11th January 1942
Arado AR 196

LINK TO 'DER ADLER' MAGAZINE

British submarine HMS Seal

HMS Seal was one of six Grampus-class mine-laying submarines of the Royal Navy. She served in the Second World War and was captured by the Kriegsmarine and taken into German service as UB, one of several captured subs. She was the only submarine the Germans captured at sea during World War II. Her capture allowed the Germans to correct a critical fault in their U-boat torpedoes.

On 29th April 1940, Seal left Immingham laden with 50 mines. On entering the Skagerrak, she met HMS Narwhal just leaving the area after having stirred up German defences by scoring six hits with six torpedoes. Seal was running at shallow depth to maintain speed and conserve fuel, when she was spotted by a German Heinkel He 115 on 4th May at about 02:30. She dived to 90 feet (27 m) and was slightly damaged by a bomb. Later that morning, Lonsdale discovered German anti-submarine trawlers searching for them around her target area, and he had to divert to the secondary target area. At about 09:00, Seal started to lay down her mines and completed that mission some 45 minutes later.

Seal turned and headed for home, with the trawlers heading after her. Lonsdale took an evasive course, and used the Asdic to identify when the trawlers were stopping to listen. Then, at 3:00 pm, he spotted a patrol of nine German anti-submarine motor torpedo boats heading from a different direction. There were too many hours of daylight left, and the Kattegat was too shallow to allow a submarine as large as Seal to go deep and run for it. Lonsdale evaded detection by following a zig-zag course and at around 18:00 settled the submarine in stop-trim at the bottom of the sea. Unknown to the crew, they had entered an uncharted minefield. One of the submarine's hydroplanes caught a mine stay-cable and at about 06:30 pm, the attached mine was swept by the current onto the stern of the boat. There was a huge explosion and Seal was severely damaged.

A painful increase in air pressure indicated that a large amount of water had entered the submarine. The crew's evening meal was catapulted round the mess rooms and the boat tilted bow upwards at about 10 degrees. All the watertight doors were quickly sealed and all crew accounted for, after two who had been trapped in the after end of the boat managed to make their way to the control room. To the crew's surprise, the pursuing ships had not noticed the explosion and moved away. After various inspections and repairs, the crew had to wait until 22:30 when it was dark enough for an attempt to be made to raise the submarine.

At 10:30 pm, the ballast tanks were blown empty and the main motors started, but the stern stayed firmly stuck on the sea bed. The bow rose at a sharp angle, and the attempt had to be abandoned. By this time, the air quality had deteriorated badly. Pumping carried on and emergency repairs were made to start the pump to blow air into the rear trimming system. For a second attempt to surface, the 11-ton drop keel was released. This meant that the submarine could not submerge again. More compressed air was used to blow the remaining tanks, but again the attempt was unsuccessful. Carbon-dioxide poisoning was having an accelerating effect on the crew and a third attempt was called for, using the engines and main ballast. This also failed.

At 01:10, Lonsdale, a devout Christian, called his crew to prayer and led them in the Lord's Prayer. The crew then responded to his order for them to move as far forward as they could to try to tip the balance, though many fainted or were sick. While thoughts went to using the Davis escape gear, it was realised that it would take several hours to escape by this method and there was a risk of flooding the entire craft before more than a few could escape. The engineers found they could open a salvage-blow and a final attempt was made to raise the submarine. The motors caught fire, but the fire went out for lack of oxygen. The batteries were nearly empty and the high pressure air exhausted. The engineer realised there was one air pressure group left with a tiny amount of air, which was some way up the companionway. He reached and opened the valve, and the submarine started to move upwards.

Seal surfaced at 01:30. After the pressure was released, the fresh air caused blinding headaches to the crew, who had suffered oxygen deprivation. Lonsdale clambered to the bridge, and sighting land, decided to try to make for Swedish waters. The confidential papers were consigned to the sea bed, and the Asdics were destroyed and the pieces thrown overboard. Lonsdale sent a message to the Admiralty: 'Am making for the Swedish coast'. With the cipher books destroyed, Lonsdale did not receive two replies – 'Understood and agreed with. Best of luck' and 'Safety of personnel would be your first consideration after destruction of the Asdics'. If he had, they would have saved him a considerable amount of anguish over his subsequent decisions. The rudder was damaged and the boat impossible to steer, but it was found that it could be made to go in reverse. Fair progress was made, but mud had entered the lubricating system and the one working engine seized up.

At 02:30, Seal was spotted on the surface and attacked by two German Arado Ar 196s and another Heinkel. Lonsdale on the bridge, under fire, tried to fend them off with the Lewis guns, but these both jammed. With Seal under bombing and gunfire attack from the air, unable to dive and without motive power, some men wounded and no remaining defences, Lonsdale had no alternative but to surrender. The white messroom table-cloth was hoisted on the mast. Leutnant Schmidt brought his seaplane alongside and required the captain to swim to him.

On his 35th birthday, Lonsdale swam to the seaplane, and shortly after, the chief petty officer swam to the other Arado. The crew waited on the submarine for the anti-submarine naval trawler UJ-128, to arrive at 06:30. It was expected that the boat, which was holed and listing, would sink of its own accord, but attempts were made to scuttle her. The German boarding party took the crew off, and the submarine was towed to Frederikshavn.

The mine belt laid by Seal sank one German freighter (Vogesen, 4241 BRT) and three Swedish ships between 5 May and 5 June for a total tonnage of nearly 7000 BRT.

Seal underwent temporary repairs at Frederikshavn to make her seaworthy, and was then towed to Kiel. Admiral Rolf Carls believed Seal was a war-winning asset and insisted that she be made operational, despite the probability that three superior new German U-boats could be built for the same cost. The equipment and armament were completely incompatible and it would not be possible to obtain spares. Nevertheless, repairs were undertaken and in the spring of 1941 she was commissioned into the Kriegsmarine as UB under the command of Fregattenkapitän Bruno Mahn. Mahn, at 52 years old, was the oldest German submarine commander on duty in World War II.

Seal was used as a propaganda exhibit and training boat, but it took until late 1942 for Krupp to fabricate the whole mechanical system. Practice runs revealed so many snags and the financial costs were so unrealistic, that by the middle of 1943 she was paid off, stripped, and abandoned in a corner of Kiel dockyard. Later she was hit and sunk in the same Allied air raid that sank the Admiral Hipper.

The significant value derived was the realisation that the British contact pistol torpedo detonator was of superior design and its introduction into the German navy.

On 3 May 1945, UB was scuttled in Heikendorf Bay (54°22′N 10°11′E), the wreck was later broken up.

The crew were subjected to routine interrogation in an atmosphere of mutual respect with their German captors. The officers and ratings were separated and held as prisoners of war in a succession of camps until April 1945. The submarine had been adopted by the village of Seal when she was commissioned, and during their imprisonment the crew received considerable support from the villagers.

Two members of the crew managed to escape. Early on, the petty officers and ratings were held at Stalag XX A at Toruń in Poland. Petty Officer Barnes took part in a mass break out and with Sergeant Major George Briggs of the 15/19 Hussars managed to make contact with the Polish underground. They crossed the Soviet border, but the Soviet border guards separated them and told the British to run for it. Then the Soviet soldiers opened fire and shot Barnes dead. Briggs survived the shooting and was taken to the prison of Butyrka in Moscow.

One of the engineers, Don 'Tubby' Lister, made a series of escapes and was eventually sent to Oflag IV-C at Colditz Castle. Realising how hard it would be to escape from there, he and another ERA (Engine Room Artificer), W. E. 'Wally' Hammond (from the sunken submarine HMS Shark), insisted on being moved on the grounds that they were not officers. The ruse worked, and they were moved to a more open camp. They escaped from there in late 1942 and made the several hundred mile journey to Switzerland and then home.

Lieutenant Trevor Beet, the officer left on board by Lonsdale, made three failed escape attempts. He was transferred to Colditz Castle for the rest of the war.

Most of the officers and petty officers had been consolidated into Marlag (Marine-lager) naval camp near Westertimke, where, for most of the war, they led a fairly quiet existence. By April 1945, the Allies were at Bremen, 15 nautical miles (28 km) away, and they were marched off to Lübeck. During the journey, the column came under attack from Allied Spitfires. Shortly after they arrived there, the war came to an end and they returned to Britain. Apart from Barnes and Able Seaman Smith, who had disappeared overboard when the submarine surfaced, the entire crew survived.

Lieutenant Commander Lonsdale was the only British captain to surrender his ship to the enemy in the entire war. He, with Lieutenant Trevor Beet, faced court-martial in 1946; they were honourably acquitted.

Source: Wikipedia

Contact Brief History to inform us of additional information regarding this page