U-boat Archive - U-651 - Interrogation Report

This record was kindly provided by the generous assistance of Tony Cooper.

COPY No. 50

This book is invariably to be kept locked up when not in use and is not to be taken outside the ship or establishment for which it it issued without the express permission of the Commanding Officer

C.B. 4051 (27)

"U 651"

Interrogation of Crew

September, 1941















	CONFIDENTIAL

	This book is the property of His Majesty's Government.

	It is intended for the use of the recipients only, and for communication to such Officers under them (not below the rank of Commissioned Officer) who may require to be acquainted with its contents in the course of their duties. The Officers exercising this power will be held responsible that such information is imparted with due care and caution.



	PLATE I
	C.B. 4051 (27)

	U 651






	(C42923) Frontispiece


	CONFIDENTIAL

	Attention is called to the penalties attaching to any infraction of the
	Official Secrets Acts








	C.B. 4051 (27)



	"U 651"


	Interrogation of Crew







	September, 1941










	NAVAL INTELLIGENCE DIVISION,
	N.I.D. 2014/41
















	The following report is compiled from information derived from prisoners of war. The statements made cannot always be verified; they should therefore not be accepted as facts unless they are definitely stated to be confirmed by information from other sources.

TABLE OF CONTENTS

_______

			Page
I.	Introductory Remarks		3
II.	Crew of "U 651 "		3
III.	Early History of "U 651"		4
IV.	First and Last Cruise of "U 651"		5
V.	Sinking of "U-651"		7
VII.	Details of "U 651 "		8
	(i)	General Remarks	8
	(ii)	Saddle Tanks	8
	(iii)	Engines	8
	(iv)	Electric Motors	8
	(v)	Batteries	8
	(vi)	Torpedo Tubes and Torpedoes	8
	(vii)	Guns	8
	(viii)	Hydrophones	9
	(ix)	Detector Gear	9
	(x)	R.D/F	9
	(xi)	Speeds	9
	(xii)	Emptying of Tanks	9
	(xiii)	Extensible Aerial	9
	(xiv)	Air Driven Capstan	9
	(xv)	Badge	9
VII.	Other U-Boats		9
	(i)	"U 3"	9
	(ii)	"U 9"	9
	(iii)	"U 18"	10
	(iv)	"U 19"	10
	(v)	"U 20"	10
	(vi)	"U 30"	10
	(vii)	"U 43"	10
	(viii)	"U 46"	10
	(ix)	"U 48"	11
	(x)	"U 67"	12
	(xi)	"U 69"	12
	(xii)	"U 74"	12
	(xiii)	"U 93"	12
	(xiv)	"U 98"	12
	(xv)	"U 103"	12
	(xvi)	"U 105"	13
	(xvii)	"U 106"	13
	(xviii)	"U 107"	13
	(xix)	"U 108"	13
	(xx)	"U 120"	14
	(xxi)	"U 121"	14
	(xxii)	"U 130"	14
	(xxiii)	"U 144"	14
	(xxiv)	"U 203"	14
	(xxv)	"U 552"	14
	(xxvi)	"U 555"	15
	(xxvii)	"U 562" and "U 574"	15
VIII.	U-Boat Construction		15
	(i)	Hamburg	15
	(ii)	Kiel	15
	(iii)	Danzig	15
	(iv)	Stettin	15
	(v)	Elbing	16
	(vi)	"People's Car" Factories	16
	(vii)	General Remarks	16
	(viii)	U-Boat Series	16
IX.	U-Boat Losses		17
	(i)	"U 22"	17
	(ii)	"U 50"	17
	(iii)	"U 59"	17
	(iv)	"U 63"	17

(C42522) B2

			Page
X.	Technical Information		17
	(i)	Diesel Engines	17
	(ii)	Periscope	17
	(iii)	Upper Deck	18
	(iv)	Torpedoes	18
	(v)	Degaussing Detector	18
	(vi)	Under-water Telegraphy	18
	(vii)	Telephones without batteries	18
	(viii)	Escape Apparatus	19
XI.	U-Boat Bases		19
	(i)	Kiel	19
	(ii)	Hamburg	19
	(iii)	Gotenhafen	19
	(iv)	Lorient	20
	(v)	Brest	21
	(vi)	Carnac	21
XII.	Depôt Ships		21
XIII.	Staff of U-Boat Organisation in Kiel		21
XIV.	U-Boat Training		22
	(i)	Pillau	22
	(ii)	Gotenhafen	22
XV.	Naval Establishments in Occupied Territory		22
	(i)	Le Harve	22
	(ii)	Terschelling	22
	(iii)	Pauillac	22
	(iv)	Den Holder	22
XVI.	U-Boat Tactics		23
	(i)	Remarks on Attacking Convoys	23
	(ii)	Attack on Ships proceeding independently	23
	(iii)	Attacks by Gunfire	23
	(iv)	Evasion Tactics	23
	(v)	Depth when Attacking	24
XVII.	General Remarks on U-Boats		24
	(i)	Watches on active service	24
	(ii)	Look-out watches	24
	(iii)	Orders regarding Neutral Shipping	24
	(iv)	Attack on American Ships	24
	(v)	Obligatory submerging in certain areas	24
	(vi)	Escort for U-Boats approaching Lorient	25
	(vii)	German opinion on British depth charge settings	25
	(viii)	Work while in harbour	25
	(ix)	Testing pressure hulls	25
	(x)	Practice depth charge attacks	25
	(xi)	Ascania hydroplane teacher	25
	(xii)	Time limit for dockyard hands	25
	(xiii)	Illness resulting from service in U-Boats	25
	(xiv)	Dissension between Raeder and Dönitz	25
	(xv)	Italian Submarines	25
XVII.	Remarks on Mines and Minesweeping		26
	(i)	Mines dropped by German aircraft	26
	(ii)	Use of double Oropesa sweeps	26
XIX.	Miscellaneous		26
	(i)	H.M.S. "Seal"	26
	(ii)	Swedish Tankers	26
	(iii)	Promotion in the German Navy	26
	(iv)	Nazi Party influence	26
	(v)	Grossadmiral Raeder	27
	(vi)	Lloyd's Registers	27
	(vii)	Retaliatory measures	27
	(viii)	Disciplinary camp at Hela	27
	(ix)	Disciplinary camp at Torgau	27
	(x)	Gestapo	28
	(xi)	Expulsion of inhabitants of Gdynia	28
	(xii)	Retaliation in Poland	28
	(xiii)	Hunger in France	28
	(xiv)	Foreign labour	28

APPENDICES
I.	Observation Book		29
II.	List of Crew of "U 651"		20

PLATE
	Photo of "U 651" - Frontispiece.



	3

	INTERROGATION OF CREW OF "U 651, " A 500 TON U-BOAT
	SUNK AT ABOUT 0730 ON SUNDAY, 29th JUNE, 1941, IN
	POSITION 59° 51' N., 18° 37' W.
	_____________

	I. INTRODUCTORY REMARKS

	As mentioned in the Introductory Remarks of the reports on the interrogation of prisoners of war from "U 138" (C.B. 4051 (25) ) and "U 556" (C.B. 4051 (26) ), it was decided to include in each report all matter appertaining to the U-Boat concerned, and to include in the last of these three reports all general information obtained from all prisoners.
	The information concerning other U-Boats, construction, losses, bases, and general information, have been collated and included in this third report on prisoners of war interrogated at the same time.
	Some prisoners from German supply ships were also interrogated; these men included a midshipman who had served in a U-Boat, but had been wounded and transferred to a supply ship; he was made prisoner when this ship was intercepted by British naval forces. Information obtained from these sources has also been included in this report.

	II. CREW OF "U 651"

	The six officers and thirty-nine Petty Officers and men of "U 651" formed one of the most fanatically Nazi and truculent crews interrogated for many months. Some of the more than usually unpleasant characteristics were thought to have been due partly to the teaching and example of the Captain, and partly to the extent to which Nazi propaganda had been applied and the hold which it had obtained upon the imagination of these men.
	It was established that this crew had received a weekly lecture on security and on the line of conduct to be followed in the event of capture. It appears that at the time they were imbued with a highly exaggerated idea of their personal dignity and importance as Germans in general, and as members of the armed forces in particular. They had all been lectured on details of the International Convention of July, 1929, relative to the treatment of Prisoners of War. Thus they had become a set of "sea-lawyers," and attempted to argue on every possible pretext; they had a lively sense of privilege, and not the slightest sense of obligation.
	The Captain, Kapitänleutnant (Lieutenant-Commander) Peter Lohmeyer, aged 30 years, was born in Zanzibar. At the age of sixteen he went straight from school to the Merchant Service, joining as a seaman, where he served for seven years. He then joined the Navy and was absolved from some preliminary training on account of his experiences in the Merchant Service.
	He served in the Naval Air Arm during the Spanish was and transferred to U-Boats after the outbreak of the present war. He was at times a somewhat troublesome prisoner, and extremely security-conscious; his aggressive manner changed to apologetic concern when he was given to understand that his behaviour, though entertaining, would result in the loss of various amenities and in the application of a stricter discipline to his whole crew. Like all his officers and men he was a fervent Nazi, almost unable to listen to any other point of view, and utterly incapable of reasoned argument.

	(C42522) B*



	4

	The First Lieutenant, Oberleutnant zur See (Lieutenant) Karl Josef Heinrich, was an extremely unpleasant person, uncouth and ill-informed, and made every effort to be a general nuisance; both he and the Engineer Officer (Engineer Lieutenant) Benno Brandt, believed that they were furthering the cause of Hitler's New Order by making innumerable minor complaints and by attempting to bully sentries and others who were unfortunate enough to have to come into contact with them. These officers were not of the officer class, and only slightly educated. They felt insulted when asked their religion, Heinrich stating the he had no time for "all that tomfoolery," but adding later he was vaguely a "God-believer" (Gottgläubig). Brandt professed to be a German-believer" (Deutschegläubig), which he thought a still more advanced state of mind, immeasurably superior to the possession of a faith in God, who after all, had started life as the "Jewish Jehovah." This officer was considered by everyone who came in contact with him to be the worst specimen of a prisoner encountered in this war.
	"U 651" carried three Midshipmen whose suitability for U-Boats was being tested; they were Fähnrich zur See (Midshipmen) Gustav Adolf Schütze, Georg Stürenberg and Wilhelm Schneider. They were scarcely of the Officer class; had been educated in the Nazi creed from the age of about twelve or thirteen and were consequently almost illiterate, and lacking any personality whatsoever; they had no knowledge of history, and not even a smattering of English or French; they gave the impression of only having learnt a little reading and less writing. Their conversation consisted of propaganda quotations which they did not fully understand, and which they frequently introduced in the wrong place. They had apparently had very little home-life or parental influence, and later, only inadequate naval training; they did not even know how to stand to attention, nor how to address a superior officer.
	The deterioration since the beginning of the war in the type of U-Boat officer was more marked in the case of "U 651" than in any batch of naval prisoners recently examined.

	III. EARLY HISTORY OF "U 651"

	"U 651" was the first U-Boat to be built by the Howaldtswerke, Hamburg, and was stated to have been the first of a series of about six to eight 500-ton U-Boats, numbered consecutively from "U 651" upwards.
	Prisoners professed not to know at what date "U 651" was laid down, but they admitted that Engine Room personnel was drafted towards the end of November, 1940, when the U-Boat was still on the slips, to stand by the U-Boat during the final stages of construction. Further members of the crew joined the U-Boat during the following months. "U 651" was launched about the end of December, 1940, or early in January, 1941 and was commissioned on 12th February, 1941.
	(N.I.D. Note. It is believed that the Howaldtswerke, Hamburg, stated building U-Boats in February, 1940; thus "U 651" would have taken about 12 months to build from the date when she was laid down to the date of commissioning for trials and 16 months up to the date of leaving on her first war cruise).
	Soon afterwards she proceeded through the Kiel Canal to Kiel where various engine trials were made.
	At the end of February or early in March 1941, "U 651" proceeded to Danzig from which base she carried out trials for about six weeks. When in harbour the crew lived in the depôt-ship "Iberia," according to their own statements. During these trials minor defects were observed, one being the leakage of air bubbles from high pressure air bottles stowed externally.
	Prisoners stated that the U-Boat went to Gotenhafen early in April 1941, and while there the crew lived in the depôt ship "Wilhelm Bauer." They claimed to have seen six to eight U-Boats at Gotenhafen. A series of practice attacks on a convoy were carried out, the convoy consisting of six to eight ships, including "Wilhelm Bauer"; these practices included daytime attacks at periscope depth, and surface attacks at night. Prisoners denied having ever practised the lowering of a torpedo from the container on the upper deck to the interior of the U-Boat; they insisted that this container had remained empty.



	5

	Prisoners said that "U 651" returned to Kiel about 20th April, 1941, for two days, and then proceeded through the Kiel Canal to Hamburg, where she underwent a thorough overhaul at the Howaldtswerke; it was necessary to remove the periscope as sand had got into the bearings.
	It was stated that "U 651" left Hamburg about 15th May, 1941, for Kiel.
	It is known that she received 50 potash cartridges from the naval dockyard at Kiel on 2nd June, 1941.

	IV. FIRST AND LAST CRUISE OF "U 651"

	Before leaving harbour the Captain read to the crew a special lecture on security and warned them of the pitfalls of interrogation should they be captured. It was established that "U 651" cast off from the Tirpitzmole and left Kiel on her first and last cruise on 7th June, 1941, accompanied by a minesweeper, and as she had completed 210 miles by midnight on that date, she must have left about dawn. Prisoners stated that she carried four torpedoes in her tubes, and seven spares, four being below and two above the floorplates in the forward compartment, and one in a container on the upper deck. Of these eleven torpedoes ten were said to have been electric and only one an air torpedo. "U 651" proceeded through the Great Belt, and it is estimated that she was near the Island of Laesö at midnight on 7th June.
	On the following day the U-Boat averaged over 13 knots, and travelled 330 miles, and dived only once for a very short time as aircraft was reported, later believed to have been German.
	On 9th June she did 60 miles on the surface, but proceeded for a considerable distance, possibly about 30 miles, submerged. It is known that she was off the Norwegian coast, making for Bergen, and that she was only 15 miles away from that harbour at midnight on the day in question.
	"U 651" arrived at Bergen very early on the morning of 10th June, 1941. While in this port the crew of "U 651" lived ashore in the Hotel Viktoris, according to their statements. They claimed to have seen four or five escort vessels, a little smaller than torpedo boats, in harbour; these were said to be armed with an 8.8 cm. gun.
	Prisoners admitted that "U 661's" air compressor aft and a fuel injector had become defective, and that these minor repairs were carried out at Bergen.
	"U 651" was known to have proceeded for 7 miles on the surface on 11th June, 1941, and she may have done a short trial on completing her minor repairs. She left Bergen on the morning of 12th June to continue her cruise. One prisoner said that he saw a small U-Boat (250 or 300-ton type) arriving at Bergen as "U 651" left.
	On the first day she travelled 100 miles on the surface and 40 miles submerged.
	On 13th June she remained mainly on the surface, doing 190 miles, and submerged for 2 miles only.
	On 14th June the U-Boat did 176 miles on the surface and 4 miles, submerged; 150.5 on the surface and 9.5 miles submerged on 15th June, on which day destroyers were sighted at 1637 and at 1918; a diary stated that depth charges and the explosion of a torpedo were heard in the distance. "U 651" completed 133 miles on the surface and 9.5 miles submerged on 16th June, 1941.
	Entries in an observation book reproduced in Appendix I, show only uninteresting facts for the next four days, only two incidents were noted in a diary kept by a prisoner. The first was an alleged attack by aircraft at 0530 (German time) on 18th June, 1941, when six bombs were stated to have been dropped. An Observation Book noted that "U 651" surfaced at 1545 (German time).
	(N.I.D. Note. Aircraft D of 269 Squadron attacked a U-Boat at 0345 on 18th June, 1941, in position 61° 48 N. and 22° 35' W. Three 250-lb. A/S bombs were dropped without visible effect.)

	(C42522) B*2



	6

	The second incident was an attack by "U 651" on an inward-bound tanker proceeding independently, and noted by the diarist as having a displacement of 12,000 tons, at 1400 (German time) on 20th June, 1941. Two electric torpedoes fired from periscope depth were both said to have missed. It was added that "U 651" then dived to about 30 to 40 metres (98.4 to 131.2 ft.) and remained submerged for some time.
	(N.I.D. Note. No report has been received of any attack which could be connected with this alleged incident.)
	Prisoners stated that on a date between 20th and 24th June, 1941, probably on 22nd June, another German U-Boat was sighted, and approached sufficiently close for the two Captains to have a conversation through megaphones. The other U-Boat was described as having been homeward-bound owing to a shortage of oil fuel.
	An entry in a diary noted that at 1745 (German time), on Tuesday, 24th June, 1941, a convoy of 42 ships was sighted, of which three ships were sunk, amounting to roughly 20,000 tons.
	(N.I.D. Note. The only ship sunk in the evening of 24th June, 1941, was S.S. "Brockley Hill," No. 35./5,297 tons, sunk at 2105 in position 56° 13 N. and 37° 21' W. She was in convoy H.X. 133 consisting of 58 ships, and was sunk by torpedo.)
	According to prisoners three torpedoes were fired at intervals of a few seconds, and the Germans were told by their Captain that two or even three ships had been sunk. Several men were certain that they had heard the explosions of two torpedoes.
	Prisoners stated that the convoy was bound for England. It was added that "U 651" dived to thirty metres (98.4 ft.) immediately after firing her torpedoes, and made off. The crew claimed to have heard explosions of depth charges in the distance. When the U-Boat surfaced later the convoy was said to have been out of sight, but two ships were described as lying damaged with some escort vessels standing by. Prisoners stated that "U 651" then turned South.
	(N.I.D. Note. S.S. "Brockley Hill" did not sink at once; whilst survivors were being recovered by another ship "Ottawa" and "Collingwood" carried out an A/S search of the area, but failed to obtain contact; there is no evidence to show that any depth charges were dropped at this time.)
	On 26th June, 1941, an entry in the Observation Book noted that at 2350 a Sunderland Flying Boat was sighted, also some smoke.
	On 26th June, 1941, a destroyer was sighted at 0345, and at 0830 a steamer was sighted; "U 651" submerged at 0842, and did not surface again until 1720. Prisoners stated that the longest period they had remained submerged was about 21 hours, and it is believed that the above period is the occasion referred to; it was added that the men became tired more quickly and had some difficulty in breathing. One man said that bad weather had necessitated this long time below the surface.
	The masts of a convoy were sighted against the afterglow on 28th June, 1941, and "U 651" kept them in sight. The suggestion that the approach of this convoy had been signalled to them by the Admiral U-Boats was denied. The First Lieutenant subsequently described the disposition of the escort, estimating it as consisting of nine or twelve ships, and adding that the convoy had eight columns of merchant ships.
	(N.I.D. Note. Convoy HX 133 had in point of fact nine columns of ships; by the date in question it consisted of 45 ships and 12 escorts.)
	Prisoners stated that "U 651" penetrated the screen at periscope depth and fired two electric torpedoes in quick succession. The Germans claimed to have seen the large splash of water caused by one of the torpedoes hitting S.S. "Grayburn."
	(N.I.D. Note. "Grayburn," No. 92 in Convoy HX 133, was torpedoed at 0230 on 29th June, 1941, on the port side and sank in position 59° 52' N. and 18° 36' W.)



	7

	Almost immediately after firing her torpedoes "U 651" came into collision with a ship in the convoy M.V. Anadara (No. 83); only slight damage to the after part of the U-Boat's hull was admitted. This damage seems to have become more serious later.

	V. SINKING OF "U 651"

	Immediately after the collision "U 651" dived to 120 metres (393.7 ft.), according to prisoners. (Note. This statement should be accepted with great reserve). It could not be ascertained at precisely what moment the first attack by depth charges occurred, as prisoners made apparently sincere, though contradictory, statements. But they agreed that the first attack did most damage; the lights were extinguished, necessitating the switching on of the emergency lighting system; a water gauge (Wasserstandglass) in the Control Room burst; tank No. 3 became damaged and could no longer be blown. Water penetrated into the after part of the U-Boat in increasing quantities, and she went down by the stern; the main auxiliary pumps became defective and leaked.
	After the first depth charge attack "U 651" was stated to have gone still deeper, to 160 metres (525 ft.).
	Subsequent depth charges did less damage than the first attack, but affected the nerves of the crew. Prisoners said that sixteen patterns in all were dropped. The Captain believed that two types of depth charges were used.
	The vent valve of No. 3 tank on the port side was said to have been forced open by the depth charge attacks, and could not be closed again until later when "U 651" again rose to periscope depth.
	In order to make any headway at all, with the U-Boat down by the stern, it was necessary to run motors at full speed, and this used all the current in the batteries.
	After some time, estimated by prisoners as about two hours, the U-Boat was forced to surface; she found herself about six miles from the British warships.
	She started up her Diesels and moved ahead slowly, as her stern was still down and she could not get up to full buoyancy. Prisoners believed that the smoke produced by the starting up of the Diesels gave away their position.
	British searching forces at once opened fire and proceeded to close "U 651." Prisoners stated that no rounds hit "U 651," the nearest having been 300 to 500 yards distant.
	The Engineer Officer and two men opened the Kingstons to hasten the end of the already sinking boat and the crew was told to abandon ship. H.M.S. "Malcolm" was then about 1,500 yards distant.
	"U 651" sank in a position only one mile away from the spot where the s.s. "Grayburn" had been torpedoed.
	The Germans used a rubber raft inflated automatically by some chemical compound; they stated that they had two of these rafts, but had only time to float one of them.
	All the officers and men were rescued.
	It was stated that "U 651" might have remained at sea for another three to five weeks. Prisoners professed complete ignorance as to whether they were to have returned to Germany or to a French port; they stated that, prior to their departure, no arrangements whatsoever had been made for the forwarding by rail of any clothing or equipment to Lorient or St. Nazaire.
	It is probable that "U 651" would have proceeded to Lorient on completion of this cruise, as she was attached to the 1st U-Boat Flotilla with "U 556" and "U 138."
	The W/T petty officer stated that it had not been possible to send a signal to their base to announce the sinking of the U-Boat as the W/T apparatus had been put out of action. He was under the impression that the British would have jammed any such signal.
	Most prisoners estimated the tonnage sunk by "U 651" at about 16,000 tons.

	(C42522) B*3



	8

	VI. DETAILS OF "U 651"

	(i) General Remarks
	"U 651" was a new 500-ton U-Boat, described as an "improved" type, the first of a series built by the Howaldtswerke, Hamburg. She was painted grey with darker grey patches on the conning-tower.
	She was said to have a good sea-keeping qualities on the whole, but with seas 5 or 6 her bow was almost completely under water. Her stability in low buoyancy condition was described as satisfactory. Prisoners stated that she rolled somewhat when surfacing with tanks fully blown. "U 651" was stated to have assumed only very slight angles when surfacing or submerging.
	It was argued that her hulls had been strongly built, as the depth charge attacks did not fracture any welded seam.
	Prisoners believed that the thickness of the pressure hull was about 22 mm. (.86 inches). (Note. This statement should be accepted with great reserve.)
	The internal arrangement of "U 651" was described as follows: Right aft were the electric motors, then the diesel engines, forward of which came the galley and W.C. The control room was approximately in the centre of the U-Boat, and then came the Captain's cabin on the portside faced by the W/T cabin to starboard; then followed the Officer's quarters, the Petty Officers' quarters, and right forward the space for the crew.
	Questioned on the subject of drop-keels, some prisoners stated that "U 651" was not fitted with one.
	It is known, however, that 500-ton U-Boats, Type VII C, are fitted with a ballast keel, .55 m. (1.80 ft.) high and 1.1 m. 3.61 ft.) broad.
	"U 651" did not carry mines.

	(ii) Saddle Tanks
	Prisoners stated that "U 651" had saddle tanks in addition to the normal external main tanks, and that the former could be used for additional oil fuel.

	(iii) Engines
	"U 651" was said to have been fitted with two 6-cylinder Diesels, each of 1,400 h.p., manufactured by the Deutz Werke of Cologne.
	The main circulator pumps of these engines were stated to have been of the reciprocating type, and to have been driven by the Diesels themselves.

	(iv) Electric Motors
	"U 651" was said to have been fitted with electric motors manufactured by Brown Boveri of Mannheim.

	(v) Batteries
	Prisoners stated that during "U 651's" trials from the middle of February to the middle of March, the batteries were "topped up" only once at sea, but that on the cruise from 7th-9th June, 1941, they were not topped up at all. Each battery was said to have consisted of sixty cells.

	(vi) Torpedo Tubes and Torpedoes
	Prisoners stated that "U 651" had four torpedo tubes forward and none aft, and that she carried eleven torpedoes, four being in the tubes, four spares below and two above the floor-plates in the forward compartment, and one in the upper deck container. There was diversity of opinion as to whether or not this last torpedo really was carried, or whether the container was empty. Prisoners stated that the container had a very solid-looking steel hatch in the rear, for removing the torpedo.

	(vii) Guns
	"U 651" was said to have been armed with two guns, an 8.8 cm. (3.46 in.) forward, and a 20 mm. (.78 in.) on the bridge.



	9

	No gun access trunk was provided in "U 651," according to her crew, and both men and ammunition had to go up through the conning-tower.

	(viii) Hydrophones
	"U 651" was said to have hydrophones fitted forward, both to port and starboard.

	(ix) Detector Gear
	Prisoners denied that "U 651" was fitted with detector gear.

	(x) R.D/F
	It was stated that "U 6561" was not fitted with R.D/F.

	(xi) Speeds
	Prisoners gave the following speeds of "U 651":
	Utmost speed on surface, 17 to 18 knots.
	Cruising speed on surface, 12 to 14 knots.
	Half speed on surface, 4-1/2 knots.
	Utmost speed submerged, 6 to 7 knots.
	Cruising speed submerged, 2 to 5 knots.
	Prisoners believed that the utmost speed of about 17 knots on the surface could not have been maintained for much longer than 30 minutes, and only great danger would have justified such a risk to the engines.
	Prisoners said that "U 651" had travelled at 12 to 14 knots when attacking on the surface, and at 2-1/2 to 3-1/2 knots when attacking at periscope depth.

	(xii) Emptying of Tanks
	Prisoners said that no special sub-pressure system was utilised to render the tanks, when being emptied, less vulnerable to depth charge attack.

	(xiii) Extensible Aerial
	"U 651" was said to have been fitted with an extensible aerial, which had, however, been short-circuited before the U-Boat left Kiel, and had not been repaired.

	(xiv) Air-driven Capstan
	Prisoners stated that "U 651" had only once used her air-driven capstan on an occasion when she anchored in Kiel Bay; this capstan was described as having proved completely satisfactory.

	(xv) Badge
	Prisoners stated that "U 651" had been "adopted" by the small town of Erkelenz, near Cologne, and that the U-Boat bore on the conning tower the arms of that town, which consisted of a shield with a red flower, surmounted by a lion.

	VII. OTHER U-BOATS

	(i) "U 3"
	A W/T petty officer said that he had served in "U 3" from about 15th March, 1940 to the end of February, 1941, when that U-Boat was being used for training at Pillau, under the command of Oberleutnant zur See (Lieutenant) Geider, who was undergoing instruction as a prospective U-Boat Captain.

	(ii) "U 9"
	A petty officer who had formerly served in "U 9" stated that he had made two war cruises in "U 9," then commanded by Oberleutnant zur See (Lieutenant) Wolfgang Lüth, the First Lieutenant and the Engineer Officer being Oberleutnant zur See Schonder and Oberleutnant Ing. (Engineer Lieutenant) Wiebe. Prisoner

	(C42522) B*4



	10

	said that he left on his first cruise in "U 9" at the beginning of March, 1940; he described this cruise as having been carried out in the North Sea, and claimed that 12,000 tons of shipping were sunk before the U-Boat returned to Wilhelmshaven about the middle of March, having been out for approximately two weeks.
	After two weeks in port, "U 9" left at the end of March for the North Sea on her next cruise, on which 10,000 tons of shipping were sunk, according to this petty officer, and returned to Wilhelmshaven, where prisoner was transferred to the depôt ship "Weichel." He stated that "U 9" carried out another cruise, still under the command of Lüth, from which she returned to Kiel.

	(iii) "U 18"
	An engine room petty officer stated that early in March, 1941, he joined "U 18," then in service as a training boat under Kapitänleutnant (Lieutenant-Commander) Vogelsang, the Engineer Officer being Oberleutnant Ing. (Engineer Lieutenant) Harald Woeckner, who subsequently served in "U 138" and was made a prisoner when that U-Boat was sunk.

	(iv) " U 19"
	A petty officer claimed to have made two cruises in "U 19" at the beginning of the war under Kapitänleutnant (Lieutenant-Commander) Müller, who had succeeded Kapitänleutnant Meckel. These cruises must have been carried out in September, or October, 1939 as it is known that Kapitänleutnant Joachim Schepke was then appointed to "U 19" and carried out a number of cruises before leaving her in April, 1940. "U 19" is believed to have been sunk in May, or June, 1940 (see C.B. 4051 (19), page 14).

	(v) "U 20"
	A prisoner, formerly in "U 20," stated that in June and July, 1940, this U-Boat was being used for training, the captain being Oberleutnant zur See (Lieutenant) Ottokar Palssen.

	(vi) "U 30"
	Under the Third War Cruise of "U 30," it was stated in and N.I.D. Note in C.B. 4051 (23), page 22, that the attack by H.M.S. "Vesper" was the only one which could refer to an attack on "U 30" on 9th January, 1040.
	In point of fact, H.M.S. "Scarborough" made a contact which she classified as "submarine" on the date in question in a position to the south-west of Eddystone. She delivered nine attacks, dropping more than 20 depth charges, and was then joined by H.M. Ships "Kelvin," "Windsor" and "Acasts," who carried out depth charge attacks throughout the day.
	It seems more likely that the attacks south-west of Eddystone were those referred to by prisoners and mentioned in their note-books, as the times agree closely with those given by the Germans who also recorded that the attacks were carried out by "a whole crowd" of hunting craft.

	(vii) "U 43"
	A prisoner said that he had served in "U 43" from May, 1939, until late summer of 1940, and that during this period the captain was Kapitänleutnant (Lieutenant-Commander Wilhelm Ambrisius. Prisoner claimed to have made five or six war cruises in "U 43," during which time 60,000 to 70,000 tons of shipping were sunk; the first cruise was said to have been of six weeks' duration and to have been carried out in November and December, 1939. During this period "U 43" was based on Wilhelmshaven, but the last of these cruises ended at Lorient about the end of August or early September, 1940, when prisoner left the U-Boat. He denied that "U 43" had ever sunk any warships or laid mines.

	(viii) "U 46"
	A petty officer said that he had served in "U 46" from the early summer of 1939 until a date at the beginning of July, 1940; he claimed to have been on five war cruises in "U 46," the first four having been under Kapitänleutnant (Lieutenant-Commander) Herbert Sohler, with Oberleutnant zur See (Lieutenant) Erich Topp as First Lieutenant, Kapitänleutnant Ing. (Engineer Lieutenant-Commander) Herbert Burckhardt as Engineer Officer, and a Junior Officer.



	11

	Prisoner added that these four cruises were not very successful. Sinkings quoted were; first cruise - nothing, second cruise - 20,000 tons, third cruise - 15,000 tons, and fourth cruise - nothing. According to other statements, not more than 10,000 tons were sunk on any one of these undertakings.
	It is known that Sohler was relieved by Oberleutnant zur See (Lieutenant) Engelbert Endrass, formerly First Lieutenant of "U 47" under Kapitänleutnant Günther Prien, during the second half of June, 1940.
	Prisoner claimed that, on "U 46's" fifth war cruise, 54,000 tons of shipping, including an auxiliary cruiser, were sunk. This cruise seems to have been carried out in late June and early July, 1940, as the German High Command communiqué of 6th July, 1940, announced that Endrass had sunk 54,800 tons of shipping, including the A.M.C. "Carinthia."
	(N.I.D. Note. H.M.S. "Carinthia," 20,277 tons, was sunk at 1421 on 6th June, 1940, in position 55° 13 N. and 12° 40' W.)
	"U 46's" sixth war cruise seems to have been carried out in August and early September, 1940, as the German High Command stated on 4th September, 1940, that Endrass had sunk another auxiliary cruiser, H.M.S. "Dunvegan Castle." He was awarded the Knight Insignia of the Iron Cross on 9th September, 1940, and the German Press claimed that on his two cruises he had achieved a total of 106,307 tons; this implies that the sinkings for "U 46's" sixth cruise amounted to 51,507 tons.
	(N.I.D. Note. H.M.S. "Dunvegan Castle," 15,007 tons, was sunk at 2307 on 27th August, 1940, in position 54° 50' N. and 11° 42' W.; she was hit by two torpedoes.)
	The next cruise of "U 46" appears to have been carried out in October, 1940, having possibly begun in September, as on 20th October, 1940, the German High Command announced that Endrass had increased his total sinkings for that cruise to 44,000 tons by his participation in the sinking of 17 ships totalling 110,000 tons on the night of 19th October, 1940, on which occasion Prien had sunk eight ships.
	(N.I.D. Note. Twelve ships only were sunk with the loss of a total tonnage of 75,069 tons.)
	Subsequent activities of "U 46" are mentioned in C.B. 4051 (20), page 17 and in C.B. 4051 (23), page 26.
	More recent mention of Endrass was made on 9th June, 1941, when the German radio broadcast that this officer had sunk 214,200 tons of shipping up to date.
	On 11th June, 1941, he was awarded the Oak Leaves to the Knight Insignia of the Iron Cross as the fourteenth officer of the German Armed Forces to receive that decoration.
	On 15th July, 1941, Endrass was promoted Kapitänleutnant (Lieutenant-Commander) for his "special services."
	The name of the junior officer of "U 46" was given as Oberleutnant zur See Hellwig. The latter officer of the 1935 term, is known to have been in the German Air Force in 1927, and must have been re-transferred to the Navy. Owing to the shortage of U-Boat Commanders several young naval officers formerly in the German Air Force have returned to the Navy and been given commands of U-Boats after a short course of training. At present there are sixteen officers known to have been thus transferred.

	(ix) "U 48"
	Prisoners stated that "U 48" Kapitänleutnant (Lieutenant-Commander) Herbert Schultze, had on one occasion picked up 120 survivors from a ship and had brought them safely to port.
	A German broadcast on 2nd June, 1941, claimed that Schultze had sunk eleven ships totalling 52,600 tons during the previous week.
	A further broadcast on 12th June, 1941, by the Deutschlandsender, stated that Schultze was the sixth U-Boat Captain to have sunk over 200,000 tons of shipping.

	(C42522) B**



	12

	On 13th June, 1941, the German High Command announced that the Oak Leaves to the Knight Insignia of the Iron Cross had been awarded to Schultze, as the fifteenth officer of the German Armed Forces to receive this decoration.
	On 5th July, 1941, the Deutschlandsender broadcast a commentary on the return of Schultze's U-Boat, described as having sunk over 400,000 tons of shipping while under the command of three captains in succession, and now once more under Schultze. This officer stated that on his latest cruise he had sunk 61,000 tons of shipping, including three large tankers outward bound from Great Britain in ballast. Schultze is now "Flotillenchef" (Commanding Officer), of the 3rd U-Boat Flotilla.

	(x) "U 67"
	Prisoners stated that "U 67," Kapitänleutnant (Lieutenant-Commander) Heinrich Bleichrodt, left Kiel in company with "U 556" on the morning of 1st May, 1941, and proceeded through the Kiel Canal, after which she went to Wilhelmshaven to a dockyard.
	On 21st June, 1941, the German radio claimed that Bleichrodt had increased his sinkings for his current cruise to 53,000 tons.

	(xi) "U 69"
	A German broadcast on 27th June, 1941, claimed that Kapitänleutnant (Lieutenant-Commander) Metzler's U-Boat had sunk five merchant ships totalling 31,500 tons, off the coast of West Africa. It is known that this officer commands "U 69." On 2nd August, 1941, the Deutschlandsender broadcast a commentary on the return of Metzler's U-Boat, and asserted that this U-Boat had sunk eleven armed merchant ships with an aggregate of 76,170 tons, of which about 40,000 tons were attributed to the last cruise. One victim, sunk by gunfire, was described as a heavily armed ship sunk one night after a gunnery duel, and suspected of having been an auxiliary cruiser.
	Metzler was awarded the Knight Insignia of the Iron Cross.

	(xii) "U 74"
	Prisoners stated that "U 74," Kapitänleutnant (Lieutenant-Commander) Kentrat, was near the battleship "Bismark" on the night before she was sunk; they added that "U 74" had been damaged and could not submerge, and that she had three torpedoes left. "U 556" spoke to her and then submerged, leaving "U 74" to her own devices.
	"U 74" was stated to have picked up three survivors from "Bismark" and to have returned to a French port with them; according to prisoners these three men were met by the naval authorities who immediately administered to them a special oath of secrecy and sent them at once to Berlin for interrogation.

	(xiii) "U 93"
	A petty officer said that he was drafted to stand by "U 93" in May, 1940, when she was in the final stages of construction. He added that she was a 500-ton U-Boat, commanded by Kapitänleutnant (Lieutenant-Commander) Claus Korth. The Engineer Officer was said to have been promoted from the lower deck.
	On 16th June, 1941, the Deutschlandsender broadcast the return to port of Korth's U-Boat, and Korth's total sinkings were announced as 80,000 tons. He was awarded the Knight Insignia of the Iron Cross.

	(xiv) "U 98"
	On 10th June, the Deutschlandsender stated that the U-Boat commanded by Kapitänleutnant (Lieutenant-Commander) Gysae had sunk "one fat victim" on her first cruise, this was said to be a ship of about 20,000 tons. The broadcast added that Gysae's second cruise resulted in the sinking of more than 35,000 tons of shipping.

	(xv) "U 103"
	On 13th July, 1941, the German radio claimed that Korvettenkapitän (Commander) Viktor Schütze had sunk up to that date thirty-seven ships totalling over 200,000 tons, and was thus the seventh U-Boat captain to destroy more than 200,000 tons.



	13

	On 15th July, 1941, Schütze received the Oak Leaves to the Knight Insignia of the Iron Cross, as the 23rd Officer of the German Armed Forces to wear this decoration.
	On 30th July, 1941, the Deutschlandsender broadcast an interview with Schültze in which he claimed that his victims included ships carrying war material to the Near East via the Cape of Good Hope.

	(xvi) "U 105"
	The German High Command communiqué of 17th May, 1941, stated that Kapitänleutnant (Lieutenant-Commander) Georg Schewe had reported the sinking of five merchant ships totalling 33,000 tons.
	On 25th May, 1941, this officer was awarded the Knight Insignia of the Iron Cross; it was claimed that he had so far sunk fourteen armed merchant ships amounting to 96,112 tons, and had carried out some "special operations."
	It is known that Schewe was in Lorient on 19th June, 1941.

	(xvii) "U 106"
	Prisoners stated that "U 106," Kapitänleutnant (Lieutenant-Commander) Jürgen Oesten, was at Lorient when "U 556" was there and that she was still there on 19th June, 1941.

	(xviii) "U 107"
	Prisoners said that "U 107," Kapitänleutnant (Lieutenant-Commander) Hessler, had a "laughing cat" painted on the conning tower as her badge.
	On 30th June, 1941, the German radio announced that Hessler had been awarded the Knight Insignia of the Iron Cross, having sunk in all eighteen armed merchant ships totalling 111,272 tons, of which fourteen, representing 90,272 tons, were sunk within a period of almost 3-1/2 months. Other German reports added that many victims were sunk very far to the south and a long way from home.

	(xix) "U 108"
	An engine room petty officer stated that he was drafted in July, 1940, to stand by "U 108," a 750-ton U-Boat, then in the final stages of construction at the Deschimag Yard, Bremen. The captain was confirmed as being Kapitänleutnant (Lieutenant-Commander) Scholtz; the Junior Officer was Leutnant zur See (Sub-Lieutenant) Fenn. "U 108" appears to have taken an unusually long time to complete, if prisoner's statements are accurate, as he said that "U 108" carried out trials in the Baltic at the same time as "U 110," which was during December 1940, and January and February, 1941. But "U 108" appears to have completed her trials before "U 110," as she was said to have sunk two ships amounting to 12,000 tons and to have arrived in Lorient in March, 1941. Scholtz broadcast a brief account of this cruise on 9th May, 1941 (see C.B. 4051 (23) ).
	The petty officer mentioned above added that "U 108" left Lorient on her second cruise early in April, 1941; he claimed that this U-Boat sank an auxiliary cruiser estimated at 12,000 to 15,000 tons having fired four torpedoes at her, two of which hit; this action was said to have taken place early one morning, the U-Boat firing from periscope depth. "U 108" was said to have returned from this cruise early in May, 1941. Scholtz did not mention this cruise in his broadcast on 9th May, 1941.
	On 6th July, 1941, the Deutschlandsender announced that Scholtz's U-Boat had been particularly successful in North Atlantic operations.
	Prisoners described "U 108" as being exactly the same in every detail as "U 110" (see C.B. 4015 (23) ). But he said that "U 108" had originally four containers on the upper deck for the stowage of four spare torpedoes, whereas survivors of "U 110" stated that their U-Boat had originally had eight or ten of these containers.

	(C42522) B**2



	14

	As in the case of "U 110" these containers were removed from "U 108," as the captain considered the transfer of torpedoes to the interior of the U-Boat too difficult in the Atlantic.
	"U 108" was said to have two M.A.N. diesels developing 1,800 H.P. each.
	Prisoners said that she had the coat of arms of a German city painted on her conning tower as her "badge."

	(xx) "U 120"
	Prisoners described "U 120" as a 250-ton or 300-ton U-Boat built at Lübeck and commissioned in March or April, 1941; she was said to have no saddle tanks, but this statement was not confirmed, and three torpedo tubes. Prisoners believed that she had not carried out any active service cruises.

	(xxi) "U 121"
	One man stated that he had been drafted to stand by "U 121," a sister U-Boat of "U 120" when she was in the final stage of construction at Lübeck in December, 1940; he added that she was commissioned in April, 1941, a few days later than "U 120." The captain was said to be Oberleutnant zur See (Lieutenant) Schröder; of the several officers of this name in the German Navy, the most likely one to be in command of "U 121" is Oberleutnant zur See Siegfried Schröder. The Engineer Officer's name was given as Leutnant Ing. (Engineer Sub-Lieutenant) Gabler. Prisoner said that he remained in this U-Boat until December, 1940, and that until then she was in service at Pillau as a training U-Boat; he had not heard of her carrying out any active service cruises.

	(xxii) "U 139"
	Prisoners stated that "U 139," a sister ship of "U 137" and "U 138," 300 tons, was commissioned on 5th July, 1940.

	(xxiii) "U 144"
	An Engine Room Petty Officer stated that he had been on board "U 144" when he was undergoing a petty officer's course at Gotenhafen in January and February, 1940. He implied that "U 144" was then being used for training. (Some details of this U-Boat, believed to be a 300-ton type, were given in C.B. 4051 (21), page 16). Prisoner gave the Captain's name as Kapitänleutnant (Lieutenant-Commander) von Mittelstaedt; this officer formerly served in the cruiser "Admiral Scheer," and is believed to be a newcomer to U-Boats. He has the reputation of drinking too much.

	(xxiv) "U 203"
	The Deutschlandsender announced on 30th July, 1941, that the U-Boats commanded by Kapitänleutnant (Lieutenant-Commander) Rolf Mützelburg, Kapitänleutnant Bauer and Oberleutnant zur See (Lieutenant) Schüler, had particularly distinguished themselves in the Battle of the Atlantic.
	It is known that Mützelburg commands "U 203."
	In a broadcast interview on 4th August, Mützelburg said that he had just returned to his base on the Atlantic, having sunk 31,000 tons of merchant shipping and a British destroyer on his second cruise; he added that he had used up all his torpedoes and nearly all his fuel oil. He described an attack on a convoy by his U-Boat together with a number of other U-Boats, in which he claimed to have sunk an 8,000 ton and a 6,000 ton ship, after which he was depth charged, but was soon able to surface again and renew the attack on what was "only a fraction of a convoy then."

	(xxv) "U 552"
	Mention was made earlier in this report of "U 552," Oberleutnant zur See (Lieutenant) Erich Topp which met "U 556" on 23rd or 24th June, 1941, on the latter's last cruise. A W/T Petty Officer of "U 556" stated that "U 552" was near "U 556" until the latter was sunk, as he intercepted signals from her.



	15

	"U 552" is believed to have a red devil painted on the conning tower as her "badge."
	Topp was awarded the Knight Insignia of the Iron Cross, according to a German broadcast of 4th July, 1941, which added that the news of this decoration had reached Topp while he was operating in the North Atlantic. The broadcast also stated that Topp had sunk 108,970 tons of shipping by mid-June, 1941.
	On 1 August, 1941, the Deutschlandsender announced that Topp had now returned from his latest cruise on which he had sunk 25,300 tons. It was claimed that this officer's greatest achievement had been the sinking of 16 ships totalling 25,300 tons, a feat said to have been performed off the coast of Great Britain while Topp was in command of a small U-Boat with a red devil painted on the conning tower. After surviving a number of heavy attacks the small U-Boat returned to her base.

	(xxvi) "U 555"
	Prisoners said that "U 555" was commissioned before "U 556," that is to say, before 6th February, 1941. "U 555" appears to be one of the series "U 551" to "U 562," building at the Blohm and Voss Yard at Hamburg.

	(xxvii) U 562" and "U 574"
	As mentioned earlier in this report, prisoners admitted that "U 562," Oberleutnant zur See (Lieutenant) Collmann, and "U 574," Oberleutnant zur See Reinhard Suhren, took part in the attack on Convoy H.X. 133 on the night of 26th/27th June, 1941.

	VIII. U-BOAT CONSTRUCTION

	(i) Hamburg
	Prisoners from "U 556" claimed to have seen two other 500-ton U-Boats already in the water and nearing completion early in February, 1941, at the Blohm and Voss Yards when "U 556" was commissioned.
	These works were described as being among the busiest building yards and as producing a steady stream of new U-Boats. It is believed that a series "U 551" to "U 562" now completed, and a further series "U 563" to "U 574" were under construction here.
	An officer prisoner claimed to have been told by a dockyard engineer that British air raids had caused considerable damage at this yard, the administrative offices having received several direct hits and at least one U-Boat on the stocks was also hit.
	The Howaldt Yard was said to have had six to eight 500-ton U-Boats under construction, when members of the crew of "U 651" were standing by their U-Boat during the later stages of building in November and December, 1940; they stated that "U 651" was the first of a series, but they did not know of how many it consisted.
	Prisoners believed that the Stülcken Yard had recently started building U-Boats.

	(ii) Kiel
	Prisoners from "U 138" stated that only two other U-Boats were on the slips at the Kriegsmarine Werft, when their U-Boat was under construction.
	They denied that serious damage was done to U-Boat construction by British air raids, and claimed that two days sufficed to get the Germania Yard in full working order after the worst raid.

	(iii) Danzig
	It was stated that a series of U-Boats with identity numbers in the four-hundreds was being built at Danzig; a series probably commencing with "U 401." This building yard was described as the least efficient of the building yards owing to the lack of experienced workmen. Very few U-Boats were being built there, according to prisoners, who estimated the number as four.

	(iv) Stettin
	It was stated that Stettin only started to produce U-Boats in July, 1940.

	(C42522) B**3

(v) Elbing

Prisoners believed that a yard at Elbing had recently started to build U-Boats.

(vi) "People's Car" Factories

A petty officer said that the factories erected for the mass manufacture of the cheap "people's car" had been turned over to the production of U-Boat parts; he added that, in addition, these factories were also occupied in aircraft production.

(vii) General Remarks

Prisoners expressed disappointment at what they called the delay in the production of U-Boats in adequate numbers; they said that Hitler's announcement of a U-Boat offensive for the Spring of 1941 was premature and that a sufficient number of the new U-Boats would only become available during the summer or autumn of 1941.

(viii) U-Boat Series

From information obtained from prisoners of war the following table of the types and series of U-Boats constructed up to the end of the series "U 103" to "U 111" is considered to be accurate:


U-Boat Series.	Type.	Tonnage.	No. of Torpedo Tubes.	Building Yard.

U 1 to U 6	IIA	250	3	Deutsche Werke, Kiel
U 7 to U 24	IIB	250	3	Germania Yard, Kiel
U 25 to U 26	I	712	6	Deschimag Yard, Bremen
U 27 to U 32	VII	500	5	Deschimag Yard, Bremen
U 33 to U 36	VII	500	5	Germania Yard, Kiel
U 37 to U 44	IX	700	6	Deschimag Yard, Bremen
U 45 to U 55	VIIB	500	5	Germania Yard, Kiel
U 56 to U 63	IIC	250	3	Deutsche Werke, Kiel
U 64 to U 68	IXA	740	6	Deschimag Yard, Bremen
U 69 to U 72	VIIB	500	5	Germania Yard, Kiel
U 73 to U 80	VIIB	500	5	Vulkan, Vegesack, Bremen
U 81 to U 82	VIIC	500	5	Vulkan, Vegesack, Bremen
U 83 to U 87	VIIB	500	5	Not known
U 88 to U 102	VIIC	500	5	Germania Yard, Kiel
U 103 to U 111	IXA	740	6	Deschimag Yard, Bremen

Information regarding higher numbered series of U-Boats is not so reliable, but is believed to be as follows:


U-Boat Series.	Type.	Tonnage.	No. of Torpedo Tubes.	Building Yard.

U 112 to U 121	-	-	-	Flenderwerke Yard, Lübeck
U 122 to U 130	IXB	740	6	Deschimag Yard, Bremen
U 131 to U 136	-	500	5	Vulkan, Vegesack, Bremen
U 137 to U 140	IID	300	3	Deutsche Werke, Kiel
U 141 to U 150	-	-	-
U 151 to	-	-	-
U 201 to	-	500	5	Germania Yard, Kiel
U 281 to	-	-	-	Flenderwerke Yard, Lübeck
U 331 to	-	-	-	Nordseewerke, Emden
U 371 to	-	300	3	Kriegsmarinewerft, Kiel
U 401 to	-	-	-	Danzig
U 451 to	-	-	-	Kriegsmarinewerft, Kiel
U 551 to U 562	-	500	5	Blohm & Voss Hamburg
U 563 to U 574	VIIC	500	5	Blohm & Voss Hamburg
U 651 to	-	500	5	Howaldt's Yard, Hamburg
U 701 to	IXA	740	6	Stücken Yard, Hamburg
U 751 to	-	-	-	Wilhelmshaven
UD 1 to	-	-	-	Rotterdam, Holland



	17

	IX. U-BOAT LOSSES

	(i) "U 22"
	The captain of "U 138" believed that "U 22," Oberleutnant zur See (Lieutenant) Karl-Heinz Jenisch, was lost in June, 1940, and not in April, 1940 as stated by prisoners captured at an earlier date (see C.B. 4051 (20), page 21). He added that "U 22" was sunk near Scapa Flow.

	(ii) "U 50"
	It was again stated that "U 50" had been lost some time ago (see C.B. 4051 (21) ).

	(iii) "U 59"
	Prisoners captured at an earlier date thought that "U 59" had been lost. These rumours were repeated, but no definite confirmation was obtained.

	(iv) "U 65"
	"U 65" is a 740-ton boat laid down in December, 1938, and completed probably early in 1940. She took part in the Norwegian operation in April, 1940.
	She was formerly under the command of Kapitänleutnant Hans-Gerrit von Stockhausen, who was relieved by Oberleutnant zur See Joachim Hoppe early in 1941.
	According to an intercepted letter from Kiel to a prisoner of war in Canada Hoppe seems to have been lost in "U 65" towards the end of April or early in May, 1941. At Whitsuntide, 1st June, 1941, he was stated to have been missing for six weeks or longer, but his loss had not yet been officially communicated to his next of kin.

	X. TECHNICAL INFORMATION

	(i) Diesel Engines
	An engineer officer prisoner stated that the most popular engines used in U-Boats were M.A.N. 4-cycle Diesels and that they were usually, but not always, supercharged; he added that Buchi exhaust gas blowers were fitted. This officer said that it was planned to remove the engines bodily during a major refit; but it was also stated that the hatch through which the engines were passed into and out of the U-Boat was only to be opened once every two years, as this hatch was not only closed by riveting but also by welding.
	Prisoners denied that the Germans had experienced trouble with the main bearing mountings which he described as never needing attention once they had been sufficiently tightened.
	He said that Sulzer and other two-cycle engines were not employed in U-Boats.
	This officer had a high opinion of the Junkers free-piston compressor.

	(ii) Periscope
	An officer prisoner who claimed to have made a lengthy inspection of H.M.S. "Seal," described the German periscope as being superior to the British type both in quality and as regards mechanism. He said that the German lenses were marvelous achievements, and were contained in a casing slightly smaller than an ordinary match-box. He also stated that the most striking feature of the German periscope was its "automatic concealment action," by which he means the upper part of the periscope was automatically lowered or raised as the level of the sea varied, so that it would not be suddenly revealed in the trough of a wave. This device, although described as automatic, was said to be controlled to some extent by a petty officer. A most important point was the fact that the lower part of the periscope remained in position and the movement of the upper part did not in any way affect the officer using the periscope.

	(C42522) B**4



	18

	(iii) Upper Deck
	Prisoners stated that U-Boats having torpedo containers above the pressure hull had no wooden covering on the upper deck; they said that, in cases when these torpedo containers had been removed, the spaces formed and, in fact, the whole upper deck, with the exception of a small area at the bow and another at the stern, was covered with wooden slats about 20 cm. (7.9 in. broad and 3 to 4 cm. (1 to 1.4 in.) thick; spaces of about 1 cm. (.4 in.) being left between the boards.
	The air bottles and floats carried on top of the pressure hull were said to be protected by metal coverings which protruded above the level of the upper deck.
	It was stated that, in addition to the above, pipelines for oil, air and water were fitted in the space between the pressure hull and the upper deck, and that all ropes, fenders, capstan head and capstan bars were kept there; according to an unconfirmed statement a wooden dinghy was also carried there. The space was estimated by prisoners to be about 60 cm. (23.6 in.) deep in the 750-ton type U-Boat.

	(iv) Torpedoes
	Prisoners stated that the upper deck containers for spare torpedoes were pressure-tight to the same extent as the U-Boat's hull and that they were hinged at one end so that the other end could be raised in order that the torpedo could slide through a hatch down rails into the interior of the hull. (See C.B. 4051 (18), page 12.) It was added that only air torpedoes could be carried in these containers, and were stowed without their warheads and with the air vessels empty.
	One prisoner described a torpedo used by the Germans as having some kind of small explosive charge fitted in the pistol, or just forward of the warhead; this charge was said to blow a hole in the plating of the ship attacked, through which the torpedo entered the ship; the warhead then detonated inside the ship by means of a delay fuze consisting of a powder train set off by the first explosion; the time between the two explosions was given as five seconds.
	Prisoners all agreed that magnetic pistols were no longer used as these had proved unsatisfactory from several points of view, especially when the exploded prematurely.
	It was stated that the after part of the body of each torpedo was marked with green paint to indicate that the torpedo had been tested and found ready for use.
	Prisoners said that the Germans have no means of aiming torpedoes other than on the surface or from periscope depth.

	(v) De-gaussng Detector
	An officer prisoner stated that the Germans had a device which indicated the presence of a de-gaussed ship; this detector was said to function by virtue of the electric action of the de-magnetising field of electricity.

	(vi) Under-Water Telephony
	Although most prisoners had not had personal experience of under-water telephony; they insisted that successful experiments had been carried out by the Germans; one telegraphist claimed to have taken part in some of these experiments off Heligoland, and added that the Germans were able to communicate by this method as far as the horizon; other prisoners believed that the range of the German under-water telephones was considerably greater.
	The telegraphist mentioned above stated that under-water telephony would be used to communicate with other U-Boats only in cases of emergency, as it would be easy for the enemy to locate the transmitting U-Boat.

	(vii) Telephones without Batteries
	Officer prisoners said that new telephones for internal communication had been installed in U-Boats; these instruments did not require batteries and had a voltage of 220, and loudspeakers were fitted for the transmission of orders.
	Prisoners expressed great satisfaction with these new instruments.



	19

	(viii) Escape Apparatus
	It was claimed that men wearing the German escape apparatus could remain submerged for about half an hour and ascend from a depth of 70 metres (229 ft.). This apparatus is in the form of a lifebelt and contains a small bottle of oxygen under a pressure of 50 atmospheres, which inflates the apparatus when the wearer comes to the surface,
	A nose-clip and a rubber mouth-piece on which the teeth can be clenched prevent water entering the lungs, and the wearer then breathes in the ordinary way, the air being purified by a potash cartridge. But care must be taken that water does not enter the apparatus, as this would act on the potassium cartridge and form a poisonous gas which, if breathed, would cause injury to the lungs.
	Several men had lost their lives in this way.
	Prisoners added that it was necessary to ascend very slowly when coming up from any considerable depth, as a rapid ascent would injure the lungs and prove fatal.

	XI. U-BOAT BASES

	(i) Kiel
	Prisoners admitted that air raids in the earlier part of the summer of 1941 had caused considerable damage to Kiel, but mainly to dwelling houses. It was stated, however, that an electricity power station, the gas works, and the water works were also hit, and that this caused considerable dislocation.
	The Tirpitz quay, where U-Boats were lying, was also hit at one end, but the U-Boats were quickly removed to safety. Two ships, the "Krefeld" and the "Berlin," were said to have been attacked by torpedo-carrying aircraft, but were later set on fire by incendiary bombs. The guards for the U-Boats and a number of S.S. men were on board "Berlin" at the time. A disused oil pipeline near the quay caught fire and the remaining oil spread out flaming across the surface of the water and started a fire on the outer hull of "Berlib." But the fires were got under control.
	Prisoners stated that work was proceeding on reinforced concrete shelters as early as April last; they assumed that these shelters would have been completed some time ago.
	It was stated that there was a "homing beacon" to assist U-Boats making for Kiel.

	(ii) Hamburg
	The Blohm & Voss yards were said to have been hit several times during British air raids early in April, 1941, and serious fires caused.
	Prisoners stated that early in May, 1941, serious damage was caused by British air raids, an il tank in the harbour was set on fire and two small ships were sunk according to prisoners, who added with pleasure the information that some warehouses belonging to British and American firms had also been burnt out. Considerable damage was said to have been done at many points to dwelling houses and public buildings.

	(iii) Gotenhafen
	Prisoners stated that the Deutsche Werke had taken over all the Polish ship-building yards, including the ships under construction, and that these works were being greatly enlarged.
	A number of large ships were said to be lying at Gotenhafen manned by skeleton crews; ships took it in turns to provide meals for the crews of all the ships, in order to avoid the necessity of maintaining complete catering arrangements all the time in every ship.
	In addition to the U-Boat training establishments the Coastal Artillery School and the Anti-aircraft School were said to be at Gotenhafen.



	20

	(iv) Lorient
	Most prisoners stated that concrete U-Boat shelters were being constructed at Lorient and said that these consisted of a row of eight arched, reinforced concrete shelters, built side by side, each taking a U-Boat, with a very thick concrete roof covering the whole row. The thickness of this concrete roof was given as about 3 metres (9.8 ft.) thick, but this statement was not confirmed. Each individual shelter was described as being large enough to allow of repairs being carried out to the U-Boat inside.
	It was claimed that tests had been carried out and that these shelters could withstand a direct hit of the heaviest type of bomb.
	There was considerable diversity of opinion as to the location of these shelters as some shelters were said to be dummies, and prisoners were not sure which were intended to be the actual shelters and which were the dummies. Most prisoners believed that the main shelters had been built in the fishing harbour at Keroman, but others stated that they had seen one finished and one incomplete shelter on the town side of the River Scorfe between the former arsenal, now U-Boat barracks, and the Pont de Candra.
	The Captain of "U 556" stated that by the middle of June, 1941, shelters for about ten U-Boats had been completed.
	Officer prisoners who also were last in Lorient in the middle of June, 1941, stated that, up to that date, neither the dummy nor the real U-Boat shelters had been hit during British air raids.
	The torpedo store was said to be on the bank of the Scorfe river, opposite the town, in a position just above the Pont de Caudron; but prisoners added that U-Boats seldom embarked torpedoes there, as the usual practice was to take torpedoes in lighters to the U-Boats.
	More exact location of some buildings used as quarters for U-Boat personnel was obtained. "Hans Mathes" and "Hans Looff" (see C.B. 4051 (23), page 31) were described as being large yellow houses opposite each other on either side of the street leading from the Porte de Borbihan to the Barracks (see plan of Lorient in C.B. 4051 (15) ).
	Prisoners stated that in December, 1940, a patrol of ten heavily-armed Germans disappeared without trace, and in retaliation the German authorities shot a large number of Lorient inhabitants. The municipal authorities had to furnish lists of all males from the age of 19 upwards, and, for every German rating killed, the Germans shot ten Frenchmen, while 25 Frenchmen were shot for every German officer killed. Prisoners agreed that there were very few men left in Lorient. At that time the Germans were not allowed to venture out in groups of less than four men, and had to be armed.
	But the attitude of the French towards the Germans in Lorient was said to have greatly improved, and the murder of Germans in the streets at night had become a rare occurrence.
	Several prisoners stated that they had fraternised with the local inhabitants and had formed friendships with the womenfolk whom they frequently took to the cinema. The Germans affected an attitude of pity towards the French, whom they described as "harmless and hungry."
	Nevertheless, some officer and Chief Petty Officer prisoners suspected a hidden subtle and organised opposition on the part of the French, which they feared as likely to become dangerous. It was noted by the Germans that in spite of the polite and obliging attitude of the French officials and workmen, something important always went wrong with the German arrangements in which any reliance had been placed on French co-operation.
	Several prisoners deplored the tendency, noted among U-Boat officers and men, of being too friendly and indiscrete towards the French in the local cafes and brothels. The leakage of information was said to have become notorious, and it was alleged that the prostitutes of Lorient knew more about past and present plans than many German officers.
	The sinking of "U 138" and her failure to carry out her special task were attributed by some prisoners to this serious leakage.



	21

	(v) Brest
	Prisoners stated that U-Boat shelters were being constructed in Brest during the spring and summer of 1941. An officer prisoner described having seen these shelters in the early stages of construction, and expressed surprise that the British had never attempted to bomb these but has always attacked the big ships only. Early in June, according to an officer prisoner, three shelters were nearly finished, and it was proposed to build a further nine.
	Prisoners believed that Germans had an ambitious programme which included twelve large dry docks and ten floating docks.
	An officer prisoner expressed great concern at what he termed the "amazing co-operation of the French with the British" for purposes of sabotage; he cited various "failures" on the part of the French to assist German operations and expressed his suspicion of certain "coincidences," such as the fact that the dock gates should fail to open at the moment when the battle-cruiser "Gneisenau" was due to enter.

	(vi) Carnac
	The Grand Hotel de la Mer has been taken over by the German naval authorities as a "rest home" for U-Boat personnel to spend their leave between cruises; the usual period spent there by U-Boat crews seems to be one week. The hotel was described as a sandstone building on the sea front.

	XII. DEPÔT SHIPS

	"Pretoria"
	Prisoners stated that over 1,000 naval personnel were living on board the depôt ship at Pillau; this ship was the former liner "Pretoria."
	"Saar"
	The "Saar" was known to be a U-Boat depôt ship, but prisoners stated that she had latterly been used to escort convoys proceeding to Denmark and Norway.
	"Nordland"
	Some prisoners said that while at Memel they lived on board "Nordland."
	"Iberia"
	The crew of "U 651" lived on board "Iberia" when they were in Danzig in February, 1941.
	"Sankt Louis"
	This vessel was said to have been a depôt ship at Kiel during the spring of 1941.
	"Hein Godenwind"
	Crews drafted to stand by new U-Boats under construction at Hamburg were said to receive theoretical instruction on board "Hein Godenwind." These men lived in the barracks in Steinwerder, according to prisoners.

	XIII. STAFF OF U-BOAT ORGANISATION IN KIEL

	The U-Boat Organisation Department, under the Vice-Admiral commanding U-Boats, is at Kiel. It consists of the following:
	Head of Department: Kapitan zur See (Captain) von Friedeburg.
	Adjutant: Leutnant zur See Heinschen.
	Departmental Officer:
	(a) Kapitänleutnant (Lieutenant-Commander) Jeppener-Haltenhoff, who deals with personnel appointments of officers, officers' courses, etc.
	(b) Kapitänleutnant (Lieutenant-Commander) Muller-Arnecke, who deals with all matters relating to petty officers and men in every category.
	(c) Leutnant zur See (Sub-Lieutenant) Otto Dahma, who deals with the appointment and promotion of Midshipmen.
	(d) Leutnant zur See der Reserve (Reserve Sub-Lieutenant) Plocke, who deals with officers' personal papers.
	(e) Kapitänleutnant der Reserve (Reserve Lieutenant-Commander) Schacke, who deals with aircraft and transport of aircraft, welfare of prisoners of war and their dependents.



	22

	XIV. U-BOAT TRAINING

	(i) Pillau
	The first U-Boat Training Division, known as I.U.L.D. (1 U-bootslehr-division), is known to be at Pillau. This Training Division consists of a navigational section and a technical section, Korvettenkapitän (Commander) Ibbeken is known to be in command of the former, while Korvettenkapitän Ing. (Engineer Commander) Zerpka was stated to be the Commanding Officer of the latter. Other officers on the staff of the establishment were said to be Korvettenkapitän Paul Buchel, known to have commanded "U 32" earlier in the war, and Korvettenkapitän von Schmidt, known to have been in command of "U 37" at the beginning of the war but to have proved unsatisfactory.
	Men undergoing instruction were accommodated in the depôt ships "Robert Ley" and "Pretoria," 1,500 to 2,000 in the former and over 1,000 men in the latter ship, according to prisoners; officers and officials were also said to live on board.
	It was added that theoretical instruction was given in the dining saloons of "Pretoria," which had formerly been a liner, and also in "Old Barracks," which were situated about a quarter of an hour's walk from Pillau railway station in the direction of Königsberg on the left of the railway line.
	Prisoners stated that in the Spring of 1941, about 30 training U-Boats were in service in the harbour of Pillau; these formed the U-Boat Training Flotilla (U-Bootsausbildungs-flotille)

	(ii) Gotenhafen
	The second U-Boat Training Division (2 U.L.D.) is known to be at Gotenhafen. The Commanding Officer was said to be Korvettenkapitän (Commander) Sobe, while Korvettenkapitän Werner Hartmann, who replaced von Schmidt in "U 37" and achieved considerable success, was the recruiting officer; Korvettenkapitän Wilhelm Rollmann, also a well known U-Boat ace and formerly in command of "U 34," was also said to be on the staff of the establishment.
	The depôt ships at Gotenhafen were said to be "Wilhelm Gustoff," "Cap Arkona," and "Hansa," capable of accommodating a total of about 3,000 men.
	Also at Gotenhafen, according to prisoners, is the U-Boat Acceptance Committee, known as the U.A.K. (U-Bootsabnahmekommission), described as consisting of U-Boat captains of the last war, who are responsible for deciding whether new U-Boat's trials have proved satisfactory and when these ships are available for active service.
	The U-Boat Tactical Training Flotilla (U-Boots Taktische Frontausbildungs-flotille) is known to be at Gotenhafen; new U-Boats working up are temporarily attached to this flotilla and carry out tactical exercises as much under active service conditions as possible.
	Another establishment at Gotenhafen was stated to be the Anti-submarine School (U-Boots Abwehrschule).

	XV. NAVAL ESTABLISHMENTS IN OCCUPIED TERRITORY

	(i) Le Harve
	Prisoners stated that the 1st Minesweeping Flotilla was based on Le Harve.

	(ii) Terschelling
	Some prisoners stated that they were in a party of some 200 recruits of the 10th Manning Division, who were sent in June, 1940, via Harlingen to Terschelling; they were billeted on Dutch families on the island and received elementary training. They added that the only other troops there were coastal defence troops and men of the A/A batteries.

	(iii) Pauillac
	From Terschelling about 5- to 60 men were transferred to Paulillac, near the mouth of the Gironde, in August, 1940 - according to prisoners - and their training was continued under the supervision of a chief petty officer, who was in charge of the whole establishment; prisoners said that they were accommodated in a deserted country mansion during this period.

	(iv) Den Helder
	Prisoners stated that the 31st Minesweeping Flotilla was based on Den Helder.



	23

	XVI. U-BOAT TACTICS

	(i) Remarks on Attacking Convoys
	Prisoners stated that a U-Boat could fire four torpedoes more or less simultaneously, and that it was possible to deduce from the resultant explosions as to whether the targets had been hit. If destroyers were seen through the periscope to be approaching, the U-Boat would dive deeply, switch off everything if it was thought that she might escape being located.
	The Germans believed that the British practice was for their hunting vessels to stop and to try to locate the U-Boat by means of listening gear, and then to attack with depth charges; prisoners added that the British usually attacked at intervals for about 5 hours and then gave up the hunt. They added that the U-Boat would then follow the convoy, but proceeding at first on an opening course in order to reload her tubes away from the likelihood of an attack.
	This sequence of events might be repeated several times over a period of two or three days, according to prisoners.
	Prisoners said that on receipt of a report by aircraft or U-Boat of a convoy, the Admiral. U-Boats, would signal the information to all U-Boats operating in the area near which the convoy might be expected to pass. The possibility was not excluded of a U-Boat captain passing any information about a convoy to such U-Boats as he knew to be in the vicinity; prisoners thought that U-Boats within a radius of 200 miles might be warned and kept informed by the Admiral U-Boats, or directly by the U-Boat maintaining contact ("Fühlungsshalter") of the size, speed, course and escorts of the convoy.
	When a convoy had been reported, it was the practice of U-Boat captains to delay their attack until they thought that other U-Boats expected were also ready to attack, according to prisoners.
	It was stated that a U-Boat captain would not always fire at the first ship which came within range of his torpedo tubes, but would try to pick out the biggest target and might fire two or more torpedoes in rapid succession.
	The rarity of U-Boat attack on destroyers was explained by the statement that four torpedoes would probably be necessary before a hit was obtained, and in any case the position of the U-Boat would be betrayed.
	Prisoners admitted that the zig-zagging of ships makes it more difficult for U-Boats to hit them.

	(ii) Attack on Ships Proceeding Independently
	The Chief Quartermaster of "U 556" stated that usually two torpedoes would be fired simultaneously at a fast ship proceeding independently.

	(iii) Attacks by Gunfire
	Prisoners stated that U-Boat men hated to attack ships by gunfire, as they thought a U-Boat on the surface to be an expected target and extremely vulnerable. They considered that attacks by gunfire should be limited to the following actions:
	(a) When attacking unarmed merchant vessels;
	(b) When the ship attacked is of such shallow draught that it offers only a small target area for a torpedo; prisoners said that corvettes were difficult to attack by torpedo because of their shallow draught.
	(c) For mopping up purposes after preliminary torpedo attack.

	(iv) Evasion Tactics
	An officer prisoner who professed to have considerable knowledge of German submarine detecting devices, compared the sound of British asdic transmissions striking a U-Boat to the ticking of a large clock, he added that this noise appeared to be equal in volume on all sides of the U-Boat and gave no indication from which side an attack might be expected; the whereabouts of the hunting craft could, however, be determined by the U-Boat's listening gear. This man said that the asdic transmissions of two or more attacking ships varied as the ticking of various clocks might vary. The doubling of the rate of transmissions followed by a silence warned the Germans of imminent attack, according to this prisoner, who believed that asdics could not function during the dropping of depth charges.



	24

	When an attack appeared imminent all possible evasion tactics were employed, such as turning and twisting, diving more deeply or rising.
	Many men repeated the fears voiced by earlier prisoners to the effect that the Asdic was a weapon against which the U-Boats had no defence and which would ultimately prove a decisive factor in the naval war.
	This prisoner claimed to have heard of, but not personally experienced, another form of echo-detection which appears to be known as "Canary-twittering" (Kanarienvogelgerausch), because of its characteristic sound which is also equal in volume on all sides of the U-Boat; it was stated that the Germans believed that this was an American device in use in warships handed over to Great Britain by the U.S.A.

	(v) Depth when Attacking
	Prisoners stated that U-Boats were usually at a depth of 12.5 metres (41 ft.) when attacking submerged in rough weather, and as deep as 18 metres (59 ft.) when attacking submerged in dead calm.

	XVII. GENERAL REMARKS ON U-BOATS

	(i) Watches on Active Service
	Prisoners stated that in the 500-ton type U-Boats, carrying a complement of about five officers and forty men, the crew was divided into three watches. The twenty-four hours were said to be divided into seven periods, the first watch being on duty from 0800 to 1200, followed by the second from 1200 to 1500 and the third 1500 to 1700, the first watch was said to come on duty again from 1700 to 2000, and then the second watch from 2000 to 2400, the third from 2400 to 0400, and finally the first watch again from 0400 to 0800; thus a daily variation was described as occurring in the hours during which the three watches are on duty.
	When action stations are ordered, a bell is rung and the entire crew must proceed at once to their appointed stations.

	(ii) Look-out Watches
	Prisoners stated that the look-out men on the conning tower were changed every two hours.
	Each look-out watch was said to consist of an officer, a petty officer, and two ratings so that each man had a sector of 90°.

	(iii) Orders regarding Neutral Shipping
	Prisoners stated that all merchant shipping, whether British or neutral, entering the blockade area declared by Germany, were to be sunk. But such neutral ships as were proceeding with the agreement of the German Government were said to receive safe conduct and an indicated route, which was altered at frequent intervals, such ships were obliged to pass through the area within certain time limits.
	Prisoners implied that Swedish ships availed themselves of this arrangement.

	(iv) Attack on American Ships
	Prisoners said that U-Boat captains had orders to attack any merchant ship, including American, which ventured into the war zone, but that it was forbidden to attack any American warship anywhere.

	(v) Obligatory Submerging in certain Areas
	Prisoners stated that U-Boats had orders to proceed submerged in certain areas of the North Sea, because of the difficulty of recognition by aircraft of friendly or enemy U-Boats; it was added that the Germans claimed to have sunk, 23 British submarines in the Kattegat.



	25

	(vi) Escort for U-Boats approaching Lorient
	Prisoners believed that there was a "homing beacon" at Lorient to assist U-Boats making for that port. They stated that such U-Boats were met seven or eight miles out by escort vessels which guided them through the British minefields and acted as protection against any British submarines which might be operating off Lorient.

	(vii) German Opinion on British Depth Charge Settings
	A petty officer prisoner believed that British depth charges could be set to explode at 30, 60, 90, 120, 150 and 170 metres (approximately 100, 200, 300, 400, 500 and 560 ft.) but not deeper.

	(viii) Work while in Harbour
	Much discontent has been caused among U-Boat personnel by the regulations which require them to carry on working for two or three days after their return to harbour from a war cruise; the duties to be performed were said to include the provision of a guard for their U-Boat, the returning of unused torpedoes from the containers on the upper deck, the return of all ammunition, all stores, the servicing of other remaining torpedoes, the removal of mattresses and bunks and of everything that is not a fixture.
	During the whole stay in harbour the guard for the U-Boat was said to be provided by the crew.
	Three days before the departure of a U-Boat the crew had to replace everything removed from their ship, according to prisoners, take on torpedoes, ammunition, provisions, oil, water and anything else required.
	Prisoners felt that all these duties should be performed by shore working parties, and not by themselves who had to bear the rigors and dangers of active service.

	(ix) Testing Pressure Hulls
	Prisoners stated that the hulls of new U-Boats were tested in an enclosed dock at Kiel, where they were subjected to a pressure of 8 Atmospheres, which represented the pressure at a depth of 80 metres (262.5 ft.).

	(x) Practice Depth Charge Attacks
	Prisoners stated that, during trials in the Baltic, their U-Boat was repeatedly subjected to depth-charging from "Wilhelm Bauer" at a distance of 500 to 600 metres; the object of which was to accustom the crew to being attacked.

	(xi) Ascania Hydroplane Teacher
	As no prisoner had heard of this instrument it seems unlikely that it is used for U-Boat training purposes.

	(xii) Time Limit for Dockyard Hands
	Prisoners stated that strict time limits were set for the completion of dockyard jobs and that failure to finish work within the specified time rendered workmen liable to court martial.

	(xiii) Illnesses Resulting from Service in U-Boats
	Prisoners complained of the ailments due to prolonged service in U-Boats, such as rheumatism, gout, ruination of the teeth, and a particular form of kidney trouble.

	(xiv) Dissension between Raeder and Dönitz
	It was stated that early in the war Grossadmiral ("Grand-Admiral") Raeder had insisted on ordering three U-Boats to attempt to pass through the English Channel, and that the loss of all three resulted in a scene with Viceadmiral (Vice-Admiral) Dönitz, whose uncle was a friend and advisor of Hitler; Dönitz was thus able to gain Hitler's support against Raeder. It is known that Dönitz is now not under Raeder's orders and is responsible direct to Hitler for the entire U-Boat branch of the Navy.

	(xv) Italian Submarines
	Prisoners expressed the usual contempt for everything Italian and added that Italian U-Boat officers taken on a war cruise in a German U-Boat, were terrified at the German tactics and the daring of their attacks.



	26

	XVIII. REMARKS ON MINES AND MINE-SWEEPING

	(i) Mines dropped by German Aircraft
	Prisoners stated that the mines dropped by German aircraft were known as the Air Mine "B" (Lusftmine "B," of "L.M.B." for short), and that there were four main types, namely, white, green, yellow and blue.
	The white mine was said to be intended as a landmine to be dropped on land targets only.
	Of the other three, one was said to react to a strengthening of the magnetic field, another to the weakening of the magnetic field, and the third was described as an acoustic mine.
	All these mines were said to have a number of delay settings, termed V.H.1, V.H.28, V.H.48 or V.H.92, set to arm the mine after 14, 28, 48, or 92 hours respectively, or after three, four, five, or six days.
	In addition these mines could be set to require one, two or three actuations, according to prisoners.

	(ii) Use of Double Oropesa Sweeps
	A junior officer claimed to have formerly served in minesweepers engaged in clearing up the French minefields in the Bay of Biscay.
	He said that the sweepers, using double Oropesa sweeps, swept at seven knots with a sweep wire at 12 fathoms.
	Prisoner stated that these double Oropesa sweeps were armed with an explosive cutter, placed next to the kite, and containing a small explosive charge of approximately one pound.
	The sweepers were said to have had a degaussing cable around them.

	XIX. MISCELLANEOUS REMARKS

	(i) H.M.S. "Seal"
	Prisoners said that, when taken to Kiel, H.M. Submarine "Seal," now known as "U.B.," lay for several days at the Tirpitzmole and then near the Blücher Bridge; they added that the German flag was hoisted with the white flag below it and the white ensign below that.
	Prisoners believed that the provisions had given out on board and that many of the crew were suffering from dysentery when captured.
	They stated that the German radio had announced that the submarine had been damaged by a mine and had been unable to submerge.
	Prisoners claimed to have seen bullet marks on the upper works, the result of machine-gun fire from the aircraft alleged to have captured her. (See C.B. 4051 (13), page 21.)

	(ii) Swedish Tankers
	An officer stated that Sweden had transferred a number of tankers to Germany, but that these were slow ships not capable of more than 10 knots.

	(iii) Promotion in the German Navy
	Most prisoners in the past have expressed the dissatisfaction prevalent in the German Navy at the system of promotion by seniority and not by merit; they claimed that in the Army and in the Air Force merit had become a deciding factor, but was ignored in the Navy except in a very few instances.

	(iv) Nazi Party Influence
	Officer prisoners severely criticised the system instigated in peace time, by which all volunteers for the Navy were drawn from the naval selection of the Hitler Youth Movement; this organisation was said to have drummed unlimited political propaganda into the recruits, but to have taught then nothing of elementary practical use in the Navy. It was added that this regrettable practice was responsible for the low standard of intelligence in the German Navy to-day.



	27

	(v) Grossadmiral (Grand Admiral) Raeder
	Raeder was stated to be most unpopular with all ranks of the German Navy, because of his extreme conservatism, obstinacy, and rigidly feudal views. In naval circles he is held responsible for the fact that promotion from the ranks to commissioned rank, so greatly encouraged in the Army and in the Air Force, has been made extremely difficult in the Navy. It was added that Hitler had now insisted on more frequent promotions from the lower deck.
	Prisoners stated the retirement of Raeder, so ardently desired by the entire German Navy, was unlikely as the Admiral had been an old supporter of Hitler, who had always been "unwilling for sentimental reasons to relieve any members of the Old Guard of their positions." (In this connection mention of Roehm and others was tactfully avoided.)

	(vi) Lloyd's Registers
	Officer prisoners deplored the fact that there were only eight Lloyd's Registers in the entire German Navy, one for each of six capital ships, and two for use ashore.

	(vii) Retaliatory Measures
	Prisoners stated that Hitler had expressed strong resentment at the transportation of German prisoners of War to Canada, and had declared that, if another ship carrying prisoners were torpedoed, he would order the shooting of 500 British officer prisoners of war.

	(viii) Disciplinary Camp at Hela
	The institution known as the "Unteroffizierslehrbildungsätte" (Petty Officers' Training Establishment), was stated to be, in fact, a concentration camp of the most extreme type. It was said to be controlled by the S.S., who had power over life and death and practised unbelievable cruelties.
	New arrivals were made to stand rigidly to attention for two hours before being "beaten up"; this reception was intended to impress newcomers with the fact that Hela was not a health resort.
	All work had to be carried out at the double and was supervised by warders who used whips freely.
	Trivial offenses were stated to have been punished by death. A case in point was mentioned, in which a man of a Hela working party found a bullet and expressed to a companion the wish that the bullet could be used on the corporal in charge; the companion repeated the remark to the corporal and was shortly afterwards released from Hela; the author of the remark was shot immediately.
	The hardships and cruelties suffered at Hela frequently led to the complete physical and mental collapse of the inmates and insanity often resulted, according to prisoners. It was added that such stronger men who survive to return to the service have invariably become nervous wrecks and are practically useless.
	Even the Germans were said to be shocked at the spectacle of an ex-Hela man instinctively carrying out an order at the double, or hurling himself on the ground to grovel for an article dropped by his superior.

	(ix) Disciplinary Camp at Torgau
	A petty officer who had been sentenced to six weeks in the "Reformatory" at Torgau, for bringing his girl friend on board his U-Boat while at Gotenhafen, described the appallingly harsh methods employed by the authorities of the establishment.
	Discipline in the German armed forces was said to be maintained by the imposition of savage sentences for comparatively slight offences; an instance quoted was that of a petty officer who was overheard repeating a popular and somewhat derogatory pun on the name of Raeder, for which he was disrated to Ordinary Seaman 2nd Class and condemned to Torgau for two years. Another man was said to have been imprisoned at Torgau for two years for going on leave from the Naval School at Kiel five minutes before his appointed time.
	In this connection it was stated that, in the period from the beginning of the war up to June, 1941, there had been approximately 5,000,000 convictions in the German armed forces.
	The majority of the inmates of Torgau were said to be German Air Force men.



	28

	(x) Gestapo
	A German Lieutenant-Commander said that, when Hitler appears in public in Berlin, every third man present is a Gestapo agent.
	This officer stated that it was intended that the Gestapo should cease to exist during the next 50 years, as by then the masses would have been "educated" up to a proper behavior. He considered that the higher officers who had joined the Gestapo up to about 1934, were mainly valuable and efficient men, whereas nowadays many members were mere opportunists who had climbed to positions which they were unfit to hold. The more exclusive S.S. would not so much as glance at an S.A. man, and no decent person would willingly belong to the S.A.

	(xi) Expulsion of Inhabitants of Gdynia
	A German officer expressed his approval of the efficient way in which the German authorities had forced the Polish inhabitants of Gdynia to flee from the captured town; four cars fitted with loudspeakers were driven round and round the blocks of buildings in which the Poles lived, and the loudspeakers blared; "This block is to be empty by 1 p.m. without fail. Each person may take 50 lbs. of hand luggage and is to go to the railway station. Anyone remaining will be shot.

	(xii) Retaliation in Poland
	Officer prisoners stated that formerly 50 Poles were shot for every German shot by "saboteurs," but, as even such drastic retaliatory measures had failed to stop the killing of Germans, 100 Poles were now being shot for every German murdered.
	The wounding of a German police official was said to have been avenged by the shooting without trial, of a number of Poles seized at random.

	(xiii) Hunger in France
	Officer prisoners described women and children in occupied France calling out to German soldiers and begging for bread at a point on the railway line where the train had to travel slowly owing to the inadequate repairing of a damaged bridge.

	(xiv) Foreign Labour
	An intelligent and observant petty officer who had recently travelled extensively in Germany stated that large numbers of Belgians, Czechs, Dutchmen and Poles were now working in both public and private employment; many of these men were said to be train conductors and waiters, and some were working in shipbuilding yards engaged in U-Boat construction.
	It was added that 35,000 Czechs were working on the reconstruction of Warsaw, and that the shortage of labour had resulted in the employment of many thousands of Central European and German Jews who were now supposed to be able to earn up to 80 pfennige per hour in Germany.

Observation Book (kept by the Chief Quartermaster)

The following entries were made in pencil:


Date	Miles on Surface	Miles Submerged

7th June	210	-
8th June	330	0.5
9th June	60	30(?)
10th June	15	-
11th June	7	-
12th June	100	40
13th June	190	2
14th June	176	4
15th June	150.5	9.5
16th June	133	9.5
		______________
17th June	-	34
18th June	-	42
		44
19th June	-	52
20th June	-	16
		20
21st June	-	18
22nd June	-	40
	____________________________
		266
23rd June	50
	70
24th June	12	-
	12
25th June	42	-
	______________
	186


Time.	Speed.	Course	Remarks

1830	HF (submerged)	212°
	ALARM AIRCRAFT!	340°
0340	GF	340°	No date given, probably 7th June.
0342	KF	340°
1120	Port LF (surface)	340°
1129	Both LF	340°
1140	GF (submerged)	340°
1141	HF	340°
1143	LF	340°
1145	KF	340°
1228	Stop	340°
1229	KF	340°
1247	LF	340°
1252	KF	340°
1315	LF	340°
1318	KF	340°
1335	LF	340°
1354	Creeping along	340°
1400	LF	340°
1425	KF	340°
1427	HF	340°
1430	KF	340°
1440	LF	340°
1442	KF	340°
1543	Port LF (surface)	340°
1553	LF	340°
1615	LF	40°
1704	LF (submerged)	40°
	(aircraft)
1719	Port LF (surface)	40°
1725	LF	40°


Time.	Speed.	Course	Remarks

1828	GF (submerged)	40°	No date given, probably 7th June
1830	LF	40°
1831	KF	40°
1849	KF	112°
1904	LF	112°
1907	LF (surface)	112°
1910	Port LF	112°
1914	LF	112°
1949	LF	150°
1953	LF	160°
1957	LF	170°
1957	LF	190°
2000	LF (submerged)	240°
2007	LF (submerged)	170°
2028	LF (submerged)	170°
2030	HF (submerged)	170°
2045	2XHF (submerged)	170°
2049	GF (submerged)	170°
2100	GF (submerged)	80°
2103	GF (submerged)	170°
2130	GF (submerged)	130°
2210
2212	HF (submerged)	70°
1235	LF (submerged)	162°	? date. No date given.
1550	Port LF (surface)	340°
1115	HF	315°	Probably leaving Bergen on 12 June.
1133	GF (submerged)	315°
1136	LF	315°
1228	KF	315°
1254	LF	315°
1340	KF	315°
1400	LF	315°
1402	KF	315°
1439	LF	315°
1503	KF	315°
15155	LF	315°
1530	KF	315°
1800	KF	315°
1853	Port LF (surface)	315°
1902	HF	315°
2258	LF	315°
2400	LF	315°
0653	HF	162°
0658	2 X HF	162°
0701	GF	162°
1100	GF	162°
1435	LF (submerged)	162°
1550	Port (LF (surface)	340°
1600	LF	342°
2000	LF	342°
2400	LF	342°
0030	LF	200°	? 14th June.
1053	LF (submerged)	280°
1322	LF (surface)	280°
1323	Port LF	280°
1330	LF	280°
1445	Port LF	280°
1710	Port 220 Starboard	-
	268 - 7 kts.
2010	LF 240 revs.	280°
2257	Both 300 revs.	290°
2354	LF	290°
0347	LF (submerged)	290°	? 15th June.
0420	LF	240°
0620	LF (surface) Port LF	280°
0625	Port LF	280°
0633	LF	280°
0820	LF	280°
0905	Port LF	280°
	Starboard Stop
0911	LF	280°


Time.	Speed.	Course	Remarks

0928	LF	280°	? 15th June.
	(Drifting mine to port)
1637	Port KF Satarboard Stop	302°
	Destroyer/s on the port beam
1640	KF	302°
1645	LF	252°
1918	GF (submerged)	252°
	Destroyer/s
1920	HF	160°
1922	LF	160°
1925	HF	160°
1930	LF	160°
1940	LF	252°
2115	HF	252°
2118	LF	252°
2125	1 M LF (surface)	252°
2130	210 revs.	252°
2254	LF (submerged)	252°
2400	LF	320°
2408	Port LF (surface)	320°
2410	KF port engine	300°
2413	KF	290°
0035	LF	252°	? 16th June.
0050	LF (9 knots)	252°
0100	LF (10 knots)	270°
0330	LF 250 (8.611)	270°
0430	LF 250 revs.	270°
0501	LF 210 revs.	270°
0555	Stop	270°
0556	HF (submerged)	270°
0557	LF	270°
0606	KF	270°
0619	LF	270°
0820	KF	270°
0630	LF	270°
0633	KF	270°
0640	LF	270°
0650	KF	270°
0703	LF	270°
0705	KF	270°
0709	LF	270°
0712	KF	270°
0717	LF (submerged) 77	270°
0720	KF 7	270°
0745	LF	270°
0749	HF	270°
0750	LF (surface)	270°
0807	KF 210 revs.	270°
1305	LF (submerged)	270°
1333	Port LF (surface)	270°
1335	210 revs.	270°
1600	210 revs.	270°
1630	GF (submerged)	270°
1631	HF	270°
1634	KF	270°
1654	LF	270°
1705	KF	270°
1749	LF	270°
1753	KF	270°
1804	LF	270°
1805	KF	270°
1835	LF	270°
1837	KF	270°
2005	Port LF (surface)	270°
2010	Port HF	270°
	Starboard LF
2012	HF	270°
2100	Starboard LF	270°


Time.	Speed.	Course	Remarks

2120	Port Stop	270°	? 16th June.
	Engines 300 revs. 11 kts.
2230	LF 300 revs.	270°
2334	LF 210 revs.	270°
2400	LF 210 revs.	270°
0900	LF 210 revs.	270°
1730	LF 210 revs.	270°
1802	HF	270°
1802	2 X HF	270°
1813	GF	270°
1816	HF	270°
1821	210 revs.	270°
2000	210 revs.	215°
2030	210 revs.	212°
0228	LF (submerged)	212°	? 18th June.
0300	LF	182°
0309	LF 1 M (surface)	212°
0311	210 revs.	212°
0053	LF (submerged)	212°
0410	Port KF (surface)	212°
0418	Port engine 210 revs.	212°
0555	LF (submerged)	212°
0733	KF (surface)	212°
0741	LF Port engine	180°
0743	HF	180°
0750	HF	160°
0900	HF	160°
0930	300 revs.	160°
0950	300 revs.	180°
1101	300 revs.	212°
1550	210 revs.	212°
2000	210 revs.	212°
2130	210 revs.	222°
2140	210 revs.	227°
0130	210 revs.	310°	? 19th June.
0140	210 revs.	227°
0240	Electric motors	227°
	LF stop (0 knots)
0250	210 revs.	227°
0310	Port 300 revs.	227°
	(5 knots) starboard stop
0340	210 revs.	227°
0400	210 revs.	227°
0548	Port 300	227°
	starboard stop
0601	250 revs.	227°
0610	210 revs.	227°
0613	210 revs.	212°
1112	Port electric motor	212°
	190 revs.
	Starboard Diesel
	LF (8 knots)
1336	Port electric motor	212°
	150 revs.
	Starboard Diesel
	250 revs. (. . knots)
1610	210 revs.	212°
2400	210 revs.	212°
23
0103	210 revs.	192°	23. Probably 20th June.
0107	210 revs.	212°
0116	210 revs.	202°
0722	210 revs.	212°
1125	HF (submerged)	212°
1316	HF	160°
1318	LF	160°
1319	LF (surface)	160°
1322	Port LF Starboard	160°
	100 revs.
1328	Port LF 300
1350	HF (submerged)	280°


Time.	Speed.	Course	Remarks

1400	LF	310°	23. Probably 20th June.
1405	HF	330°
1410	AK	330°
1414	LF	350°
1425	HF	230°
1500	HF	260°
1505	GF	100°
1508	LF (submerged)	160°
1543	HF (surface)	260°
1555	GF	260°
1600	2 X GF
1620	2 X GF	270°
1140	LF	270°
1645	GF	300°
1720	LF	300°
1730	Starboard HF
1840	Port electric motor	300°
	140 revs.
	Stb. Diesel 300 revs.
	(8 knots)
1926	Port electric motor	212°
	140 revs.
	Stb. Diesel 300 revs.
	(8 knots)
2106	Stb. 210 revs.	212°
0055	Stb. 210 revs.	285°	Probably 21st June.
0305	Electric motors LF	285°
0313	Stb. 210	285°
0800	Stb. 210 revs.	285°
1720	LF (submerged)	285°
1824	HF	285°
1829	LF	285°
1833	KF	285°
1839	LF	285°
1841	HF	285°
1845	LF	285°
1846	KF	285°
1850	HF	285°
1853	LF	285°
1859	KF	285°
1905	LF	285°
1908	KF	285°
1940	LF	215°
	(E.M.) (surface)
1945	Port KF	215°
2030	Port LF	215°
2045	LF (submerged)	285°
2048	KF	285°
2050	Port KF	285°
2052	Port LF	285°
2054	Port KF	285°
2205	LF	285°
2305	Both LF Stb. KF	285°
2340	Both LF	285°
2350	Stb. KF	285°
0225	Port KF	285°	Probably 22nd June.
0509	LF (surface)	285°
0510	Port KF stb. stop	225°
0523	Port KF stb. stop	195°
0528	Port KF stb. stop	175°
0553	Port 210 revs.	285°
0900	Port 210 revs.	305°
1200	Port 210 revs.	305°
0755	LF (submerged)	305°	23. Date given 23rd June.
1010	Stb LF (surface)	270°	Periscope 30° to port
1018	Port LF	270°	" " "
1020	HF	270°	" " "
1053	LF	180°	" " "
1124	Port, stb. 210 revs.	90°	" " "
	(6.2 knots)
1301	LF	90°	" " "
1303	LF	340°	" " "


Time.	Speed.	Course	Remarks

1306	HF (submerged)	70°	23. Date given 23rd June.
1314	LF	70°
1415	LF	0°
1930	Stb. LF (surface)	250°
1935	Port engine LF	0°
2038	Stb. 210 revs.	0°
	Port stop
2101	Stb. LF 210 revs.	190°
2102	LF both	190°
2240	HF 12.8-14.2 kn.	190°
2250	HF 12.8-14.2 kn.	185°
2312	HF 12.8-14.2 kn.	180°
0814	LF	240°	24. Date given 24th June.
1138	LF	0°
1145	HF	0°
1152	KF	60°
1158	LF	0°
1159	HF	0°
1500	KF	80°
1510	HF	0°
1544	LF	225°
1548	KF	225°
1612	HF	125°	24th June.
1745	KF	35°
	Convoy in sight.
1800	LF	55°
1807	LF	65°
1808	HF	65°
1822	GF	75°
1833	HF	75°
1835	GF	34°
1836	HF (submerged)	120°
1837	LF	120°
1952	LF	50°
2020	Stb. 8
2045		18°
2053	Stb. 6	75°
2055	LF	100°
2105	LF	330°
2200	LF	60°
2226	LF (surface)	60°
2230	LF (submerged)	60°
2310	LF	35°
0040	LF (surface)	50°	25. Date given 25th June.
0050	LF	50°
0055	2 X HF 10 more	50°
0113	2 X HF 10 more	50°
0128	2 X HF 10 more	70°
0130	2 X HF 10 more	65°
0133	2 X HF 10 more	60°
0143	2 X HF 10 more	50°
0210	2 X HF 10 more	0°
0215	2 X HF 10 more	20°
0217	2 X HF 10 more	30°
0222	2 X HF 10 more	40°
0232	2 X HF 10 more	0°
0235	HF	0°
0242	HF	30°
0255	HF	0°
0258	HF	330°
0300	HF	0°
0310	HF	30°
0312	HF	30°
0318	2 X HF	50°
0323	2 X HF	70°
0340	2 X HF	0°
0345	2 X HF	0°
0055	2 X HF	20°
0400	2 X HF	10°
0405	2 X HF	60°
0410	GF	60°
0410	GF	40°


Time.	Speed.	Course	Remarks

0416	GF	60°	25. Date given 25th June.
0428	GF	50°
0432	GF	60°
0437	GF	80°
0442	HF	60°
0501	LF	60°
0524	LF	70°
0543	LF	80°
0614	LF	90°
0629	LF	80°
0637	LF	70°
0706	LF	0°
0804	LF	60°
0815	LF	160°
1049	LF	50°
1300	LF	50°	25th June.
1318	LF	160°
1347	HF	130°
1659	HF	0°
1704	LF	0°
1802	KF	0°
1805	KF	240°
1806	LF	240°
1808	LF	220°
2000	LF	0°
2135	Port LF (7 knots)	0°
2345	LF	0°
2355	LF	0°
2400	LF	0°
0328	Electric motors	0°	26. Date given 26th June.
	both 114 revs. LF
0404	Stb. Diesels 210 revs.	270°
	(7.8 knots)
0800	Stb. Diesels 210 revs.	90°
	(7.8 knots)
0924	Stb. stop	90°
1115	Stb. 210 revs.	90°
	(7 knots)
1226	Stb. HF	30°
1229	Stb. HF port LF	30°
1238	Both 2 X HF	30°
1927	Both KF	120°
1945	Both 2 X HF	30°
2000	Both 2 X HF	30°
2000	Both 2 X HF	60°
2351	Stop	60°
2354	HF (submerged)	35°
2356	LF	35°
2358	HF	80°
2400	LF	60°
0040	1 engine LF (surface)	80°	27. Date given 27th June.
0045	LF	80°
0048	HF	80°
0139	HF	190°
0145	HF	90°
0152	KF	45°
2350	(presumably on the 26th June) Sunderland and smoke sighted. Direction 22°
0158	HF	90°	27th June (continued).
0231	2 X HF	90°
0247	2 X HF	70°
0255	2 X HF	50°
0307	2 X HF	130°
0309	2 X HF	90°
0312	2 X HF	70°
0316	HF	50°
0322	HF	30°
0333	LF	30°
0345	LF (destroyer)	30°
0348	210 revs.	80°
	(submerged)
0358	HF	80°


Time.	Speed.	Course	Remarks

1405	LF	30°	27th June (continued)
0410	LF (surfaced)	80°
0417	HF	50°
0423	2 X HF	80°
0438	2 X HF	50°
0443	2 X HF	30°
0458	2 X HF	0°
0630	LF	120°
0635	LF (submerged)	110°
0810	LF	70°
0830	LF	100°
	steamer bearing 50°
0831	LF (surfaced)	100°
0835	GF	100°
0837	HF	10°
0842	LF (submerged)	10°
0910	HF	70°
0912	2 X HF	70°
0918	GF	70°
0942	2 X HF	110°
0955	2 X HF	80°
0958	2 X HF	60°
1007	2 X HF	40°
1012	2 X HF	60°
1018	2 X HF	40°
1022	2 X HF	30°
1023	2 X HF	50°
1026	2 X HF	70°
1027	2 X HF	90°
1030	2 X HF	100°
1031	GF	100°
1033	GF	110°
1037	GF	120°
1039	GF	100°
1042	2 X HF	40°
1043	KF	20°
1043	GF	20°
1046	GF	0°
1050	GF	40°
1055	GF	60°
1100	GF	90°
1116	GF	100°
1120	GL	90°
1128	GF	70°
1133	2 X GF	55°
1140	2 X GF	70°
1142	2 X GF	90°
1152	2 X GF	70°
1210	2 X GF	85°
1217	2 X GF	95°
1228	2 X GF	85°
1235	2 X GF	75°
1245	2 X GF	35°
1247	HF	15°
1250	GF	80°
1300	GF	80°
1310	LF	80°
1315	2 X GF	80°
1335	2 X GF	70°
1345	HF	70°
1435	LF	90°
1437	KF	90°
1523	LF	190°
1525	HF	200°
1529	HF	250°
1535	HF	230°
1538	HF	200°
1547	KF	290°
1550	HF	180°
1552	HF	180°
1553	GF	160°
1555	2 X GF	140°


Time.	Speed.	Course	Remarks

1603	HF (submerged)	180°	27th June (continued)
1604	LF	180°
1645	LF	220°
1705	LF	240°
1720	LF (surface)	240°
1745	LF	90°
1752	HF	90°
1754	HF	90°
1804	HF	70°
1919	HF	55°
2000	HF	55°
2102	HF	90°
2400	2 X HF	180°
0004	HF	180°	No date given, probably 28th June.
0015	LF	180°
0024	KF	180°
0030	Electric motors KF	180°
0115	KF	90°
0240	Diesel LF	70°
0251	LF (submerged-	-
	Sunderland)
0255	LF	20°
0300	HF	20°
0305	LF	20°
0320	LF (surface)	20°
0325	LF	70°
0330	HF	80°
0335	2 X HF	90°
0400	2 X HF	90°
1050	LF	90°
1117	KF	149°
1124	LF (submerged-	90°
	aircraft)
1205	KF	90°
1235	Stb. M. LF (surface)	220°
1238	LF	220°
1241	HF	220°
1312	HF	240°
1314	HF	250°
1318	HF	260°
1323	HF	280°
1325	HF	280°
1326	HF	300°
1327	HF	320°
1331	2 X HF	350°
1335	2 X HF	320°
1340	HF	320°
1341	HF	300°
1344	LF	300°
1347	LF	270°
1356	LF	160°
1400	LF	170°
1404	LF	150°
1406	Stopped	160°
1407	HF (submerged)	160°
1444	LF (surface)	160°
1445	Stb. LF	160°
1450	LF	160°
1453	HF	160°
1455	2 X HF	160°
1500	2 X HF	160°
1542	2 X HF	150°
1554	2 X HF	140°
1600	2 X HF	130°
1604	2 X HF	140°
1627	2 X HF	130°
1635	2 X HF	120°
1638	2 X HF	120°
1652	2 X HF	120°
1657	2 X HF	125°
1704	2 X HF	140°
1705	2 X HF	150°


Time.	Speed.	Course	Remarks

1710	2 X HF	160°	No date given, probably 28th June.
1714	2 X HF	150°
1720	2 X HF	140°
1724	2 X HF	130°
1728	2 X HF	120°
1745	2 X HF	140°
1750	2 X HF	120°
1759	2 X HF	110°
1810	2 X HF	130°
1812	2 X HF	120°
1815	2 X HF	110°
1840	2 X HF	100°
1845	2 X HF	110°
1938	LF	110°
1940	LF	90°
1955	HF	90°
2000	HF	100°
2004	2 X HF	100°
2005	2 X HF	110°
2006	2 X HF	130°
2010	2 X HF	120°
2016	2 X HF	130°
2023	2 X HF	110°
2030	2 X HF	100°
2035	2 X HF	90°
2040	HF	90°
2042	HF	80°
2108	2 X HF	80°
2118	2 X HF	70°
2130	2 X HF	90°
2148	2 X HF	80°
2204	HF	80°
2225	LF	80°
2240	LF	110°
2245	KF	110°
2249	KF	120°
2309	KF	130°
2311	HF	130°
2312	HF	150°
2320	HF	120°
2323	HF	140°
2325	HF	150°
2329	2 X HF	170°
2321	2 X HF	180°
2353	2 X HF	170°
0006	HF	170°	No date given, probably 29th June.
0008	HF	160°
0010	HF	150°
0020	HF	150°
0030	LF	150°
0032	KF	150°
0033	KF	170°
0035	HF	180°
0040	KF	160°
0041	KF	170°
0054	KF	150°
0105	LF	150°
0127	LF	330°
0130	Stop	330°
0132	HF (submerged -	330°
	Convoy)
0434	LF	330°
0228	LF	60°
0240	LF	230°

Book ends.

Note: KF = dead slow; LF = Slow; HF = Half speed; GF = 3/4 speed; 2 X HF = 3/5 speed; AK = Utmost speed.

LIST OF CREW OF "U 651"

Name	Rank	English equivalent	Age.
Lohmeyer, Peter	Kapitänleutnant	Lieutenant-Commander	30
Brandt, Benno	Oberleutnant (Ing.)	Engineer Lieutenant	25
Heinrich, Karl Josef	Oberleutnant zur See	Lieutenant	25
Stürenberg, Georg	Fähnrich zur See	Midshipman	21
Schütze, Gustav Adolf	Fähnrich zur See	Midshipman	21
Schneider, Wilhelm	Fähnrich zur See	Midshipman	19
Franke, Erich	Stabsobermaschinist	Staff Chief Mechanician, 1st Class	34
Bungenstock, Hermann	Stabsobersteuermann	Staff Chief Q.M., 1st Class	32
Müller, Wilhelm	Obermaschinist	Chief Mechanician, 1st Class	33
Fritzke, Siegfried	Bootsmann	Chief Bo'sun's Mate, 2nd Class	26
Mohr, Johann	Steuermann	Chief Q.M., 2nd Class	41
Gnauck, Georg	Obermaschinenmaat	Mechanician, 1st Class	24
Burmeister, Hans	Bootsmannsmaat	Bo'sun's Mate, 2nd Class	27
Brock, Josef	Bootsmannsmaat	Bo'sun's Mate, 2nd Class	26
Böttger, Max	Bootsmannsmaat	Bo'sun's Mate, 2nd Class	27
Schade, Helmut	Bootsmannsmaat	Bo'sun's Mate, 2nd Class	26
Hausmann, Heinz	Maschinenmaat	Mechanician, 2nd Class	25
Franik, Erwin	Maschinenmaat	Mechanician, 2nd Class	22
Meyerholz, Heinrich	Maschinenmaat	Mechanician, 2nd Class	25
Banthian, Fritz	Maschinenmaat	Mechanician, 2nd Class	21
Martens, Christian	Maschinenmaat	Mechanician, 2nd Class	28
Breitwieser, Franz	Funkmaat	P.O. Telegraphist, 2nd Class	26
Grahle, Heinz	Funkmaat	P.O. Telegraphist, 2nd Class	22
Fischer, Gerhard	Matrosenobergefreiter	Able Seaman	20
Thomas, Kurt	Maschinenobergefreiter	Stoker, 1st Class	21
Lindlar, Herbert	Maschinenobergefreiter	Stoker, 1st Class	21
Rentzsch, Rudolf	Maschinenobergefreiter	Stoker, 1st Class	21
Nikisch, Kurt	Maschinenobergefreiter	Stoker, 1st Class	21
Stübig, Bernhard	Maschinenobergefreiter	Stoker, 1st Class	21
Lange, Hans	Mechanikerobergefreiter	Artificer, 1st Class	23
Libau, Willi	Matrosengefreiter	Ordinary Seaman, 1st Class	19
Wachholz, Erwin	Matrosengefreiter	Ordinary Seaman, 1st Class	21
Guss, Heinrich	Matrosengefreiter	Ordinary Seaman, 1st Class	21
Bender, Willi	Matrosengefreiter	Ordinary Seaman, 1st Class	20
Fädrich, Heinz	Matrosengefreiter	Ordinary Seaman, 1st Class	19
Witt, Willy	Matrosengefreiter	Ordinary Seaman, 1st Class	20
Heiss, Rudi	Matrosengefreiter	Ordinary Seaman, 1st Class	21
Botta, Josef	Maschinengefreiter	Stoker, 2nd Class	21
Maisch, Christian	Maschinengefreiter	Stoker, 2nd Class	19
Petersen, Hans	Maschinengefreiter	Stoker, 2nd Class	21
Otto, Georg	Maschinengefreiter	Stoker, 2nd Class	20
Quark, Willi	Maschinengefreiter	Stoker, 2nd Class	22
Hrapec, Karl	Matrose	Ordinary Seaman, 2nd Class	19
Jahn, Erich	Matrose	Ordinary Seaman, 2nd Class	19
Stephan, Hans	Matrose	Stoker, 3rd Class	20

Officers	6
Petty Officers	17
Men	22
Total	45

(C42522) B13 9/41

Click the icons to view the associated records

Return to the British Interrogation Reports page