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HMCS Bittersweet

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HMCS Bittersweet about to be taken in tow by HMCS Skeena, May 1943.
History
United Kingdom
NameBittersweet
NamesakeFlowering vine Solanum dulcamara
OperatorRoyal Navy
Ordered22 January 1940
BuilderMarine Industries Ltd., Sorel
Laid down17 April 1940
Launched12 September 1940
IdentificationPennant number: K182
FateLoaned to Canada 1941; Returned on 22 June 1945; scrapped November 1950.
Canada
NameBittersweet
OperatorRoyal Canadian Navy
Acquiredloaned from Royal Navy
Commissioned23 January 1941
Decommissioned22 June 1945
IdentificationPennant number: K182
FateReturned to Royal Navy
General characteristics
Class and typeFlower-class corvette (original)
Displacement950 long tons (970 t)
Length205 ft 1 in (62.51 m) o/a
Beam33 ft 1 in (10.08 m)
Draught13 ft 5 in (4.09 m)
Propulsion
  • single shaft
  • 2 × Scotch boilers
  • 1 × 4-cylinder triple-expansion reciprocating steam engine
  • 2,750 ihp (2,050 kW)
Speed16 knots (30 km/h; 18 mph)
Range3,450 nmi (6,390 km; 3,970 mi) at 12 kn (22 km/h; 14 mph)
Complement47
Sensors and
processing systems
  • 1 × SW1C or 2C radar
  • 1 × Type 123A or Type 127DV sonar
Armament

HMCS Bittersweet was a Flower-class corvette that served with the Royal Canadian Navy during the Second World War. Ordered by the Royal Navy at the beginning of the war, the ship was transferred to the Royal Canadian Navy who had an excess of personnel and not enough ships. Laid down and Launched in 1940, the corvette fought as an ocean convoy escort in the Battle of the Atlantic. The vessel was named for the flowering vine solanum dulcamara. Since the vessel was owned by the British, it kept its flower name. Following the war, Bittersweet was returned to the Royal Navy and was broken up for scrap in 1950.

Design and description

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Main article: Flower-class corvette

Flower-class corvettes like Bittersweet serving with the Royal Canadian Navy during the Second World War were different from earlier and more traditional sail-driven corvettes.[1][2] The Flower-class corvettes originated from a need that arose in 1938 to expand the Royal Navy following the Munich Crisis.[3] A design request went out for a small escort for coastal convoys.[4] Based on a traditional whaler-type design, the initial Canadian ships of the Flower class had a standard displacement of 950 long tons (970 t). They were 205 feet 1 inch (62.51 m) long overall with a beam of 33 feet 1 inch (10.08 m) and a maximum draught of 13 feet 5 inches (4.09 m). The initial 1939–1940 corvettes were powered by a four-cylinder vertical triple expansion engine powered by steam from two Scotch boilers turning one three-bladed propeller rated at 2,800 indicated horsepower (2,100 kW). The Scotch boilers were replaced with water-tube boilers in later 1939–1940 and 1940–1941 Programme ships. The corvettes had a maximum speed of 16 knots (30 km/h; 18 mph). This gave them a range of 3,450 nautical miles (6,390 km; 3,970 mi) at 12 knots (22 km/h; 14 mph).[5] The vessels were extremely wet.[6]

The Canadian Flower-class vessels were initially armed with a Mk IX BL 4-inch (102 mm) gun forward on a CP 1 mounting and carried 100 rounds per gun. The corvettes were also armed with a QF Vickers 2-pounder (40 mm, 1.6 in) gun on a bandstand aft, two single-mounted .303 Vickers machine guns or Browning 0.5-calibre machine guns for anti-aircraft defence and two twin-mounted .303 Lewis machine guns, usually sited on bridge wings.[3][5][7] For anti-submarine warfare, they mounted two depth charge throwers and initially carried 25 depth charges. The corvettes were designed with a Type 123 ASDIC sonar set installed. The Flower-class ships had a complement of 47 officers and ratings.[3] The Royal Canadian Navy initially ordered 54 corvettes in 1940 and these were fitted with Mark II Oropesa minesweeping gear used for destroying contact mines.[8] Part of the depth charge rails were made portable so the minesweeping gear could be utilised.[9]

Modifications

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In Canadian service the vessels were altered due to experience with the design's deficiencies. The galley was moved further back in the ship and the mess and sleeping quarters combined. A direction-finding set was installed and enlarged bilge keels were installed to reduce rolling.[10] After the first 35–40 corvettes had been constructed, the foremast was shifted aft of the bridge and the mainmast was eliminated. Corvettes were first fitted with basic SW-1 and SW-2 CQ surface warning radar, notable for their fishbone-like antenna and reputation for failure in poor weather or in the dark. The compass house was moved further aft and the open-type bridge was situated in front of it. The ASDIC hut was moved in front and to a lower position on the bridge. The improved Type 271 radar was placed aft, with some units receiving Type 291 radar for air search. The minesweeping gear, a feature of the first 54 corvettes, was removed.[11] Most Canadian Flower-class corvettes had their forecastles extended which improved crew accommodation and seakeeping. Furthermore, the sheer and flare of the bow was increased, which led to an enlarged bridge. This allowed for the installation of Oerlikon 20 mm (0.8 in) cannon, replacing the Browning and Vickers machine guns.[12] Some of the corvettes were rearmed with Hedgehog anti-submarine mortars.[13] The complements of the ships grew throughout the war rising from the initial 47 to as many as 104.[12]

Construction and career

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At the opening of the Second World War, the Canadian shipbuilding industry was incapable of building large, sophisticated warships. However, Canada required new large, advanced escort ships for national defence and sought to acquire Tribal-class destroyers for the Royal Canadian Navy. In a deal with the Royal Navy, Canada would construct ten Flower-class corvettes in exchange for two Tribal-class destroyers.[14] The vessel was ordered in January 1940[15] under the 1939–40 Flower class programme by the Royal Navy from Marine Industries Ltd. in Sorel, Quebec. Bittersweet was laid down on 17 April 1940 and launched on 12 September 1940.[16] As the ship was ordered by the British, the ship kept its flower name Bittersweet, the common name of the flowering vine solanum dulcamara. To prevent being icebound by the freeze-up of the St. Lawrence River, the incomplete Bittersweet was towed to Liverpool, Nova Scotia to finish construction.[16]

There were delays in the arrival of essential equipment for the British corvettes in Canada and some of them sailed without their main armament as they departed from Canadian dockyards as soon as they were fit for the Atlantic crossing. Due to a lack of ships and a surplus of manpower, the Royal Canadian Navy offered to crew the ships until mid-1941 when enough of the Canadian corvettes would become available.[17] Under this agreement, Bittersweet was commissioned directly into the Royal Canadian Navy on 23 January 1941 at Halifax, Nova Scotia.[16] Then in April 1941, the British Admiralty requested that Canada take over the ships permanently.[17] Bittersweet departed Halifax on 5 March as part of HX 113 to undergo more construction at yards on the River Tyne from 1 April to 6 June. After completion, the corvette worked up at Tobermory and departed for Newfoundland via Iceland on 27 June.[16]

Bittersweet was assigned to the Newfoundland Escort Force (NEF) upon arrival.[16] In September 1941, Bittersweet was assigned to Escort Group (EG) 22. EG 22 was escorting convoy HX 148 in September and were forced to make a large detour to avoid the German U-boat wolfpack "Markgraf".[18] She served as an ocean escort until December of that year. Beginning on 31 December, the corvette underwent its forecastle extension at Charleston, South Carolina, keeping the ship out of service until March 1942.[16]

In February 1942, the United States Navy began a withdrawal from escorting convoys and the remaining escorts were re-organized, with Bittersweet joining the EG A3 of the new Mid-Ocean Escort Force.[16][19] On 11 May EG A3 and the convoy they were escorting, ONS 93, was sighted by the U-boat wolfpack "Hecht". In the ensuing battle during the night of 11/12 May, the convoy lost seven ships comprising 36,284 GRT. The convoy suffered further attacks but no losses over the following days until contact was lost in bad weather.[20] On 15 August 1942, A3 was escorting convoy SC 95 when it was spotted by the wolfpack "Lohs". In the following attacks, the convoy lost two ships.[21] The following month, on 18 September, A3's convoy, SC 100, came under attack again by the wolfpack "Lohs". However, the convoy escapes only to find a new wolfpack, "Pfeil" was established along their route. The Germans kept contact sporadically with the convoy until 25 September. The convoy lost five ships, but spared greater losses due to the severe weather.[22]

The corvette was reassigned to EG C3 in January 1943. C3 and their convoy, ONS 163 are redirected around wolfpacks in February. However, in March, C3 and their convoy HX 229 are intercepted by the wolfpack "Raubgraf" and lose two ships. C3 then escorts three more convoys without issue, evading the wolfpacks placed in their paths.[23] Bittersweet left the group in October 1943 to undergo another refit, this time at Baltimore, Maryland which lasted until November. The corvette then sailed to Pictou, Nova Scotia to work up. Bittersweet then returned to convoy escort duties, sailing from Londonderry in October 1944 with convoy ON 262. That was to the last convoy the corvette sailed with. Upon arrival in Canada, Bittersweet went to Pictou for another refit.[16]

Bittersweet resumed duties her duties briefly with Halifax Force before transferring to Sydney Force. She remained with Sydney Force for the remainder of the war. Bittersweet was returned to the Royal Navy on 22 June 1945 at Aberdeen, Scotland. She was broken up at Charlestown, Fife in 1950.[16] For service in the Battle of the Atlantic, Bittersweet was awarded the battle honour "Atlantic 1941–45".[24]

Trans-Atlantic convoys escorted

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Convoy Escort Group Dates Notes
HX 140 22 July–2 August 1941[25] Newfoundland to Iceland
ON 4 11–18 August 1941[26] Iceland to Newfoundland
HX 148 7–10 September 1941[25] Newfoundland to Iceland
SC 45 21–30 September 1941[27] Newfoundland to Iceland
ON 21 5–11 October 1941[26] Iceland to Newfoundland
SC 50 19–31 October 1941[27] Newfoundland to Iceland
ON 32 6–14 November 1941[26] Iceland to Newfoundland
SC 56 24 November–6 December 1941[27] Newfoundland to Iceland
HX 178 3–6 March 1942[25] Newfoundland to Northern Ireland
ON 79 24 March–3 April 1942[26] Northern Ireland to Newfoundland
HX 185 MOEF group A3 18–26 April 1942[25] Newfoundland to Northern Ireland
ON 92 MOEF group A3 7–18 May 1942[26] Northern Ireland to Newfoundland
SC 85 MOEF group C4 31 May–2 June 1942[27] Newfoundland to Northern Ireland
ON 102 MOEF group A3 21–25 June 1942[26] Northern Ireland to Newfoundland
HX 196 MOEF group A3 2–10 July 1942[25] Newfoundland to Northern Ireland
ON 114 MOEF group A3 20–30 July 1942[26] Northern Ireland to Newfoundland
SC 95 MOEF group A3 8–18 August 1942[27] Newfoundland to Northern Ireland
ON 125 MOEF group A3 29 August–7 September 1942[26] Northern Ireland to Newfoundland
SC 100 MOEF group A3 16–28 September 1942[27] Newfoundland to Northern Ireland
ON 135 MOEF group A3 3–15 October 1942[26] Northern Ireland to Newfoundland
HX 212 MOEF group A3 5–14 January 1943[25] Newfoundland to Northern Ireland
ON 163 MOEF group C3 25 January–6 February 1943[26] Northern Ireland to Newfoundland
HX 226 MOEF group C3 14–23 February 1943[25] Newfoundland to Northern Ireland
ON 172 MOEF group C3 10–21 March 1943[26] Northern Ireland to Newfoundland
SC 124 MOEF group C3 28 March–8 April 1943[27] Newfoundland to Northern Ireland
ON 180 MOEF group C3 25 April–7 May 1943[26] Northern Ireland to Newfoundland
HX 238 MOEF group C3 13–21 May 1943[25] Newfoundland to Northern Ireland
ON 187 2–10 June 1943[26] Northern Ireland to Newfoundland
HX 244 20–29 June 1943[25] Newfoundland to Northern Ireland
ON 192 10–18 July 1943[26] Northern Ireland to Newfoundland
HX 249 29 July–5 August 1943[25] Newfoundland to Northern Ireland
ONS 16 21–29 August 1943[26] Northern Ireland to Newfoundland
SC 150 3–14 January 1944[27] Newfoundland to Northern Ireland
ONS 32 22 January–11 February 1944[26] Northern Ireland to Newfoundland
HX 279 17–28 February 1944[25] Newfoundland to Northern Ireland
ON 227 9–17 March 1944[26] Northern Ireland to Newfoundland
HX 284 26 March–5 April 1944[25] Newfoundland to Northern Ireland
ON 232 14–23 April 1944[26] Northern Ireland to Newfoundland
HX 289 3–13 May 1944[25] Newfoundland to Northern Ireland
ON 237 20–29 May 1944[26] Northern Ireland to Newfoundland
HX 294 9–19 June 1944[25] Newfoundland to Northern Ireland
ON 242 25 June–5 July 1944[26] Northern Ireland to Newfoundland
HX 299 16–23 July 1944[25] Newfoundland to Northern Ireland
ON 247 3–10 August 1944[26] Northern Ireland to Newfoundland
HX 304 23 August–1 September 1944[25] Newfoundland to Northern Ireland
ON 253 14–25 September 1944[26] Northern Ireland to Newfoundland
HX 311 3–12 October 1944[25] Newfoundland to Northern Ireland
ON 262 26 October–7 November 1944[26] Northern Ireland to Newfoundland
ON 298 WLEF 3–5 May 1945[26] Newfoundland to Halifax
ON 299 WLEF 9–10 May 1945[26] Newfoundland to Halifax
ON 300 WLEF 14–15 May 1945[26] Newfoundland to Halifax

Citations

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  1. ^ Fitzsimons 1978, pp. 1137–1142.
  2. ^ Jane's Fighting Ships of World War II, p. 68.
  3. ^ a b c Preston & Raven 1973, p. 1.
  4. ^ McKay & Harland 1993, p. 8.
  5. ^ a b Lynch 1981, p. 66.
  6. ^ McKay & Harland 1993, p. 11.
  7. ^ McKay & Harland 1993, p. 14.
  8. ^ McKay & Harland 1993, p. 12.
  9. ^ Preston & Raven 1973, pp. 3–4.
  10. ^ Preston & Raven 1973, p. 4.
  11. ^ Lynch 1981, p. 12.
  12. ^ a b Lynch 1981, pp. 10, 12.
  13. ^ Macpherson & Barrie 2002, p. 103.
  14. ^ Douglas, Sarty & Whitby 2002, p. 82.
  15. ^ Brown 2007, p. 52.
  16. ^ a b c d e f g h i Macpherson & Barrie 2002, p. 110.
  17. ^ a b Douglas, Sarty & Whitby 2002, pp. 153–154, 157.
  18. ^ Rohwer 2005, pp. 96–97.
  19. ^ Rohwer 2005, p. 145.
  20. ^ Rohwer 2005, p. 165.
  21. ^ Rohwer 2005, p. 188.
  22. ^ Rohwer 2005, p. 194.
  23. ^ Rohwer 2005, pp. 230, 238, 240, 247, 250.
  24. ^ Thomas 1998, p. 34.
  25. ^ a b c d e f g h i j k l m n o p q "HX convoys". Andrew Hague Convoy Database. Retrieved 19 June 2011.
  26. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z "ON convoys". Andrew Hague Convoy Database. Retrieved 19 June 2011.
  27. ^ a b c d e f g h "SC convoys". Andrew Hague Convoy Database. Retrieved 19 June 2011.

References

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  • Brown, David K. (2007). Atlantic Escorts Ships: Ships, Weapons & Tactics in World War II. Barnsley, UK: Seaforth Publishing. ISBN 978-1-84415-702-0.
  • Douglas, W.A.B.; Sarty, Roger & Whitby, Michael (2002). No Higher Purpose: The Official Operational History of the Royal Canadian Navy in the Second World War, 1939–1943 Volume II, Part I. St. Catharines, Ontario: Vanwell Publishing. ISBN 1-55125-061-6.
  • Fitzsimons, Bernard, ed. (1978). The Illustrated Encyclopedia of 20th Century Weapons & Warfare. Vol. 11. London: Phoebus. OCLC 8842839.
  • Jane's Fighting Ships of World War II. New Jersey: Random House. 1996. ISBN 0-517-67963-9.
  • Lynch, Thomas G. (1981). Canada's Flowers, History of the Corvettes of Canada. Halifax, Nova Scotia: Nimbus Publishing. ISBN 0-920852-15-7.
  • Macpherson, Ken & Barrie, Ron (2002). The Ships of Canada's Naval Forces 1910–2002 (Third ed.). St. Catharines, Ontario: Vanwell Publishing. ISBN 1-55125-072-1.
  • McKay, John & Harland, John (1993). Anatomy of the Ship: The Flower Class Corvette Agassiz. St. Catharines, Ontario: Vanwell Publishing. ISBN 1-55068-084-6.
  • Preston, Antony & Raven, Alan (1973). Flower Class Corvettes. Signal. London: Bivouac Books. ISBN 0-85680-004-X.
  • Rohwer, Jürgen (2005). Chronology of the War at Sea 1939–1945: The Naval History of World War Two (Revised & Expanded ed.). Annapolis, Maryland: Naval Institute Press. ISBN 1-59114-119-2.
  • Thomas, David A. (1998). Battles and Honours of the Royal Navy. Barnsley, UK: Leo Cooper. ISBN 085052-623-X.


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