Jan-Feb, Mar-Apr, May-Jun 1965 - Navy League of Australia

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NICOL BROS. PTY. LTD.MINESWEEPERS IN ACTIONIN MALAYSIAN WATERSALL CLASSES OF STEAM, DIESELAND GENERAL ENGINEERINGBOILERMAKERS. OXY-ACETYLENEAND ELECTRIC WELDERSPLUMBING AND ELECTRICAL WORK10-20 WESTON ST., BALMAIN EASTiht Guard. LtiniUuSail to Europein the 'Concession Season'and really save moneyMake 1965 your 'Boomerang' year of wonderful travelmemories. Go to Europe when the going's best forbudget travellers - in the Aug./Dec.'Concession Season'. Then you cansave greatly on your passageand enjoyall the advantages of travel in the bigP & O - Orient liners - the largest,fastest ships that sail around the world.Travelling at this time, you look forward to the goldenglory of an English autumn, the exciting winter seasonof London theatres and concerts - and all the delightsof Spring in Europe. At this time, also, there are addedbenefits abroad for budget-wise travellers, including theready availability and cheaper rates for hotels, inns,coaching and other accommodation. People book upvery early for 'Concession Season' sailings, so book soon- you'll have a wider choice of cabins and fares.Any of our Offices or Accredited Travel Agencies willgladly provide full details of our 1965 'ConcessionSeason' Sailings and Fares, single or return.PsO-ORIENTLINESPhones: 82-0367 (3 lines)After Hours: 76-9485. 86-3225, 36-5708TALK TO USABOUT YOURDEAREST WISHMost wishes involve money. Weshould know—we lend more money,to more people, than any other bankin Australia—£80.000.000 last yearfor homes alone.We lend to our established customer^—people who show us they canmanage money; people whose depositsmake it possible for us to lend. Howto become an established customer?Open an account at any of our offices.And, when the time comes, talk to usabout your dearest wish.BANK COMMONWEALTHAUSTRALIA'S MOST HELPFUL BANK(MMTHE NAVIn Canberra on December 14,the Minister for Defence, SenatorPaltridgc. announced thatH.M.A.S. TEAL, a member ofthe Australian mine-sweepinggroup engaged on anti-infiltrationpatrol in Malaysian waters, hadencountered t w o sampans amile off Raffles Light, near Singaporeat 2030 hours.The vessels separated asTEAL approached.One escaped into Indonesianwaters; the other fired uponTEAL which retaliated.In the engagement three ofthe seven crewmen in the sampanwere killed, and the vesselsurrendered to TEAL which wasundamaged.TEAL handed the sampanover to Singapore police.TEAL, commanded by LieutenantKeith Murray, R.A.N.,has been on duty in Malaysianwaters since September.JANUARY-FEBRUARY, 1965H.M.A.S. TEAL, pictured above, captures SAMPAN.THE INSHORE FLOTILLAMineswceping was ever achancy business — as many asweeper has found to its cost inthe past. It becomes even chancierwhen there is little time topractice. This is the case withthe Inshore Flotilla, Far East.In view of their role today,perhaps the better title wouldhave been "Offshore GunboatSquadron" as since December,1962, the ships of the Flotillahave been hard at work off theBorneo coast.The ships of the Flotilla haveseen all "the others"—ALBION,BULWARK, VICTORIOUS,HARTLAND POINT — comeand go, but in the meanwhile thesweepers go on doing the mainwork of patrolling the Borneowaters with the appearance ofgoing on much longer.Now the Flotilla has beencalled in to help the MalaysianGovernment impose a control onthe centuries old barter tradearound the coasts of Singaporeand Malaya, and patrols by thesweepers, with Naval helicoptersfrom H.M.S. VICTORIOUS,arc being mounted alongsideships of the Royal MalaysianNavy.The eight coastal minesweepersof the 6th MineswecpingSquadron (H.M. Ships HOUGH­TON, PUNCHESTON, FISK-ERTON, MARYTON, WOOL-ASTON, WILKIESTON, DAR-TINGTON and CHAWTON),together with their forward supportship H.M.S. MANXMAN,have been joined by H.M.S.PENSTON, LANTON andDUFTON from Hong Kong, andH.M.A. Ships HAWK, GULL,SNIPE and CURLEW from theAustralian 16th M.S.S.This not inconsiderable forceof 16 ships claim they are the^

' ' "'^JP|Navy in Borneo and look on"the others" as temporaryguests. And back in Singaporethere is always the Base supportship, H.M.S. MULL OF KIN-TYRE, lending her not inconsiderablesize and expertise tokeep her charges operating.What do these small shipsdo? . . . Firstly, and of greatestimportance, they provide seawardbarrier patrols off thecoast at Kuching in Sarawak andTawau in Sabah (formerly BritishNorth Borneo). Their job isto hunt, stop and search smallboat traffic in these waters.H.M.S. PUNCHESTON stoppeda kumpit, leading to the discoveryof a huge quantity of armsand ammunition intended forclandestine subversion in Sarawak.The patrols mean manydays at sea (usually four to fiveweeks in the patrol area withperhaps an occasional three orfour days off in a local port).Sometimes the weather is marvellousand the job is pleasant.BUTTERPERFECTIONAt other times the North-eastMonsoon blows a "hooligan"(and these ships roll on a flannel,it is said). Certainly theyare very uncomfortable. And atthese times they are presentedwith a lee shore and its attendantdangers.One of the problems of theBorneo operations has been thatvirtually no roads exist in thevast jungle areas and the onlymeans of communication—apartfrom the air—is water.The uncharted and dangerousjungle rivers of Sarawak andSabah have been negotiated asfar as is navigable by all theC.M.S's without serious mishap,notwithstanding the ever-presentdangers of half-submerged logsof enormous size, and unchartedshoals. Bent screws are commonplaceafter a Borneo patrol.One irate minesweeper officersaid recently: "We sometimesthink the Army imagine that weexist to transport them. I supposefrom a soldier's outlookthis is understandable and theyare quite right in thinking we arethe only really safe, effective andfast means of moving sizeablebodies of troops operationally inBorneo!"A minesweeper in Borneo can—and does—move some 200troops at a time but only thosewho have been moved in such away can actually vouch for thefact that they do all get in theship while it is still afloat.However, despite their prolonged"gunboat" duty in Borneo,the minesweepers do keeptheir hand in during regular minecounter measure exercises andCaptain LP, has been heartenedto see how well the ships canstill do their proper job!The work of the Inshore Flotillain the Far East takes toll ofmen and material. The maintenanceand repair programme hasbeen exceptionally heavy. Thishas meant a heavy load on theresources of MULL OF KIN-TYRE; she has borne it allwherever and whenever needed.Repair and maintenance partiesare sent all over the Far EastStation to look after the sorelytried sweepers. Places as farapart as Hong Kong and Tawauhave seen parties from theMULL cheerfully disembowellingminesweepers and makingthem go again. On the otherhand, of course. Hong Kongdoes have its compensations.The MANXMAN (CaptainI.F.) has not been so much insupport as she should have beenbut has been engaged in "hoeingher own row". She has nowovertaken ALBION in the timespent oft* the Borneo coast, especiallyat the Eastern Sabahport of Tawau, where she wasoften joined by one of thesweepers from Hong Kong andwas of valuable assistance to theRoyal Malaysian Naval craftbased there. Many of the smallerships have had reason to begrateful for her fresh water, provisions,stores and technicalfacilities.Fortunately, it has not beenall work and no play—the Flotillacan produce a formidablehockey, and good soccer andrugby teams. It also won thesmall arms ships' cup at theFleet Rifle Meeting this year.The lucky ships have managedto slip away for a quick visit toHong Kong and Penang andwhile up at Hong Kong, H.M.S.MANXMAN again proved herversatility by giving the droughtstrickenColony three-quartersof-a-milliongallons of freshwater.All these ships are on a LocalForeign Service so it means agreat deal to the men—and theirfamilies — having to spend somuch of their time away fromthe Base (upwards of 60 percent), but it has been cheerfullyaccepted.JANUARY-FEBRUARY, IMSH.M.A.S. MORESBY'SSURVEY SEASONH.M.A.S. MORESBY, theRoyal Australian Navy's latestsurvey ship has just completedher first survey in tropicalwaters. Built at Newcastle StateDockyard and commissioned inMarch. 1964. MORESBY carriedout a small survey in Tasmanianwaters "to put herthrough her paces" before departingfor the Barrier Reef andTorres Strait Areas last Augustfor a 4i month survey season.Sailing from Sydney on 10thAugust. MORESBY proceededto Townsville where she left oneof her 34 foot motor surveyboats to chart Cleveland Bay.While the motor boat Fantomewas charting Cleveland Bay,MORESBY worked in RockinghamBay, the approaches to thesugar port of Lucinda Point(Ingham. Queensland). After amonth in this area she proceededto Cairns which was to becomeher base for operations in TorresStrait.During the remainder of theseason we returned to Cairns onthree occasions at four weekintervals. Whilst on the groundsa visit was paid to Port Moresbyon October 17-20 and mail stopswere frequently made at ThursdayIsland.The surveys of RockinghamBay and Cleveland Bay werepart of a plan to modernise thecharts of the Queensland coastand more important to provideinformation for the shipment ofsugar from the sugar terminal atLucinda. The expansion at presentoccurring in the sugar industrywas apparent to MORES­BY as a bulk sugar terminal wasJANUARY-FEBRUARY, IMSAUGUST-DECEMBER, 1964opened at Cairns during theship's stay in these waters.The present charts of theseareas were compiled principallyfrom information gained byLieutenant Richards in 1865whilst in H.M.S. PALUMA, andhave been amended from timeto time by later information.In both Rockingham Bay andCleveland Bay no major changeswere observed from LieutenantRichards' charts, but the chartwhich will be from MORESBY'Sobservations will be made moredetailed and provide for the requirementsof the modern deepdraught merchantman.September 9 saw MORESBYin Torres Strait ready to commenceher survey of that area.Torres Strait is the shortestroute to the various easternAustralian ports from the easternarchipelago. The route hasmuch tanker traffic as well astramp merchantmen, howeverthe main channel has only 30feet of water in places at lowwater.The requirement exists for adeeper channel for the modemday deep draught merchantmenwho desire to utilise this shorterroute.Before the survey could commence,however, the area ofTorres Strait had to be triangulated;known positions obtainedfrom which a relative position ofvarious sea depths and shoalscan be obtained. This entailedmany parties passing nights ontropical islands carrying out observationsand measuring distances.By the beginning of Octobersounding was commenced andcontinued through until 5thDecember, 1964. This is theprocess of actually recording thedepths but once again as in theBarrier Reef survey no majorchanges were found.A reconnaissance of EndeavourStrait showed no likelihoodof deeper water. Napoleon Passagewhich is to be surveyed byH.M.A.S. PALUMA, has approacheswhich are comparativelyshallow and would precludeits use by deep draughtships.This has been the ship's firstmajor work since commissioningand it has been under tropicalconditions. All who served inher have been more than satisfiedwith her performance andhave found that living in a shipin the tropics can be comfortable.NUCLEAR-PROPELLEDSHIP LAUNCHEDLate last year the hull of thefirst West European nuclearpowered ship was launched atKiel. She has been named OTTOHAHN after the German physicistwho was an early worker onnuclear power. She is to be completedas an ore carrier and willbe powered by a Babcock andWilcox reactor using enricheduranium. The ship is expectedto cost about £4,750,000 ofwhich £2.430,000 is for the reactoralone. The OTTO HAHNis expected to make her maidenvoyage in 1967 and she will beemployed on comparativelyshort runs in the European oretrade as an experimental ship.In the meantime, the AmericanSAVANNAH visited Southamptonand it has been announcedthat five transatlantic voyagesare planned for her in the courseof this year and next. Short passagesfrom one European portto another and transatlanticpassages are being offered to thepublic.

* •* * • * • * * • * • * • * • • * • * • * * • * • * • * • * • * • * *•*•*• * * • • * * • * + - * * * • *GET BIGGER SAVINGSWITH ANSETT-ANAGROUP TRAVEL PLANAlmost any group of 15 or more adults with ;common interest can save 10",, on air fares -with Ansctt-ANA. Anywhere in Australia, or toPort Moresby. Sporting, cultural and social clubs,religious, trade or professional groups, servicemen'sclubs, etc., etc. . . . And. . . there are manyfree services, too, for Ansetl-ANA Group Travellers.Enquire from Ansett-ANA or your TravelANSETT-ANASYSTEM Of THE GOLDEN JETSCOMPANY Of ANS£TT THANSfOUT INDUSTRIESr*++++**+++

Two French warships which visited Sydneyfrom January 4-8 perpetuate the namesof French patriots.The vessels were the helicopter-carrierJEANNE D'ARC (pictured), and the destroyerVICTOR SCHOELCHER.JEANNE D'ARC. 12,000 tons displacement,complement 790, and commanded byCaptain A. J. Postec, is the first helicoptercarrier in the French Navy. She was commissionedin 1963.JANUARY-FEBRUARY. 1965FRENCH VISITORSThe VICTOR SCHOELCHER, displacement2,000 tons, commissioned in 1960, isunder the command of Captain de Bigaultde Cazanove. The ships left Brest on November5 on a training cruise which willend on April 8. Embarked in the ships were138 midshipmen. While in Australia theships exercised with the R.A.N.As JEANNE D'ARC berthed some ofher helicopters flew under Sydney HarbourBridge.

South Africa's Merchant NavyAbout 12,000 to 10,000 B.C.,when Africa was joined to Europeby land bridges across theStraits of Gibraltar and throughItaly, Sicily and Malta, therewere great migrations on foot ofpeople across these land bridges.To these were added furthertravellers in a later age, both bysea and land to form the complexadmixture of peoples whoAnally made up the combinationsof Bantus, Hamites, Semites, Sudanitesand others speaking morethan 1,000 languages on the AlricanContinent.Ships had been made by theSumerians about 7,000 B.C. andthe first pictorial representationof a ship dates from 3,900 B.C.The Phoenecians by 2,000B.C. were already becoming agreat maritime power and grewin strength till in 840 B.C., when>wmv»o»*ooo»o»o*o+»o*vo»****»*ENJOYSHELLEY'SPASSIONFRU1TCarthage, which is Tunis today,had at its zenith a population of1,000,000 persons. Herodotus in430 B.C. tells of a commissiongiven by the Egyptian Necho toPhoenecian traders about 604B.C. to circumnavigate Africaand that the voyage was completedafter three adventurousyears. A great deal of the movementthen, by sea and overlandin North Africa was in quest ofgold.Before the Christian era, whenNorth Africa was in the hands ofthe Romans. Arabian ships passingdown the Red Sea are saidto have reached as far south asMadagascar. By 25 B.C. the RedSea route to the East was madesafe by Augustus and in 47 A.D.systematic trade with the East bysea was made possible.DELITEHistory tells of these adven­>»»»»#•»»» >yA REFRESHING NEW SOFT DRINKMADE FROM FRESHSUN-RIPENED PASSIONFRUITJturous souls who took to the seacenturies ago and in the mostimpossible vessels. It is extraordinarythat in those earliertimes so-called ships survived a*all or that people continued tosail in them.History of NavigationThe history of navigation is, infact, a story of martyrdom whichrelates over the years how mandefied the unpropitious gods andsuffered the punishments towhich they were condemned intorture chambers they calledships. Perhaps they were firstcalled vessels from that time becausethe dictionary defines theword "vessel" as a hollow receptacle,and that is about all theywere.This may sound quite contraryto the usual concept of Jolly JackTar and a glorious life on theA SAILING SHIP WHICH FOR MANY CEN­TURIES PROVIDED MAN WITH HIS MAINMEANS OF TRANSPORTATION ACROSSTHE WATERTHE NAVYbounding main, but neverthelessit is true. From the beginning oftime, man has traversed waterfor one reason or another, on alog, a raft, a coracle, caravel,galleon, junk, kayak and sampan,right up to the present ship,which largely has developed tothis stage from sail to steam, inour own living memories.In those others a sailor's lifewas hell on earth, or, rather, onthe water, because he was subjectedto unending misery anddanger as well as gruelling pain,hunger and thirst. There just hadto be a certain degree of heavyindulgence on land in foreigncountries to allow him to bringback those tales of wild orgies,women and drink. He probablyembellished his stories becausehe would not have been believedif he said he had sailed voluntarilyin such trying circumstances.It was Samuel Johnson whosaid in 1759: "No man will be asailor who has contrivanceenough to get himself into jail;for being in a ship is being injail, with the chance of beingdrowned. A man in jail has moreroom, better food and commonlybetter company."Who can explain why oneman calmly decides from thecomfort of an armchair at hometo volunteer an attempt at the icywastes of Mount Everest and anotherto face the dangers of sailingthe high seas in all weathersin a boat we would call a fishingsmack today?Since the turn of this century,there has been a greater advancein ships, speed and the comfortsand security provided for sailorsthan there was in the previousthousand years. It is an interestingthought that the greaser andable-bodied seaman of today hasbetter food, greater comforts andis infinitely safer at sea than theEmperors and Kings bound forthe East in the days of the Cru-JANUAKY -FEBRUARY. 1965saders because those wealthy andcolourful gentlemen had none.Yet, there would seem to bedangers at sea today, too. It is amatter of statistics that an astonishingnumber of ships are sunkat sea every year, proving perhapsthat there still is considerabledanger, even if materialcomfort has been improved.Most of them are wrecked, butothers founder, bum, collide orare missing.Slow to StartShipping in South Africa froma national point of view wasslow to start and for most of thetime since the Cape was firstsettled over 300 years ago thiscountry's shipping needs havebeen served almost exclusivelyby the ships of overseas companies.Towards the end of last centurythere was quite a prosperouscoastwise shipping industrymainly owned in South Africaand this position still obtains today.Indeed, the fleet is growingand is of great importance to thiscountry's coastal trade.There was never any worthwhileattempt to provide transoceantrading ships under SouthAfrican ownership. Sea sense hasbeen strangely lacking in a peopledescended from the maritimeraces nf Britain, Holland, Franceand Germany but this possiblyis because South Africa is acountry of great distances inlandand has only a few ports widelyscattered round the 2,000 milesof coast. Also the distance ofSouth Africa from internationalfields of battle and the fact thatour shores until recently wereprotected by the British Navy,also affected the position.However, since the SecondWorld War Simonstown revertedto South Africa's care and a tidylittle navy of our own is beingbuilt up.Another factor to hinder localenthusiasm may have been thelarge number of ships afloat andin competition with each other.Last November for instance, 275ships of just over 1,750,000 tonsgross were laid up through lackof employment. This, however,represents only 1 per cent, ofthe total world fleet. Also at thattime, just six months ago, therewere under construction at theshipyards of the world, no fewerthan 1,363 ships of all kinds,totalling 9,173,034 tons gross,thus adding roughly 5 per cent,to the fleet. Japan, by the way,seems to have won the crown forlargest total tonnage being builtwith just over 1,600,000 tons tobuild, against Britain's secondplace with 1,400,000 tons.SafmarineSeveral commercial shippingcompanies were formed in thepost-war boom but only twohave survived, namely, Safmarine,the most important, andS.A. Lines Ltd., which is underGerman control, although registeredin Cape Town. Thestraightforward history of Safmarineis by now probably wellknown but if I may be excusedsome repetition, I will tell yousome of the things about thecompany not perhaps so widelyknown.Safmarine was formed in 1946and active operations with threesecondhand victory ships CON­STANTS, MORGENSTER andVERGELEGEN, were startedabout a year later.It is an interesting thoughtthat these ships cost just over£1,000,000 for the trio, comparedwith a cost of about£1,500,000 to replace each oneof them today.Safmarine's share capital thenwas £800,000 owned 40 percent by American interests and60 per cent, by South African investors.The first board of directorswas of a scintillating character,including Dr. H. J. vander Bijl as chairman, Sir Arthur.

(Bomber) Harris and Sir ErnestOppenheimer of Anglo Americanfame. You may be interestedto know that Dr. van der Bijlhad to ask permission of GeneralSmuts, the then Prime Minister,to become chairman, as he wasat that time also chairman ofIscor, Escom, Amcor and Vccor.The arrangement to have alarge percentage of the companyowned by American ship-owninginterests was, of course, a brilliantmove by Dr. van der Bijlto ensure a working knowledgebeing available for the operationof our ships at sea. Few SouthAfricans had any experience atthe time. Although the head officewas in Cape Town, the dayto day scheduling and charteringwas virtually controlled in NewYork.Monthly SailingsSafmarine started out with amonthly sailing to the U.S.A..subsequently increased to oncea fortnight. In 1950 we decidedto enter the U.K. trade. Easiersaid than done. It is not generallyknown that neither Safmarinenor S.A. Lines, which wasalso formed about that time,were allowed to join the powerfulconference of shipping linesthat served South Africa, andwhich in fact, was contracted tothe South African Government.We had to appeal to the Governmentand get it to take a hand inforcing the Conference Lines(under the Chairmanship, at thattime, of Sir Vernon Thompson)to accept Safmarine and S.A.Lines on a once a month sailingbasis to and from U.K. Mr. EricLouw was then Minister of EconomicAffairs and took on thejob for us.It took us another 10 yearsand many bitterly contestedmeetings before Safmarine wasallowed by conference to increaseits sailings from the WestCoast to 18 a year. Yet threeyears ago and virtually overnightwe more than doubled our interestsby taking over the SpringbokLine from the British and CommonwealthGroup. In doing sowe gained the equivalent of fortnightlysailings to the East Coastof U.K. and the Continent andother valuable rights.A series of misfortunes occurredto Safmarine, starting withDr. van der Bijl's death in 1949and followed a few months laterby that of Mr. A. S. Hersov, whobecame chairman in his place.Sir Ernest Oppenheimer resignedfrom the board and Mr. S. G.Mcnell, who had taken the chair,also withdrew in October, 1951.As a result of an unsuccessfulresponse to Safmarine's publicoffer of shares in 1947, both theAnglo and Anglo Transvaal hadbecome possessed of large blocksof shares and these were now offeredfor sale.JOIN THE NAVY LEAGUEThe object of the Navy League In Australia, likeits older counterpart, the Navy League in Britain,la to insist by all means at Its disposal upon thevital importance of Sea Power to the British Commonwealthof Nations. The League sponsors theAustralian Sea Cadet Corps by giving technical seaThe League consists of Fellows (Annual or Life) and Associates.All British subjects who signify approval to the objects of the League are eligible.training to and instilling naval training in boys whointend to serve in Naval or Merchant services andalso to those sea-minded boys who do not Intendto follow a sea career, but who, given this knowledgewill form a valuable Reserve for the Naval Service.MAY WE A8K YOU TO JOIN and swell our members so that the Navy League In Australia may be widelyknown and exercise an important influence In the life of the Australian Nation?For particulars, contact The Secretary, 66 Clarence Street, Sydney, N.S.W.,or The Secretary, Room 8, 8th Floor, 528 Collins Street, Melbourne, CI, Victoria.or one of the Hon. Secretaries at:# Box 376E, G.P.O.. Brisbane, Queensland# 11 Qoorn Street, Sandy Bay, Hobart, TiSJ C/- II.M.A.S. "Melville". Darwin, NT16# 30 Firie Street, Adelaide, S.A.# 182 Coode Street, Como, W.A.# 60 Limestone Ave., Atnstte, Canberra, A.C.T.THE NAVY. ISouth Africa had never beenshipping minded and provedtheir consistency once again, sothat our American partners addedto their holdings to the extentof becoming 54 per cent, controllersof the company and theClan Line in Britain obtained afairly large slice of the availableshares. This started their interestin Safmarine as a shareholder.My co-directors did me the honourof electing me chairman inOctober, 1951.In 1955/56 Safmarine boughtfour ships, SOUTH AFRICANMERCHANT. SOUTH AFRI­CAN PIONEER, SOUTH AF­RICAN TRADER and SOUTHAFRICAN TRANSPORTER, ofabout 12,400 tons each, thusbringing its owned fleet to seven,but at that stage the companyowed about £1,250,000 on thr.last of these purchases. Businesswas still brisk, the company wasdoing well, but events were leadingup to the Suez crisis.The CrackThe crack came soon after theSuez Canal was reopened andworld-wide shipping has experienceda long five year of overtonnagingon the high seas andconditions bordering on a slump.In May, 1959, the States MarineCorporation of New Yorkdecided to apply for an Americansubsidy and preliminary tothat application had to relievethemselves of all foreign investmentswhere a competitive elementexisted. They gave us twomonths' notice of their desire tosell out completely and sever allconnection with Safmarine.Safmarine was faced with theneed to find a buyer fp; 54 percent, of its shares and a sponsorto take over a ship's mortgageof about £1,250,000 all in 60days.That was when once again weappealed to the Government, Dr.Diederichs being the particularMinister, and the Industrial De-JANUARY-FEBRUARY, IMS~ 'velopment Corporation of S.A.,Ltd., investigated and within therequired time bought back forSouth Africa this controlling interestin the company. By thistime the Clan Line, later Britishand Commonwealth, had gatheredtogether some 28 per cent,of Safmarine shares.These two major shareholdersgot together a year or solater and reached the agreementwhereby Safmarine bought theSpringbok Line, previouslyknown as the Bullard King Line,increased its own capital from£800,000 to £3,200,000, expungedits previous debt of over£1,000,000, jumped from sevenowned ships to 14 and rejoicedin the fact that £500,000 lay inthe bank. Four of those ships,SOUTH AFRICAN FARMER.SOUTH AFRICAN FINANCI­ER, SOUTH AFRICAN SCI­ENTIST and SOUTH AFRI­CAN SCULPTOR, which wereuneconomical to operate, weresold so that we now own 10 generalcargo ships but operateabout 20 to cover our variousservices which bring us intopretty tough world-wide competition,including the Americansubsidised lines on the U.S.A.route, the British companies onthe U.K. Coasts and mainly theDutch and Germans of the Continentalsin Europe.Two TankersTwo further moves were initiatedby Safmarine last year.One was signing of a contractwith the African Metals Corporationand I.DC. in conjunctionwith the Macrsk Line ofDenmark, whereby the last twocompanies would provide shipswhich Safmarine would manage,to convey for 10 years, 500,000tons of pig iron a year from Durbanto Japan. Two tankers havebeen bought and are being convertedto bulk carriers which willstart operations from Durban inJuly this year. They will benamed SAFDAN HELENE andSAFDEN YVONNE.The second innovation was thedecision to enter the refrigerated,or "reefer" trade, South Africato Europe. This involved an interestingand detailed investigationinto the best type of vesselto provide. After our close collaborationwith the PerishableProducts Export Control Board,a new ship was designed andsuccessfully tested in experimentaltanks in Europe.One ship, m.v. LANGKLOOF,was built in Rotterdam and threem.v. LETABA, m.v. DRAKEN-STEIN and m.v. TZANEEN toour orde; and specification inGreenock, Scotland.Two of these ships are alreadyin operation for us, the next willget to Cape Town soon and thefourth was launched in April.These ships, fully equipped andstored, will cost in the vicinityof £1,800,000 each, thus representinganother investment ofsomething over £7,000,000 payablefor the most part over thenext five to seven years. One hasalready been paid for in full andsatisfactory arrangements havebeen concluded in regard to theoperation and financing of theother three. These acquisitionshave put Safmarine into the forefrontas a transporter of cooledand frozen fruit because in a fullseason we would hope to moveabout 175,000 tons a year.These several achievements,accomplished at a time whenshipping was and relatively stillis, at low ebb, indicate the deepseatedconfidence of our majorshareholders and the board ifdirectors in South Africa's future.They exhibit also the intentionof Safmarine within therealms of economic liability totake part wherever possible inmajor movements of cargo to orfrom South Africa. The considerableattention being displayedby all sectors of the South Africanbusiness community in the17

development of this shipping activityappears to reveal that theinterest in the shipping trade andcargoes was latent in South Africansrather than absent.So far as Safmarine is concerned,we believe that our foreignearnings, our ship, the employmentwe give at sea to anincreasing number of Whites andCape Coloured, the purchasesand repairs we make in thiscountry and the contribution wemake to the foreign businesspicture, all materially assist theeconomy of South Africa. Thecountry's industries have built upenormously in the past 25 yearsand look like leaping ahead furtherin this active spell SouthAfrica is now having.ConfidentSafmarine. and that includeseveryone in the organisation, remainconfident about South Africa'sfuture, therefore we continueto investigate every opportunityto take part in all worthwhilesectors of the country's tradewith overseas. The possession ofa merchant marine is vital toany industrial country's economicoutlook to say nothing of itsimportance in time of war. Wefully acknowledge the debtowed by South Africa to thosecompanies that have served SouthAfrica well over the many yearsand we believe they should continueto receive support.However, our merchant fleetis still small when compared withthe vast tonnage afloat servingthe sea routes of the world; wetherefore also believe that weare on the right lines, and providedcommerce and industrycontinue to support us, whichmeans—directly and indirectly,every single South African—thislusty infant will develop throughhealthy adolescence to a maturitythat will allow our national vesselsto carry an appropriate shareof South African trade.CO-ORDINATOROFNAVALSAFETYThe Minister for the Navy.Mr. Chaney, has announced theappointment of a Co-ordinalorof Naval Safety.The Prime Minister referredto the establishment of a permanentNaval organisation for accidentinvestigation in his statementto Parliament following theRoyal Commissioner's Reporton the MELBOURNE/VOYA­GER collision.The Co-ordinator of NavalSafety will be Commander DavidNicholls, a former NavalOfficer-in-Charge in South Australia,who has been serving atNavy Office as Director of PersonalServices.The primary function of thenew position will be the development,promotion and co-ordinationof all aspects of shipand aircraft safety in the R.A.N.The Co-ordinator will advise onmeasures for the prevention ofaccidents arising from operationsand training. Also, accompaniedby appropriate specialist advisers,he will personally and immediatelyinvestigate any shipor aircraft accidents. This procedurewill operate in additionto the existing system of Boardsof Inquiry.Mr. Chaney also said that thespecial Ministerial committeewhich the Government establishedfollowing the VOYAGERreport had held a series ofmeetings and were giving considerationto a range of mattersaffecting Naval administration,including organisation, operationalprocedures and personnelpolicy.A ROSEGROWER BY ANYOTHER NAME . . .One of P & O - Orient's mostcolourful passengers arrived inFremantle aboard the linerORIANA on January 8.He is Harry Wheatcroft—"•England's Ambassador ofroses".Harry travels all over theworld searching for new rosesand judging international flowershows.The most famous rose Harryhas introduced to England is'Peace'. A million bushes arcnow sold every year.But the man is almost as famousas his blooms. He is tall,flamboyant. mutton-chop-whiskeredand has been quoted assaying, "I dress for comfort, and1 like colour in dress as in roses.. . . Men are too timid about thecolours they wear." (Last yearhe was awarded the GeorgeBryan (Beau) Brummell plaquefor "exemplary standards in thechoice and wearing of clothes.)Harry began growing roses atthe end of World War I. Now65, he has accumulated so manyawards that he has lost count.Some of his roses arc namedafter members of his family.There's a "Dorothy Wheatcroft"rose honouring his wife.Mr. and Mrs. Wheatcroft arevisiting their daughter Josephine(Harry's also named a rose afterher) who is now Mrs. Roy Simons,a doctor's wife in Perth.They will rejoin ORIANA inFremantle one trip later, arrivingSydney on April 6.And if Australians ask HarryWheatcroft his favourite rose,the stock answer will be: "Myfavourite rose is always the oneI happen to be looking at . . ."-Footnote: Harry's father livedin Sydney as a young man andwas one of the workmen whobuilt the Town Hall.THE NAVY• - "MISSILE LAUNCHINGSUCCESSFULThe R.A.N, frigate, H.M.A.S.PARRAMATTA, has successfullylaunched its first missiles atsea.The launching of the SEACATsea-to-air missiles was carriedout in a Naval firing area off thecoast of New South Wales recently.The PARRAMATTA launcheda ceries of missiles at Navypilotless target aircraft, whichare operated by remote control.H.M.A.S. PARRAMATTAand H.M.A.S. YARRA werefitted with the SEACAT missilesystem during their recent refits.YARRA has yet to test its missilesystem.Australia's newest warship.H.M.A.S. DERWENT. which isat present serving in South EastAsia, was the first R.A.N, shipto be equipped with the missilesystem.The "SEACAf" is a solidfuel, anti-aircraft missile. Themissiles can be launched in rapidsuccession and are radio controlledonto their targets.JANUARY-FEBRUARY. 1965H.M.A.S. DUCHESSSails for Far EastH.M.A.S. DUCHESS, picturedbelow at a buoy, which is on loanfrom the R.N. to replaceH.M.A.S. VOYAGER, sailedfrom Sydney early in January forthe Far East.H.M.A.S. DUCHESS will relieveH.M.A.S. VAMPIRE.which has been serving in theStrategic Reserve for the lastnine months.She is expected to return to Sydneyon 12th February.Commander I. BURNSIDE.Captain of H.M.A.S. DUCHE8S~-.. i

" : . • " • • " • ' • '- .......'• «UpnjUHBOOK REVIEW•THE RUSSIAN CONVOYS",by B. B. Schofield(B. T. Batsford Ltd., London.)Price in Aust., 46/-, Post andPacking, 2/3. Our copy from:Technical Book and MagazineCo., Pty. Ltd., 295-299 SwanstonStreet, Melbourne, Vic.After France fell to Germanyin World War 11, Hitler's decisionto invade Russia started athree and a half years strugglein the freezing seas north ofNorway. The safe delivery ofAllied war material to Russiawas vital to her survival. Shecould not have halted the Germanadvance without this aid.Both sides recognised this fact,and the Allied convoys had tobattle against, not only a determinedand wily foe, but againstthe frozen spray, the ice andcold, the continuous darkness ofwinter, and the absence of darknessin summer.The excellent map on pages12-13 shows the winter andsummer routes of the convoys,and makes an interesting study.In fact, all the maps and diagramsare very clear and informative.After Japan entered thewar, American aid increased thesupplies to be convoyed to Russia,and the problem of transportationbecame acute.Mr. Schofield gives us a verydetailed history of the Arcticconvoys and what appears to bea balanced assessment of theirvalue. He feels that the strategywhich kept the convoys goingfor so long was unsound, andthat efforts should have beenmade to develop the supply routethrough the Persian Gulf andIran. He has nothing but unstintedpraise for the spirit andcourage of the men who mannedthe ships, and concedes thevalue of the convoys, though heSUBMARINE ERA DRAWSTO A CLOSEIn six years 19 new dieseland battery-driven submarineshave been commissioned forservice in the Royal Navy. Allthese vessels have been developedfrom the prototype, H.M.S.PORPOISE, and represent theprogress made with the Porpoiseand Oberon Classes—the lasttype of non-nuclear submarinesexpected to be built for theNavy.The end of an era in submarineconstruction drew nearerto its close when H.M.S.OPOSSUM, the eleventh of theOberon Class, was acceptedfrom Messrs Cammell Laird, atBirkenhead, by her commandingofficer, Lieutenant-CommanderW. L. Owen, R.N., on 5th June.There arc now only two moreOberons to be completed and,after this, construction will beconcentrated on nuclear-poweredsubmarines, unless there is achange of policy.This increases the importanceof the nuclear hunter-killerprogramme, of which H.M.S.DREADNOUGHT is the forerunner,but there are at presentonly two others of her type beingbuilt; the VALIANT, launpointsout that the price paidwas heavy. The Russians do notappear to have been as cooperativeas they might havebeen, as was neatly summed upby A. P. Herbert, in "Less Nonsense,"1944."We might have said 'Our shipping'son the stretchYou shall have all the tanks thatyou can fetch'But that is not the way we fightthis warWe give them tanks and takethem to the door."ched in December, 1963, andH.M.S. WARSP1TE, laid downin the same month. The nuclearhunter-killer programme is beinghampered by the Polaris project.The effect of this is now clearto see. It will be a long time beforethe Navy's hunter-killerstrength is again numericallyincreased to any significant degree.The 19 new submarines representan important replacementeffort, for the quality and capabilitiesof the Porpoise andOberon boats are widely recognised.They can remain submergedfor weeks, needing onlyto hoist their 'snorts' to rechargebatteries. The OPOSSUM, likeher predecessors, has advancedsonar equipment which will enableher to detect targets at greatdistances, and she will be ableto dive silently to intercept atunderwater speeds in excess of15 knots.A feature is her joystick controlgear. Sitting at a consolewhich resembles the flight deckcontrol panel of a large jet aircraft,one man can control thesubmarine's course and depth,and when desirable an automaticsteering and depth control devicecan be switched on. The complementof six officers and 57ratings would, in fact, be largerwithout this measure of automation.Developments in the tacticsof setting a submarine to catcha submarine are, however, soswift that these diesel and battery-poweredsubmarines, valuablethough they are, can neverbe as effective as the 'true nuclearsubmersible'. The need fornuclear hunter-killer submarinesmay, therefore, be expected toincrease more rapidly than presentplanning appears to caterfor.THE NAVYSEA CADET NOTEST.S. ALBATROSSPRIZEGIVINGGrowth of Navy Boon toCareersRapid expansion of the Navywould increase opportunities foryoung men joining the service.Commander D. C. Johns told seacadets and their parents.Commander Johns, of theNaval air station. H.M.A.S. Albatross,presented prizes tomembers of the Wollongong seacadet unit during the unit'spresentation ceremony andChristmas party.About 150 people attendedthe function in the sea cadetdepot. T.S. Albatross.Commander Johns said theNavy, like the other armed services,was now expanding rapidly."And in an expanding servicethere are more opportunities foreveryone." he said."If any of you want to joinin the next couple of years, Iwould say that with a little effortand a little thought you mustsucceed." he said.The commanding officer ofT.S. Albatross. Lieutenant D.Lindsay, said four cadets fromhe Wollongong unit would beginduties with the R.A.N, in 1965.One of these would join theNavy apprentice school, H.M.­A.S. NIRIMBA, and the others•vould join the junior recruitschool, H.M.A.S. LEEUWIN, inWestern Australia.For Hong KongA fifth cadet, joining the Mcr-•hant Marine, left for Hongsong on December 28.Lieutenant Lindsay said theWollongong unit now had aJANUARY-FEBRUARY. IMSstrength of 56 senior cadets and10 junior cadets.Cadets who received awardswere:SeniorParade attendance, work partyattendance,best notebook, mostefficient cadet, S. Shepherd;sport, H. Pease; marksman, J.Varndell; highest money raiser,R. Rutton; special parade attendance,D. Pease, W. Delia, S.Shepherd, J. Needham, G.Childs, L. Barker, W. Hoernig.JuniorWork party attendance, sports,marksman, S. Seabrook; paradeattendance, N. Needham; bestnotebook, H. Stevenson; mostefficient cadet, J. Dunne; highestmoney raisers, G. Roberts; specialparades, N. Needham.Tasmanian Cadets 9Field Gun CrewThe Launceston Division ofthe Australian Sea Cadet Corps,T.S. TAMAR, has raised aCadet Naval Field Gun Crewusing the traditional 12 pounderNaval Field Gun of 1903 vintage.This field piece has alreadygiven displays on television andhas given a very creditable displayat the Launceston NationalShow in October, 1964.It would be of interest to knowwhether any other Sea CadetUnit in the Commonwealth hassuch a gun crew operating intheir unit.The drill carried out with thisweapon covers all phases of thedrill laid down in the Field GunHandbook, including interchangeof wheels from gun carriage andlimber, plus the actual firing ofthe gun using a fixed firing mechanismwith .303 blank cartridgeand a flash powder tosimulate actual firing.The average age of the Cadetsin this gun crew is 16 years.The crew itself has beentrained from the outset by SeaCadet Petty Officer InstructorR. T. Bell of T.S. TAMAR.

.a medical examination and signpapers clearing the Navy fromresponsibility for any injuriesthat might occur during theflight.The other two apprenticeswere not passed as medically fit,so I was the only one to takepart.During the morning of theday I was to fly, I had to attendinstructions on Sea Air Rescue(S.A.R.) where I was instructedin the correct procedure ofleaving the aircraft or bailingout in case of some accident.I was also instructed in howto use my Mae West and onemandinghy, and the most essentialitem—the parachute.I was issued with a flying suit,inner and outer helmet, throatand face microphone, and otherflying extras.I was very fortunate, for onthis day they were to practicefiring rockets with three planeseach firing four rockets.OS—In An AircraftIt was a strange sensation beingcatapulted.In less than two seconds theplane had covered 100 feet andwas moving at 110 knots, with apressure of nearly four "Gs"exerted on our bodies.After recovering from thelaunching, we travelled approximatelyten miles from the shipand fired a smoke flare into thesea for our target — with yourstruly doing the firing.We then climbed to an altitudeof some 5,000 feet anddived at an angle of thirty degreeswith a speed of 300 knotsdown to 1,500 feet, where wefired one of the rockets, immediatelypulling out and climbingback at the same steep angle.This put a pressure on thebody similar to that of beingcatapulted from the carrier, andit lasted for five or six seconds.The procedure was repeatedfor three further runs, until allthe rockets had been fired.We then practiced some formationflying, and returned andlanded back on the carrier.This was the part of our littleflying jaunt that perturbed memost, as for the past few daysI had been watching the pilotsdo their touch and go practiceand had seen how accurate theymust be.Fortunately, it all turned outwell and wc made a perfectlanding and stopped safely.Dropped in DinghyThe next great experience wasduring that night.Just before dusk we wereflown into Jervis Bay by helicopterto the Navy TrainingSchool airstrip and taken bytruck to the wharf, where wemade a trip out to sea in a smallboat.After dark 1 was lowered overthe side in a one-man dinghyand left there to be picked up—some twenty minutes later—bythe helicopter.There I was, floating all alonesome miles from the shore withonly two very small lights—oneon my Mae West and one onthe dinghy.It was the helicopter pilot'sjob to find me and pick me outof the water and return me tothe carrier.This was done by hoveringabout thirty feet above thedinghy and lowering a mandown on a cable with a stropwhich he put around me underthe arms, after which theywound me up into the helicopter.This was practice in case thehelicopter might have to pick upa pilot who had been forced toditch his plane at night.I am pleased to be able toreport that they were most efficient,both in finding me and inrescuing me.My other flying experienceconsisted of stand by duty, withthe helicopter hovering a hundredyards or so away from theship when the planes were takingoff or landing, so that itcould immediately pick up anypilot whose plane might land inthe sea.These helicopters carry radarequipment for tracking submarines,and one of our exerciseswas to locate and destroy an"enemy" submarine by trackinghim on our radar and droppinga homing torpedo close by,which homed on the submarineand "sank" it.All in all, 1 had about sixhours' flying, an experience Ishall always remember.Never a Dull MomentWhen the planes were notflying, the ship was undergoingother exercises—for example, agas attack where everyone hadto use his gas mask and certainparts of the ship were locked andsealed off.What with "atomic attacks","fire", "flooding" and so on,there was something on all thetime, and there was never a dullmoment.After a few days at sea, wewere joined by ANZAC, the escortdestroyer, which took overthe role of stand by or Sea AirRescue for night flying.One day we had gunnery practice.A plane towing a target aboutsix hundred yards behind it flewover the ship, and gunnery crewstried to destroy the target.ANZAC also took part in thisexercise.The fortnight flew by all tooquickly, and soon we were backto resume our civilian life.Naturally, I am most gratefulto the Navy for the experience,but the feeling that comes uppermostto my mind is respect—respect for the smooth efficiencythat characterised every operationI saw.THE NAVtVOLUNTEERS FOR NAVY'SEMERGENCY RESERVEOfficers and men in the CitizenNaval Forces who havethe necessary qualifications arebeing invited to volunteer for theNavy's new Emergency Reserve.The Minister for the Navy,Mr. Chaney, said recently thatthe invitation was contained inletters being sent to members ofthe C.N.F. throughout Australia.Details of the scheme were alsobeing announced on a local levelby Uie various Naval ReserveTraining Establishments in allStates.Retiring members of the PermanentNaval Forces were alsobeing invited to join the EmergencyReserve.Mr. Chaney said the volunteersfor the Emergency Reservehad to be capable of filling animmediate job in the Navy ifthey were called up. This meantthat only trained men could beaccepted for the new Force. Theage limit for entry was 48.Invitations were going tomembers of the Royal AustralianFleet Reserve, officers on theEmergency List, and selectedmembers of the R.A.N.R. andR.A.N.V.R.The Royal Australian FleetReserve consists of former ratingsof the Permanent NavalForces, while the EmergencyList comprises former officers.Only those ratings who have leftthe Navy in the last five yearsare eligible to join the EmergencyForce.A total strength of about2,000 volunteers is planned forthe R.A.N. Emergency Reserve.This will be a third Force, quiteseparate from the PermanentNaval Forces on the one hand,and the Citizen Naval Forces onthe other.Members of the EmergencyReserve will undertake thirteendays paid training each year.They will receive a bounty of£100 in the first year, and furtherannual payments rising toa maximum yearly bounty of£175 after four years. Wheneverthey were called up for continuousservice, the members of theEmergency Reserve would receivea gratuity of £55.H.M.A.S. VENDETTA, who recently returned frou the Far East and fa) at present reflltlnr. It toanticipated ahe will Join the Fleet next month./JANIMRY-FEBBUARx-, 1965

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largest powerhouseever fittedto an Australian-built shipThe Australian National Line, planning its passengervehicleferry, "Empress of Australia", realised she wouldneed an abnormal supply of A.C. electric power. Apartfrom normal consumption, there had to be power tooperate lifts for stowing motor vehicles, includingheavily-laden semi-trailers, plus power for the electricallyoperated bow propcllor which would enable berthingwithout tugs. The ship's builders commissioned 'EnglishElectric' to solve the problems and supply and instalall electrical systems ana switchboards.Four 'English Electric' dicscl alternator sets totalling2,400 kilowatts were supplied — the most powerful auxiliarygenerating plant to be fitted in an Australian-builtship. Also installed was an 'English Electric' 650 b.h.p.electric motor drawing power from the sets, to drive thebow propeller. "Empress of Australia" is another exampleof how increasing numbers of Australia's projects ofNational — and vital — importance are relying on 'EnglishElectric' equipment and experienced personnel. On alllevels — private, public and Governmental — 'EnglishElectric' is continually contributing to the growth ofAustralia's Industrial Power.THEENGLISH ELECTRICCOMPANY OF AUSTRALIA PTY. LTD.Sydney & Newcastle • Brisbane • MelbourneHobart • Adelaide • PerthPrinted by C. H. Miller, 40 Jersey Street. Marrickvllle1069

'•M*\ MUCHELL LI°°ARV

m NAVYVol. 27 MARCH-APRIL, 1965 No. 3The Official Organ of the Navy League of AustraliaCONTENTSPageNAMES SELECTED FOR NEW FRIGATES 2SEA CADET UNIT HONOURS THE LATE COMMODOREMORROWtVALUE OF AUSTRALIAN SEA CADET CORPS 3"EMPRESS OF AUSTRALIA" BOOSTS MARITIME POTEN­TIALSH.M.A.SUBMARINE A.K.2 — LOSS IN THE DARDANELLES 1COMMONWEALTH SECRETARY SPEAKS TO NEW ZEALANDSOCIETYItMALAYSIANS TRAIN WITH HANISNEW CHIEF OF NAVAL STAFF 17"VOYAGER" GALLANTRY AWARDS 1»CABLE SHIPS — 134,000 MILES UNDER THE SEA «Plus Sundry Stories and PhotographsPublished by the Navy League of Australia.66 Clarence St.. Sydney, MA 8784. Postal Address, Box 1719, G.P.O.Advertising Enquiries: The Navy, 5th Floor, 222 Clarence St., Sydney.I•STANDARD DECK CRANESELECTRO HYDRAULIC-infinitely variable in all motionsALTERNATELY DIESEL HYDRAULIC3 TONS CAPACITY6 TONS CAPACITY15 TONS CAPACITY21 TONS CAPACITYManufactured and Supplied byFAVELLE INDUSTRIES PTY. LTD.300-310 BOTANY ROAD, ALKXANDRIA. PHONK: 69-6654THE NAVY LEAGUE OF AUSTRALIAPATRON:The Governor-General. His Excellency The Right Honourable Viscount De Lisle, V.C.. P.C.. G.C M.G.. O.C.V.O , Kt, of 8t. ».FEDERAL COUNCIL:President: Rear Admiral H, A. Showers.C.B.E.Deputy President: Lieut. Cdr J. B.Ho»ff, V R.D, R.A.N.V.R.Secretary; Lieut. Cdr. L. Mackay-Crulse.R.A.N.R.New South Wales Division:Patron: His Excellency, The Governor ofNew South Wales.President; Rear Admiral H. A. Showers.CB.E.Secretary: Lieut. Cdr, A. A. Andrews.MB.E., RAN, Retd . 28 Royal Street,Chatswood, Sydney.Victorian Division:Patron: His Excellency. The Governor ofVictoria.President. Rendall H. Collins. Esq.Secretary: Miss E. C. Shorrocks. S3*Coi:ins Street, Melbourne.Representatives of the Saral Board;Director of Naval Reserves. CaptainI. K Purvis. R.A.N.; Lieut Cdr. E. D.Sandbers, R.A.N.Queensland Division:Patron: His Excellency. The Governor ofQueensland.President: Cdr. N. S. Pixley. M.B.E..V.R.D., R.A.N.R. iRetd.l.Hon. Sec: O. B. O'Neill. Esq. Box 376E..G.P.O., Brisbane.Australian Capital TerritoryDivision:President: Lt. Cdr. J. B. Howse, V.R.D.,R.A.N.V.R.Hon. Sec: Lieut. Cdr. O. M Blake,R.A.N.V.R.. 60 Limestone Avenue.Alnslle. ACT.Northern Territory Division:Patron: His Honour the Administrator.President: Lieut. Cdr. J. J. Ravenscroft.V.R.D.. R.A.N.R.Hon. Sec: Mrs. V. M. Slide, c/- H.M.A.S."Melville", Darwin, NTSouth Australian Division:Patron: His Excellency. The Governor ofSouth Australia.President: F. M. Dunn. Esq.Hon. Sec: R. R. Sutton, Esq., 30 PlrlaStreet. Adelaide.Tasmanlan Division:patron: Vice Admiral sir Ouy Wya tl,K.B.B.. C.B.. R.N.President: Cdr. A. H. Green. O B E.,D.6.C.. R.A.N. (Retd.i.Hon. Sec: Lt.-Cmdr. J. C. Maboa.R.A.N.R.. 11 Quern Street, Sanuy Bar,Hobart, Tas.Western Australian Division:Patron: His Excellency. The Governor ofWestern Australia.President: Roland Smith, Esq.Hon. Sec: R. A. Hannah. Esq.. It3 CooooStreet. Come W.A.AUSTRALIAN SEA CADET COUNCIL:\ctv League;A Representative from each Navy Leaura*Rear Admiral H. A. Showers. C.B.E.Division, also—Lieut. Cdr. J. B. Howse. V.R.D..R AN.VJt.8.C. Cdr. L. E. Porsytbe.Lieut. Cdr. T. O Evans, R.A N V.R.Hon. Sec: Lieut Cdr. L. Uackay-Cruise. R.AN.R.•MARCH-APRIL, 1965

'"-WWAT YOUR SERVICEFor YourHolidayRequirements•Information and BookingsCall or TelephoneHOWARD SMITHTRAVEL CENTRESSYDNEY269 George St. Tel.: 27-5611MELBOURNE522 Collins St. Tel: 62-3711PORT ADELAIDE3 Todd Street. Tel.: 4-1461FREMANTLE1 Mouatt St. Tel.: 5-1071NEWCASTLE16 Watt Street. Tel.: 2-4711CAIRNSIS Abbott St. Tel.: 2115'6BALLARATCnr. Lydlard and Mair Sts.Tel.: 2-5462t w w w *1WWfWWWWfMtMARITIMEMAINTENANCEPTY. LTD.For:• Rust Elimination• Tank Cleaning• Flame Scaling• Cleaning and Painting jandAll forms of Ships'Husbandry and ServiceConsult:MARITIMEMAINTENANCEPTY. LTD.SMI House, Sydney29-14*8 37-8106(Day)(Nitfct)>«^«>d*dft#tfpi#>*******«i***»*»«p^**>*****.>NAMES SELECTED FORNEW FRIGATESThe names selected for twonew Australian warships willprovide an association with twoState capitals, and with the earlyhistory of the Royal AustralianNavy.It was announced recentlythat the two new anti-submarinefrigates currently being built inAustralia would be named TOR-RENS and SWAN.In continuing the policy ofnaming frigates after Autsralianrivers, the R.A.N, has establishednew links with Adelaideand Perth. Also, the names perpetuatedthe memory of the torpedoboat destroyers built forthe R.A.N.'s first fleet half acentury ago.The new H.M.A.S. TORRENSwill be the second ship of hername; the first was a torpedoboat destroyer, commissioned in1916. The new H.M.A.S. SWANwill be the third ship namedafter Perth's famous river. Thefirst SWAN was one of the earlytorpedo boat destroyers, whilethe second SWAN was a WorldWar Two sloop which continuedin service until 1962 as a cadettraining ship.Mr. Chaney, the Minister forthe Navy, said he was particularlypleased that one of the newfrigates would have a close associationwith Adelaide. His colleague,the Minister for the Army,Dr. Forbes, who had serveda term as Navy Minister, hadbeen anxious to have a SouthAustralian name back in theAustralian Combat Fleet.Mr. Chaney said that to enablethe name of Adelaide's riverto be given to the new frigate,it had been necessary to changethe official ship name of the Navyshore establishment in PortAdelaide. This had been knownas H.M.A.S. TORRENS sinceSEA CADET UNITHONOURSFORMER NAVAL OFFICERA new Sea Cadet Unit beingofficially established at Geraldton,in Western Australia, willperpetuate the name of a distinguishedofficer of the RoyalAustralian Navy.The Minister for the Navy,Mr. Chaney, said recently thatthe Naval Board had approvedthe formation of the new unit.It would be named TrainingShip MORROW.The late Commodore J. C."Copper" Morrow had an outstandingrecord as a destroyercaptain in the Second WorldWar. being awarded the D.S.O.and the D.S.C. In the post-waryears, he won wide popularity inWestern Australia during nearlythree years as Naval Officer-in-Charge (1956-59). He travelledextensively in Western Australiain the performance of his Navalduties. Commodore Morrow retiredfrom the R.A.N, in 1960after a career of 41 years. Hedied in 1963.Mr. Chaney said that as aWest Australian, he warmlywelcomed this gesture to the lateCommodore Morrow. It was thefirst time that a former Navalofficer had been honoured in thisway.The Geraldton Unit has beengiven "Corvette" status, with astrength of between 30-60 cadets.It is the 6th Sea Cadet Unitin Western Australia, and bringsthe total number of units inAustralia to 39.The Australian Sea CadetCorps is run jointly by the NavyLeague and the R.A.N.1940, but as from the 1st Marchwould be called H.M.A.S. EN­COUNTER. The new name wastaken from South Australia'sEncounter Bay.Value of theAustralian Sea Cadet CorpsBy Captain I. K. PURVIS, R.A.N., Director of Naval Reserves1 have been asked to write an The numbers who join eacharticle on the value of Sea year vary considerably amongCadets. No limits are set to the the 39 units which exist at thelength or scope of the article time of writing. There are sixso. to begin, 1 fall back on the units in W.A., one in Darwin,tattered dictionary which adorns two in South Australia, six inthe bookshelves of the office of Tasmania, eight in Victoria,the Director of Naval Reserves, eight in N.S.W., seven inwho incidentally has an overallQueensland and one in theresponsibility for administeringthe Sea Cadets on the NavalA.C.T. There is a total of aboutside.Value (Val'-U (L.) value, beworth) worth; the property orproperties of a thing which renderit useful; utility; price;amount obtainable in exchangefor a thing; equivalent; importance,etc. — so runs the dictionary.Selecting one of these meaningsat random, I take "price".Everybody talks of cost effectivenessthese days; that is tosay, everybody who has a fingeron the public purse and it hasnot escaped attention that theNavy spends something like£40,000 a year on the AustralianSea Cadet Corps. This brings uso another of the meaningsquoted—"the amount obtainablein exchange for a thing". Peopledo ask what the Navy gets inreturn and in the case of theVS.C.C. the usual currency formeasuring this facet of value is[he number of Sea Cadets whojoin the R.A.N. Expressed as apercentage of the total numbersof Sea Cadets who are eligibleby age for all or any of theavenues of entry to the Navy weget a figure of around 10%. Interms of the Navy's total recruitintake, the A.S.C.C. suppliesabout 4%.2,000 sea cadets in the country,supervised by 300 officers andinstructors.The Navy League and theNavy share the responsibility forthe A.S.C.C. The Navy providesuniform, boats, stores and controlstraining. It approves selectionof officers and instructorsas well as paying them an annualallowance. The Navy Leagueis responsible for the social andmoral welfare of the corps, theformation of new Units with theNaval Board's approval, and theprovision of accommodation andbuildings except when the Navycan assist by providing headquartersand training facilities innaval establishments.This is a very brief review ofwhat goes on behind the scenesin the administrative side andthe dry facts of value for money.What of the more human sideof the coin?A very human side is the finecontribution made by the parents,friends and civic authorities,who take an active interestin the Sea Cadets. By their personalefforts they raise money toprovide headquarters buildings,extra boats and gear, and notleast, meals and snacks for hungrysea cadets. A thought herefor devoted mothers who mendand press their sons' uniforms sothat they shall look smart onparade. I venture to suggest thatthese kind people who supporttheir local sea cadet unit receivegood value in return for theirefforts.But, reverting to the value ofthe A.S.C.C. and its members:Back to the dictionary again andwe find "the property or propertiesof a thing which render ituseful." It is necessary to visita Sea Cadet Unit to investigatethis. Go to a unit's headquarterson their weekly drill night andsee them on parade, perhapsbeing drilled by an ex-R.A.N.instructor who with firm competenceinstils the best of navalsmartness and discipline intothis group of say, 50 lads. Seethem pick up their feet andmove at the double to executean order, or observe the alertmanner with which they answersome question during instructionon the rules of the road at sea.Better still, stand on a jetty andwatch them take away a whalerunder sail.In these activities one sees thtreal value of the Sea CadetCorps movement. It is good forthe country as a youth movement,it is good for the Navy interms of future seamen, pettyofficers and officers and it is certainlygood for the lads themselves.So I say, with a final glanceat my dictionary, here is value,here is worth. It is to be foundin the Australian Sea CadetCorps.THE NAVYMARCH-APRIL, 1M».

•THE NAVY ISALWAYS AT WAR.Yes—the navy is always at war with corrosion and marinegrowths which attack the hulls of fighting ships. For mere thaneighty years the weapons to fight this war have been supplied toHer Majesty's Navies throughout the world by International Paints—world leaders in marine paints.Australia's Merchant Marine, the navy's partner in war, is alsoprotected by International Paints.All over the world, from over 1,000 distributing points, theproducts of International Paints are available. The same highquality goes into every can—whether marine paint or the famousRapid Interiux range of household finishes.Follow the navy's lead—protect your own boat, and your home.too, with International Paints. A complete range of enamels,undercoats and primers, together with Majora Rapid InterimPlastic Matt, Australia's foremost plastic paint, ensures that thereis an International Paint for every job.INTERNATIONALMAJORAUnmiiin Unit ol imilHUTKMM. 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WarM't Una* hU OrpaMfcn"EMPRESS"The "Empress of Australia"— now operating the longest>>pcn-sea roule for a roll-on.roll-off passenger and vehicleship—has proved ^>an outstandingsuccess.She can carry 250 passengers.91 cars, and 24 semi-trailersand approximately 120 carpopallets between the Australianmainland and Tasmania in .17hours.This is the fastest scheduledcrossing ever for the Bass Straitrun.At 12,036 gross tons, the"Empress" is the largest passengership ever built in Australia,and restores a direct linkbetween Sydney and Tasmaniafor the first time in 25 years.She is fully air-conditioned,fitted with stabilisers and has aclosed circuit television systemfor entertainment.She has a dance floor, indoorgames room, dining saloon,lounges and bars, sports andsun-baking decks, a special children'snursery, milk bar and>hop, and reading, writing, cardand smoke rooms.She is without doubt one ofi he most successful and importantventures in Australia'smaritime history.Public interest in the "Empress"was evident as thousandsof Sydney-siders farewelled herat the maiden voyage on 16thlanuary, 1965.Public comment about theservice and civility of the stewardsand the standard of excellenceof the food has all beenfavourable.In spite of the fact that thedemands for cargo space haveROOSTSMARITIME POTENTIALkept the "Empress" working tocapacity, it has proved possiblefor passengers' ears to be disembarkedjust over one hour afterdocking.The "Empress" makes threeround trips every two weeks betweenSydney and Tasmania andher sailings are integrated withthose of the "Princess of Tasmania"which sails five times aweek between Melbourne andDevonport"Empress" was designed bythe Australian ShipbuildingBoard and built at Cockatoo IslandDockyard in Sydney to therequirements of the GovernmentownedAustralian National Line.The public rooms on the"Empress" are outstanding fordecor and comfort. The largestpublic room is the 56 ft. by 60ft. smoke room which has acentral dance floor, surroundedby red leather upholstered armchairs and blue window seatsand benches.The smoke room has full barfacilities and steward service andits concealed lighting and naturaltimber finish give the rooma club-like atmosphere.In contrast, the main passengers'lounges have a softer andmore feminine finish. Carpets,curtains and leather chairs areall in lighter tones and semitransparentdrapes may be combinedwith sliding glass doors todivide the lounge into threesections.The main section is decoratedby an Australian motif mural,hand-painted on special tiles byartist Byram Mansell. The mainlounge is flanked on the portside by a smaller room contain-ing a piano and TV set, whileon the starboard side a similarlounge has been designed as aquiet reading and writing room.The dining saloon of the "Emperss"is the equivalent of ahigh-class restaurant, with a richblue carpet offset by drapes ofblue and gold. Natural timberfinishes have been widely used,with ceilings and walls panelledof Tasmanian Blackwood andOueensland Silver Ash.The "Empress" is a one-classship and has 124 cabins—fourberth,two-berth or singles. Someof the two and four berth accommodationhas been enlargedinto deluxe suites and these haveevery modern facility, includingattached bathrooms, ships telephoneand steward service.Every cabin on the ship hasits own individual air-conditioningcontrol.Other murals depicting Sydneyand Tasmania "past and present",Australian wild flowers,and aboriginal themes are locatedadjacent to the main staircaseand the shop.Fares on the "Empress" varyfrom £A17 to £A24 for a singlepassage, plus additional ratesfor cars depending on size. Specialconcessions are offered topersons making the three-stateround tour using both the "Empress"and the "Princess".The "Empress" incorporatesmany features which would beof value if the need ever arosefor her to be used as a troop andtank-carrying ship. She carries"de-gassing" equipment, and hervehicle deck is able to withstandthe loading of modern tanks.MARCH-APRIL, 1965..

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PACKETS PLAIN OR IODIZEDAT GROCERS EVERYWHEREDistributors:OCEAN SALT PROPRIETARY LTD.70 Pitt Street, SydneyPhone 28-9252 Order No. 28-3429jTHE NAVVH.M.A. Submarine A.E.2 loss in DardanellesOn the 16th of December.I''14 the situation in the Pacifichaving so far improved that asingle submarine was of littleuse. the Commonwealth Governmentoffered the A.E.2 for servicein European waters: the offerwas prompll) accepted, and shei>as sent with the Second Convoy(which left Albany on the31st of December I in tow of theBERRIMA — now merely atransport. As in the case of theA.E.I, rather less than half thesubmarine's crew consisted ofmen born in Australia.Then she disappeared frompublic \iew until the 12th ofMax. when a press cable fromLondon announced that she hadbeen sunk in the Sea of Marmora,and her crew taken prisonersby the Turks. An urgentenquiry elicited from the Admiraltythat this report wasbased on a Turkish official communique,otherwise unconfirmed:but on the l°th came moredefinite news:No communications havingbeen received, from submarineA.E.2 since 26th April, her lossmust be presumed. . . It wouldappear that three officers andseventeen men were taken prisoners.In April. 1916. it was further.iscertained (from a letter writtenb) Admiral dc Robeck) that"A.E.2 was the first submarineto make the passage of the Dardanellesinto the Sea of Marmora".But for the full accountof her achievements Australiahad to wait until the Armisticereleased her commander—Lieutenant-CommanderStoker—froma long and frequently brutalconfinement in Turkish prisons.Then for the first time it waslearned that she had been attached,on arrival in the Mediterranean,to the British squadronengaged in the Gallipoli op-MARCH-AFRIL, INSerations. Up to the 25th ofApril. |y|.S (Anzac Day), herpart in the fighting was quiteuneventful: but on that day Admiralde Robeck. commandingthe Eastern Mediterranean Fleet,gave Stoker written orders toattempt the passage of the straits,and added verbally that, whenthe Sea of Marmora was safelyreached, he might take whatmeasures he chose to blockenemy traffic between the Bosphorusand the Dardanelles.Keyes. de Robcck's chicf-ofstaff.suggested further that,should the A.E.2 get even as faras Chanak in the straits, sheshould endeavour to sink anyminedropping vessels she couldsee. and should "run amok generally".Two previous attempts to getthrough the Dardanelles hadcompletely failed; the obstructions,both natural (e.g., thestrength of the outward current)and artificial, were known to begreat; submarines diving evenat the entrance to the strait hadfrequently be swept ashore. Asan example of difficult and audacioussubmarine work, Stoker'sachievement ranks high, andit may therefore be told morefittingly in his own words thanin any paraphrase or summary."Having proceeded from theanchorage off Tenedos. I lay atentrance to Dardanelles until themoon set, and about 2.30 a.m.on April 25 entered the straitsat about 8 knots. SearchlightsTrom White Cliffs. Kephex Point,and Chanak were sweeping thestraits. Weather calm and clear.As the order to run amok in theNarrows precluded all possibilityof making the passage unseen,I decided to hold on thesurface as far as possible. As Iproceeded, the searchlights atWhite Cliffs, sweeping the lowerreaches of the strait, forced meto edge towards the northernshore. At about 4.30 a.m., beingthen not quite abreast ofSwandere River, a gun openedfire at about I i miles range fromthe northern shore. I immediatelydived, and at a depth of 70to 80 feet proceeded through theminefield. During the ensuinghalf-hour or so the scraping ofwires against the vessel's sideswas almost continuous, and ontwo occasions something caughtup forward and continued toknock for some considerable timebefore breaking loose and scrapingaway aft. Having risen twicefor observation in the minefield(which I considered necessary, asE.I5 had run ashore in this vicinity),on arising the third timeI found the vessel in good position,rather over to the northernside of the straits, and approachingthe Narrows, some two milesdistant. The time was then about6 a.m. In order to take stock ofthe situation I remained at 20feet with periscope up."The sea being a flat calm,the periscope was immediatelysighted, and a heavy fire wasopened from forts on both sidesof the Narrows; the accuracy ofthis fire made observationthrough the periscope difficult. Iobserved a hulk anchored offChanak on starboard side ofNarrows, and several destroyersand some small craft moving inhigher reaches. As the hulkmight be dropping mines, I decidedto attack it, and edgedover to starboard with that purpose.A small cruiser, judged tobe Peik e Shetrek type, previouslyunseen, now emerged frombehind the hulk. Believing thisto be more likely to carry mines,I considered it would be betterto attack it. At a range of threeto four hundred yards I fired thebow torpedo, at the same momentordering 70 feet in order

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BUY A PACKET TODAY!REACH FOR SWAUOW'Senjoythe belter baking!V p.m.. 1 rose to the surface,found no ships in sight, andcommenced to charge batteries.No ships passed in straits duringthe night."About 4 a.m. on April 26 Iproceeded on surface up straits;just before dawn sighted shipsahead, and dived to attack. Assoon as light permitted, I observedthrough periscope twoships approaching — probablysmall ship leading, and largership astern—both men o'war.Sea was glassy calm, and I approachedwith periscope down.On hoisting periscope (trainedon port beam) I observed shipon line of sight of port tube. Iimmediately fired, and ship alteredcourse and torpedo missed.I then discovered I had fired atleading ship and found it impossibleto bring another tube tobear on second ship (a battleshipo! Barbarossa class) with reasonablechance of success. I thereforedid not fire. I attribute thisfailure to the state of the sea andrm personal error in overdoingan unseen attack."I continued on course throughstraits, examined the Gallipolianchorage and found no shipworthy of attack, so proceededon into Sea of Marmora, whichwas entered about 9 a.m."About 9.30 a.m. sighted severalships ahead approachingseparately on zigzag courses.A.E.2 carried no gun. and hadonly eight torpedoes, of whichtwo were already expended; Ihad no intelligence as to the natureof ship likely to be met with,and these ships flew no flag. 1considered that, until anothersubmarine joined me in the Seaof Marmora, it was necessary toexercise great care in the expenditureof torpedoes. I thereforedecided not to fire unless I wascertain of troops being on boardthe enemy ship, and with thisintention dived up close to theforemost ship—a tramp of about2.000 tons. Passing about 200yards abeam of her, I could seeno sign of troops or ammunition:but, as I passed under herstern, she ran up colours andopened rifle-fire at periscope. Ithen dived over to next ship,and attacked at 400 yards withstarboard beam torpedo. Thetorpedo failed to hit. I was unableto get within range of theother two ships. Rose to surfacehalf-an-hour later and spentremainder of day on surfacecharging batteries, making gooddefects, and examining fishingboats."Shortly after dark, when onsurface endeavouring to getwireless connection (in which wewere never successful) I was attackedand forced to dive bysmall vessel; throughout thenight, whenever we rose to surface,we were attacked by craftwithin half-an-hour and forcedto dive. The want of a gun wasa severe handicap at this time."At dawn on April 27, whilststill diving, sighted ship approachingfrom eastward, convoyedby two destroyers, oneahead of her and the other onstarboard beam. Dived pastleading destroyer and across thebows of another one, and firedbow torpedo at ship—a beamshot, distance 300 yards. Thetorpedo's engine failed to start,and destroyer, attempting toram. precluded possibility ofsecond shot. No other shipspassed throughout the day. Atnight, in order to give the crewsome rest, lay on the bottom inArtaki Bay."On April 28 (a.m.) in deadcalm weather attacked smallship convoyed by two destroyers.Fired starboard beam torpedoat 300 yards' range. Torpedofailed to hit, and destroyer,attempting to ram. precludedchance of second shot."At dusk sighted two meno'war approaching at high speedfrom westward. Dived to attack,but when near ships it was toodark to see anything but smokeof one of them. Judging her tobe near, fired port torpedo,which failed to hit. Proceededtowards Gallipoli to reach nearestpoint to receiving ship in endeavourto get wireless connection."On April 29 at dawn divedtowards Gallipoli, and observedgunboat patrolling head of straitoff Eski Farnar Point. Divedunder gunboat down strait, andreturned up strait showing periscopein endeavour to give impressionthat another submarinehad come through. Destroyersand torpedo-boats came out toassist gunboat in pursuit; havingled all up towards Sea of Marmora,I dived back and examinedGallipoli anchorage, butfound nothing to attack. Steeredout towards Marmora, and, risingto observe some half-an-hourlater, found gunboat crossingline of fire of stem tube. As batterywas getting low, I wished ifpossible to end the pursuit, andfired at 700 yards' range. Gunboatdodged, and torpedo passedone yard ahead (this I afterwardslearnt). Pursuit then ceased, andI proceeded to rendezvous 5'north of Kara Burnu Point. Justbefore reaching rendezvous, E. 14rose close to port bow. CommandingOfficer of E.14 directedme to meet him at rendezvousat 10 a.m. next morning. Proceededto bay north of MarmoraIsland, and rested on bottom fornight."On April 30 at uaylight refittedexhaust-tank valve andproceeded to rendezvous. Arrivedat 10 a.m. and sightedtorpedo-boat approaching fromwestward. Dived to avoid torpedo-boat;whilst diving, sightedsmoke in Artaki Bay, so steeredsouth to investigate. AboutMARCH-APRIL, 1965

IKEEL LAYING FORMISMI I DKSTROYKRThe keel for the R.A.N.'sthird uuided missile destroyer,H.M.A*.S. BRISBANE was laidin the United States on the 15thFebruary.The keel laving ceremony tookplace in the Defoe Shipyards atBay City. Michigan.The Minister for Defence,Senator Shane Pallridge. attendedthe ceremony.All three ' CHARLES F.ADAMS Class guided missiledestroyers for the R.A.N, areheine built at the Defoe Yardsin Bay City. The first. H.M.A.S.PERTH, is to be commissioned!n Ma\. The second. H.M.A.S.SHIPS LEAVE FOR S.E. ASIAThe flagship. H.M.A.S. MEL­BOURNE, the frigate. H.M.-HOBART. will be completed towardsthe end of the year.The scheduled delivery datefor H.M.A.S. BRISBANE isSeptember. 1967.The CHARLES F. ADAMSdestroyers, the first Americanwarships obtained for theR.A.N., are versatile, all-purposeships with guided missilesystems for use against aircraftand submarines. Of 4.5(H) tons,they also have rapid firing 5-inchguns. The) are costing about£20-million each.AS. PARRAMATTA. and thefast replenishment (anker. H.M.­A.S. SUPPLY, left Sydney onWednesday. 24th February.The ships will serve with theBritish Commonwealth StrategicReserve, and take part in Commonwealthand SEATO exercises.It will be H.M.A.S. MEL­BOURNE'S regular, annual tourof duty with the Strategic Reserve.The Flag Officer Commanding(he Australian Fleet. RearAdmiral T. K. Morrison, will heliving his flag in H.M.A.S.MELBOURNE?tmmonwealth Secretary speaksto New Zealand Society12In the Strategic Reserve,PARRAMATTAwill relieve DUCHESS,one of the six R.A.N,vessels currently servingin S.E. Asia. DUCHESSreturned to Sydney on19th March.THE NAVYThe following are extractsrom the speech by Mr. Arthur3ottomley, Secretary of State forCommonwealth Relations, made:t the New Zealand SocietyJinner in London on Thursday4 2,65.If a poll were taken of the: .rst reaction of people in thiscountry to the words "New Zealand",I believe that all theAomen would immediately say"lamb", and all the men would•ay "All Blacks". I assure you,'lowever, that this should not belaken to mean that we regardNew Zealanders as "blacksheep".But it does suggest two of themany ties which bind us soMARCH-APRIL, 1965closely together — sport andtrade. And our relations in bothare, 1 like to think, marked bysimilar characteristics, a healthymixture of partnership and keen,indeed often fierce, partisanshipDefence and TradeThis is not the occasion for alengthy speech surveying all thefields in which our countries, despitethe great distance separatingthem, pursue a commonpath. I must, however, touch ontwo in particular, defence andtrade.Many of us saw the New Zealandsoldiers who mounted guardat Buckingham Palace last year.It may have served to remindsome, if any reminder wereneeded, of New Zealand's magnificentfighting record. No matterthe sacrifice, where the causehas been just. New Zealandershave been in the thick of it.We recall Gallipoli—that illfatedbut bold and imaginativeenterprise. We recall it particularlybecause of its link with thename of one who has been somuch in our hearts and mindsthese last few days. Sir WinstonChurchill. We remember, too,the tremendous exploits of NewZealand troops in the MiddleEast in World War II.Defence of MalaysiaNowadays, the call to the defenceof freedom may come frommuch nearer New Zealand's ownn

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ILaminatingMessageries MaritimesAMPBUILDING2 YOUNG STREETSYDNEYi H i: i u i; > c ii i i * KCastingSERVING AUSTRALIA SINCE I8H2You'd be sunk without(IRAPHOXK: 27-2«54Kpox) ResinsARALDITE R>tin- original Epoxy Resin forCoatingToolingFlooringBondingCIBA Company Pt\. Ltd., Orion Rd.. Lane Cove — Phone 42-0221Abo at Melbourne — Adelaide — BrisbaneTHE NAVV10.30 boat's nose suddenly rose,and boat broke surface about amile from torpedo-boat. Blewwater forward, but could not getboat to Jive. Torpedo-boat, tiring,got very close, and ship fromArtaki Bay. a gunboat, was alsofiring at range of about threemiles; flooded a forward tank,and Ixut suddenly took big inclinationdown b\ bows, anddived rapidly. A.E.2 was onlyfitted with l(X)-fooi depthgauges.This depth was quicklsreached and passed Went fuilspeed astern, and commenced toblow main ballast. After a considerableinterval the boat roserapidly, passed the 100-foolmark. and. in spite of efforts tocheck her. broke surface sternfirst. Within a few seconds theengine-room was hit. and holedin three places. Owing to thegreat inclination down by thebow. it was impossible to see thetorpedo-boat through the periscope,and I considered that anyattempt to ram her would beuseless. 1 therefore blew mainBUTTER OFPERFECTION'I \K( II-APRIL. IMSNEW CHIEF OF THENAVAL STAFFA new Chief of the NavalStaff began duty at Navy Officein Canberra on the 24th February.1965.He is Vice Admiral Alan Mc-Nicoll. C.B.E., G.M., who succeedsVice Admiral Sir HastingsHarrington. K.B.E., C.B.,D.S.O., in the R.A.N.'s top post.Admiral Harrington has beenChief of the Naval Staff andFirst Member of the Naval Boardballast and ordered all hands ondeck. Assisted by LieutenantFfannard. I then opened thetanks to flood and went on deck.The boat sank in a few minutesin about S3 fathoms, in approximateposition 4' north of KaraBurnu Point, at about 10.45a.m. All hands were picked upby the torpedo-boat, and nolives were lost."I have no explanation to offerof the original loss of trim ofthe boat. That many leaks hadbeen caused by the final bump,when aground in the Narrows,did not in my opinion satisfactorilyexplain the sudden rise ofthe bows. I believe an identicallysimilar case occurred in the firstyear of the war to submarineE. 11, Lieutenant-CommanderNasmith, when, in the presenceof enemy destroyers, the boatsuddenly rose by the bows, andall tanks had to be flooded tosink her to the bottom, as shewas fortunately in shallow water.On return to harbour she wasdocked for examination, but noreason for the extraordinary behaviourwas found."Finally, I have to bring toyour favourable notice the behaviourof the crew throughoutall the service herein specified.The manner in which they performedtheir duties was such asto earn the most complete recommendationthat I can possiblygive them."for the past three years.Admiral McNicoll took up hisnew appointment with the rankof Vice Admiral. Previously, asa Rear Admiral, he had beenFlag Officer-in-Charge of theNavy's East Australia Area.Admiral McNicoll has servedtwice before on the Naval Board,as Seiind and Fourth NavalMembers, and he is a formerFlag Officer Commanding theAustralian Fleet.Born in April 1908, he graduatedfrom the Royal AustralianNaval College in 1925. He wasawarded the George Medal in1941 for disarming torpedoes ina captured Italian submarineunder extremely hazardous conditions.Admiral Harrington's retirementmarks the end of a distinguishedcareer of 45 years inthe R.A.N. He entered the RoyalAustralian Naval College in1920, and graduated four yearslater. While commanding H.M.-A.S. YARRA in the SecondWorld War he was awarded theDistinguished Service Order andtwice Mentioned in Despatches.In a farewell message, AdmiralHarrington said:—"On the occasion of my retirementI thank all the officersand men of the Royal AustralianNavy for their service and loyaltyduring the period of myappointment as Chief of theNaval Staff. Many changes andheavier responsibilities lie aheadfor Australia and for the Navy.I am confident that you will meetthem successfully and with distinction."The traditions of the RoyalAustralian Navy, founded in warand tempered in adversity, aresafe in your hands. They willdevelop and expand during thenext fifty years as they havesince the constitution of theRoyal Australian Navy in 1911."Goodbye and good fortuneto you all."

SEAGOING LINER- or SEAWORTHY LINKSZINC galvanises it into longerNothing lasts forever; things wear out with use;but iron and steel products'live" longer, givingmore years ot service it they are protected tromcorrosion by galvanising with zinc or the applicationof zinc anodes."Think Zinc" — and for marine products specifya galvanised coating or zinc anodes to ensure longerlife, lower maintenance costs and hence unquestionedeconomy.BUILDING AND CONSTRUCTIONStructural steel, girders, trusses, angles.MANUFACTURINGSteel sheet, wire, pipes, castings.PUBLIC WORKS AND SERVICESTraffic signs, guard rails, transmission towers.MARINEAnchors, chains, cleats, rails.DOMESTICRoofing, water tanks, clothes hoists, window frames,wrought iron work.Her Majesty the Queen hasconferred gallantry awards ontwelve members of the R.A.N.who were serving in the Australiadestroyer. H.M.A.S. VOY­AGER, when it sank after*o collisionwith H.M.A.S MEl-BOURNE on the IOth Februir\.|s»64.Details ot the awards wereannounced in Canberra b\ theMinister for the Navy. Mr.Chancy The special list includesone George Cross, two AlbertMedals, one George Medal, fiveBritish Empire Medals and threeQueen's Commendations forBrave Conduct. The GeorgeCross, which is second only tothe Victoria Cross in precedenceol gallantry awards, and the twoAlbert Medals. have beenawarded posthumously.Mr. Chancy said the awardswere made in recognition ofspecific acts of heroism. Awardrecommendations were put for-VOYAGER GALLANTRY AWARDSward only after every survivorfrom the VOYAGER had beeninterviewed. The fortitude of allconcerned was a feature of thetragedy, and there were undoubtedlymany cases of courageand devotion to duty that wouldnever be known.The George Cross, which isawarded only for acts of thegreatest heroism or the mostconspicuous courage in circumstancesof extreme danger, hasbeen conferred on the late ChiefPetl\ Officer Jonathan Rogers,of Etlalong Beach, N.S.W. ChiefPetty Officer Rogers helpedmany men to escape from theVOYAGER's rapidly sinkingforward section. In the darknessand confusion following the collision,he organised the evacuationof the cafeteria where therewere between 50-60 men. Hestayed behind to look after thosewho could not escape, and ledthem in prayer and a hymn.The Albert Medal for gallantryin saving life at sea has beenawarded posthumously to ElectricalMechanic First Class WilliamJoseph Condon, of HamiltonSouth, N.S.W., and to MidshipmanKerry Francis Marien,of Gray's Point. N.S.W.Electrical Mechanic Condonremained at his post until theend. holding an emergency lanternto help others escape. MidshipmanMarien lost his lifewhen he left the safety of a raftto attempt a rescue.The other awards are : —George Medal:• Petty Officer Douglas Moore,B.E.M., of Marrickville,N.S.W., and now serving inH.M.A.S. GASCOYNE;British Empire Medal:• Leading Seaman RaymondErnest Rich, of Flemington,Victoria. (H.M.A.S. CER­BERUS. Victoria);• Petty Officer Geoffrey PercivalWorth, of Frankston,"A-Z" brand electrolytic zinc (guaranteed 99.95 '.,)"A-Z Special" four nines line (guaranteed 99.99"n)Quality products of world~wide reputation produced by:—ELECTROLYTIC ZINC COMPANY OFAUSTRALASIA LIMITED390 Lonsdale Street. Melbourne. Victoria.Cables & Telegrams "ELECTZINC", Melbourne.;wTHE NAVVI i'/K,Prayers were said In a helicopter from which a wreath was dropped into the ocean whShips VOYAGER and MELBOURNE collided.MARCH-APRIL. 1965

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"" ' '134,000 MILES UNDER THE SEABy John L. YoungMerchant ships sail the sevenseas from port to port, unloadingtheir cargoes of 'ivory and apesand peacocks' by the dockside:but the cable ships—and this isone of their differences fromother vessels—drop their cargo'to the bottom of the sea as theysteam ahead. The 'cargo' whichis telegraph or telephone cable,passes over the stern sheavesabout eight miles astern whenlaying in 2.CXX) or more fathomsbefore it begins to creep alongwhat Kipling called the 'greatgrey level plains of ooze'. Butif the poet's licence about theeven flatness of the 'utter dark'was accurate in fact, a cableship's task would be much simplerthan it so often is.Great Britain, under theCommonwealth TelecommunicationsBoard which maintains anddevelops the external telecommunicationsnetwork of man>partner governments, has a fleetof eleven cable ships. The BritishPost Office operates Her Majesty'sTeleuraph Ships MON­ARCH. ALERT, IRIS andARIEL, while the nationalisedcompany. Cable and WirelessLtd.. has a fleet of eight cableships—and another on the stocks—consisting of CS. MERCl'RY.STANLEY ANGWIN. ED­WARD WILSHAW. RETRIE­VER. RECORDER. MIRROR.NORSEMAN and LADY DEN-ISON-PENDER MONARCH.ALERT and CS. MERCL'RYare cable lasers. The others arcprimarily cable repair ships,though also capable of laving:indeed, during the war CS. RE­CORDER picked up 600 milesof cable between Aden andBombay and relaid it to providea route between Aden and Muscat,completing the job in threetrips—just before the monsoonbroke.Originally. Her Majesty'sTelegraph Ships were built tolay and maintain telegraph andlater telephone cables under theEnglish Channel and North Sea.though today MONARCH andALERT travel regularly farafield. MONARCH has workedbetween stations as far west asHonululu and as far east asSingapore and north and southIrom Greenland to Ururguav.ALERT has recenlK laid telephonecable between Jamaica,Florida and Panama.The task of the Cable andWireless repair ships is to maintainthe 134.(XTO nautical milesof submarine telegraph cable*which have progressively girdledthe earth since Falmouth. Gibraltarand Malta were firstconnected in 1S68. Today theJOIN THE NAVY LEAGUEThe object of the Navy League in Australia, likeits older counterpart, the Navy League in Britain,la to Insist by all means at its disposal upon thevital importance of Sea Power to the British Com-Bsonwealth of Nations. The League sponsors theAustralian Sea Cadet Corps by giving technical seaThe League consists or Fellows (Annual or Life) and Associates.All British subjects who signify approval to the objects of the League are eligible.training to and instilling naval training in boys whointend to serve In Naval or Merchant services andalso to those sea-minded boys who do not intendto follow a sea career, but who, given this knowledgewill form a valuable Reserve for the Naval Service.MAY WE ASK YOU TO JOIN and swell our members so that the Navy League in Australia may be widelyknown and exercise an important influence in the life of the Australian Nation?For particulars, contact The Secretary, 66 Clarence Street. Sydney, NSWor The Secretary, Room 8, 8th Floor, 528 Collins Street, Melbourne, CI, Victoria.or one of the Hon. Secretaries at:• Box 376E, G.P.O., Brisbane, Queensland• 11 Quorn Street, Sandy Bay, Hobart, Tasmania• CI- II.M.A.S. -Melville", Darwin, N.T.• 3* Plrie Street, Adelaide, S.A.0 182 Coode Street, Como, W.A.• 6* Limestone Ave., Ainslie, Canberra,. A.C.T.22 THE NAVYcompany's submarine telegraphnetwork runs from Porthcurnoin Cornwall, under the Bay ofBiscay and through the Mediterranean,Suez Canal and RedSea to Aden, where cables crossthe Indian Ocean to Bombay andColombo; across the Atlantic toCanada and Latin America;down the west coast of Africato the Cape and up the eastcoast to Mombasa and Aden;across the Indian Ocean to CocosIsland, whence one branchturns southward to Australia andanother eastward through Malawito Hongkong; from Bamfield,on the far west coast of Canada,a cable crosses the Pacific toFiji. New Zealand and Australia.Although the Empire has becomethe Commonwealth, andalthough the network reaches toforeign as well as to Commonwealthcountries, messages runningthrough it arc still routed'via Imperial".Since 1956, when the firsttransatlantic telephone cablewas laid jointly by Britain, theUnited States and Canada, ninetyyears after Britain and NorthAmerica were first successfullyconnected by telegraph cable, theCommonwealth TelecommunicationsBoard has been planningand Cable and Wireless, assistedby chartered Post Office ships,has been laying the first links inthe Commonwealth comprehensivecable system designed toprovide ultimately some 30,000nautical miles of submarine telephonelinks between many Commonwealthcountries. The firstiink in the chain, CANTAT, betweenScotland and Canada, isalready carrying calls; the second,COMPAC, connecting Canadawith Australia, is now beinglaid and should be completed bythe end of this year; while thethird, SEACOM. linking Australiawith the Federation ofMalaya, Singapore, North _ Borneoand Hong Kong, should beMARCH-APRIL, 1965completed by 1966. Cable andWireless are financing the systemjointly with the variousCommonwealth governmentsconcerned, the terminals beingcontrolled by the respectivecountries. The total ultimate costis estimated at about £88 million.The latest available returnsshow that in 1961-62 the Commonwealthcable and wirelesssystem carried between Commonwealthand foreign countriesmore than 784 i million wordsof telegraph traffic, nearly 29 imillion minutes of telephonecalls and almost 141 millionminutes of telexed messages. Thecable networks play a great partin carrying this traffic.The job of the cable ships,apart from laying new routes, isto maintain and, when necessary,repair the cables to ensure thatthe signals, which travel a littleless fast than light (168,000miles a second) get throughwithout interruption. A cableship laying cable may (like CS.MERCURY for example) carryon one trip up to 99,000 squareinches of cable, or 1,200 milesof the latest lightweight type designedby the Post Office andsheathed in polythene. The cableis drawn aboard across theThames at Greenwich directfrom the manufacturers, andcoiled below in huge tanks;HMTS MONARCH, for example,has four tanks each 41 feetin diameter. When laying a submarinetelephone cable, a shipmust also carry up to forty-eightof the huge repeaters which haveto be spliced-in on board intothe cable about every 30 milesto strengthen the signals as theypass, otherwise those signalswould be so attenuated that thecalls would be inaudible at thedistant end. Submerged repeaterhousings, which are the outershell of the repeaters, have beendeveloped by Vickers and StandardTelephones & Cables Ltd.,over the past nine years andused on many of the undersealines laid to date.A cable ship, since she dropsher 'cargo' into the sea as shesteams along, must be well ballasted.When HMTS MONARCHwas recently remodelled (in theVickers yard at Hebburn) forwork on COMPAC, the additionaltopweight of her equipmenthad to be compensated forby distributing 519 tons of pigiron in her double-bottom tanks:although this reduced her carryingweight by 667 tons it was noembarrassment for, with the newlightweight cable, a ship's capacityis governed by volume ratherthan weight.Essential equipment in a sableship includes echo- and depthsounders.The seabed may be no'great grey level plain'; thesounders which report the characterof the depths where there'is no sound, no echo of sound',will reveal humps and hollows.When a ship is laying cable shemay have to lay extra lengthshere and there to prevent unduesuspension and chafing by rocksover the valleys.Setting out with her load onthe previously charted course, aship draws the cable from hertanks below and passes it intothe sea over special laying-outmachinery at stern. She also hasbow-sheaves for grappling andrepair.The cable must run at an exactdegree of tautness to ensureeven laying without breaks andas it is drawn along deck it passesthrough an electrical dynamometerwhich registers the strainto an exact degree.An outstanding feature ofcable work at sea is that, whateverthe circumstances, a shipmust if possible, continue hercourse. HMTS MONARCH,laying the first transatlantic telephonecable, had to make a sudtt

den detour from the chartedroute because an iceberg loomedup about a hundred yards aheadas she was coming out of RandomSound, Clarenville. Newfoundland.On one occasion shelaid her cargo' off Rockall inthe north Atlantic. buoying theloose end to mark its positionwhile she returned home for anew load. But on returning sheraninto such heavy weatherthat the buoy itself had beensent adrift and further layingwas impossible. After la\ing-tountil the storm had subsided,she had to grapple to find andpick up the cable and splice-into the new length to start again.The traditional way of testingthe strain when grappling forcable is for the Officer in Chargeto sit on the grappling rope; eachcable man becomes an expert atfeeling the strain but the scat isnone too comfortable as theship rides, perhaps throughheavy seas, over a rocky bottom.The day after the first telegraphcable had been laid underthe English Channel in 1850, aBoulogne fisherman fouled a'foreign object' with his anchor.Drawing it up and, of course,never having seen a telegraphcable before, he imagined itmight be a strange kind of seaweed—ora sea serpent! In fact,he had broken the new cable.Nowadays, trawlers in shallowwater may still foul a shore end.There are. however, other hazards.Pirates have been knownto steal cable from the bed ofthe China Sea. Modern cablescarry heavier protection at theshore ends which have to be laidby lighter as the water may betoo shallow for the big ships.The circuits through a cablemay suddenly be interrupted bya variety of causes. Instead ofKipling's 'blind white sea-snakes'which sound fairly harmlesswhatever they may have beenoutside the poet's mind, theteredo or ship worm, a mollusc,may eat through the armouringuand break the circuit. When acircuit is interrupted, electricaltests can be made from the shoreend to ascertain the approximateplace. A cable repair ship issummoned from the neareststation, and sailing to the area,drops a mark buoy, mooring itto the bottom.Her first task is to find thecable. For this purpose she carriesgrapnels of various types,each suited to the kind of cableand the character of the particularseabed. Having lowered agrapnel at the end of a rope, theship steams back and forthacross the route until the grapnelseizes it. This is no easymatter; the grapnel may be atthe end of three miles of ropeand it must lie slack on thebottom to find the cable as it isdrawn across the route. The cablemay be silted up. Findingthe cable demands infinite patienceand navigational skill, forthe grapnel is being manipulatedin what Kipling called "the dark,the utter dark".Once the cable is found, thespot is buoyed and the grapnelis drawn up with the line in itsjaws. As it rises to the ship'sbows above water, the weight istaken off the grapnel and thecable is hauled aboard for repair.Tests are constantly madebetween ship and shore to ensurethat the circuit is re-establishedbefore the two ends arespliced together — possibly witha new length of cable, an oldlength having had to be cut out—before relaying.In wartime a cable ship is a"sitting target" to an enemv.The present HMTS MONARCHis the fourth of her name; thesecond was sunk by the enemyin 1915 and the third went downin 1945. CS. RETRIEVER wassunk bv the enemy at sea in1941. But CS. RECORDER,then named IRIS, after narrowlyescaping in 1914 from a Germancruiser which had cut theSuva-Bamfield cable, later caughtup with a ship on which a German commander was escapingfrom prison and took her—amhim—to Auckland, New Zealand.CS. NORSEMAN was about 8C0miles west of Jamaica and headingfor a repair 50 miles east olCienfuegos. Cuba, in August,1951. two days before a cyclonehit Kingston, Jamaica. Fivehours before she arrived atKingston a further warning replacedanxiety by alarm. Shechose an anchorage at the extremeeasterly end of the harbourand moored with 90 fathomsof cable on the starboardanchor and 60 on the port anchor.With engines at full speedand using the rudder to keephead to wind, she rode out fornine hours a wind which reachedat maximum a speed of 120miles an hour, her only damagebeing the breaking of her foremostyard, wing bridge windowsand frames, and bent compassstanchions. Out of fourteen shipsanchored in the harbour nofewer than seven were seriouslydamaged. NORSEMAN'S crewpresented her commander. CaptainT. A. Vickers. a silver salver'in appreciation of her qualitiesas a good sailor'.The first cable ship was asmall steam tug. GOLIATH.which laid the first cross-Channelcable, two tons of whichwere wound round a drum sevenfeet in diameter and 15 feet longwhich had been built on herdeck. British and American navalships made the first attempt,in 1857, to lay a transatlantictelegraph cable, but the lateiattempts in 1865 and finallysuccessful in 1866, were carriedout by GREAT EASTERN, amammoth cargo ship which hadproved too big to find adequateemployment on cargo work. Thefirst MONARCH was a smallwooden ship fitted for cablework in the English Channel.(To be concluded next tone)THE NAVTthere's a lot more to BHP steel than its.The most obvious advantage of BHP steel is itslow price, but there are others equally important.Bill' steel is of a hi(di quality. It is also availablein a range that eaters for more than 9(r? ofAustralia's steel requirements. And the Steel• HP tOt ••THE BROKEN HILLPROPRIETARY CO. LTD.AND KUBSIDIARIKbpriceIndustry is a very substantial employer of labourand talent. Right now the number of employeesis just under 4H,(XK>. and increasing every day.There is. indeed, a lot more to BHP steel thanits low priee.Printed by C. H. Miller. 40 Jersey St.. Marrickville

spearhead InATTACKandDEFENCEWestland helicopters greatly increase both theattack and defence capabilities of modernNaval Forces.Now equipping the Royal Navy's anti-submarinesquadrons in increasing numbers, the"Wessex 1" is among the finest helicoptersavailable today for this Important duty. Turbinepowered,and carrying both detection equipmentand offensive armament, it can searchand strike swiftly and surely operating by dayor night in any weather conditions from eithership or shore bases.The smaller "Wasp"—also turbine-powered—is ideal for anti-submarine operations fromescort vessels too small to accommodate the"Wessex". As demonstrated in recent evaluationtrials, it can operate successfully, even inmoderate seas, from a platform only 26ft. x 21ft.In commando carrier operations from H.M.S.'Bulwark', "Whirlwinds" are giving vitalmobility, enabling shock troops and suppliesto be put ashore rapidly in remote places, andsubsequently providing a fast, direct transportlink between the troops and their parentcarrier. Soon a larger "Wessex" will bringeven greater striking power, carrying 16 fullyequippedtroops (as against 10 in the "Whirlwind")or twice the amount of freight."W WESTLAND the great name in HELICOPTERSWESTLAND AIRCRAFT LIMITED YEOVIL ENGLANDIncorporating Saundcrs-Roe Division, Bristol Helicopter Division and Faircy Aviation DivisionAUSTRALIAN AGENTS:-DE HAVILLAND AIRCRAFT PTY LTD • P.O. Box 78 • LIDCOMBE • N.S.W.Telephone : 649-0111 Cable: ENMOTH SYDNEY

MAY-JIM. 1965Submarines of the FourthSubmarine Suoadron oa awinter's morning In SydnejHarbour.

BLUE STAR LINERegular sailings of fast and modern shipsto the United Kingdom, Continental andEast Coast North American ports takingWool, General and Refrigerated Cargo.First-class accommodation for a limitednumber of passengers.$ I'uil information regarding freight, passagerates anil sailing dates frontBLUE STAR LINE(AUST.) PTY. LIMITED359-369 Queen Street. BrisbanePhoenix House, 32-34 Bridge St., Sydney454-456 Collins Street, Melbourne198 North Terrace, AdelaideAgents in all Principal Ports, and TasmaniaNICOL BROS. PTY. LTD.ALL CLASSES OF STEAM. DIESELAND GENERAL ENGINEERINGBOILERMAKERS. OXY-ACETYLENEAND ELECTRIC WELDERSPLUMBING AND ELECTRICAL WORK10-20 VVKSTON ST., BA1.MA1N KASTPhones: 82-0367 (3 lines)After Hours: 76-9485, 86-3225, 36-5708THE NAVYVol. 27 MAY - JUNK, 1965 No. 4The Official Organ of the Navy League of AustraliaCONTENTSPageFAREWELL TO HIS EXCELLENCY VISCOUNT DE L'ISLE 3ROYAL NAVY HELPING TO PRESERVE WORLD PEACE 4ANTARCTIC EXPEDITION BY SEA CADET BRUCE EDDES 7GLOUCESTER CUP PRESENTATION 11QUARTERLY REPORT OP PROCEEDINGS, A.S.C.C. 12CABLE SHIPS 12Plus Sundry Stories and PhotographsPublished by the Navy League of Australia.66 Clarence St., Sydney, MA 8184. Postal Address, Box 1719, G.P.O.Advertising Enquiries: The Navy, Slh Floor, 222 Clarence St., Sydney.•awr^W *" /: iss»7llsm«sa

Sail to Europein the 'Concession Season'and really save moneyMake 1965 your 'Boomerang' year of wonderful travelmemories. Go to Europe when the going's best forbudget travellers - in the Aug./Dec.'Concession Season*. Then you cansave greatly on your passageand enjoyalt the advantages of travel in the bigP & O - Orient liners - the largest,fastest ships that sail around the world.Travelling at this time, you look forward to the goldenglory of an English autumn, the exciting winter seasonof London theatres and concerts - and all the delightsof Spring in Europe. At this time, also, there are addedbenefits abroad for budget-wise travellers, including theready availability and cheaper rates for hotels, inns,coaching and other accommodation. People book upvery early for 'Concession Season* sailings, so book soon- you'll have a wider choice of cabins and fares.Any of our Offices or Accredited Travel Agencies willgladly provide full details of our 1965 'ConcessionSeason' Sailings and Fares, single or return.PzO-ORIENTLINESW. KOPSEN & CO. PTY. LTD.376-382 KENT ST., SYDNEY :: 29-6331ANSELL-JOXESBLOCKSDerrick Cargo andHeel Blocks1 Ton to 18 TonMailable IronBlock4-ln. to 12-in. ciia.PAINS DISTRESSSIGNALSShips ParachuteRocketsLite Boat ParachuteRocketsRed FlaresOrange Smoke FlaresKENT CLEARVIEUSCREENSFor Perfect VisabilityIn all WeatherConditionsSTOCKISTS OF . . .• Shackles• Rigging Screws• Turn Buckles• Galv. Wire Rope• Wire Rope Grips• Thimbles• ChainFurther Inquiries: Phone Mr. ( .thillELECTRICALINSTALLATIONSPTY. LTD.For all Classes ofINSTALLATIONS OF LIGHT & POWERin Industrial and Commercial BuildingsEnquiries to . . .ELECTRICALINSTALLATIONSPTY. LTD.6 NAPOLEON STREET, SYDNEYTelephone*~**rrrrr*r*rr*r******r*jr***r*»***j*rr*r*r*i29-5311 (5 lines)THE NAVYFarewell to H.E.One of the last official duties of His Excellencywas to present awards for Gallantry to membersof H.M.A.S. VOYAGER.Above: Mrs. Condon, widow of Eire. Mechanic VV. J.Condon, who was posthumously awarded the AlbertMedal, receives the award from His Excellency.MAY - JUNE, 19651 .N'-omii De L'IsleGovernor - GeneralDear Admiral Showers,Government House,Canberra.3rd May, 1965.The Governor-General has asked me to thankyou for your letter written on behalf of theExecutive and Members of the Navy League ofAustralia.His Excellency very much appreciated yourthoughtfulness in writing and the kind remarksin your letter.Lord De Lisle asks me to send his bestwishes to you and all your Members, togetherwith the Officers, Instructors and Cadets of theAustralian Sea Cadet Corps.Your Excellency,Yours sincerely,WILLIAM CROWDER.(Lt.-Col. W. E. Crowder, MVO,Irish Guards. Military Secretaryto the Governor-General.)30th April, 1965On the occasion of your departure from Australia,the Executive and Members of the NavyLeague of Australia desire to express theirgrateful appreciation of the honour you bestowedupon the League by consenting to be its Patronduring your term of office.Your departure is deeply regretted by all,and, on behalf of the members of Navy Leaguetogether with the Officers, Instructors andCadets of the Australian Sea Cadet Corps, Itake this opportunity to wish you Bon Voyagewith good health and all happiness for the future.I have the honour to be Sir,Your obedient servant,H. A. SHOWERS,Rear Admiral,Federal President,Navy League of Australia.

JRoyal \avy "Helping: to PreserveWorld Peace"In a speech in the House ofCommons recently, the Ministerof Defence for the Royal Navy,Mr. Christopher Mayhew. spokeof the responsibilities of theRoyal Navy in helping to preserveworld peace and of theclose relationship the UnitedKingdom Government is fosteringwith Australia and theU.S.A."The main task of the Navyis in the Far East.I hope that the committee willagree that the task is being carriedout extremely well.In the narrow waters betweenMalaysia and Indonesia, patrolsof destroyers, frigates, and minesweepersare actively and successfullycontaining the Indonesianinfiltration.We have recently commissionedfour coastal mine-sweepersand two seaward defenceboats from reserve in Singaporeto increase the strength of ourpatrols.Inshore, and in the rivers ofEast Borneo, we have neededsince the beginning of 1964small boat patrols.To start with, men were drawnfrom the crews of our ships.A scratch collection of craftwas made up ingeniously, including,for example, some of theNaval Store Tenders from RoyalFleet auxiliaries at the station.The Royal Navy workedclosely in this with the RoyalMalaysian Navy and the RoyalMalaysian Police. The committeewill agree that the job hasbeen well done in difficult circumstances.As the Royal Malaysian Policetake over, the improvisedorganisation is now graduallydisappearing.Vital CarriersHowever, the vital element ofour Naval Forces in the FarEast is our carriers. It is onthem that we depend for a quickreaction to trouble.Our mere presence there is aconsiderable deterrent to mischief.They have with them a commandoship, still a comparativelynew unit, but one which we valuemore and more as it showsits new paces.These ships have been able tohold a force of marines and helicoptersready for action poisedat sea. They have been able tosupport operations on shore. Ina different, but very valuable,role also they have been able totransport helicopters to an operationalarea.East of SuezThe Honorable Member forHenley (Mr. Hay) has from timeto time raised questions aboutour policy on the deployment ofour carriers and commando shipsEast of Suez.Perhaps I should say a wordabout that matter.I confirm that the total numberof carriers and commandoships East of Suez will, to thebest of our ability, be maintainedat three.This total could be made upof one carrier and two commandoships, or two carriers and onecommando ship, depending oncircumstances. If need arises, wecan of course do better than this,at least for a certain time.But, taking the longer view,wc have to strike a balance betweenoperational requirementson the one hand and the needfor proper maintenance and conditionsof service on the other.In the 1963 White Paper, theprevious Government put forwardtheir formula as follows:two carriers and one commandoship East of Suez at all times.But in the 1964 White Papernothing was said on this subject—rather significantly perhaps.In fact, having laid plans forjust one new carrier, we have toassume that the Government hadtaken the decision to reduce toa three-carrier fleet from theearly 1970's.There is no conceivable wayin which a three-carrier force canbe deployed so that two are alwaysEast of Suez.It is not surprising that theshorter term development planwhich wc found when we cameto office was based on the moreflexible number which wc set outin our White Paper this year—asensible number which makesfull use of the increased availabilityof the commando ships.The future of the new carrierawaits confirmation by our generaldefence review. Subject tothat we agree that a powerfulcase can be made out for C.V.A.01. (The first of a new generationof aircraft carriers).More and more nations of theworld are establishing armedforces on their own. seeking helpfrom both Eastern and Westernblocs.Those allied with the Easternbloc are often provided witharmaments of advanced design.A number of these navies areequipped with fast craft armedwith surface-to-surface guidedweapons outranging the conventionalgun.Protection for ShippingWc can continue to protectour shipping by deploying carrier-borneaircraft in the area*where such a threat mightmaterialise.Some of our carriers are nearingthe end of their life and theprevious Government announcedthe building of a new fleet carrier for service in the I970's.A great deal of detailed deTHE NAVVCOMMANDCARRIERH. M. S.BULWARKsign work and development hasbeen undertaken in aid of thenew ship and long-lead itemshave been ordered.Present plans are based on invitingtenders for the ship nextyear. If they are confirmed, theshipbuilder who wins the contractwili land a very valuableorder providing a large amountof employment over a numberof years.The ship will have all thelatest design features and couldoperate the most advancedstrike and fighter aircraft aswell as anti-submarine helicopters.We are also designing her tobe well suited to transportingtroops with the minimum noticefor intervention or internal securityoperations.We are looking forward keenlyto flying Phantoms from ourcarriers.A programme was begun lastvear for combining the AmericanPhantom airframe with the Brit-*h Spey Engine.The Spey-Phantom pro-'ramme involves extremely close.o-operation between the UnitedStates Government and UnitedStates contractors on the oneMAY - JUNE, 1965hand and Her Majesty's Governmentand United Kingdomcontractors on the other hand.It is going ahead well and weare grateful for the all-out helpwhich we have had from theUnited States Navy Department.During my recent visit to theUnited States, I was glad to meetmembers of a joint Ministry forAviation and Ministry of Defenceteam which was workingas an integral part of the UnitedStates Navy's Phantom managementorganisation.This was something new andit is working well.We are now extending thesearrangements to cover productionof Phantom aircraft for theRoyal Air Force as well as forthe Royal Navy."County Class DestroyersFollowing Opposition questions,Mr. Mayhew went on:"We are continuing to strengthenthe escort fleet with CountyClass guided missile destroyersand Leander Class frigates. Bothcarry anti-submarine helicopters.Four county class destroyershave been completed and fourare on order.These ships add greatly to ourair defence capability.'H*fThe Leander Class frigateshave proved very successful.They are excellent anti-submarineships and well suited toour peace-keeping tasks. Wehave already completed sevenand another twelve have beenordered.lltara SystemI should like to give the committeedetails about a new antisubmarineweapon system inwhich we are interested, theIkara.This is a long-range weaponsystem which is being developedin Australia.It is a guided missile whichcarries a torpedo and it is firedfrom surface ships. If the RoyalNavy is to adopt it, further developmentneeds to be done toadapt the weapon for Royal Navyuse.We have completed technicaldiscussions with the AustralianGovernment about the amountof further work which needs tobe done, and we are, we hope,in the concluding stages of negotiationon the terms of the workingagreement.This envisages that part of thefurther development will be un-

_^dertakcn in Australia on our behalfand part in this country.Our adoption of this Australianweapon system would be afurther indication of the beneficialeffects of our long-standingcollaboration with Australia inguided weapon development.Polaris ProgrammeOur new construction programmealso provides for thecompletion or construction ofthe Polaris and Hunter StrokeKiller submarines.When we came to power,needless to say. we took a long,cool look at the Polaris programmethat we had inherited.Four submarines had beenordered, also plans had beenmade to earmark future capacityfor it and we have options on itsmissiles and so on from theUnited States.Our assessment of the positionwas that we had a choice to stopat the completion of the fourthPolaris submarine, or to go onto the fifth.We took the decision to stopat the fourth."Mr. Mayhcw later continued:"We consider that four Polarissubmarines are quite enough—aforce of tremendous power andsignificance. I have seen for myselfelements of the AmericanPolaris force.USS VANCOUVER, oneof the latest Americanlanding ships which visitedSydney for the Coral Seacelebrations.The ship is fitted withstern doors, which enableslanding craft to proceedin and out of the ship.No one who has seen thesevessels, larger than many precruisers.and who has talked tothe highly skilled men who operatethem can have any doubtabout their awesome power,their high degree of invulnerability,and the high standardsof achievement that are neededto create such a force and todeploy it.The creation of our own Polarisforce sets us a big challenge:first to the 80-odd industrial enterprisesthroughout the countrywhich are now working to meetthe demands laid down by ourdesigners with a very tight timescale.Our first submarine, H.M.S.RESOLUTION, is planned to beon patrol in mid-1468. but shewill be essentially completedmore than a year before thatdate.Her three sister ships will followher at six-monthly intervals.We have set out a specialproject organisation to ensurethat the programme is met.Support FacilitiesBuilding the ships is only partor the challenge.There are also the supportfacilities, the base, the workshops,the Polaris school, thefloating dock, the armament depot,married quarters, and recreationaland welfare facilitiesall have to be completed to anequally rigorous time scale andall have to be the best and mostmodern that we can provide.Then there is the challenge toour officers and men who willoperate the ships.I have spoken to some of themalready in training in the UnitedSlates.They face an entirely new experiencein seamanship in takingthese large and vastly sophisticatedships to sea for submergedpatrols lasting two months at atime under conditions which areunique in time of peace.From all this it is clear thatthe Polaris project will spreadits impact over a large sector ofour national life and for all thesepeople involved in the Serviceand in industry who make upthe British Polaris team, there isthe challenge of achieving thehighest standards of reliabilitythat we have ever attempted.Toughest Peacetime TaskShipbuilders and contractorsmust set themselves higher standardsof quality and timely productionthan ever before. Crewsmust maintain these vessels atthe highest level of efficiency andreadiness so that they, and we,can be absolutely confident inthe creditability of what theyare doing for us and (or thewhole Western alliance.In short, the Polaris projectis the toughest peacetime task,in a given time scale, which theNavy has ever been handed.We mean to do it. to do it ontime, and to do it well.AUSTRALIAN NATIONALANTARCTIC RESEARCHEXPEDITIONSMACQUARIE ISLANDRELIEF VOYAGEDECEMBER, 1964By BRUCE EDDES, A.S.C.C.The purpose of sending twoSea Cadets, two Army Cadetsand two Senior Scouts to MacquarieIsland annually with therelief voyage is "to stimulate theyouth of the country to seek adventureand experience."With this view. Dr. PhillipLaw. the Director of A.N.A.-R.E., sent invitations to eachState for applications to accompanythe relief voyage to MacquarieIsland which departedfrom Melbourne on the 2nd Deocmber.1964.With the aid of Lt.-CommanderO'Connell and Lt.-CommanderMort of the A.S.C.C. and. ofcourse. Dr. Law of A.N.A.R.E.1 had the privilege of being selectedas one of two Sea Cadetsfrom Australia to accompany the1964 voyage and on the morningof 2nd December I flew fromSydney to Melbourne—my returnair fare being paid by NavyLeague, Sydney—I then reportedto A.N.A.R.E. headquarters inMelbourne. Here I met CadetSub-Lt. Tom Jones from Perth.W.A. and we were driven withDr. Gerald Lim to the NorthWharf in Port Melbourne wherewe boarded "m.s. NELLADAN" to depart at noon.The "NELLA DAN", whichis named after Mrs. Nellie Law,is four years old. It is 248 feetlong with a beam of 45 feet anddisplaces 2.300 tons. Classifiedas a polar vessel and owned byJ. Lauritzen Lines (Copenhagen),its hull is fifteen times strongerthan any other class of vessel.We were shown to our cabinand met our cabin mates. C.U.O.Graham Boyd from Perth andC.U.O. Peter Harris from Victoria.After our departure andwe had settled in we went toanother cabin to sing with theMAY - JUNE, IMSarmy DUKW crews. A galleyhand of the ship played the guitarfor us. Some of the songswere recorded on Peter's taperecorder.On 3rd December we hadbreakfast in the dining room at0800. At 0900 the whole ship'scompany and passengers practicedboat drill. Between 0930and lunch at 1200 we recordedsongs with the two Senior Scouts—Graham Smith of South Australiaand Graham Holt of Perth.The wind speed at the time wasapproximately 45 knots and Tomand I inspected the bridge of theship under the supervision of theCaptain at 1500 after which wereturned to our cabin and slept.We had dinner at 1800 for whichwe had to be formally dressed.On 4th December I missedout on the first two meals of theday. Pete was feeling "ofT' alsoand the other two chaps broughtus up something to eat from thegalley. We were in the middle ofa depression, the seas were roughand the ship had a 40 roll whileshe had a fuel blockage. It was1630 before we were under wayagain after a delay of three anda half hours. The water temperatureat the time was 15 3 C. Iwent to supper but abandonedthe attempt of eating and mytea was had in the cabin.After breakfast on the 5thDecember we sat on the deckwith Graham Boyd who tookphotos of the albatrosses off thepoop deck with me. We bothwere soaked coming off it. At1400 the movie "Lolita" wasshown in the dining room. Expectedarrival at Macquarie Islandwas 0700 on Monday, 7thDecember. From a fine cloudyday before the movie, we wenton deck after it and found ourselvesin thick, cold fog, in whichthe ship continually sounded itssiren. The seas were moderate.On 6th December, althoughnot seasick, I was still taking theseasick pills twice daily. Thehold on the ship where our luggagewas stored was open and Ibrought up some warm clothing.The day was very cold, there wasno sun at all and the seas weremoderate with a strong southeasterly wind blowing. The temperatureoutside at 1315 was9 C. Before lunch I went to theforecastle and after it we playedcards in the cabin and were visitedby Dr. Law. After a roastduckling dinner, the expeditionparty met in the dining room todiscuss the activities on arrivalat Macquarie Island. After themeeting the party held a singsong,but I remained in the cabinbecause"off.I was feeling a littleI rose very early on Monday,7th December, and we sightedMacquarie Island at 0600, fourmiles away. What a sight thatwas after five days of interminablerolling on the ship! Afterbreakfast at 0630. we anchoredat Buckles Bay. Sun and mistdominated the peak of the mountainin turn and we left on thethird DUKW to go ashore at0730. We went in through afifteen feet gap in the reef andthe pebbly shore gave theDUKWs trouble. On reachingthe mess hut at the camp wewere given refreshments andwe cadets and scouts were givena lecture on the fauna and floraof the island by Dr. Geoff. Middletonwho had just spent thelast twelve months on the island.We set out with Mrs. Carrickand Miss Ingham for Nuggets,while the two army cadets wentto Bouer Bay to unload supplies.At Nuggets we found thousandsof Royal penguins which we hadto catch and tag as well as readold tags on them. This is doneto study the living and breedinghabits of the penguins and toassess their age. When caught,the penguins bit and often tookrefuge among the large sealswhich lay on the beach.We had a cut lunch at 1330while I photographed some elephantseals. King and Gentu7

——#*MARITIMEMAINTENANCEPTY. LTD.For:• Rust Eliminalion• Tank Cleaning• Flame Scaling• Cleaning and Painting,indAll forms of Ships'Husbandry and ServiceConsult:MARITIMEMAINTENANCEPTY. LTD.Shell House, Sydney29-1488 37-8106(D»y)(Night)WORLD'S BIGGEST GAS-TURBINE GENERATORORDER FOR 'ENGLISHELECTRIC'English Electric' has beenawarded a Central ElectricityGenerating Board for ten 25.000KW gas turbo-alternator generatingunits.The order, valued at about£5.000.000 Sterling, is believedto be the world's largest for thistype of plant.The ten units will be installedat the Board's new Cottam. Didcotand Rugclcy B' power stations,to ensure auxiliary supplyfor the stations' 500 MW steamunits, and to perform peak loadduties.AT YOUR SERVICEFor YourHolidayRequirementsaInformation and BookingsCall or TelephoneHOWARD SMITHTRAVEL CENTRESSYDNEY269 George St. Tel.: 27-5611MELBOURNE522 Collins St. Tel.: 62-3111PORT ADELAIDE3 Todd Street. Tel.: 4-1461FREMANTLE1 Mouatt St. Tel.: 5-1071NEWCASTLE16 Watt Street. Tel.: 2-4711CAIRNS18 Abbott St Tel.: 2115 6BALLARATCnr. Lydiard and Mair Sts.Tel.: 2-5462JOIN THE NAVY LEAGUEThe object of the Navy League In Australia, likeits older counterpart, the Navy League tn Britain,la to insist by all meana at Its disposal upon thevital importance of Sea Power to the British Commonwealthof Nations. The League sponsors theAustralian Sea Cadet Corps by giving technical seaThe League consists of Fellows (Annual or Life) and Associates.All British subjects who signify approval to the objects of the League are eligible.training to and instilling naval training in boys whointend to serve in Naval or Merchant services andalso to those sea-minded boys who do not intendto follow a sea career, but who, given this knowledgewill form a valuable Reserve for the Naval Service.MAY WE ASK YOU TO JOIN and swell our members so that the Navy League in Australia may be widelyknown and exercise an important influence in the life of the Australian Nation?For particulars, contact The Secretary'. 66 Clarence Street. Sydney, N.S.W.,or The Secretary, Room 8, 8th Floor. 528 Collins Street, Melbourne, C.l, Victoria.or one of the Hon. secretaries at:• Box 376E, G.P.O.. Brisbane, Queensland a) 30 Pirie Street. Adelaide, S.A.• 11 Quorn Street, Sandy Bay, Hobart. Tasmania 4> 182 Coode Street, Como, W.A• CI- II.MAS. "Melville", Darwin, N.T. 9 60 Limestone Ave., AlnsUe. Canberra, A.C.T.8 THE NAVYpenguins, and the old sealers'digesters and graves. This iswhere the sealers used to huntthe fur seal (which is almost extinctnow) for its skin and oil.In those days of hardship on theisland when the seals left theshores, penguins were often fedinto the digesters to be boileddown.After lunch we proceeded tothe Royal penguin rookeries upthe creek in our search for taggedpenguins. I photographedpenguin chicks and climbed almostto the plateau for photographs.Graham Smith remainedon the beach with his blisteredfeet and by now mangled socksin which he walked all the wayback the two miles to the camp.We returned to the ship onthe last DUKW at 1X30 for dinnerat 2000. The desert for thiswas rather extraordinary as itwas smothered with spirits andset alight. We turned in at 2300after a tiring day in which wehad found no important penguintags. During the afternoon. ProfessorFalls and his wife whocame from Toronto University,Canada, recorded a seal andpenguin sound track for the filmwhich Dr. Carrick is making ofthe fauna on Macquaric Island.While we remained at MacquaricIsland we rose at 0530and had breakfast at 0600. Thefirst DUKW left the ship at0630. One morning we climbedWireless Hill and with JohnDart and Miss Ena Thomas wewent sight-seeing on NorthHead. Here I photographed theSooty Albatross, the BlackbrowedAlbatross with its chickon the cliff face and the MacquaricIsland Blue Eyed Cormoranton the waterfront. Thesebeautiful birds are only foundon Macquarie Island and in noother part of the world, as isthe Royal penguin which has notbeen sighted more than fiftymiles from the island. We visitedthe Rockhopper penguin'srookery and saw a fur seal onMAY - JUNE. 1965the rocks but it was too timidand escaped before it could bephotographed. While we werephotographing the Sooty Albatrossit drew blood from Tom'sfinger which ventured too closefor the bird's liking. But it madea good photograph for theothers.We returned from North Headat 1200 and helped unloadDUKWs until 1230 when we returnedto the ship for lunch,after which we went ashore tounload the DUKWs and help tobuild the refrigeration hut. Tomand I went to where the AntarcticTerns were nesting and wewere dive-bombed by them.After helping to put the tractoraway we returned to the ship at2000 and at 2130 we helped topull the fuel line aboard whichhad pumped fuel ashore to thestorage tanks. We turned in at2300, exhausted after the longday.After breakfast next day, theDUKW left immediately and wehelped unload sand near the sealpen. We then waited for Dr.Ashton, John Penkin and MalcolmGill to go on to the Plateauwhere they were investigatingthe growth rate of the plantswith respect to environment.This was carried out by harvestingsquare metres of vegetationwhich would be dry-weighed andin two months the process wouldbe repeated for comparable results.The vegetation which we encounteredand which was typicalof that on the island was Pleurophyllammasses, Poafoliosa (thelong grass) and Stelbicarpcr(Macquarie Island cabbage,eaten by the scalers in their day).While we were harvesting thisvegetation, the mist and rain onthe plateau soaked us to the skinso that we could not feel ourhands or feet because it was socold. We came down the mountaina little for lunch where weslept for about an hour in thelong grass which sheltered usfrom the chilly winds and rain.Tom and I carried the bags ofharvested vegetation to the biologyhut after which we waitedfor the DUKW to return us tothe ship for dinner at 2000. Determinedto have an early nightwe turned in at 2130 but aftertalking and tomfooling we finallywent to sleep at 2330.The arrangements for Thursday,10th December, were thatwe should go to Half-moon Baytosee the Wandering Albatrossbut for lack of time we went tothe Plateau with Ena Thomasand John Dart. Here we cameacross a wonder of the island!On the top of the plateau (approximately800 feet above sealevel) there were lakes which arebelieved to be quite deep. Afterseeing Scoblc Lake (which wasnamed after an A.N.A.R.E.member who broke through thethin ice while ski-ing back fromBoucr Bay. His companion escaped,but it was days beforeCharles Scoblc's body was retrievedand burned at the lake'sedge), we encountered anotherwonder of Macquarie Island—feather bed. This is floatingground on which one does notget one's feet wet while bouncingon this soft ground. We saw arabbit during our return to theship for lunch. The ship was quiteempty at this stage and the passengershad trouble boarding theship as the DUKW rose and fellfifteen feet in the swell.After lunch Tom and I returnedto the plateau with NellCaine via Cadgets. where we duga thirty foot trench into the terracesnear the plateau. Nell wasinvestigating the internal structureof the terraces as well asexamining the movement of thesoil with respect to frost action.The weather was better than theprevious day's and we returnedto the ship at 1845 via the Doctor'sTrack.At dinner at 2000 the Spanishcook on board had prepared thepassengers the national dish of

Spain. This consisted of friedrice with prawns, chicken andother delicacies mixed in. Afterdinner I sat in the dining roomwith Jim Hasick chatting aboutthings in general. Jim would beremaining on the island for thenext twelve months. I returnedto the cabin where Tom discoveredthat he had ruined thirtyof his forty slides by incorrectlyusing his light meter.By Friday. 11 th December,our lips were really windburnedand Dr. Frank Soucck broughtus some ointment. Again we wereto go to Half-moon Bay. but becausethe ship was going to unloadsupplies at Heard Point, weremained on board and went toGreen Gorge. This was becausethe sea was too rough at HeardPoint and the supplies were unloadedby pontoon, a method bywhich the stores are loaded onto the large pontoon and it. withmen and supplies aboard, istowed ashore by the ships motorboat.This adventure proved veryinterestingas everything seemedto go wrong. While unloadingthe ship one box of lemon juicewas dropped into the sea. Thiswas retrieved by the motor boat.Dr. Law was dragged over thestern of the pontoon by a ropewhich tangled around his legs.His camera which he was carrying,was ruined by the salt water.Bruce Elwood. the O.I.C. forthe next twelve months was assignedtwo jobs—on the pontoonand in the row boat. When heleft his position on the pontoonto go into the rowboat the anchoron the pontoon draggedand it went on to the rocks, deflatingone of the sections of thepontoon.Once finished (at 1630) we returnedto Buckles Bay at 1900when we went ashore to unloadthe DUKWs for half an hourbefore dinner. After this I wentto the cabin and fell asleep immediately.IIFinally, on Saturday. 12thDecember, we went to HasselboroughBay with Ena Thomasto sec the Wandering Albatross.We only sighted one which wetrapped and photographed. Dr.C'arrick photographed it andread the band on its leg whileProfessor Falls took a \oundtrack of it. As this bird can onlytake olf into the wind, it wasquite easy to catch. On our returnwe again encountered thefeather bed and 1 rode a coupleof seals.We returned just in time forthe lunch DUKW. and afterlunch Tom and I stayed aboardto help Dr. Soucck while theother four went ashore to cleanup. After our work was completed.Tom and I watched thepersonal gear being unloadedinto the DUKWs. after which Iwent to the cabin and rested.The clean-up party returnedaboard at 1500 in readiness forthe changeover party which tookplace that night. At 1800 theship's passengers had a lightsnack and went ashore at 1945for the party at which "a goodtime was had by all".At 0230 on Sunday, 13th December,the party finally terminatedand those going home returnedto the ship. While waitingfor the crew to hoist the DUKWswe were allowed to drive themand at 0430 the ship departedwith the DUKWs and passengerssafely stowed aboard.Waking up thinking that I wasin good time for breakfast, Ifound it was 1130 and MacquarieIsland was far behind.After "breakfast-lunch" we slept,then sang with George Haigue,the cook for the previous twelvemonths.On the morning of Monday,14th December, we found thatduring the night the heavy rollon the ship had knocked overthe chair in our cabin. Afterbreakfast at 0800, Tom, Graham,Pete and I helped FrankSoucck tidy the hold after whichwe sang with Ena in the cabinuntil lunch. I remained in thecabin and read until dinner at1X00.Tuesday and Wednesday. 15thand 16th. we followed the usualship routine and recorded interviewsof AN.A.RE. memberson Macquaric Kland lor the pastyear.On Thursday. 17th December,we woke up to a welcome sightof the Australian coastline andthe heads of Port Philip Baywhich the ••hip entered at 0645,after picking up its pilot. Pete,who li\es in Melbourne, pointedout the various places aroundthe Bay. After breakfast at 0800we watched the Customs Officercome aboard and the changeoverof pilots.The ship berthed at No. 6North Wharf at 1045 and I immediatelyhooked mv return tcSydney on the 1400 flight. WhenPete and his parents left the shipI went to the airport and waitedfor my flight.But for men such as Dr. Lawthese trips would not be possible.Their interest in Australia'syouth builds the leaders ofthe country in years to come andwith the other five chaps whoaccompanied me. 1 would liketo thank Dr. Law and A.N.A.-R.E. for the privilege of allowingme to gain such valuable informationand experience on>uch a voyage to MacquaricIsland.Thank you.NAVY LEAGUEBALLFriday, 22nd October, 1965PRINCESTicket Secretaries: Mrs. H. B virgin,Phone: 35-1687, and Mrs. Hinchlifle1THE NAVYGLOUCESTER CUP PRESENTED1 (H.R.H. The Duke of Gloucester presents his Cup to Captain D. W. Leach atAdmiralty House, Sydney.NAVY'S TOP SHIPTiie Navy's top efficiencytrophy, the Gloucester Cup. hasbeen awarded to the DaringClass destroyer, H.M.A.S. VEN­DETTA, as the best all-roundship in the Australian Fleet. Itwas the first time that VEN­DETTA had won the trophy.The Cup has been awardedeach year since it was presentedIO the R.A.N, by the Duke ofGloucester in 1946. Points arewarded for general efficiency,-leanliness, seamanship and aariety of specialist skills, rangngfrom gunnery to engineering.The role of the ship, her age.quipment and complement areil-.ii taken into account.The Duke of Gloucester hasMAY - JUNE, 1965sent his congratulations to VEN­DETTA, which is a destroyer of3.500 tons. Commissioned in1958. she has a complement ofsome 330 officers and men, andis currently under the commandof Commander D. W. Leach.For most of 1964, during whichher performance won her thetrophy, she was commanded byCaptain A. A. Willis. She spentmuch of the year on duty inSouth East Asian waters withthe British CommonwealthStrategic Reserve.VENDETTA takes the GloucesterCup from H.M.A.S.VAMPIRE, which has held thetrophy on three separate occasions.TIGER SKIN FOR NAVYA band of the Royal AustralianNavy now has a ceremonialdrum apron made from the skinof a Malaysian tiger.The tiger skin was officiallypresented to the R.A.N, at aceremony in Sydney in February.The skin, made into a drumapron, was handed to the FlagOfficer-in-Charge, East AustraliaArea, Rear Admiral O. H. Bacher,by the Malaysian HighCommissioner. Tun Lim Yew-Hock.The High Commissioner hasdescribed the gift as a token ofthe strong and enduring ties thatbind Australia and Malaysia togetherin the Commonwealth.The tiger skin drum apronwill be used by the Navy's EastAustralia Area Band on ailceremonial occasions.11

QUARTERLY REPORT OFPROCEEDINGSReport of activities and traininglor the A.S.C.C. NSW Divisionlor the quarter ending 31stMarch, 1965.The first Air Badge Coursewas held in H.M.A.S. ALBA­TROSS during January, and wasmost successful. At the sametime other Cadets carried out aSeamanship Course in this establishment.During the samemonth continuous Training alsotook place in H.M.A.S. PEN­GUIN. WATSON and CRES-WELL. Owing to Elect commitments,only one period of trainingwith the Fleet could he carriedout and this was in H.M.­A.S. YARRAA small detachment of Sea Cadets,unarmed, took part in theAustralia Day March and Ceremony.The new Unit named T S.PARRAMATTA received OfficialRecognition on I Oth February,1965. and at present has44 Cadets on strength.The Captain H.M.A.S. RUSH-CUTTER, representing the FlagOfficer in Charge East AustraliaArea, commenced the 1965 AnnualInspections on 13th February,when T.S. SYDNEY atSnapper Island was inspected.The annual swimming carnivalwas held in H.M.A.S. PENGUINon Saturday, 20th February, andwas most successful and wellsupported by the whole of theNSW. Division of the A.S.C.C.Rear Admiral H. A. Showers,C.B.E.. President of The NavyLeague of Australia, presentedthe Trophies and Medals. Theformer included a Cup donatedb\ a Mr. Fowler of the WesternService Station, Rozelle. and asthis gentleman was a spectatorat the Carnival, he was asked bythe Admiral to present the trophy.In addition, Mr. Fowlerpresented to the winning Unit acheque for £5/-/-.12Lt.-Com. MACKAY-CRUISER.A.N.R.CABLE(Continued fromThe modern MONARCH.gross tonnage 8.432, is steamdriven. She was the biggest cabllship in the world but theGermans now have NEPTUNE,12.000 ions (though she carriesordinary cargo between times)and a new ship larger thanMONARCH is being built inthe United States. CS. MER­CURY. Cable and Wireless' firstlaying ship is now—since shewis remodelled to lay telephonecables—of 8.962 gross tonnageand is dicsel-elcctrie driven. Amodern cable ship's cost mayrun into millions. CS. MER­CURY, for example, cost £2million and curries equipmentvalued at more than £2! million.Each of the forty-eight repeatersshe can carry costs£20.000.In naval parlance a cable shipis a 'tight' ship—os as one veterancommander mildly put it."there's not much room in it"—because of the space needed forcable tanks and the large quantityof laying equipment as wellas radar and wireless she has tocarry. She may have to carry 100or more crew as well as supernumeraries.Nevertheless, cable ships arewell up to standard for accommodationof crew and amenities.Every public room in shipswhich may work in tropicalwaters is airconditioned. WhenHMTS MONARCH, which hasa crew of 136 with additionalaccommodation for supernumeraries,was remodelled, the capacityof her dining and smokerooms was extended. She has afully equipped hospital, severalmechanised laundry units, library,recreation room and canteen.CS. MERCURY now has a newtype of plant for distilling seawater invented by a Cable andSHIPSprevious issue IWireless engineer, G. S. Kitching.Tests on prototype equipmentin another ship working inthe West Indies showed thatFresh water can be made at 1 9a ton with a daily consumptionof logons. In a ship like MER­CURY with a sea endurance of60 days and a steaming rangeof K.IHX) miles—this year, layingtwo-fifths of COMPAC, shewill have to make three roundtrips between London and thePacific, travelling altogethersome 60,000 mifes — plentifulfresh water is a godsend to thecrew. The new equipment maybe installed on all British cableships. MERCURY'S pantry anddeep freeze will carry twomonths supply of food—includingfor Christmas, 400 lb. ofturkey and 1,600 lb. of otherpoultry.Lecturing in 1938 to engineers,a cable man summed upvividly the work of the cableships and her sailors. "Whetherit be under tropical sun or by arclamp at midnight in the NorthAtlantic, these men hold thestage in the last act while theship is "nursed" over the hangingcable, waiting to deliver upto the waves her latest contributionin the service of mankind.The splice is lowered gentlyover the bows and held by thesuspension rope. A sharp commandis heard "cut"—two axeswielded simultaneously by menin the autumn of their experienceat this serious game, cleave theropes and the bight falls to itsresting place on the seabed. Thefinal splice is lipped: the ritualis over. Thus another link isforged in the world's chain ofcommunications. Wireless messagesfrom shore report the newcable O.K. So to the saloon forthe appropriate celebrations.THE NAVYuAlways ask for»»#»»»»»»»»»»»»»»»»»#»»»##»»»»,."OCEAN" TABLE SALTA Product of Sea and SunshineI lb PACKETS PLAIN OR IODIZEDAT GROCERS EVERYWHEREDistributors:OCEAN SALT PROPRIETARY LTD.70 Pill Strict. SydneyPhone 28-9252 Order No. 28-3429O+*+»O»»»»—»O*0»*+**»+*»**+*»**o»**»«+**V}BEGG&GREIGPTY.LTD.MARINE. GENERAL & ELECTRICALENGINEERS20 ERSKINE STREET, SYDNEYPhone: 29-1208 Phone: 29-7087After Hours:D. W. REED JW 4095C. D. WILKS 44-595924 Hour Service in following Trades:Boiler Makers, Fillers, ElectriciansMachinists, Plumbers and Coppersmiths,Shipwrights and Joiners,Painters and Dockersl"W*»*o++*+»**+~*******++***•ENGINEERING FOR EXPORTNOT ONLYFOR AUSTRALIA"A STRIDE AHEAD"Challenging jobs requiring engineering skill aswell as metal fabricating experience eome toWalkers. They may be projects involving massivesize ... or the design and manufacturenf precision machinery.Machinists — Coppersmiths — Brass Finishers— Sugar Mill Engineers — Designers andBuilders of Locomotives (Diesel or Steam) —Boilermakers and Structural Engineers — Shipand Small Craft Builders — Forge Masters —Blacksmiths — Steel Founders (since 1911) —Iron Founders — Non-Ferrous Founders.11 il Kl us I mil I l>Surrey Vessel built for the Philippines Navy andpresented by the Commonwealth Governmentunder the S.E.A.T.O. aid programme.MARYBOROUGH ANDMACKAY, Q'LAND.

largest powerhouseever fittedto an Australian-built shipThe Australian National Line, planning its passcngervchiclcferry, "Empress of Australia", realised she wouldneed an abnormal supply of A.C electric power. Apartfrom normal consumption, there had to be power tooperate lifts for stowing motor vehicles, includingheavily-laden semi-trailers, plus power for the electricallyoperated bow propellor which would enable berthingwithout tugs. The ship's bu.lders commissioned 'EnglishElectric' to solve the problems and supply and instalall electrical systems and switchboards.Four 'English Electric' dicscl alternator sets totalling2,400 kilowatts were supplied — the most powerful auxiliarygenerating plant to be titled in an Australian-builtship. Also installed was an 'English Electric' 650 b.h.p.electric motor drawing power from the sets, to drive thebow propeller. "Empress of Australia" is another exampleof how increasing numbers of Australia's projects ofNational and vital — importance arc relying on 'EnglishElectric' equipment and experienced personnel. On alllevels — private, public and Governmental 'EnglishElectric' is continually contributing to the growth ofAustralia's Industrial Power.THEENGLISH ELECTRICCOMPANY OF AUSTRALIA PTY. LTD.Sydney & Newcastle • Brisbane • MelbourneHobart • Adelaide • PerthPrinted by C. H. Miller. 40 Jersey St., Marrickville1069