Where did German Uboats resupplY? I’ve got three answers to this question: At sea, in Vigo, and in the eastern Mediterranean. Which one do you think is the most likely? You can find out by reading this article. You’ll learn the locations of the German Uboats in the eastern Mediterranean, as well as their resupply locations in Spain.
German U-boats resupply in Spain
Between 1940 and 1944, German submarines secretly resupplied in Spanish ports. The two governments had agreed to the practice in 1939, but British protests eventually led Spain to withdraw from the scheme. However, Spain never ceased to supply the German submarines with food and water.
During the early war, German merchant ships anchored in three ports in Spain, including the Canary Islands. This practice was taken into account in operational planning by the B.d.U. but it was unknown whether a resupply facility in Portugal was also used.
On Dec. 4, 1939, Meyer-Dohner met with Admiral Moreno to discuss resupply plans for the U-boats. The Naval Minister said that the two countries would share the 500-ton products that the submarines would need. They also discussed Franco’s new cooperative attitude toward the Germans, which was unknown to him at the time. But he nonetheless expressed unqualified support for the German cause and recommended Cadiz as the best port for refueling operations.
At the beginning of the war, there were 58 German ships in Spanish harbors. Of these, only two were captured and sunk. Meyer-Dohner had hoped to have a smaller ship with fewer crew members. In addition to a smaller crew size, he also wanted to simplify security measures.
Spain also helped the Axis, providing aircraft services and allowing Axis agents to operate in Madrid. In addition, Spain allowed the German U-boats to resupply in Cadiz and refuel in Vigo. Although Spain subsequently revoked this permission, Spain still supported the Germans by supplying their ships with supplies.
The U-boats used a special type of submarine to resupply with fuel. These submerged vessels were known as «Milk Cows» and were able to carry 603 Long Tons of diesel and 13 Long Tons of motor oil. They also carried fresh food for their crews. They were able to stay on station for extended periods of time.
The U-boats made complicated maneuvers to save fuel. However, the U-boats did make their return trip. Donitz was reportedly unhappy about the loss of the tankers.
At sea
In the early stages of World War II, German Uboats spent about 41 days at sea on average before being refueled and resupplied. This extended to 62 days if only one resupply was made and 81 days if two resupplies were made. This meant that refueling the submarines was essential for their efficiency in northern operations. It took three to five weeks for a submarine to arrive at a favorable position. On average, a Type VIIC boat had to refuel twice in order to be effective. By December of 1942, German Uboats completed 390 refueling missions.
On the night of May 5-6, the German Uboat U-66 and the American submarine USS Arizona were due to rendezvous. The night was clear, calm, and moonlit. The U-boats’ crews were near exhaustion and low on fuel. They were desperate for a resupply. The U-66, commanded by Oberleutnant zur See Gerhard Seehausen, was on its ninth patrol and in desperate need of provisions and fuel.
The U-boats were equipped with submerged fuel transfer equipment. However, U-490 was eventually sunk by Allied destroyers and never used this equipment to transfer fuel. However, Milk Cows, which resupplied German Uboats at sea, often took the risk of being sunk by Allied aircraft. Despite their dangerous missions, Milk Cows were extremely important to the Allies.
German Uboats could last about 75 days without resupply. It was a very effective strategy that led to significant losses for the German navy. Moreover, it allowed submarine crews to remain at sea for long periods of time without touching land for R&R. But the problem was that the German Uboats were bombarded continuously by enemy forces, making it difficult to repair them.
In the early years of the war, the U-boats were resupplied in Portuguese and Spanish ports. This policy lasted until the end of 1942. During that period, German merchant vessels were stationed in several Spanish ports to resupply U-boats.
In Vigo
German Uboats resupply in the Spanish port of Vigo. On Jan. 13, 1942, a German Uboat named O.K.M. sent sealed instructions to various ships based in Santa Cruz de Tenerife and Puerto de la Luz. The crew agreed to the task and received four months’ pay as a reward. However, the crew was wary of the risk of mutiny or imprisonment.
Although Spain declared neutrality at the outbreak of the war, it did help Axis forces by allowing Axis agents to operate in its capital of Madrid. Additionally, Spain sent its Blue Division to fight alongside Germany against the Russians, and allowed German Uboats to resupply at Vigo and Cadiz. However, Spain later withdrew permission for the Uboats to resupply and refuel in Spanish ports.
When the Uboats reached Vigo, most of their crew was evacuated. Allied forces fought the Uboats for a period of two days before the U-boats reached the port. However, some crew members remained behind. This led to a major rescue operation.
As a result, the Germans had to rely on resupply missions in Vigo, where they could refuel and restock. The Uboats carried fuel tanks, spare torpedoes, and 15 to 20 tons of spare parts. They also carried food, medicine, and a bakery. Additionally, the Uboats carried a two-man «brig» where they could be tended to when necessary.
One of the most famous German Uboats resupplied in Vigo was the U-96, which was one of the few survivors of its Atlantic tour. Its crew member, Lehmann-Willenbrock, survived a devastating air raid to become a captain on a German merchant ship. Buchheim was a technical adviser for the film, but later fell out with director Wolfgang Petersen, who refused to allow him to write the screenplay based on his book.
In the eastern Mediterranean
The German Uboats deployed in the eastern Mediterranean served a vital role during World War II. They were largely inactive during the first two years of the war, but they began to make a more significant presence in the region when the Italians suffered setbacks in North Africa. Their presence in the region resulted in spectacular short-term successes but diverted German resources away from their primary missions. During the period between 1941 and 1943, the Uboats were deployed to the Mediterranean to secure the Axis’s hold on North Africa.
Despite their success in the Mediterranean, the Germans were not enthusiastic about these missions. The waters were generally clear, and their submarines could be easily seen from the air even when submerged. Furthermore, there were many places in the Mediterranean that were not deep enough to allow submarines to move about.
The success of the British fleet in the northern Mediterranean changed Hitler’s mind about the U-Boats’ ability to attack. While he was still reluctant to send them to the eastern Mediterranean, his stance changed after the Axis’s interventions in the Balkans. Hitler was willing to provide additional support to the Axis and British forces. The German Uboats, meanwhile, were still capable of torpedoing and sinking large merchant vessels.
The strategic possibilities of a major German intervention in the eastern Mediterranean are interesting. With a large German commitment, the Germans could neutralize Malta and ease pressure on shipping between Italy and Libya. Control of the Mediterranean would also severely cripple the British war effort and the British oil supply.
Despite the difficulties in the Caribbean, German Uboats were still effective in interdicting merchant ships. However, they were unable to take advantage of the many opportunities that existed. By the end of 1941, they had lost just seventeen of their U-boats. And they failed to ply the eastern Mediterranean with the full force of their fleet. The decision to withdraw from the Caribbean was based on personal leadership, operational art, and the German naval forces.
The new U-boat commanders in the eastern Mediterranean proved to be ineffective and Doenitz complained bitterly about their lack of effectiveness. Fortunately, the new commanders were successful in resupplying the U-boats. Goff was awarded a Presidential Unit Citation for his patrols.
When storing fuel in a boat, be sure to properly dispose of it. Check with local government authorities or your boat club for disposal information. In some areas, there are special disposal sites designated for boat fuel. If not, use a water separator or Jerry can.
Proper planning and calculating your fuel burn
Proper planning and calculating your fuel burn is imperative for a successful boating trip. Whether you are cruising for pleasure or for business, there are several factors to consider that can impact the amount of fuel your boat will consume. The cruising speed of your vessel, the octane of the fuel, the engine type, and the weather are all important factors in determining how much fuel your boat will require. Proper planning will reduce your overall fuel consumption while also saving money.
Proper planning also involves knowing the engine specifications and testing your boat under different conditions. This includes testing it at different speeds and in choppy conditions to ensure its planing abilities. By doing so, you will be able to determine the average fuel burn rate and calculate the net fuel consumption. It is also a good idea to include additional fuel if the conditions are choppy or windy.
The first step in calculating your fuel consumption in a boat is to understand the engine’s horsepower rating. Oftentimes, a boat’s peak horsepower occurs near full throttle. As the engine slows down, fuel consumption goes down. This is true whether it’s a direct or electronically managed fuel injection (EMFI) engine. Typically, this means that engines with electronic or direct injection are more fuel efficient than other types. In order to use a fuel efficiency calculator, you need to input the horsepower rating, the specific weight of the fuel, and the average fuel consumption rate.
In addition to gallons per hour, it is important to calculate your miles per gallon. This will help you calculate how much fuel you’ll need to reach your destination and how much range you’ll have to fuel. For example, if you’re cruising at 20 GPH, you’ll need 100 gallons of fuel before you arrive at your destination.
Proper fuel treatment
Proper fuel treatment for boats is essential to maintaining the health of the engine and preventing corrosion. Water in fuel can lead to a number of problems, including poor performance and engine damage. Proper treatment can help ensure the longevity of the engine and prevent costly repairs down the road. Water in the fuel can also clog fuel filters and lead to rust and corrosion.
Marine fuel stabilizers prevent oxidation, a condition that causes a breakdown of the fuel’s composition and distresses engine parts. They also prevent corrosion and chemical reactions in the fuel system. They also improve the combustion process and increase the octane rating by 1.5 to two points.
Proper fuel treatment for boats can also help improve engine performance. FPPF Marine Ethanol/Gas Formula has 100% active ingredients to provide multiple benefits to marine engines. This product removes sludge and gum from fuel tanks, controls the growth of sludge during prime boating seasons, and stabilizes fuel to increase power and fuel economy. Moreover, it will not harm electronic fuel injection systems.
Proper fuel treatment for boats is important to ensure a safe, comfortable and clean boating experience. Marine Ethanol/Gas Treatment is available in a concentrated form that can treat up to 125 gallons of fuel. This product is safe to use on a variety of fuel types, including ethanol and gasoline blends.
Proper fuel treatment for boats is essential to maintain a smooth engine performance. Proper marine fuel additives prevent water from absorption in fuel and prevent phase separation. These additives protect marine engines against both freshwater and saltwater — essential for optimal boat performance.
Using a Water Separator
Using a fuel water separator is a good way to maintain the quality of your fuel, especially on a boat. Many boat owners make the mistake of cutting corners when it comes to fuel, and if you’re one of them, you’ll want to consider getting one. These devices remove water from gasoline and ensure that it’s safe to use. It’s also the most cost-effective option.
The process to install a fuel water separator is slightly different for each one, but the end result should be the same. You should install the unit in a location with easy access to fuel lines, and make sure to position it so that it’s not in the way of moving cables and hoses.
One of the main components of a fuel water separator is the collection bowl, which collects any water that filters out of gasoline. These bowls are usually made of clear plastic or metal and have a built-in drain plug. The drawback of plastic drain bowls is their high heat sensitivity, so they aren’t recommended for use in enclosed inboard engine compartments.
If you keep your boat outside for extended periods of time, it’s essential to change the water separator before adding new fuel. You can also add an antioxidant to the fuel, which helps to keep it in good condition. This additive is particularly important for boats that will sit idle for long periods.
To install a fuel water separator, follow the manufacturer’s instructions. The installation process is very simple. First, make sure that you install the separator on the inlet side. This will allow you to change the filter easily. Next, mount the hose connectors. Once the connections are in place, you can tighten them with a spanner.
Using a Jerry can
Although using a jerry can to store gasoline on a boat is common, there are several advantages to using a different type of tank. Unlike metal cans, plastic jerry cans can be stable in rough water, and they are also less likely to scratch the deck. However, you should make sure to tie the plastic jerry can down to the open part of the boat. Otherwise, it might slip and rupture, leaking fuel and potentially damaging your deck.
Many marina operators in cottage country across Ontario are closing their pumps, leaving boaters with no way to fuel up. Because of this, some of them must lug gasoline in jerry cans to the water. These vessels must also comply with regulations from boating Ontario.
The safety of gas cans is another important issue to consider. While the locking mechanism in a propane locker prevents fumes from escaping, this is not the case with jerry cans. Because they are not sealed, gasoline fumes expand as they burn. When heated and agitated, the gas fumes have the potential to ignite and be explosive.
Jerry cans are also better suited for marine storage because they do not leak, making it easier to refill your boat. Using a Jerry can to store gasoline on a boat also saves space. It is a great alternative to buying a tank. You can also save money on fuel and other boating related expenses.
Using a water muff
When you’re storing gasoline in your boat, it’s always a good idea to use a water muff to prevent fuel drain. Not only is this a good way to prevent waste, but it also helps you flush out your outboard engine. This helps prevent the buildup of salt and debris, which can shorten the engine’s life.
