The Last Cruise of the UB-88
By Lieutenant Commander J. L. Nielson, U. S. Navy
I. War History
The following brief War History of the UB-88 was obtained from the British Admiralty Office in London, by Naval Operations, Washington:
"UB-88 is a small ocean going type of submarine carrying one gun, ten torpedoes and a crew of about thirty officers and men. She was commanded by Kapitän Leutnant Von Robenau.
"She probably did her trials in February and March 1918, but did not leave Germany until the first week in June.
"She proceeded to the vicinity of Flamborough Head on the east coast of England, where she sank two steamers. She apparently had been allotted to the Flanders Flotilla, since she proceeded south and arrived at Zeebrugge on June 12, 1918.
"She left there on June 20, and proceeded again to the east coast of England where she sank six steamers. She was back in Zeebrugge again on July 1.
"On July 29 she left the Flanders coast and then proceeded via the Straits of Dover into the English Channel. Her area of operations during this cruise was probably off Brest, where she torpedoed steamers.
"She returned to Zeebrugge on August 11, having again passed the Straits of Dover.
"Her next voyage commenced about September 12, when she again proceeded via Dover to the English Channel. (She is believed to have been the last German submarine successfully to have passed Dover Straits.)
"This time she operated in Tor Bay for about a week, sinking four steamers. She then decided to return to Flanders via the north of Scotland, and arrived at Zeebrugge on September" 29, only to find the complete evacuation of the Flanders coast was taking place.
"She was forced to leave there for Germany on October 1, and probably arrived in Germany on October 5.
"She surrendered at Harwich, England on November 27, 1918."
II
General Description
Following is a more complete general description of the important features of the UB-88:
German submarines were divided into several classes, depending upon the work they were to perform. One type was wholly used for torpedo work, another was a combined type which carried both torpedoes and mines, and a third consisted of the mine-layers, which carried mines only. These vessels were again divided into classes according to their sizes and dates of construction.
The UB-88 was a small straight torpedo type of submarine, carrying ten torpedoes, one 8.8 cm. gun, and bombs which were used for destroying surrendered merchant vessels. She was propelled by two six-cylinder four cycle, 450 revolution, 550 H. P. reversing Diesel engines. Connected to the engine shaft by means of friction clutches are four electric motors, (two on each shaft) which are used to propel the vessel in confined waters and when submerged. They are of about 325 H. P. apiece. The power for these motors is obtained from a 124 cell storage battery, divided into two groups of 62 cells each.
Torpedo Tubes
The vessel has five torpedo tubes, four of which are located in the bow and one in the stern. They are so fitted that the torpedo can be charged with air while in the tube, and also to allow the depth setting and curve fire angle to be changed. The torpedoes are fired from the tubes by means of compressed air contained in the impulse tanks located in torpedo rooms, eight forward, two aft.
Periscopes
There were two periscopes of the walk-around type, of zero and six power. They were fitted with two small shifting levers, one to shift high and low power, and one to shift the objective prisms to elevate or depress. Both are housing periscopes. The after periscope well contained an elevator. This periscope could be raised and lowered by motor or hand.
Air Flasks
There are ten air flasks· located between inner and outer hull, above water line, with exception of Nos. 1 and 2 groups, which are located in central control room and pump room. These flasks can be charged from the engine air compressor or from the auxiliary compressor, also in engine room, and were usually charged to 160 atmospheres. Each flask group has a separate line to the high pressure manifold.
Oxygen
There are ten oxygen flasks, seven forward and three aft. These can be charged from ashore while in the boat. They are connected to manifolds fitted with charging caps used for charging small bottles on escape helmets.
Bunking Arrangement
The boat has bunking facilities for a crew of twenty-seven men and three officers. There are four bunks for chief petty officers in a separate compartment, and a cook's bunk near the galley. Due to very poor ventilation the latter bunk was considered unfit for use at sea. The crew's bunks are located partly in the torpedo compartment and partly in the after battery compartment.
Ground Tackle
There is a patent anchor housing in the superstructure, starboard side, weighing about 1,000 lbs. It is fitted with 120 fathoms of 3/4" stud link chain and it can be controlled from the deck or torpedo room. There is a small compartment-built in No. 6 ballast tank to receive the chain.
Deck Arrangement
The deck is fitted with lockers that serve as stowage space for lines and ready ammunition for deck gun. Forward of the torpedo hatch there is a large locker that served for boat stowage. The ammunition lockers are constructed of very light material and were intended to be water-tight. The mooring arrangements consist of cleats and bits that can be housed in the superstructure while underway. There is a tripod fitted on the forecastle to which is fitted a saw tooth net cutter. This tripod also serves as a guide and brace for the clearing lines. These clearing lines run from the bow up over the tripod, over the braces on the wings of the bridge, to the stern and are there fitted with turnbuckles. They also serve as an antenna support for the radio. There are two cradles or beds, one forward and one aft, on deck that served as housing for large radio masts that could be raised and lowered. These were not installed. There are four hatches, the forward or torpedo hatch, the conning tower hatch, the engine room hatch (which is on an angle to receive torpedoes), and the galley hatch.
Bridge
The bridge is of the open chariot type, constructed of a light bronze extending ¾ way around, the after end being enclosed by a rail. A small periscope cut-water comes up through the center, standing about two and one-half feet in height. On the after end of the bridge there is an insulator for the radio and a telescopic flagstaff. In the center, forward and on either wing of chariot there are fitted permanent pelorus dials with a portable sight for same. The running lights are permanent fixtures on either wing of the bridge.
Holds
There are three holds in the forward torpedo room and two in the central control room. The one on the starboard side of torpedo room is for fresh stores, one on the port side for dry stores and one for miscellaneous stores. One vegetable locker and one reserve ammunition locker are located in central control room. The torpedo room bilge is fitted with brackets to carry spare torpedoes.
Main Ballast Tanks and Vents
These are six in number. No. I is located in extreme after end of ship, capacity about 5 tons; Nos. 2 and 3 located in engine room, capacity about 15 tons each; No.4 located in central control room, and extends into cabin; No. 5 in torpedo room, and No. 6 forward. Nos. (and 6 have one flood valve or Kingston, while Nos. 2, 3, 4 and 5, are fitted with two. There are two blow lines to each tank, one from high and low pressure and one from the turbo blower. Vents are installed at four parts of superstructure. Nos. 1 and 6 ballast tanks have single pipe to the vent dome. Tanks Nos. 2 and 3 (main ballast) vent to one dome aft of conning tower fairwater. Tanks Nos. 4 and 5 (main ballast) vent to a single forward of the torpedo hatch. Tanks Nos. 2, 3, 4 and 5 can be vented independently or in tandem by master vent controlling shafts in the central control room. There are no inboard vents on these tanks. The only way of determining whether or not these tanks are full is by trying the pet-cocks in vent lines.
Blower Motors and Ventilating System
There are two blower motors, situated one on the port and one on the starboard side of the forward end of engi.ne room, The ventilating system is so installed that one or both motors may take suction from battery or compartments, or both at the same time. The system is also arranged so that starboard motor may take suction from outside of boat and discharge fresh air inside boat or battery, while port motor takes suction from boat and battery and discharges overboard. This method gives the best results.
Lighting, Heating and Cooking Systems
There are two distribution boards for lighting, one in motor space and one near central control room. One board feeds lights on starboard side and the other feeds port side. One or both distribution boards may feed from either battery. If one board or one battery is out of commission, half of the lights in each compartment remain in commission.
Each compartment is fitted with a receptacle to plug in a portable electric heater. These heaters are about the same as the American type except in shape, being about 12" x 12" x 16". Current is obtained from power circuit.
The galley is fitted with an electric cooking system, taking current from after distribution board. Large portable pots, varying in size from one to twenty gallons are used, each containing its own heating coil between the inside and outside shell. Different degrees of heat may be obtained by shifting the plug, which may be plugged in four positions.
Gyro Compass
The Gyro Compass consists of three A. C. 90 volt induction motors 1200 apart, suspended on an inner gimble ring, which floats in a Mercury bowl. The main voltage, 125 D. C. comes from ship's mains to motor generator set, which converts and steps it down to 90 volts A. C. The rotors are about four inches in diameter and weigh about ten pounds each. They spin in the air as there is no vacuum chamber on the compass. The repeater system is operated by a three-phase motor, turning a shaft with a row of contacts, which cut in simultaneously the field poles in the step by step motors in the repeaters. The three phase motor is operated back and forth by having one phase split with each side connected to contacts on the inner compass standard. When the compass finds its course the hunting motor on bottom of compass moves the two contacts so that the motor contact will be between them and keep the repeater in stop. All the repeaters are D. C. The lights are dimmed in the repeaters by cutting in resistance.
Arrangement
The interior arrangement is very poor. Repairs at sea are almost out of the question. This is due to the inaccessibility of the parts which are most likely to get out of running order; for example; the main motors and fields are directly below the switchboards in heavy casings. In order to remove a motor or field coil it is necessary to remove a section of the hull. The pumps are located behind or under a network of piping and cables.
The UB-88, although of only about 750 tons displacement, is an excellent sea boat. This may be accounted for by the fact that the boat is of the saddle tank type, which gives larger beam dimensions for small tonnage.
III. History Continued
The UB-88 lay moored in the "Trot," Harwich Harbor, from the date of her surrender, November 27, 1918, until March 13, 1919. On the latter date the UB-88, U8-148, UC-97, U-117, U-140, and the U-111 were allocated to the United States by the British Admiralty. The first five named were at Harwich, the U-111 was at Plymouth. On March 11, 1919, six officers and 100 men from the Submarine Base at New London, Conn., and about thirty other men detailed from the various U. S. naval stations in the British Isles, arrived in Harwich to take over these boats. Several officers were already in Harwich, having been sent there from the U. S. Naval Headquarters in London.
About fifty per cent of the men had had previous submarine duty, while all the officers were experienced in submarine work. The problem before us was to learn the boats, train the crew and sail under our own power for the United States at the earliest possible date. As these vessels were to be used in connection with the Victory Loan campaign, it was desired to hasten their arrival in New York. With the above problem in mind, we set about to solve the task allotted to us.
The German submarine is, naturally, a distinctive type. True, all submarines are built upon the same general principles, in that they have ballast and trimming tanks, diving rudders, motors, engines, etc. Still the arrangements and installation of all this material may be such as to present to a person who has had experience operating one type, a vessel in which everything will appear entirely different. Our previous experience was to be sure, of great value to us, but on account of the design of the German submarine it was necessary "to learn" these boats in every particular. For example: it is a very simple matter to blow tanks on a U. S. Submarine - but the problem was, how to blow them on the UB-88. First it was necessary to learn the operation of the German type of air compressor. Next to learn the air distribution system to the different parts of the ship, then the leads to the air flasks or accumulators, then the leads from the flasks to the manifolds and from the manifolds to the tanks. This would put air into the tanks but it was further necessary to learn the operation of the ballast Kingston and the ballast vents. Then if you had been successful in following out the leads and valves, the problem was solved. This appears, no doubt, simple, and under ordinary conditions it would be, but the German arrangement of piping has not that beautiful symmetry found in our boats and a pipe may wind in and out among its fellows in such a way as to present a veritable Chinese puzzle. Blue prints and drawings were luxuries we did not enjoy, for all these had been very carefully removed.
The cleaning, repairing where necessary, tracing out fuel oil lines, lubricating oil leads, air lines, water lines, ventilating pipes, battery leads, lighting circuits, took up a great deal of time allotted before the moving parts could be tried. All the name plates, naturally, were in German. We found that the German phraseology used in engineering was not the same we had learned in school. The amount of work necessary was apparent and the conditions under which we worked can be imagined.
The UB-88 was in a filthy condition. Food had been left aboard after she had surrendered. The remnants of the last meals had been thrown in the bilges. The stench from the galley was unbearable. Rust covered all the piping. The engines were one mass of corrosion. The torpedoes had been pulled from the tubes and thrown on the torpedo room deck. The air flasks and after-bodies were coated with rust and badly pitted. The storage battery was almost run down, not having had a charge for over four months. The bilges were full of oil and water. Many parts of the boat had been taken by souvenir hunters while she lay moored in Harwich. The eye-piece on the forward periscope had been broken off and the reflecting prism and lens removed. The stabilizer had been taken from the gyro compass, as had also the azimuth motor. The magnetic compass had disappeared. Out of the dozen cooking utensils on hand, only one would cook, the rest had been smashed or the coils burned out. There were no mess gear, mattresses or blankets. There were no spare parts for the engines. Parts of the radio set had been stolen and the rest smashed in with a hammer. The repeaters for the gyro compass now decorated the homes of the British as souvenirs of the war.
So many parts of the equipment were out of commission that it was decided to find out first what would work, then go after the parts that would not. This system was followed out. Everything was tested and report made whether or not it was in running order. If not, what was wrong, and what was needed to fix it. In a very short time we had a good estimate on just what we had to do.
To illustrate our method; The radio set, as stated, had been demolished. The motor generator was there and would work, but sending and receiving sets were almost completely wrecked. By rummaging through about a dozen of the submarines still remaining in the "Trot," which were going to be sold for junk, we collected enough material to complete a sending set. We were unable to find a detector, however, so that had to be purchased in London, and with parts of a receiving set "stubbed out" from the U. S. S. Chester, the radio outfit was complete, but not efficient. Probably it was the lack of harmony, due to the combination of English, German and American parts. Who knows? It was impossible to improve on the set until the arrival of the U. S. S. Bushnell. She had on board six complete outfits. By the addition of a quench gap and an audion bulb to what we already had, the outfit from one of these sets was connected up and tested. Our reward was a set with a hundred miles radius, which was sufficient to our needs.
I stated before that the magnetic compass had been removed. Search was made through all the German submarines lying in the "Trot" and none could be found. A U. S. Naval Vessel donated one, but it had been lying idle for so long in one position without any liquid in the bowl that the magnets had lost practically all their directive force. There was not much hope in getting good results from this compass, but nevertheless it was installed, and after filling the bowl, an attempt was made at compensation on one heading. That night before turning in I looked at the compass and it showed the heading NNW 1/ 4" W, which was about correct on magnetic North. I looked at the compass the next morning with the ship headed in the opposite direction (having swung with the tide) and it sti1\ showed us headed NNW 1/ 4" W. All the compensating magnets were removed but true to her straight forward aim in life, the compass never moved a fraction of a degree and for aught I know she still heads NNW 1/ 4" W. A call was made on the Senior Submarine Officer at the British Submarine Base, and after a "search" he supplied us with a compass which had been taken from one of the German submarines. This was installed but on account of the binnacle being placed inside the chariot bridge, its operation was slow and sluggish. A make-shift stand was then installed between the periscopes on the periscope sheer. A block of wood placed directly under the center of the compass and bored with several holes at right angles, served admirably as a compensating rack and in this "rig" we placed our hopes. True the steering wheel was about ten feet from the compass, but I don't think we worried much about that at the time.
The German (Anüshtz) type of gyro compass was a source of mystery. The stabilizer had been removed as had also the azimuth motor. By again visiting several of the boats up the "Trot," an azimuth motor was found and connected up. Also on the same trip we were fortunate in getting three repeaters in good condition. A stabilizer, however, could not be found. There was no one aboard who knew the interior construction of this type of gyro and in consequence no one knew how to operate it. By tracing up the leads from the compass, we found the motor generator and the power leads from the switch boards. That much settled, we went after the compass and by a process of trial and error, it was finally started, and much to the surprise of everyone, it worked satisfactorily. A four degree easterly deviation was removed by balancing the rotors with sealing wax placed in the compass levels to compensate for the loss of alcohol from the levels, which had been broken. The compass is still running perfectly. It has never shown any tendency to "get off" the Meridian even in the roughest weather.
The drainage system was of course, a vital problem, although a simple one. Trouble was experienced with the after trimming line pump and it has never been in good condition. The adjusting pump, just abaft the central control room, was working and as it could be connected up to all the bilges through the manifolds, full confidence was placed in this pump. If it had broken down completely the novel situation of bailing out a submarine with buckets or the use of a handy-billy would have resulted. Nothing else could have been done.
As the safety of the boat on the trip from England to the United States was a paramount factor, it was thought advisable to dock the boats at Harwich before sailing; The underwater hull and all tanks were minutely examined. New Kingston gaskets were installed where necessary. The trustworthiness of our late enemies was never mentioned, still I do not doubt that it was in everyone's mind during the period of preparation. However, let credit be given them where it can, for we found no tampering of any kind. The boat was in dock two days, during which time very little opportunity was had for any progressive preparation. After undocking, however, we again turned to.
The engines were the most important part of the equipment to prepare for operation. I think that everyone who worked on the engines did so with the determination to make them run as well or even better than the Germans had done. It was this or admit that the German crew was the better of the two. Looking at it in that light, the determination to succeed in the preparation of them was to everyone a matter which touched the most delicate spot in the human make-up-Pride.
In beginning to learn the engines and auxiliaries, we were in the dark, except for our general experience with Diesel engines and the intimate knowledge of a few types which are used in our own service. As all engines of this type operate upon the same principle it was chiefly necessary to locate the supply, the discharge, if any, and the power of delivery of the circulating water, the air, and the lubricating oil. In the case of the fuel oil, the tanks were first located, then the leads, to the gravity feed tanks, and then the valves and pumps controlling the delivery to the engines. At the same time the fuel compensating system was traced' out. The lubricating oil system was followed out and tested in the same way as was also the cooling water. In order not to forget the thousand and one valves with their German names, shipping tags were placed on each valve and gage. On these were written the use of the valve and how to operate it. The explanation of this procedure is brief and to the point and one would judge that we were occupied probably one or two days in this work of tracing out lines and tagging them. But so complicated and intricate was the German system of piping and valve arrangement that the time consumed before we were ready to start the engines was fourteen working days. When everybody had been properly prepared for our first trials of the engines, they were jacked over, by hand to insure that everything was clear: The engine clutches were then thrown in and they were turned over slowly with the motors. All looked well. A signal was given to the, electrician at the switch board to "speed her up." Slowly the lubricating oil built up the required pressure and the discharge pipes into the sight box on the side of the engine showed abundant supply to the piston heads. The circulating water pressure started to climb and was soon up to the required mark on the gage. The spray air pressure was slow in building up, but finally arrived at the proper mark. The oil supply was then opened and the cylinder try-cocks closed, and as the engines had run under the care. of the Germans who had built them and studied their operation, so they ran then: There was not a hitch, nor had anything been forgotten. That day we charged batteries for four hours without stopping the engines, in order to be assured there would be enough power in the battery to turn the engines over the next time they were needed.
After the crew had demonstrated their ability to run the engines, all hands "turned to" to provide the necessities of life and what few comforts we could gather. The subs up the "Trot" were ransacked for cooking utensils. We found plenty; terribly dirty and rusty. These we took, and after cleaning them and forgetting the condition in which they were found, the food prepared in them tasted very good. Plates, knives, forks and spoons, and the thousand and cine things needed in the preparation and serving of food were purchased in London. Blankets, mattresses, pillows, life belts, sheets, etc., etc., were obtained from the Naval Depot, London. The Red Cross, always on the job when needed, provided us with woolen goods, pajamas, underwear, candy, chocolate, cigarettes, etc.
Fuel, lubricating oil, provisions and water were taken from the U. S. S. Bushnell and the UB-88 was ready.
April 4 was the date set for sailing.
IV. The Trans-Atlantic Cruise
Promptly at the hour set, the UC-97 cast off from alongside and headed down the bay, quickly followed by the UB-141, the UB-88 and the U-117 The U. S. S. Bushnell brought up the rear.
The weather was hazy but not bad enough to make navigation difficult. The dim outline of the low shores could be seen through the misty clouds that hung floating over the surface of the water. As we passed the entrance of the harbor a gentle ground swell raised and lowered the bow of the boat and brought the realization that we were again at sea. A gentle breeze blowing from the south, cleared away the North Sea haze. Each boat swung into · formation with the Bushnell as guide. Speed was set by the division commander at eleven knots, later reduced to ten and a half and ten. In a few hours the white chalk cliffs of Dover were on our starboard hand; and later, to port, one could see the distant shores of France while between lay the waters of the North Sea and the Straits of Dover, where only a few months before the UB-88 had cruised under the German Flag. That night the officers and crew slept a sleep of rest and satisfaction, knowing that the hard work of preparation had been rewarded.
In the morning we were out of sight of land and heading to the Southward bound for Ponta Delgada. The weather continued calm until the fourth day out, when a storm blew up from the West. It came on a rising barometer, however, and soon blew itself out. Two boats had engine trouble which delayed our passage: The repairs, which were only minor, were made aboard the boats. The engines of the UB-88 ran perfectly. On the morning of the seventh day out, Serra da Agoa de Poa, on the Island of San Miguel, appeared on the horizon. A signal from the division commander: "Make the best of your way to Ponta Delgada," started a race between the UB-88 and the U-117 in which the UB-88 suffered defeat by the much larger boat. We moored alongside the Bushnell in Ponta Delgada harbor on the afternoon of April 11. Portuguese civil and military officials flocked aboard to see the boats, one of which, a year previous had shelled the city. Bumboats loaded with laces, basket ware, silks and other articles for sale, came alongside, but found few customers. High prices had even found their way to the Azores.
A few repairs were made to the engines, provisions and water were taken on board, and on April 13 we set out across the Atlantic, bound for New York. Again the weather was beautiful. The sea was calm and the air clear. The white, blue and pink painted houses backed against the green of the mountain sides of San Miguel made a picture, never to be forgotten. The island soon disappeared over the horizon, however; and we were on the Atlantic heading to the South of West to teach the thirty fifth parallel. The sea continued calm until the next morning when a wind sprang up from the northwest with the barometer falling slowly. The waves built up with the wind and the seas broke over the starboard bow. Spray came continually over the bridge. All the hatches except the one in the conning tower were battened down. The boat rolled and pitched badly. This made it necessary for those men in the boat (except the ones on watch) to turn in their bunks or else be thrown from one side of the boat to the other with the roll and pitch. The air in the forward living quarters soon became bad. The blowers to those compartments were started but the amount of air delivered was not of sufficient quantity to be of much value. The officers and men suffered as a result. It was a choice of staying below to breathe the foul air or coming up on deck to be drenched by the cold spray. Most of the crew preferred the former or else took turns in sleeping in the after battery compartments where the air was good; this compartment being between the engine room and the conning tower hatch, through which the air was taken for the engines. The forward torpedo room which was especially foul was dubbed the "Blue Room." I doubt if ever a place was more appropriately named. Nothing could be done however, to alleviate the condition. The officers’ quarters were quite as bad as the torpedo compartment, so all hands suffered equally. The seas increased in violence and by the evening of the second day a strong northwest gale was blowing. The rolling and pitching of the boat increased. At night it was difficult to maintain any semblance of formation. The lights of the other submarines would disappear behind the waves for minutes at a time. The after range light of the Bushnell was in constant sight but it was possible to take only an occasional look over the top of the bridge on account of spray. The waves breaking on the bow or against the conning tower threw sheets of water high in the air. This was picked up by the howling wind and dashed against the bridge and over it.
The care of the health of the crew became a problem. It was impossible to obtain any exercise. The interior of the boat was damp and cold and the air was foul. By the routine administration of simple remedies, however, the crew kept in fairly good physical condition.
The rough and stormy weather continued. The track chart which was kept pasted in the officers' quarters showed us our daily noon position. The runs from noon to noon showed very little headway against the weather. The days stretched out and it seemed as if the trip would never be over but the spirit of the crew never laxed. Irritability and sullenness, which so often find their way into the personalities of men confined to inactivity and discomfort were in the case of the crew of the UB-88, unknown. The spirit of congeniality between the officers and amongst the members of the crew was remarkable. Hardships and discomforts were met with smiles and conquered with fortitude. On the eighth day out the fresh water was found to be contaminated by fuel oil, which rendered it undrinkable. The distilled water, which was intended to be used for watering the batteries, had to be taken for cooking and drinking. As there were only 150 gallons of distilled water aboard, it had to be rationed out.
The ninth day began with a red sky in the east and a slowly falling barometer and by noon we were driving into the teeth of a heavy gale. Snow started to fall which warmed the air a little, but this was soon followed by hail, and then rain, and the continuance of the howling wind accompanied by the rocking and pitching of the boat.
One of the other submarines had been having trouble with her engines, which had delayed the division considerably. The U-117 asked and received permission to proceed to New York, and shortly afterward we saw her lights disappear through a rain squall ahead of us. We kept on with the Bushnell and the other two boats until the next morning when the problem of water began to look serious. Permission was asked to proceed to New York alone. This was granted and as the flag hoist was hauled down word was passed to the engine room to make four hundred turns (speed for twelve knots) on both engines. Two destroyers which had come out from New York to meet us appeared on the horizon and were soon alongside. Moving picture machines were turned on us. The officers and crews lined the decks to take a look at the German submarines. They stayed with us for about an hour then they hauled ahead and slowly disappeared, headed for New York. At our increased speed we soon left the rest of the division behind and as the dusk set in we found ourselves alone. N ext morning the wind had abated considerably and theweather was warmer. We had entered the Gulf Stream. It was pleasant to hear the low purr of the exhaust, instead of the intermittent roar caused by the stern being frequently submerged by the seas.
Our water supply from the distilled tanks was exhausted one day out from New York and back we had to go to the fuel oil. In order to keep the crew from drinking the oily water, black coffee was always ready to be served. This did very well but did not quench the thirst as much as was sometimes desired. It was better, however, than the discomforts of the nausea caused by oily water.
The time now passed quickly. As the sea was not as rough as previously, we opened the torpedo hatch for a short time to allow the foul air to escape. The crew came out on deck and stood in the lee of the conning tower or walked back and forth holding to the life lines. Everyone took a new lease on life, smiles shone on faces where before there had been looks of anxious waiting. Razors appeared and did their much needed duty.
About two thirty on the afternoon of April 25, the heights at Navesink were sighted on the port bow and course was set for Sandy Hook, where we arrived at four thirty. The boat was moored alongside the Army wharf. The officers and enlisted men came down from the fort to greet us, and to care for our wants. The men were taken to the barracks where they were given the use of the shower baths, moving picture show and best of all dry bunks to sleep in.
After the men had all been cared for, the officers were taken to the officers' quarters at the fort. The luxuries we enjoyed; shower baths, shaves, change of clothes, a wonderful dinner, and then real beds to sleep in. About six thirty P. M. the UB-148 was reported from the watch tower on the end of the Hook. Soon after she was moored alongside the UB-88. She having heard our request to the division commander, to proceed to New York, made a like request and had left the UC-97 and the Bushnell about two hours after we had departed.
Next morning at five thirty the Bushnell and the UC-97 passed Sandy Hook. About nine o'clock we received orders to proceed to Tompkinsville to await instructions there. We were then ordered to the Navy Yard, where we arrived about three o'clock. The Bushnell, which had been in the North River, arrived soon after. Upon our arrival at the Navy Yard we were met by Captain T. C. Hart, U. S. N. The plans for the future use of the boats were given to us. The UC-97 was to make the trip to Chicago via the St. Lawrence River, exhibiting the boat at all ports; the U-111 was detailed to the New England coast; the UB-148 received the coast cities around New York; the U-117 was ordered to Washington, and the UB-88 was given the Atlantic coast south of Savannah, the Gulf coast, the Mississippi River to St. Louis, the cities on the Texan coast, then to the West coast of the United States, via the Panama Canal, as far north as Seattle, Wash. All cities were to be visited and after the completion of the cruise the boat was to be returned to the Submarine Base at San Pedro, Cal. Preparations for the cruise were to start immediately. The U. S. C. G. Tuscarora was detailed as a tender for the UB-88. All personal effects and the few stores we had were transferred from the Bushnell to that vessel.
During most of the stay in New York, the boat was on exhibition and working in the interests of the Liberty Loan. It was also here that two very able officers, who had done so much to make the cruise across the Atlantic a success were detached. Their loss was sorely felt. The commanding officer was ordered to Washington to confer with the Chief of Naval Operations relative to the intended cruise, and while there made out an itinerary as far as New Orleans, La.
V. The Exhibition Cruise
On May 5, the UB-88, accompanied by the U. S. C. G. Tuscarora as tender, sailed from New York for Savannah, Ga. Speed for the cruise was ten and a half knots. On May 7, we entered the Savannah River, but did not go into the city that night, finding it necessary to moor to a lumber dock a short distance down the river from Savannah. It was here that we were first introduced to the southern mosquito. The Tuscarora same to our rescue with nettings and from that time until we sailed from Galveston, Texas, on July 30, to Colon, C. Z., we were obliged to use this form of protection. Early the following morning we steamed up the river and moored to the Municipal Dock. The problem of showing visitors through the boat was one that had to be worked out. We did not know just how anxious the people were to see the vessel, or how large the crowds would be. We were soon to be informed. The mayor of the city had been notified several days ahead of our intended visit and had been requested to give all publicity to the event. The result of his publicity was evident. The office forces in the buildings along the waterfront, all left their books and crowded to the windows; the dock employees, negroes handling cotton, stevedores unloading ships, ship builders, everyone, quit work and looked at us as we slowly moved up the river. Steamers, dredges and factories all gave the three blast salute. No sooner had we moored than thousands flocked to the dock to make a more complete examination of the vessel. Brows were placed fore and aft. Police officers were stationed at each brow to maintain order and to keep the crowds in line. One member of the crew was placed in each compartment to explain the different parts of the vessel to the visitors and to prevent parts of the vessel being carried away as souvenirs. Visitors were allowed everywhere except in the vicinity of the switch boards. As a matter of safety to them and to the boat, this part of the submarine was roped off. As the people would pass into each compartment the man stationed therein would point out the objects of particular interest and explain their uses. He would also answer any questions which were given him. Then by calling attention to something interesting in the next compartment the crowds were kept moving. The system worked admirably. It was found by actual count that an average of five thousand people a day could be shown through the boat in this way. The visitors after leaving the forward torpedo room were shown into the chief petty officers' quarters, then the officers' room, then to the central operating room, the pump room, the after battery room, the engine room and then through the engine room hatch to the deck where if they so desired, they could climb into the conning tower and look through the periscope.
On May 11, we sailed from Savannah for Jacksonville. Fla., arriving the following day. The cruise up the St. John's River was without incident. The crowds continued to come aboard at about the same rate as in Savannah. After our previous experience in handling the visitors there was less confusion. Everyone commented on the reception they had received and the thorough manner in which the boat had been explained to them.
Before starting on the cruise from New York, we had - been warned that souvenir hunters would try to carry away parts of the equipment. In order to frustrate any attempt of the visitors to steal articles for souvenirs, the men in each compartment were especially instructed to watch everyone carefully and to report any attempt of theft to the officer on duty who had orders to turn over the offender to the civil authorities. Despite the fact that we took all the precautions possible and even went so far as to have placards posted in all the rooms requesting visitors to refrain from taking or touching any of the equipment, a few small articles began to disappear. The thefts were almost wholly confined to the larger cities. In small cities it was very rare that any articles were found missing.
On May 14, we sailed for Miami, Fla., arrived there on the morning of the 16th. The mayor, city council and the chamber of commerce met the vessels as they entered the channel which leads through the keys to the city. An enormous crowd was present to welcome the UB-88.
The UB-88 and tender arrived in Key West on May 18, and moored just outside the navy yard. Our greatest number of visitors in this port came from the naval population. The majority of the inhabitants of lei sure in this city take their seista during the hours we were open to visitors.
The commandant of the eighth naval district did everything to make our stay in this port a pleasant one. The U.S.C.G. Tuscarora had been having boiler trouble, so it was decided to leave her in Key West for repairs and take another tender from there or else make the next two ports alone. The commandant did not care to have us undergo this unnecessary hardship, so he detailed a mine sweeper for our use on the trip to Tampa and Pensacola.
With our new tender we sailed for Tampa on May 20, arriving on May 21, left there May 23, arrived Pensacola May 25.
On account of the number of people to be shown through the vessel, the visiting hours had to be changed. We had previously been keeping the vessel open from nine in the morning until seven at night. This was changed from the above to eight in the morning to eight at night. In several ports visited, people were found who had come from ports we had already visited but who did not get a chance to see the vessel in their own cities. This led us to believe that our stops were not of sufficient duration, or that visiting hours did not coincide with the hours of leisure of the people. Saturdays, Sundays, and holidays were especially "good" days. In some cases the waiting line was half a mile long, the people standing two and three abreast. The patience shown in the presence of an almost intolerable heat may be a judge of the popularity of the UB-88 on this cruise.
Our short trip of eighty-three miles from Pensacola to Mobile was completed in about eight hours. In running past the entrance to Mobile Bay the thoughts of all naturally went back to the days over fifty years ago when Admiral Farragut carried out and upheld the best traditions of the service and made more traditions to be followed by hi s successors in the navy.
UB-88 remained in Mobile for four days. The Tuscarora rejoined us here and on May 21 we sailed for New Orleans.
The vessels arrived off the South Channel Buoy about two o'clock in the morning. The pilot standing by to receive vessels did not know of our intended arrival, and informed us he could not imagine what kind of a craft we were sailing. He had thought that a vessel was foundering and had rushed the pilot boat alongside to give assistance. His surprise was great when he learned that he was piloting a German submarine, something he said, he never expected to do. Having previously informed the commandant of the district that we would arrive that morning, a berth was arranged for us. Soon after we were moored the visitors started to come aboard. The crowds continued as before. A pilot was arranged for here, to make the entire Mississippi River trip as far as St. Louis and return.
In every port visited the newspaper reporters were usually the first people allowed aboard. The history of the boat while she was in the hands of the Germans and photographs of the vessel taken in previous ports were given to the reporters. An interview regarding the cruise, past and future, was also given. Working in this way with the newspaper men, a great deal of publicity was given the vessel. This brought us many visitors, and as this was the object of the cruise our end were attained.
We sailed from New Orleans in the early morning of July 7, for Baton Rouge a distance of one hundred and twenty-one miles. For the first time we were privileged to see the Mississippi River levees. While on the low decks of the submarine or even on the bridge, it is quite impossible to see any of the landscape on account of the river being so much higher than the surrounding country. The continual building up of the levees has raised the entire river to a great height and as years go by and the river continues its deposits, this process of building higher and higher will probably continue. Behind the levee here and there can be seen the tops of houses or just the top of a church spire or the topmost branches of trees. On the levee the cattle graze and negro children by the thousands, with little or no clothing, play during the hot days unmindful of mosquitoes or the torrid sun. They waved to us a greeting as we passed, then scampered down the other side to call the rest of the family. They appeared and we counted them. We came to know that there is no race suicide amongst the colored population.
It was after dark when the two vessels arrived in Baton Rouge. Next morning we went alongside the dock and the routine of showing visitors through the vessel began again.
On June 9 we unmoored and sailed up the river for Natchez, arriving on June 10.
While cruising from port to port on the Mississippi, the knowledge of the pilot was a matter of great concern. All pilots will naturally tell a commanding officer that they are thoroughly familiar with the waters in which they work and of course they generally are. It was extremely dubious, however, whether one man could "know" the entire Mississippi River to such a degree of thoroughness that he felt no worry in piloting a vessel its entire length. To carry such a great amount of knowledge in his mind and keep up with the ever changing channel was, I believe, the work of a superman. Captain J-- W--, the pilot of the UB-88, was such a person. At only one place did we touch bottom and of that place he had warned us long before we ever reached it. We slid over, however, and as we glided again into deep water, he remarked that we would not be bothered with that place coming down as the channel, or crossing as he called it, in about two weeks would be farther up the river and there would be plenty of water. As usual he was right.
We arrived in Natchez on June 10 and left on the 12th. The routine inspection of the boat by the populace continued.
From Natchez we went to Vicksburg; Lake Providence, La.; Greenville, Miss.; Helena, Ark.; and Memphis, Tenn. It was found upon arrival at Memphis that the water in the river was falling so rapidly (a foot a day), that 'further progress was out of the question. Having received permission to return to New Orleans we started back down the river, leaving Memphis, June 26. We stopped at Greenville, Miss., on the 27th and 28th and on the morning of the 29th continued our journey south, arriving in New Orleans, on July 1.
On the trip down the river a decided knock developed in the port tail shaft. This was due to the after strut bearings being worn away by the sand and grit of the river. It was so bad by the time the vessel reached New Orleans that docking was necessary. As the only dock in New Orleans, the floating dock, at the Navy Yard, was in use, it was necessary to wait two weeks before it became available. The UB-88 went into dock there on July 14. Upon examination it was found necessary to renew both strut bearings. These jobs were completed on July 22 and the vessel was undocked the same day. While in New Orleans the U. S. C. G. Tuscarora was detached from the command and the U. S. S. Bittern was ordered as tender. On July 23 we sailed for Galveston, Tex., arriving there on the 24th, about eleven P. M. The vessels remained in Galveston for three days, and on the morning of July 27, sailed up the Ship Channel to Houston, Tex., arriving the same day. It was here the Chamber of Commerce presented the commanding officer with a miniature bale of cotton to be taken via the Panama Canal to Los Angeles, Cal., and there to be presented to Miss Mary Pickford. The presentation was carried out with all due ceremony. Moving-pictures were taken, still pictures were snapped. Upon the arrival of the boat in Los Angeles harbor, a similar scene was enacted. These combined depicted the reception and delivery of the first bale of cotton to be taken from the east to the west via the Panama Canal.
On July 30 we sailed from Houston bound for Colon, C. Z. Bad weather was experienced during the entire last half of the trip. From the indications of the barometer and the shifting of the wind we were on the outskirts of a West Indian storm. Two hundred miles out of Colon a lubricating pipe to number one cylinder, starboard engine carried away, putting that engine out of commission. It was impossible to repair this at sea. In order to save time a tow line was taken from the U. S. S. Bittern and on the following day we entered Colon harbor. The two vessels moored at the Submarine Base, Coco Solo. Repairs were made and stores taken aboard. Saturday and Sunday the boat was open for inspection by the people of Cristobal and Colon. On August 12 we sailed through the Panama Canal for Balboa, arriving there the same day. We remained in Balboa for two days to give the canal, army and naval officials and civilian employees an opportunity to visit the submarine. We also had the pleasure of entertaining the ex-president of Peru, the vice-president of Panama and many Panamanian officials.
We sailed from Balboa on August 14, arriving in Corinto, Nicaragua, on the 17th. Upon receipt of news that several cases of yellow fever had been reported from the interior we sailed the following morning for Acapulco, Mex., arriving there on the 21st. Just before entering the harbor it was found that the starboard engine had become "salted." After mooring alongside the tender a thorough examination was made of the lubricating system. It was found that all the piston heads had been completely chocked up with salt. Salt water had found its way, in some unknown manner, into the lubricating oil. From first observation it was thought that the entire engine would have to be broken down to remove the salt from the piston heads. This would have taken at least a month. So that plan was abandoned. Different experiments were tried on this salt and carbon crustation with the idea of finding some agent to dissolve it. Gasoline, kerosene, alcohol, hot water and steam were tried. Steam seemed to answer our purpose to the best advantage, so we adopted this method for the solution of the trouble. The delivery side of the lubricating system was broken down between the pump and the piston heads. Steam at 100 pounds pressure was connected up to the discharge side of the heads and allowed to remain until the salt was dissolved. In the case of three of the cylinders the steam broke through almost immediately, showing that the crustations in these pistons were not bad. In the other three, however, it was necessary to keep the pressure on for several hours before there was any sign of the steam coming through. Finally a small water leak was described in each supply pipe and then the passage became large until finally the steam rushed through, carrying with it large amounts of salt and carbon. An almost fatal condition was easily remedied by a few simple experiments, and we were again ready to sail. On the 23d we "upped anchor" and proceeded to sea, bound for Magdalena Bay. Here another delay was encountered by the U. S. S. Bittern losing a large percentage of her fresh water so that it was necessary to put into Manzanillo, on August 23, to replenish her tanks. We sailed the same day for San Diego, Cal., arriving on the 29th. The weather during the entire trip until the morning of our arrival, was intensely foggy. Upon our arrival in San Diego it was learned that we had been reported missing by the newspapers. This caused a great deal of concern outside of naval circles. The delay in making repairs and the rewatering of the U. S. S. Bittern caused us to arrive in San Diego three days behind schedule. This fact furnished the papers a subject for sensationalism of which they readily took advantage.
From San Diego we sailed north making stops at San Pedro, Santa Barbara, Monterey, San Francisco, Mare Island Navy Yard, Astoria, Ore., Portland, Ore., Seattle, Wash., Tacoma, Bremerton Navy Yard, Bellingham and then back to San Pedro, stopping for a few days in San Francisco.
The trip on the west coast was without incident except for the difficulties encountered in navigation, due to heavy fogs.
Upon the arrival of the UB-88 in San Pedro on November 7, our cruise was over. The work which had been assigned to the officers and crew of this little vessel had been completed. A successful cruise it was. During the trip from Harwich, England, to the final arrival in San Pedro, we had "steamed" 15,361 miles, and during that cruise we had shown the vessel to over 400,000 enthusiastic visitors.