CONFIDENTIAL |
||
ALLIED TRANSLATOR AND INTERPRETER SECTION |
||
SOUTH WEST PACIFIC AREA |
||
| SERIAL NO 837 | ||
| 26 Mar 45 | ||
INTERROGATION REPORT NO 878 |
||
| 1. Attached is a Report on information gained from five prisoners from a German submarine. | ||
| 2. All information in this Report has been extracted from these PsW only. Its value should be assessed and its distribution restricted accordingly. | ||
 |
||
| SIDNEY F. MASHBIR, | ||
| Colonel, S.C., | ||
| Co-ordinator. | ||
| Examiner 238 | ||
| LFH/ER/14 | ||
| DISTRIBUTION D | ||
ATIS SERIAL 837 - Page 1 |
||
- 1- |
||
CONFIDENTIAL |
||
 |
 |
|
CONFIDENTIAL |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
ALLIED TRANSLATOR AND INTERPRETER SECTION |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
SOUTH WEST PACIFIC AREA |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
BIBLIOGRAPHIC SUBJECT INDEX |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
INTERROGATION REPORT NO 676 |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
SERIAL NO 837 |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 6,000 Block applies to Army | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 7,000 Block applies to Navy | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| 9,000 Block applies to Air | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
- 1A- |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CONFIDENTIAL |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CONFIDENTIAL |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
BRIEF OF |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
INTERROGATION REPORT NO 676 |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
SERIAL NO 837 |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
- 1B - |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CONFIDENTIAL |
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
|
|
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||||
- 1C - |
||||||||||||||||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||||||||||||||||
|
|
|
CONFIDENTIAL |
||
INTERROGATION REPORT NO 676 |
||
INTERROGATION OF SURVIVORS FROM THE GERMAN |
||
U-BOAT U-168 |
||
SUNK BY H.N.M.S. ZVAARDVISH |
||
ON 6 OCTOBER 1944 OFF NORTH COAST OF JAVA - IN POSITION 6°20'30", 111°28'E |
||
1. ASSESSMENT OF PRISONERS |
||
| The following is a brief summing up of the five German prisoners of U-168: | ||
| PICH, Helmuth CO of U-168. Age 31. He was a regular Naval Officer, coming from a military family originally from EAST PRUSSIA. He was the first member of the family to enter the GERMAN Navy. He had two brothers, one serving as an officer in the LUFTWAFFE, the other as a doctor in the WEHRMACHT. In 1934 he entered the GERMAN Navy and underwent the regular Naval cadet course at FLENSBURG. Upon graduation he was assigned in 1935 to the Cruiser KARLSURE in which he visited the United States. Upon his own request in 1941 he was transferred to the U-boat service. | ||
| KAPITANLEUTNANT PICH was security conscious in the highest degree, and refused to make any other statement beyond name and rank. He spoke slowly and hesitantly and always remained very courteous, cool and not excitable, and appeared to be very self reliant. He was liked very well by his crew, and seemed to be a quiet but extremely capable officer. | ||
| WENZEL, Georg Ship's doctor. Age 31. He had studied medicine at the Universities of MUNICH and KIEL, and shortly before the outbreak of the war became a doctor in a city hospital in BERLIN. He was a fanatical NAZI, and true to type, very arrogant, making constant complaints as to treatment, food, health, etc. | ||
| NIEMANN, Heinz Engineer Officer. Age 35. He came from a PRUSSIAN military family, his father being a Colonel in WEHRMACHT. After attending high school and the university, he obtained degree of Commercial Engineering. In 1930, through the influence of his father, he entered GERMAN Navy. After graduation from the cadet course in FLENSBURG he was assigned to the GERMAN Cruiser EMDEN as engineer cadet. In 1931, aboard this ship, he visited the Far East by way of AFRICA, INDIA, NETHERLANDS EAST INDIES, CHINA and JAPAN. In the next year, 1932, he left the GERMAN Navy, in status of a reserve officer, and in the same year went to BRAZIL where he was employed by various GERMAN commercial firms. Among other firms which employed him was the BAYER Drug Co. Most of his six years' stay in BRAZIL was spent in SAO PAULO and SANTA CATERINA. He married a BRAZILIAN who is at present residing in BRAZIL with his son, aged 6. In July 1939, he returned to GERMANY to work with GUSTLOV Armament Works, SUHL, GERMANY. He re-entered the GERMAN Navy in late 1939, and received training in the BALTIC. He was assigned as engineer officer aboard a minesweeper, and saw active service in the NORWEGIAN Campaign and the DUTCH Invasion. In late 1940, upon his own request, he entered the U-boat service, and made several patrols in the NORTH ATLANTIC. In late 1942 he was attached to U-168. | ||
| This officer gave almost all the information contained in this report. He was intelligent, pleasant to talk to, amiable and rather broad minded. However, he was essentially a NAZI. After hesitating at first about giving information of any kind, he later decided to tell anything he knew about the JAPANESE, as he felt no patriotic responsibility toward JAPAN. | ||
| BAENGE, Hans Torpedo Officer. Age 22. He was a typical example of the younger generation of NAZI GERMANY. He was extremely arrogant, with unpleasant manners, and conceited. He appeared to be very excitable and not too intelligent, and became confused when cross-examined. | ||
ATIS SERIAL 837 - Page 2 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| FEIERTAG, Hans Quartermaster. Age 21. He was a simple-minded, rather easy going type, nevertheless he was convinced of the necessity of not saying anything which in the least way could be derogatory to his Fatherland, and did not seem to be highly intelligent. | ||
2. SINKING ACTION |
||
| U-168 was torpedoed by a DUTCH submarine in position of 6°20'30" S, 111°28'E (North coast of JAVA) at 0652 H time, 6 Oct '44, while proceeding on the surface on a course 115°, speed 14 knots, Sank 0654 H time. The U-boat was en route from BATAVIA to SOERABAJA, presumably for operations off the West coast of AUSTRALIA. Although the U-boat was under observation for eleven minutes prior to the attack by the DUTCH submarine, the Captain of the U-boat admitted that he took no counter measures against the attack. Whether this was due to the non-functioning of the GERMAN hydrophone, which the Engineer Officer stated did not work at a speed of more than 12 knots, or to negligence and surprise, could not be ascertained. They were told by the Commanding Officer of the DUTCH submarine that he fired six torpedoes. One torpedo hit forward torpedo room and exploded, a second torpedo pierced the pressure hull of the U-boat near the control room but failed to explode. The rating, who was on deck at the time,. stated that he heard a warning shout a few seconds before the torpedo hit the U-boat. The Engineer Officer was drinking coffee in the control room at the time the boat was hit. The U-boat began to settle due to the water flooding the fore part of the ship, whereupon the Engineer Officer immediately ordered the water-tight doors to be shut. The U-boat sank slowly to about 120 feet, touching bottom. At that depth the air pressure in the control room was sufficiently built up to permit opening conning tower hatch. Engineer Officer opened conning tower hatch and he, as well as the Commanding Officer, the Medical Officer and some Enlisted Men, were blown out to the surface in the resulting air bubble. The other surviving Officer and the rating were swept into the water at the time the U-boat settled forward, and were later rescued. The DUTCH submarine subsequently surfaced and took 27 Officers and men abroad. An hour later, 22 Enlisted men were put aboard a native sailing craft which presumably landed them in JAP held territory. Most of the men lost were in the forward torpedo room, on deck, or in the process of ascending to the deck through the conning tower hatch. | ||
3. DETAILS OF U-168 |
||
| U-168 was a 740 ton standard type U-boat. Commissioned Sep '42, KIEL. Very little information was obtained as to details of the U-boat and its movements prior to its appearance in Far Eastern waters. | ||
| Movements U-168 was based up to Jul '43 in LORIENT, FRANCE. It left FRANCE, Jul '43 for the Far East, arriving PENANG Dec '43, refueling en route in INDIAN OCEAN from a tanker. Sailed from PENANG Jan '44 on patrol, and in Mar '44 picked up survivors of GERMAN tanker BRAKE and brought them to BATVIA, and then resumed patrol, returning to PENANG. Arrived BATAVIA early in Sep '44. Left BATAVIA 0700 hrs 5 Oct '44, bound for SOERABAJA. U-168 never visited SINGAPORE, and had never operated in the Bay of BENGAL, or North of JAVA Sea. (Note: Presumably was to be based in SOERABAJA, as other GERMAN U-boats were there, Nov, '44, according to Prisoner OSAKI Chikage, Aust NO JA130040, report to be published.) | ||
| Camouflage U-168 had no camouflage. Was painted ordinary standard gray. | ||
| Diesel Engine Two MAN six cylinder Diesels. | ||
| Extensible Exhaust and Air-Intake (SCHNORKEL) U-168 was not equipped with this device. Engineer Officer thought its use unlikely by JAP or German submarines in the Far East, giving as his reason that with JAP diesel oils, smoking is unavoidable. | ||
ATIS SERIAL 837 - Page 3 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| Batteries U-168 needed no new batteries while operating from Far Eastern bases. Tropical conditions influencing electrical batteries manifested themselves in a rise in the temperature of the battery of about 5-10C, while the battery was discharging or being charged. Engineer Officer estimated that such rise in temperature would shorten the life of the battery by about 20%. Electrical equipment, due to the high humidity in the tropics, had to be watched closely, particularly such electrical precision instruments as radar, search receiver etc, and had to be rechecked continually. However, if constant and careful maintenance were kept, no break-down in electrical equipment occurred. | ||
| Air Conditioning GERMAN U-boats operating in the FAR EAST were not specially air conditioned. Humidity was very high inside the U-boat and gave considerable trouble. The Engineer Officer admired the air conditioning system in the DUTCH submarine. | ||
| Helicopter Kite Was not used aboard U-168. | ||
| Armament 4 torpedo tubes forward, 2 aft. | ||
| 1 105mm gun on deck forward of conning tower. | ||
| 1 37mm gun abaft conning tower. | ||
| 2 twin mounts 20mm. | ||
| and possibly 4 8mm MGs. | ||
| U-168 did not possess any quadruple mount AA armament. | ||
| Torpedoes Either FAT 1 or FAT 2 (CURLY) were carried. No acoustic torpedoes used. Engineer Officer claimed he did not know LUT (developed form of FAT). Apparently only electrical and air torpedoes were used by GERMAN U-boats in the Far East. Tropical conditions never lessened efficiency of electrical torpedoes. | ||
| Hydrophone Hydrophone was said to be unreliable at surface speeds above 12 knots. Was not used at time of sinking. | ||
| SBT (Submarine Bubble Target) Highly secret. Even Engineer Officer stated that he did not even know the GERMAN name for it, and was never referred to by name. Crew of U-boat knew nothing about it. Commanding Officer himself operated the device. Engineer Officer claimed that in a building yard while a submarine was being constructed and the device fitted in, the mentioning of the device was absolutely prohibited. No mention of this or any other secret device was ever made to JAP officers. | ||
| Radar and Search Receiver Although in all probability, U-boat was equipped with these it was not possible to establish types. | ||
| Welding Flux (SCHWEISSTAHL) JAPS could not furnish adequate supply of welding flux for repairs. | ||
| Electrical Torpedo - Hydrogen Development Electrical torpedoes were ventilated every 48 hours. If torpedo were already inside the tube it would be taken out in order to ventilate the batteries. In contrast to AMERICAN electrical torpedo construction, no device was needed to eliminate the accumulation of hydrogen inside the battery. Engineer Officer was greatly surprised that hydrogen removal should make any special device necessary. | ||
| Electrolyte Furnished in GERMANY. No replacements made in Far East. | ||
4. OPERATIONAL INFORMATION |
||
| Operational Orders All operational orders for GERMAN U-boats operating in the FAr East were given directly by wireless from GERMAN U-boat Command, BERLIN. GERMAN U-boats in the Far East were at no time subject to JAPANESE orders. When a GERMAN U-boat was about to enter a JAPANESE harbor it was given an order by BERLIN to be at a certain point at a certain time, the same order being transmitted to GERMAN naval shore headquarters, who informed the JAPANESE naval liaison officer. It was the duty of the JAPANESE naval liaison officer to disseminate information as to the whereabouts of the GERMAN U-boat to JAPANESE forces, both air and naval, which the GERMAN U-boat would possibly encounter in that area. GERMAN U-boat travelled in JAPANESE waters under the assumption that all JAPANESE shipping and air forces were advised of its whereabouts. | ||
ATIS SERIAL 837 - Page 4 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| When entering a harbor the GERMAN U-boat would pass a certain point at the harbor entrance at a given time, this time and point being known to the JAPANESE Port Commander through the JAPANESE liaison officer at naval headquarters, and no challenge as to the identification of the GERMAN U-boat was made by the JAPANESE Port Commander. | ||
| The GERMAN naval attache in TOKYO had no connection whatever with GERMAN U-boats in the Far East. Apparently certain areas in Far Eastern waters were designated as hunting grounds for GERMAN U-boats and certain areas for JAPANESE submarines. Naval liaison in matters going beyond purely operational orders was done exclusively between BERLIN and TOKYO. | ||
| The GERMAN submarine did not communicate by wireless with BERLIN unless extraordinary circumstances warranted it. If GERMAN Submarine Command BERLIN had received no news from a U-boat for a considerable time, that is, if the U-boat failed to appear at any port, BERLIN would send out four or five wireless calls to the U-boat, requesting its position. These calls would be spaced in a certain way so that the interval between the calls would increase. After four or five calls the U-boat was presumed lost. | ||
| Identification and Recognition Signals GERMAN U-boats were always known by the Commander's name. Number was secret. In the Far East a swastika was painted on either side of the conning tower as identification marks. No other identification marks were painted on the U-boat. At no time did the GERMAN U-boat in the Far East fly the JAPANESE flag or have JAPANESE naval officers aboard. | ||
| There was an emergency recognition signal used by GERMAN U-boats, the details of which all prisoners took care not to divulge. It seems, however, to have been a simple system. Upon being pressed, the Engineer Officer admitted that the recognition signals were made by a Very pistol or a blinker gun, or a simple combination of the two. He stated that all communications with the JAPANESE were done necessarily by the simplest means possible. | ||
| When entering a harbor a GERMAN U-boat did not give a recognition signal, as the JAPANESE Port Commander was assumed to have been advised as to the ETA. In BATAVIA, for instance, where it was met by an official launch and was boarded by a GERMAN naval officer, then directed towards its pier. No signal flags were ever used by GERMAN U-boats to communicate with the JAPANESE Port Commander. | ||
| Pilotage According to Engineer Officer's statement, no JAPANSES pilot was ever used by GERMAN U-boat, and no escort vessels were used in either PENANG or BATAVIA. Information as to minefields, obstructions, nets and booms, etc, were given to the Commanding Officer of the U-boat by the GERMAN naval shore headquarters. The JAPANESE naval liaison officer was responsible for making available all this information to the GERMAN authorities. In case of a change or an emergency, information would be wirelessed to the U-boat. | ||
| Water Density The Engineer Officer stated that in certain areas in the INDIAN OCEAN he experienced difficulties due to the varying water density encountered. Hydrophones would not work properly and when submerging or surfacing, opposite reactions to the usual performance of the U-boat might be expected. | ||
| Radio News GERMAN U-boats heard radio news directly from GERMANY at certain times during the day. This was referred to as the HEIMATDIENST. No GERMAN newspapers, magazines, etc, were available. | ||
| JAPANESE - GERMAN Exchange of Technical Information These exchanges were tween BERLIN and TOKYO and all prisoners claimed they did not know how much technical information JAPAN received from GERMANY. The Engineer Officer thought that GERMANY received information about the JAPANESE torpedoes, but he stated that no doubt the GERMANS had given much more information to the JAPANESE than they themselves had received. | ||
ATIS SERIAL 837 - Page 5 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| JAPANESE Equipment It was a strictly prohibited by the JAPANESE for a GERMAN officer to inspect JAPANESE gear. | ||
| JAPANESE Shipping The Engineer Officer was impressed by the comparative lack of JAPANESE shipping in JAPANESE controlled waters and ports and said he was surprised not to see more traffic. | ||
| Minefields Minefields were established both at BATAVIA and PENANG, where the southern entrance was mined. However, exactly extent of the mined areas could not be ascertained. | ||
| Minesweeping No JAPANESE minesweeping was ever observed. | ||
| Net and Boom Defense No net or boom defenses were seen at either PENANG or BATAVIA. | ||
| JAPANESE Coast and Harbor Defenses They assumed that heavy coastal batteries were located near strategic ports. However, no signs of coastal batteries were ever seen. In PENANG some 20mm AA guns were observed. In BATAVIA two 20mm AA guns were located on the breakwaters on either side of the harbor entrance. | ||
| JAPANESE Anti-Submarine Warfare The Engineer Officer thought that JAPANESE anti-submarine warfare was very poor compared to Allied anti-submarine warfare. He base this opinion on the one JAPANESE attack upon the DUTCH submarine which rescued him, and stated that it was the weakest attack he ever experienced in his whole U-boat career. He thought that the principal factor of the poorness of the JAPANESE anti-submarine warfare was the lack of air support. | ||
| He said that JAPANESE anti-submarine warfare could not even be in the slightest degree compared to Allied attacks in the BAY of BISCAY, and thought that the Allied submarines operating against JAPANESE shipping at present were in the same fortunate situation as the GERMANS were against Allied shipping in 1939 and 1940. | ||
| JAPANESE Submarine Attacks Japanese successes in the INDIAN OCEAN were kept very secret, even in so far as the GERMANS were concerned, and only occasionally would any mention of the subject be made. However, the GERMANS knew very well that JAPANESE submarines in the INDIAN ocean carried out attacks where the crew of the victim would be completely exterminated in order to leave no traces. | ||
| Apparently the JAPANESE submarines worked alone, and the Engineer Officer thought that the JAPANESE had no interest in the GERMAN pack tactics. | ||
5. GERMAN U-BOAT BASES |
||
| BATAVIA The GERMAN U-boat base in BATAVIA was located in the Inner Harbor I, and U-boats berthed along former EUROPA Pier. When entering the harbor of TANDJOENG PRIOK, EDAM Island was passed to starboard at a distance of about two nautical miles, then course was altered to red buoy which lay East of LEIDEN Island, and this buoy, as well as the island, was left to starboard. U-boat passed very close to buoy. From buoy a course was shaped direct to harbor entrance. Buoy was red, and when last seen, very rusty. | ||
| No exchange of signals was made with EDAM Island or the semaphore tower in the harbor. When entering the breakwater a GERMAN naval officer came aboard by launce, and directed the U-boat toward the pier. The Engineer Officer remarked on the absolute lack of shipping and complete idleness of harbor facilities at TANDJOENG PRIOK. Remarks were made | ||
ATIS SERIAL 837 - Page 6 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| among the GERMAN officers as to the case of this and it was generally agreed that the JAPANESE must have had severe shipping losses. It was actually a surprise to the GERMANS to observe a modern ship like the FUSHIMI MARU. | ||
| After entering the breakwater, a sunken ship, lying on her port side, with part of her bottom above water, and pointing toward the docks, was left to starboard. There was another sunken vessel astern of her with only the fore part visible. Launch and small craft traffic was completely lacking inside the harbor. Three big cranes along the harbor number II were apparently in good order, but never used during U-boat stay in TANDJOENG PRIOK. A huge coal pile was located near pier between harbors II and III. However, no loading from the stock pile was ever observed. A small dry dock was observed in the harbor and was occupied in Oct '44, by a small fishing trawler. | ||
| While the U-boat was in TANDJOENG PRIOK, all officers and crew, except for the duty watch, lived in BATAVIA. Engineer Officer worked during the day on the boat and returned for his meals and at night to BATAVIA. Fueling was done from a lighter. | ||
| The port area was guarded by a barbed wire barrier across the road at a point where the road entered the harbor area near the main railroad station. This barrier was open 24 hours a day, not guarded. The JAPANESE Army maintained a guardhouse at the northwest corner of the former EUROPA Pier. About 50 to 60 JAPANESE soldiers were always present. Once a day a JAPANESE Army officer came down and carried out an inspection. Sentries were posted, with fixed bayonets, singly, at each open passage between the go-downs, and at various strategic positions on the pier. They were supplemented by patrols of three to four soldiers. | ||
| Guards were mounted inside the harbor area for 24 hours a day. There was a bamboo barrier at the entrance to the EUROPA Pier, guarded by two or three INDONESIANS. The sentries at this barrier requested that the identities of the GERMANS be proven. However, after they got accustomed to the faces of the persons admitted through the barrier a check was no longer made. GERMAN officers produced visiting cards with name, rank and the inscription "GERMAN Navy" written in GERMAN on one side, and in JAPANESE on the other. Enlisted men had special identity cards with essentially the same inscriptions. | ||
| Coolies who worked inside the harbor were driven through narrow openings in the bamboo barrier and searched every time when leaving the harbor. | ||
| The GERMAN Naval Shore HEadquarters in BATAVIA were located in what was probably the former KFM Line Building, facing the KONINGSPLEIN. The Engineer Officer refused to pinpoint the exact location of GERMAN Naval Headquarters but his daily travels by car, etc., definitely point to the location of the Headquarters near the general vicinity. Apparently, not very many GERMAN Naval officers were stationed at BATAVIA, but the few who were, lived and messed at GERMAN Naval Headquarters. | ||
| The JAPANESE Naval Headquarters in BATAVIA were located somewhere in the city in a private residence. Captain MAEDA was the JAPANESE Naval officer assigned as liaison officer to the GERMAN Navy. However, the JAPANESE Navy in BATAVIA, although maintaining an office there, was under the general jurisdiction of the Army. Under Captain MAEDA was a staff of three Naval officers and 20 to 30 civilians with their assistants, mostly engineers. Former DUTCH Navy Headquarters were also occupied by the JAPANESE Navy, but were not the JAPANESE Naval Headquarters. | ||
| If GERMAN officers were stopped at night by a sentry while walking in BATAVIA they simply told the sentry in a few words of JAPANESE that they were GERMAN Naval officers and they were then permitted to walk on. | ||
| PENANG The GERMAN U-boat base at PENANG was located on SWETTENHAM Pier. U-boats berthed at the Eastern side of the pier, ie, the side facing the mainland. Western side of the pier was used by small craft only. Three or four U-boats could berth singly alongside SWETTENHAM Pier, but they sometimes berthed on another boat. At high tide the deck | ||
ATIS SERIAL 837 - Page 7 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| of a U-boat was about level with the pier. A strong tidal current was running off the pier and could make berthing difficult. Southern approach to PENANG Harbor was apparently mined, and closed to shipping. No nets were ever seen. All lights were extinguished. Sub-chasers employed in patrolling the area to the North of PENANG also berthed at SWETTENHAM Pier. | ||
| Water was taken on directly from the pier. Fuel oil was taken from a lighter after a request had been made by the Engineer Officer through GERMAN Naval Hq. Request had to be made quite some time ahead as deliveries were usually slow and uncertain. GERMAN Naval Hq notified Engineer Officer at what time he might expect the lighter. Usually lighter was one to two hours late. Lighter was painted yellow, partly JAP partly MALAY manned and approached from the direction of CHURCH STREET Pier. Actual work of fueling was done by GERMAN crew. No GERMAN personnel were quartered at the Pier. However, while alongside at least one third of the crew and one officer were aboard all the time. JAP Naval Engineer Officer had officers on the pier. Pier was guarded by JAP Naval personnel. At approaches to pier identification passes had to be shown at first; later when face became known to guard, passes were no longer shown. GERMAN officers had visiting cards with name, rank and the inscription, "GERMAN Naval Officer" on one side in GERMAN and the same information on the other side in JAPANESE. Enlisted men had special identity cards. All shore personnel of GERMAN U-boat Base PENANG were exclusively GERMAN. No JAP Navy officer or civilian was ever allowed to board U-boat. In rare cases official visits of JAP Naval officers were permitted on approval by GERMAN Naval Hq. Captain of U-168 gave strict orders not to permit any JAP aboard. | ||
| GERMAN Naval Hq GERMAN Naval Hq was located in a private house in the former ENGLISH residential district. Served both as living quarters as well as GERMAN Naval Hq. Two story building, dining room downstairs, offices upstairs. GERMAN Naval mess had GERMAN cooks, stewards were MALAYS. Had allotted to it a small amount of captured whiskey. GERMAN U-boat officers ate there almost exclusively. Occasionally they would frequent a CHINESE restaurant or would be invited by a JAPANESE Naval officer to the JAPANESE Navy Club where they had JAPANESE food, sake, beer or whiskey. GERMAN officers also could invite JAPANESE Naval officers to the GERMAN mess. A car was allotted to each U-boat commander and another car for the use of all the U-boat's officers. All cars were AMERICAN make and chauffeurs were MALAYS. | ||
| Only one JAP interpreter was assigned to GERMAN Naval Hq in PENANG. He had been educated in GERMANY, and attended universities at BERLIN, VIENNA and GOTTINGEN where he had studied economy; his GERMAN was fluent. He was relieved in mid '44. | ||
| JAP Naval Hq U/i Naval KEIBITAI in charge of PENANG. Engineer Officer did not know exact location of JAP Naval Hq. However, Navy had barracks located in former govt girl's school along NORTHAM Road. | ||
| JAP Navy Club Most probably in former PENANG Club. Attractive, large, red brick house. Small garden in front. Driveway led up to front entrance. Back of house looked out to the sea. There were several billiard tables in the Club. GERMAN officers played tennis at the JAPANESE Navy Club and frequently went to the horse races, which were held frequently. | ||
| Other Points in PENANG Engineer Officer once visited a place called SPRINGTIDE about 15 minutes drive from the town where he ate CHINESE food, and bathed in the sea. Also noticed Summer Palace of the King of Siam located on the road toward SPRINGTIDE. He once was driven around the island by the JAPS, but made only one stop which was at a waterfall. Once he made the trip on the cable railroad up the hill, he noticed that the CRAG Hotel was closed. The biggest shop was known as DAI MARU Dept Store. All street names were in JAPANESE. Former HONGKONG and SHANGHAI Bank was now YOKOHAMA Specis Bank, and former CHARTERLD Bank was now Bank of JAPAN. JAP Civil Administration was located in former govt buildings. An amusement park called SAKURA was frequented by GERMANS. In Dec '43 he encountered two or three | ||
ATIS SERIAL 837 - Page 8 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| DANES who wore a neutral's arm band, but was not permitted by JAPS to talk to them. | ||
| SOERABAJA U-168 was destined for SOERABAJA on her last trip. This was admitted by the Engineer Officer after he was confronted with information gained from JAPANESE PW 130040. This information showed two GERMAN submarines berthed at SOERABAJA Nov '44. | ||
| When questioned as to intended patrol areas to be covered while based at SOERABAJA, the Engineer Officer was evasive, but finally stated that "Reference to a chart of the INDIAN Ocean should make it obvious where operational patrols against Allied shipping between INDIAN ports and FREMANTLE would be maintained". | ||
6. OTHER SHIPS |
||
| U-boats | ||
| U-173 | ||
| CO Korvettenkapitan DOMMES | ||
| This boat was operating in the Far East, prior to loss of U-168. | ||
| U-188 | ||
| CO Korvettenkapitan LUTH | ||
| Engineer Officer stated that this U-boat was not in the Far East. | ||
| U-1062 In 1942, Engineer Officer unsuccessfully attempted to have himself assigned to her. Apparently this ship was either a large 1,200 ton cruiser or a supply U-boat. | ||
| U-SCHAEFFER This U-boat was in the Far East, prior to loss of U-168. | ||
| U-533 | ||
| CO Kapitanleutnant HENNIG | ||
| GERMAN Naval Hq in PANANG presumed this U-boat to be lost as no signals were received. | ||
| U-KENTRAT This U-boat was supposed to be operating in the Far East. | ||
| UB (Ex BRITISH Submarine SEAL) 1940, GERMANY. Engineer Officer had been aboard this vessel to study the engine room and equipment. | ||
| Unidentified U-boat Type VII D In 1941 or 1942, Engineer Officer served aboard a U-boat of this type. He related that during a patrol in the Atlantic they torpedoed four Allied ships. Hits were registered on all four vessels within 18 seconds, an unheard of event. Engineer Officer admitted that these type U-boats were sluggish to handle and had poor sea-keeping qualities. | ||
| U-boats with Numbers below 100 Engineer Officer maintained that it was most unlikely that a U-boat with a number below 100 would be found in the Far East, as these were all old type and no longer operational. | ||
| Supply U-boat Engineer Officer doubted that a German Supply U-boat was operating in Far Eastern waters. | ||
| ITALIAN Submarines in the Far East Engineer Officer knew that three ITALIAN submarines were at SINGAPORE. He stated that when ITALY surrendered, the ITALIAN crew rendered the submarines almost completely unserviceable and the JAPANESE Navy had great difficulty in restoring them. He did not know whether they were in operational use at present. | ||
| JAPANESE Submarines "I" Class, 1-4 (Reference: ONI 22-J) A vessel of this class was sighted in Jan '44 at Northern end of MALACCA Strait heading for INDIAN OCEAN. It distinctly carried two 5-1/2in 50 caliber deck guns, one forward and one aft. No aircraft on deck. Square bridge. | ||
| MIKASA MARU (Hospital ship) Entered TANDJOENG PRIOK one day, mid Sep '44, about 0900 hrs. Disembarked wounded at former EUROPA Pier. Sailed about 1700 hrs. | ||
| JAPANESE Destroyer One MUTSUKI Class, Sep '44, BATAVIA. Berthed East side Harbor 1. Painted gray. | ||
ATIS SERIAL 837 - Page 9 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| JAPANESE Submarine Chasers In summer, 1944, in the Northern approaches to the Straits of MALACCA, three unidentified dark green wooden A/S vessels were sighted, each carrying six depth charges aft. They were based on PENANG. In GERMAN opinion not very effective ships. | ||
| GERMAN Raider KORMORAN GERMAN crew knew of exploits and sinking of this raider. Upon arrival in Western AUSTRALIA were told that the Captain, Koevettenkapitan DITTMAR, and part of the crew were prisoners of war somewhere in NEW SOUTH WALES. | ||
| ITALIAN Sloop ERITREA GERMAN officers know of the sloop's escape from SINGAPORE to COLOMBO, passing through PENANG, where she entered by the South Channel and left by the North Channel without being challenged by the JAPANESE. This oversight by the JAPANESE and the escape of the ITALIAN ship caused great amusement to the GERMANS. | ||
| FUSHIMI MARU (Cargo ship) (Reference: ONI 208-J page 101) One ship of this class left TANDJOENG PRIOK, mid Sep '44, for SINGAPORE. She was berthed at ex-EUROPA Pier, Harbor 1. GERMAN officers were told that this ship was sunk while enroute BATAVIA-SINGAPORE, presumably by magnetic mine. Painted dark green. Rounded bridge, two king posts, low squat funnel. Engineer Officer thought she was a diesel ship as she gave the impression of being a very clean ship. ONI 208-J does not show a ship of this class with diesel engine nor a ship with two king posts, modern type bridge, etc, other than the FUSHMI MARU type. She left BATAVIA in ballast. | ||
| Unidentified JAPANESE Passenger Ship BATAVIA, Sep '44. A coal burning steamer built along the lines of a river steamer or as the official interpreter to GERMAN Navy officers in BATAVIA told Engineer Officer, built along the lines of JAPANESE inland sea steamer. Made round trip between SINGAPORE and BATAVIA every 8-10 days. Carried civilian passengers and troops. Used EUROPA Pier in BATAVIA. | ||
| GERMAN Tankers CHARLOTTE SCHLIMANN AND BRAKE The following account of the sinking of the two tankers was given by Engineering Officer. GERMAN Naval Hq at PENANG one day failed to received reports. CHARLOTTE SCHLIMANN was presumed to have been lost in the INDIAN OCEAN. No information concerning her fate was obtained until an Allied broadcast gave names of Prisoners of War taken from that ship; subsequently it was decided by GERMAN Naval Hq, PENANG, that tanker CHARLOTTE SCHLIEMANN fell in with the same Allied Task Group that caught tanker BRAKE later on. It was assumed by GERMAN Naval Hq PENANG that Allies were in possession of GERMAN radio code knew the whereabouts of the two tankers, and that the Allied Task Group was sent out with the specific purpose of destroying these two tankers. | ||
| U-168 observed the sinking of the BRAKE which took place shortly before dusk, about eight miles away just on the horizon. The BRAKE was first sighted by a CATALINA (PBY). She then ran into the Allied Task Group which consisted of probably a light cruiser, some destroyer escorts and an aircraft carrier. BRAKE was attacked by airplanes from the aircraft carrier and was also damaged by shell fire from the light cruiser. The crew abandoned ship after scuttling her. Allied Task Group did not pick up any survivors presumably because air reconnaissance showed GERMAN U-boat to be in vicinity. At the time of the sinking of the BRAKE, U-168 was discovered by a carrier-based airplane, probably a fighter. When a second fighter approached, U-168 submerged. After dusk, the U-boat came to the surface and rescued survivors of the BRAKE. (Note: It could not be ascertained whether U-168 was already refueled or not when the BRAKE was sunk or what other U-boats were in the vicinity.) U-168, before encountering the BRAKE, was already suspicious that something was wrong because of the sudden disappearance of the SCHLIEMANN. | ||
ATIS SERIAL 837 - Page 10 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| Although, in Engineer Officer's opinion, Allied Task Group knew the whereabouts of the two tankers and the rendezvous with GERMAN U-boats, the Allied Task Group was out primarily to get the tankers as no A/S attacks were made. The last port from which the BRAKE left was BATAVIA, PENANG or possibly SINGAPORE. Engineer Officer stated that BRAKE did not take on oil at any "Oil Port" such as PALEMBANG, MIRI etc and that to his knowledge no GERMAN tanker ever took on oil at these special ports. The crew of the BRAKE did not know previously to their sinking of the disappearance of the SCHLIEMANN. (Note: What direct operational effect the sinking of the BRAKE and the CHARLOTTE SCHLIEMANN had upon GERMAN U-boat operations could not be ascertained.) Survivors of the BRAKE were put ashore in BATAVIA by U-168 and subsequently split up, part of the group going to PENANG and part of the group remaining presumably in BATAVIA. | ||
7. OIL SUPPLY IN THE FAR EAST |
||
| U-168 fueled only at PENANG and BATAVIA. No oil ports, such as PALEMBANG, MIRI, SANDAKAN, BALIKPAPAN or TARAKAN, were used. Prior to the sinking of the two Tankers CHARLOTTE SCHLIEMANN and BRAKE, all GERMAN U-boats, while on patrol, were fueled by them and after their loss on other tankers were available. | ||
U-boat Diesel Oil in the Far East |
||
| Upon first reaching PENANG, Dec, '43, U-168 took on JAPANESE diesel oil. Later on diesel oil was taken on by the U-boat at BATAVIA. In all, three types of diesel oil were encountered in the Far East by U-168 and will be called correspondingly PENANG, BATAVIA I and BATAVIA II Oil. Generally in all these three oils, specifications given by the JAPANESE such as viscosity, density etc, although expressed in standard formulas, were often translated clumsily and misunderstandings arose frequently. It took weeks or even months to condition a GERMAN U-boat diesel to JAPANESE oils. A lot of careful detailed work was involved. The smoking of GERMAN diesels while using any type of JAPANESE diesel oil could not be prevented completely. | ||
| Specific weight and emulsion were the main critical points in diesel oil furnished by the JAPANESE. | ||
| Engineer Officer complained about the carelessness of the JAPANESE in handling diesel oil. For instance, if one tank of high quality oil was emptied the JAPANESE would neglect to clean it properly and would simply pump through the same pipe line inferior oil into the same tank thus causing impurity and residual matter. | ||
| Specific Gravities of Oil Standard specific gravity for GERMAN diesel oil is from 0.12 to 0.85. | ||
| PENANG Oil Gravity 0.86 | ||
| BATAVIA I 0.91 | ||
| BATAVIA II 0.85 | ||
| BATAVIA I was unacceptable because of high specific gravity. | ||
| Emulsion In BATAVIA I, emulsion was extremely great and oil was unsuitable. In other two oils, emulsion was greater than GERMAN specifications but suitable. | ||
| Distillation Percentage of oil distilled at various temperatures no longer known to Engineer Officer. | ||
| Flashpoint All three Far Eastern oils had lower flashpoint than GERMAN diesel oil, generally about 10° C lower. No test for flashpoint was made by Engineer Officer, as he believed the specifications as furnished by the JAPANESE. | ||
| Color of Oils | ||
| PENANG Dark | ||
| BATAVIA I Earth brown | ||
| BATAVIA II Yellow clear | ||
| Viscosity All three Far Eastern oils had a greater viscosity than the GERMAN oil. Engineer Officer did not bother to much about it but stated that he was slightly worried in case he should have to enter antarctic or very cold regions. | ||
ATIS SERIAL 837 - Page 11 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| Pourpoint He believed that the pourpoint for the Far Eastern oils was about 0° C. | ||
| Water Content In BATAVIA I was much too high; consequently oil was unacceptable. In BATAVIA II, it conformed to standard specifications. In PENANG oil this was slightly greater than standard specifications but could be used without trouble. | ||
| Conradson Carbon Test This test was never made by the Engineer. | ||
| Ash Content In all three types of fuel oil furnished by the JAPANESE in the Far East, the ash content was higher than in the standard GERMAN type oil. | ||
| Asphaltanes Content This was higher than standard GERMAN oil. | ||
| Acid Value, Diesel Index Nil information. | ||
| Special Remarks about BATAVIA I Oil Engineer Officer, after obtaining BATAVIA I Oil in BATAVIA, carried on with the JAPANESE what he termed an "oil war" as this oil was absolutely unsuitable for use in GERMAN U-boat diesels. He requested about 60 samples of oil to undergo laboratory tests before he accepted BATAVIA II Oil. BATAVIA I Oil was presumed to be BORNEO oil as the Engineer Officer thought it contained a great deal of plant residual matter. The trouble with BATAVIA I was poor refining and careless handling by the JAPANESE. Engineer Officer stated that he was, so to speak, precursor to all other GERMAN U-boats which might have to face the same oil difficulty in BATAVIA. All dealings on oil had to go from the Engineer Officer of the U-boat through the JAPANESE Naval Hq at BATAVIA via the GERMAN Naval Hq at BATAVIA. | ||
| Smoking of the Diesel Smoking of diesels in U-168 could not be prevented, due on one hand to the JAPANESE diesel oil, on the other, that the diesel had not been overhauled for a long time and the exhaust valves were in a fairly poor condition. No time was ever available for major overhaul. | ||
| JAPANESE Oil Engineers Engineer Officer thought there was definitely a shortage of JAPANESE oil engineers in the Far East. Some diesel oil engineers attached to the JAPANESE Naval Hq in BATAVIA were very ignorant of their subject. He quoted a striking example: One JAPANESE engineer in BATAVIA asked him if "Perhaps it is the fault of the spark plugs that the diesel does not run properly" (sic). | ||
| Lubricating Oil Lubricating oil used in the Far East by the GERMANS was of good quality and had been up to GERMAN standards. It had less acid than GERMAN standard oil and two filters were used instead of one. Engineer Officer would have preferred a slightly heavier type of lubricating oil under tropical conditions than that supplied by the JAPANESE. | ||
| Greases JAPANESE furnished only one type of grease to the GERMANS for U-boats and that had to be used for all greasing. Engineer Officer considered the grease as fair and stated he would have preferred GERMAN greases for the torpedoes or other special greasing jobs. | ||
| Rust Preventer Not used aboard GERMAN U-boat. | ||
| Paint Standard gray paint not very good, scaled easily due to high temperatures. Not very salt resisting. White paint used on the inside of the U-boat was very good but scarce; this was captured paint. | ||
8. AIR INTELLIGENCE |
||
| Airfields | ||
| PENANG One airfield on the mainland and opposite PENANG was located in the area of PERMATANG MATALON near the former SUNGEINIBONG Estate (reference RA chart 637). Airplanes using this airfield were twin engined medium bombers (LILY) which carried out training flights every noon in formations of three. Twelve airplanes at the most were | ||
ATIS SERIAL 837 - Page 12 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| observed simultaneously in the air, and Engineer Officer assumed that there were about 30 airplanes on the field in the Summer of 1944. A four-engined flying boat type MAVIS anchored near KEDAH Pier, PENANG in Jan '44. Engineer Officer also knew of the existence of an airfield at the South tip of the Island od PENANG but had never visited it. | ||
| BATAVIA Near the road from TANDJOENG PRIOK to BATAVIA. Twin-engined medium bombers (LILY) were observed at that field. A DOUGLAS type transport airplane arrived every second or third day between 1200 and 1300 hours. | ||
| Seaplane Base - TANDJOENG PRIOK Former DUTCH seaplane base. Used by JAP Navy floatplane type 94 RF/P ALF Mk2, radial engined. Total about 12-15 seaplanes. In mid 1944 Engineer Officer observed one ALF crash against head of breakwater while taking off, the pilot was killed. | ||
| Air Cover GERMAN U-boat never received air cover while traveling in Far Eastern waters. | ||
| Air Reconnaissance JAPANESE air reconnaissance from BATAVIA was carried out as follows. Three LILYs leaving BATAVIA Airfield daily between 0900 and 1000 hours, flying West; return was never observed. ALFs flying from TANDJOENG PRIOK daily at sunrise on coastal reconnaissance, returning about 1200 hours. Engineer Officer thought that JAPANESE air reconnaissance against Allied submarines was rather ineffective because the JAPs had a tendency to fly too high. | ||
9. ALLIED OPERATIONS |
||
| Air Attacks on U-168 U-168 experienced an Allied air attack in the INDIAN Ocean by a CATALINA (PBY) in late 1943. The U-boat was surprised and attacked while surfaced at night. The airplane dropped one depth charge which exploded near the U-boat causing the electric system to fail and causing damage to the pressure hull, which was repaired during the subsequent voyage. In the Engineer Officer's opinion the Allied flyer had little experience in anti-submarine warfare and when the U-boat opened fire with her anti-aircraft guns, he broke off the action. | ||
| In 1944 U-168 again was attacked in the INDIAN Ocean by CEYLON based LIBERATORS and CATALINAS, but no damage was sustained. | ||
| U-168 was attacked a third time during the sinking of the BRAKE. Again no damage was sustained. | ||
| Sinking of GERMAN U-boat, Oct '44 In late Sep or early Oct '44 a GERMAN U-boat was sunk by an Allied submarine at the North entrance of the Straits of MALACCA. Eight survivors, all enlisted men, were taken aboard the Allied submarine. This was the version current among GERMAN officers in BATAVIA. | ||
| Sinking of a JAPANESE Submarine A JAPANESE "I" Class submarine was sunk Oct '43 between SINGAPORE and PENANG. It was believed sunk by either an Allied submarine or a magnetic mine. If she was sunk by a magnetic mine it would have been the first instance of a JAPANESE submarine to be sunk in this fashion. Although survivors of the JAPANESE submarine were brought ashore, no definite evidence could be gained as to the suspected presence of magnetic mines. The sinking took place in shallow water and this presumably supported the theory that a magnetic mine was the cause of the sinking. | ||
| Sinking of JAPANESE Cargo Ship In Sep '44 the FUSHIMI MARU was sunk en route BATAVIA to SINGAPORE by magnetic mines. | ||
ATIS SERIAL 837 - Page 13 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| Allied Submarine Activity Allied submarines were known to be active in the Straits of MALACCA and at the approaches to SINGAPORE. However, the GERMANS were surprised by the presence of an Allied submarine off the North coast of JAVA. The JAPANESE suspected at least two Allied submarines to be permanently situated at the approaches to the Straits of MALACCA. | ||
| Engineer Officer knew of cases where Allied submarines had been disguised as small sailing vessels and the GERMAN U-boats received warning from the JAPANESE of such instances. | ||
| Allied Submarine Attack The DUTCH submarine which rescued the GERMAN survivors of U-168 later sank a JAPANESE mine sweeper escorting a convoy in the JAVA Sea. Two torpedo hits were heard aboard the DUTCH submarine. The JAPANESE subsequently dropped 30 depth charges but the attack was considered to be very poor. | ||
| Allied Anti-Submarine Warfare, INDIAN Ocean Allied anti-submarine activity in the INDIAN Ocean were considered largely ineffective up to early 1944. However, it had improved a great deal since air reconnaissance was instituted on a large scale. | ||
10. MEDICAL INFORMATION |
||
| Injections All hands on GERMAN U-boat were given injections against typhus, possibly typhoid, cholera and one other u/i injection. These injections were given every time they returned to PENANG and BATAVIA. No Yellow fever injection was given. | ||
| Ship Medical Inspection No JAPANESE Medical Officer was ever allowed to inspect the GERMAN crew before going ashore or coming back from shore. All inspections were done by the GERMAN Medical Officer and the JAPANESE accepted the GERMAN Medical Officer's clearance for officers and men. | ||
| Hospitals There was no GERMAN Navy hospital in either BATAVIA or PENANG. If a man reported sick and could not be cared for by the GERMAN doctor, he was sent to the JAPANESE hospital in BATAVIA or PENANG. | ||
| Sanitary Measures All GERMAN hands were warned through the JAPANESE by was of GERMAN Hq in PENANG and BATAVIA against malaria, cholera, etc, and the following hygienic measures had to be meticulously observed. No drinking of unboiled water, no buying of fruit from stands, no buying of food from natives, etc. PENANG was essentially free from epidemics and was considered by the GERMANS to be a much healthier place than BATAVIA. | ||
| Epidemics | ||
| Cholera occurred in the Summer of 1944 in OLD BATAVIA. JAPANESE instituted counter cholera campaign. | ||
| Malaria There were no malaria cases aboard U-168. Incidence of malaria among GERMAN personnel in Far East was very low. Atebrin was taken for prevention, quinine only once disease had been acquired. Malaria existed in TANDJOENG PRIOK but not in BATAVIA. JAPANESE carried out malaria control measures such as keeping open all canals, drainage, spraying of oil along the embankments of the rivers leading to the harbor, etc, and laid great emphasis on health campaigns etc. | ||
| Venereal Disease Incidence among GERMAN crews extremely low. Only doctor and, if necessary, CO would know of the case, which was treated as confidential aboard. | ||
ATIS SERIAL 837 - Page 14 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
11. BATAVIA - GENERAL REMARKS |
||
| Cars issued to GERMAN Officers A certain number of cars were issued to GERMAN Naval Hq in BATAVIA, the drivers were all natives. These cars were numbered, some in ARABIC numerals and some in JAPANESE KANJI. These vehicles were predominantly AMERICAN made, with the exception of one GERMAN car. All cars had the JAPANESE Navy flag on the windshield. If occupant was of the rank between Lt Commander to Captain, car flew a small red flag. | ||
| Individual cars were not issued to GERMAN officers because of a GERMAN standing order from BERLIN, which was to the effect that U-boat officers should not drive cars by themselves, as too many accidents had occurred in FRANCE. This order was enforced also in the Far East. | ||
| Salutes GERMAN Naval officers in the Far East maintained a correct and stiff attitude but would never conform to any JAPANESE standards of politeness, such as bowing, etc. On the contrary, Engineer Officer thought the JAPANESE tried to adopt GERMAN methods. It was frequent that JAPANESE gave unexpected handshakes to the GERMANS or slapped them jovially on the back. | ||
| The only salute a GERMAN was required to give, was the GERMAN national salute. When walking with a JAPANESE officer and passing the JAPANESE Memorial at BATAVIA, they would let the JAPANESE go ahead and go his reverence and join him later. However, GERMAN officers gave instructions to their enlisted men that no harm would be done if the enlisted personnel were to salute the JAPANESE Memorial with the GERMAN national salute. | ||
| The GERMANS were not required to bow or render a salute in front of the residence of the JAPANESE military governor in BATAVIA. | ||
| Air Raid Alarms Three air raid alarms were experienced by the GERMANS while in BATAVIA, but there were no actual air raids. The JAPANESE were very strict in air raid regulations in BATAVIA. There were shelters and ditches all through the city and air raid measures were strictly enforced, even to the extent that GERMAN officers had to spend considerable time in air raid ditches. The Engineer Officer himself once was shouted at and ordered by an INDONESIAN policeman to remain standing for a whole hour alongside a wall, although he protested very bitterly. The INDONESIAN policeman was polite but firm, and posted another policeman beside him to insure that he would not walk away. | ||
| Brownout was maintained at all times, both in BATAVIA and PENANG and was the normal condition at night. Blackouts were experienced in PENANG about two or three times --- in BATAVIA, a number of times. They were considered by the GERMANS as a great deal less efficient than EUROPEAN blackouts. Four or five searchlights were observed in BATAVIA during air raid practice. | ||
| JAPANESE Army The Engineer Officer never observed any great concentration of JAPANESE Army personnel and never saw any well equipped division with tanks, artillery, etc. He believed that the JAPANESE Army was kept outside of BATAVIA. | ||
| Public Places While in BATAVIA, GERMAN officers frequented the following restaurants and bars: | ||
| Grand Hotel Des Indies Taken over by the JAPANESE Army, was strictly for officers only. GERMAN officers could eat there without being specifically invited by JAPANESE officers, but rarely did so. All waiters and servants were INDONESIANS. | ||
| Capitol GERMAN Naval officers particularly liked this restaurant, where the meals were excellent. There were half-caste waitresses and the pianist was said to be a SWISS. It often happened that an unknown JAPANESE would treat GERMANS to beer. | ||
| The GERMAN officers also dined at some CHINESE restaurant in OLD BATAVIA where they could obtain some whiskey. | ||
| Meals in all restaurants were excellent in quality and quantity, and up to pre-war standards. Drinks were scarce, particularly hard | ||
ATIS SERIAL 837 - Page 15 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| liquor. Food prices averaged between two and a half to five guilders for luncheon or dinner. | ||
| Black Cat Bar Frequented mostly by enlisted men. | ||
| Harmony Cafe Frequented only by JAPANESE civilians. | ||
| Cozy Corners A little bar near the NNORRDWYK. In the Engineer Officer's words, "a real dive", which was run by a RUSSIAN woman; there was a RUSSIAN bar and RUSSIAN and half-cast bar girls. JAPANESE officers used this bar exclusively. Later on this bar was prohibited to the GERMANs because of alleged espionage activities. The Engineer Officer knew of one GERMAN girl who worked there who was arrested and put into a camp by the KEMPEI. JAPANESE officers used to get very drunk there and bar girls were frequently slapped by the JAPANESE in public. These girls did not like to become too friendly with the GERMANS as they feared JAPANESE vengeance. | ||
| GERMAN Club, BATAVIA No longer existent. | ||
| Curfew Curfew for all JAPANESE soldiers was 2000 hours. All restaurants, bars, etc, had to close at 2300 hours. After that, with the exception of JAPANESE and GERMAN officers, nobody was allowed on the streets. Same rules applied at PENANG. | ||
| Neutrals Engineer Officer saw some SWEDES walking along a street in BATAVIA. All neutrals had to wear a rectangular sign with three bars, silver gray, blue and silver gray, in a vertical pattern, and with JAPANESE script on the blue part. | ||
| Public Utilities Gas, electricity and water supply systems were efficient in BATAVIA. | ||
| Economic Conditions Prices were extremely high. In JAVA where, for instance, the GERMAN officer who was in charge of supplying U-boats told the Engineer Officer about the rise in prices and quoted that a chicken, which cost 17 cents before the war was now up to two and half or three guilders. Beer was almost unobtainable and a gin drink cost three guilders. However, since the Germans obtained a special rate of pay they had no financial difficulties. | ||
| Transportation in the Streets Consisted entirely of street cars and military trucks. No private cars, taxis or ox carts were ever seen in the streets of BATAVIA, but bicycles were very numerous. Hard-surfaced streets were in very poor condition. | ||
| Allied Leaflets The Engineer Officer heard of the dropping of leaflets by a DUTCH airplane one Sunday morning at 0800 hours in Sep '44 in BATAVIA. He heard that the leaflets were written in DUTCH and MALAY, showing DUTCH emblem. Although anxious to obtain one of these leaflets, he was unable to do so as the KEMPEI picked them up as fast as possible. The native populace seemed to be very excited about the event. | ||
| INDONESIAN Puppet Troops Engineer Officer observed these troops on several occasions marching and exercising, usually on the KONINGSPLEIN. He commented on their spirit, saying that they seemed to be great enthusiasts for drilling, marching and kept better order then JAPANESE troops, but if a real shot were to be fired, they undoubtedly would use all means at their command to make themselves invisible. Usually, they were acclaimed by the populace. | ||
| Some of the troops were only half trained and carried wooden guns. Other were fully trained and carried rifles and light liquid-cooled machine guns. They were not supplied with steel helmets, which were only worn by JAPANESE Army. INDONESIAN troops wore green uniforms, with no insignia. Some wore shorts, some wore long trousers. | ||
| INDONESIAN Police Consisted entirely of INDONESIANS; they appeared efficient and smart, the officers carrying pistols. Ordinary policemen carried sticks or knives, and all wore uniforms. | ||
ATIS SERIAL 837 - Page 16 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||
| Other GERMANS in BATAVIA Very few GERMANS were left in BATAVIA. Some were still left by the JAPANESE in charge of plantations which they had managed under previous DUTCH ownership, but most of the GERMAN civilians were idle, and were supported financially by the GERMAN Charge d' Affaires. | ||
| KEMPEI Hq of the KEMPEI was in a very modern building next to the Colonial Museum. All natives in BATAVIA lived in constant fear of the KEMPEI, however, the Engineer Officer said he never observed an open act of violence on the part of the KEMPEI toward a native. Whenever a group of KEMPEI officials entered a restaurant, general silence would follow. No KEMPEI was observed at TANDJOENG PRIOK. | ||
| The Engineer Officer met on KEMPEI employee, a friend of a half-caste bar girl, NANA, at the Capitol Cafe. He believed that the girl was an Allied spy. Soon afterwards she was dismissed from the Cafe. | ||
| GERMANS in BATAVIA well knew they were watched by the JAPANESE, but shadowing was never done openly. | ||
| Prostitution JAPANESE officers had their own brothels where no GERMAN officers were allowed. The Engineer Officer heard that DUTCH women were forced to enter the JAPANESE brothels but subsequently, due to pressure from the UNITED STATES, they were returned to internment camps. There were very many half-caste prostitutes on the streets. The Engineer Officer thought that the condition of these girls on the streets was very pitiful as they literally starved and had to sell all their pre-war possessions, such as jewelry, furniture, etc, to be able to live. | ||
| Resorts - SOEKABOEMI GERMAN officers and men of GERMAN ships in BATAVIA frequented this resort. | ||
| Radio Propaganda Broadcasts The Japanese put up loud-speakers at various street intersections, parks, etc, where propaganda broadcasts were given. GERMANS were not required to stop and listen and the Engineer Officer thought the natives did not show great enthusiasm for these broadcasts. | ||
| Espionage The Engineer Officer stated that JAPANESE counter-espionage was very inadequate. He himself had experiences in BATAVIA which convinced him that Allied espionage was well informed about GERMAN U-boat movements and GERMAN officers in the Far East. He knew that at least one radio transmitter was operated by Allied agents in JAVA and one or more radio transmitters were operated from PENANG, or the nearby mainland. | ||
| The JAPANESE warned the GERMANS on every occasion to be extremely careful. Times of departure or arrival of any vessel in TANDJOENG PRIOK were definitely not a secret. The Engineer Officer was often surprised at the amount of knowledge displayed by some people whom he thought might have been Allied agents. GERMAN officers warned their crews to be extremely careful in that regard. | ||
12. GERMAN-JAPANESE RELATIONS IN THE FAR EAST. |
||
| GERMAN-JAPANESE relations were strictly of a business nature. The Engineer Officer gained the impression that for the JAPANESE, as a race, this was a war of the yellow race against the white races. Only the very special JAPANESE Naval officers, who were in direct contact with the GERMANS, understood why white men should still be permitted the use of JAPANESE territory. He often commented that the simple JAPANESE soldier wondered why there were still white men in the DUTCH EAST INDIES in a position of command, such as GERMAN Naval officers. He put forth the theory that it was sheer madness that the white race should carry on war among its own members, instead of uniting and fighting a war against the yellow race. | ||
| All the GERMANS seemed to posses a distinct Aryan, white race outlook on the JAPANESE and, with rare exceptions, disliked them intensely. | ||
ATIS SERIAL 837 - Page 17 |
||
CONFIDENTIAL |
||
|
|
|
CONFIDENTIAL |
||||||||||||||||||
| However, the Engineer Officer showed a great admiration for the CHINESE and thought that they were, in the long run, the coming power in the Far East. | ||||||||||||||||||
| He also thought that the native in the DUTCH EAST INDIES definitely preferred EUROPEAN to JAPANESE rule. He said that a white man could still command the respect of a native and there was only a small percentage of INDONESIANS who were definitely pro-JAPANESE, on the grounds of promised racial freedom. He remarked, sarcastically, that the only thing they had got so far, was a flag. He felt that the natives were extremely scared of the JAPANESE and they had a much freer attitude with him as a GERMAN. Contrasting it in 1931, he remarked that the natives had undoubtedly a much better life under DUTCH rule. | ||||||||||||||||||
| Frequently, JAPANESE when drunk would slap a native in public. The GERMAN officers often discussed the INDONESIAN Independence Movement in JAVA and remarked that, if that movement should succeed, it could become very dangerous to the JAPANESE themselves, as no doubt the indigenous races having once become race conscious would turn directly against the JAPANESE. The GERMANS were actually surprised that the JAPANESE were unable to see the danger inherent in such a movement and thought them rather naive. | ||||||||||||||||||
| Generally, official relations between GERMAN and JAPANESE officers were very cordial, but never to any degree of heartiness. Some of the JAPANESE officers, assigned as liaison officers, did all in their power to help the GERMANS, but all in all the relationship never grew into friendship. On the other side, the GERMANS were never molested in any way by the JAPANESE during their stay in the Far East, with one exception. One GERMAN Petty Officer in BATAVIA, in civilian clothes, wa slapped in the face by a drunken JAPANESE civilian while visiting a house of ill repute. The GERMAN beat up the JAPANESE and delivered him directly to the KEMPEI Hq. | ||||||||||||||||||
13. CREW LIST OF U-168 |
||||||||||||||||||
| The following officers and men were rescued by DUTCH submarine and brought to AUSTRALIA: | ||||||||||||||||||
|
||||||||||||||||||
| The following men were rescued by DUTCH submarine and were subsequently put ashore in JAP held territory by native sailing craft: | ||||||||||||||||||
|
||||||||||||||||||
ATIS SERIAL 837 - Page 18 |
||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||
|
|
|
CONFIDENTIAL |
||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||
| The following officers and men are presumed to be lost: | ||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||
14. PERSONALIA |
||||||||||||||||||||||||||||||
|
||||||||||||||||||||||||||||||
ATIS SERIAL 837 - Page 19 |
||||||||||||||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||||||||||||||
|
|
|
||||||||||||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||||
|
||||||||||||||||||||
| Unidentified Lt (sg), (Engr), PENANG, Summer 1944. Office on SWETTENHAM Pier. | ||||||||||||||||||||
| Army Personnel | ||||||||||||||||||||
|
||||||||||||||||||||
ATIS SERIAL 837 - Page 20 |
||||||||||||||||||||
CONFIDENTIAL |
||||||||||||||||||||
|
|
|
CONFIDENTIAL |
||||||||||||||
|
||||||||||||||
| Unidentified CHINESE Dentist, BATAVIA. Occupied building next to KEMPEI Hq. Trained in GERMANY. Bought dental equipment in GERMANY, Jan '38. | ||||||||||||||
END |
||||||||||||||
ATIS SERIAL 837 - Page 21 |
||||||||||||||
CONFIDENTIAL |
||||||||||||||
|
|
|