(Main image: HMS Anson heading up the Clyde, Autumn 2023. Photo: Shelia Weir)
As part of the House of Commons Defence Select Committee enquiry into armed forces readiness, the First Sea Lord, Admiral Ben Key gave some insight into the current availability levels of the RN fleet. Here we consider the discussion and some of the nuances and context that were overlooked.
Fight tonight
It was asked of the First Sea Lord how many frigates and destroyers could put to sea if called on to “fight tonight”. He was understandably reluctant to be pinned down on exact numbers but stated that “we maintain about 50 per cent of the fleet at high readiness and above” and when pushed, said that there were typically about “eight and a half or nine” escorts at readiness or at sea. It is important to see availability as a constant cycle as ships move through maintenance, training and deployment phases. This cycle is dependent on a long tail of force generation planning to get the vessel to the right material state, provide SQEP (people) along with the spares, stores and equipment needed to make an effective fighting unit. In an emergency greater numbers could be deployed but only with significant consequences in terms of availability in the future. The smaller the fleet becomes, the more acute the effects of any interruption to this cycle.
At the time of this committee hearing, surface combatant availability as a proportion is looking unusually healthy with 9 or 10 of the 17 in commission either at sea or at a high state of readiness. Of course, this peak number can be expected to dip as ships cycle back from deployment. For example, both HMS Dauntless and Duncan have been away for some time and will inevitably need maintenance periods before any of the 3 Type 45s in deep refit are ready to replace them.
Self-congratulation should be avoided as almost everyone agrees that 17 escorts (16 in reality) is woefully inadequate and it was not long ago that Boris Johnson’s government was talking about increasing numbers to 24. While the RN always insists it can meet its mandated tasking under the (classified) Defence Planning Assumptions, there is clearly little depth or resilience to cope with the unexpected or combat losses.
The frigate gap
Asked what the First Sea Lord would like to have in an ideal world, the Admiral replied, “What I’d really like is to accelerate the pace of transformation from the ships and submarines we have in build to the new navy…” He compared this new generation of ‘digital ships’ that replace existing ‘analogue vessels’ as being similar to when the RN changed from sail to steam propulsion. This may be rather over-selling the difference between a Type 23 and Type 26/31 but the more important point is that the new ships will have much better availability and greater flexibility for different roles.
Mark Francois MP pointed out that the first Type 26 frigate, HMS Glasgow will have taken 11 years from keel laying to becoming operational in late 2028 which compares very poorly with other navies such as the Japanese. It was implied this delay was all the fault of industry but in fact, the story is rather more complex. The Navy spent almost 30 years deciding what would replace the Type 23 in a convoluted process of changing requirements and a few blind alleys. Years of austerity, the costs of wars in Iraq and Afghanistan and aircraft carrier construction, helped push the project further to the right. By the time the Type 26 design was mature enough to begin construction, its price had ballooned and the MoD then spent at least two years in a standoff negotiating on price. The eventual compromise was a slow build schedule agreed by all parties which would spread the cost, keeping in-year payments down, although increasing the total bill. Unfortunately, COVID and production problems added another 18 months of delay.
Putting aside the issues with the first-of-class prototype, HMS Glasgow, 1SL pointed out that of more importance is that the rest of the Type 26s are delivered quicker and in a steady drumbeat, on time and without significant teething troubles. It should be noted that the 5 Batch II vessels will be delivered faster than the first 3 ships. Other than HMS Glasgow the expected In-Service Dates for the Type 26 frigates are not public. (Assuming Babcock can deliver on their promises, the Type 31 in-service schedule is more definite). Dates for the retirement of the Type 23 frigates are also fluid and will depend on their material state. It is doubtful the RN itself can even be sure what its frigate fleet will look like between about 2028-35. The ‘frigate gap’ in this period where the ageing Type 23s have to be kept going awaiting replacement by new ships is undoubtedly the RN’s most pressing medium-term worry.
HMS Westminster awaits her fate in the basin at Devonport, October 2023. A fleet of decommissioned SSNs in the adjacent basin awaits dismantling (Photo: Andy Amor).
Following our article published in May highlighting the state of HMS Westminster, the committee pressed 1SL and Rear Admiral Moorhouse on her future. They continue to insist she has not been axed and that a refit might still happen, subject to “ongoing work to understand what would be involved”. The refit would cost at least £100M and might take 3-4 years. It starts to look like wasted money if she can only serve for a few more years from around 2027-32. Transferring her S2087 Towed Array Sonar system to HMS Iron Duke or Argyll (not a simple operation) in the interim might have to be considered. HMS Westminster is highly unlikely to return to the fleet, even if it will entail a further dip in frigate numbers into the early 2030s. A cynic might suggest the RN has been told to stall on the announcement until after the election, by which time it will land on another minister’s in-tray.
Think the unthinkable
Based on our recent article highlighting the concerns about increasingly long deterrent submarine patrols, Sarah Atherton MP asked what can be done to improve matters, especially for submariners. 1SL admitted, “What keeps me awake at night is the pressure on our deployed personnel”. A ‘Tiger Team’ is currently tasked to “think the unthinkable” and look at completely new ways about how submarines are deployed and operated in order to relieve pressure on people.
Mr Francois also quoted our article from late August that noted not a single RN attack submarine was at sea on a particular day, something he described rather unfairly as “operational failure”. 1SL rightly pointed out that this was the best situation for the boats at the time, given their schedules and that maybe they did not actually need to be at sea on that particular day. This is a nuanced argument and 1SL is right to say that submarines are not put to sea for the sake of it and it would be pointlessly disruptive to the operating cycle to do so. (Within a few days, two boats did sail from Faslane as we predicted). When pressed, he suggested that half the force (3 boats) could be put to sea in extremis. He also reminded the committee more broadly that “days at sea” numbers are not a good measurement of fleet effectiveness or actual availability.
However, the episode highlights how a 6-boat force is far too small and 2 of those precious submarines are effectively stuck alongside for an extended period due to maintenance and support infrastructure issues. To say they were “not needed at sea on that day” may be true in a narrow tactical sense but certainly not in the wider strategic sense. It will always be desirable to have one or more boats on operations as they are arguably our most potent naval assets and create great uncertainty in the minds of adversaries. They are also needed to gather intelligence, respond to events, and would be very useful in the Pacific and other theatres if only we had sufficient numbers.
Rounding off
Mr Francois also cited another of our pieces on recruitment issues but the discussion focussed purely on the long term and the pros and cons of the tri-service privatised Armed Forces Recruitment Programme (AFRP). An important opportunity was missed to press the Admiral on the low numbers of candidates making it into basic training right now and what is being done to address this very real crisis. Everyone recognises that in the long term militaries around the world will struggle to find recruits for a variety of demographic and societal factors, however, the RN does not have an attraction problem at present. According to the MoD’s own figures, at least 80 people apply to join the RN every single day but failures in the processing pipeline mean many suitable candidates don’t make it to HMS Raleigh.
On the sustainment of the fleet in theatre, the witnesses pointed out that the RN can be positive about the progress with the Type 45 PIP programme and the success of forward-deploying a frigate, MCMVs in the Gulf and the Batch II OPVs overseas. The RN was one of the few navies that was able to send a carrier strike group across the globe during COVID with very little host nation support.
Finally, it should be noted that Ben Key and Steve Moorhouse are generally well-liked and respected in the service and are grappling hard with an array of legacy problems, few of which are of their making. They are obviously constrained by what they can say in the committee but mostly endeavoured to be honest and avoid the spin and obscurification that is sometimes the refuge of other uniformed and MoD witnesses.
(Main image: HMS Anson heading up the Clyde, Autumn 2023. Photo: Shelia Weir)
The Japanese helicopter carrier JS Kaga conducted sea trials Monday, Nov. 13, 2023, to test modifications that allow the ship to embark F-35B Lightning II fighter jets. (Japan Maritime Self-Defense Force)
One of Japan’s largest naval vessels took part in sea trials this week, brandishing modifications that bring it closer to embarking fifth-generation, U.S.-made fighter jets, local media reported.
The JS Kaga, a flat deck carrier for helicopters, kicked off the trials Monday after departing Kure Naval Base in Hiroshima prefecture, the Asahi Shimbun reported Tuesday. The Kaga’s bow and flight deck were modified to accommodate F-35B Lightning II fighter jets.
The F-35B variant, employed by the U.S. Marine Corps aboard U.S. Navy amphibious assault ships, is capable of short takeoffs and vertical landings, making them suitable for Japan’s helicopter carriers, provided alterations are made.
A Japan Maritime Self-Defense Force spokesman, reached by phone Wednesday, confirmed that the Kaga was at sea Monday but would not provide additional details, citing concerns for operational security.
Modifications visible Monday on the carrier included new markings to assist with takeoffs and landings and a square bow intended to reduce turbulence and extend the flight deck’s length, the Asahi reported.
The Kaga’s flight deck has been strengthened to withstand the heat of an F-35B landing, the Self-Defense Force said. The modifications began in 2022 and may be completed by March.
The Kaga’s activities on Monday did not include F-35s, and flight operations are not expected any time soon because a second phase of modifications has yet to be scheduled, the spokesman added.
Japan, however, has been preparing to adapt the Kaga and its sister ship, the JS Izumo, to embark the fighters for years. Japan’s Ministry of Defense said the ability to “possess flexible operations” and “acquire air superiority utilizing highly capable fighters” was essential for Japan’s defense, according to a 2019 white paper.
It added that improvements to the Izumo and Kaga that allow aircraft like the F-35B to operate from their flight decks was “vital” and “the bare minimum” for the Self-Defense Forces.
In 2020, the Defense Ministry asked for about $795 million to purchase six F-35Bs from the United States and around $29 million to repair and upgrade the Izumo. The following year, the ministry requested $474 million for four more F-35Bs and $61 million to refurbish the Kaga and Izumo’s flight decks.
Additional modifications to the Izumo, including bow modifications, are scheduled for next year, Asahi reported.
In October 2021, two U.S. Marine Corps F-35Bs took off and landed aboard the Izumo, which underwent similar upgrades as the Kaga, becoming the first fighter jets to operate from a Japanese carrier since World War II.
Japan has since purchased 42 F-35Bs and expects deliveries to begin within the next few years.
Watch: Forces News goes inside the General Dynamics factory in South Wales to see the Ajax taking shape
The General Dynamics factory near Merthyr Tydfil in the heart of the Welsh Valleys is where all six variants of the Ajax, the British Army’s advanced land vehicle system, are being built.
Ajax is designed to be at the heart of the Army’s future armoured fleet, and 589 vehicles from the Ajax family are being built at this site.
Forces News has been given special permission to go on the factory floor to see how these highly capable vehicles are being constructed.
Jonathan Richards, head of production at the plant, told Forces News: “At any one time, when we are at full rate production there will be circa 50 vehicles on the shop floor that are either in production or test itself.”
In what is something of a first for this industry, the end user – the Army – is at the factory right through the process.
“You have Army personnel on site permanently and indeed they work collaboratively with the GD [General Dynamics] team to get the best result on the JAG, joint acceptance group testing,” Mr Richards added.
This means each of the Ajax variants – Ajax, Ares, Argus, Athena, Atlas and Apollo – leaves the site with both builder and user approval, in turn speeding everything up.
Watch: Take a look at the Ajax being put through its paces on Salisbury Plain
Also more efficient is the build process itself.
There is a production line system, just like with cars, rather than building each vehicle from scratch in its own bay, which is time-consuming but had been the norm in sections of defence manufacturing.
‘Proud’ to be saving lives
Many of those building Ajax are themselves military veterans and know the importance of what they are doing.
Production line manager Darren Liversage, who is ex-military, said: “I’m extremely proud, it’s very rewarding, I know where the end user is going to be using it, how it’s going to be used and the environments it’s going to be used in.”
Army personnel are on-site permanently, working with the General Dynamics team
He added: “I appreciate the quality of the builds we are producing and knowing that we are going to be saving lives with the vehicle.”
Mr Liversage believes the Ajax is “head over heels, higher than any of the current vehicles that are out there”, simply calling it “brilliant”.
The people at the sharp end of building the new armoured vehicle know full well that their hard work will pay dividends for generations of soldiers to come.
Platforms will continue to be delivered to the Army in 2023, with the Household Cavalry and 6th Battalion Royal Electrical and Mechanical Engineers being the first to convert to Ajax.
A Royal Australian Air Force aviator from Combat Support Group watches as a Hot Refuel is conducted on a F/A-18F Super Hornet aircraft during Exercise Talisman Sabre 23 at RAAF Base Darwin. Photo: LAC Chris Tsakisiris
The Australian federal government has welcomed a new United States-funded fuel facility completed at RAAF Base Darwin, as a significant milestone in the partnership between Australia and the US.
Valued at US$76 million, the fuel storage project was managed by the United States Naval Facilities Engineering Systems Command Pacific with the construction contract awarded to Nova Nacap JV, a United States–Australian joint venture. Construction was completed in June 2023.
The newly completed fuel facility is designed to enhance operational capabilities and support for training exercises to enable enhanced air cooperation between the countries and is a significant investment under the United States Force Posture Initiatives (USFPI) infrastructure program.
Australian businesses and joint ventures have won four of the five US-funded contracts for capital infrastructure delivery under the Force Posture Agreement, representing approximately US$198 million of United States investment since the start of the USFPI.
Celia Perkins, Deputy Secretary Security and Estate, said Australia and the United States are investing in a range of projects to enable enhanced force posture cooperation, with significant opportunities for Australian industry involvement across sectors including construction, professional services, maintenance, and logistics.
“Defence has engaged extensively with the United States on this project ensuring we have the enablers in place to best support activities under the Force Posture Agreement,” Perkins said.
“Infrastructure to support USPFI is located across the Defence estate, including at Robertson Barracks and RAAF Bases Darwin and Tindal, as well as training areas across the Northern Territory.”
The Enhanced Air Cooperation (EAC) was originally announced as an initiative in February 2017. The program, designed to deepen air-to-air integration, includes activities relating to integration of advanced and combined warfighting capabilities, collaborative airbase operations and combat support, cooperation with air-power enabling capabilities, collaborative logistics supporting airpower, and bilateral regional engagement.
EAC provides opportunities to enhance Australia and US engagement with regional partner air forces through involvement in exercises and training activities.
The project also aligns with the Government’s response to the Defence Strategic Review to increase preparedness, invest in our northern infrastructure network, and deliver resilient fuel solutions.
Earlier this year, the Defence Strategic Review (DSR), unveiled on Monday, 24 April, recommended the Australian Army would be optimised for long-range strike capability and littoral operations in northern land and maritime spaces, while the Royal Australian Air Force would support operations in the north through surveillance, air defence, strike, and air transport.
The Australian Defence Force’s ability to operate from Australia’s northern bases was identified as a key priority area under the DSR recommendations,
The report recommended major works on northern air bases including improvements to runway and apron capacity, fuel supply and storage, accommodation and security.
Ships attached to a destroyer flotilla with the Chinese People’s Liberation Army Navy sail in formation en route to a training exercise in the East China Sea. (Wei Chenping/Chinese Defense Ministry)
ISLAMABAD — China and Pakistan on Friday wrapped up their largest bilateral naval exercise to date, marking the first time Pakistan hosted such an advanced Chinese destroyer for training.
The Sea Guardians event is the latest in series of joint maritime exercises that began in 2014, but this is the third time it took on that title. The drills take place annually, and the two countries alternate as hosts. The sea phase this month off Pakistan’s port city of Karachi.
The exercise aimed to demonstrate China and Pakistan’s common aim to safeguard their shared economic corridor — a key part of Beijing’s Belt and Road Initiative — according to Senior Capt. Qi Jian of the Chinese People’s Liberation Army Navy, who spoke during a media briefing before the drills.
Officials at the briefing also noted the exercise would help strengthen Sino-Pakistan relations and explore new avenues for naval cooperation.
Drill participants
The Chinese contingent included a Type 052DL destroyer, the latest version of the design that reportedly features anti-stealth capabilities, and a Song-class submarine. This is the first time Pakistan hosted such an advanced Chinese destroyer for an exercise.
Other Chinese submarines have visited Pakistan. In 2015, a Type 039A/Type 041 Yuan diesel-electric sub docked in Karachi, followed by a Type 093 Shang nuclear-powered attack boat in 2017.
The rest of the Chinese fleet attending this month’s exercise included two Type 054A frigates, a submarine support ship and a tanker, plus helicopters and a marine detachment.
One element of the exercise began Nov. 14 with Chinese vessels and the Pakistani Type 054A/P frigate Shahjahan sailing out of Karachi.
The Chinese destroyer Linyi and the Pakistani F-22P frigate Saif appear to have undertaken separate joint maritime drills.
Other elements of the Pakistan Navy participating in the exercise included Azmat-class missile boats and aircraft. Khalid said no Pakistani submarine attended, noting that “for the safety of participating units, normally only one submarine participates in an exercise.”
Command of the flotilla rotated to each ship, with onboard observers monitoring the organization and implementation of the drills.
The head of the Pakistan Navy’s media branch, Commodore Syed Rizwan Khalid, told Defense News the drills “simulated [a] multi-threat environment.” The training — for visit, board, search and seizure missions; air defense; anti-surface warfare; joint anti-submarine warfare; countermine operations; and special operations — helped “further enhance maritime cooperation and defense relations through mutual exchange of maritime experience and interoperability between the two navies.”
“Both navies have been regularly participating in this series of exercises, and interoperability between both the navies has significantly matured to undertake full-spectrum maritime operations together in the Arabian Sea,” he added.
The India factor
Frank O’Donnell, a South Asia expert with the Stimson Center think tank, said this month’s Sea Guardians event reemphasized “Chinese commitment to modernizing Pakistan’s Navy and expanding its presence in the Indian Ocean.”
India’s Navy, he told Defense News, was “reportedly tracking all the Chinese ships involved in the exercise, but it will be especially concerned by the Chinese selection of a Type 052 guided-missile destroyer and Type 039 diesel-electric attack submarine to participate.”
While India and Pakistan are rivals, they both have friendly relations with China. However, India and China have clashed in recent years over a border dispute.
“These ship classes are often key elements of [anti-access/area denial] strategies, which has long been Pakistan’s naval approach towards India. China-Pakistan operations involving these vessels will strengthen Pakistan’s capabilities toward expanding its A2/AD envelope against India,” O’Donnell said.
While the Song-class boat may not be China’s most advanced submarine, O’Donnell said its presence likely concerned India, as did the value it provided to Pakistan.
“In particular the Type 039 — as a predecessor class to the eight Type 041s, which Pakistan is acquiring from China, and which will likely be tasked with dual nuclear and conventional strike missions — will give Pakistan additional experience of effectively operating with a submarine very similar to the ones it is inducting,” he said.
Corporal Willie Apiata VC (right) and Royal New Zealand Navy Warrant Officer Lance Graham at the memorabilia auction in Auckland in April this year, where $200,000 was raised for for Tairāwhiti after the region was hit by Cyclone Gabrielle in February.NZDF picture
Gisborne people are among this year’s Kiwibank Local Hero Te Pou Toko o te Tau medallists.
From a record-breaking number of nominations, a panel of independent judges have selected 100 “legends and leaders” as medallists.
Bevan Chapman, Daryl Gowers, Hoana Forrester, Laura Watson, Linda Coulston and Willie Apiata are listed as the local hero medal winners.
Radio host Bevan Chapman slept in his studio through the days of Cyclone Gabrielle, providing a crucial 24/7 broadcast to keep his listeners informed. With no phones or internet, people started delivering handwritten notes for Chapman to read out on air like a constant community noticeboard. “In many ways, his actions represent everyday community heroism, selflessly sacrificing his own comfort and safety to ensure the people of Tairāwhiti could be informed of vital Civil Defence updates, and offering a much-needed morale boost to local listeners,” the citation read.
Daryl Gowers was nomnated for his support of the local Cancer Society after his sister’s battle with breast cancer. A quarter of a million dollars later, Daryl has dedicated the past six years to fundraising through low-cost whiteware collection and recycling services.
“Operating from his home, Daryl also organises sponsored walks and collects fundraising items like daffodils for Daffodil Day. His profound impact is no mean feat, and he has inspired many with his selfless dedication to a cause that matters,” the citation said.
Hoana Forrester was recognised for her ingenuity in the aftermath of Cyclone Gabrielle. When the cyclone cut off access to local schools, Hoana transformed her carport into a makeshift classroom.
“Faced with impassable bridges and a disrupted education system, she opened her doors to cyclone-affected children, determined to ensure their learning wouldn’t be halted,” the citation said.
Laura Watson is recognised for her role as catchment coordinator for the Waimata Restoration Project, Laura has transformed it into one of New Zealand’s leading on-farm biodiversity projects.
“In the face of Cyclone Gabrielle and subsequent weather challenges, Laura spearheaded the Waimatā Catchment recovery effort, securing over $100,000 in self-generated funding to get farmers back on their feet,” the citation says.
Linda Coulston, who recently left her job as manager of SuperGrans, was recognised for her role with the organisation, which is dedicated to sharing generational skills and knowledge to empower communities.
“Over the past 11 years, she has moved through all facets of SuperGrans services, showcasing great commitment and organisational skill,” the citation said.
Willie Apiata assembled a group of former New Zealand Defence Force colleagues, who raised over $200,000 for Tairāwhiti iwi impacted by Cyclone Gabrielle.
A live and silent auction held in Auckland featured valuable items, including Apiata’s Victoria Cross medallion, a copy of Queen Elizabeth’s funeral programme signed by Victoria Cross recipients, and a special air service book and brooch.
Kiwibank chief executive Steve Jurkovich emphasised the significance of celebrating these contributions.
“If there has ever been a time to celebrate those who’ve made outstanding contributions to the well-being of our country, it’s now. It is a real privilege to honour the creativity, selflessness, and visionary people that help make us proud to call Aotearoa home.”
The medallists are now in the running for the 2024 Kiwibank New Zealand Local Hero of the Year Award Te Pou Toko o te Tau.
The U.S. Navy repair ship USS Vestal (AR-4) photographed circa the early 1920s.
The U.S. Navy repair ship USS Vestal (AR-4) anchored off New York City (USA), circa 17-20 December 1918, while still painted in World War I disruptive camouflage. Ship in the distance, beyond Vestal´s stern, is the battleship USS Iowa (BB-4).
The U.S. Navy repair ship USS Vestal (AR-4) beached on Aiea shoal, Pearl Harbor, after the Japanese raid. She is listing from damage caused by two bombs that hit her during the attack.
Pearl Harbor, Hawaii (Dec. 7, 2004) – U.S. Marines, assigned to Marine Aircraft Group Two Four (MAG-24), stand at parade rest prior to a twenty-one gun salute on the USS Vestal mooring quay. Vestal, a repair ship, was moored outboard of the battleship USS Arizona during the attack on Pearl Harbor. She was hit by two bombs and further damaged when Arizona’s forward magazines exploded. Repaired over the next few months, she was transferred to the South Pacific in August 1942, where she mended many combat-damaged ships during difficult times of the Guadalcanal and Central Solomons campaigns.Vestal served in both World Wars. She was damaged during the Japanese attack on Pearl Harbor and received two battle stars for her World War II service.
The history of USS Vestal (AR-4) began when Erie (Fleet Collier No. 1) was authorized on 17 April 1904; but the ship was renamed Vestal in October 1905, well before her keel was laid down on 25 March 1907 at the New York Navy Yard, Brooklyn, New York. Launched on 19 May 1908, Vestal was placed in service as a fleet collier, with a civilian crew, at her builders’ yard on 4 October 1909.
Vestal served the fleet as a collier, operating along the Atlantic coast and in the West Indies from the autumn of 1909 to the summer of 1910. After a voyage to Europe to coal ships of the Atlantic Fleet in those waters, the ship returned to the Philadelphia Navy Yard and was taken out of service at the Boston Navy Yard on 25 October 1912. The ship underwent nearly a year’s worth of yard work and was commissioned as a fleet repair ship in 1913 under the command of CommanderEdward L. Beach, Sr., USN (father of submariner CaptainEdward L. Beach, Jr.).
After fitting out, Vestal departed her conversion yard on 26 October for Hampton Roads, Virginia, where she conducted her shakedown between 29 October to 10 November. After touching at Key West, Florida, for coal on 14 November, Vestal moved on to Pensacola, Florida, her base for operations as a repair ship for the Atlantic Fleet. She was attached to the Atlantic fleet and served along the east coast and in the West Indies until spring of 1914 when she was dispatched along with other ships for the occupation of the Mexican port of Vera Cruz. The auxiliary vessel provided repair services at Vera Cruz from 2 May to 20 September before she sailed for Boston, escorting the cruiser Salem to the navy yard there for overhaul. As of December 1914, Commander U.T. Holmes was the commanding officer and Lieutenant Commander L.J. Connelly performed as executive officer, Lieutenants E.G. Oberlin and F.M. Perkins serving as staff officers.
Following the U.S. entry into World War I, Vestal was deployed to Queenstown, Ireland, where she provided services for ships of the 1st Destroyer Flotilla. She stayed there for the duration of the war and beyond, finally returning in 1919. For the next six years Vestal served the Scouting Force and Battle Fleet. During the navy-wide assignment of alphanumeric hull numbers on 17 July 1920, Vestal was classified as a repair ship, AR-4.
In 1925 she underwent modification that changed her from a coal-powered ship to an oil-fired one. Soon thereafter, on 25 September, the submarineUSS S-51 was rammed and sunk by SS City of Rome and Vestal was called to help recover the submarine. Vestal conducted her salvage operations from October to early December 1925 and again from 27 April to 5 July 1926. During the latter period, the submarine was raised from the bottom. Following the completion of recovery, Vestal was transferred to the Pacific Fleet in 1927.
The Pacific Fleet was shifted to a new base at Pearl Harbor following Fleet Problem XXI in the spring of 1940. Vestal also made the move. After returning from the west coast for an overhaul at the Mare Island Navy Yard, Vallejo, California, Vestal resumed her duties. On 6 December 1941, she was moored alongside USS Arizona, at berth F 7, off Ford Island, to provide services to the battleship during her scheduled period of tender upkeep between 6 and 12 December.
USS Vestal beached and listing after being hit in the attack on Pearl Harbor, 7 December 1941
On December 7 shortly before 08:00 Japanese carrier-based aircraft swept down upon Pearl Harbor. At 07:55, Vestal went to general quarters, manning every gun. At about 08:05, her 3-inch (76 mm) gun commenced firing.
At about the same time, two bombs – intended for the more valuable battleship inboard on Battleship Row – hit the repair ship. One struck the port side, penetrated three decks, passed through a crew’s space, and exploded in a storage hold, starting fires that necessitated flooding the forward magazines. The second hit the starboard side, passed through the carpenter shop and the shipfitter shop, and left an irregular hole about five feet in diameter in the bottom of the ship.
The 3-inch (76 mm) gun jammed after three rounds, and the crew was working to clear the jam when an explosion blew Vestal’s gunners overboard. Thereafter, maintaining anti-aircraft fire became secondary to saving the ship.
At about 08:10, a bomb penetrated Arizona‘s deck near the starboard side of number 2 turret and exploded in the powder magazine below. The resultant explosion touched off adjacent main battery magazines, exploding the forward part of the battleship and literally clearing Vestal‘s deck of her crew.
Among those blown overside was her commanding officer, Commander Cassin Young. He swam back to the ship, and countermanded an abandon ship order given by another officer by coolly saying, “Lads, we’re getting this ship underway.” Fortunately, the engineer officer still had the “black gang” getting up steam.
Oil from the ruptured tanks of the Arizona caught fire in the explosion, which in turn set Vestal ablaze aft and amidships. At 08:45 men forward cut her mooring lines with axes, freeing her from Arizona, and she got underway, steering by engines alone. The naval tug Hoga, whose tugmaster had served aboard Vestal just a few months before the attack, pulled Vestal‘s bow away from the inferno engulfing Arizona and the repair ship, and the latter began to creep out of danger. In spite of slowly assuming a list to starboard and settling by the stern, she anchored in 35 feet (11 m) of water off McGrew’s Point at 09:10.
Continued flooding caused Vestal to settle by the stern and increased the list to six and one-half degrees. At the direction of Commander Young, Vestal got underway again at 09:50, less than an hour after the Japanese attack ended. Vestal intentionally ran aground at Aiea Bay soon thereafter. Commander Young explained his order to run aground in his after-action report: “Because of the unstable condition of the ship…”, Young explained in his after-action report, “…(the) ship being on fire in several places and the possibility of further attacks, it was decided to ground the ship.” Commander Young was awarded the Medal of Honor for his actions in saving Vestal.
Despite being damaged herself Vestal participated in some of the post-attack salvage operations, sending repair parties to the overturned hull of the battleship Oklahoma so that welders could cut into the ship and rescue men trapped there after the battleship capsized.
In the days following the attack, Vestal‘s men repaired their own ship because yard facilities were at a premium. Within a week of the raid Vestal‘s crew had pumped out the oil and water that had flooded the compartments below the waterline and cleared out the damaged and gutted holds – all work that had to be completed before the rebuilding process could begin.
After repairs and alterations and operations at Pearl Harbor Vestal received orders on 12 August 1942 to proceed to the South Pacific. She set sail for Tongatapu in the Tonga Islands. She arrived there two weeks later, on 29 August, less than a month after the launching of Operation Watchtower, the invasion of the Solomon Islands. Over the months that followed the Japanese would contest the Americans and their Australian and New Zealand allies with skill and tenacity.
During Vestal‘s 60 days at Tongatapu she completed 963 repair jobs for some 58 ships and four shore activities. Included were repairs to warships such as Saratoga (torpedoed by Japanese submarine I-26 on 31 August); South Dakota (damaged from grounding at Lahai Passage, Tonga Islands, on 6 September); and North Carolina (torpedo damage suffered on 15 September).
One of the more difficult jobs was the one performed on South Dakota. The battleship had run aground on an uncharted reef and put into Tongatapu for emergency repairs. Vestal‘s divers commenced their work at 16:00 on 6 September and began checking the ship’s seams. With only six divers working, Vestal‘s party operated until 02:00 on 7 September and reported the damage as a series of splits extending along some 150 feet (46 m) of the ship’s bottom. By the next morning, 8 September, Vestal‘s skilled repairmen, together with men of the battleship’s crew, managed to mend the damage sufficiently to allow the ship to return to the United States for permanent repairs.
When Saratoga put into Tongatapu after being torpedoed by I-26 on 31 August, Vestal‘s divers combined forces with USS Navajo to inspect the damage and later trim and brace the hole. Pumps managed to clear the water out of the flooded fire room and tons of cement were poured into the hole to patch the damaged area. Within 12 days of her arrival at Tongatapu, Saratoga was able to return to the United States.
Nouméa and the Battle of the Santa Cruz Islands[edit]
Vestal subsequently sailed for the New Hebrides on 26 October, though a change of orders brought her to New Caledonian waters instead, and she reached Nouméa on 31 October. Her arrival could not have been more timely, as the Battle of the Santa Cruz Islands had taken place just days before, from 25 to 27 October. South Dakota and Enterprise, two of the most heavily damaged ships in the battle, were at Nouméa.
A bomb hit on the latter had buckled a 30-by-60-foot (9.1 by 18.3 m) section of the flight deck, aft, bulging it about four feet above deck level. In addition, the hit flooded the after elevator machinery room and blew out bulkheads and damaged furniture in “officer’s country.” Ordered to sea before the damage was completely repaired, the carrier took with her two Vestal officers and a large repair party of 75 Seabees, who continued work even when Enterprise went to battle stations. Those Vestal men were included in the Presidential Unit Citation awarded to Enterprise.
South Dakota, like Enterprise, had suffered major damage. She had taken a bomb hit on one of her 16-inch (410 mm) gun turrets, had been torn by shrapnel, and had collided with the destroyer USS Mahan during the battle. The destroyer had not only holed the battleship’s starboard side but had left an anchor in the wardroom. Even though Vestal repair parties were busy with Enterprise‘s urgent repairs they also went to work on the damaged South Dakota, listing her over to patch the hole on the battleship’s starboard side at the waterline. Her craftsmen repaired the wardroom (removing Mahan‘s anchor in the process), patched shrapnel holes, and put sprung hatches and damaged fire mains in order. She was back in action in just five days.
During her time at Nouméa, Vestal completed 158 jobs on 21 ships; she departed that port on 13 November; reached Espiritu Santo three days later; and began a year’s schedule of repair service. During the next 12 months, Vestal tackled some 5,603 jobs on 279 ships and 24 shore facilities. Some of the outstanding repair jobs were on ships damaged during the bitter naval engagements in the Solomons in late 1942 and early 1943. There were: San Francisco, ripped by heavy caliber hits during the night battle off Savo Island on 13 November 1942; New Orleans and Pensacola, the latter with a torpedo hole measuring 24 by 40 feet (12 m), a flooded after engine room, and two propeller shafts broken; the New Zealandlight cruiserHMNZS Achilles – already famous for her part in the 1939 Battle of the River Plate and the subsequent sinking of the German pocket battleshipGraf Spee – which, besides shrapnel and collision damage, had taken a direct hit on her after turret; and the torpedoed and fire-damaged cargo ship Alchiba.
In addition, she performed repairs on the torpedoed light cruiser St. Louis, the torpedoed Australian light cruiser HMAS Hobart; the bomb-damaged transport Zeilin; and others, including Tappahannock and HMNZS Leander. She also corrected battle damage to and performed alterations on 12 LST‘s and a large number of miscellaneous lesser ships. Only once during that time, from 27 May to 2 June 1943, did the ship herself undergo repairs.
One of the most outstanding pieces of salvage work performed by Vestal was for the heavy cruiserPensacola, heavily damaged at the Battle of Tassafaronga. A torpedo had caused such extensive damage aft that her stern was barely attached to the rest of the ship and swayed gently with the current. A few frames, some hull plating, and one propeller shaft were practically all that still held the aftermost section to the rest of the ship. As Vestal‘s commanding officer later recounted, “Never had an AR (repair ship) been presented with such a task; no records on how it should best be done were available.”
By trial and error, and relying on previous experience, Vestal workers turned-to. The hole was plugged and braced for stability, compartments that could be were sealed and pumped out; three propellers of about seven tons each were pulled off to reduce drag. “One has to be something of an artificer”, her commanding officer recounted, “… to realize the problems that came up to do with this job, such as underwater welding and cutting, which was still a fairly new thing.” Vestal’s force used a dynamite charge to jar one propeller loose and had to burn through the shaft of another to get it off.
After Pensacola came Minneapolis, torpedoed amidships and with 75 feet (23 m) of her bow missing. Vestal put her in shape, too, for a trip to a stateside yard where permanent repairs could be made. “So it went”, continued the commanding officer, “… one broken, twisted, torpedoed, burned ship after another was repaired well enough to make a navy yard or put back on the firing line.”
On 18 November 1943, Vestal departed Espiritu Santo, bound for the Ellice Islands, and reached her destination, Funafuti, on the 22nd. During her brief stay there the repair ship completed some 604 major repair tasks for 77 ships and for eight shore activities. Her outstanding job during that tour was her work on the light carrierIndependence.
Underway for Makin on 30 January 1944, Vestal‘s orders were changed en route. The ship proceeded instead for the Marshall Islands, reaching Majuro atoll on 3 February. The big repair job awaiting her there was that for the battleship Washington, which had suffered heavy collision damage forward with the Indiana. Although estimates called for it to be a 30-day job, Vestal, often working 24-hour shifts, completed the task in only 10 days. After that, Washington sailed for Pearl Harbor to receive permanent repairs.
In need of repairs herself, especially new evaporators, Vestal departed Majuro and sailed, via Pearl Harbor, for the Mare Island Navy Yard. Upon conclusion of those repairs, the addition of new equipment, alterations, a general overhaul, and a vari-colored paint job, Vestal departed Mare Island on 8 September, bound for the Carolines. Her voyage took her via Pearl Harbor and Eniwetok. There she picked up tows for the remainder of her voyage, a cement barge, Chromite, and the Navy ammunition barge YF-254. She reached Ulithi on 15 October 1944.
During the ship’s sojourn at Ulithi, Vestal completed 2,195 jobs for 149 ships – including 14 battleships, nine carriers, five cruisers, five destroyers, 35 tankers, and other miscellaneous naval and merchant ships. Her biggest repair job of that time was the light cruiser Reno, torpedoed off San Bernardino Strait by Japanese submarine I-41 on the night of 3 November. Once again, Vestal‘s workers performed their tasks quickly and efficiently, having Reno on her way in a short time for permanent repairs in a stateside yard.
Underway for the Marianas on 25 February 1945, Vestal arrived at Saipan two days later, to commence what would be over two months of service there, principally repairing amphibious craft used for the Iwo Jima invasion. While Vestal lay at anchor at Saipan, the Okinawa invasion commenced on 1 April 1945. Less than a month later, Vestal sailed for Kerama Retto, a chain of islands off the southwestern tip of Okinawa, and arrived there on 1 May.
During May, Vestal went to general quarters 59 times as Japanese planes made suicide attacks on the ships engaged in the bitter Okinawa campaign. Experience proved that the best defense against the suiciders was a smoke or fog screen produced by all ships that blended into one gigantic mass of low-hanging clouds. For that purpose, Vestal had two boats equipped with fog generators and several barrels of oil. Besides the fog generators, smoke pots would be thrown over the bow of the ship to emit a dense, white, sickly-smelling smoke for about 15 minutes apiece. Besides the danger posed by suiciders, deck sentries kept a sharp lookout for any enemy who might attempt to swim out to the ships with mines or explosive charges.
At Kerama Retto, Vestal‘s big job was repairing destroyers. Her jobs included the kamikaze-damaged Newcomb and Evans.
Vestal remained at Kerama Retto through mid-June before she got underway on the 23d for Nakagusuku Wan, later renamed Buckner Bay, arriving there later that same day. The repair ship remained in that body of water for the remainder of the war. At 20:55 on 10 August 1945, a pyrotechnic display burst forth as word arrived telling that Japan was entertaining thoughts of surrender. “So great was the display of fireworks and so immense the feeling of victory that once the tension had been broken, the true peace announcement received at 0805, 15 August 1945, caused hardly a ripple of enthusiasm: nevertheless the spirit of victory was uppermost in the hearts and conversations of all hands.”
The main danger to the fleet after Japan surrendered was typhoons. Vestal had sortied twice from Buckner Bay before “V-J Day” — once on 19 July and once on 1 August. On 16 September, Vestal sortied for the third time on typhoon evasion, returning to the harbor the next day after having ridden out 68-knot (126 km/h) winds and heavy seas.
Vestal carried out storm-damage repairs over the ensuing days before another typhoon – the fourth for the Ryūkyūs that year – swirled in from the sea on the 28th. Upon receipt of orders from Commander, Service Division 104, Vestal weighed anchor and headed out to sea at 15:00, her stem sluicing seaward from Buckner Bay. “The glassy sea, humid atmosphere, and falling barometer portended the approaching engagement between ship and her relentlessly violent foes, sea and wind.”
The merchantmen Fleetwood and Kenyan Victory took positions 800 yards (730 m) astern and in single file with Vestal leading the way, steaming westward and away from the threatening blackness massing to the east of Okinawa. Overhauling a four-ship convoy, Captain H. J. Pohl, Vestal’s commanding officer, assumed command of the now seven-ship group. The ships met the fierce winds head-on to lessen the roll and steered to take the surging seas on the quarter, maneuvering skillfully to prevent damage or, worse, loss. By late in the afternoon of the third day, Pohl, the convoy’s commodore, had his ships back in Buckner Bay, safe and sound.
That particular storm-evasion sortie proved only to be a realistic exercise compared to what came next. On 6 October, Vestal received warnings of Typhoon Louise (1945) — a tropical storm 400 miles (640 km) in diameter with winds of 100 knots (190 km/h) near the center, moving west-northwest at 17 knots (31 km/h).
At 00:15 on the 7th, Vestal and all ships present in Buckner Bay received word to prepare to execute typhoon plan “X-ray” upon one hour’s notice. By mid-afternoon, those orders arrived; and the fleet began stirring itself to action for its survival. Among the first vessels to get underway was Vestal, the venerable repair ship clearing the harbor entrance at 16:00, steaming due east. Ultimately, Beaver and the merchantmen Hope Victory, Grey’s Harbor, and Esso Rochester joined her.
Rising seas, increasing winds, and a plummeting barometer ushered in Monday, 8 October, but Vestal and her brood maintained their eastward course through the next day, 9 October – the day when the typhoon struck Okinawa with unparalleled force. At that time, Vestal was steering a “crazy-patch course”, eluding the storm that included seas up to 40 feet (12 m) high and winds registering between 50 and 65 knots (120 km/h). Hoping for a possible entry into Buckner Bay on Wednesday, 10 October, Vestal headed westerly, bucking strong head winds.
At 14:05 on 10 October, while Vestal headed back to Buckner Bay, a signalman on the flying bridge called out: “Life raft on port bow.” “Second life raft on port beam”, came another cry only a few moments later. Barely perceptible several thousand yards to port were tiny specks, rising with the waves – specks which turned out to be the survivors of the sunken USS LSM-15 that had gone down in the fury of the typhoon during the previous night.
Ordering the other ships to proceed independently, Vestal put about to port and shortly thereafter swung to windward of the nearest life raft. In the lee thus formed, the repair ship lowered a motor whaleboat; that craft picked up 17 men from the first raft. Ultimately, 15 more survivors clambered up the boarding nets to safety; a total of two officers and 30 men were recovered from the sea.
Entering Buckner Bay at dusk, Vestal witnessed the savage typhoon’s aftermath with the dawn of the 11th. Once again, Vestal immediately turned to the task of repairing the battered ships of the fleet.
The Vestal mooring quay memorial at Pearl Harbor
Subsequently, Vestal performed her vital service functions supporting the occupation of China and Japan, before she sailed back to the United States. Her disposal was delayed in order to allow the ship to perform decommissioning work on other ships referred to the 13th Naval District for disposal, Vestal was ultimately decommissioned at the Puget Sound Naval Shipyard on 14 August 1946. Struck from the Navy List on 25 September of the same year, she lay inactive for the next two and one-half years before stripping began on 20 May 1949. Her hull was sold on 28 July 1950 to the Boston Metals Company, Baltimore, Maryland, and subsequently scrapped.
Vestal (AR-4) received two battle stars for her World War II service.
The Bozena 4 is capable of withstanding anti-tank mines with a blast resistance rating of 9 kg TNT equivalent, making it suitable for high-threat contamination zones. (Picture source: Way Industries)
As reported on September 8, 2023, the Ukrainian Armed Forces already deployed a Bozena 4 remotely-controlled mine-clearing vehicle for demining operations in an unspecified area of Ukraine.
The Bozena 4 is a remotely controlled demining system developed by Way Industry in Slovakia, designed for mine clearance and Counter-Improvised Explosive Device (C-IED) tasks. It has been in service for over 15 years and is recognized for its reliability in mine clearance operations. One notable feature is its blast resistance, capable of withstanding anti-tank mines with a blast resistance rating of 9 kg TNT equivalent, making it suitable for high-threat contamination zones.
The Bozena 4 is remotely controlled with a range of up to 5,000 m, allowing operators to maintain a safe distance from hazardous areas. The system is designed to clear various types of mines, including anti-personnel (AP), and anti-vehicle (AV) mines, as well as pressure and tripwire-fused mines.
The Bozena 4 is capable of clearing up to 2,500 square meters per hour, facilitated by a flail unit operating at rotating speeds ranging from 350 to 500 RPM, a width clearance of 2.2 m, and a depth of up to 250 mm. Additionally, it can remove tripwires and vegetation up to a height of about 4 m.
Proven through testing in various locations, including Croatia, Ethiopia, Turkey, Kenya, and Sweden, the Bozena 4 has demonstrated reliability and effectiveness in real-world demining challenges. Several countries, including Azerbaijan and Sri Lanka, have recognized its capabilities and deployed the Bozena 4 for mine clearance operations.
The deployment of this equipment is expected to enhance Ukraine’s demining capabilities, as the country is currently confronted with a severe landmine crisis. Landmines deployed by the Russian military have created an extensive minefield covering an area of 250,000 square kilometers, exceeding the size of the entire Korean Peninsula (220,000 square kilometers).
The urgency of demining operations in Ukraine is rooted in the context of the Russian invasion that began in February 2022. Ukraine is currently confronted with a severe landmine crisis, with landmines deployed by the Russian military creating an extensive minefield covering an area of 250,000 square kilometers, exceeding the size of the entire Korean Peninsula (220,000 square kilometers).
This contamination poses significant challenges, highlighting the critical role played by mine-clearing vehicles, including both locally-made Pozhmashina PM-B and an unnamed farm tractor-based UGV, and foreign existing mine-clearing vehicles, such as the German Wisent 1, the Slovakian Bozena-5, the South Korean tank-based K600 Rhino, and the Swiss Digger D-250.
Governor-Commander Johannes de Graaff, who had only assumed his post in September and opened his colony to American ships, would welcome Dorea’s skipper, Captain Isaiah Robinson, who had arrived at the Dutch Caribbean island under orders of the Secret Committee to obtain munitions and military supplies. Robinson would leave behind a Philadelphia-printed copy of the Declaration of Independence.
First official salute to the American flag on board an American warship in a foreign port, 16 November 1776. Painting by Phillips Melville, depicting Continental Brig Andrew Doria receiving a salute from the Dutch fort at St. Eustatius, West Indies, 16 November 1776. The artist shows the “Grand Union” flag flying at Andrew Doria’s stern and foremast peak. Courtesy of the U.S. Navy Art Collection, Washington, D.C. Donation of Colonel Phillips Melville, USMC (Retired), 1977. Photo #: NH 85510-KN (color).
As described by Barbara Tuchman, The First Salute, A View of the American Revolution, 1988:
White puffs of gun smoke over a turquoise sea followed by the boom of cannon rose from the unassuming port on the diminutive Dutch island of St. Eustatius in the West Indies on 16 November 1776. The guns of Fort Orange on St. Eustatius were returning the ritual salute on entering a foreign port of an American vessel, the Andrew Doria, as she came up the roadstead, flying at her mast the red-and-white-striped flag of the Continental Congress. In its responding salute, the small voice of St. Eustatius was the first to officially greet the largest event of the century – the entry into the society of nations of a new Atlantic state destined to change the direction of history
The thing is, our story soon turned sour for many of those involved. Dorea, despite a victory at sea over the British 12-gun sloop-of-war Racehorse after a two-hour engagement near Puerto Rico on the return trip back to Philadelphia, would be burned to prevent capture during the fall of the City of Brotherly Love in 1777, and Robinson would pass under cloudy circumstances in 1781
The same year as Robinson’s death, the Royal Navy would make the Dutch pay for their salute and assistance to the Colonials, with ADM George Bridges Rodney forcing the surrender of Sint Eustatius in February 1781, saying:
This rock, of only six miles in length and three in breadth, has done England more harm than all the arms of her most potent enemies and alone supported the infamous rebellion. When I leave the island of St. Eustatius, it will be as barren a rock as the day it erupted from the sea. Instead of one of the greatest emporiums on earth, it will be a mere desert and known only by report.
As Rodney had 15 ships of the line and 3,000 sailors and marines, vs De Graaff’s 60 soldiers and 12 guns at Fort Oranje, the pillaging was a done deal and the British occupied the ravaged island for three years. De Graaff, who had been recalled to Holland to defend his actions in recognizing the American brig, would return to the island and rebuild his Graavindal estate, where he would die in 1813.
In 1939, with FDR embarked on USS Houston (CA-30) for Fleet Problem XX, the U.S. Navy and its biggest presidential champion stopped by the island and marked the “First Salute” in ceremony.
The event has often been revisited by passing U.S. Navy assets.
USS Richard K. Kraus (DD-849) during the commemoration of the first salute to the flag of the United States onboard US Brig-of-War Andrew Dorea, fired from the fort of Saint Eustatius (Netherlands Antilles) on 16 November 1776. Richard E. Kraus is answering the salute of the fort, 185 years later on 16 November 1961. NHHC Catalog #: S-524-G
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