Copy No. 49 of 49
	Op-16-Z
	NAVY DEPARTMENT
	OFFICE OF THE CHIEF OF NAVAL OPERATIONS
	WASHINGTON
	Final Report – G/Serial 42
	REPORT ON THE
	INTERROGATION OF SURVIVORS FROM U-490
	SUNK 12 JUNE 1944
	DISTRIBUTION:
	BAD
	BUORD
	BUSHIPS
	BUSHIPS (Code 515)
	BUSHIPS (Code 815)
	COMINCH (F-21)
	COMINCH (F-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
	4 September 1944

 

	TABLE OF CONTENTS
	PAGE CHAPTER I.   INTRODUCTION 1                 II.   DETAILS OF U-490 2                 III.   EARLY HISTORY OF U-490 12                 IV.   FIRST AND ONLY PATROL OF U-490 15                 V.   SINKING OF U-490 17                 VI.   GENERAL REMARKS ON U-BOATS 20                 VII.   CREW OF U-490 23                 VIII.   OTHER U-BOATS 26
ANNEX:  CREW LIST OF U-490 AND U.S. EQUIVALENTS OF GERMAN NAVAL RANKS

 

	CHAPTER I.  INTRODUCTION
	U-490, a 1600-ton supply U-boat commanded by Oberleutnant zur See der Reserve Wilhelm Gerlach, was sunk on 12 June 1944 in approximate position 42.23 N. – 39.56 W. by units of Task Group 225.  The U-boat was on her first patrol and had supplied no other boats when she was sunk.  The patrol was to have terminated in Bordeaux about mid August.
	The entire complement of U-490, 61 officers and men, survived.  Fearing that they would become British prisoners of war in Freetown, they signed a statement that they would answer all “honorable questions” upon assurance of being taken to America.  At the preliminary interrogation in Casablanca, this statement was of considerable aid to interrogating officers.  They proved to be less security conscious than most U-boat crews recently encountered.  Final interrogation was facilitated by several captured notebooks and other documents.
	U-490 was a standard supply U-boat manned by an undistinguished crew.  The chief point of interest is her construction.  Although she was designed as a normal Type XIV boat, the ribs were welded to the exterior rather that the interior of the pressure hull.  It was probably because of this structural feature that she was able to dive to a depth of 300 meters at the time of the final attack, without damage to herself.
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	CHAPTER II.  DETAILS OF U-490
	TONNAGE
	1600 tons.
	TYPE
	XIV.
	BUILDING YARD
	Deutsch Werke, Kiel.  Commissioned 27 March 1943.
	YARD NUMBER
	315.
	INSIGNIA
	Bee on a downward pointed sword; worn on the caps of the crew.
	FIELD POST NUMBER
	M-51045.
	FLOTILLA
	The flotilla was intended to have been the 12th at Bordeaux.
	COLOR
	Dark gray.
	CONSTRUCTION
	U-490 had the standard Type XIV internal layout.  She differed from previous boats of this type in that the ribs were welded to the exterior rather than to the interior of the pressure
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	hull.  The prisoners believed that this was done in order to facilitate construction, lend greater stability to the boat, give more room within the pressure hull, and allow greater diving depths.  The ribs were the normal T-shaped type and were spaced about 50 to 70-cm. apart.
	BRIDGE CONSTRUCTION
	Standard.  Two armored shelters were fitted, a three-man shelter to starboard and a one-man shelter to port.
	ARMAMENT
	(A)  Guns:
	Two twin 20-mm. mounts on Platform I.  One full automatic 37-mm. gun on Platform II.  One full automatic 37-mm. deck gun forward of the conning tower.  Four MGs. Type 15 on the bridge.
	(B)  Torpedoes:
	No torpedo tubes and no torpedoes carried.
	DIVING
	Crash diving time to periscope depth, 40 to 50 seconds.  The greatest depth attained was said to have been 300 meters.
	S.B.T. (Submarine Bubble Target)
	Fitted to the starboard side of the electric motor compartment.
	D.C.P. (Depth Charge Plotter)
	Not fitted.
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	PROPULSION
	(A)  Diesels:
	Two G.W. (Germania Werft), six-cylinder, 1400 H.P., 40-cm. Bore, 46-cm. Stroke.
	Telegraph Speeds R.P.M.       3 x AK (Extreme Emergency Speed) 500         AK (Full Speed) 470         GF (Crusing Speed) 410         2 x HF (3/4 Speed) 390         HF (Half Speed) 330         LF (Slow Speed) 260         KF (Dead Slow) 216
	It was stated that the speeds were originally 20 to 25 r.p.m. higher.  It was found that the Diesels were two light for such high speeds and that they would function more effectively with less r.p.m.
	(B)  Motor/Generators:
	Siemens.
	Telegraph Speeds R.P.M.       AK (Full Speed) 300         GF (Cruising Speed) 240         HF (Half Speed) 160         LF (Slow Speed) 115         KF (Dead Slow) 90-95
	- 4 -

 

	SUPERCHARGERS
	Rootes type (Kapsel).
	SCHNORCHEL
	Fitted to port side.  (For details, see Chapter VI.)
	SWITCHBOARDS
	Siemens.  Later replaced by switchboards of Voight and Haeffner design.  Said to be identical with those fitted in normal 500 ton U-boats.
	BATTERIES
	Afag.  Lead-acid type, 62 cells.  Stated to have been slightly larger than the normal U-boat battery.  Capacity, about 13,000 amp./hrs.
	COMPRESSORS
	One Junkers and one electric compressor.
	CLUTCHES
	Disk type, Lohmann-Stoktertoth.
	TANK CAPACITIES
	The tank capacities from aft to forward:
	Cubic Meters       Stern Buoyancy Tank 7.09         No. 1 Main Ballast Tank 32.35         No. 2 Main Ballast Tank 40.55         No. 1 Fuel Oil Tank 60.72
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	No. 2 Fuel Oil Tank 58.02         No. 3 Fuel Oil Tank 78.00         No. 3 Main Ballast Tank (emergency fuel) 88.16         No. 4 Main Ballast Tank (emergency fuel) 90.44         No. 5 Main Ballast Tank (emergency fuel) 71.28         Compensating Tank 59.00         Quick Diving Tank 15.88         No. 6 Main Ballast Tank 65.46         No. 7 Main Ballast Tank (emergency fuel) 87.38         No. 8 Main Ballast Tank (emergency tank) 69.40         No. 4 Fuel Oil Tank 72.40         No. 5 Fuel Oil Tank 53.00         No. 6 Fuel Oil Tank 40.00         No. 9 Main Ballast Tank 41.85         Bow Buoyancy Tank 30.26
	OIL CAPACITIES
	Capacity of external fuel oil tanks is 697.52 cubic meters.  The internal fuel oil tanks hold 29.60 cubic meters making a total fuel oil capacity of 727.12 cubic meters.  The lubricating oil capacity is 19 .52 cubic meters.
	GERMAN ASDIC
	Not carried.
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	RADAR
	Not carried.  It was stated that a Hohentwiel type set was to have been installed in Bordeaux after the first patrol.  A special converter and aerial were carried for this set.
	G.S.R. (German Search Receivers)
	Wanz G-2, Naxos and Borkum carried.  The Wanz was said to have covered a wave band of from 80 to 240-cm., the Naxos a wave length of about 10-cm.
	G.S.R. AERIALS
	Two fixed basket-type aerials carried, one on the bridge and one on the Schnorchel.  These were connected to the Borkum if necessary.  A Fliege type aerial was used with the Naxos.  Earphones were employed to listen to Naxos signals.  The Fliege dipole could be adjusted to any angle by bending it but the distance from dipole to reflector was always 41-mm.  Each time after it was adjusted, this distance was checked.
	ROTARY CONVERTERS
	One 6 KVA.
	One 1.5 KVA.
	One 0.3 KVA.
	One transmitter converter.
	One UT converter in the motor compartment.
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	U.K. GEAR (T.B.S.)
	Carried during the working-up trials only.
	U.T. (Underwater Telegraphy)
	Carried.
	RADIO EQUIPMENT
	(A)    Transmitters:
	One 200-watt Telefunken transmitter, 20-80 meter wave band.
	One 40-watt Lorenz emergency transmitter, 13-60 meter wave band.
	One 150-watt Telefunken transmitter, 300-600 meter wave band.
	(B)    Receivers:
	One short wave Telefunken receiver.
	One “Main” Telefunken receiver, T9K39.
	One all wave Elag 10/12 receiver fitted with a 20-watt Siemens amplifier for broadcasting throughout the boat over the public address system.
	NAVIGATIONAL AIDS
	(A)    Compasses:
	One Anschütz master gyro compass with four or five repeaters.
	One magnetic compass.
	(B)     Depth Gauges:
	One main graduated to 200 meters.
	One gage graduated to 25 meters.
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	One Papenberg gage for periscope depth.
	(C)    Echo Sounder:
	Elag type carried.
	(D)    Elektrolot:
	Elag type carried.
	(E)     Salinometer:
	An instrument for measuring the salt content of water was in the control room.  It was described as a graduated glass tube, about 12 inches in length and tapering toward the top.  It was weighted with lead shot and floated in a metal cylinder which had connection with the outside seawater.  Some prisoners believed that this instrument could indicate water temperature and density as well as salt content.
	INFRA RED EQUIPMENT
	None carried.
	H/P AIR BOTTLES
	Six banks of air bottles carried.  Their capacities varied from a 200 liter bottle for starting the Diesels, to bottles of 460 liters.  Air bottles could be charged submerged when the Schnorchel was used.  (For details, see Chapter VI.)
	OXYGEN BOTTLES
	Fifteen to twenty carried.
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	POTASH CARTRIDGES
	About 800 “type L” carried.
	R.D.B. (Radar Decoy Balloons)
	Carried.
	R.D.S. (Radar Decoy Spar Buoys)
	Not carried.
	WATER DISTILLER
	Manufactured eight to ten liters of fresh water per hour.
	AIR CONDITIONER
	Fitted.
	RUBBER DINGHIES
	A one-man dingy for each member of the ship’s company carried.  In addition, two large rubber dinghies were stowed between the deck and the pressure hull.
	MACHINE SHOP
	A well equipped machine shop was located in the stern compartment.  It contained the usual hand tools, power drills, lathes, etc.
	CARGO
	A large cargo of provisions and spare parts for other U-boats was carried but it was possible to obtain only sketchy details of its nature.  Thirty cases of radio equipment were carried.
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	These included four or five Wanz, two Naxos and two Borkum G.S.R. sets.  Two Fliege aerials and a number of Naxos crystals were carried.  Extra converters and transmitters were also carried.  The cargo also contained many machine parts, electrical equipment, and several cylinder heads.  It was stated that at least two tons of fresh fruit had been embarked in Kiel and that it had taken three days to load the provisions.  Perishable food was stowed in a special refrigerator room located below the floor plates immediately abaft the control room.
	-11-

 

	CHAPTER III.  EARLY HISTORY OF U-490
	COMMISSIONING
	U-490 was built at the Deutsche Werke, Kiel.  The engine room personnel were assigned to the boat in February 1943 to stand by new construction.  The boat was commissioned on 27 March 1943.
	FIRST SERIES OF TRIALS
	After the commissioning, U-490 remained in Kiel for about ten days for U.A.K. tests.  She then proceeded to Swinemünde for anti-aircraft gunnery practice.  This was followed by the usual engine and speed trials at Danzig.
	At Hela during the Agru-front, the first of a series of mishaps occurred.  On the evening of 9 May the boat was lying alongside a pier, and most of the crew was enjoying shore liberty.  The assistant engineer officer was supervising the charging of the batteries.  He neglected to open the exhaust lines and then resultant battery explosion wrecked several cells and otherwise damaged the battery compartment.  The Agru-front trials were broken off and U-490 returned to Kiel where the damage was repaired and new batteries were installed.  The U-boat remained in port for about a month during which a number of the ratings were drafted to other stations and replacements were made to the ship’s company.
	SECOND SERIES OF TRIALS
	Early in June, U-490 again proceeded to Swinemünde where gunnery practice was held for the benefit of the new members of the crew.  The Agru-front trials at Hela were then completed after which, underwater sound
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	tests were held off Rönne.
	U-490 next proceeded to Gotenhafen about mid July for the tactical exercises.  These consisted chiefly of navigational problems involving meeting other U-boats at specified times and positions for the purpose of supplying them with fuel oil.  After the second or third meeting another mishap occurred which resulted in serious damage to the U-boat.  On 23 July, during a practice dive, the main air induction valve was left open and a stream of water poured into the Diesel compartment with such force that it shot through the open door, completely flooding the motor compartment.  Prisoners estimated that 60 tons of water were shipped before the valve could be closed.  U-490 went down out of control and buried her stern in the muddy bottom.  She remained there for some time at an angle of 600 before the water-tight doors of the motor compartment could be closed.  Finally all tanks were blown and the U-boat slowly came to the surface but with almost no freeboard.  Some of the waterlogged gear was piled on deck to dry, the Diesels were started and U-490, looking very bizarre, began her inglorious return to Gotenhafen at slow speed.  One night, while under way, another U-boat sighted her and, due to her peculiar silhouette, took her for a Russian submarine.  U-490 fired recognition signals just in time to avoid being attacked.  The U-boat put in at Gotenhafen for emergency repairs and then proceeded to Kiel where she arrived on 29 July.  She went into drydock for extensive refit.
	This second period of overhaul lasted almost six months.  Due to the damage inflicted on factories by Allied aircraft, delivery of
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	machine parts and electrical equipment was extremely slow.  The electric motors of the U-boat were removed and repaired, Platform I was widened, armored shelters were built on the bridge, the mounting of the deck gun was strengthened, and Platform II was added.  No gun was installed on Platform II at this time, however.
	FINAL SERIES OF TRIALS
	Early in January 1944. U-490 sailed from Kiel to complete her trials.  She proceeded to Sonderborg where a second series of underwater sound tests was carried out.  She then went through an abbreviated course of tactical exercises.
	FINAL ADJUSTMENTS
	U-490 returned to Kiel the end of March 1944 for final adjustments.  A full automatic 37-mm. gun was installed on Platform II and the Schnorchel was installed.  A month later, she began to embark stores for her first patrol.  Many spare parts and a large amount of provisions were loaded.
	-14-

 

	CHAPTER IV.  FIRST AND ONLY PATROL OF U-490
	DEPARTURE
	U-490 sailed from Kiel at 0800 on 4 May 1944, accompanied by a 500-ton U-boat and escorted by a Sperrbrecher.  Due to the slow speed of the escort vessel, the passage to Kristiansand lasted until 6 May.  At Kristiansand, U-490 topped up with water, embarked beer and oranges and, the next morning, sailed.
	PASSAGE THROUGH THE ATLANTIC
	U-490 rounded the southern tip of Norway and then followed a course of about 3400 until 13 May when she reached approximate position 65.02 N. – 00.00.  She then proceeded on a westerly course until 18 May when she was in approximate position 65.03 N. – 07.00 W.  The U-boat then turned southwest, making good a course of about 2160.  This course was maintained throughout the remainder of the patrol.
	Until the final attack on 11 June, the patrol was uneventful.  The U-boat proceeded submerged at a depth of about 40 meters most of the time.  When weather permitted, batteries were charged submerged by using Schnorchel.  Otherwise, the U-boat surfaced only in bad weather to charge batteries and ventilate.  Only once during the patrol, radar transmissions were received on the G.S.R.  On 24 May when the U-boat was in 60.00 N. – 20.00 W., she signaled her position and a weather report to Commander-in-Chief U-boats.  On 6 June, news of the Allied invasion of France was received and on the following day the U-boat was ordered to continue her patrol.
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	Gerlach was extremely nervous during the patrol and maintained as strict a radio silence as possible.  Only rarely was the extensible aerial employed to receive news broadcasts while the U-boat was submerged.  Attempts were made to receive broadcasts while using the Schnorchel but reception was very poor.  On 11 June a brief signal was sent to Commander-in-Chief U-boats that was to result in the sinking of the U-boat.
	(O.N.I. Note: While searching for a U-boat known to be in the area, Task Group 225 D/F’d an enemy high frequency transmission at 0136 GCT on 11 June.  The transmission was fixed by Commander-in-Chief within 50 miles of a position 40 miles west of the Task Group.  Three ships of the group obtained accurate ground wave bearings and course was shaped to intercept.)
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	CHAPTER V.  SINKING OF U-490
	FIRST ATTACKS
	U-490 was proceeding at a depth of about 80 meters at 1100 German time on 11 June, when the crew was startled by explosions in the vicinity of the boat.  The Oberfunkmaat who was standing the hydrophone watch estimated that the explosions were from 300 to 500 meters away.  From the sound, he judged that the detonations were aircraft bombs.
	Immediately after the first attack, the U-boat dived to 240 meters and proceeded at silent running speed.  About 20 minutes later, a second series of explosions was heard very close to the U-boat.  These were believed to have been depth charges.  (O.N.I. Note: U.S.S. FROST gained a sonar contact, range 650 yards, at about 0745 GCT on 11 June.  At 0805, she fires a hedgehog pattern which resulted in three hedgehog detonations followed two minutes later by two muffled explosions.  U.S.S. HUSE was designated to assist.  HUSE and FROST both streamed FXR gear and proceeded to attack.  At 0821, HUSE fired a pattern of nine depth charges set to 350 to 450 feet.)
	SUBSEQUENT ATTACKS
	Series after series of depth charges fell near U-490 and her Engineer Officer ordered the boat to a depth of about 300 meters.  An attempt was made to employ the S.B.T. but the plunger jammed, rendering it useless.  The Oberfunkmaat who manned the hydrophones stated that he was unable to hear the usual sounds of depth charges striking the water
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	and sinking.  The first warning of their presence was the explosions themselves.  Usually the attack was preceded by the noise of asdic.  Occasionally he heard a ticking noise which he believed to be from an echo sounder.  The asdic and the noise from FXR gear could be plainly heard throughout the U-boat.  Most prisoners believed that the latter was a new type search gear and one man stated that it might be a device for protection against acoustic torpedoes.  Later in the day, screw noises of three destroyers could be heard.  (O.N.I. Note: At 1937, U.S.S. INCH joined the search.)
	The depth charges all exploded above the U-boat but were close enough to shake her badly from time to time.  The attack, which lasted about seventeen hours, was of such severity that the crew was thoroughly demoralized.  Added to the sound of exploding depth charges, asdic and FXR gear, were the shrill screams of a dozen odd guinea pigs which the ship’s surgeon had brought on board for experimental purposes.  Gerlach, fearing that the squeals of these frightened animals might reveal the position of his boat, ordered them killed.
	The prisoners counted 189 depth charges but stated that only very minor damage was sustained by the U-boat.  (O.N.I. Note: Twenty-five patterns of depth charges were dropped by the attacking units.)  A small leak developed in the housing of the propeller shafts causing the boat to become slightly heavy by the stern.  The air became very foul and potash cartridges and oxygen were employed in an attempt to relieve the discomfort of the crew.
	SINKING
	The attack on U-490 ceased about midnight and, at 0300 on
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	12 June, Gerlach decided to attempt to escape on the surface.  Upon surfacing, however, it was immediately apparent that escape was impossible and the order to abandon ship was given.  In the excitement of the moment, Gerlach forgot to order a signal sent informing Commander-in-Chief U-boats of the disaster.  As the men filed out of the conning tower hatch they noticed that much damage had been inflicted on the deck and bridge.  The guns had been badly battered and twisted and the two large dinghies had been rendered unseaworthy.  The Engineer Officer ordered the vents opened and the U-boat sank rapidly as search lights and artillery fire from the destroyers illuminated her.
	(O.N.I. Note: Shortly after 2300 on 11 June, the Task Group Commander decided that if the U-boat were given an opportunity, she would attempt to surface and escape.  To encourage this move, SNOWDEN was directed to move to a position about five miles south of the estimated position of the submarine while FROST and INCH were directed to employ gambit tactics, retiring at decreasing speed to a position northward.  The U-boat surfaced between FROST and SNOWDEN at 0027.  Radar contact was obtained and at 0041 INCH and FROST illuminated the boat with star shell and searchlights and opened fire with all batteries.  Just as the first star shells were fired, the U-boat was seen to signal, “SOS please take our crew”.  At 0059, SNOWDEN reported seeing the U-boat sinking stern first at a sharp angle, in approximate position 42.23 N. – 39.56 W.)
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	CHAPTER VI.  GENERAL REMARKS ON U-BOATS
	SUPPLYING U-BOATS WHILE SUBMERGED
	Prisoners stated that the Engineer Officer of U-490 had made a study of the problem of transferring fuel oil from one U-boat to another while submerged.  During the tactical exercises in July 1943, this officer actually practiced submerged supplying from the Dutch submarine UD-5.  The prisoners knew almost nothing about the procedure employed.  They believed that hose and cable connections between the two boats were made on the surface.  A telephone connection was then established and the boats submerged after which oil was pumped from one to the other.  A warrant machinist stated that U-490 was to have been fitted in Bordeaux with the necessary gear for underwater supplying.  He did not know of what this gear consisted, other than a valve in the control room for regulating the flow of oil.
	USE OF SCHNORCHEL
	U-490 was not able to use her Schnorchel when the sea was stronger than Force 4.  When proceeding submerged with the Schnorchel, either one or both Diesels were used at speed of from 200 to 300 r.p.m.  The maximum submerged speed on both Diesels at 300 r.p.m. was about 5½ knots.
	Both Diesels were employed only in very calm weather as there was always danger of the nose of the Schnorchel undercutting a wave.  When this occurred, the automatic shut-off valve in the nose was actuated, causing a rapid drop of pressure within the pressure hull.  In order to
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	prevent the change in pressure from becoming dangerous, a man was stationed at the Diesel controls.  He constantly watched a barometer and when the pressure dropped from 1020 millibars (normal) to 850 millibars, one Diesel was shut off.  If the pressure dropped to 750 millibars, both engines were stopped.
	Air bottles were occasionally charged when submerged, by using either the electric or the Junkers compressor.  When the Junkers compressor was employed, the exhaust gas was caught in a cone shaped tin funnel which reflected it towards the Diesel air intake.  The gas was expelled through the Diesel exhaust.  This funnel had been designed by the Engineer Officer of U-490 and was made by members of the engine room crew.
	NEW TYPE SUPPLY U-BOAT
	One prisoner stated that a new type supply U-boat is building in Germany.  It has a displacement of 2000 tons and is fitted with torpedo tubes.
	WALTER BOATS
	Prisoners stated that they saw six or seven Walter Boats in and near Kiel in Spring, 1944.  Their description of these boats coincides with reconnaissance photographs recently made.
	RADAR JAMMER
	A radio petty officer from U-490 had seen several U-boats fitted with new type gear which he believed to be for the purpose of jamming radar transmissions.  He described this as being an egg-shaped
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	device about a foot long and made of green plastic.  It was located at the base of the conning tower, amidships.  A series of holes had been pierced in the conning tower fairing and in these, tubes had been fitted.  He was told that the “green egg” had not proven satisfactory as it was too fragile and was easily broken by the action of the sea.
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	CHAPTER VII.  CREW OF U-490
	COMPLEMENT
	U-490 carried a complement of 61 on her first and only patrol.  Included in this number were the captain, two watch officers, two engineer officers, and a ship’s surgeon.  With the exception of the assistant engineer officer, all were reserve officers.
	OFFICERS
	The captain, Oberleutnant z. S. d. R. Wilhelm Gerlach, was 39 years of age.  For many years before the war, he had served in the merchant marine and had won his master’s certificate.  At the outbreak of war, he was drafted to the U-boat arm as an enlisted man.  He served for a time under Kapitänleutnant Johann Mohr on U-124, first as quartermaster and later as executive officer.  U-490 was his first U-boat command.  His men were rather scornful of Gerlach.  They felt that he was too timid and resembled a clerk in a shoe store more than a naval officer.  He was pleasant and polite but very secure with his interrogators.  They were astonished to find that a man of his age and worldly experience had succumbed so completely to Nazi doctrine.  His mentality had become hopelessly warped and he actually stated that if he felt that he would never see his wife again, he would instruct her to have an illegitimate child every year for the glory of the Vaterland.
	If Gerlach looked like a white collar worker, his executive officer actually had been one.  Oberleutnant z. S. d. R. Karl Schulze, 32 years of age, had been a bookkeeper before the war.  He too was drafted to the U-boat arm when war broke out and had considerable
	-23-

 

	experience before joining U-490.
	The second watch officer, Leutnant z. S. d. R. Ewald Reichstetter, was 26 years of age.  He like Gerlach, had been in the merchant marine before the war.  When war was declared, he was retained for a time by the merchant navy and was awarded the Blockade Runner Badge.  He was a comparative newcomer to the U-boat arm.
	The engineer officer, Oberleutnant (Ing.) d. R, Hubert Rotter-Woletz, 27 years of age, had been a graduate engineer in civilian life.  When war broke out, he joined the navy and served for a time in mineswepers.  He was greatly respected by his men for his knowledge and ability.  They stated that he had several inventions to his credit, the patents of which bore his name.  He was completely secure with his interrogators and proved to be an ardent Nazi.  He was stubbornly convinced that Germany would win the war and actually believed that the German people were endowed with superhuman qualities.
	Leutnant (Ing.) Artur Reinmöller of the October 1940 Naval Term was the only regular officer on U-490.  He was 22 years of age and had had an utterly undistinguished career in the navy, having failed to pass the engineering course at the naval academy.  The crew complained that on U-490 he was always in the way, attempting to make up in experience what he lacked in knowledge.  They stated that it was due to his negligence and stupidity that the several mishaps occurred during the workup period.
	The ship’s surgeon, Marinestabarzt Herbert Stubbendorff, was not interrogated.  He must have been a man of some intellectual curiosity
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	since he had about two dozen guinea pigs on board on which he conducted experiments.  Some prisoners believed that these experiments were of a bacteriological nature while others thought that the guinea pigs were to test the effects of low pressure.  They were known throughout the boat as the “Schnorchel pigs”.
	RATINGS
	The petty officers on U-490 were unusually experienced for a supply U-boat.  The majority of them had considerable combat experience in the U-boat arm.  The third watch officer was Obersteuermann Gerhard Casper.  He was a personal friend of Gerlach’s having served with him in the merchant marine before the war.  Although his rank was quartermaster, he tried to pass himself off as a senior midshipman in order to remain with Gerlach and the other officers while a prisoner of war.
	The non-rated members of the crew were, to a man, inexperienced.  All of them were on their first U-boat patrol.
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	CHAPTER VIII.  OTHER U-BOATS
	U-134         A prisoner from U-490 had made seven patrols in U-134.  This boat, commanded by Kapitänleutnant Rudolf Schendel of the 1932 Naval Term, was commissioned at the Vulkan Yard, Vegesack in the spring of 1941.                First Patrol:  U-134 sailed from Kiel in December 1941 and operated in the Arctic.  A Murmansk-bound convoy was attacked and two merchant vessels were sunk.  The patrol ended at Kirkenes.                Second Patrol:  This patrol, out of Kirkenes lasted three to four weeks.  The U-boat operated in the Arctic.  No ships were sunk.               Third Patrol:  On this patrol, U-134 sank a merchant vessel in the Arctic.  The ship was not sailing in convoy.               Fourth Patrol:  In April 1942 while on patrol in the Arctic, U-134 fired on a Russian destroyer.  No hits were scored.               Fifth Patrol:  On her fifth patrol, U-134 sailed from Kirkenes to Kiel.  There she lay in the Deutsche Werke for overhaul.               Sixth Patrol:  Early in July 1942, the boat sailed from Kiel to La Pallice where she was assigned to the 3rd Flotilla.  While underway, she was attacked twice by aircraft but suffered no damage.       Seventh Patrol:  U-134 sailed from La Pallice in July
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	1942 and proceeded to the Gulf of Mexico where she operated with U-159, commanded by Kapitänleutnant Helmut Witte of the 1934 Naval Term.  On one occasion, U-134 was about to attack a 6000-ton merchant vessel but Witte attacked first and sank the ship.  The U-boat returned to La Pallice in September 1942.     U-371         A prisoner from U-490 had made the first seven patrols in U-371 (O.N.I. Note: This boat was sunk on 4 May 1944.  See O.N.I. G/Serial 40).  He stated that her first captain, Kapitänleutnant Heinrich Driver of the 1933 Naval Term was commanding officer during the first five patrols.  After the fifth patrol, he was removed because of mental illness, and was succeeded by Korvettenkapitän Hans Werner Neumann of the 1925 Naval Term.  Neumann commanded the U-boat on the sixth patrol only and was relieved by Kapitänleutnant Waldemar Mehl of the 1933 Naval Term.  Mehl had been commanding officer under instruction during the sixth patrol.               First Patrol:  The first patrol started at Kiel and ended at Brest where the U-boat was attached to the 1st Flotilla.  Two freighters were sunk during this cruise.               Second Patrol:  During this patrol, the U-boat operated near the Azores and succeeded in sinking two merchantmen.               Third Patrol:  On her third patrol, the U-boat entered the Mediterranean.  The U-boat was based at Messina.               Fourth Patrol:  During this patrol, the U-boat operated
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	off Tobruk but sank nothing.               Sixth Patrol:  Still operating out of Salamis, U-134 attacked two convoys in the eastern Mediterranean.  She claimed to have sunk three vessels.     U-488         A 1600-ton supply U-boat, said to be operating in the Far East.
	U-BOATS IDENTIFIED BY THE NAME OF THE CAPTAIN
	U-KRÜGER         Oberleutnant (Ing.) Roland Moegenburg of the October 1939 Naval Term served as engineer officer of a U-boat commanded by Krüger.  (O.N.I. Note: It has not been possible further to identify this officer.  Moegenburg is listed as missing in the G.N.L. of 1943.)
	RUMANIAN SUBMARINES
	A prisoner from U-490 had served for some time as cook on the Rumanian submarine, DELFINUL.  This boat was commanded by the German officer, Eckhardt and there were about ten Germans among the crew.  (O.N.I. Note: This was Kapitänleutnant Hermann Eckhardt of the 1936 Term.)  The prisoner joined her in Galati in April 1942.  At that time she was undergoing repairs of damage which had been inflicted by sabotage.  The prisoner knew of two other Rumanian submarines, STEFANESCU and ROMANIESTI.  These boats were employed largely as escort vessels to convoys to and from the Crimea.  They proceeded on the surface and very rarely submerged.
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	ANNEX:      CREW LIST OF U-490 AND U.S. EQUIVALENTS
	OF GERMAN NAVAL RANKS.
	Name Rank or Rating USN Equivalent Age           Fregattenkapitän Commander     Korvettenkapitän Lieutenant Commander     Kapitänleutnant Lieutenant   Gerlach, Wilhelm Oberleutnant z.S. d.R. Lieutenant (j.g.) 39 Schulze, Karl Oberleutnant z.S. d.R. Lieutenant (j.g.) 32 Reichstetter, Ewald Leutnant z.S. d.R. Ensign 26 Rotter-Woletz, Ewald Oberleutnant (Ing.) d.R. Lieutenant (j.g.) 27     Engineering duties only   Reinmöller, Artur Leutnant (Ing.) Ensign, Engineering 22     duties only   Stubbendorff, Herbert Marinestabsarzt Ship’s Surgeon 34 Bunzel, Kurt Obersteuermann Warrant Quartermaster 26 Casper, Gerhard Obersteuermann Warrant Quartermaster 36 Paul, Alwin Oberbootsmann Boatswain 31 Hoffmann, Karl Oberbootsmaat Boatswain’s Mate 23 Steuer, Franz Oberbootsmaat Boatswain’s Mate 26 Magnitz, Walter Bootsmaat Coxswain 20 Barghahn, Freidrich Matrosenobergefreiter Seaman 1cl. 20 Hohenems, Oskar Matrosenobergefreiter Seaman 1cl. 22 Kreiser, Oskar Matrosenobergefreiter Seaman 1cl. 20 Kümmet, Christian Matrosenobergefreiter Seaman 1cl. 20 Schopf, Ludwig Matrosenobergefreiter Seaman 1cl. 21 Spendel, Alfons Matrosenobergefreiter Seaman 1cl. 25 Terwort, Bernhard Matrosenobergefreiter Seaman 1cl. 20 Vukowitsch, Franz Matrosenobergefreiter Seaman 1cl. 20 Weiss, Herbert Matrosenobergefreiter Seaman 1cl. 21 Wingert, Heinrich Matrosenobergefreiter Seaman 1cl. 22 Wischnewski, Walter Matrosenobergefreiter Seaman 1cl. 20 Witt, Alexander Matrosenobergefreiter Seaman 1cl. 22 Reinke, Heinz  Matrosengefreiter Seaman 2cl. 20 Tessmer, Hermann Matrosengefreiter Seaman 2cl. 20 Holderbaum, Günther Matrose II Apprentice Seaman 18 Barysch, Karl Obermaschinist Warrant Machinist 27 Enskat Obermaschinist Warrant Machinist 31 Maschke, Erwin Obermaschinist Warrant Machinist 28 Cassel, Magnus Obermaschinenmaat Machinist 22 Pelka, Reinhold Obermaschinenmaat Machinist 27 Bielert, Karl Heinz Maschinenmaat Fireman 1cl. 25 Breininger, Hans Maschinenmaat Fireman 1cl. 26 Gehrke, Erich Maschinenmaat Fireman 1cl. 26 Hederer, Emil Maschinenmaat Fireman 1cl. 25 Hugo, Carl Heinz Maschinenmaat Fireman 1cl. 24 Quinten, Albert Maschinenmaat Fireman 1cl. 23 Skrabal, Heinz Maschinenmaat Fireman 1cl. 23 Büscher, Arnold Maschinenobergefreiter Fireman 2cl. 20 Klasen, Herbert Maschinenobergefreiter Fireman 2cl. 21

 

	Name Rank or Rating USN Equivalent Age Paschek, Alfred Maschinenobergefreiter Fireman 2cl. 20 Reckschwardt, Wolfgang Maschinenobergefreiter Fireman 2cl. 20 Ruhnow, Artur Maschinenobergefreiter Fireman 2cl. 22 Schmitz, Heinz Maschinenobergefreiter Fireman 2cl. 21 Schüschke, Richard Maschinenobergefreiter Fireman 2cl. 20 Trippacher, Josef Maschinenobergefreiter Fireman 2cl. 23 Unger, Walter Maschinenobergefreiter Fireman 2cl. 20 Volle, Helmut Maschinenobergefreiter Fireman 2cl. 20 Voss, Herbert Maschinenobergefreiter Fireman 2cl. 20 Drost, Helmut Maschinengefreiter Fireman 3cl. 20 Paga, Heinz Maschinengefreiter Fireman 3cl. 21 Schottstedt, Fritz Maschinengefreiter Fireman 3cl. 21 Schüch, Hans Mechanikergefreiter (A) Seaman 2cl. 21 Himmer, Artur Oberfunkmaat Radioman 2cl. 25 Runge, Franz Funkmaat Radioman 3cl. 24 Doemagen, Wilhelm Funkobergefreiter Seaman 1cl. 20 Lindemann Funkobergefreiter  Seaman 1cl. 20 Cornelsen, Seigfreid Verwalungsmaat  Storekeeper 1cl. 23 Lehmann, Günther Verwaltungsobergefreiter Storekeeper 2cl. 22 Tropper, Otmar Sanitätsobergefreiter Pharmacist’s Mate 2cl. 21         d.R.      Denotes reserve officer.     (Ing.)      Denotes Engineering Duties only.