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.