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September 28, 19 REPORT ON THE GERMAN SUBMARINE OF THE U-570 CLASS CAPTURED BY THE BRITISH IN AUGUST 1941
Personal observation and conversation with submarine officers and men of the Royal Navy comprising the temporary crew of the ship.
EVALUATION: Reliable. SUMMARY: Forwards descriptive information, photographs, and diagrammatic plans relating to a german submarine of the U570 class (Type VII-C) captured by the British in August, 1941. The information forwarded herein was obtained by Commander E. W. Sylvester, U.S.N., and Lieutenant Commander W. R. Headden, U.S.N., who inspected the submarine September 23-26, 1941, in Hvalfjordur, Iceland.
ENCLOSURES: (A) One photographic reproduction of the general arrangement plan of German submarines of the U-570 class (Type VIIC). (B) One booklet of photographic reproductions of diagrams of systems in German submarines of the U-570 class. (C) One booklet of photographs of German submarine U-570. -1-
TABLE OF CONTENTS PART I (A) HISTORICAL (B) CIRCUMSTANCES OF THE INSPECTION PART II (A) SOURCES OF INFORMATION. (B) HULL AND FITTINGS. (C) PROPELLING MACHINERY. (D) ARMAMENT. (E) FIRE CONTROL EQUIPMENT. (F) NAVIGATIONAL INSTRUMENTS. (G) RADIO AND SOUND. (H) HEATING AND LIGHTING. (I) PART III (A) SURFACE CHARACTERISTICS. (B) SUBMERGED CHARACHTERISTICS. (C) OFFENSIVE CHARACTERISTICS. (D) DEFENSIVE CHARACTERISTICS. PART IV. -2SUMMARY: INTERIOR COMMUNICATION. OPERATIONAL: TECHNICAL: FORWARD:
PART I SECTION I - A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HISTORICAL: It is believed that the submarine was commissioned in May or June, 1941. According to the legend on the general arrangement plan, Enclosure (A), at least twenty-four submarines of this type were built or projected; viz U-551 to 562 and U-563 to 574 A brief story of the capture, beaching, and salvage of the submarine with pertinent comments of eye witnesses and others familiar with these occurrences follows: Sometime during the afternoon of 26 or 27 August, a British aircraft of the Hudson type picked up on its ASV (anti-surface vessel) radio echo ranging equipment an indication of the presence of a ship on the surface at a distance of approximately fourteen (14) miles. The plane proceeded towards the indicated vessel - assuming that it was an enemy ship. It was the German submarine reported on herein. At the time of sighting by the plane the submarine had dived - or was diving and had reached periscope depth by the time the plane arrived directly over it. The plane dropped a stick of four (4) two hundred and fifty (250) pound depth charges on the spot, set to explode at 50 foot depth. (The Captain of the U-570 claimed that he heard the plane before he saw it, and dived on hearing contact rather than on sight contact). Shortly after dropping the depth charges, the submarine surfaced and remained in the low buoyancy condition. The plane -3-
circled the submarine and machine-gunned it. Very soon a white flag was raised on the submarine. British Icelandic authorities were notified of the surrender and they immediately despatched surface vessels and a relief aircraft to the scene. It was approximately twelve hours before the surface vessels arrived on the scene. During the night an aircraft patrol was maintained over the submarine. H.M.S. BURWELL (Ex U.S.S. LAUB) arrived on the scene early in the morning. Four trawlers had arrived on
S. Another message was sent. The first persons to leave the submarine were its officers and not the wounded. to which the BURWELL replied. .M. . we are sinking": to which the commanding officer. The reason that no attempt to board the submarine had been made up to this time was the bad weather. No reply was received and no action was taken by the German crew to blow main ballast tanks or go below. BURWELL replied. After two unsuccessful attempts by the BURWELL to float a raft to the submarine one of the trawlers succeeded in doing so. BURWELL. (Air to the fuel tanks was not completely shut off until a boarding party boarded the submarine.S.S. ."Blow fuel overboard". A total of six wounded were later removed from the submarine. BURWELL opened fire on the submarine with a burst from one fifty caliber machine gun."What does scuttle mean?" Very shortly after the above message was received the following message was received from the submarine. BURWELL. BURWELL.M. H. The removal of the entire crew from the submarine was completed about fifteen hours after the arrival of the surface ships on the scene. Since no action was taken to blow main ballast tanks or to blow fuel and since no member of the crew was observed to go below. however. . "Blow main ballast tanks and send your crew below"."Will you take off our crew. . In view of the better maneuvering qualities of the trawlers in the still heavy sea after several attempts to float a line to the submarine by H. A very high sea wa running which. . Members of the -4- crew of the submarine were wounded and others rushed below decks.S.M.M. The first message received from the submarine was. Upon arrival of H."Yes". the commanding officer of H. . that vessel circled the submarine and sized up the situation. The submarine appeared to be very low in the water."Will you take off our crew?". was moderating. one of the trawlers was directed to take the submarine in tow.the scene just prior to the arrival of H.M. Ballast tanks and fuel tanks were then blown. to which BURWELL replied. An answer was received to this message.S."Do not attempt to throw any papers or books overboard and do not attempt to scuttle"."Will you take off my wounded". . After blowing tanks the submarine signaled. Whether this was due to fright or was a deliberate attempt to deplete the air supply is not known).
in spite of the fact that approximately forty (40) jars were cracked as a result of the depth charging. a Norwegian aircraft flew over the submarine and dropped two small bombs nearby. They opened the door carefully and found considerable water in the engine room. The initial intelligent but rather hurried examination of the submarine conducted by officers and men of submarine experience revealed the following conditions with regards to damage and stability: -6- . and also reported chlorine gas in the after battery compartment.M.M. but which had been replaced when the German crew realized that there were no surface ships present to rescue them. While the German crew was being removed from the submarine members of the trawler crew had succeeded in making the tow line fast and had also done some rather superficial and unintelligent inspection below decks. This first boarding party found the after control room door closed. BURWELL.S. during the period of removal of the German crew.S.The commanding officer of H. interference of the trawlers resulted in loss of control of the situation by the commanding officer of H. -5- This interference by the trawlers very nearly resulted in the loss of the submarine and did undoubtedly result in the necessity for early beaching of the submarine.M. The bombs did no damage nor did they cause any casualties. There was never any evidence of chlorine gas in the submarine.S. Both of these statements were in error. Also. The enthusiastic. This boarding party closed the after control room door and reported the engine room to be flooding. BURWELL. but only after considerable discussion as to who was going to be allowed to sink the submarine. BURWELL had not planned nor did he desire to remove any of the crew other than the wounded from the submarine until he had forced them to place the ship in as stable and sea-worthy a condition as possible. This plane was warned off by the commanding officer of H. but somewhat untimely. and the water in the engine room was the result of a deliberate removal of a strainer bonnet during the early period of the surrender.
5. 2.M. During this period certain officers and men with submarine experience from the several ships that were present were engaged in activities to make the ship stable and sea-worthy. but this time the submarine was towed stern first.1. 3. However. spare parts. 8. Numerous water gauge glasses were broken with small streams of water entering the ship. Another trawler took up the tow. All compartments had been deliberately cluttered up with all sorts of debris including clothes. and thinking that the ship would undoubtedly sink very soon. Some vents were not completely closed. papers. BURWELL decided that the proper and immediate procedure was to tow the submarine towards the nearest beach as quickly as possible so that the ship could be beached if necessary. plans. 7. 4. Many instrument faces had been deliberately smashed by the crew. 6. All lights were out. etc. About forty (40) battery jars were cracked. which was about twenty-four hours. Sometime during the period of the removal of the German crew and initial examination of the ship. This was done. etc. and the numerals were scraped off the dials of the smashed gauges. It had been planned to beach the ship bows on and to hold her in that position with appropriately located anchors. The ship was slightly down by the bow and listed slightly to port. . Air banks were almost completely empty and air was still escaping to the fuel tanks. -7- The commanding officer of H. food. During the period of towing it was noted that the draft of the submarine was gradually increasing and the decision was made to beach the ship as soon as possible. The faces of all depth gauges except the one on the forward torpedo room were smashed. (The number actually cracked was not definitely determined until several days later). 9. the tow line parted. (exact time unknown) British intelligence officers from Iceland arrived. they started a very hurried and rather unorganized examination of the ship and also began to remove all books. During the period of towing.S. The engine room was flooded to the floor plates.
Iceland. where action was immediately started to place the ship in an operating condition. HECLA. After beaching and after arrival of a nucleus crew consisting of an experienced submarine commanding officer and several experienced enlisted men.B. This was due to their inexperience and lack of knowledge of the details of their ship . 3 was found to be due to a crack in the plating of this tank just below the saddle tank. The engineer officer of the tender HELCA stated that this crack was about 3 inches long and not at a weld. the ship beached herself prematurely broadside to. Actually the untimely interference of the trawler in removing the officers from the submarine. It is not known whether this crack was due to the depth charge attack or not. No. and the fuses had dropped from the clips.in fact.M. to the extent that the bow planes were rendered inoperative and the twin vertical rudders sprung out of alignment. It appears that the surrender of the submarine was due entirely to the panicky and frightened condition of the personnel. No other damage was done as a result of the beaching in so far as could be determined. very nearly resulted in the actual loss of the submarine.upon reaching the selected beach.T.because the ship was not severely damaged and might have been able to escape during the night while guarded only by planes. thus causing the commanding officer of H.S. resulting in difficult operation of same. Salvage personnel and equipment were immediately despatched from Iceland and within a day or so the ship was floated off and towed into Hvalfjordur. a more detailed and careful examination was made: whereupon it was decided that the damage that had been done to the submarine was relatively minor. if the lighting situation had been corrected as the main engines were fully and completely operative . One reason why this submarine was captured was the very fortunate condition which resulted in the protracted retention of the crew aboard the submarine. and secured alongside H. The patch plate was secured by studs shot into the tank plating by an underwater stud gun.S. the ship was quite capable of being operated submerged. When the ship was boarded the bases of lighting system fuze holders were found to be broken. BURWELL to lose control over the situation. During the period that the submarine was on the beach further damage was done. Leakage was stopped by installing an external patch plate over the crack. .M. -8- Slow leaking of M. and that the ship should be refloated as soon as possible in order to avoid any further damage from the seas.
. .The submarine has been operated on the surface by its British crew and was fully prepared to sail for the British Isles on 25 September. . . . after completion of the inspection. CIRCUMSTANCES OF INSPECTION: The observers sailed from Greenloch. . . . . 1941. . .S.M. .10 - SECTION I . . . . BULLDOG. . . . . . . to report to SOPA. . and . . . 1941. . The exact sailing date is not known to the observers. in H.B . Due to the inoperative condition of the bow planes -9- and the poor condition of the battery it was not planned to operate the ship submerged. . . . under orders to proceed to Iceland for the specific purpose of inspecting the captured German submarine. . All preparations had been made on 25 September for moving the submarine to the British Isles. . Scotland. on 18 September.
. . H. when the U-570 was captured. .S. NEW MEXICO.N. Permission was obtained from the British captain of the submarine to take photographs .U. HELCA.A .M. The photographs. in U.S.S.S. a bound set of prints of the original negatives is forwarded herewith for record and reference purposes. for transportation to a port in the United States or Canada. that they were removed from the ship by British intelligence officers and sent to the Admiralty prior to the time of the inspection reported herein. and. . the observers proceeded to H. . U. NOTES ON SOURCES OF INFORMATION: It is understood that. The commanding officer. Anderson. Admiral Munroe. . O.S.N. . and.11 - PART II TECHNICAL: SECTION II . acting commanding officer of the captured U-boat. . . The negatives are in the hands of the writers (28 September. . a complete set of ship's plans were aboard. HECLA at the time. .M.. Washington. 1941. . The observers arrived in Iceland at 2115. . 1941) and enlargements will be obtained through the facilities of the David Tay. to see that all facilities were made available to the inspecting officers. R. . .M.S. HECLA and reported to the commanding officer of that ship under whose care and supervision the captured U-boat had been placed. . U. The U-boat was alongside H.S. .. at 0800.N. Enclosure (A) and (B) were obtained with the invaluable assistance of Ensign R.or Model Basin upon their arrival in Washington. Enclosure (C) and the photographic reproductions. These were photographed..S. . Reproductions of these plans will therefore undoubtedly be forwarded to the Navy Department by the Naval Attaché.S. 1941. . reported to SOPA.C. D. A general arrangement plan of the ship and a booklet of diagrams of systems were available on board. . directed Lieutenant Colvin. . NEW MEXICO. finally to report to the Chief of Naval Operations.S. After reporting to SOPA. . Although the photographs are too small for convenient use. London.. U.. Jr. on 22 September. 23 September.N.
TORPEDO TUBES AND TORPEDO STOWAGE. COMPRESSED AIR SYSTEM. STRUCTURE. HYDRAULIC POWER SYSTEM. . . .B . TRIMMING SYSTEM. . . It was considered important to obtain a set of photographs prior to departure of the ship for the United Kingdom in view of the hazards of the passage. . . . At the request of the Captain of the submarine the negatives were left with the captain of H. . .12 - SECTION II . The photographs were taken by a U.S. . HULL FITTINGS. . HECLA for transmittal to the Admiralty.of the ship. . HULL AND FITTINGS: CONTENTS B-1 B-2 B-3 B-4 B-5 B-6 B-7 B-8 B-9 B-10 B-11 B-12 B-13 GENERAL DESCRIPTION. . The Department may be expect to receive complete detailed information on all features of the submarine subsequent to the detailed examination by Admiralty and U. FUEL OIL SYSTEM. . VENTILATION AND AIR CONDITIONING. . .M. . DRAINAGE SYSTEM. Prints are forwarded herewith as Enclosure (C). .S. STEERING AND DIVING.S. . VENTING. FLOODING. AND BLOWING. PERISCOPES. . specialists to which all installation therein will undoubtedly be subjected upon arrival of the submarine in the United Kingdom. . Navy photographer. .
. . . TEST DEPTH: Not known. . which..B . . . LABELLING AND MARKING..1.. . GENERAL DESCRIPTION: (a) GENERAL PARTICULARS: TYPE: Saddle tank construction. . (Note: This dimension is not exact. SAFETY APPLIANCES. . A vertical diameter was. .8 knots . ..B-14 B-15 B-16 B-17 B-18 B-19 SOUND AND THERMAL INSULATION. measured at the forward end of the engine room and checked within one inch of the diameter at this same location as scaled from the 1:50 drawing. hereof) in surface condition diving trim (M.'s and fuel ballast tanks empty).B. . . is graduated from zero to 200 meters .13 - SECTION II . . . however. had not been smashed by the surrendering German crew. DISPLACEMENT: Roughly calculated to be about ______ tons (See calculation p. . unlike the one in the control room. .17. (See Section II-B-2 for thickness of inner hull plating and frame spacing)..T. . SHOCK PROOFING. . PAINTING. MAXIMUM SPEED (Surface) . . A depth gauge in the forward torpedo room. . LENGTH OVERALL: 220 feet (plus or minus 1/2 foot). No clear space was available for actual measurement of maximum diameter. FRESH WATER. MAXIMUM DIAMETER OF INNER HULL: About 184-3/8" inches..656 feet.. . It was scaled on a 1:50 scale drawing).. Maximum diameter obtains only for the length of the control room..
3 Volume always buoyant hull Appendages Ext.'s No's 2 & 4 .R.S.B. .B.. F. ft.300 " " 3. ______ TOTAL .B..R.790 cu. Total Less M. 4.050 23.. F. 1941 U-570 Summary of Calculation of Displacement Note: Approximation only.660 2.643 735 tons. Surface Displacement Diving Trim . M.R.MAXIMUM SPEED (Submerged) .....T..T.31..T. plus Trunk A. Tank (Quick Diving Tank) 3.T. Volumetric Displacements F. 3 C.350 1. & A.950 542 334 157 25.450 " " 640 " " 7.B. Gals. No...690 21.B.R. C..990 U. plus M..14 - September 28.18.R.14a - . No.S. Ballast regulating tank Ext.. Work based on small scale photo of plan. plus E.680 U.T.T. Fuel regulating tank Neg...TOTAL FUEL OIL CAPACITY: 8 knots Internal fuel oil tanks No's 1 & 2 ....120 " " 4...12. Gals..670 U. Gals..S.
bunks. Eight petty officer's bunks. 20 m. 2 in No. London. 1 in No. ACCOMODATIONS: One commanding officer's bunk. in A. This figure can be and should be checked through the Naval Attaché.R. (Note: Two (2) of the six (6) spare torpedoes in F. Four warrant officer's or C. A. 2 (Stbd & Port) 30.. in tubes. 1 Fuel Ballast No. Three wardroom bunks.ARMAMENT: 4 in No.14 torpedoes. gun. TORPEDOES: 5 in No.. Twelve crews bunks in F.A. 1 in No.T.A. The writers believe "about 40" to be more nearly correct. L.m. Total . 21" internal bow tubes.R.O. 1 in No.T. No.m..T. 88 m.B.P. 21" internal stern tube. gun..R..R. 1 in No. (b) TABLE OF TANK CAPACITIES: Cubic Meters M.T. in outboard stowage tanks.60 .T. in F..70 22. were apparently "carried in excess"). British Officers stated that the total crew of the submarine when taken off (including both officers and men) was "about 50".. 6 in No..
O. Oil Sump Stbd Lub. Tank No.O. 1 Torpedo Compensating Tank No. Tank No.75 2.M.79 . Oil Measuring Tank After Trim Tank Forward Trim Tank Torpedo Compensating Tank No. 5 Fuel Regulating Ballast Regulating Quick Diving Tank Internal F.45 15.80 6. 3 .50 .55 3.36 4.75 Cubic Meters Fuel Ballast No.15 9. No. 2 Lub. 4 (Stbd & Port) M.80 3.T. 3 Potable Fresh Water No. Oil Tank Dirty Oil Tank Lub.B.60 2. No.63 .35 5.T.90 32.15 - 47.80 .75 5.B.60 25. 1 Internal F. 1 26. 2 Torpedo Compensating Tank No.45 37.
76 . plating by continuous welds on both sides of the webs of the frames. and portable plates in the top of the inner hull. .47 . Thickness of I. .R.probably 7/8 of an inch.2. .H. (b) SCANTINGS: Inner hull maximum diameter . Frame spacing 23 .49 In general the ship is beautifully built. plating at max. . .79 . . A drill test in the control room started by the British had been abandoned before perforation. .3/8 inches. . . The inner hull is cylindrical throughout the length of the control room and tapers toward the ends of the ship from the ends of the control room. . .S.Potable Fresh Water No.about 184 . diameter . Workmanship and finish throughout the ship appears equal to the best U.H.16 - SECTION II . 2 Wash Water Tank (c) MATERIALS AND WORKMANSHIP: . A thickness of 3/4" was gauged at the F.1/2 inches. .T. submarine practice. loading hatch. 3 Sanitary Tank No.R. .49 . . (The thickness was gauged at 7/8" at the A. 1 Sanitary Tank No. . 2 Potable Fresh Water No.B . . . There is no outstanding evidence of use of substitute materials. The whole structure is welded construction with the exception of the superstructure side plating which is riveted. . . Inner hull frames are internal and the webs of the bulb tee frames are connected to the I. and a drill test by the observers was discouraged as the ship was standing . . .T. STRUCTURE: (See general arrangement plan Enclosure (A) and photographs Enclosure (C)) (a) The submarine is of the saddle tank type. loading hatch. .
M. . End bulkheads are steel castings. the locking ring may be rotated by a lever operated pinion which engages a rack on the locking ring. plate edges in the control room). The chief engineer of H. plating: Not known.3/4" deep bulb tees. They are peripherally tee welded where they meet the I. The door locking arrangement is an interrupted flange ring mounted on the circular door frame.17 - Main Divisional Bulkheads: The control room bulkheads are the only main divisional bulkheads in the ship which are built to withstand great pressure.H. plating to a circumferential strap welded to the I. Rotation of the ring moves parts of the ring over peripheral lugs on the door and forces the door on to its seat. Other main divisional bulkheads are made of about 15# plate. are provided in these bulkheads. plating.3/8".18 - . There were no exposed I.H. With the door on its seat. . The diameter of the clear opening through the door is 31 . bulkheads. The fore and aft dimension of the bulb is 2 . Circular dished plate doors are fitted in the two C.S. Pressure hull frames are 7 . HECLA stated that the plate was difficult to drill and he judged it to be a very high strength weldable steel. Drilling had been disposed of.3/4".H. Quality of I. They are dished bulkheads of 3/4" plate.H. and 21 .R.by to sail on short notice.5/8" X 57" doors secured by six hand dogs.
3.T.R. FLOODING AND VENTING: (a) There are three M. and from which inspection of cells and battery watering may be accomplished. . . In this report tanks are numbered from aft forward. (See Section II-B-1 for tank capacities).R. & M. . .B . . The middle main ballast tank is apparently constructed as a safety tank. shown on the enclosed plans. HULL FITTINGS: Galvanized floor plates are fitted in C. . Plans indicate a boat stowed on its side on the port side forward.T. .B. . 3 is directly below the C.R. . . Housing bitts and deck cleats are hollow welded construction. Clearing lines are fitted. . . .B .'s fuel-ballast tanks. but no boat was aboard the submarine when inspected. . . . . . . . a stern buoyancy tank and a bow buoyancy tank. . . . . 2 & 3). . . are not fitted in the ship captured. M. and 2). No.B. . . External torpedo stowage tanks are apparently made of a copper nickel alloy. Rails extend only along mid length of the deck. Net cutters. Windlass and capstan are operated by an air motor installed in the bilge between the two lower torpedo tubes in F. . . .19 - SECTION II .4. One anchor is carried. Tanks No's 1 and 5 are open to the sea through flood openings in their bottoms. E. Flood valves are manually operated by tee wrenches or cranks used on the ends of operating gear shafting .R.T. flat and within the strength hull. . . . Pressure hull hatches are single action had wheel locking type with three lugs. .R. (b) FLOOD VALVES are fitted in M.B. . No. . . In each battery tank a trolley supported platform is provided which can be moved manually from end to end of the tank by a man lying thereon. (See Photograph No's 1.. M. . . . .T. and A. 28).SECTION II .T. Wood decking is fitted on the superstructure. (see Plan No.B. 3 in fuel-ballast tanks. . (See Photograph No's 1.
60 47.H. 2 Stbd & Port over the inner hull to vents on the middle line. 3. No.B. Emergency vent valves are installed in these vent pipes. No. Separate vent pipes lead from the after ends of F. 16). into and through the regulating tanks which are adjacent to M. No. The vents of M.60 Fuel-Ballast Tank No's 2 & 4 (Port) Main Ballast Tank No.B.T. 4 port lead to a similar master vent valve on the port side.75 25. (See Plan no. 2 and No. Vent ducts from M. 2 and No. 3 are quick opening lever operated valves.H. The master vent valves of Fuel-Ballast Tanks No's 2 and 4 and the vent valves of M. (Areas of flood valve are shown on Plan No. 3 starboard and port lead from openings in the I.B. The vents of bow and stern buoyancy tanks are operated manually by hand wheels in the forward and after torpedo rooms respectively. Certain accessible vent valves were measured to obtain data for calculating the ratios of tank volumes to vent valve areas.T.T.B. These emergency vent valves are operated manually from the control room by tee wrenches.B.20 - emergency vent valves are provided in Fuel-Ballast Tanks No's 2 and 4 port and starboard.15 .T's No's 1 and 5 are operated by hand wheels in the C. Emergency vent valves are fitted on the lower ends of these ducts at the I. 28).extending into working spaces of the pressure hull.'s and Fuel-Ballast Tanks are manually operated from the control room. 4 starboard lead to a common master vent valve abreast and on the conning tower. 3 Main Ballast Tank No.T.B.R. These data are: Diameter of clear opening of vent valves TANK Main Ballast Tank No. (c) VENT VALVES of M. The vent valves at the top of the inner hull are controlled by a single hand wheel in the control room. Hand operated .'s No. Vent pipes from Fuel-Ballast Tanks No.75 Cubic Meters (about) (See Note) " " " " " " " " 15-3/4 inches 15-3/4 15-1/2 17 " (two such valves) inches Fuel-Ballast Tank No's 2 & 4 (Starboard) 24. 1 VOLUME 30. 5 24. Vent pipes from Fuel-Ballast Tanks No.T.
(See note under Photograph No. 20). Supply to this blowing manifold from the high pressure flask manifold is manually . The overall diameter of the valve was 22" (diameter of clear opening probably about 17"). No low pressure blowers are installed.-- 11 " (Note: This vent is an outward opening hinged type vent.). A pipe connection to the exhaust system outside of the hull leads forward to a manifold outside of the hull in way of the control room. It was closed and the clear opening could not be measured. Arrangements are provided for low pressure blowing by engine exhaust gases. 20).Bow Buoyancy -. (d) BLOWING: Main ballast tanks and fuel ballast tanks may be blown from the tank blowing manifold in control room.22 - . and exhaust gases may be admitted to ballast tanks by operation of individual external valves from within the control room. Admission of exhaust gases to this low pressure blowing system is controlled by a valve in the exhaust system outside the inner hull which is operated by a hand wheel in the engine room. All others are inward opening.21 - controlled by hand wheel (See Photograph No. .
This is possibly a bumper for receiving the piston upon its return to the breech end of the tube due to external water pressure when the tube is vented after firing. One (1) in external tank forward. its stem moves axially. . It is believed that this arrangement is a means for slightly advancing the piston in the tube prior to firing to break the seal between the edge of the skirt of the piston and the piston buffer on the tube-side face of the breech door. . The length of travel of the piston was not determined. . STOWAGE OF TORPEDOES: Six (6) in forward torpedo room.23 - . . The edge of the skirt of the piston registers with a narrow rubber gasket on the inside face of the breech door. . TORPEDO TUBES AND TORPEDO STOWAGE: (a) TUBES: Four (4) . The small hand wheel at the center of each breech door is so fitted that by turning it. in order to permit impulse air to pass to the rear of the skirt. One (1) in after torpedo room. (See Photograph No. . . One (1) . . 13). . .21" internal tubes forward.B . . .21" internal tube aft. One (1) in external tank aft. (b) Torpedo tubes (21") are bronze. . The stem extends through the door and registers with an adjustable screw plug on the cross piece at the skirt end of the piston. .5. (c) Bubbleless firing is provided for by admission of impulse air behind a skirted piston which bears against the tail of the torpedo. . . Bow caps are mechanically interlocked with the breech door locking ring operating gear. Torpedo tube shutters are fitted in the bow. . .SECTION II .
. . The original design apparently contemplated the stowage of only four reload torpedoes in the forward torpedo room. The two found in the upper row were apparently "carried in excess". . are provided.ARMAMENT". (See Photograph No. . One end of the tank can be elevated sufficiently so that a torpedo stowed therein may be withdrawn up on deck and then passed below. A drive shaft . 33).Arrangements are provided for setting gyro angles on loaded torpedoes. .D . The motor and gear box are located overhead in the after torpedo room.24 - SECTION II . all carefully identified by legends. . .B . STEERING AND DIVING: (a) STEERING: Twin vertical rudders are fitted as shown on the general arrangement plan. apparently as location points for the several manipulations of the strongbacks in handling torpedoes. They were covered over with a temporary board deck. . . . A multiplicity of holes in the web of the strongbacks. . The deck storage tanks are provided with trunions at one end and are held in place by drop bolts which engage lugs on the sides of the tanks. . . Fitting of the twin rudders was obviously a solution to the problem of avoiding interference between steering gear and the after torpedo tube. . . (He had not operated the ship submerged). . These strongbacks can be moved across the ship on transverse overhead rails by chain drive. Strongbacks used for handling torpedoes are shown in the photograph of the forward torpedo room. Falls supporting torpedoes can be moved along the strongbacks by operation of pinions on the fall blocks which engage with longitudinal racks on the upper outboard edges of the strongbacks. The great depth of the rudders compared to their width is notable. The ship may be steered by electric motor and by hand. These arrangements are discussed under "Part II .6. The British captain of the submarine stated that the ship is remarkably handy. . and handles well on the surface at low and at high speeds. .
extension forward from the gear box leads to the hand steering station, which is just forward of the air compressor as shown on the general arrangement plan. When not in use the hand steering wheel may be removed from its spindle and the vertical shaft swung out of the way to port (on the drive shaft extension as a center) and secured. When in place for hand steering the hand steering assembly is secured in place by portable struts. The writers witnessed satisfactory hand steering of the ship by one helmsman at speeds up to twelve knots using rudder angles up to 15 degrees. The rudders are apparently overbalanced. Selection of hand or power steering is controlled by a manually operated clutch in the steering motor gear box. The ship may be steered by power from the bridge, the conning tower, and the control room. A portable steering controller is provided which may be mounted on the bridge or in the control room. - 25 -
Rudder angle indicators are graduated to 35 degrees. The steering motor and its attached gear box are hung on rubber (or equivalent) flexible sound proof mountings of the compression type. A flexible coupling is introduced in the transmission system immediately aft of the gear box. The coupling is made up with what appears to be a rubber disc between two steel flanges. Name plate data on the steering motor are: Volts Amps KW Rpm 60 min. rating. (b) DIVING GEAR: Bow and stern diving planes may be operated by electric motor or manually from the control room. Controllers in the control room are of the "grip-wrist-pressure" type. Clutching in or clutching out the electric diving plane clutches are operated by pressure from the service air system. 110 42 3.54 650 170 33 4.86 880
The bow planes can not be rigged in. They are, however, located as low in the ship as possible. (See general arrangement plan). The short thick longitudinal section of the stern planes is notable. Careful attention has obviously been given to the shape of the rope guard and outboard bearing support castings of bow and stern rudders, and to the skeg. (See general arrangement plan). - 26 -
Plane angle indicators are marked as follows: Bow planes: Maximum Rise Dive Stern Planes: Rise Dive 30 30 " " 26 26 " " 35 degrees 25 " Red Mark 30 degrees 20 "
Name plate data on the stern diving-plane motor are: Volts Amps K.W. R.P.M. 60 minute rating 110 30 2.58 900 170 27 3.75 1170
Instruments at the Diving Station: Shaft R.P.M. indicators. Electrical rudder angle indicators. Mechanical rudder angle indicators. Deep-diving Buordon-tube type depth gauge (One in control room had been sabotaged but one in the forward torpedo room was graduated to 200 meters). A closed end tube-type shallow-diving depth gauge. Coarse reading in closed loop liquid, trim indicator graduated from plus 25 degrees to minus 20 degrees. - 27 -
Fine reading closed loop liquid trim indicator graduated from plus 5 degrees to minus 5 degrees. The closed end tube type of depth gauge is graduated on one side of the glass tube from 5 to 18 meters under the legend "Tauchtiefe Uber Unfarkante Kiel" (Diving depth over under edge of keel). An outline, properly distorted vertically, of the transverse section of the submarine thru the attack periscope is engraved on the other side of the tube to show the location of the surface with respect to the structure with the attack periscope extended. (See Photograph No. 19).
. . . TRIMMING SYSTEM: Capacities of forward trim. . . . .B . 110 145 13. . Flow meters are installed in the trimming system.8. . . . . R.B .P.28 - SECTION II . . . .5 1920 Trim and drainage manifolds are cross connected.1.M. DRAINAGE SYSTEM: . . It is a geared motor driven reciprocating pump. . The trim pump and manifold is located in the control room. .. . Plan No. . . 6 is a diagram of the trimming system.W. Name plate data on the trim pump are: Volts Amps K. . . . . .7. .B . . .2 1600 170 110 15.29 - SECTION II . after trim and regulating tank amidships are given in tank capacity tables in Section II . . . . . . .
and the service air manifold are located on the starboard side of the control room next abaft the diving station. Pressure to the service air manifold is controlled by a two stage reducing valve which reduces the pressure from 205 atmospheres to 12 atmospheres.W. The flask supply manifold. . 6 is a diagram of the drainage system. . . Plan No. . . Maximum air flask pressure if 205 atmospheres. .9. . Plan No.B . . . This valve is remarkably small and is apparently of the spring loaded type. It is mounted on the after control room bulkhead. Pressure to the tank blowing manifold is manually controlled by a master stop and throttling valve at the high pressure air connection to this manifold. THe British chief engineer of the boat stated that the reducing had been entirely satisfactory.30 - SECTION II . 20). (See Photograph No.6 170 199 60 . 110 170 20. .The drain pump and drain manifold is located in the control room. . . . . 33 is a schedule of pumps and their suction and discharge connections. The drain pump is a vertical motor driven four stage centrifugal pump. . the tank blowing manifold. COMPRESSED AIR SYSTEMS: Plan No's 11 and 12 are diagrams of the high pressure and low pressure compressed air systems. . . . Name plate data on this pump are: Volts Amps K.
One is a Krupp electric motor driven four stage reciprocating compressor. The writers witness operation of this machine. Handling trimming water. Power for handling diving plane motor clutches. 110 256 23. double acting. It . Pistons are the only moving parts except valves. Operation of windlass and capstan. It has a separate exhaust system and outboard muffler. Both are located about midlength of the M. R. Driving muffler valve grinding gear.Two high pressure air compressors are installed. It bears the label "Junkers Motorenbau". Power for engine clutch. opposed piston two cycle machine. . & A. crankless diesel driven. Among the uses of service air are: Whistle. 31). (See Photograph No.10" long X 28" athwartships X 35" in depth. Room.W. The name plate data of the driving motor are: Volts Amps K.M. It was extremely noisy.31 - occupies a space about 6' .5 550 170 190 28 650 The other high pressure compressor is a four stage horizontal.T.P. Both machines work at 205 atmospheres.
. Two duplicate hydraulic power plants are installed with means for selecting the one to be operated. HYDRAULIC POWER SYSTEM: Plan No. . no flexible connections in the pipes leading from the pumps. . . The hydraulic power system is fitted solely for periscope operation: viz. .6/19 . .8/29.10. 23 is a diagram of the hydraulic power system. The hydraulic pumps are screw type pumps vertically mounted and driven by vertically mounted electric motors. . . The supply tank is mounted in the control room just above the deck providing an almost negligible head of oil to the pump suctions. They are cylinders about 13 inches in .5 110/170 volts. Erragung 110 106/270 170 106/210 1.W.B . . . . . .14. The name plate data on the motors are: Volts Amps K. Three accumulators are provided in the system. The tank is vented to the compartment. . but generous curves are worked into these pipes. One is definitely a standby for the other.32 - SECTION II . however. There are. .. The power units are mounted on a steel frame foundation and rest on compression type rubber mountings. hoisting both periscopes and training of the "fixed-height-of-eye" attack periscope. . .
This mechanism of the training drive could not have been seen without some disassembly of the periscope housing.33 - Each pump motor is controlled by a sylphon-operated pressure switch connected to the supply tank. They drive periscope hoisting winches. The noise made by a relief valve is very great indeed and exactly similar to that made by a relief valve of a Waterbury Variable Speed Gear. It is probable that the proper total quantity of oil was not in the system with the result that the sylphon control switches did not properly control the hydraulic power plant motors. They are installed vertically and are apparently directly air loaded with air above the oil therein. (Not to the high pressure side of the system).diameter and about 72 inches long. The two periscope hoisting motors are also apparently screw type hydraulic units. The direction of rotation of the attack periscope is controlled by foot stirrups mechanically connected to throttle valves. Pump operation is therefore controlled by the level of oil in the low pressure supply and return tank. . . The attack periscope training motor is also apparently a screw type unit. The winch for the attack periscope is in the conning tower. Gauge marking (red mark) indicated system pressure to be 80 atmospheres.34 - . The winch for the altiscope is in the control room. Except when the relief valves of the system function the system is practically noiseless and vibrationless. The hydraulic plant and the periscopes were operated for the writers. as it is unreasonable to suppose that functioning of the relief valve should occur each time the accumulators are charged. It appears that the British crew was not full acquainted with the proper operation of the system.
The periscope is trained manually by means of the usual handles.A periscope-altiscope with eye-piece in the control room and a "fixed-height-of-eye" periscope with eye piece in the conning tower. viz.SECTION II . . . . . It has elicited the greatest admiration from both British submarine officers and the observers. It is described by experienced submarine commanders as "the answer to an attack officer's prayer". and is so referred to herein. The periscope winch is driven by a hydraulic motor. . . and BARRACUDA soon after these ships were commissioned. The hoisting mechanism of this periscope was not operative at the time of the inspection. BONITA. This "fixed-height-of-eye" periscope is beautifully engineered.1 inches. . . When raised the periscope extends about 8 feet above the top of the highest structure (the bridge enclosure). . . . . (See Section II-B-10).35 - . 7 and 8). (b) "Lookout" Periscope: The maximum diameter is 7. The conning tower periscope is obviously normally the "attack" periscope. . 6. . This periscope is raised and lowered by hoisting wires.11. . . . The control room periscope-altiscope has a large field and is referred to herein as the "lookout" periscope. . The basic optical principles of this periscope installation are apparently the same as those of the "fixed-height-of-eye" periscope installed in our BASS. The "attack" periscope was definitely the most impressive installation in the ship. The diameter at the top is about 4 inches. (c) "Attack" Periscope: (See Photographs No's. .B . PERISCOPES: (a) Two periscopes are installed.
A sketch of the upper end of this periscope is bound herein. Early test of the effectiveness of this device is recommended. The operator sits on a comfortable adjustable seat secured to the housing. The optical system is housed in a large cylindrical housing. Pressure applied on the right foot crank causes the assembly to rotate counter clockwise (looking down). or manually by a hand wheel mounted on the housing at the operator's right hand.0 Corresponding fields are 380 and 90. and pressure applied on the left foot crank causes the assembly to rotate clockwise. the small minimum diameter of the tapered section. (This was scaled from a reduced scale drawing). . The small size of the top of the periscope itself. . The apparent purpose of the wire spirally wound on the periscope is the reduction of periscope wake.1/2 feet above the highest part of the structure of the ship. The following other features are incorporated in the instrument: (1) Two powers 1. Fine control of training speed is possible under both power or manual operation. It operated smoothly and noiselessly by hydraulic power and manual control. The assembly may be trained by power supplied by a small screw type hydraulic motor mounted overhead in the conning tower. and the spirally wound wire on the lower part of the tapered section should be noted. (3) Direct reading range scale.Mechanically the German installation is far superior to our early installation of this type in the BASS class. When fully raised the periscope extends about 17 .36 - The periscope was operated by the observers.5 and 6. The diameter of the cylindrical section of the periscope tube is 7. (See Photograph No's 7 and 8). Housing and optics train together. (2) Prism tilting between angles of minus 15 to plus 20 degrees. The periscope tube proper is raised and lowered by hoisting wires which lead to a winch which is driven by a screw type hydraulic motor. His feel rest on foot cranks which control admission of oil to the training motor. The winch is on the starboard side of the conning tower.1 inches. (4) Ray filters.
(6) Means for electrically transmitting periscope bearing to the torpedo data computer. There was no evidence of hull stuffing box leakage at either of the periscopes. All officers with whom this periscope were discussed agreed that it is the best built and most satisfactory periscope from a military point of view that they had ever seen. Periscope drying connections show in Photograph No. prototype to this design be put in hand at the earliest possible date. .S. 7 labeled"Saugen". 7. and that the manufacture of a U.37 - The following name plate data appeared on the periscope housing: " 1.5 X blc 380 6X 90 1566 M IV/I Sta SRO/2 Nr 3122 " .(5) A well illuminated azimuth of large diameter (approximately the diameter of the rotating housing) with vernier and bearing marker. The outboard support for the periscope tube is shown in Photograph No. It is recommended that full constructional details of this instrument be obtained from the Admiralty. and they considered that the concessions in space and weight to accommodate it were fully justified.
.B . . . Oil is forced to the fuel oil measuring tank by pressure from the engine cooling water circulating system. . . . . . .39 - SECTION II . .38 - SECTION II . . .. . .13. . . . .1 for capacities of all tanks. .B .B . . . . 8a and 10 are diagrams of the fuel oil system. . . . The system is a compensating system. .12. VENTILATION AND AIR CONDITIONING: (a) SHIP'S VENTILATION: (See Plans No's 18 and 19) . . . . See Section II . FUEL OIL SYSTEM: Plans No's 8. . . . A hand pump is provided in the engine room which pump may be used to pump compensating water and move oil to the measuring tank. . . .
Plan No. Several cans may be seen on Photograph No. One of the rack manifolds is shown in Photograph No. 18 shows flow diagrams under the various possible conditions of operation of the ventilation system. just below the level of the bridge deck. Flexible connections to the ship's ventilation exhaust system are provided in the forward and after torpedo room for use when charging batteries of electric torpedoes. Plan No. closed type. the circular "knock outs" are removed and the cans are inserted in rack manifolds connected to the suction side of the ventilation system. 18 is a diagram of the ventilation system. practice. 20 is a diagram of the oxygen system. . Battery exhaust connects into ship's ventilation exhaust system. U-tube manometer flow meters were installed. The diameter of the ventilation pipes leading into the ship from the conning tower fairwater is approximately 9 . 28. Air is drawn up through the bottom hole. The British crew had been unable to make these function properly up to the time of the inspection. A similar flexible connection is provided at the charging panel in the motor room which is installed for charging wet cell portable emergency lanterns. The main ducts of the exhaust manifold in the battery compartments appeared to be made of impregnated card board rather than rubber. Plan No. similar to current U.Outboard terminals of the ventilation system are rectangular openings (with screens over) in the side plating of the conning tower fairwater. manifolded. 32. (b) BATTERY VENTILATION: Battery exhaust ventilation is individual cell. When the purifiers are to be used.40 - (c) AIR CONDITIONING: Carbon Dioxide CO2 absorbent (apparently soda lime) is provided in flat cans with small circular "knock outs" top and bottom.S. through the CO2 absorbent into the ventilation system.3/4". . One supply and one exhaust fan are installed with the usual cross connection for operating when submerged.
The top of the duct is at the level of the top of the chariot side plating.) and petty . It was noted that a number of auxiliaries were marked with an "X". .14. These included diving plane motors and steering motors.(d) ENGINE AIR INDUCTION: (See general arrangement plan) The outboard engine air induction intake is a rectangular duct at the after end of the bridge chariot inboard of and having one side in common with the outside plating of the chariot side. . . Link type rubber mats are provided on metal decks. . Plywood or sheet metal sheathing is installed in officer's warrant (or C. . The circular induction pipe which leads from the outboard valve to the hull valve at the forward end of the engine room is about 21 1/2 inches in diameter. This valve is operated from the control room. It is likely that this marking designates machinery to be shut down and operation shifted to manual control under conditions requiring most quiet operation.P.B . . . .O. . . This was specifically noted in the case of the steering motor and the hydraulic power plant. The working of the duct into the chariot was probably an alteration made to minimize shipping of water at high surface speeds in heavy weather. . . The friction type tail clutches are absolutely silent in operation when changing speed as well as when running at constant speed. The hull valve is operated manually from within the engine room. . (b) THERMAL INSULATION: No cork sheathing or cork paint was seen in the ship.41 - SECTION II . . . A manually operated outboard valve is fitted in this induction system in way of the control room. The general arrangement plan show the engine air intake system terminating just below the bridge deck. . No sound insulation of main motor mounting was noted. SOUND AND THERMAL INSULATION: (a) SOUND INSULATION: Certain auxiliary machinery which may be operated submerged is mounted on compression type rubber mountings. . .
.B . . Navy so-called "steam type" fixtures. . Decision to so mount seemed to be based on the mass of the instrument as compared to the ruggedness of its footings. . . due to the successful attack on the submarine. . Sound powered telephones were so mounted as were several gauges noted. and part of the length of the F. .similar to the U. . .15. the use of such mountings is not general. However. . There was no evidence of failure of gauges.R. other than glass tube type. . . screw socket.S. .T. .42 - SECTION II .officer's quarters. Electric light fixtures are not flexible. in way of the crews bunks is sheathed. . . . It is understood (but unconfirmed by the writers) that the Germans have carried out depth charge tests on this class of submarine. SHOCK PROOFING: Certain heavy vertically mounted instruments and gauges are mounted on shear type rubber flexible mountings. They are rigid base. glass dome protected fixtures . Bases of lighting system fuse holders did break and fuses dropped out.43 - . . . Consequently decisions as to shock mountings have probably been based on experimental results.
The control room bulkheads are the only main divisional bulkheads between working spaces which are designed to withstand heavy pressure. Apparently care has been exercised to provide positive retention of the buoys to avoid their accidental release due to sea action or shock. . Individual compartment salvage air valves are installed. . It is understood that one such device has been or will be turned over to the Naval Attaché. They are releasable from within the ship by opening the covers of the tanks in the superstructure in which they are carried. London.16. . Individual small oxygen flasks were provided for each such device. . . Two marker buoys are fitted as shown on the general arrangement plan. The control room is apparently intended as the single refuge compartment. . Neither of the mine cable cutters shown on the general arrangement plan were installed on the ship inspected. A divers connection is installed in a recess in the side of the conning tower through fairwater which connection and external high pressure air supply .SECTION II . . . for delivery to the Department. Enclosure (A). . . . Under a housing immediately forward of the conning tower. . .B . . though the deck connections for fitting the upper cable cutter were in place. No degaussing coils are fitted and no information was available in the ship as to any magnetic treatment of the vessel. Raised distinctive markings are fitted at all divers salvage connections for tactile identification by divers. Individual escape devices incorporating the basic principle of the "lung" were provided in the ship. . . They had been removed from the ship at the time of the inspection reported herein. .44 - may be connected to the external blow manifold. SAFETY APPLIANCES: The hatch from control room to conning tower and the weather deck hatch at the after end of the after battery room are fitted with skirts. .
46 - . .45 - SECTION II . and the British chief engineer stated it was a five stage unit. . When taken over by the British there were six (6) carboys of approximately eight gallons capacity each on board. . . Its capacity was not known aboard. An electric evaporator is installed in the ship. The dimensions of the casing were about 18" X 18" X 36" high.17. . No proper stowage was provided for these carboys. . and the British had not yet succeeded in operating it. . It is labeled"Siemmens Frischwasser Erzenger". . . Battery water is carried in basket-work-protected carboys which are stowed throughout the ship. It was noted that this unit was mounted in compression type rubber mountings. There are no battery water tanks. .B . . FRESH WATER: Fresh water tank capacities are listed in SECTION II-B 1. . . . . . .. .
. . . . to the edges of the two hatch skirts and overhead in the I. . A vertical strip of luminous paint was applied on the interior of the hatch trunks leading from C. . . . . .B . and to the hatch in the after battery room. . .13.R. to C. . . .H. LABELING AND MARKING: . It was not practicable under the circumstances obtaining at the time of the inspection to open ballast tanks to inspect coating of these tanks. .T. . .SECTION II . PAINTING: No cork paint was used in the ship. .47 - SECTION II . from door to door. . . . . . Luminous paint was applied around all doorframes. . . . . . Luminous paint was used generally on marking of gauges and indicators. . . . . .B . .19.
A set of diagrams of piping systems done in colors on aluminum alloy sheet about 8" X 22-1/2" were carried in a rack in the engine room. BATTERY. . A similar aluminum plan of the torpedo tube water handling system was noted. . 1.C .C . MAIN MOTORS.48 - SECTION II . PROPELLING MACHINERY: CONTENTS SECTION II . .3 SECTION II . . It would appear that this elaborate marking of systems is done to facilitate and expedite training of submarine crews. . .2 SECTION II . Practically every pipe in the working spaces is marked with a plain language identifying card mounted in a light metal holder which is secured to the pipe. . . . . . As noted herein torpedo handling strongbacks were most comprehensively marked with plain language instructions. MAIN ENGINES.4 GENERAL. . . .C .1 SECTION II .The degree to which labeling and marking is carried was impressive. . . . There are shown on Plan No.C . .C . .
drive the other propeller by electric drive. . .C . . Diesel 240 285 330 360 Revs.1. . . and.3 9 10 11 . . with its motor operating as a generator. . GENERAL: The drive is direct connected diesel. . . Motor 155 195 215 240 Knots 7. . . The chief engineer stated that switching arrangements are provided so that one engine can drive its own propeller direct. The following revolution speed data were taken from a card posted at the engine operating station: (a) Surface: Full diesel drive on both engines Revolutions 180 285 350 390 445 Knots 7 10 12 14 16 Direct drive on one side and DieselElectric on the other Revs. . .49 - SECTION II . .. . . .
The engine air induction hull valve is manually operated by hand wheel overhead at the operating platform. inside the hull. splits into two rectangular branches which run to starboard and port around the inside of the hull and discharge well below the level of the operating platform. .5 17 17.460 475 485 (b) Submerged: - 16.5 8 Both engines and tail clutches are friction clutches.5 6 7 7. The engine clutches are operable manually and by service air system pressures.8 Revolutions 60 114 167 220 257 275 295 .6 3 4. and. The induction line enters the hull at top center.50 - Knots 1. The tail clutches are operable only manually.
diesels are rated at 1400 horse power each at 470 r. . M.A. operable from within the ship.m. with superchargers cut in. .8 knots). .51 - SECTION II . The cards taken while underway. 29a and 30a). .2. If charging while running superchargers are cut in at 350 r. 13b. Maximum supercharger pressure .0. The utilization of engine exhaust gases for low pressure blowing of tanks is discussed under Section II-B-4 herein. An elaborate air driven exhaust muffler valve grinding arrangement is installed. solid injection.4 atmosphere. The chief engineer reported an indicator card determination of maximum cylinder pressure of 900 lbs. 15. Overboard exhaust valves are manually operated. . (17. . . 13./sq. .m.p. . 13a. . MAIN ENGINES: See Plans No's. . 4 cycle. In low buoyancy condition the exhaust would be drowned.p. .N. The engines are provided with attached lub oil and circulating pumps. .m.. 15a. . Stand by motor driven pumps are provided. . and above when not charging while running. 14. The two 6 cylinder. The approximate overall length of the engine is 17 feet.p. . Maximum engine speed 485 r.C . Superchargers are cut in at 390 r.m. .in. .p. The British chief engineer stated that his information was that these valves were metal to metal closures and frequent grinding thereof was necessary as a matter of operating routine.
" Motors are most compact.W. Main motor controllers are mounted directly above the main motors on both sides of the ship. One plate bears the following data: "Brown Boverie & Oie 300 V 1550 A 465 K. .C . . 30). MAIN MOTORS: Double armature air cooled motors are installed. . The other plate bears toe following data: "210 V 1240 . .1470 A 238 . .295 u/min Erreg 62. These controls also are most compact (See Photograph No. . . .53 - .3 m3/SeK Luft 95/140 m.5/2. . . .. 450 u/m Errg 49 A Hëchetzul 620 u/min 1. .52 - SECTION II .S.276 K.3. Discharge air is passed through a sea water cooled heat exchanger. The approximate overall length of a motor (over end belle) is 78" and the approximate overall diameter of the frame is 43". . W.m. .W. . dauernd . .60 280 . There are two data plated on each of the two motor frames. .5/50 A Hoctstzul 620 u/min. .
. ARMAMENT: CONTENTS SECTION II . His chart indicated forty (40) jars definitely cracked and six (6) others probably cracked. . .SECTION II . . .D . . . . The British Electrical Gunner of the submarine showed the observers his chart of cracked jars. . .54 - SECTION II . The large number of cracked jars which resulted from the aircraft depth charge attack is noteworthy. Battery ventilation is discussed in Section II-B-13. .4. Defective cells had been cut out by the British crew. Batteries were charged during the time the writers were aboard. . . . . . . . Battery jars looked like hard rubber jars but they may have been made of a substitute material. There were no salt water leaks into the battery tanks. . .1 SECTION II . . .D. Batteries are wedged with wooden wedges between longitudinal rows but not between each transverse row. Transverse wedging is at intervals of several transverse rows. . TORPEDOES.2 GUNS. . . . .C . There is no reason to believe the early reports of chlorine in the boat at the time of its being boarded by the first British boarding party. (See Plan No. . . . . . . . (See Section II-A).D . . . Battery fresh water is discussed under Section II-B-17. A lime water distributing system is installed in each battery tank for neutralizing acid released into the compartment by cracked jars. STORAGE BATTERY: Two acid type batteries of 62 cells each are installed. 26).
A . .D . Twenty-eight (28) rounds of ready use ammunition for this gun are carried in a pressure proof stowage locker below the deck level. . . . . .56 - . . L. .A.1.-55 - SECTION II .m. A pressure proof tank in which the gun barrel may be stowed is installed on the bridge. gun is installed on deck forward of the conning tower fairwater. A clip of ammunition for this gun contains twenty (20) rounds. . . . . .20 m. H. .m. . . GUNS: An 88 m. .A. . gun similar to an Oerlikon is mounted aft on the bridge deck.
Presumably pistols are installed in these loaded torpedoes. . There were apparently no provisions for charging batteries of torpedoes in the tubes. 1941.S. . The circumference of a torpedo was measured and found to be 65-13/16" (Diameter about 21"). . . . complete detailed information on this equipment could not be obtained by inspection. . . . CIMARRON on 25 September. When the ship was inspected there were seven (7) torpedoes stowed inside the ship. . . .57 - SECTION II . . . . It is understood that German submarines do sometimes carry a mixed bag of electric and air driven torpedoes. . . all tubes were loaded. . .SECTION II . .S. TORPEDOES: NOTE: The forward deck stowage and the torpedo contained therein were obtained from the submarine and loaded aboard the U.10". for delivery to the Navy Department. The principal features of the torpedo fire control installation are: . . . . . two (2) stowed in the deck stowage tanks. . . No pistols were found inside the ship when she was boarded after capture. .E. Torpedo battery charging panels and flexible ventilation connections are provided in both torpedo rooms. The torpedoes in the tubes had not been withdrawn. . Type of torpedoes in the tubes and deck stowage tubes had not been determined. . and. according to the British gunner. .2.D . . . . The overall length without pistol was found to be about 22' . . . In so far as known all torpedoes in the ship are of the electric type. FIRE CONTROL EQUIPMENT: Due to damage to dials of the torpedo data computer done by the German crew prior to leaving the submarine. .
An azimuth circle with vernier is fitted on the mounting. three. Its dimensions are about 3. viz. A hand wheel for local manual setting of gyro angles is fitted. the mounting. angle on the bow introduced by hand. It was noted that a manually operated selector on the face of the device has four positions corresponding to the numbers of torpedoes to be fired. (2) Means for electrically transmitting periscope bearings to the torpedo data computer from both periscopes. A binocular support is installed at about the center of the chariot bridge. 5 (binoculars were not mounted when the photograph was taken). (No connections between the torpedo data computer and the gyro compass system or the log were noted).58 - by hand. (SeePhotograph No.5 ft. a coarse reading gyro angle dial graduated from zero to 360 degrees. for receiving gyro angles from the torpedo data computer. and with range. and a fine reading gyro angle dial graduated from zero to 10 degrees. and concentric with. two. one. X 5 inches. This support is shown in Photograph No. The binoculars secured to the movable head can be elevated or depressed and adjusted for distance between the eyes. (3) An instrument. The torpedo data computer apparently functions as follows: With the submarine's speed and course introduced . Binoculars mounted on the stand may be rapidly trained by turning a finned driving ring which is near the top of. located overhead at the after end of the forward torpedo tubes. in which receiver is incorporated means for setting gyro angles on loaded torpedoes. Markings on a selector switch on the instrument would indicate that gyro angles may be set automatically by the torpedo data computer. The mounting permits a clear view . The motor on the gyro angle and spread angle device in the forward torpedo room seems remarkably small to supply sufficient power to set angles on four gyros simultaneously by means of the torque shafting leading from the instrument to the four tubes. Three dials are on the face of the instrument: viz. X 1. the instrument solves the torpedo firing problem and generates the gyro angle. The small size of the German torpedo data computer and associated equipment compared to our own is noteworthy. a spread angle dial graduated from zero to 22 degrees. 11).(1) A torpedo data computer mounted in the conning tower on the starboard side with dials facing to port. or four torpedoes.5 ft.
.60 - SECTION II . . . . . .F. . . . . . . NAVIGATIONAL INSTRUMENTS: Anschutz gyro compass equipment is installed.around the horizon.59 - arrangements provide a bridge torpedo director. . These . . . . . The binoculars are of pressure proof construction. . . A small lever on the starboard side of the pedestal of the mounting was stated by the ship's gunner to be a torpedo firing lever for firing bow tubes from the bridge.
The entire gyro compass system is an ideal installation for a small ship because of its compactness and simplicity of operation. two in the control room and one in the sound room. an echo sounding machine. setting on the meridian in about one and one half hours. is conveniently visible to a helmsman at the control steering station.The master compass. and a radio direction finding system (loop antenna) are installed in the ship. . one in the conning tower. which is located in the control room amidships and just aft of number two periscope housing. These indicators were at the centers of the repeaters. Indication of heading by magnetic compass. It is about 20" in diameter and about 2-1/2 feet in height. It is understood that vacuum tube voltage control is used in the gyro compass system. which were pressure proof (without covers). It was learned that no further work or adjustments had been made during the approximately two weeks that the compass had been in operation. The gyro was re-installed in its gimbals by British personnel and upon closing the master power supply switch the gyro ran perfectly.61 - appears on a ground glass screen at the lower end of the projector tube. which . A pitometer log. All repeaters were provided with 00 . Two were on the bridge.90 verniers. There were six (6) repeaters located in the ship. Repeaters are self synchronizing. the two that were located on the bridge. In addition. Only one switch must be closed to cut in a repeater. had been superficially defaced by the German crew and had been lifted out of its gimbals and dropped into the bottom of its housing. had in addition to the azimuth and vernier scales an indicator which showed ships heading in three digit numbers. The magnetic compass and the upper end of the magnetic compass projector are located under the raised housing forward of the conning tower.
. RADIO AND SOUND: (1) Radio and sound instruments which were aboard at the time the ship was inspected were in two rooms on the starboard side directly opposite the captain's stateroom. . a rudder angle indicator and a gyro repeater were installed in this room. At least one German receiving or transmitting instrument had been removed from this room by the British. . . . This cabinet is probably part of the hydrophone system. . . (b) After Room: Two German transmitters were installed forward in this room. A large high cabinet. The radio electrician who was installing temporary British radio equipment in the submarine stated that he had not yet traced out the operation and function of this cabinet. . . .62 - SECTION II . to the front of which was fitted a hand wheel and azimuth circle was installed in the forward inboard corner. . . . . .G. . obviously part of a 48 spot hydrophone system.. A ship's speed indicator. A name plate on one read as follows: . . (a) Forward Room: A panel. Two British radio cabinets were installed in this space. was installed in the forward outboard corner.
. .63 - The receiver for the direction finder was installed in the inboard after corner. . . . . .1000 m. that there had been two such p Royal Air Force. SECTION II . . .T. " The other.H. HEATING AND LIGHTING: CONTENTS . The ship's loud speaker cabinet was installed in the outboard after corner. described by the British radio electrician. . antenna for intership voice and radio communication. ." 1. which fits s was the R. . . . 300 .5 K.W. (3) A large cabinet had been removed from the forward corner of the control room by admir that this was the cabinet of an underwater sound echo ranging system and that the cabinet embodi device.600 KHz 500 . as a high frequency transmitter bore a marking "6 KVA". In view of the vagueness of theinformation on the site as to the exact nature of this instru (4) The clearing lines are used as antennae. (2) A radio telephone system had been installed. . A portable short antenna mast. . . .
. . . . . Emergency lighting consisted of portable two-cell wet battery lanterns. Heat aboard during inspection was provided by portable electrical heaters. 10). LIGHTING. There is no auxiliary or emergency lighting circuit. . HEATING AND LIGHTING: (1) HEATING: (See Plan No. 24 and Photograph No. Overall dimensions of the heaters are approximately 20" X 6" X 12". .1 SECTION II .H. . . (2) LIGHTING: The main lighting circuits are connected to the battery through lighting rheostats.SECTION II . .2 HEATING.H . . . . All main lighting fixtures throughout the ship are of the rigid screw socket type fitted with "steam tight" covers.H . . A charging . The bases of the fuse holders were found to be broken through the two securing bolt holes drilled in them. . The loss of lights resulting from the depth charge attack was due to the dropping out of heavy lighting system fuses. .65 - SECTION II . . .
T.R. . . (g) Usual torpedo tube ready light system. . .R. . INTERIOR COMMUNICATION: The following systems of interior communication are installed: (a) Sound powered telephone system with phones in every main compartment.66 - SECTION II . . . . and A. Stations are in C. . (See Plan No. Plugs and call whistles are provided at all voice tube terminals.panel for charging the batteries of these lanterns is installed in the motor room. to F. and A. . and in the C. . (c) Ship's loudspeaker system with a loudspeaker in each main compartment.T. (e) A system of signal lights by which orders may be transmitted from C.T..R.R.T. . . The valve indicators in this system are: Stb'd & port muffler valves . to open or close valves of auxiliary tanks in the ends of the ship. When a change order is put on these systems a blue light at the receiving end flashes and continues to flash until the signal is answered. (f) No bells are incorporated in either engine of motor annunciators or helm order indicators. . . .I.T. . (b) Voice tube system with all necessary terminals for ship and fire control.T. 22).R. (d) Special two way loud speaker system for torpedo fire control. . (h) Compartment and valve ready light system. F. Transmitters are in conning tower and control room.
A SECTION III . .C SECTION III .B SECTION III . SUBMERGED CHARACTERISTICS. .67 - PART III OPERATIONAL CONTENTS SECTION III . OFFENSIVE CHARACTERISTICS. DEFENSIVE CHARACTERISTICS.D SURFACE CHARACTERISTICS.68 - .Engine air induction Ventilation valves Stern buoyancy tank vent.
and to provide rope guards for unavoidable underwater projections. In this submarine. . . . It is usually accepted by operating personnel as bad at best and given very little further consideration by then. . . and the high engine air intake indicate good sea-keeping qualities. . .and adequate quantities of fresh water. . . . indicated that long periods at sea must be very trying on the enlisted personnel. . SURFACE CHARACTERISTICS: (1) There is no lack of navigational facilities normally expected in a ship of this size. and it was observed. narrow superstructure deck forward. however. . . . resulting in relatively little space being available in any compartment where members of the crew can relax in reasonable comfort. the congested condition.A . . relatively high chariot bridge. . fuel oil and lubricating oil for long periods at sea. . the capacity of the electric evaporator plus the approximately 50 gallons of battery water carried in carboys may provide sufficient battery water for extended operation with the type of battery ventilation used. However. SUBMERGED CHACTERISTICS: (1) Large size of ballast tank vents. . . . . . .69 - SECTION III . Comfort of the crew of a submarine below decks is not particularly vital. . low bow plane position. and the height of the bridge front and side of plating above the bridge. . (3) Great care had evidently been taken to eliminate projections. (2) The sharp bow. The only possible shortage was battery water. the this submarine handles very well in both calm and heavy weather at both low as well as at moderate speeds.B. . . Except in extremely heavy weather and when trying to force the ship through head seas it would appear that the bridge personnel should be relatively comfortable. . . . . . . .SECTION III . The ship carried large quantities of food . (4) The British commanding Officer stated. . and power operated friction type engine clutches indicate that the submarine is a quick diver. .
(2) A total of fourteen torpedoes for a submarine of this size gives the ship excellent striking power. OFFENSIVE CHARACTERISTICS: (1) The submarine carries two guns: One 88 millimeter gun on the main deck forward of the conning tower fairwater . . . . but definitely inferior to our torpedo data computer.. The deck gun is entirely too low to be of value unless the ship is operating in exceptionally calm water and the single anti-aircraft gun does not contribute materially to the offensive qualities of the ship.and one 20 millimeter anti-aircraft gun on the platform extension of the bridge deck. and difficulties in reloading due to crowded conditions in torpedo rooms offset some of the advantage gained by the number of torpedoes carried. into which all argument for the complete solution of the torpedo fire control problem except angle on the bow and range are automatically introduced into the instrument. . (3) The torpedo data computer installed in this submarine materially adds to the offensive characteristics of the ship. . . . . . which is possible only under the most favorable weather conditions. . .C. . The fact that two of the torpedoes are unavailable for firing without great effort to strike them below. .70 - SECTION III . . . . In general it is considered to be markedly superior to the British "Fruit Machine". . . Neither would appear to add very much to the offensive military qualities of the ship.
. . . . . . . .D. . It is very definitely superior to corresponding British equipment. . . . . . . . . . In general the submarine has much more equipment to give it stronger offensive characteristics than any submarine of comparable size in either our Navy or the British Navy. . . the echo-ranging equipment and the forty-eight (48) spot hydrophone set all give additional offensive operational characteristics to the ship. . .72 - SECTION III . .71 - SECTION III . . .C. . This is true primarily because binocular sights are definitely superior to the open sights fitted on the British instrument. . . . . DEFENSIVE CHARACTERISTICS: . . . . . . . OFFENSIVE CHARACTERISTICS: (5) The radio direction finder.(4) The night torpedo director located on the bridge and described elsewhere in this report is considered an extremely valuable addition to the general offensive characteristics of the ship.
73 - PART IV SUMMARY: CONTENTS SECTION IV .B SECTION IV .The only outstanding defensive characteristic of this submarine worthy of mention is its hull strength. DEFENSIVE FEATURES. .C OFFENSIVE FEATURES. The 20 m.A SECTION IV . WEAKNESSES. . anti-aircraft gun gives this submarine better defensive characteristics against aircraft than machine guns mounted in British and American submarines.m.
. . . (5) High surface speed. . . (2) Quiet submerged operations. .74 - SECTION IV . . . (7) Very practical night torpedo director. . . . . . . . . . . .A. (3) Hydrophones. . (6) Long cruising radius. .. DEFENSIVE FEATURES: The following are the principle defensive features of this submarine: (1) Hull strength. . . (4) Excellent multiple means of interior communication. (2) Excellent gyro compass. . SECTION IV . . . . . . OFFENSIVE FEATURES: The following are the principle features of this submarine which contribute to its offensive v (1) Excellent attack periscope. . . (3) Supposedly bubbleless torpedo firing. . . .B. .
. . . . . . . . (4) Lack of automatic emergency lighting. WEAKNESSES: The following are the observed outstanding weaknesses of this submarine: (1) Apparent deficient strength of battery jars or improper wedging. .75 - . independent of main battery. . . . . .SECTION IV . (2) Congested conditions as they affect the efficiency of personnel. . . (3) Probable long reloading time due to congested conditions. . .C.
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