U-boat Archive - Auxiliary Cruiser KTB

Auxiliary Cruiser Pinguin (Ship 33 - HSK 5)

Part 4

KTB of Auxiliary Mine Ship "Passat"

12 October to 15 November 1940

Translation by Jerry Mason


		Enclosure 26






K r i e g s t a g e b u c h

of the

A u x i l i a r y M i n e S h i p " P A S S A T "
==============================================



	Kommandant:	Sonderführer (Kapitänleutnant) W a r n i n g .



	Beginning:	12 October 1940.

	Concluding:	15 November 1940.








	Enclosures 1-4.





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

- 1 -




	12.10.40	17°02'S 109°25'E	Today, Saturday, at 00.30 hours, "PASSAT", was released by the Kommandant of H.S.K. "PINGUIN". The last greetings were exchanged and then the auxiliary mine ship "PASSAT" set off and set course. Course 168° is 70 nautical miles clear of Cape Leeuwin. If possible, I do not want to be identified by land or patrol vessels, but on the other hand am interested in determining when and where aircraft reconnaissance begins on the Australian coast.
	12.00	SSE 5-6, large sea, ship pounds and takes water over the deck amidships
			The task assigned to the "PASSAT" - the mine fouling of the Bank and Bass Strait - is thoroughly prepared. By using an inconspicuous tanker as a mine layer, the best possible conditions are created for the successful completion of the operation.

			If certain prerequisites for navigation (good visibility, beacons burning) are not met, the reliability of the mine laying and thus the prospect of successful operation will be greatly reduced. I cannot take weather conditions into account. The operational order calls for mine laying to begin on 29 October, which is necessary because "PINGUIN" is operating in another area at the same time.

			Yesterday’s list of the deviation table shows a great inertia and certain unreliability of the steering compass and hypersensitivity of the master compass. Before 29 October, in good weather conditions, the deviation to the courses to be steered at the mine deployment will be determined again exactly.
			Since there are no logs or speed tables on board, I run at full speed for the time being to

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	continued
	12.10.40	determine maximum speed. The speed and maneuvering table will be completed later and I hope to be able to describe all the good and bad characteristics of our ship by the time the actual mine task begins. Despite its two propellers, the ship has maneuvered very sluggishly so far.

		During the three days of equipping the mine auxiliary ship "PASSAT" with 110 mines (including 60 clock mines), excellent work was done. A crew of 31 people (not including prisoners) was and is enthusiastic about the job.

		The 6 prisoners, who voluntarily went on this journey without knowing the purpose or destination of the trip, make themselves useful in the construction of rafts and with the engines.

		At 11.20 hours this morning the Kommandanten held muster. The crew was informed of the purpose of the operation (without specifying the location or details), received instructions on conduct and investigation, laying mines, securing the ship, capture (secrecy) and finally on the behavior towards our prisoners.

		Ship orders were announced. The crew off-duty lashed the mines thoroughly and continued to camouflage the newly created mine area on the poop. Some of the crew were trained in steering and lookout.

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	13.10.40	20°18'S 110°01'E	Camouflage work continued. Roll allocation for mine laying, maintenance, examination, demolition and setting fires was worked out.
	12.00	SSE 6, large sea, light SE-Swell, ship pounds and takes water over the deck. Heavy to light cloudiness, Vis. good
			Some words and phrases in Norwegian were written down for the crew to learn by heart.
			The mine task was discussed with the officers.
			The engine experts (prisoners) of the regular crew proved to be a valuable help. They had to be called upon on several occasions, especially when working on the evaporator, which failed completely and was consuming an enormous amount of our water supply. They are also responsible for the operation of the drain and pumping equipment. A new engine crew without experienced supervision which does not know the operation properly can have disastrous consequences.
			Learned from the carpenter of the "STORSTAD" that the ship has a hastily patched leak amidships.
			Crew was given disguises, which will be worn as of today.
			Since the entire crew (except for the engine personnel) worked all day at the mines and on deck, went into 3 watches, as each crew member gets 6-7 hours of sleep.
			The crew was informed about the M.T., "STORSTAD", its previous trips, shipping company and cargo etc.
			Prisoners build rafts, three men worked in the engine room.
			Radio traffic brought nothing new. Weather reports were received for the first time.

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	continued
	13.10.40		The German press was made available to the crew.
			The Australian News Service was followed by me.


	14.10.40	25°00'S 110°46'E	In the night reduced speed for a few hours. In large seas and moderate swell from ahead lost up to 25% speed.
	12.00	SSE 7-5, large Sea and Swell, changing cloudiness, Vis. good, In the afternoon Sea and Wind abating
			Proceeded at full speed again from 07.00 hours to pass Cape Leeuwin as soon as possible (due to the long delay and possible reporting). If "PASSAT" is now given as a name, I would declare engine failure as [reason for] the delay and have us report to Melbourne on 2 November.
			The crew cleaned the deck and completed the camouflage of the mine room. The prisoners, who are very willing to work, overhauled the boats and repaired them. The prisoners are under constant supervision.
			One explosive charge was installed in the forward hold and two explosive charges in the pump room midships, as well as two charges on the engine's sea valves. This ensures that the ship does not fall into enemy hands in the event of possible capture.


	15.10.40	25°50'S 111°31'E	The Norwegian logbook was maintained on an ongoing basis
	12.00	SSE 4-5, quite large seas, mostly lightly cloudy, light SE-Swell, Vis. good	Had to proceed slowly or stop from 08.40 to 11.35 hours; changed the fuel valve on the cylinder 5 port and the exhaust packing on the cylinder 1 starboard. Had to make 7 new studs for the exhaust packing.
			We always imagine ourselves as harmless tanker drivers.

	Sun and Moon Data 13.10.40
	Sun and Moon Data 14.10.40
	Sun and Moon Data 15.10.40

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	continued
	15.10.40		Exercised the roles established for various purposes.
			The prisoners worked in the engine room. The evaporator now supplies enough boiler feed water.


	16.10.40	29°17.5'S 112°20'E	Stopped engines from 03.15 to 03.25 due to smokestack fire. Oil residues that had accumulated in the chimney caught fire. No damage was caused.
	12.00
			The prescribed roles were exercised.
			Since there are no empty Norwegian logbooks on board, the journey through the Torres Strait was not marked, as originally intended, but rather a Norwegian who is coming to Australia for the first time and, as ordered, is staying far away from the usual track. According to "Notice to mariners", ships and their courses are reported by Australian Navy signal stations (and certainly also by aircraft). Our course could therefore be followed. If we are stopped later, I can make the reason for heading south of Tasmania credible. (Conversations with Captains who were in Australia and spoke of raiders and mines at the western entrance to the Bass Straits).
			Found a deviation of 20° on the master compass on an east course. B₂ overcompensated for north latitude has the opposite effect. The compass is not suitable for good navigation below Tasmania.
			The heeling magnet on the master compass was reversed.
	[Am not sure of the differences between Sprengpatrone, Sprengkiste and Sprengkapseln.]		Because we wanted a better effect in the event of a demolition, we placed demolition charges as follows: 1st charge in the forward cofferdam against Hold 1. 2nd charge in the pump room amidships between Tanks 4 and 5 and the

	Sun and Moon Data 15.10.40
	Sun and Moon Data 16.10.40

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	continued
	16.10.40		outer hull plating. 3rd charge in the aft cofferdam between Tank 9 and the engine consumption tank.
			1st charge on the port bottom valve. 2nd charge on the port compressed air cylinders, which tear the outer hull when detonated. Starboard bottom valve will be smashed with a hammer.


	17.10.40	32°32.5'S 113°12.5'E	By removing three fore and aft magnets, the overcompensation of B₂ of the master compass is reduced. Deviation determinations from east over south to west.
	12.00	SW 3. mostly overcast, at times light rain showers, low clouds, Vis. good, afternoon clearing, moderately choppy sea
			Name boards for Motor tanker "H.G. WAGON" of the shipping firm Klaveness, Oslo were prepared as deception for possible occasion.
			Fremantle was passed at a distance of 140 nm, no aircraft sighted. Before yesterday morning only one smoke cloud was sighted far to starboard, from a steamer which apparently proceeded to Colombo.
			Made speed measurements with a railing log. Determined maximum speed with the engine fully running and calm seas to be 9.7 knots.


	18.10.40	35°31'S 115°28'E	01.15 hours passed Cape Leeuwin at a distance of 70 nm.
	12.00	SW 1, mostly overcast, calm sea, light SSW-Swell, low clouds, Vis. good	At 07.45 hours 2 strich [22°] to starboard smoke feather in sight, soon thereafter masts and a smokestack of a steamer, which had to cross our course and was apparently heading for Cape Leeuwin. (Own course 118°, enemy course when passing NbyW)
			At 08.40 hours we passed it to port at a distance of about 2-3 nautical miles. It seemed to be making little speed, was armed and was steering a suspicious course (south-north); we took it for an auxiliary cruiser or patrol vessel. At 09.50 hours he passed out of sight astern. On passing saw that the cannon aft was manned.

	Sun and Moon Data 16.10.40
	Sun and Moon Data 17.10.40
	Sun and Moon Data 18.10.40

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	continued
	18.10.40	At 08.30 hours it turned about 2 Strich [22°] towards us, 10 minutes later it came to its old course again. We held course and speed. Now that we were directly ahead, we changed course 5° to starboard, to not pass him too closely.


		Description of the suspicious vessel:
		About 9000 GRT steamer, originally there were 4 masts, of which the upper half of the fore and aft masts has been removed. Only the stumps of these masts remain. There are 2 pole masts each on the fore and aft ship. Long forecastle, low fore and aft deck, long high deck amidships, high superstructure on poop. The ship's superstructure suggests passenger accommodation options. Tall smokestack with black ring at the top and bottom, bridge superstructure painted brown, everything else dark gray. One hatch on the forecastle, 2 on the foredeck, 1 on the high deck fore edge of the bridge, 2 on the deck aft. On the forward mast stump there appears to be a searchlight (gives the impression of a lookout basket). One anti-aircraft gun forward (bow), 2 guns directly on the stern (cruiser stern).
		We were not asked to show our flag or to give our name.

- 8 -



	continued
	18.10.40		On this occasion, examination and sinking rolls were practiced.
			If this vessel was really a patrol vessel cruising at Cape Leeuwin, we must have seemed extremely harmless to it.
			From 12.00 hours went to 96 RPM - 9 knots, to test out the speed level that we will use when completing the mining task.


	19.10.40	37°13'S 119°12'E	The ship is turned around [in a circle] to starboard to make a final deviation determination. The compensation was worth it, we now have a usable compass in the master compass that shows no more than a 6° deviation.
	12.00	NW 2-3, lightly choppy sea, light W-Swell, at the beginning overcast, then clearing, Vis. good
			Now that we are pretty much clear of Leeuwin, we reduced to 70 RPM - speed 6.2 knots
			Intercepted an open arrival telegram from an Australian steamer for Perth.
			As no steamer traffic has been observed so far, I am inclined to believe that it is located close to land, or to the south.
			From 19.00 hours proceed with one engine, to use the remaining time for repairs to the rudder system. The ruder system was overhauled, however no defect was found. Only with the help of the regular crew (engine room) was it possible to make the rudder system somewhat operational again in 13 hours work.
			On 20 October at 09.30 hours came to course and speed again.


	20.10.40	37°53'S 120°32'E	The emergency rudder, which was taken off because it was in the way for mine loading had to be made operable again. Arduous work, because
		Freshening N-wind which at 16.00 hours shifted to

	Sun and Moon Data 18.10.40
	Sun and Moon Data 19.10.40
	Sun and Moon Data 20.10.40

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	continued
	20.10.40	NW 7, large Sea and Swell, ship takes water over the deck, overcast, rain squalls, Vis. moderate	the rudder stand was missing and had to be replaced by wooden scaffolding.
			The main rudder could only be turned 15° to starboard and the ship turned into the wind by itself. From 16:00 hours onwards, lying in rough seas and swells. Starboard engine out of service. The starter valve and oil supply valve had to be replaced.
			At 22.15 hours the hand ruder and both engines were operable, resumed speed and course. Ship steers well from astern.
			At 02.30 hours the main rudder was operable and put in service again.
			Without the help of the Norwegian Second Engineer, who found a description of the telemotor steering system, we would probably not have been able to repair the main rudder. The time reserve available to us is dwindling more and more due to work on the engine and auxiliary engines, as well as due to bad weather. As long as the weather and the engine permit, we will travel at full speed.


	21.10.40	38°32'S 123°49'E	Mines were placed on rails and rolling maneuvers were practiced with the crew.
	12.00	Very large Sea and Swell from starboard astern, ship rolls strongly and takes water over the deck.
			In order to hold the ship well in the sea, had to steer 10° more easterly than the actual course.
		WSW - SW 8, overcast, Vis. moderate to good	Due to the weather conditions, we were sailing with slightly reduced power. We were making 8 knots.
			If the first mine task cannot be carried out, a replacement will be worked out. (Fouling of the Banks Strait itself, then on to mine task II.)

	Sun and Moon Data 20.10.40
	Sun and Moon Data 21.10.40

- 10 -




	22.10.40	39°33'S 127°35'E	Mine work was continued and we practiced working on the mines in the dark.
	12.00	During last light temporary improvement in the weather conditions, from noon again WNW 7, large Sea and Swell, overcast, Vis. good
			Bulkheads were being built which were to be used in the mine area after the first mine task has been completed in order to reduce the size of this area.
			The port engine was stopped for an hour to work on the starting valve.
			All defects that have been identified so far in the engine, deck equipment, steering system and navigation equipment have been eliminated. Only now can the ship and crew be described as fully operational.
			Ship leaves a heavy oil trace behind, the old leak has probably gotten bigger due to the bad weather, nothing can be done about it.
			Again and again I find confirmation that one should not send an old ship on a mission without experienced professionals who know the ship and its crew. Without the understanding of the Kommandanten H.S.K. "PINGUIN" for this wisdom from experience and the approval of 5 prisoners who knew the machinery, the timely deployment of the "PASSAT" and thus the entire operation would have been seriously called into question due to the operational disruptions that occurred.


	23.10.40	40°22'S 131°20'E	Bad weather continues. Must reduce speed to 7 knots and deviate 10° from course, to have the ship lay well in the seas.
	12.00	WSW 7-8, large Sea and Swell, ship rolls heavily and takes water over the deck. Mostly overcast, rain showers, Vis. moderate
			Crew works in the mine room.
			Made the most of the ship and the weather conditions to arrive at the ordered location with a little time to spare.
			Hope "PINGUIN" doesn't need to change

	Sun and Moon Data 22.10.40
	Sun and Moon Data 23.10.40

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	continued
	23.10.40		the timing.
			Crew is very eager and shows excellent spirit.
			I was told that the prisoners were amazed at the good relationship between superiors and subordinates, that everyone had the same food, including them, and that they were treated so well. They had to revise their views on the German military.


	24.10.44	42°02'S 134°15'E	Was forced to deviate N of course by a S-Swell, so steered SbyE for 63 nautical miles. Then, with a strong S-SW-Swell and a tolerable condition for the ship in the sea, I can easily get clear of the southern tip of Tasmania.
	12.00	WNW 5, high SW-Swell, overcast, Vis. good
			In the dark, they practice deploying mine rails, navigation, order transmission, working on mines, quick disguise in case of disruption, etc. The crew works very skillfully and quickly in total darkness.
			All possibilities for changing the operational plan and resulting new operations were discussed with officers.

	25.10.40	43°09'S 138°37'E	When stopped at the east entrance to Bass Street, I intend to state Melbourne, as my port of destination, and at the west entrance, Adelaide, when stopped a second time. To that end prepared an arrival telegram, with arrival indication at Melbourne on 2 November, and a received telegram asking us to continue to Adelaide.
	12.00	WbyN 6, large seas, high W-Swell, frequent rain showers, Vis. moderate
			For stopping on completion of the 3rd mine task (if we are already on S-course) prepared

	Sun and Moon Data 23.10.40
	Sun and Moon Data 24.10.40
	Sun and Moon Data 25.10.40

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	continued
	25.10.40		a name placard for "G.H.WAGON". This was used when weather conditions did not allow an examination.
			If investigation is to be expected, another telegram must be prepared, which only asks us to continue our journey. On request, the correct name is "STORSTAD".

	26.10.40	43°42'S 141°33'E	Each of the prisoners receives three English Pounds as wage for 12 days.
	12.00	W 6, freshening, heavy rain squalls, high W-Swell, Vis. moderate
			Yesterday and today the "Mine laying" maneuver was practiced in the dark.
			Now all preparations can be considered complete. Everything has been thoroughly rehearsed and thoroughly thought through. We have prepared ourselves with all the knowledge necessary for our task, and unless the conditions we encounter are particularly strong against us, the operation is bound to succeed.
			Since 06.00 hours reduced speed, 5 1/2 knots.
			After noon, high W and SW-Swell, high Sea and snow and hail squalls force us to change course 10° to port and then force us into the predicament of having to steer into the sea and southerly wind tomorrow morning.

	27.10.40	44°16'S 144°24'E	Hove to at 04.00 hours. Speed 3.5 knots and 2 knots through the water, at RPM for 8 or 6 knots, heading 160°. Lost a lot of time. The duration of the storm cannot be foreseen; according to the Nautical Handbook, it can take 3 days in this area.
	12.00	Heavy Sea, very high SSW-Swell, ship works heavily into the sea and takes breakers over, storms, hail and snow squalls, Vis. moderate
			Since it was doubtful that we'd be able to reach the designated location on time on 29 October, we considered sailing south before the wind south of King Island to the Banks Strait. Since the major detour and completing the

	Sun and Moon Data 25.10.40
	Sun and Moon Data 26.10.40
	Sun and Moon Data 27.10.40

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	continued
	27.10.40		task could not be carried out with equal probability, we were on the way from South Tasmania to Bank Street, the plan was abandoned and the attempt to reach South Tasmania as quickly as possible was continued, even at the risk of having to carry out the the mine laying during the day or with a 24-hour delay. Since "PINGUIN" will experience similarly bad weather as we do, he will certainly face the same difficulties. Any delay on our part will not disrupt the "PINGUIN's" task in any way, so I consider it unnecessary to notify "PINGUIN".
			The ship is working hard in the storm sea, successfully releasing oil to calm the waves. Two mine mounts broke, but since everything was well lashed, no mines got loose. The stern, overloaded by 100 tons, is working hard, but no rivets or bracing have torn so far.

	28.10.44	44°26'S 146°00'E	Turned to course 70° at 04.00 hours, after having made 62 nm SbyE in 24 hours. Am 7 hours behind, will catch up by cutting off the route, situation requires this deviation from the sailing instructions. Will maintain a course so that the route cannot be followed from land. Completion of mine-laying task I in the dark is undoubtedly necessary, as otherwise the laying of mines could be detected by observers, and the success would be zero. If I am forced to lay mines during the day, the sailing instructions would have to be modified in line with the task, i.e., attempt the route, but at a greater distance from land.
	12.00	In the morning hours still SSW 8-9, then from 04.00 hours 7, high SSW-Swell ship rolled and took water over the deck. Overcast, low clouds, Vis. good
			Afternoon, Kommandanten muster.

	Sun and Moon Data 27.10.40
	Sun and Moon Data 28.10.40

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	29.10.40	41°58'S 148°50'E	At 16.00 hours the first land of the southern part of Tasmania came in sight. At 17.57 hours Eddystone Rock was in 335°T, 9 nm away. The course took us from Cape Bruny Lighthouse 24 nm away and from Tasman Island 24 nm away. Storm Bay was passed by night. Much time was saved by cutting off the route. A stop by patrol vessels off Hobart would have to be accepted. However, neither aircraft nor patrol vessels were seen, despite excellent flying weather and good visibility. I'm now sailing at a distance of 20 nautical miles from the coast. If we continue to make good progress, we'll have made up enough ground to complete Task 1 as planned. Off Hobart, the glow of a strong beacon appears, which was not recorded anywhere. No vessels have been seen so far. The listed beacons are all burning.
	12.00	W 5-3, moderately choppy sea, ship rolls in the high S-Swell, light high clouds, Vis. good


	30.10.40	39°34'S 149°16'E	Last night, mine tasks I a and I b were completed as planned. A half-hour of spare time was sacrificed by reducing the speed beforehand. Severe current shifts at the transverse barrier were compensated for by holding ahead. The mines are at the intended location. No aircraft reconnaissance or patrol vessels were detected here either. After the mines were laid, the extensions on the aft deck was removed. They now appear completely harmless. The crew did an excellent job. Mines could be thrown from both sides. It was a dark night and a heavily overcast sky, but visibility was good. Yesterday afternoon, we saw a steamer to starboard (probably a Russian with a ring around its funnel) and a coastal steamer of approximately 2,000 GRT to port, sailing in the opposite direction.
	12.00	WSW 3, lightly choppy sea, medium-high clouds, Vis. very good

	Sun and Moon Data 29.10.40
	Sun and Moon Data 30.10.40

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	30.10.40		It's already getting light at 04:00 hours. Since mine tasks II d and c are to be completed around this time and later, and close to land, I'll try to get there a little earlier. The large course change to 273° was carried out unnoticed at 10.30 hours. Approaching Deal Island proved difficult because of the strong currents that kept us far north of our course. Visibility at that time was poor.
			Had to turn around in order to start Task II a at the prescribed place.


	31.10.40	39°06'S 144°50'E	Task II was completed as planned last night. The task was partially carried out under very unfavorable navigational conditions. Bad visibility, strong current offset and few bearable objects with many course changes, make exact laying of the mines difficult. However, it was always possible to obtain enough bearings in time to drop the mines at the prescribed location. Compensating and checking the bearing compass on the approach proved very useful.
	12.00	Mainly light, then stiffer changing E and NE wind, with rain and mist, low clouds, Vis. bad, at times no visibility, completely dark night
			All equipment worked perfectly in carrying out this difficult task. Under even more adverse weather conditions and without the beacons lit, the execution of this task would have been virtually impossible. Steamers were seen in the dark sailing with their lights ablaze. We lit our steamer lamps before completing Task IIc. A ship running parallel on the port side, whose bearing remained unchanged, and a ship running parallel on the starboard side added to this. An evasive maneuver would have taken a great deal of time and made laying the mines in the prescribed location very

	Sun and Moon Data 30.10.40
	Sun and Moon Data 31.10.40

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	continued
	31.10.40	difficult. The port ship running parallel was behaving very strangely. Although he was obligated to give way, he continued on a course toward us. There was a risk of collision. I altered course to starboard and Morsed at him at the same time. He then changed course to port and sailed close to port on the same course as us for about 10 minutes. As I reduced our speed, he gave starboard rudder, thus creating a further danger of collision. He realized this too late and gave a signal with the steam whistle, which we responded to. At the same time I gave "AK ahead". The steamer sailed close to our stern and continued on its original course (apparently to Sydney). This happened abeam of the Hogan Group. After sailing alongside us for 10 minutes, we recognized the design of a torpedo boat: a short bow, a high bridge, and a very long, low stern. It was mistaken for a patrol vessel. I'm now inclined to believe it was a very large tug that spotted our lights late and then performed completely senseless maneuvers. I certainly didn't spot any patrol vessels in the Bass Strait. On the course Cliffy Island - Wilson Promontory, we encountered two steamers, one of which was very well illuminated (unlike all the other ships), only flashing her forward steamer light and sidelights, no stern light, and traveling at a maximum of 5-6 knots. Almost simultaneously, we passed a second steamer on the starboard side, which, like the others, was poorly illuminated and traveling at a normal speed. The first steamer was a passenger steamer of approximately 6,000 GRT. I'm convinced it was a patrol vessel, but it left us completely unscathed because we had all the steamer lights and, as a

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	continued
	31.10.40		tanker, certainly made a harmless impression. Wilsons Promontory was only sighted shortly before the wind was astern; rainbows and showers had completely obscured it. The detected current displacement was corrected, so that the mines intended for IId were also in the correct position. Under normal visibility the lighthouse could have observed us at work. The poor visibility, which was unpleasant at first, turned out to be a positive factor here. Ten minutes after passing Promontory, we received a Morse code call from there with a powerful Morse lamp. The call was not answered. I should have only responded if I had been called with a searchlight. Morse code calls from stations located quite astern are actually easy to miss. Promontory Signal Station, certainly accustomed to similar disappointments, soon gave up its efforts and stopped calling. By the time Task IIc was completed, it was already completely light. I had previously carefully searched the surrounding islands with binoculars, found nothing suspicious, and had these important mines dropped at the designated location.


	01.11.40	39°29'S 142°34'E	On the way from Promontory to Otway, a steamer was spotted heading in the opposite direction. No aircraft reconnaissance was observed here either. Initially moderately strong westerly winds gradually became stronger. Time reserve was used to complete mine-laying task IIIa before dusk. I was aware that every minute could bring us time gains for the next tasks. In rough seas and a swell from ahead, "PASSAT" usually runs at 2 to 3 knots. In stormy winds
	12.00	Stormy W-Wind in squalls Strength 10, very large seas, high W-Swell, ship takes heavy breakers over, rain squalls, Vis. bad

	Sun and Moon Data 31.10.40
	Sun and Moon Data 01.11.40

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	continued
	01.11.40	and corresponding seas, she can only be run or tacked to the wind. Completing the remaining tasks became a problem as the wind and sea increased. Otway Lighthouse disappeared completely in gusts of rain. Very strong current shifts were observed. Speed decreased progressively as the seas increased. At 22:26 hours we'd determined the approximate location where Task IIIb was to begin. It was carried out with difficulty, as the ship was working hard. Oblt.(W) Schmidt reported to me that there was a danger of the mines tipping over in a cross sea, and that Task IIId would be almost impossible to complete in even rougher seas, and that he therefore suggested combining Tasks IIIc and d. I agreed to this and ordered that the 10 mines proposed for Task III d be laid immediately after completing Task IIIc.
		Reason: Wind and sea conditions were increasing. Speed was decreasing more and more, and in very rough seas, it would become so slow that the safe distance [between mines] could no longer be maintained. I was aware that the steering the course and certain navigation was was not going to be enough. Current drifts were listed in the Nautical Handbook as very strong. Therefore, there was undoubtedly a significant danger of being driven onto the minefield and, if the storm persisted for a long time, onto land if the weather forced us to heave to at slow speed, the current weather conditions were such that we would be driven into the minefield. During the approach, I gained sufficient experience regarding weather conditions, sea position, and the ship's speed. Rather than laying the last mines in a completely uncontrolled position, or risking having to hang onto them due to the impracticality of laying them

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	continued
	01.11.40	in a storm, I considered it wise to pre-strengthen the mine fouling at the approximate position of Task IIIc. For IIIb, the throwing times had to be changed and adjusted to the new speed level, 7 knots. For IIIc and d, this was no longer possible. Firstly, the speed changes with every gust, and then it couldn't be accurately determined because we lacked bearings. After completing task IIIb (at 22.47 hours), course was changed at 23.00 hours according to estimated speed; drift and current were taken into account and a course was steered on which the throwing of mines was still possible when the ship was working hard. Steered 225° on the compass, with drift and current, corresponds to an approximate true course of 207°. The actual prescribed course was 207°. Approximate speed was initially 6 knots, later, with reduced speed due to the heavy breakers, about 5 and finally 3-4 knots. The estimated speed was continuously reported to the mine room. Task IIIc-d began at 23:05 hours, and at 00:38 hours, the mine room reported that the last mine had been laid. During the course of the night, the speed had to be further reduced to 60 RPM. The course was increasingly dependent on the wind direction and sea state. Estimated speed was estimated at 2-3 knots. Because aircraft reconnaissance was not expected in this weather, any possible course could be taken. At night we met a steamer heading for the Bass Strait.
		The depth setting was increased to 6 1/2 meters for task IIIb, c, d since the wave heights were estimated at about 4-5 meters.
		No vessels or aircraft were seen during the day. The development of the weather conditions

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	continued
	01.11.40		in the morning hours of 1 November confirmed the correctness of the decision to combine IIc and d.


	02.11.40	40°20'S 140°47'E	Wind and sea remain strong. We tack with the wind, i.e. during the daytime we lie WbyN, in order to give vessels that we might see an impression that we're heading for Cape Leeuwin. When darkness falls, I intend to head south again. In my opinion, we're still not entirely above suspicion. Our names haven't been revealed, so they can't have been reported anywhere, and we can't have been missing. Evasive maneuvers are impossible in this weather. We have only two courses: either to leeward or before the wind. If the barrier has been discovered, which one might assume based on the frequent radio exchanges between the government and the fleet, it's unlikely that warships will be sent on the lookout for suspicious vessels without first searching the route through Bass Strait.
	12.00	WSW 8-9, very large Sea and Swell, rain squalls, Vis. bad

			I've ordered the agreed-upon course telegram to be sent to "PINGUIN" at the scheduled time of 16.00 GMT, which is around 01:00 hours ship's time, tomorrow morning. We'll then be approximately 200 nautical miles from land. If we have such bad weather for a long time, "PASSAT" will hardly be able to arrive at the rendezvous point on time. "PINGUIN" will have a similarly bad time and can be expected to arrive late.

	03.11.40	41°23'S 138°53.5'E	Weather conditions have improved somewhat. Ship runs at full RPM about 5 1/2 knots. Sent the telegram to "PINGUIN" and was understood. We're very pleased that "PENGUIN" also completed its own task and survived it well. We expected nothing less from our "PENGUIN."
	12.00	WSW 7, large Sea and Swell, still ship works strongly and takes over much watter over deck, Vis. moderate

	Sun and Moon Data 01.11.40
	Sun and Moon Data 02.11.40
	Sun and Moon Data 03.11.40

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	continued
	03.11.40		Steered a SW-course (adjusted to the sea) to clear all routes and then stay to the north. A northerly advance now won't bring us to areas with better weather. Therefore the intention of staying to the north has been abandoned. We must make the most from the ship and the weather conditions and try to arrive at the rendezvous point at the right time.
			Since the wind shifted to the southwest in the afternoon, we were able to steer a westward course starting at 16:00 hours. I hope to be a good 300 nautical miles from land by 12:00 hours tomorrow, assuming the weather conditions remain the same.

	04.11.40	41°57'S 135°42'E	During the night, the engine had to be reduced to 90 RPM due to a high, confused swell. Full speed from 04.00 hours. In the last 24 hours have covered 149 nm. Since during this time the engines were almost always fully loaded and we still couldn't make it, we can expect a considerable delay until we arrive at the appointed meeting point.
	12.00	WSW 7, abating Sea and Swell, ship rolls and pounds, Vis. moderate to good

	05.11.40	42°05'S 131°26'E	From 08.15-11.45 hours steered with the hand rudder, to overhaul the telemotor system. The old malfunction, which always appears again, was not found. Main rudder temporarily back in use. Otherwise no special events.
	12.00	WNW 3-4, moderately choppy Sea, light SW-Swell, Vis. good

	06.11.40	41°46'S 126°36'E	Kommandanten muster at 11.00 hours, Afterwards, we'll have lunch together in the nicely decorated interior. Eating together was a celebration of a task successfully completed.
	12.00	Wind shifted from NE over E to SW, increasing Sea and Swell, ship works heavily and sometimes takes water over the deck, rain squalls, Vis. moderate to good
			The free watch is cleaning ship. Starting today, uniforms will be worn again.

	Sun and Moon Data 03.11.40
	Sun and Moon Data 04.11.40
	Sun and Moon Data 05.11.40
	Sun and Moon Data 06.11.40

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	07.11.40	41°30'S 122°33'E	Due to the large Sea and Swell reduced speed for 6 hours during the night.
	12.00	SW 7-8, evening SW 10, large Sea and Swell, rain squalls, Vis. moderate
			From 17.25 hours hove to, ship makes only 2.5 knots through the water.

	08.11.40	41°12'S 120°10'E	At 04.00 hours full RPM again.
	12.00	WNW 7, large Sea and Swell, took water over the deck, low clouds, Vis. good	No particular events.
			In the evening found out the Bass Strait and Melbourne were closed to traffic.
			Mine tasks IIa-c and III had an effect.


	09.11.40	40°38'S 116°59'E	At full speed, they were traveling at approximately 6.5 knots. The course is clear of all routes, remaining approximately 300 nm from Cape Leeuwin. I assume that the experience with the mining of Bass Strait has prompted the Australians to conduct more intensive air reconnaissance.
	12.00	W 5-6, W to N 7, large Sea and Swell, changing cloudiness, Vis. good
			From 21.15 hours the ship had to heave to in very large seas and high W-Swell.
			We learned in the evening from the Australian press that the American motor vessel "CITY OF RAYVILLE" had sunk after an explosion near Otway, additionally an English freighter, of which, however, it was not stated where fate had taken him. This was the first time we heard of the destruction of ships by our mines.


	10.11.40	40°11'S 115°10'E	Hove to until 05:15 hours and made about 2-3 knots. Then decreased to 80 RPM (HF). The Australian government officially announced in the press that two steamers had been sunk by mines.
	12.00	WbyS 8, SW 7-8, weather unchanged, Vis. good

	Sun and Moon Data 07.11.40
	Sun and Moon Data 08.11.40
	Sun and Moon Data 09.11.40
	Sun and Moon Data 10.11.40

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	11.11.40	39°39'S 112°08'E	At 05.00 hours changed course for the meeting point. Remained 300 nm from Cape Leeuwin on this course As far as I can tell so far, I'm two and a half days late. I assume I'll still get there before "PENGUIN," since "PENGUIN is certainly expecting a delay on our part and we will use the days until the end of the waiting period for something else.
	12.00	SW 5, rolling heavily in the high SW-Swell, low clouds, Vis. good

	12.11.40	37°31'S 108°07'E	Proceeded at full speed.
		WNW 3, lightly choppy Sea, low clouds, Vis. good	No particular events.

	13.11.40	34°43'S 104°53'E	No particular events.
	12.00	NE 2, lightly choppy Sea, low clouds, Vis. good	With steady speed will the meeting point two days late in the morning.

	14.11.40	31°54'S 102°05'E	At full speed will reach the meeting point 31°30'S 101°30'E at 16.00 hours. The prisoners have been paid their wages up to and including today.
	12.00	NE at times calm, calm sea, low clouds, Vis. good, afternoon cloudless


	15.11.40		Met "PINGUIN" at 08.00 hours. Task fulfilled. Kriegstagebuch concluded.

	Sun and Moon Data 11.11.40
	Sun and Moon Data 12.11.40
	Sun and Moon Data 13.11.40
	Sun and Moon Data 14.11.40
	Sun and Moon Data 15.11.40