Soldier's Service and Pay Book Army Book 64 for Sergeant Ronald Henry Ashby
Sergeant Ronald Henry was born September 19th 1916. His home address was in Maidstone. He began the war in the 45th Light Anti-Aircraft Regiment, Royal Artillery and then was converted to an infantry role in the Queen's Own Royal West Kents sometime in early 1945 due to manpower shortages. The inside front cover of the book shows the remnants of a leave pass for Cairo. There are also two leave passes tucked inside for Venice and Naples after he had been reassigned to the Queen's Own Royal West Kents. There is also a movement control infectious disease card stamped RAF Glatton upon his return to the UK.
45th Light Anti-Aircraft Regiment, Royal Artillery (45th LAA Rgt), was a British Territorial Army (TA) unit formed in July 1940. After serving in Anti-Aircraft Command during the Battle of Britain and The Blitz, it went to North Africa as part of Operation Torch and fought in Tunisia and Italy. It ended World War II as a garrison regiment. The regiment was formed on 10 July 1940 as part of the rapid expansion of Britain's Anti-Aircraft (AA) defences during the Battle of Britain. It was originally constituted with 500 to 507 LAA Troops, which had been formed on 1 July. It was then joined by 102 and 135 LAA Batteries, which had been formed on mobilisation of the TA (23–25 August 1939) and by 142 LAA Bty transferred from 22nd LAA Rgt, a TA unit based in Birmingham. It formed part of 1st AA Bde, which had been reformed after the Dunkirk evacuation and had been assigned by Anti-Aircraft Command to defend the industrial town of Crewe in the West Midlands under 4th AA Division. Light AA guns were usually deployed to defend Vulnerable Points (VPs) such as factories , rail junctions, airfields etc, but AA Command was suffering a severe shortage of suitable LAA guns: with too few of the preferred Bofors 40 mm guns available, the newly-formed regiments were largely equipped with Light machine guns (AALMGs) until 1942. As AA Command expanded, 4th AA Division was split, and 1st AA Bde at Crewe was assigned to a new 11th AA Division. The West Midlands was badly hit during the Blitz of November 1940 to May 1941. By the end of the Blitz 45th LAA Rgt with its three batteries had transferred to the command of a new 68th AA Bde in 11th AA Division. The regiment sent a cadre of experienced officers and men to 224th LAA Training Rgt at Aberystwyth where they provided the basis for a new 265 LAA Bty formed on 12 June 1941. When this battery was regimented with 45th LAA Rgt on 4 September 102 LAA Bty transferred to a new 82nd LAA Rgt forming in Norfolk. Later that month, while the regiment was at Meriden, it was also joined by 306 LAA Bty, which had been formed from the fourth Troops of 70, 72 and 141 LAA Btys of 22nd LAA Rgt. Then on 20 November the fourth Troops of 135, 142 and 265 LAA Btys were detached from 45th LAA Rgt to form a new 326 LAA Bty at Shifnal, which was regimented with 76th LAA Rgt. By December 306 LAA Bty had also left to help form a new 98th LAA Rgt at Albrighton, which replaced 45th LAA Rgt in 68 AA Bde. After 45th LAA Rgt left 68 AA Bde it transferred to 66 AA Bde in 2nd AA Division. This division was responsible for the defence of the East Midlands. During the spring, 142 LAA Bty was attached to 41 (London) AA Bde and 265 LAA Bty to 10th AA Division. At this stage of the war, experienced AA units were being trained for service overseas. By April 1942 45th LAA Rgt had come under War Office Control while remaining deployed with AA Command. 66 AA Brigade HQ left AA Command in August 1942 to join First Army preparing for the invasion of North Africa (Operation Torch), and 45th LAA Rgt came under 32 (Midland) AA Bde, though it was also part of the War Office Reserve. In the autumn of 1942 45th LAA Rgt also left AA Command and came fully under War Office control, with the following organisation for mobile operations: 135, 142, 265 LAA Btys 45 LAA Rgt Signal Section, Royal Corps of Signals 45 LAA Workshop, Royal Electrical and Mechanical Engineers 45 LAA Rgt Platoon, Royal Army Service Corps In 1942, equipped with Bofors guns, 45th LAA Rgt was attached to Allied Force Headquarters for Operation Torch, the invasion of North Africa. The troop convoys assembled in the River Clyde in October 1942 and sailed to North Africa, where the British troops began landing at Algiers on 8 November. The force then moved eastwards to seize the port of Bougies and Djidjelli airfield, 45th LAA Rgt following them by sea. It had been intended to land two LAA troops on the beaches near Djidjelli, but sea conditions prevented this and the whole regiment disembarked at Bougies. Axis air command reacted quickly to the Allied invasion. As the AA troops moved into their positions they were dive-bombed in the open, particularly at Djidjelli. Here a battery of 45th LAA Rgt and a troop from 58th HAA Rgt rapidly organised barrages in close defence, so effectively that three enemy aircraft were destroyed and the gun positions survived. There was a repeated attack, by Ju 87s and Ju 88s flying at 5000–6000 feet, on 22 November, which lasted two hours. In January 1943, as the Tunisian Campaign developed, 45th LAA Rgt was assigned to British First Army. While V Corps advanced towards Tunis through rough country and steep-sided valleys. 45th LAA Regiment accompanied it to provide AA cover. A large number of small actions were fought by isolated AA troops against fast, low-flying attacks. In these 'snap' engagements the No 3 LAA Predictor was useless and deflection fire had to be judged using the visual Correctional Sight, known as the 'Stiffkey Stick'. Off-road deployment was so limited by soft ground that the regiment issued an order that no Bofors gun should be positioned further from hard going by more than the length of its tractor's tow rope. By Mid-March 1943, 45th LAA Rgt was assigned to provide LAA cover for French XIX Corps, which had joined the Allied force. In the final phase of the campaign (Operation Vulcan), 45th LAA Rgt formed part of 52nd AA Bde, which held a number of AA units on their wheels and ready to move into the objectives of Tunis and Bizerta immediately behind the leading battle groups. They deployed in Tunis on 7 May before the last German combat groups had been cleared out. 45th LAA Regiment was not involved in the Allied invasion of Sicily (Operation Husky), but entered the Italian Campaign as part of the British Eighth Army, commanded by Lieutenant General Sir Oliver Leese, in early 1944 when it rejoined 66th AA Bde. The brigade had been defending the Salerno landing area and airfields supporting the American Fifth Army, under Lieutenant General Mark Clark. After the breakout from the Anzio beachhead, in May 1944, it took over defense of that area, and it followed up as Fifth Army advanced to Rome and beyond. By late 1944, the German Luftwaffe was suffering from such shortages of pilots, aircraft and fuel that serious aerial attacks could be discounted. At the same time the British forces in Italy were suffering an acute manpower shortage. In June 1944 the Chiefs of Staff had decided that the number of AA regiments in Italy must be reduced and their fit personnel converted to other roles, particularly infantry. 45th LAA Regiment was one of those selected for conversion, becoming 45 Garrison Regiment RA on 4 November. On 13 February 1945, retrained as infantry, the regiment was retitled 603 Infantry Regiment RA, serving under Eighth Army in Italy for line of communication and occupation duties, which it continued after the war until it was disbanded on 1 December 1945.
Acquired from the London Medal Company in London, UK. Unit info provided by Wikipedia.
A collection of poems sold for 1 shilling by the Socialist Party in Belfast, Northern Ireland in support of the Russian Red Cross. Includes Poems by W.R. Rodgers, Rayner Heppenstall, John Hewitt, William Adair, Maurice James Craig, James Mackinlay, R.P. Maybin, Colin Middleton, and Paul Potts
Acquired from Needful Things Antique store Dublin, Ireland
Journal of Wolfgang Schewe (Kriegsmarine)
The journal of someone who served on a German U-Boat. The journal describes his time in training and the photos seem to show him during active duty. Most of the entries are during 1941, and the final date written near the logo for U-929 being in 1945 just 5 days before VE Day. The passenger/cargo motor vessel CARIBIA (12,049 GRT / 5480 tdw) was laid down in 1931, and launched on 1 March 1932 by the Blohm & Voss shipyard, Hamburg-Steinwärder, yard number 493. Completed on 5 Febr 1933 for the Hamburg-America Line (HAPAG) for their West Indies-Central America service. As a twin-screw vessel, Caribia was powered by two 8-cyl. MAN diesel engines with a total power of 11,500 HP, giving a service speed of 15 kn, maximum speed 17 kn. She could accommodate 447 passengers in three classes and had a crew of 198. Caribia begun her maiden voyage from Hamburg in March 1933, remaining on the West Indies route until 1939 before the outbreak of World War II. After 1 Sept 1939 the ship was first laid up and in 1940 requisitioned by the German Navy (Kriegsmarine) for the use as an accommodation ship in Flensburg-Mürwik, close to the Naval Academy. Caribia was painted overall gray and was armed with some AA-guns, remained in her role as a floating barrack throughout the whole war without any notable incident. German submarine U-929 was a Type VIIC/41 U-boat of Nazi Germany's Kriegsmarine during World War II. She was ordered on 2 April 1942, and was laid down on 20 March 1943, at Neptun Werft AG, Rostock, as yard number 516. She was commissioned under the command of Oberleutnant zur See Werner Schulz on 6 September 1944. German Type VIIC/41 submarines were preceded by the heavier Type VIIC submarines. U-929 had a displacement of 769 tonnes (757 long tons) when at the surface and 871 tonnes (857 long tons) while submerged. She had a total length of 67.10 m (220 ft 2 in), a pressure hull length of 50.50 m (165 ft 8 in), an overall beam of 6.20 m (20 ft 4 in), a height of 9.60 m (31 ft 6 in), and a draught of 4.74 m (15 ft 7 in). The submarine was powered by two Germaniawerft F46 four-stroke, six-cylinder supercharged diesel engines producing a total of 2,800 to 3,200 metric horsepower (2,060 to 2,350 kW; 2,760 to 3,160 shp) for use while surfaced, two BBC GG UB 720/8 double-acting electric motors producing a total of 750 metric horsepower (550 kW; 740 shp) for use while submerged. She had two shafts and two 1.23 m (4 ft) propellers. The boat was capable of operating at depths of up to 230 metres (750 ft). The submarine had a maximum surface speed of 17.7 knots (32.8 km/h; 20.4 mph) and a maximum submerged speed of 7.6 knots (14.1 km/h; 8.7 mph). When submerged, the boat could operate for 80 nautical miles (150 km; 92 mi) at 4 knots (7.4 km/h; 4.6 mph); when surfaced, she could travel 8,500 nautical miles (15,700 km; 9,800 mi) at 10 knots (19 km/h; 12 mph). U-929 was fitted with five 53.3 cm (21 in) torpedo tubes (four fitted at the bow and one at the stern), fourteen torpedoes, one 8.8 cm (3.46 in) SK C/35 naval gun, (220 rounds), one 3.7 cm (1.5 in) Flak M42 and two 2 cm (0.79 in) C/30 anti-aircraft guns. The boat had a complement of between forty-four and fifty-two. U-929 was scuttled north of Warnemünde on 1 May 1945, before she could participate in any war patrols. Cordillera was a German passenger motor vessel, built during the severe economic regression in the early 1930's. Cordillera (12,055 grt/6902 nrt) was launched on March 4th, 1933 by Blohm & Voss, Hamburg-Steinwerder and commissioned on Aug. 8th, 1933, followed by her maiden voyage to the Canary Islands. Her diesel motors had an output of 11,500 H.P., allowing for a service speed of 17 kn. Between 1933 and 1939 Cordillera served on her usual route from Hamburg to the West Indies and central America. In Sept. 1939, already after WW 2 broke out, Cordillera broke though the British lines and arrived at Murmanks, Kola peninsula where several German ships sought shelter before returning to Germany. Cordillera arrived back at Hamburg on Febr. 8th, 1940. At Hamburg the liner first was used as a barracks ship and later at Swinoujscie (Swinemünde) as an accommodation ship for the Flak School 1. On March 12th, 1945, still at Swinemünde, Cordillera was hit by bombs and capsized in shallow waters. The wreck was raised later and taken over by the Soviet Union as a war reparation. She was towed for Warnemünde on June 7th, 1949 and then to Antwerp on Oct. 6th for repairs. Commissioned as the Soviet ship Russ in 1951, homeport Wladiwostok, the vessel served served on its new regular line between its homeport and Kamchatka until 1977. Finally, she was decommissioned on Dec. 30th, 1977 and arrived at Incheon, South Korea, on Febr. 10th, 1979 for breaking up. She originally laid at position 54°15′N 12°04′E, before being raised in 1956, and broken up.
Watch and Duty Small Watch Groups Watch Officer: Lieutenant Fraszezak Engineer Officer: Lieutenant Thielmann Chief Engineer: Senior Engineer Hegmann Helmsman: Petty Officer Meissner Division Commander: Captain z. See Gumprich The Training Period from 7 January to 31 May 1941 My Introduction to Active Service On January 7, 1941, around 6 p.m., I traveled with the 13th platoon from Berlin to the port of Stralsund. We arrived there at about 6 a.m., after a journey of several hours. Upon our arrival, we were assigned to the accommodation in the barracks and soon went to the naval training company. There was a lot of hustle and bustle! We were met by our commanding officers. “Gentlemen! You are now part of the submarine service!” We were given a short speech. Slowly, I began to feel proud to belong to such a company. Everything here was new and exciting. In the afternoon, we were assigned to our platoons and groups. I came to the 4th company for further training and was placed in the 3rd platoon, 9th group. Basic training began immediately afterward. ________________________________________ 3 Months of Basic Training Introduction Finally, the long-awaited day of basic training had come. For a long time, I had been preparing myself to fulfill the duties of a German sailor to the best of my ability. Although I already had an idea of what awaited me — the hardships and difficulties of a sailor’s life — I was still determined to give my best. We were now to learn everything that belonged to the foundation of military service: discipline, obedience, and physical endurance. The last days were spent with intensified exercises, and we were tested in the use of rifles and hand grenades. The training lasted four weeks. Training – Basic Exercises The Basic Training The first days of service were quite tough. In addition to the regular duties, we began with basic training. That meant: “Introduction to basic exercises!” The instructors were strict. The commands had to be carried out quickly. Everything had to happen with precision and discipline. At first, it was hard to keep up, but after a short time, it became easier and easier. Again and again, we practiced the rifle drill and often the group was driven to exhaustion by the drill instructors. But all of this had its purpose — above all, discipline had to be achieved. In addition to rifle drills, we also learned marching, handling of weapons, and basic combat exercises. After a few weeks, our company was divided, and I came to the 2nd platoon, under the command of Chief Petty Officer Schröder. He placed great emphasis on neat uniforms and clean equipment. We were also taught other military basics, such as the use of hand grenades, field service regulations, and basic naval combat principles. The last few days before the conclusion of basic training were spent with intensified exercises, and we were tested in the use of rifles and hand grenades. After the end of training, there was a parade and an inspection. I must honestly say that, although it was difficult, I had grown used to the daily routine and discipline by then. On January 30, 1941, basic training officially ended for me. I was proud to have endured it. From that moment on, we felt like real sailors, ready for the next stage of training — the sea and submarine service necessary to overcome all difficulties and at the same time to dedicate my whole life to this service. Field and Combat Service The field service was quite tough at times. I must say that this was not the easiest part of my preliminary military training. Especially exhausting for me, however, was the M.G. (machine-gun) course. Handling the M.G. was always a special pleasure for me, but also a difficult one. After some time, I became quite adept at it and was assigned to the M.G. troop. During a short exercise march, I had to carry out a 10-kilometer route with full pack and M.G. equipment. At that time, I carried an additional M.G. case. In the following days, I was trained in assembling and disassembling the weapon. We were a group of three assigned to one gun (the M.G. 34). I received the order to operate my M.G. independently and to maintain it in good condition. We practiced setting up firing positions, aiming, and defensive shooting. Each day, the training with the M.G. became easier and more enjoyable. Every exercise concluded with a terrain-based combat practice, during which all previous lessons were applied. We learned to coordinate movements with our platoon. The M.G. troop always had to provide covering fire. I passed my first field exercise with distinction. ________________________________________ Sport and Swimming In sports, my performance was always satisfactory to good. Gymnastics formed the basis of our physical training. In addition to gymnastics, running and swimming were among my main disciplines training and education. I was assigned to the coastal command. ________________________________________ The Garrison Duty During this time, the daily routine consisted of morning roll call, garrison duty, and the noon inspection, followed by weapons cleaning on deck. ________________________________________ 16. III. For field exercises, I was assigned to the garrison company. At 13:00 hours, we received a short briefing from the company commander. ________________________________________ 23. III. On this day, I took part in the marksmanship training with the M.G. (machine gun) troop and practiced with the anti-aircraft cannon. The training lasted from 11:00 until 16:00 hours and included target practice. ________________________________________ 26. III. Day of the Inspection The training ship Clauswitz carried out field and nautical exercises. I myself took part in an officer-candidate exercise and passed all required tests in both the field exercise and the shipboard training. ________________________________________ 27. III. The commander-in-chief, Admiral Marschall, inspected the 5th Company and spoke a few words of praise to the men. ________________________________________ 31. III. The day of departure finally arrived. After final preparations and a last roll call, we boarded the transport train. Our destination: Flensburg. Arrival there at 20:00 hours. Transfer to the training ship Caribia! Mürwik – Caribia My Superiors Commander of the training ship: Rear Admiral Lohmann Company Chief: Corvette Captain (Engineer) Glawatz Senior Engineer: Senior Engineer Meyer Platoon Officer: Lieutenant (Engineer) Stockfleth Platoon Leader: Warrant Officer Finze ________________________________________ (Below this text, there is a hand-drawn illustration of the training ship “Caribia.”) I. Onboard Training Accommodation and Assignment in my Command 1. IV. 1941 On the morning of April 1st, after a long train journey, we reached our destination: Flensburg. Upon arrival, we formed up in ranks and, under the supervision of Lieutenant (Engineer), were marched to the Naval Academy. There, after a short rest, we were transferred by truck to the training ship Caribia. Caribia was to become my new home for the next few months. The Caribia is a 12,000-ton ship of the Hamburg–America Line, fitted out for naval training purposes. I came to the command of Lieutenant T. Kleeff. Initial impressions were very good. The ship was clean and orderly. We were assigned our quarters, and soon afterward I could begin arranging my bunk and locker. The mood among the men was cheerful and spirited. Our officers and petty officers made a solid impression. In general, the atmosphere was thoroughly naval!! ________________________________________ 2. IV. 1941 After breakfast on the 2nd of April, we were given a tour of the ship to become familiar with its layout. Everything was very instructive. We were shown every department and introduced to the duties of the crew. Afterward, we practiced an emergency assembly drill, which went smoothly. The ship life began to take on its daily rhythm. 3. IV. 1941 Beginning of Service Instruction in “Ship Familiarization” on Thursday morning marked the beginning of active service. The engineering officer gave an introductory lecture and made us familiar with the layout and structure of the ship. He explained the individual sections and their functions in detail, introducing us to the routines of officer duties, maintenance, work orders, and service schedules. Afterward, we inspected the ship’s machinery. The engine room, with its complicated array of pipes and valves, made a strong impression. The engineering officer showed and explained the function of the various components of the propulsion system. Before lunch, the daily cleaning of our quarters took place — every man had his assigned duty! Afterward came the first watch exercise on deck. Under the supervision of the duty officers, we learned how to handle ropes and lines, to tie knots, and to perform the necessary watchkeeping duties. In the afternoon, we participated in the lifeboat drills. We were divided into rescue teams and assigned to our lifeboats. Each of us had to learn how to lower and secure the boats. Later in the day, we received our first theoretical lecture on U-boat construction. It dealt with the structure of a pressure hull and its components. The work was exhausting but extremely interesting and instructive. I am already gaining valuable lessons for later service on U-boats! 4. IV. 1941 In the afternoon lesson, we received our first instruction in shipboard service. This instruction is meant to familiarize us early on with life aboard ship. After lunch, we had an exercise in provisioning the ship. It went quite successfully. The officers in charge oversaw the loading and distribution of supplies, and we received an introduction to the procedures involved. From 18:00 until bedtime, the rest of the day was spent in leisure. Some played chess or card games, others wrote letters or read books. A few took a walk on deck. At 20:00 we held an evening muster; afterward, I went ashore with a few comrades for a short stroll through the city. I returned to the ship around 22:00 and spent the night aboard. ________________________________________ 5. IV. 1941 It was a day in Hamburg. My watch lasted until 08:00. After breakfast, the entire day was free. Before noon, I visited my relatives, who live in the nearby suburb of Fuhlsbüttel. After lunch, I was back on board at 14:30. From Hamburg, we were to undertake a short familiarization voyage along the Elbe River. All men were present on board; the ship Caribia cast off around 17:00. We sailed downstream the Elbe, passed Blankenese, and continued until about 3 km beyond Glückstadt, where we anchored. From there, we enjoyed a magnificent evening view over the river. Soon after Flensburg, after a short stop in the Bendixen shipyard “Maasz,” the Caribia was completely ready. For me, this day coincided in part with my birthday! ________________________________________ 7. IV. 1941 When I found out and mentioned it casually, my comrades warmly congratulated me. That evening, we had a small celebration — modest, but cheerful. Everyone joined in the spirit of it. After dinner we took a brief walk on deck. The weather was clear and calm, and the evening air pleasantly cool. Then I went down into the long corridor leading to the officers’ quarters. There the usual evening routine continued — letter-writing, reading, and conversation. Before turning in for the night, I went up on deck again. The stars shone brightly, and the soft hum of the engines filled the quiet. Our instructor in seamanship gave us a short talk on handling ropes and mooring lines; after that we were dismissed. We then received our first order to prepare the lifeboats. Each man was assigned to his specific boat station. The Caribia was now fully provisioned, all preparations completed, and we were ready for the next stage of our journey. ________________________________________ 8. IV. 1941 After breakfast (around 10:00 a.m.) we conducted a boat drill. The lifeboats were lowered into the water, and we practiced rowing and maneuvering. Although the morning air was still rather cool, the exercise went smoothly, and coordination among the crews improved noticeably. By noon, we already showed a clear sense of cooperation and readiness. The lectures by the engineering officers so far have been very good and clear in content, structure, and presentation — a truly comprehensive introduction! After the second morning lecture, we studied electrotechnics. The topic began with the basics of electricity — direct current, alternating current, and electrical resistance. Through drawings and explanations, the instructor introduced us to the principles of electrical engineering. We then moved on to the electrotechnical office (EMK), where we practiced measurements and circuit testing. These initial demonstrations are extremely important for our understanding of engines and equipment. After lunch, we continued the exercises in our workbooks. ________________________________________ 9. IV. 1941 In the afternoon, we performed 33 field exercises. These were mainly orientation and signaling drills. Even though the weather was somewhat chilly, the exercises went well. Around 3 p.m. we took part in a boat trip that was part of the following navigation practice. During this trip, we were shown handling maneuvers such as turning, stopping, and docking. The Caribia lay still while we maneuvered the small boats around her hull. The instruction on wind direction and currents was particularly interesting, and we were able to observe the influence of both on steering and movement. In the evening, I had a short conversation with an officer about the upcoming watch schedule. Tomorrow we will begin night watch training, starting at 6 p.m. For the first time, we are to stand together on deck in pairs — one acting as watch officer, the other as helmsman. These are not easy duties, because the watches require both alertness and calm under pressure on the watch, was learned thoroughly. From the watch service training, I am beginning to get a clear idea of the duties of a watch officer and therefore understand the bridge operations better. To perform the duties properly, one must always keep in mind the responsibility carried in such a position! ________________________________________ 10. IV. 1941 During the night leading into Thursday, we again had maneuver exercises. The duty began with watch practice. Despite the cold and slightly foggy weather, everything went well. Afterwards, we practiced "bearing plotting" in a navigation exercise. We learned how to determine the position and course of another ship using bearings. This was first practiced on the blackboard; later, the exercises were carried out in small groups on deck using binoculars and bearing compasses. After such exercises, we again moved to the classrooms. We were divided into smaller groups of four to six men. These groups are to remain together for the duration of the training, which has already led to a more pleasant working atmosphere. The exercises require great concentration, but soon everything became clearer through repetition. After lunch, we gathered again on the upper deck for lifeboat drills. It was a lively afternoon, and everyone enjoyed the change of pace. ________________________________________ 11. IV. 1941 Day of rest. At 8 a.m. inspection and small flag parade! Everything went perfectly; the commander was visibly satisfied! At 10 o’clock, the church service took place. I was part of the choir. During my second watch later, I was able to observe the arrival of the Caribia and even exchange signals with her. It was an interesting sight and brought some welcome change to the usual routine. After lunch, I spent most of my free time writing letters. For the afternoon, swimming instruction was on the schedule from 3 p.m. onward. I first went to the harbor baths, but the water was still very cold. All the same, it was good to have the chance to get used to it again. After that, I visited a comrade from Hamburg. That was a nice change! Later, I went to the cinema, where I saw the film “Wish Upon a Star.” After that, I went to my room and then to the canteen. ________________________________________ 12. IV. 1941 Morning: study and diving instruction. At our station, we had to ensure that everything functioned properly. Since I was assigned to work with an officer at the machine telegraph, I went to the control room. There, I practiced together with the console operator. This lieutenant gave me valuable guidance and showed me the finer points of the diving procedure. Later, we had a lecture on submarine tactics. The class lasted about two hours. After the instruction, we again had time off. In the evening, I met with a few comrades, and together we wrote letters and relaxed. After 10 p.m., I went back to my quarters and soon to bed. After my return from Flensburg, during my brief stay in the barracks “Maas,” the entire Caribia crew was assembled again — I was able to take part in part of the celebration of my birthday! ________________________________________ 14. IV. 1941 When I wanted to sleep that night, I noticed that part of my bedding had not been returned from the laundry. I had to improvise with what was available. The next morning, after breakfast, I had my first watch duty again. The officers were, unfortunately, not yet back on board. In the morning, I dealt with my correspondence and my diary. Later, we were allowed to go ashore and spend some time in the city. When we returned, the Caribia was already showing signs of activity again. The afternoon passed with maintenance and technical cleaning work. In the evening, I occupied myself with my personal studies for the service exam. ________________________________________ 15. IV. 1941 The day began with watch training. Since I was still not yet assigned to the torpedo section, I was again in the technical watch. We began the morning with a theory class on electrical engineering (alternating current). Afterward, we went to the electrical laboratory for practical exercises and stayed there until lunch. After the midday break, we had free time until 4 p.m. Then, another practical exercise followed, and the day concluded with an evening lecture that, despite being long, was quite interesting. The training was of fundamental importance for the future! We were now assigned to the electricians. For three days we received theoretical lessons. The instructor gave us a good overview of the equipment and their operation. The material was very interesting. I was particularly struck by how precise and reliable the electrical systems are, and how essential they are for the proper functioning of the submarine. Everything has to work perfectly — if even one circuit fails, it could easily lead to a dangerous situation. We are now quite familiar with the systems and therefore feel much more confident. ________________________________________ 16. IV. 1941 Because of an unfortunate delay in the completion of our training, we were only finished around 4 p.m. that afternoon. After lunch we returned to the ship. That evening there were a few announcements made to the entire crew. Among other things, it was said that we would soon begin our sea trials on the Caribia. During the following days, the exercises were to consist of practical instruction in specific operations. The overall training schedule seemed to be tightening, and our days were now very full. After evening roll call, I went back to my quarters. Before turning in, we received a short lecture about navigation from the chief engineer. Then we had the rest of the evening off. 17. IV. 1941 In engineering class today, we first learned about practical matters: the proper operation and maintenance of the engines, and the purpose of various valves and regulators in the engine room. The instructor — himself a machinist — explained the connections in great detail, often using examples from his own service experience. We are not yet allowed to take part in the engine watch, but it is expected that we will soon be assigned to shifts. The theoretical instruction is therefore particularly important right now. The engines and their operation are extremely interesting, though the material is also quite difficult. Most of us are still unfamiliar with many of the technical terms. After lunch we had a short lecture about battery cells. Then we received instruction about torpedo maintenance. In the afternoon I began my first practical work in the ship’s workshop. We were busy until around 4:15 p.m. I feel that I am already starting to become more confident in these tasks. ________________________________________ 18. IV. 1941 This morning we again had engineering instruction. As a change of pace, we also studied the air compressors and learned how the compressed air is used to operate certain valves and control systems on board. Afterward, the commander gave a short address in the crew’s quarters and emphasized once more the importance of discipline and precision. Each man must be able to rely absolutely on the other. That afternoon, one of the officers gave us a demonstration on the gyrocompass. It was fascinating to see how such delicate mechanisms function perfectly even when the boat is pitching and rolling. I will likely be assigned soon to work in this area as well. After a short practice exercise in the torpedo room, we were released for the afternoon. Later I went to the infirmary. I still needed some ointment for a skin irritation and also wanted to have my right shoulder looked at again — it has been aching for several days now, probably from working in a cramped position. ________________________________________ 19. IV. 1941 In the morning, we once again had class in the control room and practiced the handling of the diving apparatus. By now, most of us are able to operate the depth controls with a fair degree of confidence, though it still requires concentration. After lunch, we took part in a drill and practiced crash diving (“Alarmtauchmanöver”). Everything went smoothly — the commander was very satisfied and praised us for our “quick reaction.” Later in the afternoon we had some free time. I went ashore with Reiner and Karl Peters. We sat for a while in a café; I liked it very much. In the evening, we went to the cinema and saw an English film — a romantic comedy! ________________________________________ 20. IV. 1941 Because of the commander’s birthday, we had only a short duty day on Sunday. After morning inspection, we were given some free time. Some of us stayed aboard to rest, while others went ashore together. At 1 o’clock, there was a brief gathering in the wardroom, and afterwards we resumed light duties. Everything was not yet finished with the usual duties, but we gathered once more to complete our assignments. It was already quite late; around 10 p.m. we finally went back to our quarters. ________________________________________ 21. IV. 1941 The day began with a short morning exercise. Afterwards, during the forenoon, I had to take part in the “diving tank training.” The session went quite well. Although I was still somewhat clumsy, I didn’t make any serious mistakes. During the torpedo drill we were once again divided into groups, and I worked with Lorenz. He’s a solid and reliable comrade — we get along quite well. Later we went through the hydraulic system and practiced the loading of torpedoes. That took up most of the day. After the evening meal, I read for a while and then went to bed early. The training exercises are gradually taking their toll. ________________________________________ (Cartoon at bottom of page) The drawing shows two sailors carrying heavy logs across a quay, struggling and sweating. One is stooped forward with effort, while an officer (partly drawn on the right) shouts instructions. Text in the illustration reads: • “Sie dolle... Haben Sie überhaupt geschlafen?! 10 Uhr Seewache!” → “You tough guys... Did you even get any sleep?! 10 o’clock sea watch!” • “Sie sind wohl toll geworden?! Strecken Sie ja im Takt aus!!” → “Have you gone crazy?! Keep in step, I said!!” ________________________________________ April 22, 1941 After breakfast, we had classroom instruction. I went over to the nearby shipyard where I had to supervise a diving operation. The divers were busy repairing a part of the hull. Later in the morning, I continued working until about 2 p.m. on my report for the “Instruments” section. Unfortunately, there was little time left to finish the work I had planned before our upcoming practical exercises. In the afternoon, we went to the swimming pool for diving practice. ________________________________________ In preparation for the visit of the regional admiral, we were assigned to M.S. We received theoretical and practical instruction about assembling and disassembling the torpedo. It was quite interesting to handle this dangerous weapon up close for the first time. We also reviewed the basics of torpedo physics and the firing mechanism. As usual, I found it quite fascinating to see how the devices worked—something I had only read about before in training manuals. During the practice, one of the detonators jammed for a moment, which gave us quite a scare. However, it was quickly resolved without incident. The work at the torpedo range took all afternoon and went very well. I was completely covered in oil and soot afterward! I took a long bath later in the evening and then wrote a few letters before going to bed. So ended a long but interesting day—one of the best of my training so far. ________________________________________ April 23, 1941 It was a truly exhausting day. The morning began with classroom instruction. For two hours, we were busy practicing diving maneuvers and reviewing theoretical material. Afterward, we had some time for gymnastics (calisthenics). The weather was once again beautifully warm. At noon, we played a soccer match against the 6th platoon. It was a completely fair and spirited game, played with great enthusiasm and good humor. The 6th platoon had several skilled players, and although our team fought hard, we were ultimately defeated 6:3. I served as goalkeeper again and made several good saves, though one of the goals against us was admittedly my fault. Afterward, we all lay in the grass chatting and relaxing. Many spectators had gathered; even the company commander came by to watch. During the afternoon, two of our comrades were reprimanded by the company commander for earlier disciplinary issues. Our officer spoke sternly but fairly. I think the warning was effective—both men seemed deeply ashamed afterward. After supper, we had another lecture on torpedo construction. The material was presented very clearly, and I followed the discussion with great interest. I wrote a letter to my parents afterward and read a bit before turning in. Around 10 p.m., I was in bed, completely exhausted but satisfied with the day’s work. ________________________________________ April 24, 1941 Today we were assigned to the upper deck early in the morning. It concerned exercises with the torpedoes and the launching gear. After the “Klarieren-Tiefsee-Fahrt (Degaussing)” we received only a brief lecture about its purpose, since the subject had already been sufficiently covered in the navigation course. In the afternoon class, however, we went again to our actual instructional area, namely a submarine, to study in detail the internal construction of the vessel. Further on, we had to fill the ballast tanks with compressed air. This took quite a long time, since the tanks were very large. Unfortunately, I got quite a bad headache; I assume it was from the air-compression devices. I was glad when, in the afternoon, the work came to an end and we were able to go ashore again. During the torpedo instruction we received today, we were shown the operating mechanisms of the torpedo. We began with a general explanation. I already knew a little of it, yet today’s explanations were very interesting and clear to me. The officers were friendly and patient. ________________________________________ 25. IV. 1941 Today we had swimming practice again! The water was bitterly cold. Swimming back and forth several times demanded a great deal of effort from me, and after some time I could hardly feel my arms anymore. The others also had difficulty keeping up the pace. The exercise was supposed to last two hours; however, because the waves were so strong, we were allowed to finish after about an hour and a half. The company commander praised us for our perseverance and endurance whereupon I became known and now apply myself to the greatest diligence in order not to stand out unfavorably. The afternoon passed without any particular incidents. We practiced our duties and reviewed the course of actions concerning the electric torpedoes. ________________________________________ 26. IV. 1941 Once again, the end of the week has arrived, and with it the inspection. Because of the practiced maneuvers, the morning passed quite swiftly. Since the drill for the coming week was already issued yesterday by the commanding officer, we did not have to practice again. Despite the frequent exercises, the spirit and mood remain good, though it is not always easy to maintain one’s concentration. After the inspection, we were given free time. Some went ashore again, while others stayed behind to write letters. I remained on board; the weather was too beautiful for me to go below deck. I am feeling very well — physically, I am quite fit! After lunch, we had a very thorough inspection. The officers examined every item of equipment down to the smallest detail and found nothing to criticize. In the afternoon, I used the remaining time to write a few letters home and to attend to my personal correspondence. ________________________________________ “And that was really, really good!!” “Penalty for handball! — Shoot!!” ________________________________________ Cartoon text at the bottom “Careful — only into the crouching position! Are you trying to get the ball out of the goal?! Stretch out your legs!!!” ________________________________________ 27. IV. 1941 The diving exercises today were not satisfactory either. Some comrades were still not completely sure in their movements and handling of equipment. Our 1st group performed somewhat better. I am now in the 3rd watch section and therefore participate in special instruction. The weather has again turned quite favorable; bright and clear. I am beginning to get used to the constant changes of the ship’s movements. The food continues to be good, and the overall atmosphere among the men is cheerful. My health is very good, and I am steadily improving in physical fitness and endurance. In the evening, I took part in a lecture on England — very interesting. ________________________________________ 28. IV. 1941 During the morning’s instruction, I worked with two men on torpedo firing mechanisms. At noon, I received a message from my superior informing me that I had been proposed for the “German Sports Badge” in Hamburg. This pleased me greatly! Paul M. and another comrade were also named for this award — a sign of special distinction!! In the afternoon, we carried out a new exercise involving the launch sequence. For this, the same orders as during our last dive drill applied. One of the men forgot his breathing apparatus and had to retrieve it from the aft compartment, which delayed the operation somewhat. After dinner we had a very spirited discussion. The commanding officer had expressed himself in the sense that officers are individuals and should not be “mass-produced.” In the subsequent conversation I voiced my opinion that officers must also be educated to some degree of conformity with the spiritual ideals of the Navy. Also, I still found the diving exercises unsatisfactory. Some comrades are not yet entirely confident in our new combat methods. The 1st group achieved quite good results. In the 3rd group, several errors occurred which clearly showed a lack of composure and clarity under water. It is not easy to remain calm in this enclosed space, where every action must be performed precisely and without haste. I therefore made my men practice all maneuvers twice. The exercises lasted until late evening. ________________________________________ 27. IV. 1941 After dinner we had a rather comradely gathering. The officers’ mess had invited us to the “Kaiserhalle.” We went there in the evening and found the place already quite full. I was seated at a table with some senior officers, including the commander of our flotilla. The mood was very cheerful. We sang songs, drank, and made jokes. It was 2 a.m. when we finally left. The “Kaiserhalle” has made an excellent impression on me — it is very attractively decorated, and I can imagine that, in peacetime, it would be a very lively and comfortable meeting place. ________________________________________ 29. IV. 1941 The torpedo practice today went fairly well. In the second group, however, one of the boats had a misfire due to a faulty detonator. This led to a certain amount of dissatisfaction, but the error was quickly corrected. For the remainder of the exercise, we carried out practice attacks against a dummy convoy. The cooperation between the attack boats and the escort defense was already much improved. In the E-group exercise we had to fire torpedoes under particularly difficult conditions. The sea was somewhat rough, and therefore the results were not as good as expected. Still, I am satisfied that the men are mastering the practical handling of the torpedo weapons better each day sometimes from the right, sometimes from the left — and sometimes not at all. The 6th training division has now also completed the torpedo exercises. In the evening there was a long and pleasant event. A good entertainment program and several lectures made for an enjoyable gathering. The entire 3rd U-boat flotilla was assembled in the hall of the torpedo school. The officers themselves gave some excellent performances that set a cheerful mood. The U-boat song “When the grey wolves prowl the seas” was sung again with great enthusiasm. Such evenings, which are naturally rare, always create good camaraderie and, for a short time, a bit of variety for the otherwise monotonous daily routine. Unfortunately, these occasions are still far too rare. ________________________________________ 30. IV. 1941 Our training has concluded! Tomorrow we will receive our assignments in this location. It seems that all indications point to my being assigned to the 4th U-boat flotilla in Stettin. So, I will soon be leaving here. I am both happy and yet somewhat wistful — after all, one has grown attached to this place and its people over these many months. In general, however, I am looking forward to active service. After the afternoon’s sports exercises, we had a final torpedo-firing lecture. In the evening, during the general roll call, the commander gave a short speech. He expressed his appreciation for our performance and presented us with a final, well-earned “training badge.” With that, our training period came officially to an end. The best part was the concert performance of a naval orchestra. The individual pieces were quite beautiful, and the conductor appeared to be a capable man. Completely unexpectedly, I found myself called out by my superior officer. As I had received no previous notice, I was quite astonished. He told me that my name had been mentioned several times in recent weeks in connection with exemplary conduct. My delight was correspondingly great! Supposedly, I am to be promoted soon. My commanding officer has already submitted the proposal. This evening, we once again practiced for “Our Sea in Action.” Several long recordings were made, in which the choir and orchestra performed together. One could clearly see that the orchestra is now far more confident than at the beginning of the exercises. During the singing of the hymn, “Our Sea in Action,” the playing and singing were already much more cohesive. Only the timpani were still a bit uncertain. For the most part, the performance made a very good impression! ________________________________________ 1 May 1941 — Day of National Labor This day was very welcome to me. I devoted myself once again entirely to intellectual work. Unfortunately, I could not go into the city this morning, since I had to finish a written assignment for the school. However, I found the work quite enjoyable. After lunch, I was able to take a short walk; in the afternoon before supper, since I was very tired. I then participated in the afternoon sports exercises and afterward watched the gymnastics display. After that, I returned to my work. In the evening, I went to the cinema and saw a very beautiful film. ________________________________________ 2 May 1941 The hour of instruction assigned to me today was quite interesting. Our teacher gave us a clear presentation of the subject matter. His manner of teaching and his style of speaking make even the most complicated explanations seem quite understandable. I was very surprised! In the afternoon, before the lecture and the tactical exercises, the smaller class participated in the so-called “submarine tactical game.” The arrangement of the surface and submerged boats was carried out on a chart table which represented a stretch of sea near the Atlantic entrance of the English Channel. The conduct of the game was explained by an officer, and I could vividly imagine the entire situation. I also took part in a command discussion. Although I have not yet completed my training, I was able to follow the lecture with interest and even contribute a few comments. Afterward, the commanding officer gave a talk about “The Command of a Warship.” He spoke about the personality of the commanding officer, his attitude, and his moral conduct toward the crew. His words were deeply impressive and contained much truth. We young officers must strive to embody the type of commanding officer who is both strong in leadership and rich in spirit. I was particularly moved by his concluding remarks about the moral and spiritual formation of future leaders. Late in the evening we still had some exercises in the physics laboratory. Even though the technical apparatus was somewhat old, the exercises were quite interesting. In the course of the training, we were given an introduction to the properties of gases, particularly concerning compressed gases and their use in submarine construction and operation. (Note: The accompanying drawing depicts a sailor working with gas cylinders and pressure equipment, labeled humorously “Leaks are not uncommon!”) ________________________________________ 3 May 1941 A particularly eventful Saturday began with our morning inspection. The cleanliness of the quarters left nothing to be desired. Then we had a somewhat longer instruction session in the use of measuring devices. We learned precise procedures for calibration and the correct handling of the instruments. Later we went through some practical exercises on the firing simulator. These demanded a high level of attention and concentration, and I was quite exhausted afterward. In the afternoon, we had torpedo instruction again, focusing mainly on setting depth and direction. The coordination between aiming and control is becoming increasingly familiar to me, though I still make some small mistakes. After dinner, I attended a lecture in the officers’ mess. It was particularly instructive — the topic concerned recent developments in the field of acoustic torpedoes. After lunch I still had some time and attended another diving and pressure-chamber instruction. The session did not take place because the instructor, Korvettenkapitän X, was not present. Thus I spent the remaining time with the ship’s company. During my short stay on deck I once again had the opportunity to observe the surroundings. The weather was splendid — sunshine and a calm sea. In the afternoon I was assigned to the sports field for swimming training. Although I am not an enthusiastic swimmer, I am making noticeable progress. Still, I find the long-distance swims somewhat tiring, especially the required 2100 metres. The subsequent underwater swimming and diving drills were demanding. I managed to hold my breath for nearly two minutes — a small personal success. During the following rescue-apparatus exercise I was reminded how easily a small technical fault becomes unpleasant: a leak in one of the valves let water in, which was not enjoyable. ________________________________________ 4 May 1941 During the Sunday afternoon I put my things in order. Everything had to be ready, as our commanding officer planned a general inspection in the coming days. Around 16:00 hours we had a short formation. Afterwards I stayed on deck and enjoyed the fresh air for a bit. Later I read in my physics textbook until supper. After supper I remained below decks and read for a while. What a good feeling it is to have a peaceful Sunday evening. Unfortunately, the weather continues to be gloomy. Even though it has now brightened somewhat, it is still oppressively humid. I can hardly pull myself together. After a short walk on deck, I feel somewhat better. Despite that, I notice that my circulation is sluggish and my head feels heavy. Unfortunately, this oppressive weather will probably continue for a few more days. It is extremely tiring. Later, I sit in the common room and write a few letters. Then I take part in a short social gathering. Around 18:00 hours I attend a talk given by the commander in the wardroom. It dealt with the German people in the fight against England and the significance of the present situation. The commander explained the current tasks of our U-boats. Unfortunately, he did not give any details about the exact destinations. His speech made a strong impression on me; one could sense his deep faith in the outcome of the battle of the U-boats. Perhaps we will indeed be victorious in the end! After that, I spent some time with my comrades and then went to bed early. With a clear head and cheerful thoughts, I fell asleep quickly. ________________________________________ 5 May 1941 “Attack on the ‘Russia’.” — Fortunately, I did not participate in this exercise as a watch officer (since the attack was simulated). It was a theoretical “attack on the Russia” and served purely for practice. The exercise lasted about 45 minutes. I observed from the control room and took careful notes. Later, I reviewed my notes and checked them. After lunch, I went on deck for a short while and enjoyed the fresh air. Lately I have not been able to sleep well anymore. Perhaps the generally heavy, oppressive weather is to blame, or perhaps my cell is to blame — but one always finds some cause. Lately I have also been suffering from dizziness. I had to spend the entire day mostly lying down, and the dizziness did not leave me. After a restful sleep of 10 hours, I examined my condition and then began again with reading or resting and lying down. Fortunately, I recovered quickly. I completed my usual correspondence and otherwise occupied myself with my studies. I have completely recovered from my dizziness! ________________________________________ 6.V.1941 My dizziness has returned once more after a long period. It lasted for about 1–2 hours. However, I did not let myself become discouraged by this. I continued with my studies. My mood nevertheless remained fairly good. In the afternoon I eagerly read newspaper clippings about the sinking of the “Courageous.” I rejoiced greatly and with true satisfaction, and in the pleasant memory of this success I reviewed the course of the battle once again. I was truly delighted! During officer instruction we were given the order that, in the near future, a new division would be formed. In the evening I went to bed late — I was exhausted!! I was again able to complete my usual daily routine (more or less). ________________________________________ 7.V.1941 Early in the morning the doctor examined my ears after renewed ear pain. He determined that my return to the Caribia. Here I familiarized myself thoroughly with the situation at the cigarette and pleasure-goods factory worker. Immediately afterwards I went into the wood workshop and familiarized myself in the smithy with the ††††††††††††† (unclear word). At full steam I now set to work in order to make up the knowledge of the officials. I forged a foot-fitting, held my bellows slowly to the fire. Hours.” Under the drawing: “From the brow, hot must trickle the sweat!” ________________________________________ 9.V.1941 After two flawless flights the duty period began today again with 1 instruction hour. Thus one instruction hour, like the second lieutenant’s, did not proceed without briskness. Officers and we in the commanders’ corps worked together. The proof of the knowledge that is important for combat and for gunnery service. Today, for greater spatial tension and thus the gun commander, my lads — who also are no longer very young — took part diligently. Officers and commanders showed themselves to the dear wives who stand near and watch the danger. They are after all the religion and the— (sentence breaks off at the end of the page) (At top, under the quoted title) “Fulfilling one’s duty!” In the smithy I finished the stirrup. I liked forging my first “workpiece.” For a small iron wedge it is not easy and is also very hard to forge. With full force I pounded away and was finally successful. A second stirrup followed soon after and found great approval. I can very much recommend the smithy work; all (!) tension disappears! Exertion, however, also sets in and soon exhaustion! ________________________________________ 10.V.1941 The sixth test was now our diving exercise! We were to complete 4 hours of underwater service! Already when climbing down into the pressure chamber I noticed a pressure on the eardrums, which brought me into “diving mood.” But thanks to the diving nose-clip one can endure even greater depths. The new diving suits are really of very good quality! We then began the going-under in submarine conditions. During this first chamber visit a few of us did not quite keep calm; 1–2 stepped out. After the “ascent” I was completely wet. The last hour we still practiced “fastening work.” These hours seemed terribly long to us. For the last hour we did not take our breathing apparatus off. But now we entered the graduation chamber. Under the guidance of Reling we entered the SL-I space — the cold water; the climbing was made considerably more difficult. Finally we made it into the model compartment and put on the breathing masks and protective hoods. We now had to complete the prescribed instruction. Later in the afternoon I went to town. First I bought myself a booklet for this film. The film was magnificent; to my satisfaction. The theater was so packed! Then I bought myself 2 bananas and went with them into a café. At 18:45 I went back to the cinema. After my half-hour walk the show was a delight. I really liked it very much. Although a few parts were somewhat exaggerated — the public was enthusiastic in every respect. I would be all the more pleased if I were able to cheer a small part of our people by making films. Full of zest I went back to the “Canteen.” There I had the opportunity to exchange a few friendly words. — I could not possibly have imagined that I would one day have my homeland so far behind me. But now my life is among men — the comrades! ________________________________________ 11.V.1941 After diving school in civilian clothes we went into the chamber once more. I had behaved well in the preceding days; that is why I received my “Diving Pay.” Now I put on the diving suit. As I did not want to lose courage, I climbed bravely inside. After the usual decompression we were to receive our certificate. This exercise took exactly one hour. Only after repeated attempts were we finally allowed to remove the CE-helmet and breathing device. All this was somewhat too much for me — I had to sit down. After a short rest I went back into the chamber. — Meanwhile the last decompression was carried out. We all received the diving teacher’s highest praise. We are now “recognized” and can be assigned to the men. We wanted to go back on board and waited again for a long time. For lunch there was a splendid noodle dish. Our cook and his assistant are true artists. My comrade and I then stayed on board and brought our clothes along and stowed them away. During the good, comradely cooperation on board I felt, for the first time in a long while, completely at ease. I let the whole ship’s atmosphere sink in. We immediately began with the preparations for tomorrow, and in our compartment we still had a few small tasks to finish. It was the completion of the preparations for the dive, “filling” and so on. All this work was finished with an “all hands” call around 18:00. Afterward I went to the cinema again and then slowly wandered back into the barracks. It was the last Sunday that I would spend for a long time! 12 May 1941 We cast off and glided out of the lock into the harbor basin. For a few hours we steamed outward and then, after a short while, met our escort boats. At first we ran between the trawlers, which maintained their spacing toward spring and tensioned their paravanes. I was very tense, for my long-awaited moment had now come: my first “feindfahrt”! Gradually the coast sank away. A last look back — “Farewell, Eric !” Ahead of us lay a long voyage into the unknown. We set the internal watertight doors and began the watch schedule. Taking over the watch made me very proud, since we were now truly “out on the high seas.” But the Diesel stench did not agree with me at all. I had to go below deck into the bow compartment for my “off-watch.” I was completely miserable, so that for a few hours I actually believed I would not endure it. As the hours passed, my condition got better. After my first sleep I was again reasonably fit. The constant Diesel stench, however, is not at all pleasant and does not allow for a feeling of wellbeing! You simply have to get used to it — one way or another. Later in the evening I wanted to go on watch in the conning tower. The watch officer would not yet allow me up! So again I lay in the bow in my bunk until my watch. But then I was tremendously nauseated! Hopefully my body will adjust itself!! I do want to serve!! ________________________________________ 13 May 1941 We continued outward and fell into our travel formation. Gradually we got used to the watch schedule. My condition improved from hour to hour. We had “decommissioning procedure” and were therefore allowed to go ashore. But unfortunately it looks as though we will not get leave. During the decommissioning, the commanding officer ran through individual, brief lectures and then the 2nd watch officer followed. Good! In the 2nd part, a few tasks were assigned to us, and the Pragmatic Manual and the U-boat Tactical Manual were distributed. My spirits sank — for it seems (probably) not to be such “good” news after all, because the Torpedo Officer “happily” announced that we must remain on standby. That is, we have to remain ready for departure!! I just had the impression that the operations division had again received small “warnings” from above!! And now we such “poor devils” must stand by from 0400 to 1600 hours in readiness for departure by W.O. [likely “Wachoffizier”]. And right away!! After the suspenders drill we were dismissed. Then I first wrote a long letter to parents. Earlier the officer of the watch came on board. From the departure times our transport kits were made ready, and I finally got my camera back. There is still an awful lot of work ahead. I want to be completely fit again!! It is also quite urgent! After the decommissioning inspection, the time is actually used for rest. We now also have cleaning and floor-scrubbing to do in the B-compartment and then a trip ashore. Today we received the news that the accident at the Torpedo School had cost one person his life!! 14 May 1941 During the watch we again had the most unpleasant weather imaginable. Everything is wet. Water is constantly entering through hatches and ventilators. At the noon position we sighted an old steamer that looked very much like one of the vessels from the “Instructions and Recognition Manual.” I immediately found it in the book. It was a very characteristic steamer. I am of the opinion that it belongs to a neutral country, according to the flag, but one cannot be completely sure. I would have very much liked to sink it! Unfortunately, I cannot yet fire torpedoes, as the firing gear is still undergoing adjustments. The boat rolls and pitches in the most horrible way. All provisions are moist and spoiled. Even the supposedly “safe” storage areas in the control room are soaked. Worst of all is the mold spreading everywhere. Throughout the entire ship the men are constantly fighting against the dampness. If we were not convinced that a new boat will soon be delivered, we would soon have to request a yard overhaul. The officers’ quarters look especially miserable. Even their mattresses are completely damp. The radio room reported that the English are beginning a new blockade attempt. There are again many patrols in the sea area around Iceland. We must therefore remain deeper and longer in the diving zone. The lads keep good spirits, though one can clearly see the strain on each man. Around 2100 hours I was finally able to get half an hour of fresh air on the bridge. The wind was icy, but the visibility was at least somewhat improved. I could clearly make out a faint, dark silhouette on the horizon. It must have been a fishing vessel, because soon after it vanished back into the haze! 15. V. 1941 In the area of submarine science things went very well for me today! In the torpedo-related subjects, too, things are improving. The instructors are capable and conscientious. God, am I grateful today that I have such luck, that I am still allowed to be here to learn something so important! A sense of responsibility is no stranger to me. In the afternoon we again practiced biological observation. Since two men from my team were absent today, I had quite a bit to do. As a result, my sketches were not quite as clean and neat as they otherwise might have been, but from what I could tell they were still accurate enough. After all, I must do everything to be ready for the coming tests. A failure now would be incomprehensible to me! Imagination is of course required from me as well, but I sense that in this regard I am not entirely unskilled. After the observation exercise I began to improve and strengthen my sense of balance. Most of the time things went quite well; only with sudden movements did the room tend to sway somewhat before my eyes. Still, the exercises today were fully satisfactory in terms of endurance. Later on the instructor showed us once more the key points. After the evening meal I felt somewhat tired, and the work of the cardiovascular system (during the long walk today) was noticeable to me—you can tell that one is still not entirely accustomed to these long marches. The slight weakness, however, did not prevent me from keeping up with the comrades. 16. V. 1941 The morning began with tests of diving-readiness for our drawings. In the first instructional hour the commander reviewed my small explanations and supplementary notations regarding the drawings and found them to be very good. In the second hour: depth-rudder service. Once again I easily followed the pre-established instructions and completed the tasks. Later the last concentration-exercises followed: our first “test,” which consisted of continuing a previously written-down “story” in a certain manner and then, during the evaluation, identifying and discussing the mistakes. According to the instructor, the results were satisfactory. During one exercise I made a small error. But it was still acceptable for the overall grade. And the “sense-perception exercises” now went much better for me. During the practice of identifying distances I honestly did better than I expected, and during the diving-orientation exercise the instructor said that my results were far above the average. I am very satisfied with that! In the afternoon I remained at my desk. ________________________________________ 17. V. 1941 The last concentration exercise was very interesting. It required a short continuation of a sequence of thoughts based on certain preliminary considerations (logical). According to the instructor, my performance in the preparation of the entire exercise was quite good. In the evaluation I also scored well. Otherwise the training day was rather uneventful. But afterward I felt somewhat tired paid attention during the inspection. After a brief break we again had organizational tasks; for this purpose the captain gathered us in the crew quarters and explained some things to us. That was very enjoyable! Later I quietly continued my work. At 11 p.m. I went to bed. My brother has once again entered my thoughts today. I feel a deep urge to write to him. So I will attempt to master my melancholy and complete my letter to him today. It must be done! As a distraction I read a little in the 2nd volume of the “Worldview and State” by K. Heim. From page 200 onward I found the chapter especially interesting and good. Afterward I continued my work and at about 11 p.m. went to bed. ________________________________________ 18. V. 1941 When my opinion was requested, I expressed it openly. It was a very noteworthy conversation. Nothing new—“all normal”! Actually, through the conversation with the commander on the way to the workshop, I once again realized how much I still have to learn. But failures do not belong in a young man’s life. I must remain focused, for my commander is exceptionally serious in all things and, moreover, wants the best for his young cadets. I truly respect him! Around 12:30 we had lunch. After lunch I went again to the workshop. Later I wrote the letter to my brother and copied the last pages. That was indeed a real effort for me. Around 11:30 p.m. I finally went to bed—my soul was at peace again to postpone. Once again, I had been assigned the watch from midnight until 12 p.m. The time passed incredibly quickly. Really—when one is constantly engaged in something, time flies! But now—after all the inspections—I had to take over another watch. How exhausting! During the morning inspection a small incident occurred. Our boatswain scolded a small cadet. The cadet had stood somewhere in the passageway and had been reprimanded for it. Three hours of stepping drills were then completed!! The stepping between the racks was also not particularly pleasant. Afterwards we had to scrub the corridors again. I spent the rest of my free time reading my books, and in doing so I improved myself. At 6 p.m. we again had evening muster. This day seemed to be exceptionally work-filled for my head. Other men were also fully employed in the engine room. It was very exhausting! Today I was finally able to finish my E-course. My commander expressed his satisfaction rather emphatically — something I shall not soon forget!! All commanders whom I have met so far struck me as full of honor and earnestness. Discipline is and remains the highest virtue of youth! 19. V. 1941. After a long time we once again had good marching exercises. With the dead weight (75 kg!) the load unfortunately cannot be reduced. Even the strongest are taken to the limit. The spirit is good, though. I am no longer afraid of collapsing. I am now completely adjusted to the induction service! And tomorrow the entrance exam is coming!! I am curious about the outcome, although I naturally feel well prepared — and I hope — to pass the “tough stuff.” I cannot imagine being rejected. The chief petty officer is simply a splendid fellow! Everyone now easily goes through entire routines in one go. I must confess: up to now I have done the physical exercises effortlessly; today, however, I still had a bit of trouble with the hurdles. After breakfast I was assigned to my course and grenade-throwing post. Last week I made Corinthian mistakes here. Today everything worked out splendidly! I reported to my department commander and was then sent to the range post. The work went very well — our commander was fully satisfied! God be thanked — once again a wonderful morning of training! In the afternoon I had to report for the rest of the E-course assignments. Finally, for the evening, I again received guard duty in the shelter. ________________________________________ 20. V. 1941. The lesson in chemical warfare provided a good insight into the properties of gas. Of prime importance are the characteristics of mustard gas and phosgene and their effects on humans. It is most essential that the gas-mask equipment be handled quickly. It is odd that this subject is actually not unfamiliar to me. We also had a good lesson in electrical engineering. This evening valuable expertise in electrical engineering service. In the second hour came the eagerly awaited drill instruction. I had to demonstrate all of the preparatory movements and the actual rifle exercises from the beginning. According to the chief's remarks, I evidently executed the movements strictly according to regulation. I showed great precision, which pleased the chief. He especially emphasized that the greatest accuracy is required in order to master the later, more difficult exercises. Even the smallest mistake must be avoided; the tension and fatigue of advanced drills leave no room for sloppiness. Even so — today’s work was good, and the chief concluded by once again declaring me fit for E-training. After lunch, I had to report to the indoor shooting range. There I had to fire 2 × 5 rounds with the small-caliber rifle at targets, as quickly as possible. My shoulder was somewhat sore, but otherwise I felt absolutely up to it. The shooting went very well; my grouping was tight, and the instructor was satisfied. The last hour brought a rather extensive theory lesson. The material is naturally quite broad. Military geography — the main theaters of war and their terrain characteristics — is being gone through thoroughly. But we also received a clear explanation of the industrial regions of Germany and the broader geopolitical situation in Europe and overseas. All in all: very valuable insights into the general situation. ________________________________________ 21 May 1941 The grenade-throwing exercises today went very well. I achieved a clean throw that landed directly on the marker. My superior was completely satisfied; he emphasized that calmness and correct estimation of distance are essential. In every respect, I am progressing well, and I am confident I can keep improving. The sport today did not take place in the gymnasium, but on the sports field. I was terribly exhausted! Even during the warm-up games, the sport-leader noticed that I had exerted myself far too much yesterday. So he excused me from the sprinting exercises. But then came a long-distance run of one hour! Because of insistent orders from the company commander, I had to at least try to make the full distance. After about twenty minutes my entire body trembled; I was completely “burned out.” But the sport-leader would not let me stop—he drove me on mercilessly. This torment caused me intense stomach and chest pain; several times I could hardly breathe. Still, I pushed on. Only with the greatest effort did I reach the finish line! But now I know one thing very clearly: such strain is not for me. In long-distance runs I am completely unsuited. My limit is reached after about three-quarter of an hour and a flat 400 meters run. ________________________________________ During the marching drill I received an 8-day punishment because I did not have my U.V.D. (Unteroffizier-Vorschriftendienst – NCO instruction book) with me. A small booklet indeed — and still I had forgotten it in my jacket! The punishment is justified. The company leader was visibly angry. This afternoon I must now report for special duty. One part of it is a report to the U.V.D. office. Then I must clean weapons and prepare the backlog of work in the workshop. Afterward, some additional training on the sports field. But at least they are letting me rest for now from the long-distance running. Deep-Steering Master’s Diploma (Tiefensteu¬er-Meisterdiplom) We, the gentlemen of the guild of trim-tamers and depth-tormentors, hereby make known that the highly-honorable Oberfähnrich (Ing.) Schewe today, before the undersigned, has held a submarine of medium size steadily under water and has thereby, without danger to the crew and the lunch menu of the training officer, guided it through moderate oscillations up and down, so that he is now found worthy to be admitted into the order of the peace-disturbing submarine-helmsmen. Given on June 8th 1943 The Depth-Steering Training Officers of the “Agru-Front” (Signature possibly Reihand Fitzjurow, Writing unclear) (Loose brown sheet pages translation) Do not let yourself be thrown off, and be as quick with your tongue as you are with your hands. Whoever, however, opposes the order given will soon suffer for it. Put yourself in parade stance until the sweat boils in your boots. Do not think that I am trying to frighten you—I have written this little piece because it really does happen with recruits who do not scrub thoroughly enough. Whether they shirk, flee, pout, or hide behind excuses, a recruit remains a “little man” and never a master of his craft. — Then again comes grumbling— that sort of thing is something you too will one day have to put up with. Console yourself, as a young man: if you have done something wrong, your comrades will mumble and mutter, grumbling behind you—indeed, they will. This constant chatter can ruin one’s mood, especially without a roof to muffle the noise. Yes, it hurts a bit, but then you pull yourself together. You know very well, as a young man, that your training time will pass. Soon enough you will march as smartly as a corporal, and when your superior tells you “well done,” then you are on your way to becoming a real man. — Set your pride on fulfilling your duty in everything. Back when things were quiet in the Navy, it was the same— until, as an old codger, you finally leave active service. All the new sayings will still follow for training purposes. Höer 10 December 1940
Purchased from Don Kochi and part of the Tom Long collection. Translation provided by ChatGPT. Information on the Caribia and Cordillera taken from ShipsNostalgia.com. Information on U-929 taken from Wikipedia.
This is a photo of two Japanese soldiers Etchu Fundoshi (loincloth underwear) wearing their helmets and carrying their Type 38 rifles with backpacks hanging off of the ends. They are also wearing their leather cartridge belts across their upper torsos like a bandolier. In the background there are some other soldiers and possible a mule near a body of water.
The remnants of stickers at the corners of the photo indicate that this was taken from a larger photo album. Without the larger album for context, the soldiers names, unit, and location are difficult to determine. The grass seems more China or Manchuria than a pacific island, but this is only a guess. They might be getting ready to swim or bathe in the river.
Purchased from Vintage Productions at the Pomona Fairgrounds show.
An announcement regarding an attack by Dutch Resistance fighters on a Wehrmacht soldier and the reprisals measures that will be taken by German authorities. This announcement issued by Johann Baptist Albin Rauter (4 February 1895 – 24 March 1949) was a high-ranking Austrian-born SS functionary and war criminal during the Nazi era. He was the Higher SS and Police Leader in the occupied Netherlands and therefore the leading security and police officer there during the period of 1940–1945. Rauter reported directly to the Nazi SS chief, Heinrich Himmler, and also to the Nazi Reichskommissar of the Netherlands, Arthur Seyss-Inquart. After World War II, Rauter was convicted in the Netherlands of crimes against humanity and executed by firing squad. In May 1940, he was appointed Generalkommissar für das Sicherheitswesen (General Commissioner for Security) and Höherer SS-und Polizeiführer (Higher SS and Police leader) for the occupied Netherlands. In his position as police commander and highest ranking SS leader in the Netherlands, Rauter was responsible for the deportation of 110,000 Dutch Jews to the Nazi concentration camps (6,000 survived) and the repression of the Dutch resistance. He had 300,000 Dutchmen deported to Germany for forced labour. His first victims to die were those killed during the armed break up of the February strike on 26 February 1941, accounting for 9 dead that day: he also immediately declared a state of emergency and ordered summary executions. He was the chief promoter of terror through summary arrests and internment in the Netherlands. The SS set up a concentration camp named Herzogenbusch after the city of 's-Hertogenbosch, but located in the neighboring town of Vught that gave the camp its name: Kamp Vught. In total this camp detained 31,000 people, of whom some 735 were killed. Also, his SS manned a so-called polizeiliches Durchgangslager or police transit camp near Amersfoort, known as Kamp Amersfoort, in fact also a concentration camp, where some 35,000 people were detained and maltreated and 650 people (Dutch and Russian) died. Rauter's SS also managed the Kamp Westerbork (polizeiliches Durchgangslager Westerbork), the place from which some 110,000 Dutch Jews were deported to Nazi concentration and extermination camps, mainly Auschwitz and Sobibor. Under Rauter's guidance, a special block was built for 'political prisoners' (i.e. resistance workers) in the Scheveningen prison. These were often held in indefinite detention. In total 28,000 people were detained here over 4 years; many were severely mistreated, some were tried and 738 men and 21 women died here or on the nearby execution field, the Waalsdorpervlakte (now a national place of remembrance). Rauter also instigated a system of retaliation for assaults on Nazi officials and their Dutch collaborators: one killed Nazi equalled ten Dutch victims, one killed Dutch collaborator equalled three Dutch victims. During 1944 these numbers sharply increased with the rise of resistance violence. During the Allied assault on Arnhem in Operation Market Garden, Rauter took the active field command of the Kampfgruppe Rauter during operations in the Veluwe area and near the bridges over the IJssel river. Kampfgruppe Rauter consisted of the Landstorm Nederland, Wachbataillon Nordwest and a regiment of the Ordnungspolizei. After the assault on Arnhem had been fought off by the Germans, Rauter was given the command of the Maas front as a General in the Waffen-SS. In the night of 6–7 March 1945 he was severely wounded by an attack staged by the Dutch resistance at Woeste Hoeve on the Veluwe, a small village between Arnhem and Apeldoorn. In a reprisal organised by SS-Brigadeführer Karl Eberhard Schöngarth, the Germans executed 117 political prisoners at the location of the attack as well as 50 prisoners in Kamp Amersfoort and 40 prisoners each in The Hague and Rotterdam—a total of 263 persons were killed. This attack had not been planned; the resistance merely wanted to hijack a truck and use it to drive to a farmer who had butchered cows for the German army. Instead of the truck, Rauter's BMW motorcar was stopped by members of the resistance dressed in German uniforms. However, Rauter had just two weeks earlier issued a directive stating that German patrols should not stop any German military vehicles outside towns or villages, and a firefight broke out. His fellow passengers were all killed, but Rauter feigned death and survived. He was found by a German military patrol and transferred to a hospital where he remained until his arrest by British Military Police after the end of hostilities. Rauter was handed over to the Dutch government by the British and was tried by a special court in The Hague. Rauter denied committing war crimes, but the court found him guilty and sentenced him to death. A film record was made of the trial. The death sentence was confirmed by a higher court on 12 January 1949, and Rauter was executed by firing squad near Scheveningen on 24 March 1949.The location of his grave remains a state secret. It is unclear what resistance action specifically took place on this January 30th 1943, but the reprisal described here seems relatively mild compared with the system he would implement later. The names of the resistance members involved and the Wehrmacht soldier killed remain unknown at this time.
ANNOUNCEMENT On January 30, 1943, a member of the German Wehrmacht was shot in the back in the municipality of Haarlem. As a reprisal for this attack, the curfew in the municipalities of Haarlem, Bloemendaal, and Heemstede is immediately moved forward from 24:00 (midnight) to 19:00 (7:00 p.m.) until further notice. Furthermore, the mayors of the aforementioned municipalities are instructed to immediately assign residents of the communities to a yet-to-be-determined patrol duty. Further measures will follow. The Hague, January 31, 1943 The Higher SS and Police Leader and Reich Commissioner for Security Affairs, RAUTER, SS-Gruppenführer
Purchased from Antiekcentrum Amsterdam, Netherlands. Translation provided by ChatGPT and additional information taken from Wikipedia.
This is a formal business communication likely tied to shipping or travel between Japan and Japanese Colonial Korea (noted in the printed schedule). The sender, likely someone named 信宣 (Nobunori), is replying to Mr. Tanabe confirming receipt of instructions, acknowledging understanding, and indicating that further communication will be given in person when the ship departs and arrives. The tone is very respectful, using older formal Japanese, common in Meiji-Taisho period business or official correspondence. Written in September 1940 it is unclear how exactly these two men were involved in Japan's colonial occupation in Korea. This could be military or related to a commercial business enterprise. Over five million Koreans were conscripted for labour beginning in 1939, and tens of thousands of men were forced into Japan's military. Nearly 400,000 Korean labourers died. Approximately 200,000 girls and women, mostly from China and Korea, were forced into sexual slavery for the Japanese military. Traditional Korean culture suffered heavy losses, as numerous Korean cultural artefacts were destroyed or taken to Japan. To this day, valuable Korean artefacts can often be found in Japanese museums or among private collections. One investigation by the South Korean government identified 75,311 cultural assets that were taken from Korea, 34,369 in Japan and 17,803 in the United States. However, experts estimate that over 100,000 artefacts actually remain in Japan. There is also the possibility that one or both of the correspondents is actually Korean since during the Japanese annexation, the Korean language was suppressed in an effort to eradicate Korean national identity. Koreans were forced to take Japanese surnames, known as Sōshi-kaimei. However, it is also possible that one or both of the correspondents are Japanese colonial settlers. There was significant emigration to the overseas territories of the Empire of Japan during the Japanese occupation period, including Korea. By the end of World War II, there were over 850,000 Japanese settlers in Korea. After World War II, most of these overseas Japanese repatriated to Japan. Migrants who remained squatted in informal settlements.
Front of Postcard: Image Description (Bottom text under the ship): Japanese (vertical, right to left): 關釜連絡汽船 関釜連絡汽船 (Kankō Renraku Kisen) → Kanpu Ferry Line 船名: 景福丸・九州丸・廣徳丸・八幡丸 → Ship names: Keifuku-maru, Kyūshū-maru, Kōtoku-maru, Yahata-maru 速度: 20ノット (knots) → Speed: 20 knots 所要時間: 約六時間二十分 → Required time: Approximately 6 hours and 20 minutes Handwritten & Stamped Text (Right-hand side): 関釜 (Kampu) – Shimonoseki–Busan route 鈴木 (Suzuki) 黒田 (Kuroda) 桑野 (Kuwano) 桑井 (Kuwai) 吉田 (Yoshida) 豊田 (Toyoda) 天保 (Tenpō) The stamps are Japanese "Chop Marks" from officials likely involved in processing, delivering, or screening the letter. Back of Postcard: きかは便郵 (Kikaha binyuu): "Postcard by steamer mail" (likely referring to a shipboard or naval mail service). Recipient (Right side, written vertically): This is the recipient's address and name, written in traditional Japanese order (right to left, top to bottom): 三重縣 津市 (Mie-ken Tsu-shi) – Tsu City, Mie Prefecture 西橋詰通 (Nishihashizume-dōri) – Nishihashizume Street 津協同会社 (Tsu Kyōdō Kaisha) – Tsu Cooperative Company 田辺康兵様 (Tanabe Kōhei-sama) – Mr. Tanabe Kōhei This tells us that the postcard was intended for a man named Kōhei Tanabe, working or residing at the Tsu Cooperative Company in Mie Prefecture. Bottom Chart: This table details shipping schedules between Kanmon (Shimonoseki) and Pusan (Busan): Departure from Shimonoseki Arrival at Pusan 10:30 AM and 11:00 PM 6:30 PM and 8:10 AM next day Departure from Pusan Arrival at Shimonoseki 10:40 AM and 9:30 PM 6:30 PM and 7:00 AM next day 拝復 貴信之通り 了解致候 尤も當方出發之節 汽船着之節に於て 口頭申上候 先便申上度候 甚而不一筆申上候 下関信宣 Respectful reply, In accordance with your esteemed message, I fully understand. At the time of our departure, and upon the ship’s arrival, I will report to you verbally. I wished to inform you sooner, but was unable to write until now. With regards from Shimonoseki, — Nobunori (信宣)
Purchased from Don Kochi and part of the Tom Long collection. Translation provided by Yuske Tamura and ChatGPT. Additional information taken from Wikipedia.
This card is a WWII-era conscription notice requiring a Dutch individual to perform guard duties for the Germans, with a veiled threat regarding hostages taken from the local population. This is a notification card addressed to a man named J.J. Poppe, born January 14, 1903, living at Vondelkade 40, in Zwolle. The number "7" at the top likely refers to a conscription or duty group number.
7 NOTICE CARD To Mr. J. J. Poppe, 14-1-03 (January 14, 1903) Vondelkade 40, 10 ZWOLLE The Ortskommandant has instructed me to ensure that, in support of the German guard for important Wehrmacht objects, a total of 25 Dutch guards are added. This is related to the fact that in some places in our country, attacks have likely been carried out on depots, etc., of the Wehrmacht. In this context, I assign you to perform duty for 24 hours, including 16 hours of rest, on Thursday, 2 March '44, and you are to report at 12:45 p.m. to Bureau Krenge, located behind the second platform of the Dutch Railways station (reachable via the bridge over the tracks next to the station). Further information about this can be obtained at the Riding School (Manège), Praubstraat, between 5 and 6 p.m. (Not on Sundays). I emphasize that compliance with this obligation imposed on you must be considered to be in the interest of the hostages who have been taken from the population of Zwolle and surroundings. In case of illness, a medical certificate stating how long the patient is unable to stand guard must be delivered to the riding school (manège), Praubstraat, as soon as possible. BRING THIS CARD WITH YOU. K. 2662 ZWOLLE, the 25th of February The Mayor of Zwolle, (signature)
Purchased from Antiekcentrum Amsterdam, Netherlands. Translation provided by ChatGPT.
A series of letters written by a rickshaw driver in WWII Era Japan towards the end of the war discussing a Mr. Yasuda.
Pg1 この安田一殿の、人情がたぶりある自々のペン先でも一日も早くしやいせきと、解決をつけてオ店へ 出勤をしたい、それに引き換え係長がありながらもいくちも休んでも尋ねには来ない人情がなさすぎ る 成りあがり者ほど下者を見下げて、したものをやたらに使う、すべての人は、いくら小生が、手紙を、 出しても車夫見下げて、返事をくれぬが安田一殿は偉い方 Mr. Yasuda has so much compassion in his writing, he quickly wants to solve this issue and head to the store to work. On the other hand, the chief has no compassion at all, despite his position he takes days off without permission. Those who have risen to power tend to look down on those below them and use their power excessively. Everyone, no matter how many letters I send, looks down on me as a porter and won't even bother to reply. But Mr. Yasuda is truly a great person. Pg2 昭和20年七月十七日（火）午前十時に着す小雪が時々降り。 この方に免じて小生は何事も我慢を、して御国と安田の為に御奉公をする者なる 七、七日八九十十一十二十三十四十五十六十七日を休日 この方はあくまでも身分を、見下げつ小生にありがたき返事をくれた、この人が、眞との人なり人情 あつき人である、それに引き換え永年の車夫、不用であるからいらぬともす人もある、人力車も今は 重大の、役割をはたす、とおときがすりんの代用を、はたす人力車夫なり July 17th, 1945 (Tuesday) 10 am, light snow was falling from time to time. For the sake of him, I endure everything and am a servant for the sake of the country and Yasuda. July, 7th, 8th, 10th, 11th, 12th, 13th, 14th, 15th, 16th, and 17th are days off. This person gave me a grateful response without looking down on my status. He is a truly kind-hearted person who values human relationships. On the other hand, there are those who may say they don't need the eternal rickshaw puller, but the rickshaw still plays a significant role today. Rickshaw puller doing the job of the long lost gasoline.
Purchased from Kaiser Bill's Military Emporium in Pomona, CA U.S.A. Translation provided by Yuske Tamura.
A photo of a British Aircraft Carrier H.M.S. Eagle taken as an official admiralty photograph on March 20th 1942. HMS Eagle was an early aircraft carrier of the Royal Navy. Ordered by Chile during the South American dreadnought race as the Almirante Latorre-class battleship Almirante Cochrane, she was laid down before World War I. In early 1918 she was purchased by Britain for conversion to an aircraft carrier; this work was finished in 1924. Her completion was delayed by labour troubles and the possibility that she might be repurchased by Chile for reconversion into a battleship, as well as the need for comparative trials to determine the optimum layout for aircraft carriers. The ship was initially assigned to the Mediterranean Fleet and then later to the China Station, spending very little time in home waters other than for periodic refits. Eagle spent the first nine months of World War II in the Indian Ocean searching for German commerce raiders. During the early part of the war, the Fleet Air Arm was desperately short of fighters and Eagle was equipped solely with Fairey Swordfish torpedo bombers until late 1940. She was transferred to the Mediterranean in May 1940, where she escorted convoys to Malta and Greece and attacked Italian shipping, naval units and bases in the Eastern Mediterranean. The ship also participated in the Battle of Calabria in July but her aircraft failed to score any hits when they attempted to torpedo Italian cruisers during the battle. Whenever Eagle was not at sea, her aircraft were disembarked and used ashore. The ship was relieved by a more modern carrier in March 1941 and ordered to hunt for Axis shipping in the Indian Ocean and the South Atlantic. Her aircraft sank a German blockade runner and disabled a German oil tanker in mid-1941 but did not find any other Axis ships before the ship was ordered home for a refit in October. After completing an extensive refit in early 1942, the ship made trips delivering fighter aircraft to Malta to boost its air defences in the first half of 1942. The German submarine U-73 torpedoed and sank Eagle on 11 August 1942 as Eagle was escorting a convoy to Malta during Operation Pedestal. In 1911, the Chilean Navy ordered one 28,000-long-ton (28,450 t) super-dreadnought battleship, with an option for a second ship, each to be armed with ten 14-inch (356 mm) and sixteen six-inch (152 mm) guns, that were named Almirante Latorre and Almirante Cochrane. Almirante Latorre was laid down in December 1911, followed by Almirante Cochrane at the Armstrong yards at Newcastle upon Tyne on 20 February 1913. On the outbreak of the First World War, construction of the two ships was suspended. The British Admiralty purchased the almost-complete Almirante Latorre, which then in 1915 entered service as HMS Canada. At the outbreak of war, Almirante Cochrane was almost complete up to the forecastle, although her side armour had not yet been installed. No further work was carried out during the war until the British decided to complete her as an aircraft carrier for the Royal Navy. They purchased her from Chile on 28 February 1918 to be converted into the carrier HMS Eagle. She was the fourteenth ship of the Royal Navy to bear that name. The Director of Naval Construction began preliminary design work even before the ship was purchased and submitted an outline design on 8 February 1918. This design had a full-length flight deck. Its most distinctive features were the two islands separated by the flight deck. Each island was to be 110 feet (33.5 m) long, containing two funnels and a tripod mast. They were staggered to make it more difficult for an enemy ship to estimate the ship's course and were to be connected to each other with heavy bracing. The bridge was to be mounted on top of this bracing which left a clear height of 20 feet (6.1 m) for the aircraft on the flight deck. There was to be a 68-foot (20.7 m) wide space between the islands where the aircraft were to be assembled before taking off. Aircraft would be transported between the hangar and the flight deck by two aircraft lifts (elevators). A crane was to be located at the aft end of each island to lift aircraft aboard and to recover seaplanes. Bulk petrol storage consisted of 15,000 imperial gallons (68,000 L; 18,000 US gal) in 2-imperial-gallon (9.1 L; 2.4 US gal) tins stowed on the forecastle deck and protected by 1-inch (25 mm) plating. Two ready-use tanks near the islands would allow aircraft on the flight deck to refuel. The ship's planned armament consisted of nine 6-inch guns and four 4-inch (102 mm) anti-aircraft guns mounted on the platform between the islands. Eagle retained the battleship's mixture of coal and fuel oil, but the quantities were increased to 3,200 long tons (3,300 t) of coal and 1,750 long tons (1,780 t) of oil, as the forward and rear 14-inch magazines and shell rooms were converted to be used as oil tanks. Based on trials with HMS Furious, in which pilots were found generally to turn to port when recovering from an aborted landing, the design was revised to eliminate the port island in April 1918. The starboard island was lengthened to 130 feet (39.6 m) and its width was reduced to 15 feet (4.6 m) to minimise air turbulence. The island contained the bridge, both funnels, and the tripod mast that carried the fire-control directors for the armament. At the request of Admiral David Beatty, commander of the Grand Fleet, the main armament was increased to 12 six-inch guns, including one mounted on the island, and eighteen torpedo tubes were added, three triple fixed mounts on each broadside, in case the ship met German light cruisers at night. The anti-aircraft armament was reduced to a single 4-inch gun mounted on the island between the funnels as Beatty believed that the ship's own fighters would be her best defence against enemy aircraft. This design was approved in June, although work had begun earlier. The 4.5-inch (114 mm) armour planned for her upper belt was used to protect the ship's waterline. The already-completed superstructure was removed as were the barbettes for the 14-inch guns. Eagle was launched on 8 June 1918 and was towed downriver to the shipbuilder's High Walker yard for fitting-out ten days later. The boiler uptakes were re-routed and the existing openings were plated over. The existing 1.5-inch (38 mm) upper deck became the floor of the hangar deck and a new superstructure was built above it. The flight deck was 1 inch (25 mm) thick and served as the uppermost strength deck, or main supporting deck, of the ship. When the war ended in November 1918, the ship was about nine months from completion. Construction was slowed by industrial action after the war, and was suspended on 21 October 1919 as Chile wanted to repurchase the ship and have it re-converted to a battleship. The £2.5 million cost of doing so would have been higher than the £1.5 million offered by the Chileans and the Admiralty decided to retain the ship. The Royal Navy needed to carry out flying trials with a carrier fitted with an island, and the Admiralty approved the use of Eagle on 11 November. Armstrong Whitworth plated over the openings for the undelivered lifts on the flight deck that had been cancelled when they could not meet the specifications. Armstrong Whitworth also finished the rear funnel, removed the torpedo tubes, and plated over the forward funnel uptakes. She then sailed to the Royal dockyard at Portsmouth for the modifications necessary for the trials on 20 April 1920. Only two of her boilers, converted to run on fuel oil only, could be used during the trials. The trials principally tested the longitudinal arresting gear used previously on the small aircraft carrier Argus. They were not intended to stop landing aircraft—the landing speeds of the time were low enough that this was unnecessary given a good headwind—but rather to prevent aircraft from veering off to one side and falling off the flight deck. Initially, the arresting gear was about 170 feet (51.8 m) long and was installed too far forward. Over the course of the trials it was moved further to the rear and lengthened to a total of 320 feet (97.5 m). The ship was commanded during the trials by Captain Wilmot Nicholson, who had previously commanded the carrier Furious in 1918, and the Royal Air Force representative was Group Captain Charles Samson. Taxiing trials began on 10 May with Sopwith Camel fighters and Parnall Panther reconnaissance aircraft while the ship was still docked. Flights over and around the ship to evaluate air currents over the flight deck and around the island began shortly afterward and the first on-board landing was made on 1 June. Larger aircraft like the Bristol F2B fighter, the Sopwith Cuckoo torpedo bomber, and the De Havilland DH.9 bomber were also evaluated during the trials. They were generally successful with only 12 minor accidents in 143 landings in all types of weather conditions, although they did reveal that aircraft landing aboard carriers would need landing gear fitted with shock absorbers to handle the impact of landing on a pitching deck. Group Captain Samson strongly preferred the elimination of the island entirely, but Nicholson recommended that the ship be retained for service, although he was not satisfied with the size and shape of the island. He also recommended that Eagle be converted to burn fuel oil exclusively and that the removal of the 6-inch guns in exchange for anti-aircraft guns would allow the tripod mast in the island to be eliminated, since it would not then be required for fire control purposes . The ship was paid off on 16 November, but did not begin construction to a revised design until 24 March 1921 at Portsmouth. The Admiralty accepted some of Nicholson's suggestions, but not all. The shape and size of the island was modified in accordance with the results from wind tunnel testing at the National Physical Laboratory, but the 6-inch guns were retained. The forward edge of the flight deck was faired into the ship's bow to smooth out the air currents over the bow and the 4-inch anti-aircraft guns were mounted on and around the island. The forward lift was moved to the forward end of the hangar. After construction began, anti-torpedo bulges were added, 6 feet (1.8 m) deep, and the petrol tin storage room was replaced by a 8,100-imperial-gallon (37,000 L; 9,700 US gal) tank. The ship's designed fuel capacity was 3,000 long tons (3,000 t), but this was increased to 3,750 long tons (3,810 t) when she was bulged. However, 500 long tons (510 t) of this amount was required to act as ballast to offset the weight of the island and its equipment. Eagle had an overall length of 667 feet 6 inches (203.5 m), a beam of 115 feet (35.1 m), and a draught of 26 feet 8 inches (8.1 m) at deep load. She displaced 21,850 long tons (22,200 t) at standard load. Each of the ship's four sets of Brown-Curtis geared steam turbines drove one 3-bladed propeller. They were powered by 32 Yarrow small-tube boilers. During her sea trials on 9–10 September 1923, the turbines produced 52,100 shaft horsepower (38,900 kW) and gave Eagle a speed of 24.37 knots (45.13 km/h; 28.04 mph), but this caused leaks in the turbine joints and she was limited to a maximum of 50,000 shaft horsepower (37,000 kW) in service. She had a range of 4,800 nautical miles (8,900 km; 5,500 mi) at 16 knots (30 km/h; 18 mph). The ship's flight deck was 652 feet (198.7 m) long and her hangar was 400 feet (121.9 m) long and 33 feet (10.1 m) wide. Its minimum height was 20 feet 6 inches (6.2 m), and it was equipped with four steel shutter fire curtains to isolate any fires in the hangar. The forward lift's dimensions were 46 by 47 feet (14.0 m × 14.3 m) and the aft lift was 46 by 33 feet (14.0 m × 10.1 m). The fore-and-aft arresting gear was 328 feet (100.0 m) long and extended the length of the flight deck between the edges of the lifts. A large crane with a 60-foot (18.3 m) radius was positioned behind the island. The ship's aircraft capacity was 25 to 30 and, in 1939, the ship's crew totalled 41 officers and 750 men, exclusive of the air group. For self-defence against enemy warships, Eagle had nine BL Mk XVII 6-inch guns, three at the stern and six along both sides of the ship. The ship carried 200 rounds per gun. Two of her five QF Mk V 4-inch AA guns were positioned on the flight deck in front of the island while a third was behind the island. The remaining two guns were mounted on top of the island, one between the two funnels, and each gun was provided with 150 rounds. Eagle was assigned to the Mediterranean Fleet on 7 June 1924 after she commissioned on 26 February and finished working up. She was the largest aircraft carrier in the world at the time and embarked 24 aircraft in four six-aircraft flights of the Fleet Air Arm of the Royal Air Force. These consisted of No. 402 Flight with Fairey Flycatchers, No. 422 Flight with Blackburn Blackburn reconnaissance aircraft, No. 440 Flight (Supermarine Seagull flying boats) and No. 460 Flight with Blackburn Dart torpedo bombers. While in the Mediterranean, one flight usually operated ashore at either RAF Hal Far, Malta, or Aboukir, Egypt. The Seagulls proved to be unsatisfactory in service and they were replaced by Fairey IIIDs in January 1925. Avro Bison spotters of No. 421B Flight operated aboard for a time in late 1925. Eagle sailed for Devonport at the end of 1925 for a brief refit where the longitudinal arresting gear was removed as it had been found to be virtually useless in service. Two single QF 2-pounder pom-pom light anti-aircraft guns were added forward of the 4-inch guns on the flight deck in front of the island and the ship's petrol capacity was increased to 14,190 imperial gallons (64,500 L; 17,040 US gal). When the ship returned to the Mediterranean after the completion of her refit in 1926, the Bisons of No. 448 Flight replaced No. 422 Flight. In 1928 she was joined by HMS Courageous which allowed the fleet to experiment with multi-carrier operations. Eagle was refitted again in early 1929 and a salt-water spray system was fitted to fight hangar fires. On 29 June 1929, she rescued Spanish Air Force Major Ramón Franco – brother of future Spanish dictator Francisco Franco – and his crew, who had been adrift in the North Atlantic Ocean since 22 June when their flying boat, the Dornier Do J Wal ("Whale") Numancia was forced down due to fuel exhaustion on the first leg of an attempt to fly westward around the world. When Eagle returned to the Mediterranean later in the year, both 440 and 448 Flights had re-equipped with Fairey IIIF reconnaissance aircraft. Eagle departed Malta on 8 January 1931, en route to Portsmouth to load the latest carrier aircraft for a demonstration at the British Industries Exhibition at Buenos Aires, Argentina. She returned to the Mediterranean to participate in the summer fleet exercises before sailing for Devonport where she began a lengthy refit in August. The ship's boilers were replaced during the refit and the 4-inch gun between the funnels was replaced by an eight-barrel QF 2-pounder Mark V pom-pom mount. A single quadruple Vickers .50 machine gun mount was added on the starboard aft side of the flight deck. Four fire-fighting foam generators were also fitted on the flight deck. A single High Angle Control System (HACS) director was fitted on the aft end of the control top on the tripod mast. The crew, now numbering 753 sailors and 253 airmen, benefited from improved accommodation. The refit was completed on 28 November 1932, but personnel shortages prevented her from working up until April 1933. Following the refit, Eagle was sent to the Far East, serving on the China Station throughout 1934, with her aircraft being deployed against pirate ships and their bases. The tropical heat caused problems in cooling the bomb magazines, and the food storage rooms and the ventilation proved to be barely satisfactory. Another quadruple .50 machine gun mount was added forward of the 2-pounder gun on the flight deck and the original mounting was shifted over to the port side. During this time, the ship's air group comprised nine Hawker Osprey fighters of 803 Squadron and 12 Fairey IIIFs of 824 Squadron; the latter unit was re-designated as 825 Squadron in October 1934. 803 Squadron transferred to HMS Hermes when she relieved Eagle at the end of 1934. They were replaced by Blackburn Baffin torpedo bombers of 812 Squadron when Eagle arrived in the Mediterranean in February 1935. Both squadrons remained behind at RAF Hal Far when the ship sailed for Devonport for another refit in June. Eagle was paid off until her refit began in early 1936. Transverse arresting gear was installed and a second octuple pom-pom replaced the 2-pounders in front of the island. Two more quadruple .50 machine gun mounts were installed in sponsons on either side of the bow. The capacity of her bomb magazines was also increased during this refit, and the ship's ventilation and insulation arrangements were improved as well. She was sent back to the Far East in 1937 with only nine Fairey Swordfish torpedo bombers (cloth-covered biplanes) of 813 Squadron aboard as well as nine more Swordfish to re-equip 824 Squadron when it transferred from Hermes in April. Captain Clement Moody commanded Eagle from 1 January 1937 until relieved by Captain A. R. M. Bridge on 16 June 1939. In August 1939 the ship's crew was exchanged in Hong Kong and Eagle sailed for Singapore to begin a short refit on 12 August. When World War Two began the following month, the ship had just completed her refit in Singapore. She put to sea a few days later and began searching for German merchant ships in company with the light cruiser Birmingham and escorted by the destroyer Daring. A Swordfish discovered the freighter SS Franken south of the port of Padang on Sumatra and Birmingham was ordered to intercept it while Eagle continued her air patrols. She arrived in Colombo, Ceylon, on 10 September and until 5 October she searched the Indian Ocean for German ships between the west coast of India and the Maldive Islands with the light cruiser Liverpool. Eagle was then assigned to Force I together with the heavy cruisers Cornwall and Dorsetshire, to search the Indian Ocean for the pocket battleship Admiral Graf Spee and other German commerce raiders. In mid-December her boilers and bottom were cleaned during a period of maintenance in Durban, South Africa. Eagle continued to patrol the Indian Ocean in 1940, but escorted a large Australian troop convoy to Suez early in the year. While in the vicinity of the Nicobar Islands on 14 March, a 250 lb (110 kg) bomb accidentally exploded, killing 14 men. The damage to the ship was mostly confined to the bomb magazines, although two generators were knocked out. The explosion flashed upwards through the port bomb lift and ignited the wing on one Swordfish stowed in the hangar. All but four of the aircraft were damaged by the corrosive salt-water spray system when the fire was doused. She was repaired at Singapore between 15 March and 9 May when the ship sailed for Colombo en route to the Mediterranean, which she reached on 26 May. In June three crated Gloster Sea Gladiators were found in storage at Dekheila and these aircraft became the only fighters available for the entire fleet in the Eastern Mediterranean. Flying from shore bases on 5 July, 813 Squadron attacked Tobruk harbour in a combined attack with the RAF at dusk, sinking the Zeffiro and the freighter SS Manzoni, and blowing the bow off the destroyer Euro. Two other merchantmen had to be beached before they sank. During the Battle of Calabria on 9 July, 813 Squadron was used to search and track the Italian fleet while 824 Squadron made two unsuccessful attacks on Italian cruisers without loss. On the evening of 10 July, Eagle's aircraft attacked Augusta harbour in Sicily, sinking the destroyer Leone Pancaldo. While under heavy aerial attack on 13 July, pilots of the Sea Gladiator Flight shot down three Italian bombers. On the night of 20 July, six aircraft from 824 Squadron, flying from Sidi Barrani, sank the destroyers Nembo and Ostro as well as the freighter SS Sereno. While providing distant cover to a convoy bound for Greece, one Savoia-Marchetti SM.79 medium bomber was shot down on 29 July by Eagle's Sea Gladiators while attacking the fleet. On 22 August three Swordfish from 824 Squadron, flying from Sidi Barrani, attacked and sank the Italian submarine Iride and the depot ship Monte Gargano in the Gulf of Bomba. The ships were carrying eight frogmen and four manned torpedoes to attack British shipping in Alexandria harbour. In September, she was joined by the carrier Illustrious and both ships attacked Italian airbases on Rhodes on 9 September. Eagle's 12 Swordfish were late in taking off and attacked the airfield at Maritza after the Italians had been alerted by the earlier attack by Illustrious' aircraft on the nearby airbase at Calato. Four aircraft were shot down by the defending Fiat CR.32 and Fiat CR.42 Falco fighters, but two SM.79s were destroyed on the ground and four other aircraft were damaged. These losses were the ship's heaviest in any single mission of the war. While covering another convoy to Malta on 12 October, she was damaged by near misses from SM.79s based in Sicily. The damage to her aviation fuel system was not immediately apparent and she covered another convoy later that month. While returning to Alexandria, her aircraft attacked Maltezana seaplane base on Rhodes on 27 October. Four of her Swordfish from 824 Squadron had been disembarked earlier and were flown to Fuka Landing Ground for a night attack on Tobruk harbour. The 824 Squadron aircraft distracted the defences with 250-pound bombs, while the 12 other Swordfish laid mines. On 28 October, Eagle and the rest of the Mediterranean Fleet patrolled off the west coast of Greece for a few days hoping to intercept the Italian Navy if it supported the Italian Army in their invasion of Greece, but no contact was made. When the ship was examined on 5 November, her aviation fuel system was leaking and required repairs. Five of her aircraft were transferred to Illustrious for an attack on 11 November on Taranto (Operation Judgement), whilst Eagle remained in Alexandria. One of Eagle's Swordfish was shot down by the intense Italian anti-aircraft fire. The ship covered multiple convoys to Greece and Malta during the rest of November. Six of her aircraft bombed Tripoli harbour during the night of 24/25 November without loss. Eagle spent most of December in Alexandria, but her aircraft supported the ground war, most notably when they spotted for the battleships Warspite and Barham during the bombardment of Bardia on 2 January 1941. In mid-January, the ship covered a convoy to Greece, but bad weather foiled plans to attack Italian bases en route. After her return, her aircraft complement was reorganised to include more fighters, as Eagle now had sole responsibility for fighter cover over the fleet after the crippling of Illustrious by German dive bombers on 11 January. In order to make room for the fighters, one of the Swordfish squadrons was disembarked and used to support the ground war. When Eagle was covering another convoy to Malta in mid-February, the ship carried nine Fairey Fulmars of 805 Squadron, five Sea Gladiators and six Swordfish. After the carrier Formidable arrived on 9 March to relieve Illustrious, orders were cancelled that would have transferred Eagle to the South Atlantic to hunt for German commerce raiders and the ship did not leave Alexandria until 9 April. In the meantime, both Swordfish squadrons were transferred to Port Sudan to operate against Italian shipping in Massawa, in Italian East Africa, on 25 March. They were very successful and returned to the ship on 13 April after she had passed through the Suez Canal. After she reached Mombasa, Kenya, on 26 April, she was ordered to sea on 29 April on an unsuccessful search for a raider in the Indian Ocean. The ship was then ordered on 1 May to proceed to Durban, South Africa, to rendezvous with the battleship Nelson and to proceed to Gibraltar. After the two ships arrived in Freetown, Sierra Leone, on 25 May to refuel, Nelson was ordered to continue to Gibraltar, but Eagle's orders changed and she was now charged with hunting for German supply ships in the South Atlantic. Captain A. R. M. Bridge was relieved by E. G. H. Rushbrooke at this time. Eagle began searching the South Atlantic on 29 May, usually accompanied by Dorsetshire or the light cruiser Dunedin. The carrier's Swordfish discovered, bombed and sank the blockade runner Elbe on 6 June. The oil tanker Lothringen was captured on 15 June by Dunedin after it had been bombed and strafed by several Swordfish. The ship continued patrolling without incident except for a hangar fire that killed one aircraft mechanic on 20 September. All but four of the ship's Swordfish were damaged by the spray used to put out the fire, but the ship herself was undamaged. In October 1941, Eagle was ordered to return to Britain for a refit at Gladstone Dock, Liverpool. She arrived off Greenock on 26 October and was docked at Liverpool on 1 November. The quadruple .50 machine guns were replaced by 12 manually operated automatic 20 mm Oerlikon light anti-aircraft guns, six in sponsons on each side of the flight deck, and the crews of the four-inch AA guns were given protection from splinters by the addition of zarebas around each weapon. The HACS was moved to the front of the control top and fitted with a Type 285 gunnery radar. A Type 290 air warning radar was also installed. The ship's oil fuel capacity was reduced to 2,990 long tons (3,040 t) in exchange for an increase in her petrol storage of 3,000 imperial gallons (14,000 L; 3,600 US gal). This reduced her range to 2,780 nautical miles (5,150 km; 3,200 mi) at a speed of 17.5 knots (32.4 km/h; 20.1 mph). Eagle's refit was completed on 9 January 1942 and she was working up for the next five weeks. She joined the convoy WS16 en route to Gibraltar on 16 February and reached it a week later. 813 and 824 Squadrons had rejoined the ship with their Swordfish and they were supplemented by four Sea Hurricane 1B fighters from a detachment of 804 Squadron and the Fighter Flight of 813 Squadron. Because their wings could not fold, they could not use either lift and remained on the flight deck at all times. The ship reached Gibraltar on 23 February and was assigned to Force H. Upon Eagle's arrival in Gibraltar, 824 Squadron transferred to RAF North Front and the ship loaded 15 Supermarine Spitfire fighters brought to Gibraltar by the carrier Argus. These aircraft were partly assembled dockside and hoisted aboard for final assembly. They were too big to fit below deck and remained on the flight deck, where they impeded the operations of Eagle's aircraft, except for those few also carried on the flight deck, until the ferried aircraft were flown off. On 27 February 1942, she sailed to deliver the Spitfires to Malta, escorted by the battleship Malaya, Argus, the cruiser Hermione, and nine destroyers, but the operation had to be cancelled when the long-range fuel tanks of the Spitfires proved defective. The problems were not rectified until 7 March, when the 15 Spitfires were successfully flown off to Malta. Upon her return, the ship's engines required repairs that lasted until 13 March. Nine more Spitfires were delivered to Malta on 21 March and an additional seven on 29 March. After her return, her steering gear required extensive repairs that lasted until the end of April. As part of Operation Bowery, Eagle rendezvoused on the night of 7/8 May with the American carrier USS Wasp, carrying 47 Spitfires, while Eagle had landed her entire aircraft complement to make room for 17 Spitfires of her own. Sixty of them arrived safely at Malta. For the next operation on 17 May, the Swordfish and Sea Hurricanes of 813 Squadron flew back on board to join the 17 Spitfires and six Fairey Albacore torpedo bombers destined for Malta. The fighters flew off without incident, but engine problems forced all of the Albacores to return. After they had landed, the ship was attacked by a half-dozen SM.79 torpedo bombers which failed to score any hits. The radar-guided guns of the escorting light cruiser, HMS Charybdis, were instrumental in driving off the determined Italian aircraft. Eagle disembarked all of her aircraft, except for her four Sea Hurricanes, to make room for 31 Spitfires and flew them off on 3 June during Operation Style. Another 32 were flown off on 9 June during Operation Salient. Later in the month, the ship provided air cover for another convoy, Operation Harpoon, which departed for Malta at the same time as the Operation Vigorous convoy did, from the opposite direction. A dozen Sea Hurricanes of 801 Squadron and four Fulmars from 807 Squadron reinforced the four Sea Hurricanes of 813's Fighter Flight to deal with the heavy air attacks anticipated. The convoy was subject to heavy air attacks by both the German and Italian Air Forces; Eagle's Sea Hurricanes managed to disrupt many attacks, claiming nine aircraft destroyed and a further two probably destroyed for the loss of one Sea Hurricane from 813 Squadron and three Fulmars. The escorts reached Gibraltar on 17 June and did not make the next delivery of aircraft until 14 July when 32 Spitfires were flown off to Malta (Operation Pinpoint). During this time, the carrier's aircraft complement consisted solely of six Sea Hurricanes of 801 Squadron. Another 29 Spitfires as well as four Swordfish of 824 Squadron were loaded on 20 July and the Spitfires were flown off the following day. Earlier in the day, the ship was unsuccessfully attacked by the Italian submarine Dandolo. Eagle covered Operation Pedestal together with the carriers Victorious and Indomitable. Eagle carried 16 Sea Hurricanes of 801 and 813 Squadrons as well as four reserve aircraft for the operation. On the early afternoon of 11 August, Eagle was hit by four torpedoes from the German submarine U-73, commanded by Helmut Rosenbaum, and sank within four minutes, 70 nautical miles (130 km; 81 mi) south of Cape Salinas at position 38°3′0″N 3°1′12″E; Cape Salinas is the southernmost point of Majorca (that is, approximately midway between Palma, Majorca and Algiers, Algeria.) Losses in the sinking included 131 officers and ratings, mainly from the ship's propulsion machinery spaces. Four Sea Hurricanes from 801 were aloft when the ship was torpedoed, and they landed on other carriers; the remaining sixteen went down with the ship. The destroyers Laforey and Lookout and the tug Jaunty rescued 67 officers and 862 sailors.
British Official Photograph No, A:7506 Admiralty Photograph. Crown Copyright Reserved The British Fleet on War Service: H.M.S. "Eagle" The British sircrat carrier H.M.S. "Eagle" (22,600) tons Armament: nine 6" 50 cal guns, four 4" anti-aircraft guns, 22 smaller. Officially carries 21 aircraft. Speed 24 kts. Dimensions: 667 X 105.1/6 X 27 Complement 740. Picture shows: The British aircraft carrier H.M.S. "Eagle" 20/3/42 Photographic News Agencies Ltd 30, Fleet Street E C 4
Photo purchased from The War Store in Johannesburg, South Africa. Additional information pulled from Wikipedia.
A photo of a British Destroyer H.M.S. Nestor taken as an official admiralty photograph. No specific ship name, location, or date given. HMAS Nestor (G02) was an N-class destroyer of the Royal Australian Navy (RAN). Built in Scotland, Nestor was commissioned in February 1941; although manned by Australians and commissioned as an Australian warship, she remained the property of the Royal Navy. Entering service in 1941, Nestor spent most of her career as a patrol and escort vessel in the Atlantic Ocean, the Mediterranean, and the Far East. In December 1941, the destroyer located and sank the German submarine U-127. In June 1942, Nestor sailed as part of the Operation Vigorous escort force, protecting a supply convoy to Malta. On the evening of 15 June, the ship was heavily damaged by air attack. Despite attempts to tow the ship to base, Nestor was abandoned and scuttled off Crete the next morning. Nestor is the only ship of the RAN that never operated in Australian waters. The N-class destroyer had a displacement of 1,773 tons at standard load, and 2,550 tons at full load. Nestor was 356 feet 6 inches (108.66 m) long overall and 229 feet 6 inches (69.95 m) long between perpendiculars, had a beam of 35 feet 8 inches (10.87 m), and a maximum draught of 16 feet 4 inches (4.98 m). Propulsion was provided by Admiralty 3-drum boilers connected to Parsons geared steam turbines, which provided 40,000 shaft horsepower (30,000 kW) to the ship's two propellers. Nestor was capable of reaching 36 knots (67 km/h; 41 mph). The ship's company consisted of 249 officers and sailors at the time she was sunk. The ship's armament consisted of six 4.7-inch QF Mark XII guns in three twin mounts, a single 4-inch QF Mark V gun, a 2-pounder 4-barrel "pom pom", four 0.5-inch machine guns, four 20 mm Oerlikon anti-aircraft guns, four .303 Lewis machine guns, two Pentad torpedo launcher tube sets (with 10 torpedoes carried), two depth-charge throwers and one depth-charge chute (with 45 charges carried). The 4-inch gun was removed later in Nestor's career. Nestor was laid down by the Fairfield Shipbuilding and Engineering Company, Limited, at Govan, Scotland in 1939. She was launched on 9 July 1940 by the daughter of one of the shipyard directors. Nestor was commissioned into the RAN on 3 February 1941; although manned and commissioned as an Australian warship, the destroyer remained the property of the Royal Navy. The destroyer's name came from the mythological ruler. The ship cost 398,960 pounds to build. During sea trials, Nestor was called on to make several deployments north of the British Isles, in poor conditions. On 14 May, the sailors aboard mutinied in response to the heavy drinking sessions of the ship's captain and two other senior officers: they locked themselves in their accommodations and refused to man the ship until the officers were removed. The ship's doctor visited the admiral at Scapa Flow (where the ship was based); the admiral sent marines to arrest the three officers, and appointed a new commander to Nestor. After completing sea trials, Nestor was assigned to escort and patrol duties in the North Atlantic. During May, she was involved in the pursuit of the German battleship Bismarck, but had diverted to Iceland for fuel when the Allied force encountered and sank the German ship. Nestor was transferred to the Mediterranean in July, and was involved in the Malta Convoys, then performed escort duties in the South Atlantic before returning to England for refit in October. The destroyer returned to service as a Malta Convoy escort in December. On 15 December, Nestor encountered the German submarine U-127 off Cape St. Vincent; the destroyer successfully hunted down and destroyed the submarine with depth charges. In January 1942, Nestor was reassigned to the Far East. During the voyage, Nestor and several sister ships escorted the aircraft carrier HMS Indomitable during attempts to deliver aircraft to Malaya. After this, Nestor joined the British Eastern Fleet, and was based at Colombo. In March 1942, the town of Andover, Hampshire adopted Nestor after they raised £214,467 during a Warship Week. In May 1942, the destroyer was assigned back to the Mediterranean. On 12 June 1942, Nestor sailed from Haifa as part of the large escort force for Operation Vigorous, a Malta Convoy consisting of 11 merchant ships carrying food, fuel, and supplies for the besieged island. Air harassment of the convoy began almost immediately after leaving port. During the afternoon of 15 June, the convoy received word that a second convoy (Operation Harpoon) sailing from the west had successfully arrived, and based on the quantity of air attacks and intelligence that an Italian fleet was in the area, it was decided to return the Vigorous convoy to Alexandria. According to one source, at around 18:00, while off Crete, an Italian bomber attacked Nestor, killing four sailors and seriously damaging the destroyer's engine rooms. Other sources assert the attack was carried out by Junkers Ju 87 dive bombers from Sturzkampfgeschwader 3. HMS Javelin began to tow Nestor, but by 05:30 on 16 June, the quantity of water taken on by the Australian ship meant that recovery was no longer practical. The ship's company transferred to Javelin, and Nestor was scuttled with depth charges. Nestor was the only major RAN ship to never visit Australia. Nestor's wartime service was recognised with four battle honours: "Bismarck 1941", "Atlantic 1941", "Malta Convoys 1941–42", and "Indian Ocean 1942". The ship's bell was recovered, and is on display at the museum at HMAS Cerberus.
British Official Photograph No A.4679. (Admiralty Photograph. Crown Copyright Reserved). The British Destroyer H.M.S. "Nestor" H.M.S. "Nestor" is of 1,690 tons displacement and carriers a complement of 183. Her dimensions are 348 x 35 x 9 and she is armed with six 4.7 inch and six smaller guns, with ten 21 inch torpedo tubes. She is here seen bringing secret orders for the Captain of another vessel.