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


September, 1943.



  Complement of U.489
  First Lieutenant
  Second Lieutenant
  Senior Engineer Officer
  Junior Engineer Officer
  Main Motors and Switchboards
  Construction Details
  Acetylene Welding Equipment
  Spare Gear
  Anti-Infra-Red Camouflage
  Diving Performance
  Depth Gauges
  Field Post Number
  Departure from Kiel
  Call at Kristiansand S.
  Rescue of G.A.F. Crew
  Passage of the Rosengarten
  Attack by Aircraft
  Attack by Destroyers
  Report of the Action
  Survivor's Account
      (a)  U.489 Unable to Dive
      (b)  Final Attack



  Observation Kites
  New U-boats
  New Giant Transmitter
  "Meine" Receiver
  U-boat Tactics
  Reporting to C.-in-C. U-boats before sailing
APPENDIX "A" - Building and Working up of U.489
APPENDIX "B" - Nominal Roll of U.489



(i)    General.  
        U.489, a brand new 1600-ton supply U-boat under command of Oberleutnant zur See der Reserve Adalbert SCHMANDT, was sunk on 4th August, 1943 by Hudson J of 269 Squadron and Sunderland G of 423 Squadron, in position 610 18'N, 0140 36'W.  She was caught on the surface after a prolonged enforced period under water and was not in condition to dive again, as her batteries were completely exhausted.  She was on her first patrol, only fourteen days out from Kiel.  Several prisoners stated that her original destination was Japan.  (See Section III (vii)).  
        The entire ship's company escaped from the U-boat with their personal gear in rubber dinghies and were picked up by H.M.S. ORWELL and H.M.S. CASTLETON, who arrived on the scene within a half hour of the sinking.  The Engineer Officer, Oberleutnant (Ing.) MOLE died soon after his rescue as a result of injuries sustained in a violent explosion just as he was leaving the U-boat.  Survivors included three members of the German Air Force who had been rescued by U.489 some days previously when their Blom and Voss aircraft was shot down by a Beaufighter off Aalesund, Norway.  
        U.489 offered no startling innovations in supply U-boat construction or equipment.  
(ii)    Complement of U.489.
        U.489 carried a complement of fifty-four officers and men, including two engineer officers and a Surgeon-Lieutenant.  They were one of the poorest U-boat crews yet encountered.  All the officers except one were lower deck promotions ("Volksoffizier") for some of whom other officer prisoners felt constrained to apologize, and the average of experience and intelligence among the men was appallingly low.  No less than nineteen of the forty other ratings had had no naval experience whatever; six more, including the two leading hands, had served only in shore establishments, four others had sea-going experience, but had never served in U-boats before.  One Chief Petty Officer and one Petty Officer had been drafted from shore establishments, and a third Petty Officer had never served in U-boats, although he did have experience in surface vessels.
        A high degree of stupid, mulish security-consciousness prevailed, combined with an almost total lack of manners in both officers and men.
(iii)    Captain.
          The captain was Oberleutnant zur See der Reserve Adalbert SCHMANDT, aged thirty-three.  He was a man of little education, and had served in the German Merchant Navy for ten years before the war.  He was a long standing member of the Nazi party, having joined during a three year period of unemployment before Hitler's rise to power, and was full of gratitude for what the party had done for him.  He had set and lofty ideas on the duties of an officer and managed to inoculate a high degree of security consciousness in his crew.  U.489 was said to be his first command, but he had served in U-boats for some time, having done a period as Officer of the Watch in U.D.5. and in H.M.S. SEAL.  
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  SCHMANDT himself would not discuss his career.  
  (iv)    First Lieutenant.  
          The First Lieutenant was Leutnant zur See der Reserve Gerhard SCHULTZ, aged twenty-seven, formerly an unemployed member of the Merchant Navy.  He was a dull, sullen and uninteresting type.  His security consciousness was difficult to distinguish from mental incompetence, and his manners were boorish.  
  (v)    Second Lieutenant.  
          The Second Lieutenant, Leutnant zur See der Reserve Hans WITT, aged twenty-seven, was a most unprepossessing and unkempt ex-Merchant Navy seaman and naval rating.  He spoke very passable English and tried to compensate for his complete lack of background and poise by aping the Prussian officer type.  This produced in him such a degree of security consciousness that he was firmly convinced that the regular German Naval officer of fifteen years standing with whom he was quartered was a British spy.  
  (vi)    Senior Engineer Officer.  
          Oberleutnant (Ing.) NUDE died from his wounds aboard the destroyer which rescued him.  
  (vii)    Junior Engineer Officer.  
          Leutnant (Ing.) Friedrich BICKENBACH, aged twenty, the Junior Engineer Officer, was a career officer of the German Navy of the 1940 term.  He was an overbearing, pink-faced Hitler Youth product who had to be taught the elements of civil behavior before it was possible to talk to him at all.  He knew little and said even less.  
Corresponding German and Royal Navy rank equivalents used in this report are:
Kapitän zur See
Oberleutnant zur See
Leutnant zur See
Junior Sub-Lieutenant.
Oberfähnrich zur See
Senior Midshipman.
Fähnrich zur See
Junior Midshipman.
Surgeon Lieutenant.
          The suffix (Ing.) after a rank in place of "zur See" denotes Engineer Officer thus, Oberleutnant (Ing.) = Sub-Lieutenant (E).  The suffix "der Reserve" denotes a reserve officer.  
(i) Type. XIV, 1600-ton supply U-boat.
(ii) Displacement. Surface displacement stated to be 1450 tons.
(iii) Builders. Deutsche Werke, Kiel.
(iv) Diesels. Two six cylinder G.W. with Rootes type supercharger; 1,400 H.P. each, maximum revolutions 480 r.p.m., coupled directly to shaft.
    Cruising speed given as fourteen knots and full speed (A.K.) as seventeen knots.  (N.I.D. Note:  It is improbable that her maximum speed exceeded fourteen and a half knots.)
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(v) Main Motors and Switchboards. Siemens
(vi) Compressors. Two Junkers free-piston.
    Two electrically driven.
    One spare Junkers, complete.
(vii) Batteries. Two Type "M.L.A. 1000" of 13,000 amp/hrs. capacity, 62 cells.  Normal lead acid type.
(viii) Construction Details. (a)  Hull:  Normal double skinned construction.
    (b)  Dimensions:  Breadth (extreme) stated to be 10 meters (32.8 ft), with maximum diameter of pressure hull 5 meters (16.4 ft.) and greatest distance between inner and outer hull 2.5 meters (8.2 ft.).
    Draught 7 meters (23 ft.)
    (c)  "T" Frames:  The transverse frames, of double "T" cross section, were fitted externally to the pressure hull.
    (d)  Tanks:  It seems probable that the tank arrangement coincided with that of U.461 as described in C.B. 04051 (81).  There were nine main ballast tanks (Tauchzellen) numbered from stern to stem, 1 to 9, port and starboard.  Of the above ballast tanks Nos. 3, 4, 7 and 8 were also used as emergency fuel tanks (Tauchbunker).
             It was confirmed that No. 6 main ballast tank completely surrounded the pressure hull and comprised one tank only.
            There were six fuel tanks proper, numbered from 1 to 6, from stem to stern, starboard and port.
            The positions of compensating tanks, (Regelzelle) and quick diving tanks (Untertreibzelle) between Nos. 5 and 6 main ballast tanks was confirmed.  The existence in U.489 of a compensating emergency fuel tank (Regelbunker) was mentioned by prisoners; this tank was not apparently fitted in U.461.
    (e)  Fuel Capacity:  Given as 740 m3 (629 tons), of which about 25 tons were carried in internal tanks.  13 m3 (11 tons) of lubricating oil were carried.  It was stated that one tank usually used for lubricating oil in previous series was used for fuel in U.489.
    (f)  Trimming:  The general trimming arrangements of U.489 were not dissimilar to a type VII C 500-ton boat, but she was originally built without an automatic trimming valve (Trimmschalter) and trimming had to be done by hand.  The
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    result was a very bad water noise during trials, and consequently the normal automatic trimming valve was fitted during final adjustments.  Even then the trimming arrangements were not completely satisfactory and U.489 was described as being difficult to hold since the day of her launching.  When submerged she had to move fast to keep stable.  This exhausted her batteries very quickly and her under water endurance was therefore less than normal.
(ix) Armament. (a)  Guns:  Two twin M.G. 81.s on the bridge one on each side.
    Two single 20 mm. (.79") guns one on each side of the bandstand.
    Maximum effective range given as 1,200 metres (1,308 yards).  One 20 mm. (.79") quadruple mounting on lower bandstand, on which the barrels were changed every three days.
    The original armament of U.489 included two 37 mm. (1.46") guns, one forward and one abaft the bridge structure.  These were removed during final adjustments and replaced by the additional lower bandstand and 20 mm. guns.
    (b)  Ammunition:  Maximum ammunition capacity was stated to be ten tons, and normal load six or seven tons, 18,000 rounds of 20 mm. ammunition were stated to be carried in magazines of 20 rounds each.
    Filling sequence was given as 1 A.P. to three tracer.
    (c)  Manning:  The 20 mm. guns were manned by the after bridge lookouts, who were replaced by others from the watch below on orders delivered down the conning tower hatch.  There were no distinguishing signals on the alarm bell for either engaging aircraft or crash diving.  Each 20 mm. gun was trained, elevated and fired by one man, with one other acting as supply and loading number.
    (d)  Bridge Armour:  Armour plating of 2 cm. (.79") thickness was fitted to the entire circumference of the bridge fairing.
    (e)  Bandstand:  The deck level of the upper forward bandstand was about 25 cm. (9.75" above that of the bridge, making firing directly ahead possible but unpleasant for men on the bridge.
    (f)  Torpedo Tubes:  None fitted.
    (g)  Mines:  None carried.
(x) R.D.B. Fitted.  60 to 90 balloons carried in six cases, embarked in Kiel before sailing on patrol.  Three Hydrogen bottles carried.  (See Section V (ii)).
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(xi) Radar Not fitted.
(xii) G.S.R. Fitted.  Grandin receiver with oscillograph.
    Basket aerial built in on port side of bridge structure.  Reserve Southern Cross aerial carried.
(xiii) S.B.T. Fitted aft, on starboard side.
(xiv) Acetylene Welding Equipment Fitted.
(xv) Communications: A new type of receiver-transmitter for short wave traffic, built by Lorenz, and named "Maine", was carried on trial.  Stated to be exceptionally good.  (See Section V (viii)).
    Aerials:  Usual jumping wire, extensible and circular D/F aerials fitted.  An emergency aerial between the bridge structure and the stern had been rigged by ship's staff.
(xvi) Torpedoes. Four containers on upper deck.  No torpedoes carried.
(xvii) Provisions. 40 tons carried.
(xviii) Spare gear. U.489 carried a considerable quantity of W/T material for supply to other U-boats.  This included eight to ten Grandin G.S.R. sets complete with Southern Cross aerial.  This gear was packed in boxes of sheet zinc, and stowed throughout the U-boat, in the motor room, the bow compartment, the W/T. cabin etc.
(xix) Anti-Infra-Red Camouflage. Shortly before sailing from Kiel, U.489 was completely repainted with a special mixture designed to absorb and not reflect infra-red rays.  Its color to the naked eye was dark grey.  Even the identification badge was painted over.  An additional band, indistinguishable to the naked eye, and designed to identify the U-boat to German aircraft using special glasses, was then painted round the bridge structure.
    (N.I.D. Note:  This is technically feasible).
(xx) Dinghies. U.489 was fitted with four large rubber dinghies to carry about twenty-five men each, and with ten small ones for one man each.  These were expended either by hand pump, air bottles or chemically on contact with sea water.
(xxi) Diving Performance. 48 seconds to periscope depth, considered normal for boats of her class.
(xxii) Depth Gauges. Graduated to 250 metres (820 ft.).
(xxiii) Badge. A brown teddy-bear drinking out of a white milk bottle, on a blue shield.  (See also (xix) above).
(xxiv) Field Post Number.  M 50390.
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  (i)    Departure from Kiel.  
          U.489 sailed from Kiel for her first patrol on Thursday, 22nd July, 1943.  Ship was in company with a 500-ton U-boat.  Escort consisted of two minesweepers.  
  (ii)    Call at Kristiansand S.  
          U.489 and the 500 tonner put into Kristiansand S. and remained for one night.  Only fresh water was embarked.  Some of the crew took their suppers at the Soldatenhein.  Both U-boats sailed together on 24th July, being escorted as far as Egersund.  They anchored here for an undetermined time before proceeding, and they finally parted company just before entering the Rosengarten.  
  (iii)    Rescue of G.A.F. Crew.  
          Some two days out of Kristiansand S., in about the latitude of Aalesund, U.489 picked up three survivors from Blom and Voss aircraft, K6 - BK, which had been shot down by a Beaufighter.  
  (iv)    Passage of the Rosengarten.  
          U.489 was in difficulties almost continuously for several days prior to her sinking.  She was constantly having to dive from aircraft and surface vessels during her passage through the Rosengarten, most of which had therefore to be made submerged.  
(v)    Attack by Aircraft.
        On 3rd August, U.489 was attacked on the surface in poor visibility by three British aircraft, one of them stated to be a Sunderland.  Three radar decoy balloons had previously been released by the U-boat, and some prisoners believed that the aircraft had been attracted in their direction by them.  Bombs were dropped without immediately apparent effect.  One of the aircraft was claimed to have been set on fire by flak from the U-boat but was not seen to crash.
(N.I.D. Note:  On 3rd August, 1943, at 0732, three British aircraft sighted a U-boat on the surface in position 620 02'N, 0120 40'W.  Hudson J of 269 Squadron attacked from 3,000 feet with two 100 lb. A/S bombs.  Flak from the U-boat prevented a low-level attack.  The bombs were seen to fall about 30 yards to port of the target but no results were observed).
          U.489 dived after this engagement only to find that water was entering through the forward battery hatch on account of a damaged rubber joint.  The U-boat reached a depth of 200 metres (656 ft.) before she could be held.  On surfacing prisoners stated that they had signaled Control that the boat was still capable of limited diving.  
  (vi)    Attack by Destroyers.  
          Very shortly thereafter U.489 was forced to submerge again by approaching destroyers, which attacked with depth charges but were wide of their mark.  They did, however, keep the boat down, so that when she finally surfaced 4th August, her batteries were completely exhausted.  (N.I.D. Note:  There is no report of such an attack on this date.)  
  (vii)    Destination.  
          Several prisoners stated that U.489's original destination was Japan.  One stated that after ten days at sea she received a  
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  signal ordering her to an operational area south of Madagascar.  Another stated that she was to be out four months.  Still another stated that she was originally assigned to Lorient which base was later changed to Bordeaux.  
  (N.I.D. Note:  There have been several references by prisoners to U-boats proceeding to Japan.  
  Although prisoners may have thought that this was their destination it is unlikely that U-boats would in fact proceed further east than Malaya or Batavia.  It is suspected that in many cases "Japan" merely meant Indian Ocean.)  
          (i)    Report of the Action.  
          (N.I.D. Note:  Sunderland G of 423 Squadron reported that at 0910 on 4th August whilst at 4000 feet she sighted a U-boat on the surface 4 to 5 miles distant on a westerly course, speed approximately seven knots.  The U-boat began to weave almost at once.  G/423 dived to 600 feet while the U-boat began to fire and continued evasive action, trying to keep her stern to the aircraft, which circled twice attempting to get into position for a frontal attack.  The aircraft then proceeded up sun and turned into attack at about 1,500 yards, height 300 feet, opening fire with her .5 gun.  At 500 yards she leveled off at 30 feet directly astern and opened fire with her forward .303 gun.  Flak from the U-boat hit the aircraft at 300 yards, causing heavy damage on, and setting fire to the port side, and putting the front turret out of commission.  G/423 nevertheless attacked from 50 feet, speed 140 knots, with six Mark 11 Torpex 250 D.C.s spacing 50 feet, 25 feet, 60 feet, from dead astern of the U-boat.  Position of the attack was given as 610 18'N, 0140 36'W.  Effectiveness of the attack was not observed, for the aircraft crashed and sank.  Fifteen minutes later the U-boat approached the aircraft survivors.  She was down by the stern, with the crew taking to rafts from the forward deck.  As the U-boat began to sink more rapidly stern first, a terrific explosion took place abaft the conning tower and the bow rose sharply as she slid under water.  
          Ten minutes later H.M.S. CASTLETON arrived on the scene, followed by two other destroyers and began picking up survivors.)  
  (ii)    Survivor's Account.  
          (a)  U.489 Unable to Dive.  
          On the morning of 4th August, 1943, U.489 was proceeding on the surface after a difficult passage through the Rosengarten.  She had been forced to surface after a long period submerged whereby her batteries were completely exhausted.  Air in the boat had also become foul.  This condition together with the damaged hatch rendered the boat unable to dive, and the rubber dinghies had already been cleared away in anticipation of disaster, since it was known that surface vessels and aircraft were in the vicinity.  
        (b)  Final attack.
        The Captain of U.489 said that he had been surfaced for about half an hour recharging his batteries when he was closed by two Sunderlands, only one of which took part in the attack.  He thought three aircraft bombs and one depth charge were dropped, which fell about 10 yards to port of the U-boat.  He believed that fuel tanks had been damaged, as oil traces appeared, but that no damage was done inside the boat.  There was no water entry and even the lights were still on.  The attacking Sunderland was severely hit by the 20 mm. gun on the bandstand and was seen to crash.
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  About ten minutes later the upper works of destroyers were seen and it was then that one of the three scuttling charges which had previously been fixed in the bow compartment, the exhaust and the stern compartment respectively, was according to the Captain, fired.  No attempt was made to dive.  
          The Junior Engineer Officer, who was jointly responsible for scuttling the boat, stated that she was scuttled by opening the vents and that the charge were not fired since the Captain did not wish to endanger the lives of his crew by covering the water with Diesel oil.  
          Several ratings stated that scuttling charges had been fixed the night before at every outboard vent.  The charges were described as small containers, each with a short piece of cable as thick as a pencil protruding and all connected to a main switch in the control room.  
          The order to abandon ship had been given before the scuttling, and all but the Senior Engineer Officer were well away in the rubber dinghies when there was a loud explosion in U.489.  Most prisoners thought this was caused by a delayed action depth charge which had lodged on the deck, but it may have been a scuttling charge if one was actually fired, as the captain maintained.  It wounded the Senior Engineer Officer so severely that he died shortly afterwards aboard the rescuing vessel.  The entire complement were picked up by CASTLETON and ORWELL in about half an hour.  
  (i)    Infra-Red.  
          A prisoner described a sort of infra-red telescope, called "Seehund", intended to be used only by the Captain and the First Lieutenant of U-boats.  Its purpose was to detect infra-red searchlight or exhaust from Diesel or aircraft engines.  
          The apparatus is stated to have been employed while U.489 lay in Kiel-Wik, to establish the right color and tone of her anti-infra-red camouflage.  
          The instrument was shaped roughly like a pistol, and contained an electric lens, two photo-electric cells, and an optical sighting device.  It was held across the face of the person using it, and a rubber-covered electric cable about 1" in diameter led away from it.  
        Prisoner had seen the instrument while attending a G.S.R. course in Kiel, in the room where officers' courses were held.
        A similar piece of observation gear, or possibly the same one, was referred to as "Thermogerät."
(N.I.D. Note:  This is generally similar to apparatus described by G.A.F. prisoners and apparently used for detecting aircraft by heat radiation from the engine).
  (ii)    R.D.B.  
          A prisoner sated that balloons were actually released by U.489 and were believed to have decoyed a searching aircraft temporarily until she sighted the U-boat through the clouds.  
          He added that the cable, was about 200 ft. in length.  
          Attached to the cable are three strips of "silver paper" about 6 ft. long by 2" broad.  They are spaced at intervals of 8".  
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          The endurance of the balloon is expected to be as much as five or six hours in good weather conditions.  
          The balloons are intended to be released as soon as the U-boat surfaces, according to the prisoner, and with each boat releasing 50 to 60 of them during passage of the Bay of Biscay, the theory is that A/S aircraft will be completely confused.  
  (N.I.D. Note:  The dimensions and arrangement of reflectors differ from those given in C.B. 04051 (74) Section II.  Various arrangements may be under trial.  The use of the balloons mentioned above is considered unlikely.  They are more likely intended to confuse individual searching air or surface craft during a specific operation).  
  (iii)    G.S.R.  
          A prisoner had listened to a number of Radar transmissions, both German and British, on the land-based G.S.R. instruments at Sylt.  It was known that British A/S aircraft have reduced the S.E. wavelengths, but prisoner did not know what the new one was.  
          He stated that gramophone records are used to train G.S.R. operators.  
          About a week before sailing the operators of U.489 had about 1-1/2 hours of G.S.R. instruction in the depot ship ST. LOUIS at Kiel.  
          One prisoner said that about end July, 1943, a signal from Control was received to the effect that G.S.R. had to be used carefully because the British were supposed to be D/F'ing it.  It was also stated that shortly before U.489 was sunk she was ordered to cease using her G.S.R. from then onwards.  
  (iv)    Radar.  
          A prisoner stated that orders had been given shortly before U.489's sailing that Radar should be used continuously, since the British had no search receiver which would deal with it.  
        He also said that a new type of Radar, working on 5 cm. with a mattress-type aerial, is now in experimental production, and is being fitted even into new 500-ton U-boats.  (N.I.D. Note:  This is considered to be unlikely.)
  (v)    Observation Kites.  
          A prisoner stated that some 1,200-ton U-boats were now being fitted with a one-man kite, which can be flown at a height of 3000 metres (984 feet) while the U-boat is under way.  
          This kite provides the lookout with a much greater horizon range, and it can be hauled in very readily when danger approaches.  Method of communication with the bridge was not clear.  An officer referred to this device as a "Drachen".  
  (N.I.D. Note:  This may be the basis of previous reports which stated that 1200-ton U-boats were equipped with aircraft.)  
  (vi)  New U-boats.  
          (a)  U.474, U.476 and U.479 were stated to be new 740-tonners, built at Germania Werft, Kiel.  
          (b)  Three supply U-boats at Kiel, Hela and on tactical exercises respectively in July were described as having been converted from a new series of 1,600-ton minelayers.  
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          (c)  Germania Werft in Kiel is stated to be building supply U-boats with two tubes forward, and also large minelaying U-boats.  
          (d)  Germania Werft, Kiel, and Deutsche Werke, Hamburg, were stated by a prisoner to be working on a new small U-boat with two torpedo tubes and speeds of 25 knots on the surface and 20 knots submerged.  Propulsion was by means of a gas-driven turbine, with exhaust gasses collected in bottles and no batteries were needed.  This boat could only operate in conjunction with a supply U-boat.  (See C.B. 04051 (74), Section V.)  
  (vii)    New Giant Transmitter.  
          A powerful new 1,000 kilowatt radio transmitter is reported to have been built in the Harz area.  Four frequencies only are employed, two of which are 500 kc/s and 250 kc/s.  Reception of signal strength 5 is reported at a depth of 11 fathoms off the American coast, in trials ordered by Control.  (N.I.D. Note:  See C.B. 04051 (74), Section VIII.  This refers presumably to a new VL/F transmitter which has been used recently ,but not on 500 or 250 kc/s.)  
  (viii)  "Meine" Receiver.  
          The new short-wave receiver-transmitter in U.489, built by Lorenz and named "Meine", was stated to receive on wavelengths between 15 and 100 meters.  It is described as being fitted with a special oscillator, to be beneath audio-frequency, and to be proof against being D/F'd.  (N.I.D. Note:  This is obscure but may mean that the receiver does not re-radiate).  
  (ix)    U-boat Tactics.  
          An order is stated to have been issued late in July, 1943, directing U-boats to proceed alone through the Bay of Biscay instead of in groups as formerly.  They were to submerge by night and surface by day and to use R.D.B. continuously.  
  (N.I.D. Note:  These orders were probably only temporary and may only have referred to individual boats.)  
  (x)    Reporting to C.-in-C. U-boats before sailing.  
        It is stated that, before sailing, Captains of U-boats must report to Control, who exhorts them to make every effort to succeed, "as the English are now a nose-length ahead."
  (i)    Cologne.  
          A new naval training establishment (Marine Lehr Abteilung) was said to be based on Cologne.  
  (ii)    Strasbourg.  
          It was stated that there is a new Manning Division (Schiffs-Stamsabteilung) at Strasbourg.  
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          U.489 was built at the Deutsche Werft, Kiel, one of a new series of supply U-boats built in this yard, of which U.487 has already been sunk, on 15th July, 1943.  
          She was launched on 24th December, 1942, and commissioned on 8th March, 1943.  
  Training of Guns' Crews.  
          Several of the ship's company were drafted to stand by her construction during December, 1942, and during January and February a large number were trained in the use of the 20 mm. (0.79") gun.  During this period the A.A. guns' crews also attended a course at Swinemünde.  
  "Agru-Front" Trials.  
          U.489 remained in Kiel for three or four weeks after commissioning, before proceeding to the "Agru-Front" at Hel.  Prisoners stated that during the four to five weeks which U.489 spent a Hel, special trials were carried out in connection with the transfer of fuel to seaplanes.  
  Silent Running Trials at Rönne.  
        In early May she left Hel and proceeded to Rönne, Bornhelm Island, for silent running trials.  Here it was discovered that the new hand-worked trimming system, which had been fitted to U.489, instead of the usual automatic gear, was extremely noisy and, therefore, useless.
Refit at Kiel.
          U.489 returned to Kiel for a refit, and it was decided to fit the old type of automatic trimming gear.  The refit also included the construction of an additional lower gun platform and the removal of the after 37 mm. (1.45") gun.  During this time the ship's company were accommodated in "SIERRA CORDOBA" at Kiel-Wik.  U.489 remained in dock until early July, 1943.  
  Silent Running Trials at Sonderburg, Denmark.  
          U.489 then proceeded to Sonderburg, on the Island of Alsen, Denmark, for further silent running tests.  One propeller was found to be defective and she returned again to Kiel for repairs.  
  U.489 is Rammed.  
          Subsequently, while lying at the pier, she was rammed by a small fishing vessel, which necessitated a further day in dock.  
  U.489 Ready for Sea.  
          In mid-July U.489 was finally ready to provision for her first patrol.  
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  (i)    Survivors:  
Name Rank English Equivalent
SCHMANDT, Adalbert Oberleutnant zur See Sub-Lieutenant
KLAUSS, Wilhelm Marinsoberassistensarzt Surgeon-Lieutenant
7. 8.16
WITT, Hans Leutnant zur See der Reserve Junior Sub-Lieutenant (Naval Reserve)
23. 6.16
SCHULTZ, Gerhard Leutnant zur See der Reserve Junior Sub-Lieutenant (Naval Reserve)
22. 7.16
BICKENBACH, Friedrich Leutnant (Ing.) Junior Sub-Lieutenant (E)
25. 6.23
REINHARD, Karl-Heinz Stabsobermaschienist Staff Chief Stoker & Chief E.R.A., 1st or 2nd Class
8. 2.14
KULEE, Rudolf Obermaschinist Chief Stoker & Chief E.R.A., 1st or 2nd Class
22. 2.14
BUBE, Richard           do.           do.
ESSER, Wilhelm Jusef Obersteuermann C.P.O. (Navigation)
29. 2.12
BOLTEN, Heinz Bootsmann Petty Officer
29. 6.13
EBERHARDT, Karl Obermaschinenmaat Acting Stoker P.O. & E.R.A., 4th Class
19. 2.20
VOLLMER, Max           do.           do.
PRENZEL, Arthur Oberfunkmaat Acting P.O. Telegraphist
27. 2.18
SCHMITZ, Wilhelm Bootsmannsmaat Leading Seaman
CISSES, Berthold           do.           do.
15. 5.15
FITZ, Paul           do.           do.
14. 8.20
DEHLER, Wilhelm Maschinenmaat Leading Stoker & E.R.A. 5th Class
WEBER, Willi           do.           do.
SCHUPP, Heinz           do.           do.
28. 4.21
SÜSSBIER, Werner           do.           do.
4. 2.22
THRON, Alfred           do.           do.
1. 1.20
BUNGARTZ, Max           do.           do.
1. 1.17
HEMMERLING, Kurt           do.           do.
18. 8.22
KLAUSMEYER, Willi Funkmaat Leading Telegraphist
27. 5.20
KIESWIMER, Michael Verwaltungsmaat Leading Supply Assistant
25. 9.21
SCHOLZ, Gotthard Matrosenobergefreiter Able Seaman
10. 2.22
KASCH, Hermann           do.           do.
18. 8.23
WUSFRIEDEL, Siegfried           do.           do.
DORN, Gorhard Maschinenobergefreiter Stoker, 1st Class
TAPE, Hermann           do.           do.
5. 4. 24
IRRCANG, Erich           do.           do.
STRATMANN, Josef           do.           do.
HAUPT, Günter           do.           do.
WILHELM, Hans Sanitatsobergefreiter S.B.A.
14. 5.23
KLAUS, Heinz Matrosengefreiter Able Seaman
23. 6.22
PORTEIN, Werner           do.           do.
KAISER, Raimunt           do.           do.
13. 1.24
KLEIN, Peter           do.           do.
8. 6. 23
KALB, Anireas           do.           do.
18. 3.23
VISEL, Oskar           do.           do.
25. 2.23
KELLER, Max           do.           do.
16. 2.25
NEIBASZ, Heinz Maschinengefreiter Stoker, 1st Class
31. 5.24
GOBEL, Heinz           do.           do.
DUBEKY, Werner           do.           do.
16. 1.24
KELLER, Heinz           do.           do.
19. 2.25
SCHEIBE, Horst           do.           do.
SANHEN, Fritz           do.           do.
24. 2.24
WATURN, Helmut           do.           do.
MULLENBECK, Eduard           do.           do.
THIEL, Ulrich Funkgefreiter Telegraphist


Name Rank English Equivalent
DÖHLINGER, Manfred Funkgefreiter Telegraphist
21. 5.24
LORSCH, Gunter Mechanikergefreiter Able Seaman
24. 6.24
MAUENSCHILD, Karl Matrose I Ordinary Seaman
Chief & Petty Officers:
  (ii)    Casualties:  
Name Rank English Equivalent
NUDE, Oberleutnant (Ing.) Sub-Lieutenant (E)
Chief & Petty Officers:
  (iii)    Total Crew:  
Chief & Petty Officers:



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