than the South End Light. This stretch of shoreline was landscaped before I had perfected my use of the Poseidon Terrain Brushes, and the results were a bit disappointing. You can see where I used the “Heblem Sands” – white and brown – to try to create a beach front backed by some brown earthen areas – all backed by the Poseidon sand hills (which were added later). A close-up shot of the lighthouse. I know the road here does not look all that good, but it was the only way to link the parking area to the highway – without getting into complicated road MOD’s or changing some of the lot exemplars (either of which I strenuously tried to avoid). This view shows the Lightkeeper’s house and maintenance shed. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 05 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 47: THE PHOTO TOUR 03 THE WEST LOCH – Part 03 In this chapter we will explore the Repair Docks in the West Loch. While major work requiring heavy lift capacity, or dry docks, could only be carried out in the Neu Hafen, it was deemed expedient to provide workshops, machine shops, and a foundry to accommodate the day-to-day maintenance needs that could be handled by the crews. This image presents an overview of the larger area of the Repair Dock. At the water’s edge are the docks themselves, and just behind are two large warehouses and the rail line supplying them. Beyond that are the foundry and workshops supporting the machinists and mechanics. SMS Blucher (English spelling) is moored at the repair dock. She is the last armored cruiser commissioned into the Kaiserliche Marine. Fresh off her fourth day of sea trials, the mechanics are “tinkering” with her triple-expansion engines. This was a time before mass-produced, inter-changeable parts existed. Each engine was hand-crafted. Though built to a basic template, no two were alike. During the “running-in” period, some engines required extensive “tinkering” to get them to run smoothly. But once “broken-in”, German engines were extremely reliable. The highly detailed model of Blucher is courtesy of @AP. “AP’s” superb model of Blucher is historically accurate and has been constructed in his usual intricate level of detail. The barge crane has been moored alongside Blucher, abreast of “E” turret. When the main battery turret’s mechanical operation was tested, a fault was detected in the elevating mechanism. Repairs will require the armored roof to be lifted off and it may be necessary to remove the gun tubes to repair the hydraulic elevating assembly beneath. The barge is borrowed from “PEG’s Bubba’s Bulk & Barge” lot. The metal shed on the barge is one of the old Maxis “Dirty Industrial” props. The crates and large barrels on the barge were taken from “SimCoug’s Historic Harbors Series”, and the sailors are, of course, by “AP”. The crane was borrowed from the “PEG SNM Dry Dock” lot and modified for steam. The dockside cranes are by “AP”. The white steam tugs were “gifted” by “WofZe”. The ship was “plopped” individually, while the barge and tugs were created as a single lot. They are arranged to be used with any ship. The light cruisers SMS Dresden and Emden (moored inboard) are tied-up at the Repair Dock undergoing engine overhaul pending departure to join the German East Asiatic Squadron. (Both ships spent the bulk of their careers in the Far East). The cruiser models were provided courtesy of @Barroco Hispano. The docks were re-lotted from the “PEG SNM Battleship Pier” and modified with “WMP Seawalls” placed along the front. The “WMP” caissons resemble wooden docks found in photos of the Brooklyn Navy Yard, circa 1929. To the left are two Odin Class diagonal tugboat models “nested” along the “NBVC Seawalls”. The diagonal tugs were scratch-built by “AP”. The Dresden Class cruisers were commissioned in 1908 and 1909, and though they were not as sophisticated as ships commissioned a decade later, they had already assumed the basic characteristics of all German light cruisers through 1918. There is a wealth of detail in these models provided by “Barroco Hispano” and they are well worth a close examination. The detailed dockside cranes are the always excellent work of “AP”. This is a detail shot of the docks and the warehouses that serve them. The warehouses were taken from the “PEG Seaport Series”. I wanted a long row of warehouses along the docks, so I duplicated the warehouse and joined two of them together to make one long building. As you can see here, I have populated the scene with dozens of props, hundreds of people, and a wide variety of activity. A scene without people looks horribly “sterile”. And busy harbors should be full of busy people. In a previous scene, you saw SMS Blucher at the Repair Dock for mechanical adjustments during her “Trial Period”. In this scene, the Admiral commanding Scouting Forces (presumably Hipper) is arriving to make a formal inspection tour of the new armored cruiser, and doubtless, will enjoy luncheon with the ship’s officers. You can see the large formation of sailors at the center of the picture. Two side parties have been mustered to “deliver the salute” as the Admiral’s party arrives. The “ceremonial Kisbee” is displayed in the center at the base of the two side parties. Behind that Blucher’s Kapitan stands in front of the large formation to formally greet the Admiral and his staff. This shot gives you a good look at the “ceremonial Kisbee” (by AP) with two sailors standing alongside at “parade rest”. No navy would be complete without some sort of ceremony – especially the Wilhelmine Navy – and this was about the best we could do. We never figured out how to make such a small figure with the flamboyant look of the Kaiser – so we settled on an Admiral. You will notice the small anchor maintenance yard just to the left of the formation. Here is an overview of the rear of the warehouses – the “cargo line”. This is where the trains are unloaded, goods sorted, and then moved into the warehouses for storage and distribution. The scene is crowded and cluttered with a dozen different things going on at the same time. The props are not quite what I wanted – but they were the closest thing I could get. The object was, after all, to re-purpose as many existing props and buildings as possible. In this detail shot, the locomotive unloading cargo is the “PEG Steam Tank Engine”, while the individual rail cars were pulled out of the Maxis Lot Editor’s “prop-box”. Unfortunately, I have no idea where they originated. I did modify the locomotive for steam. As you can see, the “cargo pad” is crowded and a beehive of activity. This image gives you a good view of the dockside cargo cranes. These particular cranes are very versatile and can be used in a variety of applications. They are taken from the “PEG SNM Dry Dock” lot, and are very similar to “medium lift capacity” cranes found in several US Navy dockyards in the mid-1930’s (notably Brooklyn and Philadelphia). Here is an overview of the right end of the industrial zone behind the docks and warehouses. At the extreme end of the line is the Chemical Storage building. Many of the chemicals used in the manufacturing and maintenance processes are solvents and other compounds, which are dangerously flammable, and they are required to be stored separately to reduce the fire hazard. The building was re-lotted on the smallest possible base and then the surrounding area was filled in with custom-made modular 1x1 lots designed to be used in a variety of different situations. Another view of the Chemical Storage Building. On this side of the facility, work details are loading two trucks with barrels of heavy-weight oil and solvents for use in the tempering process in the Foundry Shop. The building is another of the Maxis “Dirty Industry” props. These are the Cordage Warehouses. The long, narrow warehouse is what was known as a “ropewalk” – the workshop where hemp fibers were twisted into ropes of varying thickness. The standard length of a hawser, sometimes referred to as a “cable”, was established by the Royal Navy as 1,000 feet. In Nelson’s day, the average three-decker ship-of-the-line required 31 miles of ropes, cordage, and hawsers. When canvas and rigging gave way to steam engines, the need for rope did not diminish. Every dreadnought still used a good deal of rope, though some of the lines were replaced by steel cables. Several towing hawsers were standard equipment aboard every warship, and there was no substitute for a good hemp hawser when it came to mooring lines. Both warehouse types shown on this lot are from “Nob’s 1905 Naval Series”. The red-roofed warehouse on the left is for hawser storage. Working parties can be seen inspecting long lengths of rope before other sailors coil the ropes for storage. These buildings are, of course, smaller than the actual facilities – purely for game purposes. In reality, hawsers might have been stored in a warehouse twice or three times as big – while even modern ropewalk buildings measure 1,000 feet or more. (A small footnote: Every naval power worth its salt possessed ropewalks – the largest one in Wilhelmine Germany was in Hamburg. Long since moved to a modern facility in Kiel, the old neighborhood was rebuilt after WW II to become the most famous – shall we say “amusement” district -- in the world: “The Reeperbahn” (German for “ropewalk”.) This is the rear of the Cordage Warehouses, an officer has come with a truck to draw supplies from the warehouse and sailors are loading the boxes onto a truck. Again, the area around the original warehouse lot has been filled in with custom 1x1 modular lots and “IRM Industrial” fillers. This is a small Machine Shop where basic repair parts can be fabricated, parts from the foundry can be machined and finished, or small pieces of equipment might be brought for repair. Inside they have lathes, drills, punch machines, grinding wheels, etc, etc, -- everything that might be used to finish a hand-forged metal part. This is another Maxis “Dirty Industry” building. On the left end of the Industrial Zone you have the heavy industry – a small smelting furnace, a forging and hammering shop for small metal parts, braces, and even mild steel plates. On the left end the large warehouse-like building is a “form loft” – where full scale templates are laid out and metal is hydraulically bent to fit curves or right angles. One end of the large red brick building is a “punch shop” for plates and parts requiring overhead lifts. Basically, anything not requiring a dry dock, or heavy lift cranes, can be repaired, custom-forged, or scratch-built in these shops. The “Union Crane & Shovel” was borrowed from “Simmer2”, as were the two “Middlefort Pottery” buildings – and modified with external props and additional smoke from their chimneys. The large red brick factory is the “Morgankirk Organ Works”. I do not have the expertise to remove their signage, but they all have the basic appearance of early 1900 factories. Another view of the factories showing the great clouds of smoke rising from their chimneys. The fencing and entrance gates along the edge of the woodlands are from the “NBVC Modular Seaport”. These are, for the most part, 1x1 modular pieces that are very flexible and come in handy for many things. Another view showing how modular 1x1 pieces were used to create a truck-loading scene to fill the gap between buildings. These pieces are set up so that they can be used in a wide range of scenarios. (Modular pieces created to specific scenes, that cannot be used in many other situations, should be avoided. They will fill your Plugins Folder with hundreds of single-use lots.) 023__ One last shot showing you how the docks, warehouse line, and industrial zones are all tied together. Now for some terrain shots for you tree-huggers out there. This is the main rail line running northeast to connect the West Loch with the Neu Hafen. On the right side of the tracks, the terrain has gone from semi-open areas cut by a ravine, to heavily forested areas with earthen slopes and small hills. In the upper right you can see a small hill with a stony slope and a semi-earthen summit dotted with a few trees. The “grayish” areas in the upper center are slopes sprinkled with a bit of MMP vegetation. On the left side of the tracks, you see a low ridge of sand hills following the rail line to the northeast. These sand hills have a little more vegetation on them because they are mixing in with heavy forest areas. The terrain opens up to more cleared areas as it approaches the back side of the Neu Hafen area. In the lower left, you can see a portion of heavy forest intruding into the sand hills. You will note – you can actually see the individual trees. These are custom-made 1x1 modular tree fillers. Each one is designed with a variety of tree shapes, sizes, heights, and colors. Each one can be rotated before “plopping” to present a different view (angle) of the individual tree lot, and there are about 25 heavy forest lots – with additional tree filler lots for other specific purposes. Just doing a little very poor math, this provides about 500 different combinations. With this arrangement, you would have to work very hard to be repetitive. AND – it in no way resembles a massive green carpet. I absolutely abhor “green blanket” forests totally lacking in “tree character”. And let me say that it is almost entirely due to the Herculean and splendid efforts of @Girafe that I am able to enjoy my forests. This is the lower end of the sand dunes. I contour hills and sand dunes using the “plop highway” method, which allows me to create unique and irregular features in the terrain elevation. I then use the “God Mode” tools (in varying sizes) to round and smooth the sharp edges. This produces almost perfect sand dunes and sand hills with interesting valleys and ravines. The MMP work here includes “Girafe” “Seasonal Berries” for brown scrub bushes, single trees plopped sparingly, a stand of dead trees, and “small straw” doubling as dune grass. “Girafe” Narcissus is used as a ground cover among the dunes, and is also excellent for blending the transition from sandy dunes to a forested area. My custom-made 1x1 tree filler lots are brought close to the edge of the sandy area and then tied together with MMP work to give the tree line an irregular look. This is another sandy area along the railroad tracks. This view shows the dunes as a sandy ridge line of irregular shape. Careful use of MMP’s will accentuate the shape of the sand hills and dunes, while too much MMP placement will obscure the natural shape of the terrain. Note the open area on the left of the picture. This is a diagonal rail line and subject to the horrible looking “saw-tooth” lines created by the track base. It is next to impossible to cover such lines with MMP work, so I created eight different 1x1 Tree Filler lots with overhanging trees to cover the ugly spots. If your wondering about the overhead lights – I would not put those on tracks out in the middle of nowhere. But since these are on a naval reservation, they seemed appropriate. This last shot shows the main rail line running across the rear area of the New Hafen – this one serving the coaling facilities. That’s the elevated “SFBT Koblenz Signal Box” built for the purpose of controlling the extensive rail traffic going in and out of the coal storage complex. The large stand of trees in the center of the picture is an old 1x1 “Paeng” tree filler lot (...can’t remember the proper name…) featuring mostly large fur trees. I use these in my large forested areas, and I always like to plop a few in open areas like this one – huge trees growing there for no apparent reason. One of my little “qwerks”. It has been blended in with MMP work, making it impossible to tell where the lot edges are. And on that note – I bid you adieu…... NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 04 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 46: THE PHOTO TOUR 02 THE WEST LOCH – Part 02 In this chapter we will take a close look at the birthing arrangements of the screening destroyers of the 3rd Scouting Group. First – let me deal with a small historical issue. If you have been following the story line of the CJ, you will be aware the Kaiserliche Marine did not have destroyers – strictly speaking. During The Great War Era, the Royal Navy viewed hostile torpedo boats as a serious threat to their massive battle fleet. Consequently, they chose to increase the gun armament of their torpedo boats, and reclassify them as “destroyers” -- employed largely in a defensive role to protect the capital ships from enemy torpedo boats. On the other hand, the Kaiserliche Marine designed torpedo boats with a heavy torpedo armament and sufficient guns to deal with the British destroyers. The Germans employed their torpedo boats aggressively -- as dual purpose weapons – able to protect their capital ships from submarines and enemy destroyers, while seizing every opportunity to attack the enemy battle line. I just wanted to explain that point before I started showing you pictures of a German harbor – with American destroyers – which played a very small part in the war. Why-? Because I have an excellent model of a destroyer from the period, which was a great design in its’ day. This is an overview of the destroyer berths in the West Loch. You can see they are just across the loch from the Replenishment Docks mentioned in the last chapter. They have their own docks, complete with storage, supply, and administrative infrastructure. Like nearly every naval base during the era, the boats are “nested” by “division” – in this case, a three-ship section. This is the standard German flotilla, composed of twelve boats. I apologize right now for a miscalculation on my part – I made the West Loch too small. Based on the size of the 3rd Scouting Group, it should have two flotillas – one to scout ahead of the armored cruisers, and one to screen them from submarine attack. Another view of the nested destroyers – as seen from the south. In the left top corner, you can see some of the other activity going on out in the harbor. A Helena Class steam paddle tug is towing a lighter loaded with ship’s stores, headed for the warships moored along the breakwater. You will, of course, note the two models are diagonal – another one of our objectives. “AP” and I wanted to add as much diagonal material to the game as possible, though it is often hard to insert diagonal models into what is, basically, an ortho-configured game grid. Fortunately, ships are well suited to diagonal deployment. This view gives you a very good look – end to end -- at the dockside infrastructure. History books tell you all about the ships and their exploits -- and sometimes about the men who manned them – but they never mention the extensive support facilities ashore that provide the day-to-day, mundane, house-keeping facilities that support the ships and crews afloat. In the upper right of the picture, the small freighter MS Mowe can be seen. In this view, you can see how the harbor shore has been carefully re-built to accommodate docks for the destroyers. When torpedo boats and destroyers were first introduced in the various navies of the world, they were new and untried additions to existing fleets. They were an afterthought – and room for them had to be found – somewhere. At first, the few torpedo boats and destroyers built for the fleet were simply moored out in the roadsted, but eventually that became crowded. In this shot, what had been a natural shoreline, was dredged, built-up, lined with seawalls, and backed-up with support facilities for the destroyers. This is a close-up of the steam paddle tug Helena towing a lighter filled with boxes and crates of assorted ship’s stores. @AP has poured his skills into creating this beautiful little tug in great historical detail, and no effort was spared on the lighter. The lighter could have been a simple flat-decked barge, with minimal detailing. But we researched the lighters in use in the early 1900’s and “AP” took the time and put in the effort to make each one of them a tiny “work of art”. In the upper right, you can see two of his small boats rowing out to cruisers moored to buoys in the roadsted. Here is a detail shot of “AP’s” MS Mowe making for the Replenishment Docks to unload her cargo. This small freighter is typical of the hundreds of nondescript coastal traders working European waters between 1880 and into the early 1950’s. They carried every imaginable cargo to every port – large or small – that you could dream of. Now we’re going to go back and look at the destroyer docks in some detail – starting from the right end and working north toward the Repair Docks. This is an overview of the right end, showing the two eastern-most docks, their infrastructure, and the Fender Storage Depot. In the center of the picture, you see several older warehouses given over to the maintenance, repair, and storage of the mooring fenders (sometimes referred to as “Atlantic Fenders”.) If a fender is damaged during use, it is returned to this complex to be repaired – while a new fender is loaded onto a truck and taken to the necessary dock as a replacement. A small mobile crane is used to move the fenders since they can be quite heavy. You can see a variety of large and small fenders, with a work detail preparing to load several onto the back of a truck. Other sailors are at work in the yard, sorting fenders, checking them for wear, and tagging them for repair or refurbishing. Down near the docks, you see a formation of sailors that have come ashore and are being mustered for various work details. Around them sailors are already busy moving barrels and crates, while others are carrying boxes and heading for the dock to take them aboard their ship. On the next pier, we see a variety of details. The small office on the right is an administrative office – each destroyer division has one. The O.O.D. (Officer Of The Day) has a duty station here while the Division Commander has an office. Next door is a small warehouse/work shop with balk timber stacked in front. (You would be surprised to know just how much wood was carried aboard ships for temporary repairs at sea.) A detail of sailors is sorting it out for use by the ship’s carpenters. Across the road, a variety of crates and canisters have been stored next to a lot littered with boxes, barrels, fenders, and the odd spare anchor. Near the water tower, a work detail is transferring boxes from a truck to a jeep, which will distribute them to the various docks. First – let me apologize for the modern shipping containers – especially the one with the “P&O” logo. I was using the “IRM Industrial” filler lots and it was handy. I would have substituted small wooden storage sheds, but I had considerable difficulty locating any. It was only much later that I stumbled across the perfect storage building. In the upper right, you can see a work crew loading trucks with lubricating oil. Much like the big steam locomotives of the era, the propulsion machinery in warships had hundreds of moving parts and required copious amounts of lubricating oil. Among the engine room gang there were numbers of men specifically assigned as “oilers”. Just left of center, you can see VIP’s arriving at the dock. Their jeeps are parked in the road with the drivers and officers milling about. A “side party” of sailors has been laid on to greet the dignitary, while the ship’s “presence board” is displayed near the road, and their “ceremonial Kisbee” is set up on the left side of the dock with two sailors standing at “parade rest”. The Admiral commanding Scouting Forces and his staff are approaching the dock to inspect the ships of the 2nd Destroyer Division. In this scene, you can see a detail of sailors taking boxes off a truck to be carried aboard ship. Another detail is using a forklift to move crates around beside the water tower. And, there are not one – not two – but three Quonset Huts visible in the picture. The first Quonset Huts were, oddly enough, deployed in Quonset Point, Rhode Island, in 1941. They are not WW I era buildings – but they are nearly identical to the “Nissen Hut” prefabricated kits built in Great Britain for use on the Western Front during The Great War. USS CLEMSON CLASS Destroyer Displacement: 1,215 tons – Length: 314 feet – Beam: 31 feet – Draft: 9 feet – Propulsion: Geared Steam Turbines – Speed: 35.5 knots – Range: 4,900 miles – Complement: 8 Officers, 8 Chief Petty Officers, 106 enlisted men – Armament: 4x4-inch guns – 1x3-inch Anti-aircraft gun – 12x21-inch torpedo tubes. This is a close-up look at the destroyers. The US Navy Clemson Class ships were descended through a long line of development beginning around 1903, with the preceding Sampson, Caldwell, and Wickes Classes being very similar in appearance and actually seeing service in WW I. The 156 ships in this class were built in nine different shipyards, from Mare Island, San Francisco. to Bath Iron Works in Maine. They were lean and fast ships mounting four funnels, with a heavy torpedo armament – often referred to as “flush-decked four-pipers”. In 1940, about 20 of these ships (The total deal was for 50 destroyers.) would be transferred to Great Britain in the “Destroyers For Bases Agreement” and were renamed “Town Class” ships. The Superb Clemson model courtesy of @Barroco Hispano. Another view of the offshore traffic in the West Loch roadsted. Another view of the Admiral’s party approaching the 2nd Destroyer Division dock. NEXT TIME…… CUXHAVEN: THE PHOTO TOUR 03 MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

During the early decades of the 20th Century, this would have been a common sight in any of the industrialized nations of the world. Dreadnought battleships and battlecruisers were the largest and most mechanically complex moving objects on Earth – the most deadly that modern science could devise – and only rich and powerful nations could afford such baubles. So immense it took three or four years to build -- by thousands of workmen with heavy machines and specialized tools, who virtually hand-crafted each of the behemoths. And nations measured their wealth, power, and prestige by their possession. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 42: THE LAST DREAMS OF EMPIRE GROSSE KREUZER - 1914 Nine months before the contract for SMS Hindenburg was awarded to Kaiserliche Werft Wilhelmshaven, there was still great debate as to the direction the Grosse Kreuzer concept should take. At the Kaiser’s request, State Secretary von Tirpitz requested the Construction Department to prepare weight and cost data for a Panzerkreuzer with 8x14-inch guns in twin turrets. To keep the costs down, he specified that in all other respects, it was to be the same as the Derfflinger Class. But Tirpitz was still not convinced of the need for larger guns and increased displacement. In his written reply to the Kaiser, he expressed – for the first time – his reason for opposing the gun caliber increase…… “In my opinion, we cannot retain strong armor, medium artillery and large-caliber guns with the Grosse Kreuzer. We arrive at a ship of over 30,000 tons and largely eliminate the [concept of the] Grossen Kreuzer [by building a fast battleship] and threaten the Fleet Law. Perhaps the costs and ship size of the project will go on absurdum.” Not to put too fine a point on it – while the British were building larger and more powerful warships -- von Tirpitz was unwilling to challenge the Reichstag Naval Law by telling them he needed ships at least as large and powerful as the English. In 1912, Wilhelm, showing an unusual degree of clarity, was more concerned about potential future battles than the politics in the Reichstag. He instructed Tirpitz to bring the project sketches and cost data to Rominten, his East Prussian hunting lodge, on 20 August. The Kaiser, predictably, was quite taken with what was, basically, a slightly longer Derfflinger Class with 14-inch guns. Still not convinced to embrace the up-gunned cruiser, Tirpitz was, nevertheless, obliged to pursue his Sovereign’s wishes – but not with reckless abandon. Again, he ordered the Construction Department to offset the bigger guns and longer hull with tonnage and cost reductions to conform to current “battlecruiser standards”. Herr Birkner, the Chief Constructor, coordinated with the Weapons Department and the General Navy Department, and presented Tirpitz with sketches and rough figures for seven designs of comparable size and power to Derfflinger. The designs had a wide range of combinations involving 13.4-inch and 14-inch rifles, though Birkner thought the 14-inch gun rather expensive. One option included reducing the belt armor to 11 inches, while another suggested reducing the machinery -- thereby shortening the hull and lowering the cost – while sacrificing a third of a knot in speed. Though some insight was gained, the various designs “priced-out” between 54-58 million Marks – and were rejected. But this was only the beginning of a long and convoluted process. This is an early sketch plan for “Grosse Kreuzer-1914”. It most likely represents a variation of the original “A-3” design. (Margin notes on the original document reference “A-3”, but indicate the sketch has been altered – without assigning any particular designation.) The only visual differences between this plan and SMS Hindenburg is a slightly more built-up area on the lower tripod mast – and – the secondary battery has been mounted within the hull on the battery deck. (Hindenburg’s 5.9-inch guns were mounted in the superstructure at main deck level.) In early September 1912, a more detailed design, “A-3”, was worked up and presented. Based on the already confirmed design for SMS Hindenburg, the new design had the same speed, same secondary battery, and same armor suite -- but with an eight-gun 14-inch main battery. (The guns were actually 35cm in bore, which translates to 13.8 inches – but being only 7/tenths of a centimeter short of the mark – I chose “14-inch” to avoid confusion.) As a result of SMS Moltke’s recent Atlantic crossing to the United States, the new ship was designed with higher freeboard aft to keep the fantail free of water. The Chief of Weapons Department had been pushing for a larger torpedo armament and six H-8 Type torpedo tubes were planned, though the arrangement was undecided. Underwater protection was improved by extending the double bottom structure up the side of the ship to the bottom edge of the belt armor. All the additions raised displacement to 31,000 tons. A further change was made to this design and labeled “A-9” – with six guns, removing two boilers, reducing speed by a third of a knot, shortening the hull length, and now displacing 29,000 tons. The Kaiser approved the new design on 30 September 1912. Though the design elements appeared to be settled, not everyone in the Reichsmarineamt was as satisfied as the Kaiser. During the winter of 1912-1913, the Construction Department and Weapons Department jointly queried the Krupp Werft at Essen to ensure an increase in gun caliber would not delay completion of the vessel beyond Spring 1917. Krupp officials could foresee no delays – if the guns were ordered no later than April 1913. The Construction Department was concerned about the 14-inch rifles because the English, Japanese, and Russians were considering building battlecruisers mounting that caliber – while the English were going to mount 15-inch guns on their Queen Elizabeth and Revenge Class ships. The Admiralstab criticized “A-9” as under-gunned with a ridiculously over-blown torpedo armament. The Staff also believed raising the freeboard of the cruiser only created a bigger target while wasting displacement which could be applied to bigger guns and higher speed. Admiral Rollmann produced an 8 March 1913 memorandum declaring...”if the Grosse Kreuzer is to retain the right to exist...the speed of the cruiser must be maintained.” The Admiral also rejected any reduction of armor on the grounds the Kaiser would never approve. (Wilhelm favored merging the Grosse Kreuzer with the battleship -- i.e., the fast-battleship.) But Rollmann’s suggestions fell on deaf ears. Tirpitz merely pointed out there was no provision in the Fleet Law for merged ship types. Other departments again argued for a 15-inch main battery based on trends in the Royal Navy, but a cruiser with four twin turrets would displace over 30,000 tons – so that was rejected. A cruiser with six 15-inch guns in three turrets was suggested, but the majority of staff favored eight 14-inch guns. Then the discussions took an abrupt turn. This model represents the basic design concepts embodied in the proposal for a Panzerkreuzer mounting eight 14-inch guns in twin turrets. Though the design was shelved several times, it was always brought back out and tinkered with – “ad infinitum - ad nauseam”. It was nearly two years before the design reached the keel-laying stage. The picture below shows the intricate planning that went into the original design – though the various details continued to change before being finalized. The superb model of SMS Mackensen is courtesy of @Barroco Hispano. Around May 1913, the Kaiser became aware of discussions concerning 15-inch weapons, and came down strongly in favor of the larger weapon – but eight guns, rather than six. At this point, Tirpitz began to rationalize switching to the big guns. He reasoned the 12-inch gun was sufficient against British battlecruisers, but against a battleship, something bigger might be needed. Knowledge of the development of the British Queen Elizabeth and Revenge Class battleships suddenly seemed to make the need for change even more vital. It was clear the current political temper in the Reichstag would not tolerate the “fast-battleship theory”, and it was equally clear the Grosse Kreuzer were absolutely necessary to the scouting elements of the Hochseeflotte – so a 15-inch-gunned Panzerkreuzer was the only answer. By early June 1913, the first proposals for the big-gun cruiser were presented for open discussion. Designs D-47 and D-48 were, again, based on SMS Hindenburg and were virtually identical in their armor and machinery. Visually, they bore a great resemblance to Hindenburg, with the exception of the main battery turrets. Both designs had three twin 15-inch turrets -- D-47 had two superimposed forward, and one aft – while D-48 had one forward with two aft, spaced in similar fashion to Hindenburg. Both designs were flush-decked, but with a higher freeboard, as seen in previous design iterations. The new tripod foremast with gun control positions was continued, and the six torpedo tubes were also included. At the same meeting, Designs D-50 and D-51 were also presented – with the same main battery turret arrangements, but different placement of the secondary batteries. D-52, on the other hand, had four twin 15-inch turrets arranged as in Hindenburg -- but even without the higher freeboard, this ship would displace 30,300 tons and was quickly rejected as too costly. A file in the BundesArchiv, dated 6 June, showed two other design sketches using triple and even quadruple main battery turrets. But no such turrets had been developed by Krupp, so they could have been no more than mere speculation. Tirpitz strove to keep the displacement and size of the new Panzerkreuzer within limits. Designing a stable gun platform required a certain amount of width (beam) to reduce rolling in a seaway. Making a “fast” ship required additional length to accommodate additional engines and boilers. But von Tirpitz knew, there were limits to size. As Germany’s major North Sea naval base, Wilhelmshaven was subject to the considerable tidal conditions of the Jade Estuary. The harbor could only be accessed via a dredged deep-water channel, and could only be entered or exited through tidal locks designed to keep it at a constant depth of water. Regardless of what Tirpitz wanted – it had to fit through the ship locks. As can be seen, the new design is long and narrow – with a 7 to 1 length-to-beam ratio. Since the Kaiser had already agreed to the up-gunned cruiser designs, a meeting was held on 17 June to chose one. D-48 was chosen quickly (one turret forward, two aft) because it allowed the widest possible firing arcs for the guns. This design also had the aft turrets separated by the aft engine room (as in Hindenburg), which meant the two turrets and their magazines could not be disabled by a single hit. This design also had the lowest displacement – 29,600 tons. The barbette armor was thickened over that of Hindenburg and the increased engine performance was achieved by larger boilers, custom-made to more fully fit the hull spaces – while partially reducing the boiler room bunker space. “D-48a” was priced out at 55.3 million Marks and was approved by the Kaiser on 28 June 1913. (As a matter of interest – design D-47, with two turrets forward and one aft – would be resurrected in 1935 as one of several design studies forming the basis of the battlecruiser KM Scharnhorst, commissioned in 1939.) Less than a week after signing-off on the new design, the Kaiser turned up at the Admiralstab offices and found State Secretary von Tirpitz and Admiral Muller (Chief of the Naval Cabinet) in conference. Wilhelm promptly pigeonholed Muller and asked if Tirpitz shared Admiral von Ingenohl’s opinion that...”modern Panzerkreuzer were as important as battleships…” and...”whether or not in the near future a ‘battleship-Panzerkreuzer’ should be built instead?” Tirpitz – taken aback at this sudden and not so subtle hint about fast-battleships – merely looked at the two men. Rather than vent his exasperation on the Kaiser, Tirpitz looked squarely at Admiral Muller...”Would you have me throw out the Reichstag’s Fleet Law?” The Kaiser’s insistence on a fast-battleship remained in this uneasy limbo until October 1913, when outside events intruded on this thorny issue. The naval attache in London reported recent information indicating Britain was going to reduce the size of its ships in favor of an increased number of ships – all of which were to be armed with 13.5-inch or 14-inch weapons. The Kaiser, of course, took the report at face value and considered this a...”victory without firing a shot”. It was, in fact, a defeat without firing a shot. Tirpitz immediately scrapped all notions of a 15-inch weapon and reverted to the 14-inch gun. All the coaxing that had turned Tirpitz to the larger gun had been undermined by a single report – which turned out to be unreliable. While the design discussions and “delicate political maneuvers” were in progress, the lower levels of decision-making were spending their time in a more productive manner. The engineering branch of the Construction Department had recently designed and installed a successful reduction-geared steam turbine plant in the test-bed steamer Paris. Up to this point, all steam turbine installations on Kaiserliche Marine warships were “direct drive” – which did not make efficient use of the power generated. Steam turbines rotate in the thousands of RPMs, while the most effective marine propellers operate at 300 RPMs or less. In effect, a great deal of coal was burnt to generate power which simply could not be applied through the propeller. By coupling the steam turbine to a set of heavy duty, finely tooled, precision gears – the RPM speed could be reduced to a level compatible with the propeller. Engineering Branch had worked out a system with cruising turbines and reduction gearing for “Grosse Kreuzer-1914”. In each of the low-pressure turbine rooms, there would also be two cruising turbines – one high-pressure, and one low-pressure. Without getting into too many details -- the cruise turbines, linked to the reduction gearing, would power the ship up to 16 knots – after which, the main turbines (direct-drive) would take over for higher speeds. This entailed less wear and tear on the machinery and would reduce coal consumption by 33% at 14 knots, and 15% at 22 knots. The only disadvantages were, unfortunately, the expensive precision gearing and an increase in displacement. This is how SMS Mackensen might have looked upon completion. A Nordwind Class tug is moving toward the bow, while four Passat Class tugs nudge the big cruiser into her quayside berth. At 31,000 tons and 731 feet in length, she would have required five seagoing tugs to handle her in the narrow confines of a harbor. The tugs, and numerous props on the quayside are the fine work of @AP. During a 22 November meeting, by way of a comparison against D-48a, von Tirpitz presented the Kaiser with design study “D-58” – a cruiser with 14-inch guns in four twin turrets, displacing 31,000 tons. (After much “haggling”, the old Admiral had concluded anything they built was going to exceed 30,000 tons.) In one of his less “decisive” moods, Wilhelm deferred making a decision until the spring of 1914. But Tirpitz, supported by Admiral von Ingenohl, had already decided in favor of “D-58”, and instructed the Construction Department to cease all design work on “D-48a”. A week later, von Ingenohl wrote a memorandum comparing “D-48a” with a design mounting eight 12-inch guns. The obvious advantage of six 15-inch guns was the considerably greater penetration and explosive force of the bigger shell – not to mention the gun’s greater range. But there were fewer guns, and only two guns could fire directly ahead – a decided disadvantage for a reconnaissance cruiser. He included a table showing comparative values of British armor and suggested the 12-inch gun was sufficient against existing British battlecruisers, as well as British battleships launched up to 1911. But the gun was not capable of dealing with newer battleships. In terms of hitting power, Ingenohl favored the 15-inch gun – but only three twin turrets presented a problem. With salvo fire, at least three shells were required for spotting the fall of shot, and German gunnery tactics used “pairs” of turrets to produce four shells in a salvo. (You see the obvious problem.) Von Ingenohl concluded neither the 12-inch gun nor the 15-inch gun could be recommended for the new cruiser, and suggested a main battery of eight 14-inch weapons. The 14-inch shell would be more than adequate to penetrate any British armor – four guns could fire directly ahead and astern – and four twin turrets allowed for proper salvo fire. Tactically speaking, “D-58” offered advantages other designs did not. In December, “D-58” underwent further design work. The secondary 5.9-inch guns were, originally, to be mounted in the superstructure at the Upper Deck level – but they were reduced from 18 to 14 – and moved to hull casemates at Battery Deck level. Since the ship had a higher freeboard, the guns were roughly the same level above water as those in Hindenburg. Rather than a straight-line casemate, they were arranged in the “indented” style to provide a wider arc of fire ahead and astern – it also prevented a hit on a single gun from knocking out other guns by collateral damage. A proposal to reduce the main armor belt to 11 inches was flatly rejected, but the main battery turret faces were reduced from 14 inches to 13 inches (not the best idea). All suggestions for a reduction in speed were rejected out of hand, while the proposal for the turbine reduction gear was approved. To obtain a higher speed, the idea of custom-building larger boilers to fit the space available was carried forward. This avoided widening the ship’s beam to create space for additional boilers. The number of boilers was fixed at 16 -- subject to change. To create available space, the boiler room coal bunkers were eliminated, but to maintain the protection level, the coal bunkers along the side were enlarged at the expense of the wing passage voids. Extending the double bottom up to the lower edge of the main belt armor was also carried over. After the meeting, the new cruiser design was designated “D-60”. (Perhaps you are beginning to see how researchers can become confused with all these different plan designations going back and forth.) In March 1914, having studied the new plans at length, the Construction Department suggested the sloping armor (“boschung” in German) of the main protective armored deck could be eliminated. The change could be made without a significant sacrifice of protection, while it would make boiler room access to coal bunkers easier – along with other significant weight savings in altered structural details. Another savings in weight was adopted by removing the stern torpedo tube. After a further, final, meeting on 19 May, “D-60” was finalized and presented to the Kaiser, who signed-off on the design on 23 May 1914. It would be little more than a month before shots disturbed a peaceful Sunday afternoon in far away Sarajevo. This is how SMS Mackensen might have looked in 1917, moored to buoys in Schillig Roads while taking on coal and fresh provisions. Note the green channel marker buoys inshore of the battlecruiser. Mooring buoys, channel markers, tugs, and lighters by “AP”. The design for “Grosse Kreuzer-1914” was not adopted for any particular reason, but for a variety of reasons – technical, financial, and political. Despite all attempts to obtain 15-inch rifles for the new cruiser, she would be built with an intermediate gun of 14 inches, which Tirpitz knew would likely be replaced by the larger gun in the next class of Panzerkreuzer. But the naval budget of 1914 had been passed in February, and the financial resources were already all but exhausted. “Grosse Kreuzer-1914” and her three sister ships were estimated to cost, at completion, some 250 million Marks. Tirpitz knew the time was not “politically” right to raise the gun caliber and push the Panzerkreuzer into the “official” realm of the purpose-built “fast-battleship”. (The political situation would only get worse for the Kaiserliche Marine. Six months into The Great War, the Imperial fleet had delivered no significant victories and the 1915 Naval Estimates were opposed in the Reichstag.) But it was, perhaps, worth all the trouble. “Grosse Kreuzer-1914” was quite a formidable design – high speed – thickly armored – and armed with a new, “state-of-the-art”, 14-inch naval rifle (second only to the British BL 15-inch Mark I). The new cruiser could have easily disposed of any British battlecruisers then afloat and might well have been able to handle the odd battleship. Tirpitz originally planned to build a class of seven ships to this design, but the shipyards already had four battleships of the Bayern Class on the building slips, as well as (by this time) the last Derfflinger Class battlecruiser (SMS Hindenburg). With only four large construction slips available – Tirpitz had to make choices. Four ships were laid down in 1915 – while the design of the remaining three ships was later altered on the drawing board and eventually constituted a later class (Esatz Yorck Class). After the outbreak of war in August 1914, the bulk of the old protected cruisers (Victoria Louise Class) were stricken from the navy list as obsolete, while the early months of the war took its toll on the elderly armored cruisers. These actions, alone, put the Hochseeflotte at a serious numerical disadvantage in cruiser scouting forces. All four of the new “Grosse Kreuzer” were covered by the “automatic replacement” clause of the Navy Law. (It was not at all a bad deal. Old and virtually obsolete ships – no longer reasonably capable of engaging an enemy in battle – were to be replaced by “brand spanking new” Panzerkreuzer.) Various historians have come up with names for the four cruisers – none of which are in total agreement with the others. The “BundesArchiv” has some documentation on the names, but only three of the first four ships were ever christened with their official names…… Ersatz Victoria Louise…...to be named…...SMS Mackensen Ersatz Blucher…………...to be named…...SMS Graf Spee Ersatz Freya……………...to be named…...SMS Prinz Eitel Friedrich Ersatz Friedrich Carl…….to be named…...SMS Furst Bismarck (conjecture, but with documentation) Interestingly enough, the German practice of ordering a warship under an “Ersatz” name, and then christening the ship at launch with her “official” name, has not just been a matter of confusion for historians. British Naval Intelligence reports, declassified some years later (around 1965), show a great deal of information had been collected. It was, in fact, an amazingly large treasure trove of information – considering a good deal of it was obtained after war had been declared. There is no way of knowing how many spies risked their lives – and what cunning and inventive methods were employed to obtain the information – though the PBS series “Reilly: Ace Of Spies” gives us a good idea of spy craft in the Edwardian Era. But one thing is painfully apparent – the British were totally confused. In some cases, the Intelligence people thought there were actually two ships under construction – one named Ersatz Victoria Louise – the other Mackensen. This resulted in as many as 14 battlecruisers estimated to be on German slipways. In other instances, their information had the right ship, but the wrong builder’s yard. In other cases, the “Ersatz” names were not properly matched with their official names. Additional information often cited the new ships as sister ships of the Hindenburg Class – without realizing Hindenburg was actually a sister ship of the Derfflinger Class. Other ship’s data was erroneously cited as having more or fewer main battery guns than actually planned. One Intelligence report, in fact, stated the Mackensen Class was to carry 15-inch weapons. Another, rather lengthy report, reputedly sent via Sweden, listed four Manteuffel Class battlecruisers under construction. Of course, no such class was ever contemplated – but the report did contain actual blueprints of the rejected “D-48” design. And finally – at least two of the Mackensen’s were believed to have joined the Hochseeflotte before November, 1918. As you can see, historians were a good deal less confused in 1968 than the British had been in 1918. (Strangely enough – most subsequent authors have chosen to quote British sources – rather than searching surviving German archives.) MACKENSEN CLASS BATTLECRUISERS SMS Mackensen Class – Plan profile. You will notice the striking similarity to SMS Hindenburg. In essence, the class is an “improved” and more powerful version. The builder’s contract was awarded to the Blohm & Voss yards in Hamburg and was signed on 7 August 1914 – three days after Britain declared war on Germany. Blohm & Voss immediately started assembling the construction materials and began the prefabrication work. The process took a bit longer under wartime conditions, but the ship’s keel was laid on 30 January 1915. In most respects, SMS Mackensen was constructed with the same materials and with the same methods as that of previous Imperial battlecruisers – and since her design was based on the Derfflinger Class, I refer you to Chapters 15, 17, and 23 for full construction details. GENERAL HULL The new cruisers were the longest yet built at 731 feet with a beam of 99 feet, nine inches – and flush-decked like their predecessors. Their size was pushing the limit for ships that could use the III Locks at Wilhelmshaven. Their displacement, at 31,000 tons, also made them the heaviest ships yet designed for the Kaiserliche Marine – and considerably heavier than Tirpitz had originally bargained for. Mackensen’s hull was divided into 18 large watertight compartments by transverse bulkheads, with numerous smaller watertight subdivisions within each section. The new cruiser had a double bottom stretching over 92% of her length – a considerably larger area than previous Imperial warships. The lengthened double bottom was also extended as a “double hull side”, connecting with the lower edge of the main armor belt. (Designed to protect against shells falling short and striking the outer hull below the armor belt, this feature would have been of great value to Seydlitz, Derfflinger, and Lutzow at Jutland.) A surprising innovation was borrowed from the battleship USS Arkansas, commissioned in 1911 -- the “bulbous bow” fore-foot – created by the American naval architect, Admiral David Taylor. When German designers added an aft broadside torpedo flat to Mackensen’s design, they had to move the “A” and “B” main battery turrets forward to balance the center of gravity. Through “towing tank” tests, the Germans found the “bulbous bow” feature improved buoyancy forward without increasing the hull width – which would have created “drag” on the hull form. Following the developing trend, Mackensen was given a 197-foot tripod mast. A spacious fire control position was situated atop the mast legs with an additional 118-foot main mast attached to carry wireless antennas. In the primitive early days of wireless telegraphy, the taller the mast – the better the reception – and the Kaiserliche Marine was exceptionally good at intercepting and jamming enemy signals. This is a 3-D model of SMS Mackensen as she would have appeared in her final design. The battlecruiser is longer than her predecessors, and the most obvious difference from the Derfflinger Class is the Battery Deck carries the secondary battery in hull casemates, and the upper – or main deck -- has been narrowed to expose a small portion of the Battery Deck along the midships section of the hull. ARMOR SMS Mackensen’s vertical (side) armor was based entirely on that of the Derfflinger Class, to include modifications made to SMS Hindenburg, so there is no need to repeat the details, here. The basics were: bow armor 4.8 inches – stern section 4 inches – main belt 12 inches – citadel belt 9 inches – and the casemate strake was 6 inches. There were four transverse bulkheads, also armored with Krupp face-hardened nickel steel. The first armored bulkhead was 7 inches thick and located midway between the stem and “A” turret. The second armored bulkhead of 10 inches sealed the forward end of the main belt armor and fronted “A” turret. The third armored bulkhead of 10 inches was aft, and fronted “D” turret, sealing the aft end of the midships main belt armor. The fourth bulkhead was 5 inches thick, and located midway between “D” turret and the stern. Though the naval architects had, at that time, no combat results to work with, Herr Hullmann had previously pointed out the danger of the battlecruiser’s weak bow armor. Two of the four bulkheads were new additions to try and reduce the threat to the weakly armored ends of the warships. (Such an arrangement might well have saved SMS Lutzow at Jutland.) The horizontal armor on Mackensen was a considerable improvement over SMS Hindenburg, and quite extensive. The naval architects had enough foresight to increase the main gun elevation on SMS Hindenburg on their own initiative – because of the obvious advantages. And the Weapons Department was also smart enough to know the British 13.5-inch and 15-inch guns had considerable range – which meant their shells would be falling on the target from a higher and steeper trajectory – what came to be called “plunging fire”. SMS Mackensen was given a 1.5-inch Upper Deck, a 1-inch Battery Deck, and a 3.1-inch armored protective deck. It was hoped the Upper and Battery decks would be of sufficient thickness to detonate incoming shells before they reached too deeply into the ship’s interior. As the battle reports from Jutland were studied, earlier design weaknesses became apparent, and the brutal destructive power of British 15-inch shells even more so. Two inches of horizontal plate was added over the machinery and magazine spaces during construction. The protective armored deck did away with the sloping edges and tied directly into the main belt side armor. The forward conning tower was armored to 14 inches, while the aft conning tower had 8 inches. The anti-torpedo bulkhead stretched along both beams from “A” turret to “D” turret, and was 2 inches along the boiler spaces and 2.5 inches in all other areas. Three views of SMS Mackensen exiting the Inner Basin at Cuxhaven. Normally, four “fleet tugs” could have handled a ship of this size, but the German practice of mounting twin rudders on the centreline, “in parallel” (one behind the other), caused the ships to handle poorly in any shallow water and especially in confined spaces, such as harbors or canals. The more modern Panzerkreuzer were longer, and known to suddenly veer off in odd directions at slow speeds. Here you see two tugs towing, two more “riding drag” astern, and two alongside for emergencies. The shift to a 14-inch main battery necessitated an entirely new gun house design to accommodate the big rifles. The face plates were 13 inches, with 8-inch sides, sloping roof sections of 7 inches, and flat roof sections of 4 inches. The turret barbettes were 11 inches down to the floor of the battery deck, where they thinned to 3.7 inches. Thinning barbettes as they went down into the ship was a common weight-saving practice in all navies – but it was a faulty theory. Designers assumed several layers of various armor – decks, transverse bulkheads, and hull armor belts – would either detonate the shell, or slow it down sufficiently to prevent penetration if it did manage to strike the barbette armor. The battles of Dogger Bank and Jutland would prove the theory entirely bankrupt. Both British and German capital ships suffered heavily from the loss of main battery turrets – and entire warships -- due to insufficient armor on the gun houses and barbette trunks. (See related chapters on the battle.) Since the Mackensen’s were never tested in battle, we will never know if the additional armor would have been enough. But the designers had made the effort to send Mackensen into battle – without forcing her to carry the seeds of her own potential destruction. This picture has somewhat poor resolution, but it is the only one I could find showing the new SK L/45 14-inch gun – on the right. On the left, is the SK L/50 12-inch gun mounted in the Derfflinger Class battlecruisers. These guns are mounted in “test beds” which are very similar to the gun cradles found inside the turrets. Note the surprising difference in the girth and length of the two guns – as well as the ammunition displayed – and note the size of the sailor in the shot. The Krupp 14-inch gun is a veritable monster. ARMAMENT The main gun armament of the Mackensen Class battlecruisers was to be eight SK L/45 14-inch Krupp rifles. They were to be mounted in a Drh L/C 1914 model gunhouse – and in a Drh L/C 1915 model gunhouse aboard SMS Graf Spee. In most respects the turrets and mountings were very similar to the Drh L/C 1913 turrets designed for the 15-inch-gunned Bayern Class battleships. The new turrets had greater elevation and were somewhat smaller in size. (They were, in fact, larger than previous battlecruisers – but smaller than the battleship version.) Another change from previous turret designs included a “depot platform” – just below the turret working chamber -- intended to store “ready ammunition”. However, as battle reports came in from the North Sea, it was decided only shells would be stored there. The gun cradles were identical in shape to the 1913 designs, but made heavier and stronger to accommodate the more powerful guns. Each of the four gun houses had a 25-foot rangefinder located beneath the roof in its forward extremity. The original gun elevation was increased from 16 to 20 degrees, but wartime experience led to that being further increased to +28 degrees. The gun tube weight was 81 tons – roughly 30 tons heavier than the 12-inch weapons in Derfflinger – and required a more robust hydraulic elevation system with extended driving rods. At +28 degrees of elevation, the 14-inch gun could hurl a 1,321 pound shell out to 30,700 yards at a firing rate of 2.5 shells per minute. The muzzle velocity of 840mps was slower than previous German main battery weapons, but the slower shell velocity actually produced a more stable flight pattern imparting greater accuracy while reducing the “wear rate” of the barrel. With the major increase in tube weight, emergency manual elevation was no longer possible, so an auxiliary electric drive was installed, while the gunhouses were traversed electronically. In an attempt to reduce the overall weight of the turret and working machinery, only a single munitions hoist was installed for each gun. This meant both powder charges and shells were carried in the same hoist. This was roughly the same hoist system installed in Lutzow and Derfflinger – but without the usual interruption between magazine and gun house. This was a most unusual choice for the normally safety-conscious German designers. But using an uninterrupted hoist directly from the magazine to the gunhouse did not appear to entail any undue hazards. Automatic flash doors were installed at both ends of the hoist to prevent accidents, as well as special flash-proof scuttles on the powder magazines and shell rooms. The shells came up from the magazines and exited the hoists between the two guns, where an automatic rammer pushed them onto a “munitions car” – the car was automatically transported behind the guns, where they were rammed home by another automatic rammer. The control position for the loading machinery was in the rear of the turret and had a clear view of the entire operation. Each gun tube was supplied with 85 shells – a mixture of high-explosive, or aluminum-capped armor-piercing. Two smoke extraction fans were installed in the rear of the turret, exhausting the fumes through an armored grate in the floor. The main battery turrets were arranged with excellent arcs of fire – 300 degrees for “A” and “B” turrets – with 310 degrees for “C” and “D” turrets. The Artillery Transmitting Station (fire control central) was located deep within the hull on the middle Platform Deck. The secondary battery consisted of 14 SK L/45 (QF) 5.9-inch guns mounted within hull casemates – 7 on each beam. The casemate area stretched from the rear of “A” turret to the rear of “C” turret – much farther forward than in previous battlecruisers. The German 5.9-inch was an excellent gun and quite capable of dealing with destroyers, and even light cruisers. (See Chapter 17 for details on gun performance.) The light artillery (anti-aircraft weapons) were the standard 3.1-inch Flak L/45 in the MPL C/1913 mounting. These were grouped with four around the forward bridge and four more around “C” turret. The guns were supplied with 450 rounds apiece. Again – the small number of anti-aircraft guns were more than sufficient to deal with the nearly harmless aircraft of the period. The torpedo armament had been increased at the insistence of the Weapons Department, but was reduced to five tubes when the stern torpedo compartment was eliminated to make room for the rudder steering system (itself moved to make room for the new geared turbines). One torpedo tube was mounted in the bow, one on either beam just forward of “A” turret, and one on either beam just aft of the “D” turret magazines. All tubes were equipped with the new quick-loading system and would fire the H-8 Type torpedo. This weapon had two optional speeds and ranges – 6,600 yards at 36 knots, or 15,300 yards at 30 knots. Here we see two of the four Mackensen Class battlecruisers tied-up at mooring points in the Cuxhaven roadsted. SMS Prinz Eitel Friedrich is moored inboard, and SMS Graf Spee is outboard, preparing to take aboard fresh provisions, stores, and coal. The mooring points are by “Mattb325” – modified for use in Cuxhaven. The two wonderful battlecruisers are by @Barroco Hispano. The white tug was gifted by “WolfZe”. Breakwaters by “Uki”. The sailors, lighters, boat boom, small boats, and Thor Class tug are the meticulous work of @AP. In the lower picture you can clearly see where the new 25-foot, internal rangefinder is mounted at the forward extremity of each main battery gunhouse. Close-up detail shot. MACHINERY As with previous Panzerkreuzer, SMS Mackensen was powered by marine steam turbines. Two high-pressure turbines drove the outer shafts through “direct-drive”, and were located outboard on either side of the “C” turret magazines. Low-pressure turbines drove the two inner shafts and were located in the below-decks space between the two aft turrets. The ship’s main condensers were also housed in the aft turbine rooms. For the first time in a German capital ship, “cruise turbines” were coupled to the inner shafts. A high-pressure and low-pressure cruise turbine was coupled to a reduction gear, which was, in turn, coupled to each inner shaft. SMS Mackensen, Graf Spee, and Ersatz Freya were to receive this arrangement, while Furst Bismarck was to be fitted with Professor Fottinger’s recently tested hydrodynamic transmission. (Fottinger’s transmission was slated to be used with the following Ersatz Yorck Class battlecruisers, but in the end, it never saw service in a commissioned capital ship. The system was tested in one of the pre-war German passenger liners, which was ceded to Britain as war reparations. They yanked the system out in 1926 and replaced it with a standard turbine arrangement. But there must have been some merit to Fottinger’s system -- it eventually led to the automobile automatic transmission.) In the final design, Mackensen’s boiler plant comprised eight oil-fired boilers and twenty-four coal-fired boilers. In a slightly improved pattern, there were four smaller boilers in each of the watertight boiler rooms (easier to fit into tight spaces). This was also in line with the Imperial Navy’s policy for a more uniform method of generating steam. It also allowed for boilers to be held in reserve, and made provision for “boiler rotation” during prolonged high-speed operation (for cleaning and trimming the fires -- a problem encountered at Jutland). Contemporary design detail sketches show the coal-fired boilers to be a custom-built double-boiler type. The new cruiser was designed with the standard four-shaft, twin rudders in-parallel, configuration – each rudder operated by a steam-powered spindle drive. In the event of a steering engine failure, the rudders could be cross-connected or operated manually. Mackensen’s bunker capacity was 4,000 tons of coal and 2,000 tons of oil – giving a theoretical operating range of 8,000 miles at 14 knots. The ship’s propulsion plant had a designed rating of 90,000shp capable of achieving 28 knots. GENERAL CHARACTERISTICS SMS Mackensen’s electrical plant was more extensive than her predecessors – eight diesel dynamos – the diesels variously built by Blohm & Voss, M.A.N., and Germania-Werft. With eight dynamos provided by Siemens Schuckert, AEG (General Electric), and Brown-Boveri & Co. The system operated on 220 volts with a total output of 2,320kw. Among other equipment, the diesel-dynamos powered nine 48-inch searchlights – one on the upper tripod mast -- four mounted on the forward searchlight bridge – between the fore funnel and the tripod mast. The other four were on the aft searchlight bridge between the mainmast and the second funnel. This view from the stern shows the grouping of the aft anti-aircraft guns on the main deck around “C” turret and a good look at the newly configured aft searchlight bridge. You will note the tight grouping of the “no frills” superstructure and the clutter-free decks. Drainage and pumping systems for the Mackensen Class were completely redesigned from that of previous battlecruisers. Instead of the old “closed-loop”, the new system was a “group-drainage” type – where the transverse bulkheads divided the ship into sections independent of one another. Each watertight compartment and all of its subdivisions were drained through a common pipe, which in turn, could be connected by a valve to the adjoining watertight compartments. In theory, this prevented flooding in one watertight section from overwhelming the pumps in another section. In an emergency, the ship’s condensers, auxiliary cool water pumps, and engine cooling water pumps, could be linked to the system for added capacity. There were eight drainage pumps instead of the usual five. Her crew complement called for 46 officers and 1,140 enlisted men. In all other respects, the Mackensen Class would have had the same details and arrangements as the Derfflinger Class. At this point it might be worth studying the two ships to see just how similar they really were…… Derfflinger is in the foreground, with Mackensen behind her. Mackensen’s extra 41 foot length is apparent. The forecastle ahead of “A” turret is longer, as is the fantail aft of “D” turret – while her midships between the gun turrets is shorter than that on Derfflinger, and her taller funnels are grouped closer together. Mackensen has a more spacious navigation bridge and armored conning tower. While Derfflinger’s forward bridge is lower, and less cluttered – Mackensen’s is more built-up, taller, and has a tripod mast and designated searchlight bridge between the conning tower and the first funnel. The distance between the “C” and “D” turrets is greater on Mackensen than on Derfflinger. SMS Mackensen is in the foreground of this close-up, which shows the individual details much better. “C” turret has two large air scoops on either side, leading down to the high-pressure turbine rooms on either side of the turret magazines. The below-decks space between “C” and “D” turret is occupied by the low-pressure turbines, cruising turbines, and reduction gearing. Mackensen’s gun houses are much larger than those on Derfflinger, and have adopted sloping armor to reduce the vertical and horizontal surface areas of the turret roof and sides. The fronts of the turrets have an unusual “protruding wing” which was specifically included to house the new 25-foot rangefinders used for “local control” in emergencies. Yes – you could tell the two ships apart with no difficulty. But if you examine the deck layout as separate components – the two ships are remarkably similar. The turrets are placed in similar fashion. The conning tower, bridge, and first funnel form the same component structures in both ships (Derfflinger even received a tripod mast after Jutland.) The midships section is again mostly devoted to the ship’s boats. And the aft control structure and funnel on both ships are very similar. The structures are a bit smaller, or a bit larger – but they are basically the same. A sailor transferred from Derfflinger to Mackensen would have felt right at home. MACKENSEN CLASS: Mackensen – Graf Spee – Prinz Eitel Friedrich – Furst Bismarck 31,000 tons – 731 feet in length – 28 knots – 8x14-inch guns – 14x5.9-inch guns – 8x3.1-inch guns – 5x23.6-inch torpedo tubes – Belt armor 12 inches. CONSTRUCTION The keel of this magnificent warship was laid on 30 January 1915, at the Blohm & Voss shipyards in Hamburg. Imperial Germany was only 6 months into the war, and the staff at the Admiralstab were just beginning to find out how ill-prepared they were. Only a little more surprised, were the members of the Army’s Great General Staff. During the first few weeks of the war, the German Army had advanced from success to success, and the army commanders and the General Staff were elated. But as the weeks turned into months, the enemy’s resistance stiffened, and German casualty rates became alarming. Pre-war staff exercises and wargames had never anticipated the sheer slaughter of a machine-gun-dominated modern battlefield. The Army had been in heavy combat from the start -- and was not only in need of replacements for their thinning ranks, but was burning through vast quantities of ammunition, supplies, and equipment of every description. Factories all over Germany were swamped with new contracts demanding huge quantities of uniforms, boots, weapons, and especially machine guns – but most especially for the monster cannon from the Krupp Works. And even at this early stage of the war, the factories and the farms were beginning to lose their unskilled workers to replace battlefield losses. The Kaiserliche Marine also suffered shortages they had never anticipated. Before the war, the fleet had been chronically short of crewmen to man the new dreadnoughts – but that had been more a shortage of money to pay them. Now, the Army was taking every able-bodied man they could and naval recruits were scarce. Soon, the Admiralstab would have to decommission their elderly ships so they could assign the crews to actual fighting ships. Construction yards were overwhelmed with orders for additional torpedo boats to screen the fleet – for minesweepers – and for submarines to attack the English. Dockyards were filling up with damaged warships of all sizes – dreadnoughts torpedoed by submarines – light cruisers struck by mines – or torpedo boats peppered with gunfire while skirmishing in the German Bight or the Baltic Sea. Worst of all – the ranks of the dockyard workers were being thinned by conscription into the Army. Suddenly there was more work than the yards could handle – and fewer workers to handle it. SMS Mackensen fell prey to every shortage and delay imaginable. Within weeks of the keel laying ceremony, the decision was made to slow down her construction so Blohm & Voss workers could be switched to repairing battle damage from light forces skirmishing in the North Sea. Several months later, more workmen were reassigned to begin construction on new U-Boats urgently requested by the Admiralstab. Soon thereafter, Krupp Werk in Essen let it be known priority demands for Army heavy artillery would slow the delivery of Mackensen’s big 14-inch guns. (Eventually, all of her gun tubes were commandeered and mounted as railway guns for the Western Front.) The hull of (arguably) the most advanced warship ever designed for the Imperial Navy remained on the builder’s slip for all of 28 months. Easily a year past its due-date. SMS Mackensen, officially christened, slides down the builder’s slip and into the construction basin at Blohm & Voss Dockyards. She is over a year late getting into the water. You can just make out the shape of the new “bulbous bow” around the “cut” of the “forefoot”. On 21 April 1917, the new battlecruiser was christened by the wife of Feldmarschall August von Mackensen – the man for whom the ship was named. Feldmarschall Anton Ludwig Friedrich August von Mackensen – 1849-1945 – was born in Saxony and joined the 2nd Hussar Regiment of the Prussian Army at age 19 in 1868. He fought in the Franco-Prussian War of 1871 and rose to command the 1st Hussar Regiment in 1893. During The Great War he commanded the 9th and 11th Armies with distinction and was promoted to Feldmarschall in June 1915. He participated in the conquest of Serbia and Romania and was appointed military governor of Romania in 1917. August von Mackensen retired from the Army in 1920, but remained politically active until his death in 1945, at age ninety-five. The unfinished hull of SMS Mackensen was moved into the fitting-out basin, but by 1917 the war aims of the Kaiserliche Marine had changed. The Hochseeflotte had only managed a “tactical” victory at Jutland, while narrowly avoiding a disaster. It was clear to the Admiralstab that even a strengthened battle fleet would not be enough to achieve a decisive victory over the British. The Imperial Navy would now rely upon its U-Boats, mines, and light forces to confront the English across the North Sea. Continuing to build massive capital ships, with no hope of producing a victory, would merely waste valuable resources needed by the fleet – not to mention the Army. A fitting-out gang of around a thousand workmen were allocated to the new Panzerkreuzer and work proceeded slowly. When the Armistice was signed in late 1918, some fifteen month’s work remained before completion. The newly formed Wiemar Republic had no interest in finishing the vessel, and on 17 November 1919, SMS Mackensen was stricken from the naval register. On 21 October 1921, the unfinished hull was sold to Fa Kubatz of Hamburg for scrapping – which was carried out in Kiel beginning in 1922. SMS GRAF SPEE The keel of Graf Spee was laid on 30 November 1915 at the Ferdinand Schichau Werk in Danzig, and she was launched nearly 22 months later, on 15 September 1917. The christening speech was given by HRH Grossadmiral Prinz Heinrich, Commander Baltic Forces, and the ship was christened by the widow of Vizeadmiral Graf von Spee, Grafin Margarette von Spee. She brought a bottle of vintage white wine from the family estates in the Rhineland for the purpose. The ship’s namesake was Vizeadmiral Graf von Spee, born in Copenhagen in 1861, to traveling parents with roots in the Rhineland. Young Maximilian joined the Imperial Navy at age 17, and over the years held several seagoing commands, including the cruiser Hela and the pre-dreadnought battleship Wittelsbach. He did two tours on the Reichsmarineamt staff, and held appointments as second in command of Scouting Forces, and second in command III Battle Squadron, before being appointed to command the German East Asiatic Squadron in China. He and two of his sons perished when his flagship, SMS Scharnhorst, went down at the battle of the Falkland Islands, 8 December 1914. (See Chapter 09 for full details.) SMS Graf Spee was to have been finished as a flagship, with quarters and amenities befitting an admiral and his staff. But no admiral would ever serve in her. Graf Spee suffered much the same fate as Mackensen. She was struck from the ship register and sold for scrap on the same day as her sister ship. She was broken up between 1921-1922 at Deutsch Werke on the Nordmole in Kiel. SMS PRINZ EITEL FRIEDRICH The ship’s keel was laid at the Blohm & Voss yards on 1 May 1915. The work progressed slowly from the start – until it stopped entirely in the summer of 1917 – some 21 month’s work remaining. Never launched, she was not christened – but the name can be found on official correspondence in numerous places. As her predecessors, her name was struck from the register of ships on 17 November 1919, but she remained on the building slip until launched on 13 March 1920 – to clear the slip for other work. The unfinished hull was sold to Fa Kubatz in Hamburg and was broken up between 1920 and 1922. “The remains of Glory” – circa 1921. In this quiet backwater of the Blohm & Voss dockyards lies the residue of a mighty fleet. At lower left, moored along the quay, is the unfinished hull of SMS Prinz Eitel Friedrich. Alongside is the unfinished 15-inch-gun Bayern Class battleship, SMS Wurttemberg. On the right is her unfinished sister-ship, the 15-inch-gun SMS Sachsen. Also visible in front of the big liner on the left is a pair of floating “masting sheers” – often used as a cheap alternative to cantilever cranes. At the end of that line of ships can be seen a large floating dock – even these would be turned over to the “victorious powers” as war reparations. (Note the line of “mooring dolphins” in the center of the basin.) SMS FURST BISMARCK The contract was awarded to the Imperial Dockyards Wilhelmshaven on 18 April 1915, followed by the keel laying on 3 November 1915. She was intended to replace her namesake – the first armored cruiser commissioned into the Kaiserliche Marine in 1900. By the time The Great War ground to its bitter end, the new cruiser was still twenty-six months from completion. Struck from the lists along with her sisters, Furst Bismarck was broken up on the slip, the job finished by 1922. The following four pictures show “what might have been”. Had things gone according to plan, this could have been a typical scene in mid-1918. Three battlecruisers performing “picket duty” in Schillig Roads. Front to back – SMS Moltke, Derfflinger, and Mackensen. But “plans” are only dreams – and not all of them come true. (Battlecruiser models courtesy of @Barroco Hispano. Mooring buoys, tugs, lighters, and channel marker buoys are the work of @AP) The Mackensen Class ships were not the last battlecruiser designs considered by the Imperial Navy, but they were the last ships to even come close to being a reality. At 31,000 tons, they would have been the largest capital ships afloat. The British built faster battlecruisers, but nothing that could have stood up to Mackensen’s 14-inch guns and superb armor suite. And it should be remembered – Beatty’s battlecruisers at Jutland were fast, but that did not save them from taking a severe pounding. It had taken many years and much discussion, but The Imperial German Navy finally produced a capital ship design that was, in almost all respects, superior to their British opponents. It was true – they had declined to mount 15-inch rifles – but the 14-inch shell possessed much greater penetration and a significantly increased bursting charge over that of the 12-inch. The German’s superior gunnery skills would have more than offset the difference. They were handsome warships – long and low – with a towering tripod mast and more closely grouped funnels. Their clean lines bespoke the high speed of powerful engines – and the large, squat, turrets with their massive guns clearly showed her destructive power. Had the Mackensen’s been commissioned, they could well have been the perfect battlecruiser / fast-battleship. If proof is needed of the German ship’s power -- when the British obtained particulars of their design, they countered by laying down the four battlecruisers of the Admiral Class. As The Great War approached its close, three of the British battlecruisers were canceled, and the fourth one was not commissioned until 1920. But she was known the world over as...”The Mighty Hood”. HMS Hood at anchor in the Solent, circa 1924. NEXT TIME…… THE PIPE DREAMS MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

The Run To The South – HMS Lion, Princess Royal, Queen Mary, and Tiger return fire – 15:48 -- 31 May 1916. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 29: RUN TO THE SOUTH SMS Von der Tann, bringing up the rear of Hipper’s battle line. She is traveling at high speed and battle has not yet been joined. You can also see the torpedo boat screen on her port beam. If a Dane had been walking along a Jutland beach on the afternoon of 31 May 1916, he might easily have looked out to sea – just a bit bewildered. The sky was misty, with some haze, and no sign of a storm brewing. But if he listened carefully, he might have heard the rumble of distant thunder – long and rolling – continuous. He could not possibly have known that many miles out in the North Sea, the advance units of two great battle fleets had stumbled into one another, and the greatest clash of dreadnoughts in all of history had begun. The Imperial German battlecruisers of Vizeadmiral Franz von Hipper’s 1st Scouting Group were steaming SE at 22 knots, exchanging fire with Beatty’s British Battlecruiser Fleet on their starboard beam. Great billowing clouds of funnel smoke poured into the sky and mixed with huge blotches of flame and smoke as the German guns crashed out. Hipper’s light cruisers and torpedo boats were tearing ahead, straining to take up station on his disengaged port side. The Panzerkreuzer had opened fire at 15:48, and quickly settled into a steady and accurate fire, with Lutzow (flag) leading the column. Korvettenkapitan Paschen, Lutzow’s Chief Fire Control Officer, described the first few critical minutes…… “HMS Lion was taken under fire. We fired the first salvo from all four turrets and found it unsatisfactory. They fell predominantly short and concealed the entire target with water columns. For the remainder of the battle, Lutzow fired alternating salvo fire – both forward turrets, followed by both aft turrets. We fired again – flight time 22 seconds. Impact -- left ahead of bow. Deflection 12 right. Salvo! The ship trembles as ‘C’ and ‘D’ turrets fire. Impact – over amidships! Eight down – salvo! Over! Eight down – Salvo! Straddle – hit near bridge!” Two and a half minutes into the engagement, Lutzow had found the enemy’s range and scored the first hit. SMS Lutzow opens fire – 15:48. She is traveling at high speed and the British battlecruisers can just be see in the distance off her starboard beam. Following her are Derfflinger, Seydlitz, Moltke, and Von der Tann. Note the huge smoke cloud from the forward turrets. (Claus Bergen) Astern of the flagship, Korvettenkapitan von Hase, in Derfflinger’s conning tower fire control, was not quite as quick…… “Like thunder our first salvo crashes out. The splashes are well together, but over and right of Princess Royal. Deflection left 2 – down 400 – Salvo! Over! Down 400 – Salvo! Over! Down 800 – Salvo! This, too, went over and I realized my last correction had not been heard or not executed. Down 800! Execute! Salvo! Over! The sixth salvo fired at 15:52 straddled the target – three splashes over and one short at 13,000 yards. At 15:58 a salvo struck the British battlecruiser with two of our 12 inch shells!” The first armor-piercing shell penetrated Princess Royal’s 6-inch belt armor and detonated in a coal bunker. The second shell burst against the armor belt and drove it inboard to a depth of four inches. The impact shock of the two shells temporarily disabled the battlecruiser’s fore-top fire control instruments and control had to be switched to the “B” turret rangefinder. Later, about 16:00, another 12-inch shell struck just below the upper deck at “B” turret, went through the Ward Room bulkhead, an adjacent coaling trunk, and detonated on the turret barbette armor. The explosion pushed the thick plate in about an inch, severely damaged the adjacent compartments, and started several fires – killing 8 and wounding 38. But for some reason unknown to the Germans, though the British had finally begun to return fire, no one was shooting at Derfflinger. As “tactical #3” in the line, SMS Seydlitz was firing on her opposite number, HMS Queen Mary. Her Fire Control Officer, Korvettenkapitan Foerster, received the flagship’s signal and opened fire at 16,400 yards. It is not known if Queen Mary was struck during the opening phase of the battle – her ship’s log did not survive – and Seydlitz was suddenly enveloped in her own emergency. Ten minutes after fire was opened, Foerster’s attention was diverted… “Habler, in Artillery Central, reported by telephone...’Turret Caesar does not give any answer – smoke is pouring out of their speaking tube’. This was the exact same report I had received at the beginning of the Dogger Bank action. I instantly knew we had been hit and the powder cartridges in Caesar turret’s trunk were on fire – the turret was out of action. I mechanically ordered the ‘C’ turret magazine flooded. With the chamber under water, there would be no further danger to the ship.” SMS Seydlitz was hotly engaged with HMS Queen Mary to starboard, steaming at 22 knots, on a SSE course. Her gunnery was good and she continued to straddle the British battlecruiser with rapid salvos. Around 16:58, Queen Mary straddled the Panzerkreuzer and she took a hit in “C” turret. As a point of interest, the Kaiserliche Marine lettered their turrets as follows: “A” turret, “B” turret (starboard wing), “C” turret (superfiring aft), “D” turret (extreme aft), and “E” turret (port wing). Below is a close-up view of “C” and “D” turret. The British 13.5-inch armor-piercing shell apparently penetrated the barbette of “C” turret (superfiring over “D” turret) and exploded in the munitions working chamber, setting off a flash fire among the powder charges. Seydlitz had lost both “C” and “D” turrets in a similar incident at Dogger Bank when the fire passed into the adjoining working chamber and burned out both turrets. Precautions put in place at that time prevented a repeat disaster and “D” turret continued to engage the enemy. Seydlitz by "AP". Fourth in Hipper’s battle line was SMS Moltke, and her Fire Control Officer, Kapitanleutnant Schirmacher, rained down a deadly accurate fire on HMS Tiger in the early part of the engagement. Moltke scored nine hits between 15:48 and 16:00 (twelve minutes). The first shell hit Tiger’s belt armor amidships, pushing it in about three inches. Another shell penetrated the hull and wrecked the C.P.O.’s mess, blowing a hole in the upper deck. The belt was penetrated abreast “A” turret and the shell struck the barbette armor, pushing it in six inches and filling the handling trunk with toxic gases. The port side belt armor was penetrated by yet another shell, destroying the Stoker’s mess and leaving a 10x4-foot hole in the main deck. At 15:54 “Q” turret was struck on the roof, the shell entering the turret and doing considerable damage to the gun controls. Though later repaired, the turret only fired 32 rounds during the entire battle. At 15:58, an 11-inch shell penetrated the hull at the upper deck level, traveled through intervening bulkheads, and blasted a 2x1-foot hole in the “X” turret barbette armor. The turret was only temporarily disabled, but when it came back on line, the director control instruments had also been damaged (probably concussive vibration) and it fired 19 degrees off target. Around 16:58 an 11-inch shell penetrated the armor belt in the machinery spaces just above the protective armored deck. The projectile passed through an ammunition handling passageway starting a fire, and carried on into the turbine spaces – narrowly missing the main steam pipe to the turbines. Had the shell struck that pipe, the battlecruiser would have gone “dead in the water”. The remaining shells caused considerable damage to light structures and non-essential compartments – starting several fires above and below decks. During all this damage to HMS Tiger -- Moltke remained unscathed – despite being under fire from both Tiger and New Zealand. Some time around 16:20, a near miss did fall close off Moltke’s starboard bow, resulting in minor flooding forward. At the end of the battlecruiser line was SMS Von der Tann – the oldest and smallest of them. Nevertheless, she was delivering a fast and accurate fire onto HMS Indefatigable – one of the very ships she had been designed to destroy. Within a minute and a half, she straddled and hit her target with the third salvo. For her part, Indefatigable was firing high and wide. British shells were landing among the light cruisers and torpedo boats on Von der Tann’s disengaged port side, forcing them to take evasive action. The German fire was so accurate, the shell splashes frequently obscured Indefatigable from sight. Captain Sowerby “yawed” the battlecruiser to port and starboard to evade the shells and throw off the German’s aim, but Von der Tann’s gunnery officer, Korvettenkapitan Mahrholz, quickly made corrections and continued to “straddle” his target with rapid salvo fire. This is a close-up of HMS Indefatigable’s deck detail. Note the areas around “A” turret and “X” turret. This will help “visualize” some of the action as it unfolds. (Model by "Barroco Hispano".) When the signal to open fire was finally run up Lion’s halyards, her massive guns roared to life – quickly followed by her squadron mates. But the British battlecruisers fired more out of a sense of urgency than with any degree of certainty. Like the opening German salvos, the shells fell over the target – but WELL over the target. The majority of Hipper’s ships found the range by the third salvo (a minute and a half to two minutes). The British were nowhere near that good. With poor rangefinders, a haze shrouding the eastern horizon, and their own funnel smoke obscuring the German ships, the British might as well have been firing “blind”. Boedicker’s 2nd Scouting Group had fallen back and taken up station about a mile off Hipper’s disengaged port beam. Suddenly, the light cruiser SMS Regensburg and her torpedo boats found themselves passing through mountainous columns of erupting water as British shells splashed down. The disengaged German light forces were in far greater danger than the Panzerkreuzer line. Even worse – Boedicker’s little ships continued to suffer under this punishing bombardment until they could sheer out of range – because the British were unbelievably slow to realize their error. HMS Tiger actually fired on Regensburg for a full ten minutes! Poor shooting by HMS Indefatigable and New Zealand was not an exception to the rule. Both the 1st and 2nd Battlecruiser squadrons fired off a great deal of large caliber ammunition during the “run to the south” – most of which, fell far beyond the target. Beatty’s relaxed attitude toward gunnery practice has already been noted, and more practice would undoubtedly have been to their benefit. But historians have more often excused inferior shooting by citing poor visibility. It is quite true the sun was to the west in the afternoon, and sharply silhouetted the British warships, while a gradually darkening eastern sky benefited the Germans. Throw in a thickening mist, a low-hanging haze along the coast, some patchy fog -- and the low-profile, light gray German warships would blend right in. A Barr & Stroud, 9-foot, coincidence rangefinder with electrical computing and repeating transmission unit. It is a relatively compact unit that can be installed almost anywhere. Rule of thumb: the greater the distance between the periscope apertures at either end – the more accurate the range estimate. The British were further handicapped by their optical rangefinders. The majority of British dreadnoughts at Jutland used a 9-foot, Barr & Stroud, coincidence rangefinder. (Some ships – HMS Orion and the ships of the 5th Battle Squadron – were equipped with an improved 15-foot model.) This device worked well in clear weather, but required visible, sharp edges so the two images could be merged into a single target image. Finding clear, sharp lines on a target during hazy weather proved problematic, to say the least. One British naval officer once remarked...”Naval gunnery was like taking a rifle and shooting at running rabbits from the back seat of a car moving at 30 miles per hour. The wonder is we ever hit anything…” The Kaiserliche Marine used 9-foot Zeiss stereoscopic rangefinders (replaced by 1918 with 12 and 15-foot models) which were high-magnification and well-suited to the hazy conditions in the North Sea. They were even more excellent at shorter ranges, which coincided with the somewhat limited battle ranges of their main battery gun turrets. This aspect allowed German ships to find the range much more quickly, therefore inflicting damage before the British. The German gunnery officers also went into battle knowing their guns, though smaller in caliber, were in many ways superior to British ordnance. German guns were “built-up” and preformed uniformly over long periods of firing. The British guns were wire-wound and cased, and tended to “droop” when they got hot – seriously impairing accuracy. The intense exchange of gunfire between Von der Tann and Indefatigable continued for about fourteen minutes, until approximately 16:02, when the British battlecruiser was struck by three shells around her aft gun turret. Korvettenkapitan Mahrholz observed an explosion and Indefatigable immediately swung out of line to starboard, settling by the stern. (The German armor-piercing shells likely punched through the 1 inch deck plates and exploded deep in the ship – igniting the aft magazine and blowing the bottom out of her.) Within mere seconds, Von der Tann’s next salvo (fired at the extreme range of 17,700 yards) came in and two projectiles struck the British ship up forward. One shell slammed through the forecastle deck while the other penetrated the roof of “A” turret. Mahrholz’ after action report describes what he saw…… “I saw a giant explosion in the aft gun turret, a bright flame flashed up and ship debris was thrown into the air in a wide arc. As what appeared to be the turret roof landed on their aft deck, our next salvo arrived and two hits were obtained forward – one through “A” turret. A gigantic black smoke cloud rose above the ship and she lay over to port, as if to capsize. Less than 30 seconds later, there was a tremendous explosion, with a massive black smoke cloud reaching double the mast height and settling over the water. Pieces of the ship were seen to go in all directions – with a 50-foot steam launch rising two hundred feet before falling into the sea. When the smoke cleared, the enemy was gone.” HMS Indefatigable, mortally stricken, heels over to port the moment before she explodes and goes to the bottom. Her stern has gone under and her bow has lifted out of the water. It is possible this photo was taken from the deck of SMS Von der Tann as she passes to port. As near as analysts can figure, Indefatigable’s aft turret trunk had been hit and “ready” powder charges set on fire. The flames must have reached the aft magazine about the time the shell penetrated “A” turret, causing an explosive flash that reached down into the forward magazine. Apparently both magazines exploded almost simultaneously – shattering the thin-skinned cruiser and sending her to the bottom. (This was only 15 minutes into the battle.) A crew of 57 officers and 960 men went down with her. When the German lookouts aboard Lutzow reported Indefatigable’s loss, Hipper was – to say the least – skeptical. He calmly strode out on the starboard bridge wing and trained his glasses aft – to the massive column of smoke rising into the sky. He counted only five British battlecruisers remaining in line, grunted his approval, and lit a fresh cigar before turning his attention back to Lion. No one present that day had ever witnessed a modern capital ship disappear in a “puff of smoke”. Throughout the exchange, Von der Tann fired 52-11 inch and 38-5.9 inch shells, opening at 17,700 yards and closing to 13,500 yards. We do not know how many shells actually struck Indefatigable, because her ship’s log went down with her. But Von der Tann claimed the first victim of the Battle Of Jutland – while she, herself, remained undamaged. Admiral Hipper had deliberately closed the range, withholding the fire of his lead ships until his last ship, Von der Tann, was within gun range – and the gamble had paid-off handsomely. HMS Barham, 5th Battle Squadron, leading Malaya, Warspite, and Valiant – trailing Beatty’s line by 10 miles. Around 15:30, before the guns had opened, the German and British squadrons settled onto a gradually converging southeasterly course. The opposing Vice-Admirals had clearly demonstrated their intention to give battle – here, and now. And the next eighteen minutes have, for over a century, given naval analysts and historians cause to level severe criticism at Beatty for the confused and inept handling of his three squadrons (only ten capital ships). Ernle Chatfield (Beatty’s flag-captain) was on HMS Lion’s compass platform with his navigator and the chief gunnery officer and his staff. He was studying the German battlecruisers as the range closed and already knew Beatty had lost his first great advantage. The mist and haze to the east (about 12 miles) made ranging on the target difficult – and the British funnel smoke was blowing down-range -- further obscuring the German ships. At the same time, several destroyers of the 9th and 10th Flotillas passed between the opposing squadrons, struggling to reach their station ahead of the Battlecruiser Fleet – and their funnel smoke was making the situation intolerable. Beatty’s capital ships could have opened fire at 23,000 yards (5th Battle Squadron at 30,000 yards) – which, at the lower figure, exceeded Hipper’s maximum gun range of approximately 18,000 yards. That, and Beatty’s slight speed advantage, would have allowed him to stand off and pound the German battlecruisers to rubble. The poor visibility in the east and the roiling clouds of funnel smoke effectively dashed those hopes. Chatfield dutifully passed a message to Beatty that the squadron should open fire at once – but no response was forthcoming. Below Chatfield, on the Admiral’s bridge, were Beatty, his secretary, other staff, and the hapless “flag-lieutenant” Ralph Seymour. As HMS Lion charged along at 24 knots, Beatty was dictating a sighting report to his secretary, to be sent off to Jellicoe (never mind it contained insufficient data). At the same time, he was rattling off a string of flag signals to Seymour in an attempt to get his squadrons into battle formation. Each ship had slightly different speed capabilities, and while the four “cats” were keeping up – New Zealand and Indefatigable were overloading their boilers and gradually losing ground. The line was also staggered (some to port, some to starboard) and seemed to be having difficulty falling into “line ahead” formation. The scouting light cruisers were off somewhere – either skirmishing or chasing the German light cruisers as they disengaged to take station on Hipper. And the British destroyer flotillas, “on their own initiative”, were careening around, hard pressed to follow the big ships. As mentioned before, two flotillas even cut across the engaged front of the British battlecruisers to reach their station at the head of the line. (Jellicoe would have had heart failure!) Worst of all – little thought had been given to maneuvering the powerful fast-battleships of the 5th Battle Squadron. As Beatty’s “Splendid Cats” (battlecruisers) accelerated, Chatfield was keenly aware 5th Battle Squadron (Queen Elizabeth’s) was at least ten miles astern – out of gun range -- and falling farther behind with each passing minute. Beatty’s first turn to the SE to engage the Germans, and his first signaling error, had put them 10 miles astern. When Beatty increased to 24 knots, that put them even farther behind. HMS Tiger had, at the time, been relaying signals from the flagship to the 5th Battle Squadron by signal lamp (they were already too far behind to see flags). As Tiger sped up and closed-up into battle formation – that link was broken. Even if Beatty had given any specific thought to the 5th Battle Squadron – there was no communication channel. Beatty had, in effect, thrown away his second great advantage over the enemy. Small wonder history has judged Beatty harshly. This is a depiction of what Hipper’s battle line would have looked like before opening fire at 15:48. In the left hand column, facing the enemy, you have the battlecruisers Lutzow (flag) followed by Derfflinger, Seydlitz, Moltke, and Von der Tann. The middle column is composed of torpedo boats – on the disengaged port beam of the battlecruisers. On the far right, you have the light cruiser SMS Regensburg, assigned as a flotilla leader. (Again, I have greatly reduced the distance between ships in order to fit them into the picture.) Seydlitz model by "AP" -- all other models by "Barroco Hispano". This is a little more detail. The torpedo boats that later went into the attack were largely from the 6th Flotilla, composed of “V”, “G”, and “S” Class boats. Just for simplicity’s sake, I have used the model of G-101. When the signal to attack was hoisted, some of the torpedo boats would have increased speed, gotten ahead of Lutzow, and cut across her bows to get at the enemy. Others would have simply used their speed and agility to cut through the gaps between the big ships. (No doubt risky – but probably quite a “rush”!) The model of Seydlitz (center) is a work of art by @AP. The remainder of the wonderful models are graciously provided by @Barroco Hispano. In the foreground you see SMS Regensburg, the torpedo boat Flotilla Leader. The Flotilla Leader is, basically, an “overall commander” for one or more flotillas. When an attack is ordered, the light cruiser goes in with its flotillas and provides as much tactical control as possible during a skirmish (very little, really). If The torpedo boats get into trouble, the Leader provides a “rally point” for them to regroup under cover of his 6 inch guns. If the boats needed a little extra muscle to get through to their targets – the cruiser throws its weight into the battle. If the opportunity presents itself, the cruiser will also close to launch torpedoes. All-in-all – a job for younger men with steady nerves. At this point, it is worth remembering – when Admiral Hipper swung to the SE to give battle, he reduced the squadron’s speed, temporarily, to 18 knots so he could; (1) form line of battle; (2) close-up his Panzerkreuzer; (3) assign “fire distribution” (4) get his light forces shifted to the disengaged port beam; (5) clear his own funnel smoke – and then resume his converging course at 22 knots -- a speed ALL his ships could easily maintain. (Those steps fulfilled one of the essential rules of warfare – “concentration of force”. If there was a Naval Tactics textbook in the Kaiserliche Marine, those steps would have been listed.) Only then, with plenty of time remaining, did Hipper concentrate on closing the range. His battlecruisers had been out-ranged at Dogger Bank, and he feared Beatty would again use his superior gun range to stand off. Hipper knew he must close the range until his guns could reach Beatty’s battle line. So while Chatfield was sweating bullets on Lion’s compass platform, Beatty was on the bridge below, his attention diverted as he feverishly tried to get his squadrons sorted out. Why? Because he had failed to do so early on -- when there was available time. The British battlecruisers were still maneuvering into position – but worst of all – none of them could obtain a reasonably accurate range to target. According to long established Royal Navy protocol, the squadron was waiting for Beatty to make the signal to open fire – but Lion’s rangefinders were still getting obscured and mixed readings of up to 25,000 yards from their coincidence rangefinders – well beyond the range of his 13.5-inch weapons. Meanwhile, Hipper succeeded in closing the range and decided the issue by opening fire first. Chatfield, as “flag-captain”, knew he could wait no longer for Beatty -- and gave the order to open fire. Lion’s big 13.5-inch guns thundered, soon followed by the rest of the battle line, but every shot fired went “over” (only Princess Royal came close). The German ships, even at 15,000 yards, were still diffuse gray shapes against the mist and haze, and it took the British much longer to adjust the range. Beatty suddenly realized he was much closer to the German line than he thought, and opened the range by changing to a SSE course. Between 15:48 and 15:53, HMS Lion was hit twice by Lutzow. Hipper, getting the best of the fight, followed onto a southerly course, and a steady, thunderous, gunnery duel developed on a converging course at about 16,000 yards. It proved to be the most destructive gunfight in modern history. Beatty had, at 15:46 (just before Hipper opened fire), finally hoisted a flag signal ordering “distribution of fire”. Lion and Princess Royal were to take on Lutzow (in an attempt to take out the German flagship) – Queen Mary was to target Derfflinger – Tiger was to shoot at Seydlitz – New Zealand at Moltke, and Indefatigable to fire on Von der Tann. But in the confusion and rush to prepare for battle, two of the British ships missed the signal flags. As a consequence, Queen Mary fired at her opposite number – Seydlitz – leaving Derfflinger unhindered for a full ten minutes. HMS Tiger also missed the flag hoist, with the result that both she and New Zealand fired on Moltke – with little success. This is the left 12-inch rifle inside one of Lutzow’s main battery turrets. You see the big 12-inch projectile on the loading tray ready to be pushed into the gun chamber. The rating standing against the front wall of the turret is operating the controls of the new mechanical ramming mechanism designed for the Derfflinger Class battlecruisers. Two ratings to the right are preparing to roll powder charges from the ammunition hoist, down a swinging tray, and into the rammer cradle. Two charges will be rammed into the gun chamber behind the shell. In testing, the projectile and charges of the new 12-inch guns were too heavy to sustain a rate of three rounds per minute manually, so mechanical ramming was used for the first time in a German capital ship. You will note two other ratings wearing slings and bandages. Even if a gun crew was not injured by direct enemy fire, a gun turret was a dangerous place to be, and concussion from outside the turret could be equally harmful. (The painting is by the renown German naval artist Claus Bergen.) As the British gradually acquired the range, and the various ship’s crews concentrated upon their individual tasks, the gunnery grew in noise and intensity. Aboard the Panzerkreuzer, memories of the Dogger Bank action may have flashed through their minds, but they faded quickly. That had been a wild, confused chase with comparatively little result. This was quickly developing into a grim, toe-to-toe slugging match, with neither side showing any interest in withdrawing. Nerves steadied and spotters and range-takers moved with precision and spoke quickly. The director chiefs manned their phone lines and flicked their repeater switches with robot-like calm. Inside the thick steel gunhouses, the turret crews worked amid thin wisps of cordite smoke drifting in the dim light – rolling the big shells from the hoists onto the loading trays -- pushing the rammer levers forward and back as they rammed them into the gun breech – repeating the process for the two powder charges with a mechanical rhythm – again and again. The gun layers attention would be focused on their control boards as they made regular corrections – looking neither left, nor right – no matter the noise or vibration. Commands were shouted over the din of the heavy machinery as the giant rifles were elevated yet again. A few more lateral adjustments – and the firing alarm rang out – “KA-BOOOM”. The over-pressure blast of the big guns wrenched at their ears and pushed against their eyes – even though they covered the one and closed the other tightly. For just a moment, there would be a dizzy feeling – but the sight of the big rifles recoiling, the breech sliding open, and the sound as the empty powder casing clanged to the turret floor would bring them back to their senses. Instantly, the macabre dance would begin again. Hipper’s five battlecruisers quickly registered hits on three of the six British battlecruisers. But it was fully seven minutes before the British obtained their first hit. Up on Lion’s bridge, it quickly became apparent no amount of training or sea duty could ever prepare a human being for battle…… “All around us huge columns of water, higher than the funnels, were thrown up as the enemy shells plunged into the sea. Some of the gigantic splashes curled over and, with the force of a hammer, deluged us with water. Occasionally, above the roar of the big guns, we heard the ominous buzz of a shell splinter and caught a fleeting glimpse of polished steel as it flashed past the bridge.” -- Lieutenant Chalmers The first near-disaster of the day had occurred at 15:58 when Seydlitz was struck on “C” turret and narrowly avoided destruction. As the gunnery duel heated up at the head of the column, Lion obtained a hit on Lutzow at 15:57. But the second near-disaster of the day occurred around 16:02, when one of Lutzow’s 12-inch shells struck Lion’s “Q” turret at 16,500 yards. The projectile penetrated the joint between the face-plate and the roof plate – blowing both plates into the air. The shell entered the gunhouse, detonated over the left gun, killed or wounded everyone in the turret, and started a smoldering fire among the powder charges. A mortally wounded Royal Marines Major, Francis Harvey, the Turret Captain, feared an explosion in the turret trunk – and he lived long enough to order the magazine doors closed and flooded. Seconds later, eight full powder charges in the lower handling chamber ignited and burned violently – flames rising to the masthead. The fire killed all but one of the munitions crew still in the chamber. But Major Harvey’s heroic action saved the battlecruiser from certain destruction, earning him a posthumous Victoria Cross. Around 16:00, Hipper turned away one point to port. In the heat of battle, he had allowed the range to close to about 12,000 yards – and that was simply too close. Though his secondary batteries were in range, and scoring hits on the British, the wily Bavarian had taken note of his enemy’s poor marksmanship. He reasoned that getting too close to the English might improve their gunnery. As the range gradually and imperceptibly opened, the British salvos began to go ”...wild and wide of the mark” – while the German salvos continued to fall on or among the British in those uncannily tight groupings. Four minutes later, the range had opened to just under 17,000 yards and Hipper steadied-up on course. Across the shell-torn stretch of water, still under an intense fire, Beatty turned away three points to starboard and ran up a flag signal informing HMS Princess Royal the flagship’s wireless antennas had been shot away. Apparently the fire control system for the German secondary batteries was wreaking havoc aboard HMS Lion. Thousands of British officers and men were below decks tending to their vital tasks, or were sealed inside the steel gun turrets above deck. Those that could actually see the battle, were shocked and stunned by the loss of Indefatigable. Moments after she went down, Lieutenant Chalmers left his post on Lion’s bridge for a quick look around…… “I stepped out onto the flagship’s bridge wing and looked aft down the line of firing ships. How magnificent they looked with their huge bow waves and the flashing broadsides with mountains of smoke. But astern of them, I saw only an enormous pall of gray smoke. I gazed at this in amazement, and at the same time tumbled to the fact there were now only five battlecruisers in our line...I glanced quickly towards the enemy. How many of them were still afloat? Still five.” The British had been blazing away, with their bigger guns and more numerous ships, and while they were certainly scoring hits, it did not seem to matter. The German battlecruisers steamed on at full speed with their rate of fire and capacity to deal out damage seemingly undiminished. Hipper and his battlecruisers were turning out to be a tougher lot than Beatty had allowed for. With all that had gone on since August 1914, this was really the first time Beatty had managed to come to grips with the Imperial German battlecruisers. At Dogger Bank, Hipper had sensed a trap, and the whole affair turned into a muddled stern chase. The German Admiral had wisely refused to give battle under unfavorable circumstances and all Beatty managed was to sink SMS Blucher – a ship that was hardly a match for his battlecruisers. But on this day, Beatty got his wish. Hipper had willingly offered battle on his own terms and Beatty was getting a proper crack at them. And he was only just beginning to learn how hard it was to sink a German battlecruiser. SMS Lutzow leading Derfflinger on the “Run To The South”. On the left of the picture, you can see the British shells largely falling far “over” their targets. The British battlecruisers can be dimly seen off their starboard bows. A destroyer skirmish appears to be in progress ahead of the advancing battle lines (upper left of picture). Note the huge smoke clouds from Lutzow’s guns and the heavy smoke column issuing from her funnels as she steams at high speed. The whole arena of battle is smothered in a mixture of gun smoke, funnel smoke, and mist, that literally blots out the sky. (Claus Bergen) HMS Lion’s log may show us part of the reason for Admiral Beatty’s revelation. Despite being fired upon by Lion and Princess Royal – Lutzow’s gunnery was outstanding. The German flagship had obtained nine hits on Beatty’s flagship between 15:51 and 16:24. (Roughly one shell every four minutes.) And though they all caused some sort of cumulative damage, the only serious event was the loss of “Q” turret at 16:02. Quite frankly, Beatty, Chatfield, and the other bridge staff only learned of the near-disaster when a lone Sergeant of Marines stumbled onto the bridge – wounded and severely burned – to report the turret out of action and the magazines flooded. (He was the only survivor.) There is little doubt this startling and shocking drama on Lion’s bridge, combined with the frequent jolting hits, had an effect. Beatty had been singularly focused on closing his enemy. Hipper, equally intent, monitored his range while the Panzerkreuzer dropped tight, accurate salvos on the British line and his secondary batteries blazed away at maximum range. Lutzow’s starboard 5.9-inch guns could fire a total of 42 rounds per minute and would cause considerable damage to the lightly armored English cruisers. At 12,000 yards, the sudden loss of Lion’s “Q” turret – followed by a blizzard of medium shells – had alerted Beatty to the fact he’d gotten in too close. At 16:10, Lion suddenly sheered out of line, fired two torpedoes at Derfflinger, and disappeared into the smoke by 16:24. Dodging into the smoke would give Lion a brief respite while her gunners caught their breath and damage control crews fought the out-of-control blaze amidships. This macabre minuet – in and out – back and forth – was played out numerous times as the two aggressive admirals jockeyed for advantage. Though hard-pressed, in all truth, HMS Lion must have been a “cat” with nine lives -- four of Lutzow’s 12-inch shells had failed to detonate. At 16:15, Princess Royal, also firing on Lutzow, landed two 13.5-inch shells on target. One projectile struck Lutzow’s waterline belt abreast the aft conning tower, delivered a violent punch, but failed to penetrate. The other shell penetrated the deck between the “A” and “B” turret barbettes and exploded, wiping out the forward battle dressing station. When Lion sheered off, Lutzow immediately took Princess Royal under fire and straddled her with the first salvo. Derfflinger was already firing on the British ship and, in quick succession, Princess Royal had the right gun of “Q” turret put out of action, her second funnel was shot through, a shell struck her armor belt abreast the fore funnel, and a projectile struck “A” turret. The shell failed to penetrate, but caused the breech of the left gun to jam shut. The shell also bent the retractor lever of the right gun, causing it to misfire frequently. Princess Royal’s “A” turret continued to fire – occasionally -- but could not be relied upon. The gun duel between SMS Seydlitz and HMS Queen Mary had been carrying on at a fast and furious pace, with each ship landing regular, well-timed salvos. Queen Mary was continually “straddled”, with Seydlitz’ shell splashes often obscuring the battlecruiser from view. As the German ship continued to close the range, the sweating and straining men inside the squat steel gunhouses fired-off salvos at 20-second intervals, while her 5.9-inch casemate batteries fired a blizzard of shells at Queen Mary’s upper works – blasting holes in the superstructure and starting numerous small fires. Around 16:20, with the range down to 12,900 yards, Queen Mary miraculously landed two 13.5-inch shells on Seydlitz’ forward gun turret. The first shell struck the turret’s side armor, failed to penetrate, but jammed the turret fast before ricocheting over the side and exploding in mid-air. The second shell struck the turret faceplate squarely, penetrated, and left a neat, round hole the size of the shell. The projectile did a great deal of damage to the turret’s interior machinery, but failed to detonate. Kapitan von Egidy heard the sharp crack of the impact on the turret, but focused his glasses back on Queen Mary and carried on the running gun battle with his three remaining turrets. Just thirty-five minutes into the engagement, Beatty was learning that a “proper crack” at Hipper’s battlecruisers was proving to be a hot and brutal affair. HMS Lion had been repeatedly hit and lost one turret. Princess Royal had been roughly handled with two turrets damaged and numerous fires blazing. Queen Mary had one turret damaged and her upper works “peppered” and set afire. And -- HMS Indefatigable had gone down in a massive explosion. Beatty started the battle with Hipper outnumbered six ships to five. Half an hour later, Hipper had managed to inflict serious damage on the British and evened the odds into the bargain. Hipper, for his part, was pressing the issue and using his well-armored battlecruisers to good advantage. His Krupp armor was keeping his battlecruisers intact and afloat while his 11-inch and 12-inch guns slowly dismantled the thinly armored British warships. What’s more, the “Run To The South” had only just begun. For those of you having trouble keeping all this straight – don’t feel bad. The times of incidents often overlap -- others need more explanation, etc, etc. The “Run To The South” was a brutal slugging-match with a great deal of action to include. And it should be pointed out -- nearly two thirds of all the serious battle action at Jutland occurred at this time. I found a simple, but concise map to help. If you have questions – feel free to ask. BATTLECRUISER ACTION – “RUN TO THE SOUTH” (1) 15:22 - Hipper sights Beatty. (2) 15:48 - First shots fired by Hipper's squadron. (3) 16:00 -16:05 - Indefatigable explodes, leaving two survivors. (4) 16:25 - Queen Mary explodes, eighteen survive. (5) 16:45 - Beatty's battlecruisers move out of range – “Run To The North”. (6) 16:54 - Evan-Thomas's battleships turn north behind Beatty. NEXT TIME…… “...SOMETHING WRONG WITH OUR BLOODY SHIPS...” But before we leave you…… How about a tour of the munitions handling complex. In Cuxhaven, the munitions complex is set up with a connection to the main rail line and to the munitions distribution docks – munitions can be brought to the storage bunkers either by rail or by sea. This is an overview of the distributions quays. Left to right you have the Italian heavy cruiser Zara, the US destroyer Clemson, and the battlecruiser KM Scharnhorst. You will note the rail line behind the quays has been arranged so that all three replenishment points can be accessed at the same time without traffic jams. This very fine model of Scharnhorst is provided courtesy of @Barroco Hispano and shows her as she would have appeared upon commissioning in January 1939: 32,100 tons – 31 knots – 9x11-inch guns – 12x5.9-inch guns – 14x4.1-inch AA guns – 16x1.5-inch AA guns – 6x21-inch torpedo tubes – belt armor 13.8 inches – 1 catapult and 3 Arado, Ar-196A-3 float planes. There has long been a debate as to whether Scharnhorst was a battlecruiser or a battleship – but her design was based on the final plans of the Imperial battlecruiser Ersatz Yorck, which was never completed. The pedigree seems clear enough to me – so I absolutely had to work her into the CJ somewhere! In essence – she was the last battlecruiser ever commissioned by the German Navy. She was armed with an “improved” 11-inch gun – for political reasons. In the mid-1930’s, it was feared 15-inch guns might cause the British to “get the wind up”. In this close-up of the dock activity, you can see the working parties unloading main gun ammunition from the shuttle locomotives to the quay for delivery to the warship. There are masses of people bustling about – unloading shells, checking them for imperfections, cleaning the rounds, and hauling them about with hand-trucks or loading them into cargo racks to be hoisted aboard the battlecruiser. In real life, docks are seldom quiet places, and we have tried hard to recreate the hundreds of crew and working parties involved in servicing a capital ship. This is a rear view of the quayside. The docks were modified from the “PEG SNM Series” (battleship docks) with “WMP Seawalls” added as timber bumpers on the outer edges. The large dockside cranes were borrowed from the “PEG Trash Removal” lots and resized to better fit the surrounding models. The 100 ton cranes trackside are by “AP”. The ammunition shuttle locomotives and “rolling stock” were modeled by “AP” from old pictures of equipment on German WW I period military railroads. The Great War would not have been possible without railroads. Artillery battery commanders, in particular, were shocked to find they could fire off a year’s worth of peacetime artillery shells in just a matter of hours. The British thought they had enough reserve artillery ammunition to last through a “short war” – perhaps a year. More than half of it was expended in the first two weeks of actual combat. Various props have been used to “dress-out” the scene, but the many “specialized” props were created by “AP” – sailors, shells, etc, etc. At the end of the quay, there are two Esmeralda Class paddle tugs moored to “barrel buoys”, while an Odin Class (diagonal) tug is visible at the top preparing to take two loaded lighters under tow. Barrel buoys, mooring dolphins, paddle tugs, and the Odin are the meticulous work of “AP”. Here you see a Clemson Class destroyer preparing to take aboard a full load of torpedoes. The Clemson’s were a large class of destroyers built by the US Navy over a number of years. The early versions of the extended class served during WW I, while others were completed between the wars. Under the “Lend Lease” agreement, 50 of them did yeoman service with the Royal Navy in WW II. Characteristics: 1,215 tons – 35.5 knots – 4x4-inch guns – 1x3-inch AA gun -- 12x21-inch torpedo tubes – no armor. USS Clemson is by “Barroco Hispano”. The 100 ton cranes quayside and the 20 ton cranes trackside are by “AP”, as are the shuttle locomotives, rail cars, and torpedoes. This is the Italian heavy cruiser Zara: Commissioned 1931 – 11,326 tons – 32 knots_8x8-inch guns – 16x3.9-inch guns – 34 AA guns – 2 seaplanes – belt armor 5.9 inches. As with all Italian warships built or modernized between the wars, they were quite handsome, with sleek lines and high speed. She is preparing to top-off her magazines with 8-inch shells and powder charges. In this shot, you can see the powder charges in brass cases stacked in rows on the quayside. Next to them are the 8-inch shells – ready to be hoisted aboard and stowed in the magazines. Again, the shuttle engines and ammunition cars are by “AP”, along with the shell and powder stacks – and, of course – the sailors and 20 ton cranes. This rear view of the quay gives a good view of the ammunition handling parties and the ammunition trains. We’ll continue this tour in Chapter 31. MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, meticulous models, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-176649600000

Ships of the Hochseeflotte moored quayside in Wilhelmshaven harbor – circa 1916. The dreadnought in the foreground is a Konig Class battleship, III Battle Squadron. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 27: THOSE WHO LEAD As with all military plans, they look very good on paper, but they rarely survive the point at which they are put into execution. And so it would be with Jellicoe’s elaborate operation -- but it was hardly his fault. He had the benefit of commanding the largest battle fleet the world had ever seen. And Room 40 was decoding German wireless traffic almost as soon as they got it -- and -- he outnumbered his opponent by a considerable margin. As his battle fleet steamed southeast by east, Jellicoe was not at all certain he was going to encounter the enemy. The boys in Room 40 had as much as told him so. Around half-past noon (12:30) on 31 May, Rear-Admiral Jackson, the Admiralty D.O.D., had checked in with Room 40 to see where the German flagship was located. Room 40 had long ago established Sheer’s flagship (SMS Friedrich der Grosse) was assigned the wireless call-sign “DK”. By intercepting enemy messages, and taking the directional bearings at the same time, they knew exactly where the German flagship was located. When Jackson asked, Room 40 gave him the short answer – Wilhelmshaven. And if the flagship was still in port, that meant the Hochseeflotte was still at anchor. Without confirming the particulars with the Room 40 staff, or even consulting other Admiralty staff, he transmitted a message to Jellicoe…“DK still placed in Jade at 11:10 – Apparently they have been unable to carry out air reconnaissance which has delayed them.” The message was received by both the Grand Fleet and Beatty’s Battlecruiser Fleet. Suddenly, a trap certain to ensnare their enemy, had been transformed into just another training mission. With the wind blowing strong from the northwest, Jellicoe reasoned there was little likelihood the German airships could be used, and even less chance the Germans would put to sea without them. Now his thoughts turned to deciding if he could remain at sea and try again, tomorrow. Unfortunately for Jellicoe, the Hochseeflotte staff officers had grown suspicious when the Grand Fleet seemed to miraculously turn up everywhere they planned an operation. It was simply too often for it to be coincidence. Though suspicious, the German naval command never changed the codes. But two bright lads on Scheer’s staff came up with a plan and managed to convince Scheer to try it. Just before taking the battle squadrons to sea, Scheer’s flagship exchanged call signs with the radio station at the entrance of the III lock into Wilhelmshaven. The flagship now had a new call-sign Room 40 did not know, while the lock wireless station continued to transmit normal traffic as “DK” – giving the impression Friedrich der Grosse was still at anchor in the Jade. The end result was two great fleets steaming into the North Sea – and neither would know the other was out. The ironic twist – and there is always an ironic twist – is that the Germans transmitted a signal to all ships and stations announcing the exchange of call-signs, just to make sure everyone was on the same sheet of music. However, the Germans transmitted in an entirely different and little used cypher code. Room 40 was unable to decode the message right away, so with an operation in progress, they simply put it to one side and carried on – leaving Jellicoe unaware the German battle fleet had followed Hipper to sea. With a battle as controversial as Jutland, there always seems to be a second version of events, and this is no exception. In the alternative version, it is normal operating procedure for the German flagship to change call signs when it goes to sea – there was no attempt at deception. The problem occurred within the Admiralty. Rear-Admiral Jackson mistakenly asked the whereabouts of “DK” – the call sign – NOT the actual flagship. Had Jackson asked for the location of the German flagship, presumably, he would have been told it was at sea, and given the position based on the radio direction bearings. There is, of course, a problem with the second story. Once at sea, the Germans were unlikely to generate enough wireless traffic to provide Room 40 with a position fix. AND – my guess is that if Room 40 had any idea the German flagship was at sea – they would have notified the Admiralty staff and The Fleet immediately. But – I will leave you to decide which version of events sounds more logical. With four groups of capital ships steaming on converging courses, and the sun about to rise in the North Sea – let us take a moment to learn about the men who command them. THE PRINCIPLE COMMANDERS John Jellicoe in the uniform of “Admiral Of The Fleet” – circa 1917. Admiral Of The Fleet Sir John Rushworth Jellicoe, 1st Earl Jellicoe, Viscount Jellicoe of Scapa Flow: 1859 – 1935. Born the son of a merchant sea captain, John Jellicoe joined the Royal Navy in 1872 at the age of thirteen. He gradually rose through the ranks in the slow but steady career progression common to the Royal Navy in the Victorian Era. Attaining the rank of commander, he was serving in the Mediterranean aboard the battleship HMS Victoria in 1893 when it collided with HMS Camperdown and sank off Tripoli. The accident was the result of incompetent ship handling by Vice-Admiral Sir George Tryon. (Tryon at least had the good sense to go down with his ship.) In 1900, during the Boxer Rebellion, Captain Jellicoe commanded the battleship HMS Centurion, and was chief of staff to Admiral Sir Edward Seymour at the time of his relief expedition to Peking. Having been badly wounded ashore, at the Battle of Peitsang, Jellicoe refused to die and was appointed a Companion Of The Order Of The Bath, and also awarded the Imperial German Order Of The Red Eagle, 2nd class, with Crossed Swords. In 1905, Jellicoe was taken on as a protege of Admiral Jackie Fisher, and his career began to alternate between sea commands and assignments in the Admiralty. He was made Aide-de-Camp to the King-Emperor, Edward VII, in 1906, and promoted rear-admiral in 1907. He pushed hard for funds to modernize the navy, supported dreadnought construction, and campaigned tirelessly for improvements in gunnery fire control. In the first decade of the 20th Century, the Royal Navy had become obsessed with “spit and polish” and paid little attention to gunnery. British fleets spent much of their time steaming from port to port, reminding the world that Britannia ruled the waves, and touching-up their gleaming white paintwork. Gunnery practice was only mandated four times per year, and even then, there were no instructions, guidelines, or required performance standards. In fact, the only requirement was that a ship should expend 25% of its ammunition load at each practice. With such a slack attitude toward gunnery, it is not surprising that on more than one occasion, ship’s officers were known to have ordered the ammunition jettisoned over the side – rather than risk powder stains on the paint scheme. Jellicoe was appointed second-in-command of the Atlantic Fleet in 1907, Third Sea Lord in 1908, then moved to Commander-In-Chief Atlantic Fleet in 1910. Promoted vice-admiral in 1911, he became second-in-command of the Home Fleet, then commander of the 2nd Battle Squadron in 1912. In December 1912, he was appointed Second Sea Lord. With the outbreak of war in 1914, Winston Churchill removed Admiral George Callaghan as Commander-In-Chief Home Fleet, and promoted Jellicoe to full admiral to take command of the renamed “Grand Fleet”. There was some grumbling among the “senior” ranks in The Fleet over the precipitate manner in which Churchill promoted Jellicoe over the heads of officers with more seniority. But, despite the grumbling, the question remained – who better to command the Grand Fleet than Jellicoe? In 1902, as a young officer, he had shown an aptitude for gunnery and was sent to the new gunnery school aboard HMS Bulwark. By 1904 his quick grasp of technical issues found him selected to serve as a member of Fisher’s exploratory design committee for HMS Dreadnought. He then served as Third Sea Lord of the Admiralty under Fisher, making him responsible for developments in ship design, armor research and application – and -- development and advancement of warship guns and munitions. This post also gave him access to the latest information on the development of submarines, torpedoes, and mines, both at home and abroad. There was no other line officer in the Royal Navy possessed of such a comprehensive technical knowledge of the modern dreadnought. Simply put – he knew the strengths and weaknesses of each of his battleships and had the tactical knowledge to use them. Jellicoe, the man, had a spotless service record, was known as immensely capable, and was considerably more than “well-connected”, with friends in the very highest places. Despite all this, he was a modest man and sincerely placed the unity of his flag-officers and the well-being of the Fleet above his own ambitions. His very appearance bespoke modesty. He was just 5 feet 6 inches, with a spare frame, a tight-lipped mouth, and a somewhat prominent nose. He had kind eyes – a welcome feature to junior officers – but they were deceptive. He was quick and clever, saw everything, missed nothing, and instantly understood everything he had seen. His physical courage, though not often on display, was beyond doubt. As an “enlightened” admiral, he cared for each and every man under his command. Jellicoe was universally recognized as a superb seaman and an expert ship handler. Large fleets were notoriously difficult to handle in the early decades of the 20th Century, and his quick brain, cognitive powers, and instant commands were faultless – even in the midst of roaring battle. (It should be noted the Battle Fleet was far larger, and its battle line far longer, than any other at Jutland. And yet, there were no mistaken flag signals among the battleships.) Though he acted swiftly, he made careful and calculated decisions. Some have criticized him as over-cautious – he was not. But he was careful. Jellicoe understood the responsibility resting on his shoulders. Winston Churchill later said he was “...the only man on either side who could lose the war in an afternoon”. Though typical of Winston’s fondness for hyperbole, it is substantially true. If Jellicoe had rashly and recklessly sacrificed the Grand Fleet, the Hochseeflotte might have gained the upper hand, and the outcome of the war could have been different. Without giving undue weight to outrageous “what if” scenarios, there is little doubt a significant loss of capital ships would have considerably effected Britain’s political stance. Tactically, the British might even have lost the ability to effectively blockade the German ports. HMS Iron Duke, flagship of the Grand Fleet at the Battle of Jutland. Iron Duke Class: HMS Iron Duke, HMS Marlborough, HMS Benbow, HMS Emperor Of India – all commissioned 1914. Displacement: 25,820 tons – 21 knots – 10x13.5-inch guns – 12x6-inch guns – 4x21-inch torpedo tubes – belt armor 12 inches. Model courtesy of @Barroco Hispano. Vizeadmiral Carl Friedrich Heinrich Reinhard Scheer – 1863 – 1928. Reinhard Scheer was born to a middle-class family in Obernkirchen, Lower Saxony. He entered the Imperial navy in 1879, at age fifteen, as a naval cadet. His early grades in training exams were not spectacular, but he managed to achieve the second highest rating in his class for the 1880 “Sea Cadets” exam. He was sent for special training in gunnery, torpedo warfare, and naval infantry tactics. (In those days, many young officers would serve in the African colonies or on the China Station.) Scheer served in various posts aboard foreign station cruisers – some wooden-hulled and steam-driven. He participated in, and even led, some of the landing parties sent to keep order in the far-flung parts of the empire. By 1905, Scheer had attained the rank of Kapitan zur See and took command of the pre-dreadnought battleship SMS Elsass in 1907. In 1909 he became chief of staff to Flottenchef Admiral von Holtzendorff and, at age 47, reached flag rank less than 6 months later. By 1911, he had been transferred to the Reichsmarineamt, where he held the post of Chief of the General Naval Department. Scheer returned to sea duty in January 1913, with command of the II Battle Squadron, and was promoted to Vizeadmiral in December of that year. War broke out in 1914, and in January of the following year, he was given command of the modern and powerful dreadnoughts of the III Battle Squadron. In January 1916, Admiral von Pohl became too ill to carry on as Flottenchef, and Scheer was given the command. One of his first acts was to write “Guiding Principles For Sea Warfare In The North Sea” – not exactly a “catchy” title. But he outlined the idea that the Grand Fleet should be pressured by increased submarine warfare, Zeppelin raids, and more frequent sorties by the Hochseeflotte. This would force the Grand Fleet to abandon its distant blockade and actually pursue the German fleet. The Kaiser signed-off on the memorandum on 23 February 1916 – and with that approval – Scheer would be able to use the fleet more aggressively. Aged 52 when he took command, Scheer was known as an excellent seaman and could handle dreadnought formations as well as any man alive. He was widely regarded by his fellow officers as one of the ablest and quickest-thinking flag-officers in the Kaiserliche Marine. His vigorous and aggressive spirit was much admired and well known – even in the British Admiralty. In many ways Scheer was a very different man than Jellicoe. All they really seemed to have in common was a rapid and analytical thought process. He was energetic, active, and impatient. He wanted action – and he wanted it now. Scheer was a man that expected his staff to have detailed plans and orders for an operation – but they were often pushed aside as soon as he appeared on the bridge. He tended to command by instinct and made quick decisions. He preferred to have all options presented to him, and might then chose another option no one had considered. Scheer’s chief of staff, Admiral Adolf von Trotha, summed it up neatly...”In action he was cool and clear-headed. The pressure of Jutland showed his ability to think calmly in the midst of chaos – a great gift. And a man like that must be allowed to drive his subordinates mad.” Apparently, Admiral von Trotha had a sense of humor. SMS Friedrich der Grosse, flagship of the Hochseeflotte at Jutland. Kaiser Class: SMS Friedrich der Grosse - 1912, SMS Kaiserin - 1913, SMS Konig Albert - 1913, SMS Prinzregent Luitpold - 1912, SMS Kaiser – 1912 Displacement: 24,380 tons – 21 knots – 10x12-inch guns – 14x5.9-inch guns – 12x3.4-inch guns – 5x19.7-inch torpedo tubes – belt armor 13.75 inches. Model by “Barroco Hispano”. Admiral Of The Fleet Sir David Richard Beatty, 1st Earl Beatty, Viscount Borodale, and Baron Beatty of the North Sea and Brooksby – 1871 – 1936. Seen here in his uniform as a Vice-Admiral – circa 1915. The picture tells you very nearly everything you need to know about the man. The tailored uniform coat, the hands in the pockets, the affected stern, tight-lipped, steely glare, the casual air of a “rake” or a “maverick”, and the cap tilted at a jaunty angle over the left eye. Say what you will – the picture is the man. This “biographical sketch” will be a bit longer than the first two “players” – for two good reasons; (1) Beatty and his battlecruisers fought a goodly portion of the Battle of Jutland, and (2) There is simply so much more to say about an uncommonly “colorful” man. Born in Cheshire, Beatty’s father had served with the 4th Hussars, and three brothers served in the army – but Beatty chose to join the Royal Navy at age thirteen. He left Dartmouth Naval College in 1886 – but not with distinction. He was, however, possessed of a wealth of physical courage, a love of adventure, and a natural talent for “the dramatic”. All traits that were on display when indulging in his passion for fox hunting. (A bit of a “prima donna” before the phrase had become popular.) By 1896 he had been appointed second-in-command of the Nile Flotilla accompanying General Herbert Kitchener’s expedition into the Sudan. He proved very cool in a crisis – on more than one occasion -- and even personally jettisoned an unexploded shell from his gunboat while under fire. He demonstrated his ability to improvise under pressure and went out of his way to bedevil the hostile tribesmen. He earned both the D.S.O. and Kitchener’s admiration. (Something Winston Churchill – attached to Kitchener’s staff – was unable to do.) Four years later, and promoted to commander, Beatty again distinguished himself in action during the Boxer Rebellion. Leading a naval contingent from the fleet, Beatty saw combat at Tianjin and was wounded in the left arm and wrist. His heroism won him promotion to captain at age 29 and made him a celebrated hero back home. Returning to England, Beatty began a long, and sometimes difficult, marriage to divorcee Ethel Tree, heiress to the Marshall-Fields (Chicago) department store fortune. The marriage liberated Beatty financially, and put him on the “A-list” of guests at Edwardian house parties, allowing him to travel in the best social circles. Her money also bought him a steam yacht, an estate in the Leicestershire fox-hunting country, and a Scottish grouse moor. But it was akin to a Greek Tragedy. She was also a notorious “flirt”, and Beatty suffered “the tortures of the damned”. Serving afloat in a variety of warships, including command of a battleship, he also rotated through a wide range of shore duties – including an appointment as Aide-de-Camp to King George V in 1908. Despite having served on several ships, his experience in command of big ships was limited, with NO experience at squadron level under his belt. Nevertheless -- Beatty was promoted rear-admiral in 1910 – the youngest officer to attain that rank in a century. Winston Churchill was appointed First Lord of the Admiralty in 1911, and regardless of warnings about Beatty’s youth and impertinence, he made the young man his naval secretary. Churchill thought he recognized a bright and rising star in a sky that was momentarily dull due to lack of war-like employment. In 1913, command of the Battlecruiser Squadron came open – and to no one’s surprise – Churchill appointed Beatty. There were surprising similarities between the careers of Lord Nelson and David Beatty – if you chose to see them. And Churchill’s sense of the melodramatic may have unduly influenced him. Otherwise, why appoint a man with little ship handling experience and only a shaky grasp of modern naval technology and tactics? (No matter that Beatty was promoted over the heads of several senior officers.) HMS Dreadnought had changed the face of naval warfare in 1905. By 1916, Beatty would fly his flag in HMS Lion – a 26,000 ton monster with 13.5-inch guns and capable of a remarkable 26.5 knots. Naval engagements – which Beatty had never witnessed – would now unfold much more quickly, travel at greater speed, engage at longer ranges, and fire considerably bigger shells with enormous destructive power. The battle line, itself, was no longer a compact fighting unit – with 100 yards between ships. The new dreadnoughts were 200 yards long and required an interval between ships of 400 yards to avoid collisions and provide dispersal under fire. Ship handling in the modern Royal Navy was no job for unpracticed amateurs – especially in the confusion and chaos of battle. At the same time, signaling between ships had become a critical tool of command and control. If a ship’s wireless antennas were shot away, the only alternative was a signal lamp or flag hoists. And the very act of signaling was often carried out under near impossible conditions. When Beatty assumed command of the squadron he chose Lieutenant Ralph Seymour as his “flag lieutenant” (Admiral’s signals officer). Seymour did have aristocratic connections – and – his sister was a great friend of Churchill’s wife. “Influence” appointments were common in those days, but Beatty chose to overlook the fact that Seymour had NO experience whatever as a signals officer. This later caused a great deal of trouble. When people spoke of Beatty – “brash”, “rash”, “reckless”, “hotheaded”, and “impetuous” – were the adjectives most often used. And more often than not, they were used by the older and cooler heads in the Admiralty. In 1914 and 1915, this sort of behavior was on full display. Beatty led the Battlecruiser Squadron in the major clashes of Heligoland Bight and Dogger Bank (among others) – and neither he, nor his captains, seemed to learn any lessons from them. Beatty had simply charged into battle with guns blazing and gave little thought to tactics and the proper employment of his technologically advanced warships. The British demonstrated clear difficulties in reporting information up the chain of command, as well as serious foul-ups in signaling, in general. British ammunition handling procedures were seriously deficient, and Beatty placed no emphasis on gunnery practice – so they rarely hit the target. And while Beatty basked in the warmth of public adoration – the mistakes and failures were ignored, and the lessons went unlearned. After Dogger Bank, Beatty was lauded as the hero of the hour for having routed the German battlecruisers. But the reality is -- he had simply been lucky. Beatty had not prepared his squadron for modern battle. In the “old traditions” of the Royal Navy, he had not briefed his captains or prepared them with “basic fighting instructions” (as Jellicoe had done) – he merely chose to “have at the enemy” in something like an old-fashioned cavalry charge. (Follow me, Lads !) He had not been able to control his ships very well – signals were often confusing, misdirected to a given ship, or simply poorly worded by an inexperienced “flag-lieutenant”. In many cases, he failed to even make signals -- leaving his captains to guess at his intentions. The lack of gunnery practice resulted in an estimated 1% hit ratio (one out of every hundred shells fired managed to find a target). And – he very nearly lost his flagship to superior German gunnery. Beatty could lead men into battle, but he could not prepare them for it, nor could he direct them once battle was joined. In March 1915, after Dogger Bank, Jellicoe wrote Beatty a lengthy, but discreet letter. He chose not to give the younger man a verbal thrashing – after all, Beatty had managed to sink SMS Blucher. Instead, Jellicoe opted for a diplomatically phrased word of advice and caution. Like many at the Admiralty, Jellicoe worried Beatty’s impetuous nature and total lack of caution might lead the Battlecruiser Squadron headlong into a German ambush – and a resulting disaster. He expressed the fear that Hipper’s battlecruisers might lead Beatty on a merry chase, ending when the Hochseeflotte opened fire. If there was ever an answer to Jellicoe’s letter – it has not survived the century that has passed since Jutland. And if Beatty read the letter, he certainly learned nothing from it – Hipper would prove that. There was little doubt Britain longed for a Nelsonian hero at this hour, but there was no Nelson. The legendary Admiral had understood the capabilities of his ships, knew his gunnery to be superior to that of his enemy, and had planned his battles. More importantly -- he had prepared his captains to play their part. Beatty did not comprehend the strengths and weaknesses of his dreadnoughts, and his lack of forethought ensured they would come off a poor second to the Hochseeflotte’s gunnery. David Beatty looked and acted the dashing hero every man wanted to be, but he had no grasp of the responsibility of command, nor the necessity for control. He could lead, but he could not direct. HMS Lion, flagship of the Battlecruiser Fleet – attached to the Grand Fleet at Jutland. Lion Class: HMS Lion (1912) – HMS Princess Royal (1912) – HMS Queen Mary (1915) Displacement: 26,270 tons – 27 knots – 8x13.5-inch guns – 16x4-inch guns – 15x4-inch guns – 2x21-inch torpedo tubes – belt armor 9 inches. Model by “Barroco Hispano”. Vizeadmiral Franz Ritter von Hipper – 1863 – 1932: seen here in his Vizeadmiral’s uniform – circa 1916. Franz von Hipper was born in Weilheim, Oberbayern (Upper Bavaria), some 40 miles south of Munich, and his shop-keeper father died when he was just three years old. Coming from humble origins, he concentrated on an education so he could make his mark in life. At age 16, he decided to join the fledgling Imperial Navy and two years later graduated officer training. (Ludwig II – “The Mad King” – was on the throne of Bavaria.) One of his fellow classmates (class of 1881) was Wilhelm Souchon, who would go on to successful command of SMS Goeben in 1914. As a “sea cadet”, Hipper served on the old sailing frigate SMS Niobe for six months, then attended Naval Cadet School in Kiel, followed by Gunnery School on SMS Mars. Hipper returned to sea duty aboard the training ship SMS Friedrich Carl before transferring to the steam corvette SMS Leipzig for a two-year world cruise. Returning in October 1884, the young man was assigned as a divisional drill officer training recruits for the First Naval Battalion. Even in its early years, the Kaiserliche Marine was known to rotate officers in and out of various commands so they would have an excellent, all-around knowledge of the service and how it operated. By 1898, Hipper was serving as navigator aboard the pre-dreadnought battleship SMS Kurfurst Friedrich Wilhelm, then transferred to the Imperial Yacht Hohenzollern in September 1899. While serving aboard, he was present for the trip to England for Queen Victoria’s funeral in 1901, and the cruise to America the following year. During his assignment, he was awarded the Prussian Order Of The Red Eagle, the Bavarian Military Service Order, and the Order Of St. Stanislaus (awarded by Tsar Nicholas II). Hipper was promoted to Korvettenkapitan in June 1901. In October 1902, he was assigned to command the Second Torpedo Unit until 1905, and was promoted to Fregattenkapitan. He then attended advanced gunnery courses for cruisers and battleships. Hipper was appointed to command several cruisers in succession, and in 1907, was promoted Kapitan zur See. The same year he was in attendance during a three-day meeting between the Kaiser and the Tsar, and was awarded the Order Of St. Andrew by the Tsar. In 1908, Hipper took command of the First Torpedo Boat Division for a period of three years, during which he trained more than half of the torpedo boats in the Kaiserliche Marine. October 1911 saw Hipper take command of the armored cruiser SMS Yorck and also assume the position of chief of staff to Konteradmiral Gustav Bachmann, Deputy Flag Officer, Reconnaissance Forces. In January 1912, Hipper became Deputy Commander, Reconnaissance Forces and was promoted to Konteradmiral. In October 1913, Hipper was appointed to command the 1st Scouting Group of the Hochseeflotte – a position he would fulfill with distinction. At age 50, Konteradmiral Franz Hipper rose to the command of a unit that would become legendary in the annals of naval history – and would make him famous as well. He worked the 1st Scouting Group hard – even in peacetime – training them in ship handling, squadron maneuvers, and especially gunnery. Hipper was practical and produced results. He knew guns were useless if you couldn’t hit the target, and his crews worked hard to earn the Kaiser’s prized shooting trophy. His men came to have complete confidence in him and his abilities. Not all naval officers responded to fast ships and tended to handle them like the lumbering battleships of the battle line. But Hipper was different, and quite unusual for a senior German officer. There was something of the “buccaneer” in him, and he reveled in the big cruisers speed and big guns. He understood them – understood how they were meant to work -- and knew how to use them. He was completely confident he had the skill to take them anywhere they were needed, and do whatever was required of them. Hipper never took a Staff College course and disliked theoretical speculation. Instead, he took in large amounts of information in a short time and retained it all – making decisions without hesitation. His operations were planned carefully, taking into account a wide range of factors – especially intelligence gathered by U-boats and Zeppelins. Hipper thought fast on his feet and proved to be a cool customer under fire. He was a gifted tactician with quick perception and a keen “seaman’s eye”. He got the most out of his ships, and kept tight control of his squadron when in combat. Hipper’s flagship always led the column and he took risks – but they were calculated risks. He handled the big battlecruisers like squadrons of heavy cavalry, and the man hand nerves of steel. Hipper was known to be energetic and hard working – but loathed paperwork and was quite content to leave that to his staff. He was well-liked by his subordinates and treated his staff with courtesy and great kindness. He was all business when at sea, but often sent his aides to sleep or eat when he had done neither. His personal modesty and cordial friendliness made him much loved by his men. He trained his crews hard and often, and respected officers that ran taught ships, but aboard SMS Seydlitz, when the crew saluted him – they were happy to do so. SMS Lutzow, flagship of the 1st Scouting Group – attached to the Hochseeflotte at Jutland. Derfflinger Class: SMS Derfflinger (1914) – SMS Lutzow (1915) – SMS Hindenburg (1917) Displacement: 26,180 tons – 27 knots – 8x12-inch guns – 14x5.9-inch guns – 4x19.7-inch torpedo tubes – belt armor 12 inches. Model courtesy of "Barroco Hispano". NEXT TIME…… AN INNOCUOUS LITTLE STEAMER Again, my apologies…… I have been unable to create very many in-game pictures to cover the text of this chapter, so we will continue our tour of Cuxhaven…… This is another view of the West Loch of the Cuxhaven Dockyards. A first glance shows six ships moored to buoys in the center of the roadsted. As mentioned in Chapter 28, this small squadron of two armored cruisers and two light cruisers will be accompanied by two colliers on the long voyage to Imperial Germany’s China Station, in Tsingtau. They will significantly increase Germany’s power and influence in the region. Starting at the “tail” of the line you see the modern armored cruiser SMS Gneisenau, preparing to take aboard stores and provisions. Moored ahead of her is SMS Scharnhorst (flagship). (For details on these pictures, see Chapter 7.) The big armored cruisers are by “AP”. https://i.imgur.com/spzTJtJ.jpg[/img Moored ahead of the armored cruisers are two light cruisers of the Jurien de la Graviere Class. These are French cruisers, but I selected them because...(1) they were active prior to, and during WW I...(2) I wanted to provide a bit of variety to the cruiser mix – the number of German cruiser models available was somewhat limited...and (3) they are quite interesting in their appearance. To their port side, you see two moored colliers that will accompany the squadron. https://i.imgur.com/DYGnYGs.jpg[/i This is a very handsome, and highly detailed model, provided by @Barroco Hispano, and is indicative of French naval architecture of the period. The French navy was distinctive for the numerous funnels aboard their ships – and unique in the way they tended to separate them into groups. Displacement was 6,175 tons – 22.8 knots – 8x6.5-inch guns -- 10x1.9-inch Hotchkiss guns -- 6x1.5-inch guns -- 2x18-inch torpedo tubes. The only armor amounted to a 1.77-inch deck, a 3.9-inch conning tower, and 2.8-inch gun shields. Technically, she was a “protected cruiser”. The main armament is arranged in two single, shielded gun mounts fore and aft, with six more guns mounted amidships in sponsoned hull casemates (shown here with the armored shutters open). An Odin Class tug is seen nudging a lighter of provisions alongside – courtesy of “AP”. In this view of Jurien de la Graviere you can see the extremely fine lines of her hull. She had a length to width ration of nearly 9 to 1 – giving her a clean and extremely hydrodynamic hull form. Unfortunately, her hull was constructed of light frames and scantlings, which caused violent vibrations at her cruising speed of 10 knots. These vibrations frequently broke voice tubes and boiler piping. This very handsome collier is the SS Erlangen, and @AP has done wonders with the old girl. From the weathered hull, to the rusty brown forecastle deck plating, and the soot-smudged funnels – she is every bit a worn and over-worked collier from the early years of the 20th Century. Note the details on the ship’s boats, the weathered texture of the fantail awning, and the detailed rendering of the cargo booms. Colliers were an essential element to the operation of warships of this era, and we could not possibly have left them out. Erlangen represents a Norddeutscher Line collier that would have been leased by the Imperial Navy to provide coal for the warships on their way to China. Germany relied heavily on leased colliers, mostly from neutral nations, since they only had small naval commitments abroad. In peacetime, the Hochseeflotte rarely ventured into the Atlantic – and never beyond Norwegian or Spanish waters. In wartime – the battle fleet confined its operations to the North Sea. This is another view showing the unusually fine lines designed into this collier. SS Erlangen was based on the US Navy’s Prometheus Class colliers, and they were chosen for their modern features, as well as their unusually clean and handsome lines not found in other colliers. She displaced approximately 9,000 tons, was 466 feet in length, was capable of 16 knots, and could carry an estimated 7,000 tons of coal. Once the squadron arrives at Tsingtau, Erlangen will obtain another cargo – possibly in Yokohama or Nagasaki – and work her way back to Germany. The unusual ship in the center is the USS Proteus, name ship of a class of four colliers built for the US Navy in the early 1900’s. Commissioned in 1913, she displaced 19,000 tons, had a speed of 15 knots, and could carry 8,000 tons of coal. She was purpose-built as a collier by the Newport News Shipbuilding & Dry Dock Company. I chose this ship to represent colliers built specifically to operate as naval auxiliaries. The US Navy chose not to rely exclusively on leased colliers, largely due to the vast stretches of the Pacific Ocean, and their reluctance to be at the political mercy of neutral nations. Naval engineers drew her plans specifically to be able to handle two warships at the same time – and as quickly as possible. I also chose Proteus because her design is unique among all the colliers. This is another view of Proteus, this one showing her extremely long and narrow hull. It can easily be seen the midship’s portion of the hull is entirely occupied by coal storage holds, and cargo derricks designed to disburse the cargo in a speedy and efficient manner. The aft portion of the ship contains the engines, boilers, ship’s galley, Mess and Ward rooms, and the officer’s quarters. This view of Proteus’ bow shows the “conning bridge” of the ship. It is a very spartan arrangement, just big enough to hold the watch officer, a helmsman, perhaps the captain, and a couple of ratings. The bridge has been raised above the deck to allow heavy seas to pass beneath. The skylights in the forecastle deck are designed to allow light into the crew quarters below. These may look like small quarters, but it must be remembered, Proteus is not a warship and was crewed by only 158 officers and men. This view also allows close examination of the working booms and derricks installed between the cargo hatches. “AP” scratch-built this unique model and went to great lengths to make sure the complicated derrick system, and all its lines and rigging, have been duplicated properly. Here you have a detail shot of the aft superstructure -- such as it is. Please note the overhead crane gantry rigged over the two aft coal hatches (white), and four “reddish” hatch covers on the aft superstructure. This system is designed to bring coal from the two holds forward and deposit it in the four aft hatch openings to feed the boiler room coal bunkers. The two funnels placed side-by-side is an arrangement not commonly found on modern ships. You will also note a raised aft steering bridge extends the width of the ship at the fantail. All in all – great effort had gone into the design of the Proteus Class ships – and resulted in the simplified elegance of a rather large floating coal pile. The small machinery and crew spaces have been subordinated to the purpose of getting the coal where it needs to go. And “AP’s” wonderfully detailed model has captured every aspect of that simple elegance. (The Proteus Class collier prop-packs are available in the STEX -- "Historic Navies: 1900 -- Pack #28.) I cannot leave you without mentioning the “Twilight Zone” aspect of the Proteus colliers. During WW I, USS Cyclops, a sister-ship of Proteus, was known to have been in Barbados in March 1918 -- bound for Bermuda. She never reached Bermuda and was never seen again, nor has her wreckage ever been located. She is best remembered as one of the “ghost ships” of “The Bermuda Triangle”. During WW II (10 December 1941) USS Nereus, another of the Proteus Class, sailed from St. Thomas in the Virgin Islands bound for Bermuda (sailing the same sea lane Cyclops had taken). She never arrived in Bermuda and was presumed to have been torpedoed by a German U-Boat. But surviving U-Boat war diaries do not claim any such sinking. It is possible a submarine sank the collier, and was lost soon after -- but there is no record of a lost U-Boat near the area at that time. The wreck of USS Nereus has never been located. Did “The Bermuda Triangle” claim two sister-ships in two different World Wars? Only Rod Serling could answer that question…... MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

Hochseeflotte at anchor in the Kieler Hafen – circa 1912. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP We have, so far, discussed the design, construction, and operational histories of the Imperial German battlecruisers. We are now about to see how they were handled by the Admirals and Captains, and how they preformed when put to the ultimate test – the Battle Of Jutland. I give you fair warning that this may be somewhat confusing. I have never yet examined a clear and concise – detailed – description of this battle. The immense size of the two fleets, and the fact that they were split into four distinct tactical groups – and spread over a large expanse of ocean -- can cause difficulties for anyone trying to write a lucid account of the action. I have tried, as much as possible, to stick to a “historical” chronological time sequence for the different events of interest. This has not been easy to accomplish. In order to maintain some sort of continuity to the story line, we may have to do a “flash-back” or even a “fast-forward” – this allows me to maintain a complete “story line” without splitting it into confusing parts. The keys to keeping everything in order are the quoted “times” in the text. The Choice was made to split the two fleets into separate components because they preformed different actions and maneuvers at similar times, for very different reasons. So the story is sorted into segments on the British Grand Fleet battle line – the British Battlecruiser Fleet – the Imperial Hochseeflotte battle line – and the Imperial 1st Scouting Group battlecruisers. I will try to show what each of these groups was doing at certain specific times of the battle so you will know what “everyone” was up to. Now -- let’s turn to “literary license”. “History” is not just names, dates, and numbers. It could be a high school project paper, a college term paper, a PHD thesis, a reference work, or a “narrative history” – with the writing shaped to the needs of the given work. I will tell you, frankly – each author brings their own view on the subject matter. Six different authors will produce six different views on any given subject. Case in point: many authors will tell you Erwin Rommel was a tactical and strategic genius – others will tell you he was erratic, impulsive, and ineffective. What some writers consider to be accepted historical fact – others will dispute – and produce their own view of those accepted historical facts. My treatment of the Battle of Jutland is no different. While I accept certain aspects of the battle as “hard fact” – other parts are my own particular viewpoint. In many cases, we cannot know what was in the mind of Admiral Tirpitz when he insisted on certain design and tactical aspects of the battlecruisers. And we cannot know, for certain, what was in Admiral Scheer’s mind on that fateful afternoon. But where recorded fact is absent, we may – through the use of logic and available data – extrapolate a more plausible reasoning behind their actions. I have attempted to do that in instances where there is no “accepted fact” or where the facts stated by the participants do not match with their actions. Where the narrative differs from the written word -- it is MY viewpoint – based on logic, human nature, and the physical and political conditions under which they fought. I have also taken the liberty to “call out” the various parties who indulged in “propaganda” -- or “self promotion” to make themselves look better at the expense of others. Having said all of that, I hope you will enjoy reading…... Chapter 26: THE BEST LAID PLANS In January 1916, Vizeadmiral Hugo von Pohl was forced to relinquish command of the Hochseeflotte due to advanced liver cancer (he died within a month of stepping down). Vizeadmiral Reinhard Scheer was chosen as the new Flottenchef. He was of the opinion the fleet had never been handled properly. Scheer knew he had better ships than the British – his men were just as eager for battle as his enemy – and he was inclined toward a more aggressive strategy. But Scheer was also a practical man. With only 27 capital ships he could not possibly engage 37 British capital ships in a straight-up slugging match. Consequently he fell back on the already standard policy of “tip and run raids”. The idea was to cause a public outcry in Britain by bombarding seaside targets -- thereby forcing the Royal Navy to send capital ships in response. Because of their high speed, it was only logical for Scheer to use the Panzerkreuzer as the bombardment group – and the bait for the trap. The Royal Navy, with centuries of aggressive tradition, would also send fast battlecruisers to intercept the raid. Von Hipper’s 1st Scouting Group would then lure the British over the horizon to be ambushed and destroyed by the massed guns of the Hochseeflotte. By this process, the Oberkommando der Marine hoped to whittle down the Grand Fleet to the point where an engagement might become practical. But these raids had not proven particularly successful in the past. Sometimes there was little response to the raids -- and on one occasion, Hipper’s battlecruisers were, themselves, ambushed and nearly destroyed. But more often than not, the German ambushes failed because the Flottenchef “got the wind up”. The battle squadrons of the Hochseeflotte had been hastily withdrawn before the trap could be properly sprung -- on the mere suspicion the Grand Fleet might suddenly appear. The German fleet commanders were not afraid to engage the enemy, but they were keenly aware an encounter with the bulk of the Grand Fleet could have serious consequences. The loss of even a single German capital ship would only make the disparity in numbers worse. And being outnumbered by the British, nearly two to one, could be catastrophic. A single British dreadnought could fire 100 rounds in a brief, five-minute skirmish. Imagine what could happen if only twenty British ships opened fire. This specter haunted German fleet commanders. Always heavily outnumbered, any one of the Flottenchef could have recklessly destroyed the effectiveness of the Hochseeflotte in a single battle gone badly wrong. The German fleet could have been reduced to a mere harbor guard force – and relieved the Royal Navy of the threat of “the fleet in being”. On a very personal level – no admiral wanted the condemnation of his fellow officers that such a mistake would entail. And the Kaiser had made it quite clear he did not want his battle fleet damaged – so there was always that to be considered. Nevertheless, Admiral Scheer was determined to take the war to the British. He intended to launch frequent raids against British coastal towns and support them with the battle fleet lying in ambush. He increased picket forces in Schillig Roads with the intention of launching attacks on British light forces scouting the German Bight. Scheer wanted increased minelaying operations in the Bight and around the British naval bases, and planned to station submarines off the English harbors in ambush. All of this with the goal of attaining some sort of parity with the Grand Fleet so a fleet engagement might be forced on more favorable terms. When the Admiralstab (German Admiralty) was forced to halt unrestricted submarine warfare in April 1916, Scheer was presented with a golden opportunity. The Flottenchef suddenly found himself with a large number of submarines to deploy offshore of British naval bases. But the British were wary of submarines after nearly two years of war, and mostly kept their capital ships at their moorings rather than swanning about in the submarine infested waters of the North Sea. Scheer would still have to come up with a plan to entice the British warships into his submarine ambush zones. GERMAN PLANNING The Hochseeflotte at their moorings in Wilhelmshaven – circa 1916. The large warship on the left is one of the modern Konig Class dreadnought battleships of the III Battle Squadron. Commissioned August 1914 – 25,796 tons – 21 knots – 10x12-inch guns – 14x5.9-inch guns – 5x20-inch torpedo tubes – belt armor 13.8 inches. The battlecruiser Seydlitz had suffered mine damage during the Lowestoft Raid, and while waiting for repairs to complete, Scheer worked out a rather complicated plan. The operation was to include minelaying, submarines, air reconnaissance by Zeppelins, and an ambush operation with the Hochseeflotte. A bombardment raid against the British coastal town of Sunderland was the centerpiece of the mission. This was the most elaborate “ambush” yet planned, and the whole affair was scheduled for 17 May. Unfortunately, in early May, condenser problems surfaced in the battleships of the III Battle Squadron and the operation had to be pushed back to 23 May. THE SUBMARINES Here you see a number of Kaiserliche Marine U-Boats “nested” against a long pier within the naval base at Kiel – but this scene could just as well have been Wilhelmshaven. More submarines were employed in the North Sea than in the Baltic, but the scene would have been virtually the same. On the left side of the pier you see an older, dark-hulled warship from the 1880’s -- “retired” and converted to a repair and maintenance tender. The lighter-toned ship with the gangplank extended is another submarine tender – this one to provide crew berths while the submarines are in port. No sense living in a cramped submarine when you can have a bunk in a “floating hotel”. Ten submarines were dispatched during the first week in May. They were to take up assigned patrol stations in the central North Sea between 17 and 22 May, after which, they would move to allotted ambush positions. Two of the boats, U-43 and U-44, were assigned to the Pentland Firth, a particularly treacherous stretch of water between Scotland and the Orkney Islands – the entrance to the Grand Fleet base at Scapa Flow. The currents could run as fast as 30 knots and were difficult for submarines – but if the Grand Fleet sortied, they would have to pass the submarines. The remainder of the U-boats were positioned around the Firth of Forth to catch the British Battlecruiser Fleet when it departed its base at Rosyth. Each boat had its own patrol area, allowing free movement to prevent detection, but they were under strict orders to avoid being sighted for fear of giving away the operation prematurely. It was arranged for the submarines to receive a coded transmission signaling the start of the operation, when enemy units might be expected to exit their bases. An additional 11 submarines were allocated associated tasks. UB-27 was ordered out with instructions to work past May Island and into the Firth of Forth, while U-47 was sent to patrol offshore of Sunderland prior to the bombardment. On 13 May, U-72 was detailed to lay mines in the Firth of Forth, and on 23 May, U-74 departed to lay mines in the Moray Firth. Moray Firth connected the North Sea to Cromarty Firth, which was the base of the Grand Fleet’s 2nd Battle Squadron. On 24 May, U-75 sailed to lay minefields west of the Orkney Islands, while UB-21 and UB-22 were sent to patrol the Humber River mouth, in the mistaken belief warships were based there. And finally, U-22, U-46, and U-67 were positioned north of Terschelling to act as an ambush screen should the “Harwich Force” attempt to intervene. At first glance, it would appear the submarine deployment had covered all the enemy bases – but events would show otherwise. As all military plans do, this one began to unravel -- as soon as the submarines put to sea. SMS Seydlitz was returned to duty on 21 May, and within hours it was determined she still had serious leaks that had not been fixed. Scheer, to his credit, was unwilling to risk the battlecruiser squadron in an under-strength condition. Seydlitz was returned to the dockyard and the “Sunderland Operation” was pushed back to 29 May. Meanwhile, the submarines had moved to their ambush stations and were experiencing their own difficulties. The English coast was often shrouded in fog – seriously limiting their visibility. The sea conditions were either so calm the slightest ripple from a periscope gave away their position, or, the sea was so rough the submarines were unable to maintain periscope depth without exposing the conning tower. For a variety of reasons, British patrols became aware of an unusual level of submarine activity, and increased their anti-submarine patrols. UB-27 cleared Bell Rock on its way into the Firth of Forth, then suffered engine trouble. After making repairs, the U-boat followed several merchant vessels into Largo Bay, where one of her propellers got tangled in a submarine net, forcing UB-27 to abort the mission and return to base. U-74 was detected by four armed trawlers on 27 May and went down 25 miles southeast of Peterhead. U-72 had to abort her minelaying mission when it was found she was leaving a trail of leaking fuel oil. U-75 succeeded in laying her minefields west of the Orkney Islands, and though they played no part in the Battle Of Jutland, they did claim a significant victim. On 5 June 1916, the British Secretary Of State for War, Field Marshal Lord Kitchener, 1st Earl Kitchener of Khartoum, boarded the armored cruiser HMS Hampshire and sailed for the Russian port of Arkhangelsk -- on a diplomatic mission to the Romanov Court. Around 19:30, in the teeth of a Force 9 gale, Hampshire struck one of U-75’s mines and went down in 18 minutes. The official losses are stated as 737 men, with 12 survivors. Lord Kitchener was last seen on the quarter deck – his body was never recovered. This could very well be one of the U-Boats on patrol in the Pentland Firth. The waters of the North Atlantic and the North Sea met in the firth and set up shifting cross-currents and miserable conditions for the small submarines of that era. Gales were common and rough seas were considered “normal” weather. Fog and haze regularly limited visibility, and the huge rolling breakers often obscured what could be seen from the conning tower of a low-lying submarine. THE ZEPPELINS This is the dreadnought battleship SMS Thuringen at anchor in the Jade Estuary with one of the Imperial airships passing overhead – circa 1913. By 1916, the Imperial Naval Air Service operated a fleet of large airships built by Luftschiffbau Zeppelin -- often referred to by the general term “Zeppelins”. Several airships were operated in the Baltic Sea, but some 15 large airships were based out of Tondern and Cuxhaven for operations in the North Sea. They were commonly used for bombing raids – mostly against English naval bases – and even targeted the occasional ship they came across. But they are usually linked to the more infamous business of bombing English cities in the later stages of the war. (Imperial Army airships carried out the majority of those raids, while the naval airships performed only 50 bombing raids -- but over 1,000 reconnaissance missions.) Their chief duty, as far as the Kaiserliche Marine was concerned – and their first priority -- was air reconnaissance over the North Sea, and especially the German Bight. The airships were much better suited to long flights over areas where it was not safe to risk weak scouting forces, and unwise to send small groups of capital ships. The airships were capable of spotting units of the Royal Navy at great distances and giving the Hochseeflotte sufficient advance warning and details of enemy strength. The Flottenchef could then decide to engage or retire, based on his strategic goals and tactical situation. It was decidedly better than groups of opposing cruisers blundering about in the mist-shrouded North Sea – when it worked. The “down side” to Zeppelins was that they were entirely at the mercy of the wind and weather. Airships could easily be destroyed by high winds, and a heavy rain could actually add weight to the outer skin – slowing their speed, reducing their altitude, and increasing fuel consumption. At higher altitudes, “icing” could cause serious problems and, much like sailing ships, going against the wind was difficult. If the wind was strong, or came from the wrong direction, the Zeppelins remained grounded. Scheer’s planned Sunderland Operation intended to deploy two Zeppelins to bomb the town immediately before the bombardment. With their bombs gone, the airships were to spread out offshore and search north along the English coast. Other Zeppelins would search farther north for Beatty’s Battlecruiser Fleet and the Grand Fleet, while one more would keep an eye on the Harwich Force. Unfortunately, once the submarines were in position, the wind refused to cooperate. By 28 May, a strong north-easterly wind continued to blow, and the airships could not be deployed, so the raid was postponed, yet again. Now the submarines became a problem, because they could only remain on station until 1 June. After that, with onboard supplies exhausted, they would have to return to port. On the afternoon of the 28th, orders went out from Scheer to cancel the Sunderland Operation and an alternate plan was substituted. The new plan had the same basic objective; to lure a part of the Grand Fleet into an ambush, thereby making use of the submarines before their time ran out. The plan involved taking the Hochseeflotte north and sending the battlecruiser squadron into the Skagerrak to interdict merchant shipping between Scandinavia and Britain. Raw materials vital to the British war effort were shipped via the Skagerrak in regularly scheduled convoys. A raid by Hipper’s 1st Scouting Group could easily destroy escorting British cruisers and seriously disrupt trade for a number of weeks, if not months. Once Hipper’s presence in the Skagerrak was known, the Royal Navy would respond, and Beatty’s fast battlecruisers would arrive first. It would be Hipper’s task to lure Beatty onto the guns of the waiting battle squadrons of the Hochseeflotte. Scheer felt this operation would be safer -- closer to German ports -- and airship reconnaissance could be dispensed with in favor of scouting forces. The Hochseeflotte assembled in Schillig Roads on the 28th, and was ordered to raise steam and be ready for action by midnight. At 14:00 on 30 May, the wind was still too strong for Zeppelins, so the final decision was made to use the alternative plan. It was the biggest operation yet undertaken by the Hochseeflotte, and though farther away from British naval bases, it was not without considerable risk. Nevertheless, the coded signal "31 May G.G.2490" was transmitted to the fleet, ordering the Skagerrak operation for 31 May. The pre-arranged signal to the submarines was transmitted throughout the day from the E-Dienst radio station at Bruges, and the U-boat tender Arcona anchored at Emden. Only two submarines, U-66 and U-32, ever received the signal. BRITISH RESPONSE The 1st Battlecruiser Squadron lying at anchor off Rosyth in the Firth of Forth. The famous “Forth Bridge” is in the background. The dockyards of Rosyth are on the other side of the bridge. When the big ships had to pass under the bridge to get to them, the topmasts had to be lowered to avoid crashing into the structure. Right to left – HMS Lion, HMS Princess Royal, and HMS Indefatigable – circa 1915. As mentioned in previous chapters, the British had broken the German naval codes early in the war. The code-breaking unit in “Room 40” of the Admiralty building carried out direction finding, interception, and decryption of German naval signals. Though they could not decipher all signals, and some took longer than others to decode, the staff was keenly aware that any sudden increase in signal traffic from the German flagship (SMS Freidrich der Grosse) indicated an operation was in the offing. Around 22 May 1916, Room 40 began picking up heightened levels of wireless traffic, followed by an intercepted signal on 28 May providing "ample evidence the German fleet was stirring in the North Sea". As further signals were intercepted, some decoded and some not, it became abundantly clear a major operation was likely. At 11:00 on 30 May, Admiral John Jellicoe (commander Grand Fleet) was warned the German fleet was preparing to sail the following morning. By 17:00, Room 40 had intercepted and deciphered the special signal from Scheer to the U-boats -- "31 May G.G.2490" – and that sealed the deal. Action was imminent. With no knowledge of actual German plans, Jellicoe and his staff decided on a response every bit as large as Scheer’s intended ambush. The combined elements of the Grand Fleet would be positioned in a central location – roughly 100 miles west by south of Lindesnes, Norway. This would place the Grand Fleet in a position to cut the Germans off from the North Atlantic shipping lanes, as well as denying them access to the Skagerrak, thereby protecting the Scandinavian shipping routes and denying the German fleet an avenue of retreat. Once the fleet had rendezvoused, the British would either spring the trap, or sweep down the coast of Denmark in search of their prey. THE DIE IS CAST The 1st Division of Jerram’s 2nd Battle Squadron putting to sea from Cromarty Firth. HMS King George V leads the line, followed by Ajax, Centurion, and Erin – 30 May 1916. With steam up, and the crews closed-up at sailing stations, junior officers throughout the fleet stood stiffly on the bridge wings as bands of rain blew in from the northwest. It was not a cold rain, but the darkness all around made it no less miserable. At 23:30 on May 30, the signal lamps flashed and the moored ships cast off from their buoys. Jellicoe was putting to sea early enough to ensure he arrived at the likely point of interception before the Germans. Mist and funnel smoke hung low over the sea as the 16 dreadnought battleships of the 1st and 4th Battle Squadrons, and the 3 battlecruisers of the 3rd Battlecruiser Squadron, steam out of Scapa Flow. Once clear of Hoxa Sound, the warships increased to 14 knots and set course to the ESE. They would shortly link-up with the 8 battleships of Vice-Admiral Martyn Jerram’s 2nd Battle Squadron coming out of Cromarty Firth. Admiral Beatty’s 6 battlecruisers of the 1st and 2nd Battlecruiser Squadrons, and the 4 fast battleships of Rear-Admiral Hugh Evan-Thomas’ 5th Battle Squadron, weighed anchor and sortied from the Firth of Forth at about the same time. It was Jellicoe’s intention to rendezvous with Beatty’s ships off the mouth of the Skagerrak, near the Jutland coast of Denmark. The first three ships are battlecruisers of the 1st Scouting Group, leading the Hochseeflotte out of the Jade Estuary. The date and occasion are unknown. Lutzow and Derfflinger are leading the line, and the picture was likely taken from Derfflinger’s fantail. Following are Seydlitz, Moltke, and Von der Tann. It can be seen they are altering course to steam out ahead of the battle line. Notice the mist and haze has obscured the low coastline, and the waters of the estuary are smooth as glass. Around 02:00 on 31 May 1916, Admiral Hipper’s raiding force cleared Schillig Roads. The light cruisers and torpedo boats of the 2nd Scouting Group swept down the Jade’s deep-water channel at 14 knots, closely followed by the big battlecruisers. Once clear of the estuary, a half-flotilla of torpedo boats would drop back to screen the seaward flank of the big ships. The light cruisers, their funnels spouting clouds of smoke, strained their engines to reach ahead, where they would take up their advance scouting positions. As the Panzerkreuzer nosed into the rolling swell of the Bight, speed was increased to 18 knots and the squadron steered northwest, then north, skirting the west shore of Heligoland Island via a cleared channel through the minefields. The Hochseeflotte is seen on maneuvers, possibly early in the war. The eight battleships of the III Battle Squadron are leading the line, followed by the I Battle Squadron. The photo was taken from the fantail of a Helgoland Class dreadnought. Note the choppy seas and the funnel smoke drifting to leeward. Admirals had to be careful not to let their own funnel smoke mask the view of the fire control rangefinders. An hour and a half later, Admiral Scheer ordered the Hochseeflotte’s main body to weight anchor and proceed to sea. The advance screen of light cruisers and torpedo boats went first, followed by the sixteen lumbering dreadnought battleships of the I and III Battle Squadrons. They, too, steered northwest from the Jade and would rendezvous around 04:00 with the six pre-dreadnought battleships of II Battle Squadron, coming out of Cuxhaven, on the Elbe River. Historians have given Scheer more than his share of criticism for bringing the II Battle Squadron to Jutland. The first of the old battleships, SMS Deutschland, was commissioned in 1906 – and the last, SMS Schlesien, in 1908. The class displaced only 13,000 tons – half the tonnage of HMS Iron Duke. They were armed with four 11 inch guns – half the broadside of SMS Von der Tann. And their triple expansion engines were rated at only 18 knots. This alone, would impose a serious limitation on the Hochseeflotte’s ability to maneuver. Their liabilities were no secret. Their own crews dubbed them “the five-minute ships” – for they were unlikely to last longer against the powerful British dreadnoughts. During the early planning stages, it had been intended to leave II Battle Squadron behind, as a guard force for the German Bight. And in later years, in his memoirs, Scheer claimed he only agreed to take them at the last moment because Konterdmiral Franz Mauve (flag-officer, commanding II Battle Squadron) had argued passionately to sail with the fleet. Mauve insisted his ships were battle-ready -- and it would be an insult to his ships, his men, and himself, to be left behind when their comrades were sailing against the English. Several historians have actually suggested Scheer may have intended to sacrifice the old ships if things went badly – allowing the modern dreadnoughts to escape, while II Battle Squadron was being shot to pieces. But there is no evidence – then or now -- to support such a notion. The decision to take Mauve’s ships to sea did more credit to Scheer as a man than as an admiral. Scheer had no wish to break the spirit of such brave men – especially in a squadron he, himself, had once commanded. The pre-dreadnought battleships of the II Battle Squadron very early in the war. Not long after hostilities commenced, two of the older Braunschweig Class ships were retired. Note the high volume of funnel smoke produced by the older ships. This would be visible to an enemy many miles away. Forty miles north of Scheer, Hipper’s flag flew at the forepeak of SMS Lutzow, and the Admiral stood on the weather side of the bridge, drinking coffee, and watching the rain and mist mixing with the funnel smoke. With any luck, the weather would clear around 05:00 – daybreak – and he’d have good visibility for convoy-hunting. They might even catch a few British cruisers…… The stage has now been set, and “the play” is about to begin. But first – we should know a bit more about the “players”…… NEXT TIME…… THOSE WHO LEAD BUT – we are not quite finished. Since I could find no way to include game-related pictures on this particular subject matter, we will take another small tour of the Cuxhaven map tile. Below is a shot of the western portion of the Cuxhaven naval establishment (fictional geography, of course). And on the left side, you have an overview of the West Loch anchorage. You have already seen some portions of the lower loch area, but we will focus on the upper portion. I included this “overview” to provide some sort of geographic context. The West Loch was originally intended as an anchorage for the Scouting forces of the Hochseeflotte. As the years passed and the ships became more numerous, the loch became a bit crowded. With the introduction of dreadnought warships in the early 1900’s, it quickly became apparent their larger size could not be accommodated in West Loch. A larger, and more modern facility was constructed on the north shoreline (visible at the top and right of the picture. The new “main anchorage” was much expanded in size, with longer docks and piers to accommodate larger ships, expanded coaling and fuel oil replenishment, and ( for the first time) a dry dock was constructed for the larger cruisers. For our purposes, West Loch was designed to berth the “evolutionary” cruisers of the Kaiserliche Marine -- from the post-ironclad era (late 1880’s), through the armored cruiser period, and including the introduction of dreadnought battlecruisers. This is a view of the northeast corner of West Loch. At the right, you can see the large quay where ship’s stores and various pieces of equipment can be taken aboard. Minor repairs and maintenance can also be accomplished at this quay. (Coaling, ammunition replenishment, or extensive repair jobs, must be handled in the “Main Anchorage” or at the dockyard facilities in Wilhelmshaven.) Directly behind the quays are the warehouses serving them, and across the tracks are more warehouses, work shops, and machine shops. Even small repairs to engines and other machinery often require parts to be cast, machined, and made to order. To the left of the industrial zone is a rail siding where locomotives and rail cars can wait until unloaded, or hauled away if empty. Below that is a tugboat station with a small mooring area for lighters. The quays are modified “battleship docks” from the “PEG SNM Series” of naval lots. “WMP” Seawalls have been added to the piers to make them appear more “turn-of-the-Century”. The “100 ton cranes” on the quay are by “AP”. The long warehouses were borrowed from the “PEG” Seaport lots. The trackside cranes are from the “PEG SNM Dry Dock” lot, and the steam locomotives are “PEG”. Some of the features are “custom re-lotted” in various sizes, while much of the area was put together with 1x1 “custom-made filler lots” of various types. Many of the hundreds of props used to “dress-out” these lots were selected at random from “Lot EDITOR” and are likely available to members on the “STEX” (If they have any interest in industrial zones in their cities). This “detail shot” shows two Emden Class light cruisers “nested” along the quay. They are taking aboard ship’s stores on the odd chance they may be ordered to the Far East on short notice. If ordered to the China Station, they will be moved to the Replenishment Piers to take on fresh provisions. These gorgeous models were provided courtesy of Barroco Hispano. This is one of the two tugboat stations in West Loch. The tug dispatch tower is borrowed from the small Maxis airport. The tug piers are re-purposed from the “Somy Japanese Tug” lot. The Quonset Hut is from the “PEG SNM Series”. The water tower (for fire-fighting) was re-purposed from the Maxis Movie Studio “reward” lot. The roads are Paeng’s Grunge Concrete, and concrete textured lots were “custom-made” as 1x1 filler lots with various activity in progress. Another view of the tug station. This is a “detail shot” of the tugboat models. The white steam tugs were provided by “WolfZe”, and are similar to small harbor tugs of the 1920’s to 1940’s in such places as New York and Philadelphia. The rest of the tugs are the excellent modeling work of “AP”. Left to right is a Midgard Class, a Thor Class, the larger Passat Class, and two Odin Class tugs nested against the seawall. Rather than make them all look alike, we researched dozens and dozens of photos to select individual tugs with the proper “look” and “feel” for their duties and the period. This angle gives you a detailed look at the profiles of the tugs. “AP” put a lot of work into these little beauties. A great deal of detail and custom texturing has been worked into them. These little boats have a very “authentic” look to them – neat and “ship-shape” – but “worn” and “lived-in” as well. Historical accuracy is a good thing – but realism is just as important. At the bottom of the picture you can see a formation of sailors, with other sailors working with Atlantic fenders. The sailors, officers, Atlantic Fenders, and rope coils are all by “AP”. This is a small mooring basin adjacent to the tug station. If room is available, you can park the odd tug, or squeeze in just one more lighter while someone figures out what to do with it. A Sophia Class steam paddle tug stands by while the small boat crews hook up a tow line to the lighter with the red barrels. The Sophia is a diagonal model – part of our goal to increase the number of diagonal models in the game. The large lighter on the left carries powder charges, while the one next to it is carrying ammunition for 5.9-inch cruiser guns. Several of the cruisers in the West Loch may be ordered abroad and will fill their magazines before departure. This view shows the excellent detail on the Sophia Class paddle tug. Coal-fired, steam paddle tugs were common all over the world from the Victorian Era well into the 1950’s. The lighters are moored to wooden structures known as “mooring dolphins”. These are quite common, to this day, in harbors all over Europe (Hamburg, etc) – and in many places along navigable rivers (the Rhine and Main). If you want to see highly detailed, authentic models – just look at “AP’s” lighters and cargo. He has taken a simple barge and turned each one into a world of its own. I have counted 11 separate details on just one of the barges – any of which could have been made quicker and easier by not including them. Just look at the stacked bags in the small lighters – or the odd planks and boxes carelessly left in the large lighter – or the different textures in the bottom planks of the empty one. Marvelous detail, and very imaginative. And this is a close-up of the rail siding. The buildings are re-lotted from SFBT models. The siding with the steam locomotives was re-lotted from “NBVC” oil filling lots and the locomotives, again are “PEG”, modified to have “steam”. One of the boxcar sidings is re-lotted from an NBVC track with assorted cars – the other is a slightly modified triple-siding from “Simmer2”. Note the landscaping around the siding. Heavily wooded slopes on the right, the retaining wall in the center, and the sandy slopes and small hills on the left. All of it has been “painted” with MMP work, while the heavily wooded areas are a combination of custom-made 1x1 tree-filler lots, and MMP work to blend it all together. Very tedious work – but quite realistic. MANY THANKS to @Barroco Hispano for his beautiful warship models. SPECIAL THANKS to my friend and partner, @AP, for his talents, colorful imagination, and extreme dedication. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN https://community.simtropolis.com/journals/journal/5910-imperial-dockyards-wilhelmshaven/ SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Seydlitz as she would have appeared -- circa 1913. She rides at anchor in the Kieler Hafen during sea trials. A Norddeutscher packet steamer lies alongside with tourists brought out to see Germany’s newest battlecruiser. (Note the Norddeutscher “house flag” on the mainmast.) IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 22: THE FLAGSHIP THE NAVAL ARMS RACE: UPDATE HMS Queen Mary – Queen Mary Class -- commissioned 1913: 26,770 tons – 28 knots – 8x13.5-inch guns – 16x4-inch guns – 2x21-inch torpedo tubes – belt armor 9 inches. Queen Mary was very similar to the preceding two ships of the Lion Class. The British had recognized the threat represented by the new German battlecruisers and increased the speed and belt armor, as well as stepping-up to the 13.5-inch main gun. Unfortunately, the British were still focused on speed and big guns. They did not fully realize the extent of the advantage bestowed on the Panzerkreuzer by their “armor suite”. In March 1908, State Secretary von Tirpitz managed to get a fourth Naval Law passed through the Reichstag. This second “supplementary bill” increased the rate of new battleship construction from three hulls to four per year – over the course of the next four years. In the fifth year, construction would revert to three ships per year and stabilize at that rate. The projected numbers would give the Kaiserliche Marine 21 dreadnoughts by 1914. Amazingly, Tirpitz believed – and assured the Kaiser – the British would not be alarmed by such a naval buildup. But there were ministers in his own government that had their doubts. The recent Austrian annexation of the Ottoman provinces of Bosnia and Herzegovina heightened political tensions and drew mass protests from virtually every sovereign nation in Europe. Allied to Austria, Germany came in for her share of diplomatic protests, as well. Realizing how volatile and delicate the political situation had become, the German Chancellor, Bernhard von Bulow, looked about Europe and could see no friendly faces. His continued efforts to reach some sort of understanding with Britain were coldly rebuffed. Von Bulow, once a strong supporter of Tirpitz, began to question the value of a costly navy. Not only did it seem to be alienating British diplomats, but Germany’s national debt had doubled between 1900 and 1908 – with most of the money going to fund the military. The move from pre-dreadnoughts to the vastly more expensive dreadnoughts had considerably exacerbated the issue – and Tirpitz’ wish to further increase construction made the situation intolerable. As the man responsible for finding all this money, von Bulow was coming to the conclusion that Germany could not afford both the largest army and second largest navy in Europe. When questioned, Tirpitz insisted the rivalry with Britain was not naval – but economic – a rivalry in overseas trade. He further argued Germany had invested too much money in the naval program to stop now – and the domestic/political coalition created to support the navy might react unpredictably if the government withdrew from the arms race. The Kaiser, overly fond of his warships and loath to think this thing through, sided with Tirpitz. Poor von Bulow was faced with Reichstag opposition to increased taxes and an ever-expanding budget deficit. Lacking Imperial support – the Chancellor resigned in July 1909. Until the passage of the 1908 Supplemental Naval Law, Britain had largely ignored the German buildup, though some in the military and government were keenly aware of the potential threat. After the bill’s passage, the Admiralty abandoned plans to reduce construction and proposed building a minimum of six dreadnoughts. Though opposed by the Liberals -- the Conservative MP’s, the Navy League, the British armaments industry, and even the King-Emperor, Edward VII, supported the plan. Prime Minister H.H. Asquith managed a compromise to start four dreadnoughts in the next fiscal year, with four more by Spring 1910 – if needed. This was a significant escalation in naval building and resulted in the battlecruisers New Zealand, Australia, Lion, and Princess Royal joining the fleet in 1912 – and HMS Queen Mary in 1913. Laid down a month apart in early 1911, HMS Queen Mary and SMS Seydlitz were the last battlecruisers built for either navy prior to The Great War. It is also a matter of some irony that they both joined their respective fleets for duty just eighteen days apart. When that lazy, hot, summer of 1914 was unexpectedly interrupted, Germany would go to war with four battlecruisers (one in the Mediterranean) – while Great Britain would deploy nine. Had the Admiralty known the German battlecruisers were, in reality, “fast battleships” – they would have reacted with a good deal less “sangfroid”. HMS Queen Mary is officially listed as a “single-ship class”, though she is often considered part of the preceding Lion Class battlecruisers. She was just a little longer, a few tons heavier, and the placement of her secondary battery guns was different – but in all other respects – she could have been a sister-ship. She was frequently referenced as one of “The Splendid Cats”. This is HMS Queen Mary taking on coal at the Rosyth naval coaling docks. The beautifully detailed battlecruiser is from @Barroco Hispano. The docks are re-lotted from the PEG “SNM Series” battleship docks. The wooden caissons added to the front are borrowed from the “WMP Sea Walls”. The coaling cranes are repurposed from the “PEG Trash Removal” lots, while the dockside small offices were re-lotted from SFBT railroad signal stations. Both the steam locomotive (the “Nevada 97”) and the coal cars were provided by @Barroco Hispano. Many small props and sailors seen on the quay were crafted by @AP. All of this Anglo-German animosity might not have been necessary – had the relationship been handled better. But a bit of “background history” is needed to show what could have been. In 1861, Frederick Wilhelm IV died, and Wilhelm I came to the Prussian throne in his own right. Wilhelm I quickly appointed Albrecht von Roon as Minister of War, and Helmuth von Moltke (the Elder) as Chief Of Staff of the Prussian Army. The two military reformers set out to reequip, reorganize, and modernize the Prussian Army. When funding for the reforms was submitted to the Landtag (Prussian Parliament), in 1862, they refused to pass the budget. Arguments went back and forth, threats were made, and Wilhelm even threatened to abdicate in favor of his son – Kronprinz Frederick William. But the Kronprinz adamantly refused the idea, thinking he had just the man to resolve the stand-off – Otto von Bismarck. Bismarck had already served as Prussian ambassador to the Romanov Court, and in both houses of the Prussian parliament. Though not well-liked, the haughty Pomeranian Junker moved in the highest circles of European politics – even Prime Minister Disraeli had marked him as...”a man to be watched carefully”. A double-edged compliment if there ever was one. At the insistence of the Kronprinz, Konig Wilhelm I summoned Bismarck to Berlin in 1862, and promptly appointed him both “Minister President” and “Foreign Minister” of Prussia. Bismarck accepted the appointment – fully intent on making Prussia the dominant power broker in Continental Europe. For the next 28 years Bismarck, second only to the King, ruled with an iron fist – side-stepping and outflanking opposition where possible – destroying the opposition when necessary. He engineered three shockingly swift wars; seizing two provinces from Denmark (1864), eliminating Austrian influence over the small states of the North German Plain (Battle of Koniggratz - 1866), and using the utterly humiliating defeat of France (1871) to unify all Germany under the Prussian House of Hohenzollern. On the strength of that resounding victory, on 18 January 1871, in the Hall Of Mirrors at the Palace of Versailles, Konig Wilhelm I of Prussia was proclaimed Emperor of a united Germany and became Kaiser Wilhelm I. Graff (count) Otto von Bismarck was raised to the rank of Prince (Furst) and appointed by the new Emperor to the post of Imperial Reichskanzler, while retaining his previous political posts in Prussia. Historian Jonathan Steinberg wrote… “The genius-statesman transformed European politics and unified Germany in just eight and a half years...by sheer force of personality, brilliance, and determination. He achieved the impossible. When he returned to Berlin in March 1871, he had become immortal…” For the next nineteen and a half years, Bismarck’s genius allowed him to play one nation off against the other. The only real mistake he ever made was allowing the Army’s demands and public opinion to force him to take the provinces of Alsace and Lorraine from France. This created a permanent and implacable enemy. Bismarck did not fear war, but it was always expensive to wage, and the results could not always be guaranteed. Instead, he created alliances in Europe that kept the French virtually isolated. The French – alone -- would not wage war, and by keeping Austria, Italy, and Russia politically tied to Germany, he left the French no great power with which to ally. As the years passed, even the British came to view Bismarck as an honest broker of Peace. In the meantime, German trade, industry, and prosperity grew by leaps and bounds. The Imperial Chancellor handled the Reichstag with a deft touch – sometimes the gloved hand – sometimes the back of his hand. But he was always careful to ensure the Army budget was passed. Bismarck knew von Moltke’s expanding, well equipped, and efficient army was the power base that gave his diplomacy weight. And so it went. Bismarck served Kaiser Wilhelm I loyally and well. And then his son, Frederick III, who came to the throne doomed by throat cancer, and reigned but 99 days. And so it came to pass that Prince Bismarck was to serve his third Emperor, Wilhelm II, who came to the throne on 15 June 1888. Bismarck had built a strong and modern Germany – prosperous, gaining in science and technology daily, and protected by the finest and most capable army in all of Europe. And he watched its’ crown bestowed on a petty and embittered young man – who had never known battle or war – and would never know what it meant to be an emperor. Wilhelm II only understood that he was “The All-Highest” (his words) and whatever his wishes, they were to be obeyed. And that’s where the trouble started. Bismarck knew Germany had the technological means and the military strength to be the “first” nation in Europe – both in trade and in politics -- and he had never seen much use in overseas colonies. He had bowed to public opinion and acquired one colony, but saw nothing of value in spending money on colonies that were supposed to generate it. When Wilhelm came to the throne, his Grandmother, Queen Victoria, possessed the mightiest empire on earth. Violently envious, he was determined to have his own empire. And the same envy drove him to the conclusion he needed a modern navy to defend his dreams of overseas empire. Bismarck, who had usually done as he pleased, quickly realized Wilhelm II (at least partially a creature of his own making) would not be pliable. The confrontations between the “Iron Chancellor” and the “boy Emperor” became more frequent and more dramatic over the next year and a half. The old chancellor had run Germany as a well-oiled machine while performing a magnificent balancing act in Europe’s political arena – because he had been given a free hand to do so. He could not abide Wilhelm II’s insistent meddling in his ministerial duties in both Prussia and the Empire, while making ill-considered foreign policy statements to anyone who cared to listen. The final break came when Bismarck refused to jointly sign a worker protection proclamation along with Wilhelm. Bismarck resigned at Wilhelm’s insistence on 18 March 1890. With Bismarck gone – there were no restraints on Wilhelm’s sudden whims. Bismarck had kept the Peace in Europe, whereas Wilhelm constantly rattled his saber and made wild public statements. His bullying extended over Europe and into the Middle East. His public disgust extended to China and Japan. And his disdain even extended to America. He had neither the skill, the inclination, nor the temperament to maintain Bismarck’s complex system of alliances, and Germany soon found herself politically isolated, while France found new friends. Even the British acquired a quick distrust of the new German Emperor. His dreams of a navy to match Britain’s began to take material shape when the politically ambitious von Tirpitz was brought to Berlin. Germany’s new warship building programs provoked instant suspicion and thinly-veiled hostility from Britain. Bismarck died in 1898, and there is no proof eight more years as Chancellor would have changed anything. But it is worth considering how von Tirpitz would have gotten his Naval Laws past the Iron Chancellor. Bismarck clearly understood a massive battle fleet was of little use to Germany – and he was certain it would antagonize the British. Worst of all, it would drain money away from the army, which was absolutely vital to Germany’s position in Europe. In the end, the animosity between Britain and Germany was brought on by the ambition of von Tirpitz to head a mighty battle fleet – and Wilhelm’s childhood dreams of being bigger and better than his English cousins. THE SEYDLITZ CLASS SMS Seydlitz – May 1914 – lying at anchor in Schillig Roads. This shot captures the personality of the new battlecruiser – long and low – with her big guns prominent and menacing on her sleek lines. She looks every bit the fast and deadly cruiser she would prove to be. SMS Seydlitz was known among the sailors of the Hochseeflotte as a “lucky” ship and that reputation started when the first keel plate was laid. After 13 months on the slipway, her finished hull was christened and launched into the waters of the Elbe River to begin her life afloat. The Blohm & Voss tugs wrestled her into the fitting-out basin and the complicated process of installing the machinery, building the superstructure, and mounting her guns was undertaken. Just 13 months later, the tugs eased her out of the basin and moved Seydlitz to a coaling dock where a shipyard crew took possession and began taking on coal and stores. In a matter of days, she had set sail for the Imperial Dockyards Kiel, where sea trials would be conducted -- arriving on 12 April 1913. From keel-laying to delivery, Blohm & Voss had built Seydlitz in just 26 months. This was a record for the Kaiserliche Marine and a brilliant achievement for Blohm & Voss – unmatched by any German shipyard. And it had all been possible because the Blohm & Voss yards had built the previous three battlecruisers as well. They knew what materials would be needed and had accumulated them ahead of construction. They knew how many workmen would be needed – and they were already staffed with experienced men skilled in the necessary craftsmanship. And the Blohm & Voss executives were eager to burnish their reputation as “builders of battlecruisers for His Majesty, The Kaiser.” In all, they built the first five battlecruisers – out of seven – and were contracted for two more that were never finished. You might say they held the “Royal Warrant” for battlecruisers. (It should be noted that the only battlecruiser lost in combat – SMS Lutzow – was NOT built by Blohm & Voss.) Upon arrival in Kiel, the navy took possession of the ship for trials and her new crew came aboard. Drawn from the recently laid-up armored cruiser SMS Yorck, roughly 600 men and 30 officers made up the bulk of the crew, with the remainder rounded up from a variety of sources. (The Kaiserliche Marine was chronically short of crews.) The ship’s log shows there were, at first, some disruptive elements among the mixed crew – but the “Yorck-men” quickly weeded these out and Seydlitz was soon considered not only a “lucky” ship – but a “happy” one, as well. On 22 May, Kapitan zur See Moritz von Egidy assembled the ship’s company and read his orders assuming command. (The Kapitan would become a trusted member of the command structure of the 1st Scouting Group and would retain his position until October 1917.) At the end of the “reading-in” ceremony, the ship’s pennant was hoisted to the fore-peak and Seydlitz was commissioned for sea trials. SEA TRIALS SMS Seydlitz on her sea trials in mid-1913. She has not yet worked up to full speed. The ship and machinery met all contract specifications during trials, with the round trip on the measured mile at Neukrug logging 27.87 knots. The maximum effort speed trial developed 89,738shp – well above the designed performance -- and achieved 28.1 knots. During the 6-hour forced draft test, the Panzerkreuzer averaged 26.75 knots. Like Goeben – Seydlitz was a fast ship and attained speeds well in excess of the required 25.5 knots. The new cruiser burned 13 tons of coal per hour at a cruising speed of 14 knots – far below the presumed fuel consumption. It was estimated a slower speed of 12 knots would give Seydlitz an operational radius of 5,807 miles. There was some machinery vibration around 21 knots, but this smoothed out as speed increased and was never severe enough to interfere with the gunnery optical instruments. The performance of the boiler room fans, feed pumps, and condensers proved satisfactory. All electrical system functioned well, with no failures or overheated terminals. SMS Seydlitz was a good “sea boat” – with a light pitching motion and a slow and gentle roll in a “beam sea”. At high speeds her secondary battery was largely dry and fully functional – and some water was taken over the bow – but only at extreme speed or in heavy weather. The four shaft arrangement and her high ship horsepower gave Seydlitz’s propellers a marked tendency to “dig-in” her stern – causing some water over the fantail. Due to the somewhat unsatisfactory “tandem rudder” arrangement, Seydlitz suffered from poor handling in shallow waters and especially at low speeds. With the completion of the widening of the Kaiser Wilhelm I Canal in 1914, this would become more than a simple inconvenience. As the newest battlecruiser, Seydlitz was also the longest, and the narrow confines and turns of the canal would become problematic to a long ship with low-speed handling difficulties. Even when underway at speed, Seydlitz responded to helm commands only after a considerable amount of “helm” was applied. The admiral’s and kapitan’s accommodations were placed in the traditional location, beneath the fantail deck – the admiral to starboard and the kapitan to port – divided by a companionway. Though the admiral’s “stern-walk” had gone out of fashion, his quarters were more spacious than usual and all the officers cabins were designed to be more comfortable and convenient. Crew accommodations beneath the forecastle deck were well ventilated and generally good – though many hammocks were double-slung due to lack of space. By contrast, the accommodations for the medical staff were hot and lacked any natural ventilation. Three weeks into trials, the main and secondary batteries were exercised. The fire control optics and communication links proved reliable. The 5.9-inch guns were found quite satisfactory – elevation and training smooth – excellent firing arcs – and each gun’s ammunition hoist functioning well. The big 11-inch rifles performed well, but there were some problems with the hydraulic elevation pumps in the lower gun houses. A short stretch in dockyard hands would see the problem rectified by installing more powerful pumps. The close proximity of the superfiring turrets aft resulted in a shared “switch room/munition handling room” which proved a bit crowded, and turned out to be a liability. SMS Seydlitz lying at anchor in the Kieler Hafen during “Kiel Week 1913”. Note the crew manning the rails during the review of the fleet. This is a beautiful picture displaying her long, low profile. With her “minimalist” superstructure, the big gun turrets naturally draw attention. Trials progressed well, but were interrupted in late June, when Kaiser Wilhelm II ordered Seydlitz to return to port to participate in the “Kiel Week Yachting Regatta” of 1913. On 29 June, His Majesty visited the ship at anchor in the Kieler Hafen and expressed his pleasure with her appearance. On 3 July, King Victor Emmanuel III, of Italy, also paid a courtesy visit and was given a brief tour followed by light refreshments beneath the awnings on the fantail. When the festivities concluded, Seydlitz resumed her trials, but was interrupted yet again on 26 July, when she grounded briefly near Friedrichsort Light in a heavy fog. Fortunately, no serious damage was done and trials were officially concluded on 17 August. OPERATIONAL HISTORY After coaling ship and taking on stores in Kiel, SMS Seydlitz weighed and proceeded via the Skagen, rendezvousing with the assembled Hochseeflotte near Heligoland on 31 August. The new battlecruiser joined 1st Scouting Group and the fleet conducted maneuvers until 9 September. For the remainder of 1913, Seydlitz completed “working-up her crew” and practicing “evolutions” with the reconnaissance squadron. After a brief “holiday” for Christmas and New Year’s celebrations, training resumed in January 1914 as Admiral Hipper exercised his ships together as a “maneuver unit”. At the end of March, Spring Maneuvers were held with the fleet in the North Sea, followed by fleet maneuvers in the Baltic and North Sea in April and May. In June, “Kiel Week 1914” followed – with Seydlitz making an impressive presence for the many foreign warships attending. The British were especially interested, and two small tours were given – but they were not allowed in certain “sensitive” areas of the ship. On 23 June, Konteradmiral Franz von Hipper transferred his flag from SMS Moltke and raised it aboard SMS Seydlitz. With a few, brief, interruptions (usually lengthy dockyard visits during the war), Seydlitz would serve as Flagship Scouting Forces until 26 October 1917. Around this time it was suggested she might be sent as part of a squadron representing Imperial Germany at the opening ceremonies of the Panama Canal, with a side-trip to San Francisco – but nothing came of the idea. In mid-July 1914, the North Sea and Baltic forces of the Hochseeflotte rendezvoused off Skagen and the combined fleet began their last peacetime exercises. On 25 July, Seydlitz dropped anchor in Sognefjord, Norway, to coal ship – but the next day she was ordered to rejoin the fleet without delay. Coming up with the fleet off Cape Skadenes, the ships received orders from Naval High Command to return to their home ports and await further instructions. Word was passed the heir to the Austrian throne had been assassinated – and there was imminent danger of war. Even the Kaiser had cut short his Norwegian Summer cruise. In the evening of 1 August, Seydlitz was moored to a buoy in Wilhelmshaven Roads when the “war mobilization” order came through – to be executed the following day. A “war watch” was posted and the torpedo nets rigged-out. The following day, Admiral Hipper issued organizational orders dividing the reconnaissance forces into various groups, with the battlecruisers confirmed as the 1st Scouting Group. By 4 August 1914, Germany was at war with France, Russia, and Great Britain. On 17 August, the Panzerkreuzer put to sea for “evolutions” in the morning and “dry fire” gunnery exercises in the afternoon, before returning to the Jade that evening. On 28 August 1914, Seydlitz sortied with Moltke and Von der Tann in support of German light reconnaissance forces involved in the First Battle Of Heligoland Bight – but saw no action. (See Chapter 16 for full details.) September was spent in training maneuvers with the fleet, and a false “action alert” which put the fleet on immediate stand-by with all boilers lit-off. On 17 September, Seydlitz was back on picket duty in Schillig Roads when an interesting phenomenon occurred. At anchor, with the torpedo nets deployed, the added underwater resistance to tidal action actually caused the ship to drag her anchor. Needless to say, the nets were recovered. SMS Seydlitz during one of her numerous stays in the floating docks at Wilhelmshaven. This one is probably for a bottom cleaning and painting. During the pre-war years of the “Kiel Week Yachting Regattas”, Admiral Jellicoe had occasion to visit both Kiel and Hamburg and was much impressed by the numbers of large floating dry docks in service. By 1914, six of them had been built to lavishly equip Wilhelmshaven. Keeping capital ships properly maintained and fit for service was a crucial element of the naval establishment (and the budget). At 08:00 on 16 October, Seydlitz steamed out of Wilhelmshaven Roads to preform picket duty when odd noises were detected coming from the starboard low-pressure turbine housing. The Engineer Officer suggested the noise indicated turbine damage, and a short trial trip to Schillig Roads and back was taken. Considerable and persistent noise demanded the turbine be opened for inspection, so Seydlitz made fast at a repair dock in the harbor basin around 01:00 0n 18 August. By 23:00 that night, it could be seen that seventeen blades in one series were bent, but there was nothing more serious. On 21 October, work was begun repairing the blades and re-closing the turbine housing, which was finally finished on 27 October. At 16:40 on 2 November, Seydlitz weighed anchor and led the battlecruiser squadron down the Jade channel on the Great Yarmouth Raid. (See Chapter 11 for full details.) SMS Seydlitz is made fast to a repair dock in Cuxhaven’s Inner basin. Work is underway to remove the left barrel of “C” turret (damaged during the Yarmouth Raid) and replace it with a new rifle. The work could have been preformed in a dry dock, but none were available, so this was the alternative. It was imperative to get the job done quickly -- in a wartime situation, the battlecruiser had to be combat-ready at all times. The repair ship Vestal has been moored alongside Seydlitz to provide machine-tool support and mechanics to get the job done. A special work team has been sent down from Blohm & Voss Shipyard to assist and oversee the work, and are temporarily billeted aboard Vestal. Two Thor Class harbor tugs standby to move Vestal if necessary. The old steam tug Goliath has towed a barge crane into position to do the work, while the paddle tug Helena stands by with a “gun lighter” in tow. “Spoiler Alert !!” -- We were unable to show the entire step-by-step procedure – it would have required too many individual models, and though @AP is a wonderfully generous man – he is only a “small Army of one”. I did my best to “piece-it-together” with the models on hand -- so you will have to use a bit of imagination from time to time. The old steam tug Goliath was a powerful tug in her day and has provided the tow for the crane barge – she is courtesy of Barroco Hispano. ALL the other ships, tugs, barge, and lighter, are by “AP”. A few of the crates and barrels on the barge are by “Historic Harbors” – everything else on the barge is by “AP”. Especially nice are the workmen preparing the new gun tube for installation. The 150-ton crane is shown lifting a new rifle weighing 41 tons. This is another view of the scene. This gives you a better look at the dockside facilities – cluttered and “busy” with sailors and dock workers. On the left of the picture is a Jupiter Class collier moored to “dolphins” out in the stream – very similar to pictures from turn-of-the-Century Hamburg harbor. On 6 November, Seydlitz made fast to berth B7 at the repair docks. During the Great Yarmouth bombardment, the left barrel of “C” turret had been damaged when an 11-inch shell exploded before clearing the gun tube. The turret roof was unbolted, then lifted off, and the damaged gun tube hoisted out of the turret so a new rifle could be installed. The work was completed on the 10th, and that afternoon Seydlitz returned to her mooring in Wilhelmshaven Roads. On 15 November, the new battlecruiser SMS Derfflinger joined 1st Scouting Group and the squadron put to sea on the 20th for a short cruise to the northwest of the Jade. Squadron evolutions were preformed, followed by torpedo-firing exercises, and more evolutions – before the ships anchored in Schillig Roads around 22:30. Two views of SMS Derfflinger moored to “battleship buoys” along the shallows of Schillig Roads. Note the blinking green channel markers to starboard: 26,600 tons – 26.5 knots – 8x12-inch guns – 12x5.9-inch guns – 4x19.7-inch torpedo tubes – belt armor 11.8 inches. Though not the fastest of the Imperial battlecruisers, or the toughest, the Derfflinger Class was the most powerful with, perhaps, the most graceful profile of them all. The bottom view shows the low profile and compact central superstructure with the big 12-inch turrets on either end. This beautiful and detailed model is by @Barroco Hispano. The buoys and channel markers are by "AP". At 03:00 on 15 December, 1st Scouting Group with its attendant light forces weighed, steamed down the Jade, and into the North Sea. The wind was “force 2” from the south, with a slight swell and limited visibility. Speed was increased to 15 knots and course set for the English coast. Hipper’s battlecruisers were tasked with the Bombardment Of Scarborough, Whitby, and Hartlepool. (See Chapter 12 for details.) Between 19 - 23 December, Seydlitz moored at berth 4 of the Wilhelmshaven dockyard to make good the battle damage from the recent raid. The battlecruiser had suffered three hits at about 6,000 yards from the 6-inch guns of the Hartlepool shore batteries. The first high explosive shell struck the aft superstructure on the starboard side of the ventilation shaft – damaging the shaft and severing the power cables to the aft searchlight banks. The second high explosive shell struck the forward superstructure in the funnel mantle – causing some internal damage to the mantle housing and cutting the power leads to the starboard searchlight. The third high explosive shell struck the forecastle deck just forward of “A” turret near the deck edge. The shell exploded on contact, throwing splinters in all directions and causing a minor penetration of the thin deck plating. With repairs completed, Seydlitz shifted her berth to Wilhelmshaven Roads for coaling, then the first three weeks of January 1915 were spent lying at anchor in either Wilhelmshaven Roads or Schillig Roads. Around 18:00 on 23 January, Seydlitz weighed and followed the scouting cruisers down the Jade channel with the battlecruiser squadron trailing behind. The weather was cold, but clear as Hipper set out to spring a trap on the British light cruisers lurking about off Dogger Bank – and so started The Battle Of Dogger Bank. (Details in Chapter 13.) Around 19:28 on the evening of 24 January, the battlecruiser squadron returned from Dogger Bank and anchored in Schillig Roads – but Seydlitz, with her burnt-out aft turrets, was immediately taken through the III Lock entrance at Wilhelmshaven Dockyard. At 01:25 the next morning (25 January) the tugs maneuvered Seydlitz into berth G-1 of the Imperial Dockyard so repairs could commence immediately. A special shipyard crew was ordered down from Blohm & Voss to speed-up the repair process, while investigating the exact cause of the near disaster. They would arrive by special train around mid-morning. Though seriously damaged – the ship had been spared a catastrophic magazine explosion. “Lucky” Seydlitz had cheated “The Gods” of their sacrifice – and not for the last time. The facts, as far as could be determined, were fairly straightforward. The shell hit during the early part of the engagement – approximately 10:43 – and was most likely fired by HMS Lion. It was a 1,400-pound, 13.5-inch round, base-fused, with a black powder bursting charge. It struck the Battery Deck (fantail) and passed through into the “Zwischendeck” (“between deck”, or, “t’ween decks”) space before striking the face of the “D” turret barbette. The shell detonated against the 9 inch-thick Krupp Cemented Armor and most of the explosive effect was felt outside the barbette – but the barbette had been holed. The hole punched in the face of the barbette was, roughly, circular and 14 inches across. Due to the “spalling effect”, the saucer-shaped interior hole was about 24 inches across and irregularly shaped. Along with the “explosive flash” – red-hot fragments of displaced armor (spall) shot into the working chamber, igniting the bagged fore charges. The massive combustion shot flames up into the gun house and below into the munitions rooms, igniting the “ready” powder charges in both. It was determined -- with the first flash of flames -- men attempted to flee through the double connecting doors into the adjoining munitions room of “C” turret barbette. The “D” turret door had been manually opened, and it was obvious the “C” turret door had been blown open by the gas pressure of the burning powder. This allowed flames to carry into the “C” turret trunk and incinerate the interior of that barbette as well. The final report of the investigators recommended eight specific changes to prevent future damage of this sort. Some were in how munitions were stored and handled, but one crucial recommendation was that munition handling rooms should not be shared between turrets. The report went on to say flooding the magazines had saved the ship, but water leaked through ventilation ducts and caused additional flooding in adjacent compartments. Future designs should include separate ventilation shafts for each space between the watertight transverse bulkheads. (Thereby eliminating an “opening” in the watertight bulkhead.) Henceforth, the connecting doors aboard Seydlitz would be secured by special locking devices with access controlled by the bridge staff. Repairs to SMS Seydlitz took a little over three months to complete, and she was returned to duty on 1 April 1915. Four days later, she departed for Kiel, via the Kaiser Wilhelm I canal, arriving on 5 April after a twelve hour transit of the canal. A period of training and evolutions were carried out in the Kieler Hafen to bring the crew up to “battle standards” and to test new fire control equipment installed during the repair period. Seydlitz arrived back in Schillig Roads on 13 April. The next few months were spent supporting minelaying operations in the North Sea, fleet “advances” in the German Bight and around Dogger Bank, dockyard maintenance visits, picket duty in Schillig Roads, squadron and fleet level evolutions, escorting the auxiliary cruiser Meteor out to sea, and frequent exercises on the gunnery ranges. In June, there was another training stretch in Kiel focused on tactical deployment with torpedo boat flotillas. Back in Wilhelmshaven, noises were again detected in the low pressure turbines and 18 – 31 July was spent in the dockyard opening and inspecting the units. SMS Seydlitz is once again in for repairs – this time anchored alongside the dry dock mole. At the bottom of the picture is the munitions pier. Warships can be warped into the pier to take on shells and powder or they can be replenished out in the roadsted from lighters. Tied up to the pier is the Italian heavy cruiser Zara – a truly handsome example of WW II era heavy cruisers. Zara is courtesy of Barroco Hispano. Seydlitz’ engineering staff had detected noises coming from the low pressure turbines – which had given trouble before. The repair ship Vestal has again been brought alongside to provide a floating workshop and the mechanics needed to inspect the turbines. It has been decided to inspect both the high pressure and low pressure sets to make sure they are functioning properly. Two Thor Class tugs are moored alongside Vestal in case they are needed to move the ship. The tugs, Vestal, and Seydlitz are the superb work of “AP” If you examine the dry dock mole carefully, you will see many of “AP’s” props there as well. The battlecruiser’s turbine engine rooms are located, roughly, beneath the aft superstructure. Fortunately, steam turbines are generally constructed in several sections and assembled much like a jig-saw puzzle. The engine rooms are quite tall, with overhead steel beams, so the heavy turbine covers can be lifted off with a hydraulic chain winch. Once opened, the fan systems are composed of small, easily handled pieces – spindles, rotors, nozzles, and circular fan blades. If there is any imperfection in the machining processes of these parts, it could cause an imbalance in the swiftly turning circular blades, resulting in vibration, which can cause the fan blades to break or warp. If the damage is extensive enough – turbine failure will result. One by one the two low pressure and two high pressure turbines were inspected. Opening them up can be a lengthy process and, in the end, only the port low pressure turbine was found to be damaged – with several broken blades in the 3rd and 4th stages of the rotor fans. The fan blades were replaced, the turbine closed, and Seydlitz put to sea on a test cruise off the Jade. With engines performing properly, she was returned to duty on 31 July 1915. On 2 August 1915, Seydlitz led 1st Scouting Group north to the Elbe River to make the transit of the Kaiser Wilhelm I canal. Seydlitz, Moltke, and Von der Tann, along with the group’s light cruisers and torpedo boat flotillas, had been temporarily assigned to C.-in-C. Baltic Forces -- His Royal Highness, Prinz Heinrich von Preussen (the Kaiser’s brother). The Baltic Forces were ordered to break into the Russian-held Gulf of Riga, and 1st Scouting Group would act as “cover” for the operation. They were to deal with the Russian dreadnoughts – should they make an appearance. (See Chapter 16 for details.) It is interesting to note Germany largely fought WW I in the Baltic Sea with cruisers and torpedo boats. When “heavy units” were deemed necessary, the Hochseeflotte would temporarily detach a few squadrons of battleships or battlecruisers for temporary duty in the Baltic (usually for cooperation with Army operations ashore). The reason is astoundingly simple – the Russian Baltic Fleet, based at Kronstadt, near Helsinki, was anything but aggressive. After Imperial Russia’s catastrophic naval defeat in 1905 at the Battle of Tsushima, they had no “Baltic Fleet” to speak of, and it was taking an unbelievably long time to rebuild. By mid-1915, Russia had only managed to complete four battleships of the Gangut Class at the three shipyards along the Neva River in St. Petersburg. Understandably, they were reluctant to risk scarce and expensive battleships. Russian design technology was surprisingly good – and so it should have been. When they began rebuilding in 1909, Russian designers – much as Peter The Great had done – went all over Europe seeking assistance and inspiration from France, Germany, Italy, and Great Britain. Their battleship designs compared favorably with other European navies, but they were nearly obsolete by the time they were completed. Russian industry was, to say the least, primitive – and the Tsarist bureaucracy was much like a Russian “Matryoshka Doll” – no matter how many dolls you opened, there always seemed to be another one inside. This bureaucratic labyrinth, literally, strangled the Russian Navy in its cradle – it took five years to build a battleship. (Of course, the chief designer’s insistence on “high-tensile” steel for construction overly burdened the limited Russian production capacity, and may have delayed the ships by as much as three years.) IRN GANGUT CLASS: Gangut, Petropavlovsk, Poltava, Sevastopol – all commissioned between November 1914 to January 1915. Displacement: 23,400 tons – Length: 600 feet – Speed: 23 knots – Armament: 12x12-inch 52-caliber guns – 16x4.7-inch guns – 4x18-inch torpedo tubes – Armor: 11-inch armor belt. Anyone familiar with the design of the Italian battleship Dante Alighieri will immediately recognize a marked similarity with Gangut – but Chief Designer Krilov always denied any Italian influence. However, both ships made use of triple turrets at a time when few navies even thought of them. And their deck plans were, more or less, identical. Both ships had the bare minimum of superstructure above deck – though Gangut was nothing more than gun turrets, funnels, and a small bridge forward (her aft superstructure was little more than an armored conning tower tube). However, the Russians equipped their fire control systems with wide-base rangefinders – approximately 21 feet – which gave Admiral Souchon a run for his money when he took SMS Goeben raiding into the Black Sea. (Two improved Gangut’s – the Imperatritsa Maria Class – were added to the Black Sea Fleet in the last half of 1915.) I have provided a detail shot of Gangut below, with a detail shot of Dante Alighieri below that for comparison. The superb models of Gangut and Dante Alighieri are courtesy of Barroco Hispano. When the Riga operation was over, 1st Scouting Group arrived back in Schillig Roads on 28 August 1915, coming to anchor around 21:35 that evening. The remainder of the year was given over to a variety of somewhat mundane activity – covering minelaying missions, several routine “advances” into the North Sea, picket duty, gunnery practice, day-trips for “evolutions”, and – of course – maintenance spells in the dockyard. It should be noted almost every sortie into the German Bight or North Sea was either observed or stalked by a number of British submarines. It was not uncommon for several submarine sightings to be made during an operation. It was true many of the sighting reports were false – phantom periscopes and submarine conning towers spotted by jittery lookouts in poor visibility. But it was just as true there were an even dozen submarines lurking around the cleared lanes through the minefields – each captain eager to slam a torpedo into an unwary dreadnought. Returning from a training period in the Baltic (4 December), Seydlitz was exiting the south lock at Brunsbuttel and ran onto an anti-torpedo net which had not been opened for her to pass. The battlecruiser’s engines were immediately shut down, but her poor steering at low speeds ran her up, hard and fast, on Dalben Bank before she came to a stop. The four escort tugs quickly went to her assistance and managed to pull her free. Divers from a salvage tug went down to check her bottom, and found no damage, but a starboard propeller was entangled in the net, which had to be cut loose. Early 1916 was spent in pretty much the same fashion as late 1915. On 11 February, around 01:20, the 1st Scouting Group sortied in support of the 2nd Torpedo Boat Flotilla which had become engaged with British light cruisers and destroyers out in the Bight. On 3 March, Seydlitz led the 1st and 4th Scouting Groups and the 1st Battle Squadron to sea to link-up with the German auxiliary cruiser Mowe off Horn’s Reef – she was returning to Germany after an Atlantic commerce raid. On March 5th, Seydlitz led the 1st and 2nd Scouting Groups accompanied by the 4th and 9th Torpedo Boat Flotillas on a commerce raid into the “Hoofden” off northwest Holland. No enemy patrols were sighted, and the only shipping encountered proved to be neutral Dutch fishing trawlers. After three submarine alarms between Terschelling Bank and Texel Island, the force put about and anchored in Schillig Roads on the afternoon of the 7th. SMS Lutzow coaling at the Cuxhaven docks. She was completed as, virtually, an identical twin to her sister-ship SMS Derfflinger. Between 17 - 24 March SMS Lutzow joined the squadron for gunnery practice and squadron maneuvers conducted in the Baltic. On 25 March, Seydlitz broke off coaling at Wilhelmshaven and steamed north at high speed to intercept British destroyers reported off List Island. The battlecruiser steered into Amrum Bank passage, but a strong swell and approaching bad weather had probably caused the enemy ships to withdraw, and she put about after an hour’s search. On 24 April 1916, Seydlitz and the 1st Scouting Group, accompanied by the 2nd Scouting Group and the 9th Torpedo Boat Flotilla, weighed around 10:50 and put to sea on the Lowestoft Raid. (See Chapter 16 for details.) During the early part of the raid, Seydlitz struck a floating mine on the starboard bow below the armor belt. The blast tore a hole roughly 55 feet wide by 30 feet and penetrated the outer hull, the outer passageway bulkhead, and the inboard bulkhead (none of these armored). Some ships launched prior to 1914 had built-in underwater protection systems to deal with torpedoes and mines, but none of the designers had any practical knowledge of the power of these weapons. They simply had no idea of the destructive force of modern underwater weapons. But Seydlitz had extensive compartmental subdivision that saved her. With 1,400 tons of water taken aboard, she steamed back to Wilhelmshaven at a brisk 15 knots. Once again, her “luck” had held. SMS Seydlitz was in the floating dry dock at Wilhelmshaven from 25 April to 18 May, the repairs to the mine damage being quite extensive. On 18 May, the battlecruiser was towed out of the floating dock and shifted to berth A5 in the dockyard, where she remained until 23 May. The cruiser then exited the ship locks and anchored in Schillig Roads, where a flooding test was carried out to asses the repairs that had been done. Unfortunately, the Imperial Dockyard’s repair work was shoddy – to say the least – and extensive flooding through the transverse bulkheads and wing passage bulkheads was unacceptable. Seydlitz returned to the floating dock on the 24th, and additional repairs were carried out until the 29th. Admiral Hipper would have preferred to send Seydlitz back to Blohm & Voss for a thorough repair job, but Vizeadmiral Reinhard Scheer (Commander Hochseeflotte) would not approve the request. Scheer had been planning a raid against Sunderland on the English coast since early May, but could not manage to coordinate all the elements. The Vizeadmiral had decided on an elaborate plan to trap a significant portion of the Grand Fleet. German submarines were laid on to wait in ambush off the British naval bases at Cromarty and Scapa Flow, while Zeppelins of the Naval Airship Service would drop bombs on the enemy warships and preform aerial reconnaissance ahead of the fleet. But submarines, still in their infancy as a weapon of war, were small and cramped, and could not remain on station for an extended period. While the Zeppelins were completely at the mercy of the weather. Once the submarines had been dispatched to their patrol stations, Scheer found he could not get the Zeppelins airborne. In the end, Scheer, eager to get on with it, chose an alternative operation interdicting and sinking merchant convoys between the Scandinavian countries and Britain. Admiral Hipper was still unhappy with the condition of Seydlitz – especially with action imminent. Any cavalryman of his day would have told you never to ride a sick horse into battle. And so, at 03:00 on 31 May, Vizeadmiral Franz von Hipper stood on the navigation bridge of SMS Lutzow, his flag at the fore peak. Below, in the boiler rooms, the second relay of stokers had taken over and were rapidly feeding their furnaces to maintain steam for 20 knots, while others with long metal rakes “trimmed” the fires to keep them hot. Thick, black smoke poured from the funnels of the big cruisers and flattened out above them like a low hanging cloud. Amid the endless clang of shovels and the deep-throated roar of the ventilation fans, these sweating, grimy men gave life to the ship’s beating heart. A light rain was falling in the early morning darkness as Lutzow’s signal lamp flashed back along the line of anchored ships. Seydlitz acknowledged the message and the anchor party up forward slipped the mooring lines to the buoy. The big ship swung out into the channel behind Derfflinger and increased speed until the battlecruisers swept down the Jade channel at 18 knots. Seydlitz, without her admiral, followed along as “Tactical #3”. Hipper led the 1st Scouting Group out into the German Bight and steered north for the Amrum Bank passage through the minefields. They were bound for the convoy routes west of the Skaggerak. In an ironic twist of fate – Hipper would have done better to remain aboard Seydlitz – the “lucky” ship. But we must leave SMS Seydlitz, for the time being…... NEXT TIME…… THE IRON DOG COMETH MANY THANKS – as always -- to @Barroco Hispano for his many beautiful warship models. SPECIAL THANKS to my collaborating partner, @AP, for his wonderful, wonderful, models – and all the hard work that has gone into them. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Goben as she would have appeared on her sea trials -- circa 1912. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 19: CRUISING THE SUNNY MEDITERRANEAN HMS Lion – circa 1912: 26,270 tons – 28 knots – 8x13.5-inch guns – 16x4-inch guns – 2x21-inch torpedo tubes – belt armor 9 inches. Having made the decision to build “Grosse Kreuzer H – 1909” as a “twin” to SMS Moltke, it saved considerable time and money, lightened the workload in the Design Bureau, and allowed the construction yards to fully utilize the available resources and slipways. It also meant State Secretary von Tirpitz would be able to maintain his building schedule in the naval race against Britain. Since both contracts were awarded to Blohm & Voss early on, as a consolation, F. Schichau Shipyard Danzig, was notified they would be awarded the contract for the dreadnought battleship Oldenburg. The Schichau Yard executives requested the contract be awarded early – considerably ahead of the actual start of construction – so they could avoid laying off experienced yard workers. A mere matter of personnel management versus cash flow – and von Tirpitz agreed. That was all to the good. But there was, of course, a down-side. There were two controversial aspects to the plan – at least, as far as the British were concerned. Tirpitz had already let the contract for Oldenburg and Moltke (as planned) in the 1908-1909 budget year. And the Schichau Yard immediately began assembling advance materials for the battleship. Tirpitz then decided, as a cost-saving measure, to let the contract for “Grosse Kreuzer H-1909” in the 1908-1909 budget year -- to lock-in the costs. It was not intended to start construction on “Kreuzer H” until 1909. But British intelligence quickly became aware of the accumulating materials around the large slipway in the Schichau Yard. And a large slipway could only mean one thing – a capital ship. They also knew Moltke was under construction. When they discovered Tirpitz had let a contract for a third capital ship – it was too much. The British Admiralty declared Germany was building in excess of their own Naval Law – an obvious attempt to threaten Britain’s superiority at sea. The ensuing furor in the British Parliament -- and the public outcry -- resulted in ten capital ships being approved in Naval Estimates (to be laid down over the next two years). Unwittingly, von Tirpitz had “tweaked’ the British Lion’s tail – and gotten ten more opposing capital ships for his trouble. And it was trouble, indeed. The naval arms race between Great Britain and the German Empire was a little like the “500-pound elephant in the room” – no one wanted to talk about it – and yet, everyone talked about it. And worried about it. The British worried because they were an “island people” -- their imports were their lifeline. A strong German fleet could seriously disrupt their supply chain. A strong German fleet -- boldly handled -- could, with a little bit of luck, sever that chain entirely. Realistic or not, that was the way the average Englishman on the street perceived the threat. The German viewpoint was, of course, rather more complicated. Secretary von Tirpitz had his worries as well, and his strategic plan – a bit fuzzy around the edges – involved a “Fleet-In-Being” and “The Risk Theory”. In peacetime, a fleet-in-being was a political chess piece – much like the threat posed by the Queen on a chessboard. The fleet could go places and project German political power into British regions of influence in ways an army simply could not. Tirpitz wanted the “fleet-in-being” – not to defeat the English at sea – but to impress them enough to accept Germany as an equal in the realm of “Weltpolitik”. Every time Germany made a diplomatic move anywhere in the world, she was opposed by either France, or more often, by France and Britain. Tirpitz was certain the German army could handle France, but that would work best if Britain could be persuaded to remain neutral in the event of war. Tirpitz was convinced the threat posed by a strong German battle fleet would work that miracle for him. Unfortunately, The Risk Theory complicated matters somewhat. Tirpitz only had to look at a map to see who his most likely naval opponent would be. And though he claimed he had no desire to go to war with Britain, it was all but inevitable. Britain had, for centuries, exercised a balancing of power in Continental Europe by forming coalitions and backing the “underdogs” against “the big kid on the block”. Germany had the finest army in all of Europe – and in British eyes, that made her dangerous. Wilhelm II, driven by his own fantasies and envy of England (Uncle Bertie) -- and Tirpitz’ ambition -- wanted a fleet to rival the Royal Navy. That would have upset the delicate balance of power on the Continent, and was unacceptable to the British. Though he would rarely admit to it, Tirpitz’ goal was to challenge the Royal Navy. The practical side of the old German Admiral knew it would take nearly two decades to build a fleet of sufficient size to tackle Britain (though he did not fully realize the British would keep moving the goal posts). Consequently, Tirpitz combined the strategic reality existing in the North Sea with some of the basic tenets of Mahan’s thesis on seapower and produced his own adaptation of the Risk Theory. If the Risk Theory were to work, it required a large German battle fleet of the most modern, technologically advanced, powerful battleships German science and industry could produce. And that suited Tirpitz’ own ambition perfectly. If it came to a potential war, the size and power of the battle fleet could act as a deterrent to Britain – who might see a decisive naval clash as prohibitively costly. Even if the German fleet was defeated in battle, it might inflict unacceptable losses on the Royal Navy – losses that might endanger their strategic dispositions around the Empire. If the German fleet was big enough, the British might be disinclined to join a “Continental” war that didn’t directly involve them (Britain’s usual practical application of “Splendid Isolation”). To the average German on a Berlin street corner, the Imperial battle fleet was not thought of as a tool to go to war. It was a shield of deterrence – to stop Britain from throwing its political weight around. (A theory also held, at that time, by the United States.) Tirpitz also worried about being unable to build a fleet big enough. Every time a German warship was laid down in the builder’s yard, the British laid down two or three warships of their own. Tirpitz even feared building ships superior to their British counterparts might not be enough. And, in all truth, he did have cause to worry. In 1912, before the House Of Commons, Winston Churchill (First Lord Of The Admiralty) entirely dismissed the need for a powerful German fleet… “We have never had any thoughts of aggression. The British navy is to us a necessity, and, from some points of view, the German Navy is to them more in the nature of a luxury. (My emphasis.) Our naval power involves British existence. It is existence to us; it is expansion to them…The whole fortunes of our race and Empire, the whole treasure accumulated during so many centuries of sacrifice and achievement – would perish and be swept utterly away if our naval supremacy were to be impaired.” And in response to continued German building, he added...”Instead of overtaking us by additional efforts (Germany) will only be more out- distanced in consequence of the measures which we ourselves shall take...” This single speech in the Commons is what kept Tirpitz awake at night. All one has to do, is to look at the commissioning dates of the various battlecruisers to see the problem. I have laid out the data by country (Britain in black, Germany in red), and arranged them by the year each ship was commissioned…… INFLEXIBLE 1908 INDOMITABLE 1908 INVINCIBLE 1909 VON DER TANN 1910 INDEFATIGABLE 1911 MOLTKE 1911 NEW ZEALAND 1912 HMAS AUSTRALIA 1912 LION 1912 PRINCESS ROYAL 1912 GOEBEN 1912 By the time SMS Goeben (Grosse Kreuzer H – 1909) was commissioned in 1912, the Kaiserliche Marine had built only three battlecruisers. The British had built eight. At the rate the British were building capital ships, there was little hope the Kaiserliche Marine would ever be a decisive “diplomatic threat” to Great Britain. For well over a century, Historians have debated Imperial naval policy and what the High Command hoped to achieve. But two facts are indisputable. (1) The British could – and would – out-build German shipyards at the rate of “two to one” – or better. And (2) Admiral von Tirpitz was painfully aware of that reality. The fact that he chose to pursue the naval arms race regardless of the math, led me to a simple conclusion. The Admiral had grabbed the “British Lion” by the tail in 1897 – by 1910 he was desperate to hang on, and afraid to let go. And that was the strategic situation in 1912, when SMS Goeben hoisted her commissioning pennant. CONSTRUCTION SMS Goeben as she would have appeared during her acceptance trials. This beautiful model portrays everything the real battlecruiser was – fast, powerfully armed, and far better armored than her opponents: 22,979 tons – 27.2 knots – 10x11-inch guns – 12x5.9-inch guns – 4x19.7-inch torpedo tubes – belt armor 11 inches. This work of art is by @AP. The contract for “Grosse Kreuzer H” was signed with Blohm & Voss, Hamburg, on 8 April 1909. The keel was laid on 12 August 1909, and she was launched from the cradle on 28 March 1911. At the launching, the new cruiser was christened “SMS Goeben” in honor of General der Infanterie August von Goeben. The native Hanoverian fought with the Carlist Army in Spain and served in the Prussian wars against Denmark, Austria, and France. In 1871, he fought and won the decisive battle of St. Quentin. Construction of the hull took 17 months, which is good time for a German shipyard, but slow compared to the British. HM Dockyard, Portsmouth, could launch a battleship hull in 12 months. Goeben was then moved to the Blohm & Voss “fitting-out” basin to begin the 14-month process of making her ready to go to sea. The new cruiser was built from the same plans and drawings as SMS Moltke, and differed only in a few insignificant details. For example; Moltke was designed without bilge keels and had to have them installed in a “refit”, to improve her stability. SMS Goeben’s construction included the bilge keels. Not exactly “Earth-shaking” – but a detail, nonetheless. (Rather than repeat all the details, I refer you to Chapter 17.) SEA TRIALS SMS Goeben making a high-speed run during her sea trials. The sea is calm and the weather unusually good. Note the waves rising up along the stern as the ship’s propellers “dig-in”. From the voluminous clouds of funnel smoke, it is obvious the stokers are working in rotating shifts to produce the highest possible speed. After “fitting-out” had been completed, Blohm & Voss put a dockyard crew aboard SMS Goeben and she arrived in the Kieler Hafen on 22 May 1912. On 2 July, Kapitan zur See Otto Philipp commissioned the ship for sea trials, which would last approximately seven weeks. The boilers and turbine machinery preformed well during the course of the trials – exceeding in all respects, the contractual requirements. The turbines were quick to respond to speed requirements, and the boilers functioned well, even under extreme overloading conditions. The measured mile test was run, up and back, at Neukrug with the ship attaining 85,661shp for an average of 28 knots. During the 6-hour forced-draft test, the ship maintained a steady 27.2 knots. Coal consumption, during the measurement trip, remained – in all circumstances – significantly below the specified figures. At 12 knots, SMS Goeben, consumed 6.6 tons of coal per hour – her best economical speed. Her cruising speed of 14 knots gave her an operating radius of 4,120 miles. At her top, sustained, speed of 27.2 knots, the battlecruiser devoured 52 tons of coal per hour. This explains why coal-burning warships did not “race around” everywhere they went. The gunnery trials were conducted toward the end of the cruise, mainly due to being short-handed. The Kaiserliche Marine suffered from a chronic shortage of crewmen during most of its’ existence, and Goeben was, in particular, short of trained gun crews and ammunition handlers. It was finally decided the superfiring turrets aft would be exercised as a “pair” (salvo fire), while the others would be tested one turret at a time. Untrained crewmen could have been pressed into service to man all five turrets, but it was deemed unwise to put untrained crewmen into highly dangerous positions. In the end, all the main and secondary guns were successfully drilled and fired – meeting required standards. It was, however, decided the anti-torpedo-boat guns were badly sighted with poor arcs of fire. The final report recommended they be removed and future battlecruisers should be armed with additional 5.9-inch guns instead. The aft searchlight platforms, like Moltke’s, were often shrouded in funnel smoke and ash from the forward funnel. Some time after commissioning, three of the main damage control pumps suffered a total failure when water leaked into the electric motors. They were repaired, but it was recommended the centrifugal pump impeller be housed separate from the motor housing. The electrical turbo-dynamos took a little time to “break-in”, but eventually ran smoothly and reliably. The final report deemed Goeben, as a whole, quite satisfactory in almost every respect. However, the point was made that the 11-inch main battery armament was weak by comparison to other navies mounting larger 12-inch weapons. No doubt Kapitan Philipp was making an opinionated comment for the benefit of the High Command and State Secretary Tirpitz. SMS GOEBEN – OPERATIONAL CAREER SMS Goeben steams out of the III Ship Lock at Wilhelmshaven for the last time. The battlecruiser is bound for the Mediterranean, and a degree of fame unknown to other dreadnoughts of her era. On 2 July 1912, Kapitan zur See Philipp ordered Goeben’s pennant hoisted to the fore peak and commissioned the ship into the Kaiserliche Marine. Trials testing and evaluation continued for a few more weeks, but less rigorous, and more on an intermittent basis. The Fall fleet maneuvers began on 29 August, and SMS Goeben was assigned to lead the “ad-hoc” 2nd Scouting Group for the occasion. With the completion of maneuvers, having preformed well, she returned to “temporary status” for further evaluation – until “Weltpolitik” took the new cruiser in a totally unexpected direction. Montenegro, of all places, declared war on the Ottoman Empire on 8 October 1912. Within ten days, other members of the “Balkan League” (Serbia, Bulgaria, and Greece) had joined in – and the First Balkan War was well and truly underway. The Turks, ill-equipped for modern war, suffered a series of setbacks and the territorial gains of the Balkan League threatened the stability of the region. The British feared the Turks might be seriously weakened, thereby presenting the Russians with an opportunity to seize the Dardanelles and the Bosporus. The German Empire had close economic and military ties with the Ottomans – and Kaiser Wilhelm II had, for decades, championed a “Berlin to Baghdad Railway” (sort of a Teutonic version of the Orient Express). There was talk in European Capitals of an intervention by the major powers to “prop-up” Turkey and support the “status-quo”. Accordingly, an Imperial Cabinet Order of 1 November 1912, established a German “Mediterranean Squadron”. The squadron would include the current vessels operating in the Mediterranean – the station ship Loreley, the unprotected cruiser Geir, and the training cruisers Hertha and Vineta. SMS Goben was selected as flagship, and the light cruiser SMS Breslau would accompany her. After taking aboard coal and provisions, Konteradmiral Konrad Trummler hoisted his flag aboard Goeben. On the morning of 4 November 1912, Goeben and Breslau weighed anchor and steamed out of the Jade. Yet another squadron of the Imperial Navy steamed west as the shores of home disappeared astern. The seamen all dreamed of exotic climes and adventures ashore in foreign lands. But they had no idea of the real adventure ahead. SMS Goeben and her consort Breslau had a good run in fine weather and averaged about 21 knots from Wilhelmshaven to Malta, where they stopped briefly for coal. The little squadron dropped anchor off Constantinople on 15 November, and SMS Vineta (lying off Corfu) was ordered to join them. On November 18, Goeben landed 450 men with six machine guns, and Vineta put ashore 126 men and one machine gun, as part of an international intervention force. But an armistice was arranged on 3 December between Turkey and the Balkan League, so the landing parties returned to their ships. With the immediate crisis averted, SMS Goeben, Breslau, and Loreley remained off Constantinople, while SMS Hertha and Vineta were detached and ordered home to Germany. A peace conference was convened in London for a time, but after a coup d’etat within the “Sublime Porte” (Turkish Government), the rebellious “Young Turks” movement forced a resumption of hostilities in January 1913. A peace treaty was finally agreed on 30 May 1913. By 29 June, the Second Balkan War had broken out. This time it was Bulgaria against Serbia and Greece – a dispute over division of the Turkish spoils. With the political situation in such an uproar, it was impossible to disband the Mediterranean Squadron, and the Imperial Naval High Command sent out the light cruisers SMS Dresden and Strassburg as reinforcements. While foreign naval contingents remained in the area, they paid calls at various ports to remind the Balkan nations they were maintaining a watchful eye on the proceedings. Warships were also a useful tool in discouraging the larger European powers from trying to take advantage of a chaotic situation. The Second Balkan War was finally brought to a close with the Treaty of Bucharest, and the Treaty of Constantinople, both signed in September 1913. With peace finally restored, SMS Dresden and Strassburg were detached from the Mediterranean Squadron and arrived back in Kiel on 23 September. SMS Goeben returned to her regimen of port calls in the eastern Mediterranean. From her arrival in November 1912, to July 1914, the new battlecruiser, in a dazzling white paint scheme, recorded 88 port calls designed to impress foreign governments, possibly win friends for Germany, and signal to the other powers that Imperial Germany was now projecting her naval might into the Mediterranean. It was also a convenient way to remind your treaty allies (Italy and Austria) of their obligations. SMS Goeben also managed to put into the Austrian naval base at Pola from 21 August to 16 October for some much needed maintenance. On 23 October, near Trieste, Konteradmiral Wilhelm Souchon replaced Admiral Trummler and hoisted his flag on SMS Goeben. Souchon continued to show the flag all around the eastern Mediterranean. In the Spring of 1914, SMS Goeben and Breslau embarked on a five-week tour escorting the Imperial yacht Hohenzollern with the Kaiser and Kaiserin aboard. Goeben rendezvoused with the Imperial couple and their retinue at Venice and escorted the yacht to the Island of Corfu, where the Kaiser had a residence. On 9 May Goeben rendezvoused with SMS Konigsberg at Naples. The light cruiser was en route to German East Africa, and the battlecruiser escorted her as far as Alexandria, before turning north for Constantinople. While anchored in the Bosporus, the engineering section undertook a thorough examination of the boilers and steam turbines. During her 19 months in the Mediterranean, SMS Goeben had suffered no machinery failures, and the steam turbines were found to be in excellent condition. But the boilers were in a deplorable state. Maintenance and water tube replacement had been carried out on a regular schedule – replacing, over time, some 4,100 tubes. But even the facilities at Pola were not ideal for work on the battlecruiser, and it was decided to effect only “provisional” boiler repairs before sending her home to Germany. (Some 9,576 water-tubes were shipped to Pola for that purpose.) The Naval High Command then planned to transfer SMS Moltke (temporarily) to the Mediterranean in October 1914, so Goeben could return to Germany for a complete and thorough overhaul. After coaling ship, and taking on fresh stores and provisions, SMS Goeben and Breslau weighed and sailed for Haifa. The two cruisers lay at anchor off the Palestinian port on 28 June 1914, when news came through of the murder of the Austrian heir to the throne, Archduke Franz Ferdinand, and his wife – at Sarajevo, a small town in Bosnia…... NEXT TIME…… PURSUIT OF THE GOEBEN SIDEBAR The clipper ship Cutty Sark under full sail. Cutty Sark is, quite possibly, the most famous clipper ship ever built – rivaled only by her legendary competitor Thermopylae. Originally ordered for the Jock Willis Shipping Line, she was built on the River Leven, in Dumbarton, Scotland, and laid down in 1869. Cutty Sark was intended for the China tea trade, which required fast ships, and she was among the fastest – if not THE fastest. The era of the “China Clippers” went into the history books as the most romantic and inspiring days in the Age Of Sail. The sleek, graceful, ships with their towering masts and mountains of white, billowing canvas were truly thrilling sights to behold – even to the seasoned old mariners they left in their wakes as they raced across the southern seas. The famous clipper displaced 2,100 tons, with a hull length of 212 feet – her bowsprit added another 68 feet to the bow to carry a full array of head sails. Her 36-foot beam gave her a length-to-width ratio of just over 5-1, and her unusually sharp bow is credited with providing her speed. Her crew of approximately 35 men could hoist a spread of 32,000 square feet of canvas which, in a stiff wind, could drive her through the water at an amazing 17.5 knots. While Thermopylae once logged a higher speed, she only did it once. And in the famous 1872 race between the two ships, Cutty Sark had a hold full of tea chests (1,305 tons) and a 400 mile lead out of Shanghai when her rudder was carried away in a severe gale south of the Sunda Strait. It took six days to fashion and ship a new rudder -- and Cutty Sark sailed up the Thames seven days behind Thermopylae. A classic case of “Defeat snatched from the jaws of Victory”. The Tea Race of 1872. Shortly after departing Shanghai, Cutty Sark has already forged ahead and only Thermopylae’s spread of canvas can be seen over the horizon. Note the “stun’sls” (studding sails) set on Cutty Sark – they are “extra” sails set out on the far end of “Stun’sl booms” rigged to extend the length of the spars. You can see the “normal” sail rig in the center of the foremast – with the larger “stun’sls” set out to the far edges of the spars. These were designed to augment the ships normal sail rig and snare every possible breath of wind. The amount of canvas that could be spread on clipper ships was enormous – and necessary to attain their high speeds. As a matter of interest, “Cutty Sark” was the nickname of the witch Nannie Dee from Robert Burns’ 1791 poem “Tam O’ Shanter”. Nannie Dee was dressed in a “sark” -- Old Scots for a short linen Chemise – and since it was given to her as a child it was “cutty” – too short for her. So, in plain English, the most famous clipper ship in history was named “short chemise”. Cutty Sark went into service in 1870, the year after the Suez Canal opened to shipping. When the tea clippers arrived in China that year, they found a big increase in steam ships waiting for cargoes of tea. The Suez Canal eliminated many days sailing time around the Cape Of Good Hope and steamers were suddenly competitive – and in great demand. Steamers quickly proved successful and in 1871, 45 were built for the Far East trade in the River Clyde shipyards, alone. The China tea clippers gradually dwindled in number – replaced by the more modern steamers and their larger cargo capacity. Cutty Sark under “easy” sail – circa 1885. In 1883, Cutty Sark departed Newcastle, New South Wales, with her first cargo of 4,289 bales of Australian wool bound for London. The cargo was unloaded in London 83 days later – 25 days faster than her closest rival – and the swift clipper had found a new career in the wool trade. Between 1884 and 1893, Capt. Richard Woodget ran her along a more southerly route to take advantage of the stronger winds in the “Roaring Forties” and made the trip from New South Wales to London in as few as 73 days. Despite suffering storms, gales, and dodging icebergs, Cutty Sark was the fastest clipper in the wool trade for ten years running. A July 1889 entry in the log of the passenger steamer SS Brtitannia reports being overtaken during the night by a sailing ship doing 17 knots. When hailed from Britannia’s bridge, she answered back “Cutty Sark – out of New South Wales”. After 1895, the already legendary clipper was sold several times, suffered the occasional collision, was used as a Royal Navy auxiliary training vessel for a time, and in 1953, was eventually given to the Cutty Sark Preservation Society. In 1954 she was moved to a custom-built dry dock at Greenwich and her captain for this last voyage was the 83-year-old C.E. Irving, who had sailed the world three times in her before he was 17. The corner stone of the dry dock had been laid by the society’s Royal Patron – His Royal Highness, the late Prince Philip, Duke of Edinburgh – who was instrumental in her preservation. Cutty Sark was rebuilt and refurbished to her 1870’s rig and, at 161 years old, is a popular attraction for thousands of tourists each year. I’m proud to say I, too, have walked her decks. In this scene, Cutty Sark is being towed downriver to the open sea. Navigating a sailing ship up and down rivers or through narrow inlets was a difficult business and involved a great deal of “tacking” back and forth to catch the wind. The solution to the problem was the invention of the steam paddle tug. The tug Sophia will tow Cutty Sark far enough out to sea to give her room to maneuver once she catches the wind. On the starboard side off the clipper’s bow is a set of channel navigation lights (sometimes referred to as “leading lights”). Clipper, tug, and navigation lights are the brilliant work of @AP. Please note – both ship models are diagonal. In this view, you can clearly see Cutty Sark’s fine lines and clean hull form. Her original hull lines were taken from a French frigate that was sold off and turned into a British merchant vessel. Cutty Sark’s architect, Hercules Linton, improved the original French concept, smoothed the midships lines, and gave the clipper an unusually sharp bow – reducing the water resistance along the hull and enabling her remarkable speed. This view shows the amazing detail on this beautiful model – even the deck houses have the unique paneling found on the ship. Here you see the crew has gone aloft to shake-out the canvas so they will be able to catch a breeze as soon as the tug casts off the towline. This broadside view gives you a better look at the detail. The masts and spars are accurately detailed right down to the “cross-trees” – and the rigging is faithfully reproduced. You can even see crewmen on the decks hauling on the lines as they brace the spars around to catch a wind once the canvas has been loosed. Here we see Cutty Sark moored along the quay, preparing to take on cargo. This is Cutty Sark under full sail, with all sails set, and the “stun’sls” rigged out. This gives you a good look at her 70-foot bowsprit with the three massive “head-sheets” set. The head-sheets not only helped to catch the wind for propulsion, but if the rudder were damaged, they could also be used to steer the ship. You will notice, “AP” has also added the proper “heel” to the ship. All sailing vessels “heel” (or lean) to leeward due to the pressure of the wind on the masses of canvas. This is another view of Cutty Sark under sail. You can clearly see the “mountain” of canvas she was capable of sending aloft. The “stun’sls” are clearly visible on the outer edges of the spars and booms. In this broadside view, Cutty Sark is sailing with the wind “full and by” – mostly from astern. This shot also gives you another good look at the detailing on the model. In this stern view, you can see the ship’s masts “heeling” over to port – and again, from this angle, you can clearly see the “stun’sls” out on the end of the yards. Cutty Sark is lying close inshore, almost in the shallows, moored to two barrel buoys. She is off a small port too shallow to accommodate the clipper. The paddle tug Sophia (diagonal) is standing by to tow her out of the narrow estuary into the open sea. The tug Esmeralda has brought two lighters alongside – one with enough cargo to finish filling the forward hold – and the other with fresh provisions to feed the crew on their long voyage to New South Wales. Everything in the picture, with the exception of the landscape, is the wonderful work of “AP”. In this close-up, the top-men are aloft, checking the lashings on the sails and preparing them for imminent departure. The level of detail on “AP’s” models is truly magnificent – no detail is too small for attention – boxes in the lighters are individually crafted – though brightly painted, the paddle tugs are weathered and textured with immense care – even the barrel buoys are detailed and weathered. Three more views of the same scene – different angles. But don’t go away – there is more…… I think we have had enough history for the time being. Let’s take a look at some excellent modeling by “AP”. As history told us, SMS Goeben sailed right through her acceptance trials with exceptional performance by her steam turbines. But -- for our purposes, let’s assume there was an accident during the engine trials. In the process of switching from high-pressure to low-pressure turbines, a mistake was made, resulting in both starboard turbines being severely damaged. Goeben’s starboard turbines were damaged about 30 miles west of the Jade Light during high speed maneuvers. The ship’s engines were immediately stopped, salvage tugs came alongside, and the mechanics determined the extent of the damage. With both starboard engines down, the ship could have run back into Wilhelmshaven on the port turbines, but it was thought unwise. Hawsers were passed to two of the salvage tugs, and they made for Cuxhaven at a respectable 14 knots. Here we see two Langeoog Class salvage tugs towing ahead, with two Passat Class tugs ready on either beam, with hawsers to two more tugs astern, acting as a “brake” for the tow. They are moving Goeben through the Inner Basin toward the dry dock, while a Sophia Class paddle tug passes to port with a double tow. The battlecruiser, tugs, and the double tow are all the impeccable work of “AP”. Here we see the Langeoog salvage tugs have dropped their tow and the Passat Class tugs have taken over the operation. While the Kapitan eases the battlecruiser forward, the tugs will nudge the big ship along, using their powerful engines to change the ship’s direction. Goeben shared the same tandem rudder arrangement as Moltke, and the same defect – it was almost impossible to turn the ship at slow speeds. Tugs were an absolute necessity. Due to the unstable political situation in the Balkans, Kaiser Wilhelm II had decided to create a Mediterranean Squadron and deploy his newest battlecruiser as the flagship. Unfortunately, SMS Goeben’s deployment was delayed by the turbine accident. In the interest of speeding up the repairs, it was decided to remove the damaged turbines and return them to Blohm & Voss for repair, while installing a new set in the battlecruiser. SMS Goeben has been secured to mooring bollards around the basin, and to reduce the delay, it was decided to work without draining the dock. On the left side of the basin, rail lines bring in parts, supplies, and large pieces of equipment. The cranes are set up in two lines on either side of the basin. On the port side quay, 150-ton cranes unload trains and move the cargo/parts dockside, where the larger 250 ton-cranes pick them up and move them onto the ship as needed. On the starboard quayside, the inboard crane line has one 250-ton crane to do heavy-lift work over the ship. The outboard crane line consists of one 150-ton crane and one 250-ton crane. The smaller crane lifts light cargo – pipe bundles, boxes, crates, etc, etc, while the larger crane can lift heavy sections of armor plate, gun tubes, and even pre-assembled steam turbine sets. Note the port quay has only rail access and the starboard quay receives all equipment and cargo via ship or barge (usually only the large objects that cannot be transported any other way). The 150-ton cranes are from the “PEG” SNM Dry Dock Series, while the 250-ton cranes are by @AP. Another view of the dry dock area. Another view. On the far left are the Munitions Piers with an Italian Zara Class heavy cruiser taking on ammunition. The ship is not generic to our WW I time period, but I rather like the Zara’s and decided to squeeze them in. More about the cruiser and the Munitions Piers in another chapter. On the far right of the picture is a destroyer flotilla composed of a dozen Italian Leone Class ships. Zara and Leone were graciously provided by @Barroco Hispano. Anyone following the various chapters already knows how my landscape is “painted’ and which props I use. And anyone who knows the German North Sea Coast is well aware there are some fair-sized sand dunes, very few hills to speak of, and absolutely no mountains. But mountains may well pop-up in these pictures from time to time. I had been wanting to try my hand at mountain landscapes for some time – and watching the mastery of @The British Sausage encouraged me to go ahead. There are not a lot of mountains on the Cuxhaven map – just enough to satisfy myself that I could “pull it off”. My THANKS to “The British Sausage” for his inspiration and encouragement. This is a close-up of the barges delivering their loads. I have placed several sets of steam turbines in the shot so you can get a good look at them. There are ships in SC4 – but not very many. And there is a “boiler works” lot in the game. But very little attention has been paid to the propulsion plants of ships. “AP” has very skillfully created for us a set of high-pressure steam turbines (left on the barge) and low-pressure turbines (on the right). Each turbine has a cylindrical gearing unit on the end. A 250-ton crane is lifting a small auxiliary engine from the barge. It is to be installed up forward in the Capstan Flat to replace an engine with too little horsepower. This scene is “busy” and cluttered – many sailors and workmen running about in a maze of barrels, crates, cases, rope coils, hoppers, boxes, anchors, and winches. To the right of the steam turbines on the quay, you see a detail of sailors performing winch maintenance. Notice the detail on the back of the crane...”CUX 4 – 250t”. That is but one example of the degree of historical detail “AP” has researched and incorporated into his models. The barge, turbines, engine, gangway, rope coils, sailors, anchors (on the quay), cranes, Atlantic fenders, and winches – all by “AP”. The cargo barge on the right is by “PEG”. Here is a view of the head of the Dry Dock Basin. The basin pumping station is in the center (a “borrowed” Maxis pump house). To the left of that is a fenced area where old anchors are refurbished (30-ton crane by AP). To the right of the picture is a group of small lighters, loaded with boxes and barrels, tied-up at “mooring dolphins (by “AP”). The old barge crane on the left is also by “AP”. Here you see boilers (by AP) being unloaded on the port side quay. These are being readied for the next warship to enter the dock. Note the sailors on the flat cars preparing to hook up the crane hoist. To the left are other sailors inspecting auxiliary engines – two of them to replace under-powered steering motors. This scene shows one of many small landings found scattered around harbors and naval bases. Here you see small boats coming and going from the nearby destroyer flotillas -- odd bits of cargo and equipment laying around the landing – even a motor launch that brought senior engineers to hurry along Goeben’s repairs. The landing, small boats, motor launch, and the bulk of the odd bits on the landing are all by “AP”. Just to the right of the Dry Dock area, there is a Passat Class tug tied-up at “mooring dolphins” with an Asgard Class and Odin Class tug “nested” along the diagonal section of the seawall. (Note: more diagonal models!) The green warehouse and “balk” timber are from “Historic Harbors”. The large warehouse on the left is from a “PEG” seaport. The concrete areas are Paeng Grunge lots modified with a variety of props. The sailors, small boats, rope coils, Atlantic fenders, “dolphins”, and beautiful little tugs are by “AP”. And here we have the masterpiece of the whole scene – the repairs to Goeben’s turbines – in progress. The work gangs and cranes have already removed the steel plates of the Upper Deck, Battery Deck, and the layer of armor pate over the machinery, to create a sufficient opening down to the starboard engine room. The heavy locking bolts have been removed from the massive mountings securing the turbines to the “Hold Deck” in the bottom of the ship. And the ship’s boat boom has lifted out one of a series of steam transfer pipes running above the turbines. Only five sections remain to be removed. The way will then be clear for the 250-ton crane on the quay side to lift out the damaged high-pressure turbine. SMS Goeben had two steel decks above the engine rooms, while the height of the engine room extended down four more decks. In effect, in this shot, you can see six decks down – into the very bottom of the warship. You can see workmen on the inner deck levels – if you look carefully. (These are Hi-res pictures. If you download the image, you can enlarge it and see much more detail.) From this angle you can see the five remaining sections of steam transfer pipes that have to be removed. The workmen have been augmented by technicians specially sent down by Blohm & Voss to supervise the work. Three work gangs have been organized and will work round the clock. His Majesty, The Kaiser, is anxious that Goeben should be on her way to the Mediterranean. Admittedly – not a good angle, but there are many points of interest in the picture. You will notice there are sailors and workmen EVERYWHERE – bunches of them. I firmly believe the scenes we create in SC4 are more realistic when “peopled”. I go to great lengths to put figures in every conceivable location – doing things sailors and workmen would do. Dockyards are busy places – and work is done by gangs or “details” – not by individuals. Building a warship at the turn of the century might employ up to 3,000 men. “Fitting-out” a launched hull could require 2,000 men. And repairs were handled on an “as needed” basis. If the repairs were extensive – a large work force would be used. If the repairs were minor – perhaps only 50 men. My philosophy is to bring realism and life to the scenes I create by including the people. Show me a picture of a 1910 dockyard without workmen – and I’ll show you a dockyard on a Sunday morning, during peacetime, when Congress or the Parliament failed to appropriate sufficient funds! Now – I cannot possibly compliment @AP highly enough for this ground-breaking modeling effort. His first-hand knowledge of ships and the sea – and his tireless quest for authenticity has made it possible to create models representing history/ real-life at a level yet unseen in SC4. I can research it – and write about it – and explain it – but “AP” can bring it to life. I can create the game lots and make scenes like this. But my talent at “showcasing” this ship – pales in comparison to his “landmark” work. This has to be a record for SC4 – a “first”. If anyone deserves a “medal” – it is “AP”. He skillfully crafted this battlecruiser – which is a highly commendable achievement in itself. Then he disassembled it and created this view down into the bowels of the ship. It is – simply – MAGNIFICENT !! MANY THANKS – as always -- to @Barroco Hispano for his many beautiful warship models. SPECIAL THANKS to my collaborating partner, @AP, for his considerable talents, meticulous attention to detail, colorful imagination, and wonderful, wonderful, models. He is, indeed, “Mana from Heaven”. If you enjoyed anything – please punch the “like” button so WE will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of our ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

Palmer’s Shipbuilding & Iron Company, Ltd. -- Jarrow, Scotland – circa 1905. It is difficult to see much through the smoke, and steam, and early morning gloom. But this would have been a common sight along the River Tyne (“Tyneside”) in the early decades of the 20th Century. Highly visible are the unmistakable funnels and tripod masts of a pre-dreadnought battleship. Note the “spotting tops” on both masts. Just one of many British shipyards. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 14: BIRTH OF THE IMPERIAL GERMAN BATTLECRUISER First -- let me clarify the “terms” used in previous chapters when referring to various warships. In the Royal Navy, the last armored cruisers were the Warrior Class of 1908-1909. These ships were followed in the evolutionary process by the revolutionary Invincible Class of 1908-1909. The Invincible’s were variously referred to as “dreadnought cruisers” or “large cruisers” until 1911, when they were officially reclassified as “battlecruisers”. In the Kaiserliche Marine, the last armored cruiser built was, arguably, SMS Blucher, and I have referred to her as an “armored cruiser” or a “Grosse Kreuzer” (large cruiser). Blucher was, in realty, evolved from the Scharnhorst Class armored cruisers, but she was such a significant advance on armored cruisers that it could be said she no longer belonged to that classification. I have tried to avoid attaching the term “battlecruiser” to German warships prior to the appearance of SMS Von der Tann in the narrative, because she was the first of this unique ship type built for the Imperial Navy. Not only was she “first”, but she was the beginning of an entirely new evolutionary track decades ahead of other navies. In the previous chapter, Von der Tann, Moltke, and Derfflinger, were referred to as “Panzerkreuzer”, (literally, armored cruiser) – but they were developed far beyond the armored cruiser concept. They were, in fact, battlecruisers – but in Germany, that term was not used until after World War I. Official documents of the Imperial Era called them “Grosse Kreuzer” (large cruiser). But the men who sailed and fought them, used the term “Panzerkreuzer”. And official reports of Admiral Hipper’s 1st Scouting Group used that term as well. Beginning with this chapter, you will see “Panzerkreuzer” and “battlecruiser” used interchangeably. THE ORIGINS OF “GROSSE KREUZER F - 1907” It should come as no surprise that the origin of the next new cruiser – “Grosse Kreuzer-F-1907” – though complicated and convoluted, would begin with Kaiser Wilhelm II. Wilhelm remained obstinate in his belief Germany should build “fast battleships” – thereby eliminating the need to build both costly large cruisers and battleships. A few weeks before the information about HMS Invincible came to light, in May 1906 – in a surprise move – the Kaiser announced a competition among German shipyards for a “fast battleship” type. Wilhelm stipulated the ships should form a “special purpose” squadron and be capable of both reconnaissance work and battle line duty. His Imperial Majesty further specified the ships should be 3 knots faster than foreign contemporaries and mount a main battery of no less than four 11-inch guns. He suggested the new Nassau Class dreadnoughts (already in blueprint stage) should be used as the basis for the new type. State Secretary von Tirpitz was, of course, opposed to the competition – on several different levels. First and foremost, he feared the cost of another new ship type would anger the Reichstag. And a new ship could strain an overworked design department, and over burden the Imperial Dockyards. Though the competition might have been an embarrassing surprise to Tirpitz, it showed Wilhelm clearly understood the trend in ship type development. Unlike Jackie Fisher, the Kaiser had taken the “dreadnought theory” to its’ logical conclusion. History would show the Kaiser had, for once, been remarkably farsighted. In Britain, Fisher had forced the revolutionary design of the Invincible Class through the Admiralty by sheer force of will – his will. And he had become fixated on a big-gun cruiser of remarkable speed. Being determined, but practical, when the designers told him he could not have guns, armor, and speed – Fisher sacrificed the armor. In theory, the 12-inch guns would overwhelm an enemy – and if they could not, then speed would carry his cruiser out of harm’s way. No need for anything more than minimal armor. In Germany, the Reichsmarineamt was constantly forced to impose limitations on ship designs due to financial constraints. The Kaiserliche Marine was not free to build numbers of “experimental” ships – nor could they take risks with new technologies. If Tirpitz went to the Reichstag for millions of Marks to build a ship, he had to be sure it was going to be a solid addition to the strength of the Hochseeflotte. Consequently, the Naval High Command and the Design Bureau always sought the safer, more reliable balance between guns, armor, and speed. Around the end of June 1906, the General Navy Department sent a memorandum to Tirpitz regarding the “Grosse Kreuzer 1907” and follow-on ships. In their opinion, Germany was only building “large cruisers” because they were outnumbered by the British large cruisers – and the British would only continue to out-build them. After the true proportions of the Invincible’s became public knowledge, those 12-inch guns, and news the Japanese were building a similar Tsukuba Class meant “...we must build our “Grossen Kreuzer” as “fast battleships”. The memorandum theorized the armored cruisers of the Kaiserliche Marine had been, for years, inferior to the British and could not have performed their reconnaissance function, trade protection, or cruiser warfare functions. For the same reasons, the armored cruisers (including the new Blucher) could not act as a “fast wing’ of the battle fleet because they did not have the displacement, gun power, or armor protection for that type of work. And – the Naval High Command was certain confrontation between enemy battleships and their armored cruisers was inevitable. Attached to the General Navy Department memorandum was a “specification sheet” calling for a ship with six to eight 11-inch high velocity guns in various configurations, with eight 5.9-inch secondary guns in casemates or twin turrets, twenty 3.5-inch anti-torpedo-boat guns, 4 torpedo tubes, armor just 20% less than the Ersatz Bayern Class battleships (in early planning stage), and a speed of not less than 23 knots. Tirpitz, for his part, stubbornly insisted the proper operational employment of “large cruisers” was against other cruisers. Tirpitz did not seem to understand that sea battles are like knife fights – there are no rules. The Naval High Command had expressed singular insight – which would be proven correct. Still in the early stages, the discussion continued. An article appeared in the July 1906 issue of “Marine Rundschau” – in opposition to the “fast battleship”. The author pointed out Invincible was a very powerful cruiser – but had no armor to defend against a battleship – and it was an illusion to think speed AND armor could coexist in a fast battleship. He also made it clear battleships should fight battleships – cruisers should fight cruisers – and the armored cruiser should never be placed in the battle line. In conclusion, he stated – unequivocally – “...the cruiser type was incapable of developing it’s armor capacity – and the battleship incapable of increasing its’ speed – to the point where the two types could merge”. Having been written by a Naval officer in the Reichsmarineamt, one must either accept the article as “official policy” – or – Tirpitz was turning the tables on Jackie Fisher and spreading a bit of disinformation of his own. No one will ever know. It is worth remembering Admiral Fisher had once considered “fast battleships”, but was distracted by his mania for speed. This “fetish” for speed produced heavily armed and extremely fast cruisers. But they had so little armor, the Royal Navy captains considered them little more than “deathtraps”. (That particular opinion would change as British battlecruisers grew in size and gun-power.) Fisher’s “speed equals armor” theory would eventually be carried to such ridiculous extremes that he fell from grace and was removed from the Admiralty. (Some of his last battlecruiser designs were so combat-ineffective they would be converted to high-speed aircraft carriers under the terms of the 1922 Washington Naval Treaty.) HMS Courageous as completed in 1916, moored at Scapa Flow. At 19,180 tons she had a low displacement, but at 786 feet she was very long (lots of boilers). Equipped with 4x15-inch guns in two turrets – her guns had longer range – but packed only half the firepower of other warships. With only four guns, it would have been more difficult to hit her target with one of those big shells – while her target might be able to close the range and wreak havoc on her flimsy 3 inch armor belt. Fisher believed her 32 knot speed would prevent such a disaster. (Her hull was so thin parts of the bow plating and decks buckled when she steamed at high speed into heavy seas!) Superb model courtesy of @Barroco Hispano. HMS Glorious as she might have looked in 1919, when she was taken out of service and “laid-up in ordinary”. Extremely long at nearly 800 feet, with an 81-foot beam -- almost the entire midships third of her hull was devoted to boiler rooms generating her impressive speed of 32 knots. Her unacceptably thin armor protection was the end result of taking Fisher’s battlecruiser concept to its ultimate limits. Her 15-inch guns were lethal, but her lack of protection made her unfit for combat with anything larger than a light cruiser. Even a 5.9-inch shell could cause serious damage to her thin-skinned hull. Here you see her moored to buoys just off an old pier in the “mothball anchorage”. This is where the old and obsolete ships go to wait for their trip to the breaker’s yard. (More on the “mothball anchorage” in later chapters.) HMS Furious as completed in 1917. Courageous, Glorious, and Furious were of the same class, but Furious was redesigned at the last minute to accommodate two gigantic 18 inch guns in two single turrets. The three ships were meant to spearhead one of Fishers favorite hair-brained ideas. In his mind, World War I could be ended in a fortnight by sending a large Royal Navy squadron into the Baltic Sea, landing a British expeditionary force on the Pomeranian coast, and marching on Berlin. The Baltic is notoriously shallow in coastal waters, so these battlecruisers were specially designed with a shallow draft to work close inshore and provide bombardment support for the troop landings. Stern 18-inch gun turret of Furious. This is the biggest gun ever mounted in a Royal Navy warship. It was capable of firing a 3,320 lb shell out to a maximum of 40,500 yards (effective range was only 31,400 yards). The shells were so huge and hard to handle, the rate of fire was only one round per minute. Royal Navy captains declared it useless against other ships because it took so long to load – fall of shot corrections would be worthless with the target ship moving far beyond the last shell splash. It might have been useful bombarding the Pomeranian beaches. However, it’s more likely rooted in a comment by Fisher – “We must have the biggest gun on the fastest ship!” All three ships were “laid up in ordinary” in 1919, and converted into aircraft carriers in the 1920’s. As if in support of the “disinformation” notion, Tirpitz appears to have realized something must be done to catch-up to the British. In July 1906, from his summer home in St. Blasien, he sent a memorandum ordering an increase in size and gun caliber on the 1907 ships – the new battleship and “Grosse Kreuzer F”. He also wanted designs prepared as soon as possible – the battleship with twelve 12-inch guns and the cruiser with eight 12-inch. Considering the British ships, it was logical, but von Tirpitz was compromising between the Reichstag’s financial considerations, public opinion, and naval requirements. As fate would have it, the cruiser proposal was soon abandoned – while the battleship project produced the four ships of the Helgoland Class (1910-1911). SMS Helgoland. Laid down at the Howaldtswerke, Kiel, in November 1908 – launched September 1909 – commissioned August 1911. She was the name ship of a class of four – the second generation of dreadnoughts built for the Kaiserliche Marine. She is moored, fore and aft, to “battleship buoys” laying offshore of a boat landing. The “rickety” pier is from the “PEG Cannery” lot. The landing office/tower and the large warehouse are by “Historic Harbors”, while the small warehouse is from “Nob’s 1905 Japanese Naval Series”. The sea walls are by NBVC and the pavement is Paeng’s Grunge Concrete set. Some of the small props on the landing are randomly selected from the “prop box”, but the vast majority are by "AP" -- as are the “battleship buoys”. The excellent battleship model is courtesy of Barroco Hispano. This shot shows the layout of the main battery armament. Though Helgoland is longer than the Nassau Class, they have retained the turret pattern, with twin turrets fore and aft, and two “wing turrets” on either beam amidships. An interesting point -- unlike other battleships of the period, Helgoland has her three funnels concentrated in a single group between the wing turrets. Another point of interest -- this class made the jump to 12-inch guns, rather than the standard 11-inch gun. Helgoland was 22,808 tons – 20.5 knots – 12x12-inch guns – 14x5.9-inch guns – 14x3.5-inch guns – 6x20-inch torpedo tubes – belt armor 11.8 inches. From this view, you can see the large areas of uncluttered deck space, providing wide firing arcs on either broadside. The superstructure, spartan though it is, has been concentrated along the centreline of the ship – out of the way of the big guns. This bow view demonstrates how “minimalist” the bridge structure was on the early German dreadnoughts – a tiny navigation bridge, the oval-shaped armored conning tower with rangefinder, and two banks of searchlights stepped against the foremast. The three forward turrets were grouped in this configuration with the intention of providing “ahead fire” by six guns. In reality, firing the two turrets abaft the bridge would have caused severe blast damage to the forward superstructure as well as ripping up the teak deck planking. Firing a battleship’s main armament anywhere but on the broadside was not recommended. This shot gives a better view of the small navigation bridge between the forward turret and the conning tower. It was small and cramped, but adequate for habitation during rough weather. You can also see the torpedo nets and booms collapsed against the hull. Just above them are the 5.9-inch secondary guns in turreted casemates at main deck level – seven on each beam. During rough seas, they would be awash. Amidships, around the funnels, the sloped sides at the base of the funnels cover the “armored funnel uptakes” (exhaust ducts for the boilers). Damage to the funnel uptakes could effect the operating pressure of the boilers – reducing speed – even though the boilers are usually operated under “forced-air draft”. Toward the stern, right behind the aft conning tower (with rangefinder on top), you can see a raised, tower-like, platform – a compass platform. A dreadnought is one gigantic mass of steel, and it tends to interfere with magnetic fields. The wooden platform raised above the deck lessens the compass distortion and can be used if the main compass on the bridge is destroyed or fails. A view of Helgoland’s stern. The stern anchor is tucked-in between two anti-torpedo-boat guns in hull casemates, with the shields open. On the starboard side, to the right of the main gun turret, you can see two of the 5.9-inch turreted casemate guns. The row of objects down the center of the fantail are skylights allowing sunlight into the officer’s accommodations below decks, and can be propped open to circulate air as well. Again, the three turrets grouped aft are intended to fire “dead astern” – not recommended. In all, she could present an eight-gun broadside. September 1906 saw Tirpitz opting for a new cruiser design of 19,000 tons, 8x11-inch, 8x5.9-inch, less expensive than Helgoland, speed 24 knots, stronger armor layout, and best of all -- steam turbines. The Admiral had stepped down from the larger gun, which could be considered unwise. But with turbines producing an acceptable speed, and a lighter propulsion plant, the weight saved by fewer turrets and guns could be converted into armor. Tirpitz had begun to think “outside the box”, and this was a clear indication the “Grosse Kreuzer” was moving toward the displacement, cost, and offensive/defensive capabilities of a battleship. A new “departmental” meeting was held the same month, and Tirpitz indicated the political climate favored the Kaiserliche Marine at the moment, and “the public” was of the opinion the British Invincible’s should be countered – the “Grosse Kreuzer-1907” must be equal, or better. The 11-inch, high velocity, rifle was agreed upon as being suitable to engage the enemy battle line – while saving weight. There was further discussion on underwater protection against large caliber shells, mines, and torpedoes – and the Design Department presented five studies. Three of the designs were rejected immediately because the 5.9-inch secondary guns were mounted in four twin turrets. Of the remaining two designs, Project I was rated at 23 knots with twin turrets fore and aft, and two single turrets on each beam. Project II reached 24 knots with twin turrets fore and aft and one on each beam. From that point the decision making process degenerated into a somewhat confused exercise in moving turrets around, changing from single to double turrets, placing the midships turrets in various locations, calculating costs and weight with each new configuration, and making endless numbers of sketch plans. A “base plan” was arrived at in October 1906, with twin turrets fore and aft and two twin “wing turrets” amidships, arranged in a diagonal echelon (“lozenge”) pattern – starboard wing turret forward. A November Construction Department memorandum outlined new developments. Parsons steam turbines had been added on four shafts, positioned, and the weights calculated. The bow armor was increased in coverage, and after initial towing tests, the length and beam were altered to obtain the best speed. The displacement had climbed to 19,200 tons. More changes occurred in February 1907, with the torpedo bulkhead and wing turrets moved inboard for better placement of the ammunition hoists and a faster rate of fire. Magazine space was increased as well. Finally, on 22 June 1907, Kaiser Wilhelm II signed off on the building order and tenders were invited for “Grosse Kreuzer-F”. Since the first memorandum from the General Navy Department, von Tirpitz had gradually – if grudgingly – come around to the prevailing opinions of the staff. It would be a gross over-simplification to say “Grosse Kreuzer-F” was merely a speedy version of the Helgoland Class battleships. The only thing they really had in common was a shared armor suite – though the cruiser’s armor belt was an inch thinner than the battleships – but she was 4 knots faster. “Grosse Cruiser-F 1907” was a sleek and striking design, and she would prove to be an excellent fighting ship. And, just in case you were wondering, the winner of the “Royal Fast Battleship Competition” was announced on 27 March 1907 – A.G. Weser Dockyards, Bremen. Their entry was “Polemos” – and her particulars were amazingly similar to the Design Department’s F2c plan. Within a percentage point here and there, the only real difference was “Polemos” had triple expansion engines and the armor on “Polemos” was less comprehensive. The Kaiser had wanted a “fast battleship” design – and A.G. Weser had designed one for him. And His Majesty was delighted – because Admiral von Tirpitz had designed a better one. (Tirpitz, however, would have preferred to be shot at dawn, rather than admit to designing a fast-battleship.) At this point the whole situation becomes a bit blurred. The Germans were obviously in a competitive ship building race with the British. But they were also in a developmental race. The Kaiserliche Marine privately acknowledged they could not out-build the British, but in order to remain competitive they had to build a warship superior to the British. Invincible’s high speed and monstrous 12-inch guns could be deadly to any existing cruiser. The Naval High Command had understood the dilemma perfectly well when they recommended...”we must build our Grossen Kreuzer as fast battleships.” Jackie Fisher had envisioned the Invincible Class as the ultimate “big cruiser” – fast, so she could scout in advance of the fleet and catch any enemy cruiser – and heavily gunned so she could destroy them. And that was fine – as far as it went. While Fisher’s battlecruisers might be able to avoid heavily gunned and armored battleships – with a bit of luck – what were they to do if confronted with an enemy battlecruiser equal in speed and comparable in firepower? Fisher had given them only a 6-inch armor belt, and that was totally inadequate to resist 11-inch and 12-inch gunfire. The German Naval High Command had found the flaw in Fisher’s logic. The British battlecruisers were awesome and terrible giants on offense, but they had an “Achilles’ Heel” on defense – little or no armor. The High Command further reasoned, if you could not build more ships than your enemy – build better ships. The process of designing a ship to counter the British was complicated -- with many twists and turns -- and would eventually have many fine technical details built into her. Nonetheless – the concept was reasonably straightforward. They took from Fisher’s battlecruiser concept the speed and guns – and added a full suite of carefully planned and arranged armor. Combine this with weight-saving technical advances in the propulsion plant, and the technologically advanced Krupp armor, and you had a single “Grosse Kreuzer” that was roughly equal to two Invincible’s. And in the process – either unwittingly, or intentionally – the Kaiserliche Marine had turned the mythical “fast battleship” into a reality. German designers were fully thirty years ahead of their time. Curiously enough, the Kaiserliche Marine preferred to call them “Grosse Kreuzer”, and the British do not seem to have caught-on to the difference. SIDEBAR ONE: “Langer Heinrich” under tow through the “swing bridge” at Wilhelmshaven dockyard – circa 1916. THE GROSSER SCHWIMMKRAN "LANGER HEINRICH” In the years leading up to the outbreak of war in 1914, the Kaiserliche Marine found itself building increasing numbers of large capital ships. They were also faced with rising political tensions in Europe and looking for ways to speed-up the building process. While the Imperial dockyards had built expensive cantilever cranes to handle the heavy lifting and fitting-out tasks, many of the private shipyards could not. The Reichsmarineamt decided the solution to the problem was a “Grosser Schwimmkran” -- a large floating crane capable of performing the heaviest work, while self-propelled and able to move around inside a dockyard – or from one dockyard to another on demand. Thus was born the concept of “Langer Heinrich” (loosely translated – “Long Henry”). Langer Heinrich from a side profile – circa 1917. Ordered in 1913, the crane structure was designed and built by Demag Fabrik in Duisburg and the hull, or “pontoon”, was constructed by AG Weser in Bremen. When completed in 1915, she was the largest floating crane in the world – even larger than the “Ajax” crane built to install the lock gates on the Panama Canal. The rectangular pontoon hull was 165 feet in length, 101 feet across, and drew 10 feet of water. The massive steel girder crane structure had a deadweight of 2,400 tons and rose 267 feet above the deck. Displacing 3,900 tons, Langer Heinrich was equipped with dual rudders behind twin propellers driven by two triple-expansion engines rated at 1,000shp each. The engines were fed steam by two large boilers housed in an aft deck house with a single funnel. Not built for any sort of speed, she was capable of only 4 knots. The hull pontoon was composed of 41 compartments – four containing pumping stations designed to flood other compartments to counterbalance the lift load. Certain compartments could also be “flooded-down” to steady the crane during sea movements. The crane structure could be rotated through a full circle and the jib boom had three smaller hoists of 10, 20, and 50 tons -- while the main hoist had two 125 ton lifting units that could be coupled together for a maximum capacity lift of 250 tons. (One of the main hoists would be sufficient to lift a 12-inch gun tube – about 110 tons – while both coupled units could lift an assembled gun house and it’s upper working chamber -- or “basket”.) Langer Heinrich was delivered to the Imperial Dockyards Wilhelmshaven in 1915 and saw extensive service in the fitting-out basin as well as repairing heavy war damage to the battleships and battlecruisers of the Hochseeflotte. As wartime demands rose, she was occasionally moved to Hamburg, Bremen, Kiel, and even the Schichau Yards in Danzig. After the Armistice in 1918, Great Britain claimed Langer Heinrich as “war reparations” – but Royal Navy officers deemed it impractical to move her across the North Sea. Instead, it was demanded similar cranes be built in Portsmouth (1920) and Brest (1935) at German expense. In 1928, when the German ocean liner SS Bremen was under construction, Langer Heinrich lifted the boiler plant into the hull. In 1933, the massive crane was used in the construction of the KM Admiral Graf Spee, and again in 1940 for the KM Tirpitz. By 1944, Langer Heinrich had been moved to Bremen to work in U-Boat construction. Her enormous lifting capacity allowed her to lift and place large prefabricated sections of submarine hulls -- and even completed smaller craft. Langer Heinrich raising a scuttled Type XVII-B submarine from Bremerhaven harbor – circa 1945. From 1945 to 1985, the crane was commandeered by the US Army and US Navy to clear wrecks out of German harbors and even unloaded complete steam locomotives to replace destroyed German rolling stock. In 1956 she was overhauled and modernized – mostly replacing her triple-expansion engines with new M.A.N. diesels. In 1985, Langer Heinrich was returned to the Federal Republic Of Germany and was sold later that year to an Italian company. In 2002 she was declared a “Monument To Industrial Archaeology” and work was undertaken to return her to her 1915 appearance. The crane passed her 100th birthday in 2015 and can still be seen on display in Genoa, Italy. In her day, Langer Heinrich was as famous as any of the Imperial warships and was featured on both German bank notes and collector cards. Here we have a selection of in-game pictures of “Langer Heinrich” in action…... Moored at her permanent berth in the dockyard. The model is, of course, the intricate work of our resident genius -- @AP – MANY THANKS. Though self-propelled, her engines were very low horsepower and she was usually towed from one job to another. The steam tug Goliath (Courtesy Barroco Hispano) is towing the giant crane, while a harbor tug (Thor) follows with a “brake” hawser attached. In this picture, Heinrich is hoisting a gun tube into SMS Seydlitz’ forward turret, while the steam paddle tug Esmeralda stands by the work barge. All models by “AP”. Always busy, the floating crane is assisting with some work on SMS Moltke’s turbines. Goliath stands by a machinist’s barge lashed alongside, while Nordwind and a harbor tug mind the turbine transport barge. Below is a detailed shot. All models courtesy of “AP”. Here we have two views of “Langer Heinrich” handling two sets of massive triple expansion engines for SMS Furst Bismarck. Her heavy lift capacity made Heinrich an invaluable dockyard asset and not only the largest crane in the world, but the most versatile. (Models by “AP”.) The amazingly detailed model of “Langer Heinrich” can be found in @AP “HISTORIC HARBORS 1900 Series – Volume 15”. SIDEBAR TWO: This short article is in reply to a question asked in the comments section of the last chapter. Being familiar with the fire control systems used during the 1905 Battle of Tsushima, the reader was curious about what systems came into use between 1905 and 1918. I gave him the short answer at the time, but promised a more informative answer here. This one’s for you @TheMurderousCricket. I hope it answers your questions – and I hope the lengthy and, sometimes complicated, details will not bore you. Again, I am happy to field any questions you may have. If there is an interest in a subject – as much information as possible should be made available. “Curiosity is the mark of intelligence – through it, knowledge is acquired.” DIRECTOR FIRE CONTROL SYSTEMS Throughout the 16th, 17th, and 18th Centuries, most naval combat took place between wooden sailing ships mounting the bulk of their guns in broadside. And, once the maneuvering for position was over, the fight usually degenerated into a slugging match at considerably less than 300 yards. Nelson’s triumph at Trafalgar was won with opposing ships-of-the-line grinding their hulls against one another. At that range – it was impossible to miss the target – and very little shooting skill was required. Some 66 years later, in 1871, HMS Devastation was launched – the first ironclad turret ship – and the ancestor of the modern battleship. Their main battery armament typically consisted of four 12-inch rifled, muzzle-loading, 38-ton guns in two revolving turrets. Produced in the Royal Arsenal, at Woolwich, in southeast London, the gun fired a 706-lb “Palliser” shell to a maximum range of 6,500 yards. Muzzle loaders proved problematic, and slow to load in combat (causing gunnery problems) – and were eventually phased-out in favor of breech-loaders. These guns were absolute monsters by comparison to the 32-pounder smoothbores aboard HMS Victory. And their 6,500-yard range was an enormous leap in gun range – resulting in an immense number of problems for capital ship gunnery, in general. In those days, gun turrets were operated under “Local Control”. A Turret Captain (with his gun crew) supervised the overall operation of the turret. “Loaders” handled the ponderous shells and rammed them into the breech, while a “spotter” in the forward part of the turret operated a sighting telescope with a crude aiming and ranging sight (not much different than the sights on an infantryman’s carbine). Following instructions from the “spotter”, the “gun-layer” trained the turret for “azimuth” and “laid it for elevation”. When all was ready, the Turret Captain gave the order to fire. “Local Control” meant each turret aimed and fired independent of the other turrets on the ship. This led to erratic and wildly differing results – meaning -- gunnery was still pretty much a “By guess and by God” proposition. It was clear the continual advancement of bigger guns with longer ranges could not be fully exploited without better technology for ranging and firing them. And that’s where Captain Percy Scott, Royal Navy, comes onto the scene. Percy Scott had a brilliant analytical mind, backed by boundless nervous energy – but found himself trapped in the waning years of a sedentary Victorian Navy. For over a decade, he had been working on improving the Royal Navy’s gunnery through the use of modern science. Scott realized the average gun-layer was incapable of accurately estimating the range to target, nor could he calculate the relative movement of his own ship and that of the target. He also knew turrets firing independently were not fully applying the power of the guns against the target. His fertile brain devised a series of hand-cranked mechanical computers that could take the estimated range, speed, and course of the target – and project an aiming point ahead of the target. He then linked these primitive computer systems to the gun turrets so they could be controlled and fired together. This was the crude beginnings of “Director Control”. Refined versions of his inventions eventually became the basis of Royal Navy fire control systems. But having invented it – he had to “sell” it to the Admiralty – and they weren’t buying. While Captain Scott was doing all this “secret” improvisation (meaning he did not have permission), he was in command of the cruiser HMS Scylla in the Mediterranean Fleet. He put his system to the test in the 1897 Fleet gunnery trials and raised his old score of 32% hits to 80%! Some envious brother officers (most of them senior to Scott) accused him of cheating. When the gossip got back to the Lords of Admiralty in London, they promptly relieved him of his command and landed him on the beach at half-pay! This was the sort of “hide-bound”, reactionary attitude he struggled against. In the Mediterranean Fleet, the ship’s Captains spent a goodly portion of their pay buying extra paint to keep their ships “sparkling” at all times, while gunnery training was ignored – firing practice left powder stains on the paint work. But modern technology inexorably moved forward whether their Lordships at the Admiralty liked it or not. (Fortunately, when Jackie Fisher became First Sea Lord, in 1904, he rescued Scott and officially backed his crusade to modernize gunnery in the Royal Navy.) In 1899, optical rangefinders began to appear in the major fleets, which solved the problem of getting an accurate range to the target. The Royal Navy adopted the Barr & Stroud, FQ2-type, 9-foot, coincidence rangefinder – which produced two images of the target that had to be cranked together until a single, sharp picture emerged – then you could read the range from a digital dial. The B&S worked quite well at shorter ranges, proved somewhat unreliable at long range, and was virtually useless in conditions of haze or mist. The Kaiserliche Marine chose the Zeiss, 9-foot, stereoscopic rangefinder – widely accepted as the finest optical instrument on the market. It was simple, but elegant, with a target marker that was centered amidships on the target, and the view adjusted for a sharp image. The Zeiss units required operators with excellent eyesight, but were remarkably good at finding the initial range, and were less effected by ship vibration or smoke. Their ease of operation allowed the Chief Gunnery Officer to keep track of the often rapid changes in course and speed of the target – thereby delivering a sustained fire on the enemy. With the range problem solved, it remained to calculate the speed of the opposing ship, adjust the aim ahead of the target (deflection), allow for the time of flight of the shells, and the pitch and roll of the firing ship. In 1902 a new device came into use – the Dumaresq – a manually-operated computing device. Information was fed into the device (own ship’s speed and course and speed of enemy) and the range to the target was updated, while a firing point ahead of the target (deflection) was provided. The Dumaresq was linked to a second new computing device – the Vicker’s Range Clock – which was a wind-up, clockwork, analogue computer for tracking continuous range to target. (The Vicker’s Range Clock was Scott’s brainchild, but was developed in conjunction with Vickers, Ltd. and manufactured by them.) Then, in 1911, Captain F.C. Dreyer (later Fleet Flag Captain to Jellicoe) devised the “Dreyer Table”, which maintained a continual plotted range to target and rate of change. The Dreyer Table also incorporated a primitive gyroscope to allow for the “yaw” of the firing ship. A system similar to the Dreyer Table was under development by Arthur Pollen about the same time, and competitive tests were run by two battleships equipped with the different systems. After extensive testing in 1905 and 1906, the Royal Navy found the Dreyer System to be more reliable. Finally, the necessary mechanical computers had been invented that would make “Director Fire Control” a reality, and modern gunnery came into its’ own. At least – that’s what one would think. But the Admiralty had other ideas. In the past, authors and analysts have mercilessly criticized the Admiralty as being stubborn, tyrannically dictatorial, and thoroughly resistant to modern change -- in an age that was characterized by the shocking swiftness of changes in guns, armor, and engines – and capital ship design, in general. Quite literally, today’s newly commissioned battleship could be tomorrow’s obsolete beast. And, curiously enough, recent authors have tried to revise history by portraying their Lordships as progressive and fully open to change – which, they were NOT. At the turn of the 20th Century, Britain possessed the largest battle fleet on Earth, and they stubbornly refused any technological advance that threatened their primacy. Their Lordships knew the Royal Navy was “superior”, and there was no need to make changes to the system – hence, battleship admirals that preferred sparkling paint work to gunnery practice. For thirty years, the Lords of Admiralty flatly refused to see the need for changes in the science of gunnery. They fought Percy Scott’s reforms “tooth and nail” and toe-to-toe. Even when Scott and his fellow officers managed to invent the necessary systems and prove them in testing, the Admiralty would not embrace the much needed innovations. By the end of 1911, only HMS Thunderer and Neptune had been fitted with the full system. When war broke out in 1914, only eight ships had been equipped with the, then current, system. By the Battle of Jutland, in 1916, only six capital ships were fully fitted for both main battery and secondary battery systems – and NONE of the cruisers. In essence, Britain went to war with the largest fleet of modern dreadnoughts the world would ever know – of which, very few could hit “a bull in the butt with a base fiddle”. (Thank you, Admiral Halsey, for the colorful quote.) The Kaiserliche Marine used a similar operational form of Director Fire Control, but it differed somewhat in that the German devices were streamlined and more adaptable to quick changes in the target’s course and speed. Almost the same, there was a German version of the Dumaresq, a range clock, and the E-U Anzeiger unit – basically, a German evolution of the Dreyer Table. The system was, according to the British, inferior to their Dreyer Table arrangement – but the superior German gunnery at Jutland belied that opinion. When the Hochseeflotte went to war in 1914, ALL of their capital ships, and nearly all of their cruisers, were fitted with the latest in fire control equipment. This is “Gunnery Central” (transmitting station) aboard HMS Belfast. The light cruiser was commissioned in 1939, and her chief claim to fame is having played a significant part in the 1943 Battle of North Cape, and the sinking of the battlecruiser KM Scharnhorst. She is currently anchored in “The Pool” of London, on the Thames, below Tower Bridge and across from The Tower of London. (Where I last saw her.) The “Director Control” equipment in the picture is a more modern version developed by the Admiralty in 1927 – but it is essentially the same “basic concept” in use during WW I. This is the analogue computer table used to generate firing solutions for the main guns. The disc-shaped device on the wall in the corner of the compartment is a Dumaresq. Adjacent to it, with the long silver bar, is a refined version of the Dreyer Table. The surface of the 8-foot long computer box has numerous “clock-type” displays as well as digital repeaters, while you can see some of the numerous hand-cranks used to enter information. When all the gears stop turning, the computer displays a firing solution and sends it to the turrets. This model was advanced enough in 1927 to control the simultaneous training and elevation of the turret guns. (I was unable to find this sort of illustration for the WW I era – but – you get the picture.) The actual “Director Fire Control” aboard a Royal Navy warship started in the “spotting top”. Typically, the spotting top was perched high above the forward bridge on a tripod foremast. Some warships used “pole masts” rather than tripods, and spotting tops were often fitted to the mainmast, as well. The position evolved from a simple “crow’s nest” to a spacious housing with as many as two or three levels. The ship’s Chief Gunnery Officer and his “topside team” were stationed here, along with the rangefinder, range clock, and Dumaresq. The spotting top team was charged with ranging to the target, observing and estimating the enemy’s course and speed and, most important -- reporting the “fall of shot” (where the shells landed on or around the target). There was a constant stream of visual information entered into these devices and sent through communication cables to the “transmitting station” (or – Gunnery Central). The “fall of shot” and resulting aiming corrections were called directly to the turret gunlayers by the Chief Gunnery Officer via handset telephone. His primary job was to directly supervise and coordinate the firing of the main battery guns. His skill and training could make a critical difference in battle. (In the Kaiserliche Marine, a Chief Gunnery Officer could only be appointed after completing a lengthy “Master Gunner’s” course and qualifying on a ship’s gunnery range. Only then could he be promoted to the coveted assignment of “Schutze Meister”.) The communication cables from the spotting top led down into the bowels of the ship to a “transmitting station” – or “Gunnery Central” (“Artillerie Zentral” if you sprechienzie.) There may be more than one transmitting station aboard, and their exact location differed from ship to ship and navy to navy. Usually, they were placed in the safest possible location – amidships beneath the Protective Armored Deck. Inside “Gunnery Central”, a “fire-solution” team receives the information from the spotting top and feeds it into the Dreyer Table – a crank-operated analogue computer. As information is fed into the machine (by using hand cranks to adjust various digital displays), it continually updates and displays a “firing solution” for the guns – which is then sent to the gun turrets via more communication cables. Inside the gun house, the information is flashed-up on the gunlayer’s electro-mechanical, digital display and he proceeds to train the turret for azimuth (lateral position) and lays the gun for elevation (range). When the gun is properly positioned he informs the Turret Captain, who then pushes a green button – which signals the turret guns are loaded, aimed, and ready to fire. Back in the spotting top, the Chief Gunnery Officer’s position has a series of lights and buttons on an electrical panel. Each gun turret is represented by a red light, green light, and the red firing button. Once the gun is loaded and properly aimed, the Turret Captain activates the green light on the Gunnery Officer’s panel. The Chief Gunnery Officer can then fire a single turret or any combination of turrets he deems appropriate. He sets a selector switch to those he intends to fire, presses a “firing alarm” button that sounds a klaxon in the turret – then hits the firing button. The operator of the “shot clock” activates the timer and the “spotter” waits for the shell splashes. If the course and speed of the target remains relative, corrections for the next salvo may be called directly to the gunlayer in the turret. Some gunnery officers wait for corrections to be applied by the gunlayer, then shoot again, while others wait for a new firing solution from “Gunnery Central”. (For the record: A later form of “Director Control” actually allowed the Chief Gunnery Officer to control the training and elevation of the guns from his position -- but that system did not come into common use until the late 1920’s.) In the Kaiserliche Marine, the equipment and layout was pretty much the same, with the exception of the spotting top. The Germans initially started with a spotting top on the fore and aft pole masts. But beginning with SMS Von der Tann’s design, spotting tops were restricted to ranging and spotting the fall of shot, while the Chief Gunnery Officer and his control panels were moved into the top two floors of the heavily armored forward and aft conning towers – allowing “Director Control” from two locations. All four positions were equipped with the Zeiss 9-foot rangefinder, in addition to two more mounted in the upper works of the superstructure (the location varied from ship to ship). During combat, all rangefinders that would bear on the target sent data to “Artillerie Zentral”, thus ensuring the most accurate range estimates possible. During the conflict in the North Sea, the Imperial warships proved uncommonly adept at quickly acquiring the initial range – usually “straddling” or hitting the target on the third salvo (one and a half minutes) -- a fact frequently noted in British battle reports. On the other hand, Royal Navy warships often took up to eight full minutes to land their first “straddle”. Over years of intensive gunnery training and practice, the Hochseeflotte developed a “salvo-fire” system that produced excellent results. The Chief Gunnery Officers were trained to fire “two-turret-salvos” – four forward guns, followed at an interval by four aft guns. This saved ammunition that would have been wasted in an eight-gun-salvo, reduced the amount of powder smoke fouling their aim, and gave a tighter and more visible grouping of shells around the target – thereby improving the “spotting” information. Another, most effective, means of quickly acquiring the range to target was what the Germans called “ladder fire”. The first two-turret-salvo was aimed and fired carefully, but if it went “over” the target, ALL turrets were given a “down 400” correction, then the aft two turrets were fired. If the second salvo still fell “over” – another “down 400” correction was made – and so on. By making small, identical, corrections – like climbing up or down a ladder – the target could be acquired quickly and “rapid salvo fire” ordered. If nothing else, this particular system plainly demonstrates the value of Director Fire Control. And it should be remembered – Kaiser Wilhelm II had always been a staunch advocate of superior gunnery skills – awarding medals to the crews, and his “Schutze Trophy” to the winning ship. He often threw in extra gifts of Schnapps and fine foods to the mess decks for a celebratory party. Despite his frequently feckless behavior, His Imperial Majesty – in his own way – understood just having a lot of guns wasn’t enough. You had to be able to hit something with them! NEXT TIME…… ANATOMY OF A BATTLECRUISER In the meantime, let’s talk about…... IMPERIAL DOCKYARDS Again, I have probably bored you with technical details – which I find fascinating – but you may not. So let us take a break from ship design and building, and take a look at the “Imperial Dockyard: Cuxhaven”. That way I can get some in-game pictures into this chapter. Strictly speaking, there were only three Imperial Dockyards (Kaiserwerft) within the Empire – Kaiserwerft Wilhelmshaven, Kaiserwerft Kiel, and Kaiserwerft Danzig. These establishments were not just naval anchorages. They provided docking facilities for large and small warships – piers, quays, and offshore mooring points. They had various coaling arrangements – from large coaling quays to smaller, and more primitive transfer systems. There was, usually, a small oil fuel pier since “oil-firing boilers” were coming into service. A complete facility for ammunition storage and replenishment was always present. There were, in some of them, “Fitting-Out Basins” (heavy work to complete the building process) and “Re-fit Basins” for not-so-heavy “modernization”. Dry docks were always available (anywhere from one to five each) for major repair work, simple bottom scraping and painting, or sometimes for ship construction. And both Wilhelmshaven and Kiel were equipped with a variety of floating docks, some capable of handling the largest warships. Nestled in among all of this was a variety of workshops, warehouses, foundries, and machine shops necessary to provide the mechanical support to keep the fleet battle-ready. And all Imperial Dockyards were equipped with building slips for large warships – usually four or five. It was Reichsmarineamt policy that at least one capital ship be under constructing at all times in each of the three dockyards. Technically speaking, “Cuxhaven” is not an “Imperial Dockyard” because there are no building slips. The thought has crossed our minds – and “AP” and I will undoubtedly throw one together – once we’ve worked out all the bugs. This, and the following two pictures, show the warehouses and workshops in the West Loch. Being older and smaller than Cuxhaven Roadsted, the West Loch industrial buildings are less numerous and were retained during the expansion at the turn of the century. The long warehouses are from the “PEG Seaports Series”, while other buildings were taken from the Maxis industrial props. The buildings in the center are the “Ropewalk”, where hawsers for the ships are stored. The two buildings are taken from “Nob’s 1905 Naval Series”. The following two pictures are of the workshops and foundries where repair parts are cast and machined and custom repair materials are made. In the early years of the 20th Century, repair parts were not ordered from a supply chain – they were often “made-to-order” on site – cast, hammered, and machined to fit individual requirements. Factory assembly lines (at least in Europe) were still a thing of the future. Since the repair facilities in the West Loch are smaller, less “specialized”, and less modern, the ships berthed here have to go around the headland to the Cuxhaven Roadsted for major work. The four central buildings of the West Loch complex are all re-purposed from various in-game industrial lots. The red brick is from Morgenkirk’s Organworks, and the other three are by “Simmer2”. In this view, you see the adjacent dock areas of the West Loch – the railhead, the warehouses, and the dockside. If you look closely, you will see the whole area is alive with activity and people. It has always been my personal opinion that SC4 needed more people engaged in some sort of activity. Just like any dockside in any harbor – there is cargo in motion and people milling about in all directions. This concept is part of our “busy harbor” philosophy and helps bring the setting to life. Below is a shot of the industrial area behind the Mooring Basins in the Cuxhaven main anchorage. The landscape is a combination of hills and sand dunes, with a mix of clear terrain and thickly forested areas. Along the roads and rail lines are a series of 1x1 custom “Tree Filler” lots, some with lighting – some without – specifically created as borders along transportation routes. The heavy forest is a combination of 1x1 custom “Forest Tree Filler” lots designed to blend in with MMP work. Again, I use landscape MMP’s to “paint” the scenery and recommend @Girafe highly. Along the top end of the mooring basins, you see a cluster of industrial lots. On the left are a mixed batch taken mostly from the Maxis industrial base lots – a foundry and a blast furnace. In the center is a 7x6 “Gun Tube Storage” lot. Cuxhaven does not have the industrial equipment to cast, turn, and line gun barrels, so new gun tubes are brought in by rail and stored here until needed. Old worn-out gun tubes (a bit rusty) are kept here waiting to be sent out to get the tube liners replaced. (Old gun tubes never die – they just get relined.) The warehouses on the lot are from “Nob’s 1905 Japanese Naval Series”. On the right are the boiler works. This is a close-up of the Gun Tube Storage lot. Note the two flatbed rail cars with gun tubes on them. You can find pictures from the period that look just like them. A small blue switch engine is being used to shuttle the tubes on the rail line, as well as in and out of the storage depot warehouse. Beside the switch engines, in front of the warehouse, are two gun tubes with work details cleaning them, servicing the breech mechanisms, and preparing them to be sent out. Notice the two “100 ton” cranes moving the gun tubes around. In case you’re wondering, the gun tubes have two wooden transportation cradles attached to them. At the bottom of the picture, “WolZe’s” steam tug is standing by as preparations are made to lift two gun tubes out of a lighter. The base texture of the lot is Paeng’s Grunge Concrete. The large workshop and old warehouse are from “Nob”. The sailors, gun tubes, “100 ton” cranes, rail cars, rope coils, and lighter are all by “AP’. This is, actually, the front view of the Boiler Works – but all the activity is in the back by the rail line. Here, boilers are built and shipped to the Dry Dock, repair docks, or even to other shipyards or naval bases, as needed. The work barge and crane tied-up in the basin are by “AP”. The dark brick workshop is borrowed from “SM2”. I cannot, for the life of me, remember where the large brick factory building comes from (it’s been in the game forever). I modified both lots to add more industrial smoke. Dockyard pictures from around 1910 always had a smokey haze. I have used various 1x1 custom-made lots to fill in around the buildings. This shot is an overview of all the activity at the rail siding behind the Boiler Works. In this close-up, a work detail prepares to load a third boiler onto a rail car and secure it. Another detail of sailors is preparing to hook up a hoist to the boiler on the left. On the right, another crew of workmen are making repairs to another pair of boilers. You will note there are two types of boilers visible – the standard, circular type – and a new type with angular sides. The boilers developed by Blohm & Voss, and installed in “Grosse Kreuzer F” closely resembled the angular type. The circular boilers were patterned after those aboard RMS Titanic. Sailors, rope coils, and boilers are by “AP”. This is the Cuxhaven “Machinen Werk” (Engine Works). The building on the right is where the engine parts are cast and forged before being moved to the building on the left. The building on the left is where the parts are machined, drilled, and punched before being hand fitted as they construct the engines from full size templates. A triple-expansion engine had hundreds of bolted or riveted pieces that had to be fitted with hundreds of other moving parts that were precision machined before fitting. The construction of battleship engines could take months of hard, intricate work, and even a bit of trial and error. Heavy industry had already come to Germany, and they excelled at it. But much of the advanced machine technology of the day was accompanied by a lot of manual labor. This is a rear view of the engine works. On the left is “Prairie Star Foods” with “Dead Forest Paper” on the right – repurposed for use as industrial buildings. I used a lot of in-game 1x1 lots to fill in around the buildings. Some filler lots are from the T-Wrecks “IRM Industrial Set”, while others are custom-made from random props found in the Maxis Editor. In this close-up, you see the finished product of the Machinen Werk – several three cylinder, triple-expansion steam engines. Two of the engines have been lifted onto flat cars and crews stand by to shackle them down. Some sailors have climbed on top of the big engines to help secure the retaining cables over the top. Another flat car has a cluster of men waiting for an engine to be swung aboard. The rail-side crane is preparing to lower the hook so it can be attached to the engine below. To the left of the loading pad, you can see heavy crankshafts in traveling cradles that will soon be loaded-out. The crane on the left has been lifting the heavy parts to test-assemble the large, three cylinder triple-expansion engine beneath it. Once all the parts have been properly fitted, and a manual operation test done, the engine will be disassembled and shipped out to its’ destination. At that time, interchangeable parts were a thing of the future, and each engine had to be hand assembled. The large engine on the left is a propulsion unit for a capital ship, while the smaller engines could be used in smaller ships, or as auxiliary engines aboard the big ships (steering engines, dynamo engines, pump engines, etc.). There are two different sized engines – but notice the size of the engines in relation to the sailors nearby. “AP’s” sailors, engines, and ships are all carefully crafted to be “in scale”. This gives you a really good idea how huge these old engines were. The sailors, rope coils, crankshafts, condensers, and beautifully detailed engines are by “AP”. (His engines are just one “first” among many unique creations.) At the head of the Mooring Basin behind the Engine Works, we find a small group of sailing vessels tied-up at mooring dolphins. The large one is a schooner. Known in Europe since the 16th Century, they were small, fast, boats used to carry passengers or perishable goods – such as fruits and vegetables. They were valued in European coastal waters for their speed and easy maneuverability in confined waters. Larger versions were bulk carriers – mostly coal and timber. With a small crew, they were more economical to operate and generated higher profits per voyage. The smaller boats are sloops – even faster than schooners, they were once prized by Buccaneers for the ease with which they ran down their treasure-laden victims. Sailing ships were common in early 20th Century harbors the world over. Sailing vessels were dependent upon the vagaries of the wind, but compared to a coal-burning steamer, they were usually faster, and vastly less expensive to operate. Shipping companies continued to use them until the end of WW II, when surplus “Liberty Ships” could be purchased for a pittance. “AP” enjoyed making these models. They are a part of the “Romance of the Sea” and they were a bit of an “exploration” for him. We hope you like them. AS ALWAYS -- MANY THANKS to @Barroco Hispano for his many beautiful and highly detailed warships. VERY SPECIAL THANKS to my collaborating partner @AP for volunteering his talent, time, and vivid imagination in creating so many beautiful and wonderfully detailed models. I am in awe of his talent and envy his skills. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

HMS Lion (flagship 1st Battlecruiser Squadron) On her way to a fateful rendezvous north of Dogger Bank, 23 January 1915. Note a screening destroyer in foreground. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 13: DEATH OF A HYBRID Panzerkreuzer of 1st Scouting Group at sea. The ship on the left is SMS Derfflinger. Note the rough seas and the heavy clouds of funnel smoke that would be visible for miles. In early January 1915, German light forces patrolling the Dogger Bank discovered British light forces were also conducting regular patrols in the area. No doubt they planned to harass German patrols and detect possible bombardment forces bound for England. Admiral von Ingenohl was reluctant to intervene because Von der Tann was in dry dock for regular maintenance. However, Konteradmiral Richard Eckermann (Chief of Staff of the Hochseeflotte) kept insisting this enemy activity on their very “doorstep” be dealt with. Von Ingenohl finally relented and ordered Admiral Hipper to take his Panzerkreuzer out to Dogger Bank. With the afternoon tide on 23 January, Hipper sortied, with Seydlitz (flagship) in the lead, followed by Moltke, Derfflinger, and reinforced by Blucher (taking Von der Tann’s place), accompanied by the light cruisers Rostock and Graudenz in the forward screen, and the light cruisers Kolberg and Stralsund assigned to starboard and port. Each light cruiser had a half-flotilla of destroyers attached (18 in total). Hipper planned to appear off Dogger Bank at first light and throw his big ships at the British light forces – “like a cat amongst the pigeons” – and see how many pigeons he could bag. The German Squadron – Front to back: SMS Seydlitz (flagship) – SMS Moltke – SMS Derfflinger __ SMS Blucher. (The model of Derfflinger is courtesy of @Barroco Hispano – all others are the work of @AP.) Once again, “Room 40” in the Admiralty, though unable to get a complete picture, provided enough advance warning for the British to be prepared for Hipper. Beatty was to take the 1st Battlecruiser Squadron -- HMS Lion (flagship), Tiger, and Princess Royal. The 2nd Battlecruiser Squadron – HMS New Zealand and Indomitable. And the 1st Light Cruiser Squadron – HMS Southampton, Birmingham, Lowestoft, and Nottingham. It was also arranged for the “Harwich Force” of light cruisers (HMS Aurora, Arethusa, Undaunted) and 35 destroyers to rendezvous with Beatty at 08:00 on 24 January. The British Squadron -- Front to back: HMS Lion – HMS Princess Royal – HMS Tiger – HMS New Zealand – HMS Indomitable. All models courtesy of Barroco Hispano. THE DEBACLE AT DOGGER BANK With the rising sun, the cruiser HMS Aurora opens the Battle of Dogger Bank. In the dawn haze of 24 January, around 07:14, SMS Kolberg spotted the light cruiser HMS Aurora accompanied by several destroyers. Aurora flashed on her searchlight, whereupon Kolberg opened fire and hit her three times. Aurora returned fire and scored two hits. Hearing the gunfire, Hipper immediately swung the battlecruisers to close Kolberg’s position. Within seconds, SMS Stralsund, screening several miles off the port quarter, sighted and reported a large smoke cloud to the northwest of her position. Some minutes later, this was identified as a number of large British warships closing on Hipper’s squadron from the west. (Again – we see the value of scouting forces and most especially the value of timely sighting reports being passed to the flagship.) Hipper instantly realized the proximity of such a large force indicated the likelihood of additional forces in the area – a notion confirmed by wireless intercepts indicating the approach of the British 2nd Battlecruiser Squadron. This further indicated the possibility the Grand Fleet might be no more than an hour astern of these ships. Just as quickly, another report was received from SMS Blucher, which had opened fire on a light cruiser and several destroyers coming up from astern. Hipper smelled a trap – and he was in it! SMS Blucher opens fire on the British scouting cruisers coming up from astern. The Panzerkreuzer were in a line spread in echelon to port, with the British approaching from the rear and southwest. The wind was coming in from the northeast and would blow huge clouds of funnel smoke down in front of the British, who were already going to be partially obscured by the morning darkness and haze to the west. This would make shooting very difficult for Hipper’s already outnumbered force. Caught in a trap, and disadvantaged by funnel smoke, Hipper turned south to make a run for it. Unfortunately, he was hindered by Blucher’s 23-knot speed (her bottom had not been cleaned lately). Around 07:32, Stralsund sent a second sighting report – four battlecruisers closing from the west. This confirmed Hipper’s worst fears. The British battlecruisers in pursuit were making 27 knots and quickly closed the range. HMS Lion (leading) opened fire on the trailing Blucher at 08:52, at a range of 20,000 yards. Soon after, HMS Princess Royal and Tiger joined in. Around 09:09, the first British 13.5-inch shell struck Blucher. SMS Blucher around 10:09 taken under fire by HMS Lion, Princess Royal, and Tiger. (Claus Bergen) Approximately 09:12, the Panzerkreuzer returned fire, mostly concentrating on Lion, the closest target at 18,000 yards. Around 09:25 a 13.5-inch shell from Lion struck Seydlitz on the forecastle deck, with minor damage. Lion was first struck at 09:28, on the waterline, opening a hole and flooding a coal bunker. Almost at the same time an 8.3-inch shell from Blucher hit Lion’s forward turret – failing to penetrate the armor – but the concussive force disabled the left gun. Two minutes later, HMS New Zealand (fourth in line) came into range and opened on Blucher as well. Panzerkreuzer return fire around 10:12 – Right to left – Seydlitz, Derfflinger, Moltke. Around 09:35 the distance had dropped to 17,500 yards and the entire German line was within gun range, so Beatty hoisted a flag signal to “engage opposite number”. (Basically – leading British ship to engage leading German ship – an effective means to damage all enemy ships, while harassing their return fire.) Around 09:40, Lion landed a 13.5-inch in the fantail of Seydlitz, which holed the deck and struck the rear barbette in the “tweendecks” spaces. The shell failed to penetrate the barbette, but the blast effects managed to ignite the propellant charges inside the handling chamber. The flash carried on through a connecting door to the superfiring turret as well – killing both gun crews (159 men) and burning out the interior spaces of the barbettes. Both rear turrets were destroyed, but quick action flooded the magazines and saved the ship. Seydlitz later took a final shell in the midships armor belt with little damage. HMS Lion’s 13.5-inch shell punched a hole in the “D” turret barbette of SMS Seydlitz and the resulting fire burned-out both stern turrets. You see here the flames from the powder fires rising high into the air, but the magazines were flooded, preventing the loss of the ship. By 09:55 the Panzerkreuzer had gotten Lion’s range and began to score regular hits. About 10:01 an 11-inch shell from Seydlitz struck Lion and knocked out two of her electrical dynamos. At 10:18 Derfflinger hit Lion with two 12-inch shells, one of which penetrated her armor belt. The shell opened a large hole along the waterline causing flooding, and eventually allowing seawater to contaminate the port feed tank to the boilers and condensers. This damage would soon cripple Lion when they were forced to shut down the engines because of salt water contamination. Another 11-inch shell landed at 10:41, piercing the barbette armor of “A” turret. The shell, miraculously, caused little damage, but the magazine had been partially flooded as a precaution. By 10:52, Lion had been hit 14 times and taken on some 3,000 tons of water, which caused her to list 10 degrees to port, and reduced her speed to 15 knots. SMS Blucher under a withering fire from HMS Lion, Princess Royal, Tiger, and New Zealand. SMS Blucher was severely damaged by 10:00, having been pounded by many heavy shells from four British battlecruisers. The armored cruiser had several main battery turrets out of action, her steering gear jammed, one engine room flooded, and a large fire amidships. But Seydlitz, Derfflinger, and Moltke had concentrated their fire on HMS Lion with some success – two of her three dynamos were disabled, and the port side engine room was flooded. Around 10:48, HMS Indomitable arrived and was directed by Beatty to finish off Blucher. Her battered and burning hulk was already listing heavily to port. HMS Indomitable engaging the heavily damaged Blucher. A Survivor of Blucher’s crew later told what he saw as the 12-inch Lyddite shells crashed inboard… ”The shells...bored their way even to the stokehold. The coal in the bunkers caught fire – and being half empty – the fire burned fiercely. In the engine room a shell kicked up the oil and sprayed it around in flames of blue and green...The terrific blast pressure in the confined space roared through every opening and tore its way through every weak spot...Men were picked up by that terrific pressure and tossed to a horrible death among the machinery.” I quoted this passage because it so vividly describes the all too human experience of war at sea. SMS Blucher, heavily engaged by the British battlecruisers, is listing to port and her fantail is a sea of fire. Numerous fires have been started all over the ship and her upper works have been devastated by numerous large and medium caliber shells. SMS Moltke can just be seen in line ahead of her. Suddenly, one of the British light forces signaled a “periscope sighting” and Beatty immediately ordered evasive maneuvers. The ensuing twists and turns among the British allowed Hipper to increase the distance between his ships and the enemy. (This was a common problem with the British – they saw periscopes everywhere – and it always resulted in them breaking off an action, or their target getting away in the confusion.) Lion’s last operational dynamo chose this moment to fail and the ship’s speed dropped below 15 knots. Beatty, unable to pursue in Lion, signaled the remaining battlecruisers to “engage the enemy’s rear”. He obviously wanted them to continue the pursuit and destruction of the German squadron. But faulty wording of the flag signal caused all the battlecruisers to engage Blucher! (The incompetent Lieutenant Ralph Seymour strikes yet again!) SMS Blucher – A smoking, flaming, wreck – with British destroyers approaching from the left. SMS Blucher resisted stubbornly. Though badly mangled, with flames raging, she repulsed attacks by four light cruisers and four destroyers – but the light cruiser HMS Aurora managed to hit her with two torpedoes. Blucher’s only remaining main battery was the aft turret, which continued to fire on anything that entered the firing arcs. Finally, a volley of seven more torpedoes were fired at point-blank range and the ship capsized to port at 12:13. During the course of the battle, Blucher is estimated to have been hit by 70 to 100 large caliber shells and (possibly) nine torpedoes. Blucher could not have survived the engagement – but German engineering had made her damned hard to sink! An artist’s conception of Blucher rolling to port as crewmen scramble down her starboard side and into the frigid waters of the North Sea. The Periscope sighting, signal confusion, Beatty being sidelined when Lion was damaged -- all contributed to Hipper escaping with Seydlitz, Moltke, Derfflinger, and his light forces. But it is a matter of great debate as to who actually out-fought who. Seydlitz had taken 3 hits, with both stern turrets out of action. Derfflinger had taken 3 hits with only minimal damage. Moltke had been spared with only a few scratches on her paint work. Lion was hit 17 times and crippled. Tiger was hit 7 times with “Q” turret out of action. Indomitable had been hit once, with minimal damage. Princess Royal and New Zealand were undamaged. The Kaiserliche Marine’s gunnery was, as usual, far superior to the English. The Panzerkreuzer fired 200 fewer shells and scored four times as many hits as the Royal Navy. (Records do not indicate how many shells were fired at – or missed -- the stationary Blucher, though recorded hits vary between 70 and 100 rounds.) An actual photograph taken as the stricken armored cruiser rolls onto her port side. Hundreds of sailors attempt to save themselves by clinging to the rolling hull. Official German archives list 792 dead from a crew of 853. As a group, historians have tended to focus on Blucher’s misfortune in being assigned to take Von der Tann’s place in the battle line – or the cataclysmic nature of her destruction. But mostly they focus on the simple fact that the Germans lost a capital ship and the British did not (score-keeping). Few analysts (if any) have realized the most significant feature of her loss – the British, with all their ships – had a great deal of trouble sending her to the bottom. During the course of the three hour engagement, Blucher had trailed the German battle line, her speed dropping gradually as the damage increased. And her position in line guaranteed she would receive fire from each of the five British battlecruisers as they came within range. As the battle progressed the British took other German ships under fire as they came within range, but Blucher never received a moment’s respite. At times, only a single battlecruiser fired on Blucher, while at other times there were two or even three. At one point Beatty had ordered HMS Indomitable to “finish her off”. Then, due to confused signaling toward the end of the battle, all five of the battlecruisers took her under fire once more. HMS Indomitable towing the crippled HMS Lion home at 12 knots – repairs would be extensive. The reports of the ship’s Gunnery Officers have not survived, in their entirety, in the Admiralty Archives, while Blucher’s survivors had little knowledge of the matter – and the “hard evidence” lies at the bottom of the North Sea. Consequently, there is no record of how many shells were fired at Blucher, but it was estimated between 70 and 100 rounds of 12-inch and 13.5-inch actually struck the target. It is, indeed, a wide-ranging number – but a true testament to the strength of Blucher’s Krupp armor, and the designer’s skill in creating the warship. Judging by damage reports after Jutland (1916), the average British battlecruiser could be sunk with anywhere between 3 and 14 hits by heavy caliber shells. German battlecruisers, on the other hand, were made of sterner stuff. SMS Derfflinger suffered 17 heavy caliber hits and returned to base under her own steam – earning the British nickname of the “Iron Dog”. SMS Seydlitz was struck by 21 large caliber shells and one torpedo – but stubbornly refused to sink and reached Wilhelmshaven. SMS Lutzow was the only “dreadnought” warship lost by the Germans at Jutland. She was hit by 27 large caliber shells – many of them 15-inch -- from Rear Admiral Sir Evan-Thomas’ 5th Battle Squadron of fast Queen Elizabeth Class battleships. And Blucher, after all that punishment, could only be put down with a spread of torpedoes. Rather then simply tallying-up the score of ships sunk, the British would have done well to consider why the “hybrid cruiser” had absorbed so much damage and still had a working gun turret when she went down. The logical implications might have been chilling. In the end, SMS Blucher was lost. Too slow to outrun the British battlecruisers, she was caught and, literally, shot to pieces. Her slow speed prevented Hipper from getting away at full speed early on – and actually endangered the entire squadron. The 1905 decision not to incorporate steam turbines in Blucher’s design had finally come full circle. Von Ingenohl should never have attached her to the Panzerkreuzer Squadron. She was bigger than any armored cruiser, and tempted operational commanders to employ her with bigger ships. But she was NOT big enough nor fast enough to be a battlecruiser. “Neither fish, nor fowl” – she paid the price for von Ingenohl’s poor judgment. He forgot she was no more fit to lie in the line of battle in 1915, than a frigate had been in 1815. Needless to say, Admiral von Ingenohl was sacked within days of Hipper’s return to the Jade. SIDEBAR During the early phase of the Battle of Dogger Bank, SMS Seydlitz came under fire from HMS Lion. The first shell to strike the Panzerkreuzer landed at 10:25 on the forecastle deck, resulting in a hole, with some blast damage to the compartments below, on the Battery Deck. Some eighteen minutes later (10:43), a second 13.5-inch shell from Lion hit the Fantail Deck aft, passing through the deck and into the “Between Deck” spaces before striking the “D” turret barbette. The 1,300-lb shell struck a glancing blow and did not penetrate the 9-inch Krupp, face-hardened, nickel-steel armor of the barbette. No enemy shell parts were ever found inside the barbette spaces or working chambers. However, an armor-piercing shell traveling at high velocity – with a large bursting charge -- generates enormous heat when it strikes thick armor. If the kinetic energy is sufficient, it can turn the armor plate white hot. In the case of Seydlitz, the kinetic blast effect caused “spalling” on the inside of the barbette and sent a large chunk of red-hot metal into the working chamber – igniting the “main” and “fore” powder charges stored there. German “brass-cased” main charges would only burn at extreme temperature, while the “bagged” fore charges burned readily and fiercely. But – unlike British powder charges – they did NOT explode. An intense blue flame shot up into the gun house and down through the elevator shafts, igniting charges in the turret, on the handling room turntable, and in the elevator room. Later, it was found that charges still sealed inside their storage containers had not burned. With the first sign of “flash” and poisonous gases, the “D” turret handling room crew tried to save themselves by passing through a double door arrangement into the handling room of “C” turret. Investigation later determined they only managed to open the first door before the burning gasses forcefully blew the second door open. With both doors open, the flames raced into the working chambers of “C” turret and the whole grizzly scene repeated itself. In just a matter of seconds, some 6,000kg (6.5 tons) of powder had gone up in smoke, completely burning-out both aft turrets. The flash-blast shot upward, peeling back the thin turret roof plates, and sent smoke and flame shooting mast-high. From the bridge, it looked and sounded like a volcano. Out of the two turret crews, four men survived – all extensively burnt – except one gun loader with light scorching and some cuts and bruises. A total of 165 men perished – virtually instantly. Within seconds, Chief Artillerie Offizier Richard Foerster had realized Seydlitz was on the verge of destruction – and ordered the aft magazines flooded. SMS Seydlitz would remain in dockyard hands until 1 April 1915, having her burnt-out turrets replaced and other battle damage repaired, before rejoining 1st Scouting Group. Forgive us – but you’ll have to use your imagination just a bit for the next few pictures. It would have been tyrannical of me to ask “AP” to create “damaged” versions of the various warships to populate repair scenes. SMS Seydlitz is tied up at the repair docks in Cuxhaven, undergoing extensive repairs to her two burnt-out aft turrets. The damaged turret assemblies have been lifted out by "Langer Heinrich" -- the largest floating crane in the world. The interior of the barbette trunks have been refurbished, and newly assembled gun turrets have been brought alongside on barges. The first gunhouse is being hoisted aboard. In this detail shot, a machinists shop barge has been secured alongside Seydlitz to handle the myriad of drilling, bending, and punching required to cast and tool many of the repair parts and structural braces required to rebuild the barbette interiors and the damage to surrounding compartments. The steam tug Goliath stands by to assist. In the lower right, you see the motor lighter Ajax bringing in assorted spare parts and assemblies that may be required. A barge has been brought alongside with various assemblies – a gunhouse with a working chamber and another lower trunk working chamber assembly. A Thor Class tug holds the barge in place. The crane in the process of lifting a turret assembly is the “Langer Heinrich” – the largest floating crane in the world in 1915. “Heinrich” is self-propelled, but is so slow she is usually towed around to save time. A Nordwind and Thor Class tug wait attendance on the big crane. (You have a pretty good view of Seydlitz’ aft turrets – just pretend they’re not there.) Another view of the repairs in progress. The stern just visible at the top of the picture belongs to a Prometheus Class collier, while the ship moored next to her is a Proteus Class collier (sometimes referred to as a Jupiter Class). They were both US Navy colliers from 1913. The sheds on the machinists barge are from “Nob’s 1905 Naval Series” – while the steam tug Goliath is courtesy of Barroco Hispano. The pier-side cranes, colliers, battlecruiser, floating crane, barges, motor lighter, tugboats, and small boat – are the work of the talented "AP". BONUS SIDEBAR When “AP” published “Volume 11 of Historic Harbors 1900”, I had forgotten he included the model of SMS Blucher in the dry dock -- with scaffolding erected. That was actually just a “test” model we were working with to try and figure out how to make a “genuine” dry dock. Consequently, I did not prepare a scene in the dockyard for that model. However, since you have already downloaded it – it only seemed proper that I include some pictures to demonstrate what could be achieved. This is an overview of the dry dock area with all the necessary elements – warehouses, rail lines, foundries, machine shops, cranes, etc, etc. This model of Blucher is not “waterline only” – it’s a “full hull” rendering – just as you would see on any warship in a dry dock. We did not go to great lengths to show the ship in a state of “construction” (partial superstructure – missing turrets – etc, etc). It was, after all, just a test model we only spent a couple of days working with. But if you examine Blucher, you will note that it could plausibly be portrayed as a ship constructed in a dry dock that has reached the “fitting-out” stage – or -- is just in dry dock for minor repairs and a bottom-cleaning and paint job. In this shot, you will notice the huge Cantilever Crane (250 ton lift capacity) and several Port Cranes (150 ton capacity) arranged on both sides of the dry dock. The Port Cranes are on tracks and can be moved up and down the dock as needed. The massive Cantilever Crane is fixed in position and has a limited lateral movement capability. During the later “fitting-out” stages, if a heavy lift was needed at Blucher’s bow, the dock would have to be flooded and tugs would move the ship far enough under the crane to effect the heavy lift. (Cantilever and Port Cranes by “AP”.) Another view – this one showing the scaffolding erected around Blucher’s hull. It simply amazes me to see “AP’s” detailed work on the scaffolding, while imagining the amount of time it must have taken him. Yet another view. At the top of the picture you can just make out the fine detailing “AP” included on the rear of the dry dock lock gates. Port side view. Here you can see that the roof of the starboard, aft wing turret has been lifted off to facilitate work on the gun cradles and recoil buffer mechanism. You can also see numerous working details on the floor of the dry dock around the big ship. When work was in progress, dry dock floors were littered with all sorts of supplies, machine parts, tools, “junk”, and almost anything you can imagine. On the right of the picture, you have a clear view of the “buffer” timbers placed beneath the hull of the ship. The timbers are cut to fit the general hull form of a ship and are bolted to the floor of the dock. The ship’s keel rests on these cushioning timbers rather than the concrete or stone floor of the dock. At various points along the bilge line of the hull, smaller timber “blocks” will be stacked up to support the outer edges of the lower hull. Exactly where to place the support blocks is determined from the ship’s plan drawings by marine engineers. These are bolted in place before the dock is flooded and the ship is floated in. Once the water is drained, the ship will come to rest on the stacked blocks and the keel support beams. Without the stacked blocks the ship would tilt to one side or another as the water was removed. Also – without the supporting blocks and timbers, the immense weight of the ship would damage or distort the hull plating. In this shot, you see the ship’s anchor chains laid out beside the ship. Whenever a ship is taken into dock for several days, the anchor chains are removed for inspection, repair, and cleaning. When a ship puts to sea, her anchor is hoisted from the seabed and winched inboard by the capstans on the forecastle deck. The enormously long chains are stored in “chain lockers”, below deck in the bow. Normally, the anchor party uses a seawater pump to hose down the chain as it goes into the “hawse hole” at the bow – where the anchor is secured for sea. During dry docking, these chain lockers are also cleaned out to remove bits of mud, vegetation, and even the odd crustacean that finds its way inside. Another view of Blucher. In the left lower corner of the picture you can see another work party repairing, cleaning, and re-painting Blucher’s 8-ton anchors. This should give you a good idea of just how much work goes on in a docking area. Everywhere you look – people are going about a hundred different tasks. And last – but certainly not least – the magnificent dry dock gates modeled by @AP. The gates were patterned after those used on the old Panama Canal. For such a simple structure, it took us several days to get the shape, size, and exact placement worked out. Once that was done with a test model – “AP” worked his magic and turned out a superbly detailed set of gates. The colors, texture, and detailing – even the “rusty look” of the gates -- is stunning! Along with this Chapter, "AP" has published TWO prop packs -- Paddle Wheel Tugboats and Colliers -- see below for a link. NEXT TIME…… BIRTH OF THE IMPERIAL GERMAN BATTLECRUISER But – let’s look at something else…… The West Loch is the assigned anchorage of the III Scouting Group of the Hochseeflotte. The group is composed of 9 older armored cruisers, 5 protected cruisers, 2 light cruisers, and a flotilla of 12 torpedo boats (for screening purposes). This scouting group is, of course, fictitious. Historically, the III Scouting Group was a temporary, ad-hoc, unit created for special purposes (The US Navy would call it a “task force”). I have put it into the game to showcase the Imperial armored cruisers and their part in the evolutionary chain leading to battlecruisers. Here you see two views of the destroyer anchorage. I have chosen to use destroyers rather then torpedo boats in the West Loch. As a matter of record, the Kaiserliche Marine did not have “destroyers”, as such. The term “destroyer” comes from the longer “torpedo-boat-destroyer”, and was coined by Admiral Jackie Fisher. Fisher increased the gun armament on British torpedo boats to make them more able to deal with German torpedo boats. The gun armament of both British and German boats remained pretty much the same – three or four guns of 3.5-inch or 4-inch. But the Imperial torpedo boats were more attack-oriented and carried six to eight torpedo tubes, while the British boats were mostly defensive and carried only two to four tubes. The British “destroyer” was meant to keep the German “torpedo boat” away from the battle fleet. This is a closer view of the mooring arrangements and the land-based support infrastructure. If you examine the picture carefully, you can see a wide variety of activity -- formations of sailors, sailors unloading trucks, more sailors handling cargo, etc, etc. The Quonset huts are from the “PEG SNM Naval Series”. The pier-side offices are re-purposed from an “SFBT” rail signal box. The whole layout is largely composed of various custom-made 1x1 filler lots, with additional 1x1 fillers from the “T-Wrecks IMR Industrial Set”. The pavement is Paeng’s Grunge Concrete – some of them modified for cargo, sailors, vehicles, etc, etc. The “floating landings” were taken from one of the “PEG Marina Sets” and attached to a modified “NBVC Marina Seawall”. If you look closely at the center pier, you will see an Admiral being greeted with a “side party”. He is about to board one of the destroyers on an inspection tour. A “Midgard Class” tug is tied-up at the end of the first pier, and a motor launch is hove-to off another. The tugs, motor launch, and sailors are by “AP”. This is a close-up of an area around one of the Quonset huts. The lots are all 1x1 fillers – some by “T-Wrecks” – but mostly my custom-made lots. As you can see, there are sailors all over the place – some by “PEG” and the rest by “AP”. The props on the lots are generally found in “Lot Editor”, but the really good stuff has been created by @AP – the anchors next to the hut – rope coils (a common sight around docks) – the Atlantic Fenders (another common sight – almost anywhere you look in a harbor). Note that “AP’s” props are very “Hi-def”. “AP” is very familiar with the sights around a harbor, and he has gone to great efforts to provide the props necessary to create a realist environment. Some may be a bit on the “modern” side – but they fill in a gap – usually where historical information is simply not available. In this scene, you see an Asgard and an Odin Class tug “nested” along the diagonal seawall – both by “AP”. And just above them is a storage warehouse for “Atlantic Fenders”. The warehouse on the “lumber lot” is from the Maxis Industrial props. This is a close-up of the “Atlantic Fender” storage facility. The “Atlantic Fender” is actually a modern invention, though the concept has been around for centuries. The fender is just that – a fender. Any time a ship (small or large) moors at a dock – or “nests” with another ship – these large, rubber, “pontoons” are placed between the ship’s hull and the dock (or the other ship) to prevent damage. The variety shown is made of a very thick rubber, and part of the interior is filled with water to ballast it down, so that half will be below water. This keeps the fender upright, even when floating, and ensures it will not “pop” to the surface like a balloon. During the Kaiser’s time, the device would likely have been a long, thick, piece of timber wrapped with several layers of canvas, and suspended from the ship or dock. The warehouses are from “Nob’s 1905 Japanese Naval Base Series”. USS Clemson Class destroyer: 1,215 tons – 35.5 knots – 4x4-inch guns – 1x3-inch gun – 12x21-inch torpedo tubes – armor: none. She was the lead ship of a class of 111 ships. (It was a very large class – and there were slight variations between “batches”.) Commissioned in 1919, she saw no active service in WW I. However, Clemson’s design was an incremental improvement over the preceding Wickes and Caldwell Classes that did serve during the Great War. Clemson was visually quite similar to her sisters. I chose to use the Clemson’s for two reasons (1) I had a beautiful 3-D model, and (2) at age eight, I built my first plastic model kit – the USS Clemson. Because they were long, thin, very fast, and had a single weather deck from stem to stern, they were referred to as “flush-deck four-stackers”. They tended to roll in any sort of seaway, and their weather decks were soaking wet at high speed – but they were fast, packed a lethal punch – and destroyer captains loved them. They had, for the most part, long and active careers and did yeoman service in WW II when fifty of the class were loaned to Great Britain. This beautifully detailed model is courtesy of Barroco Hispano. I took his model, converted it to a prop, and created the “nesting” lots – a common mooring method with all destroyers. “AP’s” props are all over this picture, but the detail on the two tugs is exceptional. I never dreamed tugs could be this fascinating! I never thought I would hear the word “beautiful” linked with a tug boat – but in this case – it is appropriate! Here is a nice shot of a destroyer “division” hove-to off “Gull Rocks”. For those of you interested in destroyers, rocks, and disasters – go to Wikipedia and search for “Honda Point Disaster 1923”. A classic example of command incompetence and “Murphy’s Law”. LINKS FOR NEW PROP PACKS...... MANY THANKS to @Barroco Hispano for his many beautiful and highly detailed warships. SPECIAL THANKS to my collaborating partner @AP” for volunteering his talent and very hard work creating so many beautiful and wonderfully detailed models. The Cuxhaven Series would be impossible without him. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

British light cruisers and destroyers putting to sea. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 12: PULLING THE LION’S TAIL The staff of “Room 40” in the early days of the Great War. Hard to believe they could cause the Imperial Navy so much trouble, isn’t it? On 13 December 1914, the British code-breakers in “Room 40” of the Admiralty began to notice an increase in German wireless traffic in Wilhelmshaven. Unbeknownst to the Germans, the British Naval Intelligence Services had been provided with German Naval code books. They were taken from the cruiser SMS Magdeburg in August 1914, when she ran aground and was captured by the Russians off the Estonian coast. The Admiralty code-breakers could now read German wireless traffic within a few hours of receiving them. Their understanding of the codes and “call signs” (and how they were used) was not complete, but sufficient information had been assembled by the evening of 14 December to know a German squadron made up from the 1st Scouting Group would be leaving port shortly. Crucially, they could find nothing suggesting the Hochseeflotte would be involved. HMS Lion circa 1913 – 26,270 tons – 28 knots – 8x13.5-inch guns – 16x4-inch guns – 2x21-inch torpedo tubes – belt armor 9 inches. Lion as she might have appeared moored at her buoy in the Firth of Forth. She served for most of the war as the flagship of the Battle Cruiser Squadron and then of the Battlecruiser Fleet. Despite being “high-sided” and a bit ungainly, she is a good-looking ship – much more business-like than the previous Invincible and Indefatigable Classes. Model provided by @Barroco Hispano. In an effort to get away from the troublesome “wing turrets” of the previous two battlecruiser classes, Lion’s designers managed to get all four main battery turrets on the centreline. But the new arrangement had its own problems (note the separation of the third funnel). Putting “Q” turret amidships forced them to arrange the boiler rooms and machinery spaces around them. The “up-side” of the layout allowed all four turrets to fire broadside with generous firing arcs. HMS Orion circa 1912 – 21,922 tons – 21 knots – 10x13.5 inch guns – 16x4 inch guns –3x21 inch torpedo tubes – belt armor 12 inches. This is the battleship design upon which Lion’s design was based. Below is a close-up of this wonderful model for you to enjoy. Even the weathering on the hull is exquisitely done. Courtesy of Barroco Hispano. The Admiralty immediately realized there was going to be another coastal raid -- and the Royal Navy’s reputation was on the line. They telegraphed Scapa Flow and ordered Admiral Jellicoe to send the 1st Battlecruiser Squadron (Vice Admiral David Beatty) composed of HMS Lion, Queen Mary, Tiger, and New Zealand, together with the Grand Fleet’s 2nd Battle Squadron (Vice Admiral Sir George Warrender) comprising the dreadnoughts HMS King George V, Ajax, Centurion, Orion, Monarch, and Conqueror, accompanied by the 1st Light Cruiser Squadron (Commodore William Goodenough) with HMS Southampton, Birmingham, Falmouth, and Nottingham. All to put to sea as soon as they raised steam. The “Harwich Force” (Commodore Reginald Tyrwhitt) was ordered to sea with the light cruisers HMS Aurora, Undaunted, and 42 destroyers – to join Beatty. Commodore Roger Keyes (Submarines – Dover) was to dispatch eight submarines and his two destroyer leaders – HMS Firedrake and Lurcher – to take station off the Dutch island of Terschelling, just in case the German squadron made for the English Channel. Jellicoe protested that, although Beatty and Warrender should be able to deal with Hipper, they would be outmatched if the Hochseeflotte turned up – unannounced. He added the 3rd Cruiser Squadron out of Rosyth (Rear-Admiral William Pankenham) with HMS Devonshire, Antrim, Argyll, and Roxburgh. They were to rendezvous with Beatty’s force 25 miles south-east of the Dogger Bank. Since they did not know what target the Germans had chosen, the plan was to ambush them on their way back to the Jade. HMS Tiger at anchor in Scapa Flow – 28,500 tons – 28 knots – 8x13.5-inch guns – 12x6-inch guns – 4x21-inch torpedo tubes – belt armor 9 inches. Sometimes referred to as “the most beautiful warship ever built, then and now”. Also frequently included in the sobriquet “The Splendid Cats” – referring to the much admired battlecruisers HMS Lion, Princess Royal, and Queen Mary. HMS Tiger tied-up quayside. Though more or less equal to the Lion Class in her particulars, Tiger is a decided improvement. The designers created a much better deck layout, concentrating the superstructure and three funnels between “B” turret and “Q” turret. They did, however, continue to separate “Q” and “X” turret with the machinery spaces below decks. The handsome battlecruiser model is courtesy of Barroco Hispano. In the lower center of the picture you can see old three-masted sailing ships tied up to mooring dolphins – much like pictures of Hamburg Harbor just after the turn of the century. Ahead of Tiger a Sophia Class paddle tug is nudging a lumber lighter against the dock. The long row warehouses were re-lotted from @mattb325 “Austral-Asian Shipping Company”. The beautiful sailing ships, tugs, lighters, and mooring dolphins are by the talented @AP. This is a close-up shot of HMS Tiger’s central superstructure detail. The forward bridge elements have taken on a more modern and utilitarian appearance with a heavy tripod mast and a spacious spotting top for the gunnery control systems. One may debate whether or not she was “the most beautiful capital ship ever built”. But she was a tough old girl. At Jutland she was hit 18 times (16 hits scored by Moltke) and suffered a good bit of damage. But one thing is NOT a subject of debate – her gunnery was abysmal. Out of 303 main gun rounds fired, she is credited with one hit on Moltke and two on Von der Tann – a mere 1% hit ratio. Just imagine the damage her 1,400 pound shells could have done if she had managed even a 5% hit ratio. THE SCARBOROUGH, WHITBY & HARTLEPOOL RAID North Sea -- a modern map, but most of the features mentioned are still called by their 1914 names. After the ease with which the Yarmouth raid had been carried out, the Imperial Naval High Command had, indeed, planned another raid -- again with the intention of luring part of the Grand Fleet out where it could be isolated and destroyed. Konteradmiral Franz von Hipper would command the raiding force – the “Panzerkreuzer” of the 1st Scouting Group -- SMS Seydlitz (flagship), Von der Tann, Moltke, and Derfflinger – reinforced by the “grosse kreuzer” SMS Blucher – and accompanied by the light cruisers SMS Strassburg, Graudenz, Kolberg, and Stralsund, with 18 destroyers. The squadron steamed out of the Jade at 03:20 on 15 December and steered north until they reached the Horn’s Reef lightship, where they altered course to the west – and Scarborough. It was Hipper’s intention to arrive off the English coast just after daylight, the morning of the 16th. SMS Derfflinger – 26,600 tons – 26.5 knots – 8x12-inch guns – 12x5.9-inch guns – 4x3.5-inch guns – 4x19.7-inch torpedo tubes – armor belt 11.8 inches. The newest and most powerful of the “Panzerkreuzer”. Below is a close-up showing the wealth of detail in this model of a truly graceful warship. Model courtesy of Barroco Hispano. Later that night, approaching Dogger Bank from the northeast, the destroyer S-33 became separated from 1st Scouting Group and broke wireless silence to ask for directions. Hipper, fearing the transmissions might give away their position, ordered the destroyer to be silent. With no other choice, the lost destroyer set course for home. On the way, S-33 sighted four British destroyers and sent a sighting report by wireless. The incident with the sighting report bothered Hipper. His wireless operators were picking up increasing amounts of British traffic. And what were four destroyers doing east of Dogger Bank at this time of night – and in weather that was turning bad? With no further information, he concluded British fishing trawlers might have reported his squadron’s presence. Though Hipper could not know it, the “lost” German destroyer had, in all likelihood, sighted Beatty’s destroyer screen as his battlecruisers steered south-east for the rendezvous point off Dogger Bank. SMS Kaiser – 24,724 tons – 23.4 knots – 10x12-inch guns – 14x5.9-inch guns –12x3.5-inch guns – 5x19.7-inch torpedo tubes – armor belt 13.8 inches. One of the dreadnought battleships assigned to III Battle Squadron, Hochseeflotte. Magnificently detailed model courtesy of Barroco Hispano. Twelve hours after Hipper’s departure (15:00), Admiral Friedrich von Ingenohl put to sea with the main body of the Hochseeflotte – I and III Battle Squadrons with 14 dreadnought battleships, II Battle Squadron with 8 pre-dreadnought battleships, and the 2nd Scouting Group of 2 armored cruisers and 7 light cruisers, attended by 54 torpedo boats and destroyers. Von Ingenohl planned to provide distant support for the raid, while laying an ambush should a British force pursue Hipper’s squadron. Unfortunately, the Kaiser’s orders to avoid a fleet engagement still stood, and though he had approved the raid – he had not approved von Ingenohl’s use of the battle fleet in support. Accordingly, von Ingenohl advanced the main body with caution. He planned to stay close enough to Wilhelmshaven to be able to fall back if faced with a superior British force. Von Ingenohl would lay his ambush just southeast of Dogger Bank – provided Beatty did not get there first. Panzerkreuzer SMS Seydlitz – 24,988 tons – 26.5 knots – 10x11-inch guns – 12x5.9-inch guns – 12x3.5-inch guns – 4x19.7-inch torpedo tubes – belt armor 11.8 inches. Below is a close-up of this beautifully detailed and textured model by @AP. Aboard the flagship (Seydlitz), Admiral Hipper paced the bridge as the squadron neared the English coast. The eastern sky had lightened somewhat, but the weather had worsened, and waves began to roll over the ship’s bow. At 06:35 on 16 December, Hipper signaled the destroyers and three light cruisers to make their best speed back to Wilhelmshaven. Rough seas or not, the light cruiser Kolberg would have to stay – she had 100 mines to lay off Flamborough Head. Fifteen minutes later, he signaled the squadron to break off into their assigned attack groups. Kolburg set off to carry our her part of the raid. SMS Seydlitz, Moltke, and Blucher turned north to shell Hartlepool, while Von der Tann and Derfflinger steered south to shell Scarborough, and then Whitby. Hipper was completely unaware the German ambush plan had already unraveled. Panzerkreuzer SMS Moltke – 22,979 tons – 25.5 knots – 10x11-inch guns – 12x5.9-inch guns –12x3.5-inch guns – armor belt 11 inches. The beautiful model is courtesy of “AP”. ENCOUNTER AT DOGGER BANK Sir George Warrender’s 2nd Battle Squadron steamed out of Scapa Flow at 05:30 on 15 December, but the weather was already so bad around the Orkney’s he left his destroyer escort behind. Fortunately, when he rendezvoused with Beatty’s battlecruisers at 11:00, near Moray Firth, he found they had brought seven destroyers. Warrender (senior) took command of the joint force and set course for the appointed ambush east of Dogger Bank. All went smoothly until 05:15 in the morning darkness of 16 December. The destroyer HMS Lynx sighted the enemy torpedo boat SMS V-155. The German ship was part of the 2nd Scouting Group in advance of the Hochseeflotte, and duly sent von Ingenohl a wireless sighting report. The British destroyer flotilla promptly hauled out of position to go investigate. A fire fight immediately brewed up with an indeterminate number of German cruisers and torpedo boats. HMS Lynx was hit, damaging a propeller, and HMS Ambuscade was hit several times, began taking on water, and turned away. HMS Hardy took several shells from the cruiser SMS Hamburg, causing severe damage and starting a fire – though she managed to get off a torpedo. Hamburg sent off another wireless report to von Ingenohl – this one about the torpedo attack. After fumbling around in the dark for about fifteen minutes, and shooting at anything that looked like a ship, the action was broken off. It was, as skirmishes go, nothing unusual – but in the darkness it looked much more sinister, with gun flashes lighting up the horizon in several directions. Around 05:40, one of the four remaining battle-worthy British destroyers, HMS Shark, again made contact – this time with five German destroyers. The British immediately opened fire and went into the attack. The Germans fired a few rounds, then prudently withdrew into the hazy morning darkness – immediately reporting the renewed enemy contact to von Ingenohl. German wireless communications were functioning perfectly, and German commanders understood that all information was valuable to the fleet C.-in-C. The seas had continued to rise during the night, worrying von Ingenohl as to how much longer he could keep his light forces at sea. Having the night suddenly erupt in gun flashes was not helping. The Admiral knew he had already exceeded his orders by taking the battle fleet beyond the safe haven of the Heligoland Bight. When the report of the second skirmish came in – that was enough for him. There was no particular reason why the fleet should encounter enemy light forces off Dogger Bank in such foul weather. AND – why were they acting so aggressively – unless they were the advance screen of the Grand Fleet? At 05:45, von Ingenohl came about and the Hochseeflotte set course for the southern entrance to the minefields along the East Frisian Islands. Around 06:50, HMS Shark and the remaining destroyers sighted the armored cruiser SMS Roon and it’s destroyer escort. (Roon was the rear guard of the withdrawing Hochseeflotte.) Captain Loftus Jones (Shark) signaled the sighting at 07:25. and it was picked up by Warrender and the battlecruiser HMS New Zealand – but the information was not relayed to Beatty. (British captains were notoriously reluctant to signal the flagship with relayed messages – or even “sighting reports”. A situation that plagued the Royal Navy throughout the war.) At 07:40, Shark closed Roon to fire torpedoes, but two other cruisers appeared out of the morning mist and he had to withdraw at high speed. Warrender brought his battle squadron around, steering toward Shark’s position, and expected Beatty to do the same. At 07:36, he signaled Beatty to make sure, but got no reply. Warrender finally got through to Beatty at 07:55, and Beatty sent New Zealand and three light cruisers to search for the Germans. Beatty followed with the rest of the battlecruisers. Around 08:42, the battleships and battlecruisers were barreling along at flank speed when both Warrender and Beatty received a wireless report from HMS Patrol that she and Scarborough were under attack from two German battlecruisers. The chase of Roon was abandoned, and the British squadron put about yet again, to intercept Hipper. (Beatty had been recklessly charging about “like a bull in a china shop” -- desperate to find something German to shoot at. His decision to allow Roon to escape may have been most fortunate. Roon would certainly have led him right under the guns of the Hochseeflotte – and Beatty might well have lived long enough to regret that.) SHELLING OF SCARBOROUGH, HARTLEPOOL, AND WHITBY German Panzerkreuzer shelling Scarborough. (Willy Stower) Around 04:30 on 16 December, the men of the Durham Royal Garrison Artillery were turned out of their warm bunks and told to “stand to” in “battle-dress”. A telegram from the Admiralty had arrived warning there might be an offshore raid in progress and Hartlepool could be a target. Of the three towns targeted that day, Hartlepool was the most significant, with war industry factories and extensive dock facilities. The port was defended by three 6 inch naval guns – two in Heugh Battery on a point north-east of the harbor, and one at the harbor mouth on Lighthouse Causeway. The “Durham Royals” immediately began preparations to go into action, while ammunition parties moved shells and powder charges from the magazine bunkers to the “ready lockers” in the gun pits. At 07:46, three large warships appeared over the horizon, approaching at high speed. Shells began to fall on the town at 08:10, but no warning had been given to the naval patrols in the area. With the bad weather overnight, only the destroyers HMS Doon, Test, Waveney, and Moy were at sea – and they were taken under fire by the German ships within minutes. Considerably outgunned, the destroyers turned away – with the exception of HMS Doon – which closed to 5,000 yards, fired a single torpedo (it missed), then turned away as well. There were two scout cruisers in the harbor, HMS Patrol and Forward. Forward remained at anchor with no steam up, while Patrol at least made an attempt to get to sea. Not far out of the harbor mouth, she was hit by two 8.3 inch shells from Blucher and Captain Bruce was forced to beach the ship. The submarine HMS C-9 followed Patrol to sea, but had to dive when a forest of shell splashes erupted around her. (Commodore Keyes – Commander Submarines, Dover – later commented...”three large, nearly stationary, German capital ships spent fifty minutes lobbing shells into a town – yet, C-9 returned to harbor after the raid with a full load of torpedoes!”) Seydlitz, Moltke, and Blucher steamed in line ahead offshore, their big guns leisurely firing on the town while the secondary batteries engaged the British warships. When the squadron neared the limit of their firing arcs, Hipper reversed course to starboard and made a return pass – repeating the “loop” several times. In all, 1,150 shells were fired into Hartlepool, hitting the gasworks, railways, steelworks, seven churches, and 300 houses. Some 86 civilians died and 424 were injured, while 7 soldiers were killed and 14 wounded. It is worth noting that Private Theophilus Jones (Durham Light Infantry) was the first British soldier killed on British soil by enemy action in 200 years. The shore batteries were initially confused about the approaching ships – until shells began falling in town. Two guns engaged Seydlitz, while the third gun fired on Blucher. The German ships were at such close range many of their shell fuses did not activate, and since the shells were traveling nearly horizontal rather than plunging – often failed to explode, or simply ricocheted into town. The shore gunners found their shells to be ineffective against warship armor belts, so they aimed for the superstructures and wireless antennas. Seydlitz was hit three times with no casualties and minor damage. Moltke was hit once, between decks, with minor damage and no casualties. Blucher, however, was hit six times – two 5.9-inch guns were disabled, the bridge was hit, one 8.3-inch gun was disabled, and she suffered nine dead and three wounded. (Blucher’s thinner armor had paid a price.) One of the private dwellings in Hartlepool struck by a 5.9-inch shell during the bombardment. To the south, around 08:00, Derfflinger and Von der Tann opened fire on Scarborough with their main and secondary battery guns. More than 500 high explosive shells were fired in a slow and steady bombardment of twenty minutes -- chiefly aimed at the Coast Guard station, a naval wireless station, and two transmitting towers -- but also falling on Scarborough Castle, the Grand Hotel, three churches, and various other structures. Nineteen townspeople died. Kolberg finished her minelaying about 08:15 and rejoined the Panzerkreuzern. They then headed north and destroyed the Coast Guard station at Whitby, as well as its’ wireless transmitting station, before setting course to rejoin Hipper. By 09:45, the two forces had linked up, increased to “flank speed”, and laid-in a course to round Dogger Bank to the south – intent on keeping their appointed rendezvous with the Hochseeflotte. Panzerkreuzer Von der Tann – 19,370 tons – 24.8 knots – 8x11-inch guns – 10x5.9-inch guns –16x3.5-inch guns – 4x17.7-inch torpedo tubes – belt armor 9.8 inches. This fabulously detailed model is courtesy of Barroco Hispano. THE TRAP THAT DIDN’T SPRING The weather was still wretched, and visibility was extremely limited, but Hipper’s Panzerkreuzer muscled their way through the heavy seas at 22 knots. In an hour or two, they would alter course to the east -- and away from English waters. The Admiral had gotten in undetected, carried out the raid, and was now about to rendezvous with the Hochseeflotte, where there would be safety in numbers. The ship’s Navigation Officer estimated Hipper’s detached cruisers and destroyers were about 50 miles ahead (slow going in heavy weather) and would soon join the battle fleet. They might take a bit longer because the British had mined the area to shield the Yorkshire coast, but U-Boats had charted the swept channel. So they should manage it. Around 11:25, HMS Southampton (scouting for Beatty’s battlecruisers) sighted German ships through the rain and haze. A few minutes later, she signaled...”engaging German light forces...”. HMS Birmingham was detached from the screen and sent to assist. Shortly thereafter, Commodore Goodenough sighted the cruisers SMS Strassburg and Graudenz – but failed to report them. (Another failure to pass information to the squadron commander.) The two remaining light cruisers in Beatty’s screen took the initiative and moved to join the hunt. Beatty – uninformed of the action – ordered one of the cruisers to return to the screen. Unfortunately, the wording of the signal was botched by Beatty’s Flag Lieutenant, Ralph Seymour, who had never received full signals training (and this would not be the last botched signal). This resulted in all the cruisers returning to the screen -- allowing the German cruisers to escape. These were, in fact, Hipper’s detached cruisers and destroyers passing eastward through Beatty’s scouting screen as it advanced southeast. This signaling error was compounded by the fact that none of Beatty’s commanders had reported the various enemy contacts to the flagship. If Beatty had known a force of four light cruisers with destroyers was coming from the west, he would have reasoned they must be the advance screen for Hipper’s squadron. But there was no report, and the enemy force disappeared in the murk, headed down the swept channel of the minefield. At 12:15, the German cruisers and destroyers exited the southern end of the minefield channel and found Warrender’s battleships. SMS Stralsund bought the group a little time by flashing a recognition signal, which evidently confused the British. HMS Orion trained her guns on the little cruiser, but the division commander would not give permission to fire. Warrender also saw the German cruisers and ordered Packenham to give chase with his armored cruisers – but the faster German ships disappeared back into the rain and mist. The big difference is Stralsund immediately reported the position, course, speed, and composition of Warrender’s Battle Squadron to Hipper. Stralsund also reported there was no sign of the Hochseeflotte at the rendezvous point. Hipper’s wireless operators had been monitoring British traffic since they left the Jade, and the strength of the signal gave an idea of how far away they might be. So he knew they were out there. But now he knew there were battleships -- and they had moved to block his route of withdrawal. Worst of all -- the Hochseeflotte was not there to help. Not one to hesitate, Hipper glanced at the navigation chart and ordered a course change to the north-east. He had decided to skirt the north-west edge of Dogger Bank, then steer east for Horn’s Reef. He would be out of reach by the time the British realized “the bird had flown”. Hipper’s Panzerkreuzer dropped anchor in Schillig Roads at 09:00 on 17 December 1914. Once again, Hipper and his Panzerkreuzern had “pulled the British lion’s tail” and gotten away with it – though a strategic opportunity had gone awry. Ironically, if the Imperial Battle Fleet had maintained their position off the Dogger Bank, they would have brushed aside the thin screening forces and sighted the British capital ships just about first light. Von Ingenohl could have engaged Beatty’s four battlecruisers and Warrender’s six battleships with his 14 dreadnoughts, 8 pre-dreadnoughts, and a whopping 54 destroyers and torpedo boats. In that sort of confused situation, even the old pre-dreadnoughts could have made a good accounting of themselves. Von Ingenohl could have even sent Hipper a wireless message to close in behind the British ships. The raiding strategy was designed to lure a small portion of the British fleet into just this sort of trap. And it had worked perfectly. Ten British capital ships might have been lost that day – their numerical superiority wiped out in a single battle. But von Ingenohl didn’t even bother to use his cruisers to reconnoiter the enemy strength before putting about and heading for home. Simply put – he lost his nerve. As a result of the whole affair, the British Press made much of Beatty’s failure to bring the German raiders to battle, and it was decided to move the battlecruisers south, to a new base at Rosyth, on the Firth of Forth. This would considerably shorten any response time. For Admiral Jellicoe’s part, he decided any time a German operation was in the offing – the Grand Fleet would sail “en masse” in support. This would ensure Jellicoe was on hand to coordinate actions and make strategic and tactical decisions. (Reviewing the action reports – some fears were expressed at high levels regarding Beatty’s impetuosity – and the potential for catastrophe had he engaged von Ingenohl.) The Kaiser reprimanded his admirals (as a whole, rather than point out individuals) for their timidity, but von Ingenohl’s reputation suffered greatly. The Kaiser’s orders not to engage in fleet actions had unduly influenced Ingenohl – but they remained in force. NEXT TIME…… DEATH OF A HYBRID ONCE AGAIN -- MANY THANKS to @Barroco Hispano for his generosity in providing so many beautiful and highly detailed warships. VERY SPECIAL THANKS to my collaborating partner, @AP for volunteering his talent, time, vivid imagination, and advice -- while creating so many beautiful and wonderfully detailed models and props from the Great War Era. I could not do this without him. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative (good or bad). Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Blucher – circa 1908. Though good photographs of her are scarce, this is a fairly good starboard quarter view. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 11: THE HYBRID CRUISER "Hy-brid”: Etymology -- Known in English since 1601, but rare before 1850’s. From the Latin hybrida, a variant of hibrida. (biology) Offspring resulting from cross-breeding different entities, e.g. two different species or two purebred parent strains. (non-biologic) Something of mixed origin or composition; often, a tool or technology that combines the benefits of formerly separate tools or technologies. “Grosse Kreuzer E” is most aptly described by an amalgamation of the two definitions -- a “hybrid”. The warship combined the best traits of the old armored cruiser, with the use of the best possible naval technology, in an effort to remain competitive in what had come to be the “Dreadnought Era”. But the Kaiserliche Marine had not yet fully grasped the new technologies of the “dreadnought concept”. Nor did they have a complete understanding of its’ application – or of its’ extent. The Reichsmarineamt saw advances in warship design as a “staircase” with small, incremental, steps to reach the top. This, literally, “step-by-step” approach allowed the Imperial Navy to design and build solid, reliable, warships that did “yeoman service” all over the world. It also served them well when dealing with a Reichstag reluctant to spend large amounts of money. But this “incremental” approach also guaranteed there would be few “brilliant”, startling, advances in design. The Reichsmarineamt actually thought “Grosse Kreuzer E” would be such an advance. And, they also had no reason to believe the Royal Navy would advance much beyond their Minotaur Class armored cruisers. Neither Tirpitz, nor anyone else in the Kaiserliche Marine, had the least inkling that Jackie Fisher had taken a giant “leap up the staircase” ahead of them. And even Fisher’s agile brain never envisioned the logical conclusion to the evolutionary chain he had set in motion. But “Grosse Kreuzer E” was the ill-fated hybrid that would convince the Reichsmarineamt to make the “leap up the staircase” and find the path ahead that Fisher could not. BLUCHER CLASS HYBRID CRUISER SMS Blucher – circa 1911. Visually, the ship has changed significantly from the old armored cruisers. Gone are the numerous funnels, and the slab-sided, high freeboard hull. She has taken on the low and sleek appearance that would grace her battlecruiser successors. Note the Koteradmiral’s (rear admiral) flag flying at the foremast peak. “Grosse Kreuzer E” was laid down at Kaiserliche Werft shipyard, Kiel, on 21 February 1907. She was launched in April 1908, and commissioned into the Hochseeflotte in October 1909. At her launching ceremony, she was christened “SMS Blucher” (English spelling) in honor of Generalfeldmarshall Gebhard von Blucher, Prince von Wahlstatt – commander of the Prussian army that guaranteed victory at Waterloo. The hybrid cruiser had a displacement of 15,842 tons -- a considerable increase over Scharnhorst. And at 28.5 million Marks -- over-budget by 1.5 million. Measuring 530 feet, she was longer than previous classes, with a hull constructed of transverse and longitudinal frames, and hull plating riveted to them. She had thirteen watertight compartments with a double bottom running 65% of her length. Her forecastle deck was raised forward to keep heavy seas from washing over the bow. Amidships, rather than the high, slab-sided-hull of previous armored cruisers, the weather deck was low and flush all the way to the fantail. She was manned by 41 officers and 812 enlisted men. SMS Blucher -- plan profile. Blucher was given the standard single rudder, triple screw arrangement, driven by new and more powerful four cylinder triple-expansion steam engines. Each engine was installed in it’s own engine room to improve watertight integrity. Steam was fed to the engines from eighteen coal-fired, water-tube boilers, with thirty-six fire boxes divided among three boiler rooms. Blucher had been designed for 24.5 knots, but achieved 25.4 knots on trials. In fact, Blucher holds the record for the highest horsepower (37,799 ihp) ever achieved by a reciprocating engine warship. She operated on a normal load of 900 tons of coal, but could take on board 2,500 tons for a wartime load, which provided an operating radius of 7,600 miles at 12 knots. Blucher is instantly distinguishable from her contemporaries by the singularly tall tripod mast and spotting top. Gunnery science was just being introduced, and the naval architects had to allow enough room in the spotting top to install the ranging equipment and communication systems for “Director Control” of the main gun turrets. Accordingly, they installed a heavy tripod mast to avoid vibration from a lighter pole mast which could have interfered with proper operation. It should be noted Blucher is decked out in her peacetime paint scheme for “home waters” – a dark gray hull with white upper works. In wartime, the white would be painted over in a light gray, chosen to blend in with the ever-present haze of the North Sea. This beautifully detailed and textured model is courtesy of @AP, and brilliantly brings to life a ship critical to understanding warship development of the period – but often gets little attention. The new armored cruiser mounted a main battery of twelve 8.3-inch SK-L/45 (QF) guns in six twin turrets – one fore and aft, and two “wing turrets” on either beam amidships. (Sometimes called a hexagonal arrangement.) Due to the arrangement of the wing turrets, Blucher could only fire eight of her twelve rifles in broadside. These guns sent a 238 lb shell out to about 21,000 yards at the rate of 4 to 5 rounds per minute. The ship’s magazines were designed to store 85 rounds per gun. Visibility in the North Sea was notoriously bad, changed quickly, and was prone to haze and rain squalls. It got even worse in winter months. Under those conditions, an engagement between ships might be measured in two or three minute intervals, when the target was actually visible. But – in a sustained engagement in clear weather – or when chasing a running target – the entire shell allowance could be expended in just 17 minutes of sustained firing. This view shows Blucher’s long, streamlined hull form. She had the same length to beam ratio of about 6.5 to 1.0 which contributed to her speed without going to extreme lengths that might compromise the longitudinal strength of the hull. If you examine the bow, you will notice the “notched”, raised forecastle deck that stretches from the stem to the rear of the forward superstructure. This design feature is common to many WW I era warships, and was largely discarded by the 1930’s. The Kaiserliche Marine preferred a low freeboard on their warships to reduce the target silhouette, but this produced copious amounts of “white water” rolling back over the bow. The easy solution was to raise a narrow forecastle by one deck level, and flare the bow to throw water away from the ship. The clearly visible “notches” in the forecastle accommodate gun casemates and provide forward arcs of fire for torpedo boat defense guns mounted on the main deck level. This “notched” feature would be mostly discontinued by German designers after Von der Tann. SMS Blucher’s secondary battery was somewhat reduced from previous cruisers. She mounted eight 5.9-inch SK L/45 QF guns in MPL/06 casemates, four amidships on either beam. The guns, unfortunately, followed the usual pattern and were mounted at main deck level where they suffered during heavy seas or high speeds. They fired an approximately 100-lb shell using a 30.2-lb RPC/12 powder charge in a brass cartridge case, out to a range of 14,800 yards at a sustained rate of 5 to 7 shells per minute. Magazine capacity allowed 165 rounds per gun. The expected life of the gun tube was 1,400 shells before being replaced. The corrosive effects of powder gases and the shell traveling down the tube would wear out the gun lining and eventually erode the rifling in the barrel. Replacement rates were more frequent with high velocity weapons. In addition, the Kaiserliche Marine had a higher barrel replacement rate than most foreign navies due to their frequent visits to the gunnery practice ranges. This starboard view gives a good idea of the deck layout. The superstructure occupies the entire midships space between the fore and aft gun turrets, and is relatively crowded. The forward bridge structure is much more complicated than previous cruisers, largely due to the addition of stacked banks of searchlights, and the legs of a tripod mast, rather than a pole or military mast. The four wing turrets and their training / firing arcs require a great deal of space. Future large cruisers would be more “minimalist” with their “deck clutter”. For torpedo boat protection, Blucher was armed with sixteen 3.5 inch SK-L/45 QF guns arranged in both casemates and pivot mounts with shields. Four casemates were on either side of the bow, four were in the lower bridge superstructure, and four more were in sponsons on either side of the stern. The last four guns were pivot mounted with shields atop the aft superstructure. They could fire a 22-lb shell out to about 12,000 yards at a rate of 15 rounds per minute. Ammunition stowage was 200 rounds per gun. Built into the cruiser’s hull were the usual four 17.7-inch submerged torpedo tubes – one in the bow and stern, and one on either broadside. Considering the valuable space they occupied, they would be of little practical value. Bow View of SMS Blucher. The armoring scheme of the cruiser was, with a few variations, arranged much the same as previous classes. Krupp Cemented Armor was used throughout. The armor belt was 7.1 inches thick amidships, between the main battery barbettes, and protected the vital components of the warship – magazines, boilers, and engines. Beyond the barbettes, the armor belt was 3.1 inches, tapering to 1.3 inches at the bow and stern. Behind the armor belt was 1.5 inches of teak backing to protect against spalling. German builders followed the usual practice of bolting side armor to the hull, rather than riveting. The protective armored deck was 2 inches thick with sloping sides of 2.8 inches connecting to the lower edge of the belt. Inboard of the midships portion of the armor belt, and separated by a narrow void, was a 1.5 inch torpedo bulkhead – a new innovation in the armor scheme. Blucher’s forward conning tower was 9.8 inches thick, while the aft control position was armored with 5.5 inches. The main battery turrets had 7.1-inch sides with 3.1-inch roofs, and the secondary battery turreted casemates were protected by a 5.9-inch armored strake, with gun shields of 5.1 inches. In this close-up, right behind the forward turret, you can see the navigation bridge, which is separated by a narrow passageway from the oval-shaped armored conning tower with a 15 foot rangefinder on top. Behind that are two “stacked” searchlight platforms stepped against the forward leg of the tripod mast. And behind that, is the first funnel. Though it is a more substantial bridge arrangement than previous armored cruisers, it is efficient and, by comparison, more spartan than those found in other navies. This view clearly shows the turreted casemate guns of the 5.9-inch secondary battery. If you look toward the stern, you can see a group of sailors standing on a platform deck. There is only about eight feet of hull between them and wet feet. The casemate guns are on the same main deck level, and are subject to wave action at high speed or in medium “sea states”. You can also see the arrangement of funnels, deck houses, and ship’s boats amidships. Also, between the aft wing turrets, you can see the white air intake housing for the engine rooms, while air scoops abaft the funnels provide ventilation to the boiler rooms. Again, it looks cluttered, but it is, in reality, essential to the operation of the ship and arranged to occupy as little space as possible. This stern shot shows the aft main battery turret, followed by two air scoops and ventilator louvers, with the aft Control Position built into the aft superstructure deck house. The aft Control Position’s central feature is the oval-shaped armored conning tower with a 15 foot rangefinder on top. In the event the forward (primary) conning tower receives a direct hit by a large caliber shell, it may not be completely destroyed, but the helm, voice tubes and telephones, and engine room “repeaters” (controls), would most likely be disabled. Command of the ship would then be transferred to the aft Control Position where a duplicate set of controls is located. Immediately behind the aft superstructure is a three-tiered bank of six searchlights stepped against the aft pole mast. Though it was not a primary strategy (as it became in the Imperial Japanese Navy), the Kaiserliche Marine was well trained in night battle and the use of searchlights. Commissioned into the fleet on 1 October 1909, Blucher commenced sea trials immediately and finished by early December. She did a two week stretch at the repair docks ironing out small glitches and completing minor fitting-out jobs, and was then assigned to 1st Scouting Group, Hochseeflotte. Shortly thereafter, she became “Flagship – Scouting Forces” and served in that roll until 1911, when she was reassigned as a naval gunnery training ship. With her relatively new gunnery control equipment and 12-gun main battery, she was ideal for the job. Surviving documents from German Naval Archives are generally complimentary of SMS Blucher’s sea-keeping qualities. She had a gentle motion at sea, with very little pitch (rise and fall at the bow and stern) – but she was (like most German cruisers) subject to severe roll (leaning from side to side) when taking a beam sea. The rolling problem occurred because German warships tended to have a somewhat higher metacentric height than ships in other navies. It gave a shorter roll with longer periods “at rest” – providing a more stable gun platform. When Blucher’s helm was put “hard over”, she heeled as much as 10 degrees and lost 55% of her speed. Nonetheless, she was considered a good sea-boat and an excellent gun platform. Here we see Blucher fresh off her sea trials, moored at the repair docks to iron out a few small problems and finish minor fitting-out jobs. The crane barge alongside is making ready to hoist aboard the cases and crates of parts and stores that will be needed. The docks are a series of modified “battleship docks” from the PEG-SNM Series found in the PEGASUS section of the STEX. WMP sea walls have been added to the front side of the docks because they resemble wooden caissons that act as “bumpers’ for the warship hulls. The dock cranes are “100 ton” cranes by “AP”. The small “50 ton crane” between the warehouses is also by “AP”. The water towers are for fire safety, and are borrowed from the Maxis Movie Studio lot. The warehouses are from one of the PEG seaports and have been re-lotted and modified by joining two together to make a long warehouse. The rail-side crane is from the PEG-SNM Dry Dock lot, and is unloading freight from a PEG Steam Tank Engine. The paved areas are a mix of NBVC Container Port concrete pads and Paeng Grunge Concrete with tire-track overlays. If you looked between the warehouses, you might have noticed a large formation of sailors. With Blucher just in from her sea trials, Konteradmiral Franz von Hipper, commanding 1st Scouting Group, has arranged for a tour of the ship. He also suggested his party might stay to dine with Kapitan zur See Erdmann and his officers. Here you see part of the ship’s company drawn up to receive the admiral. The party has gotten out of their jeeps and Kapitan Erdmann is standing in front of his ship’s “kisbee”, saluting the approaching guests. The ceremonial “Kisbee” began life as a simple “life preserver ring” -- invented by Thomas Kisbee (1792 – 1877), a Royal Navy officer. The life preserver was placed near the gangway of a moored vessel as a practical matter. In those days, few “landsmen”, or even sailors, knew how to swim. Over many years it evolved into a ceremonial display of pride in one’s ship. A “kisbee” can come in many shapes and sizes, and almost any form you can imagine. In this case the “kisbee” is an ornate, highly polished, wooden panel mounted in the center of two crossed oars, with brass inlays of the ship’s name across the top. The center piece of the “kisbee” is a pristine life preserver decorated with the ship’s name, and mounted in the center of the ring is the ship’s “badge” (or shield). The “kisbee” is used for all ceremonial occasions, and in this instance, has two sailors at “parade rest” in attendance. The ceremonial “kisbee” is still in use in many navies. (Kisbee tradition suggested by @AP.) It would appear Admiral Hipper arranged for some of his staff officer’s wives to attend the tour and dinner, so it will be a pleasant evening. Especially to men that have not been ashore for nearly three months. Even the officers of the Imperial German Navy were “social animals” during the “Wilhelmine Era”. With the formal greeting ceremonies over, the admiral and his party will be escorted to the warship, where a “side party” will “pipe” him aboard. This close-up shows the crane barge in more detail. The “150 ton crane” on the barge was borrowed from the PEG-SNM Dry Dock lot. It is patterned after dockyard cranes commonly in use in US Navy yards during the early 1940’s up through the early 1960’s. I have modified it to include “steam” – more appropriate to our period. The work shed on the bow is a Maxis “dirty industry” prop, while the barge, itself, is by “AP”. (Note the weathered and “grungy” look.) The sailors on the barge and the “fire watch detail” (left of crane) are by “AP”, as are the “planks & planks with tarp” (beneath crane on right). The litter of crates, cases, boxes, and barrels are, for the most part, by “Historic Harbors” from his “Historic Harbors Series”. He made some seriously good props of this type. The two harbor tugs were gifted by “WolfZe”. This is SMS Blucher underway, as she would have looked circa 1910. The anti-torpedo nets were added in 1910, when the Kaiserliche Marine began to take a serious interest in torpedo defense. (You can see the slanted torpedo net booms along the hull, just above the waterline.) You will note crew members are manning the starboard rail, both fore and aft – and it looks as though she has dipped her colors at the stern. They could be saluting a passing flagship, but with colors dipped, it is more likely she is saluting a Royal member of the House of Hohenzollern. When SMS Blucher was chosen to become the Hochseeflotte gunnery training ship (1911), her forward pole mast was replaced with a large, and heavy tripod mast. The “spotting top” carried the most modern ranging, spotting, and gunnery fire control system available. Her previous “pole mast” was prone to severe vibration at high speed, which would have interfered with the operation of delicate gunnery instruments. You will note the extremely tall “topmast”. This was fitted to carry the wireless aerials, and the taller the mast, the farther the signals could be sent or received. For those that are curious – access to the spotting top was via a ladder inside the center leg of the steel tripod. “AP” has portrayed Blucher as she would have appeared at the Battle of Dogger Bank. When war broke out in 1914, SMS Blucher was reassigned to 1st Scouting Group and joined the more modern “Panzerkreuzern” (armored ships) Von der Tann, Moltke, and the flagship Seydlitz (Konteradmiral Franz von Hipper, Commanding). This assignment might seem rather odd, since the Naval High Command was well aware Blucher was not as powerful as her squadron mates. Though almost equal in speed, Blucher’s armor was not nearly as good, and her 8.3-inch guns were unable to match the range or power of the 11-inch guns on the other cruisers. But the German “Grosse Kreuzern” were seriously outnumbered by the British battlecruisers and needed reinforcement. Blucher did pack twelve guns in her main battery, so 1st Scouting Group seemed the logical place to employ her. SMS Blucher was temporarily detached from the Scouting Group and sent to the Baltic Sea for her first wartime assignment. On 3 September 1914, Blucher and five other cruisers, 24 destroyers, and seven pre-dreadnought battleships of the IV Battle Squadron put to sea in an operation designed to draw out a portion of the Russian Fleet and destroy it. North of Dago Island (now Hiiumaa), the light cruiser SMS Augsburg sighted the Russian armored cruisers Bayan and Pallada. Though she tried to lure them back to the guns of the German main body, the Russian cruisers were too wary and withdrew into the Gulf of Finland. Six days later, the operation was terminated without a major engagement. Russian armored cruiser Pallada – Bayan Class – 1906 – 7,750 tons, 21 knots, 2x8-inch guns, 8x6-inch guns, 20x3-inch guns, 2x15-inch torpedo tubes. Five weeks after Pallada’s encounter with Augsburg, the submarine U-26 would send her to the bottom. THE STRATEGIC SITUATION – NORTH SEA – 1914 In the early months of The Great War, the Imperial Naval High Command was keenly aware they were outnumbered. And they were also aware the British had split their considerable numbers of pre-dreadnought battleships, cruisers, and destroyers into squadrons and flotillas positioned around the North Sea. These “detachments” would watch and patrol while the Grand Fleet was held in support – for the “Climactic Battle” with the Hochseeflotte. It should also be noted England’s relatively large number of submarines, though untried in combat, would prove an aggressive weapon to take the war almost to the mouths of German harbors. The British ships were positioned to block German access to the Atlantic, the English Channel, and to protect the shores of England. In the days of Nelson, British ships-of-the-line would have stood off an enemy’s harbor and prevented their ships reaching open sea – a “close blockade”. With the advent of submarines, floating mines, and torpedo boats, this strategy was deemed too dangerous for the fleets of massive, and expensive, steel dreadnoughts. Instead, a “distant blockade” was instituted to cut Germany off from overseas trade, and to keep her warships bottled-up in the North Sea. A cruiser patrol line was established to intercept merchant shipping between the Orkney Islands and the Norwegian coast, with another patrol line covering the English Channel. Meanwhile, to “keep the lid on” the North Sea, the immense power of the British Grand Fleet was concentrated in the far north, at Scapa Flow, in the Orkney Islands. (The place was barren and positively bleak – but it possessed one of the finest and largest natural harbors in the World.) It might have proven more effective to base the fleet in an east coast port, closer to Germany, but there was no port capable of holding the fleet – some 45 capital ships and 106 assorted cruisers destroyers, etc, etc. The Imperial Naval High Command knew they must find some way to break the Royal Navy’s encirclement, but the only way to do that was by destroying a significant portion of the “detachments” – or the Grand Fleet. And this could only be done in battle. The Kaiser, however, had issued orders against risking the Hochseeflotte in any major engagements. (The principle of the “fleet in being” only works as long as you have a fleet.) Accordingly, German strategists began seeking ways to engage small enemy groups, or squadrons, that could be overwhelmed by the Hochseeflotte. There was, of course, the occasional (and largely accidental) engagement between light forces of both sides in the German Bight – resulting in the sinking of a couple of light cruisers or some destroyers. And both sides fell victim to ambush tactics. But the High Command had to find some way to force the issue and obtain significant advantage over the British. In October 1914, it was decided “raiding” English east coast ports might produce the desired results. “Raids” could have a number of objectives: (1) Heavy ships could cover cruisers laying mines close to enemy ports. (2) Heavy units could bombard enemy shore installations – shore batteries, military camps, naval bases, warships in harbor, etc, etc. Or – (3) Raiding British coastal cities might put pressure on politicians, thereby forcing the Grand Fleet to detach warships for coast defense. Or possibly even station a response force farther south where the Grand Fleet could not readily support them. This might give the Imperial Navy the opportunity to pick off a few heavy units and even-up the odds a bit. THE GREAT YARMOUTH RAID At 16:30 hours, on 2 November 1914, the German “Panzerkreuzern” weighed anchor and steamed out of Schillig Roads. Once clear of the Jade Estuary, they set course for the English coast. The light cruisers SMS Strassburg, Graudenz, Kolberg, and Stralsund raced ahead, forming up in a reconnaissance patrol line, with two ships in the lead and one on either flank of the column. Several miles behind, came the big ships steaming in line ahead: SMS Seydlitz, with Konteradmiral Franz von Hipper’s flag hoisted, followed by Moltke, Von der Tann, and reinforced by SMS Blucher. The heavy units would act in support while Stralsund laid a minefield off Lowestoft and Great Yarmouth, then bombard Yarmouth before turning for home. Two hours behind Hipper, two battle squadrons of the Hochseeflotte, accompanied by scouting groups and their attending torpedo boats, sortied in support. They would lie in wait east of Clever Bank to ambush British warships that might pursue the raiding force. By 06:30 on 3 November, Hipper’s force had rounded the “Broad Foutteens” and sighted a marker buoy at “Smith’s Knoll Watch”, confirming their position. The warships altered course and began their run to Great Yarmouth – the stage was set. The Yarmouth coast was patrolled by the minesweeper HMS Halcyon and the elderly destroyers, HMS Lively and Leopard. Halcyon sighted them first -- two cruisers to the northeast -- and signaled a challenge. She was instantly answered by two small shells, followed quickly by many, much larger shells. As the range closed, Lively, some two miles astern, began laying a protective smoke screen to hide the ships. German shells fell thick and fast, with mountains of water thrown over the British from the 11-inch shell splashes. German shooting was hindered by the smoke screen as well as the fact that everyone was shooting at the same target -- spotting the fall of shot was impossible. At 07:40, Hipper shifted his fire from Lively and threw several shells toward Yarmouth, all of which fell on the beach. As the Panzerkreuzern fired on Yarmouth, Halcyon sent off an “enemy sighted” report, and the destroyer HMS Success sortied from Yarmouth, while three more destroyers began to raise steam. The submarines HMS E-10, D-5, and D-3 also put to sea, but D-5 struck one of Stralsund’s mines and went down. When Stralsund signaled her mines had been laid, Hipper disengaged and set course for the Jade. By 08:30, the action was over. The English ships were back in harbor, and Hipper’s squadron was well over the horizon. Upon arrival off the Jade, Hipper’s squadron encountered thick fog and anchored in Schillig Roads overnight, rather than try to navigate the defensive minefields. Early in the morning, as the fog began to lift, the armored cruiser SMS Yorck (2nd Scouting Group) attempted to reach Wilhelmshaven, but made a navigational error and went down after striking two floating mines. Even a relatively “safe” raid can have unforeseen consequences. The British had been caught completely by surprise. Predictably, it was 09:55 when Admiral Beatty was ordered south with a battlecruiser squadron, and even later when the Grand Fleet sortied in support. The slow response was partly due to the “lag-time” in communications, and partly because Admiral John Jellicoe (Commander Grand Fleet) had been conferring with the Admiralty in London, and was on a train returning to Scapa Flow. But the Imperial Naval High Command was heartened by the ease with which Hipper had arrived and departed, and were much encouraged to try another raid. NEXT TIME…… PULLING THE LION’S TALE AND – two new “Historic Navies 1900” prop-packs have been released. You can find them here…... AGAIN -- THANKS to @Barroco Hispano for so many beautiful and highly detailed warships. SPECIAL THANKS to my collaborating partner -- “@AP” -- for his dedication and hard work, and for graciously working any miracle I have requested. I could not do this without his considerable skill and talent. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

Italian pre-dreadnought battleship Regina Elena – a 4 ship class -- 13,807 tons – 22 knots – 2x12-inch guns – 12x8-inch guns – belt armor 9.8 inches. They were the fastest battleships in the world when launched, and are sometimes referred to as the precursor of the battlecruiser concept. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 08: THE ITALIAN, THE FIRST LORD, DREADNOUGHT, & THE UNEXPECTED. Vittorio Cuniberti – 1854 - 1913. A Naval Engineer in the Regina Marina (Italian Navy). Despite the poor quality of the photo, you get the idea. Typical “handlebar” mustache of the period, hair parted in the middle – and enough medals to choke a horse! Cuniberti was born in Turin and joined the “Genio Navale” in 1878. This department of the Italian Navy specialized in ship design and construction. He rose through the ranks and was promoted Major General in 1910. His best work was the design and building of the Regina Elena Class pre-dreadnought battleships of 1901. At 22 knots, they were the fastest battleships of their day. But he would come down to us in history as the author of an article in the 1903 edition of “Jane’s Fighting Ships”. His article put forth the case for building “all-big-gun” fighting ships. Up to this time, the various navies of the World had been building slow, thickly armored battleships (pre-dreadnoughts) with as many as four different calibers of guns aboard. The ships were lumbering, short and tubby, and overloaded with armor and guns. The idea was to waddle your way alongside the enemy and let fly with everything you had. Gunnery was a low priority – “What...?? Gunnery practice? Good God, Man!! That leaves powder stains on the paintwork!!” It was questionable as to how many of those shells would actually find their way to the target. Not to mention the fact that there was so much experimentation with ships, guns, and armor, that it was nearly impossible to form any sort of scientific theories or achieve any concrete results. But Cuniberti proposed a simple and streamlined ship – his “Colossus of the Seas”. She would be long, and low, with only guns and funnels above decks, with a minimal command bridge. This would produce a smaller target silhouette and remove all deck clutter that might be shredded or set on fire. And his theoretical ship would be fast. With a speed advantage, she could choose to attack or withdraw, or to select an engagement range that was to her advantage. She would carry a single caliber of gun – the biggest in existence at the time – the 12-inch gun. And his “Colossus” would be armored thickly enough to be impenetrable against anything up to the 12-inch guns of an enemy. Cuniberti envisioned a battery of twelve big guns – giving him a significant edge over the competition’s usual four. Cuniberti painted a vivid picture for his readers. His ship would quickly close with the enemy and unleash such a powerful broadside she would devastate first one enemy ship, then the next one in line, and the next – eventually chasing down and destroying an entire enemy fleet! He even theorized a squadron of six such “Colossi” would be so overwhelming as to deter any opponent. Among all this “theoretical” rapture, he mentioned one down-side – the cost. He said this sort of ship would only be available to a “...navy at the same time most potent, and very rich”. So your nation had to be strong at sea – with lots of money to spend. That does kind of narrow the field a bit. Cuniberti did, in fact, propose a design for the Italian Navy, but the government declined on the grounds of projected costs. They did, however, give him a consolation prize – permission to publish his thesis in “Jane’s Fighting Ships”. And there is one final item of significant interest. Cuniberti’s article was published well before the 1905 Battle of Tsushima – but the battle would endorse his theory. Once the smoke had settled and all the foreign observers filed their “After Action” reports, four things stood out. (1) Having too many gun calibers on a ship made it difficult to “spot the fall of shot”. Simply put – with so many shells of nearly the same caliber falling around a target, it was impossible to tell if yours had hit or missed. (2) The Russian ships had tall hull silhouettes and “piled-up” superstructures – making easy targets for Japanese gunners, and providing lots of material that caused showers of deadly splinters and thick, voluminous clouds of smoke when it caught fire. (3) The faster Japanese ships were able to control the range, while the slower Russians had no hope of escape. And – most importantly – (4) the real damage to the Russian ships had been caused by the 12-inch guns of the Japanese fleet. All the smaller guns were not much more than “smoke and noise” makers. Until Cuniberti published his article in the prestigious “Janes” annual, there had been talk of “all-big-gun” ships, but it had been just that – talk. A naval architect over here – a constructor over there – and an admiral dining with a friend in his London “club”. They all “talked” over luncheon or speculated over their after dinner brandy and cigars. But the article opened their eyes. This Italian naval architect was seriously advocating the idea. Which meant the neighboring Austrians must be considering it. And the French! And worst of all – “Kaiser Bill’s” navy as well!! And this was not idle speculation. “Jane’s Fighting Ships” (Fred T. Jane – editor) was published, annually, in a bound volume organized into sections by nation – Great Britain, Germany, United States, Romania, Greece, etc, etc. It listed every nation with naval assets – no matter how small. If Monaco had a tugboat with a machine gun – it got a mention. The “national” sections listed ships by type and class and told you how many, how big, how many guns, how much armor, how fast – etc, etc. Granted – this intelligence was not always perfectly accurate – and it may have been obtained by less than “sporting” means. But “Jane’s” was, pretty much, a “who’s who” and “what’s what” of your potential enemy’s fleet. Everyone was known to read “Jane’s” (or Brassey’s Naval Annual) like a “Bible”. Everyone -- from junior officers to cabinet ministers. And that’s where “The First Sea Lord” takes center stage. Sir John Arbuthnot Fisher – 1841 - 1920 -- 1st Baron Fisher of Kilverstone. Known to his friends as “Jackie” – and to his enemies by less polite names. And – he obviously wins the competition for wearing the most medals! By 1903, the political atmosphere in Britain was growing increasingly suspicious. Between 1890 and 1903, Germany had launched twelve pre-dreadnought battleships and had six more on the builders slips. The Royal Navy certainly had more battleships, but she also had to maintain the strength of the Mediterranean Fleet, the Channel Fleet, The Atlantic Fleet, and the Home Fleet -- in addition to a handful of battleships operating as support for colonial stations. The German Navy had no such commitments and was able to concentrate her battleship strength in home waters – the North Sea. The British saw the German fleet as a direct threat to their naval supremacy – the first threat since Trafalgar, a century before. What’s more the naval threat was backed by the overwhelming power of the German army. All too clearly, the British understood that if the Hochseeflotte could control the North Sea for only a few days, the German army could land in England and easily defeat their much smaller army. The only plausible answer seemed to be building more and more battleships – and faster. But they say...”As the challenge arises, so rises the man to the challenge”. John Fisher entered the Royal Navy as a cadet in 1854, at age thirteen. From his first days in training, he was eager to learn, and quick to apply what he had learned. He was energetic, enthusiastic, and clever. He did, however, have a disconcerting habit of questioning his instructors until he had exhausted the block of instruction, as well as the instructor. As he grew older, and quickly rose through the ranks, he became known as a...”man who demanded to be heard, and one who didn’t suffer fools gladly”. When Fisher argued a point, he often became quite agitated. On one occasion, King Edward VII, an admirer and staunch supporter, finally had to ask him to quit shaking his fist in the Royal face! It should also be noted that Fisher was capable of being quite charming and persuasive when it suited his purpose. His easy charm, turned on and off like a light switch, often covered his taciturn nature and frequently made up for blunt or tactless comments. Fisher was a bit eccentric, and around 1877 he became interested in dancing. So much so, that he insisted all his ship’s officers should dance on deck in the evenings when the ship’s band played for the senior officer’s wardroom. In the Victorian navy, influence was often more important than being proficient, and Fisher used his charm and skill on the dance floor to sway politically important ladies. (Because they knew just how and who to influence.) The really odd thing about the man, is that he suffered from sea sickness his entire life. Putting all the “quirks” aside, Fisher believed the fleet should be efficient, proficient, and instantly ready for war. All his reforms and innovations were aimed at modernizing the fleet and making it “battle-ready”. And anything standing in the way should be swept away. “Anyone who opposes me, I crush”...was a frequent comment, and this autocratic streak grew worse as Fisher grew older. So did his unshakable belief in himself and his ideas. Whatever he believed to be correct -- MUST be correct. Along with “efficient and proficient” was his belief promotion should be based upon merit. And “merit” included officers skilled and knowledgeable in the modern weapons of war – torpedoes, gunnery science, submarines, and fast ships. (Fisher had a mania for speed – conducted all his fleet maneuvers at “flank speed”.) This belief in merit automatically divided the Royal Navy into two groups. The younger officers, learning new weapons systems and striving for promotion – and -- the “Old Salts”. The “Old Salts” were battleship captains waiting patiently for promotion to rear admiral -- and admirals commanding squadrons or fleets, “putting in their time”, waiting for promotion, an honorific title, and a job at the Admiralty. Fisher, quite reasonably, believed nations only fought wars for material gain. If Britain had a strong fleet, it would deter others from engaging her in a war. If they attacked her colonial possessions, the Royal Navy could choke off the sea lanes. If an enemy attempted to invade the Island Kingdom, the Royal Navy would destroy them before they came within sight of land. The might, and much vaunted reputation, of the Royal Navy was the best possible deterrence against war. “On the British fleet rests the British Empire”...as Fisher pointedly remarked in crucial negotiations with the Chancellor Of the Exchequer. Fisher also believed defeated armies could be rebuilt quickly, while a catastrophic defeat at sea could lose a war in a single battle, in a single day. The notion of losing the war in a single day became something of a “bogey-man” for British admirals and politicians. Everyone expected great things from the Royal Navy – but were afraid to take the risks needed to achieve them. In the end, prudent caution would win out over Nelsonian heroics. The possibilities of the “single-day-battle” was wholly based on the theory of “The Climactic Battle”. This idea, while plausible, was -- in reality -- very nearly impossible to achieve. Since Hannibal crushed the Romans at Cannae in 216BC, every admiral or general has sought the “Climactic Battle” – or battle of annihilation. For three years during the American Civil War, Robert E. Lee sought to out-maneuver and crush his opponents. Though brilliantly done, Lee never understood the first armies of the “Modern Era” were too large and complex to be overwhelmed and shredded. Nelson actually achieved the battle of annihilation at Trafalgar in 1805, through his genius, audacity, and the substandard performance of the French and Spanish fleets. Togo achieved a similar victory a century later at Tsushima, through sound tactical execution and the utter ineptitude of his Russian opponents. However, sinking an entire fleet of heavily armored, smoke belching, fire-breathing, 20th Century pre-dreadnoughts in a single engagement, was a completely different problem. Unfortunately, Jutland did not provide a conclusive fleet engagement. Which brings us back to where Cuniberti came in. Admiral Togo on the bridge of his flagship Mikasa as the Japanese battleships steam in line ahead formation -- closing on the approaching Russian ships. Note the early version of a rangefinder in use directly behind Togo. By early 1902, Fisher had been promoted to full admiral and was finishing up a three-year tour as Commander, Mediterranean Fleet – the preeminent posting in the Edwardian Era Royal Navy. He had made great progress in training his officers to function in the “modern” navy, rather than the “Victorian” navy – but he had begun to realize training ships and crews to be superior to all others might not be enough. He was looking for an “edge” and thought faster ships might be the answer. He had made the acquaintance of a naval constructor while in Malta, and they began working on rough sketches and design ideas for new ships that might better utilize his trained crews and modern methods. The year 1903 found Fisher taking up his new post as Commander-In-Chief, Portsmouth, when the Cuniberti article was published. While he never gave any inspirational credit to Cuniberti, it is certain he was familiar with the article and his other theories. Fisher could not have avoided them. Since the “big gun” proposal had now been published, it was more imperative than ever to act. This just might be the “edge” he was looking for. Fisher gathered an unofficial group of advisors (mostly naval architects and shipbuilders) in early 1904 and went to work on his earlier sketches and concept designs to formulate the ideal characteristics for a battleship. The time was fast approaching when he could make these theories a reality. On 20 October 1904, Admiral John Fisher was appointed First Sea Lord of the Admiralty, and was further promoted “Admiral Of The Fleet” in December. The decision was made by the government, and approved by King Edward VII, to bring Fisher into the Admiralty to reduce the naval budgets, and reform the navy along modern lines – efficient and proficient. The feeling was the Royal Navy had become too large, too expensive, and too hide-bound to measure up against the growing naval arms race with Germany. And Fisher was seen as the relentless, driving Juggernaut to correct the problem. One of his first acts was to push through the Board Of Admiralty a decision to arm the next battleship with 12-inch guns, with a speed of no less than 21 knots. (In direct agreement with Cuniberti’s proposal.) In January 1905, he convened a formal “Committee On Designs” (including many of his former advisors) to evaluate design proposals and to assist in the detailed design process. At the same time, Fisher provoked massive public controversy and inter-service opposition as he ruthlessly laid-up 64 ships in reserve and scrapped 90 obsolete ships, characterizing them as...”too weak to fight and too slow to run away -- a miser’s hoard of useless junk”. This freed-up crews and operating funds to increase the numbers of large, modern ships in home waters. He trimmed 3.5 million Pounds from the 1905 naval estimates – and was still able to institute new building and training programs that greatly increased the fleet’s effectiveness. HMS Lord Nelson – 1908. The last class of British pre-dreadnought battleships – 17,820 tons – 18 knots – 4x12-inch guns – 6x9.2-inch guns – 5x18 inch torpedo tubes – sister ship HMS Agamemnon. HMS Dreadnought – 1906. The first all-big-gun battleship in the World – 18,120 tons – 21 knots – 10x12-inch guns. The Committee On Design produced their final design in record time and Fisher immediately pushed it through the Board of Admiralty. HMS Dreadnought was ordered in April 1905 -- laid down in October 1905 – launched in February 1906, and commissioned into the Royal Navy in December 1906. It still holds the world record for the fastest building time for a Capital ship. Considering the huge number of innovations in the design – it was a miracle – and a costly one at 1.8 million Pounds! HMS Dreadnought moored quayside for the installation of new gunnery equipment. This is an excellent overall view of the revolutionary new warship. The arrangement of the five main battery turrets is clearly visible, with excellent firing arcs for broadside fire. The forward superstructure is compact with two funnels. Just outboard of her, a Midgard Class tug is towing a barge crane to its’ next repair job. Tug, barge, and crane courtesy of "AP". Another view of Dreadnought. A real “bruiser” for her day, just eight years later she would be considered small compared to her larger and more modern cousins. The quay is a series of re-lotted PEG-SNM Series “battleship” docks with 1x1 custom lots used to fill-in between the dock and the rail line. In this view, you can see the forward bridge structure, with a funnel right behind it, and a heavy tripod mast with a “spotting top” right behind that. The only reason they could have arranged it in that order was to position the funnels at either end of the boiler rooms below decks. With the funnel between the bridge and foremast, thick clouds of black smoke would have made the upper bridge uninhabitable in a trailing wind. And with a head wind, the funnel gases and smoke would have blown right back into the spotting tops – blinding the spotters and making their perch unbearably hot. Believe it or not – that mistake would be made more than once. In the top right, a Midgard Class tug is passing with a “double tow” bound for the coaling docks. The beautiful little tug and coal lighters are by "AP". This view shows a problem common to warships of the pre-World-War period. Of Dreadnought’s ten big guns, only eight can fire in broadside – where battleships do most of their fighting. In effect – during battle – one of the “wing turrets” will always be unable to engage the target. The simple solution would have been to lengthen the bow and place two “superfiring” turrets up forward. But – British designers had no previous experience with “stacked” turrets, and the seagoing officers feared the blast over-pressure from the top turret would enter the open sighting hoods of the lower turret – disabling or killing the gun crew. In this close-up, you can clearly see the spotting top on the tripod foremast. This was one of Dreadnought’s revolutionary features. Before “gunnery science” came into being, battle ranges were around 2,000 to 3,000 yards – close enough for Turret Captains or bridge officers to see the fall of their own shells with high-powered binoculars. As guns grew larger, they could actually shoot farther than you could see to aim. When the range of torpedoes reached 2,000 yards, as well – it became imperative to open the range to avoid the torpedoes – and a method to shoot farther had to be invented. Thanks to Fisher’s relentless drive, and Capt. Percy Scott’s ingenuity, “Director Firing” was introduced beginning with HMS Dreadnought. “Director Control” equipment was installed below decks and communicated with wide angle rangefinders installed in the “spotting top” on the tripod mast. Now all main battery guns could be fired with the press of a button. “Spotters” in the tops would be able to see the shell splashes through the rangefinders, and corrections could be made quickly and easily. Gunnery scores at much longer ranges rose from the previous 40% to 80% hits. That made HMS Dreadnought not only heavily armed – but deadly dangerous. Here is a “detail shot” of the beautiful and highly accurate model provided by @Barroco Hispano. The “all-big-gun” battleship was now a reality – and Cuniberti’s thesis had become fact. HMS Dreadnought brought down the curtain on the “Pre-Dreadnought Era” and gave her name to the new type of “dreadnought” battleships, and a new era. And that brings us to the “unexpected” part of the tale. When the Committee On Designs finished their work on Dreadnought, they immediately set to work on another of Fisher’s concept sketches. The new battleship had been designed to ensure the Royal Navy’s superiority in battle fleet engagements, and was more amenable to the conservative big-gun admirals. The new project would ensure that Britain’s sea lanes and colonial possessions would be safe from marauding enemies – a massive new armored cruiser. Fisher seems to have had conflicting trains of thought at this point. Having built Dreadnought with a speed of 21 knots, she was quite capable of operating with the existing armored cruisers. But their speed averaged 23 knots – barely sufficient to scout ahead of the battle fleet. And though faster and more powerful than their German counterparts (mostly), they did not possess either of these qualities to any overwhelming degree. Fisher thought the armored cruisers could be put to better use if they were faster. He had always been overly fascinated by fast ships, and saw them as tactically decisive – which appealed to his nature. W.H. Gard, Chief Constructor at HM Dockyard Portsmouth, had been on Fisher’s earlier “advisory board” and was now a member of the Committee On Designs. While with Fisher, in Malta, he had proposed a 25.5 knot armored cruiser armed with sixteen 9.2 inch guns, and that became the focus of discussion. But Dreadnought had whetted Fisher’s appetite and he now saw the possibilities of marrying the “all-big-gun” theory to a very fast armored cruiser. It was quickly decided the new cruiser would be armed with the same main battery gun as Dreadnought – the 12-inch gun. Using this gun would effectively counter ships being built for the Italian and Japanese navies. This would also simplify the process of gun manufacturing and ammunition procurement – thereby lowering costs and giving the new cruiser a massive offensive capability. Coupled with a 25.5 knot speed, the ship would be able to catch and sink any existing enemy cruisers with her overwhelming gun power. At the same time, she would be heavily armed enough to defend herself against almost any warship – while still having the option to disengage at high speed. As the design began to take shape, it was agreed the new cruiser might be a suitable candidate to fulfill the role of the “fast wing” of the battle fleet. And Fisher may well have thought the new cruiser might eventually evolve into a potentially cheaper alternative to the much more expensive battleship. (Fisher’s quick mind operated simultaneously on several different levels – not all of which came together in the end.) But the thought of completely eliminating battleships was never seriously considered, largely due to the storm of opposition this would elicit from every corner – including the Board of Admiralty, seagoing officer ranks – and the public. Due to the system of alliances Europe had twisted itself into, and the obvious naval challenge from Germany, the committee quickly concluded the Royal Navy would potentially have to meet challenges in the Baltic Sea, North Sea, English Channel, and the Mediterranean. With the Kaiserliche Marine mostly concentrated in the North Sea, the possible threat to trade routes was not considered serious. And, from a purely tactical point of view, the Home Fleet needed a replacement for the existing, slow armored cruisers if they were going to operate effectively against the Hochseeflotte. Consequently, the primary duty of the new cruisers would be scouting for the fleet. Their high speed and powerful guns would enable them to destroy or brush aside enemy cruiser or destroyer screens, report the location and composition of the enemy fleet, and then retire without engaging heavy units. Since their firepower and speed would prevail against their enemies, and ensure their escape from enemy battleships, it was further decided they did not need to be armored against anything larger than an 8.3-inch gun (standard armament on German armored cruisers). Another possible task for the new armored cruisers was the aforementioned “Fast Wing” of the battle fleet. They could deploy ahead or astern of the battle fleet as protection against sudden cruiser or destroyer attacks. They might maneuver to present a threat to enemy battleships – only engaging if circumstances were favorable. As mentioned before, the new armored cruisers could be used to pressure the vanguard of an enemy fleet and force them onto a course advantageous to the British. Their speed advantage would allow them to successfully pursue a retreating enemy force and damage or destroy slow or “wounded” ships. And, of course, they were ideally suited to destroying commerce raiding cruisers and armed merchant cruisers. Fisher’s fertile brain even conceived the bizarre notion they might maneuver against the rear of the German battle-line and engage the smaller battleships, such as the Wittelsbach Class. SMS Zahringen – Wittelsbach Class pre-dreadnought battleship 11,774 tons – 18 knots – 4x9.4-inch guns – 18x5.9-inch guns – 12x3.5-inch guns – 6x17.7-inch torpedo tubes – belt armor 8.9 inches. Admiral Fisher planned to use his new 12-inch-gunned “dreadnought cruisers” to attack the elderly, lightly armed and armored pre-dreadnoughts bringing up the rear of the German battle line. The Committee On Design finalized the “particulars” of the new armored cruisers, Gard’s architects and draftsmen finished the plan drawings, and they met for the last time on 22 February 1905. The Board Of Admiralty approved Dreadnought’s design on 17 March, and the new armored cruiser design on 7 July 1905. Dreadnought was laid down on 2 October, 1905 at HM Dockyard, Portsmouth – reputed to be the fastest shipyard in the World. The new battleship was to be built under conditions of strict secrecy, with the building slip completely screened-off from outside observation, and the area kept off-limits to all but the work force. Fisher fully intended Dreadnought’s particulars to be kept secret in order to delay other nations from building competing battleships. He also intended Dreadnought’s secret to be a “decoy”. Even though the new armored cruiser would be laid down at Armstrong, Whitworth & Co., Ltd, on Tyneside, in the north of England, Fisher hoped to divert attention from her by giving “foreign interests” a high-profile “secret” in the most likely place – Portsmouth. The deception was a success. The appearance of HMS Dreadnought in December, 1906, was akin to a bomb going off in the Reichsmarineamt, as well as the Palace in Berlin. Admiral Tirpitz instantly realized he had just commissioned a new Deutschland Class pre-dreadnought battleship – and had four more fitting out. And Dreadnought had made them all obsolete! Meanwhile, up on Tyneside, the new armored cruiser was laid down just a few weeks after Dreadnought was commissioned. Again, the ship was built in strict secrecy, and it was even arranged for false information to be leaked -- leading people to believe the new ships were merely improved versions of the recent Minotaur Class armored cruisers. A year later, she was christened HMS Invincible at her launching, and eleven months on she was commissioned into the 1st Cruiser Squadron, Home Fleet -- 20 March 1909. (Her two sister ships, Indomitable and Inflexible, had been commissioned in the last half of 1908, but they were either in the dockyards for “working-up” adjustments, or sent on voyages to North America – more or less out of European sight.) In April and June Invincible participated in fleet maneuvers. On 9 June, with the rest of the Home Fleet, she steamed up the Solent and dropped anchor at Spithead, where the Atlantic Fleet would soon arrive for the Spithead Naval Review of 1909. Naval reviews were, in those days, more like social events than military affairs. And this one, in particular, because it kicked-off the festivities for “Cowes Week”, the annual yachting regatta hosted by King Edward VII. Ships of various nations were invited to attend, as were diplomats, naval attaches, industrialists, and military officers of all branches and nationality. And this is where the world got its’ first good look at HMS Invincible and her sisters. HMS Invincible lies at anchor during the Spithead Naval Review of 1909. Note the steamer alongside. She would steam up and down the six lines of anchored warships providing sightseers a close look at the might of the Royal Navy. Information about the new armored cruiser had been trickling into the Reichsmarineamt for well over a year, but it all turned out to be erroneous. Once the 1st Cruiser Squadron (Invincible – Inflexible -- Indomitable) dropped anchor in the Solent, it was painfully obvious none of the information had been reliable. German officers, diplomats, and dignitaries were welcomed aboard the new armored cruisers as quests, and they knew, without doubt, that it was “game over”. These cruisers were obviously bigger, surely faster, and certainly more heavily gunned than anything in the Kaiserliche Marine. And that included the battleships! Neither Tirpitz, nor the Imperial Navy High Command had suspected the new British cruisers could be this innovative and powerful. And three of them already in service! But there is always the – “unexpected” – isn’t there? The 1st Cruiser Squadron of the Home Fleet lies moored at buoys just outside the Cuxhaven roadsted breakwater. They are returning a courtesy port call circa 1911. (Left to right – HMS Invincible, Inflexible, Indomitable.) These port calls by foreign navies were always festive occasions, with much “show and ceremony”. A large number of civilian small craft have gathered to see the big British cruisers up close. The tourists are immensely entertained by such simple things as “morning and evening color” ceremonies – when the ship’s bands play the national anthem while the flag is raised in the morning and lowered in the evening, while a detachment of sailors is assembled to “salute the colors”. The steamer SS Lorena (foreground) has come down from Hamburg with a boatload of sightseers on a “day trip”. In the evenings, the British captains might even have the ship’s band serenade the small craft anchored nearby. These ostentatious shows of courtesy were quite common in the Edwardian Age. Here we have two views of the SS Lorena. She was, in reality, a British packet steamer out of the Humber, sometime in the late 1930’s and early 1940’s. But for our purposes, she’s a packet steamer down from Hamburg. When I came across the photo of Invincible and the steamer, it seemed too good an opportunity to pass up. The model is provided by Barroco Hispano, and is a prefect little gem of detail. The sailing ketch in the upper right is by @mattb325, while the remaining small craft are from NBVC’s marina sets. Here you have an excellent view of Invincible. She has a long and sleek appearance, with a rather tall and compact superstructure, and funnels grouped forward and aft, separated by the midships main battery turrets. There are large open areas of deck, with a minimum of clutter. The ship’s boat boom has been extended, with a motor launch tied on. The Port Admiral has placed the motor launch and crew at the disposal of the squadron commander (Rear Admiral Sir Horace Hood) for the duration of the visit. The very fine armored cruiser models are courtesy of Barroco Hispano. (It should be noted the British did not officially adopt the term “battlecruiser” until late in 1911.) The boat boom, motor launch, and small cutter are the finely detailed work of "AP". This is a detail shot. Amidships you see a problem common to many capital ships prior to WW I. In their desperation to maximize the number of guns on a warship, designers often used “wing turrets” placed amidships. In this instance, the two center turrets have been placed in such a manner that they might, possibly, be able to fire cross-deck on either beam. Theoretically, this would allow an eight gun broadside. In reality, the port side turret, firing cross-deck to starboard, would have a very narrow arc of fire (unless you were willing to fire over the top of the starboard wing turret – not recommended.) And – the blast over-pressure of a 12-inch gun would rip the planking right off the deck, buckle the steel deck plates beneath it, buckle any superstructure plates within 40 feet, and make toothpicks out of nearby ship’s boats. The fact was, though Invincible carried eight main battery guns, she only had a six-gun broadside. This is the chief reason broadside fire was so important and why battle formations were “single-line-ahead” – to maximize broadside firing arcs. (Note: If you examine the cutter hooking onto the boat boom, you will see the boat crew has their oars raised to the “oars up” position for docking. “AP” likes everything done “ship-shape” and proper.) SMS Scharnhorst had been assigned to the East Asiatic Squadron in March 1909, as a matter of course. She was to relieve the aging Furst Bismarck. As squadron flagship, she was one of the most powerful armored cruisers in the Far East. Four months after Scharnhorst’s departure, the Naval High Command scrutinized the new information on the British armored cruisers displayed at Spithead, and found the situation grim. These British “dreadnought style” cruisers clearly out-classed all of Germany’s armored cruisers – and sending German cruisers against them would be something akin to murdering one’s own ships and crews. (Early on, the Invincible’s were actually referred to as “dreadnought cruisers”.) And yet – Gneisenau was a new and powerful ship. So they arrived at the decision to send her to the Far East where her power and presence might still be of use. And that’s why both of Germany’s finest armored cruisers wound up on the other side of the World. Plans had been made, keels hand been laid, and ships had been built. But Fisher’s deception and HMS Invincible had upset all the careful planning of the Reichsmarineamt. Tirpitz had spent large amounts of money on two very fine cruisers that were, in the end, almost worthless to him. Though valuable assets in the Far East, Scharnhorst and Gneisenau would be of little use in the North Sea – where Tirpitz knew the issue would ultimately be decided. But it is difficult to plan for -- the unexpected. HMS Inflexible – Invincible Class battlecruiser – circa 1911. NEXT TIME…… CORONEL AND THE FALKLANDS MANY, MANY, MANY, THANKS to @Barroco Hispano for his beautiful and highly detailed warships. VERY SPECIAL THANKS to my partner -- @AP -- for the immense amount of time and effort he has so generously put into this project. Without him “Cuxhaven” would not exist. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit and the COMMENTS many of you have been kind enough to make! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Scharnhorst - 1908 – Photographed during her speed trials. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 07: THE LAST OF THE ARMORED CRUISERS Once the Oberkommando der Marine faced the fact that Admiral Tirpitz (Secretary Of State for the Navy) was building a fleet to be used against Great Britain, the whole course of strategic thinking changed. The design for the next class of armored cruisers was well under way, when the naval architects received a directive in mid-1904. The new design should be a considerably improved version of the Roon Class that would be capable of not only parity with British cruisers, but should be able to fight with the battle line in an emergency. This was, in many respects, a giant leap for the Imperial Navy. And though they did not yet know it, the entire concept of naval design would soon outstrip anything they had ever known. Another shot of Scharnhorst – on her second day of speed trials. Note the height of the bow wave in relation to the people on the forecastle. SCHARNHORST CLASS ARMORED CRUISERS The new cruisers would be the Scharnhorst Class (sister ship Gneisenau). Some naval analysts call them the last German armored cruisers. Some call them the last “traditional” class of German armored cruisers. And still other analysts make no distinction whatever. I have always thought of these ships as the last “true” German armored cruisers to be built – because what followed them was “neither fish nor foul” (to borrow a line from Shakespeare). But there will be more on that subject in the next chapter. The new design was based on incremental improvements of the preceding classes, beginning with Prinz Heinrich, and was the final culmination of that evolutionary process. The ship was named after Generalleutnant Gerhard von Scharnhorst, a Prussian army reformer during the Napoleonic Era. Perhaps his greatest contribution was laying the groundwork for the command and control concept that would become the “Great General Staff”. Scharnhorst was laid down in march 1905 at Blohm & Voss, Hamburg, and commissioned into the fleet in October of 1907. Scharnhorst Class – Plan Profile. The new armored cruisers displaced 12,985 tons -- about a 3,500 ton increase over the Roon Class, and roughly comparable with cruiser displacement in the Royal Navy. The bulk of the added tonnage would go to increased armament, additional armor, and an increase in speed. At 474 feet, she was nearly 25 feet longer than Roon, and the additional length was quite becoming. It displayed the long, clean lines well, and gave her a “sleek” look that bespoke speed and power. The hull was built with transverse and longitudinal steel frames, over which, the hull plating was riveted. These ships were designed with 15 watertight compartments and a double bottom over 50% of the ship’s length. Here you see Scharnhorst at her mooring buoy in the West Loch of Cuxhaven naval base. This picture gives a good view of the “streamlined” hull form. Her “length-to-beam” ratio is about 6.5 to 1, which naval architects sometimes call the “Golden Ratio”. It is considered the optimal ratio for fast hull forms (without going to extremes). On the left, you see a Midgard Class tug passing outboard of a Jupiter Class collier (more on that one later). The cruiser’s triple screw arrangement was driven by three 3-cylinder triple-expansion engines powered by 18 coal-fired, water-tube boilers, with 36 fire boxes. The boiler uptakes were trunked into four funnels, a bit taller than usual, to keep the bridge and fighting-tops clear of smoke in a following wind. The engine design was rated at 26,000 shp for a speed of 22.5 knots, but on trials Scharnhorst achieved 28,782 shp for a speed of 23.5 knots. Gneisenau generated 30,396 shp and managed 23.6 knots. The maximum coal bunker capacity was 2,000 tons, which provided an operating radius of 4,800 miles at 14 knots. The crew was made up of 52 officers and 788 enlisted men. This is an excellent broadside view of the cruiser. Amidships, you see the slab-sided, pyramid-like arrangement of broadside guns. The two round, yellow-ocher, turrets are two 8.3-inch guns mounted in “turreted casemates” on either broadside. The three guns below that are 5.9-inch secondary guns mounted in casemated turrets at main deck level. Notice the searchlights in both fighting tops, and two each mounted on a broadside platform between the second and third funnels. I should also mention the paint scheme. The white hull – yellow-ocher upper works – and black funnel caps – is the standard paint scheme of the Imperial Navy on foreign duty stations. Since Scharnhorst served most of her career as flagship of the East Asiatic Squadron, she was assigned an additional 14 officers and 62 enlisted men as the squadron commander’s staff. No one really stops to think about the requirements of squadron command. But as the only German Asian Station, the ships based at Tsingtao were responsible for an area stretching from Vladivostok, Russia, to Sydney, Australia, and from Bombay, India, to the shores of sunny California – virtually the entire, vast, Pacific Ocean. Scharnhorst did not spend a great deal of time lying at anchor off Tsingtao -- she spent much of her time at sea, even visiting the tiny Pacific island archipelagos. And having ships scattered in all directions, carrying out a multitude of duties, required a well-trained and competent staff. Whether you’re a squadron commander or a fleet commander, competent staff work could spell the difference between victory or defeat. (Royal Navy Signals Officers would prove particularly troublesome when the “big show” came in the North Sea.) Previous scene from a different angle. The cruiser, motor launch, mooring buoy, boat boom, small boats, collier, and the cruiser in the right lower corner, are all courtesy of @AP. The cruiser’s main battery comprised eight 8.3-inch SK-L/40 (QF) guns – double the number on the Roon Class. Four of the guns were mounted in two hydraulically operated DrL-C/01 twin turrets, one fore and one aft of the main superstructure, on the centreline. The remaining four 8.3-inch guns were mounted amidships, two on either beam, in casemated single turrets. These guns had electric training, but only manual elevation. It is worth noting these guns were positioned on the weather deck -- high enough to remain dry during high speeds or even extremely rough weather. The fore and aft turreted guns could fire a 238-lb armor-piercing shell out to 18,000 yards at a rate of 5 rounds per minute. The turreted casemate guns had a limited elevation and could only reach 13,500 yards. A total allowance of 700 shells were stored in the magazines. This view shows a flag hoist flying from the foremast signaling “raise steam – five hours” – indicating to other ships of the squadron to prepare for departure. A motor launch has pulled alongside with final orders for the squadron, and overseas dispatches and diplomatic communications to be delivered along the way. Scharnhorst, flagship of the small squadron, is bound for Tsingtao to relieve the old flagship of the East Asiatic Squadron – Furst Bismarck. The secondary battery was made up of six 5.9-inch SK-L/40 (QF) guns mounted amidships in turreted casemates, three on either broadside. They fired an 88-lb shell out to approximately 14,000 yards at a rate of five rounds per minute. These guns, as usual, were mounted too low in the hull and during any sort of bad weather they would be awash and virtually useless. You must imagine a gun crew working ankle-deep in sea water – passing 88-lb shells, loading, aiming, and firing – at about ten second intervals – over, and over, and over. Now imagine the deck beneath them is rolling from side to side with the waves – and pitching up at the bow, then coming down again. And, finally – imagine the cruiser pounding into a twelve foot wave at 27 miles per hour – and the shell-handler and his shell get slammed by a solid wall of frothing water!! If you can imagine that – then you fully understand why those guns become useless in “wet” weather. For close-in torpedo boat defense, Scharnhorst carried eighteen 3.5-inch SK-L/35 (QF) guns mounted in individual casemates in the hull and superstructure, as well as on deck in pivot mounts with shields. They fired a 15-lb shell out to 9,100 yards at the rate of 15 per minute. And, of course, the obligatory submerged 17.7-inch torpedo tubes – four each – one in the bow and stern, and one on either broadside. There is a great deal of small boat activity alongside Scharnhorst. Hooking onto the boat boom is a cutter with green mail bags from shore – probably the last mail they will see for many weeks. A whale boat full of men have been recalled from shore – the last of the shore parties. And two more whale boats rowing in with their stern sheets full of officers. They have been called aboard the flagship to receive final sailing instructions. To get some idea of the level of detail “AP” has built into this model – at the ship’s bow you can see the individual and unique ship’s badge found on all medium to large size Imperial warships. This one is a shield of blue with a diagonal white stripe. Also, if you examine the forward turret, you can see a sailor straddling the left gun tube. He is applying a coat of oil to the barrels before sailing – it helps prevent rust on long voyages. Both Scharnhorst and Gneisenau were armored with Krupp Cemented Steel, and someone in the Naval High Command had finally gotten serious about catching up to the British. A series of tests at the Navy’s firing range in Meppen, proved conclusively the 3.9 inch belt of previous cruiser classes was too thin to stop even medium caliber shells. The new cruisers would have a waterline armor belt of 5.9 inches covering the midships area from the forward conning tower to just aft of the rear control position. This was a significant increase over previous armored cruisers and matched their British counterparts. Beyond the midships armor belt, a belt of 3.1 inches extended to the bow, and a similar belt ran almost to the stern. The entire belt was backed with 2.2 inches of teak planking to reduce splinter and “spalling” effects. Spalling occurs when thick, face-hardened, armor is struck by a shell that fails to penetrate the plate. Instead of penetration, the inner side of the armor plate fractures and flakes, hurling shrapnel inboard with great force. The protective armored deck varied in thickness with 2.4 inches over critical areas (magazines, engines, boilers, steering gear) and thinning to 1.4 inches in less critical places. The sloping sides (below the waterline) were 2.2 inches and connected to the bottom of the main belt. The forward conning tower was 7.9 inches, while the aft conning tower received 2 inches. The main battery turrets had 6.7-inch sides with a 1.2-inch roof, while the main battery guns in the turreted casemates were protected with 5.9-inch gun shields. The turret barbettes were 5.5 inches thick. The secondary battery turreted casemates were protected by an armored strake 5.1 inches thick, and the guns, themselves, had 3.1-inch shields. In this close-up of Scharnhorst’s stern, you can see a group of sailors lounging about on the fantail. Behind and in front of them are the skylights for the admiral’s quarters below decks. Both Scharnhorst and Gneisenau were designed to accommodate a flag officer, either as a squadron commander, or as a foreign station commander. In this case, the admiral will be sharing his quarters with four 3.5 inch anti-torpedo boat guns (mounted in the semi-circular hull sponsons at the stern). You can see four more of these guns, in pivot mounts with gun shields, grouped around the aft military mast. This also gives you a better look at “AP’s” boat-loads of officers approaching the ship. After commissioning in October 1907, Scharnhorst began sea trials, which were interrupted for a week in November. She escorted the Hohenzollern, with Wilhelm II aboard, to Vlissingen (Flushing), in the Netherlands, and then on to Portsmouth. Scharnhorst returned to Kiel to finish trials, but on 14 January, 1908, ran aground off Bulk Light on the Bulker Huk headland, near the entrance to the Kiel fjord. Repairs were completed on 22 February, and trials were wrapped-up on April 30. The remainder of 1908 was spent in normal peacetime routine, training exercises, and fleet maneuvers. And 1909 started well when she was appointed Flagship Scouting Forces, Hochseeflotte. But less than two months later, she received orders for the Far East, and would carry Konteradmiral Friedrich von Ingenohl to Tsingtao, to assume command of the East Asiatic Squadron. Upon completing preparations for the voyage, the big cruiser weighed anchor on 1 April, 1909, and departed Kiel. She transited the Kaiser Wilhelm I Canal, steamed out of the Elbe, and set course for the English Channel. This was always a poignant moment for the officers and men of a warship. They watched as the shores of the Vaterland dropped astern – and none could know when they would see home again. SMS GNEISENAU SMS Gneisenau – circa 1909 – photographed possibly in Kiel. SMS Gneisenau was ordered in June 1904, under the provisions of the Second Naval Law of 1900, and was named in honor of Generalfeldmarshall Graf Neidhardt von Gneisenau, a major player in the defeat and abdication of Napoleon Bonaparte. Her keel was laid at AG Weser Shipyard, Bremen, in December. A lengthy shipyard strike seriously delayed her launch until June 1906. At the ceremony, she was christened by Generalfeldmarschall Alfred von Schlieffen, Chief of the Great General Staff. The ship was then moved to Wilhelmshaven for the arduous fitting-out process and was finally commissioned into the fleet in March, 1908. Overlooking minor differences, and the odd ton of displacement, Gneisenau was, in all specifications, an identical twin to Scharnhorst. Sea trials began in late March and finished in mid-July, when Gneisenau was assigned to the 1st Scouting Group of the Hochseeflotte. Her first commanding officer was Kapitan zur See Franz von Hipper. Gneisenau spent just 14 months with 1st Scouting Group, sailing on the 1908 annual Atlantic cruise within days of her assignment. Two Scouting Groups and the battleship squadrons of the Hochseeflotte departed Kiel on 17 July, transited the Kaiser Wilhelm I Canal, crossed the North Sea, and on into the Atlantic. The warships practiced formation maneuvers (Often called “evolutions” rather than exercises.) -- battle tactics – and tested wireless communications over long distances. The fleet returned on 13 August, took on coal and provisions, and departed on 27 August for the Autumn maneuvers. The following year was spent in much the same way, two Atlantic cruises – February thru March -- and again in July thru August, with port calls in Spain on the Fall cruise. Later in the year, Gneisenau escorted the Kaiser’s yacht, Hohenzollern, to a location off the coast of Finland for a meeting with Tsar Nicholas II. And after one more fleet cruise to Norway, Gneisenau was given sailing orders for the Far East. SMS Gneisenau lies moored to a buoy astern of Scharnhorst in Cuxhaven’s West Loch. Pursuant to orders, she has joined the squadron bound for Tsingtao, and has been taking aboard stores and provisions for the journey. A crane barge is transferring stores from a cargo barge alongside. Having just come off the Norway cruise, the larders need filling and there is precious little time to do it. Kapitan zur See Trummler would have liked to get his engines overhauled before the long trip. But there were no docks or basins available, so the engineers will have to make do. Much of yesterday was spent in the Cuxhaven roadsted at the coaling docks. All hands (save the engineering section) were “turned to” and spent a back-breaking day shifting just over 1,400 tons of coal into the bunkers. Afterwards, the crew washed down the decks and superstructure to remove the thick film of coal dust, while the ship returned to her moorings in the West Loch. The engineers have been giving the engines a thorough examination -- adjusting drive links, tightening the odd bolt, checking for signs of wear, and lubricating everything. In the top right, you see the coastal freighter “Albatross” making it’s way through the busy harbor. And on the bottom right you see the paddle tug “Helena” towing a lighter full of various ship’s stores. The white harbor tug is from “WolfZe”, and it should be noted the paddle tug Helena and her lighter tow are “diagonal” models. Even as cargo continues to come aboard, the crew has started hoisting in the ship’s boats. You can see the ship’s crane ready to swing one inboard and secure it for sea. An Esmeralda Class paddle tug is standing by, and if you look at the tug’s masts, you can see the emergency sail rig furled along a yardarm and gaff. The cruiser, tug, and sailors are by “AP”, while the barge crane and cargo barge are borrowed from PEG’s Seaport series -- “Bubba’s Bulk Barge”. This is a close-up of the cruiser’s bow. Again, all the stays and rigging have been put in just as they would have been. And “AP” took great pains to make sure the rigging would display appropriately at various zoom levels. You see an excellent stern view of the paddle tug Esmeralda. And a nice view of two small boats approaching. They had been standing by at a nearby landing, awaiting two officers returning from leave, as well as picking up petty officers that had gone ashore on errands. In this port side view, you can see a small dingy has been hoisted and secured at its’ davits – two crewmen are unloading boxes and bags. On the stern, cargo is being hoisted aboard, broken down to smaller lots, and carried below decks. The stern companionway hatch is also open – no doubt the Kapitan’s steward has arranged for a few delicacies to grace his master’s table. Gneisenau has also brought aboard several hundred gallons of paint. She had been painted in the “foreign station colors” back in May, when she was expected to sail for China. But the Naval High Command suspended the sailing orders, feeling it would look better to foreign observers if the new cruiser was present through the training season. Consequently, she spent many days at sea in rough weather and her hull and upper-works show severe weathering. That means the squadron commander will have to find a quite little bay along the route where they can anchor and slap on some paint. (One simply does not arrive at a new duty station looking like a worn-out tramp steamer!) In this view of Gneisenau’s stern, you can see sailors on the fantail hauling boxes from the pile near the turret, down to the aft companion ladder to go below decks. This is a close-up of the replenishment operation. The white steam tug is courtesy of “WolfZe”, and is actually a bit of a “classic”. It’s patterned after harbor tugs common to many ports, but especially New York harbor in 1900 up through the 1940’s. The paddle tug on the left is a Sophia Class and the one on the right is an Esmeralda Class, both by “AP”, and both patterned after the British paddle tug “Carleton Hall”. This particular tug was launched in 1914 for use in the “Tyneside” coaling trade, but the basic form of the steam-powered paddlewheel tugboat first appeared around 1814, with the last working boats being retired around 1964. These are beautiful little boats -- colorful, historically accurate, and superbly modeled. I would have built a whole harbor just to showcase these little beauties! Another view of the offshore replenishment. The barges are by “PEG” and can be found in their “Bubba’s Bulk Barge” download (STEX). But I caution you – working with them is a real headache. They were originally modeled for use with a pier attached to land – which meant they could be “anchored” to the shore portion of the pier, and did not have to “float”. The result is that they were rendered with a hefty “offset” and can be very difficult to use. But they were exactly what I needed to create this scene – so I decided to “bite the bullet” and MAKE them work. The sailors wandering around atop the cargo on the barge are, of course, by “AP”. The following four shots are close-up views of the SS Albatross, a small coastal freighter much like hundreds of others that go about their business in the shallow coastal waters of every continent in the World. They are especially prevalent in Europe because so much shipping traffic is generated by the ports of Amsterdam, Rotterdam, Hamburg, and London. This is one of the first models scratch-built by @AP. He has a bit of history with the maritime world and has gone to great lengths to provide the “every day” details of a ship as well as ensuring they are as authentic as possible. If you look carefully, you will see an enormous amount of detail packed into such a small model, and for those of you interested in models without crew, there are only four crewmen on deck. It is worth noting that Albatross is flying the Imperial German merchant flag of 1889 from her stern. Albatross could be identified as any number of coastal vessels, but she is, in fact, a composite of features taken from photos of several different ships. These small coastal freighters are found everywhere, and work the English Channel, North Sea, and Baltic Sea much like today’s local delivery trucks. The next three pictures are close-ups of the Sophia Class steam paddle tug. As mentioned previously these tugs were based on the British tug Carleton Hall, and every detail has been faithfully reproduced. Sophia portrays an era when steam paddle tugs were the workhorses of the World’s harbors. Their near universal employment could be attributed to their low operating costs and simple paddle propulsion. “AP” and I are very proud of these beautiful little models. The warships in the upper left are US Navy destroyers of the Clemson Class (more on them later). Here you have another view of the tug, and especially the “lighter” carrying a variety of ship’s stores. Lighters have been in use, in one form or another, for hundreds of years. A lighter is, basically, a small, towed barge, shaped similar to a ship, used to carry a wide range of “cargo” from place to place, or to a ship anchored offshore. This may be necessary because not all ports have docks of suitable size to accommodate large ships, or because certain ports may be too shallow for large ships. Again, our lighters are based on period photos from 1880 to the 1930’s. I should mention in this view, the destroyers on the left are “ortho” models, while Sophia and her lighter are two, separate, diagonal models – just two of many to come. It has long been a problem in “seagoing SC4” that there were few diagonal ships to choose from. We intend to provide many of our ships in “diagonal” to make your harbors more realistic. At this point, you might be wondering what the Imperial Naval High Command was thinking. They finally produced a pair of “state-of-the-art” armored cruisers that were – in all probability – superior to any British armored cruiser. And – though the Hochseeflotte armored cruisers were seriously outnumbered – in 1909, the High Command chose to assign their best and most modern cruisers to the Far East. What could have brought about a decision that defies all logic? The answer lies in a convoluted series of random events, eccentric personalities, deception, and faulty espionage -- all set in motion as far back as 1903…... NEXT TIME…… THE ITALIAN, THE FIRST LORD, DREADNOUGHT, & THE UNEXPECTED. MANY, MANY. MANY. THANKS to @Barroco Hispano for his generosity, patience, and talent – in providing so many beautiful and highly detailed warships. AGAIN, MY VERY SPECIAL THANKS to @AP for volunteering his very considerable talents, valuable time, and vivid imagination in creating so many props that have added so much variety and originality to the dockyards. The Cuxhaven Series would be impossible without his “Herculean” efforts. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Roon and SMS Yorck riding at anchor in the Kieler Hafen – circa 1907. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 06: EVOLUTION OF THE ARMORED CRUISER As the construction years 1902-1903 approached, the Reichsmarineamt continued to negotiate with the Reichstag over building funds in the forlorn hope they might be able to secure an increase. Tirpitz was keenly aware of the new armored cruisers being laid down by various foreign navies – and most especially – the numerous British armored cruisers entering service. Prinz Heinrich had been a step backward in the evolution of armament and protection, and the Prinz Adalbert’s had been little better. Many in the Naval High Command felt they could enter a conflict on even terms with any Continental navy, but in the case of Britain, they might be overwhelmed by sheer numbers of cruisers. And since they could not build more ships than Britain – they must build better ships. But the Reichstag could not be moved, and the follow-on class of cruisers would have to be designed with marginal improvements at best. ROON CLASS ARMORED CRUISERS Armored cruiser SMS Roon anchored in Hampton Roads during the Jamestown Exposition celebrations of 1907. Under the auspices of the Second Naval Law of 1900, two cruisers were designed in 1901 and laid down in 1902 and 1903. SMS Roon was funded under the provisions of the replacement terms of the law, and was temporarily named Ersatz Kaiser since the old ironclad was to be scrapped. Roon was later christened in honor of Generalfeldmarschall, Count Albrecht von Roon (1803-1879) and laid down first at the Kaiserwerft, Kiel. SMS Yorck was laid down later, at Blohm & Voss, Hamburg. The Roon Class was, indeed, an incremental improvement upon their predecessors, the Prinz Adalbert Class. The only item of interest was a slightly longer hull to accommodate the addition of two boilers. But there was, actually, so little difference between the two classes that they could only be told apart by their funnels – the Roons had added a fourth funnel to accommodate the exhaust from the increase in boilers. SMS Yorck making a transit of the Kaiser Wilhelm I canal – circa 1907. The Roon Class ships displaced 9,382 tons, were 419 feet in length, and made only 21.1 knots on trials. They were built with the standard transverse and longitudinal framing, with a hull of riveted steel plates, and consisted of twelve watertight compartments and a double bottom running 60% of the ship’s length. The hull form was identical to the Prinz Adalbert Class, and like them, the Roon’s were good sea boats and stable gun platforms. When the coal bunkers were full, the ships had only a gentle pitch or roll motion and responded quickly to helm orders. The cruisers were manned by 35 officers and 598 enlisted men. SMS Roon Class – plan Profile. Roon and Yorck retained the same propulsion plant as the preceding class, but were powered with sixteen coal-fired Durr water-tube boilers with a total of 48 fire boxes. The boiler uptakes were trunked into four funnels. During this particular period of naval architecture, the technology usually produced multiple funnels on ships with high horsepower and greater speed. Kaiser Wilhelm II fancied himself something of a naval architect, and frequently dashed off a sketch of a cruiser or battleship and asked the design office to put together a study. It was widely known he was overly fond of designs with multiple funnels – the theory being that more funnels made the ship look “faster”. (I believe the French hold the “funnel record” for their 1907-1908 Edgar Quinet Class of armored cruisers – 6 funnels.) In any event, the ships were designed with the addition of two boilers, and the designers hoped to boost the speed of the new ships by up to 5 knots. But the engineering calculations were flawed, and Roon only reached 21.1 knots on trials. Yorck’s internal arrangements were slightly altered before launch, resulting in only 20.4 knots. (This was a reoccurring problem with ships launched a year apart. The last ship is always modified during construction, thereby adding weight – usually resulting in slower speed.) SMS Roon 01 In the picture above, SMS Roon has just returned from a long Atlantic training cruise with a shipload of Naval Cadets. With most of the fresh food long ago consumed, Kapitan zur See Karl Zimmermann requested immediate replenishment. Here you see a Nordwind Class tug (left) and a Passat Class tug (right) nudging the cruiser into her berth to take on stores. The Nordwind is an older (1890’s) seagoing tug commonly found doing harbor, river, and inshore work with larger ships. The Passat Class is an improved version built by a division of the Norddeutscher Line. The Passat’s more powerful engines are capable of handling large warships and dealing with Norddeutscher’s big ocean liners in the nearby Hamburg terminal. The Imperial Navy leases civilian tugs and crews because it’s cheaper than building them, and manning them with sailors would reduce the trained manpower available to the fleet (a continual problem). The cruiser, tugs, lighters, and mooring dolphins are the splendid work of @AP. Both Roon and Yorck had a main battery of four, now-standard, 8.3 inch SK-L/40 (QF) guns mounted in twin “DrL C/01 turrets -- hydraulically operated -- one fore and one aft. A total of 380 armor-piercing shells were carried. The standard secondary battery was adhered to, with ten 5.9 inch SK-L/40 (QF) guns in casemates and turreted-casemates, arranged amidships in the usual “slab-sided pyramid” configuration. For torpedo boat defense, fourteen 3.5 inch SK-L/35 (QF) guns were mounted amidships, on either beam, in casemates and open mounts with shields. Unfortunately, the casemate guns continued to be placed a deck too low and were frequently awash. This close-up shows the detail built into the models. The tug Nordwind (left) is conspicuous in having an open bridge and no wheelhouse. This was common in early harbor tugs. And if you look closely, you can see the big towing winch and hawser bollards on the fantail. The Passat (right) shows a much more modern version, with a more powerful towing rig and an enclosed bridge. Both tugs have twin funnels indicating more boilers and more horsepower. Note the level of detail on SMS Roon – the planks in the deck – individual portholes – the thwarts in the small boats – superb rigging – even the soot stains on the funnels – and all historically accurate, right down to the spray shields on the bridge wings. In this view you get a good look at the Replenishment Pier. It is a “PEG-Pier One Seaport modified to conform a bit better to the “period” naval harbor. I took the individual sections and placed WMP-seawalls on the outer portions. The seawalls greatly resemble timber caissons and make good “bumpers” for the big ships. I deleted some of the cargo that was too modern and replaced it with props more suitable for the time period. In the top left you see a Midgard Class harbor tug standing by to warp a lighter full of barrels into the pier once it’s vacant. The lighters, mooring dolphins, tugs, and cruiser are all by “AP”. SUBMERGED TORPEDO TUBES -- ?? This is an excellent and rare view of a bow mounted submerged torpedo tube. The ship is SMS Scharnhorst in the floating dry dock at Tsingtao, China. You can see the opening for the torpedo tube in a “notch” in the hull below the ram bow. Obviously you, more or less, had to “aim the ship” to aim the torpedo. As was customary for ships of the period, the Roons had four 17.7 inch torpedo tubes submerged in the hull -- one in the bow and stern, and one on each broadside (typically just forward of the “A turret” shell handling room). The standard torpedo of the Kaiserliche marine was the “C/03” – carrying a 325 lb warhead – a suitable size for the era. The torpedoes, however, left something to be desired. At a speed of 31 knots, the torpedo was much more likely to hit a target that would not have time to take evasive action. But the speed shortened the fuel burn time, and it was only good for about 1,300 yards. To close a target to less than thirteen hundred yards might be acceptable to a torpedo boat captain -- with nerves of steel – but it was totally unacceptable to a cruiser captain. The torpedo could be set to a longer range of about 3,200 yards at 26 knots – but the longer the range – the more doubtful the result. So the question becomes -- why would you put submerged torpedo tubes on cruisers or battleships? Neither of those ships would close a similar ship to such close range – unless the target ship was already too badly damaged to represent a threat. In which case, it would be better to send a torpedo boat to finish off the target than to pull a battleship out of the battle line, or a cruiser from the screening force. Besides the dubious reasoning for submerged torpedo tubes in heavy ships, their presence aboard the big ships would later be revealed as potentially deadly liabilities. https://i.imgur.com/lNXcO8Q.png[/im Roon Class armored cruisers – armor distribution diagram. The darkened areas show where the Krupp armor has been placed to protect the ship. Perhaps more importantly, it shows you where the armor has NOT been placed. As you can see, there are large portions of the ship, both above and below the waterline, with NO armor. These are the areas designers so casually refer to as “the unarmored portions of the ship”. Both Roon and Yorck were armored with Krupp Cemented steel. The waterline belt was 3.9 inches amidships, tapering to 3.1 inches at bow and stern – a much better choice than leaving the ends unarmored. (Even a waterline near miss by a 12 inch gun could cause serious splinter damage and flooding.) The belt was further backed by 2.2 inches of teak planking to reduce splinter damage. The side armor around the casemates and casemated turrets was also 3.9 inches. The protected armor deck ranged from 1.6 to 2.4 inches, with the thicker areas covering the magazines, boilers, engines, and steering gear – with sloping sides of 2 inches connecting to the bottom of the belt. The forward conning tower was 5.9 inches, while the aft control position was only plated with 3.1 inches as protection against shell splinters. The main battery turrets were 5.9 inches with a 1.2 inch roof, while the secondary turrets were plated with 3.9 inch sides and 3.1 inch gun shields. This was, on balance, a better distribution of armor than in recent designs – and certainly as good as could be expected with a 9,300 ton displacement. Another view of the tug Midgard standing by a covered lighter and two lighters stacked with barrels. Deck hands from the tug have crossed over to the covered lighter and are busy making the outboard lighter fast to the others. “AP” has made Midgard to look just as she should – an old working lady that has seen better days, but still gets the job done. Note the weathered look of the hull and the worn canvas of the wheelhouse roof. Her yellow funnel has gone dingy from coal soot, and her decks are worn and stained from years of working. She is a perfectly proportioned, working, “piece of art”. The lighters are patterned after hundreds of such vessels found in European rivers and harbors, in one form or another, even to this day. We looked through dozens of pictures as well as drawing inspiration from the craft we saw in real life. And “AP” has faithfully recreated them for Sc4. This shot even gives you an excellent view of the mooring dolphins. Of the two ships, SMS Yorck commissioned first, in November of 1905, and upon completion of sea trials, was assigned to 1st Scouting Group of the Hochseeflotte in March, 1906. In April of 1906, SMS Roon joined 1st Scouting Group as well, and the following month Vizeadmiral Gustav Schmidt hoisted his flag aboard her. She served as flagship 1st Scouting Group for the next two years. With the exception of a 1907 Atlantic crossing by Roon to participate in the United States’ Jamestown Exposition, the two cruisers were pretty much occupied with the routine of peacetime training exercises. Sometimes it was scouting group training, or Atlantic cruises with portions of the battle fleet, and there were always the annual Fall Fleet Maneuvers. Roon was decommissioned in September 1911, her duties being taken over by the new battlecruiser SMS Moltke. In March 1913, during a training exercise, the torpedo boat S-178 attempted to “cut the line” (Crossing from one side of the battle line to the other by cutting between the big ships.). The tiny ship misjudged the speed and distance and Yorck rammed and sank her. The armored cruiser was decommissioned shortly thereafter, with her crew being transferred to commission SMS Seydlitz. A full length close-up showing the hull lines and details of Roon’s superstructure. Overview of Replenishment Pier and Roon – different angle. The landscape to the right of the picture is a combination of 1x1 “custom-made” Tree Filler Lots, MMP work, and “Heblem Sands”. The Tree Filler Lots have a mish-mash of various tree props from my “prop-box”, but the MMP work is almost entirely by @Girafe – his stuff is the BEST! Close-up detail – bow. Close-up detail – stern. Here you see VizeAdmiral Gustav Schmidt transferring his flag from SMS Roon to SMS Yorck. Roon has been detached for her voyage to the United States, and Yorck will be serving as 1st Scouting group flagship until her return. Here you can see the Admiral’s steam launch tied off at the boat boom and the off-watch crew is paraded on the forecastle deck. The Admiral and Kapitan zur See Arthur Tapken are saluting, and just behind the Admiral is the ship‘s Navigation Officer, Leutnant Erich Raeder. Shortly, a signal gun will be fired from amidships and the Admiral’s flag will be broken-out at the masthead. Another view from astern. SMS Yorck moored at a “barrel buoy” just off the dry docks of the Howaldtswerk Shipyard in the Kieler Hafen – circa 1910. Following the outbreak of war in July 1914, both ships were mobilized and assigned to 3rd Scouting Group which was attached to the Hochseeflotte. The 1st Scouting Group sortied on a raid against Yarmouth in November, and the Hochseeflotte sailed as distant support. Roon and Yorck were scouting ahead of the main battle fleet. The ships arrived back off Wilhelmshaven on the night of 3 November, but encountered heavy fog, making it impossible to take visual bearings – thus preventing them from being able to locate the swept channels through the defensive minefields. Rather than risk the channels, the fleet anchored in Schillig Roads to await daylight. Around 03:30, Yorck’s Kapitan zur See Pieper thought visibility had improved sufficiently, and began preparations to get underway. The Harbor Pilot refused to attempt passage through the minefields under the still foggy conditions, but Pieper proceeded regardless. At 04:10 Yorck struck a mine and started to turn away, striking a second mine. The cruiser went down quickly and the coastal defense battleship Hagen was only able to pick up 381 men – including Pieper. A cruiser and 252 men were lost. Needless to say, Pieper was court-martialed and served two years in prison for his negligence and disobedience to orders. A view of the starboard side. If you examine the stern, you’ll see the “Admiral’s Walk” just beneath the flag. Both Roon and Yorck were built for service as “flagships”. In the stern of the ship, on the main deck, there are additional cabins for the Admiral’s staff (usually 11), and just aft of them, right in the stern, there are spacious accommodations for the admiral. There is room for his desk and working space, comfortable chairs for visitors, a large table for dining with staff or ship’s officers, a smaller private sleeping compartment, and private facilities for bathing and other – uuuh – necessary things. (Admiral’s must preserve their dignity at all times.) If he just wants to stretch his legs, or get some fresh air, he can step through a watertight door onto the “Admiral’s Walk”. Most admirals try not to disturb the smooth operation of the ship. An admiral appearing on deck is a bit like a sudden thunder-clap. Men drop what they’re doing and jump to attention – young officer’s knees begin to shake – and everything within his sight comes to a screeching halt. The “Admiral’s Walk” is a lot less disturbing – and much more private for the admiral. In December 1914, Roon participated in the Bombardment Of Scarborough, Hartlepool, and Whitby as flagship 3rd Scouting Group. They were to provide a reconnaissance screen for the main battle fleet acting in support of the bombardment force. A British battle squadron from the Grand Fleet, with the 1st Battlecruiser Squadron, had been sent to intercept the raiders, but missed the bombardment force and very nearly stumbled into the main body of the Hochseeflotte. Roon actually made contact with the British destroyers Lynx and Unity, but no shots were exchanged. Shortly thereafter, Admiral von Ingenohl ordered the battle fleet to disengage and set course for Wilhelmshaven. Another view of Yorck. That’s a scratch-built “Jupiter Class” collier on the right – more about her in the next chapter. But you can get a fair appreciation of the elaborate detail “AP” has built into her. Notice the two funnels placed side-by-side – a rare sight on seagoing ships. Soon after that operation, it was decided the older cruisers of the 3rd Scouting Group were too slow and lightly armored to face the guns of the Grand Fleet, and they were assigned to Reconnaissance Forces Baltic. Roon participated in the bombardment of Libau on 7 May, then took part in sorties into the central Baltic as far north as Gotska Sandon on five different occasions in May and June, 1915. In July she fought in the Battle Of The Aland Islands, engaging the Russian armored cruisers Bayan and Rurik and several light cruisers and destroyers. The Russians hit Roon several times, and being outnumbered, she and Lubeck were forced to retire. The cruiser also participated in the series of actions in the Gulf Of Riga Campaign, later in the year. Close-up detail of Yorck – bow angle. But cruiser losses were mounting in the Baltic – especially from Russian mines – and most especially from the activity of British submarines. In January, 1916, it was decided the older cruisers were too poorly protected against mines and torpedoes, and Roon was ordered to Kiel and decommissioned on 4 February. In November, 1916, she was disarmed and converted to a training and accommodation ship – a function she preformed until 1918. In November of 1920, she was stricken from the Naval Register and scrapped the following year. THE GERMAN PARADOX HMS Achilles – a Warrior Class armored cruiser - 1906. While the Kaiserliche Marine was commissioning the two Roon Class armored cruisers into the Hochseeflotte, the Royal Navy was just beginning to commission the new Warrior Class of armored cruisers. The British had started in the 1890’s with a clear strategy of protecting their sea lanes with a swarm of armored cruisers. By 1900, they had decided the cruisers had to be big enough, and powerful enough, to preform either alone on foreign duty stations, or in support of the battle fleet. (Most other navies preferred smaller and lighter cruisers on colonial stations.) By 1906, the British had 29 armored cruisers in service or laid-up in reserve, with the most powerful vessels assigned to the Home Fleet. The exact number of armored cruisers in the Home Fleet varied considerably -- due to maintenance, training tasks, and detached temporary duty -- but it was usually eight. Across the North Sea, it was also around 1906, that reality set in. The Kaiserliche Marine finally came to the unalterable conclusion that Britain was going to be their principal enemy in any future war in Europe. And Tirpitz was building a fleet that could either be used as a political tool, or an instrument of war. It was really rather obvious – at least to the British. Germany was allied by treaty to both the Austro-Hungarian Empire and Italy – so their fleets could be ruled out as an enemy. The Russian fleet was still in a shambles after the Russo-Japanese War. The French would have to devote most of their naval strength to holding the Mediterranean against Austria and Italy – and protecting their colonial possessions nearest to Europe. AND – Germany was confident the Army could be counted upon to deliver victory in a European land war. So that leaves only Britain – and that would be a naval war any way you played it. The Hochseeflotte had already commissioned 15 pre-dreadnought battleships by 1906, and were building more. But their armored cruisers were, perhaps, more indicative of the entire naval situation. And if you were in the Imperial Naval Office, or a seagoing officer, the simple arithmetic was enough to drive you to drink. The Kaiserliche Marine possessed only six armored cruisers, with two more on the building slips – and one of those was permanently stationed in the Far East. Cruiser to cruiser – the Imperial fleet was outnumbered 5 to 1. But that wasn’t the worst of it. It took several years for the Imperial Naval Office to face the reality that they shouldn’t be building cruisers designed for foreign duty stations, rather than for specific use against Britain’s Home Fleet. Foreign duty cruisers were usually smaller, slower, and lighter-gunned – because they weren’t likely to run into a battleship, or even two enemy cruisers at the same time. But part of the dilemma went back to -- not enough ships – not soon enough – and all as cheaply as possible. The new Naval Laws had guaranteed one new cruiser per year – but the Reichstag had demanded a cost ceiling on all ships – and Tirpitz had provided them. The State Secretary of the Navy had surely been aware that costs would rise with each successive ship. Two ships in the same class, laid down one year apart, often resulted in a higher cost for the second ship. But Tirpitz also knew the Reichstag didn’t want to hear that. So he “low-balled” the original negotiations. Rather than continuing to fight for more money, Tirpitz instructed the naval constructors to stay within a few thousand Goldmarks of the original estimates. This pinch-penny approach to ship design and construction had far-reaching consequences. The first two classes of pre-dreadnought battleships had been armed with 9.4-inch guns!! The last class, Braunschweig, had made the jump to 11-inch guns – but were still smaller than those mounted in other navies. Naval analysts have long complained that German ships were notoriously under-gunned – and with good reason. Later, Tirpitz would balk at the idea of going to 12-inch guns – largely due to the cost. It cost thousands of Goldmarks for a single gun tube. So increasing the number of guns added cost to the ship. The increase to 11-inch guns had cost tens of thousands to design, build, test, and perfect the new gun. When the time came to seriously consider a 12-inch gun to oppose Britain’s 13.5-inch weapon – the cost would have to be deducted from other design features of the ship. Or – Tirpitz would have to go to the Reichstag and beg for the money. The general result – especially in cruisers -- was to avoid more guns, and keep them small and inexpensive. Speed was another disparity between British and German cruisers. The average Royal Navy cruiser could make 23 knots. The “fast” German cruisers were only capable of 20 or 21 knots. Germany could build bigger engines – they were good at that. But bigger engines meant they needed more room, and that meant a longer hull. The bigger engines needed more boilers to provide steam – more room – and an even longer hull. And an even higher cost – more money from the Reichstag. Underwater protective measures against mines and torpedoes were nonexistent. (This point is also true of the British.) There was precious little known about the effects of mine explosions on ship’s hulls – and even less was understood about the lethal qualities of torpedoes. Building in extra armor protection, or inner hull void spaces to absorb the blast, was little understood and would have added considerably to the cost. There is an old anecdote told about Jackie Fisher (probably untrue) that when asked about defense against mines, he simply said...”Don’t run over the bloody things!” Armor protection on British cruisers was not exactly “first-rate” -- largely due to the need to achieve higher speed. And cruisers were never meant to be armored like a battleship. But the average British cruiser weighed-in about 4,500 tons heavier than their German counterparts. Part of that was the propulsion plant, but a sizable chunk went to armor. The British waterline belt averaged 6 inches to the German’s 3.9 inches. AND – more armor requires more horsepower to attain the speed – and yet more armor to cover the longer hull needed for the engines and boilers. It was a vicious circle – one thing just naturally led to another. SMS Roon – leading ship of the 3rd Scouting Group (scouting group astern – out of picture) as she follows the Hochseeflotte on one of the early sorties in 1914. Roon’s scouting group will form the rear guard of the battle fleet. The 1st Scouting Group is in the van (lead) of the fleet – and the 2d Scouting Group is deployed as “the point”. The upshot of the whole thing was that virtually all of the Imperial Navy’s armored cruisers were no match for the big British cruisers operating in the North Sea. During the early months of The Great War at sea, the armored cruisers were formed into the 3rd and 4th Scouting Groups and went about their assigned duties as the scouting screen for the lumbering battleships of the Hochseeflotte. The 1st Scouting Group was composed of more modern vessels and became the offensive arm of the battle fleet. In early 1915, all the old armored cruisers were transferred to the Cruiser Force Baltic where they could still do good work against the Russians. And they fought bravely and well – but eventually, their vulnerability to mines and torpedoes in the narrow sea forced the Oberkommando der Marine to withdraw them from active service in 1916. The Prinz Adalbert and Roon Class armored cruisers were the oldest to go to war in 1914, and they brought to mind an interesting side note on the early months of the war. Britain’s ultimatum to Germany expired at midnight on 4 August 1914, and within a matter of days the British Expeditionary Force (B.E.F.) of one cavalry and four infantry divisions was landed on French shores. They were ordered to concentrate along the Belgian border near the town of Maubeuge. No one had the least idea of what awaited them as they marched toward their assembly area, and the story of the B.E.F.’s heroic struggle to halt the German Juggernaut has become legendary. But by November 1914, the British had settled in to defend the area around Ypres, Belgium. This was still the time before trenches dominated the battlefield. Private Herbert de Hamel belonged to “The London Scottish”, a “territorial” regiment (reservists). They were recruited from the clerks, bookkeepers, and accountants of “The City” – the business district of London…… “...the Germans advanced at a steady walk, falling as they came. Fire spat out from their line of rifles – no sounds – no shouts – only their crackling rifles. Bullets cut through the hedge in front of us – slapped into the earthen bank behind us – and all the while we fired back. We fired as fast as we could and aimed each shot. We wiped the sweat from our eyes – and shot. Shells from the German’s 77mm guns fell among our fellows, threw dirt on everyone – and we kept shooting. But after a while, there were no more Germans walking toward us……” The following morning the London Scottish were still there – blackened with powder smoke, covered in mud and dirt, their kilts in tatters – but the Germans had been stopped. Among the wounded was a shipping clerk named Ronald Colman – hit in the ankle by shrapnel -- and lamed. Though he limped thereafter, the wound saved his life and he was invalided home – unfit for further duty. But he learned to walk so the limp was almost unnoticeable and went on to become one of Hollywood’s greatest movie stars – as did three of his regimental mates – Basil Rathbone, Herbert Marshall, and Claude Rains. War is full of ironic bits – even a few for you old movie buffs out there... NEXT TIME…… LAST OF THE GERMAN ARMORED CRUISERS AND… WE HAVE TWO PROP PACKS FOR YOU... Volume 06 – Prinz Adalbert Class Armored Cruisers Volume 07 – Furst Bismarck Class Armored Cruisers MANY THANKS to @Barroco Hispano for his generously given time and talent creating so many beautiful warships. There are some really beautiful models coming up. A SPECIAL “THANKS” to my partner -- “@AP” -- for his considerable talents and valuable time. The Cuxhaven Series would have been utterly impossible without him. I DO HOPE you are enjoying these chapters – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit... You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Prinz Heinrich – circa 1902 – Moored alongside a fitting-out wharf in Kiel. The big tripod seen behind the aft pole mast is a pair of heavy lifting “sheers” used instead of an expensive cantilever crane. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 04: INNOVATION ON A BUDGET Though an excellent warship, SMS Furst Bismarck, the first German armored cruiser, had its’ faults -- chiefly, the cost. The naval constructors of the Kaiserliche Marine were careful men, and not known for their extravagance, nor their waste of money. But the Reichstag was shocked at the increase in cost over the Victoria Louise Class protected cruisers. Admiral Hollman (State Secretary Of The Navy) had been forced into a protracted series of negotiations to make the politicians understand the difference between the thin-skinned protected cruisers and the new armored cruiser. It was also necessary to explain why it was essential for the Kaiserliche Marine to develop a “cruiser killer” to protect the trade routes and colonies. Only then was the money forthcoming -- reluctantly. Hollman’s successor, Alfred von Tirpitz, would be faced with solid opposition in the Reichstag and would have to find a different approach to new construction. SMS PRINZ HEINRICH CLASS SMS Prinz Heinrich -- an artist’s illustration of the period showing her underway at high speed. SMS Prinz Heinrich was another single ship class, and the second armored cruiser built for the Kaiserliche Marine. The new ship was named after Kaiser Wilhelm II's younger brother, Prince Heinrich of Prussia. A career naval officer, the Prince held commands from a lowly torpedo boat to a battleship, and eventually commanded the Hochseeflotte from 1906-1909 -- rising to the rank of Grossadmiral (Grand Admiral) and Generalinspekteur der Marine. The new cruiser was authorized under the 1898 Naval Law – the first naval construction program instituted under the direction of Alfred von Tirpitz, the new State Secretary of the Reichsmarineamt. Immediately upon assuming the office of Naval State Secretary in 1897, Tirpitz realized the current requirement of annual Reichstag approval for naval spending was unworkable. He could make no long-term strategic decisions regarding the composition of the fleet, nor could he guarantee the navy would have enough ships, enough sailors, or even the right ships for the job. To make a very long story much shorter – after a great deal of political maneuvering and considerable “Royal pressure” from the Kaiser -- he was able to get the Naval law of 1898 through the Reichstag. The politicians were now committed, by law, to building a specified number of new ships – of a certain type – within certain fiscal limits – each year. The Naval Law also provided for the automatic replacement of ships lost, retired at 25 years, or stricken as obsolete. There were additional naval laws passed in 1900, 1906, 1908, and 1912, which were negotiated due to rising construction costs or, more often, due to foreign political tensions. Tirpitz could now build a fleet that would never get smaller (automatic replacement), and could only grow -- through guarantied new construction. Tirpitz’ goal was to build a fleet with battle squadrons that were “homogeneous” – built within a given time frame to the same plans – and, therefore, more able to operate together as a fleet. One four-ship-squadron with the same speed, same armor protection, and same gun power could be tactically employed much more effectively than a squadron with four completely dissimilar ships. The Naval laws put an end to long delays between ships, increased the number of new ships to be laid down every year, and effectively put an end to “single ship classes”. (Sounds good – but when dealing with “government money” – there are always strings attached.) SMS Prinz Heinrich – profile plan. The designs for Prinz Heinrich were prepared in the late 1890’s while construction of Furst Bismarck was still underway. The keel was laid down at Kaiserwerft Shipyard in Kiel in December, 1898. She was launched in March, 1900, and commissioned in March, 1902. The naval architects based the new plans on the design of Furst Bismarck, but the new Naval Law imposed fiscal limitations and it was agreed the new ship's size would have to be reduced by about 1,500 tons. Weight reduction was achieved, in part, by thinning the ship's armor. Krupp’s recent development of “cemented armor plate” allowed for thinner and lighter plates that were significantly more effective, so less could be applied to achieve the same level of protection. With the savings in weight on the new armor plate, the belt could actually be extended up to the main deck level, thereby protecting more of the ship’s interior. As in previous designs, the ship’s “protected armor deck” sloped down and connected to the lower edge of the belt, below the waterline. Unfortunately, the main battery armament was also significantly reduced to save weight and cost. Instead of four heavy guns in two twin turrets, Prinz Heinrich was given two heavy guns in single turrets. They also reduced the secondary battery by removing two guns. And rather than spreading the secondary battery along the hull in casemates and sponsons, they were all mounted in a “central battery” amidships, to reduce the area of hull requiring armor. This weight savings allowed thicker armor to be concentrated in the battery. Additional weight was cut by redesigning the bridge structure. Rather than a raised position for better ship handling and field of view, it was raised just one level above the weather deck and reduced to flat walkways with canvas screens and an enclosed wheelhouse barely big enough for two helmsmen and two officers. The conning tower “battle position” was built into the weather deck beneath the wheelhouse. The heavy “military” masts were discarded in favor of heavy pole masts. SMS Prinz Heinrich – circa 1904. The wooden framing erected above the forecastle deck are temporary supports for large sun awnings. In the picture above, you can clearly see just how spartan the bridge arrangements were, and just how little deck clutter there was on the rest of the ship. You can also get a good idea of that stepped, “slab-sided”, look common to all German armored cruisers. The secondary battery concentrated amidships is in a sort of “pyramid stack”, giving it a stepped (staircase) look. While the hull has an extremely high freeboard, with a forecastle deck raised one level higher, adding to the “slab-sided” look. Though this looks like an unnecessarily large, exposed, hull (big target), the Royal navy dreadnoughts sat even taller in the water. During their frequent sweeps of the North Sea, the British had to be able to endure rough weather – and it was not uncommon to send the light forces (light cruisers, destroyers, and torpedo boats) home, while the battleships plowed ahead. SMS Prinz Heinrich tied up at the Replenishment Pier, taking on stores. As only the second armored cruiser built, she was still a bit of an experiment, and the Reichstag was being difficult with money. The most notable result was the main battery being reduced to single-gun-turrets fore and aft. They are an unusual shape and @AP has modeled all their details very well. Note the placement of the crew in various locations. The crewmen on the platform deck beside the casemated turret guns near the bow – one exiting a bulkhead door – are a special treat for me. That deck is actually the “main deck” level, which is frequently mentioned in the text. Prinz Heinrich was 410 feet on the waterline with a beam of 64 feet, and displaced 8,887 tons. The steel hull was constructed with transverse and longitudinal frames, and incorporated thirteen watertight compartments, with a double bottom extended for 57% of the ship’s length. Her crew comprised 35 officers and 532 enlisted men. Her propulsion plant was three vertical 4-cylinder triple expansion engines, driving three shafts, and powered by fourteen Durr water-tube boilers. The boilers were trunked into two funnels amidships. Strangely enough, the propulsion system was rated at 15,000 IHP (Indicated Horsepower) and should have provided 20 knots – but on sea trials, her engines actually reached 15,694 IHP, but only produced 19.9 knots. Prinz Heinrich was designed to ship 890 tons of coal for normal operations, but could take on a “war load” of 1,590 tons if necessary. This allowed an operating radius of 2,640 miles at 18 knots, or 5,270 miles at a cruising speed of 10 knots. Prinz Heinrich is moored at a Replenishment Pier modified from the PEG seaport “Pier One” set. I added the “WMP Seawalls” on the outer edges to act as wooden “bumpers” for the warships and deleted selected items of the dock cargo to make them more appropriate to the early 1900’s. The “base” of the pier has been completely “re-lotted” with cargo props and the space between the pier and the road has been filled in with 1x1 custom-made lots of concrete pads, trucks, and jeeps. Prinz Heinrich’s main battery consisted of two 9.4 inch SK-L/40 (QF) guns mounted in single turrets, one fore and one aft. They fired a 310 pound shell at 3 rounds per minute out to a range of 18,500 yards and were supplied with 75 rounds each. A secondary battery of ten 5.9 inch SK-L/40 (QF) guns were mounted amidships, six in turreted casemates on either broadside, with the remaining four in turrets in the ship's hull above the casemates. These guns could fire an 88 pound shell at 5 rounds per minute out to a range of 15,000 yards. Each gun was supplied with 120 rounds. The cruiser also carried ten 3.5 inch SK-L/30 (QF) guns for torpedo boat defense. These guns could fire a 15 pound shell at the rate of 15 per minute out to a range of 7,800 yards. Each gun was allowed 250 rounds. Prinz Heinrich was also fitted with four 17.7 inch torpedo tubes -- one on the stern in a swivel mount, one submerged in the bow, and one submerged on either side abreast the forward gun turret. Prinz Heinrich is, simply put, one of “AP’s” scratch-built “works of art”. The details of the ship have been carefully researched from text records, ship’s plans, and numerous photographs. The “slab-sided-look” to these ships is especially noticeable on this one. (Prinz Heinrich has already been posted to the STEX for those who wish to download.) The new armored cruiser was plated with Krupp “cemented armor”. The armor belt was 3.9 inches thick in the “central citadel” of the ship, protecting the barbettes, magazines, and machinery spaces, and tapered to 3.1 inches at the ends. The belt was backed by 4 inches of teak planks. Unlike Furst Bismarck, the bow and stern were left unarmored. (The naval architects were, apparently, trusting the “protected armor deck” below the waterline to counteract any damage taken on the ends of the ship. A reasonable assumption. But the problem of keeping the bow “watertight” – would come back to haunt them – with catastrophic results.) The “protective armored deck” was 1.6 inches thick and connected to the bottom of the belt by 2 inches of sloped armor. The forward conning tower had 5.9 inch sides with a 1.2 inch roof. The aft control position was only protected against splinter and shrapnel damage with half-inch plating. The main battery turrets were given 5.9 inch sides with a 1.2 inch roof, while the secondary turrets received 3.9 inches of armor. The casemated guns were protected by a 3.9 inch armored strake with 2.8 inch gun shields. This shot shows Prinz Heinrich’s streamlined hull form to good effect. And you can see the long, “flush” weather deck that runs from the forecastle break to the aft turret. Prinz Heinrich served with the fleet in home waters for just four years, from 1902 to 1906, when she was “Flagship – Scouting Forces”, and mainly occupied with fleet training. In August, 1902, she escorted Kaiser Wilhelm II’s yacht Hohenzollern during a trip to meet Tsar Nicholas II of Russia, in Reval. Prinz Heinrich also participated in the fleet training activities of 1903, including a visit to Spain from 7 May to 10 August, during which she made a port call in Vigo, Spain from 20 to 30 May. On January 25, 1904, the Kaiser ordered Prinz Heinrich to be loaded with medical supplies, food, clothing, medical staff, and a special landing party, to go to the assistance of the Norwegian town of Alesund in the aftermath of a fire that caused extensive destruction. The Kaiser had often enjoyed the hospitality of the small village during his Norwegian vacations and wished to repay their kindness. The ship was “laid up” from early 1906 to mid-1908, largely due to budgetary constraints. There was always a shortage of operating funds for the growing fleet, and, there was a chronic shortage of enlisted men to man the ships – because they had to be paid. She was reactivated in 1908 as a gunnery training ship, and in 1912, underwent modernization. In 1914, conversion into a permanent training ship began, with the work completed just before the outbreak of World War I. Mobilized for active war service, initially with III Scouting Group of the Hochseeflotte, Prinz Heinrich was used in the North Sea for coastal defense and patrols – mostly guard ship duty in the Jade Bay and Ems River. In December, 1914, she sortied with the fleet in support of the raids on Scarborough, Hartlepool, and Whitby. During the raid on Hartlepool, 15-16 December, 1914, Prinz Heinrich, the armored cruiser Roon, and a flotilla of torpedo boats, were assigned to the "scouting van” of the Hochseeflotte, commanded by Admiral Friedrich von Ingenohl. The battle fleet was providing distant cover for Konteradmiral Franz von Hipper’s battlecruisers, which were conducting the raid. Hipper had put to sea at 03:00 and it had been heavy going all night. The seas were running high with long rollers coming in from the north. Even the big battlecruisers were taking water over the bow. The weather had closed in and the fast moving raiding force ran in and out of belts of drizzling rain and fog. The weather was no better as Ingenohl and the battle fleet approached the area south-east of Dogger Bank. At this point, during the pre-dawn darkness on the 16th, the German battle fleet of fourteen dreadnoughts and eight pre-dreadnoughts came within a dozen miles of an isolated squadron of six British battleships – followed a few miles behind by four battlecruisers. A lively skirmish erupted between the rival destroyer screens across a wide arc of darkened, fog-shrouded, ocean. Gunfire rumbled like thunder and the night sky was lit by the muzzle flashes of quick-firing cannon. The widespread fighting and confusion in the rain and darkness convinced von Ingenohl he was faced with the entire Grand Fleet. Under strict orders from Kaiser Wilhelm II to avoid risking the fleet unnecessarily, von Ingenohl chose to break off the engagement and set course for Wilhelmshaven. The irony of the whole thing was that this is exactly what the German strategy had called for. The raid was designed to lure a small portion of the Grand Fleet into an engagement with the main body of the Hochseeflotte where it could be destroyed, and thereby reduce Britain’s numerical superiority. But that is another story – for another day. Here you see the “box-like” forward superstructure designed to keep water “over the bow” from flowing back over the ship. Notice the weathered look to the turret roof. The forward bridge is a “minimalist”, round, armored conning tower, and the midships weather deck accommodates the funnels, ship’s boats, boat cranes, and an alternate compass platform aft of the boats. (Many warships of this era had specially built compass platforms – mostly wooden – to partially alleviate problems with “compass deviation” in steel warships.) In the “after-action” discussions in Wilhelmshaven, it was decided the twelve-year-old Prinz Heinrich had no place in operations against the powerful and more modern British Grand Fleet. Accordingly, on 12 April 1915, III Scouting Group was detached from the Hochseeflotte and transferred to Kiel. Prinz Heinrich and her older sisters could do good work in the Baltic Sea against the less numerous and hardly modern Russian Baltic Fleet. Prinz Heinrich patrolled the central Baltic and supported offensive minelaying operations for the most part. In May, 1915, she provided gunfire support for the assault on Libau, and shelled Russian positions during the Battle Of The Gulf Of Riga, in August. Cruiser warfare set the tone for most of the war in the Baltic. Hit-and-run raids, minelaying sorties, shipping convoys, bombardments, and mostly nuisance raids were the usual fare. German cruisers had to be wary at all times. Though the Russians were not “strategically brilliant”, once they located an enemy and engaged – they were tenacious. In this type of cutthroat warfare, the armored cruisers took the place of battleships and provided support and muscle for the lighter cruisers and destroyers. Prinz Heinrich was frequently at sea in support of one operation or another, and the support was needed. The Russians did have some good armored cruisers, and when aggressively handled, they could be real trouble. And if that were not enough to contend with, there was always a British submarine or two lurking about in the Baltic. Due to severe crew shortages in the fleet in late 1915, Prinz Heinrich had her crew reduced, and was ultimately decommissioned and disarmed in March 1916. She then served in a variety of secondary roles. For a time she even served as the “station flagship” for the Commander-In-Chief, Baltic Forces – His Royal Highness, Admiral Prince Heinrich. She was finally sold and scrapped in 1920. With Prinz Heinrich, the forecastle deck and fantail were rather short, and in this ship, the rear control position (aft conning tower) is a cramped, box-like structure on the quarter deck. Note the sailors climbing the ladder to the quarter deck. Ships of this period quite often carried a large number of ship’s boats and steam launches. They were used for errands, and transporting crew and small goods from ship to shore, and numerous boats were a good thing when “abandoning ship”. “Carley Floats” (an American invention) were quite common in the Royal Navy beginning around 1905, while the Kaiserliche Marine devised a variant of their own around 1910. The general opinion was that Prinz Heinrich was a good sea boat with gentle motion, quick to the helm, but like Furst Bismarck, suffering from excessive roll in a beam sea. And though well received, she was not without her critics; Vizeadmiral Hopman referred to her as ”...cheap, but bad”. No doubt, the Vizeadmiral was unhappy with the initial design choices made in the interests of cost-cutting. But then, any admiral would rather have four big guns than just two. On the other hand, naval analysts and historians have compared the ship favorably with foreign contemporaries such as the French Desaix, Russian Bayan, and Italian Giuseppe Garibaldi. But the Imperial Naval High Command was right about one thing; when analysts measure her against the Grand Fleet armored cruisers, she still comes out a poor second. Though she only served four years in the High Sea Fleet, she did good service over a long life, and her design proved to be quite influential. All subsequent German armored cruisers were developments of the Prinz Heinrich “template”. In fact, if you study the basic armor scheme pioneered in Prinz Heinrich, and compare it to successive designs, you will find those same basic elements over and over. With the exception of a few “flourishes”, the basic armor placement pattern is always the same and is, more often than not, simply scaled up in thickness to meet changing technologies. In actual fact, Prinz Heinrich provided the basis of all German capital ships designed over the next forty years, including World War II’s KM Bismarck and the outlandish battleships of the H-Classes. NEXT TIME…… AN ILL-FATED LOT But – before you go…… This is our new “prop-pack” offering…...Volume 04: Maritime Cranes. AND -- Let’s take a moment and look at some of the landscape. I have experimented with various types of landscape over the years – heavily forested – minimalist vegetation – no landscape – all with complete dissatisfaction. I have never been able to look at a map and put “just a little” flora and fauna on it. I finally settled on what has been referred to as “painting” the landscape. It’s a lot more work, but does produce a satisfying appearance. I have also experimented with various coastal landscapes, and wanted something new for this map. Fortunately for me, @MissVanleider did some really great “pioneering” work with sand dunes and the Poseidon Terrain Mod – which I have adapted to my own terrain style. This is the shoreline south of the West Loch anchorage. Starting on the right of the picture, there are some low hills with a few trees on top, but most of them are concentrated in low spots or the “valleys” between the hills. They blend into a thicker belt of timber running along the tops of the beachfront bluffs. Rather than create a series of sand dunes along the shore, I opted to create something like a sandy, eroding, cliff face. From there down to the shore there is progressively less vegetation, mostly low scrub, with just a few deciduous trees – and a lot of dead ones. The sandy areas are encroaching on the trees and gradually killing them off. The bulk of my landscaping MMP’s are the work of @Girafe – simply put, they are uniformly excellent. This is one of my favorite coastal features – a rocky point jutting out into the water. It is known locally as “Gull’s Rock” – for obvious reasons. Notice how, when applied, the Poseidon sand “brush” highlights the bare slopes of the bluff face and shows the shadows of low spots where they occur naturally. Notice, near the top of the picture, the indentation in the bluff face, accented by low vegetation along the bottom – the “terrain brush” is perfect for bringing out the shape of the land. In this close-up, you can see a mass of different MMP work grouped together around the rocks. It seems like a lot of different MMP’s jammed together – but when it is blended together it creates a very natural look. Even the seagulls like the place…… Another view of “Gull’s Rock” and the sandy bluffs behind. The heavily forested belt behind the bluffs was built with a variety of custom-made 1x1 “Tree Filler” lots, then trimmed out with MMP’s to make it all blend together. As we move north along the beach, the sandy areas begin to thin out a bit and are replaced with grassy areas where the sand has not taken over as yet. In this spot, a small belt of trees still extends down to the water’s edge. Notice the indentation in the bluff face near the top of the picture. Part of the trick to making realistic bluffs is to make sure the faces are “irregular” in shape. Making the bluffs in a straight line would look awful. And if you want the indentations and high spots to show up well – you might make the bluffs at least 15 meters in height. Anything lower will result in a “dune” rather than a bluff or hill. This is a close-up showing an indentation in the bluff line. Notice how a minimum of “ground cover” has been placed running down the slope to accentuate the effect. Too much vegetation will blot out the visual shadow effect of the terrain brush. Along the shore, a patch of non-sandy shoreline has been “painted’ with “Heblem Sands” and gravels. In this shot, the sandy bluffs merge back into the semi-wooded beachfront and the heavily forested area below the West Loch Replenishment Piers. The ground cover gets heavier as it nears the lighthouse and merges with the thick forest. My THANKS to @MissVanleider for her excellent tutorial and inspiration. MANY THANKS to @Barroco Hispano for his generously given time and talent creating so many beautiful warships for this series. MY SPECIAL THANKS to my partner -- @AP -- for volunteering his considerable talents and valuable time in providing so many beautiful and highly detailed models that have added so much variety, originality, and “life” to the dockyards. Without his talent, imagination, and hard work – this series would not have been possible. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit! You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

SMS Hansa – Victoria Louise Class – a lithograph circa 1900. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 02: PROTECTED CRUISERS: A BRIEF EXPERIMENT Beginning in the 1860’s, the navies of the world transitioned from wooden-hulled warships to ironclads, then again to steel hulls. All the basic rules of naval construction were suddenly in constant flux. And not only ship’s hulls were changing. The cannon arming the ships began to change more in two decades than they had in the preceding hundred years. New metallurgy, new chemical explosives, explosive shells, and better rifling techniques made them far more powerful than they had ever been. Consequently, for the next several decades, it proved difficult to design a ship with sufficient armor, while maintaining the speed and range required of a "cruiser”. To further complicate matters, around the 1880’s, a fairly effective, hardened-tip, form of armor-piercing ammunition made an appearance. For naval designers, this made protecting the sides of a ship with thick armor plates problematic. This was really not a viable solution. There were limits on the thickness of plate armor that could be processed in a rolling mill. And even if armor dominated the design of the ship, it was likely the next generation of guns and shells would still be able to pierce it. An additional problem was weight and speed. The more armor you hung on a ship – the heavier it got, and the slower it moved – making the design completely unacceptable. So if you wanted a semi-cheap, fast, cruiser the only practical alternative was to leave it “unprotected”. But, as you might think, the idea of building an expensive modern cruiser, loading it with guns and men, and then watching two 6-inch shells send it to the bottom -- worried politicians and admirals alike. Fortunately, in 1884, the British armaments firm of Armstrong-Whitworth & Co. had two bright lads in the design department of their Elswick shipyard. They decided to give the ship’s sides only minimal armor while actually armoring a deck just below the waterline. Since this deck could only be struck by a shell in an oblique manner, it could be less thick and heavy than belt armor (side armor). The ship could be designed with the engines, boilers, and magazines beneath the protective armored deck. This would allow the ship to suffer enormous damage to the upper hull and superstructure while the watertight area below the armored deck kept it afloat and stable. This spark of genius produced the “protected cruiser”. Protective Deck Cross-section French La Gloire – Commissioned 1859. You see her as she looked in 1869. With the appearance of seagoing ironclads – French La Gloire, 1859, and Britain’s iron-hulled HMS Warrior, 1861 -- the wooden steam navies gave way to superior ironclad steamers. Over the next two decades, the composition of fleets changed as well. All of the confusing classifications of warships -- 1st rate, 2nd rate, 3rd rate, etc, etc – were done away with, for the most part. What remained were the big, lumbering ironclads of the battle line – and their “scouts” – the cruisers. (There were, in fact, still classifications of ironclads, but it boiled down to whether or not you put the 4th rates up front to get shot to pieces, or held them back as a “forlorn hope”.) The demand for cruisers rose dramatically. If it had been economically impractical to deploy a ship-of-the-line to the wilds of the African coast – it was even less practical to send a slow, coal-fired ironclad. Cruisers were far more affordable than battleships, which appealed to less financially endowed nations, and to parsimonious politicians everywhere. The discovery of the “protective armor deck” endorsed the cheaper course and showed the way forward. HMS Warrior – 1861. Picture taken after restoration, perhaps 2009. PROTECTED CRUISERS At the same time Gen. Caprivi was ordering his “foreign station” ships, the “fleet” was making the change from ironclad steam frigates to more modern steel construction. Mostly in response to French construction, the Germans laid down the first of the eight-ship Siegfried Class in 1888. Only 4,058 tons and 240 feet long, these glorified “battleships” were actually intended merely for coastal defense and could not truly be called battleships. During the recent Franco-Prussian War, the Prussian Navy had been too small, and mostly too antiquated, to make a good showing. But Caprivi was determined to change that. His goal was to create a “Hochseeflotte” (High Sea Fleet) that could not only defend the German coast, but project naval power into the sea zones of potential European enemies. And the Siegfried’s were just a beginning. SMS Siegfried – Laid down in 1888 -- Lead ship of a class of eight coastal defense battleships. The Siegfried Class coastal defense ships were unsuitable for deep water operations with the new light cruisers already under construction. They were too small and slow, with a severely restricted operating radius. Caprivi knew the Reichstag could not be persuaded to allocate funds for modern battleships. And light cruisers, no matter how modern, could only do so much with 4.1-inch guns. So something was needed to lend heavier support to the thin-skinned light cruisers. The first protected cruisers to be built in Germany were the Irene and Prinzess Wilhelm (1886), followed by the Kaiserin Augusta (1890). SMS IRENE and PRINZESS WILHELM Protected Cruiser SMS Irene – First protected cruiser built for the Imperial navy – 1888. Shown late in her career. SMS Irene was the first protected cruiser to enter service with the Imperial navy and was laid down in 1886 at the AG Vulcan Shipyard in Stettin. She was commissioned in 1888. Prinzess Wilhelm, her sister ship, was laid down the same year in the Germaniawerft Shipyard in Kiel, but was not commissioned until 1889. At 4,271 tons and 340 feet in length, the class was equipped with double expansion engines driving twin propellers for a speed of 18 knots. The two cruisers were fairly heavily armed with four 5.9-inch guns, eight 4.1-inch guns, six 1.5-inch revolving cannon, and three 13.8-inch torpedo tubes. Armor protection consisted of the revolutionary “protective armored deck” 2 inches thick with sloping sides increasing to 3 inches, with a 2-inch thick conning tower. SMS Prinzess Wilhelm – Sister ship to Irene – 1889. Seen soon after commissioning. Note the laundry drying up forward. In summer of 1888, Irene joined a squadron sent to Britain as part of Wilhelm II’s coronation plans. The winter months were spent escorting the Kaiser’s yacht on a Mediterranean cruise, with state visits to Turkey and Italy, and port calls in Athens and Venice. She again escorted the Kaiser’s yacht, Hohenzollern, to Britain for the 1890 Cowes Regatta. In November, 1894, Irene was dispatched to Casablanca to investigate the murder of a German national – then proceeded to join the East Asian Squadron, followed in 1895 by Prinzess Wilhelm. Both ships spent the remainder of their active careers in the Far East. When replaced by more modern cruisers, they returned to Germany, were modernized, and then “laid up”. Stricken from the Naval List in 1914, they remained laid-up until sold for scrap in 1921. It is interesting to note that each ship fetched a sale price of 909,000 Marks. SMS KAISERIN AUGUSTA Kaiserin Augusta – 1892. The third protected cruiser to join the Imperial Navy. The Kaiserin Augusta Class consisted of a single ship laid down in 1890 at the Germaniawerft Shipyard in Kiel. Due to budgetary restrictions, this ship was designed primarily as a fleet scout, with alterations increasing her radius of action and providing a crew large enough for landing parties so that she might serve on colonial stations. She was lengthened over the previous class in order to carry twice as many boilers and larger engines so that she would have more than enough speed to scout ahead of the fleet. Kaiserin Augusta was 400 feet in length with a much increased displacement of 6,056 tons. Her hull had both transverse and longitudinal steel frames with ten watertight compartments. The outer hull consisted of a single layer of wood planking sheathed in “Muntz Metal”. Developed by George Muntz, of Birmingham, England, this metal sheathing was a brass alloy consisting of copper, zinc, and a trace of iron. This mixture duplicated the anti-fouling protection of copper at only two thirds the cost. Perhaps the most famous ship to use this sheathing was the clipper Cutty Sark. Armor protection was provided on the “protective armored deck” principle with two inches of Krupp steel on top and 2.8 inches on the sloping sides. The conning tower was 2 inches thick. Krupp steel had just come into use and was superior to any other process at the time. Krupp plates could be rolled thinner, and therefor, lighter than others while still being just as shot-resistant. Kaiserin Augusta was powered by three 3-cylinder triple expansion steam engines driving three shafts with power supplied by eight fire-tube boilers trunked into three funnels. A top speed of 21.5 knots was reached on trials, largely due to the triple screw arrangement. In need of great speed, the naval architects decided it could only be achieved with the untried triple arrangement. Only a handful of French and American ships had experimented with triple screws, but they made Kaiserin Augusta the fastest warship in the World (at the time), and the first Imperial Navy ship with that arrangement. Armament was quite similar to the preceding class, with four 5.9-inch guns and eight 4.1-inch guns – all mounted in sponsoned hull casemates on the main deck level. There were also five 13.8-inch torpedo tubes -- four in deck swivel mounts (two on either broadside) -- with the fifth tube submerged in the bow. One point of interest can be discerned by examining the picture above. In the early decades of the 20th Century, warships tended to be “minimalist” in their external design features. Some navies were inclined toward more “deck clutter” than others, but the Imperial Navy kept “top hamper” and superstructure to an “essentials only” minimum. The Russo-Japanese War of 1905 would later prove that unarmored portions of a hull, deck houses, and sprawling superstructure, not only provided a bigger target, but could be shredded by high explosive shells and turned into a blazing mass. The Imperial Bureau of Design did not yet have “combat” proof – but they understood a low profile equaled a smaller target. Kaiserin Augusta had a minimal bridge, two masts, three funnels, and some ship’s boats on deck – a very low target silhouette with little that could be shredded or set afire. Kaiserin Augusta was commissioned for sea trials in November, 1892, but they were interrupted by the need to send “modern” cruisers to New York City to represent Germany at a celebration of Columbus's first voyage. A similar, earlier, celebration in Genoa, Italy, had prompted negative remarks about the Prinzess Wilhelm. As hoped, Kaiserin Augusta made a significant impression – and all the more impressive for having achieved an average speed of 21.5 knots on her Atlantic crossing. After completion of sea trials, the ship was dispatched to Morocco to assist in a show of force during the “Casablanca Crisis” – a text-book example of gunboat diplomacy. In March and April of 1896, Kaiserin Augusta escorted the Emperor’s yacht on the annual Mediterranean cruise. While still in the Mediterranean, in November, 1897, Kaiserin Augusta received orders for the Far East, where she was to join the East Asiatic Squadron. Two months after her arrival in Tsingtao, she made “port calls” at British Hong Kong and Nagasaki, Japan. Following the 1898 outbreak of the Spanish-American War, the East Asiatic Squadron was ordered to concentrate all available ships in Manila Bay to protect German interests, and if possible, to seize a suitable chunk of the Spanish Philippines as another naval station. Kaiserin Augusta was present for this show of force, but since the Americans decided to occupy the islands, she merely carried the former Governor General of the Philippines, Basilio Augustin, to Hong Kong, where he could book passage for Spain. Shortly thereafter, Kaiserin Augusta put in at the small port of Taku, China, at the request of the German ambassador, and landed an infantry detachment which then marched overland to Peking and joined the guard force of the German legation. Late in 1899, the Chinese "Boxer Rebellion” broke out and the foreign diplomatic legations in Tientsin soon found themselves surrounded and under siege. This resulted in all the European squadrons in Asia sending warships to Taku, the closest port to Tientsin with a railroad connection. The Chinese forts guarding the river mouth were quickly reduced and a “beachhead” established for future operations. Kaiserin Augusta ferried men of III Seebatallion from Tsingtao to the assembly point at Taku, in addition to disembarking a 60-man landing party. These troops were to join Admiral Edward Seymour’s multi-national relief force bound for Tientsin. Unfortunately, the ship’s Executive Officer, K.K. Oltmann, was lost in the fighting. If this all sounds like a boring litany of odd jobs and errands – you are forgiven for thinking as much. But Kaiserin Augusta had a service career typical of most “foreign station” cruisers of the period. Whether lying at anchor in some far flung corner of the empire, or turning up at one of the many “political hot spots” of a contentious era, or simply ferrying diplomats to and fro – there was nothing too dangerous or too mundane to receive the attention of a cruiser. Kaiserin Augusta received orders to return to Germany in March, 1902, and was decommissioned in June. Already obsolete, she was modernized and placed in reserve, where she remained until 1914. With the coming of World War I, she was reactivated for use as a gunnery training ship, and was briefly assigned to the Baltic Coastal Defense Division. Decommissioned in December 1918, and stricken from the Naval Register in 1919, she was sold and broken up in 1920. VICTORIA LOUISE CLASS PROTECTED CRUISERS SMS Victoria Louise at anchor – circa 1904. Note the “military mast” forward, and the pole mast aft. The Victoria Louise Class protected cruisers were the last of their kind built for the Imperial Navy. Their design introduced the combination “clipper / ram bow” and the “slab-sided” look that would typify later German cruisers. The class consisted of five vessels, laid down in 1895 and 1896, and commissioned in 1898 and 1899. In the early 1890s, the German naval command was still divided over what type of cruisers to build. The Reichsmarineamt (Imperial Navy Office) preferred a combination of large cruisers of around 6,000 tons similar to Kaiserin Augusta – with significantly smaller vessels of about 1,500 tons for support. The Oberkommando der Marine (Naval High Command) urged a uniform force of 3,000 ton cruisers. With no coherent plan in place, the Navy Office failed to secure funding for cruisers in 1892, 1893, and 1894. The Reichstag finally authorized construction of three 6,000 ton ships for the 1895–1896 budget year, with two more vessels authorized for 1896–1897. SMS Victoria Louise – Plan Profile. The resulting Victoria Louise Class protected cruisers were scaled-down versions of the contemporary Kaiser Friederich III Class pre-dreadnought battleships, with a much heavier armament than the Kaiserin Augusta. They carried the same “military” foremast as the battleships with a pole mast aft, and a combination of turrets and casemates for the guns. This design set a precedent for later cruisers, with large, stepped, slab-like sides and a combination "clipper” bow with ram. It should be noted the ships also had a considerably higher freeboard with a raised forecastle deck to keep the bows “dry” in heavy weather. SMS Hertha – Victoria Louise Class: commissioned 1898 – 5,660 tons – 19 knots – 2x8.3-inch guns – 8x5.9-inch guns – protective armored deck 4 inches. Hertha is painted in yellow ocher and white – the standard paint scheme for ships serving on foreign duty stations. She is seen here, putting to sea, bound for Tsingtao and the Imperial German East Asiatic Squadron. In the background, the armored cruisers SMS Prinz Adalbert (outboard) and Freiderich Carl (inboard) are tied up at mooring points. Prinz Adalbert has her boat boom deployed with a harbor motor launch hooked on and a ship’s cutter just arriving. The mooring points are by @mattb325, modified, with sailors and rope coil props by “AP”. Breakwaters are by “Uki”. The three cruisers, motor launch, and cutter are all the diligent and wonderfully detailed craftsmanship of @AP. The Victoria Louise Class protected cruisers were the first “modern” cruisers to enter service with the Kaiserliche Marine. The naval architects dropped the long, flat, tub-like hull and adopted the substantial design elements of other European navies. At the bow and stern are two large, 8.3-inch gun turrets, with a forward and aft superstructure behind them and the midships section accommodating three funnels and the ship’s boats. Her secondary battery of eight 5.9-inch guns are mounted four on each beam – two in yellow ocher casemated turrets on the main deck, with two more in casemates in the hull one deck below. The hull form of the Victoria Louise Class has done away with the bluff bows and rounded stern of the old cruisers and taken on a much more streamlined shape. The underwater lines have been tested in an early model tank to produce the swiftest possible hull form, while the three funnels accommodate the exhaust from twelve boilers. Though the multiple funnels give the appearance of great speed, her triple expansion engines could provide no more than 19 knots. Since the class was laid down in two different years, there were slight differences between the first three ships and the last two, but they were close to 362 feet in length and displaced approximately 6,500 tons. They were armed with two 8.3-inch main battery guns in single turrets, one fore and one aft. Eight 5.9-inch guns were placed amidships on either broadside, four in turreted casemates and four in casemates. Three submerged 19-inch torpedo tubes were mounted, one in either broadside, and one in the bow. The first three cruisers had a top speed of 19.5 knots, while the last two were only capable of 18.5 knots. All were designed with the new triple screw arrangement. Victoria Louise Class – Here we see SMS Venita (outboard) and SMS Hansa (inboard), “nested” at mooring points along the breakwater. Moored astern of them are the armored cruisers SMS Prinz Adalbert and Freidrich Carl. Ahead of them you see a Passat Class tug nudging the armored cruiser SMS Furst Bismarck into her berth. In the bottom left of the picture is the bow of a collier, moored to a barrel buoy. In situations where the cruisers have been “nested” at their moorings – those are not simply “duplicate plops”. Each cruiser is an individual and original scratch-built model crafted by @AP. Krupp steel was used to armor the ships, with a protected armor deck of 1.6 inches and sloping 4-inch sides reaching down to the waterline. The forward conning tower had sides of 5.9 inches with a 1.2-inch thick roof. The aft control position was only protected against splinter damage with a half inch of steel plate. The gun turrets and casemates were all given 4-inch armor. These were small ships (only 362 feet) but if you examine them closely, you will see that @AP has worked an immense amount of detail into each model – and the class has been extensively researched for accuracy. You will note all five ships were built with an “Admiral’s Walk” at the stern. In most warship classes (cruiser and larger) a single ship would be selected to serve as a “flagship” and finished with admiral’s quarters and a walk (porch) at the stern. This is normal practice for battleships and battlecruisers that will serve together in battle squadrons. In most cases, these smaller cruisers will serve on foreign duty stations and may very well be the only “large” warship in the area. There may be numerous smaller gunboats, shallow draft craft, or auxiliary steamers – but this cruiser will be the “muscle” on station. The station might be commanded by a rear-admiral (Konteradmiral) or possibly only a “commodore” – but this cruiser would serve as his station flagship – and is equipped accordingly. Ships of the Victoria Louise Class served in a variety of assignments, including the American Station, the East Asiatic Squadron, and the Hochseeflotte. Hertha and Hansa were on station for the 1900 Chinese Boxer Uprising and took part in the reduction of the Taku Forts. Vineta was involved in the 1902–1903 Venezuelan Crisis and bombarded a number of fortresses. The storming of the Taku forts – June 16-17, 1900. A period lithograph, note the multi-national nature of the assaulting forces. All of the ships were modernized between 1905 and 1911 and then assigned as gunnery training ships. When war broke out in 1914, the cruisers were organized into the “V Scouting Group” of the Hochseeflotte, but they were quickly found unsuitable for front-line service, and the scouting group was disbanded. They finished the war in secondary roles and were scrapped in 1920-1921. Victoria Louise had been converted into a merchant ship, but was also scrapped in 1923. This is SMS Victoria Louise tied up at the Replenishment pier. On the opposite side of the basin is the armored cruiser SMS Prinz Heinrich. The “Replenishment Pier” has been re-lotted from the PEG “Pier One Seaport”. The base lot was modified to include “Navy” trucks and personnel – as well as removing some of the more modern cargo props and replacing them with items more compatible with our “turn of the century” time period. The “pier portions” had some cargo props removed as well, but remained basically the same. “WMP” seawall props were placed on the outer edges of the pier to resemble wooden caissons often seen on piers of the era. The first thing you will notice is SMS Victoria Louise is painted in the gray and white paint scheme standard to all ships serving in “home waters”. During wartime, the bright white would be replaced with a light gray more suited to blend into the weather conditions in the North Sea. If you examine the stern main battery turret, you will see a work detail performing a bit of maintenance. During peacetime, it was quite common for crews to clean and polish the gun barrels, mend the canvas/asbestos sleeves designed to seal the gun port in the turret, or remove rust and touch-up the gun tube paint. Note the weathering of the hull, the rusty anchor hawse hole, and the superbly applied soot stains on the funnels. If you are really interested in studying the level of detail on these ship models (and I hope you find them that interesting) – I would recommend downloading the shot and viewing it in a photo-viewer program. The program will allow you to “blow-up” the image and examine it in detail. The fifteen to twenty minutes it will take you to study these ships will be time well spent. “AP” is meticulous in his modeling and wonderfully “creative” in the way he employs the crewmen. IMHO – he is the most highly skilled modeler this site has seen in its’ twenty-year existence. Another view of SMS Victoria Louise (as well as Prinz Heinrich). As a first effort at a “modern” cruiser, she is an immensely interesting warship. She was a great leap forward from the old Kaiserin Augusta and set the stage for the Kaiserliche Marine to move into the 20th Century. Her designers did a fine job integrating the modern warship elements into a compact and streamlined hull – even the bulky “military mast” towering over the bridge seems to fit right into the design. She was a “progressive” ship for the Kaiserliche Marine, and in her own way, really quite handsome. Model scratch-built by @AP. This is a view of SMS Freya, the third ship of the Victoria Louise Class, commissioned in 1898. She is taking on stores and provisions at the replenishment dock in preparation for a “good will” cruise in European waters. You will note Freya is painted in the “Home Waters” livery of gray and white. She just finished loading at the munitions docks and has not finished stowing the shells and powder charges in the aft magazine. You can see the working detail gathered around the aft main battery turret. This shot is an attempt to get a close-up of the working party. Each of the 250 lb, 8.3-inch shells, has to be lowered through an access hatch to the shell room deep inside the ship. To facilitate the work, the detail has rigged a temporary derrick on the left side of the gun turret. The projectiles can be seen standing beside the turret. To the left, the brass cartridge cases with the main powder charge can be seen carefully stacked awaiting their turn. Two officers are supervising the delicate work. The Victoria Louise Class were the last protected cruisers built for the Imperial Navy – largely because the type had outlived its’ usefulness. Science and technology had continued to advance in leaps and bounds, and naval technology was no different. By the time Vineta was launched in September, 1899, she was all but obsolete – eclipsed by the more powerful cruisers of her potential enemies. But the Victoria Louise Class provided valuable experience in the design of a larger cruiser to act as support for the scouting units. Her design would also lead directly to the next generation of German cruisers – the armored cruiser. SMS Hansa – 1899 – Fourth ship of the Victoria Louise Class – the last protected cruisers built for the Kaiserliche Marine. NEXT TIME…… THE ADVENT OF THE ARMORED CRUISER AND -- before you leave us -- Here are TWO new prop packs for you to enjoy. I know I mentioned publishing every two weeks -- but "AP's" real-life schedule will be keeping him pretty busy for the next few weeks, so we decided it would be better to get these packs out as soon as possible... ENJOY -- !! Once gain --- MY MANY THANKS to @Barroco Hispano for his generously given time and talent creating so many beautiful warships for this series. MY SPECIAL THANKS to my partner -- @AP -- for volunteering his considerable talents and valuable time providing so many beautiful and highly detailed models that have added so much variety, originality, and “life” to the dockyards. Without his talent, imagination, and hard work – there would be many, many scenes that could not have been created, and there would be far less historical accuracy. His generosity has made it possible for me to “show” you what I would only have been able to “tell” you about. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496

Introduction: After a two-year-hiatus, the IMPERIAL DOCKYARD series has returned with a new map and harbor named “CUXHAVEN”. This is a continuation of my City Journal dealing with battleships and the era in which they flourished. The plan is to publish a new chapter every two weeks. “Cuxhaven” will, primarily, highlight the battlecruisers of the Imperial German Navy – how they came to be – their evolution – and their operational history. The Imperial battlecruisers were brilliant in their conception, handled with skill and audacity in battle – and have fascinated me for many years. In many ways, this “CJ” is an “homage” to a unique group of ships that existed for only a few years at the beginning of the last Century. It is also my ongoing mission to highlight just how versatile and flexible SC4 really is. Much of my new material is (Thank The Gods) custom modeled, and allows me to create lots and scenes with much more realism. But the original project was undertaken with far less custom material and forced me to be creative with re-lotting and re-purposing the props and lots already in the game. SC4 does have limitations – but you need to “push the envelope” to find them! I wish to reiterate my THANKS to the members of this community without whom this project would never have seen the light of day…… @Cyclone Boom& @CorinaMarie for their guidance and advice – given promptly and cheerfully. @mattb325who readily contributed models and technical advice when problems were encountered. @Tyberius06for lending his expertise and knowledge as well as rushing some of his “re-release” packages to keep me going. @Barroco Hispanogets a “super-thumbs-up” for ALL his hard work providing me with the quality ship models so critical to this effort – and for all his patience. AND LAST – BUT CERTAINLY NOT LEAST…...@AP. He and I have formed a true “collaboration” of effort. We are both fascinated with the period of the Kaiserliche Marine (Imperial Navy) and this project has become a “labor of love”. I could go on and on about his skill level and imagination, but he has contributed well over 400, High Def, 3-D models – from full-sized battlecruisers to individual sailors – and made it possible to construct some of the most detailed and complex vignettes ever seen in SC4. It has totally amazed me, and we hope it will do the same for you. I would like to remind the readers that "AP" will begin releasing his prop packs along with installments of “Cuxhaven”. Again – these are “prop packs” to be used by “lot makers” – be SURE to read the attached documentation – “READ ME” files and tutorials. Due to AP’s busy “real life” schedule, we will not be able to release a prop pack with every CJ entree – but we will publish them as frequently as possible. If you lot-makers have any questions about how to use them, simply drop us a message and we will be happy to help. Here is Volume I of HISTORIC NAVIES 1900 -- Lighters Lying hove-to off the shallow harbor of Cuxhaven is a Hamburg-America Line steamer most likely bound for New York. The steamship line built a departure terminal in the small port around 1900 and it became the primary point of departure for thousands of immigrants bound for the New World. The harbor was too small and too shallow for ocean liners, so this paddle-steamer was built as a “tender”. Passengers were loaded onto the tender and ferried out to the liner. Picture circa 1905. NOW -- let me say right up front -- this harbor bears no resemblance to the real-world Cuxhaven. The port city of Cuxhaven is located at the mouth of the Elbe River and has always hosted commercial shipping and a modest fishing industry. The port’s value was considerably enhanced by the completion of the Kaiser Wilhelm I Canal in 1895. The canal’s western locks are just 20 miles up-river from Cuxhaven and were vital to the strategic deployment of the Hochseeflotte (High Sea Fleet) in either the North Sea or Baltic Sea. In 1906, Cuxhaven was “officially” selected as an alternative naval base – mainly because warships had been sent there for many years to relieve congestion in the Jade Estuary and at Wilhelmshaven. About 60 miles up-river from the canal is the massive port of Hamburg. In the early part of the 20th Century, Hamburg was the second largest port in Europe. Part of Hamburg’s industrial growth included one of the finest shipyards in all of Europe – Blohm & Voss – much favored by the Kaiserliche Marine. For our purposes, “Cuxhaven” is “home port” to the scouting forces of the Hochseeflotte -- four scouting groups made up of a variety of different cruisers, destroyers, and torpedo boats. This map shot gives you a pretty good idea of where everything is and how it fits together. Along the north edge is the main anchorage, or roadsted. On the left side of the map is the original small anchorage that was in use when ships were smaller and less numerous – the West Loch. This is an overview of the Main Anchorage. The large enclosed area behind the breakwater is referred to as “the roadsted”. The piers, quays, wharves, and mooring points are all “assigned berths”, whereas the roadsted is only a “temporary” anchorage. Most of the harbor area was dredged out of a shallow bay and wetland to build a more spacious and modern harbor for the increasing numbers of new cruisers joining the fleet. Work was completed in 1893. There is sufficient berthing available to accommodate the 1st, 2nd, and 4th Scouting Groups, though the breakwater mooring points were added in 1904. This location was first used in 1881, and was not much more than a small bay with two fishing piers and a few buildings. But Wilhelm II took the throne in 1888 and work began on the new, main anchorage, as well as expanding and modernizing what came to be called the West Loch. The construction was pushed ahead with great vigor, and by 1892 everything was in place. Though a bit crowded, there is sufficient room to comfortably host the 3rd Scouting Group in the old West Loch. The 3rd Scouting Group is composed of the protected cruises and armored cruisers built between 1895 and 1909. And everything on this map is, in one way or another, directly related to the origins, composition, and operations of the Hochseefleet’s First Scouting Group – the battlecruiser squadron. SMS Seydlitz - 1913 - The Battlecruiser that was “too tough to die”. BATTLECRUISER !! The very term “battlecruiser” bespeaks speed and power, and is unique to the Great War Era. The ships were things of beauty -- low and graceful, with the unmistakable aura of menace in their lines. Sailors wanted to serve on them, Captains wanted to command them, and thousands of pages have been written about them. The Imperial German battlecruisers are both enigmatic and fascinating, while the courage of the men that manned them is indisputable. And if there is truly any romance to be found in modern naval warfare – it is to be found here. In the time before the advent of machine guns and tanks, an army used horse cavalry to scout enemy positions and raid supply lines. They could also launch themselves into the heat of battle to unsettle their opponents at a critical moment – or -- to press their advantage and put the enemy to flight. In World War I, the battlecruisers were the “cavalry” of the “Hochseeflotte”. They were fast, powerful, and when properly handled – deadly. As a type, they existed only for a few years in the early 20th Century, with the first launched in 1907 (HMS Indomitable), and the last in 1919 (HMS Hood). There were a few built prior to World War II – the French Dunkerque Class, and the German Scharnhorst Class. But the type had largely fallen out of favor by that time. So the various portions of the Cuxhaven map will be used to explain how the battlecruiser was conceived, how the “concept” evolved, and how the Imperial German warships were designed and employed. And all of this will be accomplished within the format of the ever-changing possibilities of SC4 – a twenty year old game that continues to survive & thrive! “AP” and I, hope you will be pleased. This is the “London Pool” circa 1900, where shipping waits their turn at the docks. Seaborne trade was the source of Britain’s greatness. The sharp-eyed among you might spot the dome of St. Paul’s in the right background. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 01: TRADE & CRUISERS TRADE!! Liza Minelli and Joel Gray sang it in 1972…...”Money makes the world go around...the world go around...the world go around”. And NEVER were truer words spoken. But it all started about 500 years before that…... Around the dawn of the 15th Century, Europe discovered “national wealth” was a finite thing. There was a limit to the amount of tax money a sovereign could extract from the people. This, in turn, meant a monarch’s ability to project power across oceans and borders was limited by how many ships they could afford to build and how many troops could be paid. (Poor Princes have no influence – wealthy Princes have big armies and navies.) The time honored solution to this problem was to invade a neighbor and take their wealth. But even if you were lucky, a military campaign often cost more than you could steal. So rulers began looking for an easier way to make a buck. Henry VIII, for example, spent a great deal of time and energy trying to get English wool into the Flemish Market. But the Continental traders (Walloons-?) were a cagey lot and refused to relinquish their dominance. Other monarchs had similar problems finding sources of income, and by the end of the century (The Age Of Discovery, no less.) they were desperate for markets. But when the Spanish got a handle on what Columbus had “discovered” -- that was all she wrote! Other nations looked at the mountains of gold and silver the Spaniards brought back from the New World and decided “colonization” was the way to go. It was at this point that TRADE on a semi-global scale was born. (Though the British hung onto the nasty habit of intercepting Spanish Treasure Fleets when it suited them.) I won’t bore you with the mercantile details – they teach that in school. But Europe -- certain that they were the “civilized” part of the world -- spent the next four centuries carving the globe into “spheres of influence”, while grabbing vast tracts of land as “colonial possessions”. The “mother country” was able to cheaply extract raw resources from the colony (virtually slave labor) and ship them home. The resources were then manufactured into finished goods and sold at home and abroad at extravagant prices. Merchant’s purses began to bulge, enabling rulers to raise taxes, build a bigger navy and army, and begin throwing their political weight around. This led directly to “empire”. Thus is established a direct link from colonial possessions to wealth AND power -- two things no government would give up without a fight. So once acquired, a colony had to be defended against internal unrest (bad for business) or rival European incursions (even worse). Occasionally, troops and ships would be sent for serious problems, but the usual guardian was a single warship stationed in a nearby colonial port. A single ship-of-the-line (the early equivalent of a battleship) might be home-ported in the region, but she would be augmented by several “frigates” that did the patrolling and used landing parties to deal with small disturbances. The frigates were the workhorses that kept the peace and “showed the flag”. Frigates were wooden, three masted, full-rigged ships (square-rigged on all masts) ranging from 1,000 to 2,000 tons with a single gun deck. Armament was 28 to 32 guns, with the heaviest guns being 18 pounders. They were built with clean hull lines and carried a large spread of canvas, making them fast and highly maneuverable. A frigate, well handled, could hold it’s own. But frigates were NEVER designed or intended to stand in the “line of battle” against ships-of-the-line. The USS Constitution – a large frigate at 44 guns – and perhaps the most famous of them all. Picture taken in 2012 under easy sail. Small, fast, and cheap to build, frigates required a comparatively small crew. Two-deckers and three-deckers were much more expensive, required huge amounts of seasoned timber to build, took 600 to 900 men to operate (lots of gun crews), and were vastly more expensive to maintain. It only made sense to scatter “cheap” frigates around the edges of a far-flung empire for policing duties. And that is how the modern “cruiser” and “gunboat diplomacy” came into being. Time passed and the wooden frigate of Nelson’s Age evolved to accommodate new technologies. In the 1850’s steam propulsion began to take over from sails. During the 1860’s rifled cannon and armor plate appeared. And by the 1890’s, the frigate had finally taken on the aspects of a modern “cruiser” – all steam and steel. USS Galena – 1869 -- Still wooden-hulled, but sporting a steam engine and rifled cannon. Oddly, the Americans did not feel the need of a modern navy and relied on Civil War relics for decades. USS Olympia – Commodore Dewey’s flagship at the battle of Manila Bay, 1898. All steel construction, triple expansion engines, and revolving armored gun turrets. A remarkably fast jump into the 20th Century. Before the 1880’s, Germany had no colonial possessions, largely because there was nothing that could seriously be called “Germany”. Prior to the 1870’s what passed for Germany was a loose amalgamation of Kingdoms, Grand Duchies, Duchies, City States, and numerous small principalities. Only in 1871 did Prussian Chancellor Otto von Bismarck engineer the Franco-Prussian War and create an excuse to unite all the “Germanic” states under Prussia’s leadership. In a single stroke, the “Iron Chancellor” crushed French opposition, played mid-wife to modern Germany, had his King declared an Emperor, and catapulted the newly-minted “Empire” into the realm of major-player politics (Weltpolitik). Prussian steam corvette Augusta in action against the French – 1870. Proclamation of the German Empire – 18 January, 1871. Within a few years, the new nation had taken stock of their assets and an industrial boom started that would push Germany to the forefront of European manufacturing and scientific development. Factories, railroads, steamship lines, optical firms, banks, chemical plants, and shipyards changed an agrarian nation into an industrial powerhouse. Exports of German goods and machinery soared, producing large trade profits and a greatly increased tax base for the government. Soon enough, ambition caught up with profits, and in 1882 the Colonial League was started by a group of prominent businessmen, industrialists, bankers, and politicians. The group financed pamphlet publications, public meetings, and newspaper articles, while their political members applied pressure in the Reichstag (parliament) – all to acquire overseas territory. They could see the wealth and power an empire had brought Great Britain, and they wanted their “place in the Sun”. When Wilhelm II took the throne in 1888, colonial possessions became a matter of Royal prestige. If his uncle, England’s Edward VII, had colonies, then so must he. Between 1883 and 1885 Germany obtained territories in West Africa, South West Africa, East Africa, half of New Guinea, and the Marshal, Solomon, and Caroline Islands in the southwest Pacific. Later, in 1898, on a pretext, the German East Asiatic Squadron was ordered to seize the strategically located port of Tsingtao, China – and later negotiated a 99-year lease from the Chinese. The original idea was that Tsingtao would provide a lucrative gateway for increased trade with China. But the squadron commander, Kapitan zur See Otto von Diederichs, knew – despite what the politicians said -- Tsingtao would be a dagger aimed directly at British trade routes to Australia, China, Japan, Malaya, and even the Indian Ocean. As mentioned in previous chapters, overseas colonies provided friendly coaling stations for warships, and your “political influence” – in peace or war -- was limited to how far a warship could go on full coal bunkers. The collier SS Gotha taking on coal at the Cuxhaven Coaling Station. Gotha is a commercial collier leased by the Navy from the Norddeutscher Lloyd Steamship Line. (You can just barely make out the blue and white “house flag” of the Norddeutscher Line flying from the second derrick mast.) It was not uncommon for the Imperial Navy to lease civilian colliers – especially on long voyages – because there were never enough government-owned colliers. This one will be joining a reinforcement convoy of cruisers and destroyers bound for Tsingtao, China. The warships will coal from Gotha first, and when her holds are empty, she will set course for Hamburg, and home. Everything in the basin – the collier, tugs, coal lighters, and the mooring dolphins – were all modeled by @AP. The coaling piers were modified and re-lotted from the “PEG-SNM Naval Series”. This is a detail shot of Gotha. Note the dingy, worn texture of the weathered hull and the rusty look to the metal decking on the forecastle. The aft bunker hold is full and waiting for the hatch covers, while the fore hold is receiving the last few buckets of coal. Crewmen are moving around the deck, working on the forward winch, and “working coal”. The cargo booms are wonderfully detailed and realistic -- complete with the rigging to work them. “AP” put a great deal of effort into perfecting the art of rigging his models – very fine lines that do not overpower the model. And if you look closely, you will see a difference in thickness between the boom rigging and the “rat lines” reaching to the top of the mast – a distinction unique to his skill and technique. AND – “AP” does his research -- the rigging is all functional, not decorative. The texture colors on the ship blend quite well with one another and the white awning spread on the fantail is an excellent touch. The level of detail is unbelievable – you can even see the individual oars in the ship’s boats! You will also note “AP” has given the same level of detail to the tugboat Thor and the lighters in the foreground. Gotha was modeled from the Prometheus Class colliers built for the US Navy just prior to WW I. We chose that particular ship because she resembled many of the colliers of the period, incorporated all of the best innovations, and had been designed with clean and graceful lines – unusual in any collier. Having obtained colonies, more as an afterthought than a coherent plan, the “Kaiserliche Admiralitat” (Admiralty) came to the conclusion their aging collection of sailing frigates, steam frigates, and corvettes, were of minimal combat value and inadequate -- even for overseas duty. The recent explosion in German industrial exports and maritime trade only added to the dilemma. Not only were the colonies in need of protection, but the trade routes to and from them, as well. Germany’s sworn enemy, the French, were known to favor commerce raiding. And the far more numerous ships of the Royal Navy were a potential threat to trade routes everywhere in the world. The publication of Alfred Thayer Mahan’s “The Influence Of Seapower Upon History” (1890) merely printed what everyone already knew – but he solidly drove the point home. The book could be summed up in a single sentence...If your fleet was not strong enough to control the seas, then your commerce would be swept from them and your warships bottled up in harbor. Accordingly, the first “modern” protected cruisers and unprotected cruisers were commissioned into the Imperial Navy in 1888. Cruiser development in the Kaiserliche Marine, like other navies, followed several threads, and was much debated in the offices of the Reichsmarineamt (Naval Office). But it eventually came down to just two types: a small, cheap, unprotected cruiser for scouting ahead of the battle fleet, and a slightly larger protected cruiser to provide strength and support for the scouting elements, as well as being strong enough to support colonial stations and hunt down enemy commerce raiders. Over the next two decades, these two types would evolve into the light cruiser and the armored cruiser. UNPROTECTED CRUISERS The “Unprotected” cruiser is just what it says – unprotected! The only thing between you and an enemy shell was the half inch steel skin of the ship. This type of warship was common to navies the world over as they transitioned from wood and sail to steel and steam. Designers knew cruisers, like the early frigates, would have to be fast in order to perform their scouting duties in advance of the fleet. They also understood they would have to be cheap enough to make it practical to deploy them on distant patrol and police duty. The head of the Kaiserliche Marine, General Leo von Caprivi, decided the two requirements were incompatible and ordered ships specifically designed for duty on foreign stations. The result was two Schwalbe Class unprotected cruisers commissioned in 1888. Unprotected Cruiser SMS Schwalbe – 1888. The operational requirements on distant duty stations largely defined their final form. The need to operate close inshore and up winding river estuaries resulted in a shallow draft and shorter hull length. An auxiliary sail rig (barquentine) was provided since engine repair facilities were scarce in the colonies. The sail rig also allowed the cruisers to escort merchant vessels over long distances while conserving coal. Finally, the absolute necessity to conduct police actions in the colonies required a crew large enough to spare a landing party. These ships were about 220 feet long by 30 feet wide, and weighed in around 1,100 tons. The stem and stern portions were constructed of wood, while the center section of the hull was half inch steel. The whole hull was covered in wood and sheathed with copper to reduce marine fouling, and a bronze ram was mounted on the bow. Schwalbe could make a respectable 14 knots on twin shafts with a cruising radius of 1,600 kilometers. Caprivi wanted the overseas cruisers to be able to take care of themselves and insisted on an overly heavy armament – eight 4.1-inch guns. Two were mounted forward in sponsons overhanging the sides, with two similar guns aft, and two guns either side amidships, mounted in the hull. She carried a crew of 9 officers and 108 enlisted. They proved to be good sea boats and their deployment overseas allowed Caprivi to retire five old sailing frigates. In all, nine unprotected cruisers were built, ending in 1895 with Gefion – much improved at 4,275 tons, mounting ten 4.1-inch guns, and capable of 20 knots. And – her armor protection had increased to a full inch! Unprotected cruiser Gefion - 1895 But the idea of only building “unprotected” cruisers for foreign service was quickly seen as too “specialized”, and the Reichstag was not exactly free with their spending. Caprivi realized he was going to have to have ships that could multi-task. The naval architects of the Reichsmarineamt began design work for more versatile cruisers capable of performing fleet duties. But the unprotected cruisers provided valuable experience in both design and operational service and formed the basis of future designs that would become what we know as light cruisers. The modernization of the German cruiser force had begun. LIGHT CRUISERS Light Cruiser Gazelle - The first modern light cruiser built for the German Navy - 1901. General Caprivi’s next small cruisers would have to operate with the Hochseeflotte in home waters, and be able to fulfill the policing duties on “colonial” stations. The designers needed something small, with a bit of armor protection, and an optimal combination of speed, armament, and the stability to handle the nasty North Sea weather -- as well as the endurance to operate in the colonial empire. The naval architects were so successful, the Gazelle Class became the template for all the light cruisers designed through 1914. Gazelle was the lead ship of a ten-ship class, commissioned between 1901 and 1904. She was 344 feet long with a 40 foot beam, and displaced 2,600 tons. Her twin shafts generated 19.5 knots with a range of 3,570 miles at cruising speed. (A speed of 19.5 knots might seem slow, but was satisfactory in an age when most battleships made only 18 knots -- or less.) Her crew consisted of 14 officers and 243 enlisted men. The cruiser mounted ten 4.1-inch guns in single mounts with shields, capable of firing 15 rounds per minute. Two guns were placed on either side of the forecastle, three on either side amidships, and two more on either side of the fantail. There were three 17.7-inch torpedo tubes – one submerged in the bow and one on deck on either broadside – with eight reloads. Under various Naval laws passed by the Reichstag, the Gazelle Class would, eventually, be followed by 37 additional light cruisers built and commissioned prior to the end of the First World War. And each successive class was a little bigger and a little faster because the naval architects were determined to produce better ships – ship for ship – than their English counterparts. DRESDEN CLASS LIGHT CRUISER – 1909 The Reichstag Naval Law of 1898 called for the construction of 30 light cruisers beginning with the ten ship Gazelle Class. This was followed by 7 ships of the Bremen Class between 1903 – 1905. Next were 4 ships of the Konigsberg Class of 1905 – 1907. Following that came SMS Dresden and her sister ship SMS Emden, comprising a two-ship class commissioned in 1909. Dresden was built at Blohm & Voss Shipyard, Hamburg, while Emden was constructed at the Kaiserliche Werft (Imperial Dockyard), Danzig. There were some minor visual differences, but the basic pattern set by Gazelle was closely adhered to. The chief improvement was an additional boiler to increase speed to 24 knots. In the picture above, you see Emden and Dresden “nested” against a pier taking on provisions. When finished, Dresden has been ordered to join the 4th Scouting Group in the main anchorage. Emden will be moved to the repair docks to have her engines overhauled for a long voyage. His Majesty, the Kaiser, has approved reinforcements for the East Asiatic Squadron and Emden will be joining a small convoy of warships and colliers bound for Tsingtao, China. The very fine cruiser models are provided by @Barroco Hispano. The piers were modified from the PEG-SNM series of naval lots, with the addition of 100 ton crane models by “AP”. Wooden caissons (WMP Seawalls) were added to the front of the piers to act as “bumpers”. The roads are Paeng’s Grunge Concrete lots, while various buildings were re-purposed as workshops and warehouses. The warehouse adjacent to the pier is borrowed from a “PEG Seaport” – and since I wanted a long warehouse, I simply butted two ends together. The crane alongside the rail siding is from the PEG-SNM Dry Dock lot and was patterned after a crane commonly found in US Navy yards from the late 1930’s through the 1950’s. You will also note two excellent Odin Class tug boats tied up along the seawall. This is a close-up of the tugs in that grouping. The white harbor tug in the picture was gifted by “WolfZe” and is reminiscent of steam tugs in the port of New York from the 1880’s into the late 1940’s. The remaining tugs are by “AP”. From lower left to right, they are a Midgard Class, A Passat Class, and two Odin Class, alongside the seawall. The Midgard Class is an older, low horsepower tug, suitable for harbors, rivers, and inshore coastal work. The Passat Class are modern (1910), state of the art tugs, with high horsepower, and capable of operating at sea. The Odin Class are a slimmed-down, slightly more modern, increased horsepower version of the Midgards. These beautifully modeled little boats are patterned after real tugs and have a dingy, overworked, weathered look that really brings them to life. If you examine these models closely, the level of detail is absolutely astonishing. Scratch-built -- they are courtesy of @AP. The Dresden Class was, at 3,660 tons, much heavier than the earlier Gazelle, and just a bit larger with dimensions of 388 feet in length and a 44 foot beam. The armament remained the same with ten 4.1-inch guns – 6 mounted on the deck in shields and 4 mounted in the hull. They kept the original arrangement with two on the forecastle and two on the fantail and the remainder on either broadside. There were also two 17.7-inch torpedo tubes mounted on deck amidships. Since Gazelle’s time, armor protection had been increased in each successive class until Dresden sported a 3.1-inch deck, gun shields of 2 inches, and a 3.9-inch conning tower. This is an excellent view of the bow -- very fine lines -- but short. Note the water barriers curving around the guns. Those guns would have been nearly impossible to work in any sort of seaway. The bridge structure has also been raised one deck and the wheelhouse fully enclosed, with spray shields on the bridge wings. This is another indication of the amount of spray and water coming across the bows at high speed or in rough weather. STRASSBURG - MAGDEBURG CLASS LIGHT CRUISER – 1909 Strassburg was one of four ships of the Magdeburg Class laid down in 1910 and commissioned in 1912. This class included a number of innovations -- a new longitudinal hull framing system with a minimum of 14 watertight compartments, a cleaner and more efficient hull form, and a “clipper” bow rather than the usual ram bow. These ships were also designed for easy conversion to fast minelayers, with a cut down quarter deck providing space to install mine racks. More significantly, the Magdeburg’s were the first Imperial light cruisers with an armor belt on the waterline. Model courtesy of "Barroco Hispano". The improvements to the class raised displacement to 4,570 tons and lengthened the hull to 455 feet and a breadth of 45 feet. With a length-to-breadth ratio of 10 to 1, the cruiser took on the shape of a “pencil” – making it much easier to push through the water. As clearly shown by the placement of the funnels, fully one half of the ship was occupied by her 16 boilers. Combined with the installation of steam turbines and a three shaft propeller arrangement, the ship was easily capable of 27.5 knots. All ships of the class were originally armed with twelve 4.1-inch guns, but when war broke out, it was found that the small guns were no longer sufficient to stop newer and larger destroyers. During the course of the war the armament was upgraded to what you see in the picture – seven 5.9-inch guns. There were also two 17.7-inch torpedo tubes mounted on deck, one on either beam. You can just make them out at the edge of the deck between the third and fourth funnel. (It should be noted that between the World Wars, the Washington Naval Treaty of 1922 limited all cruisers to 10,000 tons, while The London Naval Treaty of 1936 officially divided cruisers into 6 inch gun light cruisers, and 8 inch gun heavy cruisers. From 1922, this was the standard classification of cruisers – until the advent of the “missile cruiser”.) The Magdeburg Class was armored with a waterline belt of 2.4 inches amidships, tapering at the bow – the stern was unarmored. The deck armor consisted of 2.5 inches of plate forward, 1.6 inches amidships, and 0.70 inches aft. She had a protective armored deck of 1.6 inches sloping down and connecting to the belt armor. The conning tower was 3.9 inches thick and the main battery guns were protected by 2-inch shields. All in all – a vast improvement over Gazelle’s meager protection. (Chapter 2 will have a full explanation of the principle of the protective armored deck.) Three of the four ships in the class had rather eventful careers: Magdeburg was deployed to the Baltic where she fired the very first shots of the Great War when she shelled the Russian port of Libau. In late August, 1914, she participated in a sweep of the Gulf of Finland and while steaming along the Estonian coast, she grounded off Odensholm Island and could not be re-floated. Soon, a pair of Russian cruisers arrived and seized the ship. The Russians recovered a pair of naval code books, one of which, they passed to the British. For the remainder of the war, this code book enabled the British to read much of the Hochseeflotte’s wireless traffic and alerted the British to the planned operations in May, 1916 -- allowing them to ambush the Imperial Fleet at Jutland. Though there were suspicions that the German codes had been “broken”, no steps to change them were ever taken. Breslau, upon commissioning, was immediately assigned to the Mediterranean along with the new battlecruiser Goeben, to form the “Mittelmeerdivision” (Mediterranean Squadron). This squadron was sent to look after German nationals and government interests in the Balkan region during the Balkan War of 1912. After evading British cruiser forces in the early hours of WW I, the two ships steamed up the Bosphorus and dropped anchor off Constantinople. Berlin arranged a deal to transfer them to the Turkish Navy – whereupon, the Ottoman Empire declared war on Russia. (There was a great display of the German crews parading on deck, removing their Imperial headgear, and donning the famous red Turkish Fez.) Both ships remained active in the Black Sea, laying minefields, bombarding ports and installations, and even ferrying troops and supplies for the Turks. Breslau (renamed Midilli) was mined and sunk in 1918, during the Battle of Imbros, while Goeben (Yavuz Sultan Selim) survived the war and was sold for scrap in 1967. (The shame is that no one thought to preserve the last remaining battlecruiser from World War I!) SMS Goeben proceeding on final sea trials – 1912. Strassburg was assigned to the Scouting Forces of the Hochseeflotte in 1913 and went on to see action at the Battle of Heligoland and the Bombardment of Scarborough, Hartlepool, and Whitby in 1914. In 1917 she saw action against the Russians during the operations in the Gulf of Riga. After the Armistice in 1918, she served briefly in the Wiemar Republic’s Reichsmarine before being ceded to Italy as war reparations in 1920. She served as Taranto in the “Regia Marina”, which is why our picture shows her flying an Italian flag. When Italy surrendered in 1943, she was scuttled by her crew. The Germans quickly occupied Italy to take advantage of the easily defended mountainous terrain, and took the time to raise their former warship from the bottom of the harbor. She was bombed and sunk by Allied aircraft in late 1943, raised again by the Germans, and bombed and sunk yet again in September, 1944. A somewhat dubious honor, but she must hold the record for the number of sinkings by a single ship. She was broken up for scrap in 1946 – 1947. Stralsund, alone among the class, served a, more or less, mundane existence. She was assigned to the Scouting Force for the majority of her career, seeing action in the raids on the English coast and at Heligoland in 1914, and Dogger Bank in 1915. She was in the dockyard during Jutland, but served in the Reichsmarine (Wiemar Republic) after the war, before being ceded to France, where she served as Mulhouse until 1925. She was eventually scrapped in 1935. KARLSRUHE CLASS LIGHT CRUISER – 1914 SMS Rostock – The last light cruiser to join the fleet before the outbreak of war in 1914. SMS Karlsruhe and Rostock constituted a two ship class and were the last light cruisers to join the Kaiserliche Marine prior to World War I. These ships were virtually identical to the preceding Magdeburg Class, but were slightly heavier at 4,900 tons, a bit longer at 466 feet, and capable of making 29.3 knots – a considerable improvement achieved largely through slight alterations to the hull lines that gave the ships a smoother form and more “rake” to the “clipper” bow. They carried the same armament as the Magdeburg’s – twelve 4.1-inch guns. KONIGSBERG CLASS LIGHT CRUISERS – 1916 - 1917 This four ship class was composed of Konigsberg, Karlsruhe, Emden, and Nurnberg – all named after light cruisers lost earlier in the war. (Which can cause some confusion.) They were commissioned into the Kaiserliche Marine in 1916 and 1917, which was rather late in the war. Konigsberg and Emden were built at the AG Weser Shipyard in Bremen – Karlsruhe at the Imperial Dockyard Kiel – and Nurnburg at the Howaldtswerke Shipyard, also in Kiel. In the picture above, the beautiful and detailed cruiser models speak for themselves, and they are courtesy of @Barroco Hispano. The breakwater in the background is by “Uki”. But the small, details may be of interest as well. For many years I have seen period pictures of battleships at anchor, with boat booms extended from their sides, and swarms of small boats coming and going. But I was never able to depict this very common and somewhat mundane activity which has everything to do with the realistic portrayal of life in the fleet. Here you see the boat boom out and a cutter tied up – the crew unloading boxes to the ship. Ships riding at anchor are small, tightly packed worlds unto themselves. Communication with the ship was strictly for “Navy’ business and could only be accomplished by flag hoists, shore semaphore, wireless telegraphy, or a “dispatch boat”. Ship’s business errands could only be run by boat. Reports and messages had to be sent ashore. Mail had to be ferried out to the ship. Food had to be brought out in lighter barges towed by tugs. Nearly everything we take for granted had to be accomplished by small boats. Harbors and anchorages were, literally, alive with small boats plying back and forth between ship and shore. Thanks to “AP” no detail of realism is too small to get attention. The boat boom extending out from the ship is a prop, as is the cutter unloading. They are placed on a 1x1 lot, carefully adjusted to mesh with the side of the ship. They can be placed alongside almost any ship and provide an entirely new degree of realism. You will also note the two cruisers are moored at the bow to a “battleship buoy”, also sometimes referred to as a “barrel buoy”. These are permanent, floating mooring buoys anchored to the seabed with heavy chains and concrete bases. Ships pull alongside and “fish” the buoy toward the hull so a mooring hawser can be tied off, or they send a small boat to “tie off”. These have been around for centuries, in one form or another, in every corner of the world. And courtesy of “AP” – now you will see them in SC4. This one is also a free-standing 1x1 lot plopped as close as possible to the ships. As the last “full” cruiser class commissioned into the Imperial navy, and just an incremental improvement over the preceding Wiesbaden Class, these ships were still quite impressive for their day. Their length was 496 feet, with a 46 foot beam, displacing 5,440 tons. Their design incorporated eighteen watertight compartments with a double bottom over 45% of the length of the keel. The cruisers were manned by 17 officers and 458 men and were generally regarded as good sea boats -- highly maneuverable with a tight turning radius. (Note: There were, in fact, four more cruisers commissioned before the Armistice, but two of them were minelayers, and the very last two saw no actual combat.) Karlsruhe was fitted with two sets of high-pressure geared turbines, while the other three ships received direct-drive steam turbines, and all were powered by ten coal-fired and two double-ended, oil-fired boilers. The turbines drove a double shaft arrangement and reached a trial speed of 27.5 knots. However, the trials were conducted in shallow water due to war time dangers, and in deep water the ships could have exceeded 29 knots. Armament consisted of eight 5.9-inch guns in pedestal mounts with shields. Two guns were placed side-by-side forward, two on either broadside, and two more, centreline, and super-firing aft. The rate of fire was 5 to 7 rounds per minute. Four 19.7-inch torpedo tubes were installed, one on deck on either broadside, and two more submerged in the hull. Eight torpedoes were carried. The ships were also equipped to carry 200 mines. Armor protection was virtually the same as the Magdeburg Class cruisers. Konigsberg and Nurnburg participated in the Second Battle Of Heligoland in November 1917, when they were providing close escort for minesweepers clearing channels through British minefields near the island. They were ambushed by a group of Royal Navy destroyers and light cruisers escorted by the battlecruiser HMS Repulse. During the engagement, Konigsberg was struck by a 15” shell from Repulse which did no serious structural damage, but caused a large fire. The outnumbered German ships immediately fell back on their advancing support units. The British pursuit was broken off when they identified the topmasts of the dreadnought battleships SMS Kaiser and Kaiserin approaching. And that was the last action by the Hochseeflotte that could be called a “battle”. The blueprints for Konigsberg would later be used as the basis for the initial design work on the Emden, built for the Reichsmarine in the 1920’s. The design department had suffered severe budget cuts under the Wiemar Republic, and the Versailles Treaty had closed the Navy’s Ship Testing Institute, but the original Konigsberg blueprints had survived the chaos following the Kaiser’s abdication. Consequently, the architects saved time and money by taking a proven design and building upon it. All in all, the pattern of the little Gazelle had led the way for those that followed. By 1914 the Kaiserliche Marine had, by process of evolution, built a solid force of fast, well armed, and reasonably armored light cruisers. Light Cruiser Dresden II – Last cruiser commissioned into the Kaiserliche Marine - 1918. NEXT TIME…… PROTECTED CRUISERS: A BRIEF EXPERIMENT Once gain…... MY MANY THANKS to @Barroco Hispano for his generously given time and talent creating so many beautiful warships. MY SPECIAL THANKS to @AP for his collaboration in this shared project. It is his considerable skill and talent, and much valuable time spent creating so many wonderful props that have added so much variety, originality, and “life” to the dockyards. If you enjoyed anything you saw – please punch the “like” button so I will know. A comment would be even more informative. Comments and critiques requested and gratefully accepted. All questions answered promptly to the best of my ability. THANK YOU for your visit. You may wish to visit these CJ’s as well…… SERIES I: IMPERIAL DOCKYARDS: WILHELMSHAVEN SERIES II: IMPERIAL DOCKYARDS: CUXHAVEN Appearing – Work In Publication SERIES III: IMPERIAL DOCKYARDS: BREMERHAVEN Appearing -- ??? And please feel free to drop in at… THE SIMTROPOLIS SHIPYARD https://community.simtropolis.com/forums/topic/761469-simtropolis-shipyard/?tab=comments#comment-1766496