In this article, I have included several pages from the memoir of Hasan Rami Pasha, the Minister of the Navy, who was exiled to the islands with his rank stripped during the Constitutional Revolution, at the Naval Ministry located in Kasımpaşa (now declared as the RTE Museum).

These pages contain information about general cargo ships, which were declared as cruisers for the Ottoman Navy for the first time in the world. Hasan Rami Pasha describes in his memoir:

"From the Greek War until my time as Minister of the Navy, a temporary overview - Generals Hüsnü and Celal - the false Potemkin incident, great panic - Was I military or civilian? - Some activities - Possible reasons for my appointment as Minister of the Navy!

The Greek War ended successfully. However, I did not carry out the orders I received in relation to this war, and I even opposed the will of the Sultan regarding this matter, saving the fleet, which was then doubted to even exist, from a disaster, and I had no involvement in the corruption regarding the construction of warships here and the ships that were to be ordered and purchased from Europe. The Ministry of the Navy informed me, without consulting my opinion, that I was assigned to reside in Çanakkale.

As a result of the emotional views regarding myself, a continuous policy of unrest was desired by complicating all kinds of affairs of the fleet. I was learning that I was being reported in the most unexpected places in ways I never imagined.

After being exiled to Çanakkale, this situation continued for a full ten years. For salaries that could be given at most every two months, Çanakkale was left behind. The crew was so reduced that they struggled to take the second anchor that was necessary for the ship, and no new soldiers were sent to replace those who were discharged. Ultimately, the ships had decayed to the point that they had become uninhabitable. Officers began to enter and exit the cabins with their umbrellas open.

The decay on the ships reached such a point that caulking was now necessary. The letters written for the necessary repairs were being suppressed. There was no dock in Çanakkale. Only one thing was being prioritized, and that was moral corruption.

The actions of the Ministry in this regard were not one but five. However, I confess, in order to acknowledge the truth, that I will mention them later along with their names and the injustices they committed.

If anyone in my staff had an uncloseable fault, I would send some by the arm to the Divan-i Harb in Istanbul, but these individuals were rejected and not accepted by the Ministry. Later, the Ministry of the Navy used these against me. This way, a general sense of weariness and inability to act was tormenting me. I was not satisfied that I could not fulfill the requirements of my official duty.

Since I dedicated part of my rest time to these matters, I was becoming mentally exhausted and wanted to become physically exhausted as well. Therefore, I dedicated my free time to work rather than to idleness. I never lived differently from a middle-class family. Administration and management, caution, and foresight have always been practices that I respected and preserved seriously.

Minister of the Navy Hüsnü Pasha was never dismissed from his position. All the evil in the world was gathered in him; he attempted to prevent me from coming to Istanbul with all his might, but he passed away without achieving any success despite all the reports against me.

The petition of the commander of the Mansure Corvette, which was finally transferred to Çanakkale after being removed from the Golden Horn due to the 1897 Turkish-Greek War, is remarkable in terms of describing the condition of the fleet.

A warship that has sagged in the middle; the Mansure Corvette!

The commander of the Mansure Corvette, First Lieutenant İzzet, in his petition dated July 14, 1897, addressed to the commander of the White Sea Fleet, complained about the condition of the Mansure Corvette and stated that the ship had sagged in the middle!

In his petition dated July 14, 1897, he states: "In the minutes dated May 18, 1897, it was requested that 48 bolts and eight iron plates were necessary to reinforce the end shoe shaft plates of our ship, which has a speed of nine miles, but they were not sent. It was reported that one defective torpedo was replaced from the Izmir steamer. Additionally, a small amount of water accumulates at the bow of our ship at the turtle level as the ship is washed. Even on the port side, nearly three pusa of water has accumulated. While the water that accumulates on the deck is being cleaned, it gathers again in front of the officers' cabins. It has been understood from the information provided that water is accumulating around the starboard, port, machine, and electric machine. Although this was examined by the masters, it was seen that the middle of the ship had sagged by three pusa. To be re-examined, it was inspected by Deputy Chief Engineer Hüseyin Bey with an order given on the report dated June 15, 1897, and it was found that the wedges in the wheel were not placed, and the previously placed wedge of the suction pipe had been lost. Although these wedges were photographed, they have not arrived to this day, and there is a possibility of complete collapse in case of artillery fire with the marine weather. It has also clearly emerged that there is a presence above the stern cabin. According to the commander's order dated June 20, 1897, for the execution of the machine trial of our ship, we traveled back and forth for a distance of eight miles from the Kepez Lighthouse to the Kumkale Lighthouse, taking the light wind from the bow, at a speed of about 3.5 miles per hour for two hours and 15 minutes. When the wind was from the stern, it was strongly making the ship travel at about five miles per hour. In this situation, it was reported by the engineer officer that the ship would travel about four miles per hour in calm weather. I, as a person who has sworn to serve the state, the nation, and our Sultan with loyalty, can never betray. In this regard, I inform you that I cannot serve on this ship under these conditions and await your orders."

Minister of the Navy Hasan Hüsnü Pasha declares a general cargo ship as a cruiser.

A more tragically comical story of this situation is the actions of Minister of the Navy Hasan Hüsnü Pasha in the face of the Greeks having real cruiser-class ships. For Hasan Hüsnü Pasha, in the face of the size of the cruisers in the Greek Navy, immediately seized the cargo ships named Hudeyde, İzmir, Medine, and Mekke belonging to Ottoman subjects and declared these cargo ships as cruisers. While doing this, a few cannons were placed on these ships. The officers appointed as commanders of these cargo ships, which have no equivalent in the world and are called cruisers, are practically crying out.

I am providing these petitions verbatim;

Look, how the commanders of the makeshift cruisers describe the situation on their ships;

Commander of the Izmir Steamer, Colonel Hafız İbrahim;

"The Izmir Steamer, to which I belong, is equipped with four fundluk and one Nordenfeld cannon and has an average speed of nine miles. Under these conditions, it is not even as strong and solid as a cruiser of the lowest class. However, it is capable of performing transport duties alongside the fleet, according to the orders and decrees of His Majesty the Sultan. July 18, 1897."

The registry of the Hudeyde cruiser:

The passenger/cargo ship named "Suez," built by Newcastle Charles Mitchell & Co. at Low Walker with slip No. 298, was launched on September 26, 1874.

The Suez, with a gross tonnage of 2141 grt. and net tonnage of 1390 nrt., had a length of 323.8 ft., a width of 35.3 ft., and a depth of 25.7 ft.

The main steam engine, built by North-Eastern Marine Engineering Co. Ltd. based in Sunderland, produced a maximum power of 250 nhp with a C2cyl configuration.

In 1891, Ohannes Esseyan, born in Kayseri, and Mıgırdıç Esseyan purchased it and it was named "Hudeyde."

In 1893, it was purchased by İdare-i Mahsusa from Istanbul.

In 1896, it was transferred to the Ottoman Navy and declared a cruiser after being armed.

After the Turkish-Greek War, it was used again as a passenger/cargo ship by the Ottoman Directorate of Maritime Affairs. It was decommissioned in 1912 and dismantled in the Golden Horn.

Commander of the Hudeyde Steamer, Colonel Hasan recounts:

"According to the movements of the victorious Navy, the Sultan's will and the orders given by the commander were communicated to the soldiers. The orders given were joyfully received by the soldiers, and the prayers of 'Long live my Sultan!' were recited three times, encouraging us to present our views on the general equipment for the dispatch of our ship to war. The Hudeyde Steamer, of which I am the commander, known as a cruiser, has a war equipment consisting of four brass cavalry guns, two 12-pound Armstrong guns, one brass Prudel gun manufactured by the Arsenal, nine sabers, 30 Winchester rifles, and 20 swords. The firing of shells and guns has been done with the third grass. Since the maximum range of these guns does not exceed 1000 m, it is extremely difficult to fire. The construction style of the ship is entirely like a large hold, resembling a cargo ship. In addition, the second deck, which can be called a deck, extends from bow to stern without curtains. There are no compartments and double bottoms in its arrangement. However, there are longitudinal underwater-style hold stowage curtains. The maximum speed of the ship is 10 miles, and it has a crew of 90.

The ship, which was not built under conditions suitable for naval warfare, resembles an excellent cargo ship for transporting provisions, coal, ammunition, and similar goods. Therefore, it is under the decree and command of His Majesty the Sultan that it will never be used as a cruiser. July 18, 1897."

The general cargo/passenger ship declared a cruiser, the Medine:

The Mecca steamer, originally named SS State of Nevada, is a steam cargo and passenger ship built in 1874 by the London & Glasgow Engineering and Iron Shipbuilding Co. Ltd. in Glasgow.

It was launched on June 2, 1874, and entered service in July of the same year.

With a gross tonnage of 2,488 grt and a length of 101.2 meters (332.1 ft), and a width of 11 meters (36.3 ft).

It was originally built for the State Steamship Co. Ltd. (State Line).

It made its maiden voyage on July 19, 1874, on the Glasgow - Larne - New York route, transporting passengers migrating from England to the USA until 1893.

In 1875, it was briefly chartered by the Red Star Line.

After the bankruptcy of the State Line in 1891, it was taken over by the Allan Line and continued to operate under the name "Allan & State Line."

In 1893, it was purchased by İdare-i Mahsusa and renamed "Medine."

It was decommissioned in 1909 and dismantled in 1912.

The general cargo ship named "İzmir," built by McIntyre & Co. in Paisley at slip No. 29, was launched on January 25, 1879.

With a gross tonnage of 660 grt, net tonnage of 415 nrt, and a length of 1900.1 ft, width of 28.7 ft, and depth of 14.6 ft, the Navidad had a main steam engine built by William King & Co. in Glasgow, producing a maximum power of 90 nhp.

The first shipowner was Edward A. Cohen, registered in Glasgow.

In 1879, it was purchased from Barcelona by Cie. Hispano-Francaise J. Pi y Comas.

In 1886, it was purchased from Istanbul by Panos Michael Courtgi (P. M. Courtgi & Co.) and renamed "Smyrne."

In 1893, it was registered on behalf of Navigation a Vapeur Egee - P. M. Courtgi & Co. based in Istanbul.

In 1895, it was purchased/transferred by İdare-i Mahsusa.

In 1896, it was placed under the command of the Ottoman Navy.

In 1912, it was purchased from Istanbul by Rasim Bey from Erdek and renamed "Erdek."

On June 27, 1915, while sailing from Kozlu loaded with coal to Istanbul, it was hit by a torpedo fired by the Russian submarine Tyulen off Kefken Island and ran aground on Kefken Island to avoid sinking. In this condition, on July 25, 1915, the ship was bombarded by Russian warships and was completely rendered into scrap.

Source: SeaNews Türkiye