Seeteufel
09-02-2005, 04:20 PM
The journey to America of the "U 53 " is a splendid testimonial to the perseverance of the crew and the high quality of the material. On September 11 this U-boat received orders to lie off the American coast about the time when the U-merchant boat Bremen was expected to arrive at New London (North America), in order to search for and attack enemy ships which, in all probability, would be waiting there for the submarine merchantman. After completing this task, the boat was to call at Newport, Rhode Island, but was to leave again after a few hours at most, so as to give the American authorities no excuse or occasion to detain her. There was to be no replenishment of supplies, with the possible exception of fresh victuals. If no enemy warships were met with, she was to carry on commercial war according to Prize Law off the American coast.
On September 17 the boat started on her outward voyage from Heligoland. In the North Sea she had very heavy weather. There was a S.S.W. gale and such high seas that the men on watch on the conning tower of the boat were up to their necks in water all the time.
The supplies of the boat had had to be increased so as to make the voyage possible. Four ballast tanks were altered for use as fuel tanks, so that the oil supply was increased from 90 cb. m. to 150 cb. m.; the supply of lubricating oil of, 14½ cb. m. was considered sufficient for the voyage. Added to this, there was the increase in fresh water and food supplies, so that the boat's draught was increased by 40 c.m. So far as her sea-going qualities were concerned, her commander reported that the boat rode very steadily on the whole, but that every sea went over her upper deck, even when the force of the wind was only 4; from almost every direction spray flew over the bridge. Consequently for those on duty on the bridge, the voyage, especially at first, was a tremendous strain. The commander did not think that the officers and petty officers would be able to stand it (the rubber suits that had to be worn almost daily for the first fortnight were not watertight), and he would have turned back if the weather had not improved soon after September 24.
The route for the voyage out had been chosen to run from the most northerly point of the Shetland Islands, which they passed on September 20, straight to the Newfoundland Bank, so as to remain on the northern side of the usual belt of low barometric pressure. Weather conditions were uncertain and changeable. There was often a very high and very steep swell, in which the boat pitched heavily. They, however, experienced following winds nearly all the time, which were favourable for journey. After reaching the Newfoundland Bank, the boat, was carried vigorously to the west by the Labrador current. On the whole the health of the crew was good, until they were nearing Newfoundland Bank. Then a number were attacked with headache and sickness, which is said to be a common occurrence in these parts.
On October 7 the boat lay before Long Island Sound. No war ships were encountered. At 3 P.M. the commander entered the harbour of Newport, Rhode Island, accompanied by an American submarine, which had joined him on the way, and there he paid official visits to Admiral Knight and the commander of torpedoboats, Admiral Gleaves. He wrote in his diary:
"The former received me very coolly, and said that the Bremen, as far as he knew, had been sighted about 10 days before between Newfoundland and New York. [That was not correct, as the Bremen never reached America.] Admiral Knight obviously thought it most desirable that the ' U 53 ' should leave again the same evening. If I had not announced that such was my intention, I think I should have been given a pretty broad hint on the subject.
"Admiral Gleaves was very friendly and much interested; he inquired about all particulars of the voyage. The adjutants of both admirals returned my visit. At 4.30 P.M. Admiral Gleaves himself came to inspect the boat. I took him over her, as, earlier in the day, I had done several young officers. More than anything else the Diesel engines roused envious admiration. Many officers came on board with their ladies, as did civilians, reporters, and one photographer. The crew received all sorts of little presents. At 5.30 P.M. we weighed anchor. Proceeded to sea at 6.30 P.M. Trial dive. Course, Nantucket Lightship; 270 revolutions equivalent to 9 knots."
Nantucket Lightship was reached on October 8 at 5.30 A.M, Very clear, calm weather prevailed. The commander decided to examine the merchant traffic outside territorial waters and to wage cruiser warfare.
At this meeting-point of so many trade routes, the boat was able to stop seven steamers in the course of the day, and after the crews had in every case left the ship, she sank the British steamer Strathdene from Glasgow (4,321 tons), the Norwegian steamer Chr. Knutsen (3,378 tons) with gasolene destined for London, the British steamer Westpoint (3,847 tons), the Dutch steamer Blommersdyk (4,850 tons), whose whole cargo consisted of absolute and conditional contraband. According to an American certificate, the Blommersdyk, before reaching her destination, was to call at Kirkwall (in the Orkney Islands, a British examining station for merchant steamer traffic). In his log the commander reports as follows:
"Meanwhile, in this narrow space besides the two steamers— there was an English passenger boat as well, the Stefano, from Liverpool, 3,449 tons, which had already been stopped and was disembarking her crew—and the ' U 53 ' sixteen American destroyers had assembled, so that we had to manœuvre with the greatest care. While I was towing back the boat of the Blommersdyk, which had brought the officer with her papers, ' U 53 ' got so near an American destroyer that we had to reverse with both engines to avoid a collision. We cleared one another by about 50 m. When reversing, I cast my tow loose, and her crew did not return to the Blommersdyk at all, but went straight on board a destroyer. I had told the officer that the crew would be given twenty-five minutes in which to disembark —till 6.30 P.M. To make sure that no one should be hurt, he was to haul down his flag to show that no one was left on board. Then I approached the passenger steamer to examine her papers, or, in case she had not yet lowered a boat, to dismiss her forthwith out of consideration for the passengers. I had already given orders for the signal, ' You can proceed,' when I realised that the steamer had been abandoned and all on board accommodated on an American destroyer. I then returned to the Blommersdyk. By means of a siren and calling through a megaphone I made sure that no one was left on board. A destroyer which lay very near the steamer was asked by Morse signal to move away a little, so that the ship might be sunk. This the destroyer did at once. Hit with torpedo, a depth of 4 m. in hold 4. The steamer was then sunk by a second torpedo."
The passenger steamer Stefano was then also sunk. At 10.30 P.M. the boat began her return voyage. Though it would have been very desirable to extend our activities off the American coast as long as possible, yet any further delay would have endangered the whole enterprise because of the fuel supply; for during the short stay at Newport, the boat, in accordance with the general instructions issued to her, had taken in no supplies of any kind. For the return voyage we counted on a consumption of fuel of 60 cb. m., and a certain reserve was allowed in the event of head winds and storms. That this precaution was necessary is proved by the fact that although the weather as far as the Shetlands was very favourable, the boat arrived at Heligoland with only 14.5 cb.m. of fuel. For the return voyage the longer route via Fastnet Rock was chosen. In so doing, the unsettled weather conditions that had been encountered in the higher latitudes on the voyage out were avoided; also on this southern side of the belt of low barometric pressure there was less fear of head winds than in the north. After waiting twenty hours at the S.E. corner of the Newfoundland Bank to weather a storm, the boat proceeded with little delay as far as the Hebrides, passing through an area of high pressure (770 mm.) accompanied by a steady west wind. The route then followed was round the Shetland Islands. On October 28, at 3 P.M., the boat entered the harbour at Heligoland. It had covered a distance of 7,550 sea miles and had only stopped once for two and a half hours in Newport. When the boat arrived at Wilhelmshaven next day, I was able to assure myself by personal observation that all her crew were in excellent condition. They might well be proud of their eminent, seaman-like, and technical achievement..
...Let us follow this same Lieut.-Commander Rose on his "U 53 " on a cruise, during which he waged war according to Prize Law, as still had to be done in January, in pursuance of the instructions issued, before the introduction of the unrestricted U-boat campaign. I will quote his log, omitting what is not of general interest:—
"January 20th, 1917.—Left Heligoland. Wind east, force 8, cloudless, clear. Route via Terschelling Lightship to Nordhinder Lightship.
"January 21st. - Sank to the bottom, 38 m. Conversation (by submarine telephone) with ' U 55.' 6.30 P.M., dark, starless night, wind east, 3-4. Started on normal course.
"January 22nd.—11 A.M. Sank French sailing ship Anna (150 gr.t.) by thirteen rounds of gun-fire; cargo, road-metalling. 9 P.M., South of Lizard Head. ' U 55 ' reports station. As the presence of U-boats in the Channel is thereby betrayed, tried to report on own station and intentions (valuable for 'U 55 '). Immediately after heard very loud British convoy signals and then the warning, ' German submarine 37 miles south of Lizard.' That could only apply to ' U 53.' 11.40 P.M., south of the Wolf Rock, two ships with many lights, little way, and changing courses at a distance of about 6 sea miles from one another. Apparently guiding ships to show entrance to Channel. After prolonged observation, steered west between the two.
"January 23, 12.5 A.M.—A big cargo steamer approaching with a course of 90 degrees. At some distance behind several lights; probably one of the expected convoys. Two officers of mercantile marine who are on board think the ship to be British of about 4,500 gr.t. She is fully laden. Started attack on surface. At first attempt a miss, at second a hit, port amidships. The steamer stops, sinks lower, gets a list, keeps on burning blue lights, then lowers boats. Left soon as further action impossible. Did not observe the sinking of the badly damaged ship. Passed several guardships with different lights. One of them on a course towards the scene of disaster. Let her searchlight play there for a short time. The guiding ships have gone on or put out their lights.
"6.40 A.M.—A steamer with bright lights and funnels lit up steers a zigzag course. She seems to be waiting. Sent Morse message to steamer in English. She is Dutch, with oilcake for Rotterdam. Dismissed steamer before dawn.
"2 P.M.—Avoided a ' Foxglove ' (new type of British U-boat chaser) and the steamer accompanying it.
" 11 P.M.—Avoided a guardship. She carried steamer lights on forestay to appear bigger.
"January 24,—12 midnight. A smaller steamer, arranged for carrying passengers, steers 200 degrees. Flag illuminated, but not recognisable. Obviously a neutral. Sheered off.
" 7 A.M.—A steamer, course 250 degrees, approached, pretending to be a French outpost ship. She is a neutral tank steamer. Sheered off.
"8.30 A.M.—Wind east, but swell; cloudy in parts, visibility good. Dived on account of an airship approaching from the east; it may be a captive balloon broken loose. Voyage under water to the neighbourhood of Ushant (French island at the western end of the Channel).
" 2 P.M.—Wind east, force 7-8. Rose to surface.
"3.15 P.M.—Small sailing ship in sight in southerly direction. Owing to high seas, no opportunity to attack.
" 10 P.M.—Wind east, 6-7, swell. Absolutely impossible to fire at night. A lot of water comes over. Dived. Voyage to presumptive meeting place near Ushant.
"January 25, 6.30 A.M.—Wind south-east, force 7-8, position Ushant, 50 sea miles to east. Hove to. Waiting off Ushant. A small sailing ship about 30 sea miles west of Ushant. Left her unmolested because of heavy sea. Not possible to fire at night because of high seas. Visibility bad, therefore dived for night journey.
"January 26.—Weather unchanged. Dived for night journey.
"January 27, 3 A.M.—Wind east, force 8. Visibility bad. Snow from 11 A.M. Boat rolls more and more. Depth 34 m. Position not fixed. Stood out to sea at low speed.
5 P.M.—North of Ushant. Wind, force 10, swell. Sighted large steamer of about 200 tons, so far as can be seen, armed fore and aft. Gave way, as impossible to fire at the time and no improvement in weather to be expected for next few hours. Steamer going slow; was painted grey. Apparently one of bigger guardships. Dived for night journey.
"January 28, 8 A.M.—Came to surface north of Ushant. Wind E.S.E., force 6.
"6.30 P.M.—Inspected Spanish steamer Nueva Montana, of Santander, 2,000 gr.t., from under water, then stopped her with shot. Cargo, iron ore to Newcastle. Crew on board took boats in tow. Set fire to three explosive bombs in engine-room. Steamer sinks slowly, deeper and deeper. As all buoyancy chambers are connected, her sinking only a matter of time. When last seen, the swell was pouring over the after part of the ship. Took crew as far as 12 sea miles west of Ushant; left boats there.
"January 29, 7 A.M.—Danish steamer Copenhagen, cargo, coal from Newcastle to Huelva. Examined and dismissed.
"6 P.M.—Steamer Algorta, 2,100 gr.t., from Segund with iron ore for Stockton. Inspected from under water, then stopped by shot. Took crew in tow. Sank steamer with four explosive bombs.
"10.15 P.M.—Cast off boats in neighbourhood of medium-sized steamer steering about 240 degrees. Called up steamer by star shell.
" January 30.—Course, 340 degrees. Intend activity for next two days in neighbourhood of Scilly Isles. Nothing in sight. At dusk, south of Scilly Isles, steamed on towards Lizard, distance 8 sea miles. Encountered no commercial traffic, only guardships southwest and west of the Scillys.
"January 31, 9 A.M.—Stopped Dutch steamer Boomberg, about 1,600 gr.t. Coal from Cardiff for Las Palmas; dismissed her.
" 10 A.M.—Stopped Spanish steamer Lorida, about 1,600 gr.t Cargo, coal from Cardiff to Cadiz. Dismissed her.
"2.30 P.M.—Stopped Norwegian steamer Hickla, 524 gr.t. Cargo, pit props for Cardiff. Set steamer on fire. Crew sails for Scilly Islands.
"5.30 P.M.—Stopped a smallish steamer, steering 175 degrees, coming from astern. Steamer returns fire at 80 hectometres from gun of at least 8 cm. calibre. Her shots fall short, but are well aimed.
"6 P.M.—Ceased gunfire after about forty rounds. Distance increased to bounds of visibility, then tried to keep touch at full speed. In dusk steamer gets out of sight and cannot be found again.
" 11.50 P.M.—Weather calmer, bright moon. Clear. Stopped Danish motor-boat Falstria, about 4,000 gr.t., from Far East via Dartmouth. Ship in order; ship dismissed.
"February 1.—West of Ushant. Steamed all day over field of search; nothing in sight.
"February 2, 5 A.M.—Attacked with bronze torpedo a large fully laden steamer, about 2,000 t., steering 170 degrees. No marks of neutrality. Hit amidships. Steamer stops; lights go out. No movement or work discernible on deck. After half an hour steamer still afloat. Will probably sink, as she is badly damaged.
"4 P.M.—Near Bishop Rock stopped a French old square-rigged schooner, Anna Maria, from St. Malo, about 150 gr.t., by using signal ' Abandon ship.' After a time the mate came on board in a little rowing boat without a keel. The crew try with boots and cups to keep the boat more or less dry. In consideration of the impossibility of rescuing the crew in this boat, the ship was allowed to continue her journey. The mate gave a written promise in the name of the crew not to go to sea any more during this war. The cargo of the ship consisted of salt and wine.
"February 3.—West of the Scillys. Wind east, force 2. 8 A.M., stopped Norwegian steamer Rio de Janeiro, 2,800 gr.t. Wheat, linseed, oil cakes, tan for Copenhagen and Christiana. Steamer dismissed.
" 11 A.M.—Submarine attack on American steamer Housatonic, 2,443 t. Then rose to surface and stopped steamer. Cargo 3,862 tons of wheat from New York for London. Fired bronze torpedo from first tube to sink steamer. The torpedo slips half out of the tube without leaving it. It starts to go, and we can hear the engine running slowly. The boat is stopped. Watertight doors closed. After some time detonation under the boat, without any turmoil of water or column of smoke. The torpedo has left the tube and obviously sunk and exploded at the bottom, at a depth of 110 m. A few rising air bubbles indicate that the airchamber must have separated owing to pressure as the depth of water increased. Steamer sunk by bronze torpedo from 4th tube. Took boats in tow and handed them over to a guardship which was called up by two shots. When retreating from the guardship, which came up at once, we met ' U 60.' ' U 60 ' dives. I intend to draw the guardship past ' U 60.' Guardship sheers off, rescues crew of American boats which ' U 53 ' asked her by wireless to do. ' U 60' dives. Exchange of reports with ' U 60.'
"February 4, 12.5 A.M.—With gunfire and explosive bombs sank French barque Aimée Marie, from St. Servant, 327 gr.t.; cargo, salt and wine for home port. Crew rows to Scilly Isles. Owing to the extraordinary lightness of the night, avoided darkened guardships. Meeting and exchange of reports with ' U 83.'
10 A.M.—Sank with two explosive bombs schooner Bangpuhtis, from Windau, 259 gr. t., and ballast from St. Nazaire for Cardiff. Crew sails for Scilly Islands.
"4 P.M.—Examined Norwegian three-master Manicia, 1,800 gr.t., from Rosano with linseed for Rotterdam, and dismissed her. Ship at sea since December 1.
" February 5, 12.30 A.M.—Wind east, estimated force, 5-6. Surface attack on steamer on which all except navigating lights are out, no lights as distinguishing marks, estimated at 3,000 gr.t. Armament cannot be discerned. On attacking became convinced that size of steamer has been over-estimated. When sheering off recognise Swedish distinguishing marks. Stop steamer by white star-shell and Morse lamp signals. Steamer answers no signal and makes no other sign. After a time steams at full speed out to sea. Stopped anew by two shots. She does not answer Morse signals. Circled round steamer till dawn. By daylight found she was steamer Bravalla, 1,519 gr.t. By flag-signals she announced her port of destination as Liverpool, cargo, nuts. If sunk at that spot crew would have been lost. Impossible to tow boats owing to high seas. Therefore gave steamer signal ' Follow.' Further signals giving exact instructions as to behaviour when ship was to be sunk later on, were cut off because as soon as she understood the first words ' I am going to sink you,' she hauled down the answering signal and took no further notice. On the way I had to force the steamer to obedience again, as she tried to sheer off. The sea gradually decreases. Shelter owing to neighbourhood of land perceptible. A guardship is sighted. Signal to Bravalla, ' Abandon ship.' She does nothing. Not till four minutes later, when the gun is trained on her, does she hoist the answering signal. A shot before her bows, then one in her forecastle. Steamer lowers boats. Ceased fire. When the boats had hove to, opened fire again. Difficult to aim owing to rolling of boat and target. There is a very heavy hail squall. Steamer hit several times, but does not sink. Although no one is left on board the engines keep going with fewer revolutions. Guardship approaches to a distance of about 40 hectometres, opens fire: dived. Sank steamer by a torpedo, guardship meanwhile rescued Swedish crew."
And so on. These extracts should suffice to show under what difficulties the boats worked so long as they had to consider the neutrality of steamers, and it also shows how many opportunities for sinking ships in the blockaded areas were lost.
On September 17 the boat started on her outward voyage from Heligoland. In the North Sea she had very heavy weather. There was a S.S.W. gale and such high seas that the men on watch on the conning tower of the boat were up to their necks in water all the time.
The supplies of the boat had had to be increased so as to make the voyage possible. Four ballast tanks were altered for use as fuel tanks, so that the oil supply was increased from 90 cb. m. to 150 cb. m.; the supply of lubricating oil of, 14½ cb. m. was considered sufficient for the voyage. Added to this, there was the increase in fresh water and food supplies, so that the boat's draught was increased by 40 c.m. So far as her sea-going qualities were concerned, her commander reported that the boat rode very steadily on the whole, but that every sea went over her upper deck, even when the force of the wind was only 4; from almost every direction spray flew over the bridge. Consequently for those on duty on the bridge, the voyage, especially at first, was a tremendous strain. The commander did not think that the officers and petty officers would be able to stand it (the rubber suits that had to be worn almost daily for the first fortnight were not watertight), and he would have turned back if the weather had not improved soon after September 24.
The route for the voyage out had been chosen to run from the most northerly point of the Shetland Islands, which they passed on September 20, straight to the Newfoundland Bank, so as to remain on the northern side of the usual belt of low barometric pressure. Weather conditions were uncertain and changeable. There was often a very high and very steep swell, in which the boat pitched heavily. They, however, experienced following winds nearly all the time, which were favourable for journey. After reaching the Newfoundland Bank, the boat, was carried vigorously to the west by the Labrador current. On the whole the health of the crew was good, until they were nearing Newfoundland Bank. Then a number were attacked with headache and sickness, which is said to be a common occurrence in these parts.
On October 7 the boat lay before Long Island Sound. No war ships were encountered. At 3 P.M. the commander entered the harbour of Newport, Rhode Island, accompanied by an American submarine, which had joined him on the way, and there he paid official visits to Admiral Knight and the commander of torpedoboats, Admiral Gleaves. He wrote in his diary:
"The former received me very coolly, and said that the Bremen, as far as he knew, had been sighted about 10 days before between Newfoundland and New York. [That was not correct, as the Bremen never reached America.] Admiral Knight obviously thought it most desirable that the ' U 53 ' should leave again the same evening. If I had not announced that such was my intention, I think I should have been given a pretty broad hint on the subject.
"Admiral Gleaves was very friendly and much interested; he inquired about all particulars of the voyage. The adjutants of both admirals returned my visit. At 4.30 P.M. Admiral Gleaves himself came to inspect the boat. I took him over her, as, earlier in the day, I had done several young officers. More than anything else the Diesel engines roused envious admiration. Many officers came on board with their ladies, as did civilians, reporters, and one photographer. The crew received all sorts of little presents. At 5.30 P.M. we weighed anchor. Proceeded to sea at 6.30 P.M. Trial dive. Course, Nantucket Lightship; 270 revolutions equivalent to 9 knots."
Nantucket Lightship was reached on October 8 at 5.30 A.M, Very clear, calm weather prevailed. The commander decided to examine the merchant traffic outside territorial waters and to wage cruiser warfare.
At this meeting-point of so many trade routes, the boat was able to stop seven steamers in the course of the day, and after the crews had in every case left the ship, she sank the British steamer Strathdene from Glasgow (4,321 tons), the Norwegian steamer Chr. Knutsen (3,378 tons) with gasolene destined for London, the British steamer Westpoint (3,847 tons), the Dutch steamer Blommersdyk (4,850 tons), whose whole cargo consisted of absolute and conditional contraband. According to an American certificate, the Blommersdyk, before reaching her destination, was to call at Kirkwall (in the Orkney Islands, a British examining station for merchant steamer traffic). In his log the commander reports as follows:
"Meanwhile, in this narrow space besides the two steamers— there was an English passenger boat as well, the Stefano, from Liverpool, 3,449 tons, which had already been stopped and was disembarking her crew—and the ' U 53 ' sixteen American destroyers had assembled, so that we had to manœuvre with the greatest care. While I was towing back the boat of the Blommersdyk, which had brought the officer with her papers, ' U 53 ' got so near an American destroyer that we had to reverse with both engines to avoid a collision. We cleared one another by about 50 m. When reversing, I cast my tow loose, and her crew did not return to the Blommersdyk at all, but went straight on board a destroyer. I had told the officer that the crew would be given twenty-five minutes in which to disembark —till 6.30 P.M. To make sure that no one should be hurt, he was to haul down his flag to show that no one was left on board. Then I approached the passenger steamer to examine her papers, or, in case she had not yet lowered a boat, to dismiss her forthwith out of consideration for the passengers. I had already given orders for the signal, ' You can proceed,' when I realised that the steamer had been abandoned and all on board accommodated on an American destroyer. I then returned to the Blommersdyk. By means of a siren and calling through a megaphone I made sure that no one was left on board. A destroyer which lay very near the steamer was asked by Morse signal to move away a little, so that the ship might be sunk. This the destroyer did at once. Hit with torpedo, a depth of 4 m. in hold 4. The steamer was then sunk by a second torpedo."
The passenger steamer Stefano was then also sunk. At 10.30 P.M. the boat began her return voyage. Though it would have been very desirable to extend our activities off the American coast as long as possible, yet any further delay would have endangered the whole enterprise because of the fuel supply; for during the short stay at Newport, the boat, in accordance with the general instructions issued to her, had taken in no supplies of any kind. For the return voyage we counted on a consumption of fuel of 60 cb. m., and a certain reserve was allowed in the event of head winds and storms. That this precaution was necessary is proved by the fact that although the weather as far as the Shetlands was very favourable, the boat arrived at Heligoland with only 14.5 cb.m. of fuel. For the return voyage the longer route via Fastnet Rock was chosen. In so doing, the unsettled weather conditions that had been encountered in the higher latitudes on the voyage out were avoided; also on this southern side of the belt of low barometric pressure there was less fear of head winds than in the north. After waiting twenty hours at the S.E. corner of the Newfoundland Bank to weather a storm, the boat proceeded with little delay as far as the Hebrides, passing through an area of high pressure (770 mm.) accompanied by a steady west wind. The route then followed was round the Shetland Islands. On October 28, at 3 P.M., the boat entered the harbour at Heligoland. It had covered a distance of 7,550 sea miles and had only stopped once for two and a half hours in Newport. When the boat arrived at Wilhelmshaven next day, I was able to assure myself by personal observation that all her crew were in excellent condition. They might well be proud of their eminent, seaman-like, and technical achievement..
...Let us follow this same Lieut.-Commander Rose on his "U 53 " on a cruise, during which he waged war according to Prize Law, as still had to be done in January, in pursuance of the instructions issued, before the introduction of the unrestricted U-boat campaign. I will quote his log, omitting what is not of general interest:—
"January 20th, 1917.—Left Heligoland. Wind east, force 8, cloudless, clear. Route via Terschelling Lightship to Nordhinder Lightship.
"January 21st. - Sank to the bottom, 38 m. Conversation (by submarine telephone) with ' U 55.' 6.30 P.M., dark, starless night, wind east, 3-4. Started on normal course.
"January 22nd.—11 A.M. Sank French sailing ship Anna (150 gr.t.) by thirteen rounds of gun-fire; cargo, road-metalling. 9 P.M., South of Lizard Head. ' U 55 ' reports station. As the presence of U-boats in the Channel is thereby betrayed, tried to report on own station and intentions (valuable for 'U 55 '). Immediately after heard very loud British convoy signals and then the warning, ' German submarine 37 miles south of Lizard.' That could only apply to ' U 53.' 11.40 P.M., south of the Wolf Rock, two ships with many lights, little way, and changing courses at a distance of about 6 sea miles from one another. Apparently guiding ships to show entrance to Channel. After prolonged observation, steered west between the two.
"January 23, 12.5 A.M.—A big cargo steamer approaching with a course of 90 degrees. At some distance behind several lights; probably one of the expected convoys. Two officers of mercantile marine who are on board think the ship to be British of about 4,500 gr.t. She is fully laden. Started attack on surface. At first attempt a miss, at second a hit, port amidships. The steamer stops, sinks lower, gets a list, keeps on burning blue lights, then lowers boats. Left soon as further action impossible. Did not observe the sinking of the badly damaged ship. Passed several guardships with different lights. One of them on a course towards the scene of disaster. Let her searchlight play there for a short time. The guiding ships have gone on or put out their lights.
"6.40 A.M.—A steamer with bright lights and funnels lit up steers a zigzag course. She seems to be waiting. Sent Morse message to steamer in English. She is Dutch, with oilcake for Rotterdam. Dismissed steamer before dawn.
"2 P.M.—Avoided a ' Foxglove ' (new type of British U-boat chaser) and the steamer accompanying it.
" 11 P.M.—Avoided a guardship. She carried steamer lights on forestay to appear bigger.
"January 24,—12 midnight. A smaller steamer, arranged for carrying passengers, steers 200 degrees. Flag illuminated, but not recognisable. Obviously a neutral. Sheered off.
" 7 A.M.—A steamer, course 250 degrees, approached, pretending to be a French outpost ship. She is a neutral tank steamer. Sheered off.
"8.30 A.M.—Wind east, but swell; cloudy in parts, visibility good. Dived on account of an airship approaching from the east; it may be a captive balloon broken loose. Voyage under water to the neighbourhood of Ushant (French island at the western end of the Channel).
" 2 P.M.—Wind east, force 7-8. Rose to surface.
"3.15 P.M.—Small sailing ship in sight in southerly direction. Owing to high seas, no opportunity to attack.
" 10 P.M.—Wind east, 6-7, swell. Absolutely impossible to fire at night. A lot of water comes over. Dived. Voyage to presumptive meeting place near Ushant.
"January 25, 6.30 A.M.—Wind south-east, force 7-8, position Ushant, 50 sea miles to east. Hove to. Waiting off Ushant. A small sailing ship about 30 sea miles west of Ushant. Left her unmolested because of heavy sea. Not possible to fire at night because of high seas. Visibility bad, therefore dived for night journey.
"January 26.—Weather unchanged. Dived for night journey.
"January 27, 3 A.M.—Wind east, force 8. Visibility bad. Snow from 11 A.M. Boat rolls more and more. Depth 34 m. Position not fixed. Stood out to sea at low speed.
5 P.M.—North of Ushant. Wind, force 10, swell. Sighted large steamer of about 200 tons, so far as can be seen, armed fore and aft. Gave way, as impossible to fire at the time and no improvement in weather to be expected for next few hours. Steamer going slow; was painted grey. Apparently one of bigger guardships. Dived for night journey.
"January 28, 8 A.M.—Came to surface north of Ushant. Wind E.S.E., force 6.
"6.30 P.M.—Inspected Spanish steamer Nueva Montana, of Santander, 2,000 gr.t., from under water, then stopped her with shot. Cargo, iron ore to Newcastle. Crew on board took boats in tow. Set fire to three explosive bombs in engine-room. Steamer sinks slowly, deeper and deeper. As all buoyancy chambers are connected, her sinking only a matter of time. When last seen, the swell was pouring over the after part of the ship. Took crew as far as 12 sea miles west of Ushant; left boats there.
"January 29, 7 A.M.—Danish steamer Copenhagen, cargo, coal from Newcastle to Huelva. Examined and dismissed.
"6 P.M.—Steamer Algorta, 2,100 gr.t., from Segund with iron ore for Stockton. Inspected from under water, then stopped by shot. Took crew in tow. Sank steamer with four explosive bombs.
"10.15 P.M.—Cast off boats in neighbourhood of medium-sized steamer steering about 240 degrees. Called up steamer by star shell.
" January 30.—Course, 340 degrees. Intend activity for next two days in neighbourhood of Scilly Isles. Nothing in sight. At dusk, south of Scilly Isles, steamed on towards Lizard, distance 8 sea miles. Encountered no commercial traffic, only guardships southwest and west of the Scillys.
"January 31, 9 A.M.—Stopped Dutch steamer Boomberg, about 1,600 gr.t. Coal from Cardiff for Las Palmas; dismissed her.
" 10 A.M.—Stopped Spanish steamer Lorida, about 1,600 gr.t Cargo, coal from Cardiff to Cadiz. Dismissed her.
"2.30 P.M.—Stopped Norwegian steamer Hickla, 524 gr.t. Cargo, pit props for Cardiff. Set steamer on fire. Crew sails for Scilly Islands.
"5.30 P.M.—Stopped a smallish steamer, steering 175 degrees, coming from astern. Steamer returns fire at 80 hectometres from gun of at least 8 cm. calibre. Her shots fall short, but are well aimed.
"6 P.M.—Ceased gunfire after about forty rounds. Distance increased to bounds of visibility, then tried to keep touch at full speed. In dusk steamer gets out of sight and cannot be found again.
" 11.50 P.M.—Weather calmer, bright moon. Clear. Stopped Danish motor-boat Falstria, about 4,000 gr.t., from Far East via Dartmouth. Ship in order; ship dismissed.
"February 1.—West of Ushant. Steamed all day over field of search; nothing in sight.
"February 2, 5 A.M.—Attacked with bronze torpedo a large fully laden steamer, about 2,000 t., steering 170 degrees. No marks of neutrality. Hit amidships. Steamer stops; lights go out. No movement or work discernible on deck. After half an hour steamer still afloat. Will probably sink, as she is badly damaged.
"4 P.M.—Near Bishop Rock stopped a French old square-rigged schooner, Anna Maria, from St. Malo, about 150 gr.t., by using signal ' Abandon ship.' After a time the mate came on board in a little rowing boat without a keel. The crew try with boots and cups to keep the boat more or less dry. In consideration of the impossibility of rescuing the crew in this boat, the ship was allowed to continue her journey. The mate gave a written promise in the name of the crew not to go to sea any more during this war. The cargo of the ship consisted of salt and wine.
"February 3.—West of the Scillys. Wind east, force 2. 8 A.M., stopped Norwegian steamer Rio de Janeiro, 2,800 gr.t. Wheat, linseed, oil cakes, tan for Copenhagen and Christiana. Steamer dismissed.
" 11 A.M.—Submarine attack on American steamer Housatonic, 2,443 t. Then rose to surface and stopped steamer. Cargo 3,862 tons of wheat from New York for London. Fired bronze torpedo from first tube to sink steamer. The torpedo slips half out of the tube without leaving it. It starts to go, and we can hear the engine running slowly. The boat is stopped. Watertight doors closed. After some time detonation under the boat, without any turmoil of water or column of smoke. The torpedo has left the tube and obviously sunk and exploded at the bottom, at a depth of 110 m. A few rising air bubbles indicate that the airchamber must have separated owing to pressure as the depth of water increased. Steamer sunk by bronze torpedo from 4th tube. Took boats in tow and handed them over to a guardship which was called up by two shots. When retreating from the guardship, which came up at once, we met ' U 60.' ' U 60 ' dives. I intend to draw the guardship past ' U 60.' Guardship sheers off, rescues crew of American boats which ' U 53 ' asked her by wireless to do. ' U 60' dives. Exchange of reports with ' U 60.'
"February 4, 12.5 A.M.—With gunfire and explosive bombs sank French barque Aimée Marie, from St. Servant, 327 gr.t.; cargo, salt and wine for home port. Crew rows to Scilly Isles. Owing to the extraordinary lightness of the night, avoided darkened guardships. Meeting and exchange of reports with ' U 83.'
10 A.M.—Sank with two explosive bombs schooner Bangpuhtis, from Windau, 259 gr. t., and ballast from St. Nazaire for Cardiff. Crew sails for Scilly Islands.
"4 P.M.—Examined Norwegian three-master Manicia, 1,800 gr.t., from Rosano with linseed for Rotterdam, and dismissed her. Ship at sea since December 1.
" February 5, 12.30 A.M.—Wind east, estimated force, 5-6. Surface attack on steamer on which all except navigating lights are out, no lights as distinguishing marks, estimated at 3,000 gr.t. Armament cannot be discerned. On attacking became convinced that size of steamer has been over-estimated. When sheering off recognise Swedish distinguishing marks. Stop steamer by white star-shell and Morse lamp signals. Steamer answers no signal and makes no other sign. After a time steams at full speed out to sea. Stopped anew by two shots. She does not answer Morse signals. Circled round steamer till dawn. By daylight found she was steamer Bravalla, 1,519 gr.t. By flag-signals she announced her port of destination as Liverpool, cargo, nuts. If sunk at that spot crew would have been lost. Impossible to tow boats owing to high seas. Therefore gave steamer signal ' Follow.' Further signals giving exact instructions as to behaviour when ship was to be sunk later on, were cut off because as soon as she understood the first words ' I am going to sink you,' she hauled down the answering signal and took no further notice. On the way I had to force the steamer to obedience again, as she tried to sheer off. The sea gradually decreases. Shelter owing to neighbourhood of land perceptible. A guardship is sighted. Signal to Bravalla, ' Abandon ship.' She does nothing. Not till four minutes later, when the gun is trained on her, does she hoist the answering signal. A shot before her bows, then one in her forecastle. Steamer lowers boats. Ceased fire. When the boats had hove to, opened fire again. Difficult to aim owing to rolling of boat and target. There is a very heavy hail squall. Steamer hit several times, but does not sink. Although no one is left on board the engines keep going with fewer revolutions. Guardship approaches to a distance of about 40 hectometres, opens fire: dived. Sank steamer by a torpedo, guardship meanwhile rescued Swedish crew."
And so on. These extracts should suffice to show under what difficulties the boats worked so long as they had to consider the neutrality of steamers, and it also shows how many opportunities for sinking ships in the blockaded areas were lost.