under construction at the Beardmore Works, Inchinnan, near
outer cover being sewn in to place
R34 at Inchinnan, Glasgow, Scotland, March 1919
with a trial flight and crew, over Renfrew, Scotland
Control Car and front engine car
The transatlantic routemap of the R34
R34 preparing for the journey at Inchinnan, Scotland
Coxwain, rating at elevators and WT Operator
from rear aft of the ship, half way across the North
Servicemen rush to catch hold of ship
Moored up on the three wired system
Officers holding and taking instructions from the forward
Maitland at the window of the Command Gondola
rear power car being hauled down
Servicemen take over the mooring.
Hensley US Army Air Service, Unknown and Sq Lrd
of the New York Times
of the crew with a gramaphone presented to them
by Eddison. Whoopsie, the first transatlantic
cat, can be seen seated in the lap of a crew member
the hydrogen was undertaken by gas cylinders.
stockpile of hydrogen cylinders
R34 over Pulham airfield with the ground crew
saluting the incoming ship on the tank used for
towing in the ships.
Captain Scott on the successful return
Scott reads a telegram congratulations to the
officers and the crew, on the record breaking
voyage, from the King on return to Pulham
R34 Crew - notice the crew pets - two dogs, and
a cat called Whoopsie. Whoopsie accompanied the
stowaway William Ballantyne to America.
R34 comes to ground, 28th January 1921, whilst
emergency moored at Howeden, the ship breaks up
during a gale.
the members of her crew, His Majesty's Airship R34 was known as
'Tiny' - inevitably. The ship was enormous: as big as a contemporary
'Dreadnought' battleship. Her overall length from bow to stern
was 643 feet, twice as long as a football field; her maximum diameter
was 79 feet and her overall height just short of 92 feet. Her
cost was around £350,000 and her total gas capacity was
1,950,000 cubic ft, giving a gross lift of about 59 tons and a
disposable lift, when the weight of the structure and permanent
fittings was discounted, of 26 tons. Like her sister ship, five
engines were fitted, each of 250h.p
At the time, German technical development had been kept under
close observation and R34, in particular, had departed from the
engine plan of L.33 to follow instead that of the later and more
advanced L.49, which had been forced to land in France in October
1917. The former ship had boasted six engines: one to each of
the three forward propellers, one to the rear propeller and two
driving small 'wing' propellers by shaft. On the latter vessel,
the designers had done away with this cumbersome arrangement,
eliminating one engine and the two wing propellers entirely, harnessing
the power of two rear engines to a single enlarged propeller.
contract for the construction of the R34 had been signed out to
William Beardmore and Company. The Beardmore Company was one of
the most diverse and enterprising heavy engineering companies
on Cyldeside. By 1916, the company was employing some 15,000 workers,
who were producing a range of vehicles, ships and items specifically
for the Government in the war effort. The company had already
proven itself in airship production with being awarded contracts
and completing the R24 and R27. To build these airships, the company
had acquired a peice of land, some 600 acres at Inchinnan on the
south side of the river Clyde. The contructional site location
today is located just over a mile fom the current Glasgow Airport
location. The shed was created for the consturction of the R24,
and simliarly to the construcional facility at Cardington, the
Beardmore company also provided houses for the airship workers.
Some of the housing, known and Beardmore Cottages, is still present
in the village of Inchinnan.
R34's construction details have been frustraitingly sparse as
the Beardmore Factory and records office suffered from the German
bombardment during WWII and was destroyed during a heavy night
of bombing in 1941. However there are some constructional details
which are availalbe. As with airships consturcted at the same
time, the basis of construction was the same.
whole framework was varnished to prevent atmospheric corrosion
and heavily braced by wiring. Lengths of linen fabric were stretched
between each pair of frames, where they were attached by laces.
Narrow strips were then glued over the lacing and the covering
of the hull was painted with dope containing aluminium powder,
to reflect sunlight and so reduce superheating. In the chambers
formed by the main circumferential frames and the longitudinal
girders were the gasbags, nineteen in all and made of one thickness
of rubber-proofed cotton cloth, varnished and lined with goldbeaters'
skins. Each gasbag was contoured to fill all the available space
and was surrounded by cord mesh to prevent chafing against the
girders. Following the same design as the R33, beneath the main
body of the airship, suspended by long, wooden struts and braced
rigging wires, were four small gondolas.
further details on the R34 can be read on the life of the Chief
Inspector of the wiring team at the Inchinnan works,John S Richardson,
can be found with a link to his son's blog
designed in the R33, the forward gondola, appeared to be a single
unit some fifty feet long, but was actually made up of two parts
separated by a narrow gap, intended to prevent vibration from
the engine affecting the W .T. equipment. Incorporated in the
forward section were a control room and a small wireless cabin,
below which, during flight, trailed a long aerial.
control cabin was fronted with 'Triplex' safety glass and had
handling rails mounted on each side. Here were the steering and
elevator wheels, the gas-valve controls, the engine telegraph,
the various navigational and WT instruments and the toggles controlling
the emergency forward water ballast. Connecting the control-cabin
with the keel was a ladder, protected from the elements by a streamlined
canvas cover. Another cover similarly enclosed the numerous control-wire
connections that led up into the hull.
the rear section of the forward gondola was the first of the engines,
driving a single pusher propeller 17 feet in diameter. In the
middle of the lower hull amidships were the two smaller 'wing'
gondolas housing an engine together with reversing gear -a refinement
that enabled the airship to be operated if those in the main control-cabin
failed. The rear car was ringed with a rail to assist handlers
and, as with the forward gondola, two 'bumping bags' of compressed
air were positioned underneath to help cushion landing shocks.
Each of the five engines was a Sunbeam 'Maori': a new type designed
for the Wolverhampton firm by a Frenchman, Louis Coatalen, and
intended specifically for airship use but clearly inferior to
the Rolls Royce engines used by earlier British rigids. Unfortunately,
no Rolls Royce engines could be made available as all those produced
were now reserved for aeroplane use.
Sunbeams had been accepted reluctantly. Each engine had twelve
water- cooled cylinders, which were intended to produce full power
at a theoretical 2,100 rpm, although in practice it was rare for
1,600 r pm to be exceeded. In the forward and wing cars, the radiators
were mounted externally and controlled by folding shutters. The
after gondola of R34 contained two engines geared to one propeller.
The engines were each fitted with a hand starter, while the drive
to the propellers was through a sliding Hele Shaw dog-clutch and
a reduction gearbox with a ratio of 1:3.86.
The clutch enabled the engine to be started and warmed up before
flight without endangering the handling-party and made it easier
to carry out repairs in the air. If the engine should be stopped
during flight, the disconnected propeller could rotate freely
in the airstream to reduce head resistance, although if it was
required to remain stationary for landing or any other reason,
a special brake was provided for this purpose. Assuming that the
airship was still moving forwards, the engine might then be started
by releasing the brake, engaging the clutch again, and allowing
the airstream to turn the engine.
In addition to the gondolas, a considerable amount of space was
available also inside the hull and invisible to the outside observer.
Running almost the entire length of the ship was a long keel corridor,
consisting of a succession of A-shaped frames standing on the
two lowest girders, and with three auxiliary longitudinal girders
of their own to fence off the surrounding gasbags.
its widest part, this corridor was about 10 ft across, narrowing
somewhat towards the extremities. Leading to the wing and after
cars were narrow ladders, fully exposed to the force of the elements.
It had been discovered following tests on R33 that the turning
co-efficient of the two airships was 6.4, giving a minimum turning
circle some 4,100 feet in diameter. However, so strong was the
effect of the slipstream of the after propeller acting on the
rudder, that with the forward engine still and the wing propellers
both running in reverse, it was possible for R33 and R34 to pivot
virtually on the spot.
Designed slimmer than the theoretical ideal, the aerodynamic shape
of R34 was a distinct improvement on most earlier designs - her
total air resistance being only seven per cent of a hypothetical
flat disc of the same diameter. In later airships, this was reduced
even further, but in her own day the streamlining of R34 was excellent
and twice as effective as that of her British predecessors.
though the R34 was designed during a time of war, the R34 was
never fitted with a full armament. In addition to bomb racks,
the original plan had been to include a ventral 'gun house' behind
the rear car, which would carry a one-pounder Pom-Pom and two
Lewis machine guns. Another Lewis gun was to be mounted on the
rear platform behind the tail, while six more were to be shared
equally among the two wing-cars, the forward gondola and the top
further arsenal of weapons was tp include two-pounder quick-firing
guns which were to be placed on each side of the hull and two
more were to join the Lewis guns on top. This heavy armament was
presumably intended for defence against German Zeppelins, but
in the event the gun house was never fitted and the number of
guns was considerably reduced. The original specification showed
that her bomb-load was quite considerable: twenty at 100 lb and
four at 550 lb.
The firm of William Beardmore and Company Ltd. of Inchinnan near
Glasgow began work on R34 on 9 December 1917 and she was completed
just over a year later. Preparations to H.M.A.R34 were completed
in December 1918 and her lift and trim trials were carried out
successfully on the 20th of that month. By the time R34 was ready
for her test flights, the war was over and she was too late to
see active service.
30th December 1918, while bad weather delayed the trial flight,
the Admiralty agreed to lend their airships to the Air Ministry
for long-distance trials. R34 was specifically mentioned but because
of the persistently bad weather it was not until the following
March that she left her hangar at lnchinnan, near Glasgow, where
the Beardmore Company had their works.
14 March,1919 R.34 was brought out from her hangar and her crew
began the task of accustoming themselves on the ship. The maiden
flight lasting nearly five hours, was uneventful and the ship
was returned safely to her shed. On 24th March, despite cold,
windy conditions with intermittent fog, snow and hail, R.34 left
lnchinnan in the late afternoon for a more extended trial.
She flew down the Clyde, and then turned to fly over the North
of England, towards Newcastle, then turned and returned via Liverpool,
over the Irish Sea to Dublin, and returned via the Isle of Man.
During this trial it was discovered that her elevator had jammed
down, lifting the nose up, after bringing the ship to an even
keel, the ship was nursed home to Scotland.
real damage had been done, but on return on the base, the ship
was badly handled by the ground crew, which caused damage to her
propellers and some of the main girders. The damage caused the
ship to be laid up to be repaired, it was this incident which
caused the delay in the trip to the USA, and hence loosing the
title of the "first to cross the Atlantic" to Alcock and Brown.
R34 was ready for service again at 6.00pm on 28th May and the
ship left Inchinnan for her new home of East Fortune, the main
airship base on the Firth of Forth. The R34 was enveloped in fog
and so headed out to sea to wait an improvement in the landing
conditions . The ship had to wait longer than expected and finally
landed at 3.30pm the next afternoon, the crew hungry after 21
hours as no food had been carried on board this flight.
plans for the transatlantic voyage were hurried forward . Two
weeks after arriving at East Fortune, the R34 flew with the R29
over Edinburgh and Berwick. This short 6-hour flight was to confirm
the stability of the ship. On the evening of the 17th June 1919
the R34 was sent on an endurance voyage to give her a proper test
before her major flight. The idea was that the ship would be scouting
the German Baltic Shores.
ship carried out its duties and also flew up to Denmark, Norway
and Sweden. The ship landed after this endurance trial on the
morning of the 20th June after a trip of 54 hours.
The Air Ministry had now finally decided to take the R34 to the
USA, and a northerly coastal route was decided in case the ship
ran out of fuel, then she would never be too far from landfall.
Two warships, the Renown and Tiger were offered as supply vessels
in case the ship would come in to difficulty and also to offer
meteorological reports. It was agreed that if the ship did get
in to difficulty, then the R34 would be taken in tow.
The plans which were being arranged in New York were the supply
of hydrogen for the ship, and a party of 8 experienced airmen
were dispatched to America to arrange and train the main part
of the American ground crew. The Americans had at that time, no
experience of a rigid airship.
the Admiralty, a room was set a side for wireless messages. A
map was also provided for the ship's progress. At East Fortune,
further alterations were being made to the ship itself for the
voyage. Food lockers replaced bomb racks, which had been installed
at her construction, and a compass was placed on the upper gun
platform in order that the magnetic field would not be interfered
with by any of the electrical equipment.
Additional tables and new wash basins were added in the crew space,
and furnished with lightweight curtains to stop the drafts from
the interior of the hull. Along the keel an additional 24 petrol
tanks were fitted bringing the total fuel capacity to some 6,000
The crew were divided in to two watches for the trip. In addition
to the RNAS uniforms, the crew was issued with heavy duty flying
suits, which were redesigned to include parachute harnesses and
integral life saving collars. Some 112lb of mail and parcels were
loaded aboard the ship for delivery to the United States, including
letters from the King and Prime Minister, to the President of
the United States.
The Atlantic Flight
On 1st July 1919 the ship was gassed to its limit and loaded to
its full capacity, and by the end of the evening the ship was
ready to go. The ships official departure time was set at 2.00am
(GMT) on 2nd July in order to obtain the maximum lift from her
gasbags. The ship was eased out of her shed slowly by 700 members
of the handling party. The weather forecast was favourable and
Major Scott decided not to wait any longer, and at 1.42 am (GMT)
the signal to release was given and the R34 lifted slowly in to
the misty night sky.
The engines were signalled to commence and the propellers roared
into life. The ship was on the way to America, but was so loaded
for the journey, that even with the forward momentum of the engines,
she very slowly gained height. The R34 travelled along the Firth
of Forth, then at a height of 1,300ft she cleared Rosyth, Glasgow,
and down the Clyde by daybreak.
on board began to settle in to routine of the agreed scheduled
watches, meals and rest times. Strains of jazz could be heard
through the ship from the gramophone , which was carried on board
for the entertainment of the crew. Crossing the ocean, the morning
fog lifted and the crew saw that they were stuck between two cloud
layers, the upper obscuring the sun.
wireless operators were finding that these weather conditions
were causing electrostatic shocks from the equipment. The clouds
soon parted and the sun broke through. Major Scott was wary of
the effect of superheating on the gasbags, and wanted to avoid
at all costs the valving of hydrogen at this early stage of the
flight, and so he bought the ship down low into the layer of fog,
which protected the ship from the sunshine and soon cooled the
gas. The ship carried on with her voyage at a steady pace, and
The main upset occurred at 2.00pm on the first day. It was discovered
that a stowaway had managed to creep on board the ship, and hide
up in-between the girders and the gasbags inside the hull of the
ship. Before starting on the voyage, it was decided that some
of the members of the crew, including W.W. Ballantyne , must be
left behind, the numbers being limited of necessity to thirty
on the voyage.
hours before the flight, William Ballantyne managed to climb back
on board the ship, and hid himself in the darkness of the ship.
He had also carried with him, the crews' mascot, a small tabby
kitten called "Whoopsie". Both of these stowaways had hidden themselves.
But the cramped conditions and the fact that the smell of the
gas had made Ballantyne nauseous, made him give up and come out
The dishevelled stowaway was brought in front of Major Scott and
Maitland, and it was decided that there was actually nothing they
could do about it. It was agreed that had they been over land
then Ballantyne would have been put overboard by parachute, but
as the next landfall was in fact America, he was to stay on board.
The only problem that could occur was the strain on the very limited
and controlled resources.
Having been quite ill for some time, he was rested on one of the
hammocks, and attended to by Lieutenant Luck. When he recovered,
Ballantyne was, as with traditional stowaways, made to work his
passage as cook and often having to hand pump the petrol into
the tanks. As to the second stowaway, Whoopsie, it was deemed
that the oldest airman on board, 42 year old George Graham accepted
responsibility for the cat, and Whoopsie worked her passage throughout
the rest of the voyage, providing entertainment and comfort to
the other crew members.
The weather slowly worsened, and all the ships engines were engaged
to full power as the wind speed increased and a storm began to
approach. The next morning the R34 was halfway across the Atlantic
but the weather was continuing to deteriorate. However throughout
the day there were some breaks in the weather causing the ship
to be able to view the transatlantic shipping traffic below, for
some 50 miles in each direction.
the evening the weather became increasing stormy and the wind
turned head on to the ship. Coming up from the southeast, the
winds were blowing at about 50mph causing the ship to fight her
way forwards and sideways.
Throughout the night, Major Scott tried to move the ship up higher
to avoid the wind, but if was found to be the same at each level.
By morning the cloudbank had moved away and clear skies brought
a sight of a 150ft iceberg below the ship, further behind it smaller
bergs and pack ice was visible. The clouds soon returned as Newfoundland
was not far off the ship, and fog enveloped the ship once more.
was beginning to show by Major Scott as there were no gauges on
the petrol tanks and use of the dipstick showed that there were
only some 2,200 gallons of petrol left. With further strong headwinds
expected down the coast, the thought of getting to New York without
stopping was looking more unlikely every hour that drew on.
The ship flew over Labrador and at 12.50 the land was sighted
for the first time. Now the ship had to follow the coast down
and head for it's landing place at New York. With only 500 gallons
of fuel left, the ship was bought down to 800ft to try and escape
the worst of the headwinds. From this height, the crew had superb
views of the North American forests and could see, smell and hear
ship had been in the air for 4 days and the crew was beginning
to tire. Emergency preparations were tentatively being made in
Boston for emergency landing there, but the ship continued on
her voyage. Each fuel tank was inspected and whatever was left
in the bottom of the tanks was collected and poured in to the
main tanks to keep the engines running. The 12 British ground
crew which had been sent on ahead by ship, to make arrangements
for the landing, had heard from Scott about the critical fuel
situation, and started up for Boston, and had already made preparations
for a landing at Massachusetts.
it was decided that ther was enough fuel left in the tanks, as
John Shotter worked with many of the crew members to use jam jars
or whatever tehy coul;d find to carry any of the dregs of fuel
from the tanks, to the engines. Major Scott made the decision
that they did have enough fuel to continue onto the agreed landing
area at Roosevelt Field, Mineola, Long Island, New York. In the
last hour of the flight, the crew busied themselves in making
By 9.00am Mineola came in to view. The landing field had been
prepared with 20 tonne concrete mooring blocks. All the carparks
were full and a huge grandstand had been erected for local and
national dignitaries. Major Jack Pritchard donned a parachute
and whilst the ship circled overhead, dropped to the ground and
became the first man to arrive in America by air.
hastily arranged the ground crews, and helped ease the ship to
the ground. The R34 landed at 9.54am after 108 hours 12 minutes
flying time. This became the world endurance record breaking that
set previously by the British NS 11. There were 140 gallons of
fuel left on board, which was sufficient only for another 2 hours
flying at reduced power.
Landfall in America
ship was only in America for 3 days. During this time the crew
were allowed to rest and have hot showers, they attended a constant
series of events where they were saluted for their historic crossing.
The people of New York lavished their generosity on the crew and
they were bombarded with offers of invitations to formal functions
during their stay. Many dinners and parties were provided for
the crew member, many had never been entertained at this level
engineering crew stayed with the ship ready to give the engines
a long-awaited overhaul and a full check over in preparation for
their return voyage home. It was found that that no repairs were
necessary and the engines had performed well. The propellers had
accumulated a thick coating of engine oil and this was proudly
removed by a local firm, free of charge and just happy to offer
assistance to the crew and to the ship.
The R34 was in very good shape, and moored to a three-wire system
at the bows, whose own lift kept the wires taut. However some
of the guide wires caught and tore one of the pannels in the nose.
This was hastily repaied with spare canvas covering. The crew
returned to the ship and provisions were loaded back onto the
ship for her return voyage. Some 25lb of mail was delivered to
the ship, for it's return journey to England. The final preparation
was to gas the ship, and this was carried out using thousands
of cylinders of hydrogen gas.
The Return Journey Home
with the flight to America, the R34 would be gassed to capacity
again, and await the coolest part of the day to depart, and so
the ship was finally launched at 6 minutes to midnight on Wednesday
July 10th. The great crowd which had always been around the R34
her entire time in America gave a huge cheer, and the ship was
The wind had picked up before the launch and was gusting at 30mph,
which caused concern, but the ship cleared the landing field,
and made her way eastwards. As a gesture of gratitude to the city,
which had generously hosted her crews, the R34 flew towards the
illuminated metropolis. The ship made her way up to a height of
2,000ft as Major Scott was unsure of the height of the skyscrapers.
Searchlights illuminated the ship as she flew over the city and,
despite it being 1.00am in the morning; thousands of well wishers
took to the city streets and rooftops to wave. The ship then turned
out to the sea and headed on towards home.
Very good progress was made during the night as the ship had the
advantage of a strong tail wind, and her speed increased to 90mph
as she flew in the prevailing air current. The forward engine
was rested and still the ship was managing to race along at 90
mph. The crew was unprepared for the swiftness of their eastward
crossing of the Atlantic.
It was considered that, as the R 34 was gaining time on her voyage
and not expending much of her fuel compared to her outward journey,
the ship change her flight route and fly over London before returning
to East Fortune. The return home was uneventful, and the standard
ship routine continued. The only problem occurred when an engineer
fell against the clutch of an engine causing the engine to be
freed and race until destruction because the connecting rods fractured.
The repairs could not be made in flight and so the engine was
stopped, but this in no way impeded the speed of the ship. Due
to this event and not having any spare power in case of emergencies,
it was decided to cancel the voyage over London and head straight
It was not until the final evening at midnight when a message
was received from the Air Ministry to divert the ship from landing
at East Fortune, but go directly to Pulham. It was initially due
to bad weather at East Fortune, but a few hours later a message
from East Fortune confirmed the weather conditions had improved.
A request was put in to the Air Ministry to have the ship return
to East Fortune but this was turned down and the ship was ordered
No reason was ever given for this change in plan and no explanation
can be found for it. The ship carried across the English countryside
and came, rather quietly to Pulham Air Station at 6.57 GMT to
be welcomed by the RAF personnel, which was rather quieter than
that which greeted the ship at New York, and than expected at
The return journey had taken three days three hours and three
minutes. The ship had travelled some 7,420 miles on this voyage
at an average speed of 43 mph.
ship did return to East Fortune and spent 6 months being refitted.
In February 1920 the R 34 then made a seven and a half-hour flight
back to Pulham. The ship remained at Pulham for six weeks where
no flights were undertaken. It was later decided that the ship
be assigned to Howden Airship Station, and she was flown upto
Yorkshire at the end of March 1921.
At Howden the R34 was to undertake further changes, like her sister
ship the R33, to enable her to be moored at a mooring mast. Her
bows were to be altered to allow access to the ship and a mooring
cone was added. The new cone was ordered and placed on the R33
but the R34's mooring gear had not arrived to be fitted to the
27th January 1921 the R34 left Howden on her first voyage for
several months. It was deemed that she was to carry out duties
as with the R32, as an instructional ship for American crew.
R34's final destruction
She carried an instructional crew as part of a training flight
but also to check on the recent repairs to the ship had been successful.
The ship moved out over Spurn Head and during this time due to
confusion with radio messages, contact was lost with the ship.
Maitland decided to recall the ship and the message was ordered
to be repeated until understood. The ship finally heard the signal
and began to return home. Confusion occurred on the R34 as the
navigating officer had lost his way, and thought that the ship
was safe to journey home, however during the voyage the weather
had deteriorated and a heavy fog enveloped the area. The signals
were confused as to the ships exact location, however the crew
continued in the direction of Howden.
By midnight, the crew was settling into their bunks and the watches
were changing when a loud grinding sound was heard and a shudder
went through the ship. The control gondola lights went out and
the crew was thrown to the floor. Upon recovery it was discovered
that at 12.10 am a sudden downdraft had pushed the ship into an
unseen slope of the moors. Luckily the ship "bounced" and lurched
upwards, and the captain rang for the engines to be stopped
The R34 was floating helplessly in the wind whilst the damage
could be assessed. It was discovered that clumps of heather were
stuck to the forward gondola, some of the windows were smashed
and the bumping bags had been carried away. One girder in the
keel had been twisted, tow engine car struts were damaged, the
wireless aerial shortened and the fore and aft propellers were
reduced to stubs.
last assessment of damage meant that the ship was now deprived
of 50% of her power. The remaining engines were started and able
to check the drift of the ship against the wind. The R34 had floated
out over the North Sea, and like her sister ship, limped home
against the wind, damaged and underpowered. By midday the R34
neared Hull, which was only 20 miles from Howden, it then took
three hours the get the ship back to her home landing field. At
3.00pm the sky had grown dark and the landing crew assembled to
haul the ship home.
The ship was almost to the doors of the hanger when a gust took
the ship back out on to the landing field. The wind was gusting
very strongly now, and the handling crew were at times being carried
aloft as the ship bucked in the gale. More damage was done to
the fore and after cars, the rudder had jammed and the controls
were therefore inoperable.
Commander Maitland then had to give the order to abandon ship,
and the crew scrambled safely to the ground. The R34 was then
taken back to the mooring block with the idea to have the ship
ride out the storm on the tree wire system which she had used
Further damage occurred in trying to get the ship moored, a girder
punctured some of the gasbags when it buckled. The ship was finally
moored and it was thought that the ship would be able to survive
the night, however the gales increased in strength and the ships
loss of gas caused her to settle to the ground. Her bows were
smashed and the hull of the ship damaged beyond repair by the
first light of the morning, it was obvious that R34 would never
Within 3 days of the accident, the R34 had been striped of her
equipment and outer cover, anything salvageable from the ship
had been reclaimed and the rest of the hull structure was destroyed.
The sad remains of the R34 were later sold for scrap.