CHAPTER ELEVENTactics
Ten ships laden with high explosive, navigating in mine-swept channels, in submarine thoroughfares, and near minefields beyond sight of fixed marks—compactness of the minefield demanding that the layers steam as near together as safe—necessity for keeping together in fog, darkness, or submarine attack—these were the conditions governing our tactics.
Thus, the mining excursions were not merely arduous in preparation and execution. Precision and quickness of action while at sea were imperative, from start to finish. To foster these, a steady tension was kept up throughout the squadron, a tension which likewise helped the individual ships to maintain a careful habit among the men, without making them jumpy or fearful. To sustain attention and prevent over-confidence growing with familiarity, unremitting pains were exercised to note and correct any irregularity or apparent slackness—not to find fault but to keep things taut everywhere. Only in this way could compliance with all details be insured—so very important in our work.
From assembly at the buoy until the return to it after the excursion, theSan Francisco, leading the squadron, would maintain a steady pace, sometimes increasing to make up for adverse current, but rarely slackening speed for anything. The squadron’s position was frequently compared with the time schedule, and no effort was spared to carry through the excursion with precision. There was time enough, we had speed enough, but none too much of either, and the whole body felt a constant urge towards a direct and clean-cut movement out to the field, over it, and back to the base.
Stretched in two mile-long columns while in mine-searched waters, which were comparatively narrow, the formation would widen and shorten upon reaching the 50-fathom line, so as to diminish the depth of the target offered to a submarine. Approaching the mine start point, the vessels would take the relative positions which they would occupy when the mining was begun—not too soon, because such a formation was unwieldy, and ifmaneuvering into position involved much turning, the formation would become disordered. The 10 vessels were of 5 different types, with different handling qualities and having very small speed reserve with which to regain lost position. On the other hand, the change had to be made early enough for all vessels to get settled in station, at standard speed, before the minelaying began.
As the planting progressed, we had to make use of large, lighted, navigation buoys, planted in the open sea, obviously for our use. The British had warned us, from their own experience, of the enemy’s habit of moving all such buoys whenever seen, or planting mines near them—sometimes doing both. Working far away from the nearest landmark, we would pass close to these buoys in order to determine the position of the mine start point accurately. Against enemy mines which might be around the buoys, our paravanes were counted upon for protection, but here came in a complication. While paravanes would protect against ordinary mines, they actually increased the risk from any of our own mines which they might touch. To keep the paravanes out until after clearing the buoy, then take them in before approaching one of our fields, would have been simple enough, but for the necessity of maintaining steady speed and course from the buoy to the mining start point, which precluded slowing down to take the paravanes in. Since the risk could be measured from our own mines but not from the enemy’s, the paravanes were always kept in use.
Pressure of time and division of the ships between two bases while in port limited the tactical training of the squadron to what could be done while crossing the Atlantic and while going to and from the minefields. The special equipment to facilitate accurate station keeping which is usually found in men-of-war was lacking in these ex-merchant vessels. They had comparatively small rudders, and the nice regulation of steam to the engines, necessary for steady steaming in company, was very difficult with their deficient means for that purpose. Moreover, on the first excursion by the complete squadron of 10 vessels, 4 of them took part for the first time. The excellent performance of the squadron as a whole was all the more remarkable.
Passing through the mark buoys, which the sloop H.M.S.Laburnumpointed out, the squadron, formed in three lines abreast,stood on beyond, to allow distance in which to steady down on the reverse course, then turned ships 90 degrees right together, by divisions in succession. This evolution formed the squadron in a single column which steered about SSW, until within two miles of the previous minefield. Two of the 10 vessels were on the right flank, so that a second, simultaneous turn, ships right, brought the squadron into the planting formation, consisting of a line of 8 ships abreast, stretching a mile and three-quarters, the remaining two in an advance line, 500 yards ahead, with three miles still to go, allowing 15 minutes time in which to settle down, before the order to begin planting. The execution of the operation was seamanlike to a degree, and the alignment, distance keeping, and handling of the vessels, in approaching and on the planting line, were excellent throughout.
The Squadron in Minelaying Formation.Two Ships of British Minelaying Squadron in the Left Background.
The Squadron in Minelaying Formation.Two Ships of British Minelaying Squadron in the Left Background.
The Squadron in Minelaying Formation.
Two Ships of British Minelaying Squadron in the Left Background.
It would have widened the field unnecessarily to dispose all 10 ships abreast. The advanced ships would ease back into the main line as soon as two of the 8 ships directly astern had finished their minelaying and speeded ahead, leaving vacancies. Ample time was allowed to do this slowly, before their time came to plant, so as to avoid the extra demand on their engines which might be caused by dropping back too fast. The ships were neither new nor decrepit, but there was no excuse for taking unnecessarychances of spoiling a good performance by the squadron as a whole. Steady steaming and steering were important for safety—as well as for regularity of the mine-spacing. God help a ship whose engine broke down or rudder jammed during the minelaying! With a strong head wind, she would drift into the minefield, before even a destroyer could tow her clear. It was partly for such an emergency that the sweepers originally included with our force were wanted—powerful, handy, seagoing tugs, able to assist in any circumstances. The tugs that we had were not fast enough to keep up with the squadron. Fortunately, engine or steering disablement never occurred during planting, but two did occur just afterward, and once, in Fair Island Channel, on the way to plant, a ship had to stop for a disabled feed pump. It was 11 o’clock at night, pitch dark, with the tide turning strong towards the 9th minefield, and in the submarines’ thoroughfare. As I slowed the squadron and waited for report of the probable length of delay, I felt what a reliance a good tender would have been!
The support force on the third excursion, the 4th Battle Squadron, came close enough to observe the minelaying, steaming along parallel, four miles distant, for an hour. Its commander, in H.M.S.Hercules, was Vice Admiral Sir Montague E. Browning, who, with the French Rear Admiral Grasset, had come from Bermuda in the earliest days of our entering the war, to attend the first conference on our naval participation, and as their flagships, H.M.S.Leviathanand theJeanne d’Arc, stood in to Hampton Roads, theSan Franciscohad been the vessel to salute their flags. Now, in the same ship, it was a pleasure to lead a large, new mine squadron, performing so creditably before such an observer, the more so as Admiral Browning had sent a special message of welcome upon our arrival from America.
After this excursion was over and all the reports were in from the several ships, showing that all mines had been planted, with no mishaps of any kind, and that the vessels were ready to undertake another excursion, the following signal was sent:
The squadron commander extends sincere congratulations upon the completion of to-day’s mining operation by the whole squadron. It was a handsome performance that would have done credit to a squadron of long experience. The squadron commander, the captains, the officers, and every man may rightly feel deep pride in having earned a success worthy of our navy’s best traditions. 7.45 p.m., 15 July, 1918.
The squadron commander extends sincere congratulations upon the completion of to-day’s mining operation by the whole squadron. It was a handsome performance that would have done credit to a squadron of long experience. The squadron commander, the captains, the officers, and every man may rightly feel deep pride in having earned a success worthy of our navy’s best traditions. 7.45 p.m., 15 July, 1918.