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Chapter 39: The Remains Of The Day

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

The Grand Fleet steaming NW in line-ahead formation -- full daylight on 2 June 1916. IMPERIAL DOCKYARDS: CUXHAVEN By: Dreadnought & AP Chapter 39: THE REMAINS OF THE DAY: THE AFTERMATH OF BATTLE The sun rises early in northern latitudes, and as the misty dawn crept above the eastern horizon on 1 June 1916, Vice-Admiral David Beatty’s Battlecruiser Fleet sighted their first German. Lookouts aboard HMS Lion spotted the Zeppelin L-11 as she dipped below the cloud base around 03:30. Nearly as long as a dreadnought, the big airship received a warm reception as Beatty’s ships opened fire – some with their main battery guns. The German air crew reacted quickly, released water ballast, and took their fragile craft back into the clouds. Beatty assumed the airship was scouting ahead of the Hochseeflotte and signaled “clear for action”. But the minutes ticked by with nothing more to be seen. The Battlecruiser Fleet was alone in the choppy waters of the North Sea. (L-11 would stumble into the Grand Fleet a few minutes to the NW, receive the same “hot” reception, and report both encounters to Scheer before being ordered back to Nordholz aerodrome.) Some miles to the north, at 02:47, a heavy mist settled over the sea with the first touch of dawn, and Vice-Admiral John Jellicoe, hopeful of finding the enemy, signaled his fleet to form “line-ahead” battle formation. While the dreadnoughts maneuvered into line, the C.-in-C. set about signaling his light cruiser squadrons and destroyer flotillas to close the battle fleet and assume their assigned stations. The various elements of the Grand Fleet had become disoriented during the night – while SMS Westfalen had scattered and mauled destroyer flotillas much like a fox among barnyard chickens. Jellicoe intended to close Horns Reef and intercept Scheer. About the same time Beatty fired on the Zeppelin, HMS Iron Duke took in a signal from the Admiralty. The Hochseeflotte’s position had been fixed by wireless direction-finding stations an hour earlier (02:30) – 30 miles NE of Iron Duke on a SES course, estimated speed 16 knots – just one hour’s steaming from Horns Reef. The signalman delivered the message to Flag Captain Dreyer on the bridge. Having read it, he shook his head and climbed the ladder to the Admiral’s bridge. Jellicoe read the message with no show of emotion whatsoever. He merely handed the message back...”This signal makes it painfully evident that by no possible means can I catch Scheer before he reaches port – even if I disregard the danger of following him through the minefields…” Jellicoe ordered Dreyer to recall the battlecruisers and alter course for Horns Reef – on the off chance he might snap-up a few German stragglers as he passed by. Jellicoe had trapped Scheer and beaten him – twice – but the sun went down before he could finish the job. In the end, Scheer outmaneuvered and outwitted Jellicoe and escaped the well-laid trap. By sunrise, 2 June, Beatty’s Battlecruiser Fleet was back in Rosyth, Jerram’s 2nd Battle Squadron anchored off Cromarty around 09:00, and the bulk of the Grand Fleet was safely tucked-up in Scapa Flow by noon. But there was little rest to be had. The Fleet took on coal, oil, and ammunition – and, as an afterthought -- a few fresh provisions. At 21:45 that evening, Jellicoe telegraphed London to inform the Admiralty the Grand Fleet was, in all respects, ready for sea. Capital ships of the Grand Fleet lying at anchor in Scapa Flow. The 15-inch gun battleship HMS Revenge is front and center. Around 03:00 1 June, Vizeadmiral Franz von Hipper stood quietly on the bridge of SMS Moltke, the only remaining combat-ready battlecruiser. He held his duty-station ahead of the Hochseeflotte, leading the main body past Horns Reef and toward the Amrum Bank Passage. They would soon pass inshore of the German minefields. Due to the severe damage suffered by SMS Derfflinger and Von der Tann, Scheer ordered them to assemble on Moltke and run into Wilhelmshaven. (SMS Seydlitz was still afloat, but lagging far behind.). As Derfflinger and Von der Tann steamed ahead -- SMS Ostfriesland ran onto a mine. (It was not the minefield Jellicoe had ordered HMS Abdiel to sow – it was another field she had sown a month earlier.) Though considerably damaged, Ostfriesland was able to maintain her place in line. SMS Moltke led the remaining battlecruisers past the outer Jade light ship and anchored in Wilhelmshaven Roads at 14:50. Once the tide came in Derfflinger was able to transit the locks and the Panzerkreuzer ran into the southern harbor basin around 17:15 – badly battered – but covered in Glory and Legend. Vizeadmiral Scheer watched Hipper’s battlecruisers steam off to the south. He would hold the fleet, temporarily, between Horns Reef and the Amrum Bank while he waited for the tide to come in. SMS Konig had led the battle fleet into the gun sights of the Grand Fleet twice, and paid the price. Several large caliber hits (probably 15-inch) badly holed her forward causing serious flooding. Kapitan Bruninghaus had to counter-flood to keep her on an even keel, resulting in the ship taking on 1,600 tons of water. She was down by the bow and forced to wait for the tide (09:30) before trying to navigate Amrum Bank Passage. The fleet eventually cleared Amrum Bank, and a little past midday, Konteradmiral Mauve’s II Battle Squadron was detached for the Elbe River and Cuxhaven. The five old pre-dreadnoughts dropped anchor in Altenbruch Roads around 14:25. After having to beg to be included in the battle fleet’s sortie – and having lost SMS Pommern – the old pre-dreadnoughts had twice steamed into harm’s way to save Hipper’s crippled battlecruisers. They had earned their battle honors. And now every man that crewed the “five-minute-ships” could stand proudly and say...”We were at the battle!” And no one could take that from them. In the gasthauses of old Cuxhaven there would be many stories to tell this night, much beer, and toasts to missing shipmates. As Scheer approached Schillig Roads, five battleships of I Battle Squadron were detached to stand guard. Scheer worried the British might choose this moment to launch a raid on Wilhelmshaven. The remainder of the Hochseeflotte steamed up the deep-water channel to anchor off Wilhelmshaven and wait for the tide to pass through the locks. By 06:30 the following morning (2 June), it was all over – except for the tidying-up. (As an interesting sidelight -- before the battle, Konteradmiral Behncke had made a quick tour of SMS Konig to deliver some words of encouragement to the crew, and the ship’s cat – “Max” – began to follow him. “Max” was a rather large, long-haired, part Norwegian Forest Cat (orange or ginger) with the remainder of his parentage unknown – and he had always had the run of the ship. When Konig finally came to anchor in Wilhelmshaven Roads one of the cook’s assistants thought to feed Max, but he could not be found. Word went around the dreadnought and an informal search was conducted – without success. He was later found in the only place no one had dared to look, the Admiral’s day cabin off the bridge – curled into a neat ball on the Admiral’s cot – sound asleep.) The Hochseeflotte moored quayside in Wilhelmshaven after the battle. Some ships went into dry dock, others made minor repairs and replenished provisions, ammunition, and coal. “The whole situation was difficult to grasp, as I had no real idea of what was going on and we could hardly see anything except flashes of guns, shells falling, ships blowing up, and an occasional glimpse of an enemy vessel…” That is the best one-sentence summary of the Battle of Jutland ever written – and it was in Admiral Jellicoe’s report to the Admiralty. And like the telegram reporting the fleet ready for sea, it may have mollified the Admiralty, but it hardly covered the myriad of details and what followed. Despite the enormous numerical advantage held by the British, the Grand Fleet had been knocked about a bit. Of the 28 British dreadnoughts present at Jutland, 5 were damaged to varying degrees. Of the 9 battlecruisers at Jutland, 3 were sunk and 4 damaged. The official British warship losses at Jutland: Battlecruisers: Queen Mary – Indefatigable – Invincible Battleships: 0 Armored Cruisers: Defence – Warrior – Black Prince Light Cruisers: 0 Destroyers: Tipperary - Nestor - Nomad – Turbulent – Ardent – Fortune – Shark - Sparrowhawk British battlecruisers damaged at Jutland: New Zealand – 1 hit Lion – 14 Princess Royal – 9 Tiger – 21 British battleships damaged at Jutland: Colossus – 2 hits Barham – 6 Malaya – 8 Warspite – 15 Marlborough – 1 torpedo British personnel losses: 6,094 dead – 674 wounded – 177 taken prisoner At first glance, the damage to the Grand Fleet may not seem so bad – but Jellicoe saw things differently the morning after Jutland. He entered the battle with 9 combat-ready battlecruisers. On the morning of 3 June, Beatty’s “Battlecruiser Fleet” was reduced to two undamaged Invincible Class and one lightly damaged Indefatigable Class. ALL of his remaining modern battlecruisers were significantly damaged. A heavily damaged HMS Lion was repaired and returned to duty on 19 July – minus her burnt-out “Q” turret – which could not be replaced until September. Princess Royal received temporary repairs over an eight-day period at Rosyth, then sailed to Plymouth for permanent repairs – and returned to the Grand Fleet on 21 July. Among the “Splendid Cats”, HMS Tiger was peppered pretty heavily by shells, but was repaired at Rosyth Dockyard and returned to the fleet on 1 July. (Incidentally, she fired 303 rounds from her main battery guns and obtained only one hit on SMS Moltke and two on Von der Tann – a 1% hit ratio.) The upshot of this, is Jellicoe had only 4 battlecruisers available for scouting duties during the next six weeks. (HMAS Australia had missed Jutland, but was now available.) This perceived weakness in his scouting forces bothered Jellicoe. HMS Tiger completed repairs and took on coal before rejoining the Battlecruiser Fleet. Three Passat Class and a Nordwind Class tug ease the big battlecruiser against the coaling dock. The docks are 11x3 custom-made lots using an old brick texture and “Paeng’s Grunge Concrete”, fronted by “WMP Seawalls”. The coal cranes are from the “PEG” trash lots, “resized” to fit. The two warehouses left of center are from “Nob’s 1905 Naval Series”. HMS Tiger, the steam locomotive, and coal gondolas are courtesy of Barroco Hispano. The numerous sailors, rope coils, Atlantic fenders, and beautiful tugs are the work of “AP”. The dreadnoughts of the Grand Fleet, as a whole, suffered comparatively little damage – though several individual ships took considerable punishment. HMS Colossus took two shells in the forward superstructure, causing little damage, and returned to duty by 18 June. After nearly being lost to a single torpedo strike, HMS Marlborough received temporary repairs at Hull, then moved to the Armstrong-Whitworth shipyard at Jarrow (Clydebank) for extensive permanent repairs. She returned to the fleet on 5 August. HMS Barham, flagship of the now-famous 5th Battle Squadron “fast battleships”, was a bit “chewed-up”, but returned to the fleet on 5 July. HMS Malaya, another “fast battleship”, survived a great deal of enemy attention and many near misses, but was repaired in the floating dock at Invergordon and returned to the fleet on 4 July. HMS Warspite was the most heavily damaged of the “fast battleships”, but she managed to make port under her own steam and underwent extensive repairs, only returning to the fleet in early August. (Warspite went on to a long and glorious career in WW II. At the Battle of Calabria, 9 June 1940, she opened fire on the Italian battleship Giulio Cesare and scored a hit at the longest known range of 29,000 yards. The record stands unbroken to this day. Warspite was also the first Allied warship to open fire on the Normandy beaches, on June 6, 1944. However, it became something of a standing joke in the Royal Navy that her steering gear problem was never fully cured. For the rest of her service life, Warspite’s steering would, for no apparent reason -- occasionally go “haywire” – and the big ship would “go-walk-about”.) An added stroke of luck came to Jellicoe within days of the battle, when HMS Queen Elizabeth and Emperor of India completed their maintenance and rejoined the fleet. And a few weeks later, the new 15-inch-gunned battleship HMS Royal Sovereign completed her working-up exercises and joined the battle squadrons at Scapa Flow. So – for the next six weeks -- Jellicoe’s “fast battleship” squadron was reduced to two ships – and his total dreadnought battleship strength dropped from 28 to 24 ships. Though this temporary decline in strength preyed on Jellicoe’s mind, the danger was more imagined than real, and he had one obvious and overwhelming advantage. On the morning of 3 June 1916, Jellicoe had an operational battle fleet on two hour’s notice for steam – Admiral Scheer did not. SMS Helgoland undergoes repair in one of the large floating dry docks in Wilhelmshaven that so impressed Jellicoe in the time before the war. The dock is very wide in relation to Helgoland. It was designed to accommodate ships as each class got progressively bigger. Note the funnels on the right of the dock. Boilers and steam engines powered the big pumps used to raise and lower the dock so ships could enter and exit. They also ran generators providing electric light, ventilation fans in the machine shops, and power for the heavy machine tools. Across the North Sea, much the same scene was being played out with the Hochseeflotte. True enough, Scheer had fewer ships to worry about – but more of his were damaged. The size of the British battle fleet, the poor visibility on the day of the battle, and the way in which the battle unfolded, all conspired to concentrate damage to just a portion of the German fleet. The opposing battlecruiser forces engaged early on and stayed engaged for the entire battle – both sides steadily accumulating damage. The British battle fleet was arrayed in such a manner as to be able to bring virtually all their guns to bear on the enemy, while the poor visibility limited their field of vision. This haphazardly resulted in many British ships concentrating their fire on the few visible German dreadnoughts – causing heavy damage. Considering the circumstances, it’s a miracle they survived at all. (Had British gunnery been better, they might not have survived.) Of the 5 German battlecruisers present at Jutland, one was sunk, one was virtually unharmed, two were heavily damaged, and the fifth one was near sinking. Scheer engaged the British with 16 dreadnought battleships – 9 were damaged in varying degrees. Of the 6 pre-dreadnought battleships present, one was lightly damaged and one sunk. (Some authors claim the old battleships were “hit repeatedly” – but there is no evidence in the “BundesArchiv” to support this assertion.) The official German warship losses at Jutland: Battlecruisers: Lutzow Battleships: Pommern (pre-dreadnought) Light Cruisers: Wiesbaden – Elbing – Rostock -- Frauenlob Torpedo Boats: V-48 – S-35 – V-29 – V-27 -- V-4 German battlecruisers damaged: Von der Tann – 4 hits Moltke – 4 Seydlitz – 26, 1 torpedo Derfflinger – 31 German battleships damaged: Rheinland – 1 hit Westfalen – 1 Helgoland – 1 Oldenburg – 1 Kaiser – 2 Ostfriesland – 1 mine Grosser Kurfurst – 8 Konig – 10 Markgraf – 5 Nassau – 2, rammed by destroyer Spitfire German pre-dreadnought battleships damaged: Schleswig-Holstein – 1 hit Schlesien – 1 hit German personnel losses: 2,551 dead – 507 wounded ** (It should be noted no two sources agree on the number of hits taken by the Imperial warships. Consequently, I have taken my numbers from the “BA-MA” – Bundesarchiv – Militararchiv. For purposes of simplification, I have included only hits scored by main and secondary battery guns.) Comparing the numbers, they speak for themselves. In the early decades of the 20th Century, the balance of power was measured in capital ships, and the Royal Navy lost three battlecruisers, while the Kaiserliche Marine lost one battlecruiser and one old pre-dreadnought battleship. If you simply crunch the numbers, the British lost more men and ships. But the immediate balance of power after the battle could be better measured in “repairs” and how long they took to complete. Jellicoe, always worried about maintaining his 2 to 1 margin of superiority, needlessly wrung his hands over a six week repair period. Scheer, on the other hand, did not have imaginary problems – he had real problems. Despite all the grief she inflicted on British destroyer flotillas during the night, SMS Westfalen suffered only minor damage and returned to the fleet in mid-June. She is seen taking on coal from a pair of lighters with a Thor Class tug lashed alongside. Another tug stands by with various ship’s stores. SMS Westfalen courtesy of Barroco Hispano. Tugs, lighters, mooring dolphins, and small boats by AP. Due to the volume of fire directed at them, and the sheer destructive power of the larger British shells, the Imperial capital ships suffered devastating structural damage that would have certainly sunk less well-armored vessels. What’s more – German commercial shipyards and Imperial Dockyards were few in number and scattered between the North Sea and The Baltic. Compounding the difficulty was their limited capacity (hence the numerous floating docks), and their inability to match the speed of English facilities. Scheer was in far worse shape than Jellicoe, and far more worried – and with good reason. A week after the battle of Jutland, Scheer could only muster one slightly damaged battlecruiser (Moltke) and eight undamaged dreadnought battleships. (SMS Konig Albert missed Jutland due to condenser trouble, but was ready for duty on 3 June.) SMS Rheinland was hit only once, and returned to I Battle Squadron by 17 June. A pair of Sophia Class paddle tugs have come alongside to unload their lighters. The first tug is hauling fresh provisions, while the second is transferring dry goods and ship’s stores. A Thor Class tug stands by to top-off Rheinland’s coal bunkers. SMS Westfalen, Rheinland, Helgoland, and Oldenburg were lightly damaged, and returned to service by mid-June (about two weeks), providing a much needed boost in battleship strength. The elderly Schleswig-Holstein and Schlesian (pre-dreadnoughts) were moderately damaged but were repaired dockside at Cuxhaven. Despite being rammed by HMS Spitfire, losing 20 feet or her belt armor, and having a considerable gash above the waterline, SMS Nassau went into Kaiserliche Werft Wilhelmshaven and returned to the fleet on 14 July -- about six weeks. The damage to SMS Grosser Kurfurst was largely superficial, but two hits involved structural damage, so the ship returned to her builder’s yard, A.G. Vulcan, Hamburg. She rejoined the battle fleet on 16 July (approximately six weeks). SMS Nassau was hit by two shells, causing moderate damage – but she was rammed by the destroyer HMS Spitfire. The British ship was passing on an opposite course and seriously damaged the battleship’s port bow and armor belt, with collateral damage along the rest of the port side. Nassau is moored outboard of the dry dock mole undergoing repairs. Two crane barges have been brought alongside to work on the hull plating with a machinists barge to help with the steel work. The steam tug Goliath and the paddle tug Helena are standing by to move the crane barges as needed. SMS Nassau and Goliath are courtesy of “Barroco Hispano”. The mooring dolphins, lighters, tug Helena, and the barges alongside the battleship are all by “AP”, as well as the crane on the left hand barge. There are many props and cranes on the dry dock mole – also by “AP”. The barges and cranes in the left of the picture are from the “PEG” seaports and “SNM Series”. Below is a detail shot. SMS Konig suffered the most serious damage among the Imperial dreadnoughts. She had structural damage to the main armor belt and the forward armored citadel transverse bulkhead. There were also large areas below decks where small compartments were shattered by the blast from armor-piercing shells. (No doubt, 15-inch rounds from HMS Barham, Revenge, or Royal Oak.) Because of her size, Konig required a large floating dock. Wilhelmshaven’s were already occupied, so she transferred to Kaiserliche Werft Kiel for immediate repairs, then to the Howaldtswerk shipyard in the Kieler Hafen to finish the work. She returned to the Jade on 22 July (seven weeks). SMS Ostfriesland is going into dry dock for major repairs to the mine damage on her starboard bow. Once the water is drained they will be able to repair the interior compartments as well as the hull and armor belt. Off her stern are two Passat Class tugs and one older Nordwind Class. While in dock her hull will be cleaned and repainted. The tugs and lighters in the lower left are carrying hundreds of gallons of paint for the purpose. The small dockside cranes are borrowed from the “PEG SNM Series”, while the large 250 ton steam cranes are the meticulous work of “AP”. Ostfriesland is courtesy of “Barroco Hispano”. The tugs, lighters, sailors, and numerous small props dockside are the fine work of “AP”. The mine damage to Ostfriesland, both internal and external, was considerable, but the Imperial Dockyard returned her to duty on 26 July (nearly eight weeks). SMS Markgraf was knocked-about quite a bit – taking at least three 15-inch shells -- but it was a near miss aft that sent her back to the builder’s yard. The force of the detonation alongside (probably another 15-inch round), warped a propeller shaft. Markgraf was escorted to the A.G. Weser Shipyard in Bremen to make use of their large dry dock – and only returned to the Jade on 5 August (roughly nine weeks). SMS Kaiser suffered light damage from 2 hits, but as part of the guard force anchored in Schillig Roads, her repairs were delayed and she only rejoined the battle fleet on 7 August (nine weeks). With Scheer’s battle squadrons once again whole, he received a bit of luck. The new 15-inch-gunned battleship SMS Bayern commissioned into the Kaiserliche Marine on 15 July and was assigned to III Battle Squadron. Due to wartime conditions, the dreadnought battleship SMS Bayern conducted her working-up exercises largely in the Baltic Sea. Urgently needed to strengthen the Hochseeflotte, she was dispatched to Wilhelmshaven with little coal in her bunkers. She anchored in Schillig Roads on 15 July and immediately began coaling ship. Her big 15-inch guns were a welcome addition to III Battle Squadron. Bayern and the steam tug Goliath are courtesy of Barroco Hispano. The Helena Class paddle tug, lighters, small boat, and mooring dolphins are the detailed work of @AP. The repairs to the German battleships had been handled fairly quickly, but then, they had not been under fire for very long. The German battlecruisers were another matter entirely. SMS Moltke only took four hits – but all of them were 15-inch shells. She was holed aft below the armor belt and flooded-down by the stern. On 6 June she was despatched to her builder -- up the Elbe River to the Blohm & Voss Yards. The four big Lyddite shells also caused superficial damage to her hull and decks, but considerably more internal damage to her below deck compartments. Admiral Hipper was finally able to raise his flag aboard Moltke on 14 August (ten weeks). SMS Von der Tann was also hit by four large caliber shells -- two of them 15-inch – one of which struck below the waterline aft, dislodging part of the armor belt and causing serious flooding. Other shells damaged the ship’s upper works, but the most serious problem was with the main gun recoil buffers. During rapid firing early in the battle, Von der Tann’s main battery guns began to overheat, and eventually came out of battery during recoil – effectively putting the guns out of action. A good deal of time was spent overhauling the gun slides and recoil buffers. Repair parts for Von der Tann’s jammed “A” turret were cannibalized from the battleship Rheinland to speed the work. The guns then had to be tested on the Baltic gunnery ranges, and Von der Tann did not rejoin 1st Scouting Group until 15 August (ten weeks). The repair of SMS Seydlitz was one of the most difficult operations ever performed at the Imperial Dockyards Wilhelmshaven. The ship barely made port in a near-sinking condition – and repairs were more like a salvage operation. Almost two weeks were spent sealing holes and lightening the ship enough to get her inside the harbor locks, and then into a floating dock. She absorbed an unbelievable 26 large caliber shells (twelve of them 15-inch) and a torpedo strike. The torpedo, alone, was enough to sink most capital ships of the period. Everything forward of the bridge was riddled with massive shell holes and an utter shambles. Initial repairs were carried out in various floating docks and basins at Wilhelmshaven – then she transferred to Kiel, where more advanced work was undertaken in the construction yard. Seydlitz finally rejoined 1st Scouting Group on 3 November (approximately twenty weeks). SMS Derfflinger was in better shape than Seydlitz, but not by much. She went into a floating dock on 2 June and work was begun draining compartments, plugging holes, and fitting temporary patches to the hull. From 7-9 June she was moored at berth A-5 to clean the ship, remove the torpedo nets and booms, and land part of the ammunition ashore. Derfflinger arrived in Kiel on 11 June where permanent repairs would be carried out in the construction yard. At the same time, the big cruiser received a tall tripod mast -- the signature look for which she is so well known. The new tripod would accommodate a large foretop with an improved 15-foot rangefinder. On 22 June she returned to the floating dock where final repairs were concluded on 15 October. Sea trials and gunnery tests were run to ensure the battlecruiser was combat-ready, and Derfflinger rejoined 1st Scouting Group on 9 November, when they arrived in Kiel for squadron maneuvers and gunnery practice (roughly twenty-one weeks). (Just for the record – If anyone requires proof of the superiority of German armor and its application – Seydlitz and Derfflinger represent tangible proof. Considering the enormous amounts of damage done to these two ships – they should have sunk. But the key philosophy behind German warship construction was survivability. It took, roughly, three years to build SMS Seydlitz, and twenty-nine months for Derfflinger – but it only took five months to make repairs and return them to the fleet. German naval architects understood: it was far cheaper, and much faster, to repair a ship than it was to build a new one.) SMS Derfflinger – circa 1917 – with her tripod foremast and spacious “spotting top”. The legs of the mast were unusually heavy compared to those seen in other navies. German designers made them especially sturdy to eliminate any possibility of vibration that might interfere with the optical rangefinder. The large 15-foot rangefinder would have been installed in the cylindrical shaped, rotating upper level of the spotting top, while the lower level housed the necessary fire control instruments, their operating party, and the firing circuits of the Chief Gunnery Officer. Access to the spotting top would have been via ladders outside the steel mast legs. Oddly enough – none of my extensive research has ever turned up an incident where a spotting top or tripod mast was destroyed by gunfire. There were, of course, numerous instances of rangefinders mounted anywhere on the ship’s superstructure being knocked-out by enemy fire. On 18 August, Vizeadmiral Scheer once again assembled the serviceable units of the Hochseeflotte in Schillig Roads – some 18 dreadnought battleships and 2 battlecruisers. SMS Seydlitz and Derfflinger were not out of the repair yards, so 1st Scouting Group consisted of the battlecruisers SMS Von der Tann and Moltke (flag), reinforced by the battleships Grosser Kurfurst, Markgraf, and the new 15-inch-gunned SMS Bayern. Vizeadmiral Hipper cleared the Jade by 20:00 and set course to the west. An hour later, Admiral Scheer followed with the remaining battleships of the III and I Battle Squadrons. It was Scheer’s intention to show the English, and the rest of the world, the Imperial battle fleet was just as full of fight as ever. In yet another attempt to ambush a portion of the Grand Fleet, he would carry out the previously aborted Sunderland Raid, complete with U-Boat ambushes, and this time fully covered by Zeppelin reconnaissance. As usual, the British were fully alerted by German wireless traffic and the Grand Fleet, Battlecruiser Fleet, and Tyrwhitt’s Harwich Force had put to sea some five hours ahead of the Germans. The morning of 19 August dawned bright and clear as the Hochseeflotte continued to steer west, interrupted twice by early morning submarine sightings. On both occasions, Hipper immediately turned away from the enemy and signaled submarine warnings to Scheer before swinging back to the west. Unfortunately for the Hochseeflotte battle squadrons, around 06:00, some 60 miles north of Terschelling – the British submarine E-23 slammed a torpedo into SMS Westfalen. Hit amidships, the German dreadnought took onboard 800 tons of water, and was ordered back to Wilhelmshaven under escort. As Hipper’s scouting group proceeded on a westerly course, yet another British submarine, this one on the surface, was sighted by SMS Bayern at 08:43. Wary of the numerous submarine sightings, Hipper increased speed and altered course to WSW. To the north, almost simultaneous to the torpedoing of Westfalen, the Grand Fleet was approaching Dogger Bank. HMS Nottingham (Goodenough’s 2nd Light Cruiser Squadron) was on the extreme east end of the scouting line, 6 miles ahead of the battle fleet. Without warning, a single torpedo fired from U-52 struck the light cruiser in the port engine room -- she barely had time to get out a distress signal before going down. Apparently, the signal was sent in such haste it was unclear whether Nottingham was torpedoed or had struck a mine. Alarmed, Jellicoe feared he had run into a freshly laid minefield, and immediately reversed course. For the next two hours, the Grand Fleet actually steamed to the north -- until it could be confirmed Nottingham had been torpedoed – whereupon, the fleet resumed their southerly course. During the brief detour, a Zeppelin sighted the Grand Fleet and reported its course as north. This alerted Scheer to the fact the Grand Fleet was at sea, and puzzled him because of its direction of travel, but ultimately made no difference in the balance of things. Around 14:20, the wind began to freshen from the NW and belts of rain began blowing in. Shortly thereafter, a signal was picked up from the airship L-13…...”Strong enemy force...SE...30 units including dreadnoughts…”. The report was, of course, inaccurate – it was only the light cruisers and destroyers of the Harwich Force. Nevertheless, Hipper signaled Scheer, and swung his ships to close and investigate the report. He ordered SMS Von der Tann and Moltke to increase speed and take a position four miles in advance of the dreadnoughts in his force. Scheer assumed the Zeppelin report had identified Beatty’s battlecruisers, so he aborted the Sunderland Raid and moved to support Hipper. Hipper and Scheer searched briefly for the enemy to the SE, but Tyrwhitt’s force never turned up. After two more unsuccessful attacks by British submarines, Scheer was becoming nervous about a possible British submarine concentration and ambush. Finally, at 16:15, U-58 accurately reported the main body of the Grand Fleet just 60 miles north of Scheer’s position, so he broke off the fruitless search and set course for the Jade. Around 18:30, Tyrwhitt’s Harwich Force finally came on the scene and sighted the screening light cruisers of Hipper’s 1st Scouting Group far to the east and steaming for home. The British gave chase, briefly, but realized it would be dark before they could catch the retiring German warships. When Tyrwhitt sent in the sighting report, Jellicoe swung the Grand Fleet to the east, but it was more a gesture than an act of aggression. A half hour later, Jellicoe stumbled upon another German submarine ambush (U-63) and the screening light cruiser HMS Falmouth was torpedoed. (U-66 finished the job and sent her to the bottom on 20 August while she was being towed back to port.) That was enough for Jellicoe. He had been nervous about bringing the battle fleet that far south in the first place. Now he was certain it was no longer safe to use the Grand Fleet anywhere south of Horn’s Reef. With the High Sea Fleet steaming for the Jade, the signal lamps flashed up and down the long lines of battleships, and the Grand Fleet was ordered back to its’ various bases. After giving Tyrwhitt’s Harwich Force the slip, Hipper and his ships formed a rearguard for the battle fleet and dropped anchor in Schillig Roads around 09:00, 20 August – with no further incident. For all the bravado, on both sides, two things had become clear: (1) Both battle fleets were now wary of each other – and (2) the North Sea had become infested with submarines hostile to one side or the other. Here are four model views of SMS Derfflinger as she looked with her tripod, after rejoining the fleet – circa 1917. She is preparing to take on coal. In the final picture, it is obvious the rangefinder mounted high in the tripod fighting top has a much better vantage point than the rangefinder on top of the armored conning tower. The increased height not only allowed the fire control team to range farther over the horizon, but it was much more likely to be be free of obstruction from gunnery smoke. Excellent model provided by @Barroco Hispano. NEXT TIME…… IF THE TRUTH BE TOLD 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
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Chapter 24: Child Of Strife

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

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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Chapter 13: Death Of A Hybrid

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

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
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Chapter 06: Evolution Of The Armored Cruiser

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

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
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Chapter 02 -- Protected Cruisers: A Brief Experiment

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

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
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Chapter 01 -- Trade & Cruisers

Dreadnought posted a City Journal entry in IMPERIAL DOCKYARDS: CUXHAVEN

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
- August 17, 2023
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