The Wreck of DKM Bismarck − A Marine Forensics Analysis 1 The ...

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The Wreck of DKM Bismarck − A Marine Forensics Analysis This drawing, showing the proximity of the centerline propeller to the two rudders, shows how it was possible that the damaged rudder was forced into contact with the centerline propeller. There was no mention of the center propeller being disabled in dialog with the Baron and with LT Junack 21 , who were the senior surviving officers. Because of the rough sea conditions, the Germans were unaware of the damage to the centerline propeller and the seriousness of the rudder damage. They did hear or feel banging and vibration after the torpedo explosion. As ordered by Captain Lindemann, LCDR Walter Lehmann, the battleship’s Chief Engineer 22 , varied the propeller rotations on the three shafts in an effort to counter the effects of what they believed were jammed rudders. LCDR Lehmann called each of the officers in charge of the three engine rooms and told them to station a man at the forward throttle to the turbines, another at the throttle for the astern turbine, and a standby in case of an emergency, instead of manning the engine controls in each of the engine rooms. This procedure was followed to respond precisely to the commands that would be given by Captain Lindemann from the bridge. According to LCDR von Müllenheim- Rechberg: 21 Author Bill Garzke corresponded with CDR Junack from 1961-1975 and the Baron from 1965-1993. Bob Dulin and Bill Garzke interviewed the Baron in Annapolis, Maryland in September 1980. 22 Although official USN terminology is “engineer officer,” “chief engineer” is the most common usage. 18
The Wreck of DKM Bismarck − A Marine Forensics Analysis "The Bismarck's hull shook noticeably as Lindemann ordered various speeds and combinations of propellers in an attempt to bring us back on course. The orders came down from the bridge in rapid succession: 'Port engines half ahead, center and starboard engines stop' - 'Port and center engines half ahead, starboard engines back slow' – ‘Port engines full ahead, starboard engines stop.' ” These orders were carried out in the machinery spaces in violation of all routine safety procedures for waiting between "full ahead," “full astern,” or "all stop." It was a desperate effort to bring the ship back on a course away from the enemy. Severe vibrations were noted, particularly in the region of the center engine room. With the machinery space ventilation and accesses closed due to a night engagement with the British destroyers, temperatures in the boiler and engine rooms reached 50 o Centigrade − 122° Fahrenheit − with men in leather jackets! 23 Efforts to restore the steering continued until the divers realized that they could not continue any damage repairs due to the swirling of water within the steering gear room. There was some discussion of using explosives to sever the rudder shafts, but Captain Lindemann would not allow this, as he felt it would cause damage the centerline propeller, which was located very close to the rudders. These efforts lasted for about 15 minutes until Captain Lindemann realized that any further attempts to use the propellers for steering were futile. At one point, the ship would respond and take a favorable heading, but in the next instant the rudder position and the wind and sea conditions would turn the ship around to the northwest again. Such behavior in a seaway is typical of a ship with no steering control. When Captain Lindemann tried variations in speed and combinations of propellers in an attempt to resume a course to the southeast, the Bismarck’s hull shook noticeably. It was unknown to the crew that this vibration was caused by the damaged centerline propeller. The lack of steering control caused the ship to head into the prevailing heavy seas, leading to stern slamming that might have changed the damaged rudder’s position. Since the gas bubble from the torpedo explosion was trapped under the stern and not free to vent to the water surface, as it would be at the side of the ship, the force of the torpedo explosion caused a sensation of lifting the stern. It also ripped a hole in the underside of the hull that allowed water to enter the steering gear rooms. The foundation surrounding the starboard rudder stock was very severely damaged. Since both the port and starboard rudder were cross-connected, the steering machinery was mangled and the steering system was permanently disabled. The position of the damaged starboard rudder in the wake of the center propeller kept the ship in a port turn. Just after the torpedo hit occurred, the ship heeled violently to port. The sensation from that heeling was such that some survivors thought she might capsize. LT Gerhard Junack, who was in charge of the center engine room, reported that "floor plates in the center engine were moved upward about 0.5 meters 24 . Welds failed. Water poured in through the port shaft alley. The safety valve in the starboard engine room closed and the turbines were shut down or slowed.” 23 The Baron interviewed LT Junack to obtain this information. 24 The vertical displacement of the floor plates may have been caused by the damaged out-of-balance centerline propeller. 19
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