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Loss of the Vindeggen in 1918
During it cruise along the America coast in 1918 the most valuable prize of the German submarine U-151 was the Norwegian steamer Vindeggen which sailed from Valparaiso and Antofagasta, Chile, on May 31st destined for New York via the Panama Canal.
The cargo for the voyage included 22,050 copper cakes and bars weighing approximately 2,100 long tons. Of this, approximately 1,400 tons loaded in Valparaiso was stowed evenly throughout the lower stowage compartments; while the remaining 700 tons was stored in the ?between deck stowage compartment.? Additionally the lading also included ?deck cargo? comprised of 1,850 tons of wool and 186 barrels of salted animal skins.
According to Edward Ballestad, captain of the Vindeggen everything went smoothly until dawn on June 8th when located off the North Carolina coast in latitude 36 25' north and longitude 74 20' west. At that time a German submarine emerged and fired two warning shots from its deck guns, then hoisted signals for the steamer to stop.
Afterwards the submarine commander ordered the Vindeggen?s captain to enter a lifeboat and bring the cargo manifest and other shipping papers aboard the submarine for inspection. At first the submarine commander intended sinking the steamer outright, however upon learning of the copper, decided to convey as much as possible into the hold of the U-151.?
The transfer began at nine o?clock in the morning on June 9th and the Germans, using the Vindeggen?s lifeboats and crew, proceeded bringing copper aboard the submarine. In order to make room for the copper, ingots of iron ballast removed from the submarine?s keel was replaced with the copper.
While the operation was underway the Norwegian steamship Henrik Lund passed close by and observing the Vindeggen was not moving, drew nearer to offer assistance. Events unfolding before and after are described in a translation of the logbook of the Henrik Lund which reads:
?Sunday, June 9th 1918, left Norfolk, Virginia, with pilot on board destined for Rio de Janeiro. At 5:30 in the morning of the same day passed the buoy at Cape Henry and steered magnetic course east, one half point, south, according to order of American authorities. The order was to steer an eastward course until well off shore and then steer for the place of destination. The wind was easterly and it was lightly clouded and the sea smooth. At 12 o?clock noon June 10th the ship was situated in 37 03' north and 72 44' west. Changed magnetic course to south-southeast. Same weather. At 6:10 in the evening a German submarine was discovered 2 points (22??) off port bow, which was proceeding toward the vessel. Seven minutes later a warning shot was fired, wherefore I immediately stopped the engines and gave orders to man the lifeboats. Signals were given by the submarine to leave the vessel. This was done and I then rowed over to the submarine with the ships papers. I was then informed the ship was to be sunk. I however, was taken back aboard the ship in order to show the Germans the best places for positioning the time-bombs, so that they might conserve others for destroying more ships. I was aboard about five minutes and then rowed back to the submarine and afterwards the ship was blown up and went down within 15 minutes. After taking into tow the lifeboats containing the crew of the Vindeggen, the submarine took our boats into tow. At 10:30 all were picked up by the Danish steamship Brosund, which was destined for New York, where we arrived on June 13th 1918. The ships position at the time of the sinking was latitude 36 31' north and longitude 71 29' west.?
The cargo lost in the Henrik Lund, according to one accounting, included 17 cases seamless copper tubes weighing 8,733 pounds and 30 wooden kegs allegedly containing raw zinc weighing 18,307 pounds.
After sinking the Henrik Lund, the submarine returned to the Vindeggen and when finished, the Germans estimated they had seized from 70 to 80 tons of copper then worth 1,000,000 German marks. The Vindeggen was then sunk using time-bombs.
The single-propeller 2,632-ton Vindeggen, built in New Castle, England, in 1895, measured 302 feet in length and 42 feet in breadth. Meanwhile the 4,322-ton Henrik Lund, built in Sunderland, England, in 1906, measured 346 feet in length and 49 feet 10 inches in breadth.
Following the sinking of the Vindeggen and Henrik Lund, the Norwegian steamship Samoa was the next to stray into the path of the tireless Germans. The Samoa had left Walfinch Bay, South Africa, bound for Perth Amboy, New Jersey, and at eight o?clock on June 14th was sunk in latitude 37? 30' north and longitude 72? 10' west. The cargo lost included 1,000 bales of wool and 1,800 tons of copper ore.
Nine hours later the Norwegian bark Kringsjaa, sailing from Argentina for New York loaded with ?general cargo,? became a victim in latitude 38 02' north and longitude 71 40' west.
Subsequently the U-151 began the return voyage to Germany and on June 18th when in latitude 38 30' north and longitude 61 15' west, sank the British transport steamer Dwinsk. One eyewitness report seeing the torpedo ?jump? from the water twice before striking and exploding in the No. 4 hold. The submarine then surfaced and fired 18 explosive shells from two 6-inch deck guns.
After finishing off the Dwinsk the U-151 sank the Belgian steamship Chilier in latitude 39 30' north and longitude 54 40' west on June 22nd. The following day its final victim, the Norwegian steamship Augvald, was destroyed in latitude 38 30' north and longitude 53 24' west.
For More on this ship and others sunk with valuable metals during the First and Second World Wars, consult SEVENSEASPUBLISHING.COM
During it cruise along the America coast in 1918 the most valuable prize of the German submarine U-151 was the Norwegian steamer Vindeggen which sailed from Valparaiso and Antofagasta, Chile, on May 31st destined for New York via the Panama Canal.
The cargo for the voyage included 22,050 copper cakes and bars weighing approximately 2,100 long tons. Of this, approximately 1,400 tons loaded in Valparaiso was stowed evenly throughout the lower stowage compartments; while the remaining 700 tons was stored in the ?between deck stowage compartment.? Additionally the lading also included ?deck cargo? comprised of 1,850 tons of wool and 186 barrels of salted animal skins.
According to Edward Ballestad, captain of the Vindeggen everything went smoothly until dawn on June 8th when located off the North Carolina coast in latitude 36 25' north and longitude 74 20' west. At that time a German submarine emerged and fired two warning shots from its deck guns, then hoisted signals for the steamer to stop.
Afterwards the submarine commander ordered the Vindeggen?s captain to enter a lifeboat and bring the cargo manifest and other shipping papers aboard the submarine for inspection. At first the submarine commander intended sinking the steamer outright, however upon learning of the copper, decided to convey as much as possible into the hold of the U-151.?
The transfer began at nine o?clock in the morning on June 9th and the Germans, using the Vindeggen?s lifeboats and crew, proceeded bringing copper aboard the submarine. In order to make room for the copper, ingots of iron ballast removed from the submarine?s keel was replaced with the copper.
While the operation was underway the Norwegian steamship Henrik Lund passed close by and observing the Vindeggen was not moving, drew nearer to offer assistance. Events unfolding before and after are described in a translation of the logbook of the Henrik Lund which reads:
?Sunday, June 9th 1918, left Norfolk, Virginia, with pilot on board destined for Rio de Janeiro. At 5:30 in the morning of the same day passed the buoy at Cape Henry and steered magnetic course east, one half point, south, according to order of American authorities. The order was to steer an eastward course until well off shore and then steer for the place of destination. The wind was easterly and it was lightly clouded and the sea smooth. At 12 o?clock noon June 10th the ship was situated in 37 03' north and 72 44' west. Changed magnetic course to south-southeast. Same weather. At 6:10 in the evening a German submarine was discovered 2 points (22??) off port bow, which was proceeding toward the vessel. Seven minutes later a warning shot was fired, wherefore I immediately stopped the engines and gave orders to man the lifeboats. Signals were given by the submarine to leave the vessel. This was done and I then rowed over to the submarine with the ships papers. I was then informed the ship was to be sunk. I however, was taken back aboard the ship in order to show the Germans the best places for positioning the time-bombs, so that they might conserve others for destroying more ships. I was aboard about five minutes and then rowed back to the submarine and afterwards the ship was blown up and went down within 15 minutes. After taking into tow the lifeboats containing the crew of the Vindeggen, the submarine took our boats into tow. At 10:30 all were picked up by the Danish steamship Brosund, which was destined for New York, where we arrived on June 13th 1918. The ships position at the time of the sinking was latitude 36 31' north and longitude 71 29' west.?
The cargo lost in the Henrik Lund, according to one accounting, included 17 cases seamless copper tubes weighing 8,733 pounds and 30 wooden kegs allegedly containing raw zinc weighing 18,307 pounds.
After sinking the Henrik Lund, the submarine returned to the Vindeggen and when finished, the Germans estimated they had seized from 70 to 80 tons of copper then worth 1,000,000 German marks. The Vindeggen was then sunk using time-bombs.
The single-propeller 2,632-ton Vindeggen, built in New Castle, England, in 1895, measured 302 feet in length and 42 feet in breadth. Meanwhile the 4,322-ton Henrik Lund, built in Sunderland, England, in 1906, measured 346 feet in length and 49 feet 10 inches in breadth.
Following the sinking of the Vindeggen and Henrik Lund, the Norwegian steamship Samoa was the next to stray into the path of the tireless Germans. The Samoa had left Walfinch Bay, South Africa, bound for Perth Amboy, New Jersey, and at eight o?clock on June 14th was sunk in latitude 37? 30' north and longitude 72? 10' west. The cargo lost included 1,000 bales of wool and 1,800 tons of copper ore.
Nine hours later the Norwegian bark Kringsjaa, sailing from Argentina for New York loaded with ?general cargo,? became a victim in latitude 38 02' north and longitude 71 40' west.
Subsequently the U-151 began the return voyage to Germany and on June 18th when in latitude 38 30' north and longitude 61 15' west, sank the British transport steamer Dwinsk. One eyewitness report seeing the torpedo ?jump? from the water twice before striking and exploding in the No. 4 hold. The submarine then surfaced and fired 18 explosive shells from two 6-inch deck guns.
After finishing off the Dwinsk the U-151 sank the Belgian steamship Chilier in latitude 39 30' north and longitude 54 40' west on June 22nd. The following day its final victim, the Norwegian steamship Augvald, was destroyed in latitude 38 30' north and longitude 53 24' west.
For More on this ship and others sunk with valuable metals during the First and Second World Wars, consult SEVENSEASPUBLISHING.COM
