U-boat Archive - U-185 and U-604 - Interrogation Report



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	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON



	Final Report – G/Serial 26

	REPORT ON THE
	INTERROGATION OF SURVIVORS FROM U-604 AND U-185
	SUNK 11 AUGUST 1943 AND 24 AUGUST 1943


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	4 November 1943

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TABLE OF CONTENTS

PART ONE		INTRODUCTION AND SINKINGS OF U-604 AND U-185	PAGE

Chapter	I.	INTRODUCTORY REMARKS	3

	II.	SCUTTLING OF U-604 AND SINKING OF U-185	5

PART TWO		DETAILS AND HISTORY OF U-604 AND U-185

SECTION A:		U-604

Chapter	I.	DETAILS OF U-604	13

	II.	CREW OF U-604	16

	III.	EARLY HISTORY OF U-604	18

	IV.	FIRST PATROL OF U-604	19

	V	SECOND PATROL OF U-604	20

	VI.	THIRD PATROL OF U-604	21

	VII.	FOURTH PATROL OF U-604	22

	VIII.	FIFTH PATROL OF U-604	23

	IX.	SIXTH AND LAST PATROL OF U-604	24

	X.	CREW LIST OF U-604	29

SECTION B:		U-185

Chapter	I.	DETAILS OF U-185	31

	II.	CREW OF U-185	40

	III.	EARLY HISTORY OF U-185	41

	IV.	FIRST PATROL OF U-185	46

	V.	SECOND PATROL OF U-185	52

	VI.	THIRD AND LAST PATROL OF U-185	58

	VII.	CREW OF U-185	65

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PART THREE		GENERAL	PAGE

Chapter	I.	GENERAL REMARKS ON U-BOATS	68

	II.	U-BOAT BASES	70

ANNEX A.		U.S.N. EQUIVALENTS OF GERMAN NAVY RANKS	71



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	P A R T O N E

	INTRODUCTION AND SINKINGS OF
	U-604 AND U-185













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	Chapter I. INTRODUCTORY REMARKS

	Inasmuch as the stories of U-604 and U-185 merged into one at the time of the sinking of U-604, it has been decided to include the reports on interrogation of survivors under one cover.

	U-604, badly damaged by aircraft attacks, was scuttled by her crew 11 August 1943 some 900 miles off Natal, in approximate position 05⁰ S., 20⁰ W. The crew then boarded U-185 which was standing by. Two days later, one half of U-604’s crew was transferred from U-185 to U-Emmermann.

	Eleven days later, 24 August, U-185 herself was sunk, by aircraft from U.S.S. Core, southwest of the Azores, in approximate position 27⁰ N., 37⁰ 06’ W. She was homeward bound at the time, with half of the crew of U-604 still aboard.

	Thirty-six men were rescued by U.S.S. Barker and transferred to U.S.S. Core. Nine of these were U-604 men. Of the 27 others – crew members of U-185 – 4 died at sea after rescue, of chlorine gas poisoning.

	Upon questioning, all 9 of the men from U-604 acted according to orders from the Captain of U-185 and claimed they were crew members of U-185. This deception was discovered, however, when they were landed and taken to an interrogation center.

	U-604, a 500-tonner, was on her 6^th patrol when scuttled. Her Captain was Kapitänleutnant* Horst Höltring, of the 1933 naval term. Höltring boarded U-185 after his own boat was scuttled, but he did not survive the sinking of U-185.

	U-185 was a 750-tonner. She was on her third patrol when sunk. She was commanded by Kapitänleutnant August Maus, of the 1934 naval term.

	_______________________________________________________ * For U.S.N. equivalents of German Navy ranks see Annex A, page 71.


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	Maus survived.

	The crews of both boats were very security conscious, apparently both as a result of recent security lectures and of the unusual circumstances of the sinking of U-604.



















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	Chapter II. SCUTTLING OF U-604 AND SINKING OF U-185

	RENDEZVOUS.

	U-604 met U-185 on the morning of 11 August 1943 at approximate position 05 S., 20 W. U-604 was in a precarious condition. An aircraft attack on her on 30 July had jammed a starboard hydroplane, knocked out a motor, and punctured several tanks. Kapitänleutnant Höltring had reported to Commander-in-Chief U-boats that he could not get his boat back to port. Since that time she had been marking time until help came, proceeding with difficulty to the rendezvous with U-185 to which Commander-in-Chief U-boats ordered her.

	The two U-boats hove to about 100 yards apart, and the U-604’s crew immediately began the transfer of provisions, oil, and equipment to U-185.

	U-EMMERMANN ARRIVES.

	The transfer required several hours. When it was almost completed, another U-boat commanded by Kapitänleutnant Karl Emmermann of the 1934 naval term arrived. (O.N.I. Note: Emmermann was believed to command U-172.) Emmermann came too late to receive any of U-604’s fuel or provisions, but inasmuch as he was to take over one-half of U-604’s crew, a number of bunk mattresses were transferred to his boat.

	LIBERATOR ATTACKS.

	Shortly after U-Emmermann arrived, a Liberator dived from the clouds in a surprise attack. U-604 was in a near helpless condition, damaged and without fuel. Most of her crew was on the top deck when the plane attacked.

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	Survivors said the Liberator made two runs over the U-boats, strafing and dropping four bombs. The bombs caused no damage. U-185, meanwhile, began circling around U-604, as if to protect her; in so doing she passed over the spot where U-Emmermann had dived. As the Liberator turned at about 1200 feet for another run, the U-boat crews saw her wobble, then plunge into the sea. Prisoners expressed the opinion that the pilot had been killed by fire from U-185. They said a search was made for survivors from the plane but none was found.

	(O.N.I. Note: On 11 August , a VLR plane was sent out from Natal to sweep to the eastward to locate two U-boats estimated homeward bound in general area 05 S., 20 W. About 2½ hours after her departure, this plane reported changing frequency, but was never heard from again. She probably was the plane shot down by U-185.)

	Preparations to scuttle U-604 continued. U-Emmermann did not return immediately, so U-185 had to accommodate all of U-604’s crew. These men were ordered overboard, to swim the 100 yards to U-185. Höltring, his wounds sustained in the aircraft attack of 30 July not yet healed, was rowed over in a rubber boat. The engineer officer came last. Survivors said he set four charges with 8-minute fuses, then opened the vents. He climbed quickly through the conning tower, dived overboard and swam to U-185. Before he reached her, the scuttling charges exploded, and U-604 sank by the stern.

	Survivors from U-604 felt that Emmermann had deserted them by submerging when the Liberator appeared, and they praised the manor in which Maus, commander of U-185, stood by and shot down the attacking plane.

	Höltring instructed his men to stand by at the stations aboard U-185 which they had served on U-604, telling them they would have to

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	“earn their passage”.

	RENDEZVOUS WITH EMMERMANN.

	Maus now set about arranging to meet U-Emmermann again, to transfer half of U-604’s crew. According to survivors, contact was established by U.T. and a rendezvous fixed.

	Three or four days later, 14 or 15 August, the two boats met about noon. Emmermann explained he was tardy in arriving because of trouble with his compasses. Twenty-three members of U-604’s crew transferred to U-Emmermann. Among them was the engineer officer, with the log, and a Propaganda Kompanie officer.

	One prisoner stated that Maus accused Emmermann in sharp language of having left U-185 and U-604 in a serious predicament by submerging on 11 August, but this could not be confirmed.

	Emmermann made a few compass tests, sailing about three miles distant from U-185; then the two parted company, and U-185 set course for home port.

	SINKING OF U-185.

	Shortly after daybreak, 24 August, U-185 was sailing surfaced in approximate position 27⁰ N., 37.06⁰ W. Suddenly the bridge watch spotted two planes approaching, a fighter followed by a bomber. They gave the alarm. The fighter passed over in a strafing run from astern wounding the entire bridge watch. As Maus climbed up through the conning tower, his watch officer on the bridge attempted to tell him something but was too badly wounded to speak.

	As Maus stepped onto the bridge the bomber let go its depth charges. According to survivors, one exploded under the boat aft and

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	another hit the 105-mm. Gun forward. These two spelled U-185’s doom. The tanks on the port side were crushed and the pressure hull cracked. No. 1 battery was damaged. As Maus shouted down, asking if the boat was in diving condition, the engineer officer shouted back: “Everything’s smashed…. Batteries.…chlorine!” (“Alles Kaput….Batterie….Chlor!”)

	Maus immediately ordered the crew to put on life belts and come topside. Chlorine gas formed quickly as sea water rushed into the battery compartment under the officer’s quarters, forward of the control room. As the Diesels still were running, the gas was sucked through the boat to the engine room. Several men died at their stations. All those who were able climbed to the bridge.

	Meanwhile, in the bow compartment, a strange drama was being enacted. According to survivors, Höltring was in his bunk in the officers’ quarters, with his pistol, as always, close at hand when the attack began. In the bow compartment lay a member of U-185’s crew with a bullet wound in his leg, sustained in a previous action. Unable to walk, he was trapped as chlorine gas to spread. Seeing Höltring rush into the bow compartment with his pistol in hand, the youth cried to Höltring to shoot him. According to survivors accounts, Höltring shot and killed the boy, then shot himself through the head.

	On the bridge, Maus saw his boat sinking slowly by the stern. The air supply for blowing gave out and the list to port increased. Planes flew in again, strafing the men who were gathered around the bridge and conning tower. U-185 was still making way as she went under, sweeping her survivors into the sea.

	Maus did his best to keep his men about him in the water and at the same time shouted warnings to them, particularly those from U-604, about security: “We are all from the same boat. And under no circumstances

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	say anything at all”.

	Several men died of chlorine gas poisoning as they floated in their life belts. The engineer officer, who was exposed to the gas only a brief minute in the boat, gasped to Maus that he was barely able to breath. The engineer and three others died of gas poisoning after being rescued.

	Planes continued to circle overhead. One of them signaled that help was coming. Some four hours later, U.S.S. Barker arrived and pulled 36 men from the water. They later were transferred to the carrier U.S.S. Core. (O.N.I. Note: A TBF-1 and F4F-4 from U.S.S. Core sighted U-185 fully surfaced and reflecting the sun, at 0537Z 24 August 1943. The planes were at 7,000 feet, 3-4 miles distance from the U-boat, which was proceeding on course 330⁰T at 10-12 knots.

	The planes sought cloud cover, from which they emerged to attack the U-boat from astern. The F4F-4 made a strafing run. The TBF-1 then approached from 350 astern on the starboard quarter, dropping 2 Mark 47 depth charges from 250 feet. The charges straddled the U-boat, the first exploding beneath the hull near the conning tower, the second exploding off the port bow.

	The U-boat turned 90⁰ to port, with dense black smoke trailing low off the conning tower, and began to settle by the stern. The F4F-4 made another strafing run from the U-boat’s starboard quarter.

	U-185 made no more evasive turns and did not man her A/A guns. Three or four minutes later, another F4F and TBF from U.S.S. Core arrived and made strafing runs. When it was noted that the U-boat was in sinking condition, and that the men were in the water, bombs and machine-gun fire were withheld.

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	A relief TBF, dispatched from U.S.S. Core, guided U.S.S. Barker to the scene and covered her while she picked up survivors. U.S.S. Barker arrived at 1010Z.)






















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	P A R T T W O

	DETAILS AND HISTORY OF
	U-604 AND U-185
















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	SECTION A: U-604

	Chapter I. DETAILS OF U-604

	TONNAGE.

	500 tons.

	TYPE.

	VII-C.

	BUILDING YARD.

	Blohm & Voss, Hamburg.

	FLOTILLA.

	9^th Flotilla, at Brest.

	F.P.N.

	U-604: M 27582
	Flotilla: M42961

	C/T INSIGNIA.

	Porpoise, springing in air, on a shield on front of c/t.
	Saw fish, insignia of the 9^th Flotilla, painted on both sides of c/t.

	DIMENTIONS.

	Said to have been standard dimensions of Type VII-C.

	GUN PLATFORMS.

	Two adjoining a/a gun platforms abaft the conning tower.

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	ARMAMENT

	Guns -- 1 single mount 20-mm. gun on gun Platform I.
	1 single mount 20-mm. gun on gun Platform II.
	2 twin M.G. 81’s on bridge.
	2 demountable M.G. 15’s for bridge.
	(deck guns – 8.8-cm. And 3.7-cm. – had been removed.)

	Torpedo Tubes – 4 bow tubes, 1 stern tube.

	Torpedoes – 12 Electric torpedoes, stored as follows:
	4 in forward tubes;
	4 in bilges in bow compartment;
	2 on deck in bow compartment;
	1 in stern tube;
	1 in bilges in stern compartment.
	(upper deck torpedo containers had been removed.)

	SUBMARINE BUBBLE TARGET.

	Not fitted.

	DEPTH CHARGE PLOTTER.

	Not fitted.

	PROPULSION.

	Diesels – 2 G.W. 6-cylinder Diesels.

	Motors/Generators – 2 Voigt und Höffner. One prisoner stated they were not as satisfactory as “the good old Siemens”.

	COMPRESSORS.

	1 Junkers crankless Diesel compressor.
	1 electric compressor.

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	PUMPS.

	2 bilge pumps in control room. Main pump centrifugal, auxiliary pump, reciprocating.

	WORKSHOP.

	Gas and electric welding equipment.

	RADAR.

	Fitted. Aerial on starboard side of conning tower.

	GERMAN SEARCH RECEIVER.

	Fitted, drum type aerial.

	UNDERWATER TELEGRAPH.

	Probably fitted.

	CALL LETTERS.

	X Emil Ida.

	HYDROPHONES.

	G.H.G. – Fitted.
	K.D.B. – Removed.

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	Chapter II. CREW OF U-604

	One officer and eight men of U-604’s crew were rescued with the survivors from U-185. One of these was so badly wounded he could not be interrogated. The remainder were security conscious to an extreme degree. Not only had they apparently been well-drilled in security; the unusual circumstances attending their sinking and the suicide of their commanding officer probably stiffened their resolve to say nothing. The only break in this solid front was a diary kept by one of the survivors. This prisoner, however, would go little beyond confirming the few incidents recorded in the diary.

	Kapitänleutnant Höltring, the commanding officer, was something of a madcap. He was ambitious and daring. Drink and firearms seem to have been his weaknesses. Survivors said he carried a revolver at all times.

	According to one tail of Höltring’s past, he once was laying drunk in his bunk at Gotenhafen. Sighting his foot sticking from beneath the covers, he drew bead on his big toe and shot it off. This was said to have caused Dönitz to delay his promotion from Oberleutnant to Kapitänleutnant. His crew nicknamed him “the gunman”. Survivors from U-604 indicated that they were constantly uneasy under Höltring’s command, particularly after the boat was seriously damaged on the last patrol, when he was said to have become exceedingly nervous.

	Höltring was said to have served as commander of a 250-ton U-boat before taking over U-604. He is said to have sunk a Russian submarine in the Baltic once.

	The account of Höltring’s suicide after shooting a member of

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	the crew of U-185, as the later sank, is told in a previous chapter.

	Leutnant z. S. Bothmer, the 2nd Watch Officer, is something of a pedant, thoroughly disliked by the crew. He is an amateur flutist. It is unusual for German U-boat men to criticize their officers, but several members of U-604 readily expressed their dislike of von Bothmer. Although abusive to his crew, he was quite friendly toward interrogators. Von Bothmer was of the 1932 naval term. He left the navy as a midshipman to pursue, he said, his historical studies. He later received a Doctor’s degree, H.C., from the University of Berlin. It was stated that von Bothmer subsequently became an officer in the S.S. He returned to the navy after the war began. He said he chose to go to the U-boat arm, not only because of personal preference, but because his father had been a U-boat commander in the last war.

	Nothing is known of the other officers. The executive officer was killed at sea. The others, the Engineer Officer and a Propaganda Kompanie officer, were transferred to U-Emmermann after U-604 sank.











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	Chapter III. EARLY HISTORY OF U-604

	LAUNCHED.

	U-604 was launched 14 October 1941, at the Blohm und Voss yards, Hamburg, where she was built.

	COMMISSIONED.

	She was commissioned 8 January 1942. A small ceremony occurred aboard.

	TRIALS.

	The usual working up exercises took place in the Baltic Sea from January to late June, 1942.

	The U-boat Acceptance Commission Trials (U.A.K.) required about 3 weeks, at Kiel, after which U-604 moved to the Gulf of Danzig for the Agru-Front off Hela, torpedo practice off Danzig, and tactical exercises. Calls were made at Danzig and Gotenhafen.

	FINAL OVERHAUL.

	U-604 returned to the Blohm & Voss yards for the final overhaul at the end of June. One prisoner stated that torpedoes were taken aboard at Hamburg.

	PREPARATIONS FOR DEPARTURE.

	Her overhaul completed, U-604 proceeded from Hamburg to Kiel 30 July, where she embarked provisions, oil, and ammunition.

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	Chapter IV. FIRST PATROL OF U-604

	U-604 left Kiel 3 August. She put in to Kristiansand for a night. The following day she continued up the coast of Norway and then out into the North Atlantic. She is believed to have passed through the “Rosengarten”. One prisoner stated that as far as he knew, U-604 had no specific operational area and spent most of her time in the approaches to Britain.

	In an attack on a convoy, U-604 sank two ships, of 12,000 and 5,000 tons, on the same day. No counter attacks developed.

	U-604 put in at Brest between 15 and 20 September 1942, where she joined the 9^th Flotilla. Half of the crew had a brief leave.














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	Chapter V. SECOND PATROL OF U-604

	U-604 left Brest about 14 October 1942. She was 11 days going out, 3 days in her operational area off North Africa and 6 days on the return trip to Brest.

	On this patrol, U-604 sank 3 ships from a convoy believed to have been en route from the United States to Africa. A 11,000-ton freighter was sunk with one spread of 4 torpedoes and one spread of 2. A 9,000-ton tanker was sunk with a spread of 2, and 2 single torpedoes. The third ship sunk was a 5,000-ton freighter. (O.N.I. Note: Nine ships were torpedoed and sunk from convoy SL-125, from 26-30 October, in an area around a line from 27⁰ 50’ N., 22⁰ 15’ W. to 36⁰ N., 16⁰ 59’ W. The ships sunk by U-604 probably were from this convoy, though none of those sunk was as large as 11,000 tons.)

	One prisoner stated that they later were told that of this convoy of 45 ships, only 3 reached Africa.

	En route back to Brest, U-604 was in the company of two other U-boats, stated possibly to have been commanded by Kapitänleutnant Stock and Kapitänleutnant Massmann, who, a prisoner stated, were credited with sinking ships in the same convoy that U-604 had attacked. (O.N.I. Note: Kapitänleutnant Hans Stock commanded U-659 which was sunk 4 May 1943. Oberleutnant Hans-Ferdinand Massmann commanded U-469, which was sunk 12 July 1943.)

	U-604 put into Brest about 3 November 1942.

	The Executive Officer on this patrol was named von Rotkirch. He later attended the U-boat commanders school and reportedly received his own U-boat.



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	Chapter VI. THIRD PATROL OF U-604

	U-604 left Brest for her third patrol near the end of November 1942. Her single success on this patrol was the sinking of a large ship, thought to have been a 16,000-ton troop transport traveling alone in the North Atlantic. The transport was thought to have been making 18 knots. As U-604 lay waiting, the transport made an estimated 450 turn, crossing U-604’s bows. After firing one torpedo, Höltring escaped by crossing abaft the transport at right angles to her course. (O.N.I. Note: This transport in all likelihood was Ceramic, 18,713 tons, sunk 6 December, 40⁰ N., 40⁰ 20’ W.)

	One prisoner stated that survivors from the transport tried to crawl aboard the U-boat as she proceeded on the surface, but were machine-gunned in the water by an officer on the orders of Höltring, to prevent their boarding. Other prisoners from U-604 denied this statement. Höltring asked men in the water the name of the transport, but did not receive an understandable reply.

	Survivors did not disclose the operational area on this patrol, but one man spoke of being in the vicinity of Newfoundland at Christmastime.

	U-604 returned to Brest 5 January 1943.



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	Chapter VII. FOURTH PATROL OF U-604

	U-604 left Brest at 1600, 8 February 1943, on her fourth patrol. Her operational area was said to have been about 50⁰ N. – 20⁰ W.

	About 19 February, Höltring sighted a convoy of about 40 ships, apparently bound for Gibraltar. A wolf pack of 8 U-boats, which a survivor said was called “Gruppe Streitaxt”, was formed. U-604 served as contact keeper, with orders not to do any firing.

	On 21 February, a severe destroyer attack developed at midnight Z, while U-604 was to port of the convoy. U-604 was the target of about 25 depth charges, which caused damage to the packing in the propeller shaft gland. One prisoner said that the Diesels also were damaged.

	On 23 February, Höltring sighted a 7,000-ton ship sailing alone. He sank her, while surfaced, with a torpedo at 0015Z. (O.N.I. Note: This ship probably was one of the three following: Winkler, Panamanian tanker of 6,907 tons; Eulima, British tanker of 6,207 tons; Glittre, Norwegian tanker of 6409 tons. All were sunk in the same area about the same time from Convoy ON-166)

	Following day, 24 February, aircraft attacked U-604, damaging the rudder with five bombs. This was reported to Commander-in-Chief U-boats, who ordered Höltring into port. He turned toward Brest 26 February, arriving 9 March 1943.



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	Chapter VIII. FIFTH PATROL OF U-604

	U-604 left Brest at 1500Z, 22 April 1943. She had been scheduled to sail at 1200Z, 20 April, but shortly before casting off, damage to the Diesel crankless compressor was discovered.

	On the third day out, 25 April, a Diesel cylinder-head cracked, whereupon Höltring turned back to port. U-604 put into Brest at 0900Z 28 April, having sunk nothing.

	Höltring expressed the opinion that sabotage was responsible both for the damage to the compressor and to the Diesel motor.

	Upon return, several dead rats were discovered in fresh water tank No. 3.

	Almost 2 months were needed to prepare U-604 for her next sailing.



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	Chapter IX. SIXTH AND LAST PATROL OF U-604

	DEPARTURE.

	U-604 left Brest on her sixth and last patrol at 0900, 24 June 1943, accompanied by three or four mine sweepers. She sailed down the coast to Bordeaux, in which vicinity she met another 500-ton U-boat which proceeded with her through the Bay of Biscay. Four days out they were attacked by aircraft. U-604 submerged, but the other U-boat attempted to fight. She was damaged and forced to return to base.

	SUPPLIED.

	During one afternoon about 8 June, while south of the Azores, U-604 met a supply boat which one survivor believed was U-487 under Oberleutnant Metz. A week’s provisions were transferred and oil was taken on. Survivors stated that this rendezvous was the first indication the crew had that they were to make a long patrol.

	CROSSING THE LINE

	On 22 July, U-604 crossed the equator. One survivor stated that Höltring received a message from Admiral Dönitz directing that the initiation ceremony be severe. Whether or not this was true, the ceremony was carried out with a great deal of energy, according to all survivors. Höltring, already a “shellback”, took part in the ceremony, dressed in an improvised costume. One of the other veterans was made up as Neptune. Each man was doused with water, made to eat a pill concocted of mustard, jam, salt, pepper and other odds and ends, then tossed into a suspended sheet of canvas for a bouncing. The men all received the usual certificate, and a drink of Kümmel when the ceremonies were completed. The affair

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	occurred while the boat was submerged.

	ATTACKED BY AIRCRAFT

	On evening of 30 July occurred the aircraft attack which was U-604’s doom. The U-boat was proceeding on the surface in daylight, some distance off Sao Salvador, Brazil. Neither the radar nor G.S.R. were manned. The bridge watch included the Executive Officer, Oberleutnant Aschmann, and the No. 3 Bootsmann, Lurz. The Propaganda Kompanie officer was taking pictures on the top deck. A plane surprised the watch, diving in from the sector 0⁰ – 90⁰ for which the Executive Officer was responsible. Both Aschmann and Lurz were mortally wounded by the plane’s fire, Aschmann’s right jaw being shot away, and Lurz receiving wounds in the stomach. Höltring climbed to the bridge for a look, and himself received bullet wounds in his left shoulder and chest.

	The wounded were handed down into the control room, and U-604 fought back until a stick of bombs exploded close by; then she submerged.

	Damage to the boat was fatal. Survivors reported the following:
	a) the port motor was wrenched out of line and knocked out; cables and connections broken;
	b) the starboard switchboard was torn loose, but it later was repaired;
	c) several groups of air pressure bottles damaged;
	d) Diesel fuel oil gravity feed tank torn loose; the Diesel omitted gas, according to a prisoner, causing a Maschinengefreiter to go out of his head;
	e) all rotary converters torn off overhead and broken;
	f) Junkers compressor torn from its support; it later was suspended by chains and put into use; in heavy weather, however, it

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	swung so much that it had to be set on the floor plates;
	g) the propeller shaft casing sprang a leak; about 500 liters hourly had to be pumped out;
	h) a break occurred in the conning tower hatch seat, permitting a finger-sized stream of water to enter;
	i) both periscopes were put out of use;
	j) several tanks were punctured; henceforth, U-604 could dive but slowly, and trim was difficult to maintain.

	(O.N.I. Note: U-604 is believed to have been the U-boat attacked on the surface at 1710, 30 July in 11.25 S. – 34.55 W. by a VB 129 plane. Four bombs exploded. The U-boat remained on the surface then exploded violently abaft the conning tower and went under. A large oil slick and air bubbles appeared. The U-boat resurfaced twice then submerged bow first with the stern 60⁰ in the air.)

	Höltring concluded that he never could coax his boat back to a French port. Rumor spread throughout the boat that Höltring would make for an Argentinean port. However, when Höltring reported his plight to Commander-in-Chief U-boats, he was promised aid from another U-boat.

	BURIAL AT SEA.

	A few hours after the attack, Aschmann and Lurz died. As soon as it was safe, Höltring surfaced and brought the boat to a stop. It was night. He sent part of the crew above with the bodies, wrapped in canvas, covered with German flags, and weighted with trim weights. Höltring read a brief funeral ceremony over the boat’s loud-speaker system while the crew stood at attention. At the command “Toten von Bord”, the two bodies then were dropped over the side.

	A survivor stated that the entire crew was badly shaken up by

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	the attack and the burial at sea.

	ATTACK BY PLANE AND SURFACE CRAFT AUGUST 3-4.

	U-604 cruised in her crippled condition toward her rendezvous.

	On 3 August she was attacked by aircraft again, and she submerged. One survivor said he counted four bomb explosions.

	Höltring waited until darkness, then surfaced to charge the batteries. A short while later the crew heard shells passing overhead. They assumed this to be cannon fire from a surface craft, aimed by radar. Höltring released several Radar Decoy Balloons and submerged. During the night the crew heard the “ping” of Asdic, then numerous depth charge explosions.

	The following morning, 4 August, U-604 surfaced, having been down about 20 hours. One survivor said he had counted about 17 depth charges.

	During the night U-604 had sustained further damage, but still was able to navigate:
	a) the starboard motor – the only one operating – was knocked out but was quickly repaired;
	b) the rudder jammed, causing the boat to run in circles if the starboard Diesel or motor were used alone;
	c) the boat was about 150 down by the stern;
	d) compressed air from the air torpedoes escaped into the boat; this was captured by the electric compressor and discharged into a diving tank.

	(O.N.I. Note: U-604 is believed to have been the U-boat which was attacked with six bombs by aircraft at 1025, 3 August, in 09.33 S. – 30.37 W. The U-boat submerged after 16 seconds. A violent explosion

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	caused oil to rise. During this attack, another U-boat, probably U-185, was sighted in 09.40 S. – 30.25 W., by the same plane but it submerged. The U.S.S. Moffett, employing day and night hold-down tactics, stayed within 60 miles of contact. At about 0635, 4 August, in 09.40 S. – 30.07 W., a B-24 and the U.S.S. Moffett made a series of attacks on a U-boat, which may have been U-604.)

	RENDEZVOUS WITH U-185.

	After successfully evading her attackers, U-604 continued slowly to her rendezvous with the U-boat bringing the aid promised by Commander-in-Chief U-boats.

	Finally, on the morning of 11 August, U-604 met U-185.











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Chapter X. CREW LIST OF U-604

	Officers	Rank	U.S.N. equivalent	Age

*	Höltring, Horst	Kapitänleutnant	Lieutenant	29
*	Aschmann Frank	Oberleutnant z. S.	Lieutenant (j.g.)
	v. Bothmer, Herman	Leutnant z. S.	Ensign	31
**	Jürgens, Helmut	Oberleutnant (Ing.)	Lieut. (j.g.) Eng.
**	Kühn,	Oberleutnant	Lieutenant (j.g.)

	Men

**	Finster, Albert	Obersteuermann	Quartermaster of warrant rank
**	Schiffer,	Obermaschinist	Warrant machinist
*	Beugholz,	Obermaschinist	Warrant machinist
*	Altmann, Helmut	Oberbootsmaat	Boatswain’s mate 2cl
**	Binnefeld, Peter	Bootsmaat	Coxswain
*	Lurz, Herbert	Bootsmaat	Coxswain
*	Schnede, Ernst	Mechanikermaat	Torpedoman’s mate 3cl
*	Helsper,	Obermaschinenmaat	Machinist’s mate 2cl
	Wagenfuhr, Friedrich	Maschinenmaat	Fireman 1cl	23
	Winter, Ernst	Maschinenmaat	Fireman 1cl	25
**	Ortwein,	Maschinenmaat	Fireman 1cl
**	Marquard, Robert	Maschinenmaat	Fireman 1cl
**	Fröde, Fred	Maschinenmaat	Fireman 1cl
**	Seitz, Georg	Funkmaat	Radioman 3cl
*	Keller, Horst	Funkmaat	Radioman 3cl
**	Reiblich,	Mechanikerrobergefreiter	Seaman 1cl
	Nieswand, Walter	Mechanikerrobergefreiter	Seaman 1cl	20
*	Opitz, Richard	Matrosenobergefreiter	Seaman 1cl
*	Schultz, Werner	Matrosenobergefreiter	Seaman 1cl
*	Bibo, Ferdinand (cook)	Matrosenobergefreiter	Seaman 1cl
**	Gebauer, Horst	Matrosenobergefreiter	Seaman 1cl
	Trommer, Heinz	Maschinenobergefreiter	Fireman 2cl	19
	Ehlert, Horst	Maschinenobergefreiter	Fireman 2cl
*	Rotner, Rudolf	Maschinenobergefreiter	Fireman 2cl
*	Straunch, Karl	Maschinenobergefreiter	Fireman 2cl
**	Seipel, Peter	Maschinenobergefreiter	Fireman 2cl
**	Werner, Ernst	Maschinenobergefreiter	Fireman 2cl
**	Klawin, Erwin	Maschinenobergefreiter	Fireman 2cl
**	Müller, Heinz	Funkobergefreiter	Seaman 1cl
*	Lux, Walter	Funkefreiter	Seaman 2cl
**	Anschutz,	Mechanikergefreiter	Seaman 2cl
*	Bellmann, Paul	Mechanikergefreiter	Seaman 2cl
	Eismann, Werner	Matrosengefreiter	Seaman 2cl	19
**	Beher, Werner	Matrosengefreiter	Seaman 2cl
*	Schnitte,	Matrosengefreiter	Seaman 2cl
**	Rokowski,	Matrosengefreiter	Seaman 2cl
___________________________________________________________________
*	Casualty
**	Transferred to U-Emmermann

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	Men	Rank	U.S.N. equivalent	Age
**	Alrutz, Gunther	Matrosengefreiter	Seaman 2cl
**	Schreckenbach,	Maschinengefreiter	Fireman 3cl
	Lüttges, Heinz	Maschinengefreiter	Fireman 3cl	19
**	Schroter,	Maschinengefreiter	Fireman 3cl
**	Schumacher,	Maschinengefreiter	Fireman 3cl
	Krimmling, Gerhard	Maschinengefreiter	Fireman 3cl	19
**	Beck, Heinz	Maschinengefreiter	Fireman 3cl
___________________________________________________________________
*	Casualty
**	Transferred to U-Emmermann

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	SECTION B: U-185

	Chapter I. DETAILS OF U-185

	TONNAGE.

	750 tons.

	TYPE.

	IX-C.

	BUILDING YARD.

	Deschimag Seebeck, Bremerhaven.

	FLOTILLA.

	10th, at Lorient.

	CONNING TOWER INSIGNIA.

	A dragon’s head on the port side. On the starboard side was the insignia of the 10th Flotilla, a Greek cross on which appears a U-boat.

	FIELD POST NUMBER.

	MO 5635.

	DIMENSIONS.

	Length overall, about 80 meters.

	CONSTRUCTION.

	Diameter of electrically welded pressure hull, about 5.50 meters.

	Thickness of pressure hull plating, about 18 or 20 mm.

	The frames were said to be spaced at 60 to 80 cm.

	Four water-tight bulkheads, one at the forward end and one at the after end of the control room, one at the after end of the bow compartment

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	and one at the forward end of the stern compartment.

	Space between deck and pressure hull said to be 50 cm. To 1 meter at the conning tower and 1 to 1.50 meters at the bow and stern.

	The conning tower fairing was armored with 8 mm. Steel plate. Two armored gates separated the bridge from Platform I.

	HATCHES.

	U-185 had a total of 7 hatches, said to be:
	1 Stern compartment hatch;
	1 Engine room hatch;
	1 Engine access hatch;
	(O.N.I. Note: This hatch was said to have been riveted shut. If hatch opened three times by drilling our rivets, a U-boat is said to be no longer in attack condition, due to the enlargement of rivet holes and the consequent reduction of holding surfaces.)
	1 Conning tower hatch;
	1 Control room overhead hatch;
	1 Galley hatch;
	1 Bow compartment hatch.

	GUNS.

	105-mm. deck gun forward.

	One 20-mm. Anti-aircraft gun on Platform I and one on Platform II.

	Four cylindrical pressure proof ammunition containers for the 20-mm. guns were built in immediately beneath the deck of Platform I. These held 5 magazines containing 20 rounds each.

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	Two demountable M.G. 15 machine guns carried, the stands for them being on the bridge.

	Sixty rounds of 105-cm. Ammunition carried, fitted with contact fuses, 32 in the ready ammunition locker and 28 in the magazine.

	7,000 rounds of 20-mm. carried.

	11,000 rounds of machine gun ammunition carried.

	TORPEDOES.

	Six tubes, 4 forward and 2 aft.

	Maximum number of torpedoes which could be carried was 24, although 21 were carried on the last patrol. Eight air torpedoes could be placed in the upper deck containers. No F.A.T.’s were carried.

	S.B.T.

	Fitted. Twenty-nine charges carried. Located in head on starboard side of stern compartment. Built by Deschimag.

	DIESEL ENGINES.

	Two M.A.N. Diesels, type 42, developing about 2500 H.P. each.

	Bore and stroke about 60 X 70 cm. R.P.M. at full speed (A.K.), said to be 460 to 470.

	SUPERCHARGERS.

	Kapselgebläse (Roots Positive Displacement Type).

	DIESEL FUEL OIL.

	Said to carry about 250 cubic meters (213 tons), or about 60 tons more than the older type IX-C 750-ton U-boats. Consumption at economical speed normally was said to be about 2½ cubic meters per 24 hours. This was known as “Marschfahrt” (cruising speed) with one Diesel running

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	at 250 RPM and one motor/generator running at 150 RPM with rudder compensation. On a 3 day run with one Diesel, only 5 cubic meters were used at Dead Slow. At “Marschfahrt” as little as 1.7 cubic meters had been consumed in 24 hours.

	LUBRICATION.

	Tank capacity about 2,000 liters. Crankcase capacity of Diesel engines was about 500 liters. When oil was changed at sea it was pumped overboard if no tank space was available. Oil was separated three or four times weekly.

	CLUTCHES.

	Main clutches were conical friction types, pneumatically actuated.

	MOTORS/GENERATORS.

	2 Siemens.

	UNDERWATER SPEED.

	Full speed, 7 knots. Submerged cruising speed, 0.8 knots. One motor/generator at 90 R.P.M.

	BATTERIES.

	Lead-acid type, 124 cells. Battery capacity said to be 10,000 to 12,000 ampere hours.

	ROTARY CONVERTERS.

	Ten carried for the following gear:
	One for main transmitter, capacity, 6 kilowatts.
	One for auxiliary transmitter, capacity, 1 kilowatt.
	One for another auxiliary transmitter, capacity, 0.3 kilowatts.

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	One for special transmitter.
	One for under-water telegraphy, A.C.
	One for echo-sounder, A.C.
	One for torpedo fire-control apparatus. A.C.
	One for gyro compass. A.C.
	Two for electric torpedo battery charging, one each in bow and stern compartments.

	The only other apparatus using A.C. was the salinity determinator of the fresh water still.

	It was stated that some of the rotary converter sets produced 220 volt, 50 or 55 cycle current and one produced high frequency current.

	The sets for torpedo battery charging produced constant voltage, direct current, 110 volts.

	There were two other constant voltage circuits, one 110 volt D.C. for lighting, and another 110 volt A.C. Each had its separate switch board.

	Battery current in motor circuits varied from 110 to 170 volts, depending on the state of charge. At full charge, cells measured about 2.7 volts; at complete discharge, about 1.7 volts.

	COMPRESSORS.

	One Junker crankless Diesel type compressor, with a capacity of 8 liters per minute at 215 atmospheres.

	One electric compressor, capacity 14 liters per minute at 215 atmospheres. Load of motor, 400 amperes at 110 volts, or approximately 60 H.P. without losses.

	PUMPS.

	One main bilge pump in control room, double impeller, centrifugal

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	type, which could be used in parallel or in series as a two stage pump.

	One auxiliary pump in control room, reciprocating type.

	One auxiliary pump in the bow and one in the stern compartments.

	SPARE PARTS CARRIED.

	1 piston.
	1 cylinder liner.
	2 or 3 main bearings.
	2 or 3 connecting rod bearings.
	6 each, intake and exhaust valves.
	4 or 5 fuel injector pump pistons.
	Several fuel injector needle valves and springs.

	RADAR.

	Carried during trials and on first patrol only.

	RADAR DECOY BALLONS.

	Three carried for testing on the last patrol. Hydrogen container on port side of bridge.

	G.S.R.

	Fitted. Fixed drum-shaped dipole-type aerial. A reserve demountable cross-type aerial was carried on the last patrol.

	CALL LETTERS.

	Ulli Heinz Richard.

	HYDROPHONES.

	Group hydrophones (G.H.G.) carried. Rotary quartz crystal type (K.D.B.) was removed after the trials.

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	EXTENSIBLE LOOKOUT MAST.

	Originally carried. It was 15 meters long, raised and lowered by a hydraulic motor located within pressure hull, and controlled from control room and also from bridge controls located in periscope support fairing. Mast was hinged at deck level at after port side of conning tower fairing, and was guyed in middle, being tightened up with hand wheels in engine room and on deck. After the 1st patrol, it was shortened by 5 meters. After the 2nd patrol, it was removed altogether.

	RUBBER BOAT.

	One carried. It was said to accommodate six men. It was stowed in a container which was built into the upper deck head.

	FRESH WATER STILL.

	Siemens-Schuckert, capacity 10 liters per hour.

	CRASH DIVING TIME.

	Record time: 28 seconds to periscope depth; 40 seconds to 40 meters.

	DIVING ANGLES.

	U-185 was said to have dived to 240 meters, bow down 60⁰. The batteries spilled slightly.

	(O.N.I.) Note: A prisoner stated that until the beginning of 1940 Commander-in-Chief U-boats had forbidden 750-ton U-boats to dive with the bow down more than 12⁰, being apprehensive that the boat could not be pulled out of dives at greater angles.)

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	Chapter II. CREW OF U-185

	As a whole, the survivors of U-185 were non-communicative under interrogation. The morale was fairly high, as almost invariably has been the case with previous U-boat prisoners whose commanding officers were efficient. Maus undoubtedly was an excellent officer.

	The single chink in U-185’s security armor was a communist, who was of assistance to interrogators.

	Kapitänleutnant August Maus was 28 years old when captured. He was of the 1934 naval term. Maus lived in Doblen-Grossbauchlitz, Saxony.

	Before taking command of U-185, Maus served as Executive Officer on U-67, under Korvettenkapitän Karl-Friedrich Merten, of the 1926 term.

	Maus is a friendly person. In conversation with interrogators, his manor was easy. He showed no reluctance to talk, but was careful to reveal nothing of importance. When interrogators confronted him with their knowledge that he had taken U-604’s crew aboard, he merely said that he preferred not to talk about it.

	Maus’ crew described him as a disciplinarian, a shrewd tactician and a relentless and aggressive fighter.

	Maus and his Executive Officer, Leutnant z. S. Hans Otto Rieve, were the only officer-survivors of U-185. The Engineer Officer, Oberleutnant (Ing.) Herbert Ackermann, and the Ship’s Doctor, Oberassistenzarzt George Rammler, died of chlorine gas poisoning after being rescued. The 2nd watch officer, Leutnant z. S. Loos, went down with the boat after having been mortally wounded on the bridge by machine gun fire from the planes which sank U-185.

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	Chapter III. EARLY HISTORY OF U-185

	U-185 belonged to the series U-183 to U-189 assigned to the Deschimag Seebeck Yard at Bremerhaven. She had the yard number, UW 1021.

	It could not be ascertained when U-185 was laid down. The launching probably took place in February 1942. By March, some of the crew arrived to stand by. They were quartered in the Lloydheim on Hemmstrasse.

	COMMISSIONING.

	U-185 was commissioned 12 June 1942. Several officials from the Deschimag yard came aboard for the occasion. High ranking naval officers also were present, among them the well known Kapitänleutnant Nicolai (“Nike”) Clausen of the 1934 naval term. The ceremony went off smoothly except that the flag was raised up-side down. The officers of the U-boat were presented with pocket knives and photographs of the boat. After the ceremony, the men had a celebration at the Lloydheim with a few of the yard workers. (See photos of U-185's commissioning ceremony found in a notebook kept by Seaman 1cl. Franz Glosemeyer) Later the crew members went to an inn known as the “U-boots Mutti” where a little quiet drinking took place.

	U.A.K. TRIALS.

	On the evening of 15 June 1942, U-185 lay near the locks leading into the harbor of Wesermünde, making ready to sail for Kiel. The prisoners said that that evening four M-class mine sweepers attempted to tie up at the pier. The first succeeded, but the second was forced against the pier by the current and was slightly damaged. The third sweeper rammed the second and the fourth rammed into the third.

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	At about 0500 German war time, 16 June 1942, U-185 sailed from Wesermünde for Kiel, escorted by a large mine-destructor vessel. She arrived at Kiel the evening of 18 June and tied up at the Tirpitz Mole. The next day she began her trials under the U-boat Acceptance Commission (U.A.K.). These trials were described as the normal ones.

	Prisoners stated that there were about 15 other U-boats at Kiel at this time. Two of them were 750-tonners, the others 500-tonners.

	The crew of U-185 first was quartered in Barracks No. 5 at Kiel-Wik and later was moved to the depot ship, Ubena. This ship was described as being in a very neglected condition at the time. Prisoners stated that they were packed in “like Chinese coolies”.

	During the trials, prisoners said, many of the U.A.K. officials spent every day on board the U-boat for the purpose of enjoying the good food provided them.

	BALTIC TRIALS.

	U-185 completed her U.A.K. trials about 30 June 1942 and about 1 July sailed for Danzig. Upon arrival there, it was discovered that the harbor facilities were so crowded that she could not be accommodated. She then sailed for Gotenhafen, arriving there 3 July.

	At Gotenhafen, U-185 went through her torpedo firing trials (T.E.K.). Everyday for 6 days, 9 torpedoes were fired, 5 by day and 4 by night. The target was a torpedo recovery vessel. Fifty-four torpedoes were fired and U-185 received praise for her performance. The torpedoes were supplied by the freighter, Pontos, which celebrated the supplying of her 6,000th torpedo at this time. During the T.E.K., the crew of U-185

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	said they witnessed both a British and a Russian air raid on Gotenhafen. A prisoner stated that the Russian planes dropped mines near the harbor and for 4 days, no freighters were allowed to leave the port.

	On 10 July 1942, U-185 arrived in Danzig for torpedo firing practice to be conducted by the captain (Komandantenschiessen). About 25 other U-boats were present. Some 200 torpedoes were fired, day and night, torpedoes being loaded twice a day. By 24 July, U-185 had completed this trial and put in to Zoppot for a few days where the crew was given a rest. The men were permitted to go ashore and swim at the beach, but they were not allowed in the town.

	On 27 July 1942, U-185 sailed for Danzig where she tied up at the Danziger Werft. Here her exhaust manifold and butterfly valves were repaired.

	On 3 August, U-185 arrived in Gotenhafen for artillery firing practice. During the course of the morning fifty 105-mm., twenty-five 37-mm., and sixty 20-mm. rounds were fired. Once the 105-mm. gun was fired when trained at about 200⁰ relative. The force of the muzzle blast broke several of the porcelain insulators on the radar antenna.

	Trials under the Active Service Training Group (Agru-Front) took place at Hela starting 5 August 1942. Once during these trials, Admiral Friedeburg, chief of U-boat organization with headquarters at Kiel, came aboard and praised the performance of the boat. Perhaps due to the presence of Russian submarines, U-185 was not able to complete the Agru-Front at this time. Prisoners stated that once all U-boats were ordered back to port for safety. On another occasion, it was suspected that Russian submarines had laid acoustic mines near the anti-submarine net. The U-boats

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	were ordered to proceed through this area on only their electric motors.

	On 20 August 1942, U-185 arrived at Stettin where she remained for over two weeks in the Oderwerke yard. The radar antenna was repaired, life rafts removed, and a general check-up made.

	On 6 September 1942, U-185 sailed from Stettin, arriving at Gotenhafen the following day for the tactical exercises. Nine other 750-ton U-boats joined U-185 in mock attacks on a convoy. The convoy was commanded by the famous Korvettenkapitän Reinhard (“Teddy”) Suhren. It consisted of the freighter, Stolzenfels, the depot ship Wilhelm Bauer, and a former Russian freighter. The escort was made up of 3 torpedo recovery vessels which had been based on Danzig, old mine sweepers, and three Norwegian torpedo boats. During the first 7 days, there were no aircraft present. One of the torpedo boats dropped 7 depth charges in order to accustom the crews to the sound and shock of under water explosions. The convoy sailed between Memel and Rönne. After seven days, the U-boats returned to Gotenhafen where the officers received three hours of instruction. They then set out again. On this occasion five aircraft furnished air cover for the convoy. A prisoner stated that these planes were a Ju 88, an He 111, a Do 18, a BV 138, and an Arado 196. During these exercises, everything went smoothly except that the extensible mast became bent due to water-pressure while submerging. The performance of U-185 was said to have been considered extremely satisfactory out of a possible 60 points she scored 57.

	FINAL OVERHAUL.

	U-185 completed her tactical exercises on 16 September 1942 and on the following day she arrived at Stettin. Here she lay in the Oderwerke

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	for final overhaul. The emergency blowing connections were welded closed, the rotary quartz hydrophone (K.D.B.) was removed, the extensible lookout mast was strengthened, and the Diesel exhaust valve was repaired. During this period 7 members of the crew ran afoul of the authorities by stealing food from the boat. They were given 5 days in the brig. At this time, too, the 2nd Watch Officer, Leutnant Peter Rogovski, of the October 1938 naval term was relieved of his duties and assigned to the 4th Flotilla at Stettin. His place was taken by Oberbootsmaat Loos, who was then an officer candidate.

	PREPARATIONS FOR FIRST PATROL.

	At Stettin U-185 was made ready for her first patrol. Provisions for 10 weeks were loaded, 24 torpedoes were embarked, 8 air in the upper deck containers and 16 electric torpedoes within the pressure hull; ammunition, and 248 tons of fuel oil were loaded. U-185 set out for Hela 20 October 1942 where she completed her Agru-Front trials which had been interrupted. On 23 October, she was back in Kiel where she made the under-water sound trials. U-185 was then ready to sail on her 1st patrol.









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	Chapter IV. FIRST PATROL OF U-185

	DEPARTURE FROM KIEL.

	U-185 sailed from Kiel at about 0600 26 October 1942 on her 1st patrol. In addition to her regular crew, Midshipman Paul Theodore Hennings of the December 1939 naval term was aboard. U-185 was accompanied by a U-boat commanded by Kapitänleutnant Kurt Nölke of the 1935 naval term. The two U-boats were escorted by a large mine destroyer vessel and five armed trawlers. The two U-boats with their escort arrived at Kristiansand at about 2200, 27 October. They both took on fresh water and oil from a Norwegian tanker. The lookout mast of U-185 was repainted dark brown. Half of her crew slept ashore in barracks and half spent the night on board.

	EN ROUTE TO OPERATIONAL AREA.

	On 28 October at about 0500, U-185 and the U-boat commanded by Nölke sailed from Kristiansand. They were escorted by three armed trawlers. At about 1100, the escort turned back; the two U-boats separated and proceeded alone. U-185 sailed into the North Atlantic through the “Rosengarten”. While passing south of Iceland on the surface, a 2-motored aircraft was sighted. As the plane showed no sign of intention to attack, U-185 remained on the surface.

	MEETING SUPPLY U-BOAT.

	While she was underway, U-185’s G.S.R. antenna was carried away by heavy seas. This was duly reported to Commander-in-Chief U-boats who arranged a rendezvous with a supply boat. A few days later, the two U-boats met and U-185 took aboard a new antenna. The Supply U-boat was

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	said to have been commanded by Stiebler. (O.N.I. Note: Kapitänleutnant Stiebler was commanding officer of U-461, a 1600-ton supply boat, sunk 30 July 1943). Prisoners stated that the doctor from the supply boat came aboard U-185 to treat on of the engine room ratings who had had a nervous breakdown. Another member of the crew of U-185, who had a V.D., was transferred to the supply boat.

	SIGHTING OF A CONVOY.

	On 13 November 1942, U-185 sighted a heavily-escorted convoy of five large ships, led by a British 10,000-ton cruiser. The convoy was stated to have been sailing a course of about 160⁰, apparently headed for Gibraltar, at about 20 knots. U-185 had great difficulty in getting into attack position. The U-boat finally maneuvered into position at periscope depth, and Maus was about ready to give the orders to fire when trim was lost and the boat dived to a depth of 80 meters. By the time trim was regained, the convoy was too far away to be molested. Maus was furious and roundly upbraided the Engineer Officer whom he regarded as responsible for the fiasco. He was quoted as saying, “Go home and push baby carriages, you loafer”, (Gehen Sie nach Hause und schieben Sie Kinderwagon – Sic Filzkopf)

	FORMING OF GRUPPE WESTPHAL.

	Upon receiving orders from Commander-in-Chief U-boats to prevent further American landings in North Africa, U-185 proceeded to an area “off Casablanca.” This was mid-November 1942. Here she received a signal stating that a convoy was sailing in the direction of the Sargasso Sea. U-185 sailed after it and was assigned to a wolf pack known as “Gruppe Westphal.” It was stated that some of the other U-boats in the group were

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	commanded by Henke, Feiler, and Brosin. (O.N.I. Note: It is believed that Kapitänleutnant Werner Henke commands U-515 and Kapitänleutnant Gerhard Feiler U-653. The Broslin referred to may be Kapitänleutnant Hans Günther Broslin of the 1936 naval term.

	SINKING OF PETER MAERKS.

	On the night of 6-7 December 1942, U-185 sighted a freighter of about 5,500 tons which she attacked on the surface. The Executive Officer first fired a spread of 3 torpedoes from bow tubes 1, 2, and 4. All three missed. He then fired a spread of 2 torpedoes from the stern tubes, again missing. Finally the one torpedo remaining in the tubes was fired. It struck the freighter amidships and sunk her. Prisoners stated that a heavy sea was running, making accurate firing difficult. The freighter, after having been struck, was stated to have sent out distress signals on the 600 meter band. These were intercepted by U-185 revealing that the ship was the Danish freighter, Peter Maerks, 5,476-tons, sailing under the English flag. (O.N.I. Note: Peter Maerks, 5,476-tons, was sunk 7 December at 39⁰ 47’ N. – 41⁰ W. This, of course is not “off Casablanca” where one of the survivors believed they were at the time).

	On the morning of 7 December 1942, U-185 received word from Commander-in-Chief U-boats that the Gruppe Westphal was to be disbanded and the various U-boats were to proceed on their own. U-185 moved to an area described as being between Gibraltar and Casablanca.

	A prisoner said that 9 December 1942, U-185 sighted a British anti-submarine task force. No attack was made on the U-boat.

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	AIRCRAFT ATTACK.

	U-185 was vigorously attacked by a Bristol-Blenheim 10 December 1942. The plane dropped three bombs which fell about 30 meters short of the target. It then made several strafing runs on the U-boat. U-185 made no attempt to fight back but submerged and escaped with only slight damage. The deck and conning tower received several hits from machine gun bullets. The radar antenna was badly broken and several of the torpedoes in the upper deck containers were damaged.

	Off Gibraltar, U-185 had several aircraft alarms but was not attacked. Maus was able to dive quickly enough each time to prevent detection.

	ATTACK ON A FREIGHTER.

	One of the prisoners described an unsuccessful attack on a freighter off Casablanca. The prisoner said the attack took place 20 December1942, at night while the U-boat was surfaced. The freighter was proceeding on a straight course at about 15 knots, bound for port. U-185 fired eight torpedoes at her. Several explosions were observed but the freighter seemed to be undamaged. Maus later advanced the theory that some of the torpedoes might have been rendered defective by the aircraft attack. (O.N.I. Note: This may have been a Spanish tanker Compomanes, 6,276-tons, which was torpedoed 26 December at 42⁰ N. – 09⁰ 55’ W. She made port.)

	MEETING WITH U-117.

	On 26 December 1942, U-185 met the supply boat, U-117, commanded by Korvettenkapitän Hans Werner Neumann of the 1925 naval term. Eight boxes of provisions and 30 tons of fuel oil were transferred to U-185.

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	RETURN TO BASE.

	After the meeting with U-117, U-185 began her return trip. She passed through the Bay of Biscay surfaced. On 30 December she was sighted by a Wellington aircraft. U-185 submerged to 70 meters and the plane dropped four bombs which had no effect.

	At about 1200, 1 January 1943, U-185 was met by a 6,000-ton mine destructor vessel and three patrol vessels which escorted her to Lorient. Two hours later she reached port where she was attached to the 10th Flotilla. She was tied up at a floating dock and unloaded. The remaining torpedoes were removed and placed aboard a special torpedo ship. On the following day, she was placed in Shelter No. 2 at Keroman.

	PREPARATIONS FOR THE NEXT PATROL.

	U-185 remained in port for about a month. Half the crew were given leave. During this period, the radar was removed and not replaced. The exhaust manifold was repaired, Diesel exhaust valves were replaced, and the Diesels were overhauled. The insulation behind the Diesels was renewed. A new short-wave transmitter was installed. The auxiliary bilge and trim pumps were given a thorough overhauling and the fresh water distiller was repaired. A new Junkers compressor was installed in the electric motor compartment. The upper deck head was removed to make room for a container for a six man rubber boat. The wash basins in the forward and after compartments were removed and stores lockers were put in their places. The men complained that they had no place to wash and had to resort to “cat baths”. The conning tower fairing was armored and steel gates separating the bridge from Platform I were installed.

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	Early in February 1943, U-185 began taking on provisions and ammunition for her next patrol. Twenty-two torpedoes and provisions for a 12-week cruise were embarked. The torpedoes were taken from the supply dump at Lorient, but, due to the damage to Vannes some 60 kilometers away. Shortly before U-185 was ready to sail, Midshipman Hennings was transferred. Leutnant (Ing.) Klaus Idel, of the October 1939 naval term, came aboard to make the patrol as officer under instruction.
















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	Chapter V. SECOND PATROL OF U-185

	DEPARTURE.

	U-185 sailed from Lorient 8 February 1943 at about 1100. With her was another 750-ton U-boat. The two boats were escorted for about two hours by a 7,000-ton mine destructor vessel and three patrol boats. After the escort had left, U-185 turned south toward Cape Finnisterre while the other boat turned north west.

	On the following day, while proceeding on the surface in the Bay of Biscay, at about 1600 a contact was obtained on the G.S.R. Maus gave the order to dive and the U-boat remained submerged for about an hour. The prisoners were convinced that they had eluded an aircraft.

	SIGHTING OF A CONVOY.

	On the morning of 13 February 1943, while U-185 was making a practice dive, the sound of propeller noise was heard. Maus ordered the U-boat to periscope depth and sighted a convoy of five large troop ships. He identified one as the Stockholm. Destroyers and an aircraft were acting as escort. With great difficulty Maus maneuvered his boat into attack position, but, when he attempted to fire, the torpedoes remained in the tubes. The prisoners were unable to give a logical explanation of this failure. One of them stated that the Executive Officer was held responsible and was confined to his quarters for seven days at the conclusion of the patrol. A few minutes after the failure of the tubes to fire, a destroyer of the Jersey class passed close to U-185 as the latter was proceeding at periscope depth. The destroyer apparently failed to notice the U-boat.

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	ATTACK ON A CONVOY.

	U-185 proceeded to her operational area in the Caribbean. On the way, she passed near Bermuda. Early in March 1943, she entered the Caribbean through the Windward Passage. She then sailed around Haiti and proceeded through the Mona Passage. In the vicinity of Cape Maysi, U-185 sighted a convoy which was being escorted by 4 four-stack destroyers and several corvettes. The U-boat allowed the convoy to pass and then attacked the last ship in the line, which was said to have been a tanker of 8,300-tons. Two spreads of two torpedoes were fired. Only one torpedo found its mark. The tanker remained afloat for about two hours. At the attack, the destroyers scattered but soon returned to pick up survivors. Maus fired two torpedoes at one of them but failed to score a hit.

	About two hours later, U-185 again attacked the last ship in the column. This was said to be a freighter carrying ammunition. Maus fired a spread of two torpedoes. One of them hit and the ship blew up with a tremendous explosion and began to burn. The light of the flames revealed the presence of U-185 to the destroyers, which immediately closed for the attack. The U-boat submerged just as the first depth charges explodes. The attack lasted about an hour, during which time more than 40 depth charges were dropped. Only slight damage resulted from this attack – the lights went out and one of the depth gages was broken. U-185 remained submerged for some time. (O.N.I. Note: The two ships sunk probably were Virginia Sinclair, U.S. tanker, 6,151-tons, sunk 10 March at 20⁰ 13’ N. – 74⁰ 08’ W., and James Sprunt, hit and disintegrated at 19⁰ 49’ N. – 74⁰ 38’ W. Both were in convoy KW-123.)

	During the course of the next few days, U-185 was attacked several

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	times by aircraft. Whenever a plane was sighted, U-185 dived, usually to 100 meters. No damage was sustained during any of these attacks. In spite of the presence of aircraft, Maus succeeded in bringing down the torpedoes from the upper deck containers.

	OFF GUANTANAMO.

	For several days. U-185 lay off the mouth of the harbor of Guantanamo in an attempt to observe traffic. One prisoner was under the impression that she was there from about 22 March until 28 March. From Guantanamo, she proceeded again to Windward Passage.

	SINKING OF A FREIGHTER.

	In late March or early April, a convoy was sighted. It was passing Cape Maysi and heading for the Caribbean. Five escort vessels were guarding the ships. U-185 immediately submerged and proceeded to an attack position. Maus fired a spread of three torpedoes, scoring two hits on a 5,500-ton freighter. The ship sank rapidly. One of the escorts gained a contact on the U-boat and began a depth charge attack. Maus proceeded to the vicinity of the sinking ship and was able to escape without sustaining any damage. (O.N.I.) Note: This may have been John Sevier, 7,176-tons, sunk 6 April from convoy GTMO-83, at 20⁰ 17’ N. – 73⁰ 52’ W.)

	ATTACK BY BLIMP.

	U-185 remained submerged for several hours after this incident. Sometime later, when U-185 was at periscope depth, a depth charge exploded uncomfortably close, Maus made a sweep with the periscope and discovered that he was being attacked by a blimp. He immediately ordered

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	U-185 to dive to 100 meters. For the next two hours, U-185 was attacked by the blimp and prisoners estimated that about 30 depth charges were dropped. The U-boat remained submerged until late that evening. (O.N.I. Note: There is record of a blimp attack on a U-boat 16 April at 11⁰ 48’ N. – 61⁰ 19’ W.)

	MEETING WITH U-117

	On about 2 April, U-185 left her operational area and headed for her base. Some three weeks later in the neighborhood of the Azores, she again met U-117, the supply U-boat commanded by Korvettenkapitän Neumann. Another 750-ton U-boat with a badly damaged bow was also present. It was stated that the latter had been attacked and rammed off the coast of Africa. U-185 remained with U-117 about six hours while 30 tons of fuel oil was pumped aboard and five boxes of provisions were loaded. The crew of the U-boat went swimming while these operations were taking place.

	RETURN TO BASE.

	U-185 then proceeded towards her base. Shortly before entering the Bay of Biscay, an order was received from Commander-in-Chief U-boats to put in at Bordeaux instead of Lorient. U-185 was instructed to proceed on the surface by day submerging at night. While passing through the Bay of Biscay, two American Flying Fortresses were sighted. U-185 dived to a depth of about 200 meters. The planes dropped 18 bombs but no damage was incurred.

	At about 0800, 5 May 1943, U-185 met her escort. It was said to consist of a 10,000-ton mine destructor vessel, three patrol boats, and three M-class minesweepers. At about 1900 she tied up at the wharf near

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	flotilla headquarters. A band was on hand to greet the crew and a group of female naval personnel presented them with flowers. The commanding officer of the 12th Flotilla, Korvettenkapitän Klaus Scholtz of the 1927 naval term, came aboard and shook hands with every member of the crew. (See photos of U-185's return to Bordeaux found in a notebook kept by Seaman 1cl. Franz Glosemeyer) Later that evening, U-185 was berthed in Pen No. 12.

	PREPARATIONS FOR THE NEXT PATROL.

	U-185 remained in Bordeaux slightly more than a month, preparing for her next patrol. For much of the time, she was in dry-dock shelter No. 6 where she was given the number BX 15. Here gun Platform II was added and the two new 20-mm. anti-aircraft guns were installed. Four ammunition containers were built in, and the new G.S.R. aerial was taken on. The hydrogen container for the Radar Decoy Balloons was built in on the port side of the conning tower fairing. Considerable work was done to the gear within the pressure hull. The Diesels were completely overhauled, a new Diesel exhaust valve was installed, a new Junkers compressor was installed and the Simons electric compressor was repaired. Work was done on several of the pumps which had proven too noisy when operating under water.

	On 4 June 1943, U-185 began to load supplies for her next patrol. Twenty-one torpedoes were embarked that day, and on the following day provisions for 14 weeks were put aboard. On 6 June, the charges for the S.B.T., a new coding machine, a reserve cross-type aerial for the G.S.R., and three Radar Decoy Balloons were loaded.

	FALSE START.

	At about 0800, 7 June, U-185 set sail. According to one prisoner, while passing through the locks, the current swung her against the side of

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	the lock, causing the forward starboard diving plane to jam. Maus did not consider the damage to be serious enough to return to port and continued toward the open sea. After proceeding for about 6 miles, the port Diesel began to smoke and suddenly stopped. After a hurried inspection, Maus gave the order to return to port. U-185 put in to drydock and the Diesel was taken down.

	Dirt and steel splinters resembling steel wool were found in the main bearings. Maus and the flotilla engineer were both convinced that this was due to sabotage.














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	Chapter VI. THIRD AND LAST PATROL OF U-185

	DEPARTURE.

	U-185 sailed from Bordeaux at about 1000, 9 June 1943, on her 3rd and last patrol. With her was U-564 commanded by Kapitänleutnant Hans Fiedler of the 1936 naval term. The two U-boats proceeded to the mouth of the Gironde where they tied up for the night. Early next morning they sailed. They were escorted by a 10,000-ton mine destroyer vessel, three patrol boats and three M-class mine sweepers. After proceeded for about 2 hours at 12 knots, the group reached a point in the Bay of Biscay where it was joined by 2 other 750-ton U-boats. One of these was said to have been commanded by Kapitänleutnant Hans Mahnke. (O.N.I. Note: Mahnke is listed in the naval list as a navy artillery officer). The 4 U-boats and their escort continued to wait for a 5th boat which appeared some hours later. This was described as a 500-tonner with the insignia of the 7th Flotilla, the Bull of Scapa Flow, on her conning tower. During the period of waiting, a small French sailing vessel approached the group several times. Once when she was about 100 meters distant, the captain of the mine destructor vessel shouted, “leave this area at once or we will open fire”. A prisoner stated that Maus called to the captain of the escort vessel to shoot at the French craft. The captain refused to do so, saying “One doesn’t get a decoration for such an act”.

	When the 5th U-boat joined the group, the entire convoy proceeded through the Bay of Biscay. The escort vessels accompanied the U-boats until mid-afternoon. After that, they were escorted by three Junkers aircraft until darkness.

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	ATTACK IN THE BAY OF BISCAY.

	On the morning of 12 June 1943, a small British aircraft was seen by the 5 U-boats. A few minutes later four British patrol bombers flew out of the clouds. The group of U-boats opened fire at once and, according to the prisoners, laid down such a heavy anti-aircraft barrage that the planes were prevented from attacking. They said that the battle lasted for several hours and that at least 3,000 rounds of 20-mm. ammunition were fired. The planes were eventually driven off.

	SINKING OF U-564.

	During the afternoon of June 13, the group again was attacked, this time by a single Sunderland. The plane concentrated its attack on U-564 which was some distance from the other boats. When the plane was about 600 meters distant, U-564 opened fire. The plane dropped a stick of bombs. Some hit the deck of the U-boat and some were near misses. U-185 then opened fire and shot the Sunderland down. As the plane hit the water it was seen to explode.

	Bodies of three of the plane’s crew were picked up by U-185. They were searched and all personal letters and photographs were carefully examined. The jewelry and money found on the bodies was divided among the officers, prisoners stated. Much of the debris of the Sunderland was picked up and examined. A prisoner stated that several valuable papers were recovered. Among them were said to have been the radio code for 13 June 1943, instructions and plans of the radar, maps of the Bay of Biscay and of Norway, propaganda leaflets written in Spanish, and several note books. These documents were eventually returned to Germany.

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	After an inspection of the damage on U-564, her captain, Fiedler, attempted a dive but found that it was impossible. He signaled his difficulties to Commander-in-Chief U-boats who replied that a destroyer would be dispatched to escort him back to Bordeaux. Maus decided to accompany U-564 and the two U-boats proceeded slowly toward the point of rendezvous with the destroyer. On the morning of 14 June, two aircraft appeared out of the clouds. U-185 opened fire and scored several hits on one of the planes. As the planes withdrew after the attack, they were recognized as Folke-Wolfs.

	Early in the afternoon of 14 June, a British aircraft was seen. Maus signaled headquarters, asking that air protection be given the two U-boats. He was told that several Ju-88s were being dispatched to his aid. Meanwhile the British plane, disregarding the anti-aircraft fire of U-185, made an attack on U-564. The plane came in low, flying over U-185 and dropping its bombs on U-564. Several bombs exploded under the keel of Fiedler’s boat and she broke in two and sank rapidly. The plane then returned to attack U-185 and made a strafing run on her, wounding one of the members of the bridge watch. Maus ordered a crash dive. U-185 remained submerged for some time. Upon surfacing, he searched the area and rescued eighteen of the crew of U-564. Among them were the Captain, Fiedler, and two Watch Officers. (O.N.I. Note: There are records of an attack by a Sunderland on 3 surfaced U-boats on 14 June, and by a Wellington on 14 June; all attacks in the Bay of Biscay.)

	MEETING WITH THE DESTROYER.

	At about 1900 eight Ju-88 aircraft arrived and formed air coverage for U-185. About an hour later, the destroyer, Z-26 appeared. She launched

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	a life boat and took over the survivors from U-564. The wounded crew member of U-185 also was transferred to the destroyer and a replacement was sent to the U-boat. During these operations, the destroyer gained a radar contact on an unidentified aircraft. The warning flag, yellow with a black circle, was broken out, and the Ju-88s headed towards the approaching plane. When the plane appeared, it proved to be a British bomber, believed to have been a Sterling. All 8 German planes joined in the attack and brought it down. Maus later stated that the Ju-88 which led the attack climbed so rapidly after the Sterling that it appeared to be “climbing a ladder”.

	After the transfer of Fiedler’s survivors had been completed, U-185 proceeded to her operational area. She steered a course for the Azores and then sailed southwest towards Recife. While under way, Maus ordered one of the Radar Decoy Balloons to be released for practice. On about 28 June 1943, two neutral freighters were sighted.

	ATTACK ON A CONVOY.

	On about 5 July 1943, after U-185 had reached her patrol area off Recife, a convoy of 6 freighters and 7 escort ships was sighted. Two bombers provided air cover. Maus waited until night before attacking. A spread of 2 torpedoes was fired at a 6,000-ton tanker, and two hits were scored. The tanker sank rapidly. U-185 then attacked a freighter of about 8,000-tons. Again 2 torpedoes were fired and 2 hits scored, sinking the ship. Maus then maneuvered into attack position and fired 2 torpedoes at a 7,000-ton freighter. One hit amidships and the freighter started to burn. From the heavy black smoke and strong odor, the crew concluded that she was loaded with crude rubber. This attack was later reported as a possible sinking. The fourth ship, a 6,000-ton freighter, was then sunk with 2

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	torpedoes. Maus then approached a fifth target, a freighter of about 8,000 tons. Two torpedoes were fired, scoring hits. The ship blew up with a terrific explosion. The light of the flames revealed the presence of U-185, and one of the escort vessels opened fire. U-185 dived to considerable depth and remained submerged for several hours. No further attack was made on her. (O.N.I. Note: Records for 7 July show the attacks on convoy BT-18: a) Wm. Boyce Thompson, U.S. Tanker 7,061-tons, torpedoed, then sunk by escorts 04⁰ S. – 36⁰ W. b) Thomas Sinnickson, U.S. Cargo, 7,176-tons, torpedoed, then sunk by escorts at 04⁰ 09’ S. – 36⁰ 16’ W. c) S. B. Hunt, U.S. Tanker, 6,840-tons, torpedoed 03⁰ 51’ S. – 36⁰ 22’ W., but made port.)

	IN THE AREA OFF BAHIA.

	U-185 then proceeded in a southerly direction toward Bahia. Several aircraft were sighted, but the U-boat dived in time to escape attack. On the night of 8 July 1943, a bomber suddenly appeared. It was equipped with searchlights and attacked U-185 from an altitude of about 200 meters. The U-boat opened fire and succeeded in bringing down the plane which crashed into the sea. U-185 then continued on her way. (O.N.I. Note: There is no record of the loss of a bomber on this date in this area).

	En route to Bahia, the torpedoes from the upper deck containers were taken down and stowed, two in the stern compartment and four in the bow compartment. Upon reaching Bahia, U-185 lay off shore for several days, observing the shipping.

	On about 14 July, while submerged, propeller noises were heard. U-185 came to periscope depth and a 5,000-ton freighter was observed. Maus attempted to get into attack position but the ship was sailing at too great

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	a speed for him to do so. Next night a brightly-illuminated neutral ship was sighted.

	SINKING OF A FREIGHTER.

	About 18 July, U-185 turned north to return to Recife. On about 19 July, a 5,000-ton freighter was sighted, sailing in the direction of Bahia. The merchantman was following a zigzag course. Maus followed at full speed and succeeded in getting into attack position. Five torpedoes were fired, 2 of which hit. The vessel heeled heavily to port. U-185 approached the vessel in an attempt to locate survivors. As she drew near, several heavy explosions were heard and the U-boat withdrew. (O.N.I. Note: Fort Chilcotin, British Cargo, 7,133-tons, was torpedoed and sunk 15 July at 15⁰ 03’ S. – 32⁰ 35’ W. This is southeast of Bahia).

	A prisoner stated that it was 3 August 1943 that U-185 received a signal to go to the assistance of U-604, which was said to have been seriously damaged.

	SINKING OF A FREIGHTER.

	On about 9 August, a 7,000-ton ship sailing under a British colonial flag was sighted. U-185 fired a spread of 3 torpedoes, all of which missed. A salvo of 2 torpedoes then was fired and again, no hits were scored. Maus then gave orders to fire the last remaining torpedo on board. The torpedo struck the freighter forward but failed to sink her. Maus then opened fire with his 105-mm. deck gun at very close range. A prisoner stated that almost all of the ammunition was expended before the ship was finally sunk.

	It was stated that later on the same day, U-185 was attacked by

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	a destroyer. Seven depth charges were released but the U-boat sustained no damage. Maus employed successful evading tactics by use of the S.B.T.

	MEETING WITH U-604 AND U-EMMERMANN.

	U-185 proceeded on her way to the position designated for her rendezvous with U-604. On 10 August 1943, she was surprised on the surface by a Liberator. U-185 opened fire after several bombs had been dropped. The plane remained in the vicinity for some time. Finally the U-boat submerged and escaped.










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Chapter VII. CREW OF U-185

Officers

	Name	Rank	U.S.N. equivalent	Age

	Maus, August	Kapitänleutnant	Lieutenant	28
	Rieve, Hans Otto	Leutnant z. S.	Ensign	22
	Loos,	Leutnant z. S.	Ensign
*	Ackermann, Herbert	Oberleutnant (Ing.)	Lieut. (j.g.) Eng.
*	Rammler,	Oberassistenzarzt	Lieutenant (M.C.)

Men

	Oppermann, Kurt	Obersteuermann	(none) Quartermaster of warrant rank	23
*	Rehbaum,	I Obermaschinist	Warrant machinist
*	Bienfield, Iher	II Obermaschinist	Warrant machinist
	Jablonsky, Wilhelm	Oberbootsmannsmaat	Boatswain’s mate 2cl	28
	Düppengiesser, Karl	Bootsmannsmaat	Coxswain	23
	Willmann, Georg	Bootsmannsmaat	Coxswain	28
*	Bücher,	Oberfunkmaat	Radioman 2cl
	Ahlers, Karl Heinz	Funkmaat	Radioman 2cl	25
*	Wismeyer, Jupp	Maschinenmaat	Fireman 1cl
	Haupmann, Gehard	Maschinenmaat	Fireman 1cl	23
	Hussner, Richard	Maschinenmaat	Fireman 1cl	23
	Schmiga, Konrad	Maschinenmaat	Fireman 1cl	24
*	Scherer, Jakob	Maschinenmaat	Fireman 1cl
	Fleischmann, Leo	Maschinenmaat	Fireman 1cl	24
	Ansbach,	Maschinenmaat	Fireman 1cl
*	Bachfischer, Alois	Maschinenobergefreiter	Fireman 2cl
	Pietzke,	Maschinenobergefreiter	Fireman 2cl
	Schöbb, Ernst	Maschinenobergefreiter	Fireman 2cl
	Wispereit, Freidrich	Maschinenobergefreiter	Fireman 2cl
*	Erdmann, Rudolf	Mechanikermaat (T)	Torpedoman’s mate 3cl
*	Neubauer, Paul	Matrosenobergefreiter	Seaman 1cl
	Glosemeyer, Franz	Matrosenobergefreiter	Seaman 1cl
	Schenk, Heinrich	Matrosenobergefreiter	Seaman 1cl
*	Willnat, Heinz	Matrosenobergefreiter	Seaman 1cl
*	Rotterdam, Heinz	Matrosenobergefreiter	Seaman 1cl
	Schmeiss, Edmund	Matrosenobergefreiter	Seaman 1cl
	Rohde, Bernhard	Matrosenobergefreiter	Seaman 1cl
*	Scholz, Heinz	Matrosenobergefreiter	Seaman 1cl
	Schmitz, Wilhelm	Matrosenobergefreiter	Seaman 1cl
*	Bürschneider, Christoph	Mechanikerobergefreiter	Seaman 1cl
*	Banecke, Heinz	Mechanikerobergefreiter	Seaman 2cl
*	Beidat,	Funkobergefreiter	Seaman 1cl
*	Hagar, Emil	Funkgefreiter	Seaman 2cl
*	Steinbach,	Maschinengefreiter	Fireman 3cl

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	Name	Rank	U.S.N. equivalent	Age
*	Busch,	Maschinengefreiter	Fireman 3cl
*	Müller, Werner	Maschinengefreiter	Fireman 3cl
	Kipper, Friedrich	Maschinenobergefreiter	Fireman 2cl
	Krause, Helmut	Maschinenobergefreiter	Fireman 2cl
	Hodam, Erwin	Maschinenobergefreiter	Fireman 2cl
*	Stockmann, Rudi	Maschinenobergefreiter	Fireman 2cl
	Kopatz, Erich	Maschinengefreiter	Fireman 3cl
*	Pluskota,	Mechanikergefreiter	Seaman 2cl
*	Voss, Walter	Matrosengefreiter	Seaman 2cl
*	Peter, Otto	Matrosengefreiter	Seaman 2cl
	Randenrath, Paul	Matrosengefreiter	Seaman 2cl
*	Walter, Herbert	Matrosengefreiter	Seaman 2cl
*	Skots, Walter (cook)	Matrosengefreiter	Seaman 2cl
___________________________________________________________________
*	Casualty

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	P A R T T H R E E

	GENERAL














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	Chapter I. GENERAL REMARKS ON U-BOATS

	1200-TON U-BOATS.

	A prisoner said that 1200-ton type IX-D2 U-boats have been built for the past two years by several building yards. This type, he stated, has a cruising radius of 20,000 nautical miles and has a fuel capacity of 420 tons. It is powered by two 9-cylinder and two 6-cylinder Diesel engines. Electric motors/generators are said to be in excess of 500 H.P. each. Battery installations are larger than in a 750-ton U-boat.

	S-BOAT ENGINES IN U-BOATS.

	A prisoner made an entirely unconfirmed statement that while U-185 was in the Baltic, she was in company with a large U-boat, 1200 tons or more. This boat, he said was powered by 6 Maybach Vee type 2-cycle double-acting S-boat Diesels, probably 12 or 16 cylinders each. The prisoner considered the boat’s estimated surface speed to be very high.

	Another prisoner from U-185 believed that the boat in question was a normal 1200-tonner, type IX-D2. He had heard nothing regarding her engines.

	U-BOAT INSIGNIA.

	A “Bunkerabzeichen” (pen insignia) was described as showing a U-boat protruding from the gate of a pen. This Abzeichen was said to apply to boats of the 1st and 9th Flotillas.

	A 4-leafed clover with the number “13” over it was said to be the insignia of a boat of the 1st Flotilla, Brest (number of boat unknown).

	U-564 (Klt. Hans Fiedler), was said to carry the “3 mal schwarze Katze” as insignia.

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	A “Frontreif” insignia was described as an Iron Cross with a U-boat and the word “Frontreif”.

	Prisoners confirmed previous statements that every U-boat Flotilla does not have its own insignia. The matter is up to the Flotilla chief.

	INSTRUCTIONS REGARDING PORTS.

	A prisoner stated that 48 hours before making port, a U-boat reported to Commander-in-Chief U-boats, who instructed her as to which port to go.

	VITAMIN PILLS.

	Crew members of U-185 were given green and black vitamin pills. The black ones were said to have been to strengthen the eyes, and the green ones were said to have been vegetable.






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	Chapter II. U-BOAT BASES

	STETTIN.

	It was stated that an officer named Korbmann was once commanding officer of the 4th Flotilla at Stettin. (O.N.I. Note: This name does not appear in the German naval list). He was court martialed for using language unbefitting an officer when addressing the men of the flotilla. He was broken and reduced in rank to apprentice seaman.

	A prisoner said that a group of women in Settin once attempted to prevent the arrival of a train carrying U-boat men returning from leave. The women stood on the tracks, preventing the train from entering the station. Eventually they were driven off by the police.

	SWINEMÜNDE.

	It was said that Kapitänleutnant Möller, a reserve officer, was commanding officer of the Artillery School at Swinemünde.








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	ANNEX A. U.S.N. EQUIVALENTS OF GERMAN NAVY RANKS

	Kapitän zur See Captain
	Fregattenkapitän Commander
	Korvettenkapitän Lieutenant Commander
	Kapitänleutnant Lieutenant
	Oberleutnant zur See Lieutenant (j.g.)
	Leutnant zur See Ensign

	- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -

	zur See (z. S.) Officer of the Line.
	(Ing.) Engineering duties only.
	d. R. Naval Reserve.









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FINAL REPORT – G/26 (U-604 and U-185)

U-BOATS IDENTIFIED BY NUMBER:

U-117	Commanded by Korvettenkapitän Hans Werner Neumann of the 1925 naval term. This boat was seen in Lorient between 1 January and 5 February 1943. It was stated that in April 1943, she had been on a mine laying expedition in the Bay of Biscay.

U-123	It was stated that the boat formerly commanded by Kapitänleutnant Reinhardt Hardegen of the 1933 naval term was in Setting in August 1942. Her conning tower insignia was described as the German wound insignia, and also the Knight’s Cross of the Iron Cross. (O.N.I. Note: Hardegen formerly commanded U-123).

U-181	This boat was said to be a 1200-tonner, built by the Deschimag Seebeck yard, Bremerhaven. Her yard insignia was an ace of hearts with the Mercedes star inside. A prisoner said that she was the first U-boat to have auxiliary Diesels. She was commissioned in mid April 1942.

	Once the crank case pan caught fire and the Engineer Officer was severely burnt about the hands and face.

	Her first three patrols were made under command of Korvettenkapitän Wolfgang Lüth of the 1933 naval term. The first patrol was in the North Atlantic, and 16,000 tons of shipping were sunk. She sank nothing on her second patrol.

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	Her third patrol was said to have been very successful. She was attached to the 12th Flotilla, at Bordeaux.

U-182	Yard insignia, Ace of Diamonds.

U-183	A 1200-ton U-boat said to have been especially designed for the tropics. She had an air-cooling unit aboard. This boat was said to have had auxiliary Diesels built by Mercedes Benz.

U-184	Built at the Deschimag Seebeck yard, Bremerhaven. Her yard insignia was the Ace of Spades. She was commissioned 5 June 1942. Her Captain was Kapitänleutnant Dangschatt of the 1935 naval term. She was on her tactical exercises with U-185 in September 1942. She was said to have been lost on her first patrol during an attack on a convoy.

U-213	The following saboteur story was told by a member of U-604’s crew as having come from a U-604 Matrosenobergefreiter named Schultz. As Schultz did not survive, the story could not be checked:

	Schultz, before he came to U-604, served on U-213 under Kapitänleutnant Amelung v. Varendorff of the 1935 naval term (formerly 1st watch officer with Prein). U-213 landed a saboteur in a rubber boat on the Canadian shore not far from the United States. (O.N.I. Note: The person repeating the story did not know the date.) It should be pointed out, however, that Varendorff has been reported lost in the Caribbean in early 1942.)

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	Four members of the U-213’s crew landed with the saboteur and accompanied him for five hours through the forest, on the double, armed with pistols, to an out-of the way railroad station where the saboteur boarded a train for the United States. The U-boat men then returned to shore and were picked up by their boat.

	The saboteur was said to have been equipped with small explosive packs, American shoes (Florsheim), American shoe polish, United States passport, and jewelry made in America.

U-515	On the occasion of the sinking of the Ceramic in December 1942, the U-boat commanded by Kapitänleutnant Werner Henke of the 1933 naval term picked up one survivor. The ship was sunk with one torpedo. (O.N.I. Note: Henke commands U-515).

U-564	This boat was commanded by Kapitänleutnant Hans Fiedler of the 1936 naval term had the following armament on her last patrol: two 20-mm. single barrel anti-aircraft guns, one quadruple mount 20-mm. anti-aircraft gun.

	It was stated that she made three or four abortive attempts to sail from Bordeaux but each time was prevented from doing so by acts of sabotage. She sailed 9 June 1943 with U-185 and was sunk in the Bay of Biscay 13 June by aircraft. Her entire crew was rescued by U-185 and was returned to Bordeaux on a German destroyer.

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U-Achilles	The boat commanded by Korvettenkapitän Achilles of the 1934 naval term was reported lost.

U-Nolke	The U-boat commanded by Kapitänleutnant Kurt Nolke of the 1935 naval term sailed from Kiel on her first patrol with U-185, 26 October 1942. She arrived in Kristiansand 27 October and sailed the following day, on a northwest course. On 3 November 1942, U-185 intercepted a signal stating that Nölke had sunk a 3000-ton freighter in a convoy attack.

U-BOATS IDENTIFIED BY CONNING TOWER INSIGNIA:

Navy Cap Insignia (Hoheitabzeichen):

	It was stated that a 500-ton U-boat having this conning tower insignia was in Danzig early in July 1942. During an air raid, she succeeded in shooting down a British plane.

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