O. N .I.   250-G SERIAL  NO. 7 CONFIDENTIAL U-513   SUNK BY AIRCRAFT OF VP-74   7-19-43

	POST MORTEMS
	ON
	ENEMY SUBMARINES
	DIVISION OF NAVAL INTELLIGENCE

 

	CONFIDENTIAL
	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON
	SERIAL NO. 18
	REPORT ON THE
	INTERROGATION OF SURVIVORS
	FROM U-513
	SUNK ON JULY 19, 1943
	_____________________________________________
	UNITED STATES GOVERNMENT PRINTING OFFICE
	WASHINGTON  .  1943

 

	Op-16-F-10 (20)
	S8/EF74
	L11-1/EF74
	CONFIDENTIAL
	Serial No. 02488116
	O.N.I.  250  SERIES
	NAVY DEPARTMENT,
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS,
	Washington, October 25, 1942.
	1.  The O. N. I. 250 Series - Post Mortems on Enemy Submarines - consist of intelligence obtained from the sinking or capture of enemy submarines.  The Suffix G, I, or J indicates whether the submarine is German, Italian, or Japanese.
	2.  In preparing this series of pamphlets, of which it is hoped there will be many, all information considered to be of value or interest to the naval service is included.  While all the material does not relate directly to enemy submarine operations and personnel, it is in effect the intelligence which has been gathered in the course of antisubmarine operations.
	3.  This publication, like those which are to follow, is Confidential.  Many of the data were formerly classified as Secret.  But, the classification has been lowered in order that the service at large may benefit from the information collected and presented herein.  While no accountability is required, attention is invited to the fact that the intelligence contained in this series must be safeguarded in accordance with the strict and literal interpretation of its classification.  The information compiled in this series can be of too great assistance in our operations at sea to hazard the loss of a source at once so important and irreplaceable.
	H. C. TRAIN
	Rear Admiral, U. S. Navy,
	Director of Naval Intelligence.
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	TABLE OF CONTENTS
	Page Chapter I.   Introductory remarks     II.   Details of U-513     III.   Crew of U-513     IV.   Early History of U-513     V.   First Patrol of U-513     VI.   Second patrol of U-513     VII.   Third patrol of U-513     VIII.   Fourth and last patrol of U-513     IX.   The sinking of U-513     X.   General remarks on U-boats     XI.   Bases
	Annex A.  Crew list of U-513 - rank equivalents
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	Chapter I.  INTRODUCTORY REMARKS
	Kapitänleutnant(1) Friedrich Guggenberger, wearer of the Oak Leaves to the Knight's Cross, commander of U-81 when he sank H.M.S. Ark Royal, was commander of U-513 when she was sunk.  It was Guggenberger's first patrol on U-513 which on its previous three patrols had been commanded by Korvettenkapitän Rüggeberg.
	U-513 was attacked and sunk on 19 July 1943, in position 27.17 S., 47.32 W., by PBM 5 of squadron VP-74.  The bombs dropped by the airplane exploded just after the boat had turned sharply to starboard while employing evasion tactics.  Ten seconds after the bombs were dropped the pilot turned to observe the results of his attack.  U-513 had already been sunk.
	Two rubber rafts and life jackets were dropped to the survivors seen swimming in the water while at the same time the airplane's base was notified.  U.S.S. Barnegat proceeded at best possible speed to the position indicated and succeeded in finding 7 survivors, including Kapitänleutnant Guggenberger; it is believed that not more than 11 men in all were thrown clear of the U-boat when the bombs exploded.  Five men were suffering from shock and slight superficial injuries; Guggenberger and an enlisted man were more severely injured and were kept segregated from the other survivors.  The efficient handling of the prisoners while on board U.S.S. Barnegat no doubt facilitated the interrogation which took place at an interrogation center in the United States.
	This report is based on statements made by five prisoners, as Guggenberger and the other enlisted man were not available for interrogation due to the injuries received.
	___________
	1 For U.S.N. equivalents of German Navy ranks, see Annex A.
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	Chapter II.  DETAILS OF U-513
	TONNAGE.
	750 tons.
	TYPE.
	IX-C.
	BUILDING YARD.
	Deutsche Werft, Finkenwerder, Hamburg.
	DEVICES.
	(a)  Viking ship.
	(b)  Cross with U-boat in its middle (10th Flotilla device).
	HULL.
	Welded, except Diesel room hatch cover which was riveted.  Frames spaced 60 to 70 cm.  (21.82 to 27.56 inches) apart.
	DIESELS.
	Two M.A.N. 9-cylinder, 2,200/2,500 h. p. Diesels with forged crankshafts.
	SUPERCHARGER.
	Büchi.  Clutches on superchargers mechanically actuated.
	MAIN CLUTCHES.
	Pneumatically actuated.
	ELECTRIC MOTORS.
	Two Siemens 500-h. p. electric motors.
	BATTERIES.
	Lead-acid type.
	AIR COMPRESSORS.
	(a)  One electric air compressor, four-stage.
	(b)  One Junkers Diesel crankless compressor, four-stage.  This compressor worked at pressure of 15 to 18 atmospheres.  Both compressors located in the electric motor compartment.
	SURFACE SPEEDS.
	At emergency speed (2xA. K.) U-513 was able to make 18 to 19 knots by crowding the Diesels to their limit.
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	A short burst of still higher speed (3x A. K.) is possible by coupling the Diesels and the electric motors in tandem, both at their maximum speeds.  In calm weather this would have given U-513 a speed of 20 to 21 knots.
	AIR FLASKS.
	Fifteen in all, most of them between pressure hull and deck grating.  Those outside the pressure hull were said to have a capacity of 450 liters; the flasks inside the pressure hull contained 325 liters.
	TORPEDO TUBES.
	Four tubes forward, two tubes aft.  Apparently not fitted for convoy or acoustic torpedoes.
	TORPEDOES.
	Except on fourth and last patrol, when 15 electric and only 6 air torpedoes were carried, U-513 carried a full complement of 15 electric torpedoes in the boat and 8 air torpedoes in the upper deck containers.  The distribution of the electric torpedoes was as follows:  4 in forward tubes, 2 on floor plates, 4 under floor plates in forward torpedo compartment, 2 in stern tubes and 3 on floor plates of the after torpedo compartment.  Only standard electric and air torpedoes carried.  No convoy torpedoes or electric torpedoes with two explosive charges were on board.  Air torpedoes had 6-bladed propellers.
	PISTOLS.
	Only long-wiskered pistols, PiG7h, were carried.
	MINES.
	U-513 did not carry mines on any of her patrols.
	GUNS.
	One 105 mm. (4.1 inch) gun forward.
	One 37 mm. (1.5 inch) antiaircraft gun aft.
	One 20 mm. antiaircraft cannon on bandstand; the ammunition for the 20 mm. cannon is contained in a flat drum magazine which holds about 40 rounds.  It was said to have consisted entirely of HE tracer bullets.
	Four demountable C-38 machine guns.
	ADDITIONAL ANTIAIRCRAFT PROTECTION.
	U-513 was not equipped with either an added platform or twin or quadruple 20 mm. cannons.  The crew believed that had they completed their last patrol these changes would have been made; they were also of the opinion that their lay-over in port had not been long enough to fit the new equipment.

 

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	RADAR.
	Not fitted.
	G.S.R.
	Fitted.  Fixed, dipole-type aerial installed prior to last patrol.
	LISTENING GEAR.
	K.D.B. fitted on first patrol only; thereafter removed and G.H.G. installed.
	S.B.T.
	Fitted.
	SALVAGE FITTINGS.
	Removed after completion of trials.
	DISTANCE BETWEEN DECK GRATING AND PRESSURE HULL.
	Not changed; approximately 3-1/2 feet.
	HYDROGEN BOTTLES.
	None carried on bridge or any other place in the boat.
	FRESH WATER DISTILLER.
	The capacity of U-513's still was considerable.  It was stated to be 45 liters average per two hours, i.e. 540 liters per day.

 

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	Chapter III.  CREW OF U-513
	There were 53 men on board U-513 on her last patrol; 4 officers, 1 engineer officer pupil, and 48 ratings and enlisted men.  Of these only the commanding officer and 5 men survived.
	OFFICERS ON LAST PATROL.
	Kapitänleutnant Friedrich Guggenberger was in command of U-513 at the time of her sinking.  He is 28 years old, a native of Munich, but his wife and son now reside in Berlin.  His father, a lieutenant in the Imperial Navy, was killed in World War I.
	During his training as a member of the naval class of 1934 he made several cruises aboard the cruiser Emden which took him as far east as Japan.  In 1938 he instructed for a time at the Naval Academy at Mürwik and then returned to Emden on which he served in almost every capacity.  Guggenberger received his training for the U-boat arm at Neustadt and served as executive officer on a U-boat operating in the North Atlantic.  (O.N.I. Note:  Guggenberger is believed to have served as executive officer on U-29 under Kapitänleutnant Schuhart.)  His own fame as a U-boat commander was achieved in the Mediterranean where he commanded U-81, a 500-ton U-boat operating chiefly out of La Spezia.  His greatest success was the sinking of H. M. S. Ark Royal, 15 November 1941 off Gibraltar, at which he fired four torpedoes one of which found its mark.  As a result Guggenberger was awarded the Knight's Cross of the Iron Cross, 10 December 1941.  In the spring of 1942 he was said to have bombarded Jaffa with gunfire from his U-boat and had registered hits on gas works and an electrical plant.
	Other awards include an Italian decoration presented by the Duke of Aosta 8 May 1941, to Guggenberger and Tiesenhausen, together with the officers of U-81, and the Oak Leaves to the Knight's Cross of the Iron Cross.  The latter was presented 9 January 1943 by Hitler at his headquarters on the Russian Front, to which Guggenberger was flown with several other officers.  At that time he was credited with more than 50,000 tons of merchant shipping and Ark Royal.
	Guggenberger made only one patrol on U-513 and stated that his transfer to the Atlantic area was supposed to relieve him from the strain of having operated in the dangerous Mediterranean.  The change was not to his liking.
	Like most German naval officers, Guggenberger had not considered
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	the possibility of capture but is most grateful for the care he has received, which he said would not have been better in Germany.  Although still confident of eventual German success and loyal to the Hitler government, he has occasionally criticized certain aspects of national policy.  He is extremely polite and willing to talk on almost any subject except U-boat warfare, about which he is security conscious.  In the German Navy he had the reputation of being an individualist and inclined to disregard rules.  Admiral Dönitz always teased him about his extremely long hair.  Also he was accustomed to bring his U-boat up to the pier on her Diesels instead of electric motors as prescribed.  His interests extend far beyond naval matters, and he is widely read.
	In the final attack on U-513 he suffered four broken ribs and a fractured ankle.
	The first watch officer was Leutnant z. S. Horst Gottschalk, who is not listed in the 1940 German Navy List, but who, according to the prisoners, belonged to the 1940 October term.  He had been on U-513 since her commissioning, at which time he held the rank of second watch officer.  He was promoted to first watch officer after the third patrol.
	Leutnant Gustav von Puttkammer was second watch officer; he is not listed in the German Navy List of 1940.  He had joined U-513 on her third patrol as third watch officer and had been promoted to second watch officer prior to the last patrol on which no third watch officer was carried.
	The engineer officer was Kapitänleutnant (Ing.) Gunter Seidel of the 1935 naval term.  He was rather disliked by the crew mostly for his miserly attitude when it came to drinking water.  He was most concerned about the daily watering of the batteries and although the fresh water distilling plant produced quite prolifically, he was reluctant to let the crew have more fresh water than an amount considered sufficient by him.  He even went so far as to refuse to let the night bridge watch and night engine room watch have the customary cup of coffee while on duty; after complaints, however, the commander ordered that the bridge watch be allowed one cup of coffee each.  Thereafter, the engineer officer would get up at about midnight and would himself take five cups of water to make the midnight brew, drinking one cup himself.  His mania of conserving water went even so far that during a rainfall the men had to save the rain water - even if it was only a small container.  Prior to coming aboard U-513, Seidel had served as engineer officer on a U-boat commanded by Korvettenkapitän Sturm, which was said to have been badly damaged and consequently scuttled some time in March 1943 in the vicinity of the Canary Islands or near Madeira.  Her entire crew was believed to

 

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	have rowed to safety in rafts and to have made their way to Germany.  (O.N.I. Note:  Sturm is believed to have been commanded U-410 which had been reported in the West Atlantic in February 1943.)
	The engineer officer pupil was Leutnant (Ing.) Lehmann, who is not listed in the German Navy List of 1940.
	ORIGINAL OFFICER COMPLEMENT.
	The officer complement of U-513 at the time of the commissioning was Korvettenkapitän Rüggeberg, commander; Leutnant z. S. Murl, first watch officer; Leutnant z. S. Gottschalk, second watch officer; Fähnrich z. S. Witt, third watch officer; Leutnant (Ing.) Kötting, engineer officer.
	Korvettenkapitän Rüggeberg belongs to the 1926 naval term and prior to having been given command of U-513 had served as naval attache at Madrid.  He was characterized by his crew as being quiet and cautious, thus suiting him ideally to the role of contact keeper for a group of U-boats.  However, though showing daring and a spirit of attack on his first patrol, the two following patrols found him exercising more and more caution; prisoners stated that on several occasions when radar was intercepted on the G. S. R., he would give the order to submerge, even though the G. S. R. operator assured him that the radar station was land-based.  Again, on the third patrol, four fishing vessels were observed in the vicinity of the Canary Islands; Rüggeberg, fearing a U-boat trap, ordered a dive though everyone on board beseeched him to use his forward deck gun in an effort to establish the status of these boats.  Some of the crew were of the opinion that U-513 would not have been surprised on the surface when she was sunk, had Rüggeberg been her commander at that time.
	Generally speaking, he kept to himself and let the crew have its own way; the result was that the performance of the boat decreased and that his successor, Kapitänleutnant Guggenberger, found it necessary to devote considerable time to the drilling and exercising of the men after he took over command of U-513, just before her fourth and last patrol.  The crew was under the impression that Rüggeberg would not get another U-boat command in view of his age and health; however, no one was sure where he had been transferred.
	The first watch officer, Leutnant z. S. Murl, belongs to the 1938 term.  He was considered an able officer and is believed to have been sent to the U-boat commander's school after leaving U-513 on completion of the third patrol.  He is now an Oberleutnant.
	Fähnrich Ernst Witt joined U-513 during the trials conducted in Kiel and was given duties as petty officer in charge of the bridge.  He stayed with the boat until after the second patrol.

 

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	The engineer officer was Leutnant (Ing.) Otto Kötting, a lower deck promotion, who was said to have served previously on the cruiser Konigsberg.  He left after the third patrol of U-513 and went directly to a hospital due to a nervous break-down which resulted in temporarily paralyzing both his legs.
	ENLISTED MEN.
	Of the six enlisted men who survived, one was not available for interrogation due to hospitalization.  The other five men, four of whom entered the Navy in 1941, the other in 1942, were rather inexperienced.  The cook had been a reservist who had been drafted into U-boats without having been sent to a submarine school.
	Security consciousness was not high and hardly any of the prisoners could be classified as Nazis.

 

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	Chapter IV.  EARLY HISTORY OF U-513
	U-513 was built at the Deutsche Werft, Finkenwerder, Hamburg, and belonged to the series of 750-ton boats believed to be numbered from   U-501 to U-530; possibly beyond.  Her yard device was an ace of spades over a horizontal bar.  She may have been launched late October or early November 1941, since members of the crew who attended the final construction period and who arrived at the building yard late November 1941 stated that she was in the water by that time.  Prior to the commissioning, technical ratings lived on the depot ship Warnow and were instructed on the U-boat as well as in the barracks; the seaman lived in barracks.
	U-513 was commissioned on 10 January 1942; she left Hamburg the afternoon of 16 January and, after tying up in Brünsbüttel for the night, passed through the Kaiser Wilhelm Kanal and arrived in Kiel 17 January 1942.  There she was attached to the 5th Flotilla.  The usual tests were then carried out by the U-boat Acceptance Command (U. A. K.) including pressure dock test up to 90 meters.  Some of the driving mechanism of the starboard Diesel engine was found faulty and was replaced.  U-513 was frozen in while moored to the Tirpitz mole.  Since most of the tests had been carried out before the ice made further progress impossible, U-513 was able to finish quickly after the thaw, being required only to pass her trimming test and to be depermed for a second time.
	On 19 April 1942, she left Kiel and proceeded to Danzig; during the course of this trip an 8-hour high-speed trial was undertaken.  At Danzig U-513 remained only long enough to make arrangements for the next trials and after about 2 days, during which part of the crew lived on the Hamburg, she sailed for Gotenhafen where for the next two weeks she carried out tactical exercises with a group of nine other U-boats.
	TACTICAL EXERCISES.
	Among the boats were U-607, under Kapitänleutnant Mengersen, and U-165, under Kapitänleutnant Hoffmann.  (O. N. I. Note:  Both U-boats since sunk, U-607 on 13 July 1943, and U-165 in October 1942.  Another boat known to have been present at the exercises was U-606, under command of Kapitänleutnant Klatt, since sunk under Oberleutnant Döhler on 22 February 1943.)  The area in which the tactical exercises took place was stated to have been between Bornholm
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	and Pillau.  Among the surface ships participating in the exercises were said to have been the Swakopmund, the destroyers Wilhelm Bauer and Erwin Wassner, two or three patrol craft and two minesweepers.  The exercises lasted about 10 days during which time the whole group of boats was at sea all the time.
	AGRUFRONT TESTS.
	She was then routed to Hela for tests under the Active Service Training Group (Agrufront).  This lasted for about 2 weeks during which time Kapitänleutnant (Ing.) Suhren would come aboard on alternate days giving tests to half the crew; on the other days the engineer officer of U-513 repeated the tests with the second half of the crew.  At Hela part of the crew lived on the U-boat, the others in barracks quite a distance away in the woods.
	TORPEDO FIRING PRACTICE.
	The boat was then ordered to Pillau for torpedo firing practice.  She was said to have been attached to the 21st Flotilla, though Korvettenkapitän v. Stockhausen, commander of the 26th Flotilla came aboard repeatedly; this, however, may have been due to the friendship of U-513's commander and v. Stockhausen who both belong to the 1926 naval term, and may not have been indicative of the attachment of U-513 to his flotilla,
	SILENT RUNNING TESTS.
	After completion of the trials, U-513 made silent running tests at Rönne where it was discovered that her pumps were noisy.  She then proceeded to Stettin, arriving at the Oder Werke the first days of June.
	FINAL OVERHAUL.
	Her final overhaul had been scheduled to take place at the yard where she was built, but as the Deutsche Werft, Finkenwerder, was too busy, she was diverted to Stettin, arriving there during the first days of June 1942.  The final adjustments lasted about 8 weeks, during which time the crew was given leave in two watches.  After being fully provisioned and after having taken on a full complement of 15 electric and 8 air torpedoes, while lying next to the depot ship Usambara, U-513 left Stettin on 31 July 1942.  She passed by Rönne, where for a second time silent running tests were made.  She made fast at the Tirpitz mole in Kiel a day or so later, and after about 5 days sailed on her first patrol.

 

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	Chapter V.  FIRST PATROL OF U-513
	DEPARTURE.
	U-513 left Kiel on the afternoon of 7 August 1942, in company with  U-165, commanded by Korvettenkapitän Hoffmann; both boats were escorted by a mine destructor vessel as far as Kristiansand, which was reached in the early hours of 9 August 1942.  Two enlisted men suffering from light cases of blood poisoning were taken to a hospital where they were treated.  They were able to rejoin their boat in time for the sailing, the morning of 11 August 1942.  U-513 and U-165 had both topped up with oil, water, and provisions and left the port together.  They separated soon thereafter.
	COSSING OF NORTH ATLANTIC.
	After passing through the "Rosengarten" on the surface, now and then seeing floating mines, U-513 shaped a course for her operational area off the coast of Newfoundland.  To most of the crew this was a complete and unpleasant surprise, as they had been issued tropical gear; the boat itself was equipped with a second refrigerator, located in the control room - these are believed installed only in boats operating in the South Atlantic.
	PATROLLING OFF STRAIT OF BELLE ISLE.
	Not much time was lost in crossing the Atlantic; U-513 arrived off the Strait of Belle Isle after about 14 days.  She did not enter the Gulf of St. Lawrence, but patrolled only the entrance to the strait.  After about 10 days of unsuccessful waiting, the commander decided to try his luck farther south.
	SINKING IN CONCEPTION BAY.
	Observing ships entering Conception Bay and anchoring off Bell Island, U-513 followed a 3,000-ton freighter into the harbor of Wabana the night of 4 September 1942.  She then dived and resting on the bottom in about 80 feet, spent the night in relative comfort.  Next morning a target was selected, and two torpedoes were fired at an ore steamer estimated at 9,000 tons.  Apparently the torpedo ratings, in the excitement of firing their first live torpedoes, had forgotten to set that battery switch from "Charge" to "Fire," because, as soon as they left the tubes, they sank quickly to the bottom.  Before the next attack could be launched, U-513 broke surface briefly, but none of the look-outs on the anchored steamers saw her.  After this incident
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	the boat again maneuvered into firing position and shot two torpedoes at the freighter she had selected as her first victim.  This time the torpedoes hit, and the steamer was observed to sink.  Immediately after the explosion all other ships made frantic effort to either shift their position or to get out of the harbor.  Due to the shallow water U-513 could not move with her accustomed ease, and when another of the steamers, estimated at 7,000 tons, swung around suddenly on her way out, U-513 was dealt a glancing blow on the conning tower forcing her into the mud of the shallow harbor.  This action, however, was no intentional ramming, and it is doubted whether the steamer was aware that she had scraped against the hull of a U-boat.  Recovering swiftly from the blow, U-513 fired two torpedoes from her stern tubes, sinking the steamer.  She then followed, submerged, in the wake of the same 3,000-ton steamer which she had followed in; but, due to the disorder caused by the collision and the general excitement, tubes were not reloaded in time to attack the steamer acting as pilot for them and she therefore escaped.  (O. N. I. Note:  The ships sunk were probably S. S. Lord Strathcona, British freighter, 7,335 tons and S. S. Saganaga, also a British freighter, 5,454 tons, loaded with 7,900 tons of iron ore.  Both were sunk 5 September 1942, at 47.35 N.,  52.59 W.)
	U-513 then stood out to sea to repair her damaged conning tower; about 2 days later she made several trial dives, transferred four torpedoes from her upper deck containers, and was again ready to continue the patrol.
	SINKING OFF BONAVISTA BAY.
	The third steamer to be sunk by U-513 was said to have been a freighter of about 6,000 tons which was torpedoed off Bonavista Bay about 12 September 1942.  The steamer was attacked at night, and two torpedoes were fired from the surface.  (O. N. I. Note:  No sinking is reported in this vicinity on or about the date mentioned.)
	SINKING OFF ST. JOHNS.
	The fourth and last ship claimed sunk by U-513 was stated to have been a combination passenger and freight steamer of about 7,000 tons traveling in convoy with another ship, protected by two destroyers or corvettes.  Two torpedoes were shot at her and she started to burn.  According to two of the prisoners, the other ship and the escort fled, leaving the attacked ship to her fate.  The action was said to have occurred about 19 September 1942, off St. John's.
	PURSUIT OF A CONVOY.
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	the operational area assigned to U-513 and another U-boat was believed to have taken over the shadowing.
	MEETING WITH A 500-TON U-BOAT.
	Approximately 2 more weeks were spent in an area just south of Newfoundland, but no ships were sighted.  About 8 October 1942,       U-513 set course for her base at Lorient, estimating that she would be able to reach it with the supply of fuel oil still in her tanks.  However, when the opportunity offered itself to take over a small quantity of fuel oil from a 500-ton U-boat said to have belonged to a patrol line of U-boats, a meeting was arranged at an approximate position 45 N., 23 W.  Neither boat was especially equipped for the oil transfer and therefore, U-513 used various lengths of fire hose.  While sailing on a parallel course at slow speed, the hose parted twice due to the rough weather, but eventually 10 cubic meters of oil were taken over.  The 500-ton U-boat from which the oil was taken over was not identified, but it was stated that she had either damaged or lost a propeller; in any case she could only proceed on one Diesel.
	RETURN TO LORIENT.
	U-513 returned to Lorient 22 October 1942, making most of the passage on the surface, at moderately high speed.  She had four pennants flying, claiming a total of 29,000 tons sunk.  Thirteen torpedoes were believed to have been brought back, though 1 prisoner stated that only 9 were left, 14 having been used on the patrol.
	On Sunday, 25 October 1942, formal awards were made.  Korvettenkapitän Rüggeberg received the Iron Cross first and second class from Korvettenkapitän Kuhnke; all officers were awarded the Iron Cross second class, as were eight ratings and enlisted men.
	U-513 was overhauled in the Keroman bunkers and after less than a month was ready to leave on her second patrol.  She now carried the 10th Flotilla device, a black cross with a U-boat in the middle.

 

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	Chapter VI.  SECOND PATROL OF U-513
	DEPARTURE.
	The crew of U-513 believed that they were scheduled to operate in the Trinidad area when the boat left Lorient on 19 November 1942.  As usual a mine destructor vessel preceded her and a patrol vessel followed her until they reached the 100-meter (330-foot) line.  The course to be followed was north of the Azores.
	BEGINNING OF ENGINE TROUBLES.
	After about 7 days, considerable difficulties were encountered with the Diesel engines.  Oil filters clogged, as did injectors.  The reason was not evident immediately though it was believed that impurities in the fuel oil were responsible.  The Admiral U-boats was advised and they were instructed to clean the engines and to undertake a 24-hours' high speed test after which the results were to be communicated to the Admiral who would then make the decision as to the further action to be taken.
	MEETING WITH U-68.
	Before starting the test, a U-boat under command of Korvettenkapitän Mertin was met in approximate position 40 N., 35 W.  (O. N. I. Note:  Mertin is believed to command U-68.)  From this boat spare parts, among them three fuel injector pumps, were obtained and the Diesel engines were overhauled preparatory to the test run.  The result of the trial was disappointing; in addition to clogged injectors, valve stems and push rods were bent.
	RETURN TO BASE.
	It was impossible to go any further and after having received permission from the Admiral U-boats, U-513 turned back to her base after having reached the approximate position 40 N., 40 W.  By using some spare parts which were carried on board and by using parts from both Diesels, one engine was kept in running order for a short while.  U-513 would then submerge, dismantle the engine just used, make repairs and assemble the other Diesel.  Thereafter she surfaced and continued for another short run.  This procedure was repeated several times.  The U-boat limped into Lorient 18 December 1942, after 29 days during which her engineer personnel had been worked to the point of exhaustion.  Needless to say, no attacks were made, no torpedoes fired.  U-513 returned also with her observation periscope jammed in the lowered position.  It was believed that at the previous overhaul turnings and shavings had dropped into the top collar (Lagerblock) causing the jamming.
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	ANALYSIS OF BREAKDOWN OF DIESELS.
	Samples of the fuel oil were immediately supplied to chemical analysis.  It was decided that the aluminum paint used to paint the oil tanks had come off and, having been drawn into the engines, clogged them to such a degree that damage to the Diesels themselves resulted.  Naturally, among the crew, rumors of sabotage were fife; however, it may be assumed that actually the paint was not given long enough to dry or that it was inferior quality.  It was stated by one prisoner that the U-boat under command of Kapitänleutnant Mohr experienced similar difficulties though to a lesser degree and that the U-boat continued her patrol.  (O. N. I. Note:  Kapitänleutnant Mohr is believed to command U-124.)
	AIR RAID DAMAGE TO LORIENT.
	Most of the prisoners were present during the air raids on Lorient 14 and 15 January 1943, as well as during some of the subsequent attacks on the port.  All confirmed that severe damage was dome, though most of them believed that U-boat operation had not been affected seriously.  Several prisoners said that at one time three incendiaries fell on U-513 but did no damage.  One of those was picked up by an enlisted man who was severely hurt by the explosion of the bomb.  He was hospitalized and replaced by a man from U-D3.
	PREPARATIONS FOR THIRD PATROL.
	U-513 was scheduled to leave Lorient on her third patrol 16 February 1943.  As usual, a stationary engine trial was held while tied alongside a vessel in the Scorff River.  It started at 0200, Monday, 15 February and lasted for about 12 hours.  Again, the fuel oil was found to be mixed with paint from the oil tanks and although serious damage to the engines was avoided, U-513 had to return to the bunker, this time the Scorff bunkers, to have her tanks pumped dry and repainted.  Arriving at the Scorff bunkers, the commander did not wish to wait for a tug to assist him in berthing the boat.  He did not reckon with the strong current flowing around the Pont de Candan, U-513's stern swung around and hit one of the bridge piers, damaging the aft hydroplane shafts.  The boat was quickly dry docked, new shafts were installed, oil tanks painted and dried, and the departure time set for 1400 Thursday, 18 February 1943.
	Following the engine trial on Monday, seven men were sent to Rennes to pick up miscellaneous spare parts.  They were expected to get back to Lorient Thursday morning, but were delayed in arriving until 1430 of the expected day of departure.  Understandably, the commander was irritated, as he was unable to leave port that day.  No U-boat would sail Friday, so it was not until Saturday, 20 February 1943, that U-513 left on her third patrol.  She carried a full complement of 23 torpedoes.

 

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	Chapter VII.  THIRD PATROL OF U-513
	DEPARTURE.
	On leaving Lorient 20 February 1943, the crew was under the impression that they would operate in the Capetown area with four other U-boats.  However, very shortly after the sailing, the Capetown patrol was abandoned due to "supply boat difficulties."  One prisoner thought that the supply U-boat which was to fuel the group had been sunk.
	ATTACK ON CONVOY UGS-6.
	U-513 now received orders to proceed at best possible speed towards the North American coast to intercept a New York-Gibraltar convoy.  Upon arriving in approximate position 40 N., 65 W., the U-boat formed part of a patrol line of about six U-boats which were strung out in a line from north to south directly in the path of the convoy.  The name of the group was "Unverzagt," another believed it to be "Vorwärts" and a third even thought it was "Seeräuber," though this was probably the name of a later group.  The group was believed to have included U-515, U-410,    U-172, and possibly U-Keller.
	Sighting the convoy during the first days of March, U-513 acted as contact keeper for several days, at many times being the only boat which was able to shadow it successfully.  In this task the cautious nature of the U-boat's commander was of great assistance.  Time and time again the U-boats were driven off and it was believed that during the time U-513 was in contact with and following the convoy only 5 steamers were sunk.  One prisoner stated that in all 12 steamers were sunk, 3 of which were attacked by U-Emmerman and several others by U-Henke.  U-513 was unable to close sufficiently for an attack although at one time she had maneuvered into a firing position when another U-boat obtained hits on the same steamer which was said to have been carrying munitions.  U-513 at once was delegated to trail the convoy at a distance of about 8 miles in the hope of attacking stragglers, but her hopes were not fulfilled.
	REPAIR TO DAMAGED TOEPEDO TUBE.
	After about 4 day of pursuit, it was discovered that No. 3 forward torpedo tube leaked.  It was decided to expel the torpedo in the tube, and, after this was done, the tube was repaired sufficiently to stop the
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	flow of water.  One of the prisoners stated that two screws of the bow cap had broken off, causing the damage to the tube.
	The group of U-boats followed the convoy to a position just west of the Azores, and it was believed that another group of boats took over the attack.  (O. N. I. Note:  The convoy may have been UGS-6 which passed north of the Azores about 13/14 March 1943.  Out of this convoy four steamers were sunk in the Atlantic:  Keystone, 5,565 tons, in position 38.05 N., 37.50 W.; Wyoming, 8,062 tons, in position 40.18 N., 28.56 W.; Benjamin Harrison, 7,191 tons, in position 39.09 N., 24.15 W.; and Molly Pitcher, 7,200 tons, in position 38.21 N., 19.54 W.  The sinkings occurred between 13 March and 17 March 1943.)
	CHANGE OF OPERATIONAL AREA.
	Leaving the Azores on the port beam, U-513 proceeded to an operational area between the Canary Islands and the West African mainland.  On the way, while in the latitude of Gibraltar, a destroyer was sighted; U-513 submerged and for the first and only time made use of her S.B.T.  No attack developed.  About 18 March she joined three or four other U-boats which formed a group called "Wohlgemut."  U-515 and U-Keller were believed to have belonged to it.
	Two days later a convoy was sighted, sailing southward; it was believed to have consisted of about eight steamers protected by two corvettes and one destroyer.  U-513 never got close enough to attack the convoy, though it was believed that other U-boats were successful in sinking two or more ships from it.  While belonging to group "Wohlgemut," U-513 was subjected to an airplane attack by a large bomber, and about four bombs were stated to have been dropped, none of which did any damage to the boat.
	FORMING OF A THIRD GROUP.
	One prisoner said that after belonging to group "Wohlgemut," another group believed to have been called "Seeräuber" was formed.  This group may have patrolled from about Cap Blanc northward and during this sweep U-513 experienced another airplane attack from which the boat again escaped unscathed.  (O. N. I. Note:  The only attack reported in this area was an attack made by a Hudson of squadron 233 which attacked a U-boat 3 April 1943, in position 27.30 N., 14.55 W.  Assessment:  "No Damage.")
	At about this time, the G.S.R. operator informed the commander that he was intercepting radar signals but that he thought they were sent fro a land-based station.  The commander, cautious as ever, gave the order to dive but due to faulty handling of the hydroplanes the boat leveled off at only 60 feet.  Roundly scolding the men

 

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	responsible and lecturing them on how dangerous such a mistake might be if an airplane attack had found them in a similar position, he ordered the boat down further.
	PATROLLING NEAR LAS PALMAS.
	The end of March found U-513 in the vicinity of Las Palmas where she patrolled about 4 days, seeing quite a few neutral steamers.  None of these was either stopped or attacked, but it was claimed that unless a steamer has been reported by the Admiral U-boats and unless she is on a course received for neutral ships, an attack will be made.  A prisoner mentioned that, if they did sink a neutral steamer by mistake, it could always be blamed on an Italian submarine.  During this time, the U-boat cruised so close to land that on several nights the lights of Las Palmas could be seen clearly.
	SEARCH FOR SHIPS.
	Beginning of April 1943, U-513 was ready to return to her base once more, but instead of taking the most direct course, she sailed almost due west passing south of the Azores, rounding them and proceeding very slowly finally heading for the Bay of Biscay.  The reason for the roundabout route was to search for another convoy or some independent vessel.  Everyone on board, from the commander to the cook, was anxious not to return to Lorient for a second time without pennants flying.  However, nothing was sighted during this last part of the patrol, and U-513 approached Lorient 14 April 1943, with 22 of her original complement of 23 torpedoes still on board.
	SINKING OF U-526.
	U-513 hove to at the 150-foot line awaiting her escort.  U-526, just completing her first patrol, which had lasted just over 2 months and which had been unsuccessful, joined her and managed to maneuver into the position immediately aft of the mine destructor vessel.  This meant that    U-526 would be the first to reach the pier in Lorient and some acid comments were made on U-513; it was felt that the latter's commander was senior to U-526's commander and that he should have the honor of docking first.  But the U-boats and the escorts were already deployed, so the delayed arrival at the pier was accepted by the crew of U-513, though with ill grace.  Two mine sweepers guarded the sides of the formation.
	After passing the outer boom, the mine destructor vessel hauled in her gear, and the crew of U-526, readying itself for the docking of the boat, discarded its life belts.  The commander of the 10th Flotilla, Korvettenkapitän Kuhnke, a guard of honor and a military band were waiting at the pier to greet the boats.  Suddenly, about 2,200 yards

 

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	from the pier, U-526 ran onto a mine which blew a huge hole aft of the control room.  She settled rapidly in about 5 fathoms.
	The scene following was one of confusion and anxiety.  Everybody on board U-513 was ordered on deck to stand by to save as many of         U-526's crew as possible; patrol crafts of all descriptions rushed to the position where the U-boat had sunk; the flotilla commander came out in a motor launch to direct the rescue operations.
	Exactly how many officers and men were saved is unknown; it is believed, however, that Kapitänleutnant Meglich dies of a broken back and in all not more than probably 11 men reached the hospital including three me who were trapped in the stern torpedo compartment but who escaped with diving lungs after the hatch was cut open by a French diver.
	Although lying in only 30 feet of water, U-526 is not considered salvageable, it may be possible, however, to save some of the equipment.
	CHANGE IN COMMAND.
	Immediately after docking, the engineer officer, Leutnant (Ing.) Kötting was taken to a hospital suffering from a nervous break-down which was said to have paralyzed both his legs temporarily; the commander himself, Korvettenkapitän Rüggeberg, was believed to have wearied of the U-boat arm, though this may only have been a rumor which circulated among the crew.  In any case, the enthusiasm following the first, and successful, patrol had worn off, and the entire crew seemed to have a listless attitude.
	Shortly before the expected date of departure for the fourth patrol, Rüggeberg was succeeded by Kapitänleutnant Guggenberger; with him he brought the quartermaster from his previous boat, U-81.  Kapitänleutnant (Ing.) Seidel took over the duties of the engineer officer.  The feeling of the crew was mixed, although most of them had grown tired of being called an unsuccessful crew and believed that they could look forward to more exciting patrols under the leadership of one of Germany's famous U-boat aces.

 

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	Chapter VIII.  FOURTH AND LAST PATROL OF U-513
	DEPARTURE.
	U-513 left on her last patrol 18 May 1943, as usual escorted by a mine destructor vessel and a patrol craft.  It was believed that her operational area would be in the neighborhood of Recife and that she would be on patrol about 16 weeks.  She carried 21 torpedoes in all, 6 in upper deck containers and 15 below.
	GUGGENBERGER TAKES OVER.
	Life on board U-513 bore little resemblance to the former slow pace under her previous commander.  Guggenberger was determined to increase the efficiency of the entire crew so that he could continue the string of his successes which had begun in the Mediterranean.  Proceeding through the Bay of Biscay and on a direct course towards the bulge of Brazil, the crew had little time to enjoy the good weather.  Trials followed upon trials; routine dives intermingled with crash dives and exercises for any possible emergency were held.  Officers and me alike were subject to the commander's criticism if his orders were not carried out with the utmost precision and in the shortest possible time.  One prisoner said that it was worse than the exercises of the "Agrufront."
	PURSUIT OF STEAMER.
	About 8 days after sailing from Lorient, a large two-funnel steamer was sighted somewhat south of the Azores.  She was estimated at between 10,000 and 12,000 tons, was proceeding independently, and was stated to have made 16 knots.  U-513 pursued the steamer for a day and finally maneuvered into a position from which an underwater attack was believed possible.  A spread of three torpedoes was fired from a distance of about 3,000 yards and all three missed.  The steamer was said to have been of the California Star class.  (O. N. I. Note:  The California Star had a tonnage of 8,300 tons.)
	MEETING WITH U-460.
	A supply U-boat, U-460 under command of Kapitänleutnant Schnoor was met in the area north of St. Paul Rocks early in June 1943.  About 30 cubic meters of fuel oil were transferred while both boats were on a parallel course of about 165 feet apart and cruising at slow speed.  As usual the doctor from the supply U-boat came aboard to give the crew a quick medical check-over, and Guggenberger spent
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	some time on the supply U-boat exchanging news with Schnoor.  The meeting lasted only through the morning.  Provisions in canisters were transferred in cargo nets.  U-513 continued on her southward course and Schnoor proceeded north on his way to a French base.
	DECREASING DIVING TIME.
	About this time, Guggenberger decided that the diving time of U-513 was not fast enough.  He ordered holes cut into the space above the forward torpedo tubes (Wasserdichte Back).  According to a prisoner, this made some difference and the commander was satisfied.
	APPRACHING OPERATIONAL AREA.
	The Island of Trinidad off Brazil was on U-513's port beam 20 June 1943.  A brief alarm and dive were occasioned by the sighting of an air-borne object which the quartermaster classified as an airplane, but which the commander believed was only an albatross.  The quartermaster's entry in the log was amended by Guggenberger to read "The commander insists that the cause of the alarm was an albatross, not an airplane."
	On 23 June 1943, U-513 arrived in her operational area which turned out to be the stretch of coast between Rio de Janeiro and Santos.  The area however, may have also extended out to sea, as one prisoner said that they stood out for 6 hours and then came back inshore, repeating this patrol several times.
	ATTACK ON FREIGHTER.
	The day after U-513's arrival in the operational area she claimed to have sunk her first ship on this patrol.  It was estimated to be of 6,000 tons and three torpedoes were claimed to have been expended.  (O. N. I. Note:  This may have been Eagle, U. S. freighter of 6,003 tons, which was torpedoed 25 June 1943, in position 23.06 S., 41.54 W.  She did not sink but made Rio de Janeiro.
	TRANSFER OF TORPEDOES.
	Soon thereafter, four torpedoes were transferred from the upper deck containers to the forward torpedo compartments, and one electric torpedo, said to have been out of order, was stowed in an upper deck container.
	ATTACK ON CHARLES WILSON PEALE.
	Several days later, a steamer estimated to have been of about 6,000 tons was attacked while submerged.  It was claimed that only one torpedo was shot at her and that a hit was obtained.  However, observation of the results was not possible due to an airplane which was

 

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	observed patrolling the area.  (O. N. I. Note:  This was probably the attack made on the American freighter Charles Wilson Peale, 7,176 tons, which reported being missed by three torpedoes while in position 23.40 S., 42.50 W., 28 July 1943.)
	SINKING OF TUTOYA.
	On 30 June 1943, U-513 sighted a steamer of about 6,000 tons on a southward course; she attempted to pursue her but lost contact due to a rain squall.  Continuing in the direction believed to have been taken by the ship a steamer was sighted.  After reaching attack position, it was found out that this was not the steamer originally pursued, but a much smaller ship of about 1,000 tons.  One torpedo was used to sink her.  (O. N. I. Note:  This was probably the Brazilian freighter Tutoya, 1,125 tons, which was sunk 1 July 1943, in position 24.45 S., 47.08 W.)  It may have been after this sinking that the two remaining torpedoes were brought down from the upper deck containers.
	SINKING OF ELIHU B. WASHBURNE.
	U-513 then proceeded toward shore and 3 July 1943, off Sao Sebastino Island, attacked and sank a steamer believed to have been of about 8,000 tons.  It was stated that the steamer was part of a convoy of six ships, protected only by a patrolling aircraft; the convoy was almost beyond the reach of U-513 and only a sustained underwater burst of speed brought her within range of the steamer.  Prisoners said that the water was only about 100 feet deep, and that the torpedoes ship wa near enough to land that the survivors could have swum ashore had they wanted to.  Four air torpedoes ad one electric torpedo were stated to have been fired.  (O. N. I. Note:  Elihu B. Washburne, U. S. freighter of 7,176 tons was torpedoed and sunk 3 July 1943, in position 24.05 S., 45.25 W.  Three torpedo hits were scored.)
	SINKING OF AFRICAN STAR.
	The last victim of U-513 was said to have been a 6,000-ton freighter, which was attacked on 12 July 1943.  Two torpedoes were said to have been used.  After the steamer sank, the U-boat hailed the survivors who were in two lifeboats and on one raft and obtained from them the information that she was bound for New York with a cargo of hides and leather.  (O. N. I. Note:  This was probably U. S. freighter African Star, 6,507 tons, which was sunk in position 25.46 S., 40.35 W., 12 July 1943.  Survivors were questioned by an officer of the U-boat.
	PURSUIT OF LARGE STEAMER.
	U-513 continued to cruise in her operational area without sighting any more shipping until about 17 July 1943, when an attack was made

 

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	on a steamer believed to have been of about 10,000 tons.  The pursuit proved difficult due to the speed of the ship, but after making a run at high speed on the surface and then submerging, still proceeding at highest possible underwater speed, a position was reached at which an attack seemed to have a chance of success.  One torpedo was fired and believed to have missed the steamer's bow by only feet.  Having failed the attack was given up.  At this time U-513 had only two good torpedoes left, both in her stern tubes; one electric torpedo was in an upper deck container, as it was out of order.  A prisoner stated that the expected to proceed on a northerly course to meet U-199, under Kapitänleutnant Krause, from whom they hoped to obtain additional torpedoes.  (O. N. I. Note:  U-199 was sunk off Rio de Janeiro 31 July.)
	PATROLLING OFF RIO DE JANEIRO.
	During U-513's patrol of the assigned area, she was often near enough to see the lights of Rio de Janeiro.  un was made of the anti-U-boat measures there.  One old destroyer was said to have patrolled the harbor entrance, and several times it seemed possible to get into attack position; however, the position was never perfect.  At one time, U-513 broke surface about 1,500 yards ahead of the destroyer; the crew was sure their conning tower was visible.  Flooding the quick diving tank U-513 submerged, and anxious moments were spent before realizing that the incident had not been observed by the destroyer.

 

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	Chapter IX.  THE SINKING OF U-513
	ON THE SURFACE.
	On 19 July 1943 found U-513 cruising on the surface south of Santos.  The weather was hazy, but visibility was about 20 miles; clouds were scattered.  The bridge watch consisted of the second watch officer, a petty officer, and two enlisted men.  A torpedo rating was being given lessons in steering by the helmsman, steering a course of 2630.
	APPROACH OF PBM 5.
	Meanwhile, PBM 5 of squadron VP-74, flying from U.S.S. Barnegat, at Florianapolis, Brazil, while on course 0300T, made a radar contact bearing 180 to starboard.  Taking advantage of the cloud patches, the bomber remained on its course until it had reached a position about dead ahead of the U-boat.  Then while in a cloud, the course was changed to 0800T.
	U-513 DETECTS THE BOMBER.
	Just before entering the cloud, the watch on U-513's bridge had caught sight of the approaching airplane.  Guggenberger rushed to the bridge while giving permission to man and fire the antiaircraft guns.  He had decided that it was too late to dive and could hardly believe which he thought would probably be some "old crate" would be so fool hardy as to attack a U-boat firing with both antiaircraft guns.  He also gave orders to start zigzagging, after having made a sharp turn to starboard to give the airplane a beam run.
	20-mm. CANNON JAMS.
	Guggenberger, his second watch officer, five men at the 37 mm. gun, two men at the 20 mm. cannon and two men handling the ammunition for both, were on deck and on the bridge.  Both guns were firing, but the 20 mm. cannon jammed after only a few rounds, and the 37 mm. gun was the only one which could be used.
	RELEASE OF BOMBS.
	PBM 5 released its bombs from a height of 50 feet while flying at 165 knots.  U-513 had just completed a leg to port and was turning sharply to starboard.  According to prisoners, one bomb fell into the water on the port bow, the other three dead ahead exploding just as the forward part of the U-boat was going over the spot where the
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	three bombs had been dropped.  The pilot of the airplane reports that two of his bombs straddled the boat and two hit the deck.
	SINKING.
	Whatever was the spot where the bombs dropped, the effect was the desired one.  The forward compartments were burst open, the men on deck and the bridge were thrown into the water and when they came up, one or two just saw the stern of their boat rear up and disappear at a sharp angle, with propellers still turning; the others did not even see that.  The pilot reports that when he turned 10 seconds after releasing the bombs the boat had already sunk, and only survivors, some wreckage and oil could be seen floating.  The fact that not much oil was on the water after the sinking was attributed to the fact that all outboard fuel tanks were empty.  U-513 had been almost at the end of her patrol and expected to meet a supply U-boat on the way home.  The time of the attack was 1655Z, the position 27.17 S., 47.32 W.
	SAVING OF SURVIVORS.
	Two rubber rafts and some life vests were dropped by the pilot who advised U. S. S. Barengat of the position of the survivors swimming in the water.  Two of the ratings were able to swim to one raft and succeeded ink picking up five others.  Three of those on deck during the attack were never heard from again although presumably they were thrown clear of the boat as were those who were saved; one other was heard to cry for help, but he had gone under by the time the raft could pick him up.  The second raft could not be found by the survivors, so space was crowded in the small raft, with most of them hanging their feet into the water pulling them up only when a large shark came uncomfortably close.
	When U. S. S. Barnegat reached the position at about 2146Z darkness rendered the locating of the raft difficult, but at 2215Z the raft was sighted and the survivors taken aboard.  Search for additional survivors was continued until 0100Z, 20 July, at which time search was abandoned and U. S. S. Barnegat returned to base.  An additional airplane search was carried out next morning, but no signs of life were found.  The opinion of the commander as well as of the other prisoners is that U-513 was definitely sunk since apart from the destruction of the forward compartments the conning tower hatches were open.

 

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	Chapter X.  GENERAL REMARKS ON U-BOATS
	AIR COMPRESSOR.
	It was stated that the Junkers air compressor is removed after each patrol for overhaul.
	F. A. T. TORPEDOES.
	An additional track of this type torpedo was described as follows:  a "leg" is followed by a half-circle turn to right or left, followed immediately by a half-circle turn in the opposite direction.  Each set of turns was said to be followed by a "leg."  The diameter of the turn could be set between 200 and 500 meters.  The ranges and speeds of the F. A. T. were said to be as follows:  8,000 meters at 44 knots; 10,000 - 11,000 meters at 40 knots; 20,000 meters at 30 knots.
	USE OF ROD AERIAL.
	It was stated that the rod aerial could be used to transmit and receive radio messages while the boat was at a depth of about 16 meters (53 feet).  The aerial has the circumference of a periscope.
	UNDERWATER USE OF G. S. R.
	At least on one occasion the G. S. R. was used by a U-boat while the boat was at a depth of 8 meters (26 feet).  A prisoner claimed that a rod aerial could be used in the future in connection with underwater reception by the G. S. R.
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	CHAPTER XI.  BASES
	GOTENHAFEN.
	A prisoner stated that while at the U-boat school at Gotenhafen during fall 1941 all seamen were accommodated on Wilhelm Gustoff and all technical ratings on Oceana.
	HAMBURG.
	While standing by for final stage of construction at Deutsche Werft, Finkenwerder, seamen lived on the depot ship Warnow, technical ratings in barracks across a canal from the building yard and on the same side of the Elbe.  Theoretical instruction was given in the barracks.
	KERNEVEL.
	Three bunkers were said to be available for crews and personnel of the 10th Flotilla; the bunkers are believed to have been erected on the bank of the Ter across from Keroman.  It was estimated that six crews could be accommodated in the shelter.  Buses transport the men to Keroman as well as to the movie house in Lorient.  The bunkers were said to be comfortable and the ventilation sufficient.
	KEROMAN.
	The storage bunkers built in a semicircle inland from the Keroman bunkers are known by names such as Tiger, Panther, Iltis, etc.  A prisoner stated that torpedoes were assembled in one of the bunkers, but that none were manufactured there.  It is in this bunker that classes are now held for torpedo ratings.  The bunkers in Keroman are said to be numbered as follows:  No. 1, the dry bunker directly facing the upper end of the marine railway; No. 2, dry bunker next to the marine railway; No. 3, wet bunker.
	LORIENT.
	When U-513 left Lorient 18 May 1943, Korvettenkapitän Kuhnke was still commander of the 10th Flotilla, the headquarters of which were said to be located in the Prefecture bunkers, although one prisoner stated that they were situated in the Hundius Kaserne.  (See sketch No. 1.)
	While at Lorient, the crew of U-513 lived at the Hundius Kaserne after the first and second patrol, not at Lager Lemp as do most of the crews of boats attached to the 2nd Flotilla.  After the third patrol, however, U-513's crew stayed at Kernevel (see under Kernevel for
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	further details).  All 10th Flotilla crews were said to move to the Hundius Kaserne shortly before leaving on a patrol and while the U-boat is provisioning in the Scorff bunker.  Sketch No. 1 shows the arrangements of the Hundius Kaserne and Sketch No. 2 shows the effect of the air raids on the immediate neighborhood of the Hundius Kaserne in Lorient.  Reserve personnel all live at the Hundius Kaserne.  It was stated that armored doors were installed at the Scorff bunker after the January air raids.
	PILLAU.
	Duala served both as target ship and living quarters while U-513 was at Pillau in May 1942.
	In March 1942 the 7th Company of the U-boat school was commanded by Kapitänleutnant Bittner.

 

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	ANNEX A.  CREW LIST OF U-513 - RANK EQUAVALENTS
Name Rank U. S. N. Equivalent Age (1) Fregattenkapitän Commander --- (1) Korvettenkapitän Lieutenant Commander --- Guggenberger, Friedrich(2) Kapitänleutnant Lieutenant 28 Seidel, Günther Kapitänleutnant (Ing.) Lieutenant (engineering duties only). --- Gottschalk, Horst Leutnant Ensign --- von Puttkammer, Gastav        do        do --- Lehmann Leutnant (Ing.) Ensign (engineering duties only). --- Stabsobersteuermann Quartermaster, Warrant rank. --- Hissmann, Alfred Stabsbootsmann Chief boatswain's mate --- Hain, Heinrich Bootsmaat Coxswain --- Löffler, Werner        do        do --- Hungerge, Wilhelm Matrosenobergefreiter Seaman 1cl --- Hutterer, Johann        do        do --- Kobs, Reinhardt        do        do --- Lumbert, Friedrich        do        do --- Müller, Hermann        do        do --- Nonn, Alois(2)        do        do 21 Schlate, Gerhard        do        do --- Schwermann, Heinrich        do        do --- Mohr, Joseph(2) Matrosengefreiter Seaman 2 cl 19 Weinhold, Helmut        do        do --- Werner, Hans(2)        do        do 25 Gebhard, Erich Obermaschinist Machinist --- Kornrumpf, Georg        do        do --- Meyer, Werner        do        do --- Weyers, Heinrich Maschinenobermaat Machinist's mate 2cl --- Elger, Otto Maschinenmaat Fireman 1cl --- Gröschel, Walter        do        do --- Hafker, Hermann        do        do --- Kunze, Herbert        do        do --- Seebode, Hermann        do        do --- Tischer, Herbert        do        do --- Ackermann, Kurt Maschinenobergefreiter Fireman 2cl --- Dernhoff, Ferdinand        do        do --- Deutscher, Erwin        do        do --- Faller, Eugen        do        do --- Falter, Georg        do        do --- Illing, Hermann        do        do --- Kunz, Oswin        do        do --- Lemke, Rolf        do        do --- Lippert, Heinrich        do        do --- Maibaum, Bruno        do        do --- Merten, Hans        do        do --- Stölk, Hugo        do        do --- Wunderling, Rudolf        do        do --- Ziepel, Heinz        do        do --- Micha, Helmut(2) Maschinengefreiter Fireman 3cl 21 Zöphel, Hans Funkobermaat Radioman 2cl --- Woitschutzki, Fritz Funkmaat Radioman 3cl --- Petras, Willi Funkobergefreiter Seaman 1cl --- Puckelwald, Joachim        do        do --- Wetzel, Willi Mechanikermaat Torpedoman's mate 3cl --- Rabe, Heinz Mechanikerobergefreiter Seaman 1cl --- Bleise, Gunter Mechanikergefreiter Seaman 2cl 20 Kurz, Gunther        do        do --- 1  Indicates use of rank in text of report.        2  Indicates survivors of U-513.