User:Epipelagic/sandbox/box2

RESOURCES AND WORKING DRAFTS ONLY

• Fixed harbour defences

Fixed harbour defences are ground installations used in time of war to defend harbours and ports from attack by sea. In the past, the attack might come from Viking ships, pirate ships or naval ships. In the 20th century the attack could also come from submarines, planes or missiles.

Some examples of fixed harbour defences are fortified structures protecting personnel and providing a platform for devices that hurl missiles; underground bunkers protecting supplies, power generators and control rooms; defensive barriers across the harbour entrance; and arrays of mines on the seabed of the harbour which can be selectively triggered from the shore. By contrast, some examples of harbour defences which are mobile, and not fixed, are fire ships, harbour defense launches, dive bombers, and infantry or tank divisions.

Apart perhaps from the use of deep bunkers, traditional fixed harbour defences are not used these days. Modern missile and monitoring systems, with their long range and pin point targeting capabilities, render traditional fixed defences irrelevant.

History

The Roman Empire fortification system of the Saxon Shore at the end of the 3rd century

Siege of Constantinople

Fortifications and barriers

The classic fixed harbour defence was the fort. Towards the of the 3rd century the Roman Empire established a network of mainly coastal fortifications on both sides of the English Channel. This defence system, called the Saxon Shore, defended many harbours, possibly from seaborne piracy.

During the 885-886 Siege of Paris, the Franks built fortified bridges to defend the Seine; unable to progress past these, the Vikings created fire ships by filling three warships with combustible material and pulled them upriver in a failed attempt to destroy them.

Many coastal forts incorporated harbour facilities which enabled supply from the sea in times of land siege. Some castles, such as Conwy, had projecting spurs with towers acted as breakwaters as well as defensive structures.

By the later medieval period it was customary for towns on the coast or navigable rivers to defend their harbours and waterways by chains or booms; this also facilitated the collection of tolls. These could be operated by windlasses or pulleys located in boom towers. At Harfleur, at the 1415 siege during the Hundred Years' War, the port's iron chain defences were supplemented by sharpened stakes driven into the riverbed.

The 15th century writer Gutierre Diaz de Gamez recorded an attack on Marseilles in 1404:

"A strong chain of iron closes or frees the [harbour] entrance, which is very narrow. This chain is riveted to a great lighthouse in the middle of the harbour, so that no ship can come in or go out without leave.

Diaz de Gamez goes on to describe a signal staff on an island just off shore; it was fitted with two sails, one the square sail from a ship, the other a triangular sail from a galley. A lookout keeps watch and when he spies a boat, he lowers the relevant sail to warn the town when a ship approaches.

Catapults and Greek fire

This possibly anachronistic lithograph from an 1869 Harper's Magazine depicts a 13th century engine for throwing Greek fire in a barrel.

Fortifications provided protection for infantry or calvary, and also provided protected platforms for devices that could hurl things at naval boats. Siege catapults were used in 400-300 BC, both in China and Greece

Later medieval designs included improved siege weapons which could be used against naval boats. The catapult evolved through the mangonel, onager, ballista to the powerful counterweight trebuchet. The trebuchet was first developed in China in the 3rd century BC as a traction machine. It was brought to Europe in the 4th century AD. In the twelfth century the much improved counterweight trebuchet appeared in both Christian and Muslim lands around the Mediterranean . This powerful machine could fling three-hundred-pound (140 kg) projectiles at high speed with far more accuracy than previous catapults.

Catapults could hurl rocks, burning sand, or fire pots that created a fireball on impact. In the 7th century the Byzantines invented Greek fire. A combustible liquid, it could be shot from siphons or catapults, and it burst into flames on impact. It burned on water, and was used effectively against naval boats.

Greek fire was successfully used during the crusades by the Turks in 718 to defeat a naval force during the Siege of Constantinople. It was was probably first used in Western Europe in the 12th century. Various versions seem to have existed, and the recipes were frequently kept secret; experts today still debate the exact composition, although some recipes are known.

Cannon

Aerial view of Fort Jefferson

After the introduction of artillery in the 14th century, Then cannon were added in the 14th century gunpowder

In China, the 13th century saw the beginnings of rocketry and the manufacture of the oldest gun still in existence, a descendant of the earlier fire-lance, a gunpowder-fueled flamethrower that could shoot shrapnel along with fire. The Huolongjing text of the 14th century also describes hollow, gunpowder-packed exploding cannonballs.

The first documented use of artillery using gunpowder occurred in 1132 when the Chinese general Han Shizhong used huochong to capture a city.

In 1331, the Spanish historian Zurita recorded a "new machine that caused great terror. It threw iron balls with fire."

Cannon certainly saw its first real use on the European battlefield during the Hundred Years War, being only used in small numbers by a few states during the 1340s.

The first definite use of artillery in the region was against the Ottoman siege of Constantinople, in 1396, forcing the Ottomans to withdraw.

Gunpowder had also made the formerly devastating Greek fire obsolete, and with the final fall of what had once been the strongest walls in Europe on May 29, "it was the end of an era in more ways than one".

• Effects of cannon in the Late Middle Ages
• Military developments in the Late Middle Ages

Toward the end of the Middle Ages, the development of cannon made revolutionary changes to siege warfare throughout Europe, with many castles becoming susceptible to artillery fire. The primary aims in castle wall construction were height and thickness, but it became almost impossible to follow this ideal against ever more powerful cannon. Inevitably, those fortifications previously deemed impregnable, eventually proved inadequate in the face of gunpowder. The general adoption of cannon led to the loss of importance of majestic towers and merlons. Walls of new fortresses were thicker and angulated, while towers became lower and stouter.

Cannon influenced the way fortifications were constructed. Machiavelli wrote in The Art of War: "There is no wall, whatever its thickness that artillery will not destroy in only a few days". Although castles were not immediately made obsolete by cannon, their importance declined. The walls of new fortresses were thicker, and towers became lower and stouter. Increasing use was made of earthen, brick and stone breastworks and redoubts. These soon replaced traditional castles in Europe, and eventually castles in the Americas were superseded by bastions and forts.

In England, significant changes were evident from the 16th century, when Henry VIII began building the Device Forts between 1539 and 1540 as artillery fortresses. They were built by the state at strategic points for the first powerful cannon batteries, such as Deal Castle, which was perfectly symmetrical, with a low, circular keep at its centre. Over 200 cannon and gun ports were set within the walls, and the fort was essentially a firing platform, with a shape that allowed many lines of fire; its low curved bastions were designed to deflect cannon balls.

• History of cannon
• Cannon in the Middle Ages
• Bombard (weapon)
• Bombardment
• Great Siege of Gibraltar

20th century

HMS Formidable passing through the anti-submarine boom in Sydney Harbour in 1945

By the 20th century...

Submarine defences There are five fixed defenses used in detecting a submarine attempting to enter a harbor:

• The indicator loop
• The controlled mine loop
• The harbor defense listening gear
• The indicator net
• Supersonic set for boom gate vessels

Fortified batteries are sometimes set up well outside the harbour limits, on outlying islands or distant headlands. These can provide a more effective defence of the harbour by engaging enemy intruders long before they can range their guns on the harbour itself.

Likewise, minefield can sometimes effectively defend a harbour from positions well outside the harbour limits.

Some harbours are anchorages for naval fleets, eg Scapa Flow and Fort Jefferson, located on a strategic island in the Florida Keys.

Artillery

Include Searchlight batteries and Anti-aircraft artillery batteries:

• British anti-invasion preparations of World War II

Barriers and booms

Use of chains. Sunken block ships. Churchil barrier. placing a defensive chain or boom or net across the harbour entrance

Beach defences

• Obstructions
• Pill boxes (machine gun nests)

Sensing devices

• lookout : visual sensing. Observation centres, binoculars.
• nighttime - searchlights
• Hydrophonic listening device
• magnetic sensing-indicator loops
• radar installations

Fixed harbour sensing: the use of lookout stations, manned by personnel perhaps scanning the horizon with binoculars. the use of fixed hydrophonic listening devices or radar installations. indicator loop

• the hydrophone

relied on an operator listening for the unique sounds made by a submarine’s engine. It could be used as part of a fixed shore-based defensive system or dangled over the side of a drifting ship. By late 1918 the British had established 21 hydrophone stations around the coast while also equipping several thousand vessels of the auxiliary patrol. Hydrophones began as non-directional instruments, but even the relatively sophisticated directional hydrophone could give no indication of a target’s range. A more fundamental weakness, however, was that as a passive system, detection depended on an indiscreet target. By using slow speed, quiet routines, and insulating the machinery from the hull, a skilful submarine commander could minimise his chances of discovery. Indeed, despite the success attributed to hydrophones during the war, later research found that of the U-boats sunk by the auxiliary patrol, only one had been heard before sighting.13 The second device was another passive system, and made use of indicator cables laid on the seabed and connected in turn to a shore station. The loop system, as it was known, worked by detecting the electro-magnetic disturbance caused by the passage of a submarine’s steel hull above the cable, and displaying this variation on a continuous trace in the operating station. Although almost impossible for a submarine to evade, the system was only suitable for fixed harbour defences.

Consequently, the Admiralty placed most hope in the last detection device, commonly known by its acronym ‘asdic’. Similar to a hydrophone, an asdic made use of underwater acoustics, but was based on high frequency echo ranging, and hence was an active rather than a passive sensor system. It could be fitted as part of a harbour defence, but the Navy expected asdic’s prime application to be in surface vessels. The device consisted of an oscillator built

Indicator loops

The indicator loop was another sensing device. It was developed in great secrecy during World war I at/by...

The indicator loop is a warning device, but the controlled mine loop provides a lethal weapon as well as a warning device. Both are operated by magnetic influence. They will probably be de-energized while channel is being swept by magnetic sweeps as the magnetic sweeps interfere with the detector instruments. Harbor defense listening gear consists of sensitive elements mounted on the sea bottom and controlled from the shore. Indicator nets offer no definite obstacle, but give visual notice of the presence of submarines. Supersonic sets for the boom gate vessels are for the purpose of preventing an entry into a protected harbor when it is opened for the entry of friendly ships.

Apart from normal harbour defences such as guns and searchlights, fixed anti-submarine defences included indicator loops which gave an indication that a vessel had passed over a predetermined line; harbour defence asdics which required skilled operation; controlled mines which were exploded by a shore operator as a submarine crossed the line; and anti-submarine booms. All these required large quantities of expensive material and, with the possible exception of the asdics, could be installed only from specially equipped vessels.

Controlled minefields

In practical terms, the Admiralty envisaged a layered defence based on three different devices.

Scapa Flow Churchill Barriers

Siege weapons are now considered obsolete owing to the effectiveness of aircraft-delivered munitions and cruise missiles, which have made defensive area fortifications obsolete. The only cost effective static defensive structures are now deep bunkers used for military command and control. Even these fixed assets are of questionable value as it appears that the most survivable command and control of mobile defensive forces (such as modern tactical and strategic aircraft, mechanized cavalry and mechanized infantry) is through decentralized command and the use of mobile command centers.

When harbour defences fail

The bombardment of Alexandria (1882)

An oil tank explodes during a Japanese air raid on Darwin in 1942.

• Torpedoing of HMS Royal Oak
• Attack on Pearl Harbor
• Attack on Darwin
• Attack on Sydney Harbour
• Bombardment of Alexandria (1882)
• Bombardment of Algiers
• Bombardment of Algiers (painting)

See also

• Early thermal weapons
• Sydney Harbour defences
• Anti-submarine boom (Lake Macquarie WWII)
• Fort Arad
• Fort Pasir Panjang
• Castillo de San Marcos
• Georges Head Battery
• York Redoubt
• Fort Howe
• Shark Point Battery
• Seacoast Defense (US)
• Board of Fortifications
• Fort Drum (El Fraile Island)
• Coastal artillery
• Fort San Felipe del Morro
• Fort San Felipe del Morro
• Battle
• Naval battle
• Military history of China
• Churchill Barriers
• Anti-submarine boom net (Sydney Harbour WWII)
• Saxon Shore
• Saxon Shore Forts
• Fort Jefferson

• Hobart coastal defences
• History of naval mines

• There is no evidence for the use of stone-throwing machines aboard ships.

References

• Bennett, Matthew; Bradbury, Jim; DeVries, Kelly; Dickie, Iain; Jestice, Phyllis G. (2005) Fighting Techniques of the Medieval World: AD 500-AD 1500, London: Amber Books ISBN 1-86227-299-9
• Bradbury, Jim; (2004) The Routledge Companion to Medieval Warfare, London: Routledge, ISBN 0415221269
• Creighton, Oliver; Higham, Robert; Medieval Town Walls: An Archeology and Social History of Urban Defence, UK; Tempus, 2005, ISBN 0752414453
• Diaz de Gamez, Gutierre; The Unconquered Knight: a Chronicle of the Deeds of Don Pero Nino, Count of Buelna, written 1431-49, translated by Joan Evans, UK: The Boydell Press, 2004 ISBN 1843831015
• Kaufmann, J.E.; Kaufmann, H.W.; The Medieval Fortress: Castles, Forts and Walled Cities of the Middle Ages, UK: Greenhill Books, 2001, ISBN 1853674559
• Nossov, Konstantin; Ancient and Medieval Siege Weapons, UK: Spellmount Ltd, 2006, ISBN 186227343X
• Liang, Jieming (2006). Chinese Siege Warfare: Mechanical Artillery & Siege Weapons of Antiquity. ISBN 981-05-5380-3.
• Rihall, Tracy (2007) The Catapult: A History
• Turnbull, Stephen (2004). The Walls of Constantinople AD 324–1453 (Fortress 25). Osprey Publishing. ISBN 1-84176-759-X.
• Needham, Joseph (1986), Science & Civilisation in China, vol. V:7: The Gunpowder Epic, Cambridge University Press, ISBN 0521303583.
• Chase, Kenneth (2003), Firearms: A Global History to 1700, Cambridge University Press, ISBN 0521822742.
• Wilkinson, Philip. Castles (Pocket Guides). Publisher: DK CHILDREN; Pocket edition (September 29, 1997). ISBN 0789420473. ISBN 978-0789420473

External links

• Harbor Defenses of San Francisco
• MacNicoll, Anthony W (1997) Hellenistic Fortifications from the Aegean to the Euphrates. Oxford University Press. ISBN 019813228X

---

RESOURCES AND WORKING DRAFTS ONLY

Steam trawlers

This narrative is an extract from a paper of maritime historical research Steam Trawlers circa 1890 until 1970, and deals with one particular vessel, having served as Chief Officer for some time on board this vessel, which was built during the period of the first world war as part of an Admiralty program to replace the large number of minesweeper losses, most of which had been commercial fishing trawlers at the out break of war in 1914, they were hurriedly requisitioned and converted to suit the Royal Navy requirements for the dangerous task of sweeping mines laid by the German Navy. By 1916 it became obvious to the Admiralty that no additional commercial trawlers were being replacements for the vast number of mine sweeper losses became an urgent priority, therefore contracts were placed with many shipyards throughout the U.K. and ordered to be constructed as soon as practicable.

As far back as 1907 the Admiralty realised that fishing trawlers were ideally suited to be adapted as mine sweepers with minimal alteration being necessary, equally the fishing crew-members, well accustomed to handling similar type of gear became the obvious choice of operating personnel.

During the quiet period between 1907 and 1914 fifteen or so, commercial trawlers of varying sizes and age were purchased by the Royal Navy and adapted to become mine sweepers, after much trial and error a reasonable system was introduced and fishermen were encouraged to join the new Auxiliary Patrol Service - similar to the Territorial Army. When the war did start many of these fishermen immediately commenced mine-sweeping duties, often on the ships they had been fishing on shortly before. Prior to contracts being offered to the various shipyards three prototype vessels were chosen to serve as the standard designs for the Admiralty craft, and virtually set a pattern of British Steam Trawlers for several decades, these were the Aberdeen built 'Strath' class, based on the Hall Russell designed STRATHLOCHY, of some 202 tons; The 'Castle' class, based on the Smiths Dock, Middlesborough, designed RAGLAN CASTLE, 275 tons, and the largest class 'Mersey', based on the LORD MERSEY, 324 tons from Cochrane of Selby, each of these having recently been built for commercial use and were proven successful designs, costing about £21,000 to construct, and, if fortunate enough to survive the perils of war and weather were sold as surplus for about half that amount during the 1920's.

During the 1914 - 1918 conflict there were well over five hundred of these vessels ordered from many British Shipyards, there is an interesting aspect regarding the names selected for such a large number of new ships to be commissioned into the Royal Navy, some very astute members in the Admiralty at that time came up with the bright idea to choose the names taken from the official crew roster of the 100 gun, ships of the line, H.M.S. Victory, and H.M.S. Royal Sovereign, at the time of the Battle of Trafalgar, (none of these worthy Tar's could ever have known THEIR names would be perpetuated in the annals of the records of Royal Naval History (apart from having played a part in the famous battle)). The only one of this group of Castle Class mine sweeping trawlers, and for that matter the only known steam driven trawler of this type, to have survived, at the time of writing, mid 2000, is the Samuel Green, serving as a floating restaurant moored in Leith Docks, opposite the old Customs House, at the old King's Wark berth, a worthy companion to the Royal Yacht, Britannia, the outward appearance of the old Samuel Green, has changed very little, though minus the boiler, the original solid triple expansion steam engine remains in situ.

• On the ocean
• McKee, Eric (2003) Working Boats of Britain: Their Shape and Purpose. Conway Maritime Press. ISBN 9780851772776
• Fishing by steam
• Trawlers at War - World War One
• Navies in transition : Time line
• Fleetwood's Fishing Heritage
• Fleetwood’s Steam Trawlers

The Trawlers

Trawlers were useful vessels mainly employed on minesweeping and anti-submarine patrol duties. Their tonnage ranged from 134 to 700 with a speed from 10.5 to 12.5 knots. Between 1928 and 1940 one hundred and sixteen were launched. Sixty seven were purchased at the outbreak of WW2. Most of them were armed with one 4 inch gun.

Their service was of great importance and value with the trawler "Moonstone" of 615 tons having the distinction of capturing an Italian submarine. In 1942 The Royal Canadian Navy was known to have five trawlers. The Royal New Zealand Navy construction included thirteen of these vessels and the Royal Indian Navy seven of them.

The naval trawler is a concept for expeditiously converting a nation's fishing boats and fishermen to military assets. England used trawlers to maintain control of seaward approaches to major harbors. No one knew these waters as well as local fishermen, and the trawler was the ship type these fishermen understood and could operate effectively without further instruction. The Royal Navy maintained a small inventory of trawlers in peacetime, but requisitioned much larger numbers of civilian trawlers in wartime. The larger and newer trawlers and whalers were converted for antisubmarine use and the older and smaller trawlers were converted to minesweepers.

In September 1939, while 140 newly requisitioned trawlers were fitting out for antisubmarine service, the Royal Navy established the 1st A/S group of 5 trawlers at Portsmouth, the 2nd A/S group of 3 trawlers in the Western Approaches, the 3rd A/S group of 3 trawlers at Rosyth, and the 4th A/S group of 5 trawlers in the Mediterranean.

Armament A single deck gun was mounted on each trawler. Antisubmarine trawlers were usually given a 4" gun approximately equal to the deck guns of the submarines they might encounter. Minesweeping trawlers usually received a 12 pounder, although vintage 3 pounders or 6 pounders were sometimes fitted temporarily until more suitable weapons became available. Trawlers were also given between two and four .303 calibre Lewis guns which were later augmented with a similar number of 20mm machineguns. In a surface battle with a U-boat, the trawler attempted to dissuade the U-boat deck gun crew with machineguns, while the U-boat might similarly aim its 20mm at the trawler's unshielded deck gun.

Antisubmarine trawlers were fitted with ASDIC and a few depth charge racks. Antisubmarine trawlers were typically assigned to five-ship groups. Small trawlers were difficult torpedo targets; and, while a U-boat might best a single trawler in a gunnery contest, it would be unable to withstand the combined attention of several trawlers. Antisubmarine trawlers could establish and maintain defensive perimeters around convoy assembly areas within which individual cargo ships could gain their formation stations for ocean steaming.

By May 1940 antisubmarine trawler strength had increased to 9 at Portsmouth, 23 in the Western Approaches, 65 at Rosyth, 19 at The Nore, 12 at Dover, and 25 in the Orkney & Shetlands. The Mediterranean force had increased to 12 and new groups of five were stationed at Gibraltar and in the South Atlantic. Another 20 trawlers were fitting out for antisubmarine service.

Trawlers are eminently seaworthy; so, when convoy escorts were needed after the fall of France, antisubmarine trawlers were pressed into escort service for which they were poorly suited. With maximum speeds of 10 to 12 knots, trawlers were able to maintain screening stations, but unable to maneuver effectively. If a trawler left station to investigate a contact or rescue the crew of a torpedoed ship, hours might pass before the trawler could regain station on the moving convoy. Escorting trawlers might discourage a timid U-boat acting independently, but an aggressive U-boat captain could use the superior surface speed of the U-boat to outmaneuver trawlers.

Successful wolf pack attacks of 1940 -- like the battle of HX-79 -- occured because slow escorts could be distracted to one side of the convoy giving time for a U-boat to approach and attack from another direction.

The Royal Navy classified requisitioned trawlers by manufacturer, although such classes were more diverse than traditional naval classifications:

Class	Builder	Dates	Built	Lost	Dspl (tons)	Length (feet)	Power (ihp)	Speed (kts)	Men	Armament
Mersey	Cochrane		11	2	438	148	600	11	20	2x3in guns
Castle	Smith's Dock		145		360				18
Strath	Hall Russell				311				18
*Basset			18	-	460			12	33	3in gun
Tree			20	6	530	164	850	11.5	35	12pdr gun, 2x.5in, 2xtwin MG
Dance			20	1	530	161	850	11.5	35	4in gun, 3x20mm
Shakes- pearian			12	3	545	164	950	12	35	12pdr gun, 3x20mm
Isles			112	12	545	164	850	12	40	12pdr gun, 3x20mm
Admiralty					600			14	35
Portu- guese					550			11	30
Brazilian					680			12.5	40
Castle					625			10	32
Hills			8	2	750	181	970	11	35 (40?)	12pdr gun, 3x20mm
Fish			8	1	670	167	700	11	35	4in gun, 3x20mm
Round			8	-	440	137	600	12	35	12pdr gun, 1x20mm, 2xMG
Military			9	-	750	193	1000	11	40	4in gun, 4x20mm
Requisi- tioned			215	72						These were ships taken over by the Admiralty

• The trawler BASSET, built in 1935, became the prototype for nearly 250 military trawlers built in the following ten years. The BASSET class trawlers were minesweeping trawlers built to a British design in India.

Basset class trawlers

In addition to the above, there were 215 trawlers with no specific class. These were ships taken over by the Admiralty. 72 ships of this class were lost

• naval_trawlers
• Britain's Anti-Submarine Capability, 1919-1939. By George D. Franklin
• Basset class
• US minesweepers
• US patrol boats
• Auxiliary Motor Minesweepers (YMS)

---

Many of the above listed trawlers were employed for minesweeping rather than antisubmarine work. Antisubmarine trawler distribution in May 1944 included 28 at Portsmouth, 33 in the Western Approaches, 10 at Rosyth, 7 at The Nore, 28 at Plymouth, and 36 in the Orkney & Shetlands. There were 10 trawlers at Gibraltar, 17 in the central Mediterranean, and 13 in the eastern Mediterranean. The South Atlantic force had increased to 22; and there were 12 in Iceland, 8 in the Azores, 13 in West Africa, 19 in South Africa, and 15 in the Indian Ocean.

U-boats sunk by trawlers (at least partial credit): U-111, U-343, U-452, U-551, U-731, and U-732.

A/S Trawlers sunk by German U-boats (16) Alouette, Barbara Robertson, Bedfordshire (USN load), Birdlip, Bredon, Ellesmere, Eoor Wyke, Ganilly, Hatburn Wyke, Kingston Sapphire, Laertes, Lady Shirley, Notts County, Orfasy, Rosemonde and Tervani

See also

• Auxiliary Patrol
• Royal Naval Patrol Service‎
• British Coastal Forces of World War II‎

References

Notes

Reading List

• Lund, Paul and Ludlam, Harry (1971) The Trawlers go to War ISBN 978-0572007683
• McKee, Alexander (1973) The Coal-Scuttle Brigade : The splendid, dramatic story of the Channel convoys. New English Library ASIN B000RTAX2Y
• RNPS Book list
• Royal Naval Patrol Service Booklist
• Books about the RNPS

External links

• A/S Trawlers (uboat.net)>
• key trawler site
• The Trawlers go to War
• The Battle of Mesco Point
• The Dover Convoys
• The 'Art' of Minesweeping
• Naval Trawlers
• [Trawlers lost in the Namsen Fjord
• The Loss of HMT Cap d'Antifer
• The Loss of the Rutlandshire
• HM Trawler Orfasy
• List of all trawlers lost during WW2
• HMS Almond Memorial Site

• Allied warship classes
• ASW Trawler
• Trawlers with no class name

---

HMNZS Kiwi (T102)

HMNZS Kiwi (T102) was a Bird class minesweeper of the Royal New Zealand Navy.

She was commissioned in 1941 for minesweeping and anti-submarine roles. From 1948 to 1956 she functioned as a training ship.

Kiwi was the first of two boats with this name to serve in the Royal New Zealand Navy and is named after the national bird of New Zealand.

War service

By the end of 1941 in Scotland, the newly built Kiwi had completed here workup exercises. On 1 January 1942 she departed from Greenock with a convey bound for Canada. Ten days later the convey encountered the worse storm for decades and Kiwi suffered considerable hull damage from "dropping off a huge wave". A Canadian destroyer received similar damage, and the crew regarded Kiwi as lucky to survive. After repairs, she carried on to Auckland where she arrived on 21 May 1942. There she joined the was assigned to the 25th Minesweeping Flotilla, and remained with it for the rest of her war career.

On 29 August 1842, under the command of COMSOPAC, Kiwi set sail for Noumea where she joined Gale and her sister ship Moa.

The 25th Minesweeping Flotilla had been offered to COMSOPAC, and by early December Tui, Moa, and Kiwi with Matai as flotilla leader, were all together at Noumea ready to move north. They sailed for the Solomons, escorting a convey some of the way. Making Tulagi their base they began anti-submarine screen patrols on 19 December 1942 off Tulagi and Lunga Point, Guadalcanal.

Liberated armament

The Americans regarded the New Zealand ships in the Solomons as inadequately protected forward against air attack so the New Zealanders supplemented this unofficially, using 20 mm Oerlikons "liberated" from wrecked ships.Kiwi and Moa are said to have acquired a 20 mm Oerlikon each at Noumea for the priceof two bottles of gin apiece.

For the rest of the war, the guns were removed at Noumea before going home for refits, and refitted on the return journey. This was because the Chief Constructor at the Auckland Dockyard considered they put the ships over-weight. This earned him the nickname "Topweight Narbeth".

Kiwi's extra Oerlikon, mounted on her bow forward of her 4 inch gun like a whale chaser, was to prove crucial in events to come.

Kiwi and US PT boat

One night in January 1943 PT boats were waiting for a "Tokto Express" to arrive near Salvo Island. The PT boats seem not to have been advised, or had forgotten, about the presence of the New Zealand boats, and on sighting Kiwi in the dusk PT-45 fired two torpedoes at her. This skipper had a reputation for not missing, but these two "fish" missed Kiwi, just. One passed close ahead from starboard, and the other under, both tracks seen clearly from the kiwi. The torpedoed had a then unidntified design fault whichcaused them to 10 feet deeper tha n set.

'Kiwi's commanding officercalled up on radio

Submarine I-1

On 29 Jan 1943, with her sister ship Moa, Kiwi rammed and wrecked the Japanese submarine I-1. At the time Kiwi was under the command of Lieutenant Commander Gordon Bridson who was awarded the DSC and the United States Navy Cross for this action.

Other service

COMSOPAC released the New Zealand ships in June 1945, and Tui departed the Solomons escorting a group of six RNZN Fairmiles. On her return to Auckland, Tui worked with Kiwi and the 7th Trawler Group on the final clearing of the German minefield in the outer Hauraki Gulf.

Post-war service

Tui was put in reserve in June 1946.

Training

In 1952 the Navy wanted to free some Loch class frigates for war service in Korea. Tui was recommissioned in February 1952 to take over training duties previously undertaken by the frigate Kaniere. This training was carried out for the RNZNVR and included training for compulsory reservists as well as volunteer reservists and sea cadets.

She was also used part time by the DSIR and the Naval Research Laboratory (NRL).

Her fate

Tui was finally decommissioned on 22 December 1967. She was stripped of her equipment and sold in December 1969 to Pacific Scrap Ltd who demolished her.

She was replaced in 1970 by a purpose built oceanographic ship with the same name.

---

The wrecking of Japanese submarine I-1==

The wrecking of Japanese submarine I-1

HIJMS I-1 was a Japanese Junsen Type-1 class submarine built by Kawasaki, Kobe, for the Imperial Japanese Navy.

The wrecking of Japanese submarine I-1

On 29 January 1943: Guadalcanal. I-1 evades patrol craft in the Sealark Channel and arrives at Kamimbo Bay, near the part of the island that is under Japanese control.

The bay is patrolled by two Royal New Zealand converted trawlers of the 25th Minesweeper Flotilla. LtCdr (later Vice Admiral Sir) Peter Phipps' HMNZS MOA and LtCdr Bridson's KIWI. The I-1 has a crew of 82 aboard. At 1830, she surfaces off Kamimbo, but the phosphorescent water reveals her silhouette and the KIWI spots her. The I-1 dives.

An ASDIC operator identifies an echo that he picks up at 1,600 meters as a submarine. The MOA remains on course and acts as the ASDIC vessel. The KIWI alters course and comes to full speed for a depth charge attack. She drops a pattern of six depth charges. The depth charges knock out the I-1's port electric engine and flood her aft storeroom. All of the submarine's lights go out and she falls abruptly to 595 feet (330 feet below her test depth of 265 feet). She hits bottom and damages both forward torpedo rooms.

After another depth charge attack, LtCdr Sakamoto decides to surface and battle it out. The I-1 uses her diesel engines to make for Guadalcanal in an attempt to escape into the darkness.

The KIWI and the MOA turn towards the I-1 and fire high explosive and star shells. The submarine replies with her forward deck gun, two shells pass over the KIWI and three shells pass close to the MOA. The I-1 tries to reach the land, making 11 knots on her starboard diesel engine.

The KIWI prepares to ram while the MOA fires illuminating star shells. The I-1 alters course slightly to starboard. The KIWI hits her on the port side abaft the conning tower and holes it. The KIWI backs off and rams the submarine again. Japanese troops in full packs on the submarine's deck are forced to jump overboard. As the KIWI backs away, her gunners fire into the landing barge strapped to the submarine's after deck. The barge bursts into flame and lights up the area. The I-1's gun crew fires a few rounds at the KIWI but miss. Then the KIWI's guns cut down the I-1's gun crew and her captain, LtCdr Sakamoto.

The KIWI mounts a third ramming and lands on the submarine's deck, then bounces off. The I-1's navigator, a Kendo 3rd dan swordsman, accompanied by the First Lieutenant attempt to board the KIWI with swords in hand, but are unsuccessful. The Executive Officer, Lt (later LtCdr) Koreeda Sadayoshi (later CO of RO-115 and CO of the "Kaiten" base at Hikari), tries to run the submarine aground as the stern goes underwater. At 2040, the I-1 runs hard aground on a submerged reef off Kamimbo.

The I-1 sinks at 09-13S, 159-40E, but her bow remains out of the water. The MOA stands off waiting for dawn. At first light, she sees the battered fore part of the I-1 sticking about 40 feet out of the water at a 45 degree angle. The MOA captures the I-1's navigator before IJA shore artillery drives the corvette off.

About 26 of the I-1's crewmen are lost in the attack. Fifty-five crewmen crawl ashore carrying current codebooks, but they leave a case containing the past and future codes aboard. The crew destroys the current code books, but over 200,000 pages of the remaining code books, charts, manuals, the ship's log and other secret documents fall into Allied hands. Code books captured from the wreck are sent to CINCPAC at Pearl Harbor. When the IJN Naval General Staff's 10th Department learns of the loss, all current codes and "tables of random numbers" are changed, but the JN-25 code remains in use.

Campbell Buchanan

Leading Signalman, Royal New Zealand Navy HMNZS Kiwi Date of Action: January 29 & 30, 1943 Citation: The Navy Cross is presented to Campbell H. Buchanan, Leading Signalman, Royal New Zealand Navy, for extraordinary heroism in action against a Japanese submarine at Kamimbo, near Guadalcanal, in the Solomon Islands on the night of January 29 and 30, 1943, while serving aboard the HMNZS Kiwi. Birth: 4/7/1920 - Port Chalmers, New Zealand Home Town: Port Chalmers, New Zealand

Campbell H. Buchanan, Royal New Zealand Navy - Leading Signalman Buchanan was posthumously decorated with the Navy Cross for heroism in the HMNZS Kiwi's sinking of the Japanese submarine I-1.

• Citations For Award of The Navy Cross

The Navy Cross

The Navy Cross is the second highest United States naval award for valor, and the highest that can be awarded to foreign military personal. Only nineteen were awarded to foreigners throughout all of World War II. Of these six were awarded to New Zealanders, three of them to participants in the ramming of submarine I-1.

Her ramming

With her sister ship Kiwi, Tui rammed and neutralised the Japanese submarine I-1.

On the night of 2-3 January 1943 the Japanese made a large push down The Slot towards Guadalcanal. There were eight ships and HMNZS Moa was on guard off Kukum Beach when the Japanese arrived and off-loaded their supplies. The Moa stayed silent right through this episode and was not discovered, even though they were only a mile away and the voices of the Japanese could be clearly heard.

On the night of 29 January 1943 the Japanese submarine I-1 was under the command of Lieutenant Commander Eiichi Sakamoto off the Kamimbo Bay area (near Tambea or Cape Esperance), west of Honiara, when it was detected by the New Zealand corvettes HMNZS Kiwi and HMNZS Moa. The I-1 was a Junsen (cruiser submarine) Type 1 submarine launched on 15 October 1924 as No. 74 but completed 10 March 1926 as I-1. One of four constructed by Kawasaki at Kobe (all were lost in the war), the I-1 was a very large submarine displacing a maximum 2135 tons at the surface. She was 319 feet long and powered by twin shaft M.A.N. 10 cylinder 4 stroke diesels giving 6000 bhp and two electric motors of 2600 ehp. The I-1 had six torpedo tubes and carried 20 "Type 95" oxygen-driven torpedos.

As the New Zealanders approached, the phosphorescent outline of the submarine could be clearly seen so the Kiwi dropped six depth-charges. Shortly after, it dropped another six and the submarine was forced to the surface with its electric motors apparently disabled. Switching on its diesels, the I-1 made a run for it and a surface battle ensured, with all three vessels exchanging gunfire. During the short battle, the submarine altered course to starboard just before the Kiwi rammed it on the port side abaft of the conning tower. Numerous hits were landed at this time. The Kiwi again rammed the submarine and an officer, probably the Japanese Captain, was seen to be hit by machine-gun fire. A third ramming damaged both vessels and the Moa took up the chase, following the submarine while continually firing its gun. More than two hours after the first attack, the I-1 hit a reef that was to become its final resting place. The next morning revealed the I-1 projecting about 40 to 50 feet out of the water at an angle of 45 degrees.

HIJMS Submarine I-1 was part of the submarine reconnaissance IJN 6th Fleet.

[At less than 150 yards]... Kiwi opened fire, rammed the I-1, then backed off and fired some more. One of the first shots wiped out [Captain] Sakamoto's primary gun crew and mortally wounded the commander himself. The submarine's navigator called for swords and replacement gunners; this would be the first warning to those below decks that an emergency had begun...

Kiwi rammed three times in all. As she did, the I-1's navigator tried to board and fight it out with swords in the best swashbuckling tradition. A recent American account has overdramatized this episode, making the Japanese officer out to be a famous swordsman, but the Japanese narrative on which that is apparently based merely says that the navigator was an expert with this weapon. Either way, his attempt to board Kiwi simply resulted in his being caught helplessly between the two ships, then hauled out of the water to become a prisoner of war...

On the Japanese side Lieutenant Koreda became the senior surviving officer, with a crippled submarine incapable of submerging, and thirty dead sailors. He beached the I-1 and got fifty men ashore. Koreda took secret documents with him, including code material, and later told Orita Zenji, another submariner, that he had burned them. But other accounts, including that of submariner Hashimoto Mochitsura, aver the papers were simply buried...

The Americans... began a very careful effort to salvage documents from the I-1. Jasper Holmes [author of Double-Edged Secrets, 1979], from intelligence at Pearl Harbor, notes that the papers recovered contained lists of call signs, old codebooks and charts, lists of the Imperial navy's geographic designators ... and remarks that the I-1 was carrying copies of reserve codes scheduled to go into effect during future months...

References

• McDougall, R J (1989) New Zealand Naval Vessels. Page 59-61. Government Printing Office. ISBN 9780477013994
• Chp 9: The Navy in the Solomons

Reading

Richard B. Frank's Guadalcanal

External links

• Perios photo of the wreck of I-1
• The wreck of the cruiser submarine I-1]
• The Japanese submarine I-1
• I-1 Submarine
• Stories and Battle Histories of the IJN's Submarines
• HIJMS Submarine I-1 : Tabular Record of Movement
• Submarines of the Imperial Japanese Navy <= NOTE
• J1: Junstan Type-1 submarine class
• []
• []
• []
• []
• []

RESOURCES AND WORKING DRAFTS ONLY

COMSOPAC

• Appendix F : LETTER OF INSTRUCTIONS TO MAJ. GEN. MILLARD F. HARMON, COMMANDING GENERAL, U.S. ARMY FORCES IN THE SOUTH PACIFIC, 7 JULY 1942
• Appendix I : Bibliography
• Pinky: A Memoir of WWII - By Wesley E Hall
• The USS Presley (DE 371)
• How Leggo channel was swept for mines
• Hasley on deck
• [http://destroyerhistory.org/actions/tassafronga_combatnarrative.html SOLOMON ISLANDS CAMPAIGN VII

BATTLE OF TASSAFARONGA]

• The Battle of Rennell Island
• []
• []
• []

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.

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.

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.

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.

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.

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.

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.

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.

Scows

Coastal scows of New Zealand Scow

• jane gifford" scow Google search
• The Days of the Scows
• The New Zealand sailing scow
• ‘Owhiti’ - Shingle Scow or Hollywood Tart?
• The scow Ngahau
• COASTAL SCOWS, SCHOONERS AND BARGES ON THE HAURAKI GULF
• Ted Ashby - Big Rig of the Gulf
• []
• []

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

---

British Minesweepers during World War II

• Allied warship classes <= NOTE
• Mine clearance vessels

---

• The 'Art' of Minesweeping
• Auxiliary Motor Minesweeper (YMS)
• Mine Warfare Ship Photo Archives
• Patrol, Gunboat, Submarine Chaser and Section Patrol Craft Index
• Capyue of British Yard Minesweeper BYMS-72

• YMS: FIRST IN - LAST OUT: WORLD WAR II's WOODEN WONDERS <= NOTE ***

• William C Daldy

• Because TV3 can’t count

• NAVAL-HISTORY.NET < great global site
• BBC search on minesweeping

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.

---

The Minesweepers

• All Minesweepers

All Minesweepers classes (in service with the Royal Navy)

Class	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		150

Ton class minesweeper

• Ton class association

• naval_trawlers
• Britain's Anti-Submarine Capability, 1919-1939. By George D. Franklin
• Basset class
• US minesweepers
• US patrol boats
• Auxiliary Motor Minesweepers (YMS)

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.

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.

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.

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.

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.

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.

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.

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.

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.

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.

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).

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.

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.

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.

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.

References

Notes

Bibliography

• Royal Naval Patrol Service, Mines and Minesweeping - Non-fiction Catalogue
• Bibliography
• Naval Warfare Books
• Royal Naval Patrol Service
• Melvin, Michael (1992) Minesweeper: The Role of the Motor Minesweeper in World War II. ISBN 978-1872017570

BOOKS

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

External links

• Royal Naval Patrol Service during WW2
• Royal Naval Patrol Service Forum
• They Lead the Way
• Algerines minesweepers Association
• Royal Navy minewarfare
• Royal Naval Patrol Service Association
• Royal Naval Patrol Service Association Naval Links

?????

• Ships of the Royal Navy
• World War II British minesweepers

• Unofficial RNZN history
• Auxiliary Minesweeper
• Photographic History of US Navy

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

• RNZN - Naval Reserve
• RNZN - Naval Reserve History

• RAN copyright
• RAN ships badges

=========================================

Japanese submarine I-17

"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.

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.

CSS David

• The Confederate Steam Torpedo Boat CSS David
• CSS David (1863-1865?).
• Civil War Torpedo boats
• CSS David
• USS Spuyten Duyvil (1864)
• Spar torpedo
• Naval ram
• Virtual ship engine <= NOTE - general MTBs
• Building the Mosquito Fleet
• The Confederate Steam Torpedo Boat Css David
• Small steam torpedo boat
• torpedo boat photos
• Hunters in the Shallows: A History of the PT Boat
• THE FIRST STEAM TORPEDO BOAT
• The World's Worst Warships By Antony Preston
• Druzky
• MTB 57
• Amazon: Torpedo-boats
• Museum: see Druzki or Derzki Steam torpedo boat of 1907
• CSS David (scroll down)
• Recollections of a Confederate Naval Officer By Parker, William
• RECOLLECTIONS OF A NAVAL LIFE
• The Confederate States Navy By Arthur Wyllie
• Warships of the World to 1900 By Lincoln P. Paine <= NOTE
• The Confederate Steam Torpedo Boat Css David By Gerald F. Teaster
• South Carolina's Civil War: A Narrative History By W. Scott Poole
• []
• []
• []
• []
• []
• []
• []
• []
• []

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. After being taken over by the Confederate States Navy, she made a daring spar torpedo attack on the Federal ironclad New Ironsides 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 in March 1864 and the frigate Wabash 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); and
• CSS Midge (1864-1865).

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.

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.

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.

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

[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."

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.

---

---

• HMS RORQUAL - Grampus/Porpoise-class Minelaying Submarine
• HMS Rorqual (N 74)- Submarine of the Porpoise class
• Submariners Association: HMS Rorqual

• [ Allied warship classes http://www.uboat.net/allies/warships/class.html?ID=44]

• Fishery Management wiki

Regional Migratory Fishery of Labrador Bobs Farm, New South WalesNorwegian Institute of Marine Research Fisheries and Oceans Canada US Fish and Wildlife Service United States Fish Commission CSIRO Marine and Atmospheric Research Fisheries and Oceans Canada Fisheries and Illinois Aquaculture Center

fishing in Alaska Common Fisheries Policy European Fishery MLS Fishing capacity Gulf States Marine Fisheries Commission Irish Conservation Box Marine Stewardship Council Monitoring control and surveillance North Pacific Longliners Association Pacific Whiting Conservation Cooperative Fishing industry in Scotland Scottish Fisheries Museum Sea Fish Industry Authority Southeast Asian Fisheries Development Center Trepanging Yakima Klickitat Fisheries Project

"Fisheries organizations" Asia-Pacific Fishery Commission (APFIC) Fisheries Research Services Fishermen's Union Trading Co. IWC meeting in 2008 Marine and Fisheries Agency North American Native Fishes Association North Atlantic Marine Mammal Commission Northwest Atlantic Fisheries Organization Regional Fisheries Management Organisation Scottish Fisheries Protection Agency Sites of International Whaling Commission annual meetings South East Atlantic Fisheries Organisation U.S. Regional Fishery Management Councils

"United States Fish and Wildlife Service" Coastal Barrier Resources Act Easement refuge Endangered Species Act Federal Duck Stamp National Fish Hatchery System List of National Fish Hatcheries in the United States United States Fish and Wildlife Service Game Wars List of endangered species in North America Listing priority number Julie MacDonald National Fish and Wildlife Forensics Laboratory National Survey of Fishing, Hunting, and Wildlife-Associated Recreation National Wetlands Research Center Species of Concern National Wildlife Refuge System Administration Act of 1966 History of the National Wildlife Refuge System List of National Wildlife Refuges National Wildlife Refuge

Fisheries ministries Department of Agriculture, Fisheries and Forestry (Australia) Fisheries and Oceans Canada Agriculture, Fisheries and Conservation Department Minister for Agriculture, Fisheries and Food (Ireland) Ministry of Agriculture, Forestry and Fisheries (Japan) Ministry of Agriculture, Nature and Food Quality (Netherlands) Norwegian Ministry of Fisheries and Coastal Affairs Marine Fisheries Department Department for Environment, Food and Rural Affairs Ministry of Agriculture, Fisheries and Food Scottish Fisheries Protection Agency

"Fisheries and Oceans Canada" Fisheries and Oceans Canada Canadian Coast Guard Canadian Hydrographic Service

"Canadian Coast Guard" Canadian Coast Guard Canadian Coast Guard Auxiliary Canadian Coast Guard College International Search and Rescue Competition

NZS Amokura

NZS Amokura

HMS SPARROW The Sparrow had a long and interesting history. She was launched in 1889 as the gunboat Goldfinch. Upon commissioning in 1890 she was renamed Sparrow and reclassified as a three-masted auxiliary Barquentine. In addition to her square rigging, she was also powered by a pair of steam engines. Her main armament consisted of 6 x 4" guns. The Sparrow was sold to the New Zealand Navy in 1906 and subsequently renamed Amokura.

HMS SPARROW was a 6 gun Screw Gun Boat First Class of 805 tons which "appears" to have been building at the time (1890), as only the Engineer and Gunner are onboard and there is a mention of The Greenock Foundry Company. This would presumably have been on the Clyde in Scotland?

In 1893 the Philomel took part in the Bohemie Creek expedition, and three years later, in company with HMS Sparrow (later the New Zealand training ship Amokura) and other ships, she bombarded the palace of the Sultan of Zanzibar which had been seized by a rebel chief. In 1897 the Philomel saw service in the Benin expedition on the west coast of Africa.

participated in the war in 1896 between Zanzibar and Great Britain

took part in hydrographic surveying.

Notes

---

Alexander Turnbull

• McCormick, E H (1961) The Fascinating Folly
• McCormick, E H (1974) Alexander Turnbull: his life, his circle, his collections
• Turnbull, A H (1871-1946) Papers(MSS). Alexander Turnbull Library.

TURNBULL, Alexander Horsburgh

• State Libraries
• Turnbull, Alexander Horsburgh 1868 - 1918
• Alexander Horsburgh Turnbull
• Obituary.
• Alexander Turnbull: Merchant and Collector
• Alexander Turnbull
• Alexander Turnbull - we wish! Queer History
• Alexander Turnbull and his Library
• Daring To Find Our Names The Search for Lesbigay Library Page 193
• []
• []
• []
• []

Wealthy Wellington merchant who gifted his private library to the nation when he died in 1918. His library contained around 55,000 books; and manuscripts, photographs, paintings and sketches. It forms the heart of the Alexander Turnbull Library as it is known today.

Boom defences

HMS Formidable passes through a gate in the Sydney Harbour anti-submarine boom in 1945

Boom defences

Definition: A bar, chain or other obstruction stretched across a waterway to obstruct navigation - English heritage thesaurus

"Boom defence was something of a misnomer, for nets rather than boomsc were now used to defend the harbours and estuaries. The nets were made of links rather like chain mail and consisted of three main types. Anti boat booms were shallow and were for protection against torpedo boats. Anti-torpedo booms were were to guard against torpedoes that might be launched outside the anchorage; and ant-submarine booms were much deeper and stronger than the others. They were prepared on shore with the booms that held them up and the anchors and chains which in turn fixed them in place. They were loaded onto netlayers, mostly converted from paddle steamers or small ferries with a wide open deck aft to stow the nets. Meanwhile small boats laid out boughs to mark the position, and netlaying began."

Boom defence vessels could also serve as boom gate vessels, with gear to open and shut the boom to allow access.

Boom defence vessels

HMAS Kangaroo in 1940

Boom defence vessels played the tedious but important role of tending the anti-submarine boom stretched across harbour-mouths.

Boom defence vessels are distinctive in appearance,with long horns projecting beyond the bows and rounded sterns to facilitate the handling of nets,booms,buoys,cable and other impedimenta necessary to provide a barrier to protect harbours from raiding craft and submarines.

Boom defences in Britain

Just prior to and during WWII the Admiralty produced four classes of purpose-built boom defence vessels as follows.

Class	Built	Dates	BRT	Armament	Speed	Notes
Dunnet class	1	1936		1x3" AA gun	10 knots
Net class	10	1938	605	1x3" AA gun	11.5 knots
Bar class	71	1939-40	730	1x3" AA gun	12 knots
Pre class	5	1944		1x3" AA gun. 2 20mm AA	14 knots

However, boom defence vessels were often commercial trawlers or merchant ships requisitioned for war and sent to the dockyards for conversion. In Britain the Boom Defence Service was considered a separate manning division with 9,000 ratings in September, 1944.

Boom defences in Australia

The Sydney defences were instrumental in foiling the attack by Japanese midget submarines in 1942.

Darwin

Between late 1941 and early 1942 Darwin underwent a significant metamorphosis, rapidly emptying of civilians and becoming an almost solely military town. Yet, with the end of hostilities the situation just as rapidly reversed and much of the detail of Darwin's wartime history was soon forgotten.

A number of publications tell the story of the war in Northern Australia, but they deal mainly with actions or events. Details of fixed defences have either been omitted or mentioned only peripherally along with a particular incident. This was the case with Darwin's Harbour defences.

Darwin had the longest boom defence in the world. Today, many Darwinians will proudly tell you that an anti-submarine boom net that stretched across the harbour was six kilometres long, and the longest floating net in the world. But, very few of them ever saw the flotation buoys that supported the net, and fewer still knew what was below the surface of the water. Similarly unknown were the submarine indicator loops that lay on the seabed and warned of approaching ships or submarines, and the part played by ASDIC (Sonar), fitted to ships in the defence of Darwin Harbour.

This article attempts to throw some light on the anti-submarine boom net, the indicator loops, ASDIC and the Port War Signal Station (PWSS) at Dudley Point, all of which played a vital part in the defence of Darwin.

See also

• Attack on Sydney Harbour
• Anti-submarine boom net (Sydney Harbour WWII)
• Anti-submarine boom (Lake Macquarie WWII)

Reference

• Forster, Pat (undated) Fixed naval defences in Darwin Harbour 1939–1945. Sea Power Centre Australia.
• Franklin, George D (2003) Britain's Anti-Submarine Capability, 1919-1939. Routledge. ISBN 0714653187
• Lavery, Brian (2006) Churchill's Navy: The Ships, Men and Organisation. Conway. ISBN 1844860329
• Grose, Peter (2007) A Very Rude Awakening. Allen & Unwin. ISBN 1741752191

External links

• Boom defence Darwin
• Boom defence Darwin

Fixed Harbour Defense

There are five fixed defenses used in detecting a submarine attempting to enter a harbor:

• The indicator loop
• The controlled mine loop
• The harbor defense listening gear
• The indicator net
• Supersonic set for boom gate vessels

The indicator loop is a warning device, but the controlled mine loop provides a lethal weapon as well as a warning device. Both are operated by magnetic influence. They will probably be de-energized while channel is being swept by magnetic sweeps as the magnetic sweeps interfere with the detector instruments. Harbor defense listening gear consists of sensitive elements mounted on the sea bottom and controlled from the shore. Indicator nets offer no definite obstacle, but give visual notice of the presence of submarines. Supersonic sets for the boom gate vessels are for the purpose of preventing an entry into a protected harbor when it is opened for the entry of friendly ships.

Apart from normal harbour defences such as guns and searchlights, fixed anti-submarine defences included indicator loops which gave an indication that a vessel had passed over a predetermined line; harbour defence asdics which required skilled operation; controlled mines which were exploded by a shore operator as a submarine crossed the line; and anti-submarine booms. All these required large quantities of expensive material and, with the possible exception of the asdics, could be installed only from specially equipped vessels.

Harbour Defence Asdics (HDAs)

The hydrophone, an underwater microphone, was used to listen for submarines; the German U-boat, UC-3, was sunk with the aid of hydrophones on April 23 1916, in company with the first depth charges.

Seaplanes and airships were also used to patrol for submarines, with Fregatten-Leutnant Dip. Ing. Walter Zelezny scoring the first submarine kill by aircraft (in L135, a type T1 Lohner flyingboat of the Imperial Austro-Hungarian naval air arm) on 15 September 1916 against the French submarine 'Foucault Q-70'commanded by captain LV Léon Henri Dévin.

While dipping hydrophones appeared before the end of WWI; the trials were abandoned.

• Harbour Defence Asdics (HDAs)

moewe otaki

• Archibald Bisset Smith
• Sinking of the SS "Otaki" by the German Raider "Moewe", c.1917
• New York Times Archive
• Moewe
• SMS Moewe (auxiliary cruiser)
• Captain A.B. Smith of the Otaki
• Remembrance
• Otaki Scholar
• SS Otaki
• New Zealand Maritime Index
• Count Dohna and His SeaGull
• Archibald Bisset Smith
• The MOEWE
• Raider in New Zealand Waters
• []
• []
• []
• []
• []

Torpedo Bay

• Torpedo Bay tours

The Janie Seddon

Rusting hulk of the ship Janie Seddon The Janie Seddon was the first ship to fire shots in World War II for the New Zealand Division of the Royal Navy, was converted into a fishing vessel post-war, and after proving relatively unsuccessful in that role, it was grounded and left to rust and decay near the Port of Motueka in the Tasman Bay. When you are driving nearby, it certainly stands out!

The Janie Seddon was built in Paisley, Scotland in 1901 for the NZ Government to be used as a submarine mining vessel. She was commissioned as an examination vessel in Wellington Harbour in both World Wars. She fired the first shots of World War 11 for the NZ Division of the Royal Navy over the bow of a vessel entering the harbour. After the war she was adapted for trawl fishing in 1946 but proved to be uneconomical and was eventually broken up for scrap in 1955. Her remains now lie near the beach at Motueka in Tasman Bay, NZ

Built in 1901 by Fleming & Ferguson of Paisley, Scotland for the New Zealand Government. 126grt with a registered length of 90' 0" and a beam of 18' 0", this steam ship spent most of her career on Wellington Harbour. She is well remembered for her service as an Examination Vessel at Wellington during World War II. Sold in 1947 for use as a trawler, she was hulked on the beach at Motueka around 1955. These photos taken by Stephen Reed show the deterioration of her over the years. The first is in the 1960's, second in 1984 and the last in 2000.

• The hulk of the Janie Seddon
• Hulk of the Janie Seddon
• Wreck of the Janie Seddon

Owen Stanley

• Owen Stanley
• Point Britomart
• 1840 in New Zealand
• HMS Pelorus (1808)
• HMS Pelorus (1857)
• Akaroa
• William Hobson

• Stanley's painting of HMS Pelorus
• Australian Dictionary of Biography Owen Stanley
• [http://image.sl.nsw.gov.au/cgi-bin/ebindshow.pl?doc=pxc279/a1112;thumbs=1 Pictures of H.M.S. Pelorus by Owen Stanley}
• Pelorus
• Finding NZ - hydrographic charts
• HMS Britomart
• HMS Eclipse
• HMS Eclipse2
• AKAROA, FRENCH SETTLEMENT
• Stanley's map of Akaroa Harbour
• Location of Akaroa
• Britomart project
• []
• []

1848 9-Dec HMS Rattlesnake, Capt Owen Stanley, RN, investigated conditions at the settlement of Port Essington, northern Australia. Capt Stanley commanded HMS Britomart at the establishment of the settlement in 1838.

1849

24-Jun HM ships Rattlesnake and Bramble, Capt Owen Stanley, RN, anchored in the Louisiades Peninsula while repairs were carried out on Bramble’s rudder. Capt Owen Stanley recorded in his journal: ‘The Hurdy Gurdy [mechanical organ] was then struck up which caused much amazement [among the natives] A looking glass in which most likely they saw their ugly faces for the first time caused at first much terror’.

1849

6-Jul Capt Owen Stanley, RN, HM ships Rattlesnake and Bramble, landed on Chaumont Island during the survey of the New Guinea coast from Cape Deliverance to the Louisiades Archipelago.

1849

5-Oct Capt Owen Stanley, RN, HM ships RattleSnake and Bramble, reported to Lord Stanley on his surveys of Rossel Island and the eastern end of the Louisiade Archipelago.

1849

3-Dec HM ships Rattlesnake and Bramble, Capt John Moresby, RN, completed a survey of the south-coast of New Guinea.

Owen Stanley

1811 - 1850

A man overboard (from the log of the "Britomart")

1840

watercolour

10.6 x 15.1

Royal Society of Tasmania Collection, 1965

Stanley was an avid sketcher who had a lifelong passion for the sea which was to see him travel the world by ship as a naval officer. Amongst the 154 pages of the album he made while captain of the Britomart (1837-1843) are comprehensive and personal observations of shipboard life, and depictions of the places to which he travelled. It is a ship's log in pictures and explanatory, informative text and shows Stanley's all-consuming interest in the sea, ships, voyages and sailors. The Royal Navy encouraged such embellishments to charts and ships' logs, with topographical accuracy and precise information being of the utmost importance. Although his sketching was considered by Stanley to be a hobby, he is recorded as having had lessons from the professional artist Conrad Martens in 1849. Unfortunately, they were not to be of much use to him; he died in Sydney aboard the Rattlesnake in early 1850.

As captain of the HMS Rattlesnake, Owen Stanley was directed to survey parts of the Great Barrier Reef and chart the southern coast of New Guinea. This expedition offered protection and assistance to the Tam O'Shanter that carried Kennedy's ill-fated expedition to Rockingham Bay. Expedition naturalist John MacGillvray (in Narrative of the Voyage of H.M.S. Rattlesnake, London, 1852, p. 82), records the landing of Kennedy's party, "On May 23rd, a convenient spot for landing the overland expedition having been found on the shores of Rockingham Bay, we shifted our berth in the afternoon a few miles further to leeward... On the two following days everything belonging to Mr. Kennedy's party (with the exception of one horse drowned while swimming it ashore) was safely landed... The party, of thirteen men and twenty-eight horses (with carts, a flock of sheep for food, &c.), appeared to be furnished with every requisite for their intended journey, and the arrangements and appointments seemed to me to be perfect".

Scientific Expeditions Evolutionary theory arose out of the great 19th century natural history expeditions. Here are some of the most important ones. The Rattlesnake expedition to Australasia

   Dates: 1 December 1846 - 23 October 1850
   Route: England - Cape of Good Hope - Mauritius - Tasmania/Australia/New Guinea - New Zealand - Cape Horn - England
   Commander: Captain Owen Stanley (1811-1850)
   Scientists: Thomas Huxley and John MacGillivray
   Significance: The voyage's main purpose was to map New Guinea and the coast of Australia; Huxley focused his studies on pelagic invertebrates, leading to his first major scientific discovery (that Cuvier's "Radiata" was an unnatural group)

• HMS Sparrow 17?? was a sloop.

NZ wars

• {http://www.nzhistory.net.nz/timeline&new_date=12/7 Invasion of Waikato 1963–4]]

---

Links

• Naval Auxiliary Patrol Service See page 210: "Authority for the formation of a Naval Auxiliary Patrol Service was given by War Cabinet on 6 December 1941. The objects of the service were to assist in the protection of harbours against enemy attack, particularly by small craft, the spotting of mines dropped by parachutes, and the saving of life. The NAPS was constituted under the Naval Defence Emergency Regulations 1941 and was deemed a part of the Royal New Zealand Navy."

• New Zealand redoubts, stockades and blockhouses, 1840–1848

• Union Steam Ship Company - History & Photos

• Imperial Japanese Navy submarines

• CAMPAIGN SUMMARIES OF WORLD WAR 2: AUSTRALIAN, BRITISH & NEW ZEALAND NAVIES in the PACIFIC 1941-45

• EXTRACT TAKEN FROM THE REPORT TO THE NEW ZEALAND GOVERNMENT BY THE NEW ZEALAND NAVAL BOARD 1ST APRIL 1958 TO 31ST MARCH 1959

• Directory of Official Information 2005-7: New Zealand Navy <= NOTE

• Lend-Lease

• 25th Minesweeping Flotilla in the Solomons

• Royal Naval Patrol Service
• Coastal Forces of the Royal Navy
• Coastal Forces of the Royal New Zealand Navy
• World War II coastal fortifications in New Zealand
• Minesweepers of the Royal New Zealand Navy
• Danlayer
• Naval trawler
• Minehunter
• Anti-submarine warfare
• Anti-submarine weapon
• Magnetic anomaly detector
• Depth charge
• Naval tactics
• Modern Naval tactics
• Naval tactics in the Age of Steam
• Naval warfare
• Naval strategy
• Command of the sea
• Military strategy
• See also
• Maritime history

• Piracy
• Buccaneer
• Piracy in the Caribbean
• A General History of the Pyrates
• Piracy in the Strait of Malacca
• Privateer
• Pirate utopia
• Spanish treasure fleet
• Barbary pirate
• Treasure Island

• United Nations Convention on the Law of the Sea
• Maritime Security Regimes
• Global empire
• Naval history
• Roman Navy
• Hellenic Navy
• Naval history of China
• Naval history of Japan
• Naval history of Korea
• History of the Turkish Navy
• History of the Royal Navy
• History of the Indian Navy
• History of the United States Navy
• Navy
• List of naval battles

• Naval warfare of World War I
• Military history of the United Kingdom during World War II
• History of the Royal Navy
• Military history of New Zealand during World War II
• History of the Royal New Zealand Navy
• Auxiliary ship
• Dover Patrol

• Australia at war
• Naval historical data <- note

8 Internet History Sourcebooks Project

NZ general history

• Te Pahu History

NZ

• Wolfe, Richard (2007) With Honour - Our Nation, Our Army, Our History. Penguin Books. ISBN 9780670045655
• - Mystery sinking of trawler
• 75 Years of the New Zealand Navy

• Official History of New Zealand in the Second World War.
• Official History of New Zealand in the Second World War.
• NZ history online - Second World War
• Stony Batter Historic Reserve
• Naval ships

• steam sloop Victoria
• Christchurch library: The New Zealand Wars
• Encyclopedia of New Zealand: Royal New Zealand Navy development
• History of the New Zealand Military Forces 1840-1926

• Mason, Geoffrey B (2007) New Zealand radar development in World War 2

Ships associated with New Zealand

HMS Encounter which was loaned to New Zealand until 1919

NZ Books

• Books on the Royal New Zealand Navy
• New Zealand-Navy Booklist
• Christchurch library booklist
• Harker, Jack (2000)The Rockies: New Zealand Minesweepers at War. Silver Owl Press. ISBN 0959797998
• Harker, Jack S (2001) The birth and growth of the Royal New Zealand Navy. Pentland. ISBN 1858218047
• Wright, Matthew (2001) Blue water Kiwis : New Zealand's naval story. Reed. ISBN 0790008173 Review
• Crawford, John (1993) Atlantic Kiwis : New Zealand and the Battle of the Atlantic. New Zealand Defence Force. ISBN 1858218047
• Dennerly, Peter (2002) The Development of New Zealand's Navy. ISBN 9780477019385
• Howard, Grant (1981) The Navy in New Zealand : An Illustrated History. Reed. ISBN 9780589013554
• Howard, Grant (1991) Portrait of the Royal New Zealand Navy : A Fiftieth Anniversary Celebration. ISBN 9781869340278
• McDougall, R J (1989) New Zealand Naval Vessels. Government Printing Office. ISBN 9780477013994
• Wolfe, Richard (2007) With Honour - Our Army Our Nation Our History. ISBN 9780670045655

Minesweeping Books

• Lindberg, Michael and Todd, Daniel (2004) Anglo-American Shipbuilding in World War II: A Geographical Perspective. Praeger Publishers. ISBN 978-0275979249
• Cocker, M P (1993) Mine Warfare Vessels of the Royal Navy - 1908 to date. Airlife Publishing. ISBN 9781853103285
• Lund, Paul and Ludlam, Harry (1978) Out Sweeps! - The Story of the Minesweepers in World War II. New English Library Ltd ISBN 9780450044687
• McKee, Alexander (1973) The Coal-Scuttle Brigade. New English Library. ASIN B000RTAX2Y
• Turner, John Frayn (1955) Service Most Silent - The Navy's Fight against Enemy Mines. ASIN B000LBRI1M
• YMS: FIRST IN - LAST OUT: WORLD WAR II's WOODEN WONDERS

• Sea Mines & Countermeasures: A Bibliography
• Halcyon Class Ships: References and Links]

• Keresey, Dick "WWII's Forgotten Hero – The Story of the PT Boat", American Heritage, July-August (1998)

• Professional Skipper Magazine - NZ

Wikipedia:WikiProject Ships
Wikipedia:WikiProject Ships/New articles
{{talkheader}}
{{WikiProject Ships |class= |importance= }}
{{Ship infobox request}}

• Merchant Navy.net
• Postcards
• Uboat.net
• Clyde built
• IWM Archives
• Some ship statistics
• The ship list
• Maritime links
• Dictionary of American Naval Fighting Ships

axis activity

Japanese submarine I-25

• German Raiders in the Pacific By S. D. Waters
• About Axis naval activity in New Zealand waters

fortifications

• Corbett, Peter "Forts and Works" February 2002
• The Russian scare harbour forts of Auckland, New Zealand by John Mitchell.
• Old US plan to invade NZ revealed
• List of people interested in NZ fortifications
• [http://www.geocities.com/CollegePark/Den/5417/index.html Wellington's

Coastal Defences] maintained by Michael Biggs

• Peter Cooke - historian of NZ fortifications

• Stevens, David and Reeve, John (2001) Southern Trident: Strategy, History and the Rise of Australian Naval Power, Page 184–188. Allen & Unwin. ISBN 978-1865084626

• Wellington fort cleanups

• Professional Historians' Association of New Zealand/Aotearoa (PHANZA)
• The Fortress Study Group
• Past Copies of Fort

Submarine indicator loop

Submarine indicator loops were part of the fixed harbour defences used in the first and second world wars against submarines.

They consisted of a loop of cable laid on the sea floor. They were connected to an indicator in a shore monitoring station. If a large metal object, such as a ship or a submarine, passed overhead, it would induce an electric current which would alert the shore monitoring station.

Fixed Harbour Defense

There are five fixed defenses used in detecting a submarine attempting to enter a harbor:

• The indicator loop
• The controlled mine loop
• The harbor defense listening gear
• The indicator net
• Supersonic set for boom gate vessels

The indicator loop is a warning device, but the controlled mine loop provides a lethal weapon as well as a warning device. Both are operated by magnetic influence. They will probably be de-energized while channel is being swept by magnetic sweeps as the magnetic sweeps interfere with the detector instruments. Harbor defense listening gear consists of sensitive elements mounted on the sea bottom and controlled from the shore. Indicator nets offer no definite obstacle, but give visual notice of the presence of submarines. Supersonic sets for the boom gate vessels are for the purpose of preventing an entry into a protected harbor when it is opened for the entry of friendly ships.

Apart from normal harbour defences such as guns and searchlights, fixed anti-submarine defences included indicator loops which gave an indication that a vessel had passed over a predetermined line; harbour defence asdics which required skilled operation; controlled mines which were exploded by a shore operator as a submarine crossed the line; and anti-submarine booms. All these required large quantities of expensive material and, with the possible exception of the asdics, could be installed only from specially equipped vessels.

What are Indicator Loops?

Inductive loop detection An induction loop is a simple coil wire transceiver. One use of an induction loop is in 'inductive loop detection' where the coil is used to detect metal objects. Applications for this include vehicle detection, metal detectors, etc. The principle of operation is a changing inductance which changes the frequency of an oscillator of which the inductive loop forms a part.

An anti-submarine indicator loop was also a device used to detect submarine and surface vessels using submarine cables connected to an indicator. A 'submarine communications cable' is a cable laid beneath the sea to carry telecommunications between countries. Indicator Loops are different to Controlled Mining Loops, Guard Loops, Indicator Nets, Harbour Defence Asdic (HDA) Loops, Boom gates and Boom Cables, all of which are used in harbour defence.

Submarines may be detected by many methods but one highly secret method of the past that relied on magnetic properties of submarines and surface vessels is the anti-submarine indicator loop. It relies on the production of an induced current in a stationery loop of wire when a magnet (in this case, a submarine) moves overhead. Even if wiped or degaussed, submarines still have sufficient magnetism to produce a small current in a loop. The technology was developed by the British Royal Navy in 1915. It was sent to various Commonwealth countries (Australia, Canada, New Zealand) for deployment. With the close technical co-operation between the Royal Navy and the US Navy, the indicator loop technology was enhanced for use in the US from about 1942 onwards.

Geophysical MASINT#Indicating Loops for detecting Submarines

What are Indicator Loops and how do they work?

This page gives a very brief overview of the once top-secret anti-submarine harbour defence technology known as "Indicator Loops".

Anti-submarine detection systems

Numerous methods of locating submarines have been developed over the years. As well as time-honoured visual sightings, they include: radar (surface), ASDIC or sonar (underwater), electromagnetic radiation emissions, heat sensing, exhaust analysis, sea lions, pelicans and importantly, in the context of this article, magnetic sensing.

One method relying on magnetic properties is the anti-submarine indicator loop. It relies on the production of an induced current in a stationery loop of wire when a magnet (in this case, a submarine) moves overhead. Even if wiped or degaussed, submarines still have sufficient magnetism to produce a small current in a loop. The technology was developed by the British Royal Navy at HMS Osprey (Portland Naval Base) starting back in 1915. It was sent to various Commonwealth countries for deployment. For example, all of the loop materials used in Australia were of British origin ("Admiralty Pattern") although Australian-made equipment became available from about 1942 onwards. There was a great spirit of cooperation during the war. The RAN operated as part of the RN and there was a continuous exchange of officers as well as unhindered access to RN and USN technology. In the USA, the indicator loops were known as 'loop receiving stations'.

Operating a loop in practice

If an indicator loop indicated the presence of a vessel, the two possibilities were "sub" or "non-sub". If no surface ship were sighted usually a ship would be sent to drop depth charges. It had to be an enemy submarine because friendly submarines always entered port surfaced. In several cases, the loops were positioned beside controlled or 'set' minefields in which the mines were connected by electrical cable back to a mine control hut on shore and the mines could be detonated manually.

The cable

A submarine loop is made of a lead-sheathed single core (Admiralty Pattern No. 1989). This is the cable that actually detected the crossings. No photos or samples are available anywhere in the world, though a detailed diagram is shown here.

For a more detailed account of how indicator loops work, see though a detailed diagram is shown here. .

It consists of a single core of 7 strands of 0.029" tinned copper wire covered with three layers of india rubber then a layer of waterproof tape and wound with jute yarn. This is then covered with hessian tape and spirally wound with a soft lead alloy wire. The lead is covered with more waterproof tape, a tarred jute serving, two more layers of hessian tape, 22 steel armour wires (each about 2 mm diameter) covered in lead. Then there is a braiding of dressed hemp yarn wrapped over hot pitch and resin, and finally a preservative coating. Final diameter (1.3") 33 mm. It weighed 6.09 tons per 2000 yard mile in air (6.8 lb per yard). The cost in 1938 was �180 per 1000 yards. In some harbours the Royal Navy used ADM Pattern 13142, a 7-core lead-loaded cable. The electrical resistance was 6 ohms/km.

Recovery of copper and silver

Today, more than 50 years after the war, many of the countries that still have US Navy loop cables are having them removed for a variety of reasons. One is that many ports are expanding or having their harbors dredged deeper to accommodate today�s larger ships. The cables are an obstacle to dredging operations and a potential hazard for ships anchoring. The other reason is their enormous scrap value. Most of the cables were constructed of copper, but with copper in such short supply during the war years, some were actually made of silver with the intent of reclaiming them after the war. However, very little salvage was ever done. Consortiums of private investors and government officials are now being formed to locate and remove these cables. (One of the companies performing this service is Resolve Marine Group in Port Everglades, FL. Resolve has been providing a variety of marine services to companies and government agencies in the U.S., Central and South America, and throughout the Caribbean for the past 20 years).

Need large quantities of netting, caling, ASDIC and other harbour defence equipment as well as guns to coastal batteries. In many cases need specialized ships, cable layers, minelayers, boom gate operation, to maintain the defences.

Port fixed defences have never has a high public profile. During wartime, they were subject to security considerations, and if possible, were to be kept altogethersecret.

Thus, indicator loop, laid along the sea floor, were as faras possible kept secret. Even after the war, there was no reason to disclose details about them, and people were busy reconstructing their lives and not interested anyway.

History

Research

Developed in part by Sir John Cunningham McLennan, John Cunningham McLennan

Alexander Crichton Mitchell, developer of an anti-submarine device called `indicator loops'

• Alexander Crichton Mitchell

WWI

By early 1917 the Royal Navy had also developed indicator loops which consisted of long lengths of cables lain on the seabed to detect the magnetic field of submarines as they passed overhead. At this stage they were used in conjunction with controlled mines which could be detonated from a shore station once a 'swing' had been detected on the indicator loop galvanometer. Indicator loops used with controlled mining were known as 'guard loops'.

The first recorded use of indicator loops was at Scapa Flow, in the Orkney Islands at the northern tip of Scotland. Here the Royal Navy stationed its Grand Fleet and on 28th October 1918, German U-Boat UB-116 was destroyed in the controlled minefield at Hoxa Sound with the loss of 34 crew. In his book From The Dreadnought to Scapa Flow, historian Arthur Marder wrote: UB-116 was blown up in one of the loop minefields which were the inner defence. These were lines of mines, each surrounded by an electrical indicating loop. When the observer noticed the tell-tale needle of a loop deflected and saw that there was no surface ship there, he pressed the button and the line of mines went up. The Royal Navy had fortuitously installed these antisubmarine measures in December 1914, not long after the declaration of war with Germany.

Places where indicator loops were installed

• Scapa
• England: Straits of Dover, Portsmouth, Portland, Plymouth, Falmouth,
• Scotland: Firth of Forth, Loch Long, Oban Bay, Rosyth and Cumbrae
• Ireland: Berehaven, Queenstown, St George's Channel, North Channel
• Other Royal Navy ports: Hong Kong, Singapore, Penang, Alexandria, Malta
• Australia:Sydney, Darwin, Fremantle, Broken Bay, Newcastle, Bribie Island, Brisbane River, Port Moresby (protectorate)
• New Zealand: Auckland Harbour
• Canada:Saint John, Digby and Prince Rupert
• United States: The USN set up 'loop receiving stations' mostly in the Casco Bay area near Boston on the East Coast:

United States

The indicator loop technology was enhanced for use in the US from about 1942 onwards. In the US, the control stations were known as 'loop receiving stations' and were a part of the Harbor Entrance Control Post (HECP). The first loop installation in the US was made at Cape Henry, Virginia in summer 1941. Units (loops, hydrophones, heralds) were installed in practically every major and medium conential US harbor in the few months after August 1942 and by the end of 1942 were being shipped to the South Pacific. Underwater detection was installed in major and medium ports along the east and west coast of the US, the Aleutians, South Pacific, Central Pacific, France, Philipines, the Canal Zone (Bahia de Panama), Australia and South America. At the time of surrender, several units were ready in California to be shipped to Japan.

See also

• Anti-submarine warfare
• Sonar
• [[]]
• [[]]
• [[]]

References

• Marder, Arthur (1965) From the Dreadnought to Scapa Flow. Volume II. Oxford University Press ASIN: B000YIX6TK
• Franklin, George D (2003) Britain's Anti-Submarine Capability, 1919-1939

Page 66. Routledge. ISBN 9780714653181

Extracts from Walding, Richard. Indicator Loops, Moreton Bay College, Wynnum, Queensland).

External links

• submarine indicator loops in NZ
• submarine indicator loops around the world
• submarine indicator loops Oban Bay
• Induction loop
• Oban
• Royal Navy Oban Anti Submarine Indicator Loop site
• Forth anti-submarine/anti-torpedo boom defences
• Guns of Fort Bribie
• Bribie Island, Queensland
• Undicator loops and the attack against Sydney
• NZ Anti-Submarine Policy
• Australia at war

• []
• []
• []
• []

Surveying the coast

The first general charting of the New Zealand coast was done by Cook on his first visit in 1769. The chart was published in 1772 and remained current for 66 years.

By 1840 several Royal Navy ships were engaged in hydrographic surveys directed by the Admiralty. In 1840 Captain Owen Stanley, on HMS Britomart, drew up an Admiralty chart of the Waitemata. The Britomart was a Cherokee class brig-sloop of the Royal Navy. In this survey, he named Britomart Point after his ship, and what he named simply as Second Point is today called Stanley Point.

Stanley's chart of Akaroa

In 1841 Auckland was chosen as the capital of New Zealand. Its status as the capital, together with its natural physical amenities, undoubtedly helped the city grow in trade, shipping, population and commercial influence, and added to its importance as a major city.

Information provided by the Royal New Zealand Navy Museum. Fort Britomart

Fort Britomart was established during the 1840s and 1850s on Point Britomart, to bring order to the growing city.

A detailed survey of the New Zealand coast was essential for economic development and in 1848 HMS Acheron, a steam paddle sloop, began the "Great Survey". HMS Pandora took over and continued until 1856, when the harbours and most of the coast had been freshly surveyed. In the 1890s until 1905, HMS Penguin updated the surveys.

Land wars

From 1840 immigration, mainly from the United Kingdom, increased markedly. New Zealand became a colony in its own right on 3 May 1841 and the New Zealand Constitution Act of 1852 established central and provincial governments.

As more Pākehā arrived the pressure on Māori to sell land increased. Māori initially had welcomed Pākehā for the trading opportunities, but it soon became clear that they were being overwhelmed. The Iwi (tribes) were losing their land and autonomy. Some tribes became nearly landless and others were fearful. For Māori land was not just an an economic resource but the basis of their identity and a connection with their ancestors. Land was held communally and was not given up lightly. Pākehā did not understand this and accused Māori of holding onto land they did not use properly.

This competition for land was the primary cause of the New Zealand Land Wars in the 1860s and 1870s, where the Taranaki and Waikato regions were invaded by colonial troops. The Māori lost much of their land leaving a legacy of bitterness.

The Royal Navy

Resolution and Adventure at Tahiti in 1773

Although the Royal New Zealand Navy was formally constituted in 1941, its development can be traced back for more than a century, and falls into four separate phases. In the first, which began even before the Treaty of Waitangi of February 1840 and continued for 47 years after it, New Zealand's naval defence consisted of occasional visits by ships of the Royal Navy based on New South Wales. There was no base in New Zealand. In 1887 the second phase began. In answer to requests from New Zealand for more protection owing to growing French and German interests in the Pacific, Britain agreed to maintain seven additional ships in Australasian waters, and Australia and New Zealand agreed to make an annual contribution toward their cost. New Zealand's share was initially 20,000 a year. This increased to 40,000 in 1903, and in 1908 was voluntarily set at 100,000 a year for a period of 10 years.

The Royal Navy in the New Zealand Wars 1845-46 The role of the ships of the Royal Navy during the New Zealand Wars was to sustain the British forces ashore, to transport military units around the coasts, and to provide fire support during engagements, either directly with gunfire from the ships or by landing sailors and guns to join the military forces ashore.

During the first period of conflict 1845-46, six Royal Navy warships were involved. They provided landing parties of Marines and sailors at Ruapekapeka, Kororareka and Whanganui; transported troops, and the Governor, and in the case of HMS CALLIOPE, supplied a crew and the weapons to fit out a long boat for action on Porirua Inlet.

This long boat incidentally was the first ship purchased by the New Zealand Government for combat duties, and was subsequently used on the Whanganui River in 1846.

The New Zealand Wars 1860-1866 The second period of the New Zealand Wars lasted from 1860-1866. This time over a dozen British warships came to New Zealand waters during the conflict. Naval brigades, comprising Marines and sailors landed from the warships, and played an important part during the campaigns. Able Seaman Odgers won the Victoria Cross during the naval brigade's assault on Waireka Pa, Taranaki.

The Waikato campaign of 1863-66 created the need for armed and protected vessels on the Waikato River. Some coastal trading vessels were purchased by the New Zealand government and refitted for the campaign. In addition, three gunboats were specially designed and built in Sydney. They were all shallow draught stern paddle-wheelers and were manned by a mixture of personnel from the Royal Navy, the Waikato Regiments and some civilians. After the cessation of hostilities they were all sold.

The Auckland and Onehunga Naval Volunteer units saw active service in the Waikato during 1863 and 1864.

In 1863, the Commodore of the Australia Station sailed for Auckland to consult with the Governor, in the new steam corvette HMS ORPHEUS. On 7 February ORPHEUS attempted to enter Manukau Harbour but a navigation error caused the ship to go aground on the bar. Heavy swells forced the ship to broach, and over the course of the day it began to break up. The sailors gathered in the rigging hoping for rescue, but as night fell the masts toppled and many were drowned. All told, 189 men were lost that day; it remains New Zealand's worst shipwreck.

The following year, other tribes decided to support the Maori King movement. The warriors gathered at Tauranga, so the Navy swiftly moved soldiers to the area. In addition, a naval brigade and artillery were landed, comprising over 400 sailors and Royal Marines from four warships. Captain Hamilton RN, commanding officer of HMS ESK, commanded the naval brigade. Commander Hay RN of HMS HARRIER led the first assault on 29 April, but was wounded; Coxswain Mitchell carried him from the pa, earning the Victoria Cross. Captain Hamilton brought the reserve force in support, and was killed (the city of Hamilton is named after him). The battle of Gate Pa was a tactical victory for the Maori, but that night they evacuated the fortification and five days later were defeated at Te Ranga.

In the quarter century from 1845 some twenty Royal Navy ships took part in actions between Māori and Pākehā, with the colonial government taking up some commercial ships in supporting roles. Another contribution came on loan from Australia, in the form of the Victorian naval screw steam corvette (one source says sloop) Victoria, in the first Taranaki conflict of 1860-61. They and the East Indiaman Elphinstone provided gun and crew, to form militia units for fighting ashore. The ships served mainly as communication, transport and supply links between places of conflict but, more importantly perhaps, also served as real symbols of British authority in areas where conflict was close to breaking out, or already had.

Name	Type	Armament	Built	Notes
Calliope	6th rate frigate	28 guns	1837
Castor	5th rate frigate	36 guns	1832
Driver	paddle sloop	12 guns	1840	First steam powered ship in NZ waters
Hazard	sloop	18 guns	1837
North Star	6th rate frigate	28 guns	1824
Racehorse	sloop	18 guns	1830

Name	Type	Armament	Built	Notes
Cordelia	screw sloop	30 guns	1856
Curacoa	screw frigate	31 guns	1854
Eclipse	screw sloop	4 guns	1860
Esk	screw corvette	21 guns	1860	Sold 1903
Falcon	screw sloop	17 guns	1854	Sold 1920
Harrier	screw sloop	17 guns	1854
Miranda	screw corvette	14 guns	1851
Niger	screw sloop	14 guns	1846
Pelorus	screw corvette	10 guns	1857	Pelorous or Pelorus? earlier boat [Pelorus=> In 1837 she was sent to western Australia and Van Diemen's Land, and in August to New Zealand to conduct a survey of the Marlborough Sound region..... During 1838-39, the HMS Pelorus sailed throughout the Australia-New Zealand area in order to explore, protect the British settlements, tour whaling stations and subdue the native populations..... "In 1838 H M Brig of War Pelorus visited different parts of Cook Strait and did great service by rendering justice to the injured party in many cases where complaint was made to the Commander. After a display of gunnery close to the Pa at Ships Cove the Commander demanded and obtained restitution of many articles stolen over a long period from the whalers."... etc * HMS Pelorus (1808) * disambig
HMVS Victoria	steam sloop	8 guns	1855

In those days roads were few and poorly formed, and the sea with all its hazards was the only practical means of communication. Royal Navy ships and their well trained and disciplined crews were the mainstay of battles and skirmishes fought in those troubled years, and their contribution to NZ's early settlement was substantial indeed. The navy role was a primary one.

The Royal Navy in the New Zealand Wars 1845-46 The role of the ships of the Royal Navy during the New Zealand Wars was to sustain the British forces ashore, to transport military units around the coasts, and to provide fire support during engagements, either directly with gunfire from the ships or by landing sailors and guns to join the military forces ashore. During the first period of conflict 1845-46, six Royal Navy warships were involved. They provided landing parties of Marines and sailors at Ruapekapeka, Kororareka and Whanganui; transported troops, and the Governor, and in the case of HMS Calliope, supplied a crew and the weapons to fit out a long boat for action on Porirua Inlet. This long boat incidentally was the first ship purchased by the New Zealand Government for combat duties, and was subsequently used on the Whanganui River in 1846.

The first gunboat

In 1846 a ship's longboat was purchased for £100 17s 11d, specifically for use as a gunboat in Porirua Harbour. This modest acquisition was the first boat purchased by a governing authority in New Zealand for use as a vessel of war.The Colonial Records of Revenue and Expenditure in 1846 list the purchase of a gunboat for Porirua Harbour for 100 pounds 17 shillings and 6 pence.

Although purchased by New Zealand it was crewed by the British Navy. This gunboat was a copper-plated longboat a little under 10 metres long that could be sailed or rowed and was armed with a 12-pounder carronade (short cannon) and a small brass cannon. The crew added their own hammocks and bedding as extra protection against musket shots.

Now, on the 17th of July, utilising the longboat from the barque Tyne which had been converted into a gunboat, (complete with oars and sail), and carrying a 12-pounder carronade which had been mounted into the bows, and also equipped with a small brass gun lent by Captain Stanley of the Calliope frigate, it was time for McKillop to make his mark on this war

The longboat had been recovered from the wreck of the barque Tyne, near Sinclair Head, Wellington on 4 July 1845. No name for the boat is mentioned in any sources. Carpenters from HMS Calliope converted her into a gunboat. She was lengthened, fitted with a 12 pdr carronade at the bow, and equipped also with a small brass gun as protection against musket shot.

The Calliope took the boat to Porirua in July, 1846. The gunboat was used for some time at Porirua on patrol duty, manned mainly by crew from the Calliope. In December it was transferred to Wanganui, again aboard Calliope. At Wanganui a young crew member accidentally wounded a Maori chief with a pistol. The Maori wanted the surrender of the youth, which was refused, and this was the direct cause of the Gilfillan murders. The gunboat saw more action there until, damaged by its own gun recoil, it was disarmed in late 1847.

Australia helps

In March 1860 the First Taranaki War started and the colonial government requested help from Australia. In June 1860, the flagship of the Australian Squadron, HMS Pelorus participated in the attack on Puketakauere pa during the First Taranaki War. Later that year, the crew landed at Kairau to support British troops under attack from Maoris and in January 1861 a gun crew from the ship helped defend the British redoubt at Huirangi against the Maoris .

In 1856 Victoria received its own Naval Vessel, the HMCSS Victoria. In 1861 Victoria was also deployed to assist the New Zealand colonial government. When Victoria returned to Australia the vessel had suffered one fatality and taken part in several minor actions.

The Waikato Flotilla

The Waikato River system.

The following tables cover the ships (seagoing and river gunboats) which were purchased, requisitioned or purpose built for the New Zealand Colonial Government (HM the Queen for those registered), for duties connected with the land wars in the Waikato, Bay of Plenty and Taranaki, during the decade from 1860.

In addition, the Royal Navy operated HMS Curacoa, Esk, Fawn and Miranda out of Auckland, plus Eclipse and Harrier on the Manukau. This maintained a Royal Navy presence in these regions during the 1863-64 Waikato conflict, both as warships and in providing personnel for the fighting on land (the Naval Brigade) and for operating the Waikato flotilla.

Though there was no official New Zealand navy the ships were run as a naval force and transport service, and in that sense constitute the first New Zealand navy. However the flotilla was largely manned by Royal Navy personnel.

The Pioneer, Koheroa, Moutoa and Rangiriri were purpose-built for the New Zealand Government. The Pioneer was the first to be built in 1863 and was probably New Zealand's first purpose built warship.

On the outbreak of hostilities in the Taranaki Province in 1860 the Government advertised for two vessels suitable for gunboat service. In April the schooner” Ruby,” 24 tons, recently launched from a shipbuilder's yard, was purchased by the Defence authorities, renamed” Caroline” (Plate IV, fig. 2), and armed with a 32-pounder gun, and a supply of ammunition from H.M.S. “Elk.” The cost of the schooner was £630; the cost of stores, fittings, and the cannon, £300.

An urgent call for help had been sent to Australia, and in reply the Government of Victoria had lent its warship, the steam-sloop “Victoria,” Captain Norman, which arrived at New Plymouth on the 3rd August, 1860, bringing Major-General Pratt, C.B., Commander of the Forces in Australia, and his staff. General Pratt took command of the troops in Taranaki until the arrival of Lieut.-General Cameron in May, 1861, when he returned to Australia in the “Victoria.”

In 1862 the Government purchased the paddle-steamer “Avon” for £2,000. This steamer, which was 60 ft. in length, 14 horse-power, 27 tons register, and drawing 3 ft. of water, had been brought from England in sections and put together at Lyttelton in 1861. Fitted with 12-pounder Armstrong gun and a 12-pounder rocket-tube.

While the “Avon” was being fitted at Onehunga four large barges were brought overland from Auckland. These were also armoured with an iron-plate covering, and pierced for rifles and sweeps, or oars.

In June, 1863, a small paddle-steamer, the “Tasmanian Maid,” 53 tons register, 36 horse-power, was purchased by the Government for £4,000. She was renamed “Sandfly,” and armoured, being also armed with two 12-pounder Armstrong guns. The “Sandfly” was stationed on the east coast of the North Island, her headquarters being Auckland. She took part in the blockade of the Firth of Thames and the Tauranga campaign. She captured on the 31st October the cutter “Eclair,” a vessel of about 20 tons, owned by the Maori, and loaded with provisions.

The paddle-steamer “Lady Barkly,” which had been purchased by the Government and partially plated, and used for transport work in and from the Manukau Harbour. The “Lady Barkly” is still (1920) running on the coast as a screw-steamer under the name “Hina.”

In 1863 the Imperial Commissariat Department purchased the 80-horsepower steamer “Alexandra” for transport work. She cost £13,000, and was also wrecked somewhere near New Plymouth, 9th August, 1865.

In a memorandum dated 20th October, 1863, the Minister of Defence stated, “Towards the end of 1862 the Government determined to place a small steamer on the Waikato, and after some inquiry the ‘Avon’ was purchased for the purpose. Her draught of water is too great to be available as is desirable; but, notwithstanding this disadvantage, the vessel has been of great service.

The importance of having a suitable steamer for the navigation of the Waikato determined the Government to have such a vessel constructed in Sydney, and after many delays and much anxiety the gunboat ‘Pioneer’ (Plate VI, fig. 1) has been obtained—a vessel, it is believed, well adapted for the purpose.” The “Pioneer” was launched from the shipyard of the Australian Steam Navigation Company, Pyrmont, Sydney, on the 16th July, 1863, having been under construction for a period of about seventeen weeks She is intended to carry 300 men, on a light draft of water. Her dimensions are 140 ft. in length, 20 ft. beam, 8 ft. 6 in. depth of hold, and draws only 2 ft. 6 in. of water. She will be propelled by an overhanging stern wheel, 12 ft. diameter, 7 ft. broad, driven by two engines, each 30 horse-power. She is constructed of ⅜ in. iron, which is pierced for rifles, and which will render her ball-proof. She is fitted with watertight compartments. The boilers were placed 54 ft. forward of the engines for the purpose of keeping the vessel on an even keel.” She is fitted with two sliding keels—one forward, one aft. The officers' cabins are situated aft, and the soldiers' apartments forward; they are very large and lofty. She has a flush deck, on which are placed two cupolas, 12 ft. in diameter and 8 ft. high, each pierced for rifles and 24-pounder howitzers. The commander's station was in a turret above the engine-room, which was also shot-proof and placed aft.” She was provided with space for the storage of 20 tons of coal, and it is interesting to note that while on the Waikato she used local coal, being the first steamer to do so. The cost of construction was £9,500.

After shipping a supply of ammunition, consisting of 60 cases shot and shell, 600 cartridges for 24-pounders, 1,000 tubes, 10,000 Terry's rifle cartridges, 12,000 caps, and 18,000 revolver-cartridges, the “Pioneer,” in tow of H.M.S. “Eclipse,” left Sydney on the 22nd September, reaching Onehunga on the 3rd October, after a rough trip. On the 24th October the “Pioneer,” with two companies of seamen from H.M.S. “Curaçoa,” was towed by H.M.S. “Eclipse” to the Waikato.

At the same time the four armoured barges, or gunboats, were also taken to the river. While on active service each of the gunboats was in charge of an officer from H.M.S. “Curaçoa.” I am informed by Admiral Hammick (then a sublieutenant), who was in charge of one, which was named the “Ant,” that one was commanded by Midshipman C. S. Hunt, who had been saved from H.M.S. “Orpheus” when that vessel was wrecked on the Manukau bar; another was in charge of Midshipman F. Hudson. The fourth, which was named the “Midge,” was commanded by Midshipman Foljambe. Mr. Foljambe in his Three Years on the Australian Station (1868) tells us that the boat was armed with a 12-pounder gun and a 4.4 in. brass Cohorn mortar, and carried a complement of seven men. These boats were used in the different operations on the Waikato and its branches, and also in carrying stores.

On the 20th November General Cameron, with a force of 860 men, attacked Rangiriri. To assist in the operations an additional 300 men of the 40th Regiment were embarked on the steamers, to be landed at a selected point, so that they might make an attack on the rear of the main line of the Maori entrenchments while the main body attacked in front. Owing to the wind and current the “Pioneer” and “Avon,” with two of the gunboats, were not able to reach the landing-place decided upon. After a preliminary barrage by the Royal Artillery 12-pounders, under Captain Mercer, and the naval 6-pounder, under Lieutenant Alexander (“Curaçoa”), the main body attacked the main line of entrenchments and drove the enemy to the centre redoubt, while the party of the 40th Regiment, who had been landed sufficiently near to reach their position, were able to pour a heavy fire on a body of Maori, who were driven from their position and fled towards the Waikare Lake, where a number of them were drowned. The centre redoubt, still holding out against the troops, was attacked by a party of thirty-six men of the Royal Artillery, under Captain Mercer, who was mortally wounded, then by a party of ninety seamen under Commander Mayne, who was wounded. Both attempts were unsuccessful, as was another by a party of seamen under Commander Phillimore (“Curaçoa”), who used hand-grenades. As it was now nearly dark, the General decided to wait until daylight, when it was found that the white flag had been hoisted, and 183 Maori surrendered. Midshipman Watkins (“Curaçoa”) and five men of the Naval Brigade were killed; while, in addition to Commander Mayne, Lieutenants Downs (“Miranda”) and Hotham (“Curaçoa”) (afterwards Admiral Sir C. F. Hotham) and five men were wounded.

In a letter from Ngaruawahia dated the 4th December Wiremu Tamehana (William Thompson), the Maori leader, said that he had lost all his guns and powder. “It is your side alone which is still in arms—that is to say, the steamer which is at work in the Waikato, making pas as it goes on; when they finish one, they come a little farther and make another. Now, then, let the steamer stay away; do not let it come hither. That is all.” But, as the Maori king's flag had been hoisted at Ngaruawahia in the first place, it was decided that the Queen's flag should fly there.

On the 2nd December General Cameron moved on from Rangiriri. As the outlets from Lake Waikare were not fordable, the troops, with their tents and baggage, were conveyed up the river in boats manned by seamen of the Royal Navy, under Commander Phillimore. The following day the troops again moved on, and encamped abreast of the island of Taipori. Here General Cameron was delayed, waiting for provisions, until the 7th, when he moved the camp about five miles farther up the river, and met the “Pioneer,” which had safely passed the last shoal below Ngaruawahia. Next day he went with Commodore Wiseman in the “Pioneer” to Ngaruawahia, which he found to be deserted. He immediately returned to the camp, and, after embarking 500 men of the 40th and 60th Regiments, again proceeded up the river, and landed at Ngaruawahia, where he established headquarters. On the 26th December 300 men of the 50th Regiment left Onehunga on the transport “Alexandra” and the chartered steamer “Kangaroo” for Raglan. On the 28th, 250 men of the Waikato Militia, under Colonel Haultain, embarked on the steamer “Lady Barkly” for the same destination.

The memorandum of the Defence Minister, dated the 20th October, 1863, stated, “But so strongly has the necessity been felt for providing means for commanding the navigation of this important artery of the country, and for preparing means of communication with the military settlers to be located in the Waikato country, and of transporting the necessary supplies, that two smaller steamboats of very light draft of water have been ordered to be constructed in Sydney. These vessels are being constructed of iron. They will be brought from Sydney in sections, on board a vessel laden with coal, direct to the Waikato River, and put together at the Waikato Heads. These two boats are also specially designed of great power, so as to be used as tugs, and thus provide means of transporting supplies up the river.”

These two boats were named “Koheroa” and “Rangiriri,” probably after the two actions fought on the Waikato. (Plate VI, fig. 2.) The builders were Messrs. p. Russell and Co. A Sydney newspaper, in describing one of the boats, said, “This boat, which can easily turn in the space of a little more than her own length, may follow the bendings of such a river as the Waikato in its narrowest part, and may either be used as a steam-tug, towing flats for the conveyance of troops, or may be armed with a gun at each of the singular-looking portholes, which are closed with folding doors, in the middle of the lower deck; while the bulwarks on each side are pierced with twenty or thirty loopholes for rifle shooting.” The “Koheroa” was built in less than six weeks from the time the contract was received from Mr. James Stewart, C.E., who had been sent to Sydney by the New Zealand Government to superintend the construction. The sections of the “Koheroa” were brought from Sydney to Port Waikato by the steamer “Beautiful Star.” The first bolt was riveted on the 4th January, 1864, and the vessel was launched on the 15th. I can find no record of these boats being engaged in hostilities, but they were used for transport work for some time.

By the end of January, 1864, General Cameron's headquarters had been moved to Te Rore, on the River Waipa, from which, on the 20th February, with a force that included a naval detachment of 149 men and ten officers, he moved across the Mangapiko River to Te Awamutu, where headquarters were established. During the last few days of this campaign (February, 1864), while the “Avon” was patrolling the river, a shot reached the vessel and killed Lieutenant Mitchell, H.M.S. “Esk.”

From Ngaruawahia Commodore Wiseman and a party of naval and military officers went up the Horotiu River a distance of twelve miles, then transferred to the “Koheroa,” and, proceeding twenty-two miles farther on (to near the site of the present town of Cambridge), located the Maori position, and returned. This incident ends the story of the British Navy on the Waikato River, though the steamers were used for some time longer on transport duty. Colonial crews were placed on board, and the Naval Brigade's operations were transferred to the Tauranga district.

General Cameron transferred his headquarters to Tauranga on the 21st April, 1864. Reinforcements, which had been sent from Auckland onH.M.S. “Harrier” and “Esk,” arrived at Tauranga on the 26th April. On the morning of the 27th the Maori had fired heavily on Fort Colville, but they were shelled out of their position by H.M.S. “Falcon” and the colonial gunboat “Sandfly.” Captain Jenkins (“Miranda”) took charge of the “Sandfly,” which with the “Falcon” pursued the Maori who were retreating along the beach. Two 12-pounder Armstrong guns had been placed aboard the “Sandfly”; one, from the “Falcon,” was manned by “Miranda” men, and the other, from the “Esk,” was manned by men from that ship. Both ships shelled the whares at Otamarakau. At 3 p.m. firing ceased, as the enemy had finally disappeared. Captain Hannibal Marks, of the “Sandfly,” and Senior Lieutenant Hope, in command of the “Falcon,” were mentioned in despatches for “zeal and exertion.” The gunners from the “Miranda” and “Esk” were mentioned for the “extraordinary precision of their fire from the 12-pounder Armstrongs.”

On the 29th April General Cameron made the attack on Gate Pa, with a force of 1,700 of all ranks, including a Naval Brigade of four field officers, six captains, seven subalterns, thirty-six sergeants, five drummers, 371 rank and file. One hundred and fifty seamen and marines under Commander Hay (“Harrier”), and an equal number of the 43rd Regiment under Lieut.-Colonel Booth, formed the assaulting party. Commander Hay and Lieut.-Colonel Booth fell mortally wounded. Captain Hamilton (“Esk”) was killed. The casualties of the Naval Brigade were: Killed or mortally wounded: “Curaçoa”—Lieutenant Hill and one man; “Miranda”—one man; “Esk”—Captain Hamilton and three men; “Harrier”—Commander Hay and three men; “Eclipse”—one man. Wounded: “Curaçoa”—five men; “Miranda”—Lieutenant Hammick and eight men; “Esk”—Lieutenant Duff and ten men; “Harrier”—four men. Total dead, 12; wounded, 29. Most of the wounded cases were classed as “severe” or “very severe.”

For bravery in carrying Commander Hay, when wounded, off the field, Samuel Mitchell, captain of foretop, and captain's coxswain, was awarded the Victoria Cross, which was presented to him by Sir J. Young, Governor of New South Wales, in Sydney in October.

On the 21st June Colonel Greer, commanding the Tauranga district, attacked the enemy at Te Ranga, and while this attack was being made a naval force from the “Esk” and the “Harrier” was landed for the protection of the camp. Lieutenant Hotham was mentioned in despatches.

Lieut.-General Sir D. A. Cameron left Auckland in January, 1865, for Wanganui on H.M.S. “Falcon,” calling at New Plymouth en route. He arrived at Wanganui on the 20th January, and on the 5th February moved camp to Waitotara, one and a half miles from the mouth of the river. The paddle-steamer “Gundagai” entered the river during the evening, bringing provisions for several days. On the 16th February General Cameron marched to the Patea River, which had been entered by the “Gundagai” and “Sandfly” the day before. The General stated in his report, “They crossed under the most favourable circumstances; but as the latter [“Sandfly”] had not more than a foot to spare at high water, it will not be prudent to bring her into the river again.”

This covers, as far as I can discover, the operations of our first naval adventures. The vessels seem to have done good work, and all that was expected of them. It is to be hoped that the “Calliope's” gunboat, the schooner “Caroline,” the paddle-steamers “Avon” and “Sandfly,” and the river-steamers “Pioneer,” “Koheroa,” and “Rangiriri,” and the men of the British Navy who manned them, will not be forgotten in our histories.