R-17 under construction at the Bethlehem San Francisco yard, July 5, 1918, about five weeks until commissioning. There was a rush to get the boat commissioned and off to the war. But ultimately R-17 was to not see combat in WWI.
National Archives photo.
R-17 heads down the channel at Pearl Harbor, approximately 1923. The minelayer ex-Baltimore (CM-1), once a cruiser and a veteran of the Battle of Manila Bay in 1898, lays at her berth in the background. Her hulk would remain in the harbor for another 20 years until she was finally sold for scrap in 1942.
R-17 is likely headed out on one of her routine 1-2 day training runs at sea. Submerged runs and torpedo firings were likely.
National Archives photo.
R-17 at sea in very rough weather. The sub looks to be diving but men can be seen on the bridge. The sub just happens to be in trough between waves to make it look that way. The triangle painted on the conning tower superstructure has identified this as the R-17. Location most likely off Hawaii, circa early 1920's.
Photo in the private collection of Ric Hedman.
Another photo taken shortly after the one above. The boat is not diving, it is just in a trough between waves.
Photo in the private collection of Ric Hedman.
Photo of five sailors aboard the R-17. The date and location is unknown, but is likely in the mid 1920's. The triangle on the conning tower fairwater, seen above the head of the man in front, has helped identify this photo. The man standing on deck is wearing sandals, illustrative of how the standards have changed over the last 100 years. This would not be allowed in today's Navy.
R-17 making a dive off Hawaii, circa 1925. The large "E" on the side of her fairwater is an award given by the Submarine Force for the boat that has the highest efficiency rating in either engineering or combat systems. It means the boat has been inspected by higher authority and has done really well. It is a coveted award and is displayed with pride by the boat that earns it.
National Archives photo.
Secretary of the Navy Edwin Denby boards the R-17 for a visit at Pearl Harbor, 1922. Hosting the SecNav was a great honor for the diminutive R-17. The crew are turned out in whites on deck. Denby's aides are on the pier and have yet to board. R-16 (SS-93) is moored outboard.
National Archives photo.
Secretary Denby also made an underway on the R-17, evidenced here by this photo which shows R-17 moving down the Pearl Harbor channel flying the large SecNav flag from the top of the shears. There was a stiff following wind, shown by the position of the flags.
National Archives photo.
R-17 moored at her berth at Submarine Base Pearl Harbor, mid 1920's. R-18 (SS-95) is moored alongside. The sailor is a 3rd Class Petty Officer. He may be the topside security watch, but this is not known for sure. Between the sailor and the camera is the T-shaped SC sonar array. It is protected by a metal pipe frame.
National Archives photo.
This photo was possibly taken at the same time as the one above, showing R-17 and R-18 moored at the finger piers at Submarine Base Pearl Harbor in the mid 1920's. Pier space was relatively limited in those days, and mooring in a nest was a common occurrence.
National Archives photo.
R-17 is shown here in the later 1920's at Pearl Harbor, the view is looking aft from the bow. Deck hatch is open to the free flooding superstructure. This is likely a line locker for mooring lines. Note that the forward part of the deck is metal, transitioning to teak planks just forward of the torpedo room hatch. Compare this to the photo above and you can see that this teak decking was added over the top of the metal deck. This was most likely a result of a concern over the slippery nature of a wet steel deck. A sailor can be seen on the dock talking to another sailor in the shade beside the conning tower.
Photo in the private collection of Ric Hedman.
A detail closeup of the photo above. The forward mast was meant to support the extensive set of radio aerial wires and the mine clearance wires. This photo gives a good representation of how much the gun sponson deck was flared out to accommodate the gun.
Photo in the private collection of Ric Hedman.
A different shot of R-17's forward deck in the later 1920's. The open hatch is to the torpedo room. Note that during this time period the hatch did not have an exterior handwheel. It could only be opened from the outside with a large T-wrench. It was thought that the need to open it from the outside was very limited. However, this would change when it was realized that in an emergency situation a diver might need to open the hatch in order to save trapped crew, and a handwheel expedited this process. Handwheels were added in later designs.
Photo in the private collection of Ric Hedman.
R-17's aft deck looking forward, approximately 1925. It can be seen here that the teak decking upgrade ran aft to the engine room hatch, but ended there. The two pipe like objects in the foreground are actually the kingpost and boom of the torpedo handling crane, disassembled and stowed.
Photo in the private collection of Ric Hedman.
A detail shot of the engine room hatch on the R-17. The dogging mechanism consisted of an articulated T-bar with a U-shaped dogging handle. Once the hatch was shut the T-bar would engage the lower edge of the hatch coaming and would be tightened down using the U-shape handle. Later hatch designs were much more complex, but provided a much tighter seal against sea pressure and depth charge shock.
