The Story of Our Submarines Part 2

3.15 A.M. Rose.

3.30 A.M. Proceeded under one engine, 8 knots, working round a large fleet of sailing trawlers making to southward; making for route of warships seen yesterday.

6 A.M. Altered course 12 knots.

7.45 A.M. Altered course S.E.

8.15 A.M. Sighted German submarine on surface, S.E. 4 to 5 miles distant, beam to beam. Dived to attack. At first thought she was stopped and had then dived, not sighting her through periscope till 8.45.

8.45. A.M. Sighted her steaming west, 4 or 5 miles off.

Followed, diving.

9.30 A.M. Rose. Submarine not in sight. Followed, diving, for 3/4 hour, in hopes of finding her stopped.

10.30 A.M. Proceeded S. 56 E., 12 knots.

12 noon. Stopped to let steam trawler pa.s.s across horizon, ahead.

_Note._--Since about 7 A.M. I had given up the idea of trying to keep out of sight of trawlers, merely avoiding going within a mile of them.

12.10 P.M. Proceeded.

12.54 P.M. Altered course south, observed position being further north than intended. The steam trawler sighted at noon seemed suspicious of E 6, altering course so as to keep me in sight without getting close.

3.30 P.M. Turned and steered for trawler, signalling her to show colours (German), and to stop. Trawler fitted with W/T.

Crossed her bows and shaped course N. 87 W., 14 knots.

Position then N. 43 W. 37' from Heligoland. Trawler proceeded, apparently shaping course for Emden. Steered to avoid our T.B.D. patrol.

_August 8th_--

6.30 A.M. Made Swarte Bank Light-vessel. Proceeded to Lowestoft to report.

_Note._--The Heligoland Bight contained a very large number of trawlers, chiefly sailing, including a few which were apparently Dutch; they became more numerous closer in to Heligoland. I did not notice W/T in any except the one I spoke.

I have the honour to be, sir, your obedient servant,

(Sd.) G. P. TALBOT, Lieutenant-Commander.

The Commodore (S), H.M.S. _Maidstone_.

That is the sort of way the submarine officers describe their experiences. The method is curt and unsatisfying somehow. I will try and give an idea of a submarine captain describing a trip during, say, the winter of 1915-1916, to an army brother:--

Yes, we got in yesterday. No--we had no luck. It's getting dull inside there now; it's not so much fun if there are no big ships about and only small craft chasing you. Well, you see, we left about 4 P.M. on Monday and had a poor sort of trip across--blowing from the north-east, so that we were head to sea, and even at eight knots we took nearly every wave over the bridge. They're a fine sight though, the E boats, when they're b.u.t.ting into it like that; they get out of step so, and you can feel just about when they are going to take a good one; you see more and more of her bow going dry as she goes wrong, and then she puts a great length of herself over a hollow, and that's the time to duck your head and hold tight to a rail, because she comes down wallop just in time for the next one to roll right over you. It was fairly clear, but devilish cold, and there were snow-squalls about one to the half-hour. We gave Tersch.e.l.ling (the corner, you know, round Holland into the Bight) a seventeen-mile berth, as the tide sets in pretty strong there, and turned in for our billet. My orders were to work between Heligoland and the mouth of the Elbe. There are two ways of getting in, you see--close along the sh.o.r.e in seven-ten fathom water, and over and under the minefields farther out. We took the deep channel, as we don't do the other at night if we can help it--over and under? Oh! you see, there's a minefield set for submarines in one place--fairly deep laid, and farther on another set for surface ships, so we go over one and dive under the other--anyhow, they're both only reported fields, and their position isn't accurately known, and also one doesn't quite know one's position if one doesn't get sights or see Tersch.e.l.ling Light, so it's a matter of luck, really. Well, we didn't get any excitements going in, except that my R.N.R. officer pressed the b.u.t.ton with his shoulder when he was coming up to relieve me, and he and I only got down just in time to shut the lid. You see, we run with mighty little buoyancy on patrol when we are on the surface, and if you press the b.u.t.ton you go down in a few seconds at twelve knots or so. The b.u.t.ton? why, that's what dives the boat; if you press that (it's just under the conning-tower lid) it rings the Klaxon horns fore and aft the boat, and then it's up to you to come down quick because the crew know it means business, and they don't waste any time. They open all vents and put her nose down, and in a few seconds there's just a 'plop' on the surface and you're looking at a gauge-needle going round down below. But if you come on watch with too many lammies and clothes on, you may give the alarm by mistake like my feller did.

"Well, we got better weather after we rounded Tersch.e.l.ling, and after Bork.u.m Riff it was nearly calm. We got to the billet and dived at 4 A.M.--thirty-six hours out from Harwich. The soundings were right when we touched bottom--about 95 feet--so that checked our lat.i.tude a bit. Then we all went to bed. It was pretty cold and jolly wet too, as she leaks a bit overhead besides the usual sweating. What's sweating? Why, when the hull's cold it sweats, you know--water runs down the inside--condensation really, I suppose. Well, then we all turned in, as I say, and I put a lot of blankets over me to dry my wet clothes.... I was too tired to change, and as a result I was all aches in the morning (that is, at daylight about three hours later).

I reckoned it would be getting grey about seven, so we rose then, and after a few minutes at fifty feet, just to listen for propellers, we broke surface. It was all clear and still fairly dark, so we charged batteries for twenty minutes and ventilated.

"Then we went under and started diving patrol. I took first periscope watch, as I wanted to fix position by steering north-west for Heligoland. At eight o'clock the patrol trawlers came by. You see, they have eighteen trawlers out between Schillig Road and the Island. They work in pairs, each pair doing a sort of sword-dance, and making Saint Andrew's Crosses along the line. They come out in the morning, and we just sheer out of their way to let them by. Then at sunset they all begin edging towards home (that's Wilhelmshaven), until the senior one hoists a signal, and they speed up and hustle into bed. No, we don't worry them--we haven't enough torpedoes to chuck them away on trawlers; and anyhow, you may miss a chance at something big if you get seen on your patrol. Those small craft don't see you unless you worry them. One dives around all day with several of them in sight, but so long as one doesn't show the periscope much, and doesn't get too close, they don't see. If we once started strafing them, they'd keep a better look-out, but n.o.body keeps a good look-out unless he's scared--so we don't scare them.

"Well, that's about all we saw that trip. A destroyer pa.s.sed--out of range--on the third day, going about twenty-five knots, and we had some trouble on the fourth. No, not dangerous, just aggravating. You see, we got seen by some idiot, and they sent out the usual four torpedo-boats in line abreast against us. They're just small high-bowed old boats, and aren't worth a torpedo. They came fussing along and saw my periscope at fairly long range, as it was flat calm. I went down to ninety feet, and they let off squibs over us--just little depth charges that didn't even break a light globe. Still, they kept me under till dark, and when we came up then I knew I was going to have trouble and worry getting my charge in, as they'd have all sorts of packets barging round my patrol at night looking for me; so we thought it over, and decided the best place to sit and charge would be on the shoals off the Schillig Road boom defences, because they'd never look for us there.

Well, they didn't; we sat there and had an absolutely undisturbed charge for the first time that trip. We saw a lot of small craft go by, all heading out to sea to put in a hate against us; and the joke was that we were only in six fathoms there, and couldn't have got the whole boat wet if we _had_ been strafed into diving there. And what's better, I was told to-day that some of their destroyers looking for us that night had a sc.r.a.p among themselves--he's such a jumpy feller the Hun: they seemed to have damaged one packet pretty thoroughly, according to the Intelligence people.

"Why do we have to sit up at night? But we don't. We only have to stay up long enough to charge the batteries for next day, and then we pack up and go to the bottom till morning. That's why winter's the best time to patrol--for comfort, anyway. In December you can only see decently through a periscope for about nine hours--then you come up and charge and get to the bottom for dinner. In July it's more like work: you dive twenty-one hours, come up and charge, and dive again about 2.30 A.M.

There's no time for a rest on the bottom, but if you're inside the Bight it's quite exciting getting your charge in. You get put down in the middle of the performance by black shapes coming right on top of you. They're usually trawlers on patrol; but sometimes you see a big bow wave, and that means a destroyer, and you crash-dive in a few seconds. You see, a boat charging like that is like a crab with its sh.e.l.l off; you never feel safe in a boat until you are submerged. On a clear night you can deal with destroyers or any other craft, but these pitch-black nights, or nights when it is foggy or snowing, are the deuce. I never feel happy on those nights till we get to the bottom.

It gives me cold feet all the time when I'm on the surface inside there. This trip we got put down at least once during each charge, except the night I went into their front garden to hide. One night, however, I thought we'd never get charged up; we kept getting put under, so that it was a case of twenty minutes' charge and ten minutes' dip for half the night. What's 'putting down' like? Well, you see, when you decide it's dark enough to come up, and you've seen the trawlers go home, you pa.s.s the word to 'Stand by for surface' and to get the engines ready. All the hands wake up and get busy (they read and sleep most of the day), and then when they report 'Ready' you blow about five to ten tons out of the tanks, and you come up. There's a routine for the business, you see, and they don't want telling much. I open the lid as soon as it's clear of the surface, and a hand follows me up on to the roof.

"I have a look round, and if it's all clear I sing out below to start the charge. They get on with it then, and the engines start b.u.mping the batteries up full bore, and at the same time we move slow ahead. I only keep just the conning-tower out, and no more buoyancy, so we have men on the hydroplane wheels to keep her from doing a dive accidentally, and as we're moving ahead a little 'up helm' keeps her fairly dry. The hand on deck does 'look-out' astern and I look out ahead; meanwhile the people below carry on smoking (that's the chance they've been waiting for all day). If the look-out sees anything at all he gives a yell and points at it, and then jumps down inside the conning-tower. If I don't like it when I turn round and see it, I press the b.u.t.ton and follow him down. If I see something first I hit the look-out, and he jumps down and I follow. They're all on the top line below, so as soon as I press the b.u.t.ton and the horns sound (they make a din all over the boat) they open the vents and put her bow down with the planes, and then by the time I've closed the lid over my head the gauge is showing fifteen feet, and she's going down at a big slant. If I'm slack on the lid I get wet. If I'm too slack and the First Lieutenant thinks I'm not going to get the top lid shut before she's under, he slams the lower doors and either leaves me isolated in the tower or else swimming around on the surface till he comes up later to look for me. (No--I've never got left like that yet, but some people have been pretty near it. It's not safe for the First Lieutenant to hang on too long for you--he might fill the boat.) It's quite simple. With a well-trained crew anything's safe, and you can cut it as fine as you like. When you've heard the propellers from overhead[1] you just keep along at sixty feet for ten minutes or so, and then you come up and get on with the work again. Oh!

I'm bored with all this talking. You ought to be able to run a trip inside by yourself by now. But there's one thing always makes me mad, that's the Heligoland leave-boat. She leaves the island on Friday afternoons and she comes back on Monday morning. She's a big flat-bottomed coal barge--too shallow draught to torpedo--and crammed with men. You can't use a gun, because she's towed by a small tug with a big gun forward and a little one aft; and besides, we're not allowed to give away the fact that we're there by having a joke with small craft. But it's devilish aggravating, all the same, to see the bloated Hun going off for the week-end while we dive up and down for a week waiting for something to turn up. We get our leave all right though. We get three days to the half crew each trip, so that each of us gets leave every other trip. The business is too exciting for me to take leave seriously. I just go to all the revues and amus.e.m.e.nts I can if I go up to town, and if it's winter-time like now, I get in three days'

shooting here. The local people are jolly nice to us, and even if they haven't got a regular shoot going, one can get out to the marshes and shoot duck. After the leave we come back and do a couple of days'

exercise-diving and torpedo practice, and then we go out again for another trip. It's awfully interesting, because we work in the Huns'

front-yard in a way, and it seems so cheeky somehow. Makes us want a drink? Well, I guess not. If you've got cold feet you don't want a drink, because you daren't have it. That's why we don't carry any in the boats. You see, the Owner here looks on us as so many race-horses he's got in training, and if one of us shows symptoms of breathing a bit short, he gets cla.s.sed as a roarer, and leaves the job altogether to repent in a big ship; there's lots more waiting to take our place, and the Owner's got no what you'd call 'motherliness,' if he thinks you're not all out for business. Hearing propellers? Oh yes, you can hear them quite clearly from any quiet part of the boat; the fore torpedo compartment is a good place for listening, and so is the s.p.a.ce abaft the main motors. You can hear what speed he's going, and when you're used to them you can make out what kind of craft he is--trawler or destroyer. The best time, though, is when you've finished a day's patrol and charging and all, and gone on down to the bottom. I allow the whole crew one cigarette apiece, and they have a concert. They gather round the periscope and sing for an hour before turning in, and the orchestra plays--(that's a concertina and a couple of mandolines),--we've got quite a lot of talent in the boats. Smoking like that overnight doesn't matter. If you keep the circulating fans running the smoke all goes away while you're asleep. I don't know where it goes to, 'cos it can't get out; but it goes somewhere. I allow the officers a couple of cigarettes apiece during the day-time, and I smoke whenever I feel scared--that gives me about nine cigarettes a day. Of course you can't smoke at the end of a long summer's day; after about fourteen hours' diving you can't get a cigarette to burn, and a match goes out as soon as it's struck. But you can smoke a bit in the forenoon without spoiling the air in the boat--and besides, on occasions like when somebody is chasing you and dropping those little depth bombs they use, and you've gone to ninety feet or so to keep clear of them, it's a sort of guarantee of good faith if the skipper walks away from the periscope and lights a f.a.g. It looks contemptuous somehow, and the sailors approve. You see, they never know the facts of what's going on. Only the skipper knows the situation, and so they watch you all the time. They spend a trip sitting or lying by their stations, and obeying orders and trusting to their boss not to kill them unnecessarily if he can help it. I tell you, the submarine sailor, once he's past his probation time and been tested on patrol, is a hand worth writing home about! Now, if you'll stop listening a minute and struggle out of that chair, I'll take you round the boat. She's pretty filthy still, but we'll get her clean again by to-morrow."

[1] The date the speaker deals with is before the general use of the hydrophones in submarines.--KLAXON.

II

ANTI-SUBMARINE WORK

I

Before speaking of anti-submarine work, a very short description of the German submarine and its variations in type is advisable.

A U-boat is not unlike our ordinary patrol-type submarine. She varies in size and capabilities, but is generally a 16-knot (surface speed) boat, with two guns--a 41-inch and a 22-pdr., two bow and two stern torpedo-tubes, and about 800 tons surface displacement.

A U-B boat is a small patrol boat of about 500 tons surface displacement; one 41-inch or 22-pdr. gun, one stern and four bow torpedo-tubes, 13 knots surface speed. There is also a "Flanders," type U-B cla.s.s, of 250 tons and 8-1/2 knots speed. The latter cla.s.s worked from Ostend and Zeebrugge.

A U-C boat is about 400 tons; one 22-pdr. gun, 12 knots speed, one stern and two bow torpedo-tubes. The Flanders type U-C's are of 180 tons and 7-1/2 knots speed. All U-C's are primarily fitted for mine-laying.

The U cruisers are from 2000 to 3000 tons displacement, carry two 59-inch guns, have a speed of 16 knots, and in some cases are fitted as mine-layers in addition to their torpedo equipment.

The number of slight divergencies from the main types is considerable.

Boats were built in standardised groups, and, during the second half of the war, in great quant.i.ties. On November 11th, 1918, the position was, roughly, as follows: 200 submarines in German hands, commissioned or completing--135 (roughly) on the building slips. About 200 had been destroyed up to that date.

In 1918 the average number of German submarines at sea--in the Adriatic, Irish Sea, Channel, and North Sea--was (in the spring) 20, in October, 24. The number available for service--excluding Mediterranean boats, school boats, and boats out of date--was about 72; so that, roughly, one-third were kept at sea, and the remainder resting or repairing.

The medium-size German submarines are quite good-looking boats, but the German mind showed itself clearly in the U cruisers. It has been an axiom at sea since the days of the Vikings, that a thing that looks ugly isn't good seamanship. British submarines are better stream-lined than German boats, and have generally a more "varminty" and clean-run look. The sight of a U cruiser in dry dock recalls to one's mind a pair of pictures once published in 'La Vie Parisienne'--a Paris weekly which has done as much to win the war as any other periodical. The first picture showed a "seventy-five" gun, and standing beside it a girl built on clearly thoroughbred lines, balancing a cartridge on her hand.

The second was of a squat 11-inch howitzer, accompanied by 'La Vie's'

interpretation of a homely German Frau clutching the great sh.e.l.l to her portly figure. The two pictures ill.u.s.trate rather well the ideas of our own K-boat designers as compared with the mental state of the authors of the German submarine cruisers.

II

It used to be a catchword of naval correspondents that "submarine cannot fight submarine." Well, it is true, and it isn't. What can be done is that one submarine submerged can torpedo another submarine on the surface: in which case submarine No. 2 is not really a submarine at the moment. Two submarines may meet and have a gun-action, with possible damage to one or both of them, and much entertainment to their crews; but in such a case neither boat would be acting as a submarine.