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H. L. Hunley H. L. Hunley was a submarine of the Confederate States of America that played a small part in the American Civil War, but a large role in the history of naval warfare. The Hunley demonstrated both the advantages and the dangers of undersea warfare. It was the first combat submarine to sink an enemy warship, although the Hunley was not completely submerged and was lost at some point following her successful attack. The Confederacy lost 21 crewmen in three sinkings of the Hunley during her short career. The submarine was named for her inventor, Horace Lawson Hunley, shortly after it was taken into service under the control of the Confederate Army at Charleston, South Carolina. The Hunley, nearly 40 feet (12 m) long, was built at Mobile, Alabama, and launched in July 1863. It was then shipped by rail on August 12, 1863 to Charleston, South Carolina. Hunley (then called Fish Boat) sank on August 29, 1863, during a training exercise, killing five members of her crew. It sank again on October 15, 1863, killing all eight of her second crew, including Horace Hunley himself, who was aboard at the time, even though he was not enlisted in the Confederate armed forces. Both times the Hunley was raised and returned to service. On February 17, 1864, Hunley attacked and sank the 1240-short ton (1124 metric tons) screw sloop USS Housatonic on Union blockade duty in Charleston's outer harbor. Soon after, Hunley sank, killing all eight of her third crew. This time, the innovative ship was lost. Finally located in 1995, the Hunley was recovered in 2000 and is on display in Charleston. Examination in 2012 of recovered Hunley artifacts suggests that the submarine was as close as 20 feet to its target, the Housatonic, when its deployed torpedo exploded, which eventually caused the sub's own demise. Predecessors: Hunley and two earlier submarines were privately developed and paid for by Horace Lawson Hunley, James McClintock, and Baxter Watson. Horace Lawson Hunley Hunley, McClintock, and Watson first built a small submarine named Pioneer in New Orleans, Louisiana. Pioneer was tested in February 1862 in the Mississippi River and was later towed to Lake Pontchartrain for additional trials. But the Union advance towards New Orleans caused the men to abandon development and scuttle Pioneer the following month. The poorly documented Bayou St. John Confederate submarine may have been constructed about the same time as Pioneer. The three inventors moved to Mobile and joined with machinists Thomas Park and Thomas Lyons. They soon began development of a second submarine, American Diver. Their efforts were supported by the Confederate States Army; Lieutenant William Alexander of the 21st Alabama Infantry Regiment was assigned oversight duty for the project. The men experimented with electromagnetic and steam propulsion for the new submarine, before falling back on a simpler hand-cranked propulsion system. American Diver was ready for harbor trials by January 1863, but it proved too slow to be practical. One attempted attack on the Union blockade was made in February 1863 but was unsuccessful. The submarine sank in the mouth of Mobile Bay during a storm later the same month and was not recovered. Construction and testing: Construction of Hunley began soon after the loss of American Diver. At this stage, Hunley was variously referred to as the "fish boat," the "fish torpedo boat," or the "porpoise." Legend long held Hunley was made from a cast-off steam boiler—perhaps because a cutaway drawing by William Alexander, who had seen the real boat, showed a short and stubby machine. In fact, Hunley was purpose-designed and built for her role, and the sleek, modern-looking craft shown in R.G. Skerrett's 1902 drawing is an accurate representation. Hunley was designed for a crew of eight: seven to turn the hand-cranked propeller and one to steer and direct the boat. Each end was equipped with ballast tanks that could be flooded by valves or pumped dry by hand pumps. Extra ballast was added through the use of iron weights bolted to the underside of the hull. In the event the submarine needed additional buoyancy to rise in an emergency, the iron weight could be removed by unscrewing the heads of the bolts from inside the vessel. Inboard profile and plan drawings, after sketches by W.A. Alexander (1863) Hunley was equipped with two watertight hatches, one forward and one aft, atop two short conning towers equipped with small portholes and slender, triangular cutwaters. The hatches were very small, measuring 14 by 15¾ inches (36 by 40 centimeters), making entrance to and egress from the hull very difficult. The height of the ship's hull was 4 feet 3 inches (1.2 m). Hunley was ready for a demonstration by July 1863. Supervised by Confederate Admiral Franklin Buchanan, Hunley successfully attacked a coal flatboat in Mobile Bay. Following this demonstration, the submarine was shipped to Charleston, South Carolina, by rail, arriving August 12, 1863. Drawing of the H. L. Hunley. Based on a photograph taken in 1863 by George S. Cook The military seized the vessel from its private builders and owners shortly after its arrival in Charleston, turning it over to the Confederate Army. Hunley would operate as a Confederate Army vessel from this point forward, although Horace Hunley and his partners remained involved in the submarine's further testing and operation. While sometimes referred to as CSS Hunley, the Confederate government never officially commissioned the vessel into service. Confederate Navy Lieutenant John A. Payne of CSS Chicora volunteered to be Hunley's skipper, and a volunteer crew of seven men from CSS Chicora and CSS Palmetto State was assembled to operate the submarine. On August 29, 1863, Hunley's new crew was preparing to make a test dive to learn the operation of the submarine when Lieutenant Payne accidentally stepped on the lever controlling the sub's diving planes while the boat was running. This caused Hunley to dive with her hatches still open, flooding the submarine. Payne and two others escaped, while the remaining five crewmen drowned. On October 15, 1863 Hunley failed to surface during a mock attack, killing Hunley and seven other crewmen. In both cases, the Confederate Navy salvaged the vessel and returned her to service. Armament: Hunley was originally intended to attack by means of a floating explosive charge with a contact fuse (a torpedo in Civil War terminology) towed behind it at the end of a long rope. Hunley would approach an enemy vessel, dive under it, and surface beyond. As it continued to move away from the target, the torpedo would be pulled against the side of the target and explode. However, this plan was discarded as impractical due to the danger of the tow line fouling Hunley's screw or drifting into Hunley herself. Explosive charge The floating explosive charge was replaced with a spar torpedo, a copper cylinder containing 90 pounds (41 kilograms) of black powder attached to a 22-foot (6.7 m)-long wooden spar, as seen in illustrations of the submarine made at this time. The spar was mounted on Hunley's bow and was designed to be used when the submarine was some 6 feet (1.8 m) or more below the surface. The spar torpedo had a barbed point, and would be stuck in the target vessel's side by ramming. The spar torpedo as originally designed used a mechanical trigger attached to the attacking vessel by a cord, so that as the attacker backed away from her victim, the torpedo would explode. However, archaeologists working on Hunley have discovered evidence, including a spool of copper wire and components of a battery, that it may have been electrically detonated. Following Horace Hunley's death, General Beauregard issued an order that the submarine was no longer to attack her target underwater. In response to this order, an iron pipe was attached to the bow of the submarine and angled downwards so the explosive charge would still be delivered under sufficient depth of water to make it effective. Plans of CSS David This was the same method developed for the earlier "David" type surface craft so successful against the USS New Ironsides. The Confederate Veteran of 1902 printed a reminiscence authored by an engineer stationed at Battery Marshall who, with another engineer, made adjustments to the iron pipe mechanism before Hunley left on her last mission on the night of February 17, 1864. A drawing of the iron pipe spar, confirming its "David" type configuration, was published in several early histories of submarine warfare. Attack on Housatonic: Hunley made her first and only attack against a live target on the night of February 17, 1864. The vessel was the USS Housatonic. USS Housatonic Housatonic, a 1240-ton (1.1 million-kilogram) steam-powered sloop-of-war with 12 large cannons, was stationed at the entrance to Charleston, South Carolina harbor, about 5 miles (8 kilometers) out to sea. In an effort to break the naval blockade of the city, Lieutenant George E. Dixon and a crew of seven volunteers attacked Housatonic, successfully embedding the barbed spar torpedo into her hull. The torpedo was detonated as the submarine backed away, sending Housatonic and five of her crew to the bottom in five minutes. Years later, when divers examined the wreck of the "Housatonic" they found her tiny assailant a few yards away, with eight skeletons still onboard.

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C.S.S. Richmond C.S.S. Richmond was one of the earliest Confederate ironclads, having been laid down at the Gosport Navy Yard at Norfolk, Virginia, in March 1862, immediately after the completion of the famous C.S.S. Virginia (ex-Merrimack). Richmond was designed by John Lucas Porter, who would go on to serve as the Chief Naval Constructor for the Confederacy, but completed under supervision of Chief Carpenter James Meads. Richmond embodied many of the basic design elements that be used, again and again, in other casemate ironclads built across the South in the following three years. Richmond (red) along side C.S.S. Virginia, for scale. When Union forces were on the verge of taking the Gosport Navy Yard, Richmond was hurriedly launched and towed up the James River, where she was completed at Richmond. Finally commissioned in July 1862, the ironclad served as a core element of the Confederate capital’s James River Squadron for the remainder of the war. Richmond, along with the other ironclads in the James, was destroyed to prevent her capture with the fall of her namesake city at the beginning of April 1865. This model is based on plans of the ironclad by David Meagher, published in John M. Coski’s book, Capital Navy: The Men, Ships and Operations of the James River Squadron, with modifications based on a profile of the ship by CWT user rebelatsea, particularly regarding the position of the ship’s funnel and pilot house. Hull lines are adapted from William E. Geoghagen’s plans for a later Porter design for an ironclad at Wilmington, that seems to have had an identical midship cross-section. Class overview Career: (Confederate States of America) Name: CSS Richmond Ordered: 1862 Laid down: March 1862 Launched: May 6, 1862 Commissioned: July 1862 Decommissioned: April 3, 1865 Fate: Destroyed to prevent capture General characteristics Length: 172 ft 6 in (52.58 m) Beam: 34 ft (10 m) Draft: 12 ft (3.7 m) Propulsion: Steam engine Speed: 5 to 6 knots Complement: 150 officers and men Armament: 4 rifled guns, 2 shell guns, 1 spar torpedo

WOWNice pics.

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USS Cyclops (AC-4) USS Cyclops (AC-4) was one of four Proteus-class colliers built for the United States Navy several years before World War I. Named for the Cyclops, a primordial race of giants from Greek mythology, she was the second U.S. Naval vessel to bear the name. The loss of the ship and 306 crew and passengers without a trace within the area known as the Bermuda Triangle some time after 4 March 1918 remains the single largest loss of life in U.S. Naval history not directly involving combat. As it was wartime, there was speculation she was captured or sunk by a German raider or submarine, because she was carrying 10,800 long tons (11,000 t) of manganese ore used to produce munitions, but German authorities at the time, and subsequently, denied any knowledge of the vessel. The Naval History & Heritage Command has stated she "probably sank in an unexpected storm" but the cause is unknown. History Cyclops was launched on 7 May 1910, by William Cramp and Sons, Philadelphia, Pennsylvania, and placed in service on 7 November 1910, with Lieutenant Commander George Worley, Master, Naval Auxiliary Service, in command. Operating with the Naval Auxiliary Service, Atlantic Fleet, she voyaged in the Baltic from May–July 1911 to supply Second Division ships. Returning to Norfolk, Virginia, she operated on the east coast from Newport, Rhode Island, to the Caribbean, servicing the fleet. During the troubled conditions in Mexico in 1914–1915, she coaled ships on patrol there and received the thanks of the U.S. State Department for cooperation in evacuating refugees. With American entry into World War I, Cyclops was commissioned on 1 May 1917, and her skipper, George W. Worley, was promoted to full commander. She joined a convoy for Saint-Nazaire, France in June 1917, returning to the U.S. in July. Except for a voyage to Halifax, Nova Scotia, she served along the east coast until 9 January 1918, when she was assigned to Naval Overseas Transportation Service. She then sailed to Brazilian waters to fuel British ships in the south Atlantic, receiving the thanks of the State Department and Commander-in-Chief, Pacific. Disappearance She put to sea from Rio de Janeiro on 16 February 1918 and entered Bahia on 20 February. Two days later, she departed for Baltimore, Maryland, with no stops scheduled, carrying the manganese ore. The ship was thought to be overloaded when she left Brazil, as her maximum capacity was 8,000 long tons (8,100 t). Before leaving port, Commander Worley had submitted a report that the starboard engine had a cracked cylinder and was not operative. This report was confirmed by a survey board, which recommended, however, that the ship be returned to the U.S. She made an unscheduled stop in Barbados because the water level was over the Plimsoll line, indicating an overloaded condition; however investigations in Rio proved the ship had been loaded and secured properly. Cyclops then set out for Baltimore on 4 March, and was rumored to have been sighted on 9 March by the molasses tanker Amolco near Virginia, but this was denied by Amolco's captain. Additionally, because Cyclops was not due in Baltimore until 13 March, it is highly unlikely that the ship would have been near Virginia on 9 March, as that location would have placed her only about a day from Baltimore. In any event, Cyclops never made it to Baltimore, and no wreckage of her has ever been found. Reports indicate that on 10 March, the day after the ship was rumored to have been sighted by Amolco, a violent storm swept through the Virginia Capes area. While some suggest that the combination of the overloaded condition, engine trouble, and bad weather may have conspired to sink Cyclops, an extensive naval investigation concluded: "Many theories have been advanced, but none that satisfactorily accounts for her disappearance." This summation was written, however, before two of Cyclops's sister ships, Proteus and Nereus, vanished in the North Atlantic during World War II. Both ships were transporting heavy loads of metallic ore similar to that which was loaded on Cyclops during her fatal voyage. In both cases, it was theorised that their loss was the result of catastrophic structural failure, but a more outlandish theory attributes all three vessels' disappearances to the Bermuda Triangle. Rear Admiral George van Deurs suggested that the loss of Cyclops could be owing to structural failure, as her sister ships suffered from issues where the I-beams that ran the length of the ship had eroded owing to the corrosive nature of some of the cargo carried. This was observed definitively on the USS Jason, and is believed to have contributed to the sinking of another similar freighter, the Chuky, which snapped in two in calm seas. Moreover, Cyclops may have hit a storm with 30-40 knot winds. These would have resulted in waves just far enough apart to leave the bow and stern supported on the peaks of successive waves, but with the middle unsupported, resulting in extra strain on the already weakened middle. On 1 June 1918, Assistant Secretary of the Navy Franklin D. Roosevelt declared Cyclops to be officially lost and all hands deceased. One of the seamen lost aboard Cyclops was African American mess attendant Lewis H. Hardwick, the father of Herbert Lewis Hardwick, "The Cocoa Kid", an Afro Puerto Rican welterweight boxer who was a top contender in the 1930s and '40s who won the world colored welterweight and world colored middleweight championships. In 1918 a short summary of the Loss of the "Cyclops" was listed in the US Navy Annual Report For a BBC Radio 4 documentary, Tom Mangold had an expert from Lloyds investigate the loss of the Cyclops. The expert noted that manganese ore, being much denser than coal, had room to move within the holds even when fully laden, the hatch covers were canvas and that when wet the ore can become a slurry. As such the load could shift and cause the ship to list. Combined with a possible loss of power from its one engine it could founder in bad weather. The Captain Investigations by the Office of Naval Intelligence revealed that Captain Worley was born Johan Frederick Wichmann in Sandstedt, Hanover, Germany in 1862, and that he had entered America by jumping ship in San Francisco in 1878. By 1898, he had changed his name to Worley (after a seaman friend), and owned and operated a saloon in San Francisco's Barbary Coast. He also got help from brothers whom he had convinced to emigrate. During this time he had qualified for the position of ship's master, and had commanded several civilian merchant ships, picking up and delivering cargo (both legal and illegal; some accounts say opium) from the Far East to San Francisco. Unfortunately, the crews of these ships reported that Worley suffered from a personality allegedly akin to that of HMS Bounty's captain William Bligh; the crew often being brutalized by Worley for trivial things. Naval investigators discovered information from former crew members about Worley's habits. He would berate and curse officers and men for minor offenses, sometimes getting violent; at one point, he had allegedly chased an ensign about the ship with a pistol. Saner times would find him making his rounds about the ship dressed in long underwear and a derby hat. Worley sometimes would have an inexperienced officer in charge of loading cargo on the ship while the more experienced man was confined to quarters. In Rio de Janeiro, one such man was assigned to oversee the loading of manganese ore, something a collier was not used to carrying, and in this instance the ship was overloaded, which may have contributed to her sinking. The most serious accusation against Worley was that he was pro-German in wartime and may have colluded with the enemy; indeed, his closest friends and associates were either German or Americans of German descent. "Many Germanic names appear," Livingston stated, speculating that the ship had many German sympathizers on board. One of the passengers on the final voyage was Alfred Louis Moreau Gottschalk, the consul-general in Rio de Janeiro, who was as roundly hated for his pro-German sympathies as was Worley. Livingston stated he believed Gottschalk may have been directly involved in collaborating with Worley on handing the ship over to the Germans. After World War I, German records were checked to ascertain the fate of Cyclops, whether by Worley's hand or by submarine attack. Nothing was found. Near the time the search for Cyclops was called off, a telegram was received by the State Department from Charles Ludlow Livingston, the U.S. consul on Barbados: Secretary of State Washington, D.C. 17,, 2 April p.m. Department's 15th. Confidential. Master CYCLOPS stated that required six hundred tons coal having sufficient on board to reach Bermuda. Engines very poor condition. Not sufficient funds and therefore requested payment by me. Unusually reticent. I have ascertained he took here ton fresh meat, ton flour, thousand pounds vegetables, paying therefore 775 dollars. From different sources gather the following: he had plenty of coal, alleged inferior, took coal to mix, probably had more than fifteen hundred tons. Master alluded to by others as damned Dutchman, apparently disliked by other officers. Rumored disturbances en route hither, men confined and one executed; also had some prisoners from the fleet in Brazilian waters, one life sentence. United States Consul-General Gottschalk passenger, 231 crew exclusive of officers and passengers. Have names of crew but not of all the officers and passengers. Many Germanic names appear. Number telegraphic or wireless messages addressed to master or in care of ship were delivered at this port. All telegrams for Barbadoes on file head office St. Thomas. I have to suggest scrutiny there. While not having any definite grounds I fear fate worse than sinking though possibly based on instinctive dislike felt towards master. LIVINGSTON, CONSUL. Class overview Career: (USN) Name: USS Cyclops Namesake: Cyclops Builder: William Cramp and Sons, Philadelphia Launched: 7 May 1910 C ommissioned: 1 May 1917 Fate: Lost at sea, March 1918 General characteristics Class & type: Proteus-class collier Displacement: 19,360 long tons (19,670 t) full Length: 542 ft (165 m) Beam: 65 f t (20 m) Draft: 27 ft 8 in (8.43 m) Speed: 15 kn (17 mph; 28 km/h) Complement: 236 officers and enlisted Armament: 4 × 4 in (100 mm) guns

It is a ship for transport coal who disappeared in bermuda triangle some time after 4 March 1918 with all its crew. Ship was never found...

USS New Jersey (BB-16) USS New Jersey (BB-16) was a Virginia-class battleship of the United States Navy. She was the first ship to carry her name. New Jersey was launched on 10 November 1904 by Fore River Shipbuilding Company, Quincy, Massachusetts; sponsored by Mrs. William B. Kenney, daughter of Governor Franklin Murphy of New Jersey; and commissioned on 12 May 1906, Captain William W. Kimball in command. Pre-World War I New Jersey's initial training in Atlantic and Caribbean waters was highlighted by her review by President Theodore Roosevelt in Oyster Bay in September 1906, and by her presence at Havana, Cuba from 21 September – 13 October to protect American lives and property threatened by the Cuban Insurrection. From 15 April – 14 May 1907, she lay in Hampton Roads representing the Navy at the Jamestown Exposition. In company with fifteen other battleships and six attendant destroyers, New Jersey cleared Hampton Roads on 16 December, her rails manned and her guns crashing a 21-gun salute to President Roosevelt, who watched from Mayflower this beginning of the dramatic cruise of the "Great White Fleet". The international situation required a compelling exhibition of the strength of the United States; this round-the-world cruise was to provide one of the most remarkable illustrations of the ability of sea power to keep peace without warlike action. Not only was a threatened conflict with Japan averted but notice was served on the world that the United States had come of age, and was an international power which could make its influence felt in any part of the world. Commanded first by Rear Admiral Robley D. Evans, and later by Rear Admiral Charles S. Sperry, the fleet laid its course for Trinidad and Tobago and Rio de Janeiro, then rounded Cape Horn. After calling in Punta Arenas, Valparaíso and Callao, the battleships made a triumphant return to the United States at San Francisco. On 7 July, the fleet sailed west, bound for Hawaii, Auckland, and three Australian ports; Sydney, Melbourne, and Albany, Western Australia. Each city offered an enthusiastic reception for the American sailors and their ships, but tension and rumor of possible incident made the arrival in Tokyo Bay on 18 October unique among the cruise's calls. Immediately it was clear that no special precautions had been necessary; nowhere during the cruise did the men of New Jersey and her sisters meet with more expression of friendship, both through elaborately planned entertainment and spontaneous demonstration. The President observed with satisfaction this accomplishment of his greatest hope for the cruise: "The most noteworthy incident of the cruise was the reception given to our fleet in Japan." The Great White Fleet sailed on to Amoy, returned briefly to Yokohama, then held target practice in the Philippines before beginning the long homeward passage on 1 December. The battleships passed through the Suez Canal 4 January 1909, called at Port Said, Naples and Villefranche, and left Gibraltar astern on 6 February. In one of the last ceremonial acts of his presidency, Theodore Roosevelt reviewed the Great White Fleet as it went up to anchor in Hampton Roads on 22 February. Except for a period out of commission in reserve at Boston from 2 May 1910 – 15 July 1911, New Jersey carried out a normal pattern of drills and training in the Western Atlantic and Caribbean, carrying midshipmen of the United States Naval Academy in the summers of 1912–13. With Mexican political turmoil threatening US interests, New Jersey was ordered to the Western Caribbean in the fall of 1913 to provide protection. On 21 April 1914, as part of the force commanded by Rear Admiral Frank F. Fletcher, following Mexican refusal to apologize for an insult to American naval forces at Tampico, sailors and marines landed at Veracruz and took possession of the city and its customs house until changes in the Mexican government made evacuation possible. New Jersey sailed from Veracruz on 13 August, observed and reported on troubled conditions in Santo Domingo and Haiti, and reached Hampton Roads on 9 October. Until the outbreak of World War I, she returned to her regular operations along the east coast and in the Caribbean. World War I During World War I, New Jersey made a major contribution to the expansion of the wartime Navy, training gunners and seamen recruits in Chesapeake Bay. After the Armistice she began the first of four voyages to France, from where she had brought home 5,000 members of the American Expeditionary Force by 9 June 1919. New Jersey was decommissioned at the Boston Naval Shipyard on 6 August 1920, and was sunk along with Virginia off Cape Hatteras on 5 September 1923 in Army bomb tests conducted by Brigadier General Billy Mitchell. The film of this bombing was used as stock footage for many years, notably in the 1936 Three Stooges short Half Shot Shooters. Career: (US) Laid down: 2 April 1902 Launched: 10 November 1904 Commissioned: 11 May 1906 Decommissioned: 6 August 1920 Fate: Sunk as target 5 September 1923 General characteristics: Class & type: Virginia-class battleship Displacement: 14,948 tons (13,561 tonnes) Length: 441 ft 3 in (134.49 m) Beam: 76 ft 3 in (23.24 m) Draft: 23 ft 9 in (7.24 m) Speed: 19 kn (22 mph; 35 km/h) Complement: 812 officers and men Armament: 4 × 12 in (300 mm)/40 cal guns 8 × 8 in (200 mm)/45 cal guns 12 × 6 in (150 mm)/50 cal guns 4 × 21 in (530 mm) torpedo tubes Armor: Belt: 6–11 in (152–279 mm) Barbettes: 6–10 in (152–254 mm) Turrets (main): 6–12 in (152–305 mm) Turrets (secondary): 4–12 in (102–305 mm) Conning tower: 9 in (229 mm) Do not forget to give +1 If you like my post, your Smederevac

Nice find!

No problem mate

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All credit goes to Jracule from NA forum for finding this vid. Enjoy!!!

Good video

Good work krille+1

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Flugzeugträger B All credit go to Icoleman for making this article The Flugzeugträger B (German carrier B) would be the 2nd aircraft carrier of the Kriegsmarine, sister of the Graf Zeppelin, but its construction was canceled in September 1939. - Built by: Germaniawerft Kiel. - Type: Aircraft Carrier. - Class: Deutschland. - Sunset keel: 1938. - Launched: Never was Launched - Delivered: Never was delivered to the Kriegmarine. - Carriage: Scrapped being February and June 1940. - Displacement: 33,550 tons standard load. - Dimensions: Length: 262.5 m / / Beam: 31.05 m / / Draft: 7.6 m. - Propulsion: 147,000 kW turbines, 4 propellers. - Speed: 35 knots (65 km / h). - Range: 14,816 km (8,000 nautical miles) at 19 knots (35 km / h). - Crew: 1,720 + 306 sailors and officers of air crew. - Armament: 16 guns of 150 mm / / 12 Anti-aircraft guns of 105 mm / / 22 Machine Gunners Flak 37 mm / / 28 20 mm Anti-aircraft Machine Gunners. - Ala Embarked: 20 Fighter Messerschmitt Me 109T / / Junkers Ju 20 bombers 87E / / 10 Fieseler Fi 167 Torpedo. The responsibility for the design went to the person of the chief architect of the marina , the Engineer Wilhelm Hadeler . The Luftwaffe was not in a position to contribute in the smallest of ways, which was to recommend the size of the deck landing and takeoff as well as the capacity and size of the elevators and catapults, because it had never made no such evidence . Despite the pitfalls encountered initially Hadeler managed to , within a year , to have a workable design , with some differences in the original specifications . He modeled the British aircraft carrier HMS Courageous . The ship would carry guns 15 cm , 10.5 cm anti-aircraft guns and anti-aircraft guns enough . The displacement of 23,000 tons and would be calculated speed was 35 knots. The June 18, 1935 signed the German- British agreement outlining new German weapons limitations . The Kriegsmarine could count at most to 35 % of the existing tonnage in the British fleet and that applied to all types of ships. Consequently, the Kriegsmarine could only think of building an aircraft carrier with a maximum displacement of 38,500 tons full , or two of 19,250 tons. To Hadeler and German naval architects , that was no problem , as demonstrated with pocket battleships . Construction of Flugzeugträger B was awarded a contract when Friedrich Krupp Germania shipyard in Kiel . But the keel could only be set in mid- 1938 , after released to water the heavy cruiser Prinz Eugen . The construction of the second carrier was planned to be carried out slowly ( the launch was scheduled for July 1940) , in order to use the experience gained in building the Graf Zeppelin. But at the beginning of the war , there had been built only part of the hull structure , reaching the height of the deck. The helmet was never launched , and its construction was arrested on September 19, 1939 . The scrapping of the incomplete aircraft carrier began February 28, 1940 , beginning a process that lasted four months. The Kriegsmarine/Luftwaffe never named the ship because of its tradition of name the vessel in its launch and not before, so it only took the designation " B " ( " A" was the designation of the Graf Zeppelin until launch ) . -------------------------------------------------------------------------------------------- Considering the stat and history, if entered into WoWS, It will be one tier above the Graf, considering that this is a faster, more updated carrier in comparison.

Tnx I know that catapult on minelayer looks strange but it is so...

Italian Monitor Faà di Bruno Faà di Bruno was an Italian monitor built during World War I. Although called a monitor, Faà di Bruno was more of a self-propelled barge with a bow welded on. She was decommissioned in 1924, but returned to service as the floating battery GM 194 at the beginning of World War II. She was towed to Genoa and spent the rest of the war there. She was captured by Germans and entered Kriegsmarine as monitor Biber. She was surrendered in May 1945 and scrapped after WW2. Development and description Faà di Bruno was built when Cannone navali da 381/40 guns from the Francesco Caracciolo-class battleships became available after their construction was suspended in 1916. Her guns were built by Ansaldo-Schneider and originally destined for the Cristoforo Colombo. Her navigation bridge was placed on a prominent tripod abaft the turret. She displaced 2,584 long tons (2,625 t), with a length between perpendiculars of 55.56 meters (182 ft 3 in), a beam of 27 meters (88 ft 7 in) and a draft of 2.24 meters (7 ft 4 in). Faà di Bruno was powered by two surplus Thornycroft vertical triple-expansion steam engines from discarded torpedo boats. One Kess boilers provided enough steam to power a total of 465 indicated horsepower (347 kW) between them. On sea trials the ship reached a maximum speed of 3.31 knots (6.1 km/h; 3.8 mph), but her maximum speed in regular service was about 2.5 knots (4.6 km/h; 2.9 mph). Her hull was surrounded by a concrete cofferdam 2.9 meters (9 ft 6 in) thick. Her deck armor had a thickness of 40 millimeters (1.6 in). It sloped down from the center and had a peak of 7 feet (2.1 m).[1] Her guns were mounted in an open-topped turret covered in a curious-looking armored dome. The turret sides had a total thickness of 110 millimeters (4.3 in) and its barbette had armor 60 millimeters (2.4 in) thick. Her main guns could elevate 15° and her turret could traverse 30° to either side. They fired an 884 kg (1,949 lb) armor-piercing shell at a muzzle velocity of 700 m/s (2,297 ft/s) to a range of 27,300 m (89,567 ft) at maximum elevation. She was fitted with four 76.2 mm (3.00 in) 40-caliber Ansaldo anti-aircraft guns. They fired a 6.5 kilograms (14 lb) high explosive shell at a muzzle velocity of 680 m/s (2,231 ft/s) to a range of 10,000 meters (11,000 yd) at a rate of fifteen rounds per minute. She also mounted two water-cooled 40 mm (1.6 in)/39 Vickers-Terni 1915/1917 light AA guns. Their shells were set to self-destruct at a range of 4,475 yards (4,092 m). Service Faà di Bruno was laid down on 10 October 1915, even before the battleships were officially suspended, by the Venice Naval Yard to a design by Rear Admiral Giuseppe Rota. The ship was launched on 30 January 1916 and commissioned on 1 April 1917. Her first action came during the 11th Battle of the Isonzo in August 1917. She, in company with the Italian monitor Alfredo Cappellini and the British monitors Earl of Peterborough and Sir Thomas Picton, bombarded Austrian positions with little noticeable effect. She was driven ashore in a storm in November 1917, but was not salvaged for almost a full year. She was stricken from the Navy List on 13 November 1924, but was placed back into service at the beginning of World War II as the floating battery GM 194. She was towed from Venice to Genoa, where she remained for the rest of the war. When the British bombarded Genoa on 9 February 1941 she could not return fire because one of the first British shells damaged the cables that provided electrical power to her guns. She was captured by Germans after Italian capitulation and entered Kriegsmarine as monitor Biber, receiving extensive modification that increased ship length from 56 to 130m. She was surrendered in May 1945 and scrapped after WW2. Class overview Built: 1916–17 In commission: 1917–24 Completed: 1 Scrapped: 1 Career: (Kingdom of Italy) Name: Faà di Bruno Namesake: Emilio Faà di Bruno Builder: Venice Naval Yard Laid down: 10 October 1915 Launched: 30 January 1916 Commissioned: 1 April 1917 Renamed: GM 194, 1939 Struck: 13 November 1924 Reinstated: 1939 Fate: scrapped 1944–46 General characteristics Displacement: 2,854 tonnes (2,809 long tons; 3,146 short tons) (standard) Length: 55.56 m (182 ft 3 in) Beam: 27 m (88 ft 7 in) Draught: 2.24 m (7 ft 4 in) Installed power: 465 ihp (347 kW) Propulsion: 2 shafts, Thornycraft vertical triple-expansion steam engines Speed: 3.31 knots (6.13 km/h; 3.81 mph) (trials) Complement: 45 Armament: 2 × 1 - 381 mm (15 in) guns 4 × 1 - 76.2 mm (3 in) AA guns 2 × 1 - 40 mm (2 in) AA guns Armor: Deck: 40 mm (1.6 in) Turret: 110 mm (4.3 in) Barbette: 60 mm (2.4 in)

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Italian Monitor Alfredo Cappellini Alfredo Cappellini was an Italian monitor converted from the floating crane GA53 during World War I. She bombarded Austro-Hungarian positions during the Eleventh Battle of the Isonzo in 1917 before she was wrecked off Ancona on 16 November 1917. Development and description lfredo Cappellini was built when Cannone navali da 381/40 guns from the Francesco Caracciolo-class battleships became available after their construction was suspended in 1916. Her guns were built by Ansaldo-Schneider and originally destined for the Francesco Morosini. Converted from the floating crane GA53, she displaced 1,452 long tons (1,475 t), with a length between perpendiculars of 36 meters (118 ft 1 in), a beam of 18 meters (59 ft 1 in) and a draft of 2.4 meters (7 ft 10 in). The ship was powered by one 265-indicated-horsepower (198 kW) vertical double-expansion steam engine. On sea trials the ship reached a maximum speed of 3.76 knots (7.0 km/h; 4.3 mph), but her maximum speed in regular service was about 3.5 knots (6.5 km/h; 4.0 mph). Her hull and gun turret were unarmored, but she was protected by two anti-torpedo nets. Her main guns could elevate 20° and her turret could traverse 30° to either side. They fired an 884 kg (1,949 lb) armor-piercing shell at a muzzle velocity of 700 m/s (2,297 ft/s) to a range of 27,300 m (89,567 ft) at maximum elevation. Service Alfredo Cappellini was launched in 1915, even before the battleships were officially suspended, by the Orlando Shipyard, in Livorno, completed on 24 April 1917 and commissioned four days later. Her first action came during the Eleventh Battle of the Isonzo in August 1917. She, in company with the Italian monitor Faà di Bruno and the British monitors HMS Earl of Peterborough and HMS Sir Thomas Picton, bombarded Austrian positions with little noticeable effect. She was wrecked on 16 November 1917 off Ancona. Class overview Built: 1915–16 In commission: 1916–17 Completed: 1 Lost: 1 Career: (Kingdom of Italy) Name: Alfredo Cappellini Builder: Orlando, Livorno Launched: 1915 Completed: 24 April 1916 Commissioned: 28 April 1916 Fate: wrecked 16 November 1917 General characteristics Displacement: 1,452 tonnes (1,429 long tons; 1,601 short tons) (standard) Length: 36 m (118 ft 1 in) Beam: 18 m (59 ft 1 in) Draught: 2.4 m (7 ft 10 in) Installed power: 265 ihp (198 kW) Propulsion: 1 shaft, 1 double-expansion steam engine Speed: about 3.2 knots (5.9 km/h; 3.7 mph) (trials) Armament: 2 × 1 - 381 mm (15 in) guns

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