February 1944 - HMS Hargood enters Royal Navy service
The Hargood was constructed at the Bethlehem-Hingham Shipyard in Hingham, Massachusetts USA.
The ships were assembled from pre-fabricated units manufactured at various factories in the United States.
The units were brought together in the shipyards where they were welded together on the slipways.
This way the ships were built economically and in record time.
The Hargood was originally destined for the US Navy and was launched on 18 December 1943.
As part of the lend lease agreement she was transferred to the Royal Navy on completion on 7 February 1944.
After initial working up and speed and gunnery trials off Boston USA with her new Royal Navy crew she sailed to the UK for a refit by the Royal Navy in Pollock Dock, Belfast.
ConstructionThe Hargood was originally constructed for the US Navy as a Buckley class destroyer escort and assigned pennant number DE-573.
The keel was laid down on 27 October 1943 at the Bethlehem-Hingham Shipyard, Inc., in Hingham, Massachusetts. Before she was finished she was transferred to Great Britain under the terms of Lend-Lease agreement. She received the British name Hargood and was launched on 18 December 1943 and transferred to the United Kingdom upon completion on 7 February 1944. Upon reaching the UK the ships were substantially modified by the Royal Navy including removal of torpedo tubes, making them distinct from the US Navy destroyer escort ships. |
SpecificationsClass: Buckley (lend-lease)
Royal Navy - Captain Class Type: TE (turbine-electric drive) Displacement: 1400 tons (light), 1740 tons (full) Length: 300' (wl), 306' (oa) Beam: 36' 9" (extreme) Draft: 13' 6" (max draft) Propulsion: 2 "D" Express boilers, G.E. turbines with electric drive, 12000 shp, 2 screws Speed: 24 knots Range: 4.940 nm @ 12 knots Armament: Guns: 3 x 3"/50 Mk22, 9 x 20mm Oerlikon Mk 4 AA Anti Submarine: 1 Hedgehog Projector Mk10, 4 Mk6 depth charge projectors, 2 Mk9 depth charge tracks |
CrewThe Captain Class Frigates had a typical crew of 186 officers and ratings.
The bulk of the ratings enlisted after the outbreak of World War II with little military or seafaring experience. They were quickly trained to serve at sea. On arriving in New York, the crews were assigned to HMS Saker, head quartered in the Cunard Building at 25 Broadway, New York. Officers were accommodated at the Barbizon Plaza Hotel near Central Park. Other ranks at the more modest Brooklyn Navy Yard. Crews then moved up to Boston and onto the US Naval shore base in Maine. Some were billeted with local families until they were assigned to a Captain-class frigate. |
Modifications for Royal Navy service
The first port of call in the United Kingdom for most of the Captain-class vessels was Pollock Dock, Belfast where the ships were modified in order to match Admiralty requirements.
There were around one hundred modifications made to the sea keeping equipment, gunnery, navigation, and communications equipment.
Sea keeping equipment - A crow's nest was affixed to the mainmast.
A standard Royal Navy 27-foot (8 m) whaler was fitted on the port side of the funnel in addition to the US-issue ship's boat on the starboard side; additional Carley lifesaving rafts were also fitted: big ones on sloping launch skids aft of the funnel and small ones aft of the searchlights.
Wind deflectors were fitted on the leading edge of the bridge area and a canvas-covered shelter was installed on the quarterdeck to provide better weather protection for depth charge crews.
Oiling fairleads (to attach guide ropes) were fitted to the edge of the hull by the anchor winch.
The bilge keels were lengthened and made deeper (a process that took a minimum of three weeks) to improve stability in rough seas.
Anti-submarine warfare modifications - more depth charges were fitted on the upper deck of each side of the ship, allowing for about 200 in total. Royal Navy smoke floats were fitted above the depth charges in addition to the US Navy chemical smoke cylinders fitted to the stern of the frigates.
A medium frequency direction finding antenna (MF/DF) was fitted in front of the bridge and a high-frequency direction finding (HF/DF, "Huff duff") Type FH 4 antenna was fitted on top of the mainmast; furthermore, a radio-receiving set tuned to the frequencies used for ship-to-ship communication by German U-boats and E-boats was fitted and a German-speaking rating was carried onboard (a “Headache Operator”).
The Captains were eventually given Type 144 series Asdic (sonar) sets, an upgrade from the original Type 128D, and a Foxer noise maker was fitted to the aft of the Captains (and most other Atlantic escort vessels) during 1944 to counter the new German G7es acoustic torpedoes.
Navigation and communications were modified with the steel parts around the binnacle (the enclosure containing the compass) were replaced by non-ferrous materials.
In addition to the standard US Navy long-range position-fixing set (LORAN), a Royal Navy GEE short-range position-fixing set was fitted.
A radar interrogation system was installed that was able to challenge ships at sea (only ships likewise fitted with the system would be able to reply), along with four coloured fighting lights (signalling lamps installed on the yardarm to aid recognition by friendly forces during night fighting).
Gunnery was improved with more 40 mm Bofors and Oerlikon 20 mm guns mounted in place of the removed torpedo tubes.
The MK IV elevating column Oerlikon mountings were replaced with the simpler MK VIA mountings; those ships that were to serve as Coastal Forces control frigates hunting E-boats had extra guns fitted.
On some ships, either gun shields were fitted to the main armament, or a spray and blast shield was fitted to the B gun. Two-inch rocket flare projectors were fitted to the B gun: six if the spray and blast shield was fitted, three if not.
A 40 mm QF (Quick Firing) 2-pounder Mk VIII "pom-pom" was fitted as bowchaser to ships that were to serve as Coastal Forces control frigates.
(This gun was fitted to the bow of Hargood at a later date)
The Bridge layout was significantly altered; the biggest alteration was the addition of a two-tier director control tower that improved visibility and gave better protection to the equipment. Vertically fired "snowflake" parachute flare projectors were fitted to the bridge wings.
The Engineering personnel were faced with the complication of power plants not normally found in the Royal Navy. Initially, they were trained alongside US Navy personnel at purpose-built facilities in the General Electric Company factories at Cleveland and Syracuse and were awarded certificates at the end of their training; later, training was provided in the United Kingdom.
The first port of call in the United Kingdom for most of the Captain-class vessels was Pollock Dock, Belfast where the ships were modified in order to match Admiralty requirements.
There were around one hundred modifications made to the sea keeping equipment, gunnery, navigation, and communications equipment.
Sea keeping equipment - A crow's nest was affixed to the mainmast.
A standard Royal Navy 27-foot (8 m) whaler was fitted on the port side of the funnel in addition to the US-issue ship's boat on the starboard side; additional Carley lifesaving rafts were also fitted: big ones on sloping launch skids aft of the funnel and small ones aft of the searchlights.
Wind deflectors were fitted on the leading edge of the bridge area and a canvas-covered shelter was installed on the quarterdeck to provide better weather protection for depth charge crews.
Oiling fairleads (to attach guide ropes) were fitted to the edge of the hull by the anchor winch.
The bilge keels were lengthened and made deeper (a process that took a minimum of three weeks) to improve stability in rough seas.
Anti-submarine warfare modifications - more depth charges were fitted on the upper deck of each side of the ship, allowing for about 200 in total. Royal Navy smoke floats were fitted above the depth charges in addition to the US Navy chemical smoke cylinders fitted to the stern of the frigates.
A medium frequency direction finding antenna (MF/DF) was fitted in front of the bridge and a high-frequency direction finding (HF/DF, "Huff duff") Type FH 4 antenna was fitted on top of the mainmast; furthermore, a radio-receiving set tuned to the frequencies used for ship-to-ship communication by German U-boats and E-boats was fitted and a German-speaking rating was carried onboard (a “Headache Operator”).
The Captains were eventually given Type 144 series Asdic (sonar) sets, an upgrade from the original Type 128D, and a Foxer noise maker was fitted to the aft of the Captains (and most other Atlantic escort vessels) during 1944 to counter the new German G7es acoustic torpedoes.
Navigation and communications were modified with the steel parts around the binnacle (the enclosure containing the compass) were replaced by non-ferrous materials.
In addition to the standard US Navy long-range position-fixing set (LORAN), a Royal Navy GEE short-range position-fixing set was fitted.
A radar interrogation system was installed that was able to challenge ships at sea (only ships likewise fitted with the system would be able to reply), along with four coloured fighting lights (signalling lamps installed on the yardarm to aid recognition by friendly forces during night fighting).
Gunnery was improved with more 40 mm Bofors and Oerlikon 20 mm guns mounted in place of the removed torpedo tubes.
The MK IV elevating column Oerlikon mountings were replaced with the simpler MK VIA mountings; those ships that were to serve as Coastal Forces control frigates hunting E-boats had extra guns fitted.
On some ships, either gun shields were fitted to the main armament, or a spray and blast shield was fitted to the B gun. Two-inch rocket flare projectors were fitted to the B gun: six if the spray and blast shield was fitted, three if not.
A 40 mm QF (Quick Firing) 2-pounder Mk VIII "pom-pom" was fitted as bowchaser to ships that were to serve as Coastal Forces control frigates.
(This gun was fitted to the bow of Hargood at a later date)
The Bridge layout was significantly altered; the biggest alteration was the addition of a two-tier director control tower that improved visibility and gave better protection to the equipment. Vertically fired "snowflake" parachute flare projectors were fitted to the bridge wings.
The Engineering personnel were faced with the complication of power plants not normally found in the Royal Navy. Initially, they were trained alongside US Navy personnel at purpose-built facilities in the General Electric Company factories at Cleveland and Syracuse and were awarded certificates at the end of their training; later, training was provided in the United Kingdom.
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HMS Hargood - anti-submarine weapons
The Hargood had 4 depth charge launchers plus 2 depth charge launching rails.
Typically the ship could be loaded with 160 to 200 depth charges.
It also had the new 'Hedgehog' anti-submarine weapon that could fire 24 projectiles in a pattern in front of the ship.
The projectiles would detonate on contact with a submarine.
The 'Hedgehog' anti submarine weapon fired 24 mortar bombs ahead of the ship in a pattern. Although the projectiles carried less explosive than depth charges they only exploded on contact with a submarine and could potentially breach the submarines pressure hull. Early results were not good, but improved with better training and experience.
The Hargood had ASDIC (SONAR) to detect the sound of enemy submarines.
The Hargood was equipped with three 3 inch naval guns, two forward and one aft.
The new Hedgehog anti submarine weapon was fitted between the two forward 3 inch guns.
For anti-aircraft defence it has 9 20mm Oerlikon guns mounted around the ship
The Hargood was later fitted with an additional 2-pounder 'pom-pom' gun on the bow.
The Hargood was equipped with three 3 inch naval guns, two forward and one aft.
The new Hedgehog anti submarine weapon was fitted between the two forward 3 inch guns.
For anti-aircraft defence it has 9 20mm Oerlikon guns mounted around the ship
The Hargood was later fitted with an additional 2-pounder 'pom-pom' gun on the bow.
Life on Board
The living conditions on the ships also came as something of a culture shock to the Royal Navy sailors. The ships were spacious and modern with air conditioning rather than portholes. They were fitted out with dining halls plus laundries with washing machines and dryers plus luxuries such as iced-water drinking fountains and coffee percolators.
The accommodation on the ships was far superior to other Royal Navy ships with individual bunks with mattresses rather than the traditional hammocks, plus storage areas for their kit. Although the accommodation was generally of a higher standard than in British ships, they were certainly not luxurious vessels and many crew members complained about the extremely primitive toilet facilities.
Also when serving in cold northern waters, heat created by engines and machinery below decks resulted in huge amounts of condensation, meaning that clothing was always damp. Things were little better when serving in hot southern waters where the heat below decks would be almost unbearable.
One major design difference between the Royal Navy Captain-class frigates and the US Navy Buckley-class destroyer escorts was that the Royal Navy frigates did not mount torpedo tubes. The deletion of the torpedo tubes meant the British ships could carry more depth charges for their anti-submarine role.
Unfortunately the resulting reduction in top weight combined with the reduction in the gun battery resulted in excessive stability problems, causing sharp and violent rolling behaviour in the relatively short North Atlantic swells. As the ships were hastily assembled using welded plates rather than rivets the decks tended to buckle and twist somewhat in heavy seas compared to the sturdier traditionally constructed ships.
In stormy winter seas, crewmen would literally have to take their life in their hands to move from one end of the ship to the other. Lifelines had to be rigged for crewmen to hold on to as their vessel was tossed around by heavy seas and in extreme cases crews would often be confined to their duty stations as it was simply too dangerous to move around. This was particularly true in operations in the North Atlantic during winter months, or on duty escorting convoys to the Soviet port of Murmansk.
Several solutions to the rolling behaviour were discussed including reshipping the torpedo tubes and replacing the American 3"/50 calibre guns with heavier British 4.5 inch but all proved impractical due to production bottlenecks and wartime congestion in British shipyards.
The problem was ultimately addressed by increasing the number of depth charges stowed on the upper deck, adding depth charge launching rails and fitting larger bilge keels, which tamed the roll to manageable levels.
The accommodation on the ships was far superior to other Royal Navy ships with individual bunks with mattresses rather than the traditional hammocks, plus storage areas for their kit. Although the accommodation was generally of a higher standard than in British ships, they were certainly not luxurious vessels and many crew members complained about the extremely primitive toilet facilities.
Also when serving in cold northern waters, heat created by engines and machinery below decks resulted in huge amounts of condensation, meaning that clothing was always damp. Things were little better when serving in hot southern waters where the heat below decks would be almost unbearable.
One major design difference between the Royal Navy Captain-class frigates and the US Navy Buckley-class destroyer escorts was that the Royal Navy frigates did not mount torpedo tubes. The deletion of the torpedo tubes meant the British ships could carry more depth charges for their anti-submarine role.
Unfortunately the resulting reduction in top weight combined with the reduction in the gun battery resulted in excessive stability problems, causing sharp and violent rolling behaviour in the relatively short North Atlantic swells. As the ships were hastily assembled using welded plates rather than rivets the decks tended to buckle and twist somewhat in heavy seas compared to the sturdier traditionally constructed ships.
In stormy winter seas, crewmen would literally have to take their life in their hands to move from one end of the ship to the other. Lifelines had to be rigged for crewmen to hold on to as their vessel was tossed around by heavy seas and in extreme cases crews would often be confined to their duty stations as it was simply too dangerous to move around. This was particularly true in operations in the North Atlantic during winter months, or on duty escorting convoys to the Soviet port of Murmansk.
Several solutions to the rolling behaviour were discussed including reshipping the torpedo tubes and replacing the American 3"/50 calibre guns with heavier British 4.5 inch but all proved impractical due to production bottlenecks and wartime congestion in British shipyards.
The problem was ultimately addressed by increasing the number of depth charges stowed on the upper deck, adding depth charge launching rails and fitting larger bilge keels, which tamed the roll to manageable levels.