U-123 - 7th War Patrol

Translation by Rainer Kolbicz with the help of Andi Forster

Click the icon to download a KMZ file displaying the U-boat track, significant events and locations for this patrol.  You must have Google Earth loaded on your computer to view this file.  Download Google Earth here

Ships Hit
Date	KTB Time	Position	Ship	Tons	Nationality	Convoy
12 Jan 42	01.49 - 02.18	41°53'N, 63°48'W	CYCLOPS	9,076	British
14 Jan 42	08.34 - 09.29	40°23'N, 71°16'W	NORNESS	9,577	Panamanian
15 Jan 42	09.41 - 09.59	40°23'N, 72°44'W	COIMBRA	6,768	British
17 Jan 42	09.41	40°21'N, 72°46'W	OCTAVIAN	1,345	Norwegian
19 Jan 42	05.16	36°05'N, 75°16'W	NORVANA	2,677	American
19 Jan 42	09.09	35°23'N, 75°16'W	CITY OF ATLANTA	5,269	American
19 Jan 42	10.34 - 12.44	35°29'N, 75°16'W	MALAY (damaged)	8,206	American
19 Jan 42	12.01	35°29'N, 75°16'W	CILTVAIRA	3,779	Latvian
25 Jan 42	17.57 - 20.33	35°05'N, 54°04'W	CULEBRA	3,044	British	ON 53
27 Jan 42	02.03 - 03.45	35°59'N, 50°12'W	PAN NORWAY	9,231	Norwegian	ON 56
			Total = 58,972
Note:  The positions in the table above and in the Google Earth patrol summary are derived from the KTB and in many cases do not match those set forth in authoritative references such as Jürgen Rohwer, Axis Submarine Successes of World War Two or the Uboat.net website.  The goal here is to present the picture relative to the U-boat and not the absolute position that the ship was attacked or sank.

				U  1 2 3
			K  r  i  e  g  s  t  a  g  e  b  u  c  h        7th War Patrol.
				Kommandant:  Kapitänleutnant  H a r d e g e n.
				Beginning:  23  November  1941
				Ending:  9  February  1942
			Copies to:	2 x O.K.M.  SKL.U.
				1 x B.d.U.
				1 x 2.A.d.Uboote
				1 x 2. U.-Flotille
				1 x Boot.  (handwritten original)
		Boat made  5  x
				© U-boat Archive 2024 - all rights reserved

Click the flag to view the above page from the original German KTB

	- 1 -
		23.11.41	Lorient	Cleared the boat.
		24.11.41	"	Muster by Flotilla commander.
		25.11.41	"	Began the shipyard period.
		27.11.41	"	12.00 hours, boat on slipway in "Keroma" bunker.
		15.12.41	"	Boat moved from slipway to berth "B 6".
		18.12.41	"	Loaded ammunition in the morning.
		19.12.41	"	Loaded torpedoes, took over the boat.
		20.12.41	"	09.30 hours, sea trials, dive test.
		21.12.41	"	09.30 hours, trim test, afterwards tied up in the wet bunker.
		22.12.41	"	Loaded provisions, moved to berth "A 4".
		23.12.41	"
		11.00		Departure from Lorient for 7th war patrol.
		13.30		Released by escort at "Punkt II".
		14.13		.
		19.24		, Departed on the ordered route. Both engines at GF.
		21.55		Passed "UA" close, exchanged recognition signals.
		24.12.41
		00.00	BF 5598	Steered a course on the great circle for the Nantucket lightship.  In doing so, all six possible patrol areas in the west are crossed.
		04.00	BF 5469
		08.00	BF 5451
		09.17		, Afterwards deep dive test.
				At A +50 meters the water level gauge of the starboard regulating tank broke.  Because no shutoff valve had been 7.5 cubic meters of fuel ran into the bilge of the control room.  Then sea water in the control room bilge, so that I had to surface.  The stopcock

Sun and Moon Data 24.12.41

	- 2 -
		continued
		24.12.41
				was improperly fitted and did not hold tight.
		10.15		, We were able to pump about 4 cubic meters of fuel by hand to the port regulating tank.  Some of the rest had already been drained on surfacing, or had to be drained now. "Loss: 4 cubic meters. After other damage which had been done to the boat by the yard was fixed, for example the main pump and the periscope casing and some other equipment, we were ready to dive again.
		12.00	BF 5417  NE 1-2, 10/10, Sea 1, Vis. 10 nm	Day's run:        222   nm
				Of that:           24.5  nm
		12.30		, U-boat Christmas in the Bay of Biscay.  Trees were placed in all compartments, decorated by the crew and provided with electrical candles.  Later the real trees were in some cases replaced by artificial trees.  After a collective ceremony and subsequent meal, the letters, packets and goody bags were distributed.  It was celebrated in the individual compartments and one could hear the old Christmas songs performed by the crew.  The war was forgotten for a few hours by this simple but impressive Christmas festival.
		19.00		, Both engines HF.
		20.00	BF 4626
		24.00	BF 4611
		25.12.41
		04.00	BF 4285
		08.00	BF 4271
		12.00	BF 4154  NE by E 3, 9/10, Sea 2-3, Vis. 10 nm	Day's run:     177      nm
				To date:       399      nm
				Of that:           18      nm
		13.00		, Crash-dive for training.  Training under water.
		18.45		, One engine LF.
		20.00	BE 6362
		24.00	BE 6328

Sun and Moon Data 25.12.41

	- 3 -
		26.12.41
		14.00	BE 6318
		18.00	BE 6235
		12.00	BE 6222  E 1-2, 5/10, Sea 1, Vis. 12 nm	Day's run:     119      nm
				To date:       518      nm
		16.00	BE 3776	Of that:           5.5    nm
		20.00	BE 2993
		24.00	BE 2982
		27.12.41
		04.00	BE 2948
		08.00	BE 2867
		12.00	BE 2854  SW 2-3, 7/10, Sea 2, Vis. 8 nm	Day's run:     141      nm
				To date:       659      nm
				Of that:           35.5    nm
		15.20		, Crash-dive for training.  Attack and depth control exercises.
		16.13	BE 2765	.
		20.00	BE 2755
		24.00	BE 1962
		28.12.41
		04.00	BE 1928
		08.00	BE 1918
		12.00	BF 1837   S by W 4, 8/10, Sea 3, Vis. 8 nm	Day's run:    137      nm
				To date:       796      nm
		16.00	BE 1816	Of that:           6.5    nm
		20.00	BE 1735
		24.00	BE 1725
		29.12.41
		04.00	BE 1715
		08.00	BD 3935
		12.00	BD 3921  SSE 6, 10/10, Sea 5, Vis. 12 nm Rain	Day's run:     154      nm
				To date:       950      nm
		16.00	BD 3911	Of that:         36.5    nm
		20.00	BD 3831
		24.00	BD 3821

	Sun and Moon Data 26.12.41
	Sun and Moon Data 27.12.41
	Sun and Moon Data 28.12.41
	Sun and Moon Data 29.12.41

	- 4 -
		30.12.41
		04.00	BD 3811
		08.00	BD 3723
		12.00	BD 3713  Middle of a low, changing winds, rough seas, Vis. 4 nm	Day's run:    154      nm
				To date:     1104      nm
				Of that:        36.5    nm
		15.03		, Attack exercise.
		16.10	BD 2933	.
		20.00	BD 2676
		24.00	BD 2596
		31.12.41
		04.00	BD 2586
		08.00	BD 2579
		12.00	BD 2499  In a second low, weather as above	Day's run:     141      nm
				To date:     1245      nm
				Of that:          41       nm
				Photo journalist specialist leader (Artilleriemaat) Toelle broke left index finger due to a heavy swell.  A case of military accident.
		16.00	BD  2723
		20.00	BD 2713
		24.00	BD 1936	Beginning of a new year in the North Atlantic.  The boat can look back on a successful year and we all go confidently into the new year in the hope of new successes, which will contribute to the ultimate decision.
		01.01.42
		04.00	BD 1926
		08.00	BD 1919
		12.00	BD 1839  S by W 3-4, 5/10, Sea 3, Vis. 18 nm	Day's run:    126      nm
				To date:     1371     nm
		16.00	BD 1853	Of that:           41       nm
		20.00	BD 1845
		24.00	BD 1843

	Sun and Moon Data 30.12.41
	Sun and Moon Data 31.12.41
	Sun and Moon Data 01.01.42

	- 5 -
		02.01.42
		04.00	BD 1763
		08.00	BD 1756
		12.00	BD 1775  N 5, 10/10, Sea 4, Vis. 4 nm	Day's run:     132      nm
				To date:     1503     nm
				Of that:           41       nm
				Radio message from BdU: DIMITRIOS INGLESSIS (5275 GRT) in BC 4335 is requesting a tug due to rudder failure. Attack allowed if not further away than 150 nm.  Our distance 360 nm.
		16.00	BC 3969
		20.00	BC 3983  N by W 7, 6/10, Sea 6-7, Vis. 6 nm
		24.00	BC 3976
		03.01.42
		04.00	BC 3898
		08.00	BC 6222
		12.00	BC 6215  N by E 0-1, 5/10, Sea 1, Vis 12 nm	Day's run:     126      nm
				To date:     1629     nm
				Of that:         41       nm
		13.58		, Crash-dive for training.
		14.16		.
		16.00	BC 6138
		17.45		Radio message: DIMITRIOS will meet salvage vessel from Halifax in the afternoon on 5 January.  This makes it possible to reach her without losing too much time and fuel.
		18.00	SE 2, 5/10, Sea 2, Vis. 15 nm	Course 270°, both engines at 300 revolutions.  Listening to the 600 meter frequency.  At 19.45 hours SOS heard from DIMITRIOS "Lost rudder, need help immediately, approximate position 48°39'N/48°21'W."
		20.00	BC 6143	Steered for BC 1957 on course 283°
		24.00	BC 5361
		04.01.42
		0400	BC 5236
		0800	BC 5213

	Sun and Moon Data 02.01.42
	Sun and Moon Data 03.01.42

	- 6 -
		continued
		04.01.42
		12.00	BC 2789  SW 2, Fog, Sea 2, Vis. 1/2 nm	Day's run:     236       nm
				To date:     1865       nm
				Of that:           42       nm
		15.30		Steamer asked for bearing.  I found him at 31°, St. Johns at 72.5°, his position is therefore BC 2746 on course 31°.  Unsuccessfully searched in BC 27 and 51.  Patchy fog. Visibility 10 nm, then heavy fog with 200 meters visibility.  Steamer does not use radio, St. Johns talks with rescue tug FOUNDATION FRANKLIN.  Thanks to bearings on St. Johns and Cape Race I constantly have exact positions.
		20.00	BC 5124
		24.00
		05.01.42
		04.00	BC 2783
		04.45		Steamer sends bearing signals for tug.  I have him at 236°, came to course 236°.  The whole day many conversations on the 600-meter wavelength.  Due to the heavy fog, visibility 200 to 300 meters, I run at transit speed.  Course lies in my line of approach.  They arrange different frequencies to take bearings, which I listen to.  The bearings on St. Johns, Cape Race and my own location show a very big triangle.  Use my own bearing to get on a better course.  Steamer reports that he is near Virgin Rocks.  Tug expected to be with him at 22.00 hours.  Detailed communications about the method of towing etc.  A second vessel asks for bearing signals as well.  About 22.00 hours I will be there and intend an attack with artillery when the tug is alongside.
		08.00	BC 5113
		12.00	BC 4339  Calm, Fog, Sea 0, Vis 100m	Day's run:    162       nm
				To date:     2027       nm
				Of that:           42       nm
		16.00	BC 4356
		20.00	BC 4615	Steamer was ordered to give two blasts on the whistle.
		22.56		Heard foghorn ahead.
		23.38	BC 4592	Two different fog horns heard.  Very close by.  Cannon ready for operation.

	Sun and Moon Data 04.01.42
	Sun and Moon Data 05.01.42

	- 7 -
		05.01.42
			Suddenly two faint lights in sight. These have to be from the steamer and tug.  Furthermore two foghorns heard, so there are four vessels assembled here.
		00.26	I recognize a large shadow100 meters away which I assume is the steamer.  It sends Morse code with a searchlight.  The other light passes it and I recognize a high seas tug with two funnels.
			I want to get alongside the shadow for an artillery attack, but the tug continues and we detect another light.  Radio message from steamer: "Welcome, you are in sight."  Assume that the other light is also a salvage tug and want to wait until I can clearly see who is around here.  Especially as the fourth vessel was only heard and not seen.  Went a bit away to wait for the tugs to go alongside.
			Suddenly the fog lifts and the moonlight shines through. Visibility changes to 1000 meters and then 2 nm.  Now I can see that the shadow that I had been alongside at 100 meters distance is a big destroyer and the fourth vessel is also a destroyer.  The tug lies alongside the DIMITRIOS to pass the tow line.  It would have been a lively surprise if I had attacked the destroyer with gunfire.  My position was unfavorable so despite of being ready I could not fire torpedoes and above all I had to get away from the light of the full moon.
		01.42	At this moment the tow convoy gets underway on course 300° for St. Johns.
		06.01.42
			Now I am behind and have to overtake them first.  Both destroyers are following astern. When planning my attack I had to consider the following: Despite the bright full moon night it was too dark for a attack.  For a surfaced attack I would have to attack a destroyer first, because the tow convoy is too slow to escape and the second destroyer would then perhaps flee.  For this purpose a torpedo spread would have been necessary and due to the bright night have to be fired from a great distance with success being doubtful. In regard to my special orders the use of so many torpedoes was in this case for once not justified.  If I just approach DIMITRIOS again, a hit would be certain, but then I would have two destroyers on my neck which had to see us in this visibility, and could damage me so badly in a water depth of 60 meters, that I would also have dropped out for the "Drumbeat".

Sun and Moon Data 06.01.42

	- 8 -
		continued
		06.01.42
			In addition, after torpedoing the steamer the destroyers would have no another task and would only have me to deal with.  I decided to match the speed of the tow convoy exactly, his course was known, and to fire a single torpedo from a long distance with reliable data.  Then I would have enough time to escape.
		02.43	I turned for the attack when suddenly heavy fog came back and I lost the tow convoy when the visibility dropped to about 100 to 200 meters.  I now ran towards the last bearing in the hope to stumbling over them and firing immediately.  I did not find him again in the fog.
		05.00	Turned back towards the ordered CB 60 at cruising speed.  Basically my behavior was certainly wrong.  If it was justifiable in regards to our special orders can only be determined in the next weeks.  I did not lose time, but expended 6 cubic meters of fuel.
		08.00	BC 4822
		12.00	BC 4843  S by E 3, 10/10, Sea 2, Vis. 1/2 nm, Fog	Day's run:  199.0    nm
				To date:     2226      nm
				Of that:           42      nm
		16.00	BC 4871
		20.00	BC 7132
		24.00	BC 7153
		07.01.42
		04.00	BC 7181
		08.00	BC 7178
		12.00	BB 9639  WNW 1-2, 9/10, Sea 2, Vis. 3 nm	Day's run:    132       nm
				To date:    2358       nm
				Of that:          42       nm
		16.00	BB 9661  W by N 4, 9/10, Sea 3, Vis. 15 nm
		17.07		, Shifted and flushed diving tank 7.
		18.59		.
		19.05		.
		19.20		.
		20.00	BB 9657  W 7, 8/10, Sea 6, Vis. 18 nm
		24.00	BB 9675
		08.01.42
		04.00	BB 9579
		08.00	BB 9736
			SW 4, 10/10, Sea 4, Vis. 1 nm, driving snow
		12.00	BB 9761	Day's run:   115       nm
				To date:    2473       nm
				Of that:          50       nm

	Sun and Moon Data 07.01.42
	Sun and Moon Data 08.01.42

	- 9 -
		continued
		08.01.42
		16.00	BB 9757	Course 250° due to bad weather.
		20.00	BB 9772  NE 5-6, 10/10, Sea 5, Vis. 0 nm, driving snow
		24.00	BB 8995
		09.01.42
		04.00	CB 3333  NW 6-7, 10/10. Sea 5-6, Vis. 100m, Snow
		08.00	CB 3325
		12.00	CB 3318  NW 5, 9/10, Sea 4, Vis. 1 nm	Day's run:    124       nm
				To date:     2597       nm
		16.00	CB 3262	Of that:          50        nm
		20.00	CB 3259  NW 3, 8/10, Sea 3, Vis. 8nm	Evaded a two-masted sailing schooner of approximately 600 GRT on the surface.  Its course 30°.
		21.01		, Test dive.
		21.23		.
		24.00	CB 3285	We were ordered to the attack area off New York by radio message.  Set course towards it.  Estimated date of arrival is 13 January.
		10.01.42
		04.00	CB 3511
		08.00	CB 3428
		12.00	CB 2669  SSW 2, 10/10, Sea 1, Vis. 3 nm	Day's run:     183      nm
				To date:     2939      nm
		16.00	CB 2684	Of that:         51.5     nm
		20.00	CB 2883  SSW 6, 10/10, Sea 5, Vis. 8 nm
		24.00	CB  2827  WSW 2, 10/10, Sea 2, Vis. 1 nm, driving snow
		11.01.42
		04.00	CB 2765
		08.00	CB 2781
		12.00	CB 4332  WNW 4-5, 9/10, Sea 4, Vis. 2 nm	Day's run:     183      nm
				Course 270°                            To date:     2939      nm
				Of that:          51.5     nm
			Surveillance of the 600 and 800-meter wavelengths in this area is very rewarding due to the heavy traffic there.  We get information about the steamers and their fix checks by bearings from land stations.  For example yesterday evening the NIKOLINA MATKOVIC gave an SOS call in square AJ 68 lower half.  Ruder lost again.  This morning the steamer "AFRICANDER" sank in square BC 58, all boats smashed by the sea.

	Sun and Moon Data 09.01.42
	Sun and Moon Data 10.01.42
	Sun and Moon Data 11.01.42

	- 10 -
		continued
		11.01.42
				Additionally several steamers asked for bearings off Halifax, New York and Nantucket and when entering the harbors.
		16.00	CB 4322  NW 2, 8/10, Sea 2, Vis. 10 nm
		16.35		Sighted cloud of smoke at 30° to starboard.  Headed towards it.  After one hour recognized a high funnel and two double masts on the fore deck.  Steamer's course is north-east.  Judging from ship pictures it has to be a steamer of the Holt Shipping Company (Blue Funnel Line), because for example the funnel is higher than the mast.  These steamers and all other English and American ships with double masts are about 10,000 GRT or more, so I am allowed to attack.  I am astern and have to overtake.
		20.00	CB 1961	Steamer on course 38° for Sydney.  Seems to zigzagging slightly.  Speed 9 knots.
		24.00	CB 2471  NW 2, 5/10, Sea 1-2, Vis. 3 nm	Ahead of him.  Dusk.
		12.01.42
		00.00		Running towards him.  It gets very dark and misty.  I could see him for a long time because of the bright evening sky. The distance gets too great.  Two times I turn on parallel course when reaching a target angle of 90° and overtake him again because the distance is about 3000 meters.  During the third approach the estimated distance is still 1500 meters.
		01.49	CB 1663  SW 2, 6/10, Sea 2, Vis. 2 nm	With good data I fire a G7a torpedo from tube III.  Target angle 85° and enemy speed 9 knots.  Aimed at the leading edge of the funnel, but the electrical firing mechanism failed and the shot was fired manually 3 seconds later.  Hit after 96 seconds behind the funnel.  Dark explosion plume, light fiery glow.  Settles by the stern.  Steamer uses radio.  Opened fire with the MG C30, but the distance was too great to prevent transmitting.  CYCLOPS (9076 GRT), actually from Holt.  His position square CB 2424.  Men in the

Sun and Moon Data 12.01.42

	- 11 -
		continued
		12.01.42
			lifeboats, after some time, because the steamer did not sink, some of the men re-boarded the vessel.  Astern she has a gun of about 105 mm.  The steamer is still using the radio and the same destroyer (name NERK) which had been with DIMITRIOS is called from Halifax so I don't want to wait until the steamer sinks slowly.  Due to the swell and because his gun is manned an artillery attack is not possible.  Firing a coup de grace from a distance of 600 meters at the port side aiming for the bridge.
		02.18	One G7a torpedo fired from tube V.  Very high black-white explosion plume.  Depth on both shots 3.5 meters.  Steamer was heavily loaded.  He breaks in two, bow pointing skyward.
		02.23	Steamer sank.  Shortly afterwards two very strong, metallic detonations heard.  Strong shocks in the whole boat.  Sounds like depth charges in immediate vicinity.  Seems too strong to me to be a boiler explosion.  It was the 25th steamer hit by U-123.  Course 220°.  Both engines at 300 revolutions.  I have lost a lot of time and have to hurry to be in the patrol area on 13 January.
		04.00	CB 1667
		08.00	CB 1913
		12.00	CB 1941  W by S 3-4, 9/10, Sea 3, Vis. 2 nm	Day's run:     217        nm
		14.00		Course 250°                           To date:     3156       nm
				Of that:          51.5     nm
		17.40		, Test dive.
		18.12		.
		18.50	CB 1877	Sighted drifting submerged wreck.
		19.00		Course 270°
		20.00	CB 1798
		24.00	CB 1779	Our fix (the first in 3 days) shows a shift of 25 nm to 79°, so the correct position of CYCLOPS was CB 2424.
		13.01.42
		04.00	CB 1782
		08.00	CA 3993
		12.00	CA 3972  W 3-4, 9/10, Sea 3-4, Vis. 2 nm	Day's run:     223      nm
				To date:     3379      nm
				Of that:           55      nm
		15.27		Evaded a two-masted sailing vessel with auxiliary engine on starboard on the surface.
		16.00		, crash dive, multi-engined land-based aircraft.  Possibly a passenger aircraft, course 330°.

Sun and Moon Data 13.01.42

	- 12 -
		13.01.42
		20.00	CA 3876	.
		21.37		, Crash-dive for aircraft, same type, course 130°.
		23.12		, I deliberately stayed so long under water because the use of the binoculars is restricted in this swell and I want to remain unseen.  Can not reach my patrol area until tonight, due to the high seas.  I can't run faster than both engines HF.
		24.00	CA 3871  NW 4, 2/10, Sea 4, Vis. 10 nm
		14.01.42
		04.00	CA 3782
		04.48	Light to starboard. Probably the Montauk lighthouse.  Weather has calmed down.  Good visibility.  Glow from the direction of New York and the cities on the Narragansett Bay. Seems that they are not darkened.  There are only a few lights visible in the north, which are only sporadically seen and not really detected.
		07.24	Light on port side.  Head towards it!  Soon recognized as big tanker that is leaving port on the peacetime course 96°.  Shows all lights.  Observed a speed of 10 knots from a distance of 4000 meters.
		08.34	CA 3775  NW 1, 1/10, Sea 1, Vis. 3 nm	Turned towards it and fired two torpedoes with target angle 60°, distances 800 and 700 meters, to sink it immediately.  Aimed at bridge and aft mast.  The first torpedo malfunctioned perhaps ran too deep - it was set on 4 meters.  The second hit exactly underneath the aft mast after about 45 seconds.  Heavy detonation. 50 meter high column of fire, 200 meter high black mushroom cloud.  Settled a bit aft, slight list to starboard.  Does not burn.  Steamer sends on short wave 41 meters "SOS, hit by torpedo or mine, 40 nm west of Nantucket lightship."NORNESS (9577 GRT)
		08.53	Coup de grace, G7e torpedo from tube V.  Depth 3 meters.  Hit after 107 seconds underneath the bridge.  Again very strong detonation, high column of fire, which collapses, above it again a 200 meter high mushroom cloud.  Impressive view against the bright starlit sky.  Tanker now lies on even keel again.  Does not sink.
		09.10	Coup de grace G7e torpedo from tube IV.  Failed!  Depth setting 3 meters.  No impact heard.  Probably ran too deep.  Distance = 2000 meters.  Missing a stopped target is not possible.  Now I have to sacrifice a fifth torpedo, because he has to go, or he can be towed in.

Sun and Moon Data 14.01.42

	- 13 -
		14.01.42
		09.29		Coup de grace G7e torpedo from tube II.  Depth 3 meters. Hit in the engine room after 26 seconds.  The same view as in the first two hits.
		09.33		Tanker sinks.  He was heavily loaded.  The stern hits the bottom at 70 meters, the bow protrudes about 30 meters vertically from the sea.  An interesting menace to navigation, which surely has to be demolished by the Americans.  Continued towards Ambrose Channel.
		12.00	CA 2995  SW 2, 1/10, Sea 1, Vis. 4 nm	Day's run:     184      nm
				To date:     3563      nm
				Of that:          67       nm
		13.15		Lights on starboard abeam.  Towards it!  Unfortunately the sun rises behind us, so that we are visible in the bright morning sky.  Soon two steamer lights can be seen.  They help to estimate the situation.  Maybe it just works.
		13.28		.  Running at GF. on course 0°.  Steamer on course 96°, target angle 30°.  I manage to get ahead of him and approach for a stern shot.  From a distance of 400 to 500 meters I recognize the Spanish ISLA DE TENERIFE (5115 GRT). Pity!
		14.00		Course 230°.   I set off a bit.  Submerged during day.  Will get closer again the following night.
		16.00	CA 5321
		19.51	CA 5327	,  Course 320°.
		24.00	CA 2896
		15.01.42
			My intent is to operate on the inbound and outbound routes towards the Fire Island lightship and further on towards Ambrose lightship.  Water depths there are under 20 meters.  Made boat ready to scuttle without delay.
		01.30	Heard announcement by the Navy Department, Washington in American broadcast that a tanker was probably torpedoed by a U-boat 60 nm south of Block Island.  Shipping is warned.  This was repeated later on the 600 meter wavelength.  At 05.00 hours received radio message from BdU: "According to B-Dienst report, at 15.30 hours on 14 January an unknown tanker was sinking in CA 3770.  Crew in the lifeboats.  1 minesweeper, 1 patrol craft, 1 destroyer and 3 aircraft sent to assist."  This shows me that his emergency message on the 41 meter frequency was not heard by the coastal stations and the wreck had been sighted at daylight.  The shipping is now warned. As a result, I find that the Long Island beacons that burned yesterday are extinguished today.

Sun and Moon Data 15.01.42

	- 14 -
		continued
		15.01.42
		01.44		Steamer DAYROSE (4113 GRT) sends SSS on the 600 meter frequency.  Near Cape Race.
		03.09		A light ahead.  Probably the Fire Island lightship.  Set course towards it.
		04.00		According to dead reckoning the lightship should be nearby.  Light still ahead on the horizon.  Has to be a flashing light on land.  Here are many small pilot tugs or fishing trawlers which I evade.  About 6 of them observed with lights set.  There seem to be no mines in the area because the vessels are cruising on different courses.  I advance further.
		04.56		Ahead land in sight.  Many lights visible.  Seems to be a suburb of New York, whose bright glow is clearly seen on the horizon.  Distance from the center of the city about 30 miles.  The Ambrose lightship is also not on station.  Have 11 meters of water under the keel.  It must not get much shallower, because I would not be able to get the conning tower under water.  Again many fishing and pilot vessels in the area, assume that mine and net barrages were only brought out in the inner entrance from Sandy Hook to Rockaway Beach.  Hoped to find steamers here, but apparently the shipping was stopped for the moment.
		05.00		On course 100°. Search again on the east-west routes, perhaps an inbound vessel will appear.  Again swarms of tugs, pilot and fishing vessels.
		08.00	CA 2895
		08.40		Steamer lights to starboard.  There is actually someone leaving, again on the peacetime course.  Approached a big tanker again.  At 3000 meters distance measured speed of 10-11 knots.  Overtaken until target angle was 0°, his course 96°.  Moved to one side, turned towards it, a textbook approach with known course and speed.  The steamer lights help to judge the situation.
		09.41	CA 2896  WS 4, 5/10, Sea 3, Vis. 2 nm	Single shot, G7e torpedo from tube I.  Target angle 95°, distance 800 meters, depth 2.5 meters due to heavy seas.  Aimed for bridge.  Again heavily loaded.  After 58 seconds hit aft of bridge.  The effect was stunning.  A fierce detonation, a column of fire rose over 200 meters high and the whole sky was as bright as day.  For many seconds the sea and horizon around us was clearly visible.  Compared to this the NORNESS was just mediocre fireworks.

Sun and Moon Data 16.01.42

	- 15 -
		continued
		15.01.42
				The bridge was burning and it was therefore not possible to use the radio.  He seems bigger than NORNESS, especially the superstructure on the stern. Amazingly long. He is surely 10,000 GRT.  Now quickly a coup de grace to prevent being disturbed, because this fiery glow has to be seen from New York.
		09.59		Taught by the experiences of yesterday he got a clean coup de grace from tube V in the stern underneath the funnel.  Hit after 45 seconds.  This was good because he had a gun aft where flashlights could be seen.  We were clearly visible to him due to the fire  on his bridge.  Heavy detonation, high columns of fire, black mushroom cloud.  Settles fast by the stern and sinks.
		10.04		Stern hits the bottom at 54 meters.  This time, the bow protrudes from the first mast at an angle of about 30° out of the water.  These are some pretty buoys we are leaving for the Yankees in the harbor approaches as replacement for his withdrawn lightships.  Departed on course 180°.
		12.00	CA 5233  SW 5, 9/10, Sea 4, Vis. 2 nm	Day's run:     183      nm
				To date:     3746      nm
				Of that:        87.5     nm
		12.24		A fishing trawler to starboard.  I decide again to stay submerged during the day due to an overcast sky and heavy seas which restrict the use of the binoculars.  Underway to be on the North-South routes off the coast of New Jersey the next night.  The east-west routes are warned for now.
		14.10		at dawn, course 230°.
		16.00	CA 5262
		20.00	CA 5264
		23.23
		24.00	CA 5259  W by S 4, 4/10, Sea 3, Vis. 3 nm
		16.01.42
		00.01		, Crash-dive for aircraft that came out of the haze on port side.  4 aircraft bombs to starboard.  They were badly aimed.  The Yankees have much to learn.
		00.42		, on a special wavelength that was announced on 600-meters, an area near

Sun and Moon Data 16.01.42

	- 16 -
		continued
		16.01.42
				Sandy Hook was declared as a danger zone from 15 to 31 January by Hydro New York.  Because I was sighted by the aircraft on a westerly course and the shipping was warned, I decide to head south to the Delaware Bay to operate on the peacetime course of 193° from the Barnegat lightship and not north towards New York.  According to a message on the 600 meter frequency the Barnegat and Five Fathom Bank lightships were replaced by light buoys and their identification codes were published.  Reached the position of the Five Fathom Bank lightship.  Water depth is 8 meters under keel.  Searched on the routes Cape Hatteras to New York and Delaware Bay.  Nothing sighted except fishing trawlers.
		04.00	CA 5515
		08.00	CA 5455
		12.00	CA 5728  W by S 3-4, 2/10, Sea 3, Vis. 3 nm	Day's run:      162      nm
				To date:      3908      nm
				Of that:          117     nm
		13.45		Ran off to the 100-meter line.
		17.00	CA 5739	, Dived. Grounded boat at A +25 meters.  Heard fast screw noises as well as depth sounding pulses which were heard in the whole boat. (100 pulses per minute).  A clear, hard tone, possibly an Asdic, also possible that a steamer tries to find the channel.  But this is unlikely at day and good visibility and it ran for 10 minutes, then short pauses.
		23.43		Heard a distant detonation.
		00.42		, Went again to the Five Fathom Bank and searched the same routes as yesterday.
		02.00		Star shells on starboard abeam.  Ahead searchlights from the direction of Cape Henlopen.  Cities on the coast brightly lit.
		04.00	CA 5723	Again sighted few lights of smaller vessels.
		06.35		Shadow on port side, destroyer silhouette.
				Because I don't want to tinker with him in 15 meters water, I will haul out to starboard.
		07.10		Destroyer out of sight.

	Sun and Moon Data 16.01.42
	Sun and Moon Data 17.01.42

	- 17 -
		continued
		17.01.42
		08.00	CA 5497
		12.00	CA 5756	Day's run:      140     nm
				To date:      4048      nm
				Of that:           124    nm
			Starboard ahead a light.  Go for it!  After a short time I can recognize a freighter of approximately 4000 GRT. 4 hatches, heavily loaded.  He only shows a lamp on the first mast and darkened position lights. Course 13°, speed 11 knots.  Unfortunately dawn is breaking. While overtaking I get a bit too close.  On the spur of the moment I cross his bow at a distance of 600 meters, prepare the last stern torpedo and get myself into the dark horizon.
		13.01	CA 5756  NW 2, 0/10, Sea 1-2, Vis. 5 nm	Fired stern torpedo.  Target angle 90°, distance 750 meters.  Running time 57 seconds.  A very heavy detonation, strong, dark black smoke plume.  Hit bridge.  The steamer cuts under immediately with the speed.  As the smoke from the detonation cleared, only the masts were still visible above the water, and shortly thereafter sank.  Water depth of 45 meters.  I depart at maximum speed eastwards because the day is dawning and I need some more water under our keel during the day.  Due to calm seas and a cloudless sky I decide to stay on the surface to reach Cape Hatteras fast where according to radio messages the shipping crosses.
		14.58		, Crash-dive for flying boat, type "Consolidated".
		16.09	CA 5769	.
		16.51		, Crash-dive for flying boat.
		18.43		.
		20.00	CA 5799
		20.29		, Crash-dive for land based aircraft.
		21.14		.
		22.11	S 1, 0/10, Sea 0-1, Vis. 15 nm	, Crash-dive for flying boat.
		24.00	CA 8135
		18.01.42
		00.10		.
		0020		, Crash-dive for aircraft.
		01.18		, Course west to the route Cape Hatteras – New York, to sail towards the Cape on it.
		02.00		20° to port a destroyer.  Evaded to starboard.
		04.00	CA 8165
		08.00	CA 8178

	Sun and Moon Data 17.01.42
	Sun and Moon Data 18.01.42

	- 18 -
		continued
		18.01.42
		08.35		A bright fiery flame port side ahead. Shortly thereafter heard two torpedo detonations.  This has to be U-66.  The 600 meter frequency is now busy because many steamers have seen the flames burning for 45 minutes and are reporting this. ELISABETH LENSEN seems to be nearby, I take a bearing and approach her on course 180°.
		12.00	CA 8471  SW 2, 6/10, Sea 1, Vis. 3 nm	Day's run:      216      nm
				To date:      4264    nm
				Of that:          154    nm
		12.10		A shadow to port.  I assume that it is ELISABETH LENSEN.  But I soon see a big tanker.  Annoying that the day is dawning.  Try to approach him, but it seems that he has seen us because he turns away to port.  Now I can see a big darkened tanker approaching the other head on.  So it is possible that he just evaded the other tanker.  Two steamer lights to starboard in sight.  What a pity to have 3 big ships in sight at dawn without getting closer.  Maneuver to perhaps sink the outbound tanker.
		13.09		,  I could not attack.  That was bad luck.  But the area seems to be rich with targets and if he has not seen me, there will be enough other steamers here tomorrow.  Set course 90° towards deeper water.
		16.05		Grounded boat at A +25 meters.
		19.01.42
		00.46		, According to hydrophone reports there are still many steamers running along.  I want to get close to the shore and wait directly off Cape Hatteras.  Again a starlit sky and calm seas.  It should be possible to use my remaining 5 torpedoes there.
		03.04		A light to starboard.  Go!  Freighter of approximately 4000 GRT.  4 hatches, heavily loaded.  Speed 9-10 knots.  Maneuvered ahead and due to the bright night shot at 800 meters.  By sound bearings the torpedo was a gyro angle failure.  Sat in his wake
		04.41	CA 7692
			SSE 2, 1/10, Sea 1, Vis, 4 nm

Sun and Moon Data 19.01.42

	- 19 -
		continued
		19.01.42
				and checked his course of 0°.  Maneuvered ahead on his starboard side at maximum speed.  We are now close to a light buoy north-west of the Wimble Shoal buoy.  3 steamers come towards us.  I hope to catch them afterwards.  I now get so close that, even if he spots me, he can't avoid me anymore.
		05.16	CA 7668  SSE 2, 1/10, Sea 1, Vis. 4 nm	Fired from a distance of 450 meters.  Target angle 90°, enemy speed 9 knots.  After 30 seconds hit aft of funnel.  Heavy detonation.  Steamer settles aft fast.  Stern hits bottom, the bow is visible at a steep angle from the first mast. Chased the others at maximum speed.
		05.42		Light to starboard.  I let the others go and operate on this new target because I am ahead of it.
		06.23		The light proves to be a small coastal steamer, so I let him go.  The channel is marked by light buoys, which the steamers keep on their port side so I decided to follow the buoys and soon see a light starboard ahead.  Turned towards it. A steamer of about 4000 GRT.   4 hatches.  Speed measured at 10 knots.  The situation was clear.  I had his course because he was navigating along the buoys.  At the Wimble Shoal buoy he turns to 180° so I fall back.  Soon I am ahead again and turn towards him to catch up before the Cape because there he will be able to turn away to starboard again.  Water depth 7-8 meters.  I want to obtain guaranteed hits with the last 3 torpedoes so I move closer.
		09.09	CA 7962	Fired torpedo at a distance of 250 meters.  Target angle 90°. Due to the shallow water I set depth at 2 meters to prevent the torpedo from hitting the bottom.  Torpedo jumps twice out of the water, becomes a surface runner and hits aft.  Good that I was that close otherwise the surface runner would have missed astern.  Very heavy detonation after 15 seconds.  On the bridge one could hear the whistling of debris flying past and falling all around the boat into the water.  Steamer settles fast by the stern, heavy list to port.  While I do a victory lap, the steamer capsizes to port with the funnel and masts hitting the water.  He lies on the bottom with the stern under water and the bow protruding out of the water.   Because there are several lights behind me, I head north again so that the steamers are between me and the land, which is clearly visible and where beacons also burn.  I see 5 vessels line ahead formation with lights set.  The foremost I recognize as a tanker.  Because it appears greatly shortend with the sharp and later broad target angle, I initially estimate him at 2000 GRT.  That is not worth a

Sun and Moon Data 19.01.42

	- 20 -
		continued
		19.01.42
				torpedo, but I still have a deck gun.  On battle stations for artillery attack, deck gun ready!  I position myself directly in his wake.  The other 4 steamers sufficiently away (distance 2000 meters).  I want to get closer from astern and ambush him when passing.
		10.34		Open fire!  Everything works fantastically, at least 6 hits aft in the engine room.  Tanker stops and burns.  Now I recognize that he is even bigger, about 4000 GRT.  He has a slight list to port and because he is on fire I believe he has enough for now and decide to attack the other steamers with torpedoes.  Try to overtake a freighter, 6000 GRT, but his speed is14-15 knots and I barely get ahead.  Another one approaches me head-on on a course to the north.  I'm changing target and try to get closer, but this one is also too fast and because the day is dawning soon I will not be able to fire on him before dawn.  But I have others to choose from.   My tanker reports by a radio message that he is still burning after being attacked by a U-boat with artillery and the "I. Naval Station" should be notified.  It was the MALAY (8207 GRT).  I never would have guessed that he is so big.  Well, then my last torpedo should be his coup de grace.  First another shot on a freighter of 5000 GRT, which is running towards me at 9 knots and I am ahead.  One diesel engine broke down due to a rupture of the cooling water piping, so I continue with the other engine on maximum speed.
		12.00	CA 7938	Fired torpedo.  Distance 450 meters, target angle 90°, enemy speed 9 knots.  Hit aft of funnel and he breaks in two.  He has had enough.  Water depth 10 meters.  He was heavily loaded.  With this one the boat has exceeded the 200,000 tons barrier and I my 100,000 tons.  Now fast to MALAY, which managed to extinguish the fire and reported by radio message that she was operational again.  Set off in the approximate direction by instinct.  We were lucky.  Soon we noticed the smell of a ship burning.  Followed the smell and saw two shadows stopped ahead.  Go for it!  Shortly before we arrive the tanker proceeds on course 340° in the direction of Norfolk.  The other steamer CITY OF DELHI (7443 GRT) is recovering a lifeboat.  I could easily fire on this stopped steamer, but it annoyed me that the tanker was underway again and I wanted to spoil his joy over it.  Besides that he was more valuable.  While I chased after him, the last torpedoed steamer fires bright white star shells.  In their shine it was clearly regognized that he was capsized to port, broken in the middle, the stern looked out of the water, upper deck vertical.

Sun and Moon Data 19.01.42

	- 21 -
		continued
		19.01.42
				I’m almost parallel to MALAY. He is still burning a bit beneath the deck, but makes 11 knots.  That is stunning.  And then he sees me against the bright morning sky.  He illuminates me with a spotlight, sends "UD" and turns away hard to port.  I turn to starboard.  Directly ahead of me is another steamer.  In this case he will get the torpedo. Then the MALAY turns back.  Of course, otherwise he would sail right into the coast.
		12.44	CA 7938  SSE 2, 2/10, Sea 1, Vis. 5 nm	I turn hard to port and fire my last torpedo while turning.  After 28 seconds a fierce detonation.  Hit just ahead of engine room.  Blame yourself for sending a hasty report of about being operational.  We are monitoring the 600 meter frequency.  But now both engines are at maximum speed.  The unusable diesel engine was ready again by welding the ruptured piping.  Course 90°.  It is already fairly bright, but in 10 meters of water diving is not possible.  Still there are many steamers around here.  A big tanker is running ahead of me, a giant on the port side.  They of course see me, but this does not help.  The giant turns towards us and tries to ram.  This idea had not occurred to me.  I thought he would just run away.  Distance 400 meters.  Diesel engines on emergency speed.  Water depth 20 meters.  This is too shallow to crash-dive from maximum speed, he will ram us.  It was the Norwegian KOSMOS II (16,966 GRT).  This one we would have enjoyed sinking too.  From his radio messages we know that he first believed that we were chasing him, but then he chased us because he thought that there was "something wrong" with us.  Without submarine experience he could not know that we are not able to crash-dive in 20 meters of water.  Very slowly the distance increases and after 2 hours he gives up because he is in ballast and could not keep up the high speed with empty tanks.  We bluff him with a northerly course, which he immediate reports.  Furthermore he sends the exact position and bearing signals.  At 13.20 hours, aircraft took off.  In this visibility we should see them in time.  After he turned away and got out of sight I change course to 160°.  All the time the MALAY sent: "SOS sinking rapidly, next ship please hurry, torpedoed, sinking."  He sends frantically "hurry, hurry next ship."  Two men were killed and two others badly injured.  Therefore we can count him as completely destroyed.  The night of the long knives was over.  A beat of the drum with 8 ships, among them 3 tanker of 53,060 GRT.  It's a shame that on the night I was standing off New York, there weren't two large mining U-boats in addition to me and threw

Sun and Moon Data 19.01.42

	- 22 -
		continued
		19.01.42
				everything closed and tonight instead of me there were 10 to 20 U-boats present.  I believe everyone would have had enough targets.  I had seen about 20 steamers, some of them with lights and additionally a few colliers.  All en route close to the shore.  All lights were burning, admittedly darkened, so that they were only visible from 2-3 nm.  That's why U-66 got the impression on the 18th that everything is darkened around here.  The surveillance of the 600-meter wavelength proved itself, since I knew about the withdrawal of the lightships and knew the identification signals of the buoys.  Moreover I had a good overview about the shipping concentration and situation from the radio messages by taking a bearing on the steamers.  However, after the first sinkings the shipping was reduced sharply.  For example, the whole private telegram communication of sea-faring Jews stopped completely.
		15.02	SSW 4, 2/10, Sea 3-4, Vis. 12 nm	,  Crash-dive - the aircraft arrives.
				Day's run:      158      nm
				To date:      4422    nm
				Of that:          157    nm
		16.00	CA 8727
		20.00	CA 8755
		24.00	CA 8786	Course 110°.
		20.01.42
		00.35		, Steered towards the Bermudas to determine the shipping situation there since I have enough fuel left for this reconnaissance.  Reported successes to the BdU.  Received answer: "To the Paukenschläger Hardegen.  Bravo! Very well drummed."
		04.00	DC 2113
		08.00	DC 2163
		12.00	DC 2291  SSW 3-4, 9/10, Sea 3-4, Vis. 3 nm	Day's run:     200    nm
				To date:      4628    nm
				Of that:          189    nm
		16.00	DC 2379
		20.00	[text illegible]
		24.00	[text illegible]

Sun and Moon Data 20.01.42

	- 23 -
		21.01.42
		04.00	DC 3545
		08.00	DC 3592
		12.00	DC 3688  NW 2, 9/10, Sea 1, Vis. 3 nm	Day's run:     239    nm
				To date:      4867    nm
		16.00	DD 1714	Of that:         189    nm
		20.00	DD 1756  SW 1, 8/10, Sea 1, Vis. 12 nm, heavy swell
		24.00	DD 1768
		22.01.42
			Rounded the Bermudas on a southerly course.  There was a buoy with a flashing light on the Plantagenet Bank.  Star shells shot twice in the direction of Hamilton harbor illuminated the whole area as bright as day.  The entrances in the south and north of the island group were guarded by barriers of strong searchlights.  The navigation lights were off.  For example the Mount Hill lighthouse was seen silhouetted against the bright night sky when passing the south-east coast of the island at a distance of 2 nm.  Some small flashing buoys lay in the entrance to Hamilton harbor.  The towns of Hamilton, St. George and other cities were not darkened.  One could see single villas or hotels on the coast, as well as the radio station.  In the bright night all details could be seen on land.  Could not find any signs of mine barrages, meaning no special markers or guards.  Possibly the barrages lie in the inner entry close to the searchlights.  No surveillance or shipping observed.  There is a strong tidal current here, up to 1.5 knots.  U-boats have to navigate accurately here!
		04.00	DD 1887  SW 3, 5/10, Sea 2, Vis. 3-4
		08.00	DD 1894  SW 1, 2/10, Sea 1, Vis. 4 nm
		12.00	DD 1949	Day's run:      239    nm
				Course 70°.                           To date:      5206     nm
		16.00	DD 1963	Of that:          189    nm
		20.00	DD 2722
		24.00	DD 2495  W 5, 7/10, Sea 4, Vis. 12 nm
		23.01.42
		04.00	DD 2573
		08.00	DD 2556
		12.00	DD 2618  W 2, 9/10, Sea 1, Vis. 3 nm	Day's run:      182    nm
				To date:      5388    nm
				Of that:          189    nm

	Sun and Moon Data 21.01.42
	Sun and Moon Data 22.01.42
	Sun and Moon Data 23.01.42

	- 24 -
		continued
		23.01.42
		12.57		, Crash-dive for training.
		13.19		,  Cleaned the deck gun.
		16.00	DD 2625
		20.00	DD 2398  NNW 2-3, 9/10, Sea 2, Vis. 20 nm
		24.00	DD 3173
		24.01.42
		04.00	DD 3168
		08.00	DD 3241
		12.00	DD 3228  NNW 2-3, 4/10, Sea 2, Vis. 4 nm	Day's run:      154    nm
				To date:      5542    nm
				Of that:          190    nm
		16.00	DD 3233	Just now heard the special announcement about the U-boat successes off America in which our boat was mentioned by name.
		17.40		Received radio message announcing the award of the Knights Cross to the commander of U-123.  In a formal ceremony in the control room, a Knights Cross, hand made by the crew, which has the 16 ships totaling 110,209 GRT on its back, was presented to me.
		20.00	CC 7787  WNW 4, 3/10, Sea 3, Vis. 15 nm
		24.00	CC 7789
		25.01.42
		04.00	CC 7872
		08.00	CC 7865
		12.00	CC 7927	Day's run:      192    nm
				To date:      5734    nm
				Of that:          190    nm
		14.31		40° to starboard a steamer in sight.  Our Sunday roast.  His course 220°, speed 9 knots.  Overtaken, let him have it!
		16.00	CC 7953  SW 4, 7/10, Sea 4, Vis. 12 nm Rain showers
		17.02		,   We are ahead, running towards it.  It is a small steamer with a frame around the bow for the use of minesweeping equipment.  Heavily loaded, with deck cargo in crates.  Machine guns on the bridge, aft on a round platform with a closed wooden railing

	Sun and Moon Data 24.01.42
	Sun and Moon Data 25.01.42

	- 25 -
		25.01.42
				one gun, about 50 mm with protective shield.
		17.57	CC 7982  SW 3-4, 3/10, Sea 3, Vis. 15 nm	, About 600 meters behind him.  Deck gun ready and opened fire.  The first shots hit the stern, then one each under the bridge and in the engine room.  The steamer mans the gun and fires.  The firing pin of our MG C30 is broken, so we fired with the deck gun at his gun.  Several hits underneath, but he continues to fire until a direct hit struck the pivot.  Gun crew out of action, the barrel can't be moved anymore.
				We received 5 hits, which did not penetrate the pressure hull.  Because they hit very low, I assume that they fell short, burst on the surface and only the splinters hit our hull.  Most shots passed between conning tower and deck gun, one could hear them blithely whistling past.
				Ship is releasing steam, bridge is burning and the crew is abandoning ship in the lifeboats.  Strangely they did not release the two big rafts that are intact on great slipways over the foremost and rearmost hatches.  Perhaps because they were on the side we fired on.
				Replaced the firing pin of the 20 mm AA gun.  We fire a single shot into the scenery to test the weapon.  This shot exploded in the barrel, apparently due to a manufacturing defect in the round.  Premature detonation.  Special leader Art.Mt. Toelle is unfortunately hit by shrapnel on the back of his head and fell to the deck bleeding badly.  Mtr.O.Gfr. Vonderschen has a 5 cm flesh wound on the left thigh, which is harmless.  Not the fault of anyone. Vonderschen belonged to the AA gun crew, Toelle was standing near the aft periscope taking photos of the burning steamer.  We were firing to right aft. Toelle lost very much blood and had to vomit several times
				The steamer was only able to send "SSS" without name and position.  We approach the lifeboats and the first officer told us that the ship was CULEBRA (3044 GRT) from Liverpool loaded with "general cargo".  There is water in the boats and the survivors only have one bucket with shrapnel holes in it.  We provide them with several buckets and provisions for a few days consisting of bread, lard and sausages and additionally a knife to open the canned food.  They have enough water.  Gave them the exact position and the course to the Bermudas.  The men were very grateful and waived to us.  Several

Sun and Moon Data 25.01.42

	- 26 -
		continued
		25.01.42
				were swimming in the water and will probably be picked up by the boats.  On the CULEBRA the signal munitions on the bridge and the ready ammunition for the gun now detonates.  A funny fireworks display, even rockets with parachutes.  The bridge collapses.  We are still shooting holes into the waterline aft.  As the stern settles, the deck cargo shifts and we detect aircraft.  Wings with a blue-white-red cockade and yellow ring around it, fuselages and tail assemblies.  An inflated tire of a landing gear floats on the water.  And the gentlemen call this "general cargo" !!  Made a few more holes in the aftership.  Stern settled, the bow roses and then our ninth steamer sank.  Course 70°, both engines at HF.
		20.33	CC  7982
			SW 3, 1/10, Sea 2-3, Vis. 15 nm
		24.00	CC 8744
		26.01.42.
		04.00	CC 8753
		08.00	CC 8817
		12.00	CC 8822  WSW 1, 3/10, Sea 1, Vis. 6 nm	Day's run:       178    nm
				To date:       5911    nm
				Of that:          194    nm
		13.01		, Test dive.
		13.31		.
		16.00	CC 8599
		20.00	CC 8681  S 1, 3/10, Sea 1, Vis. 15 nm
		24.00	CC 8667
		27.01.42.
		00.30	A shadow ahead to starboard, which is soon recognized as a tanker, course 220°, speed 9-10 knots.  I overtake and approach from ahead.  In this bright moonlight only impudence wins and the trust that his lookouts are inferior to ours.  Otherwise he has to see us for I am running at high speed to get closer fast.  We must make a decision because a light is seen on the horizon.  Subsequently I see a big gun on the stern.  I ordered all guns, 105 mm, 37 mm and 20 mm on his stern so that he cannot mann the cannon and additionally has to stop the engines from hits.

Sun and Moon Data 26.01.42

	- 27 -
		continued
		27.01.42.
		02.03	CC 8691  SSE 1, 1/10, Sea 1, Vis. 5 nm bright moon	Commence the battle from a distance of 2500 meters as crossing action, turning behind his stern to fire from the side. Already the third salvo is on target.  Good and fast.
				Several hits in the engine room and funnel set the stern on fire.  There is a flash on the bridge.  We get hits on our bridge, which did not penetrate because they hit at a very acute angle.  His shots fell short most of the time.  Ordered deck gun to be aimed at the bridge and the Second Watch Officer soon found the target.  Distance now 1000 meters.  When the bridge caught fire I turned away sharply to not show my broadside and waited.  Tanker stops and launches lifeboats.  Radioed position, it's the tanker PAN NORWAY (9231 GRT) sailing in ballast.
				While bringing the empty cartridges back into the boat one accidentally fell from the bridge through to the control room and hit the Masch.O.Gfr. Bastl in the face and he suffered a split upper lip and lost several teeth.  The lip was stitched and bandaged.  A case of military accident.
				After it became clear that the tanker was abandoned, I closed to 250 meters and shot holes into the waterline with the 105 mm gun from both sides.  The aft gun on the tanker was a 120 mm gun on a high, strong pivot and a well built platform.  According to the survivors it could not be manned due our fire hitting the stern.  There were two machine guns of about 20 mm with protective shields on the bridge which were manned but the gun crews were hit when our first rounds struck the bridge and the guns had to be abandoned.
				The tanker sent Morse code by a signal light but we could not read it.  We thought that he was capitulating and waited until all men abandoned ship in the lifeboats.  After the 105 mm ran out of ammunition we continued to fire into the hull with the 37 mm.  He already settled aft with a heavy list to port.
		03.45		Tanker sank capsizing by the stern.  The forward part of the ship is drifting bottom up.  Fired more holes into it until out of ammunition.  The forward part of the ship is now slowly rising and moves up and down, 40 meters high.  In this position it dances a long time up and down, every time he comes up, a surge of air blows off and he

Sun and Moon Data 26.01.42

	- 28 -
		continued
		27.01.42.
				settles a little lower. A funny view, scary illuminated by burning oil floating on the sea.
		03.58		Tanker sank. The light mentioned above turned out to be a neutral steamer, which waited at a distance of 3 nm.  We approached him and to our amazement he ran away.  We chased after him at maximum speed and ordered him to stop with the signal light, which he did.  It was the Greek MOUNT AETNA, underway under the Swiss flag.  Went alongside and ordered him to pick up survivors.  She followed us to two lifeboats, which we had met earlier, and picked up the men in them.
				Then back to the sinking position.  Here we found a man drifting in the water and picked him up.  The interrogation proved to be difficult because he was wounded by a splinter, exhausted after several hours in the water and spoke only Norwegian.  His statements: They were surprised by the war in an English harbor and forced by England to sail for them.  The captain was an Englishman and the crew Norwegian.  They had been in Halifax from England and were en route to Aruba.  As we told him that neither position or course corresponds to this he said that they were out here due to the U-boat danger.  They did not see us.  After some hits there was apparently some sort of panic aboard.  He made it to a lifeboat.  The people beat each other for a place and he fell overboard after a "comrade" had hit him hard in the face, they then left him behind.  All front teeth were smashed.  He was lucky to be found by us and was deeply grateful.
				Now we saw that the Swiss ship already turned away.  We stopped him again with the signal light and transferred the man.  He had taken aboard 29 men and the Norwegians had told the master that the whole crew was there.  We knew that he had 51 crew members aboard.  It became clear that the Norwegians feared we would also sink the MOUNT AETNA and induced the master to leave.  We had seen other survivors between debris at the sinking position.  We asked the master to turn around and to rescue them too, which he did.  He thanked us warmly for not sinking his ship and alowing him to save the others.  We came

Sun and Moon Data 27.01.42

	- 29 -
		continued
		27.01.42.
		05.56	back on course 70°.  Everyone stood at the railing, waved and wished us a good home coming.  Let’s hope that they tell this at home and effectively dampen the atrocity propaganda about us.
		08.00	CC 8669
		12.00	CC 9453  E 1, 7/10, Sea 2, Vis. 8 nm	Day's run:     117    nm
				To date:      6028    nm
				Of that:         195    nm
				Based on our report of success our boat gets a "Bravo" from the BdU on this patrol for the second time.
		16.00	CC 9439
		20.00	CC 9525  ENE 2, 2/10, Sea 1-2, Vis. 15 nm
		24.00	CC 9377
		28.01.42
		00.03		A shadow 80° to starboard.  Headed towards it and recognized a big freighter again on course 220°.  I have to let him go because I only have ammunition for the rifles left.
		04.00	CC 9367
		08.00	CD 7151
		12.00	CD 7214  W 3, 3/10, Sea 2, Vis. 12 nm	Day's run:     196    nm
				To date:      6219    nm
				Of that:          195    nm
				Because the condition of Toelle is still serious and the rendezvous point for escorting the steamer SPREEWALD is nearby, steering course 60° towards it to get a doctor aboard.  Have orders to wait at the point until 24.00 hours on 1 February.
		16.00	CD 4886
		20.00	CD 4942
		24.00	CD 4932
		29.01.42
		04.00	CD 5472
		08.00	CD 5456
		12.00	CD  5439  NNW 2, 2-3, 9/10, Sea 2, Vis. 12 nm	Day's run:      190    nm
				To date:       6409    nm
				Of that:          195     nm
		26.00	CD 5522
		20.00	CD 5295
		24.00	CD 5347

	Sun and Moon Data 28.01.42
	Sun and Moon Data 29.01.42

	- 30 -
		30.01.42
		04.00	CD 5328
		08.00	CD 3777
		11.31	CD 3755	At position. Heydemann not in view.
		12.42	SW 1, 9/10, Sea 1, Vis. 15 nm, swell	, Test dive.                           Day's run:      204     nm
				To date:       6613    nm
		13.12		.                                          Of that:          195    nm
		17.00		Course 90° for 3 nm to a better position after obtaining a fix. There we stopped again and waited.
		31.01.42
		11.54	SSE 4, 10/10, Sea 3-4, Vis. variable due to rain showers 3-10 nm	Ahead Heydemann in sight.  Alongside to exchange experiences.  He has been here for 3 days.  At 22.30 hours yesterday evening he saw a wake and heard diesel engine noises.  Because I lay stopped with no equipment running he assumed an enemy submarine.  We form a patrol line and wait for SPREEWALD.
		19.00		According to radio message the SPREEWALD was torpedoed today in BE 7142 at 17.00 hours.  Set course towards it to participate in the search for survivors.
		24.00		Course 70°
		01.02.42
		04.00	CD 3812
		08.00	CD 3589
		12.00	CD 3671	Day's run:      88     nm
				To date:      6701    nm
		16.00	CD 3657  SSE 3, 10/10, Sea 3, Vis. 7 nm, Rain	Of that:          196    nm
		20.00	CD 3665
		24.00	CE 1419	Ordered by radio message to head for the sinking position. Can arrive there at dawn on 4 February.
		02.02.42
		04.00	CE 1432

	Sun and Moon Data 30.01.42
	Sun and Moon Data 31.01.42
	Sun and Moon Data 01.02.42

	- 31 -
		continued
		02.02.42
		08.00	CE 1285
		12.00	CE 1347  S by E 4, 9/10, Sea 3-4, Vis. 10 nm	Day's run:       181     nm
				To date:      6882      nm
		16.00	CE 1361	Of that:          196     nm
		20.00	CE 2113
		24.00	BD 8866
		03.02.42
		04.00	BD 8925
		08.00	BD 9477
		12.00	BD 9483  ESE 2, 6/10, Sea 2, Vis. 12 nm	Day's run:      212     nm
				To date:      7094      nm
				Of that:          196     nm
		16.00	BD 9545
		20.00	BD 9537
		24.00	BD 9377	Can not follow order of Schuch to take station in a patrol line because the position is 195 nm from the position I can reach tomorrow morning according to the Radio Message.  Can only run at 7 knots due to fuel shortage.  Condition of Toelle gets a little better.
		04.02.42
		04.00	BD 9381
		08.00	BD 9364
		12.00	BE 7117  E 2, 6/10, Sea 2, Vis. 18 nm	Day's run:      178     nm
				To date:      7272      nm
				Of that:          196     nm
		16.00	BE 7121
		20.00	BE 7133
		24.00	BE 7222
		05.02.42
		04.00	BE 7233
		08.00	BE 7313
		12.00	BE 7331  NEbyE 3-4, 6/10, Sea 3, Vis. 12 nm	Day's run:      152     nm
				To date:      7424      nm
				Of that:          196     nm

	Sun and Moon Data 02.02.42
	Sun and Moon Data 03.02.42
	Sun and Moon Data 04.02.42
	Sun and Moon Data 05.02.42

	- 32 -
		continued
		05.02.42
		16.00	BE 8113
		18.08		Dived.  Test dive.
		18.20		Surfaced.
		20.00	BE 8132
		24.00	BE 8223
		06.02.42
		04.00	BE 8313
		08.00	BE 8332
		12.00	BE 6787  NE by N 5, 5/10, Sea 3-4, Vis. 10 nm	Day's run:     152    nm
				To date:     7424      nm
		16.00	BE 6793	Of that:         196     nm u.w.
		20.00	BE 6882
		24.00	BE 6869
		07.02.42
		04.00	BE 6954
		08.00	BE 6963
		12.00	BF 4729  ENE 1, 9/10, Sea 1, Vis. 12 nm	Day's run:     221     nm
				To date:      7863       nm
				Of that:         198    nm u.w.
		12.39		Crash-dive! for flying boat.  Proceeded submerged.
				Heard in broadcast that 40 survivors of "PAN NORWAY" were landed in Lisbon.
		16.00	BF 4739
		19.41	BF 4818	Surfaced.
		24.00	BF 4835
		08.02.42
		04.00	BF 4923
		08.00	BF 5713
		12.00	BF 5732  ENE 4, 9/10, Sea 4, Vis. 10 nm	Day's run:     214    nm
				To date:      8077    nm
				Of that:          226    nm u.w.
		12.11		Dived.  Continued submerged.
		16.00	BF 5812
		20.00	BF 5822	Surfaced.
		24.00	BF 6711

	Sun and Moon Data 06.02.42
	Sun and Moon Data 07.02.42
	Sun and Moon Data 08.02.42
	Sun and Moon Data 09.02.42

	- 33 -
		09.02.42		Inbound in corridor "Tannennadel" to "Cederland".  Because I had no fix for 3 days and the bearing from "Transmitter II" was unreliable, I was not in the corridor as we noticed afterwards.  Arrived 3 hours too late at "Punkt II" due to fuel shortage.
		1500	Lorient	Moored at berth "A 3" with exhausted batteries and only 80 liters of fuel.  Greeting by the BdU and award of Knights Cross to the Kommandant.
				Total travelled:  8277 nm
				of which  256 nm under water.
				=====================
				Successes:    10 ships    66,135 GRT.
				=================
				Kapitänleutnant
				and Kommandant "U 123".

Sun and Moon Data 09.02.42

	Enclosures to U-123's KTB - click on the text at left to proceed to the document
Chart A	Track chart covering entire war patrol                23 December 1941 to 8 February 1942
Chart B	Combat sketch for the period 13-17 January 1942
Chart C	Combat sketch for the period 18-19 January 1942