Torpedo Boat S2 – One Hundred Years Later – exhibition content in English

On October 2, 1925, four vessels of the Finnish Coastal Fleet—gunboats Klas Horn and Hämeenmaa, and torpedo boats S1 and S2—set out from Lypertö, Kustavi, on their traditional autumn training voyage toward the Gulf of Bothnia. Their destination was Tornio.

A storm that gradually intensified tragically altered the fleet’s plans. By the evening of the following day, wind speeds had risen to over 30 meters per second, and conditions aboard the vessels became extremely difficult.

In the raging storm, S2 repeatedly called for help, but no assistance was close enough. The torpedo boat attempted to seek shelter in Reposaari but capsized and sank off the coast of Pori, near the Outoori island group, on October 4, 1925, at approximately 1:25 p.m. All 53 crew members lost their lives.

The other vessels reached different ports with damage: S1 made it safely to Mäntyluoto, Hämeenmaa reached Vaasa, and the flagship Klas Horn sought refuge on the Swedish coast at Härnösand.

A hundred years later, the fate of S2 still serves as a reminder of the power of the sea and the courage of naval sailors. The tragedy continues to live on in the memories of the victims’ families, in naval traditions, and in the thoughts of the people of Reposaari.

Several factors contributed to S2’s fate. One was the condition of the vessels. Torpedo boats S1 and S2 were already old, and deficiencies had been detected in their steam boilers and hull structures. Both Fleet Commander Commodore Gustav von Schoultz and Coastal Fleet Commander Yrjö Roos had voiced doubts about the suitability of the torpedo boats for an autumn voyage.

Another decisive factor was the weather. Roos and other commanders later stated that they had not received a weather forecast from the Meteorological Institute. A third factor was Roos’s unclear actions under the difficult conditions.

The Beginning of Reform
The sinking of S2 sparked widespread discussion about the state of the navy. The accident hastened the passing of a new Naval Act, and in the 1930s Finland acquired several new vessels, including the armored ships Väinämöinen and Ilmarinen, as well as the submarines Vetehinen and Vesihiisi.

The tragedy also led to the founding of the Maritime League (then known as the Naval Association) and contributed to the development of stricter safety regulations and technical calculations for vessels.

Commander Yrjö Ilmari Roos (1891–1926) was an experienced naval officer who had served in the Russian, German, and Finnish navies. In 1925, he was appointed head of the Coastal Fleet, and in February 1926 he became Commander of the Navy.

Roos took part in the decision to carry out the autumn voyage that ended in disaster. Although he had questioned the condition of the torpedo boats, he approved the journey for training purposes.

At the time of the accident, Roos was leading the fleet from the gunboat Klas Horn. He failed to inform the captains of the other vessels of the fleet’s nearest destination, as required, and did not issue a timely order to seek shelter. Instead, the fleet received an ambiguous command:

“All ships remain in the wind as best they can.”

Roos himself requested a court-martial to clarify the events. He was charged with negligence and lack of skill in the performance of his duties.

Although the legal process was still underway, Roos was temporarily appointed Commander of the Navy after von Schoultz resigned. However, Roos died unexpectedly of carbon monoxide poisoning during an inspection trip in the Helsinki archipelago in August 1926. With his death, the trial was discontinued and the investigation into the accident was closed.

The only known eyewitnesses to the S2 disaster were pilots from Reposaari and Säppi, who followed the vessel’s struggle against the storm through binoculars and with the naked eye.

Pilot Johan Nordling observed S2 from the Säppi lighthouse. He reported that the vessel was moving at about 12 knots and at first appeared to head toward Säppi for shelter, but eventually turned toward Reposaari. Nordling saw no lifeboats or crew on deck—only the bridge was visible among the waves. In the end, smoke rose from just one of the ship’s funnels.

At the Reposaari pilot station, pilots Yrjö Aalto and Frans Koskenkangas watched the events unfold. Aalto, using binoculars, saw S2 rise on a wave crest, become enveloped in smoke and steam, and then heel onto its side. Moments later, the hull came into view, and then the ship disappeared. The capsizing occurred at about 13:25. Senior pilot Forss confirmed these observations, reporting that the vessel seemed to drift with the wind before overturning.

These eyewitness accounts became an essential part of the investigation and documentation of S2’s fate.

Immediately after the accident, local Civil Guard (a voluntary paramilitary organization active in Finland in the early 20th century) units from Luvia, Reposaari, and Pori patrolled the coasts day and night in search of S2. The vessel’s fate was gradually confirmed by objects that washed ashore, some marked with its insignia.

Search efforts resumed only after the winter. On the evening of Thursday, June 10, 1926, Reposaari locals Captain Paul Aarnio and merchant Semmi Haapakka set out to search the area where a metal door from S2 had been found earlier that day. They carried with them a self-designed bell device intended for locating wrecks.

That night, their anchor caught on something. The bell device was lowered to determine the material, and when it detected metal, it rang several times. Upon returning to shore, Aarnio and Haapakka reported their discovery to Lieutenant Commander Miettinen, who was leading the investigation.

The following morning, Haapakka, Miettinen, and their team returned to the site. Diver August Rämä confirmed that the wreck lay on its side at a depth of 11 meters, off the coast of Outoori Island.

The first attempts to raise S2 were made by the military together with local operators. Pori shipowner Werner Hacklin offered equipment and proposed salvage methods. Air was pumped into the wreck, and the bow began to rise, but the stern was firmly embedded in the seabed mud.

In July, a contract was signed with the private company Oy Tolfvan Ab to undertake the salvage. The salvage vessels Salvator and Stannum arrived from Germany only at the end of July. The delivery of pontoons and pumps was delayed, and in the end, the pontoons were never used.

At the beginning of August, the operation finally gained momentum. Tolfvan’s divers worked around the wreck, and on August 5, S2 was at last brought to the surface. The vessel was towed by the tug Luis to the Reposaari roadstead (an anchorage area outside the harbor, where ships wait or carry out operations), where it was righted and the clearing work could begin.

The salvage of S2 was observed by a sharp-eyed young photographer: 13-year-old Aate Teräs (1912–1981). The boy from Pori was an eager photography enthusiast and ended up documenting one of the largest salvage operations in Finnish maritime history. His likely assistant was his father, Aksel Teräs (1887–1945).

Teräs’s photographs form a unique record of the S2 salvage and of the funeral held in Reposaari for the victims. The images capture everyday details of a tragic story—divers at rest and the damaged parts of the raised vessel.

Aate’s opportunity to document the operation may have been influenced by his family background: his father Aksel worked as chief engineer on the tug Mars II, and his mother Milja came from the Ahlström family. The family’s means allowed Aate to receive his first camera already at the age of ten.

Although Aate Teräs clearly had a talent for photography, he chose a different path. He studied mechanical engineering and later worked both abroad and in Pori’s industry.

Frans Isak Erkko (1871–1961) was a well-known figure in Reposaari—a former sailor who earned his living as a latrine cleaner. He possessed a peculiar advantage for the job: he had no sense of smell. In the summer of 1926, Erkko was given a task that few others would accept: retrieving the bodies left inside the wreck of S2.

Inside the vessel awaited a grim sight—23 dead sailors. The stench was overwhelming, and many refused the assignment. Erkko did not hesitate. With a handful of helpers, he descended into the muddy depths of the ship.

The bodies were brought up and laid in coffins, then carried to a communal grave in front of Reposaari Church. Erkko received generous compensation for his work and was honored at the funeral. For a time, he became known throughout the country. In Reposaari, he is still remembered by his distinctive nickname: “Paska-Erkko” (a blunt Finnish nickname meaning roughly “Shit-Erkko”, it referred to Erkko’s work as a latrine cleaner).

According to members of Reposaari’s “shore parliament” (an informal gathering of local people to discuss community matters), the S2 disaster remains an important part of the island’s history. Although living memory is fading, the tragedy is still officially commemorated with wreath-laying ceremonies and church services. The memorial sculpture by Wäinö Aaltonen, together with the victims’ grave in front of the church, are central sites of remembrance and key landmarks for the community.

Scale models, photographs, locally curated exhibitions, and lectures also help preserve the memory. For example, the foyer of Reposaari Church hosts a display dedicated to S2.

Members of the shore parliament regard the story of S2 as a symbol of Reposaari’s maritime heritage—heritage that links closely to Finland’s broader national history. Yet one challenge remains: younger generations are largely unaware of the tragedy. Many do not even know that the sculpture in the churchyard marks a burial site.

Collaboration between the parish, museum, and library is seen as vital to keep the remembrance alive, even as its form changes.

Local residents, interviewed at a community gathering in Reposaari, February 2025

The S2 disaster remains the worst peacetime accident in the history of the Finnish Navy. Within the Navy, respect for history and tradition is deeply rooted. Remembering past tragedies is essential to ensure that future generations remain aware of the sacrifices made by those before them.

Each year, the Navy honors the victims by laying a wreath at the memorial. On anniversary years, a naval vessel visits the site of the sinking, a service is held, and flowers or a wreath are cast into the sea. Church services have also been organized in Reposaari by the Pori Parish Union and the city, often held in connection with Pori Days (an annual city festival in Pori).

We remember the tragedy annually to honor the memory of the fallen. This year marks the centenary of the sinking, and a larger memorial event will be held in Reposaari.

Statement from the Coastal Fleet, Finnish Navy, August 2025

Onni Sorri (1906–1925) was a young man from Suoniemi’s Sarkola village, remembered for his lively spirit and musical talent. His yearning for adventure and the sea led him to join the Navy. He was only 19 years old when he perished in the S2 disaster.

Onni’s courage and determination were evident early on: at the age of twelve, during the Civil War, he hid the family rifle from Red Guards who came for an inspection. He was also a gifted accordionist, and during his service he played to the delight of his fellow sailors.

His fate struck his family deeply—especially his brother, who suffered nightmares about the tragedy for years. Onni’s memory has been carried through the generations: his brother’s descendants have visited the S2 memorial in Reposaari for three successive generations. A framed photo of him still stands on top of his nephew’s dresser.

In 1975, the Sorri family took part in the 50th anniversary memorial in Reposaari, a day that included a march, flag-raising, a visit to the memorial, and a lunch hosted by the Navy. The family hopes the S2 tragedy and its victims will continue to be remembered—not only in official ceremonies, but as part of shared cultural heritage.

Seaman Onni Sorri was laid to rest at sea at the site of the S2 disaster in August 1926.

Members of the Sorri family, interviewed at Satakunta Museum, August 2025

Shared remembrance carries deep significance. It reveals what locals consider essential history—and who is entitled to claim that history. When cultivated within communities, remembrance can broaden interpretations of the past. It allows not only for the recounting of events but also for reflection on their meaning.

For remembrance to endure in a local community, it must in some way connect to people’s identity—the ability to attach significance to the event from the perspective of their own lives and surroundings. An event does not need to be personally experienced; it can also be reconstructed through storytelling and collective memory.

Material heritage—such as memorials, scale models, and commemorative plaques—renders the past visible. Their value lies in this ethos of visibility: making clear what has been and what has happened. They also raise questions about what aspects of the past are remembered, and why.

Such tangible traces reflect the interpretations and meanings attached to the event by those who erected the memorials, built the models, or commissioned the plaques. In this sense, they tell us more about the history of remembrance than about the event itself. That is why the memory culture surrounding S2 in Reposaari is especially compelling to study.

Historioitsija ja tutkija, Turun yliopisto, maaliskuu 2025