Kitabı oku: «The Story of Our Submarines», sayfa 4
IV
The sinking of U-C 65 by "C 15" (Lieutenant E. H. Dolphin) provides an odd case. There is a story behind the official despatch: —
"2.43 P.M.: Sighted enemy submarine on the surface five points on the port bow. Dived and flooded both tubes.
"3.12: Sighted submarine in periscope steering estimated course of N. 70 E, bearing 40° on starboard bow.
"3.15: Fired double shot at 400 yards – one torpedo hit – the other appeared to pass under.
"Submarine sank immediately – noise of explosion slight.
"3.17: Surface – picked up five survivors of U-C 65."
The position was about 25′ south of Beachy Head. "C 15" was on patrol in rather misty weather, and at the time of sighting the enemy both boats were on the surface, U-C 65 steering home up Channel, "C 15" steering N. by E. across her bows. Both boats saw each other at the same time, and the German watched the English boat go under to attack. The obvious reply was to either dive also or to alter course and pass round the "danger-radius" of the torpedoes on the surface. The German Captain had two mental handicaps – over-confidence and (having just finished a long trip) over-anxiety to get home on leave. He decided not to alter course or delay his passage, but explained to his First Lieutenant that it was quite easy to dodge a torpedo if a good look-out was kept and the helm moved quickly. The First Lieutenant appears to have had philosophic doubts as to the wisdom of the proceeding, his doubting being justified when, on seeing the firing-splash as "C 15" fired, the Captain neatly dodged one torpedo and received the other fairly amidships. Lieutenant Dolphin had fired two – "spread" slightly for deflection; not having "declared to win" with either, the question of which one hit did not trouble him. U-C 65 probably won a moral victory, but – "C 15" sank her.
The C boats working round the N. Hinder Light-vessel were liable to make sudden "contacts" with the enemy, usually in thick weather or at night. Both sides would be trying to make the lightship to fix their positions, and on occasions two belligerent submarines would make the lightship together.
On March 1st, 1917, "C 19" (Lieutenant A. C. Bennett) was steering east from the Hinder Light, when she sighted (by moonlight) a small submarine right ahead steering straight at her. "C 19" decided that this looked like another British C boat, several of which were in the vicinity. Each boat turned to north and flashed a challenge. The German then made I.M.I. (the Morse signal to "repeat," common knowledge to all nations). The boats were then beam to beam at 100 yards' range, and the German hailed in his own language. "C 19" had no gun, and was trying to swing round to bring the bow tubes to bear, having no doubt as to what to do in the matter. The enemy continued to make I.M.I., and turned away to get out of the line of fire. This made it a stern-chase with "C 19" close up and gaining; the German then fired a starshell, and "C 19" replied with rifles and automatic pistols. That was too much for the Hun; he kicked his tail up and dived, with the bullets smacking on his conning-tower as he went, and "C 19's" starboard torpedo – fired as he dived – racing over the top of him. The U-boat's periscope showed once on the bow, and "C 19" turned to ram and passed over it, without, unfortunately, hitting anything solid. "C 19," on the 5th March, met another Flanders Flotilla boat, this time with a heavy sea running, which prevented torpedoes being fired with any hope of accuracy. The C boat charged at once, using rifles and pistols as she came in. The enemy dived, and "C 19" passed over her, the bump being slightly felt below. It is possible that the German's periscope was damaged, but he saved his skin by getting under in time.
On the 14th May 1917, in thick weather, "C 6" (Lieutenant Brookes) was feeling for the Hinder Light-vessel. She found it at 7.30 A.M. close aboard, and at the same time a German submarine found it, and, appearing 300 yards away, dived at once. "C 6" went under also and pursued by the use of hydrophones. In about half an hour the enemy's motors were heard to slow up and stop, and "C 6," thinking he had gone to the bottom to avoid the chase, came to the surface to get the mast down, as it had been left standing in the hurry of getting under. The visibility was only 200 yards, and there was nothing in sight. "C 6" dived again, and, as she did so, heard the rattle and hum of propellers as a torpedo missed her over the top. The German had evidently come up for a look instead of taking bottom. The exasperated "C 6" pursued by hydrophone for another quarter of an hour, but the sound of the enemy's motors was then lost.
The list of "Contacts" with enemy submarines shows that in seven cases the enemy was sunk less than five miles from a headland or navigational mark. When proceeding between mine-fields, or when bound for dangerous waters, it is natural for submarines to get a good departure or landfall if possible, but all such strategic points are unhealthy to approach. The following two cases illustrate this. In each of them the U-boat Captain closed a light in order to get a good navigational departure, and in each case his precaution had fatal results: —
On the 5th April 1917, "C 7" (Lieutenant A. W. Forbes) was waiting at the Schouwen Bank gas-buoy, watching the channel that led to Zeebrugge. She lay on the surface with half-buoyancy, and was undoubtedly, as can be guessed from the despatch, on the "top-line" in the matter of being ready for action. Lieutenant Forbes' First lieutenant was on the sick-list most of the trip, so that he himself was pretty well worn out on his return to harbour by continual watch-keeping and anxiety.
"3.32 A.M.: Sighted submarine on port quarter steering about north, distant 400 yards. Turned and at once fired port torpedo at a range of about 250 yards. Torpedo hit forward with loud explosion, sending up a large column of water. Submarine turned to port and sank in a few seconds. The night was very dark and misty, and no survivors or debris could be seen."
In "E 52's" (Lieutenant P. Phillips) case, U-C 63 was caught as she passed a well-known light-buoy north of the Dover Net Barrage. "E 52" (with her conning-tower only showing) attacked so as to keep the enemy against the moonlight. The only survivor was a Petty Officer, who gave the following account: —
"The night being very cold, the Navigating Warrant Officer, who was on watch, sent the A.B. below to get some coffee. In the meantime the engineer of the boat came on the bridge and stood talking to the officer of the watch, who, in consequence, failed to keep a proper look-out. The Petty Officer himself, chancing to look to port, suddenly saw a submarine on the surface… U-C 63 had just started to turn when she was struck by a torpedo amidships."
And that survivor's statement would be a good thing to frame and put on every ship's bridge in war-time! The critical time when a bad look-out was being kept could not have been more than a few seconds, but it was long enough to cause death to all but one of the submarine's crew.
The U-boats during the war torpedoed five of our boats, viz.: "E 3" in the Bight in August 1914, "E 20" in the Sea of Marmora in November 1915, "E 22" in April 1916 off Yarmouth, "C 34" off the Shetlands in July of 1917, and "D 6" in the Channel in June of 1918. Of these, "C 34" was hit when almost under – the German U 52 firing at the top of his conning-tower as it went down. "E 22" was attacked while beating up and down waiting for orders to proceed to any threatened area on the day of the Yarmouth raid. She saw U-B 18's periscope and tried to ram it, actually bending down the enemy's bow "net-cutters" (the big steel saw that stands up in the bows of U-boats). The German, however, passed under her and got his torpedo in as she turned back.
As far as is known, none of our boats were sunk by enemy submarines apart from the five named. On several occasions U-boats fired torpedoes and used guns against our boats, but the low hulls of English submarines provide very small targets. I suppose the majority of shells fired at English submarines came from English guns. Certainly the boats were far more nervous about approaching our own harbours than they were of working in enemy waters. The shooting was usually wild and could be treated as amusing, but on occasions fatal results precluded any joking. The surface anti-submarine vessels drew no fine distinctions, and the submarines at times used to deplore their own side's excessive zeal. There is a short extract from a certain boat's signal-log which begins, "Can you give me my position?" and which continues, punctuated by nine rounds of gun-fire, by way of injured protests, to "What did you do in the Great War, Daddy?" as, her identity established and the patrol ship's attentions deflected, the submarine continued her way up harbour.
Out on the patrol areas, however, a British boat diving had to stand her chance. No surface ship could be expected to differentiate between our own and enemy periscopes, and the potency of British depth charges was highly spoken of by those of our boats that had experience of them.
III
The work of the submarines on the anti-submarine patrols, minelaying trips, etc., was useful, and at times exciting; but it must be remembered that the main duty of the flotillas lay in watching for the enemy's fleet, and that this duty continued throughout the war. Boats were stationed watching both the entrance to the Baltic and the several exits from the Bight right up to the date of the signing of the Armistice. For the first two years of the war the duty of these boats was to attack the enemy if seen, and to signal afterwards that the enemy had been met. The signalling question then was a secondary consideration. The boats were considered less as scouts than as torpedo-boats, especially in view of the fact that in the early part of the war their wireless range was limited. When "E 23" (Lieut. – Commander Turner) torpedoed the Westfalen in August 1916, he rose to the surface as the enemy drew out of sight and signalled the enemy's position to the Commander-in-Chief. It is true that no decisive result came of the signal, as the enemy turned home when barely clear of the Bight, and the Grand Fleet's attempt to cut him off, as usually happened, failed again; but that signal was the first clear "enemy report" given by a unit of the Bight Patrol. It was then that new long-range wireless sets were installed in all boats, amid the curses of the submarine officers, who at that date were distinctly narrow-minded on the question of how their boats could be most usefully employed. They looked upon it as a personal insult that their limited accommodation should be cut down by the extra instruments supplied, and also that (this was where the shoe pinched) their splendid independence on patrol should be lost to them now that Their Lordships could call them up direct from the wireless at Whitehall. But they soon discovered that the idea was right, and that their loss of independence weighed nothing against the new strategic use which had been found for the submarine as a fleet scout. Orders were issued that the boats were on no account to fire at the enemy if he was seen coming out, until a wireless signal had been made to Commander-in-Chief. This, of course, implied that the boat could not attack the outward-bound High Sea Fleet at all, as the signal would have to be made from surface trim, and by the time it was acknowledged the chance of a torpedo attack would have gone by. If the enemy was seen homeward bound, the submarines were at liberty to fire at them; but outward-bound squadrons were safe from under-water attack. A submarine officer was heard to explain the reason for these orders by the light of his own logic: "The Commander-in-Chief won't let us fire at them coming out, because he wants 'em for himself, and thinks if we butt in it discourages them and they lose their enthusiasm; I suppose he's right, but it looks a bit selfish…"
During the last two years of the war, the enemy gradually discovered that such orders as these must have been given. The Naval Armistice Commission to Germany has heard some interesting sidelights on the war from the officers of the German Commission. A good deal of the information volunteered has to be left unconfirmed owing to the lack of opportunities for checking it, but in cases where it can be corroborated by our own information, it can be seen that the Germans see no object now in concealment or perversion of facts. The following is from a German Commander, a dignified solemn-featured figure standing rigidly on the bridge of an Allied destroyer, his face turned to the bank of the Kiel Canal that slid past him – a man who felt clearly the disgrace and humiliation that had come upon his country: —
"We wondered why, when we made an excursion, we were not fired at. We knew you had submarines all round the Bight, and our ships even saw periscopes, but no torpedoes came. We thought after a while that it was an order – that we were being watched and reported, but left unmolested till the Grand Fleet should come. I remember when we came out one night and we heard the wireless speak by Hiorn's Reef. The operator heard it, but we could not block the signals. If we had blocked we would have been yet found – our position would have been known by the Directional Wireless in England. We heard him sending by full power, and by the nature of his signal (it was so short and quick) we knew the purport of it. Then we went on, but all the time we knew it. We knew that we might meet the Fleet. It is impossible to leave the Bight without being reported. Then on the return by Hiorn's Reef the torpedo came and the Moltke was hit. She was badly damaged, but we towed her in. I do not know if it was the same submarine that saw us go out. I do not think so. You do not know? No? It was perhaps the same, but you had many boats patrolling. The Zeppelins claimed many to be sunk with bombs. It was not so? No? The flying men are all full of imagination. It is the vibration of the engines that affects the eyes…
"… Yes, I was at the Skageraksclaght (the Jutland Battle). We were not hit. Some ships were badly hit. One ship [probably the Seydlitz– Author] had an artillery officer on board. It was his holiday, and he spent it on board her with his friend. He said after that he would prefer a year on the Western Front to twenty minutes' naval bombardment. The doctors were all killed and the ship was on fire. The shells came into both casualty stations. Did many English ships receive hits from torpedoes? The Marlborough only? That is strange, for we fired many. Yes, the Emperor said it was a victory, but if it had been a victory we would have known it without his having to tell us so. The sailors were not persuaded so…"
(I seem to be quoting irrelevant matter here, but German mentality at any rate bears on the submarine subject, even if indirectly.)
"… The Tiger is not sunk? No? We thought not – we heard later that it was a dummy Tiger that was torpedoed. We were sure before that it was the real ship that sank, and the officer that fired was decorated. It is all right, because since then he has earned the decoration for other things, so that he does not mind. A lot of things we did not understand for long. Our submarines have seen your K-boats at sea. They saw them through the periscope, and could read the numbers, but they said they must be fast submarine-hunters, like the Americans were written to be building. Then one day a U-boat saw through his periscope a K-boat steaming, and then in one minute the K was submerged, so we knew it was really a submarine. What was the submarine that torpedoed the U 51 in the mouth of the Jahde river? That was a fine attack. The U-boat was not yet out of the river on its voyage. Did the English boat get home? Yes. I am glad – she had many depth-charges to face. Your mine-laying submarines were dangerous. They had a trick of following our mine-sweeping boats up the channel. They did not lay mines until the channel was swept and reported free. It was well organised … and also the submarine that struck the mine and yet got back. The captain of her is to be congratulated; we heard of it and we thought she was very lucky – I think it was at Amrum bank she struck the mine. I think it was an English mine; one of our mines would have put her in pieces. I do not know why the Heligoland trawlers did not see her as she was passing home to England…"
I must just hark back to the question of the U-boat here, as the Inspection Commissions in Germany that are seeing to the handing over or destruction of the U-boats bring back their reports here, and their reports are full of interest, though perhaps they contain little that is news to the Admiralty. There are now 135 German submarines in England, and there are more to come yet. The building-yards of Germany show that a huge effort was to have been made along the lines of submarine war in the spring and summer of 1919. Every available yard was working at full power at the date of the cessation of hostilities, and the work was almost entirely on submarine construction. The only other work being done was on new and more powerful destroyers and on standard merchant ships – the latter for after-the-war reconstruction. Yards that had never before done warship work of any kind were fully employed on building small submarines. The big yards were given all the new submarine-cruiser work to do. The submarine cruisers were a comparative failure on trials, as were also the big submarine mine-layers of the U 118 class; this must have been a sad disappointment to the enemy, as one can judge by the number of big boats preparing that he had set his heart on a campaign of thorough frightfulness on the American coast in the spring. Work on the new big surface ships had stopped in the spring of 1918, partly owing to the shortage of nickel and chiefly owing to their whole stake having been put on submarines and not on the Fleet. The German mentality never seems to have grasped the fundamental rule of sea-fighting – that commerce-destruction will never win a war, and that only the defeat or mastery of the main enemy fleet can bring command of the sea.
Such yards as the two at Hamburg (Vulcan and Blohm & Voss) are typical of the method of construction. On November 11 these two yards had seventy-two submarines under construction. At the same time at Blohm & Voss's yard the battle-cruiser Mackensen lay abandoned in the water just as she had been launched in the spring of 1918, and the battleship Ersatz Freya lay half-finished on the building-slip. The submarines were on the slips in rows – each row representing a group of perhaps seven boats of the same class. Lying alongside each row were parts and fittings waiting to be built in: for instance, seven bows (complete with sterns and torpedo-tube pads), seven sterns (complete with hydroplane-guards, etc.), seven bow top-strakes, seven stern top-strakes, etc. – in fact, one was reminded strongly of what one had heard of American motor-car factories. The whole idea was of quick and standardised production, and the two points that occurred at once to the observer were – "There would have been a deuce of a rush of new stuff into commission in the spring," and then, "How on earth were they going to provide skilled crews for such a lot of boats all at once?"
The latter question is still difficult to answer, even if one takes into account a system of "compulsory volunteering," and also the fact that standardised boats can be worked by standardised and partly-trained men. What it would have come to was indicated by the trend of U-boat war results in 1918. It would have implied a good deal of real work being performed by a few experienced and trained crews, and a lot of blank trips and half-hearted performances by a mass of other crews, the mortality among the latter rising to a terrible percentage. It will always be the same; a good personnel will do well in any boat – a bad personnel will do badly, however good the boat is.
In the remarks quoted from a German officer, I have referred to three incidents in connection with the activities of our own submarines. I will give them in their order, as they appeared to the officers concerned. It was "E 42" (Lieutenant C. Allen) that met the German battle-cruisers on 25th April 1918, and, the enemy being homeward bound, fired a torpedo into the Moltke as she passed Hiorn's Reef: —
"A.M. 0630. While on surface, sighted hostile sea-plane – high up, but close.
"Dived to 60 feet (4 bombs). Surfaced for observations. Saw smoke bearing N.E. Dived.
"Sighted a battle-cruiser escorted by three torpedo-boats. Altered course, and proceeded utmost speed to attack. Fired starboard bow tube (quarter shot). Range 2000-2500 yards. Heard sound of explosion a long way off – possible hit."
(The "possible hit," as a matter of fact, caused the Moltke to be towed in a very precarious condition all the way home.)
"About 5 depth-charges and 20 lance-bombs were dropped at me after the shot. Courses as requisite for getting clear."
The next incident, of the attack in the Weser river, has a story behind it.
Lieut. Varley ("H 5") reports as follows: —
"11th July 1916: Fixed by Terschelling Light. Proceeded towards Ems." (At this moment "H 5," being bored with the patrol billet assigned to her, and thirsting for trouble, left her patrol to see what was going on in Germany. – Author.)
"12th July, 2 A.M.: Dived off Borkum. 10.25 P.M.: dived to avoid destroyer. 10.50: surface, proceeding east, sighted enemy patrol vessel, but steamed round her without being seen.
"13th July, 1 A.M.: Sighted Wangeroog and Rote Land Lights. 9.58 P.M.: sighted destroyer about 2 miles N.W. from Aussen Jahde Lightship.
"14th July, 12.34 A.M.: Dived – several destroyers of G 101 class in sight. Attacked same. 10 A.M.: sighted hostile submarine – attacked same. Torpedoed submarine with one torpedo amidship. Surface to look for survivors. Was put down immediately by destroyer, who opened fire. 10.41: altered course N., and went to bottom in 18 fathoms. Heard loud explosion. Destroyers sweeping for us all day.
"During my attack there was just enough sea to make depth-keeping difficult. I fired two torpedoes, allowing 10 knots speed. One torpedo hit just before conning tower.
"Previous to this, on the 12th, the periscope had become very stiff to turn, and would not lower as far as the jumping-wire. During dark hours I endeavoured to rectify same, but while doing so was forced to dive, and so lost all the tools and parts of the centre bush, which left the periscope in the same condition throughout the trip. While attacking, it took two men besides myself to turn the periscope. For this reason I did not think it advisable to attack the destroyers after having sunk the submarine. After torpedoing submarine, I proceeded four miles north, and lay on the bottom in 18 fathoms. Many vessels were heard in close proximity. Several explosions, one very heavy one. On one occasion a sweep-wire scraped the whole length of the boat along the port side, and a vessel was heard to pass directly overhead.
"I very much regret to report my slight transgression from orders…"
The Navy, however, takes no cognisance of zeal, if misplaced. There is a story of a sailor of the Napoleonic wars who took a fort from the French single-handed. The resultant row with his Commanding Officer, who had been waiting some hours with all his men drawn up in order to carry out that identical duty in due military form, caused him to remark that "He'd never take another fort for them as long as he lived." The captain of the Maidstone, as is the way of the Service, shielded his subordinate from the wrath of My Lords, who were naturally aghast at an officer having left his assigned patrol area; but having taken the responsibility for the fault of his bull-terrier, he proceeded to lay into him thoroughly himself, while commenting publicly as follows: —
"Lieutenant Varley is a very able and gallant submarine officer, and although there is no possible excuse for his having disregarded his orders and proceeded to the Weser, it is submitted that his skilful and successful attack on the German submarine, in spite of a defective periscope, and his subsequent conduct, especially during the critical time when he was being swept for by destroyers with explosive sweeps, may be taken into consideration."
It was, however, a year before Lieutenant Varley was decorated for this action, My Lords deciding that after that interval the example he had created would be forgotten.
I have mentioned the question of our own boats' experiences of depth-charges. A few instances of both English and German anti-submarine strafing may be of interest. At the beginning of the war the German depth-charge was a thing of contempt, and its English counterpart was nearly as useless. Submarines were sunk in those days by what might be called "accidental" methods. The boat either made a mistake and was then rammed or destroyed by gunfire, or else it met a mine or ran into nets. Depth-charges were not big enough to be dangerous, and it was not realised that even a big depth-charge must explode very close to the boat's hull before actual damage is caused. Moral effect is, of course, a different thing: there is a case of a U-boat surrendering as a result of one rivet having been knocked out of her hull by a comparatively distant explosion. That, of course, is a matter of personnel; and the depth-charges we used often had a remarkable effect, although no structural damage whatever had been caused by them. When our big depth-charges were first supplied, patrol boats and destroyers carried but few of them and were expected to be sparing in their use – in fact, they were not supposed to use them unless a fair chance was seen of an almost direct hit. Later, in 1917, the supply exceeded the demand – at least the demand on the previous scale – and anti-submarine vessels were supplied with just as many as they could comfortably stow on their decks; while orders were issued that any patch of water in which there was the faintest possibility or suspicion of a U-boat being present was to be sprinkled with depth-charges until there was no possibility of anything intact remaining in range. It is a feature of life in submarines that one always gives the hunters credit for seeing more than they do see: one watches a Zeppelin through the periscope – a Zeppelin cruising at perhaps five miles' range away – and one feels a sort of shrinking and an inclination to slip down to ninety feet or so for a spell in the certainty that one's periscope must have been seen. Of course it hasn't, and it probably won't be. One meets a dark shape at night, and one does a "crash dive" at once, heaving a sigh of relief as one sees the gauge show sixty feet. One forgets that a submarine, besides being a much smaller mark to see at night, keeps in all probability a far better look-out than any other class of vessel. In the same way, the explosion of a depth-charge usually sounds closer than it is, and the submarine officer is inclined to jump to the conclusion that it is directly aimed at him or at some indication of his wake. As a matter of fact it is more probably aimed at an oil-patch or a piece of drift-wood some half-mile off, and the ship dropping it has no real knowledge of the submarine's proximity at all.
One German U-boat officer stated that in his last five trips he had heard an average of 150 charges per trip exploded in his vicinity. It is probable that only a small percentage of these were dropped on clear knowledge of his presence. Being an officer of good morale this profusion had not worried him, but with a less experienced captain some direct results would probably have been gained.
In the notes taken from the conversation of the German officers, the case of the English boat that met a mine at Amrum Bank is mentioned. The case provides a good illustration of what a direct hit, even by a full-sized mine, will not do, when the morale of officers and men is of the ideal standard, which every submarine service tries to obtain. (I keep referring to "English boats"; in this case I mean by that that the captain was Canadian, and most of the rest of the crew Scotch or Colonial.) The report is written by the captain of the Maidstone.
"Submarine 'H 8' (Lieut. – Commander B. L. Johnson, R.N.R.), when diving at 60 ft. off Ameland Gat on March 22, 1916, heard a slight scraping noise forward, which was followed by a violent explosion. The submarine immediately sank by the bows and struck the bottom at 85 ft. with an inclination of 25° or 30°… The captain reports that although it appeared obvious to all that the boat was lost, the officers and entire crew proceeded to their stations without any sign of excitement, and all orders were carried out promptly and correctly. I would submit that such conduct, in the face of apparent certain death, is an example of which the whole Service may be proud.
"Motors were put to full speed astern, and Nos. 2 and 3 ballast-tanks were blown – No. 1 being found open to the sea. The submarine then came to the surface. Fuel was then blown, and after some temporary repairs had been made, course was shaped for Terschelling, and then Harwich.
"The damage to 'H 8' is serious, the mine having exploded against the starboard forward hydroplane. Both forward hydroplanes and the bow cap are gone; the upper part of the hull in that vicinity as well as both starboard torpedo-tubes are wrecked. All bulkheads appear to be strained, but luckily the one near the rear of the torpedo-tubes, although leaking, did not give way…"
This boat came out of the Bight and back to Harwich at slow speed on the surface and with a large part of her forward buoyancy destroyed. The luck that watches over the competent took her back unmolested by the enemy. There is a case where the run back of a damaged boat was performed over a yet greater distance through enemy waters.
