RMF-Centenary of Australian Submarines

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19901 9 1 4 - 2 0 1 4 ‘THREOENEHOUF TNHDE RED’ FIFTY YEARS AGO, THE AUSTRALIAN GOVERNMENT DECIDED TO RE-ESTABLISH THE NAVY’S SUBMARINE CAPABILITY, WHICH HAD LAIN DORMANT FOR DECADES. AUTHOR VICE ADMIRAL IAN MACDOUGALL AO A t the end of the World War II and the commencement HMAS Oxley of the Cold War, Australia and New Zealand jointly adrift from kith and kin, and asked if Miss Kitt would consider a paid Britain £15,000 per year to base a couple of visit to the boat. She did, and graced us with her enormous charm. submarines in Sydney. They would provide anti- Before leaving, she signed her name using a chinagraph pencil on submarine training for ships and aircraft of both the plastic time-bearing plot. For months thereafter, exercise attacks Antipodean nations. Rent a submarine on the cheap! were conducted with a little less concentration on engaging ‘the Submarine and anti-submarine warfare were to be enemy’ more closely in order that the back-plotter’s crosses did not serious elements of the Cold War for the next 44 years. Some 300 navy personnel were dispatched in groups of about 30 to gain experience in Royal Navy submarines whilst Australian Oberon submarines were being built in Scotland. Four boats were ordered initially, at a cost of £40 million, and later, two more for £57 million. A state-of-the-art submarine base was built in Neutral Bay, Sydney, to be ready for the arrival of the first boat, HMAS Oxley, in 1967. Each of the Australians serving in Royal Navy submarines gained valuable experience, sometimes hair-raising and often amusing. The injection of Aussie manpower had benefits too for the Royal Navy, which was streaming people from conventional submarines into its nuclear submarine programme. To illustrate some of the amusing facets, I reflect on my own services as one of the 300, Ian MacDougall. In 1964 HMS Alaric was seconded to the Royal Canadian navy, deployed to the Caribbean under United States Navy operational control, and based in San Juan, Puerto Rico. As the navigator, I felt I was a long way from home! On Christmas day Alaric was berthed in San Juan harbour. Eartha Kitt, perhaps the most famous jazz singer of the time, was performing at one of the five-star hotels. The captain rang her manager, explained the loneliness of Brit submariners 100

obliterate a famous autograph. builder at Greenock on Essential to replenishing air supply whilst submerged close the Clyde, in Scotland, the surface; our hinged snort mast had a bad habit of sticking was interesting. It was half way up or down. When we entered some exotic West Indian perhaps akin to the harbour, it was the navigator’s task to knock on the hull of a British experience of building merchantman, and ask if we might come alongside to use the ship’s your own home. derrick to manoeuvre the snort mast back where it belonged. Come There were dozens the day, we finally sailed from San Juan for Plymouth, diving as we of us Australians, crossed the bar into deep water. However, it finally became a case both uniformed and of ‘not sailing’. The boat was bow-down but very reluctant to leave civilian, peering over the surface, despite a red-faced trimming officer flooding a lot of the dockyard workers’ water into various internal tanks. From the motor room a voice shoulders as each rivet announced, “I would say from the loading on the port armature that was driven home. we have lost the port screw”. This was pooh-poohed by the control Scotts was also building room management, but an hour or two later we were back alongside 200,000-tonne tankers, Oberon on the hard in San Juan, there to remain for 10 days, waiting for a replacement with just two employees screw from the United Kingdom and a securing nut from Canada. of the purchaser on site. Back from the deployment, and at 91 metres in the North The chairman of Scotts was once asked whether our large number Atlantic, April 25 arrived. One of the three other Aussies of supervisors was an irritation. With a wry smile, he replied, “The buttonholed me to advise that the ship’s company figured if I profit margin made it perfectly acceptable”. explained to the captain the significance of Anzac Day, and the Finding accommodation for each new Aussie arrival was a importance of a march from forward to aft, there could be an extra challenge. We were competing with the deeper pockets of the USN beer issue. The captain agreed, a box was placed in the control room submariners serving in Polaris boats, based on a depot ship in the upon which he stood to take the salute, and the four of us marched nearby Holy Loch. Advertisements were placed in local newspapers, past, doing our best to keep a straight face. The troops got the beer and responses were followed up. The most amusing reply when issue, and the Australian contingent was praised for its Anzac spirit. inspections were carried out came in answer to the observation, Standing by the building of our first Oberon at Scotts, the ‘there doesn’t seem to be a bathroom’. “It is at ma sister’s hoose just 100 yards doon the street.” The build was completed pretty much on time, and after sea trials and work-up under the eagle eyes of an experienced Royal Navy team, we headed for Australia. The 68-day passage was not without incident. En route from Portsmouth to Bermuda, some of the crew developed mumps-like symptoms. Lacking medical expertise on board, the response to a signal seeking advice from the resident Royal Navy officer in Bermuda was “give the patients the juice of a fresh lime, if mumps the symptoms will be aggravated.” Aggravation was not what we needed, and a lime tree was what we lacked. On arrival in Bermuda, the patients were isolated in hospital. There were more patients in Bermuda thanks to hired mopeds, which did not run truly on alcohol. After further mishaps in Jamaica and Panama, we reached Honolulu, where there was a head count to determine if we had enough HMAS Oxley interior crew to complete the final leg to Brisbane. 101

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19901 9 1 4 - 2 0 1 4 In the nick of time, the laggards from the Bermuda hospital rejoined, the art is not of unlimited endurance. Much the wiser, we adjusted and off we set. the process to give the piper recovery time every 20 minutes or so. In 1968, three Australians were placed on the submarine Completion of a two-submarine patrol off the entrance to the commanding officers’ course, commonly called The Perisher. The Baltic was followed by a 1000-nautical-mile (1852km) race back student body was dubbed the ‘black and white perisher’, as three to home base. Thanks to a good racing trim, we won by about an were British and three Australian. hour. When the other boat, commanded by a descendant of the Antarctic explorer Shackleton, found us already secured in our On completion, yours truly drew the short straw and remained berth, his congratulatory signal read, “I feel like Scott arriving at to command a Royal Navy Oberon class boat, HMS Otter, based the South Pole, but to find that Amundsen beat me to it”. in Scotland. There were many Scots in the crew, but just one Australian. The atmosphere sang with the lilt of the Scottish burr. It It is a sobering thought that those of the 300 still around to quickly became obvious that if the one Australian did not enunciate commemorate the Australian Submarine Centenary have been manoeuvring orders clearly, there was a risk of collision or grounding. involved for 50 per cent of the Arm’s history, on active service or as members of the Submarine Association and/or Submarine Institute. In August 1970, the daily rum issue of centuries came to an end. In the Australian Navy, this had taken place from the 1930s. It was the The humorous reflections I have offered can be matched or time of the great depression, and by referendum, members of the Royal bettered by those who also served in those early days. However, Australian Navy were given the choice of retaining the rum issue, or an there is also sadness in recognising that some of the 300 are now on incremental salary increase of three pence. They chose the latter. eternal patrol. In 1970 ships of the Royal Navy ‘celebrated’ the end of rum Vice Admiral Ian MacDougall served in rations in many ways, including a ceremonial procession of an HM Submarines Alaric, Otus and Otter, and empty coffin. in HMA Submarines Oxley and Onslow. He was training officer of the Rothesay Shadowing a Soviet research ship off the tip of Northern Ireland Attack Teacher, and Commander of the in an attempt to see or hear what she was up to ended after a Submarine Command Team Trainer at fortnight with the ship, in darkness, heading for home at 12 knots, HMAS Watson, Commander Australian and us snorkelling in her wake in pursuit. Come daylight the Soviet Submarine Squadron, Director Submarine captain demonstrated his humour by reporting us to International Policy, and Maritime Commander Maritime Authorities as a floating mine steering west at 12 knots. Australia. Vice Admiral MacDougall was appointed Chief of Naval Staff in March For a port visit to Campbeltown on the Mull of Kintyre, it 1991, and made a Companion of the Order seemed appropriate to borrow a piper from a Scottish regiment. of Australia in 1993. He retired from the He was directed to the bridge as we commenced the entry, and Royal Australian Navy in March 1994. invited to begin piping. This he did with great gusto, bringing an eerie effect echoing off the shoreline in the mist. Suddenly the pipes wheezed to a halt, and when asked why, the piper explained that 102

MTHEYSTERY BOATS CAPTAIN WILLIAM L. OWEN FCIL RAN (RET.) - BY GEOFFREY BARKER O Boat Otama H MAS Otama, the last of Australia’s six Oberon-class submarines, slipped its moorings in Sydney Harbour for the last time on the morning of Monday 29 March 1999. After 30 years’ service, watched by hundreds of former and serving sailors and officers, Otama headed out from HMAS Platypus, the Neutral Bay submarine base, on passage to its new Western Australian base, HMAS Stirling. Here final decommissioning would take place nine months later on 15 January 2000. Otama’s departure from HMAS Platypus closed an extraordinary chapter in the Cold War espionage history of the Australian submarine service. It was a top-secret history that won the Australian submarine service the admiration of US and British naval intelligence agencies for its covert intelligence collection patrols. Parts of the secret submarine espionage history were known to many of the submariners assembled on the Neutral Bay wharf for Otama’s final departure, but it was mentioned only in whispered asides, if it was mentioned at all, on that bright morning. The Navy had forbidden any disclosure of the so-called O-boat “mystery tours”. Senior officers were required to sign pledges of silence under the Official Secrets Act. Two other events rich in naval history and sentiment took place at HMAS Platypus immediately after Otama’s departure. Australia’s fourth Oberon-class submarine, HMAS Onslow, was decommissioned with traditional naval ceremony and honours. A band played Auld Lang Syne, a chaplain offered prayers, and the Martime Commander, Rear Admiral Chris Ritchie, in white dress uniform, inspected Onslow’s ceremonial guard, also decked out in dazzling white. As a long paying-off pennant dipped and fluttered from its conning tower, Onslow’s White Ensign was lowered for the last time, folded, and presented to the commanding officer, Lieutenant Commander Sean O’Dwyer. 103

SUCBE NMT UARRYINO FES IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 The ship’s company marched down a gangway onto the wharf. As Oberon tower tradition demanded, LCDR O’Dwyer was the last to leave the boat. Navy under its formidable commander in chief, Admiral Sergei Georgievich Gorshkov. By the 1970s nuclear-powered submarines Finally, with little ceremony after the farewells to Otama and armed with long-range nuclear weapons had displaced land-based Onslow, HMAS Platypus, closed its gates for the last time after intercontinental missiles as the most alarming and potentially more than 31 years of continuous operation. The home base for lethal weapons in Western and Soviet doomsday arsenals. These the O-boats had become surplus to Navy requirements following a were mobile and hard to detect beneath the sea. They could launch decision to home-port Australia’s new Collins-class submarines in missiles armed with multiple independently-targeted nuclear Western Australia. Its wharves, sheds and machinery were no longer warheads without coming to the surface. The West’s need to know needed. the location and capability of Soviet nuclear submarines and other warships was the genesis of what some veterans of the Royal Some details of the unspoken Cold War secret on the Neutral Australian Navy’s submarine service still call the “sneaky patrols”. Bay wharf that morning are coming to light. Throughout the last The patrols won Australia great kudos in Washington and London 12 years of the Cold War - from 1978 to 1992 - Australian O-boats out of Neutral Bay conducted critical and dangerous intelligence- collection missions as part of the Western geo-political contest with the Soviet Union. Supporting far more numerous and more capable US and British nuclear submarine forces operating in the Atlantic Ocean, Mediterranean Sea, Arctic regions and Northern Pacific Ocean, Australia’s diesel-electric O-boats were part of a global Western effort to detect, track, locate and identify Soviet nuclear submarines and other advanced warships. The O-boats secretly photographed the hulls of submarines and surface ships in perilous close-quarters underwater operations. They tracked them deep into the Southern Ocean, recorded the distinctive acoustic signatures of submarines and surface ships and perhaps most importantly, they conducted regular electronic surveillance of the key shore installations. O-boat officers and crews, supplemented by civilian “spooks” and linguists, spent weeks at a time, mostly underwater, in conditions of great discomfort and at times grave danger. They were, and still are, among the most courageous men to serve in the Australian armed services during the global nuclear stand-off that was the Cold War. The US, British and Australian submarine surveillance patrols were the West’s response to the growing threat from the Soviet 104

six O-boats - Orion and Otama -were fitted with special equipment only three sailors died in accidents-- two Otama crewmen and one for espionage patrols, although other O-boats also undertook sailor on HMAS Onslow. missions which involved some intelligence collection activity. The O-boats contributed importantly to US Cold War naval efforts in the Pacific and were regarded as a significant force This is partly a story of the geo-political evolution of the Cold multiplier by the US government. They were remarkably quiet and War as the Soviet and Western powers increasingly deployed heavily armed submarines, ultimately carrying both torpedoes and submarines armed with nuclear missiles for possible first or second cruise missiles, as well as advanced sonar equipment. In exercises the nuclear strikes. The submarines were lethal, hard-to-find and highly O-boats proved their lethality by penetrating destroyer screens and mobile; and their missile warheads were targeted on population taking close-up periscope photographs of huge and highly protected centres as well as military installations. They were the designated US aircraft carriers--an activity regarded as apocalypse machines if the Cold War turned hot. As such the O-boat story reveals how fraught and dangerous the Cold War really was from the late 1970s. Just as importantly, it is a story about extraordinarily courageous Australian submarine officers and sailors (including some transplanted from the Royal Navy) who served crucial Western interests under conditions of great stress, discomfort and danger and very little subsequent public recognition. All had been prepared for submarine command in the Royal Navy’s rigorous “Perisher” submarine command course which was designed to test submariners to the outer limits of their capability. All are different in terms of personality and manner. Some are laid-back, funny, democratic, even rowdy, others are self-effacing and quiet, others still uptight martinets who are at times pompous. As serving officers they were highly competitive and were harsh judges of each other. But what most of them still possess is a clear understanding of themselves and their limits, and a knack of inspiring confidence. They are genuinely interesting men of remarkable and calculated courage that is far beyond the experience of most submarine service outsiders. Of course the mystery tours were only part of the story of the six Scottish-built O-Boats acquired by the Royal Australian Navy between 1967 and 1978. Oxley, Otway, Ovens, Onslow, Orion and Otama were the first permanent and successful submarine force established by Australia, despite efforts dating back to WWI when the nation’s first two submarines, AE1 and AE2, were both lost in action. During 30 years of service not one O-boat was lost, and pointlessly flashy by some O-boat veterans, but which impressed and unsettled US naval commanders. The O-boats were also used in exercises to teach RAN surface ships and RAAF surveillance aircraft how to conduct effective anti-submarine warfare against wily and concealed adversaries—a skill sadly degraded by the navy in recent years. It was, however, the patrols by the so- called “mystery boats”, Orion and Otama, that exemplified, above all, the ability of Australian submariners to punch above their weight. Commanders of the mystery boats took calculated risks for calculated rewards. They delivered some extremely high-value intelligence, much of which remains classified as secret by Navy chiefs. This is a story of ordinary men who did extraordinary things at a time of great Oberon fin global peril and who received no public recognition or thanks for their efforts. 105

SUCBE NMT UARRYINO FES IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 OLIF-EBINOAANT EXTRACTS FROM GEOFFREY BARKER UNPUBLISHED WRITINGS. I ndividual officers and sailors in the RN and RAN cherish and remember with advantage their O-boat years. They lived with an intensity they had not experienced before and have not experienced since. They were never so alive as they were when, as young men, they experienced moments of high tension and terror beneath the sea and of ribald hilarity during what they called “a run ashore” when they reached a port and had a few days’ shore leave. Without this mixture of high purpose and low pleasure, O-boat service would, in fact, have been hardly tolerable. Life on an O-boat was crowded, uncomfortable, dirty and smelly. On Orion and Otama, the spy boats fitted for intelligence-collection, all hands were also aware that life could at any time become nasty, brutish and short. Sudden death from a torpedo attack, or capture, trial, imprisonment and possible execution, were real risks if an O-boat was detected and intercepted during a spy patrol. Nevertheless, the driven men who commanded Otama and 106

Orion did not complain about the discomfort and the danger, and times when something would be reported or intercepted from neither did their crews. Officers and sailors posted to the submarines another source which could have suggested that something had knew that they were the cream of the submarine squadron and that gone wrong on a patrol. Fleet headquarters would have no way of they would be quickly posted elsewhere if they did not fit in. They knowing what was happening because the submarine could not saw themselves, in the words of the former CO, as “the chosen” transmit signals while on patrol.” and they worked hard to retain their special place in the submarine service. Officers and crew took real pride in their discretion. They did What the navy did know was that the work of the O-boats was not talk or gossip about their activities. “That level of professionalism important. “We were the only ones who were prepared to go in as was very important and you took it seriously. You were privileged to close as we did and we pushed the limits a lot more than our allies be able to do the work”, the former CO recalled. did,” a former CO said while insisting that the O-boats always obeyed international law and stayed outside the 12-nautical mile There was also a strong sense among Orion and Otama crews territorial limit. that they were doing a real job while the rest of the navy was merely playing war games and training. Few, very few, outsiders Yet it is hard to overstate the physical discomforts and dangers knew about the patrols, which were conducted under the strictest accepted as normal daily life by O-boat officers and crews. The security. Those involved saw themselves as part of an elite, apart boats were small and hot and crammed with equipment, which left from the rest of the navy and superior to it. It was an ultimately little space to walk, eat, sleep and wash. Designed to accommodate arrogant attitude that did not endear spy submarine officers to their a crew of five officers and 57 rates, Orion and Otama usually set out surface-ship colleagues or to the navy high command. But as the on spy patrols with at least 70 people on board including trainees former CO said: “It felt like you were at war, which is what I joined and people described by naval officers as “spooks, linguists and the navy for. I didn’t join just to do exercises. You felt you were part analysts” who operated the intelligence-collection equipment and of something that was important.” who monitored broadcasts from shore facilities and hostile ships. The work of these specialists demanded intense concentration for For the RAN, the spy patrols were a constant source of anxiety long periods in extremely limited space. On extremely restricted as well as a source of valuable intelligence, which boosted their sleep, sometimes taken on foam rubber mats laid over torpedo standing among the Western allies. When a patrol was underway, stacks, they were not only collecting intelligence for later analysis the O-boast did not communicate with fleet headquarters and the but also listening for possible indications that the submarine had navy had no idea what the submarine was doing and had achieved been detected. until it reported on its activities at the end of the patrol. Without giving details, one former CO said: “There were some very tense Most of the Orion and Otama patrols were conducted in the tropical waters. The air conditioning in an O-boat is average at best. 107

SUCBE NMT UARRYINO FES IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 Normally you would sleep in sleeping bags and you would hot odour, barely disguised by bunk [share a bunk with another crew member]. If you were decent deodorant sprays, were the oily you would lay out the next bloke’s sleeping bag, which would be smells of diesel fuel and cooking stowed at the end of the bunk, ready for him to jump into. But we from the galley which produced also used to take rolls of terry towelling to sea. In the tropics, we four meals a day to coincide with would cut off lengths, spread it on the bunk, lay on it and sweat the boat’s cycle of four six-hour like a pig all the time.” watches every 24 hours. The smell of bean soup and garlic still Bunks were stacked wherever there was room. Even the tiny mightily irritates some former space allotted to serve as the officer’s wardroom contained foldout O-boat crewmembers. bunks. If an officer (usually the most junior officer) was allocated On early patrols, O-boat what was called the breakfast bunk, he would be required to rise crews were allowed to wear what extremely early so that the steward could set up for breakfast. There the navy called “pirate rig”— were also bunks in passageways. If you were on a low passageway usually old shorts and t-shirts bunk, you would hear footsteps close to your head whenever or other comfortable casual somebody walked past you. clothing. But submariners Pirate rig started to gain a reputation for To compound the discomforts it was almost impossible to being scruffy and the RAN designed a semi-military overall so shower on an O-boat. Water was a scarce commodity. “If you that crews at least looked uniform on duty. But the overalls did showered once a week you were lucky. It was pretty stinky,” the former CO recalled. Adding to the pungent scent of human body 108

Trevor the budgie not always deter eccentric and stinking of diesel fumes which permeated their skin and their behaviour at sea. One CO clothing. Clothes were often burned at the end of a patrol. recalled going into the submarine sonar room one Night watches on an O-boat were conducted in what was night to find, as his eyes known as “black light”. All lights were turned out to ensure accustomed to the dim maximum vision for the crewmember operating the periscope. Any lighting, that the two sonar white light was strictly forbidden and officers had to stumble about men were totally naked. The guided by only very dim red lights, the orange glow of the sonar following short conversation screen and the green light of the towed array screen. Navigators ensued: had to try to read charts and take bearings in near total darkness, risking long-term eye damage. “What do you think you are doing?” During a spy patrol, an O-boat would remain on station submerged and collecting intelligence signals for up to 14 hours a “Nude watch-keeping, sir.” day. At night, the submarine would head out to sea to “snort”—to On another occasion, the officer found his sonar men keeping run its engines, recharge its batteries and to clear foul air that had watch in their best civilian suits, shirts and ties. The reason, they accumulated in the boat. Until smoking was banned on O-boats, said, was that it was Sunday, the Sabbath. it was common after 14 hours underwater for the oxygen to be so This unmilitary and eccentric behaviour was tolerated by depleted that cigarette lighters and matches would not ignite after O-boat officers who recognised that it helped the crew to cope sparking. with the problems and pressures of life on patrol. One O-boat crew member was known for coming on board wearing an Elephant Man “You wouldn’t put a dog in an O-boat,” a former CO said. calico sack costume and proclaiming to the approval of other crew “Not a dog you liked. It was just bloody appalling, but we loved members: “I am not an animal. I am a man.” Another favoured it,” he said. Emotionally, the former CO recalled attending a family a full-length native-American feathered head dress when he was barbeque in a garden with his brother-in-law, a welder, shortly after on watch. One O-boat had an unpopular executive officer named returning from a top-secret patrol. Trevor. Crewmembers smuggled a budgerigar aboard, named it Trevor the Budgie, and trained it to foul on the officer’s white shirt. “I was thinking ‘This is really important all this top-secret stuff The XO’s anger was the crew’s reward. “That bird helped to make a and nobody here at the barbeque knows about it.’ My brother-in-law long patrol tolerable,” one former crewmember said. started to tell me about his day-to-day life. I thought, There was no exercise space on the O-boats. The main recreation was watching videotaped films. Lack of exercise, combing with the 109 four-meals-a-day eating routine, meant that O-boat crews returned pale and overweight from their patrols as well as exhausted, dirty

SUCBE NMT UARRYINO FES IN AUSTRALIA 1960-19901 9 1 4 - 2 0 1 4 Otway Commissioning Crew April 23 1968 ‘What I do doesn’t actually matter at all to this man. What I do, You wouldn’t go and fix it, but you certainly knew how it worked.” what these boats are doing, will never affect him in any shape or Part three of the training was conducted on a submarine at sea. form. He will never even know that it’s happened and he would not care if he did know.’ That brought it home to me personally where There, the trainee would be required to complete a “task book”, it all stood in the great scheme of thing…But it was still fantastic to a navy term for a predetermined set of requirements considered be part of it.” essential for an officer’s preparation. It was demanding and exhausting. The former CO said, ”You have to get through each Doubtless, it was the rigorous navy programme of training and department and trace all the boat systems. You have to do drawings preparation, as well as a sense of the importance of the work, that of every single system on board. They have to be signed off by the made it possible for O-boat officers to undertake their sensitive electrical people, the engineering people, etc. You have to operate missions deprived of sleep, space, fresh air, personal hygiene and hydraulic and ballast pumps and crawl through all the tanks. Then other amenities of life. They were mostly volunteers attracted from just before you qualified you would do walk-throughs.” the surface navy by the idea of submarine service, the better pay rates, and by other more idiosyncratic personal judgements. A walk-though involved walking from the for’ard to the aft of the One highly regarded CO said he transferred to submarines from boat accompanied by different crew specialists. “You would start with surface ships (“skimmers” in submariner language) when he noticed a couple of leading seamen and petty officers and move on to the that submarines usually won anti-submarine warfare (ASW) electrical engineer, marine engineer, executive officer and coxswain. exercises. “I thought, ‘Well, the Navy’s going to send me to war and As you walked through they would say ‘What’s that and how does I want to be on the side that wins—and it ain’t up here.’” So in the it work? What’s it for? What’s its power supply? How do you isolate mid 1980s, he volunteered and was posted to HMAS Platypus, then it?’ If you didn’t know the answer you didn’t pass and you just kept the submarine base at Neutral Bay in Sydney harbor. doing walk-throughs until you answered every question perfectly,” the former CO said. The making of an O-boat commanding officer started with what was called At the end of this process the trainee had to appear before a final parts one and two of board, which comprised the submarine’s commanding officer and general submarine executive officer. They asked more questions to determine whether training at HMAS the trainee had qualified. That was the trainee’s big moment. If Platypus. Budding the CO and XO were satisfied with the trainee’s answers they officers were required would award him the right to wear the twin dolphins badge of the to understand in submarine service. Getting your dolphins meant that you could be great detail how posted to a submarine in a junior officer’s role, usually a torpedo the submarine officer or communications officer. “That was your first real job,” the worked. They had to former CO remembers. “You were expected to work your way up. understand hydraulic It was a feature of the submarine service that by the time you were a systems, high-pressure captain you had done every single job in the boat and you knew how air systems and it should be done.” torpedo discharge systems. “You knew as Before becoming a CO a submarine officer was required to much as the engineers attend the six-month ‘Perisher’ course, the ultimate finishing school did,” a former CO for submarine officers. If an officer failed Perisher, he would not said. “Not the detail. progress further in the submarine service and would usually either resign or take a less demanding navy job. Until 1994, Australian 110 officers would be sent to the British Perisher courses, but they now

attend Dutch courses because the UK no longer operates diesel “You don’t pause to think. You act automatically. electric submarines. It’s all Pavlov’s dogs stuff,” the CO said. “If you are doing safety drills, for example, and you get a Perisher is regarded as the ultimate test of a submarine officer’s high-pressure air burst, it is instantly piped over the skills. A senior instructor called “Teacher” pushes candidates to the main broadcast and you call orders to shut off air limits of their skill and concentration in a training facility and in a conditioning, shut off cross connection…a whole submarine at sea. All aspects of submarine warfare are practised— bunch of things. You set up the boat in a different locating and attacking multiple surface ships and submarines, way and then sort out the air burst.” evading sonar detection and escaping, laying minefields, collecting intelligence, and coping with on-board equipment emergencies. For Similarly, the CO said, officers reacted to Australian officers, Perisher courses tended to be less onerous than tactical issues including active sonar transmissions. they were for British officers because the RAN ran an executive “If somebody goes active it means they are looking officer’s course that was designed to be a mini-Perisher. “Because I for you. A CO has to know where the active had done the XO course in Australia and because I had a very good transmission is coming from and how to evade captain who trained me well, I found that Perisher for me was more detection,” he said. about proving what I could do rather than learning. I had already pushed myself to the limit,” one highly regarded CO said. To improve O-boat evasion capabilities while surfaced, crews practiced a WWII technique, which Pushing yourself to the limit in an O-boat meant, among enabled them to submerge the submarine in just over other things, learning to react instantaneously when there was a a minute. The technique involved giving the officer sudden crisis—if a piece of equipment malfunctioned or it the of the watch the authority to dive the submarine once submarine was ‘pinged’ and detected by active sonar transmissions. he pressed the boat’s warning klaxon twice. On the first blast of the klaxon the bridge would be cleared. On the second blast the submarine’s vents would open and it would submerge in barely a minute. It was a notable example of the instant reaction expected from submarine officers confronted by a crisis. O-boats underwent substantial modernisation during their 30-year working lives. Of particular importance was the 1980–85 Submarine Weapons Upgrade Program (SWUP) which, in the words of one CO, converted the O-boats from “clunky World War Two submarines to state-of-the-art modern diesel electric submarines”. As spy boats, Orion and Otama were also fitted with PIPRS—ping intercept passive ranging sonar. This equipment gave COs the range as well as the bearing of hostile active sonar transmissions. “We could hear sonar buoys hitting the water. We even knew where passive sonar buoy fields had been laid. Nobody else in the world can do this even today,” a former CO said. In June 1980, the navy magazine Navy International reported that the US navy had expressed interest in an Australian system designed to control both conventional and wire-guided torpedoes. “The system is considered to be the most advanced submarine weapons system in the world,” Navy International reported. It was one of the systems that gave O-boat COs comfort and confidence when they headed into harm’s way on spy patrols. Invisible. Undetectable. Unpredictable. Super Silent Submarines from Germany. Tailored to Australia’s Needs. Robust. Stealthy. State of the Art. Fuel Cell and Diesel-Electric Propulsion Systems. www.thyssenkrupp-marinesystems.com ThyssenKrupp Marine Systems 111

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 THE RESCUE OF ONE AND ALL THE WRECK OF THE CENTURY-OLD KETCH ONE AND ALL, AND ITS SEVEN-CREW MEMBERS ON MIDDLETON REEF IN 1971, SPARKED A DRAMATIC RESCUE BID BY SUBMARINE. KEITH HAMILTON TERRY, A RETIRED WARRANT OFFICER COXSWAIN (SUBMARINES), GIVES AN INSIDER’S VIEW OF THE RESCUE. BY KEITH HAMILTON WARRANT OFFICER COXSWAIN SUBMARINES RETIRED S ubmarine Otway had arrived in Brisbane during the forenoon of Friday, October 1, 1971. We were to grace the city with our presence for Navy Week. Berthed at HMAS Morton on the Brisbane River, the ship’s company quickly had everything to the liking of the First Lieutenant and the Chief Coxswain piped leave. The non-duty watch were billeted in a hotel in the city and a good run ashore was expected. Once settled in our rooms we all gravitated to the bar and soon a lively time was being had by all. Ladies were being Middleton Reef chatted up, stories told and a relaxed atmosphere developed. 112

Sunday, October 3, dawned and members of the duty watch old ketch, the One and All. A Mayday had been received from made their way to the submarine and duty. On descending the the sinking vessel somewhere in the area of Middleton Reef some gangway they were met with many long faces among the off-going 390 steaming miles out in the Tasman Sea from where we were watch and were informed the ship’s company were being recalled, in Brisbane. This would be a forty-hour surface transit for the as Submarine Otway was sailing as soon as possible to complete a submarine at best speed, including the haul down the Brisbane River, rescue mission. then north through the maze of channels in Morton Bay until we were clear of pilotage waters off Caloundra and past Cape Morton, Those other members of the ship’s company, who were blissfully before starting to go in the direction of Middleton Reef. slumbering in the hotel beds or suffering from self-induced affliction, were rudely awakened by banging on their room doors and the cry: To add to all of this gloom and doom, the After Ends Fraternity “Alright you lot, back on board, we’re sailing”. suddenly realised that even though they had received their cigarette issue before our arrival in Brisbane, mess members had no way to James Moon was in the bar chatting with Bill Hosie and light their cigarettes. Leading Electrical Mechanic (power) Peter received the same obnoxious treatment. James lamented the loss Eastwood, now in charge of the submarine’s motor room once it of the company of a young lady with whom he had struck up an had been determined who was missing in the electrical department, association. Bill Hosie, who was at that time not a member of the rendered assistance. Quick as a whip he stepped into his new ship’s company, had come up from Sydney to join in the festivities leadership role to resolve this shattering blow to crew moral. but found himself with what is known as a Pier Head Jump, or joining a ship at very short notice. And so those who could be found, some very much the worse for wear, returned to Otway to join the crew of 44 the sub was eventually to depart with,. With the crew returned, a quick rewrite of the Watch and Station Bill occurred, to sort out who had to do what. Crew had their normal sea watches to do and also were required to take on the extra duties of those of the ship’s company who were missing. Sea watches at that time were one in three, two- hour watches during the day from 8am till 8pm, then three-hour watches during the night, 8pm till 8am. However, that luxury went by the board as we went into Watch On, Watch Off, which made us quickly all very ratty, for the normal maintenance and cleaning of the submarine still had to be completed daily. Once we slipped into the routine it was not so bad, but there would be some very tired sailors who returned to Sydney on October 9. No fresh provisions were received before sailing so food such as milk and eggs were to be put aside to provide light meals for survivors who might have been without food for an extended time before being found. The departure from HMAS Morton was spectacular for as the submarine manoeuvred out into the stream a strong outgoing tide caught her. Sandy Freeleagus’s father asked, at a later date: “Do you always go sideways when leaving harbour?” This was a frequently discussed topic for many years. Sandy was among those who had got the message and returned to the submarine like a dutiful submariner. So much for the family reunion. The cause of all of this activity had been the loss of a 100-year- 113

SC EUNBTME NAARRINY EOSF Taking one low wattage light bulb, he carefully IN AUSTRALIA removed the glass without damaging the filament. Then, with with the dexterity of an faficionado of his 1960-19801 9 1 4 - 2 0 1 4 trade, he wired up a few batteries and an on/off light switch and, hey presto, a fully operational “electronic Otway rescue October 1971 cigarette lighter”. The operating instructions for this device were as follows: Remove glass from light globe, push the on/off switch to complete the circuit to the light globe, exposed filament glows red, “voila” source of heat to ignite cigarette. And this occurred in the days before computers! The engine room watches, confined in their own rolling, pitching and incredibly noisy world, with diesel One and All Survivors October 1971 114

A Raft in TSC OTWAY Crewmen October 1971 “On our third night at sea, Otway engines roaring at full power and screaming turbochargers, busily was approaching Middleton Reef. got on with making Watts to cram into the main batteries and gain It was a dark calm night with the every extra knot of speed possible. Running at full power requires officer of the watch and lookouts the engine room watch keepers to complete constant checks. Being on the bridge deck in the fin.” shorthanded, the Chief Engine Room Artificer was constantly in the engine room, checking and double checking the performance of the lives lost over two centuries. machinery and ready to shut the engines down to prevent damage. An anchorage is available on the northern side of the reef, in the Lieutenant John Shortland in the HM Transport Alexander sound, and a good anchorage for smaller vessels is in the haven found discovered Middleton Reef in 1788. After completing her task as in the inside of the sound’s north western horn. This is probably a member of the First Fleet she was proceeding towards India to where the ketch One and All had anchored and had been forced to pick up cargo for her return voyage to England. This at that time sail due to deteriorating weather. became a regular shipping route and was soon to become known as a dangerous passage. Middleton, and Elizabeth Reef to the south, are On our third night at sea, Otway was approaching Middleton some thirty nautical miles apart. They sit astride a major shipping Reef. It was a dark calm night with the officer of the watch route from NSW to Asia, South America and the Pacific Islands. and lookouts on the bridge deck in the fin. The control room BBoth are notorious for shipwrecks. Middleton is a coral aatoll, five watch consisted of a petty officer of the watch, helmsman and miles long and three miles wide, with a fringe enclosing a shallow the control room messenger. In an Oberon Class submarine lagoon of coral grit and coral outcrops. It sits on top of an undersea under way on the surface practical navigation was done by the mountain rising steeply from the Tasman Sea floor, .whose depth petty officer of the watch, monitoring the time bearing plot, echo here ranges from 2000 to 3000 metres. At high water it is very sounders and radar and plotting visual fixes taken by the officer of difficult to see, especially in bad weather. The 100 fathom line (182 the watch onto the charts. metres) is between three- quarters of a mile to one-and-three-quarters of a mile from the fringe reef edge. On checking the echo sounder trace, the petty officer of the watch noticed it showed a dramatic decrease in the soundings under A most dramatic wreck occurred in February 1961 when the the keel. This was reported to the Officer of the Watch. The depth world’s largest refrigerated cargo liner of the time, the 13,, 500- had soon decreased to 600ft (200Metres). Nothing was showing on ton MV Runic, managed to run up on the reef at a speed of 17 the radar until a fuzzy intermittent paint appeared. It was the surf knots, overriding the coral by twenty five metres. This left three- breaking on the edge of Middleton’s fringeing reef. quarters of the vessel overhanging in deep water. Eventually she swung around and laid her full 561ft length on the reef. She was 115 abandoned that March due to an approaching cyclone. Some 26 wrecks on the reef are listed by name with a further 12 locations of unidentified vessels. Despite the distance from the mainland, most crew made it to safety in their ship’s boats with about 50 recorded

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 A Fleet CMDR congrats to OTWAY CO October 1971 From the bridge the watch could see or hear nothing. It was dark and The aircraft made the discovery right at its operational flight limits. calm. We had arrived! It was October 6, 1971. The crew only had time to drop another life raft next to the survivors before having to start the long flight back to its base at Elizabeth in Our search began in earnest at first light in a calm sea. As South Australia. When it arrived back it had set a new record for an sightings were made by the lookouts each was carefully investigated operational flight. and the casing party started to collect an array of interesting objects, old cargo pallets, a barbers shop sign, tree branches -- all flotsam, but no wreckage from the One and All. The diver had to be very careful when searching the debris because there were so many jellyfish in the sea. Some ominous items, however, we could not retrieve. Floating vertically beneath the surface were tree trucks 30 to 40 feet long and two feet in diameter. They were neutrally buoyant and in heavy weather they would bob up and down. Woe betide anything that got in the way. A wooden-hulled vessel would easily be holed and sunk or opropellers and rudders seriously damaged. This routine continued until the night of October 7 in deteriorating weather after an Orion search aircraft sighted a life raft carrying seven survivors and the actual rescue began. 1914 –2014 Congratulations to the Royal Australian www.navalsubleague.com Navy Submarine Service! 116

Able Seaman Shorty Needham scrambled aboard saying: “Hi, where’s Fleet Commander Rear Admiral Dovers congratulates LCDR Terry the emergency rations - I’m starving.” Roach, CO OTWAY, June 1972 Before Shorty had gone overboard from the Otway to help bring The recipient of the awards were the life-raft alongside preparations for the casing and recovery party had been made, including readying medical stores to cope with any BEM: contingency. The operation required the casing party to remove Chief Radio Supervisor B. W. Coultas. For devotion to duty, during a boarding ladder from its stowage under the casing, no mean the five days of the rescue operation. He ensured swift and reliable feat as the sea surge frequently flooded in, then to rig it portside communications were maintained between ships, searching aircraft and forward of the turned-in hydroplanes. The casing covers over the the shore. accommodation space hatch needed to be removed and stowed under the casing as well, to give ease of access to quickly get the seven Naval Board Commendations: survivors below. Again, the weather and sea were not helping. Lieutenant Commander T. A. A. Roach, the Captain of HMAS Otway. The Commendation reads in part. “His handling of the submarine Ship’s divers, including Shorty Needham, had been readied to during the actual rescue of the survivors, in turbulent seas at night, was enter the water to help position the life-raft alongside the boarding a product of sound judgement and good seamanship. His distinguished ladder or assist the survivors if necessary. Motor room watch keepers conduct and leadership served as examples to all under his command, had made a couple of spot lights to illuminate the casing. Both and the success of the rescue operation was largely due to his efforts”. casing and recovery parties wore life jackets, safety belts with a lanyard and safety hook to fix to the casing guard rails when needed. Lieutenant R. J. H. Canham and Able Seaman (Underwater Weapons) Two men were required to stand on the ballast tanks either side W. A. Needham. “With disregard for his own safety, he entered the of the bottom of the boarding ladder to assist the survivors when turbulent sea to guide the survivors’ raft alongside HMAS Otway and leaving their life-raft and found themselves up to their waists in held the raft securely during the successful recovery of the survivors.” seawater as it tried to snatch them away. A loud hailer provided communications. Meanwhile the weather, with wind and sea chop, FOCAF Commendation: was bad enough to test every one’s metal. Lieutenant A. F. M. Taylor, Executive Officer of HMAS Otway. “For his courage and leadership in taking charge HMAS Otway of the rescue Otway was manoeuvred into a position to bring the life-raft operations on the exposed casing of the submarine at night, with seas alongside the bottom of the boarding ladder and the seven survivors breaking over the casing.” quickly left the raft, helped by two very wet boarding ladder assistants. The sea swell caused the raft to jump about, giving the Leading Radio Operator R. J. Pollock. “For maintaining radio divers a hard time. Keeping it alongside was hairy to say the least. communications, for prolonged periods, during and after the search.” Leading Electrical Mechanic (Power) P. R. Eastwood. “Who in the Once the survivors were safely on the casing they were quickly absence of the PO (EP), organised motor watches and lighting for the led to the accommodation space hatch and taken below assisted by casing during the search and rescue.” the Chief Coxswain and a welcoming, but depleted, ship’s company. With plenty of bunks to spare and dry clean clothing the survivors of Chief Petty Officer Coxswain J. T. Curtin. “For leadership in organising the One and All were safe. the depleted ship’s company during the long search.” With the survivors below, the work continued to recover Chief Engine room Artificer I. M. Taber. “For maintaining the the life-rafts and secure the casing. All the equipment was stowed submarine’s diesel engines, for protracted periods of running at high as Otway turned for home and set course for Sydney, wagging her power with a reduced complement.” tail. A very tired crew came below to get dry and hopefully, if they were not due to go on watch nor complete some other necessary duty, get some rest. As with all submariners, they got on with the job, applying a unique mixture of eccentricity, humour and proud professionalism to make light of difficulty. Otway finally entered Sydney Harbour on Saturday, October 9, 1971, completing a job well done. In the aftermath of the rescue operation, members of the ship’s company received awards and commendations. The Navy News of June 23, 1972 reported as follows: “A British Empire Medal, three Naval Board Commendations and five Flag Officer Commanding the Australian Fleet, have been awarded to members of the crew of the Australian Submarine HMAS Otway for their part in the rescue of the crew from the ketch “One and All”. Flag Officer Commanding the Australian Fleet, Rear Admiral W.J. Dovers, congratulated the recipient of the BEM and presented the Commendation at a ceremony alongside the submarine at HMAS Platypus, the submarine base at Neutral Bay, Sydney, on June 15, 1972. 117

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19901 9 1 4 - 2 0 1 4 SAUUBSTMRAARLIINAENDOLPHINS By Peter Smith The link between dolphins and submarines seems obvious now, but that wasn’t always the case badges, produced the badge. Mr Stokes reported it was by far the most handsome badge his firm had made. The Naval Board accepted the design, and production of the dolphins went ahead. On July 25, 1966, the RAN issued Navy Order number 411, which covered who was eligible to wear the submarine badge, and how. As one of the protagonists for the submarine badge, Commander Cook — who had been promoted to his current rank, and was appointed Director of Submarine Policy in February 1966 — was given the distinction of being the first submariner to wear the dolphins. The first qualified submariner to be awarded his dolphins was GJ Currie, who was also the first Australian submariner to return to Australia in 1966 prior to the formation of the current Submarine Squadron, and joined the RN Fourth Division as spare crew. In 1968 the officers and crew of HMS Trump, the last British submarine in the Royal Navy’s Fourth Division, based at The Submarine Qualification Ceremony. Submarine Training and Systems Centre (STSC), Sydney, were given Australian submarine HMAS STIRLING dolphins to wear for a year. At the end of time between 1964 and 1965, he proposed that year the sailors were asked to fill out O n April 5, 1958, the Royal Navy a submarine badge be devised along those a survey. Ninety nine per cent of the crew issued its first submarine branch lines. Commander Cook recalls the proposal were in favour of wearing the badge and the badge, which was to be worn on was not well received until it reached Rear design. It was not until 1972, having assessed the left sleeve. The cloth badge Admiral VAT Smith RAN (later Admiral the value of the Australian submarine badge, was the first time submariners had that the Royal Navy issued a variation on been visibly linked to their trade, Sir Victor Smith KBE), who convinced Captain McIntosh’s design. except for junior ratings and their cap tallies. the Naval Board of the day that Due to its ugly design it was soon known the proposal should proceed, as a “sausage on a stick”, and as wearing the subject to a suitable design being badge was optional, many submariners chose developed. not to do so. The design was the work In June 1964 a submarine project team of Commander McIntosh, was formed at the Australian Navy Office in the submarine project officer Canberra. It consisted of Commander (later in 1965. The dolphins on Captain) Alan H McIntosh RAN, a non- his submarine supporter’s tie submariner, and Lieutenant Commander inspired it, while the crown was (later Commander) Henry Cook RAN, an drawn from the florin (the two ex Royal Navy submariner. Commander shilling piece before decimal Cook believed Australian submariners currency was introduced). Able Seaman Electronics Technician Ryan Paterson has would be proud to wear a properly-designed Stokes of Melbourne, which his new name bar presented by Warrant Officer Roderick badge worn on the left shoulder. At some manufactured many service Charles after receiving his Submariner qualification 118



SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1960-19801 9 1 4 - 2 0 1 4 LT HOLBROOK HOLBROOK MUSEUM NSW N ovember 1914 saw Lt Holbrook and BY PETER SMITH His Majesty’s Submarine (HMS) At 3 am on 13 December 1914, 26 year old Lt B11, part of a mixed flotilla of British Holbrook and HMS B11 set off on their perilous and French ships and submarines journey. At 4.15 am when B11 was 5 km from patrolling from dusk to dawn off the entrance to the Straits, Lt Holbrook shut down the entrance to the Dardanelles. In the motor to await dawn when the searchlights December 1914 a decision was made were switched off, giving them a chance to enter to send a submarine against the the Straits under cover of darkness. At 5 am, he movement of shipping seen 20 km further up the started the engine and trimming down low in the Straits from the entrance. water with just the conning tower above water, crept closer inshore. As first light appeared B11 The Dardanelles Channel ranged from 22 dived and proceeded submerged, navigating by the km wide at the entrance to a mere 1400m at the raised periscope. A strange vibration shook the boat Narrows, with an outward current flow of 1 to 5 causing Lt Holbrook to surface and investigate. knots. The Straits were covered by numerous guns The mine guard around the port hydroplane at point blank range, with powerful searchlights was bent out of shape, forcing Lt Holbrook to sweeping the surface and at least 5 lines of mines discard it before proceeding. This would expose moored across the Straits, as well as those in the the hydroplane to the risk of hooking a mine, if Narrows. The mines had been laid against surface encountered. As dawn’s light grew, B11 sat exposed ships and it had been proven in the North Sea on the surface, fortunately calm, as the crew worked that a submarine fitted with guards around the frantically to free the hydroplane. By 6 am, B11 was hydroplanes and wires from bow to stern to the again submerged at periscope depth on course up highest point on the conning tower could pass the Straits. through the minefield by pushing the mooring B11 struck more problems when ‘lighter’ wires aside. patches of salt water were encountered. 120 Mrs Holbrook

Holbrook Submarine Museum, Hologram, Kathryn Mitsch These upset the trim, causing the submarine to rise to the surface shock of an explosion. despite the efforts of the men on the hand-worked hydroplanes. For The Turkish battleship “Mesudiye”, although hit, began to fire 2 and a 1/2 hours B11 continued up the Straits, rising to periscope depth to fix her position about every 1/2 hour. At 8.30 am, B11 at point blank range. As Lt Holbrook watched, fountains of water trimmed to 25 m and entered the first minefield. For an hour they sprung up all around the periscope and the crack of shells striking proceeded ‘blind’, conscious of the lines of mines overhead with the closely overhead, clearly audible. Fortunately not for long, for as the risk of the exposed hydroplane, ready to catch a mooring wire and battleship settled by the stern, her guns ceased firing. pull a mine down upon them. At 9.30 am, Lt Holbrook guessed they were through the minefield and rose to periscope depth to fix B11 was now in some difficulty, the compass tube was flooded their position. and the current sweeping her further inshore. Lt Holbrook was deep inside the bay, with no compass, only land visible all around his As Lt Holbrook swung the periscope around, he discovered periscope (only centimetres above the water), and after concentrating they were further up the Straits than expected. A battleship came on the attack had only a rough idea of his position. He pointed into view about 1.6 km away, bow on, too far for their 45cm the submarine on the estimated course and proceeded. Ordering torpedoes. Lowering the periscope he swung B11 90 degrees to the boat to dive to 17 m as a torpedo boat appeared. Lt Holbrook starboard to close the range and to allow the current to sweep him was anxiously watching the depth gauge swinging down when the onto the battleship’s beam. After 5 minutes, the battleship almost submarine hit bottom at 12 m. Guessing his position by the charts, filled the field of view of the periscope, but the current was rapidly he proceeded at full speed and for the next 10 minutes frequently carrying B11 across the mouth of the bay, too far for a certain hit. Lt touched bottom until finding deeper water. At 10.20 am Lt Holbrook went deep and corrected his course. Rising to periscope Holbrook cautiously brought B11 to periscope depth and finding depth 5 minutes later, Lt Holbrook swung B11 to point at the clear water, headed back down the Straits. battleship and fired two torpedoes. With the current now sweeping B11 dangerously inshore, Lt Holbrook swung to port and watched The long burst at full speed had taken a lot out of the battery the torpedo tracks going straight, towards the battleship. Water and with safety still 28 km away, B11 was forced to proceed at slow closed over the lens and the submarine was violently shaken by the speed, making only 1 1/2 knots through the water with the current. Without a compass it was essential to surface regularly to get a fix on their position and unable to proceed through the minefield, B11 dived. The next hour, with 5 lines of mines to pass, was to be the most trying of the mission. B11 had been submerged for over 5 hours and the air was becoming foul. Luck was with them and by noon they had passed safely through, but they were right under the guns of the forts on either side and undoubtedly there were patrols searching for them. With about 14 km to safety and the battery almost as exhausted as the men, Lt Holbrook issued food and a tot of rum. At 1 pm, close to the entrance to the Dardanelles, they surfaced near a British destroyer. After 9 hours submerged - a long, long time in such a primitive submarine - the petrol engine refused to start until the foul air in the boat had been ventilated. B11 then sailed on to safety. B11 became the first submarine to sink an enemy warship in waters theoretically safe from attack. For this fine achievement Lt Holbrook was awarded the Victoria Cross and the French Legion of Honour; Lt T Winn, the 1st Lieutenant, the Distinguished Service DNV GL – CREDIBLE ASSURANCE, RELIABLE SUPPORT DNV GL congratulates the RAN Submarine Service on its centenary. DNV GL has been sup- porting navies for more than 40 years by providing state-of-the-art naval services, including consulting, training, certification and classification for naval ships and submarines. www.dnvgl.com 121

SUCBE NMT UARRYINO FES IN AUSTRALIA 1960-19901 9 1 4 - 2 0 1 4 Holbrook Submarine Museum, Control Room, Photo by: Kathryn Mitsch Mk 8Torpedo Rear, Photo by: Kathryn Mitsch HOLBROOK MUSEUM Connection Holbrook, this enabled the project to forge ahead. An official dedication of the Submarine Memorial was staged on 7 June, 1997 Why does Holbrook, a farming community 400 km from the with Mrs Holbrook the official guest. nearest seaport have a life size submarine? In the main street of the township, lies the above-water-line superstructure of HMS Otway, The spectacular, traffic stopping inland submarine is a fitting which is about 90 m from bow to stern. memorial to those brave men who serve and have served in Located in parklands nearby is a, 1/5 submarines in both war and peace. scale model of a First World War B11 A Submarine Museum housing Submarine dedicated in 1972, a life size Mark Mk8 Torpedo, unveiled in 1992, photographs, an amazing 3D hologram, and a statue commemorating Commander submarine components and mock areas Norman D Holbrook which was unveiled of the submarine interior such as the in 1988. wardroom and a control room with working periscope, has been developed. Holbrook’s unique link with The Submarine Museum is continually submarines began during the First being updated and is open 7 days a week. World War when the town’s forefathers believed Germanton was no longer an The museum is wholly operated by appropriate name. volunteer staff, including a committee of ten. A project for the future is a purpose Cr John Ross’ suggestion that built full size model of the AE2. This will Holbrook be a fitting name for the town was greeted with great be opened a day before Anzac Day 2015. enthusiasm and the first meeting of the newly named Holbrook Shire The Holbrook Submarine Museum is unique as it is the only Council took place on 24 August, 1915. dedicated submarine museum in Australia, a very important keeping house for Australia’s Submarine Heritage. During the years following the name change, Commander Holbrook made a number of visits to the town before his death The Stoker and Holbrook Connection in 1976. In 1982 his widow, Mrs Gundula Holbrook donated his medals to the town. On 11 December 2009 Commander Holbrook’s Commander Norman Holbrook carried out his patrol on actual medals were officially loaned to the Australian War Memorial, December 1914 by navigating the Dardanelles, sinking a Turkish where they are now on display. Replicas of Commander Holbrook’s battleship and returning safely. medals are on display at the Submarine Museum in Holbrook. On Anzac Day, 25 April 1915, Lt Commander Dacre Stoker Today, Holbrook’s vision of erecting a fitting memorial broke through the Dardanelles into the Sea of Marmama in the to Australian submariners has become a reality. Following the AE2 submarine. The two captains knew one another and had Navy’s gift of the decommissioned HMAS Otway’s fin in 1995, exchanged information on navigating these very difficult straits. a submarine working party was formed to investigate ways of Having the AE2 replica rebuilt in Holbrook is most appropriate obtaining a real submarine and overseeing its erection. Finance was to commemorate this important part of Australia’s Submarine the biggest stumbling block but a generous gift from Mrs Gundula Heritage. 122

UTILITIES | TELCO | TRANSPORT | DEFENCE | PROPERTY | SOCIAL | OIL & GAS | RESOURCES | INDUSTRIAL 23+YEARS PARTNERSHIP. Proudly supporting ASC Pty Ltd for over 23 years. transfieldservices.com

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1914-2014 1990-2014INTRO INTO ERA 124

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1914-2014 1990-2014INTRO INTO ERA 124

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 FRWOMOEMXCELUNSIIONNTTOHSEURBMOAYRAINLES AUSTRALIAN NAVY DR KATHRYN SPURLING Leading Seaman Medic Submariner (LS MEDSM) Dionette Daly Able Seaman Medic Dionette Daly closes up in the Submarines Junior operates the Manoeuvring Control Console of HMAS Waller in 2008 Sailors café for any type of medical duties 126

nlike the United States and the United Kingdom, in houses on the base perimeter. The commanding officer was sceptical Australia, women willing to serve with our naval forces and insisted that the female operators’ efficiency be tested in his in auxiliary positions were not accepted in World War presence. A signaller was chosen and placed on the busiest channel. One. As yet another generation prepared to follow A male warrant officer observed: “The operator on the other end Britain to war, large numbers of Australian women must have wondered what had hit him because the lass made him mobilised themselves into self-funded, paramilitary sit up. The girl could certainly tickle a Morse key.” Uorganisations. While they received some ridicule, they The telegraphists took their places on the station watch continued to drill and learn skills they believed would bill—the volume of messages increased rapidly and the watches be in demand if and when their nation chose to recognise their went back to back. Telegraphist Jess Prain remembered, “I’ll never resolve and willingness to serve. forget how frightened and tired we were, always so tired. Most of us were only 18 or 19 and yet we were sending and receiving vital Two of these organisations in particular, the Women’s Emergency signals from all over the world.” Signal Corps (WESC) and the Women’s Emergency Naval Service (WNS) provided an invaluable trained nucleus for what would On 16 December 1941, Telegraphist Jess Prain communicated become the Women’s Royal Australian Naval Service (WRANS). to all Australian ships the signal that Australia was at war with Japan. The war in the Pacific would force the change in naval While thousands of Australian military men were shipped policy long awaited by female volunteers. overseas, the Australian government continued to resist the enlistment of women. By 1941, the demand for manpower began Australia had traditionally focused its loyalty for and trust in to outstrip recruiting responses. The Royal Australian Navy (RAN) British protection. With the crumbling of the Singapore defence was increasingly troubled by a shortage of wireless operators. strategy, the destruction of Australian warships in the Battle WESC signallers were skilled Morse code instructors and eagerly of Savo, the first of many Japanese bombing missions on the offered their expertise. The Minister for the Navy in 1941 was the Australian mainland, and midget submarine attacks in Sydney 78-year-old William Morris Hughes. He advised the Australian harbour and the NSW coast, those who administered the RAN Prime minister, “In my opinion, the employment of females in the were faced with the inescapable fact that the naval defence of the Navy is undesirable.” nation could no longer be met with current personnel. Members of WNS were asked to assist the RAN as the survivors of Savo As the Axis nations accelerated their conquest of Europe returned to Sydney. One WNS member’s comments reflect the and the Japanese shadow lengthened in Asia, the Australian War view of the men at the time: “We were there handing out razor Cabinet had little choice but to consent to the enlisting women blades, cap tallies etc… I recall with great delight one battered and the women’s auxiliaries were formed. hero’s words on first sighting us were, ‘Gawd bloody women.’” In April 1941, the first 14 women arrived at the naval wireless The sailor’s reaction was one being repeated in the highest transmitting station outside Canberra, still dressed in the WESC echelons of the RAN, although perhaps not with such honest bottle green uniforms. Naval authorities were uncomfortable with inflection. their new charges and accommodated them in two self-contained Able Seaman Marine Technician Submarines Catilina Teamoke onboard HMAS Farncomb in the Main Generator Room 127

SC EUNBTME NAARRINY EOSF The first WRANS officer-training course did not commence IN AUSTRALIA until January 1943 and the basic WRANS structure was not established until the beginning of 1944. No sooner had these 1990-20141 9 1 4 - 2 0 1 4 breaks from tradition been conceded by a reluctant administration than the WRANS found restrictions placed on expansion and Leading Seaman Marine Technician Gina Centa monitors the diving diversification. By March 1944, there were an estimated 49,000 safety console in the Control Room of HMAS Dechaineux women serving with the Australian Defence Forces but the WRANS complement consisted of only 58 officers and 1,738 When Pearl Harbor was bombed, there were a mere 26 female enlisted women. Whereas female air force volunteers could choose volunteers employed with the Navy. Not until 1 October 1942 to serve in 53 different occupations, WRANS were restricted to were they actually enlisted in the Women’s Royal Australian Naval 27, and trade training was closed. During WWII the WRANS Service. It had taken the largest threat to face Australia before the retained the smallest complement of the three women’s auxiliaries. all-male personnel policy was broken. Official government decree Unlike their army and air force peers, they were not permitted to would not remove the innate resistance of some in authority, serve overseas and only in forward positions on the mainland two however, and recruiting proceeded slowly. One volunteer observed: months before peace was declared. “Administration was totally unprepared for us.” The first recruits found there were no uniforms, accommodation or wages. Unlike in the United States and the UK, the women’s auxiliaries were disbanded in 1946. It would take Australia’s commitment to the Korean War before this was reversed and the reformation of the WRANS was announced on 18 July 1950. It would take longer before recruiting commenced and even longer before the service was encouraged to flourish. This was despite women’s willingness to serve; 1,500 applications were received for the 250 billets available. The response continued but a year later, only 304 were in uniform. Unfortunately, whereas the women’s complement of the other services was maintained at five percent, by 1956, the WRANS complement had been allowed to dwindle to fewer than 200. It had become a ‘Catch 22’ situation. Such a separate small WRANS was excessively expensive, yet expansion was not encouraged. The WRANS barely survived the 1960s. As Australia entered the Vietnam War and pledged “All the way with LBJ”, opportunities gradually improved. The early 1970s saw a most significant alteration. Members of the WRANS were no longer WE ARE USED Photo: TKMS, IN TO PRESSURE! Georg Schünemann GmbH (SAB) is a German company GEORG SCHÜNEMANN GMBH which, for 75 years, has been at the forefront of the design Buntentorsdeich 1 - 28201 Bremen - Germany and manufacture of high-pressure air valve/systems for Phone: +49 (0) 421 55 909 0 Fax: +49 (0) 421 55 909 40 naval applications with pressures up to 1000 bar. Email: [email protected] Its highly-qualified staff, motivated by innovation, can design and manufacture all variants of HP air valve/ system equipment and filters required for all surface and subsurface marine on-board applications. As a specialist in the design of submarine emergency de- ballasting and normal blow systems, SAB’s engineers are willing to work along with your staff to ensure the design for your systems meets 100 per cent of the flow, fit, form and function required to ensure crew and boat safety. Customer trust in our skills has led to an order for a higher specification of Built In Breathing Systems (BIBS) for Class U209 and U214 submarines. It is based on crew higher breathing air consumption, and outperforms all other BIBS systems. Unlike a problematic diaphragm piecing valve, the integrated slow-opening valve ensures an accurate and safe supply of breathing air to the crew. 128

discharged on grounds of marriage or pregnancy. With the impetus generated by International Women’s Year, equal pay was implemented in 1978. The following decade would see landmark legislation. In 1984, the Sex Discrimination Act became law and forced change on the defence forces, but this also meant pain for serving women. The Act resulted in the integration of the WRANS and the RAN. Some members of the WRANS mourned the demise of their service and were unable to accept the progression. They saw themselves abandoned to an unsympathetic organisation. The WRANS had been a separate sphere and had drawn comfort from it. These individuals did not want change; they clung to the traditions of old and could not embrace the new dimension. There was some justification for concern. The irony was that through the process of evolution, women had begun drifting into combat-related duties and the Act was a retrograde step because it included a waiver on such assignments. Able Seaman Cryptological Systems Kristy Bates, aged 23, checks the high pressure air valves in Suddenly, members found themselves faced with HMAS WALLER as part of her Submarine Qualifications task book. an even playing field. But the playing field was not even. In the RAN, deference and promotion The early 1990s proved a difficult, complex transition but the RAN were based on sea experience, yet women volunteers had none—and pushed bravely towards full integration. Female professionals moved they were not permitted to go to sea. One young female officer into and through new drafts, postings and ranks, taking on charge referred to hers as “the lost generation”. In 1984, female recruits positions: commanding officer of a patrol boat; commanding officer were inducted into HMAS Cerberus as WRANS but soon after of a warship; coxswain; head of department. beginning their separate training, they were told this would change. In 1998, the RAN became a leader amongst the world’s It was a tumultuous era. The trauma was necessary because the very navies. Whereas a female Swedish commander had been given the separateness of the WRANS was detrimental to the status of serving command of a WWII vintage submarine, and another woman women. The very female nature of the WRANS nullified their officer served on a Spanish submarine, no Western nation had truly existence in the Navy. integrated women into submarines. Australia initiated training In 1986, the Australian Government opened the Australian regimes for Collins class, which would be the envy of others. The Defence Force Academy (ADFA) in Canberra. Never before first operational deployment of six submariners, who just happened had such equality been offered. Problems at ADFA were many, to be women, occurred in HMAS Waller, which proceeded to particularly for midshipmen, even more particularly for female Hawaii for RIMPAC. The ‘firsts’ kept happening. Lieutenant Emily midshipmen. Nevertheless, it enabled identical training in a tri- Spurling, RAN, (nee Moss) was the first woman in the world to service environment. Those who survived demonstrated the ability to become an engineering officer of a submarine. be truly professional RAN officers. One British opponent to the deployment of women in The next major progression was the opening of sea billets. submarines argued that the pressure would threaten their ability to bear children. A common argument was the cost of accommodation/messing modifications. The RAN resolved this with a couple of modesty curtains in the ablutions and female submariners were unperturbed to share a six-billet cabin, regardless of rank. Nonetheless, the requirement for a separate cabin for female crew proved inefficient when there were fewer than six. In 2013, the RAN adopted mixed messing on submarines. It was not until 2012 that the United States Navy drafted 24 female submariners to guided missile and fleet ballistic missile submarines. The smaller fast-attack submarines retain all male crews. After 110 years, the Royal Navy permitted three female lieutenants to become the first women to serve on board a RN Vanguard class submarine. This only occurred in May 2014, demonstrating how forward and remarkable RAN submarine personnel policy has been. Able Seaman Kim Paramore 129

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 MEMSOURIBESMOFAWROINMEENSBQECUOAMDINRG OPANRT OF I was serving as the Squadron Commander when the decision was taken to introduce women into Australian submarines By Peter Clarke W e identified that there was considerable disquiet generated some heated discussion. among our submariners’ partners and that this was A senior sailor’s wife, who had been scowling aggressively at translating into an unhelpful dialogue around the squadron. It was clear that we needed to confront me throughout my presentation, eventually could contain herself the partners face to face. We arranged two briefing no longer and blurted out that any woman who wanted to join sessions, one in the forenoon and one in the evening. submarines was clearly a slut and this was just a way for the Navy We invited all partners of squadron submariners and partners of to supply sex to its sailors without them having to go to Bangkok. I prospective submariners—including a couple of male partners of suppose we were ready for this sort of comment—it had been one future female submariners. of the topics in the unhealthy banter around the squadron. But the vehemence of this accusation surprised me. I think the chaplain We were supported well by a doctor, a chaplain and a social was the first to start an answer but he was going to get nowhere; far worker, all of whom explained why it was good for the service to too much logic. have women serve in submarines. Both sessions went well but both In the audience we had a young woman—a communications 130

sailor who had just volunteered for submarines. I tuned and looked When I look back at that year, I think we must have spent at her and said: “Well Maria,” (I’ve changed her name!) “what have five to ten percent of our time focussed on introducing women you to say about that?” to our submarine force. The Swan incident was still fresh, and the implications for the Navy of another similar incident were Maria had a communications undergraduate degree and was immense. We knew there were likely to be things we hadn’t a most impressive able seaman. She got to her feet—amazingly thought of and but we put a lot of effort into generating a confidently, I remember thinking—and addressed the still flexible attitude to future challenges and there was an absolute fuming wife. I can’t remember her exact words but it went commitment by all the squadron staff and boat’s crews to make something like this…. things work. One thing I underestimated was the complexity involved in rotating female submariners through the crews in order “My name is Able Seaman Smith (again, I’ve changed the to maintain six in a boat to ensure we used all the bunks. name) and I have volunteered to serve in submarines. I have done this because I want to be at the sharp end of the Navy, I want to We also had good support from Canberra. The Chief of Navy be part of the Navy that makes a real difference and I want to be a (Admiral Chalmers) gave us all the help we needed without micro member of the Navy’s elite. I’ve had to work hard to get this far and managing us, or the processes. A couple of good papers had been I know submarine training and my Part 3 at sea will be arduous written in Navy HQ during the previous few years and we were but I’m determined to get through it and earn my Dolphins. I able to use them to remind naysayers what this was all about. don’t intend anything to get in the way of my career and I certainly Not that there were many who weren’t on board but at times of don’t want a sexual relationship with another submariner. I know I significant cultural change, a few unhelpful voices can have an speak for the other female sailors on my submarine course; we are effect far beyond their worth. determined to make this work for the good of the Navy and for our careers. Others may have different views but they should keep Very soon we had the first women serving in a submarine them to themselves and let us get on with our careers.” and they seamlessly became crewmembers alongside their male counterparts. There were some issues to deal with of course, but There followed something close to a standing ovation from the maturity of the crews and the “all in the same boat” mentality several partners. The doubters—including the now somewhat pulled us through. The sentiment behind the old saying: “It takes subdued, but still muttering wife who generated the incident— all of us to get this boat to sea but only one of us to sink it” has an were silenced. In her short speech, which could not have gone immense binding effect on a crew—irrespective of gender. better had we rehearsed it for days, Maria had said it all. 131

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 ELECTRONIC WARFARE INTERVIEW WITH PO GREG WYATT M y father was an engineering stoker on Oberon submarines, in fact I was christened on board the HMAS OTWAY on which he commissioned and served. In keeping with Naval tradition, my name was added to the Ship’s Bell. Nineteen years later I too joined the OTWAY, by which time I was already familiar with life as a submariner. To carry the tradition further, soon after my son Joshua was born, he was christened on board NUSHIP COLLINS and his name appears on the Collins Ship’s Bell. The OTWAY’s bell is I believe, in the Museum at Spectacle Island, in Sydney Harbour. My Dad is still involved with the good work being done by the Submariners Association. Between my Father and myself we have commissioned two Oberon class submarines, HMAS Otway and Orion and two Collins Class submarines, HMAS Waller and Rankin. I joined the Navy 25 years ago and knowing the hours my Father had worked as a Stoker, I joined up as a Communicator, which developed into Electronic Warfare, a field I had always had an interest in. To broaden my experience I had planned to serve on surface ships, but with such a long waiting list I decided I wanted to get to sea sooner, and so went straight into submarines. I was influenced of course by my father’s tales, but I probably would have ended up in subs anyway, simply because they represent a greater test of character. Even before I started my training I knew which boat I would be serving on, they were going to send me to the OTWAY no matter what! Commodore Deeks was the Captain at the time, and even The Telegraph newspaper’s photographer come down to take photographs to celebrate the occasion, although they never appeared in the paper. Currently, in 2014, I am the Electronic Warfare Supervisor on board HMAS Rankin, with a team of five people working with me. I am also responsible for the submarine’s small arms, pyrotechnics, and survival equipment. I also drive the boat dived and perform surface navigation, so it’s a diverse range of duties. In the last two years I 132

have been more involved in the whole ship co-ordination and training side of submarines, I am really enjoying this side of submarines in helping getting the right people, with the right qualifications to the right place at the right time. The training side of submarines is also very rewarding watching new trainee’s develop into submariners. Some would say that submariners must be crazy to do the job we do, and in some ways, I agree, but if I could pinpoint one inducement to keep returning to sea, beyond the obvious financial reward, it would be the ‘esprit de corps’ that I experience once aboard the boat. Whilst everyone who has an interest in submarines should have a crack at it, the job would not suit everyone. They might not be able to adapt to the conditions, or have the temperament to survive in the cramped environment. You enter into a small, efficient community that survives through the efforts of each. Like all new technology the Collins Class have suffered with teething problems, but today we have a world class submarine, their reliability has gone through the roof. It is a great testimony to the Collins submarine, and to the people who have steered her through rough waters to emerge as Australia’s principal military asset. We can be proud. Some would say that submariners must be crazy to do the job we do, and in some ways, I agree, but if I could pinpoint one inducement to keep returning to sea, beyond the obvious financial reward, it would be the ‘esprit de corps’ that I experience once aboard the boat 133

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 INTERVIEW WITH AABCPEOTEUR‘JSIMTMIYC’DUWRRAANRT FARE D uring my time as a SONAR operator on the boats, I the exterior of the submarine. These transfer the collected data to certainly did not then and still don’t consider myself to console screens, which are interpreted in different ways, making use be a leading authority on the subject. Sound Navigation of the information to make recommendations to Command. and Ranging SONAR is a skill that takes a long time to develop to a level that singles you out as being When I joined the Navy, I had thought about being a exceptional. submariner, largely because no-one else wanted to. I always As silly as it may sound, SONAR operators are the eyes of thought myself as being a bit different, and decided I would give it the submarine by using their ears. A SONAR operator’s ears a try. However, I failed the medical due to not being able to ‘pop’ are crucial to the survival of a submarine, and our ears were or equalise the air pressure in my ears. So I ended up on surface tested regularly to check that we achieved the required levels of vessels, where I subsequently met an ex-submariner who basically sensitivity. fed me the nuts and bolts of the job, and years later I applied for subs again and this time passed the medical. I had risen to the rank Sound is picked up through omni-directional sensors placed on of Leading Seaman, but having chosen submarines, accepted the need to be demoted in order to join. From Collins I was posted to HMAS Farncomb for 18-months which took me to Japan and a few other places, which was terrific. Then I had a shore posting to the submarine school at HMAS Stirling, where I spent the next fourteen months operating the equipment that drives the SONAR in the Simulator centre. Without a doubt, there are things that confront the submariner. Living outside your normal comfort zone would have to be high on the list, as well as being apart from your family for months at a time. There is also the threat that at any time, something could go wrong on the submarine that would really challenge you. We train for worst case scenarios virtually every week through a series of procedures called ‘Evolutions’, designed to improve our response time and actions in the event of an emergency. No matter how much you train, there is no substitute for the real thing. I am no Einstein on the SONAR, there were instances where 134

you might sit at the screen tactical environment within for weeks and not see which you are operating. anything particularly special. On another occasion, I have been in a situation you might experience an on a warship looking out enormous amount of activity to sea with the knowledge in your first couple of days, that pretty close by there is a so an operator’s ability can submarine full of sailors. But only be measured by the it is underwater, you can’t speed and accuracy of their see it. How cool is that? In a response to activity at a given semi romantic, Hollywood time. There are many aspects kind of way, that can be an of SONAR, too many to attractive aspect of the job, feature here, that influence as is the fact that submarines the interpretation of the have more of an offensive signals we receive. Water is focus, whereas surface ships not a constant medium; it have multiple roles. These is affected by temperature factors are strong influences layers, currents, density, in recruiting new people into salinity, contaminants the squadron. and other environmental conditions which will greatly When people find affect our range, that is, how out I was a submariner far we can pick up something passively. The conditions can vary on the Collins Class, they quickly, for example, during the length of a Watch, placing the expressed a naive interest by advantage in your hands, or in the hands of your opponent. saying ‘aren’t they pieces of crap?’ Most people also believe nuclear submarines to be at the top of the food chain, whereas in fact the I personally believe that one of the tricks to being a successful Collins Class, a conventional diesel electric boat, is as high if not SONAR operator is to appreciate exactly when your role becomes higher in scale to the nuclear boats. critical to Command, realizing that it is not the most important I guess it is an awareness issue, but until people begin to job in the Control Room at any one time. The level of importance appreciate the complexity of these boats, how many things there ebbs and flows throughout a Watch, and in accordance with the are on board that could possibly go wrong, and don’t, their opinions of the Collins will always be flawed. QUALITY ENERGY AND ENGINEERING SOLUTIONS FOR AUSTRALIAN SUBMARINES PMB Defence would like to recognise the centenary of submarines in the Royal Australian Navy. We look forward to playing our part in upholding the high standard set so many years ago and continued since. PHONE: +61 8 8341 8266 FACSIMILE: +61 8 8341 8077 WWW.PMBDEFENCE.COM.AU 135

SC EUNBTME NAARRINY EOSF n past days I would have been referred to as an RO IN AUSTRALIA (Radio Operator), but these days I am described as a Communication Information Systems Sailor. 1990-20141 9 1 4 - 2 0 1 4 Like everyone on board a sub, I double up on skills, serving as Correspondence Officer, supplying the CABOJMAMMESUON’KEICEFAFETIONS crew with news, updates and newsletters. I am I also the Signalman on board so I look after any ceremonial duties required when up on the Bridge with the Captain, XO and Navigator. Right now, there are only two of us on board to look after communications, normally there are three, but our RS (Radio Supervisor) is on a course in WA. LS Robert Lane and I run the COMCEN, six hours on watch, six hours off watch, so we work very much on our own. We receive signals via a Very Low Frequency (VLF) broadcast, which comes in at a low speed, but is quite reliable and ideal for submarines where we can still receive signals under the water while remaining undetected. We transmit signals by means of satellite signals are sent to our Submarine Broadcast Controlling Authority in Sydney. We are the first to see any signals that arrive on the boat, and therefore we work pretty closely with the Captain, building an understanding and a close relationship in that respect. Because we are often handling sensitive material our security clearance is quite high, which in itself is an interesting part of the job, and demonstrates the level of trust placed on our shoulders. The Captain knows that he can tell us anything, safe in the knowledge that it will not be repeated. It is a good feeling. The Captain on board Rankin is terrific and I admire him immensely for his intelligence and his ability to retain his association with the crew at all levels. He is highly respected and will often just come and have a chat, particularly as he too was once a radio operator. The signals are rated as Unclassified, Restricted, Confidential, Secret, Top Secret and Special Intelligence, the latter goes directly to the Captain. Generally speaking, signals marked Confidential are operational messages, similar to those being transmitted and received during the exercise we are presently conducting with the RAAF, whereas everyday type signals received fall under Unclassified, so they are open to anyone. Heaven forbid, if we were to receive bad news about a family member of one of the crew, then the signal is taken directly to 136

the Captain, who would then use his discretion about passing the From a social perspective, I guess I have cut myself off from what message to the crew-member. He may even withhold the information I regarded as an important aspect of my life, but it was something I until the submarine is alongside simply because there is nothing the gave due consideration to before joining submarines. I knew I would crew member can do other than react badly, which may compromise be away without contact, for months at a time. On a surface ship at his or her well being and performance. least you have email and regular phone contact with your loved ones. On a submarine, the only communication we have with our families Life before joining the Navy as a 20 year old was pretty dull. is via Familygrams, which are three of four lines of coded messages I grew up in Newcastle and had been studying Human Resource that can be received once a week. Being a single man I am not Management at TAFE while working full-time in wholesale foods; I affected too much, but it can be tough for some the crew who have desperately needed more of a challenge. My uncle put me in touch partners and spouses. with an ex-Navy mate of his, who pointed me in the direction of the Navy, to study Communications. That had great appeal My friends outside the Navy thought I was crazy, and even tried and reminded me of the time my father had taken me aboard a to talk me out of becoming a submariner, but with respect, they are submarine in Sydney. It was awesome, and spawned an interest in not in the Defence Forces and could not have related easily to the submarines, which now given the life I was about to lead. I think their opinion and respect for me did opportunity, spurred me on to take change a lot some months later when I showed them over the boat that all-important step. I joined up in Sydney. They were totally amazed to see where I slept, where I in March 2001 and do not regret it worked, and they asked lots of questions which, to my surprised for one moment. delight I was able to answer! What they really struggled to appreciate, however, was that a crew of 55 or more could share such a confined The first time I saw someone space, and work efficiently, for up to 60 days at a time. wearing their Dolphins, I just had to earn my own pair; I had I certainly believe that serving on a submarine has considerably to have them. I was aware of the influenced my personality and character. I now look at life to a hard work that lay ahead of me, wider extent and seem to cope with things more readily than before. and knew of the pride with which Although much of that can be attributed to just growing up, I also the Dolphins are worn. It was not believe that serving on a sub has given me a greater appreciation for an image thing, I felt as though my working environment, and for the danger it represents if taken I had genuinely found my place too lightly. The more I discover about submarines the more I realise in life and was quite prepared how we could all so easily perish, but for the complete and utter to complete the tasks ahead. commitment to our work, the safety of the submarine and the trust Frustratingly though, I had to go we place in each other. I love being at sea; I love my job and have a through surface ships first, and huge sense of pride in what I do. served on HMAS Success, a supply oiler, for five months. Nonetheless I wouldn’t change it for the world. it was great experience and gave me an insight into what the Navy was like in general. It also gave me the time necessary to complete the tasks required to get into submarines, so I completed the tasks well inside the allotted time of twelve months. I was keen! Having spent time on skimmers, and now working in submarines and the communications world, I see, and I know, exactly what is happening on surface ships, so I have an understanding of what they are going through. I can be speaking with ships, aircraft and maybe even other submarines by voice circuits, giving me a good insight into the state of operations. I get a kick out of knowing that after the CO, XO and OPSO, as a humble Able Seaman, I am the next most informed person on the boat. It elevates my job to another dimension, one I am very proud to perform. In comparison to a surface ship, there might be six or seven Comms working on board whereas on a submarine there is only one person on watch at any one time. At that time you might be talking to an aircraft, receiving a broadcast, trying to send ship-to-shore, all these things going on at once and there is only you. It can get pretty hectic, you really have to focus on the job at hand and try not to miss anything. C1O0NG0RAYTUELAATRIONSS SPECIALISE IN CUSTOM CONRODS TO ANY SILENT SERVICE SPECIFICATION www.argorace.com.au ph. 02 4934 7099 fax. 02 4933 6847 email. [email protected] 84 Swan Street Morpeth NSW 2321 137

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1980-20141 9 1 4 - 2 0 1 4 TRAINSIUNBGMAFRAINCEIELSITCAYP(ESETF) PO JOHN WILLIAM ‘PEDRO’ PETERS 138

have completed over twenty-three between our instructors and the trainees. years in the Royal Australian Navy, The Tank Top Supervisor is in control of of those, ten were in the old Oberon all training activates and is responsible Class submarines, and now about for the safety of the staff and trainees. thirteen years with the Collins Class My job is to train the contracted submarines. For the last seven years workforce in all these roles. II have been here at SETF, in both So we are in a unique situation at the training and the rescue where the moment where we have to train we work with the Remora underwater the workforce before we can train the rescue vehicle. In fact I was involved in students. There are six of these facilities the trials of the Remora. So once my in the world and this one is the largest contract is up here at SETF I will go in the Southern Hemisphere. So once back on one of the Collins submarines. the staff are trained we will conduct submarine escape training initial My current role here at the S.E.T.F submariners or for their three yearly is the Senior RAN Instructor for re-qualification. As well as training submarine escape training as I am the Australian Naval personnel, we also train only RAN member that holds the Tank Naval personnel from other Pacific Rim Top Supervisor (TTS) qualification. I nations. have been loaned to the building for the past 18 months to assist in training The Today we were conducting bell for Underwater Centre Fremantle (TUCF), SET. Here the student has to conduct who are currently contracted to conduct one run from the SET in the Mk10 submarine escape training for potential escape suit. They go in with the SET submariners. So basically I am training Driver, who controls the flooding and the trainers. The difference with our pressurisation. Then on equalisation, training compared to normal diver the hatch opens and a big bubble of air training is that we use a method called escapes, two instructors (Bells Crew) breathe held diving. What this means is outside the tower receive and check the that we do not have a SCUBA set on, student ensuring that everything is okay, we take a breath from inside the Bell (air he will then give their name and rank supply), conduct the training and return out loud, they are then released to make to the Bell. In the first part of training, their ascent to the surface. The student all instructors have to be able to take has his head in a pocket of air and he a breath at the surface, descend to the can breathe all the way to the surface. bottom (20M) and return to the surface on the same breath. The biggest problem we have with this sort of ascent is if their hood should Previously the trained workforce burst, or if they were to hold their breath would train one to two new staff during the ascent. Boyle’s law comes into members. Due to a complete new play and of course their lungs would workforce being hired we find ourselves explode. My advice is that if they are in a unique situation where we 10 of scared or nervous during the ascent, they the 14 contracted workforce require can sing a song or talk to themselves, training. What this means is all 10 anything that can keep their air passage have to be trained to what is called a open works. This stage of training with Basic Water Worker, this is where the the Mk10 suit is pretty much their last instructor is deemed safe for Basic phase in their overall training, prior to waterwork operations, but does not hold this they had to do two runs with their any positions required for training the head in water. This means they had to trainee Submariner. From there we start demonstrate that they could expel one training the instructors to be Positional lung full of air all the way to the surface, Water Workers where they will man from the nine-meter Lock, with no help. positions that assist with moving trainees They are wearing a Training Life Jacket around the water column, such as Bells (TLJ), but they have to blow out all the Crew, SET Driver. way. This is pretty much a confidence building test, if you can do this then the The bells crew are used to assist rest is going to be much easier. We teach in helping the students exit the single them the correct blow rate with one escape tower (SET) at the bottom of on one instruction prior, so it’s pretty the twenty meter water tower and the easy really. It is only one lung full of air SET Driver is the instructor that is they have to expel and they can be a bit pressurised with the trainee and ensures panicky at times. When the instructor there safety. Other positions are the pulls them out of the lock he watches Surface workers, Tank Top Assistant and for the correct blow rate, if they are not the Section Instructor who conducts blowing correctly, he puts them back in the classroom presentation; this is where the lock for another go. we the majority of the interaction is 139

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 Because at nine metres you are close on two atmospheres, and under water it is a killer. when ascending to the surface back to one atmosphere the volume The training conducted with the Mk10 suits means that if of air inside their lungs will double in size and is the greatest pressure difference, so it is the highest risk area. If they keep their mouth a submarine was disabled at say 180 meters, then we could get closed you can imagine the consequences, not pretty. everyone out using the SET. You will rupture your ear drums but they heal in a few week and you survive. If it was a deeper scenario Going from twenty meters to ten, then you use only a quarter then we would use the Remora or LR5 escape vehicles. The point is of your air. The last ten meters is when the volume doubles. A lot that you can survive. It’s what we train for. of people think ‘I’m nearly there, so I can hold my breath’. We are trying to teach the opposite of that old adage that you have to blow There are always funny moments in any work environment. One out all your air under the water.   day during normal staff training, we had a dummy in the Mk10 suit with an image of the instructors face laminated to the face plate. There is a popular misconception, that if you jump or dive from Of course he could not see the face as it came out of the hatch with a high elevation, like a big ship or a bridge, and if you survive the all the bubbles etc. So when the students normal response of name jump, you will come back up to the surface. There are things that and rank did not happen, he thought ‘Uh oh we have a situation’ affect that scenario. If you dive and go past the point of neutral and rose with the ‘student’ to the surface thinking that there must buoyancy, say around five metres, you will sink. Above that and you be a problem. When he unzipped the hood, he saw his face staring will rise. Once past the five meter mark there is more pressure on back at him and said ‘Hell that’s me!’ He was really taken aback for a your lungs, so the air that keep you up is diminishing in size, so you while. He thought it was very funny. have less air. Also if you do go down past that point and you start kicking a lot to get up again, you are using up your O2 and creating I love my work; we are training people to survive. It is a different CO2. We can demonstrate scenario every day. by having diver move down to five meters with a full lung of air and let go. If he is at his neutral buoyancy point the will simply hover, neither sink nor rise. If he does the same to four meters and let’s go, then he will rise. If he goes down to six meters and lets go, he will sink. You can also get what is called ‘shallow water blackout’. If you dive to say 20 meters and stay there for two minutes and ascend, the small amount of CO2 you have created in your lungs now increases as you rise. Your O2 is increase of course as well, but your brain detects the high level of CO2 and it shuts off so you black out, if only for a few seconds. It is a life saving device really, but 140

SC EUNBTME NAARRINY EOSF 1990-2014 INAUSTRALIA 1914-2014 ESCAPE ANDSRUBEMSACRUINEE S ubmarines are like aircraft: it’s generally only possible aft, each fitted with a Single Man Escape Tower (SET). All escape to leave while it’s on the ground or, in the case of equipment, which included sufficient escape suits for the entire a submarine, on the surface. Accidents involving ship’s company (plus some spares) in each escape compartment, was submarines are mercifully rare but provision needs to regularly checked and calibrated by Squadron engineering staff. Non- be made for people to leave a submarine in relative compliance with any of the ‘2-starred’ items resulted in the submarine safety should it sink and be unable to surface or remain being required to remain alongside until the defect was rectified. on the surface. Regrettably, this was not the case with HMAS 141 AE1. Her mysterious disappearance and presumed sinking on 14 September 1914 off New Britain was the largest single loss of life in a submarine accident to that time. Some six months later, her sister AE2 was also to sink, this time as the result of enemy action, but thankfully all of her ship’s company safely abandoned the submarine on the surface before she sank as a result of scuttling and shell holes in the pressure hull. Early submarine escape equipment was rudimentary and, as the example of AE1 will perhaps demonstrate should she ever be found, was limited to free ascent through hatches that had escape as a secondary purpose. Similar capabilities were in place in the ‘J’ class and, later the ‘O’ class submarines. It was not until the Oberon class submarines joined the Australian Fleet that submariners had proven systems for escape with the Mk 8 Submarine Escape Suit having been demonstrated to a depth of 600 feet (183m). Oberon submarines had two escape compartments: forward and

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 Submarine Escape Training Facility escape hatch and is fully integrated into the submarine pressure hull. All submarine-qualified personnel also had to undergo When a rescue vehicle ‘mates’ with this seat using its ‘skirt’ (shaped like an inverted cup), the water between the seat and the skirt is pressurised escape training. This training was carried out at the depressurised and pumped or drained away creating an airlock Royal Navy’s 100 foot (30 m) Submarine Escape Training Tank through which survivors can pass. RAN Oberon class submarines (SETT) at Gosport, UK on joining and every three years thereafter. were modified in the 1980s and fitted with a rescue seat but only In 1983, with the costs of this training and its travel becoming around the forward escape tower. disproportionately high, the RAN commissioned its own Submarine Escape Training Facility (SETF) at HMAS Stirling. Built to the latest Submerged rescue, however, became an increasingly higher priority, standards, this facility incorporated a 20m tank with free escape particularly due to the government decision to base all submarines in chambers at 9m and 18m as well as a SET at 20m. Western Australia with its very different seabed topography but also because of the decision to build the Collins class locally. A sovereign It also had a simulated submarine compartment at the bottom capability also became necessary once analysis of the timelines of the tank with its own hatch designed to train submariners in the associated with deployment of the USN DSRV or Submarine Rescue art of Rush Escape. Rush Escape is necessary should the submarine Chamber (SRC) rendered those options perilous at best. suffer rapid and uncontrollable flooding and those affected are unable to reach a safe escape compartment. The extra time under pressure The first attempt involved the 1987 purchase of a 42m Offshore associated with this training gave rise to a high level of pressure- Support Vessel, the Blue Nabilla, from the failed National Safety related injuries among staff and students and the compartment is Council of Victoria. Equipped with a manned submersible, PC now only used in a wet but unpressurised mode to train students in 1804, and a 6-man recompression chamber, the Navy planned to ‘fleeting’ between breathing masks as they move towards the hatch. modify the submersible for submarine rescue. The costs for the refurbishment and modification, however, caused the cancellation The SETF suffered a series of material issues in 2007 and, for of the project and PC 1804 was sold in 1992. Blue Nabilla was several years while the system was restored to full capability in 2012, commissioned into the RAN as HMAS Protector and supported sea RAN submariners reverted to overseas training; this time using the trials of the Collins class submarines. Canadian Submarine Escape Trainer (CSET) at Rimouski, Québec. Faced with a dilemma and increasing urgency with the sea trials Submarine Rescue of Australia’s first locally built submarine approaching, the Chief of Naval Staff, submariner VADM Ian MacDougall, commissioned Despite the success of the USN in rescuing all survivors from a wide-ranging study into the resources needed for response to a USS Squalus in 1939 and the glaring failure of the RN to achieve submarine emergency (codenamed SUBSUNK). Authored by then the same outcome when HMS Thetis sank the same year, the RN LEUT Garry (Gus) Mellon, the 1993 SUBSUNK Resource Study had never fully embraced the concept of submarine rescue and was a benchmark analysis of the physical, logistic and physiological RAN Oberon class submarines were not originally fitted with a aspects of submarine escape and rescue and incorporated over 140 rescue seat. A rescue seat is a flat annular surface that encircles the recommendations. By mid-1994, the recommendations had been crystallised to a set of five requirements which the Navy passed ASRV Remora (with Navy funding) in October 1994 to the New Construction Submarines Project for implementation. 142 By any measure, the project was already late with the first new submarine, HMAS Collins, scheduled to start dived sea trials in March 1995. Two triple-compartment recompression chambers (RCCs), each with a capacity for 36 persons were designed, built and certified in the three months over Christmas. The new escape support system was able to be successfully tested with 55 personnel recovered from the water simulating escapers from a sunken submarine and then treated in the RCCs fitted to the support vessel, HMNZS Manawanui. Meanwhile, the option for a flyaway arrangement with the UK submersible LR5 had been discarded based on a lack of arrangements for transferring survivors under pressure. A service arrangement was established with the Australian Submarine Corporation (ASC) to provide a submarine escape and rescue service. ASC selected a design from the Canadian company Hard Suits, which utilised an existing saturation diving bell configured as a Remotely Operated Vehicle (ROV) and fitted with a unique articulated skirt. SUBSUNK Rescue Suite Capable of meeting all the requirements - depth (525m), current strength (3 kts), DISSUB angle (up to 60° in any orientation) and pressure (5 Bar) - the Australian Submarine Rescue Vehicle (ASRV) Remora was conceived, designed, built, tested and repositioned in Australia within 22 weeks of contract signature. It arrived on 7 December,1995, within two days of the deadline before Collins was scheduled to conduct her first dive below 180m. In parallel, ASC had built a Transfer Under Pressure (TUP) chamber and spool pieces to connect that chamber to the existing RCCs, thus forming a complete hyperbaric treatment suite unmatched in the world. Remora performed successfully for over ten years, its system

performance greatly enhanced by a Launch and Recovery System The SUBSUNK Rescue Suite at sea (LARS) which was added to the system in 1998. The LARS suffered a failure in December 2006 trapping two operators in the bell as the system was being prepared in heavy weather for a submarine rescue exercise. Remora sank in 130m of water following the successful recovery of the operators on the surface and was salvaged nine months later. Complete refurbishment of the system was left incomplete when the classification society, Det Norske Veritas (DNV) refused to recertify the LARS and Remora was placed in storage. With little likelihood of the Remora system being restored, the RAN then turned to the UK for a flyaway response arrangement using the vehicle LR5. Previously owned by the UK Government and operated by the private company James Fisher Defence (JFD), the vehicle and all its associated equipment had recently been acquired by JFD after the UK, France and Norway commissioned the multinational NATO Submarine Rescue System (NSRS). The arrangement negotiated with JFD in 2008 for a flyaway response out of Renfrew, Scotland was modified a few months later and the James Fisher Submarine Rescue Service (JFSRS) was established in the Australian Marine Complex (AMC) at Henderson, WA. Since then, LR5 has been operated successfully in multiple submarine rescue exercises (codenamed Black Carillon) and has been transported in RAAF C-17 heavy-lift aircraft on three occasions, demonstrating the potentially global response capability that the system provides. The future of RAN Submarine Rescue The future of submarine escape and rescue for Australia is still to be determined. Defence has established a project (SEA 1354) to acquire a replacement capability by 2018 but the timing for that project was predicated on the maintenance cycle for Remora. With the rescue capability being now provided by JFD (with a different lifecycle for LR5 compared with Remora) and delays in the introduction of the Future Submarine, the future capability may well look different to the way it is today. Pressurised Submarine Escape Training (PSET) is likely to continue for the foreseeable future at the SETF but there will be refurbishment or upgrading required, particularly if submarine escape methods continue to evolve. What appears certain, however, is that the Australian commitment to submarine escape and rescue is steadfast. From Chapter 22 - Collins Class, author Frank Owen ‘Australian A RAAF C-17 aircraft loading LR5 Submarines: A History’, 2nd edition. To be published early 2015 Congratulations to the Royal Australian Navy for 100 YEARS OF SUBMARINE SERVICE • Working with RAN/ASC to meet ongoing pumping requirements for the Contact: Pump Technology Pty. Ltd. Collins Class Submarines. 43 Lakewood Boulevard Braeside Vic 3195, Australia • PT assists major defence and industrial pump users achieve their Phone: +61 3 9587 9000 Email: [email protected] challenging objectives. • PT designs, manufactures, tests and improves pumps and systems where PERFORMANCE and RELIABILITY MATTER. • PT’s complete design process includes: Computational fluid dynamics Analytical noise spectrum prediction Rotor dynamic simulation. Partner with RAN/ASC since 1990 supporting the Collins Class Submarines 143

Submarine Escape, Rescue & Abandonment Total Capability jfdefence.com

SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1980-20141 9 1 4 - 2 0 1 4 SUBMARINES MTAHNY JEDONUNRONEWY ONE MAN’S VIEW OF HIS SUBMARINE CAREER, WITH THE WHYS, THE WHOS, THE WHERES – AND THE BEARDS I BY WOMTSM MARK DIXON, OAM Mark Dixon (left) - and Mark (Pommy) Ormond HMAS ORION 87 recall the first time I saw sailors in all their glory. It was in the early 1980s, so I ventured to the recruit centre in Perth, talked with LS Billy when I was a first- or second-year McBride, and around six weeks later was on a plane to Cerberus as a apprentice mechanical fitter at Alcoa. direct entry tradesman. I was on a train from Perth to Fremantle, and there were half a dozen of them, I was at HMAS Cerberus when the submarine recruiting team, full of bravado and looking splendid, which included LCDR Paul Meakin, CPO Burk Rogge and LS Eric dressed in 2As with bell-bottom trousers Pearson, came to convince our class to join submarines. I recall at the and white fronts. They appeared to have had time seeing overhead projection images of old and bold submariners a couple of quiet drinks in the afternoon, the girls they were talking to were obviously at HMAS Platypus, with pirate-like long smitten by the stories of daring feats in beards, wearing submarine jumpers and far-flung exotic ports, and I thought that is steaming rig. They talked about the extra the life for me. It was only later I realised they were probably junior pay, the dolphin badge, and made it sound recruits, and more than likely had never seen a warship, however, the so cool. A bonus for me was as a tradesman, seed was sown. I’d have the opportunity to complete my part three training in Canada, after which I’d I never thought much about the navy for the next few years, go to the UK to complete escape training. I until I came towards the end of my apprenticeship in 1985, when signed on there and then. Australia was going through ‘the recession we had to have’. There was no promise of ongoing employment once I got my trade certificate, Unfortunately, by the time I’d volunteered for submarines, completed HMAS CERBERUS Jan 86 - GE22, Juliet Class my navy trade training at HMAS Nirimba and started submarine training at Platypus, the same LCDR Meakin who had promised all the gold I could carry had become the head of submarine technical training, and ceased training in Canada before I had the opportunity to go. To this day I’ve never let him forget that decision. HMAS Platypus and the Submarine Squadron was a great place to be posted in the ’80s. We were masters of our own destiny, we had 145

SC EUNBTME NAARRINY EOSF SC EUNBTME NAARRINY EOSF IN AUSTRALIA 1980-2014IN AUSTRALIA 1990-20141 9 1 4 - 2 0 1 4 1914-2014 HMAS Platypus 39 years ago Delta Hydraulics HMAS Orion 1988 - After winning the efficiency shield began trading with limited We were masters of We were masters of our own destiny, we resources consisting of borrowed our own destiny, we had a fantastic esprit de corps, it was still capital a tool box and a vision. had a fantastic esprit the Cold War and we were doing more than de corps, it was still just exercises. We knew we were making a We commenced manufacture of the Cold War and difference, and we knew we were special. I our own products in 1978 and we were doing more recall leaving Platypus to join HMAS Ovens, than just exercises and six of us left from RAAF Richmond on today weare the largest a C130 with half the parachute regiment hydraulic cylinder manufacturer with parachutes, which gave us a lot of in Australia exporting over 50% confidence. Twelve hours later we arrived in Perth, and I joined the boat in Fremantle. of our production to the world market. I remember climbing down the 30 foot lock (accommodation space hatch), seeing During this period we have a few of the senior sailors and thinking to supported Australian myself, “There obviously isn’t a size limit”, manufacturing in all sectors of industry to keep them competitive. Delta Hydraulics is proud to support the Australian Defence Forces and congratulates the RAN Submarine Service on it’s 100th Anniversary. PTY LTD www.dh.au.com Ph: +61 3 6420 6900, Fax: +61 3 6424 6983 e-mail:[email protected] 177-199 Stoney Rise Road, De1v4o6nport 7310, Tasmania Australia

HMAS Oxley entering Taranto, Italy May 88. The boat had to lower the periscopes and masts to go under the Castel St Angelo Bridge Sandy Freeleagus Cartoon as CPO Phil Benton, PO Keith Calder, PO Dave Strangward, PO worse that going Alan Dangerfield, PO Maurice Draper and PO Pete Bullock would on deployment pack a pretty good scrum. Little wonder Platypus used to win the for six months or Dempster Cup (RAN rugby trophy) back then! I remember the first more and pulling time at sea, going to diving stations in the engine room, taking the into two ports, Beer Issue - Casing BBQ after crossing the line cotters out of the main vents then hearing the vents open. one being Stirling. HMAS Otama 1997 The noise of air venting from the ballast tanks, the gentle bow down However, as a single (sometimes) and then the serenity that came over the boat as the sailor it was the best forced savings scheme anyone could wish for. swell subsided and we levelled off at the ordered depth. I am sure I did much of the same groundhog paint trials over the next every submariner remembers the same thing, because it is a unique few years on Orion, then HMAS Oxley, until the trip of a lifetime experience when you dive for the first time. came up. Oxley was sent to Gallipoli for the 75th Anniversary of It was while on Ovens that the second of my golden promises Anzac Day in 1990. Blow-up palm trees and swimming pool, and was broken, after the lure of Canada had been squashed, my trip to a BBQ on the casing were the order of the day, heaven — but the UK to conduct escape training was also cancelled as I couldn’t be someone forgot to tell Sub Ops. Our jolly half way around the world spared. So off I went to New Zealand, my first overseas deployment, started with three weeks of work up and a three-week transit to the and we dived on my 21st birthday, August 3, 1987, in company with Seychelles. A beautiful place for a honeymoon, but not the ideal HMAS Otama. Unfortunately I remember my 21st for reasons other submariner’s run ashore after six weeks at sea. I don’t need to tell you than good, that day was one of the saddest in our submarine history that the Coxn, CPO Bill Wasley, had his work cut out. when we lost two of our good mates, AB Hugh Markrow and SMN From the Seychelles it was off through the Suez to Gallipoli, Damian Humphries. we led the convoy of HMAS Sydney and Tobruk through the I stayed on Ovens until she went into her third refit, after which Dardanelles, over AE2’s final resting place and onto Istanbul. I joined HMAS Orion. Life changed on that boat, I was no longer Eventually, we made our way to Taranto in Italy, and commenced a on a jolly boat showing the flag, we were out there doing what we two-week maintenance period (with higher rates tests thrown in for were trained to do. The CO was CMDR Mike Gee, and LEUT good measure). It was when in Italy that Oxley received an invitation Mike Gallagher was XO, they were a formidable pair, particularly from the Vatican for 20 members to have a personal audience with when some rough and Pope John Paul II, and I volunteered. Sailors being sailors, we got ready fishermen decided on the bus and went to Rome overnight, got in a “debate” with the to educate our cook on locals at a nightclub, met the local constabulary and ended up with why he should not try to the entire club to ourselves, we had a great night. Next day in all talk to local girls. I think our finery we met the Pope, who forgave us all for our sins the night the fishermen got a better before, and we headed back to the boat. lesson. While I look back Throughout the remainder of the ’90s, intersected by a couple of fondly on what we did, shore postings to Cerberus and the Navy Office, I served on Otway, I must have short-term Ovens for a second time, Orion again and Otama. By this time I had memory loss because I blundered and bluffed my way through the ranks, and was ready for couldn’t think of anything promotion to CPO. With no Oberons left to drive I was destined for Collins Class, and took over from Sam Brennan as The Pope - Oxley May 88 getting a set of rosary the DMEO of HMAS Farncomb. beads from the Pope 147

OXLEY entering Taranto, Italy May 88. The boat had to lower the periscopes and masts to go under the Castel St Angelo Bridge Sandy Freeleagus Cartoon as CPO Phil Benton, PO Keith Calder, PO Dave Strangward, PO couldn’t think of Alan Dangerfield, PO Maurice Draper and PO Pete Bullock would anything worse pack a pretty good scrum. Little wonder Platypus used to win the that going on Dempster Cup (RAN rugby trophy) back then! I remember the first deployment for six time at sea, going to diving stations in the engine room, taking the months or more Beer Issue - Casing BBQ after crossing the line cotters out of the main vents then hearing the vents open. and pulling into HMAS OTAMA 1997 The noise of air venting from the ballast tanks, the gentle bow down two ports, one being (sometimes) and then the serenity that came over the boat as the Stirling. However, as a single sailor it was the best forced savings swell subsided and we levelled off at the ordered depth. I am sure scheme anyone could wish for. every submariner remembers the same thing, because it is a unique I did much of the same groundhog paint trials over the next experience when you dive for the first time. few years on Orion, then HMAS Oxley, until the trip of a lifetime It was while on Ovens that the second of my golden promises came up. Oxley was sent to Gallipoli for the 75th Anniversary was broken, after the lure of Canada had been squashed, my trip to of Anzac Day in 1990. Blow-up palm trees and swimming pool, the UK to conduct escape training was also cancelled as I couldn’t be and a BBQ on the casing were the order of the day, heaven — but spared. So off I went to New Zealand, my first overseas deployment, someone forgot to tell Sub Ops. Our jolly half way around the world and we dived on my 21st birthday, August 3, 1987, in company with started with three weeks of work up and a three-week transit to the HMAS Otama. Unfortunately I remember my 21st for reasons other Seychelles. A beautiful place for a honeymoon, but not the ideal than good, that day was one of the saddest in our submarine history submariner’s run ashore after six weeks at sea. I don’t need to tell you when we lost two of our good mates, AB Hugh Markrow and SMN that the Coxn, CPO Bill Wasley, had his work cut out. Damian Humphries. From the Seychelles it was off through the Suez to Gallipoli, I stayed on Ovens until she went into her third refit, after we led the convoy of HMAS Sydney and Tobruk through the which I joined HMAS Orion. Life changed on that boat, I was no Dardanelles, over AE2’s final resting place and onto Istanbul. longer on a jolly boat showing the flag, we were out there doing Eventually, we made our way to Taranto in Italy, and commenced a what we were trained to do. The CO was CMDR Mike Gee, and two-week maintenance period (with higher rates tests1 thrown in for LEUTlieutenant Mike Gallagher was XO, they were a formidable good measure). It was when in Italy that Oxley received an invitation pair, particularly when from the Vatican for 20 members to have a personal audience with some rough and ready Pope John Paul II, and I volunteered. Sailors being sailors, we got fishermen decided to on the bus and went to Rome overnight, got in a “debate” with the educate our cook on why locals at a nightclub, met the local constabulary and ended up with he should not try to talk the entire club to ourselves, we had a great night. Next day in all to local girls. I think the our finery we met the Pope, who forgave us all for our sins the night fishermen got a better before, and we headed back to the boat. lesson. While I look back Throughout the remainder of the ’90s, intersected by a couple of fondly on what we did, shore postings to Cerberus and the Navy Office, I served on Otway, I must have short-term Ovens for a second time, Orion again and Otama. By this time I had memory loss because I blundered and bluffed my way through the ranks, and was ready for promotion to CPO. With no Oberons left to drive The Pope - OXLEY May 88 getting a set of I was destined for Collins Class, and took over from rosary beads from the Pope Sam Brennan as the DMEO of HMAS Farncomb. 147