U-57 - 2nd War Patrol

Translation by Jerry Mason with help from Andi Forster

Departed	Date	Arrived	Date	Days at Sea
Helgoland	13 October 1916	Helgoland	5 November 1916	24

 

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Ships Hit
Date	KTB Time	Position	Ship	Tons	Nationality	Convoy
23 Oct 16	07.16	51°30'N, 13°15'W	GENISTA	1,250	British
26 Oct 16	10.55 - 11.48	51°25'N, 12°50'W	ROWANMORE	10,320	British
29 Oct 16	09.10	58°32'N, 7°56'W	FLOREAL	163	British
31 Oct 16	12.45	60°04'N, 3°30'W	SATURN	1,108	Norwegian
			Total = 12,841
Note:  The positions in the table above and in the Google Earth patrol summary are derived from the KTB and in many cases do not match those set forth in authoritative references such as Jürgen Rohwer, Axis Submarine Successes of World War Two or the Uboat.net website.  The goal here is to present the picture relative to the U-boat and not the absolute position that the ship was attacked or sank.

---

	1.
	G  a  n  z    G  e  h  e  i  m  !
	======================
	Kriegstagebuch
	S.M.Unterseeboot    "U  57"
	for the period of the remote operation from 13 Oct. to 5 Nov. 1916.
				Kommandant:
			Enclosures:	Kapitänleutnant
			1 Track chart	G  e  o  r  g  .
			List of sunken ships
			Torpedo List
			Material consumed
				© U-boat Archive 2024 - all rights reserved

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

	2.
		13.10.16	Helgoland U-boat Harbor
		11.10 AM	N 7 (8), Sea 7, clear	Cast off, put to sea in accordance with F.d.U. Gg. 535/0 of 10 October 16.
		11.55 AM		Test dive at Hogstean Buoy.
		12.00 Noon	Hogstean Buoy abeam	Put to sea via M and K.
		x.13 PM		Surfacing U-boat in sight in the west, apparently UB-35, tried to exchange Radio Message Recognition Signals, no answer.
		4.00 PM	φ = 54°10.5'N
			λ = 7°17.5'E
			W 5, Sea 6, Vis. good
		7.36 PM		Course 297°, diesel-electric drive.
		8.00 PM	φ = 54°15'N
			λ = 6°30'E
		10.00 PM		Port diesel GF, 8.3 knots due to the seas.
		14.10.16
		12.00 Midnight	φ = 54°33'N	Course 297°.
			λ = 5°48.5'E
			NWbyN 5, Sea 5
		x.10 AM		Course 345°.
		4.00 AM	φ = 54°50'N
			λ = 5°21'E
			WbyS 2, Sea 1, rain
		x.xx AM		Avoided fishing vessels on the surface.
		8.00 AM	φ = 55°19'N
			λ = 5°075'E
			WbyS 1, rain, N-Swell
		11.06 AM		Test dive.
		11.47 AM		Surfaced, continued transit on the surface.
			SE 2, Sea and Swell 4, foggy, barometer falling strongly	Course 345°, port diesel GF ahead.
		12.00 Noon	φ = 55°42'N
			λ = 4°57'E
		12.45 PM		Tanker in sight in the NW on N-course, however disappeared immediately again in bad visibility weather, since there is no possibility bring people to safety in case of destruction [Prize Rules], continued transit.
		12.55 PM	[117 gamma IV = 56.1, 4.7]	Radio Message to Arkona:  Square 117 IV.  U-57.
		4.00 PM	φ = 56°18'N
			λ = 4°33'E
			SW 5, freshening, Sea 6, rain, barometer fell 10 mm in one hour
		x.30 PM	SSE 11 Sea 10
		8.00	φ = 56°35'N	Gyro-compass failed, was observed further, steered by the seas.
			λ = 4°11'E
		11.30 PM		Dived, because the gyro-compass is out of service, turns irregularly deviating up to 180°.
				Submerged at depth 35 meters KF, boat rolls 16° to each side.

	Sun and Moon Data 13.10.16
	Sun and Moon Data 14.10.16

	3.
		15.10.16
		1.00 AM		Came to course 320°, the gyro-compass seems to have calmed.
		2.10 AM	N 11, Sea 11, barometer falling strongly	Surfaced.
				Gyro-compass failed.  Steered by the wind and sea. Charged, despite the heavy seas the boat lay well.
				Starboard diesel HF ahead.
		12.00 Noon	WNW 12, Sea 12, heavy hail squalls	Course N.  Steered according to the wind and seas, starboard diesel LF.
				Hurricane.
		12.40 PM	Barometer 730 mm	Danish wood steamer in sight, avoided with W-course.
		1.00 PM		Sailing vessel in sight, drifts under bare poles.
		1.50 PM	NW 10, Sea 10, barometer rising strongly, heavy squalls	Sounding by cast of the lead 80 meters.
		7.00 PM		Steered by the North Star and Moon azimuth, course N.
		10.00 PM	Overcast	Dived because the seas increase, submerged depth 35 meters, KF, boat rolls up to 10°.
		10.50 PM		Gyro-compass seems to have calmed.
		16.10.16
		6.10 AM	NW 10, Sea 10, heavy hail squalls	Surfaced.
				Gyro-compass failed, steered by sun azimuth, course N.
		12.00 Noon	φ = 58°16'N
			λ = 2°43'E
		1.00 PM	N 10-11, Sea 11, cloudy, hail squalls	Due to heavy seas heaved to at LF.
				Sounding by cast of the lead 65 meters.
				Starboard KF.
		4.00 PM	φ = 58°25'N
			λ = 2°25'E	Sounding by cast of the lead 114 meters.
		5.00 PM		Starboard KF.
		8.00 PM	φ = 58°41'N
			λ = 2°13'E	Steered by the wind and seas.
			NbyW 10-11, Sea 11
		9.00 PM		Starboard LF ahead.
		10.19 PM	NWbyN 8, Sea 8, barometer rising	Course 340°, gyro-compass seems to have calmed, Damping oil refilled; support gyro, which appears to have a detrimental effect, turned off.
		12.00 Midnight	φ = 58°57'N
			λ = 2°00'E
		17.10.16	NNW 3, high Swell, clear, Vis. good, isolated hail squalls	Starboard HF ahead, course 340°.
		4.00 AM	φ = 59°00'N
			λ = 1°50'E
		5.35 AM	NNW 2	Diesel-electric drive.

	Sun and Moon Data 15.10.16
	Sun and Moon Data 16.10.16
	Sun and Moon Data 17.10.16

	4.
		continued
		17.10.16
		6.45 AM		Two steamers in sight to the north on east-west course, Gun Alarm, both recognized with Swedish neutrality markings, released, because sending a boat is impossible.
		8.00 AM	φ = 59°15'N
			λ = 1°45'E
			NWbyN 2, Swell
		9.00 AM		Course 320°.
		10.15 AM		Steamer in sight to the north, stopped, signaled "Send a boat"  Warning shots.  Steamer turned towards the boat, crash dive, closed.  Identified as the Norwegian
				PLUTO
		11.10		Surfaced.  released the steamer, because it is empty and due to the swell boat traffic is not possible.  I accept that the steamer turned towards the boat for this reason, to convey that a boat could not be sent.
		12.00 Noon	φ = 59°24'N	First observed navigation fix since Helgoland.
			λ = 1°45'E
		4.00 PM	E 1-2, Sea 2, SW 3, freshening	Course 320°, diesel-electric drive.
			φ = 59°46'N
			λ = 0°55'E
		6.03 PM	SW 2, Swell, Vis. good	Course 310°, headed for Out Skerries.
		8.00 PM	φ = 60°00'N
			λ = 0°37'E
		11.47 PM		Light from the Out Skerries recognized as in peacetime.
		12.00 Midnight	SW 4
			φ = 60°17'N
			λ = 0°20'W
		18.10.16
		12.15 AM	Wind and sea increase	Light disappeared, despite heading for the beacon on course 285°, apparently extinguished.
		12.40 AM		Course 360°.
		4.00 AM	SSE 5, Sea 5, Vis. bad
		5.10 AM		Course 315°.
		6.20 AM		Course 270°.
		7.30 AM		Apparently the gyro-compass is incorrect by 180°.
		8.00 AM	SSE 7-8, Sea 8, Vis. very bad	Headed for Muckle Flugga
		9.35 AM		Crash dive before armed fishing trawler, depth 30 meters, course 270°.
		10.37 AM		Surfaced, course 270°.
		10.40 AM		Two armed fishing trawlers in sight astern, 800 meters away, opened fire.
		10.41 AM		Quick dive, depth 30 meters, moved off on course 300°, LF, to move away from the patrol.
		12.00 Noon	φ = 61°00'N
			λ = 1°30'W	Gyro-compass has calmed down.
		x.00 PM	S 3, strong Swell, Sea 3	Surfaced, starboard diesel GF, charged the battery, course 240°.
		x.20 PM		Diesel-electric drive.
		8.00 PM	φ = 60°41'N
			λ = 2°54'W
			SSW 1-2

	Sun and Moon Data 17.10.16
	Sun and Moon Data 18.10.16

	5.
		continued
		18.10.16
		xx.00 PM		Received Radio Message from Arkona concerning behavior towards steamers that open fire on stopping.
		19.10.16
		8.00 AM	SSW 2-3, Vis. good	Course 240°.
		9.00 AM		Course 325°.
		12.00 Noon	φ = 59°52'N
			λ = 6°00'W	Course 320°.
		3.30 PM		A three-masted bark in sight in the west, warning shot, Signal:  "Send a boat".  Because the Signal was not heeded in any way, put a few shots in the immediate vicinity of the sailing vessel.  Sailing vessel turned away and backed the sails.
		4.45 PM		Boat alongside, Danish sailing vessel
				MARTHA I Copenhagen
				from Savannah with rice for Kolding.
		4.50 PM	SSN 3-4, Sea 3	Boat released, course 220°, diesel-electric drive.
		10.00 PM		Course 215°.
		11.45 PM		Test dive.
		20.10.16
		12.10 AM	φ = 59°00'N
			λ = 7°10'W	Surfaced.
		4.00 AM	Sea 4-5, SSW 5, barometer falls, S 7, Sea 7
		11.37 AM		Flannan Island in sight 3 Strich [33.75°] to port.
		1.00 PM	SW 8, Sea 9	Flannan Lighthouse in 166°T, 4 nm away.
				Course 245°, port GF ahead, boat barely makes way.
		2.25 PM		Apparently a large passenger steamer with many lights in sight 3 Strich [33.75°] to starboard.
				From a Radio Message received it can be concluded that it is a neutral on the way from Falmouth to Rotterdam.
		8.00 PM	φ = 58°05'N
			λ = 8°31'W
			S 7, Sea 8
		12.00 Midnight	φ = 57°55'N
			λ = 9°00'W

	Sun and Moon Data 18.10.16
	Sun and Moon Data 19.10.16
	Sun and Moon Data 20.10.16

	6.
		21.10.16
		x.xx AM	S 9-10, Sea 10	Course 195°.  Due to the seas port diesel HF ahead.
		1x.00 AM	φ = 57°38'N
			λ = 9°18'W	Port diesel GF ahead.
			Wind abates, rain
		x.x0 AM		Diesel-electric drive.
		12.00 Noon	φ = 57°22'N
			λ = 9°30'W	Course 195°.
			NW 1, Swell, rain
		4.00 PM	φ = 56°50'N
			λ = 9°40'W
			NNW 6, Sea 7
		11.45 PM	φ = 56°00'N	Test dive.
			λ = 10°05'W
		12.00 Midnight	NNE 5, Sea 5	Because hardly any steamer traffic was met off the North Channel, continued cruise to the south coast of Ireland.
		22.10.16
		12.10 AM		Surfaced, starboard diesel HF ahead.
				Course 205°.
		9.00 AM		Course 180° diesel-electric.
		12.00 Noon	N 8-9, squalls, Sea 9
			φ = 54°44'N
			λ = 10°48'W
		5.20 PM		Large overgrown piece of wreckage in sight directly ahead.  Turned away with hard to port, boat was thrown onto the wreckage at the starboard propeller by the heavy stern sea.  When the engine starts, there are violent vibrations, which appear to be due to a bent propeller blade. Starboard diesel only conditionally ready for cruising, patrol continued as am only 90 nm away from the operational area, refraining from speeds higher than 300 revolutions with the starboard diesel.
		8.50 PM	N 7-8, Sea 9, heavy rain squalls	Port diesel GF ahead.
				Course 200°.
		12.00 Midnight	φ = 53°20'N
			λ = 11°34'W
			N 3-4, Sea 5
		23.10.16
		x.00 AM		Fishing trawler in sight ahead 4 Strich [45°] to starboard, quick dive, avoided submerged.  Trawler had fishing lights burning on deck and drifted before a jib.  It was taken as an

	Sun and Moon Data 21.10.16
	Sun and Moon Data 22.10.16
	Sun and Moon Data 23.10.16

	7.
		continued
		23.10.17		apparently disguised patrol vessel.
		9.42 AM		Surfaced, course 180°.
				Port diesel ahead GF.
		11.35 AM		One smoke cloud in sight 4 Strich [45°] to port, range = 20 nm, maneuvered on it, steamer has approximately the same course.  Approach is not possible due to the damaged starboard propeller.
		12.00 Noon	NW 4-2, Swell, Vis. very good
			φ = 52°20'N
			λ = 13°04'W
		5.52 PM		Smoke cloud in sight in 235°T, maneuvered accordingly.
		6.30 PM		Smoke cloud was recognized as a freighter with one smokestack.
		6.40 PM		In port echelon to the steamer there was a small cruiser with two masts of equal height, two smokestacks, straight bow, on the same course; apparently an escort cruiser.
		6.42 PM	N 2-3, Sea 3-4	Quick dive.  Initiated attack at AK.  The large distance between the steamer and the escort cruiser makes a simultaneous attack on both vessels impossible.
		7.00 PM	It is dark	Cruiser is only distinguished as a black shadow through the periscope.
		7.10 PM		Steamer sets steaming lights.
		7.16 PM	φ = 51°30'N
			λ = 13°15'W	Double shot from the first and second tubes.
				G 6 A.V. torpedoes, depth 2 meters, aim point forward and after mast.
				After 25 seconds first detonation.
				After 30 seconds second detonation at the aim points.
		7.18 PM		Cruiser heels hard to port.
		7.20 PM		Initiated attack on brightly dazzling steamer, which apparently lies stopped.
		7.22 PM		Boat was shaken by an extremely heavy detonation.  Ordered, quickly to depth 40 meters.  Before the order can be carried out, I noticed that the shock could only have come from a strong, internal detonation of the cruiser, which was sinking about 200 meters away from the boat.  The boat remained at periscope depth.
		7.30 PM		The crew of a lifeboat Morsed with the steamer.
		7.42 PM		Steamer runs away at high speed and easterly course.  Dark night.
		7.43 PM		Surfaced. Pursued the steamer at highest possible speed approximately 11 to 12 knots, due to the damaged starboard engine.
				Course 90°.  Smoke cloud is in sight.  Steamer sends a Radio Signal concerning the sinking of the escort vessel, concerning pursuit by U-boat and, via Latitude and Longitude, the location of the incident.
			In the west, the large, straight bow of the cruiser is seen rising and falling jutting high out of the water.
		8.53 PM		Gave up the pursuit, because the smoke cloud passed out of sight.
		8.56 PM		Course 270°, headed for the wreckage position to capture any survivors and determine the name of the cruiser.
		11.10 PM	Very low visibility night, SSE 5-6, Sea 4
				Morsing at the incident location, apparently to U-57 which can be seen far off in the strong marine phosphorescence.

Sun and Moon Data 23.10.16

	8.
		continued
		23.10.16	Because an encounter with destroyers is to be expected from the Radio Message of the steamer, the boat can be seen from afar in the strong marine phosphorescence and an approach to the point from which Morse was sent does not seem prudent, I decide to spend the night submerged, to search the next morning for survivors and wait for a good shooting opportunity on warships sent out to rescue the crew of the cruiser.
			Before diving tried to report destruction of the cruiser to Arkona.
		12.00 Midnight		Dived, depth 25 meters back and forth on east-west courses.
		24.10.16
		8.25 AM	N 6, Sea 6 Vis. bad, rain squalls	Surfaced.
		8.30 AM		Crash dive.  A large destroyer with 4 smokestacks in sight in the west with course 300°.
		8.35 AM		The vessel was not distinguished in the periscope
		8.50 AM		Surfaced.  Searched the incident location on zigzag courses and awaited good shooting opportunity on the destroyer.
		10.40 AM		Crash dive before the same destroyer.  TARTAR Class, coming in sight in the east on course 290°.  Initiated bow attack, boat can be steered at depth only with both motors AK.
		10.56 AM		Double shot from the first and second tubes, depth setting 2 meters, range 450 meters.  Both torpedoes break through the water surface and jump high out of the water.  Destroyer holds course .  Miss due to torpedo failure.
			Although it was clear to me that I could not count on a safe depth run of the torpedoes in a sea state of 6, 4 Strich [45°] against the sea, I took advantage of this extremely good and absolutely sure attack opportunity and fired 2 torpedoes.
		10.58 AM		Destroyer held course, had not noticed the shot.
		11.00 AM		Determined the destroyer masts were on the same bearing as the shoot angle of the shot 85°.
		11.20 AM		Surfaced.
		11.43 AM		Crash dive before a vessel in the west.
		11.45 AM		Closed submerged.
		11.55 AM		Identified the vessel as a gun boat of the SEAGULL Class.  Had sails set and on the stern a large frame for mine clearing or towing nets.
			Attack is only possible from the bow, the boat only had stern torpedoes now.
			SbyE 6, Sea 6, barometer falls strongly, Vis. low, rain squalls
		12.40 PM	φ = 51°37'N	Surfaced, charged the battery.
			λ = 13°05'W
		3.30 PM		Crash dive before the same SEAGULL gun boat, stern approach not possible.

	Sun and Moon Data 23.10.16
	Sun and Moon Data 24.10.16

	9.
		continued
		24.10.16
		x.xx PM	Heavy rain	Surfaced, course 300°, one diesel KF.
		x.00 PM	NNW 6-7
		8.25 PM	Sea 7, rain squalls	Dived.  Depth 35 meters night transit, due to bad weather and strong marine phosphorescence.
		9.00 PM		Course 180°.
			During the submerged cruise, tried to transport a S.A.V. torpedo forward, to be ready for a bow shot again, had to give up as un-doable (control room is too small).
		25.10.16		Course 360°, boat rolls 15° to each side.
		8.30 AM	NNW 11, Sea 11-12, Vis. good	Surfaced, course 205°, charged the battery.
				One diesel LF.  Boat lies well athwart the seas.
		11.00 AM	WNW 11	Course 210°.
		12.30 PM		English auxiliary cruiser in sight on northerly course in the west. One smokestack, two masts, two guns, gray paint straight bow.  Boat could not have been seen in the high Atlantic sea.
		1.15 PM		Auxiliary cruiser out of sight.
		1.30 PM		Very violent shock in the entire boat so that below deck everything is jumbled up, lockers break lose.
				Oberleutnant zur See Eysel, Watch Officer is trapped on the bridge by an overcoming breaker between the bridge cladding and the ventilation mast cladding and calls for assistance.
			After about 20 minutes, succed with heavy hammers and wooden wedges in bending the bridge cladding far enough that the casualty can be taken out and carefully brought into the Kommandant's room.
			For the entire 5 hours before the accident the boat lay well in the sea and was steered without difficulty.  According to statements of the Unteroffizier of the Watch, who was with Eysel on the bridge, the breaker came over from aft, while the boat lay athwart the sea in a wave trough.  The indentations in the bridge showed that the bridge protection was hit with all force, behind which Eysel stood and sought shelter, while in the immediate vicinity very lightly constructed sheet metal remained in perfect order.
			A better design of the bridge protection might have avoided the accident. Special report will be submitted.
		2.00 PM		Dived, to give peace to the injured.  Depth 35 meters, KF, course 360°.
		5.15 PM		After severe pain, which was alleviated by a morphine injection, Oblt. z.See Eysel apparently died of severe internal contusions.
				No change can be seen on the body itself,
				Brief prayer at the corpse with the free watch.
		7.00 PM	Barometer rises, WNN 10, Sea 10	Surfaced.  Charged the battery, weather was better.

	Sun and Moon Data 24.10.16
	Sun and Moon Data 25.10.16

	10.
		continued
		25.10.16
		11.00 PM		Dived, depth 35 meters, KF, course 20°.
		12.00 PM	φ = 51°40'N
			λ = 12°40'W
		26.10.16
		2.00 AM		Course 180°.
		8.00 AM		Worship Service for the body of Oberleutnant zur See Eysel.
			The body was prepared by Oberleutnant zur See v.Ruckteschell for burial at sea.
		8.30 AM	N 3-4, high Swell, very good visibility	Surfaced, course 180°.
			Despite the damaged starboard engine I decide to advance to the south once again and conduct trade war in order to get the crew, who are deeply shaken, away from the severe blow of fate that affected the boat as soon as possible through new events.
		9.00 AM	φ = 51°30.5'N
			λ = 13°02'W	The body of Oberleutnant zur See Eysel was buried at sea.
			Because in this bad weather period I must expect a duration of 10 days for the return transit, I gave up the initial plan to bring the body home
		9.30 AM		Smoke cloud in sight in the southwest.  Steamer has an easterly course.  Closed.
		10.50 AM		A large steamer with one smokestack and 4 masts was distinguished.
			High West Atlantic swell	Range 5000-6000 meters, Signal: "Abandon the ship", warning shot, steamer has no flag.
		10.55 AM		Steamer turns away and always keeps the boat astern while it runs off at high speed, smoking a lot. Took up pursuit.
			[Swell from the W]	Shot for effect, the boat pitches deeply in the high Atlantic swell.
				The men are lashed to the cannon.  The mine defense antenna was shot away, shell bursts, the superstructure deck is penetrated by shrapnel in many places, the pressure hull and quick vents remain intact
		11.00		Steamer sends a Radio Signal concerning latitude and longitude and pursuit by a U-boat.
	[Seas from the E]		Because the boat loses too much speed against the seas and the steamer maneuvers very skillfully, held the steamer ahead one or two Strich [one Strich = 11.25°] to port and so slowly forced it to a course before the seas.  [forced it from an easterly course to the west]
		11.10 AM		The boat comes up. Aiming is very difficult because the aimer can only see the target for a few seconds when the boat on the wave top and impact observation is only possible to a limited extent from the conning tower.
		11.20 AM		Apparently the steamer only stopped after it was hit in the stern/propeller.  Boats were set out, ceased fire.  Saw one unclear signal on the steamer.  Three large lifeboats float in the vicinity of the steamer.  Took the Captain, who

	Sun and Moon Data 25.10.16
	Sun and Moon Data 26.10.16

	11.
		continued
		26.10.16		was alone in a dinghy with an oar because he was abandoned by the crew, aboard.
		11.35 AM		The Captain states:  The steamer received 10 hits during the pursuit. He did not want to flee with the steamer, instead only gain time to get the lifeboats ready to lower, two of which were leaking due to the heavy weather which had settled in during the previous days, thinking the U-boat would continue to fire if he stopped.  The Signal "I surrender the ship" was apparently sent unclear by a confused sailor.  The steamer was
				ROWANMORE
		+)  I have the impression that the Captain tried to escape because he knew that at this objective point there would be an English warship waiting, ready to escort valuable steamers.		English nationality, 12080 tons (Lloyd's Register gave 10800 tons, does not agree with the Captain's statement).  Steamer was on the way from Baltimore to Liverpool with
				1000 tons copper,
				10000 bales of cotton,
				3000 tons wheat,
				1000 tons oil    additionally acids for the manufacture of explosives and steel.
				The value of the cargo by English market prices 12,000,000 German marks.
				Crew of 70 men, none of whom were injured during the pursuit.
				Name of the Captain is Th.E.Phelan. +)
				Because the steamer tried to escape, and had transmitted, referring to the military the danger the shipwas in, I took the Captain prisoner.
		11.45 AM		Smoke cloud in sight in the east.
		11.47 AM		Smoke cloud was recognized as a destroyer, which runs towards the steamer at high speed.
		11.48 AM	φ = 51°25'N
			λ = 12°50'W	Torpedo shot 45 cm S.A.V. from tube 4.
				Hit in the engine room.
		11.58 AM	E 4-5, high Swell, Vis. good	Quick dive.  Depth 35 meters, ran off on changing courses.
		3.58 PM		Surfaced; range from the steamer about 6 nm. Charged the battery.  Battery state 3000 ampere hours.
				Steamer is circled by the destroyer with two smokestacks.
			If the steamer doesn't sink, plan to attack in dusk.
		4.10 PM		Steamer sank over the port side and stern.  Destroyer ran off to the east.
		4.12 PM		Dived, initiated attack on the destroyer.  Gave it up because depth control isn't possible.
		5.00 PM		Surfaced.
		5.10  PM		Dived before the same destroyer, which runs towards the boat.  Depth 35 meters and changing courses.
		6.00 PM	Barometer falls	Surfaced.
			Began return transit because the starboard double dynamo bearing runs hot and so the starboard side propulsion is out of service, fuel oil is down to half.
			Attempt to report the favorable objective point to other boats by Radio Message to Arkona is unsuccessful. [Line of obscured text here.  Something to the effect, The gyro-compass causes interference, is fine when the support-gyro is turned off.]

Sun and Moon Data 26.10.16

	12.
		continued
		26.10.16
		xx.xx PM		Course 190°, port diesel HF.
		12.00 PM	E 4-5, Sea 5
			φ = 51°55'N
			λ = 12°35'W
		27.10.16
		xx.00 AM	NW 5, Sea 5, squally	Course 15°, HF.
			φ = 52°35'N
			λ = 12°17'W
		12.00 Noon	φ = 53°00'N
			λ = 12°05'W	Course 15°.
		11.45 PM		Test dive.
		28.10.16		Surfaced.
		12.30 AM		Port HF ahead, course 15°.
		7.00 AM	NW 5-6, Sea 6
		12.00 Noon	φ = 54°15'N	Course 15°, boat makes only 4 knots over the ground.
			λ = 11°20'W
		4.00 PM	φ = 54°58'N
			λ = 10°47'W
			WNW 4-5, Sea 5, rain squalls	Course 15°.
		29.10.16	φ = 57°02'N
		12.00 Noon	λ = 9°28'W
			W 1-2, Swell 3, Vis. good
		2.10 PM		Smoke cloud in sight in the west, maneuvered accordingly.
		3.10 PM		Vessel distinguished with one smokestack, dived, closed submerged.
		4.20 PM		Vessel is a Danish fishing trawler
				RAN
				out of Rykiavik with neutrality markings.

	Sun and Moon Data 26.10.16
	Sun and Moon Data 27.10.16
	Sun and Moon Data 28.10.16
	Sun and Moon Data 29.10.16

	13.
		continued
		29.10.16
		4.45 PM		Surfaced.  Warning shot, Signal: Send a boat".
		5.15 PM		Boat with papers alongside.  Steamer is on the way to England with fish.
				Released according to the Danish food Agreement.  Steamer voluntarily gives the boat fish and bread refuses cash payment.
		5.55 PM		Course 15°, continued transit.
		12.00 Midnight	φ = 57°57'N
			λ = 9°03'W
			W 2, Swell	Course 15°.
		30.10.16
		xx.30 AM		Course 50°.
		x.15 AM	S 1-2, Vis. good	Flannan Island Lighthouse in sight with peacetime markings.  3 Strich [33.75°] to starboard.
		7.40 AM		White light in sight 2 Strich [22.5°] to port.
		7.55 AM		Made out a vessel with yacht bow, dived, closed to attack.
		8.20 AM		Steamer recognized submerged as an unarmed fishing trawler.
		8.32 AM		Surfaced, warning shot, Signal: "Abandon the ship".
		8.50 AM		Boat alongside, fishing trawler is called
				FLOREAL from Aberdeen
				English nationality, old rebuilt yacht.
		9.10 AM	φ = 58°32'N	Fishing trawler sunk with demolition charge.
			λ = 7°56'W
		9.20 AM	ESE 2, Sea 2	Boat with crew taken in tow and towed to within a range of 8 nm of Flannan Island.
		11.40 AM		Boat cast off. Continued transit on course 45°.
		6.15 PM		Course 360°.
		12.00 Midnight	φ = 59°28'N
			λ = 5°50'W
			ENE 2-3, Swell 4-5, rain squalls
		31.10.16
		12.25 AM		Course 45°, steamer in sight on the same course, remained in the vicinity.
		8.00 AM		Warning shot, Signal: "Send a boat".
		8.50 AM		Boat alongside.  Swedish steamer
				BRIS
				on the way from Stonoway to Gothenburg

	Sun and Moon Data 29.10.16
	Sun and Moon Data 30.10.16
	Sun and Moon Data 31.10.16

	14.
		continued
		31.10.16		with piece goods, released.
		09.x5		Smoke cloud in sight in the east.
				Captain of the steamer BRIS offered to remain in the vicinity in case of the sinking of  a new steamer coming in sight.
		10.10 AM		Warning shot for steamer with one smokestack and two masts.  Signal:  "Send a boat".
		11.10 AM		Boat alongside.  It was the Norwegian steamer
				SATURN 1100 tons
				from Liverpool for Narvik with cotton, jute and wire on the way to Russia.  Papers enclosed.
			Captain had prepared for the sinking of the steamer.  He took no notice of my offer to return to the steamer, as he already had everything he needed on board the boat. Captain states that if a warning shot were fired, the rest of the crew would abandon ship.
		11.20 AM		Warning shot, rest of the crew abandons the steamer immediately in a second boat.
		12.45 PM	φ = 60°04'N
			λ = 3°30'W	Steamer sunk with an S.A.V. torpedo.  Hit in the engine room.  Steamer sank after 25 minutes.  Crew was taken over by the steamer BRIS.
			N 1-2, Swell 3-4
			The objective point 60°N, 3°W all these steamers was prescribed by the Admiralty.
			I headed for this point to find more steamers and auxiliary cruisers.
		1.00 PM		Smoke cloud in sight.  Steamer with one smokestack.
		1.20 PM		Warning shot, Signal: "Send a boat".
		3.00 PM		Boat alongside.  Swedish steamer
				MANN'GHAN
				on the way form Philadelphia to Gotenburg with oil, papers in order.  Steamer steered for Kirkwall for examination.  Steamer released.
		4.00 PM		Stopped a three-masted bark already in sight the entire day with a warning shot, Signal: "Send a boat".
		4.45 PM		Boat alongside, three-masted bark
				ROMANOFF
				from Savanah for Gotenburg with oil cake.  Papers in order, released.  Course 45°.
		5.38 PM		Large passenger steamer in sight to the north.  Warning shot, steamer stopped; by type and course Danish passenger steamer on the way to America.
		6.45 PM		Because it was dark and the steamer un-suspicious, Signal: "Continue the journey".
		6.50 PM		Course 45°, steamer remained lying stopped, apparently had already launched a boat.
		7.50 PM		Steamer continued on and passed out of sight.
		11.50 PM		Test dive.

Sun and Moon Data 31.10.16

	15.
		01.11.16
		12.10 AM	WSW 2, Swell	Surfaced, port diesel out of service, both compressors failed.  Tried to run with starboard diesel on the double dynamo and the port double dynamo on the propeller.  Due to the worn out starboard double dynamo bearing had to try to run with the starboard diesel on the propeller, due to strong vibration caused by the damaged starboard propeller that must also had to be given up.  The battery is full.
		12.30 AM		Because repair of the damage is expected to take 3 hours, came to course 360° at LF on the battery.
		5.15 AM		Stopped to save current, because the damage turned out to be more serious than expected, the bushing of the low-pressure valve on compressor II is stuck and cannot be removed.
		6.00 AM	SSW 2-3, Sea 3, rain squalls
		11.10 AM	φ = 61°12'N	U-24 in sight, Recognition Signals exchanged.  Signal:  "Can you remain in the vicinity".  I asked the Kommandant to stay close until the damage can be surveyed.  The attempt to tow the boat further from land had to be given up due to breaking of the line.  The weather was bad.
			λ = 1°45'W
		12.00 Noon	SSW 4-5, Sea 5, rain squalls	U-69 in sight.  Recognition Signals exchanged.  U-69 gives two pennants to U-57 and also remains in the vicinity of U-57.
		4.00 PM		Ist attempt, to start the port diesel fails, additional valve on the compressor were taken.
		5.30 PM		2nd attempt with the port diesel succeeds, engine limitedly operable, one compressor works. Began transit to the homeland.
				Informed U-24 and U-69, agreed on Radio Message times.
		5.40 PM		Course 90° 8 knots by agreement with U-24.  U-24 soon passes out of sight.  Morse signal from U-24 could not be received due to the Sea State.
		6.45 PM		Muckle Flugga Lighthouse in sight with peacetime identification.
		11.30 PM		Course 145°, 8 knots.
		12.00 Midnight	φ = 61°06'N
			λ = 0°10'W
			SW 3-4, Sea 4, clear
		02.11.16
		9.00 AM	[018 delta VI = 60.35, -9.9]	Radio Message Signal to U-24.  Morse message not received.  Position 09.00 hours 018 delta VI.  Engine operable, am in Radio Message contact and continuing agreed transit course 145° 8 knots.
				U-57.
		11.45 AM		Test dive.
		12.00 Midnight	φ = 59°00'N
			λ = 2°50'W
			SW 2-3, Swell

	Sun and Moon Data 01.11.16
	Sun and Moon Data 02.11.16

	16.
		continued
		02.11.16
		x.05 AM		Surfaced, continued transit on course 145°.
		x.xx AM		Large steamer with bright lights, course 225°, avoided on the surface.
		xx.00 AM	S 2-3, clear	Zigzag course due to U-boat danger.
			φ = 58°17'N
			λ = 3°49'E
		12.00 Noon	φ = 57°53'N
			λ = 4°20'E
			S 1-2, Swell
		3.24 PM		Steamer in sight in the west, stopped by Signal.  Released because as a Danish mail steamer on an easterly course it was un-suspicious.
		4.55 PM		Steamer in sight in the west.  Warning shot, steamer maneuvered and had to be brought to a stop after a few shots before the bow.
		5.21 PM		Boat alongside.  Swedish steamer
				GERTRUD
				with coal from Burnt Island for Gothenburg.  Papers in order.
				Helmsman who brought the papers said:
			1.  That at Farn Island 2 1/2 nm from land there is a large net barrier against U-boats, which should extend up to 10 nm to sea. (according to the Admiralty)
			2.  That steamers for Archangelsk were escorted by 2 trawlers.
				The bad stopping and maneuvering of the steamer was attributed to unskillfulness.
		5.30 PM	ESE 3-4	Released the boat.
		5.42 PM		Course 142°.
		10.24 PM		Large steamer with easterly course avoided on the surface.
		10.30 PM	Radio Message to Fleet, F.d.U., II. U.-Flottille have sunk old English small cruiser, 2 smokestacks 23 October square 051 delta II.  Sinking observed, English freighter ROWANMORE 12000 tons, value of cargo 12000000 Marks square 060 delta II, Norwegian freighter SATURN 1100 tons square 085 gamma I, English freighter square 002 gamma VI.  Starboard dynamo bearing worn out, port compressor out of service, can run 8 knots, position 10.00 PM 162 gamma IV.  Torpedo Officer dead, contusion storm, leave notification of relatives to me.        U-57.
		12.00 Midnight	φ = 56°45'N
			λ = 5°42'E
			SE 5-6, Sea 6, rain squalls
		03.11.16
		12.06 AM		1 diesel HF due to seas, course 142°.
		2.10 AM		Avoided a steamer with NW course on the surface.
		8 30 AM	SE 6, Sea 6, strong rain squalls	1 diesel GF, series of sounding hourly, Horns Riff sounded.
		12.00 Noon	φ = 56°15'N
			λ = 6°16'E	Course 147°.
			SE 4, Sea 5
		1.40 PM		Dived, proceeded submerged, due to U-boat danger at Horns Riff.
		5.40 PM	Dark	Surfaced, course 150°.
		6.32 PM		Horns Riff Lightship in sight.

	Sun and Moon Data 02.11.16
	Sun and Moon Data 03.11.16

	17.
		continued
		03.11.16
		8.13 PM		Horns Riff Lightship abeam to starboard.
		8.xx PM		Vyl Lightship abeam.
		xx.xx PM		Radio Message concerning [illegible word] U-20 and U-30.
			U-57 is 180 nm from the accident scene and can be at U-20 at the earliest at 11.00 hours the next morning, while from the Deutsche Bucht outbound torpedo boats can already bring assistance at 08.00 hours in the morning.  For this reason and with regard to the damaged engines continued return transit.
		04.11.16
		x.xx AM	SE 2-3, Vis. good	Graa Dyb Lightship abeam
		x.xx AM		Radio Message to Station N
				3 hours from now show Rotecliff and Hörnun outer beacons until further notice.
		x.10 AM		Requested beacons were lit.
		x.50 AM	S 4-5, Sea 4, cloudy, rain squalls	3 dimmed vessels exchanged Recognition Signals.
		10.15 AM		Helgoland in sight.
		11.36 AM		Made fast Helgoland harbor.

	Sun and Moon Data 03.11.16
	Sun and Moon Data 04.11.16

	18.
		E  x  p  e  r  i  e  n  c  e  s  .
		1.  Military:  The outbound transit to the operations was much delayed due to continual bad weather and the fuel oil consumption so increased that from the outset only a short stay on the west coast could be expected.
		It is only thanks to the accidental discovery of two objective points for steamers and the coincidence of many fortunate circumstances that the operation was accompanied by success and the sinking of steamers according to the Prize Rules became possible.
		When U-boats are deployed to the west coast to carry out merchant warfare according to the Prize Rules in the winter half-year, the success that is occasionally expected is not in proportion to the dangers that such a long outbound and return transit involves for a U-boat.  All the preconditions required for successful waging of trade warfare under the Prize Rules—good weather, no enemy counteraction, opportunity to safely recover crews—will so seldom be combined in winter on the west coast that the occasional sinking of a steamer will always be a particularly fortunate single success having only slight impact on the English transatlantic trade.
		When stopping steamers at great distances and requesting a boat to be sent, it almost always happens that the steamer unintentionally makes an approach to shorten the path for the row boat. Effective shooting, which is required in the interest of the safety of the boat, will very soon lead to politically unacceptable incidents.  A renewed general instruction in this regard to all neutrals, with the addition that a stopped steamer can expedite the delivery of the papers by steaming off from the launched boat and the U-boat, will prevent such incidents.
		The introduction of a general night international signal light to stop vessels is very desirable.
		Latitude 51°30'N, Longitude 13°15'W is an objective point for valuable steamers, the meet with escort vessels here.
		Steamer that must pass east of Fair Island, steer by instruction of the Admiralty to Latitude 60°N, Longitude 3°W.
		According to statements of a Swedish helmsman 2 1/2 nm east of Farn Island there is a U-boat net barrier extending 10 nm approximately in direction NNE.
		2.  Navigation:  Out Skerrie, Muckle Flugga and Flannan Island Lighthouses burn as in peacetime.
		The gyro-compass continually failed at the beginning of the operation at wind strengths over 6.  After stopping the support gyro no further malfunctions occurred despite the same weather.
		Since no observed navigation fix could be obtained for days, a patent log attached to a boom could be used with particular advantage.
		The lack of a depth sounder was felt to be disadvantageous in the persistent low visibility weather, it is necessary to budget for a depth sounder on U-boats.
		3. General remarks:  The crew proved itself during the 24-day operation.  Special mention should be made of the performance of the technical personnel under the very active and energetic leadership of the Chief Engineer, to whom it must be thanked that the boat reached Helgoland under its own engine power.
		Particularly worth mentioning is the two-way radio communications established with Arkona at a range of 640 nm by Ober Funkentelegrafengast [Radioman] Bellmann.

	19.
		4.  Technical:
		1.)  In heavy Sea States the floating system of the gyro-compass catches on the gimbals.  The compass indicated incorrectly.  Part of the reception oil had run out.  The gyro was observed for a long time after the oil was filled.  The catching occurred only when the support gyro was in operation.  After shutting off the support gyro, the gimbal system made smaller oscillations corresponding to the movements of the ship, catching of the floating system no longer occurred.
		2.)  The commutator of the starboard motor II sparked heavily.  A few brushes were knocked off, a brush holder bolt had come loose and turned so the entire row of brushes was not supported. Starboard E-motor was out of service for some time. The knocking off of the brushes was due to the harsh vibrations of the boat when the diesel engine is operated.  The fault occurred several times, even when the port diesel engine was not in operation.
		3.)  The air cooler of the port diesel engine leaks.  On stopping water is forced into the compressor cylinder.  Water hammer when starting.  Port diesel engine is out of service. The malfunction occurred several times.  It has to be sealed in the drains and pipes.
		4.)  Apparently the starboard propeller was damaged by a drifting piece of wreckage.  When starting the starboard E-motor showed increased strain and also makes noticeable strong vibrations in the boat.  The motor is already fully loaded at 270 RPM.  Starboard propeller is only limitedly operable.
		5.) The starboard forward double dynamo bearing got warm when in charging operation.  The starboard side is out of service for charging and propeller operation.  The bearing was taken out and reworked.  Starboard E-motor can be engaged in an emergency.
		6.)  Cylinder cover of cylinder II Port leaks.  Cooling water enters the starting piping.  For a short time the port diesel engine was not capable of maneuvering.  Starting piping of cylinder II was taken off at the cylinder and the general starting line blind flanged.  Cylinder II cannot be used on starting.
		7.)  One oil cooler of the port diesel engine leaks.  Heavy oil loss.  No operational disturbances, since the engine can be kept running with the starboard oil cooler.
		8.)  Never running number 6.) and Port IV cylinder.
		4.  Total distance covered:
		Total:  3252 nm
		of that Surfaced   3150 nm
		Submerged     103 nm
		Concluded 5 November 1916.
		Kapitänleutnant
		and Kommandant "U-57"

 

	Enclosures to U-57's KTB - click on the text at left to proceed to the document
Chart	Track chart of transit to and from the operations area
Maschine	Consumables
Torpedo	Torpedoe firing report
Ships	Ships destroyed

 

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