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SMS Derfflinger as she appeared when she came out of the repair docks – after the Battle of Jutland in 1916. The veteran battlecruiser underwent a refit and modernization at the same time the battle damage was repaired. The first thing to go was the anti-torpedo net system – they proved useless against modern torpedoes and were a liability in battle. The forward pole mast has been replaced with the distinctive heavy tripod mast and large fire control foretop -- setting her apart from her sister ships. Oddly enough, fewer pictures survive of Derfflinger with her pole mast – most photos show her with the tripod mast – which gave her a legendary profile. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 24: CHILD OF STRIFE THE DERFFLINGER CLASS SMS Derfflinger in the Fitting-Out Basin at Blohm & Voss Shipyard, Hamburg. The basic elements of the superstructure have already been built, and “A” and “D” turrets have been installed. Notice that her heavy armor belt plate has not been installed and her stem is actually riding high out of the water. The Blohm & Voss floating dock is to the left of the picture. After a somewhat inauspicious start at her launching ceremony, on 12 July 1913, the Blohm & Voss tugs finally worked Derfflinger into the Fitting-Out Basin, and the complicated process was begun. The last connections, ducts, and pipes for the boilers and turbines were installed and the machinery spaces plated over. From the “flush” weather deck up, the superstructure had to be assembled and riveted together – much like building a house – only with half-inch thick steel plates. Each level had to be built up – one deck at a time – installing bulkheads, ventilator shafts, various auxiliary engines and pumps, plumbing and lighting – before it could be plated over to begin the next level. Holes had to be left to fit the armored funnel uptakes from the boilers, and the funnels, themselves. Eventually, the steel structure amidships would rise to a sufficient height and the new battlecruiser’s heavy gun houses would be assembled atop their barbettes so the big rifles could be hoisted into their gun cradles. And, at some point, she would have to be moved into the floating dock so her armor belt could be bolted into place. The work moved along well enough, and was nearing completion when, on 28 June 1914, an assassin’s bullet passed through the neck of Archduke Franz Ferdinand of Austria-Hungary. Within a matter of hours, the well organized world of the Blohm & Voss Shipyard went into over-drive. The news of the assassination left little doubt that war in Europe had become a very real possibility. SMS Derfflinger would need to join the Hochseeflotte as soon as possible. A reinforced work crew swarmed over the new battlecruiser and temporary lighting was strung along the docks and the warship’s decks so work could continue around the clock. Structures that would have taken a week to build were finished in three days. Teams went throughout the ship inspecting the progress and “finishing” the compartments -- cleaning and painting, and furnishing them with the necessities. Even the anti-torpedo net system, usually installed at Wilhelmshaven after trials, was shipped to Hamburg and installed by the dockyard workers. In a matter of three weeks, the tugs eased Derfflinger out of the basin and moved her to the coaling docks. The battlecruiser took on only 800 tons of coal. The trials – due to wartime conditions – were to be carried out in the Baltic, and the battlecruiser would have to transit the Kaiser Wilhelm I canal. The widening of the canal had just finished, and some of the dredging was still to be done, so capital ships were required to make the trip with a reduced draft to avoid grounding. The Oberkommando der Marine officially issued a directive on 1 August, accelerating the completion of Derfflinger, making her readiness for sea a high priority. (This was a notable exception to their usual tardiness in responding to emergency situations.) A crew was assembled from sailors recently rotated back to Germany from Tsingtao. (Part of an established system to rotate personnel in and out of the East Asiatic Squadron.) The battlecruiser would receive a trained crew made up of experienced, veteran, seamen that had served aboard SMS Scharnhorst and Gneisenau. They were steady and dependable, physically fit, comfortable with shipboard life and discipline, and knew their way around the guns and machinery of a warship. Within hours of stepping off the trains from Wilhelmshaven, newly assigned officers had classified the men according to skills, assigned them to a “watch bill”, and given them a hammock berth. The commissioning commander, Kapitan zur See Ludwig von Reuter, was granted permission to commission the ship ahead of schedule so the pre-trials and acceptance tests could begin immediately. The morning of 19 August, the new cruiser was shifted to the replenishment docks and provisions and ship’s stores were taken aboard (both from the dock, and lighters alongside to speed the process). The following day, Derfflinger was shifted to the munitions pier in Hamburg and a combat load of shells and powder was brought aboard and stowed in the magazines and shell rooms. On 1 September 1914, at high noon, Kapitan von Reuter had the commissioning pennant hoisted at the fore-peak and SMS Derfflinger officially joined the Kaiserliche Marine. The big battlecruiser would never know the peacetime frivolities of “port calls”, state visits, or yachting regattas. Commissioned just a month after hostilities commenced, she was “a child of strife” – born into a war and destined to die in the uneasy truce that followed. SMS Derfflinger with her crew and dockyard workers aboard as she prepares to get underway for trials. You can see the building gantry of the Imperial Dockyards, Kiel, in the background as she waits in the channel for tugs to assist. This is one of the rare photos showing the forward pole mast. SEA TRIALS Just after midnight on 2 September, Derfflinger put to sea from Hamburg, made the transit of the Kaiser Wilhelm I canal, and made fast to buoy A-8 in the Kieler Hafen around 16:00. Pre-trials and acceptance of the ship’s hull, engines, auxiliary machinery, and weapons were begun the next day. Instead of the long ritual of peacetime trials, the pre-trials would be made jointly by the yard officials, builders, and mechanics – as well as the ship’s crew. This move would significantly reduce the trials period – at least, that was the plan. However, on 4 September the battlecruiser was maneuvering east of the Kieler Hafen when a shudder was felt in the ship and the port low-pressure turbine began to make noise. But the trials continued – combat training, compass calibration, transferring torpedoes, boat handling, and munitions handling for the 12-inch guns. On 11 September Derfflinger, running on the starboard engines and assisted by two salvage tugs, entered the Imperial Dockyard for repairs. The housing on the port low-pressure turbine was lifted off, the blades of the third, fourth, and fifth stages were replaced, and the housing closed again – the work taking five weeks. Here we see SMS Derfflinger in the repair basin at Kiel dockyard. In this case a dry dock has been used, but it was not drained in the interest of speeding up the work. The procedure involved lifting off the upper casing of the port low-pressure turbine so the interior works could be examined and repairs performed. All this could be accomplished within the confines of the engine room (that compartment is several decks in height) and did not require removal of any overhead deck plating. Within the picture, you see a wide variety of props and models, many of which have been discussed before. The vast majority of props are already in the game and have either been re-lotted, or re-purposed for use in the Imperial Dockyard Series. This is another shot of the repair basin providing a better view of the quayside activity and a nice broadside view of the battlecruiser. It should be noted Derfflinger is shown in her 1914 configuration with the pole mast forward. On 9 October gunnery practice was carried out, and the following day Grossadmiral Prince Heinrich (the Kaiser’s brother) visited the ship. But during maneuvers on 15 October, damage occurred to the starboard low-pressure turbine – and this time there was a significant vibration when going from “ahead” to “astern”. It was determined that switching from forward to reverse set up a vibration creating a resonance in the blades of the third, fourth, and fifth stages – causing them to strike the guide vanes in between – thereby resulting in “turbine salad” (mangled blades). Repairs to the starboard low-pressure turbine were undertaken, while the port low-pressure turbine was also opened up and corrections made to prevent future damage. The repairs were finished by 9 November and the trials were carried on – wrapping-up on 13 November. The Trials Report was, for the most part, satisfactory – the turbine issues notwithstanding. The Blohm & Voss team had been on hand, quickly diagnosed the problem, and preformed the necessary work to ensure there would be no further difficulties. The ship met all the contract specifications, and the hull, engines, and boilers were all in good condition when the ship was officially handed over. Derfflinger maneuvered exceptionally well at high speed, though (as expected) her low-speed handling was barely adequate. And, as with most big ships, her performance in shallow water effected both her speed and handling. The provision and stores rooms were of sufficient size – though the positioning of the meat locker above a fuel oil cell was criticized and had to be relocated. Overall ventilation was considered more than adequate, though the lack of any wooden furniture (a wartime fire risk) was considered a bit harsh. Strangely enough, the view forward from the conning tower was obstructed by “B” turret, making it impossible for the helmsman to see the bow. The quick-fix was to erect a fourteen foot “steering guide” (jackstaff) at the tip of the stem (much like a tall flagstaff). The bridge also suffered from being too low, and without a clear, all-around, view of the horizon. (One would think the designers could have been more careful.) The machinery preformed well above specifications. Designed for 63,000shp and a speed of 25.5 knots, Derfflinger achieved 76,634shp and 26.5 knots on trials. During operational service, the Panzerkreuzer would attain 28.5 knots when pushed. Her coal consumption was well below estimates and she was calculated to have an operating radius of 5,400 miles at 14 knots. The boiler plant preformed exceptionally well, and it was found only half the turbo fans were required to provide forced-draught to the boilers. The electrical system, over all, preformed well – though the newly designed diesel-powered dynamos required a few adjustments. Gunnery exercises went smoothly, as was to be expected from an experienced and well-trained crew. Handling procedures for the powder and shells were followed to the letter, and the newly designed “1913 Model” gun houses functioned flawlessly. The big 12-inch rifles performed without incident and the new mechanical rammers made shell handling much easier. OPERATIONAL HISTORY At 01:00 on 14 November, SMS Derfflinger weighed anchor and steamed out of the Kieler Hafen bound for Wilhelmshaven via the Kaiser Wilhelm I canal. After a day’s lay-over at the docks in Brunsbuttelkoog to take on provisions, the new battlecruiser dropped anchor in Schillig Roads on 16 November. Two days later, Konteradmiral Hipper (Commander Scouting Forces, Hochseeflotte) came aboard to inspect the ship and was invited to stay for luncheon with the ship’s officers. On 19 November 1914, Derfflinger received orders to join the 1st Scouting Group and was assigned tactical number three (third slot in the battle line). Tactical exercises with the group followed on the 20th, 24th, and 25th, with the intent of integrating the new cruiser into the squadron. With the formalities out of the way, Derfflinger settled into the tedious routine of pulling picket duty in the Jade – and being on short notice for raising steam. At 04:00 on 15 December, SMS Derfflinger weighed and sortied with the battlecruiser squadron on the Scarborough, Hartlepool, and Whitby Raid. (See Chapter 12 for details.) During the course of the bombardment, the battlecruiser fired 203 shells from her 5.9-inch secondary batteries, and the ship was called on to maneuver at a sustained speed of 23 knots for an extended period of time. The following day, while returning to the Jade, the weather took a turn for the worse and the wind howled in from the northwest at Force 8, with a swell at strength 6. Kapitan von Reuter ordered the ship “battened-down” for heavy weather as the big cruiser plowed on through the rising seas at 23 knots on an easterly course. This was Derfflinger’s first test in deep water and heavy seas, and she proved herself an exceptionally seaworthy vessel. Von Reuter had ordered the upper roll-damping tanks filled and the ship’s movements appeared to be slower and less exaggerated than the other battlecruisers. But under combat conditions it was impossible to run “rolling tests”, so the validity of the tank’s performance was never certified. However, the sloshing of the water inside the tanks, and the noise of air rushing back and forth through the air channel, adversely effected the conditions in the nearby wireless transmission room. With the swell coming in on the port quarter of the battlecruiser, a good deal of water was taken over the fantail and even managed to force its way into the secured casemates of the port side secondary batteries – but though spray was thrown to unusual heights up forward, no breakers were taken over the newly designed bow. SMS Derfflinger’s next combat operation came on 23 January 1915, when she weighed and put to sea in the wee hours of the morning as the squadron’s “tactical #3” once again. The weather was reasonably fair and the night clear as they steamed northwest towards what would become the Battle Of Dogger Bank. (See Chapter 13 for details of the action.) Early on, British destroyers closed the tail of the German column around 09:42, and engaged SMS Blucher with gun fire. Admiral von Hipper ordered Blucher to return fire, and von Reuter, eager to get into the fight, sheered Derfflinger out of line to assist – but Hipper signaled her to fall back into column. Around 09:55 Derfflinger came under fire from unidentified ships off the port quarter and immediately responded with eight-gun salvos – switching to four-gun salvos once the target was straddled. The Panzerkreuzer remained engaged until hits were observed on the first two enemy ships, whereupon, they turned away. For twelve minutes around noon, two British destroyers were engaged and turned away under heavy fire from the 5.9-inch secondary batteries. Over the course of the smoke-shrouded “dogfight”, Derfflinger fired 234 12-inch armor-piercing shells, 76 12-inch high explosive shells, and 48 5.9-inch rounds. During the encounter, Derfflinger was struck only once by a 13.5 inch shell (probably from HMS Lion). The shell hit the waterline belt armor directly below the forward funnel, but failed to penetrate the 12-inch plate. Six other large caliber shells fell close alongside, mostly to starboard and port of the fantail. The base-fused shells exploded shortly after impacting the water, sending large shrapnel splinters in all directions. Some of the splinters tore through the lightly armored sections of the stern and caused some minor flooding. Around 19:40 on 24 January, Derfflinger dropped anchor in Schillig Roads and the following day ran into the Imperial Dockyard for repairs – including a stretch in the floating dock to see to the flooding aft. Repair reports indicate the large caliber hit on the belt armor failed to penetrate, but the plate was pushed in about 4 inches, with an indentation about one inch deep, and concentric rings about 6 feet across. The torpedo nets, spars, and brackets were badly damaged, and the outer hull skin below the hit was bowed-in for quite a large area. The starboard wing passage and several coal bunkers were flooded, and some water made it into the boiler room, but the pumps easily removed it. The near misses aft caused a leak in the starboard outer shaft tunnel and sheered or sprung various rivets, resulting in the initial flooding in that area. On 16 February, Derfflinger was pronounced “combat-ready”, and moved to the coaling docks, then took on fresh provisions, before running out to Schillig Roads to begin a long stretch of picket duty. The monotony was rudely interrupted on 11 March by a late-night explosion in the anchorage. The battlecruiser’s searchlights were switched on and it became apparent there had been a boiler explosion aboard the torpedo boat S-35. Derfflinger returned to the dockyard from 21-25 March to have supplemental oil-firing installed in her coal-fired boilers, and she participated in a “fleet advance” on 29-30 March, along with Von der Tann and Moltke. Four days in early April were occupied with training in the Baltic – torpedo shooting, searchlight practice, gunnery practice, night gunnery, battle line training, and acting as a target for torpedo boat training. On 17 April, Derfflinger sortied to cover a minelaying operation carried out by the light cruisers SMS Stralsund and Strassburg – and again in May when mines were laid near the Dogger Bank. In late May, the entire 1st Scouting Group put to sea to escort the auxiliary cruiser Meteor out to sea on a commerce raiding mission. In June 1915, SMS Derfflinger and Von der Tann went to Kiel for training, but Derfflinger was involved in a near-collision with the old pre-dreadnought SMS Kaiser Wilhelm der Grosse. (As previously mentioned, collisions between capital ships were a lot more common than you might think.) Due to her poor handling characteristics at low speed, the battlecruiser’s bow suddenly swung to port and came dangerously close to the anchored pre-dreadnought. A collision was narrowly averted, but von Reuter was forced to go “all astern – maximum power”. There was a heavy vibration throughout the ship, and then the starboard low-pressure turbine ceased to respond. Later, when the turbine housing was lifted, it was found the turbine blades and guide vanes had been shredded in the third, fourth, fifth, sixth, and seventh stages. It was decided the sudden application of extreme reverse power had set up a fatal oscillation, resulting in turbine failure. The battlecruiser went into the Kiel dockyard for repairs lasting until 26 August. In the following sequence of pictures, we see SMS Derfflinger being maneuvered into the Inner Basin for another round of turbine repairs. Ahead are two salvage tugs towing the big battlecruiser with a third salvage tug on a stern hawser acting as a “brake”. Four harbor tugs (two Passat Class and two Nordwind Class) are stationed close to the bow and stern. Due to the battlecruiser’s known tendency to sheer to port or starboard at low speed -- especially in shallow water -- the four harbor tugs are an absolute necessity. The admiral commanding has private quarters ashore – the white house in the lower left. This is a close-up of the beautifully detailed model of Derfflinger provided courtesy of @Barroco Hispano – and the equally detailed models of the Passat Class tugs (off the bow) and the Nordwind Class tugs (off the stern) – scratch-built by @AP. This is a close-up view of the Langeoog Class salvage tug scratch-built by “AP” for the Imperial Dockyard Series. The model is based on the tug “Foundation Franklin” which was launched in 1918 from John Lewis & Sons Shipbuilding, in Aberdeen, Scotland, as HMS Frisky. She had an active and truly remarkable 30-year career – mostly performing deep sea salvage and legendary rescue missions out of Halifax, Nova Scotia. She was justly immortalized in Farley Mowat’s book “The Grey Seas Under” – which is well worth a good read. And there was many a pint downed in her name when “old-timers” gathered at a tavern. “FF” was about 600 tons and 150 feet in length, with triple-expansion engines generating 1,200shp for a respectable speed of 15 knots. In 1948, she went out in the teeth of an Atlantic hurricane to rescue a large freighter disabled by the storm. She saved the ship and the men aboard her, but was so badly damaged by the storm she was sold for scrap. “AP” has “done the old girl proud” with his detailed and handsome model. She was a truly “great” ship, and I consider this to be some of his finest work. (The model can be downloaded from the STEX – Historic Navies 1900: Volume 17.) Here are three views of SMS Derfflinger being maneuvered into the repair basin / dry dock. Before returning to Wilhelmshaven, Derfflinger carried out trials with a floatplane. The floatplane was maneuvered alongside, hoisted aboard the battlecruiser, and a test cruise taken off the Kieler Hafen. Though the idea of carrying aircraft aboard a warship might have been considered “progressive” in 1915, having to “launch” a plane much like a small boat proved problematic with big-gun ships. Even decades later, carrying float-planes on battleships was not popular with captains. The ship had to come to a complete stop to launch or recover the aircraft, and planes were prone to bursting into flame when hit by shell fragments – causing significant damage and possibly illuminating the ship during night engagements. (Navies would later develop steam operated catapults to launch floatplanes from battleships and heavy cruisers, but the ships still had to come to a complete stop to hoist them back aboard. And – the US Navy was plagued by burning floatplanes during night actions with the Imerpial Japanese Navy in WW II.) The big cruiser arrived back in Wilhelmshaven on 31 August, just in time for Kapitan von Reuter to turn over command to Kapitan zur See Paul Heinrich. The remainder of the year was spent in the usual tasks – picket duty, minelaying operations, maneuvers with Battleship Division 6, fleet maneuvers in October, and the occasional “fleet advance”. In late October Derfflinger and the torpedo boat V-30 carried out a successful ship-to-ship underway fuel oil transfer test. In early November there was a brief training period in the Baltic followed by picket duty in Schillig Roads. Again, in late November, the cruiser returned to Kiel for training, but was delayed when she grounded, hard and fast, near the “Kilometer 29” marker in the Kaiser Wilhelm I canal – largely as a result of her poor handling characteristics at slow speed in shallow waters. Once in Kiel, Derfflinger carried out training in torpedo firing, exercises with torpedo boat flotillas, and several days spent on the gunnery ranges. Having returned to the Jade in early December, the battlecruiser went into the dockyard on the 16th for the final work on her new director fire control system. The installation and “dry testing” of the system lasted until 15 January 1916, when the ship was moved out of the dock. Gunnery trials with the new equipment lasted from 19-26 January and were considered a great success. The year 1916 brought a new commander for the Hochseeflotte, Vizeadmiral Reinhard Scheer, and an increased level of activity. The new commander’s more aggressive attitude was aimed at bringing the enemy to battle – forcing a favorable situation -- rather than waiting for an opportunity. Early 1916 started out with Derfflinger and Von der Tann searching for the missing airship L-19 – a sortie in support of torpedo boat flotillas in action with British light forces in the western Bight – battle line practice – and escorting the auxiliary cruiser Mowe into Wilhelmshaven after a commerce raiding cruise. On 5 March, Derfflinger was with the 1st Scouring Group when the Hochseeflotte made an aggressive combat sweep into the “Hoofden” – an area along ”The Broad Fourteens” off western Holland. No enemy shipping or naval units were encountered by the latitude of Haarlem, so the fleet put about and returned to the Jade. The seaplane tender HMS Vindex – circa 1915: 2,950 tons – 23 knots – 4x3-inch guns – 7 floatplanes. Notice her appearance. She is nothing more than a floating hanger for floatplanes. The floatplanes are hoisted outboard and take off from the water. Upon their return, they taxi up to the ship, are hoisted aboard, and pushed into the hanger. Nothing like the aircraft carriers still 25 years in the future. On 25 March the British launched a raid from the seaplane-tender HMS Vindex against the German airship base in Tondern, but the raid was a complete fiasco. They did not know the correct location of the airship base and bombed Hoyer in error. German seaplanes from land bases attacked the British ships with bombs, and the Harwich Force destroyers HMS Laverock and Medusa collided in the confusion. Medusa was badly damaged and later abandoned. German torpedo boats on duty in the area sparred with the British forces and the light cruiser HMS Cleopatra rammed and sank G-194 – but was, in turn, rammed by HMS Undaunted. With the weather deteriorating, the British forces withdrew (with Cleopatra), but it took Undaunted four days to limp back to port. The Hochseeflotte put to sea in support on the 26th, but arrived in the area far too late to be of use. On 16 April 1916, Derfflinger and her newly commissioned sister-ship, SMS Lutzow, sortied on a search mission looking for a downed aircraft, but found nothing and returned to Schillig Roads without incident. A little over a week later (24 April), the 1st Scouting Group weighed anchor around 10:45 and slipped out of Schillig Roads, steamed down the Jade channel, and made for the open sea. In a matter of hours, Derfflinger would be in action on the Lowestoft Raid. (See Chapter 16 for details.) For most of May 1916, Derfflinger and portions of the 1st Scouting Group made several sorties into the North sea for various tasks – sightings of enemy forces in the Bight – a suspected second attack on the Tondern airfields – and generally making life hazardous for British light forces in the area. From 22-26 May the battlecruiser was in dockyard hands for scheduled maintenance and a bottom cleaning. The pre-dawn darkness of 31 May was hard and forbidding. The wind was coming in from the north-northwest at Force 3 and bands of rain scudded across the big warships anchored in long lines in Schillig Roads. It was 03:00, and the sailors on the big dreadnought battleships of the 1st and 3rd Battle Squadrons were closed-up at sailing stations. The officers on their various bridges had watched through the pelting rain and poor visibility as the 2nd Scouting Group steamed down the Jade channel and disappeared into the night haze on their way to open water. Minutes later all eyes watched – not a few with envy -- as SMS Lutzow, Derfflinger, Seydlitz, Moltke, and Von der Tann swept down the channel at 18 knots, close on the heels of their advance screen of light cruisers. Even in the darkness and haze, the long, low battlecruisers were mighty and menacing. Thick clouds of smoke belched from their funnels and hung close to the water as the bow waves and wakes sparkled bright and luminescent. The big gun turrets, so prominently displayed on their decks, clearly bespoke their purpose. Soon, they would clear the mouth of the Jade and steer north to bring those guns into action off a quiet little corner of Denmark – along the Jutland coast. SMS Derfflinger as she would appear in late 1916. Notice the massive, squat, size of the main battery gun turrets in relation to the rest of the ship. And here you see her with the distinctive, heavy, tripod foremast and the large fire control top that gave her an iconic silhouette. Not only was the Derfflinger Class the largest and most powerful of the Imperial battlecruisers – they were, quite possibly, the most elegant and handsome capital ships ever built. Again – I must leave the rest of SMS Derfflinger’s story for later…… SIDEBAR: Standard Tactical Deployment Of The Hochseeflotte Scouting Forces As Admiral Hipper’s scouting forces steered to the north that day, they were deployed in a standard tactical formation that had been developed over many years – both before and during the war. Lacking reliable air reconnaissance – and with radar still far in the future – the only reliable information about an enemy fleet had to be obtained by cruisers scouting ahead of the battle fleet. Admiral Hipper was in overall command of ALL scouting forces in the Hochseeflotte, while the various “scouting groups” were directly handled by subordinate admirals. Above you see the 1st and 2nd Scouting groups deployed in their “scouting” and “screening” formation. In the lead are the light cruisers and torpedo boats of the 2nd Scouting Group, spread out as a screening force across the bows of the Panzerkreuzer of 1st Scouting Group. The light cruiser screen, steaming in advance of the battlecruisers, acts as a scouting force to locate an enemy force for the battlecruisers to attack – or – they can screen the battlecruisers to prevent enemy cruisers from gaining knowledge of their approach. (NOTE: In all pictures the distance between the various groups, and individual ships, has been considerably reduced in order to get everything into the picture.) This is a closer shot of the advance screen composed of the 2nd Scouting Group commanded by Konteradmiral Boedicker. His force is deployed seven miles ahead of Hipper’s heavy units. There are five light cruisers, from left to right – SMS Elbing, Wiesbaden, Frankfurt (flag), Pillau, and Regensburg. Visibility before the battle began could be anywhere from 12 to 15 miles, and the five light cruiser groups would be “spread out” -- while maintaining visual contact with the next adjacent group. This arrangement would allow Boedicker’s cruisers to visually search an area about 57 miles wide. This is SMS Frankfurt, Boedicker’s flagship, deployed in the center of the search line – making it easier to control the cruiser groups on the extreme ends of the line. Each of the cruisers is screened by a gaggle of torpedo boats from the II and VI Flotillas. The standard flotilla consisted of a “Flotilla Leader” and ten torpedo boats. But wartime losses and repair work inevitably left them under strength. Another view of the Frankfurt group, below. This is a view of the cruiser group on the extreme right of the line. SMS Regensburg is the flagship of Kommodore Heinrich, Commander Torpedo Boat Flotillas. Admiral Hipper was in overall command of both scouting groups, but during battle it was understood he would be busy with other matters. Accordingly, Boedicker would be responsible for the direct command of the light cruisers in 2nd Scouting Group, while Kommodore Heinrich would maintain control of the torpedo boats. It might, at first, seem like a lot of senior officers looking for a job to do – but once battle was joined – it proved a successful division of authority. Below is another view of the Regensburg group. This is the Elbing group operating at the extreme western end of the light cruiser screen. As the light cruiser continues to search, the torpedo boats form an anti-submarine screen around her. (Again – the distance between the cruiser and her torpedo boats would be much greater than in this representation.) Submarines were still relatively unsophisticated weapons and screening destroyers or torpedo boats were usually sufficient to keep them at a distance – where their torpedoes were likely to miss the target. If smoke from an unknown vessel is sighted on the horizon, Elbing’s Fregattenkapitan Madlung would order two of his torpedo boats to peel out of formation and close to investigate the approaching stranger. If it was a steamer, it would most likely be a neutral, and she might be stopped to check her registry papers – then sent on her way. If she carried enemy cargo (contraband), she could either be boarded and sent into a German port – or possibly sunk after removing the crew. If the approaching vessel was a warship, she would almost certainly be British. A brief skirmish might ensue, or it could very well lead to a collision between opposing fleets. Light cruisers and torpedo boats were “little ships” – but they preformed vital scouting and screening functions that could have consequences all out of proportion to their size. Following seven miles astern of 2nd Scouting Group are the battlecruisers of 1st Scouting Group in “line ahead” formation under the direct command of Vizeadmiral Hipper. Leading the line (on the left) is SMS Lutzow (flag), followed by Derfflinger, Seydlitz, Moltke, and Von der Tann. Hipper did not feel the need for complicated or “fancy” sailing formations. He maintained tight control of his heavy ships and knew they were fast enough to preform any maneuver he might wish. In the event the light cruisers of the 2nd Scouting Group encountered a British force, Hipper would immediately alter course and bring the battlecruisers up in support. Screening his Panzerkreuzer ahead and on both flanks were the eleven torpedo boats of the IX Flotilla. This is a closer view of Lutzow and Derfflinger and the screening torpedo boats. You will note there are five torpedo boats clustered around Lutzow – three around the bow, and two more along her port and starboard quarter. This “concentration of force” is deliberate. Attacking submarines invariably launched torpedoes from a position ahead and to one side of their target. This meant the torpedo and the ship were running toward each other – shortening the range and closing more quickly – thereby increasing the odds of a hit. Firing from astern actually gave the target an opportunity to outrun the torpedo. This is a close-up of SMS V-25 alongside SMS Lutzow. The IX Flotilla screening the battlecruisers was composed of “V Class” boats. Early on in the development of torpedo craft in the Imperial Navy, it was decided their primary mission was to operate in support of the battle fleet. This almost guaranteed the German boats would be bigger than those of most other navies, and the design emphasis focused on torpedoes, speed, and seaworthiness. The Royal Navy preferred the gun as their weapon of choice, so their destroyers were equally large, but carried more guns than torpedoes, and were intended to protect the battle line against enemy torpedo boats. This theory was rejected by the Imperial Navy. Employing their torpedo boats to defend against attack was of secondary importance. The German torpedo boats were solely designed to deliver massed torpedo attacks against the enemy battle line. In the Kaiserliche Marine torpedo attacks were considered a primary aggressive tactical tool. Consequently, German torpedo boats carried fewer guns, but usually mounted two or three times as many torpedo tubes as their British counterparts. As demonstrated on V-25, there are only three 4.1-inch guns – but there are six 19.7-inch torpedo tubes carried in two single mounts forward of the bridge, with two double torpedo tube mountings nearer the stern. By virtue of their size, German torpedo boats were more difficult to sink by gunfire, and their more numerous torpedoes made them potentially deadly. Torpedo boat and light cruiser models courtesy of "Barroco Hispano". NEXT TIME…… SHORT-LIVED AND UNLUCKY BUT – as an afterthought – you might like to see how Vizeadmiral Franz von Hipper lives when he’s ashore. Admiral Hipper was born in Bavaria and joined the Imperial Navy at age 18. Known as an active and energetic officer, he was much respected within the Kaiserliche Marine – and his years commanding armored cruisers demonstrated his gift for tactics and love of fast warships. Most of his career was spent at sea, in one capacity or another, and he was most often to be found in his quarters aboard ship. Appointed to command of the 1st Scouting Group in 1913, he was aged 51 when war broke out the following year. Von Hipper inherited comfortable quarters ashore from the previous Scouting Group 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 an 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 officer for the staff officers, and an inner office overlooking the harbor for the Admiral. The building is located on the east side of the ship channel into the Inner Basin, and the Admiral often takes breakfast on the terrace (when ashore). A short distance to the right of the building is the Admiral’s landing where his “barge” (steam launch) is moored. In this shot we see the Admiral stepping off the special train returning him from an Imperial Staff conference in Berlin. The Kaiser was kind enough to provide the Admiral with his private train to ensure his speedy return to his wartime command. After all, when an officer wears the Prussian Order Of The Red Eagle, he must not be kept from his duties. The model of the “20th Century Limited” locomotive 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.) MANY THANKS – as always -- to @Barroco Hispano for his many beautiful models. SPECIAL THANKS to my collaborating partner, @AP, for his 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
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