The Sinking of the BISMARCK
PART ONE
Far south of the Arctic Circle, along the great trade routes of the Atlantic, westerly gales die away to a whisper and then the warm sun shines on the long gentle swells. Far to the north, in the numbing cold of the Barents Sea, stretch away the immense reaches of an almost miraculous calm, the sea milk-white from horizon to unbroken horizon for day after endless day. But between these two vast areas, along the belt of the Arctic Circle itself, lie the most bitter seas in the world: and no part of it more bitter, more hostile to man and the puny ships that carry him across the savagery of its gale-torn waters than that narrow stretch of ocean between Iceland and Greenland that men call the Denmark Strait.
From the far-ranging Vikings of a thousand years ago to the time of the modern Icelandic fishermen, ships have sailed through this narrow passage, but they sailed always at their peril, only when necessity dictated, and they never lingered long, never a moment more than they had to. No man, no ship, has ever waited there from choice, but, at rare intervals, some few men and ships have had to do it from necessity; just seventeen years ago this month, two ships, with the hundreds of men aboard them, were just coming to the end of the longest vigil man has ever kept on these dark and dangerous waters.
The ships' companies of His Majesty's Cruisers SUFFOLK and NORFOLK were tired, tired to the point of exhaustion. They had kept their vigil far too long. Even one winter's day in the Denmark Strait, with twenty hours of impenetrable darkness, driving snow, a sub-zero wind knifing off Greenland's barren ice-cap and the ship rolling and plunging steeply, sickeningly, incessantly, is a lifetime in itself, a nightmare that has no ending. And the NORFOLK and the SUFFOLK had been there for months on end, had been there all through the grim winter of 1940 and the spring of 1941, suffering incredible hardships of cold and discomfort, always watching, always waiting. The strain of watching never ceased, the tension of waiting never ended.
But now summer, or what passes there for summer, had come to the Denmark Strait, and the struggle merely to exist was no longer an all-exclusive preoccupation. True, the cold still struck deep through the layered Arctic clothing, the pack-ice stretching out from the shores of Greenland was only a mile or two away and the rolling fog banks to the east, off the Icelandic coast, no further distant, but at least the sea was calm, the snow held off and the darkness of the long winter night was gone. Halcyon conditions, almost, compared to those they had so recently known: even so, the strain was now infinitely greater than anything that had ever gone before, the tension bow-tautened almost to breaking point.
At that moment, just after 7 o'clock on the evening of 23 May, 1941, the strain, the tension bore most heavily on one man and one man alone — Captain R. M. Ellis, on the bridge of his cruiser SUFFOLK. He had been there, on his bridge, for two days now without a break, he might be there as long again, even longer, but it was impossible that he relax his unceasing vigilance, even for a moment. Too much depended on him. He was not the senior officer in the area: Rear-Admiral Wake-Walker was in his flagship, the NORFOLK, but the NORFOLK, though not far away, was safely hidden in the swirling fog. The ultimate responsibility was that of Captain Ellis, and it was a crushing responsibility. He could fail in what he had to do, he could all too easily fail through no fault of his own, but the disastrous consequences of any such failure were not for contemplation. Britain had already suffered and lost too much: one more defeat, one more blunder and the war could well be lost.
The war was in its twentieth month then, and Britain was alone and fighting for its life. Twenty dark, gloomy and tragic months, a gloom only momentarily lifted by the shining courage of the young pilots who had destroyed the Luftwaffe in the Battle of Britain, but now the road ahead was more dark, more hopeless than ever before, and no light at the end of it.
The Wehrmacht's panzer divisions were waiting, the threat of invasion still a Damoclean sword. We had just been driven ignominiously out of Greece. In that very week, Goering's Eleventh Air Corps, whom Churchill called the flame of the German Army, had launched a ruthless and overwhelming attack on our forces in Crete, and the end was only a matter of brief time. Six million tons of shipping had been lost at sea, 650,000 tons in that April alone, the blackest month of the war, and May might prove even more terrible still, for at the moment when Captain Ellis was patrolling north-east and southwest through that narrow lane of clear water between the Greenland ice and the Icelandic fogs, there were no fewer than ten major freight convoys and one large and vital troop convoy, far scattered and for the most part only thinly protected, sailing over the face of the broad Atlantic.
And what part, people were asking bitterly, was Britain's mighty Home Fleet playing in all this. Our first line of defence, our last hope in the darkest hour, why wasn't it throwing all its great weight into these life and death battles? Why wasn't it patrolling the North Sea and the English Channel (where the Stukas and the Heinkels could have destroyed it between dawn and sunset on any given day) ready to smash any cross-Channel invasion? Why hadn't it helped in the evacuation of Greece? Why wasn't it north of Crete, breaking up the seaborne reinforcements without whom Goering's paratroopers could not hope to complete their conquests? Why wasn't it at sea, bringing its great guns to bear for the protection of these threatened convoys in the submarine infested waters to the west? Why was it lying idle, powerless and useless, in its retreat in Scapa Flow? Why, why, why?
The BISMARCK was the reason why: an overpowering reason why.
Laid down in 1936, launched from the Blohm and Voss shipyards in Hamburg on 14 February, 1939, in the presence of no less a person than the Chancellor of the Third Reich, Adolf Hitler himself, the BISMARCK was something to haunt the dreams — or nightmares — of foreign navies the world over. Hitler had a genius for exaggeration, but there was no hint of exaggeration in what he said to its crew when he visited the battleship again in early May, 1941, only the simple truth. The BISMARCK,' he told them, 'is the pride of the German Navy.'
She was indeed. She would have been the pride of any navy in the world. Built in cynical disregard of the 35,000 tons treaty limitations, with an actual tonnage somewhere in the region of 50,000, she was unquestionably the most powerful battleship afloat. She was fast, her speed of over 30 knots a match for any British capital ship: she had an immense beam
— far greater than that of any British ship — which provided a magnificently stable firing platform for her eight 15-inch and twelve 6-inch guns — and the German gunnery, far superior to ours, was legendarily accurate under any conditions: and with her heavy armour-plating, double and triple hulls and the infinitely complex sub-compartmentation of the hull itself achieving a hitherto impossible degree of watertight integrity, she was widely believed to be virtually unsinkable. She was the trump card in Admiral Raeder's hand — and now the time had come to play that trump.
The BISMARCK was out. There could no longer be any question about it. First reported by reconnaissance as moving up the Kattegat on 20 May, she had been photographed in the company of a 'Hipper' class cruiser, by a Spitfire pilot, in Grimstad fjord, just south of Bergen, on the early afternoon of the 21st; at 6.00 p.m. the following day, a Maryland bomber from the Hatston naval air base in the Orkneys, skimming low over the water in appalling flying conditions, flew over Grimstad and Bergen and reported that the BISMARCK was no longer there.