Report concerning Torpedo Delivery.
	In calm seas, Sea State 2, and boat positioned athwart the seas, 45 minutes were required to set up all the torpedo delivery gear, including the landing trays for the torpedoes. Dismantling, stowing, lashing and making the upper deck ready for sea takes about 80-90 minutes.
	The condition of the crane was perfect, the same for the condition of the transfer gear.  The canisters held tight and the condition of the pulled torpedoes was in order.
	The torpedoes were easy to pull. The torpedo was hoisted on the tether with the torpedo crane and swung outboard with the [Geeren? perhaps typo for Gieren = yawing].  The torpedo was held with swing lines attached to the head and tail of the torpedo.  In the inflatable boat rubber mats were attached to protect against chafing, and also to protect the tail end of the torpedo.  The torpedo was slowly lowered away with the capstan, the inflatable boat was brought under the torpedo.  The aim is to ensure that the inflatable boat lies quietly (leeing with one's own boat) in order to prevent the inflatable boat from hitting the torpedo.  The torpedo must be lowered into the inflatable boat as quickly as possible to prevent the torpedo from hitting the water and striking the hull.  Consider the susceptibility of the torpedo and the inflatable boat to damage.  One must work prudently and carefully on deck.  In calm seas the delivery proceeded without difficulties in the inflatable boat.  One must pay close attention to the movements of the boat at the capstan.  In the inflatable boat the torpedo was lashed down with rope yarn.
	During the first delivery, the support for attaching the tackle to pull the torpedo out of the tube was bent.
	Cause:  One support was too weak, the second could not be inserted because the shipyard had not attached the deck fastenings.  By moving the upper deck closure for the inflatable boat stowage, the abutments on deck were lowered.
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	Report concerning Stowage and Shelf Life of the Provisions, during
	the patrol from 23.7. - 21.9.42 on "U-462"
	a) Stowage: The boat was outfitted with provisions by the 5th U-Flottille in Kiel from 16 to 19 July 1942.  30 weeks (32 tons) were taken on board, of these 10 weeks for own consumption and 20 weeks for delivery.  Weight was distributed 3/5 in the foreship and 2/5 in the aftership.  During the entire patrol we had rainy weather.  We tried to protect the provisions from getting wet.  In order to gain as much useful space as possible, we left most of the packaging (boxes, baskets, etc.) on land.  In the foreship (Provisions Room 3) we stowed all of the meat products, as well as all things that are slightly sensitive to heat.  In the control room (Provisions Room 2) we were able to accommodate almost all canned fruit and vegetables.  Below the galley (Provisions Room 1) we stowed own sacks of potatoes, fresh vegetables, 5 cases of eggs, as well as various sacks for daily consumption.  Nearly all canisters with flour, sugar, rice, coffee and dried potatoes we put them in the loft in the E-motor room.  Behind both diesel engines we left canned bread, biscuits, hard bread, as well as peas and lentils in canisters.  40 Zentner [1 Zentner = 50 kg] new and 20 Zentner old potatoes were stored in crates in the individual corridors and rooms of the boat. We stored the fresh bread on three empty bunks in the Bow and Unteroffizier rooms.  At the aft edge of the tower we had three lines strung across and hung ham and bacon from them.       b) Shelf Life: During the patrol, we noticed a remarkable number of Greengage plums went bad, and all of the cans had small holes on top or on the bottom that were not rusted through, but rather eaten through by some acid. It can be assumed that a fermentation process still took place within the cans. In the individual boxes we had temperatures of up to + 30°C, but the canned food held up relatively well, despite the many blackened tin cans that were present.  4 large cans of boiled ham and 3 large cans of Kasseler smoked pork loin had to be thrown overboard because they were inedible.  The cooked hams were all raw in the middle.  Most of the fresh potatoes went bad on us.  However, it must be taken into account that these have already come on board fully germinated.  The new potatoes, on the other hand, proved themselves brilliantly and were still without any faults after 8 weeks.       c) Experiences: There was a great shortage of fruit juices here and on the shooting boats, as we had average temperatures of +30°C during the whole patrol.

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	a) Suggestions: It would be practical and overseeable if shelves were installed in provision room 3 so that the preserved could be stowed by type. Experience has shown that ham and bacon keep better in jute bags.  According to our bakers, rye meal is difficult to use on board because of its poor baking properties.  Chocolate becomes slightly musty and it would be advisable to deliver it on board in soldered canisters. After a month, external influences have ruined ration-cigarettes; here too, soldered canisters would be better than cardboard boxes.  Less fresh bread was asked for, in its place more flour.
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	Morale and Behavior of the Crew.
	The behavior and discipline of the crew was very good, except for one outlier (where energetic measures were taken immediately).  There was a good mood and a healthy sense of humor throughout the patrol. The Seaman Group went according to the English watch system of "Fixed Watches". The Stokers were in two watches, on days 4 hours and nights 6 hours. The boat routine was strictly carried out.  Divisional service was ordered at every suitable opportunity. The divisional service could be carried out better with the technicians than with the seamen. The seamen were mostly busy with labor service, such as stowing, and/or sorting the provisions and cleaning weapons.  In the less endangered areas, morning exercise followed by showering by divisions was ordered on the forecastle.
	After the bad weather days of 29/30 August drew on the so-called "Cripple Watch" consisting of the First Watch Officer Oblt.z.S. Wolf (leg in a cast), Matr.Gefr. Schaer (leg in cast), Matr.Gefr. Böhm (bruise of the right thigh), Matr.Gefr. Ferber with sweat gland abscess.
	It should be emphasized that during the entire patrol only the Matr.Gefr. Böhm lay for 6 days.  All the others sometimes suffer very considerable pain with their injuries by their service. Also, ascending or descending with one leg or arm requires some practice.
	It is a wonderful task to teach young people aged 17-19 who are going to sea for the first time, "Seafaring is necessary", that they feel connected to the sea, to awaken a love of the sea in them, to strengthen a soldierly feeling in them and you have the certainty that you will feel safe and secure on board.
	To teach them and to cultivate real U-boat camaraderie was my first duty.  The slogan "One for all, all for one" must become part of everyone's persona. When the 4 men went overboard to recover the hose line, it turned out it was a common property, barely recovered themselves, despite injuries, the comrades went to the rescue.
	With the great rush of the supply, 6 boats to be supplied as quickly as possible at once so that they are ready for operations again quickly, we worked non-stop. It should be noted that the stoker watch came from their watch at 02.00 hours and went on watch at 02.00 hours, during that time they were employed on the upper deck, or with the cargo, stowing provisions.  Furthermore, the sailors in the rubber boats literally stood in the water day and night (when the Sea State was 4-5).
	It is a pleasure to be able to see that every single one of the crew, regardless of the rank, lend a hand to enable a faster and more smooth supply of the boats.
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	Experience report concerning Fuel and provisions delivery.
	I. Fuel delivery.   Fuel delivery was carried out up to Sea State 6.  For fuel delivery, since several boats had to be supplied at the same time, or fuel and provisions had to be delivered at the same time, steered 2-3 Strich [22.5-33.75°] off the wind and proceeded with one E-motor LF. The other shaft was coupled to diesel so as to be ready for any attack from behind. The boat lies very well with 2-3 Strich off the wind and can also be steered relatively well.       The difficulty with refueling is in large part in establishing the towing connection.  The boats that put to sea with the incorrect refueling instructions or have already refueled using those techniques did not head for the end of the hose line, but rather the tow line with the yellow buoy.  As a result, the hoses were mostly split in two, because when the buoy is approached, the hose line comes across the bow, lies in a large curve to port and so gets into the diving plane. To avoid such a maneuver, I often went ahead with the engine and thus forced the boats to make a new attempt.  After the towing connection was established, the oil-taking boat is best served in port echelon (slightly staggered). By proceeding staggered, the tow line is not overly stressed if it gets stiff, instead both boats are first given a twist. Do not run faster than is absolutely necessary for the boat to be steerable. The less the speed , the less the load on the hawser when sheering out.  In most cases, the tow hooks of the boats slip on their own as soon as pressure comes on them.  In such a case only vigorous engine orders help to prevent the hose line from tearing. Maneuver by signal flags.       If the boats establish the towing connection without a pennant, the hose line at the bow of the boats gets too chafed, because the lengths of the hoses are dimensioned for a towing pennant to be shackled, so the elastic hoses come to lie where they are most stressed.       An average of 27-30 cbm was delivered depending on the simultaneous positioning of the fuel tanks on the receiving boat.       Not one boat wanted lubricating oil, it had to be forced on them. When recovering the hose line, it was not heaved in [using the capstan], but the hose line was hauled in [by hand].

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	II. Provisions delivery.   The delivery of provisions for 144 days for a crew of 50 was carried out with the large inflatable boat up to Sea State 5, except for one case (small inflatable boat). However, Sea state 5 is pretty much the extreme limit.  In Sea State 6 and above, it seems to me that a full supply of provisions by line connection at only 30-50 meters transverse distance seems hopeless to me.  The type 14 boat, which is known to have poor maneuvering properties due to its construction, is not suitable for such maneuvers, which at Sea State 6 were at 30-50 meters.  If the provisions have to be handed over with only a line connection, it is more advantageous if the boats are bow to bow at an angle of 30-45° to each other.                   The inflatable boat was always launched by flooding the forecastle. For this purpose, the inflatable boat was laid across the forecastle for launching and after flooding down it was pushed leeward over board.  When it was recovered, it was taken to windward (all hands out of the boat) and depending on the weather flooded down, if the seas are used properly, the boat can be recovered easily with 6 men.       The planned rigging of the torpedo crane, the cumbersome fastening for the inflatable boat with the misshapen iron crossbeams, the hoist with the traverse that had already broken in the home and then strengthened have been eliminated.  In addition, it seems to me that the big inflatable boat is a futile effort already starting at Sea State 4 (straps should be fastened under the dinghy so that the boat is caught exactly in the center, shackles should be fastened).       If fuel and provisions are to be delivered to several boats at the same time, it is favorable if one boat receives fuel and another receives provisions. The boat that receives provisions comes across the leeward side so that the dinghy can be taken over. Connection was made in part by swimmers and partly by line pistols.  As soon as the connection was established, the connection of the inflatable boat was disconnected from the ship. The taking over boat is thus free to maneuver, was able to make enough leeward, or remained stopped. After unloading, he took the dinghy in tow, took separation and let the boat drift; there was no difficulty in taking over the dinghy.       If fuel and provisions were given to a boat at the same time, the inflatable boat was dropped back astern on the leeward side after the oil-taking boat had been steered into the wake. The connection for shuttle traffic can be kept. It is more favorable if there is no connection to prevent the line from the inflatable boat from becoming tangled with the hoses.

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	Provisions for 14 days were delivered in 2, for 8 to 10 days in one delivery.  Loading the dinghy was less difficult than unloading it.  It is not possible to supply several boats with provisions at the same time, because most of the time is needed for transporting the loads to the upper deck.                                                                                                                                                                                                     . . . . . . . . . . . . . . . . . . .

 

	Report concerning the Use of the Rubber Boats.
	During the outfitting in Kiel 3 inflatable boats were taken aboard.  These were two 3.3-meter and one 8.15-meters long.  On board the boats were carried in the prescribed stowage space.  The large boat in the fore, midships stowage space and the two small ones in the port port aft stowage space.  Shortly after leaving the Iceland Passage, the condition of the boats was checked. The large boat was intact, it hadn't suffered from the sea impacts.
	A short time after departing after passing through the Iceland Passage the condition of the boats was cheeked.  The large boat was intact, it hadn't suffered from the sea impacts.  The small boats were badly damaged in spite of being secured with harnesses and chafing mats between them. The reason is the almost unhindered exposure to the swell.  One small boat was taken into the boat to dry and then made usable by pressing wooden pegs into the holes and gluing them with rubber patches.  Both boats, the large and also the overhauled small one was used during the entire supply.  the small boat was taken over during the supply of U-755 and it was attempted to lash it down on deck, the further deterioration in the weather no longer allowed it and the boat was knocked away by the sea.  When the torpedo was released during take over by U-176, the tail of the torpedo hit the forward air chamber and tore it up.  The hole was provisionally closed by onboard means.  The boat remained conditionally ready for the rest of the patrol.  It had to be constantly overhauled in order to top up the air from time to time.
	On the patrol it became apparent that the holder for the work line and the holders for the bridle are too weak for towing.  Some of the holders were torn out even with easy pushing or pulling.  The bulkheads need to be sealed. All the bulkheads on the big inflatable boat did not hold tight. The paint is too soft, all people who worked in the inflatable boat for a long time had a gray color that is difficult to wash off the body. The sensitivity of the boats to fuel oil is very considerable. Overall, the boats performed well on board.
	The stowage area for the large boat is perfect. The aft stowage are must be covered with metal sheets, as is the case with the midships stowage area , or the small boats must be carried n in the old dinghy stowage area (port forward).
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