Salisbury (Type 61) class Frigate

Royal Navy, Type 61 or Salisbury-class frigates:
7 ordered, 4 completed, service 1957-1985(2015*): Salisbury, Chichester, Llandaff, Lincoln.

The Type 61 Salisbury were initially planned as aircraft direction (AD) frigates, to provide radar picket duties ahead of a carrier task force, as well as vectoring aircraft operating in their area. But the project evolved into a multi-purpose frigate designed to operate with the Type 41 Leopard-class AA frigates and Type 11 ASW variants (later cancelled). They all used an only diesel propulsion, but improvements in conventional steam turbines led to cancel both the Type 61 and 41. Instead, the RN concentrated on the faster Type 12 class frigate.

Development

The Type 61 class went all the way back to a 1944 project for a common-hull diesel-powered 1,700-ton multirole frigate, with anti-submarine (A/S) and air-warfare (AW) roles, no ASW, but instead as aircraft direction (AD) ships. At the time, the Bay class, a derivative of the River class, already had been developed for Pacific service (with the British Pacific Fleet). Fighter direction ships were something in 1944 well known and soon found quite useful in operations, especially when radars, still in their infancy, were stuck to short ranges.

The first two prototypes were indeed ordered by the late 1945 as part of that year’s construction programme. They were expected to be laid down in 1946. Already, the lead ship was to be named HMS Salisbury. A second diesel-powered derivative known as HMS Leopard (Type 41) was to be its complement as a better adapted Bay-class. However, as the war ended, budget cuts means these designed could not proceed. The program was not cancelled, but proceeded slowly and so only by 1947 complete plans for the Type 61 were delivered to the shipyard. The pair was now called Type 61 AD and Type 41 AW “light destroyers”.

In 1947, requirements became clearer. They clearly settled on diesels as, with smaller crews and fewer specialists, it was clear that traditional steam turbines and boilers could be finicky to work with and needed and engineers needed long training to reach full efficiency. In contrast, diesels looked far simpler. They were less complex and more fuel-efficient, and thus were judged adequate for quickly trained machinists in a budget-constrained postwar context where trained crews were now a premium. The new Type 61 were designed as convoy escort picket ships, which doctrine was already written in the last two years of the war.

There was also a need for destroyers that could be converted for faster picket duties with carrier task forces if needed, but the slower Type 61 were operating with convoys, notably potentially for landing operations. In the meantime, the USSR appeared as a new foe, and the design of new anti-submarine frigates was postponed as intel was needed on the latest Soviet submarine designs, and their expected operational speed, notably the Project 613 Whiskey.

Britain was also working on a successor to the German Walter turbines, tinkering with its own hydrogen peroxide (HP) powered submarines, which shown speeds in excess of 22–25 knots submerged. It was expected the Soviets would build similar submarines en masse. The admiralty then changed its requirements back to steam turbines, which delayed the development of what became the Type 12 frigate variant. Steam turbines were also quieter than diesels, and could reach the desired speeds. At the same time, automation on new steam power plants enabled to decrease the crew significantly, making diesels even less desirable. However, this powerplant was less affordable, and coupling it to a common hull frigate with the right range for Atlantic convoys while, at the same time, being suitable for screening carrier task forces became a nightmare and its development was delayed for a full decade.

Still under budget restrictions, there are proposals to convert the now surplus Dido-class cruisers or brand new Daring-class destroyers as picket ships. But they simply lacked the space to combine the processing of radar and communications with their dual-purpose AA guns. That integration proved quite complicated. In the end, this benefited to the previous type 61 diesel air warning/aircraft direction frigates, which programme was completely revived. The Type 12 steam powered ASW frigate were derived in 1950 from the Type 61. They shared the same hull, but the internals were completely reworked to replace one powerplant for another. They also replaced the steam-powered Type 11 cancelled in 1945.

In the end, the Type 41 first batch was ordered in June 1951 to Fairfield and Hawthorn Leslie and in August, to HM Dockyard, Devonport, for a faster delivery. She was indeed laid down first in January 1942, then launched as a prototype in June the next year, completed in February 1957 while the three other’s keel laying was delayed for a year and a half, to the summer 1953. They were launched in 1955, completed in 1958, even July 1960 for the last in class, F99 Lincoln. These delays were explained by rapid changes in priorities and the whole cancellation of the next three in a programme of seven frigates, but only after a delay in 1961.

Design of the class

The Type 61, compared to the Type 41, still carried the same Mk.6 4.5-inch gun turret, but only forward. They also had a 100 tons extra capacity for fuel and thus ended with the longest range of these early frigate variants at 5000 nm at 15 knots (4,500 nm Type 41, 3,500 nm for the Type 12). The sacrifice of a turret was needed to make room for the aircraft direction equipment. One key aspect of the design was to be able to accommodate the 200 km (120 mi) range Type 982 rake Air Warning radar, coupled with a Type 277M search and height finder, in addition to the same radars carried by the Type 41. This addition meant 23 tons only, over a saving of 115 tons.

The Type 61 later were modernized with a high-mounted 4-ton antenna, for the Type 965 (AKE-2) radar. Their fundamental role was to provide extra distant stations for aircraft carriers, to track incoming air attacks, something pioneered by the USN with their own picket conversions against Kamikaze. Now they were intended to warn the task force against incoming soviet bombers armed with missiles, before they came in range to launch them. Both in long range attacks by the fleet air arm against an enemy formation, or in amphibious operations, they were direct and communicate with both FAA and/or land-based fighters.

Hull and general design

The Type 61 displaced 2,170 tons standard for 2,400 tons full load, which was way more than the Type 14 conversions of old (1180/1535 tonnes FL). They were also larger in dimensions with an overall length of 340 ft (100 m) and beam of 40 ft (12 m), draught of 15 ft 6 in (4.72 m). Compared to this, the Type 14 measured 310 ft long for 33 ft in beam and 15 ft in draught (94.5 x 10.1 x 4.6 m). However, the hull was shared with the Type 41, and thus, dimensions were similar.

It seems however the Type 41 had a greater draught at 16 ft (4.9 m) for an overall displacement that was much greater at 2,300 long tons (2,337 t) standard and 2,520 long tons (2,560 t) full load. The hull shapes were the same, with the characteristic raised bow flush deck except the stern lower deck, bulky structure full beam, supporting the low-mounted bridge and supporting two main masts, which shape and strength was different from the type 41 due to their sensors, but still lattice types as completed.
However after refits, both their foremast and aft masts went from derrick to a “mack”, fully enclosed with the diesel exhausts pipes. The aft mast was also made thicker and much taller to support the larger aerial. It was theorized that Type 61 could be paired with Type 41 for AA defence when needed, the former bringing better awareness of the battlefield, the second the firepower.

Powerplant

The Type 41 and 61 shared the exact same powerplant. They had two propellers for agility, with each of the two shafts mated via a gearbox to two pairs of diesels, for eight total. These were Admiralty Standard Range Mk.1 (ASR1), specially designed for the “universal hull” frigates classes. They were disposed in two pairs, split in two engine rooms.
The engines were connected to the drive shafts by fluid clutches and reduction gearboxes. A pair of diesels was kept to drive 360 kW alternators to provide on-board electrical power.
These Admiralty Standard Range ASR1 diesels developed each 1,800 bhp, for a total of 14,400 shp (10,738 kW).
The fuel tank capacity was 220 tons.

Top speed remained at 24 knots (28 mph; 44 km/h), albeit the Type 61 were 150t lighter and thus a bit faster on trials. The range remained excellent at 7,500 nmi (13,900 km) at 16 knots (30 km/h). However, they are widely diverging figures. These diesels proved however unreliable at first, with teething issues in service, that were gradually until reliability became satisfactory.
The Type 61 were also fitted, like the type 61, with an early type of hydraulic stabilizer system, two fins that could be extended outside port and starboard, from a compartment between the two engine rooms. It was Gyro controlled, with a relatively simple control system, and proved very effective in use. The roll was reduced by 20°+ from a manual control on the bridge, but this cost some speed at flank speed due to the drag.

Armament

The main difference between the Type 61 and 41 as said above was the deletion of the heavy aft main gun turret. This saved about 170t that were barely affected by the installation of all the extra radar systems. Space was also needed for this. So, the Type 61 went from two Mark 6 dual 4.5 inches to one forward, with the AA completed for closer ranges by twin 40 mm Bofors gun STAAG Mark 2. Later in their career, Lincoln and Salisbury saw the installation of Sea Cat SAM systems in replacement for their Bofors. The two others replaced their mediocre STAAG mounts by simple Mark 5 Bofors. Like the Type 41 they also kept some ASW capabilities with their aft deck Squid A/S mortar.

QF 4.5-inch Mk VI

The gun itself was designed from 1936 and operational in 1938, notably on aircraft carriers as main armament. It evolved considerably, and the Mark 6 was the result of a QF Mark V on mounting BD Mark VI. It was planned for the cancelled Malta class carriers. They however saw the adaptation to a new type of boxy turret and became the go-to late artillery system on 1950-60s British escorts, with the Leopard-class frigates and County-class destroyers having two, three for the Daring-class destroyers.
Specs:

Derived from the Mark V, it was designed from the outset for anti-aircraft use. It was given a remote power control (RPC, guns automatically trained and elevate towards the target as enslaved to the director) plus the highest rate-of-fire because it was assisted by automatic ramming. The mounting UD Mark VI had separate high-angle and low-angle hoists for two ammunition types, the AA and SAP/HE plus a third for cartridges. The rate of fire of the Mk V went up to 24 rounds per minute when power-loaded. It used a vertical sliding block for quick reload, semi-automatic, above 24 RPM recorded, power-loaded, 14 human loaded, 18 in burst mode, on the Mk VI UD mount, and a muzzle velocity beyond 2,449 ft/s (746 m/s), max range of 20,750 yd (18,970 m) at 2,449 ft/s (746 m/s) and a 41,000 ft (12,500 m) ceiling. The mount allowed a +80° elevation.
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STAAG 40mm Bofors Mk.2

Like the Whitby and Leopard, the four Type 61 had a single twin STAG mount, heavier than standard Mark 7 mounts, radar-assisted. The Mark 7 were ultimately judged superior.
It was a 18 ton mount, wit the gun Bore 1.57 in, rate Of Fire 240 rpm, max range 10,180 m. Integral Director, Power Operated.
Projectile Mass 21,2 kgs (warhead 0.9 kgs), muzzle velocity 881 m/s.

Squid ASWRL

The SQUID MORTAR/BOMB – Mk IV was a British Late World War II ship-mounted anti-submarine mortar composed of three tubes with limited elevation, launching automatically preset depth charges, replacing the Hedgehog. The Squid launched 390 pounds (177 kg) DCs topped with a 207-pound (94 kg) minol charge which had a sink rate of 43.5 ft/s (13.3 m/s), clockwork time fuse with last moment updates and max depth of 900 feet (270 m), creating a triangle pattern c40 yards (37 m) wide, 275 yards (251 m) ahead of the ship.

Sensors

Type 960 Air search Radar

The Type 61 comes out with a singular primary aircraft direction equipment that was the Type 960 radar, used for aircraft warning. Model operating in 450 kW VHF band long-range as warning radar. It was coupled with the Type 982M radar for extra 3D cover and better air control over land. The first was replaced later by Type 965P or AKE-2 for Salisbury (1961–1962 refit), Chichester (1963–1964), Llandaff (1964–1966) and Lincoln (1966–1968).
FRQ 86-90 MHz, PRF 250 Hz, pwt 5 and 15 µs, bmwt 35° with a range of 175 NM (≙ 324 km).

Type 965 Air search Radar

The Type 965 (AKE-2) was caracteristic, with its large “double bedstead” antenna. The Type 982M radar had the smaller “hayrake” antenna.

Type 986 ASR (Refit)

In the late 1960s Lincoln, Salisbury, Llandaff as well the carriers Ark Royal and Bulwark received the new Type 986 radar using the 982 antenna, as partial substitute for the 984 3D radar lost with the strike carrier program’s cancellation. The Type 986 radar replaced the Type 984 and gave more accurate and short-range definition of closing air targets, up to 120 kilometres (75 mi). This was a partial replacement, lacking the 984 system’s ability to rank and prioritize many targets for IFF and vectoring air interception. The 965 twin array radar was judged obsolete by the 1970s.

Type 293Q Target Indication Radar

WW2 legacy radar entered service in 1945. It had a 500 Kw PP, FRQ 2,997, wavelenght of 100. Replaced by the Type 993 target indication radar.

Type 982 Aircraft direction radar

Parabolic Mesh. Frequency 3000 Mc/s. Wavelength 10 cm. Vertical beam 30°, Horizontal 1°, PP 500 Kw, 7 rpm, Bwidth 1000 Kc/s, Range 310 yards.

Type 277Q height finding radar

Fry-pan style small ship radar, operating in S band for surveillance, height finding and surface warning. FRQ 2,940-3,060 MHz. PRF 500 Hz, pwdt 0.7 or 1.9 µs, PP 400 Kw, bwt 4.5°.

Type 974 navigation radar

Operating in the X band for surface search, pilotage and navigation, militarized Commercial Decca Marine Radar Type 12. FRQ 9,345-9,405 MHz, PRF 1000 Hz, pwt 0.14 or 0.26 µs, bwt 1.6°, PP 7 kW, range 25 NM (46 km), accuracy 2%

Type 275 fire control radar

Initially used on British cruisers in 1944-45. Used for the 4.5 in turrets. FRQ 3,450 to 3,614 MHz (F band), PRF 500 Hz, pwt 0.5 µs, PP 400 kW, range 16 NM (30 km).

Type 262 fire control

Developed in 1958 for use with the Sea Cat or 40 mm Bofors, as X band naval fire control radar. FRQ 9.67 GHz, PRF 1.5 kHz, pwdt 0.5 µs, bmwt 5.2°, PP 30 kW, range 29 NM (54 km).

GWS 20

The Seacat missile system installed on Lincoln (1966-1968) and Salisbury (19671970) used the GWS 20 optically guided system shared with the modernized Rothesay-class frigates.

IFF: Type 1010 Cossor Mark 10

No Data

Sonar suite: Type 174 search sonar+ 170 attack sonar

The first was a Medium range passive search sonar. The second was introduced in 1950, fitted under a dome that was tear-dropped shaped. Inside was a double faced oscillator that could be rotated electrically, and either face of the oscillator could be shut off from the sonar control room. Frequency range 14 to 22 Kcs.

⚙ Type 41 specifications
Displacement	2,170 tons standard, 2,400 tons full load
Dimensions	340 x 40 x 15 ft 6 in (100 x 12 x 4.72 m)
Propulsion	2 shafts, 8× Admiralty ASR1 diesels: 14,400 shp (10,738 kW)
Speed	24 knots (44 km/h)
Range	220 tons fuel oil 7,500 nmi (13,900 km) at 16 knots
Armament	1×2 4.5-inch Mk.6, 1×2 40 mm STAAG 2, Squid A/S mortar
Sensors	Type 960 ASR, 293Q TIR, 982 ADR, 277Q HFR, 974 NAR, 275 FCR, 262 FCR, 1010 Cossor Mark 10 IFF, 174, 170 sonars
Crew	235

Career of the Salisbury class

HMS Lincoln on 1972
The Type 61 were used in Operation Musketeer, the 1956 Suez Crisis, guiding FAA Hawker Sea Hawk and English Electric Canberra/Vickers Valiant bombers from land air bases over their targets. They also vectored in air interception in complement to strike operations. Later with a fleet of mostly small light fleet carriers, first-generation jets first for slow-moving carriers, a second flotilla of four extra Type 61 AD frigates was planned. But then in 1961–62, HMS Ark Royal‘s issues were resolved, and the new Victorious and Hermes, rebuilt, entered service with better Sea Vixens and Buccaneer having radars, and then with the reconstruction of HMS Eagle, it was judged that the four Battle-class AD conversions were suitable as fast carrier pickets overall. The Type 61 just were not fast enough to be useful any more. With the slower 1942 programme light fleet carriers being sold or deactivated, in 1962, orders for extra Type 61s were cancelled, after a second flotilla of Type 41s was abandoned already in 1955, just as the new 2,000-ton ‘East Coast convoy’ Type 42 frigate, after the 1957 Defence White Paper.

The role of the Type 61 became one of a seaworthy air-ocean surveillance ship/air-control ship to escort slow task forces. They were judged in the 1960s more useful than the Type 41 and benefited from a better modernisation. This however threatened by the new 1974 Labour Government in 1974. The two frigates were still deployed East of Suez in January 1976, but Chichester was ultimately struck, Llandaff sold to Bangladesh by late 1976. The ships which had been upgraded with the Seacat missile which was given a life extension in 1976, notably for the “Cod War” with Iceland. Lincoln was seriously damaged during an improvised ramming of an Icelandic gunboat in 1974 (2nd cod war). So back home she became the sole Type 61 to be refitted as a specialised rammer for this. She had a new reinforced bow. However, a settlement was reached in the Third Cod war before Lincoln completed her post-refit its trials. She thus remained in commission to late 1977 for deep water patrol. NATO imposed their refit again due to the latest Soviet diesel subs threat, along the lines of the new Type 23 frigate. Lincoln was thus refitted in 1978 to new standards, with a radical silencing of her diesels relative to passive sonar operation. They were rafted apparently, and other measures were taken.

In 1973, HMS Chichester was downgraded to Hong Kong guard ship, with a reduced gun armament. She kept her twin gun mount, a single 40 mm and two 20 mm. Her radars were removed. The Labour Gvt/ indeed declared that only ASW frigates would be kept. Salisbury and Lincoln alternated between the standby squadron and lengthy re-activations. HMS Salisbury under command of Hugo White still took part in the third Cod War as she was, holding the line against Icelandic gunboats within a 4.8 kilometres (3 mi) multinational fishing fleet area, and bumped seven times with Icelandic gunboats Tyr and Aegir, between March and April 1976.

HMS Salisbury (F32)

F32 Salisbury was ordered to HM Dockyard, Devonport on 21 August 1951, laid down on 23 January 1952, launched on 25 June 1953. After which she was completed and fitted out at Vickers Armstrong Ltd, Barrow-in-Furness and comm on 27 February 1957 (service acceptance) but only commissioned on 27 February 1957 for a total cost of £2,900,000.
In July 1958, she took part in Operation Fortitude, with the carrier HMS Eagle, supporting the airlift of British troops to Jordan after a request by King Hussein of Jordan for more military assistance after unrest created by the creation of the United Arab Republic by Egypt and Syria and 14 July Revolution in Iraq. In 1959, Salisbury visited Cleveland in Ohio, being the first RN warship on Lake Erie since 1812. She was part of the 5th Frigate Squadron in home waters, Mediterranean, Far East, until August 1961. From 1961 to 1962, she was modernised with an improved radar suite and a Type 965 long-range radar, fitted on a plated in Mack aft to replace the previous Type 960 radar, and with the Type 293 target designation radar. The latter was moved forward to a new foremast, and she received improved ESM equipment.
After that refit, Salisbury alternated between home waters and the Far East. On 25 June 1964, she collided with HMS Diamond in the Channel while back from training, and her CO at the time, William Fitzherbert, was acquitted of negligently by a court-martial. After repairs, she was the opening of the Forth Road Bridge by Queen Elizabeth II. In the Far East, she took part in the Borneo Insurgency in 1963.
She ferried Gurkhas and supplied manpower to patrol rivers with her own boats. She patrolled off the coast of East Africa (Socotra patrols). When she experienced vibrations, divers found out her propellers split. She had them changed in a floating dock at Singapore over 30 days. In 1967, she remained in the West Indies, ferrying local police from St. Kitts and Nevis to Anguilla (unrest). She also had to land her own IS Platoon in reinforcement. While back, she was signalled the abandoned German tanker Essberger Chemist, still afloat and dangerous for navigation. She succeeded where the SSN HMS Dreadnought failed.
In 1967–70, Salisbury was modernised, with a Sea Cat SAM installed, replacing her twin STAAG Bofors aft. In 1975 she made the last Beira Patrol and was versed to the “Cod War” patrols in 1976 off Iceland. She was rammed by the gunboat Týr on 1 April 1976, with two more such incidents with Ægir on 20 May 1976.

HMS Salisbury in 1983

In 1977 in the 1st Frigate Squadron, she took part in the Fleet Review celebrating Queen Elizabeth II’s Silver Jubilee.
In 1978, she sailed to the Mediterranean to be demonstrated to Egypt for sales negotiations, but this failed. She was returned to UK. It seems one reason was the removal of the below-deck electronics for the 982 radar, which was updated to 985/6, with solid state and MTI. There were doubts over a possible Soviet handover. Llandaff was also stripped the same prior to transfer to Bangladesh. In 1980–85, she was a harbour training ship at Devonport, before being replaced by HMS Ajax. On 30 September 1985, she was towed out and sunk as a target.

HMS Chichester (F59)

Chichester was ordered to Fairfield Shipbuilding and Engineering Co Ltd, Govan, Glasgow on 28 June 1951. She was laid down there on 26 June 1953 and launched 21 June 1955, then completed and fitted out at British Polar Engines Ltd of Glasgow in May 1958 and commissioned on 16 May 1958 at a cost of £3,291,000.
She joined the 4th Frigate Squadron, alternating between Home waters and the Far East. On 10 September 1958, she rescued the crew of the coaster Concha, which caught fire off Milford Haven after an engine explosion, sending a firefighting party which was unsuccessful. Concha sank while under tow by the tug Sheila. On 2 November 1958, she escorted the Ceylon with the frigate Loch Fyne all carrying British troops from Aqaba in Jordan after a request by King Hussain (see above). She then made a long training tour in the Mediterranean, Far East, back via South Africa and South America. In 1963–4 she was refitted in Chatham, fitted with macks for her type 965 & 993 radar.

In 1968, she was deployed for Fishery Protection duties, and accused of spying on the Soviet Union’s naval exercises. In December 1969 she was deployed on the Beira Patrol, and attempted to stop the supply of oil to Rhodesia via this Mozambique port.
In 1971, she was refitted in Hong Kong as guard ship to replace Type 12 HMS Whitby. Her radar was reduced to radar 978, 993M and 275, with a Mk 6 director for her twin 4.5-in, two single 20mm guns, single 40mm Bofors. With budget reductions after 1974 the “east of Suez” policy meant instead minesweepers were converted to patrol duties. She left Hong Kong in 1976 and returned via Port Stanley (Falkland Islands) after RRS Shackleton was fired on by the Argentine destroyer ARA Almirante Storni. She was sold for BU on 17 March 1981.

HMS Llandaff (F61)

HMS Llandaff was ordered to R & W Hawthorn Leslie and Co Ltd, Newcastle upon Tyne on 28 June 1951, laid down on 27 August 1953 and launched on 30 November 1955 (by Countess Mountbatten, the wife of Earl Louis Mounbatten). She was fitted out at British Polar Engines Ltd, Glasgow with acceptance after trials in April 1958 and commissioned on 11 April 1958, at a cost of £3,393,000.
Llandaff broke away from her moorings in a storm, on 1 March 1956, damaged by collision with HMS Bermuda, Russell and a merchant ship, but she was accepted into service nevertheless.
She was the first ship trained by the newly created Flag Officer Sea Training organisation at Portland and was recommissioned at Singapore in 1967, back home in September 1968, Devonport in 1970. In June-September 1968, Llandaff made a ‘show the flag’ trip via the Solomon Islands, Cairns in Australia, Auckland NZ, Fiji, Rotuma, Gilbert Islands, Honolulu, Monterey, Long Beach for refuelling, and went back to the Atlantic via the Panama Canal, Barbados, Azores and Devonport.

Fate: She was sold to Bangladesh 10 December 1978 as BNS Umar Farooq. Claimed in some sources, sold for breaking up in April 1983. It was not the case. Umar Farooq became a training ship for officers under-training and sailor, with a long refit for new accommodations, including for female officers. Bangladesh had some before the RN. She also took part in flag-showing visits abroad, notably a goodwill visit to India, Pakistan and the Maldives in 1989, the Korean International Fleet Review in 1998. More recently, she took part in the 2014 search for Malaysia Airlines Flight 370. She formed the 7th Frigate Squadron in Chittagong. In 2016, she was sold for scrapping on 19 November.

Lincoln (F99)

Lincoln was ordered to the Fairfield Shipbuilding and Engineering Co Ltd, Govan, Glasgow on 28 June 1951. She was laid down on 1 June 1955 and launched on 6 April 1959. She was fitted out by Cammell Laird and Co (Shipbuilders and Engineers) Ltd, Birkenhead for a completion and service in July 1960, commissioned on 7 July at a cost of £3,685,000.
On 13 July 1965 she was recommissioned in Singapore Dockyard under Cdr. DC. Nairne, Far East, seeing the Indonesian Conflict, visited Subic Bay in joined US exercises, Hong Kong as guard ship. She returned to Plymouth in 1966. No logs 1967-73. In October 1973 she took part in the Second “Cod War” under Cdr. D Howard. She was rammed in the stern during the 1st Cod War so she was afterwards modified, receiving two lengths of railway line welded on her stern. She was damaged however on her port and starboard sides when sandwiched between a trawler and the gunboat Aegir. She was back at Chatham for repairs.

In April 1974, she was decommissioned at Chatham, placed in reserve. For the 3rd Cod War in 1976, she received improved wooden padding on the bow to be herself capable of ramming. She also has her hull stabilizer fins removed, and saw sea trials when a settlement was reached and the war ended.
In 1976 the New Zealand Government approached Britain for a new ship to replace HMNZS Taranaki. HMS Lincoln was one of four RN frigates offered for sale but it was rejected on the ground she had her 174 Sonar removed and not easy to refit. She made a tour of duty in the Arctic Circle and became guard ship in Gibraltar and made her final standby squadron in Chatham by December 1977, proposed for sale to Egypt in 1978, which went through. The Sale to Egypt in 1978 was cancelled.

In 1979, she became a training ship for submarine engineers, having the same diesels as in the Oberon-class submarine. She roamed Arctic waters escorting HMS Bulwark during the sea trials of the Sea Harrier. Her 966 and 986 radars matched the carrier’s own 986 radar, monitoring activity (notably Soviet incursions) over Scandinavia. In 1981 Lincoln was proposed for sale to the Bangladesh Navy, but declined and was instead dismantled in 1983.

HMS Exeter

Planned FY1951, delayed, cancelled under the 1957 Defence Review

HMS Gloucester