Cristiano D'Adamo

Battleships Conte di Cavour Class

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Conte di Cavour and Caio Giulio Cesare

During the last world conflict, the Italian Navy utilized three distinct class of battleships, two of which were modernized vessels dating back to World War I (Conte di Cavour and Duilio Class) and one of new construction (Vittorio Veneto or Littorio Class). The Cavour Class dated back to 1909 when, by royal decree, Italy ordered the construction of three battleships: Conte di Cavour, Caio Giulio Cesare and Leonardo da Vinci.  The three battleships were delivered to the Navy in 1914 (the Cavour was actually completed in 1915).  This article will focus on the modernization of the original design performed in the 30’s because , besides retaining the original hull, the ships should be considered mostly completely new.

The Conte di Cavour before the modernization

Victorious after the epic but bloody battles of World War I, Italy’s economy entered a period a deep recession and eventually depression similar to many western countries. The enormous financial expenditures of the conflict, and the heavy reliance on foreign imports, had left Italy nearly bankrupt.   During this period, Italy retained the Cavour, Cesare and the two battleships of the other class, Doria and Duilio in the naval reserve.  The Leonardo da Vinci had been lost due to Austrian sabotage.

With foreign powers building new battleships – Germany with the Deutschland (technically a pocket battleship) and France with the Dunkerque  (technically a battle cruiser) –  it was strategically and military impelling for the Italian Navy to respond with similar vessel to provide for a balance of power. Construction of new units was at this point financially prohibitive, thus a study was initiated to modernized the existing battleships. In spring 1933, Admiral (E) Francesco Rotundi [i] and the ‘Comitato Progetti Navi’, the bureau in charge of naval constructions, began a project to transform the Cesare and Cavour  assigning the contract to Cantieri del Tirreno in Genoa (Cesare) and C.R.D.A.  in Trieste (Cavour). Over a period of four years, more than 60% of each vessel was completely replaced.  The end result was more powerful armaments, higher speed, increased protection, and a radically new, and more elegant silhouette.

The Hull

With the original hull completely emptied – only the external hull was left untouched – the inside was fully redesign to give room to decompression cylinders of the Pugliese type. These devices were particularly designed to absorb the impact of underwater explosions by providing a protected expansion chamber. Technically, the two options available were to either build anti torpedo protections external to the hull, similarly to the Barham, or internally as it was decided. The design  chosen provided for a better shaped hull, thus retaining speed which, at the time, was considered a critical advantage over foreign units.

The original Pugliese cylinders tested on the ships Brennero and Tarvisio had to be reduced in size, and thus effectiveness, due to the limited space available.  At the same time, a double hull bottom and lateral compartments were greatly improved, even though they were not able to save the Cavour from the sinking in shallow waters of December 11th, 1940 in Taranto due to the unusual location on the explosion directly under the hull.  In that case, the explosion wave, reflected by the bottom of the harbor, magnified the devastating effects causing massive structural damage. To reduce costs and construction time, the old style bow  was left in place and a new, modern shaped one fitted on top of it.   Astern,  two of the four axels were removed,   but the overall shape was left untouched. 

The belt armor was left at 250 mm, but the base of the turrets (barbettes) received an additional 50 mm of de-capping plates.  The new control and command tower was protected by 260 mm of steel, while the deck, originally protected only by two layers of 12 mm,  received an additional 80 mm of protection.

Decks

The decks were named:

Ponte di Coperta (Upper deck)
Primo Corridoio (First Desk)
Second Corridoio (Second Deck)
Copertino Superiore (Upper  Deck)
Copertino Inferiore (Lower Deck)
Piano di Stiva (Hold)

Engine

The power plant was completely replaced removing the old 4-propellers, 3-turbines, 12-boilers systems producing 31,000 HP, with a modern 2-propeller,  2-turbines, 8-boilers system producing 75,000 HP. The boilers were of the Yarrow type and equally distributed between seaside and portside. The 22 kg/cm2 steam powered the Belluzzo system which incorporated a high pressure and two low pressure turbines.

The power plants were offset, one forward and one aft, and could receive steam from any of the boiler systems.  Prove of the reliability of this system was given during the Battle of Punta Stilo (Action of Calabria) when the Cesare, hit by a British 381 mm projectile, was left with only four functioning boilers, but was able to operate, even though at a lesser speed, on both power plants.

At the sea trials, the power plants were discovered to have much more power than the originally contracted values propelling the units to the becoming the faster battleships of the time.

Electricity

With the introduction of several new electrical instruments, the electrical system was redesign and the old steam dynamos replaced by more powerful power generating units operating both off the main boilers’ steam and also on diesel fuel. The diesel units guaranteed powered even in case on a complete failure of the boiler system.  Both vessels were equipped with two redundant gyrocompass of the latest generation with 12 repeaters each.  There were both protected and unprotected radio shacks and four 120 mm Galileo projectors.  These battleships were never equipped with radar equipment, even though there was a study conducted in 1943 to equip the Cavour with a German or Italian apparatus.

Armament

The most creative part of the modernization process took place around the main artillery.  The original Armstrong Vickers [ii] 305 mm guns were considered grossly inferior to what other navies were utilizing, but the cost for total replacement was prohibitive.  The original guns, which were made of an outer shell, coiled steel cables and an inner shell, or riffled tube, were disassembled. The coil was reduced in thickness by Ansaldo in La Spezia and the inner tube replaced with one of greater caliber bringing the guns up to 320 mm (12.6 “).  This new gun was designated as the Ansaldo 320 mm/44 1934. This technically challenging alteration resulted very successful as the lateral resistance of the gun barrel, while weakened, was not compromised. Furthermore, the elimination of the fifth turret, located amidships, gave extra material for the alteration.  At the end, the battleships were left with 10 guns each, three on the lower gun turrets and two on the upper ones, five aft and five forward.  

320 mm guns

The 320 mm guns had a maximum elevation of 27˚ and a maximum depression of -5 ˚and a range of 28,600 meters. The projective weighted 525 Kg. and had a speed of 830 m/sec (meters per second) at the muzzle. The rate of fire was 2 rounds per minute.  The length of the barrel was  48.8 calibers or 15.616 meters. Each gun weighted 64 metric tons.

The medium caliber 120 mm guns were completely eliminated as well as the 76/50 mm and the 76/40 mm. The medium caliber were replaced with twelve 120/50 mm disposed in six dual turrets. These were naval guns with a very limited elevation and primarily used for defense against torpedo boats.  The limitation of these guns became apparent only during the conflict when the primary foe was enemy aircrafts rather than light ships.  These guns had a weight of 2 metric tons with the projectile weighing 15 kg. The muzzle velocity was 850 m/sec with a rate of fire of 9 rounds per minute and a maximum range of 15,240 meters.

Cavour 120/50 mm disposed in a dual turrets

Antiaircraft protection was provided by eight 100/46 mm OTO 1928 guns disposed in four dual positions. There were also twelve 37/54 mm anti aircrafts guns also in dual positions and augmented by twelve 13.2 mm antiaircraft guns.  In 1940 the smaller guns were found highly limited and replaced by Breda 20/65 mm.  During the conflict, in 1941, the Cesare received additional antiaircraft protection bringing the total number of the Breda 20/65 mm to sixteen.

Ammunitions

All ammunitions were kept in four distinct magazines located under the armor deck and near the turrets.  The magazines could be easily flooded and were accessible to the outside via a modern system of rolling doors.  The standard ordnance included 800 shells for the 320 mm guns, 2,900 shells for the 120/50 mm, and 2,460 for the 100/47 mm.

The transfer of the large projectiles from the magazine to the guns was complex and very secure. Projectiles were picked up via electric winches and deposited on a loading dock. Subsequently, four begs containing the charges were added and the full charge elevated to the guns. The charges were introduced into the guns, after the projectile, two each time.  The whole system was automated, excluding the initial handling of the powder bags.

The smaller guns did not have this complex but efficient system, but were rather loaded by hand.  Each gun had a small reserve of about 24 projectiles.  Antiaircraft guns were provided with protected cases containing up to 18,000 rounds.

Firing Control

The firing control mechanisms and apparatus was completely replaced and substituted with  modern equipment which proved itself up to the task for the duration of the conflict. The main telemetry system was housed in a movable compartment located 23 meters above the waterline and positioned above the main control tower. Due to its unusual shape, it was quickly nicknamed the ‘Carabiniere’s Hat’.  There were two telemetry systems  each 7.20 meters wide. 

The so-called ‘carabiniere’ hat

The telemetry station was connected to the firing station which could control all guns automatically and fire them at once. In case of failure of the automated system, there was a  failover station incorporated in gun number 2 (forward) and a 9 meters wide telemeter. Smaller guns and antiaircraft guns had their own independent aiming and fire control mechanisms.

Aircraft

Originally, the class was equipped with two catapults, but the four RO 43 on board turned out to be more of a nuisance to general operations than a valid scouting tool, and thus they were disembarked.  This lack of aerial reconnaissance never impacted these battleships, but it was an overall weakness of the fleet at sea.

Paint

Like all other vessels in the navy since 1929, the Cavour Class battleships were painted light gray. During the conflict, after study conducted on methods to make the enemy’s telemetry more difficult to focused, and based on a design by the well-known painter Claudius, the ships received a mimetic paint schema. The original schema (1941) was later altered and the colors reduced from three to two (light and dark gray).

Specifications

The Cavour class had a nominal displacement of 28,800 tons (29,032 metric) with a length of 186.4 meters, a width of 28.028 and a draft of 10.4 meters.  Armor represented 33.9% of normal displacement. The nominal power of 75,000 HP was calculated to be during trials as high as 93,000 HP. The maximum speed during these trial was 28.2 knots (28 on the Cavour)  with propellers rotating at 237 rpm on the Cavour and 241 rpm on the Cesare.  At the time of trials, this class resulted the fastest in the world. Maximum speed at sea was about 27 knots, but the machinery could be stressed up to 28 knots.  The ships had a range of 6,400 miles at 13 knots, 3,084 at 20 knots and 1,700 at 24 knots. The bunkers could hold up to 2,472 tons of fuel.

The crew consisted of 36 officers and 1,200 between petty officers and sailors.

Conclusions

A debate over the option to modernizing these two ships versus building a new one – as it later happened with the Vittorio Veneto Class – still rages.  The limitation of the Cavour Class compared to the more powerful British battleships was quite evident during the Battle of Punta Stilo (Action of Calabria) were the Italian 320 mm could not compete against the British 381 mm. Still, the Cesare withstood a full hit without losing its fighting power.  Eventually, only the Vittorio Veneto (LIttorio) Class battleships represented a serious threat to the British Navy.  Thus, one has to conclude that building a single, more powerful battleship would have been preferable, but considering the technological  innovation, the ingenuity and the results achieved, much credit has to be given to the Italian naval engineers who collaborated on this project.   Let’s not forget that the Cesare, after the conflict, was ceded to the Soviet Unions as part of the Italian war restitution plan and that, renamed Novorossiysk, served until 1955 when it was lost due to an explosion in shallow waters.  This longevity  gives credit to its design and construction.

Credits:

Franco Bargono, Franco Gray  – Edizioni Bizzarri – 1972

‘LE NAVI DI LINEA ITALIANE’ Giorgio Giorgerini and Augusto Nani, USMM  – 1962

[i] Rotundi (Foggia, 10 July 1885 – Rome, 25 October 1945)  is universally known for having designed the Italian training ship Amerigo Vespucci.

[ii] Armstrong Vickers 12” 1909. There are some references to some of the guns being produced by Elswick and designated Pattern “T”. Both utilized Welin breech-blocks.

Battleships Class Caio Duilio

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Caio Duilio and Andrea Doria

During the last world conflict, the Italian Navy utilized three distinct class of battleships, two of which were modernized vessels dating back to World War I (Conte di Cavour and Duilio Class) and one of new construction (Vittorio Veneto or Littorio Class). The Duilio Class dated back to 1909 when, by royal decree, Italy ordered the construction of two additional battleships, the Caio Duilio and Andrea Doria to the ones already under construction  (Conte di Cavour, Caio Giulio Cesare and Leonardo da Vinci).  The two battleships were delivered to the Navy in 1915 (the Doria was actually completed in 1916).  This article will focus on the modernization of the original design performed in the 30’s because , besides retaining the original hull, the ships should be considered mostly completely new.

Caio Duilio before the modernization

Victorious after the epic but bloody battles of World War I, Italy’s economy entered a period a deep recession and eventually depression similar to many western countries. The enormous financial expenditures of the conflict, and the heavy reliance on foreign imports, had left Italy nearly bankrupt.   During this period, Italy retained the , Doria and Duilio and the two battleships of the other class Cavour, Cesare in the naval reserve.  The Leonardo da Vinci had been lost due to Austrian sabotage.

With foreign powers building new battleships – Germany with the Deutschland (technically a pocket battleship) and France with the Dunkerque  (technically a battle cruiser) –  it was strategically and military impelling for the Italian Navy to respond with similar vessel to provide for a balance of power. Construction of new units was at this point financially prohibitive, thus a study was initiated to modernized the existing battleships. In 1937, Admiral (E) Francesco Rotundi [i] and the ‘Comitato Progetti Navi’, the bureau in charge of naval constructions, began a project to transform the Duiilio and Doria based on the experience acquired during the modernization of the Cesare and Cavour. Furthermore, at the same time Italy had begun constructing two new battleships (Vittorio Veneto or Littorio Class) and some the experience from this new design would be incorporated in the modernized units. Contracts were assigned to the Cantieri del Tirreno in Genoa (Duilio) and C.R.D.A.  in Trieste (Doria). Over a period of three years, more than 60% of each vessel was completely replaced.  The end result was more powerful armaments, higher speed, increased protection, and a radically new, and more elegant silhouette.  Work on these units required less time that the previous ones thanks to the experience already acquired.

The Hull

With the original hull completely emptied – only the external hull was left untouched – the inside was fully redesign to give room to decompression cylinders of the Pugliese type. These devices were particularly designed to absorb the impact of underwater explosions by providing a protected expansion chamber. Technically, the two options available were to either build anti torpedo protections external to the hull, similarly to the Barham, or internally as it was decided. The design  chosen provided for a better shaped hull, thus retaining speed which, at the time, was considered a critical advantage over foreign units.

The original Pugliese cylinders tested on the ships Brennero and Tarvisio had to be reduced in size, and thus effectiveness, due to the limited space available.  At the same time, a double hull bottom and lateral compartments were greatly improved, even though they were not able to save the Duilio from serious damages in the on December 11th, 1940 in Taranto due to the unusual location on the explosion directly under the hull.  Since the ship was close to shore, quick action saved her by having it lay on shallow waters near the shore. In that case, as it had happened to  the Cavour, the explosion wave, reflected by the bottom of the harbor, magnified the devastating effects causing serious damage. To improve the overall shape of the hull,  old style bow was removed and a new, modern shaped one fitted instead.   This new design extended the length of the ship by about 10 meters. Astern,  two of the four axels were removed,   but the overall shape was left untouched, including the rudders. 

The belt armor was left at 250 mm, but the base of the turrets (barbettes) received an additional 50 mm of armor.  The difference from the previous class was that this belt was attached to the old one rather than being placed at a certain distance. The new control and command tower was protected by 260 mm of steel, while the deck, originally protected only by two layers of 12 mm,  received an additional 80 mm of protection.

Decks

The decks were named:

Ponte di Coperta (Upper deck)
Primo Corridoio (First Desk)
Second Corridoio (Second Deck)
Copertino Superiore (Upper  Deck)
Copertino Inferiore Lower Deck)
Piano di Stiva (Hold)

Engine

The power plant was completely replaced removing the old 4-propellers, 3-turbines, 12-boilers systems producing 32,000 HP, with a modern 2-propeller,  2-turbines, 8-boilers system producing 75,000 HP. The boilers were of the Yarrow type and equally distributed between seaside and portside. The 22 kg/cm2 steam powered the Belluzzo system which incorporated a high pressure and two low pressure turbines.

The power plants were offset, one forward and one aft, and could receive steam from any of the boiler systems.   The funnel were placed closer to each other, thus making this class easily distinguishable from the Cavour and, at a distance, more similar to the new Littorio Class.  At the sea trials, the power plants were discovered to have much more power than the originally contracted values, still this class resulted at least 1 knot slower than the Cavour.

Electricity

With the introduction of several new electrical instruments, the electrical system was redesign and the old steam dynamos replaced by more powerful power generating units operating both off the main boilers’ steam and also on diesel fuel. The diesel units guaranteed powered even in case on a complete failure of the boiler system.  Both vessels were equipped with two redundant gyrocompass of the latest generation with 12 repeaters each.  There were both protected and unprotected radio shacks and four 120 mm Galileo projectors.  During the conflict, these battleships were never equipped with radar equipment , even though there was a study conducted in 1943 to equip the Duilio and the Doria with a German or Italian apparatus. After the war, the ships received a British  L.W.S. radar of no practical use but training the crew.

Armament

Similarly to the Cavour Class, the most creative part of the modernization process took place around the main artillery.  The original Armstrong Vickers [ii] 305 mm guns were considered grossly inferior to what other navies were utilizing, but the cost for total replacement was prohibitive.  The original guns, which were made of an outer shell, coiled steel cables and an inner shell, or riffled tube, were disassembled. The coil was reduced in thickness by Ansaldo in La Spezia and the inner tube replaced with one of greater caliber bringing the guns up to 320 mm (12.6 “).  This new gun was designated as the Ansaldo 320 mm/44 1934. This technically challenging alteration resulted very successful as the lateral resistance of the gun barrel, while weakened, was not compromised. Furthermore, the elimination of the fifth turret, located amidships, gave extra material for the alteration.  At the end, the battleships were left with 10 guns each, three on the lower gun turrets and two on the upper ones, five aft and five forward.  

The 320 mm guns had a maximum elevation of 30˚ , three more than the previous class, and a maximum depression of -5 ˚and a range of 28,600 meters. The projective weighted 525 Kg. and had a speed of 830 m/sec (meters per second) at the muzzle. The rate of fire was 2 rounds per minute.  The length of the barrel was  48.8 calibers or 15.616 meters. Each gun weighted 64 metric tons.

The medium caliber 152 mm guns were completely eliminated as well as the 76/59. The original underwater 450 mm torpedo tube launchers were also removed.  The medium caliber guns on this class resulted radically different from the Cavour mostly due to the experience in the meantime acquired on the Littorio project.  The primary medium caliber armament consisted in 4 turrets each armed with three 134/45 O.T.O. 1937 guns for a total of 12. These turrets were located aft near turret  number 2, two on each side, and provided for an excellent rate of fire.  There were also 10 modern 90 mm Ansaldo 1939 guns similar to the ones used on the Littorio. These single guns were installed on stabilized platforms and provided for excellent antiaircraft protection. With an elevation of up to 75˚ and a rate of fire of 12 rounds per minute, these were excellent weapons.  Further antiaircraft protection was provided by 3 single 37/54 Breada 1932 and 12 double 37/54. During the conflict some of this lighter armament was altered resulting in a total of 16 dual 37/54 mm and 16 dual 20/65 mm.

Ammunitions

All ammunitions were kept in four distinct magazines located under the armor deck and near the turrets.  The magazines could be easily flooded and were accessible to the outside via a modern system of rolling doors.  The standard ordnance included 800 shells for the 320 mm guns, 2,900 shells for the 120/50 mm, and 2,460 for the 100/47 mm.

The transfer of the large projectiles from the magazine to the guns was complex and very secure. Projectiles were picked up via electric winches and deposited on a loading dock. Subsequently, four begs containing the charges were added and the full charge elevated to the guns. The charges were introduced into the guns, after the projectile, two each time.  The whole system was automated, excluding the initial handling of the powder bags.

The 135 mm and 90 mm shells were loaded by elevators to the main deck and from there manually transported to the magazines usually located at the base of each turret. In total there were 440 armor piercing shells, 210 explosive shells for the 230/43.8 mm guns, – 572 armor piercing shells, 873 explosive naval shells and 328 explosive aerial shells for the 135/45 mm guns – 4,000 explosive shells and 190 start shells for the 90/50mm guns.  The smaller caliber guns had about 1,800 rounds for the 37/54 mm and 2,400 for the 20/65 mm each.

Firing Control

The firing control mechanisms and apparatus was completely replaced and substituted with  modern equipment which proved itself up to the task for the duration of the conflict.  The equipment itself and the space allocated to the operator was vastly improved over the Cavour Class. The main telemetry system was housed in a movable compartment located 23 meters above the waterline and positioned above the main control tower. There were two telemetry systems  each 7.20 meters wide.  The telemetry station was connected to the firing station which could control all guns automatically and fire them at once. In case of failure of the automated system, there was a  failover station situated on top of turret  number 2 (forward) and a 9 meters wide telemeter. Another similar station was also placed atop turret number 3 aft. The 135 mm turrets had their own centralized stations, but could also operate independently. Smaller guns and antiaircraft guns had their own independent aiming and fire control mechanisms.

Aircraft

After the experience acquired on the Cavour, this class was never equipped with aircrafts..

Paint

Like all other vessels in the navy since 1929, the Cavour Class battleships were painted light gray. During the conflict, after study conducted on methods to make the enemy’s telemetry more difficult to focused, and based experience d acquired on the Littorio and the cruiser Duca d’Aosta, the Duilio received a two-color mimetic paint schema.  The Doria instead received a three-color mimetic schema very similar to the one applied to the Cavour class and originally designed by the famous naval painter Claudius.

Specifications

The Duilio class had a nominal displacement of 28,700 tons (29,000 metric) with a length of 186.9 meters, a width of 28 and a draft of 10.4 meters.  Armor represented 33.9% of normal displacement. The nominal power of 75,000 HP was calculated to be during trials as high as 87,000 HP. The maximum speed during these trial was 27 knots. Maximum speed at sea was about 27 knots, but the machinery could be stressed up to 26 knots.  The ships had a range of 4,250 (4,680 Dulio) miles at 13 knots, 3,390 (2,780 Duilio) at 20 knots and 1,700 at 24 knots. The bunkers could hold up to 2,552 (2,548 Duilio) tons of fuel.  The crew consisted of 36 officers and 1,400 between petty officers and sailors.

Conclusions

A debate over the option to modernizing these two ships versus building a new one – since these units were being  modernized at the same time the Vittorio Veneto Class  was being built– still rages.  The limitation of the Duilio Class, as with the Cavour before,  compared to the more powerful British battleships was quite evident during the conflict since  the Italian 320 mm could not compete against the British 381 mm. While the Duilio Class was an improvement over the Cavour Class, it still shared most of its limitations.   Eventually, only the Vittorio Veneto (Littorio) Class battleships represented a serious threat to the British Navy.  Thus, one has to conclude that building a single, more powerful battleship would have been preferable, but considering the technological  innovation, the ingenuity and the results achieved, much credit has to be given to the Italian naval engineers who collaborated on this project.   Let’s not forget that both units continued serving in the Italian Navy until 1956; this longevity  gives credit to its design and construction.

[i] Rotundi (Foggia, 10 July 1885 – Rome, 25 October 1945)  is universally known for having designed the Italian training ship Amerigo Vespucci.

[ii] Armstrong Vickers 12” 1909. There are some references to some of the guns being produced by Elswick and designated Pattern “T”. Both utilized Welin breech-blocks.

Photographic Memories of the Italian Presence in Bordeaux

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September 1st, 1941 – An officer is lighting a cigarette on a dock along the Garonne. In the background is the “pont transbordeur” which will be blown up by the Germans on August 18th, 1942.
(Photo kindly offered by Mr. Paolo Hoffmann)

38 Rue Viatal Carles – Bordeaux.
(Photo kindly offered by Mr. Paolo Hoffmann)

Cape Ferret (Arcachon) – July 3rd, 1941 In the picture are portrayed several officers in the company of German auxiliary personnel.
A: Chief Engineer C.G.M. Renato Filippini (Born in Trieste, 1906), who died aboard the R.Smg. DAGABUR on August 12th, 1942.
B: C.C. Franco Tosoni Pittoni, the officer who sank the British cruiser H.M.S. Calupso, lost aboard the R.Smg. BIANCHI on July 5th, 1941.
C: T.V. Mario Patane`, commanding officer of the R.Smg. VELELLA, lost on September 7th, 1943.
(Photo kindly offered by Mr. Paolo Hoffmann)

Otaria’s happy times: part of the crew of the Otaria.
(Photo courtesy Raccolta Romolo Maddaleni)

Cape Ferret (Arcachon) – July 3rd, 1941 C.C. Franco Tosoni Pittoni.
(Photo kindly offered by Mr. Paolo Hoffmann)

Submarine Emo – Mission from December 2nd, 1940 to January 2nd, 1941.
(Photo kindly offered by Mr. Paolo Hoffmann)

Sailors and petty officer.
(Photo Collection Dominique Lormier)

Italian submariners.
(Photo Collection Dominique Lormier)

Italian submariners.
(Photo Collection Dominique Lormier)

Marines of the Battaglione San Marco and a sailor in winter uniform.
(Photo Collection Dominique Lormier)

Sailors and marines of the Battaglione San Marco in Place Gambetta (Gambetta Square) downtown Bordeaux.
(Photo Collection Dominique Lormier)

2nd Chief Del Bubba with some comrades.
(Photo Rachele Granchi )

2nd Chief Del Bubba with some comrades.
(Photo Rachele Granchi )

2nd Chief Del Bubba with some comrades.
(Photo Rachele Granchi)

The integration of Betasom with the German Command Structure

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Betasom was officially instituted on September 1st, 1940. Organizationally, it reported to two distinct commands: MARICOSOM (Marina, Comando, Sommergibili, or Navy Command Submarines) controlled personnel and technical and administrative functions, while SUPERMARINA controlled operations. MARICOSOM was created in 1939 following the reorganization of the “Comando Divisione Sommergibili” and was headquartered at the Ministry of the Navy, in a beautiful palace on the Tiber in Rome. The fact that this submarine base would operationally report directly to SUPERMARINA was an exception to the established practice and had been dictated by several factors. First, the size of the base (over 30 vessels) made it unusually large; second, the commanding officer was very senior in rank (a rear-admiral), and lastly, the base would be integrated with the existing German naval command structure.

Admiral Karl Dönitz visiting the Italian base in Bordeaux

In fact, to allow for a successful integration of the Italian forces with Admiral Donitz’s U-Boats, the Italian command issued the following directives: “For the coordinated deployment of submarines in war operations in the Atlantic, the group will receive directives from Admiral Donitz, Commander U-Boat Force”. The decision to integrate the Italian forces with the German ones had both tactical and organizational advantages. Tactically, the Germans did not have the required number of boats to properly impede British commercial traffic on a continuous basis; the Italian submarines would assist in providing this numerical advantage. Operationally, it would have been dangerous if the two forces had operated independently of each other, creating the real peril of dramatically increasing the possibility of losses due to friendly fire. After all, the Germans were not the only submarines operating in the Atlantic; British boats were always lurking along the coastline of occupied France.

Nevertheless, although officially reporting to the B.d.U., the German submarine command, the Italian base had a large degree of independence and the right to preserve Italian interests. Since the inception of the base, talented officers from both sides contributed to establishing a true spirit of comradeship. The first German liaison officer was Franz Hans Rosing, who was later replaced by Franz Becker. The Italian liaison officer to B.d.U. was Lieutenant Commander Fausto Sestini, who served for the duration of the conflict. The German command for the Atlantic coast was in Royan, a small city opposite La Pallice at the estuary of the Gironde, and it was later transferred to Nantes, much further north. The integration of the Italian forces called for the utilization of the existing German defenses, and the establishment of new ones. The port of Bordeaux and the shipyards were under the control of the Maritime Defenses of Guascony [Aquitaine] with headquarters in Royan.

The naval forces reported to the Kriegsmarine headquarters in Paris and were organized under the 4th Division and commanded by Kapitän zur See Lautenschlager who, in 1944, he was replaced by Kapitän zur See John. The Paris-based command was under Admiral Kranche, while the Maritime Defense forces were the responsibility of Vice-Admiral (Vizeadmiral ) Breuning. This high command of the Kriesgmarine was originally called Oberbefehlshaber des Admirals West, but after the 22nd of June 1940, it was renamed Oberbefehlshaber des Admirals Frankreich. This command was principally responsible for personnel and provisioning. The commanding officer was Admiral Karl-Georg Schuster until the end of February 1941, later replaced by Admiral Otto Schultze until August 1942, and then Admiral Wilhelm Marschall. Admiral Karl-Georg Schuster was the officer responsible for the first survey of former French installations along the Atlantic Coast and it is know that he visited the facilities later occupied by the Regia Marina.

Some of the minesweepers of the German 8th Flotilla

The 4th Division included the 8th Flotilla, organized in several groups. This flotilla was equipped with about 15 minesweepers of the M35, M39 and M40 type. They ranged from 755 to 908 tons in displacement and were armed with two 105 mm guns and antiaircraft machine guns. The 8th Flotilla was commanded by Kapitäleutnant Kamptz and was headquartered in Royan, but the vessels were distributed over several locations, and more precisely Royan, Pauillac, and La Pallice. According to Francis Sallaberry, the well-known Bordeaux-based author, there was also the 28th flotilla based in Pauillac and commanded by Korvettenkapitän Bidingmaier. This unit was also equipped with 15 minesweepers, but all of the M40 type. Naval defenses also included the very unusual 2nd Flotilla “Sperrbrecher”, often mentioned in the Italian documentation. These “obstruction breakers” were under the command of Kapitäleutnant Körner and based in Royan. The odd-looking fleet included former German, Norwegian, and French cargo ships ranging from a small one of only 480 tons, to the 7,090 tons former “Saurland”. These ships had been militarized with the installation of 105 mm naval guns, and 37 mm and 20 mm antiaircraft machine guns. Their task was to meet the submarines out at sea and escort them to safer waters by opening a path through the insidious magnetic mines launched by the Royal Air Force or deposited by the Royal Navy. They also provided escort for blockade-runners entering or leaving port.

The defense of the waterways around Bordeaux was the responsibility of the 4th flotilla, a group of about 28 smaller patrol and service vessels no larger than 500 tons and mostly imported from Germany. These vessels were armed with small machine guns and an 88 mm gun. The dockyards and the arsenal, as already mentioned, were the responsibility of the Kriegsmarine. The first commanding officer was Kapitäleutnant Siegfried Punt, who held the assignment until November 1942 and was later replaced by Kapitäleutnant Heinrich Wagner, who commanded until January 1944. During the period between January and August 1944, the commanding officer was Kapitäleutnant Carl Weber, an engineer.

The defense of the city of Bordeaux was instead the responsibility of the Wehrmacht. The area was organizationally under the 1st Army, and the local commander was Colonel Seiz, the military commander of Bordeaux, later replaced (1942) by General Knoerger. The port itself, including the submarine bases, remained under the Krigsmarine, while the airport of Merignac remained under the Luftwaffe. The Wehrmatcht built bunkers throughout the area, including three in Gradignan (Château Brandier), town later to become the base of the Italian command.
The defenses around the base included 88 mm and 75 mm guns and 20 mm antiaircraft machine guns, along with a number of searchlights.

The Port of Bordeaux

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The autonomous port of Bordeaux (meaning an independently running organization marginally controlled by the state) included the smaller docking facilities at Le Verdon, Pauillac, Bec d’Amber and Basseurs. The port of Bordeaux, unusual for its location (well over 50 km from the sea), used to be a regular port of call for French, Dutch, British, Swedish, Norwegian and other merchant ships. Before World War II, traffic originated mostly from Morocco, the Antilles, French West Africa and Madagascar. Also considerable was the traffic from the United Kingdom, since one third of the total interchange consisted of coal originating from the British Isles, while the remaining goods included oil, peanuts, tobacco, and other raw products. Naturally, one of the most recognized trades was the export of the famous Bordeaux wines, mostly reds.

Orion arriving in Bordeaux.
(Photo Bundesarchiv)

The port of Bordeaux is fluvial and therefore prone to building up of sediments. The port authorities continuously dragged the river Gironde, thus guaranteeing access to the main channel to ships drafting up to 8.5 meters (25 feet) of water. Port facilities included several kilometers of “quais”, French for docks, and three dry-docks. Also parts of the facilities were three “bassin à flot” (tidal basins), enclosed waterways accessible through locks and protected from the tide. Although the port is over 50 kilometers from the ocean, the tide can move back and forth up to 6 meters (18 feet). Signs of this tidal shift can be easily seen along the river.

The locks leading to the tidal basin after the sabotage completed by the retreating German troops.
(Photo Bundesarchiv)

Access to the tidal basin from the Garonne was guaranteed by a set of locks leading to bassin à flot Number 1. The first basin led, through a small gate, to a second, and then a third. Also within the first basin there were two dry-docks, one measuring 105 meters and a second one 152. A third dry-dock, measuring 202 meters, was also available in the nearby naval yard.

Just before the French capitulation, Bordeaux was the de facto capital of the quickly dissolving French Republic. The port was used as a last resort for landing incoming troops, mostly colonial regiments, but also Polish troops, and it was also used to ship out gold from the national treasury. By June 23rd, the Germans controlled Royan, the seaside town facing Le Verdon across the opening of the Gironde into the ocean, thus virtually severing access to the city. A week later, on the 30th, the Germans occupied the city, and after a period of complete inactivity, the port reopened to commercial traffic, mostly to and from Morocco. Notably, the port was the final destination for most of the German and Italian “block raiders”, but by 1942 all traffic had ceased again, given that Allied interdiction at sea had become almost complete.

More damage along the quais.
(Photo Bundesarchiv)

By the time the Germans evacuated Bordeaux, several ships had been sunk to obstruct the port, amongst them the famous Italian block raider Himalaya. It would take the port authorities over one year to clear access to the docks, thus allowing for the first ship, one of the Liberty class, to call on July 18th, 1945. Today, the town of Bordeaux is demolishing the remaining docks, called “hangar”, giving room to a modern waterfront and opening the view to the splendid old buildings facing the “quai”. Most of the commercial traffic has been rerouted to the new port of Le Verdon, while Bordeaux is still visited by large cruise ships, which dock just in front of the old Royal Palace.

Château Raba

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In 1774, Sara Raba, a merchant’s widow, driven from Portugal by the Inquisition, bought 80,000 “livres” from the daughters of Pierre Baillet the noble fief of Coudournes, also called the “Guionnet House”. In this house, according to tradition, Henri IV had slept the night before the battle of Coutras in 1587. The eight Raba brothers were all merchants except the third, who was a doctor.

Château Raba

The Raba family demolished the Guionnet house to build the 18th century villa. It is a one-story rectangular building. At each end are two projecting pavilions covered by a “brisis” roofing. In the center, a porch with four ionic columns supports a coping. Above this, a balustrade forms a balcony. However, what is more original is a small low building at the end of the outbuildings, formerly a concert hall. The entrance, framed by Tuscan columns, supports a coping decorated with urns, in the center of which is a bas-relief representing a bust surrounded by beams of light.

Château Raba

Below this, a triangular pediment decorated with cherubs in the tympanum rests on large piles of bossage (stones that have been cut roughly and often laid into position for later finishing) This room was decorated with tapestries and many paintings. The villa itself was luxuriously furnished and decorated with art objects. But the interest of this villa resides especially in its park which gave Raba the nickname “Chantilly Bordelais.”

Château Raba

The lawns were decorated with statues and fountains; sphinxes guarded the chateau; paths lined with beautiful trees led to aviaries; there were hedges, a labyrinth and a pavilion of the Muses. There were also little constructions inhabited by automatons (robots) , a mill, a sheep pen, a little alms-house , a sort of truth machine, etc.

Details – Château Raba

Artificial animals, both domestic and wild, populated the area and sometimes frightened visitors. This was an amusement park ahead of its time and a kind of patronage, because the Raba family let strollers enjoy their property, even encouraging them to visit their salons and the music room. Celebrities came to visit the famous Chantilly. The Parliament of Bordeaux came as a group, as well as Beaumarchais and in 1808, Napoleon and Josephine.

Details – Château Raba

At the time of the Revolution, the Rabas were worried like all of those whose fortune attracted attention. But like the Peixottos, they got away with a fine and protestations of good citizenship. The Revolution needed merchants and bankers for supplies and most of them recovered their property.

Today the music salon and the orangery (greenhouse) inhabited by the family’s descendants, and the guesthouse, built later and rented to a Child Protection agency, are still in good condition. But the chateau itself, which has lost part of its roofing, is slowly falling into disrepair.

Translated, with the permission of the author, Ms. Francine Musquère, from the original French versions by Laura K. Yost. Originally published on “Talance à travers le siécles” in 1986

Château Tauzia

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In 1939, as with every summer, the family of Jean Calvet (grandfather of the present owner) gathered at Tauzia. They listened anxiously to the news on the T.S.F. (?) In early September, war was declared.

Two of Jean Calvet’s sons had been killed in 1914-18; Daniel had been an aviator then, but he was too old to be remobilized; Jacques was sent to the United States to take part in a commission charged with buying horses (that says a lot about France’s preparation for the war which was beginning); finally Andre, the last son, was mobilized. He left Tauzia for the Maginot line where he would be taken prisoner in May 1940.

Château Tauza Tauzia before the war

The women and children stayed at Tauzia until the end of September, then moved back to their house in Bordeaux. Before leaving Tauzia, an artillery shell from the D.C.A. fell in the park several meters away from the children, a German reconnaissance plane having flown over the region. Jacques d’Welles, a friend of the family, chief architect of the city of Bordeaux, colonel in reserve and responsible for several batteries of the D.C.A. organized the detonation of the shell, which fortunately had not exploded on the ground. More frightened than hurt! Most of the windows at Tauzia were painted blue on orders from the “passive defense” in order to avoid being spotted by the Germans.

From October to May, like every year, Tauzia was empty. The Calvet family returned to Tauzia during the terrible month of May 1940 during which the French army fought desperately against the invader. The children played war games in the park while the T.S.F. announced the capitulation of Belgium, the arrival of the government in Bordeaux, and finally the armistice, which plunged everyone into an agonizing stupor. On June 30 1940, during a stifling heat wave, a dozen Feldgendarme on motorcycles and sidecars, with their iron crosses on their chests, arrived in the courtyard of the chateau. They were followed by a hundred men on horseback: an officer dismounted and asked to speak to the owner of the chateau.

Copy of the original requisition order issued by the German authorities

Thus it was that Jean Calvet learned that the only mounted cavalry regiment of the German army would occupy Tauzia. The officers would live in the Chateau with the family before they left, and the troops would be sheltered beneath tents. It was about 4 o’clock. At 6 o’clock Colonel von Berg and three other officers requested tennis rackets and played doubles as if the war no longer existed. In the evening before dinner, there was a collective prayer recited aloud, each man beside his horse. The colonel was Catholic. He requested authorization to dine with the family.

Tauzia, during the period it was occupied by the Italian Navy.
(Photo Elio Andò)

Dinner took place in an impressive silence. The colonel explained that his regiment had encountered much resistance on the Loire where the cadets from Saumur fought very courageously. Mme. David Calvet’s sister, having sought refuge at Tauzia, told them: “My son is a cadet from Saumur.” “Those men bring honor to France,” the colonel replied, and he retired with his two officers. The one who remained explained to the family that he was Austrian, recruited by force into the German army. “Beware of the young captain, he watches all of us, and the colonel can do nothing against him. He’s a member of the Gestapo.” The Calvet family thus discovered the Nazi system.

After several days, they left for Bordeaux, leaving Tauzia in the hands of the Germans. They lived there only two months, leaving the place to Italian marines from the submarine base in Bordeaux, who would remain at the chateau for three years and would cause much damage. Mussolini’s son came to spend several weeks of rest there.

Finally the war ended and the F.F.I. took over the chateau in 1944. After their departure, the family found a devastated house: furniture broken, pictures ruined or missing. The house remained empty until 1960, when the granddaughter of Jean Calvet decided to restore it, one room at a time, and this jewel of 18th century architecture was thus saved.

Translated, with the permission of the author, Ms. Francine Musquère, from the original French versions by Laura K. Yost. Originally published on “Gradignan, de la vigne à la ville” in 1995

Châteaux

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Soon after its establishment, Betasom attracted the attentions of the British Royal Air Force. The night of October 16th, 1940 the damage was very limited, but the night of December 8th, 41 aircraft dropped over 300 bombs, seriously damaging various civilian buildings, but causing almost no damage to Italian military installation. While French civilians suffered numerous casualties, only one Italian, a sentry of San Marco Battalion, (one book reports his name as Farina) was killed. The civilian areas particularly damaged were the Chartrons and Place Jean Juarès. The Chartrons is some distance from the Bassin à flot and more toward the center of town. Traditionally, this was the wine trading part of town. Even further away is Jean Juarès, a small square facing the scenic Quai Louis XVII and only a block away from the magnificent Place de la Bourse. As far as we know, the docks and the warehouses along them (called hangar) were not hit. Today, the “hangar”, or stock houses, along the Gironde are being demolished to give room to a larger road and a new trolley line. This area of the Quai is also used for docking large luxurious cruise ships during their call to the city.

The bombardments missed the submarine base by well over 2.5 km, but forced the commanding officer, Admiral Parona, into seeking a partial relocation of the base. In collaboration with the German authorities, the Italians secured a few buildings at a safe distance from the base. The actual headquarter was moved to a small villa in the town of Gradignan, in a place called “Château du Moulin d’Ornon”.

Château du Moulin d’Ornon.
(Photo Cristiano D’Adamo)

This building, smaller than the nearby Château d’Ornon, was named after a mill which used to be located nearby. The edifice is still standing and it is in good condition. It is home to a medical facility dedicated to work related injuries. The interiors have been remodeled, but the small basement is almost frozen in time. By befriending the caretaker, who lives on the second story where the dormers are, one can visit the basement, including the original brick furnace and a newer one probably installed during this period. The first furnace dates back to construction time, probably the middle of the second half of the 19th century. The other, dating back to the 30s or 40s, is in a different room, and was probably converted from coal burning to oil.

Château du Moulin d’Ornon Annex.
(Photo Cristiano D’Adamo)

The château is not imposing; the entrance, a few steps away from the driveway, is small and placed in the middle of the building. Each side is adorned with two large window. The metal shutters, typical of this area, appear to be the originals along with most of the external hardware, including the two lamps. The back leads into a patio overlooking a delightful meadow contained by a brook and bamboo trees on the left and a small road to the right. Within a few yards, and facing the building at an angle, is a relatively large two-story building made of stones and bricks. The locals refer to the Château du Moulin as the “Italian generals’ villa”, and a nearby street is named the “Street of the Italians”.

Château du Moulin d’Ornon (Back).
(Photo Cristiano D’Adamo)

Officers were housed in two other château Raba and Tauzia, both located within the same general geographical area (Raba in in the town of Talence). Gradignan is just southwest of Bordeaux; today, it cannot be distinguished from the city itself. Sixty years ago, this small community was mostly agricultural and scarcely populated. Today, it is considered part of the city and it is well-known for its desirable neighborhoods and beautiful suburban homes. Local authorities and private owners have preserved the château although the Raba appears to be in a state of abandonment.

Tauzia is located near the Prieurè de Cayac (Abby of Cayac), famous for being one of the stops for pilgrims going to Santiago de Compostella. A long driveway, fenced by tall trees, guides the visitors up a small hill, arriving at the left side of the building. The actual entrance is to the right. From the large parking area a nicely designed landscape leads to the adorned entryway. Here, two large sets of twin columns support a small balcony covering the entrance to the single story central building. There are large windows adorning each side and architecturally merging the building with its two wings. These “wings” are two-stories tall and are roofed in the typical steep fashion of the local French Château. The building looks unchanged from pictures taken over sixty years ago.

The courtyard of the chateau

The property is not open to the public, and it is undergoing remodeling. The small dome behind the entrance was just completed and workers are now working on the façade opposite the entrance and overlooking a beautiful sloping meadow.

Château Raba
(Photo Cristiano D’Adamo)

The other facility, Château Raba, is fenced out and protected by dogs. Still, from the small square opposite the Ecole Supérieure de Commerce (Business School), one can see part of what must have been a glorious villa and which is now engulfed in weeds. The three villas are close, but not enough to walk. Today, the area is densely populated.

One of the barracks in Canèjan

The temporary housing used by the crew of the Otaria.
(Photo courtesy Raccolta Romolo Maddaleni)

The last two facilities, used by petty officer and sailors, were located in the Pinèdes of Gradignan and Canèjan. A Pinèdes is a small wood of Mediterranean pines planted in rows for the production of soft wood used in making quality paper. Crews were housed in small wooden barracks, which, considering the local climate, must have been quite cold in winter and hot in summer.

Bassin à Flot

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Surprisingly enough, after so many years the area which once hosted the Italian and German submarine bases in Bordeaux are still recognizable and have not changed too much. The neighborhood is called Bacalan and it is still considered a rough part of town. This is a working class, industrial area that precedes the “hangar”, or piers. The piers are similar to the ones in San Francisco, but instead of extending into the water, are laid alongside the river.

One of the remaining hangar; this one will be left standing for historical reasons.
(Photo Cristiano D’Adamo)

The Bassin à Flot is a relatively large enclosed waterway connected to the river by two short navigable channels delimited by locks. The length of the access channels is slightly less than 200 meters, and the two channels are different; the one to the right is narrower and has three locks, while the one to the left is wider and has only two locks. Near each set of locks, there is a turning bridge pivoted on its center, and similar to the one in Taranto, but much smaller. These bridges, when opened, are aligned with the small island, which divided the two channels. The basin can only accept ships up to 152 meters long and 22 meters wide, large enough to allow for the Himalaya, the Italian “block raider” to be docked alongside the submarine base.

The Himalaya docked near Dry-dock N. 2.
(Photo Etablissement de conception et de production audiovisuelle des Armees)

The Bassin à Flot number 1 is shaped like a T with the base toward the river. To the left there is a large depot, or storage building. The original storage buildings are gone, but one of the block-houses (warehouses) was replaced by a newer construction fashioned in the style of the preexisting one and housing an insurance company. Part of the docks is still surfaced with the original “pave”.

The original pavè (cobblestone).
(Photo Cristiano D’Adamo)

To the opposite side of the storage area, one can find the two dry docks. The first one, larger and to the left, could host two boats, while the second, smaller, just one. Although it was suggested that vessels were docked head to toe, by looking at the facility it appears that they could also have been
placed side by side. The total surface area of the first basin is 11 hectares (110,000 sq. meters), while the second one is 9 hectares (90,000 sq. meters).

Clear signs of the great tidal change in the Atlantic.This picture is not of the port of Bordeaux, but La Rochelle.
(Photo Cristiano D’Adamo)

The Bassin à Flot can only be accessed from the river during high tide. Once the river recedes, as the Garonne does twice a day, the water level inside stays constant, while outside it decreases quite considerably. At the other end of the basin is another lock leading onto Bassin à Flot N.2. This second Bassin is quite recognizable from a distance because it hosts the German-built submarine pens. The location is referred to as the “Base sous-marine”, or submarine base, and today, it is the home of a museum dedicated to sailing.

The German bunker used by the Submarines of the XII Flotilla U-Boot.
(Photo Cristiano D’Adamo)

This construction, at times also used by the Italian submarines, is massive; the cost of dismantling it would have been so great that the city decided instead to use it. From the parking lot facing Blvd. Alfred Domey, one can still see some of the damage caused by Allied bombing. This was the facility used during the filming of the movie “Das Boot”, even though in the movie the U-Boat was not based here with the German XII Flotilla U-Boot.

The Bombardments of Bordeaux

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The city of Bordeaux was first bombed by the Germans the night of June 19th when a formation of 12 Heinkel 111, avoiding the local air defenses, reached the heart of the city. Despite the intervention of the French Air Force’s Bloch 152s, the Luftwaffe was able to easily penetrate the new French capital causing 65 casualties and 160 wounded. The mission was intended as a stimulus for the French government to quickly finalize armistice negotiations. Within a few days, on June 30th, the French government would do precisely so.

Following the fall of France, and with the beginning of the Battle of England, the Royal Air Force (R.A.F.) was not particularly interested in the Aquitaine capital and the city experienced a few months of tranquility. With the reopening of fluvial navigation along the Gironde, and the arrival of the first Italian submarines, the situation gradually changed; the British began paying attention. At this point in time, the R.A.F. offensive forces (bombardment groups) consisted of Wellington I/IA, Whitley III/V and Hampden aircraft organized into three bombardment groups, the 3rd, 4th and 5th. These groups were based in East Anglia, Yorkshire and Lincolnshire. None of these aircraft was fast, armed and maneuverable enough to avoid the German fighters, especially the newer Me 109. Also, these airplanes suffered from the absence of modern navigational systems and crews had to rely on sextants and astrocompasses.

The first British bombardment of Bordeaux area was aimed at the refineries and oil storage facilities in Bec d’Ambès and Pauillac and it was quite successful; well over 70,000 tons of oil products were destroyed. A second bombardment followed the night of October 16th, when 12 Hampdens belonging to the 44th (Rhodesia), and 49th Squadrons (5th Group) took off from Waddington and Scampton. Two airplanes aborted the mission due to foul weather and returned to base, while the remaining aircraft continued on with their cargo of 900 Kg marine mines (Deodar). Of the remaining planes, four delivered their cargo while the other six experienced various breakdowns, with one airplane simply disappearing. The mission was a partial failure.

Vickers Wellingtom II
(Span: 86ft. 2in. – Length: 61ft. – Max Speed 244 m.p.h. @ 17,000 feet)

Armstrong Whitworth Whitley
(Span: 84ft. – Length: 72ft. 6in.- Max Speed 221 m.p.h. @ 17,750 feet)

Handley-Page Hampden
(Span: 69ft. 4in. – Length: 53ft. 7in.- Max Speed 247 m.p.h. @ 13,800 feet)

Handley-Page Halifax
(Span: 99ft. 11in. – Length: 71ft. 7in. – Max Speed 262 m.p.h. @ 17,750 feet)

The night of November 2nd a larger number of Hampdens, along with some Blenheims, returned to the city: in total 32 airplanes. The primary target was the airport of Merignac where 4 hangars and 6 airplanes were destroyed. Amongst the airplanes destroyed were two large four-engine German Kondor K 200s, the so-called scourge of the Atlantic. The night of December 8th witnessed a real show of force: 44 R.A.F. aircraft were sent to Bordeaux. The formation included 29 Wellingtons of the 49th (5th Group), 149th and 115th Squadrons (3rd Group), and 15 Whitleys of the 4th group. This time the target was the city itself and more specifically the Italian submarine base at Bacalan. The bombardment lasted over 5 hours and was facilitated by excellent weather conditions.

Focke-Wulf F.W.200 Condor, one of the prime target for the borbardments.
(Photo Bundesarchiv)

In the luminescent night, the “Bassin a Flot” (tidal basin) was perfectly visible and the Wellingtons dropped their bombs from altitudes ranging from 1500 to 3600 feet. Each airplane was loaded with 8 to 13 112 Kg bombs, while the Witleys were instead loaded with 225 and 122 Kg ones. During the bombardment, the German mixed ship (cargo and passengers) Usaramo was hit and it settled on the muddy bottom of the Garonne. Also lost was the tanker Cap Hadid, which caught fire, while the large French passenger ship De Grass was only marginally damaged. This ship had been previously damaged during a German bombardment, but once again it survived. The Italian base, and especially the submarines, had received minimal damage.

The Usaramo was muddy bottom of the Garonne.
(Photo Collection Ando)

The civilian population instead suffered the brunt of the punch; 16 casualties and 67 wounded. Most of the bombs fell at about 2500 to 3000 meters from the base toward the center of the city (Bacalan is to the north). British losses were minimal, only aircraft T2520, a Wellington of the 115th Squadron, was lost near Cardiff along with its 5 crewmembers.

Bordeaux: bombardment of civilian quarters

The year 1940 closed with two more bombardments, one on the 26th and another one the following night on the 27th of December. These two attacks focused principally on the airport of Merignac, west of the city. The second was quite substantial; well over 70 aircraft participated, but there was no report of any Focke-Wulf 200 “Kondor” being destroyed.

In March 1941, the Air Ministry decided that the airport at Merignac would be a much more important target than the naval base in Bacalan and so future attacks would primarily focus on the airport. After a long pause, British bombers reappeared the night of April 10th. Once again, the target was Merignac where 11 Wellington cause much damage: two hangars demolished, two FW 200 destroyed, two Heinkell II also destroyed along with a Dornier 215. The R.A.F. lost one bomber. Meantime, aerial reports from British fliers informed the High Command that the number of submarine in port was substantially increasing. A report dated June 22nd, 1941 cited 22 vessels. Fortunately for the Italians, the R.A.F. did not take action.

The following year, 1942, witness very little activity. The night of July 14 and August 5th, Halifaxes from the 83rd Squadron dropped mines along the Gironde. Reports about these attacks can be found in the local newspaper “La Petite Gironde”. The newspaper was quite vehement in denouncing these bombings, which inevitably caused great harm to the civilian population. Removing mines would require some time, but the navigable channel within the Gironde was relatively small, thus allowing for quick de-mining.

The left side of the tidal basin completely demolished.
(Photo USMM)

The year 1943 opened with a new raid the night of January 26th. Nine British Halifaxes belonging to the 6th Group targeted the submarine base at Bacalan. French sources report civilian casualties in the area or rue Achard. With the arrival of the US 8th Air Force the situation changed. The much more sophisticated American bombers made their debut on May 17th, at 12:38 PM in full daylight. Thirty-nine B-24s belonging to the 44th and 93rd bombing group left Davidstow Moor in Cornwall four hours earlier and flaying at an altitude of 2500 feet reached Bordeaux where they dropped 342 250-kg bombs. The damage was substantial: a bomb hit the German submarine bunker causing minor damage (still visible today) while the tidal basin was heavily damaged. One of the two turning bridge spanning the entrance channels was demolished, and so was one of the two sets of locks. The left side of the tidal basin was completely demolished for a length of over 400 meters. Water rushed out of the basin leaving a few submarines grounded into thick mud, but causing minimal damage to the vessels.

Bombs had fallen almost perfectly perpendicularly to the dock causing most of it to sink into the water. The antiaircraft battery 9/22 was hit causing total devastation. Typical of WW II bombing, collateral damage was staggering: cours Saint-Louis and cours Balguerie-Stuttenberg were devastated. The French population has to endure 200 casualties and 300 wounded. The damage to the Axis forces was minimal, the Heer (army) claims 4 dead and 3 wounded, the Luftwaffe 1 dead and 9 wounded, the Kriegsmarine 10 dead and 23 wounded, the Regia Marina 4 dead and 3 wounded, the Todt Organization (in charge of military constructions) 3 dead and 1 wounded. Only one American airplane was lost.

Bordeaux: collateral damage.
(Foto collezione Andò)

August 24th, 58 B-17 targeted Merignac (Bombing Groups 94, 95, 96, 100, 385, 388, 390). All aircraft returned to their North African bases. Hereafter, American missions become more and more frequent involving more B-17s, P-38s and finally P-51 Mustangs. Raids would become more and more massive, like the one of March 27, which included over 700 B-17 and B-24. During this mission alone, the airport of Merignac was targeted by over 540 tons of bombs. By then, the Italian base had ceased to exist and all submarine operations were under German control.

Merignac: the aerostation completely destroyed.
(Photo ECPA)

For the record, the RAF return to the Aquitane skies in late April with Lancasters and Mosquitos. They would come back the 4th of August alternating bombing missions with the Americans. At the end, Allied missions found very little opposition; most of the German 88 mm anti-aircraft batteries had been quickly redeployed to Normandy to halt the Allied invasion. Bordeaux has suffered 545 houses destroyed and 341 damaged. The port was completely unserviceable, gas and electricity severed. It would take months to reopen fluvial navigation and years for the city to recover. Meantime, memories of the Italian submarine base quickly vanished.