Op-16-Z
Copy No. 29 of 49.
     
 
NAVY DEPARTMENT
 
 
OFFICE OF THE CHIEF OF NAVAL OPERATIONS
 
 
WASHINGTON
 
     
 
FINAL REPORT – G/SERIAL 45
 
 
 
 
REPORT ON THE
 
 
INTERROGATION OF SURVIVORS FROM U-233
 
 
SUNK 5 JULY 1944
 
     
     
  DISTRIBUTION:  
     
  BAD  
  BUORD  
  BUSHIPS  
  BUSHIPS (Code 515)  
  BUSHIPS (Code 815)  
  COMINCH (F-21)  
  COMINCH (4253)  
  COMINCH (F-45)  
  COMINCH (FX-40)  
  COMINCH (FX-43)  
  COMNAVEU  
  DNI (Ottawa)  
  G-2 (Col. Sweet)  
  Op-16-1 via Op-16-1-F  
  Op-16-FA-4  
  Op-16-P  
  Op-16-W  
  Op-20-G  
  Op-23-C  
  SONRD  
  Lt. Cdr. V. R. Taylor  
  C.O., Naval Unit, Tracy, Calif.  
  Lt. J. I. Eiband (COMNAVNAW, CSDIC, AFHQ)  
  Lt. S. R. Hatton (COMNAVNAW, CSDIC, AFHQ)  
  Lt. J. T. Rugh, Jr. (JICA/ME)  
  COMASDEVLANT  
  CINCLANT  
  COM8THFLEET  
  COM4THFLEET  
  Op-30  
     
  21 September 1944  
     
     

 

 
 

   
 
 
 
TABLE OF CONTENTS
 
     
 
     
Page
CHAPTER
I.
INTRODUCTION  
1
 
     
 
II.
  DETAILS OF U-233  
2
 
     
 
III.
  INFORMATION ON MINES  
7
 
     
 
IV.
  CREW OF U-233  
11
 
     
 
V.
  EARLY HISTORY OF U-233  
15
 
     
 
VII.
  SINKING OF U-233  
18
 
     
 
VIII.
  OTHER U-BOATS  
21
 
     
 
     
ANNEX
  CREW LIST OF U-233 AND U.S. EQUIVALENTS
 
  OF GERMAN NAVAL RANKS AND RATINGS.
 
     
     
     
     
     
     
     
     
     
     
     

 

 
 

   
CHAPTER I.  INTRODUCTION
 
          U-233, a 1600-ton minelaying U-boat, commanded by Kapitänleutnant Hans Steen, was sunk on 5 July in position 42.16.5 N. – 59.49 W. by U.S.S. BAKER and THOMAS operating with Task Group 22.10.  U-233 was on her first patrol when sunk and was en route for Halifax where she was to carry out a minelaying operation.  
     
          Twenty-nine men, including both watch officers and a midshipman, were rescued and brought to the United States.  U-233’s commander was also rescued, badly wounded, and died some hours later on board one of the rescuing vessels.  
     
          The brief career of U-233 offered little of interest.  The main item of interest in this report is a description of a new type of mine (pressure differential mine) carried by U-233 and said to be carried by other minelaying U-boats with shafts.  
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
 
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CHAPTER II.  DETAILS OF U-233
 
  TONNAGE  
     
          1600-tons.  
     
  TYPE  
     
          X-B (minelayer and supply boat).  
     
  BUILDING YARD  
     
          Germania, Kiel.  
     
  COMMISSIONED  
     
          22 September 1943.  
     
  FLOTILLA  
     
          Fifth at Kiel.  
     
  FIELD POST NUMBER  
     
          M-54276.  
     
  INSIGNIA  
     
          Chimney Sweep (worn on crew’s caps only).  
     
  MAXIMUM DEPTH ATTAINED  
     
          120 meters.  Prisoners stated depth gauge scale marked to 125 meters.  
     
  GUNS  
     
          (a) Automatic 37-mm. gun on Platform II; one reserve barrel carried.  
     
 
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        (b)  Two twin 20-mm. cannons on Platform I.
 
          (c)  U-233’s original armament included a 105-mm. gun forward which was removed during the final overhaul at Kiel during which time the 37-mm. was added.  
     
  PRESSURE PROOF AMMUNITION CONTAINERS  
     
          (a)  Three for 37-mm. ammunition abaft 37-mm. gun on Platform II.  
     
          (b)  Four for 20-mm. cannons on Platform I; two for each twin mounting.  
     
  TORPEDO TUBES  
     
          Two stern tubes only.  
     
 

TORPEDOES CARRIED

 
     
          Seven carried.  
     
  DISPOSITION AND TYPE OF TORPEDOES  
     
          Stern tubes – two T-5 torpedoes (on WS setting).  
     
          On floor plates in after compartment – two T-5 torpedoes (on WS setting).  
     
          Beneath floor plates – three regular G7e, electric torpedoes.  
     
  MINES  
     
          Sixty-six carried (see Mine Information – Chapter III).  
     
  MINE SHAFTS  
     
          Thirty fitted (all free flooding type).  
     
 
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        Six in keel line, through bow compartment; three mines per shaft.
 
          Twelve through starboard tanks; two mines per shaft.  
     
          Twelve through port tanks; two mines per shaft.  
     
  DIESELS  
     
          Two 9-cylinder G.W. Diesels with Kapsel type superchargers.  
     
  DIESEL SPEEDS  
     
          Telegraph Speeds                               R.P.M.  
          K.F. (Dead Slow)                                 190  
          3XA.K. (Emergency Speed)                 485  
     
  MAXIMUM SPEED  
     
          About fifteen knots.  
     
  FUEL OIL CAPACITY  
     
          400 cubic meters.  
     
  MOTORS/GENERATORS  
     
          A.E.G.  
     
  SWITCHBOARD  
     
          A.E.G.  
     
  SCHNORCHEL (Extensible Diesel exhaust and air intake)  
     
          Not fitted.  
     
  RADAR  
     
          Not fitted.  
     
 
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R.D.B. (Radar Decoy Balloons)
 
          Carried.  
     
  R.D.S. (Radar Decoy Spar Buoys)  
     
          Not carried.  
     
  G.S.R. (German Search Receiver)  
     
          (a)  Naxos.  
     
          (b)  Wanz G-2.  
     
          (c)  Borkum.  
     
          It was stated that alarms on Naxos contacts were frequent, but that none were received on Wanz G-2 or Borkum.  
     
  G.S.R. AERIALS  
     
          (a)  Naxos “Fliege” aerial.  
     
          (b)  Ordinary basket-type dipole aerial.  
     
  D/F GEAR  
     
          Standard long-wave Lorenz D/F set.  
     
  TRANSMITTERS  
     
          (a)  200-watt Telefunken short-wave transmitter.  
     
          (b)  150-watt Telefunken long-wave transmitter.  
     
          (c)  40-watt Telefunken emergency transmitter.  
     
          (d)  200-watt Telefunken F.K.W. (Fernverkehrkurzwellensender), H/F transmitter.  Not fitted.  
     
  RECEIVERS  
     
          (a)  Telefunken all-wave receiver.  
     
 
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        (b)  Standard Telefunken receiving set (Grossschiffempfänger).
 
  HYDROPHONES  
     
          “Atlas” G.H.G. fitted.  
     
  S.B.T. (Submarine Bubble Target)  
     
          Not fitted.  
     
  D.C.P. (Depth Charge Plotter)  
     
          Not fitted.  
     
  COLOR  
     
          Dark gray.  
     
  RUBBER RAFTS  
     
          One for each man.  
     
          Two or three which held four to five men.  
     
     
     
     
     
     
     
     
     
     
     
 
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CHAPTER III.  INFORMATION ON MINES
 
          The following information was, to a large degree, obtained from one well informed prisoner.  It is believed that, in as far as the prisoner’s knowledge went, this information is reliable.  But it is emphasized that he was not informed on all points of interest.  
     
  PRESSURE DIFFERENTIAL MINE  
     
          According to various prisoners, the mines on U-233 appear to have been the same as the GO mines carried by U-118.  According to one prisoner, however, the difference between the GO (he did not know the German designation) and those on U-233 are as follows:  
     
          The mine (moored) is known as a “Drückunterschiedsmine” (pressure differential mine), a term which describes the mine’s ability to maintain a pre-set depth of four to six meters below the water surface, regardless of tide conditions.  A prisoner insists that the term “Drückunterschiedsmine”, which he heard at the Sperrversuchs Kommando (Experimental Mine Command) at Kiel in April 1944, applies to the mines carried by U-233 (and to be carried by other minelaying U-boats with shafts), and that the term applies only to a depth-keeping arrangement.  
     
  DEPTH SETTING  
     
          The depth at which the mine case was to be moored was set (at the “Sperrzeugamt” mine depot) in the drum located in the upper left hand corner of the anchor.  The prisoner explained the expression “Drückunterschiedsmine”, and the effect of pressure in the following  
     
 
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way:  in depths of sixty meters the case becomes moored at 54-56 meters; changing tide conditions cause a change in water pressure, which change acts on the regulator in the anchor, causing the case to rise or fall so as to maintain a constant depth between four and six meters below the surface.  (The prisoner had never heard of a mine which operates like OYSTER.  He did not know whether the mine on U-233 could remain married to the anchor and thus become a ground mine; and he did not know whether such a mine would, if sunk by rifle fire or by a small scuttling charge, became a ground mine).
 
  ANCHOR DEPTH  
     
          The mines were primarily for harbor-laying.  Anchor depth was said to be 200 meters.  The depth of water in which U-233 laid practice mines (of same type) off Hela, was said to have been 80 meters.  The greatest depth reached by U-233 was 120 meters, but it was stated that diving depth was not restricted by presence of mines on board.  
     
  OTHER DETAILS  
     
          The mines on U-233 were moored magnetic (bi-Polar) with an induction coil – NO NEEDLE.  The number of actuations required to fire are not known.  
     
          U-233 laid 132 similar mines (although painted white) of Hela within three days.  They were all laid at periscope depth at about five knots.  One mine was laid every thirty seconds.  
     
          The charge of the mine was believed to be three hundred kilograms.  The mine was fitted with a twenty-four hour delay arriving clock, but the existence of other clockwork was not known.  
     
 
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The spacing between mines when laid was to be 500 meters.
 
  ORDER MINES LAID  
     
          The order in which mines were laid was as follows:  
     
          Forward Shafts (three mines in each of six); lower mines of first three shafts to be laid first, followed by middle mines in same three shafts, after which top mines in same shafts laid.  The same procedure for the three remaining shafts.  
     
          Starboard and port shafts (two mines in each of twelve starboard and twelve port shafts):  
     
          Mine 19 (lower mine of starboard shaft);  
     
          Mine 20 (lower mine of port shaft);  
     
          Mine 21 (upper mine of starboard shaft);  
     
          Mine 22 (upper mine of port shaft);  
     
          and so on until operation completed with laying of mine 66 (upper mine, port shaft).  
     
  MISCELLANEOUS  
     
          It was believed that these mines also may be laid by surface craft.  
     
          The mines are primarily to be laid off harbors, about four to five nautical miles from the harbors themselves.  
     
          U-233 had planned to spend one and one half days off Halifax to lay her mines.  
     
          No protuberances and no holes were seen on the mine cases.  Also no rubber was seen on the case, except a rubber gasket under the top cover plate.  
     
 
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        U-233 was demagnetized at Kiel, eight to ten days before she sailed.  There were no mines on board during the wiping process.  The mines were loaded six days before U-233 sailed.
 
          It was stated that the mine case was made of steel.  
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
 
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Click this text to view a diagram of a Pressure Mine

 

 
 

   
CHAPTER IV.  CREW OF U-233
 
  GENERAL  
     
          U-233 carried a total complement of 60 officers and men:  the captain, two watch officers. An engineer officer, a doctor, a midshipman under training who also acted as third watch officer, and 54 men.  
     
          The crew, judged from the 29 survivors, was a poor one.  Most of the men were totally lacking in previous U-boat experience and a large number had never been to sea before.  As a whole they gave the impression of being in the dregs of the reserve pools in Germany and shore stations on the Baltic, with a very small sprinkling of experienced petty officers to stiffen the whole.  
     
          Due to the unfortunate handling between the port of entry and interrogation center the crew, in addition, was extremely secure and presented a very difficult problem to interrogators.  This security consciousness was undoubtedly enhanced by the character of U-233’s mission and the fact that so many of the crew had spent the war in Germany under the full influence of propaganda and without the revealing experience of life at the front.  
     
  OFFICERS  
     
          Steen was popular with his crew and considered to be an efficient officer.  He belonged to the April 1937 Naval Term, but little is known of his career.  Prior to taking over U-233 he was first watch officer under Neumann on U-117, a 1600-ton supply boat.  
     
 
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        Betzin, the first watch officer, was formerly in the merchant marine.  To interrogators he was sly and vain, though apparently popular enough with the crew.
 
          Gärtner, the second watch officer, was nondescript and secure.  Some of the men thought he was too young for his responsibilities.  He belonged to the May 1941 Naval Term.  
     
          Huar, the midshipman, was an unpleasant little Nazi who distinguished himself on board on of the rescuing vessels by posing as one of the men until he got tired of being treated like one.  
     
          Nothing is known of Bartling, the engineer officer, except that he belonged to the October 1937 Naval Term, or of Moeller, the doctor, except that he was said to have been born in Russia.  
     
  MEN  
     
          Typical of the motley character of the crew was the chief boatswain, a man 42 years old who had first enlisted in 1921 and who, with the exception of a brief period on a schoolboat, had no previous U-boat experience.  
     
          The crew as a whole, besides their inexperience, showed little interest in the U-boat arm, knew little about it and cared less.  If they could be taken as typical of the crews now manning the newer German U-boats, the prospect would be encouraging indeed.  But past experience has shown that no general conclusions can be accurately drawn from the experience of one crew.  
     
 
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CHAPTER V.  EARLY HISTORY OF U-233
 
  COMMISSIONING  
     
          U-233 was commissioned at Germania Werft, Kiel, on 22 September 1943.  
     
  TRIALS AND EXERCISES  
     
          After her acceptance trials, which lasted until about the end of October, U-233 proceeded to the Baltic for the usual trials.  During tactical exercises at Hela in November/December 1943, U-233 on two occasions laid a full complement of 66 mines.  The mines were loaded at Hela and both exercises were said to have been a complete success.  It was stated that on neither occasion did any of the mines explode prematurely.  The only untoward incident during tactical exercises was when U-233 rammed her bow into a mudbank at a depth of twenty-five to thirty meters.  Little damage was done, but extrication proved extremely difficult and the crew were much relieved to see the surface again.  Torpedo firing trials were carried out at Gotenhafen and the crew went on Xmas leave in two watches from there.  
     
  FINAL OVERHAUL  
     
          U-233 returned to Kiel for her final overhaul about the beginning of February 1944.  During this period the conning tower was rebuilt, the 37 mm. installed on Platform II, and the 105 mm. forward gun removed.  U-233 also was fitted with Wanz G-2 GSR at this time.  
     
 
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FLAK COURSE AND FIRING EXERCISES
 
          About 1 April U-233 went to Swinemuende where members of the crew took a week’s “flak” course.  At the conclusion of this a short trip was made to Hela.  Here the U-boat made a few extra trial runs.  Some prisoners thought this was for the benefit of the few new personnel who had joined the boat when she was in Kiel.  U-233 then returned to Swinemuende for a short week’s “flak” firing exercises prior to returning to Kiel to make ready for her first patrol.  
     
  U-233 AS A SUPPLY BOAT  
     
          Prisoners insisted that, during her trial period, U-233 at no time practiced refueling or any other special duties of a supply boat.  Some prisoners explained this by the fact that Kapitänleutnant STEEN had formerly been Neumann’s executive officer on U-117 (a 1600-ton supply boat) and therefore was fully familiar with those details.  Others thought that U-233 was not to be used as a supply boat at all, at not least until after her first patrol, and that perhaps they would receive instructions in these duties at Bordeaux.  Prior to setting out on her first patrol U-233 apparently embarked a full supply (400 cubic meters) of fuel oil, but prisoners stated that they had little in the way of spare parts or supplies, except what might be needed for a normal length patrol.  One prisoner stated that no spare parts for other types of U-boats were carried.  
     
     
     
     
     
     
 
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CHAPTER VI.  FIRST AND LAST PATROL OF U-233
 
  KIEL TO KRISTIANSAND  
     
          U-233 left Kiel on her first patrol at 0800, 27 May 1944.  She was accompanied by four or five unidentified 500-ton U-boats, but they parted company soon after leaving Kiel.  U-233 entered Kristiansand at 0700, 29 May.  
     
          During their short stay members of the crew saw an unidentified 500-ton U-boat, whose commander was said to be an Oberleutnant, which was due to leave for Narvik shortly.  Two or three of the U-boats which had left Kiel with U-233 also reappeared at Kristiansand.  
     
  DEPARTURE FROM KRISTIANSAND  
     
          U-233 left Kristiansand at 1400, 29 May in company with the above mentioned U-boats.  They parted company shortly afterwards and were not seen again.  
     
  AIRCRAFT WARNINGS AND ATTACKS  
     
          (O.N.I. Note:  While all the following events have been confirmed by interrogation, some of the dates and times were obtained from a captured diary and are presumed to be reasonably accurate.)  Soon after leaving Kristiansand U-233 made a deep-diving test and then proceeded submerged.  Difficulty was experienced in pumping out the bilges and it had almost been decided to return to Kristiansand when the engineer officer discovered a small chisel in the pump manifold.  Some crew members suspected sabotage.  
     
 
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        Some time during 30 May twelve very distant depth-charge explosions were heard, but they were not believed directed at them.  On 31 May a number of aircraft were actually sighted.  U-233, however, apparently remained undetected.
 
          At 2400 on 1 June U-233 surfaced to recharge batteries and replenish air bottles.  At 0100 she was force to dive by the presence of aircraft and did not surface again until 1200, when prisoners estimated they were off the Shetlands.  Shortly thereafter U-233 was attacked by four motored aircraft thought by prisoners to have been a Sunderland.  She fired on the attacking plane and, despite intermittent jamming on the part of the 37-mm. gun, hits are believed to have been scored.  The plane dropped five bombs and one fell only 25 to 30 meters from the U-boat; the others were said to have been less accurate.  No damage, however, was caused.  The plane flew off and some twenty minutes later U-233 was forced to dive after sighting two more Sunderlands.  
     
          In the early morning of 3 June U-233, her batteries low and her air foul, surfaced again.  No sooner had the bridge watch taken up their stations, when aircraft again  forced the boat to crash-dive.  Depth-charges were dropped when the boat was at 30 meters, but U-233 again escaped damage.  The situation in the boat was now serious and it was absolutely necessary that she surface.  An alteration of course was made and U-233 surfaced shortly thereafter.  This time she was fortunate enough to find the coast clear and was able to  
     
 
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proceed with her recharging unhindered.
 
  ENCOUNTER WITH A DESTROYER  
     
          About the middle of the patrol U-233 sighted a destroyer at some distance.  Steen began to maneuver into an attacking position, when suddenly the destroyer moved off at high speed.  Prisoners believed that she had become aware of the U-boat’s proximity and had decided not to risk an encounter.  
     
  FAILURE OF 37-MM. GUN  
     
          About two weeks after the second aircraft attack, it was decided to fire a few test rounds from the 37-mm.  Five shells were to be fired, but the first one exploded in the breech, completely wrecking it, but miraculously wounding nobody.  The gun was rendered useless for the balance of the patrol and was from then on referred to as the “old broom” (“olle Besen”).  
     
  PASSAGE TOWARDS HALIFAX  
     
          U-233’s mission was to lay mines off Halifax, and she proceeded at slow speed towards that goal with the intention of arriving after the full moon.  About twenty hours of each twenty-four were spent submerged and there appears to have been no fixed time adhered to for surfacing and recharging.  All prisoners insisted that they knew of no plans for acting as a supply boat after the minelaying operation, and it was presumed, though not definitely known, that they were to put into Bordeaux at the conclusion of the patrol.  
     
 
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CHAPTER VII.  SINKING OF U-233
 
  U-BOAT SURPRISED AT SHALLOW DEPTH  
     
          U-233 was proceeding submerged at 30-50 meters in the early evening of 5 July.  The U-boat had to come to this level from her usual depth of 60-80 meters to facilitate torpedo servicing in the after compartment and possibly to attempt repairs on a damaged tube.  (O.N.I. Note:  As not a single man escaped from the after torpedo room compartment, the Diesel or electric motor room, it has not been possible to establish the sequence of events in that part of the boat.)  Suddenly a loud whining sound was heard in the boat, followed shortly afterwards by screw noises.  Almost immediately afterwards depth-charges exploded all around the U-boat.  (O.N.I. Note: At 1911, 5 July USS BAKER, after gaining sound contact, dropped a full pattern of depth-charges.)  The U-boat was severely shaken up, lights went off the board and loose gear flew all over the boat.  U-233 descended rapidly and out of control to about 120 meters.  
     
  WATER ENTRY AFT  
     
          At 120 meters a water entry aft developed to such a degree that she became stern heavy.  It was rumored among survivors, although not confirmed by an eye witness, that a torpedo withdrawn from one of the tubes in the after compartment and which was on the loading rails suddenly slid into the tube with such violence that is disemboweled a torpedoman who happened to be in the way.  Survivors conjectured that  
     
 
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this may have damaged the tube cap thereby increasing the water entry.
 
  SECOND DEPTH CHARGE ATTACK  
     
          The U-boat continued to sink by the stern at an alarming angle, rapidly getting out of control.  Shortly after this a second pattern of depth-charges exploded around the boat without, however, causing much further damage.  (O.N.I. Note: At 1920 BAKER dropped a second pattern of depth-charges set at shallow.)  Shortly thereafter the order was given to blow tanks and the U-boat slowly came to the surface, regaining an even keel as she did so.  The order to abandon ship was given immediately and the engineer officer was the first through the conning tower hatch.  The fire from the attacking destroyers was by this time heavy and accurate and the engineer was hit and slumped down in the conning tower.  Several other crew members who tried to leave the boat by this means were also killed or badly wounded and the conning tower became a shambles.  The 30 survivors who were ultimately rescued all escaped from the boat by the forward hatch.  
     
  U-233 RAMMED AND SUNK  
     
          (O.N.I. Note: At 1930 Commander Escort Division 48 ordered THOMAS to ram the submarine.  At 1946 THOMAS…..rammed the submarine…..abaft the conning tower…..U-233 then sank beneath THOMAS.)  
     
          With the exception of those trapped in the after part of the boat, the whole crew had abandoned ship before the U-boat was rammed.  
     
 
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prisoners were emphatic that no attempt was made to man the guns, stating that the fire to which they were subjected made this impossible.  No signal was sent to Control advising them of U-233’s sinking.
 
          Thirty survivors were picked up, 10 by BAKER and 20 by THOMAS.  Kapitänleutnant Steen, who died later, was buried at sea.  
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
     
 
- 20 -
 
     
     

 

 
 

   
CHAPTER XIII.  OTHER U-BOATS
 
 
U-20 A schoolboat at Pillau up to summer 1943.  Kapitänleutnant Nolke said to have been a previous commanding officer.
   
U-123 A P/W made two highly successful patrols in the North Atlantic with Hardegen in the fall and early winter of 1942.
   
U-124 When P/W left U-124 in May 1942 Wilhelm Schulz, then commanding officer, was also transferred.
   
U-219 Commanding officer Korvettenkapitän Burghagen.  Stated to be a 1600-ton supply boat, but not a minelayer.
   
U-232 Said to have been a 500-tonner and to have been sunk in dock during an air attack on Kiel about May 1943.
   
U-234 A 1600-ton minelayer and supply boat.  Built at Germania, Kiel.  This boat was stated to be making her tactical trials in the Baltic in May 1943.  Her commanding officer is said to be a Kapitänleutnant who had previously served on a raider.
   
U-846 A P/W who was a member of the crew at the time stated that U-846, a 750-tonner, was built at Deschimag, Bremen.  She was commissioned late May 1943.  The commanding officer was Oberleutnant Hasshagen.
 
     
 
- 21 -
 
     
     

 

 
 

   
U-BOATS IDENTIFIED BY COMMANDING OFFICERS
     
 
U-GÖLLNITZ  Said to have been lost in May 1943.  Belonged to 11th Flotilla at Narvik.
   
U-SCHAUENBURG Commanding Officer said to be a young officer.  Boat is thought to have gone to the Mediterranean.  
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
   
 
     
 
- 22 -
 
     
     

 

 
 

   
  ANNEX: CREW LIST OF U-233 AND U.S. EQUIVALENTS
                  OF GERMAN NAVAL RANKS AND RATINGS.
       
Name Rank and Rating U.S. Equivalent Age
       
  Kapitän zur. See Captain  
  Fregattenkapitän Commander  
  Korvettenkapitän Lieutenant Commander  
  Kapitänleutnant Lieutenant  
  Oberleutnant z. S. Lieutenant (j.g.)  
       
SURVIVORS      
BETZIN, Albert Leutnant zur See d. R.   Ensign (Reserve) 25
GÄRTNER, Karl Leutnant zur See Ensign 22
HAUR, Ulrich Oberfähnrich zur See d. R. Midshipman 20
SIEPE, Heinolf Obersteuermann Warrant Quartermaster 28
GÖRBING, Werner Steuermannsmaat Quartermaster 3cl. 24
HUBEL, Heinrich Stabsbootsmann Chief Boatswain’s Mate 42
RAMUS, Karl Bootsmaat Coxswain  24
WACKOWITZ, Arno  Matrosenobergefreiter Seaman 1cl. 19
REICHINGER, Josef  Matrosenobergefreiter Seaman 1cl. 20
BAUCKLOH, Heinz Matrosenobergefreiter Seaman 1cl. 20
HAÜSELE, Ernst Matrosenobergefreiter Seaman 1cl. 19
MADEJA, Günther Matrosenobergefreiter Seaman 1cl. 21
KRUEGER, Herbert  Matrosenobergefreiter Seaman 1cl. 20
HEINBERG, Theodor Matrosenobergefreiter Seaman 1cl. 20
MEYL, Martin Matrosengefreiter Seaman 2cl. 22
REUTHER, Fritz Matrosengefreiter Seaman 2cl. 20
KRAHL, Gerhard  Matrosengefreiter Seaman 2cl. 21
BRENNTFÜHRER, Wilhelm Obermaschinist Machinist 30
TERP, Karl Obermaschinenmaat Machinist’s Mate    2cl. 23
RODE, Helmut Maschinenmaat Fireman 1cl. 22
SPIELER, Gregor Maschinengefreiter Fireman 3cl. 20
SCHNEIDER, Herman  Maschinengefreiter Fireman 3cl. 19
WICHUM, Walter Maschinengefreiter Fireman 3cl. 19
SOMMER, Walter Maschinengefreiter Fireman 3cl.  20
RAFALSKI, Fritz Oberfunkmeister Chief Radioman 28
ENGLEMANN, Ludwig Funkmaat Radioman 3cl. 23
SIMON, Kurt  Mechanikersmaat  Torpedoman’s Mate 23
ERNST, Heinz-Hubert  Mechanikersobergefreiter (A) Seaman 1cl. (Gunnery) 20
PETZELBERGER, Christian Sanitätsobergefreiter Seaman 1cl. 20
       
CASUALTIES      
STEEN, Hans Kapitänleutnant  Lieutenant  
BARTLING, Wilhelm Oberleutnant (Ing.) Lieutenant (j.g.)  
        Engineering duties  
        only.  
     
     

 

 
 

   
Name Rank and Rating   U.S. Equivalent  
       
MOELLER    Marineoberassistenzarzt Lieut. (j.g.) (M)  
WEINERT Obermaschinist Machinist  
RIEGELTALNER Bootsmaat Coxswain  
RENK      
SCHLÖMER      
BREUCKMANN      
HEINICKE      
BOUSZONVILLE      
HÜTTNER      
BROKE      
ROHLEDER      
LORENZ      
KLINK      
WILDER      
ROTHER      
ROTTER      
RUSCHAU      
HENNES      
PUDERBACH      
BREMER      
METZINGER      
FRENZEL      
SCHENK      
HERRMANN      
FRIEDRICH      
SCHELLHORN      
RODENBACH      
VOSSLER