that could sweep across the water.
In the water, impenetrable anti-submarine netting made from thick interwoven sections of wire cable was suspended on floating wooden booms strung across parts of Scapa Flow and the larger channels into the Flow such as Hoxa Sound, which were not going to be completely closed off. Any fast-moving enemy torpedo boat or destroyer would suffer extensive damage if it hit the boom, allowing shore batteries to fire on it. Moving sections of the boom, much like gates, were incorporated so that they could be opened and closed to allow British vessels to pass.
Because of the tidal race in the smaller sounds, mining was not feasible and it wasn’t necessary to keep these channels open for navigation like the other larger channels. The water depths in the four sounds between the islands to the east of Scapa Flow and also in Burra Sound to the west, ranged up to maximum depths of about 15 metres at most – perfect to be blocked by intentionally scuttled sunken ships: Blockships.
These blockships were redundant, old or damaged vessels at the end of their lives that had no great commercial value – but which had great strategic value. They were stripped of anything valuable before being towed into position, their holds often filled with large boulders to make them sink quickly. Their hulls were then blasted open to the sea by explosives to finally sink them.
As the British Admiralty moved to make Scapa Flow safe and secure, German intelligence became aware of the deployment of the British 2nd Battle Squadron to Lough Swilly, and sent the converted liner Berlin to lay a 200-strong minefield in the shipping areas outside the lough. The North Channel of the Irish Sea lies between Northern Ireland and the west coast of Scotland, and was essentially a busy Atlantic highway for shipping moving through the Irish Sea to and from Liverpool for foreign ports. Whereas it would have been suicide for Berlin to actually sail through the North Channel into the Irish Sea, German Intelligence believed that a successful mining operation could be carried out in the open waters of the Atlantic to the west of the North Channel.
The first victim of the mines laid by Berlin was the freighter Manchester Commerce, sunk on 26 October 1914. The following day, 27 October 1914, the news of her loss had not yet reached the Admiralty – and no minefield was suspected so far west. The 2nd Battle Squadron super-dreadnoughts King George V, Ajax, Centurion, Monarch, Thunderer, Orion and Audacious left Lough Swilly with their escorts to conduct gunnery exercises at sea.
At 0840, in the middle of a turn, Audacious struck one of the Berlin’s mines off Tory Island. The mine exploded under the ship at the rear of the port engine room, which soon flooded, along with the machine room, X turret shell room and the compartments below. The ship rapidly took on a list of 10–15 degrees to port. Thinking that the battleship had been torpedoed, the captain hoisted the submarine warning signal flag.
Audacious lists to port as crew begin to abandon ship – other crew line the high starboard-side rail. (IWM)
With the Hogue, Aboukir and Cressy tragedy a month earlier still very much in his thoughts – and no doubt fearing a similar torpedo attack on the other ships of the squadron – Admiral Jellicoe ordered the 2nd Battle Squadron to leave the area. The light cruiser HMS Liverpool, four 2nd flotilla destroyers and a number of lighter vessels would remain on the scene to assist the damaged battleship.
By deliberate counter-flooding of compartments on the opposite starboard side of Audacious, her list was successfully reduced. The central and starboard side engine rooms were still operating and with the ship still able to make 9 knots she headed for land on her centre shafts.
Water continued to flood the ship, however, such that at 1000 the central engine room had to be abandoned. Shortly afterwards, the starboard engine also had to be closed down and the room secured. Audacious now had no propulsion whatsoever.
At 1030, the captain of the light cruiser HMS Liverpool spotted the White Star liner RMS Olympic on a return crossing from New York, and ordered her to assist in the evacuation of the 900-strong crew of the Audacious. By 1100, as the immobile Audacious rolled with the swell, her port side main deck had begun to dip under the water. Two hours later, all but 250 of the battleship’s crew had been taken off, and arrangements had been agreed to take the damaged battleship in tow to safety. The small and nimble destroyer HMS Fury set up a cable between Audacious and the larger and more powerful Olympic – and by 1400, the tow was secured and ready to begin.
Initially, progress was encouraging and the Olympic slowly began to make way, dragging the sluggish weight of Audacious westwards towards safety, flanked by other rescue vessels that were standing by. But when Olympic was required to alter course to south-south-east, to head towards Lough Swilly, things began to unravel. The seas were starting to rise and as the steering gear of Audacious was no longer operational, she became increasingly unmanageable. Eventually, she sheared off into the wind and the towline parted.
Another attempt at a tow was made at 1530, this time by HMS Liverpool. HMS Fury once again attached a cable, but after only 15 minutes, it became fouled in the cruiser’s propellers, and it too parted.
By 1600, Audacious was well settled down into the water, with only 4 feet clear at the bow and one foot clear at the stern. HMS Fury took over a third tow cable for yet another attempt, but as this cable was being tightened, it broke. Olympic was ordered to stand by and be ready to make another attempt.
By 1700, the quarterdeck of Audacious was awash and the decision was made to evacuate the majority of the remaining crew. During their evacuation, due to the heavy weather and deteriorating conditions aboard Audacious, it was decided to abandon her completely until the next morning. By 1830, despite her heavy rolling, the remaining crew of the stricken battleship had been safely taken aboard Olympic and Liverpool. Liverpool stood by for the night, whilst the remainder of the ships departed for Lough Swilly.
Audacious is further down by the stern and her quarter deck is now awash. The bulk of the remaining crew are now being evacuated to small boats whilst three destroyers stand by. (IWM)
At 2055, Audacious capsized and turned turtle, floating upside down for a short period. At about 2100, a series of massive explosions in the vicinity of the forward shell rooms and magazines, which served A and B turrets, blew out her bow from about the bridge forward. Large sections of the ship were sent spiralling through the air. Within minutes, the battleship sank stern first.
Olympic had steamed back to Lough Swilly earlier that evening when Audacious was abandoned for the night, to disembark the rescued crew. For security reasons, Olympic was ordered to remain out of sight of the Grand Fleet vessels, so that none of her paying passengers, with perhaps pro-German sympathies, would be able to observe the fleet’s activities. There were quite a number of German-born Americans aboard Olympic who had witnessed Audacious sinking – and it was felt that they could not be relied upon to keep quiet.
British military authorities then refused to permit Olympic’s civilian passengers to disembark and refused to allow the ship herself to leave Lough Swilly. The only people permitted off the ship were the rescued naval crew of the Audacious and Olympic’s chief surgeon Dr John Beaumont, who was being transferred to the SS Celtic.
The White Star Line was reluctant to risk moving its flagship, Olympic, whilst there was such danger at sea. But finally, on 2 November, after ship and her civilian passengers had been held aboard for six days, Olympic was allowed to leave Lough Swilly and complete her voyage – not to Greenock as originally planned, but to Belfast. She disembarked her passengers there the following day.
For security reasons, the Admiralty
