U-35 - 1st War Patrol

Translation by Jerry Mason with help from Andi Forster

Click the icon to download a KMZ file displaying the U-boat track, significant events and locations for this patrol.  You must have Google Earth loaded on your computer to view this file.  Download Google Earth here

Ships Hit
Date	KTB Time	Position	Ship	Tons	Nationality	Convoy
18 Sep 39	19.00	58°09'N, 9°17'W	ARLITA	326	British
18 Sep 39	19.00	58°09'N, 9°17'W	LORD MINTO	295	British
21 Sep 39	12.00	49°34'N, 6°08.5'W	TEAKWOOD	6,014	British	OA-7
1 Oct 39	18.45	49°02'N, 5°33'W	SUZON	2,239	Belgian
3 Oct 39	13.50	49°13'N, 6°39'W	DIAMANTIS	4,990	Greek
			Total = 13,864
Note:  The positions in the table above and in the Google Earth patrol summary are derived from the KTB and in many cases do not match those set forth in authoritative references such as Jürgen Rohwer, Axis Submarine Successes of World War Two or the Uboat.net website.  The goal here is to present the picture relative to the U-boat and not the absolute position that the ship was attacked or sank.

			K  r  i  e  g  s  t  a  g  e  b  u  c  h
			=========================
				"  U  35  "
				========
			Kommandant:        Kaptlt.    L  o  t  t  .
			Beginning:  21. 8.1939
			Ending    :     9. 9.1939
				© U-boat Archive 2024 - all rights reserved

Click the flag to view the above page from the original German KTB

	- 1 -
		21.08. - 02.09.39		At sea.
		03. - 04.09.39	Wilhelmshaven	U-boat Base.
		05. - 06.09.39	Wilhelmshaven	Shipyard.
		07. - 09.09.39	Wilhelmshaven	U-boat Base.
				For correctness:
				For the Kommando der 2. Unterseeflottille:
				The Kapitänleutnant of Staff

				4th Copy.
				K  r  i  e  g  s  t  a  g  e  b  u  c  h
				= = = = = = = = = = = = = = = =
			of Unterseebootes "U-35" for the period from 9.9 - 12.10.39.
			Kommandant:        Kapitänleutnant    L  o  t  t  .
				© U-boat Archive 2024 - all rights reserved

Click the flag to view the above page from the original German KTB

	- 1 -
				Channel Operation
		09.09.39
		12.00	NE 1-2	Put to sea with U-31, 23, 21.  In addition U-36 arrived at the Jade.
		15.00		Passed the S.B. "Weser" lightship.
		19.18		Course towards the stated mine gap to port relative bearing 270° and 400 meters range large disturbance then two torpedo tracks.
				"Both ahead AK, hard to starboard."  Correct and quick maneuver of the II.W.O., Lt.z.S. Roters, because the torpedo track astern was closer than the one ahead.  The watch was attentive, the crew remained calm.  It was clear by meters, and everyone on the bridge looked a little pale. Me too!
				It was a true baptism of fire for a U-boat.
				The boats behind U-35 are warned by white stars and searchlight message and take a big detour.  Our Operations Order excludes a dedicated pursuit of the uninvited guest to which I would gladly have devoted myself.   However, our own surface warships, steam trawlers and 1 destroyer, are drawn by the white stars.
		20.15		Again white stars astern - U-23 reports a three-fan by Radio Message.  Missed again - indeed the range must have been great.
		10.09.39
		02.00 -02.35	NE 1-2	The crew is happy.  It is a good omen to begin the patrol.  U-31 passes close to port.  Night transit through the own

	- 2 -
		continued
		10.09.39		mine gap on the specified course, very strong marine phosphorescence.
				Ran off further so as not get into the mine-endangered area again due to the current while proceeding submerged during the next day.
		05.00		Submerged, because it is getting light quickly.  I intend to remain submerged the whole day, because the departure of the boats by will be reported by the English submarine and I want to arrive at Dover unseen at all costs.  With the low hanging clouds [proceeding submerged] is the only way to exclude surprise by aircraft.  During the submerged transit good long wave reception at all specified reception periods.  Air reconnaissance and fishermen occasionally observed.
		19.45		Surfaced in the twilight, surface transit with charging.  Sometimes substantial detours due to numerous fishermen and a USSR steamer.
		11.09.39
		05.00	NW 2	Submerged, proceeded as during the previous day, nothing sighted nothing but a Dutch steamer.   Because is is almost continually overcast, main means of navigation is the depth sounder.
		10.00, 19.00 and 19.30		Several detonations heard.  Surfaced.  Surface transit with charging.
				I intend, to take the NE-end of the Sandette Bank ahead and break through from there depending on the situation to the north or south of the bank in direction of the Strait off Calais.
			NW 5	However the water phosphoresces greatly, additionally, the bridge takes over quite a lot of water, it is not easy to maintain a good lookout!
		23.00		To port apparently the lighthouse off Oostende in sight.  At the same tine to starboard ahead at

	- 3 -
		continued
		11.09.39
				long range faint irregular lights.  Suspicious!
		23.18		A shadow appears directly ahead.  Unidentifiable!  About the same height as the conning tower, heading towards the boat.
				With a hard evasive maneuver the boat just clears.  As far as can be seen in the darkness, it is the bow or stern of a wreck, protruding steeply from the water.
		23.30		Because the navigation is still somewhat uncertain, especially because of all of the suspicious lights in the southwest, I go on reciprocal heading to look at the whole situation during the day.
				Possibly the minefields of the small boats have had their effect and resulted in substantial English and French preventive measures between the Downs - South Falls - Sandette - Out Ruytingen.
		12.09.39
		01.30	NW 6	A shadow comes in sight at high speed to port astern relative bearing 200°.  Turned away hard, with small silhouette - (stern) - turned back.  Minimum range was about 200 meters - an English destroyer is now easy to spot even without binoculars - he does not see us, it is almost unbelievable.  Weapons use is very questionable in the high wind and sea state, submerged.
				The diving sounds may have been heard by the destroyer, since from now on his propeller sounds remain audible almost continually.  However, no depth charges follow. Repeated approaches; I pass on shaking him off by attacking, because the sea state is too high.

	- 4 -
		continued
		12.09.39
		12.00	NNW 7. Sea 6-7, rain	The propeller sounds disappear.
		13.00		Blew, all around sweep.  Heavy wind and sea state, rain showers.
				Suddenly the radio room reports:  heavy propeller sounds bearing 120° relative.  In the periscope a destroyer of the "AFRIDI" class, runs by to port about 2-300 meters behind the stern.  He has not seen U-35, the seas break even over his bridge.  Submerged, took evasive action.
		14.00		Propeller sounds are lost again.
		xx.00		Surfaced.  Decided not to break through near Dover. Repeated running back and waiting for better weather to explore in daylight would result in such a loss of time that any prospect of such a remote-operations area [after proceeding] around the outside would barely be worth it because of lack of fuel.
				For fuel economy reasons I intend to run initially by day at 2 x HF running at night at HF, so that some fuel is available in the operations area.  Because of the rough sea only advance at HF on the surface.
		22.00		Again several fishermen in sight.
		24.00
		13.09.39
		05.00		At the beginning of twilight dive for several fishermen.
		12.00		The last fisherman passes out of sight, surfaced.  Proceeding on the surface with charging, course 0°.
		12.37 - 12.50	NW 2 clear, Vis. good	Dived momentarily for an English air reconnaissance flying boat
		15.19 - 15.56		"               "               "               "               "
		17.45	N 2, overcast	Astern to port an English bomber of the same type that bombed Wilhelmshaven came in sight out of the clouds at about 4000 meters.

	- 5 -
		continued
		13.09.39
				Crash dive, initially he had not seen U-35.  When he is directly astern, he discovers the boat and approaches.  The first bomb falls near the conning tower when the boat is at about 9 meters.  It cracks considerably.  Bulbs go to pieces, some lights go out, rust and paint bursts from all pipes.  The second and third bombs fall ahead and astern.  Apparently no noteworthy losses. Crew is calm and cheerful.
				Also in this case the lookout was good and reported immediately, nevertheless with overcast sky and aircraft which fly about 100 meters/second, such an incident can not be avoided entirely.
		18.00		The aircraft circles the location of the bombing, the boat has however taken a detour to the east.
		19.37		Surfaced, surface night transit.
		22.00		While passing over the Dogger Bank went between several fishermen.
		14.09.39
		05.00	NW 1 - N 4-5 it blows up quickly	Wind and sea state are increasing again. Submerged to work on the torpedoes and also to complete an engine repairs.
		12.00		Surfaced, transit speed.
		12.54 - 13.21		Crash dive for English aircraft, dived momentarily.
		13.50		A fishing group across the course, submerged.
		15.00		Surfaced.  Rain squall, at times quite heavy wind (NW 7) and sea state 6-7.
		15.05		The rain squall clears, the boat is still near the fishing trawlers.  Small

	- 6 -
		continued
		14.09.39
				unarmed vessels.  Due to sea state let go in peace.  Submerged.
		18.40		The steamers were gradually lost from sight, surfaced, transit speed.
			NW 8, Sea 7, heavy rain and hail showers	Boat can only hold against the sea at HF.
		15.09.39
		04.00 - 06.00	NW 9	Wind and sea increase again, boat works heavily.
		08.00		Wind and sea begin to slowly abate.
		15.00		Went to 2 x HF.  Nothing of note in sight.
		20.00		Boat nears the north most point of the Shetlands.
		16.09.39
		06.00	W 1-2, still quite high sea state	Rounded the northern most point of the Shetlands.
		07.30 - 09.00		Smoke cloud sighted, submerged, a steamer on a northerly course comes in sight.  Recognized as a Russian steamer from its appearance.  Because course, size and type appear harmless, did not surface and stop, particularly as the sea state is very unfavorable. Name not recognized, because steamer wears 30-40° before the rising sea and the boat must give way at the last minute.
				Double name (Russian and Latin) distinguished.  Pi G 7a set while cruising submerged.
		12.00		Nothing of note, sea state and wind abate more and more, high swell persists.
		07.09.39
		06.00	W 1-2	West of the Orkneys at the latitude of Scapa

	- 7 -
		continued
		07.09.39		Flow, several small armed fishing trawlers in sight, dived at twilight.  Did not attack because the fishing trawlers are never alone, the number of fishing trawlers grows even more, at times there is more than one in the vicinity.  Ran off to the NW, the general course on which the fishing trawlers apparently patrol. Perhaps something is expected exiting or entering Pentland Firth.
		16.30		Fishing trawlers return again and gradually pass out of sight, while cruising submerged worked on the torpedoes and diesels.  Cause of the early Pi G 7a detonation seems clear here:  In U-35, particularly at night, two tubes were sometimes kept ready to shoot, the lead seals were broken and a part of the safety distance may have been run off.  At the shot, if this happens to such an extent that after ejection the torpedo finds itself in the electrical field of the own boat, the Pi G 7a responds at the end of the safety distance and the torpedo detonates.  Remedy: set greater safety distance with these two torpedoes, at night remaining tubes only flooded with closed outer tube doors.
		17.30		Surfaced, transit continued.  It has become nearly calm, medium swell.
		18.09.39
		09.43	SW 1	Transit speed, nothing of note.  Certain periscope bearing 350° relative, range approximately 600 meters.  Increased speed, turned towards it.  Periscope is more massive than our German.  Periscope was retracted, however, appeared repeatedly astern at greater range, after U-35 had overrun the concerned location.  Turned away.  Continued at transit speed.

	- 8 -
		continued
		18.09.39
		11.00	SW 1	Smoke cloud comes in sight ahead.  Submerged.  Ran towards the smoke cloud.
		13.19		It is the unarmed fishing trawler "ST. ALVIS" from Hull, 271 GRT.  Surfaced beside him.  Although he could be sunk as a high seas fishing trawler and also is still useful as a patrol vessel, I dismiss him after throwing overboard all of the equipment, because the boats in which the 13 men of the crew have fled hardly have freeboard and neither is seaworthy nor is capable of being towed.  Among the crew are two boys 15-16 years old.
				The crew was obviously in great fear that I would expect them to carry on with this nutshell [small boat] - Accordingly effusively protestations of thanks.  I declined the request of the Captain for my name, in order to report our behavior to his government.  On parting the Captain of the fishing trawler warned me about the aircraft carrier "ARK ROYAL" which must be nearby - the day before about 3 aircraft had flown reconnaissance; approximately one quarter hour later received the message from U-27 that an aircraft carrier was actually 100 nm to the south.
		15.10		Departed, 15.30 hours a new smoke cloud comes in sight.  Smoke cloud comes nearer, mast and smoke stack come out.
		15.55		Maneuvered ahead, dived.
		17.00		While U-35 ran towards the first smoke cloud, another smoke clouds comes in sight.
			SW 1	First smoke cloud is again a fishing trawler.  Unfortunately the second is still not distinguished.
		18.48		Surfaced next to the fishing trawler "ARLITA", from Fleetwood.  The crew attempts, without paying attention to my shouts, completely rushed, to prepare the boats, whereby crockery goes to pieces.  Only after energetic shouts the

	- 9 -
		continued
		18.09.39		chaos stops, the steamer lowers his antennas and proceeds to the 2nd smoke cloud as ordered.  "ARLITA" can nearly keep up with the U-boat running at GF!  A good patrol vessel.  The 2nd smoke cloud is also a fishing trawler.  Attempts to escape and sends on the fishing trawler wave "Hello, Hello, German submarine".  One shot at 7000 meters approximately 50 meters to his side forces him to stop, to silence his radio transmitter.  Shortly before he is reached, a third cloud of smoke comes in sight to starboard.  Also took control of the second steamer, "NANCY HANGE" from Fleetwood as  was "ARLITA" and turned towards the 3rd smoke cloud.  Hurried, because sun just sets.  Because the third cloud of smoke also flees, again a warning shot delivered at 6000 meters which lands shortly ahead of the bow.  Steamer stops, again a steam trawler, "LORD MINTO " from Fleetwood.
				The boat question is as in the morning with ST. ALVIS.  Towing under the coast with 3 steam trawler crews aboard U-35 would delay the advance into the operations area once more.  Therefore, the smallest, oldest and slowest steam trawler "NANCY HAGNE" was handled as was SAINT ALVIS in the morning with both other crews transferred to "N.H." and "LORD MINTO" and "ARLITA" sunk by artillery fire.
				Crew of the N.H. was bitter, gave an angry impression - both of the others, until my decision completely cowed, broke out in cheers, were very glad and offered all of what they had as a present. Oilskins, cigarettes, white bread, corned-beef etc.  Nothing was accepted, and when I asked what they thought of us, the fishing trawler captains remarked that they "also could

	- 10 -
		continued
		18.09.39
			Wind 0	not understand the reason for the war".
		21.00		Transit to the south.
		21.26		Receive Radio Message from Skl., that U-35 is to advance eastward in the Channel.
				This order is to be executed by U-35 at the earliest in the course of 21 September - but this is also dependent on the air situation.  Because the own previously assigned operations area F has not yet been reached yet, and its western border also lies approximately 500 nm from Dover and the transit through such a large sea area, closely watched by air and sea armed forces, will take in any case a longer time, there is no reason for a delay message.
		21.30 to
		19.09.39
		14.00	SE 1, hazy	Transit speed.  Good night visibility, by day the horizon in the west if hazy, to the east very good visibility.
		14.04		Out of the haze comes a large silhouette.  Submerged, held on.  It is a large four-masted schooner.
		15.49		Finish schooner "YXPILA" from Raumas (Finland) on the way from Weymouth to Raumas, halted.  Because he has no more cargo aboard - he had brought grain for Weymouth and now went because of the war to Raumas to lie there - released.  Ship had no radio equipment.  Transit continued.
		20.00	SE 2-3	Quite dark night - due to continuous sparking from the exhaust must slow to HF.
		20.09.39
		12.00	NE 3-4	Skellig Islands abeam, boat is now in operations area F, no traffic, transit.

	- 11 -
		continued
		20.09.39
		16.45		Crash dive for English flying boat, which did not see U-35.
		17.40		Surfaced, transit continued.
		20.00		Good visibility night.
		21.09.39
		09.00		Transit to the east.  I intend to hold somewhat closer under the English coast than under the French coast.
		13.00		Several smoke clouds in sight ahead, at the same moment a flying boat flying from north to south.  A large convoy on opposite course.  Submerged, advanced.  General course 260°. speed 10 knots.
		13.50		Convoy suddenly turns strongly to port.  New estimated course 210°.  Formation see sketch.
				Due to the course change I can no longer let myself fall back from ahead - ran in at highest speed.
				Initially I intend to shoot at the starboard astern destroyer with a G 7e, and then to follow up  on large ships directly behind him - a tanker and freighter each about 10000 tons.
				Shoot at the destroyer at target angle 90°, speed 12 knots, range about 200 meters - no detonation.  Under ran?  Destroyer draft 2-1/2 meters, torpedo was at 4 meters.
				Immediately after the shot the boat settled through, so that the good attack opportunity on the steamers behind the destroyer is lost.
				As the boat is again at periscope depth, there is only an attack opportunity on the more distant two final ships in the other column - tube 3 is fired at the larger of the two an approximately 10000 ton freighter, target angle 90°, speed 10 knots,

	- 12 -
		continued
		21.09.39
				range 3500 meters, then initiate attack on the large tanker.  Tube 2 (G 7a) is fired at target angle 60°, range 2000 meters, speed 10 knots.  Immediately thereafter a heavy detonation at the height of the bridge of the next to last steamer of the port column - the shot had hit.  At the same moment the large tanker - warned by the detonation - turned hard to starboard, by chance the correct turn to avoid the torpedo.  I can not continue to observe because the starboard astern destroyer turns hard and comes close at high speed.
		14.19		A quite noticeable detonation - so it [the torpedo] has also caught the large tanker.  It is not the detonation of a depth charge, which sounds quite different.
				Quickly went to depth 70 meters.  Because a little bit too much is flooded, the boat settles through 100 meters and then, because it can no longer be pumped out, goes to the bottom at depth 115 meters.  A check shows that the boat holds tight.  The destroyer's sounds continually remain around the boat.  Co-operation initially by 4, afterwards 2 destroyers.
		15.50		2 depth charges in the immediate vicinity.
				The destroyer has good listening gear.  The effect is considerable.   Glass and lights in a shambles.  Likewise the Papenburg depth gauge, engine telegraphs, rudder indicators etc.  Boat bucks heavily.  Gyrocompass was then switched off.  Up to now I had not done this, because I felt safe at so great a depth.
		16.18		Again the destroyer, positioned directly above the boat, stops and listens, however the expected depth charges do not happen.
		17.00		A careful check shows, the boat has some damage.  Some finger-thick bolts are worn at their nuts (control room and conning tower) however not at critical places.  After a long time no

	- 13 -
		continued
		21.09.39
				no propeller sounds were heard, I attempt to gradually raise the boat from the bottom by blowing.  At first this has no effect.  Although blowing is in small sips, the boat suddenly comes unstuck from the bottom (fast expanding of the air bubble with reduced pressure as a result of decreasing depth), becomes about 35° down by the stern (free surfaces in the after bilges) and shoots upwards.
				"All hands forward" is no longer feasible.  The immediately given order "Flood" takes effect too late, the boat shoots first to the surface, heels violently there several times in the rough sea, then (with "Flood") it shoots downward again at uncanny speed.   The order given on the surface "Close vents, blow" cannot be implemented quickly enough as a result of the large up angle.
				The boat settles to the bottom hard at depth 115 meters.  The stern down angle was caught just in time by blowing aft.  The boat was checked and is unhurt.  The construction of the boat is of the highest perfection.  Now like our predecessors: Diesel, E-motor, and Torpedo bilges are pumped out with the auxiliary bilge pump into the regulating tanks to first of all to control the free surfaces.  From the regulating tanks it is forced overboard with the main bilge pump such that the always difficult sucking of the main bilge pump is ensured.
				Time and again the pumping must be interrupted for extended periods, as the patrol vessel runs back and forth.
		19.50		2 destroyers are heard over running the boat - but no depth charges. Because again and again the sounds come close,

	- 14 -
		continued
		21.09.39
				it may be a a hunting formation sent from one of the nearby English or French bases.
		22.00 to
		22.09.39
		01.00		Gradually manage to control the intruding water.  No further noises.
		01.00		Boat is in trim and is slowly raised from the bottom.  Gradually went to the surface.
		01.20		Surfaced.  Checked the exterior of the boat.  Except for many sprung hinges all is in order.
		02.00		Small enemy patrol vessel in sight, moving back and forth in the vicinity.  Initially charged in position until the gyro compass was ready then continued to advance to the east.
		07.45		Destroyer and patrol vessel ahead to port.  Submerged.  Unfortunately the attack periscope has significant issues - altitude error and heavily dirtied optics from the inside.  Six-times enlargement has completely failed.
		12.55		Field of view is clear again.  Surfaced, advanced to the east.
		18.40		Dived before an enemy biplane - type similar to HE 59.  Apparently French.
		19.30		Surfaced.  Night advance to the east.
		19.58		In the twilight a British Handley Page bomber appears over U-35 as a black silhouette, remained lying stopped, he had not seen U-35.  Good visibility night.
		22.18		Shadow ahead to starboard.  Tubes 3 and 4 ready, but before reaching attack position, the shadows already sighted at a broad target angle disappear again. Apparently 4 - 5 destroyers.

	- 15 -
		22.09.39
				At the same time several steamers with set navigation lights proceed east and west.  Apparently neutral.
				In my opinion, an economic war according to the Prize Regulations, moreover respecting the French, in this closely monitored area can no longer be carried out, but again only on the line Scilly - Quessant where there is only continuous air surveillance and at most only occasional sea patrols.
		23.09.39
		06.30		Submerged to monitor Portland - Cherbourg traffic, an activity that, in my opinion, is only possible on the surface by day in clear weather due to the heavy air surveillance, which was not present on this day.
			NE 6, Sea 4-5	No special observations except for the confirmation of heavy air surveillance.  Very large navigation difficulties exist due to the lack of navigation fixes (overcast skies) and the unfortunate rationship of submerged speed to current.  A good depth finder is absolutely required.  Lying on the bottom is not recommended due to the current and the unfavorable bottom - rocks or mussels or chalk.  The boat labors very heavily with unpleasant sounds.
		17.50		U-boat sounds, that quickly shift from port to starboard.  The sound is perceived not only with the sound locator but is also heard clearly throughout the foreship. I do not believe that an error is present.  Probably in addition to the air and surface surveillance of the Portland - Cherburg area there is also an underwater patrol.  An immediate periscope check does not lead to any results because of too high rough seas.

	- 16 -
		continued
		23.09.39
		19.00		Surfaced!  Night advance to the east.  As the first possible navigation fix in the afternoon of 24 September shows, while submerged the boat has been driven strongly to the SW.
				Again a good visibility night.  Must repeatedly avoid merchant vessels which again proceed with full lights.
				The surveillance increases.  Most of all close to the English coast. Floodlights and indiscriminate star shells shoot in all possible directions, the star shells are in some cases not to far from the boat, so that I make way a little bit to the south
				The neutral merchant traffic (ships with set navigation lights) takes place along the line from Dungeness - Casquets - Quessant and on a single ship basis.
		21.00		Wind and rough sea increase, bridge takes over a lot of spray, difficult lookout. In addition there is such a strong sparking of the exhaust that every propulsion level above HF - 9 knots - is impracticable.  Both exhaust spark arrestors more than need an overhaul.
		24.09.39
		03.29		Suddenly to starboard an already quite large shadow, that was sighted late due to the continuously washing over spray.  Stopped immediately to stop the sparking of the exhausts.  It is hard to believe that he does not see the U-boat which advances against the sea and takes over a lot of spray, particularly as he lies favorably to the sea.
				Because Frenchmen should not be attacked - is is a torpedo cruiser of the "BISON" class, apparently a harbor guard off Cherburg, submerged.  Smallest distance about 300 meters, with the brightness

	- 17 -
		continued
		24.09.39
				of the night a distance which can only be believed by one who has experienced it. Remained submerged for handling of the torpedoes.
		12.30		Surfaced, because the weather is favorable - clear sky and sunshine - at last a navigation fix is possible!  Boat is positioned to the northeast of Cape Barfleur.
		16.00 - 19.00		Again submerged for the completion of torpedo maintenance.
				Torpedoes keep remarkably well, Etos as well as G 7a. Only the old charging equipment is sometimes bothersome - Batteries and Etos can only be charged separately.
		19.30	NE 3	Twilight, surfaced.  Cape d'Antifer ahead.  Intend to stay for a day in the sea area to observe Le Harve.  Overcast but good visibility night.  Under Cape d'Antifer back and forth in position and battery charging.  No traffic observed.
		25.09.39
		02.00 - 05.00	NE 3-4	More or less heavy rain squalls frequently reduce visibility.
		05.30		2 patrol vessels in sight - apparently a small torpedo boat, and also a U-boat hunter.  Because it is gradually getting light.
		05.50		Submerged.
		06.00 - 19.00		Off Le Harve back and forth up to the level of the Le Harve lightship.  The coast is easily seen, no traffic.
				About 3 patrol vessel lines lie off Le Harve at:
				a)  inner line, about the level of the Le Harve Lightship, 6-8 fishing trawlers,
				b)  Middle line, about 5 nm there from, just as large fishing smacks/drifters,

	- 18 -
		continued
		25.09.39
				c)  Outer line, level of Cap d'Antifer, fishing trawlers, changing courses, about 3 on station.  Instead of fishing trawlers occasionally U-boat hunters or small torpedo boats.
				Furthermore air patrol is on hand (aircraft observed through the periscope).
		19.45		Can first surface only with darkness, because the patrol vessels are not too far away.
		19.50		Surfaced.  Ran to the northeast, to charge and move further into the operations area in the direction of Dungeness.
		20.00		Very bright night, moonshine, extraordinarily good visibility.
		23.00		Shadows come in sight abeam to port - boat finds itself in the level of Eastbourne - Dieppe.
				It is a patrol ship group on changing courses at slow speed, apparently a destroyer with smaller units mixed in.
				The behavior of this group - 6 shadows can be seen however, the number changes as a result coming nearer and going away - is very clever.  For example, during the attack on a destroyer one would offer the full silhouette to the small patrol vessels, in addition, there are changing courses - it is very difficult to continually hold all of the shadows, I try to withdraw the boat gradually from the patrol vessels.  At first it seems to succeed, but then new shadows come again from new bearings at times alarmingly large.
		23.58		Submerged, listening speed, gyro compass sometimes secured.  Boat finds itself in a circle of patrol vessels, however apparently is not sighted or heard, because there is no defense.

	- 19 -
		26.09.39
				The bay is never quite empty - a fisherman or at least a smaller patrol vessel is always in the vicinity.
		07.45		About 10 nm to the south a large 2-smokestack steamer - passenger-steamer, course west.  Did not come near - troop transport?
		08.00		From B.d.U. get a mine warning - now the mixed patrol vessel formation of the last night is explained.  The boat stood roughly 10-12 nm to the west of the position of the mine layer.  A blockade of the Sands is likely to exist off the coast section Dieppe - Boulogne.
		08.00 - 19.00		Partly on the surface, partly submerged in the section Cherburg - Le Harve back and forth in position.  For short periods the air is occasionally clear again, but never for longer than 1-1/2 hours - then air surveillance or patrol vessels appear again.
				Repeatedly the lookouts of both watches earn praise - not only clouds of smoke or masts, but also aircraft are sighted commendably early.
		20.00		Transit to the north, in the direction of Saint Catherine's Point - Eastbourne.

	- 20 -
		27.09.39
		03.13		Again a very bright night.  Moonshine.  A small shadow comes quickly from starboard astern, apparently a small torpedo boat or U-boat hunter.  Because of his superior speed, the bright night and our own exhaust malfunctions evading unseen is impossible.  Dived, while submerged in addition to this, several other sounds distinguished.
				Operation in the Channel is very difficult due to the keen surveillance system.  The very favorable weather makes possible the appearance of these patrol vessels in large numbers in very mixed formations; a patrol vessel is almost always in sight by night or day.  As a result the boat is strongly restricted in its freedom of movement and in searching bigger areas. At night charging is also substantially interrupted.
				Up to now only one worthwhile attack target - the French destroyer leader - was in sight.  The area covered by day is increased pleasantly by the east or west current, however, as a result our own navigation is more uncertain.
				I regard advancing to the east over the line Eastbourne - Dieppe as questionable, because the boat will no longer be able to return because of the strong current, and in the bright nights monitoring of the comparatively narrow mine free strip in the north of the Channel under the English Coast is easily possible, also escape submerged at silent running is left completely at the mercy of the current.  Moreover, recent current displacements, proven by the navigation fixes possible from time to time, while proceeding at greater depth revealed that the data from the Current Atlas or Sailing Directions

	- 21 -
		continued
		27.09.39
				does not apply when submerged below periscope depth.  The first experience with the English listening devices during the convoy operation proved that accurate detection is possible. Whether patrol vessels locate the submarine [active sonar] or listen [passive sonar], could not be determined.  There are occasional course changes towards the submarine, sometimes a patrol vessel remains nearby and stops.  However [the boat] always succeeds in gradually moving off with the gyro compass switched off and listening speed.  I believe that the patrol vessel possess a position-finder based on sound reception.  "Listening speed" puts substantial demands on the boat and the crew - with normal cruise the boat has enormous sound sources.  Here a remedy must be developed at all costs.
				Torpedoes were serviced submerged.
				Observation of English traffic on the line Isle of Wight - Eastbourne shows the following picture. Traffic is lively and takes place by single ships; steamers go very close under land.  On the steamer route at quite low distances patrol vessels, few destroyers, mostly fishing trawler-size. In addition, constant air surveillance by slow flying boats. A very worthwhile operations area, if shooting at steamers without stopping is authorized.
		15.30	NE 7, Sea 5-6	Passed on an attack on a destroyer present nearby because depth keeping is very difficult; use of torpedoes is questionable because of the rough seas.  In spite of the rough seas even small patrol vessels are on station.  It is only possoble to blow occasionaly - the boat will then lie preflooded in rough sea to be able to observe accurately.  Accurate observation with the faulty attack periscope in the heavy seas is not possible

	- 22 -
		continued
		27.09.39
		16.00		Boat is positioned about 5 nm south of Catherine Point - the aircraft carrier reported yesterday can not be seen.
				It is remarkable, that in contrast to the French coast (Cherbourg - Le Harve - Dieppe) that so much traffic runs under the English coast.  I have the impression that the French prefer their harbors outside the Channel.
		19.10	NE 7-8, Sea 6-7	Twilight, surfaced.  Wind and seas have increased.  Evening navigation fix shows our position is between Cherbourg and the Isle of Wight.  Very clear bright night.  Advanced to the east south of the English coast.  If possible, I still want to run the route Dungeness - Eastbourne - Wight one more time, because due to the weather conditions many patrol vessels may have been withdrawn and the boat can advance further to the east on the surface.
		28.09.39
		01.30		Evaded a patrol vessel to the north.
		03.15		Patrol vessel to the north.  Dove under.  Continued the advance to the NE.
		07.00 - 14.00		From time to time patrol vessels in sight.  Boat has reached its eastern position, about 10-12 nm southwest of Dungeness.  Current reverses, therefore further advance to the east is useless.  Due to the long submerged cruise and the activities of the patrol vessels rapid battery charging is necessary with high amperage stronger than normal gas and water loss which can no longer be refilled (boat has only one refill available), I decide to advance a little bit farther to the west in the operations area where the boat has a little bit more room and

	- 23 -
		continued
		28.09.39
				can be charged slower.
		16.00		"Beachy Head" abeam on the 40-meter line south of the English coast running to the west.  The traffic picture is the same: air surveillance, smaller patrol vessels, steamers close under land as independents.   Troopships not found. The neutral steamers - only Dutchman and Belgians were observed - proceed set off a little bit farther from the coast.
		19.10	NE 7, Sea 6	Twilight.  Surfaced.  Full moon.  No clouds.  Extraordinarily bright.  I finally decide to move further to the west again,
		20.00 - 24.00	At times still somewhat brisk	because operations in this area, under the conditions found offers only attack opportunities on valuable war ships, the lightly swept area has not proven successful, even after 6 days.  Intend to return in an area in which either convoys go, or the surface of the water is not so covered with patrol vessels.
				Of the 7 consecutive days the boat was in the Channel, the boat was submerged three days for 13 hours, 3 days for 16 hours and 1 day for 19 hours.
				Furthermore, the enormous strain on the crew stands in no relation to the success that have not occurred.
		21.30		Boat comes between a patrol vessel and a steamer somewhat crowded.   When I raise speed to 2 x HF in order to evade, the boat is seen by a patrol vessel as a result of the sparking and smoking of the faulty exhaust.  He cannot exactly make out what the smoke and sparks are because of still great range and unfavorable horizon; nevertheless, he exactly matches all of U-35's changes of course.  Because the battery is almost still empty, I take the patrol vessel astern

	- 24 -
		continued
		28.09.39
				and escape to the south, he can not hold the speed - when he is lost from sight, ran again to the east, then to the north and next to the west at transit speed HF with charging.
		29.09.39
		00.30		A shadow approaches from port at high speed, apparently a torpedo boat or U-boat hunter.  Turned away and increased speed with the same result as before - the boat is discovered and is detected immediately by the patrol vessel.  Submerged, silent running depth 35 meters.  The propeller sounds could still be heard for about 1 hour, at times distant, at times in the vicinity.
		02.00		After the propeller sounds have disappeared a time long and just as I consider surfacing, the propeller sounds of 4 destroyers or torpedo boats suddenly come within range.  Sounds remain nearby for a long time and are also easily heard in the entire boat without the sound locator - U-35 is often overrun directly; but the expected depth charges stay away.  Apparently the boat was not heard (Sea state is very unfavorable) and range slowly increases with silent running.
		04.00
		06.15		Dawn, all around sweep - nothing seen. Cautiously blow a bit, all around sweep - a patrol boat is ahead to starboard, looks like the slow one from the evening before. Additionally, can see the Isle of Wight to starboard.  Submerged.  From time to time all around sweeps, the (complicated by rough sea and faulty optics) apparently clear air showed, consistently that patrol vessels and steamers are nearby.
		15.30		While blowing positioned nearly directly ahead approximately 4000 meters an old French mine searcher, the

	- 25 -
		continued
		29.09.39
				"L'Audacieuse" class, I did not notice him earlier, he has not noticed the brief blowing and continues calmly on his old course of approximately 40°.
		19.00		Twilight, surfaced.  A fishing trawler abeam to starboard, however at the limit of visibility.  Ran off to the south.
		19.05	Wind and sea abate, ENE 5-3, Sea 5-3	A drifting mine abeam about 30 meters away.
				Again a very bright night, no clouds.  Patrol vessels or brightly lit neutral steamers continually detected.
		30.09.39
		04.25		A huge black shadow approaches quickly from the southwest.  I can not run across at high speed to get out of the moon for surface attack because of the previously mentioned numerous exhaust breakdowns.
				Therefore, decide on submerged night attack. Crash dive, ran off at highest speed for 5 minutes and turned to attack, tubes are ready to shoot.   The target comes into the moon and now is easily distinguished - It is the English liner "AQUITANIA" Cunard-Line, 45700 tons.   It is completely darkened.
				Good shooting position, target angle 90°, range = 500 meters, speed 24 knots, all tubes clear - it is a shame that it is a passenger liner.  It is very difficult to let this once in a U-boat life opportunity go!  No escort.  It is suspicious that he proceeds dimmed, but the evidence is lacking for troop transport. According to the English Silhouette Manual it carried 60000 American troops during the World War.
				With the method practiced by her the "AQUITANIA" can continually execute undisturbed troop transport; by days load at Plymouth - Portland, at night cruising

	- 26 -
		continued
		30.09.39
				England - Brest and also back at night, each time at 24 knots on the surface.
		05.20 - 06.30		To the criticism, whether it was right of me to let "AQUITANIA" go, or not, the following should be considered:
				1.)  The instructions not to attack passenger steamers are unambiguous and clear.
				2.)  In radio broadcasts and the press the chivalrous way of the conduct the war is particularly emphasized repeatedly, also in the Führer's speech before the Reichstag.
				3.)  The war is in its infancy - duration and further developments are not yet clear.  The sinking of such a giant steamer with negative political consequences can be extremely undesirable.
				4.)  All these thoughts occur again and again to a U-boat Kommandant even before such an opportunity.  At the opportunity itself there are only seconds for a "Yes" or "No" decision, because I cannot foresee what may come submerged at night.
		08.30		Dived, to monitor the Lyme Bay - Start Point sea area.
		10.00 and 15.30		2 steamers not stopped due to sea state conditions and patrols.  Depth charge detonations were heard twice at long range.
		14.30		As a result of the breakage of a tie-down ring during the maintenance of a G 7e (material defect and break of a fixture and no operating error) the torpedo in tube 3 rushes forward, the guides break through all the stops and the torpedo drives crashing with the Pi G 7e against the outer tube door. Torpedo is exchanged the Pi G 7e is substantially damaged (entirely crushed in front)
		17.30		Submerged for a patrol vessel.
		19.15		Surfaced, twilight.  A patrol vessel comes

	- 27 -
		continued
		30.09.39
				out of the unfavorable horizon.  Again submerged.  Due to propeller sounds remained submerged until 21.00 hours.
		21.00		Surfaced.  Night advance in the direction of Quessant.  Overcast, rainy.
		01.10.39
		02.00 - 04.00	NE 2-3, Sea 3	Pass off the French coast between 2 patrol vessels.  Sea state has decreased.
		07.45		Smoke cloud in sight, submerged.
		08.40		Surfaced nearby large Greek 5700 ton steamer "GEORGIOS M. EMBRIRICOS", home port Andros.  Halted and searched - from Bahia - Blanca (Argentinean) for Antwerp, cargo barley and flaxseed for Switzerland, let pass.
		09.23		Overcast, rainy, hazy.  A smoke cloud suddenly emerges from the haze, quickly comes closer.  The prize crew is still on the Greek.  Because of the high masts and speed I regard the silhouette as a destroyer.  Crash dive, initiate [attack] against the troublemaker.
				Could not approach for attack, because target zigzaged at high speed - at least 20 knots
				It is a vessel of type "LADY OF MANN" or "MONAS QUEEN", now however painted black.  Estimate 3000 GRT, 21-23 knots.  Cannon not distinguished, dirty and obscure flag.
				Because the prize officer, Lt.z.S. Erchen, behaves skillfully on the Greek and gets underway, does not promt the Englishman who notices nothing and runs past at some distance.
		09.50		U-35 surfaced again to take over the prize crew.  Thereafter continued advance in the direction of Quessant.

	- 28 -
		continued
		01.10.39
		11.20	NE 2, Sea 2, swells	Again a steamer in sight, held on to him.  Portuguese steamer "ALFORARDE" 2060 GRT empty from Lisbon for Antwerp.  After searching let go.
		12.45		Suddenly a flying boat out of the haze.  Again due to the large speed a dicey situation, however the boat gets under very quickly.
				It is interesting that the Greek was very German-friendly.  For example a check of his Radio Messages revealed that the official Greek press was quite objective and in our sense reported favorably - the radio operator congratulated us on our successes.
				The Greek Captain behaved very correctly and responded to demands very quickly - in 1918 in the Mediterranean Sea had been on a ship that had been sunk by a U-boat because of unlawful neutrality conduct.
		18.45	NE 0-1	Again a steamer in sight.  Submerged in his vicinity.  Belgian steamer "SUZON" from Antwerp.  Wood cargo, suspect course, NNW.  Surfaced close behind him and signaled several times with searchlight to "Stop at once", "No use of wireless allowed."  Steamer tries to escape with zig zag courses and continually transmits SOS.  A shot in his immediate vicinity brings him to a stop and finally silences his radio transmitter. Crew hurriedly goes to the boats.  Radio room reports very actice radio traffic in the immediate vicinity (high volume).  English and French land and ship stations and also an aircraft communications station had been repeatedly observed previously by U-35.  Since English and French direction finding stations at Land's End and Quessant send "To all" the bearings taken on the Belgian steamer, hurried up.
		19.00 - 19.30		I go close to both boats, they are of fine

	- 29 -
		continued
		01.10.39
				size and seaworthiness, and inform the Captain, who apparently speaks only very poor English, that he has only himself to blame, if I cannot take care of him now because of the emey defenses.  The boats are well equipped, also with emergency flares (red); because also a Dutch steamer reports at the same moment that he is nearby and has position of the Belgian steamer, also as the weather conditions are very calm, danger to the life of the crew does not appear to me to exist.  I ask the Captain whether he is aware of his location and course to Quessant - about 180°, approximately 40 nm - this is the case.
				Boats set off, steamer gets a torpedo shot, it does not appear safe enough to me to sink with artillery or explosive charge, (cargo pit props from Bordeaux to Cardiff, high deck cargo) and I can not wait hour after hour. Steamer breaks as a result of the torpedo hit and sinks) in 5 minutes.
		19.40		Moved off to the west, sunset, twilight.  The steamer crew lights a red emergency flare, that is visible from afar.
		20.00		Cruising speed with charging.  Because there is still very active Radio Message traffic, I decide to move off somewhat and operate tomorrow a little bit farther to sea. The monitoring of Radio Message traffic shows a notification of the English Admiralty "To all", that Germany has announced the sinking all English merchant ships without warning because of the arming of English merchant vessels. Unfortunately, Radio Message confirmation from the homeland is absent.
		20.30		Advance on general course NW, once the emergency flares of the steamer crew are out of sight.

	- 30 -
		02.10.39
		07.12		In the twilight a sailing vessel in sight ahead to starboard, submerged, ran toward it.
		07.25		Sailing vessel comes in view, surfaced.  Runs off to starboard followed at 2 x HF.
		07.55		A flying boat abeam to port, Crash dive.
		08.20		Surfaced.  Ran to the NW behind the sailing vessel.
		08.29		Approach of a large bomber (apparently type Handley-Page) out of the sun.  Good lookout (Thieme).  Submerged.
		xx.40		Surfaced.  On general course SW through the operations area, because the sailing vessel is out of sight.
		15.00	NE 4, Sea 3, freshening	Sailing vessel comes in sight to the north on an easterly course.  Submerged, ran towards him.
				On the regular long wave program time a Radio Message is received that sinking of dimmed vessels is allowed in certain areas.
				A Q U I T A N I A ! ! ! ! ! ! ! !
				2 days too late.  ----------
			NE 5-6, Sea 4-5	The sailing vessel is not disturbed, because it is a small lugger and as enough to do with himself in the increasing wind and rough sea.
				Submerged to work on the torpedoes.
		17.30		Surfaced, advanced to the east, to operate at night in the area released for darkened vessels.  Back and forth in position well off northwest of Quessant.   The weather conditions are such that a trade war is hardly feasible according to the Prize Regulations with dismissal of the crew in ship's boats.  Visibility is good.
		03.10.39
		00.00	Wind and Sea unchanged, still freshening somewhat	Ran to the west in the center of the western entrance to the Channel, before the slowly building seas.
			NE 7-8, Sea 6-7

	- 31 -
		continued
		03.10.39
		07.15		Sea increases substantially, boat rolls back and forth uncomfortably.
		12.45		A steamer comes in sight ahead to port, submerged, ran towards him.  It is the Greek steamer "DIAMANTIS" from Chios about 8000 GRT.
		13.50		Surfaced close to him, then the usual preliminary Morse message "Stop at once, no use of wireless permitted."  Steamer stopped and sets identification signal.  Because of the wind and seas forbid boarding, I intend to take the steamer with me under the SW Irish coast where there is protection against the rough sea, and to examine him there.
				Morse to the steamer "Follow me!", no success.  Now set the international Signal (JT) "Follow me!".  Slowly drove around the Greek with this signal.  Before he had a northerly course, which appeared suspicious to me, because he gave the impression of a fat morsel, in spite of the rough sea I do not want to tolerate his disobedience and ordered:  "Cannon ready!".  The signal "Follow me" had been waved for about 10 minutes before being answered by the steamer.  He also did not turn when I led to the west.
				"Cannon ready! " works well, although the operators stand strapped on almost continually in the water.  The success is disastrous.  The crew of the Greek plummet to the boats, I immediately order "Hold fire!" give with searchlight: "Don't go to the boats" and go to the steamer quickly, to prevent the steamer from launching the boats. But in vain, the windward and lee boats go in a rush, the windward boat capsizes immediately, the people lay in the water. A third smaller boat is still launched to leeward.  Additionally, the radio room reported that the Greek uses his radio transmitter.

	- 32 -
		continued
		03.10.39
				Both lee boats eventually come free of the steamer and roll around in the high seas.
		13.45		A mad quarter of an hour ensued, in which the full commitment of - 1 officer, 1 chief petty officer, 2 petty officers, 1 man  - working on the U-boat deck without tethers gradually succeed in rescuing the drifting and storm tossed Greeks, first those floating in the water, then in both boats.
		15.03		Certainly, my men had life jackets and artillery belts on, however, often they had to unhook and constantly endure being overwashed by breakers, holding on firmly to get the completely confused Greeks aboard. One minute is more terrible than the next - but, finally, they succeed at doing the impossible, receiving the complete crew of the Greek aboard, even if mostly in a completely exhausted state. They cry and cross themselves.  Just as the last three Greeks are being pulled aboard an aircraft comes in sight.  A large slow whale.  Crash dive is successful, although the last 3 Greeks, who we stow away hard and fast, think their last hour has come.
		15.04		In spite of the sudden additional load of 28 people the Chief Engineer, Oblt. Stamer, achieves a brilliant result, splendid driving at periscope depth, so that the approaching flying boat encounters the water and periscope.
				Submerged I vigorously protested to the Captain that his erratic behavior had brought his crew and also my boat in serious danger.  It turns out that the crew panicked and the Captain tried in vain to keep them on board.  The First Officer seems to be the originator of this panic.
				The steamer is a fat morsel.  (new

	- 33 -
		continued
		03.10.39
				8000 GRT size ship).  It has 7700 tons of Manganese from Freetown (West Africa) to Barrow (Irish Sea).  Therefore sank.
		15.40		Shot from tube III (G 7a), that detonated 18 seconds ahead of the boat.  Shot from tube IV (G 7a) that detonated barely 10 seconds ahead of the boat - it thunders tremendously.  The Greeks cross themselves again.  Shot from tube I (G 7e) this was a surface runner, however after 34 seconds hit astern.  The Greek sank slowly over the stern.
				Ran off submerged, because the radio traffic of the Greek was received by the Englanders and bearings were taken.  Also the order to the aircraft was received by the radio room of U-35.
		19.10		Surfaced, advanced to the west.  Transit is required because I must get rid of the Greeks again, because of weather conditions to the southwest of Ireland.  Monitoring of the steamer wave shows, that a Hungarian steamer had found the capsized boats.  Because great excitement exists concerning the crew (steamer wave), I send a Radio Message report to the homeland to prevent horror stories of the English and French concerning other neutrals.  Naturally everything possible is done for the Greeks.  As a result they slowly begin to take courage again and are soon full of praise, from the Captain to the ship's boy.   They look on with astonishment, that they believed the horror stories of the Englishmen about the U-boat men.  The impression will be deep and lasting, the way we share everything we have with them, they are visibly touched.  5 patients are also examined medically.
		20.00		The recent Pi G 7a failures make me very pensive.  The instructions in the recent B.d.U.-Radio Message on this subject were observed yet 2 failures occurred,

	- 34 -
		continued
		03.10.39
				while a third torpedo was certainly a surface runner, which can be explained by the high sea state, however, its pistol apparently worked correctly.
				Because U-35 only has 2 torpedoes, I decide on return transit, because it is uncertain whether these two will work or not.  In any case, I decide that if there should be an opportunity to attack, to shoot with impact ignition.
		04.10.39
		00.00	NE 7-8, Sea 6-7	The boat rolls heavily, but moves ahead well with the seas coming obliquely from astern.  The 65 people on board have all been stowed quite well.   The Greeks wide eyed at the considerable motion of the boat in the rough seas.
				It smells like a zoo (carnivore house).
			Slowly abating to Sea 6-5, overcast, heavy rain, hazy	No steamer or fishing vessel comes in sight, to which I can transfer the 28 Greeks.  So I decide to put them ashore in a secluded bay - Ventry Harbor.  This constitutes a distress situation, especially since five Greeks have high fevers (Malaria?).
		15.00 - 16.30		Headed for Dingle Bay.  Went carefully to Ventry Harbor to within approximately 10 meters of the rocks and set the Greeks ashore in 7 short dinghy loads.  Approximately 40 Irish arrive and receive the shipwrecked apparently well.
				Effusive thanks from the Greeks whom we have taken care of as well as possible. Also the Irishmen are very friendly and wave enthusiastically at parting.
		18.00 - 19.30	Again freshening, NE 7, Sea 6, steady heavy	Out of Dingle Bay.  Major cleaning of the ship.  Night transit to the north.  Some fishing vessels with lights were not bothered in the high seas.

	- 35 -
		continued
		03.10.39
			rain, very high swells	The strain on the bridge watch is tremendous - breakers continuously come over the conning tower.  Also pouring rain and the lack of sleep the previous night.  The rain gear is not nearly enough.
		05.10.39
		10.00 - 22.00		Gyro compass out of service, damage to cylinder 1 of the port diesel.
				Submerged to correct the malfunctions.  In so doing serviced the torpedoes.
		19.00		Surfaced, because the damage to the diesel is repaired.
		22.30		Gyro compass again in service.
			NE 5-4, Sea 4-3, very high swell, rain squalls, clearing somewhat	It has abated.  Continued night transit to the north.
		06.10.39
		12.03		Steamer in sight ahead - Boat is positioned about at St. Kilda.
		12.55	NE 4, Sea 3, high swell	Submerged, ran opposite to.  Surfaced next to Norwegian Steamer "HIRD" from Oslo, in ballast on the route for Paramaribo.  Released - in spite of the cooperative and correct behavior of the Norwegians and perfect circumstances which must result in his release, visible drawing of deep breath by its crew and enthusiastic waving when this decision takes place. Time and again the U-boat propaganda!
		16.00	Freshening again.	The boat rides badly and struggles painfully forward, below deck the familiar eardrum massage with closed conning tower hatch and water filled diesel masts.
		19.00	NE 6-8, very high swell, Sea 7, extreme squalls, throughout the day nearly constant overcast, at night on the mid watch mostly temporary clearing
				The sea comes in very unfavorably, the boat throws itself strongly to both sides.  Occasionally must come to LF, because every breaker strikes directly on the bridge.

	- 36 -
		continued
		06.10.39
				Blind night transit.
				Monitoring of the steamer wave provides news that the crew of the Belgian "SUZON" was taken by an Englander safely.
		07.10.39
		00.30	As before	A black day for the diesels. Continual failures, occasionally both engines out of service at the same time for long periods.  Now the overstrain of the diesel installation of this boat comes to light again, and it must be kept in mind that during the entire cruise the boat has only rarely exceeded a drive setting of 9 knots!  If one succeeds - as in earlier times, particularly in Spain - again and again in handling the breakdowns by ones own means, this can be ascribed to the hard work and experience of the Chief Engineer and his technical personnel.
				A long time submerged for repairs.
		13.00 - 16.00		A Norwegian tanker, a Swedish passenger steamer let go, because the sea is too high for any boarding and the diesels currently run only as a trial.  The tanker runs on an unsuspicious course (about northeast).
			Wind and sea state temporarily lessen, then increase again	Slowly again northeastwards.
		19.00 - 23.00		Ran through between illuminated fishing vessels - seem to behave like patrol vessels.
		08.10.39
		01.00 - 13.00	Wind and sea slowly abate, still high swells	Avoided fishing vessels again several times.

	- 37 -
		continued
		08.10.39
		04.00	It quickly smooth's out, NE 2-3, Sea 2-3, swells, clear, cloudy	At last, improvement in the weather, so that the bridge takes over only spray on occasion.
		10.30	Extraordinarily good visibility	A flying boat in sight ahead.  Submerged.  An investigation also by surfacing again and all around sweeps with binoculars reveals that a patrol is flown between the Faroes and Shetlands.  Whales fly back and forth on this line.
				So passed through this zone submerged.  Used the submerged stay for diesel repairs.
		19.00	NE 2-3, Sea 1-2, low swell	Twilight, surfaced.  Night transit.  Reached the northern tip of the Shetlands.  I have not undertaken a transit through the Fair Isle Passage due to the condition of the diesels.
		23.00		No fishing vessels northeast of the Shetlands.
		09.10.39
		02.00	Gradually freshening again and shifting clockwise,	Excellent visibility, strong aurora borealis.  Clear cold night.
		06.45 07.40	SE 4-5, Sea 3	The shadow of a patrol vessel comes in sight ahead in the twilight.  Because it is already too bright for an attack, submerged.  Ran towards him, however, the patrol vessel apparently turned off to the southwest.   Apparently a "small Channel" or "Irish Sea" steamer rigged as a patrol vessel.  Armament and flag however not recognized.
				Submerged, serviced torpedoes there.
		09.30		Surfaced, tactical movement to the southeast.
		12.00		If the boat surfaces, it must continually go deep again immediately before aircraft.  Initially these are only independent aircraft, then two or 5 together, about 14.00 hours once approximately 15 land-based aircraft.

	- 38 -
		continued
		09.10.39
				Around 15.00 hours the boat is sighed while surfacing by 5 aircraft apparently just approaching and is honored by their bomb loads.  Approximately 20-30 bombs, apparently also depth charges in between, first very close to the boat, then gradually further off.  Another vessel cannot be intended, because on the surface in spite of good visibility nothing is seen.  Remained submerged.
			SE 7, Sea 6, cold, steadily freshening, clear, cloudy to overcast	From 15.00 - 15.50 hours the bomb clatter remains comendably nearby - every 2-3 minutes a bomb falls.  I cannot explain the targeting, because even an oil trace would have to disperse with the existing rough seas.
		16.00 - 16.15		Again approximately 20 bomb detonations commendably close.  The listener has counted a total of 66 detonations.
		16.45		3 parting detonations in the vicinity.
		18.15		Surfaced.  Night transit to the south.  Oil trace not determined.
		from 20.00		Heavy rain squalls.
				The demands on the bridge watch are enormously difficult; they have not been completely dry for weeks.  Now it is also grown quite cold.
		10.10.39
		00.00 - 04.00	As before, rain showers, squalls	The lighthouse at Utsira distinguished.  Proceeded at some distance off the coast to the south due to the lack of an astronomical navigation fix.  Precise navigation fix at Lister lighthouse.
		02.13 - 03.30		A small however fast English patrol vessel, approaching before the sea, passed submerged.
		12.05 - 12.51		Submerged for land-based aircraft.
		14.30		Course south in the direction of the mine gap.
		14.51 - 15.29		Submerged before a sea-based aircraft (Whale).

	- 39 -
		continued
		10.10.39
		16.00 - 18.00	Shifting clockwise and freshening	Average list 25° to starboard.  Occasionally the boat lists over 55 - 60°.  The port diesel becomes unreliable again.
			E 6-8, Sea 6-7	Boat makes headway only very slowly due to violent movements.
		11.10.39
		03.00		Reached the north mine gap.
		from 08.00	E 5, Sea 5	Temporarily abated somewhat.
				Course 180° very unfavorable to the sea.
		from 15.00	Again freshened
		15.55		Crash dive for land-based aircraft, in fact however, turns out to be German
		22.22	E - SE 5-7, Sea 4-5	Course to the Norderney Lightship (peacetime position).  The English coast seems to be protected more closely.
		12.10.39
		05.30 - 08.00		In fog off the Jade.  At the light ship report via the pilot's steamer "RÜSTRINGEN".
		10.30		Enter Wilhelmshaven.
				The first war patrol of the boat is finished.
				Remaining     fuel oil:            150 liters.
				lubricating oil:       0 liters
				Wilhelmshaven, on 12 October 1939.
				Kapitänleutnant
				and Kommandant "U-35".

	Enclosures to U-35's KTB - click on the text at left to proceed to the document
Chart	Track Chart of entire patrol                 10 September to 12 October 1939
Sketch	Sketch of convoy attack                      22 September 1939
Reports	Reports  on individual ships

Click the icons to view the associated records
	Return to the U-boat KTB page