Hunt the Bismarck

  Contents

  Prologue

  Time, Speed, Distance and Bearing

  Preface

  Chapter 1: The Bismarck

  Chapter 2: Germany’s Atlantic Strategy

  Chapter 3: The Home Fleet

  Chapter 4: Preparations

  Chapter 5: Through the Baltic

  Chapter 6: Sojourn in Norway

  Chapter 7: Move and Countermove

  Chapter 8: The Denmark Strait

  Chapter 9: Duel at Dawn

  Chapter 10: Hood Has Blown Up

  Chapter 11: Breakout into the Atlantic

  Chapter 12: Hunting for the Bismarck

  Chapter 13: Air Strike

  Chapter 14: Destroyers in the Night

  Chapter 15: The Final Battle

  Epilogue

  Notes

  Bibliography

  Plates

  Prologue

  The clock on the bridge of the Bismarck read 05.53.1 At that moment, virtually everyone on the bridge was watching the two dark shapes on the southern horizon. Were they just British cruisers, or were they battleships? Then, the watchers saw a ripple of orange light erupt from the front of the lead ship. To some, it looked like a flash of lightning. They were firing. At a range of 25,000 yards (12.5 miles), a 15in. shell has a flight time of around 50 seconds. The men on the bridge could do nothing but wait. Seconds later, the same flashes were seen from the second British ship. Then, with a roar like an express train, the first shells arrived.

  In fact, Hood was firing on Bismarck’s consort, the cruiser Prinz Eugen, which was steaming ahead of the huge German battleship. That roar came from the shells fired by the second enemy ship, and when they landed a few hundred yards past Bismarck they threw up six huge water spouts. Those weren’t cruisers out there. Those shells had come from a battleship!

  On the telephone, Korvettenkapitän (Lieutenant Commander) Schneider asked permission to open fire. His eight 15in. guns had been tracking the lead enemy ship, and he was ready. Someone shouted out ‘The Hood – it’s the Hood !’ So, the target was the battlecruiser Hood – that legendary icon of British seapower. Then, Kapitän Lindemann picked up the bridge telephone. ‘Permission to open fire.’ Seconds later, Schneider’s great guns erupted in similar flashes of orange flame. The duel had begun.

  By then, the second British ship had been identified as one of the new King George V class battleships.2 She carried ten 14in. guns. Hood carried eight 15in. ones, as did Bismarck, while the Prinz Eugen only had eight 8in. guns. So, the Germans were outgunned, but far from outclassed. On both sides, the gunnery teams watched for the splashes as their shells landed, and corrected their aim. The range was still dropping, even though at 05.54 the German ships turned slightly to starboard. They had the edge now – all their guns could fire, while only the front turrets on the British ships could bear on the enemy. Prinz Eugen’s smaller guns had a greater rate of fire, so her shells were soon falling around the Hood, and she scored the first hit of the battle, and started a small fire. By now, though, the shells from the bigger guns were also straddling their targets.

  Admiral Lütjens ordered the Prinz Eugen to switch her fire to the British battleship and to drop astern of Bismarck, so the German battleship had her own duel with the enemy battlecruiser. By her third salvo, Bismarck’s shells were straddling Hood, their splashes falling all around her. They had found the range. So, at 05.59 Schneider fired three more rounds in quick succession, 30 seconds apart. By now the range was down to 18,000 yards (9 miles), and the flight time was just 30 seconds. The first of these straddled the Hood again, without scoring any hits. Then, at 06.00, with the Bismarck’s fifth salvo, one of the German shells struck home.

  Nobody really knows for certain what happened. Some observers on the German ships saw a pillar of flame rise up beside the Hood’s mainmast. That may have been an explosion caused by the fire started by Prinz Eugen’s shells, or it may have been from another shell from Bismarck’s fight salvo. A fraction of a second later, a German 15in. shell smashed through the afterdeck of the Hood, somewhere near ‘X’ turret. When it exploded deep inside the battlecruiser, it ignited the charges in one of the ship’s after magazines. On Hood’s bridge, they felt a jolt, and they knew they’d been hit.3 Then the helmsman reported the wheel wasn’t responding. In fact, when the magazine exploded, the blast had ripped the stern off the ship.

  On the Bismarck, Kapitänleutnant (Lieutenant) von Müllenheim-Rechberg was watching the pursuing British cruisers shadowing the German ships when he heard a voice on the intercom say, ‘She’s blowing up.’ He quickly peered through the port-side gunnery director. There was no sign of the Hood. Where she should have been there was only a colossal pillar of black smoke. Then, at its foot, he made out the bow of the battlecruiser, sticking up out of the sea at an angle. It was true. Hood had been torn in two. As he watched, he saw another orange flash. It was the Hood’s forward guns, firing one final salvo, her gun crews refusing to acknowledge that their ship was sinking beneath them.

  On Bismarck’s bridge, the ship’s navigator watched as the Hood split in two, and a fireball enveloped her. Then came the shockwave. Even 9 miles away from the blast, he felt every nerve being yanked out of his body. In those moments, or in the minutes that followed, the mangled battlecruiser became a great steel coffin for 1,415 of her crew. There were only three survivors.

  Time, Speed, Distance and Bearing

  On 18 May 1941, when the Bismarck sailed from Gotenhafen (now Gdynia in Poland), she was operating under Central European Time (CET), which was one hour ahead of Greenwich Mean Time (GMT). However, due to the season, this had been changed to Central European Daylight Savings Time (CEDST), which was two hours ahead of GMT (making it GMT+2). At the time, Great Britain was also operating in the same time zone, which they called British Double Summer Time (BDST). So, both British and German clocks were aligned, at GMT+2.

  What complicates this is time zones. The further west a ship sails, the later sunset becomes. The North Atlantic spans five time zones, and so warships crossing from one zone to another would normally alter their ship’s clocks to conform to the new time zone. To simplify things, on 23 May, as his ships were approaching the Denmark Strait, Admiral Lütjens ordered that at 13.00 his force would switch to Central European Time, at GMT+1. That put them an hour in front of both their own naval headquarters in Berlin and the British Admiralty in London.

  For the most part, British warships operating in the eastern region of the North Atlantic were also either one or two hours ahead of London, depending on the time zone in which they were operating. To simplify this, within the Home Fleet, signals were usually dated and timed in accordance with BDST. However, times in ships’ logs conformed to the time zone. To simplify all this, unless otherwise noted, the times in this book are given in CET (or GMT+1). So, for instance, Bismarck left her berth at Gotenhafen at 11.30 (CEDST). She remained in this time zone until the time of Lütjens’ switch to CET five days later, and so the narrative waits until 13.00 that day to switch to the new time zone, allowing the cumbersome ‘CEDST’ label to be dropped.

  Other conventions are more straightforward. A warship’s speed through the water is given in knots, which represent its speed in miles per hour.1 Since 1929, the mile was officially defined as 2,025 yards (1,852m). So, a ship moving at 30 knots will cover 30 miles in the space of an hour, or half a mile per minute. Incidentally, until 1970, the British still clung to an Admiralty mile, which was a yard longer. Historically, a mile equated to a minute of latitude, or one-sixtieth of a degree of latitude. A mile is divided into ten sub-units, called cables.

  To confuse matters, for the sake of naval gunnery, a mile was defined as 2,000 yards (1,829m). These were sea miles
, and so when the Hood engaged the Bismarck at a range of 25,000 yards (22,860m), that equates to 12.5 sea miles. The Germans, of course, calculated range in metres rather than yards. A sea mile is 2,000 yards (1,829m), and so is slightly shorter than a nautical mile, and a land mile is 1,760 yards (1,609m). So, the convention we’ll adopt here is to give speed in knots, and therefore the distance travelled in nautical miles, while for gunnery, ranges will be given in yards or sea miles, rather than their equivalent in metres.

  Finally, a word on courses and bearings. These are determined by the compass, divided into 360 degrees. The four cardinal points are North (0°, or 360°), East (90°), South (180°) and West (270°). On a warship of this period, port lay to the left-hand side, and starboard to the right. These were linked to the colours used in navigation lights, with red representing port and green denoting starboard. To a shipboard observer looking forward, objects at roughly 90 degrees to the direction the ship was facing were deemed to be on the beam – either to port or starboard. An object forward of this was deemed ‘on the bow’, and behind it as ‘on the quarter’. So, an enemy ship spotted ahead of the ship and to the left was deemed as being ‘off the port bow’.

  Preface

  Almost 80 years ago, a mighty German battleship set out on its first operation. She never returned. Enshrouded in the cold waters, the battered and corroding remains of this great warship now lie in the Stygian darkness some 15,700ft below the surface of the Atlantic Ocean.1 This battleship, the Bismarck, is gone, but not forgotten. At the time of her sinking, the attention of the world was focused on her and the dramatic events surrounding her sortie into the Atlantic.

  While the glare of this attention has dimmed over the intervening years, the Bismarck and her last nine days retain an enduring fascination. This is hardly surprising. The story of her final voyage is one that involves triumph over adversity, a nail-biting hunt for an elusive foe, the clash of steel titans, and gut-wrenching human tragedy. Entwined in this are the constant threads of luck and chance, more than a few unanswered mysteries, and the fate of thousands of sailors caught up in great events. Above all, though, this remains one of the classic tales of the sea.

  The battleship Bismarck first fired her big guns in anger soon after dawn on 24 May 1941. Although she might have been the largest and most modern battleship in the world, she wasn’t the biggest warship, nor the most prestigious. That position was held by the British battlecruiser Hood, as elegant as she was impressive. For two decades, she had been the embodiment of British seapower, and a source of great national pride. Now, that morning in the freezing waters to the west of Iceland, she would fight a duel to the death with her German nemesis.

  This 20-minute fight – the Battle of the Denmark Strait – ended in the complete destruction of the Hood and the crippling of another British warship, the brand-new battleship Prince of Wales. This clash between the Bismarck and the Hood is probably the most famous naval battle of the modern age. Ironically, though, it ultimately helped seal the fate of the Bismarck and her crew. The damage she sustained, light though it was, forced the German commander, Admiral Lütjens, to rethink his plans. Ultimately, that involved the return to a friendly base for repairs. In the meantime, the British Home Fleet had put to sea and was eager for revenge.

  What followed was a chase that was every bit as dramatic as the battle in the Denmark Strait. It saw the Bismarck and the accompanying cruiser Prinz Eugen shake off a carrier strike, then evade the British, allowing both ships to disappear into the vastness of the Atlantic Ocean. The two German warships parted company, and as the cruiser hunted for convoys, the Bismarck set a course towards the German-occupied French port of Brest, where she could be repaired. Then she would try her luck again. For a nerve-wracking 31 and a half hours, Bismarck remained at large, and undetected. Then she was spotted by the crew of a flying boat, roughly 150 miles south-west of the Irish coast. The chase was on.

  The problem, however, was that most of the pursuers were in the wrong place. Admiral Tovey’s Home Fleet was far to the west, while Force H to the east – between Bismarck and the French coast – was too weak to stop her. So, it looked like Bismarck was going to evade her pursuers. Eventually, it all came down to one final strike from the British aircraft carrier Ark Royal, carried out by a dozen antiquated biplanes. Amazingly, and against all the odds, one of their torpedoes struck Bismarck’s rudder. This was her Achilles heel. It jammed to port, and although Bismarck limped on, steering an erratic course, it meant that the British Home Fleet could now overhaul her.

  The final act of the great drama took place the following morning, when Tovey’s battleships King George V and Rodney caught up with Bismarck and their guns quickly pounded her into floating scrap. Even this was a last-ditch effort, as the British ships had barely enough fuel remaining to make it back to port. Her guns silenced and her decks ablaze, the once-proud German battleship was left wallowing in the swell. As her own crew detonated scuttling charges, the British closed in to finish her off with torpedoes. So, Bismarck finally rolled over and sank. Of her 2,200-strong crew, there were only 114 survivors.

  In this brief nine-day campaign, two great warships were sunk – the pride of their respective navies – and more than 3,500 sailors lost their lives. That alone would have been enough to make this struggle one of the most important ones of World War II. However, the Bismarck’s last voyage was so much more than that. First, there were the mysteries surrounding the operation, some of which remain unanswered. While some of these stem from the decisions made by Admiral Lütjens and Admiral Tovey, perhaps the biggest one surrounds the sinking of the Bismarck herself. Was she sunk, or did she scuttle herself? Add to that the sheer drama of her pursuit, the all-or-nothing carrier strikes at the eleventh hour and the odds-defying torpedo hit and you have the makings of a naval classic.

  Of course, this story has been told many times before. Versions range from the official British history published in 19542 and C. S. Forester’s dramatised version, which came out five years later. An excellent film came out in 1960, based on Forester’s book, and since then there’s been a steady stream of books on the German battleship and/or her Atlantic sortie. Some of these are somewhat dated, while others are filled with technical analysis and statistics. Another was written by a German survivor, a young officer, while others focus on certain aspects of the bigger story, such as the battle in the Denmark Strait. So, why publish another version of the same tale?

  One reason is that despite the numerous books on the Bismarck’s last voyage, most aren’t particularly accessible to readers who lack a solid grounding in modern naval tactics and technology. Accounts often get bogged down in unnecessary detail, while leaving out the very important human aspect of the story. Others go the other way, obscuring the historical narrative with clichés and needless speculation, or resorting to repeating old historical dogmas, wrapped up in a slightly newer package. Few of these match the elegant prose of Ludovic Kennedy’s Pursuit (1974), written by someone who actually witnessed the Bismarck’s final battle.3 That, though, will soon be half a century old. Historical tastes have changed since then. So, despite all that’s been written, there’s room for at least one more book – another readable narrative of the Bismarck’s final nine days, written by a naval historian who can cut through the technicality to retell this classic naval tale to a modern audience.

  Angus Konstam

  Orkney 2019

  Chapter 1

  The Bismarck

  The ceremony

  For late August it was an unusually cold and blustery day.1 An unseasonable weather front had crept in, and a chilly east wind now blew across the Hamburg waterfront. It was almost as if autumn were trying to come early. On the quarterdeck of the new battleship, the bandsmen mouthed their breath into their brass instruments to keep them warm, while the sailors arrayed beside them had their caps jammed firmly on to their heads to prevent them from being blown overboard. The date was 24 August 1940, and the new ship these men
were standing on was officially known as Battleship ‘F’. In a few minutes, after a brief ceremony, it would be inducted into the German navy – the Kriegsmarine – and its new name would officially be prefixed with ‘KMS’, which meant that it was now a Kriegsmarine ship. At the same moment, Battleship ‘F’ would become Nazi Germany’s newest warship and first modern battleship. That name, used by the designers and builders, would be replaced with her proper name. At that moment she would become the Bismarck.

  A small raised platform had been erected at the after end of the quarterdeck, and the crew of this mighty new ship – all 2,000 of them – were ranged in fairly neat rows, occupying most of the available deck space on both sides of the ship, from bow to stern. The upper deck of a modern battleship was no army parade ground, though. Instead, it was broken by numerous deck fittings, hatches, capstans and stern anchor cables. Most of all, it was dominated by four immense gun turrets, which loomed over the waiting sailors and gave a menacing air to the proceedings. Still, petty officers tweaked their men into line and officers nervously fingered their ceremonial swords and checked that everything was as it should be – from the neatly coiled ropes and polished fittings to the neatness of the men’s uniforms. Then a nervous excitement swept through the array, and the ship’s executive officer called the assembled ship’s company to attention, and to face to starboard.

  At that moment, a sleek white motorboat appeared and drew smoothly alongside the starboard gangway. The first man to step aboard from her was the ship’s new commanding officer: Kapitän Ernst Lindemann – a tall, thin man with a ramrod-straight back and a lean face. That cold morning, he wore a long naval overcoat, as did his officers, and a pair of leather gloves. His slightly prominent ears were obscured by his black braided cap, and as usual his black shoes were polished to perfection. So, too, of course were those of his men – the whole crew was looking its best. When he appeared at the top of the gangway, the waiting armed honour guard snapped to attention, and the cluster of officers gathered there all saluted. As the ship’s bugler played, Lindemann returned the salute.