Op-16-Z
	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON
	O.N.I. 250 – G/Serial 22
	REPORT ON THE
	INTERROGATION OF SURVIVORS FROM U-199
	SUNK ON 31 JULY 1943
	DISTRIBUTION
	1          FX-40 (Cominch)
	2          F-21 (Cominch)
	3 4 5    BAD
	6          Comnaveu
	7          SONRD
	8          Op-35
	9          DNI-Ottawa
	10        Ens. B Tweedy-for CSDIC, Cairo
	11        Ens. R. R. Mullen
	12        Lt. J. S. Plaut-for CSDIC, Algiers
	13        FA-4
	14        Op-16 (Via: 16-1-F, & 16-1) for information
	15        Lt. V. R. Taylor
	16        Com. 4th Fleet
	27 September 1943

 

	TABLE OF CONTENTS
	Chapter I.   INTRODUCTORY REMARKS         II.   DETAILS OF U-199         III.   CREW OF U-199         IV.   EARLY HISTORY OF U-199         V.   SOLE PATROL OF U-199         VI.   SINKING OF U-199         VII.   REMARKS ON 1,200-TON U-BOATS       Annex A. CREW LIST OF U-199

 

	Chapter I.  INTRODUCTORY REMARKS
	U-199, (Kapitänleutnant* Hans Werner Kraus) the first 1,200-ton U-boat sunk from which prisoners have been taken, was sighted and attacked at 0718 P, 31 July 1943 in 230 45’S., 420 57’W. by U.S. Mariner aircraft.  At 0902P the same day a Brazilian Catalina  aircraft attacked and sank her.  At 1200P, U.S.S. Barnegat recovered 12 survivors, including the captain.
	After a preliminary interrogation at Recife, all prisoners were brought to the United States for detailed questioning.  They were the most security conscious group ever interrogated in this country.  While in the water between sinking and rescue, Kraus had given a final warning to his men against giving any information to the enemy.   No documents were recovered.  No engine room, W/T or torpedo personnel survived.
	The main feature of interest of this report is a description of a 1,200-ton U-boat.
	(See Section II and Plates I, II, and III.)
	She much resembled an elongated 740-tonner.
	___________________________________________________________________________
	*  For U.S.N. equivalents of German Navy Ranks, see Annex A.
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	CHAPTER II.  DETAILS OF U-199
	TONNAGE.
	1,200 tons.
	TYPE.
	IX D.2.
	BUILDERS.
	Deschimag, Bremen.
	PATRON.
	Possibly the city of Erfurt, though many stated that she had no adoption.  Kraus came from Erfurt.
	INSIGNIA.
	A Viking Ship painted on Conning Tower.  Kraus had formerly used this insignia in U-83.
	DIMENSIONS.
	Length –       88 meters (290 feet).  (O.N.I. Note:  Photographic reconnaissance shows this type of boat to be 280’ long.)
	Beam –       6.5 meters (22 feet).  (O.N.I. Note:  Photographic reconnaissance shows this type of boat to be 20’ broad.)
	Draft (fully loaded) – 4.20 meters (14 feet).
	CAMOUFLAGE.
	Painted dark grey overall.
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	CONSTRUCTION.
	Nine compartments, from forward to aft as follows:
	1.  Bow Compartment.
	2.  P.O.’s Quarters.
	3.  C.P.O.’s Quarters.
	4.  Galley.
	5.  Officer’s Quarters.
	6.  Control Room.
	7.  Diesel Compartment.
	8.  Electric Motor Compartment.
	9.  Stern Torpedo Compartment.
	Water-tight Bulkheads – Four in number; one either side of the Control Room, one between Bow Compartment and P.O.’s Quarters and one between Stern Torpedo Compartment and Electric Motor Compartment.
	“T”-Frames – Inside pressure hull: only visible in Electric Motor and Bow Compartments.
	General – Prisoners described the internal dimensions of U-199 as roughly similar to those of 740-tonners in which they had formerly served, with the exception  that the P.O.’s Quarters, C.P.O.’s Quarters, Officers’ Quarters, Galley and Diesel Compartment were all considerably longer.  They gave the following lengths:
	1.  P.O.’s Quarters                  5.5 meters
	2.  C.P.O.’s Quarters            4 meters
	3.  Officers’ Quarters            7.5 meters
	4.  Galley                              2 meters
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	Heads – One to port of P.O. Mess.  One to starboard of Stern Torpedo Compartment.  One in port side of Conning Tower, accessible by door from deck.
	A shower bath was fitted in the forward heads.
	Hatches – Five in number.  See Plate II.
	Periscopes – Two fitted.
	Tanks – Outward tanks numbered 1 – 8 from aft to forward.
	Seaworthiness – Survivors spoke highly of U-199’s seaworthiness.  The said she was much steadier in a sea than a 500-tonner, owing to her greater length and beam.
	DIVING
	Tested to 50 meters (5 kg. Per cm2).
	Two Depth-Gauges marked to 200 meters.
	Smaller Gauge in control room marked to 25’ meters.
	Normal depth when crash diving – 60 meters.
	Crash-Diving Routine
	1.  Tanks 7 and 8 flooded.
	2.  Tanks 4 and 5 flooded.
	3.  Tank 1 flooded.
	Periscope Depth – 14 meters.
	Crash-Diving Time – About 45 seconds to periscope depth.
	Tactics During Aircraft Attack – Submerge to 60 meters with wheel hard over.
	ARMAMENT.
	Guns – One 105-mm. Forward.  Elevation 450.  Arc of fire 2200.  Effective between 5,000 and 9,000 meters.  One 37-mm. Aft.  Elevation greater than 450.  Arc of fire 3600.
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	One 20-mm. On Platform (and one reserve 20-mm. Stowed below decks).  Two Type M.G. 15 M.G.s on Conning Tower (and two reserve).  A number of automatic pistols.
	Ammunition – 200 rounds of 105-mm.  Of this total, some 40 rounds were A/A type, with time-fuse up to about 15 seconds.  These were painted yellow marked with a white “Z” (“Zeitzünder”)
	105-mm. ammunition stowed below in magazine.  32 rounds of ready-use 105-mm. Ammunition stowed in containers in outer hull just forward of Conning Tower.  No A/A ready-use 105-mm. Ammunition carried.
	A number of rounds of 37-mm. Stowed in Magazine.  Ready-use 37-mm. Stowed in two containers accessible through doors on starboard side of Conning Tower.  20-mm. Ammunition stowed in Magazine.  10 drums ready-use 20-mm. Ammunition stowed in Conning Tower.
	Torpedo Tubes – Four bow, two stern.
	Torpedoes – 27 carried, stowed as follows:
	12 air in upper-deck containers (six on either side).
	4 electric in bow tubes.
	4 electric in bow compartment bilges.
	2 electric in bow compartment floor plates.
	2 electric in stern tubes.
	3 electric on after torpedo compartment floor plates.
	Pistols – G.7.H.
	“Curly” Torpedoes – None.
	Mines and Mine Shafts – None.
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	Aircraft – None.
	Upper Deck Torpedo Storage – Upper deck torpedoes were stowed on dollies in position on parallel rails either side of the deck.  Torpedoes could be transferred from one side of the deck to the other in the following manner:  the dolly bearing the torpedo must be moved to a point forward between the galley and forward torpedo hatches.  Here it is run onto a section of the track which is itself on rails and which can be pushed sideways across the upper deck until it fits into position on the opposite track.  This dolly transfer device is also in position aft between the stern torpedo compartment and Diesel compartment hatches.
	Torpedo Davits – Two collapsible torpedo davits were stowed amidships forward of the forward torpedo hatch.  When required, either could be erected in slots provided on both sides of the Conning Tower.  Each davit could be swung through 1800.  Each was reinforced when in position by a strut across the angle it formed with the Conning Tower side.  The davits were operated by hand and torpedoes were raised and lowered by a system of pulleys.  Survivors said that the davits were principally for transferring torpedoes from other boats, in the event of U-199 running short.  They could also be used, however, to transfer torpedoes from U-199 to other boats.  Although they had never seen this gear in operation, they believed that boats engaged in a transfer with
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	U-199 would never come alongside her:  the transfer would be made by means of floats or rubber dinghies.  (See Plates.)
	SCUTTLING CHARGES.
	Both “Sprengbuchse” and “Sprengpatronen” carried.  Fitted in magazine.
	S.B.T.
	Fitted on starboard side in stern torpedo compartment “heads”.
	PROPULSION.
	Main Diesels – Manufactured by M.A.N.  9-cylinder.  Each 2,400 H.P.
	On two main Diesels, surfaced and in fair weather: --
	Utmost speed (2 x A.K.) 17.5 – 18 knots. Full Speed (A.K.) 16.5 – 17 knots. 4/5 Speed 16 knots. 3/4 Speed 14 knots. Half Speed 12 knots. Slow 10 knots. Dead Slow 8 knots.
	(Above speeds are without use of supercharger.)
	R.p.m. were the same as for similar Diesels fitted in 740-tonners, i.e.:
	Dead Slow 160. Slow 240. Half  300. 3/4 Speed 400. 4/5 Speed 460. Full Speed 480. Utmost Speed 528.
	Auxiliary Diesels – 6-cylinder.  Manufactured by M.A.N.  Aligned with main Diesels.  Intended to be used principally for charging batteries.  While working up, they were sometimes used for this purpose, but never on patrol.
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	Prisoners stated they could also be used to give extra speed (up to about one knot) but were never used for this purpose.  The Chief Engineer used to complain at having them fitted at all.  He ran them only once on patrol, for a few minutes, to test them.
	Supercharger – Fitted.  Type unknown.  Seldom used, but survivors estimated it could give an extra knot.
	Fuel Capacity – Prisoners were uncertain.  Some said it was about 400 m3 ton (340 ton).  Stowed in Tanks Nos. 2, 3, and 6.  Prisoners stated she used about 120 m3 on passage and 60 while in operational area.
	General – U-199 often proceeded on patrol on only one Diesel, in order to save fuel.  She also sometimes proceeded on Diesel-Electric.  At other times, she used one Diesel for propulsion and the other for charging her batteries.  On passage she never proceeded at more than half speed (12 knots) and in her operational area never at more than 3/4 speed (14 knots).
	Electric Motors – A.E.G.
	Electric Motors, using both motors,
	Full Speed 6 knots. Half Speed 4 knots. Slow Speed 2.5 knots. Dead Slow 1.5 knots.
	Prisoners stated that they had never used their supercharger.
	BATTERIES.
	Stated to be “normal”.  Fitted with special ventilation shafts.
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	COMPRESSOR.
	Two carried.  Type unknown.
	H/P AIR BOTTLES.
	22 carried.
	WORKSHOP.
	A small workshop was located on the starboard side in the Stern Torpedo Compartment.
	GERMAN ASDIC.
	None.
	RADAR.
	Fitted.  Net type aerial on rod mounted to port in Conning Tower.
	R.D.B.
	No radar Decoy Balloons carried.
	G.S.R.
	Fitted.  Drive shafted dipole-style aerial mounted to port in Conning Tower.
	D/F.
	Carried.
	COMMUNICATIONS.
	One H/F transmitter.
	One H/F  L/F transmitter.
	One emergency transmitter.
	All manufactured by Telefunken.
	Radione broadcast loudspeaker carried in radio room.
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	U/T carried.  Used during working up but not on patrol.
	V.H/F – None.
	Visual Call Letters – U.I.G.
	HYDROPHONES.
	G.H.G. fitted.
	K.D.B. – None.
	ECHO-SOUNDER.
	Fitted.
	“ELEKTROLOTE”.
	Carried.
	DINGHIES, ETC.
	A collapsible rubber boat was stowed right forward to starboard.
	A wooden dinghy was formerly stowed right aft, but was unshipped at final adjustments.
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	Chapter III.  CREW OF U-199
	COMPLEMENT.
	U-199’s complement was 61.  This consisted of:
	1  Captain
	3  Officers of the watch
	2  Engineer Officers
	1  Surgeon
	2  midshipmen
	19 seamen and torpedomen personnel
	4  Radio personnel
	28  engine-room personnel
	1  Hospital Corpsman.
	CAPTAIN
	U-199’s Commanding Officer was Kapitänleutnant Hans Werner Kraus, aged 28, 1934 term.  He served in surface craft until the war broke out, when he joined the U-boat arm.  In 1937 he was commissioned Leutnant zur See and promoted to Oberleutnant zur See 1 April 1939.  After serving as Executive Officer in U-47 (Kapitänleutnant Prien) he was ordered to the building of U-83, his first U-boat command, and commissioned her in January/February 1941 in Luebeck.  After two patrols in the North Atlantic, on the second of which he sank H.M.S. Cossack, he sailed from Brest into the Mediterranean, where he was variously based on Salamis and La Spezia.  After making eight patrols in command of U-83, he was relieved, sent on leave, and shortly afterwards ordered to standby the building of U-199.  He was awarded the Ritterkreuz 20 June 1942.  He was also decorated by the Italians.
	Kraus was popular with his ship’s company and appears to have been an efficient captain.  Though extremely security-conscious, he was well-mannered and of pleasing disposition.  He had visited the U.S.A. before the war while in the cruiser Karlsruhe.
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	EXECUTIVE OFFICER.
	The Executive Officer was Leutnant zur See Hermann Weber, aged 22, who joined the German Navy at Stralsund in October 1938.  He was drafted as an ordinary seaman to the sailing training ship Gorch Fock and in summer 1939 to the cruiser Emden as an officer cadet.  At the close of 1939, he was promoted to midshipman and drafted to the Naval College at Flensburg-Muerwik.  Here he conceived a desire to abandon his career as a naval officer and made an application to the effect, suggesting that he be permitted to revert to the lower deck.  In spring 1940, he compromised by agreeing to serve until the end of the war, after which he was to be allowed to leave the service.  His name was then entered in the German Naval List as having entered the navy in April 1939.  At the end of 1940 he left Flensburg-Muerwik to go to U-boats Training Division (U.L.D.) at Pillau, with the rank of senior midshipman.  He remained there until the spring of 1941, when he was ordered to the personnel reserve at Ploen or Neustadt.  In summer 1941 he returned to the Naval College at Flensburg-Muerwik as officer in command of midshipman.  On 1 March 1942, he was commissioned Leutnant zur See and in October 1942, was ordered to stand by the building of U-199, his first U-boat.
	The son of a wealthy Rhineland manufacturer, Weber was a dreamy, intellectual young man.  He spoke at length in captivity of his plans to promote world peace, adding that he realized that Germany had already lost the war.  He was however, fully security-conscious.  He admitted that he knew little about U-boats and had no special liking for the sea.  He was only appointed Executive Officer over the Junior Officer because of his seniority.
	SECOND WATCH OFFICER.
	The Second Watch Officer was Leutnant zur See Helmut Drescher
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	aged 22.  As a junior midshipman, he had served under Kraus in U-83 on her second patrol.  Later, he had served as a watch officer in another boat.  It was originally intended that Drescher should be Executive Officer in U-199, but when Weber was ordered to her, Drescher was ordered to serve as Second Watch Officer.  A convinced Nazi, Drescher was thoroughly security-conscious and did not make such a pleasing personal impression as Kraus and Weber.
	THIRD WATCH OFFICER.
	The Third Watch Officer, Leutnant zur See der Reserve Wehrmann, did not survive.  He was described as about 25 years old and making his first patrol in a U-boat.
	ENGINEER OFFICER.
	The Engineer Officer was Oberleutnant (Ing.) der Reserve Triebs, who was stated to have served formerly in U-A.  He was popular with his men, who considered him efficient.  He did not survive.  (O.N.I. Note:  He was relieved, as Engineer Officer of U-A, by Kapitänleutnant (Ing.) Teichmann.
	ENGINEER WATCH OFFICER.
	U-199 also carried an Engineer Watch Officer named Leutnant (Ing.) Krause.  He did not survive.
	MIDSHIPMEN.
	Both midshipmen joined U-199 at Kiel before sailing.
	Oberfähnrich zur See Karl Ludwig Roese, aged 22, April 1942 term, was the only midshipman survivor.  After preliminary disciplinary training at Stralsund, he served for a while in “M”-Class sweepers in the English Channel, during which period his vessel once rescued a U.S. airman.  It was
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	his first patrol in U-199 or any other U-boat.  He was very security-conscious and made an unfavorable impression.
	Oberfähnrich zur See Strech, the junior midshipman, did not survive.  It was his first U-boat patrol.
	SURGEON.
	U-199 carried a surgeon named Marineoberassistenzarzt Griesebach, who did not survive.  He had the assistance of one hospital corpsman on board.  Survivors said he had very little to do.  He joined U-199 at Kiel before sailing.
	GENERAL.
	U-199’s survivors were the most security-conscious that have yet been interrogated in the United States.  They gave the impression that Kraus had been allowed to pick his men very carefully.  Several of them had served with him in U-83, and others had previous operational experience in other boats.  His quartermaster had served with him since he commissioned U-83.
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	Chapter IV.  EARLY HISTORY OF U-199
	BUILDING AND COMMISSIONING.
	As far as survivors could remember, U-199 was laid down early in 1942.
	Members of her future ship’s company were drafted to her at the yards of the Deschimag company at Bremen as early as October 1942, by which time she was already launched.  They were accommodated at what they described as a former private house located not far distant from the yards.
	U-199 was commissioned 27 November 1942.  The occasion was marked by an informal luncheon in the yard mess hall at which a few short speeches were made.  Her officers were the same as at the sinking, with the exception of the two midshipmen and the surgeon, who did not join until later.
	U.A.K. TRIALS.
	About 30 November 1942, U-199 sailed down the River Weser from Bremen and via the Kaiser Wilhelm Canal to Kiel-Wik, where she was attached to the 5th Flotilla for her U.A.K. Trails.  These all took place in the Kieler Foerde and adjacent areas and followed the normal course.
	In the course of these trials, U-199 entered the pressure dock at the Deutsche Werke yard and was tested to the equivalent of a depth of 50 meters.
	It was also found necessary during these trials to dock her for a readjustment of the weights in her tanks by reason of the difference in water density of the North Sea and Baltic.
	TORPEDO-TUBE TRIALS.
	About 22 December 1942, U-199 proceeded from Kiel to Gotenhafen for torpedo-tube trials.  She arrived on Christmas Eve, and the ship’s
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	Company was given two day’s shore leave 25 and 26 December 1942.  On 27 December, three days of torpedo-tube tests began over the range.  These were stated to have been successful.
	TORPEDO AND GUNNERY TRIALS.
	About 30 December 1942, U-199 proceeded to Danzig for gunnery and torpedo-firing trials.  These lasted until about 6 January 1943.
	AGRU-FRONT TRIALS.
	About 6 January 1943, U-199 proceeded to Hela for her Agru-Front trials.  She put to sea every day for exercises, except on those days when she had to keep a harbor watch.  Kapitänleutnant (Ing.) Suhren, C.O. Agru-Front, came on board on several occasions.  He spent one evening in the wardroom with the officers.  U-199 was the only 1,200 tonner present at Hela at this period.
	Prisoners said that during the whole period of their trials they were forbidden to submerge deeper than 50 meters, owing to the danger of enemy magnetic mines in the Baltic.
	TACTICAL EXERCISES.
	In mid-February, U-199 completed her Agru-Front exercises and proceeded to Gotenhafen, whence she was due to perform her tactical exercises.
	After two days in harbor at Gotenhafen, she put to sea with a dummy convoy consisting of about eight merchantmen, escorted by destroyers.  The tactical exercises were under the orders of Korvettenkapitän Erich Topp.  The mean course steered was towards Denmark, and the exercises lasted for about 14 days, after which U-199 put back to Gotenhafen for one day.  It was considered that the exercises had been successfully performed.
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	ATTEMPTED SILENT RUNNING TRIALS.
	U-199 next proceeded to Rönne early in March 1943 for silent running trials, but it was found that the seas were too high and the trials had to be abandoned.
	FINAL ADJUSTMENTS.
	She accordingly proceeded to Kiel-Wik, where she lay for a few hours befor continuing through the Kaiser Wilhelm Canal towards Bremen.  She docked in the Deschimag yards at Bremen 8 March 1943 for final adjustments.
	Prisoners appeared to know little of what took place during final adjustments.  They stated that the boat was painted afresh, that the Diesels were overhauled and that the battery ventilation system was renewed, possibly in view of U-199’s forthcoming mission in tropical waters.
	A/A GUNNERY PRACTICE.
	U-199 left Bremen at the end of April 1943 for Kiel via the Kaiser Wilhelm Canal.  After three or four days at Kiel-Wik, she proceeded to Swinemünde, off which she carried out anti-aircraft gunnery exercises for two days.  These were made against towed drogues, all three guns being tested.  The following day she spent in harbor at Swinemünde overhauling her guns.
	SILENT RUNNING TRIALS.
	U-199 then proceeded to Rönne for silent running tests, spending one day on passage.  The trials lasted half a day.  Civilians were embarked from Rönne for these trials.
	GUNNERY PRACTICE AT SEA.
	At the conclusion of the silent running trials, U-199 set course for Kiel-Wik.  On passage she performed a great number of anti-aircraft gunnery exercises.  She also carried out a number of minor tests, such as
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	trial dives and operating the boat with the main lighting system out of action.
	FITTING OUT.
	On arrival at Kiel-Wik, U-199 lay in the torpedo-boat harbor.  Here she embarked her full complement of 27 torpedoes, fuel, ammunition and provisions.  Tropical kit was issued to her ship’s company, which made them suspect that their mission was to be to tropical waters.
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	Chapter V.  SOLE PATROL OF U-199
	DEPARTURE.
	U-199 sailed from Kiel-Wik on her sole patrol about 0800 local time 13 May 1943.  Before casting off, the Commanding Officer of the 5th Flotilla, Kapitänleutnant Oskar Moehle, made a short speech to the assembled ship’s company, in which he wished them good luck and God-speed.  There was no music or other festivity.
	U-199 was in company with one 500-ton U-boat and was escorted from Kiel-Wik by a patrol boat.  The three vessels proceeded in line ahead, the patrol boat leading followed by U-199.
	Kraus’s orders, which he did not reveal to his ship’s company, were to proceed via Kristiansand to a point in the South Atlantic just south of the Equator and there await further instructions.