A Submarines Reindeer

 

 

 

How did a British submarine during the Second World War gain an extra passenger during its operations in the Arctic Circle? The story of Pollyanna the reindeer is a tale of kindness, warmhearted and social embarrassment.

 

In 1941 HMS Trident a British submarine was operating in the Article Circle assisting the Russian Navy in attacking the German naval forces operating in that area which helped to ensure the Arctic convoys taking essential war supplies made it to the Northern Russian ports of Arkhangelsk and Murmansk. While at a dinner hosted by a prominent Russian Admiral, the Commander of Trident Geoffrey Sladen mentioned in conversation with the admiral that his wife was having trouble at home with pushing her baby’s pram around London due to the snow. In hearing the story the Russian commander sent a reindeer and a barrel of moss for feed to HMS Trident the next day explaining that the reindeer would help Sladen’s wife move her pram across the snow. The commander had no choice but to accept the present as it was seen as a gift between allies and would have been extremely rude to refuse.

 

With their new passenger, Pollyanna the reindeer, the crew soon adapted to make her as comfortable as possible.  It was thought that she would sleep either in the torpedo or food store but Pollyanna soon decided that under the captain’s bed was the best place to sleep. The barrel of moss that had been provided by the Russians soon ran out and Pollyanna instead feasted on the kitchen left overs, condensed milk and on one occasion a navigation chart. HMS Trident made its way back to England where the crew managed to squeeze Pollyanna out of the submarine as she had put on weight since arriving on board. The commander did not use Pollyanna to pull his baby’s pram over the snow but instead she was given a home in Regents Park Zoo, now London zoo. If there was ever a loud speaker or siren she would be seen to duck down, as if she was still on the submarine. Sadly Pollyanna died five years later in 1947 but weirdly her death was within a few weeks of HMS Trident being decommissioned and scrapped!

 

Sources

Information and picture taken from: BBC News, ‘Reindeers wartime submarine trip’ <http://news.bbc.co.uk/local/hampshire/hi/people_and_places/history/newsid_8386000/8386947.stm>

Information taken from: Culture24, ‘Russian reindeer given to British submarine crew during World War II’, <http://www.culture24.org.uk/history-and-heritage/military-history/first-world-war/art509685-russian-reindeer-given-to-british-submarine-crew-during-world-war-two-becomes-bbc-one-star>

 

Churchill’s Weird Idea!

 

Ice carrier

Ice carrier plans

The history of the Second World War is littered with weird and strange invention and ideas from the bat bomb, the Soviet anti-tank dog and the flying jeep. One of the most bizarre of these weapons was the ice fleet, literally ships including aircraft carriers made entirely of ice. Unfortunately this ice fleet was never put into action but the story of Project Habakkuk is an interesting one.

 

By 1942 the Battle of the Atlantic was becoming pivotal as German U boats attempted to starve Britain of supplies by destroying shipping between Britain and her main suppliers, the United States and Canada. Although aircraft could partly cover the convoys, their fuel range was limited as so there was an air gap between Greenland and Iceland where the U boats could hunt without harassment from Allied aircraft. Geoffrey Pyke had considered how a floating iceberg could be created to support a run way. In the knowledge that ice was weak and could shatter Pyke added wood pulp to the water before freezing which created pykrete a strong durable material. The material was first brought to Churchill’s attention when Lord Louis Mountbatten dropped a chunk of this pykrete between Churchill’s legs while he was in the bath which amazing did not melt in the warm water. It was believed that a ship made of this pykrete would be stronger than steel and could be self-healing as any holes could quickly be patched up with freezing water.

 

Churchill quickly became enchanted with the project and hoped for an entire fleet, with ice carriers being deployed of the coast of France and the Indian Ocean, each one measuring 2,000 feet long, 300 feet wide and walls forty feet thick which would have made them the largest floating structures ever built. Each carrier was planned to carry 300 aircraft including spitfires and hurricanes which were not folding wing aircraft.  The next step was for a small scale model to be built on Patricia Lake in Canada in 1943. The model was 60 feet long and 30 feet wide and was kept frozen by a 1 horsepower motor. It was soon found that an extensive series of pipes to run coolant would be needed to keep the pykrete frozen, but ultimately the scale model remained frozen and afloat. Costs for the project although soon spiralled and the amount of materials which would be needed for just one ship would be immense. Churchill soon doubted the projects future as costs spiralled higher and higher, far greater than Britain could not afford.

 

By 1944 the project to build an ice fleet was cancelled. The battle of the Atlantic had been won as American mass produced aircraft and ships took to the battle and the air pocket was closed with aircraft which had a further range. Other projects such as the Manhattan project were inevitable to take the lion’s share of funding from the British and American Governments. Although this project was not carried out it is a demonstration of how during the dark periods of the Second World War governments and armies invested in unconventional ideas in an attempt to gain the advantage over their enemy.

 

Information and pictures taken from: I09, ‘Winston Churchill’s plan to fight Nazis with massive aircraft carriers made from ice’, <http://io9.gizmodo.com/5985335/winston-churchills-plan-to-fight-nazis-with-massive-aircraft-carriers-made-from-ice>

Is a Steam Powered Submarine a Good Idea?

 

Firstly I must apologise to steampunk fans for destroying their image of a steam powered submarine as history shows that using a steam engine to power a submarine is not a particularly good idea and indeed the Royal Navy’s attempt to introduce them is tragically laughable. In 1915 the K class steam power submarines were ordered for the Royal Navy as they were in need of a fast submarine that could serve as reconnaissance vessel for the fleet which the current diesel engines could not keep up with.

 

Submarines before nuclear power usually operated by using a diesel engine while they were above the surface as those engines needed air and an exhaust to work. While they were above the water the engine as well as powering the usual equipment would also recharge electric batteries which were used when the submarine submerged. The K class submarine, although it did have a diesel engine it was equipped with two steam turbines and four electric motors. Of course for steam engines the submarine needed funnels which were designed to retract when the submarine prepared to dive and the furnaces which heated the boilers would dampened and cooled. The submarines were 338 feet long, weighing 2,500 tons, about the same size as a destroyer and on the surface they could achieve a speed of 24 notes, a speed not equalled by a submarine until the 1960’s. Below the surface however they were much slower as the battery powered electric motors could not propel such a large submarine at any great speed.

 

So what was the problem? Well frankly a steam engine on a submarine was just a bad idea. When an enemy vessel was spotted it would take 4 mins, at best, to retract the funnels which would leave plenty of time for the enemy vessel to spot the submarine and swing into action. Submarines throughout history also have the inherent problem of heat due to the close proximity of the crew to each other and the engines which means that they can get very hot and stuffy. It must have been a hellish existence for the stokers on-board who in the confined space of the boiler room had to keep the huge furnaces burning. Although they were dampened to try and reduce some of the heat before submerging the boilers room became uninhabitable due to the heat and smoke which must made of made the entire submarine an insufferable hot and claustrophobic environment.

 

The submarines were also difficult to control when submerging as K-3 discovered in May 1916 when during a test dive she buried her bow into the bottom as she did not respond to the helm or the diving planes. Other problems included gas leaks, explosions, boiler fires, hydraulic failures … essential everything that could have gone wrong, did. K-2 caught fire, K-4 ran aground, K-15 sank during trials, k-7 was depth charged by a Royal Navy destroyer while K-1 collided with K-4 on a training exercise. K-14’S steering gear jammed on a Flotilla manure which lead K-22 to collide into her as she crossed her path. The situation was made worse when a battle cruiser who could not steer out of the way in time crashed into the bow of K-22. Amazing after all of these disasters the Admiralty stuck the K class program after WW1!  Unsurprisingly the disasters continued… in 1921 K-21 sank when moored up after a valve failed, while K-22 submerged with its funnels open which lead to the inevitable. The last k class submarine to be built, K-26, scalded two stokers to death when a faulty steam valve popped during a trial. In total 17 K class submarines were launched, but by the late 1920’s most had been scrapped or destroyed, K-26 was the last to be scrapped in 1931.

 

It is clear that the K class steam powered submarine was an entire failure. They were badly designed and with the added trouble of the steam engines made these machines dangerous and a horror to crew which surely deserve the nickname they were given, the ‘kalamity class’. Although it is slightly comical to see how badly these submarines performed we must remember that they were manned by volunteers of the Royal Navy. As well as the horrendous conditions on board made much worse by the furnaces the crews took a dark view of their situation, expecting their to be an accident at some point. This feeling of foreboding and fear led the crews of these submarines to name themselves, the ‘Suicide Club’. It is surely justified that these men receive their due respect and admiration for manning these death traps with such dedication and bravery as we reach the many centenaries of the First World War.

 

Information and pictures taken from, War is Boring, ‘His Majesty’s Scary Steam Subs’, <https://warisboring.com/his-majesty-s-scary-steam-subs-85ea39627498#.oskn4pn1r>

 

Information and pictures taken from, Diesel Punks, ‘Steam Subs’, <http://www.dieselpunks.org/profiles/blogs/steam-subs>

The Tragedy of the Vasa

Vasa

Vasa

Vasa model

Vasa Deck

Vasa Cannon

 

 

The Vasa built in 1628 was set to join the powerful Swedish Navy that was intended to help build the great Swedish Empire around the Baltic sea which grew during the 17^th and 18^th century. The Vasa was set to be the most powerful war ship afloat armed with 64 cannons and one of the most ornate. It maiden vogue was however to end in disaster travelling the astonishing little distance of 1,300 meters, less than one nautical mile.

 

So how did this powerful vessel sink so quickly after being launched? In part it was down to human error on the day while a huge part of the disaster was down to the vessels design. On the 10^th of August 1628 the Vasa was set to leave Stockholm harbour, with large crowds lining the quay side, with the water teeming with smaller boats carrying more spectators. Once the Vasa was launched and caught a current it set its sails and a gun salute was fired. A small breeze caught the sails and the ship heeled to port and very slowly recovered, but then a strong gust pushed the ship so far over on its port side that water poured in through the open gun ports. This spelled disaster as it began to sink and within a few minutes the Vasa was on the sea bed at a depth of only 32 meters with the masts above the surface providing which served as something for the survivors to cling on to. As the Vasa had sunk while still in the harbour which meant the small ships which had converged to watch were quick to pick up survivors, while some survivors swam ashore. Thirty people were drowned on board which was a remarkable low number due to the speed of the sinking and that most of the crew had brought their families on board. So what had gone wrong? The ship was designed to have a small amount of hull bellow the waterline which may have made the vessel faster it meant the Vasa was top heavy and so it was inevitable that a small breeze could dangerously heel the ship. Normally if this happened the ship would be ship could be adapted and modified to make it more stable but the Vasa did not have the opportunity.

 

As well as being the World’s only preserved 17^th century ship it is one of the most beautiful with some exquisite art works including several hundred sculptures, approximately 700! The Vasa was also ornately painted with strong colours from red, blue and yellow with gold leaf and served as a strong statement of Sweden’s naval presence. Tragically the Vasa is now suffering a second death.  In the 333 years the Vada lay at the bottom of the Stockholm harbour the ship was heavily polluted with toxic chemicals which in the cold dark water slowed the decaying process but now out of the water the ship is decaying. The preservation staff ensure the museum is kept at a temperature between 18- 20 ^oC and the humidity at 53%. Although these methods will slow the deterioration like any preserved artefact it will not last forever and so I would encourage all to experience such a tangible artefact from history.

 

 

Information taken from, The Vasa Museum available at, <http://www.vasamuseet.se/en>

More information at, Amusing planet, ‘Vasa: A 17^th century warship that sank’, <http://www.amusingplanet.com/2015/01/vasa-17th-century-warship-that-sank-was.html>

For further information about the history, preservation and the location of the museum which houses the Vasa visit their website, http://www.vasamuseet.se/en

 

The Women Who Ruled the Waves

Ching Shih

Anne Bonny

Chinese- Junk Ship

 

When considering the world’s pirates past we often think of the famous male captains such as Black Beard, Captain Kidd and Black Bart. Few however consider the rise and fortune of the female pirate who became prominent leaders and figures in a male centric world and whose names rightly belong in the mythological and admired history of piracy

 

Ching Shih was born in the Guangdong province of China in 1775 and her life as a young woman began at a low point as soon found employment as a prostitute on board a floating brothel in Canton. It was here in 1801 that she caught the eye of the Pirate Zheng Yi who commanded a fleet nicknamed the Red Flag Feet. It is unsure how they came together but whether Zheng Yi asked her to marry him or the more romantic suggestion that he sent his men to raid the brothel to bring Ching to him, either way they soon were both running the Red Fleet together. The fleet grew from 200 ships to around 1,800 forming a large and powerful pirate coalition. In 1807 after only 6 years of marriage Ching Shih’s husband past away leaving the Red Flag Fleet manned by around 50, 000 – 70, 000 pirates. With the support of her adopted son who was second in command Ching took command. Ching was a strict pirate lord who created a sort of government where her pirates were protected by laws and had to pay taxes. Ching set strict rules regarding the treatment of prisoners, however female captives who were considered ‘ugly’ were released which must have been a blessing and rather hurtful. The fleet was ran with an iron fist, deserters for instance would be hunted down and once captured their ears would be cut off. Any who resisted Ching would have their feet nailed to the deck of her ship and were then beaten. The Red Fleets power even extended their power over some coastal village which they imposed levies and taxis, while British Chines and Portuguese ships were all victim to her powerful fleet. Ching Shih’s fleet became such a force that in 1810 the Chinse government offered an amnesty to Ching and all her pirated which they duly accepted.

 

On the other side of the world during the 18^th century another woman was rising to prominence among the piratical world. Anne Bonny was born in, well historians are unsure but they have estimated it was around 1697 in Ireland. In her early childhood Bonny’s parents moved to the new world settling in Charleston South Carolina. When she was sixteen years old Bonny fell in love with the small time pirate, James bonny who she married against her father’s wishes. James Bonny could not keep up with Anne’s expensive tastes and turned to informing on pirates which upset Anne greatly as she had made many pirate friends. With the help of her close friend Pierre who was also a celebrated friend of Dorothy, Anne escaped to Calico Rackam a romantic pirate captain. Although Calico Jack was a small time pirate who was not particularly successful he knew how to spend the money he had which was to the delight of Anne. After Anne Bonny was found to be pregnant Rackam left Anne in Cuba to have the baby. Little is known what happened to this first child but she soon returned to Rackam and his ship where she met Mary Read. There is debate about the relationship between Anne and Mary as some claim they were in a romantic relationship but in any case they were captured in October 1720 by the Royal Navy and taken to Port Royal for trial. The trail became rather a sensation due to both of the women’s past who had escaped the traditional roles for women during their time. All who were captured were found guilty of piracy and sentenced to death, with Anne and Mary only escaping the hang man’s noose by claiming they were pregnant. Mary died in her prison cell from fever but Anne’s future remains a mystery. Some believe that her farther managed to pay her ransom and brought her back to his home in Charles Town and it is believed that she gave birth to Rackham’s child and then after remarrying had a further 8 children! Both Anne Bonny and Ching Shih both however demonstrated the role women played in the pirate world and how outsides the restrains of ordinary society they could flourish into leading figures and women who changed everything for success.

 

Information and pictures taken from, Ancient Origins: <http://www.ancient-origins.net/history-famous-people/ching-shih-prostitute-pirate-lord-002582>  & The Way of the Pirates: <http://www.thewayofthepirates.com/famous-pirates/anne-bonny/>

 

A Pirates Bed Time

Captain Bartholomew Roberts (Black Bart)

Captain Edward Teach (Black Beard)

 

A pirate ships is often imagined to be a truly unruly place, crewed by drunken and unruly men headed by a blood thirsty captain who was surrounded by his plunder and empty rum bottles. Although pirates could still be a rather violent forces who plagued the rich trade routes of the world throughout the history, they were governed by strict and prudish rules.

 

Possibly one of the best sources which provide us an insight in the laws of the pirate ship come from Bartholomew Roberts, otherwise known as Black Bart (1682- 1722) ship the Royal Fortune. Black Bart first rule was that every man would have “an equal vote in affairs of the moment. [And] He shall have equal title to the fresh provisions or strong liquors at any time seized.” Essentially this made the ship a democracy in which each man could have his say and then when available all would share in the provisions on board instead of say the captain lion taking the lions share.

Another rather surprising rule said that, “None shall game for money, either with dice or cards” while another stated that “The lights shall be put out at eight at night” and finally “No boy or woman shall be allowed [on board]. If any man shall be found seducing one of the latter sex and carrying her to sea in disguise, he shall suffer death.” These rules portray an entirely different view upon the pirate crew who its appears could not gamble, were in bed early and if they smuggled on board their wife, girlfriend or favourite prostitute then they would be put to death! Rather interesting Black Bart made provision for his wounded comrades stating that “Every man who shall become a cripple or lose a limb in the service shall gave eight hundred pieces of eight” which provided his men with an insurance scheme in the advent of injury.

 

Other pirate’s codes were equal as surprising and liberal which overturn our previous thoughts of this band of cut throats. Black Beard, perhaps one of the most well-known pirates in history had rules which included that, “If at any time you meet with a prudent Woman, that Man that offers to meddle with her, without her consent, shall suffer present Death.” Essential the men were restrained ‘in their appetites’ or at least from them taking what they wanted.

These pirated code drastically challenge our preconceptions on pirate life as the portray a life of routine, discipline and order which perhaps in one way can explain their success in becoming true menses of the sea.

 

Mark Mancini, ‘11 Rules From an Actual Pirate Code’, <http://mentalfloss.com/article/58900/11-rules-actual-pirate-code>

‘A Pirate’s code of conduct’, <http://www.blackbeardlives.com/day3/code.shtml>

 

Pictures taken from, The Daily mail: < http://www.dailymail.co.uk/femail/article-457724/The-Real-Jack-Sparrow-He-eaten-Johnny-Depp-breakfast.html> & above top secrets: < http://www.abovetopsecret.com/forum/thread1054599/pg1>

Clear for Action!

In the times of the Jolly Jack Tar  the men who manned the mighty ships of the line and the agile frigates of Nelsons Navy, there are many aspects of a life at sea which have been rather overlooked. The food the men ate and how a ship prepared for battle were both vital aspects to a life on a Royal Navy warship but involved some bizarre things.

 

An ordinary sailor’s diet was at best, boring, with each meal revolving around salted meats, dried peas, cheese, butter and ships biscuits. Although the salted meat was put in water to try and remove some of the salt it remained incredibly so. The meat remained so salty that officers on watch around meal times had to watch the sides of the ship as the men often tied rope to the meat and threw it over board in an attempt to get some of the brine off. The meat was often so tough that sailors could carve it into fancy things like ornate boxes and keepsakes which shows just how tough this meat was. Officers meanwhile had a more varied diet which included more meats and preserves, however along with their uniforms they had to pay for these luxuries themselves. Although the Royal Navy boosted of the rations they provided, shortages on board often occurred which lead to the cutting of ration and in some the cases men turned to other sources of food. Rats were a major problem aboard but one solution to the infestation was to eat these pesky vermin. Lieutenant James Gardner on board the HMS Brunswick in 1802 described how the ship was full of rats and so after capturing some they were baked into a pie with some pork. Officers eating rats was only done in desperation or experimentation but it did happen and could provide some extra protein and variety to sailors diet.

 

When an enemy vessel was sighted the crew would fly into action in order to prepare their ship for battle. Hammocks and provisions had to be stored, guns and ammunition prepared and the men had to get to their post. It was not uncommon for Royal Navy ships at this time to have live animals on the decks which provide fresh eggs, milk and meat. Most of these animals were privately owned by officers and the Captain who could enjoy the fresh produce. During preparations for battle these animals unless stowed below decks were meant to be lowered into the small boats which were towed behind the warship. However time was everything, the deck had to be cleared ready for battle to allow free movement and so if the animals were not stored in time, they were simply thrown into the sea to fend for themselves. Any left of deck would be at the mercy of cannon and musket balls flying across the deck and they are vivid description of animals being hit by cannon balls during battle. Other items which needed to be removed were the partitions which made up the officers’ quarters and the officer’s sea chests which contained all their possessions which were meant to be removed to the hold (the bottom of the ship) or to be placed in the boats toed behind to ensure they were not smashed apart which would spray deadly splinters across the deck. Again if there was not time to remove the sea chests and furniture then they would be thrown overboard, which must have been very dishearten for the officers who after a savage and exhausting battle may return to mess to find all of his possessions had been thrown overboard and lost forever.

 

 

Source

Roy & Lesley Adkins, Jack Tar The Extraordinary Lives of Ordinary Seamen in Nelson’s Navy (London: Little, Brown Book Group, 2008)

Picture taken from,  http://www.ship-paintings.com/ship-paintings/hms_victory.htm

& from the Royal Museums Greenwich: http://collections.rmg.co.uk/