Joffre-class aircraft carrier

The {{lang|fr|Marine Nationale}} ordered the conversion of the incomplete {{sclass|Normandie|battleship}} {{ship|French aircraft carrier|Béarn||2}} into an aircraft carrier in 1922 to gain experience with carrier aviation. The following year the Naval General Staff requested another carrier similar to Béarn, but this was rejected as too expensive and plans were made for a cheaper aircraft transport that eventually became the seaplane carrier {{ship|French seaplane carrier|Commandant Teste||2}}.Jordan 2003, pp. 26–29

The 1928 formation of the {{lang|fr|Ministère de l'Air}} (Air Ministry) cost the {{lang|fr|Marine Nationale}} control of naval aviation as the new ministry centralized all aspects of military aviation, including aircraft development, training, bases and coastal aircraft. With the Navy only controlling the aircraft aboard its ships, the development of naval aviation stagnated as it was generally ignored by the ministry and no new carrier aircraft were developed in 1928–1932. The {{lang|fr|Marine Nationale}} was able to gradually reduce the ministry's control between 1931 and 1934 until it regained full control in August 1936. By this time the {{lang|fr|Marine Nationale}} had embarked on a building program for {{convert|29|-|32|kn|lk=in|adj=on}} fast battleships to counter possible German commerce raiders in the North Atlantic that the {{convert|21|kn|adj=on}} Béarn was simply too slow to support. The Navy believed that carrier operations within range of hostile land-based aircraft were not viable given the limited size of their air groups and the commerce protection mission was ideal for its carriers. Design studies for a carrier able to operate with the new ships began in 1934, but two ships were not authorized until 1937, possibly in response to the laying down of the carrier {{ship|German aircraft carrier|Graf Zeppelin||2}} by Nazi Germany in 1936.Jordan 2010, pp. 60–61, 76

The Joffre-class carriers were {{convert|228|m|ft|sp=us}} long between perpendiculars and {{convert|236|m|ftin|sp=us}} long overall. They had a beam of {{convert|24.6|m|ftin|sp=us}} at the waterline and {{convert|34.5|m|ftin|sp=us}} at the flight deck. The ships displaced {{convert|18000|t|LT|lk=on|0|sp=us}} at standard load and {{cvt|20000|t|LT|0}} at full load, which gave them a draft of {{convert|6.6|m|ftin|sp=us}}. Their crew numbered 70 officers and 1,180 sailors.Jordan 2010, p. 64

The {{lang|fr|Marine Nationale}} based the propulsion machinery of the Joffres on that used in the light cruiser {{ship|French cruiser|De Grasse||2}}, albeit with eight Indret water-tube boilers rather than four. The ships were fitted with two Parsons geared steam turbines, each driving one propeller shaft using steam provided by the boilers at a working pressure of {{convert|35|kg/cm2|kPa psi|0|abbr=on|lk=on}} and a temperature of {{convert|385|°C}}. The turbines were rated at a total of {{convert|120000|shp|kW PS|lk=on|0}} and were designed to give a speed of {{convert|33.5|kn|lk=in}}. The carriers retained the unit system of machinery with each boiler room supplying steam to the engine room aft of it so that one hit could not completely immobilize the ships. The boiler uptakes were trunked into a single funnel integrated into the island on the starboard side of the flight deck. The ships were designed to carry enough fuel oil to give them a range of {{convert|7000|nmi|lk=in}} at {{convert|20|kn}}.Jordan 2010, pp. 64, 70; Jordan & Moulin, p. 147

The ships' {{convert|201|m|ftin|adj=mid|-long|sp=us}} flight deck was offset to the left from the centerline. This helped to compensate for the weight of the very large island and allowed it to have a continuous width of {{convert|27|m|ftin|sp=us}}. The deck itself was {{convert|16|mm|in|sp=us}} in thickness. The carriers were intended to be fitted with an aircraft-handling crane near the stern, below the flight deck that were strong enough to lift a seaplane aboard. They had a fuel capacity of approximately {{convert|270,000|L}} of aviation gasoline.Jordan 2010, pp. 62–63, 67, 76

The {{lang|fr|Marine Nationale}} optimized the design of the Joffre class for "double-ended" operations, where aircraft could land and take off over both the bow and stern, so that battle damage to the flight deck would not necessarily end flight operations. Like Béarn, the Joffre{{'}}s had their arresting gear amidships, abreast the island, although the number of wires was increased to nine. While the amidships position minimized the ships' pitching in high seas, the air turbulence generated by the island was at its worst amidships. Based on trials aboard Béarn in 1935, collapsible landing signals were positioned on the centerline of the flight deck amid the arresting wires, facing in both directions. The flight deck was not provided with any crash barriers, so the American practice of keeping aircraft on the deck during landing operations was not possible.Jordan 2010, pp. 62–63, 66–67

The two hydraulically powered elevators that transferred aircraft between the flight deck and the upper hangar were positioned at the ends of the flight deck, allowing aircraft landing amidships to taxi forward to the elevators and rapidly clear the flight deck. Both elevators were configured to be used by aircraft with their wings still spread, eliminating the requirement to fold the wings before using the elevators that slowed down Béarn{{'}}s flight operations. The forward elevator was roughly T-shaped and measured {{cvt|13|m|ftin}} long and {{cvt|17|m|ftin}} wide; the large elevator well so close to the bow weakened the ships' structure so the designers minimized the size of the well in the hangar deck by only seating the central {{cvt|6|m|ftin}} section in the deck while the outer areas of the elevator rested on top of the deck, requiring a small ramp to move on or off the elevator. The rear elevator was outside the hangar and only its forward end reached the flight deck. Although it only measured {{cvt|12.5|by|6|m|ftin}}, its position allowed it to strike down aircraft regardless of size.Jordan 2010, pp. 63, 66–67

The carriers were designed with two hangar decks, the upper of which measured {{cvt|158.5|by|20.8|m|ftin}} with a height of {{cvt|4.8|m|ftin}}. A space {{cvt|20|m|ftin}} long below the flight deck and between the upper hangar and the rear elevator allowed aircraft to warm up their engines before moving to the flight deck. A single fire curtain amidships could be used to divide the hangar. It was the only one that could be used for aircraft operations as the lower hangars were dedicated to workshops and aircraft assembly and storage facilities. The rear lower hangar was {{cvt|79|by|14.9|m|ftin}} in size and had a height of {{cvt|4.4|m|ftin}}. A {{cvt|13|by|7|m|ftin}} elevator at the forward end of this hangar allowed aircraft to be transferred between the hangars. This elevator was offset to starboard to allow for a passageway to the lower hangar annex that measured {{cvt|42|by|6.6|m|ftin}}. This annex, presumably dedicated to spare parts, was offset to port to make room for the boiler uptakes and ventilation ducting of the forward engine and fire rooms.Jordan 2010, pp. 67–68

Based on their decade of experience with Béarn and frequent exercises with the British Fleet Air Arm during the 1930s, the {{lang|fr|Aéronavale}} (French Naval Aviation) believed that air operations would be continuous, with small numbers of aircraft taking off or landing. This required multi-role aircraft, able to switch between missions as the tactical situation dictated. The Joffre-class carriers were designed with an air group of 40 aircraft, 15 single-engined fighters and 25 twin-engined aircraft capable of long-range reconnaissance, bombing and torpedo attacks. In 1939 the Navy ordered 120 Dewoitine D.790 fighters, a navalized variant of the Dewoitine D.520, although no aircraft was completed before the Armistice cancelled further work. It issued the A47 specification in 1937 for attack aircraft to equip the carriers and ordered two prototypes each of the SNCAO CAO.600 and the Dewoitine D.750 in 1939. The {{lang|fr|Aéronavale}} issued the updated A80 specification that same year for a faster aircraft and selected the Bréguet Bre.810, a navalized version of the Bréguet Bre.693, but the prototype was not completed before the Armistice.Jordan 2010, pp. 60, 72–73

The carriers' primary armament consisted of eight 45-caliber Canon de 130 mm Modèle 1932 and 1935 dual-purpose guns in four twin-gun turrets positioned fore and aft of the island in superfiring pairs.Chesneau, pp. 66–67 The guns fired a {{convert|32.11|kg|lb|adj=on|sp=us}} armor-piercing shell at a muzzle velocity of {{cvt|800|m/s|ft/s}}. This gave them a range of {{convert|20870|m|yd|sp=us}} at an elevation of +45°. Their mounts had a maximum elevation of +75° and the guns had a rate of fire of about 10 rounds per minute.Campbell, p. 300

Light anti-aircraft defense was provided by eight 48-caliber Canon de 37 mm Modèle 1935 guns in four twin-gun ACAD mounts on the island, and twenty-eight Hotchkiss Hotchkiss M1929 machine gun in seven quadruple mounts. There were two mounts on the forecastle, two on the stern and a pair on the island. The remaining mount was on the port side underneath the flight deck overhang. The 37 mm guns were fully automatic and had a theoretical rate of fire of 165 rounds per minute. They had a range of {{convert|8000|m|yd|sp=us}} with their {{convert|0.831|kg|sp=us|adj=on}} shells which were fired at a muzzle velocity of {{cvt|825|m/s|ft/s}}. Their mounts had an elevation range of -10° to +85°. The 13.2 mm machine guns had an effective range of {{cvt|2500|m}}.Campbell, p. 308; Jordan & Moulin, pp. 116, 161

The 130 mm guns were controlled by a pair of superimposed directors on the top of a short tower on the roof of the island. The upper director was equipped with a {{convert|5|m|ftin|adj=on|sp=us}} rangefinder for anti-aircraft defense and the lower with a {{convert|6|m|ftin|adj=on|sp=us}} one for surface engagements. Each of the upper 130 mm turrets was fitted with a rotating 5-meter rangefinder as a backup to the directors. A director equipped with a {{convert|2|m|ftin|adj=on|sp=us}} rangefinder remotely controlled each ACAD mount. The two forward directors were superimposed on the roof of the island while the two after directors were side-by-side aft of the director tower.Jordan 2010, pp. 64, 69–70

The waterline armor belt of the Joffre-class ships covered the middle {{convert|120|m|ftin|sp=us}} of the hull, from the forward magazines to the aft aviation gasoline tank. It was {{convert|105|mm|in|1|sp=us}} thick and had a height of about {{convert|3.7|m|ftin|sp=us}} from the main deck to {{convert|1.45|m|ftin|sp=us}} below the waterline. It formed an armored citadel with {{convert|70|mm|ftin|sp=us|adj=on}} transverse bulkheads at its ends. The armored deck was 70 mm thick over the magazines and gasoline tanks, but reduced to {{convert|30|mm|ftin|sp=us}} amidships over the machinery compartments. The {{convert|6.6|m|ftin|sp=us|adj=mid|-deep}} torpedo belt ranged in thickness from {{convert|35|to|55|mm|in|sp=us|1}} abreast the propulsion machinery spaces, but thinned to {{convert|26|mm|in|sp=us|0}} abreast the magazines. The steering compartment was fitted with 26-millimeter armor plates. The 130 mm directors, turrets, their hoists, and their upper handling rooms were protected by {{convert|20|mm|ftin|sp=us|1}} of armor, as were the command spaces in the island. For protection against fire, the aviation gasoline tanks were surrounded by either empty compartments with fire-resistant insulation or inert gases on all sides.Jordan 2010, pp. 65, 70–71

The beginning of World War II less than a year after Joffre was laid down led to a slow down of construction as resources were diverted to higher-priority tasks and the ultimate cessation of work that came in June 1940 when the country capitulated after the German invasion when the ship was approximately 20% complete. Work on Joffre was not continued by the Germans and the hull was scrapped. The second planned vessel of the class, Painlevé, was never laid down because it was supposed to succeed Joffre on Slipway No. 1. A third ship was intended to be authorized in 1940 to replace Béarn, but the order was never placed.Jordan 2010, p. 74

The {{lang|fr|Marine Nationale}} demonstrated no sense of urgency in building Joffre as the bulk of the naval leadership felt completing the two {{sclass|Richelieu|battleship}}s to match the modern German and Italian battleships was more important. This was further demonstrated when the first ship of the {{sclass|Alsace|battleship|2}}s was authorized on 1 April 1940 and replaced Painlevé in the queue for Slipway No. 1. This belief was not unreasonable as the Germans had suspended work on Graf Zeppelin and the British had an ample number of carriers that could perform the trade protection mission in the North Atlantic.Jordan 2010, pp. 75–76; Jordan & Dumas, p. 180

{{Reflist}}

• {{cite book |title=Naval Weapons of World War Two |last=Campbell |first=John |publisher=Naval Institute Press |location=Annapolis, Maryland |year=1985 |isbn=0-87021-459-4}}
• {{cite book |last1=Chesneau |first1=Roger |title=Aircraft Carriers of the World, 1914 to the Present: An Illustrated Encyclopedia |date=1984 |publisher=Naval Institute Press |location=Annapolis, Maryland |isbn=0-87021-902-2}}
• {{cite book|title=Warship 2002–2003|publisher=Conway Maritime Press|location=London|year=2003 |isbn=0-85177-926-3 |editor-last=Preston|editor-first= Antony|editor-link=Antony Preston |last1=Jordan|first1=John|chapter=The Aircraft Transport Commandante Teste|pages=26–36}}
• {{cite book|last=Jordan|first=John|editor=Jordan, John|title=Warship 2010|year=2010 |publisher=Conway |location=London|isbn=978-1-84486-110-1|chapter=PA16 Joffre: France's Carrier Project of 1938|pages=60–76}}
• {{cite book|last1=Jordan|first1=John|last2=Dumas|first2=Robert|title=French Battleships 1922–1956 |publisher=Seaforth Publishing|isbn=978-1-84832-034-5|year=2009|location=Barnsley, UK| name-list-style=amp}}
• {{cite book|last1=Jordan|first1=John|last2=Moulin|first2=Jean|title=French Cruisers 1922–1956 |year=2013|publisher=Seaforth Publishing|location=Barnsley, UK|isbn=978-1-84832-133-5 |name-list-style=amp}}
• {{cite book|title=Conway's All the World's Fighting Ships 1922–1946|editor1-last=Chesneau |editor1-first=Roger |publisher=Mayflower Books|location=New York|year=1980|isbn=0-8317-0303-2 |chapter=France |last1=Roberts |first1=John|pages=255–279}}
• {{cite book|last=Silverstone|first=Paul H.|title=Directory of the World's Capital Ships |year=1984 |publisher=Hippocrene Books|location=New York|isbn=0-88254-979-0}}

• {{cite book |last1=Moulin |first1=Jean |title=Tous les porte-aéronefs en France: de 1912 à nos jours |date=2020 |publisher=Lela Presse |location=Le Vigen, France |isbn=978-2-37468-035-4|language=fr|trans-title=All the Aircraft Carriers of France: From 1912 to Today|series=Collection Navires et Histoire des Marines du Mond; 35}}

• [https://i45.servimg.com/u/f45/10/05/45/10/joffre63.jpg 3D renderings]
• [http://3.bp.blogspot.com/-4c5soNnSsrk/ToMf02IVn2I/AAAAAAAAANo/cjt0XOFBpOE/s1600/Joffre1940_20110928.jpg 3D renderings]

{{Joffre class aircraft carrier}}

{{WWII French ships}}

Category:Aircraft carrier classes

Category:Proposed aircraft carriers

Category:Cancelled aircraft carriers

Category:Ship classes of the French Navy