TRAGEDY - ERTUGRUL FRIGATE

The idea of sending a ship to Japan to represent the Ottoman state was first discussed in February of 1889. As a result, on February 14th 1889 the Pasha (prime minister) of the time, Kamil, sent a note to the head on the navy, Bozcaadali Hasan Husnu, stating that:

“In order to put the theoretical knowledge of Naval Academy graduates into practice, sending a suitable battleship to India-China and Japan seas for a vacation as a school exercise has been ordered by the Padishah; so informing the name and suitable departure date of the ship chosen for this assignment”

Hasan Husnu Pasha informed the Pasha on February 25th 1889 that the Ertugrul Frigate was suitable for the assignment and could complete its preparation is one week and be ready to set sail within a month.

After receiving this information, the Pasha gave the order, “The name and the reason of departure by the Ministry are approved by Padishah and an oral statement was made about the subject. Besides, the gifts for the Japan Emperor and the most important Ottoman medal, 'Medal of High Honor', will be presented to the emperor by the commander of the ship mentioned above therefore assigning an officer, who can speak the foreign knowledge and knows the appropriate manners”.

Upon receiving this order the naval ministry made the chose the most appropriate officer with the necessary skill and presented the name to the Pasha on April 6th 1889:
 
”To command the frigate mentioned and present the Medal of High Honor to the Japanese Emperor, the appointment will go to Ali Osman Bey, who knows several foreign languages and is known for his skills in seamanship. He has been also been given instructions on how the commander and the officers should behave.”

The route of Ertugrul Frigate:

The initial route for the Ertugrul was designed to make various necessary stops after leaving Istanbul before reaching the final destination. After leaving Istanbul, the Ertugrul was going to stop in the Marmaris, and then  Port Said. After passing the Suez Canal Port Jeddah, the ship was going to visit  Cameroon, and then  Aden. Considering the seasonal winds the ship was going to stop by Port Pondicheri and Calcutta  in India. After staying in Port Akabod for a while, and then Port Singapore, the ship would carry on to Malakka by way of the  Malakka Canal. From there it was going to continue north to Port Saigon, and from there to the infamous docks in  China. Hong-Kong would then be the next target. If the conditions were favorable Port Amoy and Sanghoy would be the last stops before Port Nagasaki. After entering Tokyo Gulf, passage on to Port Yokohama would be the next step. The journey back to Istanbul would begin in October.

Ertugrul Frigate was instructed to set sail from Istanbul on July 14th, 1889. The first problem occurred on July 2nd 1889 while passing Lake Murettul Kubra on route to the Suez Canal. The ship ran ashore, destroying the stern post and causing the rudder to fall into the sea. After the repairs, the Ertugrul Frigate set sail on September 23rd 1889. It was reported that the ship took water from the head while proceeding through the West Indian waters. The crew was unable to make the necessary repairs until they reached the Singapore port. The ship left  Singapore on March 22nd 1890, and arrived in Yokohoma on June 17, 1890. Eleven months had passed since the departure from Istanbul. After arriving in Yokohama, the crew of the Ertugrul Frigate met with Japan state officers. Osman Pasha wrote on July 24th 1890 that: “I had the honor of meeting the emperor. It is impossible to define the feeling of appreciation his Highness made me feel.” Meanwhile, the gifts and medal sent by the Padishah were presented to their intended recipients. 

Osman Pasha and his crew attended many feast and parties, and had the opportunity to meet visiting admirals from western countries in the process.

Ertugrul Frigate, which set sail in September 15, 1890, sunk after hitting Kashinozaki rocks on September 18th 1890.

The event was recorded as follows:

On September 15, at noon the ship set sail for Istanbul. The weather was very good. On Tuesday, just before noon, a reverse wind began to blow and strengthened towards evening. At first, by opening the side sails the men were able to defect most of the effects. However, by nightfall the wind was coming from below the bow and it became impossible to use the sails and they had to be folded.

While folding the sails violent waves began beating against the ship. Wailing and crawling, the poor Ertugrul tried to move forwards in the rabid sea. An impending disaster could be heard in the horrible cry, mixed with the howling of the wind, of a lieutenant who screamed, "the Mizzen mast is collapsing!"

Osman Pasha's cavalry officer, cavalry assistant, and navigation officer were on the bridge. They were examining the situation, trying to take the necessary precautions, but the cry froze the blood in their veins.

The ran to the foot of the mizzen mast to find that it truly had been torn apart. Now as Ertugrul tried to swing the shattered mast (40 meters high with a radius of 1 meter), and it shook from side to side, banging into the other sails and yards, causing tremendous shakes and tremors. The collapsing of the mast loosened all the bonds, shrouds, and back-ropes holding it by the sides. The naval constructor officer and craftsmen tried to tighten the stretcher ropes and prevent the mast from swinging by squeezing sacks into the hole created by the mizzen mast. This did reduced danger, but it offered only a brief reprieve. 

The storm kept on gaining power, and reports of bad news came one after another. Waves coming from the head separated the deck boards from the front. Water was breaking through into the coal containers in the boiler room

The cracks in the board covers where extremely omniscient of what was to come. With the continuous and rapid occurrence of cracks were enough to diminish the hope of even the most sea-hardened sailors.

The brave sailors of Ertugrul tried to act in a disciplined fashion in the darkness of the night, not diminishing their hopes in the slightest despite the unpredictable and crazy ocean, and despite the knowledge that the ship was at the brink of coming apart. They actions and behavior were a source of pride for not only their own citizens but for sailors the world over.

Carpenters and caulkers, lanterns in hand, running here and there tried to repair the damage while officers and privates remedied the sails and tightened the shrouds. Some of the crew tried to empty the water out of the coal depots, which was the most serious danger, with cups and buckets because the pumps could not empty all of the water.

All of the commanders of the divisions told there men that it was vital that the water was emptied. For the next several days the tense atmosphere remained. The ship's falling apart was imminent. The crew did not drink or eat anything for nearly four days as they continuously tried to empty the water. Seeking sanctuary in a nearby port was the only option. There were two options; Yokohama, which they had departed from, or Kobe, which was ahead. Their distances were almost the same. Kobe was chosen and the decision was made to march on. If they could get past the cape, which was home to Oshima Lighthouse, they should be able to avoid the fury of the storm and reach Kobe.

By Thursday the crew was pale faced, tired eyed, and exhausted. They had not rested for days, and were witnessing the storm gaining strength. Unfortunately the endurance of Ertugrul was so depleted that it was impossible to empty the water leaking into the ship. At night despite the courageous efforts of the crew, it was reported that the water level had reached to the furnace level and the covered the engine room. This unfortunate news turned the sadness of the officers and privates who was exhausted to the limit into despair. At that moment from the darkness of the horizon they saw the Kashinozaki Cape of Oshima Island appearing like a crawling dragon on the starboard. Just beyond the cape was the  Kobe Gulf.

Having the wind and the waves behind the ship, they believed that they would be out of trouble as soon they entered the final stretch to  Kobe. However the cape within 10 miles of the ship seemed unreachable. In front of the cape were jagged rocks and perilous banks at sea level. They had to keep their distance from them. But how? The Ertugrul had lost its main form of propulsion once the water that had leaked into the boiler room had extinguished the furnaces. And it was impossible to use the little amount of sails that were left.

On this dire night, the crew felt like they were no longer on a ship, but rather in a coffin, which was tumbling to the merciless chasms under the power of waves. Some were sitting, jaws locked; some were having nervous breakdowns, and some were running here and there hoping to achieve something. There were even people crying “Get up steam! Get up steam!” The captain, cavalry, and important officers were gathered on the deck trying to do their jobs with great silence and patience. However there were reports coming about the rising water level as the time passed.

The water entering Ertugrul increased the rolling of the ship, and the water line formed in the ship made the rolling more dangerous. The ship was rolling as if it would capsize at any moment, and then as it struggled to settle down again it shook and squeaked, and then rolled to the other side with another blow. The crew in the boiler and engine rooms were still trying to get up steam even through they were in water up to their chests.

Everywhere was in darkness. It was one hour to the midnight. They had arrived at the salvation point of Kashinozaki Lighthouse on Oshima Island. But now another tremor was heard in the ship. Reports were given that the water that had entered the boiler room had caused the number one furnace to collapse, causing the furnace to roll back and forth, hitting the sides of the ship.

Osman Pasha and naval construction engineer and technician ran to the boiler room in order to find a solution to this problem. Moreover, after the furnace broke down the Ertugrul became totally immobile and it was rapidly drifting towards the rocks. Cavalry Ali Bey thought of anchoring the ship, at least trying to stop the ship from hitting the rocks and said:

Alesto fero! (Get ready to anchor)
Bismillah fundo (Anchor in the name of Allah)

He gave the commands one after another. But before he could even start to anchor a loud noise was heard. Long and painful cries followed this noise.

Ertugrul hit the rocks on the eastern edge of Oshima Island and fell apart at the first impact.

Sixty-nine people survived the accident; 6 of them were all right, 9 were heavily wounded and the others were lightly wounded. After the rescue operation 2 of the wounded were taken to Kobe by Japanese ships, 65 by German Wolf Gunboats, another two by the Japanese battleship Yalyama.

When the Ertugrul Frigate sunk on the way back this caused great sorrow in both the Ottoman Empire and Japan. The Japanese showed the required affection for the wounded. For example, in his report sent to the Foreign Relations Director S. Sahhomiya Hyogo, Governor Hayashi explained the situation like this:

“All the survivors are under the special care of doctors. Delicious European Meals suitable for their tastes have been cooked. As translator a person named A. Levy was hired. With these arrangements the needs of the patients are met in the best way. We tried to leave no need unattended.”

The news of the sinking of the Ertugrul became widely known and caused great sadness. It is known that 2 Japanese Cruisers “Kongo and Hiye” took the 69 survivors back to Istanbul.

The shipwrecked families were supported and the salaries of the martyrs were paid to their families.