E  x  p  e  r  i  e  n  c  e  s    "U  140".
	1.)  T  r  a  f  f  i  c  :               Met traffic is assembled on the chart and the lists.  The steamer routes on the chart are sketched in from the statements of the prisoner.               The statements of the prisoner concerning the English Channel are especially assembled and presented.               Outbound traffic from America seems to go under the coast and to the north mainly  via Nantucket.  All convoys seen were to the north.  The only cover they had in the Atlantic was a cruiser to lead them.               The large fast steamers proceed together, across the ocean without any cover.               The outbound traffic to the south, as far as was observed, proceeds alone, along under the coast to Hatteras and then further via the lightships.              Inbound traffic to America proceeds alone.  Routes are based on available submarine reports and are relocated north or south accordingly.               Newport News appears to be entered to take on coal. From here the steamers then proceed under the coast to New York where they are first loaded.               It was striking that with the inbound traffic, steamers were large and fast-moving ships almost without exception.               The normal cargo steamer of 8-11 knots speed, as the prisoner accepts, seems to be heading for the coast south of Hatteras and continuing northward under land.               Neutral traffic seems to proceed together with the enemy. As usual only those with perfect papers were found.

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	Generally it can be said that the traffic is greater and particularly valuable steamers have been hit. It would be worth sending as many boats to the American coast as possible, which have the prospect of success there rather than in the operations area in the middle of the Atlantic.     2.)  E  n  e  m  y    r  e  a  c  t  i  o  n  :       Departure: Two fish steamers only from the Shetlands. Then nothing.       America:  No regular patrols.  Occasionally, destroyers were sighted and several were heard in Radio Messages to cross on the approach routes. They then rush to help on "allo" messages.               Radio traffic was observed to be somewhat brisk in the north at Nantucket, while it was slow in the south.               Enemy submarines, which can also be found further from the coast, must be expected throughout the area.       Return trip: Neither patrols between Faroe - Shetlands nor in the North Sea. A single vessel was seen at night north of the blockade area but could not be identified.     3.)  S  t  a  t  e  m  e  n  t  s    o  f    t  h  e    s  t  e  a  m  e  r    C  a  p  t  a  i  n  s  :               Captain H.C. L  u  n  d  g  r  e  e  n  Danish steamer "O  L  A  F     M  A  E  R  S  K" for the Swiss government says:  Steamers drive under the coast.  All courses from the Ambrose Channel are free. Mines and nets within the Ambrose Channel.  Patrols outside by motor boats and destroyers; shouldn't reach far. Many aircraft.  Guarding the piers in New York very strong.  Men are prohibited from going ashore.  Provisions very scarce, rationed and expensive. Sugar and butter 1/2 pound a week.

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	Coal prices rose from $8 to $12.  Its cargo is 350 shillings a ton. He earns 200,000 crowns on this trip.  The men $114 per month.  the II. Helmsman $250 and 50% war surcharge.  A lot of old German helmsmen sail on American ships.  Traffic to South America was set in motion up again by a lot of sailing ships and old hulks rigged up. Currently in Buenos Aires lay 40 big ships that were made ready for the trip to America. He himself had seen 2 ships from New York in 7 days so far.       Captain:  Evert v.  T  a  u  b  e  Swedish steamer "U  P  P  L  A  N  D" makes a similar statement.       The Japanese Captain of the steamer "T  O  K  U  Y  A  M  A    M  A  R  U" volunteered that he proceeded in convoy from London to                                   Lat.    42°N                                   Long  25°W   Then alone.     4.)  T  e  s  t  i  n  g    o  f    t  h  e    b  o  a  t  :               The damage, some of it severe, which can only be attributed to poor workmanship on the part of the Germania shipyard, meant that the boat could not be used as required by this type.  For this reason military successes are less than expectations.     5.)  S  e  a    k  e  e  p  i  n  g    p  r  o  p  e  r  t  i  e  s  :               The low stability of the boat is of crucial importance for its sea keeping properties. If the upper deck were not flooded, there would in itself be sufficient stability and therefore quite good sea properties. However, as soon as the upper deck is flooded by overcoming seas, the weight of these large masses of water leads to such a reduction in stability that a list of over

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	30° occurs.  In such a condition, the righting moment is so small that 2-3 seas run over the upper deck, without the boat lying on its side making any lurching movements.  At Sea State 5 from ahead in the North Sea, "Alle Fahrt" could not be maintained for this reason, and at "Halbe Fahrt", lists of 35° were observed, so that the battery was slightly over-splashed.               This condition is naturally the worst when the boat is running with full auxiliary bunkers, i.e. is in the deepest floating position and has little buoyancy.  The upper deck is then flooded with moderate swell.  The water masses are partly retained due to the deep floating position, but also partly due to insufficient drainage on the upper deck. The latter problem was noticeably remedied with on-board aids by hammering in drainage holes into the outboard sheeting.  With the consumption of the fuel oil in the auxiliary bunkers, after blowing out these bunkers, buoyancy and floating position are increased and the latter two phenomena occur less. At the same time, with the use of ammunition and torpedoes, there is a slight improvement in stability, which significantly improves see keeping properties.  While with deep-lying boat on the way out in the North Atlantic at Sea State 5 you had to turn your head to the sea, on the way back with the blown-out auxiliary bunkers, the boat stopped admirably in Sea State 8. Movements remained jerky, but this also reflects external influences e.g. can be attributed to seas striking against the tower.  Masses of water that filled the upper deck ran off faster. In several successive seas, however, it was clearly observable, due to the immediate appearance, albeit at a smaller list, that the bad stability in deep lying boats can be attributed perfectly to the water masses in the flooded upper deck.       [illegible line of text]

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	[illegible paragraph here]                   The advantages of the more favorable ship's form as compared to boats of the "DEUTSCHLAND" type are considerable. The loss of speed against wind and sea is relatively slight. However, the pounding with the greater length is violent and causes heavy strain on the joints, so that bunker leaks occur. However, the latter would have been avoided if the Germania Werft had carried out the work better.               The rudder effect and thus the maneuvering properties are excellent. When cruising slowly with one diesel, there is absolute controllability in the high seas, even lying into the sea. From experience in heavy weather (Sea State 10), the most favorable position is "wind and sea 4 strich from astern."               The wooden upper deck withstood the sometimes heavy sea blow well. Occasional opening of the upper deck hatches can be traced back to short locking lever fasteners and was easy to fix.  The forward and aft supports of the mine deflector were knocked off from the seas several times.  After wire lashing rings were attached downwards, which held the supports in their tracks, remedial measures were taken.      6.)  D  i  v  i  n  g    p  r  o  p  e  r  t  i  e  s  :               The diving properties of the boat are generally described as good.  The boat is easily brought to periscope depth (14.5 meters) with both motors "Alle fahrt", 3-4° down by the bow, without negative buoyancy in 75-80 seconds.

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	Swell plays an insignificant role here.               At Sea State up to 4 can the well-trimmed boat be kept at the desired depth at every speed level, does not move with the waves because of its length and water displacement, so that part of the conning tower sometimes comes out of the water in the wave troughs.               With the length, and/or height of the swell, this fact appears to a greater or lesser extent.               The effect of the diving planes due to the long plane arm is very good, although it should not be misunderstood, they requires a certain time due to the wide hull.               The extensibility of the diving planes has proven itself in every respect. The process of extending, however, takes too much time, as has been covered in detail in the special report on mechanical arrangement.               Compared to a medium size boat, "U-140" met all the requirements that can be placed on a submarine, but of course in terms of driving characteristics with regard to the large water displacement and the large turning circle remains behind smaller boats.     7.)  O  i  l    o  f  f  l  o  a  d    t  o    "U-117".               The rendezvous with "U-117" posed no difficulties.  The boats met on the minute after a one-time appointment, despite the fact that the conditions were very bad. With wind strength and sea conditions 7-8 during the last few days, the boat was only momentarily visible on the sea and could no longer be seen at greater distances.

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	Since it was impossible to take over oil in medium-sized hoses with the high swell, the following procedure was followed.                On a scrounged one hundred meter long manila line (4 cm) at intervals of 8 meters empty 15 cm cartridge containers were attached, sealed as floats.  Between these were fuel oil filled cartridge containers on 1-2 meter long lanyards so arranged that two floats always had to carry four full containers.  The ends of the manila line were extended by hemp lines, so that the connection between the two boats was always maintained when the manila line was received.  A total of 40 floats were used. The number of fuel oil containers fluctuated between 70 and 90.  When preparing the manila line was laid along the deck and the full containers with slip knots were put next to each other.  When the line was put out, the full containers were attached to the 1-2 meter long lanyards from the outer deck into the water while the line was pulled in by the other boat.  The sea was so high on both days of the takeover that momentarily both boats completely disappeared in the wave troughs.  Nevertheless, the takeover went well and quickly, but with the loss of approximately 100 cartridge cases, which resulted from loosening of the cover or breaking the lanyard.  On the first day 7, on the second 14 cubic meters of fuel oil was given over.  In good weather with this method without other possibilities daily output would be 20 cbm.                Required for this takeover 2 long hand lines (5 cm) of 120 meters length, several good heaving lines and 150 meters of lanyard material.               The oil transfer can always take place as soon as the sea and wind allow access to the upper deck and both boats can maneuver at a distance of 100-300 meters.

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	8.)  T  o  r  p  e  d  o    a  r  m  a  m  e  n  t  :               There were 19 G G A.  V. torpedoes on board, of these 6 were shot.  Failures were not observed.  In two cases after four and six weeks of storage, determined that the GA.4 and the depth device worked properly.  With three torpedoes that did not hit the target, only the beginning of the bubble track could be seen due to the seas and swell.  On the fourth miss, a prisoner said the target had changed course by 45° at the moment of the shot.  Of the three torpedoes fired in the seas and swell, two must be assumed with certainty that the targets, unloaded steamers, were undershot because the opportunity to fire was extremely favorable.  The long ocean swell with the relatively low depth setting of 2.5 and 3 meters works on the pendulum and depth plate in the same way, i.e. there are only full rudder deflections and significant depth fluctuations.  Pressure behind the depth plate cannot be assumed to be the cause of the undershoot, since with each regulation the drainage screw of the pressure compensation vessel is removed, no overpressure was found and, in addition, no regulation took place during submerged cruse.               Except for minor leaks in the water shut-off valves and one case of a G.A. supply air pipe, there was no irregularity in terms of regulation.  The bad weather lashing was not used, although regulations were sometimes performed with a lurching and pounding boat.  For the sake of simplicity, the fixed position of the torpedo was ensured aft by the loading tongs, and forward by a stop fastened around the tail piece and tube.       T  o  r  p  e  d  o    s  t  o  w  a  g  e  :   Bow room: nothing special. Stern room: 6 torpedoes were stored in the room itself.  Of these

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	3 below, 2 on the floor, the 6th hung lashed in the loading rail, this arrangement makes the room in which 14 men are accommodated almost uninhabitable.  When reloading the tubes, the possibility was missed of being able to transport a torpedo from one side to the other with the help of a hot ring (without a loading chute).  All that needs to be done is attach a heavy bolt in the middle of the room to attach the pulley.       R  e  i  n  f  o  r  c  e  m  e  n  t  :   The internal fittings of the torpedo tubes worked well. In the upper outer tube doors at the front, from the seas the shutter-style fairing became loose, partly even beaten away.  The 1st and 2nd tubes were out of service because it was not foreseeable whether the tube was clear of protruding fragments when the outer tube door was open.  The damage was due to the fact that too weak material was used for the relatively high-placed fairings.                The torpedo telegraph was subject to constant malfunctions.  Therefore the orders were always given by voice tube. In the case of the telegraph, it is proposed to also connect the feedback arrangement with a rattle, since the silent striking of the pointer is easily overlooked.     9.)  P  e  r  s  o  n  n  e  l  :       The personnel provided by the U-Abteilung have proved themselves in every respect.  The good training in special courses could always be observed and significantly facilitated on board training, which certainly prevented some failures or immediately eliminated their occurrence.     10.)  S  t  a  t  e    o  f    h  e  a  l  t  h  :               During the remote operation the crew was generally

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	very satisfactory.  Some of the recurring diseases (furunculosis, etc.) can be attributed to the intermittent shortage of water.               The air quality in the boat during the stays in the hottest areas was good due to the favorable weather, which mostly allowed cruising with at least three open hatches. The ventilation in the crew quarters left much to be desired.               The amount of space for storing the medical equipment is fully sufficient.  However, it is urgently necessary to replace the existing lockers with wood, because the sheet metal lockers produce strong condensation, a circumstance which results in the instruments remaining in place and the dressing material being soaked.               Special reports are presented on artillery, shipbuilding and machinery.                                                   _____________________                                                          signed in draft  K  o  p  h  a  m  e  l  .