Dead Wake (9 page)

Although he was free to submerge the vessel if he wished, he kept it on the surface, where he could travel farther and faster. His twin diesel engines could generate up to 15 knots, enough to overtake most conventional merchant ships.
At routine cruising speeds, say 8 knots, he could travel up to 5,200 nautical miles. Once submerged, however, Schwieger had to switch to two battery-powered engines, lest the diesels consume all the oxygen in the boat. These engines could deliver 9 knots at best, and only for a brief period. Even at half that pace, a submerged U-boat could travel only about 80 nautical miles. These speeds were so slow that sometimes U-boats trying to make their way against the fast currents of the Strait of Dover, between England and France, were unable to advance. U-boats in fact traveled underwater as little as possible, typically only in extreme weather or when attacking ships or dodging destroyers.

For much of his first day at sea, Schwieger was able to maintain
wireless contact with the station on Borkum Island and with a naval vessel in Emden Harbor, the
Ancona
, which was equipped with wireless apparatus that could communicate over long distances.
Schwieger noted in his log that his ability to trade messages with the Borkum transmitter ceased when his U-boat was 45 sea miles out but that he maintained a good connection with the
Ancona
. Along the way his wireless operator repeatedly sent test signals, something U-boat wireless operators often did, as if to postpone the inevitable moment when the boat would be out of range of all friendly sources and utterly on its own.

This isolation made the U-boat distinct among Germany’s naval forces. Surface ships usually traveled in groups and, given the height of their masts, could stay in contact with their bases; U-boats traveled solo and lost contact sooner, typically after sailing only a couple of hundred miles. Once at sea, a U-boat captain was free to conduct his patrol in whatever manner suited him, without supervision from above. He alone determined when and whether to attack, when to ascend or dive, and when to return to base. He had absolute control over the boat’s periscope. “
I want to stress that the submarine is only a one-eyed vessel,” said a U-boat commander, Baron Edgar von Spiegel von und zu Peckelsheim, who knew Schwieger well. “That means, only the one who is at the periscope with one eye has the whole responsibility for attacking or the safety of his ship and crew.”

The view it provided was a crabbed one at best. A captain got only a brief, platelike glimpse at the world around him, during which he had to make decisions about a ship’s nature, its nationality, whether it was armed or not, and whether the markings it bore were legitimate or fake. And if he decided to attack, it was he alone who bore the responsibility, like pulling the trigger on a gun, but without having to see or listen to the result. All he heard was the sound of the exploding torpedo as transmitted through the sea. If he chose to watch the tragedy unfold, he saw only a silent world of fire and terror. Once, Spiegel attacked a transport carrying horses and watched one of the animals—“
a splendid, dapple-gray horse with a long tail”—leap from the ship into an overloaded lifeboat.
After that, he wrote, “I could not endure the spectacle any longer.” He pulled down his periscope and ordered his boat into a deep dive.

“
It was a very hard task and entirely different from the fighting in the army,” said Spiegel. “If you were bombarded by artillery and you had orders to leave your trenches and attack you were in full excitement personally. In
the submarine perhaps you were sitting in your small cabin drinking your morning coffee and [eating] ham and eggs when the whistle or the phone rang and told you, ‘ship in sight.’ ” The captain gave the order to fire. “And the results of these damn torpedoes were certainly very often heartbreaking.” One ship, struck in the bow, sank “like an airplane,” he said. “In two minutes the 10,000 ton ship disappeared from the surface.”

Such authority could be thrilling but carried with it a certain loneliness, amplified by the fact that Germany had very few submarines at sea at any one time. As of May 1915, Schwieger’s U-boat was one of only twenty-five in Germany’s fleet that were capable of traveling long distances. Only seven were in service at a time, owing to the fact that after each cruise the boats often needed several weeks for repair and overhaul.
When on patrol, Schwieger’s U-boat occupied a pinpoint in a vast sea.

On this cruise, Schwieger carried with him a set of orders that had been delivered to him by hand. These were the result of a newly risen fear that Britain was about to launch an invasion of Germany itself, from the North Sea at Schleswig-Holstein, and that the ships carrying the invading troops would depart from ports different from those customarily used to resupply British forces in France. Intelligence reports had long suggested such an invasion might be in the works, but German naval officials were at first skeptical. Now, however, they had come to believe the reports might be true. Schwieger’s orders directed him to hunt and attack these transports in a designated square of sea off Liverpool, between England and Ireland, and to sail there “
on the fastest possible route around Scotland.” Once there, the orders said, he was to hold that position “as long as supplies permit.”

The mission must have been urgent indeed to cause the navy to override the maritime superstition about Friday departures.

T
HE SUBMARINE
as a weapon had come a long way by this time, certainly to the point where it killed its own crews only rarely. The first submarine ever credited with sinking an enemy ship was the Confederate navy’s
H. L. Hunley
, which, during the American Civil War, sank the Union navy’s frigate, the
Housatonic
. The
Hunley
, propelled by a crew of eight using hand cranks to turn its propeller, approached the
Housatonic
after dark, carrying a large cache of explosives at the end of a thirty-foot spar jutting from its bow. The explosion destroyed the frigate; it also sank the
Hunley
, which disappeared with all hands. This fate was more or less foretold, however. During trials before its launch, the
Hunley
had foundered three times, killing three crews, twenty-three men in all. Although inventors in many different countries contributed to the development of the submarine, the man most often lauded for turning it into something other than a suicidal novelty—an “iron coffin,” as members of the German navy were fond of saying—was an Irishman named John Philip Holland, who emigrated to America and began designing undersea vessels with the goal of helping Ireland defeat the British navy. A famous 1898 cartoon, based on a photograph taken in Perth Amboy, New Jersey, shows Holland emerging in top hat from the hatch of one of his submarines, with the caption, “What? Me worry?” Holland was first to incorporate electric engines for undersea cruising and gasoline for surface running, though gasoline, with its fumes and volatility and propensity for suffocating crews, was eventually replaced by diesel fuel. A Spaniard named Raimondo Lorenzo D’Equevilley-Montjustin, employed by the German arms maker Krupp, was responsible for designing Germany’s first submarines, though he did so by incorporating the ideas of Holland and others. His boats prompted the German navy to establish, in 1904, a division devoted to their construction, the Unterseebootkonstruktionsbüro, though the
navy remained skeptical about their value. By the start of the war, submarine disasters still occurred, but not at so high a frequency as to deter young men like Schwieger from joining Germany’s U-boat service.

Schwieger’s boat was 210 feet long, 20 feet wide, and 27 feet tall. Viewed head-on, it might have seemed to offer its crew a comfortable amount of living space, but in fact the portion occupied by the men was only a cylinder down the center. Much of the boat’s apparent bulk consisted of giant tanks on both sides of the hull, to be filled with seawater when diving and to be emptied when surfacing. The space in between was crammed with berths for three dozen men, a kitchen, a mess room, a cubicle for the wireless operator, a central control room, two 850-horsepower diesel engines, tanks for 76 tons of diesel fuel, two 600-horsepower electric engines and the massive array of batteries that powered them, plus storage for 250 shells for the U-boat’s sole deck gun and space for storing and handling seven torpedoes, known formally as “automobile torpedoes.” The boat had two torpedo tubes in the bow, two in the stern. Linking all this apparatus was an array of pipes and cables as densely packed as the tendons in a human leg. “
More dials and gauges than one might ordinarily see in a lifetime,” one crew member said. Schwieger had his own tiny cabin, with an electric light over his bed.

Unlike large surface craft, a U-boat came to reflect the character and personality of its commander, as though the boat were a suit of steel tailored just for him. This arose from the fact that while on distant patrol the captain received no orders from superiors and had more direct control over his own men than would, say, an admiral aboard a flagship, with a fleet of ships and thousands of men under his command. There were cruel boats and chivalrous boats, lazy boats and energetic boats. Some captains made no attempt to save the lives of merchant seamen; others went so far as to tow lifeboats toward land. One U-boat commander sent the captain of a torpedoed ship three bottles of wine to ease the long row ashore.

Under U-20’s previous commander, Otto Droescher, the boat
attained a reputation for daring. On one cruise, in September 1914, Droescher and another commander took their submarines into the Firth of Forth, the estuary off Edinburgh, Scotland, and sailed as far inland as the Forth Bridge, hoping to attack British warships anchored at the navy base at Rosyth, just beyond the bridge. The boats were spotted, however, and fled back to the North Sea.

On another patrol, the next month, Droescher became the first U-boat captain to circle all of Britain. He had sailed first into the English Channel, via the Strait of Dover, where he had encountered vigorous antisubmarine patrols. Gauging the strait as too dangerous for his return voyage, he traveled north instead, along the west coasts of England and Ireland and around the northern tip of Scotland, thus further demonstrating the range and endurance of U-boats. Germany kept the feat a secret.

Schwieger became captain of U-20 in December 1914, and within a short time the boat gained further notoriety, now for ruthlessness. On January 30, 1915, while patrolling off the coast of France, Schwieger sank three merchant steamers without warning. During that same cruise, he took his boat into the estuary of the Seine itself, though bad weather and fog forced him to remain submerged for 111 of 137 hours. On February 1, he fired a torpedo at a large ship painted white and marked with large red crosses, the hospital ship
Asturias
. He missed. But the attempt was considered a new low in German callousness.
Even his superiors seemed surprised.

Yet among his peers and crew Schwieger was known for his kindness and good humor and for maintaining a cheerful atmosphere aboard his submarine. “
She was a jolly boat, the U-20, and a kindly boat,” said Rudolph Zentner, one of U-20’s junior officers, in an interview with Lowell Thomas, for his 1928 book,
Raiders of the Deep
. Zentner attributed this wholly to Schwieger. “If you want a good and pleasant boat, you must have a good and pleasant skipper.” Schwieger was the son of a long-established Berlin family, well educated, poised, urbane. “He was the soul of kindness toward the officers and men under him,” Zentner said. “His temperament was joyous and his talk full of gaiety and pointed wit.”

Baron von Spiegel, Schwieger’s friend, said of him, “
He was a wonderful man. He couldn’t kill a fly.”

Schwieger set the tone for life aboard U-20 early in his tenure. The boat was ordered to leave on patrol on Christmas Eve, 1914, a depressing time to be going to sea and to war. It was Zentner’s first cruise. The boat was assigned to patrol the Heligoland Bight. The next day, Christmas—the first Christmas of the war—the crew awoke to a brilliant December morning, with bright sun, “frosty air,” and a calm sea in its winter hue of blue-black. U-20 remained on the surface throughout the day, the better to watch for targets. In clear weather like this, the smoke from a steamer’s funnels could be spotted twenty miles off. The lookouts saw nothing all day. “
Apparently the enemy was at home spending Christmas as a Christian should,” said Zentner.

That night, Schwieger ordered a dive to the sea bottom, 60 feet below the surface. He chose a spot where his charts indicated sand, not rock. For a time everyone was silent, listening as always for sounds of dripping or flowing water. The crew monitored gauges that measured interior pressure, keeping watch for the kind of sudden increase that might indicate a high volume of water penetrating the crew compartment. The refrain “All is tight” was relayed from bow to stern.

Spending the night on the ocean floor was common practice for U-boats in the North Sea, where depths rarely exceeded the maximum allowable for submarines. On the bottom, Schwieger and his crew could sleep without fear of being run over in the dark by a steamer or stumbling across a British destroyer.
It was the one time a U-boat captain dared undress for bed. But on this particular night, Schwieger had something in mind other than sleep. “
And now,” Schwieger said, “we can celebrate Christmas.”

A wreath was hung at one end of the mess room. The men piled food on the table. “It all came out of cans, but we didn’t mind that,” Zentner said. Schwieger and U-20’s three other officers usually dined by themselves in a small officer’s dining area, but now they joined the crew, thirty-six men in all. They spiked their tea
with rum. “I lost count of the number of toasts that were drunk,” Zentner said.

Schwieger stood and gave a little speech, “and a jolly ovation it was,” said Zentner. Then came music. “Yes,” Zentner said, “we had an orchestra.” One man played a violin, another a mandolin. A third—a squat fisherman with a giant flaring red beard—brought out his accordion. He looked like a gnome and could neither read nor write but apparently had a certain appeal to the opposite sex, for twice Schwieger received letters from women demanding that he allow the sailor to go on leave to marry them. No effective means yet existed that allowed surface ships to track a submarine underwater, so no one aboard took much care about noise. The trio “played with soul,” Zentner said, especially the accordionist. “His little eyes were half closed with ecstasy, and his bearded mouth was curved with a grin that was like the crescent of the moon.”