Destroyer D01 – the story of HMS Caprice 1942 - 1979
Introduction This is a hardback reprint of the original book, published in 2011. I have made some revisions and additions from information received since then.
The idea for this book came from the HMS Caprice (1968) Association; originally to commemorate the 40th anniversary of the Caprice’s memorable cruise around the world in 1968. However, with input from the Association’s website and from material provided from many who had served aboard during the destroyer’s 30 years service it became obvious that we had become the de facto archives for the ship’s entire history.
Despite its D01 pennant number Caprice was not the Royal Navy's first destroyer! She was, however, 'one of the best' to many who served in her. She also was the first of her class to be launched and the last to finally decommission. This, then, is the story of HMS Caprice and of all those who served in her during her service with the fleet from 1943 to 1973. I have tried to include as much human interest material as possible – a warship is much more than just steel and guns – it’s all about the men who live, work and play in her. Those who man the guns, keep watch, scrub the decks, cook the food, operate and maintain the machinery, keep a lookout, monitor the radar and sonar, it is they that make a warship what it is.
Although we are nominally claiming copyright for this book anyone may freely use the information and images contained within, providing it is not for commercial profit. The information and images have come from a wide range of sources and we may not be aware of their original origin – if we have inadvertently infringed any copyrighted material we apologise but it should be appreciated that this book is not being compiled for profit and will not be on sale to the general public. Graham Latter - Technical Author Secretary - HMS Caprice 1968 Association
The Caprice Crest – “on a Field Green, a kid salient Proper” Battle Honours – Arctic 1944
Caprice – from Capriccio “to frisk or skip like a goat”.
© Graham Latter 2014 – Issue2
1 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Acknowledgements We are indebted to the many contributors to this book, especially:
• Percy Newell AB on board 1944-46 (now deceased) - for his recollections and pictures of the ship’s war-time service. • Penny Tomalin - for her photograph and information of her father PO Eric Mortimor on board 1945 • Robert Stewart - for his wartime photos from his father-in-law Leslie Finch NAAFI (PO) manager aboard 1944-46 • John Fleming - for his recollections of the Reserve Fleet in 1951-2. • Ray Drew AB onboard 1959-60 - for the loan of the 1959-60 Commission Book. • Colin Gent - Electrical Officer on board 1960-62 - for his write up and photos of that commission, his invaluable assistance with Technical information and ships drawings, research on Ship's Logs at The National Archives and for final checking. • John Croft ME on board 1960-61 - for his photos of Caprice in Sydney 1961. • John Higgins AB on board 1962-63 - for the loan of the 1962-63 Commission Book and photos. • Lewis Chelton Lt (Supply Officer) on board 1962-63 - for his recollections of the 1962-63 commission. • Mike Enright POREL on board 1962-63 - for his recollections of his time aboard. • Members of HMS Caprice 1968 Association – Gordon Duffy, Brian Hobbs, Graham Woods, Peter Fowler and many others too numerous to mention. • David Wilkes – Trainee Engineer Officer on board in 1972 - for his scans of the final commissioning book, photos of Caprice as a Training ship in 1972 and providing CA class profile information. • Clive Hopkins, Author & HMS Cavalier Volunteer - For his advice, encouragement and final checking.
• Jenny Wilson, Gordon Duffy & Wallace Portal - for original proof reading • Finally to Brian (Harry) Hobbs PO (V) on board 1966-69 for his support and encouragement throughout this project.
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Contents Introduction 1 Acknowledgements ...... 2 The War Years ...... 5 Background ...... 5 Acceptance & Work-up ...... 7 Action with the Home Fleet...... 8 Russian Convoys...... 8 Troop Ship (“Monster”) Escorting...... 11 The Japanese Surrender on Caprice...... 15 In Reserve 1946-1958...... 20 First Modernisation 1957-58...... 21 Far East Commission of 1959-60...... 22 Far East Commission of 1962-63...... 39 Second Modernisation 1963-66...... 51 Middle East Commission of 1966-67...... 52 Commission of 1967-68...... 55 The World Cruise - 1968 ...... 59 Gibraltar Refit 1969-71 ...... 70 Training Ship 1971-73 ...... 73 Laid up then Scrapped - 1979...... 81 HMS Caprice – Facts & Figures...... 83 General Data ...... 83 Armament...... 84 Radar & Sonar...... 85 Main Machinery, Fuel & Water...... 88 Condenseritus and other Ailments!...... 90 Appendices...... 92 Some War-time Memories...... 92 HMS Caprice 1968 Association...... 94 Sister Ship - HMS Cavalier...... 95 The Destroyer Memorial at Chatham...... 97 Omissions and Errors...... 98
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4 Destroyer D01 – the story of HMS Caprice 1942 - 1979
The War Years Background In 1939 Britain had only ninety modern destroyers and many others were obsolete. German U boats were posing a grave threat to the lifeline of supplies and troops from North America and to the Russian convoys helping to maintain the Eastern front against Nazi ambitions. More convoy escorts were urgently required.
In 1940 the Destroyers for Bases Agreement between the United States and the United Kingdom, transferred fifty somewhat ancient destroyers from the United States Navy in exchange for land rights on British possessions. However many more new vessels were needed and the War Emergency Programme eventually delivered to the fleet 112 Destroyers that were constructed in the UK.
On an autumn day on 28th September 1942 in Scotstoun, on the banks of the River Clyde, one of these destroyers was laid down at the shipyard of Yarrow & Co Ltd (Admiralty Job number J 11000). Initially designated as HMS Swallow, she was to be one of the 36 War Emergency C Class to be built. The C Class destroyers were grouped into four flotillas each of 8 vessels with the class names derived from the initial two letters of the ships' names (Ca, Ch, Co and Cr).
Ca Class Destroyers
Pennant No. Ship Launched Left Service Original Revised
HMS Caprice R01 D01 Sept 1943 Scrapped 1979
HMS Cassandra R62 D10 Nov 1943 Scrapped 1967
HMS Cambrian R85 D85 Dec 1943 Scrapped 1971
HMS Caesar R07 D07 Feb 1944 Scrapped 1967
HMS Carron R30 D30 Mar 1944 Scrapped 1967
HMS Cavalier R73 D73 April 1944 *Preserved afloat
HMS Cavendish R15 D15 April 1944 Scrapped 1967
HMS Carysfort R25 D25 July 1944 Scrapped 1970
* at Chatham Historic Dockyard 5 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Almost a year later on 16 September 1943 the vessel was launched by Viscountess Dawson of Penn and renamed HMS Caprice with a pennant number of R01.
Following completion on 5th April 1944 she was the first of the class to be ready for action. These “greyhounds of the sea” were very fast anti-submarine destroyers, capable of well over 34 knots and armed with 4 x 4.5 guns, 2 sets of quadruple torpedo tubes and various anti-aircraft guns. Many of the class were the last RN ships to have an all riveted construction.
The Caprice was the last destroyer built for the Royal Navy to be fitted with the quadruple 2 pounder "pom-pom" mounting Mark VII and differed slightly from the other CA class ships in that she had a shorter mast for some reason.
This picture was probably taken very soon after Caprice was launched in 1943, whilst still in her builder’s hands and with the original pennant Number R01
HMS CAPRICE Profile 1944
Details of the ships armament and radar at this time are in the Facts & Figures section at the back of this book. 6 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Two very early pictures, possibly during sea trials in the Firth of Clyde
Acceptance & Work-up In March 1944, with contractors trials completed, the Caprice was the first Ca destroyer commissioned for service.
In April, after acceptance and Gunnery trials, she was accepted into service with 6th Emergency Destroyer Flotilla, Home Fleet, and worked up at Scapa Flow in May 1944. She was soon to see active service!
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Action with the Home Fleet NOTE: One of the crew on the newly commissioned Caprice was Able Seaman Percy Newell, who served aboard her from 27th March 1944 to 2nd May 1946. We have him to thank for much of the information we have about her wartime service. Russian Convoys The Russian convoys delivered vital supplies to the Soviet Union during the battle of the Atlantic, with considerable losses to U Boats in the early years. However, by the time Caprice joined the action the allies had gained the upper hand with superior tactics, anti-submarine detection and weaponry and almost 500 U Boats were sunk.
On August 15, 1944 Caprice escorted her first Russian convoy JW-59 departing from Liverpool to Kola Inlet. No merchant ships were lost but HMS Kite was sunk with the loss of all but 9 of her crew. She returned to Loch Ewe on August 28 with convoy RA- 59A. No merchant ships were lost during these convoys. The picture shows some of the crew of Caprice in Arctic waters – Percy Newell is at the back in the centre (arrowed).
September and October 1944 were spent on Home Fleet flotilla duties acting as a screen for the Aircraft Carrier HMS Implacable for operations against Norwegian coast shipping. During this time reconnaissance aircraft sighted the German battleship Tirpitz in a new berth near Tromso.
On October 31 the Caprice was on convoy JW-61A escorting 2 liners carrying 10,213 Soviet nationals from Liverpool to Murmansk and returned from Kola Inlet to Loch Ewe on November 11 with convoy RA-61A. Again no merchant ships were lost during these convoys. On November 29 Caprice steamed from Loch Ewe to Kola Inlet with convoy JW-62 and returned with convoy RA-62 departing on December 10. No merchant ships were lost but on December 11 Caprice’s sister ship HMS Cassandra was badly damaged by an acoustic homing “Gnat” torpedo fired from U-365, which hit the destroyer on the starboard side in the vicinity of the ASDIC compartment. The bows ahead of the for'ard magazine, including 'A' gun were blown away and the structure abaft this to the for'ard bulkhead of the fuel tanks wrecked. The for'ard magazine and shell room were flooded. HMS Bahamas took her in tow stern first and later passed the tow over to a Soviet tug, which towed her back to Kola Inlet.
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Percy Newell recalled:
“On the eve of the Russian convoy, we were gathered at Scapa Flow waiting to pick up the merchant ships and escort them to Murmansk. I was on HMS Caprice. It was arranged that sister ship HMS Cassandra (whose skipper was senior to ours) should take the spearhead and we would be off the port quarter. However that evening he fell down a companionway and broke his leg. There was no time for a replacement for him, so their first Lieutenant took command. That now made our skipper (Lt Cdr McKendrick), senior so he insisted that we should change places. Thus we took the spearhead.
After taking the convoy to Murmansk, on leaving the Kola inlet into the Barents Sea at dawn, the Cassandra was torpedoed by a German U-boat. It blew off her bows back almost as far as the bridge. I believe that sixty-two men were killed - which was also her pennant number: R62.
We got permission to go alongside and take off the survivors and then torpedo the wreck. It was too rough to get near her and all we could do was watch those little red lights on the lads' lifebelts as they swept by. Thank goodness they didn't suffer long in those icy seas.
I was asleep in my hammock when the torpedo struck, so if our ships hadn't changed places I would not be here today. We stood by "Cassandra" for about three hours before being ordered to rejoin the convoy. Two frigates were detailed to relieve us and they towed her back to Murmansk”
Murray Haddow recalled:
We did our working up trials around the Firth of Clyde, the Isle of Arran and the Isle of Mull. The Captain, Lt. Cdr Gordon McKendrick was a stern, war-hungry man who was obviously delighted to announce that we were being detailed to do escort duties to North Russia. I think we did either 3 or 4 Russian convoys while I was on the ship. Summer convoys were done in almost 24 hour of daylight, but in the Winter it was virtually 24 hours of darkness.
I remember the very near miss of the torpedo1 My recollection is that it was Sub Lieutenant (Titus) Oates who was officer of the watch and his orders were not just "hard a port", but crucially "stop port"!
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* In 2013, nearly 70 years later, after a long Some forty years after the campaign to recognise the convoys’ sailors, the Russian convoys he veterans MOD finally relented and awarded the ARCTIC who took part were awarded a STAR to the few surviving veterans, amongst medal by Russia. Murray Haddow, who served on HMS Caprice.
• Authors Note – This is an example of the despicable way the MOD and British Governments of all parties treat our ex-serviceman and have done so for a long as anyone can remember.
For it's Tommy this, an' Tommy that, an' "Chuck him out, the brute!" But it's "Saviour of 'is country" when the guns begin to shoot; An' it's Tommy this, an' Tommy that, an' anything you please; An' Tommy ain't a bloomin' fool - you bet that Tommy sees!
Rudyard Kipling – as long ago as 1892 !
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Troop Ship (“Monster”) Escorting Being the fastest flotilla in the Royal Navy, pairs of Ca class destroyers were assigned to escort troopships (nicknamed Monster Ships) carrying troops for D-Day through the U-boat killing ground, which extended some six to eight hundred miles west of Ireland. Amongst the ships escorted were: Queen Elizabeth, Queen Mary, Aquitania, Britannic, Andes, Ile de France, New Amsterdam, Pasteur, West Point and Mount Vernon.
Percy Newell recollected one particular harrowing experience: Our station was half a mile in front and half a mile to her starboard side. During daylight hours it was flat out at thirty to thirty-four knots depending on sea conditions. At this speed our Asdic dome would not operate. Come dusk, we slowed and went into zigzag formation. Below twenty-six knots the Asdic would work.
The dome was dropped The officer of the watch, But this manoeuvre had and we immediately Lt Dates, ordered "Hard a brought us into even picked up the “ping” port". This brought us greater danger. We were sound of a torpedo, which parallel with the tin fish, about to be run down by had been fired at the which shot along our the troopship! We shot troopship. It missed her starboard side missing us under her bow with only but now was heading by about fifteen feet. feet to spare - it was like straight for us. walking under Pershore Abbey tower.
How am I able to tell you this? - because my action station was to man the bridge telephone to the depth-charge rail on the quarter-deck. To this day I can feel the spray from her wake.
NOTE The underwater detection equipment, referred to as Asdic, was later known as Sonar (sound navigation and ranging) 11 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Murray Haddow recalls: I don't remember A/B Percy Newall although we must have on the ship at the same time. His memoirs make fascinating reading and I admit that I had forgotten about the tragic story of the Cassandra and the sad, sad loss of life. I do remember the very near miss of the torpedo. My recollection is that it was Sub Lieutenant Oates (Nicknamed "Titus"!) who was officer of the watch and his orders were not just "hard a port", but crucially "stop port"as well.
On May 8th 1945 Germany surrendered and the war in Europe was over.
This picture, taken from onboard Caprice on May 9th 1945, shows her escorting a German U-boat wanting to surrender, in company with sister ship HMS Cavalier. A Sunderland flying boat can be seen in the distance.
During her service with the home fleet the Caprice had steamed nearly 50,000 miles. She was refitted in Portsmouth over the next two months ready for her next assignment – the Far East, for the war with Japan had not yet been won.
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Active Duty in the Far East On 5th August 1945, aboard the Caprice, Able Seaman Percy Newell was writing his daily log – it read:
“After a couple of false starts we finally left England for Destination Unknown”. After calling at Gibraltar for repairs the ship arrived in Malta on 14th August.
Percy recorded in his log the next few days: 15th August The great news of the Japanese surrender has just come through. Everyone seems to have gone crazy. I went ashore this afternoon but didn’t think much of it. Would rather be celebrating in the “Millers”. Visited Selina and Valetta. Grand display of lighting and flares from ships in the harbour.
16th Big display planned for tonight, official VJ night. Spliced the mainbrace but worked till dusk rigging up lighting. It was very good and everyone enjoyed it.
17th Everyone tried to carry on as usual but it wasn’t a success as yesterday’s news was too great. Were complimented by captain and Captain (D) on the VJ lighting. Best in the harbour.
Caprice steamed to the Far East via the Suez Canal, Ceylon, and Penang, finally arriving at Singapore on 1st October 1945
On 9th October Percy wrote:
Left Singapore 0100 hrs, arrived Pidjah 0900. Embarked 300 Jap prisoners, amongst them being 5 major war criminals and the chief torturer who is credited with killing 35 Australians and 10 officers.
During the next few months the Caprice was involved with several mopping up operations in and around the island of Sumatra Indonesia (Dutch East Indies as it was then). Although Japan had surrendered back in August there were still pockets of resistance scattered all over the Indonesian islands.
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In true Naval style the crew still managed to stage a traditional crossing the line ceremony as Percy recorded:
16th December - Celebrated crossing the line. King Neptune and his court came aboard and did their stuff. Skipper went first and had a rough time of it, all taken in good fun.”
Crossing the Line 1945
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The Japanese Surrender on Caprice Percy’s log records: “17th Dec Arrived Kutaradja Island, Sumatra. 0915. Captain acting as SNO (Senior Naval Officer) conducting surrender of 4,000 Japanese. 20,000 Indonesians are fighting and massing ashore.”
NOTE: Although Percy referred to it as an island, Kutaradja is actually on the mainland of Sumatra (later its name was changed to Banda Aceh, which was struck by the tsunami of 2004, and 130,000 people died there). These pictures are believed to have to been taken during the preliminary surrender negotiations.
A Japanese Officer talks to Caprice’s CO - Lt. Cdr. McKendrick through an American Interpreter
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The rating leaning over the table is thought to be PO Eric Mortimore, who was assisting with the interpreting. The First Lt. is shown on the far right observing the proceedings
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Percy’s log continues:
18th Dec General and 41 of his officers and staff came aboard to surrender their swords and sign the peace treaty. All went off smoothly. It was a very impressive show seeing the Japs bowing and saluting the Ensign!
These pictures record the events of the day which must have given the crew immense satisfaction
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J. Chapman remembered: The Japanese Officer in command made one request: that as his sword was over 600 years old and had engraved upon it the names of all his ancestors who had owned it, it should go to the American interpreter, of Japanese origin, so that the sword could still be retained in a Japanese family. 18 Destroyer D01 – the story of HMS Caprice 1942 - 1979
From Percy’s log:
19th Dec Japs evacuating island. Indonesians closing up behind them. Japs fired all buildings and jetty before they left. We shot up harbour installation with pom-pom tracer. Left for Sebang 1600, arrived 1900. Left for Calcutta 2000.”
After some time in Calcutta Caprice returned to Singapore in early January 1946, where Percy remembered an amusing incident:
10th Jan Entered King George VI dock to take off supplies. Left Base at 1700 for Semarang. “Cavalier” sent away in disgrace from Batavia as the lads went ashore and found a spirit warehouse and got drunk. Started shooting at Royal Marines and British soldiers. C-in-C signalled “Disgrace to Royal Navy!” Cavalier sent to sea for 5 days at 3 knots as punishment! We were tied alongside her at the Naval Base.
For the next few weeks Caprice was deployed around Batavia (now Jakarta) on the island of Java, often assisting the Dutch Navy vessels that were repatriating allied POWs and civilians.
On 17th Feb. she arrived back in Singapore and stored ship prior to departing back to the UK on the 19th.
The passage back began via Penang and Trincomalee with some time spent in Cochin and Bombay in March.
Percy recorded:
4th April Flew paying-off pennant at 0800. Proceeded to oiling jetty 1330.
5th Left Trinco for Aden 1000 on the first lap of our journey home.
In company with other ships of the flotilla, Caprice steamed back home via Aden, the Suez Canal, Malta and Gibraltar. She arrived back home in Portsmouth on 2nd May 1946.
Percy’s final log entry reads:
2nd May Arrived Pompey 1030 and there ends my Eastern cruise!
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In Reserve 1946-1958 After paying off from her Far Eastern voyage, the Caprice (along with many of her former crew and many other destroyers) was “de-mobbed” from active service and placed in the reserve fleet anchored off shore at Portsmouth.
Later on the pennant number for destroyers were re-designated D so Caprice’s R01 became D01.
John Fleming remembers:
In 1951 I was drafted to HMS Bellerophon which was the reserve fleet at Portsmouth. Our job was to work on the ships that were anchored up the creek in reserve.
I worked on HMS Caprice between August 1951 and February 1952 and she was brought up to readiness. She was in good shape and I think had been at anchor there since the end of the war.
When I first boarded her it seemed as if the crew had simply left her after anchoring, at the end of the war, and she had not been touched since. Her ship’s log was still in the radio room next to the bridge, with the wartime entries.
As you can imagine, after laying up for so long, she was covered in rust. We chipped, repainted, greased where needed and brought her up to scratch.
HMS Caprice in Reserve 1951 - but still ready for service
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First Modernisation 1957-58 In 1957 after 12 years in reserve the Admiralty decided to refit and modernise the Caprice along with the other Ca class destroyers to serve as fast fleet escorts. During two years at Scotstoun with Yarrow & Co Ltd., her original builders, Caprice became first of the Ca class to be modernised.
HMS Caprice Profile - after first modernisation 1960
• The aft torpedo tubes were removed. • The 4.5” X gun was removed. • The after superstructure was extended and twin triple anti-submarine (“Squid”) mortars fitted in place of the gun. • The 2 pounder “Pom Pom” gun was replaced by a 40mm Twin Bofors gun. • The two twin 20mm Oerlikon guns mounted either side of aft superstructure were removed. • The twin 20mm Oerlikon Guns mounted either side of the bridge were replaced by single-barreled guns • The original short mast was replaced with a taller structure as fitted on other CA class vessels. • The open bridge was converted to a closed gas-tight “frigate” (or “Leopard”) type bridge. 21 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Far East Commission of 1959-60 On 17th February 1959 Caprice commissioned once again in Scotland for service in the Far East, under the command of Commander James Startin. Her peacetime complement was 15 officers and 200 ratings. There is a lot of information from this time in her 50-page commission book, and what follows is merely a summary with some highlights of the voyage.
Commissioning Ceremony in Scotland - 1959
The commission book contained various nostalgic advertisements as shown below
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On a cold, typically English day, Caprice sailed from Portsmouth on 7th April 1959, having overcome the Engine Room defects, which had delayed her for over three weeks.
A fast passage all the way to the Far East had been specially approved by the Admiralty - the first to be made by a Destroyer in post war years.
En route she called at Gibraltar and Malta (delayed with yet more Engine Room defects). Caprice reached the entrance of the Suez Canal on 1st May.
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The Commission Book records: While waiting to enter the Canal at the head of the South-bound convoy we were besieged by scores of “Bum” boats. After passing through the Canal it was not long before we entered the Red Sea where, due to the large number of sharks said to be there, we expected to have good sport. Unfortunately we got no bites - we had to go too fast for them. Some members of the ship’s company did have success, some of the catches weighing up to 20 pounds. It was the T.A.S. department however who really showed how it should be done. After locating a shoal of fish by sonar, a squid pattern was fired which, after a short period, produced a large number of stunned or dead fish on the surface. Many willing hands hauled the fish inboard, using buckets, baskets, hooks, nets and any other suitable object at hand!
A cartoon from the 1959-60 Commission Book
After a short stop in Aden the ship sailed for Colombo, then onto Singapore where on the 15th May 1959, she secured alongside and was given a heart-warming welcome, set off by the Royal Marine Band on the jetty who played enthusiastically.
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On the 21St May 1959, Caprice proceeded to sea for a work-up period with H.M.S. CRANE of the Third Frigate Squadron.
The work up area was in the vicinity of Pulau Tioman island where the crew spent enjoyable weekends lazing in the sun, swimming and eating fresh fruit.
Her next port of call was Labuan in North Borneo, where she immediately became an object of great interest to the natives who, perhaps, had not seen a warship for many years, if ever. Labuan saw a lot of the crew during her visit. Almost every sporting event imaginable took place during the stay and after celebrating the Queen’s Birthday with a parade, the ship took part in an athletic meeting against the residents. The meeting ended with a tug-of war which Caprice lost after some gallant pulls against a team which was growing larger in number with every pull!
After a maintenance period in Singapore she joined the Fleet off Cochin for Exercise JET, the annual exercise for Commonwealth Navies in the Far East.
From The Commission Book: During the second phase of the exercise we acquitted ourselves well and “sank” a number of the “enemy” by a typical Caprice tactic of dashing in at full speed and delivering our attack before the opposition could sort themselves out! On com- pletion of the second phase we managed a run ashore in Trincomalee, but sad to say, the once famous British Naval Base is rapidly becoming derelict and the jungle is again taking over.
After leaving Trincomalee with the rest of the Fleet for Phase III of JET, Caprice was suddenly despatched to Gan, in the Maldive Islands, to relieve her sister ship, HMS Cavalier - her first (peacetime) taste of stop- ping trouble by preventing any hostile landings by the Northern Maldivians who had declared their intention of taking Addu Atoll by force.
Go home feelthy British!” – reception at Gan by Cavaliers “natives”
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The Commission Book records:
We arrived at Gan, in Addu Atoll, on the 29th August 1959. The Captain soon completed his plans for detecting and intercepting any possible invading force and then it was a question of sitting and waiting in this laziest and booziest of lagoons. Fishing, barbecues and banyans were our main relaxations and we remember the “Island of CAPRICE” which the Captain had obtained from the local Chief for our exclusive use. The fishing was very good and it was not long before the fishermen in the ship began to haul weird and wonderful specimens from the deep, including sharks and sting rays although many proved too strong for the tackle used.
On Monday, 21st September, a few hours out of Addu Atoll, and South of the Equator, the Asdic team made contact with the Royal Herald who was welcomed aboard with due ceremony by the Captain.
Following the Crossing the Line ceremony and after a short self maintenance period in Singapore, Caprice steamed to Hong Kong for short visit of 2 days, then on the 13th October headed for Tokyo where she was well received. How things had changed since her last visit to these waters in 1945! The ship created quite a stir in the local papers and on television. The Captain was presented with a symbolic key to the city and he in turn presented a ship’s crest.
In November Caprice arrived back in Singapore for a long refit.
The Commission Book relates: The ship was set upon by the Dockyard while the crew moved out to live ashore in HMS Terror for the duration from 18th November until 11th February 1960, Caprice underwent extensive repairs - at one time, when the funnel was removed for renewal, she didn’t even look like a ship!
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Christmas 1959 in HMS Terror Canteen
Living in HMS Terror, the crew worked Tropical Routine, only working on the ship in the forenoons, and had plenty of time to take advantage of the sporting amenities there. Many took leave in the Cameron Highlands, the R.A.F. Rest Camp at Penang or in Hong Kong. A few took leave in Singapore but the majority went away, perhaps to evade the heat. Some took advantage of the opportunity to fly their wives out by indulgence passages. Christmas and New Year were spent in HMS Terror, perhaps not quite as enjoyable as at home, but the festive season was indeed festive.
Finally the ship was ready for sea and on 12th March 1960, held a ‘Families’ Day’. Over a hundred friends of the ship’s company came aboard for a day at sea, which proved to be a tremendous success. RAF Shackletons made an air drop of sweets for the younger members invited, much to their delight and surprise. The post-refit sea trials over, Caprice sailed for Hong Kong Guardship duties on the 24th March.
In May 1960 Caprice visited Manila combined with Operation Sealion, then returned to Singapore. Another spell in Hong Kong was followed by visits in June to Inchon, South Korea then onto Japan – Yokohama, Shimizu and Nagasaki.
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In July and August back to Singapore via Hong Kong for an Interim Docking followed by Exercise FOTEX then onto Australia calling at Fremantle, Adelaide, Albany and Geraldton.
After returning to Singapore the ship finally paid off on 29th September 1960.
During her first post war commission she had earned the description "32 knots Caprice", as Flag Officer, Second-in-Command, Far East Station, Vice Admiral V. C. Begg, C.B., D.S.O., D.S.C., said in his farewell address "You have a racing car and have driven it like one"
HMS Caprice Ship’s Company – 1959-60 Commission
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Far East Commission of 1960-62 Most of the new crew were flown out to Singapore to join Caprice, which recommissioned under the command of Commander A. G. Tait on 29 September 1960 with a ceremony in Singapore Naval Base.
October 1960 was spent doing shake down exercises, testing the gunnery, torpedo, and squid weapons, a RAS (Replenishment At Sea) with RFA Fort Langley, anchoring off Pulau Tiomen and in and out of Singapore. Caprice then sailed for Hong Kong on the 31st.
Loading an Anti-Submarine Squid Mortar Squid Firing
November 1960 On passage she exercised with HMS Bulwark and HMS Hartland Point. Berthed in Hong Kong on the 5th, then to sea for exercises with HMS Cassandra and HMAS Quickmatch.
December 1960 The ship steamed the measured mile and undertook various exercises. At sea on the 21st with night transfer exercise between HMS Cassandra and HMAS Quickmatch. After a stay in Hong Kong during 22-28th she sailed for Singapore on the 28th.
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On New Years Eve 1960, steaming from Hong Kong to Singapore Caprice received an SOS call at 0825 from the SS Galatea that was stranded on Pearson Reef in the South China Seas Sea. She arrived off the reef at 2103 and, although flares were dropped by a RAF Shackleton aircraft, SS Galatea grounded on Pearson Reef it was too rough to attempt an immediate rescue. However on New Years Day 1961 the ship’s whaler crewed by Lt. Mike Hare, L/Sea Leonard Cromwell and AB Brian Sessions picked up 11 survivors from the Galatea. The following day the remaining 7 crew were rescued, plus the Captain but he fell into the sea, where he unfortunately drowned, and was later buried at sea.
The Survivors were subsequently dropped-off in Labuan, N Borneo and Caprice eventually arrived at Singapore on 5th January.
Galatea Survivors being landed in Labuan
On 30 May 1961 the Queens Commendation for Bravery was announced in the London gazette for Lt. Mike Hare and L/Sea Leonard Cromwell. AB Brian Sessions was awarded the Royal Humane Society Bronze medal.
February 1961 - Caprice took part in JET61 (Joint Exercise and Training) in company with HMS Cavendish, HMS Cassandra, HMAS Quickmatch, HMS Belfast and HMSm Tactician, and with ships of the Indian Navy, in the Bay of Bengal.
Jackstay Transfer of Admiral to HMS Cavendish
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The Fleet dropped anchor in Tawau, North East Borneo, in the Celebes Sea for R & R (Rest & Relaxation) then moved on to Laha Datu, north of Tawau. After 3 days in Singapore sailed on 23rd February for exercise with HMS Belfast, HMAS Melbourne, HMAS Queensborough, HMNZS Royalist as part of JET61. RAS's were carried out with RFA Wave Sovereign. Jackstay Mail Transfer from HMS Belfast
March 1961 - On the 10th entered Trincomalee, moored to a buoy, with HMS Cassandra. Other vessels from JET61 arrived for Rest & Relaxation. Departed on 15th and carried out a PTA (Pilot-less Target Aircraft) exercise with HMS Belfast. Arrived in Rangoon for an official visit with a formal programme on the 20th. Sailed on the 24th for Singapore arriving on the 28th. Transferring a PTA to HMS Belfast
April 1961 On the 18th exercised bombardment, and with torpedoes (two were lost!). Arrived at Hong Kong on the 22nd and continued exercises based there.
May 1961 Departed Hong Kong on the 6th exercising on passage to Singapore with HMSm Teredo. Arriving at Singapore on 22nd May, Caprice started a refit routine with the crew accommodated ashore in HMS Terror.
June & July 1961 At Singapore Naval Base for dry-docking in King George VI Dock and heavy maintenance with some leave taken.
August 1961 On the 8th Caprice came out of dry dock and reverted to the normal notice for steam. The Ship’s Company returned from HMS Terror. On the 11th steam was raised up and main engines turned. Left the berth on 16th but BOTH engines failed and Not Under Control beacons hoisted! The Engine Room eventually recovered so she proceeded back to her berth. At sea on 23rd for full power trial and exercise atomic attack, part of ABC (Atomic, Biological, Chemical) defence. On 26th anchored off Pulo Aur, then returned to Singapore.
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September 1961 - Caprice departed for Hong Kong on the 14th for gunnery exercises and a towing exercise with HMS Cassandra, and a jackstay transfer. Berthed at Hong Kong on 18th. On the 21st slipped berth, but salt was detected in the Boiler feed water and both boilers had to be shutdown. A tug berthed Caprice at Mackies Wharf for flushing out the salt and refilling with distilled water from Hong Kong Power and Light Company. On the 22nd she returned to HMS Tamar from the wharf under her own power.
NOTE: On this, and many future occasions the Caprice (and other CA class vessels) were plagued with salt contamination of the boiler feed water. The causes of this and the attempted remedies are discussed in the section - Condenseritus and other Ailments
The ship was moved out of berth at Hong Kong on September 29th to a buoy to ride out a forecast typhoon - however it blew out after a few hours and she returned to berth.
HMS Caprice alongside at HMS Tamar – Hong Kong 1961
October 1961 Caprice left Hong Kong, and then anchored off Pulau Tioman Island, off the east coast of Malaya.
After a RAS on the 5th, commenced Captain D' s inspection from the 6th to the 10th, involving simulated ABC, damage control, power failures, and flooding exercises. On the 10th began Exercise FotEx in the Singapore exercise area with a RAS from RFA Wave Master for fuel and from RFA Fort Dunvegan for stores.
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HMS Carysfort coupled up for a Fuel RAS with HMS Caprice astern
Engineer Officer John Burgess awaiting start of Fuel RAS
A broken hose during a fuel RAS! - TAS Officer Tom Heppel is splattered ….is a white uniform sensible attire for a RAS? 34 Destroyer D01 – the story of HMS Caprice 1942 - 1979
After arriving back to Singapore on 23rd October 1961 Caprice departed for a detached goodwill tour of Australia and New Zealand.
She arrived in Fremantle on 29th October and departed on the 30th.
November 1961 Berthed in Melbourne on the 3rd and left on 10th after entertaining the locals!
On the 12th anchored in Jervis Bay, south of Sydney, then onto exercise Focus 61 with Australian Navy ships. On 15th entered Sydney Harbour, and moored to a buoy close to the harbour bridge for 5 hours (but no shore leave unfortunately!) Re- fuelled, took stores aboard then left for New Zealand.
HMS Caprice moored to a buoy close to Sydney Harbour Bridge - Australia
Arrived in Auckland on the 20th and anchored in Whangoroa Harbour, then on 21st moored alongside in Auckland. Left on 23rd and berthed in Tarandga (on the east side of the North Island) in the Bay of Plenty. Left on the 27th to take part in AUCEX61, back into Auckland on 28th then back to sea on 30th to continue exercising for a day.
December 1961 Back to Auckland on the 1st then to Port Fitzroy (an island east of Auckland) on the 2nd and continued AucEx 61, via Port Tryphena. Returned to Auckland on the 8th. Back at sea on to 11th, anchored in Wharangaparoa Bay, before returning to Auckland again on the 13th.
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HMS Caprice moored off Wairoa – New Zealand
Caprice finally left Auckland on the 20th and anchored off Wairoa (north of Napier in Hawkes Bay). On the 22nd she arrived at Wellington. Entered Queen Charlotte's Sound on 27th and on 28th anchored in Orehan Bay before steaming to Nelson on the South Island arriving on the 29th.
January 1962 - Left Nelson on the 2nd, visited Brisbane on the 6th departing on the 9th. Caprice arrived at Darwin on 15th and departed on 19th for passage back to base, berthing at Singapore on the 24th.
February 1962 In Singapore until the 14th when she sailed for Port Blair, Andaman Islands, exercising with HMS Caesar and on 19th left for Chittagong, East Pakistan, arriving on 23rd. Departed Chittagong on 26th on passage to Car Nicobar Island and then anchored off Batii Malv Island on the 28th.
March 1962 At the beginning of the month Caprice participated in JET 62 with HMS Caesar, HMS Centaur and ships of the Indian Navy until 10th before starting her passage back to Singapore on the 11th flying a paying-off pennant.
Arrived in Singapore on the 12th and de-ammunitioned ship into a lighter before berthing. The Ships Company moved into HMS Terror at the end of the Commission. On the 14th, the ship entered King George VI Dock in the Naval Base pending the start of her next Commission.
Off-loading 4.5” shells 36 Destroyer D01 – the story of HMS Caprice 1942 - 1979
HMS Caprice alongside in Singapore Flying her Paying-Off Pennant
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HMS Caprice Ship’s Company – 1960-62 Commission
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Far East Commission of 1962-63
The Commission Book records: We started in many different parts of U.K. Some of us met for the first time in Vernon, Collingwood, Whale Island, Dryad or Mercury, others did not meet until they arrived in Terror. However, most of us must have wondered, as we sat in train, aircraft and bus, what the next eighteen months held for us.
For the first three or four months it appeared that the ship was doomed never to leave the Singapore area. Six weeks in dockyard hands, one week’s trials, followed by two weeks of work-up.
Lewis Chelton recalls: The ship re-commissioned in Singapore Dockyard in April 1962, with Commander J. R. Alston in command. We worked up in the Singapore practice areas, during which the ship was involved in a collision with HMS Cassandra when doing a night CASEX. Cassandra’s bow came into our starboard side aft, by the squid mounting, just abaft the tubes - we still had the second mounting - ruining the LS TAS's bicycle stowed in the handling room!
That meant we were back in dockyard hands until repaired, and for quite a long time, we lived in HMS Terror.
Damage to HMS Cassandra’s Bows (her bows had been blown off previously in 1944) and damage to Caprice’s aft superstructure after being rammed by HMS Cassandra - 1962
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The Commission Book records: Back to dockyard again for six weeks to repair the damage sustained in our collision with the Cassandra. Things looked pretty rusty indeed. However, everyone did his best to show we were not really down. The result was a very successful exercise and we were able to romp through a token three day's work-up the following week.
On completion of our work-up we paid an informal visit to Pulau Bukum, where the Shell Company, who for some years had had a very good liaison with the 8th Destroyer Squadron, entertained us very well. The following Monday we sailed the two or three miles to Singapore Roads to join the Showboat fleet and prepare to show off the Navy to the local V.I.P.s. The very next day, engine failure put us out of the running, and we had to creep back to the Naval Base for repairs. The Black Gang was having a hard time indeed. However, with their usual tenacity the Engine Room staff managed to make good the damage in time for us to sail for Exercise Battery in company with Bulwark, Caesar Cassandra, Paramatta and Yarra.
During the exercise we had our first chance to operate with helicopters, both in the A/S and amphibious assault role. We also carried out a successful bombardment. We arrived back in the Naval Base on the 19th August for 2 weeks maintenance before the Australian cruise.
On the 28th August Caprice sailed for Australia in company with HMS Tiger, HMS Cassandra and RFA Wave Master, crossing the Line on the night of 29th/30th August.
The Commission Book relates: Passage exercises with the accompanying ships continued and by 1700 on the 31st August when Caprice detached to go to Darwin to collect mails, we were fully ready to meet the Australian Fleet and show them how to hunt submarines! Darwin was to have been our first port of call in Australia, however, we were met at the bar by a launch with our mail and set course straight away to rejoin the force to the North. One day spent cleaning ship in Vari Vari anchorage following the passage of the Torres Strait and we were off again into the Coral Sea to join the Australian Fleet.
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Lewis Chelton recalls: Towards the end of 1962 the Borneo Confrontation started and some of the ROs were whisked off to HMS Bulwark.
We were due to have our torpedo tubes taken out, but this was countermanded as the Indonesians had an ex Russian Sverdlov class cruiser and, in the absence of a strike carrier, our tubes and the rest of the squadrons were the first line of attack to take it out, should the need arise!
We joined forces with the Australians at 2230 on Sunday, 9th September, and commenced Exercise Tucker Box at midnight. Though at times it appeared a bit slow and boring, Exercise Tucker Box was a most realistic exercise where, in particular, the value of good co-operation between ships, maritime patrol aircraft and the shore headquarters was fully emphasised.
Caprice did not, in fact, get very much action in the A/S role during the first part of the exercise, but there was any amount of changing of station, replenishment at sea, helicopter transfers and plane- guard duties to be done, and we did not really get time to be bored. One day's gunnery, including AA, surface and NGS firing was useful, and then we returned to the A/S role for the final two days of the A & B guns firing a 4.5” salvo exercise.
The Commission Book records: At 1300 on Monday, 17th September, the combined fleets entered Sydney harbour, unfortunately in typical Clyde weather, and after a somewhat tedious two hours at anchor waiting for our berth; we arrived alongside at Circular Quay at 1630.
Mike Enright recollects: I can vouch for the “Clyde weather” in Sydney. I took a week’s leave there and flew to Melbourne to stay with relatives – it was so cold my teeth chattered!
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The Commission Book records: Ten days maintenance in Sydney was just what the doctor ordered, though how we ever got any maintenance done is a mystery. The Australians gave us a wonderful time. However, all good things come to an end, and on Friday 28th September we sailed with HMS Tiger, HMS Cassandra, HMAS Vampire and HMS Loch Killisport for a forenoon's exercises followed by, surely, the slowest passage ever made to Brisbane; the average speed was about 8½ knots. Brisbane, capital of Queensland, was very hospitable to us and most people thoroughly enjoyed themselves. Our arrival was met with an outcry in press and radio about our “hitchhikers”, who rejoined the ship in Brisbane, having left it in Sydney!
Mike Enright recalls: We broke down during the river passage up to Brisbane. There were so many jelly fish in the water you felt you could almost walk across them! The Engine Room Condenser intakes got blocked with them and a shallow water diver had to go down to sort things out.
HMS Caprice mooring alongside in inclement weather (thought to be in Australia)
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The Commission Book records: Cairns, a rather quiet little holiday resort, was the next call - here we had surely the most peculiar game of Rugby ever played - 20 minutes each way - first half League and second half Union!! We left Cairns on 12th October 1962 and joined HMS Cassandra and HMSm Ambush at the other end of the Torres Straits. The passage back to Singapore included some useful exercises with Cassandra and Ambush and maritime aircraft from Northern Australia. After the receipt of a signal "Recreational rig may be worn on the upper deck" as we drew up alongside for a transfer a "cricket team" appeared on the submarine’s deck and started to play!
The ship spent the next two months at Singapore. The crew were able to indulge in a large amount of sport and many took station leave to various parts of Malaya, and a few were able to get to Hong Kong. When the Brunei revolt started in December 1962, although Caprice was completely immobile, some of the crew were sent over to Brunei to assist with the military action in various ways.
The Commission Book notes: The Navigating officer and Midshipman North thoroughly enjoyed themselves doing river patrols in fast open boats and often commanding small units of Ghurkhas and Marines. Communications ratings Muir, Smith, Brown and Kidd found an interesting niche in the H.Q. at Labuan, while Stapeley and Davidson, when searching a jungle-covered island, barely escaped snake bites by some hard running!
On January 18th, 1963, Caprice left Singapore and sailed up the Malacca Straits en route to the Maldives
From the Commission Book: After considerable speculation as to whether the Navigating Officer would miss Gan and end up "out of gas" somewhere in the Indian Ocean, we did arrive, fuelled and then set off for Malé. We arrived in Male on the 24th January, and took over the duties of Malé Guard Ship from HMS Owen.
Mike Enright recalls: At Malé the natives were getting restless and the Governor, who lived on his own island had to be protected. For a while we were anchored, then we were attacked by a war canoe! We were all sent below decks, while the locals spent a happy half hour throwing spears at us. Eventually the skipper got fed up and trained A gun (unloaded) at them and they went away.
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The Commission Book records: HMS Whitby arrived on 30th January 1963 to relieve us and at 1100 we said goodbye to that delightful coral atoll, and set course for Gan to refuel. In the now well-known Caprice style of doing things (If you can't give us a submarine, give us an aircraft) we bullied RAF Gan into giving us a Shackleton to play with during the afternoon, and then found another waiting for us as we approached Aden on the 5th February.
Two evenings in Aden provided excellent shopping and we were lucky in that we arrived at about the coolest part of the year. Leaving Aden on the 7th February, we proceeded to the Red Sea and a meeting with HMS Cavendish at 20 knots. Continuing to Suez at 15 knots, we arrived at our anchorage at 2200 on the 10th. After waiting at Suez nearly 36 hours for the pilot, we finally made our passage of the canal, fuelled at sea off Port Said and arrived in Malta on the 14th February
The Commission Book relates: Having spent a week at Grand Harbour we went to sea for two days to make sure we were ready in all respects for an invasion of the ship by some 30 budding Gunnery Officers. What a fate! The Long Course (G) firings started on Monday 25th and the first week was a terrific success. There is little doubt that we had now reached a peak of efficiency. All concerned worked very hard to ensure the success of this noisy fortnight, and the result was that the first group of Long Course officers left the ship feeling that we were the most efficient ship they had ever seen!
Then followed most of a week in Sliema. On Friday 15th March we sailed to Naples for a five day visit before commencing a maintenance period. It was the first time any of us had set foot in Europe in over a year.
Three weeks maintenance in Malta commenced on Monday 25th March, and most of us managed to relax a bit for three weeks. Quite a number of Caprice wives came out, and the good old cry - "But I'm R.A., Chief" was heard again.
Then news was received that we were to be sent to the West Indies Station.
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HMS Caprice departing Malta 17 April 1963
Lewis Chelton (Lt. Supply Officer) recalls: Over the Easter weekend, we were detached to the West Indies to reinforce the West Indies squadron of two frigates.
This was part of the deal struck with the Russians and Cubans after the Cuban Missile crisis in 1962 when we undertook to suppress more rigorously the so-called ‘mosquito’ attacks that had been launched against Cuba by dissidents from the Bahamas Keys. The Bahamas were still ours, so the Brits got the job.
After stopping at Gibraltar and the Azores to refuel, we crossed the Atlantic into the teeth of an Atlantic gale all the way across, during which we got no sun or star sights. We did, however, raise Bermuda safely, in almost a state of loll, and came alongside in Ireland Island.
45 Destroyer D01 – the story of HMS Caprice 1942 - 1979
From the Commission Book:
Arriving in Bermuda on 7th May after steaming 2,986 nautical miles from Gibraltar at an average speed of 20.3 knots (well done the Black Gang!) we hoped for a short rest and a look around that Atlantic paradise. Once again, however, we were disappointed, and 9th May found Caprice off to Haiti, one of many West Indian trouble spots. Another 1,000 miles at over economical speed.
Having taken over Haiti Guard Ship duties from a somewhat exuberant HMS Cavalier we were left to amuse ourselves for what must surely be the most boring thirteen days of the commission. We were all heartily glad to turn our backs on the Gonave Channel when the crisis blew over on 25th May.
We arrived in Kingston, Jamaica the same evening and proceeded to make the best of the town for four days. Kingston did not have very much to offer, however, and it was very nice to know that we were going to be allowed a few days in Barbados before going off to another trouble spot, British Guiana. Three days passage preceded a very pleasant four days in Barbados before proceeding to Georgetown, British Guiana.
There is no doubt that Caprice's presence in British Guiana went a long way to deterring open violence and easing the tasks of the Police and the Army. The staff of the Bridge Wireless Office worked extremely hard to provide a very efficient service to the Governor and the Army - well done the Communicators. Our radio and electrical experts were also of great value ashore and proved themselves capable of tackling all kinds of repair work. The I.S. Platoon (though invariably quoted in the Press as Marines or Soldiers!) did sterling work, as did the Power Station sentries.
Lewis Chelton recalls: We left for British Guiana, a British colony, but then in the throes of strikes and rioters (Indians v. Blacks). Our task was to run the Power Station in Georgetown if things got bad, which fortunately, did not occur. The Captain, not to be outdone by the Coldstream Guards, who were there to keep order, insisted on us providing a Naval Landing party. The platoon RO, with his unwieldy radio aerial sticking up several feet above the back of the three ton lorry they went about in, succeeded in fusing all the lights in a large part of the town when his aerial hit an overhead wire!
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Mike Enright (POREL) recalls: Serious rioting in Georgetown began on 12 June 1962 and Caprice was sent there. We went alongside a wooden jetty in Georgetown (with difficulty because of the current in the River Demerara) and stayed for a month or so. All the junior rates were employed ashore guarding the Radio Station, Power Station, Governor’s Residence, Airfield etc, and stayed there all day with loaded rifles while the rioters threw stones and jeers at them.
However, at sunset the rioters went home, the lads came back aboard, had supper, changed into civvies and went ashore to drink in the bars with the rioters. They became such good friends that they would even arrange what time they would meet in the morning. Needless to say, some of the lads formed ‘attachments’ with various ladies ashore and the whole episode, after the initial settling down period, proved quite pleasant.
The day we left, the local police band paraded on the jetty. It was hot. The Governor was there, plumed in ostrich feathers. The band played ‘Auld Lang Syne’.
As we moved in Procedure Alpha into the stream there was a double splash as two ratings dived over the side and swam under the jetty (wanting to stay with their newfound girlfriends). We struggled back to the jetty, a patrol was sent to retrieve the culprits and the band played on ‘Will ye no come back again’. The patrol had to get in the water to catch the pair and bring them back on board. They were locked in the after POs mess (I think) and we left the jetty again - more salutes from the Governor and more puffing and blowing from the police band. As we drew away again from the jetty…splash, splash! The two had been locked in the only mess with an escape hatch. Repeat of the last activity – now with a purple skipper, an utterly confused Governor and a police band sweating profusely in their ceremonial uniforms trying to play ‘Auld Land Syne’ for the eighteenth time. We all saw the funny side later!
The Commission Book comments: Reflections on leaving Georgetown "Hands fall in for leaving Harbour" SPERLASH ! !
Caprice eventually handed over to HMS Ursa and proceeded back to Bermuda for three weeks maintenance, stopping briefly for fuel in Barbados she arrived in Bermuda on 11th July.
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The Commission Book: The engines were rung off and both boilers allowed to go cold for the first time in over three weeks, as we had had to keep one boiler flashed up for the last seventeen days in British Guiana.
Bermuda and a cold ship were very welcome to everybody, as we had not had more than four days alongside since leaving Malta. The main attraction in Bermuda was undoubtedly Warwick Camp. There must be very few of the Ship's Company who did not visit or stay there at some stage of our maintenance period, and all who used it will, I am sure, agree that we owe a large debt of gratitude to the Bermuda Regiment for lending us their camp.
Lewis Chelton recalls: In Bermuda we entered a retired old bus for the annual Non-Mariner's race off Hamilton, which was hilarious.
The Commission Book mentions “The Bus” Then of course, there was “The Bus”. Whereas Warwick Camp gave us the chance to get to know and admire Bermuda – “The Bus” gave Bermuda a chance to get to know and admire Caprice! We certainly made our mark there. Well done The Bus Crew, Chippy Spragg and L/Sea Dyer in particular.
The Caprice Bus under way at Hamilton Bermuda - 1963
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The Caprice Bus proceeding at full ahead – 1963
The Commission Book records:
The last task of our commission started on 5th August 1963 when we sailed for Cay Sal and Key West. We were to have spent the last long week-end in Fort Lauderdale, but true to the Caprice tradition, plans were changed at the last moment and a second very short week-end was spent in Key West.
The Cay Sal Patrol will be very fresh in most people's memories, so brief mention and praise for the landing parties, who got bitten almost to death by mosquitoes, will suffice.
I quote the signal sent by S.N.O.W.I. to Caprice on leaving Key West: "Well done. Please pass on to your ship’s company my appreciation of their fine efforts during the recent patrol. A worthwhile task was well carried out. Your successors will have their work cut out to better your bag."
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Lewis Chelton recalls: We were sent to patrol the Bahamas Quays to pick up Cuban raiders. As they were using very shallow draught boats with two large outboards (they could do 40 knots plus) our chances were not high.
However, we did pick up one, which had broken down. This turned out not to be such a good thing as we had been promised a visit to Fort Lauderdale, a well know fleshpot, and we lost this as we had to take the raider into Key Largo near Key West, which was nothing like as good.
A footnote from Lewis Chelton:
In August 1963 a ships crest was painted onto a dockside building in Bermuda
In 1977 I was serving on HMS Fearless, when we visited Bermuda and took this photograph.
The crest was still there albeit a bit tattered!
In September 1963 Caprice went back to Bermuda then on the 2nd commenced her passage back to the UK calling at Ponta del Gada, in the Azores.
She arrived in Portsmouth on the 16th September 1963 – back in the UK for the first time in over 3 years since April 1959. The ship sailed to Rosyth the next day, th where she was decommissioned on the 27 to undergo a long refit for modernisation.
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Second Modernisation 1963-66
After the 1962-63 Commission Caprice underwent an extended refit and a second modernisation at Rosyth Dockyard.
• The forward torpedo tubes were removed • The after superstructure extended upwards to house the Sea-Cat missile system.
The ship was then mothballed in reserve for a period at Rosyth.
HMS Caprice Profile - after second modernisation 1960
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Middle East Commission of 1966-67 In March 1966 Caprice was recalled to active service with the fleet because HMS Blackpool was to be loaned to the New Zealand Navy. The Blackpool’s crew was none too chuffed to learn that they were being transferred to the Caprice with all the “luxurious” accommodation of a WW2 destroyer from a modern Type 12 Frigate!
A Steaming Party was dispatched to Rosyth to take her out of mothballs and carry out sea trials, after which she steamed down to Chatham to take on the Blackpool’s crew then on to Portland for a shakedown.
She commissioned in Portsmouth on 25th August 1966 under the command of Capt. C.J. Nicholl and sailed for the Middle East. Caprice operated in the Indian Ocean around Mombasa, Kenya.
At this time whole ship’s companies were not always changed in one go but either phased in over a period or “trickle drafted” over the whole of a commission. Thus the first phase of personnel (mainly technical staff) destined for the refit of HMS Caprice (scheduled for mid 1967) were flown out to Mombasa in November 1966 and relieved some of the Blackpool’s old crew.
Gordon Duffy (REA1) recalls: The programme was to spend a couple of nights in a hotel and then join the ship on return from a Beira Patrol. Beira is a port in Mozambique connected by rail to Rhodesia (now Zimbabwe) and the objective was to cut off a trade route to Rhodesia during sanctions against this country.
Caprice was not in a healthy state condenser wise and turned up about a fortnight later! Meanwhile we all had a good time with funds loaned by the British Consulate, no credit cards in those days. Once the ship turned up there was a very rapid handover, “just sign here for the permanent loan list and I am off”. The ship sailed fairly promptly and set off for another Beira patrol. Very tedious, pottering around off the mouth of the Zambezi or thereabouts.
The ship continued to suffer from condenseritus and drinking water was at a premium (boilers came first) and was slightly salty. At one time the ship chased a thunderstorm, an awning with strategic hole was rigged on the iron deck, dinghy placed under the hole, submersible pump in dinghy, hose to the tanks and hey presto - fresh water.
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The navigational radar proved unequal to the temperatures being experienced, the 978 Office was port side over the boiler room, alongside the galley and funnel and opposite the seaboat davits. It was possible to persuade the radar to work if the IF strip was put in the fridge in the chief’s mess for an hour; reinstatement in the radar would give about two hours use!
Christmas 1966 was spent anchored off Beira, Boxing Day was spent having horse racing on the fo’csle, the money raised going to the ships charity or possibly the welfare fund. By this time it was apparent that the ship was grossly unreliable and the recall to UK was announced, the ship calling at Mombasa, Aden and Gibraltar.
Several weeks were spent in Mombasa early in 1967. Not a pleasant experience for the ships company, anchored off, no power because the boilers were shut down while another attempt was made to patch the leaks in the condensers. Emergency lighting and an electric pump for the fire main was run from a small diesel generator mounted on a pontoon moored alongside and stokers had to watchkeep on this. The stokers erected a small mast from which was flown a pair of female panties to be ceremoniously “dipped” to passing ships and visiting officers!
No ventilation, no galley. HMS Zulu was brought alongside to provide meals, but was not able to provide much in the way of electric power because she was an ac current ship and Caprice was dc.
HMS Caprice about to RAS in the Indian Ocean – 1967
Caprice eventually commenced the voyage back home calling at Aden for self- maintenance en-route. Aden was on a war footing at that time.
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Extract from a Portsmouth Newspaper:
…a tragic accident occurred in Aden while a party from the ship was spending five days with the 1st battalion, Irish Guards. A Wombat anti-tank missile exploded during a gunnery demonstration, killing four guardsmen and wounding nine spectators, including Caprice’s Sub-Lieutenant John Brigstock, Petty Officer Robert Calver and Petty Officer Cook Norman Richardson. Petty Officer Richardson was taken back on board but the other crewmen are still in hospital in the UK.
Caprice experienced bad weather for the whole trip home from Suez to Spithead, and particularly from Gibraltar through the Bay of Biscay. The ship brought home a few soldiers from the RHA plus their regimental cannons from Aden.
HMS Caprice Feb 1967 in Suez Bay (taken by Mike Yeats – Merchant Navy)
After a very rough voyage, the ship arrived back in the UK in March 1967.
Extract from a Portsmouth Newspaper:
…destroyer HMS Caprice (Capt. C.J. Nicholl RN) arrived in Portsmouth harbour yesterday after seven months on the Middle East Station. The ship was lashed and damaged by force nine winds and generally had an uncomfortable trip home meeting gales in Spithead as well. Two life rafts were washed over board, a dinghy was damaged, a lifeboat had its side stove in and stanchions were ripped from the deck. With waves washing over the ship the deck was banned to the crew. She had to call in at Gibraltar to have the stanchions replaced.
…Caprice also did some haulage work for the Army bringing home from Aden five ancient cannons, belonging to the Royal Horse Artillery.
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Commission of 1967-68 On 1st April 1967 the new ships company joined the ship at Portsmouth.
The new skipper, Commander Tim Bevan joined on the 3rd and the General Service Commission commenced on 6th April, although there was no immediate commissioning ceremony.
HMS Caprice in 1967
Caprice remained in the dockyard throughout the rest of April, May and June with the crew accommodated in HMS Victory.
On July 13 the ship refuelled, basin trials were carried out on the 24th and on the 26th was ammunitioned.
After a commissioning ceremony on 25th August the ship commenced her workup on the 31st August in the exercise area off Portland.
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CY Graham (Slinger) Woods remembers the Portland work up: The very first day we arrived in the Portland Areas we went alongside HMS Aurora to transfer the Commander - Sea Training (CST) across from her. This was our very first Jackstay Transfer.
The signal was given to hoist him off the deck of Aurora, as he was swung out one of the lines parted and CST went down to water level and hit the side of Aurora. There was no way of getting him back up and he kept dipping under the water (we were doing 12 knots).
Then someone on Aurora cut one of the lines to free him, as there was nothing either ship could do except to hold course and speed. Both ships released 25 man life rafts simultaneously as the CST was swept clear of the sterns. Fortunately for him, HMS Keppel was crossing just astern of our group and was drawn to the signals being given by others regarding “Man Overboard”.
Once clear, both ships broke away and we did a 180-degree turn. By now Keppel had lowered her sea boat and was approaching the CST. When the boat got nearer, the Commander was reputed to have shouted to the boats coxswain to “ship his fenders”!
Extracted from the Ships log book: On 14th, 15th, and 16th September berthed in Portland with a force 9 gale blowing
On 17th September with a Force 10 gale blowing 0500 - Berthing cables started to part, tug requested to stand by. 0630 - Head rope parted. 0635 - Stern breast rope parted. 0710 - Bows blown off jetty, port anchor let go, tug called up, all hands employed laying 'hurricane' hawsers, a tug pushed the ship back in. 0825 - Secured back on jetty 1000 - Wind had abated to Force 7 and the tug departed.
POEL Syd Pawley recalls: I remember the force 10 gale well. I was duty “Greenie” and the Officer of the day told me to take an axe to the shore cable which was the only thing holding us, fortunately it parted before it was necessary for me to reply!
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HMS Caprice off Portland - 1967
PO Brian (Harry) Hobbs recalls another memorable incident: Flag Officer (Sea Training) was left hanging on to the side of the ship's boat when we were supposedly lowering it as part of another exercise. The ropes got entangled with the falls and the boat was hanging perilously over the ship’s side at about 45 degrees - he was dragged very unceremoniously back onboard.
We failed the Jackstay Transfer as well as this exercise, but both FOST and CST made sure they did not take part in the re-scrubs!
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The work-up at Portland took place in almost constant foul weather conditions. On one such day a Chinese dobeyman was misguidedly crossing the “iron deck” above the Engine Room when it had been put out of bounds - he was washed overboard. He was eventually pulled out of the water but despite desperate attempts by the Leading Sick Berth attendant to revive him, Lou Moon Chuk later died.
Matelots with Guns! This picture shows a work up exercise involving an armed party from the Caprice preparing to “restore order” ashore”.
As the Duke of Wellington once said: I don't know what effect these men will have upon the enemy, but, by God, they frighten me!
On November 7th and 8th Caprice underwent Flag Officer Sea Training’s final inspection. On completion of Caprice’s work up FOST (Flag Officer - Sea Training) addressed the ship’s company: “Caprice is not the best ship that passed through Portland…” He then went on to recount all of the crew’s misdemeanors - which were numerous! He concluded by saying that he thought the spirit and determination of the young crew would in time see her a first class ship and wished them good luck as they joined the Fleet. Later that evening Cdr. Tim Bevan's words were "We're off like a bat out of hell and heading for Pompey!”
The ship sailed later that evening with great celebrations (not least from FOST). All in all the ships company were very happy to be leaving Portland. Caprice docked in Chatham on the 9th Nov. and assumed Chatham Harbour routine for the rest of November and December.
Gordon Duffy recalls: It was perishing cold in Chatham during the refit, living on board whilst in dry dock, shore side heads, donkey boilers et al.
The ship’s programme for 1968 was to include steaming to the Far East via South Africa and visiting Singapore, Hong Kong, Japan, Australia, New Zealand, across the Pacific to USA then back home via Panama and the West Indies. Many of the crew were only just out of training. The junior seaman and stokers could hardly believe their luck – if they had “joined the Navy to see the world” they could hardly do better than this!
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The World Cruise - 1968 January 1968 The ship’s company returned from Christmas leave and the ship returned to Portsmouth. On Monday the 22nd Caprice departed Portsmouth, did some final sea trials on the 23rd off Portland then sailed for Gibraltar arriving on the 25th. She left Gibraltar on the 31st and headed down into the South Atlantic.
February 1968 On Monday the 5th the equator was crossed – accompanied by the traditional King Neptune ceremony.
Skipper Tim Bevan views the proceedings Later on he appears a little wet!
On the 6th Caprice arrived at Freetown, Sierra Leone at 0600 to take on fuel in the morning and departed at 1800.
ERA Graham Latter recalls: Freetown was a depressing place – full of squalor, poverty and crumbling buildings from the Colonial era. We just had time for an hour or so ashore for a quick beer.
Steaming South the ship did a RAS with RFA Wave Ruler on the 11th. RAS operations for fuel and provisions were to be a frequent event during the world cruise.
The picture shows LME Tony Vanson on the iron deck, suitably dressed for the occasion!
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Caprice arrived at Simonstown Naval Base, South Africa on the 15th
Graham Latter recalls: Coming face to face with apartheid for the first time was a salutary experience. I remember getting the train into Cape Town with the platforms and carriages strictly segregated into Blankes & Net Blankes (white & non-white) sections. One of our stokers (with a bit of a tan) was challenged to prove his white status ashore on one occasion!
On the 22nd Caprice sailed from Simonstown to commence her Beira Patrol in Mozambique Channel. This was a blockade of oil shipments to Rhodesia (now Zimbabwe) after it had declared independence. From 1966 with RN ships checked oil tankers going to Beira (the terminus of a pipeline running inland to Rhodesia).
March 1968 Most of the month was spent on the monotonous Beira Patrol. Not much light entertainment except deck sports and divisions!
Eagerly awaited were the mail drops from a RAF Shackleton – usually the canisters were safely retrieved out of the oggin, but occasionally they just sank!
Tug of War - Beira Patrol 1968
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The Author in his No 6 Uniform for Divisions on Beira Patrol. The only time he was out of his overalls for the entire cruise!
HMS Caprice Officers - 1968
On the 30th Caprice was finally relieved by HMS Eskimo, which showed up 2 days late! As the Eskimo approached some wag played over the ships PA system a contemporary hit song “the Mighty Quinn” which included the line “….when Quinn the Eskimo gets here everybody's gonna jump for joy”
The ship then steamed East to Gan, arriving in the morning of the 31st to take on fuel. Swimming parties were allowed ashore before she departed later that day
April 1968 Caprice arrived at Singapore Naval Base for a self-maintenance period that lasted the whole month.
May 1968 The ship carried out sea trials from 1st to the 3rd then steamed to Subic Bay for an exercise with a UK, USA & Australian task force. Acted as plane guard for carrier force. On the 4th the Captain – Commander Tim Bevan was invalided off with a broken collarbone and the command taken over by the 1st Lt. Lt. Cdr. Mark Ruddle.
On completion of the exercise on the 12th the ship steamed to Hong Kong to relieve HMS Defender as guard ship. She left Hong Kong on the 27th bound for Japan. June 1968
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Caprice began her Japanese visit arriving in Kobe on the 1st. The Ship was open to visitors who were given information leaflets about the Caprice. Unfortunately included in the text was this passage:
In 1945 Caprice………….. served in the 'mopping up' operations against the Japanese, and had the distinction of receiving the surrender of some 5,000 Japanese at Uleelhoe.
Hardly very tactful in a Japanese port! However, the locals if they had noticed were far too polite to mention it and the ship was given a very warm welcome in Japan.
On the 6th Caprice departed Kobe for a passage through the Inland Sea then anchored off Miyazu in company with RFA Stromness from the 10th to 14th. Shore leave was granted to view what was billed as one of the most beautiful places in Japan.
HMS Caprice anchored off Miyazu, Japan - 1968
PO Brian Hobbs & PO Jim Hawkins ashore at Miyazu
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Geishas come aboard Caprice – Miyazu – 1968 Back at sea on the 17th in company with HMS Intrepid the ship passed HMAS Hobart after it was badly damaged off Vietnam by US “friendly fire”
HMS Caprice in Dry Dock – Singapore 1968
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After arriving at Singapore on the 21st for a maintenance period the ship’s company moved into HMS Terror for two weeks. Some leave was granted and some of the ships company stayed at Fraser Hill, a Rest and Relaxation camp inland. It was thoroughly enjoyed by them, pictured having just crawled out of the jungle covered in leeches!
Fraser Hill – Malaysia 1968 July 1968 The ship’s company returned to the ship on 5th and she left Singapore on the 8th, arriving back in Hong Kong on the 12th to take up one months guard ship duties and hurricane patrol. During this period the new Captain arrived - Commander Chatterton Dixon.
HMS Caprice - Floodlit at Hong Kong 64 Destroyer D01 – the story of HMS Caprice 1942 - 1979
August 1968 After departing Hong Kong on the 7th the ship had an all-day sea inspection on the 12th before arriving back in Singapore for an all day harbour inspection on 13th.
From the 17th to the 30th the ships company moved in to HMS Terror again and some leave was granted. Silk Painting from Hong Kong
September 1968 Caprice departed Singapore, for what was to be her last time, on the 3rd carrying out a RAS on the 12th during passage through The Great Barrier Reef.
Malcolm Farrow recalls: I recall being OOW in the Barrier Reef at night, during a tricky time when the CO had the con and noticing a tiny boat dead ahead which nobody else had seen and screaming hard a’ starboard to the Captain’s consternation – we did not hit it I’m glad to say.
On the 13th the ship arrived in Sydney, Australia staying alongside at the Royal Australian Naval base on Garden Island until the 23rd. She departed Sydney on the 30th for Exercise Coral Sands with Far East fleets off the Solomon Islands.
HMS Caprice passing Sydney Harbour Bridge - 1968 October 1968 A RAS was carried out on the 1st for provisions. On the 10th with Exercise Coral Sands completed the ship steamed to New Zealand. During the passage one engine developed severe condenseritus but the ship proceeded on one engine and “trailed” the other propeller shaft. Caprice arrived at Auckland on the 16th for a self- maintenance period alongside HMS Triumph and the Engine Room staff carried out repairs to the leaky condenser. 65 Destroyer D01 – the story of HMS Caprice 1942 - 1979
The ship left Auckland on the 24th and arrived at Tonga (late due to engine problems) on the 27th. After being entertained ashore by islanders the ship departed on the 28th.
HMS Caprice alongside at Tonga - 1968
On Monday 29th Caprice crossed the International Dateline so that Monday became Tuesday 29th (unfortunately there was no double tot!). When she arrived off Apia (on one of the Samoan Islands) the skipper refused to go through the breakwater due to rough seas and an exposed coral reef. The ship’s boat was sent ashore to pick up mail and provisions before the ship departed. On the 31st a RAS was carried out on the 1st for fresh provisions.
November 1968 On the 1st Caprice arrived off Fanning Island (an atoll in the Pacific). Swimming was permitted for just two hours before the ship departed. A RAS was carried out on the 3rd for fresh vegetables and again on the 5th for further provisions.
On the 5th the ship arrived at Pearl Harbour, Honolulu, Hawaii for a short visit, departing on the 8th.
Steaming East across the Pacific in company with HMS Puma a RAS was carried out on the 10th for fuel with a US Navy tanker.
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During the passage to mainland USA Caprice nearly capsized in a violent storm.
ERA Graham Latter recalls: I was off watch in the Tiffies mess. We were all sitting on the deck, as it was the only safe place in that sort of weather. We were all expecting after the first roll to starboard it would roll back to port but to our horror came a further roll to starboard. We all just looked at each other and thought we were going right over.
CY Graham (Slinger) Woods remembers: The starboard lifeboat broke one of its lashings and was holed, we also lost a life raft and we didn't know it until a major sea search was about to be launched as its radio beacon had started HMS Caprice weathers a transmitting. violent Pacific Storm - 1968
PO Harry Hobbs relates his memories: We took a very heavy roll to starboard just as I had completed a hairy passage fwd. to aft. over the flying bridge (the iron deck, as usual was out of bounds), behind me was "Scribbles" also heading for the after PO's mess…. it being very close to tot time.
No way could I reach the hatch down from the Squid deck to the after accommodation area and luckily managed to grab hold of the port side wire line which I held on to furiously and looked over the side to actually view our port-side bottom—instead of the usual roll back to port again the ship then took a second roll to starboard.
I really thought we were going to turn over - luckily the old girl righted herself and I made a rush for the hatch, which was already being opened from down below by some more than very inquisitive ratings. Meanwhile a very drenched and sodden wet PO Writer crept up behind me with teeth chattering gasping for a fag and in obvious need of some sustenance - rum was up a little later that day, therefore when we got down to the mess both Scribbles and I had a tot out of the bottle, which I always had at hand for emergencies. 67 Destroyer D01 – the story of HMS Caprice 1942 - 1979
MEO Peter Fowler reported that the Supply Officer would not leave the bridge because he was convinced that the ship was going to sink - interestingly if it had rolled over he would have been down the deepest!
The battered destroyer steamed under the Golden Gate Bridge, past Alcatraz and docked alongside in San Francisco, USA on the 13th for a five day visit, departing on the18th (minus a few crew members!)
On the 22nd Caprice arrived in Manzanillo, Mexico for fueling and should have sailed at 1430 the same day but 2 stokers went adrift. PO Brian Hobbs and his shore patrol eventually find them “pissed under a table in some cantina!”
MEO Peter Fowler recalls: In Manzanillo I had to collect one of the Stokers from the local Police Station. The Police informed me that the Stoker could be released for 100 Pesos! I went back to the ship to get the Supply Officer to provide said amount (to be deducted from his pay) and returned to collect the Stoker and an official receipt. The Stoker was very happy to return onboard as soon as possible for a shower as he had been in a communal cell with a number of Mexican down and outs!
A day late, the ship eventually left Manzanillo on the 23rd to transit the Panama Canal on the 28th with HMS Puma over to the Atlantic Ocean. The picture below shows the ship about to enter one of the canals locks.
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Caprice arrived at San Andreas island (a Columbian Protectorate in the Caribbean) on the 29th.
On the 30th there was an all- day carnival on the island. The ship’s company provided “pirates” to attack the island in boats in memory of Captain Morgan!
December 1968 Leaving San Andreas on the 2nd the ship arrived at Kingston, Jamaica on the 3rd. Crew members on shore leave experienced 2 knifings and several were beaten up so were not sorry to leave on the th 5 . HMS Caprice anchored off San Andreas 1968
Malcolm Farrow recalls: I can remember the captain’s boat sinking slowly with him in it as it set off for an official call in some Caribbean island because the Leading Hand of the boat had forgotten to replace the bung after draining the boat after the previous hoisting.
Caprice next visited San Juan Island, Puerto Rico from the 7th to the 9th. Now homeward bound and crossing the Atlantic, a RAS was carried out on the 14th for fuel before arriving at Ponta del Garda in the Azores on the 15th then departing the next day.
After a rough passage across the Atlantic HMS Caprice completed her World Cruise, arriving back at Portsmouth on Thursday 19th at 1130.
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Gibraltar Refit 1969-71 It was decided to refit the Caprice and the Cavalier in Gibraltar Dockyard.
Volunteers were requested from the crews of both ships. Given the chance of a pleasant Mediterranean married-accompanied posting there was no shortage of volunteers! Cavalier steamed into Gibraltar in February 1969, de-commissioned and commenced her refit first.
An Admiralty tug towed the Caprice out from Portsmouth early in April 1969 - it was an eventful voyage. With only her Diesel Generators to provide power, the ship encountered a severe storm in the Bay of Biscay when the tow rope parted. In another incident a lid on one of the fuel tanks had become loose and flooded the after seaman’s mess deck with FFO that had to be mopped up manually by all hands on board. The towing party was very relieved to sight the Rock when they eventually approached Gibraltar!
Lt Cdr Mark Ruddle recalls: The refits in Gibraltar were a try out of a so-called “Garage Refit” the idea being that the ships were refitted with a skeleton crew, backed up by the dockyard, thereby saving manpower for the navy as a whole. My best memory is of the Cavalier doing 19.5 knots astern on full power trials with the rudder jammed hard over, totally out of control, and with the upper deck awash from the stern to the iron deck.
In June 1969, Spain announced it was to close its land border with Gibraltar and this was to be implemented by July 7th (in retaliation for the people of Gibraltar voting in a referendum by 99% to remain British in 1967).
Many of the dockyard workers refitting the Caprice and Cavalier were given a stark choice – remain in Gibraltar permanently or return to Spain and lose their dockyard job.
Most of them lived with their families in Algeciras and the surrounding Spanish towns they had little choice and there were heart rending scenes at the border gates as the Spanish workers trundled their tool-carts back across the border. Many of them had worked all their lives at the dockyard on the Rock.
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With the Spanish border closed Gibraltar suddenly became an “island” and fresh provisions and a labour force had to be obtained from Morocco. It changed the “married accompanied” draft of the Caprice/Cavalier refit crews, who were now denied access to Spain on leave. Trips to Tangiers and other parts of Morocco became very popular often in a MFV loaned from the dockyard,
ERA Graham Latter remembers: A popular pastime of the isolated residents of the Rock was to witness the ceremonial raising and lowering of the British and Spanish flags at the border. The Spanish soldiers were a rag–tag sloppy bunch, in contrast to the immaculate resident British Regiment. The British border gates were always symbolically opened each morning, while the Spanish Gates remained resolutely closed!
The Flag of Gibraltar
This picture shows HMSm Narwhal with HMS Caprice alongside in Gibraltar Dockyard during her refit.
Cavalier completed her refit in January 1970 and was sailed back to the UK in January 1970 to re-commission. The refit party then began work on the Caprice, which was completed in 1971.
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Training Ship 1971-73 Following her Gibraltar refit Caprice was brought back to the UK and re- commissioned in March 1971 as the Training Ship for Marine Engineer Officers, based at Plymouth under the command of Lieutenant-Commander J C E Lloyd.
HMS Caprice - March 1971
The Final Commissioning book records: In 1969 HMS Manxman was in as a training ship for the Royal Naval Engineering College. A fire and boiler and condenser problems finally forced her retirement in September 1970.
It was decided that HMS Caprice, refitting in Gibraltar, should be allocated to fill the gap as sea training ship until HMS Torquay became available in November 1972.
The after seamen’s mess deck was converted to a classroom and second wardroom, the single cabins aft were converted to doubles, and after re-commissioning and work up the first course was embarked on May 17th 1971, for their 21 week course.
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In October 1971 the ship visited Guernsey and Cardiff.
David Wilkes – a trainee Engineer Officer recalls: The ship operated on a day running basis out of Devonport, normally flashing up from cold during the morning watch (0400-0800), putting to sea at 0900 after the Captain arrived on board, returning at 1600 to Slip Jetty, then shutting down and connecting to shore power. Friday was a day for routine maintenance in harbour. Every "term" we took a trip somewhere nice for a few days. In 1972 we went to Brest in the early part of the year and then to Oporto in June.
Information Leaflet for visitors Ray Lester remembers: During my time onboard we were 'Day Running' out of Plymouth and went on the occasional jolly around the UK. She didn't fair too well in rough weather and we bobbed around like a cork for the most time, not too much of a problem at night though as this was the one time in my career where I slept in a hammock and to this day I have yet to have a better nights sleep.
From the Final Commission Book – CO’s Introduction: Once round the Eddystone and home for tea was often the limit of our daily training voyage. Lest any think us idle, let me show the diversity of local events at sea involving Caprice. We have hunted for poachers, salvaged a coaster, arrested a fishing vessel, played “baddie” in exercises and acted as guard ship for the start of the Single-Handed Race. We have been honoured to escort Her Majesty the Queen to Dartmouth. Our travels ranged from Lisbon to London and Birkenhead to Brest. We have taken on Fleet duties, navigational training, submarine target, and rescue destroyer for Ark Royal. Our battle honour is “Arctic 1944”, so it is perhaps ironic that this final commission should conclude with a wintry fishery patrol off Iceland.
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HMS Caprice at sea - May 1972 – photo taken from HMS Cavalier
HMS Caprice alongside a Leander class Frigate – Devonport 1972
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MEOs Under Training
Main Engine Ahead & Astern throttles Boiler Room watch-keeping
Main Engine Throttles watch-keeping
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HMS Caprice entering Oporto, Portugal - June 1972
HMS Caprice Escorting HMRY Britannia at Dartmouth June 1972
The last long course for MEOs was completed in October 1972.
The Commissioning Book (Engine Room Dept) wryly observed: We have had to endure, for most of the time a group of white overalled instant stokers/tiffies from a place called Manadon who often took over with disastrous results – the most outstanding one taking place whilst in the English Channel on a calm, if slightly misty day. The Officer of the Watch, having taken three successive fixes on the Decca, which put him in the same place, came to the conclusion that we had stopped. On looking over the side he discovered that we had. Ringing down to the Engine Room to enquire why he got the following reply: “Don’t bother us now – we’ve got problems of our own down here.”
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MEA (P) I. S. Woodhouse wrote in the commissioning book: If you can visualise a Morris 10 car of the 1940s still on the road today, then you can see the daily problems of the Engine Room Department. At the height of day running for Engineer Officers, the old girl could flash up by herself, eyes shut. Shutting down involved taking the flame out of the boiler and letting it all run down. The only difficult part was Turbo-Generator (T.G.) flashing up and many a stoker flogged himself to death over that oil hand pump, and many engineer officers owe their strong right arm to getting our T.G.s running.
The life-long dread of many a killick stoker, without a doubt, is evaporator watch keeping. I was told that there is nothing much wrong with these evaps, just plain old age. They can be extremely temperamental at the best of times. Many an LMEM has come to lay down his all in the battle of the evaps. The engine room staff, in one determined effort, pulled the evaps apart and turned them inside out, shook them all about, and found: nothing! We put them back together again, and they never gave a hint of trouble since.
The pride and joy of the boiler rooms is the ability to produce jet black smoke. In Guzz, apologies from a red faced Officer of the Day to the ship alongside after a particularly dirty boiler clean. Thick black smoke came crawling out of our funnel along the deck and was blown all over the next ship. Several times the Buffer has been told: “Black smoke? When it’s in the funnel, it’s ours – after the funnel – it’s all yours!”
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On November 15th 1972 Caprice entered the pool of London passing under the raised arches of Tower Bridge
It then berthed alongside HMS Belfast, which was now a museum ship.
HMS Caprice in the Pool of London November 1972
HMS Caprice alongside HMS Belfast - London November 1972 79 Destroyer D01 – the story of HMS Caprice 1942 - 1979
Caprice’s final patrol was in 1973 when she was engaged in the 2nd “Cod War” with Iceland and back in the Arctic after 29 years!
Ray Lester recalls Caprice was at the time the only Royal Navy ship in commission that had been in service during WWII and was part of the Icelandic Patrol.
POOEL J. Harris writes in the Commissioning book: We returned from Iceland Patrol with six earths on separate circuits of the upper deck lighting due to the insurgence of your friend and mine the pounding seas.
The Iceland Patrol was uneventful apart from very severe weather conditions resulting in damage to upper deck equipment (not for the first time in the ship’s history!). She was relieved on Patrol in March 1973 by HMS Gurkha.
JHMS Caprice made her final port visit to Swansea on 29 March 1973, leaving on April 2nd to finally de-commission in Devonport – the last entry in her log book was on 4th April 1973 - nearly 30 years after she was launched in 1943.
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Laid up then Scrapped - 1979 After this she was laid up awaiting scrapping.
Lewis Chelton recalls: I saw her secured to head and stern buoys off Plymouth, decommissioned and without the 4.5 gun mountings - a sad sight.
HMS Caprice anchored off Plymouth with her armament removed
HMS Caprice in Plymouth Sound with rust streaks appearing
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HMS Caprice Profile 1973 - Disarmed
On 22nd June 1979 Caprice was finally sold for scrap then towed to Queenborough
HMS Caprice arrived for breaking up on 5th Oct 1979 at Queenborough on the River Medway near Sheerness 82 Destroyer D01 – the story of HMS Caprice 1942 - 1979
HMS Caprice – Facts & Figures General Data
Length 362 feet 9 inches
Beam 35 feet 8 inches
Depth – mean 10 feet Depth – maximum 16 feet
Moulded Depth * 20 feet 6 inches
Speed 34 knots
Range 4,675 nautical miles at 20 knots 1,400 nautical miles at 32 knots
Full Load Displacement 2675 tons
Complement 186
Complement (Flotilla Leaders) 222
NOTES These are the “as built” specifications in 1943. Subsequent modernizations did not significantly alter these * Moulded Depth is measured from the keel to the upper deck
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Armament
Main Guns Anti-Aircraft Anti-Submarine 2 Pounder Mk 7 “Pom Depth Charge 1943-57 Pom” gun mounted on Four Mk 5 4.5” single Launcher aft superstructure barrelled guns in open turrets mounted two Two twin 20mm Oerlikon Mk 5 Guns mounted forward & two aft Two sets of quadruple either side of aft torpedo tubes for 21 superstructure inch Mk.IX mounted Two twin 20mm Oerlikon Director HA/LA amidships and aft Mk 5 Guns mounted Type K Mk 1 either side of bridge
Main Guns Anti-Aircraft Anti-Submarine Three Mk 5 4.5” Post 1959 One set of quadruple single barrelled guns 40mm Mk 5 Twin Bofors torpedo tubes for 21 in open turrets Gun mounted on aft inch Mk.IX mounted mounted two forward superstructure amidships & one aft Twin triple Squid Two single 40mm Bofors Mortars Mk 4 mounted Director AA/SU Mk 6M Mk 7 Guns mounted either side of aft either side of bridge superstructure
Main Guns Anti-Aircraft Anti-Submarine Post 1967 Three Mk 5 4.5” single barrelled guns Two single 40mm Bofors Twin triple Squid in open turrets Mk 7 Guns mounted Mortars Mk 4 mounted mounted two forward either side of bridge either side of aft & one aft superstructure Director AA/SU Mk 6M Sea-Cat missile System
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Radar & Sonar Radar and Sonar, “the ship’s eyes and ears” were constantly evolving during the time HMS Caprice was operational and these examples are just snapshots of the principle equipment fitted at that time.
Key 1944 Equipment A1 Frame aerial type S25B A2 Type S22 MF (Medium Frequency) DF aerial. A A3 Wire aerials port and starboard of the mast All of these aerials to determine the direction of hostile MF and HF WT transmissions Wire aerial SRE (Sound Reproduction Equipment) for radio reception. This may B have been used for ship’s company radio broadcast of BBC transmissions etc C Main radio reception aerials two port and two starboard. D TVS wire aerials Type 60 FV and type 604TA - for HF and MF reception. Radar type 276 - an S band radar for surface targets, (there was no separate E navigational radar in those days) Main WT transmitting aerials with feeders from the transmitters. These aerials (called the main roof) were slung between the forward and main mast and F exposed to the funnel fumes and salt spray. The insulators required regular and frequent cleaning and the arrays had to be dropped down to deck level for this to be done. G Aft mast aerials associated with Radar direction finding. Unipole test aerial to inject signals into the Radar direction finding aerials for H test purposes (very advanced for 1944!). Part of the Gun Director was a radar type 285Q, a range finding radar for aircraft J targets. The director was trained and elevated by operators using gun sights for visual target acquisition.
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Key 1960 Equipment Aerial outfits AYE, AYO and AYC for detecting and displaying the frequency and direction of enemy (or any) radar transmissions. Only effective when friendly forces A maintained radar silence. They looked like horns and were three different sizes for differing frequency bands. There were four horns for each band, forward, aft, port and starboard. Aerial outfit ANS for radar 293Q. General purpose S band radar for surface and B aircraft targets. It could detect aircraft at 100 to 120 miles and surface contacts at about 60 miles. C Aerial outfits APH, HF (high frequency) radio transmitter aerials. Aerial outfit AJE - UHF transmitting and receiving aerials used fitted both port and starboard on the yards. UHF communication was used mainly for speaking to aircraft D but was also used for short-range ship-to-ship communications. The ship-to-ship communication avoided the need to wave flags and flash lights (so beloved by bunting tossers!) E Aerial outfit AQA - HF transmitting aerial for the higher radio band frequencies F Aerial outfit AKL - Decca navigation radar, range 40 miles on a good day Aerial outfit AMA for IFF 10 (Identifier Friend or Foe). A transponder that G automatically transmitted a response when interrogated by IFF equipment on another ship or aircraft. Aerial Outfit AMC for IFF 10, this aerial was slaved for rotational purposes with 293 radar aerial ANS above. IFF operated in conjunction with radar 293 to indicate H whether a contact was friendly or hostile. It sent out an interrogatory signal that was replied to automatically by friendly forces transponders, the response was displayed as series of dots on the radar screen adjacent to the radar echo.
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Key 1960 Equipment Director Anti-Air/Surface Warfare) Mk6M. This directed the three 4.5 inch guns onto their target. When the 293 radar detected a target its range and bearing was sent from the Ops room to the TS (transmitting station). The TS crew trained and elevated the director so that the radar 275 could locate then “lock on” and track the J target automatically. The range and bearing of the target was continuously sent to Flyplane 5 in the TS, which with aid of the operators, calculated the bearing and elevation of the guns and fuse settings for the ammunition taking into account meteorological data, ships course and speed. K Whip aerials for HF radio reception Aerial Outfit AJC for VHF (very high frequency) transmission and reception. Used L mainly in harbour for talking to pilots, tugs, harbourmaster, coastguard etc and also for short-range communication with merchant vessels. GT (Gun Training) Director for controlling the aft 4.5 gun when the TS was out of M action or the armament was engaged on two different targets. N Retractable Sonar Dome type 492 to detect underwater objects Retractable Sonar Sword type 147F for test purposes. A signal would be P transmitted back into the main sonar dome for checking and calibrating the sonar beams.
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Main Machinery, Fuel & Water The ship’s machinery changed very little over her lifetime and, with a few exceptions (see the next section), was quite reliable. In truth the powerful 40,000 horsepower main engines were one of the ships most potent “weapons” giving her high-speed manoeuvrability. This data is based on the first modernisation in 1958.
Plant Details
Speed (ahead) 30-35 knots
Speed (astern) 21 knots
Boilers (B) 2 Admiralty 3 drum Boilers 300 psi Superheated temperature 630 ºF
FFO Pumps Steam Reciprocating driven - 2 in each Boiler Room
Forced Draft Fans (F) Steam Turbine driven - 2 in each Boiler Room
Main Engines (M) 2 x HP Turbine & LP Turbine sets 20,000 SHP each shaft
Main Gearing (G) Reduction gearing in Gear Room
Condensers (C) 2 Sea Water cooled tube heat exchangers
Extraction Pumps 2 Steam Turbine driven
Boiler Feed Pump 2 Steam Turbine driven
Turbo Generators (TGs) 2 x 150 kW Steam Turbine driven in Engine Room
Diesel Generators (DGs) 2 x 150 kW generator in each Boiler Room 1 x 50 kW generator in Gear Room
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Plant Details
Evaporators (E) 2 in Engine Room
Steering Gear (SG) In Tiller Flat
Refrigeration Plant (R) Cold Room for Provisions
Capstans (CA) Twin steam driven on focsle
FFO Tanks (FFO) 10 Tanks - 612 tons total capacity
Diesel Tanks (DT) 2 tanks - 43 tons total capacity
Feed Water Tanks (FT) 4 tanks - 10,093 gallons total capacity
Fresh Water Tanks (WT) 4 tanks - 8,721 gallons total capacity
Rum (fuel for crew) Spirit Room – storage for around 100 gallons
This diagram shows just how much of the ship was allocated to machinery, fuel and water tanks. Fuel and water alone accounted for around 740 tons and, together with the huge weight of machinery, represented a sizeable proportion of the ship’s displacement of 2,675 tons. Destroyers, perhaps more than any other warship, were largely floating high-speed engines and a platform for weapons systems. The crew had to squeeze in the best they could!
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Condenseritus and other Ailments!
NOTE: This is based on experiences on Caprice in the late 1960s but all the C class destroyers will have experienced similar mechanical problems at some stage.
The Main Engine propulsion plant was generally very reliable and the Steam Turbines were almost a good as new right throughout the ship’s service. The Power Generating plant experienced very few problems neither; this comprised three Diesel Generators in harbour and two Steam Turbine Generators at sea (although these used to screech at 9,000 rpm and generally terrify the Engine Room Watch!)
The main problem was always WATER, firstly for the Boilers and (less importantly) for drinking. Boiler Feed Water had to be pure and free from salt. Apart from corrosion issues salty water entering the boilers could cause them to “prime” (foam up and “boil over”) with possible damage to steam machinery, especially turbines.
The ship could only carry a limited amount of distilled water, which was supplied from ashore and at sea had to distil its own supply from 2 Evaporators in the Engine Room that boiled sea water then condensed the vapour. These were notoriously unstable beasts and the bane of the Leading Stokers on watch who had to operate them. Especially in rough weather some salt could be carried over, thus contaminating what water supplies had already been painstakingly produced.
The other cause of salt contamination was the dreaded condenseritus. Exhaust steam from each of the main Engine Turbines was cooled by a sea water cooler (Condenser) to condense it back to water for re-feeding to the Boilers. As the Condenser heated up the cooling tubes had to be allowed to expand through the tube plate at one end to prevent them buckling.
Each “free end” tube was sealed by packing and this was the root cause of condenseritus. If the packing failed sea water would seep through into the feed water side of the Condenser and contaminate the Boiler feed water. This meant that at the first opportunity the Condenser had to be tested for leaks and any defective packing renewed. Another (rarer) possibility was a condenser tube splitting – in this case the tube had to be removed and blanked off at either end.
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Peter Fowler (the MEO on Caprice 1967-71) had all of the tube packing completely renewed during the Gibraltar refit and that helped to reduce the possibility of failure.
Unfortunately this came rather late in the ship’s life but could have prevented a lot of grief on earlier commissions!
One other common problem was the FFO (Furnace Fuel Oil) Pumps that were supposed to deliver the black sticky stuff for combustion in the Boiler Furnaces. For some reason these were reciprocating pumps (unlike almost all the other steam machinery that was turbine driven).
The Fuel pumps had a habit of suddenly stopping (sometimes both at once – there were 2 per Boiler Room). Often this occurred at a critical moment just as more steam was needed and could result in a cursing Stoker PO attacking the shuttle (control) valve gear with a big spanner!
NOTE: More detailed mechanical information is beyond the scope of this book but it is hoped in the future to prepare a book describing the machinery of CA class destroyers and its operation.
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Appendices Some War-time Memories
NOTE This account was found at the end of the 1962-63 Caprice commission book entitled “I Remember…” It is not known who the author was but he obviously had vivid memories of the ship during her war-time service. The final entry read: “I remember…HMS Caprice docking in Georgetown in June 1963. It's a funny world we live in.”
It could have been a member of the 1962-63 commission (who would have been at least 35 by then) or just someone in Georgetown at the time
I remember the Upper deck a mass of tangled wires, hawsers, welding equipment and a heterogeneous collection of items, which seem to accumulate in any dockyard. Dockyard Mateys, some working, some scrounging in the mess decks, some playing cards down forrard in the Asdic caboosh, but all with one firm purpose – to get to hell out of it come four o'clock!
…sea trials in the Firth of Clyde; swinging round for compass bearing, opening out over the measured mile and the deplorable attempts at seamanship by a collection of individuals, fifty per cent of whom had never been further than the Isle of Wight, and whose only experience on "boats" was in the Serpentine. A short refit in Dalmuir, with enjoyable runs ashore in Glasgow. Parties given to the "brave" matelots by the decidedly biased girls, who worked in the dockyard offices. In those days Jack was a real stroppy lad – ashore!
…working up trials at Tobermory. The all-night fruitless searching for "enemy" subs, which proved as elusive as a decent run ashore. The Rear Admiral in charge, who was wont to creep up on some unsuspecting ship, in an ordinary motor-boat and always from under the stern - and God help the O.O.D. who didn't spot him. Once inboard, this upholder of naval tradition would commence to throw fire-crackers (anti-personnel bombs, he said) all over the upper deck and the ship's company had to double round to avoid them. Guy Fawkes had nothing on this chap. Next trick was to detail some poor unsuspecting O.D. to jump over the side. Up went the cry "Man overboard - away sea-boats crew". We nearly lost some good men by the time the boats were lowered.
…the journey north to Scapa, with the encouraging words of the Rear-Admiral still ringing in our ears "You won't last five minutes against the Germans!" Scapa Flow, that bastion of the Fleet, with grass and sheep and rain. It hadn't changed from 1941 but at least I couldn't see it. The beer was still rationed although the taste was sufficient to impose a self-rationing system. Leave from 1600 hours to 1800 hours. What a glorious mecca. Fleet exercises - the big-ship boys had to go out to qualify for their "duty-frees."
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…the day we took the L plates down and went to war. Like a driver just newly passed the test, we were now about to get the lessons: a Russian convoy, no less. In our state of preparedness the only thing we could shoot were "lines", but we learned - and fast - we had to. We were a lucky ship, right from the start. With glassy eyes and riveted to the deck with fear, we watched a tin-fish come straight for us . . . and it passed underneath! We quickly came to the conclusion that we couldn't always push our luck too far - so we became a ship's company, with faith in the Bridge and in each other. Several convoys to Russia under our belt and our luck still held. We changed places in the screen with HMS Cassandra and four hours later she had her bows whipped off by a torpedo.
…runs ashore in Russia, with our hostile allies watching every move. Regattas in Varenga Bay. Beer-ups in Iceland, with the inevitable clash between the "boats" and battleships. The unholy alliance of the whole fleet against the Yanks. The spending of a fortnight's pay to procure the open sesame to every girl's heart - nylons, which invariably did not fit; but who cared anyway!
…Operation Monster. Escorting the big liners through the Irish Sea out into the Atlantic. Based alternatively at Liverpool and Greenock, we ignored the mass of V-boats, which infested the Irish Sea and the coast of Britain. We could look after ourselves by this time, and a sub would have to be good to hit you at 35 knots. So we revelled in the delights of the "scouse" and the bonnie highland lassies, and ignored the menace of the lurking U-boats. Arrival in Liverpool with a "monster" on V.E. morning. I cannot remember much of what happened when we went ashore, but we had a wonderful time - so I was told.
…escorting U-boats, which had surrendered - kept at a safe distance with all guns brought to bear. Refit at Portsmouth and the removal of the underwater telephone cable, which wrapped itself round the screws as we set sail for the East. Gibraltar Malta, Alexandria, Suez, Aden, and Colombo. VJ day and the mopping-up operations. Visiting islands that I cannot name, and if I could, I wouldn't know how to spell. Freeing P.O.W.'s and capturing the little yellow monsters. Leading the U.S. Fleet into Singapore, with the "Mighty Mo" clearing the bottom of the entrance by inches. Civil war in Java and the evacuation of the civilians, complete with the birth at sea of a "Heinz variety" to one of the evacuees.
…Trincomalee, the Scapa of the East. Camels for sheep and sand for grass. HMS Caprice, riding at anchor, as I sailed past her on board HMS Saumarez bound for Blighty.
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HMS Caprice 1968 Association
In 1995, 27 years after the world cruise 5 of the Caprice crew of 1968 met up together in Blackpool for a drink. Following that they soon got in touch with other crew members they were in contact with and the Association came into being. The first newsletter was produced. Phil Evans, encouraged and assisted by Phil Rowe, then took over the job of running the Association and producing regular newsletters. The second Newsletter was headed “The start of something BIG” - how true that proved to be! By March 1996 the fledgling association already had 19 members.
The first organised reunion was at Tamworth in 1996 at Tamworth RNA with accommodation provided by a small local Hotel. Since then there has been a reunion every year at various other locations around the country including Chatham, Southsea, Maidenhead, Bournemouth, York, Bristol and Portland. By 2002 membership had topped 50. In 2005 Phil and Jackie Evans decided to take a back seat and handed over the running of the Association to Graham Latter & Brian (Harry) Hobbs. Phil and Jackie had put in a massive amount of effort during the previous 10 years for which the Association owes them a huge debt.
In 2006 the Association launched its own website and this has proved very productive in attracting new members. Currently (2014) the Association boasts an amazing membership of 91, which from a ship’s company of 250 represents a truly remarkable 36% nearly 50 years later.
What makes it special? It is entirely restricted to those who were onboard the Caprice for at least some of the 1968 World Cruise, regardless of rank (several officers, including the Skipper are members). Unlike most Naval associations it is not open to anyone who ever served on Caprice. This means that all members, although they may not have known each other well onboard, all share that memorable World Cruise experience. The Association does not “do” Committees, Constitutions, Presidents or Top Tables - there is no need – if it works don’t fix it! Reunions are very informal and partners and guests are always very welcome.
For more details contact: Graham Latter - Tel 01482 632 276 or look on the Association Website www.hmscaprice1968.org.uk
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Sister Ship - HMS Cavalier The Caprice operated in company with Cavalier many times from 1944 to 1972.
These two photos show HMS Caprice and HMS Cavalier in July 1972 in the English Channel. The Cavalier was on her final voyage to Chatham but Caprice remained in service until April 1973. The ships were virtually identical except Caprice had an enclosed bridge fitted while Cavalier retained her original open bridge.
After her final decommissioning at Chatham the Cavalier was laid up in Portsmouth. In 1977 the Cavalier Trust bought the ship and a special warrant allows her to retain the prefix "HMS" and fly the White Ensign (a similar status is accorded to the museum ship, HMS Belfast, moored in the pool of London)
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Initially the Cavalier was moved to Southampton, a museum and memorial ship in 1982, but in 1983 went to Brighton, where she formed the centre-piece of a yacht marina.
In 1987 the ship was brought to the River Tyne as part of a national shipbuilding exhibition centre planned by South Tyneside Council in the former shipyard of Hawthorn Leslie and Company, builders of many similar destroyers. The project did not materialise and the Council decided to sell the ship in 1996. Meanwhile the Cavalier remained in dry dock in a seriously rusting condition, awaiting a buyer or scrapping in situ. The ship was in serious danger of being lost forever.
The Cavalier Trust was resurrected, and following a Parliamentary debate in 1998 Cavalier was bought by Chatham Historic Dockyard and she is now berthed in No. 2 dry-dock (where HMS Victory was built). The picture shows her “on the blocks” in dry dock for hull repairs in 2010 prior to re- floating.
A special mention should made of the Cavalier Volunteers, who have over the years spent many unpaid hours chipping away layers of rust, then painting and restoring the ship to the impressive condition it is in today. Among them is a Caprice Association Dave Silva who served on both ships.
Clive Hopkins, one of the Volunteers A squid mortar ready for repainting after rust removal.
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The Destroyer Memorial at Chatham
During the Second World War 142 Royal Navy destroyers were sunk and over 11,000 men lost their lives.
In 2007 the Duke of Edinburgh unveiled a bronze memorial monument (shown below) to those men alongside HMS Cavalier.
This was followed by a service of dedication during which HMS Cavalier was dedicated as the National Destroyer Memorial.
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Omissions and Errors This book has been compiled from a wide variety of sources and some veterans’ memories may not be entirely accurate! If you spot any factual errors or can contribute any other photos or interesting information about HMS Caprice please get in touch with us.
It is believed that there are some photos in existence of the Caprice being scrapped but at the time of printing we have been unable to track these down. We would be very interested to hear from anyone who could help with this.
Graham Latter HMS Caprice 1968 Association 62 Mill Rise Swanland East Yorkshire HU14 3PW
e-mail [email protected]
Much additional information is posted on the Association’s website including numerous photographs and Commission Books.
www.hmscaprice1968.org.uk
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