Captain class Frigate (1942)

The Captain class were 78 US-built destroyer escorts, transferred to the Royal Navy in World War II under Lend-Lease. They were identical to the first GMT or Evarts class “short-hull” destroyer escorts for 32 leased, then 46 of the Buckley class (TE type) “long-hull”. Officially classified as frigates by the Royal Navy, they were named after famous Royal Navy captains from the Napoleonic Wars, and others. Given this dual transfer, some had turbo-electric drive propulsion (GMT) and classic steam turbines (TE). They were used as convoy escorts and for anti-submarine warfare patrol as well as coastal force control vessels. They were highly effective against U-boats even at that stage of the Battle of the Atlantic and ranked among the most successful British escort classes for submarine kills overall. Post-War they were returned to the United States Navy, scrapped, sold, or transferred to allied foreign navies.

HMS Bayntun (K310), lead ship

Development

A British need: The BDE program (1941)

The BDE program arrived after the US admiralty from September 1939, cancelled overnight all restrictions inherited from the Washington treaty and London conference allowing for more generous construction, limited only by pacificism and reluctance to such costs by the Congress. Only after the fall of France and most of Europe to the Nazis President Rooselevet could managed his opinion to start a shift and the congress to accept the The Two-Ocean Navy Act (also known as the Vinson-Walsh Act) enacted on July 19, 1940, expanding the United States Navy by 70% in preparation for World War II. With $4 billion over six years it essentially authorized the largest naval program in history so far, making the USN the premium naval forces on the globe, dethroning the Royal Navy for good.

Back in Britain however the summer and late 1940 were pretty grim, not even speaking of the Battle of Britain in the air, and invasion fear, German naval forces starting to transfer submarine on their newly acquired French coast, and the Atlantic escort under greater perile, plus the Royal Navy had been badly strained by the events of Norway and Operation Dynamo. An emergency plan had been decided, concentrating on escorts: The Flower class corvette derived from a whaler design, the new Hunt-class escort destroyer which were under full scrutiny due to a glaring design error and reactivation and conversion of old WWI destroyers, plus the new emergency flotillas and even arming trawlers and yachts.

HMS Lawford 1944

However like for aircraft and tanks until the fall of France and afterwards, there was a British purchasing commission in the US which mainly pressed the USN for an escort. The need for it was not present. Under Admiral King, the fleet prepared for a two-ocean fleet dominated with the usual capital ships, carriers, cruisers and destroyers, not much below that rank. Even if by late 1941 the USN was strongly engaged in Atlantic escort and a “quasi war” erupted. The drive to escorts (and Admiral King would accept no les than a large “destroyer escort”), even beyond the reluctance of many officers. The General Board started working in 1940 on a series of design studies for escort vessels. They took interest in the British Hunt class, particularly after the Mills-Cochrane mission. On 23 June 1941, before Roosevelt changed the US escort policy, the British Supply Council in North America asked the Secretary of the Navy to release some escort destroyers, with a long-term programme of 100 escort. The BDE was initially 300 feet (90 m), 20 knots (37 km/h), with a dual purpose main armament and British open bridge.

Changes requested were to receive a dual-purpose main battery (three 3-in/50 rather than two single-purpose 4-in/50) and triple torpedo tube in case of surface raiders. These torpedo tubes would come from escort conversions of existing ‘flush-deckers’ as pure escorts, whereas US naval yards unfit to build large ships were pressing also for orders. The British commission wanted a British style bridge with the conn one level above the helm. The Bureau of Ships workong on these designs, was against. A large part of the admirakty still argued that it was a waste and that regular destroyers like the Gleaves class could be delivered faster. In the end, President Rossevelt approved production of 50 British destroyer escorts (BDE) on 15 August 1941 as the design was still worked out. The final design was being worked when the British wanted essentially a Hunt-class built in US Yards, but now the improved Type II by then in construction.

One man was important in this development, Captain E. L. Cochrane of the Bureau of Ships, which visited the United Kingdom in 1940, looked at Royal Navy corvettes and Hunt-class destroyers favourably.
BuShip would generate a larger ship than the Hunt-class in the end, well adapted to mass production and satisfying the USN to serve both on the Pacific and Atlantic, and could find their own role aside regular fleet destroyers, free to concentrate on task force and fleet escort. The plan included as far as 1,000 of these. However there were shortages of powerplants, resulting in six classes and more than 500 ships built in the end, all variants of a single initial design. The British BDE planned indeed geared steam turbines for a speed of 24kts. It’s the gear-cutting production bottleneck, that drove the adoption of diesel engines of submarine types for production on some variants, and to the British design, BuShips adding 33ft in length and 130 tons. This double helical reduction gearing required itself precise machining and the precision tools required for their manufacturing alone would take over a year to produce. So mixing machinery types was the only solution, explaining also the differences withing the 78 ships later lend-leased to Britain.

Gibbs & Cox “short hull” design

Once the last design was approved, Admiral Stark of the US Navy recommended adoption and gave preced plans to be produced by renown naval architect firm Gibbs and Cox or New York. They woukld produce the plans purchased by the Government and submitted to various naval yards. Gibbs & Cox would bring alterations in the production methods to make it faster, like using degraded steel thicknesses compared to regular destroyers, 1/2 inch to 7/16 inch with 1/4 inch plate used for the majority of the hull and deck plating. And contrary to Captain Cochrane’s original design, they replaced the planned 5-in/38 then in high demand for the smaller 3-inch/50-caliber gun. Lighter, it enabled a third superfiring gun. The diesel power was originally eight units for 24 knots (44 km/h; 28 mph) but a reduction in the hull enabled four diesels, halving the need for diesels already in high demand. It was agreed to lower the speed by 4 knots (7.4 km/h; 4.6 mph).

Diesels problematic in delivery by the end, generated a final design that became the “short hulls” or GMTs for ‘GM Tandem’ (diesel)) drive. Next came turbo-electric propulsion, in which the hull had to lengthened (hence the “long hull”) for the same speed of 24kts. The longer hull was found bringing so much advantages it was standardised for production while other propulsive alternatives were explored with geared turbine using relatively small gears ((WGT), original diesel-electric system in a long hull (DET), geared diesel drive (FMR), for reduction geared, also half Power. The Royal Navy, which had originally specified torpedo tubes, now asked that they be deleted from the “Long hulls” transferred in 1942. On the other hand, the Royal Navy later specified the installation of Hedgehogs, which became standard. Externally only the TEVs and WGTs had the original high British-style bridge same as the 180ft minesweeper/PCE.

Construction & Delivery

What Gibbs & Cox achieved was monumental, building some ships like USS Halsted (record) in just 24 and half days and for all, at almost 1/3 the cost of a regular fleet destroyer ($3.5 million versus $10.4 million for a Benson class). It was also twice as wheaper than a regulr British Hunt class ($6.4 million). After the 15 August 1941 ordered for 50 “short hulls” to be built as the BDE 1–50 (British destroyer escort) as part of the 1799 program. Then the Public Law 440 effective 6 February 1942 authorized further constructions based on the “long hull” Buckley class. Four shipyards were retained for production:
-Boston Navy Yard
-Mare Island Navy Yard
-Philadelphia Naval Shipyard
-Puget Sound Navy Yard.
The BDE designation was retained only for the first six ships, officially transferred under lmend-leased as BDE 1, 2, 3, 4, 12 and 46). But also the USN went at war in December, the remainder were taken over by the USN. They woukd be reclassified as destroyer escorts (DE) and intended for the Pacific. In the end, the RN obtained 31 Evarts from Boston, one from Philadelphia, 46 Buckleys from Bethlehem-Hingham yards, none from Puget Sound on the west coast. They were classified as frigates due to the lack of torpedo tubes.
The first were commissioned in February 1943: This was HMS Bayntun (ex-BDE1), pennant K310, laid down in May 1942 and launched on 27 June 1942.
The last of Group 2, the “long hulls” was HMS Whitaker (ex-DE571), pennant K580, hull number 3171 when laid down at Bethlehem, Hingham, on Occtober 1943, launched on 12 Dec. 1943 and commissioned in January 1944. So basically all arrived within a year.
The Naming Convention was after famous Royal Navy captains, of the Napoleonic era and in particular those that served under Admiral Nelson such as HMS Bentinck (K314), HMS Essington (K353), HMS Hotham (K583), HMS Holmes (K581).

Design of the Captain Class

There were two designs, since half the order was for “short hulls” and the other for “long hulls”. They diverged in size, displacement, powerplant and sometimes in armament.

General Outlook

HMS Thornborough in 1944 (IWM)
The Captain class were unfamiliar to the average Jones: No firecastle but a flush deck, a graceful shear to thedeck-line, raked cowls on top of the funnels and some saw these as very handsome. Another welcome change (for some, not for others) was the use of bunks instead of hammocks, welds instead of rivets. They felt roomy and their large size and effiient hull design meant they were a bit less wet in service, certinaly far less than the Flower class and they compared well to the River class as well.

Short Hulls (Bayntun class)

They Displaced 1,192 tonnes standard and 1,416 tonnes fully loaded with others sources giving 1140 long tons standard.
They measured 289 ft 6 in (88.24 m) in overall lenght for 35 ft (11 m) in beam and 9 ft (2.7 m) in draft. They had 7 decks total to the bridge’s top.

Long Hulls (Affleck class)

They displaced 1,432 tonnes standards (1400) and 1,823 tonnes fully loaded. They measured 306 ft (93 m) in overall lenght, for a beam of 36 ft 9 in (11.20 m) and a draft of 11 ft (3.4 m).
The general outlook was the same as the original US ships apart detailed modifications. Besides the flush deck hull (see the WW2 articles for more) some received an additional bulwark at the prow, there was tall bridge, with an AA platform around the enclosed level and an open bridge aboven usual for the RN. No torpedo tubes as precised already, just US pattern dual-purpose guns. However RN alterations are the following, made at Pollock Dock, Belfast to Admiralty requirements.
-109 items for the Short Hull
-94 item for the Long Hull

Excessive Stability

The majority of designs are generally plagued by the reverse, so the ships delivered to Britain are a strange exception: Without torpedo tubes planned initially in the design, they were top light-weight cand with the reduction in gun battery ended in excessive stability, with sharp and violent rolling in short N. Atlantic swells. problem partly solved by just adding more depth charges stowed on the upper deck and fitting larger bilge keels. It reduced the issue, never solved it.

Crow’s nest

Absent from the US design, they had a crow’s nest affixed to the mainmast.

Boats and Rafts

They received a standard Royal Navy 27-foot (8 m) whaler under davits on the port side of the funnel, which came in addition to the US-issue boat on starboard. This was compounded by additional Carley lifesaving rafts on sloping launch skids aft of the funnel and aft of the searchlights.

Atlantic Protection

Wind deflectors were fitted on the leading edge of the bridge. There was also a canvas-covered shelter installed on the quarterdeck for better heavy weather protection, for depth charge crews. Oiling fairleads were installed to the edge of the hull by the anchor winch. Bilge keels were lengthened, made deeper also for north Atlantic conditions.

AA and Gunnery changes

MK IV elevating column Oerlikon mountings were replaced with the simpler MK VIA mountings. They allowed lower depression to fire on surfaced U-Boats at close range, especially at night.
Gun shields, absent from US designs, were also introduced, light spray and blast shields fitted to the upper “B” gun. In addition it had 2-in rocket flare projectors fitted, up to six in the case of a shield installed, to light up surfaced U-Boats at night. And finally, A 40 mm QF 2-pounder Mk VIII “pom-pom” was fitted as bowchaser forward, especially useful in coastal patrols against E-Boats, but also deadly against surfaced U-Boats at night.

Bridge Layout

Probably the biggest change on Captain class compared to the US cousins was the addition of a two-tier director control tower improving visibility and giving better protection to the equipment, again in the fould weather in the North Atlantic. In addition to the flare rockets on “B” mount the bridge also had vertically fired “snowflake” parachute flare projectors fitted on both wings.
Steel parts of the binnacle, containing the compass replaced by non-ferrous materials such as wood and/or bakelite.

Extra ASW Grenades

The “extra stability” that made the roll excessively brutal as seen above was partly reduced by just adding extra depth charges. They were fitted on the upper deck, each side so making for a grand total of 160 in “light” condition and 200 in total, in normal condition. Smoke floats were also added above the depth charges, on top of the already fitted USN chemical smoke cylinders at the stern.

British Sensors

The other big changes are about the sensors: The following were installed:
-Medium frequency direction finding antenna (MF/DF) in front of the bridge
-High-frequency direction finding (HF/DF, “Huffduff”) Type FH 4 antenna on top of the mainmast
-Radio-receiving set tuned to frequencies for ship-to-ship communication between U-boats and E-boats plus a German-speaking rating to “decode” them.
-Type 144 series sonar sets replacing the Type 128D from 1944
-Foxer fitted aft like other Atlantic escort vessels also from 1944 to counter G7es acoustic torpedoes.
-RN GEE short-range position-fixing set fitted (in addition to USN LORAN system).
-Radar interrogation system installed along with four coloured fighting lights installed on the yardarm for recognition by night.

Powerplant & Performances

HMS Riou in 1944 (IWM)
The Short hulls or Bayntun class had diesel-electric machinery, in an arrangement similar as US submarines on two shafts, driven by four Winton 278A 16-cylinder engines, combinining an output of 7,040 bhp (5,250 kW), and driving in turn General Electric generators for 4,800 kW supplying power to two GE electric motors, for a final output of 6,000 shp (4,500 kW). This made for a speed of 20 knots (37 km/h; 23 mph), slower than the “long hulls” and they had slightly less range. Some proposed an alternative scheme of eight diesels for 12,000 shp (8,900 kW) and returned to 24 knots (44 km/h; 28 mph) but again production bottlenecks limited this. Range was 5,000 nautical miles (9,300 km; 5,800 mi) at 15 knots (28 km/h; 17 mph). On paper these 4 knots made a big difference. In reality when chasing U-Boat in heavy weather this made little.

The long hulls, or Affleck class, had turbo-electric machinery with two Foster Wheeler Express “D”-type water-tube boilers feeding in turn two General Electric 13,500 shp (10,070 kW) steam turbines and generators (9,200 kW). The Electric motors had a total of 12,000 shp (8,900 kW), on two shafts, with three-bladed bronze fixed pitch propeller 8 ft 6 in (2.59 m) in diameter. This all-electric drivetrain was unusual in the RN, albeit it was later shared by the Auk-class minesweepers or Catherine class. Speed was the intended 24 knots (44 km/h; 28 mph). Range was 5,500 nautical miles (10,200 km; 6,300 mi) at 15 knots (28 km/h; 17 mph), superior notably due to the extra bunkerage, from 131-190t diesel oil to 359 tonnes fuel oil on the long hulls.
These US machinery sets required co-training by US Navy personal for British stokers and machinists at the purpose-built facilities of General Electric at Cleveland and Syracuse, earning certificate, followed by extra training back in the UK. At large, the ships when completed in US East Coast Yards were manned in the US for commission by British crews sent there on ocean liners, assigned tio the establishement HMS Saker at New York, but in some case when convoys were delayed, RCN crews brought them home as they took delivery of their own River class Frigates.

Armament

The ships were armed for the main artillery, wit the original US armament: Three 3-inches(76mm)/50 Mk 20 dual purpose guns in three positions, A and B superfiring frorward and “X” aft all protected by “bathtubs”. The main AA gun, 20mm/70 Oerlikon Mk 4 differed little, but the main change was the adoption of a Hedgehog Mk 10 fitted forward. This was completed by four Depth Charge Thrower and two Depht Charge Racks for 160 total.
But there were a few expections to this scheme: HMS Bayntun, Bazely, Berry, Blackwood, Burges, and Drury had a twin 40mm/56 Bofors Mk 1.2, and eight 20mm/70 Oerlikon Mk 4.
The long hulls were the same, but again there were exceptions:
HMS Bentinck, Braithwaite, Byard, Calder, Curzon, Cubitt, Duckworth and Essington had a twin 40mm/56 Bofors Mk 1.2, eight Oerlikon. HMS Bickerton also had a twin 40mm/56 Bofors Mk 1.2, but also two single 40mm/56 Bofors Mk 1.2, and six 20mm/70 Oerlikon Mk 4.
During the war, there were additions: A twin 40mm/56 Bofors Mk 1.2 replaced pairs of Oerlikonsand the number of 20mm/70 Oerlikon Mk II/IV was alos decreased from five down to none on some ships in 1945.
In exchange they carried two, rather than a single Mk10* hedgehogs and th number of depht charge was reduced as well, down to 16 in some cases.
HMS Lawford was modified as a HQ ship, with two main guns retired, HQ facilities installed, new sensors like the SU and type 272 radars. It was armed with its twin Bofors and fifteen 20mm/70 Oerlikon Mk II/IV total after the addition of five more.

3 inch/50 Mark 20 guns

The Mark 20 was a far more recent version of the successful dual-purpose light-medium 76 mm naval guns, almost at the end of the line, whereas the Mark 2 had been in service since 1915. With their ability to raise to +85° and their constant lack of protection, they could reach a range of 14,600 yards (13,400 meters) at 43° elevation and 30,400 feet (9,300 meters) at AA ceiling. They required a small crew consisting of a single gunner with an optical telescope and a peep-site. With manual loading and ramming, the Mark 20 could fire about 20 rounds per minute. They were easy to handle and had 13-pound (5.9-kg) HE rounds. They were available in AP, AA with VT promixity fuze in 1944, and HE or illumination, some of which were always prepared to fight U-boats’ surface night tactics. It is unlikely that the automated Mark 22 (1944) ever took the place of the Mark 20.

40mm/56 Mk 1.2

Some ships were completed with it, others received it later, swapping it for 20mm Oerlikon AA guns. Possibly the best AA gun of World War II, at least for the Allies, the heavy puncher was widely used. On the superstructure, a twin mount was positioned aft. The 40 mm (1.57 in) Bofors, which is still in use today and is renowned for its hitting power and dependability, requires no introduction. The manual handling of the gravity-fed, 4-round clips is the only thing limiting this 56-caliber (2.24 m/7.35 ft) gun’s 80–100 effective rate of fire, which is 120 rounds per minute (cyclic). With regard to airplanes, the muzzle velocity is 881 m/s (2,890 ft/s) and the effective range is 5,000 m (5,500 yd). In contrast to the Mark 2 quad mount, the Mk.1 was the Twin mount and was primarily unshielded.

20 mm/70 Mark 4 Oerlikon

In standard the Captain class had four single mounts forward, four amidship, two aft all in singular bathtubs festooned with ready ammunitions on racks or cheesbox magazines in that case.
Gun Weight: ~150 lbs (68 kg) for the weapon itself; complete naval mounts weighed considerably more (~1,695 lbs total system weight
Caliber: 20 mm (0.79 inches) – Barrel Length: 55.1 inches (L/70). Ammunition: 20x110mm RB (rebated-rim) fixed shells. Muzzle Velocity: ~2,725 to 2,770 ft/sec (830–844 m/s).
Cyclic Rate of Fire: 450 rounds per minute (practical rate roughly 250–320 rpm due to magazine changes). Feed System: 60-round clockwork snail drum magazine
Operation: Open-breech, advanced primer ignition (API) blowback system.

Mark 10 Hedgehog

First serial model, installed forward, right behind “A” main gun and below the lip of the upper “B” main gun position. 24 spigot mortars, 178 mm. It was originally designed in Britain but adapted by the United States Navy so British crews were familiar with it. This hunter-killer capability without breaking sonar contact as a game changer introduced from 1942 and generalized in 1943. With classic depht charges the ship was to sail directly over the submarine’s suspected position. This could create a Sonar Blind Spot right before the drop, and thus the target could start to make evasive maneuvers. Water Turbulence from exploding depth charges churned the ocean, blinding the ship’s sonar for minutes also. The Mark 10 Hedgehog solved this by launching an attack ahead of the ship while it was still tracking the target on sonar.
Specs: Projectile Diameter 7.2 inches (178 mm), Weight 50-65 lbs with a 30–35 lb Torpex or TNT explosive charge. Sinking Speed c25 feet per second (7.6 m/s).
Maximum Range 200 to 280 yards (~180 to 250 meters). Firing Pattern: Elliptical shape measuring roughly 140 by 120 feet (43m × 37m).
Deck-fixed steel frame holding four tilting cradles, with six launching spigots on each cradle. When fired, an electrical ripple switch ignited smokeless powder charges in rapid pairs just 0.10 seconds apart. Firing them all at once would have ripped the projector off the deck due to massive cumulative recoil. Unlike depth charges that detonated at a pre-set water depth, Hedgehog projectiles used impact fuzes. They only exploded if they struck a hard metallic surface—the hull of a submarine. If a salvo missed, the projectiles sank harmlessly to the bottom without detonating. The water remained perfectly calm, allowing the crew to immediately track the submarine and reload the launcher in under three minutes for another attack. While initial success rates hovered around 5% due to early mechanical errors, rigorous training elevated the weapon’s deadliness. By 1945 the Hedgehog attack boasted a lethal kill rate of nearly 25% (1-in-4 or 1-in-5 attacks), vastly outperforming the 1-in-80 success rate of standard depth charges. It’s one escort destroyer similar to the Captain class which mounted the most impressive huntin board, USS England (DE-635), sinking six Japanese submarines in just twelve days in May 1944.

Depth Charges

Four throwers aft and two racks at the poop. A total of 160 or up to 200. This was more than US DEs. These were likely the same US pattern ones or compatible British models:
Depth Charge Thrower or K) guns were standard equipment; four of them faced the aft quadrant and four the broadside. They were positioned aft on either side. Two 10-DC depth charge racks aft finished this, bringing the total number of depth charges to 120–160. This was a huge ship that was larger than any other US ship, indicating their area of expertise. This was their only ASW weapon until the Hedgehog was introduced and replaced the “B” mount. They fired the following:

Mark 7:

745 pounds (338 kg), 600-pound (272 kilogram) TNT payload with a sink rate and terminal velocity of 9 feet per second (2.7 mps). Designed in 1937 and went into service the following year. It was adjustable between 50 and 300 feet (15 and 91 meters). Modified Mark 4 standard on all destroyers, destroyer escorts, and ASW ships. It was redesigned to make building easier. Due to rumors of U-boats that could reach more than 250 meters, Mod 1 raised the depth setting to 600 feet (183 meters) when it arrived in August 1942. With a higher sink rate of 13 frames per second (4 mps), Mod 2’s warhead was increased to 400 pounds (181.4 kg) of TNT.

Mark 8:

Designed in 1941, released in 1943, magnetic handgun with an aluminum case to prevent magnetic interference. Compared to earlier preset depth charges, this “proximity” model was significantly more sophisticated and accurate. With a sink rate of 11.5 fps (3.5 mps) and settings ranging from 50 to 500 feet (15-152 m), it was able to carry 270 lbs. (122 kg) of TNT despite weighing “only” 525 lbs. (238 kg). Compared to the Mark 6 or even the subsequent Mark 9, the USN deemed it seven times more deadly. Needed a lot of upkeep and was unreliable, discontinued from service in 1945. Backup hydrostatic pistol installed. The magnetic pistol burst when 20–25 feet (6–7.5 m) got close after arming itself when it detected the hull from 35 feet (11 m) to 200 feet (61 m). It was sorted by 150 lbs. (68 kg) of lead weight because it was too light. With 76,000 manufactured, this model was hailed as a USN “secret weapon” that would help win the war in the Atlantic. However, crews immediately found weaknesses in it, and it was quickly withdrawn after the war, with about 57,000 remaining in storage by September 1945.

Mark 9:

Standard-issue DC from 1943 to 1945 and well beyond, same generation as the Mark 8. Same as the preceding Mark 7, but with a “teardrop” shape for a higher sink rate, included fins to generate a stabilizing spin, and sink much more precisely. The Mod 2 could be set up to 1,000 feet (305 meters), the sink rate could be lowered to 15 (4.5 mps) if necessary by installing spoiler plates on the nose that functioned as brakes, and the warhead TNT was swapped out for Torpex. To enable slower warships (DEs, Frigates, and Sub-Hunters) to avoid the explosion plume, they were supplied as kits.
Mods 0, 1, and 2 had warheads that ranged from 200 lbs. (91 kg) TNT to 190 lbs. (86 kg). They weighed 320 lbs./145 kg, 320 lbs./145 kg, and 340 lbs. (154 kg) accordingly. The sink rate also fluctuated, ranging from 14.5 fps (4.4 mps) to 22.7 fps (6.9 mps). The settings ranged from 50 to 300 feet (15-91 m) or 600 feet (183 m), which is almost the same as the Mark 7.

QF 2-pounder naval gun

The QF 2-pounder “pom-pom” was a 40 mm British autocannon used extensively as close-in anti-aircraft weapon by the Royal Navy, from its origin before even 1914 as a 37 mm and constant improvements. 40 mm (1.6 in) 2 lb (0.91 kg) shell with a Cyclic Rate of Fire of Around 97 to 115 rounds per minute per barrel. Effective Range was Approximately 1,550 meters (1,700 yards). It was a single Mount Mark VIII fitted as bowchaser to ships that were to serve as Coastal Forces control frigates.

Sensors

As completed these ships had the US standard SA & SL type radars, completed by British sonars however, the Type 128D and later Type 144 series Asdic as well as British additions such as the MF Direction Finding antenna and HF Direction Finding Type FH 4 antenna or Huff-Duff.

SA Radar

Standard small air search radar and first warning detector. Tailored for destroyers escorts and frigates, some were also found on destroyers. They were of the bed frame type, and relatively small. The SA-1 equipped rather destroyers.
SA had an estimated reliable range of 40 miles on medium bombers at 10,000′, with antenna at 100′. Range accuracy is ± 100 yds. Bearing accuracy, ± 1° (lobe switching). No elevation.
The SA has 12 components and weighs a total of approximately 1500 lbs. The SA antenna measures 5′ x 8’8″. Including pedestal, it weighs 500 lbs.
The antenna should be mounted as high as possible, preferably 100 feet or more above the water, thus, on top of the mainmast of the GMT.
To operate, one operator per shift is required. PP required is 1950 watts at 115 volts, 60 cycles.
They were small enough to be fitted on sub-chasers and minesweepers as well.

SL Radar

Typical small 150 kW, 1300 lbs (590 kg) surface search radar designed for destroyer escorts.
The 300 lbs (136 kg)antenna was 45″ by 48″ (1.14m by 1.22m) parabolic in radome and PPi scope, 20 rpm and 100 feet/1 degrees accuracy.
Resolution 600 feet/6 degrees or 200 meters/25 degrees, 30 meters/1 degrees
Specs: Wavelength 10 cm, pulse Width 1.5 microsecond, Pulse Repetition Frequency 800 Hz
Range: 15 nm (30 km) low-flying bomber, 20 nm (35 km) cruiser, 13 nm (24 km) destroyer, 10 nm (20 km) submarine
829 SLs were manufactured in 1943-10, 480 SL-1 by 1944-7. They equipped the present destroyers and their successors. British crews were trained on them at first.

Type 128D SONAR

The type 128 was tested 1937 in Acheron. It was retractable, under dome, and also equipped the A, L, and Hunt-class destroyers. So it was only fitting it was provided for the early GMT class escort destroyer as well. It was equipped with a range recorder and could be controlled from the bridge. However, it was discarded as soon as the more modern Type 144 was available.

Type 144 SONAR

This improved sonar set had a fixed gyro-stabilized oscillator using a gyro compass for bearing indication. It is fully integrated with the Hedgehog or later Squid ASW mortars. The Type 144Q later appeared with a second oscillator trained with the main oscillator, but elevated down further for close range, around 400 yards. The 144 had a much better range of 2800–3000 yards (1800-2800m) depending on conditions. The ship needed to go slow to use it without many interferences. Note that some sources specifies a QGA sonar, US-pattern. It was perhaps installed postwar.

HF/DF (“Huff-Duff”)

The “High-Frequency Direction Finding” antenna was a radio locating technology and one of most critical Allied electronic breakthroughs of World War II alongside radar and Ultra codebreaking in the Battle of the Atlantic. Traditional radio direction finders required an operator to manually rotate a loop antenna to find the direction of a signal by listening for peaks and nulls which could take a minute or more. German submarine crews took advantage using Kurzsignale (short-signals), highly condensed Morse code transmissions that lasted only a few seconds, believing they were too brief to be tracked.
Huff-Duff solved this problem with two primary innovations:
-Instantaneous Visual Display: Developed from concepts pioneered by Robert Watson-Watt, the system fed signals from fixed, orthogonal antennas directly into an oscilloscope. This instantly displayed a visual line showing the exact bearing of the transmission on a screen.
-Automatic Scanning: Later versions introduced motor-driven tuning that continuously scanned targeted radio bands. The receiver would trigger an automatic alarm the moment a signal occurred, allowing operators to catch transmissions lasting less than a second.
Initially deployed as a network of land-based intercept stations scattered around the Atlantic, engineers like Polish electronics specialist Wacław Struszyński successfully designed advanced antennas that allowed the systems to be installed directly on Royal Navy escort ships. When a U-boat surfaced to transmit a sighting report back to headquarters, escort ships equipped with Huff-Duff could instantly calculate its direction. By cross-referencing bearings from multiple ships or land stations, the Allies could pinpoint the submarine’s exact location far beyond the horizon and well out of radar range. This allowed Allied convoys to either steer clear of danger or dispatch hunter-killer groups to sink the submarine before it could launch an attack.
Historians estimate that Huff-Duff directly contributed to roughly 24% of all German U-boat sinkings during the war. Because the system was completely passive—meaning it only listened and did not emit signals like radar—the German military never fully realized that their own abbreviated communications were being weaponized against them to give away their positions.

Appearance

HMS Curzon showing her 1945 admiralty pattern.
Captain class Frigates had large pennant numbers painted on the sides and stern of the hull, blue, red or black depending on the colors around. Rscort groups had their own individual insignia painted on the side of the ship’s funnel. The senior officer ship had a coloured band painted around the top of the funnel, blue or red, also standard on flotilla leaders since WWI. The waterline was black and the base navy color was the US pattern Ocean grey 5-O.
However the ships were camouflage in variants of the common “western approaches” patterns, and in total five camouflage schemes were used.
There were also US pattern styles like White with light blue polygons for the northern Atlantic. But the most common was combined light and dark blues, greens, soft white, an interpretaton of sea colour in bad weather.
The ships used in the English Channel by 1944, the Coastal Forces control frigates and those HQ conversions for Operation Neptune (D-Day) had a wavy pattern mixing black, blue, light grey and white. Those of the 16th Flotilla in Harwich and 21st Flotilla in Sheerness used to North Sea and Channel conditions had an horizontal upper deck in light and dark grey liked in the USN and by 1945 a universal allied pattern became white above with a sky-blue stripe along the hull.

The “Normandy Conversions” concerned HMS Dacres, HMS Kingsmill and HMS Lawford. They became headquarters ships for Operation Neptune: Aft (X) 3-in gun, all the depth charge gear removed. Superstructure extended aft with accommodations for extra Staff Officers, two deckhouses for additional radios, smaller extra mainmast for more aerials. Four more Oerlikons fitted (total 16), new Type 271 centimetric target IF and Type 291 air warning radars plus types 242 and 253 IFF sets. Crew down to 141, but plus 64 for the HQ staff.

3D Profile of K310 src
https://forums.kitmaker.net/t/hms-duff-k352-ex-de64-captain-class-frigate/46119

⚙ specifications
Displacement	1,140 long tons (1,158 t)
Dimensions	289 ft 6 in x 35 ft x 9 ft (88.24 x 11 x 2.7 m)
Propulsion	4x GE diesels, 2 EM, 7,040 bhp (5,250 kW)
Speed	20 knots (37 km/h; 23 mph)
Range	5,000 nautical miles (9,300 km; 5,800 mi) at 15 knots
Armament	3× 3 in/50 Mk.22, 1×2 Bofors Mk.I, 7–16 × 20 mm Oerlikon, Mark 10 Hedgehog, 4 DCT, 2 DCT, 160-200
Sensors	SA & SL radars, Type 128D/Type 144 sonar, MF/DF, HF/DF FH4
Crew	156

⚙ specifications
Displacement	1,400 long tons (1,422 t)
Dimensions	306 ft x 36 ft 9 in x 11 ft (93 x 11.2 x 3.4 m)
Propulsion	2x diesel-EM turbines 13,500 shp (10,070 kW)
Speed	24 knots (44 km/h; 28 mph)
Range	5,500 nautical miles (10,200 km; 6,300 mi) at 15 knots
Armament	Same as above and see notes
Sensors	SA & SL radars, Type 128D/Type 144 sonar, MF/DF, HF/DF FH4
Crew	186

Career of the Captain class

Using the compass on a Captain class: Sub Lieutenant Anthony Large, BEM, South African Naval Force (Volunteers), of Durban, South Africa, taking a bearing on the ship’s compass on board HMS HOLMES whilst she was helping to guard the Allied supply lines to and from the Normandy beachhead. He won his British Empire Medal as a rating.

They concentrated on Atlantic convoy escort duty, either as direct escort or hunter-killer groups against U-boats but also took E-Boat escort missions before, during and after the Normandy Invasion (D-Day) in support and coastal operations as well, and remained in hunter-killer groups with escort carriers until 1945, but many also served in the English Channel and North Sea, as they were too small for the Atlantic escort.

Their primary area of operation was around the British Isles, Bay of Biscay and Irish Sea, or the GIUK gap (Faroe-Greenland-Iceland). None was preserved as museum ships, albeit they played a vital role alongside the River and Flower class in the Battle of the Atlantic, protecting Allied shipping. After the war, most were returned to the U.S. Navy and scrapped or sold off as surplus. They were however mass-produced with some shortcoming in production, so never intended for durability. This is still a very limited amount of service of three years on average. They worked in the 1st, 3rd, 4th, 5th, 15th and 21st Escort Groups under supervision of the Devonport and Portsmouth Command (Channel), the Coastal Forces Control Frigates, the Headquarters Frigates during the Normandy invasion
and Nore Command Frigates.

When completed, the ship sailed with their British crews (and in some case, Canadian) to Tobermoray, Scotland, for a short and intense training time under Admiral “Monkey” Stephenson, after which, qhen fully qualified, was assigned to an Escort Group or Port Division under direct control. The first one created was the 4th, then 3rd, 1st and 5th all at Belfast. Later in 1944 was created the 15th and then the 21st also based in Belfast, after D-Day operations. Some times they took part in smaller detached formations composed of diverse assets, like an old V/W Destroyer, a River Class Frigate and two Flower class Corvettes plus a Captain class.

When completed, the ship sailed with their British crews (and in some case, Canadian) to Tobermoray, Scotland, for a short and intense training time under Admiral “Monkey” Stephenson, after which, qhen fully qualified, was assigned to an Escort Group or Port Division under direct control. The first one created was the 4th, then 3rd, 1st and 5th all at Belfast. Later in 1944 was created the 15th and then the 21st also based in Belfast, after D-Day operations. Some times they took part in smaller detached formations composed of diverse assets, like an old V/W Destroyer, a River Class Frigate and two Flower class Corvettes plus a Captain class.

On 17 April 2005 a memorial to the Captain class, both for those who served and those KiA was dedicated at the National Memorial Arboretum near Alrewas, Staffordshire, mentioning:

Today we come in thanksgiving for all who served on Captain-Class Frigates in the Royal Navy in the Second World War.
In particular we give thanks to those who made the supreme sacrifice on behalf of us all.
We remember all those who were shore-based, especially the Wrens who gave valuable support to those who served at sea, and who are represented here today.

Bayntun (ex-BDE1), pennant K310, was laid down at Boston NYd, USA on May 1942, launched on 27.6.1942 and completed, commissioned on 2.1943. She departed Boston, sailed to New York, and then the Royal Naval Dockyard of Bermuda to start working up. She was assigned to the 44th Escort Group, Western Approaches Command and with Bazely sailed on 2 April 1943 to take stores and then sailed for home via Bermuda, picking up her quarantined crew due to scarlet fever. She sailed on 15 April for the British Isles with USS Berry and reached Derry in Northern Ireland on 23 April, before joining Escort Group B 4, Londonderry.

Bayntun was refitted at Liverpool in May and returned to Bermuda as part of convoy HX 250. She then left New York on 30 July escorting two merchantmen, SS Biscaya and SS Bruarfoss, detached to Iceland and she proceded to Belfast. Capt. John Treasure Jones was her skipper. On 29 August he left command. By September there was a serious accident in her forward motor room and she was repaired in Belfast until 6 December. She then joined Escort Group B 4 at Londonderry and later joined convoy OS 64. On 6 January one U-Boat was detected and she gave chase, located the bogey and made three attacks joined by HMCS Camrose until spotting surfaced light diesel oil. She was later attributed U-757 with Camrose. She arrived in Gibraltar on 17 January 1944, to depart on the 22th, then back home base on 2 February. She was back at Gibraltar on 13 February. On her next escort she detected an U-Boat and attacked on 10 March in the Bay of Biscay after signalled by the torpedoed corvette Asphodel a day earlier. She was joined by the corvette Clover, but made no kill. She was back at Londonderry on 13 March.

She remained in convoy escort and by August, took part in “CX” operation to counter coastal U-boats. On 1 September after the Castle class corvette Hurst Castle was torpedoed 11 miles (18 km) north of Tory Island, she searched for her attacked but found nine. She then joined Escort Group 10, and on 27 October, she escorted a straggler from KMS 67, SS Empire Almond. She detected an U-boat and attacked, but made no kill. On 21 November 1944 she was in channel patrol, recovering bodies from the armed trawler HMS Transvaal. In January 1945 she was based in Scapa Flow, joining the frigates Braithwaite and Loch Eck on 3 February, sinking U-327. Next she sailed to Scapa Flow on 9 February, detected an U-boat on 14 February and was joined in the hunt by Brathwaite, Loch Dunvegan, and Loch Eck, they cornered and sank U-989, apparently surfaced as she rescued six survivors. Later she teamed up with Loch Eck to sink U-1278.

She entered the Portsmouth patrol on 11 March, and made an attack after a detection 10 days later. Later the same happened with Loch Eck on 25 March, and on 26 April, another hunt, without result.
As the war ended in May, she escort eight surrendered U-boats from Stavanger to Scotland for disposal on 27 May 1945. Three days later she departed for Bergen for a second mission of the same nature and returned to Scapa Flow on 4 June after which she sailed to Rosyth, taking part in the “Apostle” sailing the next day. She was placed in reserve Category B from 14 June 1945, before being returned to US Navy custody at Harwich on 22 August, recommissioned as USS Baytnun (DE-1) in reverse Lend-Lease, departing on 29 August with TG 21.3 to Philadelphia Navy Yard on 8 September. Since the war was over globally now, she was decommissioned at Philadelphia on 19 October, stricken on 1 November, sold to Thomas Harris Barker, New Jersey for BU on 17 June 1947.

Bazely (ex-BDE2), pennant K311, was laid down at Boston NYd on April 1942, launched on 27.6.1942, commissioned on 2/1943 Fate: Returned to the USA. Later stricken and BU.8.1945.
To be updated in 2027.

Berry (ex-BDE3), pennant K312, was laid down at Boston NYd in September 1942, launched on 23.11.1942, commissioned on 3/1943 Fate: Returned to the USA. Later stricken and BU.2.1946.
To be updated in 2027.

Blackwood (ex-BDE4), pennant K313, was laid down at Boston NYd in September 1942, launched on 23.11.1942, commissioned on 3/1943. Fate: She was sunk on 15.6.1944
To be updated in 2027.

Burges (ex-BDE12), pennant K347, was laid down at Boston NYd in December 1942, launched on 26.1.1943, commissioned on 6/1943 Fate: Returned to the USA. Later stricken and BU.2.1946.
To be updated in 2027.

Capel (ex-Wintle), pennant K470, was laid down at Boston NYd in March 1943, launched on 22.4.1943, commissioned on 8/1943. Fate: She was sunk 26.12.1944.
To be updated in 2027.

Cockburn (ex-Drury, ex-BDE46), pennant K316, was laid down at Boston NYd in February 1942, launched on 24.7.1942, commissioned on 4/1943 Fate: Returned to the USA. Later stricken and BU.8.1945 (Drury)
To be updated in 2027.

Cooke (ex-Dempsey), pennant K471, was laid down at Boston NYd, in March 1943, launched on 22.4.1943, commissioned on 8/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Dacres (ex-Duffy), pennant K472, was laid down at Boston NYd in April 1943, launched on 14.5.1943, commissioned on 8/1943 Fate: Returned to the USA. Later stricken and BU.1.1946
To be updated in 2027.

Domett (ex-Eisner), pennant K473, was laid down at Boston NYd, in April 1943, launched on 3.9.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Foley (ex-Gillette), pennant K474, was laid down at Boston NYd, in April 1943, launched on 19.5.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

Gardiner (ex-O’Toole), pennant K478, was laid down at Boston NYd, in April 1943, launched on 8.7.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.2.1946
To be updated in 2027.

Garlies (ex-Fleming), pennant K475, was laid down at Boston NYd, in April 1943, launched on 19.5.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

Goodall (ex-Reybold), pennant K479, was laid down at Boston NYd, in May 1943, launched on 8.7.1943, commissioned on 10/1943. Fate: She was sunk 29.4.1945.
To be updated in 2027.

Goodson (ex-George), pennant K480, was laid down at Boston NYd, in May 1943, launched on 8.7.1943, commissioned on 10/1943 Fate: Badly damaged, delared total constructive loss 25.6.1944
To be updated in 2027.

Gore (ex-Herzog), pennant K481, was laid down at Boston NYd, in May 1943, launched on 8.7.1943, launched on 10/1943 Fate: Returned to the USA. Later stricken and BU.5.1946
To be updated in 2027.

Gould (ex-Lovering), pennant K476, was laid down at Boston NYd, in April 1943, launched on 4.6.1943, commissioned on 9/1943. Fate: She was sunk 1.3.1944.
To be updated in 2027.

Grindall (ex-Sanders), pennant K477, was laid down at Boston NYd, in April 1943, launched on 4.6.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

Inglis (ex-DE525), pennant K570, was laid down at Boston NYd, in September 1943, launched on 2.11.1943 12/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Inman (ex-DE526), pennant K571, was laid down at Boston NYd, in September 1943, launched on 2.11.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Keats (ex-Tisdale), pennant K482, was laid down at Boston NYd, in May 1943, launched on 17.7.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.2.1946
To be updated in 2027.

Kempthorne (ex-Trumpeter), pennant K483, was laid down at Boston NYd, in June 1943, launched on 17.7.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

Kingsmill (ex-DE280), pennant K484, was laid down at Boston NYd in July 1943, launched on 13.8.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

HMS Lawford (ex-DE516), pennant K514, was laid down at Boston NYd in July 1943, launched on 13.8.1943, commissioned on 11/1943 sunk 8.6.1944
To be updated in 2027.

Lawson (ex-DE518), pennant K516, was laid down at Boston NYd, in July 1943, launched on 13.8.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Pasley (ex-Lindsay, ex-DE519), pennant K564, was laid down at Boston NYd in July 7.1943, launched on 30.8.1943 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Loring (ex-DE520), pennant K565, was laid down at Boston NYd, in July 1943, launched on 30.8.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.1.1947
To be updated in 2027.

Louis (ex-DE517), pennant K515, was laid down at Boston NYd, in July 1943, launched on 9.11.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946
To be updated in 2027.

Manners (ex-DE523), pennant K568, was laid down at Boston NYd, in August 1943, launched on 17.12.1943, commissioned on 12/1943 Fate: Badly damaged, delared total constructive loss 26.1.1945
To be updated in 2027.

Hoste (ex-Mitchell, ex-DE521), pennant K566, was laid down at Boston NYd in August 1943, launched on 24.9.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.8.1945
To be updated in 2027.

Moorsom (ex-DE522), pennant K567, was laid down at Boston NYd, in August 1943, launched on 11.12.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.10.1945
To be updated in 2027.

Mounsey (ex-DE524), pennant K569, was laid down at Boston NYd, in August 1943, launched on 24.9.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.2.1946
To be updated in 2027.

Long Hulls

Affleck (ex-Oswald), pennant K362, was laid down under hull number 3071, at Bethlehem, Hingham on April 1943, launched on 30.6.1943, commissioned on 9/1943 Fate: Badly damaged, delared total constructive loss 27.12.1944. To be updated in 2027.

Aylmer (ex-Harmon), pennant K463, was laid down under hull number 3072 at Bethlehem, Hingham, on April 1943, launched on 10.7.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Balfour (ex-McAnn), pennant K464, was laid down under hull number 3073 at Bethlehem, Hingham, on April 1943, launched on 10.7.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.10.1945. To be updated in 2027.

Bentinck (ex-Bull), pennant K314, was laid down under hull number 3052 at Bethlehem, Hingham, in June 1942, launched on 22.8.1942, commissioned on 5/1943 Fate: Returned to the USA. Later stricken and BU.1.1946. To be updated in 2027.

Bentley (ex-Ebert), pennant K465, was laid down under hull number 3074 at Bethlehem, Hingham, in April 1943, launched on 17.7.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Bickerton (ex-Eisele), pennant K466, was laid down under hull number 3075 at Bethlehem, Hinghamin May 1943, launched on 24.7.1943, commissioned on 10/1943. Fate: Sunk on 22 August 1944. To be updated in 2027.

Bligh (ex-Liddle), pennant K467, was laid down under hull number 3076 at Bethlehem, Hingham in May 1943, launched on 31.7.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Braithwaite (ex-Straub), pennant K468, was laid down under hull number 3077 at Bethlehem, Hingham in May 1943, launched on 31.7.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Bullen (ex-DE78), pennant K469, was laid down under hull number 3078 at Bethlehem, Hingham in May 1943, launched on 7.8.1943, commissioned on 10/1943. Fate: Sunk 6.12.1944. To be updated in 2027.

Byard (ex-Donaldson), pennant K315, was laid down under hull number 3055 at Bethlehem, Hingham, in October 1942, launched on 6.3.1943, commissioned on 6/1943 Fate: Returned to the USA. Later stricken and BU.12.1945. To be updated in 2027.

Byron (ex-DE79), pennant K508, was laid down under hull number 3079 atBethlehem, Hingham, in May 1943, launched on 14.8.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Calder (ex-Formoe), pennant K349, was laid down under hull number 3058 at Bethlehem, Hingham in December 12.1942, launched on 27.3.1943, commissioned on 7/1943 Fate: Returned to the USA. Later stricken and BU.10.1945. To be updated in 2027.

Conn (ex-DE80), pennant K509, was laid down under hull number 3080 at Bethlehem, Hingham in June 1943, launched on 21.8.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Cosby (ex-Reeves, ex-DE94), pennant K559, was laid down under hull number 3094 at Bethlehem, Hingham in August 1943, launched on 30.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.1.1946. To be updated in 2027.

Cotton (ex-DE81), pennant K510 3081, was laid down under hull number Bethlehem, Hingham in June 1943, launched on 21.8.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Cranstoun (ex-DE82), pennant K511, was laid down under hull number 3082 at Bethlehem, Hingham in June 1943, launched on 28.8.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.12.1945. To be updated in 2027.

Cubitt (ex-DE83), pennant K512, was laid down under hull number 3083 at Bethlehem, Hingham in June 1943, launched on 11.9.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946. To be updated in 2027.

Curzon (ex-DE84), pennant K513, was laid down under hull number 3084 at Bethlehem, Hingham, in June 1943, launched on 18.9.1943, commissioned on 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946. To be updated in 2027.

Dakins (ex-DE85), pennant K550, was laid down under hull number 3085 at Bethlehem, Hingham,in June 1943, launched on 18.9.1943, commissioned on 11/1943 Fate: Badly damaged, delared total constructive loss 25.12.1944. To be updated in 2027.

Deane (ex-DE86), pennant K551, was laid down under hull number 3086 at Bethlehem, Hingham in June 1943, launched on 29.9.1943 11/1943 Fate: Returned to the USA. Later stricken and BU.3.1946.To be updated in 2027.

Duckworth (ex-Gary), pennant K351, was laid down under hull number 3061 at Bethlehem, Hingham in January 1943, launched on 1.5.1943, commissioned on 8/1943 Fate: Returned to the USA. Later stricken and BU.12.1945. To be updated in 2027.

Duff (ex-Lamons), pennant K352, was laid down under hull number 3064 at Bethlehem, Hingham, in February 1943, launched on 22.5.1943, commissioned on 8/1943 Fate: Badly damaged, delared total constructive loss 30.11.1944. To be updated in 2027.

Ekins (ex-DE87), pennant K552, was laid down under hull number 3087 at Bethlehem, Hingham, USA in July 1943, launched on 2.10.1943, commissioned on 11/1943 Fate: Badly damaged, delared total constructive loss 16.4.1945. To be updated in 2027.

Essington (ex-DE67), pennant K353, was laid down under hull number 3067 at Bethlehem, Hingham, in March 1943, launched on 19.6.1943, commissioned on 9/1943 Fate: Returned to the USA. Later stricken and BU.10.1945. To be updated in 2027.

Fitzroy (ex-DE88), pennant K553, was laid down under hull number 3088 at Bethlehem, Hingham, in June 1943, launched on 1.9.1943, commissioned on 10/1943 Fate: Returned to the USA. Later stricken and BU.1.1946. To be updated in 2027.

Halsted (ex-Reynolds), pennant K556, was laid down under hull number 3091 at Bethlehem, Hingham, in July 1943, launched on 14.10.1943, commissioned on 11/1943 Fate: Badly damaged, delared total constructive loss 11.6.1944. To be updated in 2027.

Hargood (ex-DE573), pennant K582, was laid down under hull number 3173 at Bethlehem, Hingham, in October 1943, launched on 18.12.1943, commissioned on 2/1944 Fate: Returned to the USA. Later stricken and BU.2.1946. To be updated in 2027.

Holmes (ex-DE572), pennant K581, was laid down under hull number 3172 at Bethlehem, Hingham, in October 1943, launched on 18.12.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.12.1945. To be updated in 2027.

Hotham (ex-DE574), pennant K583-F583, was laid down under hull number 3174 at Bethlehem, Hingham in November 1943, launched on 21.12.1943, commissioned on 2/1944. Fate: She was converted as a floating power station 3.1946. To be updated in 2027.

Narborough (ex-DE569), pennant K578, was laid down under hull number 3169 at Bethlehem, Hingham, in October 1943, launched on 27.11.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.2.1946. To be updated in 2027.

Redmill (ex-DE89), pennant K554, was laid down under hull number 3089 at Bethlehem, Hingham, in July 1943, launched on 2.10.1943, commissioned on 11/1943 Fate: Badly damaged, delared total constructive loss 27.4.1945. To be updated in 2027.

Retalick (ex-DE90), pennant K555, was laid down under hull number 3090 at Bethlehem, Hingham, in July 1943, launched on 9.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.10.1945. To be updated in 2027.

Riou (ex-DE92), pennant K557, was laid down under hull number 3092 at Bethlehem, Hingham, in August 1943, launched on 23.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.2.1946. To be updated in 2027.

Rowley (ex-DE95), pennant K560, was laid down under hull number 3095 at Bethlehem, Hingham, in August 1943, launched on 30.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.11.1945. To be updated in 2027.

Rupert (ex-DE96), pennant K561, was laid down under hull number 3096 at Bethlehem, Hingham, in August 1943, launched on 31.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.3.1946. To be updated in 2027.

Rutherford (ex-DE93), pennant K558, was laid down under hull number 3093 at Bethlehem, Hingham in August 1943, launched on 23.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.10.1945. To be updated in 2027.

Seymour (ex-DE98), pennant K563, was laid down under hull number 3098 at Bethlehem, Hingham in September 1943, launched on 1.11.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.1.1946. To be updated in 2027.

Spragge (ex-DE563), pennant K572, was laid down under hull number 3163 at Bethlehem, Hingham, in September 1943, launched on 16.10.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.2.1946. To be updated in 2027.

Stayner (ex-DE564), pennant K573, was laid down under hull number 3164 at Bethlehem, Hingham, in September 1943, launched on 6.11.1943, commissioned on 12.1943 Fate: Returned to the USA. Later stricken and BU.11.1946. To be updated in 2027.

Stockham (ex-DE97), pennant K562, was laid down under hull number 3097 at Bethlehem, Hingham, in August 1943, launched on 31.10.1943, commissioned on 12/1943 Fate: Returned to the USA. Later stricken and BU.1.1946. To be updated in 2027.

Thornborough (ex-DE565), pennant K574, was laid down under hull number 3165 at Bethlehem, Hingham, in September 1943, launched on 13.11.1943, commissioned on 12.1943 Fate: Returned to the USA. Later stricken and BU.1.1947. To be updated in 2027.

Torrington (ex-DE568), pennant K577, was laid down under hull number 3168 at Bethlehem, Hingham, in September 1943, launched on 27.11.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.6.1946. To be updated in 2027.

Trollope (ex-DE566), pennant K575, was laid down under hull number 3166 at Bethlehem, Hingham, in September 1943, launched on 20.11.1943, commissioned on 1/1944 Fate: Badly damaged, delared total constructive loss 6.7.1944. To be updated in 2027.

Tyler (ex-DE567), pennant K576, was laid down under hull number 3167 at Bethlehem, Hingham, in October 1943, launched on 20.11.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.11.1946. To be updated in 2027.

Waldegrave (ex-DE570), pennant K579, was laid down under hull number 3170 at Bethlehem, Hingham in October 1943, launched on 4.12.1943, commissioned on 1/1944 Fate: Returned to the USA. Later stricken and BU.12.1945. To be updated in 2027.

Whitaker (ex-DE571), pennant K580, was laid down under hull number 3171 at Bethlehem, Hingham, in October 1943, launched on 12.12.1943, commissioned on 1/1944 Fate: Badly damaged, delared total constructive loss 1.11.1944. To be updated in 2027.

Read More/Src

Books

Tramp to Queen, pages 80-83, autobiography by Capt. John Treasure Jones, The History Press (2008)
Conway’s all the world’s fighting ships 1922-46
The Captain Class Frigates in the Second World War 2022: Donald Collingwood, Richard Dick. 1

Links

Captain, 1st group
Captain, 2nd group
worldnavalships.com
naval-history.net Captain class 1 of 3
captainclassfrigates.co.uk
uboat.net
List_of_Captain-class_frigates
Captain Class Frigate Association plaque IWM
navsource photos Duffy/Dacres
commons.wikimedia.org

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