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 Another Random Document on
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was 6 p.m., the weather was clear, the sea calm, and the visibility
good. A submarine appeared and at 6.15 p.m. opened fire on the
Frenchman. When 23 shots had been fired the ship was abandoned
by all except the master, who refused to leave his vessel and was
killed at the wheel by shrapnel. The submarine, which appeared to
be an old one, dirty-grey in colour, and showing no number, closed
the Mimosa to 150 yards on the surface. One German officer was
seen, a thin, clean-shaven man, with dark hair and sunken cheeks.
He ordered six men from one of the boats to board the submarine,
and lined them up on deck forward of his gun. Soon afterwards the
hatches of the submarine were closed, and she submerged,
throwing the men into the sea without any means of saving
themselves. The men were lucky enough to be able to reach their
boats, however. Two boats, carrying 15 men altogether, were picked
up by a British destroyer, and three boats, carrying the other 15
men, rowed to the Scilly Islands. The master was buried at sea by
the crew of the destroyer.
The German appears to have had in mind his fellow-countryman’s
exploit with the crew of the Belgian Prince. But he had not studied
the case carefully enough, and so his victims were able to escape.
To line up half-a-dozen men on the deck of the submarine and then
to submerge was obviously an attempt to commit deliberate murder,
and for this reason the case of the Mimosa has been included in this
chapter.
The s.s. Elmsgarth was torpedoed without warning at 7.15 p.m. on
the 29th September, and abandoned a quarter of an hour
afterwards. A U-boat then appeared and fired a shell between the
life-boats. The master’s boat was then hailed alongside the
submarine in order that he might be questioned by the commander.
The master pointed out that his boat was half full of water, and
asked for a baler, but this the commander refused to supply, adding
that his duty was not to save life, but to destroy it.
Before the boat shoved off from the submarine, a Mexican fireman,
Daniel Vaca by name, jumped on board the U-boat and claimed
protection as a neutral. The Germans’ response to this appeal was to
deprive the man of his passport and order him back into the life-
boat. Good fortune favoured the boats, which made for the Irish
coast in safety.
 THE PIRATE AS BARBARIAN.
A Selection of Cases.
s.s. AMIRAL GANTEAUME 26th Oct., 1914.
Relief-ship HARPALYCE 10th April, 1915.
s.s. LUSITANIA 7th May, 1915.
s.s. ARABIC 19th Aug., 1915.
Relief-ship ASHMORE 12th Sep., 1915.
s.s. PERSIA 30th Dec., 1915.
Relief-ship EUPHRATES 22nd Jan., 1917.
Relief-ship LARS KRUSE 3rd Feb., 1917.
s.s. THRACIA 27th March, 1917.
Hospital-ship LANFRANC and s.s. DONEGAL 17th April, 1917.
s.s. ADDAH 1st June, 1917.
s.s. MARISTON 15th July, 1917.
s.s. VANLAND 23rd July, 1917.
s.s. BELGIAN PRINCE 31st July, 1917.
 Chapter III.
THE PIRATE AS BARBARIAN.
“We Germans represent the latest and highest achievement of
European Kultur.”[D]—Professor A. Lasson.

On the 25th November, 1914, the British Admiralty announced that

on 26th October, 1914, the French passenger steamer Amiral
Ganteaume, while on passage from Calais to Havre with upwards of
2,000 unarmed refugees, including a very large proportion of women
and children on board, was torpedoed. By pure chance and the
greatest good fortune, the British steamship Queen was within a
short distance of the Amiral Ganteaume, and succeeded in rescuing
most of the passengers, only about 40 being killed. Subsequent
examination of one of the vessel’s damaged life-boats led to the
discovery of a fragment of a German torpedo. The Admiralty
announcement concluded:—
“This action of destroying with aim and deliberation in broad daylight
a defenceless passenger ship, full of refugees, is on the whole the
best specimen of German methods yet recorded.”
On the 10th April, 1915, at 9.55 a.m., the Belgian relief-ship
Harpalyce was torpedoed without warning 26 miles from land. At the
time of the attack the vessel was flying the Belgian Relief
Commission’s flag and displaying screens on both sides, marked:
“Commission Belgian Relief, Rotterdam,” in letters 2½ feet high. The
ship had also been granted a safe conduct by the German consul at
the Hague. After being struck she went down by the stern and sank
in five minutes. Seventeen of the crew, including the master, were
lost. As the ship sank, the third officer saw the periscope of a
submarine going away to the northward.
The liner Lusitania was 30,395 tons gross register; she carried 1,257
passengers, and a crew of 702, making a total of 1,959 persons on
board. Of the passengers 688 were men, 440 women, and 129
children. When 11 miles from land on the 17th May, 1915, at 2.15
p.m., the ship was struck on the starboard side, almost
simultaneously, by two torpedoes, while a third, which missed the
ship, was fired at her port side shortly afterwards.
On being struck, the vessel took a heavy list to starboard. This made
it impossible to launch the port side boats properly, and rendered it
very difficult for the passengers to get into the starboard boats,
which were thrown too far outboard. The port boats, of course,
came inboard, and some of them, catching on the rail, were
capsized.
Those which did reach the water were seriously damaged and
leaking. The ship sank in less than twenty minutes after being
struck, and 1,198 men, women, and children were consequently
drowned.
Perhaps the most effective comment upon the destruction of the
Lusitania may be found in the German Naval Prize Regulations. This
is Article 116:—
“Before the destruction of a vessel, all persons on board are to be
placed in safety, with their goods and chattels, if possible, and all
ship’s papers and other relevant documents which, in the opinion of
the parties interested, are of value for the decision of the Prize Court
are to be taken over by the commander.”
The American protest against the sinking of the Lusitania was
answered by the German Note of 8th July, 1915, extracts from which
are here given:—
“The Imperial Government learned with satisfaction how earnestly
the Government of the United States is concerned in seeing that the
principles of humanity are realised in the present war. This appeal
also finds a ready echo in Germany, and the Imperial Government is
quite willing to permit its statements and decisions in the present
case to be governed by the principles of humanity, just as it has
always done.... Germany has always been tenacious of the principle
that war should be conducted against the armed and organised
forces of an enemy country but that the enemy civilian population
must be spared as far as possible from the measures of war.... If the
commander of the submarine which destroyed the Lusitania had
caused the crew and passengers to take to the boats before firing a
torpedo this would have meant the certain destruction of his own
vessel.... It was to be expected that a mighty ship like the Lusitania
would remain above water long enough, even after the torpedoing
of the vessel, to permit the passengers to enter the ship’s boats.
Circumstances of a very peculiar kind, especially the presence on
board of large quantities of highly-explosive materials, defeated this
expectation. In addition, it may be pointed out that if the Lusitania
had been spared thousands of cases of ammunition would have
been sent to Germany’s enemies, and thereby thousands of German
mothers and children would have been robbed of their bread-
winners.... The Imperial Government will always be ready to do all it
can in the present war to prevent the jeopardising of the lives of
American citizens. The Imperial Government, therefore, repeats its
assurances that American ships will not be hindered in the
prosecution of legitimate shipping, and that the lives of American
citizens on neutral vessels shall not be placed in jeopardy.”
On the 1st September, 1915, Count Bernstorff handed the following
written communication to Mr. Lansing:—
“My dear Secretary,
“In reference to our conversation of this day, I beg to inform you
that my instructions concerning our answer to your last Lusitania
Note contain the following passage: ‘Liners will not be sunk by
submarines without warning, and without ensuring the safety of the
lives of non-combatants, provided that the liners do not try to
escape or offer resistance.’”
The passenger steamer Arabic, a vessel of 15,801 tons gross
register, was outward bound to America on the 19th August, 1915,
when at 9.30 a.m. she was torpedoed without warning, being then
45 miles from land. She carried 176 passengers and 261 crew, 437
in all. The submarine appears to have been hiding behind a steamer,
which had been stopped and was then sinking. While hidden thus,
the U-boat submerged and headed for the Arabic, which she
torpedoed before anyone on board had become aware of her
presence. The force of the explosion blew one of the boats into the
air and disabled the wireless telegraphy apparatus. The ship sank in
about 10 minutes. Thanks to the good seamanship and courage of
her officers and crew, 390 persons were embarked in the boats
before the vessel went down, only 47 lives being lost. As soon as the
torpedo had been discharged the periscope of the submarine
disappeared.
With regard to the sinking of the Arabic, Count Bernstorff sent the
following communication to Mr. Lansing:—
“Prompted by the desire to reach a satisfactory agreement with
regard to the Arabic incident, my Government has given me the
following instructions:—

“The orders issued by His Imperial Majesty to the commanders

of German submarines, of which I have notified you on a
previous occasion, have been made so stringent that a
recurrence of incidents similar to that of the Arabic case is
considered out of the question. According to the report of
Commander Schneider of the submarine which sank the Arabic,
Commander Schneider is convinced that the Arabic intended to
ram his submarine. On the other hand, the Imperial
Government does not doubt the good faith of the affidavit of the
 British officers in the Arabic, according to which the Arabic did
not intend to ram the submarine.
“The attack of the submarine was undertaken against the
instructions issued to the commander. The Imperial Government
regrets and disavows this act, and has notified Commander
Schneider accordingly.
“In these circumstances my Government is prepared to pay an
indemnity for the American lives which, to its deep regret, have
been lost in the Arabic. I am authorised to negotiate with you
about the amount of this indemnity.”

The statement of Commander Schneider that he thought the Arabic

would ram him cannot be accepted. If it were true, the ship would
have been struck in her fore part. This, as Colonel Concannon, of the
White Star Line, has pointed out, was not the case. The Arabic was
struck aft. No effort was made to ram the submarine, for it was not
seen, and no attempt was made to escape for the same reason. No
guns were mounted on the Arabic.
The Ashmore was a Belgian Relief ship. She had a crew of 28 hands
and was carrying a cargo of maize from Rosario to the Belgian Relief
Commission, Rotterdam. In accordance with the regulations agreed
upon between the German Government and the Relief Commission,
the Ashmore was flying flags, had two very large balls hoisted, and
the words: “Commission for Relief in Belgium” painted in very large
letters on her sides.
On the 12th September at 8.30 a.m. the weather was fine and clear
and the sea smooth, the ship then being about 3½ miles E. by N.
from the Kentish Knock. Most of the crew were at breakfast, while
the boatswain and chief engineer were patrolling the after-deck.
Both men were in the act of turning round, the boatswain to
starboard and the engineer to port, when the former saw a streak in
the water at close quarters to amidships. Before the boatswain could
give the alarm a terrible explosion took place. A volume of smoke,
coal dust and water was driven up through the engine-room skylight
and the starboard side of the vessel, which immediately began to
heel over to starboard. The two boats were launched and manned,
but the second engineer, donkeyman, and two firemen were never
seen again, and must have been killed by the explosion. The
Ashmore sank at about 9 a.m.
The two boats were picked up about the same time, and the
survivors were landed at Chatham. In connection with this sinking,
the following message was sent by the American Ambassador in
London to the Secretary of State at Washington:—

“The Admiralty has confirmed to the Commission for the Relief

of Belgium the sinking of the Relief-ship Ashmore yesterday.
Four of the crew are missing. The ship had a cargo of maize
which the Commission had bought afloat. The captain now in
London informs the Commission that the ship was torpedoed,
that he saw no submarine, but plainly saw the torpedo coming
towards the ship, and that the Commission’s signals had been
put up. This is, of course, in violation of the German
Government’s agreement with the Commission.”

At 1.10 p.m. on the 30th December, 1915, the s.s. Persia was
torpedoed without warning when 40 miles from land. The second
officer, in charge on the bridge, saw the wake of an approaching
torpedo on the port bow, and a moment later there was a violent
explosion. This was followed by a second explosion, which, in the
opinion of the chief and second officers, was caused by the bursting
of a boiler. The vessel at once listed over to the port side and went
down in five minutes. No boats on the starboard side could be
launched owing to the list, and several on the port side were
swamped, torn away, or capsized, owing to the way which was still
on the ship. One port-side boat had been smashed by the explosion,
another was pressed under water by the davits, as the ship rolled
over to port. Only five boats got away, 213 of the crew and 120
passengers losing their lives, through the explosion or by drowning.
Four over-loaded boats were adrift for 30 hours before being picked
up by a mine-sweeper. The fifth boat, which had been damaged,
capsized several times, and contained only 11 survivors when picked
up at 8 p.m. on the 31st by another steamer.
The upshot of the Persia affair was that Count Bernstorff submitted
an official memorandum to the United States Government, stating
that Germany proposed to conduct her submarine campaign
according to the rules of international law. The Germans admitted
that it was possible that a German submarine sank the Persia, and
promised that, if this were so, the guilty captain would be punished.
The Euphrates was a Belgium Relief ship which left Rotterdam in
January, 1917, bound for Sandy Hook in ballast. She was provided
with a German safe conduct at Rotterdam to cover her voyage back
to the States. She flew the Belgian flag aft, and exhibited the Relief
Commission’s signals by day and night. In daylight these consisted
of a white square flag, bearing in the centre the words “Belgian
Relief Commission” in red letters, a white pennant with the same
words in the centre, also in red letters, and a ball painted with red
and white vertical stripes above distinguishing flags, all at the
foremast. At night the words “Belgian s.s. Euphrates, Relief
Commission, Rotterdam,” brilliantly illuminated in large letters,
extended from about amidships, on both sides, to the stern.
At 8 o’clock in the morning of 22nd January, 1917, the weather was
clear, with a smooth sea and hardly any wind. A man named Somers
was on deck at the time, and swears that the ship was displaying
the daylight signals already described. At 8.30 a violent explosion
occurred, and the ship began to sink rapidly by the stern. The crew
were ordered on deck, but a second explosion threw them all into
the sea. One boat was smashed to pieces while afloat, the others
went down with the ship.
Somers and some others clung to the smashed boat but afterwards
Somers and the boatswain swam after some hatches and managed
to climb on one. At about 3 p.m. Somers lost sight of the boatswain.
At about 9.30 p.m. Somers was picked up by a boat from the British
steamer Trevean, which had been sunk soon after the Euphrates.
Some of the men in the boat told Somers that they had seen the
Relief ship sunk, but the Germans prevented them from rendering
any assistance. Somers was the sole survivor out of a crew of 33.
At the end of January, 1917, the German Government issued its Note
on the subject of unrestricted submarine warfare. This document
pointed out that the attempt of the Central Powers to bring about
peace had failed “on account of the lust of conquest of their
adversaries.” For this reason “the Imperial Government must now
continue the war for existence once more forced upon it by using its
weapons. The Imperial Government is, therefore, forced to do away
with the restrictions hitherto imposed upon the use of its fighting
forces at sea.”
Neutral ships plying within the new barred zones were informed that
they would do so at their own risk, although precautions would be
taken to protect neutral ships which sailed thither prior to the 1st
February. In a Note to the United States, Germany declared that she
must abandon the limitations which had hitherto governed the
employment of her weapons at sea, and added: “Neutral ships which
are lying in harbours in the barred zones can with security still leave
the barred zones if they depart before 5th February, and take the
shortest route to a free zone.”
In the middle of February, 1917, Berlin issued an official telegram
explaining that the period of grace for neutral steamers whom news
of the blockade could not reach in time elapsed on the night of the
12th February as regards the zone in the Atlantic and English
Channel. For the North Sea the period of grace expired on the night
of the 6th February, and for the Mediterranean on the night of the
10th. This telegram concluded: “It is expressly stated that all the
news spread from the enemy side regarding torpedoing without
previous warning of neutral ships before the dates mentioned for the
various blockaded zones is incorrect. The periods of grace mentioned
were also in force for enemy passenger vessels, because it was
possible that on them were neutral passengers who were perhaps
without knowledge of the sea blockade.”
The Danish vessel Lars Kruse was a Belgian Relief steamer, which in
February, 1917, was carrying a cargo of grain from Buenos Ayres to
Rotterdam for the Belgian Relief Commission. She bore the neutral
Commission’s flags and markings, as described in the case of the
Euphrates; and it must also be remembered that the German
authorities in the United States had stated specifically that they did
not mean to interfere with Relief ships. Nevertheless, at 10 p.m. on
the 3rd February, when 16 miles off Ushant, the Lars Kruse was
torpedoed without warning, her crew of 18 being all drowned,
except the chief engineer.
On the 27th March, 1917, the British steamer Thracia was 10 miles
N.N.E. of Belle Isle, travelling at a speed of 7 knots, the time being
8.15 p.m. She was suddenly torpedoed without warning by a
German submarine, being struck forward of the stokehold. The
explosion burst her boilers, killing an engineer, a greaser, and two
firemen. Immediately after the explosion the steamer went down by
the head to starboard before any attempt could be made to lower
the boats. Her crew of 38 all perished, except two men, one of
whom, Douglas V. Duff, acting fourth officer, has described his
experiences.
Duff went down with the ship, and on coming to the surface, swam
to an upturned boat—the starboard life-boat, which had had her
stern blown off. Seven other men clambered on to her, two of whom
had been severely wounded. Both these men were soon washed off
the boat. Three of the remaining six slipped back into the sea, in
order to swim to a steamer which was visible about a mile away; but
a few minutes afterwards the steamer went away. The three men
did not return. There were now two other men on the boat besides
Duff, and although he did not actually see them go, there is no
doubt that they were both washed away by the sea.
At about 11 p.m. a black object came into view, and Duff was hailed
in English by the German commander, who asked what ship he had
sunk, where she was from, and what was her destination. Duff
answered all the questions. The commander then said, “I am going
to shoot you.” Duff told him to shoot away; but the commander
replied that he would not waste powder on a pig of an Englishman,
and added, “Drown, you swine! Drown!” The submarine then
disappeared. At 10.30 next morning Duff was picked up by a French
fishing-boat, and afterwards transferred to a French torpedo-boat.
The only other survivor was picked up by a Norwegian steamer, the
Nordborg, and landed at Barry.
In the evening of the 17th April the hospital ship Lanfranc and s.s.
Donegal were transporting wounded across the Channel. The
Lanfranc carried 234 wounded British officers and men, 167
wounded German prisoners, a medical personnel of 52, and a crew
of 123. The s.s. Donegal carried a number of slightly wounded, all of
whom were British. Between 7 and 8 p.m. both ships were
torpedoed without warning.
The Germans on board the Lanfranc at once made a rush for the
boats. They managed to launch one, but it was overloaded and
swamped. The British soldiers stood to attention and behaved with
great coolness, as also did the medical staff and crew. As a result of
the outrage two wounded British officers and 11 other ranks were
drowned, as well as one of the R.A.M.C. and five of the crew. Of the
Germans, two wounded officers and 13 other ranks were drowned.
The casualties in the Donegal amounted to 41.
This outrageous German crime was the sequel to a series of
accusations by the Berlin Government to the effect that Great Britain
was misusing her hospital ships. The evidence produced by the
Germans in support of their assertions proved to be of a flimsy and
wholly untrustworthy character, as the following examples taken
from the British Government White Paper, Miscellaneous, No. 16
(1917), will show.
A man named Alexander Buttler, of Hamburg, swore that he had
sailed in the s.s. Escaut from Brooklyn to La Rochelle, where he
arrived about the middle of July, 1915. There he saw a British
hospital ship being loaded with munitions from the Escaut, which
carried no cargo but munitions of war: The reply of the British
Government was as follows:—“No British hospital ship was at La
Rochelle during July, 1915. All British hospital ships have their names
painted distinctly on them in the usual place, and all fly the Red
Cross flag and the British defaced Blue Ensign worn by transports.
The credibility of the witness may be judged from the fact that the
log of the steamship Escaut, on which he claims to have been
serving, shows that that vessel called neither at La Rochelle nor at
La Pallice in June, July or August, 1915, and that she was fitted at
the time for the transport of horses. He cannot have been in a
position to know that the ship on which he served, if his story is not
entirely fabricated, carried no cargo but munitions of war.”
Another witness is thus described by the German Government:—“...
merchant, a Dutch subject, living at Rotterdam,” ... declared that he
was at Cardiff on business from the beginning of December to the
end of January, 1916. About the middle of December the hospital
ship Formosa arrived, was docked and took in coal and a number of
cases. On the 29th December about 300 infantrymen in marching
order were taken on board, besides about 50 naval officers who
went on board on the 1st January, the date of departure. He adds:
“I can confidently assert that the soldiers and the 50 naval officers
sailed with her.”
To this the British Government replied:—“The witness’s statement
that the Formosa arrived at Cardiff about the middle of December is
incorrect. She was at Belfast from the 16th November to the 30th
December, 1915, and did not arrive at Cardiff till the 2nd January,
1916. His statement that she left Cardiff in the night of the 1st and
2nd January is therefore also incorrect. It is, moreover, contradicted
by the witness cited by the German Government in Annex 14, who
states that the Formosa was still at Cardiff on the 7th January. She
actually left Cardiff for the Mediterranean on the 13th January with
no passengers on board.”
It was on the strength of such trumped-up evidence as this that
Germany decided to commit the crowning inhumanity of sinking
hospital ships. In all probability, she was judging others by her own
standards, and, knowing that in Britain’s position she would not have
hesitated to misuse hospital ships, she came to the conclusion that
the British Government was doing so. Her unfounded charges were
denied. In a despatch dated 5th October, 1917, Mr. Balfour stated:
—“His Majesty’s Government have already issued the most
categorical denial of the assertions of the German Government that
British hospital ships have ever been used except in accordance with
the provisions of the Hague Convention.”
However, Germany was not to be deterred from her new path of
atrocious crime, and so we find 75 men murdered through the
sinking of the Donegal and the hospital ship Lanfranc, 15 of the
victims being Germans.
The s.s. Addah left America, homeward bound, on the 1st June,
1917. All went well until the 15th June, when a loud explosion was
heard on the port side, and the ship began to settle down very
quickly. The wireless was put out of action, and the master gave the
order to abandon ship, which was carried out with the two boats.
Ten minutes later the chief officer saw the periscope of a submarine,
and then her hull, about a point on the starboard bow. From this
position the submarine fired several shots, hitting the vessel seven
times. She then came alongside the chief officer’s boat, which was
entered by five Germans. They boarded the steamer and returned
with some stores and the ensign. After they had been rowed back to
the submarine, the Germans told the chief officer’s boat to shove off.
Meanwhile the master’s boat, which had been badly smashed by a
shell, was about 350 yards away. The submarine now opened fire
with common shrapnel, taking the stern of the master’s boat right
off and killing eight men. Having sunk the boat in this way, the
submarine shelled her crew as they were swimming about in the
water, still with shrapnel. Apparently under the impression that he
had wiped out the unfortunate men, the submarine commander next
opened fire on the chief officer’s boat. He fired eight shrapnel shells,
and succeeded in holing the boat, breaking the oars, and slightly
wounding several men. Fortunately, no one was killed this time. The
submarine then proceeded in a northwesterly direction on the
surface. The master and the survivors from his boat were taken on
board the chief officer’s boat, which was eventually picked up by a
French patrol steamer on the 16th June.
On the morning of the 15th July, 1917, at about 3 o’clock the
steamer Mariston was struck by a torpedo. Just afterwards there was
a second explosion, which destroyed all the midship cabins, and the
vessel began to sink rapidly. When she had gone down, a large black
submarine came to the surface; an officer opened a trap-door in her
conning-tower and watched the survivors struggling in the water.
The unfortunate men called to him for help, but he ignored their
appeals, although there were no other ships in sight at the time and
he could have rescued them without any danger to himself.
There were about 18 men struggling in the water, and while the U-
boat commander watched, he saw them dragged down one after
another. A shoal of sharks had attacked them, and every man except
the cook suffered this terrible death. Meanwhile the German had
submerged, leaving them to their fate.
The cook, who escaped, remained in the water for 15 hours, being
picked up by a British merchantman at about 6.30 p.m. that day.
The master of the Swedish steamer Vanland reports that he was
attacked by a German submarine at 6.45 p.m. on the 23rd July,
1917. He was 4 miles from the shore at that time, and at once made
for land on a zig-zag course. The U-boat chased him, firing
continually. Seven shells hit the hull of his vessel, and 20 hit the
deck cargo aft, while the port life-boat was carried away and the
davits of the starboard life-boat were broken.
Directly the steamer took the ground her master and crew embarked
in the starboard life-boat; but when 100 yards from their ship, the
Germans opened fire on them with a machine-gun and wounded the
second mate. The submarine then torpedoed the Vanland and
submerged. Altogether 46 shells were fired by the Germans, in
addition to the machine-gun fire directed against the life-boat.
At about 7.50 p.m. on Thursday, 31st July, 1917, the steamer Belgian
Prince was travelling at 10 knots an hour, when the wake of a
torpedo was seen upon the port beam. Her helm was at once put
hard over, but she was struck between the after part of the engine-
room and No. 5 hold. Her main engines and also her dynamo were
disabled, so that the wireless became useless and no S.O.S. signal
could be sent out. The ship took a very heavy list to port, and the
crew proceeded to get into their life-boats. Two of these and one
small boat were launched, and all hands were safely embarked in
them.
When the boats were clear of the ship a German submarine came to
the surface, and, approaching the boats, ordered them alongside. All
the officers and crew were transferred to the submarine, the master
being taken below. The Germans were very abusive, and, after
searching their prisoners, ordered them to take off their life-belts.
These were placed on the deck of the submarine, and one of the
German officers proceeded to throw most of them into the sea.
Five German sailors now entered the small boat and rowed her back
to the Belgian Prince. Other Germans entered the two life-boats,
threw the oars, balers, and gratings overboard; took out the
provisions and compasses, and then smashed the boats with an axe.
The Germans who had boarded the Belgian Prince now signalled to
their comrades with a flash lamp; the submarine cast off the broken
life-boats and steered away to the eastward. It was about 9 p.m.,
and the crew of the Belgian Prince were still standing on the deck of
the submarine, most of them without their life-belts. The submarine
stopped. Slowly she began to sink. Then, quite suddenly, she
submerged.
W. Snell, second cook of the Belgian Prince, was standing with his
shipmates, but he was more fortunate than most of them, because
he had managed to pick up his life-belt and put it on under his rain-
coat without being observed by the Germans. When he felt the
water rising over his feet as the submarine went down, he jumped
into the sea; and he says that his companions did the same. Snell
remained in the water all night, and was picked up at about 7.30
a.m. next day in a very exhausted condition.
Thomas Bowman, chief engineer, was also in the water all night. He
struck out in the direction of the Belgian Prince and at daylight next
morning he sighted her still afloat. At about 5.30 a.m. he saw her
explode and go down. An hour later he was picked up by a British
patrol-boat.
George Silessi, A.B., was the only other survivor out of a crew of 42.
Such are the circumstances that accompanied the sinking of the
Belgian Prince, and one looks in vain for any fact that can excuse the
conduct of the Germans. They appear to have carried out their work
with the sole object of taking as many lives as possible. To
understand the out-look of such men is impossible. What was at the
back of their minds when they dismantled and destroyed the life-
boats? What satisfaction could they derive from the fact that their
prisoners had no life-belts? These belts, it will be noticed, were
thrown overboard by a German officer. What is to be said of the
submarine commander who allowed such conduct? Here was a
responsible officer who ordered his craft to submerge, when he
knew perfectly well that most of the 38 men outside on deck were
without any means of saving their lives. Imagination boggles at the
cold-blooded cruelty of the deed.
THE PIRATE AND NEUTRALS.
A Selection of Cases.
Portuguese s.s. DOURO 3rd April, 1915.
Swedish s.s. FOLKE 14th April, 1915.
Dutch s.s. KATWIJK 15th April, 1915.
American Oiler GULFLIGHT 2nd May, 1915.
American s.s. NEBRASKAN 25th May, 1915.
Danish schooner BETTY 25th May, 1915.
Norwegian s.s. SVEIN JARL 9th June, 1915.
Norwegian s.s. RYM 14th July, 1915.
Norwegian schooner MAGDA 18th August, 1915.
Dutch s.s. TUBANTIA 16th March, 1916.
Norwegian s.v. TAMARA 3rd Feb., 1917.
Norwegian s.s. SOLBAKKEN 4th Feb., 1917.
Peruvian barque LORTON 5th Feb., 1917.
Swedish s.s. VARING 7th Feb., 1917.
Greek s.s. AGHIOS SPYRIDON 12th Feb., 1917.
Norwegian s.s. FALLS OF AFTON 20th Feb., 1917.
Norwegian s.v. MABELLA 1st March, 1917.
Norwegian s.s. GURRE 1st March, 1917.
Danish s.s. ROSBORG 3rd March, 1917.
Norwegian s.v. SILAS 8th March, 1917.
Norwegian s.s. EINAR JARL 12th March, 1917.
Norwegian s.v. COLLINGWOOD 12th March, 1917.
Danish s.s DANA 9th June, 1917.
Norwegian s.s. HELMA 12th June, 1917.
 Chapter IV.
THE PIRATE AND NEUTRALS.
“The German soul is God’s soul: it shall and will rule over
mankind.”[E]—Pastor W. Lehmann.

The German Naval Prize Regulations naturally contain instructions

for the guidance of German naval officers whose duty brings them
into contact with neutral shipping. Thus, Article 81 directs that—“In
stopping and searching a vessel under a neutral flag the commander
must avoid, as far as possible, diverting her from her route. He will
in general endeavour to cause the vessel as little inconvenience as
possible. Especially in no circumstances may he require the master
to come on board the warship or to send a boat, members of the
crew, the ship’s papers, &c.”
Here is Article 82:—“If the commander wishes to stop a ship he must
summon her to stop by signal and by sounding the siren. At the
latest, ensign and pendant are to be shown simultaneously with this
signal; by night the ensign is to be illuminated. During the chase it is
not necessary to show the war flag, any mercantile flag may be
flown.”
Article 113 states that—“A commander is only justified in destroying
a neutral ship ... for carrying contraband ... for breach of blockade,
or for unneutral service” if bringing her into port “might expose the
warship to danger or imperil the success of the operations in which
she is engaged at the time.”
Germany’s outrageous conduct with regard to neutral shipping dates
back to 1915. Indeed, a book could be filled entirely with instances
similar to the small selection here collected. German regulations,
international law, and the dictates of common humanity have been
freely disregarded by the German submarine service almost from the
beginning of the war. There can be no doubt that the Imperial
German Government speaks with one voice to the world and with
another voice to its submariners, whose deeds show what kind of
orders they receive from Berlin.
The Portuguese steamship Douro was bound for Oporto on the 3rd
April, 1915, when at 3 p.m. she was torpedoed without warning. She
began to sink rapidly, and at 4.30 p.m. the master and crew left the
ship in their life-boat. Half-an-hour later the Douro went down. At 9
a.m. next day the life-boat reached Helwick Lightship, and at 4 p.m.
that day the master and crew were taken off by the steamer Tudwall
and brought to Swansea.
On the 14th April, 1915, the Swedish steamer Folke was 52 miles
from Peterhead at 10 p.m., en route to Farne Island from Stavanger.
Suddenly there was a big explosion under the stern of the ship; the
propeller was blown off; and wooden pit-props in the cargo were
sent flying through the air in all directions. The crew took to the
boats, and after leaving the ship, the master, Captain Ohlssen, heard
the noise of a submarine’s motor twice, first on one side of his boat,
then on the other. He recognised the sound, having on several
previous occasions seen submarines under way. The Folke remained
afloat for about 2½ hours. There were no casualties.
On the 15th April, 1915, the Dutch steamer Katwijk, while on voyage
from Baltimore to Rotterdam, was torpedoed by a German
submarine. She carried a cargo of grain for the Dutch Government,
and was lying at anchor 7 miles west of the North Hinder at the time
of the outrage. A fire broke out soon after the explosion of the
torpedo, and the vessel sank in 20 minutes. There were no
casualties.
On the 19th April, our Minister at the Hague sent the following
message to the British Foreign Office: “Minister for Foreign Affairs
told French Minister to-day that German Foreign Office admitted to
Netherlands Minister at Berlin that it was a German submarine which
sank the Katwijk, and added that it was an unfortunate accident.” On
the 20th April the German Government informed the Netherlands
Minister that they would make enquiries, and, if proved that it was a
German submarine, they would express their regret and indemnify
the Netherlands Government for their loss. On the very same day,
20th April, the following was included in the German official wireless
news: “The special Rotterdam correspondent of the Deutsche
Tageszeitung reports that the description of the boat which
torpedoed the Katwijk, and the behaviour of the crew, lead one to
believe that the vessel was of English nationality.” On the 10th May
our Minister at the Hague communicated this message to the British
Foreign Office: “Netherlands Minister for Foreign Affairs tells me that
he has just heard from Berlin that German Government acknowledge
that Katwijk was torpedoed by a German submarine. German
Government fully apologise for the mistake and promise an ample
indemnity.”
It seems probable that the German Government had a shrewd
suspicion that it was one of their own submarines which sank the
Katwijk, even as early as the 19th April. However, this did not
prevent them from sending out broadcast in their official wireless
news on the 20th a strong suggestion that a British submarine was
responsible—a little illustration of German official methods.
The American oil-tank steamer Gulflight was torpedoed without
warning off the Scilly Islands at 12.50 p.m. on the 2nd May, 1915.
One seaman and the wireless operator were drowned, while the
master died soon afterwards from shock. The remaining 35
members of the crew were saved. The submarine remained on the
surface for three minutes after discharging the first torpedo; then
submerged, and 25 minutes later struck the vessel with a second
torpedo.
On the 25th May, 1915, the American steamer Nebraskan was 50
miles W.S.W. from the Fastnet Rock. The sea was smooth and the
weather calm, but at about 9 p.m. she was torpedoed without
warning by a German submarine. The crew took to their boats and,
after standing by the ship for an hour, returned on board, and at
10.30 started for Liverpool. At about 1.25 a.m. they met with two
vessels sent by the British Admiralty in answer to a wireless call, and
Liverpool was reached in safety.
The Betty was a Danish schooner, carrying a cargo of coal and coke
to Copenhagen. At noon on the 25th May, 1915, in fine weather,
when 132 miles from the Farne Islands, a torpedo was seen rapidly
approaching the ship. She was struck between No. 3 hold and the
engine-room on the port side, after which no further sign of the
submarine was seen. The Betty listed heavily to port; both life-boats
were swung out and manned. While the boats were standing by, a
Swedish vessel, the Waldemar, of Stockholm, appeared on the scene
and picked up the crew.
The Svein Jarl was a Norwegian steamship, which on the 9th June,
1915, was on a voyage from Warkworth to a port in East Finmark.
Suddenly a submarine bearing no flag or sign of nationality was seen
approaching at full speed. The submarine turned sharply, and a few
moments later the steamer was struck by a torpedo. The force of
the explosion threw the crew into the sea, their ship going down
within 30 seconds. A Dutch fishing-boat picked up the master and
three men and landed them five days later at Scheveningen; but 12
of the crew were lost.
The Norwegian steamer Rym was torpedoed without warning by a
German submarine at 7.26 p.m. on the 14th July, 1915, the weather
being fine and clear, with a choppy sea. The master had just gone
below when an explosion occurred which knocked him senseless for
several moments. The second engineer was killed in the engine-
room, and the ship sank in three minutes. The mate saw the
periscope of a submarine immediately after the explosion.
On the 18th August, 1915, the Norwegian schooner Magda was
torpedoed by a German submarine without warning. It was 11.35
p.m., the weather being fine. The ship had the Norwegian flag
painted on her sides, which were brilliantly illuminated. A torpedo
was suddenly seen coming towards the ship, which was struck just
afterwards on the starboard side. After the explosion the Magda
began to go down by the head, and the crew took to their boats.
They were lucky enough to be picked up 20 minutes afterwards
without casualty.
The Dutch steamer Tubantia was 4 miles west of the North Hinder
on the evening of the 16th March, 1916. The ship was brilliantly
lighted; two arc lamps projected beyond her sides, illuminating her
name, which was painted on her side in large letters. Two more
lamps threw their light over the name on the stern of the vessel;
while between her funnels an illuminated nameboard was
suspended. There could be no possible doubt as to the identity and
nationality of the Tubantia; but, all the same, she was torpedoed
that night by a German submarine.
The Germans attempted to evade responsibility for the deed. On the
17th March Berlin sent this message to the German Embassy at
Washington: “English mines, on account of their construction,
frequently get loose and float, and, that being so, Tubantia most
certainly struck and destroyed by English mine.” Unfortunately for
Berlin, pieces of metal were found in two of the steamer’s boats, and
these, the German Government were bound to admit, belonged to a
German torpedo. A new official story was accordingly concocted by
Berlin. In June the North German Gazette published the result of the
German official investigation into the sinking of the Tubantia. The
gist of the finding was that the Tubantia had been sunk by a floating
German torpedo, which had been fired at and missed a British
destroyer 10 days before.
To make this yarn more plausible, it was stated that the British
destroyer had three funnels, that she was in company with two other
destroyers, and that there was a British submarine in the
neighbourhood. To explain away the illegal use of torpedoes which
float for 10 days after being discharged, it was pointed out that this
might happen through some flaw in construction. Out of this cock-
and-bull story one fact at least emerged clearly enough, namely, that
the Dutch steamer had been destroyed by a German torpedo.
A Court of Enquiry was held in Holland, at which the evidence was
carefully sifted. At this court both the fourth mate and the man in
the crow’s nest swore to having seen the track of a torpedo coming
towards the ship before she was struck. The court’s verdict was:
“The evidence given by the said witnesses and experts, considered
in all its bearings, proves that the explosion was caused by a
torpedo, which at some distance, under an angle of six points, was
launched by a torpedo-boat or a submarine, without any previous
warning. This torpedo appears to have been a bronze Schwarzkopf
torpedo, and was aimed at the Tubantia, there being no other ship
near.”
The fact that the wake of a torpedo approaching the ship was seen
by two men in the steamer proves that the German explanation
about a floating torpedo was false. A floating torpedo would, of
course, make no track in the water. The whole case is a further
exposure of German methods.
On the 3rd February the Norwegian sailing vessel Tamara fell in with
a German submarine at 9.30 a.m. Although flying the Norwegian
colours and bearing the name of the ship and her country painted on
her side, this vessel was sunk by the U-boat. Before sinking her, the
Germans searched the ship and carried away everything portable,
including the clothes of the crew. The boats were picked up at 10
p.m. by a patrol vessel.
The Norwegian steamer Solbakken was sunk by a German
submarine off Finisterre on the 4th February, 1917. One man was
drowned and one died of the cold. Thirteen survivors were landed at
Gijon.
A German submarine sighted the Peruvian barque Lorton on the 5th
February, 1917, and at once opened fire at 3,000 yards. The
Peruvian colours were hoisted, the ship was hove to, and the master
proceeded in his boat to the submarine. He was questioned by a
young officer who spoke very good English, and who seemed to
know all about the Lorton. This officer told the master to return to
his ship and bring back a German who was on board. Five of the
submarine’s crew went back with him, and they found the German
mate of the Lorton with his things all packed ready to be taken off.
The Germans took the master’s watch, refused to return his papers,
and sank his ship. The master is of opinion that his German mate
had given certain information about the movements of the ship. The
man sent a letter off from Colon.
On the 7th February the Swedish steamship Varing, bound from
Savannah to Helsingborg, met with a German submarine. Although
the steamer was hove to and hoisted the Swedish flag, the
submarine continued firing for 20 minutes, her master counting 20
shells in that period. Her crew were allowed no time to save their
personal belongings or to furnish the life-boats with provisions. The
master made a strong protest against the methods of the submarine
commander when he reached Helsingborg.
In fine weather and a calm sea the Greek steamship Aghios Spyridon
was sunk without warning by a submerged U-boat at 1.5 a.m. on the
12th February, 1917. The vessel sank in a few seconds after being
torpedoed, and the crew had but little chance of escape. Out of 21
men, 16 were lost, one Chilian and one Spaniard being amongst the
killed. The survivors, who clung to floating wreckage, were
eventually picked up by a patrol-boat and landed at Penzance.
The Norwegian vessel Falls of Afton was at sea on the 20th
February, 1917, with the Norwegian colours painted on her side. At
nine o’clock in the morning, in hazy weather, a German submarine
rose to the surface right ahead of the ship, waited till the vessel
approached, then steered to starboard and lay about 4 cables
distant. No other vessel was in sight. The Norwegian colours were
hoisted, but the submarine fired three shots, one of which went
through a sail. The ship was hove to and was abandoned by her
crew, the Germans sinking her with bombs. No lives were lost, but a
member of the crew, who had signed on as a Russian Finn, declared
himself a German and was taken away in the submarine.
The Norwegian sailing vessel Mabella was sunk by a U-boat on the
1st March, 1917, although the Norwegian colours and ship’s name
were hoisted directly the submarine was sighted. The vessel was
sunk by gun-fire and two bombs. The Germans took the master’s
chronometer, sextant, new oilskin coat, and three bags of stores.
On the same date the Norwegian steamer Gurre was torpedoed
without warning, and sank in 30 seconds. Only three men were
saved, and among the drowned were two British ladies from
Christiania.
The Danish steamer Rosborg was bound for Esbjerg from Baltimore
with a cargo of 2,600 tons of maize for Eriksen and Christiensen.
She was a neutral ship, flying neutral colours, but on the 3rd March,
1917, she was sunk by a German submarine.
The Norwegian sailing vessel Silas was sunk by a German submarine
at 11.30 a.m. on the 8th March. The crew were given half-an-hour
to get the boats clear, and there were no casualties.
At noon on the 12th March the Norwegian steamer Einar Jarl came
under fire from a German submarine. A shell went through her coal-
bunker and exploded, and while the boats were lowered the fire was
continued. While the master was getting into the starboard boat a
shell exploded, striking him in the shoulder, severely wounding two
men, and putting 17 holes through his boat. About 20 shells were
fired altogether, five of which hit the ship or boats. The crew were
eventually picked up by a drifter.
The Norwegian sailing vessel Collingwood was sunk on the same
day, and in the opinion of her skipper the submarine commander
and part of his crew were drunk. It is probable that they obtained
champagne and cognac from the French ship Jules Gommes, which
they had sunk about two hours before. At any rate, they refused to
examine the Collingwood’s papers, although the skipper protested
strongly, explaining that his ship was bound for Christiania. The
vessel was sunk by bombs, and the crew were in their boats from
2.30 p.m. on the 12th March until 3 p.m. on the 15th March, when
they were picked up and brought into Penzance.
On the 9th June, 1917, the Danish steamer Dana was sunk by a U-
boat. She was abandoned at 3.30 p.m., four men being lost.
The master of the Norwegian steamer Helma, of Bergen, took his
vessel to sea on the 12th June, 1917, and proceeded without
misadventure until the 24th June, when a submarine opened fire on
him. Boats were lowered, and the master rowed alongside the
submarine. The Germans boarded this boat, threw her sails and gear
overboard, and then proceeded to the Helma, returning with the
ship’s provisions and papers. The Helma was sunk by bombs, and
the Norwegians were turned adrift with hardly any provisions and no
sails or gear. They remained at sea for three days before reaching
safety.
 Chapter V.
WHAT IS THE VERDICT?
“The German Government attaches no less importance to the sacred
principles of humanity than the Government of the United States.”[F]

Can anything be said in extenuation of the German submariner?

Germany declares that she is fighting for her existence, and that
unrestricted U-boat warfare is a necessity. Adopting for a moment
the enemy’s point of view, we are still entitled to ask two questions,
which can be answered by anyone who knows what has taken place.
In the first place, even if the necessity of unrestricted submarine
warfare should be admitted, must it be attended by acts of
savagery? Secondly, when a nation fights for its existence, is there
any standard by which it can be judged, or does it stand outside all
law, whether human or divine?
The exploits described in this book provide Germany’s answer to
both these questions. That is why she stands condemned before the
eyes of the world.
The German submarine commanders have proved by their deeds
that they commit excesses from sheer love of cruelty, and not from
any national necessity. Over and over again they have shelled
defenceless seamen while abandoning ship, disregarded drowning
men when rescue would have been easy, sunk ships at sight when a
few minutes’ grace would have meant the saving of many lives. The
security of Germany demanded none of these deeds. It is possible to
carry out submarine warfare without barbarity; but the German
submarine service appears deliberately to have chosen the methods
of the barbarian.
Another damning point in the evidence here collected is that it
stamps the whole German submarine service. The excesses
described are not mere exceptions to the general rule of German
submarine methods. They could be multiplied almost indefinitely;
they cover every ocean in which the German U-boats have
appeared; and they are not recent developments of sea-
frightfulness, for they date back almost to the beginning of the war.
We have attempted to judge Germany by her own standards as far
as possible, but the difficulty is to fix any standard upon which she
orders her actions. The conclusion is irresistible. The German
submarine commander stands convicted upon evidence unassailable
as a thief, a murderer, and a barbarian. If it could be argued that by
committing these acts he was performing his work more efficiently,
criticism would be to some extent disarmed; but no single ship went
to the bottom more completely on account of the outrages of the U-
boat commander who was responsible for her sinking. The acts of
these men were mere asides, something in the nature of recreation
to relieve the monotony of the submariner’s life. The impartial mind
cannot escape from this conclusion.
Meanwhile, behind the sinister figure of the U-boat commander rises
up the grim outline of the faithless Imperial German Government.
This is the Government that declared she would not molest Belgian
Relief ships, and then sent the Harpalyce, Ashmore, and Euphrates
to the bottom without warning. This is the Government which has
often declared that she respected the rights of neutrals, but has
behaved to neutral shipping as a pirate denying all rights to others.
Finally, what of the possibilities opened up by the system under
which the German Chargé d’Affaires at Buenos Ayres communicated
with the Foreign Office in Berlin, sending cypher telegrams which
passed as Swedish official messages? “I beg that the small steamers
Oran and Guazo, now nearing Bordeaux, may be spared, or else
sunk without a trace being left,” he telegraphed on the 19th May,
1917. Precise information as to the position, cargo, and destination
of a vessel often reaches the U-boat commander, and more than one
very suggestive instance of this appears in these pages. On such an
occasion, after the submarine has appeared, a certain member of
the steamer’s crew announces that he is a German, and the U-boat
commander takes the spy away with him. These sailor-spies sign on
under the cloak of some neutral nationality.
Surely the members of the German Submarine Service stand
convicted by their own deeds as unscrupulous pirates, with whom
even savages might well hesitate to claim any fellowship. The verdict
of civilised humanity has been pronounced against these men who
have destroyed the Brotherhood of the Sea and horrified Civilisation.

Printed in Great Britain by Messrs. Alabaster, Passmore & Sons, Ltd.,

London and Maidstone.
 FOOTNOTES:
[A] Great Germany, 1911 (page 231).
[B] Patriotism, Art, and Art-Handicraft (p. 23).
[C] Politics, 1916 (p. 230).
[D] German Speeches in Difficult Days, 1914 (p. 13).
[E] Hurrah and Hallelujah, by J. P. Bang, 1916 (p. 83).
[F] German Note to America, 4th May, 1916.

Transcriber's Note:
Every effort has been made to replicate this text as faithfully as possible, including
inconsistent hyphenation. Some minor corrections of punctuation and spelling have been
made. Misspellings in the letter from the Japanese prisoner on page 42 have been
retained.
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