 HMCSBittersweet about to be taken in tow by HMCSSkeena, May 1943. | |
| History | |
|---|---|
 United Kingdom | |
| Name | Bittersweet |
| Namesake | Flowering vineSolanum dulcamara |
| Operator | Royal Navy |
| Ordered | 22 January 1940 |
| Builder | Marine Industries Ltd.,Sorel |
| Laid down | 17 April 1940 |
| Launched | 12 September 1940 |
| Identification | Pennant number: K182 |
| Fate | Loaned to Canada 1941; Returned on 22 June 1945; scrapped November 1950. |
| Canada | |
| Name | Bittersweet |
| Operator | Royal Canadian Navy |
| Acquired | loaned from Royal Navy |
| Commissioned | 23 January 1941 |
| Decommissioned | 22 June 1945 |
| Identification | Pennant number: K182 |
| Fate | Returned to Royal Navy |
| General characteristics | |
| Class & type | Flower-classcorvette (original) |
| Displacement | 950long tons (970 t) |
| Length | 205 ft 1 in (62.51 m)o/a |
| Beam | 33 ft 1 in (10.08 m) |
| Draught | 13 ft 5 in (4.09 m) |
| Propulsion |
|
| Speed | 16knots (30 km/h; 18 mph) |
| Range | 3,450 nmi (6,390 km; 3,970 mi) at 12 kn (22 km/h; 14 mph) |
| Complement | 47 |
| Sensors & processing systems |
|
| Armament |
|
HMCSBittersweet was aFlower-classcorvette that served with theRoyal Canadian Navy during theSecond World War. Ordered by theRoyal Navy at the beginning of the war, the ship was transferred to the Royal Canadian Navy who had an excess of personnel and not enough ships.Laid down andLaunched in 1940, the corvette fought as an oceanconvoy escort in theBattle of the Atlantic. The vessel was named for the flowering vinesolanum dulcamara. Since the vessel was owned by the British, it kept its flower name. Following the war,Bittersweet was returned to the Royal Navy and wasbroken up for scrap in 1950.
Flower-classcorvettes likeBittersweet serving with theRoyal Canadian Navy during theSecond World War were different from earlier and more traditional sail-driven corvettes.[1][2] The Flower-class corvettes originated from a need that arose in 1938 to expand theRoyal Navy following theMunich Crisis.[3] A design request went out for a small escort for coastalconvoys.[4] Based on a traditionalwhaler-type design, the initial Canadian ships of the Flower class had astandard displacement of 950long tons (970 t). They were 205 feet 1 inch (62.51 m)long overall with abeam of 33 feet 1 inch (10.08 m) and a maximumdraught of 13 feet 5 inches (4.09 m). The initial 1939–1940 corvettes were powered by a four-cylindervertical triple expansion engine powered by steam from twoScotch boilers turning one three-bladedpropeller rated at 2,800indicated horsepower (2,100 kW). The Scotch boilers were replaced withwater-tube boilers in later 1939–1940 and 1940–1941 Programme ships. The corvettes had a maximum speed of 16knots (30 km/h; 18 mph). This gave them a range of 3,450nautical miles (6,390 km; 3,970 mi) at 12 knots (22 km/h; 14 mph).[5] The vessels were extremely wet.[6]
The Canadian Flower-class vessels were initially armed with aMk IX BL 4-inch (102 mm) gun forward on a CP 1 mounting and carried 100 rounds per gun. The corvettes were also armed with aQF Vickers 2-pounder (40 mm, 1.6 in) gun on a bandstand aft, two single-mounted.303 Vickers machine guns orBrowning 0.5-calibre machine guns foranti-aircraft defence and two twin-mounted.303 Lewis machine guns, usually sited on bridge wings.[3][5][7] Foranti-submarine warfare, they mounted twodepth charge throwers and initially carried 25 depth charges. The corvettes were designed with aType 123ASDIC sonar set installed. The Flower-class ships had a complement of 47 officers andratings.[3] The Royal Canadian Navy initially ordered 54 corvettes in 1940 and these were fitted with Mark II Oropesaminesweeping gear used for destroyingcontact mines.[8] Part of the depth charge rails were made portable so the minesweeping gear could be utilised.[9]
In Canadian service the vessels were altered due to experience with the design's deficiencies. Thegalley was moved further back in the ship and the mess and sleeping quarters combined. A direction-finding set was installed and enlargedbilge keels were installed to reduce rolling.[10] After the first 35–40 corvettes had been constructed, the foremast was shifted aft of thebridge and the mainmast was eliminated. Corvettes were first fitted with basicSW-1 and SW-2 CQ surface warningradar, notable for their fishbone-like antenna and reputation for failure in poor weather or in the dark. The compass house was moved further aft and the open-type bridge was situated in front of it. The ASDIC hut was moved in front and to a lower position on the bridge. The improvedType 271 radar was placed aft, with some units receivingType 291 radar for air search. The minesweeping gear, a feature of the first 54 corvettes, was removed.[11] Most Canadian Flower-class corvettes had theirforecastles extended which improved crew accommodation and seakeeping. Furthermore, the sheer and flare of thebow was increased, which led to an enlarged bridge. This allowed for the installation ofOerlikon 20 mm (0.8 in) cannon, replacing the Browning and Vickers machine guns.[12] Some of the corvettes were rearmed withHedgehog anti-submarinemortars.[13] The complements of the ships grew throughout the war rising from the initial 47 to as many as 104.[12]
At the opening of the Second World War, the Canadian shipbuilding industry was incapable of building large, sophisticated warships. However, Canada required new large, advanced escort ships for national defence and sought to acquireTribal-classdestroyers for the Royal Canadian Navy. In a deal with theRoyal Navy, Canada would construct ten Flower-class corvettes in exchange for two Tribal-class destroyers.[14] The vessel was ordered in January 1940[15] under the 1939–40 Flower class programme by the Royal Navy fromMarine Industries Ltd. inSorel, Quebec.Bittersweet waslaid down on 17 April 1940 andlaunched on 12 September 1940.[16] As the ship was ordered by the British, the ship kept its flower nameBittersweet, the common name of the flowering vinesolanum dulcamara. To prevent being icebound by the freeze-up of theSt. Lawrence River, the incompleteBittersweet was towed toLiverpool, Nova Scotia to finish construction.[16]
There were delays in the arrival of essential equipment for the British corvettes in Canada and some of them sailed without their main armament as they departed from Canadian dockyards as soon as they were fit for the Atlantic crossing. Due to a lack of ships and a surplus of manpower, the Royal Canadian Navy offered to crew the ships until mid-1941 when enough of the Canadian corvettes would become available.[17] Under this agreement,Bittersweet wascommissioned directly into the Royal Canadian Navy on 23 January 1941 atHalifax, Nova Scotia.[16] Then in April 1941, theBritish Admiralty requested that Canada take over the ships permanently.[17]Bittersweet departed Halifax on 5 March as part ofHX 113 to undergo more construction at yards on theRiver Tyne from 1 April to 6 June. After completion, the corvette worked up atTobermory and departed forNewfoundland via Iceland on 27 June.[16]
Bittersweet was assigned to theNewfoundland Escort Force (NEF) upon arrival.[16] In September 1941,Bittersweet was assigned to Escort Group (EG) 22. EG 22 was escorting convoy HX 148 in September and were forced to make a large detour to avoid the GermanU-boatwolfpack "Markgraf".[18] She served as an ocean escort until December of that year. Beginning on 31 December, the corvette underwent its forecastle extension atCharleston, South Carolina, keeping the ship out of service until March 1942.[16]
In February 1942, theUnited States Navy began a withdrawal from escorting convoys and the remaining escorts were re-organized, withBittersweet joining the EG A3 of the newMid-Ocean Escort Force.[16][19] On 11 May EG A3 and the convoy they were escorting,ONS 93, was sighted by the U-boat wolfpack "Hecht". In the ensuing battle during the night of 11/12 May, the convoy lost seven ships comprising 36,284 GRT. The convoy suffered further attacks but no losses over the following days until contact was lost in bad weather.[20] On 15 August 1942, A3 was escorting convoySC 95 when it was spotted by the wolfpack "Lohs". In the following attacks, the convoy lost two ships.[21] The following month, on 18 September, A3's convoy, SC 100, came under attack again by the wolfpack "Lohs". However, the convoy escapes only to find a new wolfpack, "Pfeil" was established along their route. The Germans kept contact sporadically with the convoy until 25 September. The convoy lost five ships, but spared greater losses due to the severe weather.[22]
The corvette was reassigned to EG C3 in January 1943. C3 and their convoy, ONS 163 are redirected around wolfpacks in February. However, in March, C3 and their convoy HX 229 are intercepted by the wolfpack "Raubgraf" and lose two ships. C3 then escorts three more convoys without issue, evading the wolfpacks placed in their paths.[23]Bittersweet left the group in October 1943 to undergo another refit, this time atBaltimore, Maryland which lasted until November. The corvette then sailed toPictou, Nova Scotia to work up.Bittersweet then returned to convoy escort duties, sailing fromLondonderry in October 1944 with convoy ON 262. That was to the last convoy the corvette sailed with. Upon arrival in Canada,Bittersweet went to Pictou for another refit.[16]
Bittersweet resumed duties her duties briefly with Halifax Force before transferring to Sydney Force. She remained with Sydney Force for the remainder of the war.Bittersweet was returned to the Royal Navy on 22 June 1945 atAberdeen, Scotland. She was broken up at Charlestown, Fife in 1950.[16] For service in theBattle of the Atlantic,Bittersweet was awarded thebattle honour "Atlantic 1941–45".[24]
| Convoy | Escort Group | Dates | Notes |
|---|---|---|---|
| HX 140 | 22 July–2 August 1941[25] | Newfoundland toIceland | |
| ON 4 | 11–18 August 1941[26] | Iceland to Newfoundland | |
| HX 148 | 7–10 September 1941[25] | Newfoundland to Iceland | |
| SC 45 | 21–30 September 1941[27] | Newfoundland to Iceland | |
| ON 21 | 5–11 October 1941[26] | Iceland to Newfoundland | |
| SC 50 | 19–31 October 1941[27] | Newfoundland to Iceland | |
| ON 32 | 6–14 November 1941[26] | Iceland to Newfoundland | |
| SC 56 | 24 November–6 December 1941[27] | Newfoundland to Iceland | |
| HX 178 | 3–6 March 1942[25] | Newfoundland toNorthern Ireland | |
| ON 79 | 24 March–3 April 1942[26] | Northern Ireland to Newfoundland | |
| HX 185 | MOEF group A3 | 18–26 April 1942[25] | Newfoundland to Northern Ireland |
| ON 92 | MOEF group A3 | 7–18 May 1942[26] | Northern Ireland to Newfoundland |
| SC 85 | MOEF group C4 | 31 May–2 June 1942[27] | Newfoundland to Northern Ireland |
| ON 102 | MOEF group A3 | 21–25 June 1942[26] | Northern Ireland to Newfoundland |
| HX 196 | MOEF group A3 | 2–10 July 1942[25] | Newfoundland to Northern Ireland |
| ON 114 | MOEF group A3 | 20–30 July 1942[26] | Northern Ireland to Newfoundland |
| SC 95 | MOEF group A3 | 8–18 August 1942[27] | Newfoundland to Northern Ireland |
| ON 125 | MOEF group A3 | 29 August–7 September 1942[26] | Northern Ireland to Newfoundland |
| SC 100 | MOEF group A3 | 16–28 September 1942[27] | Newfoundland to Northern Ireland |
| ON 135 | MOEF group A3 | 3–15 October 1942[26] | Northern Ireland to Newfoundland |
| HX 212 | MOEF group A3 | 5–14 January 1943[25] | Newfoundland to Northern Ireland |
| ON 163 | MOEF group C3 | 25 January–6 February 1943[26] | Northern Ireland to Newfoundland |
| HX 226 | MOEF group C3 | 14–23 February 1943[25] | Newfoundland to Northern Ireland |
| ON 172 | MOEF group C3 | 10–21 March 1943[26] | Northern Ireland to Newfoundland |
| SC 124 | MOEF group C3 | 28 March–8 April 1943[27] | Newfoundland to Northern Ireland |
| ON 180 | MOEF group C3 | 25 April–7 May 1943[26] | Northern Ireland to Newfoundland |
| HX 238 | MOEF group C3 | 13–21 May 1943[25] | Newfoundland to Northern Ireland |
| ON 187 | 2–10 June 1943[26] | Northern Ireland to Newfoundland | |
| HX 244 | 20–29 June 1943[25] | Newfoundland to Northern Ireland | |
| ON 192 | 10–18 July 1943[26] | Northern Ireland to Newfoundland | |
| HX 249 | 29 July–5 August 1943[25] | Newfoundland to Northern Ireland | |
| ONS 16 | 21–29 August 1943[26] | Northern Ireland to Newfoundland | |
| SC 150 | 3–14 January 1944[27] | Newfoundland to Northern Ireland | |
| ONS 32 | 22 January–11 February 1944[26] | Northern Ireland to Newfoundland | |
| HX 279 | 17–28 February 1944[25] | Newfoundland to Northern Ireland | |
| ON 227 | 9–17 March 1944[26] | Northern Ireland to Newfoundland | |
| HX 284 | 26 March–5 April 1944[25] | Newfoundland to Northern Ireland | |
| ON 232 | 14–23 April 1944[26] | Northern Ireland to Newfoundland | |
| HX 289 | 3–13 May 1944[25] | Newfoundland to Northern Ireland | |
| ON 237 | 20–29 May 1944[26] | Northern Ireland to Newfoundland | |
| HX 294 | 9–19 June 1944[25] | Newfoundland to Northern Ireland | |
| ON 242 | 25 June–5 July 1944[26] | Northern Ireland to Newfoundland | |
| HX 299 | 16–23 July 1944[25] | Newfoundland to Northern Ireland | |
| ON 247 | 3–10 August 1944[26] | Northern Ireland to Newfoundland | |
| HX 304 | 23 August–1 September 1944[25] | Newfoundland to Northern Ireland | |
| ON 253 | 14–25 September 1944[26] | Northern Ireland to Newfoundland | |
| HX 311 | 3–12 October 1944[25] | Newfoundland to Northern Ireland | |
| ON 262 | 26 October–7 November 1944[26] | Northern Ireland to Newfoundland | |
| ON 298 | WLEF | 3–5 May 1945[26] | Newfoundland toHalifax |
| ON 299 | WLEF | 9–10 May 1945[26] | Newfoundland to Halifax |
| ON 300 | WLEF | 14–15 May 1945[26] | Newfoundland to Halifax |
