SUBMISSION No BA

Rosslyn A Hubbard Page Q 24 Eeabrook Drive

ROSTREVOR SA 5073 TEL: 08 8337 2002 FAX: Q8 8365 5631

email: n~~c@mcrlin.nct.au

SUPPLEMENTARY SUBMlSSION

(1) Additions (Naval Vessels) - (Bi$falo & I3ins van Oranje) and alterations to text in Vol. 4, Submission No. 59, Page, RA.H.

(2) Unlisted Naval Vessels (Buffalo & Tung WO) & and Merchant Vessel (Mareeba). Comment on Vol. 8, Submission No. 98, Dept. for Defence. Comment on statement by Rear Admiral C.J. Bxenbould, D.C.N. at J.S.C. on Foreign Affairs, Defence and Trade, Canberra Hearings, Friday 27 March 1998.

(3) Comment on 'Possible Origins Of The Christmas Island Carley Float - An Oceanographical Assessment Of Sources Other Than H M S Sydney' (Bye, J.A. T., hfarch 1998).

(4) Christmas Island Prisoner Of War repatriated from Celebes 24 September 1945 embarked HMAS HarcodHMS Maihtone. Comment on Vol. 8, Submission No. 92, LCDR R.G. Bagley, VRD (Ret).

(5) Convoy US.1 (Dunera 11 (2.2) (20 January 1941). Comment on Question by Sen. David J. MacCibbon, Melbourne Public Hearing re Inquiry into the Circumstances of the Sinking of HhUSSydney, Friday 1 May 1998.

(6) Convoy US.10 (Queen Ekabefh (19 April 1941). Comment on Letter tabled by Lindsay Knight, Melbourne Public Hearing re Inquiry into the Circumstances of the Sinking ofHhUSSydney, Friday 1 May 1998.

(7) Relic: (Lifebuoy) ex HMAS Sydney; Saint-Gilles-sa~r-Vie, 1951.

(8) The Recovery Of a Lifebuoy ex HMAS Sydney at Saint-Gilles-sur-Vie, France (Bye, J.A.T., May 1997, Flinders Institute for Atmospheric and Marine

Sciences)

PINQ.SUBS.015.0081

THE GRAVESITE OF THE UNKNOWN SAILOR ON CHRISTMAS ISLAND PART 2: BMAS SYDNEY H - DISCOUNTING OTHER POSSWUITIES (Page, R A. H., VoL 4, Submission No 59, 682- 795~3.

( l ) Additions (Naval Vessels) - (Buffalo& Prins van Oranje) and alterations to text in Vol. 4, Submission No. 59, Page, RAW.

BUFFALO & PMNS VAN OMNJE

After reviewing the Submission I wish to add Buffalo and Prins van Ormje to the list of Naval Ships sunk in ASEAN Seas prior to 6 February 1942.

Elsewhere only syntax o r grammar has been changed.

Should read: 'It is generally believed that most of the Christmas Island Carley float was destroyed after 6 February 1942 (date found) and before 31 March 1942 (date of Japanese occupation of Christmas Island)'.

Should read: 'Reject thongs from Indonesian factories arriving at the CocosXeeling Islands do not necessarily mean the Christmas Island Carley float emanated from 'Indonesian waters'.

Should read: 'The first Allied warship lost in 'Indonesian waters' occurred on 12 January 1942. She was the Dutch minelayer Prins van Oranje, kunk by Japanese sh@s off Tarakm on 12 January 1941 ' (Conway's, 1987,393~)'.

'CONCLUSIONS'

To read: 'The first Allied Naval Vessel sunk north of the Equator in 'Malaysian waters' was the requisitioned dockyard mooring vessel IfMS Buffalo on 4 April 1941. Buff1190 was 'Sunk offsingapore' (Lloyd's War Losses, 1989, VoL, 1, 1693p).

'The almost indecipherable annotations to the Guildhall facsimile copy are: 'Mined ... 1.I7l8N, 10 ..., 54 42E' (Ibid). The coordinates presumed to be either I" 17-18' N, 103 or 105" 54 42' E'.

'The first Aliied warship sunk in 'Indonesian waters' between September 1939 and 6 February 1942 was Psins van Oranje I2 January 1942.

Should read: 'Clear and unambiguous criterion have been applied to discount or include other possibilities'.

692p

Should read: '(10) Merchant ships, whether cargo or passenger, were usually equipped with life-rafts, lifeboats and life-belts'.

696p

Should read: 'The loss of Allied and Neutral merchant ships prior to the Capitulation of Singapore (15 February 1942) was not the unmitigated disaster in maritime losses, which most people assume. Many ships were lost but the greater proportion were sunk, scuttled or seized after the Capitulation of Singapore and eventual fall of the Netherlands East Indies to the Japanese, in early March 1942'.

Should read: 'The onlv Allied warship sunk in the Indian Ocean, at or south of the E ~ u a t o r between 1939 and before 6 February 1942, eau i~ped with a Carlev float manufactured to RAN soecifications and marked 'LYSACHTDUA-ANNEAL ZINC MADE I N AUSTRALIA ' (Shippim htellipence Report No. 13 7/l94Z AA l98Q/7OQ NID 194/222) was HMS Svdnev. '

Should Read: WARSHIPS & NAVAL CRAFT LOST IN ASEAN SEAS AT OR NORTH OF THE EQUATOR BETWEEN 3 SEPTEMBER 1939 TO 6 FEBRUARY 1942 (INCLUDING MERCHANT VESSELS REOUlSlTIONED BY THE MNISTRY OF WAR TRANSPORT)

Should read: 'Two Allied warships, which evetyone equates with the loss of Singapore, were HMS Repulse (aka HMS Anonymous) and HMS Prince of Wales aka Churchill's Yacht).

Should read: 'However, the first Allied loss was the requisitioned dockyard mooring vessel, Buffalo on 4 Aprij 1941 which struck an Allied mine in either Iieppel Harbour o r Singapore Roadstead'.

PINQ.SUBS.015.0082

The following comprises the total list of Allied and Axis Naval Vessels sunk at or north of the Equator in ASEAN seas to Q February 1942. Merchant vase9s, requisitioned by the Ministry of War Transport Rave been listed in this category, together with details of the date of their requisition.

1) 4 April 1941 HMS BUFFALO

'Mined.. . l. l 7 ZSN, 10.. ., 54 42E' (LlsyrL War Losses, 1989, Vot! 1, 1693p). The coordinates are presumed to be either 1" 17-18' N, 103 or 105 " 54 42' E.

'MOORING FESSELS Displacement: 750 tons (767 second group) Dimensions: 1351pg) X 2 7 x I0 '/t ft (138 x 2 9 x 10 '/t secondgroup). Machinery: 1-shop VTE, I.H.P. 500 = % Kis (600 = 9 second group). Armament: designedfor 1 - 12pdr. Gun.

Name: Buffalo Builder: Bow Mclachlan Launched 25.1.16 Fate: Lost 4/4/41'. (Colledge, J J, 1989, Vol. I , 43p).

2) 10 December 1941 HMS REPULSE

3) 10 December 1941 HMS PRINCE OF W d E S

4) 10 December 1941 HMS 3ANU

' B M Cstr 62Yl 4. Hired as M B 11.1940. Sunk 10.12.41 by unknown cause off the east coast ofMalaya' (Ibi4 29pd.

5) 13 December 1941 P I M S W P A R

'KAMPAR 97Z/Z5. Hired as A B vessel 9.1939. Sunk 13.12.41 by air attack at Penang ' (Ibid, 124~).

6) 13 December 1941 HMS TUNG WO

' T U W WO 1,337/14. Hired as MP vessel Abandoned 13.12.41 as the result of enemy ~ct ion offPenang' (Ibid, 226p).

'TUNG WO (1 914-41) 13 15/11.. .l980 REQ. by R N. as amed boarding ship for examination service. 13/12/41 abandoned as result of enemy action (at Piongkong?). Unconfirmed report became Dmva Maru' (Kenhvell, SA., & Dick, H. E, 1988,32p).

7) 18 December 1941 SHINONOME

8) 24 December 1941 SAGIRI

9) 30 December I941 HMS KUDAT

'KUDAT 1,725/14. Hired us M P vessel 18.12.41. Sunk 30. P2.4P by air &tack while jining out at Port Swettenham (Colledge, J J , 1989,128~).

10) 11 January 1942 PRINS VAN ORANJE

'PRINS VAN ORAWJE (Aug. 19311.. .built by N. E Scheepsbou W MC. De Maas, Slikkerveer. Displacement: 1,291 tons ... H.P. : 1,750 = 15 k& Complement: 121' (Janes Fighting Ships 1941,342~)'

'VAN ORANJE Clms minelay m...p ure minelqyers built for the Easi Indies stution by De Maas and launched in 1931 ... sunk by Japanese ships off Tarakan on 12.1.42' (Conways, 1987,393~)'

11) 16 January 1942 HMS KELANA

'KELANA Mgr. Hires as A/S vessel I. 12.39. Sunk 461.42 by Japanese air attack in Malayan waters' (Colledge, J.J., Vol 2,124~)'

12) 22 January 1942 HMS LARUT

'894/27. Hired as MP vessel 18.12.I94L Sunk 22.1.42 by Japanese air attack e m of Sumartra' (Ibid 131p).

13) 22 January 1942 H1)lSRAklS

'RAUB 1,161/26 Hired as MZ 169.39. MPvesselI2.41. Sunk 22.1.42 by Japanese air attack on the east coast ofsumatra' (Ibid, I82p).

14) 24 January 1942 W 6

15) 27 January 1942 HMS TPiA.NET

(1) Should read: 'It stretches credibility to the limit to apply any of the criterion (1- 20) to the Japanese naval ships with the exception of (S), the fact that they were sunk at or north of the Equator in ASEAN seas before 6 February 1942'.

Delete criterion nos. (2) (3) (4) (S) (6)

PINQ.SUBS.015.0083

(2) Should read: '1 doubt if debris (Carley float), if any, couid have floated from any of the Allied naval vessels (wanhip or requisitioned), with the relevant current(s) and meteorological patterns, to reach Christmas Island 1O030'S, 105040'E by 6 February 1942'.

It is also the preserve of Historians, who need to view archival evidence apropos the feasibility of any of the Allied naval vessels, sunk in ASEAN seas, north of the Equator, being surveyed and/or equipped with a Carley float marked 'LYSAGHT D U A - A N N U ZINC W D E IN AUSRALM ZNSZDE' (Sh@ping Intelligence Report No. 13 7/I 942 AA1 98O/7OO NZD I84OZ).

Should read: '(1) No Allied warship except HAMY.§ Syhey was sunk at or south of the Equator, in the Indian Ocean, prior to 19120 November 1941 (Page, RA& 199 7, 1 7p). '

769p Delete: (Bmka) 770p Delete: (1Yompcmr) 771p Delete: (Tung WO) 779p Delete: (Kudat) 784p Delete: (Kelana) 786p Delete: (Raub) 789p Delete: (Earut)

To be included in 704-9p (Naval Vessels). Previously listed under Merchant Vessels as (@ = Requisitioned).

REFERENCES

Colledge, J.J., Ships of the Royal Navy,Vols., 1 & 2, 1989, GreenhiOl Books, Lione! kvcnthal Ltd., Landon.

Conway's, All The World's fighting Ships 1922-1946,1987, Conway Maritime Press Ltd., London

Dick, H.W. & Kenwell, S.A., Beancaker to Bosboat -Steamship Companies in Chinese Waters, 1988, The Nautical Association of Australia Inc., Canberra.

Jane's Fighting Ships

Lloyd's War Losses - the Second World War, VoL 1,1989, Lloyd's of London Press Ltd. London.

ARCHIVES AA 19801700 NH) 1941222 Shipping Intelligence Report No. 13711942

PINQ.SUBS.015.0084

(2) UNLISTED NAVAL VESSELS (Buffdo & T ~ n g WO) & MERCHANT VESSEL (Mareeba). COMMENT ON VOL. 8, SIJBMISSION NO. 98, DEPT. FOR DEFENCE. COMMENT ON STATEMENT BY REAR ADMIRAL C.J. OXENBOULD, D.C.N., AT J.S.C. ON FOREIGN AFFAIRS, DEFENCE AND TRADE, CANBERRA HEARINGS, FRIDAY 27 MARCH 1988.

NAVAL VESSEL -TUNG WO

The Department for Defence Submission No 94, Volume 8 correctly included &ins van Oranje (Zbi4 1856p) but omitted Tung WO (Page, RRRH., Vol. 4, Submission N0.59, 771p), in the list of Naval Vessels 'Possible Origins of the Float' (Dept for Defence, Vol. 8, Submission No. 94, 1856~).

'THE BROAD AREA OF THE INDONESIAN ARCHIPELAGO'

During this period 12 Warships (comprising 5 purpose built warships & 7 requisitioned ships) and 12 Merchant Vessels were lost.

The first casualty 'in the broad area of the Indonesian Archipelago' (Zbiq was H. M.S Buffalo, at Singapore, on 4 April 1941 (Lloyd's War Losses, 1989, VoL, 16931).

MERCHANT VESSEL - MAREEBA

Mareeba was sunk on the same day as Velebit 26 June 1941 'in the broad area of the Indonesian Archipelago'(1bid) at 8"15'N, 88'06'E (Gill, G.H., 1985, Vol. I., 449~).

If Eidsvold (no loss of crew) (Page, RA.H., VoL, 4, Submission No. 4, 748p) is included then Mareeba (no loss of crew) should be included. Neither had Carley floats. If there was no loss of crew and no likelihood of being equipped with Carley floats, then both ships should be excluded.

The inclusion of Giang Seng is disputable. Giang Seng was sunk 2 March 1942 according to Dutch maritime historians (Page, RA.H., Vol., 4, Submission No. 59, 761 -2p).

The statement, 'During theperiod June 1941 to February 1942 11 merchant ships and I0 warsh~)~ were sunk in the broad area of the Indonesian archipelago' (&pi. for Defence, Vol. 8, Submission No. 94,1856p) is incorrect.

The statement by Rear Admiral Christopher J Oxenbould, Deputy Chief of Navy, Department of Defence a t the Canberra Hearing J.S.C. on Foreign Anairs, Defence and Trade, Friday 27 March 1998 is incorrect, viz:

V can idenriflzl ships which went down from just north ofthe equator to south of the equator ifi the pmerrd from June 1941 to February 1942. There were I P merchant ships and 10 warships' (ProofHansard Report, Frihy 2 7 March l998,19p).

ALLIED MERCHANT VESSELS (4 April 1941 to 6 February 1942) IN 'THE BROAD AREA OF THE INDONESIAN ARCHIPELAGO'

ALLIED NAVAL VESSELS 44 April 1941 to 6 February 1942) @=Requisitioned)

Larut @ 1 22 January 1942 1 East coast of Surnatra Thanet ( 27 January 1942 I 2"40'N, 103'42'E

If the dates 4 April 1941 to 6 February 1942 are accepted, the list of Naval Vessels lost in the 'broad area of the Indonesian Archipelago' is 13 (12) if Buffafo excluded,

PINQ.SUBS.015.0085

( l I ) query Tang WO. The number of Merchant Vcsscls is 12 (1 1) if Giang Seng is excluded).

CARLEY FLOATS

The Dept. for Defence admits 'From the markings on the carleyfroat it appears to be improbable that thefloat odginatedfrom a merchant vessel ... ' (Dept for Defence, Vot!, 8, 1857p).

Troopships such as Queen Elizabeth, Queen May, Msuretmia, Aquitmia et a1 were equipped with Carley floats. However, the only troopship lost, in ASEAN seas prior to 6 February 1942 was Empress of Asia off Sultan Shoal, Singapore S February 1942 (Page, RA.H. , 1997, VoL, 4, 791-2p).

Merchant vessels, including D.E.M.S., requisitioned by the Ministry of W a r Transport were probably equipped with Carley floats, however this would be dependent upon m they were requisitionecl.

Ships requisitioned early in the war e.g. (Buflalo, Banks, Kampar, Tung WO, Kelma and Raub), were probably equipped with Cariey floats.

Kudat (Colledge J.J., 1989 I28p) and Earut m i d , 131p) were requisitioned on l 8 December 1941and sunk on 30 December 1941 aud 22 January 1942 respectively, with no loss of crew from Larut.

None of the Requisitioned Merchant Vessels visited an Australian port between 3 September 1939 and the date of their sinking (PPiv. Comm, Dept for Defence, 20 March 1998).

I did not enquire about Tung WO because I was unaware of the omission by the Dept. for Defence from the (Naval Vessels list) until I reviewed my Submission No. 94 (Page, RAW., Vot! 4, 771-2p). Tung WO lost at Penang or Hong Kong?

Only one Merchant Vessel (EidntolB) visited an Australian port during the war years prior to her sinking. Eidntold did not have Carley floats and there was no loss of crew.

LIFE RAFTS (MERCHANT VESSELS)

Apart from lifeboats and life-belts, life-rafts eventually became standard equipment on merchant ships during the war years.

The rafts were constructed of wooden planks attached to empty 44g drums (one, sometimes two 44g drums in each corner). The drums were built into a box like frame, 8-10 feet length and width, with planks for the seamen to sit on. These life- rafts were quick, easy and extremely cheap to make.

The likelihood of merchant ships receiving warship issue Carley floats during the early years of WW II, when material was in short supply, was improbable.

CARLEY FLOAT

'CAMEY FLOAT, a Ive-raft capable of supporting a large number of persons -up to fifty in the biggest - both in and out of the water. It is in the form of a large oval ring of caavas painted to make it watertight and stuffed with kapok or granulated cork, with a light w d n grid inside the oval hand lines on the outer circumference. N wm supplied mainly to warships but has now been superseded by infratable rubber life- raps' (Kemp, P., l988,l QOp).

The exclusion of and equivocal inclusions of some ships by the Dept. for Defence, have led to some convoluted hypotheses concerning the origin of and the occupant(s) of the Csrley float.

In the process of brain-storming hypotheses, the Dept. for Defence has created a document which is not a foundation for reasoned and objective discussion or a basis for the accurate recording of naval history.

EYPOTHESIS (NO 2).

'During the period leading up to the Japanese occupation of Singapore and the Netherlands East Indies large numbers of er@ attempted toflee the region to Australia Many were lost. No records are known to exist giving details of these craft or their occupants and it is possible thefloat may have originated from one of them ' (Depd for Defence, VoL, 8, Submission No. 94,1856~).

It is agreed that large numbers of civilians and some military personnel attempted to flee Malaya, Singapore and the Netherlands East Indies ahead of the advancing Japanese forces, by whatever means available.

However, the statement 'large numbers of craft' (Ibid) creates the impression that there was an 'unknown fleet' of merchant vessels 'out there somewhere' and 'it is possible thefloat may have originated from one of them' (Ibid).

CERTIFICATE O F REGISTRATION (MERCHANT VESSELS)

The two objectives of owning a merchant vessel (of any tonnage) were trade or service (or both).

Under International Maritime Law, owners had a legal obligation t;register their ships (register tonna~es). It was in the owner's legal and financial interest to

PINQ.SUBS.015.0086

comply with International Maritime Law and acquire the Certificate of Registration.

With a Certificate of Registration, a record of the ship's existence (and therefor its - tonnage) was created. Lloyd's Register of Shipping contains immense detail about each vessel registered.

Without a Certificate of Registration, a merchant vessel would be legally excluded by Customs from all ports o r harbours. This would also exclude the use of buoys, navigation channels, tugs, salvage etc. The vessels would nob legaily be able to carry cargo o r passengers or have the sanction of maritime unions to hire crew or use stevedoring facilities in port. Neither vessel nor cargo would be insured.

An unregistered merchant vessel (of any tonnage) forming part of an 'unknown fleet out there somewhere', creating the impression of 'large numbers ofcraft' (Zbig, from which a '...$oafmay have originated ... ' (lbi9 is untenable in logic or international maritime law.

'There was no doubt, the occasional unregistered merchant vessel past its glory days, moored up river or in harbours in SE Asia. Their owners would have been overjoyed if these vessels had got up steam and sailed (anywhere).

SMALL CRAFT BELOW 10 TONS

If small craft below 10 tons, (including @ = Requisitioned vessels), were not registered, it is presumed there was no local, national or international maritime obligation to do so.

No Certificate of Registration resulted in no written record of its existence.

I feel no compulsion or obligation to account for the whereabouts of vessels below 10 tons, sunk, scuttled or seized in the Indian Ocean and ASEAN seas before 6 February 1942, on the basis that no records are known to exist.

Small craft below 10 tons, probably comprised privately owned speedboats, motorboats, launches, yachts, dinghies, sampans, out-riggers, lakatois and dug-out canoes etc.

It is implausible that a Carley float was attached to these craft and, in most iestances, a Carley float was probably bigger than and preferable to the chosen method of transport.

HYPOTHESIS (NO. 2)

Xnotherpossibility exists which should not be discounted, but which is more difficult toprove, and that is that (sic) the original occupants in thefloat hadjumpedship. To

some this may appear improbable, but it is no more outlandish t h m many &her theories associaded with the foss of SYDNEY' (Ibict, il85657p).

It is not incumbent on the Department for Defence to join the queue.

I can think of several reasons why sailors would 'jump ship' (Zbi4 in port, and none whatsoever, for 'jumping ship' ship, at sea, in a shrapnel ridden Carley float, unless an order to abandon ship had been given.

HYPOTHESIS (NB. 3)

'There is also thepossibility that the shoe, though possibly naval in origin, may have belonged to a merchant seaman. A merchant seamanfrom a sunken vessel could have been given the shoes aspart 4 a n issue of clothing a$m being picked up by.a wmhip. This aspect should nor be disregarded and needs to be considered in the process of proof and efiminarharhon ' (Ibid, 1853~).

What passing warship to which D.B.S. (Distressed British Seaman) from what sunk merchant ship, where and when? The usual questions cg. how, why, where, when, who, which and what?

In the process of proof and elimination &Warships and Merchant vessels (above 10 tons inc. @ = Requisitioned) have been accounted for. There are none left to - consider. Read 'Possible Origins Of The Christmas island Carley Float ;An Oceanographical Assessment Of Sources Other Than HMXi' Sydnty ' (Bye, LA. T., March 1998).

By brainstorming scenarios, the Department for Defence has produced nothing substantive but implausible hypotheses concerning the origins of the Carley float.

CONCLUSIONS

It is considered the Department for Defence review the list of'Possible Origins Of The Carley Float (Naval and Merchant Vessels). It is considcred that accuracy of content is a prerequisite for reasoned andtor objective debate.

PINQ.SUBS.015.0087

REFERENCES

Colledge, J.J., 11989, Vol. 1, Ships of the Royal Navy, GreenhiiI Bob, Lionel Leventhal Ltd., London.

Gill, G.H., 1985, Vol., P. Australia In The War Of 1939-1945 Royal Australian Navy 1939-1942, Collios in assoc. with A.W.M.

Kemp, P., 1988, The Oxford Companion to Ships and the Sea, Oxford University Press

Lloyd's War Lssses, 1989, Vol., 1, Lloyd's of London Press Ltd.

PAPERS

Bye, J.A.T., March 1998, Possible Origins Of The Christmas Island Carley Float - An Oceanographical Assessment Of Sources Other Than FfMAS Sydney, Flinders Institute For Atmospheric And Marine Science, minders University, South . Australia.

SUBMISSIONS

Department for Defence, 1998, Vol., 8, Submission No. 94, Inquiry into the Circumstances of the Sinking of HMAS Sydnq

J.S.C on F.A D & T, Reference: EIMAS Sydney Inquiry, Proof Hansard Report, Friday 27 March 1998.

Page, RA.H., 1998, The Gravesite Of The Unknown Sailor On Christmas Island - Part 2: IBMAS Sydney: Discounting Other Possibilities, Vol., 4, Submission No. 59, Inquiry into the Circumstances of the Sinking of =S Sydney.

(3) COMMENT ON 'POSSIBLE ORIGINS OF THE CHRISTMAS ISLAND CAKLEY FLOAT - AN OCEANOGRAPHICAL ASSESSMENT OF SOURCES OTHER THAN WMAS SYDNEY' (Bye, J.A.T., March 2998).

Dr J.A.T Bye of Flinders Institute for Atmospheric and Marine Sciences (FMMS), Flinders University of South Australia, analysed the Dept. for Defence list of Naval Vessels (Vol. 8, Submission 94, 1856p) and concluded:

'...there are NO Iiszed ships (except for H h U S Sydney) which could have been a source for the Christmas Island CarIey Float (Bye, LA. T., March 1998,3p).

i ! 'Tire reasons for this conclusion are that, of the 21 vessels, there are

12 vessels with dnyt 'too fast' 6 vessels with opposing currents 2 vessels with crew saved and l vessel which was very unlikely to have carried Carley Floats (Page, 1998)Vbid) '. i.e. (Kwangrung).

Bye analysed the list of ships prepared by Page, RA.& in Vol. 4, Submission 59, and concluded;

NONE of the above IO7ships (some of which were included in the Department of Defence submission, which also listed HMAS Sydney and one other ship)'(lbiq, i.e. (Velebit), 'could have been possible sourcesfor the Christmas Island Carley Float (Ibid).

His analysis used the bimonthly surface drift charts presented in (Wyrtki (1961). 'Deductions on the like4 source offloating material at Christmas Island throuahour the vear can be made using these charts. They are quite consistettt with the Carley froat found in February 1942 having originafedfrom H M S Sydney' (Ibid, 2p).

Bye explained his Method thus:

'The position and date of each sinking was recorded on a chart from which the 'Required average speed'for the arrival of debris at Christmas Island could be determined' (Ibid, 3p).

'In the event that this speed was greater than the mean current speed on the direct path befween the sinking site and Christmas Island it is then possible to exclude the ship as a source. Ifthis criterion is met, 'Too fast' can be listed against the considered ship, and this ship ercludedfrom further consideratiott ' (Ibid)

'On the other han4 ifthe 'Required average speed' is less than the mean current speed on the direct path other factors must be considered In particular, the direction of the drqt currents that would be encountered by the debris, and also whether all crew

PINQ.SUBS.015.0088

members were saved Ifthe currents were unfmourable or all crew members were saved, the considered ship can also be eycluded' (Ibid).

NAVAL VESSELS LISTED BY THE DEPARTMENT FOR DEFENCE

Naval Vessels I Required Avg. Speed &-y- Repulse

I

f i n ce of Wales

Banka

Kelana Larut

%

%

Kampar

I

Raub

1

Comments

See Bye (1997) Opposing currents south from Sunda Strait to Christmas Island Opposing currents South from Sunda Strait to Christmas Island Opposing currents South from Sunda Strait to Christmas Island Too fast and opposing currents in Malacca Strait Too fast Too fast Too fast Too fast and opposing currents Crew saved

Too Fast

NAVAL VESSELS NOT LISTED BY THE DEPARTMENT FOR DEFENCE

Buffalo 1 % I Too fast Tung WO I l I Too fast and opposing

I currents in Malacca Strait 1

I advised Bye of Buffalo and Tung WO. He concluded that debris (if any) from Buffaalo would have had an interesting trip.

BUFFALO (4 April 1941)

Loss of crew (if any) from BuPfnlo was unknown by Page. Buffalo was a dockyard mooring vessel, which hit an Allied mine in Keppel Harbour or Singapore Roadstead nine months before Japan entered WW2.

According to verbal advice from Bye, debris from Huffalo would have been carried north by prevailing current (May to September) (Wyrtki 1961) to about lSON (3500km from Christmas Island). From that position the Required ~verag ; Speed (knots) = % knots which caiculates as Too fast.

TUNG WO (13 December 1941)

Sunk on same day at Penmng, near position of Kampar (Lloyd's) or Hong Kong? (Kentwell& Dick, Z988,32p). Debris (from Penang) calculates as Too Fast and op~osinp currents in Malacca Strait (same as 1Ynmuar).

MERCHANT VESSELS

UAREEBA (26 June 1941) sunk same day as Velebit in the broad area of the Indonesian Archipelago.

The Velebit and 8 of her crew washed ashore on the Andaman Islands. 'The crippled Velebit, ablaze but still afloat, was tossed aboutfor days and days by strong winds and rough seas until July P, when she went aground on a coral bank off the Andman Islands. During this period, her remaining crew, four Yugoslavs and four Indians fought desperately to keep theflames from spreading to the poop deck' ~agauaUnovic, 0, 1 95 7, 182~).

Debris from Mareeba would have similarlv dispersed towards Andaman Islands. 'Current D@ tmvarrls Malacca Strait' (Bye, LA. ;T., March 1998). There was no loss of crew at sea from Mareeba (Gill, G.H., 1985, Vol, 1, 449p).

CONCLUSION

There were a finite number of naval and merchant ships sunk in relevant oceans or seas, from which the Carley float in question could have originated.

I doubt whether Kwangtung was the source. See response from Stephen A. Kentwell, CO author with Howard W. Dick, of 'Beancuker To Boxboat - Steamship Companies In Chinese Waters' in Page, RA.H.,Vol., 4, Submission No. 59,771~.

'MAN OVERBOARD!

There were a finite number of crew or troops who fell overboard from convoys. See Paper No. (5 ) Convoy US.l (Dunera I1 (2.2) 20 January 1940) and Paper No. (6) Convoy US.IO(A-B) Queen Elizabeth, departed Fremantle 01002,19 April 1941. The Carley float in question was shrapnel-ridden.

H.M. and M.M.A. troopships were not equipped with shrapnel-ridden Csrley floats.

PINQ.SUBS.015.0089

The scientific and historical research has been cogent. It is considered the Department for Defence cease prevaricating and accept there was no possible source for the Carley float other than H M S v & q .

1 REFERENCES MERCIIAWT VESSELS L Merchant Vessel

STEB BY THE DEPARTM Required Average speed

MT FOR DEFENCE Comments 1 (knots)

- 1 BOOKS Velebit

Kentwell, S.A. & Dick, H.W., 1988, Beancaker To Boxborat - Steamship Companies l in Chinese Waters, The Nautical Association Of Australia Inc., Canberra.

Magazinovic, O., 1957, Veiebit U Plamenu, Otokar Kerssvani, Rijeka

Perekop

Kwangtung Possibility of drift towards Christmas Island - no debris observed. Ship . never visited Australia. No carley floats Captured, Too fast

PAPERS

l Bye, J.A.T., March 1998, Possible Origins Of The Christmas Island Carley Float - An Oceanographical Assessment Of Sources Other Than HMAS Sydney, Flinders Institute For Atmospheric And Marine Science, Hinders University, South

I Australia Current drift Westward away from Christmas Island Too fast

Page, RA.& 1998, Vol., 4, Submission No. 59, Discounting Qther Possibilities, Inquiry into the Circumstances of the Sinking of HMAS Sydney

No loss of crew (grounded on Christmas Island) Too fast

Wyrtki, K., 1961, NAGA Report 2 Physical oceanography of the Southeast Asian Waters, Univ. of California, La Jolla

Taisang Too fast

Too fast

Gimg Seng Sank in Dutch East Indies,

implies Too fast

CONCLUSION

The only conclusion which can be drawn from the oceanographical, meteorological and historical analysis of the ships (Naval and Merchant), listed in 'Possible Origins of the Float' (Depr. for Defence, 1988, VoL, 8, Submission No 94, l856p), and 'Discounting Other Possibilities' (Page, RA.H., 1998, Vol. 4., Submission N o 59) is the Carley float which fetched up near Christmas Island on 6 February 1942 ex HMAS Sydney.

PINQ.SUBS.015.0090

(4) CHRISTMAS ISLAND PRISONER OF WAR FUCPATRIATED PROM CELEBES EMBARKED PPMAS BARCOOHMSMAlnSTONE 24 SEPTEMBER 1945. COMMENT ON SUBMISSION NO. 92, VOL. 8, ~ ~ ~ D , ~ L C D R RONALD GEORGE. BAGLEY. VRD).

Ronald Bagiey's Submission intrigued me and I reviewed working notes and information published in 'The Gravesite Of m e Unknown Sailor On Christmas Island Part 3: HMAS Sydney II - Analysis Of Oral & Wrirten History' (Page, RA.H., 1997). The Paper is currently held by the J.S.C. on F.A.D.T as Exhibit llb.

A succinct statement a t the end LCDR (Ret) RC. Bagley's Submission is quoted, viz:

'This account would not be complete without the following short note.

In 1945 I was Anti-submarine and Radar Officer in the figate H.M.A.S Barcoo.

On September 21 of thatyear we am'ved at Macassar, the capital of what was then the Celebes, to pick up mostly British Civilian R 0. K 'sfor fpansfm at sea to H. M.S Maidstone.

One of the l? Q. K 'S was a clergyman who had been captured on Christmas Island

He had in hispossession an RA.N. black boot with the broad arrow, size and other details stamped inside it.

He knew of Sydney's sinking and wondered 'could it befiom thaz ship?'

He would notpart wirh it, so that aN we could do was stress the need to report this in the right quorter and this he promised to rlo. ' (Bagley, ZL G., VoL &, Submission No. 92, 1 776- 7p).

BOOTS AND ALL

Why would a 'Clergyman' from Christmas Island, secrete throughout captivity and proffer immediately upon his release as a P.O.W., a RAN black boot?

Why approach Lt. Cdr. R@. Bagley and discuss HMAS Sydney?

Why ask whether the boot could have been from a crewmember ofsydney?

FORENSIC EVIDENCE

The signilicance of the black boot was recognised by the 'Clergyman'.

It formed part of the forensic evidence that a Carley float, containing a body believed to be a RAN rating from H M S Sydney, had been brought ashore to Christmas island on 6 February 1942 by Captain J. Reginald Smith, Joseph 'Bunny' Baker, Ewart Craig and Maswari the Malay Serang (Page, RA.H., 1987, 18-1 9p).

a ORAL HISTORY

Oral history is fascinating. Memories of seemingly insignificant and unrelated events can remain intact, within the mind, for decades.

However, before oral history can be regarded as factually and historically accurate, the parameters such as dates, names and places need to be checked.

H M S BARCOO (September 1945)

Lt. Cdr., Ronald G. Bagley (Ret) was indeed where he said he was on 24 September 1945.

'A Pori Diredorate was established in Inverell, with thaf ship's commanding officer as Port Director. On 2Jd September H. M.S Maidstone am'ved offMacassar to lift British prisoners. Their immediate removal was desirable owing to strong anti-Dutch feeling and Barcoo and Inverell ferried them out to Maidstone, which was anchored some seven miles outfiom the wha$ Maidstone lejit Macassar in the afternoon ofthe 2 k "amid great scenes of enthusiasm andjoy" (Gill, G.H., 1985, Vol. 2, 700p).

Apart from British civilian P.O.W.'s, Maidstone embarked IW P.0.W7s who were survivors from Exeter, Stronghold and Encounter.

THE RAN BLACK BOOT

Details of the RAM issue black boot stand out in Ronald G. Bagley's memory quite vividly. As a sewing Officer in the IRAN he clearly remembers the boot having the 'Punch stamp which had the broad arrow on top, size and the manufacturer's name who was hIcEvoy ' (Priv. Comm, Bagley R G., 7 May, 199 7).

Other personal memories remind him of the manufacturer/supplier of the boot.

Why would the 'Clergyman' not part with it aboard Barcoo and be advised to 'report this in the right quarter and this he promised to do'? (Ibid).

PINQ.SUBS.015.0091

McEvoys were located in an 'ugly brickfacfoty building on the corner of Cornwallis and Marian Sts, Redfern [NSW]. This was the McEvoy footwear factory and its owner was m e Haqv McEvoy, reputabb wealthy' (Ibid).

' I have no dwrbt that, making boots and shoes for the Services between 1939 and 1945, enhanced the McEvoy fortunes' (Ibid).

'McEvoy was aprominent racing man and owned a very g d J i I 6 which he named after his three daughters ... Anne, Cetienne, and the third whose name I cannot remember ercept that it ended in 'ette" (Ibid). Hence the name of the filly was 'An tien ette (Ibid').

'From early X942 until 1944 il was an instructor in AB warfare at H M S Rushcutter Anti Submarine Schod originally in charge of both practical and tactical demonstrations, later only practice It was ourpractice to have the relevant Oflcers and ratings of ships in harbour for refresher training andpractice' (Ibid).

'One such team camefrmt the Royal Netherlnnb beauPiful destroyer (more a light cruiser) Tromp. Their anti-submarine O f f e r wwes one Lieutenant Jack Tkesing, and he just happened to be mam'ed to Tien (Cetienne) McEvoy ' (Ibid).

'Tromp didgo to sea and I lost touch with Thesing until one day in 1945 and before VP day who shouldjoin me for drinks aboard Barcoo in Alorotai but Lt J. Thesing' (Ibid').

'I then lost touch with Thesing forever, but was reminded of him by the boot in Macassar' (Ibid).

'ADMMISTFUTOR'= 'MINISTER' = 'CLERGYMAN' - In was easy (to an oral history gatherer) and to someone who is interested in the written and oral history of Christmas Island, to see how the word 'Administrator' could be unintentionally corrupted over decades, from 'Administrator' to 'Minister' and recalled as 'Clergyman'.

Or Ronald Bagley heard 'Minister' instead of 'Administrator'.

'I thought about the discrepancy in facts between my 'Minister' at Macassar andyour official 'Administrator' at Macassar. The wurh are so similar it is possible that in the noise, the excitement and hurly-burly of embarking the released prisoners I misheard 'hlinister'for 'Administrator' (Ibid).

There were no Clergymen of any denomination on Christmas Island before during or after WW2. In 1998 Clergymen, of various denominations, visit Christmas Island as part of their Parish or Circuit.

The 'Administrator' (District Olficer) and, on rare occasions, the Island Manager performed civil and ofiicial duties.

TOM P. CROMWELL - CHRISTMAS ISLAND DISTWICT OFFICER (1941-42)

Tom P. Cromwell was District Officer on Christmas Island during 1941 and 1942 and was interned in the Celebes during the latter part of World War 2.

Fellow European Prisoners Of War from Christmas Island, interned in the Celebes were:

Dr J. Scott Clark (Medical Officer) or Dr J. Scott-Clark or Dr J. Scott-Clarke (GipCo *) Jack Pettigrew (Wharf Engineer, CipCo) Patrick 'Paddy' Westniacott (Clerk, CipCo) Lt. Cdr. Thomas A Donovan USN ex Langley Wiiliam B. Jackson (Manager, (CipCo) W. Rusholme (Storekeeper, CipCo) R Goodfellow (Elect. Engineer, CipCo) H.H. 'Footie' Footner (Engineer CipCo) Fred Pawle - Seaman ex Nam Yong and others (names unknown) from Nam Yong. K. Hassan (Wireless Technician, CipCo)

"CipCo (Christmas Island Phosphate Company).

The few Europeans on Christmas Island became prisoners of war 31 March 1942. They were interned on Christmas Island until December 1943 when they and many Asian Christmas Islanders were embarked Nanyo Maru to Surabaya. Later the Europeans were sent to the Celebes where they were interned until released by Allied forces in late September 1945.

CHRISMAS ISLANDERS WHO SURWVED INTERNMENT

It is recorded in my Paper (Exhibit l lb , J.S.C. on F.A.D & T) that Tom P. Cromwell, Dr. J. Scott COark, Jack Pettigrew, Patrick 'Paddy' Westmacott, Lt. Cdr. Thomas A Donovan, H.H. 'Footie' Footner and Fred Pawle survived internment (Ibid).

'THE RKNT OUARTER'

The 'Clergyman's' sense of duty and urgency was obvious.

Tom P. Cromwell was embarked Maidslone with RN P.O.W's from heter, Stronghdd and Encounter. It seems logical that a report would have been given to Naval Intelligence (RN) and passed on to Naval Intelligence (RAN).

PINQ.SUBS.015.0092

Nominal Rolls for the Repatriation Of Allied Prisonen Of War and Internees (R.A.P.W.I.), British Civilians, from the Celebes 24 September 1945 probably contain the names of T.P. Cromwell, Dr. J. Scott @lark and the abovementioned Christmas Islanders.

NOIC Moluccas, Report of Activities, September I945 may contain information.

The Ship's Log for kfaia3~rie for the period SeptemberlOctober I945 needs to be accessed from British Archives.

The Passenger Manifest for Maidstone 24 September 1945 would show the name and destination of released civilian and service personnel.

Colonial Ofice files (Colony of Straits Settlements, Christmas Island September 1945-46) may contain reports of debriefings conducted between the Colonial Oflice, Tom P. Cromwell and possibly Dr J. Scott Clark.

British Medical Association archives would contain information on Dr J. Scott Clark's post war registration as a Medical Practitioner.

I t would be interesting to hear an explanation why File No 612/231/446, annotated on AA19801700, NID 1941222 was destroyed 5 July 1980.

Australian Archives contain Commonwealth Navy Orders re RAN Kit Issue. The Government Gazene for the period 1939-1945 probably detail contracts for RAN issue footwear awarded to McEvoys. (Harry McEvoy & Co.), corner of Cornwallis and Marian Streets, Redfern NSW.

No definite conclusions can be formed apart frorn the certainty that the 'Clergyman' was Colony of Straits Settlements District Qficer Tom P. Cromwcll.

However, I do perceive the faintest whiff of collusion between Naval Intelligence (RN) and Naval Intelligence RAN post 24 September 1945.

If there was no collusion, details concerning Tom P. Cromwell and the RAN. black boot would have been released to British and Australian Archives in 1975 and available to researchers and the general public.

The J.S.C. on F.A.D.& T have been asked to inquire into and access the relevant files frorn British and Australian Archives (Page, RA.Ii., Melbourne Hearings, Friday 3 May 1998).

REFERENCES:

Gill, G.H., 1885, Vol. 2, Royal Australian Navy 1942-1945, AWM in assoc. with Collins

SUBMISSIONS:

Bagley, RG., (ECDR) (Ret.), March, 1998, Vol., 8, Submission No. 92, Inquiry into the Circumstances of the Sinking of EMAS Sydney, J.S.C. on F.A.D.T., Canberra.

PRLVATE COMMUNICATIONS:

4 Bagley, RG., (LCDR) (Wet.), to Page, R.A.H., 7 May 1998

PAPERS:

Page, RA.H., February 1997, The Gravesite Of The Unknown Sailor On Christmas Island Part 3: W S Sydney 11 - Analysis Of Oral & Written History

PINQ.SUBS.015.0093

(S) CONVOY US.1 (DUNERA 11 (2.2) (20 JANUARY 1941). COMMENT ON QUESTlON BY SEN. DAVTP) 5. MacGIBBON, MELBOURNE PUBLIC HEARING RE lNQUIRY INTO THE ClRCUMSTANCES O F THE SINKING OF HMAS SYDNEY, FRIDAY 1 MAY 1998

In response to Sen. %)avid J. MacGibbon's statement, viz:

' I do not know the name @the ship, but it was in a convoy rakhg elements of the 8 Division from Australia to the Middle East, and this officer wns lost overboard on !he night of 30 April 1940. The convoy was Y2: that is a!! I know about it' (Sen. DJ MacGibbon, 1 May 1998, FADT, 379p).

There were no Convoys with the prefix Y during World War 2. It is presumed he was referring to Dunera 11 (2.2) which was one of the ships of Convoy US.1 which departed Fremantle noon Saturday 20 January 1940.

Convoy US.1 comprised:

Strathaird (2.3), Strsthnaver 0, Otranto (U.4) Sobieski (2.6), Orion (Z.4) Orjford (U. S), Dunera I1 (X 2), Empress of Japan (U.I), Empress of Canada (Z. I), Orcades (U.2) and Rangirata (2.5).

The escorting warships were HMS Ramillies, HMSKent and the Frensh cruiser Siflfren.

'The voyage was made without serious incident and infine weather. There was some ewcitetnent the first day out of Fremantle, when a man fell overboard from Dunera. He was smartly recovered by Rangitata but lost the convoy one hour steaming time' (Gill, G.H., 1985, VoLl., 93p).

Dunera 11, completed in 1937, at 14% knots, was the slowest ship in the Convoy. Captain Baillie-Grohmann, CB, DSO, OBE; RN, Commanding Oficer of Ramillies was scathing in comments concerning Dunera's lack of speed,

'It is of interest to note that the inclusion #Dunera thus caused,for the >vhole trip, a delay offive daysfor a total of 21 $000 tons gross of shipping, assuming Qe convoy could have steamed at a speed of 15 knots' (Ibid, 94p).

CONCLUSION

Dunera 11 (2.2) was not Convoy Y2. There were no deaths amongst the troops transported to the Middle East during Convoy US. 1 Saturday 20 January 1940. Convoy US.1 s h ~ u l d not be confused with Convoy USIO which departed Fremantle OlOOz, 19 April 1941.

REFERENCES:

BOOKS

Gill, @.H., 1985, Vol. 1, The Royal Australian Navy 11939 -1942, AWM in assoc. with Collins

PROOF HANSARD

9.S.C. on F.A.B.& T., Reference: Circumstances of the Sinking of BMAS Sydney, Melbourne, Friday 1 May 1998 (Proof Hansard)

9

PINQ.SUBS.015.0094

CONVOY US.10 (QUEENELIZABETH(19 APRIL 1941). COMMENT ON LETTER TABLED BY LINDSAY ~IGHT,'MELBOURNE PUBLIC B E A ~ G RE INQUIRY INTO THE CIRCUMSTANCES OF THE SINKING OF HMAS SYDNEY, FRIDAY I MAY 1998.

In response to a letter tabled by Lindsay Knight, Knight Industries Pty Ltd, Albury NSW. (APPENDIX A attached).

'I W(EF contacted by Mr Eric Kraice, Army No W57415, who together with his brother Eddie Krake were gunners on board the Queea Elizabeth in November 1941.

Tloey testzifl to a man overboard being thrown a Float. It happened about 3 doys out of Fremandle enroute to Ceylon.

A signed copy of this testimony is enclosed

Mr Krake also gave me Q copy of his letter to his daughter mad son in law, Mr J MIIiams of 381 Solomon St Albury West, NSW2440. I feel this letter also adds credence to the above testimony, especially noting that the ships log could be checked andgiving the names of other persons present This informaOraOron could be useful when determir~ing the identity of the body andfloat washed nap on Christmas Island' (Lindsay Knight, 30 April 1998).

CONVOY US. 10

Convoy US.10 comprised Queen &fury, Queen Elizabeth, Mauretania, Nieuw Amsterdam and Ile de Frmce (CilL G.H., VoL, P, 434p andAA MFl587/1, Navy historical Record Files, c 1944-1 9 75; Item 238, CONVOY US1 0 (I 0A-IOB), lop).

ESCORTS

Fremantle to Colombo H M S Australia IOA Colombo to Trincomalee HMAS Canberra 10A Trincomalee to Perim HMAS Canberra 10B Colombo to lSON 42OE HnaAS Canberra and HMNZS Leander (AA MP1587/1, Navy Historical Record Files' c 1944-1975; Item 238, CONVOY US10 (IOA-IOB)

Convoy US.10 departed Fremantle OlOOz 19 April 1941 (Ibid llp). Canbem rendezvoused with Australia and Convoy US.10 at 0800 25 April 1941.

The convoy then become Convoy USlOA (Queen Mmy and Queen Elizabeth). The Queens and Canberra parted company from Australia at 0930 in position 3O99'N, 84O2S1E 25 April 1941. Arrived off Trincomalee at 0010 26 April 1941 (Ibid).

Average speed Fremantle to Trincomalee 20 knots (Ibid, 12p).

Captain H.W.B. Livesay, O.B.E., was the Commodore of convoy in Queen Elizabefh.

CAPTAW H.W.B. LIVESAY'S NARRATIVE O F CONVOY US10 AND 10A PASSAGE FROM SYDNEY TO PORT TEWmK

'Queen Elizabeth lost one and Queen Mary lost two members of the crew who died and were buried at sea Iliere were no deaths among the troops' (Ibid).

In the Deck Log ofAustralia 25 April 1941,'Training Classes 1047Mauretanicr movi~tg out to Port beam ~f Commodore. 1048 Red to 10 Knots 1050 Fired Lewis Guns. 11 00 Harfmted colours -funeral on Q. E. 1107 Rehoisted colours. 1120 Convoy reformed 1131 Resumedprevious course 1125 Inc to 20 Knoik (MC 10 'to port -station)' (SP 551/1, Bundle 47 Deck Log HIM49 Australia, Apd 1941).

At 1200 Australia was in position 2O52!4'N, 85O03WE

DISCUSSION

Captain H. W. B. Livesay's Narrative has been interpreted the crewmember of Queen Elizabeth died on board ship and was subsequently buried a t sea on 25 April 1941.

Crew who died at sea were buried in weighted canvas, the intention being the body never rise to the surface.

Queen Elizabeth was not equipped with shrapnel ridden Carley floats.

Troopships such as Queen Elizabeth, due to their irreplaceable size, speed and cost did not stop a t sea. The exception was Aquitania who picked up survivors from Kormoren 23 November 1941.

It was the role of escorting warships, in this instance Arrstralia, to reduce speed and lower a whaler to recover any sailor o r Carley float (if any) lost overboard.

It was not in the RN's or RAN'S interest to leave evidence of their presence in the ocean. The recovery of a Carley float (if any) would have been paramount.

If recovery of the Carley f l ~ a t was not possible it would have been destroyed by gunfire.

The A/C from Australia was aloft.

It is presumed the Carley float with a body in it, was not destroyed by gunfire.

PINQ.SUBS.015.0095

The Deck Log for Queen ElinBdk ApriVMay 1941 has been requested from the Ministry of Defence (Naval Historisrl Brmcb), London.

Convoy US.13 (Been Elizabeth and Queen MW) departed soutb-eastern Australia 3 November 1941 (Gill, GIP., 1985, Vol, 1, 434p).

The relevant filw and ship's logs from Australian and British Archives re Convoy U.13 will be accessed.

CONCLUSION

H.M.A. and EM. troopships were not equipped with shrapnel ridden Carley h a @ and it is unlikely any such iloat was left in the ocean as evidence of their presence.

I t is unlikely that gunfire from escorting warships or aircraft destroyed a Carley float a body in it.

REFERENCES

BOOKS:

Gill, G.H., 1985, Vol., 1, Royal Australian Navy 1939-1942, AWM in assoc. with Collins

ARCHiVES

AA MP158711 Navy Historical Records Files, c. 1944-1975, Item 238, Convoy US10 (IOA-1OB)

AA SP 55111, Bundle 47, Deck Log Book HMAS Australia, April 1941

LE'ITER

Lindsay Knight, Knight Industries Pty Ltd., to The J.S.C for F.A.D. QG T, Canberra, 30 April 1938.

PINQ.SUBS.015.0096

KNIGHT INDUSTRIES PTY LTD A.C.N W J 5JlJ 'J I X

EXPLORATION - RESEARCH - DEVELOPMENT Dcugncrs and Operators of the Knight D~rccl Lwition System (KDLS)

677 Lyric Street. L;tv~nglc~n/Alhury NSW 2WI Au~ t r a l~a I Y I Nill1t11rill0()0 25 1335 I.'m lKJJ2.5 X754

In~urn;lllonnI -Country CtJc 61 Ctly C d c M) - Emad klpl@alhury nc1.u

30 /4 /98 Attention Joanne Towner The Standing Committee for Foreign AtTairs, Defence and Trade Parliament House Canberra 2600

Subiect : W S Svdnev Enquiry Dear MS Towner The search for W S Sydney using the Knight Direct Location System. Submission No 101 by Knight Industries Pty Ltd.

Reference Submissions Volume 9, Page 2207, Last line: Please delete (28 38.395, 113 21.86'E.) And substitute (29 58.53'S, 112 48.26'E.)

Our apologies for this inexcusable error, I did call but the submission was on the way to the printers.

Further information

I was contacted by Mr Eric Krake,Army No VX57615.who together with his brother Eddie Krake were gunners on board the Queen Elizabeth in November 1941. They testify to a man overboard and being thrown a Float. It happened about 3 days out of Fremantle enroute to Ceylon. A signed copy of this testimony is enclosed.

Mr Krake also gave me a copy of his letter to his daughter and son in law, Mr J Williams of381 Solomon St Albury West, NSW 2640. I feel this letter also adds credence to the above testimony, especially noting that the ships log could be checked and giving the names of other persons present. This information could be useful when determining the identity of the body and float washed up on Christmas Island. An unsigned typescript copy of this letter is also enclosed. Yours Sincerely

(6) RELIC: (LIFEBUOY) EX HhYSSYLhVEX- SAINT-GILLE§-sur-VIE, (FRANCE) - 1951.

Mike McCarthy, Curator of Marine Archaeology W.A. Maritime Museum confirmed to Dr J.A.T Bye and myself the existence of a Card Index in Australian Archives with the words; 'Discovery Of Lifebuoy ex HMAS Sydney MP69111 Item 4514/21/17'.

- 1 . The combination of Science (Bye) and History (Page) was intrigued. I l

i I entailed Victorian Archives and the attached file (Series; MP69I/I(Dtp&ent of

i the Navy [ZI') P d i q files relating to all aspects of the DepartPnenes activities., 1951- ! 1959, Item; 4514/21/1 7 'Discovery of Lifebuoy er HAZ4S Sydney) (Awendix A

attached), was examined and declared open to public access on 30 April 1998.

WHAT THE EYES DON'T SEE...

The Memorandums and Minutes are sufficient within themselves and enough to make a researcher weep.

The dismissive attitude displayed by the RAN and the Australian Government in 1951 towards HMASSyhey is obvious... from the top brass down.

The French Foreign Ofice wrote to the Australian Embassy (France) who wrote to the Department of External Affairs who wrote to the Department of the Navy who made an executive decision...

A valuable historic and scientific relic, which should have been displayed in the AWM with the Carley float, has been given to Henri Pouelet a French life-guard.

The reason? Because it was 'considered that the labour and cost of freighting this lifebuoy to Australia would not be worthwhile' (Ibid, 23 February 1951).

It is considered the labour and cost of freighting the lifebuoy would have been negligible compared to the interest shown and questions asked by relatives and the general public in 1951 and subsequent years.

What is known in 1998 was known in 1951. 'The Oceans: Their Physics, Chemistry and General Biology' ( S v r h p et arl) was published in 1942.

RAN hydrographers, oceanographers and researchers and authors would have had a field day. Lindsay ~ n i i h t

PINQ.SUBS.015.0097

'ON A FRENCH BEACH' (AA MP/691/J,4514/21/11)

Dr John Bye and I initially thought that Saint-Gilles-sur-Vie might be a beach n w r Saint-Gilles-lcs-Bains on La Reunion, a French possession near Mauritius in the Indian Ocean.

Inquiries, written in French, were sent to La Reunion and glossy brochures on the virtues of Saint-Gilles-les-Bains as a holiday destination were fared back

Old and new maps and books on La Reunion were researched in the Bray Reference Library Adelaide for any reference to Saint-Gilles-sur-Vie.

The coast of France was not excluded from the search. W S y h e y had been in the Mediterranean in 1940-41.

Eventually, through dogged perseverance, a map was found ad Flinders University South Australia, which was sufTiciently detaiied to pinpoint Saint-Gillecsur-Vie.

It is a beach near Nantes 46"42'N, I057'W. Nantes is near the better known city of Saint Nazaire which opens onto the Atlantic Ocean.

Dr John Bye pondered and wrote a brief oceanographic analysis. It is produced in (8) Attached.

CONCLUSION

The Iifebuoy is probably a relic from theSydneyLKormoran battle 19/20 November 1941.

'A brief ocemogrraphic analysis indietztes thaf the position (46"42'N, 1 "57'W) and time of recovery are both quite consistent with a drip from theposition of the sinking of HMAS Sydney' (Bye, J. A. K, May 1998, Ip).

Bye is certain that some of the Surface Driftcardr, released 9 October 1994, 111°00', 26'303 (Bye, J.A. T., 1996) & Page, RA.H., 1997) will appear 'm a French beach ', eventually, before or about the year 2004.

A letter, in French, will be sent to the Mayor of Nantes to enquire whether the Pouelea family waslis known and if and where they reside in 1998.

If the Iifebuoy exists in 1998, I would like the lifebuoy returned. It belongs to the Australian public.

REFERENCES

AA Series; MP 69111 (Department of the Navy [IIJ Policy files relating to all aspects of the Deparbments activities., 1951-59 Item; 4514121117 'Discovery of Lifebuoy ex HMAS Sydney'

PAPERS

Bye, J.A.T., 1996, Results From Drift Card Releases At Tbe Site Of The Sinking Of HMAS Sydney lI, Flinden Institute for Atmospheric and Marine Research, The . Hinders University of South Australia.

Page, RA.H., 197, The Gravesite Of The Unknown Sailor On Christmas Island Part 1: IBIVLAS Sydney I1 -Surface Driftcard Study.

PINQ.SUBS.015.0098

f

The pages attached to this sheet have ?xen copied from- - I

Pi- note that the citation no longerappearson each pagc 73is procedure has been adopted in the interest of a fater service to dents

Victorian Office GPO Eiox 4325PI'. Melbourne, Victoria 3001 Australia

PI>: (03) 9265-7999, FX (03) 9285--m &-mail: rcfl&.goumr

M e l b o u r n e Readins Room 2nd Lcvcl, 2 LonsdalcSwect, Meihumc

MS Rossiyn Page 24 Leabrook Drive ROSTREVOR 5073

Austrahm Archives

Dear Ms Page,

In response to your E-mailed request of 15 April 1998 the following file has been examined and declared open to public access;

Accession series MP691J1 (Department of the Navy [XI]) Policy files relating to all aspects of the Departments activities., 1951-1959,

item 5414/21fl7 'Discovery of Lifebuoy ex HMAS Sydney'.

Owing to the small quantity involved a copy of the above is provided herewith with our compliments.

Yours sincerely, A

Y Darren Watson Records Accessibility Victorian Office

30 April, 1998

\'ICIO~I,III O l l i ~ i * . 1'0 I11n XOU.5. I\II~IV~XHI I ieighu VIC 31.51 .411stlali,1 31 \h11111 l )nw. E.ISI IIU~W~IIXI VIC 3151

P~I~IIIC: (0:3) !IN):\ lU!l!L k ~ c ~ i n ~ i l c ; (03) WM1 1267

KC.IIIIIIJ: KOSIIII: 1?11t1 FI~ICII. (:IW~~CII I%IC~, ? I.wrtlale Strcrl. hlcllx~nl-II~ VIC 9000

PINQ.SUBS.015.0099

m Seoretary, Degertmon't; of Xxternal hffsirs, CANT-

. Q -*. DISCOVERY OF LIFZBUOT . .

PINQ.SUBS.015.0100

. . . ..

DEPAXTMENT OF THE NAVY

DEPARTMENT O F EXTEANAL AFFAIRS*

CANBERRA.

With reference t o Department of External Af fa i r s memorandum 25/1/3 of 2nd February, 1951, i t is considered t h a t the labour and c o s t of f r e l g h t i n g t h i s l i febung t o Aus t ra l i a would not be worthwhile.

2. -- Pronoso l e t t e r i n t h e follovfing sense he despatched :- II

With reference t o your memorandum PTO. 25/1/3 of 2nd February, 1951, I d e s i r e t o inform you t h a t t h i s Department favours the p resen ta t ion of thXs l i f ebuoy t o Coast Guard Henrl Pouelet a s a g i f t ; on the assumption t h a t t h i s a c t i s no t ' con t ra ry to French l e g a l custom.

\

2. I n d e f a u l t of a c t i o n on these l i n e s being ' poss ib le it i s requested that; apprecia t ion of the

ac t ion taken by t h e Coast Guard i n t h e matter be conveyed from t h i s Department. 11

23rd February, 1951.

2nd February, 1951.

I

~ M O R A N D U M f o r : '

The Secre ta ry , Department of t h e Navy,

V i c t o r i a Barracks, rnLBOURNE. V I C .

Discovery of Lifebuoy ' ,

Please f ind a t t a c h e d a COW of memorandum No -89 . . . of t h e 22nd January, 1951, received from t h e Austra l ian embassy i n P a r i s , which d e a l s with the discovery on a French beach of a l i f ebuoy bearing t h e narks IfH.Y .A .& SydneyTt with

2, We would be g lad t o know i f you d e s i r e us t o take any a c t i o n I n t h i s ma t te r and i f ? so , how we should advise our Embassy i n P a r i s .

' %.'

C/- L+!?:. . (W. c. A . g d a l e ) . --.

f o r S e c r e t a r y

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) 7. . . I - - r .. .- ...'. The French Foreign Office has advised h-;. . ,. t h i s Embassy tha t a l i febuoy bearing t h e narks I.:.;: ,' ,L,.

ItH.l.b.S. S M m " with symbols, has been r e t r i e v e d 1. :v on t h e beach o f Saint-C-illes-sur-1716 by the coast - l:&. f .'.' guard Eerrri Pouelet.

The l o c a l branch m the h.ench L r i t i m e Regis ter has reported t i d s discovery bu t has Ind ica ted tha t in view of the o r i g i n of the l i 'ebhy, it has n o t been taken on charge by t h e

;.- Regis ter of Shipwrecks. p,:(:

*: - r: l 2 . YOUP advice vrouid be appreciated as t o What a c t i o n should be taken as a r e s u l t of t h e di~cove2 ' '~ Of t h e lifebuoy.

It may be mentioned tha t r e fe rence to t h e name of t h e coast-guard vrho

. . . ::

found t h e l i f ebuoy i s p r e s w a b l y made i n order t o make It poss ib le t o show him some nark of t ang ib le

.. .. apprecia t ion in'^ manner ;.rhich i s regarded a s normal , . -.

i n t h i s country,

@)'THE RECOVERY OF A LWBUOY EX H W S Y D N E Y AT SAINT-CLLLES- SUR-VIE, FRANCE', Dr. J.A.T. Bye, minders Institute for Atmospheric and Marine Science, Flindem University of South Australia, 31 May 11998.

The report of the finding of a lifebuoy ex HMS Sydney on the beach of Saint-Gille* sur-Vie in France by coastguard, Benai Pouelet in January 1951 (or thereabouts) is a significant Archival reference (AA Ser iq MP691/1, (Department of the ff0y [II] Polin, files r e h t i n ~ to all aspects of the Departments acfivities, 1951-1959, l t e w

* A brief oceanographic analysis indicates that the position ( 4 6 42' PI, 1" 57' W) and time of the recovery are both quite consistent with a drift from the position of the.

9 sinking of HMAS Sydney.

The probable drift track in the Atlantic Ocean, via the Benguela Current, South Eauatorial Current, Gulf Stream and North Atlantic Drift, is clearly shown in (Fig. 1)'(srvdruP et al, 1942).

In more recent times, oceanographers have identified a flow of warm surface water into the North Atlantic Ocean from the Pacific Ocean through the Indonesian Archipelago, (Fig. 2) which is known as 'The Conveyor Belt' (Cordon, 1986).

The results of the Indian Ocean drift card study (Bye, 1997) indicate that drift objects would have taken 25 months to travel from the site of the sinking of HhlAS Sydney to Natal in South Africa at the mean speed of 0.4 knots.

On the assumption that the lifebuoy followed this track and then rounded the Cape of Good Hope, on its transit to Saint-Gilles-sur-Vie, it would have made this passage in 84 (109-25) months at a mean speed ofO.25 knots [which is a minimum speed as the lifebuoy could have lain on the beach for son~e time before being foundl.

This speed is not at all an unreasonable value.

It is also of interest that a news item (Adelaide, 1961) states that 'a rare piece of wood, painted white with the work "Sydney luvatories must n a be used'' in black' was re~or t ed to have been found 'on Qe shore of Ifmuard Buy round rhe Cape corner almost into the Atlantic' sometime prior to 1950.

The correspondence from the Department of Navy of 23 February 1951 relating to the finding of the lifebuoy (AA Series MP691N Irrm; 4514/2J117) states in pan 'it is considered that the labour and cost offreighting this lifebuoy to Australia ~voukl not he

This response in historical perspective can only be described as uncaring, and of disgust to the relatives and friends of the ship's company of HMAS Svdnq.

PINQ.SUBS.015.0102

The Chronicle, July 13 1961, p67, Adelaide, S A

AA Series; MP69111 (Department of the Navy [4 Policy files relating to all asps(r of the Deoartments activities., 1951-1959, Item; 4514121117 Title 'DiscoveQ' of

JOURNALS

Cordon, A.L., 1986, Interocean exchange of thermocline water. J o u m l of Geophysical Research, 5037-504613

PUBLICATIONS

Svrdrup, H.U., Johuson. NLW., & Fleming, RE.. 194% The Oceans Their Physics, chemistry and General Biology, PreuticcHall Inc., Englewood cliffs, N.J., 1087p

PINQ.SUBS.015.0103

Rgure 2.3a Global slruclure of Ihe thermohaline circulation cell amciated with NADW production. The w m water mute, shown by Vu, solid arrows, marks h e proposed pelh for mlum d upper layer watw to Vw n o W m North Atlantic a s is required to maintain contlnuky with the formdon end eqmn of NADW. fhe clrcled values are volume flux in 1V mals which are expeded for uniform upveiling of NADW with a production rate of 20 x 10' m%. mare values assume Ulet Ihe return within the cold water mute, via the Drake Passage, is of minor signficance. From Gordon (1486).

SYDNEY/KORMORAN AFFAIR 19/11/41 R J . Hardstaff

2 Uppcr Clill Road NORTHWOOD NSW 2066

28May 19%

Dcar Madam. INQUIRY INTOTHECIRCUMSTANCES OFTHESlNKlNG OF H M S SYDNEY

A copy of the Repon or Admlrrl or the A&, Vlscovnt Jei!leoe or Scapa, G.C,.B. O.M. \ Er . I . C.C.V.O. on Naval Mission to the Commonwedth of Austrrli. (May-August, 1919) is enclosed to cover . C the question aboul Command and Control by Mr. W.L Taylor, which pupled me at the time but 1 prrsume G?.. a involved the role or C. in C. CHINA (formerly FAR EASTERN STATION). This report is held by Ausualian Archives. Victona - MP 118514 and File Number 12111138.

Attention is drawn to t.k following- FAR EASTERN FLEET- pages 617. CONTROL OF THE FLEET- Sec page 7, pard 2.5. INTELLIGENCE AND COMMUNICATIONS- page 11, para 45. PROVISION OF SHIPS TO FORM THE FAR EASTERN FLEFT- page 16, para 23. ADMINISTRATlON OFTHE R A N - Chapter 11. pp 27-51. CONSTITUTION OF THE BOARD- page 28, p m 8. SECRETARY TO THE BOARD-. page 30, parz l l. HYDROGRAPHICAL WORK- page 30. pan 15. THE NAVAL BOARD OF AUSTRALIA- page 31. pan 24 etc. FIRST NAVAL MEMBER AND CHIEF OF NAVAL STAFF- pages 3333. SECOND NAVAL MEMBER AND CHIEF OF NAVAL PERSONNEL- page 33. THE SECRETARIAT- pages 48- 51. NAVAL INTELLIGENCE- page 59. pard 16. DUTIES CARRIED OUT BY THE COAS' GUARD DURING WAR- P d g ~ 7273.

Chairman's question about the use of the WALRUS airerall- AERIAL SEARCH & PHOTOGRAPHY OF SUSPECT VESSELS BEYOND THE SEA HORIZON. SPOTTING FALL OFSHOT (SHELLS) DUWNG LONG RANGE ENGAGEMENT.

SEARCH FOR MISINC DOCUMENTS Offic~al War D I ~ kept by Scnlor Officers (Hag Officers). Commandmg Officers of Sh~ps & Eslabl~shmenLs. Reg~sters of Classifid and unclass~fied Files. Series F~les for Loss of Sh~ps. .See page 49 under Naval Law Branch. M~nutes of B w d Mee\ings(Novcmbcr-December 1941). Senes Files for Boards of Inqu~p. Reg~ster of Clas~fied Componden~r . Record oTSenes Files transferred to Ausrnlran .-lrch~res Navd Regulat~ons for D ~ s p a l & Retcntlon of All S~gnals. both Class~ficd and Unclassified. Register of Sh~ps Logs &ken m Charge and no! prrssed 10 Hydrognph~c Depanment. Sec CNO 275 dated 14th December 1920.( Copy conmned in "Leadline to Laseru- Appendlx J, pages 2331W).

An extracl d L R S~lrer's bmk on KRAIT IS enclosed lor detiuls of Gunfire & Bombing Sounds I L::'';; audible fmm Slngaporc in February 1942.

,4.-----. , . : : ;.. ,:.c , - . -. )-..

/.. ... . . . . \,Yours s ~ n ~ ~ r e l y . . , -,

X.

v' R.J. Hardskiff ; r: -

I

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