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C.B.  4051 (49)
German A/S Vessel
"UJ 1404"
Interrogation of Survivors
September, 1942
This report is not to be considered accurate in all respects, having been prepared before complete information was available.  It is therefore not to be taken as historically correct.



          This book is the property of H.M. Government.  
          It is intended for the use of the Officers generally, and may in certain cases be communicated to persons in H.M. Service 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 caution and reserve.  


Attention is called to the penalties attaching to any infraction of the
Official Secrets Acts.
C.B.  4051 (49)
German A/S Vessel
"UJ 1404"
Interrogation of Survivors
September, 1942
         N.I.D. 04987/42.  


          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.  


  Introductory Remarks  
  Complement of "UJ 1404"  
Early History of "UJ 1404"
  Last Patrol and Sinking of "UJ 1404"  
  Details of "UJ 1404"  
  General Description  
  Maximum Speed  
  Cruising Speed  
  Fuel Capacity  
  Electrical Equipment  
  Minesweeping Gear  
  Armour Plating  
  Depth Charges  
  Depth Charge Throwers  
  Search Gear  
  Smoke Screen Apparatus  
Other UJ-Boats
    "UJ 1401"  
    "UJ 1402"  
    "UJ 1403"  
    "UJ 1404"  
    "UJ 1405"  
    "UJ 1406"  
    "UJ 1407"  
    "UJ 1408"  
    "UJ 1411"  
    "UJ 1412"  
    "UJ 1413"  
    "UJ 1415"  
    "UJ 1416"  
  Bases and Training Establishments  
  A.  France  
  Lorient and Approaches  
  B.  Germany  
  C.  Netherlands  
  D.  Poland  
  (C46742)                                                                                                                              B*  


  General Remarks on UJ-Boats  
  Composition of UJ-Flotillas  
  Personnel of 14th Flotilla  
  Location of 14th Flotilla  
  Numbering of UJ-Boats  
  Other UJ-Flotillas  
  Total UJ-Flotillas  
  Type of Vessel Forming UJ-Flotillas  
  U-Boat Escorts at Lorient  
  Patrol Routine off Lorient  
  A/S Methods of UJ-Boats  
  Types of Listening and Search Gears  
        (A)  Listening Gears  
        (B)  Search Gears  
        (C)  K.D.B. Search Gear  
Other Ships
  Japanese Submarines  
  Two-man U-Boats  
  Hannomag E-Boats  
  Raiders 45 and 36  
  Sinking of Raider 16  
  Raider 41  
  Other Raiders  
  Crew List of "UJ 1404"  
  Profile of "UJ 1404"  


          "UJ 1404" was a German A/S vessel.  She is the first of her kind to be sunk in this war, from which survivors have been captured.  
          This report deals fully with her duties and equipment.  
          Through her initials "UJ" (U-Jäger) imply that she was a submarine chaser, she was not specially built as such.  She was a converted deep sea trawler, whose wartime duties were almost solely patrols and the escort of coastal convoys.  
          She was sunk at about 0325 G.M.T. off Dieppe, by Naval forces covering the Allied landing there on 19th August, 1942.  There were 25 survivors, not all of whom have been available for interrogation.  
          "UJ 1404" and her convoy were the vessels referred to in official reports on the Dieppe raid, as having delayed the landing on the left flank.  
          "UJ 1404" carried a complement of forty-four.  Of the twenty-five survivors, seven were badly and nine slightly wounded.  
          The ships company consisted of one officer, three chief petty officers, four petty officers and the remainder other ratings.  
          Apart from the commanding officer, thirty-one were seamen, nine engine room personnel and three W/T ratings.  One of the seamen, a supply assistant, was carried as cook.  
          A large proportion of her peacetime crew was transferred to the naval service, and remained on board when she was taken over and converted by the navy in 1939, but they were gradually drafted elsewhere.  At the time of her sinking, only one man of her pre-war crew remained.  He did not survive.  
          The Captain, Leutnant zur See (Sub-Lieutenant) Max Berner, a reserve officer, was killed in action.  The crew did not seem to have a very high opinion either of his capabilities or his personality.  They described him as unusually stupid in service matters and needlessly callous towards his men.  Once, when one of them lay sick in Norway, he said to him:  "Hurry up and die, then they'll send us your relief!"  He was, however, zealous for his personal glory.  Survivors said that it was only his anxiety to earn the Iron Cross, 1st Class, that resulted in "UJ 1404" being allocated to duties in the Channel.  He received this decoration shortly before his death.  
          One of the two senior surviving members of the ship's company, Obsteuermann (Chief Petty Officer), Franz Schwenn, was due to receive his commission after his next leave.  He had previously served in Raider 45.  (See Section X.)  
          Only a sprinkling of the survivors were experienced men.  One, for instance, had served since 1935 in the navy, while another had been a deep-sea fisherman for years before the war.  The large majority, however, were very young and inexperienced, mostly aged about 21.  
          Prisoners, on the whole, were extremely ignorant of matters not immediately connected with their own boat.  
          Morale and security-consciousness were about the same level as displayed by other recently captured coastal forces survivors.  Both were notably lower than in U-Boats.  
          Some of the survivors wore both classes of the Iron Cross, and others the Spanish Cross ("Spanienkreuz"), awarded for services in the Spanish Civil War.  "UJ 1404" did not, however, take part in this war.  
          "UJ 1404" was built as a deep-sea trawler in Wesermünde in 1936.  She was engaged in fishing from Wesermünde until June, 1939, when she was requisitioned by the navy and sent to Hamburg for conversion to an A/S vessel.  During the conversion the bridge was raised so as to afford a view over the 88-mm. gun.  
          On commissioning, she was numbered "UJ 1208" and attached to the 12th A/S Flotilla.  Her captain, Kapitänleutnant (Lieutenant-Commander) Lang, was also Senior Officer of the Flotilla, which consisted of boats numbered "UJ 1201" to "UJ 1208."  
          She left Hamburg on 27th July, 1939, for Cuxhaven, where she remained a few days before proceeding to Heligoland and Wilhelmshaven, where she did her trials.  
  (C46742)                                                                                                                             B*2  


          Survivors' recollections of her movements between the outbreak of war and the beginning of 1940, are too hazy to warrant their inclusion in this report.  They said, however, that at the beginning of 1940 she was at Wilhelmshaven, and in April went to Aarhus, afterwards proceeding to Norway.  Early in 1940 Leutnant zur See (Sub-Lieutenant) Bebermeyer succeeded Kapitänleutnant Lang in command.  
          In the autumn of 1940, she and other "UJ-Boats" towed the captured British submarine H.M.S. "Seal" into Frederikshavn (Denmark).  A survivor said that the submarine's crew were lined up on deck when "UJ 1208" arrived, and the captain was then taken off by an aircraft with Swedish markings.  She later towed "Seal," which had a pronounced list, from Frederikshavn to Kiel.  
          (N.I.D. Note.  There is no confirmation that an aircraft with Swedish markings was engaged in the above operation.)  
          In December, 1940, "UJ 1208" was in Lorient and spent the winter in French coastal waters, proceeding as far south as the Spanish frontier.  Ports visited included Royan and Bordeaux.  In February, 1941, Oberleutnant zur See (Lieutenant) Kranich, now commanding "UJ 1407," replaced Bebermeyer as captain.  
          In March, 1941, she proceeded from Royan, where she had embarked several new ratings, to St. Nazaire.  From here, according to one prisoner, she escorted a freighter some 100 miles out into the Atlantic.  He refused to say what type of ship this freighter was, or whether she might have been a raider.  
          Some time in the summer of 1941, the 14th A/S flotilla was formed.  "UJ 1208" was ordered to join it, and her number was changed to "UJ 1404."  Most of the boats forming the new 14th Flotilla derived from the 13th, which was then dissolved.  
          In June, 1941, she sailed from France to Kiel, where she spent a few hours, afterwards proceeding to Aarhus, and later to Frederikshavn.  She sailed from Frederikshavn on 22nd June with a convoy to Horten, returning after a few days to Frederikshavn, which was then the base of the 14th Flotilla.  
          The period between August and December, 1941, was spent in escorting a number of small convoys, never more than four ships, between Copenhagen, Aarhus Frederikshavn (near the Skaw), Horten, Kristiansand S., Stavanger and Bergen.  For part of this time she was docked at Frederikshavn (Copenhagen).  One man said she was at Wilhelmshaven in September.  
          On 6th December, 1941, while convoying off Stavanger, she shot down an aircraft, and on the 26th or 27th December, while escorting the 6,000-ton "Magdalena Vinnen," off Sola, she claims to have shot down two of six attacking Blenheims.  The "Magdalena Vinnen" was hit in her engine room and was towed into port.  Survivors said they had heard that German fighters later shot down the remaining Blenheims.  Some of "UJ 1404's" 88-mm. gun's crew were decorated for this exploit.  
          In November or December, 1941, "UJ 1404" attacked a submarine in the Skagerrak, but without evident success.  One survivor said he was not even sure whether a submarine was present.  
          While in Norway the flotilla consisted of only six boats, including "UJ 1403," "UJ 1404" and "UJ 1411."  During the period in Norwegian waters the flotilla was under the orders of the Admiral Commanding Norwegian West Coast.  
          Early in January, 1942, "UJ 1404" left Stavanger for the last time.  With "UJ 1411" she escorted two or three tankers from Kristiansand S. to Heligoland.  Her mission completed, she entered in turn the Norder and Stülcken yards at Hamburg for refitting, including the stepping of a new mast, and most of her ship's company went on leave.  
          Oberleutnant zur See Kranich then relinquished his command to join "UJ 1407," and was succeeded by Leutnant zur See Berner.  
          At the beginning of March, 1942, "UJ 1404" left Hamburg for Cuxhaven,  where she went over the D/G range and remained a week before leaving with "UJ 1411" to escort a small coastal convoy to Rotterdam.  
          At Rotterdam all ships of this convoy dispersed except one, which "UJ 1404" and "UJ 1411," after a stay of two days, escorted to Boulogne, stopping overnight en route at Ostend and Dunkirk.  
          "UJ 1404" and "UJ 1411" remained one day at Boulogne, before sailing to St. Malo via Le Harve and Cherbourg, at each of which they stopped for one day.  
          "UJ 1404" was based on St. Malo for about a week, during which time she escorted a single ship to Jersey, staying there one day.  
          She then sailed from St. Malo for Lorient, where she arrived at the end of March, and lay in the Fishing Port at Keroman.  Other "UJ" boats in Lorient then were "UJ 1405," "UJ 1407," "UJ 1411" and "UJ 1413."  
          For the next four or five weeks "UJ 1404" made patrols of about a week's duration between Belle Ile and the Pointe de Penmarch, generally accompanied by "UJ 1411" or "UJ 1402."  Although she convoyed no ships during this period, her duties included the escorting of U-Boats in and out of Lorient.  Some 12-15 U-Boats were escorted from April until June, 1942, amongst them those commanded by Topp and Cremer.  (N.I.D. Note.  There are believed to be "U 552" and "U 333" respectively.)  


          On one occasion off St. Nazaire she attacked without success what survivors said was a British submarine which had been minelaying.  She was relieved by "UJ 1407" and one other UJ-Boat early in May, when she proceeded to dry-dock near the Arsenal at Brest.  
          After fourteen days in dock at Brest, she sailed once more for Lorient, from which port she resumed her patrol off Belle Ile.  
          Sometime in May, 1942, according to one prisoner, "UJ 1404" escorted a raider off Lorient, four torpedo boats being also present.  
          (N.I.D. Note.  This appears to have been Raider "J.")  
          One night in June, while on patrol, a bomb from a British aircraft went through her funnel, falling into the water on the other side.  
          During June, a prisoner stated, three unsuccessful attacks were carried out on British submarines between Belle Isle and Groix Ile.  
          (N.I.D. Note.  No British submarines were operating in this area at this time. )  
          At the beginning of July, 1942, she sailed on convoy duty from Lorient to Brest, where she entered dry-dock once again for boiler cleaning and a repaint.  This lasted from 6th to 23rd July.  French workmen were employed.    
          At the end of July she returned to Lorient for a week.  While there, members of her ship's company celebrated what they described as a great German victory in the Channel on the night of 20th/21st July, in which four British M.G.B.'s were destroyed.  The crew of "UJ 1402" which had taken part in this operation, were then in Lorient, and they joined "UJ 1404's" crew in making merry.  
          (N.I.D. Note.  At about 0100 on 21st July, M.G.B.s 322, 328 and 601 intercepted an enemy tanker heavily escorted off Cap Gris Nez.  M.G.B. 601 set one of these escorts on fire and 322 also claimed hits.  M.G.B. 328 did not return.  On 21st July the official German News Agency announced that German light craft sunk the leading vessel of a British M.T.B. flotilla in the Channel and damaged several others by shell fire.  It is presumably this engagement to which survivors referred.)  
          About 1st August, "UJ 1404." "UJ 1411" and three patrol boats ("Vorpostenboote") convoyed two 5/6,000 ton Italian freighters from Lorient to Brest.  One of the freighters was said to contain mercury and the other iron ore.  The convoy stayed one night in Brest and proceeded next day to Cherbourg.  
          Here "UJ 1404" and "UJ 1411" abandoned the Italians and escorted a small convoy of colliers to Alderney, Jersey and Guernsey, at the same time taking off some of the garrison who were sick, and bringing them back to Cherbourg, which they made on the 10th August.  While on passage to Guernsey via Alderney at night she received a warning of the presence of British M.T.B.s off Jersey.  She did not, however, encounter them.  Still accompanied by "UJ 1411," "UJ 1404" then escorted the Italian carrying mercury to Le Harve, whence they returned to Cherbourg to escort the other Italian to Le Harve and then to Boulogne, which was reached on 17th August.  
          At 2000 G.M.T. on 18th August, "UJ 1404" and "UJ 1411" sailed from Boulogne, escorting a convoy of eight small ships, all armed with 20 mm. guns and some of them towing barges.  Two patrol boats ("Vorpostenboote") also formed part of the escort, "UJ 1404" followed astern of the group, and survivors believed that a patrol boat was stationed on either beam.  The speed of the convoy was about 6 knots.  
          On leaving Boulogne, survivors were not aware of the imminence of any British attack.  
          Nothing of note occurred until, at about 0245 G.M.T. on 19th August, "UJ 1404" received a W/T signal from the shore, warning her of the presence of enemy craft with a speed of about 30 knots, following her astern.  Some twenty minutes later, her K.D.B. gear indicated enemy vessels about seven miles astern 5° to port, whereon the convoy altered course very slightly and continued at 6 knots.  Survivors thought this meant there were M.G.B.s in the neighbourhood.  They had no idea that a British destroyer force was involved.  
          About a quarter of an hour after "UJ 1404" had made her K.D.B. contact, "UJ 1411," who was ahead of the convoy, engaged a British force and "UJ 1404" followed suit a moment later.  Survivors said they sank two or three M.G.B.s with their 88 mm. gun at a range of about one mile, but they were not insistent on this point.  Several rounds of starshell were fired during this stage of the action.  The Captain was killed soon after the engagement opened and the senior C.P.O. took over from him.  Shortly afterwards, however, she was attacked by five more M.G.B.s, and was hit in her engines.  She continued on her course until her engines were hit again, and she caught fire.  Her steering gear was also damaged and she began to circle.  By this time most of her guns were out of action, her bridge, forecastle and W/T office had been hit several times, and her crew considered her in danger of breaking up altogether.  
          Those of her ship's company who were still alive gathered aft and tried to lower the whaler, but this was found to be practically shot away.  There therefore gave up the attempt and, after some hesitation, sprang into the water, where they shouted for help until picked up.  
  (C40742)                                                                                                                            B*3  


V.  DETAILS OF "UJ 1404"
(1) Displacement 500 tons.
(2) Measurements Length 70 meters (229 ft.)
    Maximum beam 6-7 metres (19-23 ft.).
    Maximum draught 5 metres (16 ft.).
(3) General description Converted steel-built trawler with "Maier" bow and cruiser stern.
    The layout of "UJ 1404" was roughly as follows, from forward to aft:
            (a)  Stokers' mess deck, with chain locker below.
            (b)  Magazine.
            (c)  Seamen's mess deck.
            (d)  Cabinet for K.D.B., S-gear and Echo-sounder.
            (e)  Boiler room and bunkers.
            (f)  Engine room.
            (g)  Petty officers' mess.
(4) Maximum speed 13 knots (120-130 r.p.m.).
(5) Cruising speed 12 knots.
(6) Funnel One.
(7) Mast One.
(8) Fuel capacity 195 tons of coal.
(9) Endurance Could remain at sea for three weeks.
(10) Engines Built at Wesermünde, the engines were single-screw triple-expansion reciprocating type of 750 H.P.
(11) Electrical equipment Both a Diesel-generator and a turbo-generator were fitted in the engine room.  No batteries were carried.
(12) Boiler One.
(13) Minesweeping gear None.
(14) Armament One 88 mm. (3.46 in.) gun was mounted forward (Crew of five or six) on a dual purpose mounting.
    Three 20 mm. (.78 in.) guns were carried, one abaft the 88 mm. gun, one amidships and one aft. (Crew four each).
    Survivors had a low opinion of the 20 mm. guns.  They said they were a satisfactory weapon to fire, but their lack of shields made their crews highly vulnerable to return fire.
    Two Type C.30 M.G.s on either side of the bridge.  Prisoners said these were due shortly to be replaced by Type C.38.  Since becoming a "Channel Boat" "UJ 1404" was due to receive additional armament, but had not yet done so.
    Rifles and pistols were also carried.
    The 14th Flotilla is shortly to be reinforced by further boats from Germany.  These are armed with one 88 mm., two 37 mm. and four 20 mm. guns, and two M.G.s.
(15) Ammunition The magazine was between the stokers' and seamen's mess decks, forward.  Ammunition is hoisted by hand.  "UJ 1404" carried 200-300 rounds of 88 mm., part H.E., part A.P. and part A/A.
    Survivors said that at the time of the action, it was badly stowed around the 88 mm. gun and caused many casualties.  She carried 10 rounds of 88 mm. starshell.  These produced a light for just over a minute.
    Ammunition for the 20 mm. guns was supplied in magazines of 20 rounds - both A/A (Fla) and A.P. (Panzerspreng) being carried and both employing tracer.
(16) Armour-plating None.
(17) Searchlight Carried on bridge.
(18) R.D.F. None.
(19) Rangefinder One small hand rangefinder was carried.
(20) Echo-sounder Fitted.


(21) Communications She carried a Debeg 40/70 watt W/T transmitter and receiver.  The W/T office was adjacent to the Commanding Officer's cabin below the bridge.  The telegraphist said that he always worked on the coastal long wave, at about 6,000 kc/s.  She carried one aerial.
    (N.I.D. Note.  It is considered that the transmitter would normally be 20 watts, although 40/70 watts is possible.  It is known that Arctic frequency used is 5,175 kc/s and the Channel frequency 5,750 kc/s).
(22) Call-sign One rating said that he thought her call-sign was "D.E."  There is no confirmation of this.
(23) Depth charges 60 depth charges were carried, of which 20 were the normal type with depth settings from 25 to 90 metres (82-296 ft.).  The remainder were of new magnetic and acoustic types without depth setting.  Survivors said that they had once thrown depth charges set to 35 metres (115 ft.) when traveling at full speed.  The explosion had all but damaged their own hull.
    (N.I.D. Note.  The existence of the magnetic and acoustic types of depth charges has not yet been established.)
(24) Depth charge throwers She had four depth charge throwers, one on each side amidships and one on each side aft.  Each thrower holds one charge ready primed.  Two ready-use charges are stowed adjacent, but not primed.  The range of each thrower is 100-120 metres (328-394 ft.).  This relatively long range is necessitated by the nature of the new depth charges.  In addition she carried two depth charge chutes aft, each holding five charges ("Ablaufgerüste")
    (N.I.D. Note.  It is not confirmed that the relatively long thrower range is necessitated by any magnetic firing mechanism, but may possibly be dictated by the use of an acoustically operated mechanism.)
(26) Search gear She carried both K.D.B. and S-gear.  (See VIII (xi).)
(27) Degaussing "UJ 1404" was stated to be fitted with M.E.S-Gerät (degaussing gear).  This gear operated at 110 volts with a maximum current of 35 ampères.  Five coils encircled the hull.  It was stated that this apparatus only afforded protection against mines with North or South pole operation, but was useless against mines fitted with alternating polarity.
(28) Smoke screen Two smoke screen canisters were fitted aft.
(29) Watches The ship's company was organised in two watches.  This was no hardship, as she seldom put to sea in daytime.
  "UJ 1401"  
          "UJ 1401" was based on Lorient in August, 1942.  
  "UJ 1402"  
          "UJ 1402" accompanied "UJ 1404" on some of her patrols off Belle Ile and the Pointe de Penmarch from Lorient in April, 1942.  In July she took part in an action against British M.G.B.s in the Channel, in which, according to survivors from "UJ 1404," four British coastal forces craft were destroyed.  Another prisoner said that "UJ 1402" had been sunk by Spitfires in July and a number of her crew killed.  
          (N.I.D. Note.  It is thought he was referring to the same occasion.)  
          This prisoner added that "UJ 1402" was being salved and completely reconstructed.  In the last week in July survivors from "UJ 1402" were in Lorient, where they celebrated their "victory" in company with the crew of "UJ 1404."  
  "UJ 1403"  
          "UJ 1403" was based on Stavanger in the latter half of 1941, and on Lorient in August, 1942.  
  "UJ 1405"  
          "UJ 1405" was based on Stavanger in the latter half of 1941, and on Lorient in August, 1942.  In July she accompanied "UJ 1406" from Wesermünde to Lorient.  
  (C46742)                                                                                                                          B*4  


  "UJ 1406"  
          In May, 1942, "UJ 1406" was in Stettin undergoing repairs.  She then proceeded via Swinemünde, Gdynia and other ports to Lorient, where she arrived on 30th July.  From Wesermünde en route she and "UJ 1405" had convoyed one freighter to Rotterdam.  She was based on Lorient in August, 1942.  She is commanded by Leutnant zur See der Reserve (Sub-Lieutenant (Reserve) Hankenkamp.  
  "UJ 1407"  
          Oberleutnant zur See (Lieutenant) Kranich took over command of "UJ 1407" in January, 1942.  He had previously commanded "UJ 1404."  "UJ 1407" was based on Stavanger in the latter half of 1941.  She accompanied "UJ 1404" on some of her patrols off Belle Ile and Pointe de Panmarch in April, 1942.  She was based on Lorient in August, 1942.  
  "UJ 1408"  
          "UJ 1408" accompanied "UJ 1406," "UJ 1416" and one freighter from Wesermünde to Rotterdam in July, 1942.  She then proceeded with these same two boats to Lorient where she was based in August.  
  "UJ 1411"  
          Oberleutnant zur See (Lieutenant) Wurmbach commands "UJ 1411."  She was based on Stavanger in the latter half of 1941.  Early in January, 1942, and accompanied by "UJ 1404," she escorted two tankers from Stavanger to Heligoland, after which she proceeded to Copenhagen.  At the end of February, 1942, she was in Flushing, whence she accompanied "UJ 1404" and a small coastal convoy to Rotterdam, Ostend, Dunkirk and Boulogne.  She then proceeded with "UJ 1404" via le Harve and Cherbourg to St. Malo, and arrived at Lorient, her new base, at the end of March.  She accompanied "UJ 1404," "UJ 1402" and UJ 1407" on some patrols off Belle Ile and the Pointe de Penmarch during April, and in August carried out further convoy duties with "UJ 1404," with whom she remained in company from then onwards until "UJ 1404" was sunk.  Wurmbach had previously served on the 18th Patrol Boat Flotilla based on a French port, and later with the 12th UJ Flotilla in Norway, before transferring to his present flotilla.  
  "UJ 1412"  
          "UJ 1412" was based on Lorient in August, 1942.  
  "UJ 1413"  
          "UJ 1413" is a converted whaling vessel, commanded by a lieutenant.  These whaling vessels are stated to use oil fuel.  
  "UJ 1415"  
          Survivors said that the captain of "UJ 1415" is named Sperrhase or Sperrhausen.  
  "UJ 1416"  
          "UJ 1416" accompanied "UJ 1406," "UJ 1408" and one freighter from Wesermünde to Rotterdam in July, 1942.  She was based on Lorient in August, 1942.  
A.  France
  (i)  Granville  
          The Senior Naval Officer at Greanville is Korvettenkapitän (Junior Commander) Graf von Montgelas.  The naval officers are in the centre of the town.  There is a company of fifty men, whose main duty was to prevent the French pilfering coal from the harbour dumps.  This company is accommodated in the school building under Chief Petty Officer Sauter.  (All information as at October, 1941.)  
  (ii)  Lorient and Approaches  
          One prisoner said he had seen a vessel, about 40 metres in length, inside the boom at Lorient, intended for use as a block ship.  He said he had seen one Japanese submarine there in July, 1942.  (See Section IX (i).)  
          There are net defences at the entry to Lorient as follows:  
                  (a)  At a point between the Citadel of Port Louis and the opposite shore.  
                  (b)  Between Les Trois Pierres and the Basse de la Ouest.  
        The position of nets varies, however, from time to time.
          There are signal stations on the landward side of the Ile de Groix at Le Palais on Belle Ile and at Concatneau.  Patrolling UJ and other boats keep in touch with one of these by V/S.  Prisoner added that both Belle Ile and Ile de Groix were heavily protected with 28 cm. and A/A guns.  
          For swept channels out of Lorient in June, 1942, see Section VIII (viii),  
          (N.I.D. Note.  The existence of the net defence at (a) above is confirmed.  


  (iii)  Paris  
          There is a drafting depot in Paris, in the Porte de la Villette area under Oberleutnant zur See Schwertner (Information as at April, 1941).  
B.  Germany
  (i)  Emden  
          In April, 1942, there were four harbour defence vessels in Emden under Chief Petty Officer Kiersten.  One of their duties was to carry stores to Borkum.  
  (ii)  Leer  
          Korvettenkapitän Dahle is in command of the Field Training Division for the training of recruits at Leer.  There were four companies each of 150 men.  Oberleutnant Brettborst commanded the Third Company.  (Information as at beginning 1940.)  
  (iii)  Stettin  
          The Vulkan Werft at Stettin is engaged in converting trawlers into UJ-Boats.  (Information as at January, 1942.)  
  (iv)  Wesermünde  
          Oberleutnant (M.A.) (Lieutenant (Naval Artillery) Edel is in command of the 3rd Company of the Seaman's Navigation School at Wesermünde  (Information as at June, 1942.)  
  (v)  Wilhelmshaven  
          Oberleutnant zur See Pohl is in command of the Wilhelmshaven W/T station.  It is known as the "Funkstelle M.N.A. Nord."  (Information as at end 1941.)  
C.  The Netherlands
  (i)  Breda  
          Kapitän zur See (Captain) von Stockhausen, father of the U-Boat officer, was still in command of the Field Training Establishment at Breda in March, 1942.  Oberleutnant (M.A.) Krebs was then in command of the 5th Company.  
  (ii)  Haarlem  
          There is one Recruits' Field Training Company here, commanded by Kapitänleutnant (Lieutenant-Commander) Schmidt.  (Information as at March, 1941.)  
  (iii)  Zwolle  
          There is a Recruits' Field Training Establishment here, consisting of four companies.  THe 1st Company is commanded by Leutnant zur See Sieverts.  (Information as at September, 1941.)  
D.  Poland
          There is an A/S School (U-Boat Abwehr Schule, abbreviated to U.A.S.) at Gdynia.  About 100 men at a time attend the course, which consists of one week's theoretical instruction and five week's practical training with the school flotilla.  Prisoners said that six R-Boats and three smaller Dutch converted vessels ("Horchboote") are permanently attached to this school.  
          The course is known as the "U.W.H." (Unterwasser Horcher).  
  (i)  Composition of UJ-Flotillas  
          Survivors said that the number of boats in a UJ-Flotilla varied from time to time.  Some said there were usually twelve, and others twenty.  One man was certain there were twenty-three in the 14th Flotilla, though not more than thirteen were mentioned as forming it in the course of interrogation.  These were "UJ 1401," "UJ 1402," "UJ 1403," "UJ 1404," "UJ 1405," "UJ 1406," "UJ 1407," "UJ 1408," "UJ 1411," "UJ 1412," "UJ 1413," "UJ 1415" and "UJ 1416."  Boats of the 14th Flotilla are painted grey.  
  (ii)  Personnel of the 14th Flotilla  
          The 14th Flotilla is commanded by Korvettenkapitän (Junior Commander) Wunderlich, who has Korvettenkapitän Grossmann as his second-in-command, Oberleutnant zur See (Lieutenant) Bordeaux as his adjutant, and Leutnant (Ing.) (Sub-Lieutenant (E)) Wenzel as his flotilla engineer.  Both Wunderlich and Grossmann formerly commanded UJ-Boats themselves.  
          Korvettenkapitän Wunderlich is a hero to his men, who respect him for having escorted the catapult ship "Schwabenland" up the Channel to Kiel, for which he was awarded the Ritterkreuz.  Wunderlich was then himself in command of a UJ-Boat, and claims to have sunk five attacking  


  M.G.Bs and one larger vessel of unspecified nature.  On other occasions, whilst commanding this boat, whose number was not stated, Wunderlich claimed to have sunk a submarine and to have shot down four aircraft.  
          (N.I.D. Note.  On the night of 6th/7th August, 1942, M.T.B.s and M.G.B.s carried out two attacks on a heavily escorted enemy ship believed to be the catapult ship "Schwabenland."  In the first attack one M.T.B. was sunk and one damaged.  The second attack was carried out by three M.T.B.s and three M.G.B.s.  The M.G.B.s remained to seaward, while the M.T.B.s endeavoured to attack inshore between Calais and Gravelines, but the latter were for the second time unable to get into an attacking position owing to the strength of the enemy escort, which was estimated at five M-Class Minesweepers (Fleet Sweepers), at least seven R-Boats and probably several trawlers.  All the M.G.B.s engaged the enemy escort vessels and scored hits, but no definite results were observed, although at least one was silenced and one was thought to have been set on fire.  On 10th August the German Radio broadcast an interview between war reporters at a naval base on the French coast and captains of UJ-Boats under Wunderlich.  This broadcast stated that there had been an action with British M.G.B.s and M.T.B.s in bad weather and that three British boats were set on fire and retired.  One was seen to go down, and from another a flag was captured.)  
  (iii)  Location of 14th Flotilla  
          The 14th UJ-Flotilla has been based on Lorient since March, 1942.  
  (iv)  Numbering of UJ-Boats  
          Boats of UJ-Flotillas carry numbers of four digits.  The first two represent the flotilla and the others the number of the boat in the flotilla.  
  (v)  Other UJ-Flotillas  
          Survivors gave the following locations for UJ-Flotillas:  
                  11th left Kristiansand S. in autumn, 1941.  
                  12th in Norway.  Consists of whalers.  
                  17th, Baltic port.  Deep-sea trawlers.  
          Boats of the 17th Flotilla were stated to be painted green.  
  (vi)  Total UJ-Flotillas  
          Survivors were very ill-informed as to the total of UJ-Flotillas in existence.  
          (N.I.D. Note.  The number of UJ-Flotillas is not thought to exceed six.)  
  (vii)  Type of Vessel forming UJ-Flotillas  
          UJ vessels consist either of 500-ton deep-sea trawlers, or of 350-ton whaling craft.  
  (viii)  U-Boat Escorts at Lorient  
          Prisoners stated that there were four main swept channels used by U-Boats proceeding in and out of Lorient.  These were in the area:  
                  (a)  Between Belle Ile and the Ile de Groix.  
                  (b)  To the west of the Ile de Groix.  
                  (c)  Between the Ile de Groix and the Iles de Glenan.  
                  (d)  To the west of the Iles de Glenan.  
          All these channels proceed approximately in a south-westerly direction.  
          Outward Escorts.  Two UJ-Boats wait at the entrance to the West Pass (position 47° 41'N., 03° 24'W.), where they rendezvous with the outgoing U-Boat, usually at dusk.  They then proceed on any one of the channels indicated above at 13 knots to a point up to 150 miles out to sea.  The U-Boat is on the surface throughout.  They part company with the U-Boat following morning and return to Lorient.  
          Homeward Escorts.  The UJ-Boats detailed for homeward escort are ordered to rendezvous at dusk with the U-Boat at any given point up to 150 miles out to sea.  They then set course in company for Lorient at 13 knots, the U-Boat proceeding on the surface.  They anticipate making Lorient by dawn.  
          Escort Craft used.  It is usual for two UJ-Boats to form the escort for U-Boats off Lorient.  When there has been enemy minelaying activity, minesweepers precede the U-Boat until deep water is reached.   
          (N.I.D. Note.  No craft enter or leave Lorient during dark hours, as the port is closed by a boom defence.  U-Boats are not believed to be escorted for more than half the distance mentioned above.)  
  (ix)  Patrol Routine off Lorient  
          UJ-Boats on A/S patrol off Lorient keep in touch either with the signal station at Concarneau or on the landward side of the Ile de Groix.  Communication is by V/S and they are often summoned to the Ile de Groix station for further orders.  


  (x)  A/S Methods of UJ-Boats  
          UJ-Boats on A/S patrol always work in pairs.  Both listen on K.D.B. until one establishes a contact.  Then one will switch to S-gear, while the other continues to listen with K.D.B.  That using S-gear is always the leading boat.  When contact is sufficiently close, they ask the signal station at Concarneau or Ile de Groix whether there are any friendly U-Boats in the vicinity.  If the reply is negative, they then close to attack.  "UJ 1404" made three separate A/S attacks while based on Lorient in June, in the vicinity of Belle Ile and Ile de Groix.  In each of these, D.C. thrown were set to 40-50 metres (131-164 ft.).  In no case was there any evident result.  
          Four charges can be fired from the throwers at the same time and the two chutes aft can also be used if required.  
          If contact was lost it was usual to carry out a box sweep.  (See V (22) and (23).)  
  (xi)  Types of Listening and Search Gears  
          (A)  Listening Gears  
          Two prisoners from R184, who had done a six week's course at the A/S school at Gdynia in 1941, gave the following description of various types of listening gear.  
          (aF.H.G. ("Fliegendes Herchgerät").  Consists of one or more all-round hydrophones lowered over the side of the ship to detect any noises.  The whole apparatus is portable, being operated by a small six or twelve volt battery.  Prisoner said that this is out of date as no bearings can be obtained and its use of dying out.  
          (bN.H.G. (Navigations Horchgerät). Consists of one or two hydrophones on either bow used for picking up under-water signals to facilitate navigation when entering harbour in foggy weather.  
          (cG.H.G. ("Gruppenhorchgerät").  Consists of up to ninety hydrophones on either bow arranged elliptically.  There are a number of circuits used in conjunction with condensers and the hydrophones are automatically switched in order to obtain bearings as a handwheel is rotated round a dial marked from 0-360°.  
          (dK.D.B. ("Kristalldrehbasis")  The K.D.B. gear consists of six receivers in line under the ship, which can be rotated from 0-360.  The gear can pick up ships at a range of between 10-15 kms.  (6.2-9.3 miles), giving their bearing to the nearest degree.  It can be used up to a speed of 21 knots, but its range would be limited owing to propeller noises.  The K.D.B. is made up of basis and crystal receiver, amplifier, filter and headphones.  It operates on 220 volts and the shaft can be lowered about 50 cm. (19.6 ins.) below the ship.  
          (B)  Search Gears  
          (aU.S.G. ("U-Boots Suchgerät").  Consists of six oscillators.  This search gear has a range of 10,000 metres (10,936 yards) and is said to be the most sensitive one.  It has a dial adjustment in three settings:  0-1,500, 1,500-4,500 and 4,500-10,000 metres.  The pulse has three speeds according to the dial setting.  At short range prisoner thinks that there are approximately 300 transmissions per minute.  The pulse can be set either coarse or fine.  This is to facilitate reading the dial.  There is a green point which travels up and down the dial and as soon as an echo is obtained this point turns into a line, thus giving the exact distance reading.  Each time the apparatus transmits, the point or line, as the case may be, can be set to return to 0, where a faint tick can be heard every time this occurs.  Prisoners cannot remember the number of kc/s this apparatus operates on.  They say, however, that it is very sensitive and a single mine or buoy will be shown on the scale just the same as a U-Boat or other large submerged object.  It is understood that an arc is swept with this gear as with our Asdic, whenever it is considered necessary to set watch.  On striking an object it will give a range and a bearing, true to within one degree, which will be shown on the "Kreis Skala" (circular scale).  It is believed, however, that the Germans prefer where possible to rely on H.E. detected by hydrophones for bearings.  Only U.S.G. and M.S.G. are fitted with the "Kreis Skala."  
          (bM.S.G. ("M-Boot Suchgerät").  Consists of four or five oscillators, fitted horizontally and operated by a vertical shaft, being lowered and rotated beneath the ship's keel.  The range of this instrument is 10,000 metres (10,936 yards) and the settings are the same as for the U.S.G.  This is used by fleet minesweepers.  It will pick up single mines, but is not quite so sensitive as the U.S.G.  
          (cMob. ("Such-Gerät").  Mob is the abbreviation of a word which is believed to be "Mobilisierung Such-Gerät."  Both prisoners said that this search gear has a range of 4,500 metres (4921 yards) with three dial settings:  0-1,500, 1,500-3,000 and 3,000-4,500 metres.  One man said that this device consists of five to six oscillators placed vertically on the ships stem.  The specific use of this search gear has not been established.  
          All search gears referred to above are made by Telefunken.  
          (C) K.D.B. Search Gear  
          K.D.B. is often fitted in conjunction with S-Gear, as in the case of both "UJ 1404" and "R 184."  In "R 184" it was established that the S-Gear had a range of 1 Km (1,093 yards).  The dial was marked from 0-10 in hectometres (100 metres) the pulse being given as constant at about 300 transmissions per minute.  The form of S-Gear is believed to be the smallest of its kind, having only three oscillators, horizontally above the K.D.B. hydrophones, below the ship's keel.  
          Both prisoners say that the K.D.B. S-Gear is an A/S gear, and that although it was never used in "R 184" they were told that even single mines could be located, which was probably why it was fitted.  (See C.B. 4051 (48) VII (xiii).)  


  (i)  Japanese Submarines  
          Prisoners said they had seen a 2,000-ton Japanese submarine in harbour at Lorient in July, 1942.  She was flying the Japanese flag and her hull showed signs of rust.  He had arrived via the Indian Ocean and Cape Town.  They described her as follows:  
                  About twice as long as a German 500-tonner.  
                  A double conning tower, the forward part of which contained a glass porthole.  
                  Four twin-mounting 20-mm. (.79 inch) guns, two on either side of the conning tower.  
                  One 15-cm. (5.9-inch) gun forward and a 10.5-cm. (4.3-inch) gun aft.  
                  Complement of 60.  
                  Carried one German signalman.  
                  Believed to carry two aircraft.  
          One man said he had seen four such Japanese boats at Lorient.  
          (N.I.D. Note.  A Japanese submarine was attacked by aircraft on 1st August, 1942, in approximate position 44° 20'N., 19° 15'W.  
          It is confirmed that one or more Japanese submarines have reached Lorient.  
          A German broadcast of 27th September, 1942, read as follows:  
                  "The arrival of the Japanese submarines in the Atlantic and of course the arrival of German U-Boats in the waters of the Far East constituted a very dramatic and fitting frame for this year's celebration of the anniversary of the signing of the Three-Power Pact.")  
  (ii)  Two-Man U-Boats  
          Survivors said they had seen seven two-man U-Boats in Basin "A" at Le Harve in August, 1942.  One prisoner said they resembled a bayonet in shape, having a flat stern.  They had a conning tower, one periscope and two torpedo tubes.  No naval personnel had been drafted to them.  They had curved bow plates about one metre in diameter and approximately 50 cm. long.  No explanation for the fitting of these bow plates was given, but prisoners had heard it suggested that they were to protect the torpedo tubes projecting from the hull.  The existence of these boats was mentioned by petty officers from "U 93" and officers from the recently sunk "U 464."  
          Another prisoner said he had previously seen them building at Blohm & Voss, whose yard flag (Iron Cross, Swastika and Laurels) they flew.  
          (N.I.D. Note.  Although prisoners' statements support those made by prisoners from "R 184" (see C.B. 4051 (48), Section X (vii)), there are no reports from other sources to substantiate the existence of these boats.)  
  (iii)  Hannomag E-Boats  
          One prisoner said he had seen three Hannomag E-Boats in Le Harve in August, 1942.  They carried two torpedo tubes forward.  
          (N.I.D. Note.  This confirms previous interrogation reports.  (See C.B. 4051 (48), Section X (x)).  No reports have been received of this type of craft being in service.)  
  (i)  Raiders 45 and 36  
          A chief petty officer from the A/S vessel "UJ 1404" was at sea for 18 months in Raider 45 (alias "Comet"), commanded by Rear Admiral Robert Eyssen.  
          The Raider left Kiel about three weeks before the collapse of France and sailed north along the Norwegian coast, round the North Cape to a position north of the Kolguev Island.  She spent about three weeks cruising in the Barents Sea north of Kolguev, waiting for more favourable ice conditions.  After this she passed through the Matochkin Shar, where two Russian pilots were taken aboard; thence across the Kara Sea, passing close to the White Isle, later Scott Hasen Isles and through the Nordenskiold Archipelago to Chelyuskin.  She then crossed the Nordenskiold Sea.  
          Up to this point she had been unescorted.  It will be remembered from the Raider 33 report (C.B. 4051 (29)), that the Russians denied having escorted any German raiders through northern waters.  Prisoners stated, however, that Raider 45 was met by no less than four ice-breakers, relieving each other, during the latter half of her northern passage.  As far as he could remember, she met the first Russian ice-breaker, "Kaganovitsch," south of the Kotelnyl Island, in foggy weather, which D/F'd her to the ice-breaker "Joseph Stalin."  She was later escorted by the :Krassin" through very thick ice.  She followed about 200 metres astern of the ice-breaker and on one occasion was held in the ice so that the ice-breaker had to turn around to free her.  About one week before the Raider was due to complete her passage to Cape Shelagski the "Krassin" was relieved by another large ice-breaker, however, having taken over the two Russian pilots embarked at the Matochkin Shar.  The Raider, however, managed to get through safely, having taken about six weeks for her passage from Kolguev to Cape Shelagski.  
          She proceeded through the Bering Straits at night, west of the Date Line, approximately mid-August, 1940.  At this period her area of operation was to have been the Pacific Ocean.  From the Bering Straits she left the Aleutian Islands to port and set course to Pagan, which she later sighted.  


          During this passage she lost her aircraft the second time it ever took off.  It appears from prisoner's statements that it was probably lost in a long sea.  He would not amplify this, as he said it would only show the constructional weaknesses of Arado aircraft supplied to Raiders.  
          The Raider encountered very heavy seas in the vicinity of the Ladrones Isles, and decided to leave, setting course for the Chatham Isles.  
          The prisoner thought that "Holmwood," ex "Tees" of 700 tons, was sunk on 25th November, 1940.  Two days later she sank the "Rangitane" of 16,500 tons, in conjunction with Raider 36.  Raider 45 claimed to have hit her no less than fifty times.  Raider 36 firing odd salvoes and illuminating her with searchlights.  A supply ship ""Kulmerland") was stated to have been present at the time.  The survivors of "Rangitane" were picked up by the three ships; there were 800 in all.  
          Raider 45 later sank "Triona," "Vinni" and "Kornata" in conjunction with Raider 36, who sank "Triaster" and "Triadic," all ships belonging to the British Phosphate Company, by shell-fire and torpedoes near the Nauru Islands on 6th, 7th and 8th December, 1940.  
          It was stated that on her way southward from Nauru, she tried out her S-Boat, which was of special construction to fit in the forward hold and was adapted for minelaying.  This boat could carry over eight mines at a speed of 45 knots.  At this time, however, one of her engines was out of order and she could not exceed 25 knots.  She had no silent approach engine.  Prisoner believed that it was originally planned to lay mines off New Zealand with this boat.  
          Raider 45 next proceeded through the St. George's Channel to Emirau, where she landed prisoners from the sunken ships.  The reason prisoners were landed at Emirau was that Raider 45 wanted a time margin to get clear before survivors could ask for assistance.  She left them a sailing boat so that they could reach another island equipped with W/T, in about a day and a half and call for help.  Meanwhile, both Raiders and supply ship would be some considerable distance off.  A number of New Zealand pilots, captured from one of the ships, returned to Germany in Raider 36, which ship eventually arrived in Biscay about the end of August, 1941.  
          Raider 45 having parted company with Raider 36 and the supply ship, proceeded back to Nauru to shell the British Phosphate Company's oil tanks and phosphate plants.  Rear-Admiral Eyssen apparently thought that most shipments from this group of islands were destined for New Zealand and Australia.  This, however, was not the case, Japan taking the main output.  Following Raider 45's action, Japan made a diplomatic representation to Berlin and Eyssen was severely reprimanded.  The German Press, however was instructed to publish this as yet another great victory.  
          From Nauru, Raider 45 proceeded South to Cape Adaire, in which vicinity she stayed, for some time looking for whalecatchers, but was unsuccessful.  She then sailed round the Antarctic Circle, to what prisoner described as the approximate position reached by "Discovery" in 1930.  She set course for the Heard Islands, later altering towards Kerguelen Island.  On her way, where Raider 45 later embarked ammunition, supplies and mail from "Alstertor."  
          It was originally intended (See C.B. 4051 (29), page 46). that a mechanic from Raider 33 should repair the E-Boat.  Eyssen did not, however, consider this worth while and had the boat dismantled.  
          Raider 45 was the first to leave Kerguelen, sailing by great circle to the Stuart Iles, leaving them to port.  This was during June, 1941.  Sailing again by great circle, she sighted the Pitcairn Isles; she then altered course towards the Galapagos Islands, which vicinity she reached in very bad weather.  
          Prisoner stated that on 15th August, 1941, "Australind" of 5,020 tons was sunk by gunfire.  According to the prisoner this ship was bound from Panama to Australia.  The Raider encountered her by daylight, fired a warning shot and "Australind" tried to escape.  The Raider then fired a salvo which hit her bridge and stopped her engines.  "Australind" burst into flames and the survivors were taken on board.  Prisoner thought that there were no casualties.  
          Two days later, on 17th August, the Raider captured the "Kota Nopan" of 7,322 tons, which prisoner thought was bound from New Zealand to Panama.  She was fully laden and armed with a stern gun.  Prisoner said that according to statements made by the captain of this ship, the Raider was sighted by his First Officer during the forenoon watch, while the ship was at prayer.  The First Officer being uncertain if he should interrupt the service and report that he had sighted an unidentified ship, enabled the raider to close and fire a warning shot.  "Kota Nopan" started to signal, whereupon the Raider opened fire, firing purposely as close to the ship was was possible without damaging her.  "Kota Nopan" stopped, surrendered, and was boarded by the Raider's prize crew, consisting of about twenty men.  Apparently these were much amused at the instructions for firing on the breech of the 4-in. gun.  Although "Kota Nopan" fired two rounds at the Raider, which fell short, the captain denied that he had opened fire; his gunnery officer later admitted that they had.  The Dutch crew were left on board, but all the officers were taken over to the Raider.  
          On 19th August, Raider 45 encountered the "Devon."  She fired a warning shot, whereupon the captain replied by international code:  "Have stopped.  Awaiting your orders."  But the W/T operator kept on transmitting, and the Raider was forced to open fire.  Apparently a splinter from a lucky shot killed the W/T operator, who was the only casualty.  This ship later had to be sunk by torpedo.  
          At this time, prisoner stated, the enemy were fully aware that a Raider was operating in this area.  He believed that amongst other approaching forces, which they were able to establish by W/T, there was a French anti-aircraft cruiser.  She, therefore, turned back on her course with her prize from Galapagos in the direction of the Pitcairn Isles.  Her prize, however, had only enough fuel to make Panama.  


          A few days later the Raider had a rendezvous about half way between Pitcairn and Galapagos with one of the whalecatchers operating with Raider 36.  This whalecatcher shipped a number of magnetic mines from Raider 45 and later, it is believed, mined three New Zealand harbours.  Having parted company with this ship, she met a supply ship a day later, from which "Kota Nopan" fuelled in very bad weather, which proved to be a difficult operation.  Prisoner could not remember which supply vessel this was, but described her as being between 6-7,000 tons, with funnel and bridge amidships.  According to him she had come straight from Germany via the South Atlantic, but the Raider remained at a distance while "Kota Nopan" was being fuelled and neither received any mail from her nor gave any to her.  
          One evening at dusk, about a week before the rendezvous with the supply ship, a large cargo-passenger steamer was sighted, probably bound from Panama to Australia, but she was too far off for the Raider to close her.  
          Having parted company with the supply ship, Raider and "Kota Nopan" steamed on a south-easterly course, later rounding Cape Horn, where "Kota Nopan" left the Raider, continuing on her homeward passage.  Raider 45 waited for about fourteen days just south of Cape Horn, in order to watch shipping and warn "Kota Nopan" should the enemy be sighted.  After this period she received instructions to start her passage home through the South Atlantic.  It was thought that it would be safer for one ship at a time to run the blockade.  She had strict instructions to attack no ship, or to betray her position.  
          She sighted many large darkened ships at night, and on one occasion, two American vessels during daylight, just south of the Equator.  About a week later Raider 45 intended to meet a 750-ton U-Boat one day in the South Atlantic but, although the Raider cruised at the rendezvous until sunset, the U-Boat did not turn up.  Prisoner could not remember the U-Boat's number or the name of her commanding officer.  
          When "Odenwald" was captured by the Americans, Raider 45 was exactly 80 miles south of her.  Eyssen said the "Odenwald" saved Raider 45 from certain destruction at the hands of superior forces.  
          The prisoner would make no statements as to how the Raider passed through the South Atlantic without being intercepted.  He stated that there was a recognized route and to disclose this would only imperil future operations.  
          She was met south of Spain by two Kondor aircraft, which escorted her to the mouth of the Gironde, where she stayed for one night.  Later she proceeded through the English Channel to Hamburg, where she arrived in the evening of 30th November, 1941.  From the Gironde she was escorted by three torpedo boats and a number of R- and M-Boats.  She had a quiet passage to Cap Gris Nez, until she was attacked at 0330 on either 27th or 28th November, by six or seven M.T.Bs.  The Raider fired starshells and the torpedo escorting her attacked.  One of them sustained a hit in her engine room which pierced the main steam pipe and she had to put into Calais.  Prisoner thought that two or three British M.T.B.s were seriously damaged.  The attacks continued intermittently in misty weather, until the Raider and her escorts reached Dunkirk later that morning.  She waited until night fell before sailing.  
          On 29th November a Coastal Command aircraft approached the Raider off the Dutch coast and attacked with three bombs.  One fell on the port side near the ship, one amidships abaft the funnel, which failed to explode, the bomb bouncing overboard and leaving the tail fin on the deck as a souvenir.  The third fell some distance to starboard.  The Raider's captain very much admired the way in which this attack was pressed home and, although he saw the aircraft approaching, could not bring his guns to bear.  Prisoner was surprised to see the photograph taken by this aircraft, and stated that this was the only occasion on which any photograph of her could have been taken.  
          The prisoner stated that Raider 45 originally carried forty magnetic mines, twenty of which were transferred to a whale catcher in the vicinity of the Galapagos Islands, as already stated, the others were brought back by the Raider to Germany.  Mining experts showed great interest in these mines, which had been at sea for 18 months, and had apparently withstood every climatic condition.  
          During a large part of her cruise Raider 45 operated in conjunction with Raider 36, commanded by Fregattenkapitän Kurt Weyher.  Before the two raiders left Germany, it was agreed that the tonnage sunk should be split equally between them, but Eyssen and Weyher later went back on their words, and the argument finally had to be settled by the Seekriegsleitung, Berlin, who credited Eyssen with 65,000 tons and Weyher with 85,000 tons, because he had been at sea longer.  
          The prisoner pointed out that the British charts were very useful to the Raider when navigating up in the Antarctic, where raiders were instructed to take as many soundings as possible and to correct all charts making full observations, which would later lead to the publication of new ones, when the ship returned home.  He also added that they were particularly well-informed about the defences of New Zealand, W/T routine, coastal traffic and air reconnaissance from captured documents taken from "Holmwood" and "Rangitane."  
          Raider 45 was stated to be armed with six 15 cm. (5.9 in.) guns, one 7.5 cm. (2.95 in.) forward and a 3.7 cm (1.45 in.) aft.  She carried eight 20 mm (.78 in.) guns, one on either side of the bridge, two immediately below her two masts and two on either side of her upper deck.  She carried forty magnetic mines and was fitted with six torpedo tubes - one underwater tube and one ordinary twin mounting on either side of the ship.  Search gear was fitted and several depth charges were carried.  She originally carried an Arado 196 aircraft, but no catapult.  In her forward hold was an S-Boat, specially built by Luerssen, Vegesack.  This was a twin-screw boat, the main engines of which were not Mercedes as usual in S-Boats.  The prisoner stated that this boat had no bow torpedo tubes  


  but would not commit himself to an exact description.  From his statements it is thought that she had a single underwater tube aft, for the laying of T.M. mines.  He said that all new raiders would be fitted with a boat of this type and he could, therefore, not disclose her secrets.  He added that had she been used for a minelaying operation, as was intended, any officer might have been detailed to take command.  
          Raider 45 originally carried thirteen officers:  
Commanding Officer Konteradmiral Robert Eyssen.
1st Lieutenant Korvettenkapitän Huschenbeth.
2nd Lieutenant Kapitänleutnant Baber.
Gunnery Officer Oberleutnant zur See Werner Schulz.
W/T Officer Oberleutnant zur See Wilhelm Doberstein.
Navigating Officer Oberleutnant zur See Willibald Eggert.
Paymaster Kapitänleutnant Pausch.
  Oberleutnant zur See Zumpfe.
  Leutnant zur See Dobbert (who later took over "Kota Nopan").
          In addition there were two engineer officers and two surgeons.  No meteorological, propaganda or intelligence officer was carried as is usual in raiders.  It is interesting to note that Oberleutnant zur See Willibald Eggert, the navigating officer, was recently killed when the minelayer "Ulm" was sunk.  Raider 45 carried a "B"-Dienst ("Y" Service) which consisted of about twenty W/T ratings under Oberleutnant zur See Wilhelm Doberstein, for listening in to enemy W/T traffic.  It is believed that about six wavelengths could be listened to at once if required.  
          As usual, Raider 45 was fitted with all the necessary supplies and equipment to deal with every possible situation.  
          Raider 45 had recently been altered.  Whereas she previously carried 15 cm. (5.9 in.) and 3.7 cm. (1.45 in.) guns aft, she now has two 8.8 cm. (S.46 in.) guns, with a range of 20 km. (21,873 yards).  
          (N.I.D. Note.  This range is considered likely.)  
          This Raider was last heard of by prisoner in Gdynia during July, 1942.  She was then due to leave shortly vis the Channel.  Prisoner stated that the whole crew, with the exception of a few men, had been changed.  She now had a new captain, the only remaining officer being the First Lieutenant, Korvettenkapitän Huschenbeth.  
          The prisoner thought that three raiders were operating in August, one of which left Germany in June, 1942, these were probably fitted with the new 8.8 cm. guns, but have no engine room improvements.  He thought that these are still the well-known reconditioned raiders.  
          He added that all raiders would now leave Germany by way of the Channel and not north-about, as it is considered quicker and safer.  
          He confirmed that an unknown raider, which left Germany just after Raider 33, was torpedoed in the North Sea.  (See C.B. 4051 (29), page 47.)  
          One prisoner alleged that in June, 1942, "UJ 1404" escorted a raider, one of the three now stated to be out, through the Bay of Biscay on her outward trip, in addition there were three torpedo boats present.  
  (ii)  Sinking of Raider 16  
          On 22nd November, 1941, Raider 16 had a rendezvous in the South Atlantic with a U-Boat which had just connected her fuelling hoses when an aircraft from H.M.S. "Devonshire" was sighted.  The U-Boat at once cast off.  The Raider tried to pretend she was a neutral, as she was at that time sailing under the Norwegian flag.  The U-Boat was commanded by Kapitänleutnant (Lieutenant-Commander) Bauer, known to command "U 126."  
          "Devonshire" opened fire at the retreating raider at a range of 16,500 metres (18,045 yards).  Prisoner stated that the salvoes were extremely accurate, considering the range, and that seven men were killed.  Raider 16 was unable to return fire, and Kapitan zur See (Captain) Rogge gave orders for the ship to be scuttled and abandoned.  "Devonshire" left the scene of action, knowing that a U-Boat was still in the vicinity.  
          (N.I.D. Note.  At 0938 on 22nd November, 1941, the dawn reconnaissance from H.M.S. "Devonshire" sighted a merchantman stopped in position 004° 13'S, 018° 43'W.  (about 700 miles east-north-east of Pernambuco).  This ship did not reply satisfactorily to "Devonshire's" signals and at 0958 sent out a distress message as from the Dutch ship "Polyphemus."  At 1054 "Devonshire" opened fire on this ship which endeavoured to escape behind a most efficient smoke screen.  She did not reply to "Devonshire's" fire and at 1105 her magazine blew up and she sank.)  
          "U 126" later re-surfaced and took the raider's lifeboats in tow, and as many survivors as she could on board.  She then signalled the Oberkommando der Kriegsmarine, who replied telling her to steer towards Pernambuco.   
          After one day's sailing with the boats in tow, she met the 3,000-ton supply ship "Python."  Prisoners knew as soon as they boarded the "Python" that a British cruiser on her way to intercept then had been torpedoed and sunk by Kapitänleutnant Mohr, commanding "U 124."  
          (N.I.D. Note.  Prisoner was in this case probably referring to H.M.S. "Dunedin.")  
          Two or three days later the supply ship met two other U-Boats, well south of Cape Town which she supplied with fuel and torpedoes.  


          As soon as the operation was completed, another British cruiser, believed to have been of the same class, was sighted, whereupon the U-Boats dived and the cruiser opened fire on "Python," which was scuttled.  
          (N.I.D. Note.  "Python" was engaged by H.M.S. "Dorsetshire" on 1st December, 1941.)  
          Once again the raider's ship's company, together with those from the supply ship, had to take to the boats.  
          One of the U-Boats fired a single torpedo at the cruiser, which missed.  
          The other U-Boat, which was far closer, but had not had time to reload her tubes, was unable to fire.  
          The cruiser left the scene, and the lifeboats were taken in tow by the U-Boats.  After a few days' sailing a further two U-Boats were met, which each took 100 raider and supply ship prisoners on board.  Only 50 men could be accommodated inside each U-Boat, and so 50 had to sleep in rubber dinghies on the upper deck.  Each time there was an alarm the U-Boats would dive, leaving the survivors on the surface in their rubber dinghies.  
          Four Italian submarines had been sent out from Bordeaux and, on arrival, each took over 60 men.  The Italians took their survivors to Bordeaux and the Germans returned to St. Nazaire, both parties reaching port in December, 1941.  All U-Boats and submarines involved had orders to make no attacks while homeward bound.  
          Prisoners came back in "U 68" under the command of Kapitänleutnant (Lieutenant-Commander) Mertens.  The other U-Boats which took part were "U 129," commanded by Oberleutnant (Lieutenant) Niko Clausen, and "U.A.," under the command of Korvettenkapitän (Junior Commander) Eckermann.  
          Prisoner stated that he very much respected "Devonshire" for not opening fire on the survivors.  In this connection he said that Kapitan zur See Rogge had often told his men that the British Navy and merchant seamen were the most gentlemanly in the world.  
          When the crews arrived back in Germany, they were sent to Berlin where Admiral Raeder gave a large party, and was described on this occasion as having been most "kammeradschaftlich."  Nobody had expected the usually stolid Admiral to behave in such a friendly manner.  
          In all Raider 16 sank 22 ships, totalling 145,000 tons.  
          (N.I.D. Note.  It is estimated that Raider 16 sank 20 ships, totalling 138,362 G.R.T.)  
          Prisoner added that the U-Boats which came to their assistance were engaged on a special mission, which they did not carry out, having received orders to return with survivors.  
          Prisoner added that Raider 16 had, sometime in November, 1940, boarded a British ship in the Indian Ocean, the captain of which was mortally wounded.  The boarding party searched his pockets, finding the keys of the ship's strong room, which was found to contain the most secret plans of Singapore, her protective minefields and all coastal defences.  These were later sent to Japan by a captured Norwegian tanker.  
          (N.I.D. Note.  This refers to the British ship "Automendon," captured in the Indian Ocean on 11th November, 1940, and the tanker "Ole Jacob.")  
          The raider's navigating officer, Kapitänleutnant Kramens, took "Ole Jacob" to Japan, arriving in Kobe on 4th December, 1940.  There Kamens stayed for a while, before returning to Germany via Russia.  He later left in a U-Boat, which transferred him to a supply ship, and he finally returned to Raider 16.  As is already known, "Ole Jacob" returned to Germany in charge of a merchant crew with a cargo of oil.  (See C.B. 4051 (29), pages 34 and 35.)  
          An amusing incident was quoted by prisoner, when Raider 16 sighted two French submarines on their way to Indo-China, just after the armistice.  Rogge was extremely worried about their presence and thought that the French would probably use this opportune moment to torpedo them and say nothing further about it.  He at once altered course and steamed away at utmost speed.  
  (iii)  Raider 41  
          Prisoners from Raiders 45 and 16 confirmed that Raider 41 carried magnetic ground mines ("Schildkrötenminen"), which were laid in the Bay of Bengal during the period when Raiders 45 and 36 were at sea.  (See C.B. 4051 (29), page 46.)  
  (iv)  Other Raiders  
          U-Boat prisoners have heard that Kapitan zur See Rogge is now at sea in command of a new Raider.  
          Mention was also made of Raiders 23 and 69, of which no details are known.  


Crew of E-Boat "UJ 1404"
(i)  Survivors
English Equivalent.
Schwenn, Franz Friedrich Hugo Obersteuermann Chief Q.M., 1st Class
Kelle, Walter Oberbootsmannsmaat Boatswain's Mate, 1st Class
von Allwörden, Walter Bootsmannsmaat Boatswain's Mate, 2nd Class
Preussner, Fritz August Eduard Maschinenmaat Mechanician, 2nd Class
Helgert, Anton Matrosenhauptgefr. Leading Seaman
Zander, Werner Matrosenobergefr. Able Seaman
Engeler, Fritz Heinrich Maschinenobergefr. Stoker, 1st Class
Winter, Erich Richard Maschinenobergefr. Stoker, 1st Class
Patsch, Robert Matrosengefreiter Ord. Seaman, 1st Class
Barmeister, Kurt Walter Eugen Matrosengefreiter Ord. Seaman, 1st Class
Schmidt, Ernst Matrosengefreiter Ord. Seaman, 1st Class
Schreyer, Willibald Matrosengefreiter Ord. Seaman, 1st Class
Kolb, Edmund Matrosengefreiter Ord. Seaman, 1st Class
Frischtok, Mojmir Matrosengefreiter Ord. Seaman, 1st Class
Gommans, Karl-Heinz Maschinengefreiter Stoker, 2nd Class
Godon, Paul Alois Maschinengefreiter Stoker, 2nd Class
Eicher. Günter Emil Otto Maschinengefreiter Stoker, 2nd Class
Germer, Erich Maschinengefreiter Stoker, 2nd Class
Rieche, Gerd-Heinz Maschinengefreiter Stoker, 2nd Class
Queisser, Karl Steuermannsgefreiter Ord. Seaman, 1st Class (Navigation Personnel)
Krebs, Günter Funkgefreiter Ord. Telegraphist, 1st Class
Mertens, Erwin Matrose Ord. Seaman, 2nd Class
Lerchbaumer, Julius Matrose Ord. Seaman, 2nd Class
Pigorsch, Ernst Matrose Ord. Seaman, 2nd Class
Klimmek, Hermann Gottleib Adam. Matrose Ord. Seaman, 2nd Class
Petty Officers
Total Crew
(ii) Casualties
Berner, Max Leutnant zur See Sub-Lieutenant (C.O.)  
Wenzl, Balthasar Obersteuermann Chief Q.M., 1st Class  
Rehder, Claus Bootsmannsmaat Boatswain's Mate, 2nd Class  
Dahms Maschinenmaat Mechanician, 2nd Class  
Hucklenbroich, Heinrich Hauptgefreiter Leading Rating  
Zirden, Walter Signalobergefreiter Signalman  
Wunsch, Hans Matrosenobergefreiter Able Seaman  
Kammerer, Max Matrosenobergefreiter Able Seaman  
Kaufmann Matrosengefreiter Ordinary Seaman, 1st Class  
Hlava, Gustav Matrosengefreiter Ordinary Seaman, 1st Class  
Karnanke Matrosengefreiter Ordinary Seaman, 1st Class  
Hollwe, Franz Matrosengefreiter Ordinary Seaman, 1st Class  
Rossber, Hans Signalgefreiter Ordinary Signalman, 1st Class  
Zorawski Funkgefreiter Ord. Telegraphist, 1st Class  
Dadoc Funkgefreiter Ord. Telegraphist, 1st Class  
Burgel, Maxki Matrose Ordinary Seaman, 2nd Class  
Wittmann Matrose Ordinary Seaman, 2nd Class  
Walow Matrose Ordinary Seaman, 2nd Class  
Oetrich Matrose Ordinary Seaman, 2nd Class  
Petty Officers
Total Crew
                                          Total Crew:  
Petty Officers
Total Crew
  (C46742)  423  11/43  





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