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History - Between the wars

Occasional Paper 53: Petty Officer Fredrick Harold Harvey and Colombian Naval Service

May 2019

As told by his son CMDR Vic Harvey, RAN, Rtd

Fredrick Harold Harvey was a proud Geordie lad, born in Newcastle-upon-Tyne’s suburb of Benwell, on 13 August 1899. Benwell in the West End of Newcastle, with many streets of neat terraced houses, is dominated by its colliery. After leaving school at 14 Fred found work with the tramways and became a tram conductor.

Only known photo of
Frederick Harvey in naval uniform – Family

At the time of the Great War on 30 July 1917 he entered the Royal Navy as a Boy Seaman, a month later on his 18th birthday, he signed a 12 year engagement. On entry Fred was only 5 feet 3 inches tall, so he instantly earned the nickname ‘Shorty’, had brown hair, grey eyes and a fresh complexion with a couple of well–earned scars, as Shorty was known for getting into scraps.

At this time there was little shore–side training and his first ship was the formidable looking four-funnel cruiser HMS Powerful, but she was from a past age, had most of her armament removed, and was used as an accommodation ship. He later joined the armoured cruiser HMS Shannon, she had been built pre-war and after Jutland became flagship of a cruiser squadron patrolling in the North Sea. Fred remained in her until she paid off in May 1919. There must have been some action concerning ship salvage as post-war Fred received £4/13/6 in prize money.

It was then off to warmer climes for service with the 3rd Light Cruiser Squadron in the Mediterranean in HMS Centaur. On New Year’s Day 1921 Fred was promoted to Able Seaman. With vast post-war reductions to the fleet Fred had quite a few posting ashore to the training depot HMS Vividat Devonport, which later became better known as HMS Drake.Fred was promoted to Leading Seaman while still in Vividon 10 December 1925 and passed out for Petty Officer on 6 July 1926.

At the time his engagement expired on 12 August 1929 he was serving in the distinctive new battleship HMS Rodney. Her main armament comprised nine 16-inch guns in three turrets, all forward of the bridge. From Rodney Fred was issued with a ‘Gunnery History Sheet’ providing a record of his proficiency in gunnery examinations conducted in all his seagoing ships and a ‘Trade Certificate’ signed by Captain F.L. Tottenham, RN (later Admiral Sir Francis Tottenham). The latter document notes ‘a thoroughly reliable Leading Seaman displaying intelligence, energy, initiative and power of command’.

In 1926 Fred married childhood sweetheart Dorothy Elaine Rodgers and they set up house in Plymouth where the first of two boys, Frederick Harold, was born in 1927. But 1929 was not the best of times to be leaving the comfort and security of the Royal Navy with the Great Depression beginning to cast an ominous shadow over industrial England. With little prospect of work the family migrated to Windsor in Ontario where they had relatives. While some work was found conditions in Canada were not much better than England and the harsh winters did not suit Mum especially with young Victor Edward coming along in 1931. The next year they returned to Plymouth.

South America

In the 1920s the Admiralty authorised the establishment of British Naval Missions in various countries with the aim of providing training and support with increased cooperation through targeted ship visits. This in turn aimed to demonstrate British technical expertise and encourage foreign shipbuilding orders.

In 1932 a conflict erupted between Colombia1 and neighbouring Peru regarding a border dispute in the region of the Amazon River. This led to the re–establishment of a Colombian naval service, which had previously been disbanded. A Royal Naval Mission was quickly dispatched to assist the Colombians. This was mainly in response to a potential ‘Red Threat’ with Peru acquiring two older Russian destroyers, renamed Almirante Villar and Almirante Guise, from the politically unstable Republic of Estonia in 1933. Colombia is strategically placed between South and Central America with many neighbours and responsibility for its naval waters over both the Atlantic (Caribbean) and Pacific oceans. In this instance the Peruvians, with their naval forces based only on the Pacific coast, sailed a task force into the Atlantic – so the threat was real.

Post WWI the Admiralty invited requests from British shipyards for new destroyer designs. The winning designs were from Yarrow and Thorneycroft resulting in the construction of one ship from each yard, HM Ships Ambuscade and Amazon. A year after commissioning in 1928 these ships were sent on a cruise around South America, which included calls at Colombia and Peru, and home via Panama and the West Indies.

The Washington Naval Treaty of 1922 called for significant reductions in naval tonnage resulting in the Royal Navy having no suitable ships to offer Colombia. However a class of six new destroyers based on the Ambuscade design was being built for the Portuguese Navy. The first quarter of the 20th century was tumultuous in Portuguese politics as Britain’s oldest ally transitioned from a catholic monarchy to a socialist republic, cumulating in a 1926 military coup. Despite this two ships were built in Britain (NRP Vouga and Lima) and the remainder in Portugal.

With British assistance two of the Portuguese built vessels were purchased off the stocks by the Armada Nacional Republica de Colombia (ANC) and renamed Antioquia and Caldas. The Portuguese then built two further replacement ships. Royal Naval support was provided in commissioning, storing, manning and working up these vessels.

Leading Seaman Frederick Harvey joins the Colombian Naval Service

A recruitment campaign was undertaken in England to help man the two new destroyers. No mean perk for those in the know, with a two year contract being offer on very similar conditions to service to those afforded under Kings Regulations & Admiralty Instructions (KRAI) which included medical cover, insurance and death benefits. The real incentive, in these times of grave unemployment, was 33⅓% additional pay in £stg for an equivalent RN rank. While this was a single man’s posting, at the completion of the contract a fully paid return passage to England was provided, plus an additional two months pay in lieu of leave.

NRP Lima constructed by Yarrow & Co., Glasgow

On 23 February 1934 a formal ‘Contract for Ratings’ (written in English) was entered into between the Chargé d’Affaires of Colombia representing the Government of Colombia and Frederick Harold Harvey. This was witnessed by a Royal Naval officer. On New Year’s Day 1935 another bonus was received with Fred promoted to Petty Officer.

There is an interesting aside in the report of a football (soccer) match between the two ships when working up. This notes that Antioquia’s goalkeeper ‘Shorty Harvey’ accidentally collided with an opposing player with the result that Shorty lost most of his teeth but with true British grit he continued playing with his ship winning 5 – 1. Shorty was not carted off to hospital until the end of the game.

Eventually both new destroyers reached their home port of Cartagena in Colombia on 14 May 1934. They were more of an insurance policy as the dispute with Peru had been settled before their arrival. We are not aware of Fred’s service in country but it does not appear to have been arduous and, strictly in accordance with his contract, he returned home on 22 February 1936. Upon return, with tales to tell and employment gradually improving, Fred became a postman in his native Newcastle. He also joined the RNR.

Had Fred remained in Antioquia he might have seen some unusual action. On 21 January 1936 on the occasion of the death of King George V the Bermuda Militia Artillery were instructed to fire a ceremonial salute from their 4.7-inch gun battery. This salute consisted of 70 blank rounds – one for every year of the sovereign’s life. Because of damp storage conditions there were insufficient blanks so the shortfall was substituted with life rounds fired at maximum elevation. As they opened fire the gunners were unaware that Antioquia was making for the Royal Naval Dockyard, where she was scheduled for refit. Although straddled the ship was not damaged.

Once more with the outbreak of war in 1939 Fred volunteered for naval service but was knocked back. This did not stop him from joining the Army as a private. Now over forty years of age he remained in the United Kingdom, mainly employed as a Batman/Driver to a senior officer based in Scotland.

After the war Fred was welcomed back into the Post Office where he worked as a driver until the time of his death in 1963. He is buried in Newcastle. His widow Dorothy came to Australia and lived with her son Victor and his wife Connie until her death in 1986. The eldest son Frederick Harold (junior) with his wife Violet migrated to Canada where they made successful business careers and raised two children. Finally younger son Vic continued the family tradition, joined the Andrew and, with many years of distinguished service in the RAN … but that is another story.

 

Notes:

  1. 1. In terms of population, present day Colombia, with a population in excess of 49 million, is the second largest country in South America.

Occasional Paper 43: The Press vs RAN Cricket Match 25 January 1933

Following the 1932-33 Ashes series held in Australia in which English captain Douglas Jardine employed ‘Bodyline’ tactics to combat the batting skills of Don Bradman a much lighter match was played between the Press and Royal Australian Navy on the eve of Australia Day 1933. There were some famous names amongst the players.

Our thanks go to Alf James and Ralph Derbidge for providing the scorecard for this match and drawing attention to newspaper reporting of it. Some of those stories are included below.


PRESS V NAVY
The Sydney Morning Herald Tuesday 24 January 1933


A cricket match between pressmen and the Royal Australian Navy has been arranged to take place at Rushcutter Bay Oval on Wednesday. Play is to commence at 11 a.m., and a naval band will be in attendance during the afternoon. J B Hobbs the former English test batsman will probably play for the Press.

CRICKET PRESS DEFEATS NAVY HOBBS AND BRADMAN HALF- CENTURIES.
Daily Examiner, Grafton, Saturday 28 January 1933

Attracted by the presence of international players, fully 3000 persons watched the cricket match at the Rushcutter Bay Oval on Wednesday, between the Australian Navy and the Press. The Press team included a number of cricketer-writers, including J. B: Hobbs, D. G. Bradman, J.H. Fingleton, C. G. Macartney, A.M. Mailey and Dr. E. P. Barbour. In the first innings Navy were dismissed for 82 runs, Mailey taking three wickets for 25, and Fingleton two for 12. The Press declared at three wickets for 173 (Hobbs 50, Bradman 53 not out). In their second innings Navy could score only 85, and Press thus won by an innings and six runs. Macartney took four wickets for 13, Mailey three for 33, and Hobbs one for 4.


STARBOARD THEORY: Navy at Sea on The Land, GREAT MATCH
By Arthur Mailey
The Sun, Sydney NSW 26 January 1933

The result of the Navy v Press cricket match proved that the pen is mightier than the sword, at least as far as the game itself was concerned.
But leaving out fine leg glances, cover-drives, back-cuts and other technicalities, I must admit that the Navy was the greater team, despite the fact we had such world-renowned players as Hobbs, Macartney and Bradman. The Navy began the day well by inviting the Press to lunch on the Australia. This, in addition to the fact that an armed guard was in the vicinity, probably influenced Jack Hobbs, who, after winning the toss on a perfect wicket, sent the Navy in to bat.


Port Side Field


I began bowling with a port-side field four men aft three amidships and a couple forward.


I have heard cricketer complain about the size of the stumps, but have never heard an umpire object to the state of the brasswork. Captain Bradley of the Australia, who kindly consented to be umpire, walked over to the stumps examined- the stumps and flew into a rage.
“Tch! Tch! Tch!” he said. “Who is responsible for these stumps? Look at the brasswork. It has not been polished since the days of the Armada. Take them away! Take them away!”
When It was explained to the captain that the batsmen would complain if the brass tops were polished, he calmed down and ordered the game to proceed, not with the familiar old order to “play” but, “clear the decks for action.”
The sea dogs collapsed in their first innings. Judging by the number of agricultural shots played by the Navy, l am Inclined to think quite a number or these good fellows were brought up on the land. Still, unlike Test cricketers, they did try and hit the ball.


Placing the Field


Two fairly decent batsmen, Hobbs and Fingleton, opened for the Press, and Captain Moyes, of the Navy team, barked his field into place with “Hasker, you go to on the port side just a little aft; Woolcott, lee scuppers; O’Hara, stand by on the port bow; you other fellows take up positions, and when Bradman comes in, retire and await developments.”
Umpire Captain Bradley rendered great assistance to the Navy by giving Hobbs out l.b.w. I found out later that when Admiral Dalglish was asked if Captain Bradley might play, the Admiral replied, “No. sir! Captain Bradley can render greater assistance to the Navy if he is umpire. Jack Hobbs decision proved that the Admiral was right.
Only Fingleton, Hobbs, Bradman, Macartney and Barbour batted for the Press. There were far more interesting batsmen to follow. Mr. Hobbs, I believe, was a little annoyed at being given out l.b.w., because he said that the tail-enders arranged it with Captain Bradley at lunch time.
The climax came when the Navy had one wicket to fall in the second Innings. O’Hara, of the Navy, came in, took block, looked around and saw a sinister leg field placed. “Struth,” he said, “so this Is what we’re up against! Fancy them placing a starboard field to ME.”
Hobbs, strange to say, was the bowler and his first ball rapped the unfortunate O’Hara on the shins. I believe this starboard theory would have continued, but the fieldsmen found out that Mr O’Hara was a naval policeman or marine something, and the field automatically drifted across to the offside.
O’Hara played one into the slips, and that ended one of the most delightful matches ever played.
Thinking over that last wicket incident reminds me that a couple of policemen in the next Australian Eleven would be handy.

THE PRESS vs THE AUSTRALIAN NAVY

Played on Rushcutters Bay Oval on 25 January 1933

AUSTRALIAN NAVY

Cdr JR HASKER c.  Barbour, b Fingleton 4 run out 24
Cdr AR WOOLCOTT st. Moyes, b. Mccartney 1 c. Fingleton, b. McCarney 19
A/C WA BRADLEY b. Mailey 10 b. Mailey 0
Sub-Lt PERRY b. Fingleton 1 b. Mccartney 0
Lt-Cdr WR MARSHALL a DEANE c. Fingleton b. Mailey 14 b. Mccartney 0
Sub-Lt TK MORRISON c. Fingleton b. Barbour 10 b. Mailey 3
Cdr JM FLATTERY b. Mailey 7 st Moyes b. Mailey 4
Lt-Cdr GL CANT b. Bradman 18 b. Mccartney 3
P/O DJ SHEPHERD b. Greatorex 2 not out 14
Inst Cdr MH MOYES c. Bradman b. Greatorex 4 b. Kann 9
Const P O’HARA Not out 4 c. Fingleton b. Hobbs 6
Extras   7   3
Totals   82   85
  O M R W   O M R W
Macartney     15 1 (3)     13 4
Fingleton     12 2          
Mailey     25 3 (2)     33  
Barbour     12 1          
Greatorex     10 2          
Bradman     1 1 (1)     20 0
Kann         (4)     12 1
Hobbs         (5)     4 1

THE PRESS

JHW FINGLETON b Moyes 36
JB HOBBS* lbw, b. Morrison 50
DG BRADMAN not out 53
CG MACARTNEY c,Moyes, b.Morrison 10
EP BARBOUR Not out 21
AG MOYES+ did not bat –
MA NOBLE did not bat –
EN GREATOREX did not bat –
AA MAILEY did not bat –
EW KANN did not bat –
AN OTHER did not bat –
Extras   3
Total 3 wickets (dec) for 173
         
    O M R W
Flattery     16 0
O’Hara     27 0
Moyes     50 1
Bradley     15 0
Morrison     28 2
Woolcatt     34 0

The Press won by an innings and 6 runs.

The Navy Team

In 1941 Surgeon Captain Hasker and CPO Shepherd went down with HMAS Sydney.  Commander Marshall a Deane went down with HMS Greyhound.  Woolcott and Flattery became surgeon-captains and Bradley, a wing commander.  Morrison and Perry were promoted rear admirals and Cant a lieutenant commander.  Morton Moyes, whose brother “Johnnie” played for The Press, was an Antarctic explorer with Douglas Mawson.  Neville Greatorex had played two internationals for the Waratahs in 1927.

Rear Admiral Robin Campsie Dalglish

Rear Admiral Robin Campsie Dalglish served in the Royal Navy from 1985 to 1934.  He served as Rear Admiral Commanding the Australian Squadron (RACAS); flying his flag in the heavy cruiser HMAS Canberra from April 1932 to April 1934.

An elite athlete who represented Great Britain, in fencing and sabre during the 1920 Olympic Games, in Antwerp, and in Paris in 1924, his interest in cricket and socialising with Test cricketers is understandable.

While commanding the Australian Squadron the RAN began the slow rebuilding process after the austerity of the Great Depression.  The recruitment of officers and ratings had recommenced in January 1932 after a 12-month pause and the ships began to exercise more frequently and conduct port visits to New Zealand, New Guinea and the Netherlands East Indies.  The squadron also increased in size with the addition of five destroyers on loan from the Royal Navy (HMA Ships Stuart, Vampire, Vendetta, Voyager and Waterhen )in early 1933 and the survey vessel HMAS Moresby was recommissioned in April 1933 for strategic survey work in northern Australian waters.

Source:  Rear Admiral Robin Campsie Dalglish Biography, RAN Sea Power Australia.

Book Review: HMAS Canberra – Casualty of Circumstance

By Kathryn Spurling, Publishers New Holland, Sydney, 2016. Paperback, 255 pp with b & w illustrations, maps and portraits. Available most bookshops from $33.00 with discounts available.

The author served in the WRANS then devoted her career to history. For 15 years she was on the staff of ADFA and she has published histories of HMAS Perth Iand Bomber Command during World War II. This book covers the story of the County Class cruiser, HMAS Canberra, from building in 1928, commissioning, service during the financially constrained years of the Great Depression and preparation for operational service from 1939. The Washington Treaty of 1922 sought to prevent another arms race among the major navies by limiting naval construction. To wriggle within constraints of the treaty the County class cruisers were built without 100 mm of armour plating, a common feature of heavy cruisers of the day. As the dark clouds preceding World War II gathered, armour plating was added to HMAS Australia, but not Canberra. All three services were drastically reduced during the 1930s and the RAN was diluted to 3200 officers and men to retain two heavy cruisers and two destroyers in commission. During those years Canberra was limited to home waters, showing the flag and training ordinary seamen emerging from Recruit School at Flinders Naval Depot. Examples of a lackadaisical Navy have been taken from journals, letters and interviews. Unrest on the lower deck was aggravated by reduced rates of pay, poor food and personnel policies the author relates to the Naval Board’s strict adherence to attitudes in the RN that had failed to keep pace with a changing society. All impacted on the operational effectiveness of the Navy. There are many references to aspects of junior officers’ training which required them to spend many years serving in ships and training establishments of the RN, implying that thismouldedtheir attitudes more closely to the stratifications of British society, thus creating officers who did not suit the mores of the less stratified society from which Australia’s ratings were recruited. Ratings that had transferred from the RN were preferred to men who had been recruited and trained locally. Aspects of class related attitudes are also mentioned when covering senior officers loaned from the RN during the 1920s and ’30s.

Following the declaration of war in 1939, Canberra’s Engineer Officer, Commander (E) ‘Spanner’ McMahon, made numerous appeals to his superiors to highlight inadequate maintenance and modifications. He warned of the reduced levels of skill and experience arising from rushed training and erratic drafting policies. The outbreak of war saw Canberra involved in convoy duties, a role that irked her ship’s company as they followed the active involvement of their colleagues in the Mediterranean. Her only action prior August 1942 was to force the scuttling of two German support ships in the Indian Ocean.

Following Pearl Harbor and the invasion of Malaya and the Philippines, the military might of Japan continued unabated. By early May 1942 the Japanese were established at Rabaul and had landed in Tulagi in the Solomon Islands to strengthen their plans to continue on to Port Moresby. Although the battle of the Coral Sea interrupted Japan’s plans for Port Moresby, the Solomons had to be secured to stem the tide. The first amphibious operation by Allied forces in the Pacific was planned in mid-July to achieve this goal. A force of 48 warships and 27 transports formed to land US Marines at Guadalcanal. Canberraand HMA Ships Australia and Hobart formed part of this task force. The landing of the Marines was lightly opposed, then followed by an air strike from Rabaul that was repelled. A Japanese fleet of cruisers and destroyers sailed from Rabaul and was able to attack part of the Allied force without warning. Poor intelligence, poor communications between American and Australian ships, delayed and unheeded information from RAAF patrols and coast watchers resulted in Canberracoming under heavy fire during the middle watch of 9 August. Canberratook 29 shells within two minutes. The boiler room fans were destroyed leaving the ship without steam and electrical power. Two hours later USS Patterson came alongside to assist with firefighting and rescue of ship’s company. Subsequently USS Chicago opened fire before realising she had a friendly target. The Japanese sank four cruisers and severely damaged one cruiser and two destroyers with a heavy loss of life, whilst losing just 53 of their own men. The press in Australia attempted to present the disaster in favourable terms; however Commander Walsh, XO of Canberra, admitted the Allies had grossly underestimated the Japanese who had proved to be an efficient and daring fighting force.

Controversy followed as various authorities ducked for cover and Americans wanted to know why an English Admiral (Crutchley) had commanded ships of the USN. Both the USN and the RAN conducted boards of inquiry. Admiral Hepburn, USN concluded that there was inadequate preparedness for night attack, failure to recognise the implications of the presence of enemy aircraft, poor communications and intelligence and that the US carrier force had withdrawn at a critical time. Rear Admiral Muirhead-Gould in Sydney greeted survivors with ‘You should be ashamed, losing your ship without firing a shot.’ His board was made aware of the poor preparedness of Canberra through lack of modernisation, limited maintenance, rushed training and turbulence in changes to ship’s company. The board members seemed unable to comprehend the situation in a ship that was without power, on fire and listing with a tenth of her company dead. The author closes with ‘Eighty-four men onboard HMAS Canberra died. They and the families they left behind were casualties of circumstances beyond their control.’

This book gives an extensive coverage of the RAN during the Great Depression and how our Navy was left ill-prepared for the conflict ahead. In general it is a well prepared naval history. Regrettably this book has been poorly edited by someone lacking a maritime experience and there are quite a few minor errors which may cause a smile to those with a naval background.

 

Reviewed by J.W. Ellis

 

Commander Frederick Campbell Darley 1886 – 1926

Frederick Campbell Darley was born at Elizabeth Bay, Sydney, NSW on 12 February 1886, the eldest child of Cecil West Darley (Public Works Engineer) and Constance Leila Annette Darley (nee Campbell). He was educated privately in Sydney and, on 15 May 1901, commenced training as a cadet at Britannia Royal Naval College (Dartmouth) under the Colonial Naval Cadet Scheme.

Darley graduated from the Naval College in November 1902 and joined the pre-dreadnought battleship HMS Mars (Home Fleet) for further training. He was promoted to Midshipman on 15 November 1902 having been awarded two months ‘Time Gained’ for good academic results at the Naval College. After 11 months service in Mars he transferred to pre-dreadnought battleship HMS Duncan (Mediterranean Fleet) in October 1903. His annual report in 1904 described him as a useful and practical officer.

Midshipman Darley joined the pre-dreadnought battleship HMS Caesar (Home Fleet) in December 1905 before promotion to Sub-Lieutenant on 15 January 1906. In February he commenced his professional training courses in Seamanship, Pilotage, Gunnery, Navigation parts 1 & 2 and Torpedoes. He received a £10 book prize for gaining six First Class Certificates for this training. In June 1906 Darley joined the armoured cruiser HMS Sutlej (North America and West Indies Station). He was promoted to Lieutenant on 15 January 1907, aged 20.

In August 1907, Lieutenant Darley was appointed to the protected cruiser HMS Pyramus serving on the Australia Station. The Royal Australian Navy had not yet been created and the Commonwealth Naval Forces were a ramshackle collection of old vessels inherited from the colonies at Federation in 1901. The defence of Australia, at this stage, rested clearly with the Royal Navy Squadron based at Sydney; and which often ventured out to the far flung portions of the British Empire in the Pacific.

That said, life on the Australia Station was quite pleasant and it was often termed the ‘Social Station’. There was also ample time for Darley to reacquaint himself with his family. During his two years in Pyramus the ship carried out the normal run of peacetime exercises and visited a number of Australian and New Zealand ports on ‘showing the flag’ cruises. His reports described him as a very good officer being skilful at mechanical and other drawing. Very zealous, especially in gunnery work which he takes a keen interest. A good rifle shot and possesses good physical qualities as well as sound judgement for his years.’

In mid-1909 Lieutenant Darley returned to England and joined the gunnery training ship HMS Revenge (another pre-dreadnought battleship) based at Portsmouth. This was the first step in the next phase of his career as a gunnery specialist. His February 1910 report stated: Good knowledge of French and good at mechanical drawing. Able and zealous officer with good physique. Recommended for Lieutenant (Gunnery).

Following service in Revengehe commenced training at the Royal Navy’s Gunnery School, HMS Excellent, based at Whale Island (Portsmouth) on 6 August 1910. Training at Whale Island was intensive and demanding as gunnery was considered the premier skill within the Royal Navy at that time. Again Darley did well in his training and was described as able and zealous.

On completing the Gunnery Course Lieutenant Darley was sent to Chatham Naval Barracks (HMS Pembroke) in September 1911 as ‘additional for Gunnery Duties’. He was involved in the training of junior gunnery ratings and also represented the Navy at the Bisley rifle shooting competition in 1912. In early October 1912 he returned to Excellent to assist with gunnery trials for the newly commissioned battle-cruiser HMS New Zealand. Darley undertook these duties with his normal skilful and zealous attitude and as a result was selected, in late October 1912, to assist with the commissioning of the new Royal Australian Navy (RAN) battle-cruiser Australia.

He was lent to HMA London Depoton 26 January 1913 and thus began a long period of service with the RAN. The battle cruiser Australia had been ordered by the Australian Government in 1910 and built at the shipyard of John Brown and Company Limited at Clydebank, Glasgow. She was commissioned on 21 June 1913 as HMAS Australia and soon sailed for Australia; arriving in Sydney on 4 October 1913 with a formal entry of the Australian Fleet Unit.

This also signified the transfer of the naval defence of Australia from Britain to the Australian Government. In early 1914 the commanding officer of Australia, Captain Stephen Radcliffe, RN described Darley as showing great zeal and ability and Rear Admiral Patey, commanding the fleet, agreed entirely. During early 1914 the Australian Fleet operated off the east coast conducting training exercises and port visits to show off the new warships to the Australian public.

On 4 August 1914, however, following weeks of political machinations, the First World War commenced. Britain declared war on Germany and Austria-Hungary and the next day Australia also declared war on the Central Powers. War had been expected and the Australian Fleet was already at sea and was sent to conduct operations against German colonies in the South Pacific. The German East Asian Squadron, normally based at Tsingtau in China, was also at sea.

Australia escorted the New Zealand Expeditionary Force to capture German Samoa and then supported the Australian Naval and Military Expeditionary Force in its capture of German New Guinea. Due to Australia’s 12–inch guns the German East Asian Squadron avoided Australian and New Guinea waters and steamed eastwards across the Pacific. Australia was sent in pursuit but failed to catch up with the German warships before all but one were sunk at the Battle of the Falkland Islands on 8 December 1914.

After the requisite eight years as a Lieutenant, Darley was automatically promoted to Lieutenant Commander on 1 January 1915, and also on this day, Australia entered the South Atlantic. On 5 January 1915 she intercepted and captured the German liner Eleanore Woermann north of the Falklands and soon after the battle cruisers’ 12–inch guns helped sink the vessel when it was decided not to take her as a prize. These shells were to be some of the few hostile shots of the war for Australia.

On 28 January 1915 Australia arrived in England and was soon attached to the 2nd Battle Cruiser Squadron based at Rosyth, Scotland. From here she made regular forays into the North Sea conducting convoy escort duties and searches for the elusive German Navy. The next three years proved to be dull but very hard work for the ship and bad luck, following a collision with the battle cruiser HMS New Zealand, kept her in port for repairs when the Battle of Jutland was fought on 31 May 1916.

In mid-1916, Captain Radcliffe described Darley as – Above average. A very keen gunnery officer with good ideas and plenty of knowledge and takes great pains with the training. He is unmethodical which detracts from his otherwise good qualities. Six months later his report was similar – Above average. Most zealous and hardworking. His whole interests are centred in the Service. Has good ideas and considerable knowledge of gunnery. He is slow and unmethodical which detracts from his good qualities.

In May 1917 Darley distinguished himself when a 12-inch shell became jammed in one of Australia’s hydraulic ammunition hoists. One of her officers described this incident:

It was in the North Sea in 1917. We were ‘clearing the ship for action’ a common exercise in those days and at this command all guns are loaded and every soul onboard stands by for the next development.

On this particular occasion one of the 12-inch projectiles for the turret guns was being sent up from the shell-room to the loading chamber by hydraulic power. It was a Lyddite shell weighing 850 pounds and fitted with a highly sensitive nose fuse or detonator. A coloured signal showed that the shell and cordite were being sent up from below and the powerful hydraulic lift was seen to start on its way but the shell never came to the top of the trunk. There was a tearing straining noise and the lift stuck.

Eager faces looked at each other and a petty officer, after giving the order ‘Still’ looked inside the hydraulic lift. To his horror he saw that the shell had not been rammed into the cage sufficiently and the nose fuse had been allowed to catch on a projection inside the trunk. The tremendous strain of the hydraulic lift had crushed in the detonating fuse and at any moment the slightest further movement might explode the shell. Strong men turned white, but waited death if needs be for the whole magazine would have gone up and they knew it.

Commander Darley who was informed of the position quickly arrived on the scene and after a brief examination quietly but grimly ordered everyone out of the turret, magazine and shell rooms. When alone he climbed down the lift and with a crowbar and spanner proceeded to release the jammed shell and to extract the damaged fuse.

Officers and men held their breath and waited for the hundred to one chance that the detonating needle inside the fuse would touch the tiny film of composition which meant – ‘eternity’. But he won through and when he had thrown the fuse overboard he went to his cabin and lit the inevitable cigarette.

Lieutenant Commander Darley was subsequently awarded the French Croix de Guerre (London Gazette, 30 November 1917) for distinguished services rendered during the war due to his service as Australia’s gunnery officer in over three years of active service. By this time however he had left the ship and was admitted to Chatham naval hospital, in early September, suffering from neurasthenia (a general term for being ‘worn out’). He was re-admitted to hospital in mid-October with suspected appendicitis.

Despite his zeal and competence, however, there is some evidence to suggest he was removed from Australia as part of a ‘cleansing’ of difficult officers. In June 1917, Darley acted as a prisoner’s friend to a rating being court martialled for insulting a Midshipman. Evidence was uncovered by Darley that revealed this junior officer had been instructed to falsify evidence to protect the reputation of the Officer of the Day, who had been found asleep in the Wardroom while on duty.

Darley succeeded in having the sailor acquitted but was accused by others, outside of the ship, of disloyalty to his commanding officer (Captain Backhouse) and the Fleet Commander (Rear Admiral Leveson) for winning the case on a ‘technical point’. Despite this his report for September 1917 by Captain Backhouse stated: Above average. Temperate. Has more than average gunnery skills. Useful in training of efficient officers. Very useful in training and handling of men in this ship. Rear Admiral Leveson concurred and wrote – Very marked industry, zeal and keenness under difficult circumstance. I should be glad to have him with me again and have recommended him for promotion.

Many of Australia’s junior sailors recalled Darley fondly and one later wrote: Those who knew him will remember the smile that so often appeared through his pointed sandy beard.

He was in and out of hospital for the remainder of 1917, finally reverting to Royal Navy service on 31 December 1917. Darley commenced the Long Gunnery Course at HMS Excellent on 4 February 1918 and completed the course in July 1918. His course report stated – Above average. Strongly recommended for promotion in due course. Very zealous, enthusiastic and able officer. Above average lecturer and instructor, popular with his class. Excellent power of command. Smart and of good physique.

On 16 July 1918, Lieutenant Commander Darley joined the light cruiser HMS Calliope as her gunnery officer. He married a widow, Edith Gore Brown (nee Holdship), at Holy Trinity Church Dunfermline, Fife, Scotland on 5 October 1918, but shortly after was hospitalised again, with kidney issues, and was posted ashore on 13 November to HMS Vivid(the Devonport Naval Barracks in Plymouth).

In early January 1919 he applied for the position of Officer in Charge of the RAN Gunnery School at HMAS Cerberus (Williamstown Naval Depot). His application was accepted and on 13 February 1919 he was again lent to the RAN. His duties at Williamstown encompassed not only the Gunnery School but also the Executive Officer (Second in Command) and responsibilty for morale and discipline amongst the men. These were extensive duties and added to this were his increasing family responsibilities as two of his three children were born at Williamstown (Daphne in 1919 and John in 1920).

His 1919 report was again glowing – A very zealous and capable officer. Has carried out his duties of Executive Officer with conspicuous ability and tact. Is very much respected and liked by the ships company. Is in charge of the Gunnery School. Very strongly recommend for promotion – likely to do well in the higher ranks of the service.

Darley was promoted to Commander on 30 June 1920 and on 1 September 1920 was given command of HMAS Cerberus III, the new RAN base under construction at Westernport (work had begun in 1912 and was now nearing completion). In 1921 the decision was made to close the Williamstown Naval Depot and transfer all training activity to Westernport. As a result Cerberus III became Flinders Naval Depot (HMAS Cerberus) and Darley its first executive officer, on 1 April 1921, with Captain Stanley Miller, RN in command. Darley completed his loan service to the RAN on 12 April 1922 and the Darleys returned to England where he reverted to RN service on 27 July.

His final report from Captain Miller was very candid – Conscientious and very good mental qualities but at times a bit hare brained. Very good physical qualities but takes no active part in outdoor sports. Even temperament. Shows good zeal and is keen on the service in general. Very good tact. Good administrative qualities. Rather inclined to arrive at faulty decisions through not giving the subject sufficient consideration. A keen officer and popular with the men. Has the welfare of the service at heart, but is inclined to see on the side of leniency towards the men who take advantage of it. Many at Cerberus, however, recalled him as a popular, efficient and gallant officer.

Commander Darley had now been in the Navy for over 20 years and served entirely at sea or in training establishments. On return to England he undertook Technical and War Courses and in January 1923 commenced an Intelligence Course at the Royal Naval College (Greenwich). In May 1923 he was appointed as Naval Secretary to the Ordnance Committee at the Admiralty in London.

His reports during this period described him as a man of equable temperament, pleasant personality, tactful, good mannered, thorough and with good organising and administrative skills; and that he would make a good executive officer afloat.

After two years of service in the Admiralty, Darley was selected for command and undertook commanding officers training courses from August 1925 until the end of the year. He was then appointed as the commanding officer of the light cruiser HMS Despatch,then serving on the China Station, and assumed command on 28 February 1926.

China in the 1920s was a country in name only as rival warlord generals and political factions sought to gain power and control of the nation. The major powers of the time (Britain, France, Japan and the United States) had substantial mercantile investment in the country and maintained naval forces in the region to protect their citizens and national interests.

In late August 1926 an incident occurred when Nationalist Chinese soldiers seized control of two British steamers, the SS Wanhsienand SS Wantung then operating on the Yangtse River in the vicinity of Wanhsien (Wanxian) Central China). Attempts by the British Consul General at Chunking to negotiate the release of the two vessels failed and the Chinese forces were reinforced with more troops and artillery. Two Royal Navy gunboats operating on the Yangtse were no match for this force but prevented the steamers from leaving Wanhsien.

The Royal Navy devised a plan to recapture the two British vessels by stealth, rather than force. The steamer SS Kiawo was requestioned and 60 men, under the leadership of Commander Darley, were embarked and departed the river port of Ichang (Yichang) on 4 September 1926. The plan was for Kiawoto steam to Wanshien and go alongside the two captured vessels where Darley’s men would board and re-take them with supporting fire from the British gunboats. The plan was described as bold, but would entail heavy casualtie’.

Chief Officer Barden & Captain Williamson of SS Kiawo with Commander Frederick Darley (to right of picture).

On the morning of 5 September 1926 the Kiawo went alongside the Wanhsien,where all appeared quiet, but as soon as the boarding party leapt aboard hundreds of hidden Chinese soldiers opened fire. Darley and several of his men were killed instantly. British sailors onboard Kiawo returned fire and did frightful execution amongst the massed Chinese.The next day a large British naval force arrived at Wanhsien and Chinese forces handed both vessels over and peacefully departed the scene.

Before going into action Darley wrote a letter to his mother stating – If you ever get this letter, I will have ‘passed on’ before you and I pray God that I may do nothing that may bring discredit on the White Ensign under which I shall fight. This morning I read to my men the 1st and 2nd Prayers for those at sea, the Confession and the Lord’s Prayer … and I have done my best to persuade my men not to kill unnecessarily.

Commander Darley’s body was recovered after the action and was buried in the British Cemetery at Ichang, China on 15 September 1926 by the Reverend Walter Scott (Chaplain of HMS Hawkins). Whether this grave site still exists is unknown.

Frederick Campbell Darley was posthumously awarded a Mention in Dispatches for services at Wanhsien on 5 September 1926 with the citation reading – Organised the expedition, acted with considerable gallantry, and by personal example instilled enthusiasm in all officers and men under his command in HMS Kiawo. (London Gazette 6 May 1927). In October 1927 a bronze memorial plaque to Commander Darley was erected at HMAS Cerberus and is still there today in the Church of England chapel.

And so Frederick Darley died as he had lived – leading by example and doing his duty to the utmost.

 

 

Weather Signals

By Leyland Wilkinson

I recently came across a guide to ‘Weather Signals at Sydney’ which was produced by the NSW Section of the Ex-Naval Men’s Association and could be purchased for 3d (3 pence or 2.5 cents). At one time copies of these signals were attached to noticeboards on most buildings at Garden Island Dockyard. The Sydney Morning Heraldof Wednesday 7 October 1931 refers to changes to forecasting of weather signals at Garden Island as follows:

 From today weather and storm warning signals will be exhibited on the flagstaff at Garden Island naval establishment, in addition to being displayed at the Weather Bureau (Flagstaff Hill). Flags will be flown by day and lights will be shown at night.

The system has been inaugurated by special arrangement between the meteorological branch of the Department of Home Affairs and the naval authorities. It is considered that the prominent position of the flagstaff will make the signals of great value to shipping and yachtsmen. The warnings will also be readily visible to residents of harbour suburbs and to passengers by ferry steamers. They will embrace all the combinations of flags now in use at the Weather Bureau, with the addition of the cone-shaped signal well known to shipping as the warning of the approach of a gale. Night signals will be used to give warning of the approach of any severe storm, and will take the form of a triangle of three red lights. The practice of displaying a red light in the tower of the General Post Office to indicate the approach of a southerly ‘buster,’ and that of broadcasting special wind and storm warnings, will be continued.  

 THE SIGNALS

Under the Weather Bureau system a plain white flag indicates fair weather; a blue flag rain, white above blue (one flag) local rain, black square on white field, cool change; red square on white field, heat wave; white and white flag below blue, rain to follow; white and blue flag above white flag, improving weather; black pennant above white flag, fair weather, warmer;  black pennant below white flag, fair, colder; black pennant above blue flag, rain warmer; black pennant below blue flag, rain colder; black pennant above white and blue flag, local rain, warmer; black pennant below white and blue flag, local rain, colder.

 Wind warnings are: White pennant above red flag with black square in centre, north-westerly winds; white pennant below red flag with black square in centre, south-westerly winds; red pennant above red flag with black square in centre, north-easterly winds; red pennant below red flag with black square in centre, south-easterly winds; two red flags with black squares in centres, very severe gales. 

Anyone confused – please see back cover of this magazine for coloured plan.

 

 

 

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