Transatlantic Cruise
Promptly at the hour set, the UC-97 cast off from alongside
and headed down the bay, quickly followed by the UB-148,
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 reach 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 north west
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 dag 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. Next morning the wind had abated
considerably and the weather 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.