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[edit] COMSOPAC

BATTLE OF TASSAFARONGA]

Naval intelligence officers were appointed to four area headquarters in the Dominion, each of which had a combined intelligence centre. In December 1941 a staff officer for operations and intelligence was appointed under the Naval Officer-in-Charge, Fiji, where a Combined Intelligence Centre for the three services was also established. Later, another naval officer was appointed for intelligence duties only. This organisation was superseded when the Fiji Islands passed to the operational control of the United States Commander of the South Pacific Area (comsopac), and a New Zealand naval liaison officer was then appointed to the staff of the United States officer-in-command at Suva. Close co-operation with the Americans was maintained by the Combined Operational Intelligence Centre. After the transfer of comsopac headquarters from Auckland to Noumea in July 1942 there was a rapid and elaborate build-up of the United States intelligence organisation. In January 1943 Lieutenant-Commander Brackenridge,2 from Combined Operational Intelligence Centre, Wellington, was appointed New Zealand liaison officer on the staff of comsopac. From the beginning of 1944, when the tide of war had ebbed beyond the limits of the New Zealand Station, the need for much of the Combined Operational Intelligence Centre organisation no longer existed and it was considerably reduced.[1]


ML 403, was launched on 29 September 1942 and commissioned on 21 October. Thereafter the completed boats were delivered at short intervals until the last of them, ML 411, was commissioned on 20 December 1943. But by that time it was fairly evident that these expensive craft were not needed in the anti-submarine organisation in New Zealand waters. They were formed into the 80th and 81st Motor Launch Flotillas and early in 1944 went to the Solomon Islands, where they did good service under the operational control of comsopac (Commander South Pacific).

Work on the underwater defences in Queen Charlotte Sound had barely started in the latter part of 1942 when comsopac indicated that, because of the changed situation in the Pacific, it was unlikely that the sound would be used as a fleet anchorage. Accordingly, with the approval of War Cabinet, the scheme was drastically modified. Work on the boom defence project was stopped and the proposed minefields were cancelled. The indicator loops of the anti-submarine fixed defences were laid in the main entrance to the sound and the control station built, but the instruments were not installed. These and other works had been completed when, in November 1943, with the concurrence of comsopac, it was decided not to proceed any further with the Queen Charlotte Sound defences on which about £96,000 had been spent. The question of charging the cost of the works, less any residual value, to the United States authorities on a reverse lease-lend or cash basis was left to the Treasury.

The underwater defences planned for Lyttelton were an anti-torpedo net boom to protect the inner harbour, a controlled minefield in the main entrance, and a series of indicator loops and harbour defence asdics to cover the seaward approaches to the port. In June 1942 these proposals were submitted to comsopac, who referred them to Washington. The United States Navy Department, however, was reluctant to provide the considerable quantity of loop material needed. The anti-submarine fixed defences, as well as the controlled minefield, were cancelled but, following the approval of War Cabinet in January 1943, the anti-torpedo boom was rigged to cover the entrance to the inner harbour. This was worked from shore stations and came into operation on 28 May 1943. In less than six months, however, it ceased working and the boom remained open till July 1944, when it was dismantled.

Most of the RNZN watchkeeping officers and some hundreds of ratings passed through the anti-submarine school at Petone. A high degree of efficiency was maintained by the anti-submarine vessels of the Royal New Zealand Navy, most of which operated under the orders of comsopac in the South Pacific, where they achieved the destruction of one Japanese submarine and took part in the sinking of another.

[2]

From the beginning of August 1942, the start of the Solomon Islands campaign, the 25th Minesweeping Flotilla was assigned to anti-submarine duties at Noumea, the forward base of comsopac, whose headquarters was later established there. The Moa and Kiwi joined the Gale at Noumea in August-September and the Matai (SO 25th M/S Flotilla) arrived on 25 October after a short refit in New Zealand. She had been replaced at Suva by the Tui. The Moa was detached to Norfolk Island at the beginning of October and was away for two months.

At the end of October 1942 the Naval Board, with the approval of the Government, offered the 25th Minesweeping Flotilla to comsopac for service wherever it might be wanted in the Pacific. The offer was accepted and on 12 December the Matai, Kiwi, Moa, and Tui sailed from Espiritu Santo, in the New Hebrides, for the Solomon Islands, where the Guadalcanal campaign was then nearing its climax. They arrived in Tulagi harbour on the 15th and, four days later, began a tour of duty that kept the flotilla hard at work in and about the Solomons for two and a half years.2 The Gale joined the flotilla in February 1943.

On 16 December 1944 Commander P. Phipps (formerly of the Moa), who had succeeded Commander Holden as Senior Officer 25th M/S Flotilla, assumed command of the new corvette Arabis, which relieved the Matai. The latter ship returned to New Zealand and was paid off at Wellington on 25 January 1945. The reduced flotilla remained under the operational control of comsopac for another seven months, mainly in the Solomon Islands. The Kiwi was detached for duty at Suva for a few weeks and the Arabis was stationed in the Funafuti (Ellice) Group from 6 April to 28 May 1945. The former vessel returned finally to New Zealand in May and the Arabis and Tui in July 1945.

On 16 December 1944 Commander P. Phipps (formerly of the Moa), who had succeeded Commander Holden as Senior Officer 25th M/S Flotilla, assumed command of the new corvette Arabis, which relieved the Matai. The latter ship returned to New Zealand and was paid off at Wellington on 25 January 1945. The reduced flotilla remained under the operational control of comsopac for another seven months, mainly in the Solomon Islands. The Kiwi was detached for duty at Suva for a few weeks and the Arabis was stationed in the Funafuti (Ellice) Group from 6 April to 28 May 1945. The former vessel returned finally to New Zealand in May and the Arabis and Tui in July 1945. HMFS Viti, while under the operational control of the New Zealand Naval Board, did two years' service on anti-submarine patrols at Suva, varied only by rare visits to Samoa, the New Hebrides, and Guadalcanal on escort duty and a three months' refit at Lyttelton in 1943. By the middle of 1944 the widely scattered islands under the jurisdiction of the High Commissioner for the Western Pacific had been freed from the enemy and there was urgent need of another supply vessel to assist the Awahou,1 which earlier had been made available by the New Zealand Government. Approval to disarm the Viti and refit her for that purpose was given by comsopac and the Naval Board and the work was done at Lyttelton.[3]


An observation minefield at Whangaroa was next on the priority list, but as the shore control tower and power-house had hardly been started, the Atreus and Alsey went on to Wellington. By this time it had been decided not to lay minefields in Queen Charlotte Sound and Tory Channel, because comsopac no longer intended to use the sound as a fleet anchorage. A field of eight loops of sixteen mines and two guard loops was laid in Wellington harbour between Gordon Point and the south end of Ward Island. This work was completed on 1 December 1942.

The position was explained to comsopac, who replied on 25 January 1943 that he did not need the mines and agreed that they should be used to reinforce local fields. The Bungaree was engaged in mining operations on the Great Barrier Reef at that time, but the Australian Naval Board agreed to send her to New Zealand about the end of June.

No sooner had this been settled than comsopac asked for the Bungaree to reinforce the minefields at Noumea, New Caledonia, using the mines stored at Auckland. The New Zealand Naval Board thereupon cancelled its plan for reinforcing the minefields at Auckland and the Bay of Islands. The Bungaree arrived at Auckland from Sydney on 12 July 1943, loaded 446 mines, and sailed five days later for Noumea, escorted by HMNZS Tui. She returned to Auckland on 4 August for the remaining 349 mines, which were duly laid. This was a useful disposition of approximately 800 mines which, for no apparently good reason, the Naval Board had planned to sow in the Auckland area after a previous decision not to lay any more minefields. [4]


When Dr Marsden, Director of Scientific Development, visited Admiral Halsey, Commander of the South Pacific Area, at Noumea in February 1943, he was authorised by the Prime Minister to discuss ‘the question of the best use of New Zealand scientific resources in the Allied war effort in the South Pacific.’ This offer was ‘cordially and gratefully accepted’ by COMSOPAC, who asked for specific radar equipment and officers and men for its installation, operation, and maintenance.

Accordingly, three of the seven SWG radar sets held in store at Sydney as surplus to the requirements of the British Eastern Fleet were sent to Noumea, but had to be returned to New Zealand for reconditioning. The first of these was installed in March 1943 on Mount Ouen Toro overlooking the Amedee entrance to Noumea roadstead, where it was linked to a United States coastal battery of four 6-inch guns. COMSOPAC had also asked for two mobile microwave surface warning sets, a number of which were mounted on motor trucks adapted for the purpose in New Zealand. The first of these, known as ME1, arrived at Noumea early in April and was sent forward to Banika Island, in the Russell Group, 30 miles north-west from Guadalcanal, where it was attached to a coastal battery of the 10th Defence Battalion, US Marines. When the second SWG set from New Zealand arrived at Banika Island on 10 June 1943, ME1 set was moved across to Pavuva Island, but was later sent back to Guadalcanal as unserviceable.

Reviewing the position in December 1943, the Radar Planning Board of COMSOPAC came to the conclusion that the latest American sets were arriving in numbers more than sufficient to meet requirements, and as a consequence the New Zealand naval shore-based radar could be reduced considerably. It was decided that the SWG sets at the Russell Islands, Savo Island, and Cape Esperance and microwave ME4 at Visuvisu Point would remain in operation in the meantime, and that ME3 would be withdrawn from Munda airfield to Guadalcanal immediately. The SWG set on Ouen Toro was replaced by an American set after nine months of good service as an integral part of the defences of Noumea. Base 1 at Noumea was to be closed down as it became redundant, but Base 2 at Lunga, Guadalcanal, would continue to serve the ships of the 25th Minesweeping Flotilla and any other British-fitted ships in the area. A few months later the remaining New Zealand radar sets were withdrawn from the Solomon Islands, which had become a ‘back area’.

The siting of the radar stations was extremely difficult because of the hard coral formations over which the sets had to be landed, frequently under enemy bombing, the deep mud on often steep gradients, and the high forest growth matted with dense undergrowth. Portable tubular steel towers 60 feet high were used to give the antennae of the radar sets a clear range over the jungle and coconut groves. All told, 13 officers and 173 ratings of the Royal New Zealand Navy served with the radar sets under COMSOPAC. There were many cases of sickness, mostly malaria, but only one death, that of a seaman who was accidentally killed. [5]


[edit] The 25th Minesweeping Flotilla

COMSOPAC released the NZ ships in mid June 1945 and Tui departed the Solomons escorting Fairmile launches. Kiwi had departed the Russell Islands for NZ in May 1945 and after a refit joined Tui and the 7th Trawler Group on mine-clearancework in Auckland The British Pacific Fleet did not require the 25th Minesweeping Flotilla when offered use of it un August 1945. , so Kiwi and Tui were used for the final clearing of the German minefield in outer Hauraki Gulf. Coal shortages forces the 7th Trawler Group to withdraw and pay off. The Flower class Arabis and Arbutus rejoined the 25th Minesweeping Flotilla early in 1946 as minesweepers to complete the task. Tui was laid up with boiler trouble and took no part in the last three months of operations by the 25th Minesweeping Flotilla, complete 4 June 1946. [6]

The 60th and 81st Motor Boat Flotillas were under operational control ofthe USN (COMSOPAC) BASED AT RENARD SOUND FRO, RUSSELL ISLANDS FROM MARCH 1944 TO JUNE 1945.[7]

In the early months of WWII the minesweepers had no formal grouping as a flotilla, until Niagra was sunk in June 1940. On 18 July 1940 the Naval Board designated the First Group for coastal minesweeping, and Port Minesweepers to be two each in Auckland, Wellington and Lyttelton. They were:

First Group
  • Futurist
  • Humphrey
  • James Cosgrove
  • South Sea
  • Thomas Currell
  • Wakakura
  • Coastguard (danlayer)
Port Minesweepers
  • Dutchess
  • Muritai
  • Nora Niven
On 14 November 1941 they were reprganised as the First (NZ) Minesweeping Flotilla (Mobile)
First Group
  • Matai (SO)
  • Muritai
  • Rata
  • Gale
  • Puriri
  • Coastguard (danlayer)
Port Minesweepers
First Minesweeping Group - Auckland
  • Wakakura
  • Humphrey
  • Dutchess
Second Minesweeping Group - Wellington
  • South Sea
  • Futurist
Third Minesweeping Group - Lyttelton
  • James Cosgrove
  • Thomas Currell
From 23 December 1940 the First (NZ) Minesweeping Flotilla became the 25th Minesweeping Flotilla. From 24 April 1942 he new kiwi, Moa and Tui joined the 25th with Matai and danlayers Kiawaka and Coastguard. Gale was at Suvawith Vita and Rata was in Wellington. Auckland was to get the four Isles class trawlers (as the 7th Trawler Group) with Muitai and James cosgrove on Loop Control. Breeze, Humphrey and Waikuru to Lyttelton. Thomas Currell for Dunedin. From 25 November 1942 Breeze and Thomas Currell to Auckland; Gale to Wellington; Dunedin withdrawn. The Magnetic Minesweeping groups were
First LL Group - Auckland
  • Hinua
  • Manuka
  • Rimu
Second LL Group - Wellington
  • Hawera
  • Kapuni
From 27 March 1943 the 25th Minesweeping Flotilla was subdivided:
30th Trawler Group
  • Kiwi
  • Tui
94th Auxillary Minesweeping Group
  • Matai
  • Breeze
  • Gale
7th Trawler Group - Auckland
  • Four Isles class: Matai, Matai, Matai, Matai
  • The Loop Guard:
  • Danlayers: Nora Niven, Phillis
95th Auxillary Minesweeping Group - Wellington
  • Futurist', Rata
  • Danlayers: Kaiwaka, Coastguard
Lyttelton's Third Minesweeping Group became the 96th Auxillary Minesweeping Group Magnetic minesweepers
194th Auxillary Minesweeping Group - Auckland
  • Hinau, Manuka, Rimu, temporarily Hawera, Kapuni
Castle Class
The new Castle class boats joined the Port flotillas on completion, 1943-44. [8]






[edit] Scows

Coastal scows of New Zealand Scow

Scows = about 130 built around Warkworth

mostly built and owned by local people. operated around north of north island

the "scow" was largely developed in NZ for trading around coast

Jane Gifford last of scows (Warkworth)- still have keel and main hull

carried stock etc

100 years old. made out of kauri

Jane Gifford Restoration Trust

virtually none left now-park up in estuary and will rot

They were only really build around Warkworth

particularly for transporting kauri




[edit] British Minesweepers during World War II






MINESWEEPING TECHNIQUES Sweep Deck

The sweep deck is situated aft on the upper deck, the usual position where the Quarterdeck is located on most other warships.

There are many types of mines e.g. contact mines; acoustic mines; magnetic mines.

It is on the sweep deck that the winch, Oropesa floats, kites etc are kept ready for use in minesweeping operations. These are used to sever the cable of the moored mines from their trolleys which are on the seabed.

In mechanical sweeping the minesweeper will drag the apparatus, which usually consists of kites which control the depth and angle of sweep, the Oropesa floats with serrated wire to cut mooring cables. Also cutters, mechanical or explosive can be fitted to the wires to sever the moored mines.

Mechanical minesweeping can be conducted by just one minesweeper or even two or more with the sweep wire arranged between them.

Once the moored mine is cut from it's mooring it usually floats to the surface where they were usually destroyed by gunfire. However, this has proved less than successful in more recent mines and so the Royal Navy developed a specially remote controlled disposal vehicle called a Scarab. This would retrieve the mine so that it could safely be detonated by remote command.

Another type of minesweeping is various forms of towed influence generators. These can emit sounds at different frequencies and amplitudes to emulate noise characteristics of different types of ships. A magnetic influence is done with electric current running through a large loop of copper cable. High current levels of 2,000 amps are used.

On minesweepers there was always the job of Oropesa jockey; for the benefit of those not privileged enough to have served on MCMVs, the Oropesa floats are those funny torpedo looking thingies towards the back of that deck that's in place of the flight deck! Smile

The role of the Oropesa jockey is simply to ride the Oropesa float (dangerous job attracts hazardous duty pay, if you can get the Skipper to approve the request) to ensure that the kites and / or depressors are true in the water. Victim is usually kitted out in dry-bag, HDLJ, etc and in some cases even winched onto the Oropesa float prior to its immersion.

Still very keen, I waited for the skipper to give me the sign to hoist "out sweeps". It didn't come. Instead, he grabbed a megaphone and bellowed, "All right Albert, pass your sweep over." Albert, skipper of Willieweetie, waved an acknowledgment and passed the wire.

It was an "A" sweep. Instead of streaming Oropesa floats and towing sweeps astern, the wire was passed between the two ships which then steamed abreast. With a nagging feeling of not being wanted, I sulkily secured the halliard to its cleat, put my flags back into the wallet and, in dignified silence, took up a position in a comer of the bridge.

[edit] The Minesweepers

All Minesweepers classes (in service with the Royal Navy)

Class [9] Dates Number Lost Displacement
(tons)		 Speed
(knots)		 Compliment
Algerine 111
Auk 22
Bangor 61
Halcyon HMS ‘'Harrier'’ - Lambert! Halcyon Class minesweepers 21
Hunt 25
YMS[10] 150


Ton class minesweeper





World War II found the Torpedo Branch still responsible for Minesweeping and Mining operations in regular ships of the Royal Navy. Regular RN minesweeping forces comprised about 40 Fleet minesweepers, half of which were ex-WW I coal-burning Improved Hunt (Aberdare) Class fleet minesweeping sloops (Smokey Joes) mostly laid up at Malta and Singapore. By D-Day, there were over 1,200 minesweepers of various types in RN operation including Algerine, Halcyon and Bangor Class Fleet minesweepers, British American Minesweepers (BAMS), Motor Minesweepers (MMS or 'Mickey Mouse'), British Yard Minesweepers (BYMS) as well as numerous converted trawlers and drifters. 50,000 RN personnel were involved in operational Mine Countermeasures. 306 Allied minesweepers participated in the initial D-day assault on 6 June 1944. These included 274 from the Royal Navy, 84 of which had been built in America under Lend-Lease. 32 minesweepers flew the US Navy ensign and 15 of the Bangor Class fleet minesweepers were built in Canada and manned by Canadians. The Canadian 31st MS Flotilla (Bangors) swept 78 mines in the first 7 days of the operation. 36 converted RN Fairmile ‘B’ MLs (Motor Launches) were also used to conduct skim sweeps ahead of fleet minesweeping flotillas and many converted landing craft undertook snag-line sweeps in the shallows.[11]

British minesweeping forces assigned to Operation Neptune for the Normandy invasion included:

  • 25 x Algerine Class fleet minesweepers
  • 29 x Bangor Class fleet minesweepers
  • 12 x Catherine Class BAMS (British American Minesweepers) fleet minesweepers
  • 9 x Halcyon Class fleet minesweepers
  • 9 x Aberdare Class ('Smokey Joes' - improved Hunt Class dating from WW I) fleet minesweepers
  • 40 x BYMS (British Yard Minesweepers) coastal minesweepers
  • 61 x MMS (Motor Minesweepers or ‘Mickey Mouse’) coastal minesweepers
  • 38 x danlaying trawlers
  • 36 x Fairmile ‘B’ MLs for inshore work.
It is worth noting that this comprised only 25% of the RN’s minesweeping forces at the time; the rest were still involved in keeping UK coastal routes and port approaches clear or were operating in other theatres of the war.[12]

Two ships in each fleet minesweeping flotilla were fitted with radio countermeasures to confuse the German fire control radar as were a number of BYMS and MMS. Escorting coastal craft and aircraft produced smoke screens to mask sweeping operations.[13]

The danlaying force in the British sector included 8 converted fleet minesweepers built during the war and 25 pre-war trawlers each carrying 70 danbuoys. The coastal minesweepers (BYMS, American YMS and MMS) performed their own danlaying. Taut Wire Measuring Gear assisted the accurate measurement of distances along channels and ten underwater sonic beacons were laid, using radio navigation, to provide accurate reference points for the start of each main channel. HMS Vernon produced 1,500 lights for danbuoys to mark the edges of channels plus 200 flashing lights for the ends of channels. On the night, they all worked well and gave a ‘fairyland look’ to the whole area of sea between the Isle of Wight and the beaches.[14]

Southwick House D-day Map Some days before D-day, a large circle of water (Picadilly Circus) was swept a few miles south-east of the Isle of Wight connected to the existing swept channels off Southern England. On the night before the invasion, ten channels were cut south towards the Normandy coast. On the morning of the assault, channels and boat lanes were then swept into the beaches. These operations were broken down into 100 different serials, complicated by bad weather and severe cross-tides. The original intention had been for the fleet sweepers to wire-sweep and the coastal sweepers to influence-sweep but soon the fleet sweepers were also influence-sweeping and the BYMS, US YMS and some of the MMS were wire-sweeping on a wide scale too.[15]

Despite coming under coastal battery fire and attack by E-boats, minesweeping casualties were relatively light to begin with. On 4 June, the sweeper USS Osprey was sunk in a moored minefield south of the Isle of Wight and the fleet sweeper USS Tide was mined on 7 June.[14]

Mining of USS Tide 7 June 1944 Among other ships, however, mines claimed the destroyer USS Corry off Utah Beach three minutes before the assault hit the beaches and the American PC 1261 and 16 landing craft were lost later that day. On 7 June, the fleet destroyer HMS Swift was mined together with three more landing craft. On 8 June, the destroyers USS Glennon and USS Meredith, the destroyer escort USS Rich, the British netlayer Minster, the US LST 499 and several landing craft were all sunk in the same minefield while the destroyer USS Harding was heavily damaged.[16]

Perhaps the greatest blow to British minesweeping forces occurred when three Catherine Class BAMS were lost off Normandy over a three day period a month after D-day. On 6 July, HMS Cato and HMS Magic were sunk by Marder or Neger human torpedoes and on 8 July, HMS Pylades was sunk by a Marder or Neger. Some sources state Biber midget submarines were among the perpetrators but according to Biber operator Enrico Doering, they did not start operations off Normandy until August 1944.[17]

The History: When the Royal Naval Reserves were mobilised in August 1939, Sparrow's Nest, Lowestoft became the Central Depot of the Royal Naval Patrol Service, at the most easterly point of Great Britain, then the closest British military establishment to the enemy.[18]

The advantages of using small ships for minesweeping and other duties had been recognised during WW1 and many of the crews of the peacetime fishing fleets had been encouraged to join the Royal Naval Reserve.

At first known as 'Pembroke X' the depot later became HMS Europa and was the administrative headquarters for more than 70,000 men and 6,000 ships which included trawlers, whalers, drifters, MFV's (Motor Fishing Vessels), ML's (Motor Launches), and later MMS (Motor Minesweepers or 'Mickey Mouses'), American produced BYMS (British Yard MineSweepers) and numerous requisitioned vessels.[19]

Within a short while the Royal Navy had almost taken over Lowestoft with the establishment of no fewer than five Naval Bases, HMS Europa (RNPS Headquarters), HMS Martello (the local Minesweeping Base), HMS Mantis (Coastal Forces MGB's and MTB's), HMS Minos (Harbour Defence, small escort and other craft) and HMS Myloden (Landing Craft Training for RM Commandos and Combined Operations).[20]

Here, however, we are only concerned with HMS Europa. The RNPS fought all over the world in all theatres of the war and were involved mainly with minesweeping and anti-submarine work. The only RNPS VC was won at Namsos during the Narvik campaign but over 850 other awards were made to RNPS personnel as well as over 200 Mention in Despatches.[21]

Vessels from RNPS were on convoy duty in the Atlantic and the Arctic, in the Mediterranean and the Far East but many will first think of the keeping clear of the War Channel. Throughout the early years of the war mines were laid by the Germans by sea and air around the British Isles in an attempt to strangle the coastal convoys which were used to keep Britain supplied. It was the work of the RNPS to keep the shipping lane clear so that the convoys could continue and this meant constant minesweeping because as soon as an area had been cleared it was a simple task for E-Boats or aircraft to mine it again.[22]

This hazardous work was recognised by the award of a unique silver badge to RNPS minesweeping and anti-submarine crews. It was not an automatic award and only given to those officers and ratings who had completed six months sea-time. The first issue was with a vertical pin at the back but so many of these were lost that it was changed to having four small eyes so that it could be sewn onto the sleeve.[23]

Because the majority were Royal Naval Reservists the RNPS became 'a Navy within a Navy' and was given a number of unofficial titles, 'Harry Tate's Navy' and 'Churchill's Pirates' being two of the more polite. The peacetime crews becoming Naval seamen together made for a special cameraderie which continued in the Service throughout WW2 even though by the end most RNPS members were 'hostilities only' who had probably had no connection with the sea before the war. [24]


[edit] See also

[edit] References

Notes
  1. ^ Organisation of Naval Staff
  2. ^ Anti-Submarine Policy
  3. ^ The Minesweeping Flotillas
  4. ^ Anti-Invasion Mine Defences
  5. ^ Development of Radar
  6. ^ R.J McDougall, Page 60
  7. ^ R.J McDougall, Page 87
  8. ^ R.J McDougall, Pages 82–83
  9. ^ uboat.net - minesweepers
  10. ^ Auxiliary Motor Minesweepers (YMS)
  11. ^ Royal Navy minewarfare
  12. ^ Royal Navy minewarfare
  13. ^ Royal Navy minewarfare
  14. ^ a b Royal Navy minewarfare
  15. ^ Royal Navy minewarfare
  16. ^ Royal Navy minewarfare
  17. ^ Minewarfare & Clearance Diving Officers' Association
  18. ^ Royal Naval Patrol Service Association
  19. ^ Royal Naval Patrol Service Association
  20. ^ Royal Naval Patrol Service Association
  21. ^ Royal Naval Patrol Service Association
  22. ^ Royal Naval Patrol Service Association
  23. ^ Royal Naval Patrol Service Association
  24. ^ Royal Naval Patrol Service Association
Bibliography

BOOKS

  • BRITISH COASTAL FORCES OF WORLD WAR II By P. J. Kemp.
  • COASTAL COMMAND vs THE U-BOAT By P. Dancey.

[edit] External links


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BOOKS ON MINESWEEPERS AND TRAWLERS

Brookes, Ewart GLORY PASSED THEM BY Jarrolds, London, 1958, 1st edn.

Cocker, M. P. MINE WARFARE VESSELS OF THE ROYAL NAVY - 1908 TO DATE Airlife Publishing, Shrewsbury, UK, 1993, 1st edn.,

Elliott, Peter ALLIED MINESWEEPING IN WORLD WAR 2 Patrick Stephens, Cambridge, 1979, 1st edn., 201pp,

'First-Lieutenant' THE TERRIERS OF THE FLEET - The Fighting Trawlers Hutchinson, London, ND (c1944), 6th thousand, 96pp,

Griffiths, Maurice GM, Lt. RNVR THE HIDDEN MENACE Conway Maritime Press, London, 1981, 1st edn., 159pp, i


Hampshire, A. Cecil LILLIPUT FLEET Kimber Pocket Editions, London, 1959, 1st in imprint, paperback, 192pp,

Hardy, Cdr. Hilbert, VRD, RNVR THE MINESWEEPERS' VICTORY Beydex, Weybridge, UK, 1976, 1st edn.

Harrisson, Lt Cdr J. A. B. and Galsworthy, Lt Cdr H. J. PAD or Minesweeper Nonsense Verse Warren and Son, Winchester, ND [1944], 1st edn., 55pp, line drawings in text, dark blue paper covered bds. gilt and ruled on upper bd., fore and lower edges uncut, plain lettered dw, an anthology of exchanges of signals in verse between two motor minesweepers, call signs U3U and U7U, sweeping the English South Coast in the days leading up to the Normandy invasion 1944. PAD was a warning at the start of a signal that because of its length a signal pad would be required to take it down, a wonderful example of the banter between vessels, with a foreword by the one-time Commander in Chief, Admiral Sir Arthur Waistell, scarce, loosely inserted publisher's compliments slip, lightly bumped at head of spine, light foxing to edges and endpapers, occasional fox marks in text, dustwrapper: a little rubbed at extrems., short closed edge tear lower panel,

HMSO HIS MAJESTY'S MINESWEEPERS HMSO, London, 1943, 1st edn., paperback, 64pp,

Kerslake, S. A. COXSWAIN IN THE NORTHERN CONVOYS William Kimber, London, 1984, 1st edn., [xii], 191pp,

Lund, Paul and Ludlam, Harry OUT SWEEPS! - The Story of the Minesweepers in World War II W. Foulsham and Co, London, 1978, 1st edn., 192pp,

Lund, Paul and Ludlam, Harry TRAWLERS GO TO WAR New English Library, London, 1973, reprint, paperback, 255pp,

McKee, Alexander THE COAL-SCUTTLE BRIGADE New English Library, London, 1973, abridged edition, paperback, 125pp,

Melvin, Michael J. BEM MINESWEEPER - The Role of the Motor Minesweeper in World War II Square One Publications, Worcester, UK, 1992, 1st edn., [xii], 226pp,\

Ogden, Graeme MY SEA LADY - The Story of HMS Lady Madeleine from February 1941 to February 1943 Hutchinson, London, 1963, 1st edn., 201pp,

Turner, John Frayn SERVICE MOST SILENT - The [Royal] Navy's Fight against Enemy Mines George G. Harrap, London, 1955, 1st edn., 200pp, 16pp



RNZN / RAN COMPARISON




[edit] =========================================

Japanese submarine I-17


[edit] "Tokyo Express"

From November, 1942, until February, 1943, I-19 assisted with the nocturnal supply and reinforcement deliveries, and later, evacuations for Japanese forces on Guadalcanal. These missions were labeled "Tokyo Express" by Allied forces.

[edit] Fiji

Between April and September, 1943, I-19 was stationed off of Fiji. During this time, the submarine sank two and heavily damaged one Allied cargo ships. After sinking one of the ships, I-19 surfaced and machine-gunned the surviving crew members in their lifeboats, killing one of them.



record of movement11 November 1941
Operation "Z":

The I-17 is assigned to the Advance Expeditionary Force (Sixth Fleet) under Rear Admiral Sato Tsutomu's SubRon 1 in Captain Imazato Hiroshi's SubDiv 1 with the I-15 and the I-16.

Admiral Shimizu convenes a meeting of all his commanders aboard his flagship, the light cruiser KATORI. Cdr Nishino and the other commanders are briefed on the planned attack on Pearl Harbor.

21 November 1941: The I-17 and the I-15 departs Yokosuka for the Hawaiian Islands on her first "war" patrol.

2 December 1941: The coded signal "Niitakayama nobore (Climb Mt. Niitaka) 1208" is received from the Combined Fleet. It signifies that hostilities will commence on 8 December (Japan time). Mt. Niitaka, located in Formosa (now Taiwan), is then the highest point in the Japanese Empire.

7 December 1941: The Attack on Pearl Harbor: The I-17 patrols north of Oahu during the attack on Pearl Harbor. Its mission is to reconnoiter and attack any ships that try to sortie from Pearl Harbor.

10 December 1941: While running surfaced, the I-17's lookouts spot an American flying boat and the submarine crash-dives immediately. While resurfacing, the I-17 is attacked by a land-based aircraft, but escapes damage.

The I-6 reports sighting a LEXINGTON-class aircraft carrier and two cruisers heading NE. Vice Admiral Shimizu in the KATORI at Kwajalein orders all of SubRon 1 boats, except the Special Attack Force, to pursue and sink the carrier.

The I-17 surfaces and sets off at flank speed after the carrier.

14 December 1941: After their unsuccessful pursuit of the carrier, the I-17 and the other submarines joined by the I-10 and the I-26, are ordered to the West Coast of the United States to attack shipping. The I-17 is assigned to patrol off Cape Mendocino, California.

The Imperial General Headquarters orders the IJN to shell the U.S. West Coast. Vice Admiral Shimizu issues a detailed order on the targets. The I-17, -9, -10, -15, -19, -21, -23 and the I-25 are each to fire 30 shells on the night of 25 December. Rear Admiral Sato, aboard the I-9, is charged to execute the order.

18 December 1941: 15 miles off Cape Mendocino. The I-17 shells and torpedoes the American freighter SAMOA, enroute to San Diego with a load of lumber, but her shells and a torpedo miss. The SAMOA makes San Diego safely.

22 December 1941: Admiral Yamamoto Isoroku, CINC, Combined Fleet, postpones the Christmas Eve attack until 27 December.

25 miles W of Cape Mendocino. The I-17 shells and then fires two torpedoes at the 6, 912-ton Socony-Vacuum oil company tanker EMIDIO returning empty from Seattle to San Francisco. A patrolling PBY "Catalina" flying boat of VP-44 spots the EMIDIO dead in the water with people going over the sides and getting into lifeboats. The PBY also spots the I-17 on the surface and starts an attack. As depth charges are dropped, Cdr Nishino dives and makes his escape. The EMIDIO, hit in the stern, does not sink. She is finally run aground off Crescent City, California, 85 miles N of where she was torpedoed.

That same day, Headquarters, Combined Fleet's Intelligence Bureau learns of the pending arrival of the battleships USS MISSISSIPPI, NEW MEXICO and the IDAHO on the West Coast. Vice Admiral Shimizu orders the I-9, -17 and the I-25 to intercept the battleships that are expected to arrive at Los Angeles on 25 December.*

23 December 1941: SW of Cape Mendocino. The I-17 surfaces and opens fire from 2,800 meters at the 7, 038-ton American tanker LARRY DOHENY on her starboard beam. Four shells hit and a fire starts in her bridge area. A plane arrives and the I-17 crash-dives and comes to periscope depth. At 0729 (I), Cdr Nishino fires a torpedo and hears an explosion 90 seconds later. The torpedo probably prematures because the DOHENY escapes.

27 December 1941: Most of the I-boats off the coast have depleted their fuel reserves. The Naval General Staff decides that the shelling of densely populated areas, such as Los Angeles and San Francisco, will result in civilian losses and retaliation by the Americans. Vice Admiral Shimizu cancels the shelling.

1 January 1942: The I-17 sights and reports an American cruiser group east of Hawaii.

11 January 1942: Arrives at Kwajalein. Cdr Nishino is credited with sinking two enemy merchants.

1 February 1942: Vice Admiral (later Fleet Admiral) William F. Halsey Jr's Task Force 8 (USS ENTERPRISE (CV-6) raids Kwajalein and Wotje in the Marshall Islands. The ENTERPRISE's Douglas SBD "Dauntlesses" of VB 6 and VS 6 make the first attack followed by a second wave of TBD "Devastator" torpedo planes of VT 6.

Halsey's planes sink a transport and damage the light cruiser KATORI, flagship of the Sixth Fleet's (Submarines) Commander, Vice Admiral Shimizu Mitsumi (former CO of ISE). Shimizu himself is wounded. The I-23, the submarine depot ship YASUKUNI MARU, and several other important ships are also damaged in the raid.

The I-17 is caught on the surface and fights back against the attackers with her twin-mount 25-mm AA guns. Two hours after the attack, Sixth Fleet HQ orders SubRon 1's I-9, -15, -17, -19, -23, -25 -26 and the RO-61 and -62 put to sea and intercept the enemy carriers.

That same day, the I-17 is reassigned to SubDiv 2.

3 February 1942: The I-15, -19, -23 and the I-26 are recalled to Kwajalein. The I-17 and the other submarines search unsuccessfully for Halsey's task force S of Oahu.

The I-17 is ordered to operate off the American West Coast as her second war patrol.

20 February 1942: The I-17 arrives off San Diego, California.

25 February 1942: Cdr Nishino shells the oil refinery at Ellwood City, near Santa Barbara, California. Prewar, as skipper of an oil tanker, Nishino had refueled there. After firing 17 AP rounds between 1915 and 1935, he withdraws. The shelling does only minor damages to a pier and an oil well derrick, but creates "invasion" fears along the West Coast.

1 March 1942: Off Cape Mendocino. The I-17 torpedoes the 8, 298-ton American tanker WILLIAM H. BERG. Nishino hears an explosion, but the BERG escapes undamaged.

16 March 1942: Vice Admiral, the Marquis, Komatsu Teruhisa (former CO of CA NACHI) assumes command of the Sixth Fleet (Submarines) replacing the wounded Vice Admiral Shimizu who returns to Japan to convalese. Later, he is reassigned as Commander of the First Fleet.

30 March 1942: Arrives at Yokosuka for an overhaul. Cdr Nishino is credited with the sinking of two American oilers.

April 1942: The I-17 is in Rear Admiral (later Vice Admiral) Yamazaki Shigeaki's (former CO of old CA YAKUMO) SubRon 1 with the I-9 (F), -15, -19, -25 and the I-26. SubRon 1 carries out preliminary invasion reconnaissance of the Aleutian Islands.

15 May 1942: Departs Yokosuka.

19 May 1942: Departs Ominato on her third war patrol.

4 June 1942 The I-17 carries out a four-hour night periscope observation of the landing area on Attu from a distance of 3,280 yds. Cdr Nishino sights a building with a red roof, probably a church.

5 June 1942: Operation "AL" - The Invasion of the Western Aleutians: Twenty ships of the Vice Admiral Hosogaya Boshiro's Fifth Fleet, including the light cruisers KISO and the TAMA, three destroyers, three corvettes, three minesweepers and four transports land Rear Admiral (later Vice Admiral) Omori Sentaro's Occupation Force on Attu, Aleutians without opposition.

7 June 1942: Captain (later Rear Admiral) Ono Takeji's Occupation Force occupies Kiska, also without opposition.

7 July 1942: Returns to Yokosuka after patrolling near Attu.

14 July 1942: The I-17 is in SubRon 1's SubDiv 2 with the I-15 and the I-19.

15 July 1942: Cdr Nishino is relieved by LtCdr Harada Hakue (former CO of I-165).

7 August 1942 - 9 February 1943: American Operation "Watchtower" - The Invasion of Guadalcanal, British Solomon Islands: Rear Admiral (later Admiral) Richmond K. Turner's Amphibious Task Force 62, covered by Vice Admiral (later Admiral) Frank J. Fletcher's Task Force 61 and Rear Admiral (later Admiral) John S. McCain's Task Force 63's land-based aircraft, lands Maj Gen (later Gen/Commandant) Alexander A. Vandergrift's 1st Marine Division on Guadalcanal opening a seven-month campaign to take the island.

15 August 1942: Departs Yokosuka to patrol in the Solomons area on her fourth war patrol.

23 August 1942: Operation KA: The Destruction of the American Fleet and the Recapture of Guadalcanal: Vice Admiral Kondo Nobutake's (former CO of KONGO) Second Fleet, Advanced Force: CruDiv's 4 and 5, CarDiv 11's seaplane tender CHITOSE, DesRon 4: light cruiser YURA and nine destroyers arrive off Truk from Japan. Kondo joins Vice Admiral Nagumo Chuichi's Third Fleet, Main Body: CarDiv 1's SHOKAKU, ZUIKAKU, CarDiv 2's RYUJO, BatDiv 11, CruDiv 7 and 8 and Desron 10: light cruiser NAGARA and destroyers for operations in the Solomons.

24 August 1942: The Battle of the Eastern Solomons: Vice Admiral Frank J. Fletcher's Task Force 61: USS SARATOGA (CV-3) and the ENTERPRISE (CV-6) launches aircraft that find and sink the light carrier RYUJO. In turn, the SHOKAKU and the ZUIKAKU launch aircraft that find and damage the ENTERPRISE. That evening, aircraft from the SARATOGA damage the CHITOSE.

During the battle, LtCdr Harada's submarine is caught running on the surface by Lt Turner Caldwell of the ENTERPRISE. Caldwell bombs the I-17, but misses her and inflicts no damage.

26 August 1942: Solomons. Two SBD-3 dive-bombers of VS-71 from the USS WASP (CV-7) attack the I-17 at 09-25S, 162-47E.

27 August 1942: At 0130, the I-17 reports sighting the ENTERPRISE, retiring to the south at 20 knots. Fifteen minutes later the American Task Force is sighted by the I-15 stationed 13 miles south. Cdr Ishikawa of the I-15 tries to contact the I-17 in order to conduct a coordinated attack, but fails to make contact.

The I-17 is depth-charged by two destroyers at the depth of 265 feet, but escapes without damage.

25 September 1942: Arrives at Truk.

5 October 1942: Departs Truk for Shortland.

9 October 1942: Departs Shortland to rendezvous with an Aichi E13A1 "Jake" floatplane of CarDiv 11 at Indispensable Strait instead of the damaged tender KUNIKAWA MARU.

13 October 1942: En route to the rendezvous point, LtCdr Harada sights the USS HORNET. After reporting his sighting, the I-17 is redirected to intercept the carrier but fails to find it.

18 October 1942: The I-17 arrives at the Indispensable Strait and spends three hours on the surface, waiting on the "Jake's" arrival. The plane does not arrive as the mission was cancelled earlier.

22 October 1942: Rear Admiral Mito Hisashi assumes command of SubRon 1 from Rear Admiral Yamazaki. The I-17, -15 and the I-26 are assigned to patrol west of San Cristobal and prevent enemy reinforcements from landing on Guadalcanal.

11 November 1942: The I-17 is patrolling SW of San Cristobal with the I-15 and the I-26. Early in the morning her crew witnesses heavy depth-charging sounds coming from the area 15 miles N where the I-15 is sunk by the USS SOUTHARD (DMS-10).

16 November 1942: Truk. Vice Admiral Komatsu convenes a meeting of his submarine captains. He announces that the submarine force has been ordered by Admiral Yamamoto, CINC, Combined Fleet to organize a supply system for the IJA's 17th Army garrison on Guadalcanal.

22 November 1942: The I-17's 140-mm deck gun is removed. Departs Shortland with the I-19 for the first supply mission to Guadalcanal.

24 November 1942: Arrives at Kamimbo Bay, Guadalcanal with the I-19. The unloading of supplies is soon aborted because of an enemy air attack.

25 November 1942: The I-17 departs with 8 tons of supplies still aboard. She also evacuates seven passengers, including Cdr Sakuma Eiji (former CO of DD AYANAMI), midget submarine crews and sick soldiers.

8 December 1942: Arrives at Yokosuka for an overhaul.

3 January 1943: Departs Yokosuka for Truk.

28 January 1943: The I-17 is tactically attached to Rear Admiral Komazawa Katsumi's Submarine Force "A". The I-17 is deployed N of Rennel Island and S of Guadalcanal. She waits for the American Naval forces with the I-11, I-16, I-18, I-20, I-25, I-26, I-32 and the I-176.

That day, the I-17 delivers 10 tons of cargo but has to cancel the unloading because of an air attack.

29 January 1943: The Battle of Rennel Island: Vice Admiral Komatsu deploys the I-17, -25, -26 and the I-176 to support the attackers. At night, the I-17 surfaces near the battle area but crash-dives when the sound of destroyer screws is heard.

30 January 1943: The I-17 and the I-176 are ordered to intercept "two damaged heavy cruisers" in the battle area.

31 January Operation "KE" - The Evacuation of Guadalcanal: A task force of units of the Second and Third Fleets from Truk steams north of the Solomons as a feint to cover Rear Admiral Hashimoto Shintaro's (former CO of HYUGA) destroyer force from Rabaul. The IJN begins to evacuate the starving IJA troops from Guadalcanal.

1 February 1943: The I-17 sights a lone retiring destroyer, possibly the USS LAVALLETTE (DD-448).

2 February 1943: Rear Admiral Komazawa, after receiving the information that an American carrier task force is at sea 100 nautical miles SE of San Cristobal Island, orders his submarines to proceed to intercept the carriers, but they do not make contact.

8 February 1943: Air reconnaissance spots American naval forces 150 miles SSE of Rennel Island. Komazawa orders his submarines to proceed to this location. The I-18 and another submarine discover and engage the Americans, but then they lose contact. Admiral Komazawa orders all the submarines, except his I-11 and the I-17 to return to Truk.

9 February 1943: The IJN completes successfully the evacuation of 11,700 troops from Guadalcanal.

4 March 1943: Operation "RO-81" (The Battle of the Bismarck Sea): On 2 March, a convoy under Rear Admiral (later Vice Admiral) Kimura Masatomi (former CO of CA SUZUYA) is en route to Lae, New Guinea with troops of the IJA's 51st (Utsunomiya) Division embarked. Over the next three days, the convoy is bombed and strafed repeatedly by USAAF and RAAF planes. All of the eight transports and cargo vessels in the convoy and four of the eight escorting destroyers are sunk. The Japanese in lifeboats, rafts and in the water are strafed by planes and PT boats.

The I-17, returning from the New Caledonia area, is redirected from the area E of Lae.

5 March 1943: 25 miles NE from Cape Ward Hunt. About 0500, Lt J. Baylis' USS PT-143 and Lt R. Hamachek's PT-150 discover the I-17 and three lifeboats: a large one with more than 100 soldiers and two smaller ones with about 20 soldiers in each. The men are survivors of the Bismarck Sea battle. The submarine is taking them aboard. Each PT fires a torpedo. The 143’s runs erratically. The 150’s runs true, but misses as the submarine crash dives. The PTs strafe the conning tower as the I-17 submerges, then they sink the three boats with machine gun fire and depth charges.

Four hours and 45 minutes later, the I-17 resurfaces and picks up 34 soldiers, one of whom later dies of his wounds.

6 March 1943: Despite air and PT attacks, the I-17 rescues another 118 soldiers and four sailors.

7 March 1943: The I-17 arrives at Lae and disembarks her 151 passengers.









[edit] Steam torpedo boat

[edit] CSS David


CSS David, a 50-foot steam torpedo boat of "cigar-shaped" hull design, was privately built at Charleston, South Carolina, in 1863 under the supervision of David C. Ebaugh.[1] After being taken over by the Confederate States Navy, she made a daring spar torpedo attack on the Federal ironclad New Ironsides[2] on the night of 5 October 1863. The Union ship was damaged, though able to remain on station, and David was nearly lost when the splash from her torpedo's explosion swamped her powerplant. However, her engineer was able to get her underway, allowing her to escape back to Charleston.David attacked the Federal gunboat Memphis[3] in March 1864 and the frigate Wabash[4] on 18 April of that year. As a result of her actions, several similar torpedo boats were begun at Charleston in 1864-65, with a few of them entering service. Some "David" type craft were captured when the city fell to Union forces in Febuary 1865, along with a considerably larger steamship based on her hull form. It is possible that the original David was among them. For other views of Confederate "David" type vessels, see:

  • The "Large David" (1865);[5] and
  • CSS Midge (1864-1865).[6]
[7]

CSS David (1863-1865?) Spar torpedo boat. L/B/D: 50 × 6 × 5 (15.2m × 1.8m × 1.5m). Comp.: 4. Built: T. Stoney, Charleston, S.C.; 1863. Presumably named for the Israelite David in recognition of his battle with Goliath, CSS David was built by T. Stroney of Charleston, South Carolina. Shaped like a cigar and designed to operate very low in the water, David and the ten other Confederate torpedo boats built at Charleston were intended to sink Federal blockade ships by detonating an explosive charge against the ships' hulls, the explosive being carried on the end of a spar projecting from the bow. On the night of October 5, 1863, Lieutenant W. T. Glassell commanding, David attacked the casemate ironclad steamer USS New Ironsides. The torpedo detonated under New Ironsides's starboard quarter causing serious damage but throwing up a column of water that extinguished David's boiler fires. All but the pilot, W. Cannon, abandoned ship, though Assistant Engineer J. H. Tomb returned to the vessel. The engines were eventually restarted and David made it to safety. (Glassell and J. Sullivan were captured.) David is known to have staged two more attacks, neither successful. The first was on March 6, 1864, against USS Memphis, and the second was on April 18, when she tried to sink USS Wabash. Her ultimate fate is unknown.[8]

CSS Midge (1864-1865) Midge, a steam torpedo boat of similar design to the David, was built at Charleston, South Carolina, in 1864. Captured by Federal forces when that city fell in February 1865, Midge was later taken to the New York Navy Yard, at Brooklyn, New York. She was exhibited there until sold in May 1877. [9]

The missile boat 'revolution' of the s was in reality only the second resurrection of the theories associated with the French Navy's Jrune Ecole a century earlier. Then it was the steam torpedo boat which was to sweep the battleship engine ship engineping maritime marine engineering from the seas. Both tile Marine Nationale and the Royal Navy built large numbers Of torpedo boats in the late s and throughout the s. [n service they proved flimsy and unreliable, very suscep­tible to damage on exercises in anything but a flat calm.They also proved useless for scouting as the view from their low bridges was very restricted. The answer to the torpedo boat'menace' proved to be the `torpedo boat destroyer' (TBD), introduced by the Royal Navy in . By doubling the displacement the TBD's scakeeping was improved, and allowed a weight margin for a heavier gun annament. Within a few years the TBD rendered the torpedo boat obsolete; it could destroy hostile torpedo boats by gunfire before they came within torpedo range and then go on to make a torpedo attack themselves on the enemy's fleet.[10]

It is proper to take note of the first successful attack ever made by a steam torpedo boat on an enemy vessel. The daring offensive action was that og the confederate's small steam-driven iron boat The David. She was built to lie very low in the water so thatwhe underway her deacks were awash, thus dramatically reducing her profile. Her armament was a spar torpedo. On 5 Oct 1863 the Union frigate New Irinsides became the first vessel to be destroyed by a specially constructed torpedo launching platform. DUING THE FIGHT THE ACCURATE AND PUNISHIBG FIRE FROM NEW IRONSIDES drove Confederate guners to take cover, , allowing ther Union army to so its work unmolested. The Union ship's dominance of Charleston's waters made her a prime target for the confederate's navy torpedo boat. Shortly after nine that eveneing, the David, operated by a crwe of four, boldly steamed into Charleston's harbour and headed directly to her target. The lookouts aboard the New Ironsides spied a low-lying boat approaching. the only answer to the hail of "Boat, a'hoy!" was a musket shot, followed almost immediately by an explosion close alongside. PLUS MUCH MORE [11]


[From the Confederate Veteran Magazine of March 1904] THE FIRST STEAM TORPEDO BOAT. Comrade J. H. Tomb, of St. Louis, who was a chief engineer in the Confederate Navy, writes as follows: "It will no doubt interest many of your old veteran readers, who are now watching the active work of the Japs on the Russians with modern torpedo boats, to know that the first steam torpedo boat that ever made a successful attack upon a ship was commanded by a Confederate naval officer. On the night of October 5, 1863, " the harbor of Charleston, Lieut. W. T. Glassel, C. S. N., in command of the steam torpedo boat David, attacked the United States ship New Ironside. This was the first successful attack made by a steam torpedo boat, and while the Ironside was not sunk, she was so disabled that she did not fire another gun on Charleston. At that time we did not know the extent of the damage done, but afterwards learned from the official report of the chief carpenter to Rear Admiral Dahlgren that it was so extensive as to warrant him in advising that the ship be docked as soon as she could be spared from the harbor. In Justice to the memory of Lieut. W. T. Glassel, one of the bravest officers in the Confederate Navy, it should be known that to him belongs the honor of making the first successful attack with a steam torpedo boat known in history. The torpedo was charged with sixty five pounds of rifle "powder." [12]


The C.S.S. David. The Story of the First Successful Torpedo Boat. Friedman, Norman, U.S. Destroyers, an illustrated design history. Annapolis, United States Naval Institute, 1982 — general development of the American destroyer from the steam torpedo boat to the present.