U - 4 5 9

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(A  SUPPLY  U - BOAT)

INTERROGATION OF SURVIVORS

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September, 1943.

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C O N T E N T S

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I.

Korvettenkapitän	-	Lieutenant Commander
Kapitänleutnant	-	Lieutenant.
Oberleutnant zur See	-	Sub-Lieutenant.
Leutnant zur See	-	Junior Sub-Lieutenant.
Oberfähnrich zur See	-	Senior Midshipman.
Fähnrich zur See	-	Junior Midshipman.
Marinestabsarzt	-	Surgeon Lieutenant.

II.

protection/ . . .

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protection.  It had shields on each side but not to the rear.  In front, the gunlayer had to rely on the guns themselves for protection.  (N.I.D. Note:  This gun is more fully described in C.B. (74), Section II.)

        The above armament was mounted in U.459 following her fifth patrol.  Previously she had carried one 37 mm. gun forward, one 37 mm. gun aft, and four M.G. C.34's mounted on the bridge as required.

        (b)  Gun Deck Levels:

        The deck of the bandstand was flush with that of the bridge.  The deck of the additional bandstand was 3 feet below that of the bandstand proper.

        (c)  Torpedoes:

        Four had been carried in deck containers on all patrols except the send and the last.

        These were for transfer to other U-boats.  Prior to the last patrol the deck containers were removed.

        (d)  Torpedoes:        None.

(vi)    Propulsion:

        (a)  Diesels:        Two 6-cylinder G.W. Diesels, with Rootes type superchargers.

(xii)    Hoses/ . . .

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(xii)    Hoses:        One for fuel, one for lubricating oil and two spares.  The diameter of the fuel hose was 15 cm.  (5.91").

(xiii)    Workshops:        This was in the stern and contained a lathe and small boring mill.

(xiv)    Welding Equipment:        Three acetylene bottles under the bridge structure.

(xv)    Oxygen Equipment:        Three groups of four bottles inside the U-boat.

(xvi)    G.S.R.        Metox R.600.A carried with fixed drum-shaped aerial.  The set was fitted with an oscillograph with a scale graduated from 0 to 100.  There was also a Magic Eye, tube Tuna

        U.459's set had previously been intended for a destroyer.  Four spare G.S.R. sets and two or three spare aerials complete with cable were usually carried for supply to other U-boats.

(xvii)    Radar:         None.  A prisoner said that no spare Radar sets were carried for other boats because the weight of one was the equivalent to that of two torpedoes.

(xviii)    W/T Equipment:

        All transmitters and receivers fitted were by Telefunken.  The range of the short wave transmitter was 20 to 80 meters approx. that of long wave transmitter 100 metres upwards.  An emergency transmitter, driven through rotary converter from a battery, worked on wavelengths between 20 and 60 metres.  A normal standard receiving set was carried.

        Some spare receiving sets were carried for supply to other U-boats.

/III. . . .

- 3 -

III.

LAST PATROL OF U.459.

(i)    U.459 Sails on Last Patrol with U.117.

        U.459 sailed from Bordeaux at 0930 on 21st July, 1943, and after 7 - 8 hours sailing made fast to a buoy in the mouth of the Grionde estuary.  There she remained overnight.  She was stored for a patrol of eight weeks.

        In the forenoon of 22nd July she was joined by U.117, commanded by Korvettenkapitän Hans Neumann, who secured to a second buoy.  U.461, commanded by Korvettenkapitän der Reserve Wolf Stiebler, also arrived but put back almost at once owing to a leak in Diving Tank 6.  (N.I.D. Note:  U.461 was sunk on 30th July, 1943, survivors being captured.)

        At about 1430 U.459 slipped moorings and proceeded to sea.  She was shortly overtaken by U.117.  Escort consisted of one Sperrbrecher, two destroyers and four minesweepers.  The following line ahead formation was taken up:  The Sperrbrecher, one destroyer, U.117, U.459 and the second destroyer astern.  Two minesweepers took station on each beam.  There was no air escort.  Speed of the group was about 10 - 12 knots, the ships being about 500 yards apart.  Shortly after midnight on 23rd July the escort parted company and the two U-boats dived.

(ii)    Sabotage Discovered.

        In U.459 it was found that the air quick release valve had failed to close properly and that the U-boat was shipping water rapidly.  On surfacing it was found that the boat had been very cleverly sabotaged by the insertion of a thick piece of copper wire bound round part of the valve seating.  This piece of wire having been removed, U.459 dived successfully.  The incident was reported by signal to the Bordeaux base.

(iii)    Operational Orders Changed.

        A prisoner said that, prior to diving, a signal was received to the effect that the operational area had been changed and they were to steer south.  Another prisoner said that he had heard that they were to follow another U-boat to the South Atlantic, which would eventually need supplying.

        In pursuance of her orders, U.117 turned south.  Wilamowitz-Möllendorf decided to continue on a westerly course for a few more hours.  U.459 surfaced for a short period on 24th July, diving again at 0800.  She once more surfaced at about 1500.

IV./ . . .

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IV.

SINKING OF U.459.

(i)    An Aircraft Crashes On U.459.

        At about 1715 U.459 was surprised and attacked by an aircraft approaching fine on the starboard bow, which, in spite of fire from the single 20 mm. guns, pressed home a very determined attack.  (N.I.D. Note:  This aircraft was Wellington Q of 172 Squadron.)  The aircraft had achieved almost complete surprise, for there was no time to bring the quadruple 20 mm. gun to bear.  Ratings were still trying to get additional ammunition supplies up through the conning tower when there was a tremendous explosion.  Few prisoners have been able to give any coherent account of what actually happened, but it is known that the aircraft struck the bandstand on the starboard side, carrying away the single 20 mm. gun, then slowed round and tore the quadruple gun from its mounting and finally crashed into the sea.  Three depth charges became detached, two falling on the bandstand and one right aft.  All ratings abaft the bridge were killed by the impact of the aircraft.  Because of this fact it has not been possible to establish satisfactorily whether the aircraft was brought down by A/A fire, or by the dry explosion of a depth charge, or whether it crashed owing to an error of judgment of the pilot.

        (N.I.D. Note:  The Air Gunner, sole survivor of Q/172, stated that when attacking, the Captain reported over inter-communication that the U-boat was preparing to fight.  At 1000 yards pieces started to fly off the fuselage when at a height of 100 feet.  There was an explosion and he lost consciousness, coming to in the water to find himself beside a dinghy.)

        At the time of the crash U.459 was proceeding slow ahead.  In the brief moment of panic which ensued, the three depth charges were precipitately thrown overboard, and one at least exploded under the stern, wrecking the steering gear and causing considerable damage in the engine room.  Switchboards in the electric motor room caught fire and the Diesels were jolted from their bases.  Out of control, the U-boat began to turn in circles, and because of this no attempt could be made to rescue the single R.A.F. survivor who was observed floating in a dinghy.  Wilamowitz-Möllendorf was still reluctant to abandon ship.  He believed that a chance remained that the damage could be repaired and possibly that the U-boat could make base on the surface.  Accordingly he ordered a signal to be made requesting air escort at the earliest possible moment.  As a precaution, however, he ordered all the thirty rubber dinghies to be brought on deck.  The fire in the electric motor room was got under control, although acetylene bottles beside the bridge, which had been fired by the aircraft, were still burning.

(ii)    Second Aircraft Attack.

        Hopes were dashed when a second aircraft appeared, dropped two or three depth charges wide of the U-boat and then returned to machine gun the decks.  (N.I.D. Note:  This aircraft was V of 547 Squadron.)  Machine gun fire destroyed a considerable number of the dinghies and penetrated the external tanks.  Some ratings tried to clear away the 37 mm. gun, but they were either killed or wounded by a further burst of fire.  It was this attack which decided Wilamowitz-Möllendorf to abandon ship.  A signal reporting sinking and the shooting down of one aircraft was made, although the transmitter was damaged and working only at very low strength.  It was doubted whether the signal was ever picked up.

        Wilamowitz-Möllendorf then ordered every man into the water.  He himself remained on the bridge and, having saluted his men as they pulled away in the remaining rubber dinghies, went below to scuttle the U-boat.  He was never seen again by survivors and it was thought that he made no attempt to save himself.  The U-boat remained about five minutes above water.  There was then a sharp explosion and black smoke poured from the conning tower.  U.459 then settled rapidly and finally sank by the stern.

        The sinking took place at approximately 1730.  A short while afterwards a third aircraft appeared, dropped two smoke floats and flashed the letters "O.K."

Survivors/ . . .

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        Survivors were rescued some 7-1/2 hours later, by O.R.P. "ORKAN".  (N.I.D. Note:  O.R.P. "ORKAN" reported picking up one R.A.F. man and 37 Germans in position 45⁰47'N., 010⁰37'W. at 0230 on 25th July, 1943)

V.

GENERAL REMARKS ON U-BOATS.

(i)    Refueling by Supply U-boats.

        (a)  Arranging Rendezvous.  U-boats generally signal Control at the latest when their fuel supply is down to about 10 tons, requesting a rendezvous with a supply U-boat.  Control then signals a supply U-boat and the U-boat in need of supply, instructing them to proceed to a certain position.  The use of U/T is forbidden in making rendezvous, and the U-boats have to rely on Aldis lamps for establishing contact.  Under no circumstances must a supply U-boat contact other boats direct.  All instructions must proceed via Control.  No special time is arranged for Control to contact supply U-boats.  The latter must always have their sets manned awaiting incoming signals.

        (b)  Amounts of Fuel Supplied.  U-boat may be supplied with any quantity from 8 to 80 tons of fuel, these being the extremes supplied by U.459.  A prisoner said that he had heard that U.511, when proceeding to Japan, had been supplied with 85 tons of fuel by U.460.

        (c)  Description of Hose.  The hose used for the transfer of fuel is made up of various lengths connected together.  Those have an internal diameter of 3.5".  In the supply boat there is an additional 8 metre length of rubber impregnated linen hose, to which is connected an 8 metre length of armored hose to prevent damage through chafing, where the hose leaves the supply boat.

        Between the supply boat the the U-boat being fueled are connected five 16-metre lengths of non-armored hose, with a further 8 metre armored length, where the hose enters the boat being fueled.

        In the boat being fueled three further 16 metre lengths of non armored hose are used.

        Thus the total length of fueling hose is 152 metres (500 feet).

        When lubricating oil is to be transferred, a similar hose of 2.16" internal diameter is also passed across.

The average/ . . .

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        The average time taken between a supply U-boat meeting a U-boat and passing the hose across and connecting it, was said to be half an hour.  Fueling is effected at an average rate of 20 tons an hour.  To disconnect and get clear takes a further half hour.  Thus an average supply will take about three hours.

        (e)  Transfer of Lubricating Oil.  It was formerly the custom to stop the lubricating oil hose to the fuel hose, but now they are normally passed separately, as it is not always necessary to transfer lubricating oil.

         The supply U-boat carried about 15 tons of lubricating oil in internal tanks.

(ii)    Transfer of Torpedoes at Sea.

        A prisoner stated that U.459 only once transferred a torpedo to an operational U-boat.  That was on her third patrol.  The torpedo was hoisted outboard by means of a derrick on the conning tower.  The torpedo had two balloon floats secured to it, one at the head and the other at the tail.  A rubber dinghy supported its centre.

(iii)    Special Bridge Watch in the Bay of Biscay.

        In U.459 a bridge watch of six was on duty in the Bay of Biscay.  This consisted of four men, including the Officer of the Watch, on the bridge itself, and two men to serve the 20 mm. quadruple gun, standing by the helmsman.

(iv)    Quadruple 20 mm. Gun's Crew.

        There was a crew of four for the quadruple 20 mm. mounting.  Number one was the gunlayer and controlled elevation by means of a wheel on a vertical axis.  Number Two was the trainer, operating a wheel on a horizontal axis.  Three and Four were loading members, each man supplying two guns.

(v)    Gun Drill.

(viii)/ . . .

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(viii)    M.A.N. Works at Augsburg.

        A prisoner said that he had visited the M.A.N. Works at Augsburg in August, 1941.  At that time they had about twelve U-boat Diesels on the test bed at once.  He had also seen a big opposed piston Diesel, which he presumed was for a German cruiser.

        In an air raid in that year one machine shop had been smashed up, but only one man, an ex-soldier, had been killed.

(ix)    M.A.N. Mechanically-Driven Diesel Supercharger.

        A Stoker Petty Officer said that M.A.N. had developed their own mechanically-driven Diesel supercharger, as they wished to be free of their connection with the Buchi firm.  The M.A.N. superchargers were not yet fitted in any U-boats, as they had given a lot of trouble.

(x)    Acoustic Torpedoes.

       A Stoker Petty Officer said that he had heard of trials with acoustic torpedoes at the Hamburger Schiffsbau Versuchsanstalt.  An air raid had once been made on this station.

(xi)    U-boat Batteries.

VI/ . . .

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VI.

SURFACE SHIPS.

(i)    Cruiser "KÖLN".

        Stated to be not at present in commission.  (N.I.D. Note:  Reported by reconnaissance at Kiel 31st July, 1943).

(ii)    Cruiser "LEIPZIG".

        Stated to be not at present in commission.  (N.I.D. Note:  Reported at Gdynia 1st August, 1943 (C.3)).

(iii)    Cruiser "NURNBERG".

        At present used as a Cadet's training ship.  (N.I.D. Note:  Reported by reconnaissance to have left Swinemünde between 27th July and 18th August.

(iv)    Cruiser "PRINZ EUGEN".

        Said to be capable of maximum speed of 29.7 knots.  (N.I.D. Note:  Designed speed was 32 knots).

VII/ . . .

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VII.

BASES, TRAINING ESTABLISHMENTS, ETC.

(i)    Bordeaux.

        (a)  12th Flotilla.  The 12th Flotilla, to which all Atlantic supply U-boats belong, is based at Bordeaux, (Field Post Number:  M.47587).  Senior Officer of the flotilla is Korvettenkapitän Claus SCHOLTZ.

        (b)  13th Flotilla.  The 13th Flotilla is in process of formation and will be based on Bordeaux as soon as a sufficient number of U-boat shelters have been built.

        (c)  Camouflage numbers.  Camouflage numbers are now being worn by Bordeaux U-boats.  U.459 was BX 6 in April and BX 24 in June, 1943.  A U-boat never wears the same number twice when entering Bordeaux.

        (d)  U-boat shelters.  On the 17th October, 1942, half one pen had been completed; on 20th April, 1943, four or five pens had been completed; on 3rd June, 1943, eight pens were completed and it was thought that in July, 1943, a total of eleven pens were ready for use.

        French workmen were not allowed in the U-boat shelters during construction, but once they were finished they were admitted if their duties required it.

        (e)  Services' Prison.  There is a special prison for "hard cases" of all three Services in Bordeaux.  Unpleasant conditions were said to obtain there.  Prisoners were chained wrists to ankles and received half rations only.  Food was of inferior quality.  The prison was known in naval slang as the "Löwenkäfig" (Lion's cage).  It was very often full.

        (f)  Sabotage.  In December, 1942, two freighters were said to have been sunk in Bordeaux harbour owing to sabotage.

VIII/ . . .

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VIII.

MISCELANEOUS REMARKS.

(i)    Gas against Aircraft.

        One prisoner believed that Germany was employing a new secret weapon by means of which gas shells were fired at aircraft, causing their engines to fail.

(ii)    Air-raid Damage.

        A prisoner said that at Mannheim one factory making tractors, and a second making tyres for tractors and bulldozers had both been burnt to the ground in air-raids.

(iii)    Superstition.

        It was said that a superstition existed among U-boat men that if a boat was sunk, all of her company who had been awarded the Iron Cross First Class were bound to drown.  Before starting on the last patrol, one of U.459's ratings had written a letter to be sent to his relatives should he not come back.  This was regarded as an invitation to disaster.

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APPENDIX "A".

BUILDING AND WORKING UP OF U.459.

Building and Commissioning.

        U.459 was built by the Deutsche Werke, Kiel being one of the series U.459 to U.464.  It is not known when she was laid down or launched but prisoners stated that they were drafted to Kiel to stand by the boat in October, 1941, and that she was finally commissioned on 15th November, 1941.  Korvettenkapitän der Reserve WILAMOWITZ-MÖLLENDORF was in command.  (See also C.B. 4051 (50) Pages 6 and 9.)

Working up in the Baltic.

        Working up was completed in the Baltic by February, 1942.  During this time, U.459 visited both Hel Peninsular and Danzig, but not Rönne, on the island of Bornholm, where silent running tests are usually carried out.

        U.459 returned to Kiel in February for final adjustments.

APPENDIX "B".

PREVIOUS PATROLS OF U.459.

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U-boat commanded by Kapitänleutnant CREMER (U.333).  CREMER's U-boat had been damaged by a destroyer and had lost two men.  These men were replaced by U.459, but they later rejoined in St. Nazaire.  They reported that on passage home CREMER's U-boat had been narrowly missed by a salvo of four torpedoes fired by an enemy submarine.

        At the beginning of November U.459 refueled U.706 (Kapitänleutnant von ZITZEWITZ).  (N.I.D. Note:  U.706 was sunk on 2nd August, 1943.  See also C.B. 04051 (80)).  U.459 was then herself obliged to refuel from another U-boat before returning to base.  She reached St. Nazaire on 10th November, 1942.  She spent a very brief period refitting in dock.

(iv)    Fourth Patrol.

        U.459 left St. Nazaire on December 20th, 1942, for the South Atlantic and again operated in the Cape Town area.  The first boat supplied was the Italian submarine AMMIRAGLIO CAGNI this rendezvous took place off the Island of St. Helena.  The Captain came aboard with a present of wine for WILAMOWITZ-MÖLLENDORF.  U.459 continued south and in January, 1943, met and refueled U-boats commanded by Kapitänleutnant Helmit WITTE, Kapitänleutnant Georg LASSEN and Kapitänleutnant Erich WUERDEMANN (U.506).  (N.I.D. Note:  See C.B. 04051 (75) Appendix B).  U.506 received about 90 tons of oil, provisions and new bearings for her electric motors.  One of the three U-boats later reported the sinking of seven freighters off South Africa.  (N.I.D. Note:  This U-boat was probably that commanded by Kapitänleutnant LASSEN).

        Returning home, U.459 rendezvous with U-202 on 11th-13th February, 1943.  (N.I.D. Note:  U.202 was sunk on 2nd June, 1943.  See also C.B. 04051 (72)).  The rendezvous took place north of the Canaries.  U-202 received 25 tons of fuel and provisions.

        U.459 again rendezvoused with U.202 on the morning of 14th February, to take off Leutnant zur See SCHULSE, U.202's Second Lieutenant who was suffering from appendicitis.

        On 28th February U.459 rendezvoused with U-202 for the third time and transferred 75 tons of fuel to her.  This rendezvous was said to have occurred off the Azores.

        One prisoner said that at this time U.459 also supplied a further nine U-boats, all of which had expended their fuel hunting the same convoy as U.202.  (N.I.D. Note:  This convoy is believed to be U.C.1.  See C.B. 04051 (72) Appendix B).  One of the nine U-boats had been very severely damaged by what was alleged to be the explosion of an ammunition ship.  When she was found by U.459 she was circling at 10 knots.  Her compressors were wrecked.  She was unable to stop engines as she could not have started them again, nor could she dive.  In addition her batteries were smashed.  Orders were received from Control that all but a minimum skeleton crew should be taken off and distributed between U.459 and a 500-tonner who was also present.  The skeleton crew were to attempt to get the disabled U-boat home.  U.459 survivors thought that she could never have made base.

        Before returning home U.459 was refueled by a U-boat bearing the conning-tower device of a black cat multiplied by the number "three".  (N.I.D. Note:  A U-boat with this device sank S.S. SCANIA on 5th August, 1942, in position 24⁰52'N., 59⁰27'W.).

        U.459 returned to Bordeaux, where she arrived on 3rd March, 1943.

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        U.459 sailed again on 21st April.  When proceeding through the Bay of Biscay a signal was received giving warning of the presence of British submarines in the Bay.  U.459 later saw a submarine and at once submerged.  A short while afterwards WILAMOWITZ-MÖLLENDORF received a U/T signal from the "submarine" which turned out to be a U-boat commanded by Kapitänleutnant Ulrich GRAEF, asking him if he had seen a British submarine.  A German minesweeper was later sighted which claimed to have rammed a British destroyer.  The Captain said that it was so near the destroyer that the latter was unable to bring heavy armament to bear.  The destroyer had developed a list and the minesweeper was severely damaged.

        One prisoner said that up to 24 refuelings were carried out on this patrol.  Another prisoners said that he remembered that U.459 refueled one 740-ton U-boat and sixteen 500-tonners.  U.459 herself refueled by two 500-ton U-boats.  One of these was a Type VII minelayer, which gave them 54 tons of fuel before returning to base.  The other 500-tonner was also returning damaged, having blown tanks when under an iceberg.

        Commanding Officers of U-boats refueled were:  Oberleutnant zur See von TROTHA, Kapitänleutnant PIENING, Kapitänleutnant PRAETORIUS, and Oberleutnant zur See FIEDLER, who was supplied within a day's sail of the Bay of Biscay.  Prisoners said that they heard later in Bordeaux that FIEDLER's U-boat had been sunk, eighteen survivors being picked up by another U-boat.

        On one or two occasions on this patrol U.459 supplied other U-boats with G.S.R. seta and Southern Cross type aerials.

        During this patrol U.459 was attacked when submerged at 120 feet by a destroyer who dropped eleven depth-charges.  No serious damage was caused.  She remained submerged for from four to five hours.

        At the end of May, when returning to base, U.459 was attacked by two aircraft as she was about to enter the Bay of Biscay.  One of these, thought to be a four-engined British Lancaster bomber, was shot down by one of her single 20 mm. guns.  This attack  occurred between 1300 and 1400 about five to six days out from Bordeaux.  Prisoners thought the aircraft had sunk another U-boat shortly before.

        U.459 reached Bordeaux on 3rd June, 1943.  She was docked and her new A.A. armament was mounted.  When she was about to sail on her sixth and last patrol Korvettenkapitän SCHOLTZ, S.O. of the 12th flotilla, remarked to WILAMOWITZ-MÖLLENDORF:  "On the last patrol you had one barrel and you shot down one aircraft; now you have five more barrels, go out and shoot down six".

APPENDIX "C".

SHIP'S COMPANY OF U.459.

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        It is not known when he rejoined the German Navy, but before taking command of U.459 he is known to have had command of U.2, when that U-boat was a School boat in the Baltic.

        WILAMOWITZ-MÖLLENDORF was popular throughout the U-boat arm.

        He was regarded as highly efficient and the best of the supply U-boat Captains, by those he supplied.  In his own ship his popularity amounted almost to hero-worship.  He had a cheerful disposition and was a born humorist.  Survivors considered that it was quite in keeping with his character that he should choose to go down with his ship.

        A number of survivors hinted that von WILAMOWITZ-MÖLLENDORF's career between wars wa a chequered one.  It was said that he had become involved with Jews in a Hamburg banking scandal and had seen the inside of both prisons and concentration camps.  He had allegedly shot a man in the Rhineland and had taken part in the blowing up of a municipal building.  All these deeds were presumably performed before the commencement of the Hitler regime.

        He was a misogynist and a ready tippler.

(ii)    First Lieutenant.

        Oberleutnant zur See Karl KÄMPER, the first Lieutenant, was 32 years old.  Before the outbreak of war he was a merchant navy officer, serving in the liner COLUMBUS.  He joined U.459 for her third patrol, taking the place of a leutnant zur See STOEFFLER who had himself replaced an Oberleutnant zur See HERRING.

        KÄMPER refused all other information regarding his naval career.  He was a man of slight education and an ardent National Socialist.

(iii)    Second Lieutenant.

        Marinestabsarzt Johannes GEBHARDT, aged 32, who survived, is protected

- 15 -

personnel and could not be interrogated.  Other prisoners said that he was carried not so much for the ship's company of U.459 as for attending to cases aboard the U-boats she met.  Many rendezvous which were made were less for refueling than for medical attendance.

(viii)  General.

        The remainder of the ship's company appeared to be of average efficiency and intelligence.  Gunnery drill did not appear to be so efficient in this U-boat as in smaller operational U-boats.  Morale was not particularly high.

- 16 -

APPENDIX "D".

Nominal Roll of U.459.

(i)    Survivors:

Name.	Rank.	English Equivalent.	Born.
GEBHARDT, Johannes	Marinestabsarzt	Surgeon-Lieutenant	22.10.11.
KÄMPER, Karl	Oberleutnant zur See	Sub-Lieutenant	18.12.10.
von KIRSCHBAUM, Wolfgang, Ernst, Fritz	Leutnant zur See	Junior Sub-Lieutenant	26. 2.21.
ENGELBRECHT, Wilhelm Alexander	do.	do.	4. 9.13.
ALBERT, Klaus	Leutnant (Ing.)	Junior Sub-Lieutenant (E)	1. 6.22.
HIRTH, Friedrich	Obermaschinist	Chief Stoker & Chief Engine Room Artificer 1st or 2nd Class	20. 4.14.
JORDT, Willy	do.	do.	30. 6.14.
LEB, Johann	do.	do.	27. 4.15.
VOIGT, Helmut	Obersteuermann	C.P.O. (Navigation)	18.12.11.
LÜCK, Paul	Oberbootsmannsmaat	Acting P.O. (Seaman's Branch)	6. 7.13.
SCHLICK, Hans	Obermaschinenmaat	Acting Stoker P.O. & Engine Room Artificer 4th Class	12. 2.19.
SRON, Kurt	do.	do.	1. 7. 19.
AMBACH, Walderfried	do.	do.	14. 1.18.
PETSCH, Friedrich	do.	do.	31.12.18.
FISCHER, Walter	Maschinenmaat	Leading Stoker & Engine Room Artificer 5th Class	22. 4.21.
GRAP, Wilhelm	do.	do.	16. 6.22.
LINDERT, Kurt	do.	do.	1.10.20.
BURKHARDT, Georg	Funkmaat	Leading Telegraphist	7.11.20.
BECKER, Hartwig	do.	do.	2.12.21.
WÖLLERICH, Willy	Matrosenobergefreiter	Able Seaman	26. 8.23.
ZULAUF, Karl	do.	do.	25. 8.23.
OBENDORF, Hans	do.	do.	14. 7.23.
DEGNER, Gerhard	do.	do.	17. 2.24.
SPICHS, Heinz	Maschinenobergefreiter	Stoker, 1st Class	4. 9.23.
HOPPACH, Albert	do.	do.	26.11.20.
SCHLEMMER, Otto	do.	do.	24. 8.23.
MEHR, Werner	do.	do.	20. 9.21.
GÖBEL, Paul	do.	do.	4. 4.20.
WILLENBERG, Willi	do.	do.	16. 2.24.
PALETTA, Gerhard	Funkobergefreiter	Telegraphist	29. 4.23.
RÖDER, Rolf	Matrosengefreiter	Able Seaman	14. 1.24.
TROTT, Walter	Maschinengefreiter	Stoker, 1st Class	8. 6.24.
MITTENDORF, Gerhard	do.	do.	2. 7.23.
SCHAFER, Kurt	do.	do.	29. 5.24.
WESCHE, Alfred	do.	do.	17. 1.23
SEDLMEIR, Anton	do.	do.	17. 4.24.
SCHMIDTKE, Paul	do.	do.	25. 3.23.
RIXECKER, Kurt	do.	do.	24. 4.23.
JOCHUM, Bernhard	do.	do.	20. 8.23.
DOHLE, Emil	Matrose I	Ordinary Seaman	15. 5..22.
KAUCZINSKI, Heinz	Matrose II	Stoker, 2nd Class	17.10.24.

Officers:	5
Chief & Petty Officers:	9
Men:	27
	41

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(ii)    Casualties:

Name.	Rank.	English Equivalent.
WILAMOWITZ-MÖLLENDORF, Georg	Kapitänleutnant	Lieutenant
GROTZ,	Leutnant (Ing.)	Junior Sub-Lieutenant (E)
VÖLZ,	Bootsmann	P.O. (Seaman's Branch)
WETZEL,	Obermaschinist	Acting Stoker P.O. & Engine Room Artificer 4th Class
SCHLENZNER,	do.	do.
GRENSEMANN, Karl-Heinz	Maschinenmaat	Leading Stoker & E.R.A. 5th Class
FRIEDRICH, Eduard	Mechanikermaat	E.R.A. 5th Class
FISCHER,	do.	do.
SAUER, Erwin	Matrosenobergefreiter	Able Seaman
REIPERT,	Matrosengefreiter	do.
TIMMEL, Hans	do.	do.
GOTTSCHALK, Paul	do.	do.
THIELE,	do.	do.
KIELHOLZ,	Maschinengefreiter	Stoker, 1st Class
KRAUSE, Fritz	Funkgefreiter	Telegraphist
LUTZ	Matrose	Ordinary Seaman
BAAR	do.	do.
ARMBRUST	do.	do.

Officers:	2
Chief & Petty Officers:	3
Men:	13
	18

(iii)    Total Crew:

Officers:	7
Chief & Petty Officers:	12
Men:	40
	59

- 18 -