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H MS Exeter /Heavy Cruiser 1929-1941

* - by Randall A. R. Tonks ,

MA Sop

HMS'Exeter' (1) 70 gun Third Rate. 1030 tons 150ftx40ft. Complement 460. Built at Blackwall by Johnsons 1680. In Anglo-Dutch fleet against the French off Beachy Head 1690. Damaged by accidental explosion off Plymouth 1691 and hulked. Broken up at Portsmouth 1717. (2) 60 gun Fourth Rate. 949 tons 148ftx38ft. Built in Portsmouth Dockyard 1697. In action against the French off Newfoundland 1702 and in the Mediterranean 1711. Enlarged to 1068 tons, with 58 guns in Devonport Dockyard 1744. Drove ashore and burnt 64 gun French ship Ardent in Quiberon Bay 1746. With Admiral Boscowen at siege of Pondicherry 1748. Broken up at Portsmouth 1763. (3) 64 gun Third Rate. 1340 tons 158''ftx41ft. Built at Chatham 1763. Battle of Ushant 1778. Took part in operations against the French around India 1779-83-Sadres, Providien, Negapatam and Trincomalee. Burnt at Cape Town 1784 as unserviceable resulting from operational damage. (4) Trawler hired by the Admiralty 1917-19. (5) Cruiser. 8390 tons. 540ftx57ft 6-8in guns; 4-4in guns. Launched 18 July 1929. Commissioned 21 July 1931. Battle of the River Plate 13 December 1939. Sunk by Japanese during the Battle of the Java Sea 1 March 1941. (6) Frigate. 2170 tons. 330ftx40ft. 2-4.5in guns; 2-20mm guns. Ordered 1956: cancelled.

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Full speed trials after commissioning. Note the very high masts (Captain Dallmeyer)

The Geneva Naval Conference 1927 This conference foundered largely on Britain's adamant refusal to accept any limitations in her cruiser strength but in 1930 at the London Naval conference she surrendered to American pressures. In 1929 Mr Ramsay MacDonald came to power with a Labour Government that was committed to policies that would cut down armaments. Britain agreed to reduce her cruiser strength from 70 to 50 in return for an American reduction of her Washington Treaty cruiser strength from 24 to 18: Japan was persuaded to accept a 5 :5 :3 ratio in cruisers. Understandably this agreement was a factor in the improvement in Anglo-American relations but, at the approach of war in 1939 the British Commonwealth could muster only 62 cruisers many of which, having been in commission for more than 16 years, were in the'over-age' category. Subsequent Cruiser Policy Faced with Japan's immediately expressed intention to build eight 10,000 ton 8in gun cruisers and every indication that America, France and Italy were entering the 'Washington Treaty' cruiser race, the Admiralty proposed an ambitious cruiser-building

One, York, alone of the three included in the 19261927 programme, was laid down in 1927 and only Exeter was authorised for 1928. These two 8400 tons'B' Class or Cathedral Class cruisers represented the first attempt of a Washington Treaty power to break away from the 10,000 cruiser as well as a victory in the Admiralty for those who advocated the smaller, more lightly armed, cruisers. Not only were they considered more useful, as events subsequently proved correct, for the protection of our sea routes and convoys, but, being less costly to build, it was hoped that more could be afforded. The 7000 ton Leander Class cruisers, the next to be built with 8-6in guns were hailed as 'a return to sanity': these ships, Leander, Neptune, Orion, Achilles and Ajax, were launched between 1931 and 1934. Some Features in Design and Equipment Like York, the Exeter was designed by Sir William Barry, Chief of Naval Construction, and differed from her sister ship in several features. She was one foot broader in the beam, had a slightly larger displacement and was to cost more. It was originally intended that both ships should have three raking funnels but their foremost funnels were trunked into the second in order to improve conditions on the bridges and to economise in space and weight. Exeter's funnels were built straight in order to improve her appearance and were shorter than York's. Because 'B' turret proved insufficiently strong to take the aircraft catapult and runway, as had been planned, they were repositioned abaft the funnels. This decision came too late to alter York's bridge and funnels but Exeter's bridge was lowered so that the director was only 60ft above the water. Exeter was provided with unique arrangements for launching her aircraft, her twin runways in a V pattern enabling two planes to be carried and catapulted from either side of the stack.

H MS Dorsetshire and York. Much weight was saved in York and Exeter by eliminating half the No. 1 deck accommodation provided in the County Class cruisers which were also 50ft p.p. longer. Clearly illustrated are York's high bridge, raked funnels and extended sideplatirig (Captain Dallmeyer)

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Exeter, port side amidships. The 4in guns are covered. The torpedo tubes and searchlights are clearly shown

Barracks and the Devonport Division of the Metropolitan Police, who then provided the Dockyard Police, Lady Madden, wife of the First Sea Lord, launched the Exeter. A running commentary of the ceremony was broadcast for the BBC by Commander Stephen King-Hall, Royal Navy. An immediate scare that the plight of the national economy might cause suspension of work on the ship proved false and for the next three years the work of completion continued in No 5 Basin, Keyham. Commissioning Under the command of Captain I. W. Gibson, OBE, MVO, Exeter was commissioned on Tuesday 21 July 1931 and on the following Thursday proceeded to sea for acceptance trials, returning to harbour the same evening. After inspection by the Commanderin-Chief in Plymouth Sound a week after being commissioned, Exeter sailed for Exmouth off which resort she anchored. Civilities were exchanged between the ship and the City of Exeter whose presentations included a silver model of the Guildhall and shields for inter-divisional football and rifle shooting. After working-up exercises at sea, Exeter put into Portsmouth for minor repairs and modifications to be carried out before proceeding to join the Atlantic Fleet at Invergordon. Mutiny at Invergordon Exeter was proceeding to join the Second Cruiser Squadron, having been engaged in gunnery exercises and in cooperating with the Royal Air Force in their 'B' bomb trials, when a signal was received outlining the cuts in services' pay that the government had imposed. The Captain immediately cleared lower deck to read the distasteful news to the ship's company off duty. Their Divisional Officers then collected the names of those who would be

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particularly hard hit by the pay cuts and tried to alleviate their anxieties. The ship arrived at Invergordon late in the evening of Tuesday 15 September and as she proceeded to her mooring ahead of York, her crew, unaware that the Atlantic Fleet was in a state of mutiny, were surprised by the unexpected enthusiastic cheering from other ships that greeted them. That evening and on Wednesday, on the afternoon of which a make-andmend (free afternoon) was given, other ships tried to persuade Exeter's crew to refuse to turn-to when ordered. Although some half dozen men appeared reluctant to fall in for work on Thursday and tried to raise a cheer at the forecastle break, the ship's company by and large, 'continued to show the best Plan of Exeter's arrangement for twin aircraft runways

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structure of the ship kept the ship drier when steaming at speed or in rough weather. 'Exeter' s' Aircraft The Fairey l/IF The Fairey IIIF was the last of the famous Fairey III biplane series, with a smooth pointed nose and streamlined fuselage. Although it might have been used for high-level bombing, it was essentially a three-seater spotter-reconnaissance plane carrying a wireless telegraphist air-gunner and naval observer in addition to the pilot. They were flown off carriers or, an especially stressed mark, catapulted from capital ships or cruisers. In all, 622 of these all metal structured, fabric covered, aircraft were built, 340 being provided to the Fleet Air Arm. The first was delivered to the FAA in 1927 and the last in September 1932. They were armed with fixed Vickers guns forward and one manually operated Lewis gun in the after cockpit. Up to 5001b of bombs could be carried below the wings. CHARACTERISTICS A single 570hp Napier Lion XIA water-cooled engine Span: 45'911" Length: 34'4 (36' 4" if fitted out as a seaplane) Height: 14' 24" Wing area: 44^ sq. ft Max. speed: 120mph 10,000ft 3-4 hours endurance Service ceiling 20,000ft Weight: 39231b empty 6301 loaded

The Hawker Osprey The Hawker Osprey had supplanted the Fairey IIIF in all catapult flights by 1935. It was a two-seater fighter-reconnaissance biplane either flown from carriers or, modified as a seaplane, catapulted. Its structure was stainless steel and fabric covered. These aircraft were fitted with one or two fixed forward firing Vickers guns and one moveable Lewis gun over the rear cockpit. CHARACTERISTICS A single 640hp Rolls Royce medium supercharged engine Span: 37' 29' 4" (31' 9" if fitted out as a seaplane) Length: Height: 10' 5" Wing area: 339sq ft Max. speed: 160mph at 1 3,000ft 2-3 hours endurance Service ceiling 22,000ft (Performance was greater when not modified as a seaplane)

*The Supermarine Walrus The Supermarine Walrus, or Shagbat as it was popularly called, was especially designed as a naval spotter-reconnaissance amphibian. By its perfor"Aircraft Profile No. 224.

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A Fairey IIIF being hoisted on board by the crane (Captain Dallmeyer)

mance and proven capabilities in all weathers and climates it earned naval pilots' unreserved respect. Designed by R. J. Mitchell of Spitfire fame it was first ordered for the Royal Navy after trials abroad Nelson in 1935. Supermarine built the first 287 Walrus until they had to concentrate on building Spitfires when they sub-contracted to Saunders-Roe who built a further 453 until production ceased. The Walrus could also be flown from carriers or catapulted and it carried a crew of three. They were armed with one Vickers K gun in the bows and one or two of the same weapon amidships, and light bombs could be fitted underneath the wings. CHARACTERISTICS Pegasus nine cylinder radial air cooled engine Span: 45' 10" (17' 11" when folded) Length : 37' 3" Height: 15' 3" Wing area: 610sq ft Max. speed: 135mph at 4750ft 600 miles cruising range at 95mph at 3500ft Service ceiling I8,500ft Weight: 49001bempty 7200lb loaded

Second Cruiser Squadron , Home Fleet In peacetime the Royal Navy not only in its military role, policed the seas and exercised a visible deterrent to would-be trouble makers but also, as an extension of British diplomacy, paid goodwill visits to foreign parts and rendered assistance in the maintenance of order and in alleviating disaster in many parts of the world. And by frequent calls to Britain's colonial territories, the ships of the Royal Navy gave tangible evidence of Britain's close association and her concern for their well-being and protection. When she sailed to the West Indies in January 1932 with the Second Cruiser Squadron for the spring cruise, Exeter began to play her part in the exercise of British seapower. Having visited Trinidad, St Louis

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Exeter in the West Indies. The seamen, in tropical white uniform, have just lowered No. 2 cutter preparatory to securing to the buoy ahead of the ship. Note the two aircraft (Captain Dallmeyer)

and Barbados, she returned with the Squadron to Scapa Flow for the Home Fleet Regatta, in which Exeter won the 'Cock', an almost unknown feat in any ship's first year of commission. Then followed a cruise round the UK, visiting Liverpool, Ilfracombe and St Ives before proceeding to Portland for the Royal Review in July. In the autumn, all four ships of the squadron Dorsetshire, Norfolk, York and Exeter visited Copenhagen on the occasion of the British Exhibition there. In 1933, before paying off in August, Exeter visited several Spanish ports in the spring and later, after torpedo trials in the Moray Firth, undertook a goodwill cruise of Scandinavian countries. Crisis in the Mediterranean 1935-36 On recommissioning in October, Exeter joined the South American Division of the American and West Indies Squadron, 'showing the flag' round both British territories and the centres of South America and both sides of the continent. In the hope of deterring Mussolini's overt intention to

'The Cock ' won by Exeter in the Home Fleet Regatta at Scapa (Captain Dallmeyer) Flow

Exeter lit up on Midsummer Day at Karlskrona (Captain Dallmeyer)

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invade Abyssinia the British Government postured a threat to intervene by hastily reinforcing the Mediterranean Fleet. From Bermuda hastened Ajax, whilst Exeter, at Valparaiso, refuelled and sailed round Cape Horn in the longest passage of all the ships to the crisis area. Such was the urgency that she was required to maintain high speed all the way, causing the Captain grave anxiety whether she would have sufficient fuel to reach Alexandria non-stop. Commander T. H. Crgokshank, the Engineer Commander, ventured the calculated risk that there was enough fuel to take the cruiser to Alexandria but the Captain, 'might not be able to go astern to check the way of the ship when she got there'. In the event Exeter safely berthed in Alexandria with less than one per cent of her fuel capacity-about 20 tons. Exeter remained in the Mediterranean until the crisis evaporated in 1936 after the British and French governments retracted from their position thus enabling the successful occupation of Abyssinia by the Italians.

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Exeter, in her West Indies light grey paint, commissioned in 1936. The commissioning pendant streams from her mainmast

was to arrange for the fuelling of his ships in the ports of neutral South America. Port Stanley in the Falkland Islands was the nearest British base, 1000 miles from Montevideo and almost 2000 miles from Rio de Janeiro, both of which were focal areas requiring protective patrols against German commerce raiders. Having been showing the flag in the South American station for three years before the war, the Commodore was as respected as he was well known in these countries. The facilities he managed to obtain were more helpful than he had dared to hope for, in view of the restrictive clauses of the international laws governing the use of neutral ports by the warships of belligerent nations. Also the tanker 01wen arrived on the station to lessen the fuelling problems. A Narrow Escape Meanwhile, Cumberland left Freetown on 8 September for Rio de Janeiro on a course that unknowingly would take her through the area chosen by Graf Spee to hunt for prey. The German pocket battleship* had sailed out into the Atlantic on 21 August and successfully rendezvoused with her supply ship A/tmark south west of the Canary Islands on 1 September. Whilst preparing to provision Graf Spee from Altmark on 11 September, Captain Langsdorf flew off his aircraft to patrol the the area against any surprise interruption whilst both ships were stopped. Cumberland was spotted by the battleship's aircraft when she altered to a course that would have taken her within 10 miles of the German ships. Captain Langsdorff decided to avoid the dangerous consequences of discovery if he engaged the enemy cruiser and, making off at high speed, avoided detection. Patrolling off South America Exeter was on watch in the area off the River Plate when information was received on 12 September that some Germans, who had been unable to return home from Argentina where they had been working, " See Warship Profile No.4. 10

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were planning to mount a raid on the Falkland Islands. Ajax was ordered to remain at the base and Commodore Harwood sailed south so that he could be in a position to cover eventualities both at the Falkland Islands and off the River Plate. His resources were further stretched when Cumberland, who had begun her watch off Rio de Janeiro, was ordered to Ascension Island where 'reliable information' of an intended rendezvous of German ships on 28 September was expected. Ajax came north to replace Cumberland off Rio, leaving the Falkland Islands unguarded. When it was learnt that Achilles would reinforce the South America Division, it was decided that she should join her sister-ship, Ajax, with the two destroyers to protect trade off Rio, whilst Exeter and Cumberland would form a hunting group. However, Hotspur and Havock were recalled to the Home Fleet which was critically short of destroyers, and Commodore Harwood considered that Exeter, who had been continually at sea since 23 August, needed a respite in Port Stanley to make repairs and rest the crew. On instructions from the Commander-in-Chief, Exeter continued giving protection to convoys until 26 October when Achilles joined her off the River Plate. Having fuelled from the Olwen, and her commander, Captain W. R. Parry, having conferred with the Commodore, Achilles sailed to join Cumberland who had reached Montevideo on the same day. These two cruisers then sailed for the focal area off Rio. When Ajax arrived off the River Plate, Commodore Harwood transferred his pendant from Exeter who sailed for the Falkland Islands. Ajax's task was to watch over the shipping lanes whilst Cumberland and Achilles patrolled as a hunting group with instructions, should they meet a German battleship raider, to shadow her by day and to attack only at night. The consequences of Britain's agreement in 1929 to limit her cruiser strength was all too evident. Commodore Harwood was required to cover an area extending well over 2000 miles with only four cruisers, always facing the possibility of an engagement with a raiding German battleship. And in order

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The directors and guns of Exeter's main armament are all trained on a 90' bearing (Green nine-o)

immediately, bringing the other two into operation whilst on passage. When Exeter joined, as directed on the morning of 12 December, Commodore Harwood's plans had been made. Dividing his force into two Divisions, intending to go into action from different directions, he decided to 'attack at once by day or by night. By day act as two units. 1st Division (Ajax and Achilles) and Exeter diverged to permit flank marking. First Division will concentrate gunfire. By night ships will normally remain in open order. . .'. Of the clarity and precision of these orders Captain Parry later commented, 'His intentions were so clear that practically no signals were made during the action, because we all knew exactly what to do'. 'Flank marking' meant that each Division could spot the others' fall of shot and also engage the enemy's attention on two sides. 'First Division will concentrate gunfire' required Ajax and Achilles to fire simultaneously directed, from Ajax. These tactics were practised on the evening before the battle. Battle enjoined off the River Plate* Whilst Graf Spee was steaming off the River Plate on the morning of 13 December, two mast-heads The damage to Exeter's bridge when 'B'turret received a direct hit

14

(MOD)

were sighted at 0530 and recognised 20 minutes later as belonging to Exeter. The Ajax and Achilles were sighted and identified at the same time. Captain Langsdorff, realising that any attempt to elude detection was purposeless, ordered his crew to action stations and increased to full speed. At 1614, Exeter was ordered to investigate smoke which is now known to have been caused by Graf Spee's diesels as 'they were stepped up to maximum power'. Two minutes later Captain Bell reported an enemy pocket battleship. At 1618, Graf Spee opened fire with her main armament on Exeter and with her secondary armament on Ajax. Exeter immediately steamed to west of the battleship and opened fire at 0620 whilst Ajax and Achilles made for Graf Spee's other flank, opening fire two minutes later. The Bridge is wrecked The first shell to strike Exeter passed through the ship without exploding but, within a minute, B turret was put out of action by a direct hit from an 11 in For a full description of the battle from the German viewpoint see Warship Profile No. 4 by the late Kapitan zi r See, Gerhard Bidlingmaier.

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0614

I

4

$imiles ` . %

,

Opens Fire

0646

6 miles

THE

546wice

BATTLE OF

THE RIVER PLATE

EXETER Hit

0730 Hit Twice

Opens Fire Opens Fire '

N,

killing half the gun's crew, and went through two decks before exploding in the equipment for providing fresh water; the third penetrated the 140mm steel armoured belt and the starboard armoured longitudinal bulkhead before exploding amidships. This last shell, had it struck a metre lower, might have reached No 4 section of the engine room before exploding. Commander F. W. Rasenack, a gunnery officer on board Graf Spee, commented on the surprising effectiveness of the British 11 in shells which clearly belied the view that 'Graf Spee could only be successfully fought by a battleship'. Exeter's influence on the course of the action is measurable through the words of Captain Langsdorff, 'I knocked out her foremost guns, I smashed her bridge; yet with only one gun firing, they came at me again. One can only have respect for such a foe as that'. The end of the Battle of the River Plate Ajax and Achilles continued to harass Graf Spee

0614

EXETER AJAX ACHILLES

until 0740, when Commodore Harwood broke off the action though continuing to shadow the German ship. Captain Langsdorff decided that his ship was too severely damaged to put out into the Atlantic and proceeded to Montevideo roads where he anchored at 0500 on 14 December. On Sunday 17 December, Graf Spee left harbour and 'blew herself up' six miles from the town. Repair and return home At Port Stanley, Exeter's crew plugged and patched holes, rigged jury aerials, repaired equipment and, as far as facilities permitted, made the ship ready for sea. 'Y' turret was put into full working order and all ammunition transferred to it: the forward turrets were man-handled into fore and aft positions. One rumour current was that Exeter would be abandoned as a rusting hulk alongside the iron steamship GreatBritain but, as he wrote later, Winston Churchill 'was most anxious about the Exeter, and would not accept proposals made to leave her unrepairedin the

Ajax after the action, showing her crew watching the last moments of GrafSpee. Cumberland is in the background

16

(/WM )

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5LT

Position of 8inturrets in HMS York

HMS Exeter returns to her home port, Devon port, after the battle

18

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a13^Ht

n3lMilaS • 1:

The crippled Exeter returns home . Note the top masts are missing and the successful results of repair and patching which have camouflaged the extensive damage (/WM)

Japanese ships, retired they were subjected to Exeter 's 8in guns startled and broke up concentraconsistent and extremely heavy air assaults but tions of enemy bombers . Events moved rapidly and without suffering any crippling damage. Once again confusedly as the Japanese advanced relentlessly to

The officers and men of Exeterand Ajax march through Admiralty Arch on their way to the Guildhall

20

(The Times)

(Wm/)

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The repaired and modernised Exeter hoisting in a Walrus aircraft. Evident are the enlarged bridge, the short tripod masts, the twin 4in gun platforms in their new positions extending over the side by the bridge and after funnel. The port 2pdr pom-pom platform is seen forward of the mainmast and the 0.5 placements are shown on top of 'B' and'Y'turrets (/WM)

occupy the islands of the East Indies, with their wealth of oil as the principal objective. The Battle of the Java Sea Three hours after reaching Sourabaya on 25 February, Exeter sailed, again under Rear-Admiral Doorman, in the mixed fleet that so gallantly, yet so forlornly was to fight until its destruction in the Java Sea. The names of these ships are worthy of proud recollection-HMNS de Ruyter, de Witt, Kortenear, HMAS Perth, USS Houston, Pope, J. D. Edwards, Alden, Paul Jones, Ford, H M S Exeter, Electra, Encounter and Jupiter. Throughout the brightly moonlit night, the allied fleet unsuccessfully swept the waters off Sourabaya in search of the reported enemy troop convoy. Just after dawn, Japanese reconnaissance aircraft appeared and began sporadic attacks but, as the convoy had not been sighted, Admiral Doorman An artist's impression of the sinking of HMS Exeter

22

turned for Sourabaya to refuel his destroyers; he reversed course when an enemy threat of four cruisers and 14 destroyers was reported 90 miles away. Just after 1600, Electra was fired upon and the Battle of the Java Sea had begun. Only the 8in guns of Exeter and Houston could engage at this extreme range; one Japanese cruiser was hit and she withdrew under a pall of smoke. But at 1651 Exeter suffered flooding of some compartments from a near miss: 15 minutes later a shell passed through the gun shield of her starboard 4in gun turret and No. 1 boiler-room ventilator down into 'B' boiler room. The shell failed to detonate but exploded on entering a boiler. Six of the cruiser's eight boilers were put out of action and a temporary loss of electric power put the main armament out of action. As speed was soon reduced to 11 knots, Exeter was forced to haul out of the line, throwing the allied line into confusion. In the subsequent manoeuvres (Illustrated London News)

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this Profile would never have been started, let alone finished.

Bibliography Naval Policy Between the Wars by Captain Stephen Roskill, Collins The Drama of the Graf Spee and The Battle of the River Plate by Sir Eugen Millington-Drake, Davies No Surrender by W. E. Johns and W. E. Kelly, Harrap Fight it Out by Captain 0. L. Gordon, Kimber The Battle of the River Plate by Dudley Pope, Kimber The Battle of the Java Sea by D. A. Thomas, Deutsch British Naval Aircraft 1912-1958 by Owen Thetford, Putnam

Series Editor: JOHN WINGATE DSC The end of Exeter, taken from a Japanese aircraft . The ship is still underway (/WM)

H MS Ajax, flagship, flying Commodore Harwood's broad pendant

24

(Courtesy, Sir Eugen Millington-Drake, KCMG)

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Profile Publications Ltd Coburg House Sheet Street Windsor Berks SL4 1 EB Warship Profile and its contents are copyright © Profile Publications Limited , Coburg House , Sheet Street , Windsor, Berkshire, England Printed in England by Chichester Press Limited , Chichester , Sussex November 1971