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Chapter 19: Cruising The Sunny Mediterranean
Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN
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- 5 Comments
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Version 1.0.0
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Cutty Sark Cutty Sark is, quite possibly, the most famous clipper ship ever built – rivalled 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. “AP” has provided a variety of Cutty Sark models – six in all -- both “ortho” and diagonal – as well as under sail, moored, and with or without crew aboard. This model is a true “work of art” and we hope you will enjoy it. (For a more complete history of Cutty Sark – see IMPERIAL DOCKYARDS: CUXHAVEN – Chapter 19.) How to use This pack contains .SC4model-files and props as .SC4desc-files. So, by installing this pack nothing will directly appear in your game. You can use the props on your own lots or convert the SC4models into buildings, as you please. Since most props are to be used on water lots and props naturally align with the surface level, they will sink to the sea floor, if you do not stick to the guidelines on how to use props on water lots. Finally you will need to follow the instructions on how to make a lot transparent. You will find the props in any Lot-Editor under the prefix A_1P_h_ As per request from the community, I have also included a version of the ship without historic flags and crew. Please visit @Dreadnought's CJ to get detailed descriptions and the historical backgrounds to these prop packs. You will see a wonderful display of the results of our long collaboration there and can get a preview of what might be hidden in the coming prop packs or simply get some inspiration for your own harbour!
