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Occasional Paper 49: The Good Times and The Bad Times

April 2019

The following paper describes the experiences of a young Royal Navy conscript, Gordon Cansdale who served in the Fleet Air Arm from 1945 to 1947.  Gordon describes the highs and tragic lows of service in the carrier HMS Theseus which visited Australia in 1947 to demonstrate naval air power and the capabilities of an aircraft carrier.

Gordon later settled in Australia where he has lived for more than 63 years.

The old saying that one only remembers the good times can be quite true, but in my case there was one bad time in particular that I will never forget.

As a teenager I learned a song that went something like this:

“Memories are treasures locked in my heart I mean to keep evermore.  Of all the treasures one stands apart, saved from the dear days of ‘Yore’.“

Years ago, (1945) I received notice that I was to be conscripted into the armed forces.  I was hoping that it would be the Navy as my father had served in the Navy in the 1914-18 war.

YES!! I was selected for the Royal Navy, better still, the Fleet Air Arm, a dream come true. Fighter aircraft, Rolls Royce engines, a chance to see the world, and of course a navy uniform.

Gordon Cansdale Air Mechanic (Engines) LFX786429

So, my adventure began by first learning how to march, handle firearms, and not forgetting plenty of naval discipline. Next step was the Rolls Royce School of Technical Training. THIS WAS IT!! learning about the mighty Merlin engine.

On completing this course, I was posted to a shore establishment HMS Blackcap inhibiting engines for storage.  This didn’t last long, as I soon learned that I had been given a sea-going draft. I was to become a member of 812 Squadron (Fireflies) and join HMS Theseus in Ireland.

After a short training period ashore in N. Ireland it was off to see the world.  Those faraway places with strange sounding names.  Gibraltar, Suez, Aden, Trincomalee, Andaman Islands, Nicobar Islands, Singapore, Australia, New Zealand, New Guinea.

The reception we received in Australia and New Zealand was just great.  The street marches with the whole ship’s company through the streets of Melbourne, Sydney, Brisbane, Auckland and Wellington.  The people were just fantastic, with dances and sight-seeing trips.  They also organized home visits, and food parcels for our families back home.

BUT! it wasn’t all plain sailing, whilst flying and demonstrating for the Royal Australian Navy there were several disasters.  Two Fireflies collided in midair over Port Phillip Bay and crashed into the sea killing both air crews.  One of the engines was pulled up out of the sea some fifty years later, and is now in the Australian F.A.A. Museum in Nowra which I often visit with an old ‘oppo’ Totty Allman.  The same day a Seafire crash landed on deck, the arrester hook striking a seaman in the walkway and killing him.

For me the worst was yet to come (my disaster day).  It was the job of the ground crew to assist the pilot out of the cockpit on landing. I was the fitter of the Squadron CO’s aircraft (Lt Cdr Wynne-Roberts) and would compete with my rigger mate ‘Spiv’ Daly to be first up on to the plane to do the job.  The winner would then have pole position sitting on top of the cockpit to watch the remainder of the aircraft land.

It was 6th August 1947 and Spiv had won the race, sitting on top of the cockpit, I had to settle for a seat on the wing.  The next aircraft landed OK, the crash barriers were lowered and it taxied forward. THEN ALL HELL LET LOOSE.  The third aircraft missed the arrestor wires and bounced over the crash barriers. To my horror I realised it was heading straight for us, so I dropped off the wing and ran for the ship’s side. It then clipped the second aircraft and dropped on top of ours.  On impact, debris was showered everywhere, and as I was dropping into the safety net, the batteries burst and I was splattered with acid.  Minutes later I was lifted out of the safety net and rushed below to sick bay, washed down, and treated for acid bums.  My clothes had to be replaced as they were covered in holes, burnt by the acid.

I asked about Spiv and was told that he was missing, presumed killed.  I couldn’t believe that I was with him just a short time before, and the last person to see him alive.  Could easily have been me.

The things I will always remember are the noise of the plane bouncing, the terrific noise of the impact, and someone shouting “There’s somebody down in the net” ME!!!  As they lifted me out there was a wheel, and Oleo leg nearby. All that remained of two aircraft.

When the deck was finally cleaned up, the last aircraft carne in to land, also bouncing over the crash barriers.  It clipped the Island before crashing into the starboard gun sponson, then tipped over nose first into the sea.  Luckily the aircrew were recovered safely.

From Australia, our next port of call was the Solomon Islands which was very interesting as there were ships and a submarine on the beach, Jap relics of the war a couple of years previous.

Port Moresby in New Guinea was also interesting, with a trip out to. Jackson airstrip which still had the odd Zero fighter, and a Betty bomber smashed up.  Also, a wine bar.

Back to Singapore where I learnt I was to leave Theseus and return home for demob with others who had the same demob number as me (72).

The rest of my service was spent at HMS Nuthatch, doing maintenance, cutting grass, painting fences etc.  Finally, my demob and the end of a great adventure with many good times, and a few bad.  Plus, many great friends, and a lot of MEMORlES.

HMS THESEUS – Colossus-class Light Fleet aircraft aarrier ordered under an Emergency War Programme and built by Fairfield at Govan Glasgow. Laid down 6 Jan 1943. Launched 6 July 1944. Commissioned 1946 and decommissioned in 1958. Roy Cragg image
A Fairey Firefly about to land on the aircraft carrier HMAS Sydney (III) during the Korean conflict RAN image

Occasional Paper 45: HMAS Adelaide – Boarding Party, Persian Gulf 2004

The following story was first published in the June 2007 edition of the Naval Historical Review. At the time, very little news about the RANs day to day activities was reported in the Australian media, apart from the occasional ‘good news’ story in Navy News. The remote location of Coalition naval forces in the Persian Gulf was the most likely reason.

A brief outline of this incident originally appeared in Brisbane’s Courier-Mail newspaper on 26 January 2006, announcing awards of the Distinguished Service Medal (DSM) to both LCDR Johnston and PO Keitley, for coolly defusing a situation that could have ballooned into a major international incident.

The Courier-Mail article was subsequently republished in the February 2006 edition of TOUCHDOWN (the Australian Navy Aviation Safety and Information Magazine), acknowledged as the basis of this NHS article, with the kind permission of its editor, LCDR Shane Firkin RAN. Additional details were obtained by later discussions with LCDR Johnston, for publication in NHSA Review.

This unusual incident developed from a routine boarding operation carried out by the guided missile frigate HMAS Adelaide (Commander Bruce Victor RAN) on patrol at the mouth of the Shatt al-Arab river at the extreme head of the Gulf on 6 December 2004. Acting on directions from the (USN) naval force commander, Adelaide was sent to investigate a large roll on/roll off (Ro Ro) cargo ship which had run aground on a sandbank and remained stuck there for an extended period. The boarding party was despatched several miles distant from the ship in two Rigid hull inflatable boats (RHIB) (standard 7m and 12m seaboats carried in most RAN vessels, configured specially for carrying out boarding operations) to check the status of the vessel. This had been checked on several occasions previously. Overhead observation and top cover of the operation was conducted by the ship’s embarked Seahawk helicopter Adelaide’s Flight Commander, LCDR Tony Johnston, was airborne as TACCO and Mission Commander, along with Pilot Lieutenant Sam Dale and Sensor operator (SENSO) POA Andrew Watson. Once the boarding party of twelve personnel and two interpreters led by POCD Keitley had embarked without incident on the vessel and the boats had laid off, the helicopter departed to conduct a surface surveillance mission in the Northern Arabian Gulf (NAG).

Sometime after the helicopter had departed, the boarding party sighted a small boat in the distance coming towards them at speed. The unidentified boat was soon followed by several others. These were assessed as belonging to the Iranian Republican Guard Navy (IRGCN) – a maverick organisation known to have carried out the detention of a similar Royal Navy boarding party earlier in the year.

While the boarding party went about their business, Adelaide’s boats came under threat from the newcomers, and with only the coxswains remaining onboard, withdrew from the scene to avoid any escalation. At the height of the confrontation with the Iranians, as many as six IRGCN armed boats circled the stranded vessel, with their crews brandishing AK-47 rifles, assorted small arms, rocket-propelled grenades and rocket launchers. The Australian boarding party, armed only with light side arms, 9mm pistols and two shotguns, prepared to fend off the threatening boarders.

LCDR Johnston in the helicopter had by now completed his surface patrol and was returning to Adelaide. Once onboard, Johnston was informed of the developing situation by the Command Team and began making immediate preparations to relaunch. Upon returning, the aircraft had been released for programmed maintenance, which was quickly stopped. The flight maintainers set to, to return the helicopter to full serviceability, which they achieved in less than half an hour, enabling a rapid response to the unfolding crisis.

Johnston and his crew, now supplemented by Lieutenant John Flynn in the rear cabin, took up a watching position two miles to the west of the incident ship at 1000 feet. From this vantage point the aircraft could easily surveil the entire area and its approaches, keep clear of weapon envelopes and maintain good communications with all parties.
The boarding party was advised to maintain a low profile and stay out of sight as much as possible. It was with some relief that they realised that the Iranian gunboats could not get close enough to the merchantman in the shallow water. An attempt was made by some of the gunmen to board the ship via a commandeered cargo dhow, but this proved unsuccessful when the boat grounded on a sandbar some 65 yards short.

It was decided that it might be too risky to send the RHIBs back alongside to re-embark the boarding party, as the boats might be attacked, captured or sunk in any escalation, so they were ordered to return to the Adelaide. Indeed, the entire boarding party would run the risk of capture during a boat transfer back to the ship. Johnston decided to return to his ship refuel and to brief his command on the tight situation facing the recovery of the boarding party. PO Keitley later commented that the Iranians appeared to be testing the Australians’ resolve by being highly aggressive at times, then mellowing again afterwards.

Navy RHIB (Rigid Hull Inflatable Boat) and boarding party in the Arabian Gulf
(Image: Defence PR Photographic Collection)

Decision to recover

Meanwhile the tense situation had been relayed to other Allied forces in the area, to summon strong support in the event of outbreak of hostilities, or to prevent the capture of Adelaide’s boarding party by the Iranians.  Ultimately the requested support was not forthcoming, and in the event, LCDR Johnston decided to recover the entire boarding party by winching them off the merchantman, without risking the boats.  A dummy pass was made at low level to observe the reactions of the Iranian boats.  This action tended to confuse them, although one in particular took up a close-in position, possibly to threaten the Seahawk in the hover.

Having relayed his intentions to PO Keitley, Johnston came in again and hovered low over the bridge.  He winched off seven of the boarding party and promptly flew them safely back to Adelaide, less than 10 minutes away.  He took off again immediately to attempt a similar operation for the remainder of the boarding party.  This time the Iranian gunboats appeared more alert and tense, and Johnston was forced to carry out a series of approaches to mask his real intentions.  Finally he came down low to winch the remaining members of the boarding party from the upper deck.  Subsequently, while the evolution was precisely conducted in a remarkably short period, Johnston records it appeared to take ‘… an extraordinarily long five minutes…’ in the hover, and he swept away when PO Keitley was finally winched onboard, blindsiding the most aggressive of the Iranian boats by departing in the opposite direction to his earlier approach.  Breathing a collective sigh of relief, the remaining boarding party members were returned safely to Adelaide.

Commenting on the situation much later, LCDR Johnston maintains that the ship’s previous mission-capability training, including the winching drills for all boarding parties, paid dividends when the crunch came in this unexpected incident.  It was a measure of the dedication and professionalism of the entire ship’s team that a successful conclusion was achieved in the face of increasing threats and adversity, without having to rely on external armed support, which may well have led to a need to ‘fight it out’, perhaps with ensuing casualties, loss of prestige, adverse propaganda, or the indignity of capture in the circumstances.

The citation for the award to Lieutenant Commander Anthony Johnston of the Distinguished Service Medal reads:

‘For distinguished command and leadership in action as Mission Commander of HMAS Adelaide’s Seahawk helicopter during Operation Catalyst.

During December 2004, facing overwhelmingly superior and hostile forces and without the support of coalition aircraft or firepower, LCDR Johnston showed exemplary leadership, courage, composure and determination as Mission Commander and Scene of Action Commander to facilitate the safe extraction of HMAS Adelaide’s boarding party from perilous and harmful circumstances. ’

Editor’s Note

In another well-publicised incident, a group of fifteen sailors from HMS Cornwall, operating in circumstances not dissimilar to those described above, were taken prisoner by the Iranians and held for about two weeks.  In light of the similarities between that incident and the one described above, I invited LCDR Johnston to clarify the means by which helicopters, and more particularly RHIBs, fixed their positions in such potentially contentious waters.  His reply:

‘Re navigation.  The Seahawk nav system is an integrated package that combines inertial x 2, Doppler and GPS.  The boats have their own GPS.  The ship has an excellent nav package itself.

In the case of 6Dec04, the ship easily established the exact location of the target vessel within Iraqi waters.  They were only eight miles away, unable to close due to the shoal waters that had claimed the merchantman, as well as other duties precluding same.  This check had occurred well prior to any boardings taking place.

We had all been operating in the area for almost 4 months and knew the region intimately.   Weather and visibility on the day were excellent, allowing us to visually cross check our position with some well known local and coastal features.  I also have radar coverage from a very watchful air controller onboard Adelaide to keep me honest.  The bottom line here is that all of this is SOP and we all know where we are.

Clearly, I cannot speak for our ‘friends’, but you have to think that they have some sort of electronic navigation assistance.  The simplest indication of where you are is whether you are North East or South West of the SAA channel as this is the inter-national boundary (as can be seen on any chart).  The ship was obviously South of that line – placing it in Iraqi waters without doubt.’

Occasional Paper 46: Lieutenant Kenneth Robert Hudspeth DSC, RANVR

Lieutenant Kenneth Robert Hudspeth, Distinguished Service Cross and 2 Bars, RANVR, WWII

Lieutenant Kenneth Robert Hudspeth, RANVR was one of many Royal Australian Naval personnel whose service in Royal Navy units during the darkest days of World War 2 has gone largely unnoticed in Australia.  This story of the self-reliant and courageous LEUT Hudspeth who completed several hazardous missions in the then SECRET, X-Craft (midget submarine) earned him the Distinguished Service Cross and two Bars.

Thanks to a research query about Hudspeth received by the Society, the story of his remarkable war service can be told.  This story was researched and compiled by Dennis J. Weatherall JP TM AFAITT(L) LSM an active volunteer of the Society.  Dennis is a qualified Australian Military Historian and accredited Member of the International Guild of Battlefield Guides.

Early Life

Kenneth Hudspeth was born in Echuca, Victoria on the Murray River on 31 March 1918.  His Father Robert was born in 1891 in Carlton, and mother Ada (nee Sim) in 1894 in Box Hill, Victoria.  There were two other brothers born into the Hudspeth family, Bruce in 1919 and Donald 1921 in Hobart, Tasmania.

Robert Senior started work at 14 years of age and studied at night school to become a teacher.  He went on to become the first Principal of Hobart Technical College having established the school, recruited and trained staff in the specific trades required.

Kenneth Robert Hudspeth, was encouraged by his father to be aware of the bushland, and became a keen bushwalker in Tasmania’s south-west region.  He was also interested in all water activities and subsequently became a Sea Scout and crewed local cruising yachts.  With such involvement, Kenneth never lost his deep interest in maritime matters.

On finishing school Kenneth, following in his father’s footsteps became a trainee in the Tasmanian Education Department and was assigned to Hythe area school in the suburb of Southport following training.

Early Career

Following the outbreak of WWII, Kenneth offered his service to the Navy and was selected as a Sub Lieutenant RANVR.  His first posting being to HMAS Cerberus for induction followed by HMAS Rushcutter to undertake Anti-Submarine warfare training in the newly established school commanded by CMDR Harvey Newcomb RN.

SUB LEUT Kenneth Robert Hudspeth – 1940

During the Battle of the Atlantic up to 20 percent of all A/S Officers were Australian RANR/RANVR serving in the Royal Navy (RN).

Hudspeth departed for the UK in the “Imperial Star” in January.  Postings then followed in quick succession and included; HMS Ferret and HMS Clarkia.  After gaining his Bridge Watchkeeping Certificate and serving 15 months on North Atlantic convoy escort duties in 1941 & 1942, he volunteered for submarines and was posted to HMS Dolphin, HMS Cyclops (Submarine Depot Ship) and from October 1942 to August 1944, HMS Varbel I and II.

He was promoted LEUT RANVR on 15th January 1943 and assigned for commanding officer duties in Midget Submarine “X-Craft”.  His first command was X-Craft X10.

HMS Varbel I – named after CMDR’s Varley and Bell, both RN Engineers who designed the X-Craft prototypes. Originally the “Kyles Hydropathic Hotel” requisitioned by the Admiralty, located at Port Bannatyne on the Isle of Bute, Scotland.
“Bute’s War”, locations of HMS Varbel I and II
HMS Varbel II – “Ardtaraig House” was also requisitioned by the Admiralty early in the war and became HQ for the 12th Submarine Flotilla, located at the head of Loch Striven Scotland.

 

 

 

 

 

 

 

 

 

 

 

 

Hazardous service

The Admiralty had requested volunteers for special and hazardous service, stating they must be below 24 years of age on selection, unmarried, be good swimmers and of strong and enduring physique”.  After volunteering and selection interview at HMS Dolphin Hudspeth was accepted without an explanation of what ‘hazardous service’ was.  He was subsequently posted to HMS Cyclops then HMS Varbel where he commenced training (and was told what hazardous service he’d just volunteered for).  Training commenced immediately in the new midget submarines known as X-Craft.

HMS Cyclops (F31) depot ship for the 7th Submarine Flotilla home based at Rothesay 1940-1946. Originally the passenger liner “Indrabarah” built by Laing and Co. for the Indra Line Ltd. Purchased by the Admiralty whilst under construction on 27th October 1905, scrapped in 1947. Photograph taken on the Rothesay Bay Firth of Clyde Scotland.
X-Craft Surface running possibly the X21 with LEUT J.V. Terry-Lloyd SADF as CO standing on the casing.
C-Craft control room, craft number unknown. This image shows the very limited crew space available.
HMS Bonaventure (F139) was designated as depot ship for all Midget Submarines. Built by Greenock and Grangemouth Dockyard Co. in Greenock, Scotland for the Scottish “Clan Line”, it was to be launched as “Clan Campbell” but the Admiralty requisitioned her on the day she was launched – 27th October 1942 – and once converted was commissioned into the RN on the 26th January 1943.

Operation Source:  22nd September 1943

Operation Source was a Top Secret Operation to neutralise three German Capital ships, SMS Tirpitz, Scharnhorst and Lutzow.  Hudspeth was one of six midget submarine CO’s detailed to attack these vessels.  His target was the battleship SMS Scharnhorst, later downgraded by the RN to a Battlecruiser due to carrying only 11 inch main guns.  All were at anchor in the Kaa Fjord.

X5 was the Mission commander commanded by Commander LEUT “Henty” Henty-Creer RN who was Australian born.  X6 was commended by LEUT Donald Cameron RNR and X7 commanded by LEUT Godfrey Place RNR.  These three X-Craft were detailed to attack the SMS Tirpitz.  X5 was lost with all hands either during the attack or withdrawal (there is no definitive record), although the Admiralty refuses to dive on the wreck (located in 1974) to check if, in fact, they had deployed their two tons of explosives and were actually sunk on their escape from completing their attack on Tirpitz.  Both X6 and X7 succeeded in damaging their target, although both X-Craft were forced to the surface within the anti submarine net around the Tirpitz.  Both were craft were scuttled.  Two X7 crew members never escaped their craft.  The six surviving crew members were taken as prisoners of war (POW’s).  Both CO’s Cameron and Place were awarded the Victoria Cross.

On the 18th September 1943, X8 commanded by LEUT J Smart RNVR was en-route to attack the SMS Lutzow (Pocket Battleship).  It was under tow by its mother submarine, HMS Sea Nymph when the tow line parted.  It was found the next day.  As LEUT Smart had been forced to jettison both saddle charges during the passage X8s participation in the mission was cancelled.  Unfortunately, X8 was scuttled on the 18th September and the crew returned to the “mother” submarine for passage home.

X9 commanded by SBLT E.V. Kearon RNVR and X10 were designated to attack SMS Scharnhorst on the 16th September 1943.  Unfortunately, X9 under tow from HM Submarine Syrtis had dived and failed to surface on the same day.  It was found the towing hawser had also parted.  All four of its crew were lost.

X10 Crew: Left to right: SBLT G Harding; LEUT K.R Hudspeth CO; SBLT B Enzer; SBLT E Page (Passage CO) and seated left bottom ERA Tilley.

Other crew members of X10, unofficially named “Excalibur”, the legendary sword of King Arthur, included;  SBLT Bruce Enzer RNVR, 1st LEUT  SBLT Geoff Harding RNVR and Diver, ERA Tilley (who been seconded from fleet submarines).  Harding was the youngest of all X-Craft crewmen, he’d just turned 19.  Passage CO was “Ernie” Page, a tall, red-bearded Irishman.

X10’s target was the SMS Scharnhorst, believed at the time of departure from home base to be at anchor astern of the SMS Tirpitz in the Kaa Fjord.  Unknown to X10 as at 1300, 12 September when she left base under the tow of HM Submarine Sceptre, the Scharnhorst had slipped her moorings on the morning of 22 September and headed to Alten Fjord to undertake Gunnery practice.  Subsequently, Scharnhorst received a signal from Tirpitz advising she’d been under attack and had been torpedoed.  As a consequence, Scharnhorst did not return to her berth in the Kaa Fjord.  This situation unknown to LEUT Hudspeth became important post mission.

After slipping her tow from HM Submarine Sceptre at 2000 on 20 September, X10 dived to test her trim.  All was satisfactory, so course was set for the allocated target SMS Scharnhorst.  Given known technical reliability issues with the X-Craft it is not surprising that Hudspeth was beset with multiple mechanical break downs.  First the periscope motor started to smell pungent when raised and lowered, then the motor burnt out and the craft filled with fumes.  Next the Gyro compass failed as did the magnetic compass light, finally the boat started to leak above the switchboard and all fuses blew.  Every crew member, regardless of trade, was put to work in an endeavour to rectify the defects and hopefully resume X10 its mission.  At 0215, X10 bottomed out at 195 feet just 4 miles from Kaa Fjord and where it was presumed SMS Scharnhorst was at anchor.  Finally, one of the two side saddles (explosives) flooded.  It seemed little else could go wrong?

LEUT Hudspeth asked his crew if they wanted to proceed to their target in the condition they now found themselves in.  All responded yes.  After serious consideration as their CO and having heard multiple explosions at 0815 from the other attacking X-Craft, he weighed carefully if he should continue and if forced to the surface, the consequences of losing both his craft and crew.  He also considered the impact on other craft successfully attacking their targets.  X10 stayed bottomed all day then at 1800 Hudspeth called off the mission and limped back down the Fjord to the rendezvous for return to Loch Striven, Scotland.

Map of Kaa Fjord showing the location of SMS Tirpitz and where Scharnhorst should have been on the day of the attack.
Commanding Officers of X-Craft on Operation Source with the exception of X5 CO LEUT “Henty” Henty-Creer RNVR. Left to right; LEUT T Martin RN X9, LEUT Kenneth Hudspeth RANVR X10, LEUT Basil McFarlane RAN X8, LEUT Godfrey Place RNR X7 and LEUT Donald Cameron RNR X6.

LEUT Hudspeth was awarded a DSC (Distinguished Service Cross) on 11 January 1944.  His citation read: “For outstanding courage whilst in command of HM Submarine X10 during Operation Source in September 1943.  This submarine penetrated Alten Fjord on 22 September 1943 to within four miles of where Tirpitz was lying.  LEUT Hudspeth bottomed in this position in enemy waters throughout 22 September while he and his crew worked in trying conditions to make good the vessel’s defects.  The attempt was in vain and LEUT Hudspeth had to come to the correct though bitter decision to withdraw, when so near his goal.  The successful double passage of the approaches to Alten Fjord required determination and skill of a high order.  The application and endurance shown in the attempt to remedy defects deserve credit.  The information this Officer was able to bring back was of great value”.

Operation Postage Able:  17 to 21 January 1944

As the planning went ahead for the invasion of Europe, scheduled for the summer of 1944, it was realised that the Admiralty had no close inshore charts of the French coastline.  Therefore, towards the end of 1943 (December) a group of specialised servicemen arrived at the X-Craft Scottish base to check out if it was possible to use these craft to gain the information required for the upgrade of what would become the “invasion charts”.  The name of the group was Combined Operations Pilotage Parties (COPP) their role was to gain all possible information on the shore line both above and below the expected tide levels.  The Normandy coast was their target shoreline.  COPP was a mixture of Naval and Army personnel, the latter being trained commando swimmers.  It was Navy’s job to take these commandos, land them unseen to reconnoitre ashore before returning to their X-Craft for passage home.

Two X-Craft (X20 and X23) were shipped by rail from Loch Striven (Scotland) to Portsmouth (south coast) for the operation.  The original crew from X10 that was scuttled on its return from the aborted SMS Scharnhorst raid (Sep 43) were reassigned to X20 where they practised passage in the shallow waters of the Solent.  Due to last minute “second thoughts” by senior officers, the first planned COPP mission was carried out by small surface craft.  The planners were concerned about the possible discovery by the enemy of an X-Craft operation close inshore.

LEUT Hudspeth was awarded a bar to his DSC on 4 April 1944 for his missions in landing COPP personnel on enemy held coasts, his citation reads; “For outstanding courage and devotion to duty whilst commanding HM Submarine X20 in hazardous operations.  He showed great coolness, grasp and ability in manoeuvring his X-Craft submerged in shallow water close under enemy defences during the first attempt at putting Combined Operations Pilotage Parties on beach reconnaissance on a heavily guarded position of an enemy coast, in unknown and unpleasant conditions during the period 17 to 21 January 1944”.

Operation “Gambit”:  2 to 6 June 1944 of the Normandy Coast

Following the successful charting of the Normandy coast X20 and X23 were retained for the subsequent operation, Operation Gambit.  LEUT Hudspeth continued in command of X20 whilst LEUT George Honour RNVR was CO of X23.  For this operation the the crew of each was to be five men.  Originally designed for a crew of three, each carried divers and one other.  Conditions were cramped!

This operation was part of the overall D-Day Naval Operation known as “Operation Neptune”.  Basically both craft had to approach the British / Canadian allocated sector beaches and position themselves at the outer markers of Sword (X23) and Juno (X20).  Their role was to sit it out until the allocated time and date of the invasion, then surface and act as navigation beacons for landing force craft heading to the two beaches.

Map showing Normandy beaches Sword (British) and Juno (Canadian) 6th June 1944

With D-Day set for Monday 5 June 1944, both X-Craft left their berths at Fort Blockhouse and set course to exit the east gate on the Portsmouth Boom Defence.  Operation “Gambit” had commenced.  It was Friday 2 June at 2130 hours.  The X-Craft were under tow by two trawlers the Darthem (X20) and the Sapper (X23), they broke their tow the next day and headed for what are now known as Sword and Juno invasion beaches.  They positioned themselves (submerged) on the 4 June to be the leads for the biggest invasion force the world had ever seen.

The X-Craft needed to ventilate every five hours to draw in fresh air.  They also had to confirm their allocated station by periscope sightings each evening.  At 2200 daily they tuned into the BBC news broadcast for any coded message that would confirm the landings would commence the following morning.  During one such broadcast, the code was transmitted that the invasion landings would be delayed due to weather (at the UK end) for a day.  As their supplies were limited, especially oxygen backup (in bottles) this message caused some concern onboard X20.  Their mission on D-Day was to illuminate mast head beacons (to sea) from the deck and periscope to give the landing armada a tested navigation course to their landing beaches of Sword and Juno.

The allocation of operation names is of interest.  In this case the Admiralty had chosen Gambit which, as in Chess, a piece is risked so as to gain advantage later!  No words were ever so true for X20 and X23.

For this mission not only did they carry extra crew but enough equipment to open a deep sea fishermen’s store!  Before departure Portsmouth they stowed onboard the following kit:

  • Two coastal quick release anchors,
  • Three flashing lamps with batteries,
  • Several taut-string measuring reels,
  • Two small portable radar beacons,
  • One 18 foot sounding pole with two telescopic masts of similar length and
  • Twelve extra bottles of oxygen in addition to the X-Crafts normal fixed supply.

The crew were given fake identification papers and told if the mission was aborted they were to swim ashore make contact with the local resistance who would help them return to England.  That is of course, if they weren’t drowned or shot by German sentries.  If they survived and escaped, they still had to find the local resistance which was easier said than done.  Essentially, they were on their own if the mission was aborted.

X20 positioned herself off Juno Beach less than a mile and a half from the coast on Sunday 4 June 1944.  When the coded message was received it simply read “trouble in Scarborough” so X20 manoeuvred into deeper water to wait until Tuesday 6 June, the new D-Day.  At 0502 the periscope was raised along with the telescopic mast, lights affixed (looking seaward) the radio beacons and echo sounders activated……the final phase of the invasion of Europe was about to commence!

X20 had completed her mission successfully so had X23, so the crew hunkered down had breakfast and waited until it was time to get themselves off the beach and rendezvous with their two craft for a well-deserved return to Portsmouth.

For this operation, LEUT Hudspeth was awarded a second bar to his DSC on 28 Nov 1944.  The citation read: “For gallantry, skill, determination and undaunted devotion to duty whilst commanding HM Submarine X20 during Operation Gambit, the Combined Operations Pilotage Parties beach reconnaissance of the French coast prior to Operation Neptune and the landing of Allied Forces on the coast of Normandy”.

After D-Day LEUT Hudspeth was posted back to HMS Varbel (12th Submarine Flotilla – Midget X-Craft) and was involved in training new crew, he also wrote a manual on X-Craft operations, something he was well suited for having been a teacher prior to his war service.

HMS Orwell (G98) in her war time camouflage paint

On the 23 September 1944 LEUT Hudspeth was posted to HMS Orwell (G98) an Oscar Class destroyer and back to his old trade as an Anti-Submarine Officer.  The Orwell had been launched on 2 April 1942, commissioned 17 October 1942 and assigned immediately to North Atlantic and Russian Convoy duties.  LEUT Hudspeth served under LCDR John Randall Gower, CO from 15 July 44 through to 16 October 1945.  During Hudspeth’s time onboard most sailings were on the Russian run north until returning to Scapa Flow at the end of April 1945 Orwell rejoined the Home Fleet and assumed duties as required.  During this period LEUT Hudspeth served as First Lieutenant until released from his RN service.

On 10 September 1945 LEUT Hudspeth was posted to HMS President pending return to Australia and demobilisation.  He embarked on the passenger liner “SS Aquitania” leaving Southampton on 28 October and arrived in Tasmania in early December 1946.  His service concluded at HMAS Huon on 5 February 1946

Post demobilisation, Hudspeth continued to serve in the Reserve, was promoted to LCDR on 31 December 1951 eventually resigning his commission on the 21 January 1965.  Thus ended, a distinguished career of 25 years in war and peace in the RN, RANVR and post war RANR.

Post war Hudspeth obtained his teaching diploma and returned to his pre-war occupation as a teacher with the Tasmanian Department of Education.  He became the warden of “Werndee”, a hostel in Hobart for junior and trainee teachers.  Then followed several appointments to several schools in northern Tasmania before becoming Principal, and Superintendent of Building for the Education Department throughout Tasmania.  Kenneth Hudspeth retired from education in 1979 aged 61.

Kenneth married an English woman, Audrey Nicholson in 1959.  They produced three sons:  Andrew, David and Donald.  None followed in their father into the services.  In retirement Kenneth followed his interests in music and literature, although his chief interest was anything maritime and his love and involvement in the Tasmanian Maritime Museum.

Kenneth & Audrey Hudspeth in retirement.
Image supplied by son, Andrew Hudspeth

Kenneth Robert Hudspeth passed away on the 3 December 2000 at the age of 82 years.  He was a war time hero, a volunteer, a Reservist and one of the most decorated Australian Naval Officers of WWII.

 

Midget Submarines Specifications – X-Craft

Overall length: 52 feet

Displacement:              30 tons

Propulsion:                  Diesel engine and Electric motor

Range:                         Approximately 1,000 miles

Speed:                         6.5 Knots surfaced, 2 knots submerged economical speed

Armament:                  Two crescent sectioned charges 30 foot long each with two tons of explosives

Crew:                          Three to five subject to mission

Diving depth:              300 feet

 

References:

  • Royal Navy National Museum Portsmouth UK George Malcolmson Curator Archives and Images
  • X-Craft X20 In the English Channel LCDR K R Hudspeth RANR Rtd paper
  • “Above Us The Waves” C E T Warren & James Benson George G Harper UK 1953
  • “Midget Submarines of the Second World War” Chatham Publishing 1999 Paul Kemp
  • “Skill & Valour” James J Atkinson Spink & Son Australia 1986
  • “Bravo Zulu Honours & Awards” Vol 1 1900-1974 Ian Pfenningworth 2016
  • “Semaphore Operation Neptune D-Day 6 June 1944” John Perryman RAN Rtd paper
  • Naval Commander Force “J” HMS Vectis Report 179/323 25/09/43 Archives RN
  • Supplement to The London Gazette Rear Admiral C B Barry Tirpitz report 11/02/48
  • Defence Media Network “Operation Source X-Craft Raid on Tirpitz” Dwight Jon Zimmerman 19/09/2013 paper
  • Lost Heroes of the Tirpitz Dr Eric Grove 17/02/2011 paper
  • Major British Warship Losses WWII Submarines & Midget Submarines Gordon Smith
  • “Service Histories of RN Warships in WWII” LtCdr Geoffrey B Mason RN 2003
  • “Bute at War” www.buteatwar/gallery
  • Australians in Midget Submarines Ray Worledge 11/08/2013
  • U Boat Net – Allied war ships HMS Orwell G98 Oscar Class Destroyer
  • War Hero – Educationalist Ray Worledge paper
  • Operation Gambit “Fighting Spirit” Gavin Mortimer interview with S/Lt Jim Booth X23
  • Foxtrot Alpha Net “How the RN’s X Class Midget Submarines helped make D-Day Tyler Rogoway 2015 paper
  • Journal of the Australian Naval Institute. “The RANVR and the Normandy Landings” John Connor School of History ADFA paper
  • National Archives of Australia A3978 Barcode 30964422 & CA 38 / 587 – Canberra.
  • Dominion Yachtsmen Scheme DRA paper Ms Janet Roberts Billett paper
  • “Hudspeth Family 2018” via direct contact Mr Andrew Hudspeth eldest son of Kenneth and Audrey Hudspeth, family history – photographs.

 

Big wave of destruction

A voyage from Fremantle to Cocos Islands to farewell the Royal Yacht SS Gothic at the successful end of Queen Elizabeth II’s first visit to Australia ended badly when two of the escort ships collided during a RAS. On 5 April 1954 after HMA Ships Vengeance, Anzac I and Bataan, an Australian-built Tribal-class destroyer, handed over the escort duties to the cruisers HM Ships Colombo and Newfoundland, Bataan was low on fuel and needed to refuel. Consequently orders were received to take on fuel from Vengeance.

Former Chief Radio Electrician Bill Robertson, who was on board Bataan at the time, believes the collision was caused by a rogue wave which lifted Bataan’s bow and turned the ship towards Vengeance, when there was less than 10 tonnes of fuel left to transfer. “The change in heading couldn’t be controlled by the quartermaster in time to avoid a collision,” he said. “The Venturi effect, so dreaded when two moving vessels are so close together, held Bataan’s port side in contact with Vengeance’s starboard side. “There was an imminent danger Bataan would roll over and be sucked under Vengeance.” Mr Robertson said, as Bataan slowly slid aft, each time Vengeance rolled to starboard, her AA platforms came down on Bataan’s port superstructure. “Then the port side of the PO’s Mess, the ‘B’ gun deck and the Bofors platform on the port side of the bridge were all crushed,” he said. “I remember thinking the noise sounded like the damage was going to be expensive.” According to Mr Robertson, only the quick thinking of CO Bataan CMDR Glenn Fowle saved the ship. “He ordered, ‘hard a’ port, full ahead together’,” he said. “This forced our bow into Vengeance while kicking the stern out. “When Bataan had pushed itself out to about 45 degrees, the CO ordered full astern together, which separated the ships but didn’t do the bow
any favours. “At the time of the action I was on the starboard side of the bridge with a lifejacket in one hand and a roll of toilet paper in the other, somewhat unsure which had priority.”

There were no casualties during the collision, which left Bataan’s keel twisted. Bataan paid off at Sydney in October 1954, having steamed 279,395nm after commissioning in May 1945, and was sold for scrap in May 1958, to Mitsubishi Shoji Kaisha Ltd of Tokyo, Japan

 

Originally published in the Australian Navy News on 14 July 2016

Occasional Paper 41: SS William Dawes – A Ship is Burning (1942)

This account records an incident in the Japanese submarine campaign off Australia and the efforts of the RAAF and VAOC to protect coastal shipping.

As the attractive blonde 17 year old rode her push bike to work on the cold morning of 22 July, 1942, the Japanese submarine I-11 had already torpedoed the American Liberty Ship, SS William Dawes approximately 15 miles off the Australian east coast township of Merimbula. Lorna Stafford was a member of the little-known Volunteer Air Observers Corps, which was established by the Royal Australian Air ForceDirectorate of Intelligence in the last few months of 1941.

The VAOC’s work was the sighting and reporting of enemy aircraft over Australian territory as well as coastal surveillance. Observation posts were established and manned by volunteer observers under the control of a Chief observer and linked to control posts under a civilian Commandant. The control posts such as where Lorna reported to begin her daytime shift used existing Civil Defence and Volunteer Defence Force facilities wherever possible. Any relevant information was reported directly to the main control posts in each state capital city. Communications were carried by an `Airflash’ priority system through the normal telephone system backed up by B3 radios between control and main centres. Using this method which overrode the normal telephone lines, it allowed information to be transmitted to a main control post in one or two minutes. All volunteers were to be of Australian/British nationality, of good character and have passed the basic hearing and eyesight test. All went through a stringent aircraft recognition training course and where possible, members were recruited locally. Lorna Stafford lived close to the small fishing town of Tathra where the observation post in a small wooden hut had been established because of its commanding view up and down the coast. It was freezing in the winter and hot in the summer and was only equipped with the mandatory log and code books, telephone, clock and binoculars.

Lorna normally began her official day timeshift at 9 am (9 am-1 pm) but had arrived early this particular morning and was shown a report from the night shift observer that at approximately 5.30 am that morning, a loud explosion was heard out to sea down towards Merimbula. Little did the teenager realise she was about to become a part of military history generally unknown today outside the local area.

In mid July, three type A1 Japanese long-range fleet submarines arrived off the east coast of Australia from the shipyards in Kure, with orders to attack all merchant shipping. The largest boat was the 2900 ton I-11 commanded by Commander Tsuneo Shichiji. The I-11 was also the flagship of Rear Admiral Kono Chimaki’s 3rd Submarine Squadron. The Type A1 was developed from the Type J3 design with a hangar opening forward from the conning tower. This was for access to a forward mounted catapult, which allowed advantage to be taken of the forward movement of the boat to launch the `Glen’seaplane. The I-11 and the two other boats, I-9 and I-10 were all equipped with communications equipment that enabled them to operate as command ships for groups of submarines. For the time, they were massive boats with a crew of 114 officers and men. All three submarines operated along the east coast of Australia from July to the beginning of August and official Japanese records credited the three submarines with sinking ten Allied merchant ships. In fact, only three were sunk, all by the I-11.

A1 class submarine

Commander Tsuneo Shichiji began his war in the I-11 with the night sinking of the Greek ship, SS George S Livanos (4835 tons)approximately 15 miles off Jervis Bay on 20 July. Fortunately, there were no casualties. Three hours later in almost the same area, the I-11 torpedoed and sank the American vessel, SS Coast Farmer (3290 tons). After the attack; the I-11 surfaced to examine the sinking ship by searchlight and submerged a short time later. The crew were not harmed in any way but one crew member had been killed in the attack. Twenty seven hours later, in the early morning darkness of 22 July 1942, the I-11 attacked the 5576 ton American Liberty Ship, SS William Dawes ((SS William Dawes was named after the revolutionary patriot minuteman who rode with Paul Revere and Samuel Prescott during the American War of Independence. She was launched from the Oregon Shipbuilding Corporation, Portland on 7 February, 1942 as a United States Army Transport.)). The Japanese Commander’stactics were to attack ships at night, preferring surface attacks using a combination of torpedoes and the 155mm deck gun.

The William Dawes had left the South Australian city of Adelaide on 19 July bound for Brisbane, Queensland’s capital city, with a complement of 39 Merchant crew, 15 Naval Armed Guard and a cargo according to the Australian War Memorial records of 82 x quarter-ton jeeps, 33 x half-ton CPRs, 72 half-ton pickups, 2 x one and a half ton cargo trucks, 12 x two and a half ton cargo trucks, 12ambulances, 12 half track vehicles and with explosives and other sundry Army stores, the total service cargo was approximately 7,177 tons. Three soldiers, a Lieutenant and two enlisted men, were also on board as the cargo was the equipment and stores of the United States Army 32nd Infantry Division (Michigan and Wisconsin National Guard) that had arrived in Adelaide from San Francisco on 14 May. They had been training at a military camp outside the city but early in July 1942 were ordered to transfer all personnel and equipment to CampTamborine near Brisbane. Most of the personnel were sent to their new camp by train but some were dispatched on five ships. The William Dawes was not part of this convoy of ships but steaming alone, unescorted, and was approximately midway between Merimbula and Tathra when the torpedo struck.

SS William Dawes

The first torpedo the Japanese fired at the Liberty ship that fateful July morning struck the stern section, causing massive damage from the entire after end of the ship to the centre of No. 5hatch. This section separated and sank a short time later, taking with it the steering gear, the propeller, stern deck gun and the two anti-aircraft guns. The engine room flooded through the shaft alley. There were nine people in oron the after deckhouse. Two were on watch at the four inch gun that was atopthe deckhouse and seven were asleep in their compartments. The two on watch were presumably killed instantly and of the seven below, four, including Signalman Minton, escaped. The others were trapped and perished.

The Captain had ordered the lifeboats lowered and the ship abandoned but instructed the boats to pull away from the ship and standby until daybreak to see if the ship could be saved. Sometime later, a second torpedo struck the ship amidships, setting the ship on fire, which started a series of explosions. Just after the fires had started, the crew were horrified to see the giant I-11surface about 1500 yards from the burning ship and lifeboats just before sunrise, presumably to observe or record their handiwork, and had submerged without interfering with the crew in the lifeboats a short time later. William Minton saw the submarine surface and remembers being extremely worried as he had heard of submarines ramming or machine gunning lifeboats. Realising the ship was unsalvageable, the Captain ordered the four lifeboats (one motorised)to head towards the nearest land, about 12 miles away. They had gone some distance when the rescue trawler from Merimbula arrived. The survivors were collected together and the four lifeboats were towed back to Merimbula. The local police constable on board the trawler compiled a list of the dead and wounded.One Army servicemen plus four Naval Armed Guard had been killed and four wounded, one badly. The dead soldier, twenty five year old Corporal Gerald O.Cable, Service Company, 126 Infantry had the dubious distinction of being the first 32nd Infantry Division serviceman to be killed in action while serving with William Dawes gun crew. Shortly afterwards, Camp Tamborine outside Brisbane, was renamed Camp Cable in his honour by his fellow soldiers. The 32nd were the first Americans to meet the Japanese in New Guinea.

Lorna was unaware a submarine attack had taken place but from her vantage point in the Tathra observation post, and with the aid of her binoculars, she could see the ship constantly changing course. With the steering gone, the ship was at the mercy of the ocean currents. As the drama at sea was unfolding, Lorna was reporting her observations to the majorVAOC HQ at Moruya and making rough timeframe sketches of each event as it unfolded. Lorna’s efficient and speedy reports to her control station in Moruya had enabled the fishing trawler to be quickly dispatched to the scene to rescue any possible survivors. Another trawler was sent from the nearby fishing town of Eden as a stand by. A fishing boat was also sent out from Tathra and the local people, now aware of the tragedy that had taken place out at sea, gathered together to get food ready for the expected arrival of any survivors. They were bitterly disappointed when they heard the rescued crew had gone to Merimbula instead.

The Japanese submarine had long since gone when a Royal Australian Air Force aircraft arrived on the scene just after sunrise.

The RAAF Operations log book records the flight crew reported seeing 12-15 persons in each of the four lifeboats and that the vessel was on fire and a number of service trucks and jeeps on deck were also burning. The crew investigating the devastated ship also reported sighting a submarine at 10.15 am, three miles south of the stricken vessel moving southeast. The aircraft attacked the submarine with bombs. The aircraft’s target could have been Shichiji’s submarine, as his course did take him south, or a whale mistaken for a submarine, but official Japanese record sindicate no attack on the I-11 taking place. The burning wreck of the William Dawes finally sank stern first around about 4.30 pm the same day.

Most of the remaining crew were gladly accommodated in the homes of the local townspeople until the military authorities could make further arrangements as to their future.

Commander Shichiji continued his patrol further down the Australian coast where he again used his night surface attack tactics and fired one torpedo at an Australian vessel, SS Coolana (2,197 tons). The Japanese thought they had hit the ship but as the vessel showed no sign of sinking, Shichiji ordered the use of the deck gun. In the rough seas, it was difficult to aim and when the Australian vessel began to send a SOS signal, it was time to leave the scene. Fortunately, there was no damage to crew or ship.

Two days later on 29 July, the giant I-11 almost became a victim herself. One of three RAAF Beaufort aircraft patrolling off Cape Howe sighted an object 22 miles NE of Gabo island, identifying the submarine on the surface. After several attacks a large patch of oil convinced the crew that they had accounted for the submarine. It was a very close call and it was the first time the I-11‘s crew had been in a bombing attack and it shook them up rather badly. The only damage to the submarine was some cracking to the wooden decking and a few embedded bomb fragments in the deck.

The I-11began her next war patrol during the first week of August in a new theatre of operations, this time in the Pacific. Over the next 2 months, there were only two events worthy of note during this phase of her operations. On 6 September1942, the submarine managed to slip past a screen of escort ships off Espiritu Santo and fired a spread of torpedoes at the aircraft carrier, USS Hornet (CV8) but a circling aircraft spotted the torpedoes and dropped its bombs disrupting the torpedo’s direction. All missed the carrier ((The USS Hornet had, back in April, launched the famous ‘Doolittle Raid’ where l6 B25s attacked Tokyo, Nagoya and Kobe in one of the most daring raids of modern warfare. Although the I-11 failed to sink her, the carrier would fall victim to the Japanese the following month in the battle of Santa Cruz Islands, one year and six days after she was commissioned.)).

The next day, the I-11 was attacked by a PBY Catalina from the “Black Cats” squadron (VP-11) and may have suffered some damage as she returned to Kure for repairs on the 22 September.

Early January 1943, a repaired, provisioned and ready for action I-11 returned to active service in the Pacific. But the earlier successes of 1942 eluded the I-11. On 20 July 1943 off San Cristobal, New Hebrides in the Solomons, the I-11 fired two torpedoes at the Australian light cruiser, HMAS Hobart. One torpedo hit, killing 15 crewmen and wounding seven others but the Hobart managed to limp into Espiritu Santo and carry out temporary repairs. On 11 August, the I-11torpedoed and damaged the 7,176 ton American Liberty ship, SS Mathew Lyon off Noumea, New Caledonia. With nothing much to show for almost nine months of operations at sea, the I-11 returned again to the Kure shipyards for repairs on 26 September.

Three months later, the giant I-11 and her crew lay on the bottom of the ocean, listed officially as an operational loss off Ellice Island. Some historians suggest she hit a mine but the cause of her demise has yet to be historically proved.

The Japanese were never in a position to seriously disrupt the flow of war material and other essential goods between America and Australia as they lacked the resources, material, skill and proper direction. If the Imperial Japanese Navy High Command had adopted the GermanHigh Command’s priority of sinking merchant ships, the disruption of cargo between America and Australia might have had an effect on the ability of the Allies to conduct the war. Certainly it would have made it much more difficult to keep the supply lines open. Japan sent more than 24 submarines to operate in Australian waters during 1942-44, and of the 49 merchant vessels attacked, only24 were actually sunk (a total of 117,000 tons). The overall Japanese submarine warfare campaign was not all that impressive.

What was impressive was the contribution by the volunteers of the Air Observers Corps who, in the overall picture of Australia’smilitary involvement in WW2, has been all but been forgotten. The VAOC peaked in manpower at 24,000 members in 1944, manning 2,656 observation posts and 39control posts. Between January 1943 and August 1945, the organization had`definitely’ saved 78 aircraft, `substantially’ aided 710 and `assisted’ a further 1,098. Assistance given ranged from supplying tea and biscuits to downed airmen to advising their bases of their whereabouts and guarding aircraft. When one adds up the ship spotting and naval co-operation tasks, the corps has an honourable record. They were officially disbanded on 10 April 1946.

Lorna, now Mrs Waterston, lives in Kalarunear Tathra. To honour her contribution to the war effort and her part in the events of 22 July 1942, a small memorial plaque was placed in Tathra’s memorial park by the local Lions Club. A fitting tribute, not just to one single VAOC volunteer but to them all and to those brave men who lost their lives in SS William Dawes.

The Australian Government also paid a tribute to the men who lost their lives on the William Dawes, but 62 years later. An Australian diving expedition called the Sydney Project Diving Team had been planning for over six months a dive on the William Dawes. The wreck’s location was established 10 miles from where she was torpedoed and 12 miles from the coastal town of Bermagui. On 25 October 2004, two divers not only found the wreck upside down in 135 metres of water but broke the existing New South Wales diving record at the same time.

The wreck has remained untouched since its sinking and is a virtual time capsule. The Australian Government declared the site to be a ‘historical shipwreck’, which will enable divers to visit the ship but not to remove or disturb relics without a permit. An official government communique stated; `The William Dawes deserves our protection as it may be a war grave of the five lost crew.’ May they rest in peace!

Author: Wright, Ken
Publication:  September 2005 edition of the Naval Historical

Further reading:

http://ahoy.tk-jk.net/macslog/LibertyShipWilliamDawes.S.html
http://www.combinedfleet.com/I-11.htm

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