PTE.006.

0001

KORMORAN SCHIFF 41 RAIDER G

WAR DIARY LOG KRIEGSTAGEBUCH

Translated by Barbara Winter.

This translation is offered for guidance only. If it is necessary to prove a specific point, microfilm of the original KTB is available in the National Library, Canberra as part of the Australian Joint Copying project.

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NOTES: This translation is offered as a service to researchers who do not understand German. I am neither a naval engineer nor an expert on optical precision instruments. If anyone wishes to make deductions from an item that seems odd, a copy of the relevant section of the KTB should be obtained and the translation checked. A small amount of technical material has not been translated, but is included in German. A few comments on content and translation and background material are indicated by enclosure in [*]. # followed by two letters and two figures indicates a grid reference on a secret naval chart. Rendezvous points and some ship names are enclosed in quotation marks. The Kormoran typewriters did not have italics and bold fonts. I have used italics for ships names to make them clearer, and bold to draw attention to salient points regarding wireless messages sent, use of aircraft and LS-boat, and significant comments by Detmers, especially in relation to his operations in November 1941. Speed designations: K.F. = Kleine Fahrt = lowest speed. L.F. = Langsame Fahrt = slow speed. H.F. = Halbe Fahrt = half speed. [Possible also Hchste Fahrt top speed] G.F. = Grosse Fahrt = high speed. A.F. = Alle Fahrt = full speed. A.K. = usserste Kraft = extreme speed. Also used are Marschfahrt (cruising speed) and Suchfahrt (search speed). The latter seems to be confined to usage by Kormoran. [As the scrawl of Dr List in a diary was barely legible, one translator rendered Marschfahrt as Manilfahrt, giving rise to the claim that Kormoran was headed for the Philippine Islands.] Other abbreviations: DeTe Dezimeterwellentelegraphie-Gert = a precursor of radar. E.K.K. trials. Erprobungskommando fr Kriegsschiffneubauten = Testing Department for new warships. F. d. Luft Fhrer der Luft = Air Commander (air-sea liaison). K.M.W. Kriegsmarine-Werft = Naval dockyard. LS-Boot Leichtes Schnellboat = light E-boat. N.V.K. trials Nachrichtenmittel-Versuchskommando = Signals Trials Department. NWa Amtsgruppe Technisches Nachrichtenwesen = Intelligence, Technical Section. Ob.d.M. Oberbefehlshaber der Marine = Supreme Commander of the Navy. OKM Oberkommando der Marine = Supreme Command, Navy. Pak Panzerabwehrkanone = anti-tank gun. (3.7 cm) Skl Seekriegsleitung = Naval Operations Command (also SKL) Sm Seemeilen = nautical miles (also knots). T.E.K. Torpedoerprobungskommando = torpedo trials. T.Fl. Torpedo boat flotilla.

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KTB (KRIEGSTAGEBUCH): SCHIFF 41. Date and Report of position, Events, time, wind, weather, state of sea, light conditions, visibility, moonlight, etc. 9.10 1200

Deutsche Werft[*shipyard] Finkenwrder 2200- Bubendey-Ufer 2300 10.10 0800 Bubendey-Ufer, Hamburg 2220 K.M.W. Kiel. Equipment wharf. 11.10 K.M.W. Kiel

Ship commissioned. Moved to Bubendey-Ufer. Taking on oil.

Cast off for trip to Kiel. Made fast. [*Kriegsmarine-Werft = naval dockyard]

Taking on live ammunition, torpedoes, main provisions and equipment, artillery and torpedo practice ammunition, remaining equipment, oil.

12.10 K.M.W. Kiel Equipment. E.K.K. harbour trials. [* Erprobungskommando fr Kriegsschiffneubauten = Testing Department for new warships.] 0820 K.M.W. Kiel Fire in Electrical plant II. Main starboard cable from E-plant II not battleworthy, repairs can be made during the trip and trials, also the provision of measures to prevent a repetition. Decision: carry out programme as planned. 13.-14.10 K.M.W. Kiel. Equipment Wharf 15.10 0800 Kiel 1230 Kiel, Buoy A 12. 2200- Kiel, Buoy A 12.

Equipment. Harbour tests.

Cast off to swing compass. Made fast. Equipment, E.K.K. harbour trials, testing wireless equipment. Air raid alarm, 22.45. Bomb hit 10 m 0215 behind poop. No damage.

One aircraft taken aboard. Equipment. E.K.K. harbour trials, wireless put in order. The trial of the bow protective equipment [* mines], planned for 17.10, will be put off until Gotenhafen on account of the danger of mines in the western Baltic. [*Gotenhafen = Gdansk; no political conclusions to are intended from this usage.]

16.10 0630 Kiel, Buoy A 12.

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17.10 0630 Kiel, Buoy A 12. Second aircraft taken aboard. E.K.K. harbour trials. Trial of state of readiness of wireless installations. Equipment ended except for equipment according to SKL U I c 1951.40 Secret Order of 26.7.40. Postponed owing to lack of time. [*Contents of this order are unknown; possibly concerns radar.]

18.10 0700 Kiel, Buoy A 12. Ready for sea. Boat hoisting equipment failed. Captain's boat fell into the water. Boat slightly damaged. No human injuries. Boat handed over to shipyard. Boat hoisting equipment is unserviceable for this ship. Kiel, Buoy A 12. Cast off. Proceeded to Gjedser with mine-sweeping escort. Fuel consumption test on the way to Gotenhafen. Main engine 3 dropped out owing to failure of charger blower. [Aufladegeblse]

0758 2058

19.10 A.M. Off Hela. 1530 Gotenhafen, Basin V. 20.10 1130 Gotenhafen, Basin V. 21.10 0800 Gotenhafen, Basin V. 2000 Neufahrwasser, Buoy. Landfall buoy

Calibration of gunnery for distance. Made fast.

Rolling trial. [*Schlingversuch?] Otherwise rest.

Put to sea for turning circle trials based on Kahlberg, followed by mile trials. Calibration of torpedo tubes for distance. Anchored. [*Ansteuerungstonne]

22.10 0800 Neufahrwasse, Buoy. 1755 1845 Off Neufahrwasser. 23.10 0800 Off Neufahrwasser. 1740 Off Gotenhafen. 24.10 1815 Off Gotenhafen. 5546'N; 1901'E.

Ready for sea. Engine tests, mile trials, steering test. Calibration of torpedo tubes for distance. Main engine I dropped out through failure of a piston. Anchored.

Ready for sea. Test of bow protection. Cutting mines off Pillau. Anchored.

Ready for sea. Camouflage exercises. Deep anchoring trials in 85 metres of water with 150 m chain.

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25.10 0810 5546'N;

1901'E.

1735 Gotenhafen, Basin V 26.10 Gotenhafen, Basin V 27.10 Gotenhafen, Basin V 28.10

Anchor raised without problems, followed by camouflage exercises. Made fast.

Taking on mines. Taking on mines.

Ready for sea. Trial of DeTe-apparatus, instruction in Divisions; cruising and action stations. 1820 Off Gotenhafen Anchored. [* DeTe = Dezimeterwellentelegraphie-Gert, a precursor of radar.] 29.10 0935 Off Gotenhafen 1736 Off Gotenhafen 30.10 0930 Off Gotenhafen 1615 Gotenhafen, Basin V 31.10 Gotenhafen, Basin V Taking on light speed boat. [*LS.3 = light E-boat] While careening for painting of the waterline it was discovered that in Division VII a plate below the waterline is leaking without external cause. Welded with ship's equipment.

Gotenhafen, Basin V

Anchor raised. Test of radar with steamer Freiburg Anchored.

Ready for sea. Sea trial taking on oil from supply ship Dithmarschen. Made fast.

1.11 0825

Gotenhafen, Basin V Put to sea for torpedo trials. 1300 Off Zoppot Anchored. Boat exercises, evening action training. [*T.E.K. = Torpedoerprobungskommando = torpedo trials.] 2.11 0800 Off Zoppot 1415 Gotenhafen, Basin V 3.11 Gotenhafen, Basin V 4.11. Gotenhafen,Basin V Gunnery practice not possible on account of bad weather, therefore training in harbour. LS-boat adjusted and taken aboard.

Ready for sea. Torpedo trials. Made fast. Torpedo section is ready for action.

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5.11 0800 Gotenhafen, Basin V 1815 to 1841 2003 Off Gotenhafen 6.11 0832 Off Gotenhafen 1000 to 1140 1250 5434'N; 1909'E. 1408 5434'N; 1909'E.

Cast off for target practice. [*Abkommschiessen] Searchlight practice. Anchored.

Anchor raised. Anti-aircraft practice, then manoeuvre Buoy overboard. Deep anchoring trial with starboard anchor in 75 m water with 100 m chain. Anchor raised without problems, followed by gunnery practice and an approach run with 15 cm practice charge. Gunnery practice. Two night approach runs. Anchored.

1730 to1900 1932 Off Pillau 7.11 1215 Off Pillau 1355 to 1645 1800 to 1920 2123 Off Gotenhafen

Anchor raised. Gunnery practice [*Kaliberschiessen] Four daylight approach runs (1 approach with practice charges, 3 with live ammunition). Night gunnery practice; one run with practice charges with searchlight illumination, one with live ammunition and star shell illumination. Anchored.

8.11 1234 Off Gotenhafen Anchor raised. N.V.K. trials. [Signals Trials Department.] [*N.V.K. = Nachrichtenmittel-Versuchskommando] 1651 to One aircraft set out. Sent to Pillau for repair of a wing bolt. 1655 (There are no spare bolts on board.) 1906 Off Gotenhafen Anchored. 9.11 (***) Off Gotenhafen 1347 Off Gotenhafen 1715 Off Gotenhafen 1800 to 2043 2048 Site of accident: 5451.1'N; 1939.1'E Wind: WSW, 2-3 2053 Sea: 2-3

Anchor raised. N.V.K. trials and training exercises. Anchored. N.V.K. trials ended. Radar is operational, however owing to sensitivity to weather influences is not usable in this form. Anchor raised. Night action exercise. Man overboard. Able Seaman Erich Dembnicki N 2307/38 S fell through the open starboard torpedo hatch while the above water tube was being swung. Two night rescue buoys were . thrown; turned ship. Cutter and motorboat lowered. Swell from NW. Search supported by searchlight. Ship itself. searched Search unsuccessful.

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2305

Both boats hoisted. While setting in the cutter, the davit rope broke. Equipment for hoisting boats is not usable in this form. Gunnery exercise abandoned. Return to Danzig Bay.

10.11 0222 Off Hela 0900 0940

1145 to 1245 1358 Gotenhafen, Basin V

Anchored. Anchor raised. LS-boat set out for practice run, was soon incapable of moving, because of water in the oil; fished out again by the ship. Thereupon action practice. Engine trials at full speed (A.F. = 18 kn) Made fast.

11.11 Gotenhafen, Basin V Beginning of remaining work and taking on remaining equipment. Conference with building supervisor of the Deutsche Werft, Gotenhafen, and representatives of the conversion shipyard. Discussion with representative of the Oberkommando Marine [*Supreme Command, navy] concerning the remainder of the work and further intentions. Apart from making good the damage from the gunnery, the following major work is to be done: 1.) Improvement of the hydraulics on the guns. (Work far too slowly.) 2.) Alteration of the gear for setting out boats and equipping with a handy life boat. 3.) Supply of blackout adequate for a warship. 4.) Change of the radar apparatus. 5.) Provision of the most important spare parts for the electric motors. 6.) Removal of the warning gun in the bow. The following solutions were found: to 1.): the cross-section of the conduits on the camouflage flaps of the 15 cm guns is to be increased. An improvement of the hydraulics on the anti-aircraft guns will be given up owing to lack of time. to 2.): the previous gear for setting out the boats will remain. Special fittings with hemp tackle will be built in. The material for this will be supplied by Hapag ships in harbour. The requested 7 m cutter cannot be obtained. Kiel arsenal agrees to the provision of a 5 m fishing steam cutter. This replaces the barely seaworthy and superfluous captain's boat, which will be handed over. The davits will accordingly be moved closer together. to 3.) Deutsche Werft Gotenhafen will build in the rubber caulking material which is missing on the external doors and deadlights, and replace and complete the inappropriate sash locks and cotter pins. [*Vorreiber und Vorstecker] In addition, lamps will be shifted, key switches and automatic bulkhead switches will be built in at least in the most important places. to 4.) Since OKM (NWa) reports that no front-ready radar set is available, nor could one in a short time be fitted to retract, D.W. will build a protective box of plate metal around the set. [*NWa =Amtsgruppe Technisches Nachrichtenwesen = Intelligence, Technical Section]

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to 5.) The delivery difficulties for the extensive requirements of a diesel-electric ship are indeed heightened by serious transport problems. However, insufficient initiative in the responsible authorities must be determined. The problem is now solved by sending engineers, petty officers and divisional NCOs to Wilhelmshaven, Kiel and Berlin to bring the replacement parts by truck or as personal luggage. to 6.) Although the ship has not yet experienced any heavy sea, it has become clear that the hatches of the warning gun in the forecastle entail a serious danger for the entire foreship. The gun is therefore to be taken out, the hatches welded shut. A detailed report on these points concerning rebuilding will be submitted separately. 12.11 Remaining work. On 11th and 12th, the Commandant of Ship 21 [*Ruckteschell of Widder] reported about his experiences. The exchange of opinions with him was at this point of time very useful, as I could still undertake alterations and assess suggestions. 13.11 14.11 15.11 to 17.11 18.11 Remaining work. Remaining work. Remaining work; completion of provisioning. Remaining work; taking on ammunition (additional 150 high explosive shells, nose fuse) Remaining work; oiling.

19.11 20.11 1120 to 1350

Inspection and farewell by Ob.d.M. [*Oberbefehlshaber der Marine = Admiral Raeder]

21.11 to 23.11 Remaining work. Building-in two modified 3.7 cm anti-tank guns, 800 rounds for them. Commandant's official visit to Operations and Gruppe Nord. Besides the general information I was particularly concerned with the views of both staffs concerning the possibility of a break-through via the English Channel and over the ice conditions in the Denmark Strait. Despite the unfavorable ice conditions reported by the fishing trawler Sachsen, I decided to make the breakout through the Denmark Strait. If this should become impossible on account of a further advance of the ice, then I would try to break through the Faroe Island Narrows during poor visibility. The date for going out through the Skagerrak was set for 7.12. On 14.12 it would be full moon. Gruppe Nord would have preferred that I passed through the Denmark Straits before full moon, but had no escorts available earlier. As far as I was concerned, the full moon was satisfactory on account of the uncertain ice conditions. 24.11 Remaining work.

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25.11 2030 to 2130 26.11

Remaining work. Training exercises. Night action practice at the pier. Test of the blackout provisions.

Remaining work. Training exercises. Exchange of star shells 3.6 for star shells 4.3. (Experience from gunnery division.) 27.11 Remaining work. Training exercises. 3,000 rounds for 3.7 anti-tank guns taken on. Provided by the army, since the 800 rounds provided by the navy were not sufficient for the proposed purpose. 28.11 0900

Readiness for sea postponed for an hour on account of engine trouble. Action and Cruising Stations exercises carried out. I intend to test the operating range tables of the E.K.K. again by a longer trial at normal settings (2 motors for the propulsion network, 1 for the ship's network), since the results lie considerably below those expected. Moreover, the installations changed during alterations must be tested and the crew introduced to the various tactics of an auxiliary cruiser. 1200 Off Hela, For the first time the ship and crew meet heavy weather. The ship rolls Wind WSW 6-7 extraordinarily badly for her size, perhaps the short steep sea does Sea 6 not suit her. The crew comes through very well. 1258 to Gunnery practice with 3.7 cm anti-tank gun. 1315 . 2000 to Night action exercise. 2100 29.11 1000 Off Hela

Fuel trials ended. No significant deviation from the E.K.K. values. Cruising Stations exercise [*Rollendienst]; boat manoeuvres. 1133 Off Hela Anchored. 1300 Off Hela Anchor raised. 1330 to Oiling attempt over the poop (without partner). Attempt is cumbersome 1530 and time-consuming on account of the poor space conditions on the poop deck, otherwise runs quite satisfactorily. 1636 Gotenhafen, Basin V Made fast. 30.11 Gotenhafen, Basin V Remaining work, remaining equipment. 1.12 Gotenhafen, Basin V Remaining work, remaining equipment. Taking on as ordered additional 400 rounds 10.5 cm and 3,000 rounds 2 cm ammunition for U-boats.

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2.12 Gotenhafen, Basin V Remaining work completed. Considering the scarcity of available materials, Deutsche Werft Gotenhafen has done good work. The ship is ready for sea, apart from the missing aircraft and the box of gauges for the electrical department. According to the experiences of the HSK, the aircraft are adapted and ready at Holtenau and will be brought over as soon as the weather is good enough for flying. The gauges ordered months ago cannot be done without. The ship which has up till now been painted light grey will be repainted dark grey-blue on the hull, without diagonal stripes, so that, with its wooden cannon it looks like a blockade breaker. The ship now draws 8.8 metres at the stern, 7.8 m at the bow. 3.12 Gotenhafen, Basin V The aircraft arrive in Putzig in the morning. Further inquiries disclose that the box of gauges is in Hamburg. That is no use to me, because on the morning of 4.12 I am supposed to be picked up by the escort of the B.S.O. off Adlergrund. The E.K.K., whose co-operation during the whole time was exemplary, places its own box of gauges at our disposal. By midday it is on board. We can manage without all the other pieces of equipment which are still missing. [B.S.O. = Befehlshaber der Sicherung der Ostsee; Baltic Security Commander] 1405 Gotenhafen, Basin V For the last time: Cast off. 1545 to Danzig Bay Both aircraft taken aboard. 1627 My good old Schoemann makes a farewell circuit around us. [*Destroyer Hermann Schoemann, Detmers' previous command] 1645 Westward trip begun. 4.12 0658 Point Green 03 0958 Point Green 03 WSW 2-3, overcast, hazy, poor visibility. 2247 Point Red 15 5.12 0811

Anchored. Escort delayed. Anchored raised. Escorted by Blockade breaker VI, proceeded to Point Red 15. Carried on despite the darkness in order to reach day's target. Anchored.

Great Belt Anchor raised. Proceeded in company with Blockade breaker XII SW-W 5, freshening, . to NW 6-7, overcast, hazy, fair visibility. 1822 Seelandsreb. Dropped anchor in allotted position. Point Red 27 Anchor holds badly, as ground drops away in the direction of the wind 1956 Anchor raised, as ship is drifting. 2013 Anchored with 2 anchors. [*Seelandsreb.: probably off Sjlands Odde, a promontory on the NW edge of the island of Zealand.]

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6.12 Kattegatt. 06.10 NNW 6-7, dropping Ship swings, anchors threaten to break loose; one anchor raised. to SE-S 1; cloudy; dropping visibility. 0720 Anchor raised. Proceeded in company with Blockade breaker XII. 1549 Frederikshaven roads Anchored. 7.12 Skagerrak 0600 NNE 5-7, later Anchor up. Proceed with Blockade breaker XII. 1 T.Fl. with 3 boats 0610 turning and dropping, joined. [*T.Fl. = Torpedo boat flotilla] 0830 medium visibility. Blockade passed. Blockade breaker XII discharged. Proceeded at 17 knots with 1 Torpedo Flotilla at submarine protection over Black 23 and 26 through the outer break in the mine blockade at Kristian Sound. Submarine and aircraft cover by units of Fighter Command East and F. d. Luft are on hand. [Fhrer der Luft = air-sea liaison] 1715 Air cover withdrawn. 2043 North by west 7-8, Torpedo boats cannot maintain speed against the sea. heavy sea, good Discharged on account of storm warning. visibility. Since Kormoran also loses speed in the heavy sea, passing the narrows between the Shetlands and Norway during darkness is no longer possible. On account of the heavy sea, speed reduced to 15 knots, later to 12 knots. My misgivings about the mines are reinforced by the report that in the torpedo room 2 torpedoes have torn themselves loose and slid across the room. Hence decision to put into Stavanger. 2347 Over to course 49. 8.12 Waiting for S.B. 3 short signals unsuccessful. On account of submarine danger, S.B. now requested by wireless through naval commandant Stavanger; thereupon S.B. shown for a time. Shortly before turning into entrance, Hvidings lights turned off. Ship gets free of the first skerries with difficulty and in the heavy sea remains on the spot until the lights come on again. [*S.B. = Strassenbeleuchtung? Leading lights.] Off Karm Sound Arrived. No pilot available. Ship waits here until dawn, in order to find then a favorable anchorage. Dusaviki Bight Anchored. Arrival reported to Operations and Gruppe Nord by teletype. Request the naval commandant to allot a remoter anchorage. Dusaviki Bight Up anchor with a pilot from the naval commandant. Tostenskjr Bight Anchored. More favorable anchorage. Total distance from Gotenhafen: 933 nautical miles. Teletype received from Gruppe Nord for night trip to Hjeltefjord and continuation from there on 9.12 in the evening. This order does not correspond with the result of the discussions at Gruppe on 23.11. Since there was sufficient time, I replied to Gruppe: After yesterday's experience, I cannot take responsibility for a night trip through the skerries without a pilot. Pilot undesirable because of camouflage. If trip through skerries absolutely essential, request permission to move by day. As already reported in person at Gruppe, I consider the route outside the skerries more favorable, as ship of this type and size is Off Hvidings

0800 1121 1612 1753 2100

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conspicuous here. Presence of illegal Norwegian wireless transmitter confirmed by naval commander Stavanger. 9.12 0300

New order arrived, which corresponds completely with my intentions, although Gruppe considers it less favorable. After the experiences during the night of 8.12, the submarine danger off Utsire is not very great on a bright night with a heavy sea. If a submarine has seen me entering port, it must assume that I would proceed northward through the skerries. It can hardly expect that I would leave Stavanger again on the evening of the 9th. The 9.12 is used to refasten the torpedoes, which have suffered no significant damage, to repair minor sea damage, and to paint out the last light grey stripes on the hull, as I can hardly count on being able to do any external painting in the present weather conditions in the north. A short discussion with the commandant of Fighter Wing 706 [*Gr. = Gruppe] over the enemy air situation in recent times. The fighter squadron flies submarine patrol from 1600 hours until dark. 1609 South by west 5-6 Up anchor, in order to stand off Karm Sound by nightfall. in gusts 7-8, There the ship comes into a heavy rain squall, in which put to sea at medium visibility. full speed.. The squall is so thick that we cannot see Hvidins. Thus we put to sea unseen. During the night the wind drops, it becomes very light, the ship rolls heavily in the south-west swell. 10.12 0700 SSE 3-4, swell Passed Stadlandet, to course 36, in order to give enemy air from SW, medium reconnaissance the impression of a voyage to Narvik. visibility later good visibility. 1200 6336'N; 550'E. Clocks put back one hour. Day's run: 359 nautical miles. [* n.m.] Total run: 1292 n.m. No enemy air reconnaissance discerned. 1700 Course 307; course passes about 200 n.m. north of Iceland. It is proposed to camouflage the ship the next day. In the evening twilight preparations made: wooden cannon, gaff and naval signal gear dismantled. [*Depending on which authority you consult, the old British nautical mile was 1853.184 metres; a German nm was 1852.25 metres; the US and International mile is 1852 metres.] 11.12 NNE 2-3, west swell, overcast, medium visibility. 1000 Course 358, as at this time one must take into consideration the arrival of enemy air reconnaissance. Ship is painted; superstructure and masts brown, superstructure amidships and boats with external hull colour dark blue-grey, smokestack black with red ring. I have decided not to use any of the prescribed camouflage models, because they do not suit this area and are too conspicuous. The present colouring is inconspicuous and a good protective colouring. In an emergency we are Viacheslav Molotof 7500 gross tonnage, registered Leningrad, signal letters UPDA.

Tostenskjr Bight

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1200

1344

683.5'N; 021'W. Clocks put back one hour. Day's run: 390 n.m. Total run: 1682 n.m. At 6830'N Course 270. The midday consultation with the meteorologist on board [*Dr Wagner] indicates that a depression can soon be expected near Denmark Strait. In order to be able to take advantage of this bad weather front, I want to reach the starting point for the break-through as soon as possible.

12.12 In the forenoon the wind changes to SE and freshens. Swell from NE. Nothing can be seen of the approach of the depression expected from the SW, so it is presumably small. Thus I continue on 270, in order to press on to the edge of the ice, if the depression leaves us in the lurch. 1200 6829'N; 1610'W. To the break-through course of 245. There was no reason for SSE 3; swell from NE; this, except that I felt that it was correct. overcast; good visibility. Day's run: 348 n.m. In the course of the afternoon, the development of the weather, Total run: 2030 n.m. contrary to the prediction of Gruppe Nord, seems to confirm the correctness of the decision. A weather front with medium to poor visibility is passing through. At 2000 hours, the clouds suddenly part. It is full moon, bright as day. Under these conditions, I must postpone the break-through. 2002 Course 270, in order at least to test the edge of the ice as reported by Sachsen. High swell from SW comes up and crashes against the old swell from the north. The great ship rolls and pitches like a destroyer 34, but the changes undertaken in Stavanger to the lashing cables on the torpedoes prove themselves. Towards 2200 hours, a typical bad weather front comes in from the south-west. As I am already in the latitude of Straumnes, I want to go through on this. The wind suddenly turns. 2200 NE 5-6 later 8, sea Course 245. With little change of course, we keep south 6-7, long high swell of the edge which announces itself through trails of mushy ice. from NE and SW, hazy,snow showers. 13.12 0400 NE 5-6, later shifting 0448 E to SE and dropping, overcast, local rain, otherwise good visibility. 1200 6518'N; 3146'W Day's run: 421 n.m. Total run: 2451 n.m. Course 230. Break-through unseen succeeded. Ship rolls heavily in the confused swell. From 17.5 knots to 14 knots. I want to keep on as much speed as possible, in order to get further away from Iceland. Clocks put back one hour. Crew have given the ship the name Rollmoran.

1700 2135

After pump broken down. Repaired on board. Wireless message (W/T) from Gruppe Nord received, notifying of favorable night for break-through. Unfortunately 24 hours too late. 2348 At 37 longitude West Course 180. Till now I have remained so far north because I take enemy air reconnaissance along the line Reykjavik-Cape Farvel into consideration.

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14.12 0920 W 5-6, later SW 8, Sea 7, heavy NE and SSW swell, overcast, fair to good visibility. 1010 1200 620'N; 3650'W Day's run: 331 n.m. Total run: 2782 n.m.

Reduced to 12 knots. Ship makes heavy going of it.

Reduced to 9 knots, in order not to endanger the flaps of the guns and torpedoes. Speed according to log 5.5 knots.

15.12 0800 SSW 5-6 freshening to 10; Sea 8-9; heavy swell from W and SW. 5829'N; 3743'W Day's run: 139 n.m. Total run: 2921 n.m.

Hove to. With revolutions for 7-9 knots, the ship lies quite well at 2-3 Dez [*Dez = 10 , hence 20-30= 10 deg] to the sea. The sudden heavy occasional electricity usage of the propeller engines causes concern. A little water is coming through the mine doors. Course 230-270 according to the sea.

1200

16.12 WSW-W 7-9 in gusts 10. heavy swell from W and WSW, cloudy, good visibility. Ship hove to. Ship takes on hardly any water, has a very pleasant movement and steers excellently even with very little way on. Despite these good sea qualities, she rolls so heavily even in a slight sea that use of the weaponry, especially of the two guns in the hatches, very quickly becomes impossible. Since the merchant navy officers, on the basis of their experiences with ships of this type, consider the movement to be too quick, and the ship too stiff, I decide to alter the trim. As far as possible, the oil is pumped out of the double bottom into the elevated storage. 5739'N; 407'W The storm is gradually abating. Day's run: 93 n.m. Total run: 3014 n.m. W/T that Operations is taking over command. Position report therefore not necessary. At the same time an order to be at Point Red on 6.1. to provision Uboat. Prohibition of attacks on merchant ships north of 40N repeated. Passing of route to Canada to be reported by short signal. SW 4-5; Sea 4. Course 170, 12 knots. Cross swell. Course 150, in order to steer towards the narrowest part of the North Atlantic convoy route. W/T received concerning the U-boat rendezvous time schedules.

1200

1500

1632 1735 2114

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17.12 0815 WSW-W 6-7 dropping to 2; Sea 3; SW swell, clear to cloudy, good visibility. 1200 5341'N; 3701'W Day's run: 278 n.m. Total run: 3292 n.m. 1353 1442

To 17.5 knots. North Atlantic route reached; lookout on forward crosstrees manned.

Smoke cloud at 210 true. Turned to east (121) Back to course 150. Smoke cloud out of sight. According to my bearings and the reports from Operations, I am passing between convoys HX 94 and HX 95. The ship is still rolling heavily. With the change of trim we seem to be on the right track. Actually that ought to have been discovered in Hamburg mathematically. Because of the importance of this question for the battle-worthiness of the auxiliary cruiser, it should be useful to entrust this task to an experienced loading officer of the Naval Office when an auxiliary cruiser is being rebuilt and equipped.

18.12 0000 S 3; light NW swell; Course 180. cloudy, good visibility. 0724 Steamer in sight at 200. Evasive action to eastward. 0748 Returned to course 180. Steamer is a large tanker in ballast. which is apparently on the track AS 6 towards the west. Pity that we are not allowed to do anything here yet. 0837 Tanker out of sight. 1012 Passed North Atlantic route; to 14.5 knots. 1200 4744'N; 3426'W. Day's run: 384 n.m. Total run: 3676 n.m. 19.12 0000 NNW 3-4 freshening to 5; Sea 4; confused swell from NW and SE. 1200 4214'N; 3516'W. Day's run: 351 n.m. Total run: 4007 n.m. 2240 (0040 GMT) 2337 Course 190.

Passed to south of latitude 40N. Reached first operational area. I intend at first to rove around the route between West Indies and Azores. Sent Short Signal to Operations: My (0137 GMT) position is # CD 63. Sent to Norddeich [*Wireless station] that at present they can be heard at strength 5 without interference.

20.12 0040 N-NW 4-5; rain squalls; NW swell;

W/T from Operations: Position required urgently on account of U-boat provisioning.

PTE.006.0016

1200

cloudy; good visibility. 3624'N; 3648'W Day's run: 339 n.m Total run: 4346 n.m.

1744 2015 2259

War watch discontinued. Auxiliary cruiser watch. i.e.: Day: 1 officer, 1 petty officer on forward crosstrees; 2 lookouts on the gunnery director posts; 2 normal sea lookouts. Night: reduced war watch; bridge lookout strengthened by 1 petty officer; radar brought out. Course 239. (Route AI 5). To 9.5 knots, most economical speed. W/T that the new short signal book is released for our use in urgent cases. Since the short signal of yesterday (0059 GMT) night has not been confirmed and Operations urgently needs position, short signal for Operations sent to Kiel: "My position is # DF 23."

Course 130. I should like to save even more oil. Since the engines are not at full capacity, the boilers for steam production drop out. Steam production per boiler at full capacity about half the performance of an auxiliary boiler. [*Kormoran did have boilers: for production of fresh water, not propulsion.] 1555 Engines to full capacity, boilers in full use. 1 auxiliary boiler shut down. Ship makes 13 knots. 22.12 0241 E 1, later SW 1-2; On course 234 turned towards the light NW swell; second Aruba route (AK 1). variable cloud, very good visibility. 1200 3036'N; 3838'W. Day's run: 299 n.m. Total run: 4887 n.m. 1320 First birth notice received. Now we know that our families have been notified. 1646 W/T from Operations: (1846 GMT) 1.) No U-boat provisioning. 2.) Area 10-30N and 20-30W, 5-20.1.41 reserved for an Italian submarine. 3.) Until further notice, remain in current operational area. As I suspected, I now have the U-boat equipment on board for a long time as ballast, for the torpedoes and gunnery ammunition do not fit my weapons. In addition, one of the decks for prisoners is unusable on this account. Since the AK 1 route has not brought anything, I will cut diagonally across both routes, hence 1753 Course 270. The change of trim has brought a slight improvement, the ship rolls less. As further oil is used, the trim must become more favorable.

21.12 0216 N 4-5 later NE 2-3; (0416 Sea 2; light NW GMT) swell, clear to cloudy, very good visibility. 1100 1200 3344'N; 3936'W. Day's run: 242 n.m. Total run: 4588 n.m.

Kiel confirms, that short signal received strength 5.

PTE.006.0017

23.12 SW 4, later NW 1; Sea 3; WSW swell; variable visibility. 1200 3000'N; 4223'W. Day's run: 205 n.m. Total run: 5093 n.m. 24.12 WSW 1-2 freshening to overcast;SW 6-7; rain showers, variable visibility. 0853 1200 2941'N; 4544'W. Day's run: 214 n.m. Total run: 5297 n.m. Since the individual routes do not bring anything, I intend to search through the crucial point of the English course chart (23N, 25N, 43W, 32W), therefore

1800 to 2200 2039

Course 170. In the warmth which here already corresponds to a European summer, it is already clear that the ventilation in the crew quarters is insufficient. This is particularly bad in the petty officers' sleeping quarters in Section VI. The walls of this room are hot, as forward the boiler room shaft cuts through it, and the drying and ironing rooms are situated on the port side. This situation is improved with materials on board by diverting a ventilation channel and making alterations in the insulation. The ventilation of the bread storage must also be altered. After a few days' storage, the fresh bread is completely mouldy. In addition a bread storage space is being built on the upper deck. Christmas celebrations; opened by the Commandant with an address over the loud-speakers. W/T. Christmas greetings from Ob.d.M. [*Admiral Raeder] received and conveyed over the loud-speakers.

25.12 0800 SW 2-3, later NW 4, Sea 3; clear to cloudy; very good visibility. 1200 2619'N; 4459'W. Day's run: 204 n.m. Total run: 5501 n.m.

The new switching system has brought a considerable saving in oil. New trial: 1 motor at full power for the propulsion network, 1 motor for the ship's network, 1 auxiliary boiler shut down. Ship makes about 10 knots.

1220 1222 2100

Course 135. Receipt of KR [*?] from Hipper. Course 95.

26.12 0115 NW 2-3, later turning W/T. Political [*international] situation report received south. Sea 0-1; light from Operations. swell; overcast; rain; variable visibility. 0117 W/T. over new division of operational areas. For the present, we stay here, in order to learn the patience which is so necessary for an auxiliary cruiser, for after the first 7 days in the operational area it is clear that at least not much traffic runs here. 0925 S.O.S. Report from Baden received.

PTE.006.0018

1200

2433'N; 4040'W. Day's run: 275 n.m. Total run: 5776 n.m.

27.12 S 3, light NW swell, moderate showers, otherwise very good visibility. 1200 2414'N; 3630'W. Day's run: 229 n.m. Total run: 6005 n.m. 1835 W/T received with statement by Dutch seaman, that La Plata ships travel 400 n.m. west of the Azores to 10 n.m. west of Fernando Noronha. The man has no idea; apart from us, nobody is travelling here. 2219 Hipper has returned safely to Brest. 28.12 0848 S-SE easing, long NW swell, very good visibility. 1200 2332'N; 3227'W. Day's run: 238 n.m. Total run: 6243 n.m. 1930 29.12 SE 2-3, long NW swell, clear, light haze, good visibility. 1200 2028'N; 3020'W. Day's run: 219 n.m. Total run: 6462 n.m. 1404 to 14.50 Stopped. I intend to use the good weather for the first aerial reconnaissance. With the rolling of the ship, however, the aircraft cannot be controlled; the elevator is damaged on the backstay. Attempt abandoned. The new switching of the engines has proved itself and has been given the designation Search speed [*Suchfahrt] Fuel usage 15-16 tons per day. 15 minute readiness for Full Speed. (17 knots) With this switching we have a sea endurance of about 7 months. I have come to the conclusion that the Central North Atlantic is hardly travelled. Traffic probably goes on one of the two convoy routes and through the Panama Zone. One can count on a few irresponsibles who will take a short cut from the Cape Verde Islands. Thus the decision to press southwards and to search the protruding corner of the Panama Zone inasfar as it lies in the North Atlantic. [*Panama Zone: The area in which the USA had said that it would consider an attack upon shipping as an attack on the USA itself. For political reasons, German commanders at this time were instructed to respect this area, although not all of them did.] 1555 Course 190. 30.12 0919 NE Trade 3-4, dying NW swell, haze, visibility 4-6 n.m. Course 148.5. Also in this area nothing sighted.

W/T Bombardment of Nauru by Ship 45. [*Komet]

W/T over operations by Hipper.

PTE.006.0019

Stopped to repair the starboard revolutions counter. Proceeded on the system Search speed with only one engine. Attempt succeeded. 1200 1651'N; 3044'W. I intend to start the aircraft in good weather. On the advice of the Day's run: 222 n.m. . meteorologist, it is ordered to fly reconnaissance only within Total run: 6684 n.m. sight of the ship, on account of the Trade Wind haze. . 1435 Stopped to set out aircraft. New procedure on setting out: 2 backstays taken down, 1 derrick crosswise, 1 derrick fastened rather towards the lee. Both shackled together as [*Wipp= swing?]. Procedure stands the test, aircraft cannot swing so much. There is more stability in the whole harness, since the [*Geeren?] do not need to be manned. 1505 Aircraft set out on water. 1512 Aircraft started. Wind across swell. On account of the length of the swell, no misgivings. Bombs not carried in order to make procedure easier. Start and landing go smoothly, good flying performance. 1631 Stopped to take aircraft aboard. 1643 Aircraft alongside. Ship against the swell, aircraft in lee. Ship is making about 3 knots ahead, in order to facilitate the control of the aircraft, which is difficult to control in a cross wind. The second approach succeeds. Aircraft is picked up quickly, but the winch does not pull (old complaint, our electric winches are very unreliable). It might have been possible to hold the aircraft parallel to the ship by increasing power. However it turned crosswise, went under by the starboard float, then the starboard wing and turned over in the lifting gear so that it was hanging on its longitudinal axis with the floats uppermost. The observer, Lieutenant Ahl, fell into the water and was brought on board immediately with a fender pole. The pilot remained in his seat and switched off the motor. By energetic heaving the plane was lifted out of the water and returned to its normal position. The rest of the manoeuvre of bringing it aboard went smoothly. [*Three times in this report Detmers here refers to the aircraft as Maschine, which caused confusion in the translation of his secret report on the encounter with Sydney; when he wrote Maschine stoppt, he was referring to the aircraft, not to Sydney's engines, which he would have referred to in the plural Maschinen.] 1648 Aircraft brought aboard. Motor boat set out immediately aircraft overturned. 1719 Both buoys picked up. Both brought board. Damage to the aircraft: outer section of starboard wing and aileron, starboard float, elevator and side rudder, vertical tail fin and casing of the bonnet. The damage can be repaired on board. Crew not injured. Lesson learnt: If the wind is coming from a different direction from the swell when the plane is set out, damage must always be taken into consideration. The primitive gear permits the use of the plane only in rare cases. Ship must be absolutely stopped, since the controllability of the aircraft is improved only to a slight degree by slow speed, on the other hand the personnel are endangered. 1729 Course 190.

1035 to 10.56

PTE.006.0020

31.12 Trade wind, occasionally freshening to NNE 7, overcast, light rain, moderate visibility. 1200 1306'N; 3119'W. Our swimming pool, opened on the 29.12, is invaluable. I am Day's run: 227 n.m. pleased that I prevailed in Hamburg against all opposition. Total run: 6911 n.m. Making a pool from a sail would have been a miserable substitute. 1800 to 2200 New Year's Eve celebration. 2014 W/T New Year greetings from Obd.M [*Raeder] received. Unfortunately we did not have the good fortune to obtain our first success in the old year; we look forward to the new one with greater hope. Conduct and morale of the crew are good. 1.1.41 NE Trade, occasionally freshening to 7. Sea 3-5; clear but hazy. 1200 919'N; 3205'W. Day's run: 232 n.m. Total run: 7143. 1454 Course 70. I am standing now 25 n.m. off the Panama Zone and intend to pass through the area between it and the operational area of the Italian submarine in order to determine whether the traffic leaves the American zone here. 2.1 NE Trade 4, Sea 2-4; 1015 clear to cloudy, Course 90. According to the last position report of the Italian hazy. submarine, it could by 3.1 already be in the southern corner of its operational area, so I shall not go into it but run along the southern edge. 1200 956'N; 2939'W. Day's run: 189 n.m. Total run: 7332 n.m. 3.1. NE Trade 4 easing to 1, clear, Sea 3-1; fine; heavy haze, visibility 4 n.m. 0430 1200 1005'N; 2551'W. Day's run: 229 n.m. Total run: 7561 n.m. W/T Operations estimation of the Nauru undertaking results in adherence to previous operational order. Considering the absolute emptiness of the operational area, however, such an undertaking would be very tempting. Course 211, turned towards the peacetime route between Brazil and the Canal. [*Panama] W/T Notification received re British Admiralty instructions concerning deception and zigzag courses in darkness.

1510

1800

PTE.006.0021

4.1. NE Trade 2-3, Sea 0-2, increasingly overcast, visibility 6 n.m. 1200 712'N; 2615'W. Day's run: 240 n.m. Total run: 7801 n.m. 1800

Course 100. Panama Zone reached again. Pushing further eastward.

5.1. 0325 0600 1200

2105 2150

2306 2340 6.1. 0014

N-NE 2-3; Sea 1-2; W/T. received concerning mining of Hobart. light haze, good visibility. Course 295. Turned around in order to pass through the operational area again; after that I shall investigate the New York to Cape Town route. 608'N; 2529'W. Day's run: 240 n.m. Total run: 8041 n.m. Light sighted to port; approached closer. Recognised as American steamer (brightly illuminated neutrality marking and flag). Pity that it is taboo according to our operational orders. However, morale has lifted as we have at last seen a ship. Course 305; ship almost out of sight. Light sighted to starboard.

0025 0921 1035

1117 1200

1209 1435 1514 1541

Ship recognised by brightly illuminated national emblem as Spanish, thus untouchable. Two hunts in one night, albeit without success! The whole crew is beaming. We had been in our operational area 14 days without sighting a ship. We have become very undemanding now. Returned to course 305. Steamer in sight on starboard bow. I take up course 50, course to Cape Verde Islands. American ship of the Shepard Line, Boston, passed. I do not set any flag, as I even want him to have doubts and report me as a mysterious ship [*sic; in English]. The goal of the unseen entry into the operational area has not been achieved, as there was nobody there who could be surprised. Now my presence must become known, so that at least a moderate threat to enemy shipping is achieved. Returned to course 305. 819'N; 2754'W. Day's run: 216 n.m. Total run: 8257 n.m. Course 280. Steamer sighted on the bow; turned on collision course. Ship has no neutrality emblems and sets the Greek flag very late. Guns decamouflaged. Stop signal set. Ship carries out orders, does not wireless, clears lifeboats. Examination party under Sub- Lieutenant Diebitsch away.

NNE 2-3; Sea 1-2; clear to cloudy, good visibility.

PTE.006.0022

1808 1810 1819 1837

1915 7.1. 0600

Ship Antonis, 3729 gross, Greek, home port Oinoussei (Chios), shipping firm Lemos & Pateras, with 4800 tons coal in English charter from Cardiff to Rosario, armed with 3 machine guns of English origin. Order: Crew to come over in own boats, sink ship. Taken from aboard beforehand: charts and documents, 3 machine guns with 1000 rounds, 7 living sheep and fresh provisions, ship's bell and flag. Since the crew fled headlong from the ship, the examination party also brings over some of their personal possessions. Explosive charges activated. (1 24 kg explosive scuttling charges and 3 explosive charges.) Examination party pulls away from ship. Detonation amidships with boiler explosion following. 817'N; 2832'W. Ship sinks by the stern post almost without listing. 28 man crew and a stowaway are taken aboard, namely: 15 Greeks, 5 Argentineans, 2 Hungarians, 2 Portuguese, 2 Spaniards, 1 Chilean. [*adds up to only 27.] Course 90 in order to search through this area again.

NE Trade 2-3; Sea 2; Course 280, course towards the New York to Cape Town route. cloudy, very good visibility. 1200 831'N; 2741'W. The radar, which I have never really trusted, is reported out Day's run: 203 n.m. of order. An attempt is made to repair it. Total run: 8460 n.m. 1804 Ship in sight to port; sets lights and illuminates neutrality emblem, American. Since it was just sundown, also set lights and proceeded. 2000 Course 313. 2300 Course 295, in order to test the southern side of the route. Evaluation of the steamer Antonis. Charts, log book, etc, no significant result. Ship travelled in convoy as far as Sao Vincente (Cape Verde Islands), put 3 stowaways ashore and bunkered there. From there course directions, given by English consul, lay further westward and were not obeyed. Wireless operator makes voluntary statement without the knowledge of the captain. Maintains that vessels travelling alone also go mainly on the convoy route north and south. Cross the Panama Zone by the shortest way. Crew conscripted in England, do not want to return to Europe, in order to have to make another voyage. Completely propagandised. Very astonished that we take them aboard and treat them decently. The evaluation confirms my previously acquired opinion that in the open Atlantic there is still traffic, to be sure, but almost exclusively American and Spanish, which we are not allowed to attack. The available enemy traffic takes place essentially on convoy routes and in the Panama Zone. 8.1 0400 NE Trade 3; Sea 2-3; Course 330 cloudy to overcast; unlimited visibility. 1026'N; 3052'W. Course 315. Day's run: 232 n.m. Total run: 8692 n.m.

1200

PTE.006.0023

9.1 0600

ENE 3-5; Sea 2-3; light NNW swell; cloudy; light showers, good visibility.

Course 45. Panamanian ship has reported (*Obs. observation?) somewhat north of the route. Course 270; back to the route.

1145 1200 1302'N; 3221'W. Day's run: 229 n.m. Total run: 8921 n.m. 1745 1820 10.1 NE Trade 4-5; Sea 3 to 4; cross swell; unlimited visibility. 1505'N; 3544'W. Day's run: 244 n.m. Total run: 9165 n.m.

The plane damaged on 30.12 is operational again. Course 315.

1200

2342

Light 30 to starboard; turned towards, increase to full speed. Ship heading about 110.

11.1 Stiff Trade from ENE to Force 7; Sea 4-5; 0105 swell from NE; cloudy to overcast; light 0600 showers; unlimited visibility. 1738'N; 3652'W. Day's run: 221 n.m. Total run: 9396 n.m. Ship is making at least 15 knots and is brightly lit. Ship is American passenger vessel; turned away, to course 315. To course 50; I intend to cross the route mentioned by the Dutch seaman, 400 n.m. west of the Azores-Fernando Noronha route in wide sweeps, in order to be really certain whether there is any significant traffic in the open Atlantic.

1200

12.1 0730

ENE later NE 3; Sea 4-2; Course 320. medium NW swell; cloudy to clear; unlimited visibility. 1200 2005'N; 3508'W. Day's run: 215 n.m. Total run: 9601 n.m.

PTE.006.0024

13.1 NE 3, later ENE 1-2; Sea 2-1; medium length NW swell; clear; good visibility. 1200 2301'N; 3759'W. Day's run: 237 n.m. Total run: 9838 n.m. 1540 14.1 SW-SSW 3; Sea 1-2; swell from NW and E; overcast; good visibility. 1200 2545'N; 3555'W. Day's run: 227 n.m. Total run: 10065 n.m. 15.1 SSW-SSE 3; Sea 2-3; swell Ship rolls heavily at times. from NE and W; overcast; 0825 hazy at times. Course 70. Crossing the route given by the Dutch seaman has brought no success. 1200 2813'N; 3244'W. Day's run: 228 n.m. . Since a push towards the west does not promise much success, Total run: 10293 n.m. on account of the deep lows passing through constantly at this time of the year, I intend now to search the area west of the convoy route between the Azores and the Cape Verde Islands. The W/T 97 etc. to All, is now fully decoded except for Numbers 5 and 6, which were not received here. The Operations point of view regarding my current operational area set out in Number 10 contradicts my experiences. Since the question is of fundamental significance, short signal to Operations: 2257 (0057 GMT) Have sunk so far 1 vessel. Predominantly neutral shipping in sea area, consider further implementation of task futile, since enemy merchant shipping almost exclusively in convoy. Short signal was sent on the Atlantic long distance traffic wave length, Norddeich and Kiel were being heard at strength 5 at the time of sending. The expressions possible in the short signal book are very restricted. I hope, that the Operations understands correctly that Convoy = Convoy route and Neutral shipping = shipping which may not be attacked. 16.1 SE by E 2-3, turning left; Sea 1-2; cross 0258 swell from NE and W; Short signal repeated on shortwave service to Norddeich, since (0458) overcast; good visibility. receipt not confirmed. 0732 Receipt of signal confirmed. Since I expect a return inquiry from the Operations in the course of the day, I shall not approach the convoy route again, in order to be able to wireless at any time, hence 0930 Course 215.

Course 45.

PTE.006.0025

1200

2905'N; 2934'W. Day's run: 230 n.m. Total run: 10523 n.m. Course 225. Course 245.

1230 1722 17.1 0100 ENE 4; slight sea; 0715 long WNW swell; overcast; rain squalls.

Course 135. W/T from Operations received, which shows that I have been understood, but that I am not believed. I purposely did not report that I got my only ship in the Freetown area, because then they could come to the conclusion that I was an impatient novice who had just gone briefly through my area once and said nothing was happening here. The reference in W/T 66 and 67 to All with the report from U-65 about the fast southern traffic on the southern convoy route, which supports my view, is useless. I do not know the incontestable evidence of Operations, but I must reject the sighting reports of the prize vessels as evidence to the contrary, since prizes are supposed to avoid all other vessels and can only seldom determine the nationality of the ships. I myself maintained that there were neutrals travelling here, but I am not allowed to attack them. I have fulfilled my duty as a forward post in this area by reporting my dissenting opinion; now only questions asked will be answered. 1000 Course 100. 1200 2657'N; 3003'W. Day's run: 221 n.m. Total run: 10744 n.m. 2155 W/T from Operations received regarding handing over U-boat supplies to "Nordmark". 18.1 0200 0257 (0457 GMT) 2634'N; 2932'W. Day's run: 223 n.m. Total run: 10967 n.m. 1730 2634'N; 3030'W. 1745 ENE 4; Sea 3-4; swell from WNW and NE; 1748 cloudy; unusually good visibility. 1200 1817 Course 270. W/T re position and area searched so far (40N, 5N, 27W, 46W) sent and understood.

1821 1829 1841

Smoke cloud in sight, 282 true. Engines set for Full speed. (17.5 knots). Opponent is against the light horizon. I choose course and speed so that he remains in the light and I can approach in the fast increasing darkness. Vessel turns away. My supposition that he would follow orders and begin his twilight zigzag course is confirmed. At the same time, this makes it clear that he is enemy. Besides, he is travelling blacked-out. Full speed ahead, so that the opponent does not escape me in the approaching darkness. He is identified as a medium tanker in ballast. Alarm. Decamouflage. No range finding, estimation in this light very uncertain.

PTE.006.0026

Searchlight on. The searchlight does reach far enough, to be sure, but cannot stay on the target the way the ship is rolling, therefore star shells fired. Range measured at 60 hectometers. [*hm = 100 metres], thus underestimated. 1919 Artillery opens fire. Third salvo hits target. 1920 5 enclosures: Opponent wirelesses: RRR British Union shelled. 2624'N, 3058'W. 1 sketch of battle 1924 1 gunnery report Cease fire, since opponent does not open fire and sends morse signal 3 torpedo reports [*by lamp], so that I assume that he wants to surrender, therefore 1925 Turn towards him on course 340. 1929 Opponent opens fire with his stern gun. Open fire again at 34 hm. Opponent fires only four rounds, then his poop deck is ablaze. Approach closer. Speed reduced. 1944 Cease fire. Opponent abandons ship. 1948 The fire on the poop deck collapses more and more into itself. Since empty tankers sink with difficulty, I intend to blow it up. 1955 Boat for the examination party just lowered to water when continuous explosions begin on opponent's poop deck. It would no longer be responsible to board the tanker. 2006 Boat brought aboard again. Take up position to fire torpedo. 2034 First torpedo fired. Self detonation at end of safety distance. Second torpedo fired. Hit at level of foremast. Morse signal from lifeboats: SOS boats are sinking. 2042 28 survivors rescued, among them the captain. All English. 2121 2156 Open fire again with two guns, as the tanker will not sink. Although every shot hits, no success, therefore: 2212 Third torpedo. Hit amidships. Ships turns slowly on the starboard side and sinks quite slowly. 2230 2629'N; 3107'W. British Union sunk. 2234 Course 290. High speed: 15 knots. 2243 Course 270. During the shooting, the radar set became totally unserviceable and cannot be repaired aboard this time. 19.1 0430

1918

NE later NW 1-2; calm sea; light swell from WNW and E; cloudy; very good visibility.

Operations received call for help from British Union and presumed correctly that we had something to do with it.

0600 0900 0930

Course 260. Reduced to search speed (9.5 kn) Course 270. W/T re success of Ship 33 in Antarctic received. W/T from Nordmark rendezvous 3.2 in Lbeck. [*Coded RV point] That is too early for me. W/T from Operations: resume delayed progress RV with Nordmark 1. to 10.2; route and product of wireless intelligence service [*B-Dienst] Report position and intention.

PTE.006.0027

W/T from Operations: Ship 41 not to go to Antarctic, no transfer of personnel for Ship 33's prizes; one whale catcher at disposal if desired. Evaluation British Union: Tanker British Union, 6987 gross, British Tanker Co. Ltd, London; in ballast from Gibraltar to Trinidad/Aruba. Presence of auxiliary cruiser in area not known, hence travelled direct route, slow ship (10 kn). Auxiliary cruiser not seen until fire opened, then thought to be a U-boat. 28 men saved, 17 men including First and Second officer lost. [*Some of these were picked up by HMS Arawa.] Behaviour of the British in the water was good, calm, objective, comradely. Therefore it was possible to save all persons sighted. Boats were leaking on account of gunfire, floated only on their air tanks and could only with difficulty be kept on an even keel. Many men scantily clad, as a boat kept ready with possessions fell when being lowered. They brought their monkey with them. As long as he does not introduce any disease, they may keep him. While picking up the first lifeboat, cries for help were heard in the lee; night rescue buoy thrown, later 2 men picked up there; third lifeboat not seen. The completely exhausted wireless operator was the last to be rescued, when a man from my crew jumped in after him. In the trouser pocket of the wireless operator the following torn secret papers were found: 1.) Two British Admiralty instructions already known to us. 2.) Several wireless messages, partly decoded, produced only a few new groups for Bigramm Table 7. Text could not be determined, as there is no Merchant Navy Code on board. The fact of the capture of British Union does not alter my opinion that there is hardly any enemy shipping in the open Atlantic. The consumption of ammunition was unfortunately very high, 3 torpedoes, 61x15-cm shells, 36x15-cm star shells. However it was a baptism of fire for the crew. The opponent's shots lay short, one of them wide.

PTE.006.0028

20.1 0015 WNW 3; calm sea; low NNW swell; variable cloud; clear visibility. 0234 0304 0835 1200 2532'N; 3802'W. Day's run: 237 n.m. Total run: 11464 n.m.

W/T Ship 10 wants to pass the line Bahia-Freetown at the next full moon. Light sighted 80 to port. Turned to approach it. Ship recognised as brightly lit neutral, therefore turned away. To course 270 . Course 180. I must gradually go south in order to meet Nordmark on time.

1700

Course 140, direction Cape Verde Islands. Until today the U-boat square has been at the disposal of the Italian. According to the reports of successes, he was stationed mostly east of the Cape Verde Islands, therefore I should like to search through the western half of the square, particularly the region south-west of the reference point Pogo.

21.1 0317

W 1 from 0400h ESE 1 calm sea; light swell from N and E; variable cloud, good visibility 2242'N; 3549'W. Day's run: 235 n.m. Total run: 11699 n.m.

Short Signal to Operations (0517 GMT): Shifting operational area to # EJ, ES. Intend to pass Bahia-Freetown expect to be at rendezvous about 29 January. 7.2. By oversight date 29.1 not given

1200

2030

W/T from Operations: Confirmation of short signal, operational boundaries for us and Ship 10. Until 31.1 remain north of Equator or pass in Neutrality Zone; 1.-5.2. forbidden to attack 10N 10S. Herewith everything is clear; I still have a few days in which to carry out my intentions. The proposed correction to the short signal is made unnecessary.

22.1 E 2, calm sea; low NNE swell; heavy cloud; very clear air. 1200 1942'N; 3313'W. Day's run: 231 n.m. Total run: 11930 n.m. 23.1 0416

NE Trade, slight sea; W/T received re rendezvous, route and appearance of variable cloud; good Tannenfels. 0813 visibility. W/T received about the whereabouts of the material for the Italian submarine. It is good that I do not have to bother about this query, as I do not want to use the wireless at present. 1644'N; 3041'W. W/T received, that Scheer has sunk or captured 132,000 tons Day's run: 229 n.m. gross; our 10,700 tons are quite miserable compared with that. Total run: 12159 n.m.

PTE.006.0029

24.1 NE by N 3-4; slight sea; ENE swell; heavy cloud; good visibility. 1200 1343'N; 2823'W. According to the reported position of the ships allotted as our Day's run: 225 n.m. disguises, there would not be any advantage in changing Total run: 12384 n.m. camouflage here. Ship again inspected thoroughly from outside. Camouflage looks good; we shall remain Molotof for the present. 25.1 NE 2-3, slight sea; slight northerly swell; very variable cloud; slight haze. 1200 1115'N 2630'W. Day's run: 238 n.m. Total run: 12622 n.m. 0900 26.1 NE-ENE 6-7; medium to fairly heavy sea; long NNW swell; mostly overcast, damp, 0800 hazy air; medium visibility. 1200 1145'N; 2918'W. Day's run: 228 n.m. Total run: 12850 n.m. 27.1 NE Trade 4; slight sea; moderate N swell; variable cloud; light haze; moderate visibility. 1200 912'N; 2647'W. Day's run: 218 n.m. Total run: 13068 n.m. 1641 1000 Course 90. Course 290. Course 290. We have arrived in the new operational area; the searching begins.

Course 135.

Ship sometimes rolls heavily in the northerly swell.

W/T from Operations: Rendezvous with Nordmark at Lbeck on 7.2. confirmed. Supply of the Prize crew for Ship 33 by Ship 41 is being considered. Course 110.

1643 28.1 NE Trade 3; calm sea; N swell; light clouds; haze; moderate visibility. 1200 814'N; 2316'W. 1800 Day's run: 219 n.m. Total run: 13287 n.m.

Course 310, in order to cross the Trinidad-Freetown route again.

PTE.006.0030

PTE.006.0031

29.1 NE 2-3; calm sea; N swell; fine trade wind weather; Course 250. light haze; moderate W/T from Operations about political situation complete. visibility. These W/T are the ones we want most. 1200 852'N; 2426'W. Day's run: 249 n.m. Total run: 13536 n.m. 1316 Vessel appears quite suddenly and large out of the haze, distance 152 hm [*15.2 km], and turns away at about 70 true. Vessel seems to be a large refrigerator ship and is making at least 15 knots. Since I cannot do very much at this distance, I play the innocent and maintain course and speed. 1320 The trick succeeds, the vessel keeps turning slowly and obviously intends to return to its old course behind our stern. Thus he is running into the range of the guns at a decreasing distance. Thus I can keep on waiting. 1329 Decamouflaged, stop signal, shot across the bow. Course 195 at Full speed. 1330 Since nothing happens, fire opened. The third salvo is on target, distance about 90 hm. Opponent signals QQ and position, is jammed by us. 1332 Opponent turns away to about 220 true. 1334 Opponent has stopped and ceased transmitting. 1335 Cease fire. Signal: Leave the ship. 1340 Another salvo fired, as the opponent appears to man the gun, then they take to the boats. 1350 Examination party clear. 1400 Boat with examination and scuttling party away. The vessel was abandoned head over heels; a mentally disturbed man was left on board; he helps the examination party aboard. The ship is Afric Star, 11900 gross, a refrigerator ship of the Blue Star Line, with 5709 tons of meat and 634 tons of butter from Buenos Aires to England via Sao Vincente. Since the complicated construction of the specialised ship would cause a prize crew extraordinary difficulty, and besides it has been hit badly and is on fire, I decide to sink it. The preparation of the charges takes a lot of time, as the ship has hardly any large compartments, and all bulkheads have been closed hydraulically. Meanwhile the crew (72 men) and four passengers (2 men, 2 women) are taken aboard. They are all English. 1518 Explosives activated. 1529 Two detonations. Ship takes on a list to port and is sinking. 1532 Motor boat taken aboard. Examination party is back aboard and has brought the mentally disturbed Englishman with them. 1556 The ship is no longer sinking. It is floating on its many small compartments. 3.7 cm anti tank gun given permission to open fire. 1600 No. 2 gun individual fire. Every shot hits, but the ship does not sink 1604 . 1606 Torpedo fired, hit in front of mizzen mast. Vessel sinks slowly by the stern. 1618 844'N; 2438'W. Afric Star sunk. 1619 Course 225. Full speed, in order to get away. Although Afric Star's call for help has not been understood by Freetown, a vessel in the vicinity has repeated it. Lively wireless traffic in the whole area. 0800

PTE.006.0032

Blacked-out vessel sighted ahead. By the tall smoke-stack, it could be from the Blue Funnel Line. 1828 Decamouflaged. The opponent obviously does not see us. 1831 Permission to open fire to star shells and guns. In the hazy air the opening distance was over-estimated; later firing was well on target. Despite many hits the vessel keeps transmitting. 1840 Cease fire. Opponent has stopped and no longer transmits. 1851 Crew takes to the boats; suddenly the vessel transmits a message in numbers. Permission to fire given to main guns and 2 cm guns, until opponent ceases to transmit. The superstructure of the ship is completely shot to pieces. The wireless traffic is even livelier than with Afric Star. Thanks to the Merchant Navy Code and complete Bigram Table 7 captured on Afric Star, we understand that the loss of Eurylochus is being reported to the Air Ministry in London. The wireless traffic has become so lively that I decide to sacrifice a torpedo. The crew is given a little more time to leave the ship, then 1911 Torpedo fired. Hit amidships at the level of the engine room. Vessel sinks slowly over the stern. 1939 819'N; 2501'W. Eurylochus sunk. Four Englishmen and 39 Chinese are taken aboard from 2 boats totally shot to pieces. [* Thanks to the captured code books it was known that a message from Eurylochus was addressed to the Air Ministry.] 2012 Course 270. Full speed. 2022 Course 320, towards the open sea. I do not have much time left and intend to cross once more the route 200 n.m. west of the Cape Verde Islands, as reported by Operations; and then to head for Nordmark directly through the Neutrality Zone. 2217 Reduced to 14.5 knots. 30.1 NE 2-3; slight sea; 0600 northerly swell; overcast; by day some 0820 cloud; slight haze. moderate visibility. 1200 909'N; 2727'W. Day's run: 257 n.m. Total run: 13793 n.m. 1317 Course 225. Proceeded at search speed.

1825

W/T from Operations: R-message from Eurylochus. Skl guesses correctly, that we are responsible. 1922 W/T from Operations warning about torpedo boats on merchant vessels. 20.15 Course 174, 16 knots. I shall have to travel at higher speed for a few days, in order to be at the rendezvous on time. Evaluation of Afric Star: Statements by prisoners confirm that the captain fell for our trick and considered us harmless. Thus our disguise must be good. The outstanding point about this is probably the fact that we have no superstructure behind which one could suspect a gun. [*This is significant in relation to the encounter with Sydney.] The captured charts show nothing of importance; the charts on which there are entries will be sent to Operations. A copy of the

PTE.006.0033

division of ocean areas will be kept aboard. Very advantageous for us is the capture of the Merchant Navy Code with Bigram Table. The table will be sent on to Operations. Despite heavy hits, there were no injuries on Afric Star except for the captain, who has burns to the face. On the bridge there was shrapnel protection similar to ours. In addition, the upper deck was cleared when the firing began. Armament corresponded to the list. The captain claimed that he did not use it because he had passengers aboard. The vessel was also equipped with a bow gun and a smoke shell thrower at the stern. Battle sketch, artillery and torpedo reports are enclosed. Evaluation of Eurylochus: Eurylochus, 5723 gross, A. Holt and Co. Line, Liverpool, with aircraft on the way to Takoradi on the Gold Coast. Number of aircraft not determined. A Chinese who has served on the Donau speaks some German. He maintains there were 24. The Second Officer, the only officer rescued, speaks of 6 heavy bombers, which were to be assembled in Takoradi and flown to the front to be used against the Italians. He maintains also, that 4 shots were fired from the poop gun. We did not notice this. Eurylochus was standing so far from land, because they wanted to avoid the U-boats off Freetown, and thereby they ran straight into our arms. Not rescued are 18 Englishmen and 20 Chinese. [*More than half of these were picked up by Monte Teide.] Among those taken aboard 3 were seriously and 2 slightly wounded. One of the Chinese died, despite an operation undertaken straight away during the night. Firing with the help of star shells is for us the only possibility owing to our poor gunsights. Unfortunately, our stock of star shells is so meagre, that we are now forced to an alternative procedure. The illumination with our searchlight alone is not sufficient. Nevertheless, I switched it on from time to time, since the opponent, who is not equipped with a range finder, then underestimates the range considerably. Thus Eurylochus, like British Union, fired too short, according to several observations by the gunnery officer. When he noticed it, it was too late. Battle sketch, gunnery and torpedo reports enclosed. 31.1 Light variable winds; 0800 NE-ESE 1-5; slight sea; SE swell; overcast; rain showers; poor visibility. 1200 422'N; 2806'W. Day's run: 316 n.m. Total run: 14109 n.m. 1.2 0030 SE Trade 2; slight sea; cloudy; clear by day; W/T from Operations: heavy operational traffic [*W/T] . moderate visibility through Freetown. Might we be responsible for it? That would be right. In any case, I shall go south unseen if possible. Course 135. 112'N; 2633'W. [* Should this be 1 12' South?] Day's run: 359 n.m. Total run: 14468 n.m. W/T from Operations: Hand over prisoners to Nordmark for transfer to Portland; take on oil from Nordmark. Great joy, for both were our most fervent wishes. Course 170.

07.30 1200

1822

PTE.006.0034

2.2 SE 4-5, moderate sea and SE swell; heavy cloud; moderate visibility. 1200 536'S; 2236'W. Day's run: 353 n.m. Total run: 14820 n.m. 1235 Course 157. [End of this section of War Diary, at page 44.] 3.2 SE 4-5; moderate sea; slight swell; clear; 1000 good visibility. 1200 1007'S; 1844'W. Day's run: 362 n.m. Total run: 15182 n.m. 1530 2327 0137

Course 166.

Clocks set forward one hour. Ship's time is now 1 hour behind GMT. (0057 GMT) Short signal to Operations: Position #FL 96; up till now accounted for 28,000 tons gross. Signal repeated three times, as not acknowledged as understood, and in this isolated area of the ocean I have no misgivings about a repetition.

4.2 SE 4; moderate sea; fine Trade wind weather; good visibility. Short signal acknowledged by Operations. 1544'S; 1728'W. Day's run: 345 n.m. Total run: 15527 n.m. Reduced to Search speed. At this speed shall be at Lbeck at 07.00 on 7.2. Course 163. Ship 16 has accounted for 111,000 tons gross.

0515 1200

1400 1423 2300 5.2.

ESE 2-3; slight sea Caught up on Crossing-the-Line ceremony. and swell; unusually Although the Line was crossed at 04.00 on the morning of clear fine weather. 1.2, we have more time and quiet here. 1200 1928'S; 1628'W. Day's run: 231 n.m. Total run: 15758 n.m. 1301 W/T from Operations: Nordmark to be at Lbeck from 6.2. Ship 33 to report on suitability of whale chaser for mine-laying operations. After handing over equipment to Nordmark, Ship 41 to report whether whale chaser is desired. If not, proceed. Operation on the Cape to Freetown route and mining South Africa by magnetic mines permitted. Congratulations from Operations on previous success.

PTE.006.0035

1410 operational areas in the

W/T from Operations re division of Indian Ocean. We get the north-east quadrant.

6.2. SSE 1-2; calm sea; slight SSW swell; clear; very good visibility. 1200 2317'S; 1516'W. Day's run: 239 n.m. Total run: 15997 n.m. 7.2. 0133 SE-ESE 3; afternoon freshening to 5; moderate sea and SE swell; fine clear weather. W/T Ship 33 considers Whale chasers suitable for mine laying.

W/T 91-95 to All received. Ship 16 wishes to meet us with regard to experiences in Indian Ocean.

Two ships in sight ahead on the port bow, apparently Nordmark and a prize ship. 0515 Course 157. 0520 Exchange of recognition signals. It is Nordmark and the prize Duquesa. At the suggestion of Nordmark, towing gear set up first. 0727 Towing cables made fast. First Officer of Nordmark on board. 0738 - 0746 Oil hose connected. 0758 Oiling commenced. 0800 - 1730 U-boat equipment handed over. Discussion with the First Officer of Nordmark discloses that Nordmark can take on the torpedoes of one set of U-boat equipment only. Since in the experience of Nordmark the rest of the equipment is extensive and Nordmark has little room, I keep one complete set of U-boat equipment on board. Unfortunately, one of the holds for prisoners thus is unusable. 1115 W/T from Operations re departure of Coburg. Even old tankers are valuable for the homeland. 1200 2546'S; 1400'W Day's run: 169 n.m. Total run: 16166 n.m. 2235 Oiling completed. 1338 tons have been taken on; the ship is filled up. 2352 Oil hose cast off; towing cables remain, since the transfer of material is made significantly easier thereby. The ship being towed is always at the correct distance, pulls out to the weather side and thus creates a lee for the workboats. 8.2 ESE 4-5; moderate sea; 0800 - easterly swell; cloudy; 1630 evening overcast; rain showers; otherwise good visibility. 1143 Handed over 10 G7e and 5 G7a torpedoes to Nordmark. Transfer by rubber boats proves itself splendidly. Since Nordmark is to carry out the U-boat provisioning, and her own rubber boats are no longer seaworthy, she receives one from us. W/T from Operations: Ship 41 to

0503

PTE.006.0036

1200

1400 1630

1729 9.2

take one whale catcher for mining duties, transfer at Andalusia. I find this W/T incomprehensible. I was not supposed to express an opinion regarding the whale catcher until after the rendezvous with Nordmark. Besides, according to W/T of 5.2. I am supposed to use the magnetic mines in South Africa. Whatever is going on now? 2538'S; 1423'W. Day's run: 27 n.m. Total run: 16193 n.m. Commanders' conference on Nordmark. Result: 1) Ship 10 has understood where I made my catch, thus knows, that the most rewarding area in the North Atlantic is south of the Cape Verde Islands. 2) War Diaries of Scheer and Nordmark are given to me to peruse. 3) I shall make the report on transfer of supplies at the same time as rejecting the whale catcher. If Operations continues to insist, I shall be at Ursula on 18.2 to take over the whale catcher. 4) On 9.2, using Nordmark's excellent boats, I shall take from Duquesa as much meat and eggs as I can accommodate. Unfortunately, when I sank Antonis, I did not know about Duquesa's lack of coal. With that coal she could have been sent home. Tow cast off. During the night, remained in the vicinity of Duquesa.

0800 1700 1200

1300

1600 1900

E 3; slight sea; moderate SE swell; fine clear weather. Taking on provisions from Duquesa. Taken over: 600 cases of eggs at 360 each.100 quarters of beef. 2541'S; 1456'W. Day's run: 27 n.m. Total run: 16241 n.m. 170 prisoners transferred to Nordmark. 4 Chinese kept on board as laundrymen. Handed over the 2 captured machine guns with 1000 rounds for the transport leader of the whale chaser flotilla. (Lt Cmdr Kraft) Course 90, 16.5 kn. Rendezvous with Nordmark completed. The cooperation was exemplary. Course 65. In order not to compromise the Andalusia area, I do not want to wireless until tomorrow night. I intend to operate on the Freetown to Cape Town route, although there is little prospect here, according to the experiences of Scheer and Ship 10. A thrust into the La Plata to Cape route would have even less purpose, because at present one great low pressure after another passes through and Kormoran fully loaded has again become the Rollmoran and thus with a heavy sea is not fully battle-worthy.

10.2 E by N 2-3; slight sea; 0600 easterly swell; light clouds; very good visibility. 1200 2412' S; 1055' W. Day's run: 245 n.m. After the dates recorded here for taking over whale chasers were confirmed on Nordmark, I have decided to reject the whale chaser.

According to Annex b of the Operational Order and the cover Total run: 16486 n.m. of the magnetic mine regulations, use of the these mines is forbidden in water depths greater than 20 metres. That means that they must be taken to within at least 1 nautical mile of the South African coast, to 700

PTE.006.0037

metres at harbour entrances. In my opinion, that can be done only with the LS-boat. For the whale chaser, only the mining of the northern exit from Table Bay would come into question at all, which however is travelled little if at all. Against that there is the serious disadvantage of being tied to the boat, whose slow speed and short sea endurance time would be reduced even further by the bad weather to be expected at the Cape. 11.2 NE by E 3; slight sea; cross swell S and E: 0057 cloudy; very good visibility 0357 GMT . Short signal to Operations: Provisioning completed. Handed over equipment for one U-boat; do not want whale chaser; changing operational area to South West Africa. 0912 Operations confirms short signal. 1015 1200 2234'S; 0713'W. Day's run: 226 n.m. Total run: 16712 n.m. 1500 Clocks put forward one hour. Ship's time is now GMT. 1600 Court martial aboard against Leading Seaman Kleinhammes and Ordinary Seaman Hellberg on account of breaking into the canteen. 12.2 0930 E 2-3; calm sea; slight E and S swell; clear; Course 90. If Operations does not cancel the order re the whale very good visibility. chaser, I shall have to turn round tomorrow, in order to be at Ursula by 18.2.

1200

2111'S; 0326'W. Day's run: 230 n.m. Total run: 16942 n.m. W/T: Hipper has sunk 13 vessels. W/T from Operations: Agree with Ship 41's intentions and rejection of whale chaser. Suggest rendezvous with Ship 16. If no mine-laying against South Africa planned, Operations counts on rendezvous at Mohn [*Poppy] at end of February. Thus it is clear that I do not need to be at Ursula on 18th and the order of 5 February (W/T Ship 41, 38-39) is valid again. I intend to carry out the mine-laying off Walvis Bay with the LS-boat and to lay 4 mines off the entrance channel. Apart from that, the mining action in South Africa is a question of the weather.

1910 2300

13.2 SE by E 3-5; moderate Ship rolls in SE swell. sea; SE swell; variable cloud; isolated showers. otherwise very good visibility 1200 2103'S; 0030'E. [*The first mention of East longitude.] Day's run: 220 n.m.

PTE.006.0038

Total run: 17162 n.m. 2010 W/T Ship 41 and Ship 16 awarded each 2 Iron Crosses First Class and 50 Iron Crosses Second Class.

PTE.006.0039

14.2 Ship rolls and takes on spray. The Trade, which is fairly strong at this time of the year anyway, is much increased by the deep low pressure passing through to the south, and the high off South Africa. The meteorologist and the prize officer from the Africa Line confirm my opinion that in the present weather conditions there will be very heavy weather in the cold current off the coast. Since that makes the use of the LS-boat impossible, I must give up the action in Walvis Bay. Thus: 1000 Course 220. Since the exterior paint is flaking off in the bad weather, I intend to cross the Freetown to Cape Town route again, seek out the calm area in the Atlantic high, and paint there, before I go to the Cape area. The proven Molotof paintwork will be retained. 1200 2112'S; 346'E. Day's run: 208 n.m. Total run: 17370 n.m. 15.2 0015 0031 SE by E 5-7; fairly heavy sea; SE swell; overcast; good visibility. W/T regarding WS6. [?] SE 5-6; fairly heavy SE -SE swell; heavy clouds; sometimes fair visibility.

0830

W/T: English have noticed departure of 4 ships from Chisimaio. Task Force Toni named for the first time. W/T that Scheer is extending action in the south-west Indian Ocean. Breaking off the Walvis Bay action has proven to be right. A Spanish vessel asks urgently for allocation of a harbour, as it has got into heavy weather 200 n.m. west of Walvis Bay. 2351'S; 100'E. Day's run: 221 n.m. Total run: 17591 n.m. Two high speed runs made. Crossing the Freetown to Cape Town route was again unsuccessful. W/T Material captured by Ship 45 brings nothing new except that the English intend to equip lifeboats with portable transmitters. W/T from Operations: Because of the extension of Scheer's operation, we are to operate at first from the Cape to south of Madagascar.

1200

1230

1225

1920

16.2 0315 SE 2-3; slight sea; E swell; cloudy; fine W/T from Operations: Rendezvous of Ship 10 (must mean clear weather. Ship 41) with Ship 33 desired in March to give experiences mining Australia. Tomorrow I shall be 550 n.m. from Ursula, where Ship 33 is to arrive tomorrow. If I go there now, it means a loss of 5 days for me. That is not much, especially as I have a little time owing to Scheer's intentions.

PTE.006.0040

However, I shall leave it out, as the mining action Australia lies in the unforeseeable future for me, and because the weather conditions on the La Plata to Cape Town route and at the Cape at present will turn favorable on account the combination of a strong Pampero wind, stationary Low and the strong development of the Atlantic High. 1025 To search speed. 1030 Presentation of Iron Crosses. 1200 2819'S; 0327'W. Day's run: 360 n.m. Total run: 17951 n.m. 1800 Twice at high speed (15.5 knots) 1905 To search speed on account of bearing damage in main engine IV. (see Engine room log) 17.2 0730

Stopped to paint outboard. At this opportunity, all engines inspected again. The three previous cases of damage to engines II and IV occurred in bearings which were cast with whitemetal 10. All bearings with whitemetal 80 are faultless. There is a strong suspicion that whitemetal 10 is not adequate for bearings. Engines I and III have only whitemetal 80, II and IV only whitemetal 10. Our supply of whitemetal 80 is not sufficient to provide for even the most necessary, i.e. the upper bearings of engines II and IV. Some bearing surfaces must already be cast with whitemetal 10. Supply of whitemetal 80 is urgently necessary.

PTE.006.0041

18.2 0437 SE-NE 1-2; calm sea; slight E swell; clear. unusually transparent air. By short signal requested supply of 700 kg of whitemetal. Unfortunately WM 80 and WM 10 are not separated in the list. Therefore a supplementary wireless message will be necessary, which I shall send tomorrow night. At search speed to course 120 to test La Plata to Cape Town route. Received confirmation of short signal. LS-boat set out for trial run. Despite only moderate swell, propeller damaged in setting

0605 0847 1200 2839'S; 0638'W. 1405 Day's run: 64 n.m. Total run: 18219 n.m. out.

Experience: For us, the boat, like the aircraft, is a very questionable weapon which can be used only occasionally. [*Someone in Germany scribbled in the margin: That is why Operations suggested the whale chaser.] 19.2 0133 At night, no wind; by day variable wind from NW to NE 1-2; very variable cloud; rain showers, corresponding visibility. W/T from, Operations: Method of supply of 700 kg of WM 80 and WM 10 will be investigated by Operations. Query whether supply is vital. Scheer is to report whether it is possible to supply us with some.

0258 1200 3026'S; 0251'W. 1623 Day's run: 229 n.m. Total run: 18448 n.m.

Additional W/T to Operations : Whitemetal WM 80. Not acknowledged. W/T from Operations: Answer indicating month as soon as possible if whitemetal is not necessary at once, in order to include it smoothly in the overall operational plan. Since the supplementary W/T was not confirmed but Operations and Scheer must learn that I need WM 80, not WM 10, I send to Operations: W/T to Operations: WM 80 urgent. Thus the requested short signal is unnecessary. Norddeich reports signal understood.

1918

20.2 Weak, inconstant wind 0230 from SE-NNW; calm sea; 1110 moderate SSW swell; very clear weather. Confirmation of receipt of W/T. Course 80. I want to make way toward the east, since I must take into consideration the possibility that I must meet Scheer in the Indian Ocean. Unfortunately the work on the engines at present allows only search speed for any length of time.

1200

3238'S; 0115'E. Day's run: 244 n.m. Total run: 18692 n.m. Engine II ready for test run. In Engine IV one of the newlycast bearings is damaged again. W/T from Operations: Supply of WM 80 will be carried out by U-boat or from South America.

2200 2243

PTE.006.0042

2319

W/T from Operations: Ship 41 to stay in the South Atlantic for the present, rendezvous with Ship 33; second half of March provisioning of U-boat in Freetown area, taking on supplies at the same time. Apparently Scheer cannot help us. Pity; otherwise she could have obtained her radar crystal from us. The order means that our real task is postponed for an extra month, since it will hardly be possible to do anything in the allotted operational area. Nevertheless, the decision is correct, for when such a crippling problem occurs on this ship, which is really on its maiden voyage, everything must be done to solve it, before I go into the north-eastern Indian Ocean, out of the way of supplies.

21.2 S 1-2; calm sea; moderate SW swell; midday SE Trade setting in at Force 3; variable cloud; good visibility. Ship rolls heavily at times. The very long swell is gradually increasing in height. The movements of the ship greatly impede the work on the bearings of the engines.

0900 1200

Therefore I decide to return north to the Atlantic High. Since there is no report from Ship 33 re transfer of supplies, I assume it is still at Ursula. I shall suggest a rendezvous. On the way there I shall cross the Freetown to Cape Town route again. Therefore Course 10. 3123'S; 529'E. Day's run: 241 n.m. Total run: 18933 n.m. In the evening, trial run with Engine IV; a bearing with WM 10 is broken again. W/T from Operations that Ship 33, which has been under way for 2 days, has unfortunately gone far south and is now round about Tristan da Cunha.

2121

22.2 0110 SE Trade 3; slight sea; cross SW and E swell;W/T from Operations, that Ship 33 is on the way to the cloudy; good visibility Kerguelens with Alstertor. In view of the work on the engines, I cannot go so far south towards her. By short signal I suggest # GG 45 as rendezvous. Course 294, towards RV. W/T that English Canadian Cruiser has travelled disguised as American. In the morning successful tests with Engine IV; work on Engine II begins. Confirmation of short signal received. 2823'S; 355'E. Day's run: 245 n.m. Total run: 19178 n.m. W/T: point notified is ordered as rendezvous with 33; to report if he cannot reach it by 1600 on 24.2. Operations assumes that the mines warning at Dassen Island has to do with us. Unfortunately that is not the case. I presume it has to do with drifters from Ship 16's minelaying, which have been carried there by the current. On 20.2 at 16.25 Slankop radio reported drifting mines at 240, 11.5 n.m. from Dassen Island.

0358 0400 0555

1158 1200

1510

PTE.006.0043

2218

W/T from Operations: 33 cannot reach the rendezvous by 24.2; Operations however considers meeting would be valuable; we are to report a more southerly RV, if the condition of the ship allows it. According to my reckoning, 33 would lose about 6 days. I would gladly go to meet him. However, I must remain in a calm area, since the ship must have relative calm for the casting, transport and building-in of the bearings. To the south there is too much swell. Two specialist groups have been working for a week, 6 hours on, 6 hours off. In 7 days, 14 large bearings have been cast, turned, fitted and built in. And new damage keeps arising. According to his messages, 33 is obviously of the same opinion as I, that the rendezvous would be better postponed. If Operations insists on it, despite the 700 n.m. between us, then I conclude that it is considering sending me possibly straight to Australia in April. Then a meeting of the two ships would cost a lot of time.

23.2 E 1-2; calm sea; cross ENE and SSW swell; cloudy; isolated rain showers; otherwise good visibility. 1200 2706'S; 009'W. Day's run: 240 n.m. Total run: 19418 n.m. 24.2 0000 0022 0038 0045 SE 2; calm sea; SSW swell; cloudy; very Course 321.5. good visibility. Light sighted at 326, so probably neutral. Since I am near the rendezvous, where I want to stop and remain undisturbed, I take evasive action. Course 300. Distance 210 hm. Vessel by the typical illumination amidships and on the bridge identified as American. According to estimation it is on course 125 on the Fernando Noronha to Cape Town route. Course 321.5. Course 329.5. Vessel out of sight. Stopped at rendezvous. Smoke cloud in sight at 165. The vessel is estimated at being on the same route in the opposite direction. 2559'S; 245'W. There seems to be traffic here. Both estimates have confirmed Day's run: 169 n.m. the previous wireless watch, namely that the endpoint of this Total run: 19587 n.m. route is not Cape Town, but a point 250 n.m. south of Cape Town. I shall search this route closely later. Since the current has been carrying me westward, [*a few words illegible] Course 94. Stopped.

0120 0125 0146 0336 1155 1200

1231 1330

PTE.006.0044

25.2 E-SE 2-3; slight to moderate sea; very variable cloud; rain 0720 at night. By day very good visibility. 0830 1200 2556'S; 232'W. Day's run: 39 n.m. Total run: 19626 n.m. 1545 1550 0600 1608 1620 1633 At search speed on course 81 to rendezvous point. W/T from Operations: Change of operational areas. Our Op. area in Indian Ocean remains free. Stopped.

1934 26.2

Smoke cloud in sight at 171. Masthead above horizon, soon the ship shows its silhouette; it is 33. Course 117 to show silhouette. Exchange of recognition signals completed. Stopped by Ship 33. I go aboard immediately, in order to use the time before dark. Commanders' conference until 18.30. During the night we want to head south at slow speed and to continue the conference tomorrow. Course 180, within sight of 33.

Fresh SE 5-6; moderate 0633 to heavy sea; SSW swell; Course 195. 0640 heavy cloud; good Course 200. 0643 visibility. Stopped. 0700 Commander's conference on 33 concerning operational area Australia and exchange 1000 of ideas on tactics and experiences of all types. Since 33 has magnetic mines only for northern latitudes and I have them only for southern latitudes, we keep a further meeting in the Indian Ocean in mind in order perhaps to exchange magnetic mines. Otherwise a discussion between two auxiliary cruiser commanders is always valuable. Moreover, they can help each other with problems with materials, which are always present. For example, we obtain from 33 another 210 kg of whitemetal. Overnight engine II has failed again, owing to a servicing error, which is due to the overtiredness of the work group. Duration of repairs estimated at 4 days. To relieve them a third work group is employed. 1010 - 1040 Parting from Pinguin (33). 1042 Course 345; search speed. 1200 2710'S; 247'W. Day's run: 107 n.m. Total run: 19733 n.m. 1443 Course 329, towards the route F. Noronha to Cape Town. 2220 W/T from Operations concerning 4 Italian submarines from East Africa. Message regarding supplies will follow. It is to be hoped we do not get caught up in this. However nice it might be to help our Italian comrades, I should really like to get into my real operational area some time, namely the Indian Ocean.

PTE.006.0045

27.2 ESE-NE by E 4-6; moderate Although 200 tons of oil have already been pumped sea; cross ESE and SSW into upper tanks, the ship still rolls heavily. swell; heavy cloud;very good visibility. 1200 2349'S; 502'W. Day's run: 230 n.m. Total run: 19963 n.m. 28.2 E 2-4; slight sea; ESE In order to notify Operations that meeting with 33 is over swell; cloudy; very and that the mine warning at Dassen Island was not good visibility. caused by us: (0457 ?? GMT) Short signal to Operations: Changing my operational area to Central Atlantic. Mine-laying not yet carried out. Confirmation of short signal received. Course 270. Ship set across the swell for an eye operation With unprecedented irresponsibility, Petty Officer Ulbricht was taking apart a 22 cm cartridge, which exploded. He was injured by shrapnel pieces. His right eye is in danger. 2051'S; 716'W. Day's run: 242 n.m. Total run: 20205 n.m.

0118? 0623 0915 1039 1130 1200

1.3 E 2; calm sea; slight E swell; clear; very good visibility. 1200 2047'S; 1139'W. Day's run: 251 n.m. Total run: 20456 n.m. 2213 W/T that Alstertor will arrive at Karin on 10 or 11.3. I assume that she will travel through the Neutrality Zone and not cross my operational area. 2.3 E 2-3; calm sea; slight E swell; fine Trade wind Course 70. weather; very good W/T over operational areas of U-boats, Fleet and Ship 10. visibility. At present, two Ermlands are travelling around here, and that is very impractical. The new division of areas allots Ship 10 essentially west of 25W. That enlarges my area to the southern border of the U-boat area (5N) past the former border of the Bahia to Freetown route. This new corner is very tempting; nevertheless I shall remain here for the present, as my patience is not yet exhausted, and because it is possible that I shall want to transfer Petty Officer Ulbricht to Scheer if complications occur. 0946 Stopped to calibrate forward range-finder. For reasons which 1220 could not be determined, the searchlight screening lenses had fallen in front of the eye-pieces and could not be moved. In this condition the apparatus was unusable and had to be opened. The assembly plate which contained the hand wheel and the turning-lever [*Umschlaghebel] was removed. As a result of the peculiar construction of the assembly, the coupling of the turning lever, on the one hand, and the coupling between 0000 0023

PTE.006.0046

(*Dreikeilpaar?), scale drum and manual measuring wheel on the other hand also became inoperative [*kamen dabei die Kupplung des Umschlaghebels einerseits und die Kupplung zwischen Drehkeilpaar, Skalentrommel und Messhandrad andererseits zustzlich ausser Eingriff.] The apparatus was now completely out of adjustment and had to be re-adjusted by tedious trial and error, first with a home-made tuning plate and then by comparative measurements with the second apparatus in a boat which was set out. The original problem could have been fixed in a very short time. Since the method tried here first led to even greater damage was the result of insufficient training of the gunnery technicians in handling range-finding equipment (according to description and operating instructions for the rangefinder, it is strictly forbidden even for gunnery technicians to open the apparatus) and also of the fact that no plan is on board, which would have made it even approximately possible to recognise the internal construction of the apparatus. For all ships that are going to be away from home for a long time the provision of such plans and the instruction of at least the gunnery technician by Zeiss is indispensible. 1200 2017'S; 1217'W. Day's run: 205 n.m. Total run: 20661 n.m. 1700 W/T re provisioning U-boats. U-105 and U-124 have 350 kg WM 80 each for us. From 15.3 I must take provisioning into consideration. Kormoran is to be used as much as possible before Nordmark, so that we can go south again as soon as possible. For this purpose Operations wants to know our stock of U-boat torpedoes. I shall take advantage of the additional projected supply from Nordmark in order to get rid of the rest of the U-boat equipment. I shall not take on oil, in order not to make my ship too stiff. 2356 W/T to Operations: Still have 13 torpedoes on board. [*Meaning torpedoes for U-boats] 3.3 0214 0822 1200 SE Trade 3-4, slight sea; E swell; fine, very clear weather. 1911'S; 0948'W. Day's run: 214 n.m. Total run: 20875 n.m. W/T with assessment of political situation by Operations. Although we are excellently informed by German, English and American media here (the relatively objective Tuckerton press), the appearance of these political reports is always greeted with enthusiasm. It is four long weeks since our last vessel, so little traffic is there is the area. I must however mention that the crew is in splendid form. Our cinema, the swimming pool and our animals contribute particularly stimulatingly to carefully organised leisure time. The men like to occupy themselves with the dogs, the pigs, and particularly with Tommy, the little monkey which the British Union Crew gave us when they left the ship. Receipt of short signal acknowledged. Course 270.

1834

4.3 SE Trade 3-4; slight sea; confused SW-ESE swell; heavy cloud; evening rain shower; good visibility. 1200 1914'S; 1407'W. 0112 W/T received with new directions for all vessels returning home.

PTE.006.0047

Day's run: 245 n.m. Total run: 21120 n.m. 2000 5.3 ESE 3-5; moderate sea; cross SW-ESE swell; variable cloud; good visibility. 1826'N; 1313'W. Day's run: 218 n.m. Total run: 21338 n.m. Course 280. Course 270. I am concerned about Alsterufer, which must pass our latitude in the next few days, for if we see a blacked-out ship at night, then we shoot. In order to give Operations the chance of guiding her away from us, Short signal sent: Shifting my operational area to # FD, FL. Course 70.

1200

1600 1930

2317 6.3

ESE 2-3; slight sea; 0215 confused ESE-SSW swell; heavy cloud; good

0925 1200

1736'S; 1602'W. Day's run: 261 n.m. . Total run: 21599 n.m.

Receipt of signal acknowledged. Cruising in this area was fruitless. visibility. Now I must go northwards, in order to be available for provisioning U-boat from 15.3, therefore Course 330. Clocks put back one hour. Ship's time is now for Zone 15W.

From this morning all four engines are in order again. Unfortunately the joy did not last long, for in the evening a bearing broke down in Engine II again. The inspection of the crew's health concluded today showed an average weight loss of from 1 to 2 kg, caused by the unaccustomed heat. Physical condition otherwise excellent. 7.3 E 3-4; slight to 0230 moderate sea; cross W/T concerning U-boat provisioning from 16.3 at Point Red. ESE swell; very variable Transfer DeTe-crystal to Scheer, relief and provisioning cloud; good visibility. by Nordmark. Inspection of Engine II showed a newly cast bearing was completely shattered. The immediate cause could not be determined. It is quite possible that it is a case of a casting fault, on the other hand the search speed that is so favourable for us could be the cause by overloading the engine. Doubtless it is better to run the engines with newly cast bearings with less load for a fair time at first. Therefore I shall begin proceeding immediately with a speed at which engines work the propulsion system. I shall have to accept the disadvantages of greater oil use, greater heat in the ship, particularly at night when cruising blacked out, and the greater generation of sparks, in order to attain some sort of stability in the engine and to strengthen the personnels trust in their equipment. Even though I do not believe that the 10-12% overload is the cause of our difficulties with the bearings - in my opinion an engine should be able to achieve that; those engines

PTE.006.0048

furnished with WM 80 have managed it up to now - I shall not return to search speed until the construction firm Krupp confirm my opinion. I shall request the viewpoint of the firm by wireless. The Chief Engineer of Scheer will be informed of my problems. 1200 1415'S; 1817'W. (see Engine Room log) Day's run: 242 n.m. Total run: 21841 n.m. 8.3 E 4-5; fairly heavy sea; 0100 - ENE swell; clear; good visibility. 1200 1023'S; 2042'W. Day's run: 270 n.m. Total run: 22111 n.m. Fuel trial run with the new speed setting of about 11 knots (72 revolutions) with the oil from Nordmark (Miri oil). Use per day: about 20 tons.

9.3. E 4-6; moderate to fairly 0000 heavy sea; E swell; very fair visibility. 0200 1400 1200 626'S; 2157'W. Day's run: 259 n.m. Total run: 22370 n.m. Course 0. I am now about 22W, cloudy; morning shower; 120 n.m. east of the Neutrality Zone. Fuel trial run with our old oil. The result is virtually the same. (see Engine Room log.)

In the area which I am entering now, it is my opinion that there will be quite lively traffic, because the vessels bound for Freetown must leave the Neutrality Zone here. However, in just this spot one can count on special patrols. The decision to press on into this presumed wasps' nest and to cruise there on searching courses at this phase of the moon - 3 days before full moon - needs an explanation. Firstly, the Natal Strait is not a strait at all, but an enormous area, into which the auxiliary cruiser can disappear like a pin into a waste paper basket. Secondly, the time is now very favorable, as the Fleet and U-boats have shifted their patrols northwards, and thirdly I could not choose the phase of the moon in this case; it is not so dangerous, as long as I stay in the area of variable winds, where there are always extensive rain squalls available, if one has to withdraw from a superior opponent. There I intend not to go further than 2N at present.

10.3 ESE-S 2-3; slight sea; ESE swell; overcast; isolated rain; poor to moderate visibility. 1200 206'S; 2207'W. Day's run: 260 n.m. Total run: 22630 n.m. At midday the Chief Engineer reports to me about the attempts which have been initiated to find the cause of our bearing breakdowns. (Compare Report in Engine Room log.) It seems obvious that the bearing housings are too weak in construction. (If this is the reason for the breakdowns, we can unfortunately do nothing to change it. The doubts which I expressed to the Commander-inChief and at Operations have unfortunately proven correct, namely that a new type of engine, which had not yet made a voyage, should not have been chosen as an auxiliary cruiser. But we are one, and can only try, through constant grinding down, to bring the bearings to rest on the

PTE.006.0049

greatest surface possible. The only question is whether they will give us time to do this, or whether they will split apart before then. However, since we have learnt aboard the auxiliary cruiser to write the word Patience in capital letters, we expect to succeed. [* Concerning Detmers' misgivings about an untried ship, Montgomery wrote in his book, p.76 of Cassell edition, that there was 'no record of his ever having made such an observation'; however, this is the place where there is proof that he did; in a report that would be read by Raeder, he writes that he had told Raeder he was wrong. A marginal note made in Germany said that it had been felt it was worth taking the risk to get a ship capable of 18 knots, which, in fact, Kormoran was never capable of making.] 11.3 Variable winds, Force 2-3; calm sea; cross SE and N swell; cloudy; Course 90. isolated heavy showers; very variable visibility. 137'N; 2139'W. Day's run: 255 n.m. In the evening, check of Engine II shows two more Total run: 22885 n.m. bearings broken. Since my top speed is still 16.5 knots, I shall carry out my enterprise. W/T Order to transfer home waters cypher material from U-124 to Scheer. W/T re departure of Italian submarines. To arrive at rendezvous in South Atlantic 16.4. We hope to be already in the Indian Ocean by then.

0900

1200

1910 1920

12.3 S-ESE 1-4 variable; calm sea; cross N and SE 0110 swell; heavy clouds; evening rain shower. 0800 1200 142'N; 1842'W. Day's run: 244 n.m. Total run: 23129 n.m.

W/T that Scheer will arrive at Red on 16.3. Course 240.

1925 2300

2330 -

In the evening for the first time damage to two pedestal bearings [*Bocklager] in Engine II was discovered. Thus this engine will be out of order for days. It is obvious that we have a new fundamental fault here. W/T that we are to be at Red by 15.3. Thus I must cut short my cruise here. Course 300, in the direction of the rendezvous. I shall keep to the slow speed at present. In order to be sure that I am able to run at a higher speed, I order an inspection of Engine IV, our second source of worry. Resumed search speed, Engine IV 2400 shut down; bearings inspected. Engine is in order. Back to cruising speed with 3 engines.

PTE.006.0050

13.3 0000 0319 0341 0400 0420 Variable winds 1-3; calm sea; long low N swell; W/T from Nordmark, that she will be at Red about 20.3. cloudy; moderate visibility. Light in sight 270 true. Measurement shows that the vessel is on the route New York to Cape Town, course about 130, speed 13-15 kn. Turned behind the vessel, because it is showing a lot of light but not the typical American illumination of the hull side. The distance is still 150 hm. I should like to have a closer look at it, but with my narrow superiority in speed that would cost me 4-6 hours at full speed, and it would probably be wasted effort. In consideration of the present condition of my engines, I must give it up. Course 300, 10.5 knots. Lights out of sight. Course 302, 15 knots, in order to be at the rendezvous punctually. 116'N; 2248'W. Day's run: 257 n.m. Total run: 23386 n.m.

0423 0431 1000 1200

1546

W/T that U-124 will also arrive at Red on 15.3. U-105 and U-106 are to be provisioned about 25.3. I had hoped that U-105, which has whitemetal for me, would come earlier. The days from 20.3 (Arrival of Nordmark) are wasted time for me. 1800 Entry into Neutrality Zone. The thrust unfortunately again brought nothing. Although for 14 days we have had had shark fins, self-caught and fixed according to tradition on the mizzen mast, all our luck at present is bad. The rest of the month is lost on account of the U-boat provisioning. Then we shall have cruised two months and more than 10,000 n.m. without result! 14.3

NE Trade 4; slight to moderate sea; long N swell; slightly cloudy; good visibility. 1200 508'N; 2805'W. Day's run: 375 n.m. Total run: 23761 n.m. 15.30 To 10.5 knots. The evening inspection revealed the first cracks in the pedestal bearing of Engine IV. Tomorrow the U-boat provisioning begins. It is to be hoped my engines get a bit of rest then, so that we can repair our equipment thoroughly. [End of section]

PTE.006.0051

15.3 NE 4-5; moderate to fairly rough sea; long fairly high N swell; very cloudy; moderate 0630 0748 0851 0854 0912 Ship rolls heavily at times.

Stopped to take morning reckoning. Course 100 to RV Point Red. U-124 in sight 25 true. Course 45E. 701'N; 3059'W. Stopped on easterly heading. Transfer of torpedoes not possible on account of state of sea and swell at Point Red. Decision to go 200 n.m. southwards, in order to find better weather. U-124 ordered to prepare copies of home waters cypher material for Scheer. 0936 Course 180, 11.5 kn. U-boat in company. 1200 629'N; 3055'W. Day's run: 262 n.m. Total run: 24023 n.m. 1337 Since I am supposed to meet Scheer on16.3, short signal to Operations: Weather unfavorable at rendezvous. Rendezvous unsuitable. New rendezvous # ER 89. Short signal not confirmed. 1637 Shortsignal repeated and again not confirmed. 1737 GMT It is possible that Scheer is on the same wave length and has heard the signal. Therefore I cannot go back, but must get the signal through. 1836 Short signal sent for third time. 1956 GMT Norddeich has understood. 16.3 NE 4-5; fairly heavy sea; 0015 long fairly high N swell; variable cloud; light haze; medium visibility. 0650 300'N; 3103'W. 0748 0818 0915 0950 1300 Confirmation of receipt of signal. Rendezvous at 3N, 31W for Scheer and U-boat provisioning ordered. At home the first signal not heard, second garbled, third received at strength 4. Stopped at rendezvous. Smoke cloud in sight at 45 true. Exchange of recognition signals. It is Scheer, running before the wind, hence the heavy, tall column of smoke. Mutual greeting and three cheers. Commanders' conference on Scheer. Transfer of D.T. crystal and cypher material from U-boat. In addition it takes on our whole radar set. Petty Officer Ulbricht (eye injury) handed over to Scheer. 350 kg of whitemetal taken from U-124. Chief Engineer of Scheer informed of our problems. 257'N; 3105'W. Day's run: 212 n.m. Total run: 24235 n.m. Course 235. 12 kn, since transfer of torpedoes not possible here. W/T that "Portland" has arrived with our prisoners. Course 225.

1200

1335 1400 1500

PTE.006.0052

17.3 NNE 3-4, dropping; slight sea; cross N-SE swell; cloudy; heavy rain; bad visibility. 032'N; 3337'W. Stopped. U-124 makes preparations to take on torpedoes. It turns out that the transfer of torpedoes is not possible on account of the cross swell. Since the cross swell is a typical phenomenon of the variable winds in which we are now situated, I decide to go further north into the border area between Trade Winds and belt of variable winds. I shall go directly north, since I hope by that means to get into 104'N; 3339'W. the calm region between two Highs passing through to the Day's run: 240 n.m. north. Sea and swell have settled down to the point where Total run: 24475 n.m I should like to make an attempt. 104'N; 3339'W. Stopped at 330. Transfer of one torpedo. Torpedo from board 13.44, on board U-124: 14.17. Torpedo damaged on the tail fin. Rubber boat damaged while second torpedo being lowered, therefore transfer of torpedoes postponed. A sick diesel petty officer taken over from U-boat. 104'N; 3341'W. Course 0, 10.5 knots. At this speed we shall reach the northern border of the variable winds early tomorrow.

0710

0930 1200

1210 1320 1644

1655

PTE.006.0053

18.3 NE 3-5; slight to moderate sea; N swell; cloudy; slight haze; moderate visibility. 0907 354'N; 3358'W.

Stopped. Transfer of torpedoes not possible. Since U-124 still has 12 torpedoes, it will forgo the torpedoes. 0930 Equipment transferred. 1125 While the gear for taking on torpedoes is being dismantled on the U-boat, it becomes visibly calmer. 1145 Commander of U-124 on board. He receives two leather gymnasium mats to pad the taking-over position. Then we shall try it again. I send a torpedo Petty Officer to the U-boat with special tools to repair the damaged torpedo. 1200 351'N; 3403' W. Day's run: 170 n.m. Total run: 24645 n.m. 1338 -1735 Transfer of torpedoes. Time of transfer of one torpedo (from ship until stowed in U-boat): about 33 minutes. Five torpedoes transferred without damage, the sixth (damaged) is also in order again. 1813 Off-duty U-boat crew on board to bathe, etc. As a replacement -1942 for the sick diesel petty officer I sent Chief Petty Officer Ackermann to the U-boat. Since the U-boat has not yet refuelled at sea, this is to be done tomorrow in daylight. So that the boat does not lose any time, I shall go overnight in the direction of its operational area. 2000 3048'N; 3407'W. Course 75, 11 knots. 19.3

NE by N 4-5; moderate sea; NE swell, good visibility. 0805 422'N; 3219'W. Stopped. Preparations to send over oil and water. 0834 Towing connection made, oil hose sent over. Although Arsenal and Commander of U-boats assured us before we left that our connections fitted, of course they do not fit this boat. A new intermediate piece must be manufactured. 0940 Drinking water hose made fast. Transfer of water begun. 1104 Transfer of water ended. 1147 Oil transfer begun. 1200 423'N; 3221'W. Day's run: 120 n.m. Total run: 24765 n.m. 1219 Pumping begun; hose bursts. 1233 - 1420 Repair to hose. 1430 Towing and hose connections restored. Beginning of oil transfer. 1835 Transfer of oil completed. 1505 - 1848 Off-duty U-boat crew aboard. 1910 Towing hawser and hose brought aboard. U-boat is fully equipped. Supply finished.

PTE.006.0054

1936

426'N; 3235'W. Course 30, speed 10 knots. In preparation for the next supply, I want to find out the weather conditions at Point Red. I can leave the present rendezvous, as Nordmark arrives tomorrow. Experiences from the U-boat provisioning 1.) Rubber boats: proved themselves excellently. The traffic from ship to U-boat was carried out with them and seems to be possible in practically any weather condition. High carrying capacity and seaworthiness. In the tropics they were rolled up on the upper deck and stored protected from the sun. From time to time they were blown up and the seams treated with the special paint. Otherwise no special care necessary. The damage to one boat occurred because the torpedo while being lowered into the boat being tossed around by the state of the sea was caught by the [tank] filler neck [*Fullstutzen] of the stern transverse beading [*Querwulst] and tore open this beading.. It is suggested that the filler neck be secured with a smooth, unscrewable cover. 2.) Towing and oil supply gear: practical, manageable. The hoses are not sufficiently durable in the tropics. Many reserve lengths necessary. Standardisation of the connections is an age-old requirement. It should be possible to manage with only two different connecting pieces for all ship types in the navy. The U-boat was not equipped with the gear set out in the list for oiling at sea. 3.) Protection of the torpedoes: Head, tail fins including motor chamber and the middle of the torpedo were wrapped in bed mattresses. The greatest danger occurred when the torpedo was raised from over the beading) of the rubber boat. With the primitive equipment, it always hits the hull of the U-boat. This spot was protected with our leather gymnasium mats. This stood the test very well. Provision of such mats for all supply ships would be useful. 4.) Transfer of lubrication oil and distillate in canisters and wicker bottles very advantageous. Both could be emptied out immediately on the U-boat and returned immediately. We could fulfil all the requirements of the boat except for fresh fruit. The brief hours spent with comrades on the auxiliary cruiser were regarded by the U-boat men as a special relaxation.

20.3 NE 4-5; moderate sea; N swell; light clouds; fine Trade wind weather; good visibility. 0815 615'N; 3130'W. 0845 608'N; 3131'W. Weather at Point Red is not suitable for U-boat provisioning

therefore Course 172 to new supply point. W/T (Ship 41, No. 10-12) presented to me, giving me in the mean time permission to operate towards the south. Since I am close to my previous operational area, which brought good success, I decide, instead of going south, to go there, particularly as this rewarding area is free, for Ship 10 is north of it and has orders not to cross south of 11N during the U-boat provisioning. Therefore I go to 0, 10 knots. As a safeguard I shall report my intention this evening. 1200 635'N; 3129'W. Day's run: 174 n.m. Total run: 24939 n.m. 1918 As I am just about to report my intention by short signal, a W/T is received, that Ship 10 is moving into # ER 20 and #ES 10, thus into my operational area. Thus this area, which is very important in my opinion, is occupied. I shall have to

PTE.006.0055

look for some occupation in the south. At the same time W/T received, that U-105 and U-106 will probably top up in Las Palmas, so I have more time. I intend to operate south of the U-boat area. [*It was Spain, not Eire, that was providing U-boat support.] 2005 Course 122, speed 14.5 knots, along the border of the Neutrality Zone. 21.3 NE 4-5; moderate sea; NE swell; cloudy; very good visibility. 0801 635'N; 2904'W 1200 605'N; 2825'W. Day's run: 318 n.m. Total run: 25257 n.m.

Tanker in sight to the south at 130 true. Take evasive action, as I am still in the Neutrality Zone.

22.3 NE by N; slight sea; NE swell; light clouds; very good visibility. Vessel in sight at 120 true. Vessel is a tanker. Alarm. Course 60. Raised to full speed. Since we are just passing the border of the Neutrality Zone, I can take him on. 0937 Ship sends RR report: 331'N; 2340'W. (thus 20 n.m. outside the Neutrality Zone) suspicious vessel agnita/GTGP. [*Given in English; Agnita should have sent QQQQ. So many vessels confused the signals that Operations and the auxiliary cruisers were not sure which was which, and later Sydney would not have been surprised that Kormoran sent QQQQ instead of RRRR.] 0939 W/T successfully jammed. 0939 Distance 115 hm. Decamouflaged. Signal (code flags): Stop immediately. At the same time, morse signal with lamp: No wireless or be shelled. [*Given in English] 1008 Both orders obeyed immediately. 1027 Rudder failure. (See Engine Room log). Starboard motor boat to water, examination party away. Ship is motor tanker Agnita, 3561 gross, Anglo-Saxon Oil Co., in ballast from Freetown to Carapito-Venezuela. Since the tanker is small, in poor condition, and very badly rebuilt with built-in special tanks, I decide to sink it. 1106 Crew (13 English, 25 Chinese) taken aboard. 1145 Scuttling charges activated, 3 scuttling charges, 4 explosive charges 1153 First detonation. 1154 Second detonation. Ship cants to starboard and sinks slowly by the stern; 1 Scuttling charge can still be seen on the port side; dud. 0921 0934 0935

PTE.006.0056

1200 330'N; 2348'W. 1204 Day's run: 322 n.m. Total run: 25579 n.m. 1234 1314 1319 1329 1800

Boat taken aboard. Since the ship, like all empty tankers, will not sink, nine rounds of 15 cm at the waterline. Ship is on fire, all tanks ruptured, but still sinks very slowly. Smokestack is under water. Course 122, 14.5 kn. Ship hangs vertically by the stem post and sinks very slowly. To cruising speed 10.5 kn. Since all is quiet, our jamming must have been successful.

23.3 N-NNE 2-3; calm sea; confused swell NW-SSE; variable cloud; very good visibility. Examination of the booty from Agnita shows that in spring 1940 the ship was hit by a bomb. The captain was commended on his courageous, careful conduct. That probably explains the noticeably heavy armament for such a small ship: one 12 cm poop cannon and two 7.6 anti-aircraft guns. The captain thanks me repeatedly for not having fired at him. A very nice chart of Freetown with the minefree channels and mine-fields was found. U-105 and U-106 shall each get a copy of it. According to a statement by the captain, the Freetown tankers follow constantly changing routes. According to his chart, however, he had already travelled on this route once before. 1200 056'N; 2055'W. Despite the small size of the ship, we are particularly happy Day's run: 225 n.m. about this success; the spell which hung over us for 7 weeks Total run: 25804 n.m. seems to be broken at last. 1422 W/T that we are to be in #ER 89 from 28.3 to provision U-boats. 2000 Course 1. 24.3 N-NE by N 2; calm sea, weak NNW swell; very variable cloud; good visibility. 0800 Course 270, in order to return to the vicinity of the Neutrality Zone. 1200 207'N; 2041'W. Day's run: 282 n.m. Total run: 26086 n.m. 25.3 N by W-E 2-4; slight to moderate sea; moderate N swell, variable cloud; isolated heavy rain, good to bad visibility. 0400 Course 20. 0651 235'N; 2348'W. Vessel in sight at 40 true. Alarm; to course 330. Since he is still very distant, about 200 hm, I maintain the slow speed, in order not to startle him. It is to be hoped the old trick works, for with the present condition of my engines I cannot keep up a long chase with full speed. 0727 The trick succeeds. Now he is about 100 hm away. We believe it to be a medium tanker. Hard a-starboard; Engines full speed ahead.

PTE.006.0057

0729 0736 0740 0758 0806

0820

1015 1040 1100 1135 1200

1415 2300

Decamouflage; stop signal hoisted. I turn continually, so that my full battery is ready to fire. The tanker now shows its stern. At about 90 hm, two warning shots across the bow. Opponent wirelesses and is jammed. Guns given permission to fire. The second salvo lies a few metres from the target. Opponent stops wirelessing, stops, takes to the boats. Thus cease fire. 238'N; 2343'W. Stopped beside opponent. Port motor-boat set out; examination party away. The tanker is Canadolite, 11309 gross; Imperial Oil Shipping Co,; home port Montreal; motor ship; built by Krupp, Germania, Kiel. In ballast from Freetown to Venezuela. I intend to send the ship as prize to Bordeaux. Thus I must get hold of the crew, who are trying to flee in their lifeboats. One of the boats is already a fair way off. My second motor boat tows it back to the tanker. That means the loss of a lot of time. Prize officer: Sub-lieutenant (Special) von Bloh. Cox: Strasser Engine P.O. Michaelis Bosun: Mailahn Leading seaman: Seehagen Engine P.O. Kayserling Leading seaman: Kleinhammes Leading seaman: Vastring Able seaman: Tietjen Leading Telegraphist: Fels Able seaman: Wirtz Leading stoker: Guhr Ordinary seaman: Hellberg Leading stoker: Schax Ordinary seaman Polzin The tanker crew (44 men) makes a peaceable impression, although it consists of English and Canadians. In any case, I shall take on board the captain, chief engineer, wireless operator and the leading gunner, who is from the R.N., and strengthen the prize crew by 2 men, who had been sentenced to imprisonment by the court-martial on board and who shall have this opportunity to rehabilitate themselves. According to the statement of the chief engineer, the tanker has only 150 tons of oil. At a daily usage of 10 tons, that is not enough. The prize therefore is ordered first to take on 150-200 tons of oil from Nordmark, then to proceed to 38 West, and then make for the Gironde on the route ordered for returning ships. RR-message from Britannia received. The suspicion that Ship 10 is at work successfully, is confirmed. Prize discharged. Our jamming apparently worked well again, as all remains quiet. Course 150, 14.5 knots. Prize out of sight. 215'N; 2334'W. Day's run: 261 n.m. Total run: 26347 n.m. Returned to cruising speed, 10.5 kn. Course 287 towards the rendezvous with Nordmark. In looking over the orders given to the prize, it is discovered that it has been forgotten to give her the Airsea recognition signals. Since I must in any case be in position for the U-boat provisioning on 28th, and in addition my short signal that the prize should report to Nordmark did not get through, I am breaking off the operation and hope to catch the prize still with Nordmark.

PTE.006.0058

26.3 0310 ESE-NE 3-4; slight sea; N swell; very variable Receipt of short signal confirms that Prize I has been sent off cloud, mostly overcast; and Nordmark is to go immediately to# ER 89 and wait there. moderate visibility at times. What is meant: wait for the prize. To 14.5 knots. Course 290. 111'N; 2537'W. Day's run: 319 n.m. Total run: 26666 n.m. Vessel in sight 40 true. (Vessel was on about 210.) Avoided, since in the Neutrality Zone. Course 290. W/T from Operations which shows that we have not been understood. Admiralty thinks that Britannia is our prize, and that we want to take on oil from Nordmark. Now I am glad that I am already on the way to Nordmark, in case Canadolite should have difficulties there.

0600 1114 1200

1557 1613 2012

27.3 NNE-E 2-4; moderate sea; N swell; overcast; isolated heavy rain; corresponding visibility. 0805 Smoke cloud in sight at 166 true. 0837 Nordmark recognised by the short stump masts, broad conspicuous crosstrees and permanent built-in masthead lookouts. 0848 Exchange of recognition signals. 1020 Course 0. 1030 300'N; 3102'W. Stopped at the rendezvous. Nordmark has not seen our prize. 1200 300'N; 3102'W. According to a new statement by the chief engineer of Canadolite Day's run: 341 n.m. (German- Canadian) the prize has enough fuel to reach Bordeaux. Total run: 27000 n.m. She has also a reserve of oil for the auxiliary boiler, which can also be used for the main engines. Thus I presume that the prize officer, after a thorough inspection of the fuel supply, set out immediately on the way home. 1631 First Officer of Nordmark on board for a discussion regarding U-boat provisioning. Nordmark has five G7a torpedoes stored on deck, which cannot be cleared until the other torpedoes have been handed over. Since no boat is expected tomorrow, I shall take on these 5 torpedoes and the two electric torpedoes. Then Nordmark will have 12 and I shall have 14 torpedoes, electrical and contact ones in approximately equal quantities. At the same time, the whole of the provisions will be transferred to Nordmark, since our experience is that the U-boats do not need much of this and the equipment, which is intended for the boats, is already on Nordmark. So that U-105 will also be able to receive all these things, Nordmark is to remain at the rendezvous. She can make up her leeway with her 1.7 knots. I cannot make such a slow speed. I shall drift overnight and head for the rendezvous again in the morning. 1742 W/T that Ill will be at 10S, east of Krebs [*Crab] on 31.3, and Rudolf Albrecht at 5N 35W by 5.4 at the latest. After supplying U-boats, we are to go south and report crossing 10S. 1833 W/T making known Babitonga with 800 kg of whitemetal, and Dresden.

PTE.006.0059

28.3 NE by E 3-4; slight sea; N swell; very variable cloud; slight haze; moderate to poor visibility. 0750 0835 1000 1037 1128 1200 Course 83, 15 kn. Course 70. Course 90. We cannot take our morning readings and are Course 0. looking for Nordmark. Course 180. 313'N; 3100'W. Day's run: 102 n.m. Total run: 27109 n.m. Nordmark in sight at 160. Course 160. Exchange of recognition signals. Course 180. Stopped beside Nordmark. Taking torpedoes from, sending equipment to Nordmark. Course 35 to rendezvous. Course 70 against the current. Stopped.

1240 1246 1255 1316 1328 1406 - 1741 1814 1930 2200 29.3

Wind very inconstant in direction and strength, NE-SE 2-5; slight to moderate sea; cross swell from N and SE; hazy; bad visibility. 0710 No morning readings; estimated. 0723 On 250 at 10 knots to rendezvous. 0723 (?) Stopped. Waiting for Nordmark and U-boats. 0825 Course 90, 10 knots. 0917 Stopped. 1020 Course 290, 10 knots. 1035 Stopped. 1125 Course 270, 14.5 knots. 1145 U-boat in sight at 345. 1155 Exchange of recognition signals with U-105. 1200 307'N; 3100'W. Day's run: 75 n.m. Total run: 27184 n.m. 1205 Stopped. 1216 Vessel in sight at 230 true; evasive action. 1230 Course 275, 9 knots; lost sight in a rain squall. 1240 Stopped to allow U-boat to close up. 1329 Course 180, 9 knots, to look for Nordmark. 1414 Nordmark in sight at 160 true. 1428 Exchange of recognition signals. 1448 Stopped. In good signal contact with Nordmark.

PTE.006.0060

1610

U-106 was with Nordmark and is now chasing a vessel. Beginning of transfer of oil and drinking water to U-105. Since transfer of torpedoes is not possible in this weather, U-105 receives oil and water first. 1645 Oil hose broken. 1851 Hose connection restored. 2115 85 cubic metres sent over. The boat will receive the rest later, as it would otherwise lie too deep for taking on torpedoes. Drifted overnight with U-105 in tow.

30.3 Wind varying between N and E, 0-4; calm sea; confused N and SE swell; very variable cloud; isolated rain; moderate visibility. 313'N; 3130'W. Oil and water hoses disconnected. Towing line cast off. Course 356, 11 knots. I presume that I shall find calmer sea in the north, and above all less cross swell. U-boat in sight; it is U-106 looking for Nordmark. Stopped. U-106 warned about attacks in the Neutrality Zone, in consideration of the great number of our own ships which travel here. After being provided with an accurate position, sent to Nordmark. Is to take the message that Nordmark may leave the rendezvous to transfer torpedoes, but must return there afterwards. Course 359, 9 knots. Course 326. Course 356. Stopped, as transfer of torpedoes will be attempted here. 337'N; 3132'W. Day's run: 50 n.m. Total run: 27234 n.m. 11 torpedoes sent over. While taking on the 12th torpedo, the receiving gear on the U-boat collapsed. The torpedo lay diagonally across the stern. It was put back into the rubber boat successfully. Torpedo on board again. As it has externally only a few minor faults, it is to be tested thoroughly overnight. Boats brought aboard. Work interrupted owing to darkness. Drift overnight. Tomorrow morning the gear for taking on torpedoes is to be repaired, and at the same time welding to be done on the boat. W/T in the evening, setting the boundary between our operational area and Ship 16 at 20S. Dresden left Santos on 18.3 and is going 600 n.m. west to Meise.

0650 0757 0816 0825 0834

0840 0959 1007 1130 1200

1227

2110 2125

31.3 ENE-E 2-3; calm sea; 0848 slight N swell; overcast; rain showers; 0849 - moderate visibility. 1200 Towing line with welding cable sent over to U-boat. Transfer of provisions and equipment. An oil cooler is welded.

PTE.006.0061

1200

340'N; 3202'W. Day's run: 25 n.m. Total run: 27259 n.m.

1326 1423

Towing connections cast loose. Transfer of 12th and 13th torpedoes. The damaged torpedo is in order again. The U-boat needs the afternoon to dismantle the gear for taking on materials and for stowing equipment. Oil therefore will be supplied on 1.4. Overnight I intend to head towards the rendezvous with Nordmark. 1614 Boats taken aboard. 1625 Course 0, 15 kn. To run engines clean. 1724 Course 180, 15 kn. 1744 Stopped. 1823 340'N; 3207'W. Course 180, 10 knots, to rendezvous. 2025 Speed 9 knots. 2325 Course 90, 9 knots. 1.4. ENE 3-4; slight sea; confused NNE - SE swell; cloudy; moderate visibility. 229'N; 3059'W. Stopped at rendezvous. Nordmark is not in place. It is found from a later W/T that she did not follow orders and has already gone to the rendezvous with Ill. Thus U-105 will not receive several engine spare parts, U-106 will have one torpedo less, and my prisoners must now be transferred to the much smaller Rudolf Albrecht. Towing connection made. Oil transfer begun. Hose broke. Oil transfer resumed. 301'N; 3058'W. Day's run: 102 n.m. Total run: 27361 n.m. Oil transfer completed. From 08.55 to 18.20, off duty watches of the U-boat crew alternately on board to bathe, visit cinema, etc. U-boat crew left ship. Towing connection becomes tangled during casting off, and when the U-boat tries to pull itself clear by going astern it breaks. Port hydroplane of U105 out of order on account of oil hose and towing hawser. 253'N; 3104'W. Boats taken aboard. On account of the darkness, clearing the hydroplane is postponed until dawn. Since the U-boat cannot dive, I shall keep it in sight during the night.

0730

0829 0938 1155 1200

1353

1820 1850

1937 2000

2.4 0858 NE 3-4; slight sea; SE swell; variable cloud; good visibility. Port supply boat and rubber boat set out; First Officer, Chief Petty Officer with group of technical personnel sent on board the U-boat to give help. Hydroplane cleared of hawser and hose. Boat is clear to dive and fully equipped. U-boat discharged with the order to report that provisioning has been carried out. In addition it is to report by W/T the sending off of the prize Canadolite, its

0926

PTE.006.0062

1030 1035 1200

1941 2020 3.4

time of arrival and the missing air-sea recognition signal. Both U-boats received a copy of the captured Freetown chart. U-105 was informed of the reported La Plata ship. The boats seem to me rather meagrely informed, so that U-105 did not even know about the Italian submarine Finzi beginning operations. There were no significant lessons learnt regarding U-boat provisions. The supply point was comparatively favorable for this time of the year. It was a disadvantage that it is in the vicinity of the variable winds so that it is often not possible to obtain either morning or evening readings, which makes it difficult to meet up. A point 100 n.m. further south would perhaps be more favorable. Boats taken aboard; technical group aboard. 251'N; 3110'W. Course 300, 14 kn, to the rendezvous with Rudolf Albrecht at 5N; 35W. 257'N; 3125'W. Day's run: 39 n.m. Total run: 27400 n.m. 351'N; 3311'W. Course 303, 10 kn.

NE by E 2-5; slight to moderate sea; NE swell; 0749 cloudy; light haze; Course 234, 10 knots. moderate visibility. 0825 500'N; 3500'W. Stopped; at 8-minute readiness. 1200 455'N; 3512'W. Day's run: 267 n.m. Total run: 27667 n.m. 1350 Course 64, 9 knots. 1600 Made up leeway back towards rendezvous. 1610 Smoke cloud in sight 353 true. 1715 Exchange of signals with Rudolf Albrecht, which receives directions for the night. Drift during the night, in order to return to the rendezvous at 08.00, then to take on oil and provisions. I count on Nordmark arriving by tomorrow. 4.4 NE 3-5; slight to moderate 0410 sea; NE swell; heavy cloud; Confirmation of W/T from U-105 re Canadolite. light haze; moderate 0506 visibility. Course 65, 9 knots. 0725 506'N; 3456'W. Stopped. 0739 Port supply boat and rubber boat set out. Rubber boat connections and tools taken to R.A. 1 signalman and 9-man work party sent to give assistance. 0912 R.A. hawser buoy recovered. 0941 Towing hawser made fast. 0949 Oil hoses sent across. 1014 Oil hoses made fast. 1030 Beginning of transfer of oil and provisions.

PTE.006.0063

Provisions taken on: 3000 kg potatoes 300 kg onions 50 bunches of bananas 550 kg oranges 400 kg fresh vegetables Tobacconist's wares 1200 503'N; 3505'W It must be specially mentioned that the crew and especially Day's run: 59 n.m. the captain of Rudolf Albrecht gave up everything for the Total run: 27726 n.m auxiliary cruiser. We found here a cooperation which came from the heart. Thus we received illustrated magazines (a most desired item on an auxiliary cruiser) which had been collected for a long time; apart from the bad Teneriffe cigarettes also the best English; a live pig and a Teneriffe dog. Our small gift in exchange, 2 crates of beer, really had to be pressed upon these men, who had not drunk German beer for 2 years. Thus I was glad to be able to help this good vessel with a few pieces from our stock of booty, which it needed urgently. It received a good lifeboat from Afric Star, as well as a chronometer and a sextant. 1820 Oiling ended. 1913 Boats taken aboard. 2000 Oil hose and towing hawser brought aboard. 5.4 NE 3-4; slight sea; NE 0316 swell; cloudy; good W/T received re the sinking of Voltaire by Ship 10. visibility. [*Voltaire was a British Armed Merchant Cruiser.] 0600 Course 78, 9 knots, to rendezvous with Nordmark. 0740 Nordmark in sight at 100 true. 0745 Exchange of recognition signals. 0803 505'N; 3514'W. Stopped. Rubber boats set out. Handing over one torpedo and the rest of the U-boat equipment to Nordmark. 1155 Handing over 42 prisoners. Exchange of personnel: Sick Control Room Mate from U-124 to Nordmark. In exchange for the diesel petty officer given to U-124, one engine room petty officer from the U-boat reserves on Nordmark. Since Nordmark is very short of personnel, I give up one torpedoman (to care for the U-boat torpedoes.) [*Other documents show that there was a lively row about this exchange, and Detmers had to pull rank on the obstructive captain of Nordmark.] 1200 500'N; 3520'W. Day's run: 48 n.m. Total run: 27774 n.m. 1350 Supply completed. Course 90, 14.5 kn. 1845 W/T that our mail handed over to Scheer has been received by Operations. 6.4 N by E-NE 2-3; slight sea; NE swell; very variable cloud; slight haze; moderate visibility. 1200 429'N; 3015'W. Day's run: 305 n.m. 1631 Total run: 28079 n.m. W/T received, that U-105 and U-106 are to go to Nordmark at #ER 89. After the experiences with U-106, I prefer to avoid both, despite the Neutrality Zone. 1800 Course 120.

PTE.006.0064

7.4 N-SO varying 1-3; slight sea; N swell; overcast; isolated heavy rain, corresponding visibility. 1200 212'N; 2517'W. Day's run: 328 n.m. Total run: 28407 n.m. 1516 W/T received about award of 3 further Iron Crosses First Class and 50 Second Class. These will be saved up for the Fhrer's birthday. 2130 103'N; 2318'W. Course 355, 11 knots. I am now in the operational area again and would like to search again the place where I caught Agnita and Canadolite. 8.4 0736 Northerly 1-2; calm sea; confused swell N-SE; heavy W/T that Babitonga has not left; From 11.4 Dresden will be clouds; good visibility. 600 n.m. east of Point Meise. We are to suggest a rendezvous with Ship 16. Order for Ship 10 to return home received. 343'N; 2328'W. Day's run: 299 n.m. Total run: 28706 n.m. Unfortunately there was no tanker there, so Course 177, 11 knots. W/T which informs of Egerland with supplies and mail for us.

1038 1200

1230 1548 1548

PTE.006.0065

9.4 0110 SE 2-4; calm to slight sea; long SE swell; heavy clouds; W/T that Ship 16 cannot be at the rendezvous until 16.4; good visibility. so I have a bit more time. Smoke cloud in sight 327 true, hence almost dead astern. Alarm. The ship appears to be making a fairly high speed; Enclosures very little can be determined yet of its silhouette, so I must Battle sketch take into account that it might be an auxiliary cruiser. Gunnery report Therefore I shall at first turn to starboard, in order to get out Torpedo report of the weather position; besides there is a thick rain cloud which provides the right background for me, and allows me to disappear quickly if necessary. Course 195, to Full Speed = 17 knots. Now the vessel can be recognised, an ordinary freighter in ballast. Nationality markings not recognisable, so probably enemy. Now I must not startle him. Since he certainly saw my turn to starboard, I shall continue to simulate an Englishman on a zigzag course; in addition I slowly reduce speed, so that he comes closer. Course 165, 12 n.m. Course 156; distance now 125 hm. Course 125. Course 105; 9 knots. Course 85. Distance is 108 hm. The light mark on the side of the vessel is certainly not a neutrality emblem. Gun on the poop! Thus English, despite the American construction type. Decision: take him on. To speed 14 knots. Decamouflage; signal: Stop immediately; with signal lamp: No wireless or be shelled. [*In English] Opponent sets flag; cannot be distinguished. To course 330. Warning shot across the bow. At first nothing happens, then he turns away, I turn after him. Course 30; permission given to open fire; vessel gives RR-signal; jammed. Opponent stops and is no longer transmitting. Cease fire. Opponent gets under way again. Permission to open fire; several hits. Ship burns amidships. Opponent stops; just as I am going to cease fire, he wirelesses again. Now he is in a fairly bad state. Opponent's crew takes to the boats; cease fire. 032'N; 2327'W. Ship stops beside opponent; motor boat set out; Examination and scuttling party away. Life boats alongside. 46 prisoners taken aboard. Several slightly wounded, 3 seriously wounded. (Captain, chief engineer, second officer). There are 5 dead on the vessel. It is Craftsman, 8022 gross, from Liverpool, Harrison Line, on the way from Rosyth to Cape Town. Ship has 1500 tons ballast and a big submarine net for Cape Town. Since the vessel is already burning fiercely amidships, it will be scuttled. Scuttling charges activated. First detonation. Third detonation; fourth charge (Wasserbombe) torn loose by the other detonations. Ship sinks to the loading mark and floats on the many small and large buoys of the blockade net. I must sacrifice a torpedo and will combine this with a trial of my underwater tube.

0550

0601 0610

0621 0624 0632 0639 0649

0651 0654 0657 0659 0704 0707 0709 0712 0718 0728 0734 0755

0834 0841 0848

PTE.006.0066

[* Wasserbombe" is usually a depth charge; however, it seems wrong here, and no evidence has been found that Kormoran carried depth charges.] 0924 Torpedo away; hit at the stern edge of the midships superstructure. Both stern holds are blown open. The buoys float out, the ship sinks slowly over the stern post on an even keel. In taking the motor boat aboard, while it was in a hoisted position, the stern rope slipped, the bow rope held. No personnel injured, some material damage, including one box of scuttling material lost. The boat was saved, the forward davit is out of alignment. The equipment is altered so that this cannot happen again. 0930 032'N; 2337'W. Craftsman sunk. Course 105, 15 n.m. 1200 028'N; 2254'W. Day's run: 232 n.m. Total run: 28938 n.m. 2300 Course 220. 10.4 SE 3-5; slight to moderate 0700 sea; SE swell; cloudy; 0915 cloudy; good visibility. 1114 1200 227'S; 2118'W. Day's run: 333 n.m. Total run: 29271 n.m. 2000 343'S; 2042'W. 2253 GMT Course 151; 11 knots. Course 146, 11 knots. W/T received re promotion of Commandant.

Course 335; turned around in order to see if there is another ship on the same route as Craftsman. Amagansett Radio calls Canadolite. That is confirmation that our jamming on 25.3 was successful, and that everything is well so far with our prize.

11.4 SE 3-4; slight sea; SE swell; very variable cloud; rain showers; moderate visibility. 1200 1 02'S; 22 07'W. Day's run: 266 n.m. Total run: 29537 n.m. 2000 Course 173, 11 kn. Cruising back has not brought us anything. Now I will run south along the border of the Neutrality Zone and later cross the Craftsman route. 12.4 SE 3-4; slight sea; SE swell; cloudy; very good visibility. 125'S; 2239'W. Smoke cloud in sight, at 140; thus 30 to port. Enclosures: Course 225, in order to get between the Neutrality Zone and the vessel. Battles sketches and gunnery report. Course 200. I want to get closer in order to see what sort of a ship it is. Course 230. Caution! Very slender masts, conspicuous smoke stack. Course 180. Modern ship, definitely freighter.

0600 0606

0612 0623 0627

PTE.006.0067

0630 0643 0646 0655 0657

0702 0715 0739 0740 0742 0757 0804

0813 0820 0825 0830 0844 0845 0907 0914

0931

0953 0954 0955 0956 0957 0958 1001 1002 1004 1023

1045

Course 170 Course 160 Engines: Full speed = 17 knots. Course 150; opponent bearing 108; range 215 hm. Course 90. He is meant to see the marked change of course. I am steering a good distance behind his stern, so that he will think that I am taking evasive action, for at this distance I must not make him suspicious. Course 95; I turn quite slowly after him, for the range must become less. Course 100. A game of patience begins, which takes nerve. Opponent turns away to starboard, but he does not wireless. Alarm! Range is now about 150 hm. Course 110; maintain tactics. Don't alarm him. 0747 Engine III out of action. (See Engine Room log.); Dropped to 15 knots. Course 115; range 131 hm. Range is increasing (137 hm). The affair is getting dramatic. But as long as he does not wireless, he is uncertain of his situation. I must get to within 100 hm in order to have a reasonable chance to hold him effectively with my guns. I count on human weakness; the captain will want to return to his former course. So keep calm; it is only a trial of patience. He must come to me. Course 120. Course 125 Course 130 Course 135. Range 151 hm. He turns to former course. We've won! Range is constant, then decreases. My position is slightly astern of beam on. Course 140, range 130 hm. Course 145, range 118 hm. Course 150, range 114 hm. It would be possible now. However, I want to go a little further ahead until I am quite in the sun. Then he will not notice the attack immediately. Course 155; range 110 hm. He has now become quite trusting. He simply does not believe an auxiliary cruiser could travel beside him so patiently for hours without doing anything. Now it is enough. Range 100 hm. Decamouflage. Course 210 towards the opponent. First warning shot across bow. Stop signal set. Course 220. Second warning shot across bow. Opponent turns away to starboard. Does not stop. Permission to open fire. (Range 96 hm.) Opponent wirelesses SOS and Position. Opponent ceases transmitting. Cease fire. Opponent lowers boats to water. 154'S; 2212'W. Stop alongside opponent. Examination party away. Vessel is Nicolaos D.L., home port Pirus, 5486 gross, property of shipping line C.N.D. Lykiardopulo, Pirus, with building timber (Oregon pine) from Vancouver to Durban. Lifeboat from Greek ship alongside. 38 men of all nationalities taken aboard.

PTE.006.0068

The vessel is new and the cargo not unimportant. However, it took a direct hit on the bridge, so that this as well as the rudder, is out of order. Therefore I decide to sink it. 1147 Scuttling charges activated. 1156 First and second detonations. 1156 Third detonation. Ship sinks very slowly. 1200 154'S; 2212'W. Day's run: 261 n.m. Total run: 29798 n.m. 1218 Boat taken aboard. Despite the lashings of the deck cargo being undone, the ship does not sink. It is not worth a torpedo. In time it must sink, since the [*Wasserbomben?] in the engine room and boiler room did a good job. Therefore I decide to use the guns to set fire to the deck cargo and then leave the ship to its fate. Firing with the 2 cm guns and anti-tank gun. Timber will not catch fire. 4 shots from the 15 cm guns in the external hull wall of No. 2 Hold, waterline and deck cargo. The deck cargo forward and amidships are on fire, the stern is under water. The stern deck cargo floats free. That must be enough. 1255 Course 180, speed 10.5 knots. 11.01 GMT: SOS call from Nicolaos D.L. began; jammed immediately. Our wireless jams under the adopted Brazilian call sign PUAC; Question to another Brazilian vessel (call sign PUAK), whether he wants to report without fee to PPA Olinda Radio and PPA Amaralina Radio. After Nicolaos stopped transmitting, enquiry from American President Garfield KDTC to PUAC (adopted call sign of own wireless), whether he had heard the SOS of Nicolaos D.L.. Sent in additon: 1057 GMT N. heard here, when it sent brief SOS. Position 20 00 S 22 21 W, no further details over N. 1134 GMT query from Ascension Radio to All, whether SOS heard from N. Position: 20 00 S, 22 21 W. 12.03 GMT Ascension Radio to Sierra Leone Radio: SOS report with same position. Apparently in his excitement the wireless operator of Nicolaos in fact sent 20S instead of 02S. Since this position was sent only as an SOS, not as QQ or RR, and Nordmark and the U-boats are 330 n.m. from the reported position, I shall not wireless. Thus the situation remains more unclear for the opponent, than if they took bearings on a fictitious transmission of mine. 13.4 SE Trade 3-4; slight sea; SE swell; clear; very good visibility. 1200 604'S; 2226'W. Day's run: 250 n.m. Total run: 30048 n.m. 1516 W/T. that Canadolite reached the Gironde this morning. That was our nicest Easter egg. 1400 (?) 626'S; 2225'W. Course 130; speed 11 knots. 14.4 SE by E 4-5; moderate sea; SE swell; cloudy; rain showers; otherwise good visibility. 1200 858'S; 1927'W. Day's run: 255 n.m. Total run: 30303 n.m.

PTE.006.0069

1750 1757 15.4

Fire in the (*Pumpenstr.-Hellegat) [*pump storeroom] through explosion in a soldering lamp. (Compare Fire report) Fire extinguished. No human or material damage.

Strong SE Trade 5-6; fairly heavy sea; SE swell; cloudy; rain showers; very good visibility. 1200 1141'S; 1624'W. Day's run: 243 n.m. Total run: 30546 n.m. [*From here, the log is no longer the original; it is apparently a copy made in Tokyo from the duplicate sent with Kulmerland. Original lost with Spreewald.] 16.4 Strong Trade 6; fairly heavy 0120 sea; SE swell; mostly cloudy; W/T. that the long desired release of the Neutrality isolated rain showers; Zone cannot happen yet good visibility. . 0400 Course 148; 10 knots. 1200 1439'S; 1340'W. Day's run: 247 n.m. Total run: 30795 n.m. 1535 Receipt of situation report (Capitulation of Yugoslavia, effect of the speedy victory on England's position in the Near East, Neutrality Pact between Japan and USSR) Today Ship 16 should reach Andalusia. I have previously delayed suggesting a rendezvous, in order to fit in as smoothly as possible with the intentions of Ship 16. Thus I simply reported my position on 13.4 according to orders that I had passed 10S, at the same time reporting success with 56 000 tons gross (to be precise 56717 gross). I estimate the provisioning of Ship 16 from Alsterufer will take 4 days. Since I am supposed to take a few things from Alsterufer, I steer towards the same rendezvous. 2037 Short signal: Ship 41 will be at # GE 93 on 19.4. (Rendezvous Alsterufer - Ship 16) 17.4 SE by E 4-5; moderate sea; moderate SE swell; very variable cloud, rain showers; otherwise good visibility. Smoke cloud at 265 true. Vessel has yellow superstructure, apparently English. Distance 278 hm. Course 160, speed 14 knots. Since the vessel is on a converging course, I keep going according the procedure that has been successful so far. 0750 The Englishman, a fine ship of at least 8000 tons, approached to 225 hm, then turned hard away. Therefore I drop to slow speed, in order not to get too far ahead. The opponent disappears temporarily in rain showers, turns on to his old course and is again at 215 hm. 0950 Then he turns away hard again and escapes into a long rain squall. 1010 Mastheads are in sight again briefly. 1026 then the vessel is out of sight. With such cautious behaviour by the opponent, not much can be done by day, for the chase of a ship which could do 14 knots would have taken many hours. During that time the opponent would transmit constantly, and the area 0630 0657 1724'S; 1201'W.

PTE.006.0070

which is already under suspicion because of the Q-call from Tai Yin and the false SOS from Nicolaos would be even more disturbed. I have to make the difficult decision to leave the fine vessel, for with the speed being made a night attack would have to take place in the immediate vicinity of Andalusia. With the present concentration of our own ships and U-boats there, it would be irresponsible to attract to the area the opponent's warships, whose presence in the area I must consider very likely, especially as an aircraft made contact with Nordmark as early as 14.4. 1024 Course 150, 10 knots. 1200 1818'S; 1155'W. Day's run: 239 n.m. Total run: 31032 n.m. 1300 The port engine suddenly shows a particularly heavy demand on current. Bumping noises are heard in the port after ship. Shaft and propeller themselves are working quite smoothly. 1500 Installation thoroughly inspected. Course 181, speed raised to 14 knots. Use of current in port engine rises. The vibration becomes stronger in the whole ship. No fault is found with the installation. I must do without an external inspection on account to the state of the sea. 1655 To opposite course, to see whether the conditions change if the port propeller is in the lee of wind and swell. Raised current usage, knocking noises and ship vibration remain the same. 1710 Returned to former course. 70 revolutions a minute give the least increase in current use and vibration. Therefore I shall keep going during the night at this speed and attempt a dive tomorrow. We are confronted with a riddle. An object in the propeller cannot cause such a rise in current usage, especially as the movements of propeller and shaft are quite even. Damage to the (*Sternbuchse) [*after shaft? after bearings?] would have to cause a rise of temperature at such a rise in energy usage, but none can be determined. After careful consideration of all the irregularities occurring and their possible causes, I decide to let the propellers run down to a stop from both ahead and astern. This trial is not expected to endanger the installation. The (*Zeiten werden gestoppt] [*times will be measured?] at the same time, temperature and electrical values observed, installation listened to. 2256 Stop, allow to run down. Despite the increased use of electricity, the port propeller does not come to a stop significantly earlier. 2302 Both engines slow astern. 2305 Stop, allow to run down. 2306 Both engines high speed ahead. When engines start, noises are still there. Suddenly they disappear, the electricity usage on both engines is normal again. 2315 High speed = 14 knots. The installation is in order again; the riddle remains unsolved for the present, until later sea and swell make diving possible without danger. [* As they had had a similar problem with electricity consumption of the propeller engine, but without the noise and vibration, on 15 December, a few days after leaving Stavanger, the steel hawser causing the trouble, found later, might have been picked up there. There is a possibility that was caused by Norwegian sabotage.]

PTE.006.0071

18.4 0017 E 4-5; moderate sea; southerly swell; mostly overcast; rain showers; moderate visibility. 2256'S; 1158'W. Day's run: 287 n.m. Total run: 31319 n.m. W/T: take on replacements for Canadolite prize crew from Alsterufer. W/T: before leaving South Atlantic, report position; also whether Dresden used as auxiliary and whether it is intended to mine South Africa. Prisoners to be transferred to Nordmark. Speed 15 knots.

0418 1200

1300 19.4 0011 ESE 3-4; slight sea; ESE swell; cloudy; good visibility.

0210 0637 0709 0724 0737 0745 0916 1200 2730'S; 1231'W. Day's run: 310 n.m. Total run: 31629 n.m. 1300 -

W/T: Canadolite had no problems with prisoners; all W/T received; fuel reserve for 3 days; prize crew awarded Iron Cross Second Class. Contrary to my expectations, the Prize Officer apparently did not receive the Iron Cross First Class. Prize crew reported the interception of Agnita and Canadolite. Course 199. Two vessels in sight at 297 true. Course 270. Exchange of recognition signals with Ship 16, which has Alsterufer in tow. Stopped near Ship 16. Commandant leaves ship for consultation aboard Ship 16.

1837 1930 2215 20.4

Transfer of empty cartridges; taking on ammunition and provisions from Alsterufer. Ships disperse during the night; due to meet the next morning at 2748'S, 1210'W. Course 110, 15 knots. Speed 11 knots. Stopped; 8 minute readiness.

0535 0630 0726 0746 0800 0840 1040 1050 1130

ESE 2-3; calm sea; slight easterly swell; cloudy; very good visibility. 2743'S; 1158'W. Course 244, 11.5 knots, to rendezvous. Ship 16 and Alsterufer in sight at 264 true. Stopped. Nordmark in sight at 270 true. Attempts to take on provisions and ammunition from Alsterufer at the same time fail, for the spoiling meat must be taken on by Ship 16 as soon as possible. Therefore I stand aside and go eastwards to the border of visibility. Course 100, speed 11 knots. Commandant's assembly for the Fhrer's birthday; then distribution of Iron Crosses.

PTE.006.0072

1200

2744'S; 1202'W. Day's run: 77 n.m. Total run: 31706 n.m. Stopped. Course 90, speed 11 knots, to make up leeway.

1217 1902 21.4

0520 0540 0615 0723 0755 0827 0925 1152 1200

1257

1615 1733 1800 1805 2000 22.4

ESE 1-2; calm sea; SW swell; cloudy; very good visibility. Exchange of recognition signals with Ship 16. Exchange of recognition signals with Nordmark. Course 180, speed 9 knots to join group. Stopped. Towing link with Nordmark established. Provisioning from Nordmark is urgent, as she must go to Perla. [*Italian submarine] Oil hose made fast. Oiling commenced. At the same time, equipment taken aboard from Alsterufer. Oiling from Nordmark completed. 357 cubic metres taken on. 2737'S; 1205'W. In view of the bad weather expected at the Cape, I forgo the last Day's run: 35 n.m. 500 tons, for reasons of trim. With the present stocks, we have Total run: 31741 n.m. a sea endurance of seven months. Oil hose cast off. In the afternoon, taking on equipment and material from Nordmark. 3 seriously injured men (captain, chief engineer and second officer of Craftsman) and 1 steward as attendant sent to Nordmark on account of better medical attention there. The other prisoners are to go to Alsterufer, because Nordmark has no room until she has given the equipment to Ship 16. Towing connection with Nordmark cast off. 1 torpedo taken on from Alsterufer. Boats brought aboard. Course 90, speed 11 knots. Haul off to the east for the night. Stopped. 8-minute readiness.

W 0-1; calm sea; long 0031 SW swell; light clouds; very good visibility. 0530 0630 0815

1200

1525

W/T over the state of enemy ship traffic in the Indian Ocean. We are to proceed around to the south of Ship 16 and report whether a rendezvous with Alstertor is intended. Exchange of recognition signals with Ship 16. Course 269, speed 11 knots, to rendezvous. Stopped. Ammunition and equipment taken from Alsterufer. Commandants' conference on Ship 16. After comprehensive exchange of opinions, agreed that I shall haul off to the north-east, wait there 2 days to paint the hull, then proceed on my way. 2736'S; 1220'W. Day's run: 65 n.m. Total run: 31806 n.m. Replenishment of equipment completed. Taken on in total: 195 rounds 15cm shells with windshields (*Haubengranate). 25 rounds 15cm star shells. (The rest of the ammunition did not fit my guns.) 210 hand grenades 7 pistols with 800 rounds

PTE.006.0073

1618 1702 1730 2000 23.4

1 complete explosive set? (*stell) 28 explosive cartridges 48 explosive primers 1 set tide tables 5 prize cyphers 2500 kg potatoes about 5,000 kg other provisions 180 topees 40 swim trunks 77 prisoners transferred to Alsterufer. Boats taken aboard. Course 90, speed 11 knts. Course 350.

During the night, W/T received, Neutrality Zone to be recognised from 20N only to a distance of 330 n.m. At last! Thus the chances of success in the Freetown area increase by at least 100% and we have to leave! I do not grudge Ship 16 the opportunity, but I am convinced that, on account of our experience over months in the area we could make better use of it. 0000 Course 90, speed 11 knots. 0700 2644'S; 1014'W. Stopped. Hull painted. The painting must be done, because the paint has suffered so much that the camouflage of the weapons is endangered. I have decided to paint the hull black now, in order to travel as Japanese in the Indian Ocean. Thus the grey of the midships superstructure must be dropped, for more than two colours on a ship are conspicuous. 1200 2643'S; 1017'W. Superstructure amidships and boats Day's run: 164 n.m. become brown, the red ring on the smoke Total run: 31970 n.m. stack more yellow, and then we travel as Straat Malakka from Rio to Batavia. 24.4 WNW 3-4; slight sea; I drift during the day, so that the paint dries without blemish. SW swell; variable Repair work. The starboard boat davit and the starboard clouds; very good motorboat are repaired. visibility. 1200 2629'S; 1010'W. Day's run: 22 n.m. Total run: 31992 n.m. 1900 Course 80, 11 knots, in order to go to the Noronha to Cape route. 25.4 W 3; slight sea; slight SW swell; cloudy; fine clear 0913 weather. Receipt of political situation report after end of Balkan campaign. We are glad, as always, that we are so well informed and that our thoughts and reflections coincide so well with those at home. 1200 2546'S' 630'W. Speed 15 knots. Day's run: 202 n.m. Total run: 32194 n.m. 1400 Clocks brought forward to GMT. W/T: Operations recommends Ship 16 to operate in South Atlantic on Cape to

W 1-2; calm sea; long SW swell; fine, very clear weather.

PTE.006.0074

Freetown route. I can do nothing about it. I told Ship 16 where he should go. He will soon see for himself. 26.4 NW 2-4; slight sea; SW swell; heavy clouds; good visibility. 1000 1111 1200 Course 170; 11 knots. W/T re Elbe. Well done! 2516'S; 055'W. Day's run: 329 n.m. Total run: 32523 n.m.

1500 W/T over introduction of DGZ from 28.4.000 hours. (GMT + 2 hours) [*DGZ = Deutsche Gesetzliche Zeit = German Official Time] 1848 Light in sight at 270 true. Avoided, as obviously neutral. 1900 Course 90, 14.5 knots. 2146 W/T Babitonga has at last left with our whitemetal. Ship 10 has reached France. Egerland has put to sea. 27.4 NNW 4-5; afternoon SW 5; moderate sea; mostly cloudy; 0054 rain squalls; moderate W/T Instruction on conduct towards American ships. visibility. 1200 2624'S; 349'E. Day's run: 318 n.m. Total run: 32841 n.m. 1900 Course 160, 14.5 knots. 28.4 SW 3-5; slight sea; high, long, steep SW swell; heavy clouds, rain showers; good visibility. The swell slowly builds up to a height and steepness, that gives the ship a very violent motion. I am worried about my mines, so I go to:

0330 Course 180. 0340 Course 190. 0613 W/T: Ship 36 reports position and intentions. 0958 Course 180. According to the meteorologist's opinion, 1200 3005'S; 609'E. we are entering a gap between two lows. I intend to go south as Day's run: 311 n.m. far as possible in front of the second low, so that in the bad Total run: 33152 n.m. weather area I can run before the westerly swell which the low brings. Now I am glad that I refrained from taking on the last 500 tons of oil. 29.4 SW by W 3-4; afternoon from NW, rising quickly 0235 to 8; very rough sea; long high SW swell; mostly overcast; moderate visibility.

W/T Alstertor to go immediately to Veilchen to Ship 33. Rendezvous with us later. Ship rolls very violently at times, but course and speed can be maintained without fear of damage.

PTE.006.0075

0622 0800 0845 1200

W/T: Allocation of new operational area requested by Ship 36. Course 180, in order to move eastwards faster. W/T: Ship 16 reports Dresden discharged. 3505'S; 656'E. Day's run: 316 n.m. Total run: 33468 n.m. Course 140; swell is very heavy again. Clocks put forward one hour; Zone time is now 15 E. Course 180. Course 160.

1300 1400 1615 2315 30.4

NW 7-9, turning through 0109 W to SW, dropping to Force Course 180; the expected westerly swell is 4. Very rough, high sea; approaching. 0353 high, steep W swell; mostly Course 110. Now it is there. overcast; rain squalls; For me, as a destroyer man, it is wonderful how moderate visibility. well the ship lies in front of the house-high swell. 1200 3857'S; 1010'E. Day's run: 328 n.m. Total run: 33796 n.m. 1404 Course 100. 1710 Stopped on account of engine damage. 1723 (See engine room log) Even with very little way on, the ship can hold course well. 1.5 SW 3-5; moderate sea; SW swell; fine weather (clear); very good visibility. 1200 4002'S; 1729'E. Day's run: 337 n.m. Total run: 34133 n.m. 1842 W/T: Ship 10 is in Hamburg. Total success: 96,000 tons gross. 2.5 NW 3-6; fairly heavy sea; increasing W swell; overcast; very squally; rain; fair to poor visibility. Course 80. 4037'S; 2519'E. Day's run: 365 n.m. Total run: 34498 n.m. Clocks put forward one hour: Zone time 30E W/T: The good R.Albrecht has reached the Gironde safely.

0706 1200

1400 1836

PTE.006.0076

3.5 0822 SW 4-6; moderate sea; fairly high W swell; mostly overcast; fair visibility. Ship rolls violently at times. Course 60, 14.5 knots. We have now rounded the Cape. I intend to head south of Madagascar to the Australian route and to cross this in long sweeps, as according to orders I am to pass to the south of Ship 36. So that everyone concerned is clear about this, I send: Short signal: Position 3.5. in 38S, 35E; going to # KS. Thus Operations knows at the same time that I do not intend to mine South Africa, as I could carry this out only with the LS-boat, it is of course not possible at this season (southern autumn).

2317 GMT 1200 3923'S; 3227'E. Day's run: 337 n.m. Total run: 34835 n.m.

PTE.006.0077

4.5 0635 SSW veering through E-NNW 3-4; slight sea; slight W swell; very variable clouds; moderate visibility. W/T: Operations has received our signal mutilated and misunderstood it. The wireless station attributed it to Ship 45 and corrupted the longitude. I hope that when it is presented to 1/Skl in this form it will be recognised as nonsense and investigated. Speed 11 knots. Course 40.

0800 0845 1200

3616'S; 3837'E. Day's run: 349 n.m. Total run: 35184 n.m. W/T: Operations on investigation has understood the signal correctly.

1400

5.5 NW by N, dropping in evening, from SE 0-1; slight sea; overcast; good visibility. 1200 3317'S; 4141'E. Since it is still pleasantly cool here, our 5 pigs will be killed tomorrow; their stalls have become too small. It is to be hoped we get piglets again, as fresh meat is a good addition to the nourishment. Feeding pigs is a very important question for all auxiliary cruisers. On 33 and 16 it was also carried on with great pride.

6.5 SE by E, freshening, Force 8-9; short, very heavy sea; SE swell; mostly overcast; very 0210 squally; moderate visibility. 0310 0800 1200 Since according to seamen's folklore killing pigs brings bad weather, it sets in overnight accordingly. The ship rolls violently W/T: Ship 36 has not yet sunk anything. Traffic seems thus to be following the coastlines completely. Ship 36 is going to # KS for repairs, precisely in my reported path. W/T from Ship 16, that it is going to the eastern South Atlantic, thus not to Freetown. Babitonga has arrived. Course 80, speed 11 knots.

3025'S; 4507'E. Days run: 267 n.m. Total run: 35685 n.m. W/T: The U-boat which we provisioned has sunk another 30,000 tons gross. We are pleased with this news and feel we have some share in it. W/T: Restrictions on attack in # KS; proceed via # KJ. Report if meeting with Ship 36 is desired. There is no necessity for it.

1643 2132

7.5 ESE 8-9; very squally; 0105 dropping in evening 3-4; 0145 very heavy sea and SE 0212 swell; overcast; 0745 moderate visibility. 0818 1200 3040'S; 4905'E. Course 100; ship making only 9 kn. Course 110. Course 120. Course 110. Course 120.

PTE.006.0078

Day's run: 215 n.m. Total run: 35900 n.m. 1720 1732 2022 2129 8.5 SE 3; slight sea; fairly 0935 high SSE swell; very 0949 cloudy; good visibility. 1200 3149'S; 5238'E. Day's run: 225 n.m. Total run: 36125 n.m. 1400 2313 2320 9.5 ENE 3-4; slight sea; long Ship rolls heavily at times. fairly high SE swell; cloudy; 0817 good visibility. Course 90. 0827 Course 30, speed 14 knots. 1200 2955'S; 5428'E. In the course of the day, a report received on the political Day's run: 258 n.m. situation regarding Iraq, Russia and our attitude to the USA. Total run: 36383 n.m. The American afternoon press reports the sinking of an auxiliary cruiser in the Indian Ocean by Cornwall. By the description it can only be Ship 33. I withhold the news at first until it is confirmed. 1405 Course 80. 1654 Course 90. 10.5 0740 NE 4-5; moderate sea; long, flat SSE swell; cloudy; W/T: Reuter report over sinking of an auxiliary cruiser. good visibility. Ship 33 to report position by 12.5 at the latest. Ship 41 to go to Alstertor at Veilchen. Operations counts on arrival there about 12.5. Alstertor is to wait at Veilchen; arrival of a prize and of 33's whale chaser (Adjutant) expected. Course 39, 14 knots. Course towards Veilchen. I cannot make it by 12.5; I am too far south for that. 2919'S; 6017'E. Day's run: 326 n.m. Total run: 36709 n.m. W/T about suspicious whale chaser. No wonder that this vessel is conspicuous in Indian Ocean. If it comes to Veilchen, I shall sink it immediately. My signal, that I cannot arrive until 14th, does not get through. Course 60, speed 10.5 knots. Course 0. Course 110. Course 100. Course 120. W/T: A raider allegedly discovered south of Socotra.

Clocks put forward one hour; zone time 60 East Course 100. Course 120.

0743 1140 1200

2113

PTE.006.0079

11.5 0252 NNE 3-4; slight sea; cloudy; very good visibility. (Noon position?) Ship 36 wants a better operational area and is giving up the sortie towards the Seychelles. Operations is of the opinion that the time for such a sortie would be favorable just now, as the opponent would feel secure because of the destruction of the auxiliary cruiser. I am of a different opinion. With the present bitter fighting for the eastern Mediterranean, the appearance of an auxiliary cruiser, equipped with mines as well, as Reuters reported, directly on the main supply route, the Persian Gulf, must force the opponent to heightened security. He must take into consideration that other auxiliary cruisers are there, or will be. I would not go into that area at present. I express my opinion, because I see in Operations' suggestion regarding the method of the employment of an auxiliary cruiser necessary here a view fundamentally different from mine. I am of the opinion that through the activity of auxiliary cruisers the entire enemy traffic, insofar as it is not travelling in heavily escorted convoys, is crowded together in the few routes Sabang-Colombo-Mozambique, Colombo-Aden and in the Persian Gulf. These can be very well protected with the comparatively plentiful naval units in the Indian Ocean. The central point of the protection must lie in the southern part of the area north-west of the line Mauritius-Colombo. According to the operational order, the auxiliary cruiser is to be employed as a commerce raider on individual ships running in the open sea, is to avoid as far as possible the opponent's naval units, [*This comment is significant in view of suggestions that Kormoran deliberately waylaid Sydney.] and by keeping its modest fighting power as long as possible (by changing its operational area frequently) to force the opponent to detours and to the formation of convoys. Detours of considerable proportions are no longer to be considered here, so there remains only the forcing of convoy formation and direct damage to the opponent. In such a small area, with the naturally determined routes through the Maldive channels, which in addition in the present battle for the eastern Mediterranean is the opponent's main supply route, this task can be carried out fully only by a battle-worthy ship, a Scheer. In the framework of our operational order, for an auxiliary cruiser only brief sorties from the vastness of the ocean in constantly changing directions come into the question. The effect will not be very great, but it will nevertheless cost tonnage and be a nuisance. If one wants to achieve more, then the order to use all available means must be given, and all available auxiliary cruisers engaged at once. The action of 33 and 36 in this area by division of operational strips is in my opinion a self-contradiction if the previous operational order is maintained. Perhaps the not entirely clear Point 2 in the interpretation of the short signal by 36 (W/T to all, 46 to 50, 10.5) is to be understood in this way. The auxiliary cruiser engaged here must have freedom of movement; the whole area west of 80E and north of 40S must be at its sole disposal. On my side, east of 80 E, the open sea room is bigger, to be sure, yet I believe that the continual employment of an auxiliary cruiser on the western coast of Australia is at present not worthwhile. In my opinion, two auxiliary cruisers can operate in the Indian Ocean better and with the same success as four. The thrust by 36 towards the Seychelles is in my opinion false, because the presence of 33 south of Socotra has become known, and seen from the vastness of the ocean it lies in the same direction. In my opinion, a thrust towards the route Chagos Archipelago-Maldives or south of Madagascar would be more appropriate.

PTE.006.0080

12.5 Light N wind, slowly turning to SW, Force 1-2; slight Ship 45 asks for whale chaser Adjutant sea and SE swell; clear; very good visibility. 1200 2045'S; 6812'E. Day's run: 338 n.m. Total run: 37379 n.m. 1400 Clocks set forward one hour. Zone time 75E. 1816 Since at this speed I would not reach Veilchen until after dark, reduced speed to 11 knots, then I shall be there early on 14.5. That will be sufficient, as Alstertor according to W/T 1233/11 is to report on 15.5 whether the whale chaser had arrived, so must wait until then in any case. Besides, it will wait in order to get oil from us. 2147 Rudolf Albrecht had no difficulties, but Operations is of the opinion that he was not instructed adequately about the approach to Biscay. That is an error. Although he was sent on his way by Nordmark, he received detailed instruction from us beforehand, and the course was drawn in. The reproach is thus not justified. 0020 13.5 SE Trade 3-4; slight sea; 0200 E swell; mostly overcast; Coburg and Ketty caught by Canberra and Leander. rain showers; moderate In the course of the day, changed camouflage to Sakito Maru. visibility. 1200 1734'S; 7053'E. Day's run: 257 n.m. Total run: 37636 n.m. 1600 Commandant's parade. Loss of Pinguin announced. 1730 Speed 14.5 knots. 2205 W/T from Operations: Whale chaser is to be sent to Ship 45. 14.5 SE Trade 4-5; moderate sea and swell; cloudy; rain showers; moderate visibility. 1427'S; 7302'E. Course 326. Alstertor in sight, at 7. Whale chaser Adjutant in sight at 330. Exchange of recognition signals with Alstertor. 1354'S; 7307'E. Stopped; port boat lowered. Supercargo of Alstertor, Reserve Lt Koch on board for conference. Commander of Adjutant, Sub Lt Hemmer, on board. Conference results: 1). Adjutant was sent to Veilchen on 28.4 by 33. Up till then, 33 had sunk Empirelite, 6800 gross, on 24.4 at about 2N, 65E; and Clan Buchanan, 7800 gross, on 28.4, and thus a total of 132,888 tons gross sunk or captured. Operations' suspicion that the R-report Tamerlane came from 33 is confirmed, because this was the last camouflage name of 33. When Alstertor arrived at Veilchen on 12.5, Adjutant was already there. He needs only oil and water. Provisioning could not take place on account of the weather, because Alstertor has no gear for sending over oil and it was not possible to go alongside. He shall be disposed of first. Sub Lt Hemmer is given a

0600 0700 0800 0807 0825 0853 0905 0946

PTE.006.0081

1115 1200

1221 1234 1407 1420 1432 1555 1830 1900 2156 15.5

rendezvous with Ship 45 (# KU 63). He needs about five days to get there. 2). Alstertor needs about 200 tons fuel oil, 1 ton machine oil, and a few bits and pieces. It has nothing more for us. 3). If 33 sent away a prize even on 8.5, this would have to be here by midday, 17.5, even at 8 knots. Since Alstertor cannot help her, I shall remain at Veilchen until the evening of 17.5. Alstertor will be dismissed after the equipping and a day later will report to Operations that Adjutant and Alstertor are on their way. As far as possible, I do not want to wireless in my new operational area yet. Towing connection with whale chaser established. 1349'S; 7303'E. Day's run: 279 n.m. Total run: 37915 n.m. Oil hose fast. Oiling commenced. Oiling completed. Oil hose cast off. Oil hose hauled in. Water hose fast. Watering completed. Adjutant discharged. Slow speed, course 144, in order to haul off 15 n.m.; Alstertor drifts during the night. 1400'S; 7315'E. Stopped.

0610 0730 0742

0828 1200 1234 1622

SSE 4-5; moderate sea; high Ship rolls heavily at times. long SSW swell; overcast; rain squalls; impaired visibility. Course 230, speed 9 knots. Alstertor in sight, at 310. Course 310. On account of the heavy swell, I abandon the oiling of Alstertor temporarily. I do not want to damage my only set of oiling gear, which has already deteriorated in the heat, on Alstertor, which is not specially equipped for oiling at sea. Alstertor remains at the rendezvous. I go southward to check the weather. Course 180, 7 knots. 1412'S; 7255'E. Day's run: 82 n.m. Total run: 37977 n.m. Course 0, 8 knots. The weather to the south is no better. Course 179, 5 knots, in order to stand off southward for the night. The swell is dropping slowly.

16.5 SE by S 4-5; moderate sea; long, fairly high SSW swell; cloudy; moderate visibility. 0230 0632 0724 Ship sometimes pitches and rolls heavily in the swell.

Course 10, speed 8 knots. Course 16, speed 14.5 knots, to rendezvous. Alstertor in sight at 330. Course 325.

PTE.006.0082

0753 0945 1005

1406'S; 7255'E.

Stopped beside Alstertor. Towing connection with Alstertor established. Our towing hawser tackle broke. Alstertor ordered to haul in the towing hawser; in the process it is lost.

1200

1407'S; 7255'E. Day's run: 164 n.m. Total run: 38161 n.m.

Two further unsuccessful attempts to take Alstertor in tow, and at that across wind and swell, because the empty Alstertor is difficult to hold against the sea. After I have lost a towing hawser, and three sets of working lines have gone over to Alstertor, I have had enough for today. Tomorrow I shall send my own personnel over. Alstertor stays at the rendezvous; we haul off south. 1544 Course 180, speed 7 knots. 1753 Course 160. 1807 To High Speed to run the engines clean. 1842 Speed 7 knots. 17.5 SE by S 4-5; moderate sea; 0030 confused swell SE and SSW; cloudy; rain showers; moderate visibility. 0600 1419'S; 7303'E. 0751 0755 0808 0827 0848 0934 Course 352, 9 knots. Towards rendezvous.

1320

0940 0945

1200

1332 1346 1405 1450

To 11 knots. Alstertor in sight at 358. Stopped. Both ships set to the swell and wind so that both come 40 from the port quarter. Port motor boat set out. One petty officer and 10 men sent to Alstertor to establish towing connection. Towing hawser set [?] (*gesteckt) across wind and sea. Towing connection established. Oil hose fast. Since the empty Alstertor drifts faster than we do, she lies in the lee after we have established the tow. The front end of the oil hose must normally be dragged along [*zum Fischen]. In order to avoid dragging on my last valuable set of towing gear, which is always unpleasant with a motor vessel, we fixed the front end of the oil hose to the beginning of the towing hawser. The procedure was successful. Ready to pump. Oiling commenced. Despite the fairly fresh Trade Wind and the continuing swell, both ships lie comparatively calm. 1354'S; 7252'E. Day's run: 135 n.m. Total run: 38296 n.m. Oiling completed. Oil hose cast off. Towing connection cast off. 1353'S; 7251'E. Alstertor dismissed. Since I must wait for a possible prize of 33, I have lost no time by provisioning Alstertor. However, I must report that using an auxiliary cruiser for provisioning tasks of this sort is basically wrong, as long as any other possibility is available. Alstertor was

PTE.006.0083

only 4 days on her way home when she received the order to return to Veilchen. She took only 200 tons of oil from me. The amount makes no difference to us, but the wear and tear on the equipment and the work lines does, and they are absolutely essential for our further tasks and could be of critical importance for the sea endurance of the auxiliary cruiser. The provisioning could have been carried out more appropriately by one of the specially equipped supply ships available at Andalusia or Point Red. I am of the opinion that in this respect a fundamental change of position is essential. At the present stage of the war, where traffic in the open ocean outside the Central Atlantic has practically ceased and the auxiliary cruiser must operate against the few heavily protected routes, it needs a lot of time for these operations. Therefore we should be given as few special tasks as possible. I should like to mention only as an example the state in February/March, which I observed as a non-participant only through the wireless messages and did not understand. For a time all four auxiliary cruisers in the Indian Ocean were occupied with their own provisioning, guiding prize ships, auxiliary ships and ships returning home, pumping oil from one ship to another, and travelling to and from a rendezvous or supply point. At almost the same time, Ship 10 managed the traffic in the Central Atlantic. Hardly any ship had time for operations. In my opinion, apart from their own provisioning, all these tasks could have been carried out just as well by Nordmark and Alstertor, as well as a prize at Siberia. [* In view of Detmers' resentment of the damage to gear and the loss of operational time cause by provisioning German vessels, his reaction if he had been ordered to attend to the needs of a Japanese submarine would have been, to say the least, interesting.] In any case, I am glad that I now have an unlimited operational period ahead of me for the first time. 1453 Course 0, 14 knots, in order to go to the Sabang to Mauritius route, where 16 and 33 had such good results six months ago. 1600 To cruising speed 11 knots. 18.5 Variable winds N-SE 1-2; calm sea; light SE swell; 0600 fine; very good visibility. Course 90, 11 knots. Cruising along the route begins. I do not want to go any further westward, as I do not know what 36 is doing. 1200 1101'S; 7339'E. Day's run: 236 n.m. Total run: 38532 n.m. 1420 W/T: Information about the Hess case, which remains incomprehensible to us, and about the new direction of France. 2200 Course 0. Running the engines clean every evening with 1 hour at High Speed is proving very successful. At night we travel almost without sparks. 19.5 ESE 3-4; slight sea; light 0250 SE swell; cloudy; isolated Operations has received W/T: Whale catcher detached 14.5 to rain showers; good # KU 63, Alstertor 17.5 for home. Signed Ship 41. I also cannot visibility. understand why Alstertor sent this as W/T and not as short signal. 0600 Course 90. 1200 942'S; 7636'E. Day's run: 256 n.m. Total run: 38788 n.m.

PTE.006.0084

1710 Nordmark picked up in Biscay by destroyers. Thus our last prisoners and our mail have arrived home.

PTE.006.0085

2210 Ship 36 has sighted a heavy cruiser at # LL 26. It is to be hoped he gets clear! Now he may go to the Atlantic. [*Detmers had Alstertor send a signal on his behalf as he did not want to reveal his position.] 20.5 SE by E 3-4; slight sea; Since the route has not brought anything, I am moderate swell; fine; very going to the Benarty route. good visibility. [*Sunk by Atlantis, 10 September 1940.] 0900 Reached allotted operational area. (Crossed 80E) Assessment of situation: On entering my operational area, I see the situation as follows: In this area, auxiliary cruisers had their last successes 6 months ago. Recently the area has intentionally been left alone, so that we can take the area by surprise. There is hardly any information on the shipping. It is presumed that traffic through Sunda Strait has ceased and that the Australian traffic mainly goes via Banda Sea and Singapore, or eastwards over the Pacific. Accordingly, in the operational area traffic would be running only on the Sabang-Colombo route and in the Gulf of Bengal. It is possible, however, that the large amount of supplies needed at present in the eastern Mediterranean have brought about a shortening of the traffic routes, so that the Australia-Colombo route is being travelled again. On the other hand, it is possible that the African traffic still runs directly to Sabang through the narrows between the Maledives and the Chagos Archipelago. All this traffic would come together in the triangle Chagos-Colombo-Sabang. I regard order to lay mines in the Bay of Bengal as a supplementary task. Since it has become known that there is a mine-sweeping flotilla in Rangoon, it must be taken into consideration that there will be mine sweepers in all larger harbours. Here there are no minable important thoroughfares and navigational points far from bases. However, mining the entries to harbours is so little effective, that the total risking of the auxiliary cruiser is not worthwhile, only of prizes. Besides, in the months of May and June the weather is very unfavourable for such undertakings. [* Detmers possibly decided to mine Carnarvon rather than Fremantle because Carnarvon was not important enough for minesweepers to be based there; or less he intended to try to capture a vessel to use as a mine-layer.] Decision: The mine-laying will be postponed for a while. By cruising through the ChagosColombo-Sabang triangle, I will determine whether there is still traffic in the open ocean. At the same time, the wireless intelligence service on board will be put to determining the traffic in the Bay of Bengal and the Sabang-Colombo route, and its protection by sea and air forces. During the coming full-moon period I shall thus operate in the open ocean. Then in the following new moon period I intend first to press on to the Sabang-Colombo route, then in the area west of the Maldives. 1035 Running at various speeds to adjust to regulator on main engine I. 1105 1200 947'S; 8035'E. Day's run: 236 n.m. Total run: 39024 n.m. 1237 Stopped; Engine repairs. (See engine room log) 1526 Trial run with port propeller alone (2 engines). 1538 A top speed of 11 knots was reached. 1540 Repairs completed. Course 90, 11 knots. 1700 947'S; 8056'E. Stopped. Engine repairs. (See engine room log) 1922 Engine repairs completed. 1935 Course 90, 11 knots.

PTE.006.0086

21.5 SE Trade 3-4; slight sea; 0915 very good visibility. 1200 939'S; 8320'E. Day's run: 176 n.m. Total run: 39200 n.m. 1400 1600 1747 1940 Course 50. The British press brings the news today that since the morning of 20.5 German parachute and glider troops have been landing in Crete. Despite all the shouts of victory, it does not seem to go very well for the English. Our lads will manage it! Clocks put forward one hour: Zone time 90E. Course 105, ship held on a calm course during an appendix operation on A.B. Albers. Course 50. W/T from 45, that he is changing his operational area to the east coast of Australia. Thus we shall be for the foreseeable future the only German warship in the Indian Ocean. Now I have the freedom of movement that I wanted. (cf under 11.5, page 108 of war diary.)

22.5 SE 3-4; slight sea; SE swell; evening torrential rain squalls; bad visibility. 1000 1200 713'S; 8623'E. Day's run: 240 n.m. Total run: 39440 n.m. In the evening, violent tropical rain sets in, which seriously impairs visibility. Reduced to low speed on account of heavy rain squalls. Turned around, course 210, 9 knots. In this weather it is no use to cruise the routes, we can see nothing. Several times speed reduced and lights set on account of total loss of visibility. Course 30 in order to cut the routes between Australia, Cocos Islands, Sunda Strait to Colombo.

2243

2310

23.5 SE 3, slight sea; SE swell; 0513 overcast; isolated rain; moderate visibility. 1200 507'S; 8741'E. Day's run: 249 n.m. Total run: 39689 n.m. It is clearing up, therefore turned around again on Course 30; 11 knots.

24.5 SE by S to S 2, jumping 0830 to NW by N, veering slowly to SW 4-5; slight sea; cross swell S and NW; overcast; violent rain squalls; bad visibility. 1200 118'S; 8953'E. Day's run: 264 n.m. W/T Ship 45 on account of presumed switch of Australian shipping, moved to the New Zealand Panama route, is to be off Cape Horn about 20.7, then return home. Thus I am finally alone in the Indian Ocean.

PTE.006.0087

Total run: 39953 n.m. 25.5 0239 SW monsoon 3-4; slight sea; cross NW - SW swell; overcast; rain showers; good visibility. 051'N; 8935'E. Day's run: 232 n.m. Total run: 40185 n.m. W/T: Relief of Egerland about mid June, by Gedynia, which is expected to put to sea about 25.5. Egerland Can thus hardly be expected at Siberia before mid July. Course 270, 11 knots, in order to cut the Chagos-Sabang route diagonally.

0041 1200

1810

W/T: Hood sunk by Bismarck. Shaking off the shadowing ships unfortunately not possible.

[*Gedynia should be Gedania.] 26.5 0600 0700 0800 0807

1427'S; 7302'E. Course 326. Alstertor in sight, at 7. Whale chaser Adjutant in sight at 330.

Alstertor will be dismissed after the equipping and a day later will report to Operations that Adjutant and Alstertor are on their way. As far as possible, I do not want to wireless in my new operational area yet.

PTE.006.0088

26.5 WSW 4; moderate sea; W swell; heavy cloud; rain showers; Receipt of situation report over new agreement with France moderate visibility. and warning to USA. From today new routine introduced, 1200 053'N; 8606'E. which sets the midday break at 10.30-14.30. Day's run: 208 n.m. Total run: For several days, the temperature has not dropped below 30 even at night. On account of the very high humidity in the air, the heat is particularly unpleasant. Sleeping in quarters is a torment. The seamen's division therefore sleep at battle stations, the 3rd and 4th divisions by turns on the promenade deck. Despite these measures, there are many cases of heat-produced illness (ringworm and prickly heat). Nevertheless, and although we have not had a vessel for more than 6 weeks, crew morale is high. 2000 Course 90, four hours on opposing course in order to cut the routes by day. 2400 Course 270. 0305 27.5 WSW 4; moderate sea; long, quick, fairly high NW swell; W/T: Babitonga is bringing our WM to Egerland. cloudy; good visibility. 1200 049'N; 8345'E. Day's run: 235 n.m. Total run: 40620 n.m. 1920 W/T over Bismarck s last battle. Now we must believe it, unfortunately. However sad we are about the loss, we are proud of the ship and our comrades. 28.5 SW 4-5; moderate sea; 0150 cross swell SW and NW; cloudy, good visibility. W/T: Krupp attribute our bearing faults to unsuitable material and workshop errors, principally however to excessive speed with one motor. Replacement bearings are coming with Rio Grande via Egerland. A final judgment about the faults and their causes cannot be made yet. The additional changes of combination which I ordered in view of our present knowledge (Enclosure to engine room log of 15.6.41) produce new factors which need investigation, namely the inadequate bedding of the shaft in Engine II; possibly under-measurement of the crank drive [?*Kurbeltreibstangenkrper] and use of inferior material for the bearing housing. When I reported the ship ready for action, after almost 2 months of trouble-free running-in, this happened trusting that during the long rebuilding period the responsible authorities would have done everything to make the ship as trouble-free as possible. However, it was clear to everybody what risk it entailed to employ as an auxiliary cruiser on a mission of at least a year, far from any shipyard, a new motor type that had not yet made a trip. If this self-evident truth has not been passed on to all authorities, the ones concerned should be called to account. According to the discoveries made to date, I consider an explanation of the following matters essential: 1). Why did the production firm use the inferior bearing metal WM 10 for engines II and IV? 2). Was this fact known to the technical division of Navy Office, Hamburg? If so, why did they not inform the commander? It cannot be seen from the plans. 3). Excessive speed in the sense of the operating instructions has not taken place, since the values laid down have not been exceeded. If therefore the search speed is supposed to be responsible for the damage, then the operating instructions given the commandant were insufficient. If there was a danger in going to full performance, which is normally avoided by a

PTE.006.0089

merchant ship, then for the auxiliary cruiser, for which that may come into question at any time, new operating instructions must be worked out. Why was this not done? I do not need to stress that the continual work necessary on the bearings for an indefinite time is a workload and psychological burden on engine room personnel, which is of particular importance in the hot climate. However it must be mentioned in this connection that thanks to the ability and willing work of the Chief Engineer and his personnel it has been possible basically to carry out the tasks of the auxiliary cruiser so far. The commandant's hope for a final removal of the faults is doubtful. I only hope that our whitemetal never runs out. 1200 050'N; 8022'E. Day's run: 223 n.m. 1811 Total run: 40851 n.m. W/T: Babitonga and Egerland are to meet in # ER. Departure of Gedynia and Rio Grande delayed by enemy position. 29.5 WSW 3-4; slight sea; 0000 cross NW-SSW swell; 0600 overcast; violent rain squalls; moderate to bad visibility. 1115 1200 224'N; 7953'E. Day's run: 284 n.m. Total run: 41135 n.m. 30.5 WSW 4-5; moderate sea; confused swell NW-SW; Course 90. mostly overcast; rain showers; 1110 moderate visibility. Course 125. 1200 315'N; 8424'E. Day's run: 286 n.m. Total run: 41421 n.m. 1800 Course 240. 2331 W/T: Gedynia put to sea 29.5. Relief of Egerland about 12.6 stands. 0400 31.5 0304 SW by W 4-5; moderate sea; SSW swell; cloudy; rain showers; good visibility. W/T over Bismarck's final battle and attitude to Roosevelt's speech. Course 0, 14 knots. Turned towards route One-and-a-half Degree Channel to Sabang, course 90,11 knots. Course 70.

1015

1100 1200

Commandant's parade. Memorial for Bismarck. Brought home to the crew the conceptual connection between Skagerrak and this event. [*Battle of Jutland] Course 130, 11 knots. (Route Colombo to Cocos Islands) 116'N; 8324'E. Day's run: 252 n.m. Total run: 41673 n.m.

PTE.006.0090

1.6 SW by W 3; slight sea; fine; very good Course 50, 11 knots visibility. (Sabang-Mauritius route) 1200 023'S; 8709'E. Day's run: 203 n.m. Total run: 41956 n.m. 1654 Course 30. 1726 Course 331, in order to ventilate ship. 1802 Course 30. 1800 W/T: Whole Indian Ocean at disposal of Ship 41. I regard this as a formal confirmation of an existing fact. If Operations wanted me to be in a different area, it would have told me so clearly. I have considered whether the conquest of Crete has changed the situation in the Indian Ocean and if therefore my previous intentions should be changed. Doubtless the English traffic through the Mediterranean will be very impeded by this. The brilliant accomplishment of our troops in the battle for Crete must have made it clear to the English that they must fear the worst in the eastern Mediterranean. Despite the high losses to his fleet, he will continue to employ this as his strongest weapon, and also in other ways try to reinforce his position there. The north-west Indian Ocean remains therefore the important supply route, now as then. For me it does not change anything, except that possibly a certain weakness of the defence forces may occur as a result of making good losses in the Mediterranean. My previous plan therefore remains as it was. 0700 2.6 SW 3; slight sea; cloudy; 0600 good visibility. 0835 1200 148'N; 8912'E. Day's run: 259 n.m. Total run: 42215 n.m. 1315 Course 90. Course 230.

W/T: Prinz Eugen has been met by destroyers, so he at least has escaped the English.

3.6 SW 2-3; slight sea; slight 0745 sea; light SSW swell; light clouds; very good visibility. 0849 0957 1000 1200 047'S; 8620'E. Day's run: 249 n.m. Total run: 42464 n.m. 1454 1514 1621 1623 1632 1635 Course 240.

Anti-aircraft practice against balloons. Course 240.

Stopped for trial flight of aircraft. Aircraft to water. Course 240. Ship is kept capable of steering. Aircraft landed. Course 220. Stopped. Aircraft taken aboard.

PTE.006.0091

Trial flight passed without a hitch. In the short sea a float was bent and must be replaced. Reconnaissance to the limit of visibility remained without success. 4.6 SSW 2-3; calm sea; weak 0735 S swell; fine; very W/T: Alstertor has passed the Cape. good visibility. 0741 Stopped to work outboard. The quality of the ship's bottom paint was obviously bad. Although we have lain stopped hardly at all during the whole time, the ship is so encrusted that we have lost a full knot of speed. The long green growth at the waterline is scraped off, paint touched up. At the same time, repairs to the rudder motor. (Cf engine room log.) 1200 224'S; 8348'E. Day's run: 214 n.m. Total run: 42678 n.m. 1518 W/T: Alstertor is to report if she needs to replenish fuel from Egerland. Now suddenly it is possible! but first I had to risk my valuable oiling gear with the vessel. (Cf log, page 114) 1758 Course 240, 11 knots. 2352 To 9 knots. 5.6 SE Trade 2-3; slight sea; slight S swell; fine; very Course 210, 11 knots. good visibility. 1200 405'S; 8133'E. Day's run: 171 n.m. total run: 42849 n.m. 1415 Stopped. Engine repair. (See engine room log). Ship's name and smoke stack marking changed. Ship is now called Kinka Maru, JYUL, Tokyo. I chose this name, because the Kokusai Kisen Kaisha travels in Indian waters with ship types similar to ours. The Nippon Yusen Kaisha, according to the wireless intelligence service on board, travels here only with older ship types, coal burners. 2005 Course 210. Test of engine repairs at slow speed. 2100 Stopped. Engine repairs. (See engine room log). 2230 Engine in order. Course 210, 9 knots. 0747 6.6 0800 0920 SE 2-3; afternoon quickly to Force 6, freshening; Course 270. fairly heavy sea; SE swell; Course 300, 11 knots. rain; evening heavy storm squalls; mostly bad visibility. 529'S; 7953'E. Day's run: 159 n.m. Total run: 43008 n.m. Course 330. After the Mauritius-Sabang route has again brought nothing, I will now sweep through the area between the Chagos and Maldives. Course 300, 9 knots, because of heavy storm squalls. Course 330.

1200 1425 2239 2317

PTE.006.0092

7.6 SE 3-4; towards midday 0914 changing to SW 2-4; 0930 slight sea; violent 1025 rain squalls; overcast; bad visibility, clearing 1046 clearing towards evening. 1200 225'S; 7822'E. Day's run: 238 n.m. Total run: 43246 n.m. 8.6 SW 1-2, calm sea, confused swell NW and S; cloudy; good Course 270 . visibility. 1200 10 05'S; 80 52'E. Day's run: 221 n.m. Total run: 43467 n.m. 1610 W/T: Egerland sunk. Since Rio Grande has not yet put to sea with the new bearings, it is to be hoped she also gets replacements for the most important supplies lost with Egerland, e.g. the condenser coils. The whitemetal must still be on Babitonga. [*The lack of replacements for the condenser coils meant that Kormoran did not have assurance of a continuation of adequate water supply.] 0800 9.6 SE 1-2; calm sea; S swell; 0930 cloudy; very good visibility. 1200 053'S; 7926'E. Day's run: 256 n.m. Total run: 43723 n.m. 10.6 SE 1-2; calm sea; S swell; cloudy; very good visibility. 1200 025'S; 7943'E. Day's run: 265 n.m. 1443 Total run: 43988 n.m. Stopped for aerial reconnaissance. 1452 Aircraft to water. 1548 Aircraft started. 1616 Aircraft returned from first fan search. 1717 Aircraft returned from second fan search. 1730 Aircraft landed. 1746 Aircraft out of the water. 1749 Aircraft aboard. Reconnaissance was without result. 1754 Course 245, 11 knots. Instead of the extremely heavy and clumsy hatch cover, we now have a double canvas cover of special construction over the aircraft hold. This arrangement has acquitted itself well, because it saves a lot of time. 2041 W/T over the collapse of the Iraq uprising, battle for Syria, Course 73. Course 60. To 11 knots. On account of heavy rain squall, to 7 knots. Speed 11 knots.

PTE.006.0093

American policy. 11.6 0314 NW-SW inconstant 3-5; slight to moderate sea; W swell; overcast; severe storm squalls; moderate to bad visibility. 105'S; 7647'E. Day's run: 225 n.m. Total run: 44213 n.m. W/T: Esso probably sunk as well. Rio Grande not to depart. Replacement for Egerland with supplies is to reach the Indian Ocean by September, if possible. Until then we shall manage with everything. I assume that the second request for supplies will be taken into consideration at the same time. Course 3; 11 knots.

0858 1200

12.6 W 4-5; moderate sea; 0800 S swell; overcast; 1128 moderate visibility. 1200 230'N; 7755'E. Day's run: 266 n.m. Total run: 44479 n.m. 2000 2008 2010 Heavy rain squall. 2033 2126 Course 80. Course 100.

Course 60; 11 knots. At 120 true, light in sight. Course 100; towards vessel, in order to determine nationality. High speed, 14.5 knots. Full speed. Pass behind stern of vessel at 42 hm. Vessel steers course 15 towards Dondra Head. American. Course 60; 9 knots. Course 100. Vessel out of sight. Course 60. Course 50, 11 knots.

2132 2140 2218 2225 2340 13.6

W 4-5; moderate sea; WNW 0800 swell; variable cloud; Course 90. 0904 light haze; moderate Course 60; range-finding exercise with balloons. visibility. 1000 Course 90. 1200 315'N; 850'E. Day's run: 261 n.m. Total run: 44740 n.m. 1614 Stopped for work on engine. (See engine room log) 1620 Half speed [*H.F. = Halbe Fahrt] as a trial. Switching for high speed (*?) with 4 motors determined. 1700 High speed [*G.F = Grosse Fahrt] 15 knots. 1713 Top speed attained measured at 17 knots. 1735 Full speed

PTE.006.0094

1800 2000

To speed 11 knots. Course 270; I should like to return to the area where we saw the American. Where Americans travel, others mostly also travel.

14.6 0753 WSW 5-6; fairly heavy sea; NW swell; overcast; rain squall; moderate visibility. 1200 326'N; 8055'E. Day's run: 244 n.m. Total run: 44984 n.m. 1250 15.6 0600 0655 0659 0701 SSW 3-4; moderate sea; S swell; cloudy; very Course 80. good visibility. 222'N; 7817'E .Vessel in sight at 55 true; (steering about 200). It is a medium passenger-cargo vessel of the British India Co. At first I go to High speed (*Grosse Fahrt) and give the Alarm. From further observation it is clear to me that it is not an auxiliary cruiser. I believe him to be a mail steamer and decide to take him on, if I can get within range unobtrusively. To speed 11 knots, according to the old procedure. The vessel turns away to starboard, in order to cross our stern, so that it almost runs into our guns, like Afric Star in its time. At this moment, the bow smoke generator begins to smoke through a valve failure. Thereupon the vessel turns hard away. Since we are only 200 n.m. from Colombo, I must give up the chase. I keep on course and leave him to guess what sort of strange vessel we are. Alarm ended. Course 80. Vessel out of sight. Everything is quiet. The vessel does not wireless. Perhaps he takes us for a crazy colleague who in his excitement threw a smoke bomb. So that such bad luck does not happen again, I shall not raise the pressure in the air leads to the bow smoke generator again when there is an alarm. Apart from that, I shall try to make contact with the vessel again in the twilight, therefore to Course 211, 14 knots. 209'N; 7838'E. Day's run: 259 n.m. Total run: 45243 n.m. Unfortunately we have not found him again. To course 14, 11 knots, in order to patrol its route. W/T: Gonzenheim, Gedynia and Brehme have also been lost. On account of uncertainty in the Atlantic, no prizes are to be sent home at present.

Course 250.

0706 0710

0740 0839

1030 1200

1900

PTE.006.0095

16.6 S 4; slight sea; S swell; cloudy; very Course 80 (One-and-a-half Degree Channel to Sabang route.) good visibility. 1200 236'N; 7927'E. Day's run: 287 n.m. Total run: 45530 n.m. [#From here, typed on a different machine.] 0330 17.6 S 2-3; calm sea; weak 0218 S swell; cloudy; fine; 0800 good visibility. 1200 340'N; 8338'E. Day's run: 259 n.m. Total run: 45 789 n.m. 18.6 SW and W by S 3; calm; 0135? S swell; fine; extremely W/T: Situation report from Operations about commerce good visibility. war abroad, which is in agreement with my view. Opponents' direction finding apparently further well developed. It must be assumed that he is familiar with our supply system. 0800 Course 50 towards the Colombo-Sabang route, which I want to investigate between 87 and 90 East. 1200 516'N; 8746'E. The extraordinarily good visibility compels us to use the mast Day's run: 268 n.m. lookout, which we have made lighter on board and have Total run: 46057 n.m. altered so that it can be taken down in minutes. In general I prefer the firm crosstrees. 2000 Course 142; 9 knots. Although we are shortly before the new moon, the nights are still very bright. That makes the disguise as Japanese very uncongenial. 19.6 WSW 4; moderate sea; S swell; heavy clouds; good visibility. 1200 544'N; 8909'E. Day's run: 239 n.m. Total run: 46296 n.m. 2000 0600 20.6 W 4-5; moderate sea; S swell; heavy clouds; light haze; moderate visibility. 1200 555'N; 8820'E. Day's run: 230 n.m. Total run: 46526 n.m. 0600 Course 50, 11 knots. Course 313; 12 knots. Course 303. W/T over Evasive Route B for prizes. Course 70.

Course 207, 9 knots.

PTE.006.0096

1449

W/T over new regulation of military, disciplinary and judicial subordination under Station O.

[*Ost? Could mean East, or Baltic Sea.] 2000 Course 283, 9 knots. 21.6 WSW 6-7; heavy sea; fairly 0805 high SW swell; overcast; hazy; fairly poor visibility. 0600 1200 803'N; 8810'E. Day's run: 234 n.m. Total run: 46760 n.m. W/T about Russian situation. Communist remains Communist. Course 337; 10 knots. No traffic found on the ColomboSabang route. Now I intend to push forward into the Bay of Bengal, to determine the western edge of the rainy area, and if I meet no traffic there, which is quite possible according to the wireless intelligence service on board, to lay mines in the region of Mahapalipur, the main navigational point outside Madras. W/T: Babitonga has been intercepted. Thus our supply of whitemetal is postponed into the distant future. W/T: Situation report: Closure of German consulates in USA; treaty of friendship with Turkey; Syrian battles.

1911

22.6 SW and WNW 5-6; fairly heavy sea; SW swell; overcast; hazy; rain. Course 335; 11 knots. [# No time given.]

In the morning we hear of the invasion of Russia. Despite the W/T of yesterday, this development surprises us. For us out here it is an uplifting feeling that our leadership feels strong enough to undertake this necessary clearing up at present. 1200 1144'N; 8628'E. Course 332. Day's run: 243 n.m. Speed sometimes reduced on account of heavy rain squalls. Total run: 47003 n.m. 1815 Course 280. 2000 Apparently reached the western edge of the rainy area; to course 3. 23.6 SW 6; heavy sea and 0110 swell from SW. 0600 1200 12 57'N; 8440'E. Day's run: 219 n.m. Total run: 47222 n.m. 1800 2200 W/T: Alstertor attacked by sea planes. Course 225.

Course 100. Course 250.

PTE.006.0097

24.6 WSW 6-7; heavy sea 0800 from SW. Course 290. I decide to lay mines. 1100 To 14 knots. I should be in dropping position at 22.00 hours. 1200 1207'N; 8231'E. Day's run: 215 n.m. Total run: 47437 n.m. 1318 Course 280, 11 knots. 1323 Smoke cloud in sight to starboard at 9 true. 1335 Masts and smoke stack become visible. Turned away to course 250. 1337 Alarm. The vessel looks very suspicious. Type approximately Madura class of the British India Co. Particularly noticeable is the thick forward crosstree; looks like a command post. Since I do not like the look of him 1314 [*Should be 1340.] turned away to course 180 at High Speed. The vessel immediately turns also, raises speed and follows in line to port. The range quickly becomes shorter (208 hm). 1342 To All Possible Speed. It is clear to me now that it is an auxiliary cruiser. I do not want to accept battle if possible, for that is not my task. In addition, I am at present directly on the weather side. The opponent keeps himself skilfully in the more favorable gunnery position. Now the range is stationary, so he is slower than we are, and that is good, for he must not come close enough to see my Japanese paint job. Then he will know exactly whom he has in front of him. As it is, he can still take me for a vessel which is to be sure very cautious, but which is following Admiralty instructions exactly. 1350 On course 170, taking the opponent directly astern, in order to see if he follows. He does follow, but the range is slowly increasing. We are now at revolutions for full speed. Since that is enough, I continue this way to spare the engines. 1356 Course 150; the opponent follows and comes across into line astarboard. 1400 Course 170. Now he realises that he cannot overtake us. He turns away on a westerly course in the direction of Madras, thus on the course on which he saw us coming. 1413 Course 130, 15 knots. 1418 Alarm ended. 1430 High Speed [*G.F], 13.5 knots. Vessel out of sight from the crosstrees lookout. Up till now, he has not wirelessed. I continue on, further away, in order to wait to see what happens. 1600 To speed 11 knots. Since the auxiliary cruiser is heading in the direction of our former track, I must assume that he will wait for us off Madras, in order to determine who we are. It is to be counted upon that the local patrols will be alerted. Therefore in my opinion the risk which the mine-laying undertaking would mean is not reasonable in proportion to the foreseeable success. Shifting the operation to Calcutta does not come into the question, because right now one of the usual typhoons is raging. Therefore I shall give up the mine-laying temporarily. 1917 Course 100. 2212 W/T: As well as Alstertor, Babitonga and Lothringen have been lost. Alstertor had nothing important of ours on board.

PTE.006.0098

25.6 Course 283, in order to push forward to the western edge of the rainy area. 1020 Course 130. Our wireless intelligence service aboard has picked up two undecyphered wireless messages to all British warships, which could have come from the auxiliary cruiser. I decide to return to the Colombo-Sabang route. 1200 1055'N; 8452'E. Day's run: 246 n.m. Total run: 47683 n.m. 1518 W/T: Ship 16 has intercepted 140,000 gross tonnage. 26.6 SW 6-7; heavy sea. 0230 0224 0227 0259 W/T: New instructions for ships returning home, which in principle are to avoid the previous routes. Pale light in sight to starboard at 240 true. Immediately afterwards, silhouette recognised. Watch Officer turns away to port, but keeps the silhouette in sight, according to orders. Shot across the bow. Vessel does not stop. 0300 1 Gunnery report Guns given permission to open fire at 30 hm. 0310 Although the propeller is still turning, fire ceased, as the vessel is burning fiercely and the crew is leaving the ship. Vessel did not wireless. First I go past the stern in order to determine its name. Nothing can be recognised. For the rest, the guns have done a thorough job. The ship is lost. Steered towards a night rescue buoy, which at that very moment is extinguished. Approximate area searched systematically, suddenly cries for help heard and a completely swamped lifeboat caught in the searchlight. Boat can be held [*by searchlight] only with difficulty in the heavy, choppy sea. Auxiliary cruiser taken alongside boat. 9 survivors rescued, being 7 Yugoslavs, including the third engineer, 1 Indian and 1 Singalese. Ship is Yugoslav "VELEBIT", 4153 tons gross, of the Jugoslavenska Oceanska Plodvidba d.d.; registered at Split; going from Bombay to Moulmein in ballast to fetch rice. Ship was built in England in 1911; crew 34 men. The rescued men have not seen any other survivors. When challenged the ship was occupied with engine repairs. When the shooting started, everyone fled from the engine room. Engine was not switched off, because bridge and engine room were hit immediately. Second officer was on watch and could not read Morse. Despite the many hits, the ship sinks slowly. It is not worth any more ammunition, because it is burning out totally and, if it does not sink, it must soon strand on the coral reefs of the Andamans. Therefore allowed to drift. Alarm ended. Course 130, 14 knots. Burning wreck out of sight. To 11 knots. 830'N; 8747'E. Day's run: 241 n.m. Total run: 47924 n.m. Smoke column in sight to port, somewhat astern of abeam. To slow speed, in order to let the vessel come clear of the horizon. Vessel at 20 true, range 205 hm; bow left. Turned to course 115. 0700 Stormy, SW; heavy sea; horizon slightly obscured.

0415

0429 0539 0547 1200

1528 1530 1538 1539

PTE.006.0099

1542 Bearings change quickly; opponent's course reckoned at about 250, thus route Ten Degree Channel to Colombo. Nothing is possible this way. I must get on to the opposite course. However, he must not see the turn, otherwise he will become suspicious too soon, especially with my Japanese paintwork. The distance increases slowly. Ahead is a rain squall behind which I will turn. 1607 Course 320, 11 knots. 1612 After passing through the squall, vessel in sight again at 210 hm. 1615 To speed 14.5 knots. 1630 170 hm. Range decreases quickly. Vessel has apparently noticed nothing. I go to 11 knots, so that the bearing does not change too quickly. 1634 Alarm. Distance 128 hm. Vessel maintains its course. I pass across its bow in order to get to the lee side. 1721 Decamouflage. Hard aport. 1722 Flag signal: Stop immediately. 1728 Vessel transmits QQ which is successfully jammed. 1 Gunnery report Guns given permission to open fire. First salvo: 1 hit in wireless room; third salvo 2 hits in foreship. Cease fire. 1740 Stopped. Examination and scuttling party away. Vessel sinks slowly. Upon a flag signal, crew leaves the ship. All 48 men (43 English, 3 Dutch, 1 Dane, 1 Norwegian) taken aboard uninjured. The ship is the MAREEBA, 3472 tons gross, of the Australasian United Steam Navig. Co, home port Melbourne. On the way from Batavia to Colombo with 5000 tons of raw sugar. Had instructions to go through the Ten Degree Channel. 1750 Alarm ended. 1814 Scuttling party leaves MAREEBA. 1819 Scuttling charges detonate; ship sinks quickly. 1822 815'N; 8806'E. MAREEBA sunk. 1841 Course 130, 14 knots. 2000 To 11 knots. 27.6 SW by W 5-6; light clouds; SW swell. Admiralty (British) instruction, to repeat emergency messages on short-wave, if a coastal wireless station does not acknowledge them within five minutes. Since there have been no Q or R messages in the Indian Ocean since the last appearance of Ship 33, that most likely has to do with MAREEBA. 1200 610'N; 9044'E. Day's run: 246 n.m. Total run: 48170 n.m. 1800 Reached Colombo-Sabang route; course 332, 11 knots. Evaluation: MAREEBA: In peacetime the ship was used in the Australian coastal trade. Probably used in Indian trade on account of shortage of shipping space. First trip: Course: From Freemantle [sic] course 300 until 60 n.m. from land, north along the coast until 19S 111E, then course towards Sunda Strait; from there to Singapore, Straits of Malacca - Penang - Andaman Sea through the Ten Degree Channel to a reference point at 81E 530' N to Colombo. Noticeably large crew. Supposition that in the case of the younger seamen they are volunteers for the Royal Navy suggests itself, since on one of them a reply from HMS Tamar to a letter of application was found. Vessel had no radio on board. They still knew nothing about our war with Russia. Before we turned around, MAREEBA had not seen us at all. Our disguise as KINKA MARU seemed totally genuine. [*Mareeba crew said that] German raiders had last been reported in the Indian Ocean six weeks ago. [*i.e. Pinguin] 0645

PTE.006.0100

28.6 SW by W 5-6; cloudy; 0230 isolated showers; W/T: Situation in Atlantic necessitates postponing return of 36 SSW swell. and 45. Supply ships cannot be counted on in the immediate future. That forces me as well to be particularly careful with my engines. The thorough inspection of the electrical portion of the installation, postponed until now, must now be regarded as urgent. Therefore I decide to break off the operation at midday and to haul off south. 0600 Course 275. 0950 W/T over operations in Russia and first goals. Unification of Europe on anti-Bolshevik basis to be expected as result of Russian campaign. In America, braking effect probable. 1200 716'N; 8936'E. Day's run: 233 n.m. Total run: 48403 n.m.

PTE.006.0101

29.6 SW by W 4-5; moderate sea; SSW swell; cloudy; very good visibility. 1200 420'N; 8710'E. Day's run: 225 n.m. Total run: 48628 n.m. 30.6 SW 3-4; slight sea; S swell; cloudy; very good visibility. 1200 005'N; 8621'E. Day's run: 260 n.m. 2125 Total run: 48888 n.m.

Course 190.

Admiral Colombo transmits to all British merchant ships in the Indian Ocean, that on 26.6 at 11.30 GMT a ship heard an incomplete Q report with the longitude 8816'E. That was MAREEBA. The presence of an auxiliary cruiser in the eastern Indian Ocean is thus known.

1.7 Variable winds; midday SE Trade 2-3; calm sea; SSO swell; cloudy; fine; very good visibility. 1200 403'S; 8524'E. Day's run: 255 n.m. Total run: 49143 n.m. 1800 2.7 SE Trade 4; slight sea; 0600 very cloudy; good visibility. 1200 645'S; 8439'E. Day's run: 173 n.m. Total run: 49316 n.m. Stopped. Work on engine overhaul begun. (Electrical department; bearings of engine II.)

To cruising speed = 8 knots.

3.7 SW 3-4; slight sea; S swell; overcast; rain; bad visibility. In the morning, engine room hand Hofmann, Hans, N 4180/39 T, brought unconscious to the sickbay. H. had been working on an aircraft float with an electric drill and received an electric shock from it. Despite immediate medical attention, he died about 10.00 o'clock. Leeway. Course 240, 8 knots. Stopped. Engine room hand Hofmann buried.

1200

646'S; 8430'E. Day's run: 9 n.m. Total run: 49325 n.m.

1430 1453 1500

648'S; 8426'E.

PTE.006.0102

1502 1700 2313 4.7 ESE 2-3, calm sea; SE swell; overcast; isolated rain; moderate visibility. 1200 655'S; 8419'E. Day's run: 26 n.m. Total run: 49351 n.m. 5.7 SE 3-4; slight sea and swell; cloudy; good visibility. 1200 647'S; 8357'E. Day's run: 24 n.m. Total run: 49357 n.m. 1630 0750

Course 190, 8 knots. Stopped. Engine overhaul continued. W/T that 45 has laid mines off Wellington.

In the morning, outboard work on waterline. Ventilator motor on main generator III out of action. Probable connection with the switch W 15.

Leeway.

Colombo calls on MAREEBA to report position.

Leeway. W/T: Political situation. Russian campaign successful. Braking effect on America; waiting attitude of Japan.

6.7 SE by S 4-5; moderate sea; 0250 overcast; violent rain squalls; bad visibility. 1200 643'S; 8341'E. Day's run: 17 n.m. Total run: 49392 n.m. W/T: Commander in Chief of Navy [*Raeder] awards the crew 5 more Iron Crosses First Class and 100 Second Class for successful conduct of cruiser warfare. Leeway. The engine overhaul is a period of recuperation for us all. In rain squalls the temperature here drops to 26-27. Besides it is much more bearable here, because the humidity is not nearly as high as in the Bay of Bengal.

7.7 SE by E 3-5; slight sea; 0830 - SE swell; overcast; good 0855 visibility. 1200 635'S; 8320'E. Day's run: 22 n.m. Total run: 49414 n.m. 8.7 SE by S 3; calm sea; 0223 long flat S swell; variable cloud; rain showers; mostly moderate visibility. W/T: 16 considers change of its operational area necessary. In the morning, recamouflaged. Japanese nationality markings and lettering removed, superstructure painted brown, smoke stack black. We are travelling now in case of emergency as STRAAT MALAKKA. Turned ship for cleaning work at the waterline. The cause of the fatal accident to engine room hand Hofmann is now fully explained. Charges of negligent homicide are laid against three seamen.

PTE.006.0103

Reason: Cruising here as Japanese is inexpedient, because: a) the Japanese have only ships of an old type operating. b) in the night, which is comparatively bright here even at new moon, the amount of white shows up at a great distance. c) a blacked-out Japanese is very suspicious. d) in a daylight attack, maintaining the integrity of the camouflage entails keeping firmly to course and speed, a fact which makes the evasion of enemy warships impossible, or which can compel unmasking already at a great distance. I have therefore come to the conclusion that the best camouflage is in any case to be as inconspicuous as possible, i.e. a ship on which one can see no armament or suspicious superstructure, and which is so painted that it could well be friendly. Representing any particular ship is not at all necessary. The times of a Wolf or Seeadler are over. The opponent is on the watch and stops everything. However, if one is stopped at all, there is only one way out: battle. 1200 609'S; 8237'E. Day's run: 15 n.m. Total run: 49429 n.m. 1230 Course 180, 11 knots. I have been in practically the same place for 7 days now, so I consider it right to change the ship's position 100 n.m. further south. In the afternoon court martial. Flying NCO Dzudzek - O 1578/34 - sentenced to 14 days imprisonment, because he negligently cause a man's death. The other accused are acquitted. 2200 751'S; 8311'E. 9.7 SE by E 3-4; slight sea; 0200 S swell; overcast; isoW/T: 1). 16 is passing through Indian Ocean south of 25S; lated heavy rain; bad reports crossing 120E to eastward; should be east of New visibility. Zealand by the end of August. 2). Provisioning by a special supply ship (thus probably from the Orient) intended, meant for us at the same time. 3). Advance to the Manila to Los Angeles route planned for us, as soon as we are relieved here. I have little faith in this relief. If it is already inadvisable to break out and in through the North Atlantic, the situation there will only get worse during the course of the war, for the battle for the Atlantic will become more and more bitter. I believe rather that the auxiliary cruisers which are not going home now will have to remain out until they are fully used up. Therefore I prepare myself to attain the greatest possible sea life through the greatest economy in all areas, preventive measures and sparing of the engines. 1000 Commandant's parade to award Iron Crosses. 1200 747'S; 8311'E. Day's run: 106 n.m. Total run: 49535 n.m. 10.7 SE by E to E by S 3-4; moderate sea; S swell; overcast; isolated rain' bad visibility. 1200 741'S; 8306'E. Day's run: 8 n.m. Total run: 49543 n.m.

Leeway.

PTE.006.0104

1542

Admiral Colombo gives merchant ships within a distance of 100 n.m. from Sandhead lightship permission to transmit for the purpose of taking bearings in bad visibility.

11.7 ESE 4-5. moderate sea; SE swell; overcast; rain 0301 squalls; moderate visibility. 1200 744'S; 8216'E. Day's run: 50 n.m. Total run: 49593 n.m. 12.7 0838 ESE 6; very heavy sea; ESE swell; overcast; squally with rain; bad visibility. W/T: Situation report over enemy merchant shipping. Pacific is becoming more and more important.

W/T over development of enemy radar. Thus the times of blockade-breaking will soon be over.

Moving in 48 hours.

Course 270, 8 knots, on account of bad weather. To 10 knots; engine repairs completed. Course towards Chagos. 0845 Course 58. The Switch W 15, which has already been repaired once, is out of order again for reasons which have not yet been determined. Since the ventilator motors of the main generators are threatened by this, cf Failure on 4.7, it must be repaired before I go to my operational area again. 1200 734'S; 8104'E. Day's run: 105 n.m. Total run: 49698 n.m. 1515 To 8 knots. 2347 W/T over enemy wireless intelligence. The good direction finding on the shortwave wireless compels extreme limitation of wireless transmissions. 13.7 SE 5-7; very heavy sea, 0000 dropping towards midday; rising again in the evening; overcast; heavy rain; bad visibility. 1200 647'S; 8348'E. Day's run: 176 n.m. Total run: 49874 n.m. 1519 2315 14.7 SE 2-4, inconstant in direction and strength; 0907 slight sea; SE swell; overcast; rain showers; moderate visibility. Course 90.

0816 0753

Stopped. Course 90, 8 knots, on account of weather conditions.

Stopped.

PTE.006.0105

1200

641'S; 8540'E. Day's run: 116 n.m. Total run: 49990 n.m. W/T over conduct towards enemy aircraft.

2212 15.7

SE by S 3-4; slight sea; 0640 heavy cloud; good W/T: Situation report on occupation of Iceland by USA. visibility. Germany continues policy of not allowing itself to be provoked, until the effect of the defeat of Russia is recognisable. Accordingly, stringent restrictions on U-boats. 0715 W/T: Supply ship should be ready to leave Japan on 20.8. Notify urgent requirements by 2.8 at the latest. Supply of special goods requested is envisaged for late summer from home. I assume that the latter refers to our bearings and condenser coils. We are trying, by utmost economy with water, to extend the life of our condenser coils. [*This has a bearing on claims that Kormoran would have been willing to supply water to a Japanese submarine.] Apart from that, there are no other urgent requirements yet; from December, a whole lot will suddenly be urgently necessary, especially in the electrical department, things which cannot be replaced by means available on board. Since I cannot wireless such a long list, and the Operations will of its own accord consider that for the time which will have exceeded a year I shall need a proportionate part of a year's equipment, I shall wait to see what the supply ship brings and not wireless yet. 1200 621'S; 8555'E. Day's run: 25 n.m. Total run: 50015 n.m. 16.7 SE by S 4; moderate sea; Today the repairs will be completed. Unfortunately, I have lost overcast; rain showers; part of the valuable new moon period through them. I intend moderate visibility. to go again into the Bay of Bengal via Chagos, in order to get 1200 545'S; 8553'E. rid of some of my mines. I have come to this conclusion, which Day's run: 36 n.m. contradicts the basis principle of changing the operational area, Total run: 50051 n.m. through the following considerations: 1) The opponent reacts very slowly to disruption of his trade routes. (See U-boats off Freetown.) 2) The loss of two ships in the previously secure Bay of Bengal is doubtless very unpleasant. Yet the loss of the little VELEBIT and MAREEBA will certainly not cause the opponent to take special protective measures. 3) The opponent will expect that the auxiliary cruiser will not return so soon to the mouse trap of the Bay of Bengal, but will turn to the more profitable western part of the Indian Ocean. It is there that he will provide protective forces, which have become free through the pause for breath in the Mediterranean. 4) The increasing tension in the Far East will probably make operations in the Bay completely impossible later. 1930 Engines in working order again. 17.7 SSE 5, fairly heavy sea; 0600 SE swell; cloudy; very Course 290, 11 knots.

PTE.006.0106

good visibility. 0645 W/T: 20-25 USA ships with war material cross the Atlantic and Pacific every month to the Red Sea. USA service to South Africa reduced to 3 ships a month, only meagre service now from Netherlands Indies to Lourenzo Marques. 1200 501'S; 8442'E. For the auxiliary cruiser in the Indian Ocean, times are Day's run: 88 n.m. getting worse and worse. We put to sea at least six months Total run: 50139 n.m. too late. In the area where we have been cruising fruitlessly for 6 months, our predecessors got their best ships then. 1810 W/T: Situation: Capitulation of Syria principally a military matter. England's aim, securing the eastern Mediterranean, achieved by this. Military alliance EnglandChungking. Beginning of a new front in the east against the Axis powers. Russian campaign is proceeding favorably. Employment of matriel, tanks and aircraft by opponent surprisingly large. 18.7 SSE 4; moderate sea and 0750 swell; very cloudy; good visibility. 1200 323'S; 8027'E. Day's run: 272 n.m Total run: 50411 n.m. W/T: Supplementary evaluation of English Admiralty report of 14.5. According to that, they are calling us Dora or 46, which is supposed to have put to sea at the beginning of January and to have sunk Eurylochus. On 7.5, 33 also sank BRITISH EMPEROR, thus altogether sank or captured 136 551 gross tonnage. W/T over unsafe areas [*Warngebiete] Vladivostok, Olga Bight, Gulf of Tartar, Petropavlovsk, Manila-Subig [sic] Bay and Philippines.

1930

19.7 SSE 3; slight sea; SE swell; cloudy; fine; very good visibility. 1200 143'S; 7621'E. Course 35 (Route Chagos-Colombo) Day's run: 265 n.m. Today it was discovered that the tobacco in weld-sealed tins Total run: 50676 n.m. (Brinkmann-Stolz) is completely ruined. Only a few cases, on which the welding was damaged, are still usable. There seems to be a packing error. Loss: about 8000 Reichsmark. 20.7 WSW 3, slight sea; S swell; overcast; rain showers; Course 320. mostly bad visibility. 1200 154N; 7735'E. Day's run: 276 n.m. Course 70. Total run: 50952 n.m. Once again, a main bearing [*Grundlager] on Engine II is damaged. The bad alignment [*Ausrichtung] of the shaft on this engine seems to be confirmed. If that is the cause of the problem, we must reckon with a possible fracture of the shaft and the complete loss of the engine. Then the total propulsion capability would depend on Engine II as the last ship's network engine. I therefore decide to put Engine II out of operation except in case of Alarm and as a reserve for Engine III. At the same time, an attempt will be made to find a way of adapting 0600

PTE.006.0107

Engine I as ship's supply network engine using materials on board. Not until that has succeeded can I take the risk of using Engine II again and thus taking the load from Engine III. (For details see Engine Room log, especially the report of 31.7.) 2110 W/T: 5.7. Hermes and Enterprise in and out of Colombo. Recently heavy ships and aircraft carriers have been going to Colombo more frequently again. 21.7 SW monsoon 4; moderate sea; confused swell SW and W; heavy In the course of the day, I decide to give up the cloud; moderate visibility. sortie into the Bay of Bengal. Reasons: 1) The entry of heavy ships into Colombo shows that the English at present feel secure in the Mediterranean and Persian Gulf and is strengthening defences in the northern Indian Ocean. 2) On the basis of the dumping of Matsuoka and the structure of the Cabinet the future development in the Far East is uncertain. English troop transports to Singapore and Rangoon are reported. 3) According to the diary of the captain, MAREEBA exchanged signals with an English cruiser at 06.00 on the day we caught her, that is, west of the Ten Degree Channel. The patrols in the Gulf of Bengal are probably stronger than I previously assumed. If I must now reckon with reinforced appearances of enemy warships in this area on account of the development of the situation, the main condition for an immediate repetition of the thrust into this area lapses. I consider it better to await further developments. I intend to go south and investigate the waters south of Sumatra and Java. MAREEBA travelled there and recently a Blue Funnel Liner [*in English] was to take on a pilot off Siberoet Strait. Beside, I have not yet been in this part of my actual operational area. 1200 320'N; 8130'E. Day's run: 244 n.m. Total run: 51196 n.m. 22.7 SW monsoon; moderate sea; cross swell SSE and SW; cloudy; good visibility. 1200 307'N; 8535'E. Day's run: 244 n.m. total run: 51440 n.m. 23.7 SW by W 3-4; slight sea' S and SE swell; cloudy; fine; very good visibility. 1200 258'N; 9003'E. Day's run: 264 n.m. Total run: 51709 n.m. 1808 W/T: Old short signal book (three-figure) withdrawn. 24.7 SW by W 4-6' moderate sea; 0210 SE and S swell; overcast; W/T: Ship 16 crosses 120E towards east on 10.8. rain showers; good to 0700 moderate visibility. Course 130 towards Siberoet Strait.

PTE.006.0108

1200

244'N; 9359'E. Day's run: 259 n.m. Total run: 51968 n.m. W/T: Situation: Japan's attitude after change of Cabinet is uncertain. Operations is not expecting active procedures against Anglo-Saxon positions in Far East. America carries out policy of intimidation, but want to avoid Japanese measures of desperation. Japanese court and commerce want a policy of peaceful settlement. The tone of the Domei Press, which has become very cautious, seems to confirm this opinion. However the tension remains in the Far East at present, because nobody trusts the other.

2130

25.7 In the morning, variable light 0600 winds, then after rain squall 1000 steady SE Trade 3-4; slight 1130 sea; mostly cloudy; good visibility. 1200 009'S; 9636'E. Day's run: 241 n.m. Total run: 52209 n.m. 2120 2320 26.7 Stiff SE Trade 6; fairly heavy sea and swell from SE; cloudy; good visibility. 1200 407'S; 9637'E. 1230 Day's run: 238 n.m. Course 143. Total run: 52447 n.m. 2212 W/T: Situation: 1) Stubborn resistance on eastern front; bad weather. Evaluation of situation however favorable. 2) Roosevelt is reaching for Azores, Cape Verde Islands, Dakar, possibly also Northern Ireland, Northern Scotland, Faroes. 27.7 ESE 5-7; heavy sea and swell The bad weather is very unusual for this time of year. from SE; cloudy; good However, there are no signs of an approaching visibility. hurricane. It is pleasantly cool. At night the 1200 716'S; 9846'E. temperature sinks to +25 [*C]. Day's run: 228 n.m. Total run: 52675 n.m. 1400 Clocks put forward one hour. Ship's time: Zone time 105E. 1840 Course 146. As a result of heavy sea, we are making only 8 knots. 28.7 SE by E 6-7; heavy sea; cross 0126 swell S and SE; cloudy; rain showers; good visibility. 1200 958'S; 10036'E. W/T: New cypher Himalaya for supply ships. Take a copy at rendezvous. Course 180. Course 130. Course 180. No success off Siberoet Strait. Next goal: routes Western Australia to Sunda and Lombok straits.

W/T: English ships gathering in Persian Gulf. Action against Iran expected. W/T: Supply service code WFS 1936 withdrawn.

PTE.006.0109

Day's run: 195 n.m. Total run: 52870 n.m. 29.7 SE by E 6-7' im gusts 8; heavy sea; SE swell; cloudy; very squally; moderate visibility. 1200 1237'S; 10240'E. Day's run: 200 n.m. Total run: 53070 n.m. 30.7 ESE 6; fairly heavy sea; SE swell; cloudy; squally weather; good visibility. 1200 1529'S; 10434'E. Day's run: 216 n.m. Total run: 53286 n.m. 31.7 0930 ESE 4; moderate sea; long, fairly high S swell; very A way has now been found to rebuild Engine I as cloudy; good visibility. ship's network engine. I have ordered preparatory work to begin. (cf Engine Room War Diary, Enclosure V, 31.7.41) I draw particular attention to the accident reports under 31.7 in the Engine Room War Diary, because this form of earthing is a constant danger to personnel. It cannot be altered here on board. It will be attempted to avoid further accidents through instruction and supervision. [#Concerns also death of Hofmann.] 1809 W/T: 45 would like to operate west of North America. 1.8 In the positions reported by an agent, a convoy in the central Indian Ocean is mentioned for the first time; it is apparently going from Australia to the Persian Gulf. 0733 Course 90 1200 1406'S; 11222'E. Our flour is full of meal worms and weevils. From today the Day's run: 243 n.m. supply will be sieved working day and night. We hope to Total run: 53749 n.m. be finished with it in 10 days. For the coarse meal there is no hope; it is lost. Otherwise our provisions have kept excellently in the nine months. The plentiful provision with refrigeration rooms has proved itself very well. Hapag's recommendation of taking fresh potatoes in crate of 30 kg was a very good tip. The potatoes were faultless until the end. Now, unfortunately, they are all gone, likewise the Duquesa eggs. Nevertheless, the food is still good and plentiful. Cook and baker are extremely important people for the auxiliary cruiser. Both of ours deserve unbounded recognition. Without preempting a later report of experiences, I should like to mention already that the ice chests made on board from old zinc packing have been very useful in the men's decks for storing leftovers and extra food. Ships in the tropics should be equipped with something similar. ESE 3-4; slight sea; SW 0320 swell; cloudy; very good visibility. Ship makes heavy going.

Reached new operational area. Course 90.

PTE.006.0110

2.8 ESE 4; moderate sea; SW swell; 0400 cloudy; very good visibility. 1200 1439'S; 11402'E. Day's run: 270 n.m. Total run: 54019 n.m. 3.8 SE by E 4; moderate sea; SSW 0153 swell; cloudy; very good W/T: West coast of North America refused as visibility. operational area for 45, because not worth while. 45 is to return home in October. 1200 1606'S; 10951'E. Day's run: 257 n.m. Total run: 543276 n.m. 4.8 SE 5-6. evening 3; moderate 0658 sea; long swell; cloudy; very good visibility. 1200 1638'S; 11057'E. Day's run: 238 n.m. Total run: 54514 n.m. 5.8 SE 1-2; calm sea; short SSW 0742 swell; cloudy; fine; very 0755 good visibility. 0822 1200 Course 130. Stopped to see whether it was possible to use the aircraft. Given up on account of unfavorable swell. Course 225, 11 knots. W/T over dispositions of US fleet shows them pleasingly tied down by Japan. Course 250

1702'S; 11400'E. Day's run: 253 n.m. Total run: 54767 n.m.

6.8 S 2-3, variable; calm sea; 0600 SSW swell; very good Course 325. visibility. 0705 W/T: Colombo reports a raider on 3.8. at an unknown longitude but presumably northern latitude. So they still seem to be taking us into consideration. 1200 1822'S; 11110'E. Day's run: 232 n.m. Total run: 54999 n.m. 7.8 0800 SE by E 2' calm sea; SSW swell; fine; extraordinarily good visibility. On account of unfavorable swell, not possible to use aircraft.

PTE.006.0111

1200

1849'S; 11410'E. Day's run: 239 n.m. Total run: 55238 n.m. To slow speed, 8 knots, in order to save oil.

2000 8.8 SE by S; slight sea; long, fairly high SW swell; fine; very good visibility. 1200 2124'S; 11119'E. Day's run: 223 n.m. Total run: 55461 n.m.

In the East the great battle of Smolensk has been won again. One great blow follows another. We live only from news service to news service. In the mean time, we travel thousands of miles, see nothing but water and often feel that we are superfluous. We do divisional and NCO training courses as in deepest peace, organise skat [*card game] competitions, handcraft exhibitions, small calibre and pistol shooting, and we wait for the ship. Despite this, morale of the crew is good. Our young, active seamen give us the most pleasure. They have learnt everything quickly, are eager to learn more, get on well together and are always in good spirits. The older men often give rise to friction, the young merchant seamen are vain about their meagre knowledge and do not get along well. A second time, I would take only active and as far as possible young personnel.

PTE.006.0112

9.8 SE 4; slight sea; SSW swell; 0700 cloudy; fine; very good Course 45. 0837 visibility. Engine I out of action through a crack in exhaust pipe. As Engine II is to stay in reserve, proceed at slow speed with starboard propeller, port propeller stopped. Speed about 6 knots. 1200 2249'S; 10941'E. Day's run: 176 n.m. 1320 Total run: 55637 n.m. Engine I working again. 1325 With both engines to 8 knots. 1630 - 1700 Engine I out of action to change fuel valve. 10.8 SE 4-5; evenings 0-5; moderate sea; fairly high SSW swell; fine; very good visibility. 1200 2027'S; 11203'E. Day's run: 194 n.m. Total run: 55831 n.m. 11.8 0800 Course 240. A thorough investigation has shown that the present speed of 8 knots with two engines is not favorable to the engines. The ignition compression values are too high. Since this speed is sufficient for cruising in the operational area and I want to save oil, though not at the cost of the engines, an attempt will be made to reach this goal by travelling with one motor and one shaft at a favorable revolution count. 0930 Port engine stopped. Fuel measurement trial run. 1200 1847'S; 11327'E. Day's run: 194 n.m. Total run: 56024 n.m. 12.8 ENE 4-5; moderate sea; Cruising with one shaft has proven itself. We are SSW swell; fine; very making about 7-8 knots and using about11-12 tons of good visibility. oil per day (cf Engine room log). Engines are alternated 1200 2022'S; 11041'E. after the evening running clean[*at high speed to remove Day's run: 183 n.m. soot build-up], so that the propulsion engines rest Total run: 56208 n.m. alternately. 1235 Course 200. 2310 W/T: According to news from Panama radio and Washington, one must beware of drifting mines on the Brazilian coast. I think they are the round buoys from the submarine net of our Craftsman. They looked deceptively like mines. 13.8 E 2; calm sea; long SW 0226 swell; fine; very good visibility. W/T Situation: Japan's attitude unchanged. ENE 4-6; fairly rough sea; SSW swell; fine; very good visibility.

No particular incidents.

PTE.006.0113

Heavy fighting in the east. Goal not so much to make advances as to smash the Soviet armies. Still 65-75 divisions to be reckoned with. 40 divisions in disposition not fully battle-worthy. Signs of attrition. 0800 Course 150. 0900 Course 90. 1200 2305'S; 11014'E. Day's run: 204 n.m. During the evening twilight, there suddenly appears Total run: 56412 n.m. before us out of the light haze in the east, at about 1720 a vessel in sight at 117 true. That is very unfavorable. Since we are on the light horizon, he must have seen us first. The distance is about 200 hm. If I now turn away, there is a danger of losing him in the gathering darkness. If I keep going, perhaps I can catch him in the last of the light. [*Bchsenlicht] At least he will not be lost to sight. So I keep going. At 140 hm, the vessel turns to port, towards me, and continues on to 240. That is noteworthy. Why does he leave the dark horizon and go towards the open sea? Since he is now moving in front of the lighter horizon, I make a slow dogleg turn [*auf der Hundekurve] to follow him. 1819 Vessel sends Q-message but without position; instead it sends bearing signals. 1820 Decamouflage. The opponent is about 100 hm distant. I should like to open fire now, but unfortunately the gun optics put paid to my plans. The leading gunners can see nothing. Every 5 to 10 minutes, the vessel gives its name GKKI and bearings signals. He takes no notice of the request from Singapore to repeat his Qmessage, but keeps up the previous procedure. I conclude from this that either he has just seen an enemy warship, or that he is travelling in front of a convoy to act as a decoy. Thus I must take into consideration that an enemy warship could appear here shortly. Therefore I decide to take him at high speed. 1835 To Full Speed = 16 knots, Course 270, towards the opponent. 1856 The distance has not become visibly less. The opponent, a modern motor vessel of 6000 tons, seems to be quite fast. The night is cloudless and quite bright. In 3 hours the moon will rise. Even with the present light conditions, I should not be able to escape an enemy cruiser. Therefore I give up the chase. [*This is particularly relevant in regard to claims that Detmers laid a trap to catch Sydney.] 1909 Course 280 to run to the west. 2040 To high speed = 15 knots, course 250. 2130 To see a vessel at last after 7 weeks, and then to be obliged to let it go, is very bitter. 14.8 0110 E 1-2; sea almost flat; fairly high, long SW swell; fine; very good visibility. Course 180, cruising speed with one shaft (8 knots). Roosevelt and Churchill have met in the Atlantic. If the drawing up of the 8 Points was the only result, that would not be very much. The future will tell.

1200

2455'S; 11004'E. Day's run: 227 n.m. Total run: 56639 n.m. Course 30. W/T: MUNSTERLAND not ready until 25.8. KULMERLAND not yet reported. Whole Indian Ocean at disposal of Ship 41.

1707 2125

PTE.006.0114

15.8 S 3; calm sea; long SW swell; 0912 fine; very good visibility. W/T: over Pacific shipping lines. After I have been cruising here fruitlessly for 14 days, I will now cross the routes between Lombok and Sunda straits in broad sweeps and then return to the west coast of Sumatra. Then I shall be in the Chagos Archipelago just in time to have the whole of the new moon period in September at my disposal for the north-western area. 1200 2333'S; 11125'E. I have considered the question of mining Carnarvon and Day's run: 184 n.m. Geraldton. It would be quite possible at both places. On Total run: 56823 n.m. account of the sparse traffic in them even in peace-time, however, my mines are still too valuable for that. [*Three months later, the situation had changed.] 16.8 SE 4-5; moderate sea; SW 0320 swell; cloudy; good 0326 0800 0945 - 0949 1200 2032'S; 11242'E. Day's run: 209 n.m. Total run: 57032 n.m. 17.8 SE 3-4; slight sea; SW 0880 swell; fine; very 1052 good visibility. 1200 1745'S; 11205'E. Day's run: 196 n.m. 2014 Total run: 57228 n.m. Course 30. Course 40. Stopped on account of engine fault. (see Engine room War Diary). Course 340. Stopped to replace lubricating oil filter.

W/T: Largest Australian troop contingent since the beginning of the war has reached Singapore.

18.8 ESE 22; calm sew; SSW 0754 swell; cloudy; very Course 330. 0835 good visibility. W/T: Directions to Dutch navy on conduct towards 1200 1504'S; 11336'E. Dutch aircraft. Day's run: 202 n.m. Total run: 57430 n.m. 1425 Course 90. 1730 Course 45. 1915 W/T: Evaluation of the Eight Points, Churchill-Roosevelt. Churchill has not achieved his aim of inciting the USA to active participation. 19.8 SE by E 4, slight sea; SW swell; cloudy; good visibility. 0600 1050 Course 270. With two engines on half speed [*H.F.} = 11 knots for change from Lombok to Sunda Strait, and to test Engine I, where a cylinder housing was repaired.

PTE.006.0115

1200

1334'S; 11420'E. Day's run: 204 n.m. Total run: 57634 n.m. Cruising speed with one shaft (8 kn).

1000 20.8 SE 5-6, fairly rough sea; SW swell, very cloudy; rain showers; moderate visibility. 1200 1327'S; 11100'E. Day's run: 195 n.m. Total run: 57829 n.m. 1837 and 2230 21.8 ESE 5-6; fairly heavy sea; 0001 SW swell; heavy clouds; good visibility. 0815 1200 1350'S; 10751'E. Day's run: 195 n.m. Total run: 58024 n.m. 1647 1830

W/T: Ship 45 has sunk 2 vessels (14056 tons) and captured Kota Nopan (7322 gross).

W/T about rendezvous points Romulus and Remus.

2000 2131

To cruising speed (11 knots) with both engines. I want to gain space again. I intend to pass between Christmas Island and Sunda Strait and proceed northward. W/T: 45 caught the ships at latitude 5, longitude 90, thus in the vicinity of the Galapagos Islands. W/T: Supply service has only 4000 tons of oil left, which is urgently needed for the rubber ships. Therefore captured tankers with oil or petrol to be sent to a supply point, or any suitable oil from prizes to be given to supply ships. If it continues like this here, we shall be able to deliver little. Course 10, toward Java. W/T: transmission of position reports from agent in Valparaiso discontinued, because no reliance on them.

22.8 SE 4; slight sea; S swell; heavy clouds; good visibility. 1200 1203'S; 10706'E. Day's run: 245 n.m. Total run: 58269 n.m. 1425 23.8 ESE 4-5; moderate sea; S 0011 swell; heavy clouds; 0755 good visibility. 1200 903'S; 10714'E. Day's run: 242 n.m. Total run: 58511 n.m. 17.55 W/T about Pacific flight paths. Course 245.

Course 20.

W/T about changes in W/T traffic with prizes.

PTE.006.0116

24.8 E 4; moderate sea; S swell; overcast; good visibility. 0524 0600 0745 1200 W/T: Ship 36 arrived Gironde on 23.8 Course 300. Course 325. 935'S; 10321'E. Day's run: 268 n.m. Total run: 58779 n.m. Overnight cruising speed with one engine in order to be off Enggano in the evening twilight.

19.00

25.8 0731 NE 3. variable; overcast; morning heavy rain; W/T: Situation report over negotiations with France. At variable visibility. present no tangible result. The long-expected joint operation of England and Russia in Iran has begun. The Shah is reported to intend to resist. Course 15; both engines half speed = 11 knots. W/T: Division of English armed forces brings for the first time heavy aircraft sorties on the Singapore-Colombo route. 627'S; 10130'E. Day's run: 231 n.m. Total run: 59010 n.m. Report from mast lookout: Direction 45 strange formation, not a cloud, not a smoke plume. It is the peak of Boea Boea on the island of Enggano; since 10.12, when we saw the mountains of Stadlandet for the last time, the first land we have seen for 258 days. It comes in sight at about 40 n.m. I have not had the crew told, but in a moment they are on deck staring at this little speck of land, which lies in front of us like a South Sea fairy story in wonderful illumination. I run up to 35 n.m. from it then turn away. Away to course 260. At the island of Enggano is out of sight. For us the festive hour is over, which can only be understood by somebody who has seen nothing but water for 258 days. It meant a lot to us; that is why it is mentioned here.

0800 0820 1200 1600

1707 1740

26.8 NNE 2-3; calm sea; SSW swell; 0800 overcast; good visibility. Course 0. 1200 426'S; 9916'E. Day's run: 245 n.m. Total run: 59255 n.m. 1900 Course 300, cruising speed with one shaft (8 knots). 27.8 NNW 3; slight sea; SW 0600 swell; rain showers; fair to good visibility. 0800 1200 158'S; 9749'E. Day's run: 204 n.m. Total run: 59459 n.m. 1900 Both engines half speed = 11 knots. Course 350, toward Siberoet.

Course 300.

PTE.006.0117

28.8 NW by N to WSW 6-7; later 0715 3 with corresponding sea; SW swell; at times bad visibility. 0913 1200 023'N; 9533'E. Day's run: 218 n.m. Total run: 59677 n.m. 2010 W/T: Mnsterland put to sea 25.8, will be at Romulus about 20.9; Kulmerland will be ready end of August.

Course 320. According to press reports, resistance ceased in Iran. With that the decision for me is clear; in the next new moon period, I shall not go to the Bay of Bengal, but proceed with the thrust between Seychelles and Maldives. W/T: Knights Cross for commandant of 36. Unfortunately the final tonnage of 36 was not reported. That has always been very welcome previously. The news service also did not report a clear figure.

29.8 W 3-4; slight sea; weak SW swell; heavy clouds; good visibility. 1200 325'N; 9314'E. Day's run: 229 n.m. Total run: 59906 n.m. 1300 Clocks set back one hour. Ships time is now zone time 90E. 1500 Course 270. After the thrust into the south-east of my operational area has brought nothing, I am now heading for the Chagos Archipelago. 30.8 WSW 5-6; very squally (8); fairly heavy sea; WSW swell; overcast; rain showers; moderate visibility. 1200 349'N; 8949'E. Day's run: 221 n.m. Total run: 60127 n.m. 0706 31.8 Stiff SW monsoon 6-7; heavy sea and swell; overcast; violent rain squalls; variable visibility. 1200 338'N; 8613'E. Day's run: 215 n.m. Total run: 60342 n.m. 1243 1716 W/T: BARHAM coming from the Mediterranean. enters the Indian Ocean for the first time.

Course 275. W/T that U-boats temporarily will be operating between 30 and 40 West.

1.9 SW monsoon 6-7, evening dropping and clearing up; heavy sea; long SW swell; at times heavy rain squalls; variable, at night very good visibility.

PTE.006.0118

1145 1150 1155 1200

1211

1247 1504

1523 1532 1555

Suddenly out of the haze a vessel in sight at 264 true. Course 265, in order to make out type. Vessel drifts towards left. To high speed [*Grosse Fahrt]. Distance about 200 hm. 350'N; 8242'E. Day's run: 219 n.m. Modern vessel, WAIRANGI type(10800 gross); wearing Total run: 60561 n.m. flag at gaff. That could mean an auxiliary cruiser. I turn to 300 and full speed, in order to keep my good gunnery position, in case it is an auxiliary cruiser. Opponent keeps to its course (by bearings, 130, 13 knots). Passing distance 152 hm. Unfortunately, that is too far for my guns. If I should now force a fight by turning toward him, it would take place at the border of my range. Success would be very uncertain. On the other hand, the opponent would try to call up the air force from Ceylon, from which we are only 150 n.m. distant. Therefore I decide to follow him and to take him at night or on the next day. It would be a dereliction of duty for an auxiliary cruiser not even to ask our name, even with our innocent appearance and the nearness of Colombo. I assume that he is a transport in the service of the British Admiralty. To speed 13.5 knots and course 270, in order to let the opponent pass out of sight. After passing through a heavy rain squall, turned to 140. Opponent comes in sight again on the bow (10 to port). I keep station so that the mastheads and the upper edge of the smoke stack can be seen from the raised mast lookout. I dare not go closer, for the WAIRANGI class can make 17 knots and with my overgrown bottom I can now make only 16 knots. Opponent out of sight in a rain squall. To 14 knots. Opponent in sight again.' Opponent out of sight in a rain squall again. After passing through, the vessel does not come into sight again. If he has seen us, he has probably escaped at top speed in the squall; if so then I have lost him completely. However, if he has only used the squall to carry out orders and shift his course sideways for the night, there is little use looking for him during the night. I decide to continue during the night at 14 knots on his course, in order to be in front of him in the morning. Then I shall look for him to port, in the direction of the squall. Nothing more was seen when darkness set in.

2.9 Variable wind from SSW to ESE 0600 3-4; slight sea; S swell; Course 90 in order to search for vessel. Unfortunately, cloudy; very good visibility. the aircraft cannot start. Without a catapult, it is a seldom-usable occasional weapon. A helicopter or a very slow machine would be better for us than the Arado, excellent though it is in itself. 0900 Course 270. 1000 Course 300, 10.5 knots. 1115 Course 290. 1200 154'N; 9639'E. Day's run: 349 n.m. Total run: 60910 n.m. 1530 Course 270. The search was unsuccessful.

PTE.006.0119

3.9 S to NW 2, variable; calm 1148 sea; S swell; fine; very good visibility. 1200 154'N; 8639'E. Day's run: 239 n.m. Total run: 61149 n.m. W/T over preparation of new auxiliary cruiser. According to this, we should be relieved by Ship 10 about the end of December. We should request vital special equipment which is available only at home. Report on situation, sea endurance, successes and desired operational area to be conveyed via Kulmerland. Re relief: I consider the move of leaving me here until now to be correct, despite the meagre successes to date. I am of the opinion that traffic in the Indian Ocean is running north of the line Sabang-Ten Degree Channel-Ceylon and through the Mozambique Channel, and an auxiliary cruiser can attack there only by risking its existence, i.e. outside the conditions laid down in the operational order, as the experience of Ship 33 shows. The task of the auxiliary cruiser in the Indian Ocean at present is police work, in that by his presence he prevents the use of shorter routes. The task is personally thankless, because the stopping of ships can be expected only in short sorties (New moon periods) against the southern limit of the traffic, or against an occasional fast lone ship. If however it should be required to keep the auxiliary cruiser safe here, then months could pass before the opponent notices it, because weeks now pass between the individual incidents through which the auxiliary cruiser makes itself noticed. [*In intending to lay mines off Carnarvon in November, it is probable that Detmers was not very optimistic about success, but intended to make his presence known before leaving the area, and thus to cause unrest and waste of resources looking for him.] Re supplies from home: The bearing damage has been reported, and the condenser coils ordered. I must assume that the supplies with KULMERLAND do not contain all the provisions for a full six months. In many areas we shall have to manage as best we can. We shall however have an overview of what we urgently need only after taking on supplies from KULMERLAND. Therefore I want to carry this out as soon as possible (first rendezvous) and give KULMERLAND our requests. Apart from that, I count on the firms Siemens and Krupp Germania having been consulted on the question of supplies for the new engine system. The year's necessities decided in consultation with them has to date been shown to have been correct. 2000 Course 235. 4.9 SSW 2-3; calm sea; S swell; light clouds; very good visibility. 1200 033'N; 7909'E. Day's run: 238 n.m. Total run: 61387 n.m. 2005 5.9 SE by S 3; calm sea; SSE swell; heavy clouds; rain showers; moderate to good visibility. 1200 241'S; 7853'E. Day's run: 239 n.m. 1300 Total run: 61626 n.m. Clocks put back one hour to zone time 75 East. 1735 W/T. Situation report, no significant change in the situation through occupation of Iran.

Course 160.

PTE.006.0120

6.9 0526 SE Trade 4-5; moderate sea; SSE swell; overcast; W/T: KULMERLAND route; she will be at Marius from 12.10, wait there 10 days, then go to Sulla. Will begin return trip if Ship 41 has not arrived by 1 December. [*If it was as uncertain as this to set up a meeting between two German ships, what chance would there have been of arranging a rendezvous on a definite date between a German ship and a Japanese submarine?] Will be in position daily from 16.60 MOZ [*Mittlere Ortszeit = Mean local time] As reserve is provided with Balbo and Nero. Course 140. 626'S; 8010'E. Day's run: 240 n.m. Total run: 61866 n.m. W/T: Situation of rendezvous points Marius and Sulla. Starboard engine stopped, cruising with one shaft. Beginning of engine alterations. I want to use the full moon days to replace the copper rails in the braking resistors [?] [*Bremswiderstnden] with iron rails, as they are needed for the planned adaptation of Engine I as ship's network through lengthening the high tension cables.

0925 1200

1315 1900

7.9 SE Trade 6; heavy sea and SE swell; cloudy; rain showers; moderate visibility. 1200 845'S; 8154'E. Day's run: 173 n.m. Total run: 62039 n.m. 1858 to 2000 2012 1120 8.9 SE Trade 3-4; slight sea; light SE swell; cloudy; very good visibility. 1200 1231'S; 8301'E. Day's run: 134 n.m. Total run: 62173 n.m. 9.9 SE 3-4; slight sea; SE swell; cloudy; isolated rain; moderate visibility. 1200 1229'S; 8440'E. Day's run: 153 n.m. Total run: 62326 n.m. W/T over distribution of English fleet shows that after the settlement of the Iran affair there are for the Indian Ocean alone 1 battle ship, 1 aircraft carrier and 16 cruisers, which are all available for the area Mozambique Channel, Seychelles, Ceylon. Braking trial with the iron rail built in on the starboard side. Braked from 7.8 and 15 knots. Result: flawless. Course 140, cruising speed on one engine.

No incidents.

Course 280.

PTE.006.0121

10.9 Braking trials for H.F and A.F. Iron rails are now built in on both sides. Result flawless. Work completed. Both engines to half speed = 11 knots. I intend to press forward between Chagos and de Malha Bank to the line between the Seychelles and Eight Degree Channel. [*H.F. = Halbe Fahrt = half speed. A.F. = Alle Fahrt = full speed.] 1200 1304'S; 8316'E. Day's run: 179 n.m. Total run: 62505 n.m. 1700 Course 290. 1823 W/T over progress on eastern front. We are pleased to learn that our paint colour scheme is so exactly right according to our news. 11.9 SE 5-6; fairly heavy sea; strong S swell; cloudy; 1108 good visibility. Course 280. 1200 1152'S; 7906'E. Day's run: 255 n.m. Total run: 62760 n.m. 1800 Course 0. 12.9 SE 4; moderate sea; 0800 S swell; cloudy; Course 270, in order to cut the Mauritius-Sabang good visibility. route diagonally. 1200 923'S; 7701'E. Day's run: 250 n.m. 1218 Total run: 63101 n.m. W/T: Wireless abbreviations of camouflage ships. Does the Operations know anything about STRAAT MALAKKA and her sister ship? Where are they travelling now? [*Straat Soenda] 13.9 SE by S 3-4; slight sea; SE swell; heavy clouds; good visibility. 1200 922'S; 7850'E. Day's run: 248 n.m. Total run: 63258 n.m. 14.9 SE by E 4; moderate sea; S swell; cloudy; very good visibility. 1200 923'S; 6832'E. 1300 Day's run: 256 n.m. Total run: 63514 n.m. 0800 to 0843 SE 5-6; fairly heavy sea; SE swell; cloudy; good visibility.

No incidents.

Course 330. Clocks put back one hour to zone time 60 East.

PTE.006.0122

15.9 SSE-E 2-4; calm sea; SE swell; 0952 overcast; isolated rain; moderate visibility. 1200 550'S; 6605'E. Day's run: 259 n.m. Total run: 63773 n.m. 16.9 0505 W/T: Evaluation of Roosevelt's speech. Must take into account possible attacks by American warships. Operations is preparing new instructions. In this area I should like to have aircraft reconnaissance. Unfortunately the short cross swell makes the start impossible. As good as the Arado is in itself, without a catapult it remains a shell. Landing and taking aboard would certainly be possible today. 1135 W/T: Supply service wireless transmission no longer possible. On no account send prisoners to Japan. If prisoners must be released, give them as far as possible to neutrals. Stopping even American ships for this purpose is permitted. [*Messages sent by raiders in Pacific and Indian oceans had been repeated to Germany through Japan, which now withdrew this facility.] 1200 209'S; 6206'E. Day's run: 243 n.m. Total run: 64016 n.m. 1500 W/T: New reference points for prize ships and ships returning home. S 3; slight sea; S and SE swell; cloudy; good visibility. W/T: Report of Frankfurt's trip. Very interesting, particularly for our prize officers. No incidents.

17.9 S 2; evening SW monsoon 2-3; calm sea; SE swell; cloudy; W/T: that according to Japanese report transports very good visibility. from the East via South Africa are gathered into convoys in Trincomali or Colombo. From Ceylon, individual ships to north and east with security patrols. 1200 046'N; 6323'E. Day's run: 242 n.m. Total run: 64258 n.m. 1630 Course 90 to ventilate ship. It has become very humid again. 1730 Course 330. 0345 18.9 SW monsoon 1-2; calm sea; SE swell; fine; very good visibility. 1200 256'S; 6238'E. Day's run: 249 n.m. Total run: 64507 n.m. 1810 0500 Course 90. We have reached the Eight Degree Channel -Seychelles route and are now at the latitude where Ship 33 last operated, only a little further east. Our thoughts today are very much with the ship with whom we had such a good understanding. Course 240. During the night, steered courses 240 and 210 in order to avoid cloud banks.

PTE.006.0123

19.9 0500 0824 0829 0840 1100 1102 Course 140. Stopped on course 160. Aircraft to water. Start for reconnaissance flight to the limit of visibility. Course 140, 11 knots. Aircraft landed, ship stopped. Aircraft aboard. Aircraft flew at a distance of 35 n.m. from the ship and has seen nothing. Thus an area with a diameter of 80-90 n.m. was surveyed. 1200 055'N; 6304'E. Day's run: 248 n.m. Total run: 64755 n.m. 1755 Course 230 toward the light evening sky. 1829 Course 140. SW-SE 0-1; SE swell; cloudy; good visibility.

PTE.006.0124

20.9 SE-NNW 0-2; calm sea; SE 0000 swell; cloudy; good Course 35. 0213 visibility. W/T: Opponent can take bearing on ultra-shortwave [*UKW] from land, therefore on UKW as a matter of principle wireless silence. 0900 Aircraft set out for reconnaissance as on previous day. W/T in aircraft is out of order, UK taken out. For this form of reconnaissance I can do without both. 0915 Course 35, 11 knots. 1125 Stopped to retrieve aircraft. 1133 Course 35, 11 knots. Aircraft reconnaissance again without result. 1200 059'N; 6512'E. Day's run: 238 n.m. Total run: 64933 n.m. 1805 Course 300 towards light evening sky. 1850 Course 35. 21.9 NNW 3; slight sea; S swell; 0500 heavy clouds; isolated Course 160. I intend now to cross in front of the Kardiva rain, otherwise good and One and a Half Degree Channel visibility. 1200 214'N; 6658'E. Day's run: 240 n.m. Not possible to start aircraft. Total run: 65482 n.m. 1226 Course 215. 2300 Course 320. 23.9 0310 NW 2-3; slight sea; SSE swell; overcast; good W/T: Evaluation of War Dairy of 16. Results of U-boats very Average visibility. useful for us as a comparison. Opinion of Operations is that operational prospects in the South Atlantic are at present better than in the Indian Ocean corresponds with our experiences. Operations knows the difficulties which have arisen through the measures taken by the enemy. Apart from improvements mentioned, I consider equipping with a radar set important. 134'S; 6540'E. Day's run: 242 n.m. Total run: 65724 n.m. W/T: Auxiliary cruiser medal awarded for the first time to Ship 36. Great joy for us! Light in sight ahead to port, at 293 true. Light is very bright and seems almost white with a very pale green shimmer. Course 320, high speed [*G.F.] The light is now definitely green. Only when the ship's hull can be seen as a shadow does the ship's light also appear dimly. The vessel is heading east. Course 50, half speed [*H.F.] Distance 37 hm. Decamouflage. Signal to vessel with Varta lamp: What ship? Answer: Greek ship Stamatios G. Embiricos.

1200

2010 2228 2239 2243

2307

PTE.006.0125

With Varta lamp: Stop. Thereupon illuminated with searchlight. Vessel stops only on third command Stop or fire. He does not wireless and receives the signal: I send a boat. [*Exchange of signals in English.] Now he reports that he is on the way from Mombasa to Colombo. 2333 Supply boat set out. Prize and examination party away. It is the Greek vessel Stamatios G. Embiricos from Andros, 3941 gross tonnage, in ballast from Mombasa to Colombo, for orders. Unfortunately, this new ship, built in 1936, was converted to coal firing 4 years ago and has coal on board for only 23 days (500 tons). Therefore it is not usable as a mine-layer or prison ship. It will be sunk. 24.9 NW 1-2; weak SE and SW 0053 swell; cloudy; good visibility. 0100 0109 0110 001'S; 6430'E. to 0200 0205 0300 0500 0800 1 explosion; shortly afterwards the2nd, 3rd and 4th. One lifeboat with the captain and 5 men alongside; the second boat with 23 men has disappeared in the darkness. Supply boat taken aboard. Vessel sunk. Searching in vain for second lifeboat. Course 180, 14 knots. Course 90. Cruising speed 11 knots. Course 280 towards the location of sinking. I should like to catch the second cutter: 1200 020'S; 6530'E. 1) I should like to operate here for a few more days, and Day's run: 262 n.m. don't want it to cause me trouble with other ships. Total run: 65985 n.m. 2) The opponent can make good use of the specialists in it (First Officer, Wireless operator, Chief engineer). 3) I will not give the First Officer the satisfaction of getting away from me. 1211 Aircraft to water. Task: reconnaissance to limit of visibility. Secondary task: If cutter is sighted, fire white signal light. 1221 Course 280, 11 knots. 1252 Aircraft has found cutter at 255 true. (Its first success) 1258 Turned towards. 1305 Cutter in sight from crosstrees. 1408 Stopped. Cutter taken alongside. 24 men taken aboard. Again there is a stowaway among them. Thus the whole crew is aboard, consisting of: 16 Greeks, 3 Egyptians, 2 Norwegians, 2 Swedes, 1 Latvian, 1 Yugoslav, 2 Filipinos, 1 Portuguese, 1 Brazilian and 1 Madagascan. [* Stowaway = blinder Passagier. This has been translated erroneously as a blind passenger.] 1428 Course 280, 11 knots. 1456 Stopped to take aboard aircraft, which has sighted nothing. 1505 Course 320, 11 knots. Stamatios G. E.: From the interrogation of the captain and other members of the crew, some of whom speak good German, it is shown that the ship left New York on 29.6 with a cargo of automobiles. A large part of the Greek crew was discharged there. Therefore the ship left 8 days late. On 26.8 it was in Mombasa, unloaded there and waited for a cargo. Put to sea 16.9 empty, to Colombo for orders. Instructions to go directly via One and a Half Degree Channel. The captain asked about German raiders. Answer: there were none in this area. Captain always travelled with lights set. Often called to account for this by English warships. Took that into the bargain, was afraid that by travelling blacked out he would be fired on without warning. Ship

PTE.006.0126

was not armed. Until our examination party came aboard, he took us for English, therefore did not wireless. Code and cypher material has fallen into our hands complete. Unfortunately it was not equipped with the new procedures. 25.9 W 0-1; calm sea; SSE swell; 0400 overcast, cloudy; good Course 90. 0944 visibility. Aircraft set out for reconnaissance to limit of visibility. 0952 Course 90; 11 knots. 1200 103'S; 6531'E. Day's run: 244 n.m. Total run: 66230 n.m. 1230 Stopped to take aircraft aboard. Reconnaissance without result. That was the 4th use of the plane in this area, and the 7th during the whole trip. With a catapult it could have been at least 40, for the difficulty remains the start. Here all 4 starts could take place with the swell, the movement of the sea was slight. Sea state 3 and the swell which is always present in the ocean, and which seldom runs exactly with or against the wind, cause such heavy demands before the Arado reaches its take-off speed that the start is practically impossible, although the machine in itself is sturdily built. In the same or even worse weather, the landing help given by the ship is sufficient for the short landing distance, as long as the swell is not too short, when as it is known it runs under the ship and cannot be hindered by it. The help at the start on the other hand is as good as useless, for the so-called duckpond is too small. Setting out and taking on the aircraft is not very pleasant, as the place for transferring it is too far aft, but we have learnt now how to do it. We take it on board at 2-3 knots by the ship and with aircraft motor running until the machine is clear of the water. The stronger the wind, the lower the desirable speed by the ship. Doubtless the small, convenient Arado is suitable for auxiliary cruisers, but it needs a catapult. If this cannot be supplied to the auxiliary cruiser, then a sturdy, slow aircraft with the lowest possible start and landing speeds would be more practicable. The advantages of the aircraft for the auxiliary cruiser, in my opinion, are in the extended field of vision, less in the direct employment in action. It is a good feeling for the commandant to know that a vessel is not slipping past him just below the horizon. In addition, an improved capability for aircraft reconnaissance would make it easier to push forward into areas which are more heavily patrolled. 1247 Course 90, 11 knots. 1422 A wireless message to Norwegian Thelma (motor tanker, 8297 1 enclosure. gross) picked up. At 12.37 a W/T using the new procedure was transmitted by the same sender to the same ship, so that it is assumed that both W/T have the same content. Copies are enclosed. 1730 Course 270 towards the light evening sky. 1800 Norwegian Thelma has the above-mentioned W/T repeated and bearings are taken on her at 43 true, thus near Minikoi. 1830 Course 90. 1950 Thelma transmits to Colombo that she intends to go directly to Cape Town. Bearing again 43 true. I should like to operate against this tanker, but I must give it up for the following reasons: 1) I can reach her on the evening of 27th at the earliest, i.e. 8 days after new moon. Then the nights are already as bright as day.

PTE.006.0127

2) The weather is getting worse; it does not look as though use of the aircraft will be possible in the next few days. If she passes south of the Seychelles or keeps well clear of them to the north, then by the 27th she will already be hundreds of miles north or south of the direct route. In these circumstances, I think it is wrong to take upon myself the risk of another advance towards the Eight Degree Channel to Seychelles route. Ship 33 was caught in the same area at the same phase of moon. In addition it is known that troop transports are running at present, going either to Iran or the Orient. I decide therefore not yet to run south as I had intended, but to stay in this area until the morning of the 29th, in order to catch Thelma if she goes south of the Seychelles directly towards Madagaskar. [* Change of typewriter here.] 26.9 SW-NW 2-3; calm sea; SE 0319 and S swell; cloudy; rain Fire alarm on account of strong burning smell amidships. squalls, otherwise good Seat of fire is hard to find. Finally the motor in the pharmacy visibility. refrigerator is found to be the culprit. It is completely fused. 0345 Fire alarm over. 0600 Course 240. 1200 036'N; 6726'E. Not possible to start aircraft. Day's run: 238 n.m. Total run: 66468 N.M. 1630 W/T: [British] Admiralty instructions for traffic in the central Atlantic. 2319 W/T: change of wave length for Norddeich. [*German naval wireless station.] 27.9 NW-SSW 1-3; calm sea; SE and SW swell; overcast; occasional rain; moderate visibility. 1200 103'S; 6751'E. Day's run: 251 n.m. 1730 Total run: 66719 n.m. 0000 28.9 SSE 2-3; calm sea; short SSE swell; cloudy; rain showers; moderate visibility. 1200 210'S; 6615'E. Day's run: 229 n.m. Total run: 66948 n.m. 1820 0600 29.9 0400 SSE 2-3; calm sea; SSE swell; overcast; rain showers; moderate visibility. Course 140. I give up waiting for Thelma. I choose my route so that I shall cut the positions reported by the agent on 25 and 28.7. It is possible that traffic is running there. Course 280. Course 110.

Course 240.

My weather forecast with regard to the prospects of starting the aircraft has unfortunately been confirmed. W/T that 45 will be off Cape Horn on 11.10.

PTE.006.0128

1200

238'S; 6432'E. Day's run: 234 n.m. Total run: 67182 n.m.

30.9 SSE 5; moderate sea; SE 0300 swell; overcast; rain 0937 showers; moderate visibility. 1200 549'S; 6606'E. Day's run: 226 n.m. Total run: 67408 n.m. Course 180. W/T: 1) Spreewald putting to sea about 20.10, equipped for 300 prisoners, goes to Balbo to meet Kulmerland. 2) Report if there are no prisoners to transfer to Kulmerland.

3) Hand over escort party and War Diary. Report to Attach in Tokyo on occurrences, requirements, copy of War Diary. [*German naval attach Rear Admiral Paul Wenneker. The copy given to Kulmerland to be sent home by Spreewald was lost when that ship was sunk. The copy sent to Wenneker was re-copied and sent to Germany with a blockade runner.] 1.10 SE 4-5; moderate sea; SE swell; cloudy; isolated rain; 0840 moderate visibility. Course 145. 1200 914'S; 6640'E. Day's run: 215 n.m. Total tun: 67623 n.m. 1731 Stopped because of engine trouble. (Governor failure, see Engine room War Diary). Ship laid across wind on account of heavy spark emissions. 1738 Engine in order again; to 11 knots. 1745 Course 150. 2.10 ESE 5; moderate sea; ESE swell; cloudy; moderate visibility. 1200 1203'S; 6819'E. Day's run: 211 n.m. Total run: 67834 n.m. 2317 0800 Course 100.

Sent short signal (Consent of Cox Will, A.B. Weissflog to marriage by proxy.) Norddeich acknowledges.

3.10 SE 4; moderate sea; SE 0633 swell; cloudy; good visibility. 0800 1200 1239'S; 7137'E. Day's run: 200 n.m. Total run: 68034 n.m. 1630 Confirmation that signal of 2.10 received. Course 110.

High speed (G.F.) = 12 knots, on account of loss of time through weather conditions.

PTE.006.0129

2000

Fhrer's speech at opening of WHW [*Winter-Hilfs-Werk = Winter relief work]. Very good reception. Apparently the jamming station was not paying attention.

4.10 SE 5-6; fairly heavy sea; SE swell; cloudy; good visibility. 1200 1406'S; 7604'E. Day's run: 274 n.m. Total run: 68308 n.m. 1700 5.10 ESE 6; heavy sea; cloudy; 0000 showers; SE swell; 0640 moderate visibility. regulations expected. 1200 1559'S; 7903'E. Day's run: 214 n.m. Total run: 68522 n.m. 6.10 E by S 4-5; moderate sea; moderate SE swell; overcast; showers; moderate visibility. 1200 1829'S; 8131'E. No incidents. Day's run: 206 n.m. Total run: 68728 n.m. 7.10 E-SE by E 3-4; moderate sea; weak ESE swell; overcast; moderate to good visibility. 1200 2114'S; 8410'E. Day's run: 225 n.m. Total run: 68953 n.m. 8.10 SE 3-4; slight sea; SE swell, dropping; cloudy; good visibility. 1200 2348'S; 8658'E. Day's run: 219 n.m. Total run: 69172 n.m. 9.10 SE 3; slight sea; SSW 0800 swell; cloudy; good visibility. 1200 2519'S; 8926'E. Course 0. I am looking for an area of calm sea in order to recondition the waterline thoroughly before taking on oil. Since I have already struck the heavy swell of the Course 135. W/T. Situation report. Operations on the eastern front continue to proceed favorably. Alteration in USA neutrality

Half speed [*H.F.] = 11 knots.

No incidents. Clocks put forward one hour to zone 90 East time.

No incidents.

PTE.006.0130

Day's run: 225 n.m. Total run: 69397 n.m.

1930

westerlies, I shall go north again, where the weather was better. At the same time I shall determine in what direction I need to go with Kulmerland, if necessary, in order to carry out the transfer of supplies. I do not lose any time, even if Kulmerland arrives punctually on 12.10. If she comes later, I shall have used the time well. Colombo asks Stamatios to report her position. She was supposed to be in Colombo on 29.9. She is being called for the first time after 10 days.

10.10 E 3-4; slight sea; long SW swell; cloudy; good visibility. 1200 2122'S; 8910'E. Day's run: 237 n.m. Total run: 69634 n.m. Colombo calls Stamatios again. Course 180, because here there is already a SE swell again. I shall go back three hours, then I shall have found the most favorable place for the present. Inspection of the first training course for non-commissioned officers. Result is quite good. Further training courses are planned.

1805 2230

11.10 ESE 3-4; sea 3-4; SE swell; weak SSW swell; cloudy; Stopped; ship careened to starboard. Waterline good visibility. scraped and painted on port side. Bearing work on Engine IV. 1200 1943'S; 8854'E. Day's run: 159 n.m. Total run: 69793 n.m. 2000 Ship turned on opposing course. 0200 12.10 ESE 3-4; moderate sea; long SSW swell, short SE swell; cloudy; good visibility. 1200 1934'S; 8837'E. Day's run: 22 n.m. Total run: 69815 n.m. 1130 [?] 13.10 ESE 4; moderate sea; SW and SE swell; overcast; moderate visibility. 1200 2239'S; 9056'E. Day's run: 226 n.m. Total run: 70041 n.m. 1700 14.10 SE 3; slight sea; long flat Waterline on starboard side scraped. Painting pointless on account of the confused swell.

Course 145, 11 knots, to rendezvous.

Course 150.

PTE.006.0131

SW swell; cloudy; good visibility. 2549'S; 9305'E. Day's run: 224 n.m. Total run: 70265 n.m. 1812 W/T: Situation report over Spain and Sweden. 1200 15.10 SW 3; slight sea; SW swell; overcast; showers; moderate visibility. 1200 2903'S; 9523'E Day's run: 229 n.m. Total run: 70494 n.m. 0712 W/T: 1) Report arrival of Kulmerland at Balbo. 2) Spreewald out on 22.10 at earliest; 28 days to Balbo. 3) Date out to Ku direct. 4) Ku is to bring along dates on which Spreewald will be at certain points. Kulmerland needs about 21 days from here. The duration of the transfer of supplies cannot be estimated.

16.10 W 3; slight sea; SSW swell; 0230 overcast; showers; moderate Course 180. 0518 to bad visibility. W/T over new regulations for short wave service. 1002 Smoke plume at 165 true. Vessel is Kulmerland. 1030 Exchange of signals. Course 155. 1041 Stopped. Motor boat out. 1109 Captain Pschunder on board for discussion. Kulmerland was seen on 15.10 by a ship that looked like a merchant ship, had a stern gun, set a gaff flag, approached to 5 n.m. but did nothing and went off on 150 true. 1200 3220'S; 9705'E. Enemy auxiliary cruiser is possible. Day's run: 221 n.m. Since he did not do anything, I think it was a merchant ship Total run: 70715 n.m. travelling the route reported by the agent, and travelling a day ahead of me. For safety I shall go overnight about 300 n.m. northwards. During the supply operation, I shall stay between the agent's route and the line Fremantle to Colombo. Further notification of the agent's locations seems to me desirable on account of this occurrence. The prisoner (able seaman) Carl Gunderson, 52 years old, from Fremantle (Mareeba crew) died as a result of a circulatory disturbance. Captain Pschunder leaves ship; 1 signalman sent to Ku. 1222 Course 0, 12 knots. In formation with Ku. 1559 3140'S; 9710'E. Deceased prisoner buried. Participants: Commandant; 6 officers; 8 men with rifles; one division; Mareeba crew. Captain of the Mareeba was impressed with the solemn ceremony and thanked us on behalf of the crew. 17.10 NW 3; calm sea; long flat SW 0800 swell; overcast; showers; Course 320. 1125 good visibility. Stopped. The remaining starboard waterline painted. 1200 2741'S; 9654'E. Day's run: 299 n.m. Total run: 71014 n.m. 1300 First Officer to Kulmerland to discuss transfer of supplies. Drifted through the night.

PTE.006.0132

18.10 SW-SE 1-3; calm sea; long 0526 SW swell; heavy clouds; W/T over submarines in south region. 0715 moderate visibility. Both motor boats and 2 rubber boats set out. 0737 Tow with Kulmerland established. 0818 [?] 0845 Oil hose made fast to Ku. 0858 Beginning of oil transfer, at the same time taking on provisions and equipment. Both ships are let drift, in order not to put unnecessary demands on the last towing and oiling gear. By occasional use of the engine, the hose is kept clear quite well. Procedure proves itself well. 1200 2727'S; 9723'E. Day's run: 30 n.m. Leeway. Total run: 71044 n.m. 1730 Boats taken aboard. Oiling continued overnight. At our end, we are ready to slip; Ku is ready to haul in gear. In case of alarm, she hauls in gear and positions herself in the enemy lee. Rendezvous is agreed upon. 19.10 0554 0600 0648 1200 SE 2; calm sea; SW swell; overcast; isolated showers; Boats set out. moderate visibility. Provisioning continued. Kulmerland's large lifeboat is almost a small lighter. It is very useful. W/T over dispositions of enemy forces. No major changes in our area. 2702'S; 9744'S. Day's run: 31 n.m. Leeway. Total run: 71075 n.m. Boats taken aboard. Oiling continued. Oil hose torn. Through the inattention of the supervising officer on the poop deck, it was caught in the port propeller and was torn.

1730 2035

20.10 E 1-2; calm sea; SSW swell; 0530 overcast; showers; moderate Boats set out. 0550 visibility. End of hose recovered. 0643 Hose connection re-established. 0656 Oiling resumed. 1200 2659'S; 9751'E. Day's run: 14 n.m. Leeway. Total run: 71089 n.m. 1417 to Diving work on port propeller. 1532 Ends of hose cut away. Propeller itself is undamaged. In front of the shaft housing is an old piece of steel hawser which cannot be removed. That is our culprit from the South Atlantic. (cf War Diary, page 96, under engine fault of 17.4) How it got there in mid Atlantic will no doubt remain a mystery forever. The protective sheath is missing. 1740 Boats taken aboard. 1757 Supply of gas oil completed. 1920 Supply of diesel oil commenced. 2400 Supply of diesel oil completed. Taken on: 2765 tons gas oil

PTE.006.0133

565 tons diesel oil = 3328 tons fuel oil Plus remaining supply: 1130 tons 4450 tons The fuel will be sufficient for 223 days, i.e. until 1 June 1942, at 20 tons daily usage. The necessary reserve can be achieved through economies. Kulmerland still has 1100 tons of fuel (gas and diesel oil in usable proportions) on board. She needs: Marius - Balbo = 5564 n.m. at 11 knots 21 days Balbo - Kobe = 6093 n.m. at 11 knots 23 days. 11657 n.m. 44 days. Daily usage 20 tons = 880 tons plus 200 tons reserve = 1080 tons. 21.10 ENE 2-3; calm sea; SW swell; 0550 overcast; isolated rain; 0732 moderate visibility. 0900 1200 Boats set out. W/T: Ship 16 will be off Cape Horn 31.10. Due home mid December. Oil hose brought aboard.

2652'S; 9810'E. Day's run: 24 n.m. Total run: 71113 n.m. Tow cast off. Ku dismissed until 07.00 on 22.10 (27S; 95E) I shall use the pause in the provisioning to get rid of my empty containers, which Ku cannot use. and at the same time to change position. Boats taken aboard. Course 90, 13 knots. Stopped. Empty containers thrown overboard. Course 265, 9 knots. Course 267, 13 knots to rendezvous.

1230

1300 1315 1500 1558 1624 22.10

SSE-E 1-3; calm sea; high 0518 SW swell; cloudy; very Kulmerland in sight ahead. 0642 good visibility. Exchange of recognition signals. With the state of the swell, provisioning is impossible. Intend to go north. 0755 Course 0, 10 knots in company with Ku. 1200 2619'S; 9453'E. Stopped. Butcher aboard to slaughter the oxen and work parties Day's run: 213 n.m. to pour out lubricating oil. Since transporting oil barrels would Total run: 71326 n.m. take too much time, the barrels will be poured into an empty bunker on Ku. Then it will be sent over through the hose. Through the prepared drainage channel a performance of 30 barrels an hour is achieved. 1800 Boats taken aboard. During the night, the ships drift. 23.10 E 2; calm sea; moderate SW and E swell; cloudy; Boats to water. No towing connection established, good visibility. as oiling is not worth while yet and the ships are able to lie better to the sea independently. Continuation of provisioning. 1200 2611'S; 9506'E. 0710

PTE.006.0134

Day's run: 16 n.m. Total run: 71342 n.m. 1648

Leeway. Boats taken aboard. Drifting during the night.

24.10 0555 0621 0708 0745 ESE 2-3; slight sea; SW and E swell; heavy clouds; very good visibility. Boats set out. Work party to Ku.

Towing connection established. Oil hose connected. Commence taking on lubricating oil. Oil can be pumped easily. On account of the narrow diameter of the filling pipes, only 5-6 tons an hour achieved. 1103 Oil hose torn. The reinforced hoses have apparently rusted under the wire wrapping. [*Drahtentwicklung?]. [*A hand-written note in the margin points out a typist's error in War Diary here. It says "bewhrten" = proven; it should be "bewehrten" = reinforced. It is not known if this error was made aboard Kormoran or when the War Diary was copied in Tokyo.] [*Translator suspects that Drahtentwicklung should be Drahteinwicklung = wire wrapping.] 1140 Oiling resumed. 1200 2600'S; 9520'E. Day's run: 21 n.m. Leeway. Total run: 71363 n.m. 1600 Boats taken aboard. Provisioning completed except for lubricating oil, which will take until about the afternoon of 25.10 The provisioning was excellent. We have received everything we needed. Things were thought of for which we had not dared to hope. The cooperation with Kulmerland was very good. Captain Pschunder devoted himself entirely to his task, so that there was no friction at all. I respectfully suggest that a suitable recognition will be awarded to him and his crew. My sea endurance until 1 June 1942 seems to be ensured by this provisioning. I intend to proceed immediately with carrying out alterations to adapt Engine I as reserve ship's network engine. Thanks to the speedy completion of the provisioning, I hope to be back in my operational area by the next new moon period. [*New moon was ca 19 November.]