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海域には数多くの難破船の財宝が眠っている
- この海域には難破船の財宝が数多くあると言われています。
- 信号機に雷が落ち、何かが起こったようです。
- 教授は彼女の電話応対がまずく、いらいらしています。
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On 11 November, Invincible and Inflexible left Devonport, although repairs to Invincible were incomplete and she sailed with workmen still aboard. Despite the urgency of the situation and their maximum speed of around 25 knots (46 km/h; 29 mph), the ships were forced to cruise at 10 knots (19 km/h; 12 mph) to conserve coal in order to complete the long journey south across the Atlantic. The two ships were also heavily loaded with supplies. Although secrecy of the mission was considered important so as to surprise Spee, Lieutenant Hirst from Glasgow heard locals discussing the forthcoming arrival of the ships while ashore at Cape Verde on 17 November; however the news did not reach Spee. Sturdee arrived at the Abrolhos Rocks on the 26 November, where Rear Admiral Stoddart awaited him with the remainder of the squadron. Sturdee announced his intention to depart for the Falkland Islands on 29 November. From there, the fast light cruisers Glasgow and Bristol would patrol seeking Spee, summoning reinforcements if they found him. Captain Luce of Glasgow, who had been at the battle of Coronel, objected that there was no need to wait so long and persuaded Sturdee to depart a day early. The squadron was delayed during the journey for 12 hours when a cable towing targets for practice-firing became wrapped around one of Invincible's propellers, but the ships arrived on the morning of 7 December. The two light cruisers moored in the inner part of Stanley Harbour, while the larger ships remained in the deeper outer harbour of Port William. Divers set about removing the offending cable from Invincible; Cornwall's boiler fires were extinguished to make repairs, and Bristol had one of her engines dismantled. The famous ship SS Great Britain—reduced to a coal bunker—supplied coal to Invincible and Inflexible. The armed merchant cruiser Macedonia was ordered to patrol the harbour, while Kent maintained steam in her boilers, ready to replace Macedonia the next day, 8 December; Spee's fleet arrived in the morning of the same day. An unlikely source of intelligence on the movement of the German ships was from Mrs Muriel Felton, wife of the manager of a sheep station at Fitzroy, and her maids Christina Goss and Marian Macleod. They were alone when Felton received a telephone call from Port Stanley advising that German ships were approaching the islands. The maids took turns riding to the top of a nearby hill to record the movements of the ships, which Felton relayed to Port Stanley by telephone. Her reports allowed Bristol and Macedonia to take up the best positions to intercept. The Admiralty later presented the women with silver plates and Felton received an OBE for her actions.
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The Mediterranean was an attractive theater of operations to the German Admiralstab; a significant proportion of British imports passed through it, it was critical to French and Italian trade, and submarines would be able to operate effectively in it even in autumn and winter when poor weather hampered Atlantic and North Sea operations. Additionally, there were certain choke points through which shipping had to pass, such as the Suez Canal, Malta, Crete, and Gibraltar. Finally, the Mediterranean offered the advantage that fewer neutral ships would be encountered, such as US or Brazilian vessels, since fewer non European citizens then travelled the waters.
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At 11:02, realising that so sharp a turn would open the range too much, Beatty ordered "Course NE" to limit the turn to 45° and then added "Engage the enemy's rear", to clarify his intent that the other ships, which had now left Lion far behind, should pursue the main German force. With Lion′s electric generators out of action, Beatty could only signal using flag hoists and both signals were flown at the same time. The combination of the signal "Course NE"—which happened to be the direction of Blücher—and the signal to engage the rear was misunderstood by Beatty's second-in-command, Rear-Admiral Gordon Moore on New Zealand, as an order for all the battlecruisers to finish off Blücher. The British battlecruisers broke off the pursuit of the German squadron and attacked Blücher, with most of the British light cruisers and destroyers joining in. Beatty tried to correct this obvious misunderstanding by using the order from Horatio Nelson at the Battle of Trafalgar "Engage the enemy more closely" but this order was not in the signal book and Beatty chose "Keep nearer to the enemy" as the closest equivalent. By the time this signal was hoisted, Moore's ships were too far away to read Beatty's flags and the correction was not received. Despite the overwhelming odds, Blücher put the British destroyer HMS Meteor out of action and scored two hits on the British battlecruisers with its 21 cm (8.3 in) guns. Blücher was hit by about 70 shells and wrecked. When struck by two torpedoes from the light cruiser Arethusa, Blücher capsized at 54 25' N. Lat., 5 25' E. Long and sank at 13:13, with the loss of 792 crew. British ships began to rescue survivors but were interrupted by the arrival of the Zeppelin L-5 (LZ-28) and by a German seaplane, which attacked with small bombs. No damage was done but the British ships put on speed and withdrew to avoid further aerial attack, leaving some of the survivors behind. By this time, the rest of the German ships were too far away for the British to catch up. Lion made 10 kn (19 km/h; 12 mph) at the beginning of the 300 nmi (560 km; 350 mi) return voyage, escorted by Indomitable. Beatty contemplated leaving a flotilla of destroyers to guard Lion and sending the rest to the German Bight, to make a night attack on the German ships but the damage to Lion caused more problems. As it crept home, the ship suffered further engine-trouble from salt water contamination in the boiler-feed-water system and its speed dropped to 8 kn (15 km/h; 9.2 mph). Lion was taken in tow by Indomitable, an operation which took two hours, in which the battlecruisers were exceedingly vulnerable to submarine attacks.
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At 07:58, Stettin and Frauenlob arrived, reversing the situation so that the British destroyers were obliged to retreat towards Arethusa and Fearless. Stettin withdrew, since the German destroyers had escaped but Frauenlob was engaged by Arethusa. Arethusa was better armed but two of its four 4 in (100 mm) guns jammed and another was damaged by fire. Frauenlob—armed with ten 10.5 cm (4.1 in) guns—caused considerable damage before a shell from one of Arethusa's two 6 in (150 mm) guns destroyed her bridge, killing 37 men including the captain, forcing her to withdraw and return to Wilhelmshaven badly damaged. At 08:12, Tyrwhitt returned to the original plan to sweep the area from east to west. Six returning German destroyers were sighted which turned to flee, when one—V-187—turned back. The German ship had seen two cruisers, Nottingham and Lowestoft from Goodenough's squadron ahead and tried to pass through the British destroyers by surprise; V-187 was surrounded by eight destroyers and sunk. As British ships began to rescue survivors from the water, the German light cruiser Stettin approached and opened fire, forcing the British to abandon the rescue, leaving behind British sailors. The British submarine E4 had observed the action and launched a torpedo at Stettin but missed; Stettin attempted to ram the submarine, which dived to escape. When E4 resurfaced the larger ships had gone and the submarine rescued the British crewmen afloat in small boats with the German survivors. The Germans were left behind with a compass and direction toward the mainland as the submarine was too small to take them. At 08:15, Keyes—with Lurcher and another destroyer—sighted two four-funnelled cruisers. Still unaware that additional British ships were involved, he signalled Invincible that he was chasing two German cruisers. Goodenough received the signal, abandoned his search for enemy vessels to attack and steamed to assist Keyes against his own ships, Lowestoft and Nottingham. Keyes being chased by four more enemy cruisers, attempted to lure them towards Invincible and New Zealand, reporting them as enemy ships. Eventually, Keyes recognised Southampton and the ships attempted to rejoin Tyrwhitt. The British submarines were still unaware that the other ships were present and at 09:30, a British submarine fired two torpedoes at Southampton; the submarine missed and then escaped when Southampton tried to ram. Lowestoft and Nottingham remained out of communication range; separated from the rest of their squadron, they took no further part in the action.
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The result was disastrous on three grounds. Firstly, it associated the monarchy with the unpopular war; secondly, Nicholas proved to be a poor leader of men on the front, often irritating his own commanders with his interference; and thirdly, being at the front made him unavailable to govern. This left the reins of power to his wife, the German Tsarina Alexandra, who was unpopular and accused of being a spy and under the thumb of her confidant Grigori Rasputin, himself so unpopular that he was assassinated by members of the nobility in December 1916. The Tsarina proved an ineffective ruler in a time of war, announcing a rapid succession of different Prime Ministers and angering the Duma. The lack of strong leadership is illustrated by a telegram from Octobrist politician Mikhail Rodzianko to the Tsar on 11 March [O.S. 26 February] 1917, in which Rodzianko begged for a minister with the "confidence of the country" be instated immediately. Delay, he wrote, would be "tantamount to death".
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On 17 April 1915, Lusitania left Liverpool on her 201st transatlantic voyage, arriving in New York on 24 April. A group of German-Americans, hoping to avoid controversy if Lusitania was attacked by a U-boat, discussed their concerns with a representative of the German Embassy. The embassy decided to warn passengers before her next crossing not to sail aboard Lusitania. The Imperial German Embassy placed a warning advertisement in 50 American newspapers, including those in New York: Notice! Travellers intending to embark on the Atlantic voyage are reminded that a state of war exists between Germany and her allies and Great Britain and her allies; that the zone of war includes the waters adjacent to the British Isles; that, in accordance with formal notice given by the Imperial German Government, vessels flying the flag of Great Britain, or any of her allies, are liable to destruction in those waters and that travellers sailing in the war zone on the ships of Great Britain or her allies do so at their own risk. Imperial German Embassy Washington, D.C., 22 April 1915. This warning was printed adjacent to an advertisement for Lusitania's return voyage. The warning led to agitation in the press and worried some of the ship's passengers and crew. Lusitania departed Pier 54 in New York, on 1 May 1915 at 12:20 p.m. A few hours after the vessel's departure, the Saturday evening edition of The Washington Times published two articles on its front page, both referring to those warnings.[69]On May 7, 1915, Lusitania was nearing the end of her 202nd crossing, bound for Liverpool from New York, and was scheduled to dock at the Prince's Landing Stage later that afternoon. Aboard her were 1,266 passengers and a crew of 696, which combined totaled to 1,962 people. She was running parallel to the south coast of Ireland, and was roughly 11 miles (18 km) off the Old Head of Kinsale when the liner crossed in front of U-20 at 2:10 pm. Due to the liner's great speed, some believe the intersection of the German U-boat and the liner to be coincidence, as U-20 could hardly have caught the fast vessel otherwise. There are discrepancies concerning the speed of Lusitania, as it had been reported traveling not near its full speed. Walther Schwieger, the commanding officer of the U-boat, gave the order to fire one torpedo, which struck Lusitania on the starboard bow, just beneath the wheelhouse. Moments later, a second explosion erupted from within Lusitania's hull where the torpedo had struck, and the ship began to founder much more rapidly, with a prominent list to starboard.
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When the war in Europe began in August 1914, Britain promptly requested Japanese assistance. On 15 August, Japan issued an ultimatum, stating that Germany must withdraw her warships from Chinese and Japanese waters and transfer control of its port of Tsingtao to Japan. The next day, Major-General Mitsuomi Kamio, General Officer Commanding (GOC), 18th Infantry Division, was ordered to prepare to take Tsingtao by force. The ultimatum expired on 23 August, and Japan declared war on Germany. At the beginning of hostilities, the ships of the East Asia Squadron under Vice Admiral Maximilian von Spee were dispersed at various Pacific colonies on routine missions. Spee's ships rendezvoused in the Northern Mariana Islands for coaling. SMS Emden then headed for the Indian Ocean, while the rest of the squadron made their way to the west coast of South America. The squadron engaged and destroyed a Royal Navy squadron at the Battle of Coronel, before being destroyed at the Battle of the Falkland Islands in the South Atlantic. The Boxer Rebellion at the beginning of the century had led Germany to consider the defense of Tsingtao. The port and town were divided from the rest of the peninsula by steep hills. The natural line of defense lay along the hills, from the Kaiserstuhl to Litsuner Heights. A second 17 km (11 mi) line of defense was set up along a closer line of steep hills. The final line of defense was along hills 200 m (660 ft) above the town. A network of trenches, batteries and other fortifications had been built in preparation for the coming siege. Germany had strengthened the defenses from the sea, laying mines in the approaches to the harbour and building four batteries and five redoubts. The fortifications were well equipped (though some with obsolete Chinese artillery) and were well manned. On 27 August, the Imperial Japanese Navy (IJN) sent ships under Vice-Admiral Sadakichi Kato, flying his flag in the pre-dreadnought Suwo, to blockade the coast of Kiaochow. The British Royal Navy (RN) strengthened the Japanese fleet by sending the China Station's pre-dreadnought HMS Triumph and the destroyer HMS Usk. According to a German press report after the siege, the Triumph was damaged by the German shore batteries. The blockading fleet consisted mainly of nearly obsolete warships, though it did at times include a few modern vessels. These included the dreadnoughts Kawachi, Settsu, the battlecruiser Kongō, her sister Hiei, and the seaplane carrier Wakamiya, whose aircraft became the first of its kind in the world to attack land and sea targets. These Japanese aircraft would also take part in another military first, a night-time bombing raid. Japanese troops coming ashore near Tsingtao The 18th Infantry Division was the primary Japanese Army formation that took part in the initial landings, numbering some 23,000 soldiers with support from 142 artillery pieces.
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Cunard chairman Lord Inverclyde thus approached the British government for assistance. Faced with the impending collapse of the British liner fleet and the consequent loss of national prestige, as well as the reserve of shipping for war purposes which it represented, they agreed to help. By an agreement signed in June 1903, Cunard was given a loan of ￡2.6 million to finance two ships, repayable over 20 years at a favourable interest rate of 2.75%. The ships would receive an annual operating subsidy of ￡75,000 each plus a mail contract worth ￡68,000. In return, the ships would be built to Admiralty specifications so that they could be used as auxiliary cruisers in wartime. Cunard established a committee to decide upon the design for the new ships, of which James Bain, Cunard's Marine Superintendent was the chairman. Other members included Rear Admiral H. J. Oram, who had been involved in designs for steam turbine-powered ships for the Royal Navy, and Charles Parsons, whose company Parsons Marine was now producing revolutionary turbine engines. Parsons maintained that he could design engines capable of maintaining a speed of 25 knots (46 km/h; 29 mph), which would require 68,000 shaft horsepower (51,000 kW). The largest turbine sets built thus far had been of 23,000 shp (17,000 kW) for the Dreadnought-class battleships, and 41,000 shp (31,000 kW) for Invincible-class battlecruisers, which meant the engines would be of a new, untested design. Turbines offered the advantages of generating less vibration than the reciprocating engines and greater reliability in operation at high speeds, combined with lower fuel consumption. It was agreed that a trial would be made by fitting turbines to Carmania, which was already under construction. The result was a ship 1.5 knots (2.8 km/h; 1.7 mph) faster than her conventionally powered sister Caronia with the expected improvements in passenger comfort and operating economy. The ship was designed by Leonard Peskett and built by John Brown and Company of Clydebank, Scotland. The ship's name was taken from Lusitania, an ancient Roman province on the west of the Iberian Peninsula—the region that is now southern Portugal and Extremadura (Spain). The name had also been used by a previous ship built in 1871 and wrecked in 1901, making the name available from Lloyds for Cunard's giant. Peskett had built a large model of the proposed ship in 1902 showing a three-funnel design. A fourth funnel was implemented into the design in 1904 as it was necessary to vent the exhaust from additional boilers fitted after steam turbines had been settled on as the power plant. The original plan called for three propellers, but this was altered to four because it was felt the necessary power could not be transmitted through just three.
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On 8 March, his ship low on supplies and in need of repairs, the captain of the Dresden decided to hide his vessel and attempt to coal in Cumberland Bay near the neutral island of Más a Tierra. By coaling in a neutral port rather than at sea, Dresden's Captain Lüdecke gained the advantage of being able to intern the ship if it was discovered by enemy vessels. British naval forces had been actively searching for the German cruiser and had intercepted coded wireless messages between German ships. Although they possessed copies of captured German code books, these also required a "key" which was changed from time to time. However, Charles Stewart, the signals officer, managed to decode a message from Dresden for a collier to meet her at Juan Fernandez on 9 March. A squadron made up of the cruisers HMS Kent and Glasgow along with the auxiliary cruiser Orama found the Dresden in the harbour because its sailors had joined a football match on the shore. The British ships cornered the Dresden in the bay on 14 March, challenging it to battle. Glasgow opened fire on Dresden, damaging the vessel and setting it afire. After returning fire for a short period of time, the captain of Dresden decided the situation was hopeless as his vessel was vastly outgunned and outnumbered, while stranded in the bay with empty coal bunkers and worn out engines. Captain Lüdecke gave the order to abandon and scuttle his vessel. The German crew fled the cruiser in open boats to reach the safety of the island, which was neutral territory. The British cruisers kept up their fire on Dresden and the fleeing boats until the light cruiser eventually exploded, but it is unclear whether the explosion was caused by the firing from the British ships or from scuttling charges set off by the Germans. After the ship exploded, the British commander ordered his ships to capture any survivors from Dresden. Three Germans were killed in action and 15 wounded. The British suffered no casualties. With the sinking of Dresden, the last remnant of the German East Asian Squadron was destroyed, as all the other ships of the squadron had been sunk or interned. The only German presence left in the Pacific Ocean was a few isolated commerce raiders, such as SMS Seeadler and Wolf. Because the island of Más a Tierra was a possession of Chile, a neutral country, the German Consulate in Chile protested that the British had broken international law by attacking an enemy combatant in neutral waters.
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