BOOKS ON THE SEA BYE. KEBLE CHATTERTONHISTORICALSAILING SHIPS AND THEIR STORYSHIPS AND WAYS OF OTHER DAYSFORE AND AFT: THE STORY OF THE FORE AND AFT RIGSTEAMSHIPS AND THEIR STORYTHE ROMANCE OF THE SHIPTHE STORY OF THE BRITISH NAVYKING’s CUTTERS AND SMUGGLERSTHE ROMANCE OF PIRACYTHE OLD EAST INDIAMENCRUISESDOWN CHANNEL IN THE “VIVETTE”THROUGH HOLLAND IN THE “VIVETTE”
BOOKS ON THE SEA BYE. KEBLE CHATTERTON
HISTORICAL
SAILING SHIPS AND THEIR STORY
SHIPS AND WAYS OF OTHER DAYS
FORE AND AFT: THE STORY OF THE FORE AND AFT RIG
STEAMSHIPS AND THEIR STORY
THE ROMANCE OF THE SHIP
THE STORY OF THE BRITISH NAVY
KING’s CUTTERS AND SMUGGLERS
THE ROMANCE OF PIRACY
THE OLD EAST INDIAMEN
CRUISES
DOWN CHANNEL IN THE “VIVETTE”
THROUGH HOLLAND IN THE “VIVETTE”
Q-sailing ship “Mitchell”This was one of the most famous of all the Q-ships and rendered splendid service. The dummy deck-house on the poop concealed the after gun (seep. 67).Frontispiece.
Q-sailing ship “Mitchell”This was one of the most famous of all the Q-ships and rendered splendid service. The dummy deck-house on the poop concealed the after gun (seep. 67).
Frontispiece.
LONDONSIDGWICK AND JACKSON, LTD.3, ADAM STREET, ADELPHI, W.C.1922
TOADMIRAL SIR LEWIS BAYLY,C.V.O., K.C.B., K.C.M.G.,
COMMANDER-IN-CHIEF OF THE IRISH COAST DURING THE STRENUOUS YEARS OF THE SUBMARINE CAMPAIGN, WHO BY HIS ENCOURAGEMENT AND DEVELOPMENT OF THE Q-SHIP SERVICE DID SO MUCH TO THWART THE OPERATIONS OF THE ENEMY AND TO PROTECT OUR MERCANTILE MARINE
Thewonderful and brave story of ships and men here presented needs but the briefest introduction. The deeds will forever remain one of the most glorious chapters in the chronicles of the sea. No excuse is offered for adding another volume to the literature of the war, for the subject is deserving of greater attention than has hitherto been possible. Lord Jellicoe once remarked that he did not think English people realized the wonderful work which these mystery ships had done in the war, and that in these vessels there had been displayed a spirit of endurance, discipline, and courage the like of which the world had never before seen.
To few naval historians, I believe, has it ever been permitted to enjoy such complete opportunities for acquiring authentic information as is here presented. Unquestionably the greatest sphere of Q-ship operations was off the south-west coast of Ireland, owing to the fact that the enemy submarines from the summer of 1915 to 1918 concentrated their attacks, with certain intervals, on the shipping in the western approaches to the British Isles. It was my good fortune during most of this period to be at sea patrolling off that part of Ireland. These Q-ships were therefore familiar in their various disguises at sea or in harbour at Berehaven and Queenstown during their well-earned rest. Throughout this time I kept a diary, and noted down much that would otherwise have been forgotten. Many of the Q-ship officers were my personal friends, and I have enjoyed the hospitality of their ships. Valuable data, too, were obtained from officers of merchant ships who witnessed Q-ships engaging submarines.
A considerable number of authentic manuscripts has been examined. By the courtesy of commanding officers I have been lent documents of priceless historical value, such as copies of official reports and private diaries, plans, sketches, photographs, and so on. All this information has been furtheraugmented by personal conversation, correspondence, and valuable criticism. I submit, therefore, that with all these sources of information available, and with knowledge of much that has been published from the German side, it is possible to offer a monograph that is at once accurate in detail and correct in perspective.
‘With respect to single-ship actions,’ wrote James in his monumental Naval History a hundred years ago, ‘the official documents of them are also very imperfect. The letters are generally written an hour or so after the termination of the contest, and, of course, before the captain has well recovered from the fatigue and flurry it occasioned. Many captains are far more expert at the sword than at the pen, and would sooner fight an action than write the particulars of one.’ That statement is true to-day of the Q-ships, and it would have been negligent not to have availed oneself now of the calm and considered version of the chief actors in the great mystery-ship drama while they are still alive. Although the time for secrecy has long since passed, nothing has here been included of a confidential nature that can be of assistance to enemies past or potential. In one instance, for political reasons and in the interests of the service, I have made a certain omission. Those concerned will recognize this and understand: the rest will not notice it.
Among those who have rendered me the greatest assistance in regard to information, advice, criticism, the loan of manuscripts, illustrations, and in other ways, I desire especially to return thanks to Admiral Sir Lewis Bayly, C.V.O., K.C.B., K.C.M.G., and Miss Voysey, C.B.E.; to Captain F. H. Grenfell, D.S.O., R.N., Captain Gordon Campbell, V.C., D.S.O., R.N., Captain W. C. O’G. Cochrane, R.N., Commander Godfrey Herbert, D.S.O., R.N., Commander Stopford C. Douglas, R.N., and to Lieutenant G. H. P. Muhlhauser, R.N.R.
E. KEBLE CHATTERTON.
March, 1922.
CHAPTERPAGEI.The Hour and the Need1II.The Beginning of Success13III.Q-Ship Enterprise26IV.The Story of the ‘Farnborough’39V.The ‘Mystery’ Sailing Ships52VI.The ‘Mary B. Mitchell’67VII.More Sailing Ships77VIII.Submarines and Q-Ship Tactics92IX.The Splendid ‘Penshurst’109X.Further Developments132XI.The Good Ship ‘Prize’143XII.Ships and Adventures158XIII.More Sailing-Ship Fights177XIV.The Summit of Q-Ship Service192XV.Life on Board a Q-Ship213XVI.Q-Ships Everywhere228XVII.Ships of all Sizes242XVIII.The Last Phase255Index273
Q-Sailing-ShipMitchellFrontispieceTO FACE PAGEAn Early Q-Ship (Antwerp)6Q-ShipAntwerp6Commander S. C. Douglas, R.N.8Commander G. Herbert, D.S.O., R.N.8Q-ShipAntwerp12Gun’s Crew of Q-ShipAntwerp12Q-ShipRedbreast22Q-ShipBaralong22Q-ShipBaralong(Two Illustrations)28Officers of Q-ShipFarnborough42Captain Gordon Campbell and Lieutenant C. G. Bonner42Q-Sailing-ShipMitchell68Q-ShipPenshurst114Q-ShipPenshurst(Two Illustrations)116Q-ShipPenshurst(Two Illustrations)120Captain and Officers of Q-ShipPenshurst124Men of Q-ShipPenshurst124Q-ShipTulip138Q-ShipTamarisk138Q-ShipCandytuft174Q-ShipCandytuft176Q-Sailing-ShipFresh Hope188Q-ShipRecord Reign188Q-Sailing-ShipRentoul190Q-Sailing-ShipRentoul(Gun Crew)190The Master of the CollierFarnborough192Q-ShipFarnborough192Q-ShipFarnborough194Q-ShipFarnborough196S.S.Lodorer196Q-ShipPargust198Q-ShipSarah Jones198Q-ShipDunraven200Bridge of Q-ShipDunraven202After the Battle204DunravenDoomed206Q-ShipDunraven208Q-ShipDunraven212Q-ShipDunraven214Officers and Crew of the Q-ShipDunraven216Q-ShipBarranca(Two Illustrations)220Q-ShipBarranca(Two Illustrations)222Q-Ship Transformation234Q-ShipBarrancaat Sea234
Q-Sailing-ShipMitchell
An Early Q-Ship (Antwerp)
Q-ShipAntwerp
Commander S. C. Douglas, R.N.
Commander G. Herbert, D.S.O., R.N.
Q-ShipAntwerp
Gun’s Crew of Q-ShipAntwerp
Q-ShipRedbreast
Q-ShipBaralong
Q-ShipBaralong(Two Illustrations)
Officers of Q-ShipFarnborough
Captain Gordon Campbell and Lieutenant C. G. Bonner
Q-Sailing-ShipMitchell
Q-ShipPenshurst
Q-ShipPenshurst(Two Illustrations)
Q-ShipPenshurst(Two Illustrations)
Captain and Officers of Q-ShipPenshurst
Men of Q-ShipPenshurst
Q-ShipTulip
Q-ShipTamarisk
Q-ShipCandytuft
Q-ShipCandytuft
Q-Sailing-ShipFresh Hope
Q-ShipRecord Reign
Q-Sailing-ShipRentoul
Q-Sailing-ShipRentoul(Gun Crew)
The Master of the CollierFarnborough
Q-ShipFarnborough
Q-ShipFarnborough
Q-ShipFarnborough
S.S.Lodorer
Q-ShipPargust
Q-ShipSarah Jones
Q-ShipDunraven
Bridge of Q-ShipDunraven
After the Battle
DunravenDoomed
Q-ShipDunraven
Q-ShipDunraven
Q-ShipDunraven
Officers and Crew of the Q-ShipDunraven
Q-ShipBarranca(Two Illustrations)
Q-ShipBarranca(Two Illustrations)
Q-Ship Transformation
Q-ShipBarrancaat Sea
DIAGRAMS, ETC., IN THE TEXT.
FIG.PAGE1.Action ofBaralongon August 19, 1915212.Action ofBaralongon September 24, 1915273.Action ofMargiton January 17, 1916344.Action ofWerribeeon February 9, 1916375.Action ofFarnboroughon April 15, 1916456.Action ofHelgolandon October 24, 1916637.Action ofSalviaon October 20, 1916998.Action ofSaroson November 3, 19161039.Action ofPenshurston November 29, 191611010.Action ofPenshurston November 30, 191611311.Action ofPenshurston January 14, 191711812.The Humorous Side of Q-Ship Warfare12713.Farnborough’sFarewell19614.Action ofParguston June 7, 191720115.The Great Decision20816.Letter from the First Lord of the Admiralty to Captain Gordon Campbell210
Action ofBaralongon August 19, 1915
Action ofBaralongon September 24, 1915
Action ofMargiton January 17, 1916
Action ofWerribeeon February 9, 1916
Action ofFarnboroughon April 15, 1916
Action ofHelgolandon October 24, 1916
Action ofSalviaon October 20, 1916
Action ofSaroson November 3, 1916
Action ofPenshurston November 29, 1916
Action ofPenshurston November 30, 1916
Action ofPenshurston January 14, 1917
The Humorous Side of Q-Ship Warfare
Farnborough’sFarewell
Action ofParguston June 7, 1917
The Great Decision
Letter from the First Lord of the Admiralty to Captain Gordon Campbell
‘The necessitie of a Historie is, as of a Sworne Witnesse, to say the truth (in just discretion) and nothing but the truth.’
Samuel Purchasin ‘Purchas His Pilgrimes,’ 1625.
Q-SHIPS AND THEIR STORY
Allwarfare is merely a contest. In any struggle you see the clashing of will and will, of force against force, of brain against brain. For the impersonal reader it is this contest which has a never-ending interest. A neutral is just as keenly entertained as the playgoer who sits watching the swaying fortunes of the hero in the struggle of the drama. No human being endowed with sympathetic interest, who himself has had to contend with difficulties, fails to be moved by the success or disaster of the contestants in a struggle of which the spectator has no part or lot. If this were not so, neutral newspapers would cease to chronicle the wars of other nations, novels would cease to be published, and plays to be produced.
Human nature, then, being what it is, man loves to watch his fellow-man fighting, struggling against men or fate or circumstances. The harder the fight and the nearer he is to losing, so much the more is the spectator thrilled. This instinct is developed most clearly in youth: hence juvenile fiction is one mass of struggles, adventures, and narrow escapes. But the instinct never dies, and how few of us can resist the temptation to read the exciting experiences of someentirely fictional character who rushes from one perilous situation to another? Is there a human being who, going along the street, would not stop to watch a burglar being chased over roofs and chimney-pots by police? If you have once become interested in a certain trial at the law courts, are you not eager to know whether the prisoner has been acquitted or convicted? You despise him for his character, yet you are fascinated by his adventures, his struggles, his share in the particular drama, his fight against heavy odds; and, contrary to your own inherent sense of justice, you almost hope he will be acquitted. In a word, then, we delight in having before us the adventures of our fellow humanity, partly for the exciting pleasure which these arouse in us, but partly also because they make us wonder what we should have done in a similar set of circumstances. In such vital, critical moments should we have played the hero, or should we have fallen somehow a little short?
The following pages are an attempt to place before the reader a series of sea struggles which are unique, in that they had no precedent in naval history. If you consider all the major and minor sea fights from the earliest times to the present day; if you think of fleet actions, and single-ship contests, you cannot surpass the golden story of the Q-ships. As long as people take any interest in the untamed sea, so will these exploits live, not rivalling but surpassing the greatest deeds of even the Elizabethan seamen. During the late war their exploits were, for very necessary reasons, withheld from the knowledge of the public. The need for secrecy has long since passed, and it is high time that a complete account of these so-called ‘mystery ships’ should be published, not merely for the perpetuation of their wonderful achievements,but for the inspiration of the new race of seamen whose duty it will be to hand on the great tradition of the sea. For, be it remembered, the Q-ship service was representative of every species of seamen. There were officers and men of the Royal Navy both active and retired, of the Royal Naval Reserve, Royal Naval Volunteer Reserve, and men from the Royal Fleet Reserve. From warship, barracks, office, colony, pleasure yacht, fishing vessel, liner, sailing ship, tramp steamer, and elsewhere these seafarers went forth in unarmoured, slow-moving, lightly-armed vessels to perform the desperate adventure of acting as live-bait for a merciless enemy. It was an exploit calling for supreme bravery, combined with great fighting skill, sound seamanship, and a highly developed imagination. The successes which were attained were brought about by just this combination, so that the officers, especially the commanding officers, and the men had to be hand-picked. The slow-reasoning, hesitating type of being was useless in a Q-ship; equally out of place would have been the wild, hare-brained, dashing individual whose excess of gallantry would simply mean the loss of ship and lives. In the ideal Q-ship captain was found something of the virtues of the cleverest angler, the most patient stalker, the most enterprising big-game hunter, together with the attributes of a cool, unperturbed seaman, the imagination of a sensational novelist, and the plain horse-sense of a hard business man. In two words, the necessary endowment was brains and bravery. It was easy enough to find at least one of these in hundreds of officers, but it was difficult to find among the many volunteers a plucky fighter with a brilliant intellect. It is, of course, one of the happy results of sea training that officer or manlearns to think and act quickly without doing foolish things. The handling of a ship in bad weather, or in crowded channels, or a strong tideway, or in going alongside a quay or other ship—all this practice makes a sailor of the man, makes him do the one and only right thing at the right second. But it needed ‘something plus’ in the Q-ship service. For six months, for a year, she might have wandered up and down the Atlantic, all over the submarine zone, with never a sight of the enemy, and then, all of a sudden, a torpedo is seen rushing straight for the ship. The look-out man has reported it, and the officer of the watch has caused the man at the wheel to port his helm just in time to allow the torpedo to pass harmlessly under the ship’s counter. It was the never-ceasing vigilance and the cool appreciation of the situation which had saved the ship.
But the incident is only beginning. The next stage is to lure the enemy on, to entice him, using your own ship as the bait. It may be one hour or one day later, perhaps at dusk, or when the moon gets up, or at dawn, but it is very probable that the submarine will invisibly follow you and attack at the most awkward time. The hours of suspense are trying; watch has succeeded watch, yet nothing happens. The weather changes from good to bad; it comes on thick, it clears up again, and the clouds cease to obliterate the sun. Then, apparently from nowhere, shells come whizzing by, and begin to hit. At last in the distance you see the low-lying enemy engaging you with both his guns, firing rapidly, and keeping discreetly out of your own guns’ range. Already some of your men have been knocked out; the ship has a couple of bad holes below the water-line, and the sea is pouring through. To add tothe anxiety a fire is reported in the forecastle, and the next shell has made rather a mess of the funnel. What are you going to do? Are you going to keep on the bluff of pretending you are an innocent merchantman, or are you going to run up the White Ensign, let down the bulwarks, and fire your guns the moment the enemy comes within range and bearing? How much longer is it possible to play with him in the hope that he will be fooled into doing just what you would like him to do? If your ship is sinking, will she keep afloat just long enough to enable you to give the knock-out blow as the inquiring enemy comes alongside? These are the crucial questions which have to be answered by that one man in command of the ship, who all the time finds his bridge being steadily smashed to pieces by the enemy’s fire.
‘If you can keep your head when all about youAre losing theirs and blaming it on you;If you can trust yourself when all men doubt you,But make allowance for their doubting too;If you can wait and not be tired by waiting …’
‘If you can keep your head when all about youAre losing theirs and blaming it on you;If you can trust yourself when all men doubt you,But make allowance for their doubting too;If you can wait and not be tired by waiting …’
‘If you can keep your head when all about youAre losing theirs and blaming it on you;If you can trust yourself when all men doubt you,But make allowance for their doubting too;If you can wait and not be tired by waiting …’
‘If you can keep your head when all about you
Are losing theirs and blaming it on you;
If you can trust yourself when all men doubt you,
But make allowance for their doubting too;
If you can wait and not be tired by waiting …’
then, one may definitely assert, you have in you much that goes to the making of an ideal Q-ship captain and a brave warrior. As such you might make a first-class commanding officer of a destroyer, a light cruiser, or even a battleship; but something more is required. The enemy is artful; you must be super-artful. You must be able to look across the tumbling sea into his mind behind the conning tower. What are his intentions? What will be his next move? Take in by a quick mental calculation the conditions of wind, wave, and sun. Pretend to run away from him, so that you get these just right. Put your ship head on to sea, so that the enemywith his sparse freeboard is being badly washed down and his guns’ crews are thinking more of their wet feet and legs than of accurate shooting. Then, when you see him submerging, alter course quickly, reckon his probable position by the time you have steadied your ship on her course, and drop a series of depth-charges over his track. ‘If you can fill the unforgiving minute with sixty seconds’ worth of distance, run’; if you have acted with true seamanship and sound imagination, you will presently see bits of broken wreckage, the boil of water, quantities of oil, perhaps a couple of corpses; and yours is the U-boat below, my son, and a D.S.O.; and a thousand pounds in cash to be divided amongst the crew; and you’re a man, my son!
That, in a few phrases, is the kind of work, and shows the circumstances of the Q-ship in her busiest period. As we set forth her wonderful story, so gallant, so sad, so victorious, and yet so nerve-trying, we shall see all manner of types engaged in this great adventure; but we cannot appreciate either the successes or losses until we have seen the birth and growth of the Q-ship idea. As this volume is the first effort to present the subject historically, we shall begin at the beginning by showing the causes which created the Q-ship. We shall see the consecutive stages of development and improvement, the evolution of new methods, and, indeed we may at once say it, of a new type of super-seamen. How did it all begin?
An Early Q-shipQ-ship “Antwerp” entering Harwich harbour.
An Early Q-shipQ-ship “Antwerp” entering Harwich harbour.
Q-ship “Antwerp”Commander Herbert is on the port side of the bridge, the Mercantile Chief Officer and Quartermaster being in the foreground.To face p. 6
Q-ship “Antwerp”Commander Herbert is on the port side of the bridge, the Mercantile Chief Officer and Quartermaster being in the foreground.
To face p. 6
Turn your attention back to the autumn of 1914. It was the sinking of the threeCressyson September 22 by U 9 that taught Germany what a wonderful weapon of offence she had in the submarine. Five days later the first German submarinepenetrated the Dover Straits. This was U 18, who actually attacked the light cruiserAttentive. But it was not until October 20 that the first merchant ship, the British S.S.Glitrain the North Sea, was sunk by a submarine. Six days later the French S.S.Amiral Ganteaume, with Belgian refugees, was attacked by a German submarine. A month passed, and on November 23 the S.S.Malachitewas attacked by U 21, and after being on fire sank. Three days later the S.S.Primowas sunk also by U 21. It was thus perfectly clear that we had before us a most difficult submarine campaign to contend with, and that merchant ships would not be immune. On the last day of October H.M.S.Hermeswas torpedoed off Calais, and on November 11 H.M.S.Nigerhad a similar fate near Deal.
Commander S. C. Douglas, R. N.When serving in the Q-ship “Antwerp,” wearing a false moustache and disguised as an English commercial traveller.
Commander S. C. Douglas, R. N.When serving in the Q-ship “Antwerp,” wearing a false moustache and disguised as an English commercial traveller.
Commander G. Herbert, D.S.O., R.N.Taken on the bridge of the Q-ship “Antwerp,” disguised as a Dutch pilot with a wig.To face p. 8
Commander G. Herbert, D.S.O., R.N.Taken on the bridge of the Q-ship “Antwerp,” disguised as a Dutch pilot with a wig.
To face p. 8
What was to be done? The creation of what eventually became known as the Auxiliary Patrol, with its ever increasing force of armed yachts, trawlers, drifters, and motor craft; the use of destroyers and our own submarines formed part of the scheme. But even at this early stage the Q-ship idea came into being, though not actually under that name. Officially she was a special-service ship, whose goings and comings were so mysterious that even among service men such craft were spoken of in great secrecy as mystery ships. This first mystery ship was the S.S.Vittoria, who was commissioned on November 29, 1914. She had all the appearance of an ordinary merchant ship, but she was armed, and went on patrol in the area where submarines had been reported. It was an entirely novel idea, and very few people knew anything about her. She never had any luck, and was paid off early in January, 1915, without ever having so much as sighted a submarine. Theidea of decoy ships suggested itself to various naval officers during December, 1914, and their suggestions reached the Admiralty. The basic plan was for the Admiralty to take up a number of merchantmen and fishing craft, arm them with a few light quick-firing guns, and then send them forth to cruise in likely submarine areas, flying neutral colours. This was perfectly legitimate under International Law, provided that before opening fire on the enemy the neutral colours were lowered and the White Ensign was hoisted. Seeing that the enemy was determined to sink merchantmen, the obvious reply was to send against them armed merchantmen, properly commissioned and armed, but outwardly resembling anything but a warship. Thus it came about that on January 27, 1915, the second decoy ship was commissioned. This was the Great Eastern Railway S.S.Antwerp(originally calledVienna), which operated in the English Channel. She was placed under the command of Lieut.-Commander Godfrey Herbert, R.N., one of the most experienced and able officers of our submarine service. The choice was a happy one, for a submarine officer would naturally in his stalking be able to realize at once the limitations and possibilities of his opponent. It was a most difficult task, for the U-boats at this time were still very shy, and only took on certainties. Neither in boats nor in personnel had Germany yet any to spare, and there were periods when the submarine campaign fluctuated. Thus, day after day, week after week, went by, andAntwerpnever had any chance. The enemy was now beginning to operate further afield, and at the end of January, 1915, for the first time, a U-boat made its way up the Irish Sea as far as off Liverpool, and then, on February 18, was inaugurated the German SubmarineBlockade. Shipping began to be sunk in various places, but the western end of the English Channel was now a favourite zone, especially in the neighbourhood of the Scillies; and it was with the hope of being taken for a merchant ship thatAntwerphad come out from Falmouth and made her way westward. Thus, on March 12, we see her, about three o’clock in the afternoon, twelve miles north of the Bishop Rock Lighthouse. A submarine1was sighted steering in a northerly direction for a steamer on the horizon. Here, at length, was a chance. Twenty minutes later,Antwerpcame up to a sailing ship, and found she had on board the officers and crew of the Ellerman linerAndalusian, which had been captured and scuttled 25 miles W.N.W. of the Bishop Rock.Antwerpcontinued her chase, and got within four miles of theAndalusian, still afloat, but then the submarine dived and was never sighted again. SoAntwerpwas never able to sink a submarine, and she was paid off on April 5, 1915.
During the summer of 1915 there was a small steamer called theLyons, which one used to see in various naval ports, and under various disguises. Her primary object was to carry naval stores from one port to another, but it was always her hope to fall in with a submarine. I remember seeing her one day alongside Pembroke Naval Dockyard, painted a certain colour and with one funnel. A little later I saw her elsewhere with a different coat of paint and a dummy funnel added to her, so that she resembled an ocean-going tug.Lyonsalso was unable to entrap the enemy, and terminated her decoy-ship period at the beginning of November of the same year.
Thus the war had gone on for several months, and an apparently sound idea had failed to produce a single good result. All kinds of shipping were being sunk, and yet the German submarines somehow could not be persuaded to attack these disguised ships. How was it? Was there something in the disguise which gave the steamers away? Was it purely hard luck? We cannot say definitely, but the fact remained, and it was rather disappointing. Of course the idea of disguise had been employed almost from the very first days of the war; for, in August, 1914, Admiral Jellicoe had requested that the armed trawlers, though commissioned, should not be painted grey like other warships, but retain their fishing numbers and funnel markings just as in peace time. In the early summer of 1915, a number of disguised armed trawlers were also sent out to the Dogger Bank in the hope of catching an unsuspecting submarine, who might think they were fishing. The idea had been further developed by a clever scheme involving the co-operation of a disguised armed trawler towing a submerged British submarine. This began in May; on June 23 it was the means of sinking U 40, and on July 20 it brought about the loss of U 23; but a few months later this idea was thought to be played out, and came to an end in October, 1915, though it was eventually revived in the following summer.
Another variation of the decoy-ship principle at this time was that employed by Admiral Startin, who was in charge of the naval base at Granton. In view of enemy submarines having recently held up neutral merchant steamers in the North Sea, he disguised two big trawlers so as to resemble small neutral merchant ships. This was in July, 1915. So successfully was this done that one of them actually deceived Britishdestroyers, who took her for a Danish cargo steamer. The next development was further to disguise them by adding a false deck cargo of timber, boats, and other details, so as to resemble closely a Norwegian cargo ship, with Norwegian colours hoisted at the mizzen, two derricks placed on the trawler’s foremast, and Norwegian colours painted on prepared slips of canvas placed on each side of the hull amidships. Those who were at sea in those days will recollect that it was customary for neutral ships to have their national colours painted on each side of the hull in the hope that the enemy would not mistake the ships for Allies’. Thus cleverly disguised, the two Granton trawlersQuicklyandGunnerwent into the North Sea, armed with nothing more powerful than a 12-pounder, Admiral Startin being himself aboard one of the ships. A large submarine was actually sighted on July 20, and at 1,000 yards the enemy began the action.Quicklythereupon lowered her Norwegian flag, ran up the White Ensign, removed the painted canvas, replied with her 12-pounder, and then with her 6-pounder. A fine, lucky shot was seen to strike the submarine, and much smoke was seen to issue. Although the enemy made off and was not sunk, yet it showed that it was possible to fool German submarines by this disguise. The decoy-ship idea was not merely sound in principle, but it was practicable and was capable of being used as a valuable offensive weapon. Most of a year had passed since the beginning of war, and there were no decoy ship results to show except those which had been obtained by British submarines working in conjunction with disguised trawlers. However, just as the seaman often finds the dawn preceded by a calm and followed by a breeze, so it was to be with the decoy ships.The dawn of a new period was about to take place, and this was followed by such a wind of events that if anyone had dared to doubt the value of this specialized naval warfare it was not long before such hesitation vanished. Disguised trawlers had in the meantime been further successful, but there were obviously greater possibilities for the disguised merchant ship, the collier and tramp types especially. But this all depended on three things: First, the right type of ship had to be selected very carefully and with regard to the trade route on which she would normally in the present conditions be likely to be found. For instance, it would have been utterly foolish to have sent a P. and O. liner to cruise up and down the waters of the Irish Channel or an Atlantic liner up and down the North Sea. Secondly, having once selected the right ship, much depended on the dock-yard authorities responsible for seeing that she was fitted out adequately as to her fighting capabilities, yet externally never losing any of her essential mercantile appearance. This meant much clever designing, much engineering and constructive skill, and absolute secrecy. Thirdly, the right type of keen, subtle, patient, tough officer had to be found, full of initiative, full of resource, with a live, eager crew. Slackers, ‘grousers,’ and ‘King’s-hard-bargains’ were useless.