WesWorld

Erprobungsstätte Lipetsk, Wednesday, 13 June 1945

The deafening roar from the test chamber ceased as fuel flow was cut to the unit under test. The engineers in their white laboratory coats removed their hearing protection and began to check and double check the data obtained from the thrust gauges. While the BMW engine had been thoroughly tested in Eisenach Academician Lavochkin had insisted on a test before marrying the engine to the fuselage of their prototype.

“The engine attained a thrust of 1,325 kilograms,” reported the chief engineer. “One hundred and one percent of nominal”.

“Da,” replied Lavochkin, “that is good. I am not certain that it will be good enough however.”


Kieler Nachrichten, Thursday, 14 June 1945

The battleships Hindenburg and Mackensen have completed their current refit and have embarked upon their trials in the Baltic.


Emder Zeitung, Friday, 15 June 1945

The fleet tender Curt von François has completed its post-conversion working up and has taken up her duties with the First Base Support Group of the Expeditionsverband at Flensburg.

Quoted from "BruceDuncan"

The fleet tender Curt von François ...

I foresee that the crew will nickname the ship "Tender Frenchie."

;)

Quoted from "Brockpaine"

Quoted from "BruceDuncan"

The fleet tender Curt von François ...

I foresee that the crew will nickname the ship "Tender Frenchie."

;)

Hmm. Given the biography of the namesake that would be unfortunate.

The Versorgungsverband (Supply and Service Force) of the Kriegsmarine is among the service’s most recent creations. It is intended to carry afloat the fuel and supplies necessary to maintain the fleet at sea; for this reason it has specialist replenishment ships, tankers and store carriers. Yet even these vessels cannot meet a fleet’s needs without further support, whether from merchantmen to carry supplies forward to where the fleet is operating or to arrange the supply of material at some friendly port when ships of the Kriegsmarine call. These services, and many more, are performed by the Etappendienst, a special section of the Admiralty Staff, whose world-wide activities are often overlooked.

Background

The development of the Kaiserliche Marine as a major naval force in the later portion of the Nineteenth Century was greatly constrained by Germany’s lack of coaling stations abroad; even with the acquisition of colonies in some parts of Africa and the Pacific basin the nation’s interests demanded a naval presence in areas devoid of forward operating bases. Working with commercial firms, such as the Hamburg-Amerika and Norddeutsche Lloyd steamship lines, the overseas squadrons of the Kaiserliche Marine were able to obtain, on an ad hoc basis, the coal and other supplies needed to conduct their operations abroad.

The difficulties encountered by Admiral Rozhestvensky and the Second Pacific Squadron of the Imperial Russian Navy on its fateful voyage in 1904/05 convinced the Kaiserliche Marine that half-measures and ad hoc arrangements were not to be relied upon in a crisis. In consultation with the Foreign Ministry naval staff officers were stationed in key German embassies in the Americas and the Far East; these officers would coordinate the provision of supplies for ships of the Kaiserliche Marine, in concert with local German consuls and commercial firms.

Communications

Before the Great War the navies of the world were far more dependent upon the telegraph than they are today. As many of the commercial cable companies of the world were under the control of Germany’s potential enemies this put communication with naval forces abroad at risk. While German-owned cables could be used in some cases, it was the development of wireless telegraphy that offered the means to circumvent the possible loss of contact between the Admiralty in Berlin and its squadrons around the world. The Telefunken firm, which pioneered international wireless telegraphy, made its technical resources available and together with consular and naval authorities worked out a system of wireless telegraphy communication that would stand the test of the Great War. From 1911 this system was brought together with the nascent supply system create the Etappendienst as it is today.

The Stress of War

The nature of the naval conflict during the Great War was not in accordance with the expectations of the Kaiserliche Marine. Once the ships of Admiral von Spee’s Ostasiatische Kreuzergeschwader had been hunted down the U-boat arm became the primary means of carrying the war to the Allies. The ability of the Etappendienst to support the U-boats was extremely limited; a few supply ships made the dangerous voyage from Iberian ports to rendezvous with U-boats at sea, and the risks of interception by Allied naval forces ended such ventures in late 1916. Those surface raiders that sailed broke through the blockade of the North Sea led a solitary life, subsisting on coal and other supplies taken from their many prizes.

The communications aspect of the Etappendienst proved vital though, as it was only by wireless telegraphy that German diplomats abroad could maintain contact with the Foreign Office in Berlin, lest their cables be blocked by the Allies. Even when the telegraphic networks of neutral nations were available it was often preferable to entrust messages to wireless means. Unfortunately, as many post-war revelations were to show, such precautions were insufficient to protect Germany’s overseas communications from Allied interception, much to the nation’s detriment and eventual defeat.

The Modern Etappendienst

In the latter part of the 1930s, as the Kriegsmarine began to rebuild its strength, the Etappendienst again became an important part of the naval logistic support system. Supply officers were again posted abroad as naval attaches, with the mission of arranging, through consular and commercial contacts, supplies for German vessels as they made port calls on an ever-increasing basis. In contrast however, the Etappendienst of the post-war period was not called upon to support the communications needs of the Foreign Office. The latter, learning of the compromised communications that had plagued its wartime activities, took overseas communications into its own hands, developing its own codes and ciphers to meet its particular needs.

With the gradual development of the Versorgungsverband the role of the Etappendienst expanded. They were called upon to assemble supplies, principally bunker fuel oil, for transport by German-flag merchant vessels that would be transferred at sea to the Kriegsmarine’s regular supply ships. The first major test of the system was effected during the exercise Rösselsprung in the spring of 1941. Though generally successful, several important lessons were drawn from this operation, including:

* That is was necessary to stockpile, in cooperation with German commercial firms abroad, fuel stores that could be drawn upon as necessary to support the demands of deployed units

* That communications between ships employed by the Etappendienst and regular units of the Kriegsmarine required improvement

These lessons have since led to the adoption of standing agreements with German commercial firms operating strategic ports whereby the firms agree to maintain fuel and other consumable stores at pre-determined levels in return for annual subventions. Of course, such stocks would only fulfil in part the needs of a squadron requiring resupply, but they are sufficient to assure that its needs might be met with a minimum of delay. Likewise, the Kriegsmarine has adopted a program to subsidise the installation of more powerful wireless equipment on many the vessels of the Handelsmarine, and many of the wireless officers employed on German merchant vessels now hold reserve commissions.

The improved arrangements were tested during exercise Frühlingswind in 1943, and were found more than adequate to support the much-enlarged fleet train of the Versorgungsverband. The Etappendienst was also called upon to support the response to the emergency occasioned by last year’s San Luis earthquake, where its services were called upon to provide emergency stocks of aviation fuel for the airlift of supplies ferried from Germany to the disaster zone.

The System in Operation

The recent deployment of the First Cruiser Squadron to the Far East may be taken as an example of the manner in which the Etappendienst provides support to the Kriegsmarine abroad. When Admiral Langsdorff’s ships arrived in Guanabara Bay, Brazil, they found adequate preparation made for their needs – water, provisions and perishable stores had been contracted for and were available once clearances had been obtained from their Brazilian hosts. The commercial tanker Parnassos, which had taken on a load of bunker fuel in Trinidad, made rendezvous to refill the tanks of the squadron’s own replenishment ship before Admiral Langsdorff departed for Chile. At Panama the squadron took on fuel and supplies from other German merchantmen. When the squadron called in Hawaii, it was met by barges chartered from local firms by the resident Etappendienst officer. The extended deployment of the First Cruiser Squadron will no doubt call forth additional efforts in the part of the Etappendienst.

Inspection Ship Roter Löwe, 59 dgs 17 min North, 53 dgs 6 min West, Saturday, 16 June 1945

Fregattenkapitän Richard Zapp watched from the bridge wing as his crew tended to the preparation of the sounding balloon that would soon take a radiosonde aloft to make the morning’s high-altitude weather observations. The aerographer and his mate had already measured the surface weather conditions and transmitted them to Wilhelmshaven; they would do so with the stream of high-altitude weather data when it was collected. So had it been for the last two days; so Zapp expected the next several weeks to be.

At his current station, half-way between Labrador and the west coast of Greenland he expected that his crew would have to dodge many icebergs; thus far they had seen but two. Zapp suspected that the West Greenland Current had not yet warmed the northern waters sufficiently to calve many bergs from the ice pack. Nevertheless he had ordered a round-the-clock Seetakt watch kept in the event that one might appear in the night.


Base Support Ship Moon-sund, Emden, Sunday, 17 June 1945

Kapitän zur See Johannes Liebe had brought the Moon-sund down from Flensburg a day previously pursuant to his orders to prepare her for sea. The Delphin and Tümmler had also made the voyage, and now all three ships took on long strings of pontoon – the landing ships now had a long string of the metal boxes lashed to each side while the foredeck of the Moon-sund was stacked with dozens more; crews would load additional pontoons onto the afterdeck once the last of the other necessary cargo was safely stowed below.


Oberösterreichische Rundschau, Monday, 18 June 1945

There is considerable speculation over the question of who shall succeed the retiring Otto Gessler as Defence Minister. It would appear that there is a division of opinion within the leadership of the Free Democrats as to who should be selected; among the names rumoured are Theodor Blank and Kai-Uwe von Hassel – both are rather junior members of the Reichstag, and both have served in the armed forces – Herr Blank in the Heer and Herr von Hassel in the Kriegsmarine. The selection of either would signal the turnover of significant leadership positions in the party to a new generation.

Berliner Abendpost, Tuesday, 19 June 1945

It is reported that the Defence Ministry has requested funding for one prototype example of the proposed Heinkel P.1068 bomber aircraft. It is not clear at this time whether this proposal will be approved or not.


Base Support Ship Moon-sund, Emden, Wednesday, 20 June 1945

With the amphibious ships Delphin and Tümmler in her wake the Moon-sund led the small task group to sea, carefully threading the channel that led to the open ocean. Kapitän zur See Johannes Liebe smiled – the weather was fine, the ship was handling well despite her deck cargo, and he now knew his mission – to conduct a demonstration exercise with the Iberian Navy; the Moon-sund and her consorts were bound for Cadiz. At a comfortable speed it would take more than a week, but it was good to be free of the land.

“Come to course two-five-zero,” Liebe ordered, and they shaped a course for the entrance to the English Channel.


Die Rheinpfalz, Thursday, 21 June 1945

Krakow (Poland), Friday, 22 June 1945

The latest packet of reports from his agent Manninger left Jan Pajak deep in thought. From Breslau Manninger advised that he had met a kindred spirit; a female employee of the German Defence Ministry of mixed German-Polish ancestry. He felt that she could be developed as a very worthwhile source of information. How would Pajak have him proceed?

Pajak preferred to keep his agents at arms-length from one another, so the discovery of one might not lead to the unmasking of others; yet the prospect of gaining another high quality agent was not to be passed over lightly – particularly given the valuable nuggets of information Manninger had already been able extract from her. He decided to ask to meet this agent face to face and proposed that she visit the city of Katowice, on the German border; he would make his final decision thereafter.


Braunschweiger Zeitung, Saturday, 23 June 1945




Berliner Tageblatt, Sunday, 24 June 1945

The recent formation of the Working Group for Sea Transport and Naval History (Arbeitskreis für Schiffahrts und Marinegeschichte) can be seen as a major step forward in documenting Germany’s long history of involvement in maritime affairs. Several founder groups – in Berlin, Dortmund, Hamburg, Rostock, Lübeck and Bremen – have already pooled their efforts to carry our research on the national maritime history and regional maritime specialties, creation of bibliographies of documents and other published works, funding of research projects, publication of papers and other works and the carrying-out of scientific colloquia.

Base Support Ship Moon-sund, 45 dgs 18 min North, 8 dgs 28 min West, Monday, 25 June 1945

The voyage down the English Channel and out into the Bay of Biscay had been uneventful if tedious due to the need to avoid the heavy traffic of merchantmen – those going up Channel, and down Channel, as well as the busy cross-Channel traffic between French and British ports. Since passing Ushant these encounters been reduced; thus it was a surprise that in the late afternoon Kapitän Liebe received a call to the bridge.

Henke, the executive officer, spoke. “Herr Kapitän, a warship approaching. The lookouts have identified her as Iberian.”

Liebe picked up his binoculars and checked for himself. A small vessel with a triple-turret forward. “An Iberian gunboat” he thought. “I would not be too surprised.” He noticed that a signal light had begun flashing from the Iberian vessel, and heard the clack of this own answering in response. Henke walked to the bridge wing to check with the signalman, returning a moment later.

“The Iberian sloop C-31, Sarmiento, Commander,” Herr Kapitän. “Commander Sarmiento sends his compliments; he has been sent to escort us to our destination.”

Liebe nodded. “My compliments to Commander Sarmiento; Please extend our thanks and prepare to render honours when he closes.”


Deutsche Presse-Agentur, Tuesday, 26 June 1945

Theodor Blank has been selected to fill the office of Defence Minister in succession to Otto Gessler. Herr Blank will take up his duties July first.


Lübecker Nachrichten, Wednesday, 27 June 1945

Quoted from "BruceDuncan"

Deutsche Presse-Agentur, Tuesday, 26 June 1945

Theodor Blank has been selected to fill the office of Defence Minister in succession to Otto Gessler. Herr Blank will take up his duties July first.

Sounds like the Heer should be happy.

Base Support Ship Moon-sund, Cadiz, Iberia, Thursday, 28 June 1945

Off the Puntal de San Felipe the Moon-sund and her consorts, with their escorting sloop, had taken on pilots to conn the ships to their final destination. Kapitän Liebe reflected on the historic waters he was traversing. How many galleons had sailed from this port to the Indies, to return laden with treasure? Here Drake had singed the King of Spain’s beard; from this port Villeneuve and Gravina had sailed to their fateful rendezvous at Trafalgar. The modern port bustled with merchantmen and the powerful battleships of his hosts, the Iberian Navy. The pilots brought the German squadron into the Lower Bay and an anchorage off the Punta de las Cabezuelas. Now began the formal rounds of visits and exchanges, to be followed, no doubt, with many meetings regarding the exercise that was their primary purpose for being here.


Inspection Ship Goldener Löwe, 70 dgs 30 min North, 5 dgs 21 min West, Friday, 29 June 1945

The Nordish fishing trawler Karmoy had reported an emergency the night before, and the Goldener Löwe had responded. Fregattenkapitän Herbert Wohlfarth made rendezvous shortly after dawn and by loud-hailer learned that the Karmoy had a sick crewman in need of immediate medical attention. The medical officer sent over with the boat party had discovered that the seaman was suffering from acute appendicitis, and required immediate surgery.

So Wohlfarth had held the Goldener Löwe in close proximity to the trawler as the latter tried to keep itself steady in the ocean’s ebb and flow. Thankfully the sea was relatively calm, and after two hours the medical officer reported success; the seaman’s appendix had been removed before it burst. The Karmoy would make landfall at Jan Mayen where better medical facilities were available.

Wohlfarth completed his logbook entry for the incident and looked upon it as a welcome relief from what was becoming routine.


Hamburger Abendblatt, Saturday, 30 June 1945

The minesweepers Fuschlsee and Wolfgangsee have completed their working-up and have taken up their duties with the Sixth Minesweeping Flotilla of the Expeditionsverband at Flensburg.

The Wehrgedanken des Auslands staff looks at recent naval progress in the Kingdom of Nordmark.

The Royal Nordish Navy faces numerous challenges – some operational, imposed by the requirements to defend far-flung possessions; others stem from the nature of its past procurement policies, which have led to periodic issues of bloc obsolescence in the fleet’s materiel. Past Governments have sought to address these and other issues in a variety of ways, with differing results; however, the present Government has adopted a policy that will change the face of the Royal Nordish Navy in substantial degree, and it is worthwhile to consider the latest developments there as they relate to general progress elsewhere.

Capital Ships

The Nordish battle fleet comprises but five battleships and three battlecruisers, and suffers from growing obsolescence. The battleships consist of the three vessels of the Oscar II class, built in the early 1930s, the two ships of the Odin class, originally constructed in 1924 and refitted in the late 1930s. The battlecruisers comprise the two refitted vessels of the Dristigheten class, which though modernised in 1937 date from before the Great War and the modern Gota Lejon II, completed in 1942.

The vessels of the Oscar II class are very economical vessels, with powerful main batteries and are well defended against aircraft threats. However, their fire control and electronic suites are now well out of date and require modernisation. The two vessels of the Odin class, though equipped with a decent antiaircraft outfit during their refit in the mid-1930s, suffer from the same issue. Compared with other European navies the Nordish fleet has failed to keep pace with the electronics revolution.

The Manligheten and Tapperheten, survivors of the three-ship Dristigheten class, show their age. Compared with modern vessels of the type they are slow, though equipped with very powerful main batteries and, after refit, quite capable antiaircraft defences. However, they too suffer from a lack of modern electronics.

The battlecruiser Gota Lejon, laid down in 1940, heralded a sea-change in the Nordish approach to capital ships – fast, well-armed with nine 30.5cm main guns and a powerful secondary battery of 13cm dual purpose guns – she appeared to be the lead-ship of a class intended to escort Nordmark’s growing force of aircraft carriers. (See Note 1 below). Unfortunately, this putative class has fallen victim to changing requirements. She remains the sole ship of her class, and the recent concentration of Nordish construction in other areas suggests that she will remain so.

Aircraft Carriers

Following the sale of the aircraft carrier Gåssen to the Kriegsmarine, the Royal Nordish Navy presently comprises five operational aircraft carriers plus the aviation training vessel Gärdsmyg. This force comprises the two ships of the Orn class, laid down in 1931, the Hok, laid down in 1937 and the two ships of the Gam class which date from 1940.

At the time of their construction the Orn and her sister-ship Falk were state of the art – speedy, weatherly vessels capable of operating up to sixty aircraft. Provided with a refit in the late 1930s (see Note 2) they are expected to remain in service pending a decision on their replacement.

The Hok, at 20,000 tons represented some advance on the smaller Orn and Falk, but the result was a very well-balanced vessel – sufficient armour protection, excellent antiaircraft defences for the time, an adequate air group and deck-edge lift to increase handling. However, she has not been refitted since her commissioning, and lacks modern fire control and electronic detection equipment, the provision of which should be a priority.

The two vessels of the Gam-class, laid down in 1940, represent a significant advance on previous Nordish carrier design – far larger than their predecessors, featuring twelve 13cm dual-purpose and no fewer than sixty-four 4cm antiaircraft guns, and capable of operating eighty-four aircraft (see Note 3 below). However they too lack for modern aircraft detection and fire control equipment.

The Royal Nordish Navy has projected construction of a new design to meet its aviation needs. The project (see Note 4 below) features increased defensive armament and the modern electronic systems. Despite the intention of replacing the older Orn, Falk and Hok with vessels of this type funding has not yet been provided to commence construction.

The abortive Ocean class of light aircraft carriers (see Note 5 below) offer an insight into the operational dilemma facing Nordmark. With an extensive merchant fleet and widely scattered overseas possessions there is a need for carrier-based aviation in many areas; however the existing fleet carriers are too few in number and too large for many overseas deployments. Offering a certain amount of economy the Norskehavet and her sister Atlanten might have proven the answer to Nordmark’s needs. A change in policy saw their sale to Turkey in 1940, before completion. To date their record in Turkish service has been undistinguished though they certainly add to that fleet’s striking power.

Cruisers

The state of the cruiser force of the Royal Nordish Navy illustrates how conflicting requirements can force themselves upon a naval force. Overall it is large in size – no fewer than five heavy and forty-nine light units are presently in service, with a further eight light cruisers under construction – but far too many of the ships are elderly and in need of modernisation or replacement.

The heavy cruisers Gjøvik and Røros date to 1925, but have recently been refitted (see Note 6 below) and emerged as excellent, well-balanced vessels. Their increased antiaircraft outfit of 11 cm and 4 cm guns are enhanced by the addition of modern electronics and fire control equipment – among the first Nordish vessels to be so fitted. Their large radius of action fits them well for overseas deployments to protect Nordmark’s more distant possessions.

In contrast the two vessels of the Stockholm class, laid down in 1931, have not been modernised despite their long service. Their dual-purpose 11cm batteries, though powerful, required the same sort of advanced fire control equipment now fitted to the Gjøviks; this does not appear to be forthcoming however – the funding that would have gone to reconstructing the two Stockholms has been applied to construction of the new Tiermes class light cruisers (see below).

The large heavy cruiser Falun, constructed between 1937 and 1939, is another interesting design that has fallen victim to changing requirements. Comparing favourably in size with the large heavy cruisers of the British and Canadian navies she features a powerful main battery of 24cm guns backed by numerous 11cm dual purpose secondary guns. Well-armoured and possessing a very large high speed radius of action she would be an excellent escort for a carrier task force; however, she is the single representative of her class – and this would condemn her to fulfilling the role of long-distance surface raider.

In the modern era the traditional Handelskrieg is a questionable doctrine, though one still held by many of Nordmark’s potential adversaries. As such the Falun could fulfil the role of the hunter – her long range gunnery and high speed would make her a formidable opponent. She needs to be refitted with modern fire control and electronic equipment (see Note 7 below) in line with many other of Nordmark’s larger vessels.

The light cruiser force of the Royal Nordish Navy is quite large, as befits a fleet committed to trade protection as well as screening major task forces, and it is an aspect of the fleet that has received considerable attention in recent years.

The large light cruisers of the Victoriahamn and Luleå classes, which date from 1937 and 1939 respectively, are well armed and serviceable vessels, well protected and capable of long steaming at high speeds. Whether employed to screen units of the fleet, or to form hunting groups to track down independent raiders, they are equipped to function quite well. They are in need of the addition of modern electronic detection and fire control systems to make best use of their powerful secondary dual purpose and tertiary antiaircraft batteries.

Too many of the older Nordish light cruisers are elderly, and of limited employment despite refits obtained during the early 1930s. The Odin (or Sigtuna) class of 1930 are showing their age, and would require very extensive refits to bring them up to reasonably modern standards. The Sleipner class of 1933 are adequate for service on distant stations, but lack a sufficient antiaircraft armament to resist air attack on the scale that might be expected in European waters. The Lillehammer class of 1923 was refitted in 1938, and is still deficient in antiaircraft armament. The surviving Kirkjubæjarklaustur and the Grindavik class cruisers, built in 1919 and 1917 respectively, though refitted in the early 1930s, should soon join their contemporaries of the Tampere class on the disposal list.

The Royal Nordish Navy has recognised this deficiency and has set about constructing no fewer than sixteen units of the Tiermes class to replace its older light cruisers. Based upon a proposal submitted by the Deschimag concern (see Note 8 below) they represent a slight advance in tonnage over the vessels they are replacing but feature more than sufficient armament for the trade protection role, antiaircraft defences on the modern scale, adequate protection and a good turn of speed. The lead ship, Tiermes, was laid down and the summer of 1943 and has recently passed into service, quickly followed by the first of her sisters.

In this respect the Nordish fleet has been augmented with a large number of excellent vessels, but their rapid construction will, at some point in the future, force the Royal Nordish Navy to confront the question of bloc obsolescence of its cruiser force again. It remains to be seen whether this will become a pattern in future Nordish naval programmes or whether the Nordish Admiralty will adopt a more balanced approach to meeting its future needs.

Destroyers

The flotillas of the Royal Nordish Navy are constrained, to a significant degree, by the general conservatism of the Nordish Admiralty design department. The most recently completed craft of the D37 class (8 units) and D38 class (24 units) are adequate for screening battle units in the confined waters of the Baltic but would suffer badly from the stormy waters of the North or South Atlantic in the winter months. These relatively modern vessels are equipped with modern antisubmarine detection equipment and weaponry, and in the role of submarine-hunter would give good service. Alas, in common with other Nordish vessels they are not yet equipped with electronic detection equipment or modern fire control apparatus.

This deficiency has been addressed in the latest Nordish destroyer design, the D45 class (see Note 9 below) of which ten units have been authorised thus far. Unfortunately, the new design has inherited the smaller dimensions its predecessors and, coupled with the top weight of a heavy armament, torpedo battery and modern electronic, are likely to suffer badly in winter gales.

While the destroyers constructed for the Royal Nordish Navy may be conservative in the tonnage and dimensions, if not armament, this is not to suggest that Nordish naval constructors cannot be innovative in their thinking. The abortive “Project 35” large destroyers (see Note 10 below) would seem to have been constructed to match the numerous ‘torpedo cruisers’ of the Russian Federation Navy. Had they been built, they would have been speedy, weatherly vessels with a powerful dual purpose armament and hard-hitting torpedo battery. Though large, they would have been quite useful in screening a battle force on the high seas.

Disposals and Requirements

The issue of obsolescence that impacts much of the Nordish fleet can be seen in the lengthy list of vessels offered for sale, or intended for scrapping. These include such ships as the surviving Tampere class cruisers, the minelaying cruisers Ve and Vale, various destroyers, torpedo boats and escort ships, as well as the ancient troop transports Drottningholm and Stavangerfjord. Not surprisingly, given the age of many of these ships, there have been few takers.

There have been paper studies for smaller ocean escort ships, a type needed to replace the elderly craft now up for disposal as well as to relieve older destroyers ill-suited to modern antisubmarine warfare. With current construction focused on the remaining Tiermes class cruisers and the new D45 destroyers it remains to be seen whether such craft as have been posited will in fact be funded.

To remain viable, the Nordish fleet needs to equip itself with modern electronic equipment; that lack has been noted throughout this analysis. Moreover, it needs to determine its focus – either to seek to secure its sea communications with North America or to operate in defence of trade on the Seven Seas. Nordmark would be hard-pressed to attempt both.

Note 1: Details of the Gota Lejon (ii) can be found here:

Note 2: The Nordish sim reports show that the Orn and Falk were refitted sometime around 1938/39; however, I have not yet found a Springsharp detailing the work performed on them.

Note 3: Details of the Gam class can be found here:

Note 4: Details of the projected vessel can be found here:

Note 5: Details of the Ocean class can be found here:

Note 6: Details of the Gjøvik class refit can be found here:

Note 7: Unless the posted Springsharp indicates provision of radar in the breakdown of miscellaneous weight my presumption is that such equipment was not fitted at time of construction. Few details of Nordish radar have been posted.

Note 8: Details of what I presume to be the Tiermes class can be found here:

Note 9: Details of the new Nordish destroyer design can be found here:

Note 10: Details of this “never were” design can be found here:

A very informative and handy piece on the current status of the Nordish Navy.
It is clear there is much to do, but probably most smaller European navies are in much the same state.

Quoted from "Hood"

A very informative and handy piece on the current status of the Nordish Navy.
It is clear there is much to do, but probably most smaller European navies are in much the same state.

Unfortunately, Nordmark was without an active player for so long much of its encyclopedia is out of date; Valles has a challenge before him in that department. Unlike many of Europe's smaller navies though, Nordmark has extensive trans-Atlantic commitments that impose on it very differing operational requirements. How it develops in the future under its current leadership will be quite interesting to watch.

That was a good read, thanks.

Quoted from "The Rock Doctor"

That was a good read, thanks.

You are quite welcome. A bit on the long side but the subject matter should be of interest to most of us.

Interesting and also a useful outside perspective for whomever's navy is discussed.

Quoted from "The Rock Doctor"

Interesting and also a useful outside perspective for whomever's navy is discussed.

One day I may be moved to do one on the BNS, but you have written much on that subject. Perhaps Persia? That is rather off the beaten track.

Persia, Bharat, or Iberia would all be of interest.

Quoted from "The Rock Doctor"

Persia, Bharat, or Iberia would all be of interest.

I will take them all under advisement, but make no promises. In any event, there is no need to worry - you will get a pre-publication opportunity for review to correct any obvious errors in fact.

No worries and no pressure.