by Peter Hart
Lieutenant Commander Hans Adam, U-82
Gradually the rate at which Allied shipping was being sunk began to fall in a direct proportion to the number of ships travelling in convoy; at the same time the numbers of U-boats sunk began to rise. Almost despite itself, the Admiralty had stumbled across the solution to the submarine crisis. Nevertheless, it was all too late for Jellicoe: exhausted by his efforts and dogged by the enmity – or worse, ill-disguised contempt – of both Lloyd George and Geddes, he would be finally dismissed by Geddes on 24 December 1917. The new First Sea Lord, Vice Admiral Sir Rosslyn Wemyss, had a far greater residual energy and was able to build on the sure foundations that Jellicoe had laid. Wemyss would continue Jellicoe’s reforms within the Admiralty, building a logical staff structure that allowed the proper delegation of decisions and responsibility.
By the end of 1917 one of the great questions of the war had been answered: Britain would not after all be starved out. The failure of their submarines to achieve their ambitious targets resulted in a severe blow to German morale and the German High Command realised that the war would not be won by the U-boats. The Battle of Jutland had confirmed that the British blockade of Germany would endure. The 1917 defeat of the U-boats, however, would ultimately result in the 1918 Spring Offensives designed to knock Britain out of the war on land before the Americans could arrive in strength on the Western Front.
By 1918, the Americans were firmly welded into the Grand Fleet which would move south to Rosyth, in the Firth of Forth, at Beatty’s instigation in April 1918. The Americans contributed the five fast dreadnoughts of the 6th Battle Squadron, under the command of Rear Admiral Hugh Rodman, which were soon integrated into the fleet. Rodman showed a refreshing willingness to conform to British methods of tactics, gunnery and signals, recognising the value of the long years of war experience possessed by the Royal Navy. This stood in sharp contrast to the attitude adopted by General John Pershing and the American Expeditionary Force on the Western Front, who blatantly ignored the advice of British and French commanders at every turn.
In the war against U-boats, the convoy system was now in full swing and operating with ever-increasing effectiveness. Submarines were hunted down with a remorseless savagery. For the U-boat crews it could be a terrible ordeal, as Captain Lieutenant Johannes Speiss, by this time in command of the U-19, experienced off the Scottish island of Oversay on 15 April.
At 8.25 pm, I cautiously ran out the periscope in order to make a general survey, since the Foxglove must have been passed according to my calculations. To my astonishment I saw him dead ahead of us about 1,000 metres distant and apparently stopped. ‘Periscope in!’ ‘Submerge to 20 metres!’ At the same moment BRUMMMS … As a result of the shock I almost fell into the central station. The depth charge landed right near the conning tower, everything was shaking. ‘Submerge deeper!’ ‘Full speed!’ BRUMMMS … Damn, that was some explosion, the lighting globes broke. ‘Cut in emergency lighting system! Noiseless speed, course west!’ The storage batteries are almost discharged. Twenty minutes pass and everything is quiet. Apparently the listening devices have lost us and there is no oil streak or propeller wash on the surface to betray the boat. I wanted to renew the attack and at first came up towards the surface very cautiously. Suddenly BRUMMMS … right on top of us! BRUMMMS … somewhat further away. He has lost us again. Deeper with the boat. ‘All hands forward!’ BRUMMMS … BRUMMMS … these damned charges. BRUMMMS … another shock, everything was knocked – we had touched bottom. ‘Stop the engines! Flood all tanks, stay on the bottom!’ The depth indicator shows 50 metres. The boat has negative buoyancy and remains motionless on the bottom. BRUMMMS … another depth charge, probably dropped on the water eddies we stirred up, the water must be very clear for him to see so plainly. BRUMMMS … another one. ‘Stop everything, in the boat, so that he cannot hear us!’ The situation was more than critical. Quite overcome by the severe explosions we sat, small and angry, on the bottom of the Atlantic Ocean where fortunately the water was somewhat shallow.11
Captain Lieutenant Johannes Speiss, U-19
In the end Speiss and his men were very lucky as the escort vessel moved off. Had it not done so, with his electrical batteries almost totally expended, Speiss would have had no choice but to blow the U-19’s tanks, surface and accept his fate.
One incident among hundreds of clashes between submarines and escort vessels occurred on 31 May 1918 when a convoy of some thirty merchantmen was being escorted past Flamborough Head on the east coast of Yorkshire by a conglomeration of armed whalers and trawlers led by Lieutenant Geoffrey Barnish aboard the destroyer Fairy. Suddenly, not far off Bridlington, Barnish heard a loud thump from the convoy and rushed to the bridge to find that the steamer Blaydonian had collided with a submarine. At first Barnish was in a quandary.
In the past we had all had one or two scares over our own submarines suddenly appearing on the surface after their patrol in the Bight, and wanting the bearing and distance of Middlesbrough or the Tyne. I couldn’t understand a German submarine being in this position, so you can well imagine my extreme anxiety. We made challenge after challenge, while all the time we were rapidly approaching our friend or foe. Then I decided we must cripple her, so that, if she did turn out to be British, our own unfortunate fellows would have a chance to save their lives. With that object in view, I ordered the torpedo coxswain (William James Spinner) to steer for her stern, or what I thought to be her stern. We were very close to her by now, and I cannot express to you my relief when I heard a voice from her conning-tower calling, ‘Kamerad! Kamerad!’ I knew exactly what to do now, and quickly ordered the coxswain to port the helm in order to hit her in a more vital spot. But we were too close for the helm to have any effect, and quickly passed over the stern of our enemy. I don’t remember feeling any considerable force of impact at this time, and we probably damaged ourselves more than we did him. However, on passing over him, I determined to renew the attack by ram, and, sending the gunner aft to open fire with our after gun, proceeded to turn the Fairy round. The submarine fired her gun but we shelled her from point blank range with the after 6-pounder. In all, forty direct hits were made. The Germans on the submarine’s bridge now jumped into the water as we came on again with our ram. I always remember wondering how far back our bows would be pushed in, and with these feelings I backed to the wheel and kept my hand on the coxswain, probably deriving a feeling of comfort, as well as knowing that the coxswain would do what I wanted him to do with my hand directing. The destroyer’s bows struck the U-boat close beside the gun. We on the bridge found ourselves all mixed up on the deck. How far we pushed our stem in I don’t really know, for the next thing I realised was that our fore-deck was under water and the submarine had disappeared, leaving two Germans calmly standing on our submerged forecastle with their hands held up. We picked up three more later.12
Lieutenant Geoffrey Barnish, HMS Fairy
They would soon be back in the water! Sadly, the Fairy was one of the very first destroyers, built back in 1897, and the damage she suffered was such that she too would soon join her erstwhile adversary beneath the waves.
The net and mine barrage was also being steadily extended to try to prevent U-boats from gaining access to the open seas. Much work was carried out on the barrage across the Dover Straits while a far more ambitious project created a new Northern Barrage stretching 240 miles from the Orkneys across to the Norwegian coast. This was never really effective due to practical problems with the mines, which were not only laid too deep to affect submarines on the surface but also had an disquieting tendency to self-detonate in chains of spectacular explosions. Yet the Northern Barrage, for all its faults, was still a stern test for the nerves of U-boat crews, who were forced to pass over or through it twice on every voyage.
The ships of the 10th Cruiser Squadron had been ploughing their lonely furrows across the northern waters since 1914. The squadron continued its low-key but important role in enforcing the naval blockade on Ger
many. The blockade had been steadily tightened by more patrolling cruisers augmented by the ever-useful armed trawlers. The careful monitoring and control of the passage of neutral cargoes by direct inspection, coupled with the merciless application of economic power vouchsafed through British control of steamer coal supplies, gradually brought the neutral countries to heel and they ceased to attempt blockade running. As the war went on it had also become clear that neutral shipping companies could make far more money trading legitimately without recourse to blockade running and risking the wrath of the British. Finally, the combination of the entry of the United States into the war, coupled with an effective convoy system, removed the need for the northern patrol. Its armed merchant cruisers would gradually be reassigned to convoy escorts between June 1917 and January 1918. The patrol endured only in skeleton form with the trawlers and drifters that tended to the net and mine barrage across the North Sea.
One adventurous operation sanctioned by the Admiralty against the submarine menace was the Zeebrugge Raid of 23 April 1918. There had long been a variety of plans to try and block the Zeebrugge and Ostend entrances via canals to the Bruges lair of the Flanders U-boats. The final version of the plan was overseen by Vice Admiral Sir Roger Keyes. An aged – and hence expendable – cruiser, the Vindictive, was to lie alongside the long Zeebrugge harbour mole and launch an attack by a 900-strong landing party who were to overwhelm the German gun batteries covering the entrance to the harbour. To prevent reinforcements intervening the C1 and C2 submarines had each taken on board some five tons of high explosives to destroy the viaduct linking the mole with the shore. During the chaos created by these actions and amidst a smokescreen, three more old cruisers, the Thetis, the Intrepid and the Iphigenia, would be scuttled across the entrance to the Bruges Canal.
The Vindictive and the block ships were all crewed by volunteers. When Able Seaman Wilfred Wainwright first went aboard the Vindictive he was greatly impressed by the measures that had been taken to fit her out for her special – and extremely dangerous – role alongside the Zeebrugge Mole.
She had been stripped bare of everything bar the essential parts, her mainmast having gone and her foremast cut short above the fighting top. Along her portside ran an immense wooden chafing band reinforced with huge hazelwood fenders and on the port quarter a part of the main mast had been cemented to the deck to enable her to lay alongside any wall without swinging out, head on stern. Covering her port battery ran a false deck lined with sandbags, and towering above this deck was an array of improvised gangways, sixteen in all, flanked by two huge metal huts housing the foremost and aftermost flame throwers. At the break of the fo’c’sle and the quarter deck were two grapnels fitted to wire pennants and leading respectively to the foremost and after capstans. Here fore and after guns had been replaced by 7.5 howitzers and midships abaft the after funnel was an 11-inch howitzer, the port battery had been replaced with 2-pound pom-poms, with the exception of the foremost and after 6-inch gun, whilst two pom-poms adorned the fighting top. There is no denying it she was ugly, as she lay there, a veritable floating fortress, a deathtrap fitted with all the ingenious contrivances of war that the human brain could think of, but we took unholy pride and a fiendish delight in her.13
Ordinary Seaman Wilfred Wainwright, HMS Vindictive
Naturally, the atmosphere was extremely tense aboard the ships as they sailed across the North Sea. The men could not but be aware of the terrible risks they were taking. The success of the raid demanded that almost everything went off perfectly. There was no margin for error. But for the most part they were young and ready for anything. As they approached the mole, despite the smokescreen, they were soon detected and exposed to close-range fire from the German batteries.
Night had turned into day by searchlights and star shells, and all the venom and hatred of the shore batteries seemed concentrated on us, salvo after salvo struck the ship, doing indescribable damage in the packed starboard battery where all the storming party were awaiting to land; the foremost howitzer’s crew were wiped out with the exception of the voice pipeman, who was a couple of yards away. The strangest part of this was that the trench mortar battery, not more than 4 feet away, did not receive injury at that time. Within the space of a few seconds the leading seaman in charge of our battery had been hit in the back of the head, whilst half a dozen of our battery had received superficial scratches. We were now alongside the Mole and sheltered a little from the murderous hail of shell from the forts, which continued to keep up a burst of shrapnel around our funnels, which showed up and made excellent targets. Every gun in the Vindictive that could bear had now given tongue and the night was made hideous by the nerve-racking shatter of the pom-poms, the deep bell-like boom of the howitzers and trench mortars, and all-pervading rattle of musketry and machine-gun fire; it was hell with a vengeance and it seemed well-nigh miraculous that human beings could live in such an inferno.14
Ordinary Seaman Wilfred Wainwright, HMS Vindictive
Just after midnight the Vindictive had crashed alongside the Mole some 300 yards further away from the German fortified area and gun batteries than had been intended. This added to the already intense difficulties facing the landing parties forced to clamber ashore under heavy fire.
Already a gaping hole had been torn in the side of our ship by a shell. As we swarmed down the landing boards we hurriedly bade our nearest comrade ‘goodbye’ and ‘good luck’. Each section had its appointed task. Shells were raking backwards and forwards, terrific explosions followed, and groans and cries and shouts filled the air. Star shells shed their light on the scene, and all the time our lads were creeping steadily forwards in the darkness, pelting away at the black masses of the enemy, which loomed ahead.15
Able Seaman Cyril Widdison, HMS Vindictive
It proved impossible to reach the batteries so they did what damage they could. Private William Gough was encumbered with a flamethrower intended for use against the occupants of sheds located on the inner side of the mole.
The flamethrower was a heavy, unwieldy cylinder containing a mixture of fuel oil and petrol, squirted from a nozzle, and ignited by a electrically fired flare in front of the nozzle. The jet of flame extended for about 30 yards. Because of the awkwardness of this weapon, I lost much time reaching the sheds, having to negotiate several obstacles including a 15–20 foot wall, using ropes and ladders to scramble down it. As a result I lost touch with my little party of marines. On reaching my objective, and entering the shed, I realised I was not needed there. The building had been blown up leaving four wrecked walls, shattered rifles and two dead Germans. Pressing on, I found myself up against an iron handrail at the water’s edge, and in front of me a German destroyer, with her guns firing and most of her crew on deck. I turned my flammenwerfer on them, sweeping the deck with flames. I must have killed a whole lot of them. I tried to reach the bridge, from which someone was potting at me with a revolver, but the range was too great, and my flamethrower ran out of fuel. As the bullets from a machinegun further up the mole got too close for comfort, I left my now useless weapon and took cover behind a low wall.16
Private William Gough, 4th Battalion, Royal Marines, HMS Vindictive
Getting back on to the Vindictive was no easy matter.
Just after one o’clock the retreat was sounded, and all those of us who were left ran breathlessly back – ran for our lives amid a hail of shot and shell. Of 14 or 16 landing boards only two remained, and these creaked and bent ominously as 300 or 400 of us scrambled aboard. Some of us were helping wounded comrades along; and whilst other fellows had to be carried aboard, I found one poor lad lying helplessly on the shore, only a few yards from the gangway, and with a pal’s assistance I managed to get him safely on board.17
Able Seaman Cyril Widdison, HMS Vindictive
From the Vindictive Captain Alfred Carpenter watched the block ships make their way into the harbour, sadly still under heavy fire from the mole batteries. They had all been filled to the gill
s with concrete in readiness for the detonation of explosive charges placed aboard their hulls to facilitate rapid scuttling.
We saw Thetis come steaming into the harbour in grand style. She made straight for the opening to the Canal, and you can imagine that she was a blaze of light and a target for every big thing they could bring to bear. She was going toppingly, all the same, when she had the rotten luck to catch her propeller in the defence nets. Even then, however, she did fine work. She signalled instructions to the Intrepid and Iphigenia, and so they managed to avoid the nets. It was a gorgeous piece of co-operation! In went Intrepid, and in after her went Iphigenia. They weren’t content, you know, to sink themselves at the mouth of the Canal. That was not the idea at all. They had to go right in, with guns firing point-blank at them from both banks, sink their ships, and get back as best they could. And they did it. They blocked that Canal as neatly and effectively as we could have wished in our most optimistic moments, and then, thanks to the little motor-launches, which were handled with the finest skill and pluck, the commanders and men got back to safety. As soon as we saw that the block ships were sunk we knew that our job was done.18