Howden - one long artcile » Naval Historical Society

Howden - one long artcile

No member of the Royal Australian Navy who served in wartime could show as much appreciation of their captain as did the crew, officers and ratings of the three Amphion class (Improved Leander) six-inch cruisers, Sydney, Hobart and Perth.

CERTAINLY THERE WAS, in command, first class material, products of our Naval College; but with four straight rings on each sleeve, to indicate equality with each other on the bridge of whatever cruiser’s bridge enters the comparison’s field, none was of similar background. None, in fact, therefore could claim other than Royal Australian Naval College training - that is, none other than Harry Howden. Of all the ‘pusser’ bred and indoctrinated true-blue Naval Officers, strange it seems that the one of whom we write was never to experience the boy-man training, nor receive the foundation for the future world-recognised qualifications accompanying many officers of our Australian Navy, so often tested under trying but proving war conditions.

The two other Amphion class cruiser Captains referred to were the late H. M. L. Waller, DSO and Bar, RAN, and Vice- Admiral Sir John Collins, KBE, CB, RAN, the latter joining the hero’s ranks through his masterly handling of the action in the Mediterranean Sea when his ship Sydney wounded to death the Italian cruiser of equal stamina and power, Bartolomeo Colleoni, the former entering these ranks already a hero - thanks to his outstanding ability against German and Italian forces, air and sea, again in the Mediterranean theatre of war. And now we see our third member of The Hero Trio emerging, already well established as a tried member, through experience gained in a capacity seldom, if ever, found in the pages of personal exploits of RAN officers during peacetime service - on the China Squadron, as Commanding Officer, with the rank of Lieutenant-Commander, later Commander, of a Royal Navy River Gunboat. It does strike an echoing note that Captain Howden’s only wartime command should be of the second of the three sisters, in the same area of activity as those of the men mentioned, yet his most recognised hour was closer to his appointed homeland. His ship, Hobart, managed to do justice to her sister’s reputations, whilst operating out of Alexandria and into the Mediterranean Sea, and whilst as guardian of our Australian shores. Still enjoying sea duties with Perth, her Captain was to become the leader of a crew which showed more respect for him than for any other under whom they were to serve, either on this ship or another to which they may have been drafted. Such was this man’s power of command, his power of leadership, and his powerful humanitarianism that not only did he do well for his own crew, but, as we shall see, he did well for other ships’ crews. And this man’s finest hours were to come whilst under constant attack by aircraft of the Japanese forces during the period of Singapore’s fall, the East Indies over-running and the wiping-out of the major portion of the surviving Allied fleet, so hard pressed in a do-or-die stand against overwhelming Japanese Naval forces. Such heroics as were witnessed by so many respecting men will unfold during this biography.

This man Howden started off on a seafollowing career, as has been the case of thousands of British youths over the centuries.

Born in New Zealand of English/Scottish parents, evidently young Harry was keen, from an early age, to join the sea-going fraternity, being influenced by a family relation who had shipping interests. His father had previously held command of a sailing ship, experiencing the rigours of the tropics and the frozen lands, United Kingdom to India via the Capes.

Schooling in New Zealand seemed to provide little of interest either to the reader or Harry - or he spent whatever periods he could on a friend’s ship under sail, finally, at the outbreak of war in 1914, succeeding in gathering his father’s permission to sail to England.

Without qualifications of the sort needed by such staunch-hearted men to be preened for commission in His Majesty’s Navy, Harry Howden managed, we imagine through displays of determination and enthusiasm, to gain entry, in the uniform of midshipman, Royal Naval Reserve. We can only imagine his delight. And we can more readily imagine his delight when, in 1916, he was serving in the battleship Benbow, attached to the Grand Fleet, this after a period in a minesweeper.

The Australian Government of the day had sent out feelers for officers to transfer to the newly founded Royal Australian Navy, and it is here that we learn of the offering of his services, and acceptance of them, by the RAN.

So Midshipman (Probationary) Harry Leslie Howden, RAN, entered the service which was to be served so well by him, and which he found served him to equal standard. The story was passed around at the time of Midshipman Howden’s arrival in this country that the one hundred or so junior officers had transferred knowing that things would not be so good for them once the war had ended, and that Australia would offer better conditions and, at least, food and work. So they were named ‘The Hungry Hundred’.

Prior to service in Australian waters, and whilst having transferred to the RAN, Midshipman Howden saw service in two of Australia’s modern cruisers, firstly Sydney, 1918-1919, then Brisbane immediately followed, until 1920. Promotions came quickly once having gained the confirmed rank of Sub-Lieutenant in July 1917, for, in just under two years, he was confirmed Lieutenant. Although he was to wait eight years before gaining his ‘half-ring’ of Lieutenant-Commander, once gained it was only four and a half years before Commander’s rank introduced Harry Howden to the Senior Officer’s field and under circumstances unique in the history of the Royal Australian Navy.

Here it was that, whilst in command of HMS Mantis, River Gunboat of the Royal Navy’s China Station, Commander Howden’s most memorable peacetime exploits were to unfold. Also, the opportunity of command brought out this man’s independent attitude, and ability to execute inspirations not of the orthodox.

Four memorable experiences are worthy of telling, one which surely influenced his early promotion to Commander, others which were to prove his ability to act independently of his fellow-man. To everyone’s surprise, at morning prayers on the quarterdeck one Sunday, Commander Howden announced his banns of marriage. Later, and while still in command of Mantis, his marriage took place, his First Lieutenant acting as best man - and later on in life godfather of his second born.

Speaking on the things unique in this man’s life, typical was his attempt, successfully, at organising a one-boat regatta (on the Yangtse River). His Notice announcing the plan called for as many of the crew (officers and ratings) as possible to participate. In fact, thirty finally turned out. Times were taken of each ‘dash’, the winning time of the three separate events producing good times. One event, the ‘Random Skiffs’, crewed by Commander Howden, his First- Lieutenant and a Chief Petty Officer, was timed at one second faster than the previous best time. It can be seen that Harry Howden’s love of boating as an exercise was to his advantage.

By far the most exhilarating experience was when, in December 1930, Howden took Mantis 129 miles up river from Hankow (on the Yangtse River) to release two Irish priests from captivity by Chinese Communist bandits.

The release was made only after numerous incidents worthy of high praise. The river was not fit for night navigation, as no depths were marked on the small, unsatisfactory chart used, the beacons were not lit, and the searchlight was no use, neither were the torches. Fog added to the difficulties, and Lieutenant-Commander Howden had not made this trip before, either during daylight or night. In fact, all ships anchored at night on normal trips up river, but not so this one. The captain remained on the bridge all night, his First Lieutenant in the bows, and Chinese boat boys taking sounds with bamboo poles. At daybreak, the arrival was effected, the (then) huge sum of four thousand dollars paid over and the fathers released. This, however, was not as easy as sounding, for the bandits had moved inland some forty miles, on their way to a distant ‘base’. Had not the ship arrived when she did all chance of release, if ever the fathers were to be found, would have been negated.

The bold move of overnight steaming had paid off, through the determination and audacity of the Commander. One need not contemplate too deeply to understand the respect gained by Howden and his officers. To quote the final paragraph of the signal sent by RAY (Rear-Admiral, Yangtse) on this occasion: ‘. . . I have the honour to request that, if you see fit, the officers concerned may be brought to the notice of their Lordships.’ And a previous paragraph, in part: ‘. . . and has enhanced the good name and respect in which His Majesty’s Navy is held along the banks of the river.’ A memorable adventure, carried out with courage of the first order.

Prior to this trip, and while on escorting duties along the same river. Mantis found herself well within Communist-held territory, with Red flags on the river bank for all to see. Lt.-Commander Howden decided one day to claim one for himself. So, having refused company for protection, he donned a steel helmet, issued himself with a service pistol and, having secured Mantis alongside the river bank, proceeded ashore and ‘captured’ his flag. Although machine-guns were manned on board Mantis, the observers on board could not see over the bank. Fortunately no bandits were to appear.

So drew to a close that period in which it is felt the foundation of a thoroughly respected future was laid.

Over the years preceding China command, Howden was favoured by the organising powers within Admiralty and Navy Board on a minimum of occasions. The big moment was when he was selected for studying the Asiatic mind for use in Intelligence operations. During 1928 he was found established in the British Embassy, Tokyo, there to learn deeply the Japanese attitudes to warfare, also the personalities of the people. Little was thought then about his unfolding future regarding the abilities of, and thoroughness of the Japanese serviceman. This was to stand him in good stead during the campaigns centred around Singapore and even closer to his adopted homeland. Previous to this, in 1925, Howden had attended an Intelligence course in Great Britain and again during 1937-38. Such was Admiralty’s impression of this Officer.

Back through the years, Harry Howden served in units of the Australian Fleet from junior officer rank through to captain, and was in command of six ships altogether, with on one occasion (that of Gunboat Protector) the rank of Lieutenant. Other commands were of Huon, Tasmania, Vampire, Yarra and finally Hobart. It must surely be a proud honour to have captured a warship at the age of twenty-four, and after only six years in the service.

His reputation as a severe authoritarian, fair but demanding, could be seen emerging once Harry Howden gained his third (Commander’s) ring, and it was during his period as Commander, HMAS Canberra, especially during the occasion of the visit to this country of HMS Sussex - carrying HRH the Duke of Gloucester - that his power of command became evident. As Canberra carried the flag of Australia’s sea-going Admiral, things had to be shipshape, and the occasion for which Commander Howden is renowned is when the Captain of Sussex was to pay a visit to Canberra.

All available hands were allocated to part of ship cleaning, and with stanchions, bollards and other areas specially burnished (some at Howden’s expense) the ship looked well; but, to be convinced nothing better could be done, and to be certain all things had been done, he tucked his telescope under his arm, summoned the Captain’s barge crew and had himself circling the ship at a distance, inspecting every square inch to be certain there were no holidays in the painting and/or cleaning.

The visit was duly conducted by the Royal Navy Captain and his subordinates. So impressed was he with the parts of ship that he had his own captains of tops visit Canberra to see just how clean a fighting ship could be - and Canberra’s captains of tops had previously remarked how clean they considered Sussex was! To illustrate the efficiency he had developed within his crew, one of the captains of top was a twenty two year old Petty Officer, later to become Chief Gunner’s Mate aboard Hobart.

For practically three years from the outbreak of World War II, Harry Howden commanded HMAS Hobart, easing this ship through hers and also his own finest hours - hours, indeed days and months during which every man of her crew could only speak with unabashed personal praise. Certainly he was a hard taskmaster when he knew what he wanted, and what he wanted was one of his loves or particular interests. That ship just had to perform at her highest pitch, and every person had to do his utmost to oblige the skipper. Those who had served under Howden during crisis days knew for whom they were reacting and gladly performed. His Executive Officer for a long period was Commander Ken (’Winnie’) Walton, RAN, and the two made a good team of leaders.

So strong was Captain Howden’s influence during those days of continued pressure from the enemy, be it German, Italian or Japanese, the image lasted through another three (although one, then Commander Fred Cook, DSC, RAN, was Acting Captain) wartime Captains seemingly as though they had to pay respect and show loyalty to the crew. A good crew had been moulded because of her Captain and because of the stress and strain of the war. Captain Howden understood this and responded to the respect his crew illustrated so often. So regularly has it been said that even though Howden had had to punish, it was by ‘Our Harry’, and it didn’t seem to hurt so badly.

In battle, so many authentic reports are available as to Harry’s uncanny expectance of trouble-dodging. He was perhaps recognised as the master at dodging bombs whilst they were in the air, visible through glasses, with the point of impact estimated by the Captain and the ship to be manouevred in time for the bombs to land harmlessly in the ocean. Captain Howden often had his stretcher on the bridge, himself laying prone, with glasses trained upon the aircraft attacking. He would have piped ‘All disengaged personnel lay flat on deck’. He and the helmsman finally would be the only two standing on the bridge. Then, at another direct command, even the helmsman would lay flat; Howden would spin the helm over and then lay flat himself. He knew no fear, and this rubbed off onto those with whom he worked.

Perhaps one of the most audacious signals sent by a ship’s captain was one which identifies itself with Harry Howden and was at the time of unrelenting bombing attacks by Japanese aircraft occupied in the invasion of Malaya. HM ships Prince of Wales and Repulse had been lost, Singapore had fallen and ships at sea were incessantly bombed, there being no British air support.

To quote the latter paragraph of the signal is to illustrate the feelings of this man who had shown an understanding of the Oriental mind and qualities. I quote: ‘. . . I most strongly urge that those who have the framing of policy and the planning of operations against the Japanese forces shall avoid all tendency now and in the future to underestimate the danger inherent in operating ships without adequate air protection, or of deluding themselves into the false belief that man for man our airmen are superior to the Japanese.’ Howden was capable of saying his piece no matter what rank his superior was.

On one occasion, then Commodore John Collins, senior British Naval Officer, Indian Ocean Area, was ashore in Batavia and came across a working party from Hobart cooling off in the shade of a shed. He called the Petty Officer in charge to him, had him fall the hands in, lectured them, and had them turn to in the heat of the day. Upon hearing of this Howden immediately went ashore and in turn had his say to Collins. But this only emphasises the interest Howden had for his men. On one occasion during very trying days of heat and battle in the Red Sea, the ship’s company conducted a strike to endeavour to get relief from prickly heat. Commander Walton’s attention was drawn to the long line - some three hundred men - waiting at the sick bay for the 0830 consultations. When Walton reported the disturbance to Captain Howden, Howden ordered calamine lotion to be sprayed on the affected areas.

During the black days of the Malaya campaign, Hobart was one of the last ships to pull out of Singapore, and spent a time dodging about the Dutch East Indies islands. On one occasion, Captain Howden personally called upon captains of merchant ships and advised them to sail for Australia. Those who took notice were fortunate, as soon there were no ships left, the Japanese bombers doing their bit well. On finally leaving the Indies, Howden sailed Hobart to within sighting distance of a Japanese radar station (or perhaps listening post) and had all hands speak only in hushed tones, engines stopped, to drift past. This succeeded. On the next day two reconnaissance aircraft flew close and assumed the ship was friendly, as the screen had been penetrated - therefore must be friendly. Prior to sailing to Colombo for the last time, Howden took Hobart into unobtrusive coastal bays and collected nurses, women and children and evacuated them to safety.

So these days were to impress his crew. Although looting was stopped by him at Singapore, he seemed to be the ring-leader of those who broke the rules - his own rules. For some months Hobart carried ‘RAN HH 1′, an Austin Seven motor car rescued by the Captain, taken to his home, and is ‘alive’ to this day. Also, even though the hands were compelled to return sewing machines, etc., to the wharf area, Captain Howden sent a party to the Naval Base to rescue the British coat of arms from the main gates. It may be added here that Howden’s orders were that no loot was to be brought over the gangway. However, he turned a blind eye to anything brought over the ship’s side by rope or other means. Some one hundred loudspeaker boxes found their way on board and permission was granted for some to be installed on the gun decks and parts of ship where commands were hard to hear because of gunfire. This installation assisted in successful gunnery instructions being passed to the four-inch gundeck. Times were to prove their usefulness during further attacks by Japanese aircraft during the Coral Sea battle and Solomon Island campaign. Although Captain Howden was no longer skipper, his service to the efficiency of the ship remained as an inspiration and benefit until war’s end.

Active war duties finished for Harry Howden on his leaving Hobart immediately following Hobart’s adventure in the Coral Sea, but this experience, although not adding any laurels to individuals of either of the two Australian ships involved, was to be a fitting finale to Captain Howden’s sea-going career. To guide his ship on a course parallel with a torpedo but one hundred yards off the port side, was just one item within the sphere of successful, professional seafaring experience over the years and encompassed by Howden. To toss his ship around and about as did Captain Howden to the chagrin of the engine room department was to mimic, in theory, the younger, dashing, carefree captain of some modern destroyer, bent on cornering a detected enemy submarine; to operate a cruiser under similar conditions was to understand that ship’s behaviour and control her every movement in complete command. To illustrate, some words from a loyal, respecting leading stoker offer hints of conditions below when decisions are made at split second intervals, and responses are demanded just as quickly. To quote ‘. . . Those days were trying and hard on below (referring to Singapore and Java activities) - not being able to see or expect what was coming next, when that dreaded order came, ‘below deck parties lie down’. Firing those boilers, one had to ignore the order, because he knew Harry’s violent manoeuvrings to dodge the bombers couldn’t be done without the steam pressure he required. (He did not have to request it.) A stoker at each boiler just had to watch the chief stoker, whose eyes didn’t leave the pressure gauges. No one spoke, the chief stoker just pointed so many fingers up or down to the stokers firing the boilers. His fingers meant so many ignition sprayers on or off, up for on and down for off; and believe me, when it was from perhaps two on to eight on, then seven off - five up, down one - as quickly as the telegraphs plus pressure gauges asked, one was kept quite busy, and being below water level, the concussion of bursting bombs left us wondering if we had ‘copped it’ or not; but I am sure I can speak for every man in the boiler rooms and the boys on the throttles in that we had so much faith in the grand gentleman’s judgment that we just knew he would get us out of bother, which he so often did. He became an idol to me, and I shall always remember him that way.’

So many wonderful stories come from Hobart officers and crew, of which the above is typical. One of the most true, and illustrating the interest Harry Howden had in his fellow man no matter of what rank, was the friendship which developed between himself and one of Hobart’s Telegraphists, Frank Sutton.

Nightly at 1900 hours Captain Howden wanted to hear the BBC news bulletin. As his ship carried the only high frequency direction finder unit on an Australian ship, the broadcast was picked up with clarity, to suit the captain. However, having established the habit of listening, the ship then being in the Red Sea, it soon developed that Captain Howden arrived a little earlier than the time of the broadcast, and daily the time of arrival came forward until he would arrive perhaps at 1830 and sit and talk to Sutton about the war generally, and expound his views on winning peace and what he would do.

One delightful story, and story only it may be, is told by the then torpedo officer, Lieutenant-Commander Tom Morrison (later Rear Admiral Flag Officer-in-Charge, Eastern Australia Area). Describing his captain as a cheerful, hard-working officer, and a strict if in some ways unpredictable disciplinarian, he recalls that it was rumoured in Hobart that a book was run as to whether a defaulter would receive 90 days’ detention or be let off scot free. (The writer recalls himself being punished with seven days’ number eleven - stoppage of leave and daily punishment - for simply hanging a pair of wet boots inside an open port whilst at anchor but within view of passers-by. It would have to be the captain who passed by!)

Captain Howden bore no malice. Once a thing was settled through punishment, it was forgotten.

His benevolence was a highlight of his character. He probably had more financial backing than most of his contemporaries, and he used some of it to entertain his fellow officers, their wives and, on a number of occasions, his ship’s company and their families. Most impressive of all was the party he gave, personally, aboard Hobart after her return from the Java Sea. He met every guest at the officers’ gangway, and insisted on meeting mothers, wives, sweethearts, etc., and talking at length to whomever he liked. The food was oversupplied, the sweets and ice cream came from a source unexpected for those days of restrictions. On the other side of the coin, his hospitality was repaid in part when he finally left Hobart in Brisbane after the Coral Sea engagements. A thoroughly professional model of Hobart was made by the ship’s OAs, from brass mounted upon blackened glass. This was presented to the skipper moments before he departed. The crew were invited to join him on the quarterdeck, and very touching speeches were vented. (It may be recalled that, when the US built destroyer Hobart first arrived in Sydney during September 1966, the same model was presented to her commanding officer. Captain Guy Griffith, RAN)

One of Captain Howden’s officers, then Lieutenant ‘Speed’ Gordon, had an influential friend, a publican in Brisbane, and the captain’s final goodwill gesture to his friends who had served him so well, and, it must be said, who he served so well, was to invite every officer and rating serving aboard his ship Hobart to free drinks at the nominated hotel. The scarcity of beer in those days was a mockery, as enough was procured to allow a most gratifying occasion.

As this respected captain moved to shore across the gangway, loud cheers rose from the mouths of all, and many tears were suppressed as calls of praise and endearment filled the air. In fact, as remembered by so many of the survivors of the day, as that man stepped ashore, hearts were heavy, and the thought of losing a friend was foremost in the minds of probably six hundred men. The writer, on the other hand, has had it from Harry personally, that his heart was also leaden, as little did he know, he was to be away from the action he had handled so well and away from the men who had given so much encouragement, for the duration of hostilities. Soon, however, he would make new friends, but under differing conditions.

Captain Howden was to take up the appointment of captain, HMAS Penguin, assisting in the planning and operation of the new, modern, and to this day, very successful naval depot at Balmoral, Sydney. In fact he spent, altogether some four years in this delightfully picturesque foreshore of the Middle Harbour district. So intent was he in planning a radical and revolutionary depot, and so successful was it, that it has been referred to as a monument to Captain Howden.

Space alone is the restrictor when words are put to print in which a life is described. One could and should mention so many details of such a fun-filled, action-packed and humanitarian existence as was experienced by Harry Howden. It is remembered of his early years as a young Lieutenant- Commander, when he had himself lowered over the side of Australia to rescue a sailor, in seas far too rough to allow the lowering of the sea boat. His reputation for carrying on the British traditions within the Service is well remembered. His appointment as the Royal Australian Navy representative to the coronation of King George VI and his appointment as ADC to the King seem in line with this reputation; and, as so many officers remember, their irreverent description of him as ‘Collar and Cuffs’ Howden, originally formed whilst serving in Albatross during the nineteen thirties as Commander, was to typify his insistence upon good dress of even Regal standard, for such was the height of entertainment Howden had and was to have in the future experience. To see a senior officer wearing the class-distinctive three-inch collar and five-inch cuffs so white, so stiff and so polished must surely have indicated the man’s determination in carrying on the traditions so quickly disappearing from the wardrooms afloat and the banquet halls ashore. His charm and gracious manner seemed fitted to good and correct dress.

On the success of his refloating a stranded Chinese ship by HMS Mantis during the sojourn on the upper Yangtse River during 1931, Commander Howden received high praise from the Commander-in-Chief, China Station, Admiral Kelly, RN. The method adopted was to scour the channel by means of the ship’s screws, thereby clearing away the riverbed enough to free the grounded ship.

Such was the success that orders were promulgated in permanent form to follow this procedure. No wonder the freed ship’s crew called out ‘Ta ying ping chien’ (Great British Gunboat) upon being refloated. The river there was notorious for the strength of the current and the hazards to navigation, to say nothing of the shelling by Communist guns during the refloating operation.

Harry Howden’s life was filled to overflowing through his own actions and willingness to become involved. Where others would be satisfied to coast along, leaning upon their own abilities, Harry seemed ever prepared to activate something. His interest in his health was an illustration. Not content with a walk on the upper deck, he would, in his earlier days, take a skiff or the like for a row before breakfast. He was keen on jogging as the exercise of running is known today, and enjoyed skipping, walking, skiing, tennis and body exercises. The point has been made of his not asking others to comply, for he would simply carry out his own interest, knowing the satisfaction he himself reaped.

A regular sight on Hobart was his steward going for’ard to his captain’s sea cabin, a towel-covered tray in hand, off to massage Harry’s tired muscles. Ashore, his love of horses and the hunt was foremost on his list of outdoor pleasures. A period in hospital after hitting a tree branch whilst mounted did not deter his enthusiasm. On another occasion he was photographed high in the branches of a tree assisting a fox and hound back to ground after each had taken to the tree, the fox to escape the hound, the hound determined to capture its quarry.

The front gate of his home in Point Piper was an indication of the love of the Service Harry had. Of copper, the outside framework was in the form of rope, within the centre area anchors, knots and flags were portrayed.

His homes, inside, carried mementos collected over many happy years, the inscriptions telling a multitude of credits. Forming the outskirts of his permanent home in a suburb of Perth, Western Australia, are mine casings, cut into halves to form open bowls. Naturally, a flagpole in the form of a mast is a dominant feature.

So we are able to adjudge the personality and character of a fine gentleman. To complete this summation of Harry Howden’s life style, his habits and ability, it is fitting to quote two apt appreciations - one from the pen of Mr Frank Sutton, BEM, Honorary Secretary since 1946 of HMAS Hobart Old Comrades’ Association, the other from Harry himself in the form of an epilogue used as an inscription on a screen at the Memorial Chapel of St. Mark, HMAS Cerberus, Victoria.

To quote Frank Sutton: ‘. . . in saying that, although we have lost a friend, we must feel thankful to Harry that we are still here to be able to say we are happy and proud to have known such a fine gentleman and enjoy his comradeship which we can treasure for the rest of our lives.’

And finally, but before the quotation, let me explain the purpose of the inscription from which the words are subtracted. A sum of money was bequeathed in the will of the late Captain Harry Leslie Howden, CBE, RAN, to erect a memorial screen in the chapel at Flinders Naval Depot. The memorial, in the form of a wooden screen with bronze and copper inlay and ornamentation, was dedicated on Sunday, 23rd July 1972. The date was chosen as being the nearest Sunday to 20th July, the anniversary of the torpedoing of HMAS Hobart. It was fitting that a large contingent of ex-Hobart personnel attended the dedication of the screen, the service being conducted by Chaplain W. Long, RAN, in conjunction with senior RAN Officers and serving personnel.

The hallowed atmosphere was attended by a true feeling of devotion by those over whom our late friend had served, and it is fitting that in designing the structure the architect felt obliged to mount the crest of this six-inch gun cruiser in the centre at the top of the screen. So proudly does it stand, and in such a noble position!

To conclude, and to quote the two inscriptions attending the screen -

‘Please think of me as one who loved his fellow men.‘

(Signed) H. L. Howden.

and

‘To acknowledge the deep regard I have always held for the Royal Australian Navy over the years I have had the honour to serve it, and I declare that such a memorial will serve in some small measure to pay my tribute to the officers and sailors of the Royal Australian Navy. A tribute which, in life while we served together, I could not express adequately, being beyond the compass and power of words.‘

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This article was originally printed in the Naval Historical Review - December 1974 edition.
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