This book is invariably to be kept locked up when not in use and is not to be taken outside the ship or establishment for which it it issued without the express permission of the Commanding Officer.

                ADMIRALTY.

January, 1943.

2

Chapter				Page No.
	I.	Early History and Capture		3
			Short General Description	4
	II.	Electrics		6
			Main Motor Switchboards	6
			Main Motors	6
			Auxiliary Motors	6
			Auxiliary Motor Starters and Controllers	7
			Auxiliary Switchboards	7
			Lighting and Heating	7
			Torpedo Charging and Heating	8
			Cables	8
			Telephones and Telegraphs	8
			List of Machines	9
			Resilient Mountings	12
			German Submarine Cells, Type 33 Mal. 800W.	13
			Table 1. - Construction of German and British Submarine Calls	14
			Table 2. - Capacities of German Submarine Cells	14
			Table 3. - Range of Densities of German and British Submarine Cells on Discharge (corrected to 60°F.).	15
			Table 4. - Comparison of German Submarine Cells and Standard British Flat-plate Cells	15
	III.	Torpedo Armament and Equipment		16
			Armament	16
			Description of Tubes	16
			Discharge Control Gear	17
			Torpedo Firing Gear	18
			Handling Arrangements	18
			Torpedo Control	19
			The Calculating Instrument	19
			The Control Panel	20
			Gyro and Spread Angle Receivers	20
			Firing Methods	20
			Communications	20
			Interlocks	20
			Notes A-D.  A-Mine Discharge,  B-Splashless Torpedo Discharge,  C-Gyro Angling,  D-Salvoes.	22
	IV.	Gunnery		23
			Section I.- Guns and Mountings	23
			Section II.- Magazine and Ammunition Supply	24
			Section III.- Firing Trials	25
			Section IV.- Miscellaneous	25
			Section V.- General Impressions	25
	V.	W/T and A/S		26
			W/T Equipment	26
			General Technical Remarks as compared with British Naval Practice	27
			Acoustic Apparatus	28
	VI.	Compasses, Periscopes, Binoculars, Miscellaneous Machines and Fittings		30
			Compass Equipment in "Graph"	30
			Zeiss Fixed Eyepiece Periscope	30
			Zeiss Periscope, No. 2523 (Watchkeeping Periscope)	32
			Pressure Night Sight Binoculars	33
			Miscellaneous	33
	VII.	Construction and Main Engines		36
			Engineering	36
			Particulars of Ship	36
			Hull	37
			External Oil Fuel Tanks	39
			Main Engines	40
			Description of the Junkers Free Piston Diesel Compressor	49
			Appendix I.- Copy of Lieut Colvin's Report of Proceedings	50
			Appendix II.- Report by Commanding Officer, H.M.S. "Hecla"	53

I.	Resilient Mountings	Facing Page 12
II.	Zeiss Fixed Eyepiece Periscope.  Diagrammatic Optical Arrangement	30
III.	Zeiss Fixed Eyepiece Periscope.  Diagrammatic Arrangement and Outer Casing	30
IV.	Docking Plan	End of Book
V.	Watertight Compartment

3

        "Graph," ex "U 570," is a 500-ton U-Boat, Type VIIC, and was built at the Blohm & Voss Yards, Hamburg.  Commissioned on 15th May, 1941, with a crew consisting of 4 officers, 3 chief petty officers, 11 petty officers and 25 men, she carried out trials, mainly from Kiel and Horton, on Oslo Fjord, until about 23rd July, when, during a crash dive from a suspected British aircraft, she struck a reef and damaged her bows.  At the end of July, 1941, she was docked at Ytrre Havn for repairs and after further trials she was ready for her first patrol on 22nd August, 1941.

        2.  On 24th August "U 570" left the fjord and proceeded mainly on the surface to an area south of Iceland.  She dived twice for aircraft but breakdowns of machinery caused more trouble than did the attentions of her enemies.  This unsatisfactory state of affairs was quickly reversed, however, at about 1050 on 27th August.  "U 570" at this time was diving deep to get some respite from the heavy seas which had already caused much seasickness amongst her crew.  Possibly in order to take a sight, her captain decided to surface and, neglecting the elementary precaution of ensuring it was safe to do so, came up almost immediately underneath a Hudson aircraft "S" belonging to 269 Squadron, piloted by Squadron Leader Thompson.  "U 570" perceived her danger too late and, as she was diving, a stick of four 250 lb. depth-charges exploded close alongside her.  The lights were put out and some gauge glasses fractured, and it was doubtless the sound of water pouring through these, added to the confusion caused by the blackness (the auxiliary lighting system having failed) and the panic of an inexperienced crew that caused the captain to order the boat to be brought to the surface and surrendered.

        3.  As soon as the submarine surfaced the aircraft attacked with guns until about a dozen of the crew, who had emerged from the boat on to the bridge, waved a white flag.

        4.  In a short while the entire crew had gathered on the bridge.  The sea was too rough to sink their ship and take to a raft and they do not appear to have considered it politic to attempt to drive off the aircraft with their A.A. gun.  Huddled in their miserable position the crew remained throughout the day.  At 1345 the Hudson was relieved by a Catalina.  As the day drew on a few members of the crew regained some measure of composure.  The confidential books and papers and cypher machine were thrown overboard and the A.E.G. gear smashed.  A wireless message was passed to the Vice-Admiral, U-Boats, stating their position.

        5.  Later, some unskilled and unsuccessful attempts were made to repair the damage, but, at the approach of the trawler "Northern Chief" at 2250, all efforts were abandoned.  H.M.S. "Burwell" arrived at 0550 and immediately received this signal from "U 570": "Will you take off our crew?" to which "Burwell" replied, "Blow main ballast tanks and send half your crew below."  No reply was received and a further signal was made: "Do not attempt to throw any papers overboard and do not attempt to scuttle," which elicited the reply," What does scuttle mean?"  Several unsuccessful attempts were then made by "Burwell" and "Windermere" to take "U 570" in tow.  At 1030, after "U 570" had signalled many times, "Will you take off our crew, we are sinking,"  "Burwell" replied, "Blow all fuel overboard."

        6.  No action was taken, nor did any of the crew go below.  The submarine appeared to be settling deeper in the water, so the Commanding Officer, H.M.S. "Burwell," ordered a burst of machine-gun fire to be fired over the bridge.  The gunner's aim was spoilt by the heavy seas and five of "U 570's" crew were wounded.  Others rushed below and the main ballast and fuel tanks were blown, and the submarine for the first time since its capture appeared to be in a reasonable condition of buoyancy.

        7.  At 1350, after more unsuccessful attempts to tow "U 570," she asked for her wounded to be removed.  Two officers and ratings from the trawler "Kingston Agate" went alongside in a Carley raft, and were almost overwhelmed in the concerted rush made by the officers, who had to be forcibly persuaded back on board in order that the wounded might be removed first.

        8.  It was not until 2100 hrs. that "U 570" was finally got in tow.  Unfortunately, in the intervening period some of the trawlers had removed the entire crew which resulted in a loss of control over the submarine which nearly caused her total loss.  As it was, since the submarine appeared to be slowly losing buoyancy, she had to be taken to the nearest land and was eventually beached at Thorlakshafn, about 24 hours later.  It had been intended to beach her bows on and hold her in that position with appropriately located anchors.  In fact, the submarine beached herself broadside on before this operation could be carried out.

        9.  On 30th August, Lieutenant G.R. Colvin, Wt. Engineer Giordan, an E.R.A. and P.O. L.T.O. arrived by air at Reykjavik and proceeded the following day to Thorlakshafn, boarding the submarine through breaking surf at 1300.

        10.  "U 570" was then lying broadside on to the surf and listing heavily to starboard (i.e. in shore).  She was on a gently shelving beach of soft sand, completely open to the south-east, and had been driven well up the beach by a moderate swell.  The interior of the submarine was unlit and in a chaotic state.  Leaks of oil and water from broken gauge glasses of internal tanks had combined with vast quantities of provisions, flour, dried peas and beans, soft fruit, clothes and bedding, and the remains of scores of loaves of black bread to form a revolting morass that in places was knee deep.  It was subsequently discovered that the crew's W.C. had been converted into a food locker and overturned buckets of excrement added to the general noisome conditions.

(C50426)                                                                                                                           B2

4

        11.  The following damage had been done by the crew:

                (i)  The engine room was flooded to the deck plates due to the removal of a strainer cover.  This had been replaced by the crew themselves but not rendered completely watertight.

               (ii)  A.E.G. gear completely smashed.

              (iii)  W/T set damaged.

              (iv)  Attack instrument dials smashed.

              (v)  Anschutz compass dropped.

             (vi)  Control room and conning tower deep diving gauges defaced.

             (vii)  Forward periscope lowered into its well and the well filled with oil and water.

        12.  The following damage was caused by depth charges:

                (i)  3-in. split in pressure hull on port side.

               (ii)  90 per cent. battery containers cracked.

              (iii)  Bulkhead between both battery tanks and internal O.F. tanks slightly buckled.

              (iv)  One of two pairs of 500-amp. fuse holders broken.  This caused the loss of all lighting and power to auxiliaries.

               (v)  Battery supply switches to the main motor switchboards jumped off but were undamaged.

              (vi)  Several gauge glasses, lights, porcelain fuses and a few minor bracket welds broken.

        13.  Between p.m. on Sunday, 31st August, and 0500, Friday, 5th September, the submarine was made seaworthy.  This involved the restoration of lighting, the tracing of all air and water services throughout the boat, finding and shutting vents, Kingstons, bulkhead and tankside valves, blowing main ballast tanks with the little air remaining, pumping out the bilges with a small semi-rotary pump and clearing the ship of some of the fifth.

        14.  At 0500 on Friday, 5th September, "U 570" was hauled off the beach by the salvage tug "Salvoina" and floated with a 3° list to starboard and slightly bow down.  Main ballast was further blown by a portable L.P. air compressor brought alongside by a corvette, and at 1300 the passage to Hvalfjord commenced.

        15.  The air in the submarine had now become almost unbreathable and Lieutenant Colvin and his party remained on the bridge in the extreme cold throughout the passage.  The weather was favorable and the submarine arrived alongside H.M.S. "Hecla" at 0930 on Saturday, 6th September.

        16.  The work of preparing the submarine for passage under her own power to Barrow-in-Furness now commenced, and by 25th September she was in all respects ready for Sea, her crew having joined four days earlier and sea trials having been carried out on the previous two days.

        17.  At 1600 on 29th September, "U 570" left Iceland, escorted by H.M.S. "Saladin," arriving at Barrow at 0900 on 3rd October, having made good 13 knots for the majority of the passage.

5

        8.  The fixed eyepiece periscope, operated from the conning tower, enables the silhouette to be kept very low.  This, together with a low reserve buoyancy, when carrying oil fuel in main ballast tanks, makes the bridge extremely wet in short seas.  Experience has proved, however, that though she rides comfortably in a heavy swell, speed has to be considerably reduced.

        9.  Kingstons and vents are large compared with ours.  The internal main ballast tank is fitted with two large hand-worked vents, two intermediate vents and six large, square kingstons.  The latter open outwards and are protected by a plate protruding from the pressure hull.

        10.  Twin rudders are fitted aft.  This is necessitated by the central (internal) torpedo tube aft.  This double rudder does not give a better turning radius than in "S" class submarines.

        11.  The battery ventilation is by means of the "separate cell ventilation system."

        12.  The engine room hatch is fitted as an escape hatch.

        13.  A small refrigerator, combined with little stowage for food and a small galley, reduce living conditions below the British standard.

        14.  The engines are as large as can possibly be fitted in the available space with a fairly low shaft centre line.  The four-stroke engines are of 15.75 in. bore and 18.1 in. stroke, 6 cylinder, reversible, with engine-driven positive displacement superchargers.  The latter are driven through double cone clutches.

        15.   Double cone engine and tail clutches are fitted.

        16.  Auxiliaries are generally electrically or air operated.

        17.  The general principles of the electrical installation are similar to those adopted in our modern submarines.  A main battery in two sections (62 cells in both sections) provides the power and tandem main motors on each shaft provide for submerged drive.

        18.  Both batteries and motors can be grouped in series or parallel.  The control gear for varying these groups and for starting and reversing the main motors is semi-automatic and is so designated that comparatively little training of the operators is required.

        19.  The auxiliary electric circuits are fed by a double tree system from auxiliary switchboards situated at the main switchboard and in the control room.  Such a system is used in small British surface ships, but not in submarines, where a ring main is preferred.

        20.  The submarine did not appear to have been "wiped" or "flashed" but may have been "depermed."

        21.  Torpedo armament comprises four bow and one stern torpedo tube.

        22.  Seven re-loads are carried internally and two externally, making a total of 14 torpedoes.

        On the whole, it may be said that "Graph" was built - and well built - for the sole purpose of offensive action in war.  In addition, the centralization of most controls and the number of automatic and semi-automatic fittings make it obvious that she has been designed to be run by an inexperienced crew with the minimum of experienced ratings.  She was not captured through any serious defect of material, but as a result of being poorly manned.

6

        1.  The starting arrangements consist of inserting a resistance in series with the tandem armatures; this resistance is short-circuited by means of a contactor and current relay as soon as the current has fallen to a predetermined value.

        2.  The field switch on each motor is automatically closed on the closing of the main motor circuit breakers.

        3.  The automatic features make it easier for an unskilled crew to operate the board, but definitely increases maintenance and the possibility of faults.

        4.  All automatic switches can be operated by hand if necessary.

        5.  The switchboards are of the enclosed type and very little of the operation can be seen without removing the covers.

        6.  The boards are open for inspection at the back and connections are quite easy to get at; the exception is the main motor field regulators, which are enclosed.

        7.  The non-automatic switches are as follows:  Ahead astern switch, motor series parallel switch, battery series parallel switch.  These switches are fitted with flipper blades and the motor circuit can be broken or made on all of them.

        8.  Special attention has been given to sound insulate the above switches and their flipper blade with a resilient rubber.

        9.  The field regulator is wound on porcelain formers and, while the whole gear is very robust, it is not certain how it would stand up to severe shock.

        10.  All connections are of copper and of massive construction.

        11.  The arc shields on the main motor contactor consist of two-ply syndanyo with an additional layer of bakelite on the outside.  The layers are compressed and the material is very strong.

        The main electric drive consists of two tandem armature sets of 465 kw. each.  The armatures can be grouped in parallel or series and the batteries in parallel or series to give the desired speed range.

        The tandem fields can be grouped in parallel or series as required.

        The general design and construction is more or less in accordance with our own motors; the following points are, however, of interest:

                (i)  The main yoke can be rotated by a worm on the outside of the main motor yoke casting (i.e., the external yoke is a fixture).

7

        6.  All auxiliary motors are fitted with ball bearings.  In some cases the method of lubrication appears to be very inefficient as grease can only be inserted by opening up the speed indicator plug.  In other cases Stauffer boxes are used.

        7.  The machines appear to withstand heavy starting currents without sparking and the commutators, with the exception of the two ventilating fans, are in very good condition.

        8.  There is no definite auxiliary machinery space and the ballast, telepumps and cooling plant are in the aft end of the control room.  The capstan is operated by compressed air and there is no D.H. plant or L.P. blower.

        9.  The majority of auxiliary machines are mounted on resilient mountings; the main exceptions being the air compressor, ballast and trim pumps.  The trim pumps can be dispensed with while dived by using L.P. air, but this is not possible with the ballast pump.

        10.  The steering and hydroplanes are all electric drive, the steering motor is controlled by push buttons from the control room, conning tower, and bridge, and hydroplanes from control room only.  Steering and hydroplanes can be operated by hand through shafting in the event of failure of the motor or supply.

        11.  There is no field regulation for the ballast or trim pumps and the output of the pumps is controlled by opening and shutting the valves.

        12.  There are two condensers fitted between the positive and negative brushes of nearly all motors.  The centre point is earthed.  It is believed that these are fitted to prevent wireless interference.  There is also the possibility that they may prevent excessive sparking in starting up.

        1.  From a casual look it would appear that the starters are very much smaller than the corresponding British type of the same rating; on closer inspection, however, it is found that in addition to the starter there is a large double pole rotary switch and a 6-in. ammeter.  This arrangement enables the equipment to be better spaced out over the available space on the hull, but entails a considerable amount of additional wiring.

        2.  Three or four motors are wired back to a common change-over switch, so that the supply can be obtained from either V.P. board.

        3.  All starters and switches are watertight and have packed glans.  In order to make a continuous connection between the cable braid and the starters or switch case, a piece of wire is twisted round the braid inside the gland and clamped by a set screw on the gland.

        4.  Small flexible leads are used extensively throughout the vessel for earthing purposes.

        5.  In general, all starters, switches and ammeters are fixed on resilient rubber mountings.  It is considered that these mountings are primarily intended as shock absorbers and secondly as sound insulating mountings.

        6.  The motors in general are started by inserting an auxiliary series field coil in the armature circuit, as soon as the motor is under way, this coil is shorted out and the motor connected directly across the line.  The two-step start is quite noticeable to the ear when the machine is started.

        7.  Small machines are started by connecting straight to the line through a double pole rotary switch.

        8.  All Controller and Starter covers are removable, hinges are not used.

        1.  There are two auxiliary switchboards; one in the main motor room and one in the control room and they can be connected either to the forward or after battery or both; the forward main supply is obtained from the forward battery through the battery circuit breaker (3,000 amp.); the alternative supply to this board is obtained from after battery through 430 amp. 500-volt fuses and vice versa.

        2.  Each board is divided into two, one part supplies the V.P. machinery and the ammeter on the board reads up to 600 amps.  The other part of the board supplies the C.P. circuits and the voltage is maintained at 110 volts + 4 volts by means of a Brown Boverie automatic voltage regulator and a resistance bank.  The voltage regulator can also be hand operated.

8

        3.  The radiators are wound to suit the variable voltage.

        4.  The vessel is well lit and provided with well glass fittings; the glass may be toughened glass, no well glass lights were broken by the explosion of the bombs during action.

        5.  All wiring, fittings, fuze boxes, distribution boxes, for heating and lighting circuits are watertight.

        6.  There are several portable lamps and radiators with flexible leads which plug into watertight sockets.

        7.  There is an emergency lighting supply by battery in each compartment in case the main lighting supply should fail.  This battery supply is connected by a relay with the lighting circuit so that in the event of failure the battery is automatically connected to a small wattage lamp.  It is believed that the batteries were dry cells but as they had been removed from the boxes it is not possible to be certain.

        8.  The fuse and distribution boxes are of the quick close and open type and are made of aluminium alloy, the quick close handle is made of steel, the boxes are very neat in design and are intended for quick operation.

        9.  Cartridge fuses with porcelain holders are used throughout, and several of the holders were broken.

        10.  All 110-volt lamps are of the Edison screw type.

        1.  There are two motor generators in the aft compartment with inputs of 110-150 volts at 5 amps.  These appear to act as boosters to the 110-volt supply for torpedo charging and this output is + 30/-40/-10 volts.

        2.  There is a flexible lead, one end of which can be plugged into the charging panel, the other end of the lead plugs into the torpedo.

        3.  No means have been found of charging the torpedoes in the torpedo tubes and it is thought that they may have to be withdrawn to be charged.

        4.  The supply to the heating circuit for the torpedoes comes through an automatic switch from the V.P. circuit.  A changeover switch makes it possible to take the supply from either V.P. panel.

        5.  The torpedoes can be heated while in the tubes by means of a flexible cable from the torpedo heating plug.

        6.  The plug which goes into the torpedo goes through a hole in the forward top end of the torpedo tube and then into the side of the torpedo.  This hole in the torpedo tube can be made watertight by means of a screw plug on a rubber seating.

        7.  There is no interlock arrangement to prevent the torpedoes being fired while the plug is in position.

        1.  Flexible cables, steel braided, are used throughout the vessel and are rubber insulated.

Steering telegraph and indicator,

Hydroplane indicator,

Motor telegraph system,

Alarm bell system,

Ready for diving indicator systems,

Log.

9

LIST OF MACHINES

Brown Boverie et Cie.  Akleingesellschaft, Mannheim.

Starboard I.  Aft
	G. Not. No. 51896.  Year 1940.  Type GGOB 720/8.  210 volts.
	1,240/1,470 amps.  238/276 kw.
	Rating (continuous) 60 mins. at 276 kw.
	Speed 280/295.  Max 620 r.p.m.  Excitation 62.5/50 amps.
Fan (Vent)
	1.5/2.3 cu. m./sec = 53/81 cu. ft./sec.
	85/140 mm.  Water gauge.
Starboard II.  For'd
	G. Gen.  No. 51896.  Year 1940.  Type GGUB 720/8.  300 volts.
	1,540 amps.  465 k.w.
	Rating (continuous).
	Speed 450 r.p.m.  Max. 620 r.p.m.  Excitation 49 amps.
	Steel yoke, alloy and brackets and cover plates.
Fan (Vent)
	1.5/2.3 cu. m./sec. = 53/81 cu. ft./sec.
	85/140 mm. water gauge.
Port I. Aft
	G. Mot.  No. 51895.  Year 1940.  Type GGUB 720/8.  210 volts.
	1,240/1,470 amps.  238/276 kw.
	Rating (continuous)  60 mins. at 276 kw.
	280/295 r.p.m.  Excitation 62.5/50 amps.
Fan (Vent)
	1.5/2.3 cu. m./sec.
	85/140 mm. water gauge.
Port II.  For'd
	G. Gen.  No. 51895 1940.  Type GGUB 720/8.
	1,550 amps.  465 kw.
	Continuous rating.
	450 r.p.m.  Max 620 r.p.m.  Excitation 49 amps.
Fan
	1.5/2.3 cu. m./sec.
	85/140 mm. water gauge.
Starboard Fan Motor
	No. W.530032.  1940.  Type GS 10A.  2,600.
	Volts 220.  Amps.  3.45.  2.7/6.2 kw.
	Resilient mounted.  Anti-clockwise rotation.
Air Compressor.  Motor Driven.
	Garbe Luckmeyer & Co.  A.G.
	G. Mot.  Type R.P.81A.
	No. 379644.  1940.
	110/170 volts.  256/190 amps.  23.5/28 kw.  35/42 kw.  2 mins.
	550/650 r.p.m.  Max 660 r.p.m.
	Fan ventilated, horizontal machine.
Starter
	Cruse.  No. 254590/BJ.40.
	A.S. 32/38 kw.  110/170 volts.  88/177 amps.
Aft Hydroplane
	No. W.530688.  Type GS9B.  900/1,170 rpm.
	Rating 60 min.  2.58/3.75 kw.  110/170 volts.  20/27 amps.
	Year 1940.  Reversible.
	Vertical motor.  Steel yoke.  Alloy end brackets.  Resilient mountings.
Controller
	Remote control and limit switch.
Steering Gear
	Brown Boverie.
	No. W.531930.  Type G.S. 10B.  650/880 r.p.m.
	Rating 60 min.  3.54/4.86 k.w.  110/170 volts.  4.2/33 amps.
	Year 1940.
	Steel end brackets.  Terminal box, fan cover, alloy.
	Reversible motor.  Horizontal machine.  Resilient mountings.

10

Starter
	Remote control and limit switch.  Resilient mounting.
Telepump I
	Siemens Schukert.
	G. Mot.  No. 349040.  Type HG.  147/17m.
	110/170 volts.  106-210 amps.
	1,600-1,470, 1960-1,820 r.p.m.
	Vertical machine.  Welded steel.  Drip-proof.
	Condenser between + ve and - ve brushes.  Fan ventilated.
	Rotation anti-clockwise on commutator end.
	Resilient mounting.
Telepump II
	Siemens Schukert.
	G. Mot. No. 349104.  Type H.G.  147/17 m.
	110/170 volts.  106/210 amps.
	9.6/19 kw., 14.5/29 kw.  Same as Telepump I as to materials, etc and condenser.
	1600/1470, 1,920/1,800 r.p.m.
	Resilient mounting.
Starter and Controller
	No. 358671.  106/210 amps.  110/170 volts.
	Contactor controller operated by hand or oil pressure relay.
	Separate resistance bank.
Cooling Water
	G. Mot.   1940.  Type AWV.  57 m.  No. 547198.
	110/170 volts.  49/47 amps.  4.4/6.6 k.w.
	Intermittent rating.  2,000/2,300 r.p.m.
	Vertical machine.  Resilient mounting.
Ballast Pump
	Brown Boverie.
	No. W.531446.  Type GS.11B.  2,600/3,050 r.p.m.
	20.6 kw.  110 volts.  214 amps.
	30.0 k.w.  170 volts.  199 amps.
	Vertical machine.  Drip proof.  Fixed mounting.
	Steel yoke.  C.I. end bracket.  Alloy fan cover.
Controller
	Brown Boverie.  No. 179707.  Type KGAP.  1940.
	110/170 volts.  250 amps.
	Starter resistance underneath starter case.
Trim Pump
	Type AW 7.6.  110/170 volts.
	110 volts.  45 amps.  13.2/15.5 continuous/intermittent rating.
	170 volts.  110 amps.  1,000/1,920 r.p.m.  Max 2,000 r.p.m.  Drip proof.
Controller
	No. 255380.  BJ.1940.  18/21 k.w.
	110/170 volts.  140/105 amps.
Cold Cupboard
	Brown Boverie.  Ref. W.531285.  Type GS5A.
	Speed 1,300/1,600.  0.5/0.65 k.w.  110/170 volt.  6.4/5 amps.
	Automatic Control.  Cast iron end brackets.  Steel body.
Motor Generator for Torpedo Charging. 2
	Siemens Schuckert
	G. Mot.  V.G. 37 m.  No. 5480020E.
	110/150 volt continuous, 170 volt intermittent.  5 amps.
	1,500/2,600 r.p.m.
	G. Gen. V.G. 46A.  8-4.  No 5480670.
	+ 30/- 40.  - 10 volts.  KB/DB.
	32/20 amps.  1,500/2,600 r.p.m.
Motor Generator for Torpedo Charging. 1
	G. Mot.  V.G. 37m.  No 5480019.
	110/150 volts continuous.  170 volts intermittent.  5 amp.
	1,500/2,600 r.p.m.
	G. Gen. 46A.  8-4.  No 5480669 E.
	+30/-40/-10 volts.  35/20 amp.  1,500/2,600 r.p.m.
Ship Fans (2)
	Type AWV.  54 K.  No. 547935.
	110/170 volts.  52 amps, 4-8 k.w. continuous.  46.5 amps., 6.6 kw. intermittent.
	3,000/3,400 r.p.m. resilient mounted.
	Trunking resilient mounted.

11

Oil Pump
	Brown Boverie.
	No. W.5317109.  Type GS. 10A.
	Speed 2,000/2,400.
	8.1/10.3 kw.  110/170 volts.  88/71 amps.
	Alloy cowls.  Steel yoke and end brackets.
Emergency Motor Driven Water Pump
	Type AWEV.65.
	No. 546840.
	110-170 volts.  Amps. 99-75.
	8.8 to 11 kw.
	Continuous and intermittent rating.
	2,900-3,300 r.p.m.
	Steel end brackets and yoke.
	Aluminium alloy cowls.
Forward Hydroplane Motor
	The tally plate of this motor had been destroyed by water.
Distilling Plant
	See separate paragraph (miscellaneous).