FROM FLAGSHIP TO 'MERCY SHIP'
By Vic Jeffery

The last few years have seen the Royal Australian Navy venture south into the bleak and storm swept Southern Ocean on rescue missions and patrolling for illegal fishermen.
It commenced in January, 1996 when the guided-missile frigate HMAS DARWIN, commanded by CMDR Davyd Thomas, was crash-sailed from HMAS STIRLING in Western Australia to rescue French yachtswoman Isabelle Autisier from her disabled yacht.
Virtually 12 months to the day, sister-ship HMAS ADELAIDE, commanded by CAPT Raydon Gates, also crash-sailed from HMAS STIRLING to carry one of the greatest rescues in the annals of maritime history when it successfully rescued two solo yachtsman, Frenchman Thierry Dubois and then Englishman, Tony Bullimore.
Since then the frigate HMAS ANZAC and the guided-missile frigates HMAS NEWCASTLE and HMAS CANBERRA have ventured into the treacherous icy Southern Ocean to patrol, and with some success, apprehend illegal fishermen seeking the highly prized Patagonian Toothfish.
Venturing into these horrendous conditions brings back memories of another era when the veteran heavy cruiser HMAS AUSTRALIA made a mercy dash south in vastly different circumstances in 1950.
Five years after World War Two and in her twilight years, the veteran former RAN flagship HMAS AUSTRALIA (II) had one final battle to fight - against the most powerful adversary of them all - the forces of nature.
HMAS AUSTRALIA had seen more action against the Germans, Japanese and Vichy French than any other RAN ship in World War two. She had sustained numerous kamikaze suicide aircraft strikes and gunfire hits as well as surviving numerous aerial attacks.
The new aircraft carrier HMAS SYDNEY (III) had not long before assumed the role of flagship with AUSTRALIA, now mainly relegated to training duties, wearing the flag on the odd occasion when SYDNEY was away on deployments.
On 26 July, 1950, the 10,000 ton HMAS AUSTRALIA was anchored in Jervis Bay on the southern New South Wales coast, having recently sailed from Sydney on the completion of a refit and long leave period.
The heavy cruiser was a hive of activity as a result of the refit and with an unparalleled long period of rain, the general maintenance and appearance of the ship was in an unsatisfactory shape. Every available man was therefore being employed aloft, on the upper deck and over the side in maintenance work and in painting. The ship was at eight hours' notice for steam.
HMAS AUSTRALIA's commanding officer, CAPT G.C. Oldham, was advised at 1445 local time that the ship may be required for a mercy mission to Heard Island in the Southern Ocean to medevac a scientist, Dr Udovikoff, who was suffering from appendicitis.
Immediately all onboard maintenance work and painting were suspended, steam was ordered and preparations were made to make the ship ready for sea.
Shortly afterwards Naval Board signals were received, detailing the mission and requesting CAPT Oldham to sail his ship for Melbourne. AUSTRALIA weighed anchor at 1810 and proceeded at 22 knots for Port Melbourne, berthing at the Outer Princes Pier at 1730 the following day.
During AUSTRALIA's passage to Melbourne, fresh provisions, arctic and winter clothing and special stores had been hastily ordered and these were taken onboard immediately on arrival.
With the object of clearing the upper deck and reducing top weight, the barge, two motor boats, a whaler, four skiffs, paravanes and various miscellaneous items were deposited ashore whilst the ship was undergoing refuelling.
Already considerable media and public interest had been generated with the ship being besieged by the media as it made hurried preparations, dubbing HMAS AUSTRALIA the "Mercy Ship". Ten men joined the cruiser before she sailed. They were two medical officers, two biologists, a meteorologist and five media representatives consisting of two journalists, two photographers and one Movietone News cameraman.
The news of the ship's intended deployment with thoughts of adventure swept through the ship and led too much onboard excitement, further fuelled by the large crowd, which farewelled the ship at it sailed at 2230 on the night of July 27 to commence its mercy dash.
As AUSTRALIA headed south west, precautions were taken in the provision and training of "lookouts" composed of officers, senior sailors and leading seamen to keep a watchful eye for "growlers" (sections of disintegrating icebergs). It was agreed "that trainees could barely be relied upon to show the fortitude, alertness and concentration necessary for this unpleasant task".
The problem of the ship icing up was of major concern and addressed with teams being organised with suitable chipping tools and shovels to reduce top weight. In addition some sponsons high on the superstructure were "decked in" so that snow would not collect in them and provision was made for the supply of hot sea water on deck to thaw out ice which may form around the boat's davits and slips, etc.
Other than providing additional radiators and ensuing that the water-tightness of all scuttles and other openings was efficient, there was little that could be done in the living quarters. Mopping up water as a result of below decks condensation ("sweating") became a continuous task in some messdecks. Sea boats were turned in to safeguard against heavy seas and gable roofs had been fitted to the motor cutters
The plan was to head to approximate position 40 degrees 00' S. 84 degrees 20' E. at 16 knots and then direct to Heard Island at 12 knots with this considered the best option for fuel margins.
Conditions were not as trying as had been expected as AUSTRALIA encountered a series of "fronts" in a low pressure system with rising steep, short seas, reaching a maximum height of 8.5 metres necessitating reductions in speed, ultimately down to eight knots. Winds of Force 9 were the normal maximum, but squalls of Force 11 were encountered.
On 1 August speed was slowly increased in steps until the following morning the ship was once again steaming at 16 knots on a westerly course. The ship had been in contact with Heard Islands since 31 July receiving weather reports from that station, Marion Island and Amsterdam. The Melbourne Weather Bureau provided daily Antarctic weather reports to HMAS AUSTRALIA.
On 2 August an intense cyclone passed Marion Island and it was hoped that a high-pressure system would follow. With the cyclone estimated to pass Heard Island on 5 August it was estimated that the following weather would ensure that about 7 August would be the best time to lower a boat at Heard Island. Violent weather was expected with Marion Island reporting 11 wind gusts of over 160 kph.
A major problem emerged aboard AUSTRALIA on 4 August when it became impractical to distil anything other than a token amount of feed water, even this proving unsatisfactory. The inboard biologist addressed the problem as an increased prevalence of plankton in the sea, usual in that area during August and September.
The grim prospect of the mercy mission having to be aborted loomed with only three day's feed water held in reserve. Fortunately the ship ran out of this unfavourable belt of seawater in the nick of time and all efforts were then concentrated on building up a reserve feed. The use of ship's water was restricted to essential domestic purposes including drinking and cleaning teeth. No one was allowed to wash.
Cold westerly gale force winds were experienced with bright periods being interspersed with occasional showers of soft hail being the general characteristics of the weather.
Fuel reserves were becoming a concern and were continuously studied as the days progressed. The urgency of the mercy dash precluded calling at Fremantle to refuel and the RAN did not possess a replenishment ship at that time.
Weather concerns and fuel conservation with increases in speed restricted became a major frustration as the ship was confined to a maximum of 13 knots.
Finally Heard Island was reached early on the morning of 7 August with the weather conditions preventing a landing at Atlas Cove that day.
Almost 24 hours later at 0630 on the following day, with the true wind blowing WSW 34 knots, a motor cutter was prepared for turning out and lowering. By 0700 the wind was SE by West at 22 knots with conditions at Atlas Cove appearing satisfactory from seaward despite the visible approach of a cloudbank from which steady snow was falling.
The cutter was slipped at 0735 and the wind decreased further and close in off the cove is was negligible with snow falling. This continued until when the boat returned 0905 during which time two medical officers and some stores had been landed and Dr Udovikoff medevaced.
History shows this proved to be the only opportunity in days where the weather abated long enough to allow the boat transfer.
Despite being weakened from his prolonged ordeal, Dr Udovikoff was able to walk to HMAS AUSTRALIA's sick bay with the assistance of two medical officers.
Mission accomplished, HMAS AUSTRALIA, nursing her fuel reserves, rode out several storms as the ship accomplished moderate speeds on the long voyage north to Fremantle where Dr Udovikoff was safely landed.
It is interesting to compare AUSTRALIA's marathon trip south in those early post-war days when the RAN did not possess a replenishment ship and the availability of helicopters.
In his report CAPT Oldham spoke of a ship the length of HMAS AUSTRALIA, 630 feet (192.02 metres), being "probably too long to weather Antarctic Seas to the best advantage".
CAPT Oldham's other main concerns were fuel reserves and icing on the ship's superstructure and upper deck, referring to ice forming on the director tower and the top three metres of the non-steaming funnel as well as on the bridge structure, turret faces and guard-rails.
HMAS AUSTRALIA resumed her training role with her last major activity being as part of the Royal Escort for the visit of Queen Elizabeth and Prince Philip in 1954. Fittingly she briefly wore the flag of Rear Admiral R. Dowling for one last time as flagship of the Royal Australian Navy.
Shortly after HMAS AUSTRALIA paid-off on August 31, 1954 for disposal after a distinguished 26 year career and was sold to British Iron & Steel Corporation (Salvage) Ltd on 25 January, 1955.
Two months later on 26 March, 1955 the former flagship was towed out of Port Jackson by the Dutch tug RODE ZEE. Two other tugs joined the tow and, sailing via the Suez Canal, they reached Barrow in Furness in the UK on 5 July. From there AUSTRALIA was towed to the Clyde where she was broken-up.