WWI operations

The Royal Australian Navy in World War One

April 22, 2020

The following note was provided by Captain Sean Andrews, RAN Director of the Sea Power Centre -Australia. Thanks also for the link to a short film made by the Sea Power Centre – Australia’s history team on our Navy in WWI. It was made for ANZAC Day 2020 which is being commemorated by Australian in a very non-traditional manner due to the pandemic gripping the World. The mission of the SPC-A, like the Naval Historical Society of Australia, is the preservation and promotion of the Royal Australian Navy’s history and heritage. Supporting this mission is an official YouTube Channel which provides a wonderful collection of Navy’s great stories.

On 4 August 1914 when Britain declared war on Germany the ships of the Royal Australian Navy were at sea and proceeding to their war stations. The Navy’s immediate tasks were to seize Germany’s regional possessions and counter the threat posed by the German East Asiatic Cruiser Squadron based in China. The presence of the RAN’s new battle cruiser HMAS Australia (I) was sufficient to convince the German Squadron Commander, Vice Admiral Maximillian von Spee, to relocate his squadron to the Eastern Pacific where it defeated a British naval force before itself being destroyed by Royal Navy ships in the South Atlantic.

On 11 September 1914 the Australian Naval & Military Expeditionary Force landed at New Britain where, in a brisk action against German colonial forces, a predominantly naval landing force defeated the enemy and captured the Bitapaka wireless station. During that action Able Seaman William Williams became the first Australian serviceman to be killed during World War 1. Further tragedy followed when HMA Submarine AE1 failed to return from a patrol outside Rabaul. A succession of searches revealed no trace of the vessel or her 35 man crew. The RAN had nevertheless proven to be an effective instrument of national power establishing maritime security in the immediate region and securing important lines of communication.

In November 1914 the light cruiser HMAS Sydney (I) won for the RAN its first single ship battle honour when it engaged and defeated the German cruiser SMS Emden in a fierce action off the Cocos Keeling Island group in the Indian Ocean. That action cleared the way for Anzac troop convoys to traverse the Indian Ocean, without loss, for the duration of the war.

HMAS Sydney (1) steaming out of Sydney Heads following the outbreak of World War 1. RAN Heritage Collection

At the time of the Anzac’s landing at Gallipoli on 25 April 1915, HMA Submarine AE2 had penetrated the Dardanelles and entered the Sea of Marmara where it executed orders to ‘run amok’. The submarine spent the next five days operating as widely as possible giving the impression that more than one submarine was active. She fell victim to a Turkish gunboat on 30 April and the vessel was abandoned without loss of life. Her crew was taken prisoner and four of its number died in captivity.

The Australian Submarine AE2. RAN image.

Ashore at Gallipoli on Suvla Bay, engineers of the Royal Australian Naval Bridging Train provided valuable service building pontoon piers on the beaches enabling vital supplies to be landed from the sea and the wounded to be evacuated. They also undertook a wide variety of additional tasking including salvage work and maintaining water supplies. To them went the distinction of being the last men to be evacuated from the peninsular when the campaign was abandoned in December 1915.

Naval Ratings of the 1st RANBT at Domain Camp, Melbourne 1915, prior to embarkation for overseas service.

In the years that followed, RAN cruisers and destroyers variously assisted with the blockade of German East Africa, patrolled North American and Far Eastern waters and performed anti-submarine duties in the Mediterranean. From 1915 the RAN Flagship, HMAS Australia (I) operated with the British Grand Fleet in the North Sea. She was later joined by the cruisers HMAS Sydney (I) and HMAS Melbourne (I).

On 11 November 1918 the signing of the Armistice brought the fighting in Europe to an end. When the German High Seas Fleet steamed across the North Sea to surrender, HMA Ships Australia, Sydney and Melbourne were present. On leaving England to return to Australia the Admiralty expressed its appreciation of Australia’s contribution as follows:

Their Lordships state that Australia may well feel pride in the record of its navy newly created in the years prior to 1914, but shown by the test of war to be in all respects ready to render valuable service to the Empire in the hour of need.

Video: The RAN in World War 1 – Anzac Day 2020 Tribute.

Occasional Paper 59: Francis James Ranken

July 6, 2019

July 2019

Early Career

Francis James Ranken was born in 1864 at ‘Saltram’, Eglinton, near Bathurst. He was the eldest son of James Australian Ranken and was educated at All Saints’ College, Bathurst. His grandfather, George Ranken, was one of Bathurst’s earliest settlers, and was granted 2,000 acres at Eglinton in 1822. Francis went to sea at the young age of 14 in a clipper ship, and eventually became an officer in the Orient Line. He joined the Royal Navy Reserve (RNR) as a Sub-Lieutenant in August 1891 and after training resumed service with the Orient Line. He married Menina Blanche Paige (who was born in Maryborough, Queensland in 1863) in London in 1893.

He was serving as Chief Officer in RMS Orient when she sailed from Melbourne for Sydney on 9 January 1897, encountering very rough weather after passing Wilson’s Promontory. On the next afternoon the brig Phyllis was sighted flying distress signals and Orient learnt that the crew were starving. Although a huge sea was running, a boat with Ranken and a crew of six managed to row to the brig and transfer food. The return journey was even more perilous as the wind and sea heightened and the men were finally pulled from the boat onboard the Orient. The boat could not be recovered as the sea was too rough. Whilst in Sydney, Orient’s Captain and boats crew’s efforts were recognised by the National Shipwreck Society and Ranken received a gold medal and a pair of binoculars.

He was promoted to Lieutenant RNR in September 1897 and by 1899 had completed one year’s full-time service in the RN and also completed one of the short courses in Gunnery and Torpedoes available to reserve officers. In November 1899 he was appointed to the first-class cruiser HMS Galatea for his second period of 12 months training, completing this full-time service in the first-class cruiser HMS Royal Arthur, which he joined in February 1900. Royal Arthur was the flagship for the Imperial Squadron in Australia. In April 1900 Royal Arthur escorted the Royal Yacht Ophir carrying the Duke and Duchess of Cornwall and York (the future King George V) to Australia to open the new Federal Parliament in 1901.

In July 1905 he was appointed to the third class protected cruiser HMS Mildura in the Australian Auxiliary Squadron, for a third period of FTS. In May 1906 he was appointed to HMS Torch, an Alert class sloop and tender to the cruiser HMS Pyramus to complete his 12 months training.

At his own request he was placed on the retired list in December 1907 and returned to Australia to undertake poultry farming at Castle Hill, NSW. He had completed three years full-time service in the RN and had completed both short courses available for Reserve officers in Gunnery and Torpedoes.

Ranken’s Contribution to the Introduction of a Minesweeping Capability

The Admiralty wrote to the Naval Board in late 1914 outlining the impact of mining in home waters and suggesting appropriate measures should be taken as it was likely the Germans could mine in bases abroad used by British and allied navies. Despite broad policy directives from Navy Office on establishing a minesweeping capability, little action resulted and discussions dragged on. What was needed was a champion to understand the issues and break the seemingly continuous dialogue between Navy Office and the local naval authorities. That was to come with the recruitment of a 52 year old Master Mariner, Francis Ranken. On 8 February 1916 Ranken joined the RANR (Seagoing) as a Lieutenant Commander (Temporary Service) and was posted to HMAS Penguin before assuming command of HMAS Gayundah in May. Given that he joined for temporary service around the time the Board decided they wanted a reserve minesweeping service, it is suggested he was recruited to oversee and manage the introduction of a minesweeping capability.

Ranken produced a report on minesweeping arrangements for Sydney and the report formed the basis for establishing a minesweeping service in the RAN. By early 1917, matters started to speed up as on 16 February advice had been received that a vessel had sunk off Colombo, believed to be due to mining. It was decided that because of the potential threat to Australian ports, a minesweeping organisation was to be introduced as soon as possible at Sydney, Melbourne and Fremantle. Whilst the Director of Naval Auxiliary Services (DNAS) in Navy Office began staffing the administrative details for the minesweeping organisation, the RN advised the Naval Board by telegram a week later, on 27 February, that a mine had been found and exploded in a sweep off Colombo. At a Board meeting on 28 February 1917, it was formally agreed that minesweeping sections would be set up at Sydney, Melbourne and Fremantle. Suitable vessels would be leased and converted for minesweeping.

On 1 March 1917, Navy Office advised the Prime Minister, Billy Hughes, that a Minesweeping Service was to be established immediately. That day, Ranken was posted to the staff of DNAS to manage the introduction of a minesweeping capability into the RAN. The next day, Cabinet approved the measures proposed. The Section would be a component of the Royal Australian Naval Brigade (RANB), which was administered by DNAS. The RANB was the RAN’s primarily non-seagoing reserve organisation during the First World War. The Brigade provided men for overseas service including the naval component of the Australian Naval and Military Expeditionary Force that occupied Germany’s Pacific territories, and the Naval Bridging Train that operated at Gallipoli and Egypt. The Brigade was also heavily employed at home guarding naval installations, operating harbour patrols, inspection services and boarding parties, and manning lookout and wireless stations.

The organisation for the RANB (Minesweeping Section) would enlist personnel from the trawler industry and other seagoing vessels into the Brigade for temporary service for training and then returned to their normal employment. Whilst DNAS remained responsible for personnel matters, the implementation of the organisation to undertake minesweeping activities in each State was under the supervision of the local Naval Commanders. However, the overall co-ordination of the introduction of this new capability across all States was managed by Ranken working from DNAS. He wasted no time and the recruiting of suitable personnel for the recently announced Minesweeping Section of the RANB commenced in late March 1917.

Minelaying by the German Raider Wolf

The German raider Wolf (formerlly the Hansa freighter Wachtfels) was 5,809 GRT, 135m long, had a speed of some 11kts and a range of over 32,000 nm. She carried seven 150 mm guns, many smaller weapons, four torpedo tubes and at least 497 mines, together with a two seater seaplane. Under the command of Korvettenkapitän (Lieutenant Commander) Karl August Nerger she sailed from Kiel on 30 November 1916, finally returning home on 24 February 1918 with 467 prisoners and substantial valuable seized cargo. She ‘lived off the land’ for a cruise of 64,000 miles, surviving on supplies and coal plundered from captured vessels. In 15 months at sea, Wolf captured 14 ships (sinking twelve) and also laid minefields that sank another 13 ships. Minefields were laid at Cape Town, Cape Agulahas (South Africa), Bombay, Colombo, Australia, New Zealand and the Anambas Islands (near Singapore).

Wolf’s voyage was the most successful undertaken by any German raider and no doubt reinforced the value of the merchant raider concept of operations, particularly the use of an embarked aircraft (this concept was again used by the Germans to great effect in World War II). The Wolf, without support of any kind, had made the longest voyage of a warship during World War I and had steamed almost 2.5 times around the globe. Her actions over a wide area between Cape Town and New Zealand caused confusion and the allocation of a large number of forces to try and locate her.

Wolf crossed the Tasman after mining off New Zealand to mine near Gabo Island (off Cape Howe) on the night of 3-4 July 1917. She laid 30 mines, and would have lain more but for the appearance of a vessel that she took to be an Australian cruiser.

Sinking of SS Cumberland

On 6 July 1917, just two days after Wolf had laid her minefields, the SS Cumberland was heading down the east coast for a voyage to the United Kingdom after picking up cargo in Townsville, Bowen and Sydney. The 9,660-ton steam ship reported at 0835 that she had struck a mine ten miles south of Gabo Island. The Department of Navy had given written route directions that would keep Cumberland outside mineable water (outside the 100 fathom line). The Master, Captain McGibbon, later admitted that he disobeyed these instructions, and the ship was several miles inside his prescribed course.

Cumberland reported that she was sinking and required assistance. The ship had a hole some 21 by 14 feet in No. 1 hold and was taking water but struggled towards Gabo Island and grounded for urgent repairs around1400. By evening the ship had about 38 feet of water in No. 1 hold and 17 feet in No. 2 hold. The crew decided to temporarily abandon Cumberland and landed on Gabo.

Vessels were dispatched from Sydney and Melbourne with dedicated salvage equipment, including pumps and mooring gear. By the time they arrived, Cumberland’s holds, boiler room and engine room were flooded. Salvage operations commenced under the supervision of Captain Christopher Spinks of Vine Hall and Spinks Marine Salvage Agents, from Sydney The ship’s agent, acting on behalf of the owners the Federal Steam Navigation Company, was responsible for implementing the salvage arrangements.

Naval and Harbour Trust divers were deployed patching the hole by removing jagged plating and attaching sturdy timber bracing and patches made from layers of canvas. In addition, the bulkhead was repaired and the ship pumped out. However the cargo of some 2,000 tons of metal ingots was not removed. Several vessels were involved in the salvage including the Illawarra & South Coast Steam Navigation Company’s steamers Merimbula and Bermagui, and the tugs Champion and James Paterson from Melbourne.

After five weeks of strenuous repair work by divers and a dedicated salvage team, on the morning of 11 August the ship was refloated and the tugs James Patterson and Champion commenced a tow to Twofold Bay for further repairs. A salvage crew under Captain Spinks was onboard and the boilers were lit to maintain pumping of the holds. However, by evening, the weather had worsened and as the swell developed it became impossible for the tugs to make headway and Cumberland started to take on water faster than the pumps could manage. By 2200 the stricken ship had settled down by the bow and waves were now crashing over the deck hatches. By now it was clear the vessel’s situation was hopeless and Spinks ordered the ship abandoned. The tugs slipped the tow and Merimbula and Bermagui stood by to offer help, the former rescuing Cumberland’s crew. Shortly after the last of the crew reached Merimbula, the Cumberland sank bow first. She had been towed twenty-three miles before being lost and sank 18 miles from Eden in an estimated depth of 50-60 fathoms.

Sweeping the Gabo Island Minefield

At this stage there was no intelligence on Wolf’s activities, or the movement of any other suspicious ship off the Australian coast, however, given the depth of water where Cumberland was hit, it was agreed that mining was feasible. On learning Cumberland had suffered damage an inquiry was immediately ordered under Major George Steward CMG, Official Secretary to the Governor General (Sir Ronald Munro Ferguson). His report to the Prime Minister, completed 18 September, found convincing proof that Cumberland had struck a mine. Whilst the Naval Board suspected an internal explosion, it recommended minesweeping to the Minister of Navy in order to resolve the question of the cause of the explosion. The area to be swept was based on the datum provided by Cumberland hitting a mine in the Gabo Island minefield.

On 26 September 1917, two trawlers (Gunundaal and Koraaga) were leased to undertake minesweeping off Gabo Island. (The third trawler, Brolga, was leased on 8 November). The crews for the trawlers were engaged for temporary service in the RAN Brigade. Lieutenant Commander Ranken was posted from DNAS to Penguin on 19 September to command Gunundaal and as Senior Officer Mine Sweeping Unit. He reported to the Captain in Charge HMA Naval Establishments, Sydney, Captain John Glossop CB, RN (of Emden fame), who was in overall command of their subsequent operations. The minesweeping unit sailed from Garden Island, Sydney eight days later on 3 October 1917.

It was intended that sweeping near the Cumberland datum commence on 5 October, however a gale delayed danlaying and sweeping was delayed by three days. The first mine ever swept by the RAN was swept on 9 October 1917. At 1325 Gunundaal and Koraaga were sweeping in 100 m depth of water near the location reported by Cumberland, when the sweep wire veered off Gunundaal’s winch. At 1405 Ranken asked the Mate to feel the sweep wire, and it was decided that there was nothing hung up on the sweep wire. At 1415 an explosion occurred shaking both ships fore and aft, and the location of the detonation of the mine was buoyed. Fortunately the mine was deep when it detonated. After engaging the mine mooring the sweep wire probably dragged the mine down as it ran up the mooring, and then rode up the mine and bent a horn which exploded the mine. The mine detonation was 4.8 miles from Gabo Island Lighthouse, and Ranken reported that the stone buildings were shaken. There was no plume; however the water boiled up over an area of about 80 square metres.

The sweeping of this first mine was reported the same day by telegram (via the Gabo Island Lighthouse) to the Captain-in-Charge, Sydney. At 0930 on 10 October Ranken received orders from the Captain Glossop (presumably from a telegram collected that morning at the lighthouse) to provide a full written report of the discovery of this mine. At 1100 Gunundaal and Koraaga weighed anchor and proceeded to Eden to post the report. The letter on 10 October appears to have been written in haste by Ranken, keen to resume actual sweeping. Ranken’s writing was normally copperplate. The Minister for the Navy, Sir Joseph Cook, promptly released statements on this initial sweeping operation, and these were reported by the newspapers. The psychological warhead of mining would have generated public shock and concern commensurate with a weapon that was new to Australian waters.

There were five more sweeping deployments in October, November, December and January 1918. A further eight mines swept making a total of eleven mines were swept under Ranken (until 21 December) and one in January 1918. His final Report of Proceedings indicates the adverse weather conditions the minesweepers encountered on these deployments.

Ranken gave an interview which was published in the Sydney Morning Herald on 3 November on the minesweeping operations and the minefield. The article gave more detail on the mines than the earlier press release made by the Minister the Navy. The fact that Ranken had spoken to the press incurred the wrath of the Naval Board with the Second Naval Member (Captain Henry Cochrane RN) finding Ranken’s reasons, which indicated the information was cleared by the Censor, unsatisfactory, particularly as the Board has issued explicit instructions forbidding giving statements to the press.

The Naval Board proposed not to re-employ Ranken in the minesweeping service. Ranken requested on 1 December 1917 that the Naval Board reconsider this decision, but the decision to not re-employ him in minesweeping was confirmed on 15 December. Given Ranken’s extensive background in setting up and managing the minesweeping capability, the general paucity of RAN minesweeping expertise and the ‘good news’ style of article, it is surprising that the Naval Board acted so quickly and took such a hard line on what must be considered a minor indiscretion.

Ranken returned to Sydney on 22 December and did not participate in further minesweeping operations. However, he remained posted to Penguin and his minesweeping expertise continued to be used for minesweeping analysis in Brisbane and Townsville. He resigned in September 1918 and the Navy lost one of its most experienced minesweeping experts. He returned to poultry farming at Castle Hill.

In March 1919, the Admiralty wrote to the RAN calling for recommendations for awards in respect of minesweeping service. This was an unusual request as it was the only time the Admiralty had communicated with the RAN on the subject of honours and awards. Rankin’s old boss, Captain Tickell, the Director of Naval Auxiliary Services, drafted the response to the Admiralty, recommending four personnel, including Ranken. Captain Glossop had also recommended Ranken’s name be included. The wording was precise, stating Ranken: ‘Was Officer Commanding Minesweeping operations and successfully swept the enemy mine-field off Gabo Island, SE Australia when 10 enemy mines were destroyed. This Officer showed marked ability and devotion to duty during the minesweeping operations off this coast.’

In October 1919, Ranken received an OBE in recognition ‘for valuable services in minesweeping operations’ during the War. In July that year the RN had promoted him to Commander RNR (retd) ‘in recognition of services rendered during the War’ and in September 1920 he was awarded the Royal Navy Reserve Officers’ Decoration.

Conclusion

Frances Ranken died at Parramatta on 1 September 1929 and was cremated the next day at Rookwood Crematorium. They had no children and his wife, Menina Blanche Paige-Ranken, who was an accomplished pianist and well known in Sydney music circles, died in 1947.

Ranken had a remarkable life and made a significant contribution to the RAN’s minesweeping capability in World War I. His actions when as Chief Officer of RMS Orient taking charge of the boat delivering supplies to the brig Phyllis in ferocious sea conditions, indicates his courage and ability to succeed in arduous conditions. The rapid and successful implementation of the Minesweeping Service from a virtual vacuum no doubt reflected his considerable organising abilities and management skill. His command of the successful minesweeping campaign in adverse conditions was an impressive record. It is fitting that he was recognised for his service and achievements. It is interesting that the RN conferred a promotion to Commander RNR and a Reserve decoration on him which suggests that he had left a positive impression from his time in the RN and that his old service recognised what he had accomplished in sweeping the Gabo Island minefield.

Publication March 2014 edition of the Naval Historical Review (all rights reserved)
By Hector Donohue

Occasional Paper 55: Reuben Mitchell DSM, RAN – Survivor of HMS E14

June 17, 2019

June 2019

The following story is of an Australian Able Seaman whom some military historians believe should have been awarded the Victoria Cross for his courage and compassion while under enemy fire from Turkish guns in the Dardanelles during World War I. The most senior survivor was Petty Officer Coxswain Robert Perkins, DSM who wrote in a report, ‘Reuben Mitchell acted most gallantly. He was on the conning tower with three officers, passing orders below to the helmsman. All the officers were swept off the bridge by shellfire and he was left all alone. Although the enemy had the exact range and he was clearly visible, he stuck to his post and took charge of the boat until it sank. When in the water, he then rescued the wireless operator who was unconscious from head wounds. There was no senior officer left to recommend him for his outstanding gallantry, and his only reward was the self-evident fact that he had done his duty.’

Reuben Joseph Edward Mitchell was born in Ballarat, Victoria on 28 July, 1894. Having joined the Royal Navy based on the Australian Station, he served on several ships before joining HMS Challenger and sailing to England on the ship’s return in 1913. It was while at Portsmouth that he volunteered for submarines and on completion of his training at HMS Dolphin based on Fort Blockhouse, and at HMS Vernon, which included training in HM Submarines A6, A13 and E4, he joined HMAS AE2 to return to Australia as an Able Seaman.

The complete crew of HMAS AE2, taken in the UK in 1914.
Mitchell is second from the right in the top row

When AE2 was deployed to the Mediterranean, Mitchell found himself transferred to spare crew on a submarine repair ship when AE2 undertook her sortie up the Dardanelles in April, 1915.

On 27 January 1918, Able Seaman Mitchell was included in the crew of HMS E14 under the command of Lt-Cdr G.S. White, RN, when they set out to torpedo the German battle cruiser Goeben, which had been damaged by a mine and run aground off Nagara Point in the Dardanelles.

The source for most of this story was written by Mitchell himself in a report which was recently found in a file located in the Sampson Collection on Spectacle Island. It is reproduced here verbatim.

Mitchell’s own account

‘HM Submarine E14, Lieutenant Commander White, RN, left a naval base on the evening of 27 January with an escort as far as the entrance to the Dardanelles. At 3 am 28 January, we forced our way through the first line of nets without resistance. All went well until about 6 am, when we ran aground and were caught in the nets, which we could not clear, so we surfaced, and the Captain went out and cleared the obstacle. We believed it to be the nets, but the Captain did not say. Before going out, the Captain left orders for the Lieutenant to dive at once should he whistle or sing out, and to ‘look after himself as there were 31 men inside; never to mind him.’ While the Captain was on the surface, he found the gates of the Narrows, and that we were at Chanak. He did not hear a shout or anything and came inside the boat and went astern into deep water, and got away without being seen. These were the last nets we felt.

Now the search for the Goeben started and I believe we went on for two miles past Nagara Point and found the Goeben had gone. We found out during our capture that she was taken away six hours before, this we got from a Turkish naval man, who helped get her off. When the Captain found that she had gone, he went back for home, but at Chanak, there was a large German liner which we believed had ammunition for the Goeben.

We fired one torpedo at her and a heavy explosion took place. Our boat came to the surface and a heavy fire came from all the forts. Many pieces of shrapnel hit the boat, then a large shell hit the conning tower and did a bit of damage. The captain was pleased at the moment with the behaviour of the crew, not a man moving from his station. Several shells were then heard to pass overhead, but luckily they did not drop a depth charge.

After a time, the boat got out of control, and as we had only three bottles of air left, the Captain thought it would be best to surface. At once we could hear heavy fire and we could hear pieces hit the hull of our boat. As a result of a hit in the centre of the boat, it could not dive again. We ran the gauntlet for half an hour under murderous fire from all round, only a few hitting the hull of the boat. Our wireless operator was badly wounded in the mouth and the left hand, and fell unconscious. The Captain, seeing it was hopeless ran the boat towards shore. His last words were, ‘We are in the hands of God, my men. Do your best to get ashore’.

Captain killed

A few seconds later, I saw his body mangled by shellfire, roll into the water and was taken under. The same shell killed the Navigator, and left me by myself, and other shells killed nearly all the hands.

Had the Turks stopped firing as soon as they saw us sinking, with a few wounded on deck, many more might have been saved. It must have been half an hour before they put out for us. Amid the cries of the wounded men in the water, several voices were heard saying ‘Goodbye, goodbye all’. Their hands went up and they disappeared for the last time.

Only nine survived

It was hell; when I look back at that fatal half hour, it haunts me. As no boat seemed to be coming out to pick us up, we made for Kum Kale, and were picked up only a few yards from the shore. Soon after the Turks got hold of us, all our clothing was taken from us, and we had to walk through Kum Kale naked. It broke our hearts when we saw only nine had been saved out of 32 officers and men. The three wounded were in a very bad state and unconscious when I saw them last.

On arrival at a small hut, a short pair of trousers, all patchwork, was given to us to put on, which we found to be full of lice. No underclothing was given to us. A small fire was made in a room, and we were very glad to get it as we were very cold; and shortly a filthy-looking Turk brought us some hot tea without milk or sugar. That is all he gave us to bring us round again.

In the evening, we were sent to Chanak and handed over the Germans, and here we remained for two days. Here we were sent to a small room for the night, feeling very tired and hungry, as the crew had nothing while submerged in the Dardanelles and it was midnight when a Turk came with some black barley and maize bread and a dish of beans boiled in olive oil which we could not manage to eat. This was our daily meal; two meals a day and one maize loaf and a bucket of water. During our time at Chanak many visits were paid by newspaper reporters and Germans of high rank.

Sleep was out of the question that night. Many questions were asked of us concerning England. They were under the impression that England was in a very bad state, as the submarine menace was hitting us hard. On the following day, we were sent to Constantinople, and when we arrived were taken on board a German liner, used as German Headquarters. Here we went before a court of German and Turkish officers, one at a time, and many jokes were passed.

At 5.30, we were taken over to the Turks and were taken through Istanbul thinking we were going to a British camp, but found ourselves behind prison bars, for what reason I do not know. We were housed in filthy compartments, among some of the biggest criminal prisoners in Turkey, sitting in a room with huge chains and handcuffs on.

The place was full of lice and bugs. We remained there for two days and then went to another room with 150 of the same kind of criminals, some dying of cholera and dysentery. When we arrived we asked for bread which was not brought to us until 36 hours after. A man named Firuze Hanzandian, an Armenian subject, bought four loaves of bread with one Turkish pound and then gave them to us. He got a flogging for it and was not allowed to talk to us. He said, ‘I am not a rich man, but I am a man.’

Time went on and we were getting very bad; no clothing to cover us up at night, and nothing to lie on but the cold bare floor. We complained of the filthy rooms in which we had to eat and sleep, suffering the same punishment as the criminal offenders who were guilty. After this, another room was allotted to us, which was quite as bad, the smell and stench being abominable. Owing to this, fever and dysentery broke out, which eventually became so bad that two men lay weak on the floor. A doctor was asked for; he came 24 hours after, and the two men were sent to hospital. During our time in prison, no bedding or any covering was given to us. Drinking water had to be obtained from the urinals.

British camp

We eventually saw two British officers and told them of the conditions we were living under as prisoners of war. Pressure having been brought to bear, we were sent to British camp at Samatyra and that consisted of a school room with 150 English (servicemen), some with arms and legs off, waiting to be exchanged. We had no fires unless we could buy our own fuel; no books or anything to read, and hardly any food, only two meals a day and one loaf of bread. I remained in the camp two days and was sent to hospital with typhus fever and dysentery. Weak as I was, I had five miles to walk, arriving almost dead and hungry. A Turk was turned out of one bed and I was told to get in it. I refused and was handled roughly, and given another bed, which was just as bad. The bed and clothing was covered in lice and not many hours after I was covered with vermin.

The following morning I was sent to the typhus ward, and there I found one of my comrades. I was put in the next bed but one, after turning a Turk out, and getting into his clothing. I was in this ward for about two weeks, and left it like a bag of bones and my body almost black with lice. On three occasions the Dutch Embassy gave two ½ lb tins of milk and a third one to go between three Englishmen. My meals were mostly baked wheat or spinach, and that was what I pulled around on.

At times the Embassy used to bring us a little food, about three parcels for all the English, and you got a little tea, sugar, butter, jam, just enough for one piece of bread. What food you received from the hospital was no good. At last we asked to be discharged and weak as we were, we were sent to a working camp.’

After the War

Mitchell returned to London after being liberated at the end of the war where he was able to recuperate from his time in prison. He was awarded the Distinguished Service Medal on 12 December, 1919. He returned to Australia where he married and raised three children. He passed away on 16 August 1954, aged 60.

Victoria Cross

In a footnote to the above, the Commander of the E14, Lt-Cdr Geoffrey White RN, was posthumously awarded the Victoria Cross, gazetted on 24 May, 1919 for his part in the action in the Dardanelles, which had started the day before the boat set out.

He flew as a passenger in an aircraft during the aerial bombing of Goeben to see her position for himself and to plan his method of attack.

The award of the Victoria Cross to White created a record as HMS E14 is the only vessel in the history of the Royal Navy in which two different commanding officers had won the Victoria Cross, the other Commander being Lt-Cdr Edward Courtney Boyle, RN, who was presented his Victoria Cross on 1 March, 1916 for actions during the 1915 Gallipoli campaign. when the submarine went on a sortie through the straits and past minefields into the Sea of Marmara.

Wreck identified

The wreck of HMS E14 was identified in 2012 found lying at a depth of 65ft at an angle of almost 45 degrees with sand covering nearly all the 181ft vessel.

At least one shell hole was visible near the bows, but that appeared to be the only one.

Scapa Flow Revisited

December 13, 2018

By Walter Burroughs

The name Scapa Flow was synonymous with naval operations in both world wars as a safe anchorage for vast fleets seeking to control access to the seaborne approaches to northern Europe. So where and what is Scapa Flow, how safe was it and, what does it have to do with Australian naval history?

The Orkney Islands lie some 10 miles (16 km) across the notorious Pentland Firth off the northeast tip of the Scottish mainland, a turbulent stretch of water where the fury of the North Atlantic meets the outpouring of the North Sea. They comprise 70 windswept but surprisingly fertile islands¹of which 20 are inhabited by 23,000 hardy folk of Norse ancestry. A further 80 km north lie the slightly larger and more remote Shetland Islands. These two island groups were but stepping stones to the Vikings who, more than a thousand years past and using their powerful longships, came from Scandinavia and created a vast empire which covered all of Scotland and Ireland and much of northern England. They then went further west to the Faroes, Iceland and Greenland and reached North America more than four centuries before Christopher Columbus.

After the Norman (French) invasion of England in 1066 the Viking influence was subdued with both England and Scotland becoming independent kingdoms. However, the Orkney and Shetland islands remained under Norse control until 1468 when they were ceded to Scotland as a dowry upon the marriage of Princess Margaret of Denmark to James III of Scotland.

The Vikings called Scapa Flow Skalpafloi and it is one of the world’s largest natural harbours of about 312square kilometres, six times larger than Sydney Harbour. In its original state there were 17 passages to the sea through the chain of surrounding islands, providing good access to open water, but these were difficult to defend. The anchorage was of firm sand at a depth of between 30 and 40 metres.

Early History of the Flow

While the existence of the Flow was known to many seafarers it perhaps first came of interest to Antipodeans following the explorations of Captain Cook, specifically Cook’s third and final voyage, in which he was killed and his second in command, Lieutenant Charles Clerke, died through illness. After four years absence from their homeland, command of the expedition passed to the remaining senior officers, Lieutenant John Gore (Resolution)and Lieutenant James King (Discovery).After so many perils what could be easier for these experienced navigators than passage over the final leg from Cape Town to London in the northern summer?

They opened the English Channel in early August 1780 but were beaten back by strong easterly gales and tried in vain to find shelter on the west coast of Ireland. Neither their long lost leader Cook, who prided himself on the exactness of his navigation, nor their Lordships of the Admiralty would have been impressed when they eventually anchored off Stromness in the Orkneys, over five hundred miles (850 km) from their intended destination.

At Stromness they took on provisions and waited a month for favourable winds. Lieutenant King was sent overland to acquaint the Admiralty with the results of the expedition. One crew member died and another found time to marry a local lass. It was not until 4 October that the ships finally made the Thames and a subdued welcome.

While a prominent fishing industry developed around these islands there was little commercial interest other than by the Hudson Bay Company who used the Orkneys as a recruiting base for ships engaged in the lucrative Canadian fur trade.

Twentieth Century Development

In the early 1900s, with growing rivalry between Britain and Germany, the need for a Royal Naval fleet base covering the approaches to the North Sea and the North Atlantic was identified. After a series of fleet exercises around the northern approaches, Admirals Fisher and Jellicoe enthusiastically pursued the need for a fleet base to be developed at Scapa Flow. Work began in 1912, firstly near the main town of Kirkwall, but in October 1914 the base was moved further south to Lyness.

The Royal Navy was also conscious of the potential threat to its bases posed by sea mines. Accordingly, in 1910 the Royal Naval Reserve Trawler Section was formed to provide a nucleus of vessels and crews for minesweeping duties. As the war progressed about 1,500 fishing trawlers and a similar number of smaller drifters were brought into naval service. Of these 250 were lost, mainly to enemy mines. The tough men who manned these ships did not wear uniform and remained under control of their skippers. A skipper’s formal dress was a bowler hat and tweed jacket, which in tribute to their new role was often adorned with Navy-issue brass buttons.

With most of the navy relying on coal, as soon as ships arrived at Scapa coaling ship was undertaken, a process that continued day and night without stop until completed many hours later. With the potential submarine threat colliers were also used to screen the capital ships making them less vulnerable to attack.

Wooden wharves and a slipway for smaller vessels were constructed at Lyness on the island of Hoy in 1916 and a naval base grew, with stocks of coal and oil, stores and administrative support. A cemetery was dedicated as a resting place for those who lost their lives in these waters, which eventually included 18 German sailors and six Australians.

Boom defence measures were put in place, manned by a number of drifters which also supported the warships when in harbour. Block ships were sunk to restrict access to the numerous channels and one of the first of these was SS Aorangi. In mid-1914 Aorangi had been chartered by the RAN from the Union Steam Ship Company of New Zealand as a supply vessel which accompanied the Australian fleet when capturing German New Guinea. She was then sold to the Admiralty who took her to Devonport for refit, but being found beyond economic repair she was taken to Scapa Flow and scuttled as a block ship in August 1915.

After the capture of German New Guinea and the chase for von Spee across the Pacific, HMAS Australia joined the pride of the fleet, the fast and powerful battlecruiser squadron, on 17 February 1915. While they were part of the Grand Fleet which was based at Scapa Flow, the battlecruisers were held further south at Rosyth, a naval dockyard across the Forth from Edinburgh. Rear Admiral Sir David Beatty flew his flag in HMS Lion, other ships of the squadron were Australia and HM Ships Indefatigable, Indomitable, Invincible, Princess Royal, Queen Mary and New Zealand.

HMAS Australia in line ahead in reduced visibility passing under the Firth of Forth Bridge AWM

The main concerns were not German capital ships, which they were keen to engage, but the unknowns of mines and submarines and also Zeppelins, which acted as lookouts and could drop not very accurate bombs from height, beyond the range of anti-aircraft fire. As a defence against submarine attacks the squadron usually entered and left harbour after dark at high speed and with dimmed navigational lights. Patrols and exercises with the squadron and the Grand Fleet resulted in Australiamaking frequent calls to the Flow and being anchored there for days at a time. The lack of facilities at the Flow meant that this was a dreary and monotonous location when compared to Rosyth with the not far distant beckoning lights of Edinburgh.

On 22 April 1916 the Fleet was in the North Sea searching for suspected enemy ships and proceeding in thick weather on a zig-zag course at 20 knots. At about 15.45 Australiarammed New Zealand,not once but twice, suffered extensive damage to her stem and was holed on her starboard side. While New Zealandescaped with slight damage which was repaired locally, Australiamade the sad and slow journey back to Rosyth. Here it was ascertained she needed docking and was sent to Devonport for repairs. By the time she reappeared at the Flow, most of the capital ships were at Jutland. It is noteworthy that her near-sisters Indefatigable,Invincibleand Queen Maryexploded and sank at Jutland with huge losses of life².

In August 1916 the light cruisers HMA Ships Melbourneand Sydneywere transferred to the Grand Fleet and in October joined the Second Light Cruiser Squadron, also based at Rosyth but they too spent considerable time in the Flow.

Unfortunately, there is a series of naval tragedies associated with Scapa Flow. Immediately after Jutland the cruiser HMSHampshirewas sent to the Flow to embark Field Marshall Lord Kitchener, the Secretary of State for War and his staff and take them on a secret mission to meet the Czar, with the aim of securing greater Russian support to the war effort. On 05 June 1916 Hampshire,with two escorting destroyers, sailed into strong winds and made for the western side of Orkney to provide better shelter for her escorts. As the gale increased the escorts, who could not maintain station, were dismissed, and the cruiser continued alone. That evening when about two miles off the coast she struck a mine that had been laid days earlier by U-475. She quickly sank and of her 735 crew and 14 passengers only 12 crew survived; Lord Kitchener’s body was not recovered.

Last known photograph of Field Marshall Lord Kitchener about to join HMS Hampshre

Australians were involved in the loss of the battleship HMS Vanguard which suffered a massive internal explosion on the night of 9 July 1917 caused, it is believed, by incorrectly stowing faulty cordite charges. Sydney was the nearest ship and her boats were first on the scene when they rescued the only two men to survive. Unfortunately, two of Sydney’s own crew were on board the battleship in cells and they both died. Like most of the 843 men who were lost in this disaster they have ‘no known grave but the sea’.

Owing to the lack of entertainment the Admiralty requisitioned two merchantmen, SS Gourko and SS Borodino, which were stationed at the Flow, their mission being to bring cheer to the fleet and act as floating canteens, amenities and entertainment centres. On the night of 9 July 1917 a number of Vanguard’s officers had been invited to a concert party being hosted by Gourko.Amongst those attending were the ship’s Gunnery Officer Commander Wilfred Custance and Midshipman Reginald Nichols who had recently joined Vanguard. As these officers were not aboard Vanguard at the time of the explosion they were not listed amongst the survivors, which is of later interest to the history of the RAN^3,4.

Fate of the German Fleet

One of the conditions of the Armistice included the surrender of the German Navy, requiring the fleet to disarm and proceed to Britain for internment, with steaming crews only. The melancholy surrender of the German High Seas Fleet began on 20 November 2018 when 150 submarines began arriving at Harwich. This was followed the next day by 74 surface ships of the once mighty fleet which, with an RN cruiser HMS Cardiff in the van, steamed into the Firth of Forth through the Allied Fleets arranged in two columns.

Britain was determined to put on as spectacular a display of its superiority as possible. Apart from the Royal Navy’s Grand Fleet, there were detachments from other stations, an American Battle Squadron and a French Flotilla, in total comprising 240 ships. After anchoring in the Forth arrangements were made for the German ships to proceed in small flotillas to Scapa Flow. Reminiscent of the Sydney/Emden battle of 1914, and now with replacement players with similar names, in one of their final wartime acts Sydney escorted the captured German cruiser Emden into a safe anchorage in the Flow.

Fearing that his ships were to be humiliatingly divided up between the victorious Allies, their Commander-in-Chief Admiral Ludwig von Reuter devised a plan of frustration. On Sunday 21 June 1919, with good weather prevailing, the guarding ships of Vice Admiral Fremantle’s 1st Battle Squadron was taken to sea for exercises. Temporarily free of his guards, von Reuter gave a pre-arranged signal that resulted in 52 of his 74 ships being scuttled by their crews under the unsuspecting noses of their captors.

Second World War

With war clouds looming in 1937, work began on once more making the Flow available as a major fleet base. Large underground fuel storage tanks were constructed plus torpedo and ammunition depots. This was also the beginning of more sustainable personnel facilities for accommodation and recreation such as a hospital, cinema, theatre, several churches and a NAAFI⁵. By 1940 over 12,000 military and civilian personnel were stationed here and they were later joined by much needed female company with up to 1,500 WRNS arriving at the new base now known as HMS Proserpine.

Before the outbreak of war Britain negotiated with Norway for the lease of much needed merchant ships from its fleet, which included a large number of tankers. While Norway was neutral an agreement was reached. On 9 April 1940, possibly to the surprise of the Allies, Germany carried out a seaborne invasion of Norway. By the time the Home Fleet at Scapa was in a position to respond Germany had control of the Norwegian seaboard and air space. The Norwegian campaign was over within a matter of weeks.

When Russia entered the war on the Allied side in mid-1941 the most direct route for providing them with essential supplies was around the north of Norway to Murmansk and Archangel. In winter months with only a few hours of daylight, physical elements of snow and ice were the greatest danger but in the summer with almost perpetual daylight it became a suicide run. Convoys were constantly shadowed by reconnaissance planes and then attacked around the clock by enemy aircraft, submarines and surface vessels. The Home Fleet based at Scapa had the responsibility for protecting these convoys. The losses of ships, equipment and men from these convoys in 1942 was sickening, but gradually from the next year, improvements were made in the Allies favour with telling blows being made on the enemy forces.

From the outbreak of war ships of the RAN integrated with the RN in aid of the mother country. After work-up at Scapa Flow the heavy cruiser HMAS Australia patrolled with the Home Fleet in Atlantic and Arctic waters. She later sailed for north-west Africa to help neutralise the French naval base at Dakar and then refitted at Liverpool before returning home to the Pacific in 1941.

Just after a month following the declaration of war the German Navy gained a significant moral victory over the Royal Navy when one of its submarines U-47,vskilfully navigated by her captain Gunther Prien, penetrated the defences of Scapa Flow. Here she found the old dreadnought HMS Royal Oakvat anchor.

We have already met Reginald Nichols, the midshipman who had an extremely lucky escape attending a concert party when his ship Vanguard exploded and sank at the Flow in 1917. Now twenty-two years later Commander Nichols is Executive Officer of Royal Oak and asleep in his cabin when awoken a little after 1.00 am by an explosion near the bow of his ship. An initial investigation assumed the cause to be an explosion in the Inflammable Store near the Cable Locker, but thirteen minutes later came three more sickening thuds on the starboard side, all lights wen out and the ship took a severe list. There was now no doubt that they had been torpedoed. With no power it was impossible to lower the larger boats and because of the increasing list not many of the smaller boats could be lowered. Just eight minutes after the last torpedo struck Royal Oakcapsized and sank.

She took most of her ship’s company with her and 833 men perished, many no-more than boys straight out of training. However, over 370 were saved from the water by the drifter Daisy II and the seaplane carrier HMS Pegasus. Amongst those found clinging to a life raft was Commander Nichols. Another to be saved from the icy water was an exchange officer, LCDR Frederick Cook, RAN⁶.

Also at the Flow was another elderly battlewagon Iron Duke, which had been flagship of the Grand Fleet in WWI. Only days after the Royal Oakdisaster, on 17 October 1939, while serving as depot and harbour defence ship, Iron Duke was badly damaged by Luftwaffe Ju 88 dive bombers and run aground to avoid sinking. She was again attacked by enemy bombers and suffered further damage. As a result of these two disasters the Fleet was temporarily removed from the Flow until defences were improved.

The propaganda value was of immense value to the enemy and Prien became a national hero. These setbacks resulted in an early visit from Prime Minister Winston Churchill who demanded a number of rapid improvements to the defences known as ‘Churchill Barriers’ where causeways were constructed between islands to further restrict the number of entry points into the Flow. These ‘Barriers’ were largely built by 1,200 Italian prisoners of war. Their legacy is remembered in a wonderful chapel built from Nissen huts and scrounged bits and pieces. Improved fortifications with anti-aircraft batteries were also installed around the perimeter of the anchorage. The barriers and the chapel still stand and are important tourist destinations.

The N-class Destroyers

At the commencement of WWII the RAN was gifted five N-class destroyers which were then building in British yards. The history of these ships, HMA Ships Napier, Nepal, Nestor, Nizama nd Norman, all followed a similar pattern. After trials and workups, all proceeded to Scapa Flow where they joined the Home Fleet for duties involving escorting convoys across the North Atlantic. But within months these ships were diverted to the Mediterranean or Eastern Fleets. They all worked hard and had an eventful war but Nestorwas lost after being badly damaged by enemy aircraft near Crete in June 1942.

Napiercommissioned at Clydebank on 28 November 1940 and with barely enough time for workup, her first important task on 15 January 1941, was to transport Prime Minister Winston Churchill and Mrs Churchill from Thurso (Scrabster) to the new battleship HMS King George Vanchored at Scapa Flow. Here they farewelled Lord Halifax on his departure in that ship for the vital position of Ambassador to the still neutral United States.

Three of these ships were to spend more time in northern waters. Nestor sailed with three other destroyers to 72 degrees north to intercept a German weather ship and return with invaluable code books which went to Bletchley Park⁷.Nepal was part of a dummy convoy sent north to act as a diversion to enemy forces, drawing them away from the real convoy taking essential supplies to the Russian front. Finally, when the intended RN ship suffered engine failure the brand new and fast RAN destroyer Norman proceeded to Iceland to embark Sir Walter Citrine⁸and a Trade Union Delegation (shades of Lord Kitchener) and successfully took them to, and brought them back, from Russia.

The last RAN ship to have any involvement at Scapa Flow is thought to have been HMAS Shropshire. Following the loss of HMAS Canberra in the Battle of Savo Island the British Government approved the transfer of HMS Shropshire as a replacement. The cruiser was refitted at Chatham under the command of Commander David Harries, RAN, who supervised the refit, her change of crew and transfer to the RAN. Following his arrival Captain John Collins, CB, RAN, assumed command and commissioned her as HMAS Shropshire on 20 April 1943. The new Australian warship departed for Scapa Flow on 1 July for workup and left the Flow on 13 August, arriving at Fremantle on 24 September 1943.

By 1944 the fortunes of war were beginning to turn in favour of the Allies and as the focus of attention shifted from the North Atlantic the importance of Scapa Flow began to decline, with ships moving further south. Shortly after the war’s end the base was placed in care and maintenance and it finally closed in 1957. Afterwards the majority of the buildings were demolished or sold at auction. However, there is sufficient left behind to remind discerning visitors of important war-time operations, especially to the small but impressive Scapa Flow Visitor Centre and Museum which is housed in one of the former oil-pumping stations of the Lyness Naval Base.

Scapa Flow was home to the Grand Fleet in the First World War and the Home Fleet in the Second. In between it became the final resting place of the German high seas Fleet. To this generation it is just a name in history. However, this bleak and mysterious place is something legends are made of and possibly records more recent naval history than any other place on our globe.

Post-War Developments

The post-war prosperity of the Orkneys was much improved with the discovery of North Sea oil, resulting in oil and gas terminals being established at Scapa Flow, and maintenance facilities for this important industry operating from these islands. Of later year’s tourism has also become important and great ships once again ply these waters as part of a growing cruise industry.

Notes:

1 Orcadians have a quaint definition of what constitutes an island. A parcel of land which is isolated by water must be large enough to grow sufficient grass to keep one sheep for one year, anything less than this is a skerry.

2 The battlecruisers Indefatigable, Invincible andQueen Mary were all casualties at the Battle of Jutland. Significant design faults were demonstrated when these ships exploded after enemy projectiles penetrated their decks and entered their magazines with disastrous losses of life and only a handful of survivors.

3 On 22 April 1938 Wilfred Custance was appointed Rear Admiral Commanding HM Australian Squadron. Due to ill health this popular officer was obliged to relinquish his command on the eve of the outbreak of WWII. Invalided home in the transport SS Orontes, taking Australian air crew for training in England, he died at sea and was buried off Aden.

4 Commander Reginald Nichols, RN, was lent to the RAN in 1940 as Director of Plans and later as a captain as Deputy Chief of Naval Staff and finally as Commanding Officer HMAS Cerberus.His older brother Charles Godfrey Nichols, DSO, MVO, RN, was a highly regarded captain of HMAS Shropshire.

5 NAAFI – Navy, Army & Air Force Institutes providing canteen and recreational establishments for Service personnel.

6 LCDR Frederick Cook served on exchange with the RN until 1942 when he returned home to establish the commando training base at Port Stephens (HMAS Assault) and later as Captain F Cook, DSC, RAN he received several commands during an outstanding career.

Book Review: THE LAST CRUISE OF A GERMAN RAIDER – THE DESTRUCTION OF SMS EMDEN

December 10, 2018

THE LAST CRUISE OF A GERMAN RAIDER – THE DESTRUCTION OF SMS EMDEN by Wes Olson. Seaforth Publishing, Pen and Sword Books, Barnsley, United Kingdom, 2018. Hard Cover, 274 Pages, illustrated with photos and maps. Price $65.99.

Finally, after 104 years the definitive history of the action between HMAS Sydney and SMS Emden has been written. The first known published account of the action, in a book, appeared in July 1918 as a chapter titled ‘How the Sydney met the Emden’ in Bennet Copplestone’s The Secret of the Navy. Over the next one hundred years several books on the action have appeared regularly; ranging from the quite good (such as Mike Carlton’s First Victory 1914 – HMAS Sydney’s Hunt for the German Raider Emden published in 2014) through to the barely readable and often incorrectGuns in Paradise – The Saga of the cruiser Emdenby Fred McClement published in 1968.

Wes Olson has done an outstanding job is detailing Emden’s history from her construction during 1906-1908 to her final action with HMAS Sydney on 9 November 1914 off the Cocos Islands. The final action is dealt with in great depth with several first hand recollections from both sides – but the story does not end there. Wes details the extensive activity to recover Emdensurvivors and the subsequent medical work done by both RAN and German medical staff to keep the numerous badly wounded and dehydrated men alive. Emden’s landing party under Kapitanleutnant Helmuth von Mucke and their epic journey in the schooner Ayeshato the neutral Dutch East Indies and then via steamer, to the Red Sea, and afterwards overland to Constantinople also receives a lengthy analysis.

The story of the wreck of Emden finalises the history of this famous ship. Several of her guns were recovered and, along with other artefacts, brought to Australia for display with many still visible today in Sydney and Canberra. In a little known event, in 1933, the Australian Government returned Emden’s name plate to Germany and it was formally presented to the German President Paul von Hindenburg in recognition of the bravery of Emden’s ships company and the chivalry of her commanding officer Karl von Muller.

The book is well illustrated and contains the complete nominal roll of both ships company including the often forgotten civilian canteen staff in Sydney. The German nominal roll also details the 47 Emdenprisoners of war who were held captive in Australia during the war. If you want to read the complete history of the Sydney – Emden action then this is it!

Reviewed by Greg Swinden

WWI operations

Video: The RAN in World War 1 – Anzac Day 2020 Tribute.

July 2019

June 2019

Mitchell’s own account

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