U-boat Archive - U-606 Interrogation Report

TABLE OF CONTENTS

Chapter	I.	Introductory Remarks

	II.	Crew of U-606

	III.	Early History of U-606

	IV.	First War Cruise

	V.	Second War Cruise

	VI.	Third War Cruise

	VII.	Fourth and Last War Cruise

	VIII.	Sinking of U-606

	IX.	Details of U-606

	X.	General Remarks on U-boats

	XI.	U-boat Bases

	XII.	U-boat Training

	XIII.	U-boat Flotillas

	XIV.	Miscellaneous

Annex A. Crew List of U-606



	Chapter I. INTRODUCTORY REMARKS

	U-606 under command of Oberleutnant Hans Döhler was sunk by the Polish destroyer Burza and the USCG Campbell on February 22, 1943, at about 2300Z, in approximate position 47.00 N - 34.07 W.

	U-606 was participating in a wolf pack attack on convoy ON 166 when she was driven off and heavily depth charged by an escort vessel. The U-boat dived to a great depth in order to escape from the destroyer. A certain amount of damage resulted from this attack, and the U-boat was forced to surface. She was drifting helplessly on the surface with her conning tower hatch jammed fast, when she was sighted by the Campbell. Panic swept that part of the crew of U-606 which had reached the deck when the Campbell opened fire, and most of the men jumped overboard and were lost. Those who remained below were later rescued. Five of them were taken off by the Campbell, and eight by the Burza. One of the men rescued by the Burza subsequently died.

	The twelve survivors were landed at St. John's, Newfoundland, and were later brought to the United States for interrogation.

	The morale of the crew of U-606 and the relations between officers and men were the poorest yet encountered. As a result, although the crew gave evidence of having been well trained in security, with the exception of one or two of the more experienced petty officers, they responded very readily to interrogation.

	* For translation of ranks and ratings in U-606, see Annex A.




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	Chapter II. CREW OF U-606

	The complement of U-606 was 48. Only three of the four officers and nine of the 44 men survived. The unusually large size of the crew was due to the fact that several extra ratings were carried for training purposes.

	During the course of her history, U-606 had had three commanding officers. The first of these was Oberleutnant zur See Hans Klatt of the 1935 naval term. While still a cadet, Klatt had had an accident while riding. He fell from his horse and suffered a slight concussion. He commanded U-606 during her working up period and on her first brief cruise. He was forced to leave his command in early October, 1942, because of stomach disorders. Shortly after he was relieved from duty, he learned that his young wife had died. Klatt was popular with the crew and seems to have looked after the interests of his men.

	The second Captain of U-606 was Kapitänleutnant Friedrich von der Esch of the 1934 naval term. He commanded the U-boat for thirteen days on a cruise in the Arctic while his own boat, U-586, lay in the harbor at Bergen. He was once in the German Air Force and is known familiarly as "Titus".

	The last of the three commanders of U-606 was Oberleutnant zur See Hans Döhler of the April, 1937 naval term. He lost his life at the sinking and not a great deal could be learned about him. He was 25 years of age, a native of Augsburg where his wife still lives. He had served on other U-boats and had been awarded the Iron Cross First Class. He had been the Second Watch Officer (2.W.O.) on U-751 under Kapitänleutnant Bigalk of the 1933 naval term, after which he was given command of U-606 without ever having served as Executive Officer (1.W.O.) He was described by the prisoners as a rather weak character, completely dominated by his Executive Officer. The men considered him too

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	young and inexperienced for his command and complained that he held himself aloof from them and took no interest in their welfare.

	The Engineer Officer was Leutnant (Ing.) Werner Schünemann. He is 22 years of age, was born in Wilhelmshaven but lived in Münster, i/W. for most of his life. He entertained the Naval Engineering School in 1938 and served first on a cruiser. This ship was bombed by British aircraft as Wilhelmshaven on the thirty-second day of the war. Schünemann's next assignment was on the cruiser Köln. He entered the U-boat arm in 1940, serving first in the North Sea on a 250-ton U-boat and later on a 500-ton boat. His father had served on torpedo boats in World War I and is now a research engineer for the German State Railroads. Schünemann seems to have been no more popular with the crew than the Captain. Prisoners stated that he was an ignoramus and that his ideas on Diesel engines were laughed at by the experienced petty officers. They said that he often came to the petty officers' mess at dinner time and made them stand at attention only to annoy them. His conception of security was rather curious. He remained silent only about his own mistakes and spoke most freely on other matters.

	The Executive Officer (1.W.O.) was Leutnant zur See Werner Boulanger, 23 years old, and a native of Monbach, Baden. His father was an engineer in German East Africa before the last war. Boulanger entered the German Navy as a Cadet in 1938. His first assignment was on the Admiral Hipper on which he served during the Norwegian campaign. He next served aboard a 250-ton School boat commanded by Freiherr von Freyberg-Eisenberg-Allmendingen of the 1935 naval term. This boat, U-52, had once been commanded by Kapitänleutnant Otto Salmann of the 1932 naval term. Boulanger was extremely affable with the interrogators and gave the impression of being something of an exhibitionist. He was regarded

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	with utmost hostility by several members of the crew. According to them, he was high-handed in his methods and his discipline was harsh to the point of sadism. They stated that no less than seven men were sent up for court-martial by Boulanger for stealing food. Some were sentenced to nine months imprisonment and others were sent to the Russian front for such minor offenses as stealing a can of cherries or a box of biscuits from the ship's larder. One man was sentenced to six months on the Russian front for stealing cigarettes. Boulanger apparently was only too glad to have an excuse to administer disciplinary punishments. His forbidding the men to smoke on the bridge did nothing to increase his popularity. Some of the men suspected him of peculiar solitary habits and one called him a "Stehgeiger" (bass-viol fiddler). One of the petty officers swore a solemn oath that when he returned to Germany after the war, he would devote himself to the single task of killing Boulanger. At the time of the sinking of U-606 another petty officer approached Boulanger saying, "I've waited a long time to do this". He then hit the officer in the face and jumped into the sea.

	The Second Watch Officer (2.W.O.), Leutnant zur See Martin Peter Reese, is twenty years of age and a native of Hamburg. While still a cadet, Reese served on a minesweeper. Although the youngest and least experienced of the officers, Reese was the only one to enjoy some measure of respect on board.

	The crew, like the officers, were young and inexperienced. Schünemann estimated the average age of the engine-room ratings to be about 19. To balance the general inefficiency of her personnel, a few very experienced petty officers were assigned to U-606. Several of these had won the Iron Cross First Class, and one of them had been awarded the Spanish Cross in Gold for service in the German Navy during the Spanish civil war.

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	The morale of the crew of U-606 was unusually poor. There was no esprit de corps and the men complained bitterly of being kept in ignorance of what was going on. The older petty officers often felt called upon to correct, as best they could, the mistakes of their officers. The arguing and bickering between officer and men often amounted to insubordination. The statement of one of the petty officers seems to characterize the general attitude of the men. He said, "What sins have I committed in my life that I should have been assigned to such a boat?" Indoctrination in security on board seems to have consisted mainly of impressing on the crew the importance of keeping secret the number of the boat and von der Esch's connection with it.













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	Chapter III. EARLY HISTORY OF U-606

	U-606 was a 500-ton U-boat, type VII-C, built at the Blohm and Voss yard at Hamburg. She was one of the series of U-boats, U-551 to U-623, assigned to Blohm and Voss.

	It could not be learned when U-606 was laid down. She was launched in December, 1941, and during that month, some of the crew came to the boat to stand by during the final phases of construction. They lived on a depot ship, probably the sailing vessel Hein Godewind which had previously been used by the Marine Hitler Youth organization. The engine crew was not instructed on U-606 but on other U-boats which were more nearly completed. It was probably during December that Oberleutnant Klatt took over the command of the boat.

	U-606 was commissioned on January 22, 1942. Less than a week later she sailed for Kiel for the trials of the U-boat Acceptance Command (U.A.K.). Before she could begin these trials, however, U-606 was frozen in at the pier and remained frozen fast until March.

	After a brief period of repair to damage done by the ice, U-606 finally began her trials late in March. After completing the usual pressure dock tests and engine trials, she sailed for the Baltic for further exercises. Surface torpedo firing practice was held off Gotenhafen. The trials under the Active Service Training Group (Agrufront) took place at Hela in the company of other U-boats. The usual under-water sound tests were held off Rönne.

	The tactical exercises, consisting of simulated convoy attacks, lasted fourteen days. Several other U-boats participated in these exercises, and a prisoner stated that one of them was a new boat commanded by Kapitänleutnant Ernst Mengersen of the 1933 naval term. Once during the trials, when the

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	Executive Officer had the deck, the orders became so confused that the petty officer at the hydroplane controls was unable to obey orders and at the sam time keep the boat at periscope depth. Again U-606 barely escaped being run down by a destroyer which the Executive Officer failed to see in time. In spite of these mistakes, U-606 was seen only twice by the escort vessels during the many simulated attacks and her performance during the exercises under Klatt's able command was considered to have been excellent.

	After completing her trials, U-606 returned to Hamburg early in July for final overhaul (Restarbeiten). New gear, including the German Search Receiver, was built in at this time. The period of final overhaul was prolonged by a serious fire in the Diesel compartment. A rivet head was burned off by a welder. Sparks set fire to the bilge oil. The whole compartment was burned out and both Diesels were badly damaged. It was also related that the support of one of the Diesels gave way so that the engine sagged and bent the propeller shaft.

	It was not until the middle of August that U-606 was ready to sail for Kiel once more. In Kiel she took on provisions, fuel, and ammunition for her first war cruise.














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	Chapter IV. FIRST WAR CRUISE

	U-606 left Kiel about August 18 on her first war cruise. She put in first at Kristiansand where she remained for two days, taking on fresh provisions. On about August 22, she headed for her operational area in the North Atlantic, accompanied by an escort of patrol boats. Shortly after her escort had left, the Captain, Oberleutnant Klatt, was stricken with stomach disorders and U-606 put about and made for Bergen after having been out less than a week.

	Klatt was sent to the hospital and the crew stood by visiting him frequently while waiting for his recovery. The officers took advantage of this period of leisure to consume the liquor supply of U-606 on mixed parties with the nurses from the hospital. One day Klatt asked for a bottle from his private stock. After various excuses and delays, the officers finally could no longer conceal from Klatt the fact that the stock had been entirely consumed. Thus Klatt discovered how his officers had been entertaining themselves. Following the reprimand by Klatt, the officers informed the crew that the doctors had forbidden their captain to have any visitors. In spite of this, a petty officer went to see Klatt who again summoned his officers. A scene of great violence ensued and Klatt forbade the officers ever to see him again. The crew, however, continued to visit him daily.

	After about a week, it became apparent that Klatt would not be able to sail with his boat and he was relieved from duty. On orders from the Admiral in Command of U-boats (B.d.U.), U-606 was made ready for an Arctic cruise. She went into dry dock where she was painted a light gray. The device of the 11th Flotilla, a polar bear and an iceberg with a U-boat nearby, was painted on her conning tower. Several new crew members were assigned to the boat at this time.

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	The mission of U-606 was to intercept and attack a convoy bound for Murmansk. U-586 had just returned from the Arctic and her Captain, Kapitänleutnant Friedrich von der Esch was temporarily assigned to U-606 for this task. Von der Esch brought ten of his own crew with him and an equal number of men from U-606 were left ashore. Among von der Esch's men were seamen and petty officers including his Obersteuermann (warrant quartermaster) Lattermann.















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	Chapter V. SECOND WAR CRUISE

	The second war cruise of U-606 lasted only 13 days. About the middle of September U-606 left Bergen under command of Kapitänleutnant Friedrich von der Esch and proceeded full speed to the Arctic. After vainly pursuing the Murmansk-bound convoy PQ 18 for six days without making contact, U-606 sighted the westbound convoy QP 14, which she duly reported. She was ordered to stay with the convoy as contact keeper (Fühlungshalter). However, owing to efficient defense by escorts and air cover, U-606 was unable to attack.

	On Sunday, September 20, U-606 was sighted and attacked by three destroyers which heavily depth charged her. Prisoners stated that many depth charges were dropped, all exploding above the boat in spite of the fact that she was not submerged deeply. According to officers' statements this attack would have resulted in the U-boat's sinking had it been pressed home. On the following day the boat was attacked by an aircraft described by the prisoners as a Catalina. U-606 fought off the attack and claimed to have hit the plane which lowered her wing tip pontoons, landed on the water, and taxied toward the convoy where she was lost from sight.

	U-606 returned to Bergen without having fired any of her torpedoes. Other U-boats had scored heavily against the convoy, however. Kapitänleutnant Strelow of the 1931 naval term and commander of U-435 claimed the sinking of five freighters totaling 57,000 tons, and two destroyers. He was awarded the KCIC on November 2 for his success. (O.N.I. Note: This was convoy QP 14 from which the following losses on September 22 were reported: Ocean Voice, Gray Ranger, Bellingham, Silver Sword, HMS Somali, and HMS Leader. The convoy reached Loch Ewe on September 26.)

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	In Bergen, Strelow thanked von der Esch for receiving depth charges intended for himself. The wolf pack itself suffered some losses. According to the prisoners, Korvettenkapitän Hans Cohausz, Commandant of the 11th Flotilla, announced that U-88 and one other U-boat, thought by one prisoner to have a number something like U-431, and been lost during the attack on convoy PQ 18. (O.N.I. Note: It seems unlikely that U-431 is correct since Korvettenkapitän Dommes who is believed to command U-431 was reported operating successfully in the Mediterranean in November, 1942. It is known, however, that two U-boats were sunk during attack on convoy PQ 18 on September 14th and 16th.)

	In Bergen, von der Esch returned with his men to U-586, and on about October 12, Oberleutnant Hans Döhler took command of U-606. Döhler made a short trial trip with the boat during the course of an afternoon and a few days later, had her provisioned for her third cruise. The Executive Officer had neglected to fill out the clearance papers until shortly before the boat was ready to sail. He tried to press a petty officer into service to do this work but the man flatly refused to spend his last night of liberty doing so. The officer then worked on them all night but filled them out so inaccurately that the papers were rejected by the Flotilla Commander who forwarded them to Brest to be re-worked after the third cruise.











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	Chapter VI. THIRD WAR CRUISE

	On October 16, 1942, U-606 sailed from Bergen under command of Oberleutnant Döhler for her third war cruise. Although she was now assigned to the flotilla at Brest and was headed for an operational are in the North Atlantic, she still wore her Arctic coat of paint.

	On October 27, the U-boat sighted a convoy which she followed for some time in company with several other U-boats. At 0345Z of the following day, she made her first attack. Four torpedoes were fired at a large whale factory, two of which took effect. The tubes were hastily reloaded and some four hours later U-606 fired two more torpedoes at a straggler that was observed to be already damaged. Both torpedoes scored. According to the officers of U-606 two stragglers were proceeding in company escorted by two corvettes. The convoy was already out of sight ahead. The moon being very bright and dawn approaching, they considered their attack a daring one. When the torpedoes were fired one corvette was lost to sight on the far side of the other straggler and the second corvette was on her way to the far side of the target. After she had been hit the escorts allowed some two minutes to elapse before taking counter-action and firing snowflakes. The U-boat was able to escape easily undetected and the officers were particularly scornful of what they considered the poor showing of the two corvettes. The commander of the U-boat reported to the Admiral in Command of U-boats that he had sank two ships, one of 13,600 tons and one of 6,000 tons. Fortunately his claim was unfounded, for U-606 had torpedoed the same ship twice.

	The true story of the attack was learned from the convoy action reports. U-606 was taking part in a wolf pack attack on convoy HX 212, about 600 miles southwest of Greenland. Strangely enough, the USCG Campbell, the whip which

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	later was to sink U-606, was one of the escort vessels. U-606 fired her first four torpedoes at 0345Z on October 28, at approximate position 55.10 N - 28.10 W. Two of them struck the Norwegian whale factory, Kosmos II, 16,966 tons, on the starboard side. She was badly crippled by this attack and her speed was reduced to six knots. She was forced to drop behind the rest of the convoy and the corvette HMCS Rosethorn stayed with her as escort. At 0722 U-606 again attacked the Kosmos with two torpedoes. She broke in two and sank rapidly, but not before she fired one round at the U-boat. The Captain of U-606 was about to give the order to dive but was dissuaded from doing so by his far more experienced coxswain who convinced him that the U-boat could outdistance the corvette on the surface. The surviving officers of U-606, when presented with the above facts, now admit that their claim of two ships sunk may have been over optimistic but they could not account for the fact that a ship whose tonnage was originally correctly estimated at about 26,000 tons was subsequently believed to be of only 6,000 tons. On the first occasion she was identified by her silhouette as another whale factory, the Tafelburg, which is slightly smaller than the Kosmos II. (O.N.I. Note: No other ships were torpedoed at this time or under those circumstances, and it appears certain that it was Kosmos II which was attacked on both occasions.)

	About a week after the convoy attack U-606 sighted an unescorted refrigerator ship which was proceeding at a speed of about 12 knots. The U-boat followed her for several hours waiting for darkness to make her attack. The officers suddenly discovered that a second U-boat was stalking their prey and the became highly indignant. U-606 was on a course almost parallel to that of her target. She fired one torpedo which missed. The U-boat then altered her course, turning 30⁰ toward. Forgetting this change of course, the Executive Officer gave the

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	wrong bearing to the petty officer in charge of the torpedo data-computing machine. A salvo of two torpedoes were then fired but they also missed. The refrigerator ship was seen to stop, go astern and start off on a new course at 18 knots. The second U-boat fired eight torpedoes but due to the clever maneuvering of the merchant vessel she had no more success than U-606. According to the Executive Officer the vessel which was on a westerly course made a signal in clear stating that she was being attacked by an enemy submarine and giving her call letters, which were those of the British SS Clan Macaulay. He was most impressed by the fine way in which the ship was handled and stated that her sudden burst of speed made any attempt at pursuit useless. (O.N.I. Note: Although there is no record available of Clan Macauley having made a report of this incident since she was bound for the Indian Ocean, it is probable that the identification was correct. After leaving a British port she is known to have sailed westward until 0700 on November 5th when, in position 42⁰ 55' N - 33⁰ 00' W, she altered course to 185⁰.) The two U-boat commanders who participated so ignominiously in this attack were later given a severe dressing down for wasting so many torpedoes and on U-606 there was much bickering between officers and men as to where the fault lay. U-606 was forced to take down a torpedo from her upper deck containers, at best, a difficult and hazardous task.

	Some days after the attack on the refrigerator ship, U-606 sighted another convoy. She reported to the Admiral in Command of U-boats who ordered her to act as contact keeper (Fühlungshalter). She followed the convoy for three or four days but was prevented from attacking by heavy seas. Eventually she was driven off by a destroyer. Quartermaster Alfred Schmidt, who was in charge of the watch, gave the alarm, closed the hatch, but failed to give the order to flood the tanks. He kept shouting, "Dive, dive, go deeper". In spite of his confused

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	orders the boat managed to escape beneath the surface, thanks to the presence of mind of a machinist's mate who flooded the tanks on his own initiative.

	Some time before the end of the cruise U-606 was met by a supply U-boat. The sea was heavy and the two boats stood by for some time before supplies could be transferred.

	When U-606 was on her way back to her base two cylinder heads on the starboard Diesel cracked and water spurted from the cooling jackets. The U-boat submerged and the engine-room crew attempted repairs. They worked for about 11 hours and succeeded in replacing one head and getting the engine to run on four cylinders. The warrant machinist was later awarded the Iron Cross First Class of his part in this operation. For the remainder of the cruise, however, U-606 was forced to run Diesel-electric. She submerged only in the Bay of Biscay shortly before making port.

	U-606 limped into Brest on December 5, after having been out just 50 days. She was towed to a pier by two tugs and later put into a U-boat shelter.

	U-606 remained in Brest for about a month. Some of the crew were given leave and several new men joined the boat. The crew lived in barracks which they described as converted private dwellings on the east side of the river. The boat went into a dry-dock shelter for overhaul and painting. At this time the 9th Flotilla device of two sailfish was painted on her coning tower.

	On New Year's Eve, several petty officers went to the officers' quarters to wish their commander a Happy New Year. When they opened the door an amazing spectacle greeted their eyes. The officers, in a highly disheveled condition, were entertaining a number of wholly and partially disrobed women, many of them nurses from the local hospital. An extensive assortment of wine and liqueurs lined the wall. The men were so shocked at the sight that they withdrew, but

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	not before one of them uttered a short but vulgar expletive and slammed the door. The next day Döhler announced his intention of calling the men concerned before the mast. The petty officers, however, insisted on a court-martial, hoping to make public the shameful behavior of their officers when "German soldiers were bleeding and dying at the front". One of them burst into copious weeping when relating the story, so moved was he at the thought of such behavior on the part of German officers. Their flotilla commander who participated in this debauch finally succeeded in hushing up the whole affair.

	The crew of U-606 was in a tense and hostile frame of mind as the men made their boat ready for her forth cruise. The torpedoes were taken aboard on Sunday, January 3, 1943, and on the following day, U-606 set sail.














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	Chapter VII. FOURTH AND LAST WAR CRUISE

	U-606 sailed from Brest on her fourth and last cruise on January 4, 1943. As she left the harbor she was escorted by two minesweepers. Her operational area was again in the North Atlantic. During this cruise, the U-boat came within striking distance of her enemies several times. Once she sighted a destroyer on a foggy day and U-606 was able to escape on the surface without being seen. A few days later a second destroyer was seen, close-in, on a converging course. Heavy seas were running and the destroyer failed to see U-606, which dived and got away without sustaining an attack. Early in February, U-606 was sighted by aircraft. Three bombs were dropped but no damage resulted. The U-boat crash-dived before a second attack could be made.

	About February 14, U-606 was met by a supply boat. The sea was calm and the sky clear. The two U-boats lay alongside for two or three hours while supplies were transferred. They did not make fast, but made steerage way and held their positions, keeping steady with their rudders. U-606 took on fuel oil through a hose, and potatoes, bread, and other provisions were loaded.

	On the morning of February 22, U-606 sighted the first convoy of the cruise, ON 166. She followed it astern all day, keeping the masts in sight. After dark she closed for attack on the surface. At least five and possibly as many as nine other U-boats were in the same wolf pack. U-606 fired her first torpedo at a range of 600 yards and scored a hit. Her second torpedo missed but the third and fourth were hits. The prisoners believed that they sank two ships out of the convoy and possibly a third which was seen burning. The officers later claimed the sinking of three ships for a total of 16,000 tons. There seems to have been much confusion in the convoy as other U-boats were attacking from other

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	quarters.

	After pressing home her attack, U-606 turned hard to port to make good her escape. Such was not to be the case, however. An escort vessel had gained a contact on the U-boat and quickly closed for the kill.















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	Chapter VIII SINKING OF U-606

	The escort vessel which caused U-606 to make her last and fatal dive was probably the Polish destroyer Burza. In order to escape her fierce attack, U-606 submerged to a great depth. The prisoners stated that they watched the depth gauges register up to 200 meters and that the U-boat must have gone as much as 240 meters beneath the surface. A great many depth charges were dropped and the prisoners estimated the number variously from 18 to 50. One of the charges explode just above the bridge, damaging the railing and conning tower housing, and bending the 2 cm. gun out of shape. Near misses caused the U-boat to shake so that an oil line in the petty officers' quarters broke. Prisoners said that the boat creaked and groaned in a terrifying manner due to the great pressure.

	The Engineer Officer and the warrant machinist made a hurried inspection of the boat. They discovered the beginning of a crack in the pressure hull near the after diving tank which they attributed either to faulty material or poor workmanship. The Engineer Officer, becoming panicky, rushed to the Captain saying that in his opinion the boat could remain afloat only 30 minutes. The boat had been submerged for less than an hour, but, according to the prisoners, the air was becoming bad. Some of them stated that there was chlorine in the boat while others positively denied its presence. The tanks were blown, but only after using all of the air in the high pressure flasks. U-606 shot to the surface at a sharp angle. On the way to the surface the Executive Officer ran amuck and attempted to escape through the galley hatch. He was forcibly restrained from doing so by his Commanding Officer.

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	On reaching the surface an inspection was made of U-606. The Diesels and motors were functioning, and the lights were still on. Being somewhat calmer, the Engineer Officer revised his estimate and decided that the boat could live for about two hours. It was soon discovered, however, that the listening devices were no longer in working order and that the high water pressure had caused the conning tower hatch to become jammed fast. U-606 was running blindly on the surface when she was discovered by the USCG Campbell.

	About 1930Z on February 23, the Campbell sighted star shells and flashes of gun fire from a convoy, ON 166, bearing 340⁰, distance about 10 miles. At 1950 she was on course 320⁰, attempting to close with the convoy. Almost immediately thereafter the first radar contact on U-606 was obtained, bearing 010⁰ at 4,200 yards. The Campbell changed her course to follow the contact and general alarm was rung. A sound contact was then obtained at 040⁰, 1,200 yards. The Campbell came right to follow the sound contact which was lost at 500 yards. The cutter first sighted the U-boat about 40 yards off the starboard beam. The U-boat was on course 315⁰ as the Campbell was closing full right. U-606 struck the cutter a glancing blow just under the starboard bridge wing. The hydroplanes of the U-boat cut a hole in the Campbell's hull, causing the engine room to flood. (O.N.I. Note: There is some evidence which seems to point to the fact that the U-boat which collided with the USCG Campbell was not U-606. The radar contact and sound contact obtained by the cutter had slightly different bearings. This might indicate that there were two U-boats in the immediate neighborhood. Moreover, the prisoners from U-606 were unaminous in declaring that they fely no collision at the time. The officers of the Campbell, on the other hand, describe the collision as a violent one and state that they saw the

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	U-boat bounce away as a result of it.) Immediately after the collision the Campbell dropped two 600-pound depth charges which exploded very close to the U-boat, causing her to lift slightly in the water. The Campbell then let loose with her 3-inch guns, her 20 mm. guns, and even Thompson sub-machine guns. A searchlight picked out the target and when the power failed, tracers from the 20 mm. guns gave light enough for accurate fire. The fire continued for less than 10 minutes and many hits were scored on the deck and the conning tower. Thirty-two rounds were fired by the 3-inch guns and about 20 drums of ammunition by the 20 mm. machine guns.

	Meanwhile, on U-606 the Captain had reached the deck via the forward torpedo hatch and with the assistance of those inside succeeded in opening the conning tower hatch. Döhler exhorted his men to remain calm and most of them joined him on deck. A heavy list to starboard prevented them from launching their life raft. Their flashlights drew more fire from the Campbell until one of them flashed the distress signal. Suddenly the men discovered that their Captain had disappeared, probably killed by gun fire. The other officers had remained below and the warrant quartermaster found himself in charge of the men on deck. Fear seized him and he gave the order to abandon ship. The men jumped into the sea and were not seen again.

	The officers and men who remained below fared better. After some time had elapsed and no more gun fire was heard, they decided that it was safe to go above. The Engineer Officer, feeling that discretion was the better part of valor decided not to set the scuttling charges. He claims to have opened the vents of the ballast tanks before joining the others on the bridge, leaving one rating below to open the main flood vent and to fetch the photographs of his girl friend from the officers' quarters. The men on deck, having fortified themselves

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	against the cold with sausages and bottles of rum and champagne, waited in comfort for their rescuers.

	At about 2100Z a boat pulled over to the U-boat from the Campbell and the officer-in-charge ordered the crew of U-606 into the water. Five of them were picked up by him. The remaining seven were taken off by a boat from the Burza. As the prisoners boarded the Polish destroyer one of them turned and saw the conning tower of the U-boat, still clearly visible. At midnight it still was above water.















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	Chapter IX. DETAILS OF U-606

	TONNAGE.

	500 tons.

	TYPE.

	VII C.

	BUILDING YARD.

	Blom & Voss, Hamburg.

	FLOTILLA.

	U-606 was assigned to the 11th Flotilla at Bergen during her Arctic cruise. During her third and fourth cruises, she was assigned to the 9th Flotilla at Brest.

	DIESEL ENGINES.

	G-W (Germania Werft, Krupp), six cylinder, 4 cycle, single acting, developing 1400 horsepower. An engine room rating stated that at extreme emergency speed (3x A.K.) the engines turned up 460 to 470 r.p.m. On spare cylinder head was carried.

	ELECTRIC MOTORS.

	Brown Boveri Co.

	DEVICES.

	While attached to the 11th Flotilla U-606 has as a flotilla device a polar bear below which was an iceberg with a U-boat nearby. When in the 9th Flotilla her flotilla device was two sailfish. Her own device was a map of

	- 23 -



	England with an axe buried in it and the words "Hack, Hack" beneath. This was was said to symbolize the desire to hack away England's shipping.

	PAINT.

	U-606 was given a light gray coat of paint for the Arctic cruise.

	S.B.T.

	Prisoners were unanimous in stating that S.B.T was not fitted.

	G.S.R.

	Fitted on the periscope housing. Prisoners said that is was used both night and day, even when visibility was good. The gear had to be dismounted before diving.

	TORPEDOES.

	Capacity 14. The detonating pistols were carried in the forward compartment and in the control room.

	G.H.G. and K.D.R.

	(Listening gear) Both fitted.

	FRESH WATER.

	The cook was allowed 100 liters of fresh water a day but seldom used as much as this.

	WATCHES.

	Watches and meals were run by local time. The officers stated that it was a matter for the discretion of the commanding officer as to whether watches were run on German time or local time.

	- 24 -



	NICKNAMES.

	The electric motors were called "Anita" and "Anni". The cannon was called "Hedy".



















	- 25 -



	Chapter X. GENERAL REMARKS ON U-BOATS

	DIESELS.

	The Engineer Officer of U-606 spoke freely about the engines of the 500-ton, VII-C U-boat. He stated that this type of boat had become standard in Germany and that only very minor changes were made in its design and equipment from time to time. He said that the improved series of G-W Diesel engines is equipped with fool-proof interlocking controls (Geblockte Stemerung). Starting, stopping, or reversing is impossible until all individual controls such as oil and cooling water circulation, fuel pump and valves, direction of rotation, starting air, etc., have been set. The prisoner intimated that this had been installed because of the youth, inexperience, and inadequate training of the present engine-room crews. He indicated a trend toward even more automatic operation to compensate for the lower quality of the personnel.

	The improved G-W Diesels, according to the Engineer Officer, represent a compromise in weight. He stated that at the onset of the intensive U-boat building campaign, the German naval authorities asked engine manufacturers to submit designs based on such general specifications as height, length, number of cylinders and, presumably, horsepower. MAN (Machinenban Augsburg Nürnberg) submitted a light weight design meeting the set requirements. G-W's design was satisfactory except for excessive weight. G-W was asked to redesign the engine with an eye to weight reduction. The prisoner felt that this was done in a somewhat arbitrary manner, with the result that the engine went to pieces due to the weakness of various parts. He implied that aluminum pistons were used to reduce weight but that they had proved unsatisfactory. Speaking on the general subject of weight reduction in U-boat Diesels, the prisoner stated that

	- 26 -



	it was unimportant since ballast was necessary at all times. He said that in addition to the desired buoyancy, fore and aft trim and, to a lesser degree, athwartships trim, were the controlling factors.

	The same prisoner said that G-W Diesels use removable cylinder sleeves (Laufbuchsen). The water in the cooling jackets immediately surrounds the outside of the sleeve. The prisoner felt that the sleeves proved to be very satisfactory, even as to their infrequent replacement. (See section on "Repairs at Sea" for a discussion of replacement.)

	When discussing the respective merits of MAN and G-W Diesels, the prisoner compared MAN to a fine horse and G-W to a mule. The former, he said, is somewhat delicate, finely engineered and spirited, requiring intelligent handling by qualified personnel. The latter is sturdy and capable of standing much abuse. Its operation and repair are made easy by accessibility. He stated that a G-W engine could be started cold and immediately thrown to full speed (A.K.). He said, however, that if this were done about forty times, the engine would be ruined. In speaking of the type of fuel consumed by the G-W, the prisoner stated in levity that it would "eat just about everything shoved into it, including broomsticks". Apparently this Diesel is adaptable to the use of fuels of a rather wide range of characteristics.

	AUXILIARIES AND EQUIPMENT.

	The chief machinist's mate of U-606 said that the supercharger was of the Kaspelgebläse" type, which is said to consist of two eccentric pieces turning at the same speed, forcing air in one side of the shaft and out of the other. According to the Engineer Officer, however, the 500-ton, type VII-C U-boats all use the "Buckigeblase" which is an exhaust turbo-supercharger. The prisoner stated that the vanes on the exhaust turbine were made of alloys which resisted

	- 27 -



	burning out for a long time. He was unaware of the use of ceramic in vanes but admitted the possibility of research having been done in this field.

	The prisoner considered that the use of friction disk clutches was more satisfactory than mechanical clutches and drives. When questioned about hydraulic clutches and drives, particularly the "Vulkankaplung" and "Vulkangetrimbe", he stated that experience with these was extremely satisfactory. He was non-committal as to their application to present 500-ton U-boats and to large multi-motored U-boats said to be in use or under construction.

	The Engineer Officer said that the early difficulties with the Junkers crankless compressor had been overcome. The chief trouble had been with back pressure building up as a result of waves breaking into the outboard exhaust pipe. Due to defective check-valves in the exhaust line, sea water occasionally entered the Diesel cylinder, causing the piston to freeze, forming steam, and resulting on other damage to the mechanism. To overcome this, the exhaust pipe had been shielded and curved downward in a 180⁰ bend. The Junkers compressor now used on U-boats is of the four stage type.

	BATTERIES.

	The Engineer Officer stated that batteries were light in weight but of the acid-lead type rather than the alkaline-nickel type. The cases were made of hard rubber. The presence of a floating check valve to prevent spilling was confirmed by him. He considered the maximum safe diving angle, from the point of view of battery spill, to be 25⁰. He stated that they would certainly spill at a 45 angle and he considered the critical angle to be between 25⁰ and 45⁰. He stated that the diving angle indicator was graduated only to 25⁰.

	FIRE EXTINGUISHERS.

	The prisoner stated that in some U-boats the built-in controls of the

	- 28 -



	carbon dioxide fire extinguishers were in the battery compartment, while in others they were in the control room. He considered the present extinguisher system to be a closely guarded secret.

	OILS.

	The Engineer Officer stated that Diesel oil was taken on in bulk and that the specifications of oil were uniform. Samples of all oil received are submitted to the flotilla laboratory where it is tested for 23 check-off points. It is then certified.

	Lubricating oil is received in sealed drums which are designated by numbers only, without any indication as to type or specifications. U-boats use light lubricating oils in cold waters or in winter, and heavier oils in warm water or in summer. The necessary changes can be made at sea.

	Centrifugal oil cleaners are standard equipment in all U-boats.

	AIR PURIFIERS.

	The Engineer Officer said that he did not know whether alkalis or lithium were used as air purifying agents. He stated that the charges were received in canisters bearing trade names. The material contained in them, he said was a gray-white powder, or small lumps similar to carbide in appearance.

	REPAIRS AT SEA.

	The Engineer Officer described how a Diesel cylinder sleeve can be replaced at sea. The head is loosened from the stud bolts, hoisted against the overhead where it is secured by nuts to bolts previously fitted to receive it. The sleeve is then removed with screw type pulling gear, a replacement inserted, and the process reversed. The prisoner admitted replacing a cracked cylinder

	- 29 -



	head in a similar manner although the operation was difficult because of the slight clearance.

	The prisoner spoke of an incident on an unidentified U-boat in which there was an explosion in the crank-case. One Diesel was wrecked and pieces of the crank-case were driven into the opposite engine by the force of the explosion. During the course of 72 hours, the Engineer Officer took down both engines and reassembled the undamaged parts into one workable Diesel. During the operation, the boat dived to the bottom and surfaced several times. The only source of power for maintaining pressure in the high pressure air flasks was the Junkers compressor. When repairs were completed, the boat ran on diesel-electric for several days on one engine and dived only upon approaching her base. The batteries went dead on arrival and the U-boat was berthed by tugs. The Engineering Officer of this boat received the Iron Cross First Class for this feat.

	The Engineer Officer of U-606 confirmed a recent report regarding repairs to a U-boat having been made with muslin bandage and a putty. On the boat in question, a cylinder head casing forming a chamber over an exhaust valve and having not exhaust gases on one side and cooling water on the other , cracked. Repairs were made by patching with "Eisenkitt" (literally, "Iron Putty") and then wrapping with bandages. The Diesel was said to have run satisfactorily for the two weeks necessary for the boat to reach her base. The prisoner said that he personally had never used "Eisenkitt" but other had recommended it very highly, as it was water, heat, and oil resistant. He believes that it has an asbestos base and contains a petroleum solvent which evaporates during setting. The preparation is said to set in about 20 minutes, either in air or under water.

	- 30 -



	The Engineer Officer stated that direct current welders are carried aboard all U-boats. A coated electrode of soft Swedish steel is said to be used. The prisoner considered the outfit to be very satisfactory except when used on heavy cast iron. He said that normally the seams welded by it were so hard that it is practically impossible to cut them even with a pneumatic chisel.

	For making repairs outboard, a self-contained diving suit is carried on all U-boats. The suit carrying oxygen flasks and potash air purifying cartridges. Diving is attempted only in a calm sea.

	Repairs of a major character can be effected when a supply U-boat is met. These vessels carry such spare parts as cylinder heads, sleeves, stocks of shafting, pipe and other fittings. Cylinder blocks are not carried as these can be installed on a U-boat only at a base. Fairly complete shops are to be found on supply U-boats, and their equipment includes drills, grinders, and power thread-cutters.

	TORPEDOES.

	One of the most experienced of the petty officers said that on all U-boats on which he had served, the pistols were kept in sealed (plenbiert) containers and that when these were mounted on the torpedoes, all enlisted men were ordered out of the compartment. The pistols, he said, were set by officers only, in order to preserve the secrecy of the mechanism. This statement was vigorously denied by the officers, however. The prisoner also said that torpedoes must run for 200 meters before they arm and that U-boats were not permitted to approach nearer than 300 meters to their target when firing a torpedo. Another prisoner stated that practice torpedoes are painted with two red rings.

	- 31 -



	OFFICERS.

	One prisoner stated that the transfer of surface ship officers to the U-boat arm was not proving successful. He said that throughout the U-boat service it was considered that surface ship offices, especially those who had been on larger units, did not make successful U-boat officers.

	BOOBY-TRAPS.

	The Engineer Officer stated that booby-traps against boarding parties had been set in all U-boats as a result of the capture of U-570 (HMS Graph). When disturbed, the device will cause torpedoes to explode. There seems to be some evidence to show that the lead to the charge is attached to the main bilge pump control. The prisoner warned the interrogators against boarding any German U-boat.

	HATCHES.

	Although it is against orders to screw down hatches any tighter when diving to great depths, this is usually done during a depth charge attack for greater security.










	- 32 -



	Chapter XI. U-BOAT BASES

	BREST.

	A prisoner said that in Brest torpedoes are loaded on U-boats from supply ships which come alongside.

	The approved brothels for enlisted men in Brest are numbered 1, 2, 3, 5, and 6. Number 4 is missing.

	The Commanding Officer of the training company at Brest is Kapitänleutnant Wein.

	GOTENHAFEN.

	Prisoners stated that the depot ship Oceana serves as quarters for the men of the 5th, 8th, and 9th companies of the U-boat school. The Commanding Officer of the 3rd company is Kapitänleutnant Stein. (Information as of March, 1942.)

	It was said that Kapitänleutnant zur See Burkart of the 1934 naval term is in charge of the petty officers school and lives on the depot ship Nanes. Korvettenkapitän Schmidt, described as a department (Abteilung) commander, also lives on the Nanes. (Information as of Summer, 1941.)

	Italian workers are said to be stationed at Gotenhafen. A prisoner said that if a German girl is seen with an Italian this is regarded as a major disgrace.

	STETTIN.

	The depot ship Usanbara serves as quarters for the U-boat replacement company (Durchgangskompanie) as well as for the crews of the 750-ton U-boats belonging to the 4th Flotilla. (Information as of Fall, 1941.)

	- 33 -



	It was stated that in August, 1942, at the Oderwerke at Stettin, there were nine U-boats on the ways. Progress was slow as the yard was used largely for repair work and workers were frequently shifted from new construction to emergency repairs.

	STRALSUND.

	The Commandant of the 9th Ship's Manning Division at Stralsund is Kapitänleutnant Barow of the 1937 naval term. The Commanding Officer of the 2nd company of this division is Leutnant Müller. (Information as of August, 1942.)

	PILLAU.

	It was confirmed that Korvettenkapitän Otto Schuhart of the 1929 naval term is on the staff of the 21st Flotilla at Pillau.













	- 34 -



	Chapter XII. U-BOAT TRAINING

	According to a prisoner from U-606, more and more men at the U-boat school at Gotenhafen are being trained on mine sweepers because of the scarcity of schoolboats. He said that during the time he attended the school (February, March, and April, 1942) his class was divided into two parts, one of which trained on schoolboats, the other on mine sweepers. The prisoner was in the mine sweeper section and spent only one hour a week, in the evenings, on a U-boat.

	Another prisoner spent eight weeks in 1941 training on a 60-ton converted trawler. The boat belonged to a group of seven or eight similar craft which had been organized into a training flotilla under command of Kapitänleutnant Sirause, a 50 year old World War veteran. The boats were all used for training purposes, the course consisting largely of marlin spike seamanship. The prisoner insisted that all the men on these boats were training for service in the U-boat arm.

	The officers of U-606 were critical of the value of the tactical exercises in the Baltic. They said conditions in the Atlantic differed to such a degree from those in the Baltic that the exercises were hardly worth while.














	- 35 -



	Chapter XIII. U-BOAT FLOTILLAS

	It was stated that the 9th Flotilla at Brest was first founded in April, 1942, and that Korvettenkapitän Heinrich Lehmann-Willenbrock of the 1931 naval term has been its Commanding Officer since the beginning.

	A prisoner stated that a permanent flotilla of 750-ton U-boats was based at Stettin. He said that the flotilla headquarters were located on the depot ship Usaehara. (O.N.I. Note: This is probably the 4th Flotilla believed based on Stettin and commanded by Korvettenkapitän Heinz Fischer.)
















	- 36 -



	Chapter XIV. MISCELLANEOUS

	A prisoner stated that the crew of U-606 was instructed to carry side arms in France, even when they were on leave.

	The prisoners complained of the coldness of their reception in Norway by the Norwegian people. They said that if a Norwegian girl associates with a German she is ostracized by her people.

	Several prisoners stated that civilians in Germany were allowed only three cigarettes a day.

	One prisoner told of a large prisoner of war camp located at Erfart. It was occupied by French prisoners of war who worked on farms and in nearby factories. They were not guarded during the day but only by night.
















	- 37 -

Annex A. CREW LIST OF U-606

	Name	Rank	U.S.N. equivalent	Age

	Döhler, Hans	Oberleutnant zur See	Lieutenant (j.g.)
*	Boulanger, Werner	Leutnant zur See	Ensign	23
*	Reese, Martin-Peter	Leutnant zur See	Ensign	20
*	Schünemann, Werner	Leutnant (Ing.)	Ensign, Engineering duties only.	22
	Schmid, Alfred	Obersteuermann	Warrant quartermaster
*	Mette, Josef	Obermaschinist	Warrant machinist	28
	Zeugner, Heinrich	Obermaschinist	Warrant machinist
*	Delor, Richard	Bootsmaat	Coxswain	23
*	Henninger, Alfred	Bootsmaat	Coxswain	25
	Himmler, Fritz	Bootsmaat	Coxswain
	Sahlberg, Heinz	Funkmaat	Radioman, 3cl
	Steinmann, Paul	Funkmaat	Radioman, 3cl
	Bracke, Gerhardt	Maschinenmaat	Fireman, 1cl
	Kamöthke, Josef	Maschinenmaat	Fireman, 1cl
	Limpert, Helmut	Maschinenmaat	Fireman, 1cl
	Päge, Karl	Maschinenmaat	Fireman, 1cl
	Schnell, Oskar	Maschinenmaat	Fireman, 1cl
	Westbomke, Wilhelm	Maschinenmaat	Fireman, 1cl
	Hartmann, Kriph	Torp. Mechanikermaat	Torpedoman's mate, 3cl
	Goos, Eko	Matrosenobergefreiter	Seaman, 1cl
	Van Laak, Heinrich	Matrosenobergefreiter	Seaman, 1cl
*	Wolfgarten, Fritz	Matrosenobergefreiter	Seaman, 1cl	20
	Krause, Gustav	Mechanikerobergefreiter	Seaman, 1cl
	Lemke, Fritz	Mechanikergefreiter	Seaman, 2cl
	Kazenmeier,	Funkgefreiter	Seaman, 2cl
	Schlichting	Funkgefreiter	Seaman, 2cl
	Egger, Adalbert	Matrosengefreiter	Seaman, 2cl
*	Kaufmen, Bernhard	Matrosengefreiter	Seaman, 2cl
	Kubitschek, Konrad	Matrosengefreiter	Seaman, 2cl
	Mühlenbeck,	Matrosengefreiter	Seaman, 2cl
	Pilz, Alfred	Matrosengefreiter	Seaman, 2cl
	Sutter	Matrosengefreiter	Seaman, 2cl
	Arndt, Otto	Maschinengefreiter	Fireman, 3cl
	Brehl, Heinrich	Maschinengefreiter	Fireman, 3cl
	Eikelmann	Maschinengefreiter	Fireman, 3cl
	Ernst, Hans	Maschinengefreiter	Fireman, 3cl
	Helfricht, Günther	Maschinengefreiter	Fireman, 3cl
	Prottengeier, Hans	Maschinengefreiter	Fireman, 3cl
	Retsch, Friedrich	Maschinengefreiter	Fireman, 3cl
*	Schröter, Wilhelm	Maschinengefreiter	Fireman, 3cl	19
*	Simon, Richard	Maschinengefreiter	Fireman, 3cl	20
	Stracke, Paul	Maschinengefreiter	Fireman, 3cl
	Tschönisch, Rudolf	Maschinengefreiter	Fireman, 3cl
	Wengenrodt, Hermann	Maschinengefreiter	Fireman, 3cl
	Zahner, Rudolf	Maschinengefreiter	Fireman, 3cl
*	Lösche, Ernst Günther	Matrose	Apprentice Seaman	19
*	Moshage, Herbert	Matrose	Apprentice Seaman	19

__________________________________________________________________________

* Denotes survivors.

SUMMARY OF CREW

Officers . . . . . . . . . . . .	4
Petty Officers . . . . . . . .	15
Other ranks . . . . . . . . .	29
Total . . . . . . . . . .	48

NOTES ON VARIOUS U-BOATS

U-boats Identified by Number

U-1, U-3, U-12, U-15, U-22, U-53, U-54, U-55, U-63, U-64, U-122, U-144, U-147, U-213, U-555

Prisoners confirmed the loss of these boats.

U-8	U-8 was said to have belonged at one time to the torpedo firing flotilla at Memel. Kapitänleutnant Kell of the 1933 naval term was once in command of this boat. He was succeeded by Kapitänleutnant Heinsohn. Kell was later transferred to the staff of a U-boat school and was then given command of U-204.

U-15	A prisoner stated that U-15 was rammed by the German torpedo boat Iltes and not by a cruiser as was previously believed.

U-16 and U-18	The crew of U-16 was said to have become sick and was replaced by the crew of U-18. When U-16 was sunk late on 1939 or early 1940, the entire crew of U-18 was lost, with the exception of her C.O. Klt. Vogelsung who was not aboard.

U-19	The use of U-19 as a schoolboat was confirmed.

U-21	U-21 was said to have run aground off Norway and sunk. The crew was rescued, interned for a time in Norway, and eventually freed.

U-29	An earlier rumor concerning the sinking of U-29 was confirmed. It was stated that when Korvettenkapitän Otto Schuhart was captain of this boat, his executive officer was an Oberleutnant Förster.

- 1 -

U-34	A prisoner from U-606 had done one patrol in Korvettenkapitän Rollmann's U-boat. Although he would not give the number he confirmed various facts which are known to apply to U-34 which is known to have been Rollmann's boat, volunteering for instance the information that she had torpedoed a British submarine. He was at the same time adamant that she was a 750 tonner. It appears probable from this evidence that U-34 is in fact of 750 and not 500 tons as previously thought.

	The prisoner made his one patrol early in 1942, sailing from a German port, presumably Kiel. 14 days out three ships of 21,000 tons in all were sunk out of a convoy, and three days later an independently routed refrigerator ship was sunk. Between two and three weeks later two ships, totaling16,000 tons were sunk out of a convoy, the U-boat being heavily depth-charged. Owing to the large number of aircraft in the vicinity a few days later it was thought that a carrier was near; one aircraft dropped four bombs on the U-boat but on coming in for her second run was shot down with the 20 mm. cannon. She subsequently sank what was described as a corvette with gunfire. Having sank a total of 48,000 tons U-34 returned to Kiel early in March 1942, the patrol lasted 7 weeks.

	Rollmann left the boat to become an instructor and she was taken over for one more patrol by a Kapitänleutnant before becoming a schoolboat.

	Paulssen was at one time Executive Officer of this boat.

U-38	A prisoner repeated the rumor that U-38 had been sunk.

U-52	Kapitänleutnant Heinz Fretherr von Freyberg-Eisenberg-Allmondingen of the 1935 naval term once commanded the U-52 as a schoolboat. One prisoner believed U-52 had been lost.

- 2 -

U-57	According to a prisoner, U-57 was rammed in 1940 by a Norwegian steamer in the locks at Brünsbüttel. The U-boat sank and was subsequently raised. Eight members of the crew were drowned.

U-56 to U-59	These four boats were said to be used as schoolboats at Gotenhafen.

U-58	A prisoner who had previously served on U-58, commanded by Kapitänleutnant Herbert Kuppisch of the 1932 naval term, gave a graphic description of one of the cruises. Oberleutnant Günther Reeder of the 1935 term was executive officer (1.W.O.) at the time, presumably in 1940. The patrol area was in the neighborhood of Scotland, Fair Island, and the Shetland Islands. After an unsuccessful attack on a 500 ton steamer and while being hunted by a new 10,000 ton cruiser, U-58 was forced to stay submerged for 47 hours, near the approaches to Moray Firth.

	When she surfaced, U-58 torpedoed a 9000 ton troop transport protected by armed trawlers. The escort vessels depth-charged the U-boat forcing her to submerge to about 100 meters. About three hours later, the U-boat surfaced to periscope depth and watched a destroyer rescue the troops from the stricken transport. Kuppisch attempted to torpedo the destroyer, but the U-boat broke surface, revealing her position. The destroyer forced U-58 to submerge deeply again and fiercely depth-charged her. The attack against U-58 continued on the next day, some of the charges exploding uncomfortably close. Eventually she was able to elude her pursuers and escape.

	The next night U-58 was notified by the Admiral-in-Command of U-boats that a German airplane had made a forced landing in the Atlantic west of Fair Island. She was ordered to look for the plane, but failed to find it.

- 3 -

	It was later learned that U-47 under command of Prien, returning from Narvik, found the fliers and brought them to Germany.

	U-58 then waited for about ten days near the Island of May. Two patrol boats were repeatedly sighted but failed to attack the U-boat. The crew of U-58 named them "Max and Moritz" after the famous characters in the book by Wilhelm Busch.

	On the tenth day U-58 sighted a convoy of about 16 ships escorted by a destroyer. The U-boat fired her last torpedo at a 2000 ton vessel, but missed.

	The Admiral-in-Command of U-boats had warned U-58 of the heavy patrol in the Fair Island channel. Her batteries were exhausted and, not wishing to risk this passage on the surface, U-58 sailed around the Shetland Islands on her return to her base. She was attacked by an airplane which dropped ten bombs. The U-boat was severely shaken but undamaged and reached her home port safely.

U-60 to U-62	These three boats were said to be schoolboats based on Pillau.

U-63	A prisoner stated that U-63 is the only boat of the series U-56 to U-63 that has been sunk. The sinking is said to have occurred on her first cruise.

U-88	It was stated that U-88 had just left Bergen when U-606 first arrived there, late in August, 1942. She was one of the group of U-boats which attacked convoy PQ 18 in September. U-88 was said to have been sunk in this action. (O.N.I. Note: It is known that two U-boats were sunk attacking this convoy, one on September 14 and one on September 16, 1942.)

- 4 -

U-90 and U-91	U-90 and U-91 were stated to be schoolboats.

U-97	One of the prisoners believed that U-97 has been sunk.

U-108	A prisoner admitted the possibility that U-108 had been sunk as previously reported.

U-109	It was stated that Korvettenkapitän Heinrich Bleichrodt's boat belongs to the 10th Flotilla at Lorient. The U-boat was said to have left Lorient between October 8 and november 29, 1942 while U-164 was there. ONI Note: Bleichrodt is known to command U-109.

U-120, U-121	A prisoner stated emphatically that U-120 and U-121 were 250 ton boats. He said that they were built out of series and were therefore known as "Chinaboote". The series U-112 to U-121 had previously been thought to consist of large new U-boats of a type similar to U-A.

U-138 to U-150	A prisoner stated that 300 ton U-boats numbered U-138 to U-150 are used as schoolboats at Gotenhafen.

U-174	A prisoner stated that he had seen the boat commanded by Korvettenkapitän Thile of the 1922 naval term in Lorient. He believed that this boat left Lorient on November 29, 1942 with U-164. According to him, it is a 750 ton boat belonging to the 10th Flotilla. The prisoner said that its conning tower had been seriously damaged. It is believed that Thile is in command of U-174.

- 5 -

U-201	A prisoner referred to U-201 as Kapitänleutnant Schnees's "former boat". This tends to confirm the report that Schnee is no longer at sea but attached to Dönitz staff.

U-204	A prisoner who had been on two cruises aboard U-204 under command of Kapitänleutnant Kell gave the following information. On one patrol, a student commander, an elderly Korvettenkapitän was aboard and left the boat at Brest. Oberleutnant (Ing.) Rainer of the 1932 naval term was engineering officer on U-204. Previously he had been on U-101 instructing in the handling of the hydroplanes. During a stay in Brest the executive officer took the entire crew of U-204 to a brothel.

	On two cruises in 1941, U-204 sank 42,000 tons. The prisoner said that on the first cruise a 9000 ton passenger ship painted white was sunk. On the second cruise U-204 sank a British destroyer, a 14,500 ton freighter and three other ships. The large freighter was described as having six hatches. The prisoner stated that these were all from a convoy of 24 ships and that U-boats accounted for all but two ships in the convoy. U-204 later met a life boat with English and Spanish survivors. Kell offered to take them aboard but they refused. He then gave them food and water and left them to their fate.

	The prisoner stated that he had learned that U-204 was sunk on her third cruise. She proceeded from Brest through the Straits of Gibraltar and was scheduled to return to Brest. About the middle of October, 1941, U-204 participated in an attack on a convoy in the Mediterranean with U-boats commanded by Kapitänleutnant Reinhard Suhren and Kapitänleutnant Schnee (O.N.I. Note: Possibly U-564 and U-201). U-204 sank a 14,000 ton tanker and wa thereupon attacked by a destroyer. U-204 was forced to remain submerged for three days. Finally on October 19 lack of air

- 6 -

	caused her to surface and she was rammed and sunk.

U-209	The engineer officer serving under Kapitänleutnant Brodda of the 1932 naval term is said to have had considerable U-boat experience, having had 300 depth charges dropped on him. It is believed that Brodda commands U-209.

U-213	A prisoner confirmed the loss of U-213.

U-253	A prisoner confirmed the loss of the boat commanded by Oberleutnant Adolf Friedrichs of the 1935 naval term. The prisoner was personally aquatinted with the first officer (1.W.O.) of this boat, Leutnant Schons. Schons was a native of Mülheim a.d. Ruhr and was known to have been lost at sea. There is reason to believe that the number of this boat may be U-253.

? U-333	It was stated that Kapitänleutnant Heinmann formerly commanded the boat whose captain is now Kapitänleutnant Erich Cremer. Cremer is believed to command U-333.

U-435	Prisoners spoke of how Kapitänleutnant Strelow, commanding U-435, sank five merchant vessels and two destroyers totaling 57,000 tons out of the westbound convoy PQ 14 at the time that U-606 was contact keeper. On September 20, 1942, U-435 sank an armed merchantman and one destroyer and escaped without being depth charged. U-606, which had been unable to attack, received the depth charges intended for U-435. Strelow had encountered the destroyer screening an armed merchantman, and having been sighted by the destroyer, waited for her at periscope depth. After zigzagging for a while, the U-boat found it necessary to shoot or be fired upon. The destroyer came within range, Strelow fired and scored a hit. The merchantman made off at

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	full speed and then suddenly turned toward the U-boat. When she presented a good target, Strelow fired once more and the merchantman disappeared.

U-502	A prisoner confirmed the loss of U-502 with all hands. U-502 was commanded by Kapitänleutnant Jürgen von Rosenstiel of the 1933 naval term.

U-510	According to a prisoner, U-510 was commissioned early in September, 1941.

U-511	A prisoner stated that U-511 was commissioned about November 15, 1941.

U-577	A prisoner confirmed the story of the sinking of the boat commanded by Oberleutnant Ottskar Paulshen of the 1934 naval term by an Italian destroyer. Paulshen is thought to have commanded U-557.

U-580	A prisoner confirmed the sinking of U-580. He stated that her captain, Kapitänleutnant Hans Günther Kuhlmann of the 1936 naval term had been saved.

U-584 and U-585	A prisoner admitted the probable truth of the report that U-584 and U-585 have been sunk.

U-586	Prisoners stated that U-586 commanded by Klt. Friedrich von der Esch had returned to Bergen from the Arctic about the middle of September, 1942. Von der Esch was temporarily assigned to the command of U-606 for the purpose of intercepting Murmansk-bound convoy PQ 18. He brought ten of his own crew with him to U-606, including his Obersteuermann, Lattermann.

U-604	It was stated that U-604 had already been launched in December, 1941,

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	when prisoners from U-606 were standing by for the final phase of construction.

U-605	A prisoner confirmed the report that Kapitänleutnant Herbert Viktor Schütze of the 1935 naval term is in command of U-605.

U-607	It was stated that an officer named Ingels was commander of U-607. Several prisoners stated that he had been awarded the KCIC. The executive officer was said to be Leutnant Wolf Jeschonnek of the 1938 naval term. U-607 was possibly present when U-607 did her tactical exercises in the spring of 1942.

U-610	U-610 was stated to be commanded by Kapitänleutnant Heinz Freiherr von Freyberg-Eisenberg-Allmendingen of the 1935 naval term. He has already been successful, for U-606 intercepted messages announcing this fact.

	The Executive Officer of U-606 had served with Frey on his former boat U-52, and considered him to be an exceptionally gifted commander and a very likely candidate for the KCIC.

U-612	U-612 was said to have been rammed underwater during the tactical exercises in which U-606 participated. A crew of 45 men were saved. She was commissioned after U-606.

U-712	A prisoner stated that U-712, commanded by a Kapitänleutnant Ergener, participated in the attack on convoy HX 212 with U-606 toward the end of October, 1942. (O.N.I. Note: The commander referred to may be Oberleutnant Wegner of the 1937 naval term.)

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U-D5	According to a prisoner, U-D5 is based on St. Nazaire. She was previously reported at Lorient. It was confirmed that Korvettenkapitän Haln was her commanding officer.

U-Boats Identified by Commanding Officer's Name

U-HEESE	Leutnant Jochem Reah of the 1938 naval term was said to have served under Kapitänleutnant Hermann Hesse of the 1931 naval term. It is possible that Hesse's boat is U-442.

U-IBBEKEN	One of Admiral Dönitz' sons was said to be on the boat commanded by Kapitan zur See Ibbeken of the 1918 naval term. (O.N.I. Note: This may be the 1200 ton boat that Ibbeken is believed to command.)

U-LIEBE	A U-boat commanded by an officer named Liebe was said to be attached to the 10th Flotilla based on Lorient. (O.N.I. Note: This boat may be the 750 ton U-516 commanded by Korvettenkapitän Heinrich Liebe of the 1927 naval term. It is unlikely that it refers to U-332 commanded by Oberleutnant Johannes Liebe of the 1933 naval term. U-332 is a 500 ton boat and it is believed that only 750 ton U-boats are attached to the Lorient Flotilla).

U-MENGERSEN	Kapitänleutnant Ernst Mengersen of the 1933 naval term was said to have been in command of a new boat which made her tactical exercises in the Baltic with U-606 between May 15 and June 1, 1942.

U-GELRICH	The U-boat commanded by Kapitänleutnant Adolf Gelrich of the 1935 naval term was said to have participated in the wolf pack attack on convoy ON 166 on February 22, 1943.

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U-REEDER	The boat commanded by Oberleutnant Günther Reeder of the 1935 naval term was reported to have been in Brest in December, 19422. His boat may have a Berlin bear as its device.

U-VON VAREN-DORFF	A prisoner stated that the boat commanded by Oberleutnant von Varendorff of the 1935 naval term was in Brest in June or July, 1942. Von Varendorff was said to have made several trips on this boat which, it was said, was not a minelaying U-boat. (O.N.I. Note: This statement is probably incorrect as there is evidence to show that Von Varendorff was lost when U-213 was sunk.)

U-Boats Identified by Devices

A U-boat with a device representing a lion above which was an airplane was seen in Brest in December, 1942. A prisoner said that, contrary to the usual custom of wearing the U-boat device on their caps, the crew of this boat wore the flotilla device.

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	In reply refer to Initials
	and No.

	Op-16-Z
	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON





	O.N.I. 250 – G/Serial 10


	REPORT ON THE
	INTERROGATION OF SURVIVORS FROM U-606
	SUNK ON FEBRUARY 22, 1943








	April 19, 1943