Auxiliary Cruiser Pinguin (Ship 33 - HSK 5)

Part 2

22 June to 25 July 1940

Translation by Jerry Mason

			K  r  i  e  g  s  t  a  g  e  b  u  c  h  .
			================================
				of
			Ship 33.
			Kommandant:  Kapitän zur See    K  r  ü   d  e  r
			Beginning:    22.6. 1940
			Concluding:    25.7. 1940

	- 9 -
		22.06.40	Froisjöen Fjord [Froeysjoen]	In accordance with the agreement with the Flottillenchef, the two M-Boote were released in the archipelago exit,
		02.15	SbyW 6, Sea 6, overcast, rain, Vis. medium to bad
				because they
				1.)  could not maintain the speed of 16 knots outside the archipelago in the high seas, they
				2.)  make the departure of the steamer (especially a Russian) especially noticeable by accompanying them.
				In AF 8731 right edge lower about 10 nm off the Froisjöen Fjord exit still on a westerly course 800 meters to port a periscope, immediately afterwards in the high swell and breaking sea sighted the surfacing conning tower of a U-boat on a parallel course and immediately turned away to starboard and ran off to the north.
			In the given situation, an attack on the U-boat is in question only with full commitment of the ship.  This is not in accordance with the mission of the ship.
			At this moment the presence of the two previously released M-boote obviously seems desirable, although, as already mentioned, the ship could not have used its full speed and thus would have been exposed to greater danger. Above all, however, a successful U-boat hunt by the M-Boote would be doubtful in the heavy seas.

Sun and Moon Data 22.06.40

	- 10 -
			It is likely the U-boat recognized the Russian markings of the ship.
			The conclusions that the submarine commander drew from this must be left to the imagination.
			There was no reason for the boat to address the ship as an auxiliary cruiser. The upper deck was cleared, weapons all disguised.
			The course change to 0° at the sighting point this corresponds to the navigational course of steamer emerging from the archipelago, for example a Russian from Leningrad on its way to Murmansk. Nevertheless, the U-boat must have been suspicious of the steamer.
			It followed the ship on the northerly course about 45 minutes surfaced at high speed in the wake, however with the heavy seas could not hold the speed of 16 knots and slowly passed out of sight in the haze.
			Immediately beforehand, 3 hard thumps in quick succession, like distant underwater detonations, were heard.  Since a cause for this could not be identified and shots from the U-boat astern to port at a distance of about 4000 meters could not be accepted, the slamming of a bulkhead door is initially considered.
			However, reports from soldiers from all parts of the ship indicate detonations that everyone believes occurred in their vicinity.
			It can therefore only be a bang on the bottom of unobserved torpedoes that the boat must have shot at the ship. No explanation other than this improbable one for the detonations heard by the entire crew could be found.
			Carried out the transit as planned via AF 8153, to AF 5366 center right edge.
		08.43	SSW 7, Sea 6, overcast, strong rain, Vis. medium	In AF 8153 an He 115 comes in sight.  Recognition Signals exchanged.

Sun and Moon Data 22.06.40

	- 11 -
		continued
		22.06.40
		09.32		In AF 8129 a fishing cutter sighted in about 2.5 nm range, however in this weather they would hardly be able to make out any details of the ship.
		21.00	SWbyS 4, Sea 4, overcast, Vis. good	An He 115 in sight in AF 5397 upper-left.  Recognition Signals exchanged.
			Tried twice to give the aircraft the report concerning the U-boat by merchant searchlight.
			Unfortunately no understanding followed.
		22.06.40		Reached AF 5366 center-right edge and according to instructions proceed on course 320°.
		23.00
		23.06.40	NNE 5, Sea 4, overcast, Vis. clear
		10.00
			Because the weather, as anticipated is always clear, initially intend to disappear in the expected foggy area south of Jan Mayen Island and wait there for favorable weather conditions to break through the Denmark Strait.
			A delayed waiting time until the final breakthrough still appears expedient with regard

	Sun and Moon Data 22.06.40
	Sun and Moon Data 23.06.40

	- 12 -
		continued
		23.06.40	to any special patrol measures that may be initiated in response to the U-boat report.
		24.06.40	EbyN 4, Sea 3, overcast, Vis. very good	Due to the strong NE wind the expected fog under Jan Mayen is no longer encountered.  On the contrary it's become so clear that at 80 nm the summit of the 2500-meter high Beerenberg on Jan Mayen Island is clearly recognized above the clouds on the horizon.
		04.00
			Under these circumstances I decide to get in contact with the ice limit west of Jan Mayen first, and then break through the Denmark Strait along the ice limit if the weather is good.
		MEZ	[GMT +1]
		===
		24.06.40
		12.50		Radio Message:  To Ship 33
				Weather 08.30 hours:  NE 3-4 cloudy.  Vis. good in the next days, Denmark Strait cold air influx with good visibility.
				Group West.
		19.25	Fog, calm sea	On course 280° to 70°56'N and 15°02'W the fog limit and
		21.06	Fog, calm sea	at 71°00'N and 16°02'W reached the ice limit.
			However, this is calving ice, so the actual drift ice limit is even further to the west, an unusual fact for the end of June, which gives reason to hope that the drift ice limit in the Denmark Strait has already receded very far.

	Sun and Moon Data 23.06.40
	Sun and Moon Data 24.06.40

	- 13 -
		continued
		24.06.40
		19.58		Radio Message:  To Ship 33
				Weather 08.30:
				North to northeast 3-5, cloudy, Vis. good.  Continuing good visibility in the Denmark Strait likely.
				Group West.
		22.15	Set off about 5 nm from the ice and lay stopped in fog, to await favorable weather conditions for the break through.
			The cover of the fog forming at the ice limit with the northerly wind is explained by the cooled air over the ice passing the ice limit over the water mixing with with warmer and moister air.
				Air temperature about:  -1.5°C
				Water temperature     :  +2.0°C
		25.06.40	By the received weather report it can be expected that the high over Greenland remains constant for now.
		01.25	Therefore will try to carry out advance into the above-mentioned strip of fog at the ice limit into the Denmark Strait.
		15.02	However, the readings show a gradual matching of air and water temperatures.  From this the fog was always breaking open.  Holes are created with exceptionally clear air and a far visibility.
			Therefore intent to advance in the suspected fog at the ice limit was given up 75 nm to the south.

	Sun and Moon Data 24.06.40
	Sun and Moon Data 25.06.40

	- 14 -
		continued
		25.06.40	The ship drifts in sight of the ice limit at NbyE 5, and changing visibility.  Must await a change in the high pressure weather conditions over the Denmark Strait.
		08.00
			The lack of messages from the weather fishing trawlers is very disturbing in assessing the weather situation, which is decisive for the breakthrough. Fishing trawler "FREESE" is currently being relieved by fishing trawler "HOHMANN", that means "FREESE" has already begun his return home, however the outbound "HOHMANN" (apparently from Bergen) was delayed because the keying material was not in place on time.
			The outbound "HOHMANN" first reported on 23 June.
		26.06.40	NNE 4-5, Sea 4, Swell 2-3, overcast, Vis. medium
		08.00
				Radio Message:  To Ship 33
				Weather 08.30 hours:  North to east 4-5, cloudy, Vis. good.  The prevailing weather conditions will probably continue for another 2 days.
				Group West.
				To Ship 33
				No change towards midday. However, tomorrow you can expect weather and weather deterioration in the Denmark Strait.
				Group West.

	Sun and Moon Data 25.06.40
	Sun and Moon Data 26.06.40

	- 15 -
		27.06.40	NWbyN 3-4, Sea 3, Swell 1, cloudy, Vis. good
		08.00
				Radio Message:
				To Ship 33
				Weather 08.30 hours:  East part good visibility high pressure weather with northerly wind Strength 3-5.  West part increasing cloudiness and visibility deterioration from the southwest with moderate winds from the southeast to south.
				Group West.
				Radio Message:        To Ship 33
				Weather 08.30 hours:
				Southeast wind 3-5, cloudiness and visibility deterioration from the southwest.
				Group West.
		28.06.40	SSW 1, Sea 1-2, Swell 1, clear to cloudy, Vis. very good	Radio Message:
		08.00		To Ship 33
				Command assumed by Skl.  Before crossing 40°N report position by Short Signal necessary for Ship 21.
				Skl.
			Therefore by this there is the belief at home that the ship has already passed through the Denmark Strait.
			According to the general weather conditions, breakthrough weather seems to be developing for the next few days.
				(See the attached weather charts)
				and meteorological report.

	Sun and Moon Data 27.06.40
	Sun and Moon Data 28.06.40

	- 16 -
		29.06.40	EbyN 6, Sea 4, Swell 2, overcast, rain, foggy, Vis. bad
		06.00
			The awaited influx of warm air has arrived.
			Began the advance into the Denmark Strait in very misty weather with heavy rain.
		15.47	ENE 6, Sea 5, Swell 3, foggy, Vis. bad	Shorty after passing the actual narrows individual ice bergs come, later growing more frequent, large ice bergs which come in sight in the mist must be avoided.
				Finally it is no longer possible to avoid, turned away energetically from the lice limit, to reach free water again.
			For driving at the ice limit, the very misty and low visibility weather in the rain is more favorable than the fog, which is naturally desirable for a breakthrough, since driving at full speed in the fog is not responsible as long as you are near the very uncertain ice limit and the ice limit is not visible through loose drift ice, but, as here, is mixed with dangerously large bergs of blue calved ice.

Sun and Moon Data 29.06.40

	- 17 -
		29.06.42	On the break through of the Denmark Strait is is finally to be noted:
			The breakthrough seems possible in Summer - so without darkness - , if enough time is available to wait for favorable weather conditions for the breakthrough.  The waiting station should be in the fog area far enough from land that possible air reconnaissance from Iceland is unlikely.
			Either passing an oncoming depression in the Denmark narrows or weather conditions that bring large amounts of warm air from the south to the north of Iceland is considered favorable for a breakthrough.
			The latter weather conditions were used for Ship 33 for the breakthrough.
			Even a stronger patrol of the Denmark Strait than before, for example with fishing trawlers and auxiliary cruisers, makes breakthroughs appear possible in the summer under the circumstances mentioned.
			The weather reports of the fishing trawler "HOHMANN" were irrelevant for the breakthrough, because the trawler arrived too late, was always north or east of the ship and only sent information already known to the ship.  An immediate advance of the trawler into the narrows of the Denmark Strait and reports about the visibility there would have been valuable.
			No repercussions from the encounter with the English submarine during the exit from Froisjöenfjord were noticed during the breakthrough.
			If the submarine had addressed and reported the departure of the suspect steamer as that of an auxiliary cruiser, now, after the ship has broken through into the Atlantic, the knowledge of the enemy about the departure of another merchant raider is regarded as in line with the ship's mission.

Sun and Moon Data 29.06.40

	- 18 -
		ZZ 15°W	[time zone = GMT -1]
		=======
		30.06.40	NNE 3, Sea 2-3, Swell 2, thick fog	Breaking through on course 237° up to 35°W is not possible because the ship gets back into the Polar Current.
		10.00
				The water temperature falls very quickly to -2°C.  Thick fog lies on the water surface and again there is the danger of encountering the ice limit.
				Turned away to the south, until warmer water +2.5°C is reached again.
		12.00	65°20'N  30°14'W	Up to 24.00 hours ran at 14 knots, to first gain a greater distance from Iceland.
			NEbyE 2, Sea 1, Swell 2, thick fog
				(See track chart)
		01.07.40	62°42'N  32°48'W	The breakthrough can be regarded as a success.
		00.00
			It was not noticed by the enemy.  Therefore going to the waiting station in accordance with Operations Order Paragraph H 4 is not necessary.
				At transit speed 9 knots (1 engine) headed for longitude 35°W.

	Sun and Moon Data 30.06.40
	Sun and Moon Data 01.07.40

	- 19 -
		ZZ 30°W	[GMT -2]
		======
		continued
		01.07.40	61°29'N  34°16'W
		12.00	WbyS 2, Sea 1-2, Swell 1, overcast, misty
			Plenty of time is available until the meeting point with UA on 18 July at 10°N and 35°W.  Waiting north of the Canada route offers the best chance of remaining unseen.
			Therefore, headed for BD 41 at low speed, in order to break through the likely Summer America-England route at right angles at GF.
			The break through is planned for the night of 6-7 July since at this time a meeting with the convoy that left Halifax on 29 June (according to Radio Message: Skl. to all H.S.K.s of 2 July) will certainly be avoided and a meeting with the naval forces stationed east of Halifax and on the way east (according to Radio Message:  Skl. to all Atlantic forces of 4 July) will probably be avoided.
			Likewise, according to the information at hand on the interval and return of counter-convoys, it would appear most advantageous to pass the route shortly after a convoy.
		02.07.40	58°31'N  35°12'W
		12.00	WbyS 3, Sea 2, overcast, foggy, Vis. bad	No particular events.

	Sun and Moon Data 01.07.40
	Sun and Moon Data 02.07.40

	- 20 -
		03.07.40	55°31'N  35°35'W
		12.00	SW 6-7, Swell 1, Sea 5-6, overcast, misty, Vis. bad
				)
				)
				)    No particular events.
		04.07.40	53°08'N  36°33'W	)
		12.00	WSW 3-4, Sea 2, overcast, Vis. medium	)
				)
		05.07.40	50°07'N  36°33'W	At 11.45 hours in BD 11 suddenly in the mist at about 4-5 nm distance abeam to starboard a steamer in sight on approximately opposite course.  Passenger steamer at high speed.
		12.00	WSW 3-4, Sea 2, overcast, misty, Vis. medium to bad
				Came to highest speed, to stay out of sight and evaded in accordance with orders.
				It was a ship of the Cameronia Class of the Anchor Line.  Course for Scotland.  Details and armament could not be determined.
		06.07.40	47°45'N  37°23'W
		12.00	WbyS 8, Sea 6-7, overcast, misty, Vis. medium

	Sun and Moon Data 03.07.40
	Sun and Moon Data 04.07.40
	Sun and Moon Data 05.07.40
	Sun and Moon Data 06.07.40

	- 21 -
		continued
		06.07.40		BD 45        Course 157°
		20.00		Speed 16 knots
				To pass the southern half of the likely Summer route in the dark night hours.
		07.07.40	43°24'N  35°34'W	The America-England route was passed unseen.  Transit speed 9 knots.  Vessels were not encountered.
			SW 4, Sea 2-3, cloudy, clear, Vis. good
			Since the 35°W is established as the route for returning prizes, I decide to advance south on 37°W in order to prevent unnecessary encounters or evasions.
		08.07.40	39°56'N  36°32'W	At 12.10 reported passing 40°N on 37°W by Short Signal on the H.S.K. wavelength as ordered.
		12.00	WbyS 2, Sea 1, cloudy, Vis. good
				No confirmation.

	Sun and Moon Data 06.07.40
	Sun and Moon Data 07.07.40
	Sun and Moon Data 08.07.40

	- 22 -
		continued
		08.07.40	Until the meeting with UA I consider the ship as a floating U-boat base and as operating together with the U-boats.
			According to Enclosure B to the Operations Order - Instructions for operating together with U-boats - I must refrain from taking own trade war actions during this period. Every vessel must be evaded.
		18.35		Therefore turned away and ran off, when at 18.33 hours masts and smokestack of a steamer came in sight ahead to port.  After the steamer was out of sight, came to base course and speed again.
		09.07.40		Because conformation of the sent Short Signal  did not follow up to now, the Short Signal was repeated on the assigned H.S.K. wavelength at 01.00 hours.  Confirmation was still not received.
		01.00
			I do not intend to send any more Short Signals on passing of 40°N.

	Sun and Moon Data 08.07.40
	Sun and Moon Data 09.07.40

	- 23 -
		continued
		09.07.40		02.15 hours the lights of a westerly running passenger ship (Lisbon-America) appearing in on the horizon, crossing our course.
		02.00
				Stopped until the lights had completely passed out of sight.
		05.00		05.14 hours the 2 masts of a steamer on a westerly course are distinguished on the horizon.
		12.00	36°29'N  36°59'W
			NbyW 1, Sea 0, cloudless, clear, Vis. very good
		10.07.40	33°45'N  37°01'W	Since no more credible travel route can be given for a Russian merchant steamer south of the Azores, the ship was disguised.
			E 1-2, Sea 1, cloudy, clear, Vis. good
				Lay stopped, to prepare the ship as the Greek steamer "KASSOS".
				1.)  Aft cargo mast lowered
				2.)  Black smokestack, lowered
				3.)  White stripe rings around black ship's hull
				4.)  Name and Greek nationality marking on both sides of the hull
				5.)  Bulwark white
				6.)  All superstructure white
				7.)  Greek flag on the bridge superstructure and on the roof of the signal deck

	Sun and Moon Data 09.07.40
	Sun and Moon Data 10.07.40

	- 24 -
		11.07.40	30°24'N  37°00'W
		12.00	NE 3-4, Sea 2, cloudy, clear, Vis. good
		20.00		Radio Message
				To Ship 33 (E 2)
				Position Short Signal not received up to now.send Radio Message password 12 or 13 July.
				Skl.
		12.07.40	26°51'N  37°03'W
		12.00	ENE 5, Sea 4, cloudy, clear, Vis. good
		20.00		20.36 hours MOZ [MOZ = Local Mean Time (here GMT -2)]
				Radio Message:
				Radio Message password from Ship 33
				24°N, 35°W.  Sea endurance more than 85 days, full readiness.
				Understanding report followed immediately.

	Sun and Moon Data 11.07.40
	Sun and Moon Data 12.07.40

	- 25 -
		13.07.40	23°12'N  37°09'W
		12.00	NEbyN 5, Sea 4, cloudy, clear, Vis. good
		16.00		18.27 hours MOZ
				Radio message:
				Atlantic, Ship 33 (E 4)
				Radio Message password "Position Dora Sophie 42" received with Volume 5.
				Skl.
		14.07.40	19°38'N  37°09'W	)
		12.00	ENE 4-5, Sea 3-4, overcast, Vis. good	)
				)
				)
		15.07.40	16°07'N  37°15'W	)
		12.00	ENE 6, Sea 5, overcast, Vis. good	)        No particular events.
				)
				)
		16.07.40	12°30'N  37°15'W	)
		12.00	NE 4-5, Sea 4, overcast, rain showers, Vis. good to medium	)
				)

	Sun and Moon Data 13.07.40
	Sun and Moon Data 14.07.40
	Sun and Moon Data 15.07.40
	Sun and Moon Data 16.07.40

	- 26 -
		17.07.40	09°57'N  35°00'W	Reached the meeting point at 12.00 hours.
		12.00	ENE 4-5, Sea 4, cloudy, clear, Vis. good	(See track chart)
			I intend to begin the running of the intended triangular courses first at the meeting point date, 18 July.
				Ship remained lying stopped.
				Position improved after a navigation fix.
			Unfortunately the NE Trade Winds blow Strength 3-4 and the seas are correspondingly rough.
			To begin outfitting together transit further south is necessary.
		18.07.40	NEbyE 3-4, Sea 3, cloudy, clear, Vis. good
		06.00		UA Comes in sight at lightness.
				At the request of the UA Kommandant, tried to establish a towing connection, because he would like to have 50 tons of fuel first, to ensure his return transit in case the supply should be interrupted.

	Sun and Moon Data 17.07.40
	Sun and Moon Data 18.07.40

	- 27 -
		continued
		18.07.40		However the attempt had to be given up, after the boat twice got the hose line under the saw due to the rough seas while fishing out the hose, 2 floats tore off and the line no longer held air.
			It was agreed that for now we would run further south together.
				The attempt was repeated.
				70 cbm fuel oil were delivered.
			UA is badly outfitted  for working together.
			It was not possible for the boat to use compressed air to empty the oil hose after the oil had been delivered.  The hose had to be hauled back on board full of oil.  This caused delays and made the work more difficult.
		22.00		Towing connection was established again and the boat was towed further south during the night in the hope that smaller swells would be encountered there.
			Since it was known that UA was not equipped to take over torpedoes from boats or the like, the ship had equipped itself with rubber boats and rubber raft bags and with these aids was able to lay the torpedoes on deck even when vessels were moving and had assumed that the boat could then help itself.
			After consulting the U-boat Kommandant, is now clear that this is also not possible and that the torpedo delivery can only take place

Sun and Moon Data 18.07.40

	- 28 -
		continued
		18.07.40	in such a way that the ship veers out the torpedo with its cargo boom onto the torpedo trough in the torpedo hatch. A task that hardly appears to be solvable in the swell.
			So all that remains is to hope that the swell will flatten out.
		19.07.40
		06.00		Towing connection detached.
			Unfortunately, at 8°N there is such a high and confused swell that it is impossible to come alongside
			Therefore, tools and resources were first taken over in rubber boats to repair a torpedo tube door fairing.
			Transported provisions and lubricating oil were delivered the entire day in shuttle traffic with 2 rubber boats and 1 raft bags.
		17.00		Towing connection was established again to deliver drinking water and wash water.
				Over night the boat was towed and proceed a bit to the north again.

	Sun and Moon Data 18.07.40
	Sun and Moon Data 19.07.40

	- 29 -
		20.07.40	08°55'N  35°09'W	As before the swell is confused.  However it is less high, so an attempt shall be made to take the boat alongside for torpedo delivery.
		06.00	W to E 0-1, Sea 1, clear, Vis. good, medium-high, medium-long confused Swell
		14.00		The U-boat Kommandant breaks off the attempt.  It is not possible to veer out the torpedo with the cargo boom of the ship onto the boat without endangering the U-boat and its diving planes in the prevailing conditions.
				There will be more outfitting throughout the day (lubricating oil, water, provisions), ferried across with the rubber boat.
				In order to be able to take over the torpedoes, an attempt is now being made to use the ship's means to build a rotatable davit on the U-boat, with the help of which the torpedo can be taken on board from the large rubber raft lying next to the boat.
		21.07.40
		06.00	08°51'N  35°04'W	Further outfitting of the boat in the morning.  Supplies move slowly due to stowage problems on the U-boat.
			SW 1, Sea 0, overcast, rain showers, Vis. clear, medium-long, low confused Swell

	Sun and Moon Data 20.07.40
	Sun and Moon Data 21.07.40

	- 30 -
		continued
		21.07.42
		12.00		The davit is prepared and taken to the U-boat. When the first torpedo was taken over on the rubber raft in the late afternoon, the material of the davit gave way when it was raised up and turned out to be too weak.
				The torpedo cannot be taken on board by the U-boat.
				The construction of a new, very heavy frame made of mine and torpedo rails was started immediately,
		22.07.40	08°41'N  35°15'W	The new device is ready after 16 hours work in all workshops on board and was then mounted on the U-boat.
		12.00	NE 0-1, Sea 0, clear, Vis. good, short, medium-high confused Swell
		22.07.40		In the evening assembly was finished on UA.  The delivery attempt for the first torpedo can begin the next morning.
		23.07.40	08°07'N  35°10'W	In the course of the morning succeeded in delivering the first torpedoes.  The greatest difficulty with this is that the torpedo must be swung over and lowered onto the torpedo hatch by the appropriate means.
		12.00	Shifting wind 1-2, Sea 1, clear, Vis. good

	Sun and Moon Data 21.07.40
	Sun and Moon Data 22.07.40
	Sun and Moon Data 23.07.40

	- 30a -

Sun and Moon Data 23.07.40

	- 30b -

Sun and Moon Data 23.07.40

	- 30c -

Sun and Moon Data 23.07.40

	- 30d -

Sun and Moon Data 23.07.40

	- 30e -

	- 30f -

	- 31 -
		continued
		23.07.40	low, medium-high confused Swell	while the boat is moving.
				When the torpedo was raised on board, the measures taken proved their worth. The torpedo is provided with chafing mats at the head and tail end and wrapped around its length with several water hoses inflated with air.
				By the evening 4 torpedoes had been taken over and taken into the bow room of the U-boat.
		24.07.40	07°48'N  35°04'W	Torpedo takeover will continue after it gets light.
		12.00	S 1, Sea 1, low, short confused Swell	By midday the remaining 4 torpedoes had been taken into the bow room.
				The boat has taken over the requested 8 torpedoes forward.
				The gear was mounted on the stern of the boat at midday.
				In the afternoon the 3 stern torpedoes were taken over
			Finally, it is noted about U-boat outfitting:
			A torpedo delivery alongside from ship to boat with the cargo gear of the ship will never be possible on the high seas.
			The equipment designed constructed on board by Obl. (W) Schmidt has proven itself as a provision in an emergency.  Only in this way is it possible to provide the U-boat with the necessary supply of torpedoes on the high seas when there are swells on board.
			A U-boat designated for supply at sea must have gear with it that enables it to take over torpedoes from boats alongside and insert them into the torpedo hatches. The same applies

	Sun and Moon Data 23.07.40
	Sun and Moon Data 24.07.40

	- 32 -
		continued
		24.07.40	to the delivery of T.M.B.'s.
			The inflatable raft was taken on board by the Command immediately before departure and only made available through the personal efforts of the Kommandant. The raft proved itself excellently. Without such an inflatable raft, supplying a U-boat on the high seas is inconceivable. Likewise, at least 2 large Pioneer inflatable boats are invaluable. Unfortunately, the Command only had one such boat.
			Fuel and water delivery poses no difficulties.  The canisters made for transferring the lubricating oil have proven their worth, as have the demijohns for distilled water.
			For provisions and outfitting the intended packaging in boxes 30 x 40 x 60 has proven appropriate.
			The quantities and compilations of provisions, clothing and U-boat spare parts given to the Command for U-boat supply on board (see SKL B.No. U Ic 249/40 Gkdos of 30.1.40) require a detailed examination, as they are too plentiful and not always appropriate.
			For the rest, reference is made to the reports of the Section Officers
			The relaxation that the ship was able to provide to the U-boat crew both day and night is of great benefit to the crew's performance, especially in the tropics.
		25.07.40	07°40'N  34°58'W	Morning test dive and delivery of remaining provisions.
		12.00	SbyW 2, Sea 1, cloudy, clear, Vis, good	Afternoon delivery of remaining fuel oil.
				With this UA outfitting ended.

	Sun and Moon Data 24.07.40
	Sun and Moon Data 25.07.40