The following is an excerpt from my father's autobiography. It details an account of an attack by the British on the light cruiser Koln. A copy of the captain's log notes were obtained by my father while on a reunion in Germany some years back with the surviving crewmembers, and he translated the notes in English. He was only 18, and his duty was to keep the engines running in boiler room number 2. This will give you some sense on how harrowing an ordeal it was.
Dec 13/44
16:30 Lowered anchor near Horten. Extinguished boiler fires, connected
motors for immediate action.
18:44 Anti-aircraft alert, enemy planes approaching 25 km south-west of
Horten. Order, "Both anti-aircraft watches to action stations." Ship is
taking on oil from tanker "Udvaer" on port side. The night is clear,
excellent visibility, sea is calm.
18:54 Air raid Alert!
18:55 Enemy planes over Horten. Numerous flare bombs over Horten at port
beam of ship. Mines dropped by parachutes. the total area around the
ship is lit up like daylight.
18:56 Tanker Undvaer ordered to leave at once. Order, "Weigh anchor, both
machines stand by."
18:57 Message to captain, "Light and heavy flak ready." Order, "All weapons
may fire on recognized targets." Message from machine to bridge, "All
bulwarks locked tight, ship is ready for action."
19:00 First enemy attack on port side, altitude approximately 900 m, heavy
caliber bomb hits water 40 meters port ahead. Wind blows from north
east, but because of strong current ship lies broadside to wind. Enemy
assumes ship lies in direction of wind, hence drops bombs transverse
to ship.
19:02 Second attack from starboard side on brightly illuminated ship, altitude
about 500m, planes passing across bow. Row of bombs, 10
detonations from starboard to port side 25-30 m ahead. Heavy shocks
rocking in fore-ship. Enemy probably assumes ship was moving and,
therefore, dropped bombs too far ahead. In fact, 200 meter of anchor
chain was still out; at 125 m capstan stopped turning because of
electric power failure at station 4 caused by the heavy explosions.
Communication system and electric rudder motors also stopped
functioning. Order from bridge, "Change over to hand rudder, station 2."
Gyro compass also is dead. In spite of feverish repair work by electrical
action groups, all power stations, communication systems, and gyro
compasses fail again at every bombing attack.
19:03 Third attack from starboard side over "A" turret, from 400 meter altitude,
2 bombs each on starboard and port turrets, very close to side of ship.
Ship pitches and rolls heavily. Message to bridge, "Ship can be steered
from station 2." Per request message from machine, "Unable to start
auxiliary motors." Order from bridge, "Get main turbine ready as fast as
possible, and engage propeller shafts."
19:04 Fourth attack from starboard side right over bridge at 800 meter altitude,
4 bombs in straight line, last bomb only 10 m from starboard. Severe
shocks in ship. Message from machine, "Unable to engage main
turbines because of power failure." All lights inluding auxiliary lights in
boiler rooms are dead, lost control over water height in boilers, resulting
in water, instead of steam, hitting the steam generators making it
impossible to generate electric power. During the attack the 3.7 cm and
2 cm flak succeeded in hitting plane at 800 m. Plane loses altitude
fast, flies burning over ship, and disappears to south over land. Shortly
after bright white fire shine and detonation. Probable crash site Horten
South between main land and Bastoey island.
So as not to overload my post, breaking here and continuing a new post.....
Combat on Kreuzer Koln
Attack on Koln (Cont'd)
Maybe I can stretch out the text better here...we'll see...
19:05 Second formation attacks. Ship still rides anchor with 125 m chain out, in same position as first attack. Numerous flare bombs dropped again right above ship and aft. Message to bridge, "Main rudder machine ready." Order from bridge, "Re-engage to steam rudder, steering out of station 4." Because of detonations gyro-compass errs between 30-40 degrees.
19:06 Fifth attack from port side. Flight over middle deck at 200-300 m altitude. Bombs drop in line, last 2 explode 5 m from side of ship. Huge wave of water over aft deck. Very heavy shocks and rocking in stern of ship. All repaired communication systems and gyro-compasses are dead again.
19:08 Sixth attack from starboard side over "C" turret at 600-700 m altitude. Bombs explode starboard and port at 10 m distance from ship. Heavy shocks and vibrations in ship.
19:10-19:20 Seventh, eighth, and ninth attack all approaching from ahead at 200-300 m altitude. Squadrons drop 3 bombs each, then turn off starboard to renew attack. All bombs drop 30-35 m starboard and port at height of bridge. At same time numerous additional bombs drop somewhat farther in vicinity of ship, plus carpet bombing 100 m on starboard side. New heavy shocks and vibrations in ship. Planes rake decks with machine guns.
19:24 Order to battery, "Stop firing!" The fact that cruiser Koln, under numerous bombings, did not receive a direct hit can be explained:
A) because of the strong current the ship was moored sideways to the direction of the attack,
B) because of well aimed anti-aircraft fire which impeded the accurate dropping of bombs,
C) and because of the excellent morale and discipline of the crew, a large number of whom was under enemy action for the first time. They surely deserve praise and recognition. Since the possibility of new attacks on the ship exists, I decide to change the anchorage. Our intention to weigh anchor during attack was made impossible because the auxiliary motors did not start. Consequently it is irresponsible in future to extinguish the boiler fires to save oil during anchorage. It is necessary to keep up the steam pressure of two boilers, and have the turbines engaged, to enable the ship to move off at leat at 12 miles per hour.
19:30 Bow capstan is ready, anchor weighed. Communication system and gyro-compasses are still out of order. Main turbines are engaged. With steam rudder from station 4, emergency telegraph and orders to machine by telephone, double angle fixing, only a few navigation lights are available since the Horten light was extinguished, with the help of auxiliary navigation sailed by stars. Watch boat ordered to come alongside to pilot to new anchorage.
19:50 Air raid alarm ended.
19:55 Flak alarm ended.
Ammunition used: 15cm 1 round
8.8 cm 180 rounds
3.7 cm 1025 rounds
2 cm 7080 rounds
21:40 One seamile north of Gudholm anchored.
Signed: Strobel
Captain
Cheers, Nordsee
19:05 Second formation attacks. Ship still rides anchor with 125 m chain out, in same position as first attack. Numerous flare bombs dropped again right above ship and aft. Message to bridge, "Main rudder machine ready." Order from bridge, "Re-engage to steam rudder, steering out of station 4." Because of detonations gyro-compass errs between 30-40 degrees.
19:06 Fifth attack from port side. Flight over middle deck at 200-300 m altitude. Bombs drop in line, last 2 explode 5 m from side of ship. Huge wave of water over aft deck. Very heavy shocks and rocking in stern of ship. All repaired communication systems and gyro-compasses are dead again.
19:08 Sixth attack from starboard side over "C" turret at 600-700 m altitude. Bombs explode starboard and port at 10 m distance from ship. Heavy shocks and vibrations in ship.
19:10-19:20 Seventh, eighth, and ninth attack all approaching from ahead at 200-300 m altitude. Squadrons drop 3 bombs each, then turn off starboard to renew attack. All bombs drop 30-35 m starboard and port at height of bridge. At same time numerous additional bombs drop somewhat farther in vicinity of ship, plus carpet bombing 100 m on starboard side. New heavy shocks and vibrations in ship. Planes rake decks with machine guns.
19:24 Order to battery, "Stop firing!" The fact that cruiser Koln, under numerous bombings, did not receive a direct hit can be explained:
A) because of the strong current the ship was moored sideways to the direction of the attack,
B) because of well aimed anti-aircraft fire which impeded the accurate dropping of bombs,
C) and because of the excellent morale and discipline of the crew, a large number of whom was under enemy action for the first time. They surely deserve praise and recognition. Since the possibility of new attacks on the ship exists, I decide to change the anchorage. Our intention to weigh anchor during attack was made impossible because the auxiliary motors did not start. Consequently it is irresponsible in future to extinguish the boiler fires to save oil during anchorage. It is necessary to keep up the steam pressure of two boilers, and have the turbines engaged, to enable the ship to move off at leat at 12 miles per hour.
19:30 Bow capstan is ready, anchor weighed. Communication system and gyro-compasses are still out of order. Main turbines are engaged. With steam rudder from station 4, emergency telegraph and orders to machine by telephone, double angle fixing, only a few navigation lights are available since the Horten light was extinguished, with the help of auxiliary navigation sailed by stars. Watch boat ordered to come alongside to pilot to new anchorage.
19:50 Air raid alarm ended.
19:55 Flak alarm ended.
Ammunition used: 15cm 1 round
8.8 cm 180 rounds
3.7 cm 1025 rounds
2 cm 7080 rounds
21:40 One seamile north of Gudholm anchored.
Signed: Strobel
Captain
Cheers, Nordsee
Here is the relevant entry on Seekrieg:
All the best
Andreas
http://www.wlb-stuttgart.de/seekrieg/44-12.htm13.– 14.12.1944
Luftkrieg Norwegen
Angriff der Gruppe No.5 des RAF Bomber Command gegen Schiffe im Oslofjord. Das Hauptziel, der Kreuzer Köln, wird nur durch Naheinschläge beschädigt, und der Zerstörer Karl Galster entkommt unbeschädigt.
All the best
Andreas
Just an FYI, this date of attack is on the following link:http://www.german-navy.de/kriegsmarine/ ... tions.html
Cheers,
Nordsee
Cheers,
Nordsee
Nordsee
Posting diary excerpts etc. relating to combat/wartime experiences is perfectly okay in either this section of the forum or this thread. The biographical section is to discuss the Lebenslauf of military personnel, e.g. dates of promotions, awards received, command postings.
Alles Gute
Andreas
Posting diary excerpts etc. relating to combat/wartime experiences is perfectly okay in either this section of the forum or this thread. The biographical section is to discuss the Lebenslauf of military personnel, e.g. dates of promotions, awards received, command postings.
Alles Gute
Andreas
OK, hope you enjoy this. This is straight from Dad's autobiography, with is experience on Koln.
September, 1944
When I climbed down for the first time into boiler room No. 2, I was overwhelmed by the amount of machinery and equipment. The cruiser had three main boiler rooms plus two auxiliary ones. The latter were used in harbours to keep up steam for the pumps, heating, generating electricity etc. The others featured two huge Saake-Schulz boilers, each being fired by 18 oil jets, with additional oil and water pumps, air intake turbines to supply the necessary oxygen to sustain the fires, plus innumerable valves and gauges. We were commonly called stokers on board ship, contrary to the fact that there were no coals to stoke. Stokers enjoyed special status. They were respected for the hard and dangerous job they were doing. Seamen, punished for some disciplinary infractions, were often sent down to us for one watch (4 hours) which proved a very sobering experience to them, especially during battle. They usually did not misbehave after that. By contrast, we could stand on deck during free watch, and smoke our cigarettes undisturbed, whereas sea cadets would be chased around immediately when seen standing idle.
From Koenigsberg we sailed first to Swinemuende to take on a load of mines. I don't remember the exact number, but the decks were full of them, two rows each on starboard side and on port. It was a tremendous explosive power that could have us all blown to kingdom come. We continued on to the Baltic Sea, through the strait between Denmark and Sweden , through the Kattegat and Skagerrak, up to the Oslo Fjord to Oslo. On the way we disposed of the mines, but I saw none of that, because I was locked in below deck. There was one exception though. One night we anchored in sight of a Swedish city, it may have been Malmo or Goteborg, I am not sure. What I do remember were the thousands of electric lights illuminating the city. I stood on deck, off watch, looking a long time at this fantastic spectacle. Germany had been blacked out for over five years. No wonder we were all mesmerized by the sight. For a short while it brought back a world we had almost forgotten.
Or main purpose during that time was to escort convoys from Norway to Germany. It surprised me somewhat, how openly we sailed in those waters, right under the noses of the British. In November we became the Flagship of the North Sea Destroyer Fleet.
However, the British were not idle. They chased us night and day with bombers and torpedo planes. It came to the point where we dared to lie still not longer than four hours anywhere, except in Oslo. After that time the British reconnaissance planes had discovered our location and the bombers were on the way. The battle noise below deck is far greater than on topside since water and steel are excellent noise conductors. Although we could not see the battles, we certainly could hear them. We were also continuously informed by headphones about the status on deck. Most disquieting and enervating to us were the attacks by enemy torpedo planes, which usually came in groups and dropped a number of torpedos at the same time from different directions. Their run on our ship was spotted on deck by the bubbles they left in their wake. Subsequently we were advised by board communication the direction of these bubble lines i.e. torpedo approaching from 45 degrees starboard, 60 starboard, 195 port etc. At times we counted five torpedoes running at us within seconds of each other. Any one could have easily penetrated into our boiler room and blown us all to pieces. There would have been no escape possible. Icy silence set in, only the cadet with headphones, stop watch in hand, would yell the transpired time to the crew: 5 seconds, 10 seconds, 15 seconds, until three minutes had passed. After one minute we started to breathe easier. Our chances for survival had increased. After two minutes one assumed all torpedoes had missed, and for now the danger had passed until the next attack. The Captain on the bridge was skillfully steering his cruiser away from the approaching torpedoes. Full steam ahead, the ship constantly changed course, heeling heavily to starboard or port. At the same time our artillery let loose with all guns, everything they had. Even our heavy 15 cm guns, three in each of three turrets, ( 9 altogether ) fired anti-aircraft ammunition. It was a hellish spectacle. We never received a direct hit while I was on board, but suffered considerable damage from bombs falling close to the ship. Eventually one of our propeller shafts became severely bent forcing us to proceed at half speed with one propeller only.
I will break for now, will submit more later. Bis spater!
September, 1944
When I climbed down for the first time into boiler room No. 2, I was overwhelmed by the amount of machinery and equipment. The cruiser had three main boiler rooms plus two auxiliary ones. The latter were used in harbours to keep up steam for the pumps, heating, generating electricity etc. The others featured two huge Saake-Schulz boilers, each being fired by 18 oil jets, with additional oil and water pumps, air intake turbines to supply the necessary oxygen to sustain the fires, plus innumerable valves and gauges. We were commonly called stokers on board ship, contrary to the fact that there were no coals to stoke. Stokers enjoyed special status. They were respected for the hard and dangerous job they were doing. Seamen, punished for some disciplinary infractions, were often sent down to us for one watch (4 hours) which proved a very sobering experience to them, especially during battle. They usually did not misbehave after that. By contrast, we could stand on deck during free watch, and smoke our cigarettes undisturbed, whereas sea cadets would be chased around immediately when seen standing idle.
From Koenigsberg we sailed first to Swinemuende to take on a load of mines. I don't remember the exact number, but the decks were full of them, two rows each on starboard side and on port. It was a tremendous explosive power that could have us all blown to kingdom come. We continued on to the Baltic Sea, through the strait between Denmark and Sweden , through the Kattegat and Skagerrak, up to the Oslo Fjord to Oslo. On the way we disposed of the mines, but I saw none of that, because I was locked in below deck. There was one exception though. One night we anchored in sight of a Swedish city, it may have been Malmo or Goteborg, I am not sure. What I do remember were the thousands of electric lights illuminating the city. I stood on deck, off watch, looking a long time at this fantastic spectacle. Germany had been blacked out for over five years. No wonder we were all mesmerized by the sight. For a short while it brought back a world we had almost forgotten.
Or main purpose during that time was to escort convoys from Norway to Germany. It surprised me somewhat, how openly we sailed in those waters, right under the noses of the British. In November we became the Flagship of the North Sea Destroyer Fleet.
However, the British were not idle. They chased us night and day with bombers and torpedo planes. It came to the point where we dared to lie still not longer than four hours anywhere, except in Oslo. After that time the British reconnaissance planes had discovered our location and the bombers were on the way. The battle noise below deck is far greater than on topside since water and steel are excellent noise conductors. Although we could not see the battles, we certainly could hear them. We were also continuously informed by headphones about the status on deck. Most disquieting and enervating to us were the attacks by enemy torpedo planes, which usually came in groups and dropped a number of torpedos at the same time from different directions. Their run on our ship was spotted on deck by the bubbles they left in their wake. Subsequently we were advised by board communication the direction of these bubble lines i.e. torpedo approaching from 45 degrees starboard, 60 starboard, 195 port etc. At times we counted five torpedoes running at us within seconds of each other. Any one could have easily penetrated into our boiler room and blown us all to pieces. There would have been no escape possible. Icy silence set in, only the cadet with headphones, stop watch in hand, would yell the transpired time to the crew: 5 seconds, 10 seconds, 15 seconds, until three minutes had passed. After one minute we started to breathe easier. Our chances for survival had increased. After two minutes one assumed all torpedoes had missed, and for now the danger had passed until the next attack. The Captain on the bridge was skillfully steering his cruiser away from the approaching torpedoes. Full steam ahead, the ship constantly changed course, heeling heavily to starboard or port. At the same time our artillery let loose with all guns, everything they had. Even our heavy 15 cm guns, three in each of three turrets, ( 9 altogether ) fired anti-aircraft ammunition. It was a hellish spectacle. We never received a direct hit while I was on board, but suffered considerable damage from bombs falling close to the ship. Eventually one of our propeller shafts became severely bent forcing us to proceed at half speed with one propeller only.
I will break for now, will submit more later. Bis spater!
-
Edward L. Hsiao
- Member
- Posts: 2105
- Joined: 01 Aug 2003, 09:43
- Location: Flagstaff,Arizona
Re: Combat on Kreuzer Koln
I enjoyed reading this action packed story!
Edward L. Hsiao
Edward L. Hsiao
Re: Combat on Kreuzer Koln
its has been almost 11 years since the last update was posted, hopefuly"nordsee" is still around..!