Australian National Maritime Museum Volunteers’ Quarterly All Hands Issue 84 September 2013

Page

Page 2

Page 3

EDITORIAL FAREWELL … Peter Wood

This issue marks the celebration of the Readers would be aware that long-serving centenary of the arrival of the Royal Volunteers Manager, Peter Wood, has left Australian Navy’s first vessels in Sydney. the museum. All current volunteers have Virtually no-one will now remember that seen Peter at work at least in their event 100 years ago though it is being introductory interview and at guide recreated in October this year in very briefings. Peter’s great awareness of the grand fashion as the International Fleet entire volunteer force was a great strength Review (IFR). Imagine, a century ago, to the All Hands committee. island Australia was truly a maritime nation dependent solely on the sea to Your All Hands Committee has been in a bring here both people and the goods privileged position to work alongside him they needed to settle them. Then to producing many, many issues of this export our produce to markets across the magazine. oceans as well as protecting the sea lanes carrying these vessels to and fro. The magazine’s charter defines the official role that Peter played as: “Guide and advisor on policy matters”. But he did IFR 2013 much more. He suggested new ideas for adds to this naval centenary both a layer stories and their presentation; supported of visiting naval ships plus an array of most of them, but he was sometimes international tall ships in recognition of reserved about our ideas. Overall, he the commercial vessels which have always encouraged our efforts for served the nation from the outset. The volunteers. event promises to surpass that splendid time of Australia’s Bi-centenary which Today’s magazine is bigger, brighter and will never be forgotten by everyone who better, in no small part because of Peter’s shared in it. contributions. Its quarterly issues are also usually on time, thanks sometimes to 1913, following Federation, was nation Peter’s last minute proofreading, compiling building time. It saw the founding of or production efforts. Canberra as well as the arrival of our first national naval vessels which makes up The magazine has always been ‘for the this issue. volunteers and by the volunteers’, but the substantial staff contribution made by Peter Wood will not be forgotten.

All Hands Committee Editorial David van Kool, Alex Books, Bob Hetherington, John Lea, Neale Philip, Janet Pagan, Ian Stevens Design Jenny Patel, Hailey Mannell Ditty Box Alex Books

ANMM All Hands Committee 2 Murray Street, SYDNEY NSW 2000 E-mail: [email protected] Phone: 9298-3772 [Editor] Fax: 9298-3729

Page 4

CONTENTS Click on each story in this list that appeals. You will transfer straight to it.

Editorial 4 Director’s Column Kevin Sumption 6

The Royal Australian Navy – the Cinque Ports, Where it all Began Neil Hird 7 “Neil takes us back a thousand years from the RAN through the RN to five ports in southern England. These ancient towns were chartered by King Edward to provide ships and men for the defence of the realm.”

1913 Fleet Review…….Birth of the RAN Bob Hetherington 14 “Sydney was gripped by Navy Fever when the ships of the new RAN first entered the harbour. From the newspapers of the day we get a sense of life in our city at the turn of the twentieth century.”

Early History of the RAN edited by Neale Philip 18 “Neale explains how after the long presence of the RN in Australia, Federation led to the formation of the RAN which was almost immediately drawn into World War.”

HMA Ships Parramatta, Sydney, Yarra – 1913 to the present Neale Philip 20 “Neale talks about the ships whose names have lived on through the RAN’s history.”

A guide to the RAN Fleet: IFR 2013 Neale Philip 23 “Neale gives us a quick guide to the RAN ships participating in IFR 2013.”

Selected foreign warships at the Sydney IFR October 2013 John Lea 27 “Invitations were sent to more than 50 nations to send warships and/or Tall Ships to the Sydney IFR. As at July 2013 19 nations had agreed to send representative warships”.

Tall Ships are coming for IFR David Van Kool 33 “Probably the biggest maritime event since the opening of National Maritime Museum”.

HMAS Sydney In Action - The Ran’s First Big Test Bob Hetherington 36 “Barely a year after the 1913 Fleet Review the RAN found itself committed to WW1. As the first ANZAC convoy crossed the Indian Ocean our new light cruiser HMAS Sydney engaged and destroyed the German Raider Emden.”

HMB Endeavour John Dikkenberg 40 “Survey (brief) of her recent dry docking and maintenance.”

Cape Town To Fremantle On The Barque Europa Fran Taylor 41 “Fran goes to sea again for IFR.“

Silver Anniversary — First Fleet Voyage Re-Enactment London 1987-Sydney 1988 John Lind 43 “John concludes the story of his voyage in Tall Ship Amorina with the spectacular arrival of the “second” First Fleet into Sydney, Australia day 1988.”

Band Plays On Alex Books 55 ditty box compiled by Alex Books 56

The Australian Sailor Centenary Monument WA 58

Page 5

Director’s Column:

Spring is upon us and what an exciting time ahead we have here at the museum. Our big- gest exhibition to date – Vikings - Beyond the Legend - opened with a bang when 50 Viking reenactors descended on the museum for a mock battle. You may have seen the TV reports or read about it in the newspaper.

Vikings – Beyond the Legend lifts the lid on what life was really like for the Vikings and challenges the myth of them as horned-helmet wearing barbarians. Produced and curated by the Swedish History Museum the exhibition features over 500 rare artefacts and is not-to-be missed.

This October the museum will be the place to be during the Royal Australian Navy’s Inter- national Fleet Review and Tall Ship Festival. From 3-10 October 2013, the museum will play host to nine tall ships from around the globe and we’re proud to say that our magnificent Endeavour replica will be at the forefront of the parade as the tall ships enter Sydney Harbour. Don’t miss the opportunity to step on board these beautiful ships on one of the Tall Ship Open Days on Sunday 6 and Monday 7 October. On the evening of Saturday 5 October the museum’s iconic roof will come to life as a venue for the Navy’s stunning projection show celebrating 100 years since Australia’s first naval fleet entered Sydney Harbour in 1913.

With a major new exhibition and an international event taking place, the National Maritime Museum is sure to be busy over the coming months and I look forward to see- ing many of you here.

Editor: re picture above right Recently, the Director gathered some of the ‘old hands’ of All Hands in the Wal Gentle Board Room as a thankyou for their ongoing support of the volunteer’s e-magazine. Those present were L to R: Ray Spinks, Don Coulter, Col Gibson, Vera Taylor, Jenny Patel, David van Kool, John Lind (seated), Kevin Sumption, Warwick Abadee and Pat Cullen. Neale Philip advised Andrew Frolows, photographer. Apologies were sent by Alex Books, Bob Hetherington, John Lea, John Papenhuyzen and Herman Willemsen among those who missed the occasion.

Page 6

The Royal Australian Navy – the Cinque Ports, Where it all Began Neil Hird

The Royal Australian Navy (RAN), which celebrates its centenary this year was part of the British Royal Navy (RN) until 1911. As such, it can be traced back a 1000 years and this paper outlines the first organization created to defend the shores of England.

Confederation of the The navy played a central role in English history from before the Norman conquest. King Alfred (871-901) is Cinque (pronounced ‘sink’) sometimes claimed to be the founder of the navy, but it was Edward the Confessor (1042-1066) who created an organization. In order to defend his kingdom and control the English Channel, he established, by Royal Warrant, the Confederation of the Cinque (pronounced ‘sink’ from Norman French) Ports, a uniquely English organisation with the ships and men drawn from the five ports of Hastings, Romney, Hythe, Dover and Sandwich. It is not surprising that the development of the navy had its origins in this part of the realm. The south-east of England is perhaps the most historic part of the country, particularly the Cinque Ports coastline of Kent and Sussex, where Romans, Saxons, Danes, Normans invaded, and Napoleon and Hitler threatened.

Under the Royal Warrant, the ports had to provide ships and men for 15 days of free service a year, and in return they were granted privileges not available to others in the realm. A Royal Charter re-confirmed the privileges in 1278, which included: Exemption from tax and tolls anywhere in England and later Normandy.

Full self-government  The right to hold a court of law – they could judge and punish criminals.  The right to claim any wreckage found in the sea or on shore.  Special honours at court - the right to carry a canopy over the King at his coronation and sit at his side at the Coronation Feast.  The control of the annual Yarmouth Herring Fair.

This gave the Portsmen tremendous power with no accountability or restriction. The fourth clause was virtually a license to piracy by a royal fleet. The last clause created much conflict over the years. Yarmouth, Norfolk, was an important fishing port and whilst not a Cinque Port, the King did call upon it to provide ships and men. This caused a great deal of rivalry between the Portsmen of the Cinque Ports and the Yarmouth men. On these occasions the Portsmen often attacked the Yarmouth vessels before they attacked the French.

Each port had a captain, who was a Freeman, with the title Baron of the Cinque Ports, and each town was self-governing under him. Over the years, the Cinque Ports established courts to protect their privileges.

Page 7

The Portsmen earned their privileges for apart from the fighting at sea their homes, were subject to raids by the French. Despite these set backs, they grew in power and wealth. At the time of the Norman invasion (1066) most of the Cinque Ports fleet was assisting King Harold repel Norsemen in the north of England, leaving few ships to defend the Channel. Ships from Romney attacked the Norman invasion ships and William, Duke of Normandy, took reprisals. William recognised the value of the Cinque Ports and confirmed Edward’s charter, as did his successors, except King Stephen (1135-1154).

Map of Southeast England showing Cinque Ports, their limbs and coastline c. 1300. Note the inlet to Tenterden, the island off Romney and that Margate and Ramsgate are on an island – the Isle of Thanet

The addition of the 'Two Ancient Towns' of Rye and Winchelsea were added to the Confederation by 1190, which increased the Confederation’s power. The ships provided were fishing vessels and each with a master, crew of 20 men and a boy. In 1229, the Cinque Port fleet comprised 57 ships provided as follows: Dover 21; Winchelsea 10; Hastings 6; Rye, Sandwich, Romney and Hythe 5 each.

Fig. 1 Common seal of the Barons of Hythe

The early Cinque Ports ships were open with a mast and square sail 9 (Fig.1). In calm weather they were rowed, the men placing their shields along the side for protection. They were about eighty feet long, weighed twenty to thirty tons, and were steered by a large oar on the right of the vessel. Rudders later replaced the steering oar.

The men were armed with bows and arrows, swords and shields and naval encounters were fought like those on land. The helmsman laid the vessel alongside an enemy ship so the crew could board. Hand to hand fighting followed as the boarders fought to throw as many of the enemy overboard as possible to capture or destroy the vessel.

Page 8

The addition of castle-like structures forward and aft of the ship facilitated the archers’ task (Fig.2). Portsmen used any tactic to ensure victory, such as taking advantage of the prevailing winds to throw quicklime at the enemy.

Fig. 2 Cinque Ports ship Photo credit: Dover Collections

In 1213, the French planned to take Flanders and then invade England. King John responded by sending the Cinque Port fleet, which decimated the French vessels. Despite this victory, John’s overall maladministration led to the loss of the English lands in France, except Gascony, and made the English coast more vulnerable.

On John’s death (1216), some rebellious barons offered Prince Louis, the French King’s son, the English throne. Other barons supported the nine-year-old King Henry III as the rightful heir to the throne. The French King sent a large fleet to his son's aid. Hubert de Burgh, Constable of Dover Castle, lead 40 Cinque Port ships against the 80 French vessels. The French fleet was routed.

Winchelsea was ordered in 1264 to prepare ships to take Queen Eleanor to France and Yarmouth was ordered to send a ship to serve Prince Edward in France. The Winchelsea Portsmen attacked and destroyed the Yarmouth ship.

The fleet was not restricted to the Channel. In 1277, when Llewellyn, Prince of Wales, rose against the English throne, the fleet was off the coast of Anglesey helping to defeat the Welsh. They were off Wales again in 1405 to help crush the rebellion of Owen Glendower.

Fig.3 Banner of Cinque Ports – half ship half lion

In an attempt to control the activities of the Portsmen Henry III (c.1226) combined the office of Constable of Dover Castle, a royal appointment, with a newly created office, Lord Warden of the Cinque Ports. The Lord Warden represented the interests of the King and pledged to uphold the rights of the Portsmen.

Page 9

The southeast of England experienced a great storm in 1287 and there was tremendous damage along the coast, which had a serious impact on the Cinque Ports. The River Rother was diverted, leaving Romney isolated from the sea (See Map 2). Silting became a constant problem for the ports.

In 1292 the Cinque Ports co-operated with Dutch, Irish and Gascon vessels to defeat a combined French, Norman, Flemish and Genoese fleet off the Brittany coast. The enthusiasm for aggression by the Portsmen was understandable given that they profited enormously by receiving four fifths of the spoils and the King one fifth. The antagonism against Yarmouth continued and one of the worst incidents occurred in 1297. As the Cinque Ports fleet sailed to attack the French, Yarmouth ships were sighted and the French forgotten. As a result 200 Yarmouth men were killed and 32 ships destroyed. Edward I commanded that the ships of the two fleets be kept apart. However, five years later, Hythe Portsmen fought with Yarmouth men, whilst their ships were at anchor in Flanders. They were again on the receiving end of the King’s wrath.

France’s seizure of Aquitaine, part of England’s realm, initiated the Hundred Years War (1337-1453) and the Cinque Ports were on the front line. Throughout the war, there were increased raids by both sides and the ever-present threat of invasion.

Encounters between the English and French had been skirmishes, but the Hundred Years War changed this. The French planned a major invasion of England 1339/1340 and assembled a large fleet at Sluys, Flanders. Edward III organised a large fleet, including the Cinque Ports fleet, and crossed to Flanders. Incredibly before the battle the Portsmen destroyed 20 Yarmouth vessels and killed most of the crews. The battle against the French fought on 24 June 1340 was long and fierce. It was an overwhelming victory for Edward III with the annihilation of the French fleet. The English captured 200 French warships, killed 25,000 men, and lost 4000. This was England’s first major naval battle, and a triumph for the commandeered merchantmen used by Edward.

During the war the Cinque Ports transported troops across the Channel, as they had transported Richard I’s troops on the Third Crusade. Men, horses and supplies for both the battles of Crecy (1346) and Agincourt (1415) were thus transported. Their ships were present at the siege of Calais (1347). The Cinque Port of Sandwich was the base from which they operated and was the last major involvement by the Cinque Ports.

A successful small battle was fought in Rye Bay by Edward III and the Black Prince in 1350 against 40 large Spanish ships with 50 Cinque Ports ships. Fourteen of the Spanish ships were sunk.

The Portsmen continued surprise raids across the Channel, and the French continued the same on the English coast. In 1377 the French destroyed Rye and only four buildings were left standing. Retaliation followed.

Nature was increasingly impinging on the workings of the Cinque Ports as tides and storms shifted the shingle and blocked harbours. A comparison of Maps 1 and 2 shows

Page 10

the changing coastline of southeast England and the increasing isolation of many of the ports from the sea.

In 1300, Hythe could only provide three ships for the king. During the war, the demand for ships frequently exceeded 1000, an impossibility for the Confederation. The Black Death (1348) decimated the population of England, including the ports. Villages on Romney Marsh disappeared. On one day in May 1400, a fire destroyed most of Hythe and five ships and 100 men were lost at sea. The situation was so serious that Henry IV exempted Hythe from ship service for five years, and they were never able to provide their full quota after 1414. This was not peculiar to Hythe and in order to meet the obligations of the Confederation, the number of towns was increased. By the 15th century there were 42 towns involved. Eight of these were corporate members like Folkestone, linked to Dover, and a further 30 fishing villages were added, known as “limbs”. They worked with the Ports and shared their responsibilities and privileges.

At the end of the war, all England had left in France was Calais, which was supplied by Cinque Ports ships.

By the end of the 15th century, the Confederation was unable to meet the demands of the Crown, which needed a permanent navy. Sea warfare tactics had changed to embrace large sea battles. The small Cinque Ports’ ships with crews of 21 and limited days of sea service, had become only a part of naval requirements.

Map 2 Map of Kent showing Cinque Ports, their limbs and coastline present day …

‘the islands have gone.’

Henry V realized the limitations of the Cinque Ports and he made Southampton his naval base. Bigger ships were also required and in 1415, Henry V built the first 1000-ton ship, the Jesus, followed by the 1400 ton, Grace Dieu. On Henry’s death in France in 1422, a Cinque Port ship brought his body back to England.

In 1495 Henry VII laid the foundation of a royal navy, with newer, larger-purpose built ships and established royal dockyards at Portsmouth, Chatham and Woolwich. He was unable to finance a permanent navy, but with the growing prosperity in trade he

Page 11

encouraged merchants to build ships of at least 80 tonnes. He also built a dry dock at Portsmouth (1495) and bequeathed Henry VIII seven warships.

The Cinque Ports continued to serve the monarch, but on a vastly reduced scale. On the orders of Henry VIII, all crew on Cinque Port ships had to wear a uniform – a white cotton coat with a red cross and below the arms of the ports, half lion half ship.

The Tudor period saw the beginning of an era of exploration. Henry had ships built with improved sea-worthiness and armaments and in 1514, launched the largest warship in the world, the Henry Grace à Dieu. It had 43 cannons, no archers, and opened a new era of sea warfare. In the same year, a Royal Charter was granted creating the Corporation of Trinity House to develop navigational aids. The Navy Board was established in 1546 and the Office of Admiralty to control the fleet.

As Henry VIII challenged the Vatican, tension rose again with France, the coastal defences were strengthened, and the need for a permanent naval force was vital.

By the reign of Elizabeth I (1558), Hythe no longer had a port and all maritime activity took place on the beach it had lost its battle with silt. The Queen recognised the contribution made by the town over many years and a Charter of Incorporation was granted in 1575. The town could elect its own mayor and hold a fair – an important economic advantage.

Fig. 4 Cinque Ports Barons procession 23 September 1189 carrying the canopy over and in honour of the coronation of Richard I, "the Lionheart", as King.

A few Cinque Ports ships fought against the Spanish Armada (1588) and this was their last action. In 1663 they made their final appearance at the Yarmouth Herring Fair.

The honours awarded by the crown are still prized, although they have under gone change. The Barons of the Cinque Ports used to bear the canopy over the monarch at the coronation; at Queen Elizabeth II's Coronation, the Barons had reserved places in Westminster Abbey is the only Cinque Port with major port facilities. Some, like New Romney, are distant from the sea and others continue as small fishing towns with one or two commercial vessels. The office of Lord Warden of the Cinque Ports is as an honorary prestige position with a few ceremonial duties. Former holders of the office include Sir Winston Churchill, the late Queen Mother and former Prime Minister of Australia, Sir Robert Menzies.

Page 12

The Cinque Ports reached the peak of their powers in the 13th Century. They declined because of coastline changes that left some ports landlocked, change in technology, which enabled large purpose-built warships, and above all, the need for a permanent navy.

For 400 years, the Cinque Ports guarded the narrow seas and fulfilled the duties of a Royal Navy. The real development of the RN had to await the restoration of the monarchy under Charles II and the work of Samuel Pepys. Its rich tradition and history became entwined with the early RAN.

Bibliography Margaret Brentnall (1980) The Cinque Ports and Romney Marsh. John Gifford, London. Margaret Easdown & Linda Sage (2004) Hythe – A History. Phillimore, Chichester. Duncan Forbes, (1991) Hythe Haven: The Story of the Town and Cinque Port of Hythe. Shearwater Press, Revised edition.

Archibald Hurd (1921) The Merchant Navy Vol.1. John Murray, London Charles E. Whitney (1989) Bygone Hythe. Phillimore, Chichester. www.kent-opc.org www.royalnavy museum.org www.VillageNet.co.uk/history/1155-cinqueports-php

Writing Box Ditty boxes have been covered, in some detail, in previous issues of All Hands. However, the Australian War Memorial has a box, described as a writing box, which has a more spe- cialised role than the more common sailor’s ditty box.

It is described on the museum’s website as a box with “two compartments with internal lids and spaces for correspondence as well as a lift-out tray containing several compart- ments for writing implements and with removable boxes at each end that appear to be for ink and ’light’’ The box is made of wood that that appears to be have sanded to remove stain or varnish from its surface; has brass hinges and fittings, and leather lining.

A brass plate on the lid includes a lift-up handle and is engraved ‘H.E.W Preston Esqre and 50th Regt’. Captain HEW Preston, 50rh (Queens Own) Regiment of Foot, and later the 5th Northumberland Fusiliers, saw service in the Crimea, Ceylon, New Zealand, New South Wales and India. In 1876, he returned to England, resigned his commission and returned to Australia a year later where he died in 1905.

No advice is given on the size of the box, from the website, but it could be carried by the handle, and small enough to sit on the writer’s knees if need be.

The box is a worthy feature in the memorial’s, very recently published, Treasures from a Century of Collecting. Australian War Memorial

Page 13

1913 Fleet Review…….Birth of the RAN by Bob Hetherington

“A Fleet review is a traditional gathering of ships from a particular navy to be observed by the reigning monarch or his or her viceroy” (courtesy Wikipedia)

October 4 1913 was shaping up as a red letter day for the people of Sydney. Australia’s oldest and largest city had reached a population of over 600,000 and was still riding a wave of post-Federation pride. Its citizens may have felt some indignation that their city had not been chosen to be the new national capital, but also some relief that this honour had not gone to their thrusting rival Melbourne.

However they and their harbour were now to play a role in the birth of the new Commonwealth’s unified armed forces. Since 1788 the defence of the colonies and protection of their trade routes had been effectively dependent on the Royal Navy and its base in Sydney. In later decades the colonies mustered tiny militias and naval brigades but even by the standards of the day they were token forces. What they lacked in strength they made up in enthusiasm and they sent contributions to Britain’s wars in China and South Africa.

One of the first tasks of the new Commonwealth Government was to establish national armed forces and in those days the navy was seen as first priority. In 1913 Britannia did indeed rule the waves and the Royal Navy was known as the Senior Service. Infantry forces were a lesser priority but ironically when world war broke out a year later the Australian army would raise twenty times more men than the navy. The Federal Government had consulted Britain on defence policy and both countries wanted cooperation. Admiral Reginald Henderson RN visited Australia to review the roles of the RN and proposed RAN and prepare a plan for an Australian fleet, training and manning. There were some issues over independence: the RN system of discipline did not sit well with Australia’s egalitarian ethos and the RAN implemented its own code. Training establishments would be set up in Australia, RAN officers would have access to advanced RN training and exchange of personnel would be encouraged. There was an overriding provision that should Britain become involved in a war it could direct the deployment of the RAN.

The Henderson plan was agreed and in 1911 King Edward assented to the name “RAN” and the use of the prefix “HMAS”. Henceforward the distinctive flag of the Australian Commonwealth would fly in place of the Union Jack at the jackstaff. Work began on the construction of the Australian Flagship HMAS Australia, an Indefatigable class battle cruiser, together with two light cruisers and three destroyers, all built to the latest British designs. At the time Britain and Germany were in fierce naval competition and naval technology was evolving rapidly. It was the era of the mighty Dreadnoughts, 20,000 ton armour plated behemoths armed with 13.5 inch guns. According to British strategy these would remain in the hands of the RN and the RAN would have smaller more versatile (and much less expensive) ships.

Page 14

Fleet entry 3

Australia, Sydney, Melbourne, Encounter (on loan from the RN), Warrego, Parramatta and Yarra assembled in Jervis Bay in early October 1913 and prepared to steam to Sydney for the first RAN Fleet Review. October 4 dawned fine with a thinning sea mist as the fleet manoeuvred to line astern for entry into the harbour. The city had been gripped with excitement. There was a huge programme of naval and civic ceremonies and activities and popular entertainments. The newspapers were full of descriptions of the ships, biographies of the senior officers, arrangements for sightseeing, public transport and ship visits. Today we are used to the marketing, promotions and merchandising which accompany major events, but this is nothing new. Our predecessors a hundred years ago were just as savvy and during that “Fleet Week” every hotel, restaurant, theatre and sporting venue in Sydney had a Special Offer of some kind….charter boats to visit the ships, moving pictures of navy vessels, free admission to Randwick Racecourse for the sailors and so it went on.

The Herald’s special correspondent joined Australia in Jervis Bay and reported breathlessly on the ship, its crew and its progress up the coast, through the Heads and down harbour to its mooring off Garden Island. He described the crowds on every vantage point and the swarm of small craft which turned out in welcome. That night the ships were illuminated and demonstrated their searchlights, a huge novelty for people who mostly had no electric light at home. “They shot out fan-shaped, like dazzling sun rays, throwing the country into momentary relief for many miles around”. (SMH Oct 6)

Page 15

Other things also don’t change: public transport was pushed to the limit and there were complaints about delays and overcrowding on trains and trams. According to the Herald “Saturday was an unprecedented day at the Central Railway Station….congestion was very marked at the Erskineville junction where trains were drawn up four abreast.” The comings and goings of dignitaries were reported with more reverence than we see today. There were lofty editorials on Australia’s newly gained independence with equal measures of “God”, “King” and “Country”. We had achieved Dominion status in an Empire on which the sun never set. The ties to Mother England had changed but were still strong. A popular image was that of a benevolent Britannia watching with pride as her child on the other side of the world reached confident adulthood.

What is striking today is the role of organised religion in the event: wide coverage was given to church parades, masses and services attended by the fleet officers and sailors and there were clear sectarian divisions. A Divine Service at St Andrews Cathedral saw 600 men from the fleet and the Archbishop’s address was reported at length. A Church Parade at St Mary’s attracted “about 170 Roman Catholics from all ranks”, less detailed report. The Protestants held a combined service with coverage somewhere between the Anglicans and the Catholics; the Baptists complained they had been left out.

Amidst the reports from the crowds there were some flat notes. There were awkward comparisons with the arrival five years before of the Great White Fleet, pride of the United States, 16 ships against our seven. There were suggestions that the crowds had been bigger. Someone commented that the bulky upper works on the US flagship were more impressive than the lower lines of Australia. The reporter concerned pointed out (correctly) that the latter was of more modern design embodying the latest naval thinking (some comparisons are given at the end of this article). Reading this today we sense some doubts….would the RN remain the world’s most powerful? How should our new Commonwealth balance its relations with Britain and America? San Diego was much closer than Portsmouth, who could we rely on in an emergency? These were the very doubts which would grip us all 25 years later as world war loomed again.

Whether by accident or design the fleet arrival fell on the Eight Hour Day holiday weekend and the celebrations continued for a week. 743 men were housed at Royal Naval House in Grosvenor Street; displaying “excellent behaviour” (the building is still there). There were parades, regattas, football matches, horse races, the population generally unaware that within a year their fledgling navy would be engaged in a World War and hundreds of thousands of their countrymen would be fighting overseas in their new Army. All seven ships from that first review would see active service in WW I. Australia survived and was scuttled under the post war disarmament treaty. She lies on the seabed near the point of her first proud entry to Sydney. The city’s namesake had a memorable encounter with the German raider Emden and also survived the war. When she was scrapped in 1928 her tripod mast became a landmark on Bradley’s Head. The remaining ships were scrapped between 1919 and 1929.

As we look back from today to that first RAN Review we gain a valuable insight into the modern history of Australia. The event provided a focus for the thoughts and feelings of our forbears as they contemplated their new nationhood. That fleet was a symbol of

Page 16

independence, of Australia’s new place in an empire and in the world. Sadly that identity would be forged not only in peace but in wars in which that symbol would be blooded and tested.

Footnote: The flagship of the Great White Fleet was USS Connecticut. Below is a comparison with Australia and a contemporary RN dreadnought HMS Orion

Australia Connecticut Orion

Commissioned 1913 1903 1912

Tonnage 19,200 16,000 22,500

Speed (design, knot) 25 18 21

Propulsion steam turbine steam reciprocating steam turbine

Main Armament 8 x 12 inch 4 x 12 inch 10 x 13.5 inch

Sailing the Ocean Blue In 1493, Columbus might have crossed the ‘Ocean Blue’ and ‘discovered’ America, but it is just possible that the Phoenicians sailed the Atlantic 2,000 years before. The reconstructed sailing ship Phoenicia proved that the historical tale of circumnaviga- tion of Africa by a Phoenician sailing vessel in 600 BC was possible by doing it: now that expedition is planning to cross the Atlantic in the same ship and is seeking sponsorship.

In 2008-2010, a reconstruction of a Phoenician / Mediterranean trading vessel, built at the ancient Phoenician port of Arwad and named Phoenicia, embarked upon a journey to retrace the Phoenician’s route around Africa. Recreating the voyage was the main objec- tive of the Phoenician Ship Expedition and was completed in October 2010 after two years and 20,000 miles sea. Sailing from the Mediterranean to the Americas will be the next great challenge for Phoenicia and will bring together evidence that supports the hypothe- sis. The later expedition will take place in 2014 or 2015 depending on how quickly the sponsorship target can be reached.

A reconstructed vessel of a later era has been built in Australia. It is a reconstructed 15th Century three- masted lateen rigged caravel: 20 metres in length, named Notorious, built over 10-years, launched from Port Fairy, Victoria. in 2011 and sailed to Geelong. The ves- sel sailed to Hobart from Geelong and was participant in the 2013 Australian Wooden Boat Festival (see Signals, Vol. 102, Graeme’s Caravel). Sail-World; additional reporting

Page 17

Early History of the RAN edited by Neale Philip adapted from The History of the RAN by Lindsey Shaw (All Hands issues #75 and #76)

During the 19th century Britain was preoccupied with increasing its colonial territories and maintaining the empire. The Royal Navy divided the world into strategic zones or stations, each manned by a squadron of warships responsible for patrolling and protecting its territories and shipping. Until the 1850s Australasia was covered by the East India Station, a vast area that included the Indian Ocean and the waters around Australia.

After pressure from the colonial governments of New Zealand and Australia, the Royal Navy formed the Australia Station as a separate command in 1859. The station was established to guard British shipping and trade in the Australasian region and ensure sea routes were open and safe. Between 1859 when the Australia Station was officially proclaimed, and 1913 when the Imperial Australian Squadron was disbanded, there were 15 British flagships with their attendant squadrons of ships. In 1904 there were no less than 15 cruisers, a corvette and a sloop making up the squadron.

It became apparent however that as the colonies grew, so also did the need for greater sea defence. So, the colonies of Queensland, New South Wales, Victoria and South Australia raised their own quite substantial volunteer naval brigades to supplement the work being done by the Royal Navy, particularly in training and manning coastal defences.

Colonial brigades participated in the Boxer Rebellion, and in conflicts in the Sudan and New Zealand. At Federation in 1901, the Australian colonial navies joined together to become the Commonwealth Naval Forces - based on the standards and values Admiral Lord Nelson set for valour, discipline and naval strategy. The Royal Navy’s Imperial Australian Squadron stayed until 1913 when Australia’s own navy arrived – paid for and controlled by the Australian Commonwealth Government. Training of naval personnel was undertaken by the Royal Navy and many RN sailors and officers eventually transferred to the fledgling Royal Australian Navy.

The Imperial conference of 1909 decided that the Australian naval unit should be made up of a battle cruiser, second class cruisers, destroyers, submarines and a number of auxiliaries. King George V granted the title of Royal Australian Navy in July 1911, and on 4 October 1913 our new naval fleet entered Sydney Harbour, led by HMAS Australia. The new Australian fleet was to be capable of protecting Australia’s shores and trade routes, and assisting the Royal Navy in international operations.

A number of Royal Navy ships based in Australian waters were commissioned into the Australian Navy. Encounter was built especially for the Australia Station, and on commissioning sailed for Australia on 31 December 1905. She completed six years of service with the Royal Navy’s Australia Squadron, and was presented on loan to the Royal Australian Navy as a seagoing training ship. She was commissioned HMAS Encounter on 1 July 1912 and entered Port Jackson on 4 October 1913 as part of the first Australian fleet

Page 18

unit. Encounter became a permanent unit of the RAN in 1918, as a seagoing training ship referred to as the “Old Bus”.

The RAN had little time to train and develop before it was thrown headfirst into battle in World War I alongside units of the Royal Navy. The Australian Naval and Military Expeditionary Force captured German New Guinea colonies and patrolled against German raiders in the area. Whilst the campaign was successful, the Navy suffered its first major loss. The Australian E class submarine AE1 was undertaking regular patrols of shipping channels searching for enemy ships. On 14 September 1914, it was patrolling waters off New Britain when it failed to return to port. Three officers and 32 sailors were lost, and to this day the wreckage has never been found. The cause of this tragic loss remains unknown, although engine failure seems the most likely theory to date.

Australia’s ports and trade routes were kept secure by RAN patrols, and ships were supplied as convoy escorts as ever increasing numbers of troops were sent to the battle fields on the other side of the world. It was whilst escorting a convoy in the Indian Ocean that the light cruiser HMAS Sydney investigated the sighting of a strange warship near the Cocos Islands – which turned out to be the German light cruiser Emden. In the ensuing hours the two ships fought a battle to the death, with Sydney the victor. This was the first sea battle won by the RAN, and it was broadcast worldwide, an immensely proud time for all Australians.

The naval support role at the Gallipoli campaign was also successful, with the second of Australia’s E class submarines becoming the first allied warship to penetrate through the Dardanelles. It was eventually sunk and the men taken prisoner of war. On the peninsula itself the RAN Bridging Train provided vital service to the troops by setting up safe crossings and landings. They were also the last Australians to leave Gallipoli.

With the signing of the Armistice in 1918, a world-wide period of naval retrenchment began. Subsequent disarmament conferences - culminating in the Washington Treaty in 1922 - brought drastic changes to naval planning. Under the terms of the treaty, the battle cruiser Australia was scuttled off Sydney Heads in 1924.

So, we now move on to the centenaries of such events from 2011 and 2013.

The year 2011 was 100 years on since King George V gave royal assent to the name Royal Australian Navy. This year it’s 100 years since the ceremonial arrival in Sydney of the first RAN ships, further celebrating and commemorating our naval forces and their hard work in keeping our seas safe.

Navy prides itself on commitment and community spirit.

Page 19

HMA Ships Parramatta, Sydney, Yarra – 1913 to the present compiled by Neale Philip

{Material for this article is sourced from pages within the RAN website https:// www.navy.gov.au, accessed August 2013}

The names of three of the Royal Australian Navy ships that proudly sailed through the heads in October 1913 have carried over to ships of the current RAN, and these current ships will be part of the 2013 flotilla.

HMAS Parramatta Parramatta is the oldest ship name in the Australian Navy. Parramatta (I) was the first ship commissioned into the Commonwealth Naval Forces (later to be named the Royal Australian Navy) on 10 September 1910.

700 tons Displacement

Length 245 feet (75 metres) Beam 24 feet 3 inches (7.4 metres)

Draught 8 feet 6 inches (2.6 metres)

Speed 26 knots Machinery Parsons Turbines

Horsepower 10,000

Guns 1 x 4-inch gun

Torpedoes 3 x 18-inch tubes

HMAS Parramatta(I) was the first of six 'River' Class Torpedo Boat Destroyers built in Scotland for the Royal Australian Navy during the period 1909-16. At the outbreak of World War I, Parramatta (I), with her sister ships Warrego (I) and Yarra (I), formed the destroyer component of the Australian Fleet. She took part in the capture of the German Colonies in the South West Pacific, and was present at the surrender of German New Guinea at Rabaul in September 1914. For the next two years, she alternated between Australian and SE Asian waters. In May 1917 she sailed from Sydney in the company of Yarra (I) and Warrego (I) for the Mediterranean, to be based in Brindisi Italy for Adriatic anti-submarine patrols. She ended WWI duties carrying despatches and mail between Sebastapol and Constantinople. After voyaging to England in January l919, she sailed for Australia in company of HMA Ships Melbourne, Huon, Yarra and Warrego. The flotilla reached Australian waters in April, but on the last day of this leg of the voyage, Parramatta and Yarra ran out of fuel and had to be towed into Darwin by Warrego.

Page 20

The remainder of Parramatta (I)’s seagoing life was spent in Australian waters. She paid off at Sydney in July 1919, recommissioned for a month in 1920 on the occasion of the visit of the Prince of Wales, and thereafter remained in Reserve or in training roles until finally paying off in April 1928. In 1929 she was handed over to Cockatoo Dockyard for dismantling, and her hull was subsequently used as an accommodation vessel by the New South Wales Penal Department before being sold as scrap.

She subsequently lay derelict on a mud bank north of Milson Island in the Hawkesbury River until 1973, when the bow and stern sections were salvaged. Her stern section is mounted today as a memorial at Parramatta, and her bow section is at Garden Island. The remaining hulk still lies rusting in the Hawkesbury, visible to passing boat traffic.

Parramatta (II) served in World War II and was sunk by a German submarine in the Mediterranean on 27 November 1941 with the loss of 138 lives. Parramatta(III) was a River Class Destroyer Escort that served between 1961 and 1991, and was ultimately sold for scrap to a Pakistani company. The current HMAS Parramatta(IV) participating in the 2013 flotilla is described in a separate article in this issue.

HMAS Sydney The four ships named HMAS Sydney are a featured exhibit in the museum’s Navy Gallery. The first HMAS Sydney (see details below) was a Chatham Class light cruiser, launched in Scotland in 1912. In early 1914, she escorted the two new Royal Australian Navy submarines, AE1 and AE2, from Singapore en route to Australia.

Displacement 5,400 tons Length 456 feet 10 inches (139 metres)

Beam 49 feet 10 inches (15.2 metres) Draught 15 feet 9 inches (4.8 metres)

Speed 26 knots Guns 8 x 6-inch guns 1 x 13-pounder gun 4 x 3-pounder guns

Torpedoes 2 torpedo tubes

She participated in the capture of Rabaul, in Papua New Guinea, in September 1914. Escorting the first ANZAC convoy overseas in November 1914, she encountered and eventually destroyed the German cruiser Emden in the Indian Ocean. Sydney (I)’s crew took on some 190 German survivors after that action. She subsequently proceeded to Malta, thence to the Caribbean and eventually to the North Sea. In a 1917 refit, she was fitted with the first revolving aircraft launching platform to be installed on a warship.

Sydney (I) was present at the surrender of the German High Seas Fleet at Scapa Flow in November 1918, and ultimately returned to her home port in July 1919. Unlike her

Page 21

celebratory 1913 entry to Sydney, her arrival at her harbour buoy was only noticed by most Sydneysiders on the following day.

Sydney (I) spent the majority of her remaining seagoing career in home waters, serving as Flagship of the Australian Squadron from September 1924 to October 1927. She paid off at Sydney in May 1928 and went to Cockatoo Island in January 1929 to be broken up. Her stern and several other artifacts including guns from her main armament were donated to the Australian War Memorial and a number of other museums and naval bases around Australia. Her tripod mast, fitted in 1917, is a memorial at Bradley's Head.

HMAS Sydneys (II) and (III) were respectively a heavy cruiser and an aircraft carrier (turned troop carrier). During World War II, Sydney (II) sank the Italian light cruiser Bartolomeo Colleoni, damaged another and shared in the destruction of an Italian destroyer. Later, she was lost in the Indian Ocean with all hands in battle against the German Raider Kormoran, which was also sunk. This loss of 645 sailors represented over a third of the RAN's casualties during WWII. Sydney( III) operated with distinction in the Korean War as an aircraft carrier, then in the Vietnam War as a troop and equipment transport. The current HMAS Sydney (IV) participating in the 2013 flotilla is described in a separate article in this issue.

HMAS Yarra The original HMAS Yarra was a sister ship of the

Parramatta (I), and they spent much of World War I in company. The accompanying photograph shows the two ships together.

Yarra (I)’s vital statistics and its operations after launching (including being towed into Darwin in 1919) are very similar, if not identical, to Parramattta’s (see earlier in this article). After WWI, the remainder of Yarra (I)'s seagoing service was spent in Australian waters as a training ship. In 1929 she went to Cockatoo Island Dockyard and was stripped of all useful fittings. Her hulk was scuttled off Sydney Heads in 1931.

HMAS Yarra (II) was a Grimsby Class sloop built in Sydney and launched in March 1935. She carried three 4 inch and four 3 pounder guns. After serving in WWII in Mediterranean, Middle Eastern and East Indies waters, she was lost in action with Japanese forces in March 1942, with the loss of 138 lives. HMAS Yarra (III) was a sister ship to HMAS Parramatta (III), and she operated from 1961 to 1985. Yarra (III)'s last day at sea was in November 1985, when she sailed for the day with seven survivors from HMAS Yarra (II) on board. The current HMAS Yarra (IV) participating in the 2013 flotilla is described in a separate article in this issue.

The RAN has come a long way in 100 years, and the names Parramatta, Sydney and Yarra sail on with it.

Page 22

A guide to the RAN Fleet: IFR 2013

Many Royal Australian Navy serving ships will participate in the parade on 4 October 2013. Most noteworthy are those whose original namesakes participated in the 1913 parade – HMAS Sydney, Parramatta and Yarra. The following list with accompanying photos of ships of the relevant classes should help you appreciate the parade even more.

Name HMAS Class / Type Pennant number Sydney IV Adelaide class frigate FFG 03 Darwin Adelaide class frigate FFG 04

Name HMAS Class / Type Pennant number Ballarat II Anzac class frigate FFH 155 Parramatta IV Anzac class frigate FFH 154 Perth III Anzac class frigate FFH 157

Page 23

Name HMAS Class / Type Pennant number Broome II Armidale class patrol boat ACPB 90 Bundaberg II Armidale class patrol boat ACPB 91

Name HMAS Class / Type Pennant number Farncomb Collins class submarine SSG 74

Page 24

Name HMAS Class / Type Pennant number Success II Support ship (oiler) OR 304

Tobruk II Heavy landing ship L 50

Choules Landing ship L 100

Name HMAS Class / Type Pennant number Diamantina II Coastal minehunter M 86 Huon II Coastal minehunter M 82 Yarra IV Coastal minehunter M 87

Page 25

Name HMAS Class / Type Pennant number Labuan II Heavy landing craft L 128 Tarakan II Heavy landing craft L 129

Name HMAS Class / Type Pennant number Leeuwin Surveying ship A 245 Benalla II Surveying ship A 04 Shepparton II Surveying ship A 03

Page 26

“Selected foreign warships at the Sydney IFR October 2013”

John Lea

Invitations were sent to more than 50 nations to send warships and/or tall ships to the Sydney IFR. At the time of writing (July 2013) 19 nations had agreed to send representative warships (Brunei, Canada, China, France, India, Indonesia, Japan, Malaysia, Federated States of Micronesia, New Zealand, Nigeria, Papua New Guinea, Singapore, Spain, Thailand, Russia, Tonga, Great Britain and the United States of America. A selection of ships from these participating navies is chosen here to illustrate the wide variety of vessels likely to take part. Actual participation may change of course due to operational requirements.

Royal Canadian Navy Two Canadian warships are expected. The HMCS Algonquin (DDG 283) is an area air defence destroyer built in the early 1970s and extensively modernized both in weaponry and propulsion in the 1990s. Her base port is Esquimalt, British Columbia, on Vancouver Island. She is an Iroquois class destroyer, displacing 5146 tonnes with a 76mm Oto Melara Super-Rapid Gun; Vulcan Phalanx 20mm Close-in-Weapons System (CIWS); 29 Vertical Launch Standard Missiles; and 2 triple torpedo tubes to launch MK46 torpedoes. Her full complement including air crew is 280. She is accompanied by the large supply ship HMCS Protecteur. This vessel displaces 8,380 tons light and 24,700 tons full load which is enough provisions to supply a task force of six destroyers for six weeks without having to return to port for resupply.

HMCS Algonquin (www.navy.forces.gc.ca , accessed July 2013)

HMCS Protecteur (www.navy.dnd.ca, accessed July 2013)

Page 27

French Navy (Marine Nationale) FNS Vendemiarie is one of six Floreal class surveillance frigates in the French navy and was commissioned in 1993. She is based in Noumea and mainly involved in patrolling French maritime possessions in the Pacific.

FNS Vendemiaire (www.militaryphotos.net, accessed July 2013)

Her complement is 92 officers, women and men and she displaces 2600 tonnes (2950 tonnes full load). Her armament is primarily comprised of Exocet missiles and two 20 mm F2 monotube guns.

Shivalik class frigate (http://asiandefencenewstoday.blogspot.com.au, accessed July 2013)

Indian Navy INS Sahyadri is a new stealth multi-role frigate of the Shivalik class, designed and built in India, and commissioned in 2012. She displaces about 4900 tonnes and has a complement of 258. Her armament consists of Russian, Indian and Western weapons systems, including a 3.0-inch Otobreda naval gun, Klub and BrahMos supersonic anti-ship missiles, Shtil-1 anti-aircraft missiles, RBU-6000 anti-submarine rocket launchers and DTA-53-956 torpedo launchers. She also carries 2 × HAL Dhruv or Sea King Mk. 42B helicopters.

Page 28

Japan Maritime Defense Force JS Makinami (DD- 112), commissioned in 2004, is a Takanami class destroyer based at Sasebo. She carries a complement of 175 crew and displaces 4650 standard and 6300 full load long tons, and is armed JS Makinami (DD-112) (www.Wikimedia.org, accessed July 2013). with ship-to-ship and ship-to-air missiles as well as torpedoes and various guns including a Phalanx CIWS and 127 mm. Her ASW capability is mainly via a Mitsubishi anti-submarine helicopter.

Republic of Singapore Navy RSS Endeavour (LST 210) is an Endurance class Landing Ship Tank that has been used by the Singapore navy in recent times in humanitarian relief missions. She displaces 6000 tonnes and has a complement of 81 crew. Her armament includes a 76 mm OTO MELARA SRGM and MISTRAL Surface-to-Air Missile launchers. She also carries a helicopter and was engaged in the successful hunt of pirates attacking commercial shipping in the Indian Ocean in 2011.

RSS Endeavour (LST 210) (www.mindef.gov.sg, accessed July 2013).

Page 29

Nigerian Navy NNS Thunder (F90) is the former US Coast Guard High Endurance Cutter USCGC Chase. She was originally commissioned in 1968 and transferred to the Nigerian navy in 2011. She displaces 3250 tons, with a top speed of 29 knots and a complement of 167 personnel. Her present armament is uncertain but is listed at her last upgrade in the 1990s as a MK 15 Phalanx CIWS and new small calibre weapons, torpedos, RGM-84 Harpoon anti-ship missiles and a single 76mm gun.

NNS Thunder (F90). http://beegeagle.wordpress.com, accessed July 2013

Spanish Navy

SPS Cantabria (A15) (www.shipspotting.com, accessed July 2013).

SPS Cantabria (A15) is a large replenishment oiler with a length of 170.4 metres and displacement of 19500 tons. She was commissioned in 2010 and has been contracted to provision and supply Australian warships throughout 2013. Her armament includes various heavy and light machine guns and defensive chaff launchers. She also carries three helicopters and has the capacity to replenish three ships simultaneously.

Page 30

Russian Navy The Guided Missile Cruiser RFS Varyag (displacing 11490 tonnes) will be accompanied by the large tanker RFS Boris Butoma and the Seagoing Rescue Tug SB- 522. The Varyag was commissioned in 1990 and has served as the flagship of the Russian Pacific Fleet. She carries a complement of 480 RFS Varyag (www.rusnavy.com, accessed July 2013). and is armed with 16 Bazalt anti - ship missile launchers (ammunition load is 16 P-500 missiles), 2 torpedo tubes, RBU- 6000 antisubmarine rocket launchers, 2 130-mm gun mounts AK-130, 1 30-mm gun mount AK-630, 2 Osa-MA SAM launchers, 8 S-300F Rif SAM launchers, and a Ka-25/Ka- 27 ASW helicopter.

Royal Navy HMS Daring D32 (commissioned in 2009) is the first of six new Type 45 air defence and anti submarine warfare destroyers ordered by the Royal Navy. These large destroyers have a displacement of 8000 tonnes and a complement of 190. She is armed with a variety of missiles: SSM 8 x Harpoon (2 quad); Surface-to-Air (SAM) 6 x DCN Sylver A 50 VLS Sea Viper (Principal Anti-Air Missile System); and 16 x Aster 15 and 32 x Aster 30 weapons or combination. Her guns are 1 x Vickers 4.5 in (114 mm) /55 Mk 8 Mod 1; and 2 x 20 mm Vulcan Phalanx Close-in Weapon Systems. She is also equipped with a Lynx or Merlin helicopter. The HMS Daring D32 (www.royalnavy.mod.uk/ The-Fleet /Ships /Destroyers / Royal Navy has Type-45-Destroyers/HMS-Daring, accessed July 2013). tasked these Type 45 destroyers with a variety of potential roles including naval gunfire support, anti-submarine and anti-surface warfare, maritime force protection, interdiction and peace support operations.

Page 31

China People’s Liberation Navy Qingdao (commissioned 1996) is the second of the Type 052 Luhu Class guided missile destroyers in the Chinese navy. She displaces 4,800 tons fully loaded with a speed of 31 knots and a crew of 230 officers and men. A major weapons upgrade in 2011 saw the

Figure 11. Qingdao Type 052 Luhu Class guided missile destroyer (wikipedia.org/wiki/Type_052_destroyer, accessed August 2013). addition of 2 Type 730 7-barrel 30 mm CIWS and 2 Type 87 6-tube ASW rocket launchers. She also carries two helicopters.

United States Navy USS Chosin (commissioned 1991) is a Ticonderoga Class guided missile destroyer based at Pearl Harbor. She is a large destroyer displacing 9,800 tons full load with a crew of 400 officers and men. Her top speed is 32.5 knots. She is armed with a variety of surface to air missiles, plus two 5 inch guns; Tomahawk and Harpoon missiles; two Phalanx CIWS; machine guns and triple torpedo tubes. She carries two Sikorsky SH-60B helicopters.

Page 32

Tall Ships are coming for IFR David van Kool to Darling Harbour and Cockle Bay with bigger ships to Barangaroo

This must be the biggest maritime event since the opening of the National Maritime Museum. Our regulars Endeavour and James Craig will be joined by nine more tall ships at ANMM’s wharves. Another six are expected beyond Pyrmont Bridge in Cockle Bay, reminiscent of the 19th century yet still very different in the 21st century with its burgeoning development all around us. See more details in the International Fleet Review posting on volunteer’s Ning site 2 August.

Acknowledgement: Australian Sail Training Association

Visiting Tall ships planned at ANMM are: South Wharf-Oosterschelde (Dutch), Lord Nelson (UK) Performance Pontoon-Coral Trekker, Rainbow Gypsy (QLD) Heritage Pontoon-Europa, Tecla (both Dutch) Lady Nelson (Tas)

Page 33

Festival Pontoon-South Passage (Qld) Wharf 7- Picton Castle (Canada)

Visiting Tall Ships planned in Cockle Bay are: Spirit Of New Zealand (NZ) Southern Swan, Soren Larsen (Sydney) Windeward Bound (Tas), Enterprize (Vic) and Young Endeavour 6-7/10 only.

Pyrmont Bridge openings should be busy on sailing days! Our maritime precinct will come alive to a greater extent than ever before with both sailors and the general public. Only in Darling Harbour will you be able to see 21st century stealth capability of British and US navies alongside the ships representing 300 years of maritime technology and their crews.

Only at the Australian National Maritime Museum will visitors have access to 10 tall ships, large and small, from Australia, Canada, United Kingdom, Netherlands and New Zealand. For the first time in Sydney you can visit STS Lord Nelson specifically designed for the able bodied and people with disabilities to sail the ship together. The ship and her changing crew are circumnavigating the world and will compete in the race to New Zealand.

Page 34

You can meet the diverse crew members who will talk about the trials and tribulations of working on a tall ship and being part of this unique international community. The museum will be the starting point for visiting as many ships as you can handle over one or two days. From the museum to Barangaroo, for this long weekend only, visitors will be able to visit 25 different ships including the streamlined HMS Daring, USS Lake Eirie, HMAS Perth, magnificent brigantines, schooners, barquentines and barques from the Netherlands, United Kingdom, New Zealand, Argentina, Canada, Indonesia, Columbia and Australia.

The museum will be full of music and kids on deck activities with the museum and the ships dressed in a plethora of flags and bunting. For those looking for a short cut from the museum to Barangaroo and Cockatoo Island, a fast boat will move people across the water regularly throughout the weekend. This will be truly a once in a lifetime

.A special thank you and good resources

Many of the pictures showing naval vessels have come from . IFR specific data is found there in quantity for us to pore over.

Another great resource has been ANMM volunteer Alfred Knight whose connection with experience for the whole family.

Never called Australia home HMAS Nestor participated in the hunt for the German battleship Bismarck and was the first Australian warship to sink a U-boat in WWII, but never graced Australia’s shores. Nestor was a N-class destroyer – built in Scotland and commissioned in February 1941 as an Australian warship, along with four other destroyers of the same class over a two year period and all crewed by Australians - all remained the property of the RN. She served in the Atlantic, Mediterranean and Indian Ocean, and finally in the Mediterranean where she was straddled by bombs in June 1942 by an Italian bomber: water flooded the boiler room and put the ship out of action. An attempt was made by HMS Javelin to tow the stricken vessel and failed when the towline parted and Nestor took on more water. Nestor was abandoned and scuttled off Crete the next morning with depth charges from Javelin after a 16-month career-packed action with the RAN.

After the war, the four surviving ships reverted to the RN and the Australian crews posted to the Q-class destroyers being transferred to the RAN. NAVY NEWS

Page 35

HMAS Sydney In Action- The RAN’s first big test

Bob Hetherington after Don Coulter’s Raiders stories

In our story of the first RAN Fleet Review (this issue page 14) we described the proud entry of HMAS Sydney for the first time into her namesake port. Less than one year later she would find herself in the opening months of WW1 in a bloody encounter with the German Navy’s notorious raider SMS Emden.

Cruiser Emden had been launched in 1908, named after the German city which had sponsored her construction. She was five years older than Sydney, more lightly armed and was the last German warship fitted with reciprocating engines. Sydney, classed as a Light Cruiser, had the latest steam turbine machinery, heavier armour and heavier main armament with longer range (for some comparisons with our Vampire see the footnote). In 1913 Emden was sent to China under the command of Captain Karl von Muller to join other European warships in protecting Western interests there. With her sleek lines and tropical white paint she became known as the “Swan of the East”.

When Germany declared war on Russia in August 1914 von Muller immediately left the now dangerous port of Qingdao, China for the relative safety of the open sea. He was soon to launch a series of attacks on British and allied shipping which would earn Emden a second nickname “The Kaiser’s Pirate Ship”. By disguising his vessel, confusing his quarry and using captured supplies he was able to mount a single handed campaign of terror between the South China Sea and the Indian Ocean. Despite his ruthless efficiency von Muller took pains to reduce loss of life and injury among his victims. Warnings were given,

Circa 1914 copy

Page 36

survivors were rescued and well treated and his reputation for humane conduct grew. News of his exploits spread worldwide, much to the pride of the Kaiser and the chagrin of the British Admiralty. A Dutch journalist at the time noted that Emden’s reputation “seemed to combine the properties of the Flying Dutchman with those of Alabama” (Alabama was a pioneer raider from the American Civil War, see Don Coulter’s story in All Hands Issue 82 page 16).

At one stage Emden had captured fifteen ships within a period of a few days and panic gripped the far eastern trade routes. Traffic between India and Singapore was halted, so von Muller turned his attention from shipping to shore targets. He successfully raided the British ports of Madras and Penang, shelling important installations and damaging two allied warships. By October 1914 sixty vessels from the British, Australian, French, Russian and Japanese navies were scouring the region to find and stop this elusive menace. Von Muller meanwhile was heading towards the Cocos Islands to put out of action a vital British telegraph station, but the tide was beginning to turn against him.

A few days earlier the first of the Anzac troop convoys had left Albany WA bound for the Middle East. The convoy of 38 ships was escorted by Flagship HMS Minotaur, HMAS Sydney and Melbourne and the Japanese battle cruiser Ibuki. Ironically von Muller had lavishly entertained the officers of Minotaur aboard the “Swan of the East” less than five months before during a pre-war visit to Qingdao.

Events were now converging: On November 8 Emden reached the location of the Telegraph Station on Direction Island in the Cocos Group and landed a party to take control and disable it. A quick witted employee of the Far Eastern Telegraph Company was able to broadcast an emergency signal which was picked up by the ANZAC convoy now only 80km to the east. The previous day Minotaur had been called away to Mauritius leaving Captain Glossop RN on Melbourne in command. He decided to send Sydney to Direction Island, but only after a heated exchange with the captain of Ibuki who wanted the honour of the first engagement with a German warship.

Sydney approached the island and at 0915 hours on November 9 sighted Emden. Emden had seen Sydney’s smoke, at first mistaking it for her own collier. Quickly realising his mistake von Muller raised anchor and moved to engage Sydney, abandoning his shore party which by now had secured the station. Aboard Sydney Glossop identified Emden and consulted his data book to check her armament and capabilities. He was not to know his information was out of date, Emden’s 4 inch guns had been modified to increase their elevation and range. Thinking himself out of range he would have been alarmed when Emden’s first salvos began to hit his ship, killing four men and injuring others. He quickly manoeuvred out of range and prepared to open fire with his heavier 6 inch guns. Von Muller knew that he would need to damage his more powerful opponent quickly and continued rapid salvos. Sydney’s guns had now found their mark and began to do dreadful damage. In less than two hours half of Emden’s crew were disabled and von Muller knew his ship was lost. To deny it to the enemy at 1100 hours he ordered her to be driven aground on nearby North Keeling Island. 131 of his original crew of 360 were dead and many wounded. On sighting a white flag Glossop moved quickly to assist his enemy, taking survivors on board and treating the wounded before heading to Colombo.

Page 37

Von Muller survived and became a POW initially on Malta then in England before being repatriated towards the war’s end. Most of his crew were imprisoned in Singapore although some were eventually brought to Australia and confined at Berrima NSW where the old convict built prison which still stands today was used as a POW camp. Those left on Direction Island commandeered a sailing vessel and found their way to Sumatra then via a German merchant ship to the Middle East and North Yemen. From there they made their way overland through enemy territory (where Lawrence of Arabia was harassing Britain’s enemies) to the safety of Istanbul and eventually back to Germany.

Sydney survived the war. From Colombo she had sailed via the Mediterranean to the Atlantic to take up station in Bermuda, patrolling the Caribbean and the east coast of the US. She later joined the RN’s Grand Fleet in the North Sea and survived a Zeppelin bomb attack unscathed. In 1917 she was fitted with a launch platform and a Sopwith Ships Pup fighter aircraft which later shot down an enemy plane. She was present at the surrender of the German Fleet in November 1918 and returned to Australia the following year to take up routine duties. Sydney was paid off in 1928 and broken up the following year. There is an eerie parallel to this story. Almost twenty seven years to the day after the total destruction of Emden, HMAS Sydney II would encounter the German raider Kormoran, not far from the site of her predecessor’s victory. This time the tables would be tragically turned: Sydney II engaged Kormoran but for reasons still unknown disappeared with all 645 aboard, the worst single loss of life in the history of the RAN.

Sydneysiders have two very tangible and public reminders of that 1914 encounter. When their namesake was scrapped in 1929 her tripod mast was salvaged initially by a Queensland resident for presentation to the Returned Services Organisation. It lay for years at Garden Island while unsuccessful attempts were made to find a suitable position for it on the harbour. The impending visit of H.R.H The Duke of Gloucester spurred

Page 38

Mosman Council to acquire the mast and erect it on Bradley’s Head where it stands today. The dedication ceremony was held on November 24th 1934 as the Duke passed on board HMAS Stuart. At the time of writing this story the mast is invisible, under wraps while it is prepared for display for the 2013 IFR. The remains of Emden lie submerged on the shore of North Keeling Island, much of the ship having been salvaged in the 1950s. One of her 4 inch guns was recovered and brought to the home port of her nemesis. It now stands as a memorial at the SE corner of Sydney’s Hyde Park, less than two nautical miles across the HMAS Sydney mast harbour from the remnant of its old enemy. at Bradleys Head

Footnote: Emden was very similar in size to Vampire but carried a larger crew. Sydney was larger with a displacement tonnage around 40% greater and a complement of 376 men compared to 361 for Emden and 320 for Vampire .

Chinese Research and Rescue Vessel Visit Not one of the Chinese ships in the International Fleet Review, but MV Haixun 01 was a welcome sight on Sydney Harbour on 22 June 2013 when it berthed at Garden Island. Later, three Chinese warships are expected to take part in the review on 4 October.

The ship was China’s largest search and rescue vessel and the visit to Australia was its first international voyage. It is managed by the China Maritime Safety Administration (MSA) and entered service in April 2013, and is the first Chinese patrol vessel to simultaneously incorporate marine inspection and rescue functions.

It is 128.6 metres in length, has a range of 18,520 kilometres and can accommodate up to 200 persons rescued at sea: fitted with equipment to offer basic treatment and surgery to injured people; has a helipad and helicopter and able to tow and to fight fires. Personnel from the Australian Maritime Safety Authority (AMSA) were to meet with (MSA) counterparts to view equipment and procedures, exchange information on search and rescue operations and maritime inspection , and undertake a desktop search and rescue exercise on 26 June. Later, the ship was to head to Cairns for four days from 2 July to coincide with the Asia-Pacific Heads of Maritime Safety Agencies forum which was hosted by AMSA. More than 20 countries from across the Asia-Pacific were involved in the forum which ran from 1-4 July. ABC TV; AMSA Navy News

Page 39

HMB Endeavour

For those keeping up with HMB Endeavour, you’ll recall that a few months ago, the ship completed a refit and docking at the Navy’s Garden Island facility. Since then the the topgallant masts and yards have been re-hoisted and on sails are being bent on. Life saving equipment has been serviced, charts have been updated and a professional crew has been recruited. These activities were required to maintain the ship’s sea going survey but they were also conducted to ensure she would be ready to participate in the Navy’s centenary celebrations.

October 4 marks 100 years since the first Australian Naval Fleet entered Sydney Harbour. Led by battle cruiser HMAS Australia, the fleet included the cruisers Sydney, Melbourne and Encounter and the destroyers Warrego, Parramatta and Yarra.

As part of the I*FR celebrations, a fleet of tall ships, led by HMB Endeavour and Young Endeavour, will be entering Sydney Harbour shortly after lunch on Thursday 3 October. Both ships carry guns so there’ll be quite a bit of smoke and flame.

In the lead up to the tall ship entry, Endeavour will be sailing from Sydney on September 24 and making her way down the NSW coast. At about the same time, a number of sailing ships will be departing Hobart, bound for Sydney and we’ll hopefully rendezvous somewhere off Batemans Bay. On the way to the rendezvous she’ll be staying close inshore so that those on board can see something of the New South Wales’ coast. South of the Illawarra region, it hasn’t changed much since Cook conducted his passage in 1770.

With planning for that event now well underway, the museum is beginning to look at a longer term sailing program. The museum’s strategic plan calls for a five year window and the focus will shortly shift to producing that. In recognition of the need to keep the ship at sea when possible, we’ll be looking at different ways to use Endeavour. While far too early to have too much detail, the program will include some longer voyages and perhaps an involvement in the team building and leadership market. We’re also keen to build a Sydney based crew, one that is frequently involved with the ship and therefore able to build on its accumulated experience. If you have marine qualifications and are interested in being involved, please pass your details to [email protected]. Photo: Andrew Frolows

Page 40

Cape Town To Fremantle On The Bark Europa Author Fran Taylor, Voyage Crew, aloft with the bosun

“Ahoy there”,

...went the cry on the dock at the V&A waterfront in Cape Town, as a bunch of us were gathering to join the Dutch bark Europa, on a voyage from South Africa to Fremantle, and beyond. “Come aboard, and get settled in.” We didn’t need a second bidding, and excitedly headed onto the main deck. I’d first seen Europa in 1995, when I attended Sail Amsterdam, and had liked the cut of her jib immediately. I’d wondered then how I could manage to get to sail in her, given that she “lives” in Holland, and I live in Western Australia. The opportunity had presented itself in 2000 when I got the chance to take part in the Millennium races, and I had sailed in her from Halifax, Nova Scotia to Amsterdam. Now here I was, some 13 years later, about to undertake another adventure across the Indian Ocean to my home port. Let the adventure begin.

There were around 30 of us voyage crew, comprising some 14 nationalities and ranging in age from 18 to 79, so we were quite a disparate bunch of souls. As always seems to happen on these ships though, within a few days we had become a crew, albeit perhaps a motley one at times, but had the professional crew to help us out when we couldn’t find the correct line, or we didn’t know exactly what we were doing! With 24+ sails, and miles of running rigging, this happened frequently.

We sailed round the Cape of Storms as it used to be known before the Portuguese King changed it to Cape of Good Hope in what the South Africans could tell us was very mild

Page 41

weather, so we were very lucky. It wasn’t called the Cape of Storms by Bartholomew Diaz for nothing apparently! Heading up the East Coast of Africa, we had short stops at East London, and then Durban, before heading for Reunion, where we took on some more voyage crew for the short hop to Mauritius. After a few days in Mauritius, we headed back to Reunion and disgorged our short hop crew who all wanted to stay on board and sail further afield by that time, then we headed off into the Indian Ocean, for the 34-day journey to Fremantle.

The plan was to fol- low the route of Van Diemen and the Dutch explorers who had gone before us, going down into the famed roaring 40’s and scooting across to WA, hopefully without running aground on the West Australian Coast somewhere as many Dutch ships had done before us. But when we got down to latitude 40+, we found that they weren’t roaring at all, and we had to come back up to a slightly higher latitude to get the winds we needed. Perhaps it was just as well, as, in spite of wearing some 20 items of clothing on one particular day, I was frozen to the bone! I can’t imagine what it must have been like for sailors of old, given that they wouldn’t have had thermal undies, Gore-Tex jackets and sea boots that we are equipped with today.

Roaring 40’s notwithstanding, we ran into a couple of big storms in the higher latitudes and spent a few days rolling like crazy, with big waves coming over the wheelhouse and the sloop deck on more than one occasion. There was some debate on board as to whether we were in a Force 8 or a Force 9, and no doubt during the telling of the story, the winds may even increase to a Force 10! Whatever it was, it was certainly exhilarating, and presented many challenges in getting dressed and eating your meal. I have no idea how the cooks even managed to cook during that kind of weather, but to their credit, the hot meals didn’t stop coming.

Europa and the other Dutch ships are continuing their voyaging around Australia, and will be in Sydney for all the Tall Ships festivities in October, before heading off on a voyage around Cape Horn. Do yourself a favour, and get aboard for the adventure of a life time! At the very least, go and visit them and all the other Tall Ships when they come to Sydney. You won’t be sorry.

Page 42

Silver Anniversary The Voyage of the First Fleet Re-Enactment,Spring1234 London 1987 - Sydney 1988 John Lind Part three of three

Caption: Lace Vendors of Salvador da Bahia photo: John Lind Part Two (June - Issue 83) covered the 1987-88 Re-enactment fleet's voyage via the Madeiras, Canaries, Cabe Verdes and the Trade winds across the Atlantic to Salvador da Bahia in Brasil. In Rio de Janeiro we learned that there was no more money in the kitty to get the fleet home to Sydney.

Salvador da Bahia, its pastel decaying walls and voluptuous lace vendors were a fond memory. We were now in Rio moored at the International Passenger Terminal waiting. Would we get the money to sail on? Back in Australia the ABA (Australian Bicentennial Authority) wanted to bury 'the convict stain'. P.M. Bob Hawke remained adamantly against getting us back to Sydney. We needed a miracle. Above Rio stood Jesus Christ at Corcovado, arms outstretched in welcome. Would 'Christ the Redeemer' throw the dice in our favour? 'Great Train Robber' Ronnie Biggs mingled with our 'convict fleet', a weary broken man jesting he would find the loot we needed. We'd been warned that Rio was very dangerous, 'mugger's paradise'. But we were excited. Who wouldn't be arriving in Rio? We'd voyaged 9932 nautical miles so we entertained ourselves in the 'Rio way' while we waited.

Page 43

Rio de Janeiro. photo: Christine Brocklehurst

And then we heard - Back in Australia, 2GB Radio's John Laws with Mike Carlton had raised the $900,000 shortfall from their listeners. Yes! Contributions ranging from corporate sponsors to the individual's 'widow's mite' saved us. We really had become the 'People's Fleet'. The politicians and bureaucrats had forgotten that there were a million proud Australian convict descendants. We could sail on!

Captain Ken Edwards departed from the restless Bounty, advised that he might otherwise " be carried off in a box." Captain Adrian Small from England, a revered veteran of square- riggers, took over.

Captain Adrian Small. Photo: Anthony Owen

Page 44

Two weeks in Rio and not one of us mugged, raped or murdered. As we sailed out of Rio I gave 'Christ the redeemer' a nod up there on that hill. Next stop Africa.

"London to Rio may have been a bit easy," so said our Fleet Surgeon Rob Simpson, "The south Atlantic is a Bounty could not sail with the wind for'ard the beam. different kettle of fish." Photo: Toni Hutchison The original First Fleet had encountered the worst weather since England. We were, nevertheless, eager. Just as exotic ports of call were our reward for the long days and nights at sea, so the sea was our release from the frenetic ports.

The commodore's course to Cape Town favoured the smaller ships. They could sail swiftly with lighter winds. He instructed Bounty and Amorina to "motor" to catch up, but the trainees had paid to sail not to motor.

Caption: 'The Golden Boys of Anna Kristina' in happier times' photo: John Lind

Amorina and Bounty, as the two largest vessels in the fleet, had to seek stronger winds by sailing far south. In the immense South Atlantic they became separated by more than 500 miles from the flagship Soren Larsen.

In 1787, two weeks out of Rio in the South Atlantic, the First Fleet had lost their first man over board, a convict William Brown. In 1987 on August 22nd, also two weeks out of Rio, we received the dreaded message "Man overboard!" We thought it would never happen.

Page 45

Caption: Tristan da Cunha 2430 kms from its closest neighbour St. Helena island. photo: John Lind

The sailor was 25 year-old Danish Henrik Bak Nielsen, Anna Kristina's first mate, and my former cabin mate. It had happened at night during a powerful storm. Henrik had been trimming a headsail sheet. It was flogging so badly it threw him over the side into the dark, cold, homeless waters.

We were devastated. His death was a rude awakening. It jolted us into a sense of reality and solidarity. We were no longer just part of an adventurous re-enactment of someone else's historic voyage. This was our own voyage of jeopardy in its own right. We had lost one of our own. The ocean had warned us, and humbled us. We were now all the more united as a family. We would sail on. There was no turning back from the unknowable.

Captain Sven Stromberg took Amorina on a solitary course far south for stronger winds - latitude 37degrees 6' 44" S. She would be the only ship in the fleet to visit the most remote inhabited island in the world - Tristan da Cunha, visited by only eight ships per year. No airport. We saw the island at dawn like a great slumbering whale, a floating grey 'Uluru'. Rough Table Mountain. Cape Town. South Africa. photo: Anon Fleet Crewman. seas prevented landing. We were still only half way to Africa.

Two weeks more of storm petrels and wandering albatrosses rolled on. We noted dolphins and short-flight sea birds checking us out.

And out of the dawn there she was - South Africa's Table Mountain, resplendent with a tablecloth of white clouds coronated in a red and golden glow. It was September 5th, 31 days from Rio. "Land Ahoy! Africa! Land Ahoy! Africa!" We had reached the Cape of Good Hope. It would be joyous to smell fresh flowers again, and earth, and perfumed women,

Page 46

and to fool around with dogs, and pat the sturdy necks of horses, and go for a long walk in a straight line, before hitting the bars.

Master of 'One and All' Colin Kesteveen. photo: Steph Calderwood

The rest of our ships were already gathered at Saldanha Bay north of Cape Town, awaiting Amorina to sail into Cape Town as a fleet. Among them was our new family member One and All, a 39.4 metre hermaphrodite brigantine built at

'One and All' at Saldhana Bay, South Africa. photo: Nigel Snell www.emoceanimages.com

Port Adelaide, South Australia. She had at last caught up with the fleet Photo by Jane Utting after chasing us more than half way around the world. Her Captain Colin Kesteveen looked like a Harley Davidson biker with his bushy red beard. Her ample cook 'Sly' Fox was keen to get herself ashore to "rape and plunder", and the ship's carpenter Naomi Howard smoked a pipe. Interesting crew.

Page 47

Kapstaad/Cape Town had begun as a half way station for the Dutch East India Company 300 years earlier. This had been the First Fleet's last chance to prepare the ships for "the loneliest ocean crossing on Earth" to Australia, but they had been met by an indifferent Dutch Governor. Fortunately, Commodore Phillip was assisted with provisions by a helpful personal acquaintance Petrus Dewit.

We were scheduled to have two weeks in Cape Town. The welcome was the largest since Portsmouth's farewell. At the Fleet's packed memorial service for Henrik, Anna Kristina's captain John Sorensen reminded us of an old saying "whenever you sea a dolphin playing at your bows it's a dead sailor's soul," and so with dear Henrik.

Anna Kristina. Captain John Sorensen alert as always. photo: Jane Utting

Soren Lorsen's First Mate Dan Yates 'detailing'. photo: Nigel Snell www.emoceanimages.com

The fleet's popular film director Billy Leimbach departed for Sydney as scheduled. Michael Balson, an equally experienced director of adventure documentaries took over. Cameraman Tony Curtis ("the real T.C.") would continue the whole way in his charmingly imperturbable manner.

Page 48

The Re-enactment fleet's departure from Cape Town was delayed for two days by the dreaded South-Easter, as had been the First Fleet's experience two hundred years earlier. They had not sailed for Mauritius as it was then a French possession. There would be no ports of call for Phillip and his fleet until Botany Bay. Phillip noted, "As we were departing Kapstaad we were severing all connection with the known world."

Winds off Cape Agulhas were too strong to permit our Re-enactment fleet to round South Africa. Our fleet moved slowly south into the Southern Ocean, rather than eastwards, to avoid the extremely dangerous Agulhas Bank and the Agulhas currents that flow onto the bank along the eastern coast of South Africa. Dangerous breaking seas and "abnormal waves" were known to split super-tankers in these waters. We were approaching the top of the roaring 40s, the farthest south the fleet had been. Winds were South-South-West, 30 knots, 'blowing dogs off chains'. The largest swells in the world had been recorded around here. One and All's captain Colin Kesteveen described the region as "a sailor's graveyard". One and All was doing 9 and a half knots with only 2 staysails while keeping Anna Kristina company. Rough seas, big swells, this is the sailing we came for.

Closer to the tropical island of Mauritius we were back in the trade winds belt for the first time since Brasil, a time to dry out and catch up with little jobs and with ourselves. After 32 days at sea, buffeted by gales and frustrated by becalmed conditions the fleet nevertheless made it to Mauritius on schedule.

The island of Mauritius is the summit of an undersea volcano as extinct as its once native dodo bird, with an amazing multi-cultural mix - French, African, English, Chinese, Indian or an exotic mix of some or all of them. It wasn't long before the fleet was reviving itself with fragrant nights of shega/sega music and dance born of home-sick African slaves consoling themselves with the pounding rhythms of erotic union.

Bountiful markets of fresh vegetables and fruit replenished the ships, now choc-a-bloc with new trainees from Australia joining us for the 'home run' - five weeks to Fremantle. 'Hot bunking' was photo, Jane Utting now necessary on some ships. This means that when one person is on watch a replacement occupies the vacated bunk. By now over 750 trainees had been signed on since England.

Page 49

And at last Our Svanen was permitted to take on trainees, the first time since England.

November 10th - anchors away from Port Louis; R. Tucker Thompson's refrigeration was working again, and so was Tradewind's de-salinator. The fleet had only one month to sail 3600 miles to Fremantle, following the traditional sailing route from Mauritius by reaching south with the easterly trades, chancing luck on the fickle variables, and making further south to those roaring forties again.

As the ships progressed, it yet again became a scattered fleet... split by a south-east slant in the wind... Soren Larsen, Amorina and Bounty were plugging south-west back to Africa, the other five ships seemed to be pushing to India. Soren Larsen, Amorina and Bounty became stuck in the 'horse latitudes', about as far from Fremantle as when they'd left Mauritius ten days earlier, blown in the wrong direction and becalmed in a big lazy high- pressure system. To reach Fremantle on schedule, still 3000 miles away, our ships would have to make more than 140 miles a day, not great odds when becalmed at 1 knot.

Tradewind added tea towels to her rigging to catch a subtle breath. To quote from Samuel Taylor Coleridge's epic poem 'The Rime of the Ancient Mariner' - "... day after day, day after day, we stuck nor breath nor motion as idle as a painted ship upon a painted ocean. "

Several ships of the fleet decided to 'wind up their iron staysails' to motor out of trouble, something the First Fleet couldn't have done, but Soren Larsen only had enough fuel for a quarter of the distance to Fremantle, and half of that would be used searching for wind. It was a gamble. There were plenty of molly hawks but everyone was looking out for the wandering albatross.

"There are loving hearts to greet us." November 24th - 1000 miles south of And Customs Inspectors. Mauritius a gust of wind! Soren Larsen was sailing at last. Now 2400 miles west of Fremantle. All other ships were 500-600 miles east except Amorina and Bounty. Great winged petrels appeared and the sea turned red with immense slicks of krill stretching to the horizon. "At last there came an albatross and with it came the wind" ... the first west winds brought our first albatross since long before Mauritius. And these west winds blew Soren Larsen close to a remote island 38 degrees south midway between South Africa and Australia, a little piece of France with the incompatible name of Amsterdam Island. Here the French scientists had given loads of lobsters to Anna Kristina, and possibly One and All, although they were not permitted ashore. Soren was radioed a similar invitation but she was behind schedule for the commercial deadline in Fremantle. The winds were too good to lose. Soren illuminated her sails for the scientists as she passed lonely Amsterdam island during the night while French trainee Sophie Lagesse led the singing of the Marseillaise on Soren's radio. The French responded with a strawberry- red flare. So few ships, and therefore so few fellow humans pass this way. It was a hard fact that our Re-enactment was not only a romantic historical voyage but a 'financial and media operation'. We were obliged to arrive in Fremantle by the date specified by the media, December 12th. The wind was not our only master.

Page 50

The crew was pushing Soren hard, Feet, from Amorina's all canvas set, but the months of Royal yard.. John Lind wear and tear revealed their marks. The lower topsail crane snapped; half a ton of wood and steel hovered, likely to crash down on deck with only a damaged 2- inch steel pin holding it up. A jury rig was erected, but Soren had to average seven knots to get to Freo on time. It was a tall order even for a tall ship.

One morning the winds became favourable and flagship Soren Larsen beat the clock with half a day to spare. The rest of the fleet had already gathered at Rottnest/ Wadjemup island 18 kms off Western Australia. They came out to greet her. At quarter to eight in the morning of December 12th Soren Larsen led the ships into an Australian port for the first time, greeted by thousands and thousands of people lined along the sea walls waving and cheering while a huge flotilla hooted its welcome. The crowd was said to be bigger than for the America's Cup. Jonathan King's co-visionary Wally Franklin declared joyously, "There are loving hearts to greet us" —-and Customs Inspectors.

The Fleet departed from Fremantle on Boxing Day bound for Botany Bay and Sydney Harbour, joined by 'Eye of the Wind' (a 40 metre hermaphrodite brig) bringing us to nine in number. The wharves and breakwaters were crowded with well-wishers flourishing 'good luck' banners. Two days later a wandering albatross appeared; the fleet continued south to catch good winds. At Cape Leeuwin, the Fleet altered eastwards along the northern latitude of the Roaring Forties to make the great circle course south of the Great Australian Bight to Bass Strait.

"In south Australia I was born...heave away, haul away... I'm bound for south Australia!"

In September 1787, on departing from Kaapstad, the weather had split the original First Fleet into three divisions sailing independently of each other. Ours was no better.

Page 51

Flagship Soren Larsen reached the Roaring Forties by New Year's Eve, now surfing on heavy waves on the starboard quarter caused by the powerful South-Westerlies. Each new squall sent the wind veering. Immense surf was breaking over the separated ships now alone in slate grey turbulence under granite skies.

200 years earlier the sea had been in a rage, convicts on their knees praying, the swell of the sea greater than at any time since the original First Fleet left England. In Lady Penrhyn many of the women had been washed out of their berths, their ship threatening to capsize. Day after day great walls of water astern were ceaselessly plunging our own fleet down into deep troughs, dropping the bow dramatically, and decks awash over canvas covers tied down over hatches, followed by the inevitable towering swells raising the stern high. Storm petrels, oblivious to our straining, skipped along the ragged wave tops while an occasional solitary seal rode the lofty waves casually reposing on its back hundreds of miles from anywhere. Heavy waves growled aboard, and there was many a call for "All Hands on Deck!" Torrents of rain swept sideways on the gale. Mainsails billowed violently. Yards were constantly braced as the wind changed. Aloft on the footropes crew and trainees swung back and forth, hanging on to keep their footing as the sail gave vast flaps in their wrestling hands…

The oldest trainee of the fleet Dame Anne von Bertouch recorded in her journal, "The tearing rain rushes across face and raincoat, down ropes, up sleeves, into collars. Amidships waves burst to the thigh and fill the gumboots...". Anna Kristina broke her gearing in her steering box and had to steer by block and tackle to the tiller. Amorina bent a metal topmast and was continuing under shortened sail. Anne von Bertouch again, " Zig- zags of electrical fire race from one side of the sky to the other...The sky is illumined with vast areas of pure light... the ship's bell tolling on the wind...One senses that anything could happen... the lightning roars its Sydney - Australia Day - January 26th 1988 fireballs down the black bolts of night, explodes them on the deck... we're hanging on in a lurching world... one end of the ship not clearly visible from the other... earlier there were phantom lights and false echoes. No wonder sea-farers were often superstitious..."

On January 4th 1988 - The fleet rested in Jervis Bay, sprucing up before arrival in Botany Bay. Ashore across an inlet was a small protest, an Aboriginal Land Rights flag, a Greenpeace flag and an anti-nuke flag. At nearby Wreck Bay young Aborigines played volleyball with the crew of R. Tucker Thompson.

We entered Botany Bay on 18th January exactly 200 years to the day after the First Fleet. The ships dropped anchor exactly in the same spot off Frenchman's Bay. Canoes with Aborigines bearing red and black flags paddled out to meet us from Frenchman's Bay/La Perouse. Large Aboriginal flags were also laid out across the grassy slopes. A sign in huge letters declared: 'WE HAVE SURVIVED'. Thousands of Aborigines had gathered at their settlement at Yarra Bay, others camped on either side of the Mascot runways. To avoid trouble our Fleet High Command issued orders "No landing today".

Page 52

Australia Day 1988 Sydney Harbour, part of the welcoming flotilla. Pic, John Belton

Eight days later at 05.30 hrs. at first light, a sleepy fleet weighed anchor and proceeded seawards for the very last time in our voyage, out of Botany Bay and north to Sydney Harbour. Square-riggers Solway Lass and Leeuwin had joined us. We were now the full complement of the original Fleet's eleven ships. The weather was much kinder to us than to the original First Fleet when a tempest had almost sunk several ships attempting to leave Botany Bay.

"Over 3 million people crowded the sparkling blue waters and foreshores of Sydney Harbour." Australia Day 1988. photo: Jane Utting

Page 53

At 09.30 hours we reached Sydney Heads. From atop Amorina's Royal yard with 'Fearless' Fred Pentecost and 'Bogdan the Brave', I gazed at the large welcoming flotilla and wondered why they had all gathered outside the harbour. A light easterly breeze wafted our ships in through the Heads. And then we saw it!

From Seven Television "Bounty Boys" photo: Anthony Owen Network's chopper came the surprisingly emotional announcement, - "A sight that has never been seen in this harbour, countless... tens of thousands of boats... I don't think anyone would argue with that... surely Australia's greatest day... people arrayed along the headlands, the shorelines, and around the bridge, this scene will be seen right around the world... eight months and one week, a voyage of 13,000 miles under sail ends at Farm Cove at 11.45... "

We had become the highlight of Australia's Bicentenary. The burden of dreams had lain heavily on visionaries Jonathan King and Wally Franklin. Without their faith and tenacity none of us would have made the voyage.

Completion of a Dream

Prime Minister Bob Hawke later presented the First Fleet Re-Enactment Company with "Best Event of the Bicentenary"

References Dr. Jonathan King's 'The First Fleet - The Convict Voyage that founded Australia 1787- 88' (MacMillan) and 'Australia's First Fleet - The Voyage and the Re-enactment 1788/1988' (Fairfax Robertsbridge); Iggulden & Clarke's 'Sailing Home' (Angus & Robertson); Anne von Bertouch's 'The Voyage Out - The First Fleet Re-enactment' (Hunniford's Lane Press); and the documentary film 'First Fleet - Rite of Passage' - narration written by John Lind.

Page 54

Band Plays On Alex Books The first performance of the Royal Australian Navy Band, in Australia, was from the deck of the flagship of the new Australian Fleet, the battle cruiser HMAS Australia, when the fleet entered Sydney Harbour on the 4 October 1913 which was public holiday for the occasion. It was greeted by ‘one continual cheer’ from the thousands lining the foreshore. John Bastock’s famous painting of the entry epitomises the event.

The RAN Band, with other participating countries’ navy bands, will be performing on board ship during IFR and will be appreciated by many thousands again. A Centenary Concert was held by the band beforehand, on 23 June, at the Joan Sutherland Performing Arts Centre, Penrith which featured more than 50 musicians. Earlier, to mark the 98th anniversary of the Gallipoli landing, the band performed there for 10,000 Anzac Day pilgrims.

Eighteen bandsmen, under the bandmaster, were drafted aboard Australia – the flagship of the new Australian Fleet on 24 June 1913. The chief bandmaster and five bandsmen had been recruited in Melbourne and were joined by ex-British Army bandsmen who had successfully auditioned for the new band. They were kitted up in a modified Royal Marines Band uniform as opposed to a traditional sailor’s uniform – they would not wear sailor’s uniforms until 1960.

RAN bandsmen first saw action in 1914 when Australia sailed to seek the German Pacific Fleet. After the war, a second band was formed in 1927 for Flinders Naval Depot, now HMAS Cerberus, of permanent musicians from other establishments. By the late 1930s in addition to bands in shore establishments there was a rapid increase in musician recruitment with five bands serving at sea with the RAN cruisers.

During WWII, musicians served in all theatres of war, to supplement their duties they worked as gun crews, shell carriers in magazines, in transmitting stations, as first aid parties and as lookouts. Cruisers were prime enemy targets and bandsmen suffered the highest casualty rate pro rata to other ranks.

In 1953, musicians saw action in Korean waters: in the late 1950s during the Malayan Emergency and later during the Vietnam conflict; more recently in Iraq, Afghanistan, Solomon Islands and Timor-Leste. The RAN Band continues to support the Feet by em- barking small music ensembles on board major units during certain deployments.

The RAN School of Music was opened in 1951 to recruit and train junior musicians. 1984 saw the combined Defence Force School of Music opened. In 1985, band recruitment was opened to women and the Navy’s first female musician graduated. Navy ceased training recruit musicians in 1991 and introduced the Direct Entry Degree Musicians Scheme. Today, the RAN Band is structured around a Directorate of Music, two permanent detachments located at HMA Ships Kuttabul and Cerberus and four reserve detachments located in Perth, Adelaide, Hobart and Brisbane.

Page 55

ditty box Compiled by Alex Books Deep Sea Mussels Australia’s fish farmers and scientists lead the world in aquaculture and a breakthrough, in recent years, has cracked the science of breeding mussels in captivity and growing them at sea. In the wild, mussels spawn once or twice a year or four times in a hatchery and can supply the market the whole year.

Deep water is ideal for farming blue-lipped mussels. Spring Bay Fisheries has a 1,700 hectare mussel farm on the bay and it is the largest in Australia. Rather than rely on wild-caught mussel spat it has a shore-based hatchery which spawns, fertilises and breeds mussels in captivity.

Spawned mussels are encrusted to vertical ropes hung up to 14 metres below the water surface for cultivation, from horizontal lines strung across the farm, six metres below the surface, and left for 12 months to grow. The catch is cleaned, de- headed and bagged: 20% goes to Asia and the rest to the Australian domestic market. Australians do not relish raw mussels and it is proving to be a challenge to producers. However, pre-cooled mussels for “heat ‘n’ serve” are being developed for supermarkets to lift the demand. ABC Landline

Miracle at Sea The anchor handling tug Jacon 4 sunk in heavy weather off Nigeria on 26 May 2013: divers recovered ten bodies of the crew and one was not found. The ship’s cook was found alive after spending two days inside an air pocket in the sunken vessel, at a depth of 30 metres. Unlike his 11 colleagues, all of whom were locked in their cabins for safety against pirates, the cook was in a wash place.

His body had been saturated: it had absorbed its pressured gases and equalised with the surrounding water pressure. Bringing him to the surface from that depth could have killed him. With saturated diving, the divers are brought to the surface via a pressurised diving bell which mates-up with a pressurised chamber on the recovery vessel’s deck.

He was placed in the diving bell: brought to the surface and the recovery vessel; kept in the pressurised chamber for two days and he responded completely. My Sailing: additional reporting

Page 56

ditty box Compiled by Alex Books

Australian Maritime Law Change From 1 July 2013 new national laws provided a single set of safety rules for all commercial vessels and seafarers, allowing them to operate anywhere in Australia under the same rules. The Australian Maritime Safety Authority (AMSA) became the safety regulator. State and Northern Territory maritime safety agencies will continue to deliver operations and services for the industry as delegates. The NSW delegate is the NSW Roads and Maritime Services. The national system for domestic commercial vessel safety aims to simplify maritime safety laws; apply nationally agreed standards clearly and consistently across the country; make it easier for seafarers and their vessels to work and move around the nation without barriers; deliver a uniform approach to maritime safety requirements. New safety laws covering international ships also came into effect on 1 July. The new national laws and legislation replaced 50 Acts and systems. AMSA; additional reporting

Scrapped With the fanfare of the forthcoming International Fleet Review in Sydney Harbour, it might be noted that two large decommissioned ships of the Royal Australian Navy left the harbour under tow and darkness on 1 July 2013, to be scrapped in the USA. Why to the USA? The ships were built there for the US Navy, and subsequently acquired by the RAN, it may have been an option open to Australia. [My emphasis] AB. The ships were ex-HMASs Kanimbla (ex-USS Saginaw) and Manoora (ex-USS Fairfax County). They were towed singly out of the harbour and doubled up for the sea tow. Scuttling for dive sites had been considered, but dropped because of the recent controversy over the sinking of ex-HMAS Adelaide as a dive site on the NSW Central Coast, and the option for scrapping taken. Word of Mouth; additional reporting.

Offshore Artificial Reef In October 2011, an offshore artificial reef was lowered into the sea, 1.2 kilometres off The Gap at Sydney’s South Head, into 38 metres of water.

The artificial reef is a steel box shaped structure with an open work of bars, with a vol- ume of 700 cubic metres on the seabed, with two braced poles on top making a total submerged height of 12-metres. It is the first of three artificial reefs planned for the NSW coast over the next five years: designed to withstand high energy conditions and remain intact for at least 30-years. The NSW Department of Primary Industries will monitor it for three years using diving and advanced underwater video technology.

It is not only for improved fish numbers, but a kind of compensation for the loss of fishing grounds to marine reserves. THE SUN-HERALD

Page 57

The Australian Sailor Centenary Monument

Celebrating 100 years of men and women, ‘going down to the sea in ships’: a magnificent monument will soon begin construction on Rous Head in Fremantle.

Themed around a huge solar clock, a great ship-shaped shadow will soon inexorably trace the path of Australian Naval history across the surface of this historic mole, built by that great engineer C.Y.O’Connor. Scaled to be visible from below the horizon, at twenty metres long, the great central gnomon (central vane) will be one of the longest in the world. Through this iconic monument, Western Australia salutes all who served their country in ships under that great Australian sun, forever marking their passage in shadow, steel and stone, on Rous Head, Fremantle.

Acknowledgement: www.australiansailormonument.com.au

All Hands is the magazine of the Australian National Maritime Museum Volunteers’ Programme. It is published at Wharf 7 Heritage Centre, Pyrmont, NSW quarterly and distributed to registered volunteers of the ANMM. The magazine is produced by the ANMM volunteer All Hands Committee. Opinions expressed in the magazine are not necessarily those of the ANMM, its Council or staff.

The All Hands Committee thanks all contributors for the time and effort taken in preparing articles. It may be necessary to edit material provided. All Hands Committee have attempted to contact owners of copyright material published in All Hands. If you believe you own copyright please contact the editor.

The All Hands Committee is always happy to discuss any ideas or comments regarding All Hands. Articles for the enjoyment of all volunteers are always welcomed.

Page 58