After World War II, many surplus Flower-class vessels saw worldwide use in other navies, as well as civilian use. HMCS Sackville is the only member of the class preserved as a museum ship.
Class designation
The term "corvette" was originally a French name for a small sailing warship, intermediate between the frigate and the sloop-of-war. In the 1830s the term was adopted by the RN for sailing warships of roughly similar size, primarily operating in the shipping protection role. With the arrival of steam power, paddle- and later screw-driven corvettes were built for the same purpose, growing in power, size, and armament over the decades. In 1877 the RN abolished the "corvette" as a traditional category; corvettes and frigates were then combined into a new category, "cruiser".
The months leading up to World War II saw the RN return to the concept of a small escort warship being used in the shipping protection role. The Flower class was based on the design of Southern Pride, a whale-catcher, and were labelled "corvettes", thus restoring the title for the RN, although the Flower-class has no connection with pre-1877 cruising vessels.
There are two distinct groups of vessels in this class: the original Flower-class, 225 vessels ordered during the 1939 and 1940 building programmes; and the modified Flower-class, which followed with a further 69 vessels ordered from 1940 onward. The modified Flowers were slightly larger and better armed.
Flower-class vessels, of original and modified design, in USN service were called Temptress- and Action-class gunboats; they carried the hull classification symbol PG ("patrol gunboat").
In early 1939, with the risk of war with Nazi Germany increasing, it was clear to the Royal Navy that it needed more escort ships to counter the threat from KriegsmarineU-boats. One particular concern was the need to protect shipping off the east coast of Britain. What was needed was something larger and faster than trawlers, but still cheap enough to be built in large numbers, preferably at small merchant shipyards, as larger yards were already busy. To meet this requirement, the Smiths Dock Company of South Bank -on-Tees, a specialist in the design and build of fishing vessels, offered a development of its 700-ton, 16 knots (18 mph; 30 km/h) whaler (whale catcher) Southern Pride.[6][7] They were intended as small convoy escort ships that could be produced quickly and cheaply in large numbers. Despite naval planners' intentions that they be deployed for coastal convoys, their long range meant that they became the mainstay of Mid-Ocean Escort Force convoy protection during the first half of the war.
The Flower class became an essential resource for North Atlantic convoy protection until larger vessels such as destroyer escorts and frigates could be produced in sufficient quantities. The simple design of the Flower class using parts and techniques (scantlings) common to merchant shipping meant they could be constructed in small commercial shipyards all over the United Kingdom and Canada, where larger (or more sophisticated) warships[8] could not be built. Additionally, the use of commercial triple expansion machinery instead of steam turbines meant the largely Royal Naval Reserve and Royal Naval Volunteer Reserve crews that were manning the corvettes would be familiar with their operation.
Flower-class vessels were slow for a warship, with maximum speed of 16 kn (18 mph; 30 km/h). They were also very lightly armed as they were intended solely for anti-submarine warfare; many of the RCN's original Flower-class ships were initially fitted with minesweeping equipment, while virtually all of the modified Flowers were fitted with a limited anti-aircraft capability. The original Flowers had the standard RN layout, consisting of a raised forecastle, a well deck, then the bridge or wheelhouse and a continuous deck running aft. The crew quarters were in the forecastle while the galley was at the rear, making for poor messing arrangements.[9] The modified Flowers saw the forecastle extended aft past the bridge to the aft end of the funnel, a variation known as the "long forecastle" design. Apart from providing a very useful space where the whole crew could gather out of the weather, the added weight improved the ships' stability and speed and was applied to a number of the original Flower-class vessels during the mid and latter years of the war. The original Flowers had a mast located immediately forward the bridge, a notable exception to naval practice at that time. The modified Flowers saw the mast returned to the normal position immediately aft of the bridge; this does not seem to have been done in all of the modified builds or conversions of the original vessels. A cruiser stern finished the appearance for all vessels in the class.
Orders
Early Flower corvettes had a mast before the wheel house.
The RN ordered 145 Flower-class corvettes in 1939, the first 26 on 25 July with a further batch of 30 on 31 August, all under the 1939 Pre-War Programme. Following the outbreak of World War II, the British Admiralty ordered another 20 on 19 September (all from Harland & Wolff) under the 1939 War Programme. This was followed by an order for a further ten Flower-class corvettes from other British shipbuilders two days later. Another 18 were ordered on 12 December and two on 15 December, again from British shipbuilders. The RN ordered the last ten vessels (under the 1939 War Programme) from Canadian shipbuilders in January 1940.
By the end of January 1940, 116 ships were building or on order to this initial design. The ten vessels ordered from Canadian shipbuilders were transferred to the RCN upon completion. Another four vessels were ordered at Smiths Dock Company for the French Navy, the first ship being completed for the Free French Naval Forces in mid-1940 and the other three being taken over by the RN. Another 31 Flowers were ordered by the RN under the 1940 War Programme but six of these (ordered from Harland & Wolff) were cancelled on 23 January 1941.
Later corvettes had more flare at the bow and a longer forecastle.
The RN ordered 27 modified Flower-class corvettes under the 1941 and 1942 War Programmes. British shipbuilders were contracted to build seven of these vessels under the 1941 Programme and five vessels under the 1942 Programme; two vessels (one from each year's Programme) were later cancelled. The RN ordered fifteen modified Flowers from Canadian shipyards under the 1941 programme; eight of these were transferred to the USN under reverse Lend-Lease.
The RCN ordered seventy original and 34 modified Flower-class vessels from Canadian shipbuilders. The Canadian shipbuilders also built seven original Flowers ordered by the USN, which were transferred to the RN under the Lend-Lease Programme upon completion, because wartime shipbuilding production in the United States had reached the level where the USN could dispense with vessels it had ordered in Canada. The RCN vessels had several design variations from their RN counterparts: the "bandstand", where the aft pom-pom gun was mounted, was moved to the rear of the superstructure; the galley was also moved forward, immediately abaft the engine room.
The original Flower class were fitted with a 4-inch (102 mm) gun on the bow, depth charge racks carrying 40 charges on the stern, a minesweeping winch and a 2-pounder (40 mm) pom-pom gun on a "bandstand" over the engine room. Due to shortages, a pair of Lewis guns or quadruple Vickers HMG was sometimes substituted for the pom-pom, which would have left the ship very vulnerable to aircraft attack in its envisaged role of coastal convoy escort and patrol in the North Sea. The long-range endurance of the vessels, coupled with early war-time shortages of larger escort warships, saw Flowers assigned to trans-Atlantic convoy escort where Luftwaffe aircraft were rarely encountered. Vessels assigned to the Mediterranean Sea usually had more anti-aircraft guns fitted. Underwater detection capability was provided by a fixed ASDIC dome; this was later modified to be retractable. Subsequent inventions such as the High Frequency Radio Direction Finder (Huff-Duff) were later added, along with various radar systems (such as the Type 271), which proved particularly effective in low-visibility conditions in the North Atlantic.
Loading a depth charge thrower on HMS Dianthus
The Flower class had been designed for inshore patrol and harbour anti-submarine defence and many required minor modifications when the Allied navies began to use them as trans-Atlantic convoy escorts. These small warships could be supported by any small dockyard or naval station, so many ships came to have a variety of weapons systems and design modifications depending upon when and where they were refitted; there is really no such thing as a 'standard Flower-class corvette'
Several of the major changes that vessels in the class underwent are indicated below, in a typical chronological order:
Original twin mast configuration changed to single mast in front of the bridge, then moved behind the bridge for improved visibility.
Heavy minesweeping gear removed for deep-sea escort work and to improve range.
Galley relocated from the stern to midships.
Extra depth charge storage racks were fitted at the stern. Later, more depth charges stowed along walkways.
Hedgehog fitted to enable remote attacks while keeping ASDIC contact.
Surface radar fitted in a "lantern" housing on the bridge.
Forecastle lengthened to midships to provide more accommodation and better seaworthiness. Several vessels were given a "three-quarters length" extension.
Increased flare at the bow. This and the above modification created the modified Flower design for subsequent orders.
Various changes to the bridge, typically lowering and lengthening it. Enclosed compass house removed.
Extra twin Lewis guns mounted on the bridge or engine room roof.
Oerlikon 20 mm cannons fitted, usually two on the bridge wings but sometimes as many as six spread out along the engine-room roof, depending on the theatre of operations.
A ship could have any mix of these, or other specialist one-off modifications. Ships allocated to other navies such as the RCN or USN usually had different armament and deck layouts. A major difference between the RN vessels and the RCN, USN, and other navies' vessels was the provision of upgraded ASDIC and radar. The RN was a world leader in developing these technologies and RN Flowers were somewhat better-equipped for remote detection of enemy submarines. A good example of this is the difficulty that RCN Flowers had in intercepting U-boats with their Canadian-designed SW1C metric radar, while the RN vessels were equipped with the technologically advanced Type 271 centimetric sets. In addition, RCN vessels were incapable of operating gyrocompasses, making ASDIC attacks more difficult.
Operations
QF2 Mk. VIII pom-pom gun, from HMCS Kamloops, on display in the Lebreton Gallery of the Canadian War Museum
Flower-class corvettes were used extensively by the RN and RCN in the Battle of the Atlantic. They also saw limited service elsewhere with the RN, as well as the USN and several Allied navies such as the Royal Netherlands Navy, the Royal Norwegian Navy, the Royal Hellenic Navy, the Free French Naval Forces, the Royal Indian Navy, and the Royal New Zealand Navy. The Belgian Navy used some of these vessels during World War II, and have continued to use Flower names for their minehunters. Most Royal Navy Flower-class ships drew their officers and crew from the Royal Naval Reserve and the Royal Navy Volunteer Reserve (RNVR). Many RN Flowers had captains drawn from the Merchant Navy.
Service on Flowers in the North Atlantic was typically cold, wet, monotonous and uncomfortable. Every dip of the forecastle into an oncoming wave was followed by a cascade of water into the well deck amidships.[14] Men at action stations were drenched with spray and water entered living spaces through hatches opened for access to ammunition magazines.[14] Interior decks were constantly wet and condensation dripped from the overheads.[14] The head (or sanitary toilet) was drained by a straight pipe to the ocean; and a reverse flow of the icy North Atlantic would cleanse the backside of those using it during rough weather.[14] By 1941 corvettes carried twice as many crewmen as anticipated in the original design.[14] Men slept on lockers or tabletops or in any dark place that offered a little warmth.[14] The inability to store perishable food meant a reliance on preserved food such as corned-beef and powdered potato for all meals.[15]
The Flowers were nicknamed "the pekingese of the ocean". They had a reputation of having poor sea-handling characteristics, most often rolling in heavy seas, with 80-degree rolls, 40 degrees each side of upright, being fairly common; it was said they "would roll on wet grass".[16] Many crewmen suffered severe motion sickness for a few weeks until they acclimatised to shipboard life.[14] Although poor in their sea-handling characteristics, the Flowers were extremely seaworthy; no Allied sailor was ever lost overboard from a Flower during World War II, outside combat.
A typical action by a Flower encountering a surfaced U-boat during convoy escort duties was to run directly at the submarine, forcing it to dive and thus limiting its speed and manoeuvrability. The corvette would then keep the submarine down and preoccupied with avoiding depth charge attacks long enough to allow the convoy to pass safely. The 16 kn (30 km/h; 18 mph) top speed of the Flower-class ships made effective pursuit of a surfaced U-boat [about 17 kn (31 km/h; 20 mph)] impossible, though it was adequate to manoeuvre around submerged U-boats or convoys, both of which ran at a typical maximum of 8 kn (15 km/h; 9.2 mph) and sometimes much less in poor weather. The low speed also made it difficult for Flowers to catch up with the convoy after action.[9]
The Free French Memorial on Lyle Hill in Greenock, looking out to the west of the Tail of the Bank anchorage, has a plaque commemorating the loss of the corvettes Alyssa and Mimosa.[17]
This technique was hampered when the Kriegsmarine began deploying its U-boats in "wolf-pack" attacks, which were intended to overwhelm the escort warships of a convoy and allow at least one of the submarines to attack the merchant vessels. Better sensors and armament for the Flowers, such as radar, HF/DF, depth charge projectors and ASDIC, meant these small warships were well equipped to detect and defend against such attacks but the tactical advantage often lay with the attackers, who could mount attacks intended to draw the defending Flower off-station. Success for the Flowers should be measured in terms of tonnage protected, rather than U-boats sunk. Typical reports of convoy actions by these craft include numerous instances of U-boat detection near a convoy, followed by brief engagements using guns or depth charges and a rapid return to station as another U-boat took advantage of the skirmish to attack the unguarded convoy.
Continuous actions against a numerically superior U-boat pack demanded considerable seamanship skills from all concerned and were very wearing on the crews. Thirty-six ships in the class were lost during World War II, many due to enemy action, some to collision with Allied warships and merchant ships. One, sunk in shallow water, was raised and repaired. Of the vessels lost to enemy action, 22 were torpedoed by U-boats, five were mined and four were sunk by aircraft. The Flower-class corvettes are credited with participating in the sinking of 47 German and four Italian submarines. Construction of the Flower-class was superseded toward the end of the war as larger shipyards concentrated on River-classfrigates and smaller yards on the improved Castle-class corvette design. The Flower class represented fully half of all Allied convoy escort vessels in the North Atlantic during World War II.
Formerly HMS Aconite. Transferred on 23 July 1941 to the Free French Navy. Returned to RN on 30 April 1947. Sold and rebuilt as buoy boat (towing vessel) Terje 11 for United Whalers. 1951 converted to a whale catcher. 1960 sold and renamed Southern Terrier. 1963 sold to Norway and 1967 scrapped in Belgium.
Formerly HMS Alyssum. Transferred on 17 June 1941 to the Free French Navy. Torpedoed and sunk on 9 February 1942 by U-654 while escorting convoy ON-60 about 420 nautical miles (780 km) east of Cape Race at 46-00N, 44-00W. 36 crew were killed.
Formerly HMS Lotus. Transferred on 23 May 1942 to the Free French Navy upon completion. Returned to RN on 31 May 1947 and sold. Rebuilt as buoy boat Southern Lotus for Christian Salvesen. 1953 converted to a whale catcher. 1966 in tow from Melsomvik to Bruges for scrapping stranded near Hvide Sande on the Jutland coast.
Formerly HMS Chrysanthemum. Transferred on 26 January 1942 to the Free French Navy. Returned to RN in May 1947 Sold and rebuilt as buoy boat Terje 10 for United Whalers. 1959 sold to Portugal and renamed NRP Carvalho Araújo (A524) and used as survey vessel. 1975 to Angola.
First and only Flower-class corvette commissioned into the French Navy before the Fall of France. Mined during sea trials off Hartlepool on day of her commissioning.
Formerly HMS Lobelia. Transferred on 16 July 1941 to the Free French Navy. Returned to RN in April 1947. Sold and rebuilt as whale catcher Thorgeir for A/S Thor Dahl. Continuous upgrading after the catching seasons until 1955. 1955 steam machinery replaced by a Sulzerdiesel engine. 1970 scrapped in Norway.[18]
Formerly HMS Mimosa. Transferred on 11 May 1941 to the Free French Navy. Torpedoed and sunk on 9 June 1942 by U-124 while escorting convoy ONS 100 at 52-12N, 32-37W. 58 French and 6 British crew were killed; the French crew being largely from Saint Pierre and Miquelon. 4 survivors rescued by HMCS Assiniboine.
Formerly HMS Ranunculus. Transferred on 28 July 1941 to the Free French Navy. Returned to RN in 1947 and sold. Converted to buoy boat Southern Lily. 1952 rebuilt as whale catcher and used in the Antarctic until 1963. 1967 scrapped in Belgium.
Formerly HMS Fennel. Transferred to RCN 15 May 1941. Returned to RN 12 June 1945. 1948 sold to Norway and converted to buoy tender Milliam Khil by Howaldtswerke, Kiel, 1951 conversion to whale catcher in Kiel,1966 scrapped
Sold in 1946 as mercantile Tra Los Montes. Resold in 1950 as whaler Olympic Fighter and in 1956 as Otori Maru No. 6 and then Kyo Maru No. 20. (Note : the register may actually have mistook it with HMCS Saskatoon.)
Bombed and torpedoed on 6 February 1943 by Luftwaffe aircraft while escorting convoy KMF-8 off Cape Tenes in Mediterranean Sea at 36-15N, 00-15E. 59 crew killed, 50 rescued.
Transferred in 1953 to Department of Fisheries as research ship Sackville. Acquired in 1982 by the Canadian Naval Corvette Trust and restored to 1944 configuration. Now a museum ship at the Maritime Museum of the Atlantic in Halifax, operated by the Canadian Naval Memorial Trust. Sackville is the last remaining Flower-class corvette.
Sold in 1948 as whaling ship Tra los Montes. Resold in 1950 as mercantile Olympic Fighter, in 1956 as Otori Maru No. 6, and in 1961 as Kyo Maru No. 20 (Note : the register may actually have mistook it with HMCS Fredericton.)
Formerly HMS Spikenard. Transferred to RCN 15 May 1941. Torpedoed and sunk on 11 February 1942 by U-136 while escorting convoy SC 67 west of Malin Head at 56-10N, 21-07W. 8 crew survived.
Sold in 1949 as mercantile as deep sea salvage tug Sudbury. Scrapped 1967. Refer to the book High Seas, High Risk: The Story of the Sudburys by Pat Norris for details of her career as a salvage tug.
Formerly HMS Trillium. Transferred to RCN 31 October 1940. Returned to RN 27 June 1945. Converted 1950 to whale catcher Olympic Runner, 1956 resold as Otori Maru No. 10, then Kyo Maru No. 16
Formerly HMS Windflower. Transferred to RCN 15 May 1941. Sunk 7 December 1941 while escorting convoy SC 58 after collision with freighter Zypenberg in dense fog on the Grand Banks at 46-19N, 49-30W. 23 crew were lost.
Torpedoed and badly damaged on 9 January 1944 by a U-boat. Sold in 1947. Resold 1948 to Norway, converted in Kiel to buoy tender Kraft, 1951 converted to whale catcher. Resold in 1954 and renamed Arne Skontorp. Scrapped in 1966 in Norway.
Transferred on 23 July 1941 to the Free French Navy as Aconit. Returned to RN on 30 April 1947. Sold in July 1947 and rebuilt as whale catcher Terje 11, 1960 Southern Terrier, 1964 laid up and 1966 scrapped
Sold in November 1949. Resold on 3 October 1950 to Norway as buoy tender Pelkan, 1951 rebuilt as whale catcher, sold December 1963, renamed Østfold, Scrapped 1 November 1964.
Torpedoed and sunk on 5 February 1942 by U-136[21] west of Erris Head at 55-05N, 18-43W. Shared sinking of U-70 on 7 March 41. Probable shared sinking of U-47 same day.
Transferred on 22 November 1940 before completion to RCN as HMCS Arrowhead. Returned RN 27 June 1945. Sold in May 1947. Resold in 1948 as whale catcher Southern Larkspur. 1953 laid up. Scrapped in November 1959 at Odense.
Torpedoed and sunk 10 March 1944 by U-575[22] while escorting convoys SL 150 and MKS 41 at 45-24N, 18-09W. 92 crew were killed, 5 survivors rescued by HMS Clover.
Transferred on 10 March 1942 to USN as USS Impulse. Returned to RN on 22 August 1945. Sold on 22 July 1946 as mercantile Begonlock. Resold in 1949 as mercantile Fundiciones Molinao, in 1951as mercantile Astiluzu and in 1956 as mercantile Rio Mero.
Sold to Ireland and handed over on 3 February 1947 to the Irish Naval Service as the LÉ Cliona, pennant number 03. Commissioned on the same date. Taken out of service July 1969, she was decommissioned on 2 November 1970 and shortly afterwards was scrapped at Passage West, Cork Harbour.
Transferred on 23 January 1941 before completion to RCN as HMCS Bittersweet on 23 January 1941. Returned to RN on 22 June 1945. Scrapped in November 1950.
Sold to Ireland and handed over on the 15 November 1946 to the Irish Naval Service and commissioned the same day as LÉ Macha. Pennant Number 01. Originally built as a Flotilla Commander with extra accommodation and a 3/4 deck. Taken out of service in December 1968 and decommissioned on 2 November 1970, sold for scrap on 22 November 1970. Scrapped at Passage West, Cork Harbour.
Bombed and sunk by the Luftwaffe on 15 April 1941 during sea trials. Raised and repaired. Transferred to the Royal Norwegian Navy in 1947, in service as weathership HNoMS Polarfront.
Served from 23 April 1942 to 20 December 1944 in the Royal Navy Section Belge, crewed with Belgian volunteers. Transferred on 20 December 1944 to Royal Norwegian Navy as HNoMS Buttercup. Bought in 1946 by Norway and renamed HNoMS Nordkyn. 1956 sold and converted to diesel-driven whale catcher Thoris. 1969 scrapped.
Transferred on 12 March 1942 to USN as USS Ready. Returned to RN on 23 August 1945. Sold on 22 July 1946. Resold in 1948 as mercantile Villa Cisneros and in 1949 as mercantile Villa Bens.
Shared sinking of U-70 7 March 1941. Probable shared sinking of U-47 same day. Sold on 9 August 1946. Resold in 1948 as whale catcher Hetty W. Vinkle (AM9).
Transferred on 26 March 1943 to the Royal Netherlands Navy as HNLMS Frisco. Returned to RN on 4 October 1944. Sold on 31 March 1948 as mercantile ship. Resold in 1949, became whale catcher Southern Laurel. Scrapped in 1966 at Stavanger.
Transferred on 26 January 1942 to the Free French Navy as Commandant Drogou. Returned to RN in May 1947. Sold on 7 August 1947. Resold in 1948 as mercantile Terje 10. Resold on 23 May 1959 to Portugal as hydrographic survey vessel NRP Carvalho Araújo (A524) until 3 September 1975 when she was transferred to the Angolan Navy.
Transferred on 10 November 1943 to the Royal Hellenic Navy as Kriezis. Returned to RN on 1 June 1952. Portrayed the fictional HMS Compass Rose (K49) in the 1953 film The Cruel Sea. Scrapped on 22 July 1952 at Sunderland.
Sank U-379 single-handed by both ramming and depth-charging enemy 8 August 42. Sold in May 1947 as mercantile ship. Resold in June 1949 to Norway as buoy tender Thorslep. Rebuilt in 1950 to whale catcher. Scrapped in June 1969 at Grimstad.
Transferred on 26 November 1940 before completion to RCN as HMCS Eyebright. Returned to RN on 17 June 1945. Sold on 17 May 1947. Resold in 1950 to the Netherlands as mercantile Albert W. Vinke. Scrapped in 1965 at Cape Town.
Transferred on 15 May 1941 before completion to RCN as HMCS Fennel. Shared sinking of U-744 6 March 44. Returned to RN on 12 June 1945. Sold 1948 to Norway as Milliam Kihl. Converted October 1948 as buoy tender, then 1951 in West Germany to whale catcher. Laid up 1960–61. Last whaling season 1964–65. Scrapped in 1966 at Grimstad.
Launched as La Dieppoise for the French Navy. Completed for RN after the Fall of France. Torpedoed and sunk by U-206[24] west of Gibraltar at 36-00N, 06-30W. There were 3 survivors.
Torpedoed and sunk on 17 October 1941 by U-553[26] while escorting convoy SC 48 south of Iceland at 57-00N, 25-00W. All hands were lost. Shared sinkings of U-26 1 July 40 and U-556 27 June 41.
Formerly Dart. Served from 12 February 1942 to 16 Dezember 1944 in the Royal Navy Section Belge, crewed with Belgian volunteers. Sold on 22 May 1947 and scrapped at Grays.
Transferred on 3 April 1942 to USN as Courage. Returned to RN on 23 August 1945. Sold on 22 July 1946. Resold in 1951 as mercantile Roskva, in 1956 as mercantile Douglas, and in 1958 as mercantile Seabird. Lost in December 1958.
Transferred on 24 March 1942 to USN as Surprise. Returned to RN on 26 August 1945. Sold as mercantile ship. Finally served in People's Liberation Army Navy as Lin I.
Shared sinking of U-617 by gunfire after enemy ran aground 12 September 43. Transferred on 24 October 1943 to Royal Hellenic Navy as Apostolis. Returned to RN in 1952.
Sold in May 1946. Resold in 1947 as mercantile Lemnos. Resold in 1951 as Olympic Rider. Whale catcher sank in Antarctic waters on 1 December 1955 after collision with Olympic Cruiser.
Launched and commissioned as La Malouine for the French Navy. Seized by and completed for RN after the Fall of France (name not changed). Scrapped on 22 May 1947 at Gelliswick Bay.
Transferred on 17 March 1942 to USN as Fury. Returned to RN on 22 August 1945. Sold on 22 July 1946 as mercantile Larkslock. Scrapped in 1953 at Hong Kong.
Transferred on 16 July 1941 to the Free French Navy as Lobelia (name not changed). Sank U-609 single-handed 7 February 43. Returned to RN in April 1947. Sold on 3 May 1947 to Norway as mercantile ship. Resold in July 1948 as buoy tender Thorgeir. Rebuilt as whale catcher, since 1955 diesel-engined. Scrapped in 1969 at Grimstad.
Shared sinking of U-204 19 October 41. Transferred on 11 January 1944 to the Yugoslav Navy as Nada. Renamed in 1948 as Partizanka. Returned to RN in 1948. Transferred in 1948 to the Egyptian Navy as El Sudan.
Torpedoed and sunk on 9 December 1942 by the Aviazione Ausiliara per la Marina while escorting convoy KMS.3Y off Algiers at 36-50N, 03-00E. 40 crew were killed.
Transferred on 29 September 1941 to Royal Norwegian Navy as HNoMS Montbretia.
Myosotis
J. Lewis & Sons Ltd., Aberdeen
21 June 1940
28 January 1941
30 May 1941
Sold on 2 September 1946 to Faroe Islands as trawler Grunningur. Resold in 1949 as buoy tender, then diesel-engined whale catcher Thorørn. Scrapped in 1969 at Grimstad.
Sank U-741 single-handed 15 August 44. Mined and heavily damaged on 21 August 1944 off Courseulles-sur-Mer. Beached on Juno Beach and declared a total loss.
Sold to Ireland. Handed over on the 20 December 1946 to the Irish Naval Service as the LÉ Maeve, pennant number 02. Commissioned the same day. By late 1970 she was unfit to put to sea and was decommissioned in 1971. She was sold for scrapping on 23 March 1972 and removed to Passage West, Cork Harbour the following day.
Shared sinking of U-147 2 June 1941. Transferred on 15 March 1942 to USN as USS Restless. Returned to RN on 26 August 1945. Sold in 1947 as mercantile Perilock. Scrapped in 1953 at Hong Kong.
Renamed Lotus (ii) April 1942 after transfer of Lotus (i) to France. Sold in 1947/January 1948 as mercantile Southern Lotus. Refitted in 1948 as a buoy tender. Refitted in 1950 as a whaling ship. Sold in December 1966 for scrapping in Belgium. Wrecked 18 December 1966 off Jutland, Denmark, while being towed from Norway to Belgium for scrapping together with her sister Southern Briar (ex-HMS Cyclamen).
Torpedoed and sunk on 21 September 1943 by U-952[31] while escorting convoy ON 202 at 57-00N, 31-10W. 1 survivor rescued by Itchen but was killed when Itchen was torpedoed and sunk by U-666 on 23 September 1943.
Transferred on 16 January 1942 to the Royal Norwegian Navy as Potentilla. Returned to RN on 13 March 1944. Sold on 13 March 1946 and scrapped at Gateshead.
Sold on 9 August 1946. Resold in June 1949 as buoy tender Mek V. Resold in 1952 as whaling ship Norfinn. Sold in October 1965. Scrapped in June 1966 in Belgium.
Transferred on 28 July 1941 to the Free French Navy as Renoncule. Returned to RN in 1947. Sold in 1947 as buoy tender, later whale catcher Southern Lily. 1963 Laid up. Scrapped on 9 January 1967 at Bruges.
Torpedoed and sunk on 24 December 1941 by U-568[32] west of Alexandria at 31-46N, 28-00E. All hands were lost plus a number of the crew, servicemen and POW's rescued from the loss of SS Shuntien torpedoed and sunk by U-559 on 23 December 1941
Shared sinking of U-567 21 December 41. Torpedoed and sunk on 30 January 1943 by Italian submarine Platino while escorting convoy TE-14 off Béjaïa at 36-56N, 05-40E.
Transferred on 26 November 1940 before completion to RCN as Snowberry. Shared sinking of U-536 20 November 43. Returned to RN on 8 June 1945. Scrapped in August 1947 at Middlesbrough.
Shared sinking of U-660 12 November 42 (scuttled). Sold in 1948, converted to whale catcher Southern Broom. 1963 laid up. Scrapped on 9 January 1967 at Bruges.
Shared sinking of U-124 2 April 43. Shared sinking of U-634 30 August 43. Sold on 17 May 1947. Resold in 1949 as mercantile Silver King. 1952 in Dutch service as whale catcher Martha W. Vinke (AM 6²).
Transferred on 19 September 1941 to the Free French Navy as Roselys. Returned to RN in 1947. Sold on 23 October 1947 and scrapped in May 1948 at Troon.
The most successful Royal Navy Flower-class. Shared sinking of U-282 29 October 43. Sank single-handed 2 U-boats: U-631 17 October 43 and U-638 5 May 43. Scrapped in August 1947 at Hayle.
Formerly Ettrick, renamed before completion. Shared sinking of U-82 6 February 42. Transferred in November 1943 to Royal Hellenic Navy as Tombazis. Returned to RN in 1952. Scrapped on 20 March 1952 in the United Kingdom.
Transferred on 31 October 1940 before completion to RCN as HMCS Trillium. Returned to RN on 25 June 1945. Sold in 1950 as whale catcher Olympic Runner. Resold in 1956 as Otori Maru 10, then in 1959 as Kyo Maru No. 16.
Sold in May 1947. Resold in 1950 as whale catcher Olympic Conqueror. Confiscated November 1954 by Peru. In 1956 sold to Japan as Otori Maru No. 8. Resold in 1957 as Thorlyn and in November 1964 to Sweden. Scrapped in 1965 in West Germany.
Transferred on 16 February 1942 to USN as Temptress. Returned to RN on 26 August 1945. Sold in 1946 as mercantile Verolock. Sank in 1947. Raised in 1951 and scrapped at Blyth, Northumberland.
Shared sinking of U-252 14 April 42. Sank U-414 single-handed 25 May 43. Sold in August 1945. Resold in 1948 as mercantile Patrai, in 1951 as whale catcher Olympic Hunter and in 1956 as Otori Maru No. 18.
Shared sinking of U-651 29 June 41. Sank U-641 single-handed 19 January 44. Sold on 17 May 1947 as mercantile La Aguerra. Resold in 1949 to Spain as mercantile La Guera then in 1958 as mercantile Claudio Sabadell. Scrapped in October 1970 at Bilbao
Shared sinking of U-523 25 August 43. Sold on 29 July 1946. Resold in 1949 as buoy tender Asbjørn Larsen, 1950 converted to whale catcher. Scrapped in October 1966 at Grimstad.
Sold in 1947, converted to whale catcher. Resold in 1948 as buoy tender Southern Lupin and later as whale catcher. 1950 to 1952 and since 1954 laid up. Scrapped in 1959 at Odense.
Formerly HMS Acanthus. Transferred to the Royal Norwegian Navy on 1 October 1941. Bought by Norway in 1946 as a fishery protection ship. Reclassified in 1950 as a frigate with pennant number F307. Sold in 1956 as whale catcher Colin Frye. Resold in 1957 as Toshi Maru No. 2. Scrapped in 1970 in Japan.
Formerly HMS Buttercup. Transferred to the Royal Norwegian Navy on 20 December 1944. Bought by Norway in 1946 as fishery protection ship Nordkyn. Sold in November 1957 as whaling ship Thoris. Scrapped in June 1969.
Formerly HMS Eglantine. Transferred to the Royal Norwegian Navy on 29 August 1941. Bought by Norway in 1946 as fishery protection ship Soroy. Sold in August 1956 and converted to diesel-engined whale catcher Thorglimt. Scrapped in June 1969 at Grimstad.
Formerly HMS Montbretia. Transferred to the Royal Norwegian Navy on 29 September 1941. Torpedoed and sunk by U-262 on 18 November 1942 at 53-37N, 38-15W. 48 crew killed, 23 survivors were rescued by Potentilla.
Formerly HMS Rose. Transferred to the Royal Norwegian Navy on 26 October 1941 and commissioned on 31 October 1941. Rammed and sunk on 26 October 1944 by Manners at 45-50N, 40-15W. 3 crew were killed.
Royal Hellenic Navy
Construction data for Flower-class corvettes of the Royal Hellenic Navy
Sold in 1946 to the "Mossad Le'Aliya bet" in Quebec (The Institute for Immigration B) as a passenger vessel Yoashia Wegwood.[35] Transferred to Israel in 1948 as corvette HaShomer.
Torpedoed and sunk on 11 September 1942 by U-517 while escorting convoy SQ-30 in the Saint Lawrence River north of Cap-Chat at 49-10N, 66-50W. 9 crew killed.
Formerly Bullrush. Sold to Honduras and converted 1950 in Germany to whale catcher Olympic Victor. Resold in 1956 to Japan as Otori Maru No. 12 and in 1962 as Kyo Maru No. 25.
Sold in 1946 to Yugoslavia as mercantile Balboa under Panamanian flag. Resold to the "Mossad Le'Aliya bet" (The Institute for Immigration B) while still in Quebec as a passenger vessel Hagana.[35] Transferred to Israel in 1948 as corvette Hagana.
Sold in 1945 as mercantile West York (name not changed). Resold in 1960 as Federal Express. Rammed and sunk in 1960 in the Saint Lawrence River near Montreal. Raised and scrapped.
Acquired by the Portuguese Navy from the US and renamed NRP Bengo on 29 April 1948 and transferred to the Mozambique Pilots on 1 October 1948 where she was named just Bengo.
Royal Indian Navy
Construction data for modified Flower-class corvettes of the Royal Indian Navy
Formerly HMS Betony. Transferred to the RIN on 24 August 1945. Returned to RN on 17 May 1946. 1947 sold to Royal Thai Navy, renamed Prasae , stranded 7. January 1951 on the North-Korean east coast, total loss.
Second ship of this type to bear the name. For history of the first see below under ships lost in action. This ship transferred on 5 July 1944 to the Royal New Zealand Navy as Arbutus. Returned to RN in 1948. Scrapped in June 1951 at Dunston.
Transferred on 24 August 1945 to India as Sind. Returned to RN on 17 May 1946. Transferred in 1947 to Thailand as Prasae. Grounded on 7 January 1951 along east coast of Korea and scuttled on 13 January 1951.
Formerly HMS Milfoil. Transferred to USN on 31 March 1943. Sold into mercantile service. 1950 whale catcher Olympic Promoter, 1956 resold and renamed Otori Maru No. 5
Formerly HMS Musk. Transferred to USN on 22 December 1942. Sold into mercantile service. 1950 whale catcher Olympic Explorer, 1956 resold and renamed Otori Maru No.3, later Kyo Maru No.12
Formerly HMS Nepeta. Transferred to USN on 23 July 1943. Sold on 18 October 1946 into mercantile service. 1950 whale catcher Olympic Leader, 1956 resold and renamed Otori Maru No. 1, later Kyo Maru No. 15
Formerly HMS Privet. Transferred to USN on 16 August 1943. Sold in 1949 to Italy as mercantile Elbano. Resold in 1951 to the Italian Navy as hydrographic survey vessel Staffetta.
In 1940 four Flower-class corvettes were being built in St. Nazaire-Penhoet for the French Navy. They were seized by the Kriegsmarine (German Navy). Three were completed in 1943 and 1944, while the fourth was never finished. Their designation "PA" stood for Patroullienboot Ausland (foreign patrol craft).
Construction data for Flower-class corvettes of the Kriegsmarine[13]
U-110 was captured on 9 May 1941 by the destroyers Bulldog and Broadway and the corvette Aubrietia. U-110 was sunk the next day to preserve the secret.
The relatively small Flowers were among the first warships to be declared surplus by Allied navies following the end of World War II. They had seen years of hard service in the North Atlantic and were made obsolete by the numerous destroyer escorts and frigates that entered service in the latter part of the war.
The Irish Navy bought three Flowers in 1946 (LE Macha, LE Cliona, and LE Maev). The fledgling navy had intended to buy three more corvettes, as well as a number of surplus minesweepers, but severe budget restrictions cancelled these plans, leaving the original three to serve alone through the 1950s and 1960s despite antiquated armament, poor accommodation, and maintenance problems. Taken out of service 1968–1970 and scrapped shortly afterwards. Replaced by Ton-class minesweepers before the building of a similar size vessel, LE Deirdre. Entry into the European Economic Community in 1973 assisted in funding for the building of three future ships.
110 surplus Flowers were sold for commercial use. These saw various careers as mercantile freighters, smugglers, tugs, weather ships, and whalers. The remainder were scrapped. Of particular interest is the story of HMCS Sudbury. She was declared surplus by the RCN and sold as a towboat specializing in deep-sea salvage. In November 1955, she rescued the freighter Makedonia in the North Pacific, towing the vessel for over one month through severe weather, becoming one of the most famous salvage ships of all time.
The surplus RCN Flowers Norsyd and Beauharnois were sold as mercantile freighters but were subsequently acquired in 1946 by the Mossad LeAliyah Bet, a branch of the Jewish Defense Association (Haganah) in the British Mandate for Palestine. Mossad Le'aliyah Bet organized Jewish immigration from Europe into Palestine, in violation of unilateral British restrictions. The corvettes were intercepted in the Mediterranean Sea during the summer of 1946 by the destroyer Venus and interned in Palestine. After Israel became independent in 1948, these commercial ships were commissioned into the Israeli Navy as the warships Hashomer and Hagana respectively.
Allied navies disposed of their Flowers so quickly following the war, the RN could not supply a single vessel to play Compass Rose in the 1953 film production of Nicholas Monsarrat's novel The Cruel Sea. The Royal Hellenic Navy supplied Kriezis (formerly HMS Coreopsis) for the role prior to her scrapping.
The only survivor of the entire class is Sackville, owned by the Canadian Naval Memorial Trust. She was laid up in reserve in March 1946 and converted in 1952 to a research vessel for Canadian Department of Marine and Fisheries, a role she served in until the early 1980s when she was acquired by the trust.[37] She has been restored to her wartime appearance and serves in the summer months as a museum ship in Halifax, Nova Scotia, while wintering securely in the naval dockyard at CFB Halifax under the care of Maritime Forces Atlantic, Maritime Command. Sackville's presence in Halifax is considered very appropriate, given the port was an important North American convoy assembly port during the war. Sackville makes her first appearance each spring when she is towed by a naval tug from HMC Dockyard to a location off Point Pleasant Park on the first Sunday in May to participate in the Commemoration of the Battle of the Atlantic ceremonies held at a memorial in the park overlooking the entrance to Halifax Harbour. Sackville typically hosts several dozen RCN veterans on this day and has also participated in several burials at sea for dispersing the ashes of RCN veterans of the Battle of the Atlantic at this location.
Alex H. Cherry wrote Yankee R N, the story of a Wall Street banker who volunteered for active duty in the RN, including details of Flower operations.
Peter Coy, who served in Narcissus in the North Atlantic between June 1942 and August 1944, wrote 'The Echo of a Fighting Flower' about her and B3 Escort Group, comprising two British and four Free French corvettes.
Hugh Garner wrote Storm Below which provides a detailed account of Flower-class corvettes and the stresses of shipboard life during World War II.
James B. Lamb wrote The Corvette Navy, which accounts the use of these vessels by the RCN during World War II.
Nicholas Monsarrat wrote the best-known fictionalised account of Flower-class corvette operations in his novel The Cruel Sea. A less well known volume by the same author, Three Corvettes, is a collection of wartime essays of his personal experiences as an officer on board a Flower, although only the first part deals with North Atlantic convoy escort duties.
Robert Radcliffe wrote Upon Dark Waters, a fictionalized account of Flower-class corvette Daisy, set in 1942 on the North Atlantic.
Denys Rayner wrote Escort, a first-hand account of his experiences as an officer aboard a Flower.
Douglas Reeman's 1969 novel To Risks Unknown features the fictional Flower-class corvette Thistle.
Mac Johnston wrote "Corvettes Canada" aptly subtitled "Convoy Veterans of World War II Tell Their True Stories."
^(reproduction with introduction by Antony Preston), Jane's Fighting Ships of World War II, New Jersey: Random House, 1996, ISBN0-517-67963-9, page 68.
^United States Navy Warship Identification Manual (NAVPERS 10796)
^Fitzsimons, Bernard, ed. The Illustrated Encyclopedia of 20th Century Weapons & Warfare (London: Phoebus, 1978), Volume 11, pp. 1137–42.
^Silverstone, Paul (2007). The Navy of World War II, 1922-1947. Routledge. p. 175. ISBN9780415978989.
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