NAVY DEPARTMENT

OFFICE OF THE CHIEF OF NAVAL OPERATIONS

WASHINGTON

O.N.I. 250 - G/Serial 23

REPORT ON THE

INTERROGATION OF SURVIVORS FROM U-591

SUNK ON 30 JULY 1943

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TABLE OF CONTENTS

Chapter	I.		INTRODUCTORY REMARKS
	II.		DETAILS OF U-591
	III.		CREW OF U-591
	IV.		EARLY HISTORY OF U-591
	V.		FIRST PATROL OF U-591
	VI.		SECOND PATROL OF U-591
	VII.		THIRD PATROL OF U-591
	VIII.		FOURTH PATROL OF U-591
	IX.		FIFTH PATROL OF U-591
	X.		SIXTH PATROL OF U-591
	XI		SEVENTH PATROL OF U-591
	XII.		EIGHTH AND LAST PATROL OF U-591
	XIII.		THE SINKING OF U-591
	XIV.		GENERAL REMARKS
	XV.		BASES
	XVI.		MORALE IN THE U-BOAT ARM

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Chapter I.  INTRODUCTORY REMARKS

        On 26 June 1943, five U-boats left the harbor of St. Nazaire.  From four to six weeks later, four of these U-boats were sink, all of them off the coast of Brazil.  Among them was U-591, which was attacked and sunk by VB-127-B-10, 30 July 1943 in position 08⁰ 36' S., 34⁰ 34' W.  The U-boat was discovered fully surfaced by the bomber while the latter was on air escort duty with convoy TJ-2.

        Twenty-eight survivors, including the Commander, Oberleutnant zur See Reimar Ziesmer, and three other officers, were picked up by U.S.S. Saucy and brought into Recife.  Here a preliminary interrogation was held, following which Oberleutnant Ziesmer and three ratings were flown to the United States.  Further questioning took place at an interrogation center.

        Only mild security consciousness was encountered among three prisoners who were questioned extensively, and this report is based mainly on statements made by them.

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Chapter II.  DETAILS OF U-591

TONNAGE.

        500 tons.

TYPE.

        VII C.

BUILDING YARD.

        Blom & Voss, Hamburg.

FLOTILLA.

        9th, at Brest (was "guest" at St. Nazaire).

DEVICE.

        Eagle's Head.  This device was also worn on the caps of most of the crew.

DECK GUNS.

        No guns carried fore or aft.  88-mm. gun forward removed prior to seventh patrol.

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TORPEDO TUBES.

        Four forward, one aft.  Not fitted for F.A.T. torpedoes.

TORPEDOES.

        Twelve electric torpedoes:  five in tubes; four in Bow Compartment under floor plates.  On all patrols except the last, two torpedoes were carried in upper deck containers.

S.B.T.

        This was said to have been installed after the fourth patrol.

DIESEL ENGINES.

        Two six-cylinder, four-cycle, single-acting Diesel engines, built by Germania Werke.  Rated about 1200 h.p. each.

SUPERCHARGERS.

        Two "Kasper"-type superchargers; positive displacement.  Manually operated clutches.

DIESEL ELECTRIC DRIVE--ECONOMY SPEED.

        One Diesel about 240 - 250 r.p.m.

        One electric motor about 140 r.p.m., with rudder compensation.

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ELECTRIC MOTOR SPEEDS.

Dead Slow (K.F.)	60 r.p.m.
Half Speed (H.F.)	150 r.p.m.
Full Speed (G.F.)	220 r.p.m.
Emergency Speed (A.K.)	255 r.p.m.

BATTERIES.

         Lead-acid type.  124 cells.  Maximum non-spilling diving angle:  30⁰.

        Capacity about 9,000 ampere hours.  The batteries originally built into U-591 were still in use.

STEERING GEAR.

        A.E.G. push button type in control room; portable box for use on bridge.  Hand steering gear in Stern Compartment.

AIR COMPRESSORS.

        One four-stage, crankless Junkers compressor; capacity 8 to 10 liters per minute.

        One electric compressor; capacity 6 to 8 liters per minute; load 110 volt at 30 amperes, or 4-1/2 h.p.

        Working pressures of compressors were not stated.

BILGE PUMPS.

        One main, centrifugal, pump in control room; one auxiliary, reciprocating pump also located in control room.; one auxiliary, reciprocating pump also located in control room.

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before last patrol.  The set was a Metox R-600, operative on wave lengths between 125 cm. and 250 cm.

RADIO TRANSMITTERS.

        Long wave (200 - 550 meters):  Telefunken, 150 watt.

        Short wave (50 - 100 meters):  Telefunken, 200 watt.

        Emergency transmitter (50 - 100 meters):  Telefunken, 40 watt.

RADIO RECEIVERS.

        Telefunken all wave receiver.

        Telefunken short wave receiver (10 - 200 meters).

ROD AERIAL.

        Located abaft the G.S.R. aerial.  It can be extended as high as the periscope.  It was said never to have been used.

UNDERWATER TELEGRAPH.

        Installed, but not used since the trials in the Baltic.

CALL LETTERS.

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RUBBER BOATS.

        One, possibly two, carried; one was kept under the deck grating.

MINES.

        No mines were ever carried by U-591.

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Chapter III.  CREW OF U-591

        The crew of U-591 consisted of a total of 45 men, including four officers and a doctor.  Twenty-eight men survived the sinking of their boat, among them three officers, the doctor and twenty-four ratings and enlisted men.

OFFICERS OF U-591.

        The commanding officer of U-591 was Oberleutnant z. S. Reimar Ziesmer, of the 1937 A term.  He is about 25 years old.  After spending three months at the academy as a recruit, he was sent to the training ship Horst Wessel for a quarter of a year.  He then served for about seven months on Emden on which cadet officer was Friedrich Guggenberger, who was taken prisoner when his last command, U-513, was sunk off Florianopolis, Brazil, 19 July 1943.  1 September 1939 Ziesmer was advanced to Leutnant and some time in 1940 volunteered for the U-boat arm.  No information was obtained on the further movements of Ziesmer, except that the followed the usual routine; he was sent to the submarine school, served on schoolboats and in due time became Second and First Watch Officer.  He was on his first patrol as Commander when his boat was sunk; he had succeeded Kapitänleutnant Zetzsche and had taken over U-591's command just five days before sailing on the last patrol.

        (O.N.I. Note:  From other sources it was learned that Ziesmer had been commander of U-236 when his boat was seriously damaged by an air raid on the Germania Werft, Kiel, 14 May 1943.  U-236 was at the yard for her final overhaul.)

        Ziesmer is of very slight stature; but though he appears to be physically weak, he was credited by his crew with being stronger than expected.  He definitely has been taken in by the Nazi ideology, though this is tempered.

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by his experience in the Navy, a significant part of which was the cruise on Emden, which went as far as Japan.  Ziesmer was pleasant to talk to, but his security consciousness extended to many innocent topics.

        His crew did not think very highly of him; particularly the older ratings who had participated in some of the previous patrols under Kapitänleutnant Zetzsche felt that their advice based on actual"front" experience was too lightly disregarded by the "new and green" commander.

        The First Watch Officer of U-591 was Leutnant z. S. Junkers.  (O.N.I. Note:  This may be Georg Junkers, of the December 1939 term.  From other sources it was learned that Junkers had been first watch officer on U-236 when this boat was damaged in an air raid on the Germania Werft, Kiel, 14 May 1943.  He came to U-591 together with Ziesmer.)  Junkers was the only officer who did not survive, but drowned after escaping from the U-boat. 

        The Second Watch Officer was Leutnant z. S. Ernst Lutz, of the December 1939 term.  He was appointed to the berth of Second Watch Officer on the seventh patrol and stayed on for the last patrol.

        Leutnant (Ing.) Kurt Pipal was the Engineer Officer of U-591.  He succeeded Oberleutnant (Ing.) Schubert who had been with the boat since her commissioning.  According to crew members, Pipal could not hold a candle to Schubert and the latter came along on part of the last patrol to familiarize the new Engineer Officer with his boat.  Pipal is a member of the October 1939 term.  He is about 23 years old and is married.

        A Navy doctor, Marinestabsarzt Dr. Günther Feigs, was on board U-591 when she was sunk.  He stated that he had been ordered to make the patrol with U-591 in order to gain experience for his future work in Navy hospitals.

CREW OF U-591

        Most of the surviving crew showed a rather listless attitude;

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this was no doubt partly due to the feeling that the famed German U-boat arm was decreasing rapidly in effectiveness; partly due to the fact that their new commander had not lived up to the example set by their old skipper, Kapitänleutnant Zetzsche.  The most experienced man was Oberbootsmannsmaat Köhnke who had made 15 patrols in all; some of them in a boat commanded by Korvettenkapitän Prien.  A good many of the other members had been on U-591 for several patrols, but on the whole the men were of the same standing and experience as other captured U-boat crews.

PREVIOUS OFFICERS OF U-591

        The following officers made the first four patrols with U-591:

Kapitänleutnant Jurgen Zetzsche	-	Commander
Leutnant z. S. Wolfgang Ley	-	First Watch Officer
Leutnant z. S. Joachim Sauerbier	-	Second Watch Officer
Oberleutnant (Ing.) Karl-Heinz Schubert	-	Engineer Officer.

        Kapitänleutnant Zetzsche, of the 1934 term, was considered an able U-boat commander.  He had previously served on R-boats.  After having stood by U-591's final construction period, he took her through all her trials and exercises. Zetzsche was commander of U-591 on all patrols except the last.  He was forced to give up the command by wounds received from aircraft machine gun fire shortly after putting out on the boat's seventh patrol.  Zetzsche was well liked by all of his men, and it was claimed that, on the seven patrols which he completed, he had sunk a total of about 39,000 tons of shipping.  As he was still in a hospital when U-591 left on her last patrol, it is not known  to what other command he may be transferred upon recovery.

        His first watch officer was leutnant z. S. Wolfgang Ley, of the 1938 B term.  He left after the fourth patrol, presumable to take a U-boat commander's course.  (O.N.I. Note:  On 16 October 1942, Ley was reported at Memel; in June 1943 he had just left Gotenhafen.)

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        Little is known about the Second Watch Officer, Leutnant Sauerbier.  He may be Joachim Sauerbier of the October 1939 term.

        The Engineer Officer was said to have been Oberleutnant (Ing.) Karl-Heinz Schubert who stayed with the boat until the early days of the eighth and last patrol.  Karl-Heinz Schubert belongs to the 1937 B term.  He was considered extremely efficient and was well liked by al on board. 

        The officer complement on the fifth patrol of U-591 was made up as follows:

Kapitänleutnant Zetzsche	-	Commander
Leutnant z. S. Sauerbier	-	First Watch Officer
Leutnant z. S. Helmut Krüger	-	Second Watch Officer
Oberleutnant (Ing.) Schubert	-	Engineer Officer.

        The Second watch officer, who joined U-591 for the fifth patrol, is believed to have been Helmut Krüger, of the 1938 B term.  He stayed only for two patrols, leaving after completion of the sixth patrol.

        On the seventh patrol, the following officers were on board:

Kapitänleutnant Zetzsche	-	Commander
Leutnant z. S. Sauerbier		First Watch Officer
Leutnant z. S. Ernst Lutz	-	Second Watch Officer
Oberleutnant (Ing.) Schubert	-	Engineer Officer.

RE:ATIONSHIP BETWEEN OFFICERS AND MEN.

        Relations between officers and men aboard U-591 on all except the last patrol were described as friendly and generally satisfactory.  However, when Zetzsche was relieved by Ziesmer, when Sauerbier was succeeded by Junkers and the Engineer Officer, Schubert, by Pipal, it seemed evident to the crew that their officer complement indicated a decline in the U-boat arm.  The more experienced petty officers in particular were dissatisfied, feeling that the

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young officers not only were ill equipped to handle a front boat under the present dangerous conditions, but also were unwilling to accept advice tendered with good intentions.  Ziesmer blamed part of his crew for the sinking of U-591, and his attitude towards it did little to endear his men.

PREVIOUS CREW MEMBERS.

        Obersteuermann Schleichert was a member of U-591's crew from the commissioning until the end of the third patrol, when he was succeeded by Bündgens, now a prisoner.

        Funkmaat Goltz served for three or four patrols but left U-591 prior to the last patrol.

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Chapter IV.  EARLY HISTORY OF U-591

LAUNCHING AND COMMISSIONING.

        U-591 was launched at the Blohm & Voss yard, Hamburg, either13 August or 20 August 1941.  Shortly thereafter engine room personnel and the Engineer Officer arrived to stand by the final construction period.  As usual, the seamen came later; all officers and the entire crew had assembled by the time U-591 was commissioned 9 October 1941.  A day later U-591 left Hamburg and proceeded to Kiel for her acceptance tests.

TRIALS AND EXERCISES.

        After being attached to the Fifth Flotilla, at Kiel, U-591 undertook the usual tests under the U-boat Acceptance Command (U.A.K.).  About three weeks later, early November 1941, she sailed for Danzig, stopping over at Rönne, Bornholm, where she passed her silent running test.  Ten days were spent at Danzig with additional trials and thereafter about two weeks were spent with the Active Service Training Group (Agru-Front) at Hela.  Following this, torpedo firing practice was held off Gotenhafen for about one week.  Tactical exercises lasted about two weeks and U-591 proceeded to them out of Danzig.

FINAL OVERHAUL.

        Having successfully completed all her exercises, U-591 returned for final overhaul to her building yard at Hamburg, laying over in Kiel for a day or so.  The final adjustment took about fifteen days.

PREPARATIONS FOR FIRST PATROL.

        U-591 then returned to Kiel about 10 January 1942; there she loaded

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12 electric and two air torpedoes and provisions.  After about four days, she was ready to leave on her first patrol.

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Chapter V.  FIRST PATROL OF U-591

KIEL TO KRISTIANSAND.

        Accompanied by another 500 ton U-boat and escorted by a patrol vessel, U-591 set out on her first patrol on the morning of 15 January 1942.  Kristiansand was reached about a day and a half later.  Part of the crew was accommodated on land, the other part slept on the boat.

PASSAGE INTO OPERATIONAL AREA.

        U-591 left Kristiansand in the early morning hours of 17 January 1942.  She passed through the Rosengarten into her operational area, which was believed to have been the Iceland area of the North Atlantic.  It was stated that on the passage an airplane was sighted in the latter part of January, but that the U-boat dived in time, and no attack developed.

ATTACK ON CONVOY.

        About mid-February 1942, U-591 pursued an eastbound convoy out of which she sank at least one steamer, a tanker, estimated at 8,000 tons.  The attack was made at night, from the surface.

        That same night, U-591 claims to have made attacks on two other steamers, but, though hits were believed to have been made, the results could not be observed because of the activities of the escort vessels.

        Apparently U-591 made further attempts to close the convoy the next night, but again the protecting destroyers did not permit a close approach.

RETURN TO BERGEN.

        Thirty-seven days after leaving Kiel, U-591 returned to Bergen 20 February 1942; she again passed through the Rosengarten.  All but two torpedoes had been used on the patrol.

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ATTACHMENT TO SIXTH FLOTILLA.

        Upon return to Bergen, U-591 was attached to the Sixth Flotilla, then an adjunct to the Sixth Flotilla at Danzig.

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Chapter VI.  SECOND PATROL OF U-591

DEPARTURE.

        The second patrol of U-591 was the first of three to take her into the Arctic Sea.  She put out to sea 1 April 1942, her task:  to intercept Murmansk convoys.

RAMMING BY U-657.

        About one week later U-591 was rammed by U-657, which was commanded by Kapitänleutnant Gollnitz.  The exact date could not be ascertained, but the one prisoner who was present when the boats collided claimed that it happened at night when both were on the surface.  The ramming resulted in some harm to U-591's bow.  The plating was ripped off and the torpedo tube bow caps were damaged.  Both boats were able to make Trondheim under their own power.

REPAIRS AT TRONDHEIM.

        Upon her arrival at Trondheim 11 April 1942, repairs on U-591 were made in a floating dock; she may have stayed there for about one week.  (O.N.I. Note:  U-657 has been reported being repaired at Trondheim 20 - 26 April 1942.)

PREPARATIONS FOR THIRD PATROL.

        Several stationary as well as diving trials were held after U-591 emerged from the floating dock.  She then embarked the usual 14 torpedoes, including two air torpedoes in the upper deck containers, and was again ready to set out on patrol.

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Chapter VII.  THIRD PATROL OF U-591

DEPARTURE.

        U-591 may have left Trondheim either 3 or 4 May 1942, again bound for an operational area in the Arctic, where convoys to and from Russia could be interrupted.

SIGHTING AND PURSUIT OF CONVOY.

        About Whitsuntide, 24 May 1942, U-591 sighted a Russia-bound convoy which was strongly protected.  Time after time, the U-boat was forced down by the escort vessels.  Once, she was detected by a destroyer, and about fifty depth charges were counted; four of them were fairly close.  The attack kept U-591 under water for six hours.

        About a day later, while still in pursuit of the convoy, U-591 shot several torpedoes at an  approaching destroyer which in turn forced the U-boat to submerge and then dropped four or five depth charges.  None of these were said to have had any ill effect on the boat.  (O.N.I. Note:  The convoy pursued was probably PQ 16 which was attacked 25 May 1942 in approximate position 71⁰ N., 02⁰ E.)

        U-591 is believed to have returned to Bergen about 1 June 1942 after a patrol which had lasted approximately 28 days.  About 10 of her original complement of 14 torpedoes were brought back.

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Chapter VIII.  FOURTH PATROL OF U-591

DEPARTURE.

        The exact date of the beginning of the fourth patrol could not be ascertained;  U-591 left Bergen about 20 - 25 June 1942, again bound for the Arctic.  Soon after putting out, a British submarine was sighted; evidently it was patrolling the U-boat lanes out of Bergen.  U-591 dived without making an effort to attack the enemy submarine.

PATROL LINE EAST OF BEAR ISLAND.

        After U-591 had arrived in the area just south of Bear Island an eastbound convoy was reported by one of the U-boats patrolling the convoy route.  About 10 to 15 boats formed a patrol line in an effort to intercept it.  A bit later, the convoy was reported lost by the contact keeper, and instructions were given to move further east.  Again a line was formed and again the convoy was apparently missed.  Most U-boats then proceeded further east, but almost before they had time to form another line, reconnaissance airplanes established that the convoy which had been chased by the U-boats was imaginary and nonexistent.

RETURN TO BERGEN.

        U-591 returned to Bergen after about 19 days on patrol.  She had all her 14 torpedoes still on board; she had been tempted, however, to use several of them on a British submarine which guarded the approach to Bergen.  However, for reasons unexplained, her tubes were not clear and so the opportunity had to be passed up.  It was believed that this was the same submarine which had been encountered on the way out.

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VISIT TO NARVIK.

        After about 10 days in Bergen, U-591 was ordered to proceed to Narvik, headquarters of the Admiral Commanding U-boats, North.  She arrived there about four days later, toward the end of August 1942.  In Narvik one other 500-ton U-boat was seen.  U-591's crew lived on Stella Polaris while working on their boat, which at that time received a coat of light grey paint in addition to the flotilla device of the Eleventh Flotilla to which she had been attached upon her return from the fourth patrol.  The First Watch Officer of U-591 was said to have designed the Flotilla device, which showed a polar bear against a background of icebergs holding his paws protectively over a U-boat.

RUNNING AGROUND.

        Ordered back to Bergen after two to three weeks in Narvik, U-591 ran on a rock just outside of Narvik while proceeding at half speed.  Main ballast tank #3 was damaged badly, and U-591 found herself unable to get off under her own power.  Consequently she advised the base at Narvik and four tugs arrived about a day later.  In the meantime about 10 tons of oil were dumped as was most of the ammunition for the 88-mm. gun.  After about 40 hours on a rock, U-591 was pulled free and slowly proceeded to Narvik.  There emergency repairs were made and after about two days she sailed for Bergen.

REPAIRS IN BERGEN.

        Immediately upon arrival in Bergen, U-591 went into the floating dock where she stayed from about mid-September to mid-November 1942.  The accident was investigated and both U-591's commander as well as the quartermaster were confined to quarters for four days.

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Chapter IX.  FIFTH PATROL OF U-591

DEPARTURE FROM BERGEN.

        U-591 left Bergen on 1 December 1942, her task: to intercept North Atlantic convoys.  Her course out of Bergen was about 300⁰ T; when at about 62⁰ N., 02⁰ W, course was changed to 200⁰ T, which led her directly through the passage between the Faeroes and the Shetland Islands.  When in approximate position 61⁰ N., 05⁰ W., U-591 was attacked by an airplane, but managed to dive to about 130 feet, at which depth the one bomb dropped by the plane did no harm.

PURSUIT OF EASTBOUND CONVOY.

        Course was changed to about 255⁰ T when in position 60⁰ N., 06⁰ W., and U-591 proceeded west under instructions to intercept an eastbound convoy.  She joined a group of about three U-boats which included U-553 commanded by Korvettenkapitän Thurmann.  The latter was reported to have sunk a tanker in an earlier attack on this convoy.  (O.N.I. Note:  This may have been Empire Spenser, British tanker of 8,390 tons, which was sunk with one torpedo about 0130, 8 December 1942, 600 miles west of Ireland.)

        U-591 as well as the other U-boats were stated to have been unsuccessful in their pursuit of the convoy which took them from about 58⁰ N., 25⁰ W. to about 58⁰ N., 16⁰ W., at which position U-591 became discouraged and gave up the chase.  A prisoner reported that at some time during the attack on the convoy, U-553 was badly damaged, probably by depth charges.  (O.N.I. Note:  The convoy attacked was probably H.X. 217, which sailed from New York 27 November 1942 and which was under constant U-boat attack from 6 December to 11 December.  Convoy escorts made a total of 35 attacks on U-boats, and two probable sinkings resulted.  Out of 33 ships in the convoy, two were torpedoed and sunk.)

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INTERCEPTION OF A SECOND CONVOY.

        U-591 now set a course of about 250⁰ T which led the boat to an approximate position of 55⁰ N., 36⁰ W. about 19 December 1942.  At this time an eastbound convoy was reported in approximate latitude 52⁰ N., and consequently U-591 turned to port setting a course of 190⁰ T.  The weather was very bad, and when the position was reached, it was found that the convoy had apparently scattered.  However, at that moment, a message from U-615, commanded by Kapitänleutnant Kapitzky, was received reporting two stragglers in approximate position 51⁰ N., 35⁰ W.  It was not known to which convoys the two steamers belonged although it was thought that they had been part of an eastbound convoy.

SINKING OF MONTREAL CITY.

        When U-591 reached the position, only one steamer was in sight.  She was attacked with a spread of three torpedoes of which one failed to leave the tube.  After the ship had sunk, U-591 approached a life boat and from them obtained the name and tonnage of the sunken vessel.  It was Montreal City, about 3,000 tons.  Provisions were tendered to the survivors, but were refused.  (O.N.I. Note:  Montreal City, British freighter of 3,066 ton, was sunk 21 December 1942 in position 50⁰ 35' N., 38⁰ W.  She had been part of convoy O.N. 152.)  It should be noted that the Quartermaster of U-591 was convinced that the U-boat was not as far west as the position given for the sinking of the Montreal City; he believed that the sinking took place not further west than about 35⁰ W.

ATTACK ON WESTBOUND CONVOY.

        After searching the area, in which Montreal City was sunk, for the other straggler reported by U-615, U-591 steered a northwesterly course for a short time and then made about a 180⁰ turn and set off on a approximate

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course of 140⁰ T to intercept a convoy reported moving west in about latitude 42⁰ N.  The convoy was sighted about 28 December 1942 and the next night a 6,000 ton freighter was torpedoed.  Observation of the result was impossible due to an escort vessel which forced U-591 to submerge; no attack developed.  Soon thereafter, the U-boat surfaced again and torpedoed and sank another 6,000 ton freighter.

        The following day, U-591 attempted another attack on the convoy just as it was making a turn to southwest.  However, the vigilance of the destroyers forced them to submerge; one depth charge was heard to explode and though it was far enough away not to do any damage, it served its purpose in keeping U-591 under for some time.

        According to the prisoner, the surface was full of ships and below the surface there were swarms of U-boats and torpedoes;  he claimed that more than once the noises of torpedoes could be clearly heard over the hydrophones.

        The following U-boats were said to have belonged to the group attacking the convoy:

        U-373 commanded by Kapitänleutnant Löser

        U-69 commanded by Kapitänleutnant Graf

        U-607 commanded by Kapitänleutnant Mengersen

        U-435 commanded by Kapitänleutnant Hasenschaar.

        U-591 was reloading her tubes when she saw four steamers presenting suitable targets; but before the tubes had been loaded, all four steamers were torpedoed by other U-boats.  (O.N.I. Note:  The convoy may have been O.N.S. 154 which was strongly attacked on 27 and 28 December 1942 about 300 miles north of the Azores losing 14 ships out of 45.)

        A little later, a large ship was seen approaching;  it was claimed

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that she was on a course reserved for neutrals.  U-591's commander requested permission from Commander in Chief U-boats to attack the vessel; however, the permission was not given for two hours and by that time the vessel had disappeared.  It was later learned, presumably by radio, that this ship was said to have been a U-boat trap.  It was claimed that she was protected by torpedo nets and that a U-boat had fired four torpedoes at her without success.  Several days later, however, it was believed to have been sunk by U-435 commanded by Kapitänleutnant Strelow.  It was also rumored that the boat had carried motor torpedo boats which were launched at the time of the attack by Strelow.  (O.N.I. Note:  For a similar incident concerning apparently the same vessel see Chapter VI of Post Mortem Serial No. 21)

RETURN TO BREST.

        U-591 broke off the attack on the convoy in approximate position 42⁰ N., 32⁰ W. and, setting a course of about 70⁰ T, made port at her newly assigned base at Brest on 12 January 1943.  It was believed that she returned with only two torpedoes left.

        Kapitänleutnant Zetzsche was awarded the Iron Cross first class by Kapitänleutnant Lehmann-Willenbrock, commander of the Ninth Flotilla to which U-591 was now attached.

        On 18 February the U-boat had completed her overhaul and after the usual trials she was ready to leave on her next patrol.

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Chapter X.  SIXTH PATROL OF U-591

DEPARTURE.

        U-591 sailed from Brest on 22 February 1943 accompanied by a patrol vessel; her operational area was again the North Atlantic.  Her course was about 260⁰ T.

PURSUIT OF CONVOY ON 166.

        Prior to proceeding to the area assigned to her, U-591 was ordered to join a convoy battle which was being fought in East and Mid-Atlantic between a group of U-boats and convoy ON 166.  U-591 sped after the convoy at best possible speed, but never managed to catch up although it was stated that she had been part of group "Wildfang" which attacked the convoy.  (O.N.I. Note:  This confirms previous information.)

SAVING OF SURVIVOR FROM MADOERA.

        On 25 February a life boat was sighted and after a careful approach, U-591 picked up a survivor from the Dutch freighter Madoera.  The Dutchman said that his name was van der Fuerst and that he was the first mate of the ship which had been sunk the night before.  (O.N.I. Note:  The Dutch freighter Madoera, 9,382 tons, was torpedoed at 0040 GCT 24 February 1943, in position 46⁰ 02 N., 39⁰ 20 W. while in convoy ON 166.  After abandoning the vessel, the master and 15 volunteers reboarded the ship; the master's orders for the other lifeboats to make fast to the ship were disobeyed and they drifted out of sight.  Madoera made St. Johns under her own power on 2 March 1943.  She was one of two ships out of the convoy torpedoed on 24 February 1943.)

        Van der Fuerst was questioned closely by the U-boat's commander as to the fate of the convoy as well as convoy routes, make-up of convoys, expected

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dates of sailings, convoy speeds etc.  It was reported, however, that he refused to give any information other than that pertaining to his ship, also volunteering that on the first night of the attack one steamer was sunk and during the second and third night a total of nine.  (O.N.I. Note:  Of 46 ships in convoy ON 166 14 ships were sunk; one on 21 February, five on 22 February, five on 23 February, two on 24 February, and one on 25 February 1943.)

        The survivor was given considerable liberty on board U-591, though he was not allowed to examine too closely that various instruments and gauges in the control room; he participated, however, in checking the course with the quartermaster whom he impressed with his nautical knowledge.

CHANGE OF COURSE.

        U-591 gave up the pursuit of convoy ON 166 at about 46⁰ N., 38⁰ W. and changed her course to about 15⁰ T.  Her next task was to intercept an eastbound convoy in approximate latitude 55⁰ N.  The convoy was not expected to arrive at the position deemed most suitable for attack until about mid-March and therefore the U-boat proceeded at slow speed in the northerly direction, at times not making more than three knots.  Once, during this passage, a destroyer's asdic was heard all day long; U-591 was not attacked, however.

ATTACK ON EASTBOUND CONVOY.

        It was stated that U-591 reached an area near 55⁰ N., 34⁰ 30' W., about the same time as did the convoy; the commander congratulated his Quartermaster on the excellent job of navigating; the Quartermaster voiced his admiration of the complete knowledge of routes of Allied convoys.

        U-591 followed the convoy for a short while, steering about 50⁰ T, then set a 90⁰ T course, and attacked a vessel estimated at 8,000 tons.  It was about mid-March 1943, early in the morning; the ship was proceeding very

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slowly and was escorted by two corvettes.  A spread of three torpedoes was fired and the steamer went up in a sheet of flame; it apparently was carrying ammunition.  The approximate position of the sinking was given as 55⁰ 30 N., 34⁰ W.  Fog and high seas made it difficult for the corvettes to pursue the U-boat; in any case no counterattack was offered.  U-591 submerged and reloaded her tubes. then surfaced to find a very high sea running which made the pursuit of the convoy impossible.

        Next day, a straggler was sighted at noon, attacked about four hours later from the surface, and sunk.  She was said to have been of about 6,000 tons.  The position of the sinking was stated to have been about 55⁰ 30' N., 29⁰ W.

        Besides the two ships sunk by U-591, three or four steamers out of the convoy were sunk by U-409 under command of Kapitänleutnant Massmann.  (O.N.I. Note:  Convoys H.X. 228 and 229 and S.C. 121 and 122 were all strongly attacked in March; it is not possible to identify the ships sunk by U-591.)

MEETING WITH U-463.

        U-591 continued on the convoy route to about 21⁰ W., then steered a course of 210⁰ T in order to rendezvous with U-463, a supply U-boat under command of Korvettenkapitän d.R. Wolfbauer.  U-591 not only needed fuel oil, but was also under instruction to pass the rescued first mate of Madoera to the 500-ton U-boat commanded by Kapitänleutnant Manseck; this boat was said to have been on her way back to her base.  The meeting took place in approximately position 51⁰ N., 26⁰ W. about four days after the sinking of the straggler.  Several other U-boats were also present, among them U-409 commanded by Kapitänleutnant Massmann.  U-591 was believed to have taken over about 30 cubic meters of fuel oil.

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RETURN TO CONVOY LANE.

        Toward the end of March, the U-boat steered a course of about 310⁰ T, which she pursued until arriving in approximate position 55⁰ N., 35⁰ W.  After a short wait, the expected convoy was sighted, and attack plans were formulated.

UNSUCCESSFUL ATTACK ON EASTBOUND CONVOY.

        The convoy which was intercepted by U-591 consisted of fast ships and was well protected.  It was traveling due east.  At first the U-boat was driven off by a destroyer but after circling the convoy she was again in front of it ready to select a suitable target.  She was detected by a destroyer forced to submerge and three depth charges exploded directly under the U-boat, but they were set too deep to do any damage.  The entire convoy was heard to pass over U-591.

        One ship caught the crew's fancy, a ship which with each turn of her propeller gave off a squeaking noise.  U-591 surfaced astern of the convoy and again tried to regain a position ahead of it.  Again she was forced down by the escort vessels and again the convoy passed over her; again she heard the peculiar noised of the "squeaking" ship, which from the sound of her engines was identified as a motor ship.  By this time, the ship had fallen behind the convoy and U-591's commander estimated her at about 10,000 tons.  Suddenly the squeaking noises ceased; the ship lay stopped.  U-591 was loath to pass up the opportunity of attacking the seemingly defenseless ship; an underwater attack was not feasible due to the high seas.  Consequently the U-boat surfaced only to find that an airplane was circling over the ship.  U-591 dived and after about two hours surfaced again but an airplane was still giving air cover to the stricken ship.  The U-boat submerged and after a little while heard the ship get under way, her "squeaking" noise eliminated.

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Due to the bad weather it was impossible to pursue the ship which was making about 12 knots; similarly the convoy was out of reach.  Later, a radio message was overheard reporting the sinking of a straggler by another U-boat; this may have been the ship which U-591 had attempted to attack.

RETURN TO ST. NAZAIRE.

        The fuel oil supply of U-591 was very low due mainly to the high speed used in the attempted pursuit of the convoy, but after a discussion with the engineer officer the commander decided to proceed directly to the base rather than chance another meeting with a supply boat; this decision was greatly welcomed by the crew who knew that a second transfer of oil would mean a prolongation of the patrol.  Course was set at about 135⁰ T, after having reached an approximate position of 55⁰ N., 18⁰ W.  It was the shortest way back but with the dwindling oil supply there was no other choice.  When off the coast of Ireland, A british submarine was sighted and U-591 immediately dived.  About an hour later, she surfaced again only to find an airplane in the vicinity; so she submerged again.  It was assumed that the British submarine had reported the presence of the U-boat and had received the assistance of the airplane in an attempt to locate her.

        Without further incidents, the coast of France was reached.  Instead of returning to her flotilla base at Brest, U-591 was ordered into St. Nazaire due to the congestion at Brest.  The exact date of her arrival could not be learned, but it was believed to have been Mid-April, 1943.

PREPARATIONS FOR NEXT PATROL.

        U-591 was berthed in the U-boat bunkers where she stayed about one month before being ready to resume her patrol activities.  During this time her cover name in the bunker was "Nordlicht".

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Chapter XI.  SEVENTH PATROL OF U-591

DEPARTURE.

        U-591 left St. Nazaire on her seventh patrol 17 May 1943, again bound for the North Atlantic area; she was alone except for the usual escort of a patrol vessel.

ATTACK BY AIRPLANE.

        Still on course 260⁰ T, U-591 was on the surface when she was surprised by a British Bomber in position 47⁰ 20' N., 11⁰ 52' W., 22 May 1943.  Immediately, both her 20-mm. cannons went into action and the crew believed that the bomber had been hit.  Similarly the airplane's machine gun fire raked the submarine.  (O.N.I. Note:  This may have been the attack delivered by Whitley D/10, which, while on submarine patrol, dropped six 250 lb. Torpex filled depth charges from a height of 100 feet, spacing 100 feet.  The airplane fired several rounds possibly injuring some crew members.)  The depth charges did no harm to the U-boat, but the plane's gun fire wounded U-591's Commander, Zetzsche, as well as a seaman.

RETURN TO ST. NAZAIRE.

        The U-boat submerged immediately and set course for her base as Zetzsche had a painful wound from a bullet which had pierced his shin.  U-591 returned to St. Nazaire 25 May 1943; Zetzsche was rushed to a hospital.

CHANGE IN COMMAND.

        On 20 June 1943 Oberleutnant Ziesmer arrived in St. Nazaire to take over the command of U-591.  With him came Leutnant (Ing.) Pipal, to replace Oberleutnant Schubert, U-591's Engineer Officer since her commissioning.

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Both had come from Berlin, stopping over at Brest.  Leutnant Junkers took the place of Leutnant Sauerbier, the U-boat's former Executive Officer.

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Chapter XII.  EIGHTH AND LAST PATROL OF U-591

DEPARTURE.

        U-591 left St. Nazaire 26 June 1943.  In addition to the standard complement of officers, Oberleutnant (Ing.) Schubert was taken along to instruct Leutnant (Ing.) Pipal, whose experience in the duties of an engineer officer on board a U-boat had apparently been limited.

        As protection against aircraft attacks in the Bay of Biscay, five boats left together from St. Nazaire.  They were U-591, U-604 commanded by Kapitänleutnant Holtring, U-598 commanded by Kapitänleutnant Holtorf, U-662 under Kapitänleutnant Heinz Eberhard Muller, and a U-boat commanded by Kapitänleutnant Dietrich.  The escort out of St. Nazaire consisted of a mine destructor vessel and two patrol craft.  All boats sped through the Bay of Biscay at high speed separating after about two days.  (O.N.I. Note:  U-662 was sunk 21 July, U-598 on 22 July, and U-604 was scuttled on 11 August 1943.  All were lost off or near the Brazilian coast.)

MEETING WITH U-487.

        Three days after leaving St. Nazaire, the boat commanded by Kapitänleutnant Dietrich was reported to have returned to her base due to engine trouble.  The other four boats were said to have met a supply U-boat, U-487 under the command of Oberleutnant d.R. Metz, during the early days of July 1943, when in approximate position 41⁰ N., 14⁰ W.  The U-boats just topped up with fuel oil, each receiving only about 30 cubic meters.

        Oberleutnant (Ing.) Schubert was transferred to U-487 from which he was believed to have ferried to a U-boat which was on her way back to the base after a rather long patrol.  This U-boat may have been commanded by

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Kapitänleutnant von Buchholtz.  Leutnant (Ing.) Pipal now took over all the duties of the engineer officer on board U-591.

PASSAGE TO OPERATIONAL AREA.

        Continuing a few days longer on her original course of about 240⁰ T, during which time U-591 and U-598 kept in visual contact, U-591 changed course to about 210⁰ T when at 39⁰ N., 17⁰ 30' W.  Her speed after the meeting with U-487, was her most economical, as she was not going to be supplied again until the completion of her patrol activities on the Brazilian coast.  In approximate position 28⁰ N., 25⁰ W. course was changed to about 200⁰ T.  The trip towards the bulge of Brazil was uneventful.  Several trial dives were undertaken, but otherwise the enjoyment of the passage was undisturbed.

ATTACK BY AIRPLANE.

        On 22 July 1943, U-591 sighted a patrolling aircraft and the order to dive was given immediately.  Shortly thereafter explosions of bombs were heard, but except for the temporary failure of some light switches no damage was done.  U-591 surfaced soon after, but again fond herself the target of a second attack, which she again eluded by crash diving.  (O.N.I. Note:  These were probably the attacks delivered 1228Z, 22 July 1943 at 04⁰ 23' S., 33⁰ 17' W. and 1358Z, 22 July 1943 at 04⁰ 30' S., 33⁰ 25' W. by planes of Bombing Squadron 107.  Planes from the same squadron delivered another attack in about the same vicinity and about the same time on U-598, and it was probably during the holding-down tactics that U-591 was sighted and attacked.)

CHANGE IN COURSE -- ARRIVAL IN OPERATIONAL AREA.

        After the attack, U-591 steered a southerly course, then changed to course 270⁰ T at about 08⁰ S.  She had arrived at her operational area and was ready to intercept any traffic that might be moving through the area assigned to her.

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Chapter XIII.  THE SINKING OF U-591

        After having patrolled inshore, U-591 was standing out to sea 30 July 1943; she was steering 100⁰ T and was proceeding at moderate speed.  Her bridge watch consisted of the First Watch Officer, a petty officer and two enlisted men.  The weather was clear and visibility unlimited.

VENTURA BOMBER ATTACKS.

        VB-127-B-10 was on air escort patrol with convoy TJ-2 when the wake of a U-boat was sighted from an altitude of 4,000 feet on a relative bearing of 355⁰.  The bomber's course was 130⁰ T, the U-boat was observed steering about 90⁰ T.  No radar contact was made as it was out of commission.  The range of the sighting was about 12 miles.

        The airplane achieved complete surprise after completing his run down sun and into the wind.  Six Mark 44 bombs, set at 25 feet, were dropped from a height of 50 feet, while flying at a speed of 260 knots.  The bombs straddled the U-boat, and one was observed falling on the deck.

U-591 IS HIT AND SINKS.

        The approach of the bomber had been so fast that no time remained to fire the 20-mm. cannon, though the order to man them had been given by the U-boat's commander.  One of the bombs fell close to U-591 and exploded to starboard, tearing a large hole in the pressure hull.  It was probably also the effect of this bomb which tore off the vent of one of the diving tanks; a rating thought that the main ballast tank must have filled as the U-boat settled quickly in the water.  A second bomb hit the 20-mm. cannon located on Platform II, demolishing the cannon, and, piercing the upper deck, fell into the pressure hull.  It may also have broken the high pressure air bottles

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located under the deck grating abaft the conning tower.

        The diesel engines of U-591 were still working and headway was still made.  Water was entering fast from the starboard side of the forward compartments and Ziesmer himself at one time had the high pressure air manifold in his hands; this was apparently torn loose by the force of the explosion as well as of the bomb which penetrated through the upper deck.  All electric power was gone, thus preventing any signal to be sent to the Commander in Chief U-boats.

        Ziesmer, realizing that his boat was doomed, gave the order to abandon ship.  The water was about three to four feet high in the control room when the last man to get out of U-591 climbed up the ladder to the bridge.  It could not be established whether the part of the crew in the after compartments ever heard the order to abandon ship or whether they were physically unable to escape.

        A few minutes after the bombs were dropped, U-591, which had been settling slowly, came out of the water again probably due to the fact that the forward hydroplanes were in the "up" position.

STRAFING ATTACK BY AIRPLANE.

        At this moment the attacking airplane came over for a second run and fired 280 rounds of 50 cal. ammunition at the boat.  U-591 sank quickly and quietly before this was over.  It should be noted, however, that none of the survivors who were in the water by that time were under the impression that they were being fired at, for they realized that the U-boat was still on the surface.

LIFE RAFT AND BELTS DROPPED.

        After circling, the Ventura dropped a life raft onto which those

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who were wounded were placed.  The other survivors took turns hanging on the raft.  Once a shark swam into the group brushing against one of the men.  The commander saw the shark but told his men that it was only a porpoise; his Quartermaster upheld him, although he was fully aware that the animal had been a shark.

RESCUE BY U.S.S. SAUCY.

        U.S.S. Saucy, which had been in the neighborhood of the attack, arrived on the scene about five hours after the sinking.  She picked up 28 prisoners while her crew kept firing at sharks which apparently had been following the ship.  One of the prisoners, still nervous and excited, jumped overboard after having been brought aboard the U.S.S. Saucy; he was under the impression that the shots were directed at his comrades rather than at the closely bunched sharks.

        The prisoners were landed at Recife at 2240, 30 July 1943.

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Chapter XIV.  GENERAL REMARKS

RADAR.

        A radioman, discussing the merits of radar for use on U-boats, stated that in his opinion radar would be of little use to U-boats.  Apart from the fact that it could be detected easily, confusion would result from the use of radar by U-boats.  Equipped with G.S.R., boats would be diving constantly not knowing from which source radar emanated.

MINES CARRIED ON R-BOATS.

        A prisoner who had served on R-boats up to the spring of 1941 stated that R-boats carried eight EM Mines.

        He furthermore reported that the type of mine called "Schildkrötenmine" is laid by R-boats as well as M-boats.  The mine is a magnetic ground mine and is hemispherical in shape.

SECRET MAPS.

        Prior to every patrol the commander od a U-boat received, personally, maps showing the location of enemy mine fields; if necessary, also maps showing anti-submarine nets and booms.  The locations are drawn on thin tracing paper which are then placed over the regular maps.

OPERATIONAL SQUARES.

        The larger operational squares were said to be subdivided into squares of about six miles.  It was stated that instead of steering a course for a certain longitude and latitude, the quartermaster would be ordered to pass through certain of these squares to the area defined by another of the small squares.

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U-BOATS IN THE BALTIC.

        A radioman reported that early 1943 about 40 to 50 boats were in the Baltic Sea for either trials or exercises.

HANOMAG E-BOATS.

        One of the prisoners stated that he had seen a submersible speed boat a Gotenhafen spring 1941.

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Chapter XV.  BASES

BERGEN.

        U-591 was at Bergen in February, June, October, and November 1942.  Each time she entered or left without escort, air or surface.  She was berthed in the same harbor as were other vessels, including fishing boats.  Prior to each patrol starting from Bergen, U-591 was depermed.

        U-boat crews live in five or six barracks about half an hour's walk from the harbor.  Many prefer to stay in the barracks rather than go to town giving as one reason "ocean water tastes better than Norwegian beer".

        When U-591 was first based on Bergen, she was attached to the Sixth Flotilla.  This was said to have been an adjunct of the Sixth Flotilla then located in Danzig.  After the Seventh Flotilla had been moved to St. Nazaire, the Sixth Flotilla prepared to move to that base; and at that time, June 1942, the Eleventh Flotilla was formed to take over the functions of the Sixth Flotilla at Bergen.

TRONDHEIM.

        It was stated that Trondheim was not a regular U-boat base and was only used to effect repairs.  The crews were quartered in a group of one story barracks, about quarter of an hour walk through the town.  Officers, petty officers and men were housed separately.  The facilities were described as being even more primitive than at Bergen.

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Chapter XVI.  MORALE IN THE U-BOAT ARM

        A chief petty officer freely discussed the waning morale of U-boat crews.  Although he was convinced that the technical instruction received by U-boat officers and recruits is just as thorough as ever, the attitude towards their branch of the service has changed.  No amount of pep talks alters the feeling that generally speaking the fat years are over and the lean and dangerous years have begun for U-boat crews.  Officers are now either too cautious, remaining under water at the slightest sign of danger and intent only on bringing the boat back, or they are foolhardy, in which case the chances of survival are greatly reduced.  Green crews react badly to either attitude and consequently the strain on them is much greater than in the days when U-boat crews felt they were leading a charmed life.  Men who have served in the U-boat arm for a longer time also feel the difference.  Their attitude is more fatalistic; nevertheless they know that each patrol may be their last.

        It was stated that the offensive weapons of the U-boat have been increased and improved constantly, but that the defensive armament has been neglected.  Officially, U-boat men are told that the airplane is not to be feared, but it may be that the knowledge that this is not so makes the men even more wary of airplane attacks.  It was felt by many of the crew that the U-boat arm has already lost the war.

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Annex A.  CREW LIST OF U-591 AN U. S. N. EQUIVALENTS OF GERMAN RANKS

	Name	Rank	U.S.N. equivalent	Age
	(Not on board)	Fregattenkapitän	Commander
	(Not on board)	Korvettenkapitän	Lieutenant Commander
	(Not on board)	Kapitänleutnant	Lieutenant
	Ziesmer, Reimar	Oberleutnant	Lieutenant (j.g.)	25
*	Junkers, Georg (?)	Leutnant	Ensign
	Lutz, Ernst	Leutnant	Ensign	21
	Pipal, Kurt	Leutnant (Ing.)	Ensign (Eng. duties only)	23
	Feigs, Dr. Gunther	Marinestabsarzt	Lieutenant (Med. Corps)	30
	Bundgens, Willi	Obersteuermann	Quartermaster (Warrant Rank)	29
*	Köhnke, Hans	Oberbootsmannsmaat	Boatswain's Mate 2cl
	Gerhardt, Ulrich	Bootsmaat	Coxswain	23
*	Müller, Karl	Bootsmaat	Coxswain
	Grühl, Josef	Matrosenobergefreiter	Seaman 1cl	21
	Jerney, Josef	Matrosenobergefreiter	Seaman 1cl	21
	Karbautzki, Franz	Matrosenobergefreiter	Seaman 1cl	22
	Kranz, Josef	Matrosenobergefreiter	Seaman 1cl	20
*	Littek,	Matrosenobergefreiter	Seaman 1cl
	Theurich, Karl	Matrosenobergefreiter	Seaman 1cl	20
*	Stutzmann,	Matrosenobergefreiter	Seaman 1cl
	Dörr, Konrad	Matrosengefreiter	Seaman 2cl	19
	Homrighausen, Heinrich	Matrosengefreiter	Seaman 2cl	19
*	Schorr,	Matrosengefreiter	Seaman 2cl
	Hess, Emil	Obermaschinist	Machinist	30
*	Pfingsten, Hugo	Obermaschinist	Machinist
	Brunck, Fritz	Maschinenmaat	Fireman 1cl	26
	Dieckhoff, Heinz	Maschinenmaat	Fireman 1cl	22
*	König, Kurt	Maschinenmaat	Fireman 1cl
*	Möller, Heinz	Maschinenmaat	Fireman 1cl
*	Schneider, Herbert	Maschinenmaat	Fireman 1cl
	Winter, Karl	Maschinenmaat	Fireman 1cl	21
	Aster, Arthur	Maschinengefreiter	Fireman 3cl	21
*	Baier,	Maschinengefreiter	Fireman 3cl
*	Berghaus,	Maschinengefreiter	Fireman 3cl
*	Bruchhauser,	Maschinengefreiter	Fireman 3cl
	Hässler, Bruno	Maschinengefreiter	Fireman 3cl	19
	Kirchoff, Heinz	Maschinengefreiter	Fireman 3cl	22
	Scheuchenstuhl, Franz	Maschinengefreiter	Fireman 3cl	20
	Stössel, Rudi	Maschinengefreiter	Fireman 3cl	20
*	Valbusch	Maschinengefreiter	Fireman 3cl
	Weinert, Gunther	Maschinengefreiter	Fireman 3cl	20
	Zwar, Erich	Maschinengefreiter	Fireman 3cl	20
*	Eberle, August	Mechanikermaat	Torpedoman's Mate 3cl
	Schmidt, Helmut	Mechanikergefreiter	Seaman 2cl	19
*	Vollerzen,	Mechanikergefreiter	Seaman 2cl
*	Kleindienst, Arno	Oberfunkmaat	Radioman 2cl
	Russ, Rudolf	Funkmaat	Radioman 3cl	23
	Pohl, Heinz	Funkobergefreiter	Seaman 1cl	20
	Becker, Fritz	Funkgefreiter	Seaman 2cl	21

  *  Indicates casualty.

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O.N.I. 250 - G/23 (U-591 Report)

OTHER U-BOATS AND U-BOAT OFFICERS

U-11	In spring 1942 Kapitänleutnant Georg Peters was said to have been commander of U-11.  (O.N.I. Note:  Peters had been reported U-11's First Watch Officer in 1939.)
U-89	A prisoner from U-591 stood by the construction of U-89 and had participated in the first two patrols of this U-boat.  She was commissioned at Lübeck probably in July 1941.  Her final overhaul took place at the Schicau Werft, Königsberg.  She sailed on her first patrol from Kiel about mid-May 1942, arriving at Brest the end of the month.  She left on her second patrol early in June 1942, returning to Brest mid-August.
	Her officers were said to have been:  Korvettenkapitän Lohmann, Commander; Oberleutnant Wenzin, of the 1936 term, First Watch Officer; Leutnant Wilke, Second Watch Officer.  (O.N.I. Note:  This may be Hans Joachim Wilke of the December 1939 term.)  Her Engineer Officer was Leutnant (Ing.) Hager, of the 1937 B term.  (O.N.I. Note:  Hager was taken prisoner when U-409 was sunk 12 July 1943.)  After the first patrol, Leutnant Marholz, who is not listed in the German Navy List, succeeded Wenzin as first watch officer.  (O.N.I. Note:  U-89 was sunk 15 May 1943 during an attack on a Gibraltar convoy; U-607 was sunk at the same time.)
U-405	This boat, under command of Korvettenkapitän Homann was in St. Nazaire when U-591 left on 26 June 1943.

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U-457	Commissioned 2 or 3 November 1941.  Her commander was Korvettenkapitän Brandenburg; the name of the Second Watch Officer was given as Oberfähnrich Weihert, who is not listed in the German Navy List; the Engineer Officer was Oberleutnant (Ing.) Werner Endesfelder of the 1937 A term.
	U-457 was believed sunk June 1942 while on patrol in the Arctic.  (O.N.I. Note:  According to another source, U-457 arrived at Bodë in July 1942.)
U-469	Her U.A.K. trials were held at Kiel the first part of October 1942.  The silent running tests took place at Sonderburg, Denmark, where it was discovered that her hydroplanes as well as rudders were noisy.  Mid October 1942 U-469 was subjected to tests of the Agru-Front.
	U-469 sailed from Kiel on her first patrol about mid-February 1943 after having her final overhaul at her building yard, the Deutsche Werke.  At this time, a combination radar and G.S.R. was installed.  Some time previous, a radioman was transferred to her because he had finished a course in radar.  (O.N.I. Note:  U-469 was previously reported as having left on her first patrol in March, 1943.)  Her commander was stated to have been Oberleutnant Jaromir Clausen whose promotion to the rank of Kapitänleutnant was rumored to have been held up because of his heavy drinking.  (O.N.I. Note:  An officer by this name is not shown in the German Navy List.  Prisoners from another U-boat have stated that U-469 is commanded by an officer named Strohmeyer, Steinhaus or Steinhoff.)
U-578	The fifth patrol of U-578 was said to have ended in June 1942.

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	Her commander was Korvettenkapitän Rehwinkel.  (O.N.I. Note:  U-578 is believed to have been sunk in October 1942.)
U-586	Commanded by Kapitänleutnant von der Esch, U-586 was seen in Bergen in December 1942.
U-589	Reported to have been commissioned 25 September 1941.  (O.N.I. Note:  The commissioning date was previously reported as August 1941.  U-589 is believed lost.)
KRÜGER	Leutnant Helmut Krüger left U-591 mid-April 1943.  He is now reported to command a 500 ton U-boat.  (O.N.I. Note:  Helmut Krüger is listed in the 1940 German Navy List as belonging to the 1938 B term.)
MERTEN	Korvettenkapitän Merten was reported to be an instructor in the Baltic, probably either at Gotenhafen or Memel.
MÜLLER	An Oberleutnant Müller, of the 1937 A term, was believed to be a U-boat commander.  His nickname is "Froschauge".
NEUMANN.	Korvettenkapitän Neumann, now commanding U-117, had previously commanded R-16 before going into the U-boat arm.
SCHONDER	Kapitänleutnant Schonder was stated to be at a Baltic base, either at Gotenhafen or at Memel.

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