CHAPTER SIXTEENThe Thirteenth Excursion
The thirteenth minefield was to be partly in Area A, extending from its southeast corner across Area C towards Udsire Island, ending at a point three miles short of a minefield which the Norwegians had planted around Udsire. All mines were of the upper level, and, as the depth varied from 70 to 150 fathoms, three kinds of anchors were used, which necessitated special care as to the order in which mines were stowed in the ships. The purpose of this field was to close the gap between the British and American minefields in Area C, and the American minefields in Area A, and also to increase the surface obstruction across Area C by two more lines of upper level mines.
No duty could surpass this series of mining excursions for interest sustained to the end. The few events and noteworthy features so far mentioned may perhaps seem to conflict with this statement, but the smoothness of operation constantly striven for tended to eliminate interior incidents, and no mere description can ever impart an adequate impression of our experiences. Keen anticipation, attention ever alert, and a sense of adventure were fresh on each occasion. There was sameness enough in the occupations while in port—coaling, cleaning, embarking mines, and liberty in small towns, but life underway meant something doing all the time which every one felt worth while. Until back at the buoy again, inward bound, it was all activity, the hours often crowded, the whole period sleepless for those in command, never dull for any one. Only as the anchors went down and the tension relaxed could one realize how fast we were living. To quote aSaranacpoet—
“They gave us a job we had to do,A little bit risky—yes—that’s true;A good deal like work, both night and dayBut a darn good game for a man to play.”
“They gave us a job we had to do,A little bit risky—yes—that’s true;A good deal like work, both night and dayBut a darn good game for a man to play.”
“They gave us a job we had to do,A little bit risky—yes—that’s true;A good deal like work, both night and dayBut a darn good game for a man to play.”
“They gave us a job we had to do,
A little bit risky—yes—that’s true;
A good deal like work, both night and day
But a darn good game for a man to play.”
From the earliest discussion of the Northern Barrage project, one of its probable developments was, by general acceptance, to draw out the German fleet, and that ever present possibility gave an added spice to the work. Someone characterized our operations as “An important military offensive with a front seat at the second battle of Jutland,” and at the time of the thirteenth excursion it seemed as if the mine squadron might indeed be the bait. Due to the prospect of the German fleet coming out, the squadron was ready a full week before Admiral Beatty could spare a destroyer escort for us.
TheSan Franciscoand six other planters made this excursion, theRoanokeandCanandaiguabeing omitted. They had been docking at Newcastle-on-Tyne when the mine embarking was done, and although they returned in time to have joined without altering the loading of the other ships, other considerations, external to our Force, determined that they should not go. WithVampire, Captain Godfrey, as escort leader for the tenth time, departure was made from Cromarty buoy at 1.30 p.m., Thursday, 24 October. An earlier departure had been first ordered, but a message from the Grand Fleet held us back a few hours.
A storm warning was out as we sailed, and that night the storm overtook us, continuing with varying intensity all the next day and night. Friday forenoon, H.M.S.Primrosepointed out and verified Buoy No. 3, and a lull in the storm gave hope that the mining might be carried out that day; but the wind freshened again before the starting point was reached. The ships rolled deeply with their heavy loads, from 27 to 32 degrees each way, but suffered no damage, and the mine installations stood the severe test very well. Through Friday night the squadron cruised back and forth 15 miles either side of the buoy, as far as adjacent minefields would permit. We could not afford to go far away from the buoy, as the time within which we must complete the task was limited and was now scant. After the first turn about, the destroyers disappeared in the darkness, and it was a relief to feel that at least they were clear of possible collision. We needed no screen in such weather and could dispense with them for the night. In the morning they were back again, the weather moderated,Vampirepointed out the buoy, and we could proceed.
Mining began at 1.27 p.m. and continued according to schedule until two hours after sunset. The sea and swell had died out so quickly that conditions were very good for mining. All went smoothly; 3760 mines were planted, the last 37 miles being over water up to 150 fathoms deep. As the first four vessels completed their strings, they were ordered to cross ahead of the remaining planting vessels and take station on the southern wing, offSan Francisco’sstarboard quarter, where they would be clear of the British minefield which lay just to the north of us. Three destroyers with high-speed minesweeps out preceded the line of planting vessels until an hour after dark, 5.30 p.m. They then joined the other destroyers to starboard and southward of us. In darkness, and in silence except for the mine detonations astern from time to time, theSan Francisco,Canonicus, andHousatonic, in line abreast, stood on a half-hour longer, to the end of the mining track, with no vessels to sweep or to screen ahead as we drew near the coast. The coastal mountains of Norway and a searchlight playing on the clouds were sighted at considerable distance, but not distinctly enough at any time to make an identified bearing. Udsire Island was dimly sighted in the direction expected, but it was too dark to obtain a definite fix, as its light was not burning. On our left was a field of British mines, eight miles away by the chart, but of uncertain distance in fact, since storms and the coastal current might have moved some of the mines in the ten weeks since they were planted, or broken some adrift. The ships kept on to within three miles, by the chart, of the Norwegian minefield ahead—presumably in place and the mines presumably safe if broken adrift. One lacks, however, the same confidence in other people’s mines and minefields as in one’s own, and more than the usual relief was felt when our schedule was finished.
Then, promptly, all ships and destroyers turned right 90 degrees, again turning right, five minutes later, 70 degrees more, to course W. by S. The squadron then formed in two columns and, when seven miles clear of the minefield, ran parallel to it on the reverse of the mining course, for observation. A curious effect was experienced here, the first occasion where we were heading generally toward a freshly laid field, instead of directly away. The vessel’s movement through the water towards the mines enhanced the sharpness of shock from the exploding defective ones—to such an extent that both officers and men came on thebridge in real concern, reporting that we must have struck something.
It was noteworthy during this thirteenth excursion that the management of the ships, always good before, continued so, in spite of the heavy weather. About 9.00 p.m. following a hard squall which came in the midst of a turn, causing the ships to get considerably out of station, three successive 90-degree turns were made and the squadron was then formed, upon signal, in a new order, for more convenience during the rest of the night. All was done in good time, yet without any vessels coming uncomfortably near in the course of it. Next day, the last two hours of mining were after sunset, but no lights were shown nor tactical signal made. All maneuvers at the finish were made at prescribed clock times, in obedience to signals sent before dark.
The supporting force sighted us about 1.55 p.m. Friday, 12 miles off, then stood to the westward. About 9.30 a.m. Saturday a light cruiser of the support communicated and at 2.00 p.m. the whole support was sighted again, to the southward, consisting of the second battle cruiser squadron, the fifth battle squadron, and the seventh light cruiser squadron. Vice Admiral Pakenham, in H.M.S.Lion, commanding the Battle Cruiser Force, was in command of the whole. This excursion took our squadron farther afield than it had been since June. After the third excursion, all our planting had been done behind a barrier of our own making or else close to British waters, but on this occasion we were on the exposed side of the whole barrage.
Late Sunday night, 27 October, the squadron returned to port, and by the following Wednesday, 30 October, all nine ships were again loaded, and there they waited, for 12 days of vile weather, ready for another excursion. The one planned would have completed the fourth system, extending northeasterly from the end of the twelfth minefield. But no more mining was necessary, and upon the signing of the armistice, the mines on the launching decks were disembarked from the ships, to give more space for the crews. Preparations were then taken up for returning to the United States.
Of six months in European waters to the date of the armistice, on 33 days the squadron or some of its ships were underway, steaming in the North Sea more than 8400 miles. So far as readiness of the squadron was concerned, the excursions couldhave been made with greater rapidity—never was an excursion delayed on account of a ship’s not being prepared. During the five months of minelaying activity, the intervals between excursions averaged 10 days. The time actually consumed in embarking mines, coaling, and routine overhaul came to less than four days, so that four excursions a month could have been made, but for the delays incident to manufacture and to considerations external to our Force.