Читать книгу Q-Ships and Their Story - E. Keble Chatterton - Страница 6

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We turn now to the northern mists of the Orkneys, where the comings and goings of the Grand Fleet were wrapped in mystery from the eyes of the world. In order to keep the fleet in stores—coal, oil, gear, and hundreds of other requisite items—small colliers and tramp steamers brought their cargoes northward to Scapa Flow. In order to avoid the North Sea submarines, these coal and store ships used the west-coast passage as much as possible. Now, for that reason, and also because German submarines were already proceeding in earnest, via the north-west of Scotland, to the south-west Irish coast, ever since the successful sinking of the Lusitania, it was sound strategy on our part to send a collier to operate off the north-western Scottish coast. That is to say, these looked the kinds of ships a suspecting U-boat officer would expect to meet in that particular locality.

Under the direction of Admiral Sir Stanley Colville, a handful of these little ships was, during the summer of 1915, being fitted out for decoy work. One of these was the collier S.S. Prince Charles, a little vessel of only 373 tons. In peace-time she was commanded by her master, Mr. F. N. Maxwell, and manned by five deckhands, two engineers, and two firemen. These men all volunteered for what was known to be a hazardous job, and were accepted. In command was placed Lieutenant Mark Wardlaw, R.N., and with him went Lieutenant J. G. Spencer, R.N.R., and nine active-service ratings to man the guns and use the rifles. She carried the weakest of armament—only a 3-pounder and a 6-pounder, with rifles forward and aft. Having completed her fitting out with great secrecy, the Prince Charles left Longhope in the evening of July 21 with orders to cruise on routes where submarines had recently been seen. Proceeding to the westward at her slow gait, she saw very few vessels until July 24. It was just 6.20 p.m. when, about ten miles W.N.W. of North Rona Island, she sighted a three-masted vessel with one funnel, apparently stopped. A quarter of an hour later she observed a submarine lying close to the steamer. Here was the steel fish Prince Charles was hoping to bait.

Pretending not to see the submarine, and keeping on her course like a real collier, Lieutenant Wardlaw’s ship jogged quietly along, but he was closing up his gun’s crews behind their screens and the mercantile crew were standing by ready to hoist out the ship’s boats when required. The German now started up his oil-engines and came on at full speed towards the Prince Charles. It had just gone seven o’clock and the submarine was 3 miles off. The collier had hoisted her colours and the enemy was about five points on the bow when a German shell came whizzing across. This fell 1,000 yards over. Lieutenant Wardlaw now stopped his engines, put his ship head on to the Atlantic swell, blew three blasts, and then ordered the crew to get the boats out, in order to simulate the movements of an ordinary merchant ship in the presence of an attacking submarine.

In the meantime the enemy was approaching rapidly and fired a second shot, which fell between the funnel and the foremast, but landed 50 yards over. When the range was down to 600 yards the enemy turned her broadside on to the collier and continued firing; and this was now the time for the Q-ship’s captain to make the big decision. Should he maintain his pretence and continue to receive punishment, with the possibility of losing ship and lives in the hope that the submarine would come nearer? Or should he reveal his identity and risk everything on the chance of winning all? This was always the critical moment when the Q-ship captain held in his judgment the whole fate of the fight, of the ship, and his men.

Lieutenant Wardlaw, seeing that the enemy could not be enticed to come any nearer, took the second alternative, and opened fire with his port guns. The effect of this on the German was remarkable and instantaneous; for her gun’s crew at once deserted the gun and darted down into the conning-tower. But whilst they were so doing, one of Prince Charles’s shells struck the submarine 20 feet abaft the conning-tower. The enemy then came round and showed her opposite broadside, having attempted to dive. She now began to rise again as the collier closed to 300 yards, and frequent hits were being scored by the British guns. By this time the surprised Germans had had more than enough, and were observed to be coming out of the conning-tower, whilst the submarine was settling down by the stern. Still the British fire continued, and when the submarine’s bows were a long way out of the water, she took a sudden plunge and disappeared. A large number of men were then seen swimming about, and the Prince Charles at once made every effort to pick them up, fifteen officers and men being thus saved out of thirty-three.

So ended the career of U 36. She had left Heligoland on July 19 for a cruise of several weeks via the North Sea, and, up till the day of meeting with Prince Charles, had had a most successful time; for she had sunk eight trawlers and one steamer, and had stopped the Danish S.S. Louise when the Prince Charles came up. It was not until the submarine closed the latter that U 36 saw the Englishmen clearing away some tarpaulins on deck, and the next moment the Germans were under fire, and the captain gave orders to dive. By this time the submarine had been hit several times, and as she could not be saved, she was brought to the surface by blowing out her tanks. The crew then took to the sea, and the engineer officer opened the valves to sink her, and was the last to leave. Inside, the submarine was wrecked by Prince Charles’s shells and three men were killed, the accurate and rapid fire having immensely impressed the Germans. Thus the first Q-ship engagement had been everything that could be desired, and in spite of the submarine being armed with a 14-pounder and carrying seven torpedoes, the U-boat had been beaten in a fair fight. Lieutenant Mark Wardlaw received a D.S.O., two of the crew the D.S.M., and the sum of £1,000 was awarded to be divided among the mercantile crew.

Another of the ships fitted out under similar auspices was the Vala, who commissioned on August 7, 1915. She was of 609 tons, and could steam at nothing better than 8 knots. In March of the following year she was transferred from Scapa to Pembroke, and her career was long and eventful. In April of 1917 she was in action with a submarine, and she believed that one shell hit the enemy, but the latter then submerged. One day in the middle of August Vala left Milford Haven to cruise between the Fastnet and the Scillies, and was last heard of in the early hours of the following day. She was due to arrive at Queenstown, but, as she did not return, the Q-ship Heather was ordered to search for her in the Bay of Biscay. For a whole week there had been a series of gales, and it was thought that the little steamer had foundered in the bad weather, but on September 7 the German Government wireless announced that ‘the U-boat trap, the former English steamer Vala,’ had been sunk by a U-boat.

Besides the Vala and Prince Charles, three other Q-ships were fitted out in the north. These were the Glen Isla, of 786 tons; the Duncombe, 830 tons; and the Penshurst, 740 tons, and they all performed excellent work. But before we go any further we have to consider still another novelty in naval warfare, or rather a strange revival. Who would have thought that the sailing-ship would, in these days of steam, steel, and motor, come back in the service as a man-of-war? At first it seems almost ludicrous to send sail-driven craft to fight against steel, mechanically propelled vessels. But, as we have seen, this submarine warfare was not so much a matter of force as of cleverness. It was the enemy’s unimaginative policy which brought about this reintroduction of sail into our Navy, and this is how it all happened.

During the summer of 1915 German submarines in the North Sea had either attacked or destroyed a number of neutral schooners which used to come across with cargoes of pit-props. One used to see these fine little ships by the dozen arriving in the Forth, for the neutral was getting an excellent return for his trading. It annoyed the enemy that this timber should be able to enter a British port, and so the submarines endeavoured to terrorize the neutral by burning or sinking the ships on voyage. It was therefore decided to take up the 179-ton schooner Thirza, which was lying in the Tyne. Her purchase had to be carried out with great secrecy, lest the enemy should be able to recognize her at sea. She was an old vessel, having been built as far back as 1865 at Prince Edward Island, but registered at Whitstable. She changed her name to Ready, and began her Q-ship service at the end of August, 1915, when soon after midnight she sailed down the Forth. Armed with a couple of 12-pounders, having also a motor, carrying a small deck cargo of pit-props, and suitably disguised to resemble a neutral, this schooner, manned by a hardy volunteer crew, used to pretend she was coming across the North Sea, though at first she never went many miles away from the land. Under the various aliases of Thirza, Ready, Probus, Elixir, and Q 30, this old ship did splendid work, which did not end until Armistice. We shall have occasion to refer to her again.

Who can avoid a feeling of intense admiration for the men who, year after year, were willing and eager to roll about the sea in a small sailing ship looking for the enemy, well knowing that the enemy had all the advantage of speed, handiness, and armament? Even the motor was not powerful, and would give her not much more than steerage way in a calm. The submarine could always creep up submerged, using his periscope but now and then: the schooner, however, was a conspicuous target all the time, and her masts and sails advertised her presence from the horizon. These Q-ship sailing men deserve much for what they voluntarily endured. Quite apart from the bad weather, the uncomfortable quarters on board, the constant trimming of sheets and alteration of course off an unlit coast, there was always the possibility that some U-boat’s crew would, after sinking the schooner, cut the throats of these British seamen. The Q-ship crews knew this, and on certain occasions when U-boat prisoners were taken by our ships the Germans did not conceal this fact. Life in these sailing craft was something quite different from that in a battleship with its wardroom, its cheery society, and a comfortable cabin to turn into. In the latter, with powerful turbines and all the latest navigational instruments, bad weather meant little inconvenience. After all it is the human element which is the deciding factor, and the Q-ship service certainly wore out officers and men at a great pace. It is indeed difficult to imagine any kind of seafaring more exacting both physically and nervously.

But the Navy pressed into its use also sailing smacks, and sent them out to sea. This began at Lowestoft in August, 1915. In that neighbourhood submarines had been doing a great deal of damage to the local fishing ketches, so it was decided to commission four of these smacks, arm them, strengthen their fishing crew with a few active service ratings for working the gun, and let the craft resume their fishing among the other smacks. With any luck at all a German submarine should come along, and then would follow the surprise. The original fishermen crews were only too delighted to have an opportunity of getting their own back, and these excellent fellows certainly were afforded some good sport. So well did the idea work that within a very few days the smack G. and E. engaged one submarine, and the Inverlyon sank UB 4. During the same month the smack Pet fought a submarine, and on September 7 Inverlyon had a fight with another.

And still the Admiralty were not over optimistic as to the capabilities of the decoy ship, and had to be convinced of the real worth of this novel idea. However, an incident happened on August 19 which was so successful and so significant that it entirely changed the official mind, and all kinds of craft were suggested as suitable decoys. Some thought that oil-tankers would have made ideal bait: so they would, but such ships were few in number and too valuable. Others suggested yachts, and actually these were used for intelligence work in the Bay of Biscay. Many other schemes, too, were brought forward, but they were not always practicable, or had to be discarded for particular reasons.

Fig. 1.—Diagram to Illustrate Approximate Movements of ‘Baralong’ when she sank U 27 on August 19, 1915. The Numerals indicate Simultaneous Positions of Decoy and Submarine.

Q-ship “Baralong”

Heroine of two famous victories over submarines. Photograph taken in Malta harbour after the ship had been transferred to the Mediterranean.

Q-ship “Redbreast”

This vessel was commissioned as a Q-ship at the end of March, 1916, but six months later had concluded her service in this capacity.

To face p. 22

In March, 1915, the Admiralty had taken up the S.S. Baralong, a typical ‘three-island’ tramp, as a decoy. For nearly six months she had been cruising about and had already steamed 12,000 miles, but during the afternoon of August 19 she was at last to have her chance. This was an historic day in the submarine campaign, for in that area between the south-west coast of Ireland and the western end of the English Channel eight British steamers were sunk, including the 15,801-ton White Star liner Arabic. It is quite certain that there was more than one submarine operating, and they had reaped a good harvest on the 17th. In the hope of falling in with one of these U-boats, the Baralong found herself in Lat. 50.22 N., Long. 8.7 W. (that is, about a hundred miles south of Queenstown), steering on an easterly course. She was disguised as a United States cargo ship with American colours painted on boards on her sides. These boards were made so that they could be hauled in, and the ensign staff would fall away as soon as the ship should go into action with the White Ensign hoisted. At three in the afternoon Baralong sighted a steamer manœuvring rather strangely, and almost immediately picked up a wireless ‘S.O.S.’ signal from her. Baralong therefore now altered course towards her, and the two ships were soon steering so that they would presently meet. Then a submarine was sighted about seven miles off heading towards the steamer, whom she was shelling. By this time the crew of the steamer, which was the Leyland liner Nicosian, were rowing about in the ship’s boats, and towards these the Baralong was seen to be approaching, but the submarine U 27, which had a 22-pounder forward of the high conning-tower, and a similar gun aft, steered so as to come along Nicosian’s port side and towards the latter’s boats, apparently to prevent Baralong rescuing the men. One who was present told me the full story, and I made notes and a sketch at the time. This is what happened:

As soon as the submarine was blanketed by Nicosian, the Baralong, who was now roughly parallel with the other two craft, struck her American colours, hoisted the White Ensign, and trained her guns ready for the moment when the submarine should show herself ahead of Nicosian’s bows. In a few seconds U 27 came along, and had the greatest of all surprises. The range was only 600 yards, and 12-pounder shells, accompanied by rifle fire, came hurtling along, penetrating the craft on the waterline below the conning-tower before the enemy could reply. The conning-tower went up in the air, panic-stricken Germans jumped into the sea, the submarine heeled over, and in about another minute sank for good and all. The whole incident had happened so quickly that Nicosian’s people were as surprised as they were amused. The whole of Baralong’s tactics had been so simple yet so clever and effective; deliverance from the enemy had followed the sudden attack so dramatically, that it was not easy to realize quite all that had happened. Nicosian had been holed by the German shells, but Baralong took her in tow and headed for Avonmouth. She was down by the head and the tow-rope parted during the night, but she managed to get to port all right.

The sinking of this U 27 was a most useful piece of work, for her captain, Lieut.-Commander Wegener, was one of Germany’s best submarine commanders; she had left Germany a fortnight before. This incident, with many of its details, reached Germany via the U.S.A.; for Nicosian was carrying a cargo of mules from across the Atlantic to be used by our army, and some of the muleteers were American citizens. On their arrival back home the news came out, and was published in the newspapers, causing considerable sensation. The German nation was furious and made some bitter accusations, forgetting all the time that on this very day they had fired on and killed fourteen of the crew of the British submarine E 13, which had grounded on the Danish island of Saltholm. All the officers, with one exception, and most of the crew of Baralong were of the Royal Naval Reserve. A number of decorations was made and the sum of £1,000 was awarded.

This great success in the midst of a terrible tale of shipping losses finally convinced the authorities of the value of the Q-ship. There was a great shortage of tonnage at this time, for ships were being required for carrying mules and munitions from America, munitions to Russia, and every kind of stores across to our armies. However, it was decided to take up some more steamers as decoys and fit them out in a similar manner. Thus the two tramp steamers Zylpha (2,917 tons) and the Lodorer (3,207 tons) were assigned to Queenstown. The former, after doing excellent work, was sunk on June 15, 1917; the latter, commanded by the officer who eventually became Captain Gordon Campbell, V.C., D.S.O., made history. Under the aliases of Farnborough and Q 5 she became the most famous of all the decoy ships. Tramp steamer though she may be, she has a career which, for adventurous fights, honourable wounds, and imperishable glory cannot be approached by any ship in the world, with the solitary exception, perhaps, of the Vindictive, for, in spite of everything, Lodorer was able at the end of the war to resume her work in the Merchant Service. In another place we shall soon see her exploits as a warship.

In addition to these two a few small coasting steamers were taken up and a couple of transports, and the work of selecting officers of dash and enterprise had to be undertaken with great secrecy and discretion. Unquestionably the most suitable type of Q-ship was the tramp, and the worst was the cross-Channel railway steamer. The first was slow, but could keep at sea a long time without coaling; the latter was fast, but wasteful of coal and had limited bunker space. Of these railway steamers we have already mentioned the G.E.R. Co.’s S.S. Vienna (alias Antwerp). Another decoy ship was the L.& S.W.R. Co.’s S.S. Princess Ena, which was built to run between the Channel Islands and Southampton. She had been commissioned in May, 1915, armed with three 12-pounders, and could steam at 15 knots, but she ceased her decoy work in the following August. The Lyons, already referred to, was really a salvage steamer, but much resembled a tug, especially when she hoisted her dummy funnel. She was of 537 tons, could steam at 11 knots, and was armed with four 12-pounders. But it was the ‘three-island’ tramp type of the Baralong breed, which was so ordinary and seen at any time in any sea, that made the ideal Q-ship. She was of 4,192 tons, built in 1901, speed 10 knots, armed with three 12-pounders, and fitted with a single wireless aerial which could excite no suspicion. So skilfully was the armament of these ships concealed that they frequently lay in harbour close to foreign ships without revealing their true nature. I have myself been all over such a ship, commanded by one of the greatest Q-ship officers, and entirely failed to find where he mounted his guns, and yet they were on board ready for immediate use. How much more likely would the German submarine, lying lower down to the water, be deceived! As time went on and these much-feared ‘trap-ships’ were scrutinized more closely, several minor but fatal characteristics had to be remembered; for instance, the crew sometimes would be too smart or the signal-man was too good with his semaphore. But these and similar points were rectified as soon as they were realized.